Walking, Cycling and Horse-Riding Review Report

Regional Investment Programme

M2 Junction 5 Improvements WCHAR Review

Status: A1 APPROVED - PUBLISHED Document Ref: HE551521-ATK-HGN-XX-RP-CH-000003.docx

WCHAR Review

Notice This document and its contents have been prepared and are intended solely for Highways England’s information and use in relation to M2 Junction 5 Improvement. Atkins Limited assumes no responsibility to any other party in respect of or arising out of or in connection with this document and/or its contents. Document control The Project Manager is responsible for production of this document, based on the contributions made by his/her team existing at each Stage

Document Title Walking, Cycling & Horse-riding Review

Author CG

Owner Camelia Lichtl

Distribution

Document Status A1

Revision History

Version Date Description Originator Checker Reviewer Authoriser C01 11/02/19 First Draft CG CJ CCR HC

Reviewer List

Name Role

To be advised by Highways England

Approvals

Name Signature Title Date of Issue Version

Camelia Lichtl Project Manager

The original format of this document is copyright to Highways England

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Table of contents

Chapter Pages 1. Scheme Description and Background 4 1.1 Background 4 1.2 Proposed Highway Scheme 5 1.3 Proposals at side roads 5 1.4 Study Area 6 1.5 Summary of relevant consultation findings 7 2. Review of Walking, Cycling & Horse-riding Assessment Opportunities 10 2.1 Background 10 2.2 General and strategic opportunities 10 2.3 Specific facilities 10 3. Preliminary Design Stage - Walking, Cycling & Horse-riding Review Opportunities 12 3.1 Background 12 3.2 General and strategic opportunities 12 3.3 Cycling and pedestrian facility opportunities 12 4. Walking, Cycling & Horse-riding Review Team Statement 16

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1. Scheme Description and Background

1.1 Background 1.1.1 In December 2014, the Department for Transport (DfT) published its Road Investment Strategy (RIS 1) for 2015-2020 announcing £15 billion of investment in England’s strategic road network. The aim of the investment is to enhance, renew and improve the network with over 100 major schemes having been identified. One of these schemes is the improvement of M2 Junction 5, where the A249 trunk road interchanges with the M2 motorway. 1.1.2 The M2 forms part of the strategically important corridor linking Dover with London. Junction 5 provides the main access point for people travelling northeast to Sittingbourne, the Isle of Sheppey and the Port of Sheerness on the A249, and southwest to Maidstone and the surrounding villages (Figure 1). Swale Borough Council is planning for an additional 14,000 dwellings and 130,000 square metres of employment land up to 2031. This huge scale of development will have a significant impact on M2 Junction 5 and the A249, which are already experiencing congestion. The junction also has safety problems with the Kent Corridors to M25 Route Strategy Evidence Report citing it as one of the top 50 national casualty locations on England's major 'A' roads and motorways. The improvement scheme is primarily intended to increase capacity and improve safety. Construction is expected to start in March 2020.

Figure 1. Scheme location plan 1.1.3 Government policy encourages consideration of the needs of non-motorised users (NMU) when undertaking scheme design. The Design Manual for Roads and Bridges contained a section on NMU Audit procedures (HD 42/05). These were compulsory for most schemes on the Highways England Trunk Road Network. The procedures were followed in the initial NMU ‘Context Report’ work carried out for this scheme. However, the standard was updated and renamed in May 2017. It now falls under the heading of ‘Walking, Cycling and Horse-Riding Assessment and Review’ (WCHAR) and forms HD 42/17.

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1.1.4 The WCHAR Assessment replaces the previous NMU Context Report, and the WCHAR Review replaces the NMU Audit Report. For this project, we are taking the NMU Context Report that was produced at the initial stage and progressing this to a WCHAR Review. Although the NMU and WCHAR procedures are similar, there are some differences, and the transition between the two documents is not as straightforward as it would be if following just one set of procedures.

1.2 Proposed Highway Scheme 1.2.1 The A249 Stockbury Roundabout will become a grade-separated junction with the A249 flying over the roundabout on two single span bridges and approach embankments/retaining walls. The roundabout will remain in a similar position but enlarged to accommodate connections. 1.2.2 Four new slip-roads will be provided, and include dedicated left-turn lanes at the roundabout for the following turning movements: • A249 southbound to M2 westbound • A249 northbound to M2 eastbound • M2 eastbound to A249 northbound 1.2.3 The A249 northbound exit slip road will be a TD 22/06 Type B parallel diverge and the A249 northbound entry slip will be a Type C ghost island lane merge. The A249 southbound exit slip road will be a TD 22/06 Type B parallel diverge, and the A249 southbound entry slip will be a Type B parallel merge.

1.3 Proposals at side roads 1.3.1 The Maidstone Road connection to Stockbury Roundabout will be stopped up, and a new Maidstone Road link provided, connecting to Oad Street north of the M2. 1.3.2 An Oad Street link will be provided to connect Oad Street directly into Stockbury Roundabout. Oad Street will remain open for local access to properties but will not have direct access onto the A249 as currently exists. The existing southbound lanes of the A249 will be retained south of the existing junction with Oad Street and this will be converted into a two-way single carriageway to provide continued access to properties and land fronting this section of road and connection to South Green Lane. 1.3.3 The Honeycrock Hill junction with the A249 will be stopped up.

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Figure 2. Current scheme (Stage 3, Preliminary Design)

1.4 Study Area 1.4.1 Figure 3 shows the scheme in the context of the wider area and the public rights of way (PROW) network. Most of the PROWs are footpaths (shown in purple) with some sections of byway (Green Lane and Woodgate Lane), and a bridleway parallel to the A249 just north of Danaway. There are several minor roads near the scheme which may attract NMU traffic, particularly cyclists, such as Honeycrock Hill, Pett Lane and, to a lesser extent, Oad Street.

Figure 3. Study area highlighting public rights of way, cycle routes, minor roads and bus stops

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1.5 Summary of relevant consultation findings 1.5.1 Unusually, no consultation was carried out as part of the NMU Context Report. However, since the report was issued, there has been a general consultation exercise which included liaising with groups representing non-motorised users, and asking consultees generally for their views on non-motorised user issues. 1.5.2 The consultation document was issued in December 2017 and titled, ‘M2 Junction 5 Improvements Scheme – Report on Public Consultation’. It was based around the responses to a questionnaire. Question 12 invited suggestions for ways that the routes for ‘other highway users’ including pedestrians, cyclists and horse riders could be improved as a part of the proposals. A total of 325 comments were received in response. The results are shown in Table 1 below.

Comment Percentage of respondents Dedicated/separate cycle lanes and footpaths along A249 12% More grade-separated crossings (bridges, tunnels, underpasses) 12% Provide alternative cycle route away from main carriageway e.g. on old Maidstone Rd 11% Low demand – never seen NMUs at junction - don’t believe they’d want to use it. 9% Concern for safety issues – dangerous for NMUs to cross 6% J5 is no place for NMUs – should be on local roads 3% Concerns about traffic using local roads which should be for NMUs 3% Need to reduce speed limit 3% Need safe access across A249 from Oad Street to Honeycrock Hill 3% Prohibit NMUs at the junction 2% A249 is an obstacle for NMUs 2% Concerns about safety issues/accidents 2% NMU provision should not be made 2% Table 1. Responses to consultation question, ‘how do you think we can improve routes for other highway users including pedestrians, cyclists and horse riders as part of our proposals?’

1.5.3 The responses in the table above include a combination of requests for dedicated NMU provision, general expressions of concern relating to safety, concerns about motor traffic on local roads (which should be focused on NMU travel), specific movements that need to be catered for (e.g. Oad Street to Honeycrock Hill), and the feeling that the currently low level of NMU activity would not justify any specific provision. 1.5.4 The report notes, ‘from the responses it is apparent that the existing provision for people walking, cycling and horse riding is inadequate.’ 1.5.5 Stakeholder comments relating to non-motorised user issues include the following:

1.5.5.1 Maidstone Borough Council o The proposed provision of footpath extensions to connect to the bus stop on the northbound A249 is welcomed in principle. However, further consideration should be given to options for pedestrian connectivity to/from the southbound bus stop opposite. o Pedestrian movement across the A249 corridor is a further key consideration and should be incorporated into wildlife land bridge(s).

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1.5.5.2 Stockbury Parish Council o No provision for pedestrians crossing the A249 to access the bus stop which will be near the new dedicated left-turn lane.

1.5.5.1 Maidstone Cycle Campaign Forum (MCCF) o The current junction and surrounding roads are a massive barrier to NMUs who wish to travel in the area. The improvements scheme must consider pedestrians, cyclists and equestrians in the final design. o One of the benefits of this scheme put forward by Highways England is that less traffic will be tempted to use rural roads in the area if congestion is reduced on the A249. MCCF believes this is an opportunity to improve Maidstone Road, which runs parallel with the A249 from the Stockbury Roundabout to Sittingbourne. o Cycling provision on Maidstone Road should match Table 2.2.2 in IAN 195/16. This could be achieved through the construction of cycle tracks, or a reduction in speed limit and volume of traffic to enable cycling on the carriageway itself. HE standards dictate that the existing road is not suitable for a cycle route in its current form, and this road is an important link to any cycling provision at the Stockbury Roundabout. o MCCF proposes that a grade-separated route for NMUs is created as part of the junction improvements scheme. This should link Maidstone Road, Oad Street, and Honeycrock Hill, and enable NMUs to safely access these three roads for onward travel. Any cycle route from Maidstone to Sittingbourne that follows a logical route will pass through this area, and so this should be considered as part of the improvements scheme. o Assuming the roundabout would have a 40mph speed limit, and a flow of over 10,000 VPD, IAN 195/16 states that Stockbury Roundabout should have a grade separated route for NMUs. The best option is an underpass because it reduces the height difference required for a bridge. An underpass should be well lit, provide good sightlines, and have shallow gradients on the approaches. Section 2.5.1 of IAN 195/16 explains this well. o If underpasses cannot be provided, then MCCF would support signalised crossings. These should consist of separate crossings for pedestrians and cyclists (Toucans create cycle/pedestrian conflict and are uncomfortable for cycling). At-grade crossings would be less expensive but less advantageous than grade-separation, causing delay for NMUs and motor vehicles, and would be less safe. o The proposals from HE will also close a section of Maidstone Rd (would no longer connect with Stockbury Roundabout). This section should be maintained for NMUs and provide clear, separated space for cycling and walking. It should be lit to enhance the feeling of safety when using the route at night. o As access from Honeycrock Hill to the A249 is being removed, it should be maintained for NMUs to access Stockbury Roundabout and Oad Street. The best way would be an overpass for NMUs due to the gradient on Honeycrock Hill.

1.5.5.2 MVV Environment Ridham Ltd o Widen the roundabout sufficiently to include cycle lanes o The demand for facilities for pedestrians and horse riders at this location does not merit specific provision for their requirements.

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1.5.5.3 WA Hinge and Sons o Suggestion of: Provision of dedicated routes for pedestrians, cyclists and equestrians if there is a proven need

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2. Review of Walking, Cycling & Horse-riding Assessment Opportunities

2.1 Background 2.1.1 This chapter would normally involve progressing the information and proposals from a W-CHAR Assessment report. However, the new W-CHAR procedures and guidance were not in place when the previous report (an NMU Context Report) was issued. Therefore, whilst this report continues the work previously undertaken and covers all issues identified within the NMU Context Report, the categories below do not match up precisely with those in the previous document.

2.2 General and strategic opportunities 2.2.1 Assessment Opportunity 1 - No increase in pedestrian and cycle injuries No facilities for pedestrians or cyclists exist at Junction 5 and very few pedestrians or cyclists have been observed. However, facilities could be provided to improve accessibility especially for cyclists. This could support the drive to reduce collisions. This supports Strategic Objectives No.1 and 2

Action Taken/Outcome

One new NMU facility is proposed – a footpath linking Honeycrock Hill with the KH85. As a footpath, this would be for pedestrians only.

2.2.2 Assessment Opportunity 2 – Facilities for NMUs to be compliant with current standards The two existing bus stops are outdated shelters with limited connectivity requiring pedestrians to cross the A249 dual carriageway to board a bus. Improvements could be made to these along with bus boarder kerbs.

Action Taken/Outcome

The two bus stops near the junction will be relocated to the Oad Street link. The two Stockbury Valley bus stops are currently shown as being re-provided just north of Church Hill with an at-grade pedestrian crossing. However, Arriva’s risk assessment (provided confidentially) shows this is a very high risk and they would like to close them. These could therefore be removed. The HE Project Manager is amenable to applying for Designated Funds for a footbridge across the A249 at this location (to reduce community severance) if the bus stops are retained or removed.

2.3 Specific facilities 2.3.1 Assessment Opportunity 3 - Bus stops to be accessible and accommodate shelters The two existing bus stops are outdated shelters with limited connectivity requiring pedestrians to cross the A249 dual carriageway to board a bus. Improvements could be made to these along with bus boarder kerbs.

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Action Taken/Outcome

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3. Preliminary Design Stage - Walking, Cycling & Horse-riding Review Opportunities

3.1 Background 3.1.1 This chapter documents any additional user related opportunities identified during the preliminary design phase (after the Assessment Report had been issued). These opportunities have been derived from the W-CHAR team and the consultation responses.

3.2 General and strategic opportunities 3.2.1 Review Opportunity 1 - Cycling provision along the A249 corridor There is currently a basic cycling facility (just a signed route) leading to/from Stockbury Roundabout along Maidstone Road. It is possible to cycle between Maidstone Road and the minor road network (e.g. Honeycrock Hill, Oad Street), on the south west side of the junction. The proposed layout will make trips through the junction much longer for cycle users. It will also not be possible to access Honeycrock Hill directly as it will be stopped up, and there are currently no proposed crossing facilities of the new A249. There is a potential opportunity to provide for such movements by exempting cycling and walking from the stopping up order, and the provision of new crossing facilities.

Action Taken/Outcome

There will be a cutting slope along the bottom of Honeycrock Hill, so this will not be possible. We will investigate the potential for providing a cycle route along the A249 corridor via the new Maidstone Road link, Oad Street, the A249 service road (on its south-eastern side), and re-joining the A249 at the South Green Lane junction.

3.3 Cycling and pedestrian facility opportunities 3.3.1 Review Opportunity 2; Maidstone Road from Danaway to Stockbury Roundabout - keep open as a route for non-motorised modes The current scheme will result in Maidstone Road being stopped-up between Stockbury Roundabout and the southern end of Danaway – a distance of approximately 700m. The road could potentially be kept open to non-motorised modes providing an attractive traffic-free route through a large part of the scheme. A key challenge would be the provision of safe/useful connections at the Stockbury roundabout end.

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Figure 4. Maidstone Road between Danaway and Stockbury Roundabout – due to be stopped up

Action Taken/Outcome

Further investigation reveals that this opportunity would not be feasible. The existing road will be excavated and an infiltration basin for drainage will be constructed. The need to cross the slip-roads at the roundabout would also present an obstacle to the provision of a safe route.

3.3.2 Review Opportunity 3 – New Honeycrock Hill footpath – provide ‘higher’ public right of way to enable cycling and horse-riding. Honeycrock Hill is due to be stopped up at its southern end as part of the scheme. A new section of public footpath is, however, proposed to link the bottom of the hill (below left) with the existing public footpath, KH85, that runs from close to the Stockbury roundabout to the Green Lane footbridge. An opportunity exists to provide a higher-level right-of-way (i.e. a bridleway or a byway) instead of a footpath to provide access for all non-motorised users. This would obviously need to tie in with appropriate provision at the north-eastern end (i.e. near Stockbury roundabout).

Figure 5. Honeycrock Hill – proposed new footpath (left), current junction with A249 (right)

Action Taken/Outcome

The topography of the footpath (e.g. with gradients between 10% and 20%) is likely to make it unsuitable for horse-riding and cycling, and an upgrade to a bridleway is therefore not recommended. However, an improved NMU facility Revision C01 Page 13 of 16

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(e.g. a shared footway) could potentially be provided between Honeycrock Hill and the new Stockbury roundabout. This would connect with any new facilities at the roundabout itself. This opportunity will be explored during the Detailed Design phase 3.3.3 Review Opportunity 4 – Crossings at Stockbury Roundabout to connect Oad Street with proposed new PROW (parallel to A249) The preliminary design proposal includes a new public footpath on the northern side of the A249 to link Honeycrock Hill with the existing footpath at Stockbury roundabout. There are also proposals for a new 30mph section of Oad Street between the existing road and the new Stockbury roundabout, and for the existing A249 immediately west of Oad Street to be retained as a no-through road for access to the local properties. New crossings of the A249 or Stockbury roundabout slip-roads (as shown on the plan below) would provide a useful connection between the minor roads and NMU facilities on either side of the main road. A crossing of the A249 would probably need to be grade-separated – crossings of the slip-roads could be either grade separated or signalised (the Maidstone Cycle Campaign Forum requested grade separated crossings – specifically subways).

Figure 6. Potential locations for NMU crossing facilities Action Taken/Outcome

Nothing has been included in the scheme so far. However, it may be possible to include at-grade uncontrolled crossings and footways adjacent to the roundabout carriageway beneath the bridge in Stage 5 (Detailed Design).

3.3.4 Review Opportunity 5 – New Maidstone Road Link The New Maidstone Road Link presents an opportunity to include some dedicated NMU provision such as cycle lanes (segregated if the speed limit is over 30mph) or a cycle track/footway.

Action Taken/Outcome

Generally, the design team is aiming to minimise land-take in this area to reduce the impact on the equine business. However, this is something that will be considered at the detailed design stage.

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3.3.5 Review Opportunity 6 – Maidstone Road between Danaway and Key Street Maidstone Road is currently designated as a cycle route to the east of Stockbury Roundabout (there is a cycle-route sign to Sittingbourne located here, see below right). Although a quieter and slower road than the adjacent A249, it would still be considered unsuitable for cycling for most people due to motor vehicle speeds (the speed limit is 50mph or 60mph along much of it) and an absence of segregated facilities. The improvements planned for the main junction present an opportunity for making Maidstone Road a more cycle-friendly environment e.g. with lower speed limits and some physical cycling infrastructure that goes beyond the current provision of cycle-route signage. With the implementation of the new scheme there is an opportunity to change the character of this road to make it suitable to cycling (either with dedicated provision or reduced motor traffic speeds and flows).

Figure 7. Transition between 50mph and 60mph limit on Maidstone Road near Danaway (above left), cycle route sign at Stockbury Roundabout (above right)

Action Taken/Outcome

Nothing has been included in the scheme but work on this could potentially be done with the agreement of Kent County Council in Stage 5 (Detailed Design). ?

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4. Walking, Cycling & Horse-riding Review Team Statement

As Lead Assessor, I confirm that this Walking, Cycling & Horse-Riding Review Report has been compiled in accordance with DMRB HD 42/17 and thus records all design team deliberations and decisions relating to Walking, Cycling & Horse- Riding issues and opportunities. The Walking, Cycling & Horse-Riding Review was undertaken by:

Walking, Cycling & Horse-Riding Lead Assessor,

Neil Guthrie (BSc, MSc) Principal Consultant,

As Design Team Leader I confirm that the assessment has been undertaken at the appropriate stage of scheme development, and that the wider design team has been involved in the process. I confirm that in my professional opinion the appointed Lead Assessor has the appropriate experience for the role, making reference to the expected competencies contained in HD 42/17.

Design Team Leader,

Chris Roberts (BEng, CEng, CEnv, MICE) Senior Group Engineer

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