North Cave Transport Study March 2017
Prepared for: NORTH CAVE TRANSPORT STUDY W50887 / T18 / R01
REVISION RECORD Report Ref: W50887 / T18 / R01 Rev Description Date Originator Checked Approved - Draft Report 31/01/2017 J Green P Batty A Lechmere A Revised Draft 15/02/2017 J Green P Batty A Lechmere B Final 13/03/2017 J Green P Batty A Lechmere C Final Revised 15/03/2017 J Green P Batty A Lechmere
This report is to be regarded as confidential to our Client and it is intended for their use only and may not be assigned. Consequently and in accordance with current practice, any liability to any third party in respect of the whole or any part of its contents is hereby expressly excluded. Before the report or any part of it is reproduced or referred to in any document, circular or statement and before its contents or the contents of any part of it are disclosed orally to any third party, our written approval as to the form and context of such a publication or disclosure must be obtained
Prepared for: Prepared by:
Pell Frischmann George House
George Street Wakefield WF1 1LY
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CONTENTS
1. INTRODUCTION ...... 4 1.1 OVERVIEW ...... 4
2. EXISTING CONDITIONS ...... 5 2.1 OVERVIEW ...... 5 2.2 NEWPORT ROAD ...... 5 2.3 B1230 WESTGATE ...... 6 2.4 STATION ROAD ...... 7 2.5 CHURCH STREET ...... 9 2.6 NORDHAM ...... 11
3. TRAFFIC WORKSHOP ISSUES ...... 13 3.1 OVERVIEW ...... 13 3.2 NEWPORT ROAD ...... 13 3.3 B1230 WESTGATE ...... 13 3.4 STATION ROAD ...... 14 3.5 CHURCH STREET ...... 14 3.6 NORDHAM ...... 15
4. TRAFFIC WORKSHOP SUGGESTIONS ...... 16 4.1 OVERVIEW ...... 16 4.2 20MPH SPEED LIMIT ...... 16 4.3 SPEED CAMERAS ...... 16 4.4 VILLAGE BYPASS ...... 17 4.5 WAITING RESTRICTIONS ...... 19 4.6 PEDESTRIAN CROSSING FACILITIES ...... 19 4.7 TRAFFIC CALMING MEASURES ...... 19 4.8 ENFORCEMENT ...... 20
5. POTENTIAL IMPROVEMENT OPTIONS ...... 24 5.1 OVERVIEW ...... 24 5.2 SPEED REDUCTION MEASURES ...... 24 5.3 YELLOW LINES / WAITING RESTRICTIONS ...... 26 5.4 PARKING ...... 26
6. SUMMARY AND CONCLUSIONS ...... 28 6.1 OVERVIEW ...... 28 Pell Frischmann 2
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6.2 SUMMARY ...... 28 6.3 CONCLUSIONS...... 28
APPENDIX A SPEED CAMERA SITE SELECTION CRITERIA B OPTIONS FOR STATION ROAD AND APPLETON LANE C OPTIONS FOR CHURCH STREET D OPTIONS FOR NEWPORT ROAD AND WESTGATE
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1. INTRODUCTION
1.1 Overview 1.1.1 Pell Frischmann has been commissioned by East Riding of Yorkshire Council (ERYC) to produce a Transport Study for North Cave, which is located to the north east of the M62 near Junction 38.
1.1.2 The aim of this study is to provide a review of the existing highway network, consider the feasibility of potential improvement options and to develop a package of measures that could be progressed towards implementation.
1.1.3 In order to identify any existing issues it has been necessary to undertake a series of site visits during both the network peak hours and inter-peak period. This Study has also been informed by a document entitled ‘North Cave Traffic Workshop Notes’, which was prepared by North Cave Parish Council. The Parish Council document was produced following a workshop meeting between residents and therefore considers the issues that were raised as well as potential solutions.
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2. EXISTING CONDITIONS
2.1 Overview 2.1.1 North Cave is a village in the East Riding of Yorkshire and is located approximately 15km to the south west of Beverley.
2.1.2 The main route through the village is the B1230 (Newport Road/Westgate/Church Street/Wold Hill) which passes west to east and has a number of private accesses and priority junctions along its length. Unrestricted on street parking currently occurs throughout the village on this route and in some cases this causes restrictions to the free flow of traffic.
2.1.3 The village is traversed on the north side by a more lightly trafficked alternative east to west route via Nordham and Church Lane.
2.1.4 Station Road runs south from the village and provides connectivity between North Cave and South Cave and passes the prison complex HMP Humber.
2.1.5 A number of public transport bus services currently pass through the village. These bus services use Westgate and Station Road with routes 155, X56 and X57 continuing along Newport Road to the west of the village, and the 143 travelling on Townend Lane to the north via Hotham.
2.2 Newport Road 2.2.1 Newport Road is a single carriageway with verges and footpaths on either side of the road and street lighting on the northern side. The road has a mixture of speed limits with the far western end being national speed limit, reducing to 40mph at the village gateway feature. The speed limit further reduces down to 30mph at a point approximately 100m west of its junction with Townend Lane.
2.2.2 The transition point between the 30mph and 40mph changeover was moved approximately 60m west of its current location between March 2010 and May 2011.
2.2.3 The terminal speed limit signs are situated at the point where the speed limit changeover point occurs and are supplemented by a “SLOW” road marking and
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red high friction surfacing in order to further highlight and increase conspicuity of the changeover.
2.2.4 A vehicle activated sign is located approximately 40m west of the junction with Townend Lane (at the historical 30mph/40mph changeover point). The sign is located facing eastbound traffic on the approach to the village and displays the message “SLOW DOWN” together with flashing amber warning lights. The display is activated when vehicles exceeding the posted 30mph speed limit are detected. The 30mph road marking roundel preceded by red high friction surfacing and “shark teeth” associated with the historical 30mph/40mph changeover point have been maintained at this location.
Figure 2.1 – View looking east along Newport Road towards the village with speed activated sign shown in the far distance
2.3 B1230 Westgate 2.3.1 The B1230 Westgate is a single carriageway road with footpaths and street lighting on either side and is subject to a 30mph speed limit. A 7.5 tonne weight limit covers the majority of its length, commencing to the east of its junction with Townend Lane.
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2.3.2 As can be seen in Figure 2.2 unrestricted on street parking currently occurs along the length of Westgate. Whilst on some sections there is sufficient width to maintain two way movement of vehicles, there are other areas where the road is narrower, especially towards the eastern end of Westgate and so this parking restricts the free flow of traffic.
Figure 2.2 – View looking east along Westgate near to the Village Hall
2.3.3 The existing central road markings on Westgate are currently laid to the geometric centre of the carriageway. This visually suggests that the carriageway is wider in one direction where on street parking is present. Drivers travelling on the wider side of the carriageway are likely to position their vehicle mid-way between the kerb and centreline, which consequently limits the available carriageway for vehicles travelling in the opposite direction.
2.4 Station Road 2.4.1 Station Road is a single carriageway with footpaths on either side and street lighting on the western side of the road. The road has a mixture of speed limits with the far southern end being national speed limit, reducing to 30mph at the village gateway feature. The speed limit further reduces down to 20mph as it passes North Cave Church of England Primary School between Everthorpe Road Pell Frischmann 7
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and a point approximately 70m north of Ashtree Crescent. The terminal speed limit signs are supplemented by “SCHOOL” text road markings and red high friction surfacing in order to further highlight and increase conspicuity of the speed limit changeover.
2.4.2 On street parking is unrestricted along Station Road, except on the school entrance markings where stopping is prohibited between 8.15 and 9.15 in the morning and 3.15 and 4.15 in an afternoon.
Figure 2.3 – View of Station Road northwards
2.4.3 A layby area to the eastern side of Station Road between Everthorpe Road and Westgate provides sufficient space to allow informal echelon parking as can be seen in Figure 2.4.
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Figure 2.4 – View of layby to east side of Station Road looking southwards
2.5 Church Street 2.5.1 Church Street is a single carriageway road this is subject to a 30pmh speed limit and 7.5 tonne weight limit. Between the junctions of Appleton Lane, and Church Lane, Church Street has footpaths and street lighting on either side. The wider sections of Church Street towards Church Lane provide sufficient space to enable on street parking and the free flow of two way traffic, however where the road is narrower and close to its junction with Appleton Lane, parking restricts movement through the village.
2.5.2 Examples of on street parking on those narrower sections of Church Street can be seen in Figures 2.5 and 2.6. These sections of Church Street have marked parking bays, which were recently introduced to encourage more formalised parking in this area, albeit without additional on street restrictions.
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Figure 2.5 – View looking west along Church Street
Figure 2.6 – View east along Church Street
2.5.3 As can been seen in Figures 2.5 and 2.6, the presence of parking leads to blocking on one side of the carriageway and forces traffic to stop and wait until the road ahead is clear. To the west of its junction with Appleton Lane there are
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footpaths on either side of Church Street up to property No. 79 with street lighting also present on the northern side of the road.
2.5.4 Figure 2.7 suggests that on street parking regularly occurs on both sides of Church Street along the section to the west of its junction with Appleton Lane. Whilst this can result in a restricted traffic flow, as vehicles have to stop to allow others to pass, there is traffic signing that suggests this part of the street is a cul- de-sac with no through route.
Figure 2.7 – View east along Church Street towards junction with Appleton Lane
2.5.5 Parking in this area can also have a high turnover and is primarily associated with the small shop and post office serving the village.
2.6 Nordham 2.6.1 Nordham is a single carriageway two-way road with intermittent footpaths and street lighting on either side. As with the rest of the village there is currently a 7.5 tonne weight limit in force. The road provides access to a number of residential properties with driveways and entrances along its length, as well as two commercial farm properties. Whilst there are some areas along the road where on street parking was observed, the majority of properties appear to have off street
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parking provision. A photo showing the existing view looking east along Nordham is provided in Figure 2.8.
Figure 2.8 – View looking east along Nordham
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3. TRAFFIC WORKSHOP ISSUES
3.1 Overview 3.1.1 As already noted, the residents of North Cave engaged in a traffic workshop with the aim of discussing the risk to people, animals and property from perceived traffic issues. These discussions were summarised on a street by street basis in order to identify potential issues particular to each location. Each resident group provided suggestions of possible solutions to the issues raised.
3.1.2 Several of the issues raised were echoed by residents from each of the streets where representations were made. One recurring issue was that of the difficulty experienced by emergency services vehicles (Ambulance, Fire and Rescue and the Police) to access Church Street and Westgate at peak traffic times owing to congestion.
3.1.3 All streets from which representations were made raised excessive speed of vehicles through the village as their primary concern. The remainder of this section will therefore consider these issues for each location.
3.2 Newport Road 3.2.1 The residents of Newport Road noted a number of points at the workshop, with speed of vehicles and parking being the major issues raised.
3.2.2 Whilst not being directly prohibited from using Newport Road, heavy or long vehicles not obeying the signed restrictions beyond the junction with Townend Lane were also identified as an issue.
3.3 B1230 Westgate 3.3.1 The main cause of unease expressed by residents living on Westgate was that of excessive speed of vehicles using the road and the effect this was having on both safe egress from junctions and driveways for vehicular traffic and danger or difficulty crossing the road for pedestrians.
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3.3.2 Parking issues were also raised as a major concern and various issues were cited as causing annoyance or alarm including, obstruction of footpaths by parked vehicles, poor visibility at junctions and driveways through inconsiderate parking.
3.3.3 Further issues were those of noise pollution and general atmospheric pollution from vehicle emissions.
3.3.4 In addition to the above, non-compliance of the existing weight and bus restrictions were also raised by residents.
3.4 Station Road 3.4.1 As with the rest of the village, residents of Station Road identified the excessive speed of vehicles as the primary issue.
3.4.2 Parking issues, especially at school times due to the lack of waiting restrictions in place along Station Road were also raised as a concern. However, it is noted that there are existing restrictions in place immediately adjacent to the school.
3.5 Church Street 3.5.1 Residents from Church Street were separated into two response groups, those living to east of Appleton Lane and those living west.
3.5.2 There were a number of issues raised by the two groups of Church Street residents and these have been summarised as follows: Road rage and aggressive behaviour of drivers Not obeying stop signs at Appleton Lane Excessive speeds Volume of traffic Vehicles driving and parking on footpaths Inconsiderate parking especially at junctions Heavy or long vehicles not obeying the signed restrictions Blanshards Lane being used as a rat run
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3.6 Nordham 3.6.1 As with residents from surrounding roads, speed was given as the main concern for residents of Nordham.
3.6.2 Heavy and large vehicles failing to observe the weight limit was cited as a particular issue as was the lack of footpaths along certain lengths. The intermittent footways result in pedestrians having to walk in the carriageway on certain stretches.
3.6.3 The use of Nordham as a rat run to avoid Church Street was also identified as an issue.
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4. TRAFFIC WORKSHOP SUGGESTIONS
4.1 Overview 4.1.1 In addition to raising particular issues, the traffic workshop was also used by residents to provide suggestions and possible solutions for consideration.
4.1.2 Whilst the proposals put forward are clearly aimed at addressing the concerns raised by residents that attended the workshop, not all of these suggestions are considered to be practical or easily implementable.
4.1.3 However, a number of the solutions put forward during the workshop were common between the different street resident representatives and these solutions are therefore summarised below: A 20mph speed limit throughout the village Speed cameras Village bypass Implement formal waiting restrictions Extra formal pedestrian crossings such as zebras Traffic calming measures such as humps and chicanes Enforcement
4.2 20mph Speed Limit 4.2.1 A number of residents suggested that in order to reduce vehicle speeds that the village should be wholly covered by a 20mph speed limit. Whilst this would be a straight forward measure to implement, case studies show that these initiatives only have a limited impact upon overall speeds when delivered in isolation. Employing a package of physical features such as speed humps would therefore also be required along with effective enforcement by the police. The justification for introducing physical measures would need to be considered against records of existing injury accidents, as well as funding and the impact on service vehicles and the public.
4.3 Speed Cameras 4.3.1 The introduction of speed cameras was also suggested as a potential measure for implementation. As with all locations throughout the East Riding, the need for
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speed cameras is determined through a specific site selection criteria based on existing accident levels and recorded vehicle speeds, as well as any other relevant factors. A copy of the site selection criteria is included as Appendix A for reference and a plan showing the location of accidents in North Cave over the most recent 60 month period is provided in Figure 4.1 below.
Figure 4.1 – Accident Locations between June 2011 and June 2016
4.3.2 Having reviewed the existing accident levels shown in Figure 4.1 it is evident that the number of collisions to have occurred is below the selection criteria threshold. Whilst speed has been raised as a particular concern by residents in some locations through North Cave, there are a number of ways in which this issue can be tackled. Given the above it is therefore recommended that alternative solutions are sought.
4.4 Village Bypass 4.4.1 Although the building of a bypass may help to remove some through traffic, it is important to note that this would only be achieved if the proposed route provided a
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quicker and more direct alternative to the existing options that are available. At present, through traffic travelling between the M62 and Beverley is signed along the A63 as shown in Figure 4.2.
Figure 4.2 – Directional signage on approach to the North Cave junction of M62
4.4.2 The signed route along the A63 is less direct and longer in terms of distance travelled and so this results in many drivers opting instead to travel along the B1230 via North Cave and Walkington. If a bypass is built around North Cave and signed accordingly then this is likely to direct more traffic off the A63 and along the B1230. This in turn would increase the amount of through traffic travelling through Walkington, which would not be a preferable solution.
4.4.3 In addition, it is also worth noting that the cost of constructing a bypass would be substantial and would require additional public funding support. In order to secure public funding a bypass would be subject to a robust appraisal process to ensure that it could deliver sufficient benefits and high value for money.
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4.5 Waiting Restrictions 4.5.1 The notes from the traffic workshop suggest that some residents would be in favour of imposing waiting restrictions throughout the village. As with 20mph zones, these would be relatively easy to implement, but the effectiveness of such markings would rely upon regular enforcement and formalising those areas where parking is currently encouraged by the use of bay markings rather than specifically introducing prohibitions of waiting.
4.5.2 Whilst prohibiting all on street parking would help to improve the free flow of traffic this would most likely lead to an increase in vehicle speeds through the restricted sections. It would also have an adverse impact upon those residents without alternative off street parking facilities. The presence of some on street parking can therefore be viewed as serving a dual purpose in that it helps to reduce the speed of vehicles whilst providing parking for residents.
4.6 Pedestrian Crossing Facilities 4.6.1 One of the suggestions put forward by residents was in relation to improved pedestrian crossing facilities. In particular there were suggestions that additional crossing facilities should be provided on Westgate which currently benefits from a zebra crossing near to its junction with Station Road.
4.6.2 As with the introduction of speed cameras, there is existing guidance on the types of location and conditions in which crossings may be considered for implementation. The key factors in determining the suitability of installing pedestrian crossing facilities are as follows: Traffic Flows Pedestrian Demand Proximity to Junctions and Accesses Vulnerable Road Users (young, elderly and disabled)
4.7 Traffic Calming Measures 4.7.1 The introduction of traffic calming measures throughout the village was also suggested during the Traffic Workshop. Given the range of calming measures that could potentially be implemented it would appear feasible that these could be
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investigated for each location. The potential traffic calming measures that could be considered are as follows: Speed Cushions Chicane Schemes Raised Junction Tables Gateway Entry Treatments Traffic Islands Vehicle Activated Signs
4.7.2 However as already noted, the justification for introducing physical traffic calming measures would need to be considered against records of existing injury accidents, as well as funding and the impact on service vehicles and the public.
4.8 Enforcement 4.8.1 In terms of other measures, improved enforcement of both the existing speed limits and weight restriction by the Police has been suggested. Surveys of vehicle speeds have been undertaken in the past and the results of these are summarised in Table 4.1. The reference and therefore location of each survey is included in Figures 4.3 and 4.4 respectively.
4.8.2 The National Police Chief’s Council recommends that enforcement action be undertaken at speeds exceeding the speed limit by 10% + 2mph. This is also used as a guide when prioritising areas to consider further speed reducing measures by ERYC.
4.8.3 As can be seen in Table 4.1, the majority of locations throughout North Cave have recorded 85% speeds below the 10% + 2mph threshold. The exceptions to this are for eastbound traffic leaving the village on Church Street and southbound traffic leaving the village on Station Road, as well as in the 20mph section adjacent to North Cave Church of England Primary School. The higher vehicle speeds that were recorded in the 20mph zone on Station Road are not currently supported by additional calming measures and so this may explain the survey results. However analysis of existing accident records confirms that there have been no accidents in this location during the most recent 60 month period.
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Table 4.1 – Summary of Speed Survey Results in North Cave Ref Location Direction Date 85% Speed Mean Speed Church Street Westbound 10/04/14 27.1 mph 24.3 mph 1 (60 mph) Westbound 10/04/14 33.6 mph 30.0 mph Church Street Eastbound 10/11/11 35.9 mph 31.7 mph 2 (30 mph) Westbound 10/11/11 33.6 mph 30.0 mph 14/05/12- Eastbound 42.3 mph 37.7 mph Church Street 20/05/12 3 (30 mph) 14/05/12- Westbound 33.5 mph 30.1 mph 20/05/12 14/05/13- Eastbound 29.5 mph 25.4 mph Church Street 20/05/13 4 (30 mph) 14/05/13- Westbound 27.5 mph 22.2 mph 20/05/13 30/11/12- Eastbound 30.6 mph 26.6 mph Church Street 06/12/12 5 (30 mph) 30/11/12- Westbound 26.8 mph 21.3 mph 06/12/12 Nordham Eastbound 11/11/09 28.4 mph 25.1 mph 6 (30 mph) Westbound 11/11/09 28.8 mph 24.2 mph Westgate Eastbound 10/11/11 31.9 mph 28.2 mph 7 (30mph) Westbound 10/11/11 33.4 mph 28.5 mph Station Road Northbound 28/03/12 33.0 mph 27.1 mph 8 (30 mph) Southbound 28/03/12 34.1 mph 28.7 mph Station Road Northbound 13/03/12 28.8 mph 25.2 mph 9 (20 mph) Southbound 13/03/12 28.1 mph 24.5 mph Station Road Northbound 26/03/12 34.6 mph 30.3 mph 10 (30 mph) Southbound 26/03/12 39.9 mph 34.6 mph Sand Lane Northbound 21/08/12 50.3 mph 44.2 mph 11 (60 mph) Southbound 21/08/12 52.3 mph 45.3 mph
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Figure 4.3 – Speed Survey Locations within North Cave
Figure 4.4 – Speed Survey Location on Sand Lane
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4.8.4 With regards to the two other locations where higher speeds were recorded (Station Road and Church Street), as already noted the results show contrasting trends between vehicles travelling into and out of North Cave. In both locations the recorded speeds were higher for vehicles leaving the village than those entering the more densely populated environment. These surveys were also recorded immediately in advance of the change in speed limit from 30mph to national speed limit (60mph) and so this may explain why speeds were slightly higher. Analysis of existing accident records suggests that no accidents have occurred in these locations during the most recent 60 month period, although one serious accident was recorded on this section of Station Road in 2013; however, this accident was not attributed excessive speed.
4.8.5 In terms of the speed surveys on Westgate, as can be seen in Table 4.1 the results suggest that there are currently no notable speeding issues.
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5. POTENTIAL IMPROVEMENT OPTIONS
5.1 Overview 5.1.1 The purpose of this section is to identify a number of potential improvement options that could be implemented to help improve the highway network in North Cave. These improvements have been developed following a review of existing conditions, as well as consideration of the issues and suggested measures identified during the Traffic Workshop. For ease of reference these measures have been grouped into the following types of intervention: Speed Reduction Measures Yellow Lines and Waiting Restrictions Parking Management Measures
5.1.2 Whilst the suggested measures are intended to help improve conditions, it should be noted that in order to implement these proposals appropriate sources of funding will need to be provided. At present it is understood that funding has not be identified.
5.2 Speed Reduction Measures 5.2.1 Excessive vehicle speed in the village has been highlighted as one of the main factors concerning residents. A number of speed surveys have been undertaken in various locations and these suggest that 85th%ile speeds are generally below the recommended enforcement threshold on most of the main routes in the village. However, there are a few locations where excessive speed was recorded.
5.2.2 Residents have made a number of recommendations to reduce speeds in the village including The use of fixed or mobile speed enforcement cameras, More regular patrols by the police, The installation of physical measures to encourage compliance with the set speed limits.
5.2.3 As already noted, the introduction of new speed cameras in East Riding is determined through a specific site selection criteria and at present the conditions in North Cave do not meet these requirements. However, it is acknowledged that
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the straight carriageway alignment on Station Road is conducive to excessive speeds given that there is little lateral deflection other than occasional on street parking to encourage drivers to slow down. It is therefore recommended that a number of physical measures are considered for implementation in order to act as a deterrent to speeding through North Cave.
Station Road 5.2.4 The introduction of speed cushions would help to slow drivers down by forcing them to drive over the centre of the cushion and thus reduce any potential discomfort.
5.2.5 The proposed locations for the speed cushions are such that the impact on speed will be most significant in front of the school and in the vicinity of side road junctions off Station Road. A drawing showing the potential options for improvements along Station Road is provided in Appendix B for reference.
Westgate 5.2.6 With regards to Westgate, fluctuations in the available carriageway width provide sections where the road appears generously wide. In these locations higher vehicle speeds are likely to be more prevalent, although as already noted speed surveys indicate that there isn’t currently a speeding problem on Westgate. The suggested proposals involve amendments to the hazard warning line that separates the opposing flows from the geometrical centre of the carriageway to a fixed lane width in each direction. This would be supported by the introduction of marked parking bays at the carriageway edge that are intended to change the physical appearance of the road and create visual narrowing. The realignment of the carriageway markings will help to facilitate continuous two-way traffic flows, albeit with narrower lanes to help reduce vehicle speeds. A drawing showing the potential options for improvements along Westgate is provided in Appendix D for reference.
Church Street 5.2.7 Although the existing staggered parking bays along Church Street impede traffic flow they do help to reduce vehicle speeds through this section. The requirement
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to slow or stop in order to yield for oncoming vehicles acts as a traffic calming measure and on the whole slows vehicles through this section.
5.2.8 Given the above it is recommended that the existing marked parking arrangements are retained with only one single parking place moved from the south side to the north side. The primary reason for relocating this single parking bay is in order provide additional room for vehicles to wait whilst giving way to oncoming traffic and therefore the general movement of vehicles along this section. A drawing showing the potential options for improvements along Church Street is provided in Appendix C for reference.
5.3 Yellow lines / waiting restrictions 5.3.1 As already noted, in general participants of the traffic workshop did not have any objection to the introduction of waiting restrictions in the village. It is therefore recommended that consideration be given to the inclusion of yellow lines in order to prohibit parking in areas that are not marked by bays. This formalisation is intended to aid the movement of vehicles through North Cave, particularly in those locations where the carriageway is narrow.
5.3.2 It is possible that the introduction of restrictions along Church Street may lead to some displacement of parking as vehicles move to the west of the junction with Appleton Lane into the unrestricted area. However, given that the issues along Church Street are primarily relate to formalisation of parking within bays rather than capacity, this impact should be limited.
5.3.3 A series of drawings showing the options both with and without waiting restrictions is provided in Appendix B, C and D for each location respectively.
5.3.4 If the above restrictions are introduced then it is recommended that their effect is monitored in order to assess the overall impact on parking behaviour.
5.4 Parking 5.4.1 On site observations suggest that there are several locations where half on half off parking occurs with the adjacent footways. The participants of the traffic workshop expressed unhappiness with the resultant reduced available footway width and
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cited instances where pedestrians are forced to walk in the carriageway to pass such vehicles.
Westgate 5.4.2 Half on half off parking is particularly prevalent on Westgate and so in order to address this issue it is proposed to provide a number of defined marked parking places so as to encourage parking wholly within the carriageway. The existing half on half off parking appears to be symptomatic of vehicles parking along both sides of the carriageway at the same time in order to maintain sufficient width for traffic movements.
5.4.3 It is envisaged that by positively defining locations for parking along just one side of the road this will discourage parking on both sides at the same time. As with the inclusion of waiting restrictions it is recommended that if implemented these measures are monitored in order to assess their effectiveness. A drawing showing the potential options for the introduction of parking bays on Westgate is provided in Appendix D.
Church Street 5.4.4 In addition to the issues on Westgate, it has been reported that vehicles regularly mount the pavement on Church Street during periods of high traffic volume when drivers fail to wait patiently to pass parked cars. As part of the recent scheme to introduce defined parking places along Church Street, a number of bollards were installed together with relocated bins to discourage vehicles from deviating onto footways. Given that the footways are relatively narrow along Church Street, it is not feasible to install additional bollards without compromising the usability of the footway.
Some of the kerbs in the village have relatively low upstands and do not therefore serve to deter vehicles from mounting the footway. There are also a large number of vehicle accesses and these provide easy transition between the carriageway and footway. Replacing kerbs so as to provide a deeper upstand would be an expensive measure and unlikely to influence driver behaviour significantly particularly as mounting the footway at a vehicle access would also still be possible.
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6. SUMMARY AND CONCLUSIONS
6.1 Overview 6.1.1 Pell Frischmann has been commissioned by East Riding of Yorkshire Council (ERYC) to produce a Transport Study for North Cave, which is located to the north east of the M62 near Junction 38.
6.1.2 The aim of this study is to provide a review of the existing highway network, consider the feasibility of potential improvement options and to develop a package of measures that could be progressed towards implementation.
6.2 Summary 6.2.1 In summary, this report has identified a number of measures that could be implemented to improve the existing highway network and address some of the concerns raised by residents during the North Cave Traffic Workshop. The options that have been suggested in this report are as follows: Speed Reduction Measures Yellow Lines and Waiting Restrictions Parking Management Measures
6.2.2 It is acknowledged that some of the issues raised by residents will be difficult to fully resolve and this is primarily due to constraints with the existing highway network and the surrounding environment. A review of the suggested measures to improve conditions has been undertaken and where feasible these have been progressed into a package of proposals that could be taken forward towards implementation. However, the proposals that are unlikely to provide the optimum solutions to the existing network are as follows: 20mph Speed Limits Speed Cameras Village Bypass
6.3 Conclusions 6.3.1 In conclusion, the proposed package of measures will help to achieve a number of aims that are viable in engineering terms and could feasibly be delivered, but will ultimately depend on funding being justified and available. As already noted, at Pell Frischmann 28
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present it is understood that funding has not be identified. The issues that the measures can help to improve specifically can be summarised as follows: Excessive Speed Vehicles Parking on Footways Inconsiderate Parking Visibility at Junctions Heavy or Long Vehicles not Obeying Restrictions
6.3.2 Should the opportunity arise then it is recommended that the proposals are progressed in consultation with residents in order to ensure that the right mixture of deliverable measures can be implemented.
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APPENDIX A – SPEED CAMERA SITE SELECTION CRITERIA
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Site selection and signage in Humberside
The netting off funding arrangement of the national safety camera programme in England and Wales ended on 1st April 2007 with the integration of camera activity and partnerships into the wider road safety delivery process.
“The move gives local authorities, the police and other agencies greater freedom and flexibility to pursue whichever locally agreed mix of road safety measures they see fit in order to reduce road casualties in their area. “1
This document explains the strategy Humberside has decided to adopt when dealing with camera site selection, signage and visibility. It is felt that this solution offers flexibility in dealing with camera sites and allows resources to be used to tackle the wider issue of anti-social use of vehicles (as detailed in the Police Reform Act 2002).
In order to provide the most appropriate solution to an enforcement issue, three site types have been identified. This will allow Safer Roads Humber to continue to focus on the sites with the worst casualty and speeding problems (Core sites), whilst allowing the Partnership to respond to community concerns regarding casualties and speeding (Non-Core sites). The third site type for enforcement is called Event-Based and will allow the Safer Roads Humber to support Police enforcement in intelligence-led campaigns targeting traffic offences and the anti-social use of vehicles. The site selection process and signage and visibility rules are included in the appendix.
NOTE: Non-compliance with these guidelines cannot be used for mitigation or defence for an alleged offence committed by a driver or registered keeper in breach of current UK law.
Core Safety Camera Sites
Safer Roads Humber will continue to focus enforcement on the roads in Humberside with the highest casualty and speeding problems. These are classed as core camera sites and include safety camera sites established under the national safety camera programme and any new sites identified through the site selection criteria.
To maintain consistency, it is intended that the visibility and signing guidelines circulated by the Department for Transport will be adhered to at core safety camera sites. However, non-compliance cannot be used for mitigate or defence purposes (see note above).
The site selection process (table 1 and chart 1) details the conditions, which need to be met before a site can be considered as a safety camera site, and demonstrates that cameras are installed as a ‘last resort’.
Safer Roads Humber has expanded the rules governing the site selection criteria for core sites to allow more flexibility to respond to potential casualty problems:
1 Use of Speed and Red-Light Cameras for Traffic Enforcement: Guidance on Deployment, Visibility and Signing, Department for Transport (January 2007) • In the absence of collisions resulting in death or serious injury, sites where the number of slight accidents meets the value required can be considered. This allows the Partnership to consider enforcing at sites with high collision rates before someone is killed or seriously injured. • All sites will initially be assessed using a 60-month period to analyse collision rates. The baseline period will still be the most recent 36- month period available. This will allow the Partnership to identify long- term casualty trends. • Analysis into the causes of the collisions will demonstrate that camera enforcement is the correct solution • All signs will comply with The Traffic Signs Regulations and General Directions 2002
As core sites will continue to have the highest priority because of high casualty and offending rates, enforcement will take place for a minimum of three years in order to evaluate effectiveness.
Non-Core Camera Sites
A non-core site is a community concern site that does not meet the criteria for a core site. It may have less of a collision or speed issue than a core site. Some of these sites will be identified by the local authorities or the Police as areas which would benefit from safety camera enforcement despite not meeting the criteria for a core camera site. Some sites will be identified by the local community itself and requests for enforcement can be made on behalf of the community by representatives such as Parish Councils, MPs on behalf of their constituents or local policing teams.
All requests for enforcement will go through the site selection process to determine the extent of the casualty and speeding problem and whether camera enforcement is the correct solution.
The principle behind non-core sites is that flexibility should be employed to meet the needs of as many communities as possible. As such, mobile signage will be used to indicate speed enforcement is taking place.
Event-Based Sites
Safer Roads Humber has access to a wide range of enforcement equipment and expertise. In recognition of the Department for Transport’s move to give local authorities and the Police greater freedom and flexibility to pursue locally determined road safety measures to reduce casualties, the Partnership intends to use its resources to support Police-led enforcement of traffic offences.
Humberside Safety Camera Partnership was very successful in reducing the number of speeding vehicles at camera sites; however, it was limited in its ability to deal with other traffic offences. Furthermore, the rules stated that enforcement could only occur at sites with a casualty history or at community concern sites. In recognition of the problems caused by the anti-social use of vehicles in local communities, Safer Roads Humber intend to engage in intelligence-led support of the Police in targeting specific traffic offences. It is intended that campaigns will target the most dangerous drivers and riders in Humberside as well as those who persistently disrupt communities with the anti-social use of their vehicles.
As the Police can enforce at any site at any time without any signage or visibility rules, event-based enforcement could be covert. However, the rules governing the signage of non-core sites will apply in cases where the intelligence doesn’t suggest that covert enforcement is the most appropriate solution. This element of the enforcement will be decided on an operation-by- operation basis.
Summary
Safer Roads Humber intends to enforce at three different types of site and intends to treat each site type differently:
• Core sites are the high casualty and speed sites and will be the main focus of enforcement. Sites will be enforced for a minimum of three years and signing and visibility rules will apply.
• Non-core sites are community concern sites requested by Parish Councils, MPs, Police, local authorities, etc. They are likely to have less of a casualty and speeding issue than core sites and are likely to be enforced for a shorter period of time. Mobile signage will be used to indicate enforcement is taking place as this adds flexibility.
• Event-based sites are in support of Police operations to target the most dangerous and anti-social drivers and riders in Humberside. As this type of motorist often manipulates the judicial system to avoid prosecution, covert enforcement can and will be undertaken.
• The effectiveness of all operations will be monitored. Collision figures will be recorded and monitored for all site types and where speed monitoring is appropriate, this will also be undertaken. Table 1 Site Selection Criteria for New Camera Sites in Humberside Rule Fixed speed camera sites Mobile speed camera Routes Red light or sites combined red light speed camera sites 1 Site or route Between 0.4 km and 1.5 km Between 0.4 km and Between 5km and From stop line to length 5km 20km stop line in requirements direction of travel 2 Number of At least 3 KSI collisions per At least 1 KSI A minimum of 3 At least 1KSI killed and km in the baseline period* collisions per km existing core sites collision within the serious (average) in the within the length. junction in the collisions OR baseline period* (There are no further baseline period*. (KSI) requirements) Selection must be In the absence of KSI OR based upon a OR collisions, the number of slight collision history of accidents meets the PIC total In the absence of KSI Has at least 1 KSI red light running. value below. collisions, the number collision per km of slight accidents (average) in the meets the PIC total baseline period* and value below. meets the PIC total value below. *The baseline period is the most recent 36 month period available. However, all sites will initially be assessed using a 60 month period
3 Total value Built up Non built Built up Non built Built up Non built required 22 /km up 11 /km up 8 /km up 10 18 /km 9/km 6 /km
For sites up to 1km the above value is required. For sites longer that 1km the value is per km. 4 85th Speed survey shows free-flow 85th percentile speed is at or above ACPO Not applicable percentile enforcement threshold in built-up areas and 5 mph over maximum speed limit in speed at non-built up areas. This can apply to all vehicles or a vehicle class but must be proposed compared consistently. sites 5 Site Loading and unloading of Location for mobile The location of Loading and conditions camera can take place safely. enforcement is easily collisions in the unloading the that are accessible and there is baseline period will camera can take suitable for space for enforcement determine the length of place safely. the type of to take place in a route. enforcement visible, legal and safe proposed manner. 6 Suitability The Highway Authority must undertake a site survey, demonstrating the following: of site for (a) The speed limit has been reviewed confirming that camera enforcement is the right solution; camera (b) Analysis into the causes of the collisions has demonstrated that camera enforcement is the correct enforcement solution (c) There is no other cost effective engineering solution that is more appropriate; (d) That the Traffic Regulation Order (where applicable) and signing are lawful and correct. (e) That all signs comply with The Traffic Signs Regulations and General Directions 2002 New camera sites will be selected using an assessment that includes the level of fatal, serious and slight collisions. The combined level of collisions will be expressed as a numerical scale (see below) and assessed relative to the road classification for the site – whether it is either a ‘built-up’ or ‘non-built-up’ area and according to the type of site, i.e. route, fixed, mobile or red-light. Fatal or serious injury collision = 5 (i.e. 2 serious collisions = 10) Slight injury collision = 1 (i.e. 5 slight collisions = 5) ‘Built-up area’ is defined as a road with a speed limit of 40mph or less ‘Non-built-up area’ is defined as a road with a speed limit of 50mph or more
Site Selection Process (Chart 1)
IS THERE A MONITOR SITE TO ENSURE NO CASUALTY CASUALTY OR SPEEDING NO NO PROBLEM AT THE PROBLEMS DEVELOP SITE?
IS THERE A SPECIFIC IS THERE POLICE CONSIDER AS AN YES ENFORCEMENT ISSUE IN YES INTELLIGENCE TO YES EVENT-BASED RELATION TO THE ANTI-SOCIAL SUPPORT A SITE CONSIDER AS A USE OF VEHICLES? CAMPAIGN? NON-CORE CAMERA SITE DO THE CASUALTY FIGURES MEET THE DO THE CASUALTY DO THE CASUALTY CRITERIA FOR A FIGURES MEET FIGURES MEET NO FIXED SPEED THE CRITERIA FOR NO THE CRITERIA FOR NO YES CAMERA? A MOBILE SPEED A SPEED CAMERA CAMERA? ROUTE? DO THE CASUALTY YES YES FIGURES MEET THE YES CRITERIA FOR A RED NO IS THERE A LIGHT/SPEED SPEEDING ISSUE? CAMERA? DOES SPEED MONITORING SHOW A FREE-FLOW 85TH PERCENTILE SPEED AT OR ABOVE ACPO IN BUILT-UP AREAS & 5MPH OVER MAXIMUM SPEED IN NON-BUILT UP AREAS? YES NO
ARE SITE CONDITIONS SUITABLE FOR THE CONSIDER THE YES INSTALLATION OF TYPE OF NO NO ENFORCEMENT ALTERNATIVE TYPE OF SPEED CAMERA PROPOSED?
YES
CONSIDER ENGINEERING/EDUCATION DOES ANALYSIS INTO THE SOLUTION INSTALL CORE CAUSES OF COLLISIONS CAMERA SITE YES DEMONSTRATE THAT NO CAMERA ENFORCEMENT IS THE CORRECT SOLUTION?
Signage Rules
DOES INTELLIGENCE SUGGEST YES NO SIGNAGE OR COVERT ENFORCEMENT IS THE YES CONSPICUITY MOST APPROPRIATE SOLUTION? RULES APPLY
IS SITE CHOSEN FOR SPECIFIC NO CAMPAIGN?
MOBILE SIGNAGE WILL NO IS IT A CORE BE USED TO INDICATE NO SITE? SPEED ENFORCEMENT IS TAKING PLACE BUT WILL NOT NECESSARILY SPEED COMPLY WITH ENFORCEMENT DEPARTMENT FOR SITE IS YES TRANSPORT IDENTIFIED GUIDELINES
SIGNAGE WILL COMPLY WITH DEPARTMENT FOR TRANSPORT GUIDELINES AND CONSPICUITY RULES WILL APPLY NORTH CAVE TRANSPORT STUDY W50887 / T18 / R01
APPENDIX B – OPTIONS FOR STATION ROAD AND APPLETON LANE
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570mm
560mm EXISTING LAYOUT Existing Village
550mm Gateway feature SEE CHURCH STREET Existing school keep clear markings Existing Bus stop clearway
500mm Centre line road markings to be removed for all options Centre line road Existing markings to be removed school keep clear SEE WESTGATE for option 3 markings Existing Centre line road Bus stop clearway Centre line road markings to be removed markings to be removed for option 3 for all options
OPTION 1 PROPOSALS New speed Hatch road markings to cushions
SEE CHURCH STREET guide traffic away from right turn reservoir
New speed New speed cushions New speed cushions 400mm cushions
New SLOW marking New speed Extend hazard New speed SEE WESTGATE cushions centre line markings New speed cushions cushions
New hatched area highlighting junction and providing reservoir for right turning traffic
OPTION 2 PROPOSALS New speed 300mm Hatch road markings to cushions
SEE CHURCH STREET guide traffic away from right turn reservoir
No waiting 8-10am and 4-6pm New speed single yellow lines New speed cushions enables parking during off peak New speed cushions cushions
New SLOW marking No waiting at any time double New speed Extend hazard New speed yellow lines to keep narrow SEE WESTGATE cushions centre line markings section, bend, junction and New speed cushions crossing approaches clear of cushions parked obstructions No waiting 8-10am and 4-6pm New hatched area single yellow lines highlighting junction and enables parking during off peak providing reservoir for right turning traffic
200mm
150mm
100mm
50mm Project Name Date Scale NTS c Pell Frischmann Drawn PB 120117 File Ref. Designed PB 120117 40mm Checked AL 120117 Drawing Status Client Drawing Title Approved AL 120117
30mm Drawing No. Revision
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APPENDIX C – OPTIONS FOR CHURCH STREET
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570mm
560mm EXISTING LAYOUT
550mm
500mm
Existing unrestricted parking places
Parking place markings to be removed Existing Village Gateway feature
SEE STATION ROAD
OPTION 1 PROPOSALS
Parking place relocated to 400mm north side of carriageway
Keep clear road marking to discourage parking opposite junction
New Parking places to encourage shop customers to park away from the junction SEE STATION ROAD 300mm
OPTION 2 PROPOSALS No waiting 8-10am and 4-6pm single yellow lines Parking place relocated to enables parking during off peak north side of carriageway
No waiting at any time double yellow lines to keep crossing facility and section opposite the junction clear
No waiting 8-10am and 4-6pm single yellow lines enables parking during off peak
200mm
No waiting at any time double New Parking places to yellow lines to keep narrow encourage shop customers to sections and junction approaches park away from the junction clear of parked vehicles SEE STATION ROAD
150mm
Client
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Project
Drawing Title
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OPTION D - OPTIONS FOR NEWPORT ROAD AND WESTGATE
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570mm
Junction markings to be 560mm revised Centre line road EXISTING LAYOUT markings to be removed 550mm Centre line road markings to be removed
Junction markings to be revised
500mm SEE STATION ROAD STATION SEE
Junction markings to be revised
Junction markings realigned to follow centre marking alignment Central hatching to give impression of road narrowing OPTION 1 PROPOSALS Hatch road markings Hatch road markings to guide traffic away to create chicane and from parking place to guide traffic away 400mm from parking places Centre line re-laid at 2.7m kerb offset rather than Parking bays to encourage parking in geometric centre so as to discourage parking on north defined locations and hatch road markings side of carriageway and create apparent narrow lanes to discourage parking in other locations Centre line re-laid at 2.7m kerb Junction markings realigned to offset so as to discourage parking follow revised centre marking on north side of carriageway alignment improving visibility
Right turn reservoir creating
impression of road narrowing and ROAD STATION SEE heightening conspicuity of junction Hatch road markings to guide traffic away from parking place
Parking bays to encourage New bus stop Parking bays on south side of Hatch road markings parking in defined locations Central hatching to give impression of clearway Junction markings realigned with carriageway to encourage to discourage parking road narrowing and 30 roundel to hatched area improving egress visibility highlight change of speed limit parking only in defined locations Hatch road markings to create chicane and to guide traffic away from parking places
300mm
Junction markings realigned to follow centre marking alignment
No waiting 8-10am and 4-6pm OPTION 2 PROPOSALS single yellow lines enables parking during off peak No waiting at any time double Unrestricted parking bays to yellow lines to keep narrow encourage parking only in section and crossing approaches defined locations clear of parked obstructions No waiting at any time double yellow lines to keep narrow section and junction approach clear of parked obstructions
Right turn reservoir creating
impression of road narrowing and No waiting at any time ROAD STATION SEE heightening conspicuity of junction double yellow lines to keep approach to junction clear
200mm
Unrestricted parking bays to encourage parking only in defined locations New bus stop Central hatching to give impression of No waiting 8-10am and 4-6pm clearway road narrowing and 30 roundel to single yellow lines No waiting at any time double highlight change of speed limit enables parking during off peak yellow lines to keep narrow section and crossing approaches clear of parked obstructions No waiting at any time double yellow lines to keep approach to junction clear
150mm
Client
100mm
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50mm Name Date Scale NTS c Pell Frischmann Drawn PB 311016 File Ref. Designed PB 311016 40mm Checked AL 311016 Drawing Status Approved AL 311016
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