Frideswide Square, Oxford
Stage 2 Road Safety Audit Oxfordshire County Council
5th November 2014
Frideswide Square, Oxford Stage 2 Road Safety Audit
Notice
This document and its contents have been prepared and are intended solely for Oxfordshire County Councils information and use in relation to the specific purpose of a Stage 2 Road Safety Audit of works proposed on Frideswide Square, Oxford. Atkins Highways and Transportation (Atkins) assumes no responsibility to any other party in respect of or arising out of or in connection with this document and/or its contents.
This document has 43 pages including the cover.
Document history
Job number: 5117195.005 Document ref: Frideswide Square Stage 2 RSA Revision Purpose description Originated Checked Reviewed Authorised Date P01 For issue KF DD GB GB Nov 2014
Client signoff
Client Oxfordshire County Council Project Frideswide Square, Oxford Stage 2 Road Safety Audit Document Title Frideswide Square, Oxford Stage 2 Road Safety Audit Job no. 5106655 Copy no. 001
Document Frideswide Square Stage 2 RSA reference
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Frideswide Square, Oxford Stage 2 Road Safety Audit
Table of contents
Chapter Pages 1. Introduction 4 2. Scheme Description 6 3. Problems Raised by the Stage 1 RSA 8 4. Problems Raised by this Stage 2 RSA 14 5. Audit Team Statement 38
Appendices 39 Appendix A. List of Drawings and Documents Provided as Review Brief 40 Appendix B. Proposed Design Drawings 41 Appendix C. Problem Location Plan 42
Figures Figure 2-1 Scheme Location Plan- Frideswide Square, Oxford 6 Figure 2-2 Proposed courtesy crossing 7 Figure 4-4 Illustration Cam1-1_220914 showing landscaping vegetation 14 Figure 4-14 Photograph showing rutting and polishing on Frideswide Square 16 Figure 4-15 Photograph showing rutting and polishing on Botley Road 16 Figure 4-23 Extract from drawing 1466-01F showing proposed roundabouts 17 Figure 4-6 Illustration Cam3-3_220914 proposed bus lay-bys 18 Figure 4-13 Extract from drawing 1466-01F showing short links 19 Figure 4-9 Extract from drawing 1466-01F showing Rewley Road junction 20 Figure 4-11 Extract from drawing 1466-01F roundabout central islands 21 Figure 4-12 Extract from drawing 1466-01F roundabout central islands 22 Figure 4-18 Extract from drawing 1466-01F showing visibility splay affected by proposals 23 Figure 4-19 Extract from drawing 1466-01F showing area of likely footway over run by large vehicles 24 Figure 4-20 Extract from drawing 1466-01F showing right turn into station 25 Figure 4-1 Illustration Cam1-1_220914 showing shared surface notification on footway 26 Figure 4-2 Illustration Cam3-3_220914 showing station access road 27 Figure 4-3 Illustration Cam1-1_220914 showing water feature 28 Figure 4-5 Illustration Cam3-3_220914 proposed bus lay-bys 29 Figure 4-7 Illustration Cam3-3_220914 showing location of bus footway overrun 30 Figure 4-8 Illustration Cam3-3_220914 showing location of bus footway overrun 31 Figure 4-10 Extract from drawing 1466-01F showing potential pedestrian desire lines 33 Figure 4-16 Extract from drawing 1466-01F showing proposed uncontrolled crossing point across station access road 34 Figure 4-21 Extract from drawing 1466-01F showing right turn into station 35 Figure 4-22 Extract from drawing 1466-01F showing right turn into station 36 Figure 4-24 Extract from drawing 1466-01F showing proposed wide footway areas 37 Figure 5-1 Problem Location Plan 42
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Frideswide Square, Oxford Stage 2 Road Safety Audit
1. Introduction
Commission and Terms of Reference 1.1. Atkins (Highways and Transportation) has been commissioned by Oxfordshire County Council to undertake a Stage 2 Road Safety Audit (RSA) of works proposed on Frideswide Square, Oxford. 1.2. The audit has been conducted with reference to the procedures and scope set out in the Highways Agency’s ‘Design Manual for Roads and Bridges’ (DMRB), Volume 5, Section 2, Part 2, ‘Road Safety Audit’ Standard HD 19/03. 1.3. The Audit Team membership was as follows: Audit Team Leader: Geoff Butler CMILT IHIE Managing Consultant Atkins Highways and Transportation, Euston Tower
Audit Team Member: Kevin Freimanis BSc Managing Consultant Atkins Highways and Transportation, Euston Tower
Audit Team Observer: Anthony Kirkwood Road Safety Manager Oxfordshire County Council Procedure 1.4. The audit comprised an examination of drawings and a site visit, which was carried out on Wednesday 23rd October 2014. The site visit was carried out during day light hours (Overcast, dull and showery). Vehicle traffic flows were observed to be heavy during the site visits. Pedestrian traffic was observed to busy with many cyclists
1.5. The brief was provided by Atkins Managing Consultant, Paul Gannon, and consisted of scheme email brief and drawings.
1.6. Section 2 provides a description of the proposed work.
1.7. Section 3 comprises issues raised during the previous Stage 1 Road Safety Audit (document S- 000122 Frideswide Square, Oxford) issued December 2012.
1.8. Section 4 comprises issues raised during this Stage 2 RSA audit, and Section 5 comprises the Audit Team Statement.
1.9. Appendix A of this report lists the contents of the audit brief. Appendix B contains the design drawings used in this audit. Appendix C contains the Problem Location Plan.
1.10. Atkins has examined and reported on only the road safety implications of the measures as presented. The designs were not specifically examined or verified for compliance to any other criteria. However, to clearly explain a safety problem or the recommendation to resolve a problem, the Audit Team may, on occasion, refer to a design standard without undertaking a technical audit. Issues 1.11. The RSA brief did not provide the following details and, as a result, the audit does not take these into account:
Any departures from standards;
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Lighting levels; Site clearance; Accident data; Classified traffic counts; and Vehicle speeds.
1.12. The drawings supplied to audit were not to “issue for construction” or end of detailed design stage. The audit team have only received concept drawings and illustrations of the proposals. This road safety audit report should be seen in the context of the information provided. Clarifications 1.13. No clarifications were required.
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2. Scheme Description
Location 2.1. Frideswide Square is located in central Oxford and incorporates the junctions of the A420 Park End Street/ Hollybush Row and the A4144 Hythe Bridge Street. A number of unclassified roads also lead into the square, Rewley Road, Park End Road (east) and Becket Street. Frideswide Square also provides pedestrian and vehicular access and egress to and from Oxford railway station which is located on the north side of the square. 2.2. Frideswide Square comprises a number of commercial properties which include the Said Business School on the north side and the Royal Oxford Hotel to the east. A parade of shops and offices is located adjacent to the bus access lane on the south side of the square. 2.3. The speed limit on Frideswide Square and adjacent road is 20mph. Figure 2-1 Scheme Location Plan- Frideswide Square, Oxford
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Scheme location
Source: Google Maps™ mapping service
Scheme Description 2.4. Works are being proposed on Frideswide Square for the following objectives: To improve the sense of arrival for those entering the city via Frideswide Square, particularly from the railway station; To reflect the character of Oxford in the materials and landscaping of the space; To improve pedestrian, cyclist and bus user journey time and experience; To create a simple, uncluttered layout that is easy for all users to navigate without taking unnecessary detours; To reduce accidents; To improve actual and perceived journey times through the square; To promote sustainable transport and establish a balance between all modes of movement – pedestrian, cyclist, public transport, private vehicle; To create a stronger sense of place – promote public life within the space;
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To boost regeneration of the West End; To accommodate the potential for events in the space; To create a public space which complements and enhances its context and provides a welcoming gateway to Oxford; To enable everyone to move through the space safely and efficiently; To co-ordinate the surrounding road network with Frideswide Square to protect buses from congestion and improve air quality in the city centre; and To give priority to movement by pedestrians, cyclists and public transport users.
2.5. To do this the following has been proposed: The proposed development significantly revises the existing arrangement of Frideswide Square. Traffic signals will be removed with traffic movements being managed by roundabout junctions instead; Buses will no longer be segregated from the through traffic and stands will be provided in lay-bys on the north and south sides of Frideswide Square; The lane widths are significantly reduced on the approaches to and through Frideswide Square in an effort to reduce and regulate traffic speed; The absence of traffic signals removes the formal crossings for pedestrians who are now catered for with a series of informal crossings on or close to the anticipated desire lines; and Becket Street, the northern part of which is currently a one way street that only permits access to Frideswide Square, will be made into a two way junction.
Departure from Standards 2.6. The following departures were provided to audit
Carriageway widths are below the recommended 3.65m running lanes. Geometric layout has been deliberately kept restricted so as to reduce and maintain through vehicle speed to a consistent 10 – 15 mph). The proposed crossings are of a courtesy style, see photo below.
Figure 2-2 Proposed courtesy crossing Further departures from standard may be identified during the detailed design stage of the development of the project.
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3. Problems Raised by the Stage 1 RSA
3.1. The following problems were extracted from the Stage 1 RSA report (document S-000122 Frideswide Square, Oxford Stage 1 Road Safety Report). Below the location, problem, and summary extracted from the report, are Stage 2 comments and recommendations for all unresolved problems.
Location Reference No: 1.1 Location: Problem: Carriageway Width Summary: The reduced carriageway width is intended to reduce the speed of through traffic across the site. However an unintended consequence of this is that there is a potential for large vehicles to overrun some pedestrian areas, as shown on drawing S-000122-PRE-000-009.
Recommendation: The proportion of large vehicles, including buses, using this area is high. Local carriageway widening should be implemented to avoid conflict between overrunning vehicles and pedestrians. Additionally, pedestrian deterrent paving could be laid around potential conflict areas. Stage 2 RSA This still remains an issue. Comment: Stage 2 RSA As per stage 1 RSA recommendation. Recommendation:
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Location Reference No: 1.2 Location: Problem: Carriageway Width Summary: It can be difficult for drivers to judge speeds in an open aspect, ‘integrated’ pedestrian environment that uses kerbs with low upstands. Recommendation: Increased (or varied) kerb upstands would change driver perception. Additional regulating features may need to be introduced for this to be effective in controlling speeds. Stage 2 RSA This still remains an issue. Comment: Stage 2 RSA As per stage 1 RSA recommendation. Recommendation:
Location Reference No: 1.3 Location: Problem: Carriageway Width Summary: The reduced width of the carriageway means there is no spare width that can be used to maintain the passage of vehicles in the event of breakdown, collision, road maintenance activities or emergencies. Recommendation: The designer should include an ‘emergency’ running lane. Care should be taken to minimise the likelihood of vehicular encroachment at other times. The designers have not indicated what utility diversions may be proposed; there would be merit in diverting utility equipment away from the narrow carriageways to minimise future disruption. Stage 2 RSA This still remains an issue. Comment: Stage 2 RSA As per stage 1 RSA recommendation. Recommendation:
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Location Reference No: 1.4 Location: Problem: Carriageway Width Summary: The slow moving traffic, regulated by the reduced carriageway width, may prejudice the passage of emergency service vehicles, especially the fire and rescue service, who operate a fire station in Rewley Road on the north east side of Frideswide Square. Recommendation: The designer should consult with the emergency services and ensure that optimum passage with the minimum of impediment is available to all emergency services at all times. Stage 2 RSA This still remains an issue. Comment: Stage 2 RSA As per stage 1 RSA recommendation. Recommendation:
Location Reference No: 1.6 Location: Problem: Bus Bays Summary: The bus bays are flanked by courtesy crossings. Buses will exit immediately onto the courtesy crossing and it is possible that buses will become ‘boxed in’ by queuing vehicles. Recommendation: Designers will need to identify the location of the bus stands to enable buses to rejoin the carriageway safely. Successful operation will require goodwill from other drivers and designers have not provided an indication of how they could ensure this occurs. Stage 2 RSA This still remains an issue. Comment: Stage 2 RSA As per stage 1 RSA recommendation. Recommendation:
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Location Reference No: 1.7 Location: Problem: Proximity of Courtesy Crossing to Roundabout Summary: The design shows that the courtesy crossings are proposed in a close proximity to the roundabout junctions. Large vehicles, including buses, will encroach into the crossing areas while waiting to negotiate the roundabout. Pedestrians are likely to cross elsewhere which would bring them into conflict with vehicles. Recommendation: Relocate the position of the courtesy crossings to at least one bus length back from the roundabout junctions. This will result in a reduction in size of the bus bays or the removal of one pair of courtesy crossings. In the latter case, the crossings could be formalised through the provision of a zebra crossing which could provide benefit to pedestrians and drivers. Stage 2 RSA This still remains an issue. Comment: Stage 2 RSA As per stage 1 RSA recommendation. Recommendation:
Location Reference No: 1.8 Location: Problem: Access for Set Down at Royal Oxford Hotel Summary: There is no provision for dropping off or setting down at the hotel. Taxis or private vehicles undertaking this would induce delays due to the constrained road layout which would prompt other road users to take unnecessary risks to progress their journeys. Recommendation: Designers should incorporate facilities that enable safe set down and pick up at the hotel without compromising other road users’ journey times. Stage 2 RSA This still remains an issue. Comment: Stage 2 RSA As per stage 1 RSA recommendation. Recommendation:
Location Reference No: 1.9 Location: Problem: Drainage Summary: Recommendation: No details of the drainage system have been provided. The auditor does not anticipate that there will be difficulties with the provision of carriageway drainage but advises that the designer should give particular attention to how the extended pedestrianised area is drained. Stage 2 RSA No drainage details were provided for Stage 2 audit. This Comment: still remains an issue. Stage 2 RSA As per stage 1 RSA recommendation. Recommendation:
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Location Reference No: 1.10 Location: Problem: Landscaping Summary: Recommendation: No details of the landscaping scheme have been provided. The designer shall ensure that proposals do not introduce obstructions to the visibility through junctions or create potential conflict along desire lines. Stage 2 RSA No landscaping details were provided for Stage 2 audit. Comment: This still remains an issue. Stage 2 RSA As per stage 1 RSA recommendation. Recommendation:
Location Reference No: 1.13 Location: Problem: High volume of slow moving traffic will encourage pedestrians to disregard courtesy crossings. Summary: The high volume of slow moving traffic will encourage pedestrians to cross on their desire lines. Recommendation: The designers should use street furniture and landscaping features to manage pedestrian desire lines promoting the use of the courtesy crossings rather than stepping into the traffic anywhere within the square. Stage 2 RSA This still remains an issue. Comment: Stage 2 RSA As per stage 1 RSA recommendation. Recommendation:
Location Reference No: 1.14 Location: Problem: Roundabout Design Summary: The roundabout domes are to be finished using ‘stick on’ blocks. No indication of other markings has been provided. There is a risk that drivers unfamiliar with UK roads may become confused about direction or priority. Recommendation: Incorporate road markings, chevrons or arrows to provide additional guidance to road users Stage 2 RSA This still remains an issue. For stage 2 audit a contrasting Comment: material has been proposed. But no markings have been provided to instruct road users how to behave. The proposal increases the risk of drivers unfamiliar with UK roads becoming confused about direction and priority. Stage 2 RSA As per stage 1 RSA recommendation. Recommendation:
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Location Reference No: 1.16 Location: Problem: Street Lighting Summary: No details of the street lighting proposals have been provided to the auditors. Recommendation: The street lighting design will need to balance the designer’s objective of reducing street furniture with the provision of adequate illumination for all highway users (including pedestrians in the extended pedestrian areas). Stage 2 RSA This still remains an issue. Comment: Stage 2 RSA As per stage 1 RSA recommendation. Recommendation:
Location Reference No: 1.17 Location: Problem: Traffic Modelling Summary: Peak hour delays could have an adverse effect elsewhere on the network which could introduce hazards beyond the area of immediate concern. The traffic forecast figures presented by the designer did not account for the revised two-way operation of Beckett Street. Recommendation: The designer must ensure that appropriate modelling has been undertaken and that the anticipated benefits of this design can be realised without compromising other parts of the network by inducing, for example, rat-running to other areas. A micro-simulation of the proposals would demonstrate if the design is effective and identify the location and extent of any queuing associated with displaced traffic. Stage 2 RSA This still remains an issue. Comment: Stage 2 RSA As per stage 1 RSA recommendation. Recommendation:
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4. Problems Raised by this Stage 2 RSA
4.1. Unless general to the scheme, the annotated plan in Appendix C indicates the locations of the safety problems raised in this section and are cross-referenced to the location reference numbers attributed to each problem. General
Location Reference No: 1 Location: General Problem: Low kerb overrun Summary: Kerbs within the square will have a 50mm upstand. This low kerb height may not be physically noticed by drivers of large vehicles hence it may be traversed frequently. Vehicle overruns may loosen kerbs increasing the risk of trip hazards to pedestrians and long term maintenance issues. Recommendation: Provide a clearer upstand 125mm upstand is suggested.
Location Reference No: 2 Location: General
Figure 4-1 Illustration Cam1-1_220914 showing landscaping vegetation Problem: Landscaping vegetation Summary: Landscape details have been indicated but have insufficient detail for auditing. Vegetation can introduce poor sight lines between pedestrians and cyclists on the footway and to drivers on the carriageway. Areas may also attract rubbish and vermin. Recommendation: Clarify the landscaping proposals and use vegetation to minimise security risk to square users, and litter accumulation. Ensure landscaping does not block visibility of all road users.
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Location Reference No: 3 Location: General Problem: Utility covers in carriageway turning areas Summary: It is unclear from the drawings provided to audit but observations from the site visit raised concern that utility covers are likely to be located in the braking and turning area of the proposed carriageway. Locating utility covers in the carriageway turning area may increase the risk of two wheel road users slipping when the cover is wet and losing control/ falling. Recommendation: Avoid placement of utility covers in braking and circulatory areas. Where this is not practical ensure utility covers have a psv value similar to the surrounding carriageway material.
Location Reference No: 4 Location: General Problem: Commercial Activities- loading and visitor access Summary: It is unclear from the drawings provided to audit how loading activities and visitors to the square in taxis will be accommodated. Uncontrolled loading activities may block traffic lanes and encourage parking on pedestrian areas increasing the risk of pedestrian conflicts, or blocking of the bus lay-by increasing the risk of loading vehicle/ bus conflicts. Recommendation: Clarify if waiting/ loading restrictions will apply to the square. Provide restrictions, if not in the form of road markings as a change of surface material.
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Location Reference No: 5 Location: General
Figure 4-2 Photograph showing rutting and polishing on Frideswide Square
Figure 4-3 Photograph showing rutting and polishing on Botley Road Problem: Carriageway polishing and rutting Summary: Traffic lanes reduced to single lane and a high volume of heavy vehicles, i.e. buses, is likely to lead to a deterioration of the surface with deep rutting and polishing. The existing road surface is heavily rutted and polished. Rutting can cause ponding- leading to splashing of pedestrians, ice formation leading to poor braking in wet and cold conditions. Also pedestrians having mobility difficulties may trip or fall on the uneven carriageway surface. Recommendation: Clarify the construction detail will accommodate expected traffic flows without causing rutting or polishing.
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Location Reference No: 6 Location: General
Figure 4-4 Extract from drawing 1466-01F showing proposed roundabouts Problem: Speeds may increase due to the removal of signal controls Summary: During periods of reduced traffic volume (free flow) drivers may cross the square at higher speeds. Pedestrians (and cyclists) may misjudge the approach speeds and place themselves at risk when crossing the courtesy crossings. Recommendation: In association with item 1, the raised crossings could have a minimum rise of 75mm to encourage drivers to reduce their speed; particularly in free flow conditions.
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Local Alignment
Location Reference No: 7 Location: Bus lay-bys on Frideswide Square
Figure 4-5 Illustration Cam3-3_220914 proposed bus lay-bys Problem: Bus access/ egress to/from bus bays Summary: The steep entry angle of the bus lay-bys may make bus drivers experience difficulty to fully enter the bus bay. Also indiscriminate use by other vehicles/ drivers may obstruct access to the bus lay-by for buses. Hence buses may partially block the carriageway causing other drivers to navigate around protruding buses, overrun the low kerb and drive on footway areas. This may place pedestrians at risk. Recommendation: Ensure there is enough space for buses to fully pull off the carriageway. Provide an adequate upstand to the central island to restrict kerb over runs, 125mm is suggested.
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Location Reference No: 8 Location: East side of Frideswide Square
Figure 4-6 Extract from drawing 1466-01F showing short links Problem: Slow moving traffic on short links Summary: The short links between roundabouts on the east side of the square may become congested. This may inhibit traffic movement across the square and onto adjacent roads. Drivers may also force themselves into small gaps increasing the risk of low speed conflicts and rear shunts. Pedestrians may gamble on gaps between slow moving vehicles increasing the risk of pedestrian/ vehicles conflicts. Cyclists may be vulnerable weaving and undertaking between slow moving vehicles whilst negotiating the circulatory areas. The short link, north of the east roundabout and south of Rewley Road, appears to be wide enough for two vehicles. This may add to congestion issues at the give way line as drivers gamble for the gaps available. A carriageway width of two lanes approaching the roundabout may increase the risk of turning conflicts as there is no clear ahead or right turning position on approach. Recommendation: Check the capacity of the system particularly the eastern roundabouts to ensure they do not block. Also ensure the approach widths are not wider than the circulatory carriageway area.
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Junctions
Location Reference No: 9 Location: Rewley Road junction with Frideswide Square
Figure 4-7 Extract from drawing 1466-01F showing Rewley Road junction Problem: Queuing traffic across emergency vehicle access Summary: Queuing from the Hythe Bridge Road/ George Street/ Worcester Street junction may block the Rewley Road junction with the square. Queuing across the junction will obstruct access for fire vehicles from the fire station on the corner of Hythe Road and Rewley Road. Recommendation: Provide markings, or a surface material to discourage queuing across the junction.
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Location Reference No: 10 Location: General
Figure 4-8 Extract from drawing 1466-01F roundabout central islands Problem: Roundabout islands Summary: Plan 1466-01F shows the roundabout island to be a similar colour to the footway. Pedestrians may assume they can use the roundabout islands as a refuge island, increasing the risk of conflicts with vehicles. Recommendation: Provide a contrasting colour between the carriageway surface and roundabout surface. Chevrons may assist circulatory patterns.
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Location Reference No: 11 Location: General
Figure 4-9 Extract from drawing 1466-01F roundabout central islands Problem: Roundabout layouts Summary: The roundabouts proposed have no deflection on their approaches, to reduce entry speeds or give way conflicts. There is no physical deflection on the roundabout to encourage drivers to circulate the roundabout correctly. Drivers familiar with the roundabouts will follow the desire line, not drive around the central islands. Drivers in a hurry or impatient may undercut drivers circulating correctly and conflict as the two merge exiting the roundabout. The desire line across the proposed roundabouts i.e. Park End Road to Frideswide Square for example, is halfway across the roundabout island. If this movement becomes the norm across all islands drivers entering the roundabouts from other minor arms will find it difficult to gain and maintain priority on the roundabouts over the main traffic flow. This may increase circulatory conflicts and increase delays on minor arms. Recommendation: Provide a smaller diameter roundabout island which has a kerbed upstand to prevent vehicle overrun. If necessary form a vehicle overrun for larger vehicles to navigate the roundabout. Vary the surface material to make it obvious to drivers not to overrun the central roundabout area.
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Location Reference No: 12 Location: Station forecourt exit
Figure 4-10 Extract from drawing 1466-01F showing visibility splay affected by proposals Problem: Visibility exiting station forecourt Summary: The visibility exiting the station forecourt appears to be limited from the details provided. There is an existing OCC information kiosk and high railings present in the current visibility splay. The proposed drawings indicate that extensive tree planting will be present, and not clear that the existing features will be removed. Poor visibility to the right may lead to taxis and bus drivers exiting in the path of drivers from Botley Road. The steep grade of Botley Road will also exacerbate the visibility available. Recommendation: Ensure the visibility at the station road access give way line meets the required standard for 20mph roads.
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Location Reference No: 13 Location: Station forecourt exit
Figure 4-11 Extract from drawing 1466-01F showing area of likely footway over run by large vehicles Problem: Swept path of bus turning left at station exit Summary: The kerb upstand is only 50mm and this will offer minimal resistance to large vehicles and buses turning left and clipping the kerb. The turning circle looks tight and it is considered that although the swept path can be provided to avoid mounting the kerb, some drivers will cut the corners. This is likely to place any pedestrians close to the kerb edge at risk and also damage the kerb edge which can then form a trip hazard. Recommendation: Ensure radius is sufficient for a bus to execute the left turn without clipping the north east corner of the roundabout outside the station forecourt. The current radius may need to be increased.
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Location Reference No: 14 Location: Station forecourt exit
Figure 4-12 Extract from drawing 1466-01F showing right turn into station Problem: Right turn into station forecourt Summary: The proposed layout of the roundabout will mean drivers turning right into the station forecourt will have to “swan neck” to execute the turn. With the central dome having a nominal kerb height drivers are likely to cut across the raised area causing turning, circulating and merging conflicts. Recommendation: Review the geometry of the junction (see location Ref 11), adjust/ reduce the size of the central dome to encourage correct circulation, and raise the kerb upstand to discourage drivers selecting a shorter direct path.
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Non Motorised Users
Location Reference No: 15 Location: General
Figure 4-13 Illustration Cam1-1_220914 showing shared surface notification on footway Problem: Cyclist/ pedestrian conflict Summary: The footway square is to become a shared surface. No signage has been proposed to notify pedestrians they have to share the surface with cyclists. Footway markings proposed may not be visible to pedestrians and become covered in detritus or snow obscuring their visibility. Not notifying footway users of priority may increase the risk of conflicts between pedestrians and cyclists. Recommendation: Provide signage to clarify to footway users priority
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Location Reference No: 16 Location: Station Access
Figure 4-14 Illustration Cam3-3_220914 showing station access road Problem: Pedestrian desire lines across station access road Summary: It is unclear from the drawings provided to audit if the current uncontrolled crossing points on the pedestrian desire lines across the station access road will be removed. The proposed crossing point is not on the current desire line for pedestrians entering the square from the station or Botley Road. Pedestrians may cross uncontrolled in the shadow of the proposed crossing point, on the pedestrian desire line, increasing the risk of conflict with vehicles. Recommendation: Provide crossings across the station access road on the pedestrian desire line.
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Location Reference No: 17 Location: General
Figure 4-15 Illustration Cam1-1_220914 showing water feature Problem: Trip/ fall hazard Summary: The grills for the water features may increase the risk of pedestrian’s tripping/ falling, and cyclists trapping wheels, falling/ losing control. Recommendation: Provide the grill with a grating flush with the surrounding square surface.
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Location Reference No: 18 Location: Bus lay-bys
Figure 4-16 Illustration Cam3-3_220914 proposed bus lay-bys Problem: Trip/ slip/ fall hazard Summary: Buses may deposit oil/ diesel on bus stop surfaces causing a discolouration and possible creating a slippery surface. Pedestrians could slip and fall on thin surface deposits Recommendation: Specify a carriageway construction for the bus stops that is highly durable, and that the profile ensures the surface drain’s sufficiently and prevents standing water to accumulate.
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Location Reference No: 19 Location: Bus lay-bys on Frideswide Square
Figure 4-17 Illustration Cam3-3_220914 showing location of bus footway overrun Problem: Bus/ pedestrian conflicts Summary: Buses exiting the bus lay-by close to the end taper may have bodywork cross the central island and an uncontrolled crossing point as it rejoins the carriageway. This may increase the risk of buses conflicting with pedestrians. Recommendation: Ensure buses can safely exit the bus lay-by.
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Location Reference No: 20 Location: Bus lay-bys on Frideswide Square
Figure 4-18 Illustration Cam3-3_220914 showing location of bus footway overrun Problem: Pedestrian visibility Summary: Buses stationary in the bus stop lay-bys may block the visibility of pedestrians crossing at the uncontrolled crossing points on the square. The loading bay provided on Hollybush Row may block the visibility of pedestrians waiting on the west side of Hollybush Road at the junction with Park End Road. Recommendation: Ensure buses can safely exit the bus lay-bys. Ensure pedestrian visibility at the crossing south of the Hollybush Row junction with Park End Road meets standards.
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Location Reference No: 21 Location: General Problem: Cyclist permeability of the Square Summary: Cyclist drop kerbs are illustrated to facilitate cycle movements from the footway to the carriageway. The location of these drop kerbs has not been provided to audit Illustrations provided to audit show drop kerbs provided to allow cyclists to leave the footway and enter the carriageway. Giveaway lines have not been provided at the drop kerbs, as per standards, to indicate to cyclists they should giveaway to traffic on the carriageway. This may increase the risk of cycle/ vehicle conflicts. The drop kerbs in the illustration xxx do not have material changes to warn visually impaired users. Without a warning surface visually impaired pedestrians may walk unknowingly into the carriageway increasing the risk of conflict between visually impaired and vehicles. Recommendation: Clarify the location of cycle drop kerbs on the square. Ensure they are located in positions safe for cyclists to enter the carriageway; Provide a change of surface materials to warn visually impaired pedestrians not to step into the carriageway; and Provide give way markings as per standards.
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Frideswide Square, Oxford Stage 2 Road Safety Audit
Location Reference No: 22 Location: East side of Frideswide Square
Figure 4-19 Extract from drawing 1466-01F showing potential pedestrian desire lines Problem: Lack of pedestrian crossing points Summary: No crossing point is proposed between the square and the Royal Oxford Hotel. If the Royal Oxford Hotel increases patronage, pedestrian movements will increase. Pedestrian are then likely to develop a desire line at this location placing themselves at risk on the short links where vehicle congestion will occur. Recommendation: Provide a safe crossing between the square and the Royal Oxford Hotel on both short links.
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Frideswide Square, Oxford Stage 2 Road Safety Audit
Location Reference No: 23 Location: Station Access Road
Figure 4-20 Extract from drawing 1466-01F showing proposed uncontrolled crossing point across station access road Problem: Uncontrolled crossings Summary: The proposals show the uncontrolled crossings to resemble zebra crossings, with alternating colour stripes. This may cause confusion between drivers and pedestrians as to who has priority. This may increase pedestrian and vehicle conflicts. Recommendation: Do not provide stripes similar to zebra crossings at uncontrolled crossing points. Provide a contrasting colour to enhance the crossing visibility.
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Frideswide Square, Oxford Stage 2 Road Safety Audit
Location Reference No: 24 Location: Footway north of Botley Road
Figure 4-21 Extract from drawing 1466-01F showing right turn into station Problem: Footway width north side of Botley Road Summary: A courtesy crossing is proposed on Botley Road. The existing width of footway is very narrow and with the high wall unlikely to be widened, hence pedestrian congestion may be formed at the crossing point causing pedestrians to step on the carriageway, in front of passing traffic Recommendation: Check that adequate footway width is available for the safe passage of the volume of pedestrians that use this footway.
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Frideswide Square, Oxford Stage 2 Road Safety Audit
Location Reference No: 25 Location: Station forecourt exit
Figure 4-22 Extract from drawing 1466-01F showing right turn into station Problem: Cyclist desire line at station access roundabout Summary: Cyclists travelling from Botley Road towards the city centre may wish to make use of the shared space in Frideswide Square, on the north side. There is no provision for them to access the footway. Recommendation: Consider providing dropped kerbs so cycles can access the shared footway.
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Frideswide Square, Oxford Stage 2 Road Safety Audit
Location Reference No: 26 Location: Station forecourt exit
Figure 4-23 Extract from drawing 1466-01F showing proposed wide footway areas Problem: Wide pedestrian areas Summary: Removal of street furniture and establishing straight unobstructed desire lines may lead to an increase in speeds for cyclist on the square. Making the square more attractive to pedestrians may increase pedestrian volumes using the square. This may increase the risk of pedestrian and cyclist conflicts. Recommendation: Ensure cycle areas are clearly indicated, and a clear path is visible for cyclists to use to minimise conflict.
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Frideswide Square, Oxford Stage 2 Road Safety Audit
5. Audit Team Statement
5.1. I certify that this audit has been carried out in accordance with Highways Agency’s DMRB, Volume 5, Section 2, Parts 2, ‘Road Safety Audit’ Standard HD 19/03.
Audit Team
Audit Team Leader Geoff Butler CMILT IHIE Managing Consultant Atkins Highways and Transportation Euston Tower 286 Euston Road LONDON NW1 3AT
Signed:
Date: 05/11/2014
Audit Team Member Kevin Freimanis BSc Senior Planner Atkins Highways and Transportation Euston Tower 286 Euston Road LONDON NW1 3AT
Audit Team Observer Anthony Kirkwood Road Safety Engineering Team Manager Road Safety Engineering Team Environment and Economy Oxfordshire County Council Speedwell House Speedwell Street Oxford OX1 1NE
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Appendices
Frideswide Square, Oxford Stage 2 Road Safety Audit
Appendix A. List of Drawings and Documents Provided as Review Brief
A.1. Scheme Drawing
1466-01F General Arrangement Drawing Cam1-1_220914 (Illustration) Cam2-2_220914 (Illustration) Cam3-3_220914 (Illustration)
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Frideswide Square, Oxford Stage 2 Road Safety Audit
Appendix B. Proposed Design Drawings
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Frideswide Square, Oxford Stage 2 Road Safety Audit
Appendix C. Problem Location Plan
Figure 5-1 Problem Location Plan
Source: Google Maps™ mapping service
Problem Location 12,13,14&25
Problem Location 7,18,19,&20 Problem Location 16&23 N
Problem Location 17
Problem Location 9
Problem Location 8&22
Problem Location 24 Problem Location 10&11
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