The pedestrian pound. The business case for better streets and places. Summary report

Transcription

1 The pedestrian pound The business case for better streets and places Summary report

2 Living Streets (The Pedestrians Association) is a Registered Charity No (England and Wales) and SC (Scotland), Company Limited by Guarantee (England and Wales), Company Registration No Registered office 4th Floor, Universal House, Wentworth Street. E1 7SA. [email protected] Living Streets is the national charity that stands up for pedestrians. With our supporters we work to create safe, attractive and enjoyable streets, where people want to walk.

3 Foreword There are many good reasons why developing walkable town centres with excellent public realm should be high on the agenda. Our relationship with our traditional urban centres as commercial hubs is being severely tested. The rise of the out-oftown shopping centre and the emergence of the digital economy are contributing to a shift in consumer behaviour, which is leading to changes in the way we think about, and practice, retail. If our town centres are to remain relevant in the face of this challenge, an attractive, safe and connected public realm, where the space between places has been carefully nurtured, will be important. Furthermore, let s consider our past and our future. Car ownership in the past 60 years has gone from 2.5 million to 34.5 million. The uncomfortable truth is that many of our town centres pre-date the existence of common car ownership and will always struggle to embrace the private motor vehicle. Looking forward, our population is growing, so pressures on our private transport network will not ease unless we are able to provide viable alternatives. Future town centres must act as multifunctional centres for shopping, socialising, working and living. More people are living in town centres, which is bringing people within walking distance of those places. All of this clearly suggests that we must consider transport and accessibility in the broadest sense and good public realm that is amenable to journeys by foot must be part of the answer. The walkable town centre will help us rekindle our relationship with the heart of our local communities. People have a stronger affinity, and see different aspects of, a place they walk to, through and from. On that note, we welcome this valuable addition to the high street debate and hope the knowledge provided is helpful to the town centre industry and policy-makers. Martin Blackwell Chief Executive Association of Town & City Management 3

4 Policy recommendations Expressions of concern over ailing high streets and town centres are well founded. Since the 1980s there has been a shift to more out-of-town shopping and more recently to online retail. The new trend where people view products in shops and then buy online puts high streets at a further disadvantage. In the last decade, 16 per cent of high street shops across Britain have become vacant 1. The way we shop has changed for good and, as Mary Portas identified, the success of our high streets may depend on them rediscovering their function as communal places: as destinations for socializing, culture, health, wellbeing, creativity and learning 2. A robust response is needed to help our high streets and town centres. Research suggests that making places better for walking can boost footfall and trading by up to 40 per cent 3. For instance, a range of improvements to Coventry city centre, such as new pedestrian areas, a new civic square, clearer signage and better placement of street furniture, were credited with a 25 per cent rise in footfall in the town centre on Saturdays 4. Pedestrians also spend more. In London town centres in 2011, walkers spent 147 more per month than those travelling by car 5. Many shopping trips are short and potentially walkable per cent of British households are 15 minutes or less (on foot or by public transport) from a local shop 7. Walking is part of most people s shopping experience and the obvious way to get around places. People also like to get together, socialise and be a part of a community. The importance of quality public places is widely recognised see, for example, the Grimsey Review 8. This is why improvements to the public realm matter and they can deliver a much needed commercial return for our high streets and town centres too. Two years ago Living Streets commissioned the University of West England and Cavill Associates to bring together the evidence and Make the Case 9 for investment in the walking environment. The authors showed that the creation of better streets and public spaces is good for our health and our environment. Our latest report, prepared by research company Just Economics, demonstrates investment for walking can deliver a commercial return and much needed boost for our high streets and town centres too. Based on the evidence, Living Streets calls on governments 10 to take three steps to healthier high streets and town centres: 1 Invest in the public realm to create safer and more attractive high streets 2 Give local communities powers to help high streets and town centres, and 3 Boost footfall by making our high streets as accessible and enjoyable as possible. 4

5 1 Department for Business, Innovation and Skills, and Genecon and Partners. (2011). Understanding High Street Performance 2 Portas, Mary. (2011). The Portas Review: An independent review of the future of our high streets. 3 Burden, Dan, and Todd Litman America Needs Complete Streets. ITE Journal 81 (4): ; Litman Transportation Cost and Benefit Analysis. Techniques, Estimates and Implications, Victoria Transport Policy Institute; Whitehead, Tim, David Simmonds, and John Preston The Effect of Urban Quality Improvements on Economic Activity. Journal of Environmental Management 80 (1) (July): NWDA/RENEW Northwest Economic Value of Urban Design Final Report. 5 The Means. (2012). The relevance of parking in the success of urban centres, a review for the London Councils. Prepared by Sophie Tyler and Giles Semper. 6 Department for Transport. (2011). Statistical Release National Travel Survey Department for Transport (2013). Table NTS0803: Shortest journey time to local facilities on foot or by public transport: Great Britain, 2005 to Grimsey. B et al (2013). The Grimsey Review: an alternative future for the high street. 9 Sinnett, D., Williams,K., Chatterjee, K. and Cavill, N. (2011) Making the Case for Investment in the Walking Environment: A Review of the Evidence 10 UK and devolved governments. 5

6 1 Invest in the public realm to create safer and more attractive high streets Across Europe, studies have linked the quality of public spaces to perceptions of attractiveness, quality of life and where we shop. Nevertheless, recent knee-jerk announcements continue the call for more parking, free parking and the lifting of parking restrictions on double yellow lines, in the hope that convenient car access will provide the cure for our struggling high streets. These announcements rarely appear to be based on sound evidence. Studies also show how some retailers overestimate the proportion of customers arriving by car, when more people actually walked to the shops, cycled or travelled by bus. High streets should accommodate people first. International and UK studies have shown that pedestrians spend more than people arriving by car. Comparisons of spending by transport mode in Canada and New Zealand revealed that pedestrians spent up to six times more than people arriving by car 11. In London town centres in 2011, walkers spent 147 more per month than those travelling by car 12. Compared to 2004, spending by public transport users and walkers has risen; spending by car users and cyclists has decreased. Looking at the bigger picture, it is obvious that businesses, developers and landowners recognise the value of high quality public realm. Many public realm schemes are financed by private investors or a mix of public and private funding. Good quality public realm is considered by entrepreneurs to be an effective part of managing high streets. Landowners and retailers are even willing to pay to improve the streetscape in order to attract tenants and customers. A report for the North West Regional Development Agency in 2007 found that good urban design raised commercial rents by up to 20%. Various techniques have been employed to measure the relative value of street improvements. In each case the main attributes of a good pedestrian environment include: cleanliness, safe crossings, connectivity and a sense of security. Recommendations: Governments should establish new funding in excess of 500m 13 to support evidence based capital and revenue measures to support high street renewal. Governments should ensure that existing funds, such as the Single Local Growth Fund, are clearly directed towards supporting the role of high streets as communal hubs serving multiple policy functions including economic, health and transport. Local authorities and Business Improvement Districts should ensure that town centre management addresses a cross-cutting agenda creating more walkable 11 For example, Wooller, L. (2010). What are the economic and travel implications of pedestrianising a roadway in Takapuna s shopping precinct?. AUT University 12 The Means. (ibid.) 13 The recently published Grimsey Review (2013) estimates the net worth of high street industry is 135bn; 500m in the public realm represents less than 0.5 per cent of the total asset value. 6

7 environments is good for high streets, but also for public health, reducing congestion and air pollution. The Chancellor of the Exchequer should establish a Commission to investigate the efficacy of financial and economic measures to support high streets and town centres, such as people s willingness to pay, the business rate regime and additional fiscal measures such as an internet sales tax. 7

8 2 Give local communities powers to help the high street High streets and town centres should be the beating heart of the community. UK governments have made attempts to direct policy. Town Centre First policies already exist in the National Planning Policy Framework for England, Welsh statutory planning system and Scottish Planning Policy. However, our high streets and town centres are still suffering and out-of-town shopping centres continue to be built. The localism agenda which led to the introduction of the 2011 Localism Act in England set high hopes, but its implementation has been flawed. Local authorities now have less power to influence their high streets and town centres than they used to. In 2011, a quarter of British households had no access to a car 14 and, in 2013, 17% of British households still have no access to the internet 15. For significant numbers of people, neither out-of-town shopping nor online retail may be a realistic option. These people need to be able to walk, cycle or get the bus to a range of local services, such as their local bank, doctor s surgery, library or post office. We need Ministers to act on their localist rhetoric, rather than undermine the principle. Communities must have the right to protect the diversity of their local shops and services from unwanted change of use. Current changes to the planning system in England mean that a bakery could become a pay day loan company outlet and a bank a betting shop without the need for planning permission in other words, without communities being able to have their say. Extending change of use provisions, temporary changes of use and increased flexibility to change offices and shops to residential use, should all be at local discretion rather than centrally imposed. Recommendations High street renewal should be built on well thought out, evidence based measures. Ministers should steer clear of statements that fail to meet this test and should stop contradicting their own policies on localism. Local authorities should be given all possible powers over use and types of development for example, the change of use from offices to housing they want to see in their community. Communities should be able to have their say and have the right to appeal on change of use in their area through the planning process. Local authorities should ensure that all local plans clearly prioritise high streets and town centres first Department for Transport Statistical Release - National Travel Survey London: HM Government. 15 Office of National Statistics (2013) For example, as recommended in National Review of Town Centres External Advisory Group Report: Community and Enterprise in Scotland s Town Centres; 21 June

9 Railton Road, Herne Hill, south London Background Herne Hill Junction was very hazardous for pedestrians, caused long traffic tail-backs and bus delays. Lambeth Council undertook a programme of public realm improvements which included the partpedestrianisation of Railton Road, closing it off to through traffic and creating a new public space. Intervention As part of its Step out in London project, Living Streets worked with the Herne Hill Forum and others to bring residents and new visitors the area via activities and promotions. This included setting up a Sunday market and developing a shop local card giving a discount in local shops. A unique feature was the designation of the Railton Road as a community run space managed by a forum comprising businesses and local organisations. Outcome A follow-up survey was carried out with the public, local businesses, market stall holders, shop local card holders and people who had signed a pledge to walk more to evaluate the project. 66 per cent of the pedestrians questioned agreed or strongly agreed that they shopped or used the services more. 90 per cent of the local businesses either agreed (31 per cent) or strongly agreed (59 per cent) that the changes to the street had resulted in an overall improvement. Despite the recession, 38 per cent agreed or strongly agreed that people were spending more money. With regard to the market 78 per cent of businesses agreed that it brought more people to the area. 41 per cent of the traders had employed someone to work on the stall and 78 per cent of those employed were from the local area. 9

10 3 Boost footfall by making our high streets as accessible and enjoyable as possible Successful and vibrant high streets and town centres are full of people walking around, enjoying themselves and spending time in the area. In this way, walking can be said to be both an indicator of a successful high street as well as a critical ingredient in making it so. Healthy high streets and town centres should be easy to walk to and to walk around, with convenient places to cross the road. They should be inviting, for example with wide, smooth, uncluttered pavements and well-positioned seating. It is essential that high streets and town centres are well maintained and ensure smart coordination of delivery and waste collection vehicles. They should also be safe for pedestrians. Successful high streets and town centres are more than just a shopping destination. They provide important public space, civic facilities, transport, employment and leisure opportunities. They are places where people come to socialise, relax and to be entertained. We need to ensure that we encourage new and diverse uses for our high streets and town centres and promote and celebrate these vital shared public spaces. We also need to support high streets by identifying and removing barriers to walking, and actively promoting walking routes to and from the high street. In one of Living Streets projects in London 17, we aimed to increase footfall by promoting the area as an enjoyable place to spend time, and complementing and publicising public realm improvements (which is highlighted in the Railton Road case study on the previous page). Better streets and places raise self esteem for residents and promote confidence for inward investment. It is important that these groups have a say in the design of public realm improvements, to ensure that they meet the needs of their local communities and businesses. High streets and town centres in the UK have largely built up around key transport routes. Many have to try and use available space to balance the competing demands of moving motor traffic around and acting as community social spaces. In too many places, traffic movement has been prioritised at the expense of people space. Motorised road transport contributes to air pollution and noise, causes injuries, makes our streets uninviting and inhibits walking. Reducing vehicle speeds in urban areas to 20 mph limits, besides many health, environmental and social benefits, is the single biggest measure needed to create safe, people-centred streets. 17 Step out in London was a Living Streets project funded by London Councils. 10

11 Recommendations: Local authorities should assess the quality of routes to and from local high streets and town centres for walking, and ensure that there are places where everyone can cross the street safely, directly and without unnecessary delay. Local authorities should prioritise and promote events to make our high streets and town centres as attractive and welcoming as possible. Local authorities should use street audits to engage local communities, businesses and decision-makers to identify improvements to the public realm to support footfall. Local authorities should implement 20 mph limits where people live, work and shop as the single intervention with the most impact on civilising our streets. 11

12 This summary report has been produced by Living Streets in response to the full report commissioned from, and written by, independent research company Just Economics. The full report, including references and case studies, can be downloaded from Living Streets (The Pedestrians Association) is a Registered Charity No (England and Wales) and SC (Scotland), Company Limited by Guarantee (England and Wales), Company Registration No Registered office 4th Floor, Universal House, Wentworth Street. E1 7SA. [email protected] Living Streets is the national charity that stands up for pedestrians. With our supporters we work to create safe, attractive and enjoyable streets, where people want to walk. 12