Highways Agency - Safe roads, Reliable journeys, Informed travellers

Introduction

A12 and A120 Route Management Strategy

1 Introduction

1.1

The routes covered by this Strategy are the 86km length of the A12 trunk road from its interchange with the M25 at Brentwood to the A14 interchange south of Ipswich and the 26km length of the A120 trunk road from the A12 at Colchester eastwards to the Port of Harwich. The Strategy sets out a plan for the development and management of the roads over the next ten years including priorities for action and a detailed three year programme. 1.2

The purpose of the Strategy is to maximise the contribution both routes will make towards achieving the Government's transport objectives and is based upon a review of both routes' functions and objectives, taking into account their existing performance and the problems they experience. 1.3

Throughout the development of the Strategy the public and interested parties have been consulted and involved. Over three hundred concerns relating to existing conditions have been expressed and over three hundred ideas for possible improvements have been suggested. These have all been assessed and where practical, and in line with the Government's transport objectives, incorporated into the Strategy. 1.4

Route Management Strategies (RMS) are a tool being developed by the Highways Agency to help manage the Motorway and Trunk Road network. The ten year plan and programme can, therefore, only relate to items which are under the control of the Highways Agency. In particular improvements to other modes of transport are not matters for the Highways Agency and, therefore, not items for a Route Management Strategy. Also major road improvements of over £5million are not included in the national roads programme until they have been considered by Regional Planning Bodies and included in Regional Transport Plans. However, such items were inevitably suggested and needed to be considered in developing the Route Management Strategy. This report identifies the items raised which are matters for other agencies, and discussions will take place where appropriate. 1.5

Multi-modal Studies (MMS), which are undertaken by the Regional Government Offices, are the appropriate tool for establishing the priorities of major investments across all transport modes within a route corridor. The London to Ipswich Multi-modal Study (LOIS), which includes the A12 and A120, commenced in September 2000 and is due to report in Spring 2002. Items raised during the Route Management Strategy, which are more relevant to the Multi-modal Study, have been passed on for consideration in that study. 1.6

The Government's Targeted Programme of Improvements (TPI) together with the planned major maintenance schemes along the A12 have been accepted as a firm commitment and the implementation of the Strategy has been built around them. 1.7

This Route Management Strategy will be updated annually as work programmes proceed and will be reviewed on a regular basis as circumstances change. In particular, it is likely that a review will take place once the Multi-modal Study has been completed.

Route Management Strategy Overview

2 Route Management Strategy Overview

2.1

Route Management Strategies are being carried out along all the core trunk routes managed by the Highways Agency. They will provide a framework for managing individual trunk roads as part of wider transport networks and ensure that the management of each road interlocks with local and regional transport strategies, as set out in Local Transport Plans and Regional Planning Guidance. They were highlighted in the Government's Integrated Transport White Paper 'A New Deal for Transport: Better for Everyone' paragraph 3.1.34). 2.2

The technique has been developed in order to:

• assist the Highways Agency in planning and optimising investment in the trunk road / motorway network (across different budget headings) and in the delivery of the Highway Agency's strategic plans and ten year transport strategy;
• provide consistency, transparency, openness and integration, particularly with other transport related strategies, including local and regional transport plans;
• enable the Highways Agency to provide an input into these strategies and plans;
• maximise customer focus and
• improve forward planning over a ten year horizon.

An outline of the Route Management Strategy technique is set out in the leaflet entitled 'Route Management Strategies - Seeking Your Views', which is available from the Highways Agency. 2.3

Route Management Strategies embrace the Government's five policy objectives for transport:

• to protect and enhance the built and natural environment;
• to improve safety for all travellers;
• to contribute to an efficient economy and to support sustainable economic growth in appropriate locations;
• to promote accessibility to everyday facilities for all, especially those without a car and
• to promote the integration of all forms of transport and land use planning, leading to a better, more efficient transport system.

2.4

The development of Route Management Strategies will also assist the Highways Agency in achieving its Strategic Aim and Objectives. 2.4.1

Highways Agency Strategic Aim

• To contribute to sustainable development by maintaining, operating and improving the trunk road network in support of the Government's integrated transport and land use planning policies.

2.4.2

Highways Agency Key Objectives

• To give priority to the maintenance of trunk roads and bridges with the broad objective of minimising whole life costs;
• to develop its role as network operator by implementing traffic management, network control and other measures aimed at making best use of the existing infrastructure and facilitating integration with other transport modes;
• to take action to reduce congestion and increase the reliability of journey times;
• to carry out the Government's Targeted Programme of Investment in trunk road improvements;
• to minimise the impact of the trunk road network on both the natural and built environment;
• to improve safety for all road users and contribute to the Government's new safety strategy and targets for 2010;
• to work in partnership with road users, transport providers and operators, local authorities and others affected by its operations, to promote choice and information for travellers, monitoring and publishing information about the performance and reliability of the network, and
• to be a good employer, managing the Agency's business efficiently and effectively, seeking continuous improvement.

2.5

Route Management Strategies will provide a framework and a basis for the development of a comprehensive management plan for all Highways Agency activities along each route. They will be used by the Highways Agency and their agents to develop investment programmes, which not only target specific problems but which benefit from an holistic, in depth knowledge of all of the problems to be solved along each route. 2.6

In addition to the Highways Agency, strategies can be used by other parties who have an interest in the performance of roads. They will be of particular interest to other transport and network operators who may be affected by decisions taken relating to routes and who may wish to influence the management plans, in particular, by helping the Highways Agency to solve some of the problems identified 2.7

It is essential that the Highways Agency investment plans are interlinked with those transport and land use strategies and plans emanating from the new regional planning processes, in particular, Regional Planning Guidance with associated Regional Transport Strategies and Local Plans. The views of the Regional Planning Board will be taken into account as Strategies and associated Management Plans are developed. 2.8

Initially Route Management Strategies will be a means by which the Regional Planning Boards, and those involved in the various elements of Local Plans and Regional Strategy development, will be aware of the limitations of routes, in particular their operation and ability to accommodate possible future growth. In due course, as Regional Planning Guidance, Regional Transport Strategies and Local Plans are published / revised, the Route Management Strategy may need to be reviewed to ensure that they fit closely with them. 2.9

The relationship between Route Management Strategies and other processes and plans is summarised inDiagram 1below.

Background

A12 and A120 Route Management Strategy

4 Background to A12 and A120

4.1

The A12 is the most easterly major national route between theThames and the Wash serving the Norfolk Broads, the towns and coastalarea of East Anglia, the holiday resorts of Lowestoft and Great Yarmouth,and the ports of Felixstowe, Harwich, Great Yarmouth, Lowestoft and Ipswich.Through Essex it forms the main north-south transport link connecting the townsof Brentwood, Chelmsford, Witham and Colchester both with each other, withNortheast London and with the east coast ports. It is, therefore, animportant route for the movement of freight, holiday traffic and commuters,and yet it also serves very local needs with some properties having directaccess onto it.

4.2

The A12 is a heavily trafficked road with some sections carrying upto 80,000 vehicles per day, of which up to 18% are HGV's. Strategic routescarrying such flows are often dual three lane motorways which have been builtto replace an older road. However, the A12 has been improved in a piecemealmanner over the past forty years, mainly as a series of bypasses, startingwith Ingatestone in 1959 and finishing with Chelmsford in 1986. This hasresulted in a variety of widths and standards as each section has beenimproved to the standards pertaining at the time of its improvement. Much ofthe road falls well below current standards such as slip road design, lengthsof acceleration lanes, lay-by design, provision of lighting, tightness of bends,and the provision of landscaping. It carries flows beyond its theoreticalcapacity which results in regular congestion hotspots especially if there isan incident or during essential maintenance operations.

4.3

The A120 from the A12 to Hare Green was built as a new dual carriageway aspart of Colchester Bypass in 1982. The section east of Hare Green is singlecarriageway with short sections of dual carriageway at some junctions. Overthe years it has been improved and bypasses constructed to take the trafficout of Wix and Harwich which were constructed in 1973 and 1981 respectively.

4.4

The A120 carries much less traffic than the A12 with up to 30,000 vehiclesper day on the dual carriageway section and up to 12,000 vehicles per day onthe single carriageway section. However, a large proportion of these are heavygoods vehicles and other vehicles travelling to and from the port at Harwich.Those arriving from abroad have been travelling on the opposite side of theroad and many of the drivers are neither familiar with the driving conditionsnor the language. Whilst the low standard single carriageway can accommodatethe traffic in purely capacity terms many consider it inappropriate as a nationalroute serving a developing port.

4.5

Over 100,000 new homes are planned within Essex by 2011 and around a half ofthese will be in the corridor served by the A12.

4.6

No major road improvements are currently planned for the lengths of eitherthe A12 or the A120 covered by this Strategy.

Route functions

A12 and A120 Route Management Strategy

5 Route Functions

5.1

Introduction

Separate Route Functions have been developed for the A12 and the A120.The A12 is a more significant national route with higher traffic flows,nevertheless the A120 performs an important national function in connectingthe Port of Harwich to the national road network. Both routes have a widerange of functions from providing access to the ports, for large numbersof HGVs, and to individual properties. Delegates who attended the workshopsand the seminar were involved in developing the Route Functions.

5.2

A12 Route Functions

5.2.1

The Strategic functions of the route are:

1. it provides the main road link for the movement of freight from the portsof Felixstowe and Harwich to London and southern England;
2. it is part of the most easterly major route north of the Thamesconnecting the coastal areas of East Anglia with London and southern England;
3. it provides for major holiday and leisure movements connecting the coastalarea of East Anglia the seaside resorts and the Norfolk broads with London andsouthern England;
4. it provides a route for the movement of abnormally high, wide or heavy loads and
5. it is a link in the Trans-European Route Network.

5.2.2

The Regional functions of the route are:

1. it provides for major movements in the eastern region between the M25 and the A14;
2. it provides the major road link between regional centres of population and employmentincluding Northeast London, Brentwood, Chelmsford, Witham, Colchester, Harwich,Ipswich, Felixstowe and surrounding towns;
3. it provides for large numbers of commuters travelling between the towns and from thetowns into London;
4. it provides for the distribution of goods and services between the towns and
5. it provides a distributor function around large population centres.

5.2.3

The Local functions of the route are:

1. to provide for local movements between the towns along the route;
2. to bypass towns along the route, particularly Brentwood, Chelmsford, Witham andColchester and
3. to provide local access.

5.3

A120 Route Functions

5.3.1

The Strategic functions of the route are:

6. it provides the main road transport link for the movement of freightand for passenger traffic travelling between the port of Harwich and thenational road network;
7. it provides for holiday and leisure movements;
8. it is a link in the Trans-European Route Network and
9. it provides for abnormally heavy, wide and high vehicles (only eastof Hare Green for high vehicles).

5.3.2

The Regional functions of the route are:

6. it connects the town and port of Harwich with the main road network, and
7. it provides the main route between Harwich and other towns in the region.

5.3.3

The Local functions of the route are:

4. to provide for local movements between the villages along the route and
5. to provide local access.

Route objectives

A12 and A120 Route Management Strategy

6 Route Objectives

6.1

Introduction

Joint Objectives have been developed for both routes. Their developmentinvolved extensive discussion and consultation in which both seminar andworkshop attendees took part. These have been categorised under the Government'sfive main objectives for transport.

6.2

Environment

6.2.1

Government Objective

• To protect and enhance the built and natural environment.

6.2.2

Route Objectives

OE1	To limit the environmental impact of the route and its use;
OE2	to integrate the road into the surrounding landscape;
OE3	to enhance the visual quality and diversity of the route as viewedby the road user;
OE4	to reduce noise levels caused by the road traffic and the roads surface;
OE5	to reduce air pollution levels due to road traffic;
OE6	to minimise the use of unsuitable roads;
OE7	to use sustainable materials in all aspects of maintenance;
OE8	to minimise pollution to water courses and aquifers;
OE9	to keep the route clean and tidy;
OE10	to promote and encourage travel patterns which reduce thenumber of vehicles using the corridor, and
OE11	to implement the biodiversity and landscape management action plans.

6.3

Safety

6.3.1

Government Objective

• To improve safety for all travellers.

6.3.2

Route Objectives

OS1	To improve safety for all users including cyclists, pedestrians and equestrians;
OS2	to improve safety during hours of darkness;
OS3	to contribute towards meeting the national safety targets;
OS4	to improve the safety of maintenance operations;
OS5	to improve user security;
OS6	to improve user facilities and
OS7	to reduce driver fatigue

6.4

Economy

6.4.1

Government Objective

• To contribute to an efficient economy, and to support sustainableeconomic growth in appropriate locations.

6.4.2

Route Objectives

OC1	To reduce conflict between local and strategic through traffic;
OC2	to minimise congestion;
OC3	to improve journey time reliability for all users;
OC4	to minimise traffic disruption due to roadworks and works carried outby utilities;
OC5	to undertake works so as to minimise whole life costs;
OC6	to promote and encourage a shift to other modes of transport, and
OC7	to develop further opportunities for Public - Private Partnershipsto improve efficiency.

6.5

Accessibility

6.5.1

Government Objective

• To promote accessibility to everyday facilities for all, especiallythose without a car.

6.5.2

Route Objectives

OA1	To promote and encourage sustainable transport modes;
OA2	to improve access to sustainable transport modes;
OA3	to improve conditions for pedestrians, cyclists and equestriansand other vulnerable road users, and
OA4	to reduce community severance.

6.6

Integration

6.6.1

Government Objective

• To promote the integration of all forms of transport and landuse planning, leading to a better, more efficient transport system

6.6.2

Route Objectives

OI1	To provide multi-modal information for travellers;
OI2	to improve user information;
OI3	to understand user needs;
OI4	to facilitate the integration of all modes of travel whilstencouraging sustainable modes;
OI5	to work in partnership with road users, transport providers andoperators, local authorities and others affected by the networkto make better use of it;
OI6	to co-ordinate with and contribute to regional and local transport plans, and
OI7	to contribute to the integration of transport and land use planning.

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.

Strategy Elements (Route Actions)

A12 and A120 Route Management Strategy

9 Strategy Elements (Route Actions)

9.1

The initial consultations and workshops identified over 300 ideasfor overcoming the perceived problems along the route. Those whichare not matters for the Highways Agency or cannot be dealt with througha Route Management were identified and will be passed on to the relevantauthorities. Those which are relevant to a Route Management Strategy,either being solely the Highways Agency's responsibility or for whichother agencies would need to be involved with the Highways Agency, werethen prioritised. This full list of possible actions and how they havebeen dealt with is detailed in Appendix D.

9.2

From the list a range of measures was identified for further investigationthat were felt would best contribute to overcoming the problems along theroute and achieving the route objectives. Studies of these measures haveresulted in a prioritised list of actions which form the basis of theStrategy and its programme of works. The actions and the sections of roadto which they apply are summarised in the Action Identification Frameworkin Appendix E.

9.3

Details of strategy elements are summarised on the following pages.

9.3.1	Investigate Accident Cluster Sites
9.3.2	Carry Out Accident Route Studies
9.3.3	Rationalise Junctions and Accesses - A12 from A120Crown Interchange to Capel St Mary
9.3.4	Close Little Hyde Lane
9.3.5	M25/A12 Brook Street Interchange - Improve NorthboundA12 On-slip
9.3.6	M25/A12 Brook Street Interchange - Install SouthboundAdvance Direction Signing
9.3.7	Improve A12/A120 Crown Interchange Westbound Off-slip,Colchester
9.3.8	Signalise A12/A120 Crown Interchange
9.3.9	Improve and Signalise A12/A14 Copdock Interchange
9.3.10	Install Roundabout at A120 Hare Green Harwich Road Junction
9.3.11	Set up Website
9.3.12	Light the A12 South of A120 Crown Interchange
9.3.13	Lay Low Noise Surfacing to Reduce Traffic Noise
9.3.14	Increase Publicity for Other Modes of Transport
9.3.15	Liase More Closely With Bus and Rail Operators
9.3.16	Improve Public Rights of Way (PROW) and Footpath Crossings
9.3.17	Review Bus Stops and Crossings
9.3.18	Investigate Provision of Local Link Roads
9.3.19	Review A120 Junctions and Accesses
9.3.20	Provide Slip Roads at Hare Green
9.3.21	Investigate Active Traffic Management and Driver Information
9.3.22	Investigate Congestion Reduction Measures at 3 to 2 Lane Changes
9.3.23	Improve Lay-bys
9.3.24	Install Variable Message Signs (VMS)
9.3.25	Improve Advance Direction Signing (ADS)
9.3.26	Improve Signing to Facilities and Other Modes
9.3.27	Investigate Methods of Reducing Night Time Accidents on the A12between A120 Crown Interchange, Colchester and A14 Copdock Interchange
9.3.28	Improve Landscaping
9.3.29	Investigate Provision of Bus Priority Measures
9.3.30	M25/A12 Brook Street Interchange - Improve Southbound Off-slip
9.3.31	Investigate Use of Ramp Metering
9.3.32	Name Junctions
9.3.33	Investigate Installing Lighting on the A120
9.3.34	Support TravelWise Campaigns

9.4

Actions Not Included in This Initial Strategy

9.4.1

Some potential actions were investigated but not included in the Route ManagementStrategy at this stage, these follow.

9.4.2

Creation of High Occupancy Vehicle Lanes

Experience has shown that to be successful High Occupancy Vehicle Lanes (HOVL)need to be reasonably long in length, be on routes which carry substantial numbersof buses / coaches and be one element in a comprehensive package of measuresdesigned to deter car use. In the case of the A12 none of these conditions apply.The numbers of buses and coaches is low and High Occupancy Vehicle Lanes couldonly be considered along the three lane sections, which are all short lengths.They could be reconsidered in the future if there were proposals to widen the A12to dual three lanes, provided they were co-ordinated with other measures whichwould be the responsibility of the local authorities.

9.4.3

Creation of Bus Only Lanes

The low numbers of buses and coaches using the A12 make this an unrealisticproposal, certainly for the two lane sections, and the three lane sectionswould provide little benefit due to their short lengths even if numbers werehigh enough to warrant consideration. This should be reconsidered if numbersincreased or bus lanes were part of a comprehensive range of measures beingimplemented by local authorities.

9.4.4

Creation of HGV Only Lanes

9.4.5

Ban HGVs from Outside Lanes

It is acknowledged that HGVs can cause delay and frustration to other driverswhen overtaking on the two lane sections of the A12. They are however legitimateusers of the road, especially as the route serves the ports, and any proposals wouldcause other problems and be difficult to enforce.

9.5

Actions to be Addressed by Others

9.5.1

The consultations and studies undertaken as part of the Route ManagementStrategy study generated many ideas and issues which are not appropriate forinclusion in the Strategy. This is either because they are not matters overwhich the Highway Agency has any responsibility or they are matters whichneed to be considered and approved by others before they can be address bythe Highways Agency. For example major schemes costing over £5million needto be considered by the Regional Planning Bodies and programmed by the Departmentfor Transport, Local Government and the Regions (DTLR) before the HighwaysAgency takes on responsibility for their development.

9.5.2

The ideas, which vary from being sensible issues which deserve carefulconsideration to more radical ideas, are being passed onto the relevantbodies for their consideration. The issues have been categorised as follows:

• issues for the Multi-modal Study (MMS);
• government policy issues for consideration by the DTLR;
• regional planning issues;
• issues for Railtrack and the rail operating companies;
• issues for the bus operating companies;
• police issues and
• local authority issues.

9.5.3

The full list of ideas and issues under each category is included in Appendix F.

9.3.1 Strategy Element

A12 and A120 Route Management Strategy

9.3.1	Strategy Element
Action:	Investigate Accident Cluster Sites
Priority:	High	Ref:	1A
Initiation:	Personal injury accidents (pia) are reported to the policeand logged with Essex and Suffolk County Councils. Clusters sites are definedas 3 pia in 3 years by Essex County Council and 4 pia in 3 years by SuffolkCounty Council, these being at a specific isolated location in each case.These sites are listed and forwarded to the Highways Agency and their Agentsat 3 monthly intervals.
Action description:	Accident clusters will be continuously monitored and when theprogramme allows, the following actions will be taken. Where the cause of the problem is clear and can be resolved in the form ofminor works, eg sign or road marking changes and resurfacing, prompt actionwill be taken. Where this is not possible a Safety Identification Study (SIS) will be carriedout to determine the cause of the accidents. This can result in low cost (up to£100k) short-term remedial measures being carried out. These works can involveTraffic Regulation Orders (eg speed limits and U-turn bans) and physical workssuch as sign and road marking changes, minor amendments to junction alignments,etc. If a suitable short-term measure cannot be identified, the action can advanceto a Local Network Management Scheme (LNMS) involving a very detailed study lookingat various options and can result in a scheme costing up to £5m. The timescalesfor this type of work tends to be mid to long-term depending on the statutoryorders required, eg compulsory purchase of land. If a solution cannot be found within this cost limit the LMNS study can recommenda scheme over £5m. These schemes are added to the national scheme list, knownas Targeted Programme of Improvements (TPI), which is funded from the nationalrather than the regional budget and require the support of the regional planningbody.
Objective(s) met:	The main government objective these studies would help meet are thesafety objectives, principally OS1, 2 and 3. Also some economy objectives couldbe met, ie OC2 and 3 with particular schemes possibly contributing to otherobjectives.
Benefits:	The main benefit would be a reduction on the number and/or severityof accidents.
Timescale:	This process is currently being used and will be continuous throughthe 10 year period.

9.3.10 Strategy Element

A12 and A120 Route Management Strategy

9.3.10	Strategy Element
Action:	Install Roundabout at A120 Hare Green Harwich Road Junction
Priority:	High	Ref:	6A
Initiation:	The two gaps in the central reserve at theend of the A120 Colchester eastern bypass east of the A133 Hare GreenInterchange are the location of a serious accident hot spots. This ispartially due to the high speed of mainline traffic and possibly the sinuousalignment of the A120 through the section.
Action description:	A scheme will be prepared to construct a newroundabout at the Harwich Road Junction. Turning restrictions will also bemade at the Park Road junction. Lighting will also be installed at the improved junctions. This will form the first stage of improvements that will enable all turningmovements to be made between the A133 and the A120 (see Action Ref 6B).
Objective(s) met:	Safety objectives, OS1, 2 and 3 will be themain beneficiaries of the proposals, with economy objective OC3 also gaining.
Benefits:	The benefit will be the reduction in accident ratesand accident severity.
Timescale:	The scheme will take a while to go through thenecessary statutory procedures, and construction in year 3 may be possible.

9.3.11 Strategy Element

A12 and A120 Route Management Strategy

9.3.11	Strategy Element
Action:	Set up Website
Priority:	High	Ref:	12B
Initiation:	Comments were received during theinitial consultations requesting that information regarding roadworks,studies, etc be more readily available to the public.
Action description:	A website will be set up containing up todate information on planned works and activities which will be of interestto A12 and A120 users along with links to bus and train timetable information. The possibility of developing this to include real time information (egroadworks cameras and links to future traffic control centre data) onconditions along the route will be investigated.
Objective(s) met:	This will meet objectives OC6, OI1, 2 and 5,mostly integration objectives.
Benefits:	The benefit will be in improvements to theinterface between the Highways Agency and the road users. If users usethe information on roadworks and alternative traffic details, there isa chance that a mode change, even if only temporary, may result in acorresponding reduction in congestion.
Timescale:	A start on this has been made with the RouteManagement Strategy newsletters being available on the existing HighwaysAgency website. It is planned to advance the proposal in year one, though improvementsto the service will be ongoing.

9.3.12 Strategy Element

A12 and A120 Route Management Strategy

9.3.12	Strategy Element
Action:	Light the A12 South of A120 Crown Interchange
Priority:	High	Ref:	13A
Initiation:	Currently the A12 and its junctions areinconsistently lit with very little of the main carriageway illuminated andvery few junctions entirely lit, which if the side road is lit causesproblems. Many routine maintenance tasks can only be carried out on the A12 atnight due to the high traffic flows. This can be very hazardous. Night time accident rates are significant and they would be reduced byinstalling lighting.
Action description:	Schemes will be developed to provide lightingalong the length of the A12 from the M25 to the A120 Crown Interchange. This will included upgrading any existing lighting if necessary. Lighting can be detrimental to the environment, therefore, the environmentalassessments and associated consultations will be carried out for each individualsection where lighting is proposed. Schemes will only go ahead where thebenefits significantly outweigh the environmental impact.
Objective(s) met:	OS2 is the main safety objective this action willbe classed under, though economy objectives OC2, 3 and 4 will also gain.
Benefits:	A reduction in night time accidents will beachieved and a reduction in congestion caused by accidents. The general safety of night time working will be improved as equipmentand operatives will be more visible.
Timescale:	Sections of the A12 will be lit in conjunctionwith the major maintenance works, with other section being accommodated inthe programme as appropriate. This should be completed by year 7 of theprogramme. However, the proposals will be subject to the environmentalassessments and consultations.

9.3.13 Strategy Element

A12 and A120 Route Management Strategy

9.3.13	Strategy Element
Action:	Lay Low Noise Surfacing to Reduce Traffic Noise
Priority:	High	Ref:	15
Initiation:	Many complaints have been received about theamount of noise generated by traffic on the A12 especially adjacent toresidential areas. Almost all the sections of the A12 receiving complaintshave a concrete carriageway, which does cause more noise than asphalt surfacing.
Action description:	Low noise surfacing will be used for the majormaintenance schemes that are planned for the sections of the A12 between theM25 and A120 Crown Interchange at Colchester. Further investigations willbe made to identify the most appropriate noise reduction measures for CapelSt Mary, this being the only site along the route which has passed the 'sift'criteria and not subject to planned resurfacing.The Chelmsford Bypass is excluded as the road surface is currently in arelatively good condition and is therefore not in need of replacement. Any actions to reduce noise have to be carried out within existing legislationand government policy for noise mitigation. Currently there is no specialprovision for AONB, but it is recognised that there could be a case for makingextra provision to reduce noise levels in such areas which are sensitive tonoise such as the Dedham Vale.
Objective(s) met:	The direct principal gain will be for environmentalobjectives OE1, 2, and 4. The need for future maintenance and the associateddisruption to traffic will also be reduced.
Benefits:	The main benefit will be the reduction in trafficnoise, caused by tyre noise, for local residents.
Timescale:	The work will be carried out as far as possibleas part of the major maintenance schemes, which are planned throughout thenext 7 years.

9.3.14 Strategy Element

A12 and A120 Route Management Strategy

Integration objectives will be the directbeneficiaries of this action, mostly OI1, 2, 4 and 5.

9.3.14	Strategy Element
Action:	Increase Publicity for Other Modes of Transport
Priority:	High	Ref:	16A
Initiation:	During the earlier consultation period commentswere received that the Highways Agency provides information on when roadworksoccur but does not encourage drivers to use alternative transport. Also the Highways Agency could help reduce congestion by encouraging a modechange to trains and buses.
Action description:	Where possible, the Highways Agency will includeinformation on other modes in any publicity information that it produces inrelation to the A12 and A120.
Objective(s) met:
Benefits:	By providing A12 and A120 users with improvedpublic transport information it may encourage a switch to other modes andhelp reduce congestion.
Timescale:	This process will be continual throughoutthe foreseeable future.

9.3.15 Strategy Element

A12 and A120 Route Management Strategy

9.3.15	Strategy Element
Action:	Liase More Closely With Bus and Rail Operators
Priority:	High	Ref:	16C
Initiation:	Previously there has been relatively little liaisonbetween the Highways Agency and public transport bodies when planning roadworks.However this is done on an individual scheme basis after programmes and budgetshave been set.
Action description:	Detailed arrangements will be put in hand sothat regular liaison takes place regarding planned works, changes in servicesand publicity campaigns. This will enable roadworks to be co-ordinated withengineering works on the rail networks and alternative arrangements to be putin hand during roadworks to provide and promote alternatives to car use. A regular meeting will be held to transfer information regarding programmedrail engineering works, roadworks and changes to bus and rail services forthe forthcoming year. Nominated co-ordinators in each organisation willregularly communicate throughout the year to increase the exchange ofinformation and arrange publicity campaigns for major road and rail maintenance.
Objective(s) met:	This proposal will greatly contribute to integrationproposal OI5, and most of the other integration objectives will gain.
Benefits:	The user will benefit by having available detailsof viable alternatives of either the car, bus or train during works or changesto services.
Timescale:	This will be instigated during the first yearand will be an ongoing process for the foreseeable future.

9.3.16 Strategy Element

A12 and A120 Route Management Strategy

9.3.16	Strategy Element
Action:	Improve Public Rights of Way (PROW) and Footpath Crossings
Priority:	High	Ref:	17A
Initiation:	Many PROW, bridleways and the like have beensevered by parts of the A12 and, to a lesser extent, the A120 when bypasseswere built. Some of these severed crossings have been diverted, stopped upor have been provided with footbridges. However most have an at-gradecrossing (slope steps and gap in safety barrier) or no crossing facilitiesat all. Due to the high traffic flows and speeds, crossing the A12 and dualcarriageway sections of the A120 is hazardous if not impossible whichprevents many pedestrians, cyclists and equestrians from attempting themanoeuvre. This also results in short local journeys being carried out bycar, where walking or cycling could be a viable alternative.
Action description:	A study is being undertaken of the PROW anda programme of improvements will be established for the A12 and A120.These will include diversions and new footpaths to rationalise the changespreviously made in the vicinity of the road and/or improved grade separatedcrossings of the roads. Due to the large number of paths affected by the A12 a course ofrationalisation will need to be undertaken and where the need isjustified. For example, high use or where a number of paths can bediverted to an existing bridge or new footbridge. At other locations,where footbridges cannot be justified and diversions are not possible,paths will be stopped up or at-grade crossings improved. Liaison with local residents, user groups, landowners, and local authoritieswill be an essential part of determining the rationalisation and improvementmeasures.
Objective(s) met:	These proposals will benefit environment OE1 and10, safety OS1, 3 and 6, and accessibility OA1 to 4 objectives.
Benefits:	Better crossing facilities will benefitnon-motorised users and reduce community severance.
Timescale:	An initial identification study will be carried outin the first year of the management plan with design and implementation measuresthroughout the remainder of the 10 years.

9.3.17 Strategy Element

A12 and A120 Route Management Strategy

9.3.17	Strategy Element
Action:	Review Bus Stops and Crossings
Priority:	High	Ref:	17B
Initiation:	Local bus services have bus stops on the maincarriageway, making stopping and access by users sometimes hazardous. Those communities on the A12 also have footways and cycleways severed andpoor road crossing facilities. Parts of the A120 are also affected in a similar way but to a lesser degreeas demand is less and traffic volumes and speed reduced.
Action description:	Working in conjunction with bus operators, thelocation of bus stops and their use will be analysed and safety recommendationsmade. Footway crossings and the like will also be assessed for demand and safety. Where necessary, rationalisation and safety improvements will be made. The need for a footbridge across the A120 at Ramsey is currently being assessed,in part due to a school closure resulting in a change in travel arrangements. These studies will be carried out in conjunction with Action Ref 17A.
Objective(s) met:	Environment OE1 and 10, safety OS1, 3 and 6, andaccessibility OA1 to 4 objectives will gain from instigated schemes.
Benefits:	Better crossing facilities will benefitnon-motorised users as and reduce community severance. Improved busstops may also encourage people to use public transport.
Timescale:	An initial identification study will be carriedout in the first year of the management plan with design and implementationmeasures made throughout the remainder of the 10 years.

9.3.18 Strategy Element

A12 and A120 Route Management Strategy

9.3.18	Strategy Element
Action:	Investigate Provision of Local Link Roads
Priority:	Medium	Ref:	2D
Initiation:	Most of the A12 from the M25 to Colchester hasbeen improved by building bypasses, however two sections have been widenedon line, namely through Rivenhall End and between Feering and Marks Tey. This has left many direct accesses to properties, minor road junctions andgaps in the central reserve. In addition, bus stops, footpath and cyclewaysare also present adjacent to the main carriageway which also has substandardalignment and width, and no hardstrips in parts. With the amount of traffic using this part of the A12 (over 65,000 vehiclesper day) these characteristics are inappropriate. Improving existingjunctions and closing central reserve gaps without providing viablealternatives can lead to other problems on local roads or transfer theproblem to another junction.
Action description:	It is recommended that local link roadsare built between: Witham and Kelvedon Feering and Marks Tey These new single carriageway roads will be built offline linking in thejunctions and providing alternative access arrangements to propertieswhere possible. These would also include provisions for pedestrians,cyclists, and bus users. Existing junctions at the link road terminalsmay be subject to improvements to accommodate the new links. In additionaccess arrangements to Tiptree will be examined in conjunction with thelink roads, particularly that from Feering to Marks Tey. Where alternatives to junctions, accesses, footpaths, cycleways andbus stops have been provided the original A12 facilities will be closed. Surveys and studies will be carried out to ensure the optimum locationof the new routes. Statutory procedures will be undertaken including therequired environmental assessments and consultations.
Objective(s) met:	Many government objectives will be met by theproposals, including environmental OE6 and 10, safety OS1 to 96, economyOC1 to 4 and 6, accessibility OA2 to 4, and integration OI4.
Benefits:	The provision of local link roads isconsidered to be the best way of minimising the number of junctions andaccesses that are significant causes of accidents on this section ofthe A12. They would also have the advantage of removing local traffic,local bus services, pedestrians, equestrians and cyclists from the trunkroad all of which can be better catered for on the new links. They wouldalso help emergency vehicles in accessing incidents on the trunk road. With the accident rate reduced and removal of local traffic from the A12,congestion will be reduced and journey time reliability improved.
Timescale:	The costs of the link roads are approachingthe level where they would become national schemes and, therefore, mayneed the approval of the regional planning body. It would not beappropriate, therefore, to take them forward until the Multi-modal Studyhas reported and investigations are not planned to start until year 3.

9.3.19 Strategy Element

A12 and A120 Route Management Strategy

9.3.19	Strategy Element
Action:	Review A120 Junctions and Accesses
Priority:	Medium	Ref:	2F
Initiation:	The junctions on the A120, particularlythe single carriageway section are inconsistent in character.
Action description:	A study will be undertaken along the singlecarriageway section of the A120 with a view to improving safety of junctionsand accesses, including the feasibility of reducing their numbers throughrationalisation. Junction lighting will also be considered during the study.
Objective(s) met:	Safety objectives will be the principalrecipients of the reduction in accidents, ie OS1, 2 and 3.
Benefits:	The main benefit will be the reduction inthe accident rate and accident severity.
Timescale:	The study will be carried out in year 3 withany recommended measures carried out in the following years.

9.3.2 Strategy Element

A12 and A120 Route Management Strategy

9.3.2	Strategy Element
Action:	Carry Out Accident Route Studies
Priority:	High	Ref:	1B/2A
Initiation:	As accident rates are relatively low andmuch has already been done to reduce accidents, achieving the Government'saccident reduction targets will require a concerted effort and newapproaches. For trunk roads the targets are for a one third reduction inthe number killed or seriously injured by 2010 and a 10% reduction in therate of slight casualties. Accidents can occur in isolation and not forma cluster site. These accidents may be the result of a common roadcharacteristic, therefore, their assessment may show an underlying trend.
Action description:	Route studies will examine sections of roadin detail to identify the measures, which can be carried out to remove thecauses of accidents along with inconsistencies and features along the road,which could contribute to future accidents. These studies will include allside road junctions and interchanges thus picking up the concerns expressedduring consultation that many of these are dangerous.
	Procedures will be developed during the firstyear of the plan for undertaking the studies.
Objective(s) met:	Safety objectives will be the principal beneficiaryof this action, namely OS1, 2 and 3, though economy objectives will also be met,eg OC1, 2 and 3. Other objectives will benefit, depending on the type ofimprovements undertaken.
Benefits:	The principal benefit would be the reduction inthe overall pia rate and/or severity on the routes.
Timescale:	This process is currently being developed andwill be used throughout the 10 year period.

9.3.20 Strategy Element

A12 and A120 Route Management Strategy

9.3.20	Strategy Element
Action:	Provide Slip Roads at Hare Green
Priority:	Medium	Ref:	6
Initiation:	Turning movements between the A120 and A133at Hare Green are limited as slip roads are only provided to and from thewest side of the A120. With the A133 providing access to Clacton-on Sea,Brightlingsea and Frinton-on-Sea there is a demand for better access toand from Harwich, rather than the existing cross-country route, throughnarrow country lanes and villages.
Action description:	A scheme will be developed to provide sliproads connecting Harwich Road with the A133 route to Clacton. This, inconjunction with the A120 roundabout (see Action Ref 6A) will enable allmovements between the A120 and the A133 to take place at Hare Green.
Objective(s) met:	Direct benefits for the A120 are limited,however, safety and economy gains can be made if traffic moves from unsuitablejunctions with the A120 to the improved interchange at Hare Green.
Benefits:	The existing minor roads used for access between thenorth and south of the peninsula will benefit through a reduction in traffic flowsand the associated problems.
Timescale:	As the proposal relies on the roundabout at HarwichRoad being in place the study is not planned until year 3 with the slip roads beingbuilt in year 7.

9.3.21 Strategy Element

A12 and A120 Route Management Strategy

9.3.21	Strategy Element
Action:	Investigate Active Traffic Management and Driver Information
Priority:	Medium	Ref:	7A
Initiation:	The A12 is subject to severe congestion when incidentssuch as accidents occur, as suitable alternative routes are very limited. There iscurrently no effective method of getting news of delays to approaching drivers intime to allow suitable alternative routes to be used for drivers to rescheduletheir journeys. A real time information system is required. Drivers frequently drive at inappropriate speeds for conditions ahead, such asfog, breakdowns, accidents and roadworks. This problem is exacerbated as the A12was not built to current design standards and has some tight radius curves.Resources for police enforcement of speed limits are limited.
Action description:	The active management of traffic, through closemonitoring with cameras and vehicle detector loops, variable speed limits andmessage signs, etc is considered particularly appropriate along the A12 fromthe M25 to A120 Colchester. North of the A120 Crown Interchange traffic flows are less and any benefitswould have to be carefully balanced against the environmental affects of thenecessary hardware, such as sign gantries, in the countryside which includesthe Dedham Vale Area of Outstanding Natural Beauty.
Objective(s) met:	This proposal contributes to many objectives,environment OE5 and 6, safety OS1 to 4, and economy OC2 to 4.
Benefits:	Accident rates and particularly their severitywill be reduced with the enforcement of appropriate speeds for the conditions. Variable speed limits will reduce the breakdown of traffic flow and, henceimprove journey time reliability. Drivers will benefit by being given alternatives to being stuck in queuingtraffic caused by incidents.
Timescale:	Active traffic management and increased driverinformation will be investigated along this length once trials on other partsof the trunk road network, eg M25 variable speed limits have been completedand the MMS has reported.

9.3.22 Strategy Element

A12 and A120 Route Management Strategy

9.3.22	Strategy Element
Action:	Investigate Congestion Reduction Measures at 3 to 2 Lane Changes
Priority:	Medium	Ref:	7E
Initiation:	South of Colchester there are three lengths of theA12 which, unlike the majority of the route, are dual three lanes rather than theusual dual two lanes. At the three to two lane reductions which occur in eachdirection a breakdown in traffic flow often occurs during peak periods. Normally this situation occurs at a junction where the extra lane is lost orgained for turning traffic. However, at Crix Bridge (between Boreham andHatfield Peverel) and just north of Ingatestone this change does not occur ata junction and this increases congestion.
Action description:	A trial will be undertaken on the sections, whichnarrow from three to two lanes between interchanges to see if congestioncan be reduced. This may include reducing the lane width to two lanes fromthe preceding junction.
Objective(s) met:	Objectives can only be met if trials are successful.Economy OC2 and 3 objectives would benefit.
Benefits:	A reduction in congestion will be the result of anymeasures and journey times will also be more predictable. Safety and the environment will also gain, as tail end collisions and airpollution caused by congestion could be reduced.
Timescale:	Trials are planned to take place in year 4, howeverthis may be affected by the results of the Multi-modal Study.

9.3.23 Strategy Element

A12 and A120 Route Management Strategy

9.3.23	Strategy Element
Action:	Improve Lay-bys
Priority:	Medium	Ref:	11
Initiation:	The quality and spacing of lay-bys along theA12 and A120 is sub-standard with limited facilities, such as emergency orpay telephones. Narrow and short lay-bys are a hazard for both vehicles using them and mainlinetraffic. Also, safe parking positions for maintenance vehicles is severelylimited due to the lack of suitable lay-bys, increasing hazards for operativesand road users.
Action description:	The strategy includes plans for bringing all thelay-bys up to current standards along the A12 and A120. This involves improvingsome existing lay-bys, providing new ones, closing some considered to be potentiallyhazardous and making others emergency use only. Many new lay-bys or existing ones that need to be upgraded will require landacquisition and hence be subject to statutory procedures.
Objective(s) met:	Safety objectives OS4 to 7 will gain from theproposals.
Benefits:	Safety will be improved as merging and divergingout of and into the lay-bys will be easier and safer. Drivers will have morechances to stop for a break, either to relieve fatigue or use facilities.
Timescale:	Those covered by lengths of major maintenancewill be dealt with as part of the maintenance scheme. Others will be dealtwith through a programme of improvements and the three year programme includespreparation of the two highest priority, on the A120 just west of Harwich andon the A12 Chelmsford Bypass.

9.3.24 Strategy Element

A12 and A120 Route Management Strategy

9.3.24	Strategy Element
Action:	Install Variable Message Signs (VMS)
Priority:	Medium	Ref:	12A
Initiation:	There are no facilities for providing driverswith real-time traffic information on the A12 or A120. This can be frustratingfor drivers as alternative routes once on the A12 or A120 are limited whenincidents occur.
Action description:	Variable message signs at each end of the A12will be managed through the traffic control centres. When linked to other VMSon connecting routes, traffic can be diverted before reaching the A12 or A120. Consultations have revealed that road users would like much more informationon conditions along a route even if they are held up in a jam and there is noalternative route. Seven additional signs along the A12 and A120 would provide comprehensive coverage.
Objective(s) met:	Economy objectives OC2, 3 and 4 will be the primebeneficiaries of the VMS system
Benefits:	Vehicles being diverted before joining any queuescaused by incidents will minimise congestion and air pollution.
Timescale:	VMS would be most effective if operated by a trafficcontrol centre along with active traffic management systems (see 7A), which arenot yet in place but are being proposed. Therefore, VMS is not practical untilabout year 5 of the programme.

9.3.25 Strategy Element

A12 and A120 Route Management Strategy

9.3.25	Strategy Element
Action:	Improve Advance Direction Signing (ADS)
Priority:	Medium	Ref:	12C
Initiation:	Comments have been received about the inconsistencyof longer distance signing on the A12 and A120. Concern has been expressed thatdestinations used on the A120 signs from Harwich are confusing for foreign drivers.
Action description:	Design will be undertaken for ADS with the view totwo improvements: Improving signing to and from the Port of Harwich. In particular for trafficapproaching the A12 along the A120 from Harwich, signing 'The Midlands', 'The South'and London. Remove inconsistency between the use of 'Ipswich' and 'Felixstowe' onnorthbound A12 ADS.
Objective(s) met:	These contribute to objectives OS6, OI1, OI2 and OI4in safety and integration
Benefits:	Better ADS will enable drivers to use the mostappropriate route for the journey. Any confusion for foreign drivers will begreatly reduced making their journey safer and less stressful.
Timescale:	Most of the work needed can be carried out duringboth major and routine maintenance and therefore, signing can be amended oradded within the next 7 years.

9.3.26 Strategy Element

A12 and A120 Route Management Strategy

9.3.26	Strategy Element
Action:	Improve Signing to Facilities and Other Modes
Priority:	Medium	Ref:	12D
Initiation:	Direction signing to bus and train stations inthe towns adjacent to the A12 and A120 is very limited which does not encouragedrivers to leave the road or consider using an alternative mode of travel. Facilities directly on the A12 and A120 are limited which has led to abuse oflay-bys and the like, as non-local drivers are unaware of locally providedfacilities. Signing will need to be carried out in association with the local highwayauthorities to ensure that destinations are signed along the county roadsin a consistent manner from the A12 and A120.
Action description:	Signing will be improved to bus and train stations,and park and ride sites in order to improve integration and encourage a shift fromcar use. Signing of facilities both along the route and adjacent to the route at interchangeswill be improved, especially to toilet, food and service station facilities.
Objective(s) met:	Environment OE9, safety OS6 and 7, economy OC2 and 6,accessibility OA1 and 2, and integration OI1 to 5 and 7 objectives will all gainto varying degrees by improved signing
Benefits:	Drivers will be encouraged to use alternativetransport, particularly during periods of congestion caused by roadworks, whichmay result in a permanent change. Abuse of lay-bys on the A12 and A120 will reduce when signed facilities areused either on or off the route and drivers will be more likely to take abreak when tired.
Timescale:	These improvements will be included within majormaintenance and other schemes and in conjunction with local authorities wherenecessary.

9.3.27 Strategy Element

A12 and A120 Route Management Strategy

9.3.27	Strategy Element
Action:	Investigate Methods of Reducing Night Time Accidents on the A12 between A120 Crown Interchange, Colchester and A14 Copdock Interchange
Priority:	Medium	Ref:	13B
Initiation:	Currently the section of the A12 north of theA120 Crown Interchange, Colchester has only two lit sections, through CapelSt Mary and Bentley Longwood, and on the approach to A14 Copdock Interchange. Night time accident rates are significant and justify the introduction ofstreet lighting along the length of the route. However, this would havesevere environmental implications as the road passes through a pleasant ruralarea including the Dedham Vale Area of Outstanding Natural Beauty (AONB). Many routine maintenance tasks can only be carried out on the A12 at night dueto the high traffic flows. This can be very hazardous.
Action description:	A study will be carried out to investigate waysof reducing the number of accidents during darkness and to consider howconditions can be improved for operatives undertaking routine maintenancetasks at night. This will include examining alternatives to traditionallighting, such as the use of solar powered road studs. Lighting the whole route will not be considered, especially through DedhamVale and other environmentally sensitive areas, but improvements to existinglighting and the introduction of lighting at junctions, especially as part ofsafety improvements will be investigated. Any lighting that is installed will be environmentally friendly cut-off lightingwhich minimises the spread of light pollution.
Objective(s) met:	OS2 is the main safety objective this action willbe classed under, though economy objectives OC2, 3 and 4 will also gain.
Benefits:	A reduction in night time accidents will be achieved. The general safety of night time working would be improved.
Timescale:	This study will be carried out in year 4 and actioncould follow in the following year.

9.3.28 Strategy Element

A12 and A120 Route Management Strategy

9.3.28	Strategy Element
Action:	Improve Landscaping
Priority:	Medium	Ref:	14
Initiation:	The A12 and A120 were designed andbuilt at a time when less attention was given to highway. Partsof the two routes are considered unattractive for road users andlocal residents and do not fit well into the surrounding landscape.A 3km length of the A12 near Stratford St. Mary passes through theDedham Vale and Stour Valley AONB.
Action description:	An ongoing programme of planting willbe undertaken on the A12 and A120 to reduce the impact of the routeson the surrounding landscape, improve their general appearance andmake the route more interesting for drivers. A separate study willbe undertaken to identify measures which can be carried out to improvethe landscaping around the road as it passes through the AONB and aprogramme of improvements initiated.
Objective(s) met:	Environmental objectives will gain formthe proposals, namely OE1, 2, 3 and 11.
Benefits:	The routes will be more attractive andinteresting for the users with different planting schemes. Thesurrounding area will benefit from a better screened and/or integrated road.
Timescale:	Planting schemes have been identified andwill be carried out during the first 5 years of the programme.

9.3.29 Strategy Element

A12 and A120 Route Management Strategy

9.3.29	Strategy Element
Action:	Investigate Provision of Bus Priority Measures
Priority:	Medium	Ref:	16E
Initiation:	Few long distance buses use the routeand local buses tend to use local roads instead of the A12 and A120.Bus services can be subject to delays at busy interchanges when rejoiningthe A12 or A120.
Action description:	The strategy supports the use of local roadsby local buses and it is on these that priority measures should be considered.Local roads are the responsibility of the Local Highway Authority. The Strategy supports priority measures for local buses where the localauthority thinks this appropriate and the Highways Agency will work jointlyto implement such measures when they involve the trunk road.
Objective(s) met:	Objectives benefiting from the proposals willbe economy OC1 and 2, accessibility OA1, 2 and 4, and integration OI5, 6 and 7.
Benefits:	Objectives benefiting from the proposals will beeconomy OC1 and 2, accessibility OA1, 2 and 4, and integration OI5, 6 and 7.
Timescale:	It is expected that any measures would be instigatedby the local highway authority, in conjunction with the bus operating companies.This could occur at any time in the 10 year programme, however a study is proposedin year 4 of the management plan to jointly identify any possible proposals.

9.3.3 Strategy Element

A12 and A120 Route Management Strategy

9.3.3	Strategy Element
Action:	Rationalise Junctions and Accesses - A12 from A120 Crown Interchange to Capel St Mary
Priority:	High	Ref:	2C
Initiation:	There are many direct accesses, central reservegaps and very poor standard junctions, which are unsuitable for the speedand flow of traffic on the A12 north of Colchester. These contribute toaccidents and the severity of accidents, and impede the smooth flow of throughtraffic.
Action description:	A study will be undertaken along the A12 northof A120 Crown Interchange, in liaison with local residents and affected parties,with a view to minimising the number of minor junctions, accesses and centralreserve crossings and to improving those at which traffic is then concentrated.The study will include consideration of the appropriate routing and provisionfor cyclists.
Objective(s) met:	Safety objectives will be the principal beneficiaryof junction and access rationalisation, namely OS1, 2 and 3, though contributionsto economy objectives OC1, 2 and 3 and integration objectives OI3 and OI5 willbe made.
Benefits:	There will be benefits mainly in terms of accidentreduction. However, with other aspects such as provisions for footpath crossingsand bus stops being considered as an integral part of any scheme, there can alsobe some benefits for accessibility and integration objectives.
Timescale:	It is planned to carry out the study in the firstyear of the plan followed by the implementation in the remainder of the programme,with timings dependent on the nature of works and statutory procedures required.

9.3.30 Strategy Element

A12 and A120 Route Management Strategy

9.3.30	Strategy Element
Action:	M25/A12 Brook Street Interchange - Improve Southbound Off-slip
Priority:	Low	Ref:	3B
Initiation:	During peak hours queuing occurs on the southboundcarriageway of the A12 where traffic queues back from the M25 interchange onthe off slip road. This queuing causes late lane changes, queue jumping, and tail end collisions.
Action description:	The southbound A12 approaching the M25 BrookStreet Interchange will be widened to provide 200m of auxiliary diverge lane.
Objective(s) met:	Safety objective OS3 and economy objectives OC2and 3 will benefit from the proposed scheme.
Benefits:	This will reduce delays to the A12 through trafficand reduce tail end collisions.
Timescale:	The design and implementation of the proposals willbe undertaken in years 9 and 10. However, the proposals will be reviewed in thelight of the Multi-modal Study findings.

9.3.31 Strategy Element

A12 and A120 Route Management Strategy

9.3.31	Strategy Element
Action:	Investigate Use of Ramp Metering
Priority:	Low	Ref:	7B
Initiation:	The A12 carries heavy volumes of trafficand is often subject to congestion during peak periods. There are manyjunctions along the route and traffic is expected to increase.
Action description:	The A12 carries heavy volumes of trafficand is often subject to congestion during peak periods. There are manyjunctions along the route and traffic is expected to increase.
Objective(s) met:	Ramp Metering would meet economy objectivesOC2 and 3 and would contribute to environment and safety if congestion andqueuing were reduced.
Benefits:	Ramp metering could be beneficial to reducingcongestion, particularly at peak hours, on the main road but this would haveto be justified against any possible increase of traffic on side roads.
Timescale:	It is not planned to look at ramp meteringagain until the Multi-modal has reported, other strategy elements undertakenand ramp metering trials analysed. This is not likely to be programmed untilyear 7.

9.3.32 Strategy Element

A12 and A120 Route Management Strategy

9.3.32	Strategy Element
Action:	Name Junctions
Priority:	Low	Ref:	12E
Initiation:	Due to the large number of junctions on the A12and their frequency, in places it can be difficult for a new or infrequent roaduser to identify their required junction. Locations of incidents for emergencyservices can also be difficult to pinpoint.
Action description:	Following a previous study of the feasibility ofjunction naming or numbering, junctions will be named on the A12 and A120. Thiswill be carried out as signs are replaced as part of major or routine maintenance,others will have name plates added. Numbering is not recommended due to the high number and variety of junctions andthe number of accesses. Naming can be undertaken as the opportunity arises such as when a junction isimproved or when signs are replaced. This does not rule out junction numbering at a later date if junction configurationallows.
Objective(s) met:	Environment OE6 and safety OS3 objectives will be metby the proposals.
Benefits:	Dangerous last minute manoeuvres at junctions andlonger trips on side roads, once a wrong turn has made, will be reduced. Public will be able to better locate incidents when informing emergency services.
Timescale:	Signs will be replaced or amended as part of routineand major maintenance works.

9.3.33 Strategy Element

A12 and A120 Route Management Strategy

9.3.33	Strategy Element
Action:	Investigate Installing Lighting on the A120
Priority:	Low	Ref:	13C
Initiation:	The A12 junctions are inconsistently lit makingsome unlit junctions difficult to locate at night or in low visibility conditions.
Action description:	A study will be undertaken to ascertain whetherlighting the A120 is feasible and justified. This will included upgrading any existing lighting if necessary. Lighting can be detrimental to the environment and therefore, the environmentalassessments and associated consultations will also be carried out.
Objective(s) met:	OS2 is the main safety objective this action willbe classed under, though economy objectives OC2, 3 and 4 will also gain iflighting is installed.
Benefits:	A reduction in night time accidents will be achievedand a reduction in congestion caused by accidents. The general safety of night time working will be improved as equipment andoperatives will be more visible.
Timescale:	The study is programmed for years 6 and 7 with anyworks undertaken at the end of the management plan period.

9.3.34 Strategy Element

A12 and A120 Route Management Strategy

9.3.34	Strategy Element
Action:	Support TravelWise Campaigns
Priority:	Low	Ref:	16B
Initiation:	Information on various transportalternatives should be co-ordinated between all the involved partiesmaking information easy to obtain and to encourage car users to changeto other appropriate modes.
Action description:	The Highways Agency will support localTravelWise and other local campaigns undertaken by local authoritieswhich are relevant to A12 and A120 users which could encourage driversto switch to other travel modes, not make their journeys or switchjourneys to less busy times.
Objective(s) met:	Accessibility and integration objectiveswill gain, namely OA1, OI1 to 7, but a change to other modes contributesto many of the objectives.
Benefits:	Users will benefit by being aware of awider range of options for making a journey and having the most up todate information in one source. This will encourage some car users touse alternative transport. Information will be easier for the user to obtain.
Timescale:	TravelWise campaigns will be supportedthroughout the 10 year programme.

9.3.4 Strategy Element

A12 and A120 Route Management Strategy

9.3.4	Strategy Element
Action:	Close Little Hyde Lane
Priority:	High	Ref:	2E
Initiation:	Little Hyde Lane junction at Ingatestone isa simple T-junction allowing northbound on and off left turns. The standardof junction is inappropriate for a road carrying flows of the level of thissection of the A12 and is located in a sinuous section of the road.
Action description:	The aim is to close Little Hyde Lane, followingthe necessary statutory procedures and public consultation. The diversion routeswould be: via Fryerning Lane and B1002 through Ingatestone and Margaretting foraccess northbound and from the south via B1002 from Marylands Interchange and either throughIngatestone or via Trueloves Lane. An assessment of the possible impact on various aspects of the changes intraffic flow will form part of the statutory procedures.
Objective(s) met:	Safety objectives OS1, 2 and 3 will benefit fromthe proposals with corresponding economy objectives, OC1, 2 and 3. Trafficmanagement for maintenance works is difficult on this section of the A12 dueto its sinuous alignment and is exacerbated by the junction, therefore a closureof the junction would help to meet OS4 and OC4.
Benefits:	With Little Hyde Lane closed all minor road junctionswith substandard layouts will have been eliminated on the stretch south of Chelmsford.This will improve safety and economy for the A12.
Timescale:	It is planned to carry out the statutory processesin Year 1 and implement the scheme in Year 2.

9.3.5 Strategy Element

A12 and A120 Route Management Strategy

9.3.5	Strategy Element
Action:	M25/A12 Brook Street Interchange - Improve Northbound A12 On-slip
Priority:	High	Ref:	3A
Initiation:	The Brook Street Interchange northboundon-slip road is subject to congestion due to the lack of capacity on theA12. This causes joining traffic to queue on the slip road and back tothe roundabout and from the roundabout onto the M25 main carriageway.Traffic joining the A12 does not follow the road layout as currentlymarked with many vehicles crossing the hatched markings.
Action description:	It is intended to widen the northbound A12on-slip to provide a ghost island with a dedicated lane for A12 traffic onthe inside slip lane and a merge facility for the outside slip lane.
Objective(s) met:	The principal gains will be for economyobjectives, namely OC2 and 3, but gains will also be made in safety, ie OS2and 3. With the reduction of queuing cars environmental benefits may begained for OE5.
Benefits:	By assisting the slip road traffic to join themain A12, congestion on the roundabout will be reduced as well as the backingup of traffic onto the mainline M25. This will also reduce accidents at thislocation.
Timescale:	Statutory procedures will be carried out in thefirst two years with implementation in the third year of the programme.

9.3.6 Strategy Element

A12 and A120 Route Management Strategy

9.3.6	Strategy Element
Action:	M25/A12 Brook Street Interchange - Install Southbound Advance Direction Signing
Priority:	High	Ref:	3B
Initiation:	There is an accident cluster site wheresouthbound traffic leaving the A12 joins the slip road to the M25 andthis location is also subject to congestion. Causes may be late lanechanges from the outside lane to the slip road, possibly due to driversnot seeing the ½mile advance direction sign (ADS) and traffic wishing toleave the A12 queuing in the outside lane.
Action description:	An ADS will placed at 1 mile in advanceof the slip road and traffic leaving the A12 encouraged to use thenearside lane to help prevent mainline traffic from being obstructed.This will reduce delays to A12 through traffic and reduce tail end collisions.
Objective(s) met:	The principal gains will be for economyobjectives OC2 and 3, and also safety objectives OS2 and 3.
Benefits:	By reducing delay to A12 through trafficand tail end accidents, congestion and accidents will be reduced.
Timescale:	The proposals are programmed for year 2of the strategy.

9.3.7 Strategy Element

A12 and A120 Route Management Strategy

9.3.7	Strategy Element
Action:	Improve A12/A120 Crown Interchange Westbound Off-slip, Colchester
Priority:	High	Ref:	4A
Initiation:	Congestion occurs where traffic leavesthe A120 westbound to join the off-slip to Crown Interchange, Colchester.
Action description:	Initially minor alterations will be made tothe A120 westbound off-slip entry to the roundabout along with improvementsto the signing and road markings to designate the inside lane of the westboundA120 for interchange bound traffic. Advance direction signs will be placed at one mile and turning trafficencouraged to use the inside lane. These measures will be compatible with thefuture installation of traffic signals on the roundabout.
Objective(s) met:	There will be some economy benefits, mostlyobjectives OC1, 2 and 3, and some gains will occur for safety.
Benefits:	Benefits will be in the form of reduced congestion,increased journey time reliability and a reduction in tail end collisions.
Timescale:	These measures are planned to be introduced inyear one.

9.3.8 Strategy Element

A12 and A120 Route Management Strategy

9.3.8	Strategy Element
Action:	Signalise A12/A120 Crown Interchange
Priority:	High	Ref:	4B
Initiation:	The Crown Interchange (also known as ArdleighInterchange) is the only direct access to the northern side of Colchesterand as a result carries large volumes of traffic, which causes congestionduring peak hours.
Action description:	The proposal is to fully signalise theentire roundabout, controlling all the slip roads.
Objective(s) met:	This will contribute to economy objectives,OC2 and 3, with some gains in safety objectives OS1, 2 and 3.
Benefits:	Congestion will be reduced and journeyreliability increased, with a reduction in accident rate and/or severity.
Timescale:	This scheme will be prepared in year oneand implemented the following year.

9.3.9 Strategy Element

A12 and A120 Route Management Strategy

9.3.9	Strategy Element
Action:	Improve and Signalise A12/A14 Copdock Interchange
Priority:	High	Ref:	5
Initiation:	Copdock Interchange is subject tosignificant congestion and accidents. It is the main connectionbetween the A12, the A14 and the main access route into Ipswichfrom the south.
Action description:	A scheme will be developed to reduceaccidents and congestion. It will include widening the slip roadsand roundabout to provide dedicated left turn lanes, two circulationlanes and full signalisation of the roundabout. Widening of the A12southern approach and improvements to the A14 eastbound on-slip toaid merging traffic.
Objective(s) met:	Gains will be made on both safetyand economy objectives, ie OS1, 2, 3, 4, OC1, 2, 3, and 4.
Benefits:	Principal gains will be made in accidentand congestion reduction, though improvements to bus throughput and airpollution may give other more minor benefits for integration and theenvironment.
Timescale:	The design and implementation of the proposalswill take some time due to the statutory processes required, although it isanticipated that they will be in place by the end of programmed year 4.

Appendix A

A12 and A120 Route Management Strategy

Appendix A
Route Plans and Sections
	Section Details & Street Lighting Sheet 1 of 2 (95KB)
	Section Details & Street Lighting Sheet 2 of 2 (167KB)

Section Details & Street Lighting Sheet 1 of 2

A12 and A120 Route Management Strategy

Section Details & Street Lighting Sheet 1 of 2

Section Details & Street Lighting Sheet 2 of 2

A12 and A120 Route Management Strategy

Section Details & Street Lighting Sheet 2 of 2

Appendix E

A12 and A120 Route Management Strategy

Appendix E

Frameworks

Problem Identification Framework (41KB)

Route Performance Framework- (2001) Existing Situation (53KB)

Action Identification Framework (64KB)

Collated Study Data (2000) (63KB)

Problem Identification Framework

A12 and A120 Route Management Strategy

Problem Identification Framework

Route Performance Framework - (2001) Existing Solution

A12 and A120 Route Management Strategy

Route Performance Framework - (2001) Existing Solution

Action Identification Framework

A12 and A120 Route Management Strategy

Action Identification Framework

Collated Study Data (2000)

A12 and A120 Route Management Strategy

Collated Study Data (2000)

Appendix G

A12 and A120 Route Management Strategy

Appendix G

Management Plans

10 YearRoute Management Plan (41KB)

3 Year Action Plan (48KB)

Route management strategy overview

Route Management Strategy Overview

Route management strategy study process

Route Management Strategy Study Process