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 [Part E – Physical design and materials] Crossings 168 Grade-separated crossing design standards Minimum gradeseparated crossing 2,000mm width for pedestrian only use Optimum gradeseparated crossing width for shared use with cyclists Minimum subway height for pedestrian only use Recommended subway height for shared use with cyclists Optimum ramp gradient Optimum landing dimensions Maximum number of steps in a flight Corduroy paving Handrails Minimum 4,000mm effective width 2,300mm 2,300-3,000mm 1:20 1,200-1,800mm in depth 12 steps One row provided at the top and bottom of each flight of steps Provided on both sides of steps Central handrail required for widths greater than 3,000mm Melkwegbrug Purmerend, Netherlands Distinctive, attractive and practical crossing for pedestrians and cycles Key functions Opportunity Whether a bridge is needed to cross a river or a motorway, inspired designs act as icons within the community making it a place in its own right. Benefits The creation of the Melkwegbrug in Purmerend, Netherlands was such a project as it connected two communities and reinforced the identity of the area. Implementation This double bridge provides facilities for cyclists and pedestrians. The pedestrian arch rewards users with a panoramic view and the ‘z’ shaped bridge provides an accessible ramp for cyclists and wheelchair users. Applying in London New infrastructure in London should seek to enhance or reflect local context while acting as a beacon thereby making it a destination in its own right.
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 169 9.7 Subways Subways can provide high capacity pedestrian and cyclist crossing opportunities in relatively constrained urban environments where carriageway or architectural constraints limit other crossing options. They can, however, provide a low quality environment, lacking natural surveillance and forcing pedestrians to deviate from the surface. This can also cause difficulties for people with mobility impairments. These issues may result in people choosing to cross informally to avoid using the subway. Removal Opportunities to provide at-grade pedestrian crossing facilities to replace subways should be explored. Figure 165: Old Street subway entrance built in 1969 has been recently updated with brightly coloured graphic devices to aid in wayfinding Where at-grade crossings are implementable, subways should be closed for access (see TfL Surface Transport Panel note on Subways). This may open up new potential uses for the subway space, such as storage, or could enable the Figure 166: Bricklayers Arms roundabout subway closure in Southwark, before and after creation of additional useable space where the access ramps are infilled. New subways New subway crossings should only be implemented in exceptional circumstances where high pedestrian demand cannot be provided for with an at-grade facility. They need to be located as close as possible to existing pedestrian (and where appropriate, cyclist) desire lines and should be supported with a consistent wayfinding signage to support legibility. To accommodate cyclists, subways require direct sightlines and avoid sharp corners at their entrances and exits. Security • Lighting should be in accordance with BS 5489 (Code of practice for the design of road lighting) within the subway and on the approach, ramps and steps. Walls, floors and ceilings should be designed to reflect light • Vandal-resistant and sound deadening materials should be used within the subway to minimise echo • Tiling and artwork produced by the local community should be considered to deter vandalism • CCTV may be used to promote a sense of personal security, and mirrors should be provided to enhance visibility
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STREETSCAPE GUIDANCE

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