Highways Agency

• Introduction
• Route Management Strategy Overview
• Background
• Route functions
• Route objectives
• Strategy Overview
• Strategy Elements (Route Actions)
• 9.3.1 Strategy Element
• 9.3.10 Strategy Element
• 9.3.11 Strategy Element
• 9.3.12 Strategy Element
• 9.3.13 Strategy Element
• 9.3.14 Strategy Element
• 9.3.15 Strategy Element
• 9.3.16 Strategy Element
• 9.3.17 Strategy Element
• 9.3.18 Strategy Element
• 9.3.19 Strategy Element
• 9.3.2 Strategy Element
• 9.3.20 Strategy Element
• 9.3.21 Strategy Element
• 9.3.22 Strategy Element
• 9.3.23 Strategy Element
• 9.3.24 Strategy Element
• 9.3.25 Strategy Element
• 9.3.26 Strategy Element
• 9.3.27 Strategy Element
• 9.3.28 Strategy Element
• 9.3.29 Strategy Element
• 9.3.3 Strategy Element
• 9.3.30 Strategy Element
• 9.3.31 Strategy Element
• 9.3.32 Strategy Element
• 9.3.33 Strategy Element
• 9.3.34 Strategy Element
• 9.3.4 Strategy Element
• 9.3.5 Strategy Element
• 9.3.6 Strategy Element
• 9.3.7 Strategy Element
• 9.3.8 Strategy Element
• 9.3.9 Strategy Element
• Appendix A
• Section Details & Street Lighting Sheet 1 of 2
• Section Details & Street Lighting Sheet 2 of 2
• Appendix E
• Problem Identification Framework
• Route Performance Framework - (2001) Existing Solution
• Action Identification Framework
• Collated Study Data (2000)
• Appendix G
• Route management strategy overview
• Route management strategy study process

Strategy Overview

A12 and A120 Route Management Strategy

8 Strategy Overview

8.1

The Route Management Strategy plans ahead for a period of ten years.In this section we give an overview of what it is intended to achieveand a broad picture of how the routes will have developed by the end ofthe period if the Strategy is fully implemented.

8.2

Government and local authorities are no longer pursuing policies of'predict and provide' but are attempting to reduce car growth withintegrated transport policies that promote other modes. Will these beable to prevent traffic growing and if not what provision for additionalcapacity would be appropriate? Clearly these are issues for the Multi-modalStudy but the Route Management Strategy has had to take a position on likelylevels of traffic growth.

8.3

Many external factors have been examined and taken into account and twoare particularly relevant. Firstly development of the ports at Harwich andFelixstowe along with the construction of 100,000 new homes in the regionserved by the routes during the period up to 2011. Secondly, as the railservices in the corridor are relatively good and carry many of the existinglonger distance journeys, capacity problems are developing on the rail networkduring the peak periods. The scope for further transfers from road to rail atpeak times may be limited. Bearing these problems in mind the Strategy isbased on an expectation that there will be traffic growth in the corridorand an average increase over the 10 year period of 18% has been assumed.

8.4

The Multi-modal Study will look at a longer term timescale across all modesof transport in the corridor and may come forward with major investment schemes.If it does so it is very unlikely that a major proposal could be built withinthe ten year period of the Route Management Strategy. The Route ManagementStrategy will be reviewed and rolled forward at regular intervals and willtake on board the findings of the Multi-modal Study.

8.5

A12 - General

8.5.1

With average flows of over 70,000 vehicles per day the A12 is reaching thelevels of flow where regular congestion will occur and the appropriate designstandard would be a dual three lane motorway. Even north of the A120 with averageflows of around 50,000 vehicles per day, dual three lanes would not be inappropriate.The basic aims of the Strategy are to develop the existing road within its existinglimits to carry this traffic more safely and more efficiently, provide betterinformation and facilities for users and reduce the environmental effects of theroad.

8.5.2

To achieve this the number of minor junctions, accesses and central reservecrossings will be reduced as far as possible and safety improvements made to thoseremaining. There will be an increase in the monitoring and control of traffic toimprove general traffic flow and to deal with incidents and roadworks through closedcircuit television (CCTV), variable speed limits, variable message signs and ageneral increase in user information.

8.5.3

Sound cases can be made for both increasing and reducing the numbers of majorjunctions along the route but on balance the Strategy does not recommend either.The main aims are to improve the safety of the existing major junctions and reducedelays at the most severely congested. Ideally the Highways Agency would look tolimit the number of junctions on core trunk roads.

8.5.4

Many of the elements of the Strategy will contribute to improving safety but inaddition there will be specific studies and actions to improve the safety alongthe road and at the junctions and interchanges.

8.5.5

Long lengths of the A12 carriageway are reaching the end of their serviceablelives and will be resurfaced during the ten year period of the Route ManagementStrategy. The opportunity will be taken during these major maintenance worksto improve the road and elements of the Route Management Strategy will beco-ordinated with the programmed maintenance works so as to minimise costs anddisruption to users.

8.6

A12-M25 to Chelmsford (A1016)

8.6.1

By the end of the ten year plan period the whole of this length of the A12will have been resurfaced with quieter surfacing and generally upgraded withthe provision of hard strips, lighting, improved lay-bys and improved signing.

8.6.2

Active Traffic Management and improved driver information, through regularsigning on overhead gantries and, the continuous monitoring of traffic withclosed circuit television (CCTV) and loops in the carriageway will improvethe flow of traffic and reduce hold ups due to incidents and roadworks.

8.6.3

Minor changes will have been made to the on and off slip roads at the M25Brook Street Interchange which will improve safety, the flow of trafficjoining and leaving the A12 and congestion on the interchange roundabout.Improvements will have been made to reduce the congestion at the placeswhere the carriageways narrow from 3 lanes to 2 lanes between junctions.

8.6.4

With the closure of Little Hyde Lane at Ingatestone no minor roads or propertywill have direct access onto this section of the road. Local buses, cyclistsand pedestrians will be encouraged to use the local roads. Pedestrians andcyclists will be discouraged from crossing the road other than where bridgesand underpasses are provided.

8.7

A12 - Chelmsford Bypass

8.7.1

This was the last bypass section of the A12 to be constructed andis built to a higher standard than other sections with hard strips alongits length and no minor side roads or accesses. Resurfacing is not plannedfor this section though its condition will continue to be monitored.

8.7.2

The main changes included in the Strategy are the implementation ofActive Traffic Management and improved driver information along withthe provision of lighting and new / upgraded lay-bys.

8.7.3

Public Rights of Way crossings of the section will have been reviewedand rationalised with footbridges provided where justified.

8.8

A12 - Chelmsford (A138) to Marks Tey (A120)

8.8.1

The whole of this length will have been resurfaced with quieter surfacingand generally upgraded with the provision of hard strips, lighting, improvedlay-bys and improved signing.

8.8.2

Traffic will be monitored and controlled through the implementation ofActive Traffic Management and increased driver information as with theprevious sections.

8.8.3

The number of minor junctions, accesses and central reserve crossingswill be reduced to the minimum possible through the provision of link roadsalongside those sections of the A12 which were previously improved on line.In addition to the already approved Hatfield Peverel to Witham Link Road, linkroads will be developed for the Witham to Kelvedon and Feering to Marks Teysections. As well as almost eliminating local accesses and minor junctionsthey will provide a route for local traffic and emergency vehicles, and removethe need for local buses, cyclists, pedestrians and horse riders to use anyof the A12 south of the A120 Crown Interchange at Colchester.

8.8.4

Access to Tiptree will be examined during the development of the link roadswith a view to reducing traffic within Kelvedon.

8.8.5

Footpath crossings of the road will have been reviewed and footbridgesprovided where justified.

8.9

A12 - Marks Tey (A120) to Crown Interchange (A120)

8.9.1

The whole of this length will have been resurfaced with quieter surfacingand generally upgraded with the provision of hard strips, lighting, improvedlay-bys and improved signing.

8.9.2

Traffic will be monitored and controlled through the implementation of ActiveTraffic Management and increased driver information as with the previous sections.

8.9.3

Footpath crossings of the road will have been reviewed and footbridges providedwhere justified.

8.10

A12 - Crown Interchange(A120) to Copdock Interchange (A14)

8.10.1

The main approach along this section of the route is to rationalise, and wherepossible reduce the numbers of accesses, junctions and central reserve crossings.Those remaining will be improved and made safer. This will be carried out inliaison with those affected though details will not be known until studies havebeen completed.

8.10.2

Active Traffic Management and improved driver information would bring benefitsbut in each case these will have to be carefully justified against the environmentalaffects of the associated hardware in this rural area which includes the Dedham Valeand Stour Valley Area of Outstanding Natural Beauty.

8.10.3

Methods of reducing accidents during the hours of darkness, without the needfor additional street lighting, will have been examined and implemented ifconsidered practical and justifiable. An alternative to traditional lightingis the new technology in the form of solar powered road studs.

8.10.4

The A14 Copdock Interchange will have been improved with the signalisation ofthe roundabout, the provision of dedicated left turn lanes and the widening ofthe A12 approach from the south. This will improve safety and reduce congestion.

8.10.5

Other developments along the route will include improved lay-bys, improvedsigning, the implementation of measures to reduce noise adjacent to CapelSt Mary and improved landscaping through the AONB.

8.11

A120 - General

8.11.1

The current standards of the A120 are appropriate in terms of the total levelsof traffic using the road. Around 30,000 vehicles per day along the dualcarriageway and under 12,000 vehicles per day on the single carriageway.Consultation generated strong support for dualling the single carriagewaysection but this is a matter for the MMS and ultimately the regional planningbody. The overall approach in achieving the Route Management Strategyobjectives for the A120 is to improve safety, driver facilities and signing.

8.12

A120 - Crown Interchange (A12) to East of Hare Green (A133)

8.12.1

This section of dual carriageway was built in 1982 as part of theColchester Eastern Bypass. It is of a good standard and in good condition.Few changes will be made over the period of the Route Management Strategy.Lighting will have been examined and installed if justified and some lay-byswill have been improved.

8.12.2

The roundabout at the Crown Interchange will have been fully signalledand other improvements including signing will have been made to helpreduce congestion.

8.12.3

A roundabout will have been constructed at the Harwich Road junctionjust east of Hare Green and slip roads provided between Harwich Road andthe A133 so that all movements are catered for at the junction between theA120 and the A133.

8.13

A120 - East of Hare Green (A133) to Harwich (Parkeston Roundabout)

8.13.1

The main proposals for this section of road are to improve safety throughdetailed study of the route and the accidents that have occurred. Improvementswill have been made, particularly at junctions, but details will not be knownuntil the studies have been carried out.

8.13.2

Lay-bys and direction signing for vehicles entering the country from theport will have been improved and lighting will have been examined and installedif justified.