Bus Stop Clearways

BOROUGH OF POOLE

TRANSPORTATION ADVISORY GROUP – 20 JANUARY 2005

REPORT OF HEAD OF TRANSPORTATION SERVICES

ON BUS STOP CLEARWAYS

1. Purpose of Report and Policy Content

1.1 To consider the recent changes to the signing regulations for bus stop clearways and to allocate funding for a programme of updating and improving bus stops.

1.2 Encouraging greater public transport usage is an important part of the Council’s Transportation Strategy and contributes to the Council’s Local Public Service Agreement.

2. Recommendations

2.1 It is recommended that:

i) the revised arrangements for introducing, enforcing and signing bus stop clearways be noted

ii) the protocol as set out in para. 3.2 for the implementation of Bus Stop Clearways and raised kerbs at appropriate bus stops be approved.

iii) approval be given to vire £20,000 from Traffic Management to the Public Transport Category of the Capital Programme to establish a programme of Bus Stop Clearways and raised kerbs at bus stops.

3. Information

3.1. The new Traffic Sign Regulations, the Traffic Sign Regulations and General Directions 2002 (TSRGD 2002), came into effect on 31 January 2003. Amongst the changes to the previous regulations is a change in the way that Bus Stops are marked and a change in the status of Bus Stop Clearways. The changes are summarised below:

1. Bus stops can rely purely on the bus stop sign; many little-used stops, which do not experience problems with car parking have previously operated in this way.

2. Many, busier, bus stops also had an advisory marking to discourage parking. This is no longer allowed and the markings must be either removed or converted to a Bus Stop Clearway, and appropriate signage added, by 31 December 2006.

3. Separate legislation now allows decriminalised enforcement of parking on Bus Stop Clearways without the need for a Traffic Order,

1 4. Existing Bus Stop Clearway Orders still apply unless Councils revoke and apply the standard conditions.

3.2 These changes have been incorporated in new schemes and in appropriate cases since the new regulations were introduced, but a specific programme will need to be instigated if all the bus stops are to be updated by the deadline. It is suggested that the following protocol be adopted:

a. all bus stops that currently have a box marking, will be updated, to become Bus Stop Clearways. No public notification will be required for this change

b. there will be discussions with the bus companies/operators to identify locations where the clearway needs to be bigger than the existing box, where it would be appropriate to relocate the bus stop to overcome parking problems or where a clearway is appropriate at a currently unmarked stop. Authority will be delegated to the Head of Transportation Services to display a street notice at the stop to notify residents 28 days before the change. The notice will not invite objections but when written objections are received, authority will be delegated to the Head of Transportation Services resolve the objections in consultation with Ward Councillors.

c. Not all the bus stops in the Borough apply 24 hrs a day and 7 days a week and The Department for Transport encourage a flexible approach. It is suggested, nevertheless, that clearways should all be consistent and apply at all times. The programme will regularise the times of all existing bus stop clearways.

d. The Traffic Orders for all existing Bus stop Clearways will be revoked

4. Financial Consideration

4.1 There have been budget savings on schemes completed within the Traffic Management Category of the 2004/05 Capital Programme.

4.2.1 It is proposed that from within the 2004/05 Capital Programme the current £20,000 underspend from the Traffic Management category be vired to Public Transport for the purposes of undertaking the Bus Stop Clearways and raised kerbs at bus stops programme as outlined above. This will be included in the report on the overall Transportation Capital Programme in March.

JIM BRIGHT Head of Transportation Services

Appendix A – Extract from the DfT Circular 02/2003 Name and Telephone Number of Officer Contact: Steve Dean (01202) 262071

TAG200105T3B

2 APPENDIX A: Extract from the DfT Circular 02/2003

BUS STOP CLEARWAYS

24. Preventing the obstruction of bus stops by parked cars is particularly important for enhancing the attractiveness of the bus as a means of transport in urban areas. It has become even more important with the provision of buses that are fully wheelchair accessible in accordance with the requirements of the Disability Discrimination Act 1995. The benefits of low-floor and “kneeling” buses are considerably reduced if the bus cannot get to the kerb.

25. In the light of the consultations held in 1999 and 2001 on proposals for simplifying the introduction and operation of bus stop clearways, diagrams 1025 and 1025.2 of the TSRGD 1994 have been omitted from the TSRGD 2002. A new marking, diagram 1025.4, has been included for use where a bus stop clearway occupies the whole of a layby.

26. Not all bus stops will have to be clearways if the bus stop flag sign is the only sign used (as may be appropriate on roads where buses can always pull up at the stop without being obstructed by parked vehicles). But any bays marked out for bus stops or stands after the TSRGD 2002 have come into force will have to include the edge of carriageway clearway marking shown in diagrams 1025.1, 1025.3 or 1025.4, and be accompanied by an upright sign to diagram 974 or 975 indicating that stopping by vehicles other than buses (or local buses) is prohibited.

27. A saving has been included in regulation 3 for existing bays to diagrams 1025 and 1025.2 to be retained until 31 December 2006 – by which time the bays should either have been converted to clearways by the addition of a continuous yellow line along the edge of carriageway, or the bay marking should have been removed.

28. In the light of the responses to consultation, it is no longer proposed that all bus stop clearways should operate for 24 hours a day, 7 days a week. The times shown on the signs to diagrams 974 and 975 can be varied to indicate the times at which the prohibition on stopping applies, but must be omitted if the clearway restrictions apply at all times.

29. A new regulation 29(1) specifies and standardises the significance of bus stop clearway markings so that they can now be used to convey the prohibition specified in Part I of Schedule 19 without any requirement for a Traffic Regulation Order. Regulation 10(1) makes it an offence to fail to comply with the indication given by these markings. This also means that there is no specific requirement under the Road Traffic Regulation Act 1984 to consult those affected over proposals to install bus stop clearway signs and markings at particular locations, or to hold a public inquiry to consider any unresolved objections. The Department nevertheless recommends that those likely to be affected should be consulted over the location and times of operation of clearway restrictions, and that the hours of operation and enforcement should take account of the hours when buses are operating.

30. A separate Statutory Instrument will amend section 76 (and paragraph 2 of Schedule 3) of the Road Traffic Act 1991 to include stopping on a bus stop clearway

3 among the decriminalised offences that local authorities can enforce without a Traffic Regulation Order if they are also operating decriminalised parking enforcement.

31. Where bus stop clearways have already been installed under Traffic Regulation Orders, the conditions of those orders continue to apply, unless Councils opt to revoke the orders and apply the standard national conditions set out in Part I of Schedule 19 of TSRGD 2002.

32. If authorities wish to prohibit waiting but permit loading outside the hours of bus operation, direction 24(2) allows the use of “no waiting” signs to diagram 639 in conjunction with the bus stop clearway signs and markings instead of a single yellow line to diagram 1017.