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 Smart’s ‘For More Safety’ campaign Lisbon, Portugal Dancing red man keeps pedestrians safe Key functions Opportunity In Lisbon, a campaign by Smart entitled ‘For More Safety’ uses the red phase of a pedestrian signal to entertain people while they wait to cross a busy junction. Benefits The campaign is reported to have made 81 per cent more people stop at the junction. Implementation A video booth near the junction transmits live volunteers who dance to music of their choosing while feeding back reactions of people. Applying in London An entertaining pedestrian crossing such as this could be applied to one of London’s many busy central junctions. [Part E – Physical design and materials] Crossings 166 Additional information Statutory instruments: Traffic Signs Regulations and General Directions, 2002 and 2015 Department for Transport, Highways Agency: Design Manual for Roads and Bridges, Volume 8, Section 1, TA 84/06: Code of Practice for Traffic Control and Information Systems for All-Purpose Roads Department for Transport: Local Transport Note (LTN 1/98): The Installation of Traffic Signals and Associated Equipment Transport for London: Bus pre-signal assessment and design guidance – Bus Priority Team technical note BP1/05, July 2005 Bus priority at traffic signals keeps London’s buses moving – Selective Vehicle Detection (SVD), January 2006 Design Standards for Signal Schemes in London, 2011

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] Crossings 167 9.6 Grade-separated pedestrian crossings General principles Where other design approaches are not possible, grade-separated crossings can reduce the severance effect of major highways and other barriers. They need to be designed very carefully, to make them easy to use, direct, safe and attractive. They should always cater for people on foot and on cycles. Grade-separated crossings on the TLRN are most commonly found on high speed roads (40mph or greater) and at complex junctions. In London these often take the form of subways rather than Figure 163: This footbridge L01 crossing Ruckholt Road, becomes a landmark through use of bright colours and thoughtful design footbridges to minimise the visual intrusion on the street environment. Grade-separated crossings should only be considered in exceptional circumstances where high vehicle speeds and traffic capacity need to be maintained and where there is evidence that road safety risks would not support atgrade facilities. This should be prioritised where designated cycle routes meet a barrier in the form of a motorway or topographic constraint, such as a river, and the route needs to continue. Benefits • Provides the opportunity for improved connectivity between neighbourhoods severed by a high speed road network • Separated crossings are considered safer than at-grade facilities for high speed road types • Enables continuity for cycle and pedestrian routes • Does not impact on traffic capacity • Wide land bridges can provide additional amenity and green infrastructure value Constraints • Expensive to construct and maintain • Will only be used by pedestrians if it is situated appropriately on a desire line and does not require negotiating a large number of steps or ramps • Requires additional space for constructing a landing point and approach ramp • May pose a personal security risk if not well-lit or with adequate surveillance Figure 164: A footbridge in Queen Elizabeth Olympic Park in Stratford, London

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footway

introduction

guidance

streetscape

crossings

materials

footways

amenities

kerbside

carriageways

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