STREETSCAPE GUIDANCE

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HOME INTRODUCTION PART A A vision for London’s streets PART B From strategy to delivery PART C New measures for new challenges PART D Balancing priorities PART F Appendix PART E Physical design and materials SECTION 6 Introduction SECTION 7 High quality footways SECTION 8 Carriageways SECTION 9 Crossings SECTION 10 Kerbside activity SECTION 11 Footway amenities SECTION 12 Safety and functionality SECTION 13 Street environment SECTION 14 Transport interchanges Streetscape Guidance Protected junction temporary trial Portland, USA A ‘protected intersection’ designed to eliminate cycle-car conflicts Key functions [Part E – Physical design and materials] Carriageways 120 Additional information British Standards: BS 594987:2010 Asphalt for roads and other paved areas BS EN 13108: Bituminous mixtures. Material specifications (BSI, 2010) Transport for London: London Cycling Design Standards, 2014 Opportunity Right turns at junctions can put cyclists into conflict with motor vehicles. A redesigned junction can remove this conflict. Benefits This reinterpretation of a Dutch cycle-friendly junction provides a phased and safe way to make a right turn. The introduction of kerbs within the junction reduces the crossing distance and offers a refuge to cyclists while they wait to complete their turn. Implementation Junctions that avoid merging cyclists and drivers have proven safer for both. This is a trial aimed at making junctions more comfortable for cyclists to use. Cycle friendly junctions take many forms and need to be adapted to their context. The image shows a trial example of a cycle friendly junction in Portland, Oregon, USA (Image courtesy of Nick Falbo) Applying in London This Dutch inspired concept is being studied to determine its suitability for the London context. The hope is that the design will provide an increased sense and level of safety and comfort for cyclists, especially at busy junctions. At the moment this is a concept design which will require further design development and trialling prior to implementation.
HOME INTRODUCTION PART A A vision for London’s streets PART B From strategy to delivery PART C New measures for new challenges PART D Balancing priorities PART F Appendix PART E Physical design and materials SECTION 6 Introduction SECTION 7 High quality footways SECTION 8 Carriageways SECTION 9 Crossings SECTION 10 Kerbside activity SECTION 11 Footway amenities SECTION 12 Safety and functionality SECTION 13 Street environment SECTION 14 Transport interchanges Streetscape Guidance [Part E – Physical design and materials] Carriageways 121 Figure 116: Bus lane and advisory cycle lane on Westminster Bridge 8.5 Bus lanes Bus lanes are provided on many red routes to increase journey time reliability for certain types of vehicles and encourage the use of sustainable transport modes. They are usually located at the kerbside to serve bus stops. However, they can also be located in the centre or offside of the lane. Other bus priority features on the carriageway can also include bus gates and access to bus station. Other vehicles that may be permitted in bus lanes during designated times include coaches, taxis, motorcycles and cycles. In some limited locations, heavy goods vehicles may also use the bus lane and this will be indicated accordingly. Design considerations In determining the feasibility of implementing a bus lane within the existing built environment, consideration should be given to: • The volume of potential bus users • The carriageway width • The overall capacity of the carriageway • The proximity of street trees to the carriageway • Delays to buses and impacts on general traffic Start and end points of bus lanes When determining the precise position of the start and end points of bus lanes, coordination of regulatory signs with other street furniture should be considered. Minor bus lane amendments may involve moving the start and finish by a few metres to enable existing street furniture to be used to locate regulatory signing, and minimise clutter. Any amendment to a bus lane requires a Traffic Regulation Order (TRO). Designing for cyclists There should be a general presumption that cycles are allowed to use bus lanes, however there are exceptions. For further information on bus lanes and cycling please see LCDS. Road markings and signage Signs and markings are a powerful way of representing legally enforceable bus lanes. Their format and use are controlled by the DfT, and they are disseminated via TSRGD, Traffic Signs Manual and TfL’s Red Route Signing Manual. Design teams should consider how to minimise the physical and visual impact by avoiding the unnecessary introduction of additional signposts.
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