Technical Note 4: E28 Whipps Farm

Project: The Proposed Network Rail Order and Reduction 84 North Prepared by: John Russell Guildford Surrey Date: 28/01/2019 GU1 4AU

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1.0 Introduction

1.1 The technical note deals with the following matters that were raised by the Inspector in relation to the proposed E28 Whipps Farm level crossing closure:

a. Design guidance on how far back from the edge of a a pedestrian is expected to stand to safely look along the carriageway for approaching (in this note referred to as “the pedestrian x-distance”); and

b. Explanation of the use of a 2 mile radius in the recorded collision summary presented by Mr Russell in “Technical Note 1: General Road Safety Matters”.

2.0 Pedestrian x-distance

2.1 Figure 3.3 of TA90/05 of the Design Manual for and (DMRB) explains how Non-Motorised User (NMU) visibility should be designed for on roads that carry higher volumes of traffic at higher speeds. NMUs include pedestrians.

2.2 Traffic speed for the B186 which pedestrians will be required to cross is provided at Tab 1 of Ms Tilbrook’s Appendix reference NR32-2 (page 6). This shows an 85th percentile northbound traffic speed of 45mph and a southbound 85th percentile southbound traffic speed of 48.8mph. This means that in the southbound direction, approximately one in six drivers will be travelling quicker than 48.8mph. The same survey at NR32-2 shows that the weekday (Monday- Friday) daily traffic volume is 14,934 vehicles (northbound and southbound combined). I consider this volume of traffic travelling at the speeds observed to be characteristic of a road to which the DMRB should be applied.

2.3 I provide a copy of figure 3.3 of TA90/05 below.

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2.4 The visibility splay shown above has two variables which are “x” distance and “y” distance. These are the distances that an NMU is located from the edge of the carriageway (“x” distance) and the distance that the NMU should be able to see along the road in each direction (“y” distance).

2.5 Table 3.3 of TA90/05 (copied below) provides guidance on preferred and acceptable “x” distances for different categories of NMU.

2.6 The table above shows that the visibility splay for a a higher speed road has a preferred “x” distance of 2.0m and an acceptable “x” distance of 1.5m.

3.0 Explanation of the use of a 2 mile radius for considering recorded road collisions

3.1 There are various references in a variety of documents to a reasonable walk distance being 2 miles.

3.2 As one examples TA91/05 of DMRB provides guidance on infrastructure provision for NMUs. Paragraph 2.3 of TA91/05 states:

The Proposed Network Rail Order and Level Crossing Reduction – January 2019 The Ramblers Association 2 ramehn/170839

“Walking is used to access a wide variety of destinations including educational facilities, shops, and places of work, normally within a range of up to 2 miles. Walking and rambling can also be undertaken as a leisure activity, often over longer distances.”

3.3 This is the basis for considering recorded road collisions within a 2 mile radius of a proposed level crossing closure.

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DESIGN MANUAL FOR ROADS AND BRIDGES

VOLUME 6 ROAD GEOMETRY SECTION 3 FEATURES

PART 5

TA 90/05

THE GEOMETRIC DESIGN OF PEDESTRIAN, CYCLE AND EQUESTRIAN ROUTES

SUMMARY

This Advice Note provides guidance on the geometric design for NMU off-carriageway routes associated with or motorway improvement schemes.

INSTRUCTIONS FOR USE

This is a new document to be inserted into the manual.

1. Remove Contents pages from Volume 6.

2. Insert new Contents page for Volume 5 dated February 2005.

3. Insert TA 90/05 into Volume 6, Section 3.

4. Please archive this sheet as appropriate.

Note: A quarterly index with a full set of Volume Contents Pages is available separately from The Stationery Office Ltd.

February 2005 Volume 6 Section 3 Chapter 3 Part 5 TA 90/05 Visibility

Momentary Obstructions arm. The “y” distance is measured along the edge of the main road or NMU route. 3.5 , trees and shrubs should be located outside of the envelope of SSD where practical. 3.9 For pedestrians, the preferred “x” distance is In particular, trees can obscure pedestrians from 2.0m, to allow for the needs of disabled people and approaching cyclists. Isolated objects with widths of users with prams. less than 300mm are unlikely to have a significant effect on visibility and may be ignored if removal is not 3.10 In designs for motorised vehicles, the “x” practicable. For unmovable obstructions wider than distance is based on the position of a second vehicle 300mm it may be necessary to provide markings to approaching the junction being able to see the full “y” distance without stopping. However, this does not need guide cyclists and equestrians accordingly. to be applied to cyclists in the same way. A longer “x” distance provides greater capacity for emerging Visibility to and from NMU Crossing Points vehicles, but too great an “x” distance encourages greater minor route approach speeds. 3.6 Any crossing of a trafficked road should be located such that drivers of vehicles have full visibility 3.11 The preferred “x” distance for cyclists is 4.0m, of NMUs wishing to use the crossing point. Desirable which equates approximately to the length of two minimum SSD to TD 9 (DMRB 6.1.1) should be cycles. This provides a reasonable distance for cyclists available for drivers on the highway approaching an to slow down and observe the full “y” distance NMU crossing point. necessary. While every effort should be made to achieve the desirable value of 4.0m, in practice, the “x” Visibility Splays at NMU Route Junctions distance that can be achieved for existing roads may be limited by the trunk road verge width. In these cases the “x” distance can be reduced to a minimum of 2.5m. 3.7 A visibility splay should be provided for NMUs approaching crossings and junctions where they have to 3.12 Where the crossing is approached by means of a stop or give way. “x” and “y” distances are defined, as “jug handle” from a route parallel to the trunk road, the shown in Figure 3.3. speed of approach of cyclists is less than for a route which approaches the crossing at right angles. In these 3.8 The “x” distance is normally measured from a circumstances, the “x” distance can be reduced to 1.0m. give way line, back along the centre line of the minor

Figure 3.3 – Visibility Splay for NMU Route

February 2005 3/3 Chapter 3 Volume 6 Section 3 Visibility Part 5 TA 90/05

(A “jug handle” is a left hand diverging loop, as not normally be possible for the rider to turn back or defined and illustrated in paragraph 2.17 and Figure 2/4 stop. As such, at equestrian crossings, it is of TD 42 (DMRB 6.2.6)). recommended that visibility be provided as shown in Table 3.4. However, see also paragraph 3.18. 3.13 The preferred minimum “x” distance for equestrians is 5.0 m. Where an “x” distance of 5.0m is 3.16 Where an NMU route meets a cycle or equestrian not achievable, it may be reduced to a minimum of route at a junction, the “y” distance should be 3.0m. It should be noted that a horse may view the equivalent to the SSD for the major cycle/ equestrian major route vehicle before the rider. route, as shown in Tables 3.1 and 3.2.

3.14 A summary of “x” distances is provided in 3.17 A summary of “y” distances is provided in Table 3.3. Table 3.4. These should be measured from an eye height of 0.9m to 2.0m for pedestrians, 1.0m to 2.2m 3.15 Where the main route is a public road, the “y” for cyclists and 1.5m to 2.7m for equestrians. The distance for pedestrian and cycle route crossings should object height should be taken as 0.26m to 2.0m in be the same “y” distance identified for vehicles in accordance with TD 9 (DMRB 6.1.1). TD 42 (DMRB 6.2.6). However, equestrians require greater visibility, as there is a reaction time between 3.18 Where it proves difficult to achieve the rider perception and the movement of the horse, and it visibilities set out in this chapter, measures that reduce takes additional time for the horse to move fully into speeds on the major arm, commensurate with the the carriageway. Only at this point does it become a maximum visibility that can be practically provided, visible hazard to the motorist, and at this stage it will should be considered.

Preferred Acceptable Minimum for “Jug Handle” crossing Pedestrian 2.0 m 1.5 m N/A Cycle 4.0 m 2.5 m 1.0 m Equestrian 5.0 m 3.0 m N/A

Table 3.3 – Minimum “x” Distances for NMUs at Crossings

Minor Route 85th percentile Main Route approach speed on mainline Mainline carriageway Off-carriageway Equestrian Route cycle route Pedestrian/Cycle All As in TD 42 As in Table 3.1 As in Table 3.2 (DMRB 6.2.6) Equestrian 50kph 135m As above 60kph 168m 70kph 211m 85kph 270m 100kph 345m 120kph At-grade crossing not recommended (See Chapter 9 and TA 91 (DMRB 5.2.4) for further details) Table 3.4 – Preferred Minimum “y” Distances for NMU Routes at Crossings

3/4 February 2005 DESIGN MANUAL FOR ROADS AND BRIDGES

VOLUME 5 ASSESSMENT AND PREPARATION OF ROAD SCHEMES SECTION 2 PREPARATION AND IMFORMATION

PART 4

TA 91/05

PROVISION FOR NON-MOTORISED USERS

SUMMARY

This Advice Note provides guidance in relation to provision for non-motorised users, through the design and implementation of both on- and off- carriageway provision including crossings, junctions and general design considerations.

INSTRUCTIONS FOR USE

This is a new document to be inserted into the manual.

1. Remove Contents pages from Volume 5.

2. Insert new Contents page for Volume 5 dated February 2005.

3. Insert TA 91/05 into Volume 5, Section 2.

4. Please archive this sheet as appropriate.

Note: A quarterly index with a full set of Volume Contents Pages is available separately from The Stationery Office Ltd.

February 2005 Volume 5 Section 2 Chapter 2 Part 4 TA 91/05 NMU Requirements

2. NMU REQUIREMENTS

General • Mobility Impaired –includes people who use wheelchairs and those who can walk but only 2.1 This chapter identifies the characteristics of with difficulty, often using some form of aid such different NMUs and their general requirements. as a stick or walking frame. • Visually Impaired –can be sub-divided into Pedestrians blind and partially sighted people.

• Hearing Impaired – can be subdivided into those who are profoundly deaf and those with impaired hearing, ranging from severe to mild deafness.

• People with reaching, stretching and dexterity problems –these are frequently the result of arthritis, muscular dystrophy or complaints of the nervous system.

• People with learning disability –difficulty in understanding complicated information or using complex machines.

2.5 Approximately 14% of the population have physical, sensory or mental impairments that cause mobility difficulties. Many people, particularly older people, have more than one impairment. Able-bodied people also encounter temporary mobility impairment, for example when pushing a baby’s buggy, carrying shopping or luggage and escorting children.

Figure 2/1 – Pedestrian Footbridge Over M1 2.6 Disabled people have a range of specific needs, Slip Road in terms of manoeuvrability requirements, gradients, ramps and steps, barriers, colour contrast, surfaces, 2.2 Walking is a means of travel in its own right, but kerbs, crossings and access to public transport. is an essential part of many other journeys, including Disabled and older people have particular difficulties those by car and public transport. However, there has crossing busy roads such as trunk roads. It is usually been a decline in both the number and distance of possible to accommodate the needs of most pedestrians journeys on foot since the mid-1980s. Nearly half of all by providing for disabled people. Therefore, meeting journeys are less than 2 miles, a distance that could the needs of disabled people should be a fundamental easily be walked by the majority of people. part of the design process.

2.3 Walking is used to access a wide variety of 2.7 Under the Disability Discrimination Act 1995, destinations including educational facilities, shops, and Design Organisations should ensure that where places of work, normally within a range of up to 2 possible, accessibility for disabled people is equal to miles. Walking and rambling can also be undertaken as that of other NMUs. Particular attention is drawn in the a leisure activity, often over longer distances. Act to disabled people’s access to bus stops, escape routes for disabled motorists and service and picnic 2.4 The term ‘disabled people’ covers a wide range areas, which are described further in Chapter 8. of people with physical, sensory or mental impairment, with different needs and abilities. There are various 2.8 For more detailed advice and best practice forms of disability, as follows: guidelines, Design Organisations should refer to

February 2005 2/1