Report of Head of Transportation Services On

BOROUGH OF POOLE

TRANSPORTATION ADVISORY GROUP – THURSDAY 20 SEPTEMBER 2007

REPORT OF HEAD OF TRANSPORTATION SERVICES ON

SCHOOL ZONES

1.Purpose of the Report and Policy Context

1.1To review the provision of school zones within the Capital programme in the light of experience of schemes implemented so far.

1.2The Capital programme implements schemes which support the Transportation Strategy and delivers the targets set out in the Local Transport Plan and Best Value Performance Plan.

2.Recommendations

2.1It is recommended that Members approve the approach to the provision of school zones described in this report for the remainder of the programme.

3Background

3.1At 13 November 2003 TAG Members approved a study to implement a strategy for establishing 20mph speed limits outside schools. The results of the study were presented to the 14 April 2005 meeting of TAG where Members approved a list prioritising 20mph zones for all 42 schools in the Borough.

3.2Implementation of a 20mph zone for each school was prioritised on the basis of:

3.2.1School Travel Plans, in order that these zones can be built into a holistic approach to school travel issues. Such plans are a demonstration of collaborative working and indeed their existence attracts additional Government funding.

3.2.2The Child casualty record outside schools.

3.2.3The appropriateness of such a zone to the school(s) location including the linking of school sites in close proximity.

3.3A programme of work was developed which is currently funded from the “Delivering Accessibility” section of the Local Transport Plan budget.

3.4To date a total of 11 No. of the higher priority schools have had 20mph zones implemented in their vicinity. These are at,

St Aldhelms VA CombinedCanford Heath FirstLongspee Special

Turlin Moor Community FirstCanford Heath MiddleSpringdale First

Turlin Moor Community MiddleHaymoor MiddleBroadstone First

Heatherland FirstManorside Combined

3.5The concept of 20 mph zones in Poole is now well established and considered to be beneficial and generally well received. However there are some sites such as busy bus routes or well used local distributor roads where it is difficult to justify the necessary associated measures such as speed humps or chicanes required to bring the speeds down at all times.

3.6Having implemented a number of 20mph zones outside schools it is now appropriate to review the future policy in this respect. In doing so several issues need to be considered:

Public Acceptance

3.7Although residents in the vicinity of schools in the Borough are generally appreciative of the benefits of a 20mph zone outside of schools, experience has shown that they do not necessarily approve of the means necessary to achieve this. Several of the schemes so far introduced in the Borough have generated some resistance from local residents.

3.8Most activity outside schools takes place at the start and finish of the school day, lunch times and times when the school might be used for other extended activities and when traffic speeds are low anyway due to congestion. It is at these times when the lower speed limits are most critical, rather than at other times such as weekends or during school holidays when the normal speed limit would be more appropriate.

3.9When considering 20mph zones in roads outside of schools it has to be taken into account whether these roads are actually used as a route to school, or if traffic volumes are so low to have a minimal impact on pedestrians.

3.10Under the heading “Variable Speed” limits in the DETR Circular 05/99 “20mph Speed Limits” it states that “Local traffic authorities can make variable mandatory 20mph speed limits under section 84 of the Road Traffic Regulation Act 1984.” These are limits that change between 20mph and 30mph depending on the time of day as specified in the speed limit order. While on the face of it this would appear to provide the ultimate solution it should be noted that when these variable limits were monitored in trials outside schools very little reduction in speed was observed. In published guidance on speed limits (Circular Roads 1/2006) the Government signals its support for 20mph limits and zones in residential areas and around schools, but it makes no specific mention of part time limits.

Enforcement

3.11The current view of the Police is that 20mph zones and limits should be self-enforcing. This means that the majority of limits and zones would require traffic calming features. Not only is this restrictively expensive but with many schools on classified roads such features - road humps or chicanes – would not be appropriate. In addition, the fact that traffic calming features are permanent means they might well be resented by drivers and local people alike who are impacted by the continual slowing down and accelerating away during other than school times for no apparent reason. Where schools are in close proximity to residential areas, it is vital that the solution developed is accepted by all in the community.

3.12It is interesting to note that outside most schools, the congestion caused by parents picking up or dropping off children, combined with large numbers of pedestrians and cyclists, often creates a slowing of traffic at the very time that it is most needed.

3.13Records do not show a significant child casualty problem outside Poole Schools. Where such a record is identified, the current Council criteria for utilising traffic calming and 20mph zones as a road safety scheme, and based on reported personal injury collisions, remains robust and should continue.

3.14An advisory 20mph speed limit does not change the legal speed limit to 20mph, it only advises drivers not to go above 20mph.

3.15Until the DfT permit the use of advisory 20mph speed limits in England we cannot consider their use outside schools here.

Proposals

3.16It is clear that a reduction in speed outside schools is most marked when there is the creation of a 20 mph zone. The policy will therefore be to continue with the implementation of such zones where appropriate.

3.17However for school locations where a 20mph zone is inappropriate due to either public acceptance or enforcement issues as stated above it may be possible to create a “School Zone”. This could comprise an entry treatment on each approach to the zone including signs advising motorists to slow down. The use of timer activated signs would be advantageous as these could be switched off when the school is not operating to minimise the impact on local traffic at these times. The concept of school zones being recognisable would therefore be consistent throughout the borough area.

3.18These principles were followed for the design of a “School Zone” at Lilliput First School, which was approved at the 27 July meeting of this Group, and recently implemented on site.

Julian McLaughlin

Head of Transportation Services

Name and Telephone Number of Officer Contact:

Graham Spicer (01202) 262072

TAG200907T3A

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