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ENVIRONMENT

TRANSPORT

REGIONS

Guidance onthe use of TactilePaving Surfaces

Alternative MediaAudio, large print and Braille versions of this document arealso available on request from the Mobility Unit at theaddress shown under 'Contacts'.

This document can also be found on the Internet at thefollowing address:www.mobility-unit.detr.gov.uk/guide/tactile/index.htm

Mobility Unit

Room 1/11Great Minster House76 Marsham StreetLONDON SW1P 4DRTelephone 0171-890 6100Fax 0171-890 6102EMAIL [email protected]

11 January 1999

Dear Sir/Madam

GUIDANCE ON THE USE OF TACTILE PAVING SURFACES

I am pleased to enclose a copy of the newly published guidelines covering the useof tactile paving surfaces. The guidance has successfully completed thenotification process required by the European Commission under the terms ofDirective 83/189/EEC.

Points to note

The format of the published document is different to the one used for the notifieddraft, but the content is unchanged. I would, however, ask you to note that inrelation to Chapter 4, Platform Edge (on street) Warning Surface, an on-streettram stop is regarded as being "on street" where:

"the tramway is in a street environment, or where the ability forpedestrians to cross and/or walk, without restriction, along or alongside theinfrastructure, exists."

This definition has been agreed with the Railway Inspectorate.

I should also remind you that Chapter 1 of the document supersedes DisabilityUnit Circular 1/91, The use of dropped kerbs and tactile paving surfaces atpedestrian crossing points". There is no suggestion that highway authoritiesshould set out to reconfigure existing installations. It would be useful, however,to take the opportunity to review existing sites in the course of maintenance orother major works, with a view to bringing them into line with the new guidance.

Training

The guidance was produced jointly by a working group comprising this Unit, theTransport Research Laboratory and the Royal National Institute for the Blind(RNIB). The Joint Mobility Unit (JMU) are also running training courses for

local authorities and others involved in the provision of pedestrian andpassenger transport facilities about the tactile paving which will cover the detailof the new guidance. If you are interested in receiving further information aboutthese courses please see the enclosed flyer from the JMU.

Additional copies

Further copies of the document, including copies in braille, large print, disk andon audio tape, are available from this Unit. Requests can be made in writing, orby telephone on 0171-890 6100, by fax on 0171-890 6102 or by e-mail [email protected].

The document is also available on the internet a t :

www.mobility-unit.detr.gov.uk/guide.tactile/index.htm

Yours faithfully

CONTENTS

Introduction

Mobility of visually impaired people

Using these guidelines

The role of consultation

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WARNING SURFACES

Chapter 1

Blister Surface For Pedestrian Crossing Points

1.1 Purpose

1.2 Definition

1.3 Application

1.4 Maintenance

1.4.1 Condition of surface

1.4.2 New Roads and Street Works Act

1.5 Layout

1.5.1 Controlled crossings:

1.5.1.1 Colour

1.5.1.2 General layout

1.5.1.3 Overlapping crossings

1.5.1.4 Private forecourts

1.5.1.5 Pedestrian refuges and other largerpedestrian islands

1.5.2 Uncontrolled crossings:

1.5.2.1 Colour


1.5.2.3 Inset (indented) crossings

1.5.2.4 In-line uncontrolled crossings

1.5.2.5 Acute angled junctions

1.5.2.6 Crossing away from a junction

1.5.2.7 Pedestrian refuges

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Guidance on the use of Tactile Paving Surfaces

1.5.3 Pedestrian refuges and other larger pedestrian islands:

1.5.3.1 Standard pedestrian refuge

1.5.3.2 Staggered pedestrian island

1.5.3.3 Triangular pedestrian islands

1.5.4 Vehicle crossovers and vehicle accesses:


1.5.4.2 Vehicle crossovers with high traffic flows

1.5.4.3 Vehicle crossovers to residential properties

1.5.5 Traffic calming:


1.5.5.2 Side road entry treatments

1.5.5.3 Entire junction treatments

1.5.6 Conservation areas:

1.5.6.1 Colour

1.5.7 Inspection covers:

1.5.7.1 Blister surface inlays

1.5.8 Partially pedestrianised areas

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Chapter 2

Corduroy Hazard Warning Surface

2.1 Purpose

2.2 Definition

2.3 Application

2.4 Maintenance



2.5 Layout

2.5.1 General layout

2.5.2 Steps

2.5.3 Ramps to light rapid transport (LRT) platforms

2.5.4 Level crossings

2.5.5 Entrance to platform area in an unprotected rail station

2.5.6 Shared facilities

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Contents

Chapter 3

Platform Edge (Off-Street) Warning Surface

3.1 Purpose

3.2 Definition

3.3 Application

3.4 Maintenance


3.5 Layout

Chapter 4

Platform Edge (On-Street) Warning Surface

4.1 Purpose

4.2 Definition

4.3 Application

4.4 Maintenance



4.5 Layout

Chapter 5

Segregated Shared Cycle Track/Footway Surface andCentral Delineator Strip

5.1 Purpose

5.2 Definition

5.3 Application

5.4 Maintenance



5.5 Layout


5.5.2 Junctions:

5.5.2.1 Junction where a footway joins a shared route

5.5.2.2 Junction where a cycle track joins a shared route

5.5.2.3 Junction where a shared route joins anothershared route

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5.5.2.4 Vehicular access route across a shared route -an uncontrolled crossing 58

5.5.2.5 Vehicular access route across a shared route -a controlled crossing 63

5.5.2.6 Controlled crossings along a shared route 63

AMENITY SURFACES

Chapter 6

Guidance Path Surface 69

6.1 Purpose 69

6.2 Definition 69

6.3 Application 69

6.4 Maintenance 71

6.4.1 Condition of surface 71

6.4.2 New Roads and Street Works Act 71

6.5 Layout 71

6.5.1 General layout 71

6.5.2 Bends and junctions 71

Chapter 7

Information Surface 76

7.1 Purpose 76

7.2 Definition, 76

7.3 Application 76

7.4 Maintenance 76

7.4.1 Condition of surface 76

7.4.2 New Roads and Street Works Act 77

7.5 Layout 77

Glossary 79

Contacts 81

Reference Documents 82

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Contents

FIGURES

1 Dropped kerb detail (prior to installation of tactile paving)

2 Profile and plan of blister surface

3 Layout of blister surface at controlled crossing point

4 Layout of blister surface at controlled crossing where the backof the edge of the tactile is not parallel to the kerb.

5 Overlapping controlled crossings

6 (Indented) uncontrolled crossing point at a side road

7 Layout of blister surface at in-line uncontrolled crossing point

8 Layout of blister surface at indented uncontrolled crossing atacute angled junction

9 Uncontrolled crossing away from a junction

10 Layout of blister surface on standard refuge less than 2m wide

11 Layout of blister surface on standard refuge 2m or more wide

12 Layout of blister surface on staggered pedestrian island

13 Location of blister surface on triangular pedestrian island

14 Vehicle crossovers and vehicle accesses

15 Layout of blister surface at kerb to kerb flat top road hump

16 Layout of blister surface at a side road junction where the sideroad carriageway has been raised to the level of the footway

17 Layout of blister surface at a junction where the entire junctioncarriageway has been raised to the level of the footway

18 Inspection cover that has been inlaid with blister surface

19 Profile and plan of corduroy surface

20 Layout of corduroy surface at top and bottom of flight of stairs

21 Layout of corduroy surface where ramp access is immediatelyadjacent to steps

22 Layout of corduroy surface at ramps to light rapid transitplatform on street

23 Layout of corduroy surface at level crossings

24 Profile and plan of platform edge (off street) warning surface

25 Layout of platform edge (off street) warning surface

26 Profile and plan of platform edge (on street) warning surface

27 Layout of platform edge (on street) warning surface

28 Profile and plan of the tactile surface (shared routes)

29 Layout of the tactile surface on pedestrian and cyclist sides

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30 Layout of tactile surface and central delineator strip at a junctionwhere a footpath joins a shared route on the pedestrian side (A)and on the cyclist side (B)

31 Layout of tactile surface and central delineator strip at a junctionwhere a cycleway joins a shared route on the cyclist side (A) andthe pedestrian side (B)

32 Junction where shared route joins another shared route

33 Layout of tactile surfaces at a junction between a shared routeand a carriageway - uncontrolled crossings

34 Tactile surface arrangement at side road junctions - controlledcrossings

35 Tactile surface arrangement at controlled crossings along ashared route

36 Profile and plan of guidance path surface

37 Layout of guidance path surface at right angle turn

38 Layout of guidance path surface at a turn other than a right angle

39 Layout of guidance path surface at a "T" junction and at a crossroads

40 Layout of information surface

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Introduction

Mobility of Visually

Impaired People

The nature of visual impairment

There are approximately 1 million blind andpartially sighted adults in the United Kingdom.Approximately 5% of these people have nosight at all. The remainder have varyingdegrees of residual sight which may enablethem to function visually to different degrees.

The nature of visual loss varies considerablybetween individuals. The overall picture isa complex one, but generally the result ofdifferent eye conditions will lead to thefollowing types of impairment:

a limited field of vision - being unableto see to the sides or up and down;

some loss of central vision - limiting theability to see fine detail;

acute shortsightedness - seeing the worldas a continuous blur;

uncontrollable oscillations of the eyeball -leading to an inability to see objectsclearly; and

night blindness - a sensitivity to light anda tendency to be dazzled by glare.

Mobility techniques

Visually impaired people will either movearound independently or with the aid of asighted person who will act as a guide.

Those who move around independently willdo so either solely by using their residual sightor by using a mobility aid.

The most common mobility aid used bypedestrians with poor sight to facilitate theirindependent mobility is a long white cane.This is used to scan the ground in front ofthe person.

The scanning takes the form of sweeping thecane in an arc from one side to the other to justbeyond the width of the body. This techniquewill usually locate potential obstructions suchas street furniture, provided that there is someelement at ground level, and distinct changesin level such as a kerb upstand or a step.

An increasing number of people are usinga long cane with a roller tip. The roller tipmaintains contact with the ground as thecane is swept and may indicate the presenceof distinct changes in texture underfoot, aswell as the features usually detected by themore traditional type of long cane.

Once any feature has been located and possiblyidentified, the pedestrian will decide how toproceed.

Alternatively, a visually impaired person mayhave a guide dog to assist them with theirmobility. There are approximately 4,500 guidedog owners in the UK, but this will increasein the future.


A guide dog is trained to lead its owner aroundobstructions and to stop at distinct changes oflevel, for example, a kerb upstand, a flight ofsteps, or a hole in the ground. Guide dogs aregenerally unable to respond to changes intexture or colour underfoot.

If a guide dog stops at a particular feature, forexample a kerb edge, the owner has to decidehow and when to proceed.

It is clear therefore that a visually impairedperson walking independently without thebenefit of a mobility aid such as a long cane ora guide dog may only recognise the edge of thefootway by stepping off a conventional kerb.

It is also the case that whatever mobility aid isbeing used, a kerb upstand is an essentialindicator of the edge of the footway. However,in recognition of the needs of other pedestrians,it is accepted that it is necessary to have levelor ramped crossing points in certain locations.In such locations, tactile paving compensatesfor the absence of a kerb.

Key design principles

There are certain key design principles which,when applied, make it easier and safer forvisually impaired pedestrians to move around.

Layouts of all pedestrian areas should besimple, logical and consistent. This willenable people to memorise environments thatthey use regularly and predict and interpretenvironments that they are encounteringfor the first time.

Contrasts in colour and tone should be usedto accentuate the presence of certain keyfeatures. This will enable many people to usetheir residual vision to obtain information.

Orientation and wayfinding informationshould be provided by the use of high visibilityand, where appropriate, tactile signing. Manyvisually impaired people can read signs if theyare properly positioned, and if the designincorporates contrasting colours and tones,

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adequately sized and styled text, and amatt finish.

Lighting levels should be even and adequateand should minimise glare. Once again, thiswill enable effective use to be made of residualvision, especially to detect contrasts in colourand tone and read high visibility signs.

Important information about the environmentshould be conveyed by the use of non-visualfeatures, for example, audible and tactilefeatures. A loss of sight is not accompaniedby an increase in the effectiveness of othernon-visual senses. However, visuallyimpaired people generally place more emphasison information received via other senses, forexample the sense of touch.

The use of tactile information

When moving around the pedestrianenvironment, visually impaired peoplewill actively seek and make use of tactileinformation underfoot, particularly detectablecontrasts in surface texture.

The ability to detect contrasts in textureunderfoot varies from one individual toanother. For example, older visually impairedpeople and people who have lost their sightthrough certain medical conditions, such asdiabetes, may well have reduced sensitivity intheir feet. It is therefore important that textureswarning of potential hazards, for example aroad crossing or a staircase, are rigorous enoughto be detectable by most people but withoutconstituting a trip hazard or causing extremediscomfort.

Some visually impaired people will receivetraining in mobility skills, especially thosewho are using a long cane or a guide dog.Increasingly, this training includes instructionin the interpretation of tactile paving. TheJoint Mobility Unit, a service provided by theRoyal National Institute for the Blind (RNIB)and the Guide Dogs for the Blind Association(GDBA) is producing a self-instructionaltraining pack which informs visually impaired

Introduction

people of the different tactile paving surfacesand their prescribed meanings.

For more information about the way inwhich visually impaired people movearound contact the Joint Mobility Unit(see Contacts section).

Using these guidelinesTactile paving surfaces can be used to conveyimportant information to visually impairedpedestrians about their environment, forexample, hazard warning, directional guidance,or the presence of an amenity. Research hasdetermined that visually impaired people canreliably detect, distinguish and remember alimited number of different tactile pavingsurfaces and the distinct meanings assignedto them.

The use of blister paving as a warning deviceat controlled and uncontrolled pedestriancrossing points is now well established. Inthis document, guidance is given on the useof a number of additional types of tactilesurface to give warning of potential hazardsand for amenity purposes to give guidanceand information.

Recognising that the needs of people withphysical and sensory disabilities could createpotential conflicts, the research which led tothe development of the tactile paving surfacesinvolved not only the target group, i.e. visuallyimpaired people, but also others with a widerange of other disabilities including wheelchairusers and people with walking difficulties.

Each type of tactile paving surface should beexclusively reserved for its intended use andconsistently installed in accordance withthese guidelines. Visually impaired people arebecoming increasingly mobile, both withintheir local area and more widely, and it is,therefore, very important that conflictingand confusing information is not conveyed.

The successful use of tactile paving alsodepends on visually impaired pedestrians

understanding the different meanings assignedto the paving and being made aware of thepresence of such facilities in their area.

Local authorities are advised to investigatehow this information can most effectivelybe disseminated. To assist with this, a self-instructional training pack based upon theguidance contained in this document willshortly be available from the Joint MobilityUnit at the Royal National Institute for theBlind (see Contacts section). It is stronglyrecommended that local groups representingvisually impaired people are consulted beforethe installation of tactile paving surfaceswhich provide directional guidance orinformation about amenities so that theymay indicate what will help them most.

The installation of tactile paving surfacesshould be considered as part of a wider packageof measures to assist visually impaired people.The installation process should involve anassessment of the surrounding environment.In particular, the condition of the surroundingfootway should be examined and hazards, forexample, uneven pavements removed andobstacles, particularly inappropriately sitedstreet furniture, repositioned. Street worksshould be carefully inspected to ensure thatthe standards of reinstatement of any tactilesurface meet the performance requirementsof the New Roads and Street Works Act 1991and the associated codes of practice.

With the exception of the delineator stripfor shared routes (see Chapter 5) none of thetactile surfaces described in this documentare regarded as traffic signs. They are not,therefore, included in the Traffic SignsRegulations and General Directions(TSRGD), and do not require authorisation.

The advice in this document has beencompiled after full discussion and in fullconsultation with interested groups and itaims to provide consistency in the use of thetactile paving surfaces throughout the country.The written advice is supported throughoutby a series of diagrams. Readers should note,

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however, that the diagrams are for illustrativepurposes only, and are not drawn to scale.

Where local authorities consider implementingpolicies which deviate from the advice given inthis document, they are strongly recommendedto consult the Mobility Unit of the Departmentof the Environment, Transport and the Regionsor the Joint Mobility Unit run by the RoyalNational Institute for the Blind and theGuide Dogs for the Blind Association(see Contacts section) before proceeding.Where local site conditions are such thatthe guidance contained in this documentcannot be implemented, further adviceshould be sought.

The role of consultationTactile paving installers will benefit fromconsulting with others prior to installationtaking place. Such consultation should onlytake place with those who can demonstrate agood understanding of the ways in which tactilepaving should be used.

As previously mentioned, deviation fromthe principles set out in this document shouldnot take place without prior consultation withthe Mobility Unit of the Department of theEnvironment, Transport and the Regions,or the Joint Mobility Unit of RNIB/GDBA(see Contacts section).

Consultation to clarify the requirements ofvisually impaired people should take placewith organisations of, or for, people withvisual impairments, and with rehabilitationor mobility officers. This should ensure thatthe information received reflects the needsof the population as a whole rather thanone individual.

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Whether national or local groups shouldbe consulted will depend on the nature ofthe advice or guidance required. Nationalorganisations should be contacted if technicalsolutions are being sought. They are morelikely to be aware of solutions that have beensuccessfully developed elsewhere and canhelp ensure that tactile paving is installed in amanner which is consistent with other parts ofthe UK. This last point is important as visuallyimpaired people are becoming increasinglymobile throughout the UK as a whole.

Local organisations should be consulted ifinstallers are looking to prioritise where tactilepaving is to be installed. This might identifyroutes that are frequently used by visuallyimpaired people, or locations that are causingparticular problems. It is especially importantthat local organisations are consulted priorto the installation of the amenity surfaces.This will ensure that they are installedwhere they will be of real benefit.

If any discrepancy arises between theinformation given by national and localorganisations, the two should be askedto reach an agreement.

Local organisations should always be notifiedin advance of any major changes that areproposed, for example the redesign of a majorcrossing location, the installation or removalof a controlled crossing, or the change froma zebra to a pelican crossing. This will enablethe views of local people to be considered inadvance of the changes, and will informthem of new facilities which may enhancetheir mobility.

Warning Surfaces

CHAPTER 1

Blister Surface For PedestrianCrossing PointsThis chapter should be read in conjunctionwith the advice in the Introduction.

The advice in this chapter supersedes that inDisability Unit Circular 1/91, "The use ofdropped kerbs and tactile paving at pedestriancrossing points". It should be applied to newinstallations or where planned maintenanceor reconstruction is carried out.

1.1 PurposeThe purpose of the blister surface is toprovide a warning to visually impairedpeople who would otherwise, in theabsence of a kerb upstand <25mmhigh, find it difficult to differentiatebetween where the footway ends andthe carriageway begins. The surface istherefore an essential safety feature forthis group of road users at pedestriancrossing points, where the footway isflush with the carriageway to enablewheelchair users to cross unimpeded.

The Disabled Persons Act 1981 requireshighway authorities to "have regard tothe needs of disabled persons whenconsidering the desirability of providingramps at appropriate places between thecarriageways and footways". It is recognisedthat the absence of an upstand is essentialfor people using wheelchairs butis potentially hazardous to visually impairedpedestrians who rely on a kerb upstand as awarning that they have reached the edgeof the footway. Typically, a kerb upstandis absent when a ramp has been providedbetween the carriageway and footway as ata crossing; when traffic calming measures

have resulted in the level of the carriagewaybeing raised to that of the footway, as at flattop road humps; or when streets have beenpartially pedestrianised and footways andcarriageways are only differentiated by theuse of different colours and/or materials.

A ramp is provided between the carriagewayand footway to assist pedestrians whencrossing the road, particularly wheelchairusers and others who experience difficultiesnegotiating kerbs. It is important that rampsare designed appropriately: the maximumgradient should not exceed 1 in 12 (8%),and where space allows, a gradient of 1:20(5%) should be achieved. It is recognisedthat on particularly narrow footways andthose footways that already have significantgradients, it may be impossible to achieveeven the maximum gradient, or to do soonly by creating an unacceptable camberfor wheelchair users. In those circumstancesit is particularly important to discuss anyproposals with disabled people locally.

In all cases where the kerb is dropped atpedestrian crossing points there should beno vertical upstand between the roadsurface and the kerb; a 6mm tolerance canbe made but only on a bullnose kerb.(Figure 1 page 14). Even a minimal verticalupstand can be a hazard to wheelchair users.

A detectable kerb upstand prevents visuallyimpaired people from unknowingly steppingoff the footway into the carriageway. If thereis no kerb upstand, some other readilyidentifiable indicator must be used.

The tactile surface has been developed inorder to provide warning and guidance for

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Rear offootway

Standard kerb

Taper/Dropper kerb

Central kerbs to be flush withcarriageway surface (see C) and whitefor benefit of partially sighted people

To enable existing dropper kerb to be used alarger joint may be necessary if the centralkerbs are to be exactly flush with thecarriageway

Rear offootway

Footway KerbCarriageway

Variable width - may,following consultation withdisabled people, be extendedto rear of footway - butmust not be less than thatrequired to achieve agradient of 8% (1:12)

Footway

Not greaterthan 6mm

Kerb:

Preferredcarriageway surfacelevel

Minimumcarriagewaysurface level

Notes: 1) Not to scale.


visually impaired people where there isno kerb upstand. In the case of controlledcrossings the tactile surface layout also actsas a guide to lead visually impaired peopleto the crossing point.

Alternative approaches to the installationof a tactile surface were suggested, mostnotably the concept of creating a lowerheight kerb with a small upstand whichwould both allow access for wheelchair usersand provide a warning for visually impairedpeople. This idea was not accepted becauseno optimum upstand could be identifiedwhich could meet effectively the needsof both groups of people.

The use of the blister surface atuncontrolled crossings was introducedin the 1990s to resolve the problemsexperienced by visually impairedpedestrians at flush dropped kerbsaway from controlled crossings.

The existing profile was developedfollowing a research programmecommissioned by the Department of theEnvironment, Transport and the Regions.In the course of further research, whichinvestigated 20 different tactile profilesusing volunteers with many different typesof disability as well as non-disabled people,it was found that the original surface couldbe modified so as to be less uncomfortable,particularly to people with arthritis, whilstremaining detectable to visually impairedpeople. This modification involvedflattening the top of the originalrounded blister profile.

Recognising that the needs of people withphysical and sensory disabilities could createpotential conflicts, the research which ledto the development of the tactile surfaceinvolved not only the target group, i.e.visually impaired people, but also otherswith a wide range of other disabilitiesincluding wheelchair users and peoplewith walking difficulties.

The original blister surface which comprisedrows of rigorous, rounded blisters around6mm high was modified several years agoto make it less uncomfortable. The originalblister surface should no longer be used.

The blister surface takes account of theneeds of the widest range of disabledpeople, including the many visuallyimpaired people who have lost their sightas a result of diabetes - a condition whichalso often reduces sensitivity in feet andhands. Because of this, the surface mustbe fairly rigorous. The layouts set out inthis document, therefore, aim to reduceany discomfort which may be caused topeople with painful conditions such asarthritis by minimising the amount oftactile surface used and by providingclear pathways around it wherever possible.Above all, it should be remembered thatthe blister surface is provided as an essentialwarning to visually impaired people.

The use of certain colours in the surfaceis recommended as many partially sightedpeople have sufficient residual vision todetect strong contrasts in colour and tone.Installing the surface in a colour and tonewhich contrasts with the surroundingfootway will provide a visual indication ofthe limits of the footway. At controlledcrossings only (see 1.5.1 for definition) thesurface should be red to indicate to partiallysighted people that the crossing iscontrolled. Where the surrounding footwayor carriageway material is also red then itwill be necessary to provide a contrastingborder, a minimum of 150mm wide, aroundthe tactile surface. At uncontrolledcrossings (see 1.5.2 for definition) the

1.2 DefinitionThe profile of the blister surfacecomprises rows of flat-topped 'blisters',5mm (±0.5mm) high (Figure 2 page 16).

The blister surface can be made of anymaterial suitable for footway pavements.It is most commonly supplied in 400mm sqconcrete slabs or smaller block paviors.

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Module type A - 6 domes 7 domes

Module type B(49 domes)

400 so. approx. (see tabled

450 sq. approx. (see table)

Alternative module type C2 x 3 domes

200

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ModuleType Size

Pitch Dimensions

A B

50 min (The actual depth will be related tothe material used to construct themodule)

Notes: 1) Not to scale.2) All dimensions in millimetres.


surface should be buff or such a colour(other than red) as provides a contrast withthe surrounding surface. Some relaxationof the guidance regarding colour may beacceptable in conservation areas and theseare discussed in more detail in 1.5.6.

1.3 ApplicationThe blister tactile surface should be installedin the absence of an upstand at bothcontrolled and uncontrolled crossing points:

where the footway has been dropped flushwith the carriageway; or

where the carriageway has been raisedto the level of the footway.

The surface was originally limited in its use tocontrolled crossings - pelicans, zebras andtraffic signals with pedestrian phases. With thedevelopment of new types of controlledcrossing, the tactile surface is also for use atpuffin and toucan crossings.

In 1991, following extensive discussion andconsultation, the use of the surfaces was alsoextended to include uncontrolled crossingpoints. The tactile surface illustrated inFigure 2 is, therefore, recommended foruse at both controlled and uncontrolledcrossing points where the footway is flush withthe carriageway. At controlled crossings, thesurface is also used to lead visually impairedpedestrians to the crossing point.

It was the consensus opinion of those consultedthat the same surface, albeit in different coloursand layouts, should be used for both controlledand uncontrolled crossing points. There werethree main reasons cited:

the surface would be serving a similarfunction for each type of crossing;

it would be cost effective; and

it would reserve for other guidance andwarning messages the limited number of

alternative surfaces which have been shownto be detectable by visually impaired people.

Local authorities are strongly advised to adoptthis broader application of the blister surface.

Before installing a crossing, it is essential thatlocal authorities:

Understand the mobility needs of visuallyimpaired people.Consultation with local groups can play animportant part in this process. Details ofappropriate local groups can be obtainedfrom the Royal National Institute for theBlind (see Contacts section). Alternatively,local authority rehabilitation workers (insome areas known as mobility officers) oraccess officers may be able to advise onsuitable groups.

Recognise that schemes which result incarriageways and adjacent footways at thesame level, as in partially pedestrianisedareas, can be hazardous to visuallyimpaired people.Providing the blister surface along thewhole length is expensive and will beconfusing. Only at designated crossingpoints - controlled and uncontrolled -should the kerb be dropped or thecarriageway raised to be flush with thefootway. At these locations the blistersurface should be provided in theappropriate colour and layout.

Consider the surrounding environment,taking into account the arrangementof crossing facilities.The condition of the surrounding footwayshould be examined and hazards, forexample, uneven pavements removed andobstacles, for example, street furniture,repositioned.

Establish whether existing droppedkerb facilities are provided in the mostsuitable location and whether theyrequire the retrospective installationof the blister surface.

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Recognise that the blister surface is partof a wider package of measures to assistvisually impaired people.

Facilities such as audible and tactile signalsare also key elements in promotingindependent mobility for visually impairedpeople (for further information see LocalTransport Note 2/95 'The design ofpedestrian crossings', and TrafficAdvisory Leaflets 4/91 and 5/91 -see Reference documents section).

Partially sighted people are also assisted by astrong colour contrast at the kerb edge. Thiscan be achieved, for example, by painting ormarking the kerb edge white (Figure 1 page 14).

It is accepted that the installation of the blistersurface throughout a local area may take placeover a long period of time. It is, however,important that the phasing of the work doesnot confuse, and therefore endanger, visuallyimpaired pedestrians.

It is desirable, for reasons of consistency,to have the blister surface installed at allappropriate locations on an identifiedpedestrian route, especially busy routes.However, this should not preclude theinstallation of the surface whenever anindividual location is being constructedor refurbished.

It is vitally important that the removal of anyexisting kerb upstand at a recognised crossingpoint, is accompanied by the installation of theblister surface. If this is not done, regular usersof that route will have no indication that thekerb has been removed and may unknowinglyenter the carriageway.

It is equally important that wherever a crossingis decommissioned or relocated the blistersurface is removed.

1.4 Maintenance1.4.1 Condition of surface

It is important to monitor the conditionof the tactile surface and to plan forreplacement as part of maintenanceprogrammes.

The profile of the tactile surface,as described in 1.2, is crucial to itseffectiveness as a warning to visuallyimpaired people.

At 4.5mm (the lower tolerance) thesurface will still be effective. If theblisters fall below that height theeffectiveness of the surface willbe significantly reduced and willultimately become undetectable.Below 3mm the material is likelyto be virtually undetectable.

1.4.2 New Roads and Street WorksAct 1991

The New Roads and Street Works Act1991 requires the replacement of blistersurface when it is removed or disturbedin the course of opening the footway bythe party disturbing the surface. It isessential that any reinstatement of thesurface conforms with the advice inthis document.

Where possible notice should begiven to local visual impairmentgroups where, during road works, thetactile surface may give a misleadingmessage. For example, if a pelicancrossing is switched off, the tactilesurface layout will still be indicatinga controlled crossing.

18

1.5 Layouts1.5.1 Controlled crossings

At controlled crossings the pedestrian isable to establish priority over vehiculartraffic. For the purposes of this advicethe following crossing types aredescribed as controlled:

Zebras.

Pelicans.

Puffins.

Toucans.

Traffic signals junctions withpedestrian phases.

1.5.1.1 Colour

The red blister surface should beused at controlled crossings only.This will further assist partially sightedpeople to distinguish the presence of acontrolled crossing point. It may alsobe of benefit to sighted pedestriansand may emphasise the presence ofa crossing to vehicle drivers.

It is best to avoid using any other redmaterial in the vicinity of a controlledcrossing. Where this is unavoidableit will be necessary to provide acontrasting border around the blistersurface contrasting in colour and tone.A border 150mm wide should providesufficient contrast. Where there areconservation considerations analternative colour for the tactile surfacemay be appropriate (see 1.5.6).


be laid to a depth of 1200mm. At allother controlled crossings a depth of800mm should be provided (Figure 3page 20)This will ensure that visually impairedpedestrians pick up the surface.

The back edge (of the section oftactile surface which extends acrossthe dropped kerb) should be at rightangles to the direction of crossing(Figure 3 page 20). This may notnecessarily be parallel to the kerb.Some visually impaired people canuse the back edge of the tactile surfaceto align themselves correctly in thedirection of crossing. Some may usethe direction of the rows of blistersto provide that guidance.

Where the back edge is not parallelto the kerb, and as a result the depthof the tactile surface varies, it shouldbe no less than 800mm at any point(Figure 4 page 21).

At controlled crossings only, a stemof the surface, 1200mm wide, shouldextend from the flush dropped kerb tothe back of the footway and preferablyback to the building line where that ispossible. (Figure 3 page 20).The stem will be encountered byvisually impaired people walkingalong the footway and can be followedto the controlled crossing point. It isrecognised that in some cases thiscould result in a very long stem. Ifthis is considered undesirable, localauthorities should consult withlocal visually impaired people andrehabilitation officers (or mobilityofficers) to establish whether a shorterstem is acceptable. In most cases a5m long stem should be sufficient.

The stem should extend back fromthe tactile paving adjacent to the pushbutton control box or the zebra pole,forming an 'L' arrangement (Figure 3page 20).

19


Where the dropped kerb at thecontrolled crossing is in the directline of travel, eg. at crossing pointson junctions, the tactile surface should


"L" pattern tactile surface arrangement for use atZebras, Pelicans and other signalised crossings

1) Not to scale.2) Crossing shown is a pelican.3) Further advice on the design of controlled crossings is given in Local Transport Note 2/95,

"The design of pedestrian crossings".

20


21

Guardrailing -

Guardrailing

Notes: 1) Not to scale.2) Crossing shown is a controlled crossing.

Figure 4: Layout of blister surface at controlled crossing where the back edge of the tactile is notparallel to the kerb


button box or pole which should beadjacent to the right hand side of thecrossing area. Positioning the controlbox on the right hand side is useful forguide dog users who will generally beworking their guide dog on their lefthand side.

In one-way streets, and onstaggered crossings, where the trafficis approaching from the left, then thestem should lead down to a push buttonon the right hand side, but a secondpush button should be provided onthe left hand side.

The stem should be installed so that itis in line with the direction of travelacross the road (Figures 3 and 4 pages20 and 21).The orientation of the stem may beused by some visually impaired peopleto align themselves properly beforecrossing the road.

Further advice about the general designand layout of controlled crossings canbe found in Local Transport Note 2/95,'The design of pedestrian crossings',(see Reference section). Additionally,Chapter 5 of this document covers thespecific layout of a controlled crossing,including a Toucan, in the vicinity ofa shared use facility.

1.5.1.3 Overlapping crossings

Where two controlled crossings arein close proximity, it is possible thatthe two stems may intersect.

If the crossings are at a junctionof a main road and a side road, thestem leading to the main road crossingshould always extend from the flushkerb across the entire footway, whilstthe stem leading to the side roadcrossing should only extend fromthe flush kerb to the point where

it intersects with the other stem.(Figure 5 page 23)

If two crossings are so close that theadvice in this document will result inan extremely complex tactile surfaceconfiguration, advice should besought from the Department ofthe Environment, Transport andthe Regions Mobility Unit or theRNIB/GDBA Joint Mobility Unit(see Contacts section).

1.5.1.4 Private forecourts

In cases where the building lineis on a private forecourt that canbe accessed by pedestrians, localauthorities should, where appropriate,seek the agreement of the landownerto extend the stem of tactile surfaceback across that private forecourt.

1.5.1.5 Pedestrian refuges and other largerpedestrian islands

Where pedestrian refuges form partof the crossing, the layout on therefuge will vary according to thespace available and any other featureswhich are located on it. Advice onthis detail is contained in 1.5.3.

It is important, however, thatthe blister surface is not installedon splitter islands where it is notgenerally intended that pedestriansshould stop.

1.5.2 Uncontrolled crossings

At uncontrolled crossings thepedestrian does not have priorityover vehicular traffic and must makea decision about whether it is safe tocross. For the purposes of this advicethe following locations are describedas uncontrolled crossings:

side road crossings;

22


23•



busy crossovers (vehicle crossings);

crossings away from junctions;

kerb to kerb flat top road humps;

signal controlled junctions withoutpedestrian phases (traffic lights),including those where studsindicating a pedestrian crossingplace are provided.

It is recognised that installation ofthe tactile surface may not be possibleat all locations in the short term. Inprioritising sites for treatment, highwayauthorities should consult local groupsof visually impaired people andrehabilitation officers (or mobilityofficers) (see Introduction - roleof consultation).

1.5.2.1 Colour

The blister surface should be buffor any colour (other than red)which provides a contrast withthe surrounding footway surface.The contrast in colour will assistpartially sighted people to identify thepresence of tactile paving and hencebe warned of the presence of a flushdropped kerb. In no circumstancesshould the red tactile surface be used atuncontrolled crossings. Red is strictlyfor controlled crossings only. To avoidconfusion it is also advisable not to useany other red footway material in thevicinity of an uncontrolled crossing.

is to compensate for the absenceof a kerb upstand.

The back edge of the tactile surfaceshould be at right angles to thedirection of crossing. This may notnecessarily be parallel to the kerb.Some visually impaired people usethe back edge of the tactile surfaceto align themselves correctly in thedirection of crossing.

1.5.2.3 Inset (indented) uncontrolled crossings

Where possible, crossings at sideroads should be inset into the sideroad approximately one metre beyondthe radius kerb. The tactile surfaceshould be installed across the fulllength of the dropped kerb to adepth of 400mm (Figure 6 page 25).There are several advantages withindenting a dropped kerb into a side road:

the raised radius kerb whichremains provides positive guidancefor drivers turning through thejunction, so minimising the risk ofvehicles overrunning the footway;

a straight section of kerb,approximately lm long, can beprovided immediately before thetaper/dropper kerb, enabling visuallyimpaired people to align themselvesproperly in order to cross the road;

if the flush dropped kerb is not inthe direct line of travel, visuallyimpaired pedestrians will notgenerally encounter it, preferringinstead to cross on the first straightsection of kerb. Even if they doencounter it they are likely todo so at an acute angle. In thesecircumstances a 400mm depth oftactile surface is all that is required.This layout ensures that the tactilesurface can also be easily avoidedby people with painful conditionssuch as arthritis.


The blister surface should beinstalled the full width of theflush dropped kerb. The depth ofthe surface will depend upon whetherthe flush dropped kerb is in the lineof pedestrian travel (see 1.5.2.3and 1.5.2.4).The purpose of the tactile surface

24


25

Figure 6: (Indented) uncontrolled crossing point at a side road

'Dropped kerb'road marking


1000

400Taper kerb(s)

Dropped kerb(s)

Taper kerb(s)


Dropping the radius section of thekerb will create difficulties for visuallyimpaired people and wheelchair usersand should be avoided.A flush radius kerb may lead visuallyimpaired pedestrians into the path oftraffic and may bring other vulnerablepedestrians, particularly wheelchairusers, too close to passing traffic.

Road markings to Diagram 1026.1(Traffic Signs Regulations andGeneral Directions -TSRGD)should be applied near insetuncontrolled crossing points toprevent them being blocked byparked cars.

It is recognised that it is not alwayspossible or desirable to provide insetcrossing points. The main limitationsoccur where:

there is insufficient footway widthin the side street to provide themanoeuvring space needed for aramped approach to a dropped kerb;

pedestrians crossing at such pointswould not be visible to approachingdrivers;

the dropped kerb is likely to beblocked by parked cars; or

the inset crossing is too remotefrom the pedestrian desire line.

In these instances a crossing point inthe line of travel will be necessary.

1.5.2.4 In-line uncontrolled crossings

The tactile surface should be installedto a depth of 1200mm across the fullwidth of the flush dropped kerb(Figure 7 page 27)The area of tactile surface needs to besufficient to provide the necessarywarning to a visually impairedpedestrian proceeding at a normalwalking pace. At no point across theflush dropped kerb should the depthof the surface be less than 1200mm.

1.5.2.5 Acute angled junctions

The basic rule is that dropped kerbson either side of a road should bedirectly opposite each other tominimise the crossing distance(Figure 8 page 28).On acute angled junctions this will, ofcourse, result in a significant deviationto one of the dropped kerbs. However,it is considered that this arrangementmeets the needs of all concerned:visually impaired people have astraightforward tactile surface layout;and wheelchair users benefit from asmaller area of tactile surface and ashorter crossing distance.

1.5.2.6 Crossing away from a junction

Visually impaired people will notgenerally use a crossing away from ajunction and would prefer, wherepossible, to be directed to a controlledcrossing by the appropriate tactilesurface. At crossings away fromjunctions, therefore, a flush droppedkerb should be provided and the tactilesurface should be installed to a depthof 800mm (Figure 9 page 29). In mostcases a clear pathway is then providedaround the surface for people withpainful conditions such as arthritis.Before installing a flush dropped kerband tactile surface at an uncontrolledcrossing point away from a junction, itis important to consider whether theparticular site is the most suitable forvulnerable road users, particularlyvisually impaired people and wheelchairusers. If there is a controlled crossing inclose proximity to the site, then it maybe preferable not to provide a crossingaway from a junction with a flushdropped kerb and tactile surface. Localconsultation will establish whetherthat approach is acceptable. However,facilities for both wheelchair users andvisually impaired people should beprovided at the controlled crossing.

26


27

Rear offootway

Figure 7: Layout of blister surface at in-line uncontrolled crossing point

Taper/Dropperkerb(s)

Droppedkerb(s)

Taper/Dropperkerb(s)

1200



28

_ Crossing places mustbe directly opposite


Figure 8: Layout of blister surface at (indented) uncontrolled crossing at acute angled junction


29•

Figure 9: Uncontrolled crossing away from junction

Rear of footway

800

800

Rear of footway

Notes; 1) Not to scale.2) All dimensions in millimetres.3) Width of tactile will depend on the width of the crossing.


1.5.2.7 Pedestrian refuges

Where pedestrian refuges form part ofthe crossing, the layout on the refugewill vary according to the width of therefuge and any other features whichare located on it. Advice on this detailis contained in 1.5.3.

If the refuge is not intended as an areafor pedestrians to wait, as in the caseof splitter islands, then the tactilesurface should not be installed.

1.5.3 Pedestrian refuges and other largerpedestrian islands

The layouts described in this sectionapply equally to controlled anduncontrolled crossings. As previouslyindicated, however, the colour of thematerial will depend on whether thecrossing is controlled or uncontrolled(see 1.5.1 and 1.5.2 for definitions).

Where the refuges/islands are inconservation areas some relaxationof the colour requirements mayapply (see 1.5.6).

1.5.3.1 Standard pedestrian refuge

Where the refuge is less than 2mdepth - the surface should be laidacross the full width, set back behindthe kerb or 150mm from the edge ofthe carriageway (where the refuge isat carriageway level) on both sides(Figure 10 page 30).

Where the refuge is two metresor more in depth, two rows of thetactile surface 800mm deep shouldbe provided. Each row should be setback behind the kerb or 150mm fromthe edge of the carriageway (wherethe refuge is at carriageway level)on both sides (Figure 11 page 31).

30

Lessthan

2000mm


150mmorkerb width

Figure 10: Layout of blister surface on standard refuge less than 2m wide


1.5.3.2 Staggered pedestrian island 1.5.3.3 Triangular pedestrian islands

Where guard rails are provided onislands at staggered crossings, thetactile surface needs to be installedto a depth of 800mm only, behindthe kerb or set back 150mm fromthe edge of the carriageway on bothsides (Figure 12 page 32).The guard rails can be used by visuallyimpaired people to guide them to thecrossing point.

It is important that the signal poleswith push button boxes are installedin line with the guard railing andclose to the edge of the blister pavingto enable visually impaired people tolocate easily the push buttons.Other furniture should be positionedsuch that it does not create an obstaclefor pedestrians.

The blister surface should be installedacross the full width of each droppedkerb to a depth of 800mm, set backbehind the kerb or 150mm from thecarriageway on all sides (Figure 13page 33).

Pedestrians should be kept away fromthe corners of the triangular island bythe use of a kerbing edge surface orguard railing (Figure 13 page 33).

It is important too that the needs ofwheelchair users are considered in thedesign of triangular islands. A level areashould be provided in the centre of theisland to allow wheelchair users tomove between crossings.

Greaterthan

2000mm


150mmorkerb width

800mm

800mm

31

Figure 11: Layout of blister surface on standard refuge greater than 2m wide


Push buttoncontrol box

Guardrail •800mm

150mm

Notes: 1) Not to scale.2) Traffic signals omitted for clarity.

32

Figure 12: Layout of blister surface on a staggered pedestrian island


Illuminous bollard

Angled to avoidthe post

Post

800mm

150mm

Guardrailor

Kerbing edge

Figure 13: Location of blister surface on a triangular pedestrian island

Notes: 1) Not to scale.2) Traffic signals omitted for clarity.

33


1.5.4 Vehicle crossovers and vehicleaccesses


At all vehicle crossovers a minimum25mm upstand should be providedbetween the carriageway and thevehicle crossover. There should beno upstand where the footway crossesthe vehicle crossover (Figure 14page 34).Providing the 25mm upstand shouldensure that visually impaired peopledo not venture into the carriageway asthey make their way across. Ensuringthat there is no upstand across thevehicle crossover should ensure thatwheelchair users have unimpededaccess along the footway.

Where the vehicle crossover surface isbeing replaced with another surface, itis helpful if the replacement surface

provides a contrast in colour and tone.For example, replacing light colouredpaving slabs with darker block paviors.This will be helpful to partially sightedpeople who are regular users of the areato distinguish between the crossoverand the adjacent footway.

1.5.4.2 Vehicle crossovers with high traffic flows

Where the traffic flow is sufficientlyhigh, a vehicle crossover or vehicleaccess should be treated as anuncontrolled crossing at a side roadand the tactile surface should beinstalled appropriately (See 1.5.2.3).Local authorities will have to exercisetheir own judgement, in consultationwith interested parties, when assessingtraffic flows, but vehicle crossovers andvehicle access to the following facilitiesare examples where the tactile surfacewould be justified:

petrol station or commercial garage;

Figure 14: Vehicle crossovers and vehicle accesses

Footway

Kerb Carriageway

Crossover

Unimpeded access forwheelchair users.No upstand

Upstand > 2 5 m m

Upstand > 25mm

CarriagewayVehicle crossover


34


shopping parade, supermarket, etc.;

medical centre or hospital;

public car park or pub car park.

1.5.4.3 Vehicle crossovers to residential property

The tactile surface should notgenerally be applied on vehiclecrossovers to residential property.The blister surface will only benecessary where there is a high volumeof traffic, for example, at the entranceto a block of flats (see 1.5.4.2).

1.5.5 Traffic calming


Where the carriageway has beenraised to the level of the footway thetactile surface should be installed onthe footway. The treatment will bethe same as for an uncontrolled orcontrolled crossing depending on

the facilities to be providedon the raised area.Where an extensive area of thecarriageway has been raised thenit will not be appropriate to installthe tactile surface along the fulllength. In those circumstances thetactile surface should be limited tothe 'crossing' area (Figure 15 page 35),and the remaining raised carriagewayeither side of the tactile surfaceshould maintain a level differencewith the footway of at least25mm high or have a continuousphysical barrier, for example,planters, railings.

1.5.5.2 Side road entry treatments

Where side road entry treatmentsprovide an uncontrolled crossingfacility they should be treated asfor an in-line uncontrolled crossing(Figure 16 page 36).

35

Notes: 1) Not to scale.2) Illustration is an uncontrolled crossing

Guardrailing orkerb upstand

Flush section


Figure 16: Layout of blister paving at a side road junction where the side road carriageway has beenraised to the level of a footway

1200mm

Notes: 1) Not to scole.2) Layout shown is an uncontrolled crossing.

1.5.5.3 Entire junction treatments

Where the carriageway has been raisedto the level of the footway around anentire junction, it is essential thatvisually impaired pedestrians arekept away from the radius by the useof continuous physical barriers, forexample, guard railings (Figure 17page 38).

1.5.6 Conservation areas

1.5.6.1 Colour

Where the blister surface isprovided at crossing points inconservation areas or in the vicinityof a listed building, some relaxationof the colour requirements maybe acceptable.In these limited circumstances only,the tactile surface may be provided ina colour which is in keeping with thesurrounding material. This relaxationdoes not extend to the use of red atuncontrolled crossing points. Before any

36


decision is taken by the local authority,discussions should take place with localgroups of visually impaired people andrehabilitation (or mobility) officers andthe local conservation officer.Further advice is given in "TrafficMeasures in Historic Towns", whichis produced by the Civic Trust and theEnglish Historic Towns Forum (seeReference document section).

1.5.7 Inspection covers

1.5.7.1 Blister surface inlays

Local authorities should encourageutilities, where possible, to providecovers which can be converted totake a blister surface inlay.The layout of blister surfaces can bedisrupted by inspection covers, creatinglayouts which are confusing for visuallyimpaired pedestrians and are generallyunsightly (Figure 18 page 39).

1.5.8 Partially pedestrianised areas

Avoid creating hazards for visuallyimpaired people.For example, ensuring an upstand isretained (no less than 25mm high) atthe edge of long continuous sectionsof footways in partially pedestrianisedareas and using different surface coloursto differentiate between the footwayand carriageway should provide theessential warning required by visuallyimpaired pedestrians. The kerb atdesignated crossing points should,however, be flush and the appropriateblister surface layout should beprovided. This avoids extensive useof the blister surface which wouldadd to the costs of such schemes andwould make the area confusing and,therefore, potentially unsafe forvisually impaired people.

37


38

Figure 17: Layout of blister surface at a junction where the entire carriageway has been raised to thelevel of the footway


Figure 18: Inspection cover that has been inlaid with blister surface so as not to disrupt thedesired layout

Carrlageway -Kerb

Notes: 1) Not to scale.2) Illustration is an uncontrolled crossing

39

CHAPTER 2

Corduroy Hazard Warning SurfaceThis chapter should be read in conjunctionwith the advice in the Introduction.

2.1 Purpose

The purpose of the corduroy surface isto warn visually impaired people of thepresence of specific hazards: steps, levelcrossings or the approach to on-street lightrapid transit (LRT) platforms. It is alsoused where a footway joins a shared route(see Chapter 5). It conveys the message'hazard, proceed with caution'.

2.2 DefinitionThe profile of the corduroy surfacecomprises rounded bars runningtransversely across the direction ofpedestrian travel. The bars are 6mm(± 0.5mm) high, 20mm wide and spaced50mm from the centre of one bar to thecentre of the next (Figure 19 page 41).

It is recommended that the surface be ina contrasting colour to the surroundingarea so as to assist partially sighted people.It should not be red which is restricted tothe blister surface at controlled crossings(see 1.5.1).

The surface can be provided in anymaterial suitable for pedestrian routes.

2.3 Application

The corduroy surface can be used for anysituation (except at pedestrian crossingpoints - see Chapter 1) where visuallyimpaired people need to be warned ofa hazard and advised to proceed withcaution, for example:

40

the top and bottom of steps;

the foot of a ramp to an on-street lightrapid transit (LRT) platform, but notat any other ramps;

a level crossing;

where people could inadvertently walkdirectly on to a platform at a railwaystation; and

where a footway/footpath joins ashared route (see Chapter 5).

The surface must not be used to warnof obstacles, for example, cycle stands,where people should be advised not toproceed. Cycle stands come in a rangeof designs, but those with two verticaluprights can be made less of a hazardif they are designed with a tapping railbetween the two uprights at a heightof 150-200mm above the ground.

The surface is not recommended on raisedbus stops.


It is important to monitor the conditionof the tactile surface and to plan forreplacement as part of maintenanceprogrammes. The profile of the tactilesurface, as described in 2.2, is crucial toits effectiveness as a warning to visuallyimpaired people.

At 5.5mm (the lower tolerance) thesurface will still be effective. If the barsfall below that height the effectivenessof the surface will be reduced and willultimately be undetectable.


Figure 19: Profile and plan of corduroy hazard warning surface

400

400

50 20

Raised ribs

6+0.5 15

133

200

Alternative module sizeNotes: 1) Not to scale.

2) All dimensions in millimetres.3) The raised ribs may be rounded

at the edge of the tile or slab.

41


2.4.2 New Roads and Street Works Act1991

The New Roads and Street WorksAct 1991 requires the replacement ofthe corduroy surface when it is removedor disturbed in the course of openingthe footway by the party disturbingthe surface. It is essential that anyreinstatement of the surface conformswith the advice in this document.

2.5 Layout2.5.1 General layout

The surface should be laid so that thebars run transversely across thedirection of pedestrian travel.

2.5.2 Steps (Figure 20 page 44)

The corduroy surface should extendacross the full width of the stairs atboth the top and bottom of the flight.

Where possible, the surface shouldstart 400mm from the first nosing.If the surface is installed closer to thesteps, people may not have enough timeto adjust their walking speed.

If the steps are in the direct line ofpedestrian travel the surface shouldbe laid to a depth of 800mm.

If a pedestrian would have to make aconscious turn to encounter them,then a depth of 400mm is acceptable.

Since it is generally intended as anadditional warning, there is no needto install the surface to a depth ofmore than 800mm.

The surface should extend at least400mm beyond the width of the stepson either side.This allows for people approaching thesteps at an angle. However, the surface

42

should not extend across any adjacentfacilities, for example a ramp or lift.

A continuous handrail acting as aguide across intermediate landingswill inform the user that the series ofsteps continues, and so obviates theneed for the surface to be installed.This avoids the use of excessiveamounts of the surface. However,the surface should be installed if thestaircase can be accessed via a landing.

Where ramped access is providedimmediately adjacent to steps thencare should be taken to ensure thatthe access for wheelchair users isunimpeded (Figure 21A&B page 45).

2.5.3 Ramps to light rapid transit (LRT)platforms (Figure 22 oaee 46).

The surface should be installedacross the full width of the rampat the bottom only.

The corduroy surface should be laid400mm from the bottom of the rampand to a depth of 800mm.

2.5.4 Level crossings (Figure 23 page 47).

The corduroy surface should extendacross the full width of the footway,or for 1200mm if there is no footway.

The corduroy surface should start400mm from the barrier or fromthe projected line of the barrier onthe open side.

If the corduroy surface is installedcloser, people may not have enoughtime to adjust their walking speed.

At level crossings with barriers onboth sides, the corduroy surfaceshould be laid to a depth of 400mm.

At level crossings with barriers on oneside only, the corduroy surface should


Notes: 1) Not to scale.2) All dimensions in millimetres.3) Depth may be reduced to 400mm where a pedestrian would have to make a conscious turn

to encounter the flight of stairs.

43

Figure 20: Layout of corduroy hazard warning surface at the top & bottom of a flight of stairs


Figure 21: Layout of corduroy hazard warning surface where ramp access is immediately adjacentto steps


44


Edge ofplatform

On-street platformedge warning surface

Ramp toraised platform

400

800

Roils


45


Figure 23: Layout of corduroy hazard warning surface at level crossing


46


be installed to a depth of 400mm onthe side with the barrier and 800mmon the side without a barrier.

At level crossings with no barriers, thesurface should be installed to a depthof 800mm on both sides.

The additional depth of tactile in thelatter two cases is to ensure that visuallyimpaired people have sufficientunderfoot warning where there is nobarrier in place to halt their progress.

2.5.5 Entrance to platform area in anunprotected rail station

The corduroy surface should be laidacross the full width of the pedestrianentrance.

The corduroy surface should beinstalled to a depth of 800mm.In some railway stations it is possible forvisually impaired people to walkunknowingly onto a platform area fromthe street.

2.5.6 Shared facilities

The corduroy surface should also beused where a footpath or footway joinsa segregated shared route for cyclist'sand pedestrians on the cyclist's side(see Chapter 5, section 5.5.2.1).

47

CHAPTER 3

Platform Edge (Off-Street)Warning SurfaceThis chapter should be read in conjunctionwith the advice in the Introduction.

3.1 Purpose

The purpose of this surface is to warnvisually impaired people of the edge ofall off-street railway platforms.

3.2 DefinitionThe profile of the platform edge (offstreet)warning surface consists of offset rows offlat-topped domes 5mm (±0.5mm) high,spaced 66.5mm apart from the centre ofone dome to the centre of the next (Figure24 page 49). The surface is different tothe blister surface used to warn of theabsence of a kerb upstand at pedestriancrossing points (see Chapter 1).

The surface can be any colour other thanred, but should provide a good contrast withthe surrounding area to assist partiallysighted people.

3.3 ApplicationThe platform edge warning surface isrecommended for use at all off-streetrail platforms including:

heavy rail platforms;off-street light rapid transit (LRT)platforms; andunderground platforms.

It should not be used at on-street LRTplatforms where the lozenge shaped

48

platform edge warning surface shouldbe used (see Chapter 4 ).



At 4.5mm (the lower tolerance) thesurface will still be effective. If the flattopped domes fall below that heightthe effectiveness of the surface willbe reduced and it will ultimately beundetectable.

3.5 LayoutThe platform edge (off-street) warningsurface should be laid immediatelybehind the platform edge copingstone (Figure 25 page 50).

In most cases this will be between 600mmand 700mm back from the platform edge,but in some circumstances this may be aslittle as 500mm. It should never be less thanthat because people may not have enoughtime to stop walking once they havedetected the tactile surface.

Platform Edge (Off-Street) Warning Surface

Figure 24: Profile and plan of platform edge (off-street) warning surface

400

Front

Directionof travel

Directionof travel

400

Back66.5 22.5 15 5+0.5

200

133

Notes: 1) Not to scale.2) All dimensions in millimetres. Alternative module size

49


The surface should be installed to a depthof 400mm along the entire length of theplatform.

This depth has been found to be sufficientin this environment.

The surface should never be laid at rightangles to the platform edge to mark theend of the platform.

Where the platform ends or slopes downto the track, the surface should stop at thispoint and some other method employedto prevent people walking beyond thedesignated passenger area.

The edge of the platform should stillbe marked with a white line.

This will assist partially sighted people.

50

Figure 25: Layout of platform edge (off-street) warning surface

White line -

500-700

400

Coping stone

Platform edge


CHAPTER 4

Platform Edge (On-Street)Warning SurfaceThis chapter should be read in conjunctionwith the advice in the Introduction.

4.1 Purpose

The purpose of the platform edge(on-street) warning surface is to warnvisually impaired people that they areapproaching the edge of an on-streetlight rapid transit (LRT) platform.

With the introduction of on-street LRTplatforms, it is now possible for pedestriansto encounter a platform whilst walkingalong a footway.

4.2 DefinitionThe profile of the platform edge(on-street) warning surface comprisesrows of 'lozenge' shapes. The lozengeshapes are 6mm (± 0.5mm) high andhave rounded edges in order not to bea trip hazard (Figure 26 page 52).

This surface was developed because ofthe risk that the blister shape platformedge (off-street) warning surface (seeChapter 3) could be confused in the streetenvironment with the blister surface used toindicate the absence of a kerb upstand.

The surface is normally buff coloured butcan be any colour, other than red, whichcontrasts with the surrounding surface.This will assist partially sighted people.

4.3 Application

The lozenge surface is recommended foruse at all on-street LRT platform edges.It should not be used at off-streetplatforms where the flat topped domeplatform edge (off-street) warning surfaceshould be used (see Chapter 3).

The surface is not recommended for useat raised bus stops.



At 5.5mm (the lower tolerance) thesurface will still be effective. If lozengesfall below that height the effectivenessof the surface will be reduced and itwill ultimately be undetectable.


The New Roads and Street Works Act1991 requires the replacement of theplatform edge (on street) warningsurface when it is removed or disturbedin the course of opening the footway bythe party disturbing the surface. It isessential that any reinstatement of the

51


400

Front

150 50

53

15

25_ 120

400

83

25

Back15

6+0.5

200

133

Alternative module sizeNotes: 1) Not to scale.2) All dimensions in millimetres.

52

Platform Edge (On-Street) Warning Surface

surface conforms with the advice in thisdocument.

4.5 LayoutThe lozenge surface should be laidimmediately behind the platform copingstone (Figure 27 page 53).This should not be closer than 500mmfrom the platform edge, because people maynot have enough time to stop walking oncethey have detected the tactile surface.

The surface should be installed to a depthof 400mm along the entire length of theplatform, and should extend down anyapproach ramps.This depth has been found to be sufficientin this environment.

The corduroy warning surface should beused to indicate ramped approaches toon-street platforms (see Chapter 2).

Figure 27: Layout of platform edge (on street) warning surface

53

White line -

500-700

400


- Coping stone

- Platform edge

CHAPTER 5

Segregated Shared Cycle Track/FootwaySurface and Central Delineator StripThis chapter should be read in conjunctionwith the advice in the Introduction.

Segregation of pedestrians and cyclistsby providing for cyclists on the carriagewayor the segregation of the footway and cycletrack by a level difference, should be theaim of highway authorities, particularlyin new developments. This will not onlyassist visually impaired people, but willalso be helpful to other vulnerablepedestrians such as those with impairedhearing and those with walking difficulties.Where it is not possible to achievesegregation by any of those meansthe advice in this chapter shouldbe followed.

5.2 DefinitionThe profile of the tactile surface comprisesa series of raised, flat-topped bars, each5mm (±0.5mm) high, 30mm wide, andspaced 70mm apart (Figure 28 page 55).

The central delineator strip is 12-20mmhigh, 150mm wide with sloping sides anda flat top of 50mm (Figure 28 page 55).The material should have a white finish.This is prescribed in the Traffic SignsRegulations and General Directions- TSRGD (Diagram 1049.1) with aconstruction tolerance of ±6mm for anyvertical upstand below the trapezoidalprofile (see Figure 33 page 62). Recentresearch has confirmed the importance ofensuring the profile conforms to TSRGDto be fully effective and has highlightedthe increased value of a 20mm profile tovisually impaired pedestrians (Table 1).

5.1 PurposeThe purpose of the tactile surface usedin conjunction with a segregated sharedcycle track/footway is to advise visuallyimpaired people of the correct side toenter.

The purpose of the central delineator stripis to help visually impaired pedestrianskeep to the pedestrian side.

The central delineator is normallyinstalled along the length of the routedividing the pedestrian from the cyclistside. It is essential that the profile of thedelineator is to the precise specificationset out in 5.2 and in Figure 28.

Table 1

12mm 20mm

% of visually impaired peopleable to keep to one side of the 78 96

delineator strip

% of cyclists rating profileas "unsafe" when cycling 5 7alongside the delineator strip

5.3 ApplicationThe tactile surface and central delineatorstrip should be used on any segregatedshared route where the designatedpedestrian side is not physically separated

54

trevorc

Segregated Shared Cycle Track/Footway Surface and Central Delineator Strip

Figure 28: Profile and plan of segregated shared cycle track/footway surface and central delineator strip

"Ladder" pattern on thefootway or footpath

"Tramline" pattern on thecycle track

2400

Raisedline

20mmdrainage gap

50

12 min20 max

150

Cross section of raised line

0-6 max

400

35 30 70

5+0.530 70

Cross section of tramline


133

200

Alternative module size

55•

400


from the designated cyclist side, forexample by a difference in level.

5.4 Maintenance5.4.1 Condition of the surface


At 4.5mm (the lower tolerance)the surface will still be performing.If the bars fall below that height thedetectability of the surface will bereduced and will ultimately beundetectable.

For the delineator to be detectedreliably it should not be less than12mm while retaining the preciseprofile shown in Figure 28.


The New Roads and Street Works Act1991 requires the replacement of thesurface when it is removed or disturbedin the course of opening the footway.It is essential that any reinstatementof the surface conforms with theadvice in this document.

5.5 Layout5.5.1 General layout

The tactile surface should be laid atthe beginning and end of the sharedsegregated route, at regular intervalsalong the route and at any junctionswith other pedestrian or cyclist routes.This lets people know they are enteringor leaving the route.

In general, the surface should extendacross the full width of the footwayand cycle track and should extend toa depth of 2400mm. For the repeaterstrips, however, only 800mm depthof surface is required.

On the pedestrian side, the surfaceshould be installed with the barsrunning transversely across thedirection of travel (Figure 29page 57).

On the cyclist side, the surfaceshould be laid with the bars runningin the direction of travel (Figure 29page 57).This arrangement was chosen because itwas felt the rumble effect created by thetransverse pattern would deter cyclistsfrom entering on the pedestrian side.

The central delineator strip shouldrun the entire length of the route,creating a "kerb" between thedesignated pedestrian side and thedesignated cyclist side.A painted white line is not adequatefor this purpose as it will not bedetected by visually impairedpedestrians.

A cycle symbol marking should beprovided on the appropriate side at allentry /exit points and any junctionswith footways or other shared routes.This will inform cyclists and sightedpedestrians of the designated sides.

The use of colour and texturecan also assist blind and partiallysighted people.Using different coloured surfacesand different materials, eg. bitumenand concrete, on the different sidesof the route can provide a usefuladditional cue.

56


Figure 29: Layout of segregated shared cycle track/footway surface and central delineator strip

Raised centraldelineator strip


57


5.5.2 Junctions

5.5.2.1 Junction where a footway joins a sharedroute

On the pedestrian side:

The tactile surface should be installedfor 2400mm on both the pedestrianand cyclist sides on either side of thejunction (See Figure 30A page 59).

The central delineator strip shouldcontinue across the junction.This will act as a guide to keep visuallyimpaired people on the pedestrian side.

On the cyclist side:

The tactile surface should be installedon both the pedestrian and cyclistsides for 2400mm on both sides ofthe junction (see Figure 30B page 59).

The central delineator strip shouldnot continue across the junction.

In addition, to warn visually impairedpeople that they are stepping on tothe cyclist side, the corduroy surface(see Chapter 2) should be installedacross the footway/footpath to adepth of 800mm where it joinsthe shared route.

5.5.2.2 Junction where a cycle track joins ashared route

On the cyclist side:

It is not necessary to install the tactilesurface.

The central delineator shouldcontinue across the junction(Figure 31A page 60).This is because there is no break in thepedestrian side and pedestrians do notneed to be informed that there is ajunction with a cycle track.

58

On the pedestrian side:

The tactile surface should be installedfor a depth of 2400mm on either side ofthe junction.

The central delineator should notcontinue across the junction (Figure31Bpage60).

5.5.2.3 Junction where a shared route joinsanother shared route

The tactile surface should be installedfor 2400mm on both the pedestrianand cyclist sides of both routes andon either side of the junction(Figure 32 page 61).

The central delineator should notcontinue, in either direction, throughthe junction (Figure 32 page 61).

5.5.2.4 Vehicular access route across a sharedroute - an uncontrolled crossing

Where a carriageway, such as a sideroad, crosses the shared route, tactilesurfaces should be provided, as inFigure 33 page 62, to indicate thestart/end of the route. At the flushdropped kerb it will be necessary toprovide the blister surface to a depthof 1200mm, and this should be laidacross the full width of the crossingpoint. The tactile surface should belocated about 1200mm from theblister surface.

If the tactile surface advising of thestart/end of the segregated path is onlyinstalled on the cyclists' side, visuallyimpaired pedestrians will not be awarethey are about to leave the footway.The tactile surface needs to be installedon the cyclists' side to ensure thatpeople re-enter the route on thepedestrian side once they have crossedthe road.


Figure 30: Layout at a junction where a footway or footpath joins a shared route on the pedestrian sideand on the cyclist side

Footpath

Pedestrianpath

Centraldelineator

Cycle track

2400 2400

Corduroy

Tactilearea

Footpath

800Centraldelineator

Cycle track

Pedestrianpath

2400240C


59


Figure 31: Layout at a junction where a cycle track joins a shared route on the cyclist side and on thepedestrian side

Cycle track

Centraldelineator

Cycle track

Pedestrianpath

Cycle track

"Start" and "End"tactile area

Pedestrianpath

Cycle track

2400 2400


60


Figure 32: Layout at a junction where a shared route joins another shared route

Cycle track Pedestrianpath

2400

Centraldelineator

Pedestrianpath

2400 2400


61


62

Figure 33: Layout of a junction between a shared route and a carriageway - uncontrolled crossing

2400

1200

1200

Flush dropped kerb

(see Chapter 1)

Flush dropped kerb

(see Chapter 1)

"Start" and "End'tactile area

_ Centraldelineator



5.5.2.5 Vehicular access route across a sharedroute - a controlled crossing

A similar approach is also requiredwhere a controlled crossing is providedat the start/end of the route. Thedetail is shown in Figure 34 page 64.

To avoid conflict between cyclists andpedestrians it will be helpful if the "L"leads down from the end of thepedestrian side of the shared route. Insome cases this may require theinstallation of an additional pedestrianpush button box adjacent to thepedestrian path. At Toucan crossingstwo pedestrian push button boxes willalways be required.

5.5.2.6 Controlled crossings along a sharedroute

Where a controlled crossing is situatedon a shared route the blister tactileshould be installed to indicate thepresence of a dropped kerb (seesection 1.4.1). The stem shouldextend back from the flush droppedkerb to the rear of the pedestrian path(Figure 35 (A) and (B) page 65). Thecycle track/footway surface shouldalso be installed to a depth of 2400mmat the start/end of the shared route.

The delineator strip should notcontinue across the route only wherethe cyclists' side is closest to thecarriageway, or where the crossing isa Toucan.

63


Figure 34: Layout at side road junctions - controlled crossings

400

2400

1200

1200

(see Chapter 1)

Flush dropped kerb

Flush dropped kerb.

(see Chapter 1)

"Start" and "End"tactile area

Centraldelineator

Notes: 1) Not to scale.2) All dimensions in millimetres.3) Additional control boxes provided on cyclist side on Toucan crossing.

64


Figure 35: Layout at controlled crossings along a shared route

2400 1200

Central

1200 2400 delineator

Pedestrianpath

2400 1200 1200 2400

Pedestrianpath

Centraldelineator

Notes: 1 Not to scale.2 All dimensions in millimetres.3 Additional control boxes provided on cyclist side on Toucan crossing.4 If the crossing in B was a Toucan then the delineator should end at the edge of the

tramlines.

65.

Amenity Surfaces

PREVIOUS PAGE IS BLANK

AMENITY SURFACES

CHAPTER 6

Guidance Path SurfaceThis chapter should be read in conjunctionwith the advice in the Introduction.

6.1 PurposeThe purpose of the guidance path surfaceis to guide visually impaired people alonga route when the traditional cues, suchas a property line or kerb edge, are notavailable. It can also be used to guidepeople around obstacles, for examplestreet furniture in a pedestrianised area.The surface has been designed so thatpeople can be guided along the routeeither by walking on the tactile surface orby maintaining contact with a long cane.

To maximise its effectiveness the surfaceshould be used sparingly and only afterlocal consultation with relevant localgroups.

6.3 ApplicationThe guidance path is recommended foruse in the following circumstances:

where the traditional guidance given bya standard footway between the propertyline and carriageway does not exist (forexample, in a pedestrian precinct);

where pedestrians need to be guidedaround obstacles (for example, in apedestrian precinct): although careshould be taken in siting street furnitureto ensure that such problems are notcreated;

where a number of visually impairedpeople need to find a specific location;and

in transport terminals to guide peoplebetween facilities.

6.2 DefinitionThe profile of the guidance path surfacecomprises a series of raised, flat-toppedbars running in the direction of pedestriantravel. The bars are 5.5mm (±0.5mm)high, 35mm wide and are spaced 45mmapart (Figure 36 page 70).

It is recommended that the guidancepath be in a contrasting colour to thesurrounding area so as to assist partiallysighted people. It should not be redwhich is restricted to the blister surfaceat controlled crossings (see 1.5.1).

Before installing a guidance path, it isrecommended that local authorities consultlocal visual impairment groups representingvisually impaired people with regard to theroute they would like the path to follow.This will ensure that the surface is usedto best effect.

69


Figure 36: Profile and plan of guidance path surface

400

Front

400

22.5 45 35 22.5

10

5+0.5 Back

160

200

Alternative module sizeNotes; 1) Not to scale.

2) All dimensions in millimetres.

70


Guidance Path Surface

It is important to monitor the conditionof the tactile surface and to plan forreplacement as part of maintenanceprogrammes. The profile of the tactilesurface, as described in 6.2, is crucialto its effectiveness to visuallyimpaired people.

At 5mm (the lower tolerance) thesurface will still be effective. If the barsfall below that height the effectivenessof the surface will be reduced and itwill ultimately be undetectable.


The New Roads and Street Works Act1991 requires the replacement of theguidance surface when it is removedor disturbed in the course of openingthe footway by the party disturbingthe surface. It is essential that anyreinstatement of the surface conformswith the advice in this document.

6.5 LayoutThe exact layout of the guidance pathwill be site specific, but general advice isprovided below.


The surface should be installed withthe bars running in the direction ofpedestrian travel.

The surface should be 800mm wide.If the path is laid to a width less thanthis, people may find it difficult tomaintain contact with it.

The path should be kept as straightas possible.People are more likely to lose contactwith the surface at bends or junctions.

The path should be laid so that ittakes people along a safe andunobstructed route.

Generally, there should be anunobstructed space of at least 800mmon either side of the path.This is needed to avoid people walkinginto obstacles if they stray off the path.It also allows space for a guide dog andprovides a clear pathway for anyonewho finds the surface uncomfortable.

In busy shopping centres, a minimumwidth of 2000mm unobstructed spaceshould be provided between the pathand the property line.

This will reduce the likelihood ofthe guidance path being obstructedby other pedestrians, shop displays etc,and again, will provide a clear pathwayaway from the surface for those whomay find it uncomfortable.

In planning the route care shouldbe taken to avoid, wherever possible,inspection covers and street furniturewhich would interrupt the path.

6.5.2 Bends and junctions

Where a right angle turn in theguidance path is necessary, thesurface should be installed so thatthe bars run transversely acrossthe direction of pedestrian travel for1200mm (or as long as possible up toa maximum of 1200mm) before thebend in both directions (Figure 37page 73).This will provide pedestrians walkingtowards the bend with advance warningthat they are approaching a changein direction.

71


Sharp bends should be avoided as theymake it difficult to maintain contactwith the path.

Where a bend, other than a right angleturn, is necessary, the surface shouldbe installed with the bars running inthe direction of travel, and should beturned slightly to accommodate thebend (Figure 38 page 74).

Where a junction is necessary togive the pedestrian a choice ofroutes, the guidance path surface

should be installed with the barsrunning transversely for 1200mm(or as long as possible up to amaximum of 1200mm) beforethe intersection (Figure 39 page 75).At crossroads the surface in thecentral area of the junction shouldbe orientated in the direction of themost heavily trafficked route.

People walking along the surface willbe warned by the change in orientationof the surface that a change in directionis possible.

...72


Figure 37: Layout of guidance path surface at a right angle turn

1200 - In this area slabs may be mitred ifaesthetically desirable, but It Is notnecessary to do so.

1200


73


Figure 38: Layout of guidance path surface at a turn other than a right angle


74


Figure 39: Layout of guidance path surface at a T junction and at a cross roads

1200

12 00

800

Orientation of slabs in theshared area should be dictatedby the most heavily traffickedroute. The tactile paving on themore lightly trafficked routeshould be installed so that thebars run transversely across thepedestrian travel for 1200mmbefore the shared area.


75

•

CHAPTER 7

Information Surface

This chapter should be read in conjunctionwith the advice in the Introduction.

7.1 PurposeThe purpose of the information surfaceis to help people locate amenities, forexample, a telephone box or a ticketoffice. It will be helpful to visuallyimpaired people who are regular usersof a particular area and will becomefamiliar with the type of amenityindicated.

To maximise its effectiveness the surfaceshould be used sparingly and only afterlocal consultation with relevant localgroups.

7.2 DefinitionThe information surface does not havea raised profile but is detectable becauseit feels slightly softer underfoot thanconventional paving materials. Thesurface should have a matt finishand be slip resistant.

The information surface should benon-bituminous and based on a neoprenerubber or similar elastomeric compound.It should be available in a variety of coloursas the use of a contrasting colour and toneto the surrounding footway is recommendedso as to assist partially sighted people.

7.3 ApplicationThe surface can be used to draw attentionto any amenity, such as:

telephone kiosk;

post-box;

tactile or talking information board;

entrances to civic amenities, resourcecentres etc.;

ATMs (Automated Teller Machines,for example cash dispensers);

toilets;

waiting room; or

ticket office.

Local visual impairment groups should beconsulted prior to installation to determinewhich amenities they wish the surfaceto indicate.


Monitoring of the information surfaceto ensure that it does not become pittedand uneven is essential to avoid thesurface becoming a tripping hazardfor pedestrians.

76

Information Surface


The New Roads and Street Works Act1991 requires the replacement of theinformation surface when it is removedor disturbed in the course of openingthe footway by the party disturbing thesurface. It is essential that anyreinstatement of the surface conformswith the advice in this document..

7.5 LayoutThe exact layout of the information surfacewill be site specific, but general advice isprovided below.

The information surface materialshould be level with the surroundingfootway. This is to avoid causing a triphazard.

A space of 400mm maximum shouldexist between the amenity and thestart of the surface to allow peopletime to adjust their walking speed.

Where the amenity is to one side ofa footway, the surface should extendfrom the amenity to at least the centreof the footway (Figure 40 page 78).This will ensure it is detected by mostvisually impaired pedestrians.

The surface should extend across thefull width of the amenity or for800mm, whichever is greater, exceptwhere the amenity is an entrance orwindow (eg. for a ticket office) whenthe surface must not extend beyondthe width of the amenity.

Where the path of pedestrian travel isnot defined, for example in apedestrian precinct, the surface shouldbe laid across the width of the amenityand to a depth of between 400 and800mm.

77


Figure 40: Layout of information surface

In a precinct

telephonekiosk

Up to 400 max

800 max

800

orto the width of the amenity, whichever is greater

On a footwayAutomated

tellermachine

Centre line

orto the width of the amenity, whichever is greater

800

Up to 400 max


78

Kerb

Glossary

The following descriptions relate to how these terms are used in the context of these guidelines:

Visually impaired people People who are blind, deafblind, or partially sighted or have

a severe vision loss

Kerb upstand Vertical upstand >25mm

Tactile paving Profiled paving surface providing guidance or warning to visually

impaired people

Controlled crossings Pelican, zebra, puffin and toucan crossings and traffic signalledjunctions with pedestrian phases.

Uncontrolled crossings Pedestrian crossing points where there is no level differencebetween the footway and the carriageway. Typically across sideroads, or at locations away from junctions.

Designated crossing point A pedestrian crossing point, controlled or uncontrolled, providedby the highway authority.

Side road crossing An uncontrolled crossing across the mouth of a side road at itsintersection with another road.

Signal controlled junctions These are uncontrolled crossings for the purposes of this guidance.without pedestrian phases,including those wherestuds indicating apedestrian crossing placeare provided.

Traffic calming Influencing the characteristics of a road by physical measures inorder to reduce and control vehicle speeds to a level commensuratewith the activities taking place on that road.

Side road entry treatment An area of carriageway on a side road and the adjacent footway thatis relaid to emphasise the area of the carriageway where pedestriansshould be crossing and to encourage motorists to recognise thepriority pedestrians have when crossing the side road.

79


Inset crossing Refers to a pedestrian crossing point, controlled or uncontrolled,which is located around a corner, at least one metre beyond theradius.

In-line crossing Refers to a pedestrian crossing point, controlled or uncontrolled,which is located in the direct line of travel of pedestrians movingalong a footway.

Vehicle crossovers/vehicle Vehicle accesses intersecting a footway and providing access tocrossings residential and other facilities.

Busy crossovers/vehicle Vehicle accesses to facilities such as petrol stations, shoppingcrossings centres, car parks, etc. associated with med/high traffic flows.

Light rapid transit systems A system of public passenger transport which runs on a dedicated(LRT) track or on street and includes monorails and people movers.

80

Contacts

Mobility UnitDepartment of the Environment, Transportand the RegionsZone 1/11Great Minster House76 Marsham StreetLondon SW1P4DR

Tel. 0171-890 6100Minicom. 0171-890 6100Fax. 0171-890 [email protected]

Advice on the use of tactile surfaces.

Traffic Director for LondonCollege HouseGreat Peter StreetLondonSW1P3LN

Tel. 0171-233 0061Fax. 0171-976 8640E-mail, [email protected]

Advice on the design of side road entrytreatments on priority (red) routes in London.

RNIB/GDBA Joint Mobility UnitRoyal National Institute for the Blind224 Great Portland StreetLondon WIN 6AA

Tel. 0171-387 2233Fax. 0171-387 7109

Advice on the use of tactile surfaces, themobility of visually impaired people and theself-instructional training pack. Details oflocal visual impairment groups.

81

Reference documents

LTN 2/95 "THE DESIGN OFPEDESTRIAN CROSSINGS"(Available from The Stationery Office -formerly HMSO - price £8.00)

CIVIC TRUST "TRAFFIC MEASURESIN HISTORIC TOWNS"(Available from The Civic Trust, 17 CarltonHouse Terrace, London SW1Y 5AW)

TRAFFIC ADVISORY LEAFLET 4/91,"AUDIBLE AND TACTILE SIGNALS ATPELICAN CROSSINGS"(Available from Charging and Local TransportDivision, Department of the Environment,Transport and the Regions, 76 Marsham Street,London SW1P 4DR)

TRAFFIC ADVISORY LEAFLET 5/91,"AUDIBLE AND TACTILE SIGNALS ATSIGNAL CONTROLLED JUNCTIONS"(Available from Charging and Local TransportDivision, Department of the Environment,Transport and the Regions, 76 Marsham Street,London SW1P 4DR)

82