Roads and Horses

Roads and Horses.

How the two can go together more safely.

The Low Weald Bridleway Action Group
Some straightforward design and maintenance advice for Highway Engineers

‘Think Equestrian’

Why concern for the equestrian is important:

· Horse riding plays a very important part in the economic well-being of the countryside, a benefit which in East Sussex alone can be counted in the tens of millions of pounds. Several businesses, mostly local, depend on the availability of safe riding for our riders.

· Horse riding is not just a pastime of the rich or the county-dweller. It is undertaken by all walks of life and gives access to the countryside for many many townspeople, including the disabled.

· Horse riding in our area is substantially more popular than rambling or cycling, amounting to about 200 rides-out per week per parish

· Horse riding is a sport that is very valuable in contributing to the health of our local population. It can be participated in by those of all ages and fitness and background, more so than even walking or cycling.

· Horse riding does not impact in a negative way on others or have any environmental downside.

· Horse riding on our roads and bridleways has been severely impacted upon by the growth and speed of traffic, with a consequential loss to our health and to the local economy.

· Our recent small survey showed that amongst 91 local riders there had been 29 very serious road accidents!

How can matters be improved?

Chapter 1. A Safer Road Crossing at grade. The slightest alteration to to a trunk road at a BR exit, even the placing of a small new direction sign, means that this exit cannot be left as is but must follow strict guidelines.
DfT Design Manual TA 91/05 and DfT 90/05 give road crossing design advice.
Pegasus crossings (link to DfT Advisory Leaflet) must be the aim, but until then the following must be put in place without delay).
The Bitish Horse Society also gives some advice on installation of Pegasus Crossings
Most of the following is advice from DfT for Trunk roads, but can apply equally usefully to other busy/fast roads

This advice is gathered from years of experience of a number of riders, and from DfT's , HA2005b, LTN195, TA57/87, LTN295, TA 90/05, TA 91/05, HD 42/05, TAL 3/03,and other Dft advice re verges, slippery surfaces.

Basics of horse behaviour for Highways engineers to be aware of:
From TA 91/05, Ch2, para2.16
Horses can be unpredictable animals that require appropriately designed facilities and firm control from their rider, to ensure that both rider and horse remain safe. In particular, horses often cannot be held by their riders at the road edge without encroaching on the carriageway. When crossing the carriageway, a horse can be startled or become impatient if waiting for long periods. They may also suddenly stop.

· It is important to recognise that the reaction of horses is not predictable and that when startled or upset they may act defensively or try to take flight, which can make control difficult for the rider.

· Unlike a car which can stop at the kerb, wait for minutes for a gap in the traffic and then shoot across, horses will not stand still like that. They cannot wait at the kerb inches from traffic, and the longer they have to stand the more restless they become.

· If the rider can confidently keep forward momentum rather than stop and wait the horse is less likely to cause trouble.

·For these reasons visibility requirements are much more than for a motorist. The standard thinking time should be doubled when calculating the safe breaking distance as the unpredicable behaviour of horses is unfamiliar to most motorists, and add into the equation the very few seconds standing time that a horse will be capable of and that drivers don’t always slow down or move over when they see a horse.

Riding up to the crossing.

· This must be clear and uncluttered with street furniture (unlike the 57 signs at Hempstead Lane crossing) and anything ‘spooky’.

· If a bridleway then it should be kept trimmed back to its full possible width, not ‘a hole in the hedge’

· The final 20m should be at right angles to the road.

The crossing

avoid excessive use of large road markings on the carriageway or crossing, which can disturb horses;

Road surface must be maintained as non-slip.

staggered crossings are not advised for equestrians; where a diagonal or staggered crossing is essential, maybe because of poor visibility, ensure the best route to take is clearly marked for rider, and motorist.

Direction signs must not be placed to obstruct or to obscure view, better a lost driver than a dead rider. Equestrians design needs must always take priority over that of motorists.

Horse Crossing warning signs must be placed at a distance suited to the traffic speed and should have priority over direction and other signs. Lighting for these is not normally needed as no rider should be out on the road after dusk.

Visibility:
Read TA 90/05, para 3.15 table 3.4

When considering visibility requirements and sightline for riders increase eye height to between 1.5m to 2.7m (Highways Agency 2005b) Take especial note that the sight triangle required is very different to that for motorists, so study above table 3.4.

There must be a clear view up the road in both directions as the rider approaches so that both horse and rider, and car driver, are aware of what is coming before they get within 5m of the roadside. A truck in good conditions travelling at 60mph will take at least 93m to stop, but as the unpredicable behaviour of horses is unfamiliar to most motorists you must give extra time. Check table 3.4 this gives the regulation sightline distances, for instance at a 60mph road sightline should be 345m

If this cannot be done then at the very least the verge and hedges must be kept trimmed back hard for as long a distance as is needed to give maximum possible visibility, and a safety barrier or coral should be erected.

Waiting to Go:

There must be enough level safe verge to accommodate the horse(s) at the crossing, if possible at least 6m x5m, without manhole covers, gullies, ditches, etc. Even the best horses will get excited if asked to wait so must have adequate space for control.

A barrier should be erected at the side of the road for the horse to wait behind, (especially if visibility is under 200m or very heavy and fast traffic), similar to a school or pedestrian safety railing. This must be 1.2m high and 5m long. If space allows it should be at least an L shaped coral. Every bridleway exit onto a road must have safety railings in front, just as you would for a school exit. This can also save lives by slowing a bolting or loose horse, and if possible should be a double dog-leg. A bolting horse could be travelling at 30mph! It is essential that the rail height must be sufficient that a horse will not be tempted to jump over if out of control.

Refuges are required where equestrian routes cross roads at grade. The Geometric Design of Pedestrian, Cycle and Equestrian Routes (The Highways Agency 2005b) specifies a grassy area measuring 5 x 10 metres. Two L-shaped fences or barriers are set opposite each other to create a dogleg in the bridle path, slowing horses before they reach the waiting area. Fence segments will guide riders and make the refuge more noticeable to other users. Even when installed the guidelines are often not followed as the reason for them is not understood.

(diagram courtesy of Highways Agency .On many existing roads the barriers may need to be closer to the kerb.

When refuges are necessary in medians between multiple lanes of traffic, the designated size is 5 x 3 metres.

Structures associated with equestrian routes, such as bridle gates must be placed at least 4 metres from the road. (We would advise at least 6m).

Unfortunately this requirement for waiting areas has been ignored by most Highway Authorities, even on new trunk roads.

Maintenance:

One Team should be responsible for maintenance of the entire exit. Responsibilities must be defined and a very strict routine for verge/hedge trimming must be put in place and adhered to. It must not be a case of passing the buck between RoW and Highways!

Cost:

None of the above will cost more than a pittance so lack of funds should not be an excuse for inaction.

Action:

On Health & Safety grounds there should be an immediate inspection and review of all bridleway exits onto roads of any sort. In addition enquiries must be made locally to find out any other sites where riders need improvements on road crossings. The cost of one more life will greatly exceed any expenditure on safety.

An example of a lethal crossing:

A22 Dicker East Sussex. Exit of BOAT 61 crossing the A22 to Nash Street.

According to TA 90/05, para 3.15 table 3.4 regulations state that if this were a trunk road the rider here should be able to see at least 345m up the road, not 60!

A very fast, very busy, and very straight road.

Visibility splay at present is 2:60 due to neglect of verges.

The horse’s head is 3m from the kerb before the rider can see 60m up the road. Traffic at 50/80mph equals lethal.

A truck in good conditions travelling at 60mph will take at least 93m to stop, even in good conditions, so that is one more dead rider .

With some verge cutting the visibilityat this crossing would be 6:800

Minor road exits appear to have 20:60 sight triangles

BR’s onto a 60mph main road need 5:345 at 2.7m high, failing this or in addition, there should be at least an L barrier.

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feel free to copy. Revision March 2010