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Issues
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Controlled crossings
Main issues highlighted were
- lack of time to cross
- the crowded nature of crossings. Disabled and older people are often brushed aside by people in a hurry and more able to move quickly. They end up being the last to start crossing and least able to cross in the allocated time.
- Far-side pedestrian crossing indicators not available (only nearside ones)
- Tactile rotating cones not always accessible to those who need these, as too many pedestrians crowding around the push button control.
Lack of adequate crossing places
- Dropped kerbs or absence of are a problem throughout Bath. Quite often you get one at one side of the road and then there isn’t a corresponding one on the opposite side.
- Dropped kerbs site in the wrong place to give a clear view.
Side road crossings
Side road junctions with large junction radii allow motor vehicles to go faster around corners, and create longer distances for pedestrians to cross.
- Many side road crossings do not have dropped kerbs or step-free crossings provided.
- Many dropped kerbs are poorly formed, with no tactile warning paving and quite often poor drainage leading to ponding at the junction with the roadway.
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Examples
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- Green Park Road crossing: Signalised junctions such as at Green Park Road are commonly perceived as not providing enough time for pedestrians to cross.
- Southgate Car Park pedestrian crossing: This section of crossing is an extension of the signalised crossing to the entrance to Southgate car park, but has no signals itself relying on signals further down the road to stop vehicles. It requires pedestrians to view traffic lights at a distance (if one had this information in the first place) and is particularly dangerous for visually impaired and slow moving pedestrians.
- Crossing Northgate Street and Walcot Street: This is a confusing stretch of street to cross in a busy pedestrian shopping environment with motor traffic flow through it. It is a narrow stretch of street allowing traffic in both directions with each flow of uni-directional traffic controlled by signals. However, it is not clear to pedestrians which direction of traffic is going to emerge, especially as the set of signals is around a bend and not visible to pedestrians attempting to cross.
- Monmouth Street crossing: This is the only signalised crossing point provided at the junction of Chapel Row at Monmouth Street, but you have to cross over to a small isolated pedestrian island to get to this crossing. In addition, it is extremely narrow making it less visible and highlighting the vulnerability and lack of priority given to those crossing. The other three arms of this junction do not even have dropped kerbs to allow informal crossing.
- Queen’s Square: There is no controlled crossing provided to get to Queen’s Square which is surrounded by a one-way fast moving motor traffic road. Wide turning corners do not encourage drivers to slow down to allow pedestrians to cross. While many pedestrians use informal crossing opportunities, those with visual impairments, mobility impairments need secure crossing points, otherwise they are effectively excluded from using the Square.
- George Street: Only one controlled crossing is provided and the two junctions with Gay Street and Broad Street have no crossing points provided and are dangerous to cross.
- St Paul’s Place: no dropped kerbs to cross
- Side road crossings with large junction radii making it difficult to cross. No tactile paving provided
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Recommendations
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- Side road crossings should be designed to provide pedestrian priority with small junction radii and preferably level across the junction with blister tactile paving wherever carriageway and footway meet at the same level.
- Signal controlled crossings should be reviewed in key locations to ensure adequate width of crossing for pedestrian traffic, control buttons posts both sides of crossing, adequate crossing time provided for volume of pedestrians at peak times, waiting times reduced to ensure pedestrian safety and convenience.
- Many more controlled crossing should be introduced across busy vehicular streets with zebra crossings on streets where traffic flows and speeds are lower and signal controlled crossings where motor traffic speeds and volumes are higher.