For Discussion at Reports Meeting On

9 PERTH AND KINROSS COUNCIL 10/276 Enterprise and Infrastructure Committee – 26 May 2010 SPEED LIMIT REVIEW Report by the Executive Director (Environment) This report summarises the National Government guidelines for setting local speed limits and the requirement to undertake a review of speed limits on all A and B Class roads in Perth and Kinross. RECOMMENDATIONS The Committee is asked to:- i) Note the assessment criteria for the review of speed limits on A and B Class roads ii) Note the assessment of A and B Class roads in Perth and Kinross iii) Agree to the promotion of Traffic Regulation Orders to introduce reduced speed limits at selected sites identified by the Review iv) Agree to the promotion of Traffic Regulation Orders to extend or alter existing reduced speed limits BACKGROUND 1. Speed limits should be evidence-led, self-explanatory and seek to reinforce people’s judgment of what is a safe speed to travel within a particular road environment. They should encourage self-compliance and not be seen as a maximum speed at which to drive in all circumstances. 2. The speed limit framework, including the setting of national speed limits for different road types, is the responsibility of the UK Government. The three national speed limits are: • 30mph in urban areas (for all vehicles) • 60mph on single carriageway roads (but with maximum permitted speed limit for selected vehicle types) • 70mph on dual carriageways and motorways (but with maximum permitted speed limit for selected vehicle types) 3. These national limits may not be appropriate on all roads. Roads Authorities may set local speed limits in situations where local needs and considerations make it desirable for drivers to adopt a speed limit which is different from the national speed limit. The Scottish Government is responsible for determining 253 local speed limits on the trunk road network, while Local Authorities are responsible for speed limits on the local road network. National Guidelines 4. In August 2006, the Scottish Executive published new guidance on setting local speed limits (ETLLD Circular 01/2006 Setting Local Speed Limits). The production of this guidance followed a 4-year period of development and consultation and replaced the previous guidance (SOID Circular 1/93) which was cancelled. 5. The new guidance reflects some of the important developments in speed management policies and research, including the relationship between speeds, the risk of collision and casualty severity. It should be read in conjunction with the appropriate Traffic Advisory Leaflets, such as TAL 2/06 Speed Assessment Framework, and the relevant legislation, including the Traffic Signs Regulations and General Directions 2002 (TRSGD 2002). 6. Contained within the new guidance is a requirement for all Local Authorities to review the speed limits on their A and B Class road network by 2011. Roads Authorities are required to focus the use of speed management measures, including more appropriate speed limits, on those roads with the most pressing problems of collisions and casualties, or where there is widespread disregard for the current speed limits. 7. Speed limits should not be set in isolation, or unrealistically low, as they would become ineffective and lead to the possible disregard of the reduced speed limit. In addition to increased enforcement demands, this may result in substantial numbers of drivers continuing to travel at inappropriate speeds thus increasing the risk of collision and injury. 8. The Review has been undertaken using the criteria set out in Circular 01/2006. The key objectives of the guidance are: • provision of up-to-date and consistent advice • improved clarity which will aid greater consistency of speed limits nationally • setting of more appropriate local speed limits • local speed limits that better reflect the needs of all road users • improved quality of life for local communities and a better balance between road safety, accessibility and environmental objectives • improved respect for speed limits and improved compliance • continued reductions in the number of road accidents in which excessive or inappropriate speed is a contributory factor 254 9. As recommended by the guidance, this Review has been undertaken using an assessment framework. This framework defines the factors to be considered in reviewing or determining a speed limit based on the character and function of the road. The framework is designed to achieve an appropriate and consistent balance between road safety and traffic mobility objectives on single carriageway rural roads. 10. Key information gathered on all A and B Class roads includes: • traffic volumes – average daily total • mean speeds – average two-way free flow traffic • accident history – reported injury accidents over three years • road layout – vertical and horizontal alignment • road environment – density of development, community building, road furniture, etc 11. Traffic surveys have been undertaken on all local A and B Class roads to establish traffic volumes and vehicle speeds. The framework uses an accident rate to determine whether a higher or lower speed limit should be considered. Road traffic accident data has been supplied to the Council by Tayside Police and covers the three-year period January 2006 to December 2008. For upper tier roads the accident threshold is 35 injury accidents per 100 million vehicle kilometres. Due to the low incidence of injury accidents and the lower traffic volumes within the Council area, there were no roads that met this criteria. To assist the Review, a simpler casualty rate per km was calculated, similar to that used in the accident analysis for the Road Safety Plan. Rural Roads 12. The national speed limit on the rural road network is 60mph on single carriageway roads and 70mph on dual carriageways and motorways (Note: there are no local roads in Perth and Kinross subject to a 70mph speed limit). Rural roads are divided into a two-tier hierarchy which differentiates between roads with strategic and local access functions. Upper tier roads, primarily A and B Class roads, are transportation routes where mobility is essential. Lower tier roads, primarily C and U Class roads, provide access between local communities. This review has focused on upper tier A and B Class roads as required by the guidance. Further information on the rural A and B class Rural Roads has been made available to the Committee Members prior to the meeting. Urban Roads 13. The standard speed limit in urban areas is 30mph which represents an appropriate balance between mobility and safety of road users, especially for 255 more vulnerable road user groups. Local speed limits of 20mph can be considered in situations where there is particular risk to vulnerable road users. A 40mph speed limit may be considered on the boundary of urban areas where there is lower housing density or sporadic development. In exceptional circumstances, 50mph limits can be implemented where the road environment allows this to be done safely. The Review indicates that some urban roads should have a higher limit than at present where the existing limit does not match the site characteristics of the assessment criteria. 14. Surveys have been undertaken at the entry points to all reduced speed limits to identify the traffic volumes and mean speeds. The road environment has been examined to determine whether the existing reduced speed limit signs comply with the location plans and descriptions contained within the Traffic Regulation Orders. Observations have been made as to whether there has been any significant change to the road environment, such as new development or changes to the road alignment. Rural Villages 15. It is current Government policy that, where appropriate, a 30mph speed limit should be the norm in villages. Circular 01/2006 defines a village as “20 or more houses (on one or both sides of the road); and a minimum length of 600m”. Roads Authorities may lower this to 400m in certain circumstances and 300m in exceptional circumstances, e.g. the presence of a school, public or community building. A minimum length is recommended so as to avoid too many changes of speed along a section of road. Some drivers are unlikely to reduce their speed if the lower limit is over a very short section of road or the end of the limit can be seen from the entry point. 16. This Review has identified some rural villages in Perth and Kinross that require a reduction in the current speed limit or the introduction of a lower speed limit. Village speed limits should be signed to ensure consistency within a Local Authority area or along a designated route. Similar to urban roads, surveys have been undertaken at the entry points to all reduced speed limits to assess traffic volumes, vehicle speeds and road environment. Particular attention has been paid to those rural settlements on A and B Class roads that do not currently have a reduced speed limit. Enforcement 17. In general, all new or existing speed limits should be appropriate to the road environment and, therefore, self-enforcing to the driver. This Review and any subsequent additions or changes to the speed limits should enable drivers to perceive the need to travel at a correct and appropriate speed, leading to a situation where little or no formal enforcement is required. 18. It is accepted that certain drivers will disregard good practice and some enforcement activity by the Police may be necessary. As part of our partnership working, Perth & Kinross Council works closely with Tayside Police when considering any possible changes to local speed limits. Tayside 256 Police has been consulted in the preparation of this report and has no objection in principal to the lowering of speed limits at the locations identified. Consultation has taken place with neighbouring Roads Authorities, especially where roads cross boundaries, to ensure speed limits remain constant.

Load more