Technical Director, Jacobs IHT Urban Design Panel. Challenge of MfS Acknowledgements visibility forward SSD side road SSD

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1 for Public Realm Schemes for Public Realm Schemes IHT London Branch evening meeting 30 September 009 Ken Huddart Kate Carpenter Technical Director, Jacobs IHT Urban Design Panel Kate Carpenter IHT Road Safety Panel Chairman, IHT Road Safety Panel Acknowledgements visibility forward SSD side road SSD Thanks to Steve Proctor Managing Editor WCC local data Use of some of his slides and photos IHT Road Safety Audit Guidelines Disclaimer. How many X and T junctions How many pull out collisions How many relate to visibility?does reduced side road visibility reduce main road speed? DMRB MfS Reaction time secs 1.5 seconds Deceleration.45m/s 4.41m/s 0.45g 0.5g 50kph 70m 45m 65kph 105m 66m 85kph 160m 101m No. junctions >1 pull out collision each year 4 pull out 8 3 pull out 1 pull out 8 1 pull out 5 research base all 0mph 1

2 New Issues need for Risk Assessment to assess severity vs frequency Loss need of for control into central island art benchmarking interactive checklists Reduction in signage, road markings start from a position of having no signs excessive street furniture should be avoided beyond MfS, other features have no value: corduroy used like this has no safety benefit at all, is intrusive and a trip hazard to all. The knowledge that cyclists are present has no value to a visually impaired pedestrian, who is careful everywhere anyway. Segregation wastes space, is ugly and a denial of real behaviour. What about risk assessment? collision > Once a year severity frequency Fatal Very high Serious Slight Damage Loss of control into central island signs Safety Assessments Scope for comparative assessment which option or user is safest? Scenario scheme stage decision When there is a choice between design options, e.g. different by-pass routes, different junction type. The client wishes to know which option is safer Feasibility Road Safety Assessment of each option followed by at design and post-construction stages for preferred option Comparative risk assessment of road user safety, e.g. an examination of elderly pedestrian road safety compared to cyclist safety in a shared use street. The client wishes to have a overview of how safe this will be for all road users Preliminary Design, occasionally detailed design Road Safety Assessment of road user safety in addition to Stage 1 (or ) The feedback loop of the Road Traffic Act Investigate collisions (CI) Bring forward collision reduction measures (LSS, ETP) = CR Quality Audit Quality Audit is a series of assessments including RSA managed by LA in conjunction with developer facilitated by consultant? to include comparative assessments of risk? Auditors should be at the forefront of design AIP practitioners know what causes accidents but have no structured means of feeding that knowledge back to design and network management community except when auditing individual schemes by individual designers.? Stage 4 Use knowledge in making new roads safe = CP Large expanses of level footway and carriageway, but tactile only in some places shows designers do not understand the purpose of tactile The only good corduroy for cycle/pedestrian segregation: separating pedestrians and cyclists on the approach to a subway, because riders need to use speed to get up the ramp downstream

3 Intelligence not assumption Don t comment on landmark schemes (positive or negative) unless you know the facts! In-depth understanding of all users needs Few designers have learnt the principles of design for visual and mobility impairment There are ways of achieving definition of the tactile paving, but they can be intrusive. Consider whether pram/wheelchair crossings with no bumps - transverse and longitudinal - are a benefit This tactile has colour contrast but no tonal contrast, so users with no colour vision cannot see it. Understanding driver perception Use the principles of child psychology tell them what to do, not what not to to inform drivers: this is where the road goes not watch out! Don t crash! Does segregated space work? 3

4 Home Zones Wide range of extents; from complete reinvention to markings and a few planters. Beware of half a scheme with false sense of security but no driver behavioural change. Well-intended poor provision for visually and mobility-impaired - uneven roadway - Brushed steel street furniture with no contrast but glare (drivers can t see it either it s all been struck at least once) - badly specified and/or maintained so blocks settled and form trip hazard Auditors can help with thorny design and specification issues where is tactile necessary and where can it be omitted safely. It must be intelligence-based, but blanket unthinking rules. Engagement with policy The new lighting agenda Consider the appearance at night does tone, colour and level still work? Consider future lighting changes: switch off, dimming etc Good practice according to Inner City Road Safety Demonstration Project Cambourne, Cambridgeshire -Railings barely deflect route so no likely benefit -Attractive streetscene -Railings block visibility for emerging drivers -Confused use of tactile: buff one side, grey the other -Banners attached / permitted to remain, makes mockery of high-vis railings -Small upstand kerbs are a trip hazard -Dual give way markings are ugly and confusing -Overall very good and safe design, including high quality public realm 4

5 Beware of process improvements Improved processes eg quick wins can enable unqualified individuals to bypass design control causing: hazard legal vulnerability The school asked for a couple of panels of guardrail to stop children running from playground into the road. The designer (an area engineer without design background) installed widened footpath, 40m+ of guardrail, ending in driveways where vehicles reverse across the path, one of which is opposite a side road. In net terms this is more dangerous as well as less attractive, and hundreds of times more expensive. Small works so no RSA. Lightly trafficked bus route: lots of pedestrians walked straight across because they didn t view it as a road, but drivers see clear road & implied priority. Before? After? Before? In conclusion: Lots of great schemes have been done which are attractive. Not all provide well for the most vulnerable users. There are substantial benefits for good schemes over and above safety: more active communities = less overweight - obesity will prematurely kill 100 children for every one hit by a car. Anti-social behaviour can be deterred by good design, but it s a team effort to achieve all the benefits. Auditors role is to - inform others about After accident causation? - understand more than just accidents and - contribute to the net safety debate, not whine from the sidelines! kate.carpenter@jacobs.com 5

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