2.

FEASIBILITY HIGHWAY DESIGN

2.1 Introduction
2.1.1 The purpose of this chapter is to present the highway design associated with each alignment
option. It should be noted that the designs presented in this report are developed to the
feasibility level of detail. More detailed design, which is outside the scope of this study, will
be required to further develop the scheme proposals.

2.1.2 Figure 2 provides an overview of the horizontal alignments of the proposed realignment
options. The identification of these alignments is based on both information included within
the previous A29 Realignment Viability Study together with technical information provided
by consultants WYG who are acting on behalf of the CCE (and propose a specific alignment as
part of the emerging masterplan for the area).

2.1.3 The proposed road will provide a good quality route with improved journey time reliability
for the north/south movement of people and goods between the A27 and Bognor Regis. The
road includes a new bridge over the railway line, enabling traffic to avoid the Woodgate level
crossing and subsequently encouraging drivers to divert from the existing A29, providing
traffic relief for the villages of Woodgate, Westergate and Eastergate.

2.1.4 The road will also provide necessary highway infrastructure to enable the development of
strategic housing sites in the local area. As such its function will also be to act as a primary
distributor for local development traffic, enabling access to development via new local link
roads, which will connect off the new road in the future.

2.1.5 Details of the horizontal alignment design together with the proposed vertical alignment
along the route are included in Appendix B.

2.2 Highway Design (Horizontal and Vertical Alignment)

2.2.1 With the proposed local development it is recognised that the road is likely to become a
route through a built up area with appropriate junctions on the route providing access points
to the new development. Therefore the road standard has been based on an Urban All-
purpose 2 (UAP2) road type in accordance with DMRB standards1. A UAP2 is a road within a
built up area with a speed limit up to 40 mph for a single carriageway road. This road type
will include features such as access to roadside development, side roads, restricted parking
and loading, at grade pedestrian crossings and bus stops at the kerbside.

2.2.2 In terms of carriageway width, Table 2 within TA79/99 indicates that a UAP2 road with 7.3
metre wide carriageway has a link capacity of up to 1,470 vehicles, one-way during a one
hour peak period. This is based on a 60%/40% directional split in the flow with the one way
flows representing the busiest 60% traffic flow figure.

2.2.3 Later in this report, Chapter 4 describes the traffic impact assessment carried out for this
study. The findings of this impact assessment will highlight that the two way traffic flows on
the new route are forecast, in 2031 to be up around 1,750 vehicles during the 08:00 to 09:00
morning peak period. Given that 60% of 1,750 is 1,050 trips it is anticipated that a 7.3 metre

1
DfT Design Manual for Roads and Bridges (DMRB) TA79/99 Volume 5, Section 1, Part 3, Table 1

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 carriageway wide UAP2 type road will provide sufficient link capacity for the new route in the
future, taking into account general traffic background growth and traffic growth from local
developments.

2.2.4 The new road has therefore been designed as a UAP2 with the carriageway width being a
standard 7.3 metres along the entire section of the route.

2.2.5 Given the road will also act as a development enabling road and be designed as a UAP2, the
alignment options have been based on a design speed of 70A2 (40 mph or 64 kph). This will
provide an appropriate level of road safety for the new route and enable junctions to be
incorporated into the alignment which provide access to development. A UAP2 also allows
for some frontage activity with access to residential properties.

2.2.6 The existing site levels have been taken from Environment Agency LiDAR data and have been
used to generate the vertical alignment. It should be noted that a full topographical survey
will be required at detailed design stage.

2.2.7 Some sections of the new road alignment pass through areas of either flood zones 2 or 3.
The vertical alignment design takes this into account by raising the level of the road along
these relevant sections by a nominal 1 metre. Further work will be required at detailed
design stage, including detailed flood modelling, to develop a detailed understanding of the
road height to mitigate the extent of any potential flooding of the road in the future.

2.2.8 Given the relatively early stage in the design process it is recognised that drainage
assessment work will be required at more detailed design stage. In particular this additional
work will need to review the location and nature of existing watercourses, ditches, culverts
and the level of additional flow into the drainage system that can be accommodated.

2.3 Highway Junctions

2.3.1 New highway junctions will be required to re-connect the new route alignment back into the
existing highway network on to Barnham Road, A29 Fontwell Avenue, A29 Lidsey Road and
A29 Shripney Road. The layout for these junctions has been based on highway design
information provided for this study by the CCE.

2.3.2 The traffic impact assessment carried out for this study, included in chapter 4 of this report,
reviews these junctions from a traffic capacity perspective to ascertain whether the junction
layouts are appropriate given the future traffic flows predicted.

2.4 Pedestrians and cyclists

2.4.1 The design of the route includes a shared cycle/pedestrian path on the western side of the
road for its entire length. Where the route intersects existing roads and public rights of way,
suitable crossing facilities have been provided.

2.4.2 Given the relatively early stage in the design process, these pedestrian and cycle facilities are
based on indicative designs. Further work will be required to develop these facilities as part
of the scheme more detailed design stage.

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TD9/93 DfT,DMRB, Volume 6 Road Geometry, Section 1 Links, Part 1 Highway Link Design

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2.5 Road Alignment Options General Overview

Alignment Option D (Standalone scheme)

2.5.1 Figure 3 shows the Option D alignment as a standalone scheme. The alignment is based on
the route identified by the CCE, although this study has revised the roads southern section
to enable the route to tie into the existing A29 at the required location.
Figure 3. Overview of Option D as Standalone Scheme

2.5.2 Route D is approximately 2,550 metres in length and is connected to the existing local
highway at the northern end via a new roundabout on B2233 Barnham Road and at the
southern end via a new roundabout on the existing A29 just north of Lidsey.

2.5.3 A bridge is proposed in order for the alignment to cross the existing railway line which bisects
the road approximately midway along the route. The A29 Woodgate Study carried out by
consultants Parsons Brinkerhoff in 2012 described within section 7.4 of their report, design
considerations for the bridge. Whilst the bridge location for this new alignment is slightly

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 different to the proposals within the A29 Woodgate Study, the principals of the design are
similar.

2.5.4 There are also two proposed roundabouts along the route, located on the northern and
southern sides of the railway line. For the purpose of this study the location of these
roundabout junctions is indicative, with their exact location subject to masterplan layout
proposals that will come forward in the future as part of the adjacent strategic housing
development sites. The junctions are however positioned on the route so they are not
affected by the increase in ground levels required for the bridge to cross the railway line.

2.5.5 An approximate 100 metre section of the horizontal alignment for route D, around 70 metres
south of the new junction on Barnham Road is based on a 360 metre radius. This size of
radius is the desirable minimum as stated within table 3 of the DMRB Volume 6 Section 1
Part 1 (TD9/93).

2.5.6 Further details on the horizontal alignment design together with the proposed vertical
alignment along the route are included in Appendix B within this report.

Alignment Option D with Northern Tie-in (Route 6) and Southern Tie-in (Route 12)

2.5.7 Figure 4 shows the road alignment applicable with the full route option with alignment D
together with the northern (Route 6) and southern (Route 12) tie-ins.

2.5.8 Route alignment D and southern extension route 12 are based on alignments identified by
consultants WYG acting behalf of the CCE, while northern extension route 6 was previously
identified within the A29 Realignment Viability Study.

2.5.9 The total length of the route is approximately 4,340 metres, broken down into 1,250 metres
for route section 6 and 3,090 metres for D and 12.

2.5.10 At the northern end of the route the road is connected to the existing A29 via a proposed
roundabout just south of its junction with Eastergate Lane. At the southern end of the route
the alignment is connected on to the existing A29 via a proposed roundabout located south
of the Lidsey bends.

2.5.11 Two sections of the horizontal alignment for route 6 have a radius of 360 metres, which is
the desirable minimum. One section is approximately 90 metres in length, 30 metres north
of the new Barnham Road junction and the other section is around 500 metres in length, 450
metres south of the new junction connection on to the existing A29.

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 Figure 4. Overview of Option D with Northern Tie-in (route 6) and Southern Tie-in (Route 12)

2.6 Feasibility Road Safety Review

2.6.1 A Feasibility Road Safety Review (RSR) was carried out for the alignment by an independent
team at SYSTRA Ltd.

2.6.2 The review, which is included in Appendix C, did not identify any major issues that cannot be
resolved at the next stage in the scheme development where more detail will be provided on
the highway design, alignment and junction layouts.

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2.6.3 The RSR suggest that a preliminary design is prepared that includes: appropriate highway
cross sections, all traffic movements, splitter and channelization islands and the positions of
important road markings (i.e. give-way and yield lines, centre lines and lane lines).

2.6.4 It is recommended that a future Stage 1 and Stage 2 Road Safety Audit is undertaken on
completion of preliminary and detailed design respectively.

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