LBPN Lambeth
Review of Clapham Park Road
Eastbound Bus Lane
May 2007
LBPN Lambeth
Review of Clapham Park Road,
Eastbound Bus Lane
JOB NUMBER: 4411274.514
DOCUMENT REF: Clapham Pk Rd - Bus Lane
Review - Report RevA.doc
A Revised
Draft
Report
KK/KS TKG
EC
SH May
07
-
Draft Report
KK/ST
KK
SH
TKG
Mar 07
Originated
Checked
Reviewed
Authorised
Date
Revision
Purpose
Description
LBPN LAMBETH
Review of Clapham Park Road Eastbound Bus Lane
Contents
Section
Page
1.
Introduction 1-1
Background
1-1
Objectives
1-1
Description of Bus Lane
1-2
2.
Site Information
2-1
Site Assessment
2-1
Existing Documentation of Bus Lane
2-2
Traffic Orders
2-3
Bus Services
2-4
Bus Lane Enforcement
2-4
Stakeholder Meetings
2-5
3.
Traffic Surveys
3-1
Accident Data
3-1
Bus Occupancy Data Survey
3-2
Journey Time Surveys
3-3
Waiting and Loading Survey
3-8
Queue Length Survey
3-9
Occupancy Rates Survey
3-10
4.
Conclusions and Recommendations
4-1
Conclusions
4-1
Recommendations 4-2
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List of Tables
Table 2.1 – Frequency of Bus Services Eastbound along Clapham Park Road
2-4
Table 2.2 – Number of PCNs Issued (Oct 05 – Sept 06)
2-5
Table 3.1 – Summary of Three Year Accident History
3-1
Table 3.2 – Accident Location Summary
3-1
Table 3.3 – Average Car Journey Times (min:sec)
3-5
Table 3.4 – Average Car Delay Times (min:sec)
3-6
Table 3.5 – Average Bus Run and Journey Times (min:sec)
3-7
Table 3.6 – Average Bus Stop Dwell Times or Junction Delays (min:sec)
3-7
Table 3.7 – Bus and Car Journey Time Comparison (min:sec)
3-8
Table 3.8 – Results of Parking Beat Survey
3-9
Table 3.9 – Queue Length on Eastbound Approach to Bedford Road (metres)
3-9
Table 3.10 – Occupancy of Vehicles Legally Using Clapham Park Road Eastbound Bus
Lane
3-10
List of Figures
Figure 1.1 – Location Plan of Eastbound Clapham Park Road Bus Lane
1-1
Figure 1.2 – View of the Approach to the Bus Lane
1-2
Figure 2.1 – View of the Missing Red Surface within the Bus Cage
2-1
Figure 2.2 – View of the Removed Linemarking at the End of the Bus Lane
2-2
Figure 3.1 – Summary of the Passenger Activity at the Bus Stop in the Bus Lane
3-3
Figure 3.2 – Car Journey Time (km/h)
3-5
List of Appendices
Appendix A – Existing Layout and TMOs along Clapham Park Road Eastbound Bus Lane
Appendix B – Description of TMOs along Clapham Park Road
Appendix C – Accident Analysis
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1. Introduction
BACKGROUND
1.1
The City of London Corporation, in conjunction with the London Borough of Lambeth
(LB Lambeth) have commissioned Atkins to undertake a review of the eastbound bus
lane on Clapham Park Road between Northbourne Road and the approach to
Bedford Road.
1.2
The study involved an investigation into the effectiveness of the bus lane and
included an assessment of the current loading facilities.
OBJECTIVES
1.3
The objectives of the project are to:
♦ Ascertain if the bus lane is legal and enforceable;
♦ Measure the effectiveness of the bus lane;
♦ Propose methods to improve the effectiveness of the bus lane;
♦ Assess the impact of the bus lane on the performance of the corridor;
♦ Propose methods to improve the performance of the corridor without significantly
reducing benefits to buses; and
♦ Assess the benefits of the bus lane for bus passengers and operators.
1.4
A location plan showing the extent of the bus lane is shown below in Figure 1.1.
Figure 1.1 – Location Plan of Eastbound Clapham Park Road Bus Lane
N
Legend
Bus Lane Review Study Area
This drawing is based upon a reproduction of the Ordnance Survey mapping with the permission of the Controller of Her Majesty’s Stationery Office Crown Copyright.
Unauthorised reproduction infringes Crown Copyright and may lead to prosecution or civil proceedings. WS Atkins (Services) Limited, Account/Licence No. AL549827
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DESCRIPTION OF BUS LANE
1.5
The bus lane is currently located on Clapham Park Road in an eastbound direction
between Northbourne Road and the approach to Bedford Road. The bus lane, first
introduced in March 1986, is approximately 55 metres long and operates on Monday
to Saturday between 7am and 7pm. Buses that utilise this bus lane include Routes
35, 37, 137 and 417.
1.6
The bus lane incorporates one bus stop and has a ‘No Waiting and No Loading At
Any Time’ restriction indicated over the full length.
1.7
Both pedal cycles and taxis are permitted to use the bus lane.
1.8
A general view of the approach to the bus lane is shown in Figure 1.2 below.
Figure 1.2 – View of the Approach to the Bus Lane
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2. Site
Information
SITE ASSESSMENT
2.1
A site assessment was undertaken in December 2006. Details of all linemarking and
signage were recorded in both directions on-site between Northbourne Road and
Bedford Road.
2.2
An existing layout is shown on drawing number 4411274/514/001 in Appendix A.
2.3
There is an inset parking bay downstream of the bus lane which enables parking,
without causing delays to buses.
2.4
The site assessment identified that a section of red surface marking within the bus
cage was missing. Part of the solid white line demarcating the bus lane, of
approximately 4.3 metres long, has been removed after the bifurcation arrow
linemarking and bus cage, however, it is still partially visible. The red surface
continues for the 4.3 metres. These issues are highlighted in Figure 2.1 and Figure
2.2.
Figure 2.1 – View of the Missing Red Surface within the Bus Cage
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Figure 2.2 – View of the Removed Linemarking at the End of the Bus Lane
EXISTING DOCUMENTATION OF BUS LANE
2.5
The eastbound bus lane was made permanent in July 2000 and extended from 25
metres east of 173/175 Clapham Park Road to 2/3 Ascot Parade. The operational
hours were ‘Monday–Friday, 7–10am and 4–7pm’.
2.6
In 2003 Atkins undertook a review of the bus lane as part of a London Bus Initiative
(LBI) Study along Route 35 including both sides of Acre Lane and Clapham Park
Road. The study covered all stages of the scheme including waiting and loading
reviews, interim design, consultation and detailed design.
2.7
This study proposed the following changes:
♦ Extension of operational hours to ‘Monday to Saturday, 7am–7pm’ for the bus
lane along eastbound Clapham Park Road;
♦ Changes to the waiting and loading restrictions to correspond with the proposed
changes to the bus lane operational hours; and
♦ Relocation of parking along eastbound Clapham Park Road and the introduction
of inset parking.
2.8
As a result of this study, changes to the eastbound Clapham Park Road bus lane
have been implemented.
2.9
These changes were first introduced as an experimental scheme in April 2003 before
being made permanent in June 2004.
2.10
Furthermore, the bus lane was reduced in length by 21 metres from the eastern end
and the TMO was made permanent in September 2005. It is likely that this was to
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Review of Clapham Park Road Eastbound Bus Lane
enable vehicles to access the inset parking bays located towards the end of the bus
lane.
TRAFFIC ORDERS
2.11 All Traffic Management Orders (TMOs) relating to the bus lane and waiting and
loading along Clapham Park Road between Abbeville Road/ Park Hill and Bedford
Road were obtained from LB Lambeth.
2.12 The extent of the TMOs are outlined on the existing layout drawing shown in
Appendix A. Tables showing the detailed extent and exact locations of each of the
individual orders are shown in Appendix B.
Bus Lane Traffic Orders
2.13
The signing, linemarking and TMO location is shown in Drawing 4411274/514/001 in
Appendix A.
2.14
The current Bus Lane Traffic Order indicates that the bus lane is located between 28
metres east of the eastern wall of properties 173/175 Clapham Park Road and 24
metres west of the boundary between properties 191 to 215 and 1 to 11 Ascot
Parade. The bus lane is operational ‘Monday–Saturday, 7am–7pm’ This order was
made permanent on 19th September 2005.
2.15 The solid white line road markings indicate that the bus lane ends approximately
three metres short of the location prescribed in the TMO. Transport for London’s
(TfL) Traffic Enforcement Camera Operations’ (TECO) tolerances for bus lanes state
that bus lane linemarking ‘should not be more than 5m outside the exact location
specified in the TMO and not more than 15m inside’. Therefore, although there is a
slight difference in the TMO location and bus lane linemarking, the bus lane is
enforceable.
2.16
The bus lane signage is consistent with the TMO.
Waiting and Loading Traffic Orders
2.17 The waiting and loading signage and linemarkings are provided in Drawing
4411274/514/001 in Appendix A.
2.18 The TMOs were compared with the on-site assessment of the signage and
linemarking.
2.19 Along the eastbound lane, between the inset parking bay and the junction of
Clapham Park Road/ Bedford Road, the TMO prohibits waiting and loading at all
times. There is one sign related to this restriction as well as appropriate linemarkings
(double yellow lines) along this section. The double yellow linemarking however
overlaps with the TMO that applies to the adjacent inset parking area by
approximately four metres.
2.20 Between the inset parking bay and the eastern end of the bus lane, the TMO
prohibits waiting and loading between ‘Monday-Saturday, 7-10am and 4-7pm’. Two
signs present in the recessed bay state that pay and display parking is permitted
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here between ‘Monday to Friday, 10am-4pm’. Although the parking TMOs were not
consulted, these signs are consistent with the waiting and loading TMOs for this
area. There is approximately a one metre overlap between the waiting and loading
restrictions for this section and the double yellow line marking and bus cage
surfacing at the eastern end of the bus lane.
2.21
The traffic order states that there is ‘No Waiting and No Loading At Any Time’ for the
full length of the bus lane. Although there are no signs in the vicinity of the bus lane,
there are double yellow lines and traverse linemarkings at the kerb edge indicating
‘No Waiting and No Loading At Any Time’, excluding the clearway within the bus
cage.
2.22
In the westbound lane, between Northbourne Road and the junction of Clapham Park
Road/ King’s Avenue, there are a number of inconsistencies between the TMOs and
existing signage and linemarkings.
2.23
For the majority of the section between Northbourne Road to property number 178
Clapham Park Road, the TMO prohibits waiting and loading between ‘Monday-
Saturday, 8am-6:30pm’. The signage is correct in this section however the extent of
the linemarking (single yellow lines) does not match up on either side.
2.24 There is also an inconsistency between the TMO and signage concerning two
dedicated parking bays located in this section. In both instances the TMO states
there is ‘No Waiting and No Loading, Monday–Friday, 8am–6:30pm’ while the
signage indicates ‘Parking, Monday–Friday, 8:30am–6:30pm'.
BUS SERVICES
2.25 Buses which utilise this bus lane include Routes 35, 37, 137 and 417. A summary
table of the frequency of each of the buses is shown in Table 2.1 .
Table 2.1 – Frequency of Bus Services Eastbound along Clapham Park Road
Frequency
Approx Buses
(mins)
Per Hour
Route
From
To
Operator
AM
PM
AM
PM
35
Clapham Common
Shoreditch
8 - 12
8 - 12
6
6
London Central
37
Putney
Peckham
8 - 12
8 - 12
6
6
London Central
137
Oxford Circus
Streatham Hill
8 - 11
5 - 8
6.3
9.2
Arriva London
417
Clapham Common
Crystal Palace
8 - 12
8 - 12
6
6
Arriva London
Total
24.3
27.2
BUS LANE ENFORCEMENT
2.26
A meeting with TECO was held at Kings Buildings on 7th December 2006. From this
meeting Atkins was informed that TECO had handed over camera enforcement of
bus lanes to the boroughs.
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2.27 Bus lane enforcement is currently undertaken by LB Lambeth. There is one CCTV
camera which enforces the eastbound bus lane. This camera (Camera 130) is
located outside No. 2 Ascot Parade and has been in operation since 2nd August 2003.
This camera is also used to enforce parking on Acre Lane.
2.28 Data provided by LB Lambeth indicates there was a total of 1969 Penalty Charge
Notices (PCNs) issued between October 2005 and September 2006 for vehicles
along the eastbound bus lane on Clapham Park Road. A breakdown of PCNs issued
each month is shown in Table 2.2.
2.29 Approximately 59% of the PCNs recorded along Clapham Park Road were for
vehicles travelling in the bus lane. The remainder included vehicles stopped illegally
along the bus lane. There is an overall decline in the number of PCNs issued during
the year, indicating that enforcement is having some effect. In addition to these, there
were 20 PCNs issued for parking along Acre Lane which is also monitored by the
camera.
2.30
LB Lambeth was unable to provide any indication of ‘hotspots’ where large numbers
of PCNs were issued. However, a waiting and loading survey undertaken as part of
this study indicated where parking violations took place.
Table 2.2 – Number of PCNs Issued (Oct 05 – Sept 06)
Clapham Park Road
Acre Lane
Total
Month
On
On
On
Bus
Bus
Bus
Street
Total
Street
Total
Street
Total
Lane
Lane
Lane
Parking
Parking
Parking
Oct-05
85 65 150 3 0 3 88 65 153
Nov-05 88 124 212
2
0
2
90 124 214
Dec-05
104 201 305 3
0
3 107 201 308
Jan-06 82 164 246
1
0
1
83 164 247
Feb-06
80 89 169 0 0 0 80 89 169
Mar-06 62 138 200
2
0
2
64 138 202
Apr-06 75 118 193
2
0
2
77 118 195
May-06 60 104 164
1
0
1
61 104 165
Jun-06
58 79 137 0 0 0 58 79 137
Jul-06
48 40 88 2 0 2 50 40 90
Aug-06
35 7 42 2 0 2 37 7 44
Sep-06
29 34 63 2 0 2 31 34 65
Total 806 1163 1969 20
0
20 826 1163 1989
STAKEHOLDER MEETINGS
2.31
Issues relating to the bus lane were raised at the Transport Liaison Meeting on the
15th December 2006 which was attended by LB Lambeth, London Buses, Transport
for London (Bus Priority) and various bus operators. There was no particular issue
that was of concern to any of these stakeholders.
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2.32
Monthly progress meetings were also undertaken with Bob Alker and Gillian Cadd on
19th December 2006 and 24th January 2007. LB Lambeth was invited to attend these
meetings however were unable to.
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3. Traffic
Surveys
ACCIDENT DATA
3.1
For the purpose of accident analysis, the scheme extents were divided into the
following two sections:
♦ Clapham Park Road/ Bedford Road/ King’s Avenue/ Acre Lane Junction (Node
166); and
♦ Clapham Park Road, between Bedford Road and Northbourne Road (Link 164 to
166).
3.2
Accident data was provided by TfL that gave the three year accident history over the
route.
3.3
Detailed tables of each link and node and comments regarding accidents involving
each of the key categories are provided in Appendix C.
Route Summary
3.4
There were 28 accidents that occurred within the three year period between 1st
September 2003 and 31st August 2006 within the scheme extents. Table 3.1 below
identifies the accident history in terms of severity.
Table 3.1 – Summary of Three Year Accident History
Year
Slight
Serious
Fatal
Total
% of Total
Sept 2003 to Aug 2004
8
1
0
9
32.1%
Sept 2004 to Aug 2005
6
1
0
7
25.0%
Sept 2005 to Aug 2006
11
1
0
12
42.9%
Total 25
3
0
28
3.5
The above data shows that the total number of accidents has varied over the past
three years however the ratio of casualties to accidents is not significant.
3.6
The total number of accidents was divided into the two nodes/ links referred to in
paragraph 3.1. This is shown in Table 3.2.
Table 3.2 – Accident Location Summary
Node/Link
Location
No. of Accidents
% of Total
Node 166
Clapham Park Road/ Bedford
23
82.2%
Road junction
Link 164 to 166
Clapham Park Road
5 (1)
17.8%
Total
28
Note:
The figure in brackets represents the number of accidents which occurred in the vicinity of the bus lane,
involving an eastbound vehicle.
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Review of Clapham Park Road Eastbound Bus Lane
Summary of Accidents along Clapham Park Road in the Vicinity of the
Eastbound Bus Lane
3.7
Of the five accidents that were reported along Clapham Park Road, none occurred in
the bus lane itself. The accident to occur closest to the bus lane took place on
Clapham Park Road eastbound, near the junction with Northbourne Road. The
accident took place outside of bus lane operating hours and concerned a pedestrian
crossing in front of a car during the hours of darkness.
3.8
A further two accidents occurred near the junction with Northbourne Road, in the
westbound lane. These included:
♦ A motorcycle that received a side swipe from a car travelling in the same
direction; and
♦ A drunk driver colliding with another car.
3.9
The final two accidents took place between the bus lane and the junction with King’s
Avenue. These included:
♦ A nose to tail shunt during the hours of darkness. This accident took place on
Clapham Park Road (eastbound) outside of bus lane operating hours; and
♦ A passenger falling on a bus due to a driver braking too hard. The accident
occurred on Clapham Park Road (westbound) during bus lane operating hours.
3.10
In all instances, victims received only slight injuries.
Accident Analysis Findings
3.11 There is no evidence to suggest that the eastbound bus lane contributed to any
accidents along Clapham Park Road. No accidents were reported to have taken
place within the bus lane itself and the two accidents that occurred along Clapham
Park Road (eastbound) took place outside of operating hours.
3.12 Consideration of remaining accidents remains valid as should an accident occur it
may impact upon the efficiency of a bus route’s operation. For this reason a detailed
analysis of all accidents can be found in Appendix C.
BUS OCCUPANCY DATA SURVEY
3.13 Bus Occupancy Data Survey (BODS) for each route utilising the bus lane was
obtained from TfL. This included passenger volumes at the bus stop including
boarders and alighters. The surveys were divided into three time periods including
AM Peak (7–10am), Inter-Peak (10am–4pm) and PM Peak (4–7pm).
3.14
BODS were undertaken on the following dates:
♦ Route 35 – 26th May 2004;
♦ Route 37 – 20th May 2003;
♦ Route 137 – 16th May 2002; and
♦ Route 417 – 27th May 2002.
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3.15 All surveys have been factored up to 2006 values based on passenger journeys
provided by TfL1.
3.16
A summary of passengers boarding, alighting and leaving the bus stop within the bus
lane is shown in Figure 3.1. The results show that there are more boarders than
alighters in all peak periods, with the Inter-Peak period having the greatest number.
The particularly high number of boarders during the Inter-Peak suggests that these
routes are serving the local residents well outside the peak hours.
3.17 It is significant that during the Inter-Peak the load leaving is relatively higher along
the route than during the peak periods. This could indicate that this route is better
serving the local community undertaking shorter daytime journeys rather than longer
commuter trips to work.
Figure 3.1 – Summary of the Passenger Activity at the Bus Stop in the Bus Lane
Total Boarders
Total Alighters
Load Leaving Stop
700
4000
622
3758
600
3500
e
rs
h
te
t
h
3000
g
500
lig
in
2696
v
a
/ A
2500
e
rs
l
400
e
rs
e
rd
p
a
2000
g
290
o
o
273
300
1718
en
St
242
f B
224
1500
ass
r o
e
f P
200
b
1000
o
m
u
er
101
b
N 100
500
m
u
N
0
0
Clapham Park Rd King's Ave
Clapham Park Rd King's Ave
Clapham Park Rd King's Ave
AM Peak
Inter Peak
PM Peak
Bus Stops / Time Period
JOURNEY TIME SURVEYS
3.18
Atkins undertook a series of journey time surveys for both buses and cars between
Abbeville Road/ Park Road and Bedford Road.
3.19 To undertake the surveys a specialist package, TravTime™ GPS/GIS Travel Time
and Delay Software with Geostats hardware for accurate data recording was used. A
car equipped with a GeoLogger™ Global Positioning System (GPS) data recording
device was used for the collection. This permits efficient and precise GPS based
travel time, speed and delay studies. It accurately identifies problem areas and the
underlying traveller/ driver behaviour that are not detectible using other
1 Table 2.3.1 London Travel Report 2006
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methodologies. A similar device was initially intended for use for the bus journey time
surveys, however, the recording of data was inconsistent owing to satellite signal
interference from the bus roof, and therefore manual data was recorded at key
locations.
3.20 A minimum of ten runs were recorded for both car and bus journeys between the
junction with Abbeville Road/ Park Road and Bedford Road within the AM Peak (7–
10am), Inter-Peak (11am–3pm) and PM Peak (4–7pm).
3.21
The dwell time surveyed is the time at bus stops taken for passengers to board and
alight. Junction and crossing delays indicate the delays experienced at junctions and
pedestrian crossings respectively (when the bus was stopped).
Car Journey Time Surveys
3.22 Car journey times were undertaken on Tuesday 5th December 2006. They were
conducted along the general traffic lane alongside the bus lane during the same time
periods and day as the bus journey time surveys. There were 11 runs undertaken in
the AM Peak, 17 runs in Inter-Peak and 11 runs in PM Peak.
3.23 The car journey times were analysed with TravTime™ which is the proprietary
software for the GeoStats GeoLogger™ GPS data.
3.24
Figure 3.2 depicts the vehicles average speed at each section of the road between
the Clapham Park Road/ Abbeville Road/ Park Road and Clapham Park Road/
Bedford Road junctions. This has been separated into peak periods to highlight the
variation in vehicle speeds. Each of the colour points indicates the precise speed of
the vehicle at that spatial location. Unfortunately, the presentation of the dots is not
as accurately portrayed as is recorded. However, the travel pattern of the vehicle is
quite distinctive, showing where delays, stopping and queuing occur. It must be
noted that the average stopped time is the time vehicle speed falls below 5km/h.
Greater interrogation of the raw data is possible and is summarised in Table 3.3 and
Table 3.4.
3.25
Figure 3.2 indicates that delays occur in all peak periods on the eastbound approach
to the Bedford Road junction. Queues extend back alongside the bus lane. The
approach to the bus lane is relatively free flowing in all peaks with some delays in the
AM and PM Peaks.
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Figure 3.2 – Car Journey Time (km/h)
N
Key
Interim Checkpoints
Clapham Park Rd/
Abbeville Rd/ Park
Rd Junction
Start of Bus Lane/
Northbourne Rd
AM Peak
Bus Stop –
Bedford Rd/ End of
Bus Lane
Clapham Park Rd/
Acre Lane/ King’s
Ave/ Bedford Rd
Junction
Vehicle Speeds (km/h)
Inter Peak
PM Peak
3.26 Figure 3.2 is a route summary of the vehicle journey times between the Clapham
Park Road/ Abbeville Road/ Park Road and Clapham Park Road/ Bedford Road
junctions. For ease of comparison, a TravTime checkpoint was also included at the
location of the bus stop, although the vehicle did not stop at the bus stop.
Table 3.3 – Average Car Journey Times (min:sec)
AM Peak
Inter-Peak
PM Peak
Link
Ave
Min Max
Ave
Min Max Ave
Min Max
Before the Bus Lane - Abbeville Road/ Park Road Junction to Start of Bus Lane
Clapham Park Road/ Abbeville Road/ Park Road
0:21 0:12
0:59
0:16
0:11 0:28 0:17
0:12
0:29
Junction to Start of Bus Lane/ Northbourne Road
Extent of Bus Lane
Start of Bus Lane/ Northbourne Road to Bus Stop
0:04 0:02
0:07
0:07
0:02 0:58 0:09
0:02
0:41
(Bedford Road)
Between the Bus Lane and Clapham Park Road/ Bedford Road Junction
Bus Stop (Bedford Road) to Clapham Park Road/
0:32 0:06
1:21
0:40
0:10 1:36 0:53
0:08
1:47
Bedford Road Junction
Total Journey Time along the Link (includes delays) 0:57
0:27
2:23
1:02
0:27 1:55 1:20
0:41
2:02
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3.27
The results in Table 3.3 indicate that the total journey time increases throughout the
day with the quickest journey in the AM Peak to the longest in the PM Peak. The
average journey time between the bus lane and Clapham Park Road/ Bedford Road
junction is on average five times longer than the journey time along the length of the
bus lane and approximately double the journey time to before the bus lane.
Table 3.4 – Average Car Delay Times (min:sec)
AM Peak
Inter-Peak
PM Peak
Link
<5km/h <20km/h <5km/h <20km/h <5km/h <20km/h
Before the Bus Lane - Abbeville Road/ Park Road Junction to start of Bus Lane
Clapham Park Road/ Abbeville Road/ Park Road
0:03 0:07 0:00 0:01 0:01 0:02
Junction to Start of Bus Lane/ Northbourne Road
Extent of Bus Lane
Start of Bus Lane/ Northbourne Road to Bus Stop
0:00 0:01 0:04 0:04 0:04 0:07
(Bedford Road)
Between the Bus Lane and Clapham Park Road/ Bedford Road Junction
Bus Stop (Bedford Road) to Clapham Park Road/
0:19 0:26 0:28 0:34 0:40 0:47
Bedford Road Junction
Total Delay from Abbeville Road/ Park Road to
0:22 0:34 0:31 0:39 0:45 0:56
Clapham Park Road/ Bedford Road junction
3.28
Table 3.4 shows the average time which the vehicle spent stopped (travelling below
5km/h) or delayed in congested traffic (travelling below 20km/h). The results indicate
that the greatest delays occur between the bus lane and Clapham Park Road/
Bedford Road junction. This concurs with the journey time results discussed in
paragraphs 3.25 and 3.27.
Bus Journey Time Surveys
3.29
Bus journey time surveys were conducted on Tuesday 5th December 2006 between
7am and 7pm. As insufficient data was collected for the bus journey time surveys a
number of subsequent surveys were taken on Wednesday 6th December 2006. Key
locations which were recorded during the surveys included:
♦ Clapham Park Road/ Abbeville Road/ Park Road Junction;
♦ Northbourne Road Bus Stop;
♦ Start and end of the Bus Lane; and
♦ Clapham Park Road/ Bedford Road/ King’s Avenue/ Acre Lane Junction.
3.30
A total of 11 runs were completed during the AM Peak and ten runs for each of the
Inter-Peak and PM Peak time periods.
3.31
A summary of the bus travel times is shown in Table 3.5. Bus stop dwell times and
time spent queuing at the junction approach are not included within the run time, but
the junction delays are included in the total journey time.
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Table 3.5 – Average Bus Run and Journey Times (min:sec)
AM Peak
Inter-Peak
PM Peak
Link
Ave
Min Max
Ave
Min Max Ave
Min Max
Before the Bus Lane - Abbeville Road/ Park Road Junction to start of Bus Lane
Clapham Park Road/ Abbeville Road/ Park Road
0:20 0:00
0:30
0:21
0:17 0:31 0:23
0:17
0:32
Junction to Start of Bus Lane/ Northbourne Road
Extent of Bus Lane
Start of Bus Lane/ Northbourne Road to Bus Stop
0:07 0:03
0:10
0:07
0:01 0:09 0:07
0:06
0:09
(Bedford Road)
Between the Bus Lane and Clapham Park Road/ Bedford Road Junction
Bus Stop (Bedford Road) to Clapham Park Road/
0:14 0:00
0:28
0:10
0:01 0:17 0:13
0:05
0:26
Bedford Road Junction
Total Run Time (excludes delays and dwell times)
0:42
0:27
0:55
0:39
0:31 0:46 0:43
0:33
1:01
Total Journey Time (includes delays but excludes
0:59
0:27
2:17
1:06
0:41 2:22 1:04
0:48
1:56
dwell times)
3.32 The average total journey time indicates that the Inter-Peak and PM have similar
journey times with the AM Peak being the quickest. The average journey time for the
extent of the bus lane is consistent in all three periods at seven seconds.
Table 3.6 – Average Bus Stop Dwell Times or Junction Delays (min:sec)
AM Peak
Inter-Peak
PM Peak
Location
Ave
Min Max
Ave
Min Max Ave
Min Max
Bus Stop (Bedford Road) Dwell Time
0:23
0:12
0:37
0:22
0:09 0:38 0:25
0:00
0:49
Clapham Park Road/ Acre Lane/ King’s Avenue/ Bedford 0:17 0:00 1:34 0:27 0:00 1:44 0:22 0:00 0:55
Road Junction Delay Time
3.33
From Table 3.6, the average dwell time at the bus stop is relatively consistent with an
average of 22-25 seconds for all three periods, showing no undue impedance.
3.34 The average delay at the Clapham Park Road/ Bedford Road junction varies
between 17 and 27 seconds, indicating a relatively good level of service, even if the
queue occasionally extends some length.
Bus and Car Journey Time Survey Comparison
3.35
Table 3.7 below, shows the comparison between the bus and vehicle journey times.
These figures include delays on the approach to the Clapham Park Road/ Acre Lane/
King’s Avenue/ Bedford Road junction however, bus stop dwell times are not
included in the bus journey times.
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Table 3.7 – Bus and Car Journey Time Comparison (min:sec)
AM Peak
Inter-Peak
PM Peak
Link
Car
Bus
Car
Bus
Car
Bus
Before the Bus Lane - Abbeville Road/ Park Road Junction to start of Bus Lane
Clapham Park Road/ Abbeville Road/ Park Road Junction to Start
0:21 0:20 0:16 0:21 0:17 0:23
of Bus Lane/ Northbourne Road
Extent of Bus Lane
Start of Bus Lane/ Northbourne Road to Bus Stop (Bedford Road)
0:04
0:07 0:07 0:07 0:09 0:07
Between the Bus Lane and Clapham Park Road/ Bedford Road Junction
Bus Stop (Bedford Road) to Clapham Park Road/ Bedford Road
0:32 0:14 0:40 0:10 0:53 0:13
Junction
Total Journey Time (includes delays but excludes dwell times)
0:57
0:59
1:02
1:06
1:20
1:04
3.36
It can been seen from the comparison that in the PM Peak the total car journey time
is greater than the total bus journey time by 16 seconds. During the AM and Inter-
Peaks, the total journey time is consistent for both bus and car, while the shortest
journey time is in the AM Peak.
3.37 This indicates that the bus lane is markedly benefiting the buses, as it would be
expected that buses travel slower than cars, owing to their deceleration and
acceleration at bus stops.
3.38 There is a 40 second difference between the car and bus journey time in the PM
Peak between the bus stop and Clapham Park Road/ Bedford Road junction. This
may be attributed to vehicles attempting to merge from the straight ahead lane to
enter the left turn lane and therefore causing delays to the straight ahead general
traffic flows.
3.39
This may also cause some delays to buses however, since they are already in the
lane, the delay is not as significant. The delay could also be attributed to right turning
vehicles as there is no dedicated lane for this movement. However as no traffic
counts were conducted the proportion of vehicles undertaking this movement is
unknown.
WAITING AND LOADING SURVEY
3.40 A parking beat survey was undertaken for the full extent of the bus lane between
7am and 7pm on Tuesday 5th December 2006 to coincide with the other traffic
surveys. This survey was undertaken by subcontractor Count-on-Us. Details of
vehicles which were stopped within the bus lane were recorded at 15 minute
intervals.
3.41
While there is no signage, there are double yellow lines and corresponding traverse
linemarking along the kerb edge to indicate that there is ‘No Waiting and No Loading
At Any Time’. This is consistent with the traffic order for the extent of the bus lane.
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3.42
There were a total of four vehicles recorded as stationary, two of the vehicles, both
HGVs, were seen undertaking loading activities and two cars were waiting. All of the
vehicles were stopped alongside a double yellow line and left within 15 minutes.
3.43
A summary of the results is shown in Table 3.8 below.
Table 3.8 – Results of Parking Beat Survey
Length Of
Location
Restriction
Type
Class
Time
Stay
Less Than 15
Start of Bus Lane Taper
Double Yellow
Loading
HGV
8am
minutes
Less Than 15
Start of Bus Lane Taper
Double Yellow
Waiting
Car
2:15pm
minutes
Less Than 15
End of Bus Lane Taper
Double Yellow
Loading
HGV
1pm
minutes
Between access to flats and
Less Than 15
Double Yellow
Waiting
Car
9:45am
bus stop
minutes
3.44
This survey was only able to record vehicles identified during each of the 15 minute
beats. Other vehicles may have parked for short periods of time between beats which
were not recorded however it shows violation of the bus lane.
QUEUE LENGTH SURVEY
3.45
A queue length survey was undertaken along Clapham Park Road on the eastbound
approach to Bedford Road. This survey was undertaken by subcontractor Count-on-
Us on Tuesday 5th December 2006 between 7am and 7pm. The results were divided
into three peak periods as follows: AM Peak (7–10am), Inter-Peak (11am–3pm) and
PM Peak (4–7pm).
3.46
The maximum queue length, initially measured in Passenger Car Units (PCUs), was
recorded in five minute intervals over each of the two lanes on the approach to the
junction. The average, minimum and maximum queue lengths for each of the lanes
are shown in Table 3.9. It should be noted that one PCU is calculated to be
approximately five metres long.
Table 3.9 – Queue Length on Eastbound Approach to Bedford Road (metres)
AM Peak (7am - 10am)
Inter Peak (11am - 3PM)
PM Peak (4pm - 7pm)
Lane 2
Ave
Min
Max
Ave
Min
Max
Ave
Min
Max
Lane
1
40 10 100 43 10 85 52 15 80
Lane
2
70 10 230 44 10 165 91 10 205
Total
109 25 285 87 25 220 143 25 285
2 Lane 1 is the kerb-side traffic lane and Lane 2 is next to the centreline on the road.
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3.47 The end of the bus lane is approximately 60 metres from Clapham Park Road/
Bedford Road junction stop line. The bus stop is approximately 22 metres long and
located towards the end of the bus lane. The start of the bus lane is approximately
100 metres from the Clapham Park Road/ Bedford Road junction.
3.48
Table 3.9 shows that the queue for the left turn and straight ahead lane (Lane 1), on
average, does not extend the 60 metres to the bus lane during all three survey
periods, although the maximum queue could extend into the bus lane during all three
peak periods.
3.49
The maximum queue in the straight ahead lane (Lane 2) extended up to 230 metres,
which is beyond the start of the bus lane at 100 metres. The average queues are
greatest in the PM Peak at 91 metres. The maximum queue length indicates that
buses may experience difficulties entering the bus lane. It was observed that the
queue extended past the start of the bus lane seven times in the AM Peak, once in
the Inter-Peak and 14 times in the PM Peak.
OCCUPANCY RATES SURVEY
3.50 Occupancy survey data of vehicles legally using the bus lane was collected along
Clapham Park Road on the eastbound approach to Bedford Road. This survey was
undertaken by subcontractor Count-on-Us on Tuesday 5th December 2006 between
7am and 7pm. The results were divided into three peak periods as follows: AM Peak
(7–10am), Inter-Peak (11am–3pm) and PM Peak (4–7pm).
3.51 The survey was divided into the number of taxis, 9+ passenger people carriers
(excluding London Buses) and pedal cycles. This was to identify the number of
vehicles and proportion of different types of vehicles utilising the bus lane. The
survey was undertaken at the end of the bus lane on the approach to Bedford Road.
3.52
A summary of the results is shown in Table 3.10. The results indicate that the highest
occupancy rate occurred in the PM peak, mostly due to the presence of people
carriers. Furthermore, the bus lane is well used by cyclists, but not by taxis.
Table 3.10 – Occupancy of Vehicles Legally Using Clapham Park Road
Eastbound Bus Lane
Taxi
People Carriers
Cycles
Total
Total
Ave Pass
Total
Total
Ave Pass
Total
Total
Ave Pass
Veh
Pass
/ Veh
Veh
Pass
/ Veh
Veh
Pass
/ Veh
Total
1
1 1 2
9 4.5
96
96 1
AM
Peak Hr
Ave
0.3
0.3 1 0.7
3 4.5 32
32 1
Total 6 10 1.7
3 3
1
33 33
1
Inter
Peak Hr
Ave
1.5 2.5
1.7
0.8 0.8
1
8.3 8.3
1
Total
9
15 1.7 6
59 9.8 90
90 1
PM
Peak Hr Ave
3
5
1.7
2
19.7
9.8
30
30
1
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4. Conclusions and Recommendations
CONCLUSIONS
4.1
The existing bus lane markings terminate three metres short of that defined in the
TMO however, the bus lane is still enforceable. There is red surfacing and a faintly
visible solid linemarking which extends for 4.3 metres beyond the existing bus lane
marking. There is also a section of red surfacing that is missing in the middle of the
bus cage.
4.2
There is an advance bus lane warning sign and a bus lane sign at the start of the bus
lane advising drivers of the bus lane operational times. There are however, no
repeater signs along the bus lane, although due to the short length of the bus lane
this is not deemed necessary. An ‘End of Bus Lane’ sign terminates the bus lane.
4.3
There have been a high number of PCNs which have been issued within the 12
month period up to September 2006, although the overall number decreased
significantly in the last four months. On average, six PCNs were issued per day. The
limited amount of signage in this area may contribute to the violations.
4.4
Waiting and loading restrictions are enforced by a CCTV camera however, there is
limited on-site signage to confirm the Traffic Orders. There is only one sign after the
bus lane that states that waiting and loading is prohibited in this area at all times.
Although signage may not be required owing to the presence of double yellow lines,
the high number of PCNs indicate that increased signage may aid to reinforce the
restrictions. There are also a number of inconsistencies with regards to the waiting
and loading signage and linemarking on the westbound kerbside that should be
amended.
4.5
Accident data was provided by TfL for the three year period up to August 2006. In
that time, no accidents occurred within the bus lane itself, and only two took place
along the eastbound general traffic lane of Clapham Park Road (outside of bus lane
operating hours). A further three accidents occurred along Clapham Park Road within
the vicinity of the bus lane (westbound). There is no evidence to suggest that the bus
lane contributed to any of these accidents.
4.6
The high volume of cyclists, up to 96 in the AM Peak and 90 in the PM Peak, which
use the bus lane benefit from not having to negotiate the general traffic and should
continue to be protected within the bus lane. This is also reflected by the low accident
rate for cyclists being 3.4%.
4.7
The length of the bus lane enables buses and other permitted vehicles to access the
bus lane and to bypass the queues on the approach to Bedford Road. Although at
times the queues extend past the entrance to the bus lane, this occurs randomly
throughout the peaks with the longest queues in the PM Peak, and does not appear
to have a significant impact on the bus lane.
4.8
Bus journey times along the bus lane are consistent compared to vehicle journey
times. This indicates that the bus lane markedly benefits the buses, as they generally
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are expected to travel slower than cars, owing to their deceleration and acceleration
at the bus stop.
4.9
The setback of the bus lane of 60 metres, from the junction stop line, adequately
caters for the existing average queue length for left turning and straight ahead
movements during the majority of the day.
4.10 Finally, it is concluded that the length and hours of operation of the bus lane is
effective and benefits passengers, particularly local residents making shorter trips
during the day and therefore, the bus lane should be retained and enhanced by the
following recommendations which would also benefit general traffic.
RECOMMENDATIONS
4.11 It is recommended that signage and linemarking be improved generally along
Clapham Park Road within the scheme extents to ensure consistency with TMOs for
waiting and loading.
4.12
Although the bus lane is currently enforceable, it is recommended that the faded solid
linemarkings at the end of the bus lane be permanently removed by sandblasting and
the additional 1.3 metres of red surface dressing be removed. This will eliminate any
confusion at the end of the bus lane.
4.13 It is recommended that the inconsistencies identified in the TMOs should be
amended to remove the overlap in waiting and loading restrictions which have
different operational hours to the bus lane.
4.14 The TMOs on the westbound lane should also be modified to coincide with the
existing signage and linemarking and remove overlapping areas.
4.15
To improve capacity through the junction and alleviate queuing, a junction review is
recommended. A number of elements should be included in the review such as the
operation of the signals, street lighting and skid resistance. These will address the
key factors of accidents which were higher than the average within the borough of
Lambeth.
4.16 It is also suggested that other recommendations regarding the accident findings
contained in Appendix C should be progressed, although they do not directly impact
on the bus lane.
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APPENDICES
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Appendix A
Existing Layout and TMOs along
Clapham Park Road Eastbound Bus Lane
(Northbourne Road to Bedford Road)
♦
Drawing No. 4411274/514/001
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Appendix B
Description of TMOs along
Clapham Park Road
(Northbourne Road to Bedford Road)
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Table B.1 – Bus Lane Traffic Orders along Eastbound Clapham Park Road
Effective
From
To
TRO Type
Hours
Note
Date
25m east of eastern
Opposite No’s 2 & 3 Ascot
Mon-Fri
24 Jul 00
Permanent
wall of No173/175
Parade
7-10am, 4-7pm
25m east of eastern
Opposite No’s 2 & 3 Ascot
Mon-Fri
21 Apr 03
Permanent
TMO replaced
wall of No173/175
Parade
7-10am, 4-7pm
3m west of the boundary
Bus Lane
28m east of eastern
between 191-215 Clapham
Mon-Sat
extended either
boundary wall of No’s
28 Apr 03 Experimental
Park Road and No’s 1-11
7am-7pm
ends, hours
173/175
Ascot Parade
changed.
3m west of the boundary
28m east of eastern
between 191-215 Clapham
Mon-Sat
Changes Made
boundary wall of No’s
23 Jun 04
Permanent
Park Road and No’s 1-11
7am-7pm
permanent
173/175
Ascot Parade
24m west of the boundary
28m east of eastern
TMO replaced,
between 191-215 Clapham
Mon-Sat
boundary wall of No’s
19 Sep 05
Permanent
Bus Lane
Park Road and No’s 1-11
7am-7pm
173/175
reduced
Ascot Parade
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Table B.2 – Waiting TMOs along Clapham Park Road
From
To
Ref
Hours
Eastbound Lanes
A point 26 metres west of a point
A point 3.5 metres north-west of
opposite the party wall of No's
2005/41 (1) / 2005/56
No Waiting,
the party wall of No's 13 and 15
191-215 Clapham Park Road
(3), Item 221 (a) (i)
At Any Time
Clapham Park Road
and No's 1-11 Ascot Parade
A point 26 metres west of a point
No Waiting,
A point 45 metres west of the
opposite the party wall of No's
2005/41 (1) / 2005/56
Mon–Sat,
western kerb-line of Bedford
191-215 Clapham Park Road and
(3), Item 221 (a) (ii)
7–10am,
Road
No's 1-11 Ascot Parade
4–7pm
A point 45 metres west of the
The western kerb-line of Bradford
2005/41 (1) / 2005/56
No Waiting,
western kerb-line of Bedford
Road
(3), Item 221 (a) (iii)
At Any Time
Road
Westbound Lanes
A point 11 metres north-west of
A point 13 metres east of the
the north-western kerb-line of the
2005/41 (1) / 2005/56
No Waiting,
eastern kerb-line of Northbourne
vehicular entrance to Abbeville
(3), Item 221 (b) (iii)
At Any Time
Road
Mews, Clapham Park Road
A point 13 metres east of the
A point 62 metres east of the
No Waiting,
2005/41 (1) / 2005/56
eastern kerb-line of Northbourne eastern kerb-line of Northbourne
Mon–Sat,
(3), Item 221 (b) (iv)
Road
Road
8am–6:30pm
A point 23 metres west of the
A point 13 metres west of the
No Waiting,
2005/41 (1) / 2005/56
common boundary of No's 180
common boundary of No's 180
Mon–Fri,
(3), Item 221 (b) (v)
and 182 Clapham Park Road
and 182 Clapham Park Road
8am–6:30pm
A point 13 metres west of the
A point 3 metres west of the
2005/41 (1) / 2005/56
No Waiting,
common boundary of No's 180
common boundary of No's 180
(3), Item 221 (b) (vi)
At Any Time
and 182 Clapham Park Road
and 182 Clapham Park Road
A point 3 metres west of the
A point 3 metres east of the
No Waiting,
2005/41 (1) / 2005/56
common boundary of No's 180
common boundary of No's 180
Mon–Fri,
(3), Item 221 (b) (vii)
and 182 Clapham Park Road
and 182 Clapham Park Road
8am–6:30pm
A point 3 metres east of the
Western kerb-line of Kings
2005/41 (1) / 2005/56
No Waiting,
common boundary of No's 180
Avenue
(3), Item 221 (b) (viii)
At Any Time
and 182 Clapham Park Road
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Table B.3 – Loading TMOs along Clapham Park Road
From
To
Ref
Hours
Eastbound Lanes
A point 26 metres west of a point
A point 3.5 metres north-west of
opposite the party wall of No's
2005/41 (1) / 2005/56
No Loading,
the party wall of No's 13 and 15
191-215 Clapham Park Road
(3), Item 221 (a) (i)
At Any Time
Clapham Park Road
and No's 1-11 Ascot Parade
A point 26 metres west of a point
A point 45 metres west of the
No Loading,
opposite the party wall of No's
2005/41 (1) / 2005/56
western kerb-line of Bedford
Mon–Sat,
191 - 215 Clapham Park Road
(3), Item 221 (a) (ii)
Road
7–10am, 4–7pm
and No's 1-11 Ascot Parade
A point 45 metres west of the
The western kerb-line of Bradford
2005/41 (1) / 2005/56
No Loading,
western kerb-line of Bedford
Road
(3), Item 221 (a) (iii)
At Any Time
Road
Westbound Lanes
A point 11 metres north-west of
A point 13 metres east of the
the north-western kerb-line of the
2005/41 (1) / 2005/56
No Loading,
eastern kerb-line of Northbourne
vehicular entrance to Abbeville
(3), Item 221 (b) (iii)
At Any Time
Road
Mews, Clapham Park Road
A point 13 metres east of the
A point 62 metres east of the
No Loading,
2005/41 (1) / 2005/56
eastern kerb-line of Northbourne eastern kerb-line of Northbourne
Mon–Sat,
(3), Item 221 (b) (iv)
Road
Road
8am–6:30pm
A point 23 metres west of the
A point 13 metres west of the
No Loading,
2005/41 (1) / 2005/56
common boundary of No's 180
common boundary of No's 180
Mon–Fri,
(3), Item 221 (b) (v)
and 182 Clapham Park Road
and 182 Clapham Park Road
8:30am–6:30pm
A point 13 metres west of the
A point 3 metres west of the
2005/41 (1) / 2005/56
No Loading,
common boundary of No's 180
common boundary of No's 180
(3), Item 221 (b) (vi)
At Any Time
and 182 Clapham Park Road
and 182 Clapham Park Road
A point 3 metres west of the
A point 3 metres east of the
No Loading,
2005/41 (1) / 2005/56
common boundary of No's 180
common boundary of No's 180
Mon–Fri,
(3), Item 221 (b) (vii)
and 182 Clapham Park Road
and 182 Clapham Park Road
8:30am–6:30pm
A point 3 metres east of the
Western kerb-line of Kings
2005/41 (1) / 2005/56
No Loading,
common boundary of No's 180
Avenue
(3), Item 221 (b) (viii)
At Any Time
and 182 Clapham Park Road
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Appendix C
Accident Analysis
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Between September 2003 and August 2006 there were a total of 23 accidents at the junction
of Clapham Park Road/ King’s Avenue/ Bedford Road/ Acre Lane. A breakdown of the key
details is shown in Table C.1. Five accidents also occurred along Clapham Park Road
between Northbourne Road and Bedford Road, including the junction of Northbourne Road
which have been summarised in Table C.2 and described in detail within Section 3 of the
report.
Table C.1 – Accident Summary of Clapham Park Road/ King’s Avenue/ Bedford Road/
Acre Lane Junction (Node 166)
Description
No. and Severity of Accidents
Rear end shunt
4 Slight, 3 KSI
Side swiped
1 Slight
Swerve to avoid an accident
1 Slight
Head on Collision
2 Slight
Pedestrian crossing in front of vehicle
4 Slight
Passenger fell on bus
1 Slight
Changing lanes
3 Slight
Reversing manoeuvre
2 Slight
Right Turn
1 Slight
Left turn
1 Slight
TOTAL
20 Slight, 3 KSI
Table C.2 – Accident Summary of Clapham Park Road, between Northbourne Road
and King’s Avenue/ Bedford Road/ Acre Lane (Link 164 to 166)
Description
No. and Severity of Accidents
Nose to tail shunt
1 Slight
Passenger fell in bus
1 Slight
Side swipe same direction
1 Slight
Intoxicated driver
1 Slight
Pedestrian crossing in front of vehicle
1 Slight
TOTAL 5
Slight
Collision categories on the corridor that are significantly higher than the Strategic Road
Network (SRN) within Lambeth are highlighted in bold type in Table C.3. The following sub-
sections are based on this analysis, in addition to further analysis of Clapham Park Road.
Due to the small numbers of accidents along the link, closer analysis of the nature of
individual accidents is required when comparing percentages along the SRN.
4411274.514
Clapham Pk Rd - Bus Lane Review - Appendices Rev A.doc
LBPN LAMBETH
Review of Clapham Park Road Eastbound Bus Lane
Table C.3 – Accident Analysis Comparison along Clapham Park Road and its Junction
with Kings Avenue1
No. of Accidents at
Comparative Collision Rate (%)
Node/ Link
Collision Category
Along
King’s
Along
King’s
SRN
Clapham
Avenue
Clapham
Avenue
Lambeth2
Park Road
Junction
Park Road
Junction
Killed or Seriously Injured (KSI)
-
3
-
13.0
14.6
Dark 2
6
40.0
26.1 29.7
Non-dry -
5
-
21.7
11.5
Pedestrian
1
3 20.0 13.0 22.3
Bus or Coach
1
3
20.0
13.0 10.4
Powered 2 wheeled vehicles
1
3
20.0
13.0
31.2
Pedal cycle
-
2
-
8.7
12.2
Right turning
-
1
-
4.3
22.1
1 TfL Collision categories on the corridor that are significantly higher than the SRN within LB Lambeth are highlighted in bold
type
2
Data source: Table 2.1.10, Levels of Accident Risk in Greater London 2004 (Issue 10), TfL
ANALYSIS OF ACCIDENTS
Accidents Occurring During the Hours of Darkness
Two of the five accidents (40%) occurring along Clapham Park Road, took place during
hours of darkness. Although the proportion of these accidents is higher than the SRN
average of 29.7% this is due to the low total number of accidents along this link.
Accidents Occurring During Wet Carriageway Conditions
There were 21.7% of the accidents at junction of Clapham Park Road/ King’s Avenue during
wet carriageway conditions. This is nearly twice the average percentage of 11.5% for non-
dry accidents within LB Lambeth.
Accidents Involving a Bus
Four of the 29 accidents that occurred within the study area involved a bus. The percentage
of accidents involving a bus within an inner London borough is 10.4%. The proportion of this
type of accident occurring on Clapham Park Road is higher at 20.0% however this may be
attributed to the low total number of accidents along this link. The proportion of accidents of
this type occurring at the junction (13.0%) is still marginally above the SRN average.
Three of the four accidents which involved a bus, were the result of a bus braking suddenly,
causing a passenger to fall. No further trends were identified between the accidents
involving a bus.
4411274.514
Clapham Pk Rd - Bus Lane Review - Appendices Rev A.doc
LBPN LAMBETH
Review of Clapham Park Road Eastbound Bus Lane
It is not suggested that any accidents involving a bus occurred within the bus lane.
CONCLUSIONS AND RECOMMENDATIONS FROM THE ACCIDENT ANALYSIS
The accident analysis identified a number of key areas of concern however these do not
directly relate to the bus lane operation and management. These include:
♦ A possible lighting assessment along Clapham Park Road, within the scheme extents,
due to the high percentage of accidents reported during the hours of darkness;
♦ A Sideways Coefficient Routine Inspection Machine (SCRIM) test is recommended at
the junction of King’s Avenue as a result of the five accidents that occurred here during
wet carriageway conditions. Should SCRIM values fall below the investigatory level,
carriageway maintenance works should be undertaken; and
♦ Possible assessment of the conspicuity of signals, signal timings, signal phases, and
existing anti-skid surface dressing at the junction, in order to address the number of
accidents involving sudden braking causing rear end shunts and passengers falling on
buses. In addition, sudden braking may be discussed with bus operators in order to
highlight this issue.
4411274.514
Clapham Pk Rd - Bus Lane Review - Appendices Rev A.doc
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