Section 3: Place Making and Design Principles [PDF] - South Norfolk ...

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3.7.2 Car parking Soft landscape should be integrated into parking areas. Wherever possible permeable paving should be used to minimise surface water run-off. Parking within the curtilage Parking within the curtilage should be set behind the building line so that cars do not dominate views along the street or from the houses themselves. Tandem parking is preferred to side-by-side spaces as it has less impact upon the continuity of the street frontage. In-structure parking In-structure car parking can provide convenient spaces that are well integrated into the layout. Integral garages should not project forward of the front elevation of the dwelling. Wherever possible the houses should be wide enough to also provide a habitable room at ground level on the street frontage, or else the first floor will need to be designed to help overlook the street. Undercroft parking can provide either allocated or non-allocated spaces. Undercrofts must be designed so that there is a relationship between the lowest residential units and the street to provide surveillance. On street parking On-street parking is non-allocated parking. It is convenient for visitor and short-term use, can animate the street and can help to calm traffic speeds. The layout and street space should be designed to accommodate it from the outset without letting it dominate. Courtyards Communal car parking areas should provide a maximum of 10 spaces to avoid the visual dominance of large areas of parking and/ or problems of a ‘lack of ownership’ and care of such spaces. Parking in rear courtyards must be designed with care to make sure that it is easy for residents to access their parking space. Where there are any homes in rear courtyards then the space must be designed to be part of the public realm, not only as a place for parking cars, so that it is an attractive residential environment. In the case of FoGs (flats over garages) the front door must be accessible without having to walk through parked cars. Possible evidence Layout drawing with parking spaces shown and numbered. For residential proposals, the numbering of parking spaces should relate to the numbering of residential units. A schedule of the overall numbers of parking spaces in relation to residential units/ floorspace of other uses. The Design & Access Statement should include a parking management strategy, or make reference to one where it is set out in a Transport Statement or Sustainable Travel Plan where appropriate. How is it evaluated? • Does the scheme provide safe convenient and attractive places for people to park their cars? • Is car parking well-integrated into the overall layout and design so that it does not dominate? • Do the proposals include a variety of parking options, such as spaces onstreet and also in courtyards? • Is a strategy proposed for managing car parking? Main Contents Section 3 Start 3.1 Introduction 3.2 Uses and activities 3.3 Accessibility 3.4 Site assets 3.5 Character 3.6 Development form 3.7 Public realm 3.8 Design quality 3.9 Performance 3.10 Worked example 164
3.7.3 Street design Key principles Streets are the most common form of public space and, as such, need to be designed to ensure they work well: for all users, including pedestrians and cyclists as well as drivers; and for all abilities, including people with pushchairs, wheelchairs or visual impairment. Why is it important? Well-designed streets, designed in line with Manual for Streets (MfS1 and MfS2) principles encourage people to cycle and walk as well as supporting a range of social activities. This makes for a more pleasant public realm and helps to encourage people out of their cars. Designers should consider the needs of pedestrians first when designing streets, to create places that are: • safe (built development assessed under Section 3.7.1: Supervision of streets); • convenient routes (assessed under Section 3.3.2: Integrate with surroundings); • accessible to all; • sustainable; • appropriate to local character; and • attractive places in their own right. Residential streets should be designed as low speed environments with a design speed of 20mph maximum, where cycle and /or pedestrian routes need not necessarily be segregated. For busier roads with faster traffic, cycle routes and pavements will need to be clearly defined. Where traffic speeds are 10mph or less, then shared surfaces may be appropriate. In such spaces, the design must be inclusive, and in particular it should respond to the needs of partially sighted people. Main Contents Section 3 Start 3.1 Introduction 3.2 Uses and activities 3.3 Accessibility 3.4 Site assets 3.5 Character 3.6 Development form 3.7 Public realm 3.8 Design quality 3.9 Performance 3.10 Worked example Design guidance This topic focuses on the design of the street space itself, rather than on the buildings around it. The movement network and built development both contribute towards creating successful streets, but so does the design of the street space itself. The aim in street design should be for all users to share the same route network unless there is a particular reason why a pedestrian, cycle or vehicular route should be separate. 3.3.2 Integrate with surroundings 3.7.1 Supervision of streets A well designed road can accommodate pedestrian, cars and cyclists in an integrated and non-confrontational way 165
Page 1 and 2: Section 3 Place Making and Design P
Page 3 and 4: 3.1.1 Background The placemaking an
Page 5 and 6: 3.1.1 Background 3.2.1 Community fa
Page 7 and 8: 3.2.1 Community facilities Key prin
Page 9 and 10: 3.2.2 Mix of uses Key principles Pl
Page 11 and 12: 3.2.2 Mix of uses wherever possible
Page 13 and 14: 3.3 Accessibility Main Contents Sec
Page 15 and 16: 3.3.1 Public Transport Access to pu
Page 17 and 18: 3.3.2 Integrate with surroundings T
Page 19 and 20: 3.4.1 Existing features Key princip
Page 21 and 22: 3.4.1 Existing features Local surro
Page 23 and 24: 3.4.2 Site-wide environmental featu
Page 25 and 26: 3.5.1 Distinctive character Key pri
Page 27 and 28: 3.5.1 Distinctive character Larger-
Page 29 and 30: 3.6 Development Form Main Contents
Page 31 and 32: 3.6.1 Street network In larger, nei
Page 33 and 34: 3.6.2 Development blocks Key princi
Page 35 and 36: 3.6.2 Development blocks Generally
Page 37 and 38: 3.6.3 Legibility Variations in char
Page 39 and 40: 3.7 Public Realm Main Contents Sect
Page 41 and 42: 3.7.1 Supervision of streets Wherev
Page 43: 3.7.2 Car parking Public car parks
Page 47 and 48: 3.7.3 Street design Generally, stre
Page 49 and 50: 3.8.1 Public spaces Key principles
Page 51 and 52: 3.8.1 Public spaces Where wetland f
Page 53 and 54: 3.8.2 Architectural quality Interna
Page 55 and 56: 3.8.2 Architectural quality General
Page 57 and 58: more urban situations there is a fo
Page 59 and 60: 3.9 Performance Main Contents Secti
Page 61 and 62: 3.9.2 Innovation in construction Ke
Page 63 and 64: 3.9.3 Building performance HCA spac
Page 65 and 66: 3.10.1 Appraising the site and its
Page 67 and 68: 3.10.2 Develop the design concept D
Page 69 and 70: 3.10.2 Proposal Illustrative Layout
Page 71 and 72: 3.10.2 Proposal Tree strategy Trees
Page 73 and 74: 3.10.2 Proposal Movement strategy K
Page 75: 3.10.2 Proposal 3D illustration and

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