Anthony Topping C/O Cedrum Direct Dial 01387 01387 271146 Kelton Uk DUMFRIES E-Mail: [email protected]
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Your Ref: Economy, Environment and lnfrastructure Cargen Tower Our Ref: CSPD/TN11l AT Garroch Business Park 18 December 2018 Dumfries DG2 BPN Mr David Gilbert Chairperson Any enquiries please contact Caerlaverock Comm u n ity Association Anthony Topping c/o Cedrum Direct Dial 01387 01387 271146 Kelton uk DUMFRIES E-mail: [email protected]. DG1 4UA Dear Mr Gilbert INFRASTRUCTURE & TRANSPORTATION; ROADS SERVICE ,,TWENTY IS PLENTY" GLENCAPLE We acknowledge receipt of your letter (dated 28 SeptemberZ}18), Petition (20mph zones in Glencaple Village) and the 'Twenty is Plenty' Glencaple brochure. My team has now undertaken a desk study and a site visit was carried out on Monday 3 December 2018. Please accept my apologies for the delay in responding, we receive numerous road safety/ speed limit requests and enquiries and a considerable amount of time and effort was spent reviewing and addressing some of the specific issues raised in your brochure. Please find attached our considered response: Background Glencaple is a small rural settlement situated on the banks of the River Nith, situated between Dumfries to the north and Caerlaverock Castle to the south. The 8725 runs through Glencaple in a north south direction and the C27n links Glencaple to the C12n Bankend Road to the east. Like many rural villages with a 30mph speed limit and street lighting, not all roads have dedicated footways, often due to lack of space and/or private ownership. lndeed, some villages object to the 'urbanisation' of their verges, instead preferring to see their roads as a shared space which encourages greater driver awareness and careful driving. The nature of the road geometry and alignment, in conjunction with parked vehicles/ lack of footways, means that vehicle speeds are generally compliant with the 30mph speed limit. The lack of footways and narrow verges mean that in certain locations the road is treated as a natural 'shared space' and the majority of road users are considerate, observant and courteous with regards to road safety. From the site visit it was observed that traffic flows were generally low and that vehicle speeds were not excessive and appropriate for the location and conditions. -2- INFRASTRUCTURE & TRANSPORTATION; ROADS SERVIGE "TWENTY IS PLENTY" GLENCAPLE Collision Data A check on the collision history of the extents of the speed limit at Glencaple was undertaken between the 1 January 2A13 to the 30 September 2018. There was one "Slight" collision on the 14 October 2016 involving a south-westbound vehicle (Van or Goods vehicle) and a north-eastbound vehicle (Bus/ coach). The causation is listed as "failed to judge other person's path or speed". Both vehicles were apportioned blame in this instance. This collision occurred near the Nith Hotel. There was also a "Damage only" collision on the 26 August 2013 involving a northbound vehicle (type of vehicle "unlisted"), no other vehicles were involved. The causation is listed as "Careless, reckless, or in a hurry/ exceeding speed limiU poor turn or manoeuvre". This collision occurred approximately 70 metres north of the Glencaple Road/ Church Street junction. A further "Damage only" collision on the 27 May 2017 was reported involving a "parkedlparking" vehicle (Bus or coach) and a "parked/parking" vehicle (car). The causation was listed as "vehicle blind spot". This collision has been described as located near the Nith Hotel, Glencaple. It is important to note that none of the collisions Iisted involved pedestrians or children and were limited to the vicinity of the Nith Hoteland the Glencaple Road/ Church Street junction where vehicle turning movements occur the most. The Council operate a Committee approved Accident lnvestigation and Prevention (AlP) Programme. This is based on a trawl of all reported 'injury' accidents in Dumfries and Galloway, based on the following: 3 No. reported injury accidents in a 3-year period in the same location. If a location falls into this category, then it will be added to the Road Safety Programme for investigation and possible improvement works. There are no locations within the speed limit extents of Glencaple that have been identified either previously or currently as an AIP site. Speed Limit Guidance National guidance on speed limits advises that: "speed limits should be evidence led, self-explaining and seek to reinforce people's assessment of what rs a safe speed to travel. They should encourage self-compliance and not be seen as a targef speed at which to drive in all circumstances" Studies have shown that 30mph speed limits set too far away from village or town residential boundaries do not reduce traffic speeds and further traffic calming measures and signage/ road markings are often required. Review of Speed Limits: A'Review of Speed Limits on LocalA and B Class Roads' across the region was carried out a number of years ago- This review included consideration by the four Area Committees and was reported to the 3 July 2012 and 12 March 2013 meetings of the Planning Housing and Environment Services (PHES) Committee. Review of Speed Limits on LocalA and B Class Roads 3 July 2412 Review of Speed Limits on LocalA and B Class Roads 12 March 2013 -3- INFRASTRUGTU RE & TRANSPORTATION ; ROADS S E RVIC E ,,TI'VENTY IS PLENry" GLENCAPLE At the 12 March 2A13 meeting, Members agreed "that unless fhere are material a,lterations to specific locations already reviewed there will be no need to re-consider resuests for speed limit alteratians at that location." This Report summarises 'that further reviews at communities on A and B Class roads are not required, unless there has been a naterial chanqe in circumstances.' The recommendations of that review were agreed with the then Chief Constable taking cognisance of national guidance that speed limits should be evidence led, self-explaining and that limits need to be consistent with what drivers would expect to find elsewhere in the region and in the country. A material chanqe would be a significant alteration to the road ctraracter, primarily relating to adjacent frontage development or major alterations to road geometry. lt should be the case that any such alterations, and therefore any potential need to alter speed limits or extents, should be identified through the Planning reviewl approval processes. Unless there is a material change to a town, village or local community i.e. new housing development, there is often limited justification to extend existing speed limits as there is a lack of evidence to drivers to suggest they should be driving at the reduced speed limit i.e. Iack of frontage properties, street lighting or footways. lf a speed limit was proposed to be extended, without good reason and substantiation, there would be little or no compliance from drivers. As with previous requests to extend speed limits, there would be no support from the Roads Authority or Police Scotland for the extension. The 8725 at Glencaple was not identified for inclusion in any of the Speed Limit Reviews in2Q12 and 2013. Current Transport Scotland guidance "Speed Limit Review: The Assessment Process" (2012) indicates 30 mph should be the standard speed limit in ruralvillages. This assessment is dependent upon a number of varying factors such as; . Single carriageway rural roads . Dual caniageway rural roads, and; o Villages and areas of significant residential commercial development Single carriageway rural roads: The assessment framework, originally developed by the Transport Research Laboratory (TRL) Limited, described in Setting Local Speed Limits is based on the presumption that when taking into account safety benefits, mobility costs plus environmental and accessibility factors, single carriageway roads should operate at speeds that help maximise operational efficiency. Villages and areas of significant residential commercial development: Transport Scotland has used the village definition given in 'Village Speed Limits' which identifies village criteria as 20 or more properties directly fronting the road and a minimum length of 600 metres. Where a section meets these criteria, a 30mph speed limit would usually be appropriate. -4- INFRASTRUGTURE & TRANSPORTATION; ROADS SERvlcE *TWENry IS PLENTY" GLENCAPLE Extension of 30mph Speed Limits Studies have shown that 30mph speed limits set too far away from village or town residential boundaries do not reduce traffic speeds and further traffic calming measures and signagel road markings are often required. The siting of the 30mph speed limit terminal signs is as per the guidance contained within Traffic Signs Manual (TSM) Chapter 3 'Regulatory Signs'which gives the minimum clear visibility distance for terminal signs on approach to a 30mph speed limit (in relation to the approach road speed limit of 60mph) as 115 metres. The geometry and vertical alignment of the 8725 and C27n public roads is such that the placement of the existing 30mph speed limit signs are compliant with this guidance. A blanket authorisation permitting the use of countdown marker signs on the approach to speed limit terminal signs, at the Traffic Authorities discretion, was issued in 1995. The Traffic Signs Regulations and General Directions (TSRGD) 2016 does not prescribe the use of these countdown markers. Based on the actual clear visibility distance on the approach to the 30mph speed limit signs, there is no road safetyl financial justification to install such signs. We do propose to extend the existing 30mph speed limit on the Dumfries approach to Glencaple on the 8725 to include the lnshore Rescue Boathouse. This will be to the northern boundary of the station at the existing 'Glencaple' village sign. The existing 30mph speed limit on the southern approach to Glencaple on the F725 will also be extended due to the development currently under initial site preparation works. This would result in the existing speed limit being moved further south to the southern boundary of "Gullsway'' (some 200 metres).