Rother Valley Railway A21 Robertsbridge

Highways & Traffic Assessment Report - A21 Assessment of Delays August 2013

Rother Valley Railway Ltd

313090 ITD ITQ 011 B

2 August 2013 Highways & Traffic Assessment Report - A21 Assessment of Delays

August 2013

Rother Valley Railway Ltd

Robertsbridge Junction (RVR) Station, Station Road, Robertsbridge, Sussex TN32 5DG

Mott MacDonald, Stoneham Place, Stoneham Lane, Southampton, SO50 9NW, United Kingdom t +44 (0)23 8062 8800 f +44 (0)23 8062 8801, W www.mottmac.com

Rother Valley Railway A21 Robertsbridge

Issue and revision record

Revision Date Originator Checker Approver Description

A 01.08.13 M D Lewis A J Poole I Johnston First Issue

B 02.08.13 M D Lewis A J Poole I Johnston Second Issue

This document is issued for the party which commissioned it We accept no responsibility for the consequences of this and for specific purposes connected with the above-captioned document being relied upon by any other party, or being used project only. It should not be relied upon by any other party or for any other purpose, or containing any error or omission used for any other purpose. which is due to an error or omission in data supplied to us by other parties

This document contains confidential information and proprietary intellectual property. It should not be shown to other parties without consent from us and from the party which commissioned it.

Mott MacDonald, Stoneham Place, Stoneham Lane, Southampton, SO50 9NW, United Kingdom t +44 (0)23 8062 8800 f +44 (0)23 8062 8801, W www.mottmac.com

Rother Valley Railway A21 Robertsbridge

Content

Chapter Title Page

Executive Summary i

1. Introduction 1 1.1 Background ______1 1.2 Aims & Objectives ______2

2. A21 Proposed RVR Level Crossing and Scheme Description 3 2.1 Location ______3 2.2 Scheme Description ______4

3. Review of A27 Southerham to Beddingham POPE Report 5 3.1 Overview ______5 3.2 Structure of A27 POPE Report______6 3.3 Assessment of Railway Level Crossing Times ______6 3.4 A27 Scheme Composition ______7 3.5 Problems along the Route Prior to the Scheme ______8 3.5.1.1 The Level Crossing Issue______8 3.6 Review of Traffic Flow Data ______8 3.7 Review of Road Safety Data ______9 3.7.1.1 Primary Causation Factors______9 3.7.1.2 Accidents Involving Non-Motorised Users (NMUs) – Immediate Study Area ______10 3.8 Summary of A27 POPE Report and comparison with proposed RVR crossing ______10

4. A21 Traffic Assessment 11 4.1 Overview ______11 4.2 Analysis of HATRIS data ______12 4.3 Method of Analysis ______13 4.4 A21 Flimwell signal controlled junction______13 4.5 Traffic flow ______13 4.6 Journey times ______14 4.7 Calculated delay at Flimwell junction ______16 4.8 Forecast delay at Robertsbridge level crossing ______17 4.9 A21 approaches to John’s Cross roundabout (A2100 junction) south of Robertsbridge ______19 4.10 A21 section between A262 and A228 ______22 4.11 Comparison of delay at Flimwell and the proposed crossing on with Proposed RVR Railway Level Crossing Site ______23

5. Conclusions 25 5.1 A27 POPE Report findings______25 5.2 A21 Traffic Analysis ______25 5.2.1 Flimwell Crossroads ______26

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Rother Valley Railway A21 Robertsbridge

5.2.2 A21 junction with the A2100______26 5.2.3 A21 at Pembury between the A228 and the A262 ______26 5.3 Comparative impact of proposed RVR railway level crossing at Robertsbridge______27

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Rother Valley Railway A21 Robertsbridge

Executive Summary

E1. Rother Valley Railway (RVR) Limited is seeking to reconstruct a section of railway between Bodiam and Robertsbridge in East Sussex. This section is the final missing link in the Kent and East Sussex Railway (KESR).

E2. The reconstructed railway line will enable the direct interchange of passengers between KESR and the mainline railway network at the new Robertsbridge Junction Station. Once complete this will enable visitors to use the country’s public transport system to access the KESR and to use the line as a leisure transport corridor serving popular attractions such as the National Trust’s Bodiam Castle and the historic town of Tenterden.

E3. In order to complete the restoration, RVR is proposing to construct a level crossing on the A21 Robertsbridge Bypass.

E4. As part of this assessment work, following consultation between RVR and East Sussex County Council (ESCC), Mott MacDonald has been commissioned to: -

“Review this (A27 Southerham to Beddingham Improvements – POPE One Year After Study – May 2010; Highways Agency) and compare frequencies, closure times, road traffic movements etc. in an annex to demonstrate that the Beddingham level crossing was a totally different case”.

and

“Investigate the delays to traffic at Flimwell traffic lights on the A21, these delay traffic far more than a level crossing would (and they also “break up” the flow of traffic already). Produce an annex with results”.

and

“Major delays also appear at other points on the A21, e.g. both north of Flimwell where the dual carriageway narrows to single lanes and the B2162 joins it, and to the south of Robertsbridge further down the A21 where the B2089 joins. It appears that these delays are far greater than those which would be caused by the RVR level crossing. Produce an annex with the results”.

E5. This report uses data sourced from the A27 Southerham to Beddingham Improvements May 2010 – POPE One Year After Study, historical operational information from Network Rail of the now removed railway level crossing of the A27 at Beddingham and the Highways Agency Traffic Information System (HATRIS) which contains information on traffic flow and journey times on the motorway and trunk road network.

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Rother Valley Railway A21 Robertsbridge

E6. A comparison of the characteristics between the now removed A27 railway level crossing at Beddingham and the proposed RVR railway level crossing at Robertsbridge can be summarised as follows: -

Table X -1: Comparison of Characteristics between A27 Beddingham and A21 Robertsbridge Railway Level Crossings

Characteristics of A27 Beddingham and A21 A27 Beddingham (now A21 Robertsbridge (RVR Roberstbridge Railway Level Crossings removed) proposed)

No. of Closure per Hour (No.) 8 2

Average Time of Each Closure (seconds) 160 51

Approximate Total Time Closed per Day (mins) 399 17

E7. In respect of the A21 investigations traffic flows and journey times have also been derived for the following locations: -

The traffic signal controlled junction on the A21 at Flimwell;

Two additional locations on the A21 where the highway layout is considered to contribute to vehicle delay. These two locations being south of Robertsbridge at the roundabout junction with the A2100 (near Battle) and at Pembury between the A228 and the A262 where the carriageway cross-section changes from 4-lane, 2-way to 2-lane, 2-way); and

For the section/link of the A21 at Robertsbridge where the RVR railway level crossing is proposed. These have then been assessed and delays calculated from differences in off-peak and peak journey times.

E8. These locations have been analysed and delays calculated from differences in off-peak and peak journey times. A summary of these findings is set out in Table X-2 overleaf.

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Rother Valley Railway A21 Robertsbridge

Table X -2: Comparison of AM and PM journey times between alternative A21 locations and the site of the proposed RVR level crossing AM Peak PM Peak Location Basis of Average Associated Average Associated Delay delay total hourly delay total hourly (seconds delay (veh. (seconds delay per hrs) per (veh.hrs) vehicle) vehicle) A21 Flimwell Traffic Signal 106 14.66 86 23.36 junction (s/b) Operation A21 Flimwell Traffic Signal 51 10.99 46 5.47 junction (n/b) Operation A21 junction Roundabout with A2100 junction 52 5.86 47 11.25 (s/b) A21 junction Roundabout with A2100 junction 49 8.81 65 8.78

(n/b) A21 Change in Kipping’s carriageway 48 9.64 67 24.88 Cross (s/b) cross-section A21 Change in Kipping’s carriageway 122 44.29 61 14.89 Cross (n/b) cross-section A21 One Proposed crossing/hr 0 0 0.37 0.09 RVR (Closure time crossing = 51 seconds) Two crossing/hr (Closure time 0 0 3.51 0.84 = 112 seconds)

E9. It can be seen from the table above that the potential delays calculated for the RVR railway level crossing at Robertsbridge are almost insignificant when compared with the delays at the three other locations investigated.

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Rother Valley Railway A21 Robertsbridge

1. Introduction

1.1 Background

The Kent and East Sussex Railway (KESR) has progressively reopened the old railway line between Tenterden and Bodiam Castle, which became the current terminus of the line in 2000.

Rother Valley Railway (RVR) is a heritage railway charity aiming to restore the final missing link for the KESR by recreating the link between Robertsbridge and Bodiam, a distance of approximately 3 miles.

Completion of this link will restore the original line to Robertsbridge Junction Station and so provide a direct public leisure transport connection between mainline railway passenger services and the KESR.

RVR began work on restoring the railway in 2010 and are following the original rail alignment. To date: - • About 1 mile of the new railway has been built from Bodiam as far as Junction Road. • At the western end the line has recently been rebuilt from Robertsbridge Junction Station to the outskirts of the village. • RVR has now commissioned the construction of the new Robertsbridge Junction Interchange Station.

To date RVR has committed about £1.5 million to these first phases of the works and has available funding to complete the remaining ‘central’ section of the line once Powers have been secured.

To complete the link, RVR needs to cross the A21 Robertsbridge Bypass and this represents the last major hurdle to the ultimate restoration of some 13 ½ miles of heritage railway.

The proposed route follows that of the original railway and crosses the A21 to the south of the Northbridge Street roundabout. The proposed design will use a full barrier locally monitored and controlled level crossing to provide a safe at grade intersection between the A21 and the railway.

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Rother Valley Railway A21 Robertsbridge

1.2 Aims & Objectives

The principal aims and objectives of this report are as follows: -

Undertake a literature review of the Highways Agency’s ‘A27 Southerham to Beddingham Improvements (May 2010) POPE One Year After Study’ and identify, where applicable, the differences between the old A27 railway level crossing and the proposed RVR level crossing.

Source and analyse historical operational information from Network Rail of the now removed railway level crossing of the A27 at Beddingham;

Source and analyse journey time information from the Highways Agency database HATRIS;

Identify comparative traffic flow data for the corresponding reporting period for the earlier RVR level crossing analysis;

Quantify the extent of delays to traffic as a result of the operation of Flimwell traffic signals on the A21 at its crossroads with the A268 by analysing the difference between off-peak (minimum) and AM and PM peak journey times; and

Investigate the delays at two other locations on the A21 other than at Flimwell. The two additional locations identified are: -

o The roundabout junction with the A2100 to the south of Robertsbridge; and

o Where the A21 narrows from a 4-lane, 2-way to 2-lane, 2-way at Pembury (between the A228 in the north and the A262 in the south).

These sites have been selected on the basis of suitable data being available from the HA’s HATRIS database.

Determine, report and compare average delay between the Flimwell Crossroads, the two alternative A21 locations (junction with the A2100 and at Pembury) and those experienced on the A21 at Robertsbridge at the site of the proposed railway level crossing.

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Rother Valley Railway A21 Robertsbridge

2. A21 Proposed RVR Level Crossing and Scheme Description

2.1 Location

The proposed level crossing is located on the A21 Robertsbridge Bypass in East Sussex at a position approximately 135m south of the Northbridge Street Roundabout.

Robertsbridge itself is a small village located approximately 10 miles north of Hastings and 13 miles south east of Royal Tunbridge Wells. The Section ID for the crossing location is 1400A21/841.

Figure 2-1: A21 Robertsbridge bypass, Northbridge Street roundabout and the proposed level crossing location.

Approximate Proposed alignment of Level Crossing Railway Route site

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Rother Valley Railway A21 Robertsbridge

2.2 Scheme Description

The proposed scheme comprises the construction of an at-grade level crossing of the A21. The crossing would comprise full carriageway width locally monitored and controlled barriers in order to prevent vehicle and Non Motorised User (NMU) incursion onto the crossing in accordance with the requirements of the Level Crossing Guidelines. The proposal also comprises the extension of the existing 40mph speed limit south of the A21 roundabout junction with the C18 Northbridge Street, provision of new signs and road markings in accordance with the requirements of the Traffic Signs Regulations and General Directions (TSR&GD) and the Traffic Signs Manual standards and/or the guidance document “Level Crossings: a Guide for Managers, Designers and Operators – Rail Publication 7 (December 2011)”, all as appropriate.

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Rother Valley Railway A21 Robertsbridge

3. Review of A27 Southerham to Beddingham POPE Report

3.1 Overview

The HA produced the ‘A27 Southerham to Beddingham Improvements – POPE One Year After Study’ in May 2010.

The A27 improvement scheme comprised the removal of an at-grade half-barrier railway level crossing at Beddingham, near Lewes with a subsequent grade-separation of road and rail lines.

The objectives of the improvement scheme were to: -

Make the crossing of the A27, over the railway line, safer;

Reduce delays for motorists

To cater more effectively for traffic using the route

To provide better facilities for cyclists and pedestrians.

The location of the A27 Southerham to Beddingham Improvement Scheme is shown in Fig. 3-1 below. Figure 3-1: Location of A27 Southerham to Beddingham Improvement

A27 Southerham to Beddingham Scheme Location

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Rother Valley Railway A21 Robertsbridge

3.2 Structure of A27 POPE Report

The A27 Southerham to Beddingham Improvements (May 2010) POPE report has chapter headings (in line with the NATA parameters), comprising: -

Traffic Analysis;

Safety;

Economy;

Environment; and

Accessibility and Integration.

For the purposes of this report, the review of the HA’s POPE report is limited to Traffic Analysis and Safety only as these were the principal areas of assessment in the previous RVR reporting undertaken by Mott MacDonald.

3.3 Assessment of Railway Level Crossing Times

Mott MacDonald has been unable to source any direct closure times for the now removed railway level crossing on the A27 at Beddingham. Sources at Network Rail (Community Relations Team) have indicated in email correspondence that: -

“....Up until then [the removal of the railway level crossing], there were 4 trains an hour in both directions. Barrier activation would have been the standard minimum of not less than 27 seconds from the train started the sequence before it reached the crossing, although in practice it was more like 40 seconds. These timings would naturally be increased if a second train operated the start up treadle, thereby two trains over on one lower. I [on behalf of Network Rail ] don’t believe there would ever have been an occasion where more than two trains would have gone across on one lower.”

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Rother Valley Railway A21 Robertsbridge

Mott MacDonald understands that trains commence the barrier closure sequence when they enter the “control section” that leads to the crossing. This is generally 2 miles away, so for a train travelling at 60mph the activation of the barrier closure commences 2 minutes before the 40 second crossing (it is understood that this time allows for vehicles to clear the crossing when the lights to road traffic start to flash).

Therefore, the time period for which the gate is closed for each crossing is 2 min 40 seconds (which corresponds closely to the Waterloo to Portsmouth line closure data supplied to RVR by Network Rail). Hence, with 8 trains an hour (four in each direction) the gates would be closed for over 21 minutes every hour. As trains are assumed to have historically run from 6am to 1am (19 hours), this typically equates to a total of 399 minutes of closure time every day.

3.4 A27 Scheme Composition

The auspices for the A27 Southerham to Beddingham Improvement Scheme were from the recommendations of the South Coast Multi- Modal Study (SoCOMMS).

The proposed (and implemented) scheme comprised a wide single carriageway (3 lanes throughout its length).

The scheme principally comprised: -

Replacement of the level crossing at Beddingham by a bridge over the Lewes to Eastbourne railway line;

Improvement of the existing single carriageway to provide two lanes westbound and one lane eastbound (WS2+1) between Southerham and Beddingham Roundabouts.

Improvement of the Southerham and Beddingham Roundabouts, involving widening of the entries and segregated left turns;

Extension of the existing shared use footpath/cycle way which runs to the north of the A27, from Ranscombe Lane to 200m beyond the Beddingham roundabout in the east; and

A private underpass for farmers west of the railway level crossing, allowing access from one side of the A27 to the other.

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Rother Valley Railway A21 Robertsbridge

3.5 Problems along the Route Prior to the Scheme

The scheme arose in order to address local safety and traffic congestion issues. In particular, the problems identified along the route included the level crossing which carried the A27 trunk road over the Lewes to Eastbourne railway line to the west of Beddingham Roundabout.

3.5.1.1 The Level Crossing Issue

Trunk road traffic was delayed by an unmanned automatic half- barrier (AHB) level crossing on the approach to Beddingham, which operated up to 8 times an hour, and resulted in the closure of the A27 for up to 21 minutes per hour (from Section 3.3 ). This resulted in significant queuing traffic at the level crossing and inhibited the efficient operation of the roundabouts, particularly at Beddingham.

There were 25 incidents 1 at the level crossing associated with the automatic barrier during the period 1999 to 2002, posing a significant risk to both road users and rail passengers; and

The HM Railway Inspectorate (HMRI) gave the Beddingham level crossing site a high-risk classification, and advised if a scheme to grade-separate the crossing was not progressed, that the crossing would require upgrading to full barriers with CCTV control. Full barriers at the level crossing would result in the trunk road being closed to road traffic for up to 24 minutes in every hour, causing significant additional delays to road users and having an adverse effect on the surrounding area.

1 Incidents involving barrier strikes and vehicles weaving between the barriers despite the installation of additional safety measures such as extra signing and anti-skid surfacing. Note: these are not to be confused with personal Injury Accidents (PIAs) discussed later in Section 3: Safety

3.6 Review of Traffic Flow Data

Figures 2.4 and 2.5 of the POPE report show Average Weekday Traffic (AWT) and Annual Daily Traffic (ADT) for the study area. The figures show ‘before construction’, ‘shortly after construction’ and ‘one year after opening’ data.

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Rother Valley Railway A21 Robertsbridge

A number of traffic count sites have been identified both on the A27 and corresponding east-west routes along the south-coast corridor including the A259 to the south (of the A27) and the A22 to the north.

Figure 2.4 of the POPE report shows that the now improved section of the A27 carries 33,900 vehicles per weekday. This represents an increase of 8% on pre-opening levels.

3.7 Review of Road Safety Data

From a road safety perspective it is beneficial to measure the success of a scheme by the change (where applicable) in the road safety record.

For the A27 scheme, accident data has been obtained for the five-year period before scheme construction (and the first full-year period after, commencing 22 nd August 2008).

Accidents recorded during the construction period have been omitted from the analysis.

The section of the A27 under consideration is between Southerham and Beddingham. This section is approximately 2.2km in length.

In the five-year period prior to scheme implementation (October 2001 – September 2006) – a total of 72 personal injury accidents (PIAs) were recorded, an annual average of 14 PIAs per year.

In the one-year following the completion of the scheme, there have been nine recorded PIAs.

The conclusions of the road safety analysis indicate a reduction in the accident rate (from the five years before, to the one year after) from 0.541 to 0.147 (PIAs / mvkm).

There is also a reduction in the killed and seriously injured (KSI) rate for the section under consideration post-scheme improvement.

3.7.1.1 Primary Causation Factors

The majority of the accident saving in the immediate vicinity of the scheme appears to have been derived from the mainline carriageway and according to the A27 POPE report, likely to be associated with safety improvements from extending the climbing lane to the full length of the section, preventing right hand turns at existing accesses and removing the level crossing.

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Rother Valley Railway A21 Robertsbridge

To the west of the level crossing, where the previous westbound climbing lane ended, there were several PIAs in the five years prior to scheme construction. The causation of accidents at this location prior to the scheme construction, according to the report, is attributed to conflicts between vehicles travelling westbound as they were overtaking and then seeking to rejoin the single carriageway between slower moving vehicles.

Furthermore, prior to the scheme construction, there were clusters of accidents at the roundabouts at both ends of the scheme, regarded to be associated with queuing traffic as a consequence of congestion and delay. The removal of the at-grade railway crossing has to an extent alleviated this congestion with a corresponding reduction in accidents.

3.7.1.2 Accidents Involving Non-Motorised Users (NMUs) – Immediate Study Area

In the immediate study area, only one of the 72 PIAs that occurred (prior to the scheme improvement) involved a NMU. In this instance, this involved a cyclist.

3.8 Summary of A27 POPE Report and comparison with proposed RVR crossing

The scheme justification for the grade-separation of the railway level crossing of the A27 at Beddingham seems principally based on reductions in delays and congestion experienced by traffic on the route.

Whilst a number of ‘incidents’ were associated with the operation of the railway level crossing at Beddingham, this does not seem to be supported by the PIA record for the site. Again, the scheme justification seems to consider accidents on the wider road corridor as opposed to direct incidents attributed to the operation of the railway level crossing.

Chapter 4 considers traffic delay along the A21 corridor in greater detail, however, the times of operation, the period of closure, the number of closures per day and the layout of the railway level crossings (full-barriered controlled crossing with CCTV as opposed to automatic half-barrier at Beddingham) confirm the view that the two crossings are not closely comparable.

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Rother Valley Railway A21 Robertsbridge

4. A21 Traffic Assessment

4.1 Overview

At the northern end of the A21, the highway cross-section narrows from 4-lane, 2-way to 2-lane, 2-way between the A228 and the A262 near Pembury). This is considered to be a source of delays on the route.

In addition, delays are also often encountered at the traffic signals where the A21 intersects with the A268 at the village of Flimwell. The village Flimwell is approximately 8.5km north of Robertsbridge.

South of Robertsbridge; there is the roundabout junction with the A2100, which again is understood to be a source of delays on the A21.

Figure 4-1: Location plan of A21 Flimwell Crossroads

Sevenoaks M25

Pembury Tonbridge

Flimwell

Lamberhurst

Hastings Robertsbridge

A2100

Source: Contains Ordnance Survey data © Crown copyright and database right 2013

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Rother Valley Railway A21 Robertsbridge

The A21 is predominantly classified as dual-two all-purpose trunk road (D2AP) for the section south of the M25 (Junction 5) to its junction with the A26 south of Pembury where it reverts back to single two-lane, two- way (classified as S2).

To the east of Royal Tunbridge Wells, it then reverts back to D2AP (just north of the A228) as far as Lamberhurst Down (B2169) where it again reverts back to S2. It remains as S2 to Flimwell, save for a section of wide single carriageway (WS2) near Bewl Water.

The traffic signals at Flimwell, where it intersects with the A268, enable all movements to be made. There is a right-turn lane, southbound on the A21 for the movement west onto the A268. There is a corresponding right-turn lane on the northbound A21.

It is assumed that the traffic signals at the Flimwell crossroads operates under MOVA control. MOVA stands for Microprocessor Optimised Vehicle Actuation. MOVA control is well established system of control for traffic signals at isolated junctions. MOVA can cater for a full range of traffic conditions, from very low flows through to a junction that is overloaded. The controller and software is intended to be responsive in so far as it can adjust timings in order to limit queues

4.2 Analysis of HATRIS data

In order to make an assessment of the delay, the Highways Agency Traffic Information System (HATRIS) was interrogated. HATRIS is the collective term used by the Highways Agency (HA) for two databases; the Traffic Flow Data System (TRADS) and the Journey Time Database (JTDB) system.

TRADS provides traffic flow data at sites on the HA network and the JTDB system holds information on journey times and traffic flows for links of the network. A link is a single direction of carriageway between two junctions of the network (A-road to A-road).

For the purposes of this report traffic flow data and journey time data was downloaded from the JTDB for March, April, May, June, September and October 2012, to correspond with the same months of the year relied upon in the Traffic Impact Study, dated October 2011.

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Rother Valley Railway A21 Robertsbridge

4.3 Method of Analysis

Previous traffic assessment work undertaken by Mott MacDonald with respect to the traffic impact assessment of the proposed railway level crossing at the A21 at Robertsbridge reported outputs in terms of queue lengths for an opening year and a future ‘design year’. This was supported by supplementary analysis for Bank Holidays, when the A21 (like many routes) is understood to be susceptible to particularly high flows.

Due to limited information available regarding turning movements, signal timings and queue length data (in order to validate modelling), a first principles approach has been adopted in order to quantify vehicle delays at the junction as opposed to utilising traffic modelling software (e.g. LINSIG).

4.4 A21 Flimwell signal controlled junction

4.5 Traffic flow

From the HATRIS data, average 1 hourly traffic flows were determined for the A21 links either side of the signalised junction.

The maximum hourly flows for an average weekday were found to be as follows: -

07:00 and 08:00 (AM peak); and

17:00 and 18:00 (PM peak).

Figure 4.2, overleaf, shows the average peak hour flows for these times of day.

The figures show that the traffic flow was highest in the northbound direction during the AM peak and southbound during the PM peak, indicating tidality along the A21.

______

1 Averaged over March, April, May, June, September and October 2012 for Monday- Friday, excluding Bank Holidays and School Holidays.

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Rother Valley Railway A21 Robertsbridge

Figure 4-2: Summary of typical weekday AM and PM peak hour flows at A21 Flimwell Crossroads (based on 2012 HATRIS data) A262

A268 to A262 A262 to A268

AM Peak hour flow 949 AM Peak hour flow 498 PM Peak hour flow 637 A21 PM Peak hour flow 978

Flimwell traffic light controlled junction

A268

A229 to A268 A268 to A229

AM Peak hour flow 776 AM Peak hour flow 360 PM Peak hour flow 428 PM Peak hour flow 827

A21

Data obtained from Highways Agency Journey Time Database A229

Source: Mott MacDonald/ HATRIS

4.6 Journey times

Journey times were obtained from the JTDB for the links approaching the signal controlled junction from the North and South to identify the impact of the traffic lights in terms of delays created.

The minimum average journey time was found to occur between 03:00 and 04:00 for both directions and these have therefore been taken to represent the baseline journey time. This is regarded as the quickest time that vehicles can travel through this section of the A21 (assuming that the speed limit is adhered to) and when traffic flows are generally at their lowest level.

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Rother Valley Railway A21 Robertsbridge

The corresponding average journey time was also obtained for the AM and PM peak hours, as defined in Section 3.5. This enables the delay created by the signals during these hours to be compared against the baseline conditions.

Figure 4-3: Summary of ‘minimum’ (baseline), AM and PM journey times (seconds) for the A21 through Flimwell Crossroads (based on 2012 HATRIS data) A262

A262 to A268 Minimum JT 388 AM Peak JT 494 A21 PM Peak JT 474

Flimwell traffic light controlled junction

A268

A229 to A268 Minimum JT 194 AM Peak JT 245 PM Peak JT 240

A21

Data obtained from Highways Agency Journey Time Database A229

Source: Mott MacDonald/HATRIS

It can be seen from Figure 4.3 that the minimum (baseline) journey time northbound between the A229 and the A268 is 194 seconds and for the southbound section between the A262 and the A268, 388 seconds. The length of the southern and northern links is 4.04 km and 8.7 km respectively.

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Rother Valley Railway A21 Robertsbridge

4.7 Calculated delay at Flimwell junction

It has been assumed that the majority of delay on the links approaching the Flimwell signalised junction are attributed to the traffic signals. The difference between the peak hour journey time and the minimum journey time is therefore the additional delay on the link created by the signals during the busiest times of day. Table 4.1 shows the average journey time and traffic flow, for the designated hour of the day. These have been used to calculate the additional delay created at the signalised junction.

Table 4-1: Comparison of AM and PM journey times north and south of the A21 Flimwell crossroads

Source: Mott MacDonald / HATRIS

It can be seen from the table above that northbound (between the A229 and the A268) individual vehicles typically experience an additional 51 and 46 seconds of delay (above the baseline) during the respective AM and PM peak periods.

Similarly, southbound (between the A262 and the A268) individual vehicles typically experience an additional 106 and 86 seconds (above the baseline) for the respective AM and PM peak periods.

The delay per vehicle experienced, by direction, for the AM and PM peaks have been multiplied by the corresponding traffic flow on the link to derive the total additional delay (vehicle hours).

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Rother Valley Railway A21 Robertsbridge

4.8 Forecast delay at Robertsbridge level crossing

In order to determine the significance, or otherwise, of the additional delays experienced by traffic at Flimwell, as a result of the traffic signals, data has also been examined for a section of the A21 south of Flimwell, the Robertsbridge Bypass.

Traffic flows ( Figure 4.4) and journey times ( Figure 4.5) have been obtained from the JTDB for the A21 section between the A265 and the A2100, where the RVR railway level crossing is proposed.

Figure 4-4: Summary of typical weekday AM and PM peak hour flows at A21 Robertsbridge Bypass (based on 2012 HATRIS data)

A265

A2100 to A265 A265 to A2100

AM Peak 755 AM Peak 406 PM Peak 490 PM Peak 862

A21

A2100 Source: Mott MacDonald / HATRIS

Figure 4.4 above shows that, as with the A21 at Flimwell, that the predominant traffic movement is northbound during the AM peak and southbound during the PM peak.

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Rother Valley Railway A21 Robertsbridge

Figure 4-5: Summary of ‘minimum’ (baseline), AM and PM journey times (seconds) at A21 Robertsbridge Bypass (based on 2012 HATRIS data)

A265

A2100 to A265 A265 to A2100 Minimum JT 318 Minimum JT 322 AM Peak JT 376 AM Peak JT 374 PM Peak JT 375 PM Peak JT 369

A21

A2100 Source: Mott MacDonald / HATRIS

The introduction of a level crossing will result in a closure of the A21 to traffic of typically 51 seconds. Based on the highest average hourly flow of 862 vehicles per hour (shown in the southbound direction during the PM peak), the estimated maximum queue in the southbound direction at the level crossing will be 12.2 vehicles [(51/3600)*862].

Only the first vehicle approaching the barrier will experience the full length of the delay. It has therefore been assumed that other vehicles will join the queue at regular intervals so that, on average, each vehicle will typically experience a 26 second delay. This equates to 317.2 vehicle seconds [12.2 * 26].

Based on a forecast queue of 12 vehicles, this leaves 850 vehicles in that hour unaffected by the crossing and which will not experience any delay due to the closure. Therefore the hourly average delay at the crossing is calculated to be 0.37 seconds per vehicle [((850 * 0) + (12.2 * 26))/862].

The proposed RVR timetable suggests that there may be instances where there are two closures in an hour. It is also anticipated that a longer closure time may also be incurred at certain times. The maximum closure time in this instance is assumed to be 112 seconds. Based on these criteria, the maximum queue in the southbound direction will be 27 vehicles per closure [(112 / 3600) * 862].

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Rother Valley Railway A21 Robertsbridge

The queue resulting from the first closure is considered to dissipate well before the next closure. Therefore, in the hour, a total of 54 vehicles will be affected by the two closures. As before, it is assumed that the first vehicle will experience the full duration of the closure and that other vehicles will join the queue at regular intervals. It has therefore been assumed that the average delay per vehicle in each queue will be 56 seconds. This equates to 3,024 vehicle seconds [(27 * 56) * 2].

The average delay in the hour due to the proposed crossings closing twice in an hour for 112 seconds will therefore be 3.51 seconds per vehicle [((808 * 0) + (27 * (56 * 2)))/862].

4.9 A21 approaches to John’s Cross roundabout (A2100 junction) south of Robertsbridge

Hourly traffic flows for an average 2 weekday, obtained from the HATRIS data, were determined for the two A21 links approaching John’s Cross roundabout (A2100).

Figure 4.6 overleaf, shows the average peak hour flows for the following times of day: -

07:00 to 08:00 (AM peak); and

17:00 to 18:00 (PM peak).

These hours were selected to correspond with those assessed in the “Flimwell Report”.

Journey times were also obtained from HATRIS for the peak hours to identify the level of delay on each link. The minimum journey time was taken as a measure of the journey time recorded between 03:00 and 04:00. The calculated delay, in seconds per vehicle, is the additional average delay above the minimum (free flow) journey time incurred during the AM and PM peak hours.

The A21 link between the A265 (at Hurst Green) and the roundabout junction with the A2100 is approximately 6.6km in length. Similarly, the A21 link between the A28 (north of Hastings) and the A2100 roundabout is approximately 10km in length. There are few junctions of significance which cause substantial delay on this section of the A21. ______

2 Averaged over March, April, May, June, September and October 2012 for Monday- Friday, excluding Bank Holidays and School Holidays.

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Rother Valley Railway A21 Robertsbridge

Figure 4-6: AM and PM additional delay (secs.) and flow (vehs.) at roundabout junction with A2100 to the south of Robertsbridge

A21 A265

MIN JT 322 seconds Link length Delay Flow 6.58 km (sec/veh) (vehs) AM 52 406 PM 47 862

John's Cross roundabout

A2100 Link length 9.99 km

MIN JT 446 seconds Delay Flow (sec/veh) (vehs) AM 49 647 PM 65 486

A21

A28

Source: Mott MacDonald / HATRIS

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Rother Valley Railway A21 Robertsbridge

From Figure 4.6 it can be seen that for each independent link, a higher hourly traffic flow does not always result in a corresponding higher delay. As such delays on that given link may not be wholly attributable to the junction. For example, on the A21 southbound link, the AM peak hour flow is half of that experienced in the PM peak, yet the delays on the link are marginally higher in this period than they are for the PM peak period.

Likewise, on the A21 northbound link to the roundabout junction, the AM peak hour flow is higher than the corresponding PM peak hour flow, yet the PM peak hour additional delay is greater than that experienced in the AM peak.

Delays may be attributable to a number of factors. This may be a consequence of turning movements at the junction where the ahead movement (north along the A21) is delayed by traffic from the A21 using the A2100, hence delaying northbound traffic at the roundabout during this time of the day. However, based on the data available this is only surmised and more detailed traffic data (such as a turning movement count at the junction) is required to substantiate this assertion.

Furthermore, there is little evidence from the data sources available, to suggest that the traffic is queuing in either direction on the approaches to the roundabout. Therefore, it is considered more likely that delays are incurred elsewhere along the link.

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Rother Valley Railway A21 Robertsbridge

4.10 A21 section between A262 and A228

Hourly traffic flows for an average weekday, obtained from the HATRIS data, were determined for both directions of travel on the section of the A21 between the A262 and the A228 near Pembury. This HATRIS link is made up of 3 km of 4-lane, 2-way carriageway and 5 km of 2-lane, 2- way carriageway. It was considered that delays in the southbound direction may be greater than in the northbound direction due to the reduction in capacity caused by the change in carriageway cross- section at the A21 roundabout at Kipping’s Cross.

The traffic flows and journey time delays from HATRIS covering the same time periods as those identified in Section 3.3 (previously), are shown in Figure 4.7. HATRIS segments the HA network into links between ‘A’ roads and therefore the journey times recorded between the A228 and A262 cover the two differing carriageway standards. As a consequence of this, it is not possible to disaggregate the data into the two sections either side of Kipping’s Cross roundabout.

Figure 4-7: AM and PM additional delay (secs.) and flow (vehs.) at A21 Pembury where the carriageway cross-section changes between single and dual

A228

Dual 3 km MIN JT 339 seconds A21 Delay Flow Kipping's (sec/veh) (vehs) Cross AM 48 723 PM 67 1337

MIN JT 327 seconds Single 5 km Delay Flow (sec/veh) (vehs) AM 122 1307 PM 61 879 A262

Source: Mott MacDonald / HATRIS

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Rother Valley Railway A21 Robertsbridge

The traffic flows shown in Figure 4.7 overleaf are obtained from count sites immediately south of Kipping’s Cross. Tidal movement of traffic is clearly evident with high volumes of traffic travelling north in the AM peak and south in the PM peak. However, despite the capacity constraints on this link being in the southbound direction, the greatest level of delay is shown to be in the northbound direction in the AM peak. This implies that the delays are link based and are not specifically as a result of the change in capacity at Kipping’s Cross roundabout.

4.11 Comparison of delay at Flimwell and the proposed crossing on with Proposed RVR Railway Level Crossing Site

The delay at the proposed RVR level crossing site has been calculated as 0.37 seconds per vehicle. Furthermore, this figure is far less than the delays identified from the data on the A21 approaches to the roundabouts at John’s Cross and Kipping’s Cross.

The HATRIS data relied upon is not substantive in that is it not possible to accurately determine whether the delays at other locations investigated along the A21 are created at the junctions (roundabouts) or along the links themselves. Notwithstanding, it is clear that the level of delay forecast at the level crossing is minimal in comparison.

Table 4.2 overleaf shows a comparison of the A21 sites at: -

Flimwell traffic signals;

Roundabout junction with A2100;

Change in carriageway cross-section at Kippings Cross;

Proposed RVR crossing – Robertsbridge.

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Rother Valley Railway A21 Robertsbridge

Table 4-2: Comparison of AM and PM journey times between alternative A21 locations and the site of the proposed RVR level crossing

AM Peak PM Peak Location Basis of Average Associated Average Associated Delay delay total hourly delay total hourly (seconds delay (veh. (seconds delay per hrs) per (veh.hrs) vehicle) vehicle) A21 Flimwell Traffic Signal 106 14.66 86 23.36 junction (s/b) Operation A21 Flimwell Traffic Signal 51 10.99 46 5.47 junction (n/b) Operation A21 junction Roundabout with A2100 junction 52 5.86 47 11.25 (s/b) A21 junction Roundabout with A2100 junction 49 8.81 65 8.78 (n/b) A21 Change in Kipping’s carriageway 48 9.64 67 24.88 Cross (s/b) cross-section A21 Change in Kipping’s carriageway 122 44.29 61 14.89 Cross (n/b) cross-section A21 One Proposed crossing/hr 0 0 0.37 0.09 RVR (Closure time crossing = 51 seconds) Two crossing/hr (Closure time 0 0 3.51 0.84 = 112 seconds)

It can be seen from Table 4.2 that there is no average delay per vehicle experienced at the proposed RVR level crossing site during the AM peak period, as the crossing is not scheduled to be operating at such times. The table also shows the magnitude of the difference in average delay per vehicle between that generally experienced at other locations on the A21 compared with the proposed RVR level crossing during the PM peak period. The data suggests that the greatest delays (on a site by site basis) are experienced at the Flimwell junction and to a lesser extent at the A21 junction with the A2100 and at Kippings Cross.

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Rother Valley Railway A21 Robertsbridge

5. Conclusions

5.1 A27 POPE Report findings

The one-year Post Opening Project Evaluation (POPE) report for the A27 examines a number of assessment criteria; Economy, Safety, Environment, Accessibility and Integration.

There were up to 8 closures per hour of the old railway level crossing of the A27 at Beddingham and over 144 closures every day. This resulted in the closure of the A27 for up to 21 minutes per hour, often resulting in significant queuing traffic at the crossing.

The report indicates that there has been a reduction in traffic volumes on the A27, between Southerham and Beddingham, following the construction of the grade-separated crossing of the railway line. The separation of railway and road movements indicates an improvement in safety along the corridor.

In addition to delays experienced by traffic on the A27, there were also a number of incidents at the level crossing associated with the operation of the automatic half barrier (AHB). The pre-improvement scheme enabled vehicle intrusion onto the railway line, resulting in a number of conflicts between motor vehicles and public rail services. In addition to the reported PIA record at the A27 site, there were also a number of incidents at the crossing including barrier strikes and vehicles weaving between the barriers despite the installation of additional safety measures such as extra signing.

The proposed RVR level crossing will comprise a full-barrier controlled crossing point with CCTV, which will prevent intrusion onto the railway line when the barriers are deployed.

It is considered that there are no similarities between the old level crossing on the A27 between Southerham and Beddingham and the proposed crossing on the A21 at Robertsbridge.

5.2 A21 Traffic Analysis

The A21 is the principal corridor for road traffic between the M25 London Orbital Motorway and the coastal town of Hastings. The route alignment south of the M25 takes it to the west of Sevenoaks, southwest of Tonbridge, west of Pembury, east of Lamberhurst and on towards Flimwell and Robertsbridge. There are a number of locations along the route which experience congestion either as a result of junction or link delay (where the change in carriageway cross-section impacts on traffic flow).

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Rother Valley Railway A21 Robertsbridge

Traffic flow data sourced from the HA’s HATRIS database indicates that there is some tidality on the A21 with the predominant traffic movement northbound during the AM peak and southbound during the PM peak.

5.2.1 Flimwell Crossroads

On the A21 (northbound) at the Flimwell crossroads, individual vehicles typically experience an additional 51 and 46 seconds of delay (above the baseline) during the respective AM and PM peak periods.

Similarly southbound, individual vehicles typically experience an additional 106 and 86 seconds (above the baseline) for the respective AM and PM peak periods.

The total hourly delay associated with the operation of the traffic signals at Flimwell currently equates to 23.36 vehicle hours.

5.2.2 A21 junction with the A2100

At the A21 junction with the A2100, near Robertsbridge, southbound vehicles typically experience an additional 52 and 47 seconds of delay (above the baseline) during the respective AM and PM peak periods. Similarly northbound, individual vehicles typically experience an additional 49 and 65 seconds (above the baseline) for the respective AM and PM peak periods. This equates to a total hourly delay of 11.25 vehicle hours southbound and 8.78 northbound.

5.2.3 A21 at Pembury between the A228 and the A262

At Pembury, between the A228 and the A262, southbound vehicles typically experience an additional 48 and 67 seconds of delay (above the baseline) during the respective AM and PM peak periods. Similarly northbound, individual vehicles typically experience an additional 122 and 61 seconds (above the baseline) for the respective AM and PM peak periods.

There is an anomaly here though, in so far as the delays experienced southbound are (marginally) greater in the AM peak, compared with the PM peak, yet the traffic flow southbound in the PM is less than half of that experienced during the PM peak. Likewise, the predominant traffic northbound occurs during the AM peak, yet greater delays to vehicles are incurred in the PM peak period.

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Rother Valley Railway A21 Robertsbridge

5.3 Comparative impact of proposed RVR railway level crossing at Robertsbridge

The draft timetable for proposed RVR services, shows that normally there would be between 5 and 7 trains running (10 to 14 barrier closures per day) generally between the hours of 10.30 and 17.35 when the railway is open for business. Occasional special services would also run on selected days of the year.

Clearly, rail services would not impact during the AM peak period on the A21 at Robertsbridge. Services are only likely to have an impact, during the PM peak period.

The implementation of the proposed RVR railway level crossing on the A21 at Robertsbridge is likely to result in closures of 51 to 112 seconds in any given hour (although not corresponding with the AM peak as services are not scheduled to operate that early). This is likely to result in vehicle delays in the range of 0.09 to 0.84 vehicle hours in the PM peak.

Therefore, the delays to traffic, forecast to be generated by proposed RVR railway level crossing at Robertsbridge are less than 5% of those currently experienced at A21 Flimwell crossroads.

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