final draft 2 - welcome to westminster.gov.uk...final draft 2 28th february 2006 3 westminster civic...

WESTMINSTER CIVIC STREETS

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GILLESPIES

FINAL DRAFT 2

28th February 2006

3 Westminster Civic Streets I Gillespies I Part 1 : Street Analysis

Introduction

Part One: Street Analysis

1.1 St Johns Wood High Street

1.2 Tachbrook & Warwick Streets

1.3 Church Street

1.4 Harrow Road

1.5 Queensway & Westbourne Grove

1.6 Praed Street

1.7 Marylebone High Street

1.8 Summary

table of contents

Part Two: Detail Principles

2.1 The Pavement

2.2 Surface elements

2.3 Vertical elements


introductionGillespies were commissioned in September 2005 by Westminster City Council to undertake an urban design analysis of seven key district shopping centres, as identi-fi ed in the local plan. The two stage brief focused on:

i) the appraisal of existing streetscape character and materials; andii) the review and development of detail material junctions to be used as a graphical standard for incorporation into the revised ‘Westminster Way’ guidance document.

Throughout the commission the emerging design work has been informed by discussions and workshops held by the client, council offi cers and appointed contractors in order to deliver a usable and aspirational document.

The commissioning of this study represents an acknowl-edgement by Westminster City Council of the need to review and improve the standard of its streetscape. It extends the guidance offered in the Westminster Way and aims to provide usable details which can be used as a reference for design standards. Fundamental to the approach contained within this report has been the prin-ciple of ordering the treatment of the street to create an uncluttered, simple and robust public environment based upon the standard 600mm wide British paving module, which has over the years been replaced by inappropri-ately scaled paving fi nishes.

It is envisaged that a commitment through focused re-investment and considered re-design will create West-minster streets that are of a civic scale and character in keeping with their location in a great world city.

Part One of this report concerns the seven district shop-ping streets. It assesses their individual scale, character and current issues pertaining to use, providing a review of the condition of streetscape materials. Problems iden-tifi ed as detrimental to streetscape character and clarity are identifi ed for further consideration in Part Two. A ap-praisal of potential areas urban improvement are also considered within the limitations of the study

Part Two of this report identifi es the various conditions affecting any proposed paving works and explains the installation methods that will ensure the principles of simplicity, clarity and order are maintained throughout the street design. The materials and elements already identifi ed in the Westminster Way document are indi-vidually listed with and offer a practical and graphical guide to material implementation. It is envisaged that these principles will be adopted and included in the re-vised Westminster Way.

1street analysis1.1 St Johns Wood High Street1.2 Tachbrook & Warwick Streets1.3 Church Street1.4 Harrow Road1.5 Queensway & Westbourne Grove1.6 Praed Street1.7 Marylebone High Street1.8 Summary


HARROW ROAD

CHURCH STREET

QUEENSWAY &WESTBOURNE GROVE

PRAED STREET

MARLYBONE HIGH STREET

3.

4.

5.

6.

7.

ST JOHNS WOOD HIGH STREET1.

TACHBROOK & WARWICK STREETS2.

location


HARROW ROAD

QUEENSWAY &WESTBOURNE GROVE

ST JOHNS WOOD HIGH STREET

TACHBROOK &WARWICK STREETS

PRAED STREET

CHURCH STREET

MARYLEBONE HIGH STREET


street analysisThe seven areas that form the basis of the study represent a broad variety in their scale, form and layout. They are however all ‘streets’ and as such are defined by a simple urban language that is typified by the following conditions:

• a linear public thoroughfare • a pavement condition including junctions with other intersecting streets • an edge lined by built form.

Within this simple typology a complex series of social and physical conditions are layered on upon the other that combine to add richness and character to the environment. Patterns of usage vary greatly between each of the streets, depending on factors such as the distribution of retail, location and size of transport linkages and type and scale of the residential component.

Some of the streets are notable by the quality of the architecture that helps define a sense of place while others suffer from a predominant lack of good, well maintained buildings that can be seen as detrimental to overall character.

Each street performs a key role as a district shopping area for the local neighbourhood and they all lie in predominantly residential parts of Westminster away from the central activities of the West End and Government precinct. They offer a vital role in staging the comings and goings of urban life and are as such important places for social interaction, be they chance encounters or semi formalised meeting points. The

patterns of use brought about by servicing and general footfall have, over the years, put a great deal of pressure on the fabric of the roadways and pavements resulting in failures that add to an overall sense of neglect. This continual pressure of usage has also characterised certain pavements in a more positive manner texturing the landscape, embedding in it the history of the place so that they have become important carriers of local memory, timelines for growth and change. These moments need to be cherished and preserved. Elsewhere incremental change, poorly executed interventions and combinations of visually competing paving materials detract from the simple pattern language of the street. These public domains require a simplification in treatment if they are to endure and sustain the local communities.

The pavement is not a forgiving environment as the following chapter will reveal. Inappropriate and weak materials, unresolved junctions, lack of craftsmanship and new cleansing regimes do little to reflect the importance of the street in the social life of the city.

A study of each street looks at the over all character defined by usage and type and looks at areas for improvement based on this analysis. Limitations to the study are based on a lack of service information and consultation with local stakeholders which will no doubt form the basis of further work.



Location / Context: In close proximity to Lords Cricket ground and St Johns Wood Tube.

Approximate length:278mApproximate width:18m

Architectural Character: Edwardian Residential developments with commercial units on the ground fl oor

Use: High-End Boutique cultureLocal community shopsEmerging Cafe Culture

Typical Materials:BitmacBlister Paving York Stone slabsConcrete (slab / setts)Granite (slabs / setts)Fired Clay (banding / slabs)

Character

Surrounded by residential suburbs, the High Street is the centre for the local community, providing a good range of services and shops to the public. The character of the street is aimed at the social and recreational interests of the community which is relatively wealthy, although there are pockets of social housing nearby that is also served by the High Street.

The relatively short length of the street and the leafy suburbs around the high street mean that there is considerable local interest and investment into the quality of the streetscape.

At present however this is not refl ected in the care of the paved surfaces of the quality of the materials used. Over time, surfaces have not been replaced properly and have suffered by patching and poor substructure to support paving which has left problems with cracked paviours and a patchwork of replaced material that does not marry with the existing colour or type of material previously used,.

There are areas of interest in the form of historic manhole covers, tiled thresholds, barrel drops and numerous other details which contribute to the rich history of the street.

Proposals should take into account the architectural quality of the street and the type of community which uses the street.


.1

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.4.5.6

.7.8

.9.10.12.11.13

.14.15


.1 .6 .10 .13

.2

.4

.7

.9

.12 .15


service cover / tactile corner interface

tarmac replacement infi ll

asphalt patched pavement

disrupted private forecourt material

concrete service cover amidst aphalt pavement

400 x 400 concrete slabs at corner junction

Granite setted barrel drop

unsightly and poorly constructed private paved forecourt

Yorkstone private forecourt with uneven edge interface

tarred-over coal hole



Existing material analysis

Surface treatment

The predominant pavement material is asphalt surface fi nish. In many locations is it suffering from poor material replacement and also from point loading and marking from cafe chair overspill. At junction crossings, there is a mixture of brick paviours, 400 x 400 ASP slabs and coloured blister paving which creates a chaotic and uncoordinated surface composition

There is a strong visual and qualitative variation in the materials that make up the private forecourts adjacent to the buildings. Whilst these do not form part of the public pavement, their visual and textural contribution to the perceived pavement width is considerable. Their material makeup ranges from limited historic yorkstone slabs, terrazzo paving, mosaic, ceramic tiles and conrete slabs. The large amount of concrete fi nish with glass blocks suggests the frequency of underground cellars. Pavement cafes, ‘A’ board signs and planters are common features.

One granite setted barrel drop links the Cafe Rouge cellar entrance to the kerb line. Composed of cropped 100 x 100 setts within concrete mortar it crossed the public pavement but is not confi ned within a tidy edged in strip.

The kerb line consists of a variey of coloured traditional granite blocks, genrally 250-300mm in width. There are localied stretches of 150mm wide granite kerbs. In most cases the kerb height is generally low, creating a varying upstand of between 50-100mm above road surface

Surface elements

Service covers: consisting of the full range for service covers from large and medium scale telecommunications covers with concrete infi ll to smaller scale plastic coloured water and gas covers.None of the covers are recessed and generally non- perpendicular to the kerb line.Historic covers of note concern a couple of cast iron coal hole covers and fi re hydrant covers.

Vertical elements:

There is a proliferation of vertical elements along the High Street. These can be broken down into the following elements:

Parking signage - directional and controlled timingParking meters - electronic / coinage metersLighting columns - standard highways columnsLitterbins - all movable located back of kerb

Issues:

Private forecourts interface

The edge interface between public pavement and private forecourt represents a critical junction between differing ownerships and materials. The existing interface represents a confused situation whereby some private materials overlap on to the public pavement and in many cases the junctions are in a poor state of repair.

It is diffi cult to intervene on private land to unify the streetscape and partnership with the property owners and leasees is desirable. Because of liability issues it is best to facilitate improvement by the owner of leasee to match or to improve weather resistance by overcoating with sympathetic materials. This material detail is covered in Part 2.1.6 (Private Forecourts).


Summary

Remove:

• Redundant and excessive parking signage

• All small paving units

Retain:

• Granite kerb line (300mm wide only)

• Cast Iron coal holes and fi re access covers

Repave:

• Introduce ASP paving in constant 600mm wide bands laid perpendicular to kerb

• Replace and recess all service covers and infi ll with ASP to match pavement

• Replace 150 mm granite kerbs with 300mm wide

Reduce:

• Contrast in private forecourts by sympathetic treatments or matching materials

Relight

• Replace standard street lights with 8m high Grey Wornum light columns


TACHBROOK & WARWICK STREETS



Location / Context: Within 5 minutes walk south of Victoria train station along Vauxhaul Bridge Road.

Approximate length : 436mApproximate width : 16m

Architectural Character: Post-Modern & Contemporary Residential set against a background of postwar development.

Use: Lively Market AtmosphereDining & Cafe CultureLow end commercial retail & services

Typical Paving Materials:Concrete (slabs /setts)BitmacYork stone slabsGranite settsFired Clay Brick paving

Potential:Adjacent to an area of intensifi cation in the London Plan

Character

Tachbrook & Warwick Streets are located off the Vauxhall Bridge Road and are identifi ed by a street market and the dominance of several large residential and leisure buildings. The study area is not a singular street but a group of streets which centre on Warwick Way with the result there is a complexity of different scales, spaces and characters. The overall impression is of a poor quality public space, poorly maintained and diverse paving materials which has the overall effect of perpetuating a general feeling of neglect. The general location has a predominance of up-market residential townhouses and the close proximity of Belgrave Road with its up-market shops reinforces the poor urban form of the study area. The study area streets have no discernable hierarchy and the market area in particular is compromised by the poor urban structure including a gap site that bleeds away from behind the toilet block and with no discernable use or ownership and therefore subjected to tipping and litter.

Existing Material Analysis

Problems at present exist with the poor fi nishes of paved materials combined with the lack of consistency in regards to fi nishes and the detailing of cuts to covers in the paved surfaces.

The paving palette consists of a predominance of small pre-cast concrete paving slabs of regular size with patches of bitmac. There are instances of historic granite sett pavements which should be preserved and included in any new paving works programme.

The granite kerb stone is of a suitably large civic scale appropriate for a city centre location.

Patches of brick work at corners and within the market area are inappropriate in terms of scale, colour and application

Recommendations:

As a whole the scale of the streetscape supports a wide mix of uses and has the potential to become a vibrant backdrop to the various activities which take place in this urban context. The street character offers great potential, with space used for a street market during the day and a diverse mixture of day use and evening dining in different parts of the streetscapeProposals for the market place should look at the quality of paving and its suitability within the street market area, proposing materials which are durable, easily maintained and can be cleaned easily. It is important that the space set aside for the market is clearly identifi ed and defi ned by a stronger urban form.

In contrast to this, the streetscape of Warwick Way should look at being treated as an extension of the building uses particularly in the restaurant area. The consistent use of a suitably scaled paving slab would engender an appropriate atmosphere for external cafe dining in the summer months.

Excessive mortar surround

Small unit kerb infi ll

Inadequate size tree surround

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.2

.3



.1

.2

.3

.4

.5

.6.7

.8

.9

.10

.11

.12

.14.13

.15

.4

.5

.6

Constrained tree pit surround

Existing granite setted market road

Undefi ned drainage furniture

Mixed pavement material

Excessive mortar work around furniture

.12

400x400mm small unit paving

Poured and imprinted concrete patterning

.15

Varied private forecourt materials

Access hatch set within pavement

Disabled access ramp

.7

.8

.9

.10

.11

.13

.14




A

B

C

C

D

E


Summary

Reconsider:

• Use of G. Eliot House – weak component of urban composition. Consider change of use of ground fl oor To retail with spill out area

• Use of the gap site with a new built form to compliment G. Eliot House and enclose the market space

• The entrances to the market – potential for a strong gateway feature marking the change of use

Remove:

• Redundant and excessive parking signage

• All small paving units including bricks and small scale slabs

• Service bollards – currently ineffective. Find new robust low maintenance alternative

Retain:

• Granite kerb line (300mm wide only)

• Granite sett barrel drops and pavement areas

Repave:

• One uniform surface treatment across market area of a suitably robust fi nish and detail

• Feeder streets to be consistently repaved to Westminster Way standards (see St. Johns Wood High Street)

Relight

• Replace existing light standards with 8m high Grey Wornum fi ttings and wall mounted fi ttings more in keeping with intimate city centre spaces

A

D

BC

E


CHURCH STREET


CHURCH STREET

Location / Context: Off Edgware Road north of the A501 and runs through to Lisson Grove in the east. An area of considerable deprivation.


Architectural Character: Historic and contemporary buildings with commercial facades to the ground fl oor units.

Use: Lively Market AtmosphereSmall Public Spaces1950’s ArchitectureLocal community centreAntiques centre at eastern end

Typical Paving Materials:BitmacSmall scale concrete and fi red clay unitsYork stoneRegular sized pre-cast concrete slabsPoured concrete

Character

The street is divided into two distinct character areas. The western end is dominated by a street market which appears to draw a wide cross section of the local community. It has existed since 1906 and is well liked but, like many general markets, has problems that need to be addressed. The nature of the market allows the space to be opened up for other community activities as well and the road layout appears to have been designed with this in mind.

The sense of enclosure for the market side of the street is eroded by a series of triangular spaces created by a set back in the building line. These spaces have an unclear function and negative impact on the overall character of the street despite being located within the ownership of the adjacent housing.

The urban composition changes along the street towards the east. A distinct change of scale and a stronger sense of enclosure coupled with a diverse architectural language assist in defi ning a more prosperous neighbourhood complete with a proliferation of antique shops. In a traffi c island along the north side of the road is a public facility which is of an incongruous mock Tudor style. This contrasts to the 1960s residential and commercial buildings which dominates the western end of the north side of the road. Along the eastern end of the street, the historic nature of the buildings attracts fi lm crews to use it as a location for fi lming 1950 & 60s features.

Existing material analysis:

At present the paving materials used along the street are diverse in range and application and do not assist in defi ning the character of the place. The language of

the street is incoherent with a variety of fi nishes used to defi ne edges and interfaces with the private threshold spaces of the buildings. Patchy tarmac gives way to small brickwork and areas of artifi cial stone paving. Some areas fare better with the presence of a good sized granite kerb and points of interest including original coal hole covers and attractive granite setts.

Proposals should look to unify the street and provide a coherent streetscape which connects the different aspects of the streetscape. There is potential to use more robust materials in the wider street market section aswell as promote the use of paviours and non traditional carriageway in front of the antique shops and heritage architecture.

Recommendations:

The street should be assessed and treated on the basis that it contains two distinct character areas but with a treatment that unites them and defi nes the whole area. Proposals for the market place should as for Tachbrook look at a revised quality of paving that is suitably robust for a street market area. Paving and layout should be easily maintained and cleaned. It is also important that the spaces set aside for the market are clearly identifi ed and managed. The remainder of the street should consider the use of a consistent paving type such as artifi cial stone that will unite the pavements with a sympathetic treatment for the various architectural artifacts. A consistent treatment for the kerb will help to defi ne the street typology and its alignment should be re-considered where it currently alters in the middle section of the street.

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19

82

19

.15.1 .2

.3 .4.5 .6 .7

.8 .9

.10

.11 .12 .13 .14


CHURCH STREET

.1 .2 .3 .4

poorly reinstated asphalt surface raised granite ramp to table crossing market stall asphalt interface public - private interface


.11

.12

.13

.14

.5

.5

.6

.7

.8

.9

.10

inadequate tree surround and pavement fractures

poorly executed edge detail

furniture clutter

disruptive manhole cover

inadequate tree surround

pavement material change

raised private forecourt edge

variable private forecourt material edge

historic coal hole with concrete surround

mortar infi ll to service core

small unit corner junction

CHURCH STREET


A A

B B

CCD E

F

F

F


Summary

Reconsider:

• Kerb alignment by market space and consideration of robust sett paving with shared surface and better power supplies.

• Use of triangular spaces (It is noted that at present there is a scheme proposed for tree planting and artworks within one of these spaces)

• Entrance to market area and whether some gateway feature of an appropriate scale and design can announce the space

Remove:

• All small unit paving

• Areas of tarmac in pavements

Retain:

• Areas of granite setts

• All architecturally important artifacts including coal hole covers

• Granite kerbs 200mm plus in width

Repave:

• Pavement areas in artifi cial stone slabs

• Kerb areas to match existing wide granite

• One uniform surface treatment across market area of a suitably robust fi nish and detail

• Treat pavement and kerb edge as one uniform environment in this area to create a more traditional streetscape within which antique market stalls can be organised

• Close down scale of junctions to side streets with extended pavement and paved crossing points

Relight

• Relight the street as part of a new lighting strategy with 6m high Grey Wornum fi ttings and wall mounted fi ttings more in keeping with with the traditional antiques

area and a more innovative and multifunctional lighting column to light the western market space, possibly utilising the overhead camopies for lighting effect.

B

A

C

D E F


HARROW ROADHARROW ROAD


HARROW ROAD


HARROW ROAD

Location / Context: The section of the Harrow Road starting at the Prince of Wales Junction through to the United Reformed Church. Nearby wards have considerable deprivation and the street suffers from a lack of wealth in the hinterland. In February 2007 the boundary of the enlarged Congestion Charging Zone will cover this area.

Approximate length : 562mApproximate width : 18m Architectural Character: Historic and contemporary buildings with commercial facades to the ground floor units.

Use: Public SquareCommunity High Street shoppingLow Income housing

Typical Materials on Harrow RoadConcrete: Concrete slab Concrete setts Poured ConcreteBitmacYork StoneGranite: Granite Kerb edging Granite slabs Granite settsBlister Paving

Character:

The part of Harrow Road covered by the study takes in the function of a high street. This provides shopping, retail and commerce outlets to the local area and the diverse communities that reside in the residential streets that spur off from the main street.

The area suffers from lack of economic investment and low income which is reflected in the retail offer and occasional empty shops. The existing character of the urban fabric is blighted by worn and poorly maintained pavements with damaged slabs and a proliferation of pedestrian guard railings which reinforces the divisive nature of the highway.

Some investment in the streetscape has come in the form of small corner of development on the Prince of Wales Junction. The choice of materials reflects a tight budget symptomatic of how the whole area has struggled to secure growth and investment in its public facilities.

Existing material survey:

The area is dominated by a proliferation of paving types that show signs of aging and wear. Some areas such as those made of Bitmac are robust enough to provide a suitable surface for this busy area but is not consistent in quality or application.

There are a few pavement elements that are worth retaining particularly the granite kerb.

Recommendations:

Any proposals should take into account the nature of the shops and the users. At present, some shops on the street like greengrocers, for example, have deliveries and use the forecourt in front of their shops to sell their goods. Any materials proposed should consider maintenance issues and also heavy use and traffic overrun. Only a robust paved surface will stand up to the likely level of use and still maintain its quality finish.

Removal of pedestrian guard railings will assist in greatly enhancing the feel of a pedestrian environment. Areas where this should occur include the Prince of Wales Junction where the gap site by the bank should be addressed so that it is included as part of the habitable area of the space. Random tree and cycle parking should be reconsidered so that there is some semblance of order to the space whilst reconsideration of the toilet block will form a stronger ‘wall’ to enclose the space.

In general the whole of the junction needs a new purpose to tackle the tendency for anti-social behaviour and related issues. Land use changes that encourage more spending must be considered. With greater income generated by either a local market or changes to introduce a cafe or restaurant interface on to the space, the potential to revitalise this key space is evident.

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.3.4

.5

.6 .7.8 .9 .10

.11.12

.13.14 .15 .16

.17

.18

.19

.20


HARROW ROAD.1 .2 .3 .4

.5 .6 .7 .8

dropped kerb path uneven forecourt, narrow pavement with guardrail

mortar surround to service cover cracked paving to private forecourt

poor concrete fi nish below telephone box inadequate tree surround excessive mortar surround due to non-aligned cover

public-private interface


.11

.12

.13

.14

.15

.16

.17

.18

.19

.20

.9

.10

street furniture and access cover fragmented pavement surface tarmac infi ll

HARROW ROAD


A

B

C

D F

F

F C

G

G

G

F

E


Summary

Reconsider:

• Use of Queens Park Hall. Great potential to be an urban event if renovated and supplemented by change of paving scale

• Space in front of Lawford House. Poorly defi ned space out of character with the rest of the street

• Paving and layout of P of W Junction. Requires more structured approach to defi ne important terminus of high street including (re)location of toilet block, crossing points,

distribution of furniture elements and inclusion of gap site. Incorporate new / use / structure to make the space busy and bustling for a signifi cant part of the day.

• Bridge link over Grand Union Canal. Opportunity to take pavement language through to canal edge and link it with the street. Existing park only serves to separate

street and canal. Remove grass and replace with trees in paving to expose views to the water that are currently obscured.

• Potentially forge community links across the canal with adjacent Borough of Kensignton & Chelsea

Remove:

• All pedestrian guard railings to increase perceived width of street and counteract dominance of highway

• Small unit paving and square slabs and replace with 600mm module

• Organise parking to make the shopping more attractive

Retain:

• Granite kerbs

• Granite barrel drops

Repave:

• Pavement areas in artifi cial stone paving and associated granite kerbing to unify street


Relight

• Replace existing light standards with 8m high Grey Wornum fi ttings and wall mounted fi ttings

A B

C

D

E

G

F


QUEENSWAY & WESTBOURNE GROVE



Location / Context: Queensway extends north from Hyde Park to the intersection with Westbourne Grove which runs to the west to Garway Road.


Architectural Character: A varied mix of architectural styles, including 1960s - 1980s development against earlier period pieces. Former Whiteleys store acts as a centrepiece

Use: Commercial buildings including ice rink anc cinemasHigh Street ShoppingDining cultureBoutique shopping

Typical Materials:BitmacBlister pavingYork stoneConcrete (slabs / setts)Granite (kerb / edging / setts)

Character:

As one of the longer streetscapes in the study, Queensway & Westbourne Grove provide a very good example of a range of different architectural styles which are met and bound together through the streetscape.

The historic portions of the streets meld with recent additions to provide a tapestry of fi nishes which range from high quality York stone through to poorly executed blister paving and patchy Bitmac fi nishes.

In terms of importance the area is the busiest of the seven district centres serving a wide community for its high street retail and leisure facilities. The street includes residential (located above retail units) as well as offi ce buildings. As a result the area sees a lot of use by both the local community and the wider north London community as well as featuring as part of route for the annual Notting Hill Carnival.

The streetscape is charming for its scale, tree lined pavement and thresholds with building frontages, however these are not constant features and there are many areas which are not appealing due to uneven fi nishes and the dominance of vehicles over pedestrians at crossing points.

There is a marked difference in scale and quality from Westbourne Grove to Queensway with the former less defi ned in terms of scale and building quality. Queensway itself leads onto the Royal Park and has the potential to further enhance this status through clarity and consistency of fi nishes

Recommendations:

Proposals should look at developing a strategy which addresses the diversity of the area but holds the streetscape together and is not fragmented or random in its paved materials. Queensway and Westbourne should be considered as two distinct phases due to the size, scale and differences in character. A treatment for Queensway may not necessarily compliment the other street and a grading of improvements may serve to mark a hierarchy between the two streets benefi cial to way fi nding and marking an important processional approach to the park.

Queensway requires particular attention to the quality of pedestrian crossing points and the alignment of the kerbing. The existing treatment of these areas serves to dilute the pedestrian experience by catering for the vehicle. Introduction of a rationalised and clear kerb line will help defi ne a distinct pavement zone, large in width and clear of obstructions. Crossings should be paved and on tables so that there is minimal disruption to the fl ow and language of the pavement.


QUEENSWAY

.1

.2 .3 .5.4

.11 .12 .16.13 .14 .15.1 .2 .3 .4 .5

.6 .7.8

.9 .10

excessive and cracked mortar surround

poorly drained tree pit excessive mortar surround tarmac infi ll to post base concrete base to telephone kiosk


.12

.13

.14

.15

.16

.17.11

.6

.7

.8

.9

.10

service cluster within mortar small unit dropped kerb

service provider impact 400x400 square edge paving material variety around cover

material variety around coverconcrete imprinted and failing private courtyard

access ramp to building small unit infi ll to street furniture

poor kerb level and drainage small unit cut to radii at corner junction bus furniture organised within 400sq band non slab replacement


.18

.20

.19

.18

WESTBOURNE GROVE

.21

.22

narrow cluttered public pavement

.23

.27

.26

.25

.24

.30

.29

.28


.21

.22

.23

.24

.25

.26

.27

.28

.29

.30

.19

.20

uncertain private edge interface narrow kerb, mortar infi ll

access cover hatch raised paving surround to tree pit poor material reinstatement

material variation to private forecourt

granite blocks to barrel drop

private pavement cafe interfacesmall unit corner junctionservice track material reinstatementbollard delineation of private forecourt



A

BBC DD

E

E


Summary

Reconsider:

• Planting additional street trees to augment the existing specimens and announce the location of the park by pulling nature into the streetscape

• Relaying the granite kerb to remove engineered alignment thus re-creating a civic scale to the pavement and a regular kerb edge

• Pedestrian crossing points – pedestrian priority and paving to compliment pavements

Remove:

• Poorly executed paving including small paving units and areas of Bitmac in Queensway

Retain:

• All street trees

• Granite kerbs in areas of consistently wide pavements

• Areas of York stone

Repave:

• Queensway in an Artifi cial Stone paver of a size to compliment York stone

• Westbourne Grove in asphalt panels to compliment character and scale of streetscape

Relight

• Replace existing light standards with 8m high Grey Wornum fi ttings and wall mounted fi ttings more in keeping with intimate city centre spaces

A

BC

DE


PRAED STREET


PRAED STREET

Location / Context: Adjacent to Paddington Railway terminus and Edgware Road (which is a TfL road and will form a ‘free’ corridor through the enlarged Congestion Charging Zone in Feb 2007Business Improvement District (BID) area


Architectural Character: Mixture of Historic & Contemporary, including both poor and high quality examplesConcentration of Listed buildings in Spring Street

Use: Access to Paddington Railway StationCommerce buildingsHigh density residentialFast food resterauntsHotelsMajor Teaching Hospital with A&E

Typical Materials on Praed StreetConcrete: Concrete slab / Concrete settsBitmacYork StoneGranite Kerb EdgingBlister Paving

Character:

Located between Paddington Railway station and Edgware road, Praed Street has the character of most of London’s busy interchanges with a diverse selection of hotels and guest houses alongside low cost restaurants and small commercial outlets as well as large office complexes which service local residents as well as commuters and

Paving adjacent to Paddington development is of a distinctly different feel and tone from the rest of the street being a continuation of the unit devised for the development around the basin. Similarly, a short section of yorkstone paving in front of the station hotel facility elevates the standard of the general streetscape.

Recommendations:

Any proposals for repaving of this street need to tackle the issue of sustained and increased pedestrian use of the street coupled with the growth of new developments in the area. The material finish to bollards, service covers, bus stops and shelters, phone boxes all need to be looked at as they are inconsistent from each other and are often poorly installed with no attention to surface finish or detail.

Proposals need to be translated into a streetscape which is easily maintained, and can resist the heavy use over a period of time. Provision for better support base to paving slabs and a rationalisation of paving slab sizes can prevent unnecessary breakages and cracking to paved surfaces.

The street at present does not read as a cohesive entity and therefore requires that materials are used in a unifying strategy. Consideration should be given to the appropriateness of the Paddington paving slab used in the main street as it introduces another unfamiliar materials within the standard pavement.

tourists. The buildings are predominately large scale with the occasional low rise unit which looks markedly out of place in this city centre location. There is a general air of neglect brought about by the transient population and the type of service retail and that this attracts.

As one of the main high streets in the area it is dominated by the high density of the city surrounding it and the high traffic and pedestrian flow that goes with being located next to one of the main transport interchanges. It is therefore surprising to see that there is little provision for street life or public space along its course which would allow pedestrians to stop, rest and pause.

As a major gateway, location of a major hospital and as disembarkation point for visitors to London this street is severely wanting in the quality of its pedestrian environment. The predominance of traffic planned solutions leaves pedestrians stranded at inadequately scaled crossing points

Existing Material Survey:

The present use of Praed Street as a main thoroughfare from the busy interchange at Paddington, means that the materials have been put under heavy pressure by large numbers of pedestrians as well as traffic over run.

The choice of materials in a site like this need to be robust and capable of taking vehicle overrun and heavy footfall, at present the use of large areas of Bitmac paving as well as PCC pavers has been worn down over time which is evidenced by the predominance of cracking, breaking, chipping, and subsidence.


PRAED STREET

.11 .12.13 .14

.15.16

.17.18

.19.20.1 .10.9.8.7

.6.5.4.3.2

.1 .2 .3 .4

service cover within recessed tactile poor material reinstatement cellar glass block cover cluttered corner junction

service track material reinstatement signage and material variation on private forecourts

.5 .6 .7 .8

telephone kiosk inadequate tree pit surround

Spring St

London St


.11

.12

.13

.14

.15

.16

.17

.18

.19

.20

.9

.10

material variation within pavement small unit paving to raised crossing paving cuts to dropped kerb recessed manhole covers

small unit corner pavingsmall access hatch distributionservice track material reinstatementnatural stone paving to forecourt

terrazo paving to private forecourt unsightly material treatment to forecourt tarmac raised table crossing imprinted concrete to match paving

PRAED STREET


ABC

DE

F

F

F


Summary

Reconsider:

• Entry onto Edgware Road. At present high vehicular priority with no sense of pedestrian continuation or collection. The pedestrian approach to Edgware LUL Station

(Circle and District / Hammersmith and City lines) is hardly acknowledged in the current paving and street confi guration. - note: wider TfL issue

• Restrictions to vehicular movement to make a more obvious and pedestrian friendly allowance - note: wider TfL issue

• Current one way system sends buses into Sussex Gardens through Bouverie Place. Not an obvious route, consider sending buses through Praed Street to reinforce transport

connectivity

• Location of Post Offi ce. Contributes to poor urban form and as fi rst bus stop location outside station poor introduction to city. Area deserves better treatment and

layout befi tting scale and intensity of use.

• Prioritising Winsland Street. Currently used to store hospital waste as well as providing pedestrian access to hospital. Requires attention to quality of paving, lighting

and usage if it is to be an inviting and safe environment to visit the clinics

• Pedestrian crossing points – pedestrian priority and paving to compliment pavements

Remove:

• Poorly executed paving including small paving units

Retain:


Repave:

• In Bitmac panels to compliment character and scale of streetscape

• Close down scale of junctions to side streets (principally Spring and London streets)to consdier increased pavement widht and paved crossing points

A

BC

D

E

F



Location / Context: Grand Street Linking Marylebone Road & Oxford Street on the Howard de Walden Estate


Architectural Character: Rich architectural heritage offering strong spatial defi ni-tion

Use: Heritage CharacterHigh-End Shopping cultureDining / Cafe CultureResidential Access to Marylebone road & Oxford St. / Wigmore St.

Typical MaterialsConcrete (slab / setts / poured)BitmacYork StoneGranite (kerb / edging / slabs)Blister Paving Fired Clay: (brick banding / brick

Character:

Located between Oxford Street to the south and Marylebone Street to the north this well known shopping street has a vibrant character complimented by high-end retail outlets and fi ne dining opportunities.

The architectural language is richly diverse with the emphasis on high quality residential mansion blocks and small boutique style shops. There is a marked contrast with Oxford Street with its large scale and dominance of chain stores. Marylebone offers the air of exclusivity unfortunately only matched in part by the quality of the public pavements. There is a small pocket park towards the north of the street which gives a residential character to this district shopping centre.

There are some awkward pedestrian crossing points that disrupt the fl ow and ease of the pavement environment.

Existing Material Survey:

The street has the highest proportion of York stone pavers of any of the study areas. However the predominant paving type is a mix of Bitmac, concrete setts and pavers and fi red clay small unit paving. Quality of detailing and junctions is sporadic and not in tune with the threshold areas although not all these are of a good quality. Tree pits are inadequate for the size of specimens. There are a great many inconsistencies between paving type that add to a sense of neglect.

Recommendations:

The diversity of paving materials used throughout the street does not provide a cohesive environment in which to ‘read’ the street. High end materials follow one side of the road with poorer quality materials on the other. The resultant effect is to present an uneven and dislocated public realm. This Street requires a uniform approach, one that acknowledges the city centre location and status of the address as well as the quality of the architectural language and form. It is recommended that a strategy which paves the street in York stone to match the quality already installed (particularly in evidence outside the Conran Shop towards the north of the street) will instill a character of fi nish in keeping with the quality of urban form. Crossing points will require a new treatment so that they ‘read’ as a continuation of the pavement and not the disjointed form currently on site. Possibility for additional tree planting should also be considered to assist in scaling the street scene and providing seasonal interest.

It is understood that there are unusual pavement structures beneath the footway that have created difficulties for proposed lamp columns in the past. Detailed trial holes will be required before any planting and new columns are proposed. Other forms of greenery or wall mounted lighting variations may be needed here in association with the Howard de Walden Estate.


.1 .2 .3 .4

.5 .6 .7 .8

MARYLBONE HIGH STREET

.11 .12 .13

.16.17

.18.19

.20

.14.15

.1 .2.3

.4.4

.5

.6

.7 .8.9

.10

excessive mortar around service cover small unit paving to pavement crossing lack of pavement infi ll Asp paving pattern

excessive mortar work around pole small unit paving above tree roots granite barrel drop disorganised pavement appearance and inadequate tree surround


.9

.10

.11

.12

.13

.14

.15

.16

.17

.18

.19

.20

inadequate tree surround - uncertain geometry

poor material reinstatement beneath cycle furniture

granite sett pattern irregular private interface edge

private forecourt material variationnarrow converging pavementretained coal holeasphalt treatment to pavement

irregular private interface edge inconsistant dropped kerb width concrete infi ll access road raised private forecourt

MARYLBONE HIGH STREET


A B

BB

CD

D


Summary

Reconsider:

• Planting additional street trees where possible to augment the existing specimens and announce the location of the small park by pulling nature into the streetscape

• Pedestrian crossing points – pedestrian priority and paving to compliment pavements and give pedestrian continuity

• Traffi c management - review one way system to reconsider creation of continuous pavement junctions and crossovers

Remove:

• Poorly executed paving including small paving units and areas of Bitmac and small concrete unit paving

Retain:

• All street trees


• Areas of York stone

Repave:

• In York stone slabs of a size to compliment York stone already installed


Relight:

• Replace existing light standards with 8m high Grey Wornum fi ttings or wall mounted small Grey Wornum lanterns at approximately 6 m overhead level

AB

C

D


CONCLUSIONSConclusions

Throughout the City of Westminster, there exists a great diversity of character and use to the streetscapes., as exemplifi ed within the seven district shopping centres discussed in this report.

Through the analysis of the streets following a simple process of comparative approach, issues for consideration relating to the use and perception of the streetscape have been identifi ed. This approach has resulted an appropriate and individual strategies for each district centre.

Treatment of the paving is considered a central element from the study which needs to be approached in a manner which draws together the diverse streets of Westminster and produces a streetscape which is coherant and unifi ed in character and quality.

2detail principles

72 Westminster Civic Streets I Gillespies I Part 2 : Detail Principles

detail principlesThis section of the document considers material junctions, quality and specifi cation, focusing on details that require close attention in order for the quality of Westminsters streets to be raised to an acceptable and aspirational standard.

Informed by the streetscape analysis and materials identifi ed in Part 1 and subsequent discussions with client, relevant council offi cers and contractors, this ‘Detail’ review provides Principles for implementation.

The diagrams set out ways to eradicate existing problems through careful material selection and importantly precise implementation. The principles expressed here are a means to; • offer a practical guide to material implementation within Westminsters streets

• inform decision makers of the potential required quality of the streetscape

• assist practical implementation of critical details

• establish a quality construction reference for future use

• maintain and develop a resource of appropriate details and standards for Westminster’s public realm

Methodology

Various aspects of detail construction have been identifi ed that are relavant to the composition and overall appearance of the street. These components have been assessed against existing implemented standards with a view to offering a more considered and applicable deisgn standard. As such the following areas of the street have been considered:

The pavement - the paved surface that sits between road and building frontage.

• What is an appropriate paving module / pattern / rhythm that can be applied to the street?

• What are the issues that erode and pressurise this pedestrian element of our cities?

• How does the pavement relate to the defi ning kerb or private building interface

Surface elements:service access covers - water, electric, gas, service providers

• What impact do such covers have upon the streetscene?• Is their scale appropriate / invasive to the pavement• How are the service providers required to conform to / maintain and acceptable standard?

Vertical elements:lighting poles, parking meters, signage, litterbins, tree planting

• How are potential vertical obstructions organised?• Do they add to/or deter from the street perception and participation?

Approach

The elements to be considered are identifi ed opposite. Each element is identifi ed and a principle of design is proposed with an accompanying diagram.

The ‘design principle’ should be viewed as both an aspirational and practical interpretation which will create the desired ‘design intent’ required to establish and maintain an acceptable streetscape standard.


2.1 the pavement

2.1.1 the standard pavement2.1.2 narrow pavement and alleyways2.1.3 natural stone pavement 2.1.4 asphalt pavement2.1.5 small unit granite setts2.1.6 corner junctions2.1.7 pavement edge reinstatement2.1.8 private forecourt interface2.1.9 kerbs and kerb channels2.1.10 dropped kerbs2.1.11 raised table crossings2.1.12 pavement crossovers2.1.13 pavement buildouts 2.1.14 barrel drops2.1.15 market organisation

2.2 surface elements

2.2.1 access covers large unit covers small unit covers 2.2.2 coal holes

2.3 vertical elements

2.3.1 lighting columns2.3.2 bollards2.3.3 litterbins2.3.4 parking meters2.3.5 tree pit arrangement

detail contents


The pavement provides a visible and extensive network of connections and routes that structure the public realm of Westminster. Their function is vital to create a well-mannered and safe pedestrian environment. It is only through their failings that they become the focus of public discontent. Thus on a practical level it is a requirement that the public streetscape of Westminster, as embodied in its pavements, offers a clean, robust and safe zone for pedestrians.

However, on an aesthetic level, the pavement offers a subtle indication of many wider issues. A good pavement offers an appropriate scale and material investment that can contribute to and greatly improve the streetscape. The pavement is the stage upon which we present our cities. Through the use of robust and traditional materials of the correct scale and quality, in keeping with the traditional British paving pattern, there is the opportunity to present the street and therefore the city as uniquely British and recognisable.

2.1 the pavementPrincipal materials to be used on Westminster pavements are as follows:

• York stone (or other Pennine limestone)• ASP (Artifi cial Stone Paving)• Asphalt

Their use and distribution throughout the borough is determined by context and cost.

The context will inform the character inherent in the street, such as architectural heritage and streetscape proportions. This character will help to determine appropriate material for the pavement.

Similarly budget is vital in material selection. It should be noted that York stone is the most expensive material with asphalt surfacing being the cheaper option. Costs can be signifi cantly modifi ed by the way service covers are handled. The inclusion of recessed covers and frames signifi cantly enhances the quality and continuity of pavements. In cost terms the inclusion of sensitively handled covers falls halfway between a standard ASP solution with no attention to covers and a top quality stone solution with recessed covers.

In all circumstances, each of the materials identifi ed must perform to the highest of standards to provide a robust and lasting pavement surface.

the traditional British pavement: scale and structure(600mmwide paving module)


York stone pavement Artifi cial Stone Pavement (ASP) Asphalt pavement


2.1.1 the standard pavement

Detail standard pavement

Principle promote British paving bond

constant slab width of 600mm laid perpendicular to kerb and main movement

Laying pattern staggered bond 150mm overlap

paving back of kerb always starts with alternating 600 x 600 and 750 x 600mm slabs

Material concrete (ASP)

Slab dimensions 600 x 600 x 100 reinforced (adjacent to kerb)

750 x 600 x 100 reinforced (adjacent to kerb)

600 x 600 x 65 / 750 x 600 x 65mm standard paving slab

Considerations manual handling weight*

* where manual handling weight is exceeded, contractors must expect to use

mechanical handling equipment


2.1.2 narrow pavements and alleyways

Detail narrow pavememts and alleyways

Principle use smaller slab size

Material

450 x 600mm slabs laid perpendicular to

kerb and main movement

Laying pattern staggered bond 150mm overlap

paving back of kerb always starts with alternating

450 x 450 and 450 x 600 mm slabs

Considerations

traffi c overrun

manual handling*


2.1.3 natural stone pavement

Detail natural stone pavement

Principle

apply a modular structure to the pavement which can become random over time

Material

York stone (or approved equivalent)**

Laying pattern

staggered bond 150mm overlap


600 x 600 and 750 x 600mm slabs

Dimensions:

600 x 600 x 100/75mm

600 x 750 x 100/75mm

min cut slab to be 250mm or one third original

width (which ever is the greater)

Considerations:

stone can substitute ASP where quality and

continuity make it advisable. As identifi ed the

initial paving module should be the standard

600mm coursing which when damaged or

repaired can be cut and shunted to create

random lengths

traffi c overrun

manual handling*

** other similar English Pennine limestone

may be considered subject to approvals

stone pavement laid in standard modules and coursing over time pavement widths may become random whilst maintaining coursing band 600mm to utilise natural material to best effect and longevity


2.1.4 asphalt pavement

Detail asphalt pavement

Principle

apply a modular structure to the pavement

Option 1 banded asphalt with metal edge

Option 2 banded asphalt without metal edge

Material

asphalt

steel banding

Considerations

service provider intrusion and disruption

traffi c overrun

shallow services

grade and application of asphalt material

Option 1 Banding with metal edge

Option 2 Banding without metal edge

existing scenario

metal edge in place

asphalt panel la

id

rhythm created

before after


2.1.5 small unit granite setts

Detail small unit granite sett laying

Principle utilise fl exibility of setts at

in specifi c circumstances only

Application

carriageways and raised tables

pedestrian / mews crossovers

barrel drops

tree pit paving surrounds (with root disturbance)

Material

granite - fi ne picked top and cropped all sides

Dimensions

150mm wide x 250mm long x 100mm deep

min. length 200mm / max length 300mm

Laying pattern

staggered half-lap bond

setts laid perpendicular to back of kerb

Colour

silver-grey to mid grey variation

Considerations

manual handling weight*

depth may become greater for traffi cable areas

300mm max250mm

200mm min


2.1.6 corner junctions

Detail paved corner junctions

Principle let the street run through

Option1 corners 90 degress or greater

paving to principal street continues


paving laid perpendicular to back of kerb

Option 2 corners < 90 degrees

radial paving cuts laid perpendular to kerbline

slabs to be cut on one side only

Material

concrete (ASP) - also applies to stone

Considerations

traffi c overrun

manual handling weight*

paving cut perpendicular to kerb

Option 1: corners 90 degress or greater Option 2: corners < 90 degrees


2.1.7 pavement edge reinstatement

triple row of 400 x 400 edge paving replacement

A: 400 X 400 to be removed and replaced with

B: 450 x 600 x 100mmC: 600 x 600 x 100mmD: 750 x 600 x 100mm

A

BC

D

double row of 400 x 400 edge paving replacement

A: 400 X 400 to be removed and replaced with

B: 350 x 600 x 100mmC: 450 x 600 x 100mmD: 600 x 600 x 100mmE: 750 x 600 x 100mm

A

C BD

E

Detail removal of 400 x 400 edge paving

Principle remove and reinstate

remove small unit slabs

reinstate the 600mm British paving module

Laying pattern



600 x 600 and 750 x 600mm slabs

Material

concrete (ASP)

Slab dimensions





Considerations

traffi c overrun

manual handling weight


2.1.8 private forecourt interface

Option 3: Flush Basement cover:Frequent scenario where pavement cellars are located below private forecourts with access hatches and glass blocks to allow daylight to penetrate:Issues: waterproofi ng / ownership liability and maintenance

Option 2: No Basement:Scenario which will allow suitable paving to be laid upto the private building entranceIssues: ownership liability and maintenance

Option 1: Raised Basement cover:Scenario where private forecourt is elevated above pavement level to accommodate pavement cellars and/or access to buildingIssues: waterproofi ng and access

The pavement is often comprised of a public section immediately adjacent to the kerb line and a private section adjacent to the buildings. These building forecourts introduce offer a range of materials and character that can either improve or devalue the overall streetscene. It is signifi cant to note that these areas are in private ownership and not council land.

Issues arise where the public pavement meets the private forecourt. This may simply relate to a change in material. In more complicated scenarios the change may occur at the extent of an underground basement or raised basement / step edge, therefore providing a physical’break’ on the paved surface potential. This interface is further complicated by uncertainties over the actual extent of the private land and an all too often uneven line of ownership. Thus when pavement material is laid up to a forecourt line it is inevitably uneven in line and creates awkward paving cuts and inappropriate infi ll which often suffers due to footfall and differential movments.

The options provided propose solutions to help create either a unifi ed pavement (opt 1 and 2) or impose a rationalized response that deals with the uncertain edge of the private forecourts.



Option 2 : Raised Basement

Principle: Pave up to private forecourt edge defi nition

Detail private forecourt interface

Principle straight line to back of pavement

Option 1 raised basement

pavement material meets raised upstand

Option 2 no basement

pavement may extend over the forecourt to visually

unify the overall street scale and appearance

Option 3 fl ush basement cover

pavement material meets edge of forecourt

establish a straight end to back of pavement



Option 2 A: No Basement

Principle: Pave over private forecourt defi nition between public : private created

by mirror line in the pavement

Option 2 B: No Basement

Principle: Pave over private forecourt defi nition between public : private created

by metal stud line in the pavement

mirror line

private

public

stud line

private

public



Option 3A: metal edge to back of pavement

Principle: establish a straight line (or series of offset lines) against which pavement

can be aligned to create a parallel run of paving to kerb line

Option 3B: paving strip to back of pavement to take up inconsistancies

Principle: establish a straight line against which pavement can be aligned by laying

300mm wide slab edge with variable cut face aganst private forecourt


2.1.9 kerbs and kerb channels

Build-Out

Detail kerb edge

Principle retain or replace and recycle

Retain existing 300mm wide granite kerbs

Replace 150mm wide with 300mm

Material

granite (silver-grey)

Dimensions:

900-1200mm long x 300mm wide x 200mm deep

Considerations

kerbs ordered to radii

traffi c overrun

mechanical handling only

Detail kerb channel

Principle introduce paved channel on road

Option 1 block paving 100 x 250mm

500mm wide band to tie in with

500 x 500mm drain cover

Material granite (silver-grey to mid grey)

Detail kerb channel

Principle introduce paved channel on road

Option 2 block paving 150 x 250mm

450mm wide band to tie in with

450 x 450mm drain cover

Material granite (silver-grey to mid grey)


2.1.10 dropped kerbs

Detail controlled crossing point

Principle tactile introduction to announce drop

3 x rows of 450 x 450mm blister paving

with no tails

Laying pattern

stack bond

Material

asp concrete slabs

Colour

tactile should be self-coloured to match

surrounding material

Dimensions

depth of angled slope to be 1350mm

width to relate to road crossing width

Considerations

traffi c overrun



Detail dropped kerb access point

Principle narrow drop access point

no tactile paving to be introduced

Laying pattern

stack bond

Material

asp concrete slabs or asphalt

Dimensions

depth of angled slope to be 1350mm

width to relate to road crossing width

Considerations

traffi c overrun



2.1.11 raised table crossings

Detail road table crossing

Principle pavement runs fl ush with table top

Option 1 Tarmac with granite kerb edge

Option 2 Granite block ramp and tarmac table

Option 3 Granite block ramp and top

Laying pattern

granite blocks laid staggered bond

Material

tarmac

granite blocks 250 x 150 x 150mm

granite kerbing

Considerations

manual handling weight (for kerbs and blocks)

high strength morter bedding and pointing to

granite works

Option 1 tarmac with kerb edge


Option 2 granite block ramp with tarmac table Option 3 granite block ramp and top


2.1.12 pavement crossovers

Detail access across pavement

Principle maintain kerblne

Option 1 dropped crossover, retained narrow kerb,

tarmac access route

Option 2 asphalt pavement, dropped kerb and

retained historic setts to access route

Option 3 new raised crossing with tactile, 300mm

kerb and granite blocks to access route

Considerations

drop kerb gradient and tactile paving

retain existing narrow kerbs

introduce fl ush 300 road kerb to maintain

line

Option 1 dropped crossover, retained narrow kerb, tarmc access route


Option 2 dropped crossover, retained narrow kerb, retained setted access route Option 3 new raised crossover, 300mm kerb, granite road blocks


2.1.13 pavement build-outs

Build-OutRemove Drain line

Build-Out600 X 300

Detail pavement build-outs

Principle let pavement run through

Option 1 former kerb line erased

‘v’ valley to conduct water to road drain

Option 2 former drainage channel retained with

600mm paved kerb line evident

Considerations

road camber and existig drainage falls

Option 1 Option 2

fall fall


2.1.14 barrel drop

Detail barrel run

Principle remove and reinstate

Option 1: Retain

create a straight edge against which to pave

if required, re-lay and scabble to create even surface

Option 2 : Replace with larger granite blocks

extend new surface across pavement

Material:

250 x 150 x 100mm granite blocks

Laying pattern

half-lap staggered bond

Considerations

establish a straight edge to granite area


Option 1 Option 2

existing setts


2.1.15 market organisation

Detail market organisation

Using a modular system to organise the market layout

variations can be confi gured as follows:

constant bay widths = 2500mm

basic module of stall = 3000mm long

intermdiate space between stalls = 1000mm

(suggested market stall module utilises ZAPP system

www.zappumbrellas.com)

Principle permanent marker within ground plane

Option 1 granite setts shared surface

metal alloy marker to demark bay

Option 2 metal edge banding

metal alloy marker to demarcate bay

Considerations

vehicular loading

hosing down

integration with shared surfacing

3 x 2.5m stall 3 x 2.5m stall 3 x 2.5m stall

3 x 2.5m stall7 x 2.5m trailer stall

5 x 2.5m stall 5 x 2.5m stall

3 1 3 1 3+ + + +

7 1 3+ +

5 1 5+ +


Option 1

Option 2


2.2 surface elementsCovers and cuts in pavement

The inclusion of covers in streetscapes are not optional as they provide critical maintenance and emergency access to services such as water, telecoms, gas, electricity, drainage for example. Covers in streetscapes also provide access to cellars providing Pubs with direct access to storage for beverages and for private residences the provision of coal shutes.

Detail service covers

Principle 1 Retain

paving cuts to be sensible pieces around access cover

where rotation is not possible, surface paving coursing

adjusted to create generous angled cuts around the cover

Principle 2 Rotate and align

to order the variety of covers within the paving

where possible (given existing underground chamber

location and age/type of cover) covers should be

rotated to be aligned with the general paving coursing

Principle 3 Rotate and align and recess

to minimise visual clutter on the ground plane

where possible (given budget constraints and assessed

character and aspiration for the particular street) covers

should be replaced to a greater internal depth to

allow stone / asp recessed infi ll

Considerations

age and material type of cover

morter bedding and pointing width around cover

Illustrative examples of reorganised access covers within street rhytm


2.2.1 access covers (large to medium unit)

Principle 2 Rotate and align

to order the variety of covers within the paving

Principle 1 Retain

paving cuts to be sensible pieces around access cover

Principle 3 Rotate and align and recess

to minimise visual clutter on the ground plane


2.2.1 access covers (small unit)


2.2.2 coal holes

Detail coal holes

Principle adjust and accommodate

Option 1 coal hole without surround

centre slab around cover as part of the paving rhythm

Option 2 multiple coal holes with surrounds

organise covers within 600 paving module, breaking

bond of 600mm offsets if necessary

Considerations

age and material type of coal hole cover

morter bedding and pointing width around cover

Option 1 Option 2

coal hole without surround

multiple coal holes with varying surrounds

multiple coal holes in line


2.2.3 asphalt surface

Detail asphalt surface interface

Principle horizontal and vertical elements aligned with asphalt frames

Option 1

Vertical furniture elements within

prescribed location zone

Option 2

Horizontal elements within pavement

Considerations

Locate vertical elements within the

prescribed set margin adjacent to the

kerb run.

Organise within asphalt frame arrangement

to ensure all straight edges are aligned with

metal frame

Locate and orientate surface elements within

asphalt surfacing so that straight edges align

with metal frame


Vertical elements

The makeup of the streetscape is not simply formed of combination of paving, kerbs and roadways. There are a series of vertical elements that emerge from this horizontal ground plane that can exert a strong infl uence on the quality and character of the public realm. They include litter bins, light columns and bollards and their presence in the street is for the most part essential for the successful management of pedestrian and vehicular traffi c. Siting these elements has to be carefully considered so that they maximize their usefulness without compromising movement or sight-lines. Problems often occur when these elements are located without reference to other items so that unnecessary grouping and / or over crowding can take place leading to a sense of street clutter. Possibilities for combining the services of one vertical element to contain, for instance a range of signs and lights should always be considered when relaying pavements.

For Westminster’s streets to attain the desired visual clarity described in this document it is important that the detailed interface of these vertical elements with the horizontal ground plane is given due consideration. By adhering to the principles set out in the following pages these features should feel part of the overall street composition and not an intrusive and unwelcome feature or obstruction.

2.3 vertical elements


2.3.1 lighting columns

Detail Lighting Column and signage pole

Principle Site and accommodate

Considerations

Locate columns within the prescribed set

margin adjacent to the kerb run.

Laterally organise within paving arrangement

to reduce impact on paving slabs – ideally cut

one slab only

Apply minimum cut width allowance against

vertical surface.

Ensure cut width is consistent around base

of column


2.3.2 bollards

Detail Bollard


Considerations

Locate bollard within the prescribed set


Organise within paving arrangement to

reduce impact on paving slabs – ideally cut

one slab only


vertical surface.


of bollard


2.3.3 litterbins

Detail Litter Bins


Considerations

Locate fi xing sleeve within the prescribed set


Organise within paving arrangement to reduce

impact on paving slabs – ideally cut one slab

only


vertical surface.

Ensure cut width is consistent around sleeve

Ensure that when bin is located over sleeve

paving is seen to extend under bin


2.3.4 parking meters

Detail Parking meter


Considerations

Locate parking meter within the prescribed

set margin adjacent to the kerb run.

Organise within paving arrangement to reduce

impact on paving slabs – ideally cut one slab

only


vertical surface.


of casing


Detail urban tree planting

Principle

pit dimensions determined by paving module

Option 1 No tree surround

pit infi ll with permeable resin bound gravel

Option 2 Tree surround

circular tree surround installed around truck with

resin bound permeable infi ll

Material

permeable resin bound aggregate surfacing

simple cast iron tree furniture

aeration / irrigation outlet with integral cap

Considerations

2.3.5 tree pits arrangement

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