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design manual - Central St Leonards Town Centre 1

Central St Leonards Town Centre design manual

www.hastings.gov.uk

design manual - Central St Leonards Town Centre2

foreword Streets ahead! Raising the standard of the Public Realm

Hastings Borough Council is intent upon improving the central areas of St Leonards as well as the surrounding urban areas. This is demonstrated in the Council’s recent extensive work in producing the overall framework that led to the production of this design manual. Improving the public realm is also high on the agenda of East Sussex County Council. The County Borough and District Councils are working together on the recent “Improving the Public Realm in East Sussex” initiative, identifying and improving a number of pilot areas. The County is also encouraging the Districts to identify Public Realm projects in their evolving Local Development Frameworks.

When improving the public realm in St Leonards we must consider the needs of all who use the public spaces, pedestrians and other road users, residents and visitors, people of all ages and those who have difficulty in moving around this relatively dense and busy environment. We need to improve links between the town centre and its seafront, removing barriers to simplify movement and making roads safe to cross. Above all, spaces need to be navigable.

We need to carefully define the boundaries between public and private space, be critical of street clutter and make sure that we open up views and vistas, particularly those to the sea.

High quality materials are generally well worth the initial investment when funds allow. A community that is building a reputation for good design is more likely to continue to receive support for such investment. Of course we have to be aware of financial constraints, the need for best value and the ongoing lifetime maintenance of the materials. The aim is to provide a well-considered, coherent and consistent street environment throughout Central St Leonards.

design manual - Central St Leonards Town Centre

Councillor Anne Bird, Lead Member for Housing, Communities and Neighbourhoods, Hastings Borough Council

Dr Richard Simmons, Chief Executive, Commission for Architecture and the Built Environment


View over Kings Road and Western Road with Warrior Square and the sea beyond


Introduction

section 1Using this manual

• Creativity• Who should use this manual• Principles• The aim of the manual • The agenda for the public realm• Coordination and consistency• Keeping it simple• Visit the site• Maintenance and repairs• Disability Discrimination Act

section 2Local character and distinctiveness

• The seafront• The shopping streets• The residential areas• Landmarks• Pavements• Planting and street trees• Open spaces

section 3General design guidance

• Design principles• Colour• Reducing street clutter• Designing safe and welcoming

environments• Traffic management and parking• Pedestrian accessibility• Footway widths

section 4Detailed guidancePaved Surfaces• Pedestrian surface materials• Carriageway materials• Paving sizes• York stone paving• Concrete paving• Paving bricks• Other considerations• Laying paving• Granite setts• Granite kerbs• Granite slabs• Footway widening and drainage

• Tactile paving for the visually impaired• Dropped kerbs• Footway crossovers• Utility covers• Footway junctions and corners• Side road headway treatments• Vehicle overrun conditions• Private accesses across pavements• Forecourts and back edge zones of

pavements in private ownership• Recycling of materials• Maintenance

Street layout modifications• Build-outs• Raised entry treatments• Drainage• Road markings• Parking bays• Hatching• Vehicular traffic signs• Traffic signals• Waiting and Loading signs• Controlled parking signs

Street Furniture• Advertising and publicity

• Bollards• Bus boarders• Bus shelters• CCTV Camera provision• Cycle signs• Cycle stands• Guardrails (barriers)• Litter bins• Pedestrian lighting • Light sources• Pedestrian signs• Seating• Street nameplates• Street trading stalls• Tables and chairs outside cafés and

pubs• Telephone boxes• Waste container bays

appendicesA Basic materials and street furniture

B Summary of streetscape audit

C Designer’s checklist

D References, main contacts and acknowledgements

contents


The seafront


introduction


This is the first edition of the Central St Leonards Town Centre Design Manual, produced in March 2007 following testing by a range of practitioners. The purpose of this manual is to raise the standard of design and construction of street works in a consistent way in the public spaces of Central St Leonards. Its development has involved local authority officers, specialist designers and artists and the community in a team effort to reinforce the unique identity of the central areas of the town.

It has been inspired by two key documents:

• ‘Paving the Way’, 2002, by the Commission for Architecture and the Built Environment (CABE), published by the ODPM, and

• ‘Streets for All South East’, 2005, published by English Heritage.


The seafront at the western end of St. Leonards

Marine Court Typical detail


Pevensey Road at its junction with London Road


section 1 using this manual


CreativityThe design of the public realm is not simply the province of one professional discipline and should involve a number of specialists including urban designers/landscape architects and highways engineers working together. As a matter of course, an artist should be actively involved in the design process to ensure that opportunities for creative ‘branding’ are explored and that the arts are fully utilised as appropriate to ensure that there is public ownership of the resulting design.

A Central St.Leonards arts brief has been produced in parallel with this manual to brief the urban renaissance programme currently being undertaken. The public arts development officer at Hastings Borough Council should be contacted for advice on any project.

‘Streets for All’ provides solid, well considered advice that is embodied in this document: “Paving forms the foreground of almost every street scene. Quality in the design and construction of footways and street surfaces is vital to the character of an area. It provides the context within which the buildings are seen”.

using this manual



Who should use this manual

This guide is intended for use by:

• Local authority officers – highways officers, traffic engineers, highways management, forward planners, development control officers, conservation officers and urban designers as well as council design champions and local designers qualified to work in the public realm

• Highways contractors, public utilities, other agencies with responsibilities for the public realm

• Local groups, conservation and historical societies, arts groups, individual owners, transport and disability groups.

It is vital that designers and contractors:(A) For surface materials:

• relate ground surfaces to the local context• keep paving simple and avoid discordant colours• maintain and restore historic paving and detail such as granite kerbs where

possible.

(B) For street furniture:• retain historic street furniture which reinforces local character• identify and remove superfluous or redundant items• minimise the number of signs, locate signs on existing posts or buildings or at

the back edge of pavements• use a single dark colour for all items of street furniture• reduce guard rails to a minimum, consider using post and rail• avoid standardised lighting, choosing the most appropriate design and light

source for the area• eliminate the need for bollards through good design, but where unavoidable

use designs that are sympathetic to function and context

Coordination:

• Designers and contractors must be aware of the need for a coordinated approach to the design of the public realm

Maintenance of good design in the public realm:

• The client body must be prepared to impose this design guidance

• Maintenance and improvement requires funding as well as enforcement by the relevant authorities. The use of higher quality materials can provide savings in the long term.

For traffic management:

• traffic calming measures should be fitted sensitively so that they appear to be natural to the street scene

• the design of physical measures should take a minimalist approach, to reduce visual interference with the established streetscape

• traditional, natural coloured materials should be used, avoiding coloured surfaces

• road markings should be used with care, only using markings as required for reasons of safety.

Principles

Fundamental design principles to be followed are:1. Employing the most appropriate design team professionals, including arts

specialists, to prepare briefs and designs and carry out site supervision2. Respecting the characteristics of the streets and spaces3. Consistently providing quality materials, components and workmanship4. Providing a clutter-free environment5. Improving accessibility for all users, ensuring safe vehicle circulation and parking 6. Designing a well-considered, practical and attractive environment 7. Employing contractors with the right skills for the job8. ‘Mending’ the facades of buildings in key streets9. Considering future maintenance from the outset10. Encouraging private owners and retailers to play their part in raising design

quality


The aim of the manual

The aim is to ensure that we reinforce local identities in the town centre – the seafront, the shopping streets and the residential areas. To achieve this, this manual sets out both guidance and, in some cases, fairly prescriptive requirements.

Prescriptiveness has been included as appropriate with good reason - to ensure that the basic requirements are provided consistently throughout the area. Specific materials, design details and components appropriate to each zone are specified for the following:

• Highways requirements and lighting• Signs and shopfronts where appropriate• Street furniture

Reference is also made to soft and hard landscaping requirements for ‘green’ areas. These areas are subject to guidance being provided separately. It should be noted that street trees and soft landscaping are not historically part of the street scene of Central St Leonards, although appropriate planting may be considered in certain key places as part of wider improvement projects.



The agenda for the public realm

Public spaces need to be designed to meet the needs of the people who use the area. The public realm must respect and reflect the quality of the many existing examples of good architecture and townscape. Proposals for lower quality improvements in the currently less attractive streets should be avoided and standards must not be lowered to suit any short-term expediency.

The settings for buildings can to a degree be improved through clutter-reduction measures and by ensuring that new interventions are carried out in keeping with the local context and identity. This is not to say that modern ideas will not be acceptable although pastiche ‘solutions’ are not encouraged. The public realm is to be improved through creating better links between the centre and the seafront, and a consistent and unifying approach to design will be taken by involving specialist designers to fulfil specific briefs for key areas, streets and projects.

It is important to introduce measures that will lead to more liveliness and activity in the public realm and a reduction wherever possible of the dominance of the motor vehicle to encourage safe pedestrian activity. Experience shows that public realm improvements will attract more pedestrian movement and increase economic activity, but commercial premises will need to be improved at the same time.

Public art can make a major contribution to identity and character and is being actively encouraged in the area. Art will help bring people into and through places, providing a memorable experience. All projects subject to this guide will be expected to add an extra layer of quality by introducing public art that is intrinsic to the place. This is not simply to be achieved by adding street sculptures, for example, but by selecting street furniture and designing surfaces sensitively with a strong emphasis on quality.

For the seafront, there is a clear need to build on the good work carried out so far, particularly with the interesting lighting projects. Signs need to be reviewed and the logic improved, with clearer guidance made for pedestrians and cyclists. Visitors need to be encouraged along the promenade and into the town centre’s shopping areas – to shops and cafés and to specialist outlets, to new events as well as to and from the railway station and key car parks that act as important gateways to Central St Leonards.


Typical examples of quality found in St Leonards


Coordination and consistency

Consistency of approach and coordination lead to simplicity and avoid confusion. Consistency has been an important factor in arriving at a simple palette of materials and street furniture components.

The use of colour is another important means of ensuring coordination. Few colours including black and a mid to dark green (the latter for use around Warrior Square Gardens only) are permissible. Black is to be used to paint the rear faces of all street signs.

Minor changes to the palette or menu of street furniture and materials over time are permitted, but such changes will need to be part of a comprehensive review of the advice in this manual.

Many different agencies come along and add street furniture over time or modify paving materials with little thought as to the visual consequences. All who are involved in providing street furniture should consult each other well before an improvement project starts on site. There is a need for some form of central control – this may be best dealt with by the highways manager supported by conservation officers and urban designers. Consideration needs to be given to the additional resources which may be required to raise and maintain the standard of the public realm.

Keeping it simple

Designs and the use of materials and components should be simple, and the quantities of certain items of street furniture should be kept to an absolute minimum. The over-use of bollards is a prime example of what is rarely necessary or desirable.

Visit the site

It is important that a designer visits the site prior to preparing plans to judge the style and how much street furniture should be introduced. Proper regard must be taken as to how a street is being used by pedestrians and vehicles. People are more important to the street than street furniture.

Maintenance and repairs

When replacing one item, for example a bollard, the way in which it meets the ground should be considered and, if necessary, any defective localised paving corrected at the same time.

Disability Discrimination Act

This came into effect partially in 1995 and fully in October 2004. The Council’s main duties under the Act are to provide access for all by changing policies, practices and procedures where necessary, overcoming physical obstructions either by removing them or altering them, or by providing access by another means. Everything possible should be done in designing improvements to ensure that the street environment complies with the Act as failure to do so could result in discrimination due to exclusion, possibly making the Council liable to prosecution under the Act.

Keep it simple and look after the street:• Use fewer materials • Reduce the width of joints• Do not accept temporary repairs

design manual - Central St Leonards Town Centre16The landmark church tower of St Magdalen viewed

across Warrior Square


section 2 local character and distinctiveness


Central St Leonards takes its character from its setting. Critical to its character is the sloping land with valleys at right angles to the line of the seafront. The way the town relates to the sea and the way it follows the land contours behind the seafront are fundamental to this character. The town’s relationship to the sea is fragmented in locations where the land rises steeply to the north.

The views from the promenade and from the hills behind it towards the sea explain why St Leonards was developed in the first place and are highly important as they help to link the town with the sea in a town which seems to be cut off from its waterfront. The seafront is quite different from the town centre. The streetscape audit process carried out to inform the preparation of this manual led to a recognition that design principles may vary between the seafront, the shopping areas and the residential areas.

There are a number of important gateways and focal points in the area. These should be respected and enhanced wherever possible. London Road provides the main vehicle access from the north and is one of the key points of arrival to the seafront.

The areas covered by this manual are largely within a conservation area. Hastings Borough Council has produced a conservation area appraisal which provides an in-depth description of the whole area with the exception of the priority housing renewal area.

local character and distinctiveness


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Character areas of Central St Leonards


The seafrontThe western end of the study area is defined by the first building constructed by Decimus Burton, being Crown House at 57 Marina. This, together with other terraced buildings and the Royal Victoria Hotel constructed in 1828 were part of a new town that was built to appeal to the rich. In 1832 the St Leonards Improvement Act provided the legislation and money for the town’s administration and maintenance which helped maintain standards. St Leonards grew so that by 1885 it joined with the town of Hastings. The original shopping area of the town was the street still named Mercatoria. This street was part of a network of streets including Norman Road (formerly called ‘Lavatoria’ – presumably the place where the washing was done). Further east, the imposing Warrior Square was completed in 1862 at the same time that the railway station was improved and when the town had become far more accessible. Later additions to Burton’s new town were built on the edges of his original layout. Much of St Leonards was constructed in the latter part of the 1800s which gives it an underlying consistency.

From the east there is an almost continuous building frontage from Hastings Pier to Grosvenor Gardens, broken only by Warrior Square and its central green space. The seafront road was originally intended to be the local road link to Hastings. It is now the A259 trunk road which forms a barrier to movement between the town and the promenade and beach, one that is difficult for pedestrians to cross.

The two - level promenade with the covered lower walkway, seating areas, car parking and ‘beach huts’ are unique to this town, but visitors who do not venture down the beach level could be excused for not being aware of their existence and value, particularly in inclement weather. The lower level takes people away from the busy traffic on the main road above. The character changes along the lower level, but on the road level promenade there are few points of interest to be found along the whole of the seafront.

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The long seafront has a variety of simple structures. The fine

shelters are unique.


The shopping streetsToday, the main shopping is to be found in Kings Road and the southern end of London Road together with parts of Norman Road. This area includes the junction of London Road and Kings Road.

The views that best represent the urban form of St Leonards are at the junction of London Road and Kings Road. The views north are up the London Road hill and along Kings Road with an almost level view towards Warrior Square railway station. By far the best view is southwards from this junction down the slope of London Road to the sea - an impressive vista unfortunately framed by relatively poor building frontages. Some buildings in London Road are post-war interventions that have followed on from wartime bomb damage. They have wide frontages that are out of scale and there is a complete mixture of building styles. The redeveloped sites are of a style that detracts from the rhythm and scale of the original street architecture. One example is the post office at 20 – 29 London Road which has a horizontal bulk that is at complete variance with the typically narrow fronts of the other buildings in the road. The out-of-scale replacement buildings originated in the 1950s and 1960s before the area received conservation area status.

A fundamental characteristic of the shopping streets is the dominance of the motor vehicle. Apart from London Road, time-limited parking is permitted, some to car-borne shoppers. In some cases not much has changed since the 1950s and 1960s due to restricted investment. The positive side of this is that many of the best shopfronts are almost intact today and worthy of restoration. Whilst there are some newer infill buildings in Kings Road, the upper floors of the whole street have an almost complete continuous elevation that enhances this street. Typical issues of concern are the removal of the original shopfronts, replacement of original fascia signs with modern boxed-out signs and inappropriate lettering styles and colours. A number of shopfronts have been modified in an insensitive manner that detracts from the streetscene, but in most cases the damage is likely to be recoverable, particularly where original signs have simply been covered up. There are certainly enough good examples remaining that provide good practice examples to follow and guide future sympathetic improvements.

The streetscape has been altered with traffic calming measures introduced on the one-way system. There is little street clutter, although some signs would be better if they were wall-mounted. The lighting is wall mounted which helps keep the relatively narrow pavements clearer for pedestrian movement.

The shopping streets have potential


The residential streetsBuildings are built close up to the pavement with most of the terraced buildings to the east of Warrior Square having basements accessed externally by steps down from the pavement. An interesting feature of most of the area is a lack of front gardens, with front doors of terraced houses leading directly onto streets. St Leonards, behind the seafront terraces, comprises mainly two, three or four storey housing, but with some obvious exceptions such as the churches (many of these are located at ends of vistas) and the out of scale office building immediately west of the station on the London Road. The buildings around Warrior Square are taller but in scale with the central open space.

There is some evidence of people living over the shops and banks, etc. in the town centre, and a range of housing very close by. The character of the streets varies considerably, with narrow streets and terraces in the area immediately north of Norman Road (west), the large houses in multiple ownership in the ‘seven streets’ area, around and north of Warrior Square and along Pevensey Road. The homes in multiple ownership frequently bring environmental problems such as how to accommodate rubbish disposal from so many small flats, the number of telephone wires and satellite dishes, an air of neglect in some streets – most of which is now being addressed. Along Western Road there is a mix of home types including some recent two-storey houses built in brick, a material that contrasts greatly with the predominant painted render. Some houses to the north around the station are still in single ownership and the streetscape is to a higher standard. Much of the housing facing the sea is residential or mixed use, one significant and dominant structure being Marine Court, built between 1936 and 1938. Whilst having resulted in the loss of part of the colonnade designed by Burton, this building is an important piece of architecture located at an important gateway along the seafront.

There are a number of inappropriate roof extensions and a loss of many original chimneys. Another detractor is the replacement of the original four or six-light timber windows with modern white pvc windows with a single large pane of glass that destroys the scale of the openings.

There are instances too of a loss of the original cast iron railings, balustraded boundary walls and natural stone walls and many poor quality repairs, but this should not be irretrievable.

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Examples of residential areas that have

character

Rendered elevations provide much of the character of the area and should be

properly maintained

Care should be taken when specifying and applying new rendering to avoid

costly future maintenance


LandmarksThere are a number of significant landmarks in the study area that help us to read or understand the layout of the town centre – many are large churches, the most significant of these landmark features being the tower of Christ Church on the western side of London Road at its junction with Silchester Road. Another notable building is the estate agency at the junction of Kings Road and London Road with elevations on both of these. It dominates the junction and is a well known point of reference in the local townscape. The junction of Kings Road, London Road and Cross Street is an important space in townscape terms, and whilst this junction has been improved for highways related reasons it still offers a significant opportunity for improvements.

PavementsPoor maintenance, with street clutter and a mix of styles and colours detracts from the overall quality and experience of the area, but St Leonards has no more of this than other towns of a similar size and nature. One redeeming factor is the almost total use of granite kerbs rather than concrete and a fair proportion of York stone is still apparent. Another positive factor is the range of good design clues that can be seen. These clues have provided a useful starting point for the production of this manual.

Planting and street trees There is an almost universal lack of street trees – these are simply not part of the historic development of the town and little opportunity exists to include the planting of trees except in Warrior Square gardens. Planting along the seafront may be an option, but careful consideration is needed due to the salty atmosphere and exposure to the prevailing winds. Specialist advice must be taken. Quality tree grilles should be used that will irrigate tree roots. Tree roots can damage paved surfaces.

Open spacesThere is a strong contrast between buildings and the open spaces which gives impact and character. Victorian Warrior Square, built between1853 and 1864, overlooks its large central garden which has potential for improvements that will encourage better use of this space. Even in this large area it is unlikely that significant new tree planting would be appropriate or beneficial – this is part of a separate study being carried out. Landmark structures

and details

design manual - Central St Leonards Town Centre24A simple approach to design works well


section 3 general design guidance


This section outlines the general design guidance objectives and then considers the elements of the streetscape in turn, providing guidance for example on the location and the choice of street furniture. More detailed guidance on the individual streetscape elements follows.

Some of the guidance is intended to be prescriptive. The degree of prescriptiveness is indicated against each topic or item (see appendices).

A number of aims have been identified to enhance the public domain:

• Improve pedestrian crossings to ensure easy movement wherever possible

• Promote better links between the promenade/seafront and the town centre.

• Promote better links within the town centre

• Rationalise car parking to improve access

• Carry out new works to comply with this design guidance.

general design guidance


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Design principles

Most successful street paving and street furniture schemes are those that have been kept simple. It is very important to avoid producing a cluttered environment. Apart from looking better, a clutter-free environment has the advantage that spaces remain flexible for alternative uses, market stalls, outside seating and street theatre, for example.

The design principles adopted in the preparation of this manual are:

• First check which items need to be retained, repaired, replaced or removed entirely

• Only select from the materials palette and street furniture menu

• Use designs that complement the setting

• Any listed or special items of street furniture should either be retained and upgraded or carefully salvaged for use elsewhere

• Avoid locating street furniture where it would obstruct free movement, block views or interrupt vistas

• The choice of materials should be coordinated using as few different materials as possible, depending on location.

Colour

To achieve consistency, with the exception of the seafront and the streets surrounding Warrior Square, black (colour reference RAL 9005) should be used for all street furniture. Paint and surface finishes do vary, so, funding permitting, a fresh start by providing completely new street furniture is preferred to incremental replacements. A special case has to be made for the station, where an Oxford blue is used, but where street furniture is on what is perceived to be public highway, a switch to black is preferred.

For the promenade, colour choice will need to be agreed. Existing special lighting columns along the whole of the seafront should be kept in their existing colour to aid reflections from down lighters. For any specially designed items of street furniture, different colours are not precluded, provided these individual projects are kept simple and robust.

Reducing street clutter

Project design should restrict the amount of street furniture to the level necessary for legislative requirements and pedestrian convenience. Reducing the number of posts and the need for detailing of pavings at the base will improve accessibility. Opportunities should be taken to fix signs and street lamps on walls or combine signs on posts or columns.

In any new proposal commence by removing or replacing unnecessary or poor quality furniture.

The audit of existing street furniture (Spring 2006) shows items that are either redundant or in need of sympathetic replacement. Designers should avoid the temptation to over-specify when drawing up proposals. The use of fewer items of traffic management equipment should also be considered.

With certain exceptions, the existing colour, black, used throughout the town centre, must also be used on all new street furniture. Stainless steel street furniture finishes may be appropriate along the seafront. Extending the black finish to other street furniture such as signs, particularly the rear of signs and posts supporting them, will assist coordination.

• Use existing posts, columns and structures wherever possible. If necessary, a shorter post should be replaced by a taller column to carry all necessary signs

• ‘Combining’ signs onto one board can reduce visual sign clutter. Care must be taken where sign illumination is required

• The fixing of signs to structures and buildings is encouraged. Legal templates and information will be first required.

RAL 5018 RAL 6019RAL 9005


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3 Designing safe and welcoming environments

There are many reasons why spaces are perceived to be unsafe or threatening, including poor lighting levels, locations where people might conceal themselves, a general lack of maintenance and littered streets. One way of reducing crime and the perceptions of crime is to introduce natural surveillance by, for example, avoiding blank facades, having windows overlooking streets and providing activity that attracts a range of age groups, including the introduction of more street cafes where appropriate.

A safer environment can be encouraged through:

• Selecting street furniture or equipment which discourages graffiti

• Choosing street furniture which discourages antisocial behaviour

• Improving sight lines by reducing street clutter

• Improving lighting levels in pedestrian areas

• In the few instances where soft landscaping such as trees and large shrubs may be appropriate, consider how the planting will mature, perhaps cause obstruction, and the need for maintenance.

Traffic management and parking

The public realm and traffic management need to be well coordinated to ensure the most effective solutions for everyone using St Leonards town centre.

This can be achieved through:

• Modifying the design of certain elements such as signs to be more sympathetic to the conservation area

• Only installing new equipment after consultation

• Coordinating the finishes of traffic management equipment, including the rear faces of signs

• Combining signs with lamp columns, mounting signs on walls or combining on single posts

• Positioning signs only at the top of poles

• Combining parking information with pay and display machines

• Providing adequate numbers of spaces for disabled people.

Avoid confusing signs such as this one (not in Sussex)


Pedestrian accessibility

Central to the design process is a need to allow accessibility for all. The Disability Discrimination Act, (DDA95), and the Building Regulations documents Part M, 2004, provide guidance. In terms of the public realm, consideration needs to be given to changes in level, the potential for tree root damage to pavements and the positioning of street furniture to avoid creating obstructions.

Many streets in St Leonards are on significant slopes. When introducing seating and equipment they should ideally to be sited on localised level areas. In some circumstances it may be better to specify single seats rather than benches. In some streets and alleyways it may be appropriate to consider a combined step and ramp design solution to accommodate level changes. Safe and appropriate traffic circulation is highly important as it will have a major impact on the attractiveness and economic vitality in the town centre. This design manual is not attempting to address traffic management arrangements in the town. However, highways designers will be expected to use the guidance in this manual when considering the detailed design of any proposal.

Footway widths

• Footway widths vary historically. There are, however, guidelines for maintaining `clear footway' widths for different volumes of pedestrian traffic

• `Clear footway' is not the distance from kerb to boundary wall, but the unobstructed pathway width within the footway;

- 1.8 metres - minimum width needed for two adults passing

- 3 metres - ideal minimum width for busy pedestrian street, but may need to be reduced to maintain vehicle traffic circulation

• Keeping the footway width visually free of street furniture is also important, allowing clear sightlines along the street. Combining or `bunching’ of street furniture can help achieve this

• When given the opportunity to re-design footway widths, try to predict peak pedestrian flow on each section and design accordingly. For instance, near station entrances, peak flow will be very high at certain times of the day, requiring wider footways in the near vicinity.

This existing detailing could be improved (Kings Road)


Care taken in a private area of the public realm


section 4 detailed guidancesub-sections • Paved surfaces • Street layout modifications • Street furniture


Paved surfacesThe key to a successful scheme is the rationalisation of the use of paving materials. General design principles include:

• Throughout the centre the paving design should be such that both cross falls and all other falls are easy to negotiate

• A simple range of paving slab sizes, preferably natural stone colour, should be used universally

• Natural stone and kerbs must be used in all areas that are historic or have buildings of importance

• Only in exceptional circumstances will diagonal cutting of slabs will be permitted.

• The use of natural granite kerbs is encouraged. Granite must be used in historic areas and those areas that have buildings of importance.


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Combinations of natural and man-made materials similar to these examples are acceptable in new areas


Pedestrian surface materials

In most circumstances natural stone should be used in all key spaces and streets. Central St Leonards is fortunate in that much of the original York stone remains together with granite kerbs and reasonable detailing – some of the detailing to a better standard than the current practice. Care must be taken to lay York stone correctly, without cutting unnecessarily, particularly on the diagonal, and maintain the almost universally seen pattern of stretcher bond, random length, standard width.

There are ways of achieving overall quality in larger areas by using a proportion of man-made material in conjunction with a limited amount of natural material. There are good reconstituted or recycled materials available on the market. Recycled materials that meet the quality standards should be used wherever possible.

The Hastings Quality Bus Partnership Action Plan (which is adopted HBC and ESCC policy)seeks to provide high access kerbs in Hastings and St Leonards to accommodate low floor easy access buses. However, care must be taken when using raised bus stop kerbs that the higher platform detailing blends with the lower levels of standard pavement and kerb faces surrounding the immediate bus stop area. Higher kerbs are part of current DDA requirements to improve access for people with mobility impairments, but need to be considered carefully. Footways need to be wide enough to avoid problems in making level changes. Diagonal cutting of adjacent pavings should be avoided.

Carriageway materials

High specification, durable materials are to be used on the carriageway. Effective and regular maintenance is also required to maintain good carriageway surfacing.


Paving sizes

A standard paving unit size should be adopted in most areas whether natural stone or concrete. The use of smaller unit paving, typically 400 x 400 mm and 100 x 200 mm should be phased out. It may be appropriate to reuse some paving units in the short-term, to promote sustainable use of materials. Pavings should not be cut to lengths of less than 200 mm and the minimum offsets for joints should be no less than 150 mm. To avoid damage to pavements 50 or 65 mm thick materials should not be used where vehicle overruns are likely. Where vehicle overrun is anticipated and may be acceptable, the correct sub-base detail must be used. Only flush-edged paving should be used.

York stone paving

• York stone is the original material used for St Leonards footways. It is aesthetically pleasing, but costly and must be laid with due care and attention to detail. Only experienced personnel should carry out this work

• `Old' York stone (from the same site) can be re-laid in situ, with particular care taken on producing neat flush pointing of no more than 10-12mm

• Second-hand York stone can only be used with approval (quality control)

• `New' York stone should have sawn-cut edges with flush pointing to create a smooth finish

• Match local precedence (in sizes, colour, material finish and bonding) when approving samples of `new' York stone

• Generally, colour variations are preferable to a bland, consistent colour

• Courses should vary (minimum 600mm), laid 90° to the granite kerb with random slab lengths used to create random bonds.

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Yorkstone paving

Artist designed tree grille with York stone surrounding it


Concrete Paving

Concrete pavings should only be used where York stone does not predominate. The first choice selection should always be a natural material.

A mix of natural granite setts and concrete paving provides an economic option to the use of York stone provided it is detailed with care. The use of natural material in part of the main footway and at corners lifts the street visually.

Paving bricks

The use of paving bricks such as those used at crossing points in the carriageway of Kings Road should be avoided as brick is not a historically correct material for St Leonards street works. Basket weave pattern brick paving or man-made setts such as Marshall’s Tegula blocks should be specified with a degree of care. Tegula blockwork is typically used nowadays for larger areas of paving rather than for detailing and is unlikely to be appropriate in any street situation in the town centre. It may, however, be appropriate for use in larger public spaces as and when they are redesigned, provided that the man-made material is used in conjunction with York stone and/or granite setts.

Other considerations

As opportunities arise, reinforced paving should be laid in all major streets.

Good reinstatement by utility companies is essential to maintain level and unbroken paving. Compliance with NRSWA standards will be enforced to ensure settlement does not affect paving. Use of fully consolidated material (e.g. lean mix concrete) will reduce the adverse effects of settling.

Small element paving (400 x 400mm and 100x200mm) should not be used and should be phased out over time.


Laying pavings

All paving (including kerbside strengthening) must be laid in a 300mm staggered bond, transverse (90°) to the kerb line

Slabs are to be butt jointed with a concrete base and cement mortar bedding

No slabs should be cut to less than 200mm wide or splay cut, unless approved, except where abutting street furniture. Note the need for a granite sett trim to street furniture or the careful cutting of York stone paving slabs

A proliferation of diagonally cut slabs must be avoided. Provided the sub-base has been laid properly, a slab will not require unsightly diagonal cutting.

Granite Setts

• Granite setts are to be used to delineate an area, such as on level loading bays or drainage channels in footway build-outs. They are also to be used to trim around circular street furniture so as to form a square paved area and a straight line to join neatly with York stone pavings

• They can also be used to change surface texture in the carriageway such as on the ramps of raised entry treatments or areas where walking is discouraged

• A flush surface must be achieved where people are likely to walk on the granite setts, using a fine picked finish with flush pointing

• The use of consistently sized reclaimed setts is preferred, provided they are not too polished

• Cubed setts (100 x 100 x 100mm) are preferred

• In larger areas, for new setts, a common size is 200 x 100 x 100mm, laid with a half bond.

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Prepare sub-base levels correctly to avoid unsightly diagonal cutting


Granite Kerbs

• Granite kerbs have traditionally been used around St Leonards. Existing granite kerbs should be retained wherever possible, with the size of new kerbs chosen to match the local precedent

• Standard sizes for new build are 300 x 200mm - 150 x 300mm, with a kerb length of varying from 900 to 1800mm

• Traditionally, granite setts were placed alongside kerbs to form a drainage channel. Wherever found, the setts should be cleaned and maintained

• Standard upstand: 125mm, maximum upstand: 200mm.

Granite Slabs at Cellar Flaps

• `Granite landing slabs' or `barrel runs' provide hardwearing paving outside pub cellar flaps. Granite setts were also commonly used. If uneven, re-lay slabs or setts to fit with paving either side. If slabs are broken, replace using granite kerbs, to maintain a good walking surface.

• Lay slabs or granite kerbs on a cement mortar bed on top of a concrete sub-base. Finish with flush or struck jointing.

Poor kerb detailing- should have been a single curved kerb.


Footway widening and drainageWhere footways are widened the cross falls should be at a gradient of approximately 1:40. Where widening of the pavement in conjunction with narrowing of the carriageway would mean too great a height reduction in the kerb face, a flat central drainage channel 300 mm wide should be provided. Back falls to building frontages should be avoided.

Tactile paving for the visually impaired

The recently introduced tactile strips and areas in two contrasting colours (red and buff coloured concrete) are totally unsympathetic with natural stone paving. However, experience shows that in dark or wet conditions there is little or no advantage in having red, buff and grey concrete slabs as the distinctiveness or the colour blurrs. Tactile slabs in natural stone are now available .These are particularly useful at the leading edges of steps and ramps as well as the conventional street crossing points.

• Tactile (or blister) paving is intended to warn and inform blind and partially sighted people of the existence of a crossing point

• Tactile paving must be laid at every controlled and uncontrolled crossing point, as well as areas where the carriageway has been raised to the same level of the pavement. (Refer to the DETR (now DfT) `Guidance on the use of Tactile Paving Surfaces 1998', for clarification on details in the installation of tactile paving)

• Use of 400 x 400mm tactile paving is preferred. However, where persistent kerb overrun is evident, 200 x 100mm modular blocks can be used for easier maintenance.

• At all crossings, the tactile surface must be laid `in line' with the angle of the crossing, not `in line' with the kerb line.

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The detail should be thought through 3-dimensionally

Ribbed York Stone tactile paving


Dropped Kerbs

Providing dropped kerbs at crossing points (controlled and uncontrolled) helps able-bodied pedestrians cross the road, wheelchair users, the elderly and infirm as well as people with pushchairs and baby buggies. Dropped kerbs should also be added at the rear of a road-side disabled bay for wheelchair access from the road.

The DDA1995 requires the Council to endeavour to install or alter dropped kerbs at every crossing point, such that gradients are as shallow as possible.

A shallow gradient is better for all users, not just for the disabled and infirm:• 1:20 gradient is preferred, if the pavement width allows

• 1:15 gradient is acceptable

• A steeper 1:12 gradient should only be used in exceptional circumstances

• If a pavement is so narrow that even a 1:12 gradient is not possible (while leaving a 1.5m wide and level footway), then an alternative `route' or solution must be identified. If necessary, the full width of the pavement might be lowered, with the ramps stretching `along' the footway

• Dangerously steep dropped kerbs must not be installed, and existing steep ones must be removed

• Dropped kerbs should have absolute minimum width of 1.2m

• Tactile paving must be added at all crossing points and busy `access road' crossovers. However, it must not be added to a dropped kerb required for disabled bay access or at most footway crossovers

• Close attention should be paid to pavement materials surrounding dropped kerbs. The same paving material should be used in creating the dropped kerb as found in the footway

• Concrete-block paving should be avoided and only used at very difficult sites. Colours should match the paving slabs.

Footway Crossovers

Vehicular footway crossovers are required to permit vehicular access to developments and residential off-street parking.

• At least 1.2m width of level footway must be retained

• Footway materials at crossovers should be consistent with the surrounding pavement to maintain a seamless appearance. For example, using strengthened paving slabs of the same size, material finish and coursing as the adjacent footway slabs

• Crossovers with high traffic flows or heavy vehicles may require a different surface material such as an asphalt wearing course on a base designed to full carriageway depth with radii kerbs. Tactile paving may be necessary either side of this type of crossover.


Utility Covers

In new schemes, recessed pattern covers are preferable as the paving finish can be used in the cover, thereby continuing the paving pattern.

• Inspection covers are installed by utility companies to access underground services and remain the property of the utility company

• Utility companies are required to lay new inspection covers aligned parallel to the kerb. Inspection covers that are less than 5° out of alignment can and should be reset on their existing chamber wall

• Inspection covers visually disrupt a paved area. Inset covers should be used to create a continual paved surface

• Utility companies must be informed if plain covers are changed to inset covers

• Inset covers must be used where an inspection cover disrupts the continuity of tactile surfacing, and other paving near crossing points

• To maintain a continuous appearance, paving bonds should be continued within the inset cover

• All paving to be dressed into ironwork should have joints and fillets not more than 10mm wide or as narrow as any flange surrounding the ironwork permits. Consider chamfering the underside edge of the paving slab to position slab closer to inspection cover

• Inset inspection covers must be marked to identify the relevant utility company.

Footways at junctions and corners

Paving patterns around footpath corners should follow around the corner using tapering slabs or subject to conservation officer’s approval, should follow the direction set out on the principal street. The design of the street corner should consider requirements for side road entry treatments, tactile pavings and drop kerbs. For changes in materials from natural stone on the principal route to concrete paving on the secondary road, transitions should be seamless with no details to draw attention to the change in surfaces.

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Side road headway treatments

Ensure that any traffic calming works are seamlessly integrated with the wider public realm so that there are no abrupt transitions in paving materials, level changes and kerb lines. Wherever possible pedestrian walking surfaces should be paved in block, possibly natural stone or granite setts where natural stone is to be adopted for footways. Ramps should be finished in tarmac or in granite setts to match carriageways as these materials can withstand heavy vehicle traffic.

Vehicle overrun conditions

Enforcement of pavement parking regulations is the best way of controlling repeated overrunning of footways. It is not always achievable however, so it is important to consider the detailed design of paving within 500 to 600 mm from the kerb – reinforced concrete slabs are one option, provided the base material and bedding is carried out to a good standard. A better option is the use of thicker natural stone pavings, usually over 75mm thick. Advice from the supplier should be sought on suitable thicknesses for a material that is natural and therefore will have variations in strength.

It is often preferable to allow for some vehicle overrun than to attempt to prevent it by installing a long line of bollards. If using bollards is seen to be the only solution, then they should not be positioned too close together. From a driver’s perspective bollards located along the kerb line (or notional kerb line) need to be between 3m and 7m apart, depending on location. Bollards should be installed as a last resort. They need to be high enough to be seen by drivers who are reversing or turning.

Private accesses across pavements

Where there are legal rights to take vehicles across the public pavement onto private land there are the options of providing pedestrian priority or vehicle priority. The former is preferred. In the pedestrian priority example, the natural stone pavings need to be laid to withstand vehicle loads as for overrun situations.

Forecourts and back edge zones of pavements in private ownership

St Leonards does not have many private forecourts sharing the same visual space as the public pavements. Where there is an opportunity to repave a private area or strip, it should be paved to match the main public areas for the sake of consistency. The private owners should be consulted.

Recycling of materials

Wherever possible historic paving and kerbs should be salvaged for re-use

Maintenance

It is essential that all works are inspected to see that they are correctly carried out. This includes remedial works carried out by public utilities as poorly patched materials can create trip hazards and reduced levels of accessibility. The Road and Street Works Act 1992 requires that the reinstatement of footways and carriageways should match the existing materials. Temporary repairs can be made in a different material but these should be made good within a period of six months. The act sets out a code of practice for the specification of reinstatement works. Simplifying the palette of paving materials will reduce costs in the long run and will enable easier ordering and storage provided that they are readily available and not special sizes.


Street layout modifications Build-outs

• Footway build-outs may be appropriate to narrow a side road or to provide mid-road crossings. Narrowing the carriageway has a traffic calming effect and provides shorter crossing points for pedestrians

• Build-outs can be used to re-align a junction, so that roads meet at right angles, allowing for straight pedestrian crossings

• Build-outs can either be symmetrical both sides of the carriageway or asymmetrical

• Build-outs should be constructed in the same materials and colours as the original footway

• To ease vehicle access to kerb-line parking and to allow easier carriageway cleaning and drainage the kerb angle on plan should be no more than 45°

• Build-outs can accept street furniture, such as cycle stands, benches and trees, but care must be taken not to obstruct sight lines and pedestrian desire lines.

Raised entry treatments

• Raised entry treatments are designed to slow down vehicular traffic entering a side road and to provide a level crossing point for pedestrians

• The `front’ ramp of raised entry treatments must start `in line’ with the main road kerb line. If possible, tighten the kerb radius so that the plateau is on the pedestrian desire line for ease of use, particularly for those who are visually impaired. The surface materials to be used are black hot rolled asphalt (or the same material as the carriageway). For ramps use fine picked granite setts (100 x 100mm). Other material should only be used where there is a local precedent.



Drainage

• Surface water drainage is usually affected by changes in the road layout. Footway build-outs and raised entry treatment design must respect drainage. Amendments to existing drainage can greatly increase project costs so must be carefully examined as part of project design

• Build-outs may interfere with the existing kerb line drainage and a new drainage channel is likely to be needed along the existing kerb line

• Drainage channels can be constructed in several ways. Possible materials include concrete paving, original granite kerbs and flush granite setts.

Road Markings

• All yellow lines in historic and conservation areas should be the narrower 50 mm primrose yellow (BS 309)

• Bus stop cages should be delineated with yellow lines

• The use of ghost hatching and other lines should be minimised

• Paint should not be applied too thickly

• When resurfacing roads, yellow lines must be reinstated on all roads in the following situations:

• on full road resurfacing;

• on substantial stretches of long roads;

• on short, separate sections, `cut off' by other types of marking, e.g. parking bays, bus lanes, hatching, etc.

Refer to the TSR&GD 2002 for more details on yellow line markings.

• A 50mm gap is required between 50mm wide lines

• Care must be taken when reinstating lines, making sure new markings lie directly on top of old markings

• Where rows of granite setts or cobbles lie adjacent to the kerb (forming a drainage channel), yellow lines must be marked `outside' the natural material rather on top of them.

Parking Bays

• The preferred width of standard on street parking bays is 2.0m

• The preferred minimum width of loading bays is 2.4m

• Disabled bay widths parking should be maximised, given existing road width (min. width 2.0m, ideal width 2.7m). Disabled bays should ideally be located near to a dropped kerb for wheelchair access onto the footway

• Doctor parking bays should not be wider than adjacent parking bays

• Legend letter x-height should be 350mm for specified bays

• After resurfacing, the following procedures must be followed for resident, Pay & Display and `specified use’ bays:

• Longitudinal markings of 600mm lines with 600mm gaps

• Single transverse markings at end of bay. Individual (subdivided) bay markings should not be reinstated.


Hatching

TSR&GD 2002 allows for local discretion in white hatch markings.

New highway schemes should be designed without the need for carriageway hatching

Hatching delineates areas of carriageway that should not be entered unless absolutely necessary

Extensive or excessive use of hatching undermines its validity and compliance, as well as being visually obtrusive

After road resurfacing, carefully consider whether any existing hatching needs to be reinstated. If possible, reduce the area of hatching, or eliminate through improved design.

Vehicular traffic signs

• The TSR&DG 2002 largely governs vehicular traffic signs. Due to recent revisions, regular reference to this document is recommended to ensure current practices are followed

• In most circumstances, variation in the size of traffic signs is allowed, within the boundaries set by TSR&DG 2002

• The letter x-height of traffic signs should be decided upon, given the lawful speed of traffic viewing the sign. Signs on roads with low speed limits can have smaller x-heights than signs on higher speed roads, though signs must be clear for a non-local to follow and understand

• Signposts, poles, sign backs, brackets, clamps and lamps should be finished black

• Posts must be located where obstruction to the footway is minimised, though traffic signs must be clearly visible from the carriageway

• The preferred location for posts is at the back of the footway, where footway is 2.0m wide or less. If necessary, consider using an offset post to improve sightlines

• The distance from the outer edge of a sign to the kerb should be at least 450mm.

Traffic signals

• Though the positioning of traffic signals is primarily controlled by the need for good sightlines from the carriageway, there are small variations in design that can improve the streetscape

• Obstruction to the footway by signal posts should be minimised. For example, secondary signals could be provided on traffic islands, rather than on the pavement or attached to other signal posts

• A signal post should be positioned in line with other street furniture, (450mm from the kerb) using an offset post if necessary

• Positioning signal posts very close to a pedestrian crossing eliminates the need for separate `push button' posts. Where the signal post is further away, a `push-button' must be provided close to the crossing point for easy use by disabled users

• All new `push buttons' must have a rotating `tactile cone' attached, for visually impaired people

• Traffic lights cannot be mounted on existing street lighting. However, as part of a major redevelopment programme, a new integrated system of lighting and traffic signalling can be developed, at considerable cost.

Waiting and Loading signs

• `At any time' signs are no longer required to enforce the waiting restrictions on double yellow lines and should not be used

• Where there are also loading restrictions, signs should be altered with `At any time' removed, while keeping the relevant loading restriction listed

• Loading restriction signs are required every 60m.


Controlled Parking Signs

• ‘Controlled parking zones' (CPZs) are being considered for St Leonards

• Refer to Hastings Borough Council for more information on the requirements of signing CPZs including locating parking signs within the corresponding bay marking restrictions

• Parking signs must be clearly visible to motorists at all times to enable consistent, unchallengeable parking control

• Parking bay signs should be spaced no more than 30m apart and not more than 5m from the end of a bay

• Whilst abiding by the restrictions, signs should be positioned on existing walls, posts, lampposts and suitable street furniture wherever possible

• Locate a new sign, preferably wall-mounted, at the back of the footway, if the footway is under 2.0m wide. Exceptions to this are when signs would obstruct windows (commercial or residential), areas of excessive foliage or where the post might compromise security to a property

• In locations with very narrow pavements adjacent to a wall, secure agreement from the freeholder for placing the sign on the wall. Legal agreements are required, with Hastings BC willing to take on maintenance and liability for the sign

• Signs attached to walls, fencing or similar structures can be positioned (no less than) 1.5m off the ground. However, where signs are on posts a height clearance of 2.3m is recommended (min 2.15m)

• Signs should be made as small as possible, with x-height of 20mm for small signs and 15mm for complex signs.

An extract from ‘Streets for All, South East’


Street furniture Advertising and Publicity

• Street advertising should be kept to an absolute minimum in all locations and commercial advertising must not be placed on any street furniture except where agreements are in place (e.g. in bus shelters)

• Any promotional or educational advertising used by local authorities must be erected with a clear time limit, with budget set aside for removal at the end of the initiative

• Illuminated footway advertising boards, must not be introduced. Any existing sites should be reviewed to ensure adequate footway widths are maintained and sightlines are protected

Bollards

Bollards have many uses: protecting pedestrians from any overrunning vehicles at street corners; preventing pavement parking; protecting unstrengthened paving and closing roads to vehicular traffic. However, they are visually intrusive and cause obstruction to pedestrians as well as to vehicle users.

• use standard 150 mm kerb upstand in preference to using bollards

• do not use bollards to define boundaries between private and public areas

• restrict use of bollards to define road crossing points, to protect buildings close to the carriageway or where eaves overhang the footway


Local precedents Example from elsewhere


• Combine bollards with signs (e.g. base of sign to act as a bollard)

• To avoid inserting a bollard use other items of street furniture to provide a similar function

• Uniformity and consistency in bollard type should be achieved through bollard replacement to follow the local precedent

• When a bollard is no longer needed, it should be removed to increase clear footway widths, particularly for the visually impaired

• Bollards should be positioned 450mm from the kerb edge to bollard face. Bollards should not be placed where they obstruct pedestrian desire lines, and must be relocated or removed if causing obstruction, in accordance with the DDA1995

• White Banding. To help the visually impaired, two white bands (up to 150mm) should be painted on bollards that:

• are close to crossing points;

• are located on busy pedestrian streets;

• cause obstruction on a desire line.

In exceptional circumstances, (e.g. when a bollard is listed, or where the bollard design makes double banding impractical), a single band may be used. Use the bollard moulding to locate the white banding.

Bollards should only be retained:

• At junction corners that are consistently overrun by vehicles, particularly at speed tables and entry treatments

• Abutting the `rear' of granite wheel deflectors or bell bollards, to highlight their location to the visually impaired

• Where short-term illegal footway parking would cause serious disruptions in traffic flow

• To prevent vehicle access where roads are `closed' to through traffic

• Bollards should be chosen according to prevalent bollard type for the area and strength requirements

• Bell bollard - to be used only where there is a serious problem of overrun on a corner, preferably installed with a tall bollard immediately behind to aid visibility

• Concrete bollards must not be used. Any existing concrete bollards must be removed or substituted - concrete bollards are ugly as well as being hazardous to the visually impaired.

Bus boarders

• Bus boarders are essentially footway build-outs at bus stops, acting as ‘platforms’. They enable easier access to the bus by allowing it to draw up next to the new kerb. Their introduction into conservation areas where the use of granite kerbs and York stone pavings predominates can be intrusive and careful attention must be paid to detailing

• Build-outs should be made of the same materials as the original footway, with continuity of paving bonds and close matching of material colours

• Drainage is affected on the footway as well as the carriageway, as a new kerb usually needs to be higher than the original kerb to meet the height of the bus door

• Bus boarders can be any width, with 1.0 to 2.0m being the most common. Wider bus boarders can be used to accommodate bus shelters.


Bus shelters

• Bus shelters should be appropriate to location, provided by Hasting Borough Council’s contracted supplier to the current design specification

• Shelters should be sited in the best position available, following national guidance

• The proximity of access gates, services and street furniture should be taken into account when deciding bus shelter location

• Designs should be simple and include lighting and seating if the space allows

• Travel information should be included and the stop should be provided with a flag mount to give its location

• All shelters should be black, unless otherwise agreed.

CCTV Camera provision

• Locate cameras and mounting options on a site by site basis

• Cabinets should be located underground to reduce the bulk of column bases

• Dome camera housings are preferred

• cameras need to be fixed to robust columns to avoid camera shake and to permit good focus. In most situations, this requires cameras to be fixed to purpose built poles, but where possible, fixing cameras to buildings is preferred

• The preferred pole height is 8m. Taller poles can also be used, depending on location

• CCTV camera columns with thick bases should be located with care, so as not to block key sightlines of pedestrians and drivers, particularly at junctions and crossing points

• Future growth of trees must be taken into consideration when positioning cameras

• All equipment should be finished in black unless otherwise agreed

• Combining CCTV and lighting is preferred. Long lens CCTV columns can be designed to carry light fittings, or new lighting columns can be designed to carry short lens cameras.

Cycle signs

• Cycle routes to local and major destinations often differ from vehicular traffic, therefore will require separate signs.

Not all signs will need to be to highways standards, for example the promenade is shared use

• Cycle signs should be made compact in shape

• Where possible, avoid erecting additional signposts by adding cycle signs to existing posts, above 2.1 m height clearance

• If a new post is required, try to locate the signpost at the back of the footway, to minimise footway obstruction

• Cycle routes should be designed to eliminate the use of "Cyclists Dismount" and "End of Route” signs. They should only be used in exceptional circumstances

• Other cycle signs such as sign 955 (`pedal cycle only') and 956 (`shared use route') can be placed on street furniture, including bollards. Sign size options include 150mm and 270mm, depending on the type of sign

When the cycle route is on a highway, refer to the TSR & GD for clarification.

Segregation of pedestrians and cyclists

avoid clutter and confusion


Cycle stands

Provision of secure cycle parking encourages cycle use and should be installed wherever demand is evident, (near shops, leisure facilities, community centres, etc.) where space allows. Stands can be arranged `parallel’, `echelon’ or `perpendicular’ to the kerb depending on the location. A good level of provision must be made near the railway station.

Cycle stands:

• Should have good natural surveillance and be well lit

• Should be in a simple design (the preferred stand is the Broxap Sheffield cycle stand)

• Should be set back out of the way of pedestrian desire lines

• Should not obstruct entrances or be too close to other items of street furniture

• Can be located on build-outs from pavement in place of car parking.

Guardrails (barriers)

The purpose of a guardrail is to guide pedestrians to safer crossing points on busy roads. It also guides the visually impaired. When a guardrail causes unnecessary obstruction and diversion, `jaywalking’ often occurs, where people walk `outside’ a guardrail to avoid being penned in.

• When designing a new crossing, follow pedestrian desire lines as much as possible to eliminate the need for new guardrails as they should be avoided where possible

• All historic railings should be repaired and repainted black

• Inappropriate guardrails should be replaced

• The correct `panel plans' of Visirail (or approved equivalent) should be chosen according to junction layout, traffic speed and the angle of vehicular approach

• All guardrails must be galvanised with black powder coating or paint finish

• Bollards with joining railings can be used where a guardrail is not required, but where pedestrian `guidance' would be beneficial.

Litter bins

• More litter bins and dog waste bins should be provided in shopping streets

• The design selection must consider the need for cleansing

• The design should not allow rain to enter.

Attractive, but too small


Pedestrian lighting

• Where possible lamps should be wall mounted provided the necessary wayleaves have been sought . This is important where footways are narrow. Additional footway lighting should be considered for all crime `hot spots’

• Fittings should be selected in the context of the immediate surroundings, respecting any historic architecture

• A distinction should be made between footway lighting and carriageway lighting

• Any interesting existing lamp columns and fittings should be carefully repaired and retained. If unsuitable in any location they should be carefully salvaged for use elsewhere

• Lighting columns should not be located where they would cause obstruction to pedestrian desire lines

• White ambient light is preferred as it contributes to a safe well lit environment

• coloured lighting can be used effectively as accent lighting to define landmarks, entrances and focal points

• Feature lighting can be used to illuminate statues or public art

• Lighting pollution should be avoided with the use of full cut off luminaires

• Consider the combined effect of street lighting in conjunction with other sources of light such as shop fronts

• Consider the option of up-lighting structures as an aesthetic alternative to adding more lighting columns.

Light sources

• For better colour rendition, white light must now be used for all new lighting. High-pressure (SON) and low-pressure sodium (SOX) must not be used for any new lighting as the yellow light gives poor colour rendition

• Various standards of white light are available. In crime 'hot-spots' the highest standards should be applied to give the best possible colour rendition.

Pedestrian signs

Pedestrian sign destinations chosen must take into account the needs of both residents and visitors. Pedestrian signs are particularly important near public transport interchanges, other major `access’ points.

• Where possible pedestrian and traffic signs should be integrated to reduce the number of posts required

• Welcome signs should be provided at key locations

• Maps for visitors incorporating up-to-date information should be located at key points

• Street signs should be coordinated with special replacement street name plates provided in historic streets

• Signs should be building mounted where possible and where agreement has been reached with the owner

• A common text style or font should be adopted with lettering colour and background colour to consider the

avoid too many signs


needs of the visually impaired

• The conservation officer must be consulted wherever a new sign could affect the setting of a listed building or equally important structure

• Advertising A- frame boards are not acceptable except in licensed circumstances or if used on land that is clearly within private ownership.

Avoid erecting additional signposts by adding pedestrian signs to existing posts, above 2.1 m height clearance. If a new post is required, locate the signpost at the back of the footway, to minimise footway obstruction.

White lettering on black fingerposts is preferred for legibility and simplicity. It is intended that a uniform ‘St Leonards’ style is identified and followed.

Additional information can be added to fingerposts, including recognisable symbols for example the distance in metres (or yards) or time in minutes. Roughly 5 minutes equates to 300 - to 400 metres of walking.

Seating

Seating assists in creating a `sense of place’ and helps to increase mobility among older people by providing places to rest. When introducing new seating, either match to existing seat styles or materials, otherwise choose a style that suits the architectural heritage of the area.

• Seating should be provided, particularly along long sloping routes at frequent intervals where space allows

• Seating should have end arms and central arms to assist the elderly or those with disabilities to stand up

• Seats should always be installed level

• Existing seats where in good condition should be re-oriented towards the sun and/or interesting views

• Seats should be located where they contribute to the street scene and to convenience, but must not cause obstruction of the footway

• Siting should be agreed with local residents

• Use wooden materials where people are likely to be seated for some time.

Street nameplates

Provision of street nameplates at the end of each road and at junctions is required by law under the Town Improvement Clauses Act. The law enables the street name signs to be fixed to walls, buildings and other boundary structures. Street nameplates should be positioned in a clear, uncluttered location, keeping the view free from obstruction and foliage. They must be visible for both vehicular traffic and pedestrians. Preferred position is 3m high attached to a building (refer to the Act for more details). Good examples should be reproduced.

As long as a sign can be seen and read clearly, there is scope for maintaining local variation in style, while positioning and shape of signs can be altered slightly to fit with surrounding street furniture and building frontage. There are a number of good examples in St Leonards that should be followed. Sans-serif font style is preferred. The writing is usually black on a white background with a black border, except for enamelled signs which are white on blue.


Street-trading stalls (if permitted)

‘Street trading’ when adequately controlled, can provide interest and activity on the streets, but can also have a negative impact if poorly designed.

• Stalls must only be located where there the remaining paving width is sufficient for existing pedestrian flow

• Locations of new kiosks must be approved by the local authority to ensure vehicle drivers’ sightlines are protected

• Though the vending purpose of a stall largely determines stall design, the materials and overall appearance must be in keeping with the surrounding streetscape

• Adequate sized base-plates must be added to the stall `feet' to avoid damage to the footway

• Colours should be discreet and the size of facia writing should be kept in proportion to stall size. The trading area must not exceed the dimensions specified in the licence.

Tables and chairs outside cafes and public houses

• The use should be encouraged but carefully controlled and licensed by the local authority

• To avoid clutter they should be selected from a limited range

• Sunshades/umbrellas and other items should be selected in conjunction with the tables and chairs.

Telephone boxes

• A common approach should be adopted

• Ideally only the red K6 design should be used within a conservation area, allowing for accessibility modification

• Some kiosks should be accessible to wheelchair users

• Advertising should not be allowed on telephone boxes.

Waste container bays

• Unless policies change to prevent collection bays being located in the carriageway they should be replaced by a new design.

encourage street cafes


Appendix A basic materials and street furniture

York Stone Paving

• Use random lengths. Slabs should not exceed 1400x600mm or be less than 450x200mm where used as slips. A clearly visible bond stagger of around 300mm is required

• Keep joints to maximum 12mm wide

• Use in conjunction with granite kerbs and setts in gutters

• Employ only experienced craftsmen

• Avoid cut paving less than 300mm long

Concrete Paving

• Not preferred in historic areas

• Avoid small unit pavings

• Use reinforced 900 x 600 x 75mm pavings where vehicles may overrun

• Use 900 x 600 x 63mm pavings elsewhere

• Introduce rows of granite setts to break up large expanses of paving

• Avoid cut paving less than 300mm long

Required Not preferred


Granite Setts

• Generally use cubed setts 100 x 100 x 100mm

• Larger setts (200 x 100mm) to be laid with a half-bond

• The use of random sized reclaimed setts is preferred to using new 200 x 100mm setts

Granite Kerbs

• Lay flat (300mm wide) with 125mm kerb face

• Cut radius kerbs for use on corners

• Size of kerb must match the local precedent

Tactile Paving

• Use sawn York stone (ribbed) where cost permits

• Use 400 x 400 concrete (blister) units elsewhere

• At crossings align the tactile surface with the crossing and not with the kerb unless kerb is at right angles to the crossing

• Refer to national guidance

Required Required

Use only when strictly essential

Take care when using salvaged (worn) setts to avoid risk of slipping



Dropped Kerbs

• Minimum width of 1200mm along kerb

• Retain 1.5m wide flat pavement

• 1:20 gradient preferred (maximum 1:12 in exceptional situations)

• Tactile pavings to be used at crossing points and busy private accesses across pavement (natural material preferred)

Footway crossover detail

Minimum 1500Kerb Line

RampFootway material to be consistent

with main footway. Strengthen slabs as neccessary

RequiredRequired



Footway Corners

• Pavings must be cut 90 degrees to the kerb line in all cases, even on corners

• Granite kerbs to be cut on the curve avoiding short straight sections.

Bus Shelters

Shelters are to be provided by Hastings Borough Council’s contracted supplier to the current design specification and be appropriate to the location.

Required Preferred



Seating

Broxap Ltd BX714 Bentley Seat

Traditional cast iron seat with nine slats as standard.

• Length: 1800mmAlso available with two additional intermediate arm rests BX 714A.

• Length: 1800mm or

Eastgate Pattern EA7C

• Optional date motif on ends

• Central arm

• Standard gloss black finish

• 2190 long x 580 wide x 860 high

Furnitubes LtdT: 020 8378 3200www.furnitubes.com

Street Nameplates

• Cast construction or enamelled plates

• Wall fixed is preferred

• Sans-serif font black on white with black border (replacement enamel signs to be white on blue with white border)

Preferred Preferred



Street Lighting(around Warrior Square)

Urbis Lighting LtdT: 01256 354 446www.urbislighting.com

• Hastings column, 8m high, base diameter 194mm

• Standard Hastings crest

• Colour green

Required

Warrior Square

Street Lighting(other than Warrior Square)To be as already installed in the

Southwater regneration area

Urbis Lighting LtdT: 01256 354 446www.urbislighting.com

• Albany lantern

• Round neck

• Chatsworth column

Areas other than Warrior Square

Required



Guard Rail


Harrington 3/4 Guard Rail

• Steel guard rail 1160 high, painted black

• High visability panels may be needed in some locations, but standard uprights are preferred

• Can be built into ground or supplied with square base plates

Pedestrian Signs

Broxap LtdT: 0870 850 8683www.broxap.com

Bangor pattern BX2220-9 with circular finial BX24 4345

• Colour black

• ‘St Leonards’ wording on finial

• Standard lettering, white on black

RequiredRequired

Cycle Stands

Broxap LtdT: 0870 850 8683www.broxap.com

• BX/MW/SH Sheffield Cycle Rack. Tubular cycle stand, submerged fixing preferred, galvanised and powder coated black

Required



Bell Bollard


Bell 100 bollard, black, with white painted top

• Also available to protect corners of buildings (Bell 340)

Required

Required

Bollard

Great British Bollard CompanyT: 0191 259 0000www.gbbc.com

East Sussex Pattern bollard

• Install so that bollard is set back minimum 450mm from kerb face

• Carefully detail base of bollard where it meets paving

Litter Bins


Covent Garden Models

• Cast iron square bin with side opening, pattern COV702

• 1050 high x 500 square

• 105 litres capacity

• Cast iron octagonal bin with side opening, pattern COV902

• 1050 high x 500 wide

• 85 litres capacity

Required


Appendix B Summary of streetscape audit

The audit, carried out in early 2006, is a separate document to be read in conjunction with this design manual.

Around 40 streets were surveyed within different character areas that fit into three broad zones, namely:

• A) mainly residential areas

• B) shopping streets, and

• C) the seafront.

The audit identified features (equipment and materials) that are worthy of protection and enhancement as well as features that detract from the environment. The former provide us with design clues and the latter, poorer examples show what should not be repeated and ideally should be removed or replaced.

Streetscape audit Central St Leonards Town Centre

To advise the production of Central St Leonards Town Centre Design Manual 2006


Mainly residential areas

Positive elements worthy of protection and enhancement

Despite an overall impression that the environment that the area of St Leonards is run down and neglected, there are many examples in the public areas that show the potential quality that can be regained in this historic environment. Good examples of spaces include Warrior Square with its landscaped areas, seating and heritage street lighting and streets with significant vistas of the sea and of important landmark buildings, particularly churches.

Many streets retain their original character and scale and there are many buildings that have fine detailing in stonework, façade treatment, joinery details and ironmongery. Some streets retain much of the original paving and kerbs as well as good examples of boundary treatments and lighting fittings and original street nameplates. Churches abound in St Leonards. They are generally well maintained and provide us with a legible environment. Many original features have been retained and respected and are likely to be cherished in the future.

Negative elements which detract from the local quality and character

There are a number of reasons why parts of the residential areas show decline.

Houses in multiple occupation create additional refuse problems. Landlords who are unwilling to meet their commitments to maintain their properties and insufficient care being taken of pavements and public spaces have created a downward spiral that must be reversed. Solutions need to be found to avoid a plethora of satellite dishes and overhead phone cables.

Design solutions are required to overcome the current ‘poor’ provision of large wheeled refuse bins and their cages, uncoordinated and damaged street furniture and pavings.

All efforts should be made to ensure that natural materials are retained and that quality street furniture is very carefully selected in a comprehensive manner. All involved in designing and selecting street furniture and paving should be made aware of the importance of ‘good design’ as well as contractors and supervisors of public realm projects.

Building owners should also be encouraged to play their part in ensuring that private areas that are on view to the public are well designed constructed and maintained.


Shopping streets


The commercial core of St Leonards (Kings Road, London Road and Norman Road), is compact and easily accessible on foot from surrounding residential areas. The streets, whilst heavily trafficked, have a human scale. There is strong architectural quality, particularly in Kings Road. London Road has suffered more from the “new” architecture of the 1960s and 70s, with out- of-scale shop fronts and plain facades. Whilst this is a secondary retail offer, with few national multiples, the range of small independent shops contributes well to the character of St Leonards.

Elements which detract from the local quality and character

Many towns such as Hastings and St Leonards have faced stiff competition from edge of town and out of town retailing due to the larger scale offer and the ample car parking which has made these newer shopping facilities highly accessible for a large number of people who own cars.

Kings Road and London Road have few national multiples. It is difficult for some traders to maintain a good level of investment in the fabric of their premises. Some building elevations have been neglected and relatively low investment in the public domain adds to an air of ‘shabbiness’. It is often the combination of average materials, garish colours out of scale fascias and utilitarian street furniture that diminishes the local character. Areas not originally designed for the current volumes of cars and parking requirements face considerable pressure. Insufficient space is left for comfortable pedestrian movement. Ways need to be found to reduce the impact of the motor vehicle so as to benefit pedestrians. This is difficult, because at at the same time we need to provide convenient access for drivers, disabled people and mothers with young children in a way that is comfortable and visually pleasing.


Seafront


St Leonards seafront offers a rich variety of design clues with examples of good buildings from the Regency period, the 1930s, and to a lesser extent the 1960s and the present day.

• Marine Court is a distinctive landmark which stands out when approaching the town along the seafront from the east. Built in the 1930s it still appears bold and striking today

• A recent piece of public art opposite Marine Court creates colour by day and light and movement by night. The contemporary design responds well to the seaside context. St Leonards has shown that the best of the new and the best of the old can work very well together in design terms. The historic style street lamps and the contemporary addition to lighting along the seafront both add to the quality of the place at all times of day and night

• Many buildings such as the Victoria Hotel still demonstrate a grandeur that is the essence of the old St Leonards

• The Promenade and the Lower parade have the potential to double the attraction of the seafront and to provide a number of sites that could be considered for some exciting designs, to encourage people to visit and linger

• When looking along the seafront is becomes apparent that a number of features have picked up on the prevailing natural palette of colours - including the blues, greens and greys of the sky and beach - providing excellent clues for future projects.

Elements which detract from the local quality and character

St Leonards Seafront is its greatest asset. However, it is currently a much underused resource. The reasons include the difficulty of crossing the A259 to reach the Promenade, a lack of active uses on the promenade and the average quality of much of the public realm.

The key problems are:

• Insensitive use of guard rails and tactile paving at crossings, undermining the character of the area• Poorly maintained and uninviting links from the Parade to the Lower Parade and Bottle Alley• Poor maintenance of St Leonards’ greatest landmark, Marine Court, including ground floor commercial

units and the rear elevation to East Ascent• Use of cheap standard street furniture including concrete bollards and planters and utilitarian bus

shelters, lamp posts and cycle racks• Careless laying of paving, tarmac and painting road markings• A large and bleak car park in the western end of the seafront• Cheap, standardised red tarmac and white paint that delineates the cycle lane• Poor treatment of the junction between London Road and the A259 including cluttered appearance of

railings, basic tactile paving, non-direct pedestrian • Lack of sense of arrival when walking down London Road to the seafront • Lack of lighting in Lower Parade and poor quality of lighting in Bottle Alley • Lack of activity along the Lower Parade (Bottle Alley in particular) contributing to perceptions of this

being an unsafe area.


The following checklist has been prepared following reference to ‘Principles of Good Practice’ given in the document ‘Streets for All, South East’ by English Heritage. The checklist should be used at the initial design stage to ensure that design manual requirements have been fully considered.

Ground Surfaces

• Respect proportional relationship between footways, buildings and carriageways

• Respect local designs and details (refer to Audit document)

• Relate surface materials to surrounding context

• Retain surviving historic materials and details

• Retain kerb lines in historic streets (even if the kerb face is removed)

• Use road markings and signs sparingly

• Avoid introducing inappropriate new colours and materials

• Avoid small paving modules

• Consult local disability organisations.

Street Furniture

• Identify and remove redundant or superfluous street clutter

• Through good design, minimise need for street furniture – adopt an incremental approach if necessary, but in a co-ordinated way

• Avoid using bollards by defining kerbs and through careful design

• Co-ordinate style, colour and scale

• Ensure historically authentic details are used

• Locate signs on buildings or at backs of pavements

• Avoid placing signs on new posts if existing posts can be used

• Consider pavement lighting in conjunction with other sources of lighting

• Retain good historic examples of furniture, including phone and post boxes.

Highways and environmental improvements

• All improvement schemes must be part of the overall strategy for the town

• Adopt a minimalist approach to improvements, reducing the need for items that would interfere visually in the street scene

• Adopt devices that would integrate well with the street scene, such as the design of entry treatments and pedestrian crossing points which reinforce the character of existing gateways through the sensitive use of local natural materials

• Only use traditional materials such as asphalt and granite setts in carriageways – stone sett surfaces, which may help reduce traffic speeds, are traditional elements

• Introduce pedestrian-priority projects with care. Wall-to-wall surfacing must be avoided in historic parts of the town, where it is important to maintain a clear definition between the footway and carriageway to provide a plinth for building facades

• Promote public art to provide visual stimulation and interest in the local environment

• Consult with local access groups, including those who represent people with disabilities.

Appendix C Designer’s Checklist


Essential Reading‘Central St Leonards Town Centre Streetscape Audit’, April 2006, Kent Architecture Centre for Hastings Borough Council.

‘Streets for All, South East’. English Heritage, published March 2005 by English Heritage www.english-heritage.org

‘Paving the Way’, A research project commissioned from Alan Baxter & Associates in association with EDAW by the Commission for Architecture and the Built Environment (CABE) and the ODPM, July 2002. ISBN 07277 3140 8 www.cabe.org.uk

‘Central St Leonards Conservation Area Appraisal’, Alan Baxter & Associates for Hastings Borough Council, 2001

Other relevant documents

Government legislation and guidanceHighways Act 1980Road Traffic Act 1991New Roads and Streetworks Act 1991Traffic Calming Act 1992Traffic Management Act 2004The Highways (Road Hump) Regulations 1999/ 1025The Highways (Traffic Calming)) Regulations 1999/ 1026

Traffic Signs Regulations and General Directions 2002/ 2113Traffic Advisory Leaflets 1990 – 2005

British Standards Institute publicationsSpecifications for dressed natural stone kerbs, channels, quadrants and setts BS435 1975/1993Pre-cast concrete flags, kerbs, channels, edgings and quadrants BS7263 parts 1 and 2 1994/1990Code of Practice for the construction of pavements of natural stone, setts and cobbles BS7533-7 2002Products for tactile paving surface indicators BS7997 2003Recommendations for tree work BS3998Road Lighting BS EN 13201 2003

Main ContactsHastings Borough CouncilCentral St Leonards Neighbourhood Manager Hastings Borough Council 16 Silchester Road St Leonards-on-Sea TN38 OJB

County HighwaysAssistant Transport Strategy Manager Transport and Environment Department East Sussex County Council County Hall St Annes Crescent Lewes BN7 1UE

AcknowledgementsKent Architecture Centre and Creative Cultures would like to acknowledge the support provided by the County Council as Highways Authority and Hastings Borough Council’s Conservation, Arts and Planning Officers in the production of both this design manual and the associated streetscape audit for Central St Leonards.

Photography by Kent Architecture Centre and Hastings Borough CouncilLine Drawings by Darren McGrath

Produced on behalf of Hastings Borough Council by Kent Architecture Centre and Creative Cultures, March 2007.

Kent Architecture CentreHistoric DockyardChathamKent ME4 4TZwww.architecturecentre.org

Appendix D References, main contacts and acknowledgements


thearchitecturecentre & creative cultures

Produced March 2007

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