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Tuesday, 04 February 2020 01:16

Bus stop assesment Featured

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Please find the reasons i feel that the following stops are unsafe and require a full assessment.

Old post office Bognor. .


Yellow stop line is located mid way between kerbs on left turn junction. This means proper position provides no pavement.
The opposing stop location is not suitable distance from stop (180m away).
Parking of vehicles across from stop on double yellow lines outside lock shop cause narrow road and cause blind junction

This stop fails the SOP on the following points

    • Proximity to adjacent junctions
    • The position of the boarding and alighting zone should  avoid gullies
    • On-street parking
    • Allow the bus to line up parallel and within 200mm of and parallel with the kerb
4.3    Siting stops on the upstream side of side road junctions should be avoided.
7.1    Where a bus stop is to be located close to a junction, the preferable location for it is on the leaving side of the junction. This has the advantage that the presence of the junction keeps the approach to the bus stop clear of parked vehicles.  Bus stops should be positions 15m clear of the junction with an absolute minimum of 8m.
7.3    Extra consideration needs to be given to stops at locations such as this where it is likely that two buses could arrive at the same time. In such circumstances, additional length needs to be provided for the buses to clear the junction.
9.1    Convenience of access to buses requires that the bus draws up close to and parallel with the edge of the foot way so that passengers can step easily across between the kerb and the bus platform. For many passengers serious difficulty arises if they are obliged to enter or leave the bus from carriageway level.


Church Farm (wooden shelter):

 

Designed for rear loading buses.
To horizontally serve stop requires people being off loaded into bushes with no pavement.
Serving flag and shelter requires complete blocking of road.
Opposing bus stop is located on sea lane.
This stop fails the SOP on the following points
    • Proximity to adjacent junctions
    • The position of the boarding and alighting zone should  avoid gullies
    • Footway or verge width
     • Allow the bus to line up parallel and within 200mm of and parallel with the kerb
4.3    Siting stops on the upstream side of side road junctions should be avoided.
5.2    The bus stop flag indicates to passengers where they should wait and serves as a marker to drivers to indicate where the bus should stop. These guidelines are based on the bus stopping with the front of the doors in line with the flag and passengers boarding from the downstream side of the flag.
7.1    Where a bus stop is to be located close to a junction, the preferable location for it is on the leaving side of the junction. This has the advantage that the presence of the junction keeps the approach to the bus stop clear of parked vehicles.  Bus stops should be positions 15m clear of the junction with an absolute minimum of 8m.
9.5    Typically footway widths should be a minimum of 2 metres in existing conditions, this is the width of footway needed is defined by the space required for a wheelchair or pushchair to manoeuvre.




Willow hale surgery - Pryors lane Bognor.


Stopping causes bus to block the side road, designed for rear loaders. This stop fails the SOP on the following points
    • Proximity to adjacent junctions
    • Bends or crests in the road
     • Allow the bus to line up parallel and within 200mm of and parallel with the kerb
5.2    The bus stop flag indicates to passengers where they should wait and serves as a marker to drivers to indicate where the bus should stop. These guidelines are based on the bus stopping with the front of the doors in line with the flag and passengers boarding from the downstream side of the flag.



Boxgrove.


Speed tests used at opposing stop over 100m away.
Line of sight from bus driver to stop is approx 50ft at 20 mph
Stop places bus at curve on double white lines.
Stop can not be served parallel to curve
Step to bus is on a slope.
Better location would be opposite opposing stop on priory close. 

This stop fails the SOP on the following points

Section 3
    • Bus driver and waiting passengers are clearly visible to each other
    • Proximity to adjacent junctions
    • The position of the boarding and alighting zone should  avoid gullies
    • Bends or crests in the road
    • Footway or verge width
    • Allow the bus to line up parallel and within 200mm of and parallel with the kerb
Section 4
4.1    Stops should not be sited on the inside of bends as this can cause potential problems with bus driver visibility in mirrors when pulling away and restricts the forward visibility of following traffic.

4.2    Stops should not be sited on or the approaches to crests unless there is sufficient width to pass without conflicting with oncoming traffic (9m road width is sufficient in most cases).

4.3    Siting stops on the upstream side of side road junctions should be avoided.
5.2    The bus stop flag indicates to passengers where they should wait and serves as a marker to drivers to indicate where the bus should stop. These guidelines are based on the bus stopping with the front of the doors in line with the flag and passengers boarding from the downstream side of the flag.
9.5    Typically footway widths should be a minimum of 2 metres in existing conditions, this is the width of footway needed is defined by the space required for a wheelchair or pushchair to manoeuvre.

Reference the publicly available document 3006672
Section 2. The stop is on exit of a bend contrary to the report.
section 4. The sight distance is less than the 59
Section 5. The speed measurement argument for the 27m sight line is taken from an area 100m away in a 30mph narrowed zone. This area reportedly recorded a speed of 23.3 mph, above the 20mph limit. 
Section 6. the stop is on a bend exit, hence no parking exists but is on a desire line to overtake cars parked on the northern exit.
section 9. the report states the road is on a bend.
section 11. to pass the bus requires vehicle to negotiate a blind right hand bend double white line.
section 12. report states comparatively low usage, is this passengers or cars?
section 15. the report states site lines within 50m of proposed bus stop affected by any street furniture, vegetation, buildings or any other factor are unaffected, this only applies to straight road not to see the bus approaching from round the bend.
section 17. states distance from bends "Marginally met for a 30mph speed limit and fully met for a 20mph speed limit " but report states average speed is over 20mph at measurement point 100m away and road is actually a 30mph road. 
Section 20. "Shallow foot way channel  and small area of crazy paving to be  crossed to access the bus – Not a Safety Issue " the crazy paving is a slope and therefore unsuitable distance for wheelchairs allowing for exiting from ramp on level surface.
Section 27. "However  buses would need  to align with the pavement  when stopping  in order that passengers can board and alight safely " buses are unable to stop aligned flat with kerb.
Section 30. "The applicants would need to satisfy themselves  that  their drivers  can stop at  the proposed  bus stop  sufficiently parallel to the kerb such that  passengers can board and alight  from the bus safely. " while the bus doors can align with the kerb, the length of the bus will not be flush with the kerb.
In summary, the report is flawed and presents a danger and failure to meet with SOP on many counts. No Impact assessment provided.

Read 213 times Last modified on Thursday, 13 February 2020 21:14

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