Download - Camden Streetscape Design Manual
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Streetscape Design Manual
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0.00 Introduction0.01 Introduction, Principles
& Aims0.02 Target Audience0.03 Chapters of the Manual0.04 How to read the Manual
0.05 Quality through Coordination0.06 Recording Decisions0.07 Boulevard Project0.08 Disability Discrimination Act
(DDA) 1995
1.00 Local Character1.01 Local Character and
Distinctiveness1.02 Conservation Areas1.03 Listed Structures1.04 Historic Lighting
1.05 Historic Bollards1.06 Historic Street Nameplates1.07 Historic Paving1.08 Ironwork1.09 Trees
2.00 Carriageway Details2.01 Changing Traffic Flow2.02 Footway Build-outs &
Road Entry Narrowing2.03 Bus Boarders2.04 Speed Humps &
Speed Cushions
2.05 Raised Entry Treatments & Speed Tables
2.06 Pedestrian Refuges2.07 Carriageway Materials2.08 Drainage2.09 Road Markings
3.00 Footway Details3.01 Footway Widths3.02 Concrete Paving and
Boulevard Standard3.03 York Stone3.04 Bituminous Surfaces3.05 Granite Setts
3.06 Granite Kerbs3.07 Tactile Paving3.08 Dropped Kerbs3.09 Inset Inspection Covers3.10 Footway Crossovers
4.00 Street Furniture4.01 Vehicular Traffic Signs4.02 Controlled Parking Signs4.03 Cycle Signage4.04 Pedestrian Signage4.05 Street Nameplates4.06 Traffic Signals4.07 CCTV Cameras4.08 Street Lighting4.09 Guardrail
4.10 Bollards4.11 Cycle Parking4.12 Bus Shelters4.13 Advertising & Publicity4.14 Street-Trading Stalls4.15 Seating4.16 Litterbins4.17 Recycling Facilities
5.00 Appendix5.01 Bibliography
Index
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Acronyms & Abbreviations
BS British Standards
CABE Commission for Architecture & the Built Environment
CBR Californian Bearing Ratio
CCTV Closed Circuit Television
CPZ Controlled Parking Zone
DBM Dense Bitumen Macadam
DDA 1995 Disability Discrimination Act 1995
DETR Dept of Environment, Transport and the Regions (now DfT)
DfT Department for Transport
DTO Directorate of Traffic Operations
HGV Heavy Goods Vehicle
HRA Hot Rolled Asphalt
IEE Institute of Electrical Engineers
IGP Illuminated Guide Posts
ILE Institute of Lighting Engineers
LBI London Bus Initiative
LCN+ London Cycle Network Plus
MaGIc Camdens geographical information system
MA Mastic Asphalt
NJUG National Joint Utilities Group
NRSWA New Roads and Street Works Act
PEV Personal Electric Vehicle
SON High-pressure sodium
SOX Low-pressure sodium
TAL Traffic Advisory Leaflet
TCSU Traffic Control Systems Unit (now DTO, see above)
TfL Transport for London
TLRN Transport for London Road Network
TSR&GD 2002 Traffic Signs, Regulations and General Directions 2002
TSS Traffic Signals Section
UDP Unitary Development Plan
UTC Urban Traffic Control
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0.00
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Introduction
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Index0.01 Introduction, Principles & Aims
0.02 Target Audience
0.03 Chapters of the Manual
0.04 How to read the Manual
0.05 Quality through Coordination
0.06 Recording Decisions
0.07 Boulevard Project
0.08 Disability Discrimination Act (DDA) 1995
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0.01
Intr
od
ucti
on
0.
01
Intr
oduc
tion
Introduction This is the second edition of the Streetscape Design Manual, with
many additions and changes made to the first edition, published inNovember 2000.
The purpose of this manual is to raise the standard of street worksconsistently throughout the borough of Camden.
Not only does the manual set standards for the Councils own street works,but it is also intended as a guide for contractors, developers, public utilitiesand other private agencies working on Camden streets.
Regents Canal at Camden Lock
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0.01 Continued
0.01 Princip
les &A
ims
Introduction
Principles The six key design principles are:
1 Respecting and enhancing the local streetscape.2 Using a simplified palette of quality materials. 3 Providing a clutter-free environment on our streets. 4 Enabling equal and inclusive access for all road users.5 Considered, yet innovative complementary design.6 Making the street environment safer.
Aims The aims of the Manual are to:
1 Identify an overall image for the boroughs streets with respect to theappearance of surfacing materials, street furniture and lighting.
2 Provide a reference guide for the use of standard design details,surfacing materials and street furniture to be used in engineering, trafficmanagement and environmental improvement schemes.
3 Use materials and furniture that are attractive, appropriate to the area,durable, low maintenance and practical.
Tavistock Square railings
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Target Audience This second edition of the Streetscape Design Manual is primarily aimed at,
and written for officers within the Council, particularly those in,
Traffic Engineering Highway Engineering Highways Management Boulevard Project Street Policy Forward Planning Conservation & Urban Design
Council contractors, private developers and other sections of the Council,including Housing and Leisure, will be encouraged to adopt the Manual.
Other interested parties will include local groups, particularly conservation,transport and disability groups.
Waiting for the bus in Kilburn High Road
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0.03
0.03 Chap
ters of the M
anualIntrod
uction
Chapters of the ManualChapter 1: Local Character
1.01 to 1.09 This chapter discusses the importance of local character distinctiveness andbriefly describes some elements of the streetscape that have a crucial role inmaintaining and enhancing this, including historic, listed and modernsympathetic styles, and street trees. Camdens conservation areas are alsooutlined, including advice on how to refer to and use the Conservation AreaStatements in designing new schemes.
Chapter 2: Carriageway Details
2.01 to 2.09 This chapter covers design options for the carriageway, including layouts,traffic calming, crossings and carriageway markings. It also containsinformation on subjects that need more attention paid to them, such asdrainage and materials. This section is intended to complement the HighwayWorks Contract and TSR&GD 2002, by providing clarity on preferred designswhere variation is allowed.
Zebra crossing on Hampstead High Street
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Chapter 3: Footway Details
3.01 to 3.10 This chapter gives details on the main paving and kerb options includingtraditional and modern materials, as well as Boulevard specifications.Footway adaptations for the visually impaired and other mobility impairmentsare also described in detail, complementing government guidelines on tactilepaving and implications of the DDA 1995.
Chapter 4: Street Furniture
4.01 to 4.17This chapter provides information on major items of street furniture and statespreferred designs, colours and positions within the footway and carriageway.With the overarching aim of the manual being to reduce visual street clutter,careful amalgamation, coordination and positioning of street furniture plays amajor role in achieving this objective as well as reducing the palette ofmaterials in the street.
Bus shelter neatly positioned at back of footway
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0.04
0.04 Ho
w to
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the Manual
Introduction
How to read the Manual Following extensive consultation with officers and external interest groups,
the style of the Manual has fundamentally changed.
Clearer indexing, extensive cross-referencing and a more direct, instructive style has been adopted to reflect the growing desire for aquick reference manual.
The Manual is designed to complement other existing guidance andregulatory documents, filling in the gaps where necessary, particularly ifCamden has a preferred design within permitted variances.
As Camden streets vary enormously, hard and fast rules are very difficultto make. The language of the document reflects this and should be readcarefully. A brief explanation of the main words of positive instruction, are given below. (The reverse statements can also be deduced from the explanations.)
Wooden bench on the Jubilee Walk
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...must... or ...is required...A design principle has to be followed to the letter.Exceptional circumstances are likely to require specific dispensations from Camden Management or Central Government.
...should...A design principle should be followed, as a matter ofcourse. Variance can be argued, but should only beconsidered if the design principle conflicts with otherrequirements or preferences.
...is preferred...
A preferred design principle has been agreed withinCamden and should be followed in most circumstances.Variation is allowed but not generally supported. Advice should be sought from senior management.
...encouraged... or ...can be used...A design principle that should be considered and used wherever possible, but does not have to befollowed in every circumstance. This includesprinciples that may be difficult to implement today, but should be borne in mind for future projects.
St Pancras Station
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0.05
0.05 Quality thro
ugh C
oo
rdinatio
nIntrod
uction
Quality through Coordination Camden has a rich and varied character. It ranges from the ordered,
Georgian town-planning of Bloomsburys grand squares, to the vibrantstreet life of Camden Town and the canal, to the intimate scale ofHampstead and Highgate, reflecting their village origins.
Despite this variety, the basic form and function that streets and pavementsmust fulfil across the borough is similar.
To provide safe, direct and pleasant access for pedestrians, particularlyfor those with a disability, limited mobility and balance.
To provide safe, consistent routes for a variety of road users includingcyclists, buses and vehicular traffic.
Using durable, cost-effective materials that are easy to clean and maintain.
Keeping consistency and compliance with various national highwayregulations and standards.
It is not only the quality of individual components but also their coordinatedarrangement that creates a good streetscape.
Simple designs are usually best, with furniture aligned and positionedconsistently, so it not only looks good, but is safe and easy to use and maintain.
Bunching of street furniture, or combining street furniture functions shouldbe considered to maximise usable footway width. For example, placelitterbins next to guardrail, or try to combine CCTV cameras with lighting.
High pressure washing of Boulevard footway
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As many different agencies use or control different elements of the highwayand street furniture (e.g. Royal Mail post boxes), coordination can bedifficult. To overcome these problems, identify and contact the variousowners or controllers at the earliest possible stage in a project.
Coordination with other council services is also crucial; for instanceconsider and design for the cleansing regime of a street when alteringfootway widths.
When designing a scheme, consider removing, tidying up and fixing anybroken or mismatching street furniture, road or footway surface in thenear vicinity of the project, so that the new scheme blends in well with thesurrounding area.
Boulevard improvements in Englands Lane
BEFORE AFTER
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0.06
0.06 Reco
rding
Decisio
nsIntrod
uction
Recording Decisions There are always conflicting demands when designing the streetscape.
Some are obvious, while others are not. Laws and regulations supportsome considerations, while others rely solely on published guidelines orclear (or potential) user demand.
When designing a scheme, the designer (e.g. engineer, planner, orarchitect) will have to make difficult decisions, weighing each demandagainst another. The designer will never satisfy all demands, though theresult must be professionally sound and safe for all.
It is crucial that a paper trail or electronic record is kept of the decision-makingprocess, so that it can be shown that the various conflicts have beenconsidered as part of the design process, and why the final design was chosen.
Some of the major demands to consider are:
Volume of users Different modes of transport Disability access Ease of use Safety and relative vulnerability Aesthetics Space allocation
This list is not exhaustive but should provide a basis for the design recordsof a project.
A safety audit should be carried out for engineering schemes. If there areelements of a scheme design that do not pass the safety audit but areconsidered important to keep, the reasons for doing so should be carefullyrecorded.
In the worst case, the paper trail may be needed in a court of law, but can also help officers make difficult decisions, e.g. When ease of use andimproving aesthetics challenge traditional safety considerations, in the useof guardrail at a new crossing.
The British Library
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0.07
Bo
ulev
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Pro
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0
.07
Intr
oduc
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Boulevard Project The Boulevard Project is aimed at delivering a key target in the Councils
Community Strategy:
By 2005, the Council will make streets in Camden more attractive throughbetter cleaning, design, enforcement and lighting. It will upgrade roadsand pavements and keep them in a good state of repair.
The Streetscape Design Manual and the Boulevard Project are integrallylinked, with the manual describing all physical alterations to a street when itis boulevarded. However, operational changes within the BoulevardProject are not detailed.
The Boulevard Project operates on a street-by-street basis, tackling pavingspecifications, street furniture, lighting and signs and lines.
The Streetscape Design Manual outlines this work and encourages thesame high standards to be achieved as part of all other highway workswithin the borough, notwithstanding financial constraints in doing so.
Although there are many common aims of the Boulevard Project and theStreetscape Design Manual (such as reducing street clutter), the mostimportant step-change within Boulevard is the introduction of new pavingand sub-base that can withstand a continental-style cleansing regime, i.e. high-pressure washing using purpose-built machines.
As it is intended that, eventually, this street-cleansing regime will be usedacross the borough, new street works should be completed with Boulevardstandard paving, wherever possible.
Boulevard standard concrete paving
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0.08
0.08 Disab
ility Discrim
ination A
ct (DD
A) 1995
Introduction
Disability Discrimination Act (DDA) 1995 The Disability Discrimination Act (DDA) came into partial operation in 1995,
and became fully operational in October 2004.
The implications of the Act are far reaching for every aspect of our lives,not least in our street environment.
In essence, the Act intends to make the street environment consistentlyaccessible to all it will benefit many people (not just the disabled),including people with children, the elderly, etc.
Every endeavour must be made to ensure that the street environmentcomplies with the Act; failure to do so will amount to exclusion anddiscrimination, putting some users safety at a greater risk and therebypossibly making the Council open to prosecution under the terms of the Act.
In summary, the Councils main duties under the DDA 1995 are to provideaccess for all, by:
Changing policies, practices and procedures. Overcoming physical features by either removing the feature, altering it
or avoiding it. Or to provide services by alternative means.
The Act affects all street works, not just present and future construction,but also all existing features of the street.
This manual cannot provide definitive information on how the DDA affectsevery aspect of the street environment; further advice may need to betaken in certain circumstances.
However, significant changes in working practices, attributable to theoperation of the Act, are noted throughout the manual.
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0
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In some situations, there will be financial difficulties in providing fullaccessibility within generally accepted aesthetic parameters.
However, it is fully recognised that there will be situations where nocompromise can be reasonably reached, regardless of cost. In thesecases, officers must consider the possible legal implications of the Act,which may overrule all other considerations.
All types of disability should be considered, though bear in mind thatimproving accessibility for one person may adversely affect anotherperson(s) with a different disability one type of disability should not beconsidered more important than another.
However, difficult decisions will have to be made by officers as to how toprovide the greatest overall access while not excluding some people altogether.
In these situations, as with all conflicting demands, the decision-makingprocess must be carefully recorded. See section 0.06.
A wheelchair user in Camden
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Notes and Amendments
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1.00
Loca
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1.0
0
LocalCharacter
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Index1.01 Local Character and Distinctiveness
1.02 Conservation Areas
1.03 Listed Structures
1.04 Historic Lighting
1.05 Historic Bollards
1.06 Historic Street Nameplates
1.07 Historic Paving
1.08 Ironwork
1.09 Trees
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1.01
Loca
l Cha
ract
er a
nd D
isti
ncti
vene
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1.0
1Lo
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hara
cter
Places have their own particular character.This character comes from a combination offactors including the topography, geologyand history of development and use.
In order to preserve or enhance localcharacter, it is necessary to recognise andunderstand its constituent parts and theirrelationship to each other.
This includes the original layout andrelationship of buildings (or other structures)and spaces, trees and other vegetation,furniture, materials and workmanship.
The positive things that contribute to thischaracter and make it distinctive shouldbe preserved or enhanced.
Local examples should be used aspatterns and replicated, where necessary,to enhance local distinctiveness.
Whether in a conservation area or not, someitems or structures (as well as buildings)are listed by English Heritage for theirhistoric interest this gives them statutoryprotection and they may not be moved oraltered without Listed Building Consent.
The setting of a listed building (or otherlisted structure) is important and should besympathetic to its character.
Maintenance of the existing road networkdoes not need permission.
Local Character and Distinctiveness
Colourful houses in Hartland Road
Eclectic shops in Camden High Street
Doughty Street in Bloomsbury Conservation Area
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1.02
1.02C
onservatio
n Areas
Local Character
Conservation Areas Conservation Areas are designated (under
the Town & Country Planning Act 1990) fortheir particular character and historicinterest. All work in the street should aimto preserve or enhance that character.
36 areas in Camden are designated asconservation areas. Their boundaries areirregular and subject to review from time totime. They can be viewed on CamdensMaGIc digital mapping system.
Over 70% of the boroughs built-up areasare in conservation areas, with newconservation areas designated from timeto time.
Most Conservation Areas have anaccompanying Conservation AreaStatement. These comprehensive bookletsinclude information on:
Location and boundary:Area shapes tend to be very irregular;view them on MaGIc digital map system;
Area history:Process of development;
Character and appearance:Description at street-by-street level;
Streetscape audit: Lists individual elements, includingfurniture, that contribute to localcharacter (lists are not exhaustive use them for examples);
Guidelines for building alterations:Includes changes to streetscape design.
Process for ConservationConsiderations
1 During the preliminary design stage ofevery scheme, check whether the locationis within a Conservation Area. This can bedone using the MaGIc digital maps.
2 Read the section on character andappearance of each street involved.
3 Check whether any streetscape elementsare listed in the streetscape audit (lists arenot exhaustive use them for examples).
4 Check if any guidelines apply to the areaor to the type of work proposed.
5 During detailed design, check eachsection of the Streetscape Design Manualto see if any design policies differ forconservation areas.
Though extra care must be taken whiledoing works in conservation areas, similarattention must be paid to all other areas,as the Council has proposals for newconservation areas in the next few years.
A narrow mews in Hampstead
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Co
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Are
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Conservation Areas of Camden
1 Bloomsbury2 Hampstead3 Highgate Village4 Regents Village5 Primrose Hill6 Parkhill/Upper Park7 Seven Dials8 Eton9 Belsize Park10 Elsworthy11 Regents Canal12 Charlotte Street
13 Camden Square14 Kelly Street15 St Johns Wood16 Kingsway17 Priory Road18 Fitzjohns/Netherhall19 Kentish Town20 Redington/Frognal21 Jeffreys Street22 Kings Cross/St Pancras23 Camden Town24 Swiss Cottage
25 South Hill Park26 Mansfield27 Bartholomew Estate28 Dartmouth Park29 Holly Lodge Estate30 West End Green/Parsifal Road31 Alexandra Road32 Strand33 Denmark Street34 Hatton Garden35 Inkerman36 Rochester
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1.03
1.03Listed
Structures
Local Character
Listed Structures Some items of street furniture are listed,
giving them statutory protection. As theirlocation and setting are intrinsic to theirvalue, moving or altering them withoutlisted building consent is a criminal offence.
The Conservation Area Statements provideexcellent preliminary information on listedstructures. However the Conservation &Urban Design Team must be contacted formore detailed information, includingprocesses for gaining listed building consentfor moving or altering listed structures.
Listed street furniture and structures varyconsiderably. They include:
Cattle and horse troughs; Drinking fountains; Monuments and statues; K2 telephone boxes; Streetlights; Bollards; Milestones; Bridges.
K2 red telephone box
Cattle trough in Grays Inn RoadListed lamp and fountainin Queen Square
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1.04
His
tori
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ght
ing
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.04
Loca
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Historic Lighting Camden has a wide variety of historic
lighting, kept in good working order.
Historic lighting has a crucial role inreinforcing local character and must be maintained.
Many historic lamp columns are listed.Check the relevant Conservation AreaStatements for more details, or the MaGIcgeographic information system.
Refer to Street Lighting (4.08) for more information.
Where light levels from historic lamps donot meet current acceptable standards,consider upgrading the light source towhite light.
Additional lighting may also be needed inthe area. This might be achieved throughadditional replica, similar-styled orcomplementary modern columns. Do notuse pastiche/faux heritage columns.
Alternatively, consider up-lighting ofnearby buildings, trees or other structures,though care must be taken to avoid lightpollution. Consult Conservation & UrbanDesign and the Street Lighting team onany proposal.
When choosing similar styled columns,the scale, profile and level of design detailof the original lighting must be considered.
See section 4.08 for more details onmodern lighting considerations. Also referto Camdens Lighting Policy.
Traditional lamp fixed to a house inWeslyan Place
Replica lamp on Chalk Farm Road Bridge
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1.05
1.05 Histo
ric Bo
llards
Local Character
Historic Bollards Several styles of bollard have been used in
Camden over the years, with some typesstrongly associated with (and named after),different areas of the borough.
Hampstead bollard: used within the oldHampstead Borough boundaries.
Camden bollard: used within the CamdenTown area.
St Pancras bollard: originating from the oldSt Pancras Borough, but subsequently hasbecome commonly used in many areas of London.
St Pancras bollard with shield motif shouldonly be re-used within the old borough ofSt Pancras.
When replacing or introducing newbollards in an area, the existing prevalentbollard type should be used.
Where Hampstead and Camden bollardsare prevalent, a St Pancras bollard shouldonly be introduced if the bollard suffersfrom persistent damage.
Some bollards are of particular historicinterest as they mark the old boroughboundaries within the London Borough ofCamden. These are usually listed withinthe Conservation Area Statements.
See section 4.10 for more details onbollard types, relative strengths, colourbanding and conditions for removal,retention or installation.
Somers Town canon bollard
Foundling Estate bollard
Old St Pancras borough bollard
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1.06
His
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tree
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amep
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1.06
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Provision of street nameplates is requiredby law under the Town ImprovementClauses Act 1847, and the London BuildingAct 1939. The signs can be fixed to walls,buildings and other boundary structures.
Many old street nameplates have beenretained for their historic interest and oftendisplay the name of one of the threeMetropolitan boroughs, later combined to form Camden (Hampstead, Holborn, St Pancras).
Street nameplates have always been usedto distinguish different borough areas byadding the borough name in small lettering.Though borough boundaries have changedover the years, signs with old boroughnames are retained (e.g. Borough ofHolborn), for historical interest.
Old street nameplates made of ceramictiles and cast iron should be retained andrepaired wherever possible.
Where a copy must be used, it shouldreproduce the visual features of theoriginal e.g. particular typeface or font,raised letters, sign shape and thickness.
For more information see section 4.05.
Historic Street Nameplates
Use of ceramic tiles
Use of metal plate
Old nameplate in Netherhall Conservation Area
Retention of old borough names
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1.07
1.07 Histo
ric Paving
Local Character
Historic Paving York stone slabs and granite kerbs and
setts were an intrinsic part of the characterof many streets.
York stone slabs were often carefullyaligned with building geometry, forinstance, a larger York stone slab centredon the entrance to a property. Thisalignment should be maintained when re-laying old York stone.
Old setts should match original sett sizeand colour, as well as coursing and jointwidths (select setts for each course).
Careful attention must be paid to the workmanship when re-laying old York stone.
Modern silver/grey setts might beunacceptable in the context of distinctivelycoloured old setts.
Historic granite sett crossovers and othersett paving should be retained but mayneed re-laying to make them safe.
Quadrants and radius kerbs add to thequality of the streetscene.
Drainage channels made of rows of settsare a feature of many old roads andshould not be covered or removed.
See section 3.03 and 3.06 for more detailson York paving and granite kerbs.
Setts used in traditional drainage techniques
York stone and old granite setts
Cobbles in Baynes Mews
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1.08
Iro
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8
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Ironwork Coalhole covers can be found set into
York stone paving outside many olderbuildings. Through them, coal wasdelivered direct to each propertys cellar.Many coalhole covers were cast locallyand display the makers own pattern,name and address.
Coalhole covers remain the property of theproperty owner.
Coalhole covers and the surrounding Yorkstone slab should be retained whenfootways are repaved.
They should not be moved from theiroriginal setting in relation to the property,but if there is no choice, they must berepositioned as close to the original site as possible.
Replication of broken covers and slabs ishighly desirable.
Historic grilles (for light wells or Victoriandrainage channels) and other ironworkalso contribute to the character of an areaand should be retained and maintainedwherever possible.
Railings in Bidborough Street
Locally made coalhole cover
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1.09
1.09 TreesLocal C
haracter
Trees Trees are a valuable part of the
streetscape and can perform many roles,including improving air quality, breaking upand softening the built environment andcreating a traffic calming feature, as wellas providing shade.
Species selection must be made throughCamdens Arboricultural Services andinvolves careful consideration of thehistorical and physical setting andpotential maintenance regime.
The following information needs to beconsidered when selecting an appropriate species:
Available pavement width (for tree pitwidth and mature trunk girth);
Existing building line (for mature canopybreadth and height);
Existing hard surfaces and undergroundservices.
Carriageway Tree Pits
Tree pits can be built into the carriageway,either protruding from the existing kerbline or freestanding.
Carriageway pits are suitable where thereis under-capacity in street parking. Treescan break up the monotony of parkingand can have a traffic calming effect. The footway width is also left intact.
New kerbing should match the existingadjacent footway kerbs.
Bollards with reflectors, should be placed on the roadside corners to protectyoung trees.
Trees must not be planted where they arelikely to obscure lampposts, street signs,CCTV cameras or sight lines at junctionsand pedestrian crossings.
Tree pit in carriageway in Whidbourne Street
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Continued 1.09
Tree
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Footway Tree Pits
Most tree pits are constructed adjacent tothe kerb edge. Their design can be alteredaccording to proposed tree species andaesthetic considerations.
Preferred tree pit dimensions are 1000 x1000 x 1000mm, with 600 x 600 x 600mmas an absolute minimum.
A root deflector in the tree pit must beused to prevent roots from growingimmediately below the footway. For moredetails contact Arboricultural Services.
A minimum clear level footway width of1.2m should be left between pit edge andthe back of the footway, (see section 3.01).
Where this is not possible, the use of apermeable surface infill (such as Sureset)can be used in the pit to provide a firmsurface for pedestrians, wheelchairs etc.However, surface infill must be usedsparingly due to cost, and must not be added around newly planted trees(up to 3 years).
A water pipe for watering must be addedto every new pit.
Soil filling in the pit should be kept levelwith the footway, by topping up aftersettling has occurred.
The use of setts to edge small pits is notencouraged due to maintenance problemscaused by roots pushing up setts, therebycreating a trip hazard.
Tree grilles and guards should notgenerally be used.
Protection and Maintenance ofExisting Trees
Where changes are being made to thefootway or carriageway, the workscontract must include procedures forprotecting existing trees.
Information on appropriate protection ofthe roots, trunk and ground around treesare outlined in NJUG Publication No. 10:Guidelines for the Planning, Installationand Maintenance of Services in proximityto trees (1995), which applies equally wellto all highways works.
Where existing paving slabs have beenforced out of line or level by tree roots andcannot be lowered, the paving shouldeither be ramped over the roots or asphaltlaid to provide a safe walking surface.
When in doubt, seek advice fromArboricultural Services on the impact ofany works on nearby trees.
Tree pit in footway with water pipe
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Notes and Amendments
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2.00
Car
riag
eway
Det
ails
2
.00
CarriagewayDetails
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Index2.01 Changing Traffic Flow
2.02 Footway Build-outs & Road Entry Narrowing
2.03 Bus Boarders
2.04 Speed Humps & Speed Cushions
2.05 Raised Entry Treatments & Speed Tables
2.06 Pedestrian Refuges
2.07 Carriageway Materials
2.08 Drainage
2.09 Road Markings
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2.01
Cha
ngin
g T
raffi
c Fl
ow
2
.01
Car
riage
way
Det
ails
Historically, carriageways were designedwith two-way traffic.
Alterations in traffic flow can be made toimprove traffic management and roadsafety by restricting movement of differentcarriageway users.
Restrictions can apply separately to motorvehicles, HGVs, buses, cycles andpowered two-wheelers, with preferencenow given to the movement ofpedestrians, cycles and buses.
Any changes in traffic flow direction andrestrictions must be accompanied by clearsignage. See TSR&GD 2002.
Common changes to the road networkinclude:
Creation of one-way streets (possiblywith cycle contra-flow);
Plugged no-entry (possibly with cycleexemption);
Restricted motor vehicle entry; Banned turns.
Be aware that traffic speeds may increase,if and when traffic volumes are decreased.
Consider the effects of displaced traffic onnearby or adjacent roads, which maycause more problems than at the originallocation. In these situations, a trafficmanagement study should cover a widerarea, to look at alternative routes.
Carriageway and footway layout can bealtered to reinforce any changes in trafficflow. Options include:
Changing footway widths (section 3.01); Adding footway build-outs (section 2.02); Installing traffic calming (section 2.04
and 2.05).
However, wherever possible, try tomaintain the original geometry andsymmetry of a street, usually along thecentral road axis.
Effects on carriageway drainage must beconsidered at the preliminary stages ofdesign (section 2.08).
Changing Traffic Flow
Plugged no entry with cycle exemption at Red Lion Square
Traffic signal for cycles
-
2.02
2.02 Foo
tway B
uild-o
uts & R
oad
Entry N
arrow
ing
Carriagew
ay Details
Footway Build-outs & Road Entry Narrowing Footway build-outs can be used to narrow
a side road, provide mid-road crossings orbus boarders.
Narrowing the carriageway has a traffic-calming effect and provides shortercrossing points for pedestrians.
Build-outs can be used to re-align thecarriageway, so that roads meet atperpendicular angles for straightpedestrian crossings and traffic calming.
Build-outs can either be symmetrical bothsides of the carriageway or asymmetrical,depending on location.
Advantages of equal build-outs:Better visibility for pedestrians on two-wayroads; aesthetically pleasing and maintainssymmetry of road.
Advantages of asymmetrical build-outs:Cheaper construction and drainage; moreroom for street furniture on build-out;better for enforcing banned turns.
Footway build-out with cycle stands in Grafton Terrace Options for build-outs at a road entry
Original street layout
Symmetrical build-outs
Asymmetrical build-outs
-
Continued 2.02
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Drainage Considerations
Build-outs have a significant effect ondrainage, as normal kerb line drainage isdisrupted. The new kerb will often behigher, so a drainage channel will beneeded along the existing kerb line. Referto section 2.08 (Drainage) for more details.
Drainage channels in the footway can beconstructed in several ways, providing asmart delineator between new and oldfootway. Possible materials includeconcrete paving, original granite kerbs,flush granite setts or a concrete channel.
Build-outs should be constructed of thesame materials as the original footway,with continuity of paving bonds and closematching of material colours.
The kerb return angle should be no more than 45 to ease vehicle access tokerb-line parking and to allow easiercarriageway cleaning and drainage.
Build-outs can be used to accommodatestreet furniture, such as cycle stands(section 4.11), benches (section 4.15) andtrees (section 1.09). However, care mustbe taken not to obstruct pedestrian desirelines and sight lines.
When constructing build-outs, any streetfurniture left stranded in a wider footwayand causing obstruction to the desire line,must be relocated in accordance with the DDA1995.
Considerations for a build-out
Gully
Build-outs can accommodate
street furniture, e.g. benches or
cycle stands
Drainage channel using
original granite kerbs
Continuity of
paving bonds
Relocate street
furniture
Same material as original footway
Close matching of material colours
Kerb return angle
no more than 45
Footway build-out in John Street
-
2.03
2.03 Bus B
oard
ersC
arriageway D
etails
Bus Boarders Bus boarders are essentially footway
build-outs at bus stops. They enableeasier access to the bus by allowing it to draw up next to the new kerb. Therequired bus cage can therefore be shorter.
Though it is preferable for the new kerb lineto run parallel to the original kerb, an obtuse-angled kerb can be considered if busoperations are compromised.
Build-outs should be made of the samematerials as the original footway, withcontinuity of paving bonds and closematching of material colours.
Drainage is affected on the footway aswell as the carriageway, as new kerb oftenneeds to be higher than the original kerbto meet the height of the bus door. Seesection 2.08 (Drainage) for more details.
Bus boarders can be any width, with 1-2m being most common. Wider busboarders can be used to accommodatebus shelters with advertising panelswithout blocking the pavement. See section 4.12 (Bus Shelters).
Refer to Bus stop layout for Low FloorBus Accessibility, by LBI Partnership2002, for more information aboutdesigning bus stops and bus boarders.
Bus boarder in Belsize Road
Obtuse bus boarder in Adelaide Road
-
2.04
Sp
eed
Hum
ps
& S
pee
d C
ushi
ons
2
.04
Car
riage
way
Det
ails
Speed Humps & Speed Cushions Speed humps and speed cushions are
installed to physically enforce a speed limitin an area and reduce speeds generally.
Speed cushions should be installed onroads used by emergency services andbuses, as these vehicles are largelyunaffected by them.
Refer to TAL 3/91 and 1/98 for details oncushion profiles and lengths, ramp widths,gaps between parallel cushions andspacing along a road.
Speed humps are more effective in slowingtraffic and cover the width of the road,falling short of the kerb line.
Refer to TAL 3/91 and 7/96 for details onhump profiles and lengths, ramp widthsand spacing along the road.
Round top humps and cushion profiles are preferred for consistent construction.Refer to the Highway Works Contract formore details.
Construction in black asphalt is preferredfor humps and cushions, with a whitetriangle(s) marked on the approach ramp.White markings around speed cushionsshould not be added.
For roads used by low floor buses, refer toTraffic Calming measures for Buses Technical Information (Bus Priority &Traffic Unit) for more details.
Speed cushions
Speed humps
-
2.05
Carriagew
ay Details
Raised Entry Treatments & Speed Tables Raised entry treatments are designed to
slow down vehicular traffic entering a sideroad, while providing a level crossing pointfor pedestrians.
The front ramp of raised entry treatmentsmust start in line with the main road kerbline. If possible, tighten the kerb radius sothat the plateau is on the pedestrian desireline for ease of use, particularly for thevisually impaired.
Ramp gradients can vary between 1:10(max) and 1:20 (min), depending on speedand vehicle types. Ramps on routes usedby buses or emergency services shouldhave minimum gradients, while all otherroads should have steeper ramps forgreater traffic calming.
Preferred tabletop length is 5-6m.
Half-height raised entry treatments withsemi-dropped kerbs can be used inexceptional circumstances where the mainroad traffic speeds are particularly high, e.g. TLRN.
Raised entry treatments have a significanteffect on drainage, as normal kerb linedrainage is disrupted. Refer to section2.08 (Drainage) for more details.
Construction Materials
Level tabletop: Black hot rolled asphalt(or same as carriageway).
Ramps: Fine picked granite setts (200 x 100mm).
Other materials should only be used wherethere is local precedence.
Refer to section 2.07, (CarriagewayMaterials) and section 3.05 (Granite Setts)for more details on materials.
Raised entry treatment in St Cuthberts Road
2.05 Raised
Entry Treatm
ents & S
peed
Tables
-
Continued 2.05
Rai
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Ent
ry T
reat
men
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Sp
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Tab
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2.
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C
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Considerations for a raised entry treatment
New drainage
connections may be
required
HRA top
Front ramp in line with
main road kerb line
A
B
Section A-B
Carriageway
Ramp gradient
1:10 (max) to 1:20 (min)
A B
Fine picked
granite setts
1.2m tactile paving
Tighten kerb radius
so that the plateau is
on the pedestrian
desire line
3.20
Carriageway
m (min) tactile
Raised entry treatment in Red Lion Square
-
2.06
2.06 Ped
estrian Refug
esC
arriageway D
etails
Pedestrian Refuges A pedestrian refuge can be installed on
a road to improve crossing facilities wherethere are relatively low traffic flows and the carriageway is at least 8.5m wide.They can also be installed as a trafficcalming measure.
Preferable minimum width of a refuge is1.8m, to accommodate wheelchairs, PEVsand buggies. The pedestrian refuge shouldbe made as long and as wide as isnecessary to cater for pedestrian flow.
Traffic islands should be created using900mm/1m radius granite kerbs. Wherespace is limited, 450mm granite quadrants,separated by straight granite kerbing, canbe used.
Infill to traffic islands should be eithergranite setts, asphalt or concrete paving.Herringbone block work can be used incircumstances such as small areas or level changes.
At either end of the refuge the illuminatedguard posts (IGPs) must be in the samestyle. See section 4.08 (Street Lighting) formore details.
Consider the installation of additionallighting over the pedestrian refuge toimprove safety after dark. See section 4.08(Street Lighting) for more details.
For the dropped kerb, pre-cast concretechannel, (300mm) should be laid andcovered in white Stamark, or similarapproved marking.
Tactile paving must be added to everyrefuge, with the appropriate colour forcontrolled or uncontrolled crossings. See section 3.07 (Tactile Paving) and 3.08 (Dropped Kerbs).
Pedestrian refuge on Haverstock Hill
Considerations for a pedestrian refuge
800mm Tactile paving
300mm wide pre-cast concrete
covered in Stamark
Concrete paving,
granite setts or asphalt
900mm /1m radius
granite kerb
As long as necessary to
cater for pedestrian ow
Width of carriageway
at least 8.5m 1.8 m min
-
2.07
Car
riag
eway
Mat
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2.0
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Carriageway Materials High specification, durable materials are
to be used on the carriageway. Effectiveand regular maintenance is also requiredto maintain good carriageway surfacing.
Two wearing courses are to be used, either:
1 Hot Rolled Asphalt (HRA)2 Stone Mastic Asphalt (SMA)
Site-specific conditions must be taken intoaccount to decide material specification.
Three factors influence the design,particularly when deciding the thickness of carriageway layers:
1 Estimated type and flow of vehicles2 Bearing capacity of the sub-soil2 Water conditions CBR
HRA is to be used in most locations.
SMA can be considered in areas of heavyvehicular traffic.
For specialised surfacing including anti-skid, and bus lanes, see the HighwayWorks Contract.
Carriageway in Marchmont Street
-
2.08
2.08 Drainag
eC
arriageway D
etails
Drainage Surface water drainage may be affected by
road layout changes, particularly footwaybuild-outs and raised entry treatments.
Drainage can greatly increase projectcosts so must be carefully examined aspart of project initiation.
Prior to the start of any works, a site visitmust be arranged with the projectengineer, the drainage engineer and allcontractors involved.
The Highway Works Contract must bereferred to for gully specification and other details.
Carriageway gully cover specification isDouble Triangular D400 Ductile Iron, 500 x 500 x 150mm.
Footway gully cover specification is DuctileIron Hinged D400, 440 x 440 x 100mm.
Connecting pipe work must be 150mmdiameter vitrified clay. Plastic piping is notacceptable. Minimum pipe gradient is 1:60.
Investigate whether connections to themain sewer system are adequate to copewith any additional water that it may haveto cope with.
New gullies will be subject to a 12-monthemptying cycle, so consider the size of thecatchment area (>200m2), high leaf fall andstreet cleansing regimes when decidinghow many gullies are needed.
Gully Pots
Trapped gully pots should be used in allcircumstances except where depthproblems prevent installation.
Gully pots must be made of concrete,1050mm deep, 450mm diameter with150mm outlet. They must also besurrounded in 150mm concrete.
New gullies should not be connected toold gully systems if the distance is morethan 4-5m. Longer distances require a newdirect connection to the sewer system.This must be arranged through HighwayEngineering, as term contractors can onlywork to depths of 1.5m.
With distances less than 4-5m, the newpipe should be connected to the existingoutlet pipe with a Y-pipe junction, notdirectly into the pot.
As the position of the grate is critical forcleansing purposes, make sure the gullyframe is placed directly over the gully potso cleansing and access to the roddingeye is possible.
Catch Pits and Chutes
Where there is not enough depth to installa pot, catch pit or chute gullies can be used,but must not connect to another catch pit.Advice from the Drainage Engineers mustbe sought in every circumstance.
Chutes must not be installed in areassubject to excessive leaf fall or areasprone to flooding.
Carriageway gully cover Double triangular D400
-
Double triangular D400 class,Ductile Iron,
non rocking BS EN 124,
500mmx500mmx150mm.
Not less than 135Kg total mass
Minimum of two courses of
Class B engineering brickwork
between gully pot and frame
with a minimum width of 225mm
KerbFootway
Carriageway
Connection to existing
sewer connection 150dia
vitrified clay pipes
Gully pot 450mm x1050mm
with 150dia outlet.
BS 5911 Part 2
Concrete surround
(min 150mm width)
Continued 2.08
Dra
inag
e
2.08
Car
riage
way
Det
ails
Further Considerations
Be aware of protracted timescales fordrainage works, prior to schemeimplementation. On average, 10 weeks arerequired from initial site visit to the start ofdrainage works, followed by one week(average) per new gully connection andtwo days per gully move.
Try to design schemes with safe andaccessible gully cleansing andmaintenance. If possible, avoid locationswhere a traffic order or parking suspensionis needed to clean the gully.
Try to position gully covers slightly away from speed humps to avoid initialvehicle impact.
Take care not to align gully grates so as tobe a danger to cyclists.
Try to keep gullies away from pedestriandesire lines, on the footway or carriageway.
Highway Engineering must be informed ofany changes in highway drainage to beentered into the maintenance database,particularly the creation of new critical gullies.
All new gully connections require ThamesWater Authority approval.
Trapped gully pot detail
-
2.09
2.09 Ro
ad M
arkings
Carriagew
ay Details
Road MarkingsYellow Lines
Refer to the TSR&GD 2002 for moredetails on yellow line markings.
When resurfacing roads, yellow lines mustbe reinstated with 50mm width on allroads in the following situations:
On full road resurfacing; On substantial stretches of long roads; On short, separate sections, cut off by
other types of marking, e.g. Parkingbays, bus lanes, hatching, etc.
A 50mm gap is required between 50mmwidth lines.
Care must be taken when reinstating lines,making sure new markings lie directly ontop of old markings.
When reinstating yellow lines, primroseyellow (BS 310) must be used in allConservation Areas. It can also be used inother areas, subject to approval by DfT.
Canary yellow (BS 309 traditional brightyellow) should only be used when re-marking existing lines of the same colour.
Where rows of granite setts or cobbles lieadjacent to the kerb (forming a drainagechannel), yellow lines must be markedoutside rather on top of them.
For more information, contact Signs &Lines Team, Parking Solutions.
Primrose yellow lines at 50mm width
Canary yellow lines at 100mm width
-
Continued 2.09
Ro
ad M
arki
ngs
2.
09C
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Parking Bays
Refer to the TSR&GD 2002 for moredetails on parking bay markings.
Preferred width of standard parking baysis 2m.
Preferred minimum width of loading baysis 2.4m.
Disabled bay width should be maximised,given existing road width (min. width 2m,ideal width 2.7m). Disabled bays shouldideally be located near to a dropped kerbfor wheelchair access onto the footway.
Doctor parking bays should not be widerthan adjacent parking bays.
Legend letter x-height should be 350mmfor specified bays.
After resurfacing, the following proceduresmust be followed:
Resident, Pay & Display and specified use bays: Longitudinal markings of 600mm lines
with 600mm gaps. Single transverse markings at end of bay. Individual (subdivided) bay markings
should not be re-instated.
Meter bays: Longitudinal markings of 600mm lines
with 600mm gaps. Double transverse markings at end of bay. Maintain individual bays with T-bar
markings.
Where problems of visibility are evident, aminimum of 5m is recommended betweenjunction corner and the first parking bay,protected with double yellow lines.
For more information, contact Signs &Lines Team, Parking Solutions.
Disabled parking bay near a dropped kerb
Motorcycle bay
-
2.09 Continued
2.09 Ro
ad M
arkings
Carriagew
ay Details
Hatching
TSR&GD 2002 allows for local discretion inwhite hatch markings.
Hatching delineates areas of carriagewaythat should not be entered unlessabsolutely necessary and advises driversof their road position.
Extensive or excessive use of hatchingundermines its validity and compliance, aswell as being visually obtrusive.
New highway schemes should be designedwithout the need for carriageway hatching.
After road resurfacing, carefully considerwhether any existing hatching needs to be reinstated. If possible, reduce the area of hatching, or eliminate throughimproved design.
Rather than add central hatching to aroad, consider the addition of cycle lanesto visually narrow the road.
Bus Lanes
Bus lanes are important for providing buspriority on street, enabling services to bequicker and more reliable.
Refer to TSR&GD 2002 for more details onbus lane markings.
Preferred width of bus lanes is 4m, with aminimum width of 3m.
Consideration should be given so that buslanes can accommodate cyclists.
Red surfacing should be laid within the bus lane, (see section 2.07,Carriageway Materials) except in someConservation Areas.
White line markings 250mm width shouldbe used.
Bus stop cages should be 3m in width,and marked in yellow to show mandatorycompliance. They can vary in lengthaccording to bus design, servicefrequency and parking pressures.
Bus lane in Theobalds RoadNew hatching in Grays Inn Road
-
Continued 2.09
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2.
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Cycle Markings
On-road cycle markings perform severalfunctions; indicating or advising of a cycleroute or facility, as well as informing otherroad users of the likely presence of cyclists.
Refer to the revised London Cycle NetworkPlus (LCN+) manual for clarification on alldetails relating to cycle markings.
Segregated cycle lanes and mandatorycycle lanes (continuous white line) arepreferred on roads with fast or heavytraffic as they are designated for sole useby cyclists.
Alternatively, advisory cycle lanes(intermittent white line) can be used torecommend a route for cyclists andinform drivers.
Green surfacing should be added to allcycle lanes, See section 2.07 (CarriagewayMaterials) and the Highway Works Contract.
Repetitive cycle logos can be used ontheir own or within cycle lanes to denote acycle route. Intervals of 60-100m areappropriate, depending on visibility. Cyclelogos should be placed immediately aftera junction to confirm the route.
Cycle advance stop lines (ASL) helpcyclists through signalled junctions, aheadof motor vehicles. If space allows, theyshould be added to each arm of a junction.The box should be 4m deep with a 1.78mhigh cycle logo and a feeder lane. See theLCN+ manual for more design details.
Segregated cycle lane in Torrington Place
Cycle advanced stop line in Cromer Street
-
Notes and Amendments
-
3.00
Foo
tway
Det
ails
3
.00
FootwayDetails
-
Index3.01 Footway Widths
3.02 Concrete Paving and Boulevard Standard
3.03 York Stone
3.04 Bituminous Surfaces
3.05 Granite Setts
3.06 Granite Kerbs
3.07 Tactile Paving
3.08 Dropped Kerbs
3.09 Inset Inspection Covers
3.10 Footway Crossovers
-
3.01
Foo
tway
Wid
ths
3.
01Fo
otw
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ls
Footway Widths Footway widths vary historically. There are,
however, guidelines for maintaining clearfootway widths for different volumes ofpedestrian traffic.
Clear footway is not the distance from kerb to boundary wall, but theunobstructed pathway width within the footway.
1.8 metres - minimum width needed fortwo adults passing.
3 metres - minimum width for a busypedestrian street, though greater widthsare usually required.
Keeping the footway width visually free ofstreet furniture is also important, allowingclear sightlines along the street.Combining or bunching of street furniturecan help achieve this.
When given the opportunity to re-designfootway width, try to predict peakpedestrian flow on each section anddesign accordingly. For instance, nearschool entrances, peak flow will be veryhigh at certain times of the day, requiringwider footways in the near vicinity.
Considerations for maximising clear footway width
Phone boxClear unobstructed
width 1.8m min Bench
Tree pitLamp columnGuardrail Cycle stands
-
3.01 Continued
3.01 Foo
tway W
idths
Footway D
etails
Reducing Clutter
Footway obstructions are numerous and varied some can be remediedquickly, while others require detailedconsideration before removal or relocationcan be approved.
Some pavement obstructions are apermanent feature of the street, required bytraffic law or current safety considerations.
Short-term obstructions: Overhanging foliage from private
properties refer problem to StreetEnvironment Services.
Overspilling street traders, A-boards refer problem to Enforcement Team(Street Environment Services).
Longer-term obstructions/other street furniture: Trees section 1.09 Traffic signs section 4.01 Sign posts section 4.02/03/04 Guardrail section 4.09 Bollards section 4.10 Cycle parking section 4.11 Bus shelters section 4.12 Litterbins section 4.16 Recycling bins section 4.17 Telephones contact Highways
Management for utilitycompany details.
Postboxes contact HighwaysManagement, ForwardPlanning and the PostOffice.
A-boards licensed to be on the footway
Bunched street furniture on Grays Inn Road
-
3.02
Co
ncre
te P
avin
g a
nd B
oul
evar
d S
tand
ard
3
.02
Foot
way
Det
ails
Concrete slab paving is a cost effective,practical alternative to natural stone paving.
It provides a uniform unclutteredappearance, with a durable surface and is easy to clean and maintain.
Reinforced concrete paving is thicker thanstandard concrete paving, but has thesame appearance.
Concrete paving is required for allBoulevard streets, likely to be subject tocontinental-style cleansing in the nearfuture. For more details on the BoulevardProject see section 0.07.
The full width of the footway must be laidwith reinforced concrete paving to reachBoulevard standard.
Only part-Boulevard standard is reachedwhen strengthening 1.5m from the kerb.This can be done to protect footwayslikely to be overrun by heavy vehicles.
Concrete Paving and Boulevard Standard
Boulevard paving laid with 150mm staggered bond
Boulevard paving construction
Carriageway
Granite kerb
1.5m of reinforced paving
slabs (600mmx600mmx75mm)
Full width of footway, reinforced paving
slabs (600mmx600mmx75mm)
Standard paving slabs
(600mmx600mmx63mm)
Carriageway
Granite kerb
Base (100mm concrete class C10P)
Bedding (25mm cement
mortar bedding 1:6 cement/sand)
Bedding. (25mm cement
mortar bedding 1:6 cement/sand)
Base (100mm concrete class C10P)
PART - BOULEVARD STANDARD
FULL - BOULEVARD STANDARD
Granular sub-base type 2
to Camden specifications
Granular sub-base type 2
to Camden specifications
1.50mGradient
Gradient
-
3.02 Continued
3.02 Co
ncrete Paving
and B
oulevard
Stand
ardFootw
ay Details
Slab options
Marshall Liverpool natural re-enforcedslabs or an equivalent product arecommonly used.
Slab size options: Reinforced paving: 600 x 600 x 75mm
450 x 600 x 75mm
Standard paving: 900 x 600 x 63mm750 x 600 x 63mm600 x 600 x 63mm
Larger sizes can be used outside nationallyimportant buildings (900 x 600 x 63mm).
Small element paving (400 x 400mm) andtegular block paving must not be used andshould be replaced whenever possible.
(At time of writing, trials are taking placeusing fibre mesh reinforced slabs, withslab thickness of 63mm. If successful, thisproduct may facilitate the use of largerslab sizes in the Boulevard programme).
Laying
All paving (including kerbside strengthening)must be laid in a 150mm staggered bond,transverse (90) to the kerb line.
For all Boulevard streets, slabs are to bebutt jointed with a concrete base beneathcement mortar bedding.
No slabs should be cut to less than300mm wide or splay cut, until approvedby the lead officer, except where abuttingstreet furniture.
Careful attention must be paid to cuttingslabs around street furniture to leave aneat finish.
Other considerations
As opportunity arises, reinforced pavingshould be laid in all major commercialstreets for aesthetic improvements and toenable continental-style cleansing.
Good reinstatement by utility companies isessential to maintain level and unbrokenpaving. Compliance with NRSWA standardsmust be enforced to ensure settlement doesnot affect paving. Use of fully consolidatedmaterial (e.g. lean mix concrete) will reducethe adverse effects of settling.
Boulevard paving on a busy commercial street
Careful attention to cutting slabs around street furniture
-
3.03
York
Sto
ne
3.0
3Fo
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York Stone York stone is the original material used in
Camdens footways. It is aestheticallypleasing, but costly.
Old York stone (from the same site) canbe relaid in situ, with particular care takenon producing neat flush pointing of nomore than 10-15mm.
Second-hand York stone can only be usedwith the approval of the engineer.
New York stone should have sawn-cutedges with flush pointing to create asmooth finish.
Try to match local precedence (in colour,material finish and bonding) whenapproving samples of new York stone.
Generally, coloured variations arepreferable to bland, consistent colour.
Coursing of 600mm should be used, laid90o to the kerb with random slab lengthsused to create random bonds.
Old York stone re-laid with flush pointing
New York stone paving construction
New York stone in Argyle Walk
Bedding (30mm cement
mortar bedding 1:6 cement/sand)
Base (150mm concrete class C10P)
New York stone paving
600mm coursing
Flush pointing
Granite kerb
Carriageway
Granular sub-base type 2
to Camden specifications
-
3.04
3.04 Bitum
inous S
urfacesFootw
ay Details
Bituminous Surfaces Bituminous (or black top) footway
surfaces are the quickest paving option. It provides a smooth surface when firstlaid, but suffers badly in appearance, ifcontinually dug up by utility companies.
There are three types of bituminousmaterial used in Camden:
1 Mastic asphalt (MA)2 Fine graded bitumen macadam wearing
course 3 Rolled asphalt sand carpet wearing
course, 25mm (HRA)
Asphalt surfacing can be considered wherethere is a shallow construction depth orwhere there are cellars under the footway.
See the Highway Works Contract forconstruction specification.
New bituminous footway on Regents Park Road
-
3.05
Gra
nite
Set
ts
3.0
5Fo
otw
ay D
etai
ls
Granite Setts Granite setts can be used in certain
locations to delineate an area, such as onlevel loading bays or drainage channels infootway build-outs.
They can also be used to change surfacetexture in the carriageway such as on the ramps of raised entry treatments (see section 2.05) or areas where walkingis discouraged.
A flush surface must be achieved wherepeople are likely to walk on the granitesetts, using a fine picked finish with flush pointing.
Cropped granite setts can be used in thecarriageway as a slight traffic calmingeffect, as well as in areas where walking is discouraged.
Choose granite sett colours by followinglocal precedent.
Traditionally, granite setts have been laid inrandom sizes and coursing.
The use of random sized reclaimed setts is preferred.
For new setts, the most common size is200 x 100 x 100mm, laid with a half bond.
Cubed setts (100 x 100 x 100mm) can beused to match local use.
See the Highway Works Contract forconstruction specification.
Flush, fine picked granite setts suitable for walking
New cropped granite setts
Old granite setts in Daleham Mews
Setts in level loading bay in Chalk Farm Road
-
3.06
3.06 Granite K
erbs
Footway D
etails
Granite Kerbs Granite kerbs have traditionally been used
in Camden, with different arrangementsfound across the borough.
Existing granite kerbs should be retainedwherever possible, with the size of newkerbs chosen to match local precedent.
Standard sizes for new build are:
300 x 200mm 150 x 300mm
Kerb length will vary from 900 to 1200mm.
Traditionally, granite setts were placedalongside kerbs to form a drainagechannel. Wherever found, the setts shouldbe cleaned and maintained.
Refer to Highway Works Contract for more detail.
Flat Kerb
300 x 200mm standard kerb arrangement,with 125mm upstand.
Edge Kerb
Where a higher upstand (or a narrowerkerb width) is required, a 150 x 300mmgranite kerb can be used.
Standard upstand: 125mm.
Maximum upstand: 200mm.
Double Granite Kerb
Double kerbs have been used where thefootway is considerably higher than thecarriageway, and are effective inpreventing vehicles mounting the footway.
Flat kerb with drainage channel made of granite setts
Edge kerb in Haverstock Hill
Double granite kerb with drainage channel
-
Continued 3.06
Gra
nite
Ker
bs
3.
06
Foot
way
Det
ails
Granite Slabs at Cellar Flap
Granite landing slabs or barrel runs formthe original hardwearing paving outsidepub cellar doors. Granite setts were alsocommonly used. If uneven, re-lay slabs orsetts to fit with paving either side. If slabsare broken, replace using granite kerbs, tomaintain a good walking surface.
Lay slabs or granite kerbs on a cementmortar feed on top of a concrete sub-base.Finish with flush or struck jointing. Granite setts laid in front of a cellar flap
Depth construction of flat kerb
370mm
300mm
200mm Carriageway
Footway
Concrete bedding
Concrete base
Paving
Channel blocks
Depth construction of edge kerb
125mm
150mm
300mm
300mm
Carriageway
Footway
Concrete bedding
Concrete base
Paving
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3.07
3.07 Tactile Paving
Footway D
etails
Tactile Paving Tactile (or blister) paving is intended to
warn and inform, blind and partiallysighted people of the existence of acrossing point.
Tactile paving must be laid at everycontrolled and uncontrolled crossing point,as well as areas where the carriagewayhas been raised to the same level of the pavement.
Refer to the DETR Guidance on the use of Tactile Paving Surfaces 1998, forclarification on details in the installation of tactile paving.
Use of 400 x 400mm tactile paving ispreferred. However, where persistent kerboverrun is evident, 200 x 100mm modularblocks can be used for easier maintenance.
At all crossings, the tactile surface mustbe laid in line with the angle of thecrossing, not in line with the kerb line.See DETR Guidance for more detail.
Different colours of tactile (or blister)paving area used at different crossingpoints to help visually impaired distinguishbetween crossing types.
Controlled Crossings
i.e. Light controlled and zebra crossings:
Red tactile, full width of dropped kerb. At crossing in-line with pedestrian flow
1200mm depth of tactile with stem backto a point in line with the buildings.
At inset crossing (off to the side ofpedestrian flow) 800mm depth oftactile with stem back tobuilding/pavement edge.
Continuity of tactile paving maintained through inset inspection cover
Red tactile paving with stem at controlled crossing
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Continued 3.07
Tact
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3.0
7Fo
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Uncontrolled Crossings
e.g. Side road junctions, raised crossings,access road crossovers, signal junctionswithout pedestrian phases:
Buff or dark grey tactile (whicheverprovides the greatest contrast tosurrounding paving) full width ofdropped kerb.
At crossing in-line with pedestrian flow 1200mm depth of tactile. Tactile stemnot required.
At inset crossing (off to the side ofpedestrian flow) 400mm width oftactile. Tactile stem not required.
See DETR Guidance for situations with overlapping crossings, pedestrianrefuges and pedestrian islands. Also seesection 2.06 (Pedestrian Refuges).
Where tactile paving is interrupted by aninspection cover, an inset cover must beinstalled with tactile paving laid in thesame direction. See section 3.09 (InsetInspection Covers) for more details.
White Kerb Edge at Crossing Points
At dropped kerbs and raised crossings,the granite kerb edge should be removedand replaced with a pre-cast flat concretechannel and covered with a white marking(Stamark) or similar approved.
Concrete blocks can be used around radii,which must be screeded with concrete fora smooth finish prior to laying Stamark.
Buff tactile paving at an uncontrolled crossing, on a raisedentry treatment
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3.08
3.08 Dro
pp
ed K
erbs
Footway D
etails
Dropped Kerbs Providing dropped kerbs at crossing
points (controlled and uncontrolled) helpspedestrians cross the road, includingwheelchair users, elderly and infirm as wellas people with buggies and suitcases.Dropped kerbs should also be added atthe rear of a disabled bay for wheelchairaccess from the road.
The DDA1995 requires the Council toendeavour to install or alter dropped kerbsat every crossing point, such thatgradients are as shallow as possible. A shallow gradient is better for all users,not just for the disabled and infirm.
1:20 gradient is preferred, if pavement width allows;
1:15 gradient is acceptable; 1:12 gradient should only be used in
exceptional circumstances.
If a pavement is so narrow that even a1:12 gradient is not possible (while leavinga 1.5m level footway), then an alternativeroute or solution must be identified. Ifnecessary, the full width of the pavementcould be lowered, with the rampsstretching along the footway.
Dangerously steep dropped kerbs must not be installed, and existing steep ones removed.
Dropped kerbs should have an absoluteminimum width of 1.2m.
Tactile paving must be added at allcrossing points and busy access roadcrossovers. However, it must not be addedto a dropped kerb required for disabled bayaccess or at most footway crossovers.
Details of dropped kerbing in John St
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Continued 3.08
Dro
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3.08
Foot
way
Det
ails
Close attention should be paid topavement materials surrounding droppedkerbs. The same paving material shouldbe used in creating the dropped kerb asfound in the footway.
Concrete-block paving should be avoidedand only used at very difficult sites.Colours should match the paving slabs.
Options for dropped kerb gradient
Carriageway
1.5m min width
of level footway
1:20 Preferred1:20 Preferred
1:12 Maximum1:12 Maximum
1:15 Acceptable1:15 Acceptable
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3.09
3.09 Inset Inspectio
n Co
versFootw
ay Details
Inspection covers are installed by utilitycompanies to access undergroundservices. They remain the property of theutility company.
Utility companies should be encouraged to lay new inspection covers alignedparallel to the kerb. Inspection covers thatare less than 5 out of alignment can andshould be reset on their existing chamberwall.
Inspection covers visually disrupt a pavedarea. Inset covers should be used tocreate a continual paved surface, wherefunds permit.
Utility companies must be informed ifcovers are changed to inset covers.Contact details are available fromHighways Management.
Inset covers must be used where aninspection cover disrupts the continuity of tactile surfacing, and other paving nearcrossing points.
To maintain a continuous appearance,paving bonds should be continued withinthe inset cover.
All paving to be dressed into ironworkshould have joints and fillets of, ideally, nomore than 10mm, or as narrow as anyflange surrounding the ironwork permits.Consider chamfering the underside edgeof the paving slab to position slab closerto inspection cover.
Inset inspection covers must be marked to identify the relevant utility company.
Liability issues surrounding the use ofinset covers are currently under reviewand subject to change.
Inset Inspection Covers
Inset inspection cover showing careful alignment of paving bonds
Alignment and fill of inspection covers
Realign inspection
cover to suit
direction of footway
Continue paving
bond across inset
inspection cover
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3.10
Foo
tway
Cro
sso
vers
3
.10
Foot
way
Det
ails
Footway Crossovers Vehicular footway crossovers are provided
to enable vehicular access to developmentsand residential off-street parking.
At least 1.2m width of level footway mustbe retained.
Footway materials at crossovers should beconsistent with the surrounding pavementto maintain a seamless appearance. Forexample, using strengthened paving slabsof the same size, material finish andcoursing as the adjacent footway slabs.
Crossovers with high traffic flows or heavyvehicles may require a different surfacematerial such as an asphalt wearingcourse, on a base designed to fullcarriageway depth with radii kerbs. Tactilepaving is usually necessary either side ofthis type of crossover.
Level footway maintained at crossover with continuous paving
Level asphalt crossover for heavy vehicular flow
Ramp
Boundary lineBoundary line
Crossover with high
traffic flow using
asphalt wearing course
Buff tactile paving
may be required (400mm)
Minimum 1.2m
of level footway
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Notes and Amendments
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4.00
Str
eet
Furn
itur
e
4.00
StreetFurniture
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Index4.01 Vehicular Traffic Signs
4.02 Controlled Parking Signs
4.03 Cycle Signage
4.04 Pedestrian Signage
4.05 Street Nameplates
4.06 Traffic Signals
4.07 CCTV Cameras
4.08 Street Lighting
4.09 Guardrail
4.10 Bollards
4.11 Cycle Parking
4.12 Bus Shelters
4.13 Advertising & Publicity
4.14 Street-Trading Stalls
4.15 Seating
4.16 Litterbins
4.17 Recycling Facilities
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4.01
Vehi
cula
r Tr
affi
c S
igns
4
.01
Str
eet
Furn
iture
Vehicular Traffic Signs The TSR&DG 2002 largely governs
vehicular traffic signs. Due to recentrevisions, regular reference to thisdocument is recommended to ensurecurrent practices are followed.
In most circumstances, variation in thesize of traffic signs is allowed, within theboundaries set by TSR&DG 2002.
The letter x-height of traffic signs shouldbe decided upon, given the lawful speedof traffic viewing the sign. Signs on roadswith low speed limits can have smaller x-heights than signs on higher speedroads, though signs must be clear for anon-local to follow and understand.
Signposts, poles, sign backs, brackets,clamps and lamps must all be finished in black.
Posts must be located where obstructionto the footway is minimised, though traffic signs must be clearly visible fromthe carriageway.
The preferred location for posts is at theback of the footway, where footway is 2mwide or less. If necessary, consider usingan offset post to improve sightlines.
The distance from the outer edge of a signto the kerb should be at least 0.45m (0.5m preferred).
Combined vehicular signs to reduce clutter
Exemption for cyclists in Lambs Conduit Street
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4.01 Continued
4.01 Vehicular Traffic S
igns
Street Furniture
Reducing Sign Clutter
Existing posts, columns and structuresshould be used wherever possible. If necessary, a shorter post should bereplaced by a taller column to carry allnecessary signs above 2.15m (fromfootway to sign bottom).
Combining signs onto one board canreduce visual sign clutter. This is particularlyeffective at road entries. Signs can beordered according to priority, though caremust be taken where sign illumination is necessary.
The practice of neatly fixing signs tostructures and buildings is encouraged.The owners permission is required. Legaltemplates and information are currentlybeing drawn up to simplify this process.
Sign illumination must be kept to a minimum,with greater use made of reflective diamondgrade material. Requirements for signillumination for 23 warning signs havebeen removed on 30mph, single-carriagewayroads. See details of exemptions inTSR&GD 2002 (S17, pg 404).
At a junction where the carriageway is lessthan 5m wide, certain listed signs are onlyrequired on one side of the carriageway.They must be placed within 2m of thecarriageway edge. This applies to NoEntry; No Motor Vehicles; Pedestrianzones and Width restriction signs.
Combined signs for 20mph Zone in Grangeway
Separated signs carefully aligned on a post
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4.02
Co
ntro
lled
Par
king
Sig
ns
4.0
2S
tree
t Fu
rnitu
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Controlled Parking Signs All public roads in Camden are now within
controlled parking zones (CPZs), providingmarked and signed areas where permitsare required to park in the borough.
Refer to TSR&GD 2002 for more informationon the requirements of signing CPZsincluding locating parking signs within thecorresponding bay marking restrictions.
Parking signs must be clearly visible tomotorists at all times to enable consistent,unchallengeable parking control.
Parking bay signs should be spaced nomore than 30m apart and not more than5m from the end of a bay.
Whilst abiding by the restrictions, signsshould be positioned on existing posts,lampposts and suitable street furniture (e.g. railings), wherever possible.
Locate a new post at the back of thefootway, if 2m wide or less. Exceptions to this are when signs would obstructwindows (commercial or residential), areasof excessive foliage or where the postmight compromise security to a property.
In locations with very narrow pavementsadjacent to a wall, try to secure agreementfrom the freeholder for placing the sign onthe wall. Legal agreements are required,with Camden willing to take on maintenanceand liability for the sign. A (wooden) framecan be attached to the back of the sign soit stands in relief, to allow easier baggingfor parking suspension.
Resident parking, pay & display and shared use bay signs
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4.02 Continued
4.02 Co
ntrolled
Parking
Sig
nsS
treet Furniture
Signs attached to walls, fencing or similarstructures can be positioned (no less than)1.5m off the ground. However, where signsare on posts a height clearance of 2.3m isrecommended (min 2.15m).
All new or replacement parking bay signsshould conform to the new sign template,with the hours of control listed at the topof the sign. See previous page.
Signs should be made as small aspossible, with x-height of 20mm for smallsigns and 15mm for complex signs.
Waiting and Loading Signs
At any time signs are no longer requiredto enforce the waiting restrictions on doubleyellow lines and should not be used.
Where there are also loading restrictions,signs should be altered with At any timeremoved, while keeping the relevantloading restriction listed.
Loading restriction signs are requiredevery 60m.
Refer to section 4.01 (Vehicular TrafficSigns) for guidance on preferred signheights and locations within the footway.
Removal of At Any Time plates
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4.03
Cyc
le S
igna
ge
4.
03S
tree
t Fu
rnitu
re
Cycle Signage Cycle routes to local and major
destinations often differ from vehiculartraffic and so require separate signage.
Refer to the revised London Cycle NetworkPlus (LCN+) manual and TSR&GD, forclarification on design details of cyclesignage, e.g. colours, shape, x-height etc.
A consensus of uniform sign style anddestinations for the LCN+ routes is beingnegotiated, while local cycle signage canbe installed to complement this network.
Cycle signage should be made compact in shape, to limit twisting of signs.
Where possible, avoid erecting additionalsignposts by adding cycle signage toexisting posts, above 2.1m height clearance.
If a new post is required, try to locate thesignpost at the back of the footway, tominimise footway obstruction. However, if sign visibility is compromised, kerbsidepositioning is acceptable.
Other cycle signs such as sign 955 (pedalcycle only) and 956 (shared use route)can be placed on street furniture, includingbollards. Sign size options include150mmand 270mm, depending of sign type.
Cycle routes should be designed toeliminate the use of Cyclists Dismountand End of Route signs. They shouldonly be used in exceptional circumstances.
Use of bollards for signing a cycle route
HolbornHolbornHolbornCovent GardenCovent GardenCovent Garden
Route signage for cyclists
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4.04
4.04 Ped
estrian Sig
nage
Street Furniture
Pedestrian Signage Pedestrian signs are for residents, tourists
and business visitors. The destinationschosen must take into account the needfor all three groups.
Pedestrian signage is particularlyimportant near public transportinterchanges, other major access pointsand complex road junctions wherepedestrian routes are not obvious.
Where possible, avoid erecting additionalsignposts by adding pedestrian signage toexisting posts, above 2.1m height clearance.
If a new post is required, try to locate thesignpost at the back of the footway, tominimise footway obstruction. However, if sign visibility is compromised, kerbsidepositioning is acceptable.
Although advice is given in TSR&DG 2002(Section 7, Part VIII) on suggestedpedestrian signing styles, the use ofbespoke pedestrian signing is encouragedand allowed within the regulations. Formore details, contact Street Policy orTraffic Engineering.
New area-wide (e.g. town centre)pedestrian signing can be developed usinga new borough style. Black lettering onwhite fingerposts is preferred for legibilityand simplicity. It is intended that a uniformCamden style is identified and followed.
Additional information can be added tofingerposts, including recognisable symbols(e.g. ); distance in metres (or yards); or time in minutes, (roughly 5 mins = 300-400m).
Pedestrian signage in standard highway style
New borough style pedestrian signing
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Continued 4.04
Ped
estr
ian
Sig
nag
e
4.04
S
tree
t Fu
rnitu
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Destination categories:
1 Locations considered to be of communityor public amenity.
2 Locations described as public buildings,often with high visitor numbers.
3 Locations considered to be culturalattractions with high visitor numbers andhard to find from a particular direction.
4 Transport interchanges.
Location Categories
Council Services
Public Buildings
Cultural Attractions
Transport Interchanges
Location Types
Libraries
Parks
Refuse Centres
Leisure Centres
Schools
Hospitals
Health Centres
Community Centres
Police Stations
Special Cases (Where public benefit can be demonstrated; if there are substantial visitor numbers; if hard to find)
Museums
Non-Commercial Public Art Galleries
Theatres and Performing Arts Centres
Geographical areas attracting substantial visitors e.g. Covent Garden, Camden Lock
Historic Buildings (Where there are large visitor numbers) e.g. Kenwood House.
Tube Stations
Bus Stations and important Bus Stops
Cycle Parking
Powered Two-Wheeler Parking
Car Parks (only if difficult to find on return)
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4.05
4.05 Street N
amep
latesS
treet Furniture
Street Nameplates Provision of street nameplates at the end
of each road and at street junctions isrequired by law under the Town ImprovementClauses Act 1847 and the London BuildingAct 1939. The law enables the street namesigns to be fixed to walls, buildings andother boundary structures.
Street nameplates should be positioned ina clear, uncluttered location, keeping theview free from obstruction and foliage.They must be visible for both vehiculartraffic and pedestrians. Preferred positionis ~3m high attached to a building, thoughrefer to the Act for more details.
Providing the sign can be seen and readclearly, there is some scope formaintaining local variation in style, whilepositioning and shape of signs can bealtered slightly to fit with surroundingstreet furn