manual for streets 2
DESCRIPTION
Presentation by Phil JonesTRANSCRIPT
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Manual for Streets 2 Wider Application of
The Principles
Birmingham
18 April 2011
Phil Jones, PJA
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Manual for Streets 2 - Why? MfS only applicable to residential streets (?)
Concerns over HGVs and bus braking characteristics/SSDs
Fear of litigation
Comfort of familiar standards
Lack of confidence in applying MfS principles in busier locations
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MfS1 MfS2
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DMRB – National Guidance on Roads
• Applicable to Trunk Roads
• Highways Agency’s standard (Eng.)
• Very detailed – covers • Horizontal and Vertical Alignment • Carriageway widths • Design Speeds • Junction geometry/detailing • Checking and audit procedures
• Often used by Local Highway Authorities
• But they don’t have to!
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What is DMRB for?
Use of the Manual for Trunk Roads 1.4 The documents in the manual have been prepared …
specifically for Trunk Road Works throughout the UK….
Use of the Manual by Other Highway Authorities 1.5 The manual sets a standard of good practice that has been
developed principally for Trunk Roads. It may also be applicable in part to other roads with similar characteristics. Where it is used for local road schemes, it is for the local highway authority to decide on the extent to which the documents in the manual are appropriate in any particular situation
Introduction to the DMRB, GD01/08 (our emphasis)
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DMRB
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MfS (1 and 2) Key Principles Hierarchy – consider pedestrians first
Strike a balance – traffic is not always paramount
Respect pedestrian and cycle desire lines
Permeable and connected networks are preferred
Collaborative approaches work best
Innovation is encouraged
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Speed Limit 20mph 30mph 40mph 50+mph
User Hierarchy ● ● ● ● Quality Audits ● ● ● ● Community Function ● ● ● ● Inclusive Design ● ● ● ● Ped/Cycle Support ● ● ● ● Master Plans/Design Codes
● ● ● ●
Stopping Sight Distance ● ● ● ●
Frontage Access ● ● ● ●
Minimise Signs and Street Furniture
● ● ● ●
Connectivity/Permeability ● ● ● ●
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Section A – Context and Process
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Two dimensional approach to Hierarchy – Movement and Place
Design choices need to respect both functions
Some Movement corridors are more important than others…
Some Places are more important than others...
Motorway
High Street
Residential Street
Rural Lane
Place Status
Mov
emen
t Sta
tus
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Movement
Place
Place
Place
Place
Place
What are streets for?
Movement
Pedestrians
Cyclists
Buses
Cars/HGVs
Deliveries
Parking
Place Shopping Playing Socialising Eating/drinking Sitting Events
What are streets for?
Movement
Pedestrians
Cyclists
Buses
Cars
Deliveries
Parking
Place Shopping Playing Socialising Eating/drinking Sitting Events
What are streets for?
Movement
Pedestrians
Cyclists
Buses
Cars/HGVs
Deliveries
Parking
Place Shopping Playing Socialising Eating/drinking Sitting Events
What are streets for?
Movement
Pedestrians
Cyclists
Buses
Cars/HGVs
Deliveries
Parking
Place Shopping Playing Socialising Eating/drinking Sitting Events
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Context: Town and City Centres
Street Type: Multifunctional Streets and Spaces
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Context: Town and City Centres
Street Type: Multifunctional Streets and Spaces
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Context: Urban and Suburban Areas
Street Type: Arterial Routes and High Streets
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Context: Urban and Suburban Areas
Street Type: Arterial Routes and High Streets
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Context: Urban and Suburban Areas
Street Type: Relief Roads and Ring Roads
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Context: Urban and Suburban Areas
Street Type: Relief Roads and Ring Roads
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Context: Urban and Suburban Areas
Street Type: Boulevards
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Context: Urban and Suburban Areas
Street Type: Boulevards
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Context: Urban Extensions
Street Type: High Streets, Residential Streets
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Context: Interchanges
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Context: Village Centres
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Context: Village Centres
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Context: Rural Areas
Street Type Rural Roads
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Context: Rural Areas
Street Type Rural Lanes
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Context: Shared Space
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Context: Shared Space
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What is Shared Space?
Shared Space: a street or place accessible to both pedestrians and vehicles that is designed to enable pedestrians to move more freely by reducing traffic management features that tend to encourage vehicles to assume priority.
Level surface: a street surface that is not physically divided by kerb or level differences into areas for particular uses. Level surface is a feature of some shared space schemes.
Shared Space Research Report, for DfT
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Increasingly shared
Decreasingly segregated Guardrails Conventional
kerbs, different materials
Level Surface, Minimal/No delineation
Low kerbs, common material
Increasingly cooperative
When does a space become shared?
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Business as usual
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Sharing through Re-balancing
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Shared Space - Link
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Shared Space -
Junction
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When does a space become shared?
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Total Segregation
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High Segregation
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Everyday Segregation
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Low Segregation
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Minimal Segregation
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No Segregation
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Casualty Data Seven Dials, Covent Garden
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Ashford Ring Road
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Shared Space DfT Research Research being carried out by MVA
- Guidance out in Spring 2011
Key findings:
Shared Spaces are no less safe and can be safer
Reducing the degree of segregation between users produces slower traffic, more pedestrians using whole of the space.
Solutions are emerging that mitigate the impact of Level Surfaces on disabled people.
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Aren’t we going to be liable if someone gets hurt?
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What’s the Problem?
• Persistent concerns over potential for highway authorities – and individual officers/members – to be held liable for design faults and innovations.
• No evidence that this is actually a significant problem in practice.
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Liability and Good Urban Design • Designers often over-estimate their legal responsibilities
• Designers may therefore be unwilling to consider non-conventional design initiatives (e.g. removing guard-rails)
• Irrational fear of liability can be detrimental to good design
• Need to be more informed about risk, safety & possible liability
• Need to balance these concerns with the benefits of good urban design
• Good urban design can be just as safe as traditional approaches and sometimes safer
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Legislative duties and judgements
Highway Risk & Liability Claims A practical guide to Appendix C of ‘Well Maintained Highways’
• Produced by UK Roads Board
• Advice, case studies and judgements on liability
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Legislative duties and judgements Three Principles: 1. Court rulings repeatedly state that road
users are responsible for their own safety and have a duty to take the road as they find it. This defines the road user as an intelligent being, able and expected to exercise their own judgement.
2. The highway authority should avoid creating a trap for road users.
3. The highway authority should not act irrationally.
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• No duty to give warning or maintain warning of obvious hazards
• No duty to erect of warning signs (including markings) for obvious hazards
• Cases:
• Gorringe v Calderdale
• Stovin v Wise & Norfolk CC
Judgements
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Gorringe (Appellant) v. Calderdale Metropolitan Borough Council (2004) On 15 July 1996, on a country road in Yorkshire, Mrs Denise Gorringe drove her car head-on into a bus. It was hidden behind a sharp crest in the road until just before she reached the top.
She said that the council caused the accident by failing to give her proper warning of the danger involved in driving fast when you could not see what was coming. The ‘SLOW’ road marking on the approach to the crest had become worn.
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Gorringe (Appellant) v. Calderdale Metropolitan Borough Council (2004) The House of Lords
LORD STEYN
• …the courts must not contribute to the creation of a society bent on litigation, which is premised on the illusion that for every misfortune there is a remedy.
LORD HOFFMANN
• People must accept responsibility for their own actions and take the necessary care to avoid injuring themselves or others.
• The users of the highway are expected to look after themselves.
• Drivers of vehicles must take the highway network as they find it.
LORD RODGER • I am satisfied that the duty to maintain the highway
does not include a duty to repaint warning signs on the surface.
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Quality Audits
Quality Audits introduced in MfS1 - a ‘Balanced Audit’ reviewing key aspects of a design against set objectives
Some authorities (eg Kent, Solihull) have taken the concept further
Policy Review
Objective Setting
Design
Quality Auditing
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Design and Implementation Process – LTN 1/08
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Quality Audit process for large developments
Council sets out objectives/terms of reference for Quality Audit
Quality Audit to include:•mobility or access audit•cycling & pedestrian, equestrian audits•visual quality and place check audits•Stage F Road Safety Audit/ Road Safety
Assessment•maintenance regime audit•public transport audit•Transport Assessment•technical standards audit•how streets will be used/ community audit•construction audit
Information Gathering Stage
Facilitator involved to resolve simple conflicts between audits
Some audits carried out by qualified independent individuals/ teams,audit payments negotiated with developer
Draft Quality Audit Report including outstanding items and recommendations
Resolution of outstanding items
Developer input
Developer, Local Authority input
Agreed final Quality Audit Report
Subsequent stages of Road Safety Audit on approved option
Developer, Local Authority input
Planning Approval by Council
Risk Assessment matrix used by Facilitator to help resolve outstanding issues
Quality Audit process for large developments
Council sets out objectives/terms of reference for Quality Audit
Quality Audit to include:•mobility or access audit•cycling & pedestrian, equestrian audits•visual quality and place check audits•Stage F Road Safety Audit/ Road Safety
Assessment•maintenance regime audit•public transport audit•Transport Assessment•technical standards audit•how streets will be used/ community audit•construction audit
Information Gathering Stage
Facilitator involved to resolve simple conflicts between audits
Some audits carried out by qualified independent individuals/ teams,audit payments negotiated with developer
Draft Quality Audit Report including outstanding items and recommendations
Resolution of outstanding items
Developer input
Developer, Local Authority input
Agreed final Quality Audit Report
Subsequent stages of Road Safety Audit on approved option
Developer, Local Authority input
Planning Approval by Council
Risk Assessment matrix used by Facilitator to help resolve outstanding issues
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• CIHT and DfT working towards guidance note (LTN) on Quality Audits
• Current thinking:
• Team leader for QA
• Separate reports commissioned
• Team review all reports leading to balanced recommendations
Quality Audits
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Stages to Better Streets – London Mayor’s Strategy
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Stage 1 – Tidy Up
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Stage 2 – De-clutter
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Stage 3 – Relocate/Merge Functions
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Stage 4 – Rethink Traffic Management
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Stage 5 – Re-create the Street
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Some existing kit is plainly useless and can be removed without fear
Stratford-upon-Avon
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Mare Street, Hackney
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Maid Marian Way, Nottingham
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Maid Marian Way, Nottingham
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Exhibition Road
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Exhibition Road
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The Value of Better Streets
Traditional economic evaluation relies on time saved
How do we value time spent in better streets?
Guidance on Urbandesignlondon.tfl.gov.uk
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Section B – Detailed Design Issues
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Application of the Detailed Guidance Two health warnings:
1. Although numerical values are given in this section, designers
are encouraged to take a flexible approach to its interpretation and
application, thinking through for themselves the likely outcome of
any course of action based on experience and local
circumstances.
2. In preparing schemes, designers should consider the layout in
totality, including the relationship of the highway to its
surroundings, both in urban and rural areas. The highway should
not be seen in isolation or simply as a piece of infrastructure.
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And not forgetting
8.1.1 The design of carriageways...is often based on TD9/93 Highway
Link Design, part of DMRB, but that document has been prepared for
Trunk Roads and may not always be appropriate in other circumstances.
As noted in Chapter 1 it is recommended that designers bear in mind the
key principles of MfS when applying DMRB.
DMRB
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Pedestrian Needs and Footways
It’s not exactly rocket science...!
Pedestrians need direct, connected and clutter-free footways of adequate width along and across multi-functional highways
Their needs must be considered when designing links and junctions
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Newlands Avenue MPR Scheme:
Pinch point widened from 1.1m to 1.6m
Number of pedestrians increased by 59%
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Cyclists’ Needs
Cyclists should generally be accommodated on the carriageway – by making conditions suitable for them.
Poor facilities are worse than no facilities – vehicles travel closer when lanes provided
Where on-carriageway facilities are provided, they should be well designed.
Off-carriageway facilities should be convenient and not put cyclists at danger at junctions
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Design of Cycle Facilities
MfS2 refers to LTN2/08 – Cycle Infrastructure Design
Make space for cycle lanes by reducing traffic lane widths
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Design of Cycle Facilities – cont’d
Coloured surfacing – conspicuity or visual intrusion?
Hybrid/protected lanes can be used
Cycle symbol alone can be useful
Off-highway shared cycle tracks – reduce pedestrian amenity, less favoured.
Updated LTN on Shared Use Paths in course of preparation.
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Cycle parking should be provided at key destinations –for example in local high streets
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Bus Facilities
Bus routes and stops form key elements in walkable neighbourhoods
Routes should be direct and reasonably straight
Bus stops should be high quality, accessible places with good information
Bus priority lanes reduce journey times and benefit cyclists but disadvantage pedestrians
Bus boarders preferred to laybys
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Walworth Road - Before
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Walworth Road - After
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Carriageways
Design Speed in urban areas should generally not exceed 30mph (50kph) – and can be less where necessary
Both MfS1 and DMRB confirm that drivers respond to more generous geometry by increasing speed.
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Various means of reducing speed:
– Physical features
– Changes in priority
– Street dimensions
– Reduced forward visibility
– Psychology and perception
Carriageways
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Horizontal Alignment
Can adopt curve radii well below DMRB Desirable Minima in urban areas.
TD9/93 advises 4 steps below Des Min for speeds of 60kph and below:
Design Speed, kph Curve Radius, m
4 steps below TD 9/93 Desirable Min
30 16 40 28 48 41 50 44 60 64
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Lane Widths Lanes do not have to be 3.65m (12 feet) wide.
Narrower lanes will reduce speeds and overall carriageway width, and require drivers to pull around cyclists.
Lanes >3m not necessary in most urban situations catering for mixed traffic
Wide (>4m) lanes allow large vehicles to pass cyclists more easily.
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Central Medians Helpful to pedestrians crossing the carriageway
Should not fence off unless clear safety justification
Overrun medians can be a useful feature
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Kerb Heights Typically 125mm – but...
Lower kerb heights are easier for the mobility-impaired to cross and reduce vehicle dominance.
Higher kerbs appropriate at bus stops.
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Junctions, Crossings and Accesses
Junctions often seen as problems – to be minimised
But can also be seen as opportunities for ‘place’ functions
Essential to consider pedestrian and cycle needs
Grade separation almost always makes for poor environments
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Crossings Informal, Zebra, Signalised - all have
advantages and disadvantages
Informal - minimal clutter, can encourage courtesy behaviour, little delay to traffic, but no absolute priority to pedestrians.
Zebra – delays can be minimal unless pedestrian flows high, can be close to junctions, more clutter.
Signalised – additional delay, more clutter, preferred by vulnerable pedestrians.
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Crossings Two stage signalised crossings can
be straight across.
Staggered crossings don’t have to have guardrail.
X-crossings are possible with simple all-red stages.
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Queen Street, City of London
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Priority Junctions Advantages: Simple, legible, can have
low delays, particularly outside peaks
Minimising number of approach lanes benefits pedestrians and cyclists. Ghost island not generally justified at 500 vpd.
Crossroads have poor accident record at higher flows and speeds. Tabling a possible solution.
Tight corner radii, footway crossovers should be considered in urban areas.
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Squares Major opportunity for placemaking
and as a traffic/parking solution
Can be thought of as a series of displaced informal priority junctions
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Conventional Roundabouts Advantages: High capacity, good safety
record for vehicles, minimal delay outside peaks.
Disadvantages - poor safety record for cyclists, barrier to pedestrians, high land take, visual impact.
Particular problem for cyclists – left turn slip lanes
Recommended approach – ‘compact’ geometry - as small as possible with narrow entries and exits.
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Mini Roundabouts Advantages: Small land take, slow
speeds, good safety record, minimal delay outside peaks, better for pedestrians and cyclists.
Disadvantages – Limited traffic capacity, visual impact.
No presumption against new mini-roundabouts on non-trunk roads
‘Informal’ mini-roundabouts can work well, minimal visual impact.
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St Bride Street, City of London
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Traffic Signals Advantages: High capacity, can
incorporate pedestrian and cycle facilities
Disadvantages – Clutter and visual impact, delays outside peaks
Tight corner radii preferred – keep pedestrians on desire lines, reduce speed of turning vehicles.
Advanced cycle lanes should usually be provided in urban areas.
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Traffic Signals – Cont’d Intervisibility requirements from TD 50/04
can significantly affect ability to place buildings close to corners – is this always appropriate?
Left turn slip lanes increase clutter and pedestrian crossing complexity
Traffic signal removal experiments – need to consider pedestrian needs.
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Traffic Management Systems Complex one-way systems often installed to maximise traffic capacity
Significant disadvantage to cyclists and can cause pedestrian accidents
Some towns have chosen to simplifying one-way systems.
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Visibility Stopping Sight Distance Guidance in MfS2 incorporates that of MfS1 –
effectively superseding it
Based on further research carried out by TMS Consultancy, plus literature searches
MfS1 parameters apply to all <60kph links:
1.5s reaction time
0.45g deceleration rate
Except for buses and HGVs (>5% of flow typically)
1.5s reaction time
0.375g deceleration rate
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TMS Consultancy Research
<120m visibility to right from kerb vs "visi" collisions
y = 0.0163x + 3.6442R2 = 0.0586
0123456789
10
0 10 20 30 40 50 60 70 80 90 100 110 120
Visibility
Col
lisio
ns
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Design Speed Vehicle Type Reaction Time Deceleration Rate
60kph and below
Light vehicles 1.5s 0.45g
HGVs 1.5s 0.375g
Buses 1.5s 0.375g
Above 60kph
All vehicles 2s 0.375g (Absolute Min SSD)
All vehicles 2s 0.25g (Desirable Min SSD)
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SSD = vt + v2/2(d+0.1a) where: v = speed (m/s) t = driver perception–reaction time (sec) d = deceleration (m/s2) a = longitudinal gradient (%) (+ for upgrades and – for downgrades)
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Forward Visibility Apply SSD requirements in the horizontal and vertical
plane.
But in some situations may be desirable to restrict forward visibility to help control traffic speed.
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Visibility at Priority Junctions X-distance of 2.4m generally appropriate, subject to
capacity considerations
Y-distance based on SSD but:
It has often been assumed that a failure to provide visibility at priority junctions in accordance with the values recommended in MfS1 or DMRB (as appropriate) will result in an increased risk of injury collisions.
Research carried out by TMS Consultancy for MfS2 has found no evidence of this.
...unless there is local evidence to the contrary, a reduction in visibility below recommended levels will not necessarily lead to a significant problem.
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Parking and Servicing Positive and negative aspects of on-street parking set out in
MfS1
Positive Common resource, efficient,
popular.
Caters for varying demand
Adds activity
Well overlooked
Negative Possible impact on
pedestrian safety
Can be visually dominant
May block footways and entrances
Can be source of crime
If done...should be done well!
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Street Trees and Planting Green infrastructure is important to the design of
places and trees are one of its most visible components
Engineers and transport planners are well placed to help deliver street trees and their benefits.
• Visual
• Shade
• Habitat
• Drainage
• Economic
Practical difficulties (footway heave and restriction, leaf drop) can be overcome through careful design and maintenance
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Street Lighting Plan street lighting as an integral part of the
street, including any planting
Lighting should be appropriate to context and street function
Lighting levels do not have to be constant during the hours of darkness.
Shadows and sudden changes in lighting level can be particularly problematic and should be avoided.
Consideration should be given to attaching lighting units to buildings to reduce street clutter.
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Street Furniture Some street furniture is useful and
important...much is not
Start with nothing – introduce only elements that are necessary
Clutter removal can be done as part of ongoing maintenance
Combine elements together where possible
Street furniture should be arranged to keep pedestrian routes clear
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Guardrail Significant disbenefits - highly
intrusive, disadvantages pedestrians, unsightly, can increase traffic speeds and create risks for cyclists.
May be necessary in some locations – but need better balanced use
Many guardrail removal schemes have worked well in road safety terms, with careful assessment
Look for alternative solutions before installing new guardrail
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Traffic Signs and Markings Add significantly to street clutter
Signs must comply with Regulations, but Guidance (TSM) is just that.
There is flexibility in both types of document
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Signs may be mounted at any height
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And on buildings
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Yellow backing boards significantly increase visual impact
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As do keep left signs on retroreflective bollards
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Other mounting options are available
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Or the keep left signs can be omitted completely
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Ordinary bollards can also be overdone
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As can centre line markings
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Junction priority can be removed
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Just two zig-zag markings is lawful at controlled crossings
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Only the double-dash marking is necessary at Give-Ways
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One no-entry sign is lawful if carriageway less than 5m wide
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White borders to signals can be omitted
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Roundabouts don’t have to have chevron signs
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Coloured surfacing has no legal function
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50mm ‘Primrose’ no waiting lines are lawful anywhere
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And aren’t needed if carriageway and footway on same level
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Section C – Case Studies
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London Road, Southampton
• Citycentre radial
• 9400 vehicles per day (before)
• 6000 vehicles per day (after)
• 5500 pedestrians per day
• 400 cyclists per day
• 31 collisions in 4 years (before)
• 3 collisions in 10 months (after)
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Before
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After
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Walworth Road, South London
• “A” class road
• 20,000 vehicles per day
• 180 buses per hour
• 20,000 pedestrians
• 250 accidents in 3 years
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Before
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After
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Conclusions
MfS2 provides detailed guidance on a wide range of technical issues...
for a wide range of contexts and street types
It provides a ‘way in’ to DMRB and other technical guidance
While encouraging designers to...
Think!
Twitter.com/Phil_PJA
0121 222 5422
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Discussion!