Legible London Report

8/3/2019 Legible London Report

1/33

Legible London

A wayfinding study


2/33

Legible London

A wayfinding studyMarch 2006


3/33

page3

Whilst it is generally agreed that London is a wonderful city to ex plore on foot, there arenumerous barriers to getting more people to build walking into their regular routine,

whether for leisure, commuting, shopping, or fitness. A principal barri er is attitudinal.Many people avoid walking if it requires them to navigate through an unfamiliarterritory. The sense of the unknown - how long will it take, where a street leads to -creates risk, especially of getting lost or increased journey times.

Since its earliest days, Central London Partnership (CLP) has promoted the need to makeLondon a more walking friendly city, borne from the belief that a city that provid es aninfrastructure that is pleasant for walking, and lingering, is putting people at the heartof its priorities. In doing so, it creates the climate for success: enhanced quality of life isintegral to a citys continued economic vibrancy and competitiveness.

For several years a plank of CLPs walking strategy has been to give people theconfidence to get lost safe in the knowledge that it is possible to get back on the beatentrack. One of the most fundamental aspects in building this confidence is providing anintegrated, consistent and user-friendly wayfinding system. More recently, the GLA-chaired Walking Advisory Panel has highlighted the importance of such a system toachieving the Mayors aims of making London the most walking friendly city by 2015.The Olympic deadline has also focused minds, and the need to implement a system inkey areas ahead of 2012 is providing a further impetus.

It is for this reason that we at CLP are delighted to have had the chance to work withthe central London local authorities and Transport for London (TfL) on this importantinitiative, Legible London: A Wayfinding Study, which recommends a way forward increating a cross boundary, integrated wayfinding system. It has been conducted on ourbehalf by AIG, and I would like to thank them, and the staff in the local authorities andTfL for their hard work and co-operation in produ cing this study.

Whilst the studys recommendations have been agreed in principle by the mainimplementation partners, there are many things that have to be considered and plannedto take this initiative forward. These range from agreeing the components and detaileddesign of a final system, the place marketing and branding implications, to removingcurrent street clutter to make way for this new piece of infrastructure. Crucially, it hasto start with consultation with a wide range of partners with either an interest or role inimplementing the final product.

The end game is to create a unified system that provides pedestrians with a set ofmeasures that helps them to do so with ease and confidence. Providing this kind ofsupport signals that London cares about the people who choose this cit y as a place tolive, work or visit. As such, translating this study into a tangible product is much morefar reaching than signage and movement, b ut is an important milestone for Londonscontinued success as a world class place for people and business.

ForewordPatricia BrownChief ExecutiveCentral London Partnership


4/33

Contents

Executive Summary 6

Background Scope 8Objectives 8Research and consultations 9

The case for walking The walking environment 10Benefits of walking 10Importance of information 11

The present situation London 12Jurisdictions 12Current policy 12Profusion of signs 14How do pedestrians find their way about? 18

Changing the culture London is changing 20Walkable journeys 20What can be achieved? 20Providing a better service 21Customer-led method 22A multifaceted approach 23Encouraging the walking option 23Building better knowledge 24Information you can trust 24London-wide or Borough by Borough? 28

Towards a solution A coherent wayfinding system 30The Living Map 32The advantages of map based signage 34Naming policy 35Sign types 36Janes walk scenario 38Placement 40Progressive disclosure 40Frequency 41Design 42Cost-effectiveness 44Conclusion 45

Appendices A AIG/LSE Cities User Research Study 46B Preliminary sign audit 47C Notes on design and maintenance 53D Draft project plan and cost estimate 58References 60Acknowledgements 62

PDFs (including a large type version)of this study, the Jane's Walk movieand additional updates may beobtained by registering atwww.legiblelondon.info


5/33

page6 legible london, a wayfinding study page7aig london 2006

How to develop effective wayfinding across what is arguably the most organic andcomplex city in the world is looked at in the light of scientific research, part icularly intothe process of mental mapping. Legible London recommends a methodology designedto support this process, drawing on ex amples of best practice as well as systems thathave stood the test of time including the UK Road Sign system (Informatory Signs foruse on all-purpose Roads, Ministry of Transport, 1964) introduced in 1964.

Legible London proposes creating a Living Map as a central, constantly updated

database. This would be capable of servicing not just maps, signage, GPR S and othertechnologies for use by the public, but also forms a master tool to enable Londonsbodies to implement a reliable and consistent wayfinding system in a coordinatedmanner. Legible London looks at a range of other issues, including quality methods,a consistent naming policy, a range of sign types, placement of signs and theconsiderations involved in designing for maximum inclusivity and effectiveness.

The conclusion is that aside from the other benefits, we propose a coherent wayfindingsystem as the most cost-effective means of introducing extra capacity into the publictransport system. Therefore, the development and introduction of a signage systemis recommended as being in the interests of all stakeholders. A draft project plan forsignificant roll-out by 2010-11 is appended to the report.

Legible London looks at how pedestrians find their way about London, and considershow people can be encouraged to walk more through better public information andsignage. The study was conducted by Applied Information Group under the supervisionof a Steering Group established by Central London Partnership (CLP).

Walking has reduced by 20% in central London over the last decade, and by13% in London as a whole (source: TfL). Reversing this trend would have a majorbeneficial impact on the transport system, as well as delivering benefits for the street

environment, the economy and public health.A major problem is presented by the 32 different pedestrian wayfinding systems usedin the central Congestion Charging Zone and consequently peoples over-reliance onthe tube map, which distorts distances. Legible London found that 5% of passengersexiting Leicester Square tube station had started from a station less than 800m away.Encouraging these people to walk instead would significantly reduce pressure on thetube system, stimulate the local economy, encourage greater street life, and potentiallyimprove personal safety. Based on a study of central London, Legible London examinesthe potential for a common approach across the 33 boroughs that takes account of theviews of all concerned and makes London easier to navigate for pedestrians.

Legible London finds broad agreement not only about the benefits of walking, but alsothat: good signage increases walking; there is little London-wide coordination; andthere is a demand for guidance from urban planners across the capital.

Whatever the merits of some of the wayfinding systems in central London, thehaphazard nature of this signage is not best suited to the needs of either pedestriansor the sign providers. Predictable, consistent and authoritative public information isthe key to building confidence. Legible London finds considerable scope for increasingwalking through improved information and identifies related benefits such asreducing street clutter and vandalism, and economies of scale in purchasing andmaintenance.

Executive summary

Legible London finds broad agreement not only about the benefits

of walking, but also that: good signage increases walking; there

is little London-wide coordination; and there is a demand for

guidance from urban planners across the capital.

Executive summary


6/33

page8 legible london, a wayfinding study page9aig london 2006

We must also take into account the needs of the boroughs and other stakeholders, fromresidents and property developers through to transport org anisations. All of these havelegitimate concerns that must be reconciled to make a system work.

Before we develop new ideas we mus t take full account of what is there at the moment both physically and in terms of policies, regulations and responsibilities to decidewhat needs to stay, go, or be improved.

Research and consultations

We have studied the numerous existing sign systems, reviewed existing literature andpolicy to identify the major issues. The results of this research are summarised in thereport and greater detail is given in the Appendices.

In the course of our research we have met with officers from a wide range oforganisations to build up a balanced overview. These include:

Transport for London Greater London Authority London Development Agency City of Westminster London Borough of Camden London Borough of Southwark Corporation of London

A Walking Strategy forWestminster WestminsterCity Council

Action Plan for Central London Central London Partnership,2003

The TfL Business Plan 2005 Transport for London

Camden Borough SpendingPlan 2005/06

Information for Pedestrians Guidance for LondonBoroughs, TfL

Making London a Walkable City

The walking plan for London Transport for London/Mayorof London, 2004

Multi-Modal interchangesigns standard for London Transport for London

On the Move: by foot ADiscussion Paper, 2003

Promoting Walking in London- A Draft Business Case GehlArchitects/CLP/TfL

Quality Streets CLP, 2003 Realising the potential

Walking and Cycling in London

Transport 2000 Trust, 2004 Streets for All A guide to

the management of Londonsstreets English Heritage,2000

The National Walking Strategy Living Streets, 2003

The Westminster Way PublicRealm manual for the City City of Westminster, 2003

Towards a fine City for People Public Space and Public Life,Gehl Architects/CLP/TfL, 2004

Urban Design Autumn 2004

Issue 92 Walking and Cycling: An

Action Plan Department forTransport, 2004

Encouraging Walking:Advice to Local Authorities Department of Environment,Transport and the Regions,2000

Plus all documentssummarised on pp 60-61

Primary documents reviewed

London Borough of Islington London Borough of Lambeth Living Streets Waterloo Quarter Business Alliance Covent Garden Business Forum South Bank Employers Group

Background

ScopeAIG was asked by Central London Partnership to report on how pedestrians findtheir way about London, and on how this can be improved through the way in whichinformation is provided.

In accordance with the brief, the area we have studied is the current CongestionCharging Zone (CCZ), but the principles and proposed solutions are applicable to all33 London boroughs. The wayfinding systems and solutions we focus on in this report

serve pedestrians. When we refer to systems for travellers by car, bus or train, this isclearly stated.

ObjectivesOur aim is to identify a common solution to wayfinding and outline the principles of apedestrian signage system that encourages walking, takes into account the viewpointsof all stakeholders, makes London easier to understand for pedestrians, and ultimatelydelivers the benefits that increased walking brings.

To design any effective signage system, we must be mindful of what matters to thedifferent kinds of walkers in our city, be they residents, visitors or commuters.

Background

The current CongestionCharging Zone


7/33

page11aig london 2006

The Walking Plan published in 2004 by the Mayor of London states that: Walking asan activity is accessible to all social groups, ages, religions and cultures. Encouragingpeople to walk is the central element of this Plan. It aims to provid e benefits including: greater use of public transport a better environment social inclusion healthier lifestyles

an improved economyEveryone should be able to choose to walk as part of a journey, or in preference to anyother form of transport.

Importance of informationThere is broad agreement that: walking is good; that effective information increaseswalking; and that there is currently little London-wide coordination of pedestrianinformation systems.

We agree on the benefits of walking and the importance of public information. What islacking is a clear idea of how we can best use public information to achieve these goals.

London has a varied mixof pedestrians from dailycommuters to once-in-a-lifetimevisitors.

Case study: Perth, AustraliaInformation can be effectiveA city congested with motorvehicle traffic 80% of all tripsby car. The main barrier to, inthis case, other transport usage

proved to be an uninformedpublic. Utilising individualisedmarketing ie distributinginformation to residentsabout their transport optionsresulted in a 35% increase inwalking, 61% in cycling and17% in public transport; and areduction in car usage of 10%.In addition, these changes havebeen sustained. The inferencehere is that people changedbehaviour when they learntalternatives.

The walking environmentWalking accounts for 80% of trips under a mile and is the main way in which publictransport is accessed in London. However, although there are increases in somelocalities, walking overall has reduced by 20% in inner London over the last decade, andby 13% in London as a whole (source: 2001 LATS Survey, TfL).

Reversing this trend would have a major impact on relieving congestion on the publictransport and road system, as well as delivering other benefits identified in this repor t.

Benefits of walkingWho benefits if we walk more? Examination of existing plans, strategies and research,including The Walking Plan for London, the Gehl report Towards a Fine City for Peopleand the Borough strategies, shows a broad consensus about the five principal benefits ofwalking: Walking is healthy and is a free form of exercise. The improvement in public healthalso benefits health services. Thirty minutes a day of moderate walking will only beachieved by helping people to build activity into their daily lives Annual Report of theChief Medical Officer, 2002.

Walking is good for business and the local economy. Footfall benefits local business.Much of central London is devoted to retail and leisure use for Londoners and visitorsalike. Better wayfinding offers a more inviting experience for all.

Walking is good for the environment. It is a sustainable form of transport. Walking haslittle or no environmental impact, causing no air pollution or accidents. A co-ordinatedsign system would also allow much street clutter to be reduced or removed.

Public transport systems benefit. More walking can noticeably reduce pressure on thetube and bus systems. No-one likes congestion. A p roactive walking strategy can playa positive and significant part in achieving a modal shift away from congested publictransport to walking.

More people on the streets creates a safer community: more eyes means less risk oftheft and assault.

The case for walking

Walking is healthy, free and good for the environment.

Business and the public transport system benefit.

More people on the streets means a safer environment.

The case for walking

page10 legible london, a wayfinding study


8/33page13aig london 2006

Hidden destinationsMajor destinations are oftenobscured by other buildingsand only appear when directlyencoutered.

Compact street networkThere are often tight networks

of streets and small junctions.

Perceptions of distanceImportant nodes are not farapart but feel further away.

Diverse landmarksLondon is rich with landmarks,

destinations and and strongnodal points.

Walking barriersThe Thames acts as a barrier andis disorienting as it appears tobe straight.

Various street gridsAreas are distinguished andseparated by the grid layoutsfound in different parts of

central London .

Few straight pathsThere are very few long straightviews and routes.

LondonTheres no place like London anywhere in Europe or the rest of the world. Our city isfull of premium destinations and landmarks, yet its notoriously hard for the walkerto navigate above ground. The fact is we are a rich collection of neighbourhoods andboroughs, with an unplanned maze of streets, numerous obstacles and dense traffic.If any place on earth is a challenge for the urban information designer, London is.

JurisdictionsIn the CCZ there are numerous bodies with responsibility for design and maintenance

of the street environment. The London boroughs take responsibility for all roads otherthan the TLRN (Transport for Londons Road Network), which is the responsibilityof Transport for London. Network Rail manages the main railway stations. LondonUnderground manages the tube stations. In addition there are many development,business and property groups dealing with specific areas, including the BusinessImprovement Districts, Central London Partnership, Cross River Partnership, the RoyalParks, the Pool of London Partnership and the South Bank Employers Group.

Current policyThe Walking Plan for London and the borough strategies set out the present policies.Any new, coherent pedestrian wayfinding system for London will involve a departurefrom the existing TSR&GD (Traffic Sign Regulations and General Directions 1994)requirements, but this should not stand in the way of considering an urgent need. The

The present situation

Responsibility for information isdivided amongst a large number

of organisations in London.





Just some of the varied pedestrianwayfinding systems in central LondonPlease refer to Appendix B for a detailedaudit of these sign systems.

No fewer than 32 separate wayfinding systems within

the CCZ have been identified so far. Apart from sharp

differences in information, design and quality,

maintaining such a profusion of systems is costly.

Department for Transport has indicated that it would permit the development of such asystem. Advice is given in TSR&DG 2002 (Sect ion 7, Part VIII) on suggested pedestrianstyles and the use of bespoke pedestrian signing is encouraged and allowed within theregulations.

All boroughs have, to a greater or lesser extent, policies in respect of the provision ofpedestrian information systems provided by the borough. Much of this guidance isvery basic and not necessarily consistently applied throughout an area. There are no

examples found of guidance for private signing initiatives (eg Carnaby Street). Themethodologies and categorisation of what can be signed and where signs should bepositioned are often lacking in sophistication and are understandably inconsistentfrom borough to borough.

Profusion of signsWe have used street and desk research alongside a qualitative and quantitative surveyto build up a clear overview of the present situation on the streets.

We have identified no fewer than 32 separate wayfinding systems in central London.Apart from sharp differences in information, design and quality, maintaining such aprofusion of systems is costly.

Destination names are inconsistent, as are indications of distance. Designs vary widelyas to colour, shape, typeface, materials and br anding. Systems are maintained byvarious agencies with inconsistency in standards and maintenance regimes, sometimesgiving an appearance of neglect which in turn encourages graffiti and vandalism. Thereis no common standard for where in the street signs should be positioned. In contrast,road signs for motor vehicles have resolved all these issues decades ago.

London is a complex city and these systems have come into being in order to servicea wide variety of needs. Therefore all the things that are successfully achieved by thepresent signage systems would need to be carefully considered in any new system.

The defining characteristic of the present situation, viewed as a whole, is that it isprovider-led and not customer-led. We know from the worlds of commerce and industrythat this is not the best way of meeting the needs of the very providers who, by default,have had to institute these systems. In other words, if we think about the needs ofpedestrians we will be more effective in encouraging them to walk than if we focusprimarily on our own need to promote a particular route or destination.





London street name platesNavigating by street names canbe problematic. Signs are oftenobscured from view.

Street name plates are in avariety of different styles,sometimes in the same street.

Recent additionsSome new systems includingin Upper Street Islington andthe new system in the City ofLondon show a more consistentapproach.

Often they are missingaltogether.

QualityPoor maintenance and qualityseriously affects the ability ofthe sign to be actually noticed

and used. It also diminishestrust that any of the information

is correct or still valid.


Destination names are inconsistent, as are indications of distance.

Designs vary widely as to colour, shape, typeface, materials

and branding. Systems are maintained by various agencies with

inconsistency in standards and maintenance regimes, sometimes

giving an appearance of neglect which in turn encourages graffiti

and vandalism.

Different systemsSometimes with conflictingdirection.

Distance informationMinutes, miles, metres or yards?

Across the systems there areinconsistencies which can be

confusing for a pedestrian.

Height...Left, Unfeasibly tall structurescreate legibility issues.

Observations

Finger postsA widely used method, canbe confusing and sometimesoverwhelming Particularlywhen information isinconsistent.



11/33


12/33page20 legible london, a wayfinding study page21aig london 2006

way. Maps had assisted 66% with their journey, with 47% saying that the maps hadencouraged them to walk. Only 5% said that they did not find them useful.

What this suggests is that an integrated signage and information strategy to support theneeds of walkers can be expected to deliver substantial dividends.

Journey time is a more important factor than distance when it comes to deciding whetherto walk, with 75% of respondents describing a journey in minutes, rather than metresor miles. Maps and signs can play an important part in forming these judgments (andindeed most had looked at the local area wallmap before leaving the tube station). Butneither the A to Z maps designed for drivers, nor even less the diagrammatic tube map,are reliable references for assessing the walk involved. We must therefore look at what isrequired first from the walkers point of view.

Walking is a popular way of getting about, but the available information tends todiscourage it. As a result, public health suffers, local business loses out, and the strainon our public transport system is far greater than necessary.

London walking distanceA 1215 minute walk isconsidered a walkable journeyin London. This effectivedistance when measured fromtube stations connects villages,adjacent tube stations andmajor destinations.

Walkable tube mapWith better information it wouldbe easier to judge when a walk

is closer and easier than goingby tube. Above tube stationsthat are quicker to walk betweenthan go by underground.

Walking, is a popular way of getting about, but the available

information tends to discourage it. As a result, public health

suffers, local business loses out, and the strain on our public

transport system is far greater than necessary.

Changing the culture

London is changingThe capital is going through a period of change and renewal, with landmarks like 30St Mary Axe (The Gherkin) and Tate Modern changing the cityscape or breathing newlife into our heritage among the brightest examples of many thriving developments.Business Improvement Districts and other stakeholder organisations play an importantpart in making sure the changes are beneficial.

The most significant change is just around the corner: the 2012 London Olympics

require us to make sure London is welcoming, easy to understand and navigate for anunprecedented number of people from w ithin London and from all over the world. Giventhe investment Londoners will be making in the Olympics, the London stakeholdersshare a responsibility to ensure that they deliver lasting benefits for the c apital.

Walkable journeysThe study we carried out for this report in central London(The AIG/LSE Cities Study,2005) showed that two out of every five tube journeys taken from Moorgate are lessthan two kilometres in length. Even across the tube network as a whole, one in tenjourneys are that short and so are almost half of all bus trips.

5% of tube trips between some central London stations is a distance of less than 80 0metres from some central London stations, which means they would take less thanten minutes to walk. TfL figures show that a reduction in passengers of just 3% wouldsignificantly reduce tube crowding.

Its clear many journeys are walkable but how many people could be persuaded towalk, merely through better information? A study by Research Business International

(2002) found that 66% of travellers said they would consider walking instead, afterbeing shown a walking map. (Among tourists its as high as 80%, and even among city-wise commuters the figure was 60%.)

What can be achieved?Our study also found that 9 out of 10 people exiting from Leicester Square tube stationsaid they enjoyed walking in London; and most agreed that after better weatherand less traffic improved signage would be the best way of encouraging p eople towalk more. These findings are supported by a MORI study for the London Borough ofIslington, which reported in 2005 that 49% of respondents had seen and us ed map-based signs, and of these 83% were satisfied that the signs had helped them find their



13/33page22 legible london, a wayfinding study page23aig london 2006

A Multi-faceted approachA multi-faceted approach is required to achieve a substantial increase in walking inLondon.

Encouraging the walking optionAs we have seen, people are open to the idea of walking if they feel the trip ismanageable, and they judge this by the amount of time a journey is likely to take.

This means we can achieve a considerable benefit from providing information about the

alternative walking option at the point at which public transport journeys commence.Showing at Charing Cross that Leicester Square is a five-minute walk, the Embankmenttwo minutes, and the South Bank Centre and Covent Garden six minutes each, is likelyto have a significant impact on the travel choices particularly of visitors, but also ofLondoners encouraging people to walk instead of making short tube journeys.

This approach can be maximised and supported with a mix of information, includingwalking maps, local area maps and en route signage.

Walker's scaleBased on a walking dista nceof 12-15 minutes, informationshould display the connectionsto adjacent districts anddestinations

Alternative to the tubeMake it easy to understand howvillages connect, how far awaydestinations really are andsupport journeys between.


Providing a better serviceCoherent information along all parts of the journey is the principal requirement forencouraging walking.

The only coherent, London-wide wayfinding system we currently provide specifically forwalkers is that of exit information and local area wallmaps in tube stations, which ourstudy showed are used by three out of four visitors to the capital. (The AIG/LSE CitiesStudy, 2005.)

By contrast, fewer than one in 25 people say they use street signs to help them walkabout central London. Whatever the merits of any single signage system, the overallpicture is an indictment of the service thats provided for walkers by the 32 or moresystems currently in use. To achieve a coherent signage system it must be bothappropriate and scaleable: within the boroughs, across central London, and throughoutthe capital.

Customer-led methodPutting the needs of walkers first requires that we appreciate the many different kinds of(potential) walkers: tourists, locals, visitors and customers. Their needs (and the needsof those who benefit f rom their custom) are met haphazardly at present. Even if onesignage system is excellent in meeting its own brief, it will have to work harder to attractattention than a common wayfinding system, and it is likely to have to compete withother information systems doing a different job in the same location. In this situationthe imperative is to stand out, with the inherent danger that signage becomes moreobtrusive but less effective than is desirable.

If we consider the needs of walkers in general, we may extrapolate some principles onwhich everyone can agree as the starting point for a common agenda. All kinds of walkerswant to: Know where to look for wayfinding information when they need it. Understand the way in which the information is communicated. Obtain the information they want quickly, intuitively and without fuss.

It is in everyones interest to make the walkers exper ience a positive one.As providers, we may in addition w ant to service specific requirements, such as: Promote / drive people to a particular destination (e.g. London Eye) Promote the character / identit y of the local area (e.g. Chinatown) Reduce street clutter (e.g. Upper Street, Islington) Reinforce awareness of the b orough (e.g. City of Westminster)

Best practiceThe UK road sign system, 1964,was devised by putting theneeds of drivers first and istherefore consistent throughoutthe country.

Tube wallmapsThe only coherent, London-wideinformation currently providedspecifically for walkers.


14/33


The best way of supportingpeople in building up theirmental maps (whether for atourist visit or for regular travelthroughout London) is to rely onthe stages that occur naturallyin developing a WalkersKnowledge of the capital.

There are generally threefactors involved in our mentalmapping:

the place were in, the place were going to, and the route to get from one area

to the other.

This process of using routesconnecting areas is oneof the key building blocks inhelping people to build theirmental maps. We start withspecific arrival and destinationpoints, which form our entryinto the wayfinding system(nodes), and from there we

find out routes between suchpoints. We build up knowledgeof the area surroundingthe nodes (locality) and,gradually, clusters of localities(neighbourhoods). Step bystep we build up our knowledgeand increase our mentalmaps until we have as muchinformation as we need.

In a city like London this

mental map has a hierarchy ofaround six distinct levels ofinformation. These levels ofinformation could be organisedinto five regions. A sketch ofthis approach can be found onpage 37.

Theres a good deal of recentresearch about how we buildup our mental maps. Wedevelop place cells in thebrain corresponding to pointsin the physical environment

and gradually build them upinto a mental map of places,routes and, eventually, areas.The mental map we build isnot strictly geographic, but itrevolves around the relationshipbetween memorable locationsand routes insofar as they arerelevant to our needs.

Its this truth that makes theLondon tube map so universally

admired, even though it wascreated before much of theresearch confirmed just why itsso effective. Physical routes anddistances, twists and turns, areof no consequence to the tubetraveller. How to get from A to Cvia B is what counts.

Similar albeit less extremeconsiderations apply to mapscreated for drivers the (A to Z)and bus travellers (the spidermaps).

Place cells createarea knowledgeA documented function of the

Hippocampus region of thehuman brain. A region that isenlarged in Taxi drivers.

Mental map researchThis mental map wonderfullyshows the basic node and pathstructure of the area known asCovent Garden.

Note the geographically

incorrect length of Neal Street.The author has drawn the startand end points with little regardfor the length of the road.

Also note that Holborn andLeicester Square tubes aredisconnected from the CoventGarden area. The author arrivesand leaves by Covent Gardentube.

Mental mapping

Building better knowledgeWe all know from our usual modes of transport that we use our own mental maps toget about. Drivers navigate London by landmarks and, from this, d evelop an (oftenadvanced) vocabulary of favoured routes. Tube travellers see London as a collection ofpoints, lines and intersections. When cyclists plan their journeys, they think more ofsafety, effort and environment.

To create effective support for pedestrians developing their mental maps we have tosimplify London in a way that is useful for walkers. London has plenty of memorableareas Soho, Camden Town, Covent Garden, Chinatown; landmarks the LondonEye, Big Ben, Tower Bridge, Canary Wharf; streets, stations and squares all of which

can assist the mental mapping process. But the walker needs to break them downinto manageable and relevant nodes, routes and areas. This should be at the heart ofplanning the walking maps and systems for London.

Information you can trustReliability is a key factor in encouraging walking. At present, reliability favours thetube and bus. We cant reliably judge how long a walking journey will take from theinformation we have. We cant trust that there will be sufficient signage along the waythat we wont get lost (that's not to say that there are no examples of reliable pedestriansignage, but as these are ad hoc there is no expect ation that they can be relied on). Ifwe rectify these problems, then for manageable journeys the reliability factor startsto favour the walker. How long will we have to wait for the tube or bu s? Will there bedelays en route? Walking journey times are always reliable, whereas the bus and tubecan suffer delays.

Londons villagesLondon has a wealth of definedand named areas, from largeclusters of neighbourhoods todistinctive localities. These allcan form a code for the walker toconnect their knowledge.

Reference to village namesVillage names are alreadyembedded in Londons bussystem.




15/33


RealityGeographically correct relation-ships. Note that WestminsterBridge runs west to east andthat her areas of knowledge arecloser than she thought.

3 4

Target perceptionOnce our subject began linkingthe areas she knew by walkingfrom one area to another, heroverall understanding of thewhole increased, eventuallylinking all destinations within12-15 minutes walk of eachother.

5

PerceptionThe result is a geographicallyinaccurate view based on thetube map, the perception ofknown destinations beingdistorted as a result.

The very effectiveness of the tube map creates a problem for us

in encouraging people off the trains and onto their feet. The map

undermines our appreciation of distances and relationships and

makes us feel less confident that we can judge the walking option.

PerceptionTo understand pedestrianperception, we asked a recentvisitor with some experienceof London to roughly indicateareas that she was familiar with& describe her knowledge ofplace orientation.

PerceptionDue the misleadingrepresentation of the Thames,both Westminster Bridge &Charing Cross HungerfordBridge are understood to runnorth to south. Areas also feelfar apart.

21

Mental mapping

Mental map researchThe subjects of these twomental maps travel mainly bytube and as a consequence theirknowledge is fragmented.



The subjects of these two mentalmaps have travelled on foot andtheir knowledge is much morelinear.


16/33


BoundariesAn overlay of a mental mapobtained from research with theborough boundaries.

If were encouraging people where approp riate to take the walking option; and werehelping them build a better picture of whats involved; we must also provide them withthe information they need, firstly, to judge when the walking option is feasible, andsecondly, to feel that this judgment is reliable.

To increase peoples reliability and trust in walking we need to provide walking mapsthat help to develop mental mapping, using signage to direct walkers along routesand eliminate their risk of getting lost. Theres no shortcut: reliability is derived f romconsistency across the capital, and rigour in providing correct, consistent informationwhere its needed and expected.

London-wide or Borough by Borough?Almost everyone travels out of their borough, and so a common signage system isrequired that is predictable and reliable to encourage walking and put the customerfirst. It does not make sense for a resident in Islington, working in the City of London, tohave to learn three or four different signage systems between home and work.

Indeed, commonality between systems particularly in physical design andmaintenance regimes will provide economies of scale as the system is applied to alarger area. At the same time the effectiveness of a system for our complex city makes itdesirable that its detailed planning should be led as far as possible by the boroughs andlocal organisations.

There is a clear need to promote particular destinations, routes and identities, asevidenced by the many systems that have sprung up. A coherent system shouldaccommodate this, and achieve it more effectively and this should be taken on board

as one of the key objectives.

The case for coherent signs is far stronger than using separate sign systems in eachborough. If we devise new strategies borough-by-borough, without achieving acommon system, then our customers (Londoners and visitors alike) will derivelittle benefit. In other words, reducing the 32 signage systems to 10 would be animprovement but would still create confusion and do little to encourage people to walksignificantly more.




17/33


Measures

Legible London mapA walking map system that provides a

detailed, pedestrian- focused picture of

areas of London. An alternative view to

the ubiquitous tube map.

Readily available walking mapsThe pedestrian view of the city available in many

media: eg Walking pages in the A-Z; Walking

Map leaflets; Posters; On-line sources; and new

technologies.

On-street interventionsCoherent signing throughout the city that

connects all parts of a journey, from the

exit of a transport hub to the destination.

A coherent wayfinding systemFrom the viewpoint of pedestrians be they residents, visitors or commuters itwould be beneficial to use a coherent wayfinding system throughout the 33 boroughs.Such a system requires both conventions ie. naming and placement policies; andinterventions ie. maps and signs.

The core requirements are: enabling pedestrians to assess and plan (to understand) their journeys and find their

way about at street level with ease and confidence; to help build up and reinforce an effective and reliable mental map of London for

pedestrians; to create a common and constantly updated central information system flexible

enough to be applied in all relevant forms and media, such as maps, signs andwebsites

Based on these requirements we can identify a number of key pr inciples for the designof a coherent and effective system.

Architecture and interventionsCentral to the development of a coherent wayfinding sys tem is a fundamentalarchitecture allied to a mixture of public information interventions.

The architecture governs the management and use of information throughout thesystem. It would be formed by a set of guidelines and manuals.

Public information interventions are intended to provide pedestrians with helpful

information when it is needed, to enable wayfinding and to allow the traveller toconsider the walking option. These require a degree of consistency to ensure that theyare trusted and connected.

Both these parts would be based on core concepts that: are derived from a detailed understanding of wayfinding behaviour in London; work with existing sys tems that are effective; are designed to a world-class standard.

For example this would mean that the system works with the ubiquitous tube map,providing an alternative view when walking could be considered. The effectiveness ofthe tube map should not be compromised.

Towards a solution

Design principles

Dont make me think!Have one system to learn andremember how it works.

What I need, when I need itThe principle of progressivedisclosure: just enoughinformation and not too much.

Connect areasConnecting areas, regions andtransport systems.

Clean upGet rid of unnecessaryclutter by having as fewsigns as possible, as many asnecessary.

Invest wiselyCreate an effective andhigh quality system whilebenefiting from economiesof scale in purchasing andmaintenance.

Towards a solution



18/33


The system would deliver maps for media and city-wide signs.

It would also deliver a digital management tool for use by bodies

responsible for information in the street.

Planning toolUtilising placement

methodologies, signageplanning would be

coherent and effective.

Living Map Architecture

Core dataDigital mapping softwarewould store names, locationsand destinations according toa London-wide agreement ofcriteria. The software would beupdateable and managed.

City overview scale

Detailed area scale

The map would be availablein a variety of scales.

Map outputsMaster artwork provided fordifferent media and streetsign measures, including allinformation on signs.

Towards a solution


Map requirementsThis is an abstract sketch of therequirements of an effectivewalking map for London.

Ideally it would provide awalkers level of detail, showingstreet features that pedestriansnotice such as zebra crossings.

In a similar way, landmarkbuildings, open areas,pedestrianisation, and streetcharacter should be includedto define points and act asmarkers.

It should indicateneighbourhood districts andshow the connecting routesbetween them.

Walking distances can beindicated and the map can beprovided in heads-up form forsigns where it is effective todo so.

The Living MapMaps are one of the keys to learning the street layout of the c apital. They are consultedat numerous stages to plan and navigate along a journey. We recommend a sing le,coordinated mapping system is established.

From the master map we can extract maps of varying scales and formats for differentpurposes. The information and appearance is always consistent, albeit adjusted forscale and usage. Centrally authored, continually updated and digit ally distributed, thesystem constitutes a living map for pedestrians.

The conventions, policies, tools and methods that together comprise the system need tobe captured in a Walkers Wayfinding Manual for London that provides clear guidance toall agencies and stakeholders, yet sufficient flexibility to meet their wide-ranging needs.

Walking maps

On-streetA-Z maps

Transportinterchanges

Digitaldevices Online &

Journeyplanners

Pedestrian &tourist maps


19/33


Naming policyThe UK primary road system (Informatory Signs for use on all-purpose Roads, Ministryof Transport, 1964) has arranged all place names in a hierarchy containing three levelsof importance in the overall wayfinding system. For visitors from abroad, the system iseasy to follow. For regular users it has aided their detailed understanding of the UK roadnetwork, which in reality is extremely complex but has been made comprehensible invery simple terms.

The problem we face for people walking around London is no different as we needa consistent naming policy that gr ades all place names in terms of their level ofimportance in an overall wayfinding system. In London we already have a good exampleof such a policy in the names that are used to identify major destination on Londontubes and buses.

Much work needs to be done to organise this system for pedestrians, taking into accounthistorical names, local complexities and overall significance.

Example: HierarchyAn abstract sketch of how anaming schedule could beconstructed. This is merely anillustration of the process thatneeds to take place.

Example: Area namesAn abstract sketch of theoverlaying of distinctivedistricts eg SOHO and smallnamed nodes eg CambridgeCircus.

Towards a solution


The advantages of map based signageSigns that use maps have certain advantages over other types of signage.

Maps show many more routes and destinations compared to a finger post, encouragingfar more walking. For example, maps can show a 5-minute walking circle for all streets.

Maps provide different types of route finding information instead of just the names onfinger posts, for example by providing 3d pictures of landmark buildings that are keycomponents in legibility and route finding. This could help overseas visitors who areless familiar with English, the visually impaired, etc. This should also encourage morewalking.

Heads up map based signs (the maps face the same way as the viewer) is a moreintuitive system that can improve wayfinding and so encourage walking.

Map based signs have reduced street clutter in Bristol and the City of London. Bristolinstalled 180 map based signs and removed over 300 finger posts and other streetclutter, a 40% reduction in street furniture.

Map based signs have greater potential for absorbing street clutter as they could bedesigned to incorporate street lights, litter bins, etc.

Map based signs can be more reliable than fingerposts as they do not have fingers thatcan be easily ripped off or rotated.

=Map equivalentMaps are much more efficientthan single markers (finger-posts) in a city with Londonswealth of destinations.


20/33


WESTENDPiccadillyCircus

Node supporterDispersing people from busytransport hubs and otherkey points by providing justenough information to becomeorientated.

Area supporterProviding detailed planning

information to create knowledgeof areas and how they connect

together above ground.

Path supporterMarkers to provide reassuranceand continuity along windingroutes and connecting areas.

Homing beaconVery clear indications of

proximity, and directions tomajor destinations.

Sign typesAny good sign system aims to make a complex subject simple for the user. We need arange of sign types, such as that outlined here, that will provide the r ight informationat the right time, taking into account the compexity of the London environment. Theseneed to work alongside other, more specific signs designed to meet particular needs e.g. tourist information, public facilities and so for th.

1. Node supporterProviding simple information that enables pedestrians to set off in the right directionfrom stations, visitor attractions and other entry p oints into the wayfinding system.

2. Area supporterA simplified street map showing the relative position of surrounding areas, withinformation about key destinations (e.g. Bloomsbury for British Museum). Thesesigns are key in helping people develop their own mental maps.

3. Path supporterStreet maps along the route confirming the direction and side routes that connect intoadjacent neighbourhoods. Its important to remember that at any given point di fferentroutes may coincide at the same point. The Path Supporter addresses the requirementmore effectively and economically than using finger post s.

4. Homing beaconFinger posts close to major destinations, showing the average walking time fromthat point. Finger posts should be kept to a minimum to avoid unnecessary clutterand because they do not help people to develop their mental maps of the area.

Nevertheless, homing beacons have an important part to play in London, where majordestinations are often obscured from view. The British Museum is famously tuckedaway. Trafalgar Square is not visible from Charing Cross Road until youre almost there.

Other considerationsThe above list is not ex haustive. There are a number of other measures that would bedeveloped for more specific requirements. Examples include city-wide information atkey tourist decision points, and the provision of bread-crumb trails to navigate verydifficult dog-leg routes such as between Waterloo Station and the river.

Towards a solution



21/33


3Node support

Jane knows thebookstore is on

Lower RegentStreet so the Lower

Regent Street/St.James exit is the

one she wants. Thesign sets her in the

right direction.

4Area knowledgeFrom here shedecides to walk.She knows thearea shes in &a bit about herdestination, butnot how they jointogether.

5Area supportShe spots a mapthat gives her theknowledge thatits only a smartwalk, maybe 10minutes, toCovent Garden.She knows herway from there.

6Path support

The route is notin a direct line. A

reassuring signinforms her that

she is on the rightpath and it is not

far.

7Homing beaconsJane is surprisedto see how closeTrafalgar Squareand The National

Gallery are.London starts to

seem a lot smallerthan she thought!

8ConclusionShe is alsosurprised at howquick her journeywas...as it joinedup two differentareas...

9Result...Janes overallarea knowledgehas increased.She wonthesitate to walkin the future.

PiccadillyCircus

Covent Garden

Holborn

Piccadilly Circus

Leicester Square

Covent Garden

Covent Garden

Towards a solution


Janes WalkTo illustrate the approach of connecting areas we have produced Janes Walk, a shortscenario film, which is available as part of this presentation.

Jane walks from one area to another, previously unconnected in her mental map. Mapsand on-street signage inform and reassure Jane, giving her confidence to tackle this kindof journey rather than taking the bus or tube. This provides a real life example of howJane learns London and draws new mental maps.

This systematic approach making use of existing street furniture where appropriate also helps reduce street clutter. This journey involved eight signs where previouslythere were eleven (which failed to achieve their objective).

1Jane is a

student at TheLondon School of

Economics.

2She commutes to

college by tube.The train, as

normal, is packed.

She usually alightsat Holborn, but

today she alights atPiccadilly Circus to

pick up a book.

Scenario

Download the Jane's Walkmovie by registering atwww.legiblelondon.info


22/33


Bearing this in mind, the information thats appropriate varies from point to point.Each sign needs to be classified according to its funct ion (or multiple functions). Arrival points, for example, require information to aid dispersal and orientation. Decision points call for local area knowledge. En-route signs require us to support way finding from that point to the indicated

destination. Primary destinations need to be found from all appropriate arrival or entry points.

FrequencyA certain frequency of signs is required for the system to work. Signs need to be placedwhere they are expected: missing sections undermine the overall usefulness of thewhole system. It is important to get the right balance between effective placement ofwalking signs and cluttering up the streets.

Reducing clutter is one of the major benefits that can be achieved by introducing acoherent pedestrian sign system, especially using map-based signs, across the 33boroughs.

The idea is to replace inconsistent and untidy elements with a useful, coherent,managed and respected system. The street environment will benefit in various ways: Consistent look and placement creates a t idier streetscape. Our studies suggest the overall number of signs can be reduced. A managed signage system reduces vandalism and makes it easier to combat.

Sign type quantity estimatefor area shown24 Node supporters27 Area supporters20 Path supporters45 Homing beacons

Clutter reductionAn opportunity for street clutterreduction is available as acomponent of a London-widesign system.

PlacementThe introduction of a coherent system will tidy up the street environment by replacinginconsistent interventions with a coordinated range of useful street furniture. Atpresent there is little consistency in the placement of signs in any given location. Clearguidelines need to be developed for the height, pavement location, fixing and so forth,and it is also critical that the signs are located where we need them, using the principle:as few as possible, as many as necessary.

We have already identified the points at which tube and bus journeys commence asgood locations to encourage the walking option. Taking this a step fur ther, informationneeds to be provided at the points at which walking commences about manageabledestinations and routes. Taking both together, we are looking at tube, bus and railwaystations, landmarks, major public facilities and tourist attractions as key informationpoints. Getting this selection of starting locations right requires consultation withstakeholders and an awareness of work done by others, such as the London FunctionalWalking Network (CLP, Intelligent Space, 2004).

Planning tools at the hubs need to be supplemented by signs en route usingthe same principle. Theres nothing worse than following a sign and then beingabandoned at a key junction halfway through your walk. Therefore consistent andpredictable positioning of signs is essential, with sufficient flexibility to fit in with localcircumstances. Procedures are required to ensure that this is correctly and intelligentlyachieved.

Progressive disclosure

The 1963 methodology for the placement of UK road signs, which uses the pr inciple ofprogressive disclosure of information (telling people what they need to know whenthey need to know it), is still effective forty years later. Information design and usabilityhave been the guiding principles in the development of this system.

Towards a solution


Best practiceThe original document detailingthe placement methodologyfor the UK Road Sign System,1964. Robust methodologieslike this should be developedto determine where and whatshould be signed.


23/33


September2005

Save timeSave moneyGet fitSee more

The London

Walking MapThe London

Walking Map

Legibility and special needs must be taken into account, following the relevant statutoryrequirements and current best practice.

Elements involved in the information design include: Typeface Colour palette Icons Layout Diagram styles

Some or all of these elements may be used in all kinds of (official or licensed) maps,signs, on-line and mobile displays.

Level of information

Where the London walking map fits in:

Technical Pedestrian Vehicular Transport systems

Geographic >

A Walking Map should feature:geographic information, Londonslandmarks, Londons known areavillages and the main walkingroutes between areas and villages.

PromotionImprovement in informationcan be supported by awarenesscampaigns.

Towards a solution


DesignThere are many factors to take into account in designing an effective and coherentinformation system. These include:

1. A distinct and limited product r ange.2. Durability and ease of maintenance of the materials.3. Health & Safety considerations.4. Use of colour.5. Lighting possibilities.6. Predictable and coherent positioning.7. Information design: clarity, appealing, consistent naming, indic ation of distance.8. Branding: permanent (eg Camden) and temporary (eg Olympics).9. Inclusivity, accessibility and compliance with the Disability Discrimination Act.10. Use of technology e.g. SMS, GPS/GPRS , Web, Kiosks.11. Relationship with residual and new external information, clear boundaries and

interface between this and other necessary public information systems.12. Keeping and updating a central database of information will further enhance the

reliability of the information on our street signs, and help ensure that the system isfully scaleable within the boroughs and throughout London.

13. Need to minimise vandalism.

14. Absorb or remove street furniture to reduce street clutter wherever possible.

Some of these issues are addressed in more detail in Appendix C Notes on design andmaintenance. We are also building on a great deal of existing work that has been done bythe London boroughs and others.

Creating a clear visual identity for Londons pedestrian wayfinding system will helppeople to recognise and use it. While it can be designed to reflect the diversity ofareas and venues, it needs to be both distinctive as the walking information andcomplementary to other coordinated wayfinding systems such as bus, roads and tube.

Best practiceExample of a specificallydesigned walking map built toindicate local area knowledge in

Bristol. Highlighting landmarkscan help make the links betweenmaps and the reality on theground.

Diagrammatic

Legible London Report

Documents

Transcript of Legible London Report