Kent Design - Technical Appendix - Kent County Council

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All other residential roads will require RTL facilities where the priority road is a primary or district distributor or where the nonpriority road, including all connecting roads, will generate in excess of 500 vehicle movements a day. It is recommended that early discussion regarding the RTL facility type, design and location be held with the Engineer. 2.2.3.7 PEDESTRIAN AND CYCLING PROVISION AT JUNCTIONS All road junctions need to be designed with the safe interests of cyclists and pedestrians in mind. At busy junctions there may well be a need to provide separate cycling lanes together with appropriate road markings and signing where space permits, however detailed facilities at the junction will depend on location circumstances. If necessary consideration should be given to signalling the whole junction. Pedestrian facilities at junctions may include uncontrolled pedestrian crossing points, refuge islands, zebra or signal controlled crossings. The degree of pedestrian facilities required will depend on the nature and volume of the vehicular and pedestrian movements at the junction. Defined at-grade zebra or signal controlled pedestrian crossings on minor roads shall normally be set back 15m from the give-way line of the junction and should be sited to minimise crossing widths. Separation islands are normally situated at the mouth of the non-priority road. Dropped kerbs and tactile surfacing (at locations along and across distributor roads and where pedestrian flows are likely to be high) shall be used at all crossing points for the blind and partially sighted. Guardrails shall be used where significant pedestrian activity makes it necessary to channel pedestrians to the appropriate crossing point. Care should be taken to ensure that guardrails do not interrupt visibility and consideration shall be given to the type of barrier used. 2.2.3.8 ENTRY TREATMENTS Entrances to some pedestrian and cycle dominated environments, in particular shared surfaces, should have visual characteristics that define them from conventional access entrances. This can be achieved by using design features including granite sets, closely spaced buildings, traffic calming features, ground cover planting or contrasting paving materials. It is very important to emphasize to drivers entering shared surface environments that there is no separate provision for pedestrians. In the interests of safety, therefore, it is essential that vehicle speeds are restrained to 15mph maximum. 2.2.3.9 TRAFFIC SIGNS AND ROAD MARKINGS Traffic signs and road markings shall be considered as an integral part of the design process. Advanced direction and warning signs may be required and will depend on the junction layout. All traffic signs and road markings shall be in accordance with the latest The Traffic Signs Regulations and General Directions 1994, published by HMSO. It is recommended that early discussion with the Engineer be held regarding the need and type of traffic signs and road markings. 2.2.3.10 LANDSCAPING DETAILS Landscaping can help define the outline of junctions to provide reference points and to establish a background for signs. Sensitive use of textured surfaces, choice of street furniture and planting shall be used to enhance the general appearance. Landscaping should not compromise visibility and good long time maintenance of landscaping must be taken into consideration. All landscaping features must be in accordance with the requirements of section 2.9. 2.3 HIGHWAY STANDARDS FOR INDUSTRIAL AND COMMERCIAL ROADS 2.3.1 GENERAL Industrial and Commercial estates are served by two types of road: • Industrial Local Distributor • Industrial Access Road 2.3.2 TYPES Industrial and Commercial Local Distributor Roads can be defined as having the following characteristics: • a road applicable to all sites on the outskirts of main towns or infill sites within existing built development. • a strategic road linking other distributor roads to industrial access roads, avoiding the residential areas. • a single carriageway road with a footway, only where there is a demonstrable need for pedestrian movement, and a verge on both sides. It shall have either two points of access or a single point of access to the district distributor whereby a loop type of arrangement is created rather than a cul-de-sac. • a road carrying a high percentage of heavy goods vehicles. • a road serving in excess of 125,000 m 2 of gross floor space including all adjoining industrial and commercial roads. • a road that is generally designed to restrain vehicle speeds to a maximum of 30mph. • a road that in some circumstances may require the implementation of a pedestrian refuge to assist pedestrians when crossing busy junctions. • a road that requires a right turn facility at busy junctions with district distributors. • a road that will be generally laid in block paving. Industrial and Commercial Access Roads can be defined as having the following characteristics: • a road applicable to all sites on the outskirts of main towns or infill sites within existing built development. • a road giving direct vehicular and pedestrian access to individual premises and linking them to distributor roads. • a single carriageway through road or cul-de-sac with footways, only where there is a demonstrable need for pedestrian movement, and verges on both sides. • a road carrying a high percentage of heavy goods vehicles. • a road serving up to but not more than 125,000m 2 of gross floor space from the adjoining premises. • a road that is generally designed to restrain vehicle speeds to a maximum of 30mph. • a cul-de-sac road that is normally less than 200m in length. If there is a need to avoid sterilisation of land for example consideration may be given for the cul-de-sac to be extended up to a maximum of 400m in length, but only where full turning facilities are provided at 200m spacing. • a road that will be generally laid in block paving. design A G U I D E T O S U S T A I N A B L E D E V E L O P M E N T Kent Design 29
design 2.3.3 GEOMETRIC REQUIREMENTS 2.3.3.1 SPEED RESTRAINT Vehicle speeds on industrial and commercial roads should be restrained to the design target speeds by the use of horizontal deflection. This can be achieved using the following criteria: • distances between speed restraint devices shall not be greater than 150m. • centre line radii for speed attenuation curves shall be no greater than 40m. • the length of the separating straight between attenuation curves of opposite hand shall be no greater then 24m 2.3.3.2 JUNCTIONS Junction arrangements involving industrial and commercial local distributor and access roads shall be designed in accordance with the following criteria: • layout configurations between industrial and commercial local distributor roads and primary distributor roads will depend on traffic flow and turning proportions. Details shall be in accordance with the requirements of the Design Manual for Roads and Bridges, published by the DETR Volume 6 TD42/95 or TD 16/93 (roundabouts). • layout configurations between industrial and commercial access roads and local distributor roads or other vehicle dominated environments shall be simple ‘T’ junctions. • minimum spacing between road centre-lines at junctions will be as follows: • 90m - for side roads which join the priority road on the same side • 15m - for side roads which join the priority road on opposite sides where there is a right-left stagger • 40m - for side roads which join the priority road on opposite sides where there is a left-right stagger • It is recommended that right-left stagger junction arrangements be used instead of left-right arrangements in order to reduce vehicle conflict. 2.3.3.3 RADII Radii for junction arrangements involving both industrial and commercial local distributor and access roads shall be in accordance with the following criteria: • 15m - minimum required for all corners and access entrances. • tapered kerb lengths equal to 1 in10 (10%) are required immediately after the tangent points of the radii: • along the near side of the non-priority road for vehicles exiting the priority road • along the near side of the priority road for vehicles exiting the non-priority road • footway construction around corners shall be strengthened in accordance with tables 19 and 21 in section 3.7. 2.3.3.4 RIGHT TURN FACILITIES A right turning facility is required where the non-priority road type is: • an industrial or commercial local distributor 30 Kent Design • an industrial or commercial access road which serves more than 15,000m 2 of gross floor space, and the priority road is either a primary distributor or industrial distributor. 2.3.3.5 VISIBILITY To ensure that drivers of vehicles can both see and been seen by other drivers at junctions, around bends and at entrances to premises, unobstructed visibility is required as follows: Inter-visibility must be provided between 1.05 and 2m. Junction visibility shall be provided in accordance with the following requirements: • ‘X’ distance - 4.5m • ‘Y’ distance - 70m Where traffic flows are expected to exceed 300 vehicle movements per hour the ‘x’ distance should be increased to 9m. Where the priority road is an existing road the ‘Y’ distance shall relate to the existing measured 85 percentile wet weather speed on the priority road. Advice relating to wet weather speeds and visibility is set out in Planning Policy Guidance PPG 13 and Design Bulletin 32. All ‘Y’ distances relating to existing roads shall not be less than 70m. Visibility around bends is related to vehicle stopping distances and shall be determined in accordance with the criteria set out in Design Bulletin 32. Visibility at all vehicular accesses shall be provided in accordance with the following requirements: • ‘X’ distance - 2m • ‘Y’ distance - 70m Where speed restraint measures are introduced along the road the ‘Y’ distance can be reduced to 60m. 2.3.3.6 CARRIAGEWAY WIDTHS A carriageway width of 7.3m is required for both industrial and commercial local distributor and access roads. Widening around bends shall be in accordance with criteria set out in ‘Designing for Deliveries’ published by the Freight Transport Association. 2.3.3.7 CENTRE LINE RADII A minimum centre line radius of 40m is required for both industrial and commercial local distributor and access roads. 2.3.3.8 GRADIENTS • Longitudinal Gradients Both industrial and commercial local distributor and access roads shall have a maximum longitudinal gradient of 6% (1 in 16.7) and a minimum longitudinal gradient of 1.25% (1 in 80), except at junctions. • Junction Gradients At junctions the gradient shall not exceed 5% (1 in 20) when rising and 4% (1 in 25) when falling towards the priority road for a distance equal to twice the junction radii measured from the line of the priority road. • Cross-Sectional Gradient. Both industrial and commercial local distributor and access roads shall have a cross-sectional gradient of 2.5% (1 in 40). Changes in cross-sectional gradient from crossfall to cambered should be avoided where the longitudinal gradient is flat. • Vertical Curves. Vertical curves should be provided at summit and sag points for all changes of gradient in accordance with section 2.2.2.4.
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