Vehicle Activated Signs (VAS) Policy 2 nd Version Updated June 2008 Gloucestershire County Council policy for the prioritisation implementation and maintenance of Vehicle Activated Signs 1
Purpose of policy This policy and its subsequent updates have been established to guide Officers in the selection of sites for appropriate use of Vehicle Activated Signs (VAS) within the County. The guidance covering the installation of VAS is given in DfT Traffic Advisory Leaflet 1/03 (March 2003). Background VAS have been developed to address the problem of inappropriate speeds in locations where conventional signing and/or enforcement has not been effective. The signs are one of a range of measures that should be considered but are in addition to, and not an alternative to conventional signing. The signs appear to be effective in reducing vehicles speeds particularly those of the faster drivers who contribute disproportionably to the accident risk, without the need for enforcement such as safety cameras, or where a camera would not be cost effective or appropriate. Whilst VAS use has been recognised as beneficial both nationally and within the County, no policy currently exists in order to guide Officers on how to manage the considerable number of requests for new VAS signs. Officers are under pressure to consider many sites, particularly where Parishes or Town Councils are willing to part fund or even fully fund their installation. There is a concern that without a robust policy guiding their installation, the signs will become over used therefore have a reduced impact on drivers. This would have an effect across all sign locations and particularly in those areas where VAS signage in most justified. Indeed, study areas monitored as part of VAS trials have already indicated that the signs have a good initial benefit, but that this benefit trails off over time. The policy will therefore help officers to manage the expectations of members and parishes. VAS Policy elsewhere Considerable amounts of useful information are held on the VAS Good Practice website (www.vasuk.info). The criteria listed below are generally in line with those criteria used by other local authorities(eg Norfolk, Staffordshire, Surrey etc). DfT guidance indicates that VAS should be considered only where there is an accident problem at the site and the accidents are associated with inappropriate speeds In addition, within Gloucestershire it is also appropriate to consider The number of vehicles using the road as risk may will increase with number of users Any environmental concerns related to the site schools, community facilities, severance, vulnerable users etc. 2
Types of VAS The signs generally fall into 3 categories, 1) Speed enforcing signs that flash up an appropriate speed roundel and accompanying warning (typically SLOW DOWN) Replace with Glos County example The VAS should be located inside the limit to which the flashing roundel is associated. It is noted that particular success may be achieved by locating such signs as a reminder shortly after the terminals. However, they should not be used to effectively repeat the speed limit throughout a long section of route. 2) Signs warning of a hazard eg sharp bend, road narrows etc. These are by their nature highlighting an issue that Engineers have already deemed as a risk on the public highway, either through engineering judgement or through accident records associated with the specific location. 3) SIDS (Speed Indicating Devices) i.e. signs displaying actual vehicle speeds. These are not presently authorised road traffic signs on the Public Highway and their use is limited to highway information only. This limits their use to non-permanent signage (mobile) and to limited time periods in varied locations, generally to support a specific area based road safety campaign. SIDS do not by themselves inform motorists if they are complying with the law and do not relate to a specific hazard. The County s Road Safety Education Training and Promotion Team manage requests for these signs and will continue to work with Parishes on these types of campaigns. 3
Proposed County VAS criteria It is appropriate to set constraints on the criteria below, in order to decide if individual roads meet them: 1) Accidents the site should have an accident weighting of at least 5 within a 500m section of the proposed location, over the past 3 years. The weighting policy is detailed below: Injury accident type: Weighting Slight 1 Serious 2 Fatal 3 For example, a site with five recorded slight injuries over the past 3 years would meet this particular criteria, as would a site with one fatal and one serious. A weighting of 5 would ensure that the location has a real accident risk associated with it and not a perceived one. 2) Speeds the site should have an 85 th percentile speed above ACPO limits (Association of Chief Policy Officers), i.e. 15% of drivers would be exceeding ACPO levels (= speed limit +10% +2mph). Without a recognised speed problem there is little benefit in reinforcing the speed limit. Thresholds are 35mph (in a 30mph limit), 46 (40mph limit), 57 (50mph limit) or 68 (60mph limit). 3) Traffic flows more than 3000 vehicles per day should use the site. With low traffic flows, associated risk is likely to be reduced. 4) Environmental concerns the site should have an environmental weighting score of at least 4 within 1km of the proposed location. The weighting policy is detailed below: Environmental concern: Weighting School/College(s) 3 Community facility(s) (local shop/church 2 etc) Well used formal / informal crossing point(s) 2 Vulnerable users 2 Isolated / severed village/parish 1 For example, a village with a school and a well-used crossing point would meet this particular criteria (4 points). With no concerns recognised by officers there is a reduced need to highlight the speed limit. To allow some flexibility sites can be considered that only meet 3 out of the 4 criteria. It should be noted that there are no proposals to review the current VAS locations against the updated proposed policy. Whilst this could help to ensure good consistency across existing and future sites, it was felt that there would be little community benefit in removing a current site which key stakeholders had previously been keen to introduce. 4
Pre and post installation considerations In addition to the above criteria, officers should also go through a number of standard investigations as they would when considering any other proposed traffic management measure: a) A VAS would not be considered within 12 months of other measures within the area. This would allow the effect of these measures to have a positive impact on the traffic situation and to allow their effect to be assessed in isolation (e.g. not within 12 months of a speed limit being implemented). b) If adjacent sites are seen to be higher priority in terms of current need for a VAS. c) The proposals would need to be agreed with the Police. d) Consultation would need to be carried out with key consultees (local Members, parish council, emergency services) e) Consideration should be give to nearby homes and businesses when deciding on suitable locations as emitting light may intrude f) Consider the use of existing street furniture to support the sign and minimise visual impact. g) Consider the use of solar or wind power where appropriate. h) An exchange of information regularly take place between the County Council and the Safety Camera Partnership (SCP) to avoid duplication of effort in terms of potential VAS sites and the selection process for safety cameras i) Consideration should be given to using as standard VA signs with data collection capability, to allow ongoing monitoring of vehicle flows and speeds at VAS locations The actual locations of the signs would also be chosen in line with criteria listed in Appendix A. Trigger speeds: The trigger speed for activating the signs will need to be pre determined according to the nature of the site and the proposed VAS. Where speed roundel VAS are installed, the threshold speed should normally be 10% of the existing speed limit. This is important to allow the same degree of variance allowed by the Police, and to only act as a reenforcement to those road users who are seen to be driving in a manner likely to cause a speed related collision at the site. 5
Prioritisation A typical VAS costs around 6k - 8k depending on location, type and whether it is to be wind and solar powered. In previous years (2006-2008) a specific budget has been authorised for VAS work within the County. As of financial year 2008/09 this specific funding was withdrawn and any VAS proposals must now be put through the County s Priority Assessment Process (PAP), alongside other, countywide, integrated transport schemes. The PAP then scores and ranks the proposed schemes and a capital works programme is produced according to prioritisation. The withdrawal of specific funding means that any VAS proposed sites with now have to meet both the policy criteria and be successful in the PAP, in direct competition with not only other VAS schemes but a spectrum of other integrated transport schemes. It is the strong recommendation of this policy that a brief initial assessment of the proposed VAS location be undertaken by a County Officer (Stakeholder Manager). This short on-site assessment should provide the officer with enough information as to whether the site justifies a full assessment using the County s VAS policy. Part/Full funding of VAS from external contributor(s) Since their emergence on the County s highways, Parish and Town Councils have become increasingly keen to either part or full fund a VAS in a location of their choosing. Indeed there have also been cases of individuals wishing to personally fund VAS in certain sites. Whilst it is recognised that in may instances such contributions are key to securing funding for a VAS, it should be made known to the contributor at the earliest stage that all proposed sites, regardless of contribution will need to met the County s VAS policy criteria and be successful in the PAP. It is likely that a PAP score will improve should any particular scheme have contributions made to it from external sources (but there is no direct correlation between the amount contributed and the final ranking of the scheme). VAS in context with s106 / Planning Gain Alongside Parishes and Town Councils, it has become increasing popular for developers to suggest the implementation of a VAS as part of s106 agreement or planning gain. It is again the strong recommendation of this policy that all proposed VAS associated with new development met the current VAS policy guidance. In new build situations, the proposed development and the consequent traffic/road safety impact should be assessed as best possible against the VAS policy. 6
Maintenance of VAS At present no maintenance contract exists with a VAS supplier for the longer maintenance of the County s signs. Any identified defects should be picked up as individual items through the street lighting section of Gloucestershire Highways. A maintenance contract is being considered by officers with the expectation that this will be awarded on an annual basis, with costs to cover routine maintenance visits, call out charges and listed items for the minor maintenance of the VAS. 1. Routine inspection of equipment For information, Street lighting section periodically inspect every lighting column, lit sign etc for corrosion/ electrical cabling/ connections to ensure all is safe. I suggest we need a similar routine inspection regime to check VAS post, sign fixings, solar panels and wind turbine are secure and in good condition, electrical cabling is safe. Without this GH could be open to claims if for instance a piece of equipment became detached and injured someone. As Street Lighting team / SEC are already carrying out routine inspections of electrical assets on the network, and so already have procedures in place and the skills (electrical testing) and equipment (cherry pickers) available then I would suggest that they would be prime candidate for undertaking this role. Bill Surman tells me that he is gradually collating the location of all VAS signs in the County, which would be most useful when arranging this. 2. Responsive repair of VAS signs/ equipment that is faulty or damaged Although most of the recent signs have been manufactured by Signature, Bill Surman tells me that the earlier ones were from a variety of different manufacturers. Currently when a sign develops a fault, Bill is informed and has to arrange a repair by whatever means he can. Various alternative ways of dealing with responsive repairs have been suggested including: Variation to SEC contract to include maintenance of VAS signs Adding maintenance of VAS signs to traffic signal contract Separate VAS maintenance contract with Signature. Each has pros and cons. I suggest that Bill Surman would be able to give a good indication of the issues involved to enable an appropriate, formal method of responsive repairs to be adopted. 7
Appendix A Siting of signs List of Criteria to be considered when locating VAS 1) The edge distance, i.e. the distance between the edge of the carriageway and the edge of the sign face nearest the carriageway to be not less than 0.75m 2) The mounting height ie. the height of the lowest edge of the sign above the verge / footway to be not less than 2.15m 3) The sign to be sited so as not to obstruct visibility from side roads / accesses 4) Care should be taken if siting on the inside of a bend so that forward visibility around the bend is not further obstructed. 5) The sign should not be visually intrusive from widows of adjoining properties. 6) There must be no conflict with other signs within the immediate vicinity. In other words, existing signs should not be obscured. 7) Care to be taken to avoid unnecessary visual intrusion into the general landscape. 8) It is preferable not to site a sign under an overhanging tree / hedge. 9) The sign must be clearly visible to approaching traffic. 10) The sign should not overhang the existing highway boundary without the adjoining owners consent. 11) Signs shall not replace permanent signage (regulatory and in case of power failure). 12) Signs to be suited where risk of vandalism is minimal. 13) Vegetation in advance of the sign should be checked to reduce risk of obscuring the sign in the future. 14) Appropriate maintenance of the sign needs to be organised. 15) All VAS should be compliant with the national Traffic Signs Regulations and General Directions (TSRGD 2002) 16) Where possible, the use of an existing lamp column should be considered in order to reduce street clutter. However a check should be made on the type of electricity supply to the column. 8