Road Safety - Traffic Schemes

Description

Traffic schemes are introduced to solve an identified problem in one or more roads. The need for a scheme can be identified in a variety of ways. It may, for example, be a bad accident record, congestion or the concerns of residents that prompts an investigation. Where appropriate the Council can adopt an "area wide" approach to traffic problems as action on a street will affect an adjacent one (for example traffic claming or parking controls). Priority is usually given to problems that have road safety implications and the worst, such as, where there is an accident history, are usually dealt with first.

Potential schemes are assessed against the following policies:

• To achieve safe movement for all road users and reduce casualties levels and severity.
• To improve accessibility for disadvantaged and vulnerable groups of road user.
• To promote public transport and more sustainable modes of transport including cycling.
• To restrain traffic and safeguard the environment.
• To reduce the impact of parking on traffic movement and quality of life.

Eligibility

Any one can request to have a traffic problem investigated.
However, in general an investigation will look at broad issues affecting a group of road users and not individual circumstances.

Procedure

After a request is received it will be necessary to assess the problem in order to give it a priority. This will often involve organising a site visit and collecting traffic information such as volume counts, pedestrian usage, speed of vehicles, and so on. It is important to quickly assess whether or not the problem is of a comparatively high priority to continue to seek a solution so that staff time and cost can be properly allocated.
Whoever notified the Council of the problem will usually get a reply at this stage informing them of the results of the assessment

Helplines

Highways and Engineering General Enquiries, telephone: 01226 773555.

Opening Times/Locations

Opening Times and Locations

How the customer can help

You should provide as much information as possible about the location and type of problem, and give your own contact details so that we can clarify any points with you.

Application Form References

• Request an Assessment for a New Traffic Calming Measure
• Request an Assessment for a New Traffic Scheme

Legislation

Highways Act 1980

Road Traffic Regulation Act 1984

Response Times/Next Steps

Our aim is to send out a reply to any enquiry stating what investigations will be carried out or the results of any priority assessment within a 4 week period.

Out of Hours Procedure

Highways and Engineering General Enquiries, telephone: 01226 773555 is available outside normal office hours.

Additional Notes

Consultation

The Council usually consults people before the introduction of any new traffic measures. In addition, many traffic restriction measures require the publication of a formal Notice in the press. A three-week period has to be allowed for objections to be received. Formal objections are considered, and schemes may need to be re-designed with further Notices being published, before a legally enforceable Traffic Order can be made and the scheme introduced. The Council, as Highway Authority, is responsible for introducing and maintaining the physical measures and for making any necessary Traffic Orders but with the exception of parking places, enforcement of Traffic Orders is the responsibility of the Police.

Components of Schemes

There is often no total solution to traffic problems and there are frequently knock on effects, for example, where traffic diverts to other routes, or speeds up after being slowed down. A variety of measures are used sometimes in combination. This is particularly true with vehicle excess speed issues. Rarely is there an off the shelf solution.

"Speed Cushions"

These are a traffic calming feature which are narrow enough to allow a wide wheel track vehicle such as a fire engine or bus to pass relatively unhindered. A smaller wheelbase vehicle, such as a car, however would have to have at least one set of wheels on the some part of the cushion. Cars are usually still slowed and objections that the Emergency Services and Bus Companies have to full width road humps are avoided.
They make feasible speed reduction measures in roads that would otherwise not have them introduced, such as, bus routes.

"Chicanes" and "Pinch Points"

Chicanes and pinch points are intended to reduce traffic speed by reducing the available carriageway width over a short length.
Chicanes introduce a physical horizontal deflection into the vehicles' path forcing the driver to slow down.
Pinch points narrow the road from both sides requiring drivers to give way to an opposing vehicle if it arrives there first. They can help pedestrians by reducing the carriageway width as well as slowing vehicles and are sometimes in conjunction with a vertical speed reducing feature, such as, a speed table.
A particular design of a build out can form a width restriction as a self-enforcing means of restricting access for large vehicles. Posts or bollards are placed in the road about 2.1 metres (7 feet) apart, such that vehicles wider than this cannot pass between them. There must be an alternative route available for large vehicles such as refuse collection vehicles and this sometimes limits their application in residential areas.
Sometimes a gate is provided for use of fire engines and other emergency vehicles. The gate is kept locked but emergency vehicles carry keys.
This type of physical width restriction does not, nor is it intended to, reduce traffic speed.

Kerb Build Outs

At some road junctions visibility is often reduced because of the shape of the road or because of parked cars. Building out the kerb into the carriageway can help solve this problem. It provides protection for motorists emerging from a side road as they can safely pull further out to see and be seen. Pedestrians are similarly protected, have more space to stand and can also see and be seen better. Cars are forced to park further from a junction or crossing point often enforcing what the law requires at night in respect of vehicle lighting.

One Way Streets, Banned Turns and No Entry

These help control traffic movements usually for road safety reasons. They can deter commuter "rat-runs" which occur.
One-way working may be for the whole length of a street, or over a short length at one end - a plug restriction. However, as these restrictions normally rely on signs alone they are more suitable for busier roads not quiet residential estate roads where the absence of other traffic could lead to drivers ignoring the signs and creating a dangerous situation.
One-way streets often lead to an increase in traffic speed.
One-way streets and banned movements often prove inconvenient to local residents from reduced accessibility to their homes.

Road Closures

These are an effective means of stopping all through traffic movements. Roads are usually closed by some kind of physical barrier to make them self enforcing. Where an emergency vehicle route is affected a normally locked access gate can be provided. It is necessary to make provision, at either side of the closure, for large vehicles to turn round. This often means that land outside of the highway boundary is needed making its use unsuitable in many residential areas. Alternative routes have to be available for traffic. It causes inconvenience to some residents as Road Closures limit accessibility and can be accused of segregating communities.

Standard Roundabouts

Standard roundabouts are intended to assist traffic flow at a junction where there is a heavy right turning movement. They work best where traffic flows on each arm are reasonably well balanced and there are four arms at 90 degrees to each other. They can be awkward for pedestrians and cyclists to negotiate.

Mini Roundabouts

Mini roundabouts can be a means of reducing accidents by slowing traffic because of the roundabout rule "give way to traffic from the right". They also assist right turning movements. Their advantage over full size roundabouts is that they can often be accommodated within the existing road space without expensive road widening and don't interfere with pedestrian routes too much. However, where drivers are not forced to slow down they can become an accident site. They are unsuitable therefore for use on roads where vehicle speeds are much above 30mph.

Pedestrian Crossings

The Council can install pedestrian crossings, such as, zebra or signalled crossings, where these are justified by satisfying a predetermined degree of difficulty in crossing the road.

The following factors are taken into consideration in assessing the need for and suitability of a crossing :

• Any recorded personal injury accidents involving pedestrians.
• The volumes of vehicular and pedestrian traffic (an equation is used to determine the conflict between pedestrians and vehicles).
• The degree of difficulty that pedestrians have in crossing the road safely.
• The length of time pedestrians have to wait before they can cross.
• The layout of the road (presence of junctions, bends, brows of hills, width of footways, and so on).
• The speed of traffic using the road .

Pedestrian crossings are often not used correctly by pedestrians and are not as safe as many people believe. Pedestrians need to watch the traffic and cross only when they see it has stopped in both directions. Often people see a pedestrian crossing as necessary in order to cross the road safely. However, most roads can be crossed safely if appropriate care is taken by the pedestrian.

Pelican and Puffin Crossings

These signalled crossings are used most appropriately on roads, which have high traffic volumes. The pedestrian can operate the signals by pushing a button which calls for a red signal to be shown to drivers. The pedestrian gets a corresponding green man signal. The steady green man is an invitation to start to cross the road. The time allocated to the pedestrian crossing movement is determined principally by the width of the road to be crossed.

Zebra Crossings

These are more suitable on roads with lower traffic flows and relatively low vehicle speeds where the pedestrian can readily establish the right to cross. When used correctly they are often safer than pelican crossings because pedestrians are forced to observe approaching traffic and make sure that it stops before crossing and drivers should be looking out for pedestrians waiting to cross.

School Crossing Patrols

Where it is mainly young children on their way to school the need to get safely across the road, then the best provision is that of a school crossing patrol. They are issued with high visibility clothing and carry a traffic sign that legally entitles them to stop vehicles in order to let people (not just children) cross the road safely.

Traffic Islands/Pedestrian Refuges

Where a formal pedestrian crossing is not justified these can be of great assistance to pedestrians by letting them cross the road in two stages. The major restriction to the use of this measure is the width of the carriageway. It must be at least 9.8m wide to allow for a 1.8m wide island and two lanes of traffic. It is preferable to install more than one island to form a series of refuges. In this way they are less vulnerable to collisions and provide a number of relatively safe crossing points along a length of road. They can also have a mild traffic calming effect.

Facilities for the Disabled

Tactile paving is now used at all new zebra and pelican crossings to help people with impaired vision. Similar tactile paving is also used at many ramped crossing points. Many single pelican crossings have audible signals, as well as the green man signal, to indicate when it is safe to cross the road.
Some staggered two stage pelican crossings and some junction signals are fitted with a tactile knob on the pedestrian push buttons, rather than an audible signal. This is so that visually impaired people know which part of the staggered crossing or junction is safe to cross.

Junction Entry Treatments

A junction entry treatment is placed across the carriageway of the minor road at a road junction. The object is to show motorists that they are leaving a main road and entering a residential area and to raise the priority for pedestrians crossing the junction. This treatment often has a speed table, kerb build out and gateway features.

White Carriageway Markings

Carriageway markings are a means of helping motorists position their vehicles correctly on the road and can be a cost effective way of reducing accidents. At junctions they provide an indication of priorities, and as centre or lane lines, they indicate the best line for vehicles to follow. White markings are generally advisory.
Lane arrows are sometimes used on the approaches to traffic signalled junctions to indicate which lane should be used for turning and straight-ahead movements and avoid conflict with other vehicles. Sometimes markings are used at complex roundabouts but in general motorists are expected to follow the advice given in the highway code when negotiating roundabouts. SLOW markings are used on the approach to a hazard, the nature of which is given by an upright sign, where a motorist travelling at the maximum legally permitted speed cannot safely negotiate that hazard without reducing speed.
Areas of central cross hatching, commonly called "ghost island" markings, are useful in providing safe right turning areas. These, along with central traffic islands, have been shown to play a major part in reducing motor cycle accidents.

Double White Lines

Continuous white lines down the centre of the carriageway should not be crossed unless turning right or overtaking an agricultural vehicle travelling at less than 10 mph. They are generally used on national speed limit roads to prevent overtaking where there is poor forward visibility that prevents motorists seeing approaching traffic. Typical areas would be approaches to dips in the road or the crests of hills, but can also be used at bends where these are not apparent to the motorist. They should only be used where the strict criteria for their introduction based upon the speed of traffic and the visibility distance is met. Any other use will seriously reduce the effectiveness of the marking and negate their beneficial impact on fatal and serious collisions.
It is also an offence to park in any section of road that is marked with double white lines.

Priority Road Junctions

Priority Junctions are by far the most common type of junction and account for the majority of collisions throughout the Borough. Some junctions may have no formal priority and no road markings. All drivers approaching such junctions are expected to slow down and be prepared to give way. However, wherever possible, these are being marked to show which arm of the junction should give way. Other junctions may have a "give way" line, "give way line and triangle marking" "give way line, a triangle marking and a give way sign".
Some junctions may have a "Stop" sign and marking. There are strict criteria, relating to visibility distances of approaching traffic, which must be met before "Stop" signs can be introduced.

Traffic Signals and Control

Traffic signals are designed to optimise and control traffic at a junction by sharing out the time to different arms of the junction and to pedestrians. Their main use is in allowing side road traffic to emerge safely into the major road. Traffic signals can be a useful accident remedial measure where right turning accidents are common. The main disadvantage of signals is that they interrupt the major flow of traffic and inevitably produce queuing. Vehicles stopping, waiting and then setting off from signals generate noise and atmospheric pollution. Signals also burn electricity and require maintenance funding to keep them working. This downside has to be balanced against removing excessive delays to side road traffic, any road safety benefits and where appropriate the opportunity to give priority to buses and pedestrian facilities.

Frequently Asked Questions

Its obvious to me what is needed so why doesn't the council do it?

Most people who drive a car or use the road will see problems and come up with a solution that suits them. However, the roads are used by many thousands of people everyday each going their own way with their own requirements for that journey whether it be as quickly as possible by car or motorcycle, by the shortest route, on foot with a safe road crossing, in a bus, or on a cycle. Each of these people will see the ideal road layout slightly differently. Some will see vehicles as a threat when travelling above a certain speed and will want traffic calming, others will see getting the traffic moving quickly as necessary to reduce congestion and get them to work on time. Traffic schemes usually require careful thought and consultation across a range of interests so that they best serve the community and not just individuals.