3

STANDARD FOOTWAY MATERIALS

3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 3.10 3.11 INTRODUCTION DESIGN PRINCIPLES HISTORIC SURFACES PAVEMENT PROTECTION PRINCIPAL FOOTWAY MATERIALS CONCRETE FLAGSTONES YORKSTONE EXCEPTIONS STANDARD ANCILLARY MATERIALS TACTILE PAVING REPAIR AND REINSTATEMENT

STANDARD FOOTWAY MATERIALS

STANDARD FOOTWAY MATERIALS

3.1 INTRODUCTION The quality of design and construction of footways sets the context within which buildings and other spaces are viewed. The standard of many streets in Islington has deteriorated. There are three main reasons for this: the use of inappropriate footway materials inconsistency in the use of materials inadequate funding of some projects The use of small element paving (principally Modular 400) has damaged the character of many streets in the borough, in common with other London streets, which had traditionally been paved with large (900 x 600mm) rectangular units of natural stone or concrete paving. The scale of small element paving is visually inappropriate for many principal streets. Because they cannot be easily cut to shape, they often have to be used with block paving, resulting in an inconsistent and untidy appearance. The greater the number of materials on the pavement the more difficult it is to maintain the more difficult it is to reinstate Islington Council will promote a limited range of materials which can be applied consistently around the borough and which will help achieve simplicity; simplicity in design, in construction, in the maintenance of footways and in their reinstatement in the future. Therefore, Islington Council proposes the following for its footways: Materials The principal footway materials used on Islingtons streets will be limited to concrete flagstones or Yorkstone. Paving Sizes Slab paving, whether it is natural stone or precast concrete, should be of a standard size so that there can be a seamless transition from one to another. The modular 400x400mm and concrete block paving will be phased out and only used for repairs to existing areas of that type of paving.

Inconsistency: The use of too many materials contributes to an untidy appearance

Modular and block paving to be phased out

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3.2 DESIGN PRINCIPLES In all highway improvement and environmental improvement schemes, the following guidelines should be followed: design with simplicity, avoiding patterns in the floorscape for their own sake. Selective embellishment in paving, (through changes in colour and texture), should be restricted. Embellishment should only be used to highlight significant entrances; to define a context for important elements in the streets, eg monuments or public art; denote ownerships ; or impart interpretative information into the paving design; define and unify space, respecting the importance of existing kerb lines in the Islington streets. Incorporate, if necessary, the layout of gullies/channels into the paving design. Where overrunning by vehicles is probable, surfaces should be designed to withstand vehicle-loading (section 3.4 deals with the various methods of pavement protection for this purpose). Where possible shopfront thresholds should be paved in the same material as the rest of the footway.

Unification of space through consistent use of single footway material. (Goswell Road, Islington)

Simplifying the palette of materials will improve the appearance of the streetscape

Integrated design: Drainage gully seamlessly incorporated in footway. (Glasgow)

Seamless integration: Artificial stone paving laid continuously with Yorkstone (City Road, Islington)

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STANDARD FOOTWAY MATERIALS

STANDARD FOOTWAY MATERIALS

STANDARD FOOTWAY MATERIALS

3.3 HISTORIC SURFACES The quality of the Islington streets comes partly from the historic paving and its street furniture. The original paving is often highquality stone from British quarries and is difficult to match. Often this stone has an attractive colour, and acquired character from years of wear. It also often displays notable masonry skill in the way it was laid. Designs which are specific to a location help to create a unique sense of place and should be preserved. Therefore, retrieving historic surfaces should be given careful consideration and they should be preserved in situ wherever possible. This should apply to other historic features, such as street furniture, bollards, railings, signs.

Traditional Yorkstone paving

Great care is required in saving and restoring old street features and, if necessary, removing them for use elsewhere. For this reason specialist contractors may be required.

Where necessary, save - restore - relocate

Historic surface: Refurbished footways matching the old surface. (Camden Passage, Islington)

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3.4 PAVEMENT PROTECTION A major problem with laying large slabs of whatever material, is the risk of vehicles mounting the pavements, and cracking them. There are basically three means of prevention: provision of a high kerb to the carriageway structurally strengthening the footways installing bollards or other street furniture and/or a soft landscaping strip In order to keep street furniture to a minimum, every effort should be taken to avoid the need for bollards. Generally, the first two measures above should negate the need for bollards. 3.4 (a) Kerbs When kerbs are retained a minimum of 100mm is required to prevent vehicle overrun onto the footway. This will nevertheless not deter the most determined offenders. Where higher kerb faces are required (for example, for road closures see section 5.3), the existing kerb line may need to be reset. This can only be done if the falls across the pavement can be achieved without affecting pavement levels to private thresholds. Alternatively the carriageway levels may need to be planed down to reveal a greater face of kerb.
Historic surfaces should be preserved in situ wherever possible.

Every effort should be taken to avoid the use of bollards

HIGH KERB DETAIL, for pavement protection

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3.4

STANDARD FOOTWAY MATERIALS

STANDARD FOOTWAY MATERIALS

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PAVEMENT STRENGTHENING DETAILS (Strengthened areas shown hatched)

STANDARD FOOTWAY MATERIALS

3.4(b) Pavement Strengthening On footways which are vulnerable to vehicle overrun, pavements will need to be strengthened. A width of 1.5 metres at the edge is often the area most at risk. Reinforcement should be done so that the appearance of the strengthened paving is the same as the rest of the footway. The first two rows of slabs against the kerb should be strengthened where required without a change in the paving courses or bond. New products and technologies dealing with the issue of pavement strengthening and protection need to be considered. For example, there are currently experiments utilising fibre reinforced paving. Pavement design, construction and installation are exactly the same as for non-reinforced flags but with the advantage of no additional handling or construction costs involved. 3.4(c) Bollards Bollards are covered in more detail in Chapter 4, Street Furniture. Before considering installing bollards for pavement protection, consideration should always be given to the use of other street furniture and/or the use of soft landscape.

3.4

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TYPICAL FOOTWAY SECTIONS

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3.4

STANDARD FOOTWAY MATERIALS

STANDARD FOOTWAY MATERIALS

STANDARD FOOTWAY MATERIALS

3.5 PRINCIPAL FOOTWAY MATERIALS There are two principal footway materials: concrete flagstones and Yorkstone. 3.6 CONCRETE FLAGSTONES OR ARTIFICIAL STONE PAVINGS, (ASP) Concrete flagstones are factory produced and available in many sizes, colours, shapes and thickness. Thicker slabs are available for vehicular loaded pavements. They should be laid out in staggered bonded patterns. The most commonly used formats of concrete flagstones used in Islington are 750x600mm and 600x600mm. The range of large, precast concrete flagstone (based on a uniform 600mm width and standard slab sizes) also includes 450x600mm and 900x600mm. Depths of paving may vary.

Simplicity: The use of artificial stone paving, (concrete), cut to shape.

Health and safety note: The method of laying of thick large unit slabs should take account of the current CDM regulation and the laying of flagstones will need to involve the appropriate equipment. Appropriate Usage Except where the context demands the use of Yorkstone, (refer to 3.7), concrete flagstones are the councils preferred material. They should be used in all residential streets and in commercial streets unless the project in question is a short-term repair to an area with modular 400 paving.

3.5 3.6
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Advantages of Concrete Flagstones Easily cut and dressed to fit irregular edges. Scale and proportions relate well to building elevations and are reminiscent of natural stone paving. Staggered bonding pattern is the characteristic appearance of London pavements and therefore concrete flagstones can be laid next to and continuous with Yorkstone paving. Combines well with granite kerb and setts. They can be reinforced and laid on deeper concrete base to ensure long term stability and to avoid cracking. This is generally necessary close to the kerb edge and other areas vulnerable to vehicle incursion. Disadvantages of Concrete Flagstones Cracks under heavy vehicle pressure without pavement strengthening specification. Like all man-made materials, precast concrete stains, take on dirt and fades with age. Life Span 10-20 years life, for pedestrian traffic use, if laid well. No figures are available for the use of thicker slabs on shared surface area. Unit Prices (Prices January 2005) For comparison only Standard flagstones: approximately 16 m2 Reinforced flagstones: approximately 20 m2 Formation and Sub-Base Concrete flagstones can be laid on either 50mm sand or 30mm mortar bed on top of a sub-base. Slabs should be laid on a flexible base (Type 1) for pedestrian areas. Where slabs have to withstand vehicles, it is recommended that they be laid on either a dense base macadam road-base or a concrete slab foundation. Type 1 is a granular base to the Department for Transports (DfT) specification. The material is from a certified source and contains crushed stone, crushed slug, crushed concrete or non-plastic shale.

ARTIFICIAL STONE PAVING, Staggered Bond Patterns:

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STANDARD FOOTWAY MATERIALS

STANDARD FOOTWAY MATERIALS

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Inconsistent use of footway materials between public footway and private forecourts to be avoided if possible

STANDARD FOOTWAY MATERIALS

Specification and Workmanship Issues In order to avoid differential settlement, slabs have to be very carefully laid strictly in accordance to specification. Flags laid on as rigid base should be laid on cement mortar bed. Within phased projects consideration should be given to the fact that the relative wear of materials will be much evident at the interface/ junction of the different phases. The principles for setting out should be specified, e.g. from an important centre-line or interface.

Slabs can be successfully laid up to a building line and the council should encourage the integration between public footway and private forecourts to promote seamless design. Maintenance Issues The loading exerted by some street cleaning equipment or carrying out other maintenance can break slabs in footways. The larger the paving unit the more prone it will be to defected breakage. Codes and Standards Refer to Part 4 of BS 7533

materials between public 4 footway and private forecourts

Integration of footway

to be encouraged

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3.7 YORKSTONE Yorkstone paving is natural stone which has been quarried, cut and dressed into paving slabs. It is a fine-grained, hard sandstone and millstone. It is produced in a range of surface finishes and slab sizes. It contains buff and grey colour bands. Yorkstone and granite were the original paving materials on Islington footways. In areas of historic sensitivity, Yorkstone should be retained and existing patterns and detailing should be replicated in any new paving specification. Appropriate Usage It should be used in streets of historic and civic importance. The council will endeavour to retain all existing areas of Yorkstone paving wherever it is reasonable. Due to its exceptional weathering qualities (with the material looking better as it ages) and its long life Yorkstone is an appropriate material in historic and sensitive high-profile sites. It is recommended that flagstones of traditional proportions are used. Yorkstone is traditionally laid in random courses which allows a range of stone sizes to be used. There are variable lengths of 900mm, 750mm, 600mm, 450mm and 300mm and a standard width of 600mm. Choice of nominal thickness: 50mm and 75mm In streets with narrow footways or with vehicle overrun problems, 400 x 200 x 75 slabs to be used. Varieties used in Islington: Diamond sawn is the preferred finish for most locations. Flame textured or Riven should only be used if a scheme adjoins an area of existing similar paving. Reclaimed Yorkstone should be used for patching repairs in historic paved areas where the pieces can be individually and very carefully selected.
A mixture of old and new. Diamond sawn Yorkstone abutting riven-finish footways. (Finsbury Square, Islington) New diamond sawn Yorkstone paving.

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STANDARD FOOTWAY MATERIALS

STANDARD FOOTWAY MATERIALS

STANDARD FOOTWAY MATERIALS

Advantages Warm colour and tonal variation, improving with age Can be cut to size and dressed for specific situations As it can match the size of concrete flagstones it can be laid adjacent to and continuous with the concrete Relatively maintenance-free Long lifespan Disadvantages Unless strengthened with concrete base, liable to cracking Extremely good-quality workmanship needed in laying Yorkstone Expensive at the beginning because of high purchase price

4 Yorkstone paving incorporating integrated inspection covers

Life Span For city centre townscape surfaces, subject to service vehicle access, the expected life-span is 60 years plus, if specified and laid carefully to specification. Unit Prices For comparison only. Yorkstone paving gauged width x 50mm x random lengths: Approximately 120 m2 (prices January 2005) Formation and Sub-base Yorkstone should be mortar-bedded onto a concrete base (possibly requiring reinforcement) or a dense bituminous macadam (DBM) base. The depth and strength of the base required will depend on the traffic loading envisaged, the depth of slab specified and the unit size of the slabs. Yorkstone should be laid on 50mm mortar bed, in accordance with British Standard 7533, Part 4. Mortar joints of 8 to 10mm are usually specified, but where tighter joints (5 to 6mm) are required then these have to be gun applied.

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Some Specification and Workmanship Issues / Codes and Standards The following will be required when ordering Yorkstone: the supplier must be on the councils list of approved suppliers a sample of 0.5 square metres demonstrating the manner of dressing should be obtained first and agreed by the Principal Engineer and a Conservation and Design Officer top and bottom surface shall be fine sawn or evenly tooled and all the edges shall be perfectly squared from top to bottom invoices from the quarry supplier will be essential Specification: Minimum density: 2500 kg/cubic metre Maximum water absorption (24hr immersion): 2.4% Oven dry relative density: 2410 2616 kg/ cubic metre Minimum core compressive strength (corrected to H/D=2) 78N/ millimetres square Minimum skid resistance (pendulum Value; wet surface) 78 Laying requirements: no break joints less than 150mm on alternate courses and they shall not be notched into each other joints between slabs should have a uniform 8 to 10mm joint or if the specification is for close joints, the dimension is 5 to 6mm mortar used for pointing shall be 3 parts sand to 1 part Portland cement and finished just below the surface with no smearing of the slabs lime mortar for bedding stone paving should be composed of a cement/lime/sand mix of 1:2:9 and should be free of lumps Maintenance Issues Due to the high cost of material, service ducting should be considered in a strip and the method for removal of flags to minimise damage should be identified from the outset. On completion of a project, in order to prevent loss of jointing material, high power jet or suction machines should not be used for the first year. Codes and Standards Refer to Part 4 of BS 7533.

Elegant Yorkstone paved streets to match the architecture. Above: City Road, Islington Below: Newcastle upon Tyne

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STANDARD FOOTWAY MATERIALS

STANDARD FOOTWAY MATERIALS

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FLAGSTONE PAVING CUT TO SHAPE Around posts and bollards

STANDARD FOOTWAY MATERIALS

FLAGSTONE PAVING (Concrete and Yorkstone) - Detail at corners

Fanning

Around inspection covers

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FLAGSTONE PAVING (Concrete and Yorkstone) - Detail at corners

FLAGSTONE PAVING

Laid on curves

Interlocking Interlocking

Detail around tree pit

Abutting

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3.7

STANDARD FOOTWAY MATERIALS

STANDARD FOOTWAY MATERIALS

STANDARD FOOTWAY MATERIALS

3.8 FOOTWAY MATERIALS EXCEPTIONS While concrete flagstones and Yorkstone are the standard footway materials being proposed, they cannot be used in every circumstance. 3.8 (a) Black Top Surfaces Concrete flagstones and Yorkstone may need to be substituted with black top surfaces in the following circumstances: for short-term reinstatement purposes for example, utility works, when a temporary making-good period is permitted for very narrow footways where the use of paving flags would be impractical and untidy in locations where there is an exceptional water penetration problem, eg above cellars where a thin surface finish is required There are two main traditional surfaces used in Islington: mastic asphalt and bituminous macadam. And a third material bound gravel which is beginning to be popular in new schemes in Islington and other London boroughs. Mastic Asphalt This is a very fine-grained, traditional, high durability paving surface which tones down to a dark grey appearance. It was used extensively in the past in Finsbury bordering the City. Application: In narrow footways and around pavement lights where other materials are not practicable. It looks good in combination with granite kerbs. Bituminous Macadam A flexible paving material easier to lay than mastic. The finegrained 3mm bitmac is a satisfactory alternative to mastic and weathers down top a grey appearance. Application: like mastic, well suited to narrow irregular footways and relates well to streets with a strong built character.

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3.8 (b) Bound Gravel Crushed bound gravel was once commonly used in London and is an attractive surface finish. It is recommended that footway wearing courses should be specified in accordance with BS 1446: 1973. Where there are tree root issues, for example at Highbury New Park, bound gravel could be an appropriate material. 3.8 (c) One Off Opportunities The above are the standards for the principal footway materials on all Islington streets. There may occasionally be one-off opportunities to include a non-standard material as part of a redesign of a large public space / square. This is only permissible in exceptional circumstances: for example, as part of a public art installation. In order to manage its future maintenance liability effectively, the Council will also need to be satisfied about issues of future upkeep, maintenance and accessibility of the non standard material.

Permeable bound gravel detail at tree pit. (Newcastle upon Tyne)

A limited palette of quality materials, some non-standard. (St. John Square, Islington)

ST. JOHN SQUARE, ISLINGTON A competition winning design for a major square

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3.8

STANDARD FOOTWAY MATERIALS

STANDARD FOOTWAY MATERIALS

STANDARD FOOTWAY MATERIALS

3.9 STANDARD ANCILLARY MATERIALS In conjunction with the two main footway materials, precast concrete slabs and Yorkstone, a range of small element materials is required to fulfil a number of functions, such as: to form vehicle crossovers across footways in speed table ramps to form edges to tree pits raised part of pedestrian refuges / islands

Raised granite sett carriageway finished to also provide an even pedestrian surface adjacent to riven-finish Yorkstone footway (Camden Passage, Islington)

Where small element materials are to be part of a pedestrian environment, they must be chosen with care. The conservation requirements should be balanced with pedestrian convenience and the need for a flat even surface. All new setts should be fine picked and close jointed. The only exception may be in historical situations where there are existing open jointed setts. 3.9 (a) Granite Setts and Slabs The borough contains a great deal of granite sett paving, which is hard-wearing and durable if laid well, and is suitable for vehicle carriageways, crossovers, runways or pub cellars and decorative uses. There are three varieties of setts used in Islington

GRANITE SETTS

The width of joints to be kept to a minimum.

split setts: for use on carriageways and paving trims dressed setts: fine picked or flame textured can be used where there is a pedestrians and vehicles both use a surface, such as at crossovers flame textured setts: for shared vehicle and pedestrian areas The dimension of setts used are 100x100x100mm and 200x100x100mm. Granite slabs are only used in special circumstances where extra pavement strength is required: for example, in front of pub cellars. The dimension of slabs used are 900x600x80mm and 600x400x70mm

Bond patterns 3 types

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TYPICAL DIAGRAM OF GRANITE SETTS ON FOOTWAYS AND CARRIAGEWAYS

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3.9

STANDARD FOOTWAY MATERIALS

STANDARD FOOTWAY MATERIALS

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Layout at toe crossings

STANDARD FOOTWAY MATERIALS

Method of setting-out arcs

3.9 (b) Yorkstone Setts Units to be used are 100x100x100mm. They can be used to provide articulation and extra strength in pedestrianisation schemes. They are also suitable to pave irregular or difficult shapes in streetscape schemes. 3.9 (c) Artificial Stone Setts / Blocks The setts / blocks are textured and artificially worn to imitate natural stone. They are a cheaper alternative to granite sett paving outside of conservation areas. For example, Marshalls Tegula reproduces the appearance of sandstone and granite setts. Artificial stone setts / blocks have a good load-spreading ability due to the friction generated within the joints from fine brushed-in sand, which transmits the load to adjacent paving and the supporting layers below. They are therefore suitable for heavily trafficked areas and shared surfaces. Darker charcoal coloured blocks can be used in carriageways, parking bays and shared surfaces to hide oil spills. 3.9 (d) Kerbstones Granite kerbstones Traditional, natural kerbstone which can be laid as with a wide or narrow top face. It is important to retain and match the wide kerbs where they exist. Kerbs can be worked to specific radii, but standard radii stock should be used normally to avoid mistakes.

Yorkstone setts adjacent to Yorkstone paving

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3.9

Charcoal colour artificial stone setts can be used in parking bays

Streetbook February 2005

3.10 TACTILE PAVING The issue of Access for All is at the core of this streetbooks philosophy and Islington Council is committed to providing tactile paving aids in the footways of the borough, in accordance with the Department for Transport (DfT) guidelines. These guidelines are provided in the booklet, Guidance on the Use of Tactile Paving Surfaces (2003). Further guidance should be sought from DfTs Inclusive Mobility A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure which can be accessed from the councils website in the Access and Inclusive Design section. There are four types of tactile paving: blister surface corduroy paving tactile guidance paving shared cycle track/footway surface and central delineator strip All types of tactile paving need to be laid with the utmost attention to detail so that it seamlessly integrates with the adjacent paving. The purpose of blister surface tactile paving is to inform and warn visually impaired and blind people of the location of highway crossing points. It is laid in conjunction with dropped kerbs and where the footway is at the same level as the carriageway.

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3.10

STANDARD FOOTWAY MATERIALS

STANDARD FOOTWAY MATERIALS

3
4 Red blister surface paving for controlled crossings

STANDARD FOOTWAY MATERIALS

3.10 (a) Blister Surface The profile of the blister surface comprises rows of flat-topped blisters, approximately 5mm high, most commonly supplied in 400mm square concrete slabs. Blister surface tactile paving is required following types of locations: controlled crossings At controlled crossings pedestrians takes priority over vehicular traffic. They are laid out with a tail that extends to the back of the footway to direct visually impaired pedestrians. These occur at: zebra crossings pelicans puffins toucans traffic signal junctions with pedestrian phases Colour: Red blister surface to be specified. uncontrolled crossings At uncontrolled crossings pedestrians do not have priority over vehicular traffic and must take a decision about whether it is safe to cross. They do not incorporate a tail. These occur at: side road crossings busy crossovers (vehicle crossings) kerb-to-kerb flat-top road humps signal-controlled junctions without pedestrian phases (traffic lights) including those where studs indicating a pedestrian crossing places are provided Colour: Buff blister surface to be specified. pedestrian refuges and islands Blister paving conforms to the same colour standards at pedestrian refuges and islands.

Buff blister surface paving for uncontrolled crossings

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3.10

Blister paving at pedestrian refuge controlled crossing (Newington Green, Islington)

Colour: buff at uncontrolled junctions and red at controlled junctions.

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3.10 (b) Corduroy Hazard Warning Surface The profile of the corduroy surface comprises of rounded bars (approximately 6mm high) running traversly across the direction of pedestrian travel. It is recommended that the surface is in a contrasting colour to assist partially-sighted people and it should not be red. Corduroy warning surfaces: are required at the top and bottom of steps may be used where a footway/footpath joins a shared route It conveys the message: hazard, proceed with caution. 3.10 (c) Tactile Guidance Path The profile of the raised guidance path surface comprises a series of raised, flat-topped bars running in the direction of pedestrian travel. It is used to provide a guide along a route where traditional cues such, as building lines, street corners and notable landmarks are not available. 3.10 (d) Shared Cycle Track/Footway Surface and Central Delineator Strip The profile of this tactile surface comprises a series of raised, flattopped bars, each 5mm high x 30mm wide, and each spaced 70mm apart. The purpose of the tactile surface used in conjunction with a segregated shared cycle track/footway is to advise visuallyimpaired people of the correct side to enter. The central delineator strip helps visually-impaired pedestrians keep to the pedestrian side. On the pedestrian side, the raised flat-topped bars are laid out at right angles (in ladder pattern) with the central delineator strip. On the cycle track side the flat-topped bars are laid out in parallel (in tramline pattern) with the central delineator strip.
Tactile guidance path Corduroy paving (Upper Street, Islington)

Segregated shared cycle track / pedestrian surface and central delineator strip

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3.10

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STANDARD FOOTWAY MATERIALS

STANDARD FOOTWAY MATERIALS

STANDARD FOOTWAY MATERIALS

3.11 REPAIR AND REINSTATEMENT In order to maintain the quality of public realm, repair and reinstatement have to be carried out to a high standard. Often the main cause of poor pavement quality is associated with disturbance or statutory works. The new Road and Streetworks Act (1992) require those statutory undertaking work to reinstate paving and carriageways to match existing materials. It is essential that maintenance and reinstatement works are effectively controlled. All footway materials should be reinstated to match the existing materials. The Act also requires proper guarding of streetworks, whilst maintaining access for pedestrians. Kerb ramps and guardrails for temporary pedestrian routes on the carriageway are required. The council is the highways authority responsible for the condition and maintenance of all borough principal (or A roads) and local roads. Transport for London (TfL) is responsible for the condition and maintenance of the Transport for London Road Network (TLRN). Consultation on footway materials and street furniture is therefore necessary with TfL for those areas, usually junctions, which adjoin the TLRN.

BOROUGH ROAD NETWORK

3.11

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