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Division(s): Oxford Headington

ITEM TIC11

TRANSPORT IMPLEMENTATION COMMITTEE – 4 MARCH 2004

OXFORD, OLD HEADINGTON – PROPOSED TRAFFIC CALMING SCHEME

Report by Head of Transport

Introduction

  1. The City Council has designed and is promoting a traffic calming scheme in Barton Lane, Oxford. Barton Lane is part of an identified cycle route linking Marston to Barton and the ring road. The scheme is to be funded by developer contributions.

    2. The Proposal

  2. The scheme consists of a road narrowing at each end with a combination of road humps and raised junction tables between them. Road humps have been used in the scheme, as there is insufficient road width for speed cushions. The scheme is shown at Annex 1 (download as .doc file).

    3. Consultation

  3. Consultation was undertaken between 30 October and 21 November by means of street notices and letters to local residents. In addition local City and County Councillors were consulted on details of the scheme.

  4. In total 34 responses were received. Of these 7 supported the proposal, 21 supported with reservations and 6 opposed. Comments received are set out at Annex 2 (download as .rtf file) together with officer comments.

  5. Of those supporting with reservations their main concerns were on three issues:

    • at the narrowings congestion would be caused by traffic that did not have priority and that opposing traffic, with priority, could be travelling faster. There was also added concern that the narrowing proposed outside 43 Barton Road was too close to the bend, where Barton Road joins Barton Lane. This particular issue is discussed in paragraph 7;

    • the raised junction tables were unnecessary and should be replaced with additional road humps;

    • that traffic would divert from Barton Lane into the side roads, Chestnut Avenue and Ash Grove, in order to avoid some of the calming features.

  1. A traffic calming scheme, which includes the use of road humps or speed cushions requires an "entry" treatment. This is a feature such as a narrowing or junction at which traffic is required to slow. This helps ensure that traffic does not approach the hump or cushion at too great a speed. Traffic entering the scheme from the west, ie from St Andrews Road, has right of way through the junction with Old High Street. The road narrowing to the east of the junction is required therefore to provide the "entry" treatment and thus slow traffic.

  2. The narrowing outside 43 Barton Road is required for a similar reason. However, concerns have been expressed about its proximity to the bend, by a number of respondents, and by the occupiers of 43 Barton Road in respect of access and egress from their property. While I am satisfied that the narrowing is a sufficient distance from the bend I do agree that its proposed position will cause some problems for the occupiers of 43 Barton Road. As the bend itself can be used as an "entry" treatment. I propose that the narrowing at 43 Barton Road not be included in the scheme.

  3. Site observation does suggest that a significant proportion of traffic on this route travel at an inappropriate speed around the bend. I propose therefore that the carriageway on the bend is raised, in the same way as a junction table, to assist in slowing vehicle speeds. These proposed changes are shown at Annex 3 (download as .doc file).

  4. Comment has been made to the effect that the raised junction tables are unnecessary as traffic turning into Chestnut Avenue and Ash Grove are already slowing to make the turn. While this is true the raised junction tables also slow traffic on the main route, ie Barton Lane, and are in effect acting as a road hump.

  5. The potential for traffic diverting off Barton Lane into Chestnut Avenue or Ash Grove does exist but is considered to be small due to the narrowness of these roads and parked vehicles. It is however not possible within the available budget to treat a wider area. If the scheme is introduced this situation will be monitored and the results reported to the Executive Members for Transport and Sustainable Development after 12 months.

    6. Financial and Staff Implications

  6. There are no financial implications as the scheme is being funded wholly from developer contributions and no staffing implications.

    7. RECOMMENDATIONS

  7. The Committee is RECOMMENDED to agree the implementation of the amended scheme as shown on drawing No MP/4/122 in Annex 3 to this report.

DAVID McKIBBIN
HEAD OF TRANSPORT

Background papers:

Contact Officer: John Cramer Tel: Oxford 815963

26 February 2004

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