A Guide for Parish Councils October...

Traffic Calming in BuckinghamshireA Guide for Parish CouncilsOctober 2012

Transport for Buckinghamshire

Contents

Foreword

1.0 Scheme evaluation and process

2.0 Partnership approaches

3.0 Supporting evidence collection

4.0 Case studies and traffic calming measures

5.0 Other considerations

6.0 Other strategies

7.0 Road maintenance and issues reporting

8.0 Review

Foreword

This booklet sets out the traffic calming measures available to rural and urban areas in Buckinghamshire. If implemented properly, traffic calming can have a significant effect on

traffic speeds and collision/crash reduction.

The text was prepared and written by Buckinghamshire County Council Locality Services and jointly produced by Locality Services and Transport for Buckinghamshire. The project was initiated

by the Buckingham Local Area Forum as a result of an identified priority on traffic calming.

Traffic calming describes a wide variety of measures that can be used in towns and villages, and on the wider road network including junctions and high speed related collision routes and sites.

Traffic calming should encourage a steady and safe flow of traffic at a speed that is appropriate to other road users and the local environment, which should reduce crashes where there is

history.

Over the past 20 years, a great deal of experience has been gained both nationally and in Buckinghamshire on the appropriate use of traffic calming. This booklet describes:

Traffic calming is seen by many people as a positive solution, but by others as an unnecessary inconvenience. This booklet will help

Parish, District and Town Councils find the right solution for their problems.

• the measures available• their effectiveness• the approximate costs involved

Traffic Calming in Buckinghamshire 2

1.0 Overview:

Speeding traffic in villages and towns and on rural roads across Buckinghamshire can result in:• increased risk of a collision• severance of communities (reducing social interaction and the use

of local services)• intimidation to walkers, cyclist and horse riders• higher CO² emissons • higher noise levels

Buckinghamshire County Council (BCC) acknowledges that many local communities are concerned with these issues and this guide explains how to deal with the problem of speeding traffic.

A gradual approachAlways try the least expensive methods of traffic calming first. These can be effective and include:• education, training and publicity (ETP)• a request for speed enforcement (the responsibility of Thames

Valley Police)• signing and lining• gateways

Many of these ‘softer’ measures are explained in Section 4.0 of this guide.

Physical traffic calming measuresAs the local Highways and Transport Authority, the County Council has considerable experience of implementing physical traffic calming schemes in urban and rural settings. The County Council is keen to see its key principles adopted for local community funded schemes:

Key principles:

● Ensure that the majority of drivers, local residents, and other users support the proposals.

● Ensure that public participation in education campaigns run by the County Council is encouraged before, during and after the introduction of physical traffic calming measures.

● Ensure that schemes do not detract from the County Council’s transport polices and strategies. They should add value and help tackle congestion, improve safety, enhance access, and improve the environment.

● Use vertical features for casualty reduction purposes only, or as a last resort when other initiatives have failed.

● Provide technical support and guidance to parishes at a cost and in response to other requests for traffic calming, and ensure that agreed proposals meet all current government guidelines.

● Monitor schemes to ensure they work, and learn from previous experience.

1 Scheme evaluation and process


1.2 Schemes promoted by local communities

It is important to understand the purpose of traffic calming measures before choosing a scheme. Choices include:• signing• lining• gateways• chicanes• islands• surface treatments• road humps, speed cushions or speed tables• a review of the speed limit

These are explained in section 4.3.

There must be no detrimental effect on road safety, public transport or the road network and the scheme should show an improvement on casualty reduction.

For local community funded schemes, BCC as Local Transport and Highway Authority will have to approve the scheme to ensure it complies with public liability issues and national guidelines and standards.

To give your local community funded scheme the best chance of approval by the County Council, it is important to show:

● A demonstrable safety problem with a record of personal injury collisions where inappropriate speed is a contributory factor.

● A perceived safety problem where people feel threatened by the speed, volume and/or type of traffic.

● The area is considered unsuitable for the type/volume of traffic passing through it. This will be assessed by Transport for Buckinghamshire (TfB).

● That vehicle domination of the street space can significantly diminish the quality of life for residents, shoppers and traders.

● The need for a deterrent against unsuitable traffic such as heavy goods vehicles and ‘through traffic’.

Any one or a combination of these factors may lead to consideration of the use of traffic calming, however, the desired outcome must be clearly understood at the outset to ensure the most appropriate scheme is selected.

Once the Parish Council has developed initial thoughts of appropriate measures and funding, they should contact TfB to discuss the ideas in more detail. This should include likely costs and the timescales involved. Contact should be via the Localities Team Leader or the Local Area Technician.


1.3 Consultation process

Department for Transport (DfT) regulations say that local people must be consulted about proposed traffic calming schemes.

Public engagement is vital to achieve local acceptance and to ensure that traffic calming measures are effective.

Consultation with the public and other key stakeholders is important to:• identify the problems • define the objectives of the scheme• gain support from the public (this is likely to be more successful

through early involvement)

You must consider the needs of the emergency services including:• the routes they use• the impact on their response times• any possible discomfort/injury for the vehicle occupants

The Bucks Fire and Rescue Services traffic management policy includes details of minimum access needs and priority routes.

The County Council can oversee consultations (costs will need be covered by external funding) on community funded schemes to ensure that they meet required standards and are fair and accountable. It will also ensure that they are carried out in the same way as all other County Council consultations.

Adequate time should be allowed for all consultees to prepare a response to a proposal.

A typical consultation list would include: • Emergency services (ambulance, fire and rescue)• Local residents and the general public• Thames Valley Police (statutory requirement)• RAC and AA• Freight transport and road haulage associations• Parish, Town and District Councils• National Farmers Union• Disabled Access Forum• Pedestrian associations• Buckinghamshire County Council

Important traffic calming legislation* includes:• The Traffic Calming Regulations 1999• The Road Humps Regulations 1999• The Road Traffic Regulation Act 1984• Local Authorities Traffic Orders (Procedure) Regulations 1996• The Highways Act 1980, • DfT Local Transport note1/07 and 1/08 • DfT Manual for Streets (MSF1) 2007 and MSF2, 2010• CIHT Manual for streets 2 2010• The Traffic Signs Regulations and General Directions 2008 (and

amendments).• Buckinghamshire County Council revised policy on lighting


1.4 Funding

The County Council may promote and fund schemes as part of the capital programme, although this is likely to be in exceptional circumstances only. For example, where there is a high crash injury rate or developer funding contributions are available to mitigate the effects of increased traffic resulting from new development.

In all other situations, traffic calming schemes will need to be funded by the local community.*

It is strongly recommended that the Parish Council develops a funding strategy at an early stage. This strategy should aim to raise enough money to design, consult, construct and monitor the scheme, allowing a contingency of up to 20 per cent for post-implementation modifications. Most schemes (for example, those with vehicle activated signs) will also need a budget for future maintenance of the equipment.

Funding sources may include:

● Budgets delegated to the Local Area Forum (LAF) or Local Community Partnership (LCP). **

● The County Council’s Traffic Calming Fund. This fund was created to help pay for local traffic calming measures, enabling the costs to be spread over a period of up to three years. £250,000 is available to fund schemes costing more than £1,000 but less than £50,000. ***

● External funding from local organisations, businesses or individuals.

● The local parish precept.

● Using developer contributions. Section 106 of the Town and Country Planning Act 1990 says that housing developers can be obliged to help fund schemes that will mitigate any adverse impact of their development on local infrastructure and services. This may include traffic calming measures. Parish Councils should apply to the District Council which allocates all funding provided by developers and agrees where funding should be spent with BCC.


Speeding is antisocial and often requires police intervention. However, local initiatives may be used to encourage drivers to slow down.

Evidence suggests that it is often local drivers who speed in their own communities and the County Council is keen to work with Parish Councils to encourage slower speeds.

The local community can get directly involved in the ways set out below.

2.0 Reporting speeding drivers and the ‘Community Concern’ scheme

It is important to first establish the facts rather than taking action based on perceptions. To find out if you have a speeding problem you can:

● Request use of Thames Valley Police (TVP) speed detection radar (SDR) equipment. This is normally used by local volunteers to carry out a Community Speedwatch campaign.*

● Request a speed survey from the Traffic Information Data Team at Transport for Buckinghamshire. The cost is £310 for a seven-day survey. **

Dealing with a few speeding driversIf a small number of speeding motorists is detected, the Community Speedwatch campaign should be considered. This could be carried out in association with the local neighbourhood police team. Equipment can be purchased from Traffic Technology on 01280 818656 for £2,500, or is available on free loan from TVP.

If most speeding drivers are localIf the Community Speedwatch campaign shows that local residents are responsible for most speeding, it is recommended that the community works with Buckinghamshire County Council’s Casulty Reduction Team on an educational programme called ‘Make the Commitment.’(details provided in section 2.1).

Dealing with a larger number of speeding driversIf there are a large number of speeding drivers, please contact Thames Valley Police who are responsible for enforcing traffic laws. You can use the Thames Valley Police ‘Community Concern’ scheme to request help with enforcing speed limits, including:• police presence• police speed checks• mobile camera enforcement• the “dealing with speeding traffic” scheme

Please note that BCC has no powers to enforce speed limits.

2.1 Make the Commitment

The ‘Make the Commitment’ (MTC) scheme asks drivers to sign a pledge that they will try to keep to the speed limits at all times. This aims to focus a driver’s attention on their speed and help them drive appropriately.

This scheme is most effective when the majority of drivers are local residents.

If you think this scheme would be suitable for your area, we will be happy to provide leaflets for local distribution. Leafleting, plus other publicity, could help reduce the speed of most local road users.*

2. Partnership approaches


2.2 Police Neighbourhood Action Group

Most parishes have a Neighbourhood Action Group (NAG). NAGs are community groups who help decide neighbourhood policing priorities, and find solutions to local problems. Most NAGs have ‘speeding traffic’ and ‘inconsiderate parking’ on their list of community policing priorities. In response, NAGs encourage the setting up of speed checks either through volunteer groups operating SIDs (speed indicating devices) or local hand held speed cameras. These groups provide valuable evidence to support applications for funding for speed reduction measures.

In addition, neighbourhood policing teams deal with reported speeding in various ways, depending on the nature of the problem (for example, the number of speeding motorists and the number/type of collisions on the road).*

3.1 Overview

Any individual or group can request traffic calming measures, although it is more likely that a request for a local community funded scheme will come from the Parish Council.

All requests should be sent to the County Council’s area office via the local Parish/Town/District Council. You should explain why you need a scheme, possible solutions, and any other relevant information. An officer from the area office will visit the site with local representatives to discuss the problems and various options. You will also receive more detailed information on how to progress schemes, consultations, costs and other relevant issues.

Community funded schemes will be progressed as soon as resources allow. This will depend on the number of applications and scale of the schemes involved. It is important that good evidence is collected to support any request for traffic calming. This evidence could include the following:

• Local residents’ views collected through a survey• Local Parish Council views• Specific speeding information supplied by the NAG• Traffic speed and flow data collected from speed tubes (see section

3.2)• Speeding information supplied from Community Speedwatch (see

section 2.0) • Number of accesses along the affected length of road • Number of properties and junctions along the affected length of

road • Use of the road, for example, abnormal load, emergency or bus

route

3. Supporting evidence collection


3.2 Speed tubes

The County Council can collect traffic speed and flow data using speed tubes. Speed tubes can record speed and classification data in up to two lanes of traffic over a seven-day period.

Please contact Richard Crawford* as early as possible to discuss costs and timescales.

During the early stages, the County Council will advise the Parish Council whether their ideas for physical traffic calming are appropriate. Each request will be considered on its own merits.**

This section describes the various types of traffic calming device, the pros and cons of each, and four typical traffic calming case studies.

Parish Councils can use these examples to develop initial ideas for their area and the likely costs involved. Please note that the costs do not include design and other overheads, for example, supervision of construction.

4.1 Street lighting

In some cases, street lighting and illuminated signs are necessary to ensure traffic calming schemes are visible and comply with the law. In some rural areas, this may not be appropriate or would cost too much.

The lighting guidelines in the Institute of Lighting Engineers Technical Report 25 ‘Lighting for Traffic Calming Schemes’ should be followed. These are outlined in detail in the proposed road lighting policy, ‘Street Lighting, Illuminated Signs and Illuminated Bollards Strategy’ due to come into effect in 2012.

4. Case studies and traffic calming measures


4.2 Case studies

Ibstone: a rural traffic calming scheme without lighting

The challengeIbstone Parish Council wanted help with:• pedestrian safety along a stretch of Ibstone Road with no footpath • speeding through a narrow section of the road

The solutionTransport for Buckinghamshire (TfB) devised a scheme which included:• removal of the centre line markings and provision of white edge

lines through the narrow section• re-marking of ‘SLOW’ markings• replacement of warning signs and hazard marker posts

The outcomeThe Parish Council welcomed this scheme. The £3,800 cost was covered by the Parish Council (£2,300) and Cllr Robert Woollard (£1,500) via his Leaders Community Fund. The scheme was completed in March 2012.

Bishopstone: a rural traffic management scheme with lighting

The challengeBishopstone Action on Traffic (BAT) wanted to curb the increasing volume and speed of traffic on the C77 through Bishopstone.

The solutionTransport for Buckinghamshire devised a scheme which included:• priority road narrowing and the installation of speed cushions at

each end of the village• compliance with all statutory signing and lining requirements• replacement of some sections of the centre line road marking with

edge of road markings to give the impression of a narrower road

The outcomeFollowing consultation, TfB agreed to the scheme. The cost of £40,000 was funded by Bishopstone Action on Traffic Group with a contribution of £10,000 from the transportation budget.


Starblocks, High Wycombe: an urban scheme with lighting

The challengeFollowing the redevelopment of the Starblocks Housing Estate on St Hugh’s Avenue and Windrush Drive, meetings were held between the Housing Association, Residents Association, District and County Members, and Transport for Buckinghamshire, to address speeding issues during peak periods.

The solutionSection 278 funds were secured to promote traffic calming measures on the estate roads. These included:• speed cushions• raised table junctions

New Rediweld bolt-down cushions were trialled. Eleven sets of cushions and two raised tables were installed.

These roads are part of a bus route, a factor that had to be taken into consideration, especially in the design of the raised tables.

The outcomeFollowing a successful public exhibition and consultation, the scheme was implemented and well-received locally. Both St Hugh’s Avenue and Windrush Avenue were resurfaced as part of the project. The total cost was £150,000.

Zebra Crossing, Aylesbury Road, Princes Risborough: an urban scheme with lighting

The challengeConcerns were raised by St Teresa’s Catholic School about the speed and volume of traffic on the A4010 roundabout heading towards Aylesbury and the lack of a pedestrian crossing. The road was seen as dangerous and difficult for parents to negotiate when dropping off and collecting their children. Princes Risborough Town Council and the County Councillor supported the school.

The solutionA bid was submitted by Princes Risborough Town Council to the North West Chilterns Local Area Forum in November 2009 for a zebra crossing to be installed outside the school. It was approved in April 2010, with TfB proposing a larger scheme to include a zebra crossing, upgraded lighting and resurfacing of the approaches to the roundabout.

The outcomeFollowing consultation, the scheme was completed in June 2011 at a cost of £32,000. St Teresa’s school raised £11,000; £3,000 was provided by Section 106 monies; £12,500 by TfB; and £5,500 by Buckinghamshire’s Sustainable Travel Team.


4.3 Traffic calming tools used across the County

The prices shown are only guidelines as costs will vary from site to site.

££££ = Up to £500££££ = £501 - £5,000

££££ = £5,000 - £20,000££££ = 20,000+

Signs are usually used with traffic calming measures and also in isolation, for example, speed limit signs.

Standard traffic signs provide clear warnings about the road ahead. Their size and position are subject to strict guidelines set by the Department for Transport (DfT).

Signs fall in to three categories, warning/information/order and are used on the public highway. when any changes have been implemented.

££££ - dependant on size and not including future maintenance costs

Traf

fic S

igns

Pros• Inexpensive• Clear message for drivers• highly visible to drivers

Cons• Too many signs can confuse drivers• May ‘urbanise’ a location, especially in rural areas• Inappropriate signs are currently attracting adverse media

attention• 30mph speed limit repeater signs are illegal in street lit areas


These can be laid on the road surface, typically at the start of the speed limit. They provide additional impact when entering residential areas such as villages or locations where there are high numbers of pedestrians, for example, near schools.

Roundels can only be provided next to post-mounted terminal or repeater speed limit signs. The DfT will only allow them to be used without speed limit signs on posts in protected locations such as the Chilterns Area of Outstanding Natural Beauty. Requests have to be sent directly to the DfT for approval.

Where roundel markings are allowed to be used instead of repeater signs on posts, they will require careful maintenance. If they become worn, then the speed limit will become ineffective or unenforceable.

££££ - dependent on size

Spee

d Li

mit

Roun

dels

Pros• Inexpensive• Effective message reinforcement• Can be used in isolation (with special permission)

Cons• Can fade from traffic wear• Need regular maintenance, with potentially higher long-term

costs than conventional posts• Visibility is affected in poor weather conditions• Can be unpopular with motorcyclists as the white paint is

slippery when wet

Gateways are used to highlight the change from a rural road to a more populated area. A popular type of gateway replicates a five-barred farm gate. These can often be fitted with a village or town nameplate (as shown on the previous page). Ideally, gateways should be located at the start of a speed limit and can include road surface treatments and lining such as dragon’s teeth.

For safety reasons, gateways must be collapsible; masonry or metal gates are unlikely to be considered.

££££ - per gateway

Gat

eway

s

Pros• Inexpensive• Can reduce speeds by up to 5mph• Increases driver awareness of their environment• Different styles of gateway can reflect the particular character of

an area• Defines the boundary of a village or town

Cons• Limited effectiveness if used in isolation• Often limited room on verges, due to the verge width• Speed limit signs and village nameplates cannot always be

placed at the same location• Department for Transport authorisation may be required for

certain designs

Road markingsRoad markings are an extremely effective way of communicating information to drivers, however, their use should be carefully considered. Inappropriate road markings can intrude on the landscape.

Nevertheless, where appropriate, they may be preferable to upright repeating speed limit signs in areas of high landscape.


These white markings appear to reduce the lane width so that drivers slow down. They are most effective when used with other measures such as gateways on approaches to villages.

££££

Dra

gons

Tee

th

Pros• Creates an illusion that the road is narrower than it is• Inexpensive• Do not generate too much noise • Highly visible

Cons• Limited impact when used in isolation• Can be perceived as unsightly• Constant over-running of lines will lead to maintenance issues

These markings can only be used in the centre of roads that are at least seven metres wide.

They work by appearing to reduce the width of the lanes. This can discourage speeding and overtaking. If the road is at least eight metres wide, right-turn lanes may be added.

The cost depends on road length and can increase significantly if Catseyes or intelligent road studs have to be moved or installed.

Dependent on road length

Cent

ral H

atch

ing

Pros• Inexpensive• Provide lane guidance• Solid hatchings are enforceable• Provide added protection when turn lanes or central refuges are

incorporated

Cons• Not as effective when used in isolation• Will have a possible ‘urbanising’ effect, especially on rural roads• A minimum road width is required• Constant over-running of lines will lead to maintenance

problems• White edge lining may increase driver speed

Rumblewave strips are a fairly new traffic calming technique. They are short, raised lines laid across the road, creating less outside noise than rumble strips. However, the same warning effect is heard and felt by the driver inside the car.

££££ - per square metre

Rum

blew

ave

Surf

acin

g

Pros• Attract drivers’ attention• Create audible and visible effects• Produce less outside noise than rumble strips

Cons• Some evidence suggests that drivers may increase their speed

in an attempt to reduce effects• Do not have the same effect when used in isolation• Should only be used on roads with a 30mph speed limit• Additional signs may be required


Coloured surfacing is commonly used as part of a gateway feature or to emphasise a change of condition such as the approach to a residential area. It can also be used to highlight speed roundels or other painted signs on the road.

It is usually laid in 8-12m strips. Its effectiveness is variable on its own but can help to highlight a hazard or road marking. The surface may be prone to fading. Other materials and more fade-resistant materials are available, but are more expensive.


Colo

ured

Roa

d Su

rfac

ing

Pros• Relatively inexpensive• High visual impact• Can be used to denote an approaching change in conditions• Can be used to highlight road markings

Cons• Should not be used in isolation, as without accompanying signs

no specific message is conveyed • Prone to fading• Can have an urbanising effect

Textured road surfacing is available in various patterns and colours. It is normally laid up to 15mm above the road to resemble block paving or cobbles. This feature is designed to make a noise, warning the driver of a change in driving conditions. Because of the noise, this feature should not be sited near residential areas.

Studies have shown that speeds are reduced by up to 5mph. It has limited success when used in isolation but works well with other measures such as gateways on approaches to villages.


Text

ured

Roa

d Su

rfac

ing

Pros• Does not have the same urbanising effect as coloured surfacing• Does not fade• Enhances gateway entries• Good levels of speed reduction can be achieved

Cons• More expensive than coloured surfacing• Must be away from houses due to noise levels • Does not have the same effect when used in isolation

These are a series of yellow 200mm-wide bands, with a recommended height of 3-4mm (approximately the same as centre line markings).. They can be effective when used with other measures such as gateways on the approaches to villages, or when approaching a lower speed limit.

Bar markings are distinct from rumble strips as they are not designed to produce a ‘drumming’ sound.

££££ - per set

Bar

Mar

king

s

Pros• Inexpensive• Highly visible• Do not generate too much noise

Cons• Because they cause low level noise, they should not be placed

too close to homes• Not suitable for sharp bends or steep gradients as motorbikes

and cycles may lose traction• Will have a possible ‘urbanising’ effect, especially on rural roads• Constant over-running of lines will lead to maintenance issues


Mini roundabouts will have a calming effect but should only be installed in 20/30mph zones at three-armed junctions which have equal and/or substantial traffic flow.

The mini roundabout must be more than one metre in diameter but less than four metres, and must not exceed 125mm in height. The alignment of the road may need adjustment to slow down approaching traffic. Appropriate street lighting and illuminated signs will be needed and doming of the roundabout centre is recommended.

££££ - will vary substantially depending on location

Min

i Rou

ndab

outs Pros

• Reduces speed on all arms• Easy to install if no other works are required• An alternative to re-designing the junction layout

Cons• Costs can escalate drastically if lighting and/or road realignment

is required• Very strict design guidelines• Creates extra signs• Has produced mixed results as a speed reduction measure• Any underground services may need to be diverted

Rumble strips are short, raised road lines that cause a warning vibration when driven over. They can alert drivers to hazards or a change in driving conditions. Studies show they can reduce speed by 2mph.

Rumble strips are most effective when used with other measures such as gateways on approaches to villages. Due to the noise created, rumble strips should not be sited near residential areas.

££££ - per site

Rum

ble

Strip

s

Pros• Attract drivers’ attention• Create audible and visible (depending on colour) effects• Can be laid into the road or, simply and cheaply, over the road

surface

Cons• Creates noise and must be sited away from residential areas• Must be clearly visible at night• The effect largely depends on coarseness of the strips• Does not have the same effect when used in isolation• Some evidence suggests that drivers may speed in an attempt

to reduce effects


In urban areas where there is high parking demand, parking management may be appropriate. Restrictions can be used to regulate the available parking space and designated parking spaces can be provided to specific user groups such as residents or for short-term parking. Parking bays can create natural chicanes of parked vehicles and ensure that parking is safe and appropriate.

Good parking management can also reduce conflict between pedestrians, vulnerable road users and drivers.

Where designated parking bays are provided, the road must be 5.5 metres or wider to ensure that emergency vehicles have access. It is beneficial in terms of speed reduction if the areas can be marked on alternate sides of the road as this creates the chicane effect.

Decriminalised parking enforcement is currently carried out in Aylesbury Vale, Chiltern and Wycombe Town. Special parking area enforcement in the County (apart from South Bucks Distirct Council who are due to become a CEA in September 2012) has now been taken back by BCC and streets are patrolled on a regular basis. The police enforce parking restrictions in the rest of the county. Unfortunately, the police do not have the resources to cover the whole area and some locations may not see any enforcement.

Parking restrictions may be considered providing they do not create safety issues. This must also fit in with the policy, which is focused on implementing parking restrictions where there is a proven safety issue created by unregulated parking. Its effectiveness is dependent on the ability to enforce the restrictions and traffic flows.

££££ - for installation

Park

ing

Rest

rictio

ns

Pros• Relatively inexpensive to install, however there is an ongoing

maintenace cost• Creates a natural traffic calming feature• Provides safe parking areas• Eliminates indiscriminate or obstructive parking

Cons• The area must be visited on a regular basis to ensure that the

restrictions are enforced• Enforcing the restrictions could result in additional costs• Locations will need to be monitored and reviewed on a regular

basis


Horizontal Measures

Narrowing reduces the width of the road, which is then controlled by a priority system so that vehicles going in one direction have to give way to traffic from the other. This can significantly reduce vehicle speeds. They are most effective if used by more than 500 vehicles a day, with no heavy bias in one direction.

Buckinghamshire County Council’s policy is that narrowings must be illuminated.

Narrowings can create problems for cyclists, and farmers who use larger agricultural vehicles may object. They can cause sudden braking or acceleration and may also reduce available parking space. Crashes may result when drivers make inappropriate or late decisions about giving way.

££££ - plus associated road construction and lighting costs as required

Nar

row

ings

- P

riorit

y Sy

stem

s

Pros• Significantly reduces vehicle speeds• Works well with high traffic flows• Relocation of road space reduces the dominance of motor

vehicles

Cons• Expensive• Must be illuminated• Minimum road width of three metres required• Potential hindrance to emergency vehicles and public transport• Will cause noise due to sudden accelerating and braking of

some drivers

Traffic islands restrict two-way traffic flow into narrower lanes or provide a refuge for pedestrians/cyclists. In general, there must be a minimum lane width of three metres either side of an island. If the island is a pedestrian refuge, it must be a minimum of two metres wide. Buckinghamshire County Council’s policy is that they must be illuminated.

Central traffic islands can reduce vehicle speeds by up to 5mph, depending on the lane widths. However, they can create problems for cyclists. Farmers who use large agricultural vehicles and the emergency services may object if access is hindered. This means that road widening may be required. Islands are often difficult to site in residential areas where they conflict with accesses and on-street parking.


Cent

ral T

raffi

c Is

land

s Pros• Can be effective in reducing vehicle speeds and injury crashes• Can be tailored to fit different road widths and conditions• Encourages lane discipline• Can be designed as a pedestrian refuge

Cons• Can be expensive • Must be illuminated• Can be difficult to site in residential areas as a minimum road

width is required• Can cause problems for cyclists• Collisions with islands can occur• Larger vehicle users and the emergency services may object


Vertical measures

Speed humps can be rounded or block-shaped where a flatter profile is required. They are constructed in tarmac for cost-effectiveness. They can be effective in reducing speeds to about 20mph. Their height and frequency are controlled by regulation. There should be a roundabout, sharp bend or road narrowing on the approach to the humps to slow traffic down. Speed humps should not be installed on steep gradients.

Vertical measures will only be considered where other less obtrusive and cost-effective measures have not been successful. Requests will be assessed on an individual basis taking into account the collision history and road layout.


Spee

d H

umps

Pros• Can be very effective in reducing vehicle speeds and injury

accidents• Can provide pedestrian crossing places if flat-topped• Cover the full road width and can be installed without affecting

on-street parking

Cons• Can only be used in areas with a speed limit of 30mph or less• Must be illuminated to highway lighting standards• Cause discomfort to bus passengers and patients in ambulances

and affect emergency service response times • Braking and acceleration noise plus vibration can make them

unacceptable to residents• Not cycle-friendly• Drainage for flat-top style humps needs to be considered

Speed cushions are similar to road humps and have the same constraints relating to height, frequency, and lighting.

Their effectiveness depends on the width, height and profile of the cushion. Buses and emergency service vehicles can straddle narrower cushions, but wider cushions are more effective in reducing speeds.

££££ - per pair of cushions, plus associated road construction and lighting costs as required

Spee

d Cu

shio

ns

Pros• Can be very effective in reducing vehicle speeds and injury

accidents• Can be tailored to fit different road widths and conditions• Cycle-friendly• Bus and HGV-friendly• Better access for emergency service vehicles

Cons• Can only be used in areas with a speed limit of 30mph or less• Must be illuminated to highway lighting standards• May cause discomfort to bus passengers and patients in

ambulances if cushions cannot be straddled• Braking and acceleration noise plus vibration can make them

unacceptable to residents• May not slow HGVs, wide wheel based cars or motorcyclists


Other measuresEducation, training and publicity (ETP)Advertising and publicity campaigns can quickly reach a large audience and enable the delivery of simple measures in a coordinated manner.

Road safety education, training and publicity campaigns aim to change habits and driving attitudes. Traditionally used on their own, they can also support the introduction of physical traffic calming measures. When requests for traffic calming measures are received, ETP should be used as part of an incremental approach, encouraging local residents to take part in the consultation process and contributing to the success of a scheme.

A good example of ETP is the ‘Make the Commitment’ campaign which encourages drivers to stay within the speed limit, be more aware of their surroundings and monitor their speed more closely. In addition, ‘Route Alert’ signs warn drivers to take more care on roads where higher numbers of accidents have occurred.

Quiet LanesQuiet Lanes are minor rural roads suitable for shared use by walkers, cyclists, horse riders and vehicles. In August 2006, the DfT published statutory guidance for Quiet Lanes and Home Zones. However, following a pilot project the County Council does not formally designate roads as Quiet Lanes.

Removing road markings and signs (naked streets)Several surveys show that the clearer the road marking layout, the more positive drivers are in their actions and general behaviour. This approach has been successful in a number of locations but considerable judgement is required to minimise any risks resulting from removing signs and road markings. Consideration has to be given to traffic flows, existing vehicle speeds, location, and numbers of vehicles using the road. This approach is still being trialled.

Safety camerasSafety cameras are being used throughout Buckinghamshire. Mobile and fixed camera sites are operated by Thames Vallley Police and maintained by Buckinghamshire County Council.

Safety cameras provide protection for drivers, other road users and pedestrians and reassurance for communities. Their objective and ultimately their aim is to reduce speed related collisions and casualties.*

20mph routes/zonesIt is current policy to consider 20mph zones only as part of a Safer Routes to School scheme, or town centre pedestrianisation scheme. This is because extensive traffic calming is needed to keep average speeds below 20mph. The Department for Transport would not normally recommend the introduction of a 20mph zone or limit on a village through-road. This is because the road would need to be extensively traffic calmed if speeds are not already on average below 20mph. The measures would have an urbanising effect and would be inappropriate for a rural location. The DfT advice emphasises the need for caution when considering 20mph limits. Our experience suggests that signed-only limits have little or no effect on reducing speeds.**

The County Council’s new 20mph policy is currently being drafted. The County Council will be following the guidance which is currently being developed by the DFT. The DFT guidance, outlining information on the measures to be taken and guidance on implementation, is not expected to be available until late autumn/winter 2012. Implementation of this guidance in to the County Council’s policy will be underaken after this period.


School travel planning*

Schools can take action to: • reduce car journeys• increase other ways of getting to school• make journeys to and from school safer

Measures can include walking, cycling and public transport initiatives as well as engineering (crossing points for example) and education programmes.

To be successful, a school travel plan must be supported by the whole school community, including parents, teachers, students, governors and local people. We support schools by providing guidelines and reviewing completed plans to ensure they will be effective.

The DfT and DfES set a target for every school to have a school travel plan by 2010. Schools are encouraged to get involved and are supported by the Travelchoice Team to try a variety of ways to reduce car journeys.

We have helped Buckinghamshire’s schools reduce the number of children driven to school from 44 per cent in 1999 to less than 30 per cent currently, and the reduction is continuing.

Level One

A school that is in the early stages of travel planning and is keen to address and resolve travel issues. It has contacted the Travel Choice Team and a recognised school travel initiative is in place.

Level Two

A school that is developing a school travel plan. An STP coordinator has been identified and a representative working group has been set up. Research has been done and aims and objectives established. (Evidence of this must be provided.)orA Level Three that has not been sustained.

Level Three

A school that has an active school travel plan including all of the key elements detailed in the BCC guidelines and Travel Choice website. In brief, these are:• An identified STP

coordinator and working group

• Detailed research - including usual and preferred modes of travel

• Signed terms of reference • SMART targets • Action plan • Monitoring plans • Adoption by the school’s

governing body and inclusion in the school development plan, or equivalent

• Commitment to providing an annual progress report of the STP to the Travel Planning Team

• Commitment to complete the BCC Travel Planning Annual Hands-Up survey

The criteria for reviewing plans are:


Vehicle activated signs

Vehicle activated signs (VAS) are used to address speeding on roads where conventional signs are not effective. They do not replace conventional signs but are designed to be activated when approached by vehicles driving over the speed limit. Otherwise, the sign remains blank.

VAS are permanent post-mounted signs and can display either the speed limit or a hazard warning. They must comply with The Traffic Signs Regulations and General Directions 2002 (TSRGD) and be approved for use on the road. The TSRGD prescribes the signs and messages that can be displayed. Alternative messages are not permitted unless authorised by the Secretary of State. Normally, we provide only prescribed VAS.

Our policyVAS can be provided in three ways:

● We will provide, fund and maintain VAS where they may be effective in reducing speeding, collisions and casualty numbers, and where no other cost-effective solution is appropriate.

● We will provide and maintain VAS but they will be funded by a third party. For example, where a local council or community believes VAS are necessary, but the site is not a County Council priority. VAS may be installed if the casualty record is low but there is a proven problem with speed and other measures have been explored and ruled out. It may also be appropriate if existing measures have not worked.

● A third party provides, funds and maintains the VAS.

In all three cases, we assess the suitability of the VAS including the location and type of VAS to be used, the power source and if applicable, the electrical supply and connection. Only approved suppliers and contractors will be used to carry out this work.

EffectivenessA DfT study into the effectiveness of VAS at over 60 locations across the country showed that where collisions were recorded, these were reduced by up to a third and that average speeds were reduced by 4mph. There are various locations across Buckinghamshire where VAS have been provided resulting in similar collision reductions and average speed reductions of 2-3mph. Although the speed reductions may seem modest, VAS appear to be very effective at reducing the speed of faster drivers.

Conditions suitable for VASWhen considering potential sites for VAS, we will consider a number of factors, including:• its collision history • traffic speeds • the condition of any existing signing and lining• whether other measures may be more suitable • whether a suitable location exists for the VAS• if the site is in a conservation area or within the Chilterns AONB • whether there is local support

How to request VASTo ensure local support, all requests for VAS should be made via the Parish or Town Council (or local County Councillor in areas where no Parish or Town Council exists). The application of £310 is used to assess current speeds at the site. If we already have up-to-date information, your application fee will be deducted from the cost of VAS.


ConsultationAs the highway authority, we have the power to erect signs on the road and do not usually need to notify anyone living nearby. However, VAS are generally larger than conventional signs. Because of this, you will need to ensure that you have the support of the local County Councillor and anyone whose property is affected before installation.

Typical costs and timescalesVAS may be cheaper than other speed or collision-reducing features, but are expensive when compared to conventional signing. As well as the one-off supply and installation costs, there are ongoing costs for power, calibration and maintenance. Each VAS location will be different and likely costs and timescales will need to be prepared on a site-by-site basis. Typical costs and timescales are shown at the bottom of this page, but these are only guideline figures.

MaintenanceMost VAS suppliers will provide a guarantee against failure of between one and five years. This will not cover routine maintenance, vehicle impact or vandalism.

If we are responsible for maintenance, this will be carried out in line with our usual maintenance procedures and standards. Otherwise, maintenance contracts can be negotiated direct with the VAS supplier or other contractors.

MonitoringIf we provide a VAS to address a specific collision or speed problem, we will monitor its effectiveness.

If a third party funds VAS, they will need to carry out any required monitoring.

Approved suppliers and contractorsThere are a number of suppliers and contractors who can supply and/or install approved VAS on Buckinghamshire’s roads. A list of preferred suppliers and installers can be downloaded from the Service Information Centre.* Where a third party provides, funds and maintains a VAS on a public road, only those suppliers and contractors listed in this document may be used.

Temporary Speed Indicating Devices (TSID)A TSID is available at each Transport for Buckinghamshire area office. These devices can only be booked by Parish and Town Councils or by county councillors. They cost £100 for two weeks. Please contact us online, by email via [email protected], or on 08452302882 to request an application form.

The police have their own versions of these signs which other organisations or community groups can borrow or hire. Please contact your local police community support officer (PCSO) or local neighbourhood police office for further information. The police non-emergency number is 0845 8505505.

Moveable Vehicle Activated Signs (MVAS)MVAS initiative is a locally managed scheme where vehicle activated sign(s) can be purchased by the Parish/Town Council and moved around the village to pre-agreed locations, co-fixed onto existing posts or onto a moveable post secured by a ground screw.

MVAS will be set to display the speed limit when approached by a vehicle travelling above a pre-determined speed (typically 33mph in a 30mph speed limit), acting as a reminder to drivers exceeding the speed limit. The aim of this is to encourage a safer driving speed and improve road safety.


Where can they be locatedMVAS should be located on the verge or back of a footway, where they can be seen easily by drivers in good time to adjust their speed accordingly. They should not obscure other highway signs or cause visibility issues to road users.

The signs can be fitted onto some existing posts, as long as there is sufficient room on that post to ensure a minimum mounting height (where this applies). They could also be fitted onto Parish/Town Council owned lamp columns, although advice should be taken from your street lighting maintenance contractor to ensure that the structural stability of the column is not affected. Approval may be granted to fit them onto Buckinghamshire County Council owned lighting columns, however this will be considered on a site by site basis.The minimum mounting height for signs located on pedestrian routes or footways is 2.1m and 2.3m on a cycleway. In verges it should be mounted at approximately 1.5m – 1.8m above ground level.

There should be a minimum clearance of 0.5m between the edge of the carriageway and the sign to ensure that it is not struck by HGV wing mirrors.

In the event that an existing post is not available, a ground screw can be installed at several agreed locations which will allow a new moveable post to be fitted into it. This post will then be used to support the sign and can be moved around periodically. The post can be hinged if necessary, to allow the sign to be fitted onto the post easier.

Health & SafetyFor each proposed MVAS location a suitable and sufficient risk

assessment is to be carried out to identify the significant hazards and to determine the required control measures.**

Persons installing MVAS on posts or other street furniture must not use step ladders.

Any persons or organisation installing a MVAS must ensure that they have £5m public liability insurance cover.

How much will it cost?Costs will vary depending mainly on how the scheme is managed, but will include the following:

● Equipment – sign, post, ground screws, battery, charger, memory cards

● maintenance cost ● Speed data to measure effectiveness of scheme (if required) - £310 per location

● Health & Safety equipment (see HSE website link for guidance) – Hi-vis vests should be used as a minimum

● Public Liability Insurance of £5m – this is an essential requirement, as instructed by Buckinghamshire County Council’s insurers

● Application fee - £350 + vat ● The applicants own staffing costs (where applicable)


5.0 Other considerations

5.1 Overview

Special consideration must be given to the nature of the road and its environment when selecting traffic calming measures. A range of options is available to suit rural, urban or residential areas.

A great deal of debate has arisen from public transport operators and their passengers about the suitability of horizontal or vertical techniques. Complaints, especially about some of the physical traffic calming features, have been made. Humps and bumps can hinder access and response times for emergency vehicles and affect patient comfort. HGVs and commercial vehicle operators are also affected.

In rural areas, the needs of large agricultural vehicles should also be taken into account.

5.2 Public utilities

If work requires the ground to be broken, utility companies must be consulted for plans that show any cables or pipelines in the area. This is a legal requirement. If equipment belonging to utility companies will be affected, the traffic calming scheme must be changed, or the utility equipment moved. The cost must be met by those paying for installation of the traffic calming measure.

5.3 Safety audit

Road Safety audits should be carried out at set stages during the design process as an independent assessment of potential road safety problems associated with a scheme. Problems identified and recommendations as a result of such an audit may affect the cost of a scheme or it’s feasibility.

5.4 Monitoring

Completed schemes should be monitored to ensure they are successful in reducing speeds and/or collisions. Environmental impacts such as congestion, noise, light and pollution should also be noted.

5.5 Legislation affecting speed limit signs and markings

Speed limit signs and markings are governed by legislation. Terminal signs are provided at the start and finish of each speed limit. One terminal sign is normally required on each side of the road for each speed limit. These signs must be lit on A roads when placed within 50 metres of a street lamp.

Repeater signs are smaller speed limit signs and must be provided at regular specified intervals along a road, except: • in a 30mph speed limit with street lights (this is forbidden by law) • in 20mph zones• on motorways• on National speed limit roads without street lights

Speed limits can also be marked on the road surface at the start of each lower limit. By law, these roundels can only be placed alongside terminal or repeater signs and so cannot be used within 30mph street lit limits

Signed speed limits show the maximum legal speed and do not mean that it is safe to drive at this speed.


5.6 Weight and width restrictions

Legal controls on vehicle weight or width apply to certain roads. Weight restrictions can be imposed for structural or environmental reasons to prevent large vehicles using inappropriate routes.

These restrictions should be used to:• reduce danger to pedestrians and other road users• prevent damage to buildings, roads and bridges• preserve the character, amenity and environment of an area• reduce and manage congestion on the roads Weight restrictions are subject to a Traffic Regulation Order (TRO). Regulatory signs are displayed on the road to notify drivers and to help the police enforce restrictions. However, the police have limited resources to enforce this type of restriction (especially environmental restrictions).

Restrictions that allow access for deliveries or other reasons, are extremely difficult to enforce and where possible physical measures should be installed to prevent abuse of the system.

Where restrictions exist, the recommended alternative route should be signposted. Restrictions will not be used if there is no suitable alternative route.

TROs would only be implemented in the most extenuating circumstances as they are very time consuming to promote, can be costly and do not promise a positive outcome because of the difficulties in enforcement.

5.7 Speed limit review

The Countywide speed limit review which started in 2003, has checked the speed limit on all public roads in Buckinghamshire to see if they complied with National guidelines.


6.0 Other strategies

6.1 Overview

The County Council’s Local Transport Plan (LTP) is the main strategy for transport in Buckinghamshire. It includes a five-year strategy and 15-year vision (to 2016) for transport. The LTP also sets out what is to be achieved each year, and individual strategies for various local areas.

The LTP can be viewed on the County Council’s website.* There are also links to other related strategies.

6.2 HGV routing

The current expectation is that HGVs should use roads that are most suitable for their size. These are usually the highest graded A, B and C roads, strategic inter-urban roads and other primary routes for through traffic. The nature of the key routes through Buckinghamshire makes HGV routes almost self-selecting.

HGV traffic at pickup, access and delivery points can put significant pressure on other parts of the road network.

Accessible and appropriate information, particularly from satellite navigation systems and clear signs can help to direct and encourage HGV traffic along the most suitable routes.

Freight Quality Partnership A Freight Quality Partnership (FQP) with hauliers, business representatives and other stakeholders will be considered as part of the Freight Strategy. An FQP can help to improve the efficiency and lessen the impact of freight on Buckinghamshire’s residents and roads.

For more information, visit the LTP page on the County Council’s website.*

Buckinghamshire County Council has a duty to maintain the roads under the Highways Act. We carry out regular inspections to ensure the roads remain in a safe condition.*

7.1 Signs and lines maintenance

The County Council’s Traffic Management Team maintains signs and lines (road markings).

Because the budget is limited, maintenance priorities are decided on an ongoing basis.

Priority is given to:• safety and regulatory signs, for example, ‘Give Way’, ‘Stop’, and

speed limit signs• signs in a dangerous condition –which we aim to repair or replace

within one week

Other defects are assessed and repaired as part of routine work when a contractor is next in the area.

We do not clean signs on a routine basis, but please report any that need attention. Area staff are responsible for identifying maintenance needs, and respond as appropriate to information received from the public and Parish Councils.

Please report any problems with signs and lines to Transport for Buckinghamshire, giving as much location information as possible.

7.0 Road maintenance and issues reporting


7.2 Pavements

We carry out routine inspections to ensure pavements are in good condition and safe to use. Please let us know quickly about any problems as this can prevent a minor fault from becoming a danger to users.

The County Council is responsible for dealing with: • pavement defects such as potholes; raised, rocking or dangerous

paving; heave and subsidence; and flooding• reported theft of paving stones • obstructions such as overgrown trees and hedges; • treatment of weeds• new pavement requests

7.3 Street care and cleaning

District Councils are responsible for street care and cleaning. This includes: • cleaning parks and car parks• sweeping roads• roundabouts• cycle tracks• underpasses• verges and lay-bys• litter-picking• specialised cleaning, such as removal of graffiti and fly-posting on

council property• emptying litter bins (although most bins are owned by Parish and

Town Councils)

7.4 Street nameplates

District Councils are responsible for the provision and maintenance of street nameplates.

7.5 Spillages or dead animals on roads

Spillages or dead animals should be reported to the District Council.

7.6 District Council contact numbers

Aylesbury Vale 01296 585858Chiltern 01494 729000South Bucks 01895 837200Wycombe 01494 46100

7.7 Report a road problem To report dangerous or emergency road problems, please call 0845 230 2882.

We repair streetlights during the day and need the streetlight number to ensure we repair the correct light.

Report a problem online

Report the location and type of problem at:

http://www.buckscc.gov.uk/bcc/transport/ea_report_problem.page

As soon as we’ve checked the information, it will be shown on our website and added to our work list. Our progress can then be checked online.


If you wish, you can also tell us your name and contact details to help us improve our service. Your contact details will remain confidential and will not be visible to other users.

7.8 Signs on roads

As the highway authority, the County Council has the legal power to install road signs. The type and position of signs have to comply with regulations.

Signs that do not relate to the road may be placed on the road, but only with our permission.*

This traffic calming guide takes into consideration the latest National guidance on traffic calming which can be viewed in full at DfT.gov.uk.

This guide will be reviewed periodically to take account of best practice, changes to DfT policy, and feedback from Parish Councils.

8.0 Review


1.3 Consultation ProcessNational legislation can be seen at www.dft.gov.uk

1.4 Funding* http://www.buckscc.gov.uk/bcc/transport/community_funded_calming.page

** www.buckscc.gov.uk/bcc/our_communities/communitymap.page?

*** www.buckscc.gov.uk/bcc/transport/forbearance_fund.page?

2.0 Reporting speeding drivers and the ‘Community Concern’ scheme* Please contact your local neighbourhood police team on the non-emergency police number, 101. For more information, visit: http://www.buckscc.gov.uk/bcc/transport/speedwatch.page

** Email [email protected] or telephone 0845 230 2882.

2.1 Make the Commitment* For more information, visit: www.buckscc.gov.uk/mtc.

2.2 Police Neighbourhood Action Group* http://www.thamesvalley.police.uk/yournh/yournh-nag

3.2 Speed tubes* [email protected] or telephone 0845 230 2882.

** http://www.buckscc.gov.uk/bcc/news/safety_cameras.page .

4.3 Traffic calming tools used across the County

Other measures* Please refer to section 2.0 for detials of the proceedure to follow if there is evidence of a considerable number of speeding motorists.

** Further information, advice and guidance is in the DfT’s Traffic Advisory Leaflet ‘20mph speed limits and zones’ (09/99) and can be viewed at DfT.gov.uk, or via a link at buckscc.gov.uk/roadsafety.

School travel planning*For basic information about school travel plans and how to develop one, visit:http://www.buckscc.gov.uk/bcc/transport/school_travel_plans.page

Vehicle activated signs* Visit http://www.buckscc.gov.uk/bcc/transport/vehicle_activated_signs.page, call 0845 2302882, or email [email protected]

** Further details and a sample risk assessment can be found on the HSE website (http://www.hse.gov.uk/risk/)

5.5 Legislation affecting speed limit signs and markingsFor more information, visit: http://www.buckscc.gov.uk/bcc/transport/speed_limit_signs.page

5.6 Weight and width restrictionsFor more information, visit: http://www.buckscc.gov.uk/bcc/transport/weight_width_restrictions.page

Further Information


5.7 Speed limit reviewFor more information about this, please visit: http://www.buckscc.gov.uk/bcc/transport/speed_limit_review.page

6.0 Other strategies* The LTP can be viewed on the County Council’s website: www.transportforbucks.net/strategy/LTP3.aspx.

7.0 Road maintenance and issues reporting* For more information, visit:http://www.buckscc.gov.uk/bcc/transport/maintenance.page

7.1 Signs and lines maintenanceFor more information, visit:http://www.buckscc.gov.uk/bcc/transport/signs_lines.page

7.2 PavementsFor more information, visit:http://www.buckscc.gov.uk/bcc/transport/footways.page

7.8 Signs on roads* For more information, visit: http://www.buckscc.gov.uk/bcc/transport/signs.page

TVP - Thames Valley PoliceTfB - Transport for BuckinghamshireBCC - Buckinghamshire County CouncilSID - Speed Indicator DeviceNAG - Neighbourhood Action GroupMTC - ‘Make the Commitment’ campaignVAS - Vehicle Activated SignTSID - Temporary Speed Indicating DevicesMVAS - Moveable Vehicle Activated SignHGV - Heavy goods vehicleHSE - Health and Safety ExecutiveTRO - Traffic Regulation OrderLTP - Local Transport PlanLAF - Local Area ForumLCP - Local Community PartnershipFQP - Freight Quality PartnershipDfT - Department for TransportCEA - Civil Enforcement areaSTP - School travel planETP - Education, training, publicityDfES - Department for Education and Skills

Glossary


Links and Contacts

Transport for Buckinghamshire

9th Floor County Hall Walton StreetAylesburyHP20 1UY

www.buckscc.gov.uk/transport

@tfbalerts

0845 2302882

Locality Services

Locality ServicesBucks County CouncilCounty HallWalton StreetAylesburyHP20 1UA

www.buckscc.gov.uk/bcc/our_communities/communitymap.page?

[email protected]

Thames Valley Police

Speed SolutionsThames Valley PoliceRoads PolicingThree Mile Cross270 Whitley Wood RoadReadingBerkshireRG2 8FT

http://www.thamesvalley.police.uk/

[email protected]

For all non-emergency calls, dial 101.

Department for Transport

http://www.dft.gov.uk/

Visit the TfB Service Information Center:

www.buckscc.gov.uk/transportInformation about alternative travel optionsWhere we are working todayBus routes and timetablesReport problems with roads, footpaths and streetlightsInformation on current projects and schemesReal time information about gritting routes (winter only)

And the live Twitter feed

@tfbalertsFor updates as they happen

Telephone:

0845 230 2882

Transport for Buckinghamshire9th Floor

County HallAylesbury

BuckinghamshireHP20 1UY

Locality ServicesBucks County Council

County HallWalton Street

AylesburyHP20 1UA

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