Sevenways Roundabout, and the need for a Road Safety Scheme:

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1 Sevenways Roundabout, and the need for a Road Safety Scheme: The way the current roundabout has evolved has obviously created an environment that is dangerous for all road users, motorists, cyclists and pedestrians alike, and certainly deters active travel. It is therefore welcome that this has been recognised, however, the proposed layout in the Concept Design is far from satisfactory. Although congestion is not a significant problem here, it is however busy, particularly with increasing traffic coming off the M60, which will probably to get worse when the Smart Motorway scheme increases capacity. The increase in the size of the roundabout, turning this into a single lane, will benefit motorists and cyclists by aiming to reduce speeds. However, the loss of the small refuges at each junction and maintaining the wide junctions will make this roundabout lethal for pedestrians. The retention (and improvement) to the small refuges are a priority, as these are vitally important in assisting pedestrians to cross these junctions, and their proposed removal will pose a serious risk to the lives of pedestrians. I understand that the remit of the engineers is to create a roundabout that reduces collisions, however, it is important to recognise that as well as being included on Trafford MBC Priority Cycle Network, this junction forms an important walking and cycling route to several amenities, including a town centre, industrial estate, shops, park, church and hall as well as a local school. Given the large number of pedestrians and cyclists that potentially could use this roundabout if it was safe, it is particularly important that the engineers should be consulting widely, particularly with local school children / parents at the school. I have some concern therefore that the engineers have produced a concept design without first speaking to residents to find out the full extent of what safety issues exist, and are now rushing through plans without doing an in-depth consultation with user, due to time restrictions. When considering any plans, The Litmus Test of whether these plans are judged satisfactory is for the engineers to ask themselves Would you feel safe allowing an unaccompanied eight year old child to walk or cycle around this roundabout. If the answer is NO, then the plans are clearly inadequate and should be taken back to the drawing board. Of course the success of the scheme is not just shown by the reduction in collisions, but whether more vulnerable users (pedestrians / cyclists) are using this roundabout without any increase in casualties. It is important to know, therefore, what future studies will be carried out to ascertain whether there is any increase in cycling / walking levels, whilst also seeing a reduction in casualties Will this be monitored? Road safety is far more than just reducing collisions, it s about creating a highway environment that people feel safe using, thereby reducing traffic / pollution and physical inactivity, both of which kill many, many more people than road accidents. With the above mind, I have attached my own views and suggestions below. Steve Bowater, Local resident, motorist, cyclist and pedestrian who regularly has to run across this roundabout to avoid being ran over.

2 Main Safety Issues: 1. Motorists failing to use indicators: A considerable number of motorists do not indicate when turning left when exiting the roundabout This causes confusion for all users, for motorists / cyclists trying to enter the roundabout, and pedestrians crossing the junctions, as these users a not aware of whether the motorists are going to turn left or continue round the roundabout. 2. Motorists speeding into and across the roundabout: Speed is a serious issue, again for all road users. 3. Wide junctions for pedestrians to cross: Barton Road (aprox. 12m wide) and Derbyshire Lane (aprox. 13m wide) are particularly difficult to cross, involving having to navigate very wide junctions, coupled with motorists travelling at high speeds, and without clear indication of the motorists intentions (i.e. not using indicators). 4. No priority for pedestrians crossing: Pedestrians in particular have to take their lives in their own hands, frequently having to run across junctions to avoid traffic. 5. M60 Direction Sign: This sign, located on Derbyshire Lane West junction, completely blocks the visibility of motorists stopping at this junction. 6. Narrow (unofficial) pedestrian refuges: Although not designed for pedestrians, these refuges are however vital to assist pedestrians crossing the junctions, but they are too narrow and lack dropped kerbs, causing problems particularly for people pushing prams, people in wheelchairs and mobility scooter users. Main priorities to improve overall safety: Reducing vehicle speeds, and improving the plight of pedestrians crossing this roundabout is crucial, particularly with this route being indicated a part of the Council s Cycling Strategy Priority Cycle Network, as well as forming an important link to Moss Park School, park, shops and work places. The main priorities therefore should be: 1. Create a single lane around the roundabout I believe this will be included, and is important to help reduce vehicle speeds. 2. Retain and widen / lengthen central refuges Even the current small refuges are of vital importance to pedestrians crossing the junctions. The widening and lengthening of these refuges will create a safe refuge between traffic lanes. 3. Make all entry / exit roads single lane The current proposal still leaves the entry and exit lanes particularly wide, especially on Davyhulme Road West, Barton Road and Derbyshire Lane, making crossing particularly hazardous for pedestrians and also intimidating for cyclists. Upgrading the central refuges mentioned above will reduce lane widths. 4. Zebra Crossings at all junctions To assist pedestrians crossing, and create space for pedestrian crossing where traffic is queuing. Belisha beacons can be located on the proposed central pedestrian refuges, utilising the existing electric cabling. Zebra Crossings will also help humanise the junction, and create a roundabout where different road users become more courteous to each other.

3 5. Reconsider proposed pedestrian refuge on Barton Road (near bus stops) Central refuges can create a pinch point, causing issues for cyclists, as highlighted by TRL Report TRL621, as they can be intimidating to cyclists. Also improved crossing refuges / zebra crossings at the roundabout will benefit pedestrians crossing Barton Road. Personally speaking, this refuge would be of far more benefit located at the new Pelican Crossing at the Melville Pub, as this road safety scheme (which was done without any local consultation), saw the removal of the zebra crossing and central refuge, making accessing / exiting Addison Road incredibly dangerous for cyclists. 6. Experimental Roundabout Crossing Access It is quite interesting looking at a 1930 s photograph (see last page below) that there were routes across the roundabout itself. At quieter periods, it could be easier and safer to cross over the roundabout rather than go round the roundabout. For example, travelling from Lyndhurst Road to Moss Park would require crossing two lanes using the roundabout route, instead of six lanes going around the roundabout. 7. Cycle Provision Queuing traffic leading up to the roundabout does occasionally occur at rush hours, and the inclusion of either hatching (as an unofficial cycle path) or more formal cycle lanes leading up to junctions would help cyclists bypass these queues safely. Detailed Roundabout / Junction requirement: The following section is broken down into each junction / road on the roundabout, listing the features required, as shown on the updated plan below. Central Roundabout: 1. Widened central roundabout to reduce capacity to a single lane. 2. Experimental Crossing Points across roundabout, similar to 1930 s layout. 3. Cycle icons, located centrally, to raise motorist/s awareness of cyclists. Barton Road (north side): 2. Reduce carriageway capacity to single lane in each direction. 3. Provide some provision to allow cyclists to bypass queuing traffic entering the 4. Install Zebra Crossings. Lyndhurst Road: 1. Retain central refuge Although this is the quietest road, even for fit and active pedestrians like myself, this refuge is reassuring. Although upgrading this refuge may not be necessary, there is also no logical reason to remove it. Derbyshire Lane: 4. Provide some provision to allow cyclists to bypass queuing traffic entering the 5. Remove proposed Left turn slip road as not required due to low number of vehicles turning left onto Barton Road. 6. Replace proposed slip road onto Barton Road with Short stay cycle parking for church goers / Boy s Brigade, etc using the Methodist Church.

4 Barton Road (south side): 4. Provide some provision to allow cyclists to bypass queuing traffic entering the 5. Remove the proposed central refuge between bus stops (possibly relocating this to Addison Road / Melville Road junction). Manor Road: 4. Reduce carriageway widths to aprox. 3.5m. Bradfield Road: 4. Reduce carriageway widths to aprox. 3.5m. Derbyshire Lane West: 4. Provide some provision to allow cyclist to bypass queuing traffic entering the 5. Remove the M60 direction sign as this blocks driver's visibility Pedestrian Crossing locations: There is an urgent need for additional features to assist crossings, and improve interaction between pedestrians and motorists / cyclists. 1. Zebra crossings at refuges, with Belisha Beacons on existing central refuge. 2. Raised crossings at crossing points around roundabout, to slow traffic further (although cost may be too prohibitive). Aesthetics: Although not strictly to do with road safety, the design / layout of the roundabout should be discussed. Looking at earlier pictures (see below), the roundabout had a more formal garden appearance. The changes provide an opportunity to improve the attractiveness of an area that in parts is particularly lacking in greenery / trees. There is the opportunity, perhaps with community involvement, to include low maintenance shrubbery / wild flowers, or even a scheme such as that in neighbouring Eccles, i.e. Incredible Edible Eccles. See: The roundabout design itself, therefore, should be up for consultation.

5 PROPOSED PEDESTRIAN REFUGE / ZEBRA CROSSING LAYOUT (Scheme above showing preferred pedestrian facilities Cycle facilities not included, except cycle parking)