AD L T r a f f i c a n d H i g h w a y s E n g i n e e r i n g L t d BRIEFING NOTE B4219 COWLEIGH ROAD, STORRIDGE (ADL REF: 3409/09 NOVEMBER 2017)

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1 AD L T r a f f i c a n d H i g h w a y s E n g i n e e r i n g L t d ADL House, Oaklands Business Park, Armstrong Way, Yate, Bristol, BS37 5NA Tel: Fax: cad@adltraffic.co.uk BRIEFING NOTE B4219 COWLEIGH ROAD, STORRIDGE (ADL REF: 3409/09 NOVEMBER 2017) Background: The section of the B4219 from its junction with the A4103 for a distance of 1.3km to the Herefordshire/Worcestershire County boundary is subject to a national speed limit. Similarly, the U65630 is also subject to a national speed limit. The figure below shows the extent of the road under review. The Local Member has requested an unspecified reduction to the National Speed Limit for an unspecified extent. Directors: A. J. Mendelsohn MSc, BSc (Hons), MIHT, MCIT L. E. Randall-Jones MSc, MIHT, MCILT, Dip. TE A. M. Chapman CEng, BSc, MICE, MIHT, MCIWEM Associate Directors: C. M. Chapman BSc (Hons) R. J. Green BA (Hons), MSc C. Turner BEng (Hons), MCIHT Registered at the address above in England number VAT Registration No London Office: 1 Coldbath Square, London EC1R 5HL

2 ADL Traffic & Highways Engineering Ltd have been instructed to review the speed limit. Relevant Factors and Considerations: Department for Transport Circular 01/2013 Setting Local Speed Limits (DfT Circular 01/2013) advocates for single carriageway rural roads: At point 122 In most instances consideration of collision history, road function, mix of road user including presence of vulnerable road users, road geometry, engineering and environment and actual traffic speed should enable authorities to determine the appropriate speed limit on single carriageway rural roads At point 123 Roads may have primarily either a through traffic function or a local access function. Both need to be provided safely. Mobility benefits will be more important for roads with a through function, while environmental and community benefits are likely to be of greater importance for the local access roads At point 126 The choice of speed limits should take account of whether there is substantial roadside development and whether the road forms part of a recognised route for vulnerable road users, including whether there is a footway At point 127 Table 2 sets out where speed limits should apply on rural single carriageway roads with a predominant motor traffic flow function given certain prevailing characteristics. However this does not necessarily mean that speed limits should be automatically reduced. TABLE 2 Speed Limit (mph) SPEED LIMITS FOR SINGLE CARRIAGEWAY ROADS WITH A PREDOMINANT MOTOR TRAFFIC FLOW FUNCTION. EXCLUDING VILLAGES Where limit should apply Recommended for most high quality strategic A and B roads with few bends, junctions or accesses. Should be considered or lower quality A and B roads that may have a relatively high number of bends, junctions or accesses. Can also be considered where mean speeds are below 50 mph, so lower limit does not interfere with traffic flow. Should be considered where there are many bends, junctions or accesses, substantial development, a strong environmental or landscape reason, or where there are considerable numbers of vulnerable road users. 2

3 Engineering and Environment: The existing national speed limit signs are located on B4219 approximately 17m south of the junction with the A4103 in Storridge. The review of the speed limit on the B4219 starts from this point onwards for a distance of 1.3km in the south-easterly direction. The B4219 runs in a broadly northwest-southeast direction. It connects to the A4103 in the form of a priority junction at its northwestern end. In the south-easterly direction, at the junction with the A4103, the B4219 exit exhibits a noticeable uphill slope followed by a relatively flat gradient and a long left-hand bend up to its junction with the U The access to the village hall is at the uphill slope and majority of the houses gain access at the left-hand bend section of the B4219. At the junction with the U65630 Crumpton Hill Road, in southerly direction, the B4219 is characterised by a tight right-hand bend followed by an uphill gradient for approximately 320m. The U65630 Crumpton Hill Road is a single carriageway road with a width of no more than 3m. The topography is characterised by an uphill slope in north-easterly direction with noticeable bends and very limited frontage in the vicinity of the junction with the B4219. From this point onwards in south-easterly direction up to the Herefordshire/Worcestershire border, the B4219 is characterised by noticeable uphill and downhill gradients and a number of bends. 17 private properties, number of farms and one village hall have direct access on to the B4219. The majority of the dwellings and the village hall are located within 400m from the junction with the A4103. There is no street lighting or footway on this road. There are accesses to four footpaths and one bridleway from this road. 3

4 Personal Injury Collision Information: No collisions were recorded on the B4219 during the last five-year period between 1 st May 2012 and 30 th April 2017 inclusive this being the latest validated data as at October Existing Speed Survey Data: Most road engineering and speed limit design refers to the 85 th percentile speed. This is the speed that 85 per cent of vehicles do not exceed when measured in free-flowing conditions at any single point on the highway. One aim of a speed limit is to encourage more drivers to travel at about the same speed which has shown to reduce the likelihood of collisions. However, to be successful speed limits must be evidence led and not set unrealistically low as this can quickly lead to an erosion of respect for speed limits. Speed limits on their own are very unlikely to reduce vehicle speeds if they are set significantly lower than a prudent driver would choose to travel if there were no limit and such a course of action can lead to a worsening safety record. Research has shown that the safest and most responsible group of drivers travel at or below the 85th to 90th percentile speed and this leads to recommendations that speed limits should normally be set at or around the 85th percentile speed recorded under good conditions. It s important to remember that a speed limit does not imply that it is a safe speed to travel at under all conditions. On all journeys on all types of road it is necessary to trust drivers to adopt lower speeds than the posted speed limit as conditions dictate and setting speed limits cannot be expected to replace this decision-making process. Whilst the 85th percentile speed is an important and influential factor in deciding an appropriate speed limit other factors are also considered alongside the 85th percentile speed and may influence the recommendation. These are discussed in the review section below. The speed surveys were undertaken at two locations on the B4219. The figure below shows the speed survey locations and the 85 th percentile speed survey results. 4

5 Speed Survey Location Northwestbound Southeastbound North 34.9mph 38.5mph South 38.5mph 38.5mph With reference to information contained in the sections above: The 85 th percentile speeds on the B4219 Cowleigh Road indicate a very good level of compliance with the existing 60mph speed limit and; (2) are well below ACPO guidelines for the speed enforcement intervention level of 68mph i.e. speed limit (60mph) +10% +2mph. In fact, the 85 th percentile speeds on the B4219 Cowleigh Road are less than the speed enforcement intervention level of 46mph which is for a speed limit of 40mph. The first 650m section of the B4219 from its junction with the A4103 has an active frontage (whereby it provides direct access to a village hall and a number of dwellings and farm) and is characterised by narrow sharp left-hand bend in southerly direction. A speed limit reduction on this section of the B4219 from national speed limit to a 40mph would therefore achieve good compliance from the motorists and hence would receive support of the Police. 5

6 Due to the rural nature of the remaining of the section of the B4219 up to the Worcestershire boundary with limited frontage, the proposal to reduce the speed limit on this section will not receive support of the Police. Although the U65630 is a narrow road with uphill gradient in the vicinity of the junction with the B4219, it is very rural in nature and is characterised by very limited frontage. Hence, the reduction in speed limit on the U65630 from the national speed limit is not recommended. Response from Statutory Committees: Warwickshire Police and West Mercia Police ADL contacted Mr I Connolly, Traffic Management Advisor (Warwickshire Police and West Mercia Police) on 8 th November 2017 via to ascertain their view on the proposals. Mr Connolly was in full agreement with the recommendations. Cradley Parish Council ADL consulted Cradley Parish Council in September 2017 but no response was obtained to date. Recommendation: Having considered all the above factors, the recommendation is to reduce the speed limit on the B4219 from its junction with the A4103 for a distance of approximately 400m from a national speed limit to 40mph as shown in figure below. 6

7 Given the layout and topography of this section of the B4219, as well as 85 th percentile speeds, it is likely that compliance with the 40mph speed limit would be achieved. The proposal will therefore be supported by the Police and Safer Road Partnership. Although the remaining section of the B4219 up to the Herefordshire/Worcestershire boundary and the entire length of the U65630 is a narrow road with uphill gradient in the vicinity of the junction with the B4219, it is very rural in nature and is characterised by very limited frontage. Hence, it is recommended that the speed limit on these sections of the road is not changed. 7

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