Agenda Item

Report to Lead Cabinet Member for Transport and Environment

Date 25 June 2007

Report By Director of Transport and Environment

Title of Report Revised policy for the introduction of local speed limits

Purpose of Report To seek approval to amendments to the policy for setting local speed limits

RECOMMENDATION:

That Policy Summary PS4/2, as set out in Appendix 3 to this report, be approved.

1. Financial Appraisal

1.1 There are no specific financial implications in respect of the recommendations detailed in this report.

2. Supporting Information

2.1 In August 2006 the Department for Transport published Circular Roads 1/06, ‘Setting Local Speed Limits’, which supersedes all previous guidance on this subject. The guidance gives local authorities more flexibility when considering the need to introduce local speed limits, and advocates the introduction of 30 mph as being the norm in villages where appropriate.

2.2 In December 2006 the County Council forwarded an issues paper to all district and parish councils and local County Members, along with a questionnaire which highlighted the requirements placed upon the highway authority when introducing speed limits, and considered the implications of changes in speed limits. The issues paper is contained in Appendix 1.

2.3 The results of the questionnaire and the comments received are presented in Appendix 2.

2.4 The proposed changes to the speed limit policy were presented to parish councils at the Road Safety Conference held at Civic Centre on 4 April 2007. Parish councils had a further four weeks following the conference to make representations on the proposed changes to policy on speed limits and traffic calming. No further comments have been received.

3. Review of Speed Limits on the A and B Road Network

3.1 Traffic authorities are required to review the speed limits on all of their A and B roads, and implement any identified changes by 2011, with the aim of reducing the number and severity of accidents on the strategic road network.

3.2 The principle of the review is to consider sections of road taking into account the accident rate, nature of the road, and traffic flow. The intervention levels recommended in Circular Roads 01/06, in terms of accidents per 100 million vehicle kilometres is 35 for upper tier A and B roads, and 60 for lower tier and unclassified roads.

3.3 These intervention levels, when considered against the nature of the A and B road network within , are considered slightly low, and work carried out to date would suggest that for upper tier roads an accident rate of 45 would be more appropriate. This figure represents a value which is approximately twice the national accident rate for rural A class roads and has the support of Sussex Police. As our policy for setting speed limits is intended to cover both East and West Sussex, it has been agreed with West Sussex County Council that we will work together on our review of A and B roads, and review this particular intervention level in 12 months time.

3.4 No additional government funding has been allocated to undertake the review and implementation of speed limit changes on the A and B road network, and the cost will be met from the existing Local Transport Plan settlement for Local Safety Schemes and Minor Works.

4. Conclusion and Reason for Recommendation

4.1 The recommended revisions to the policy on setting local speed limits have taken into account the changes recommended in Circular Roads 01/06 Setting Local Speed Limits and will ensure that the introduction of appropriate speed limits will contribute to casualty reduction targets whilst reducing the chance of raising unrealistic expectations among local residents.

RUPERT CLUBB Director of Transport and Environment 13 JUNE 2007 LMTE: 19 JUNE 2007 – SPEED LIMIT POLICY

Contact Officer: Bryn Kemp Tel. No. 01273 482106 Local Member: All

BACKGROUND DOCUMENTS Circular Roads 01/06, Setting Local Speed Limits

Appendix 1 Setting Local Speed Limits DfT Circular 01/2006 Issues to be addressed in formulating a new policy

Setting Local Speed Limits DfT Circular 01/2006 Issues to be addressed in formulating a new policy

December 2006

Setting Local Speed Limits

DfT Circular 01/2006 Issues to be addressed in formulating a new policy

Background

Key Issues • Do we need to be guided by communities • Do buffer speed limits help with the reduction of vehicle speeds in village centres • Do we need repeater signs for speed limits • What are the national speed limits

A and B Class Roads Assessment • Setting Local Speed Limits on Single Carriageway Roads • Review of A and B Class Roads • Prioritizing A and B Class Roads

Village Speed Limits • Character of Sussex • Village definition • Frontage Development Assessment

Setting Speed Limits • Underlying Principles • Traffic Calming • Prioritizing speed limit review in villages

Appendix • Priority list for A and B Class Roads • Village / Settlement by parish

Background

Traffic authorities are required to set ‘local speed limits’ in situations where local needs and considerations deem it desirable for drivers to adopt a speed which is different from the national speed limit. The limit should be self-explanatory and seek to reinforce people’s assessment of what is a safe speed to travel, but without being seen as a target speed at which to drive in all circumstances.

Key Issues

Do we need to be guided by communities?

The introduction of reduced speed limits is not seen by all parish councils as universally desirable; some feel that speeding is not a sufficient local problem to justify the visual intrusion that would result from the introduction of the necessary signs. Others believe that only the centre of a village should have the lower limit as a long length of continuous limit can reduce the impact of its message to drivers at the location where it is most needed.

Do buffer speed limits help with the reduction of vehicle speeds in village centres?

The introduction of buffer speed limits in villages is seen by many as sensible a way of achieving better compliance with lower speed limits in the centre of villages. Where used they should help in reflecting the gradually changing environment and road character as you enter a village and assist in encouraging drivers to drive more slowly.

Do we need repeater signs for speed limits?

The guidance has not changed on signing speed limits and most speed limits above 30 mph other than the national speed limits requires the introduction of repeater signs to act as a reminder to drivers.

Under current legislation the use of repeater signs is prohibited on roads subject to a 30 mph speed limit that have a system of street lighting. This is because the presence of the lights themselves is an indication of the limit. However, it means that if, for example, an existing 40 mph limit on a road with lighting is reduced to 30 mph, repeater signs would not be allowed and the existing 40 mph repeaters would be removed and not replaced.

What are the national speed limits?

The speed limits are not the same for all vehicles and are dependent on the type of vehicle. Advice on speed limits are set out in the Highway Code and a table has been reproduced from the Highway Code which sets out the national speed limits for different types of vehicle.

Speed Limits Built-up Elsewhere Motorways Areas* Single Dual carriage- carriage- ways ways

Type of vehicle MPH MPH MPH MPH

Cars and motorcycles

(including car derived vans 30 60 70 70 up to 2 tonnes maximum laden weight)

Cars towing caravans or

trailers 30 50 60 60 (including car derived vans and motorcycles)

Buses and coaches (not exceeding 12 metres 30 50 60 70 in overall length)

Goods vehicles + (not exceeding 7.5 tonnes 30 50 60 70 maximum laden weight)

Goods vehicles

(exceeding 7.5 tonnes 30 40 50 60 maximum laden weight)

These are the national speed limits and apply to all roads unless signs show otherwise

* The 30 mph limit applies to all traffic on all roads in and Wales (only Class C and unclassified roads in Scotland) with street lighting unless signs show Aotherwise) and B Class Roads Assessment

A and B Class Roads Assessment

Setting local speed limits on rural single carriageway roads

Under the new guidance roads are categorised into two tiers, based on their function:

• Upper tier – roads catering primarily for through traffic, typically the A and B class network. The appropriate limit is likely to be 50 or 60 mph. • Lower tier – roads providing a local or access function, typically the C class and Unclassified network. The limit is likely to be 40 or 50 mph.

In villages 30 mph is recommended as the norm, where appropriate, for both tiers.

An assessment framework has been developed by the Transport Research Laboratory (TRL) and is based on the presumption that single carriageway rural roads should operate at speeds that give the minimum total cost taking safety, mobility and environmental impact in to account.

Within the two tiers accident rates should generally be used to help decide whether a higher or lower speed limit is appropriate. The guidance sets the following accident threshold levels: • Upper tier – 35 injury accidents per 100 million vehicle kilometres • Lower tier – 60 injury accidents per 100 million vehicle kilometres

The assessment framework works on the basis that the choice of speed limit should be guided by whether the accident rate on a section of road is above or below the appropriate threshold. It is necessary to consider accident remedial measures for identified accident sites before considering the modification of speed limits.

Review of A and B class roads

The new guidance places a requirement on local highway authorities to review the speed limits on A and B class roads by 2011.

Prioritizing A and B class roads

The county has 30 A class roads, 4 of which form part of the trunk road network maintained by the government’s Highways Agency. In addition to the A roads there are 42 B class roads.

A and B roads have been prioritised using the injury accident rate calculated using the number of crashes, road length and traffic volume. The priority list is shown in appendix A.

Village Speed Limits

Character of Sussex

Sussex is a primarily a rural county with a large number of small communities which have developed as a result of local need.

One of the qualities which can be found in many small communities is the unspoiled nature of the built environment without an excess of road signs and traffic management features.

The introduction of reduced speed limits supported by traffic calming could have an adverse affect on the existing appearance of many communities and rural roads, detracting from what is seen by many as one of the qualities of .

Village Definition

The dictionary definition: - A group of houses and other buildings, such as a church, a school and some shops, which is smaller than a town, usually in the countryside.

A village in terms of the revised guidance for setting speed limits:- • 20 or more houses (on one or both sides of the road); and • a minimum length of 600 metres.

The above criteria should give an adequate visual message to drivers to reduce their speed.

This definition is open to interpretation and therefore it is important that it is made more robust before agreeing a revised policy. The County Council’s Transport and Environment Scrutiny Committee has been consulted and they are minded to support the following definition:-

“20 or more houses served by private drives which adjoin the main road (on one or both sides of the road) and located within a minimum distance of 600 metres and clearly visible to the driver”.

Following further consideration at officer level, it is being recommended that the word ‘house’ should be changed to ‘property’ to allow for commercial premises etc and the word ‘drive’ be changed to ‘access’ to include properties that only have pedestrian access onto the road in question.

The proposed revised definition is therefore as follows:-

“20 or more properties served by private accesses which adjoin the main road (on one or both sides of the road), located over a length of not less than 600 metres, and clearly visible to drivers”.

Setting Speed Limits

Underlying principles

The underlying aim of speed management policies should be to achieve a ‘safe’ distribution of traffic speeds that reflects the function of the road and the impacts on the local community. This should imply achieving a mean speed appropriate to the prevailing conditions, and all vehicles moving at speeds as close to the posted speed limit as possible.

A key factor when setting a speed limit is what the road looks like from the road users’ perspective, such as its geometry (width, bends junctions and accesses, etc), and its environment (e.g. whether it is rural, residential or commercial, or passing schools, shops, etc). Drivers are likely to expect and respect lower limits, and be influenced when deciding on what is an appropriate speed, where they can see there are potential hazards, for example in built up areas.

It is known from experience that if a speed limit is set too far below the existing mean speed of traffic on that road, the limit will be ineffectual and poorly observed, and there is a danger that this will bring similar limits elsewhere into disrepute. It is therefore proposed that before a speed limit alteration is advertised the following mean speeds need to be achieved:-

Sussex Mean Speed Criteria for Speed Limits Speed Limit 20 30 40 50 60 Mean 24 33 42 52 62 Speed to be below

For the purpose of assessing villages for the possible introduction of 30 mph limits it is proposed that once speed measurements have been taken, the village will be placed into one of three categories and the following action taken:- • MEAN SPEED OF 32 MPH OR LESS – this indicates that the limit can be introduced by means of signs alone, so we will discuss with the parish council the provision of a 30 mph speed limit. • MEAN SPEED GREATER THAN 32 MPH BUT LESS THAN 35 MPH – in this band it will be necessary to consider minor remedial engineering works including the provision of Vehicle Activated Signs where appropriate, and these measures will have to be prioritised in comparison with other locations. • MEAN SPEED OF 35 MPH OR GREATER – this indicates that more intensive measures are needed to bring speeds down to appropriate levels, so we will add these sites to the Traffic Calming Priority Assessment list.

Traffic calming

The process for prioritising traffic calming requests has been designed to assess sites in the urban environment rather than in rural villages, primarily to address issues of rat-running where, due to congestion on the main road, drivers were seeking convenient short cuts. With this in mind, the present assessment procedure overlooks certain quality of life issues which affect villages such as:-

• Equestrian activity • Footways • Crossing by Public Rights of Way • Severance – community based facilities located on one side of the road i.e. school, shops, post office, church etc. • Percentage of drivers currently exceeding the proposed speed limit under consideration.

It is intended to review the priority assessment procedure to give more emphasis to rural issues.

Prioritizing speed limit review in villages

A time frame has been set to review the speed limits on all A & B roads and this exercise needs to be completed by 2011. A large number of villages affected by traffic speed and volume have classified roads running through them and will be considered as part of the A and B road review.

A list of villages/ settlements for each parish (Appendix B) has been compiled using a 1:50 000 scale map based search, the list does not reflect the presences of a speed limit or the potential of introducing changes to existing speed limit. The list comprises of 448 settlements some of which form part of the urban area. The list is not comprehensive and if parish councils wish to see further settlements included on the list which are named on the Ordnance Survey 1:50 000 map they can be added to the list. In addition to settlements any comments in respect of the extent of existing speed limits are welcomed as changes in development and environment may in some cases give the opportunity to adjust the existing speed limit. Appendix A

Priority list for A and B class roads.

Rank Description Rank Description A B

Roads Roads 1 A272 1 B2103 2 A2102 2 B2159 3 A277 3 B2106 4 A2101 4 B2193 5 A295 5 B2098 6 A21 6 B2095 7 A268 7 B2182 8 A269 8 B2191 9 A2021 9 B2203 10 A2040 10 B2087 11 A259 11 B2238 12 A229 12 B2101 13 A265 13 B2202 14 A2270 14 B2244 15 A271 15 B2092 16 A2036 16 B2124 17 A275 17 B2247 18 A264 18 B2104 19 A2029 19 B2089 20 A2280 20 B2188 21 A28 21 B2116 22 A267 22 B2096 23 A26 23 B2165 24 A2290 24 B2183 25 A2100 25 B2192 26 A22 26 B2100 27 B2157 28 B2093 Trunk Roads 29 B2088 A21T 30 B2110 A26T 31 B2204 A259T 32 B2026 A27T 33 B2099 34 B2112 35 B2082 36 B2102 37 B2169 38 B2123 39 B2239 40 B2109 41 B2113 42 B2136 Appendix B

Eastbourne District Hastings District

Parish Settlement Parish Settlement Eastbourne Downside Hastings Bachelors Bump Eastbourne Belmont Friday Street Blacklands Hampden Park Bohemia Langney Broomsgrove Meads Bulverhythe Old Town Clive Vale Roselands Glyne Gap St Anthonys Hill Harley Shute Upperton Hastings Willingdon Hollington Willingdon Level Old Town Ore Silverhill Silverhill Park St Helens St Helens Wood St Leonards West Hill

Lewes District

Parish Settlement Parish Settlement Parish Settlement Barcombe Barcombe Wallands Park Southease Southease Barcombe Cross Newhaven Denton Streat Streat Mount Pleasant Harbour Heights Tarring Neville Tarring Neville Spithurst Mount Pleasant Telscombe Telscombe Beddingham Glynde Newhaven Westmeston Westmeston Trevor Gardens Newick Newick Wivelsfield Wivelsfield Beddingham Sharpsbridge Wivelsfield Green Chailey Chailey Peacehaven Peacehaven Godleys Green Peacehaven Heights North Chailey Telscombe Cliffs North Common Piddinghoe Piddinghoe South Chailey Plumpton Plumpton South Street Plumpton Green Town Littleworth Ringmer Ashton Green Ditchling Ditchling Broyle Side East Chiltington Chiltington Little Norlington East Chiltington Norlington Falmer Falmer Ringmer Firle Firle Rushy Green Glynde Glynde Upper Wellingham Hamsey Cooksbridge Rodmell Rodmell Hamsey Saint Ann Without Offham Saint John Without Iford Iford Seaford Bishopstone Kingston near Lewes Kingston near Lewes East Blatchington Lewes Landport Norton Lewes Seaford South Malling Sutton Southover South Heighton South Heighton Rother District

Parish Settlement Parish Settlement Parish Settlement Ashburnham Ashburnham Forge Goatham Green Ewhurst Green Brownbread Street Brightling Brightling Snagshall Marlpits Cackle Street Staplecross Ponts Green Darwell Hole Swailes Green Battle Battle Hollingrove Fairlight Fairlight Canadia Oxleys Green Fairlight Cove Netherfield Twelve Oaks Guestling Friars Hill Starrs Green Burwash Burwash Guestling Green Telham Burwash Common Guestling Thorn Beckley Beckley Burwash Weald Lidham Hill Beckley Furnace Southover Three Oaks Clayhill Witherenden Hill Hurst Green Burgh Hill Four Oaks Camber Camber Hurst Green Bexhill Bexhill Catsfield Catsfield Silver Hill Cooden Catsfield Stream Icklesham Broad Street Glenleigh Park Henleys Down Icklesham Little Common Stevens Crouch Winchelsea Lunsfords Cross Crowhurst Crowhurst Winchelsea Beach Normans Bay Green Street Iden Iden Old Town Watermill Mountfield Johns Cross Pebsham Dallington Dallington Mountfield Sidley Earls Down Vinehall Street The Highlands Woods Corner Northiam Horns Cross Bodiam Bodiam East Guldeford East Guldeford Mill Corner Brede Brede Guldeford Lane Corner Northiam Broad Oak Etchingham Etchingham Peasmarsh Flackley Ash Broadland Row Willards Hill Peasmarsh Cackle Street Ewhurst Colliers Green Shepherds Chitcombe Cripps Corner Penhurst Penhurst Rother District - continued

Parish Settlement Pett Cliff End Pett Playden Houghton Green Rye Rye Rye Foreign Bowlers Town Playden Rye Foreign Salehurst Northbridge Street Robertsbridge Salehurst Pestalozzi Childrens Sedlescombe Village Sedlescombe Ticehurst Bardown Berners Hill Birchetts Green Dale Hill Flimwell Shovers Green Stonegate Three Leg Cross Ticehurst Tolhurst Union Street Wallcrouch Udimore Cock Marling Udimore Westfield Baldslow Westfield Whatlington Whatlington

Parish Settlement Parish Settlement Parish Settlement Alciston Alderbrook Sheffield Green Alfriston Blackness Shortbridge Arlington Arlington Crowborough Splaynes Green Caneheath Jarvis Brook Charlwood Upper Dicker Poundfield Forest Row Wickstreet Steel Cross Berwick Berwick Stone Cross Highgate Sweethaws Tompsets Bank Budletts Common Whitehill Blackboys Buxted Exceat Easons Green Coopers Green Litlington Framfield Westdean Hawkhurst Common Herons Ghyll Winton Mount Ephraim Danehill Chelwood Common Palehouse Common Potters Green Pounsley Pound Green Danehill Bells Yew Green Broomham Furners Green Eridge Green Chalvington Frant Eckington Corner Birling Gap Little Bayham Mark Cross East Dean Sleeches Cross Ripe Friston Strawberry Hill Burgh Hill East Hoathly Daviss Town Hadlow Down Chiddingly East Hoathly Hailsham Golden Cross Halland Gun Hill Fletching Down Street Summer Hill Hale Green Fletching Chuck Hatch Holmess Hill Fletching Common Colemans Hatch Muddles Green Grisling Common Gallypot Street Nash Street Piltdown Hartfield Thunders Hill Wealden District - continued

Parish Settlement Parish Settlement Parish Settlement Holtye Folkington Jumpers Town Cowbeech Hill Milton Street Newbridge Flowers Green Wilmington Quabrook Foul Mile Wilmington Green Gingers Green Cackle Street Heathfield and Golden Cross Waldron Beacon Down Herstmonceaux Broad Oak Stunts Green Cade Street Trolliloes Fords Green Chapel Cross Windmill Hill Horney Common Hooe Halls Close Maresfield Foxhunt Green Hooe Maresfield Park Heathfield Nutley Lions Green Burlow Mayfield Argos Hill Little London Horam Butchers Cross Mutton Hall Marle Green Coggins Mill Old Heathfield Maynards Green Five Ashes Punnetts Town Sharps Corner Mayfield Rosers Cross Poundford Sandy Cross Isfield Rushers Cross Tilsmore Rose Hill Wellbrook Waldron Laughton Laughton Gotham Waldron Down Laughton Common Hazards Green Grove Hill Park Corner Lower Street Hellingly Shortgate Ninfield Lower Dicker Terrible Down Russells Green Lower Horsebridge Whitesmith Whydown Upper Horsebridge Horsted Green Beachlands Chapel Row Little Horsted Polegate Chilsham Wealden District - continued

Parish Settlement Parish Settlement Parish Settlement Boarshead Motts Mill Burnt Oak Chapmans Town Park Corner Castle Hill Churches Green St Johns Danegate Teasley Mead Heathfield Three Cups Corner High Cross Turners Green Mark Cross Warbleton Rotherfield Town Row Wartling Selmeston Dittons Uckfield Manor Park Hankham New Town Mill Hill Ridgewood Pevensey Ringles Cross Rickney Rocks Park Stone Cross Uckfield Westham Willingdon and Jevington Foulride Green Combe Jevington Cousley Wood Lower Willingdon Durgates Wannock Lower Cousley Wood Withyham Balls Green Pell Green Birchden Rockrobin Sparrows Green Crowborough Warren Stone Cross Friars Gate Tidebrook Turners Green Lye Green Wadhurst Lyewood Common Woods Green Mardens Hill

Appendix 2

QUESTIONNAIRE – SETTING LOCAL SPEED LIMITS

The majority of drivers respect speed limits. Agree Disagree 44% 56%

Drivers speed is influenced by the environment they are driving through. Agree Disagree 85% 15%

Traffic speed is the main concern within the parish. Agree Disagree 89% 11%

Traffic volume is the main concern within the parish. Agree Disagree 73% 27%

30 mph should be the norm in villages. Agree Disagree 90% 10%

The introduction of traffic calming to reduce vehicle speed is generally supported by the parish council. Agree Disagree 77% 23%

The parish council is aware that traffic calming can have negative affects. Agree Disagree 86% 14%

Priority should be given to ensuring compliance of existing speed limits in villages. Agree Disagree 88%` 13%

The priority list for traffic calming should include both urban and rural sites. Agree Disagree 90% 10%

The priority list for traffic calming should be weighted to ensure that sites having a higher number of accidents are treated first. Agree Disagree 74% 26%

The Definition of a village “20 or more properties served by private accesses which adjoin the main road (on one or both sides of the road), located over a length of not less than 600 metres, and clearly visible to drivers” should be adopted as policy. Agree Disagree 69% 31%

The use of signs with yellow backing boards should be used on all village speed limits. Agree Disagree 71% 29%

When prioritizing traffic calming schemes the following factors should be considered. Factor Agree Disagree Number of crashes 90% 10% Availability of footways 95% 5% Pedestrian activity 98% 2% Cycling activity 95% 5% Equestrian activity 90% 10% Public Rights of Way 92% 8% Vehicle speed 100% 0% Severance 97% 3%

The three categories for considering works required for the introducing 30 mph speed limits in villages reflect the right level of intervention. • MEAN SPEED OF 32 MPH OR LESS - discuss with the parish council the provision of a 30 mph speed limit. Agree Disagree 81% 19%

• MEAN SPEED GREATER THAN 32 MPH BUT LESS THAN 35 MPH – consider minor remedial engineering works including VAS where appropriate. Agree Disagree 82% 18%

• MEAN SPEED OF 35 MPH OR GREATER – refer to the Traffic Calming Priority List. Agree Disagree 80% 20%

The following areas have been specifically raised as part of the questionnaire responses:-

Deanland Wood Park /Deanland Road Ringmer Alciston (A27 trunk road) Isfield Mayfield / Five Ashes – various Hankham Rattle Road

Appendix 3

Draft:- Policy Summary - Local Speed Limits – PS4/2

EAST SUSSEX COUNTY COUNCIL

LEAD MEMBER - TRANSPORT AND ENVIROMENT POLICY SUMMARY

LOCAL SPEED LIMITS PS4/2

Purpose of Policy

Definition of procedures within current regulations

Specific Policies

1. On trunk roads, speed limits [ in common with other orders regulating traffic] are the responsibility of the Department for Transport [DfT], through its executive agency, the Highways Agency. The County Council has no jurisdiction over this class of road.

2. On all other roads, orders are made by the County Council subject to the statutory requirements for the advertisement of the proposals and consideration of any objections.

3. The principal determinant of a proposed speed limit should be the appearance and character of the road as described in Appendix A.

/ continued overleaf

Supporting Statement

Adherence to the criteria ensures consistency in the introduction of Local Speed Limits on a countywide basis and supports the work that has been undertaken with neighbouring authorities. It is recognized that lower vehicle speeds are conducive to reducing the number and severity of casualties and help to improve environmental aspects and quality of life for local residents.

Date of Approval References – Further Information Road Traffic Regulation Act 1984 Department for Transport - Circular Roads 01/2006 Department for Transport - Circular Roads 02/2006 Department for Transport - Traffic Advisory Leaflet 1/04 Department for Transport - Traffic Advisory Leaflet 2/06 H & T Committee –Agenda Item 10 17 March 1993 H & T Committee –Agenda item 18 19 October 1994 Cabinet Committee –Agenda item 5 15 November 2000

Specific Policies (continued)

4. Subject to paragraphs 5 and 6 below, villages can be considered for the introduction of a 30 mph speed limit in accordance with recommendations of Circular 1/06 provided that the following criteria are :-

a) 20 or more properties served by private accesses which adjoin the main road (on one or both sides of the road), located over a length of not less than 600metres, and clearly visible to drivers

b) the distance over which the limit is to be applied is at least 600 metres.

c) the environment should give a clear indication to drivers a need to reduce

speed

5. Speed limits should be set in accordance with the table below :-

Speed Limit Average Speed Below 20 24 30 33 40 42 50 52 60 62

6. Where the average speed is above the figures quoted in paragraph 5 for a particular speed limit being investigated then either :-

a) Where the history of crashes at the site justifies the necessary expenditure, engineering measures appropriate to the function of the road should be investigated to reduce vehicle speeds below the figures quoted in paragraph 5 for a particular speed limit. If this can be achieved a Traffic Regulation Order (TRO) for the proposed limit can then be made in conjunction with the introduction of engineered measures.

b) Where engineering measures are not appropriate due to the function of the road or can not be justified by the history of crashes a TRO should be made for a higher limit than that originally proposed which reflects the speed quoted in paragraph 5. If funding is identified from an outside source, which covers the cost of appropriate engineering features a TRO for the original proposals should be considered.

7. If a system of street lighting with street lights not more than 183 metres (200 yds) apart is installed along a road, then it is automatically restricted to 30 mph unless an order is made to de-restrict it or to impose a different maximum limit.

8. On classified single carriageway roads which do not meet the requirements of the built development criteria contained in paragraph 4, reference will be made to the Speed Assessment Framework as outlined in the Department for Transport’s Circular 01/2006-Setting Local Speed Limits.

For Upper Tier Roads (A and B roads) with an accident rate in excess of 45 injury accidents per 100 million vehicle kilometres, the route will be reviewed for a lower speed limit in consultation with Sussex Police.

For Lower Tier Roads (C and Unclassified roads) with an accident rate in excess of 60 injury accidents per 100 million vehicle kilometres, the route will be reviewed for a lower speed limit in consultation with Sussex Police.

Local Speed Limits – PS 4/2 (revised May 2007) Appendix A

Proposed Speed Limit Criteria – Route Assessment Below gives an indication of appropriate speed limits, reference should be made to Circular 01/2006 for more detailed information when using speed assessment frame work.

SPEED CHARACTER OF ROAD TRAFFIC COMPOSITION LIMIT/CHARACTER OF ENVIROMENT

20 mph Speed Limit Town centres, residential areas, Constrained in terms of vehicle Mean vehicle speed below 22 in the vicinity of schools. movement with existing mph conditions or engineered features influencing vehicle High proportion of vulnerable speed with available alternative road users in direct conflict with routes for through traffic traffic.

30 mph Speed Limits Built up areas, properties Urban streets Mean vehicle speed below With frontage access the road 33mph giving a clear indication to Roads through villages and drivers the need to reduce speed identified rural settlements with Significant number of 20 + visible properties within a vulnerable road users in conflict 600m length with vehicular traffic.

40 mph Speed Limits Built up areas properties with Mean vehicle speed below frontage access indicating to Urban 42mph drivers the need to reduce speed suburban distributor roads Urban buildings set back from the road Vulnerable road users segregated from road space Rural Roads through villages and Rural identified rural settlements over A noticeable presence of a minimum length of 600m vulnerable road users

50 mph Speed Limits Limited frontage development Urban distributors with few Mean vehicle speed below points of access 52mph

Low standard classified roads Few vulnerable road users

60 mph Speed Limits Limited frontage development Urban distributors with limited Mean vehicle speed below points of access 62mph

High standard rural classified Few vulnerable road users roads Note: Vulnerable road users include pedestrians (particularly children, the elderly and disabled) and cyclists. Revised May 2007