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] Safety and functionality 260 Design Many types of safety fences and barriers are available to provide containment of vehicles. These include tensioned and untensioned corrugated beams, open box beams and concrete safety barriers; concrete providing the most robust treatment. A safety expert should always be consulted to select an appropriate product and detail the placement to best meet the requirements for the road environment and the hazard. Safety fences and barriers are usually galvanised and should not be finished in black. Where a safety barrier is provided in a busy pedestrian setting, designers are encouraged to provide a treatment on the reverse face which conceals fixings and has a smooth textured finish. The placement of safety fences on grassed verges on higher speed roads should take account of the need to cut vegetation around the fence supports. It may be appropriate to incorporate a hard surfaced strip to remove the need to cut around the fence supports. Where equipment is located behind a barrier, adequate vehicle access must be provided to give a position behind the barrier to allow safe operation of a mobile elevating work platform (MEWP). Alternatively, consideration must be given to changing a fixed CCTV column to a trolley head column where only a car size vehicle is required for maintenance. Assessment process A Road Restraint Risk Assessment process should be conducted on all trunk roads with speeds of 50mph or more, as detailed in DMRB Volume 2, Section 2, Part 8: Requirement for Road Restraint Systems. The assessment is also required on trunk roads with lower speed limits, where a potential roadside hazard has been identified. The assessment process provides a framework to support designers in making the optimal site specific design decision on restraint requirements, while using a robust safety methodology. Additional information Department for Transport, Highways Agency: Design Manual for Roads and Bridges: Volume 2, Section 2, Part 4, TD19/85: Safety Fences and Barriers Design Manual for Roads and Bridges: Volume 2, Section 2, Part 8, TD19/06: Requirement for Road Restraint Systems Manual of Contract Documents for Highway Works, Volume 1, Series 400: Road Restraint Systems (Vehicle and Pedestrian) Manual for Streets (2007) British Standards: BS 7669-3: Guide to the installation, inspection and repair of safety fences 12.6. Utility cabinets Utility cabinets (including signal controller cabinets) are generally located above ground to minimise installation costs and provide convenient access for maintenance. We recognise the necessity for utility companies to have safe and efficient access to services; however, the proliferation of utility equipment within the street environment increases the visual impact on the streetscape and, if unchecked, can create additional unnecessary obstructions on the footway. Therefore, utility cabinets should be kept to a minimum. Figure 261: Utility boxes placed at the back of the footway
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 261 Location When utility companies seek to introduce a new cabinet on the road network, clear footway width must satisfy footway clear zones as described in Streetscape Guidance. Cabinets should preferably be located at the back of the footway, away from windows or walls where they could assist in unlawful entry into properties. Cabinets must not physically or visually obstruct loading bays, service access points or crossovers. Exceptionally, if a utility cabinet is to be installed adjacent to the kerb, it must be positioned within the furniture zone. Where a utility cabinet is to be located within a planted or grassed area, a minimum 500mm wide hard surface must be provided around the cabinet to allow for adequate access and to facilitate the maintenance of shrubs and grass. Where a cabinet cannot be located against the back of the footway, doors should open so that utility operatives face towards the carriageway or oncoming traffic Design • Utility companies should be encouraged to use cabinets of a consistent and simple design • The colour of the utility cabinet should be a black finish throughout London. Consideration may be given to the provision of non-standard finishes where there is an alternative palette of surrounding street furniture • Low-profile clear matt anti-graffiti finishes should be applied to facilitate the removal of graffiti and flyposters • In exceptional circumstances and upon approval from both the utility company and the SDRG, bespoke covers or finishes can be provided to reduce the visual impact of the utility cabinet 12.7. Feeder pillars Electrical feeder pillars are cabinets located within the highway boundary, designed to manage and distribute power to local electrical assets such as traffic equipment. Always consult an electrical engineer when locating and specifying a feeder pillar unit. For instance, where the nearest supply source is not readily accessible it may be necessary to install additional isolating pillars. Location Pillars should be located at the back of the footway, adjacent to a wall or fence, where the likelihood of damage from vehicular collision is reduced, but away from locations where they could assist in unlawful entry into properties. They should be positioned to avoid creating a trip hazard, obstructing private property, doorways, accesses, shop windows or footways. All pillars should be oriented so that the door is easily accessible for a maintenance engineer. The distance from a feeder pillar to the equipment it serves should generally not exceed 20 metres, due to electrical and fusing requirements. More than 20 metres can be used, but needs careful consideration by a suitably qualified electrical engineer.
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