Cornwall County Council County Hall Truro · PDF fileall County libraries and on the Cornwall...

This document is available to view at all County libraries and on the Cornwall County Council website at www.cornwall.gov.uk and can be read by audio-reader equipment.

If you require a copy of the document, please contact:

The Chief Engineer (Transportation)Planning, Transportation and EstatesCornwall County Council County HallTruroTR1 3AY

Tel: 01872 222000Email: [email protected]

This document can also be provided in a format suitable for those with visual impairments e.g. large print, audio tape, CD rom, or in other formats, on request. To order a copy, please telephone 01872 222000

Revision 0July 2008

PLANNING, TRANSPORTATION & ESTATESTRAFFIC ENGINEERING MANUAL 9

i

B u s e sTr a f f i c E n g i n e e r i n g M a n u a l

P R E FA C E

The documents contained within this Traffic Engineering Manual have been created within the framework of the Local Transport Plan for Cornwall (LTP2), the overarching policy document developed on a five year cycle. They are intended to augment the policies in the LTP2, providing more detail and in some cases, outlining strategies for implementation.

Within this Manual, there are two types of policy document – “Strategic” and “Procedural”. Strategic Policy documents detail the County Council’s policy in relation to a specific area of work or an identified problem. The Procedural Policy documents outline the Council’s standards for implementing schemes or for the processes involved in delivering them.

The documents already prepared are or in production are;-

Strategic DocumentsTitle Date Approved

1. Speed Management December 2004

2. Parking February 2005

3. Casualty Reduction April 2005

6. Lorry Management February 2006

Use of IT in Traffic Management

Procedural DocumentsTitle Date Approved

4. Pedestrian Crossings February 2005

5. Direction Signing February 2005

7. Consultation February 2005

8. Emergency Services September 2007

9. Buses July 2008

Schools

P r e f a c e

The Bus Strategy helps to support the following aims of the LTP2:

Transport Aim 1 Improve access to key services and facilities in Cornwall.

• Improveaccesstowork,healthcare,education,foodshops and recreation to meet local needs by providing travel choice and reducing the need to travel, thereby supporting individual well being.

Transport Aim 3 Reduce the growth of traffic congestion and transport related air pollution and improve public transport in Cornwall.

• Manage,maintainandimprovetheefficiencyandeffectiveness of the transport network.

• Provideopportunitiesfortravelchoice.

• Influencetravelbehaviourbyraisingawarenessoftheimpact of transport on the environment and the health benefits of walking and cycling.

Transport Aim 4 Provide and maintain an integrated transport network that contributes towards the development of a vibrant and successful Cornish economy and regeneration.

• Delivertransportimprovementstosupportlanduseand regeneration strategies for the key towns.

• DelivertransportimprovementstosupporttheCounty’s economic strategy, including addressing the issue of Cornwall’s connectivity.

Transport Aim 5 Reduce the impact of transport on Cornwall’s natural, historic and built environment.

• Conserveandenhancethenaturalandhistoricenvironment by minimising the impacts of transport wherever possible through appropriate maintenance and design practices.

• ConserveCornwall’slocaldistinctivenessbyassistingin the delivery of sustainable tourism.

• Reducetrafficrelatedairandnoisepollution.

• Managetrafficrelatedclimatechangingemissions.

ii


C o n t e n t s

Page

1 1. Introduction

2 2. The problem

3 3. What is a route?

4 4. Traffic Calming what's acceptable and where

5 5. Roadside Infrastructure

6 5.1. position of bus stop 6 5.2 passenger waiting areas 7 5.3 bus shelters 8 5.4 bus boarders and low floor bus kerbs (LFBK) 8 5.5 bus bays 9 5.6 bus stop clearways 9 5.7 bus stand clearways 9 5.8 bus stop flag and timetable cases

10 6. Bus Priority Measures

10 6.1. bus gates 10 6.2. bus lanes (with flow) 11 6.3 bus lanes (contra flow) 11 6.4 bus ways 11 6.5 bus priority at signal junctions

12 7. Consultation

13 8. Other types of measures/vehicles

13 8.1. shared use lanes (HOV lanes) 13 8.2. bus passenger information 13 8.3. taxis 13 8.4. park and ride

14 9. Other issues

14 9.1. enforcement 14 9.2. developer investment 14 9.3. clearway orders 14 9.4. residential parking 14 9.5. bus stations 14 9.6. 'bus-cycle' integrated journeys

C O N T E N T S

1


I N T R O D U C T I O N

I n t r o d u c t i o n1.0Buses are seen as a powerful tool in tackling the problems caused by traffic congestion by allowing more people to make the same journey while generating less traffic.

Whilst Cornwall does not witness congestion levels seen across the UK, like many other rural authorities, bus services can provide a lifeline to many people needing access to key services and the County Council recognises the importance to providing alternative modes of transport to the private car in a time of economic regeneration in the County. Furthermore effective Public Transport is able to provide more sustainable methods of access to services and to contribute to the efforts to address carbon emissions.

The existence of a high quality road based public transport infrastructure, which serves to strengthen and enhance the County’s current bus service, is therefore seen as a vital element of an integrated transport strategy that will encourage bus service stability and restore public confidence which will in turn assist in increasing passenger numbers.

In order to achieve this, a number of Bus Key Quality Corridors and Operating Zones have been identified in the County and we have prioritised these areas for investment within the Local Transport Plan (LTP) programmes to ensure that the desired outcomes of increased patronage, bus punctuality and modal shift are achieved.

In support of the wide range of Bus Partnership and marketing and publicity initiatives a ‘tool kit’ of bus priority and road side infrastructure measures has been developed as good engineering practice in order to make bus travel more attractive in the County.

So how can we engineer our roads to enhance bus service delivery and respond to potential changing patterns and levels of demand and make bus travel more attractive?

This document will explain the County Councils policies to achieve this;

• Itwillsetoutourstrategyforengineeringourroadsto support buses and passengers

• Itwillidentifythenetworkofroutesprioritisedfor investment and the minimum level of standard expected

• Itwillexplainunderwhatconditionseachofthe engineering ‘tools’ will be used.

This document outlines the County Council’s engineering principles for enhancing the road based public transport network and providing suitable roadside bus infrastructure and stands along side current technical design guidance that should still be referred to for design and construction purposes.

1

2


2

If the answer is to engineer our roads to improve bus services, and so increase patronage and meet congestions outcomes what therefore is the challenge?

We already know that increased traffic flows particularly on the approaches to the main urban centres, is resulting in an emerging pattern of road congestion on our transport network thereby increasing delays & journey times. We also know that buses cannot take short cuts to get around congestion but that they need to get through it.

Furthermore, most bus stops have come about because of a decision to sign one at a particular point on the road network; but it doesn’t therefore follow that every bus stop is appropriate and safe to stop at and it therefore doesn’t follow that we will endorse every current bus stop by putting in roadside improvements. Therefore before putting any measures on the ground we must be satisfied that the stop is in a sensible position for the longer term.

As a consequence of separate highway engineers and bus operator transportation agendas we have been left with a legacy of localised bus priority and roadside infrastructure improvements. Many of these are no longer compatible with changing vehicle specifications, fulfil passenger needs and service operator requirements and in some cases, are difficult for buses to access and passengers to use. This fragmented approach to treating bus routes has also resulted in buses being unable to move around freely in some areas.

The challenge is therefore quite clear. If buses are seen as part of the solution to tackling congestion and achieving modal shift to support sustainable travel, it is important to be able to engineer our roads for buses to improve and ensure reliability of journey times thereby making it easier for and encouraging people to use.

T h e P r o b l e m2.0

It is therefore important for our policy to;

• Providetheopportunityforimplementingbuspriority measures that as far as possible keeps buses moving and improves their reliability

• Providesuitableaccessforbusestokerbsidestops

• Provideappropriatepassengerwaitingareas& information

Although these matters are addressed in this policy it is recognised that other issues such as maintenance operations, temporary road closures and diversions are also important, but these network management issues are outside the scope of this document.

T H E P R O B L E M2

3


W H A T I S A R O U T E ? 3

W h a t i s a R o u t e ?3.0If we are going to engineer our roads for buses and so improve bus service delivery we need to identify the routes that buses use and set a minimum standard that they are expected to reach. This should also take into account the future use of the route even if the service is not currently running. We will need to prioritise investment of these identified routes reflecting the number of buses and frequency of service. This also allows a balance to be struck between road safety and the smooth passage of buses in some areas where the need for traffic calming is unavoidable (i.e. outside a school or pedestrian priority environment)

For a road to be considered as a bus route, it must have a minimum of 250 public bus services passing

in one direction in a year. A road with one scheduled service every week day would therefore qualify, as would some roads with seasonal services only, but of a greater frequency.

If this threshold is not met then it will not be defined as a bus route for the purposes of this policy. School activities are not included.

Figure 1 illustrates the bus key quality corridors, routes and bus stops that have been prioritised for investment and improvement during the course of LTP2. However, the opportunity for investment on other corridors, routes and bus stops should be considered where funds are available.

Figure 1 Key Bus Corridors, Routes and Strategic Bus Stops in Cornwall

4


4

Tr a f f i c C a l m i n g : W h a t ' s A c c e p t a b l e a n d W h e r e

4.0As far as practical we will ensure that the introduction of Traffic Calming (T/C) measures does not impede the effectiveness and reliability of bus services. The Speed Management Strategy defines the library of techniques we have for T/C in Cornwall and seeks to strike a balance between improved safety and the smooth motion of buses.

Bus friendly T/C measures will be applied on bus routes to minimise disruption to bus services. The use of speed cushions, rather than round top road humps is favoured as these can be straddled by buses (and other large vehicles like refuse vehicles and fire appliances). There should also be the presumption in favour of introducing No Waiting At Any Time restrictions on at least one side of the road at locations where we install double cushions in order to ensure a clear passage for buses. This does not preclude the use of waiting restrictions adjacent to other types of T/C measures where considered appropriate. This policy is consistent with the Traffic Engineering and Emergency Service Strategy.

Whilst we give a high priority to public transport, we give a higher priority to pedestrians and particularly to the mobility impaired pedestrian.

In locations where the level of pedestrian flow meets the minimum levels to justify a zebra, pelican or puffin crossing (whether or not the crossing is actually provided), such as a shopping street, or where a school crossing patrol exists and we desire to implement a traffic calming scheme, flat top road humps and tables will continue to be the preferred option, even on bus routes.

A flat top road hump will have a table long enough to allow any likely public service vehicle using the road (including touring coaches) to mount the platform completely before starting to descend. Ramp slopes will be made as gentle as possible whilst still being consistent with the traffic speed objectives.

At locations where the pedestrian flow is low, two sets of dropped kerbs should still be provided in line with each other. If traffic calming is also required speed cushions near but not on the line between opposite dropped kerb lines can be considered.

In areas where bus service presently do not run or run infrequently the case for bus friendly traffic calming may be relatively weak but it is important that any future speed management measures that may be deployed complements any new service for the area whilst still fulfilling safety objectives.

Where pedestrian central refuges and bus stops are in close proximately on the carriageway, it is important to ensure when a bus is stationary at the bus stop that motorists are not tempted to pass the central island on the wrong side of the carriageway. In such cases it may be necessary to consider repositioning the bus stop or central refuge.

T R A F F I C C A L M I N G

5


5

Bus roadside infrastructure plays a key role in ensuring that people are encouraged to feel safe and comfortable when using the bus. We have developed a bus stop inventory checklist of measures in order to determine the appropriate standard for bus stops in conjunction with the importance of the bus route and the identified location of the stops. We will carry out bus audits with the bus operators to help to identify stops requiring improvement reflecting passenger demand and access and waiting requirements for buses and people. However the level of treatment will be subject to the road side space available and locality of the route.

The checklist refers to pick up and drop off points at the same place. However the level of treatment at a drop off

R o a d s i d e I n f r a s t r u c t u r e5.0

R O A D S I D E I N F R A S T R U C T U R E

Category Location of Stop Bus Boarder and/or LFBK ***

Bus Stop Clear way **

Bus Shelter * & ***

Lighting & Seats ****

Flag & Pole

Timetable cases

Display Boards

A Bus Station/Terminus (or major trip generator)

Yes Yes Yes Yes Yes Yes Yes

B Town Centre On Street Stop

Yes Yes Yes Yes Yes Yes Maybe

C On Route Heavily Used Stop

Yes Yes Yes Yes Yes Yes Maybe

D On Route Moderately Used Stop

Yes Yes Maybe Maybe Yes Yes Maybe

E Other On Route Low Used Stop

Maybe Maybe Maybe Maybe Yes Maybe Maybe

F Rural “Hail & Ride” Stop Maybe Maybe Maybe Maybe Maybe Maybe Maybe * Provision of shelter subject to available road space or identification as a strategic stop ** Bus Stand Clearways will automatically be considered at Bus Stations/Terminus on the highway *** Provision of Bus Shelters, Bus Boarders and LFBK subject to whether the facility is a pick up/drop off point **** Provision of lighting in Bus Shelter to be considered in accordance with adjacent street lighting

point will depend on the numbers of people, frequency of occurrence and location along the route. Although we have given priority for improvements to identified stops that are on our bus key quality corridors during the course of LTP2, the opportunity for bus stop upgrades on other routes will also be considered where funds are available.

The over riding factors in order to determine where bus stops should go and the level of facilities that should be provided are outlined in detail in this chapter. Many existing stops fall well short of these standards and improvements may need to be phased in over many years. However we must be satisfied in the long term that the stop is in the correct position before investing in improvements.

Bus Stop Inventory Checklist

6


5 R O A D S I D E I N F R A S T R U C T U R E

to specification where road space allows. However they will be designed for long term use and Disability Discrimination Act (DDA) compliant buses. In all cases road safety will be a principal consideration.

SpacingWe will endeavour to provide the physical infrastructure to support the standard frequency for bus stops in the rural and urban environment.

However stops have to be fitted into the space available and this may not only therefore reflect on the number of stops but also require buses from different services with common destinations sharing the same stop. Where space is available multiple stops will be considered but bus on bus delays, particularly in town centres may be unavoidable in some cases.

5.2 Passenger Waiting AreasPassenger waiting areas should be attractive, convenient and where there is street lighting be well lit. The needs of the elderly and people with impaired mobility should be considered in the design. The key factor is the space available, but where possible we will try to ensure that bus stops are sited adjacent to footways that are sufficiently wide enough to avoid obstructions to pedestrians by waiting bus passengers. Where a footway is particularly narrow and where sufficient road space exists, the opportunity may arise to provide a bus boarder. Where low floor bus kerbs (LFBK) are introduced to reduce the step height to the bus (see also section 5.4 bus boarders and LFBK for details) we will ensure that the gradients of the footway ramps are as gentle as possible. Due to the limitations on road space on our road network it may not always be possible to design layouts to specified standards. We will therefore consider the overall benefits the passenger waiting area would provide, particularly in relation to the availability of bus services late at night and vulnerable road users on a case by case basis.

5.1 Position of Bus Stop

In considering the position of a bus stop 3 general principles; siting, layout and spacing should be applied in order to maximise the benefits for buses and passengers. Unfortunately the limitations on road space on many of Cornwall’s roads may not allow the physical implementation of bus stops in all cases. However where road space allows the 3 general principles will be considered.

SitingBus stops must be sited to allow passengers, particularly the elderly and mobility impaired, to board and alight, safely and conveniently in both the rural and urban environment.

It is important where bus stops are implemented or re – sited (e.g. when bus services change or new development occurs) that the views of all parties are considered in determining the most suitable locations.

Road safety will be a principle consideration in determining the site for a bus stop as will be the shared kerbside requirements for any given street in accordance with The Parking Strategy.

Layout The most common problem experienced at bus stops is parking close to or at the bus stop preventing buses from reaching the kerbside forcing buses to stop in the carriageway. The aim is therefore to permit buses to approach and leave stops without delay or obstruction and to align with the kerbside without overhanging or over running the footway or damaging the vehicle (side wall of tyres). However it may still be appropriate for buses to stop in or off the carriageway to achieve this. Layouts will reflect the bus rolling stock provided by the current service operators which predominately feature front passenger entry/exit facilities. The layout of bus stops will be provided

7


5R O A D S I D E I N F R A S T R U C T U R E

Where we will use themWe will use them at identified bus stops on bus routes where space is available and to reflect current and future passenger demands i.e. town centre stop or interchange site. They will be located on the kerbside where easy access for buses and people can be maintained and designed so that passenger are not discharged into a waiting queue nor conflict with pedestrian desire lines.

5.3 Bus SheltersWe will consider the provision of bus shelters to improve passenger comfort and convenience using the Bus Stop Inventory Checklist. It is also important that the type and location of the bus shelter reflects the design principles described in section 5.1 position of bus stop and section 5.2 passenger waiting areas. We will only consider the installation of bus shelters where current and future passenger numbers are identified.

The County Council has a contractual arrangement for the manufacture, supply and erection of bus shelters. We will work with our supplier to ensure that as far as possible only the most suitable designs reflecting local community needs (e.g. DDA compliant seating) and identified design constraints (e.g. sympathetic to historical and environmental landscape) are taken forward. The opportunity to procure bus shelters outside this contract on a case by case basis may also exists in extenuating circumstances.

Ideally the shelter should be located on footways which are sufficiently wide enough to allow passengers to wait away from any pedestrian paths. The position of the bus shelter is important so that passengers are best placed to observe the arrival of the bus and board unimpeded and also so that passengers leaving a bus are not discharged into the waiting queue in the area of the shelter.

Where this is not possible due to site difficulties e.g. position of shelter restricted by shop canopy or weather conditions, we will ensure that bus shelters of strategic importance are implemented, where engineeringly possible, and where the benefits to passengers are clearly defined.

The implementation of many shelters is part funded by Parish Councils and County Council grant contributions and this should be encouraged through maintenance agreements. Site accomodation works are external to this process.

By far the most controversial issue regarding bus shelters is that they are seen as magnets for attracting anti social behaviour, particularly in residential areas. Although every effort will be taken to locate them so that they don’t become meeting places or prone to vandalism, we will continue to provide bus shelters where the benefits to passengers is clearly defined as part of our commitment to provide a high quality public transport infrastructure.

We recognise the role bus shelters can play in supporting real time bus passenger information. The introduction of these systems in bus shelters in Cornwall is in its infancy and investment has initially focused on bus station and terminus upgrades. In the long term we will seek to implement Real Time Passenger Information Systems (RTPI) at all strategic bus stops. (See also section 8.2 bus passenger information for details.

Where we will use themWe will use bus shelters along selected bus routes where there is sufficient space and where there are a significant number of people waiting to be picked up. They should be located so that they can be easily accessed by all users as described in section 5.2 passenger waiting areas where possible. Although we will endeavour to introduce high quality shelters this may not always be possible and it is acknowledged that a compromise on shelter arrangements may be unavoidable in certain circumstances.

8


5 R O A D S I D E I N F R A S T R U C T U R E

5.4 Bus Boarders and Low Floor Bus Kerbs (LFBK)

A bus boarder is a location where the footway is extended into the carriageway, often beyond the width of a parked vehicle to facilitate bus operations whilst not removing excessive lengths of parking.

Low Floor Bus Kerbs (LFBK) enables the footway to be raised to allow access to buses without a step. They can be provided with or without a bus boarder.

Most bus stops will be conventional kerbside stops. Bus boarders require less kerbside length than conventional bus stops and can provide an effective deterrent to kerbside parking at the stop itself and clearly define adjacent parking areas to it. They enable buses to align with the kerbside, can create passenger waiting areas without conflicting with general pedestrian flow and provide the opportunity to install bus shelters otherwise precluded by site constraints. We will consider the use of bus boarders where buses often experience difficulty in manoeuvring to the kerbside due to parked or loading vehicles where appropriate road space and passenger usage is identified. Sometimes it may still be necessary for buses to stop in the carriageway to achieve this. If required, we will give consideration to extending the length of the low floor bus kerbing (beyond the specification) to enable buses to pull up as close to the kerbside as possible.

The width of bus boarders can be varied depending on requirement to overtake a waiting bus but road safety will be a principal consideration in all cases. A standard bus boarder or low floor bus stop provides level access to the front doors of a bus. This assumes a mobility impaired person will disembark from the front, under driver supervision. Consideration will be given at stops of strategic importance to longer facilities in order to permit egress from middle or rear doors or to allow other facilities such as shelters to be incorporated.

Where we will use themWe will use bus boarders so buses are able to align with to the bus stop without overhanging or overrunning the footway or damaging the vehicle. They will be used where buses encounter difficulties in manoeuvring to the kerbside stops due to parked or loading vehicles where there is sufficient roadside space and passengers waiting to be picked up. Low Floor Bus kerbs (LFBK) will be provided at all bus stops based on passenger usage. However it does not necessarily follow that they will be provided at all drop off points. Bus boarders will be most commonly used on the town centre road network but bus stops of strategic importance (e.g. along bus key quality corridors) will be given equal consideration on a case by case basis. There installation should also take into consideration the design principles described in section 5.1 positions of bus stops and section 5.2 passenger waiting areas.

5.5 Bus BaysBus bays allow buses to pull off the main carriageway and can help to minimise traffic disruption to the road network. Many are often provided on higher speed roads under clearway control. In such circumstances kerbside space is generally at less of a premium and layouts should be able to accommodate the higher approach speed of buses and overcome the difficulties of egress. However this is not so practicable in the urban environment due to the limitation on road space. We will ensure that the design allows smooth movement into and out of the bay and that the bus can pull up along side the raised kerb. We will also give consideration to half width bus bays where it is acceptable for buses to encroach partly on to the carriageway. By far the most common problem is that they can attract parking preventing buses from reaching the kerbside and forcing buses to stop in the carriageway, sometimes illegally, interrupting the traffic flow. Where their installation is engineeringly possible they should always be accessible to buses and we will provide the appropriate parking controls so that they can be properly used. (See also section 5.6 bus stop clear way for details)

9


5R O A D S I D E I N F R A S T R U C T U R E

Where we will use themWe will use bus bays on bus key quality corridors and town centre road networks where it is unsuitable on road safety and congestion grounds for buses to stop in the carriageway and where road space is available. Greater consideration will be given to places where bus services terminate and will also be dependent on passenger demands, particularly people waiting to board, and the number of buses and frequency of service. However it should be noted that we will also consider bus stops in the carriageway where there are low traffic flows and where it is acceptable to impede flow where roadside space is restricted.

The geometry of bus bays must enable buses to be able to pull up alongside the kerbside and suitable waiting restrictions that will reflect bus operational times and parking and loading requirements must be considered where appropriate.

5.6 Bus Stop Clear Way (BSCW) Where kerbside parking and loading is a problem in the vicinity of a bus stop clearly marked bus stop road markings with strict parking restrictions should be provided. These automatically operate on a 24 hour basis but can be operated on a time period. They can be further enhanced by coloured road surface.

Where we will use themWe will use then at identified stops on bus routes. They will be located on the kerbside in order to access bus stops and times of operation will be 24 hour where bus boarders exist. We will consider operational times of 7am – 7pm without bus boarders to meet local demands for kerbside parking or loading requirements, particularly in the rural environment, where bus services are lighter i.e. in the evening

5.7 Bus Stand ClearwayBus stand clearways operate where a bus is expected to wait longer than the period necessary to set down and pick up passengers. Such extended layover periods are commonly applied to stops at locations where buses need to wait for published timetable purposes. They generally operate on a 24 hour basis but can operate on a time period to reflect parking and loading needs. Buses should be expected to switch off their engines when using these facilities.

Where we will use themWe will use them at selected locations along bus routes. They may be located at bus stations or terminus points for published timetable purposes i.e. at an interchange point between services for passengers. We will endeavour to locate them at locations where the layover of buses is less likely to be controversial particularly where the published timetable operations are not effected. Bus stands will normally be positioned on the kerbside for easy access for buses and passengers.

5.8 Bus Stop Flag & Timetable CasesAll designated bus stops will be given consideration to receive a new integral bus stop flag (inc pole) and timetable case, to display bus operator and service timetable information and contact details. They should be positioned so that, where possible, timetable details can be viewed by passengers without impeding pedestrian flows nor obstruct passengers waiting to board or alight from a bus. We will use high quality bus stop units at strategic bus stops along bus key quality corridors and key transport connection points; standard bus stop units will be provided at designated bus stops along other identified routes with lower frequency bus flows. Although we have priority improvement programmes to identified bus stops within the LTP programme, the opportunity for the erection of bus stop units at other designated bus stops on other bus routes will also be considered where funds are available.

Where we will use themWe will use them at designated bus stops along identified bus key quality corridors and the wider reaching network where priority has been given to improving the bus stop roadside infrastructure. We will use high quality bus stop units at strategic bus stops along bus key quality corridors and key transport connection points (generally heavy usage stops in the urban area); standard bus stop units will be provided at designated bus stops along other identified routes with lower frequency bus flows (generally moderate/low usage stops in the rural area). The installation of both types of bus stop unit should also take into consideration the design principles described in section 5.1 positions of bus stops and section 5.2 passenger waiting areas.

10


6 B U S P R I O R I T Y M E A S U R E S

Bus priority measures can be a major factor in encouraging bus use. Unfortunately the nature of many of Cornwall roads rarely allow for the physical implementation of bus priority measures in all cases where congestion causes punctuality problems.

However where road space allows physical bus priority measures will be considered.

6.1 Bus GatesA bus gate is a point of access that permits access for buses over other traffic. They usually consist of a combination of regulatory signs and road markings and in some cases selective physical measures i.e. automatic rising bollards, surmountable only by buses or local road narrowing to ensure compliance by other vehicles. Bus gates usually operate on a 24 hour basis. They are used to allow buses to take a more direct route to town centre main shopping streets by passing congested junctions and avoiding circuitous one way town centre traffic systems and allowing buses to provide access for passengers to business and shopping areas where such access may be denied to other vehicles. They can be a Traffic Regulation Order (TRO) giving priority to buses or short lengths of with flow/contra flow bus lanes if road space exists. We tend to permit cyclists and emergency vehicles but to prohibit motorcyclists. The consideration of other road users i.e. refuse vehicles, is very much on a case by case basis but are generally prohibited unless there are extenuating circumstances.

Where we will use themWe will use them on key bus routes into town centres to allow buses to take a more direct route than other vehicles

to main shopping streets. (see also section 6.3 contra flow bus lane for details) We will also use them to support major town centre public realm regeneration work where they can improve the environment of shopping streets by restricting traffic while at the same time maintaining accessibility. The use of automatic rising bollards, typically in support of pedestrian priority areas allows buses and access at certain times by retracting when a bus is detected.

6.2 Bus Lanes (with flow)

With flow bus lanes provide an area of the carriageway that is reserved for the use of buses that enables buses to bypass traffic queues usually on the approaches to signal controlled junctions or roundabouts. They are normally located at the kerbside in order to serve bus stops and give buses priority at locations and times most needed. Bus lanes may operate at any time and are primarily determined by the times and duration of traffic congestion but it is normal practice to standardise times in urban area to avoid confusion to road users. However where frontage access for loading and on street parking are intense peak period only bus lanes may be unavoidable. Historically we have allowed cyclists and emergency vehicles in them but have excluded motor cyclists and taxis. We would like to consider allowing motor cyclists into bus lanes, but await satisfactory guidance as to how this can be achieved safely. Bus lanes are conveyed by signs and road markings and the application of coloured road surfacing also assists with compliance.

Where we will use themWe will generally use them along major roads on bus key quality corridors into towns where road space exists and in which the buses operate in the same direction as the general traffic allowing buses to avoid the worst congestion

B u s P r i o r i t y M e a s u r e s6.0

spots. They will normally be located on the kerbside in order to access bus stops and times of operation will reflect times of need but equally recognise the demands for kerbside activity like parking or loading requirements.

6.3 Bus Lanes (contra flow)A contra flow bus lane is a traffic lane reserved for the use of buses travelling in the direction opposed to the general traffic flow. By allowing buses to travel against the direction of traffic flow (including other buses) contra flow lanes enable buses to avoid unnecessary diversions, particularly associated with town centre one-way systems, and thus save both journey distance and time and often improve access for buses to passengers’ destinations. They usually operate on a 24 hour basis. We allow pedal cyclists and emergency vehicles to use them where adequate lane widths can be provided. Signing, lining and physical separation with islands is normally used and the use of coloured surfacing reinforces the special nature of the lane.

Where we will use themWe will use contra flow bus lanes in one way traffic systems in town centre road networks where the effect is to create a two way road with buses only allowed in one direction and all other vehicles including buses in the other. This will allow buses to follow the same route on outward and return journeys in one way systems allowing buses to avoid locations that they may find difficult to negotiate and resulting in convenience and benefits to passengers’.

6.4 BuswaysA busway is a reserved area of the carriageway that provides a complete segregation of buses from all other vehicles and is most commonly with flow.

11


6B U S P R I O R I T Y M E A S U R E S

Where we use themWe will use them along bus routes most commonly with new road builds where adequate road space exists and in the main is in the direction of the general traffic flow.

6.5 Bus Priority at Signal JunctionsBus priority measures at signals vary in scale and intelligence and are most effective as part of a comprehensive approach to bus priority along a route and linked to other improvements. Whilst we will endeavour to adopt a co-ordinated approach to providing bus priority over complete routes using a combination of physical traffic management measures and traffic control systems the nature of Cornwall’s roads limits the opportunities to achieve this. However we recognise that there may still be benefit to installing traffic control systems at individual junctions, where space exists, and allowing buses to obtain the most benefit at isolated congested locations.

A ‘Bus Advance Area’ is a traffic management measure that permits buses to advance into an area of road, clear of traffic, before a signalled controlled junction using pre signals. The objective of pre signals and advance areas is to allow buses to be the first in the queue at a signalised junction, primarily when wishing to turn right, without any loss of capacity to the junction.

The use of Selective Vehicle Detection (SVD) or ‘Hurry Call’ systems within traffic control systems can provide ‘active’ bus priority by the detection of a bus as it approaches the signals and the traffic signal timings can be altered in their favour. Either the green times for the approaching bus can be extended, or if the signals are red, red times on other approaches reduced to bring forward the next green phase for the bus (i.e. recall) thus reducing waiting times.

The use of SCOOT is common practice in Urban Traffic Control (UTC) systems as an ‘active’ bus priority measure providing extension or recall opportunities by detecting buses as early as possible upstream and giving them priority through junctions.

Where we will use themWe will use them generally on bus key quality corridors and in town centre road networks allowing buses to clear congested areas more quickly. They may form part of a comprehensive package of bus priority proposals or be installed on a case by case basis.

12


7 C O N S U LT A T I O N

If the introduction of bus schemes is by and large uncontroversial where congestion is not severe and road space for parking is unlimited, it therefore follows that the consequences for bus priority measures is most significant where congestion and parking are problematic and its these areas that tend to generate the most vocal opposition.

We understand that effective consultation is an interactive part of the design process for bus schemes but we also recognise that many bus schemes will contain an element of controversy and it will not be possible to accommodate every viewpoint of every consultee.

We know for example that the installation of bus stops and shelters can be controversial, particularly in residential areas. It is entirely appropriate to allow slight changes following consultation as long as the overriding objectives for the bus scheme is not compromised, e.g. minor

C o n s u l t a t i o n7.0repositioning of a bus stop to accommodate a new drive way to an adjacent property. However we will ensure that a bus scheme of strategic importance is implemented where the benefits for buses and passengers are clearly defined. Where a compromise to progress non strategic bus schemes cannot be reached, the decision on whether the bus scheme should be installed or not will be the decision of the local member.

Consultation methods are covered in our Consultation Strategy. For clarification bus boarders are category 2, schemes involving Traffic Regulation Orders (TRO’s) are category 4 and 5, bus shelters are category 8 and bus stop clearways (BSCW), flag and posts and timetable provision are category 9

Bus service operators will always be consulted on any bus scheme.

13


8O T H E R T Y P E S O F M E A S U R E / V E H I C L E S

O t h e r t y p e s o f M e a s u r e /Ve h i c l e s

8.08.1 Shared Use Lanes, (HOV)High occupancy vehicle lanes are traffic lanes used by buses and other vehicles, usually cars with three or more occupants. They do not benefit buses alone but in promoting higher car occupancy they improve the efficiency of road use. With quite a small number of bus lanes at present and the justification for additional bus lanes exclusively for buses limited by road space and current levels of bus flows we are examining the idea of introducing HOV lanes instead of Bus lanes.

8.2 Bus Passenger InformationWe see the use of real time public transport passenger information systems for bus services as an important tool in our quest to increase bus patronage. Timetable and count down information will be considered at all bus stops for passengers and local residents. The image of public transport and passenger services can be enhanced by the use of real time displays based on automatic vehicle location systems (AVL) which shows the expected time of the next bus and its service number. Although the technology exist for such signs to be installed in a variety of locations within the County’s bus infrastructure e.g. bus shelters, the complexity of installing systems in bus shelters due to the age and variety of bus shelters on our bus key quality corridors in Cornwall has meant that we have concentrated on provisions at bus stations/terminus in the short term.

8.3 TaxisWe fully recognise the role taxis can play in providing an alternative mode of transport to the car and there is a significant overlap in some areas with buses as part of a high quality road based public transport network. We will be writing a separate policy on the role taxis will play in the County Councils integrated transport strategy.

8.4 Park & Ride

Bus based park-and-ride services is an important element of the integrated transport strategy for the County and is seen as one of a package of measures available to increase travel choice, manage and enhance the network capacity and change travel behaviour. They are seen as part of the transport solutions in some of our towns to meet future development plans and transport needs and to addressing peak time and seasonal congestion & delays on the key transport corridors into and within main urban areas where no major alternative transport systems is expected. Park-and-ride services currently operate in Truro, Falmouth (seasonal) and St Ives (seasonal).

The existence of high quality bus priority and road side infrastructure improvements to support these services is recognised. We will provide measures to the highest standard where possible along routes used by park-and-ride services to make bus travel more attractive and increasing passenger levels. Furthermore the enhancements along these major park-and-ride transport corridors will also support other bus services in operation along the same route maximising the benefits to buses and passengers.

14


9

O t h e r I s s u e s9.0

O T H E R I S S U E S

9.1 EnforcementEnforcement of measures designed to assist public transport is important if full advantage is to be gained from the investment made in them.

From 5th May 2008, enforcement of on street parking offences, including parking in bus stops clearways and in bus lanes will become the responsibility of the local authorities. Priority will be given to enforcing those locations where public transport reliability is jeopardised by illegal parking.

Parking enforcement will however be even handed. Buses too must comply with restrictions (for instance they must not lay over on bus stop clearways) and penalty charge notices will be given if contraventions occur.

Enforcement of many vehicle offences is currently the responsibility of the Police and the County Council will encourage the Police to support its policies by stringent enforcement. In some parts of the country, some of this enforcement is carried out by local authorities using video cameras and we will plan to take on this responsibility when allowed.

9.2 Developer Investments in Public Transport DeliveryInfrastructure and service investment through capital investment from development in local plans is important in line with our public transport objectives. It is important that any large development project includes a road layout that is suitable for accommodating buses, particularly when car parking spaces are now restricted. We will work closely with planning authorities, bus operators and developers to forge the links between Development Control and transportation service delivery through Section 106 agreements to secure funding for capital programme developments including roadside infrastructure enhancements as well as revenue support for services in the vicinity.

9.3 Clearway OrdersRequests for new bus stops along routes on which Clearway Orders are in operation will necessitate the provision of off - carriageway areas (see also section 5.5 bus bays for details). New Clearway Orders would require a review of the current bus stops along the route to ensure that no stopping of buses will occur on the carriageway.

9.4 Residential ParkingThe County Council recognises the lifeline buses provide to many people needing access to key services and the importance of providing alternative modes of transport to people that don’t have a private car. In order to support bus services we will consider the introduction of waiting restrictions along strategic bus routes where on street parking compromises the service, provided that the bus operator commits to running the service for 12months (even when it may be against the wishes of the majority of car owners/residents who see the car as a greater priority) i.e want to park on the road.

9.5 Bus Stations

There are a number of partnership arrangements in existence for the provision, operation and maintenance of bus stations in Cornwall. These are in Truro, Penzance, St Austell, Newquay, Camborne and Wadebridge. The current arrangements will need to be reviewed as part of the Local Government Review for Cornwall.

9.6 Bus-Cycle Integrated JourneysAs part of the County Councils continuing commitment to promote and deliver projects to enable integrated multi modal travel it is important that there is the opportunity for people to consider cycling, (or walking) to a public transport hub as part of an integrated trip. Suitable facilities for bicycles to be left securely locked up as close to the point of boarding/alighting should be considered, e.g. the provision of Sheffield cycle stands at bus stops. Locations need to be clearly defined but may include key villages well served by public transport.

Cornwall County Council County Hall Truro · PDF fileall County libraries and on the Cornwall...

Documents

Transcript of Cornwall County Council County Hall Truro · PDF fileall County libraries and on the Cornwall...