STREETSCAPE GUIDANCE

23.02.2016 Views
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 12.4. Barrier free footways Pedestrian guardrails Pedestrian guardrails are known to give the impression of vehicle dominance, clutter, reduce kerbside activity, increase maintenance and block major pedestrian desire lines. We have a presumption against the use of pedestrian guardrails in new schemes and are actively removing guardrails where evidence from a safety audit demonstrates they are not required. The Local Transport Note LTN 2/09 – Pedestrian Guardrailing (PGR) notes that, ‘there is no conclusive evidence that the inclusion of PGR at any type of pedestrian crossing or junction has any statistically significant effect on the safety record’. Designers are encouraged to look at our Guidance on the Assessment of Pedestrian Guardrail for additional advice. Guardrail removal Streetscape Guidance promotes the removal of existing guardrails where a proven safety requirement cannot be demonstrated. Road safety audits should be undertaken in any guardrail removal assessment to determine the safety implications. Partial removal of guardrails may be recommended to alleviate pedestrian pinch points. Guardrails on side roads adjacent to the TLRN may be located within the borough boundary, and so approval with the borough should be sought when requesting removal. A cycle parking audit should be undertaken before removal to ascertain if the guardrail is used for cycle parking. Sufficient replacement cycle parking stands should be included accordingly as part of the removal process. [Part E – Physical design and materials] Safety and functionality 258 Monitoring Periodic reviews should be undertaken to record any problems with guardrail removal, especially relating to collision numbers. This should be entered into the Traffic Accident Diary System (TADS) for long-term collision monitoring. Guardrail retention • The reinstatement of existing guardrails requires SDRG approval. Guardrails may be retained where a road safety audit confirms that pedestrian desire lines put pedestrians at risk, or on signalised pedestrian crossings. Please refer to the Guidance on the Assessment of Pedestrian Guardrail for additional advice. Figure 258: Junction of Lancaster Place and the Strand before and after guardrail removal Figure 257: Guardrailing often restricts free movement by non motorised users

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] Safety and functionality 259 New provision of guardrail We will not support the installation of new guardrails except where a road safety audit has demonstrated a clear need. SDRG approval must be sought for any new pedestrian guardrails. Any new guardrails must be black. Contact The programme of guardrail removal in TfL is led by our Outcomes Design Engineering team and supported by highways route managers. Please contact this team for additional information. Additional information Transport for London: Guidance on the Assessment of Pedestrian Guardrail, 2012 Department for Transport: Local Transport Note (LTN 2/09): Pedestrian Guardrailing, 2009 12.5. Barriers Vehicle restraint systems in the form of safety fences and barriers are installed on major arterial routes where vehicles travel at high speeds to contain vehicles on-carriageway and prevent collisions with oncoming traffic or roadside hazards. Safety should always be the primary factor in deciding whether to install restraint barriers; however, the design, scale and build of the barrier should also be carefully considered to minimise the detrimental visual impact this kind of infrastructure can have on the overall streetscape. Figure 259: Barrier provision is essential on certain roads across the network Location Designers should be conscious of streetscape considerations relating to the character of the road network and how road restraint systems create a visual and physical barrier between either side of the street. Designers should acknowledge pedestrian desire lines and aim to reduce unnecessary severance caused by barriers by implementing alternative means to complete their journey. Figure 260: The correct placement of barriers within the streetscape should be carefully considered

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introduction

guidance

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crossings

materials

footways

amenities

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carriageways

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