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] Kerbside activity 188 Signage The number and size of signs used should seek to minimise clutter while ensuring an appropriate level and size of signs are provided as prescribed by TSRGD. Signs showing tariffs should not be visually dominant and fixed to other items of existing street furniture, such as lamp columns, or mounted on adjacent buildings subject to necessary consents. Parking bays, single line controls and Blue Badge restrictions must be signed with clear communication of operating times and restrictions. Within controlled parking zones, waiting and loading signs only need to be erected where yellow line controls differ from the hours of operation for the parking zone. Enforcement Paid parking is excluded from the red route controls and is enforced by the local authority. Residential parking zones may extend on to parts of the TLRN and are enforced by the local authority. Additional information Legislation: Traffic Signs Regulations and General Directions (TSRGD) 10.5 Electric vehicle charging points Vision and purpose Using an electric vehicle (EV) has many environmental and financial benefits. To encourage EV take-up, charging points for both motorcycles and vehicles need to be widespread. The majority of these are located at workplaces or in residential car parks. We are at the forefront of encouraging a network of publicly accessible EV charge points. TLRN Most of London’s public highway EV charging points are located on borough roads, where they have to conform to the local authority’s streetscape guidance. Figure 191: Electric vehicle charging point 10.6 Bus stop environments Bus stops Bus stops are an integral part of the streetscape and should be recognised as gateways to the wider public realm, not just a location where buses stop. The provision of bus stops across the network should be consistent. Designers should consider the important role that bus stops play as the ‘shop window’ for our services and a key part of the journey experience for passengers. Refer to our Accessible Bus Stop Design Guidance (2015) for comprehensive advice. Figure 192: A bus waiting at a bus stop
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] Kerbside activity 189 Location The location of bus stops should be based on operational considerations, policy and consultation, addressing passenger convenience, pedestrian and traffic safety, and bus service frequency, such as the following: • Any new or amended bus stop and shelter layout must seek to design out crime, according to section 17 of the Crime and Disorder Act • Generally stops should be provided at intervals of between 300-400 metres • Where bus stop cycle by-pass lanes are planned or exist, specific attention must be paid to the width/adequacy of passenger waiting areas and safe walking routes to and from the bus stop • Stops should ideally be located close to health centres, places of worship, leisure centres, hospitals and retail areas • To comply with the duties under the Equality Act, a ramp should be able to be deployed on the kerb from the bus to enable wheelchair access. Further information is available in the Accessible Bus Stop Design Guidance • Consideration should be given to the impact of the bus stop on commercial and residential land uses. This may include inconvenience to adjacent property users. It also includes the visual impact on sensitive landscape and townscape locations and listed buildings • Cage lengths are an important factor in appropriately locating bus stops. Cage lengths are described in the Accessible Bus Stop Design Guidance • In some circumstances it may be appropriate to combine the bus stop flag with street lighting • Except on wider roads and dual carriageways, stops should be not be sited opposite each other. They should be staggered to allow traffic to pass comfortably and safely • Stops should be sited clear of central refuges. If located near a pedestrian crossing they should be positioned after the facility, so as to give a clear view of the crossing for oncoming vehicles • Where possible, stops should be sited back from the crest of hills and bridges, on the approach side. Stops should not be placed at or near sharp bends • Placing bus stops near shops which stay open late can help to provide natural surveillance for passengers waiting at the stop. However, it may also be advisable to move bus stops away from pubs, clubs, and off-licences to help reduce the risk of passengers becoming targets for harassment and other crimes Public realm • The bus stop, passenger shelter and surrounding footway should be well illuminated and maintained • Street clutter in the boarding/alighting zones should be avoided to allow full accessibility. Litter bins should be placed well clear of the boarding and alighting zones (refer to Bins) • Bus boarders are beneficial for reducing the amount of kerbside space needed for the bus stop • Please refer to ‘Kerbs’ for further information on kerbs at bus stops Bus boarder design For TLRN and borough roads subject to a 30mph speed limit or less, bus boarders should be considered at bus stops where: • Parked or loading vehicles cause operational problems for buses • Buses have difficulty rejoining the main traffic flow
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STREETSCAPE GUIDANCE

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