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 3.5 Rebalancing user needs [Part B] From strategy to delivery 26 Figure 23: A series of interventions at Angel town centre has led to a more user friendly street with increased space allowance for pedestrian movement and a negligible impact on vehicle capacity Angel town centre – Upper Street London Borough of Islington N1 Completion date: June 2012 Cost: £2.2m Improvements Recreate the space Rethink traffic management Relocate/merge functions De-clutter Tidy up The initial aim of this scheme was to improve the ease of running buses through Angel town centre. However, the scope of the project quickly expanded to include bus reliability, improved conditions for cyclists and pedestrians, measures to smooth traffic flows, public realm improvements, and improved conditions for local businesses. Early proposals included the widening of footpaths and the removal of one southbound lane between Islington Green and Duncan Street. TRANSYT modelling suggested that the scheme would be capacity neutral, however, consultation revealed intense speculation that the proposed road layout would worsen congestion in the area. Pedestrian crossings were widened as a result of the consultation. Creating more ‘people friendly’ streets with improved facilities for pedestrians was a key focus of this project. A programme of decluttering was undertaken which included the removal of guardrails from the centre median and along footpaths. A key crossing serving Angel Tube station was relocated to the north side of Liverpool Road junction and rephased so that crossings could be made in a single stage. A staggered crossing was also added at the junction of Essex Road. Where existing tree plantings used a raised edge, these were lowered to be flush with the footway to increase the available width for pedestrians. To create a consistent public realm with visual appeal, Yorkstone paving was laid throughout the scheme. A band of setts was used on the edge of the footway to visually reinforce the edge and prevent cracking of paving should a vehicle mount the kerb. The wide central median was extended along the length of Upper Street and guardrails removed to accommodate more informal crossings. The needs of local businesses were also better served with three new inset loading bays added to the east side of Upper Street. These were paved in setts to match the surrounding footway and therefore functioned as part of the footway when not being used for deliveries. To help traffic flow and increase the accessibility of the bus stops on Upper Street, the kerbs in the waiting area were moved. The southbound bus lane was also widened to better accommodate cyclists and motorcyclists. Prior to these improvements, movement in Angel was tightly controlled and was subject to speeds not suitable to its context. Since the improvements, Angel town centre is better able to safely and efficiently serve businesses, pedestrians, buses, cyclists and other traffic.
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 B] From strategy to delivery 27 2 2 5 5 4 1 4 3 1 3 Before 1. Pedestrian movement restricted by guardrail 2. Central island guardrail restricts pedestrian movement and creates a hazard for those that choose to cross informally 3. Inconsistent and damaged paving 4. Inspection covers with poor finish 5. On-carriageway loading bay restricts vehicular movement when in use After 1. Grade change incorporated as a landscape feature increasing usable space 2. Carriageway islands paved in Yorkstone provides safe refuge for informal crossings 3. Consistent Yorkstone paving provides high quality footways 4. Corduroy paving denotes grade change 5. Street furniture, equipment and plantings are arranged in two furniture zones
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STREETSCAPE GUIDANCE

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