STREETSCAPE + TRANSPORT + PUBLIC REALM DESIGN |
Corby Public Realm Strategy | Corby Council
Urban Movement was commissioned in 2020 by Corby Council, alongside Lambert Smith Hampton (lead and viability), to undertake a feasibility study and design work exploring opportunities to improve the connections between the station and town centre.
Corby station is separated from the town centre, being positioned equidistant between the industrial heart of the area and the commercial town centre. Accessing the town centre requires people to walk or cycle along either a high speed dual carriageway or a residential street with high flows of vehicles, no cycling facilities and very narrow footways, resulting in a lot of people driving into the town centre - in addition to a poor public transport experience and antisocial behaviour along the routes, especially in the series or underpasses under the dual-carriageway.
Exploring ways to design out antisocial behaviour - both increasing safety and the perception of safety - making for inviting walking and cycling connections, and improving the character of the connection, train station setting and town centre arrival, UM explored a series of street design, public space design and interchange design options before arriving at an overall framework for change for the town centre.
A new station arrival piazza and accessible, sculptural, ramp was created to make a legible and accessible connection to the town centre from the station. This connection was previously by a series of steps only, otherwise you had to move away from your desire line along the vehicle route. This public space intervention also activated a stalled development site with the aim of making the site more attractive, unlocking it to come forwards.
For the links, segregated and prioritised cycling infrastructure was incorporated into the streets, alongside increased tree planting and SuDS, in a way that allowed for the removal of grade separated pedestrian environments, and the creation of high quality walking infrastructure and public transport waiting environments.
The town centre connection was created to humanise the dominance of roads which divided the town centre from the station and made for an uninviting front door for the town centre. The streetscape was balanced, to allow for movement but to prioritise walking, cycling, public transport, and especially dwelling. Spaces for community markets and art installations were created, spaces for coming together, sitting and relaxing were also designed in a way that better connected the wider problem realm - bringing the previously satellite green spaces more into the town centre experience - and making a town centre that is more fit for urban childhoods and is a catalyst for quality of life.
All public realm designs were packaged into a phased and costed Action Plan, with Stage 1 being taken forward immediately.
Corby station is separated from the town centre, being positioned equidistant between the industrial heart of the area and the commercial town centre. Accessing the town centre requires people to walk or cycle along either a high speed dual carriageway or a residential street with high flows of vehicles, no cycling facilities and very narrow footways, resulting in a lot of people driving into the town centre - in addition to a poor public transport experience and antisocial behaviour along the routes, especially in the series or underpasses under the dual-carriageway.
Exploring ways to design out antisocial behaviour - both increasing safety and the perception of safety - making for inviting walking and cycling connections, and improving the character of the connection, train station setting and town centre arrival, UM explored a series of street design, public space design and interchange design options before arriving at an overall framework for change for the town centre.
A new station arrival piazza and accessible, sculptural, ramp was created to make a legible and accessible connection to the town centre from the station. This connection was previously by a series of steps only, otherwise you had to move away from your desire line along the vehicle route. This public space intervention also activated a stalled development site with the aim of making the site more attractive, unlocking it to come forwards.
For the links, segregated and prioritised cycling infrastructure was incorporated into the streets, alongside increased tree planting and SuDS, in a way that allowed for the removal of grade separated pedestrian environments, and the creation of high quality walking infrastructure and public transport waiting environments.
The town centre connection was created to humanise the dominance of roads which divided the town centre from the station and made for an uninviting front door for the town centre. The streetscape was balanced, to allow for movement but to prioritise walking, cycling, public transport, and especially dwelling. Spaces for community markets and art installations were created, spaces for coming together, sitting and relaxing were also designed in a way that better connected the wider problem realm - bringing the previously satellite green spaces more into the town centre experience - and making a town centre that is more fit for urban childhoods and is a catalyst for quality of life.
All public realm designs were packaged into a phased and costed Action Plan, with Stage 1 being taken forward immediately.