KESWICK TOWN CENTRE ENVIRONMENTAL IMPROVEMENTS …€¦ · Kingmoor Business Park Carlisle CA64RJ Tel: 01228 673065 ... 1.1 This report results from a Stage 1 Road Safety Audit carried

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CAPITA SYMONDS

KESWICK TOWN CENTRE ENVIRONMENTAL IMPROVEMENTS

PHASE 4

STAGE 1 ROAD SAFETY AUDIT

Audit Number: IFF 9026 / 01 /04

Project Client:

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-----------------------------------------January 2005

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KESWICK TOWN CENTRE CAPITA SYMONDS ENVIRONMENTAL IMPROVEMENTS PHASE 4


Stage

Prepared

Approved

KESWICK TOWN CENTRE ENVIRONMENTAL IMPROVEMENTS

PHASE 4


Prepared by

CAPITA SYMONDS

Name Signature Date

Roy Pickles

Carole Hastings

o Distribution List

1. Raef Sad a

2. Transport Policy

Slalus: DRAFT Rev 0 January 2005

2 copies

File Copy

Kevin Nicholson Principal Consultant

Capita Symonds The Capita Building

Kingmoor Business Park Carlisle

CA64RJ Tel: 01228 673065

Email: [email protected],uk

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KESWICK TOWN CENTRE

ENVIRONMENTAL IMPROVEMENTS PHASE 4


CONTENTS

1 Introduction

CAPITA SYMONDS

1

2 Items raised by previous audits or reports 2

3. Items raised by this audit 5

4. Audit Team Statement 7

Appendix A: Drawing and Documents Provided

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KESWICK TOWN CENTRE CAPITA SYMONDS



1 INTRODUCTION

1.1 This report results from a Stage 1 Road Safety Audit carried out on Lake Road in Keswick Town Centre. The audit was requested by the Implementation Team of Capita Symonds and was carried out during December 2004.

1.2 The Audit Team consisted of:

Team Leader:

Team Member:

Roy Pickles, Consultant, Transport Policy Safety Team, Capita Symonds, Carlisle.

Kevin McGeough, Senior Consultant, Transport Policy Studies Team, Capita Symonds, Carlisle.

1.3 The audit took place in the offices of Capita Symonds, Kingmoor Park, Carlisle. Visits were made to the site on 29 November and 6 December 2004. Appendix A lists the drawings and information provided for the audit and includes a list of any significant reference documents. All comments and recommendations are referenced to the design drawings

1.4 The terms of reference for this audit are as described in HD 19/03 in the Design Manual for Roads and Bridges. The Team has reported only on the road safety implications of the scheme as presented and has not examined or verified the compliance of the design to any other criteria.

1.5 Within this report traffic signs will be described either by their reference numbers on the drawings or by their diagram number within the Traffic Signs Regulations and General Directions 2002 (TSRGD Diagram No).

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2 ITEMS RAISED BY PREVIOUS AUDITS OR REPORTS

2.1 The auditors are aware of a number of other audits for the various phases of the town centre improvements. The following have been considered as part of this Audit:-

Keswick Market Place & Market Square Enhancements, Stage 1 Road Safety Audit, Study No. 31986/1, February 2000.

Keswick Town Centre, Environmental Enhancement Proposals Phase 1, Stage 2 Road Safety Audit, September 2002.

Keswick Town Centre, Environmental Enhancement Proposals Phase 1, Stage 3 Road Safety Audit, June 2003.

Keswick Town Centre, Environmental Improvements Phase 2, Stage 2 Road Safety Audit, November 2003

Keswick Town Centre, Environmental Improvements Phase 3, Stage 2 Road Safety Audit, July 2004

2.2 The previous Audits refer to 3 basic safety issues with the whole scheme. These appear below in italics, any further comment will be in normal type.

2.3 The signed 'Pedestrian Zone' is still rarely traffic free. The mix of pedestrians expecting a traffic free area and vehicles, many needing to reverse, driving amongst them suggests a high potential for accidents.

However, until recently, there were no Personal Injury Accidents within the Zone. An incident happened recently where a pedestrian on the footway was injured by a reversing van. This happened on a market day when traders are exempted from the usual restrictions for the Zone.

It is recommended that the final phase(s) of the scheme be completed to give a better overall pedestrian 'feel' for the Zone. At the same time the existing restrictions be enforced to reduce the number of vehicles using the Zone during the restricted hours. This situation needs to be monitored and further restrictions imposed if necessary.

Construction of the current Phase (4) will complete the scheme as recommended above and will give the better overall pedestrian 'feel' for the zone which is called for. However, the materials used in the previous phases make for a clear distinction between the 'footway' and the 'carriageway', but unfortunately the levels do not, and exempted vehicles are driving onto and parking on the 'footway' where pedestrians might believe that they would not come in conflict with vehicles. With the exception of one plastic litter bin, the opportunity to place street furniture to deter use by vehicles has regrettably not been taken.

Also, the widths of the 'carriageway' are only suitable for one-way traffic flow.

It is vital that these faults are not repeated in Phase 4.

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2.4 The 'Entry Points' to the Zone in Derwent Close and Lake Road, and the 'No-Entry' outside the Dog and Gun on Lake Road, were expected to lead to accidents as vehicles could legitimately approach the points and then being unable to turn around in the highway might contravene the restrictions. No turning facility has been provided at any location.

2.5

2.6

As in the Zone itself, referred to in 2.3 above, the dangers inherent in all classes of motor vehicle attempting to turn around using forward and reverse gears in the presence of pedestrians who may not be expecting vehicles, and in a confined space, are obvious. However, it is noted that there have been no Personal Injury Accidents at any of the locations since the introduction of the experimental order.

Again it is recommended that the situation at each location be monitored.

Refer Section 3, below, re 'No Entry outside the Dog and Gun'.

The Trip Hazard' continues to be a problem within the Zone. Anecdotal evidence suggests that the most likely location for tripping is around the Moot Hall where the kerb upstand varies from 0 to 50mm linearly over a short distance. It is also likely that trips are occurring at the varying kerb upstand created by the new footway surfacing and the existing blacktop carriageway surfacing.

There is a proposal to put litterbins or similar street furniture adjacent to the linearly varying upstand around the Moot Hall to dissuade pedestrians from walking along the kerb at these locations.

Again it is recommended that the final phase(s) of the scheme be completed to give a better overall pedestrian 'feel' for the Zone and to remove the unintentional varying kerb upstands. The situation of the 'trips' needs to be monitored more closely and further solutions to the problem should be implemented if necessary.

Again refer Section 3, below, re 'kerb height'.

From Phase 1 Stage 3 RSA

3.13 PROBLEM

LOCATION: Junctioll of Lake Road with Denvelll Street

There is a 'Straight Ahead Arrow' carriageway marking ill Lake Road at the junction with De/wellt Street and a 'Vehicular Traffic Must Tum Right Ahead' sigil (TSRGD 02 diag. 110. 609 var) partially hidden by the telepholle box in the Lake Road spur. The 'Two Way Traffic on Route Crossing Ahead' sign (TSRGD 02 diag. no. 522) located infront of the wall of the 'Jennings' Public House' contradicts both of them. (See Photograph 3)

The hazard arises if a driver travelling along Lake Roadfrom the Market Place or tuming right out of the spur believes that no one will be tuming right out of Denl'elll Street. The carriageway and 'tum right 'signs are linked to the previous 'One-Way' Order on Lake Road.


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CAPITA SYMONDS

(See Also Problem 3.6 alld Recommelldatioll 1 ji-omthe Stage 3 RSA) The recommelldatiolls below must be read ill cOlljullctioll with each other.

RECOMMENDATION (from 3.13)

It is recommellded that if the reduced lellgth of 'Olle-Way' street by the Dog alld GUll Public House is to remaill, thell the 'arrow' carriageway markillg is removed alld replaced by olle at the start of Borrowdale Road. Also the Turn Right' sigil should be removed ji-om behilld the telepholle box ill the Lake Road spur.

RECOMMENDATION 1 (from 3.6)

It is strollgly recommellded that this reduced lellgth of olle-way street be recollsidered. It may be more appropriate to allow the limited Ilumbers of vehicles that would bejusti}ied ill elllerillg the zOlle ullder the existillg Order, to ellter the zOlle at De/~velll Close alld proceed through the Market Place alld alollg Lake Road 011 a clearly defilled vehicular track.

A driver travelling northeast up Lake Road towards its junction with Lake Road at George Fisher I Fiat Keswick Motor Co. Ltd., can see contradictory signs, Turn Right Ahead (Diag. 609) on the nearside, and Two - Way Traffic Across (Diag. 522) at the head of the junction. (refer Photo 3).

Neither sign is really appropriate and should be removed now the scheme is permanent. The one-way arrow road marking needs to be moved south of Derwent St.

Traffic Signs, Lower Lake Road


Photo 3


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CAPITA SYMONDS

3 ITEMS RAISED BY THIS STAGE 1 AUDIT

3.1 PROBLEM

Location: Existing 'No Entry' with signs to Diag. 616 at the bend outside The Dog and Gun.

Summary: Reference is made to para 2.4, above. The initial 'Pedestrian Zone' restriction is outside the Congregational Chapel some 35m away, which only allows permitted vehicles through outside the prohibited hours (10:00am to 4:00pm). These are most likely to be delivery vehicles (for loading and unloading). On reaching the 'No Entry' point drivers should have available a turning facility within the highway to allow them to exit in a forwards direction and this is not the case. This then requires manoeuvring such that pedestrians are in danger (photo 1 refers). However, speeds are likely to be low.

RECOMMENDATION Make Lake Road one-way through from Market Square to the continuation beyond Derwent Street, or at least to the Pedestrian Zone limit outside the Chapel, or purchase sufficient forecourt land to enable the provision of a sub-standard turning head outside Lakeland.

The Exceptions Report for Phase 1 Stage 3 agreed to Recommendation 2 of para. 3.6, the erection of a sign to Diag. 816, No Through Road for vehicular traffic, where Lake Road meets Borrowdale Road I Derwent Street. This sign has not been provided and should be.

3.2 PROBLEM

Location: Kerb Height, full length of scheme, from Market Square to Derwent Street.

Summary: Refer to para. 2.5 above. In previous phases of the Town Centre scheme, vertical displacement along the line of the kerb is generally flush or alternatively about 50mm. Where it is flush it will encourage vehicle overrun. Where it is 50mm it is virtually a 'trip'. A trip for public liability purposes is generally accepted to be 20mm, whereas a normal kerb face is 100mm (SO 1110 I Am.O). This leaves a 'grey' area between 20mm - 1 OOmm which would be difficult to defend in court.

Whilst on site the auditor was accosted by a couple who had been to the Town Hall to complain about seeing an elderly lady have a bad fall over a low kerb, and about the inconsistency of the levels in the pedestrian area. Inquiries were made at the Town Hall, the response being that there had been about 5 complaints about falls and that some of the injuries were quite severe. The receptionist said, "they think it's level, and it's not". She also said that they were all passed on to Cumbria Highways. The "Old Friars of Keswick" sweet shop was a recurrent location for falls. (Photo 2 refers)

The Experimental Order was made on 23rd February 2001, and was made permanent on 3rd June 2002. On Phase 4 the existing kerb face is generally 50mm - 60mm, with some 70mm - 80mm.



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Turning vehicle at 'No Entry' point

CAPITA SYMONDS

Photo1

Friars sweet shop, Market Place Photo 2

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RECOMMENDATION

CAPITA SYMONDS

That a date be set for a review of this scheme (to include this and any other problems or issues which might have arisen), say 5 years from inception. This would be a Report to Allerdale Local Committee. The appropriate recommendation might be to take out the 50mm kerb and make a flush join (in order to cope with threshold levels) if that is felt to be appropriate. But also to provide street furniture to constrain vehicle paths and increase pedestrian safety.

This type of accident will by its very nature continue to happen.

On Phase 4, consistent with threshold levels, attempt to achieve as close as possible to the 'normal' kerb face of 100mm.

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5 AUDIT TEAM STATEMENT

CAPITA SYMONDS

I confirm that this Audit has been carried out in accordance with the guidelines in HD 19/03.

AUDIT TEAM LEADER

Roy Pickles Consultant Transport Policy Safety Team Capita Symonds Carlisle.

AUDIT TEAM MEMBER

Kevin McGeough Senior Consultant Transport Policy Studies Team Capita Symonds Carlisle.


Signed:

Date:


•

APPENDIX A

Drawings and Documents provided:

Drawing No. IFF 90261 ESTIMATE Keswick Town Centre Environmental DRAWING Improvements Phase 4

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