Transport for London
Euston Road Safety Scheme
Prelim Design Report
March 2007
Report no: 5001_LN40386_LNR_01
Transport for London
Euston Road Safety Scheme
Prelim Design Report
Author: Peter Smith
Checker: Jonathan Mills
Approver: Geoff Hilling
Report no: 5001_LN40386_LNR_01 DRAFT Date: March 2007
This report has been prepared for Transport for London in accordance with the terms and conditions of appointment for Euston Road Safety Scheme dated July 2006. Hyder Consulting (UK) Limited (2212959) cannot accept any responsibility for any use of or reliance on the contents of this report by any third party.
Hyder Consulting (UK) Limited 2212959 29 Bressenden Place, London SW1E 5DZ, UK Tel: +44 (0)870 000 3006 Fax: +44 (0)870 000 3906 www.hyderconsulting.com
Contents
1 Introduction ...... 1
2 EXISTING ROAD NETWORK ...... 2
2.1 Euston Road/Gordon Street junction...... 2 2.2 Euston Road/Upper Woburn Place junction...... 2 2.3 Euston Road/Churchway junction ...... 2 2.4 Euston Road/Mabledon Place/Ossulston Street junction...... 3 2.5 Euston Road/Judd Street junction...... 3 2.6 Public Transport ...... 3 3 Urban Environment...... 5
4 Traffic Flow Data ...... 8
4.1 Existing Traffic Flows ...... 8 4.2 Comparison of Traffic Flows...... 8 5 Pedestrian Surveys...... 10
5.1 Pedestrian counts...... 10 5.2 Pedestrian Road Crossing Observation study ...... 10 6 Accident Study...... 11
6.1 Background Information ...... 11 6.2 Accident Analysis ...... 12 6.3 Accident Trends- Entire Study Route...... 21 7 Proposed Accident Remedial Measures...... 22
7.1 Background ...... 22 7.2 General Measures...... 22 7.3 Euston Road/Gordon Street Junction...... 22 7.4 Euston Road/Upper Woburn Place junction...... 23 7.5 Euston Road/Churchway Junction ...... 26 7.6 Mabledon Place/Ossultston Street/Euston Road Junction...... 26 8 Base TRANSYT Model ...... 27
8.1 Background ...... 27 8.2 Results for Base TRANSYT model...... 27 9 Proposed TRANSYT Models ...... 31
9.1 Background/Assumptions...... 31 9.2 Results for Proposed TRANSYT model- Option 1...... 31 9.3 Comparison of Overall Network Performance...... 34
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10 Summary of Projected Accident Savings ...... 35
11 Conclusions and Recommendations ...... 37
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1 Introduction
In July 2006, Hyder Consulting Ltd was appointed by Transport for London’s Directorate of Road Network Development to carry out a detailed accident study and TRANSYT assessment on the A501 Euston Road from Gordon Street to Judd Street.
The A501 Euston Road is part of the inner ring road in Central London and is part of the Transport for London Road Network (TLRN). The Route Study seeks to address accident issues along the A501 Euston Road by proposing accident remedial measures. In 2002 Hyder Consulting Ltd carried out a study of the signal-controlled junctions along Euston Road between Gordon Street and Midland Road. The study recommended providing ‘all red’ pedestrian stages at the Euston Road/Churchway junction, the Euston Road/Mabledon Place junction and the Euston Road/Judd Street junction. Since the report was issued the Congestion Charging Scheme was implemented; this report assesses whether the proposals are still feasible.
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2 Existing Road Network
The existing road network in the vicinity of the Study Route is shown in Figure 2.1. The A501 Euston Road is part of the Transport for London Road Network and is located within the London Borough of Camden. The existing road network is shown in drawing no 0001-LN40386-01 and described below.
2.1 Euston Road/Gordon Street junction Euston Road/Gordon Street is a signalled controlled four-arm junction. Staggered signal controlled pedestrian crossing facilities are provided on the Melton Street arm and the Euston Road eastern arm. Uncontrolled pedestrian crossing facilities are provided on the Euston Road western arm and Gordon Street arm. A yellow box marking is provided in the centre of the junction. Euston Road is a dual carriageway road with two general traffic lanes and one bus lane in each direction approaching the junction. Melton Street is a single carriageway road with a two lane approach to the junction and one lane exiting. Gordon Street is a single carriageway road with one lane approaching and exiting the junction. A congestion charge boundary point is located on the entrance to Gordon Street.
2.2 Euston Road/Upper Woburn Place junction Euston Road/Upper Woburn Place four is a four arm signalised junction. Signal controlled pedestrian crossing facilities are provided on all arms of the junction The A501 Euston Road western arm of the junction has a two-lane approach with a flared right turning lane, which starts approximately 130 metres back from the junction. The A501 Euston Road eastern arm has a three-lane approach with one lane for left turning traffic.
Eversholt Street and Upper Woburn Place have two-lane approaches and exits to the junction. A congestion charge boundary point is located on the entrance to Upper Woburn Place. All arms of the junction have banned right turns except for the A501 Euston Road southern arm. Yellow box markings are provided on both Euston Road carriageways to the extent of the side roads.
2.3 Euston Road/Churchway junction The A501 Euston Road/Churchway is a four arm signalised junction with uncontrolled pedestrian crossing facilities on all arms. Euston Road is two lanes approaching eastbound with the right turn banned, and three lanes approaching westbound with one lane dedicated for right turning vehicles.
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Duke’s Road and Churchway have single lane approaches and exits to the junction. A congestion charge boundary point is located on the entrance to Duke’s Road. Yellow box markings are provided on both Euston Road carriageways to the extent of the side roads.
2.4 Euston Road/Mabledon Place/Ossulston Street junction The Mabledon Place/Ossulston Street junction is a series of two signalised T-junctions. This junction is currently being changed as part of the CTRL works; the existing layout assumes Judd Street one-way working has been implemented. The junction has staggered controlled pedestrian crossing facilities on each of the Euston Road arms and uncontrolled pedestrian crossing facilities on the Ossulston Street and Mabledon Place arms. Cycle facilities are provided for cyclists travelling southbound from Ossulton Street to Mabledon Place in the form of ‘elephant foot’ carriageway markings across Euston Road and a segregated contra-flow cycle lane on Mabledon Place. Euston Road is two lanes approaching the junction eastbound and two lanes plus a bus lane westbound. Mabledon Place is a one way road with two lanes approaching the junction, and Ossulston Street has one lane approaching and exiting the junction. A yellow box carriageway marking is provided across the westbound Euston Road carriageway to the extent of Mabledon Place.
2.5 Euston Road/Judd Street junction Euston Road/Judd Street is a four-arm signalised junction with controlled and uncontrolled pedestrian crossing facilities. This junction is currently being changed as part of the CTRL works; the existing layout assumes Judd Street one-way working has been implemented.
2.6 Public Transport Bus lanes are provided eastbound along Euston Road between Gordon Street and the bus depot and between Ossulston Street and Midland Road. Bus lanes are provided westbound along Euston Road between Midland Road and Churchway and between Upper Woburn Place and Gordon Street. Bus stops are located eastbound on Euston Road east of Gordon Street and east of Ossulston Street, and bus stop are located westbound on Euston Road east of Judd Street, west of Mabledon Place and est of Gordon Street. Details of the bus routes serving the Study Route are summarised in Table 2.1.
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Table 2.1 - Bus Routes Route No. Route Termini Peak Frequency
10 Hammersmith Bus Station – King’s Cross 6 mins
30 Hackney Wick – Marble Arch 8 mins
73 Stoke Newington Common – Victoria Bus 3 mins Station
91 Crouch End – Trafalgar Square 7 mins
205 Paddington – Whitechapel 10 mins
390 Marble Arch – Archway 8 mins
476 Northumberland Park Station - Euston 8 mins Station
King’s Cross/St. Pancras underground station is located on Euston Road east of the Study Route and Euston Station is located to the west of the Study Route. The Circle, Victoria, Central, Hammersmith and City, Metropolitan and Piccadilly underground lines, and mainline trains serve King’s Cross/St. Pancras. Euston Station is served by the Northern and Victoria underground lines and mainline trains.
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3 Urban Environment
The urban environment in this area is dominated by Euston Road, which for the most part has 3 lanes in the westbound direction (including a bus lane) and 3 lanes merging into 2 eastbound (bus lane in some sections). The pavements either side of Euston Road are sufficiently wide for pedestrians including those with mobility impairments or carrying luggage, pushchairs etc. The majority of the paving is also in fair condition although some paving slabs are cracked. Most of the street furniture along the study route (where possible) has been suitably positioned (on the back or front edge of the carriageway) thus leaving a clear route for pedestrians. However there are a few instances where some traffic lights and signs posts could be moved to more suitable locations (Figure 1).
Figure 1 – Traffic light in middle of tactile paving at crossing on Euston Road (junction with Upper Woburn Place) Crossing points for pedestrians are limited to controlled crossings at junctions along Euston Road as large volumes of traffic and various levels of guard railing discourage pedestrians from crossing anywhere else. Guard railing has been used in sections along the centre of Euston Road its edges, especially on approaches to junctions (Figure 2).
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Figure 2 – Guard railing along the centre of Euston Road (east of junction with Gordon Street) One point to note was a section of guard railing (On Euston Road, junction with Duke’s Road), which had been struck by a vehicle resulting in the paving as well as the guard railing being damaged.
Figure 3 – Damaged paving and guard railing (junction with Duke’s Road)
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Bollards have also been used in sections to prevent vehicles parking (red route road). In all instances bollards were suitably placed and did not encroach onto the main body of the pavement (Figure 4).
Figure 4 – Bollards along Euston Road (south side, east of junction with Upper Woburn
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4 Traffic Flow Data
4.1 Existing Traffic Flows Typical weekday traffic counts were carried out on the Euston Road/Gordon Street junction, the Upper Woburn Place/Euston Road junction and the Euston Road/Churchway junction on Tuesday, 6 th of June between 0730-930, 1200-1400 and 1630-1830. From these counts, the peak hours were identified as 0800-0900 hours and 1730-1830 hours. The existing traffic flows along the Study Route can be found on Drawing 0003-LN40386-01 and are contained within Appendix B.
4.2 Comparison of Traffic Flows In the July 2003 Euston Road- Gordon Street to Midland Road Feasibility study, traffic flows were used from June 2002. This section of the report compares the 2002 pre congestion charge flows with the 2006 post congestion charge flows. A comparison of peak hour 2002 flows with peak hour 2006 flows in terms of percentage increase and decrease are show in Table 4.1 Table 4.1 shows a general increase in eastbound traffic and a general decrease in westbound traffic along Euston Road during both peak hours along the Study Route. The amount of traffic exiting from the side roads with congestion charging boundary points has decreased. The amount of traffic entering the side roads with boundary points has also decreased, except into Upper Woburn Place where the amount of traffic has increased. The changes in flows observed appear to have been influenced by both the introduction of congestion charging and the CTRL works being undertaken to the east of the Study Area. Congestion charging appears to have acted as a deterrent, stopping some motorists from entering the Congestion Charging zone. A general increase in traffic flow along Euston Road may also have been expected, with motorists using the boundary road (Euston Road) rather than entering the Congestion Charging Zone. This appears to have occurred in an eastbound direction but not in a westbound direction. This could be due to congestion as a result of the ongoing CTRL works at Kings Cross
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Table 4.1 – Comparison of traffic flows (PCU’s) AM Peak PM Peak Location 2002 2006 % 2002 2006 % flows flows Increase flows flows Increase Euston Road/Gordon Street junction Euston Road eastbound approach - LT 135 160 19% 110 363 230% Euston Road eastbound approach - SA 1304 1390 7% 1301 1463 12% Melton Street approach - LT 102 84 -18% 156 112 -28% Melton Street approach - SA 477 313 -34% 459 212 -54% Melton Street approach - RT 147 143 -3% 120 19 7 64% Euston Road westbound approach - LT 12 13 8% 14 7 -50% Euston Road westbound approach - SA 1384 1168 -16% 1305 1242 -5% Gordon Street approach - LT 302 146 -52% 470 218 -54% Gordon Street approach - SA 310 202 -35% 281 330 17% Euston Road/Upper Wobu rn Place junction Euston Road eastbound approach - SA 964 1211 26% 1047 1376 31% Euston Road eastbound approach - RT 213 393 85% 159 234 47% Eversholt Street approach - SA 323 359 11% 197 284 44% Euston Road westbound approach - LT 159 82 -48% 130 68 -48% Euston Road westbound approach - SA 1115 1055 -5% 1382 1106 -20% Upper Woburn Place approach - LT 383 71 -81% 406 74 -82% Upper Woburn Place approach - SA 97 259 267% 65 339 522% Euston Road/Churchway junction Euston Road eastbound approach - LT 60 64 7% 54 74 37% Euston Road eastbound approach - SA 888 1049 18% 1002 1267 26% Churchway approach - LT 79 146 85% 78 137 76% Churchway approach - SA 18 40 222% 19 20 5% Churchway approach - RT 16 9 -44% 16 15 -6% Eu ston Road westbound approach - LT 47 10 -79% 54 14 -74% Euston Road westbound approach - SA 1474 1253 -15% 1371 1228 -10% Euston Road westbound approach - RT 42 122 290% 57 87 53% Duke’s Road approach 11 6 -45% 11 0 -inf
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5 Pedestrian Surveys
5.1 Pedestrian counts Typical weekday pedestrian counts were carried out at the Euston Road/Gordon Street junction, the Upper Woburn Place/Euston Road junction and the Euston Road/Churchway junction on Tuesday, 6 th of June between 0730-930, 1200-1400 and 1630-1830. From these counts, the peak hours were identified as 0800-0900 hours and 1730-1830 hours. The existing pedestrian flows along the Study Route can be found on Drawing 0004-LN40386-01 and are contained within Appendix C.
5.2 Pedestrian Road Crossing Observation study Intelligent Space Partnership undertook a pedestrian road crossing observation study along Euston Road between Gordon Street and Midland Road. The key finding of the study were as follows:-
• The majority of pedestrians crossing on Euston Road do not cross with the benefit of the ‘green man’ signal.
• Pedestrians cross around the sides of the staggered crossings.
• Guard railing is effective at preventing pedestrians crossing Euston Road, however, some are still crossing and jumping over guard railing.
• Level of pedestrian flow along Euston Road is relatively low for the scale of the road
• 1.5 times more pedestrian activity on northern footway than southern footway due to Station
• Crossing near Euston Station does not support the desire line, due to its staggered design.
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6 Accident Study
6.1 Background Information Average accidents rates in the London Borough of Camden are contained in the London Research Centre report “Levels of Accident Risk in Greater London (issue 10) December 2004”. Data for 750m of ‘A’ road in the London Borough of Camden are summarised in Table 6.1 below. Table 6.1 – London Borough of Camden Average Accident rate
Average Number of Accidents – 3 Years (and %) Location Peds Cyclist P2W KSI Wet Dark Total 750m of A 13 6.5 14.2 7.3 9.5 14.5 45.8 Road – 36 Months (28.3) (14.2) (31) (16) (20.7) (31.6) 100%
Table 6.2 below compares the average number of accidents on a 750- metre section of ‘A’ Road within the London Borough of Camden with the accidents on the Study Route. Table 6.2 Comparisons of The London Borough of Camden Average Accident Rates with the Study Route
Average number of accidents (%) – 3 Year Location Total Peds Cyclist P2W KSI Wet Dark
Average 13 6.5 14.2 7.3 9.5 14.5 45.8
Study Route 23 11 17 21 11 28 97
Table 6.2 indicates that all of the accident factors are shown to be above average along the Study Route. Ninety seven accidents occurred along the Study Route which is significantly higher than the comparative rate of 48.
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6.2 Accident Analysis Accident records of personal injury accidents along the Study Route were obtained for the 36-month period ending January 2006. The individual accidents have been plotted on Drawing number 0002-LN40386-01 and cross referenced with stick diagrams contained in Appendix D. A total of 97 accidents were recorded along the Study Route, including one fatal accident and 18 serious accidents. Accidents involving vulnerable road users and the following key accidents categories have been identified and summarised in Table 6.3 below: Pedestrian accidents Powered-2-wheeler accidents Cyclist Wet road accidents Accidents during the hours of darkness Right turning accidents Disobeyed Junction Control Table 6.3 – Accident Summary
Fatal Serious Slight Total % Average Pedestrian 1 10 12 23 23.7% 28.3% Pedal Cycles 0 1 10 11 11.3% 14.2% Powered-2-Wheeler 0 2 15 17 17.5% 31% Wet Road Surface 0 3 5 9 9.3% 20.7% Dark 0 9 16 25 25.8% 31.6% Right Turning 0 2 11 13 13.4% 18.4% Disobeyed Junction Control 0 2 8 10 10.3% N/A Total 1 20 76 97 *All accidents in bold type are above the borough average for the location
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Accident trends by date have been analysed and are summarised in Table 6.4 below. Table 6.4 – Annual Accident Trends
Accidents in the 12 month Fatal Serious Slight Total period ending
31 st January 2004 1 5 24 30 31 st January 2005 0 7 31 38 31 st January 2006 0 6 23 29 Total All Accidents 1 18 78 97
The table shows the number and severity of accidents throughout the three-year period ending January 31 st 2006. Table 6.4 indicates an increase in the number of accidents from January 2004 to January 2005 then a decrease to January 2006. The severity of the accidents along the Study Route remains fairly constant.
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6.2.1 Euston Road/Melton Street junction Nineteen accidents including 3 serious accidents occurred at the junction Euston Road/Melton Street junction. The accidents are shown on drawing number 0002-LN40396-01 and summarised in Table 6.5 below. Table 6.5 Accident Summaries
Fatal Serious Slight Total % Average
Pedestrian 0 1 3 4 21.1% 28.3%
Cyclist 0 1 3 4 21.1 % 14.2%
Powered-2-Wheelers 0 0 4 4 21.1% 31%
Dark 0 3 3 6 31.6% 31.6%
Wet Road Surface 0 2 2 4 21.1 % 20.7%
Right Turning 0 0 3 3 15.8% 18.4%
Disobeyed Junction Control 0 0 4 4 21.1% N/A
Total 0 3 16 19
*All accidents in bold type are above the borough average for the location Four pedestrian accidents including one serious accident occurred at the junction. The serious accident involved a pedestrian crossing Euston Road eastern arm, heedless of traffic, being struck by a westbound motorist. Two of the pedestrian accidents occurred on the Melton Street arm and another occurred on the Euston Road eastern arm. Four accidents including one serious accident involved pedal cycles. Two accidents including the serious accident involved motorists turning left out of Gordon Street across the path of pedal cycles. Four accidents involved motorists disobeying red lights on the side roads. Two were the result of motorists turning right out of Gordon Street and colliding with motorists travelling eastbound along Euston Road, both of these occurred during the dark. The other two involved motorists disobeying red lights on the Melton Street approach. Four accidents including 2 serious accidents occurred during wet road conditions. Two of these accidents occurred on the Gordon Street approach to the junction.
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6.2.2 Euston Road between Gordon Street and Upper Woburn Place Ten accidents including 5 serious accidents occurred on Euston Road between Gordon Street and Upper Woburn Place. The accidents are shown on drawing number 0002-LN40396-01 and summarised in Table 6.6 below. Table 6.6 Accident Summaries
Fatal Serious Slight Total % Average
Pedestrian 0 2 1 3 30% 28.3%
Cyclist 0 0 1 1 10% 14.2%
Powered-2-Wheelers 0 0 1 1 10% 31%
Dark 0 2 1 3 30% 31.6%
Wet Road Surface 0 0 2 2 20% 20.7%
Shunt 0 0 2 2 20% 20.7
Total 0 5 5 10 100%
*All accidents in bold type are above the borough average for the location
Pedestrian accidents for this section of the Study Route are shown to be slightly over representative of the borough average. There were three pedestrian accidents, two of which were serious accidents. All three pedestrians crossed Euston Road, heedless of traffic, and were struck by eastbound vehicles. Three serious accidents along this section of Euston Road involved passengers of PSV falling. Two of these accidents occurred on Euston Road westbound and the other eastbound.
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6.2.3 Euston Road/ Upper Woburn Place junction Thirty accidents including 3 serious accidents occurred at the Euston Road/Upper Woburn Place junction. The accidents are shown on drawing number 0002-LN40396-01 and summarised in Table 6.7 below. Table 6.7 Accident Summaries
Fatal Serious Slight Total % Average
Pedestrian 1 1 6 8 26.7% 28.3%
Cyclist 0 0 5 5 16.7% 14.2%
Powered-2-Wheelers 0 0 1 1 3.3% 31%
Dark 1 1 9 11 36.7% 31.6%
Wet Road Surface 0 0 2 2 6.7% 20.7%
Disobeyed Junction Control 0 0 4 4 13.3% N/A
Total 1 3 26 30
*All accidents in bold type are above the borough average for the location
Eight pedestrian accidents, including one fatal and one serious accident occurred at the junction. The fatal accident occurred on the pedestrian crossing during the hours of darkness. There were two pedestrians involved, one had fatal injuries and the other had serious injuries. The accident involved the two pedestrians crossing the eastern arm of Euston Road, heedless of traffic, being struck by an eastbound vehicle. Three pedestrian accidents including one serious accident involved pedestrians crossing the western Euston Road arm, heedless of traffic, being struck by eastbound vehicles. One pedestrian accident involved a pedestrian crossing the western Euston Road arm, heedless of traffic, being struck by a westbound vehicle. Two pedestrian accidents involved pedestrians crossing the eastern Euston Road arm, heedless of traffic, being struck by westbound vehicles. The remaining pedestrian accident involved a pedestrian crossing the Euston Square arm, heedless of traffic, being struck by a northbound vehicle. Five accidents involving pedal cycles occurred at the junction, which is over representative of the borough average. One accident occurred on the Euston Road eastbound approach involved a vehicle opening a nearside door into the path of a pedal cycle. One accident involved a vehicle Six accidents at this junction were shunt type accidents. Four of these shunts occurred on the Euston Road eastbound approach to the junction, the other two occurred on the westbound exit.
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Eleven accidents, including one fatal accident and one serious accident occurred at the junction during the hours of darkness. Eight of the accidents occurring during the hours of darkness involved vehicles approaching the junction eastbound along Euston Road. A nighttime site visit was undertaken to identify any possible cause for the high level of accidents involving eastbound vehicles during the hours of darkness, but no reason could be identified.
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6.2.4 Euston Road/Churchway junction Thirteen accidents including 3 serious accidents occurred at the Euston Road/Churchway junction. The accidents are shown on drawing number 0002-LN40396-01 and summarised in Table 6.8 below. Table 6.8 Accident Summaries
Fatal Serious Slight Total % Average
Pedestrian 0 2 0 2 15.4% 28.3%
Cyclist 0 0 0 0 0% 14.2%
Powered-2-Wheelers 0 1 4 5 38.5% 31%
Dark 0 0 3 3 23.1% 31.6%
Wet Road Surface 0 1 1 2 15.4% 20.7%
Right Turning 0 1 3 4 30.8% 18.4%
Total 0 3 10 13
*All accidents in bold type are above the borough average for the location
Two pedestrian accidents, both serious occurred at this junction. One accident involved a pedestrian crossing Euston Road, heedless of traffic, being struck by a vehicle turning left out of Churchway into Euston Road. The other accident involved a pedestrian crossing the Euston Road eastern arm being struck by a powered-2-wheeler that disobeyed the red light.
Four right turning accidents occurred at this junction, one of which was a serious type accidents while the other remaining three were slight accident types, they were however all powered-2-wheelerers accidents. Of the four right turning accidents two of them occurred during the hours of darkness and one occurred during wet weather road conditions. Powered-2-wheeler accidents are above the borough average at this junction. All four of the above right turning accidents are powered-2- wheeler accidents. Another accident occurred on the Euston Road westbound approach when a motorist changed lanes to the left and struck a powered-2-wheeler.
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6.2.5 Euston Road between Churchway and Midland Road Ten accidents including 2 serious accidents occurred on Euston Road between Churchway and Midland Road. These accidents are shown on drawing number 0002-LN40396-01 and summarised in Table 6.9 below. Table 6.9 Accident Summaries
Fatal Serious Slight Total % Average
Pedestrian 0 1 0 1 10% 28.3%
Powered-2-Wheelers 0 0 3 3 30% 31%
Dark 0 2 1 3 30% 31.6%
Wet Road Surface 0 1 0 1 10% 20.7%
Right Turning 0 1 1 2 20% 18.4%
Total 0 2 8 10
*All accidents in bold type are above the borough average for the location
One pedestrian accident occurred along this section of Euston Road. The accident involved a pedestrian crossing the western arm of Euston Road at the junction with Mabledon Place, heedless of traffic, being struck by a westbound vehicle. Two right turning accidents including a serious accident occurred at the Chalton Street junction. Both accidents involved motorists turning right into Charlton Street across the path of other vehicles.
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6.2.6 Euston Road/Judd Street junction Fifteen accidents including 4 serious accidents occurred at the Euston Road/Judd Street junction. These accidents are shown on drawing number 0002-LN40396-01 and summarised in Table 6.10 below. Table 6.10 Accident Summaries
Fatal Serious Slight Total % Average
Pedestrian 0 3 2 5 42% 28.3%
Cyclist 0 0 1 1 8% 14.2%
Powered-2-Wheelers 0 1 2 3 25% 31%
Dark 0 1 1 2 17% 31.6%
Right Turning 0 0 2 2 17% 18.4%
Total 0 4 11 12
*All accidents in bold type are above the borough average for the location
Five pedestrian accidents, including 3 serious accidents occurred at this junction. Two accidents including one serious accident involved pedestrians crossing the Euston Road eastern arm, heedless of traffic, being struck by vehicles turning right from Midland Road onto Euston Road.
A serious accident involved a pedestrian crossing Euston Road eastern arm, heedless of traffic, being struck by a westbound motorist. Another serious accident involved a pedestrian crossing the western arm of Euston Road, heedless of traffic, being struck by an eastbound motorist. The remaining pedestrian accident involved a pedestrian crossing Euston Road, heedless of traffic, being struck by a vehicle turning left from Euston Road into Judd Street. Three accidents, including one serious accident at the junction involved powered-2-wheelers. Two accidents, including the serious accident were shunt type accidents, both of which occurred on the Euston Road eastern arm, one on the approach and one on the exit. The remaining accident involved a vehicle on the eastbound approach to the junction, changing lanes to the right across the path of a powered-2-wheeler. Three accidents at the junction invlved passengers being injured inside PSV’s, all of which occurred on the Euston Road eastbound approach.
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6.3 Accident Trends- Entire Study Route
6.3.1 Introduction Appendix D contains graphical representations of the accident patterns and trends. The findings are summarised in the following section.
6.3.2 Time of Day The AM, PM and the Inter Peak periods show no recurring pattern throughout the three-year period. During PM period in the first two years there is four accidents occurring during the hour of 1600 to 1700. No other period shows any pattern.
6.3.3 Day of Week There are no obvious trends throughout the three year period however during the Sunday for each year there have been at least five accidents. The Wednesday of the 2002 –2003 period shows no accidents occurred during day and accidents throughout the week for all the periods show no pattern but there is a constant level of accidents occurring throughout each period.
6.3.4 Month of the Year No accidents occurred during January 2003 – 2004 and February to March during 2004 – 2005. Accident levels otherwise had no distinctive patterns and the highest number of accidents occurred during June 2003, were eight accidents took place. The highest concentration of pedestrian accidents occurred during June 2002 were three pedestrian accidents took place.
6.3.5 Accidents by Dark Of the 97 accidents that took place along the Study Route 25 (25.8%) were dark type accidents. The largest percentages of these were other type road users 14 (56%) while pedestrians made up 8 (32%), the second highest percentage of the dark accidents.
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7 Proposed Accident Remedial Measures
7.1 Background A number of accident remedial measures have been proposed along the Study Route. These measure are shown on Drawing Numbers 0005- LN40386-01 and 0006-LN40386-01 and summarised below.
7.2 General Measures
7.2.1 Revised Tactile Paving A large proportion of the tactile paving along the Study Route is incorrect, and may be misleading to visually impaired pedestrians. The correct tactile paving layout would provide a warning to visually impaired pedestrians. The correct tactile paving layouts should be provided in accordance with the Department of Environment, Transport and Regions (DETR) – Guidance on the use of Tactile Paving Surfaces, 1998 along the Study Route as part of general junction improvements.
7.2.2 Remove unnecessary guardrail Several sections of guardrail along the route are located on the footway of Euston Road were guardrail is also provided on the central reserve. It is unlikely pedestrians will cross at these locations and the guardrail can be removed to improve the urban environment.
7.3 Euston Road/Gordon Street Junction
7.3.1 New Pedestrian Crossing across Gordon Street arm A new museum is due to open on Gordon Street leading to an increase in pedestrian demand across the Gordon Street pedestrian crossing. To facilitate this demand and as part of general junction improvements it is proposed to provide a signal controlled crossing across the Gordon Street arm of the junction. To facilitate the proposed crossing the left turn from Euston Road into Gordon Street will need to be banned. Due to the very light flows on this movement, this will have minimal impact on the road network.
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7.3.2 Advance Cycle Stop Lines At the Euston Road/Gordon Street junction two cycle accidents including one serious accident involved vehicles turning left out of Gordon Street, onto Euston Road, across the path of cyclists going straight across the junction. It is therefore proposed to install an Advance Cycle Stop line on this approach.
There is scope to install Advance Cycle Stop Lines on the Melton Street approach to Euston Road as part of general junction improvements.
7.3.3 Anti-Skid Surfacing Anti-skid is not provided on the Gordon Street approach to the junction. Anti-skid should, therefore, be provided on this approach as part of general junction improvements and to reduce the risk of wet and skidding accidents.
7.4 Euston Road/Upper Woburn Place junction
7.4.1 Max Height Signal Poles Four shunt type accidents including one serious accident occurred on the Euston Road eastbound approach to Upper Woburn Place. To increase conspicuity of signals and to reduce the chance of late breaking/shunt type accidents from occurring, max height signal poles should be provided on this approach and mast arm signal heads could also be considered.
7.4.2 Pedestrian Push Buttons and Tactile Cones Eight pedestrian accidents including one fatal and one serious accident occurred at the Euston Road/Upper Woburn Place junction. Signal controlled pedestrian crossings are provided on all arms of the junction, however, pedestrian push buttons have not been provided. It is therefore recommended to provide pedestrian push buttons and tactile cones on all crossings at the junction. Pedestrian push buttons may reduce pedestrian impatience while waiting to cross, and the tactile cones will make it easier and safer for partially sighted pedestrians to cross.
7.4.3 Advance Cycle Stop Lines There is scope to install Advance Cycle Stop Lines on the Melton Street approach to Euston Road as part of general junction improvements.
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7.4.4 Relocate Pedestrian Signal Aspect A pedestrian signal aspect is located on the northern Euston Road footpath within the area used by pedestrians waiting to cross. Partially sighed pedestrians may not be expecting a signal pole at this location and it should be moved west, away from the path of crossing pedestrians.
7.4.5 Revise Pedestrian Crossing Timings Eight pedestrian accidents including one fatal accident and one serious accident occurred at the Euston Road/Upper Woburn Place junction. Pedestrian timings at the Euston Road/Upper Woburn Place junction do not meet the design standards specified in TTS 6 (Design Standards for Signal Schemes in London). It is therefore recommended that the timing changes shown in tables 7.1-7.6 be made. These changes timings have been modelled using TRANSYT and the results explained in section 9. Table 7.1 Timing Changes- Pedestrian crossing across Eversholt Street arm Traffic Pedestrian Existing Proposed Aspect Aspect timings Timings Red Green Man 5 secs 5 secs minimum minimum Red Blackout 3 secs 5 secs Red Red Man 2 secs 5 secs Starting Red Man 2 secs 2 secs Amber
Table 7.2 Timing Changes- Pedestrian crossing across Euston Road eastern arm Traffic Pedestrian Existing Proposed Aspect Aspect timings Timings Red Green Man 10 secs 10 secs minimum minimum Red Blackout 3 secs 10 secs Red Red Man 2 secs 7 secs Starting Red Man 2 secs 2 secs Amber
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Table 7.3 Timing Changes- Pedestrian crossing across Euston Road eastern arm- left turn into Upper Woburn Place Traffic Pedestrian Existing Proposed Aspect Aspect timings Timings Red Green Man 5 secs 5 secs minimum minimum Red Blackout 3 secs 3 secs Red Red Man 2 secs 3 secs Starting Red Man 2 secs 2 secs Amber
Table 7.4 Timing Changes- Pedestrian crossing across Upper Woburn Place Traffic Pedestrian Existing Proposed Aspect Aspect timings Timings Red Green Man 7 secs 7 secs minimum minimum Red Blackout 3 secs 7 secs Red Red Man 2 secs 5 secs Starting Red Man 2 secs 2 secs Amber
Table 7.5 Timing Changes- Pedestrian crossing across Euston Road western arm exit Traffic Pedestrian Existing Proposed Aspect Aspect timings Timings Red Green Man 5 secs 5 secs minimum minimum Red Blackout 3 secs 4 secs Red Red Man 2 secs 3 secs Starting Red Man 2 secs 2 secs Amber
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Table 7.6 Timing Changes- Pedestrian crossing across Euston Road western arm approach Traffic Pedestrian Existing Proposed Aspect Aspect timings Timings Red Green Man 5 secs 5 secs minimum minimum Red Blackout 3 secs 4 secs Red Red Man 2 secs 4 secs Starting Red Man 2 secs 2 secs Amber
7.5 Euston Road/Churchway Junction
7.5.1 Controlled Pedestrian Crossing Facilities Two serious pedestrian accidents occurred at the Euston Road/Churchway junction. It is therefore proposed to install signal controlled pedestrian crossings across all arms of the Euston Road/Churchway junction and introduce an ‘all red’ pedestrian stage. This option has been modelled using TRANSYT and the results are explained in section 9.
7.6 Mabledon Place/Ossultston Street/Euston Road Junction
7.6.1 Improved Cycle Facilities As part of general junctions improvements it is proposed to provide improvements to cycle facilities at this junction. An advance cycle stop line is proposed on the Ossultston Street approach to the junction. The elephant footprints across the middle of the junction facilitation the right turn from Ossultston Street are to be made more prominent by widening them to the extent of the traffic island and by providing green coloured surfacing.
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8 Base TRANSYT Model
8.1 Background Traffic signal timing sheets, site layout drawings, UTC plans and ASTRID data have been obtained from the Directorate of Traffic Operations (DTO). The existing signal control junctions within the road network operate under the Split Cycle and Offset Optimisation Technique (SCOOT) in an Urban Traffic Control (UTC) system. The network contains nodes from control group 8.
Colin Buchanans CTRL TRANSYT (Rev16 Feb 07) model has been used to model the Mabledon Place/Euston Road junction and the Midland Road/Euston Road junction.
Traffic flow data obtained in June 2006 has been used in conjunction with predicted CTRL flows from the SALT-C model by RLE dated December 2006. ASTRID data was used to determine an average cycle time of 88 seconds for the AM peak and 96 seconds for the PM peak. The model has been optimised due to the increase in flow along Euston Road from the proposed CTRL development. Saturation flows have been measured on site during both the AM and PM peak hours. Cruise times were measured on the 7 th February 2007, off peak.
8.2 Results for Base TRANSYT model The overall network performance for the Base model is shown in Table 8.1. A summary of the TRANSYT analysis results in terms of degree of saturation and queue length are shown in Table 8.2. Links with a degree of saturation above 90% are shown in bold . Figures 8.1 and 8.2 show the results as TranEd network summary diagrams. Full details of the TRANSYT results are included in Appendix E. The results of the TRANSYT assessment show that during the AM peak period the majority of the links within the network operate under capacity with two links at the Upper Woburn Place/Euston Road junction operating close to capacity. The Euston Road westbound approach is 93% saturated with a corresponding queue length of 41 and the Upper Woburn Place approach is 90% saturated with a corresponding queue length of 12. In the PM peak hour all links operate with a degree of saturation of less than 90%. The link with the highest degree of saturation is the Midland Road right turn approach to Euston Road that has a degree of saturation of 81% and a corresponding queue length of 16
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Table 8.1 Overall Network Performance – Base TRANSYT
AM Peak Hour PM Peak Hour Total time spent (pcu-hr/hr) 257.4 249.5 Mean journey speed (km/hr) 18.5 18.7
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Table 8.2 - Base TRANSYT Model - Link Results Summary
AM Peak PM Peak
Degree Of Mean Max Degree Of Mean Max Link Description Saturation Queue Saturation Queue
Node 14- Melton Street/Euston Road junction
141 Melton Street approach- LT, SA 64 9 49 7
142 Euston Road westbound approach- LT, SA 79 15 70 14
143 Gordon Street approach 66 9 80 16
144 Euston Road eastbound approach- LT, SA 66 26 79 38
145 Melton Street approach- RT 51 4 77 7
146 Euston Road eastbound approach- Bus Lane 9 1 12 2
147 Euston Road westbound approach- Bus Lane 28 2 32 4
1454 Euston Road eastbound exit 44 2 43 3
1455 Euston Road eastbound exit- Bus Lane 6 0 8 0
Node 15 – Euston Grove/Euston Road junction
151 Euston Grove approach 2 0 3 0
152 Euston Road westbound approach 68 3 53 2
154 Euston Road eastbound approach 56 5 52 4
156 Euston Road eastbound approach- Bus Lane 8 0 9 0
157 Euston Road westbound approach- Bus Lane 25 0 26 3
Node 17- Midland Road/Judd Street junction
171 Midland Road approach- LT, SA 80 17 80 19
174 Euston Road eastbound approach- SA 43 13 52 20
175 Midland Road approach- RT 83 22 81 16
176 Euston Road westbound approach 73 23 56 20
177 Esuton Road westbound approach 68 10 47 7
178 Euston Road eastbound approach- RT 2 0 1 0
179 Euston Road eastbound approach- Bus Lane 79 13 64 9
1715 Euston Road eastbound exit 49 16 44 0
1717 Euston Road eastbound exit- Bus Lane 36 0 57 12
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1718 Judd Street approach 12 1 46 5
Node 20 – Upper Woburn Place/Euston Road junction
201 Eversholt Street approach 63 9 32 7
202 Euston Road westbound approach- SA 93 41 78 26
203 Upper Woburn Place approach 90 12 80 12
204 Euston Road eastbound approach- LT, SA 44 4 55 4
206 Euston Road westbound approach- LT 44 6 8 1
208 Euston Road eastbound approach- RT 89 13 68 7
Node 64 – Euston Road/Mabledon Place junction
641 Ossulston Street approach 36 2 26 1
642 Euston Road westbound approach 68 7 59 21
643 Mabledon Place approach 46 6 49 6
644 Euston Road eastbound approach 45 3 51 14
645 Euston Road westbound middle- Bus Lane 21 2 22 4
646 Euston Road westbound middle 66 1 60 14
647 Euston Road westbound approach- Bus Lane 22 0 23 4
648 Euston Road eastbound middle 32 4 43 6
2024 Euston Road eastbound exit 20 2 27 2
2025 Euston Road eastbound exit- Bus Lane 38 3 43 1
Node 144 – Euston Road/Churchway junction
1441 Churchway approach 68 6 71 6
1442 Euston Road westbound approach- RT 40 3 58 3
1444 Euston Road eastbound approach 51 24 51 3
1446 Euston Road westbound approach- LT, SA 75 12 59 19
1447 Dukes Road approach 4 0 4 0
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9 Proposed TRANSYT Models
9.1 Background/Assumptions The proposals described in section 7 and shown in drawings 0005- LN40386-01 and 0006-LN40386-01 have been modelled using TRANSYT.
• The existing cycle times of 88 seconds during the AM peak hour and 96 seconds during the PM peak hour remain in the proposed model
• The model has been optimised
9.2 Results for Proposed TRANSYT model- Option 1 The overall network performance for the Proposed option is shown in Table 9.1. A summary of the TRANSYT analysis results in terms of degree of saturation and queue length are shown in Table 9.2. Links with a degree of saturation above 90% are shown in bold . Figures 9.1 and 9.2 show the results as a diagrammatic summary of results. Full details of the TRANSYT results are included in Appendix F. The results of the TRANSYT assessment for the proposed scenario show that during the AM peak hour both the Upper Woburn Place/Euston Road junction and the Euston Road/Churchway junction operate over capacity. The Euston Road westbound straight ahead approach to the junction with Upper Woburn Place is 98% saturated with a corresponding queue length of 44 pcu’s. The Euston Road eastbound right turn into Upper Woburn Place is 105% saturated with a corresponding queue length of 26 pcu’s.
The Churchway approach to the junction with Euston Road is 111% saturated with a corresponding queue length of 18 pcu’s. The Euston Road westbound left turn and straight ahead approach to the junction with Upper Woburn Place is 116% saturated with a corresponding queue length of 216 pcu’s. During the PM peak most of the junctions in the proposed scenario operate under capacity. The only link close to capacity is the Euston Road westbound left turn and straight ahead approach to the junction with Churchway, at 90% saturated with a corresponding queue length of 29 pcu’s. Table 9.1 Overall Network Performance – Proposed TRANSYT
AM Peak Hour PM Peak Hour Total time spent (pcu-hr/hr) 456.7 279.3 Mean journey speed (km/hr) 10.6 17.1
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Table 9.2 - Proposed TRANSYT Model - Link Results Summary
AM Peak PM Peak
Degree Of Mean Max Degree Of Mean Max Link Description Saturation Queue Saturation Queue
Node 14- Melton Street/Euston Road junction
141 Melton Street approach- LT, SA 64 9 50 7
142 Euston Road westbound approach- SA 69 8 68 12
143 Gordon Street approach 66 9 85 17
144 Euston Road eastbound approach- LT, SA 66 26 78 37
145 Melton Street approach- RT 51 4 77 7
146 Euston Road eastbound approach- Bus Lane 9 1 11 2
147 Euston Road westbound approach- Bus Lane 25 3 31 5
1454 Euston Road eastbound exit 44 2 43 2
1455 Euston Road eastbound exit- Bus Lane 6 0 8 0
Node 15 – Euston Grove/Euston Road junction
151 Euston Grove approach 2 0 3 0
152 Euston Road westbound approach 59 2 53 2
154 Euston Road eastbound approach 56 3 52 4
156 Euston Road eastbound approach- Bus Lane 8 0 9 0
157 Euston Road westbound approach- Bus Lane 21 0 26 0
Node 17- Midland Road/Judd Street junction
171 Midland Road approach- LT, SA 84 17 80 19
174 Euston Road eastbound approach- SA 41 12 52 17
175 Midland Road approach- RT 83 22 81 16
176 Euston Road westbound approach 70 23 56 20
177 Esuton Road westbound approach 66 10 47 7
178 Euston Road eastbound approach- RT 1 0 1 0
179 Euston Road eastbound approach- Bus Lane 76 11 64 10
1715 Euston Road eastbound exit 49 15 44 0
1717 Euston Road eastbound exit- Bus Lane 36 0 57 12
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1718 Judd Street approach 13 1 46 5
Node 20 – Upper Woburn Place/Euston Road junction
201 Eversholt Street approach 36 7 30 6
202 Euston Road westbound approach- SA 98 44 76 21
203 Upper Woburn Place approach 57 7 77 12
204 Euston Road eastbound approach- LT, SA 52 8 56 3
206 Euston Road westbound approach- LT 47 4 46 6
208 Euston Road eastbound approach- RT 105 26 77 7
Node 64 – Euston Road/Mabledon Place junction
641 Ossulston Street approach 36 2 26 1
642 Euston Road westbound approach 68 27 59 21
643 Mabledon Place approach 46 5 49 6
644 Euston Road eastbound approach 44 6 51 1
645 Euston Road westbound middle- Bus Lane 21 1 22 4
646 Euston Road westbound middle 66 8 60 14
647 Euston Road westbound approach- Bus Lane 22 0 23 4
648 Euston Road eastbound middle 31 4 43 6
2024 Euston Road eastbound exit 20 1 27 2
2025 Euston Road eastbound exit- Bus Lane 37 1 43 2
Node 144 – Euston Road/Churchway junction
1441 Churchway approach 111 18 85 7
1442 Euston Road westbound approach- RT 75 4 77 4
1444 Euston Road eastbound approach 79 25 83 22
1446 Euston Road westbound approach- LT, SA 116 216 90 29
1447 Dukes Road approach 6 0 5 0
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9.3 Comparison of Overall Network Performance In the AM peak hour, the total time spent in the network, is 257.4 pcu-hr/hr in the base scenario compared to 456.7 pcu-hr/hr for the proposed scenario. In the PM peak hour the total time spent in the network is 249.5 pcu-hr/hr in the existing scenario compared to 279.3 pcu-hr/hr for proposed option 1. This represents a large increase in total time spent in the network during the AM peak and a slight increase during the PM peak.
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10 Summary of Projected Accident Savings
The estimated accident reduction that the recommendations are likely to achieve in a future three-year period is the difference between the total number of study period accidents and the estimated number of ‘after’ accidents.
The projected accident savings are based on the results of the monitoring of earlier schemes as detailed in the ROSPA Road Safety Engineering Manuals. For example, the implementation of anti-skid surfacing would be expected to lead to a 57% reduction in wet road accidents. All projected accident savings are found within Chapter 5 of the ROSPA Road Safety Engineering Manual. Where several measures are proposed for a location the value of the first proposal is applied to the affected accidents and then the value(s) of the remaining measures are applied to the affected remaining accidents. In cases where data is limited estimates have been used. Estimates of the projected economic benefit that will be brought about by the implementation of physical measures are also given. These are based on figures shown in Table 4a Highways Economics Note Number 1(DTLR, December 2004). The figure used is £78,934 which is the figure shown in Table 4a for the average cost of an injury accident in June 2005 (£72,720), including an allowance for damage only accidents, multiplied by a GDP factor of 1.0499 to obtain a June 2005 estimate. Table 10.1 identifies the projected accident savings for each of the potential safety measures. Whilst there is variation in the projected accident savings and First Year Rates of Return for individual recommendations, they form a package of measures that will provide a safer environment for all road users along the Study Route. The total cost of the proposed accident remedial measures would be approximately £90,000.
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Table 10.1 Predicted Accident Savings Estimated % Projected Accident Projected 3 Year Measure Cost (£) Locations Savings Accident Saving FYRR (%)
Improve Cycle Facilities £5,000 Ossulston Street/Euston Road N/A N/A N/A junction Revise tactile paving layout £10,000 Study Route N/A N/A N/A
Remove guardrail £5,000 Study Route N/A N/A N/A
Provide Signal Controlled Pedestrian crossing £10,000 Gordon Street/Euston Road junction N/A N/A N/A and ban left turn Provide Advance Cycle Stop lines £6,000 Gordon Street, Melton Street, 30% Cycle accidents 0.9 395% Eversholt Street, Upper Woburn Place and Ossulston Street. Provide max height signal pole and mast arm £10,000 Euston Road eastbound approach to 30% Shunt accidents on 1.2 842% signals junction with Upper Woburn Place approach (E) 20% accidents involving 2.0 eastbound vehicles (E) Provide pedestrian push buttons, relocate £10,000 Euston Road/Upper Woburn Place 30% pedestrian accid ents 2.4 631% existing pedestrian signal aspect and revise junction (E) pedestrian signal timings Provide anti-skid surfacing £4,000 Gordon Street approach to junction 57% wet / 30% dry skid 0.57 375% with Euston Road accidents ‘All red’ pedestrian stage £30,000 Euston Road/Churchway junction 41% pedestrian accidents 0.82 72%
Total £90,000 7.89 230%
FYRR: First Year Rate of Return
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11 Conclusions and Recommendations
The section of Euston Road from Gordon Street to Judd Street forms part of the Transport for London Road Network. Hyder Consulting Ltd was appointed by Transport for London to carry out a detailed accident study and identify remedial measures to reduce the risk of accidents along this link. A total of 97 accidents were recorded along the Study Route in the three- year period to January 2006. Of these, 1 recorded fatal injuries and a further 34 were recorded as serious. Key accident problems identified on the Study Route include:
• Accidents involving Pedestrians • Accidents involving eastbound motorists on Euston Road at the junction with Upper Woburn Place. • Accidents occurring during the hours of darkness. • Pedal Cyclist accidents at various locations on the study route. • Failure to give way accidents at various junctions on the study route.
A number of accident remedial measures have been recommended in order to reduce the risk of accidents along the Study Route. These measures are explained in Section 7 and include:
• Advance cycle stop lines • Max height signal pole and mast arm signals on the Euston Road eastbound approach to the junction with Upper Woburn Place • Provide pedestrian push buttons at the Euston Road/Upper Woburn Place junction • Revise Pedestrian timings at the Euston Road/Upper Woburn Place junction • Provide anti-skid surfacing on the Gordon Street approach to Euston Road • Provide ‘all red’ pedestrian stage at the Euston Road/Churchway junction • Improve cycle facilities at the Ossulston Street/Euston Road junction • Provide new signal controlled pedestrian crossing on Gordon Street arm of junction with Euston Road TRANSYT modelling was used to determine the effects of the proposed measures on network performance. The proposed TRANSYT model indicated a large increase in delay during the AM peak period compared to the base model and a slight increase in delay during the PM peak
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The total estimated cost of the recommended accident remedial measures would be about £90,000. If these measures are implemented, it is estimated that accidents could be reduced by about 2.63 accidents per year, giving a First Year Rate of Return of 230%. In financial terms this represents an annual saving to the community of about £208,000 at June 2005 prices.
The CTRL works at Kings Cross are due to finish at the end of 2007. Hyder recommend updating traffic counts and TRANSYT assessments after the works are complete, to identify which of the proposals are feasible.
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Appendix A SITE PHOTOGRAPHS
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Appendix B TRAFFIC SURVEY DATA
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Appendix C PEDESTRIAN SURVEY DATA
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Appendix D STICK DIAGRAMS
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