lcrig20 dropped crossings and use of tactile paving · use of tactile paving page 2 of 20 contents...

Use of Tactile Paving

of 20

LCRIG20: Dropped Crossings and Use of Tactile Paving


of 20

Contents

1.0 Introduction 3

2.0 Principal Legislation 3

3.0 Dropped Kerbs 3

4.0 Tactile Paving: Pedestrian Crossing Points 6

5.0 Corduroy Hazard Warning Surface 13

6.0 Shared, Segregated Cycle Track/Footway Surface 15

7.0 Amenity Surfaces – Guidance Path Surface 17

8.0 Amenity Surfaces – Information Surface 18

9.0 Further Information 19


of 20

1.0 Introduction

1.1 If walking is to be encouraged as a realistic and sustainable alternative to the use of the private car for shorter journeys it is important that the walking environment is safe, convenient and well-maintained.

1.2 An important aspect of this is that, especially for

the benefit of those persons with a mobility impairment (for example wheelchair users, the elderly and those with pushchairs and shopping trolleys), the locations where people are required to cross the road should be easy and safe to negotiate. This means the provision of suitable dropped kerbs at crossing points and, for the particular benefit of those persons with a visual impairment, the use of tactile paving.

1.3 Historically, dropped kerbs at pedestrian

crossing points were not routinely provided as part of the design of the highway and there are therefore many locations where there is no such provision. The Council has limited resources to address this issue, and a policy has therefore been developed, described in this document, which sets out how the Council will assess and prioritise the provision of dropped crossings and tactile paving.

2.0 Principal Legislation

2.1 Highways Act 1980

Section 62 - General power of improvement. This section provides that the Council, as Highway Authority, shall have the power to carry out works for the improvement of

highways maintainable at the public expense (adopted highways).

Section 66 - Footways and guard-rails etc. for publicly maintainable highways. This section empowers the Council as Highway Authority to provide ’proper and sufficient’ footways at the side of made-up carriageways on publicly-maintained highways as necessary for the ‘safety or accommodation of pedestrians’.

Section 68 – Refuges. Section 68 empowers the Council as Highway Authority to construct pedestrian refuge islands in made-up carriageways forming part of a publicly-maintained highway.

Section 75 – Variation of widths of carriageway and footways. Under this section, the Council as Highway Authority has powers to vary the relative widths of the carriageway and of any footway forming part of a publicly-maintained highway. This power could be exercised, for example, to reduce corner radii at a junction as part of providing dropped kerbs, slowing vehicles and reducing pedestrian crossing distances.

3.0 Dropped Kerbs

3.1 As part of development proposals requiring planning approval, developers will be expected to provide dropped kerbs at pedestrian crossing points, the number and location to be agreed with the Council as part of the planning application process. Where a development proposal is deemed to have an impact on existing dropped kerbs, the developer will be


of 20

expected to review these and advance suitable proposals for bringing any deemed to be deficient (in location or design) in line with current standards.

3.2 Dropped kerbs will be provided by the Council

as part of major highway improvement and footway maintenance schemes at appropriate pedestrian crossing points. Dropped kerbs will be incorporated into the design of new pedestrian crossings (including, zebra, puffin, toucan and Pegasus crossings and pedestrian refuge schemes) and will be provided wherever pedestrians are intended to cross the road within the design of new traffic signal schemes.

3.3 The Council will maintain a list of locations

where dropped kerbs have been requested or where the need for the provision of dropped kerbs has been identified. It is anticipated that the number of such locations will exceed the funds available for such works and the Council will therefore prioritise the implementation of dropped kerbs as follows: • Locations that can be funded by third

parties, principally developers as part of the construction of new development, and that can be implemented as part of major highway improvement and footway maintenance schemes;

• Locations in town and district centres; • Locations on identified principal walking

routes, for example between communities and local shopping parades, employment opportunities, leisure or cultural facilities, educational establishments and locations affording access to public transport services;

• Locations with higher numbers of users with mobility impairment;

• Locations that would fill gaps in otherwise complete walking routes with dropped kerb provision.

3.4 Where dropped kerbs are provided, the minimum width of dropped kerb shall be 1.8 metres (two dropped kerbs). The width of the dropped kerb shall be increased dependent upon the pedestrian flows. ‘Dropper’ kerbs shall be used to provide a suitable transition between the dropped kerbs and the adjoining ‘standard’ kerb face.

3.5 Dropped kerbs shall be provided in pairs (one

on either side of the road to be crossed) so that the pedestrian route is continuous across the road. Pairs of dropped kerbs should be arranged opposite one another to minimise the crossing distance for pedestrians.

3.6 The dropped kerbs should be provided as close

as possible to the pedestrian crossing desire line. Where offset some distance from the pedestrian crossing desire line the dropped kerbs are less likely to be used, especially by able bodied pedestrians; those persons with a mobility impairment are likely to divert a short distance from their desire line in order to take advantage of an offset dropped kerb. If dropped kerbs are offset into a side road at a junction, pedestrian and vehicle inter-visibility may be compromised in which case the facility may be perceived as hazardous and may not be used. Consideration therefore needs to be given to the location of the dropped kerbs to ensure that adequate visibility is maintained. However, a


of 20

balance needs to be struck between minimising the offset from the pedestrian desire line and minimising the pedestrian crossing distance. At wider junctions, with large corner radii, it may be appropriate to offset the dropped kerbs in order that pedestrians have a shorter distance to cross, reducing the time during which they are in conflict with moving traffic, but care should be taken to ensure that adequate visibility is maintained and that pedestrians would not ignore the dropped kerbs as a result. In such circumstances, consideration could be given to a more extensive scheme that additionally involves a reduction of the corner radii; this may have the benefit of reducing vehicle speeds as well as shortening the crossing distance for pedestrians and allowing the dropped kerbs to be provided closer to the pedestrian desire line. This would, however, increase costs and would be a matter for further examination. Situations in which pedestrian guard rail is deemed necessary in order to force pedestrians to use offset dropped kerbs should be avoided. Dropping the radius section of the kerb may create difficulties for visually impaired people and wheelchair users and should be avoided where possible, subject to the above considerations.

3.7 Consideration should be given to measures to

prevent the obstruction of dropped kerbs by parked vehicles. It will be a matter of engineering judgement as to the likelihood of a dropped crossing being obstructed, dependent upon which, consideration could be given to the introduction of a white, access protection marking. In some cases, it may be necessary to pursue the introduction of waiting restrictions

(yellow lines), which would require a traffic regulation order.

3.8 Dropped kerbs should be laid flush with the

carriageway surface or laid with a maximum kerb upstand of 6mm.

Drainage 3.9 Gullies should not be located in the highway

channel at dropped kerbs and channel gradients should be sufficient to avoid ponding of water at the crossing.

Footway gradient 3.10 Introducing a dropped kerb into an existing

footway will require modifications to the adjoining footway surface, crossfall and gradient. The footway profile should be modified such that the maximum footway crossfall at the point of the dropped kerb, measured perpendicular to the dropped kerb, is 1 in 12. Ideally, a gradient of 1 in 20 should be achieved.

Vehicle Dropped Crossings 3.11 There are specific requirements relating to the

provision of vehicle dropped crossings, for example at accesses to private premises. Please refer to document BP13 ‘Vehicle Crossings’.

4.0 Tactile Paving: Pedestrian Crossing Points

4.1 Pedestrians require safe crossing places. Pedestrian crossings can be either uncontrolled


of 20

or controlled and should be provided in on-highway and off-highway situations.

Uncontrolled pedestrian crossings 4.2 Uncontrolled pedestrian crossings are informal

facilities where the volumes of pedestrian movement are not significant enough to merit stopping the flow of traffic. Most pedestrian crossing points with dropped kerbs in the highway network, for example at minor junctions, will be uncontrolled. Uncontrolled crossings also include pedestrian refuges in the centre of the road that allow pedestrians to cross one traffic stream at a time, without the traffic being stopped to allow pedestrians to cross. Also included as uncontrolled crossings are identified pedestrian crossing points within a traffic-signal controlled junction that do not have a signalled pedestrian phase.

Controlled pedestrian crossings 4.3 Controlled pedestrian crossings are formal

crossing points where pedestrians gain from varying degrees of priority depending on the type of crossing. There are four different types of controlled pedestrian crossings: Puffin, Toucan, Pegasus and Zebra crossings. (Pelican crossings are no longer used and have been replaced by Puffin Crossings). Further detail on the varying types of crossing are provided in document BP05 ‘Pedestrian and Cycle Crossings’. Controlled crossings also include those crossing points indicated by pedestrian phases at traffic signal junctions.

4.4 For the majority of pedestrians, the provision of dropped kerbs at crossing points will provide the necessary degree of assistance when negotiating the transition between a generally higher footway and a lower carriageway when crossing the road. Dropped kerbs help wheelchair users, the elderly and those with pushchairs and shopping trolleys to safely and conveniently negotiate the change in level and can indicate to pedestrians the safest and most appropriate location to cross the road.

4.5 However, there are also a significant number of

pedestrians who are either blind or partially sighted, for whom the provision of dropped kerbs alone, that provide no discernible change in level between a footway and a carriageway, would actually be hazardous. To assist people with a visual impairment, tactile paving and other tactile devices have been developed to provide additional assistance at crossing points and other locations where a hazard may exist.

4.6 To ensure a consistent approach to the design

and provision of tactile paving and devices across the country, the government issued ‘Guidance on the use of Tactile Paving Surfaces’. The Council’s approach to the provision of tactile paving and other devices is consistent with the guidance.

NOTE: In August 2015 the government began consultation on a number of possible changes to the guidance on the use of tactile paving surfaces. This may lead to changes to the guidance itself, which in turn may require changes to this document. Readers are


of 20

therefore advised to check that this document is the latest version before proceeding.

4.7 When moving around the pedestrian environment, visually impaired people will actively seek and make use of tactile information underfoot, particularly detectable contrasts in surface texture. Partially sighted pedestrians will also make use of colour contrasts in paving materials. Tactile paving surfaces of differing colours and surface profile can therefore be used to convey important information to visually impaired pedestrians about their environment, for example, hazard warning, directional guidance, or the presence of an amenity.

4.8 A range of designs of tactile paving has been

developed for use in differing circumstances. Some tactile surfaces are used to alert people to different types of pedestrian crossing. Other types of tactile surface are used to alert people to hazards and changes of level such as the top and bottom of external steps. The most widely recognised tactile paving is the ‘blister’ type for use at controlled and uncontrolled crossings. It is important that each type of tactile paving surface should be exclusively reserved for its intended use and consistently installed in accordance with the national guidelines.

Blister Surface Tactile Paving for Pedestrian Crossing Points - General

4.9 The Council will apply the guidance given in Chapter 1 of the ‘Guidance on the use of Tactile Paving Surfaces’ to new installations or where

planned maintenance or reconstruction is carried out.

4.10 The purpose of the blister surface is to provide

a warning to visually impaired people who would otherwise, in the absence of a kerb face greater than 25mm high, find it difficult to differentiate between where the footway ends and the carriageway begins. The surface is therefore an essential safety feature for this group of road users at pedestrian crossing points, where the footway is flush with the carriageway to enable wheelchair users to cross unimpeded.

4.11 The tactile surface has been developed in order

to provide warning and guidance for visually impaired people where there is no kerb upstand. In the case of controlled crossings the tactile surface layout also acts as a guide to lead visually impaired people to the crossing point and, at signal-controlled crossing points, to the pedestrian push button.

4.12 The profile of the blister surface comprises rows

of flat-topped 'blisters', 5mm (±0.5mm) high. The blister surface can be made of any material suitable for footway construction. It is most commonly supplied in 400mm square concrete slabs or smaller block pavers.

4.13 Stick–on tactile surfaces. Tactile paving is

available in a stick-on format. These can be particularly beneficial for use;

• where dropped kerbs already exist (without tactile provision)

• where vehicle overrun is expected, and


of 20

• where excavation for block pavers would be difficult, (e.g. on reinforced concrete).

4.14 Another advantage is that they are flexible and

can mould themselves to the profile and slope of the footway. The use of ‘stick on’ tactile paving materials will be considered on a site-specific basis and will be permitted only at the discretion of the Council.

4.15 The blister tactile surface should be installed in

the absence of an upstand at both controlled and uncontrolled crossing points:

• where the footway has been dropped flush with the carriageway; or

• where the carriageway has been raised to the level of the footway.

4.16 ‘Blister’ paving, albeit in different colours and

layouts, shall be used for both controlled and uncontrolled crossing points.

4.17 When designing major improvement, traffic

management (including traffic calming) and maintenance schemes, designers should:

• Ensure that they understand the mobility needs of visually impaired people likely to use the scheme and should, wherever appropriate, consult with local representative groups;

• Recognise that schemes that result in carriageways and adjacent footways being at the same level, as in partially pedestrianised areas, can be hazardous to visually impaired people;

• Consider the surrounding environment, taking into account the arrangement of crossing facilities and should remove

obstacles, for example by relocating street furniture, and trip hazards arising from uneven surfaces;

• Establish whether existing dropped kerb facilities are provided in the most suitable location and whether they require the retrospective installation of the blister surface;

• Recognise that the blister surface is part of a wider package of measures to assist visually impaired people, such as audible tactile devices and the relocation of street furniture.

4.18 Given the number of crossing points across the

borough, it is inevitable that the installation of tactile paving throughout the Council’s area will take place over a long period of time. It is the Council’s policy, therefore, to prioritise the installation of tactile paving. Generally, a similar approach will be taken to that for the installation of dropped kerbs, see above. The Council recognises that it is important that the phasing of the introduction of tactile paving does not confuse, and therefore endanger, visually impaired pedestrians. It is desirable, for reasons of consistency, to have the blister surface installed at all appropriate locations on an identified pedestrian route, especially busy routes. However, this should not preclude the installation of the surface whenever an individual location is being constructed or refurbished. It is important that the removal of any existing kerb upstand at a recognised crossing point is accompanied by the installation of the blister surface. If this is not done, regular users of that route will have no indication that the kerb has been removed and


of 20

may unknowingly enter the carriageway. It is equally important that wherever a crossing is removed, the blister surface is also removed.

4.19 The New Roads and Street Works Act 1991

requires the replacement of tactile paving when it is removed or disturbed in the course of opening the footway by the party disturbing the surface. It is essential that any reinstatement of the surface conforms with the advice given in the national guidance document. This applies to all types of tactile paving covered by the guidance. The Council will expect, wherever practicable, that notice is given to local visual impairment groups where, during road works, the tactile surface may give a misleading message, for example, if a puffin crossing is temporarily switched off, the tactile surface layout will still be indicating a controlled crossing.

Uncontrolled crossings

4.20 Uncontrolled crossings should have tactile paving which is buff or a colour (other than red) which provides a contrast with the surrounding footway surface. The contrast in colour will assist partially sighted people to identify the presence of tactile paving and hence be warned of the presence of a flush dropped kerb. In no circumstances should the red tactile surface be used at uncontrolled crossings. To avoid confusion it is also advisable not to use any other red footway material in the vicinity of an uncontrolled crossing.

4.21 The layout of tactile paving differs according to the location of the crossing point and should be in accordance with the national guidance. In all

cases, however, the blister surface should be installed across the full width of the flush dropped kerb. The depth of the surface will then depend upon whether the flush dropped kerb is in the line of pedestrian travel:

• Where the flush dropped kerb is not in the direct line of travel, for example it is inset into a side road at a junction, a 400mm depth of tactile surface (tactile paving one tile deep) is all that is required.

• When the pedestrian crossing is in line with the direction of pedestrian travel the depth of tiles should increase to three rows (1200mm).

• Where the crossing point is away from a junction, the tactile surface should be installed to a depth of 800mm (two rows).

4.22 The back edge of the tactile surface should be

at right angles to the direction of crossing. This may not necessarily be parallel to the kerb. Some visually impaired people use the back edge of the tactile surface to align themselves correctly in the direction of crossing.

4.23 Tactile paving should generally be installed to

provide a crossing point that is perpendicular to the kerb edge. Dropped kerbs should then be arranged directly opposite one another to ensure that pedestrians are afforded the shortest crossing distance. However, at some acute skew junctions this approach may lead to a significant deviation in pedestrian route to one of the dropped kerbs. Where it is judged that the crossing point would tend not to be used as a result, consideration may be given to


of 20

installing the tactile paving at an angle to the kerb, but so that the two sets of tactile paving (on either side of the road) are in line with one another and, therefore, in line with the walking route and with the back edge of the paving continuing to be laid at right angles to the direction of crossing. The required depth of tactile paving, as given above, should then be maintained as a minimum across the full width of the dropped kerbs.

Controlled crossings

4.24 Controlled crossings should have tactile paving which is red in colour. The red blister surface should be used at controlled crossings only. The consultation on interim changes to the national guidance seeks views on the replacement of the requirement for blister paving at a controlled crossing to be red with a requirement for at least a 50% contrast ratio with the surrounding paving. Until such time as any change is made to the guidance, red and only red blister paving will be used at controlled crossings.

4.25 The use of any other red material in the vicinity

of a controlled crossing is to be avoided wherever possible. Where this is unavoidable it will be necessary to provide a border around the blister surface contrasting in colour and tone. A border 150mm wide should provide sufficient contrast. Where there are conservation considerations an alternative colour for the tactile surface may be appropriate (see below).

4.26 Where the dropped kerb at the controlled

crossing is in the direct line of travel, eg. at

crossing points on junctions, the tactile surface should be laid to a depth of 1200mm (three rows) across the full width of the dropped kerb. At all other controlled crossings a depth of 800mm (two rows) across the full width of the dropped kerb should be provided. The back edge (of the section of tactile surface which extends across the full width of the dropped kerb) should be at right angles to the direction of crossing; this may not necessarily be parallel to the kerb. Where the back edge is not parallel to the kerb, and as a result the depth of the tactile surface varies, it should be not less than 800mm deep (two complete tiles) at any point.

4.27 Additionally, at controlled crossings, a ‘stem’ of

the surface, 1200mm wide, should extend from the flush dropped kerb to the back of the footway and preferably back to the building line where that is possible. At most crossing points this will lead to the installation of an ‘L’-shaped layout of tactile paving. The stem should extend back from the tactile paving on the side adjacent to the push button control box or the zebra pole, thereby forming the 'L' arrangement. The stem will be encountered by visually impaired people walking along the footway and can be followed to the controlled crossing point. It is recognised that in some cases this could result in a very long stem. Therefore, the stem should extend to the back of the footway or for a maximum distance of 5.0 metres. Note that the 5.0 metre dimension relates to the length of the stem only, not including the two or three rows of tactile paving at the dropped kerb. In one-way streets, and on staggered crossings, where the traffic is approaching from the left, the stem should lead


of 20

down to a push button on the right hand side, but a second push button should be provided on the left hand side. The stem should be installed so that it is in line with the direction of travel across the road.

4.28 Where two controlled crossings are in close

proximity, for example on two adjacent arms of a traffic signal-controlled junction, it is possible that the two stems may intersect. Careful consideration must then be given to the layout of tactile paving so that the resulting layout does not cause confusion to visually impaired users. If the crossings are at a junction where there is clearly a ‘main’ road and a ‘side’ road, the layout for the main road should always take precedence.

4.29 Where the controlled crossing is located where

there is both an adopted footway and an adjoining private forecourt that can be accessed by the general public (for example, to the frontage of a parade of shops) the Council will endeavour to negotiate with the landowner to extend the stem of the tactile surface onto the private forecourt if this is considered desirable in order to provide an appropriate layout of tactile paving and/or to meet the requirements of the national guidance and this document.

Pedestrian refuges

4.30 Where a pedestrian refuge forms part of the crossing, the layout on the refuge will vary according to the width of the refuge and any other features which are located on it. Where the refuge is less than 2.0 metres wide

(measured perpendicular to the direction of traffic and in-line with the pedestrian crossing movement), the tactile surface should be laid across the full width of the refuge, laid immediately behind the kerb or set back 150mm from the edge of the carriageway (where the refuge is at carriageway level) on both sides. Where the width of the refuge is two metres or more, two rows of the tactile surface (800mm deep) should be provided. Again, the tactile paving should be laid immediately behind the kerb or be set back 150mm from the edge of the carriageway (where the refuge is at carriageway level) on both sides. The layout applies equally to controlled or uncontrolled crossings, although the colour of the surfacing will vary accordingly. Where a staggered crossing is provided, the tactile paving laid on the central reserve or island should be to a depth of 800mm (two rows) at each dropped kerb, laid immediately behind the kerb or set back 150mm from the edge of the carriageway (where the refuge is at carriageway level). At controlled crossings with traffic signals it is important that the pedestrian push button unit is located close to the edge of the blister paving. At triangular pedestrian islands, the tactile paving should be similarly laid to a depth of 800mm (two rows) at each dropped kerb, laid immediately behind the kerb or set back 150mm from the edge of the carriageway (where the refuge is at carriageway level).

4.31 If the refuge is not intended as an area for

pedestrians to wait, as in the case of splitter islands, then the tactile surface should not be installed.


of 20

Vehicle crossings and accesses 4.32 Where the kerbs are dropped to provide a

vehicle crossover to off-street premises, a minimum kerb face of 25mm should be provided between the carriageway and the vehicle crossover in order that visually impaired people do not mistakenly walk into the carriageway. There should be no upstand where the footway crosses the vehicle crossover, for the benefit of wheelchair users. Where the vehicle crossover surface is being replaced with another surface, it is helpful if the replacement surface provides a contrast in colour and tone. For example, replacing light coloured paving slabs with darker block pavers. This will be helpful to partially sighted people who are regular users of the area to distinguish between the crossover and the adjacent footway.

4.33 The tactile surface should not generally be

applied on vehicle crossovers to residential property. The blister surface will only be necessary where there is a high volume of traffic, in which case the crossover or access should be treated as an uncontrolled crossing of a side road and the tactile paving should be installed appropriately.

4.34 The Council will determine, on a case-by-case basis, the circumstances in which traffic flows using the access are sufficiently significant to require the installation of tactile paving. As a general guide, wherever the Council determines that an access to off-street premises should be designed as a side road junction with kerbed radii and with no kerb upstand where the surface of the vehicle crossover or access meets the main

carriageway, the provision of dropped kerbs and tactile paving will be required where the pedestrian route crosses the access. The types of development or off-street facility that would require the installation of tactile paving include: • Petrol station or commercial garage; • Shopping parade, supermarket, etc; • Medical centre, clinic or hospital; • Public or public house car park; • Public transport interchange.

Traffic Calming 4.35 Where the carriageway has been raised to the

level of the footway the tactile surface should be installed on the footway. The treatment will be the same as for an uncontrolled or controlled crossing depending on the facilities to be provided on the raised area. Where an extensive area of the carriageway has been raised it may not be practicable or desirable to install the tactile surface along the full length. In those circumstances the tactile surface should be limited to the identified 'crossing' area and the remaining raised carriageway either side of the tactile surface should maintain a level difference with the footway of at least 25mm high or have a continuous physical barrier such as planters. Wherever there is no level change between carriageway and footway, or a level change of less than 60mm, consideration should be given to the boundary between footway and carriageway being delineated with a tactile surface of at least 800mm in depth. This should apply to any continuous barrier-free surface occupied by pedestrians and vehicles whether that is a flat top road hump, a raised side road or junction, or an extended level


of 20

surface area. However, ‘blister’ type tactile paving should be confined to those locations where pedestrians are intended to cross the carriageway. This would enable partially sighted and blind pedestrians to identify the edge of the footway, thereby avoiding mistakenly walking into the carriageway, but would deter them from crossing the carriageway indiscriminately at unsuitable locations.

Conservation areas 4.36 Where the blister surface is provided at crossing

points in conservation areas, in the vicinity of a listed building or in other environmentally sensitive locations, some relaxation of the colour requirements may be acceptable at the discretion of the highway authority. In these limited circumstances only, the tactile surface may be provided in a colour which is in keeping with the surrounding material. This relaxation does not extend to the use of red at uncontrolled crossing points. Before any decision is taken by the Council, discussions should take place with local groups of visually impaired people and the local conservation officer shall be consulted.

Blister surface inlays 4.37 Care should be exercised to locate new dropped

kerbs away from any utility or other inspection chambers. This should particularly be the case where periodic access to the inspection chamber would render the crossing point unusable by pedestrians. Where unavoidable and the covers of inspection chambers would intrude into areas of tactile paving, the Council

will encourage utilities to provide covers which can accommodate a blister surface inlay.

5.0 Corduroy Hazard Warning Surface

5.1 The purpose of the corduroy surface is to warn visually impaired people of the presence of specific hazards: steps, level crossings or the approach to on-street light rapid transit (LRT)/tram platforms. It is also used where a footway joins a shared route (see below). It conveys the message 'hazard, proceed with caution'.

5.2 The profile of the corduroy surface comprises

rounded bars running transversely across the direction of pedestrian travel. The bars are 6mm (± 0.5mm) high, 20mm wide and spaced 50mm from the centre of one bar to the centre of the next. It is recommended that the surface be in a contrasting colour to the surrounding area so as to assist partially sighted people. It should not be red which is restricted to the blister surface at controlled crossings. The surface can be provided in any material suitable for pedestrian routes.

5.3 The corduroy surface can be used for any

situation (other than at pedestrian crossing points) where visually impaired people need to be warned of a hazard, for example:

• the top and bottom of steps; • the foot of a ramp to an on-street tram

platform, but not at any other ramps; • a level crossing; • where people could inadvertently walk

directly on to a platform at a railway station; and


of 20

• where a footway/footpath joins a shared route.

5.4 The surface must not be used to warn of obstacles, for example, cycle stands, where people should be advised not to proceed. The surface is not recommended on raised bus stops.

5.5 The surface should be laid so that the bars run

transversely across the direction of pedestrian travel.

Steps 5.6 At steps the corduroy surface should extend

across the full width of the stairs and extend at least 400mm beyond the width of the steps on either side, at both the top and bottom of the flight. Where possible, the surface should be installed with a clear distance of 400mm from the first nosing. If the surface is installed closer to the steps, people may not have enough time to adjust their walking speed. If the steps are in the direct line of pedestrian travel the surface should be laid to a depth of 800mm. If a pedestrian would have to make a conscious turn to encounter them, then a depth of 400mm is acceptable.

Raised tram stops 5.7 The corduroy tactile surface should be installed

across the full width of the ramp at the bottom only. The corduroy surface should be laid 400mm from the bottom of the ramp and to a depth of 800mm.

5.8 Tactile paving will also be provided along the entire length of the platform at the tram stop to warn visually impaired people that they are approaching the edge of an on-street platform. In this case, ‘lozenge’ tactile paving should be used, in accordance with Chapter 4 of the national guidance. The profile of the on-street platform edge warning surface comprises rows of 'lozenge' shapes. The lozenge shapes are 6mm (± 0.5mm) high and have rounded edges in order not to be a trip hazard. The surface is normally buff coloured but can be any colour, other than red, which contrasts with the surrounding surface. This will assist partially sighted people. ‘Domed’ paving of the type used for off-street rail platforms is not appropriate in this scenario, as it could be confused in the street environment with the blister surface used to indicate the absence of a kerb upstand. The lozenge surface should be laid immediately behind the platform coping stone. This should not be closer than 500mm from the platform edge, because people may not have enough time to stop walking once they have detected the tactile surface. The surface should be installed to a depth of 400mm (one row) along the entire length of the platform, and should extend down any approach ramps.

Level crossings 5.9 The corduroy surface should extend across the

full width of the footway, or for 1200mm if there is no footway. The corduroy surface should be set back a clear distance of 400mm from the barrier or from the projected line of the barrier on the open side. If the corduroy surface is installed closer, people may not have


of 20

enough time to adjust their walking speed. At level crossings with barriers on both sides, the corduroy surface should be laid to a depth of 400mm. At level crossings with barriers on one side only, the corduroy surface should be installed to a depth of 400mm on the side with the barrier and 800mm on the side without a barrier. At level crossings with no barriers, the surface should be installed to a depth of 800mm on both sides.

5.10 At entrances to unprotected railway stations,

the corduroy surface should be laid across the full width of the pedestrian entrance to a depth of 800mm including tram stops.

6.0 Shared, Segregated Cycle Track/Footway Surface

6.1 Where cyclists and pedestrians share a cycle track/footway on a segregated basis, pedestrians should be segregated from cyclists by a change in level wherever possible. This will not only assist visually impaired people, but will also be helpful to other vulnerable pedestrians such as those with impaired hearing and those with walking difficulties. Where it is not possible to achieve segregation by level, the segregation should be achieved by means of a central delineator strip as indicated below.

6.2 The central delineator strip is normally installed

along the length of the route dividing the pedestrian from the cyclist side. The delineator strip is a profiled road marking, coloured white, and should accord with the requirements of the Traffic Signs Regulations and General Directions 2016 – TSRGD 2016 (Diagram 1049.1). The

central delineator strip should be between 12mm and20mm high.

6.3 Tactile paving shall be used to advise visually

impaired people of the correct side of the path to enter. The profile of the tactile surface comprises a series of raised, flat-topped bars, each 5mm (±0.5mm) high, 30mm wide, and spaced 70mm apart. The tactile surface and central delineator strip should be used on any segregated shared route where the designated pedestrian side is not physically separated from the designated cyclist side, for example by a difference in level.

6.4 The tactile surface should be laid at the

beginning and end of the shared segregated route, at regular intervals along the route and at any junctions with other pedestrian or cyclist routes. This lets people know they are entering or leaving the route. In general, the surface should extend across the full width of the footway and cycle track and should extend to a depth of 2400mm. For the repeater strips, however, only 800mm depth of surface is required. On the pedestrian side, the surface should be installed with the bars running transversely across the direction of travel. On the cyclists’ side, the surface should be laid with the bars running in the direction of travel. A cycle symbol marking should be provided on the appropriate side at all entry/exit points and any junctions with footways or other shared routes. This will inform cyclists and sighted pedestrians of the designated sides. The use of colour and texture can also assist blind and partially sighted people. Using different coloured surfaces and different materials, eg. bitumen


of 20

and concrete, on the different sides of the route can provide a useful additional cue.

6.5 Tactile surfacing should be provided at

junctions of footways/footpaths or cycle tracks with a shared route as follows.

• At a junction where a footway/footpath joins a shared route on the pedestrian side of the shared route:

o The tactile surface should be installed for 2400mm on both the pedestrian and cyclist sides of the shared route on either side of the junction and the central delineator strip should continue across the junction. This will act as a guide to keep visually impaired people on the pedestrian side.

• At a junction where a footway/footpath joins a shared route on the cyclist side of the shared route:

o The tactile surface should be installed on both the pedestrian and cyclist sides of the shared route for 2400mm on both sides of the junction. However, the central delineator strip should not continue across the junction. In addition, to warn visually impaired people that they are stepping on to the cyclist side, the corduroy surface should be installed across the footway/footpath to a depth of 800mm where it joins the shared route.

• At a junction where a cycle track joins a shared route on the pedestrian side of the shared route:

o The tactile surface should be installed on both the pedestrian and cyclist sides of the shared route for a depth of 2400mm

on either side of the junction and the central delineator should not continue across the junction as cyclists need to cross to the far side of the shared route to access the side designated for cyclists and would otherwise have to cross the central delineator strip.

• At a junction where a cycle track joins a shared route on the cyclist side of the shared route:

o It is not necessary to install the tactile surface. The central delineator should continue across the junction. This is because there is no break in the pedestrian side and pedestrians do not need to be informed that there is a junction with a cycle track.

• At a junction where a shared route joins another shared route:

o The tactile surface should be installed for 2400mm on both the pedestrian and cyclist sides of both routes and on either side of the junction. The central delineator should not continue, in either direction, through the junction.

• At a junction where a shared route is crossed by a vehicular access route or road at an uncontrolled crossing:

o The shared route should terminate approximately 2.4 metres in advance of the edge of the carriageway. The tactile surface should be installed for 2400mm on both the pedestrian and cyclist sides within the shared route at its end. At the flush dropped kerb with the carriageway it will be necessary to provide the blister surface to a depth of 1200mm, and this


of 20

should be laid across the full width of the crossing point.

• At a junction where a shared route is crossed by a vehicular access route or road at a controlled crossing:

o The shared route should terminate a minimum of 2.8 metres in advance of the edge of the carriageway. The tactile surface should be installed for 2400mm on both the pedestrian and cyclist sides within the shared route at its end. At the flush dropped kerb with the carriageway the appropriate ‘L’-shaped blister paving layout should be provided to an overall depth of 2400mm, to the back edge of the ‘stem’, leaving a clear distance of at least 400mm between the stem and the termination of the shared route. To avoid conflict between cyclists and pedestrians it will be helpful if the "L" leads down from the end of the pedestrian side of the shared route. In some cases this may require the installation of an additional pedestrian push button box adjacent to the pedestrian path. At Toucan crossings two pedestrian push button boxes will always be required.

6.6 Where a shared route is created on a footway

adjacent to a carriageway, and a controlled crossing of the road is situated along the shared route, the cycle track/footway tactile surface should be installed to a depth of 2400mm on both the pedestrian and cyclist sides of the shared route to either side of the controlled crossing, with a distance of 1200mm between the shared route tactile paving and the nearest part of the blister tactile paving for the

controlled crossing. Blister tactile paving should be installed to mark the controlled crossing in the normal way except that the ‘stem’ of the L-shaped layout of blister paving should extend back from the flush dropped kerb to the rear of the pedestrian path, i.e. the stem extends across both the cyclist and pedestrian side where the pedestrian side of the shared route is remote from the carriageway and extends only across the pedestrian side (and not the cyclist side) where this is adjacent to the carriageway. In the latter case, unless the crossing is a Toucan, the central delineator strip continues through the controlled crossing. The delineator strip should not continue across the crossing only where the cyclists' side is closest to the carriageway, or where the crossing is a Toucan.

7.0 Amenity Surfaces – Guidance Path Surface

7.1 The purpose of the guidance path surface is to guide visually impaired people along a route when the traditional cues, such as a property line or kerb edge, are not available. It can also be used to guide people around obstacles, for example street furniture in a pedestrianised area, although care should be taken in siting street furniture to ensure that such problems are not created. To maximise its effectiveness the surface should be used sparingly and only after consultation with relevant local groups. The Council will only consider the introduction of guidance path surfaces where there are a significant number of visually impaired people who need to locate a particular destination and where there are identified difficulties currently encountered by such users.


of 20

7.2 The profile of the guidance path surface comprises a series of raised, flat-topped bars running in the direction of pedestrian travel. The bars are 5.5mm (±0.5mm) high, 35mm wide and are spaced 45mm apart. It is recommended that the guidance path is in a contrasting colour to the surrounding area so as to assist partially sighted people. It should not be red which is restricted to the blister surface at controlled crossings.

7.3 Where used, the surface should be installed

with the bars running in the direction of pedestrian travel. The surface should be 800mm wide. The path should be kept as straight as possible and be laid so that it takes people along a safe and unobstructed route. Generally, there should be an unobstructed space of at least 800mm on either side of the path to avoid people walking into obstacles if they stray off the path, to provide space for a guide dog and to afford a clear pathway for anyone who finds the surface uncomfortable. In busy shopping centres, a minimum width of 2000mm unobstructed space should be provided between the path and the property line.

7.4 Routes should be planned in consultation with

groups representing visually impaired people to ensure that the surface is used to best effect. In planning the route care should be taken to avoid, wherever possible, inspection covers and street furniture which would interrupt the path.

7.5 Sharp bends should be avoided. Where a bend,

other than a right angle turn, is necessary, the surface should be installed with the bars

running in the direction of travel, and should be turned slightly to accommodate the bend. Where a right angle turn in the guidance path is unavoidable, the surface should be installed so that the bars run transversely across the direction of pedestrian travel for 1200mm (or as long as possible up to a maximum of 1200mm) before the bend in both directions. This will provide pedestrians walking towards the bend with advance warning that they are approaching a significant change in direction. A similar arrangement should be adopted where a junction is necessary to give pedestrians a choice of routes.

8.0 Amenity Surfaces – Information Surface

8.1 Consideration will be given to the use of information surfacing only on request from and in consultation with recognised groups representing visually impaired people and only where a suitable source of funding can be identified. It is only likely to be considered in areas where there are significant numbers of visually impaired people.

8.2 The information surface should be non-

bituminous and based on a neoprene rubber or similar elastomeric compound. The information surface does not have a raised profile but is detectable because it feels slightly softer underfoot than conventional paving materials. The surface should have a matt finish and be slip resistant. The use of a contrasting colour and tone to the surrounding footway is recommended so as to assist partially sighted people.


of 20

8.3 The surface can be used to draw attention to any amenity, such as:

• telephone kiosk; • tactile or talking information board; • post box; • entrances to civic amenities, resource

centres etc.; • ATMs (Automated Teller Machines, for

example cash dispensers); • toilets.

8.4 The exact layout of the information surface will

be site specific, but general advice is provided below.

• The information surface material should be level with the surrounding footway. This is to avoid causing a trip hazard.

• A space of 400mm maximum should exist between the amenity and the start of the surface to allow people time to adjust their walking speed.

• Where the amenity is to one side of a footway, the surface should extend from the amenity to at least the centre of the footway. This will ensure it is detected by most visually impaired pedestrians.

• The surface should extend across the full width of the amenity or for 800mm, whichever is greater, except where the amenity is an entrance or window when the surface must not extend beyond the width of the amenity.

• Where the path of pedestrian travel is not defined, for example in a pedestrian precinct, the surface should be laid across the width of the amenity and to a depth of between 400 and 800mm.

9.0 Further Information

9.1 Further information can be obtained by reference to the national guidelines: ‘Guidance on the Use of Tactile Paving Surfaces’ published by the Department for Environment, Transport and the Regions, which includes figures that depict examples of the various layouts of tactile paving described in this document.

9.2 Clarification of the Council’s policies in respect of the application and use of tactile paving surfaces can be obtained by contacting:

[email protected]


20

Contact details Initial contact should be to the Council’s contact centre: Telephone: 01253 477477 Email: [email protected] Highways and Traffic Management is part of the Community and Environmental Services Directorate and is based at: One Bickerstaffe Square, Bickerstaffe Square, Blackpool FY1 3AH

lcrig20 dropped crossings and use of tactile paving · use of tactile paving page 2 of 20 contents...

Documents