EVALUATION OF THE ‘SCHOOL STREETS TRIAL’ AT ROBERT BROWNING SCHOOL

JANUARY & FEBRUARY 2019

Introduction

Morecambe Street Planned Closure

Robert Browning school was selected for a trial of a “school streets” timed road closure of the adjacent Morecambe Street, commencing on the 14th January2019. This closure has been implemented during school peak times around the school start of 09.00 and close of 15.30.

The overall objectives are to improve road safety and perceptions of the street environment close to the school gates.

Existing Area

Southern end of Morecambe Street

Northern end of Morecambe Street

The area of interest for this study was the roads in the immediate vicinity of Robert Browning School – notably Morecambe Street, and the nearby Brandon Street.Photos demonstrating the layout of each of these roads are shown below.

Southern end of Brandon Street

Northern end of Brandon Street

Methodology

Programme of Monitoring.To assess the impacts of the timed closure of Morecambe Street, it was necessary tomonitor the situation both before and after the planned closure was in place.

Before the closure

Automatic Traffic Counters (ATCs) were deployed at four sites, to measure the volume,speed and class of road traffic. The ATCs were laid down for one week, commencingMonday 7th January 2019. The four ATC sites were:

o Site 1 – The northern end of Morecambe Street;o Site 2 – The southern end of Morecambe Street;o Site 3 – The northern end of Brandon Street; ando Site 4 – The southern end of Brandon Street.

In addition, a customised Healthy Streets Interview Survey was administered to thosepassing through the Southern end of Morecambe Street on Thursday 10th January 2019.The survey provided insight into local parents’ and residents’ perceptions of the streetenvironment around Robert Browning school.

After the closure

The four ATCs were deployed at the same sites as before, for one week, commencingMonday 4th February 2019. The data was used to assess if there had been any changesto the volume, speed and class of traffic on this road in the weeks following the closure.

The Healthy Streets Interview Survey was conducted once again on Thursday 7th

February 2019, to examine whether there had been a change in parents’ and residents’perceptions of street environment following the closure.

To investigate the impacts the closure on the adjacent Blackwood Street, a video surveywas undertaken from Monday 4th to Friday 8th February 2019 (08:00-10:00 & 14:00-16:00) to record illegal vehicle movements and kerbside activity. This data provides aninsight into whether parents drop children off at the junction with East Street, whichcreates congestion for cars using these roads as a cut-through to Elephant and Castle.

Location of the ATCs

Video survey area

Site 1

Site 2

Site 3

Site 4

Traffic Data (I)

Traffic Volumes (5 day average, 08:00-10:00 & 14:30-16:30)

SITE BEFORE AFTER % CHANGE

Site 1: Morecambe Street (North) 139 131 -5%

Site 2: Morecambe Street (South) 192 140 -37%

Site 3: Brandon Street (North) 1407 1281 -10%

Site 4: Brandon Street (South) 1335 1390 +4%

TOTAL 3074 2943 -4%

The data below represents the number of vehicle movements at each ATC site,Monday to Friday, between the peak school hours of 08:00-10:00 and 14:30-16:30.

The greatest decrease in traffic volume was observed at the southern end ofMorecambe Street (-37%). The only site which saw an increase traffic volumeswas the southern end of Brandon Street (+4%).

5 day average: Number of Vehicle Movements

Traffic Volumes by Direction(5 day average, 08:00-10:00 & 14:30-16:30)

In addition to counting the total number of vehicles at each ATC site, it isimportant to record the direction of traffic flow along each street. From thisdata, we can determine whether the majority of traffic is flowing towards oraway from the school during peak times.

At Sites 1, 3 and 4, the majority of vehicles were travelling away from thedirection of Robert Browning School. However, at Site 2 (the southern end ofMorecambe Street) 63% of recorded vehicles were travelling towards thedirection of the school.

SITE TOWARDS RBS AWAY FROM RBS

Site 1: Morecambe Street (North) 44% 56%

Site 2: Morecambe Street (South) 63% 37%

Site 3: Brandon Street (North) 45% 55%

Site 4: Brandon Street (South) 46% 54%

5 day average: Percentage of vehicle movements each direction

Traffic Data (II)

Traffic Speeds (5 day average, 08:00-10:00 & 14:30-16:30)

SITEBEFORE (MPH)

AFTER (MPH)

% CHANGE

Site 1: Morecambe Street (North) 13.7 11.6 -18%

Site 2: Morecambe Street (South) 12.0 12.7 +6%

Site 3: Brandon Street (North) 17.3 16.0 -8%

Site 4: Brandon Street (South) 14.1 14.0 0%

TOTAL 14.3 13.6 -5%

The Northern end of Morecambe Street saw the greatest reduction in average vehicle speeds after the closure (-18%). However, the southern end ofMorecambe Street saw a 6% increase in average speed.

Overall, the number of vehicles travelling over the posted speed limit decreased by 3%. The greatest decrease was observed at the northern end of BrandonStreet (-10%).

SITEBEFORE

(% > PSL)AFTER (%

> PSL)% CHANGE

Site 1: Morecambe Street (North) 5% 2% -3%

Site 2: Morecambe Street (South) 2% 4% +2%

Site 3: Brandon Street (North) 25% 15% -10%

Site 4: Brandon Street (South) 4% 3% -1%

TOTAL 9% 6% -3%

% travelling over speed limitAverage Traffic Speeds by site

Traffic Data (III)

Traffic Class Data (5 day average, 08:00-10:00 & 14:30-16:30)For each of the four sites, both before and after the introduction of the closure, the most commonly used vehicle for travel was the car. However, there weresome differences in the way each site has responded to the closure.

At both ends of Morecambe Street (Site 1 and Site 2), the modal share of cyclists and motorcyclists has increased since the introduction of the closure (by 11% and4% respectively). In contrast, at the northern end of Brandon Street (Site 3), the modal share of cyclists and motorcyclists decreased by 5%. The southern end ofBrandon Road (Site 4) saw no change in modal share between the two periods.

Traffic Data (IV)

Kerbside Activity (After the closure, Weekdays only, 08:00-10:00 & 14:00-16:00)

Kerbside Activity was recorded after the closure to determine the number of vehiclesstopping along the northern end of Blackwood Street, and to identify the reasons why thesevehicles stopped. The observed zone is depicted by the map on the right-hand side.

Stopping Purpose

Over the course of the five day monitoring period, 86 vehicles stopped at the northern endof Blackwood Street. The most frequent stopping purposes were to park (34%) and to loador unload a vehicle (20%). Dropping off or picking up passengers accounted for 14% ofstopping purposes.

Stopping Purpose

PURPOSE COUNT %

Parking 29 34%

Loading or unloading 17 20%

No activity 13 15%

Waiting 13 15%

Passenger pick up / drop-off 12 14%

Delivery 1 1%

Unknown 1 1%

TOTAL 86 100%

DESCRIPTION COUNT %

Vehicle mounting kerb 34 58%

Vehicle parking on double yellow lines 20 34%

Vehicle obstructing the path or street 5 8%

TOTAL 59 100%

Illegal Kerbside Activities

Illegal Kerbside Activity

Within the observed zone, during thepeak school hours, there was a totalof 59 illegal kerbside activities.

The majority of illegal kerbsideactivities were vehicles which hadmounted the kerb (58%), with afurther 34% of illegal activities beingvehicles which has parked on doubleyellow lines.

Observed Zone

Traffic Data (IV)

Illegal Manoeuvres (5 day average, 08:00-10:00 & 4:00-16:00)

The video survey at the junction of Blackwood Street and East Street was undertaken to determine the number of vehicles making illegal manoeuvres at thisjunction. As East Street is a one-way road (with traffic only permitted to flow Westbound between its junctions with Brandon Street and King and Queen Street,there were three potential illegal turning manoeuvres which required monitoring:

1. Turning from right Blackwood Street, to travel Eastboundalong East Street, against the flow of the one way system(moving from B to A on the map below – yellow arrow);

2. Travelling Eastbound along East Street, against the flow ofthe one way system, between the junctions ofMorecambe Street and Brandon Street (moving from C toA – blue arrow); and

3. Travelling Eastbound along East Street between thejunctions of King and Queen Street and MorecambeStreet, against the flow of the one way system; thenturning right onto Blackwood Street (moving from C to B– red arrow).

At each of the three screen lines, there was a greater numberof vehicles committing these unlawful movements during theafternoon school peak times than during the mornings.

The most common illegal manoeuvre was manoeuvretravelling from point C to B (red arrow), with 73 incidences ofthis manoeuvre occurring on the average weekday.

Count of Illegal Manoeuvres on the Average Weekday (School Peak Times only)

Healthy Streets Tracker Results (I)

Results.

Respondents were asked questions on: their reason for visiting their area; their mode of travel to the area; how satisfied they were with the street overall; and aseries of questions capturing satisfaction with individual characteristics (e.g. noise, cleanliness, easiness of crossing the street).

On average, all healthy streets measures were rated more favourably after the closure, compared to before the closure. Overall satisfaction increased by 2.1points, from an average rating of 4.6 to 6.7.

QUESTIONSCALE – 1 (VERY DISSATISFIED) – 10 (EXTREMELY SATISFIED)

BEFORE CLOSURE

(N=87) - MEAN

BEFORE CLOSURE (N=87) - % RATING

7 OR HIGHER

AFTER CLOSURE

(N=72) - MEAN

AFTER CLOSURE (N=72) - % RATING

7 OR HIGHER

CHANGE IN MEAN

Overall, how satisfied were you with the street (was it a good place to be?)

4.6 15% 6.7 31% +2.1

How attractive did you find the street? 4.5 10% 6.5 25% +1.9

How clean did you think the air on the street was? 4.8 10% 6.5 29% +1.7

How noisy did you find the street? 5.2 21% 6.8 29% +1.5

How enjoyable did you find being on the street? 5.1 18% 6.9 27% +1.8

How easy do you think it would be to cross the street? 5.4 23% 7.0 33% +1.6

How intimidated did you feel about the traffic on the street? 5.2 25% 6.9 35% +1.7

To what extent do you agree with the statement that ‘this street provides a good environment for people to walk in?’

4.9 16% 6.6 34% +1.7

Healthy Streets Tracker Results (II)

Little change in behaviour

Of the respondents whoprovided answers to theHealthy Streets Tracker oncethe planned closure was inplace (N=72), 17% hadchanged their mode oftransport since the timedclosure.

The majority of those who saidthey had changed their modeof transport were nowtravelling either on foot or bybicycle.Mean overall satisfaction level with the local streets was greater after the timed

closure than before. Before the closure, 15% of respondents gave the street aenvironment an overall rating of seven or higher, compared to 31% after theclosure. The mean overall satisfaction scores increased for both parents (from 3.5to 5.0) and residents (from 4.8 to 6.9).

Respondent Type.

82% suggested that theywould support the timedclosure on Morecambe Streetbecoming permanent.

All parents interviewed (100%)supported the idea of makingthe closure permanent, as did72% of residents.

The two samples were very similar in their composition. Of the 87 respondentswho provided answers to the tracker survey before the closure, 13% were eitherpicking up or dropping off children to the school, compared to 10% after theplanned closure was in place (N=72).

Support for a permanent closure

Healthy Streets Tracker Results (III)

Qualitative insights from the healthy streets survey indicate a positive change in attitudes regarding road safety.

Before the closure After the closure

“It needs to be closed during school time. Half an hourbefore and half an hour after. It is also unsafe withdrivers using the pavement. This needs to be resolved,to avoid an incident.”

“When cars are coming up this roadthey drive on the pavement. I haveseen at least 5 children almost hit by acar mounting the pavement. Driversare abusive in using the street.”

“The street is not very safe for kids, either close thestreet or put up parking restrictions, to prevent driversfrom endangering children lives.”

“I think that [the timed closure] is a wonderful idea. No cars to endanger the children. Now we feel safe coming to school.”

“[Making the closure permanent]would be a great thing for thechildren and the community wouldbe enhanced. Put [up a] divertedsign for traffic diversion.”

“I think this is lovely. Leave this in permanently. Wefeel so much safer. And as for the aggressive drivers,need to see the back of them. We feel safer with ourchildren.”

Healthy Streets Tracker Results (IV)

A range of suggestions were made by respondents toimprove the closure further.

Keep the closure for school peak hours only

“Do not leave the barrier all thetime only during school hours.”

“This street would be better if the traffic isdiverted. Parking needs to be diverted.”

Divert traffic away from Morecambe Street

Improve the physical structure of the barrier

“The street is not wide enough for cars andchildren, divert parking to parking lot.”

“Between school hours kept closed. After that should be open.”

“Make the barrier safe by fixing it in more so it doesn't move on a windy day…”

Introduce additional safety measures

“All the safety measures are good. A lollipop lady would be helpful for parents and children.”

“Have a lollipop lady or a crossing.”

Summary

The purpose of the scheme was to improve road safety and perceptions of the street environment in the vicinity of the school. It was envisaged thatthe road closure at each end of the school day would lead to improvements in both and so improve the street environment for all.

Summary of Results

Road Safety.

- Overall, traffic in the vicinity of the school at peak hours has reduced by 4%, whilst average traffic speeds have decreased by 5%.• The southern end of Morecambe Street saw the greatest reduction in traffic volumes (-37%).• The majority of vehicles were travelling away from the direction of the school, apart from those recorded at the southern end of Morecambe Street.• The greatest decrease in average traffic speed was recorded at the northern end of Morecambe Street (an 18% decrease).• A number of vehicles have been observed as making illegal manoeuvres, or have been parked illegally in the vicinity of Blackwood Street.

Quality of Street Environment.

- Respondents’ satisfaction with the street environment has increased since the closure.• The number of respondents providing an overall satisfaction rating of seven or more doubled (from 15% to 31%).• Just under one in five respondents have changed their mode of travel since the closure.• The majority of respondents (82%) support the principal of the closure becoming permanent.• The road was perceived to be far safer once the closure was in place than before the introduction of the closure.• Respondents suggested a range of different measures which could further enhance the closure.