What are traffic calming schemes?
Consultation
The different parts of a scheme
Road humps and speed tables
Kerb build outs
20mph speed limits and zones
Width restrictions
One way streets, banned turning movements and no entry restrictions
Road closures
Roundabouts
Pedestrian crossings
Traffic islands and pedestrian refuges
School crossing patrols
Disabled facilities
Junction entries
Carriageway markings
Priority road junctions
Traffic lights
Safety cameras
Traffic calming schemes are introduced to address identified road safety problems in one or more roads. The need for a scheme can be identified in a variety of ways:
"Local Safety Schemes", for example, are promoted to address sites identified by examining recent road traffic collision records*. "Environmental Traffic Calming Schemes" are often initiated in response to concerns raised by residents. Sometimes we adopt an "area wide" approach to traffic calming in order to prevent problems relocating to streets adjacent to problematic routes. We prioritise these programmes so that emphasis is given to the sites with the worst problems first in order to maximise potential benefits.
Potential schemes are assessed in terms of how they would:
- reduce the number and severity of road traffic collisions*;
- promote and accommodate improvements to public transport;
- restrain traffic and safeguard the environment;
- improve levels of mobility and accessibility for all groups of people;
- reduce the impact of parking congestion;
- improve pedestrian safety, accessibility and convenience; and
- promote cycling.
* Note: Details of all injury collisions recorded on Bury's road network are available by visiting the Greater Manchester Transportation Unit site where maps of collision locations can be viewed.
Go to the on-line consultations page and make your views count
We consult residents for their views before introducing any new physical traffic calming measures. In addition, some measures may require us to publish a formal Notice in the press and a three-week period is allowed for objections to be submitted.
All formal objections are considered and reports on the outcome of consultations are published on our online consultations web page. The Local Area Partnerships have, subject to the agreement of the Chair, an option to discuss any report relating to roads within their area at a subsequent meeting of the Local Area Partnership. It is important to us that local residents support the proposals which directly affect them. Schemes may be changed before they are introduced as a result of the consultation process.
We, as Highway Authority, are responsible for introducing and maintaining the physical measures and for making any necessary Traffic Regulation Orders. Enforcement of Traffic Regulation Orders is the responsibility of the Police (except for parking restrictions).
There is no single solution to problems associated with traffic management. A variety of measures are regularly used, often in combination. These are as follows.
- Road humps and speed tables
- Chicanes and prioritised build-outs. These are intended to reduce traffic speed by reducing the available carriageway width throughout a short length. Chicanes introduce a physical deflection into a vehicle's horizontal path, thereby restricting the vehicle's speed.
- Prioritised build-outs narrow the road, frequently providing a safe crossing point for pedestrians, sometimes in conjunction with a speed table. Traffic flow past the build-out is prioritised to a single direction.
Go to the road humps page for more information about road humps and speed tables
At some road junctions, visibility is often reduced because of the alignment of the road or because of parked cars. Building the kerb out into the carriageway can help solve this problem. It provides protection for motorists emerging from a side road as they can safely pull further out to see, and be seen by, approaching motorists. Pedestrians are similarly protected as they have more space to stand and can also see and be seen better. Cars are forced to park further away from the junction and crossing point.
We are able to impose a 20mph speed limit on any length of highway under our control by means of a Traffic Regulation Order. However, it is recognised that the police do not have sufficient resources available to carry out effective enforcement of such speed limits. Consequently, 20mph speed limits are normally only introduced on roads where physical traffic calming measures are able to make the restriction self-enforcing.
A network of streets where a 20mph speed limit has been introduced is refered to as a zone.
All entry points to streets with 20mph speed limits are signed using distinctive plates and carriageway markings. Repeater signing within a zone is not required.
Width restrictions are a self-enforcing means of restricting access for large vehicles. Posts or bollards are placed in the road about 2.1 metres (7 feet) apart, so that vehicles wider than this cannot pass between them. There must be an alternative route available for large vehicles such as refuse collection vehicles and this sometimes limits their application in residential areas.
Sometimes a gate can be provided for use by fire engines and other emergency vehicles. The gate is kept locked but emergency vehicles carry keys.
These help control traffic movements, without completely restricting access. They can stop commuter "rat-runs" which pass through residential side-streets.
One-way working may be introduced for the whole length of a street, or for just a short length at one end. A suitable alternative route must be identified and available for traffic travelling in the opposite direction to the one-way street, or for traffic needing to turn in the direction of the ban. This alternative would not normally be via a residential road.
One-way streets can however lead to an increase in traffic speed due to the removal of an opposing traffic flow. Furthermore, short lengths can be difficult for the Police to enforce if drivers are irresponsible and determined enough to drive against the one-way.
Some residents may find one-way streets and banned movements inconvenient as they could affect access to their homes.
These are an effective, self-enforcing, means of stopping all through traffic movements. Roads are usually closed using a physical barrier although, if required, an emergency access gate can be provided for Police, Fire and other Emergency vehicles.
Road closures can only be used where there is a closure point on either side for large vehicles to turn round. This is why road closures cannot be used in many residential areas. It may also be inconvenient to some residents as road closures limit their access.
Standard roundabouts
Standard roundabouts are intended to assist at a junction where there are substantial right-turning movements. They work most effectively where traffic flows on each arm are reasonably equal and they allow traffic to flow comparatively freely.
Mini-roundabouts
Mini-roundabouts are introduced to reduce accidents by slowing traffic and assisting right-turning movements. Mini roundabouts are used more than standard roundabouts as they can be placed in the road without having to widen the road, which is expensive.
Traffic approaching a mini-roundabout should give way to traffic already on the roundabout.
We regularly receive suggestions for sites that would benefit from introducing a pedestrian crossing and each is examined on its individual merits. When we assess whether we should introduce a crossing we consider the following factors.
- Volumes of both vehicular and pedestrian traffic and the potential for conflict between pedestrians and vehicles.
- Numbers of personal injury accidents involving pedestrians at the site.
- The difficulties that pedestrians face from traffic speed and volumes.
- The length of time pedestrians have to wait before they can cross.
- Proximity of locations which attract pedestrian activity throughout the day, for example, shops, bus stops, Metrolink stations, schools.
Signalised crossings (Pelican and Puffin crossings)
Signalised crossings are used on roads which have high traffic volumes, often with high traffic approach speeds, and substantial pedestrian flows throughout the day. Many requests are not justified because of low levels of pedestrian movement. Signalised crossings do have shortcomings and are not the answer in every case. Motorists who use the road regularly tend to ignore crossings if they are not frequently in use. Similarly pedestrians can rely on the crossing and, rather than watching the traffic, assume that, because a "green man" is showing, the traffic will stop. Both of these problems can result in an increased risk to pedestrians rather than a decreased risk.
Zebra crossings
These are generally used at sites with high pedestrian flows and lower traffic volumes. Consequently, new sites tend to be restricted to town centre locations.
These can often be installed at sites where a formal pedestrian crossing cannot be justified. They assist pedestrians by allowing them to cross the road in two stages. The limitation to the introduction of this measure is the width of the carriageway. It must be at least 7.5 metres wide to accommodate both the island and two lanes of traffic. The presence of a traffic island frequently results in the loss of on-street parking facilities for a length either side of its location.
Use our online form to enquire about pedestrian crossings
Information about school crossing patrols can be found on our schools web pages. Go to the school crossing patrol page.
Tactile paving is now used at all new pedestrian crossing facilities to help people with impaired vision. Similar tactile paving is also used at many ramped crossing points. Many signalised crossings have audible signals, as well as the green man signal, to indicate when it is safe to cross the road.
Some staggered two-stage signalised crossings and some junction signals are fitted with tactile knobs below the pedestrian push-buttons, rather than an audible signal. This is so that visually impaired people can tell which part of the staggered crossing or junction is safe to cross.
Audible signals do not operate at anti-social hours where crossings are immediately fronted by residential properties.
A junction entry treatment might be placed across the carriageway of the minor road at a road junction. The object is to show motorists that they are leaving a main road and entering a residential area and to raise the priority for pedestrians crossing the junction. This treatment often incorporates a speed table, kerb build-out and/or gateway feature.
If you would like to report a junction, which you feel is dangerous, please contact us:
Report a dangerous road junction on-line
White carriageway markings
Carriageway markings can be a cheap and cost effective way of reducing accidents. White markings are generally advisory. At junctions they provide an indication of priorities and, as centre or lane lines, they indicate the best line for vehicles to follow.
Lane arrows are used on the approaches to signalised junctions to indicate which lane should be used for turning and "straight ahead" movements. Lane arrows are generally not permitted on the approaches to roundabouts. "SLOW" markings are often used on the approach to a hazard.
Areas of central cross-hatching, commonly called "ghost island" markings, are useful as a means of reducing accidents by separating on-coming traffic, reducing traffic speeds and providing safe right-turning areas. These, along with central traffic islands, have been shown to play a major part in reducing motor cycle accidents.
Many carriageway markings can be highlighted by the use of red coloured surface treatments.
Continuous white lines
Continuous white centre line markings must not be crossed and are generally used to prevent overtaking and reduce speeds in roads with poor visibility due to bends or the crests of hills. These are also used sparingly so that they are more effective and have more impact when they are used. There are criteria for the introduction of these markings based upon the speed of traffic and the visibility distances.
It is also an offence to park in any section of road that is marked with a continuous white line system. Continuous white lines may only be crossed by traffic that is turning right and in a very limited number of other instances (see the Highway Code for details).
There are a number of grades of priority junction throughout the Borough. Some junctions in residential areas may have no form of priority road marking. Many junctions have been marked to indicate which direction of flow has priority at each junction and which should give way. Other junctions may have additional "Give way" signs and/or "Give way" triangle markings on the carriageway.
Some junctions have a "Stop" sign and marking. These are generally used infrequently, which helps to ensure that they have maximum impact on motorists where their use is justified. There are strict criteria, relating to visibility distances of approaching traffic, which must be met before a "Stop" sign can be introduced.
Traffic lights are designed to optimise and control traffic at a junction by sharing out the time to different arms of the junction and to pedestrians. Traffic lights do not necessarily provide a solution to accident problems.
For more information on traffic lights go to the traffic lights web page
Fixed site cameras can be used to detect motorists exceeding the speed limit or driving through a red light at traffic signals. Such cameras can only be introduced at sites with a history of serious traffic accidents. Mobile speed cameras can be operated at some sites that do not meet the criteria required to justify installation of a fixed speed camera.
Signing is provided to identify sites where speed cameras are operated.
For more information on safety cameras go to the safety cameras web page
How to contact us
Traffic Management and Road Safety Services
Write to: PO Box 537, Bury BL8 9GN
Visit us at: Lester House, 21 Broad Street, Bury, BL9 0AW
Phone: 0161 253 5782
Fax: 0161 253 5363
E-mail: traffic.calming@bury.gov.uk
