A13 Widening (A128 Orsett Cock to A1014 The Manorway) · 2.3 A further Stage 1 RSA on the whole...

A13 Widening (A128 Orsett Cock to A1014 The Manorway) Stage 2 RSA – Designer’s Response

Thurrock Council

July 2019

5151855-634-RSA2-A13-WIDE-v.1.0 | 3.0 | July 2019 of 25

Notice

This document and its contents have been prepared and are intended solely as information for Thurrock Council and use in relation to A13 Widening (A128 Orsett Cock to A1014 The Manorway).

Atkins Limited assumes no responsibility to any other party in respect of or arising out of or in connection with this document and/or its contents.

This document has 25 pages including the cover.

Document history

Revision Purpose description Originated Checked Reviewed Authorised Date

Rev 1.0 Draft Report MRG SJM KF MRG 15/04/19

Rev 2.0 Final report MRG KF MRG 23/05/19

Rev 3.0 Designer’s Response

MJG PEM SRH PvH 23/07/19

Client signoff

Client Thurrock Council

Project A13 Widening (A128 Orsett Cock to A1014 The Manorway)

Job number 5151855-634

Document Ref:

A13WIDTC-ATK-GEN-XX-RP-CH-000001


Table of contents

Chapter Page

1. Introduction 4

2. Items Raised at the Previous Stage 1 Road Safety Audits 6

3. Items Raised at this Stage 2 Road Safety Audit 7

4. Audit Team Statement 15

Appendix A. 17 A.1. Drawings 17

A.2. Documents 18

Appendix B. 19 B.1. GA drawings showing the locations of problems identified at this Stage 2 RSA 19

Figures Figure B-1 Problem locations shown on GA Plan 000001 20 Figure B-2 Problem locations shown on GA Plan 000002 21 Figure B-3 Problem locations shown on GA Plan 000003 22 Figure B-4 Problem locations shown on GA Plan 000004 23 Figure B-5 Problem locations shown on GA Plan 000005 24

5151855-634-RSA2-A13-WIDE-v.1.0 | 3.0 | July 2019 Atkins | a13widtc-atk-gen-xx-rp-ch-000001.docx of 25

1. Introduction

1.1. This Designer’s Response uses the Stage 2 Road Safety Audit (RSA) carried out in April 2019 to provide a structure for a point-by-point response, so that there is an audit trail for the design decisions, to facilitate the exception report process. Aside from this paragraph, the Designer’s Response starts in Section 3.

1.2. The RSA Team membership approved for this project was as follows:

Senior Road Safety Consultant, Atkins Limited (Transportation) and

Senior Planner, Atkins Limited (Transportation)

1.3. The Road Safety Audit took place at Atkins’ Chelmsford and London Offices in March/April 2019. The Road Safety Audit was undertaken in accordance with the Road Safety Audit Brief prepared by the Atkins Design Team on behalf of the Project Sponsor, The Road Safety Audit comprised an examination of the documents and drawings provided and listed in Appendix A. These documents consisted of a set of design drawings, collision data, previous Stage 1 Road Safety Audit response report, designer’s responses, NMU context report and traffic flow information for the A13.

1.4. The Road Safety Audit Team visited the site together on the morning of Friday 15th March 2019 between 10:50 and 11:50. The weather was mainly overcast, windy and cool; the road surface was dry. Traffic conditions were moderate on the A13. The works for the A13 Widening Scheme had started and the route was under traffic management with a temporary 40 mph speed limit, enforced by an average speed camera system.

1.5. The terms of reference for the RSA are as described in HD 19/15. The Road Safety Audit Team has examined and reported only on the road safety implications of the scheme as presented and has not examined or verified the compliance of the design to any other criteria.

1.6. All comments and recommendations are referenced to the design drawings and the locations have been indicated on the general arrangement plans supplied with the Road Safety Audit Brief.

Notes and Clarifications

1.7. For contractual reasons, this RSA report was undertaken in accordance with HD 19/15 rather than its replacement, GG 119, issued on 31st October 2018.

1.8 The site clearance for the works had already been undertaken.

1.9 The following points were clarified by the Design Team after requests from the RSA Team.

• The 50mph roundel on (A128) Brentwood Road south of Orsett Cock Interchange is not being retained.

• More information was requested but was not available for the right-turn lane on Stanford Road east of Orsett Cock roundabout.

• There are no lighting columns sited in front of safety fence.

• The maintenance bay on the A13 eastbound off-slip to The Manorway Interchange is for a lighting feeder pillar and not for access to the pond.


• There is no road restraint on the A13 eastbound approach to the Horndon Road abutment as the RRRAP assessment shows that the risk is in ‘broadly acceptable region’ without restraint.

• No sign is provided to the east of the 100 yds countdown sign on the A13 westbound carriageway on the approach to the Orsett Cock Interchange.

• The substation near the A13 westbound off-slip to Orsett Connect South Services is being relocated.

• The internal layout for the Orsett Connect South Services has been agreed with the operator and is outside the scope of this RSA.


2. Items Raised at the Previous Stage 1 Road Safety Audits

2.1 The A13 Widening Scheme has been subject to a number of Stage 1 RSAs, both for the whole length and on particular sections of the route.

2.2 The road safety aspects of the whole length of the A13 Widening Scheme (A128 – A1014) were the subject of comment in the August 2013 Stage 1 RSA report by Atkins (ref: 5122496-500-RSA1-A13-WIDE-v2.0). This review raised two problems both of which have been resolved.

2.3 A further Stage 1 RSA on the whole length of the A13 Widening Scheme (A128 – A1014) was undertaken by AECOM in July 2016 (ref: 60486436-ACM-GEN-A13_MLZ1-RP-PM-00022 S3). This review raised two problems both of which have been resolved.

2.4 The road safety aspects of the A13 Orsett North and South Connect Services were subject of comment in the April 2018 (OCN Services) and December 2017 (OCS Services) Stage 1 Road Safety Audits (refs: 5151855-103-RSA1-A13-OS(W)-v.2.0 and 5151855-162-RSA1-A13-OS(E)-v.3.0) respectively.

2.5 The OCN Services review considered two options. Option 2 has been designed and is part of the subject of this Stage 2 RSA. The only problem for Option 2 in the Stage 1 RSA has been partially resolved and is raised again in section 3.

2.6 The OCS Services review also considered two options. Option (a) has been designed and is part of the subject of this Stage 2 RSA. The only problem raised for Option (a) in the Stage 1 RSA has been partially resolved and is raised again in section 3.

2.7 Two options for the pond access near The Manorway Interchange were subject of comment in the September 2018 Stage 1 Road Safety Audits for the A13 eastbound off-slip (ref: 5151855-114-RSA1-A13-Pond-v.2.0) and B1007 access (ref: 5151855-114-RSA1-B1007-Pond-v.2.0), respectively. The A13 eastbound off-slip option has not been taken forward. The only problem raised for the B1007 access option has not been resolved and is raised again in section 3.


3. Items Raised at this Stage 2 Road Safety Audit

GENERAL

3.1. PROBLEM

Drawing: A13WIDTC-ATK-HMK-XX_ML-DR-CH-000009

Location A: A13 eastbound approach to Orsett Connect Services North

Summary: Potential for loss of control collisions

It is proposed to provide an auxiliary diverge lane of a slightly reduced length on the entrance to the services. Whilst the auxiliary diverge lane, if used properly may reduce vehicle speeds, some road users tend to turn in late to these lanes and may lose control of their vehicles or collide with the rear of stationary vehicles. Currently, there are collision remedial measures on the existing diverge.

High PSV surfacing is proposed for a shorter length of the slip road on part of the curved section. This is less than the current length and could lead to differential braking between the front and rear of vehicles and consequently vehicles losing control.

Furthermore, there is a non-passive street lighting column on the splitter island which is unprotected and closer to the off-slip than the existing lighting column. This makes the column more vulnerable to being hit by errant vehicles.

RECOMMENDATION

It is recommended that similar collision reduction measures to the existing ones are maintained such as a high PSV surface on the approach and on the radius of the diverge slip road together with vehicle restraint measures (particularly for the proposed lighting column) and ‘SLOW’ road markings on the slip road.

DESIGNER’S RESPONSE

The PSV on the approach and radius of the diverge slip road are in accordance with CD236 Surface course materials for construction Table 3.2b.

Whilst the Road Restraint Risk Assessment Process (RRRAP) identified that there was no need for protection, there would be a safety benefit to installing passive columns on the splitter island. There is insufficient space to provide the required minimum ‘full height’ lengths of barrier in accordance with Table 3-1 TD19/06.

The design team suggest that the use of a ‘SLOW’ marking as drivers leave a dual carriageway to enter a service area is unnecessary and may create a maintenance risk. The existing arrangement includes transverse bar markings, these may be more appropriate than a ‘SLOW’ marking.

3.2 PROBLEM


Location B: A13 westbound approach to Orsett Connect Services South

Summary: Increase in the potential of nose-to-tail or loss of control collisions

The location of the entry to the services is closer to the petrol pumps. On a site visit for a previous RSA, a stationary HGV was noted on the westbound off-slip road and


once this vehicle had moved there was queuing/parked HGVs to the south of the petrol pumps (presumably for the McDonalds restaurant). Should road users approach the services too quickly or fail to use the full length of the auxiliary lane there is a risk of vehicles losing control or colliding with stationary vehicles within the service area. The vegetation and acoustic fence on the approach will reduce sight lines for vehicles entering the service area.

Furthermore, there is a non-passive street lighting column on the splitter island which is unprotected and closer to the off-slip than the existing lighting column. This makes the column more vulnerable to being hit by errant vehicles.

RECOMMENDATION

It is recommended that measures for visibility improvements on the diverge slip road are made, a high PSV surface is provided on the approach and radius of the diverge slip road, together with vehicle restraint measures particularly for the proposed lighting column and ‘SLOW’ markings on the slip road.


The PSV on the approach and radius of the diverge slip road are in accordance with CD236 Surface course materials for construction Table 3.2b.

The design team note the visibility concerns created by the proposed noise barrier. It should be noted that an auxiliary lane is being provided, rather than a direct taper, which will allow drivers more opportunity to slow down.

Whilst the Road Restraint Risk Assessment Process (RRRAP) identified that there was no need for protection, there would be a safety benefit to installing passive columns on the splitter island. There is insufficient space to provide the required minimum ‘full height’ lengths of barrier in accordance with Table 3-1 TD19/06.

The design team suggest that the use of a ‘SLOW’ marking as drivers leave a dual carriageway to enter a service area is unnecessary and may create a maintenance risk. The existing arrangement includes (non-standard) transverse bar markings; providing transverse bar markings may be more appropriate than a ‘SLOW’ marking.

3.3 PROBLEM

Drawing: A13WIDTC-ATK-HRR-XX_ML-DR-CH-000012

Location C: A13 eastbound approach to Horndon Road bridge abutment

Summary: Increase in the potential of vehicles striking a structure

No road restraint system is being provided for the A13 eastbound approach to the Horndon Road bridge abutment. Should a road user travelling eastbound lose control, leaving the carriageway to the nearside, continue along the verge and collide with the bridge abutment, then there is a risk of serious injury.

RECOMMENDATION

It is recommended that road restraint measures are provided to protect road users from the bridge abutment.


Horndon Bridge abutment is set more than ten metres back from the carriageway. A RRRAP assessment has been carried out for the abutment at Horndon Road Bridge; it is acceptable without the need for a vehicle restraint system.

ALIGNMENT


3.4. PROBLEM


Location D: A128 Brentwood Road north – exit from roundabout

Summary: Potential for head-on collisions

It is proposed to reduce the two-lane section of the northbound exit to the A128 Brentwood Road and to provide a three-lane entry southbound. Northbound road users in both lanes leaving Orsett Cock Roundabout could compete for the single lane exit and either collide side-on with each other or hit a southbound vehicle waiting at the roundabout in lane three.

RECOMMENDATION

It is recommended that either the two-lane merge is shortened to avoid conflicts beyond the splitter island or the exit is realigned to provide a less sudden merge from two to one lane.


The exit from Orsett Cock Roundabout has been designed in accordance with TD16/07 Geometric Design of Roundabouts Figure 7/16.

However, the possible conflict is noted. It would be possible to reduce this risk by removing the centre lane markings on the exit and providing hatching adjacent the splitter island (as per 3.9). It should be noted that this will require lane destinations to be reviewed on the circulatory and the eastbound offslip, which will potentially reduce capacity to the A128.

SIGNING AND LIGHTING

3.5. PROBLEM

Drawings: A13WIDTC-ATK-HMK-XX_ML-DR-CH-000001, 2, 3, 7, 8, 9, 10, 11, 12, 13 & 14

Location E: Lack of warning lines on A13 approaches to hazards, such as junctions

Summary: Increase in the potential of merging and diverging collisions

On the scheme there are two grade-separated junctions as well as two junctions for Orsett Connect Services North and South. There appears to be a lack of hazard (warning) line markings (to TSRGD 1004.1) proposed on the A13 mainline. With lane lines rather than hazard lines, there might be a slight increased risk of merging and diverging collisions as merging and diverging hazards are not highlighted to road users.

RECOMMENDATION

It is recommended that hazard warning lines are provided as appropriate on the approaches to, through and exits from Orsett Cock Interchange, The Manorway Interchange and Orsett Connect Services North and South Junctions as recommended in documents such as Chapter 5 of the Traffic Signs Manual.


The road markings are in accordance with the Traffic Signs Manual Chapter 5. Orsett Cock Interchange is in accordance with Figure 7-1, The Manorway Interchange is in accordance with Figures 7-5 and 7-7. The Orsett Connect Services do not meet the criteria stated in TSM Chapter 5 paragraph 2.4.9 for Hazard markings.

3.6. PROBLEM


Drawings: A13WIDTC-ATK-HSN-XX_ML-DR-CH-000001, 2, 3, 6, 7 & 8

Location F: Lack of signing for the change in merges at the Orsett Cock Interchange

Summary: Increase in the potential of merging collisions

The A13 westbound merge from Orsett Cock Interchange is being changed from a lane gain to a standard merge. The A13 eastbound merge is being changed from a standard merge to a merge with a ghost island. No advance signing has been proposed to make road users aware of these new layouts on the Orsett Cock Interchange slip roads or the A13 mainline carriageway. Without advance warning there is a risk of merging collisions at the A13 merges.

RECOMMENDATION

It is recommended that appropriate signing is provided on the slip roads from Orsett Cock Interchange and the A13 mainline carriageway approaches to the merges.


Temporary Signs to Diagram 7014 ‘NEW ROAD LAYOUT AHEAD’ signs are to be

provided for a minimum of three calendar months as specified in Appendix 12/1.

3.7 PROBLEM

Drawings: A13WIDTC-ATK-HSN-XX_ML-DR-CH-000002, 3 and 6

Location G: A13 east and westbound off-slip approaches to Orsett Cock Interchange

Summary: Increase in the potential of merging collisions

There are several signs which are sited closely together which may obscure important information shown on the other sign face to approaching road users. Other signs may obscure traffic signal heads. Details of these signs/signal heads are given below:

a. The Police ANPR enforcement sign and the traffic signals ahead sign on the A13 eastbound off-slip to Orsett Cock roundabout.

b. The 50 mph/No stopping signs and the primary traffic signal heads on the A13 eastbound off-slip to Orsett Cock roundabout.

c. The 50 mph/No stopping signs and the primary traffic signal heads on the A13 westbound off-slip to Orsett Cock roundabout.

d. The chevon board and turn-left sign and the secondary traffic signal head on the roundabout opposite the A13 westbound off-slip to Orsett Cock roundabout.

e. The chevon board and turn-left sign and the secondary traffic signal head on the roundabout opposite the A13 eastbound off-slip to Orsett Cock roundabout.

f. The traffic signals warning sign and the Orsett Cock ADS on the A13 westbound off-slip.

g. The 200 yds countdown sign and the lorry sign to Gateway port on the A13 eastbound approach to The Manorway Interchange.

Obscuration of important information on traffic sign faces could lead to sudden/late braking or lane changes by road users increasing the risk of nose-to-tail collisions or side-swipe collisions. Obscuration of traffic signal heads could result in sudden/late braking or failure to stop at traffic signals by road users, leading to nose-to-tail collisions or collisions on the roundabout.

RECOMMENDATION

It is recommended that the signs mentioned above are relocated or sited carefully so as not to obscure other traffic signs or signals heads.



Between submission for RSA and IFC, the latest design model has been updated, it is believed that this conflict has been resolved.

3.8 PROBLEM

Drawings: A13WIDTC-ATK-HMK-XX_ML-DR-CH-000004, 5

Location H: Both Brentwood Road & Stanford Road approaches to the Orsett Cock Interchange

Summary: Increase in lane-changing manoeuvres and the risk of side-swipe collisions

The two Brentwood Road approaches and the two A1013 Stanford Road approaches are being widened from two to three lanes as is the circulatory area of the Orsett Cock Roundabout. There are no lane destination markings or lane arrows within the approach lanes of these four arms of the roundabout. A lack of guidance regarding the correct lane selection could lead to late-changing by road users with the subsequent risk of side-swipe collisions on the roundabout.

Furthermore, some of the lane widths on these approaches appear too narrow to safely accommodate three vehicles side-by-side without the risk of side-swipe collisions.

RECOMMENDATION

It is recommended that lane destination markings and arrows are provided on these four approaches that are consistent with those on the roundabout. It is also recommended that the lane widths are appropriate for traffic usage on the roundabout.


TSM Chapter 5 recommends lane destination markings and arrows are recommended on the approach to and in the circulating areas of multiple lane signalised roundabouts in accordance with TSM Chapter 5. The approaches from Brentwood Road and A1013 are not signalised, so are not required to include lane markings.

The lane markings will be reviewed and, if necessary, updated to ensure that they can safely accommodate vehicles, as part of the road marking package, when it is updated to include the changes at the balancing pond access.

3.9 PROBLEM

Drawings: A13WIDTC-ATK-HMK-XX_ML-DR-CH-000004, 5

Location I: Approaches to splitter islands on circulatory area of Orsett Cock Roundabout

Summary: Potential for the splitter islands to be hit

On all exits from the roundabout there does not appear to be any hatched road markings separating the splitter island from the circulatory area and the exit. Not having road markings may reduce road user awareness of the leading edge of the island. Particularly where exits have more than one lane, there is a risk that when more than one vehicle leaves the roundabout at the same time, that the splitter island may be hit by vehicles in the offside lane if road users in the nearside do not remain within their lane.

The splitter island on the A128 Brentwood Road (North) may be the most vulnerable because of the approach angle of vehicles in lane two on the roundabout to the west.

RECOMMENDATION


It is recommended that hatched road markings are provided on the exits to highlight the leading edges of the splitter islands.

DESIGNEER’S RESPONSE

Hatching will be added adjacent to the splitter islands, as part of the road marking package, when it is updated to include the changes at the balancing pond access.

3.10 PROBLEM

Drawing: A13WIDTC-ATK-HSN-XX_ML-DR-CH-000009

Location J: A13 west of Orsett Connect North Services

Summary: Confusion regarding lane-loss situation and services entrance

A sign (A13WIDTC-ADS-04) showing the lane-loss situation for the A1014/B1007 at The Manorway Interchange is proposed to the west of the auxiliary lane for the Orsett Connect North Services. Some road users might mistake the exit to the services for the lane to the A1014/B1007 lane and travel into the services by mistake. Consequently, they may change direction suddenly, brake late/sharply and potentially lose control on the slip road or be involved in a side-swipe collision.

RECOMMENDATION

It is recommended that sign (A13WIDTC-ADS-04) is relocated to the east of the services.


The distance for the first lane drop sign has been provided in accordance with IAN 144/16 which is for 1 mile. A wicket-type lane sign has been used; the design team believe that this will be clearly understandable for the majority of drivers.

If the distance was reduced to 2/3 of a mile then this could potentially cause confusion with the lane-drop and the entry from the Orsett Connect North services, which could also result in late lane-change manoeuvres and create a safety risk.

3.11 PROBLEM


Location K: A13 east of Orsett Connect South Services

Summary: Confusion regarding A128 Brentwood exit and services entrance

A sign (A13WIDTC-ADS-07) showing that the A128 Brentwood is ⅔ mile ahead is located to the east of the 300 yds countdown sign (A13WIDTC-IS-16) for Orsett Connect South Services. Some road users might mistake the exit to the services for the lane to the A128 and travel into the services by mistake or may change direction suddenly, brake late sharply, and potentially lose control on the slip road or be involved in a side-swipe collision.

RECOMMENDATION

It is recommended that sign (sign (A13WIDTC-ADS-07) is either relocated to the west of the services or that the sign face is redesigned to show that the exit to the services is reached first.


Between submission for RSA and IFC, the proposed sign face has been updated to show that the exit to the services are reached first.

3.12 PROBLEM



Location L: (A128) Brentwood Road south of Orsett Cock Interchange

Summary: Lack of speed limit guidance

The existing 50mph repeater sign and roundel are being removed on the (A128) Brentwood Road south of the Orsett Cock roundabout. The nearest repeater sign south of the roundabout for southbound road users is approximately 500m south of the roundabout. A lack of guidance of the speed limit to southbound road users could lead to inappropriate speeds on Brentwood Road with the risk of vehicles losing control or head-on collisions.

RECOMMENDATION

It is recommended that guidance of the speed limit is provided to southbound road users on (A128) Brentwood Road, immediately south of Orsett Cock Roundabout.


Whilst the existing speed limit signage is in accordance with Traffic Signs Manual

Chapter 3 Table 8-4, it is noted that there may be an advantage to providing a

50mph repeater sign immediately south of Orsett Cock Roundabout.

3.13 PROBLEM

Drawings: A13WIDTC-ATK-HLG-XX_DR-ML-E0-000002, 5, 8, 9, 11, 12, 13, 14 & 15

Location M: Various locations

Summary: Street lighting columns obscuring road signs

A number of lighting columns appear to be sited very close to a large road sign (Sign references A13WIDTC-ADS-01, A13WIDTC-ADS-02, A13WIDTC-ADS-11, A13WIDTC-ADS-13, A13WIDTC-TS-02, A13WIDTC-ADS-04, A13WIDTC-ADS-05, A13WIDTC-DS-05 and A13WIDTC-IS-23A). Where the lighting column is in front of the road sign, there is a risk that important information may be obscured for approaching road users. The road users may stop suddenly or change directions leading to a risk of nose-to-tail or side swipe collisions.

If the lighting column is directly behind a road sign on Lattix posts and the sign posts are hit by an errant road user, the presence of the lighting column may affect how the Lattix Post functions. If the Lattix post does not function correctly there might be an increased risk of injury to road users.

RECOMMENDATION

It is recommended that lighting columns are sited a safe distance behind the road signs.


Between submission for RSA and IFC, the latest design model has been updated, it is believed that this conflict has been resolved.

3.14 PROBLEM


Location N: A1013 Stanford Road east – exit from roundabout

Summary: Potential for head-on collisions

It is proposed to reduce the width of the eastbound exit to the A1013 Stanford Road and to provide a three-lane entry westbound to Orsett Cock Roundabout. Where the exit lane is at its narrowest an eastbound road user leaving the roundabout could hit a westbound road user in the offside lane waiting to enter the roundabout.

RECOMMENDATION


It is recommended that the exit lane width is widened to increase the distance between road users entering and leaving the roundabout.


The proposed width of the eastbound exit is wider than the existing exit.

Hatching will be added adjacent to the splitter islands, as part of the road marking package, when it is updated to include the changes at the balancing pond access.

THE ACCESSES

3.15 PROBLEM

Drawing: A13WIDTC-ATK-HGN-XX_ML-DR-CH-00005

Location O: Restricted visibility to the north from the access

Summary: Increase in the potential of collisions as vehicles leave the pond access

The access for the pond has been constructed and is currently being used by construction vehicles for the main A13 widening works. No vegetation trimming has been undertaken on the B1007 in the vicinity of the site access. The visibility to the left from the access is restricted by vegetation and the left-hand bend. There is a risk of slow-moving vehicles (leaving the access) being hit by southbound vehicles on the B1007. This risk will continue throughout the A13 widening works and the future maintenance of the balancing pond.

RECOMMENDATION

It is recommended that vegetation is trimmed back for an appropriate distance for southbound vehicle approach speeds on the northside of the access to maintain the visibility splay.


Superseded. The access to the balancing pond will be from the main access to Mott’s Farm. The temporary works’ access from B1007 will be removed.


4. Audit Team Statement

We certify this Road Safety Audit has been carried out in accordance with HD 19/15. Road Safety Audit Team Leader

Signed:

Senior Road Safety Consultant

Atkins Limited Date: 23/05/19

4th Floor Amlin House 90-96 Victoria Road Chelmsford Essex CM1 1QU.

Road Safety Audit Team Member

Signed:

Senior Planner

Atkins Limited Date: 23/05/19 Nova North 11 Bressenden Place Westminster London SW1E 5BY.


Appendices


Appendix A.

Drawings/documents provided for this Stage 2 Road Safety Audit

A.1. Drawings

Drawing

Number.

Revision Title

A13WIDTC-ATK-HGN-XX_ML-DR-CH-000001 to 000005

P03.2 & P02.1 General Arrangement

A13WIDTC-ATK-HKF-XX_ML-DR-CH-000001 to 000016

C01 Kerb/Footway Layout

A13WIDTC-ATK-HMK-XX_ML-DR-CH-000001 to 000016

P01.3 Road Markings

A13WIDTC-ATK-HDG-XX_ML-DR-CD-000101 to 000116

P01.1 Site Clearance (Abandoned Drainage Layout)

A13WIDTC-ATK-HTS-XX-DR-CH-000001 to 000003

B Traffic Signals

A13WIDTC-ATK-HRR-XX_ML-DR-CH-0C0100001 to 000016

C01 Road Restraints

A13WIDTC-ATK-HLG-XX-DR_ML-EO-000001 to 000016

C01 Street Lighting

A13WIDTC-ATK-HSN-XX_ML-DR-CH-000001 to 000020

C01 Traffic Sign Layouts

A13WIDTC-ATK-HSN-XX_SN-DR-CH-000001 to 000025

P03.1 & P02.4 Traffic Sign Faces

A13WIDTC-ATK-ELS-XX_ML-DR-LL-000001 to 000017

P01.2 & P01.3 Landscaping

A13WIDTC-ATK-SBR-L1_ML_BN-DR-CB-010001 to 010002

P01.3 & P01.2 Orsett Cock West Bridge

A13WIDTC-ATK-SBR-L2_ML_BN-DR-CB-010001 to 010002

P01.1 Orsett Cock East Bridge

A13WIDTC-ATK-SBR-L3_SR2_BN-DR-CB-001001 to 001002

P01.6 Saffron Gardens Bridge GA

A13WIDTC-ATK-SBR-L3_SR3_BN-DR-CB-001001

P01.3 Horndon Road Bridge GA

A13WIDTC-ATK-HPV-XX_ML-DR-CH-000001-000005

P03 Pavement Layout Drawings

A13WIDTC-ATK-HSN-XX_SN-SH-CH-000001_sign schedule draft

Sign Schedule


A.2. Documents

Reference Revision/Date Title

A13WIDTC-ATK-GEN-XX_ML-RP-CH-000002

0 - 21/02/18 Road Safety Audit Brief (draft)

60486436-ACM-HML-A13_MLZ\1-RP-PM-00022

S3 A13 Widening – A128 (Orsett Cock) to A1014 (The Manorway) Road Safety Audit Response Report

60486436-ACM-VTR-A13_MLZ1-TN-TR-00001

23/06/2016 A13 Widening - Traffic Model Assessment p02

60486436-ACM-VTR-A13_MLZ1-TN-HE-00002

07/07/2016 A13 Widening – Service Areas Slip Road Provision

Intermediate Accident Report 11/09/2015 Intermediate Accident Report 01/20110 to 30/06/2015

604864-ACM-ENM-A13_MLZ1-RP-HE-0001

P02 – 22/09/16 NMU Context Report


Appendix B.

B.1. GA drawings showing the locations of problems identified at this Stage 2 RSA


Figure B-1 Problem locations shown on GA Plan 000001

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`Figure B-5 Problem locations shown on GA Plan 000005

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