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Legible London

Yellow BookA prototype wayndingsystem for London

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Legible London

Yellow BookA prototype wayndingsystem for London


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Legible LondonYellow Book

A prototype wayndingsystem for London

Developed by AIG forthe London boroughs,Transport for London,London DevelopmentAgency, Londonsland-owners and itstravelling, resident andvisiting public.

Produced and published forTransport for London byApplied Information Group 2007 Transport for London

First edition November 2007

This book is in twosections. The rst half isan overview in the formof an essay outlining thebackground, researchand development workthat has culminated inthe Legible Londonprototype wayndingsystem for the West End.

The second half is avisual summation thatshows the applicationof theories, conceptsand ndings that formthe foundations of thewaynding system.

Contents

5 Introduction

7 Legible London the story so far By Jim Davies

26 Whos it for?Different people, goals and journeysWays of seeing understanding citiesAbove ground as well as underground

32 Guiding principles The role of named placesLooking for clues information journeysProviding answers to peoples questions

38 Prototype in the West End Getting feedback from the streetEvolving the designUniversal designSign locationsFamily of sign types for walkersMapping to help people orientateProduct innovationContinuity above and below the streetsMap of landmarksFitness for purpose

60 Feedback

61 Glossary

62 References

62 Sources & Bibliography

64 Acknowledgements & Credits


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Legible LondonYellow book

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Introduction

London is a great city or walk ing. Te Mayors vision is to make it oneo the worlds most wa lking riendly cities by . Walking is an enjoyable,

ree and accessible activity and or most people, a necess ary part o t heir

everyday journeys.Legible London is a waynding project designed to provide better in ormationthroughout the Capital or people who want to walk. A study conducted twoyears ago on behal o ransport or London ound that the present multitudeo pedestrian sign systems in central London are ineffective and ofen con using,and that t here was a consequent over-reliance on the ube map to help peoplenavigate above ground.

ransport or London has worked with the London Development Agency and inpartnership with London Boroughs to develop a way o providing coordinatedwalking in ormation across the capital, offering benets or our transportsystem, or public health, t he economy, tourism and the environment.

Tis book tells t he story o the initial design development o Legible London up to

the installation o a prototype in the Ox ord Street area, improving in ormationor Christmas shoppers rom November .


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o Legible London to the test , to learn lessons rom t he publics reaction and toidenti y areas where adjustments or improvements might be made.

As a means o gu iding people on oot through one o the worlds most organicand complex cities, Legible L ondon is based on proven scientic research,

particularly into the process o mental mapping. But it also draws on exampleso best practice around the world, and other systems that have stood the test otime, including Bristol Legible City and the Road Sign system, which has beenproving its worth since .

Te Ox ord Street prototype, in tu rn, is part o another ongoing Londoninitiative, Ox ord Street, Regent Street, Bond Street An Act ion Plan or theRetail Streets (more amiliarly ), which aims to rejuvenate the West Endshopping district. s aim is simple, but a mbitious. o sa eguard the positiono Londons West End as one o the worlds premier locations mak ing surethat it remains a wonder ul place to live, an exciting place to visit, and a vibrantshopping destination that no other world city can match. Te Action Planis sets its sights high and requires support rom many different partners.

o achieve s objectives over actions seek to revitalise the public realm

these include reducing traffic congestion, the use o iconic lighting, and theintroduction o oases areas. Te Action Plan recognises t hat improving thepedestrian navigation strategy in the area is vital to t he continuing success o thethree key retail streets and t he immediate surrounding areas. Tis is where theLegible London system can begin to play a role in helping people expore the areaon oot.

Ox ord Street is a destination or shoppers in its own right. But it also acts as aconduit or several adjacent specialist shopping zones. Just off the western endo the street a re St Christophers Place and Marylebone High Street with t heircharacter ul niche stores. o the south there is Bond Street with its high-qualityoffer, and South Moulton Street, with its upmarket clothing, jewellery andaccessories shops. Regent Street hosts many well-known global brands. CarnabyStreet is re-establishing itsel as a ashionable destination or younger shoppers.

ottenham Court Road is well k nown or its electrical goods a nd upmarketurniture stores. Helping people negotiate these busy retail points effect ively isa key part o the strategy.

Over million people visit the West End each year, spending over . billion.Some per cent o them choose to move around on oot. owards Christmas,these gures bulge signicantly. So Ox ord Street in December is a demandingplace and time to test out the Legible London waynding s ystem. Enabling WestEnd shoppers and tourists to get rom to to Christmas in the most efficient

West End facts200 million visitors4.7 billion spending each year87% of visitors move on foot41% dont wander offthe main roads. 1

SymbolThe Legible London walker instantly recognisable andderived from the universalsymbol to represent walking.

Which way to Christmas?

winkling lights, bristling streets, spect acular window displays, angst andanticipation. Somehow, Christ mas shopping and Londons West End go togetherlike turkey and stuffing.

In the run up to Christmas , bustling, gif-laden Ox ord Street shoppershave been helped along their way by a new way nding system. It allows t hem toquickly get their bea rings to locate shops and hotels, ube stations and toilets,cinemas and museums, ca s and restaurants. Tis in the hustle-bustle o someo the busiest st retches o pavement in the world. Placed at strategic locations,and aimed airly and squarely at t he average pedestrian, the bright newwaynding system presents in ormation clearly, logically and succinctly but in a way that has rarely been attempted be ore.

So what's new?

Mainly that its been designed to be in synch with the way we thin k and act whenwere moving on oot rom one place to a nother.

For example, it cleverly taps our innate sense o spatial awareness, and how wenaturally relate one place to another. It uses accessible maps o different scalesto convey quickly not only the immediate surroundings, but to show how thearea connects to those around it. Simple drawings o notable buildings havebeen incorporated into the maps to x g iven points in peoples minds. A clear,easily understood hierarchy o place names has been developed so people canappreciate the general in relation to t he particular.

All this under the watch ul eye o a pictorial walker silhouetted on a yellowbackground who appears at the top o each pillar, denoting its unction. Tesymbolic pedestrian in whose honour weve called t his slim volume the YellowBook.

Te Ox ord Street scheme is a prototype or a project called Legible London.

Tis proposes a new pedestrian waynding system to help people travel aroundthe capital on oot as par t o the Mayors wider commitment to making Londona truly wal kable city. Legible London is supported by the Mayor o London,

ransport or London ( ), the L ondon Development Agency and many Londonlocal authorities, with k now-how rom in ormation design consultancy . Itis a real joint effort, pulli ng together complementary work carried out by t hedifferent organisations.

Te Ox ord Street prototype was implemented to put the underlying principles

An essay by Jim Davies.Jim is an author and designcommentator whose workhas appeared widely ininternational design magazinesand national newspapers.


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, o course, is just the immediate spur. Te legacy o the massive investmentin acilities and in rastructure w ill be elt or decades to come. Which is whymoney needs to be spent wisely on schemes that w ill make a real difference to theeveryday lives o Londoners.

One o the Mayors ambitions or London is to trans orm it into one o the most

walking- riendly cities in the world by . o date, provision or pedestrianshas been patchy at best in towns and cities in t he and abroad. London istaking the lead in what is set to become a major step change in urban transport,a programme that could radically improve citizens quality o l i e. Encouragingpeople to walk where they can makes so much sense in terms o transport, publichealth, social inclusion and the environment. Legible London is a k ey element ina wider programme to support walking in the capital.

and enjoyable way was a real challenge. But one that w ill encourage them to comeback to enjoy its many attractions time a nd time again.

And i the principles o this system can stand up to the ext reme pressures o theWest End at the busiest time o year, that bodes well or the roll out o a similar

system across the capital as part o a wider programme to improve the legibilityo Londons streets and public spaces.

Legible London how we got hereThe Mayors vision

From the outside, London is seen as one o the worlds greatest cities and so itis, but o course theres more to it than t hat. People who regularly travel aroundthe city recognise t here will always be plenty to do to regenerate and improvethe urban environment.

Teres already pressure on Londons transport in rastructure, and t his is setto intensi y. Over the next years, its estimated that Londons populationwill grow by at least , . In many ways this is a great opportunity. Te

population increase and the economic potential that goes wit h it needs to beharnessed to make L ondon a truly sustainable city.

Te Mayor has set out a clear vision or London based on t hree complementarythemes: strong and diverse economic growth; social inclusivity; a nd undamentalimprovements in environmental management and use o resources. Changeand renewal are already evident, with iconic contemporary landmarks like St Mary Axe (aka Te Gherkin) and ate Modern on the South Bank breathingnew li e into our heritage. Many outer London town centres are growing andregenerating too. Tere is innovative development and building work going onthroughout the capital, creating a real buzz and sense o expectation.

2012 and all that

And theres an imminent catalyst or change too. Te L ondon Olympics andParalympic Games are just around the corner, giving a ocus and urgency to themany and varied proposals or Londons better, brighter uture. Unprecedentednumbers o people rom the and all over the world will ock to the capital in

, so its important that t hey eel welcome and can get around easily. Tere aretangible deadlines and targets to be met. Everyone is working together towardsa common goal.

What the Mayor wants Strong and diverse

economic growth Social inclusivity Improvements in

environmental managementand use of resources

Londons populationset to increase14.3% increase to 8.5 millionpeople by 2029. 2

7.4 m

8.5 m

Where to next?As unprecedented numbers ofpeople ock to London for the2012 Games, its crucial thatmeasures are in place to helpthem navigate the city.


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CommercialA walki ng- riendly city is a tourist- riendly city, and the local economybenets directly. Retailers appreciate having people walking pasttheir shops as it increases passing trade and impulse buying. Forbusiness people, walking to and rom meetings provides time orthinking, planning a nd just having a break and clearing the head.Te Corporation o London, or example, has recognised the benets omaintaining a high-quality walk ing environment in the City o London.Plus, less traffic means businesses can provide services and deliveriesmore efficiently.

HealthTe Chie Medical Officer describes walking as the nearest t hing toper ect exercise. Among other things, it can reduce the risk o coronaryheart disease, obesity and strokes, lower blood pressure, reduce highcholesterol and body at, increase bone density, and enhance mentalwell being. A brisk two-mile walk burns off the calories contained ina chocolate bar.

We can all agree that walki ng is good or us, personally and collectively.Te next step is to encourage signicantly more o it through a programmeo improvements in the conditions or wal king including well-considered,coordinated public in ormation systems. So how ca n we achieve this?

The Walking Plan for London

Walking is a means o real ly understanding and appreciating a city up close.London is blessed with rivers, canal paths, parks, woodlands, imposing squares,magnicent landmarks, local town centres, hidden architectural gems, world-class buildings and a rich cultural heritage. In ot her words, theres plenty to seeand plenty o reasons to travel on oot.

Tough walking is a u ndamental part o our daily lives, walking environments

can sometimes put people off. Te Walking Plan or London recognises the needto create a sa e, attractive and accessible environment that improves Londonersexperience on the street and their attitude to walk ing. Tis plan identies all thekey issues relevant to walking in London and suggests how they can be addressedin a practical and cost-effective way.

The case for walking

Legible London captures the spirit o our t imes. We nd ourselves in the midsto a cultural shif , where people are receptive to embracing the positives o walkingas the number one choice or short journeys in London. Te public is becoming

more sophisticated and aware about environmental responsibility, and theresa distinct shif to greener ways. Walking can play an important role in makingLondon a healthier, more pleasant city, a less congested and polluted place.

Its hard to nd anything negative to say about walking. As a mode o transport,its incredibly inclusive and democratic accessible to all social groups, ages,religions and cultures. Walking is s a e, environmentally riendly and ree. Itsalso one o the bes t orms o exercise known to man, and it encourages businessand social interaction. More people on the streets makes or sa er streets.Yet, despite all these plus points, walk ing ofen gives way to motorised travel

or short trips.

Here are some o the proven benets o walking:

TransportWalking already accounts or . million daily trips in London 1.For shorter trips, it is a high ly efficient, reliable and enjoyable way omoving around the city, as the volume o people wal king to, rom andaround the centre o London conrms. Enabling people to walk morecan also help ease pressure on the public transport system, making itmore efficient and less overcrowded. Road space can be reed up, easingcongestion and helping essential traffic on its way.

Society Walking creates a lively, ofen more riendly atmosphere on the street,

as well as a sense o civic pride and local ownership. Street crime isreduced by having more populated streets, and people eel sa er atlarge. Being ree, walking is also h ighly socially inclusive. Designingand managing the street environment with the needs o peoplewith mobility impairments in mind can signicantly increase theirindependence. It also benets those who are temporarily encumberedwith buggies, shopping or luggage.

Environmental Walking is a truly sustainable orm o transport. It causes no air

pollution, produces no 2 emissions, and has litt le environmentalimpact. I more people walked more ofen, wed have less traffic andnoise, and better air qualit y. A co-ordinated London waynding systemcan also reduce visual and physical clutter across the capitals streets.

Health benets of walking reduces obesity lessens risk of heart disease lowers blood pressure

reduces high cholesteroland body fat increases bone density enhances mental wellbeing 2

Journeys per dayWalking accounts for themajority of journeys in

London already.

Walking trips

Other trips

55%

45%

Walking tripsComposition of the 15.4 milliondaily trips made on foot. 1

Walk for pleasure

walk to access publictransport

Walk A-B

36%

37%

27%


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walking. Tese range rom high-prole improvements to the public realm (suchas ambitious plans or Parliament Square) through to new road crossings. Betterpedestrian sa ety, improved street lighting and traffic calming will all contributeto improving the pedest rians lot.

Waynding is a key component o the wider programme or walking. It increasesthe general understanding o how the capital ts together and gives residents and visitors the condence to walk and explore the city. Making waynding work orpeople means bringing boroughs, landowners and local communities togetherto support a move towards a more reliable and consistent system o walkingin ormation right across the city.

Mixed signals

London is unique. Its jam-packed ull o landmarks and places o i nterest, but itsnotoriously hard to nd your way around when youre walking. Unlike t he logicalgrid o New York, or the compact, canal-dened conurbation o Amsterdam,London has no structured delineation. Te city is made up o a rich collection oneighbourhoods and boroughs, with an u nplanned maze o streets, innumerableobstacles, and dense road traffic.

Te mazy, interconnecting streets o inner London have evolved organicallyover the centuries, which may add to t he citys charm and character, but makes ittricky or the pedestrian to navigate. Outer London is made up o many dispersedareas, ofen difficult to access without rst t ravelling through the centre. Despitehundreds o maps and thousands o signs, studies show that one in sevenLondoners have trouble nding their way around on oot, and around a quarterworry about getting lost.

Te sheer volume o signs adds to the problem. In the original Legible Londonstudy unded by and commissioned by the Central London Partnership,in ormation design consultancy identied at least separate wayndingsystems or pedestrians in the central Congestion Charging Zone alone. 3

Tese systems come with sha rp differences in in ormation, design and quality.Destination names are inconsistent. So are indications o distance. Designs varyin colour, shape, type ace, materials and branding. Some arent maintainedproperly, leading to graffiti and vanda lism. Tere is no common standard orthe positioning o street signs. By contrast, our road signage or motor vehiclesis consistent, clear and accepted right across the country it tackled these issuesdecades ago.

London is a complex city, and the current signage and waynding systems have

Where am I?One in seven Londoners cantnd their way around the cityeasily. One in four worry aboutgetting lost. 2

The Walking Plan for London aims to:

Co-ordinate delivery and urther develop the plan, making sure pedestriansneeds are being met

Educate and in orm the public via published material and campaigns

Improve street conditions by drawing up guidelines, developing integratedpedestrian networks and implementing improvements

Develop guidelines and measures to improve pedestrian conditions at newdevelopments a nd interchanges

Implement sa ety and security measures to help pedest rians

Achieve the Mayors vision within a realistic time rame, wh ich will requiresignicant unding and resource at regional and local level.

By , central London and t he Olympic zone should have been reinvented asshining examples o pedestrian- riendly urban areas. o this end, the Mayor oLondon is working closely with ransport or London and the L ondon boroughs,to make the streets a r more amenable and attractive or walking, improving

signage and reducing pollution, congestion and crime. Te main aim o theMayors Vision is to make L ondon one o the most walkable cities in the worldby (compared to base level in ).

Walking currently accounts or per cent o trips u nder a mile and is the mainway in which public transport is accessed in London. As a mode o transport,walking is growing in line wit h population growth ( or to t rips), however,the growth is predominantly in central and inner London. 1 As well as to trips,walking plays an important role as a leisure activity such as strollingin Londons parks and public spaces.

Architects and urban planners, o course, have a central role to play ininvigorating and rening the overall pedestrian in rastructure o London.A structure like t he Millennium Bridge, or example, which links two pointspreviously inaccessible to each other, opens up exciting new possibilities or

travelling on oot. Ingenious ways o physically joining different areas, likebridges, walkways, and pedestrian-specic routes, w ill encourage people towalk rather than choosing other modes o transport.

Tese sorts o improvements to the built environment are part o a widerprogramme o investment in in rastruct ure and in ormation designed to ullthe Mayors vision o London as one o the worlds oremost walking- riendlycities. Over the next three years, the Mayor and wil l continue to investmillions o pounds into its own schemes and by unding boroughs to encourage


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in our minds eye. Walkers instinctively build up whats called a mental mapo a town or city. Any success ul waynding system needs to support people inbuilding their mental maps (be t hey tourists or regular t ravellers in London).

Mental mapping

Cognitive science and research work in other related areas has shown we developplace cells in the brain corresponding to points in t he physical environmentand gradually build them up i nto a mental map o places, routes and, eventually,areas. Te mental map we build is not st rictly geographic, but revolves around therelationship between memorable locations and routes inso ar as they are relevantto our needs. Tis is a unction o the hippocampus area o the brain which, it issaid, is enlarged in Londons black cab drivers.

Te way our brains mentally map areas means t hat when we encounter anew area, we start with specic arrival and destination points, which ormour entry into the way nding system (nodes). From there, we nd out routesbetween these points. We build up k nowledge o the area surrounding the nodes(locality) and, gradually, clusters o localities (neighbourhoods). Step by step,we build up our knowledge and increase our mental maps u ntil we have as muchin ormation as we need. People new to London or a particular area ofen buildup knowledge o localities, but not neighbourhoods.

But this is only a matter o time and amiliarity. All parts o L ondon have amiliarareas and landmarks. In Central London, distinct areas (Soho, Camden own,Covent Garden, Chinatown) landmarks (Te London Eye, Big Ben, ower Bridge,Canary Whar ), streets, stations and squares can all as sist the mental mappingprocess. Other parts o London have their own distinctive areas and landmarks,reecting the citys evolution rom a patchwork o buildings, streets, vil lages andtowns that have gradually joined together as the city has grown. But the wal kerrst needs to break t hese pieces o knowledge about the citys geography intomanageable and relevant nodes, routes and areas. And this principle shouldbe at the heart o planning waynding systems and wa lking maps or London.

Te stronger a mental map we have, the more condent we are about walki ng toour destination and exploring new areas on oot. L egible London seeks to givepeople the prompts and building blocks to encourage and support the naturalprocess o mental mapping.

From the theory and rst line o research, the st udy moved into its next phase building a business case or Legible London. Tis has involved digging deep toinvestigate the tangible benets that a co-ordinated, London-wide pedestriansystem would create.

come about to service a wide variety o needs. Tis reects the diversityo the bodies responsible or design and maintenance o the street environmentin London. Te London boroughs look afer all roads other than t he largerroads orming the ransport or London Road Network ( ). Network Railmanages the main railway stations. L ondon Underground manages the ubestations. In addition, t here are many development, business and propertygroups dealing with s pecic areas. Tese include Business ImprovementDistricts, the Great Estates, and sub-regional partnerships o boroughs andlocal business organisations such as cha mbers o commerce and the SouthBank Employers Group.

Many o these different organisations have developed their own in ormationsystems to suit their own purposes. Everyth ing these systems are doingsuccess ully needs to be care u lly considered as part o any new programme the baby mustnt disappear with the bathwater. But in many cases, it appears thatsigning and in ormation systems have been developed back to ront. o borrow aterm rom commerce, the current solutions are not customer led, but providerled. From this point orward, we need to ocus more on the needs o pedestrians,rather than think ing like providers promoting a particular route or destination.

Te logical solution, o course, is to move towards a more coherent approachto pedestrian in ormation or London as a whole. Tis needs to be based on anumber o shared and agreed principles such as progressive disclosure thatis, telling people what they need to know when they need to know it, and notbombarding them with irrelevant, potentially con using in ormation.

Developing the Legible London approach

In recent years, a number o local authorities in L ondon and elsewhere in the have been working to develop co-ordinated pedestrian in ormation and

mapping systems. ransport or Londons involvement in this process beganin when it supported the commissioning o a research st udy through theCentral London Partnership, a body which represents seven boroughs and a wide

range o businesses rom central London. Te report, entitled Leg ible London-A Waynding Study, was published in March . Te central L ondonboroughs endorsed the study and signalled t heir in-principle support or theproject to go through to t he next stage. A presentation in December torepresentatives rom London boroughs garnered w ider goodwill, paving t heway or urther investigation and ul l borough consultation.

At the heart o the Legible London approach to pedestrian in ormation is the ideao mental mapping. Te more we t ravel a particular route, the clearer it becomes

A Waynding StudyIdentied the need and methodfor creating a more LegibleLondon, and has gainedin-principle support fromcentral London Boroughs.

The knowledgeAsked How much of theGreater London area do youthink you know?, 45% ofpeople answered 10% or less. 1

75%


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Feasibility studies

Alongside the studies outlined above, pilot easibility studies were initiated inpartnership with the South Bank Employers Group and the London Borough oRichmond to test out the viability o the waynding system in t wo very different

London environments.Te urban South Bank /Waterloo area is one o t he key transport hubs o the city.It attracts signicant visitor numbers Te London Eye is the number one touristattraction in the country, drawing visitors along the river bank to ot her people-magnets like t he Royal Festival Hall, ate Modern and the Globe Teatre, whichare close by. Central London will be a key area in , with many people stayingin the locality and travelling rom there out to east London to watch the Games.

Issues in the Richmond, wickenham and Kew area are quite different. Teseare more dispersed areas, with dist ributed centres, so the main challenge hereis linking up these d iscrete hubs. Te choice o two such contrasting localitiesis deliberate, helping to test what elements o the scheme work universally, andassessing where a more tailored approach may be necessary.

Pilot and easibility studies are a pivotal part o making sure that Legible Londonworks as it should. Tey provide a steady build up to going live, pin-pointingareas that do their job well and others that need ur ther attention. Tese studiesbuild on the experience o product and interactive design in other walks o li e.In car design, or example, ul l-scale models in clay and wood are made andplaced on the street to evaluate proportions and styling in a real context.Interactive design rigorously tests actors affecting the users experience be orecommitting to a nal version. Similarly, with L egible London its important toiron out potential glitches as part o a wider roll-out. Retrospective tinkering iscostly and con using to the public.

Other associated research which support the Legible London approachrecommendations includes:

Research Business International 2002 Which ound that per cent o travellers would consider walkinginstead o using public transport, afer being shown a walking map.Among tourists this gure is as h igh as per cent, and even amongcity-wise commuters the gure is per cent.

MORI study for the London Borough of Islington 2005 Tis reported that per cent o respondents had seen and u sed map-based signs, and o these per cent were satised that the signs hadhelped them nd their way. Maps had assisted per cent with their

Walking mapsAfter being shown a walkingmap, 66% of travellers wouldconsider walking instead ofusing public transport. Amongtourists, this gure increasesto 80 per cent. 2

o this end, a series o research programmes were commissioned. Tese includedthe / Walkable Journeys report, covering central L ondon, which showedthat one in ten journeys across t he ube network in central London are less than

m long, as are almost hal o all bus trips. s Walking ube Study timedube journeys between station entrances against the same dista nce walking

above ground. Among other things, it ound that per cent or journeysbetween pairs o stations in central London were quicker to walk. A studyo waynding indicated that at least per cent o pedestrians used t he ubemap and many carried a n - to nd t heir way around London signi cantly,neither o these guides has been designed to serve the needs o walk ing.

Other research reveals that attitudes to wal king among Londoners ispositive, mainly because o the ass ociated health and environmental benets.

wo-thirds o Londoners were receptive to walking more over the next year with a bias towards the younger population (under ) and women. Six out oten Londoners would be more motivated to walk i t here were more local acilitiesor the pavements were cleaner. Hal would be more motivated i t here was morein ormation on local walks/places o interest.

Quantied savings

Another -commissioned report by transport economists Colin Buchanan,made positive ndings in several key areas. Tis research is being developedalongside the prototype scheme and will need to be reviewed aferwards,but the initial ndings are compelling.

o quanti y potential journey time savings within the central London area,Buchanan interviewed , pedestrians to est imate the number o people whoget lost or take a longer route than intended. Journeys were then mapped to ndout whether or not respondents had taken the quickest route. Afer actoring theresults o the surveys up to the number o total pedestrian t rips inside CentralLondon, it was estimated that time savings per trip per person would all betweenve pence and seven pence i pedestrians had taken a quicker walking route.

Buchanan also assessed the potential benets rom improving the quality o thewalking environment. Benets included: greater walker condence; condencein nding t heir way; reduced clutter; improved maintenance; and more personalsecurity.

Even using conservative assumptions, the benets outweigh the costs. Te initialappraisal there ore provides encouraging results, and presents L egible London asa worthwhile investment.

Estimated benetReducing the numbers ofpeople who get lost or takelonger than necessary journeyscould result in time savingsper trip per person of between5p and 7p. 1


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In June , Central London Partnership organised a day-long workshopat Sadlers Wells Teatre, where architects, transport specialists, businesspartnerships, local authorities, government departments, the police,environmental groups and many others came together to discuss issues pertinentto the Legible L ondon scheme. Workshops acilitated by experts in t heirrespective elds explored branding, hardware and technology, sign placement,clearance o visual clutter and practical maintenance considerations. Te eventgarnered wide enthusiasm or the project, with participants keen to know whenthe next stage would be going ahead.

The Legible London Exhibition

In October , as an exercise in public consultation, the Legible LondonExhibition was launched at New London Architecture on Store Street, L ondon

. Te instructive, interactive exhibition ran or six months, and was opento the general public. Trough a series o installations and demonstrations, itshowcased the main principles and proposals or pedestrian waynding t hroughthe complicated streetscape o London. Feedback orms rom the exhibition

showed that nearly per cent o people who attended the ex hibition had useda combination o the ube or bus and walking to get there.

imed to coincide with the ex hibition, a web site and associated blog waslaunched at ww w.legiblelondon.in o, explaining the rationale or L egibleLondon, and inviting visitors to leave their eedback and take part in an onlinepoll. Te site attracted almost visitors during the rst three weeks o t heexhibition, with the poll showing that per cent ound London street signageunpredictable, while per cent enjoyed walking and were prepared to do moreo it. Other eedback showed that per cent o respondents would be preparedto walk or up to an hour a day.

Tere was some interesting comment lef on the blog too. Responding to t hequestion What denes Londons vil lages?, Peter commented: ube stationsin orm most peoples perceptions o names or areas. Witness the number o

people who talk about visiting High Street Kensington, when on the ground itis Kensington High Street, or Knightsbridge when they are heading to Harrodson Brompton Road. Jasmine made a point about street clutter: I think Londonis a great city, but I cannot stand the unky signage I understand the needto preserve history and character, but cant it still be people riendly? I knowsomething like t his would cost money but imagine the decrease in con usionand even congestion.

Ask the audienceSeveral consultation events,including an exhibition atNew London Architecture,were organised to gaugepublic opinion and collectresponses to add to thedevelopment process.

Confused?25% of people found currentstreet signs in Londonconfusing, while 4% thoughtthey were world class. 1

ConsultationLegible London has beendiscussed with many groupsincluding:

Transport for London The Mayors Ofce Greater London Authority London Development

Agency Design for London Visit London Central London Partnership Most of Londons 33

Boroughs including:

City of Westminster LB of Camden LB of Islington LB of Southwark RB of Kensington & Chelsea LB of Lambeth LB of Richmond-u-Thames LB of Hackney Corporation of London New West End Company South Bank Employers Group Major Landowners Department for Transport CABE Metropolitan Police Accessibility Groups RNIB The urban and information

design communities The general public

journey, with per cent saying that the maps had encouragedthem to walk. Only per cent said that t hey did not nd them use ul.

aken together, all this in ormation supports the view that an integratedsignage and in ormation strategy or pedestrians in L ondon can be expected

to deliver substantial dividends. Journey time is a more important actor thandistance when it comes to deciding whether to walk. Maps and signs can playan important part in orming these judgments.

Getting everyone involved

ransport or London unded the original study behind L egible London andhas co- unded aspects o the subsequent research and development with theLondon Development Agency. But there are many ot her stakeholders who havebeen consulted, kept in ormed o progress, and played their part a long the way.Interests and agendas surrounding issues o city waynding are unavoidablydiverse, and to make sure everyone was on board with the general approach,it was important to engage all those who might be affected.

Legible London has provided a welcome opportunity or different Londonagencies to come together and work towards a common aim creating anappealing, walking- riendly city that directly benets the public at large. Itrepresents a unied effort that combines the skills, knowledge and resourceso ransport or London, t he Mayors Office, the London Development Agency,Central London Partnership, the London boroughs, the urban design andin ormation design communities, the designers, as well as other agencies andstakeholders. It is proving a complex, but ultimately rewarding experience.In ormation sharing, co-ordination and co-operation are vital in moving theinitiative success ully orward, but the weight o a joint venture like thiscreates more momentum and enthusiasm tha n is possible with a single agencyworking in isolation. Its also the means to achieve consistency and clarity the cornerstones o a coherent waynding system.

Troughout the early development o Legible London, keeping t he manyinterested parties in ormed and involved has been a key priority. o make certainthis happened, a series o st rategic initiatives were organised to disseminate anddiscuss the latest study ndings and recommendations.

Back in December , the Legible London study was presented at a meetingattended by the central London boroughs as well as representatives rom manyouter London boroughs. Te report was positively received, and there was generalapproval o the concepts and principles behind it.

Unpredictable

Informative

World class

Confusing

Uninformative


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21

A consistent approach to pedestrian waynding and in ormation throughout thecapital and not just in t he centre would need agreed conventions (naming andplacement policies) and interventions (maps and signs).Its core requirements include:

Helping pedestrians plan journeys and nd t heir way with ease and condence.

Helping pedestrians build and rein orce an effective mental map o London.

Creating a common, constantly updated central in ormation system exibleenough or everything rom maps and signs to websites, and suitable or localimplementation.

Structure and signage

o develop a coherent waynding system, there needs to be a core set o designprinciples or architecture combined with public in ormation interventions.Te architecture governs the management and use o in ormation throughoutthe system, and will need to be ormed by a set o master guidelines and manuals.Public in ormation interventions are intended to provide pedestrians w ithhelp ul in ormation when needed, and to encourage the option o walk ing.Tese require consistency so that they are trusted and connected.

wo urther consultation events hosted by ransport or London were arrangedduring the course o . Held in June and October, these brie ed the boroughrepresentatives on all the latest progress and developments and sought theiradvice on how to proceed.

Te effort and organisation involved in keeping everyone ully brie ed andenthusiastic about the Legible London programme since its inception has beensubstantial. But this activity is an essential part o the development o the project.Ultimately, the boroughs and other stakeholders need to be ully behind thedevelopment and roll-out o a waynding strategy or London.

Bringing it all together

As weve seen, theres a compelling case or a comprehensive and coherentpedestrian waynding system or London. Some o t he underlying principlesneeded to make it work have been touched on:

Te system needs to be a developed as part o a wider strategy to removethe physical and mental barriers to wa lking and to create incentives or people

to walk. Te system needs to be based on a comprehensive understanding o what makes

a town or city truly legible. Mapping and signing are an important part o this.But other elements are important too, such as building design and urban orm,street layout, lighting, use o street urniture and public art.

Te system needs common characteristics wherever and however peopleencounter it. Pedestrians should be able to get to grips with the system quicklyand remember how it works. Tis is an ideal opportunit y to get rido unnecessary clutter on the streets, by having as ew signs as possible.

It should also st rike an appropriate balance between consistency andpredictability on the one hand and t he reection o local character and diversityon the other.

Te system should use progressive disclosure just enough in ormation andnot too much.

It should encourage mental mapping by connecting a reas, regions andtransport systems.

It needs to be an effective, high-quality system that engages the public. ALondon-wide programme would benet rom economies o scale in purchasingand maintenance.

I read youAs well as mapping and signing,building design and urban form,street layout, lighting, streetfurniture and public art all play

a part in creating a legible city.


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23

Next steps

Te Ox ord Street prototype puts the Legible London pedestrian wayndingsystem through its paces or the very rst time, and provides a valuableopportunity to evaluate its per ormance. Pilots and easibility studies areworthwhile exercises, but you cant beat having the s ystem out on the street toestablish its worth. Feedback and in ormation on the prototype will be gatheredto discover whether the system has increased the number o journeys walkedand helped people get to their destinations more efficiently. It will also establishwhether people eel more condent in getting lost, knowing t hey can nd t heirway back to the beaten path quickly and easily. And it will nd out what theythink o the design o t he maps and signs.

In the near uture, other pilots and prototypes are set to get the g reen light,and have been asked to develop a draf pilot design manual to help achieveconsistency o application or the next tranche o larger-scale pilots. In additionto the studies in Richmond and the South Ban k, Westminster and CamdenCouncils have been assessing easibility in the Covent Garden area o London,and there is a need to build on the prototype with a wider roll-out o pedestrianwaynding in the West End. Numerous other borough and private projects are

always in progress all over London, and how these wil l co-ordinate with LegibleLondon will be they key question i the projects potential is to be ullled.

Afer installation o the prototype, there will be a pause while urther testing a ndevaluation takes place. Decisions on the development o the prototype to a ullpan-London project are likely to be made in . In the meantime, its hopedthat we have the beginnings o a world-class waynding system that could makea positive contribution to the London 2012 Games and help realise t he Mayor's vision or a world-class walkable city.

Why not walk it?

Both these aspects o t he waynding system must ollow rom a detailedunderstanding o how pedestrians nd t heir way around towns and cities,work alongside effective existing systems (like the tried-and-trusted ube map),and be designed to a world-class standard.

Living map

Maps are one o the oldest orms o geographical in ormation we have, and arecrucial in understanding street layout and the wider urban environment. Teyare re erred to regularly to plan and navigate a journey. Legible London envisagesthe development o a single, co-ordinated mapping system. From the master,maps o varying scales and ormats can be extracted or different purposes.Te in ormation and appearance would always be based on consistent designprinciples, but adjusted or scale and usage. Centrally authored, continuallyupdated and digitally distributed, t he system becomes a livi ng map orpedestrian in ormation.

Te conventions, policies, tools and methods that together comprise the systemneed to be brought together in a Walkers Waynding Manual or London thatprovides clear guidance or all agencies and stakeholders, but is still exibleenough to meet e veryones needs.

Some people can be sceptical about t he need or maps, avouring a moreminimalist approach, with no-nonsense, streamlined directional signage.But it is important to distinguish between the aest hetics and usability o anin ormation system. While these are linked they are distinct . Maps are anefficient, straight orward way o communicating a wealth o in ormation. Teyprovide a rich experience, quickly answering questions relevant to the pedest rian Where am I now?, Which direction do I need to t ravel, How long will ittake me to get there?, How do I nd t he nearest...? Accustomed to the Internet,people are more sophisticated consumers o in ormation than ever, used tointerpreting rich in ormation and cherry-picking the answers t hey need.

On the street, have ound that people react positively to the use o maps.As an experiment, they mocked up a sign with bespoke pedestrian mappingon it, and just held it up on a pavement near their st udio. In the space o an hour,around people approached unprompted to check it out. Te vast majoritygrasped its principles immediately and said theyd denitely make use o it.

Te living map concept can be applied across many media. As well as streetsignage, it could provide walk ing in ormation or a mobile phone or , youcould access it via t he Internet, carry around a printed, olding pocket map,or it could be positioned the exit point o ube stations showing you the bestway to walk to where you need to be.

Image of the cityHarry Becks LondonUnderground map is used by44.7% of people for planninga journey in London 1. Whileits extremely effective fornavigating the Tube system, itis inadequate for pedestrianwaynding.

Fit for purposePedestrian-specic mapping isthe way forward to encouragemore walking.


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24 25

Thinking out loudAt this stage, Legible London isa prototype that is, a proposedsystem thats still in the processof being developed and rened.The following pages presenta visual diary of some of theideas, drawings and designconcepts that have inuencedthe way Legible London hasevolved over the past monthsand years.

Diff t l h diff t g l I th it ti th il bilitWh it f ? L gibl L d i ll L d h i A d di


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27

Different people have diff erent goalsat different times, and their journeysare many and varied. Goals may ofenchange during a journey, or examplewhen agreements to meet are altered,or when a toilet needs to be ound.

In these situations the availability olocal knowledge becomes even moreimportant. Te system is devised tosupport as many o these goals and journeys as is possible.

A wandering journeyNovice strollerUses their intuitionto explore and discoverinteresting places inthe city.

A learning journey

Novice striderHas a specic destinationin mind but doesnt know

London too well. Interestedin learning quicker waysfrom A to B.

An efcient journey

Expert striderHas internalised just whatis strictly necessary to t

with their daily routine.

An open-ended journeyExpert strollerHas an idea of where placesare in the city and uses thatknowledge opportunistically.

Whos it for?Different peopleDifferent goalsDifferent journeys

Legible London is or all o Londonstravellers, it is designed to be i nclusiveo all people, and or all parts o thecapital. Whether that is someonewith knowledge o an area or not, thesystem supports and enhances theirunderstanding to enable better walking

choices. A persons modus operandi their method by which they nd theirway tells us a lot about how theymay plan and carry out journeys; themethods identied in this book workwith this understanding.

A striders journeyA striders goals includeefcient travelling.Striders needs the walkingarchitecture to connect updifferent transportation

modes and nodes

primarily Tube and walkin London. Their conceptualmodel of their journey is likestones skimming accross thepond. The strategy is get near,then nd it.

A strollers journeyA strollers goals arememorable experiences.Strollers need the walkingsystem to work for themopportunistically at the

street level allowingthem to drift, wander andhave the condence to getlost. The conceptual modelof a stroller is akin toripples in a pond.

Start

Finish

Finish

Finish

Finish

Start Finish

Here?

Where shallwe go?

Here? Here?Here? Or here?

I'm here

I'm there

Using the hippocampusAt the Legible London exhibition atWhos it for? Te theory o mental mapping is itsel and the knowledge and ability


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29

Stick and ball

This map is dened bydestinations (drawn as circlesand named) rather than theroutes (drawn as parallel linesand left unnamed). It isprobably inuenced by theTube map, and emphasises thearrival rather than the journey.

Human A-ZPossibly the work of aprofessional. The level ofdetail is exceptional, withaccomplished draftsmanshipand a thorough understandingof geographical relationships.Note the number of importantlandmarks (to the author!)

Using the hippocampusThe brain is like a muscle;the more we exercise certainparts of it, the more developedthey become. Here we seethe work of people with verydifferent hippocampi the areaof the brain associated withmental mapping.

LinearThis mental map demonstratesthe importance of backbonewalking routes. Broad andreasonably straight, FleetStreet provides the perfectspine from which roads jut off

to the north and south. Namesare in the rig ht order, but notgeographically. The level ofdetail and familiarity with thestreet names suggests that theperson responsible has workedin this area for some years.

At the Legible London exhibition atNew London Architecture, guests wereinvited to draw a map rom memory.Te results, shown on these two pages,were highly revealing.

Who s it for?Ways of seeing Howpeople understand cities

MisunderstandingsThis area is typied by thestrength of the linear villagesof Oxford and Regent Streets,as drawn here. But knowledgedoesnt seem to be strong,Piccadilly Circus has missed-out, along with many otherlandmarks. Interestingly,North does not seem to beimportant to this author.

TransportThis drawing describespoint-to-point journeys froma hub (Brixton) through vaguespatial connections. Thefurther away from Brixton itgets, the looser it becomes.

The person whos drawn thisinstinctively divides Londoninto distinct villages.

Te theory o mental mapping iscentral to the way Leg ible London hasbeen conceived and developed. Toughits clear we all build maps in our headsto navigate city streets, the way we doso depends on a host o actors. Not leastis the way in which the city presents

itsel and the knowledge and abilityo the traveller.

A success ul pedestrian wayndingsystem works with this understandingrecognise this and nds a way tohelp everyone to build stronger, moresophisticated mental maps.

Whos it for? Reality can sometimes appear unusual possible the short walk could become


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Berkeley

M AY FA I RS O H O

Savile

Carnaby

Chinatown

Equally important as theneed to connect known

areas is the need to renepeoples knowledge of localand unfamiliar areas; thisagain will reduce peoplesreluctance to walk becauseof a lack of condence.Result: making connectionsand solidifying localknowledge.

Stepping StonesBy loosely dening known

areas in terms of a ve-minutewalk, or 400m, journeysbetween areas seem moreeasily walkable.

Who s it for?Understanding above groundas well as underground

Reality can sometimes appear unusual.Te modes o travel we trust cansometimes warp our sense o direc tionand distance. Many short journeys thatcould be walked are ofen taken usinganother orm o transport. Armed witha uller understanding o what is

possible, the short walk could becomea much more ront-o -mind choice ormany o us.

Te ve-minute neighbourhoodsthat exist in London, provide steppingstones to support attempts to makethese short journeys.

Bank

Covent Garden

Walkable Tube Map109 journeys between TubeStations in Central London arequicker to walk above-groundthan to travel by Tube.

Walkable stationsFrom Covent Garden nine

out of ten adjacent stationsare quicker to walk.


31Legible LondonYellow book

Five-minute walks

The ve-minute walk representsthe natural size of an identiableneighbourhood in London.This diagram represents ave-minute walk from everyTube station. Connections

become more obvious.


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Guiding principles Any journey through central London bearings and, along with our memory,


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35

Final legOften were looking outfor a particular buildingor street number, butthese vary widely,as does our experienceof a particular area.

LandmarksBridges, shops,intersections, notablebuildings all theseinstinctively help usidentify where we areand the direction weneed to take. But beforetheyre any use, we needto build up knowledgeand familiarity.

Road signsThe British road signage

system is well-consideredand has stood the test oftime. However, signs areoften positioned too highand provide informationthats not particularlyhelpful to pedestrians.

Existing printed mapsYou can take yourpick from hundredsof different maps of

Central London aimedat motorists, tourists,shoppers or culturevultures. But very fewof them answer questionsthat pedestrians needto know.

g p pLooking for clues The roleof information in a journey

is punctuated by countless examples odirectional in ormation coming at thepedestrian in many different contextsand media. As well as official streetsignage, we use notable architectureand incidental in ormation to get our

show us the way. Te problem is, moreofen than not, the available toolspresent different pictures, resultingin a gap in understanding.

Bus shelterThough the information isclearly aimed at bus users,bus stands and sheltersprovide useful markersfor pedestrians, and oftenfeature small maps of theimmediate streets.

Journey PlannerBefore setting off,travellers might plan their

journey online or usinga printed street nderlike the A-Z. These areavailable in many differentformats, and arentnecessarily aimed atpedestrians.

On the streetYes, there are plenty ofsigns out there. In fact,an AIG study identied32 separate waynding

systems within theCentral LondonCongestion Change Zone.The trouble is, theres nocommon standard, andinformation can becontradictory.

Tube station

While the Tube map hasproved its worth overmany decades, directionsfor the onward journey onfoot are inconsistent andbetter at some stationsthan others.

Guiding principles An effective pedestrian waynding Listening to the questions when


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Oops, were late. We said wed meetSam outside MarbleArch Tube Stationat 2pm. Whats thequickest way?

After Ive seenthe Mummiesat the BritishMuseum, wherecan I grab a quicksandwich?

If thats Libertys overthere, how do I cutthrough the back wayto Piccadilly Circus?

Im bursting!Wheres thenearest ladiestoilet?


Providing answersto peoples questions

system needs to answer key questionsat the appropriate time and place.Progressive disclosure giving people just the right amount o in ormation just when they need it, is one o the keyprinciples behind Legible London.

they arise, ofen unplanned, mostlyunspoken, provides a structure toin orm the detail o what in ormationshould be provided along the journey,and what shouldnt!

Ummmnot sure.Is this Oxford Streetor Bond Street?

Covent Garden toSohocan I walkthat in ten minuteswithout busting a gut?

I need to get to JohnLewis to order a newwashing machinebut will there be dropkerbs along the wayfor my wheelchair?

Prototype in the West EndG i f db kf h

esting and rening. esting and i ti d i M ki

is an example o rapid prototyping i t ki th t l


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39

TestingTrialling different optionsand appearances duringdevelopment ensuredsolutions established abest trade-off betweenthe conictingconstraints.

Mixing mediaAccessing informationdesigned for many typesof people in varied mediawas considered fromthe start.

Getting feedback from the street rening. esting and rening. Makingsure signage meets the needs o the manand woman on the street is an ongoing,cyclical process that takes insight,patience and rigour. Te development othe Legible London West End trial signs

a painstaking process that exploresand adjusts solutions based on users

eedback at every turn.

OptionsDifferent options camefrom constant adjustmentsof the smallest detailsto nd the right balance,or trade-off betweenappearance, functionand level of production.

ExploringThomas Edison tried over1000 different materialsbefore he found the perfectone for the lightbulb. Nevergive up nding a way!

ListeningTaking sketches andsamples on to the streetto garner immediatefeedback is a key methodin the design process

approach are key considerations.Designs are improved checked with

Prototype in the West EndEvolving the design

Legible L ondons prototypedevelopment takes its cue rom

design rigorously tests actors affectingthe users experience be ore settling on

A virtual model o a ull area was rstcreated to test which concepts designs


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41

Designs are improved, checked withusers and improved again. Over iterations o parts o the design havegone into the launch o the prototype.

Rapid prototypingThe virtual modelfunctioned both as aplatform for draughtingdesigns and as avisualisation tool forcommunicating the

Legible London project.

Making the transitionThe undergroundenvironment wasreproduced accurately,providing the opportunityto explore how walkerscould be guided to streetlevel and oriented aboveground effectively.

On-street integrationAdditionally, the virtualmodel allowed for someearly experimentationwith extending themethodology andelements with othertransport systems.

3

8

36

138

293

PlacementOne of the moreinuential outcomes ofthe pre-prototype was theselection of appropriatesign locations; it was

found that a reducedprovision of signs could be just as effective if placedthoughtfully.

Evolving the design development takes its cue romboth product and interactive design.In automotive design, or example,

ull-scale models in clay and wood aremade, assessed and improved be orecommitting to the real thing; interactive

the user s experience be ore settling ona nal version.

Initial designs are developed threetimes over, evolved, edited and adjustedto achieve the longest-lasting solution.Future expansion and a user-centric

Evolutionary designMany combinations of visualelements are consideredand tried against each other;the ttest design retainsthe most informativegraphics, having weededout less effective versions.

created to test which concepts, designsand amount o in ormation wouldwork best. Tis pre-prototype wastested with people and in ormed urtherdevelopment.

Te system is devised or inclusiono everyone no matter what level o

Many people need to plan a tripbe ore travelling Over time it is hoped

Prototype in the West EndUniversaldesign


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43

o everyone, no matter what level oknowledge or ability they have. Peopleare all different. We all have troublending our way at some time, but somepeople need specic in ormation tomake a journey possible.

be ore travelling. Over time it is hopedthat the system can expand to provideconnected methods to better planand then situate in the street.

Linked appearanceUppercase typography can alsobe found in the street names;this reects the unied style of

street nameplates. An addedbenet of working with existingsystems in this way is thatspeakers of languages with anon-Roman alphabet may ndit easier to relate streets on themap to street nameplates.

3D buildingsPeople who struggle to read maps,including people with learningdisabilities, will nd the 3Dbuildings useful. They provideboth a literal represe ntation of keylandmarks, and make the readingof maps more intuitive.

PhysicallyaccessibleImportantinformation islocated on thesigns between 900and 1800mm abovethe ground

1800

900

AwarenessA possible adaptationfor the future is asystem for helping thevisually impaired tonavigate by relayingtheir proximity to signsto a mobile device.

Universal design

Useful detailPeople with wheelchairs needto know if a route has steps ornarrow pavements, and where

to nd adapted toilets. Similarly,those with visual impairmentsneed to know where pedestriancrossing are as a safe place tocross the road.

TypographyA clear and recognisablesans-serif typeface is commonthroughout the maps and signs.Where possible, upper andlower case characters are usedfor maximum legibility;however, the cartographicconvention for capitalisingimportant place names is alsoadopted.

Colour and contrastThe signs and maps usehigh contrast colours foroptimum legibility; a darkblue background with whiteor yellow text is used inconjunction with black texton a yellow background.

Useful detailPeople with limited mobility,including many older people,need to know how far it is towalk to a place, and if there willbe any parks on the way in whichthey can nd a seat to rest.

An inclusive waynding system

No pre-journey planning, useson-street information, out of

interest and for reassuranceon some journeys

Resident Commuter Frequent visitor Person who has some hearing loss Person with some limit on their mobility

but can still manage steps Person with a slight visual impairment

but can read on-street maps and signsusing an aid

Some pre-journey planning,but will look for on-street

information for reassurance(so it needs to be consistent)

Person who is deaf or hard of hearing(wants to avoid asking for directions)

Person with a visual impairment but hassome vision

Person with a learning disability or alearning difculty

Person whose rst language is not English Younger person, new or infrequent

visitor, or an inexperienced city traveller

Detailed pre-journeyplanning required

Person using a wheelchair Person who is blind or severely visually

impaired.

You are on thesouth-west corner ofCavendish Square, inMarylebone, at theback of John Lewisdepartment storeand next to

ConnectivityAll kinds of supportingknowledge can bedelivered to mobiledevices through thesigns; a listen to thissign feature provideshelpful hints forvisitors.

Prototype in the West EndSign locations

Te prototype covers a small areaaround Bond Street ube Station. Te

most prestigeous retail streets. Anyprototype is a test, and this launch will


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S g ocat o sstation is actually metres rom NewBond Street (there is no street namedBond Street) and the prototype goessome way to clear-up any con usionabout how to nd some o the capitals

p yp ,be rigorously tested and surveyed to seewhat works best and what should evolveand adapt. Nineteen new signs are goingin the ground and existing objects arebeing taken out o the same area.

Clutter reductionThe replacement ofredundant, unusedinformation with a lessernumber of useful signs willimprove the image of thestreet whilst reducingdistractions for walkers.

44 45


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Prototype in the West EndHeads up mapping helps people


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48

to orientate themselves

Mapping to allow people to betterunderstand walks and where thingsare is central to the scheme. Maps,rmly xed on signs are alreadyorientated with respect to theenvironment and direction theuser is acing.

Intuitive understandingWhen used in situ,heads-up maps offera remarkably simpleway of bridging the gap

between the view aheadand its cartographicrepresentation.


49

challenge has been to develop a rangeo components that can be quickly and

l l i t t d i t L d

ootway. Te innovative design othe signs bases ensures minimumdi ti d i i t ll ti

they eature a system design that al lowsthem to be easily maintained and

d t d L it d ti

Prototype in the West EndProduct innovation ttingh d h l

Developing designs that complementtheir urban context is essential.T t d t t b l

to work in contemporary andhistorically sensitive architectural

tti


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50 51

seamlessly integrated into Londonsstreets. Hence the ultra-slim minilith,which can deliver much morein ormation than a traditional ngerpost sign, but impedes ar less o the

disruption during installation.Tough prototypes, the proposed

signs have been designed and built tolast. Manu actured to impeccablestandards rom high-quality materials,

updated. Longevity, orm and unctionwill help the signs become a amiliarpart o the streetscape.

Flexible systemThe sign form presents theopportunity for elements ofthe cladding to be modiedfor local distinctiveness.Individual informationelements are interchangeableand updatable. The mappanels have also beendesigned so that they canbe either vitreous enamelor print behind glass.

Homing beaconA modular approachhas been employed tomaintain exibility in use.The yellow nial helpsease of recognition andthe design ensures ngersare sturdy and can notwbe rotated.

Attention to detailThough minimalist in formattention has been paidto every detail. The northindicator is adjustableto suit location, but alongwith the base platesand other cladding parts,is secretly xed in place.

the product to the place Te system needs to create a balancebetween tting into the streetscape andhaving enough presence to be use ul the yellow beacon always visible in thedistance. It also has to be exible enough

settings. Te primary unction o any signsystem is to deliver in ormation in themost legible and accessible way to thegreatest number o people. Te

Robust materialsVitreous enamel panelsand shot peened stainlesssteel have been used tomake sure the signs aredurable and easy to clean.Coated materials havebeen avoided because ofgradual deterioration andthe need for annualrecoating.

SustainabilitySolar powered accentlighting is being developedto reinforce recognitionat night. The need for mainspower has been avoidedbut the signs have beenconstructed to allow forany future need of poweror data required for theintegration of othertechnologies.

Vitreousenamelgraphicpanel

Optionalvitreousor glassand digitalgraphicalmap panel

Acryliclightinglens

Vitreousenamelbeaconpanel

Aluminiumpowdercoatedside trim

Stainless steelbase plateswith adjustablenorth indiactor

Peenedstainless steelside channels

Legible London is ar rom just a newsign system or the West End. It is thecontinuation o the pulling together

o detail to provide glue and choiceo how to get around.

Te scheme could eventually

Prototype in the West EndContinuity of information aboveand below the streets


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52

continuation o the pulling togethero travel in ormation, exempliedby Londons Bus and ube networksworking closely together. LegibleLondon adds in a vital wa lkers level

Te scheme could eventuallyconnect pre-planning, in ormationon-the-go (increasingly delivered withhand-held devices) and connect thisto signs in the street.

Signs on street cornersprovide familiarreassurance, thepossibility to plan analternative, and helpbuild knowledge

Bus shelters link busroutes with walkingchoices

Arrival signs on thestreet establishesorientation in a widercontext and setswalkers off in theright direction

Printed walkingmaps give usersportable informationin the pocket

Mobile devices cansituate a user in thestreet, providing awider context andsearch capabilities

Arrival informationundergroundprovides initialorientation and

journey planning

The language used onunderground exit signsrelates to that foundabove ground

Predictability isrequired tomaintain andimprove a verystrong addressingsystem


and below the streets

Prototype in the West EndFitness for purpose

In preparing o a clear picture othe city, a set o ormats emerge thatbe applied to a range o situations

are connected by the consistent namingo places and the visual representationo content Tis speeds up the reading

inhabit on signs, in-print, spokenor on-screen. Evident below are thedifferent visual interpretations o the


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55

be applied to a range o situations.Te visual appearance o these ormats,outlined below, is dened by thequestions they answer along a journey,and the constraints o the media they

o content. Tis speeds up the readingand understanding o in ormationacross different types o media, itprovides a common linking thread thatsupports the way people learn.

different visual interpretations o thesame geographic location.

Te result o the denition o theseormats is a coherent array o maps,

signs, indexes, lists and diagrams that

London travelinformation

0207222 1234

Listento LondonTo hear aboutwhere you arecall:

Location 220

08702406094

Above: Directionalinformation, maps forUnderground stations, bus

stops and shelters all makeuse of coherent terminologyand destinations.Right: Additional connectionsfor mobile phone users.Far right: Use of an indexand printed maps.

Above: Scales representedon signs in the street,diagrams of villages, shoppingmaps and Tube exit signs.Left: Walking connectionsin short-hand.Right: Future availabilityon mobile devices and onlineis possible.

ExitMARYLEBONE, St Christopher, MAYFAIR, South MoltonFor Oxford Street, New Bond Street1 2&

Exit MAYFAIR, South Molton, GrosvenorFor South Molton Street, Grosvenor Square3 4 5&


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57

VillagesThe village names are(typographically) the mostprominent visual element.Most maps of this kind show

two villages.

Integrated transportBus shelters, Tube stationsand taxi ranks are clearly andcomprehensively marked.

North markerA prerequisite for heads-upmapping is an easily found northmarker; these are found on allmaps and the bases of signs.

Off-map destinationsNearby prominent locationsare signed; generally, theseare only a few minutes away.

3D buildingsIllustrations of key buildingsare included; these providea clear sense of scale andstrengthen the heads-upnature of the mapping.

NeighbourhoodsContained within the villages,neighbourhoods are distinctclusters of a certain characteror shared history.

Building numbersThese are subtly shown forthe benet of users searchingfor a particular address.

ScaleThe scale of Legible Londonis measured in time, whichresearch shows is used moreoften for walking.

Named placesBuildings included on the mapfunction both as landmarks anddestinations. The importanceplaced on memorablelandmarks by pedestrians

justies their prominence.

Relevant buildings

With many viable places tohighlight, those shown arederived from a comprehensiveaudit and selection criteria.

Active frontageIndication of clusters ofbuildings with street-levelaccess for the public; in theWest End, invariably shops.

Station entrances/exitsDashed lines leading to whiteroundels signify underground/interior subways for the Tube.

So here it isThe prototype on the ground

On November , the LegibleLondon prototype or the West Endnally went live. Signs were erected

to put into practice months o ideas,theories and research, to gauge publicreaction and evaluate the system.


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in the streets, walki ng maps were madeavailable, phone in ormation pointswere switched on, a website waslaunched. Here at last, was a chance

Hope ully too, it helped v isitors havea more positive experience o the area,to enjoy its attractions without the

rustration o getting lost along the way.


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LegibilityThe degree to which a setof elements convey usefulinformation. The traditionaluse of the word legibilityis used to describe howdecipherable a set ofcharacters are in t ypography.When referring to the legibilityof a city, it is used to describethe degree to which the urbanenvironment is shaped in orderto facilitate waynding.

WayndingUsing spatial andenvironmental cues to movefrom one place to another, andtools designed to help decisionmaking before and during the

journey. Waynding is brokeninto two distinct phases planning and navigating.

Planning(as part of waynding)The act of analysing a journeybefore setting off. The analysis

should help the traveller makethe journey more efciently.

Navigating(as part of waynding)The act of nding your wayin the urban environment.This includes the use ofwaynding tools, landmarks,routes and nodes.

Glossary Mapeg A-ZA document (either printedor on screen) representingthe layout of an area. In thisbook, the term map is usedto dene any document whichrepresents the geography ofan area with accuracy.

Diagram (diagrammatic map)eg the Tube mapA representation of anarea which omits certaindetails in order to clarifythe overall understandingof the information involved.Omissions may includegeographic accuracy or nerlevels of detail.

Homing beaconA permanent post in theground which points towardsa landmark. It may also containother information such as thedistance to the landmark.

MinilithA xed, narrow sign containingwaynding information.

MonolithA wide, xed sign containingwaynding information. Similarto a minilith but containingmore information and usuallylocated in areas wit h dwellspace.

MegalithA very wide, xed signcontaining wayndinginformation. Similar to amonolith and a minilith.Usually contains moreplanning information. Oftensituated at major arrival points

such as national rail stations.

Villageeg MaryleboneAn area of historical geographicunity, often derived frommodes of use and usually nomore than 1km square. A villageis usually made up of two ormore neighbourhoods

Neighbourhoodeg ChinatownA small geographic area,usually dened by mode of use.Neighbourhoods are groupedinto villages.

Nodeeg St Giles CircusThe intersection of twoor more routes or paths.

PathA dened and recognisedconnection between nodes.

Route eg Jubilee WalkA type of path supported withwaynding tools.

How was it for you? We value youropinion and wouldlike to know whatyou think aboutthe Legible Londonprototype for the

West End.

Did you nd it useful?Did it help you nd yourway around?Was it easy to use?How could we makeit better?

Please visitwww.legiblelondon.infoto leave your commentsor suggestions forimprovements.


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Referencespage 71. Oxford Street, RegentStreet, Bond Street: An ActionPlan for the Retail Streets

page 81. Transport 2025 Transport

Vision for a Growing WorldCity. TfL Executive Summary2. DMAG Demography Update,September 2007

page 10, 111. TfL Study2. Sources: Davison & Grant1993, US Dept of Health 1996,British Heart Foundation 2000

page 12, 131. 2001 LATS Survey, TfL2. TfL Study3. Legible London AWaynding Study, AIG 2006

page 151. www.legiblelondon.infoonline poll

page 16, 171. Legible London InitialBusiness Case by ColinBuchanan, 20072. TfL Study

page 191. www.legiblelondon.infoonline poll

page 221. Legible London LeicesterSquare Navigation Study,AIG/LSE, March 2005

all-purpose RoadsMinistry of Transport, 1964Interchange Plan: Improvinginterchange in LondonTfL, August 2002Islington BoroughSpending Plan , 2006Knowledge Point(Taxi Knowledge)LATS 2001 Household Survey Transport for LondonLegible London: A wayndingstudy AIG / CLP, March 2006Legible London InitialBusiness CaseColin Buchanan, 2007Legible London LeicesterSquare Navigation SurveyAIG / LSE, March 2005Local Direction SignsCity of Westminster Department of Planning andTransportation, 2003London Access: Richard SaulWurmans GuideAccess Press Ltd. NYC, 1987London Cycle Guides (1-19)

TfL / GLA, 2004 London NewspaperUrban Age, November 2005London Transport UsersCommittee: Where am I?LTUC / Hugh Collis, May 2003Londons Functional WalkingNetwork: A study of the keystreets for utility walkingIntelligent Space for CLP, 2004Major Stations WayndingDesign Guidelines &Specications DRU, 2002Making London a walkablecity The walking plan forLondon Transport for London/Mayor of London, 2004Manual For StreetsDfT / DCLG / CABE / WSP / TRL/ Llewelyn Davis Yeang / PhilJones Associates, 2007Maps & Journeys: AnethnomethodologicalinvestigationBrown, B. / Laurier, E. UniversityOf Glasgow, 2004Margaret Calvert Editedinterview for Frieze , 2003Mayors Energy StrategyGLA February, 2004Mayors Transport Strategy:Report on public consultation

A Pattern LanguageChristopher Alexander, SarahIshikawa, Murray Silversteinwith Max Jacobson, IngridFiksdahl-King and ShlomoAngel. OUP, 1977A new deal for transport,better for everyoneGovernment White Paper onthe Future of Transport,1998A report of a health impactassessment of the Mayorsdraft transport strategyThe London HealthCommission, September 2001Attitudes to walkingSynovate, 2007Action Plan For CentralLondon CLP, 2003Angel Report 0304 CLP, 2003-04Approach to valuingstreetscape Colin Buchanan /Leeds ITS for TfL, 2006Assisting orientation andguidance for multimodaltravellers in situations of

modal changeRehrl, K. / Leitinger, S. /Bruntsch, S. / Mentz, H.J.8th International IEEEConference on IntelligentTransportation Systems,Vienna, September 2005At least 5 a week:Evidence on the impact ofphysical activity and itsrelationship to healthChief Medical Ofcer, 2004By Design: Urban Designin the Planning System:Towards Better PracticeDETR / CABE, 2000CABE: Value of urban designCABE / DETR, 2001Camden walking plan:Fourth Annual Review, 2004Camden borough spendingplan 2005/062007/08London Borough of Camden /City of Westminster / CLP, 2005City Walks in LondonA report for t he GovernmentOfce for London, Land UseConsultants, June 1995Clearzone Walking InitiativeIntelligent Space for CamdenBorough Council, 2004Comments on the draft

Streetscape Guidance Consultation Draft July 2004 TfL /Mayor of LondonStreetscape: Putting policiesinto practice Royal Borough ofKensington & ChelseaSustaining Success: TheMayors economic strategy forLondon GLA / LDA, 2005Syntactic evolution of citiesKrafta, R./Fattori, R. /Gheno, P./Pavlick Pereira, M.Federal University of RioGrande do Sul, Brazil 2006The Hippocampus, memoryand place cells: Is it spatialmemory or a memory space? Howard Eichenbaum, PaulDudchecnko, Emma Wood,Matthew Shappiro and HeikkiTanila, 1999The Mayors TransportStrategy GLA, July 2001The National WalkingStrategy Living Streets, 2003The potential for walkingand cycling Proposal

for transferring modes oftransport to walking andcycling MTRU for Transport2000 TrustThe Walking Plan 2004TfL / GLA, 2004TfL London Travel ReportTfL / Henry Burroughs, 2005The London Plan GLA, 2004The value of urban designMinistry for the Environment(NZ), June 2005Towards a ne city for people

Public spaces and public lifeGehl Architects, 2004Transport for London 5 yearinvestment programme:The TfL business plan2005/6-2009/10 TfL, 2004The Westminster Way: Apublic realm manual for thecity Westminster BoroughCouncil, Bennett UrbanPlanning / Buro Happold,November 2003Transport & health in LondonDepartment Of Health/ Department Of CivilEngineering, Imperial CollegeLondon 1999Tracking pedestrian volumesIntelligent Space for CLP 2004

walking plan for LondonSustrans, 2003Commission for IntegratedTransport MORI, July 2001Courts and Lanes DesignStrategy Corporation of London, 2004Covent Garden Report 0304CLP, 200304Draft transport strategy Public opinion pollMORI / TfL, June 2001Economic Value ofWalkability Victoria TransportPolicy Institute, Canada.Litman, T.A. 2004Encouraging walkingDETR, 2000English Heritage Street AuditEnglish Heritage, 2006Final report for signage andwaynding for people withlearning difcultiesODPM, February 2006Going to town: Improvingtown centre accessA companion guide to PPG6

National Planning Retail Forum/ DTLR, 2002Guidance on full localtransport plans DfTHealth in London:Review of the London HealthStrategy high-level indicatorsThe London HealthCommission, 2005Ilford Metropolitan Centre:Area Action PlanSpace Syntax, February 2006The Image of the CityLynch, K. MIT Press, 1960Improving WalkabilityTfL, September 2005Inclusive Mobility: A guideto best practice on accessto pedestrian and transportinfrastructure Philip R Oxley, CraneldCentre for Logistics andTransportation for DfT, 2002Individualised Marketing:Changing travel behaviour fora better environmentSocialdata GmbHInformation for pedestrians:Guidance for the LondonboroughsTfL / Wandsworth / TRLInformatory Signs for use on

Trafc signs manual, chapter7: The Design of Trafc SignsDfT / HMSO, 2003Transport For LondonersTransport 2000 Trust, 2004Urban II Area Reaching yourdestination: Safe & easymovement in StockwellSpace Syntax / StockwellPartnership August 2005Stated Preference TfL 2004Urban Design Compendium English Partnerships, 2000Value walking: Evaluatingimprovements to the publicrealm Colin Buchanan / AccentMR for TfL, 2005Walk the Capital RingLondon Walking Forum / TfL /Colin Saunders, 2006Walk This Way: RiversideLondon Southbank EmployersGroup, April 2003Walking BibliographyDfT, April 2005Walking Fact sheetDfT, January 2003

Walking and cycling:an action plan DfT, June 2004Walking in London:A strategy for identifying thekey streets for walking andmaking them more pedestrianfriendly Intelligent Space forCLP, May 2005Walking Maps TfL, 2002Walking Strategy ForWalking the Tube: A studyinto Walkable Tube journeysin Central LondonAIG for TfL, December 2006Walking Tube MapRod Maclaren, 2003 http://rodcorp.typepad.com/ Westminster WestminsterCity Council, March 2004Waynding behaviour:Cognitive mapping & otherspatial processesGolledge, R.G. The JohnHopkins University Press 1998What is PERS? TRLWorking for the future ofCovent GardenCity of WestminsterYour Way At AngelIslington Council / TfL / CLPYour Way in South IslingtonBorough of Islington, 2006

Sources and Bibliography of the Draft TransportStrategy MORI / GLAMetro Maps Mark Ovenden,Capital Transport Publishing,2003Multi-modal interchangesigns standard for LondonTfL, 2005National Audit Ofce:Tackling obesity in EnglandNAO, 2001Natural Movement: Or,conguration and attractionin urban pedestrianmovement (Pion 1993) Unit ForArchitectural Studies, BartlettSchool Of ArchitectureHillier / Penn / Hanson /Grajewski / XuNetwork effects andpsychological effects: Atheory of urban movementHillier, B. / Iida, S UCL, 2006On the Move: by foot A discussion paper , 2003Oxford Street, Regent Street,Bond Street: An Action Plan

for the Retail Streets 2007Pedestrian demand modelingfor large cities Centre forAdvanced Spatial AnalysisCASA / UAL, June 2003Planning and access fordisabled people: A goodpractice guideDepartment for Communitiesand local Government 2006Policy, planning & designfor walking & cycling:consultation draft DfT, 2004Promoting walking in London:A draft business case Jan GehlGehl Architects for TfL, 2003Quality Streets: Why goodwalking environments matterfor Londons economyCLP, July 2003Realising the potential:Walking and cycling in LondonTransport 2000 Trust (takenfrom MTRU study), 2004RODS report 2001 TfLSouth Bank Public Art -A report on the rst threeyears of the South Bank PublicArt Programme , South BankEmployers Group, 1997Streets For AllEnglish Heritage, 2005

Large text version available.Contact 0207017 8488


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Further information

Websitewww.legiblelondon.info

Adrian Bell Sustainable Mobility ManagerTransport for [email protected]

Tim Fendley Creative Director Applied Information [email protected]

Contact 020 7017 8488

CreditsLegible London s

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