ISLINGTON chapter 3

3
STANDARD
FOOTWAY
MATERIALS
3.1
INTRODUCTION
3.2
DESIGN PRINCIPLES
3.3
HISTORIC SURFACES
3.4
PAVEMENT PROTECTION
3.5
PRINCIPAL FOOTWAY MATERIALS
3.6
CONCRETE FLAGSTONES
3.7
YORKSTONE
3.8
EXCEPTIONS
3.9
STANDARD ANCILLARY MATERIALS
3.10
TACTILE PAVING
3.11
REPAIR AND REINSTATEMENT
STANDARD FOOTWAY MATERIALS
3
STANDARD
FOOTWAY MATERIALS
3.1 INTRODUCTION
The quality of design and construction of footways sets the
context within which buildings and other spaces are viewed. The
standard of many streets in Islington has deteriorated. There are
three main reasons for this:
• the use of inappropriate footway materials
• inconsistency in the use of materials
• inadequate funding of some projects
The use of small element paving (principally Modular 400) has
damaged the character of many streets in the borough, in
common with other London streets, which had traditionally been
paved with large (900 x 600mm) rectangular units of natural stone
or concrete paving.
8
Inconsistency: The use of
too many materials contributes
to an untidy appearance
The scale of small element paving is visually inappropriate for
many principal streets. Because they cannot be easily cut to shape,
they often have to be used with block paving, resulting in an
inconsistent and untidy appearance.
The greater the number of materials on the pavement
• the more difficult it is to maintain
• the more difficult it is to reinstate
Islington Council will promote a limited range of materials which
can be applied consistently around the borough and which will
help achieve simplicity; simplicity in design, in construction, in the
maintenance of footways and in their reinstatement in the future.
Therefore, Islington Council proposes the following for its
footways:
• Materials
The principal footway materials used on Islington’s streets will
be limited to concrete flagstones or Yorkstone.
8
Modular and block paving
to be phased out
• Paving Sizes
Slab paving, whether it is natural stone or precast concrete,
should be of a standard size so that there can be a seamless
transition from one to another.
The modular 400x400mm and concrete block paving will be
phased out and only used for repairs to existing areas of that
type of paving.
3.1
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STANDARD FOOTWAY MATERIALS
3.2 DESIGN PRINCIPLES
In all highway improvement and environmental improvement
schemes, the following guidelines should be followed:
• design with simplicity, avoiding patterns in the floorscape for
their own sake. Selective embellishment in paving, (through
changes in colour and texture), should be restricted.
Embellishment should only be used to highlight significant
entrances; to define a context for important elements in the
streets, eg monuments or public art; denote ownerships ; or
impart interpretative information into the paving design;
• define and unify space, respecting the importance of existing
kerb lines in the Islington streets. Incorporate, if necessary, the
layout of gullies/channels into the paving design. Where
overrunning by vehicles is probable, surfaces should be
designed to withstand vehicle-loading (section 3.4 deals with
the various methods of pavement protection for this purpose).
Where possible shopfront thresholds should be paved in the
same material as the rest of the footway.
4
Unification of space
through consistent use of
single footway material.
(Goswell Road, Islington)
4
Simplifying the
palette of materials
will improve the
appearance of the
streetscape
Integrated design: Drainage gully seamlessly
incorporated in footway. (Glasgow)
Seamless integration:
Artificial stone paving laid
continuously with Yorkstone
(City Road, Islington)
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3.2
STANDARD FOOTWAY MATERIALS
3
STANDARD
FOOTWAY MATERIALS
3.3 HISTORIC SURFACES
The quality of the Islington streets comes partly from the historic
paving and its street furniture. The original paving is often highquality stone from British quarries and is difficult to match. Often
this stone has an attractive colour, and acquired character from
years of wear. It also often displays notable masonry skill in the
way it was laid.
Designs which are specific to a location help to create a unique
sense of place and should be preserved.
Therefore, retrieving historic surfaces should be given careful
consideration and they should be preserved in situ wherever
possible. This should apply to other historic features, such as
street furniture, bollards, railings, signs.
4
Traditional Yorkstone paving
Great care is required in saving and restoring old street features
and, if necessary, removing them for use elsewhere. For this
reason specialist contractors may be required.
Where necessary,
save - restore - relocate
4
3.3
Streetbook February 2005
Historic surface: Refurbished footways matching the old surface.
(Camden Passage, Islington)
STANDARD FOOTWAY MATERIALS
3.4 PAVEMENT PROTECTION
A major problem with laying large slabs of whatever material, is
the risk of vehicles mounting the pavements, and cracking them.
There are basically three means of prevention:
• provision of a high kerb to the carriageway
• structurally strengthening the footways
• installing bollards or other street furniture and/or a soft
landscaping strip
In order to keep street furniture to a minimum, every effort should
be taken to avoid the need for bollards. Generally, the first two
measures above should negate the need for bollards.
3.4 (a) Kerbs
Historic surfaces
should be preserved in
situ wherever possible.
4
When kerbs are retained a minimum of 100mm is required to
prevent vehicle overrun onto the footway. This will nevertheless
not deter the most determined offenders.
Where higher kerb faces are required (for example, for road
closures – see section 5.3), the existing kerb line may need to be
reset. This can only be done if the falls across the pavement can
be achieved without affecting pavement levels to private
thresholds. Alternatively the carriageway levels may need to be
planed down to reveal a greater face of kerb.
Every effort should
be taken to avoid the
use of bollards
HIGH KERB DETAIL, for pavement protection
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3.4
STANDARD FOOTWAY MATERIALS
3
STANDARD
FOOTWAY MATERIALS
3.4(b) Pavement Strengthening
PAVEMENT
STRENGTHENING DETAILS
(Strengthened areas shown hatched)
On footways which are vulnerable to vehicle overrun, pavements
will need to be strengthened. A width of 1.5 metres at the edge is
often the area most at risk.
Reinforcement should be done so that the appearance of the
strengthened paving is the same as the rest of the footway.
The first two rows of slabs against the kerb should be
strengthened where required without a change in the paving
courses or bond.
New products and technologies dealing with the issue of
pavement strengthening and protection need to be considered. For
example, there are currently experiments utilising fibre reinforced
paving. Pavement design, construction and installation are exactly
the same as for non-reinforced flags but with the advantage of no
additional handling or construction costs involved.
3.4(c) Bollards
Bollards are covered in more detail in Chapter 4, Street Furniture.
Before considering installing bollards for pavement protection,
consideration should always be given to the use of other street
furniture and/or the use of soft landscape.
3.4
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STANDARD FOOTWAY MATERIALS
TYPICAL FOOTWAY SECTIONS
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3.4
STANDARD FOOTWAY MATERIALS
3
STANDARD
FOOTWAY MATERIALS
3.5 PRINCIPAL FOOTWAY MATERIALS
There are two principal footway materials: concrete flagstones and
Yorkstone.
3.6 CONCRETE FLAGSTONES OR ARTIFICIAL STONE PAVINGS,
(ASP)
Concrete flagstones are factory produced and available in many
sizes, colours, shapes and thickness. Thicker slabs are available for
vehicular loaded pavements. They should be laid out in staggered
bonded patterns.
The most commonly used formats of concrete flagstones used in
Islington are 750x600mm and 600x600mm.
The range of large, precast concrete flagstone (based on a uniform
600mm width and standard slab sizes) also includes 450x600mm
and 900x600mm.
Depths of paving may vary.
4
Simplicity: The use of
artificial stone paving,
(concrete), cut to shape.
Health and safety note: The method of laying of thick large unit
slabs should take account of the current CDM regulation and the
laying of flagstones will need to involve the appropriate equipment.
Appropriate Usage
Except where the context demands the use of Yorkstone, (refer to
3.7), concrete flagstones are the council’s preferred material. They
should be used in all residential streets and in commercial streets
unless the project in question is a short-term repair to an area with
modular 400 paving.
3.5
3.6
Streetbook February 2005
ARTIFICIAL STONE PAVING,
Staggered Bond Patterns:
• Easily cut and dressed to fit irregular edges.
• Scale and proportions relate well to building elevations and are
reminiscent of natural stone paving.
• Staggered bonding pattern is the characteristic appearance of
London pavements and therefore concrete flagstones can be
laid next to and continuous with Yorkstone paving.
• Combines well with granite kerb and setts.
• They can be reinforced and laid on deeper concrete base to
ensure long term stability and to avoid cracking. This is
generally necessary close to the kerb edge and other areas
vulnerable to vehicle incursion.
STANDARD FOOTWAY MATERIALS
Advantages of Concrete Flagstones
Disadvantages of Concrete Flagstones
• Cracks under heavy vehicle pressure without pavement
strengthening specification.
• Like all man-made materials, precast concrete stains, take on
dirt and fades with age.
Life Span
10-20 years life, for pedestrian traffic use, if laid well. No figures
are available for the use of thicker slabs on shared surface area.
Unit Prices (Prices January 2005)
For comparison only
Standard flagstones: approximately £16 m2
Reinforced flagstones: approximately £20 m2
Formation and Sub-Base
Concrete flagstones can be laid on either 50mm sand or 30mm
mortar bed on top of a sub-base. Slabs should be laid on a flexible
base (Type 1) for pedestrian areas. Where slabs have to withstand
vehicles, it is recommended that they be laid on either a dense
base macadam road-base or a concrete slab foundation.
Type 1 is a granular base to the Department for Transport’s (DfT)
specification. The material is from a certified source and contains
crushed stone, crushed slug, crushed concrete or non-plastic
shale.
Streetbook February 2005
3.6
STANDARD FOOTWAY MATERIALS
3
STANDARD
FOOTWAY MATERIALS
Specification and Workmanship Issues
In order to avoid differential settlement, slabs have to be very
carefully laid strictly in accordance to specification. Flags laid on
as rigid base should be laid on cement mortar bed. Within phased
projects consideration should be given to the fact that the relative
wear of materials will be much evident at the interface/ junction of
the different phases.
The principles for setting out should be specified, e.g. from an
important centre-line or interface.
8
Inconsistent use of footway
materials between public
footway and private forecourts
to be avoided if possible
Slabs can be successfully laid up to a building line and the council
should encourage the integration between public footway and
private forecourts to promote seamless design.
Maintenance Issues
The loading exerted by some street cleaning equipment or carrying
out other maintenance can break slabs in footways. The larger the
paving unit the more prone it will be to defected breakage.
Codes and Standards
Refer to Part 4 of BS 7533
Integration of footway
between public
4 footwaymaterials
and private forecourts
to be encouraged
3.6
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STANDARD FOOTWAY MATERIALS
3.7 YORKSTONE
Yorkstone paving is natural stone which has been quarried, cut
and dressed into paving slabs. It is a fine-grained, hard sandstone
and millstone. It is produced in a range of surface finishes and slab
sizes. It contains buff and grey colour bands.
Yorkstone and granite were the original paving materials on
Islington footways. In areas of historic sensitivity, Yorkstone
should be retained and existing patterns and detailing should be
replicated in any new paving specification.
Appropriate Usage
It should be used in streets of historic and civic importance. The
council will endeavour to retain all existing areas of Yorkstone
paving wherever it is reasonable.
New diamond sawn
Yorkstone paving.
4
A mixture of old and new.
Diamond sawn Yorkstone
abutting riven-finish footways.
(Finsbury Square, Islington)
4
Due to its exceptional weathering qualities (with the material
looking better as it ages) and its long life Yorkstone is an
appropriate material in historic and sensitive high-profile sites. It is
recommended that flagstones of traditional proportions are used.
Yorkstone is traditionally laid in random courses which allows a
range of stone sizes to be used.
There are variable lengths of 900mm, 750mm, 600mm, 450mm
and 300mm and a standard width of 600mm.
Choice of nominal thickness: 50mm and 75mm
In streets with narrow footways or with vehicle overrun problems,
400 x 200 x 75 slabs to be used.
Varieties used in Islington:
• Diamond sawn is the preferred finish for most locations.
• Flame textured or Riven should only be used if a scheme
adjoins an area of existing similar paving.
• Reclaimed Yorkstone should be used for patching repairs in
historic paved areas where the pieces can be individually and
very carefully selected.
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3.7
STANDARD FOOTWAY MATERIALS
3
STANDARD
FOOTWAY MATERIALS
Advantages
• Warm colour and tonal variation, improving with age
• Can be cut to size and dressed for specific situations
• As it can match the size of concrete flagstones it can be laid
adjacent to and continuous with the concrete
• Relatively maintenance-free
• Long lifespan
Disadvantages
• Unless strengthened with concrete base, liable to cracking
• Extremely good-quality workmanship needed in laying
Yorkstone
• Expensive at the beginning because of high purchase price
paving incorporating
4 Yorkstone
integrated inspection covers
Life Span
For city centre townscape surfaces, subject to service vehicle
access, the expected life-span is 60 years plus, if specified and laid
carefully to specification.
Unit Prices
For comparison only.
Yorkstone paving gauged width x 50mm x random lengths:
Approximately £120 m2 (prices January 2005)
Formation and Sub-base
Yorkstone should be mortar-bedded onto a concrete base
(possibly requiring reinforcement) or a dense bituminous
macadam (DBM) base. The depth and strength of the base
required will depend on the traffic loading envisaged, the depth of
slab specified and the unit size of the slabs.
Yorkstone should be laid on 50mm mortar bed, in accordance with
British Standard 7533, Part 4. Mortar joints of 8 to 10mm are
usually specified, but where tighter joints (5 to 6mm) are required
then these have to be gun applied.
3.7
Streetbook February 2005
STANDARD FOOTWAY MATERIALS
Some Specification and Workmanship Issues / Codes and
Standards
The following will be required when ordering Yorkstone:
• the supplier must be on the council’s list of approved suppliers
• a sample of 0.5 square metres demonstrating the manner of
dressing should be obtained first and agreed by the Principal
Engineer and a Conservation and Design Officer
• top and bottom surface shall be fine sawn or evenly tooled and
all the edges shall be perfectly squared from top to bottom
• invoices from the quarry supplier will be essential
• Specification:
Minimum density: 2500 kg/cubic metre
Maximum water absorption (24hr immersion): 2.4%
Oven dry relative density: 2410 – 2616 kg/ cubic metre
Minimum core compressive strength (corrected to H/D=2) 78N/
millimetres square
Minimum skid resistance (pendulum Value; wet surface) 78
Elegant Yorkstone paved streets
to match the architecture.
4
Above: City Road, Islington
Below: Newcastle upon Tyne
Laying requirements:
• no break joints less than 150mm on alternate courses and they
shall not be notched into each other
• joints between slabs should have a uniform 8 to 10mm joint or
if the specification is for close joints, the dimension is 5 to
6mm
• mortar used for pointing shall be 3 parts sand to 1 part
Portland cement and finished just below the surface with no
smearing of the slabs
• lime mortar for bedding stone paving should be composed of
a cement/lime/sand mix of 1:2:9 and should be free of lumps
Maintenance Issues
Due to the high cost of material, service ducting should be
considered in a strip and the method for removal of flags to
minimise damage should be identified from the outset.
On completion of a project, in order to prevent loss of jointing
material, high power jet or suction machines should not be used
for the first year.
Codes and Standards
Refer to Part 4 of BS 7533.
Streetbook February 2005
3.7
STANDARD FOOTWAY MATERIALS
3
FLAGSTONE PAVING
CUT TO SHAPE
STANDARD
FOOTWAY MATERIALS
FLAGSTONE PAVING (Concrete and Yorkstone) - Detail at corners
Around posts and bollards
Fanning
Around inspection
covers
3.7
Streetbook February 2005
FLAGSTONE PAVING
STANDARD FOOTWAY MATERIALS
FLAGSTONE PAVING (Concrete and Yorkstone) - Detail at corners
Laid on curves
Interlocking
Interlocking
Detail around tree pit
Abutting
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3.7
STANDARD FOOTWAY MATERIALS
3
STANDARD
FOOTWAY MATERIALS
3.8 FOOTWAY MATERIALS – EXCEPTIONS
While concrete flagstones and Yorkstone are the standard footway
materials being proposed, they cannot be used in every
circumstance.
3.8 (a) Black Top Surfaces
Concrete flagstones and Yorkstone may need to be substituted
with black top surfaces in the following circumstances:
• for short-term reinstatement purposes for example, utility
works, when a temporary making-good period is permitted
• for very narrow footways where the use of paving flags would
be impractical and untidy
• in locations where there is an exceptional water penetration
problem, eg above cellars
• where a thin surface finish is required
There are two main traditional surfaces used in Islington: mastic
asphalt and bituminous macadam. And a third material – bound
gravel – which is beginning to be popular in new schemes in
Islington and other London boroughs.
Mastic Asphalt
This is a very fine-grained, traditional, high durability paving
surface which tones down to a dark grey appearance. It was used
extensively in the past in Finsbury bordering the City.
Application: In narrow footways and around pavement lights
where other materials are not practicable. It looks good in
combination with granite kerbs.
Bituminous Macadam
A flexible paving material easier to lay than mastic. The finegrained 3mm bitmac is a satisfactory alternative to mastic and
weathers down top a grey appearance.
Application: like mastic, well suited to narrow irregular footways
and relates well to streets with a strong built character.
3.8
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STANDARD FOOTWAY MATERIALS
3.8 (b) Bound Gravel
Crushed bound gravel was once commonly used in London and is
an attractive surface finish. It is recommended that footway
wearing courses should be specified in accordance with BS 1446:
1973.
Where there are tree root issues, for example at Highbury New
Park, bound gravel could be an appropriate material.
3.8 (c) One Off Opportunities
Permeable bound gravel
detail at tree pit.
(Newcastle upon Tyne)
The above are the standards for the principal footway materials on
all Islington streets. There may occasionally be one-off
opportunities to include a non-standard material as part of a
redesign of a large public space / square. This is only permissible
in exceptional circumstances: for example, as part of a public art
installation.
In order to manage its future maintenance liability effectively, the
Council will also need to be satisfied about issues of future
upkeep, maintenance and accessibility of the non standard
material.
A limited palette of quality
materials, some non-standard.
(St. John Square, Islington)
ST. JOHN SQUARE, ISLINGTON
A competition winning design for a major square
Streetbook February 2005
3.8
STANDARD FOOTWAY MATERIALS
3
STANDARD
FOOTWAY MATERIALS
3.9 STANDARD ANCILLARY MATERIALS
In conjunction with the two main footway materials, precast
concrete slabs and Yorkstone, a range of small element materials
is required to fulfil a number of functions, such as:
•
•
•
•
4
Raised granite sett
carriageway finished to also
provide an even pedestrian
surface adjacent to riven-finish
Yorkstone footway
(Camden Passage, Islington)
to form vehicle crossovers across footways
in speed table ramps
to form edges to tree pits
raised part of pedestrian refuges / islands
Where small element materials are to be part of a pedestrian
environment, they must be chosen with care. The conservation
requirements should be balanced with pedestrian convenience and
the need for a flat even surface. All new setts should be fine picked
and close jointed. The only exception may be in historical
situations where there are existing open jointed setts.
3.9 (a) Granite Setts and Slabs
The borough contains a great deal of granite sett paving, which is
hard-wearing and durable if laid well, and is suitable for vehicle
carriageways, crossovers, runways or pub cellars and decorative
uses.
GRANITE SETTS
There are three varieties of setts used in Islington
The width of joints to be kept to a
minimum.
Bond patterns 3 types
• split setts: for use on carriageways and paving trims
• dressed setts: fine picked or flame textured can be used where
there is a pedestrians and vehicles both use a surface, such as
at crossovers
• flame textured setts: for shared vehicle and pedestrian areas
The dimension of setts used are 100x100x100mm and
200x100x100mm.
Granite slabs are only used in special circumstances where extra
pavement strength is required: for example, in front of pub cellars.
The dimension of slabs used are 900x600x80mm and
600x400x70mm
3.9
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STANDARD FOOTWAY MATERIALS
TYPICAL DIAGRAM OF GRANITE SETTS ON FOOTWAYS AND CARRIAGEWAYS
3.9
STANDARD FOOTWAY MATERIALS
3
Layout at toe crossings
STANDARD
FOOTWAY MATERIALS
Method of setting-out arcs
3.9 (b) Yorkstone Setts
Units to be used are 100x100x100mm.
They can be used to provide articulation and extra strength in
pedestrianisation schemes. They are also suitable to pave irregular
or difficult shapes in streetscape schemes.
3.9 (c) Artificial Stone Setts / Blocks
The setts / blocks are textured and artificially worn to imitate
natural stone. They are a cheaper alternative to granite sett paving
outside of conservation areas. For example, Marshall’s ‘Tegula’
reproduces the appearance of sandstone and granite setts.
4
Yorkstone setts adjacent to
Yorkstone paving
Artificial stone setts / blocks have a good load-spreading ability
due to the friction generated within the joints from fine brushed-in
sand, which transmits the load to adjacent paving and the
supporting layers below. They are therefore suitable for heavily
trafficked areas and shared surfaces.
Darker charcoal coloured blocks can be used in carriageways,
parking bays and shared surfaces to hide oil spills.
3.9 (d) Kerbstones
4
3.9
Charcoal colour artificial
stone setts can be used in
parking bays
Streetbook February 2005
Granite kerbstones – Traditional, natural kerbstone which can be
laid as with a wide or narrow top face. It is important to retain and
match the wide kerbs where they exist. Kerbs can be worked to
specific radii, but standard radii stock should be used normally to
avoid mistakes.
STANDARD FOOTWAY MATERIALS
3.10 TACTILE PAVING
The issue of ‘Access for All’ is at the core of this ‘streetbook’s’
philosophy and Islington Council is committed to providing tactile
paving aids in the footways of the borough, in accordance with the
Department for Transport (DfT) guidelines. These guidelines are
provided in the booklet, ‘Guidance on the Use of Tactile Paving
Surfaces (2003).’ Further guidance should be sought from DfT’s
‘Inclusive Mobility – A Guide to Best Practice on Access to
Pedestrian and Transport Infrastructure’ which can be accessed
from the council’s website in the Access and Inclusive Design
section.
There are four types of tactile paving:
• blister surface
• corduroy paving
• tactile guidance paving
• shared cycle track/footway surface and central delineator strip
All types of tactile paving need to be laid with the utmost attention
to detail so that it seamlessly integrates with the adjacent paving.
The purpose of blister surface tactile paving is to inform and warn
visually impaired and blind people of the location of highway
crossing points. It is laid in conjunction with dropped kerbs and
where the footway is at the same level as the carriageway.
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3.10
STANDARD FOOTWAY MATERIALS
3
STANDARD
FOOTWAY MATERIALS
3.10 (a) Blister Surface
The profile of the blister surface comprises rows of flat-topped
‘blisters’, approximately 5mm high, most commonly supplied in
400mm square concrete slabs.
Blister surface tactile paving is required following types of
locations:
surface paving for
4 Red blistercontrolled
crossings
• controlled crossings
At controlled crossings pedestrians takes priority over vehicular
traffic. They are laid out with a tail that extends to the back of the
footway to direct visually impaired pedestrians.
These occur at:
• zebra crossings
• pelicans
• puffins
• toucans
• traffic signal junctions with pedestrian phases
Colour: Red blister surface to be specified.
4
Buff blister surface paving
for uncontrolled crossings
• uncontrolled crossings
At uncontrolled crossings pedestrians do not have priority over
vehicular traffic and must take a decision about whether it is safe
to cross. They do not incorporate a tail.
These occur at:
• side road crossings
• busy crossovers (vehicle crossings)
• kerb-to-kerb flat-top road humps
• signal-controlled junctions without pedestrian phases (traffic
lights) including those where studs indicating a pedestrian
crossing places are provided
Colour: Buff blister surface to be specified.
• pedestrian refuges and islands
Blister paving conforms to the same colour standards at
pedestrian refuges and islands.
4
3.10
Blister paving at pedestrian
refuge controlled crossing
(Newington Green, Islington)
Streetbook February 2005
Colour: buff at uncontrolled junctions and red at controlled
junctions.
STANDARD FOOTWAY MATERIALS
3.10 (b) Corduroy Hazard Warning Surface
The profile of the corduroy surface comprises of rounded bars
(approximately 6mm high) running traversly across the direction
of pedestrian travel.
It is recommended that the surface is in a contrasting colour to
assist partially-sighted people and it should not be red.
Corduroy warning surfaces:
• are required at the top and bottom of steps
• may be used where a footway/footpath joins a shared route
4
Corduroy paving
(Upper Street, Islington)
It conveys the message: “hazard, proceed with caution”.
3.10 (c) Tactile Guidance Path
The profile of the ‘raised guidance path surface’ comprises a series
of raised, flat-topped bars running in the direction of pedestrian
travel.
It is used to provide a guide along a route where traditional cues
such, as building lines, street corners and notable landmarks are
not available.
Tactile guidance path
4
3.10 (d) Shared Cycle Track/Footway Surface and Central
Delineator Strip
The profile of this tactile surface comprises a series of raised, flattopped bars, each 5mm high x 30mm wide, and each spaced
70mm apart.
The purpose of the tactile surface used in conjunction with a
segregated shared cycle track/footway is to advise visuallyimpaired people of the correct side to enter. The central delineator
strip helps visually-impaired pedestrians keep to the pedestrian
side. On the pedestrian side, the raised flat-topped bars are laid
out at right angles (in ladder pattern) with the central delineator
strip. On the cycle track side the flat-topped bars are laid out in
parallel (in tramline pattern) with the central delineator strip.
Segregated shared cycle
track / pedestrian surface
and central delineator strip
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3.10
STANDARD FOOTWAY MATERIALS
3
STANDARD
FOOTWAY MATERIALS
3.11 REPAIR AND REINSTATEMENT
In order to maintain the quality of public realm, repair and
reinstatement have to be carried out to a high standard. Often
the main cause of poor pavement quality is associated with
disturbance or statutory works.
The new ‘Road and Streetworks Act (1992)’ require those statutory
undertaking work to reinstate paving and carriageways to match
existing materials. It is essential that maintenance and
reinstatement works are effectively controlled. All footway
materials should be reinstated to match the existing materials. The
Act also requires proper guarding of streetworks, whilst
maintaining access for pedestrians. Kerb ramps and guardrails for
temporary pedestrian routes on the carriageway are required.
The council is the highways authority responsible for the condition
and maintenance of all borough principal (or ‘A roads’) and local
roads. Transport for London (TfL) is responsible for the condition
and maintenance of the Transport for London Road Network
(TLRN). Consultation on footway materials and street furniture is
therefore necessary with TfL for those areas, usually junctions,
which adjoin the TLRN.
BOROUGH ROAD
NETWORK
3.11
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