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] Carriageways 122 Contact Advice on the design and layout of bus lanes should be sought from our buses team, please contact the streetscape manager to determine the appropriate contact by emailing: StreetscapeGuidance@tfl.gov.uk Figure 117: Waterloo Bridge Roundabout Authorisation Any changes to a bus lane length or location requires a Traffic Regulation Order from the relevant regulatory authority, in the case of the TLRN the authority would be TfL. The installation or removal of a bus lane also requires a TRO. Additional information Statutory instruments: Traffic Signs Regulations and General Directions (TSRGD) Department for Transport: Design Manual for Roads and Bridges Local Transport Note 1/97: Keeping Buses Moving Traffic Signs Manual, Chapter 3: Regulatory Signs Traffic Signs Manual, Chapter 5: Road Markings
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 8.6 Median strips/central reservations Median strips have traditionally been used on high speed arterial routes to separate traffic flows and provide safety and operational benefits on the approach to junctions. These centrally located islands, usually consisting of a raised kerb edge and paved surface, are also found on numerous inner city roads with four lanes or more. The use of median strips within urban street environments is becoming an increasingly attractive design option to provide an informal crossing point thereby reducing severance created by a wide carriageway or heavy volumes of traffic. Figure 118: Upper Street in Angel with a wide central median used by pedestrians for informal crossings Benefits Median strips offer several benefits including: • Facilitating safer and more convenient informal pedestrian crossing movements by effectively acting as an extended pedestrian refuge • Reducing the carriageway width can help to reduce vehicle speeds, reduce crossing distances and create an environment more conducive to informal pedestrian crossing and social vibrancy Layout Median strip design standards There is no prescribed minimum width for a median strip, however, where the median is intended to also act as a central refuge for pedestrians, the following dimensions should be applied: Median strip width 1200mm – absolute minimum 1500mm – preferred minimum 3000mm 4000mm [Part E – Physical design and materials] Carriageways 123 • Providing an opportunity to declutter the footway by locating street furniture on the median itself • Kerbside activities such as loading or parking can also be integrated within wider median strips, while ensuring sightlines are maintained Suitable functions Pedestrian refuge space for a straight across single phase formal crossing or informal crossing More comfortable pedestrian refuge space for a straight across single phase crossing Sufficient space to accommodate a staggered crossing facility Minimum width to consider cycle parking Minimum width to consider tree planting Minimum width to consider central loading or parking bay Minimum width to consider a pedestrian refuge space for a straight across two phase crossing
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