Agenda item

Report attached

The report before Members detailed the outcome to a public consultation to convert the signalised junction of Broxhill Road, Noak Hill Road, Lower Bedfords Road and Straight Road to a kerbed roundabout.

The report informed the Committee that as part of the Transport for London Local Implementation Plan, funding had been provided to review the operation of the junction of Broxhill Road, Noak Hill Road, Lower Bedfords Road and Straight Road. In addition, funding under a S106 planning obligation had been secured for highway improvements in the vicinity of the residential redevelopment of the former Whitworth Centre (planning reference P1558.11).

The junction currently forms a staggered crossroads which is controlled by automatic traffic signals. Noak Hill Road into Lower Bedfords Road is the major road through the junction with Straight Road and Broxhill Road being the minor arms. Pedestrians currently have controlled facilities (“green men”) over the entry to Straight Road, over the entry to Broxhill Road and via a 2-stage, staggered, crossing over Noak Hill Road between the side roads.

The traffic signals dates back to at least 1996 based on Transport for London’s records, with various signal timing adjustments and equipment upgrades over the life of the layout. The method of control is vehicle actuated with 5 stages with mixed pedestrian movements.

The junction was selected for review because of a history of complaints about motor traffic congestion, a relatively poor casualty record and because of locally committed and expected development in the Harold Hill area and especially the residential development of the former Whitworth Centre and the proposed Broxhill Park on the former Broxhill Centre.

The report informed the Committee that in the three years to July 2014, five casualty collisions were recorded. Two collisions were recorded as serious injury and three recorded as slight injury. All of the collisions involved vehicles colliding with other vehicles with four involving right turns.

As funding was now available through the TfL Local Implementation Plan (LIP) and from the Section106 contribution, officers had revisited the study and sought to develop an alternative layout which may deal with some of the issues from the original options.

The report detailed that a compact roundabout proposal was taken to public consultation with approximately 380 letters distributed, by the close of consultation, nine responses were received and comments as set out in Appendix I of the report.

Officers had further refined the layout of the roundabout and modelled the provision of two-traffic lanes on the two Noak Hill Road arms and agreed that additional capacity could be provided and incorporated in the scheme.

The report also detailed that the proposed shared-use cycle tracks were for both pedestrians and cyclists with the established principle that cyclists do not ride in a way in which pedestrians are put at risk. The proposed signage would be to the National standard.

Officers had also reviewed the pedestrian routes to the Sunset Drive Estate, which formed some of the discussions with the Sunset Drive Residents’ Association. Amendments were being considered which would be consulted on and be the subject of a further report if the scheme was taken forward.

In officer’s view the traffic capacity improvements would improve traffic flow through the junction.

During a brief debate,  members revceived clarification on elements of the design of the new roundabout; separation distance between the new roundabout and crossing points; sinage in the vicinity of the new roundabout; and the non-operation of a former shool in the vicinity of the roundabout.

A member raised concerns over the “point” of the triangular island between the roundabout and the slip road and its impact on drivers travelling southwest, leaving the roundabout. In response officers explained that the arrangement was specifically aimed at  keeping the road narrow to keep traffic speeds down. Officers clarified that the road would widen beyond that point to allow drivers to overtake stopped buses on Lower Bedfords Road.

A member speaking in support of the scheme suggested that the pedestrian paths on the triangular island be made more direct as he felt people would cut across the grass.

A member was concerned that aligning Straight Road with Broxhill Road would be an issue with the approach speed of traffic. The member stated that he preferred the oval roundabout from the original study.

The Committee RESOLVED:

1.               To recommend to the Cabinet Member for Environment that the replacement of the traffic signal-controlled junction of Noak Hill Road, Broxhill Road, Lower Bedfords Road and Straight Road with a roundabout (and associated works) as set out in the report and shown on QN025/PC/02 Appendix I) be  implemented.

2.               That it be noted that the proposed zebra crossing element of QN025/PC/02 was subject to a further public consultation and public advertisement and a further report would be placed before the committee in the near future.

3.           That it be noted that the estimated cost of £280,000 for implementation would       be met by Transport for London through the 2014/15 Local Implementation      Plan allocation for the Lower Bedfords Road/ Straight Road/ Lower Bedford Road/ Broxhill Road junction review (£180,000) and the S106 contribution     for highway improvements linked to the planning consent for the redevelopment of the former Whitworth Centre granted under P1558.11, (£100,000).

The vote for the proposal was carried by 10 votes in favour with 1 abstention.