Warrington Cycle Campaign Comments on
Proposed Bridgefoot Link Road
Contents
Introduction
This report follows a meeting between Peter Brett Associates and
Warrington Cycle Campaign on 21st November 2001 to discuss the
outline proposal to construct a link road from Brian Bevan Island
to Bank Quay Station as part of the Bridgefoot Environmental Enhancement Scheme.
Our views on the wider scheme are set out in
Warrington Cycle Network - The Core Kilometre [1].
This report focuses on the design of the link road.
While it is true that Bridgefoot is a major obstacle,
cyclists arriving from the south can currently avoid the
Bridgefoot gyratory by crossing the river using the blue bridge from
Brian Bevan Island (i.e. the proposed route of the bypass,
which is now very quiet).
The scheme is likely cause considerable extra severance for cyclists,
particularly at Brian Bevan Island due to conflicting cycle-vehicle manoeuvres
(right hand turns). Careful design will be needed to minimise the dis-benefits
to cyclists.
It will be important to apply the policies in the cycle strategy and the mode hierarchy.
Cycle Audit
All stages of the design process should be subject to cycle audit.
This has not been done to date.
The need for cycle audit is apparent, even at this early stage,
by the number of cycle hostile features present in both the
specifications and the design.
Carriageway Width
With a very busy road such as this it is important that vehicles (particularly HGVs)
are able to overtake cyclists safely while keeping to their own side of the road.
The proposed carriageway width of 7.3m would result in inadequate lane width for
this purpose. This would cause frustration by forcing drivers follow cyclists
for the whole length of the bypass, as there will be few opportunities to overtake
safely with heavy oncoming traffic.
A lane width of 4.25m is needed to enable HGVs to overtake cyclists with
sufficient clearance
(see Cycle-Friendly Infrastructure [2]).
This means that the carriageway should be 8.5m wide. If narrow lanes are desired
in order to keep traffic speed low then this can be achieved by painting
a wide hatched centre line, which vehicles can encroach while overtaking cyclists.
Central Islands
Centre islands cause much discomfort to cyclists and there is an
increased risk of a collision if drivers race cyclists to the island
or try to overtake within a limited lane width.
Unfortunately, the outline proposals include a number of central islands.
These should not feature in the design of the bypass.
If central islands are to be included then it is important that the lane
width should be at least 4.5m.
Junction Design
The junctions with side roads shown in the outline proposals appear to
feature an excessive radius of curvature resulting in huge bell-mouthed junctions.
This would make it difficult for pedestrians to cross and also permit vehicles
to turn at speed, which puts cyclists at risk. While a certain radius is necessary
to permit HGVs to turn the radii should be kept as tight as possible
while meeting this constraint.
The wider carriageway, described above, would also help HGVs to navigate tighter corners.
The design of these junctions should avoid the use of left hand filter lanes,
as these can result in cyclists being overtaken by traffic on both sides.
Left hand filter lanes are particularly bad when they are arranged such
that cyclists are forced to filter to the right in order to go straight on.
Where filter lanes are included these should be as narrow as possible to
discourage drivers from overtaking cyclists while turning.
Lane Widths on Blue Bridge
Ideally we would like to see an advanced stop line for cyclists at the eastern end
of the link road, with a 2m wide approach lane between the two general traffic lanes.
However, this may not be possible with the restricted space available on the blue bridge.
If the width of the bridge does not permit an ASL then the best arrangement
would be for the two eastbound lanes to be as narrow as possible (say 3m)
and a full-width (4.25m) westbound lane.
This arrangement will enable westbound traffic to overtake cyclists safely
and help eastbound cyclists by discouraging overtaking on the approach to the junction.
Brian Bevan Island
Currently, Brian Bevan Island is not too bad for cyclists as effectively
there are only 3 arms to the roundabout so there are few
conflicting cycle/motor-vehicle movements.
When the bypass is complete this will become more problematical.
There will be 4 major arms to the junction with a significant traffic flow
over the blue bridge and a large number of right-hand turn manoeuvres.
We would like to see the roundabout replaced by a signal-controlled crossroads
with each of the four approaches should have advanced stop lines installed.
Greenway Route
The greenway route crossing the (at present virtually traffic free) blue bridge
and following the path on the west side of the river to Mr Smith's
is currently a popular route used by cyclists heading to the town centre
from the south avoiding the Bridgefoot gyratory system.
This route will be severed by the new link road so a signalised crossing
should be installed at the western end of the bridge.
The route could also be improved by raising the path under the
railway bridge above flood level, providing lighting and widening the path.
Pedestrian Crossings
There are two opportunities for pedestrian routes linking the Centre Park development
to the town centre. These are at the path following the west bank of the river,
and along the original line of Slutchers Lane.
Signalised pedestrian crossings will be needed at both the points where
these routes cross the link road. These should cross the road in a single stage.
References
1. "Warrington Cycle Network -The Core Kilometre", Warrington Cycle Campaign, October 2001.
2. "Cycle-Friendly Infrastructure", Department of Transport / Bicycle Association / Cycling Tourist
Club / Institution of Highways and Transportation, 1995, reprinted 1997
Updated 17th January 2002
Pete Owens
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