DOCSLIB.ORG

Integrated Traffic Management at Junction 33 of the M1 Evaluation Report

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Integrated Traffic Management at Junction 33 of the M1 Evaluation Report Integrated Traffic Management at Junction 33 of the M1 Evaluation Report Integrated Traffic Management at Junction 33 of the M1 Evaluation Report JOB NUMBER: 5035805 DOCUMENT REF: 5035805 04 02 022 Evaluation Report. 03 Initial Issue KA Butler JJ Steed SR Fradd JJ Steed July 08 02 Draft for HA Approval KA Butler - JJ Steed JJ Steed June 08 01 Draft for HA Comment KA Butler A Maher / PA JJ Steed JJ Steed May 08 Leach Originated Checked Reviewed Authorised Date Revision Purpose Description INTEGRATED TRAFFIC MANAGEMENT AT JUNCTION 33 OF THE M1 Evaluation Report Contents Section Page Executive Summary iv 1. Introduction 1 1.1 Evaluation Area 2 1.2 Evaluation Goals and Aims 2 1.3 Evaluation Scenarios 3 2. Evaluation Method 5 2.1 Periodicity and Data Selection 5 2.2 Motorway (MIDAS) Data 6 2.3 Journey Time Data 7 2.4 Automatic Traffic Counter (ATC) Data 9 2.5 Ramp Metering and Traffic Controller Data 10 2.6 Incident and Weather Data 10 2.7 Incident Data 10 2.8 HANET data 11 3. Relevant Events and Evaluation Timeline 12 3.1 Major and Long-term Events during ITM Evaluation 12 3.2 Evaluation Timeline 13 4. Data Analysis - ITM Activation 15 4.1 Traffic Trends in Evaluation Area 15 4.2 Journey Time through Junction 33 15 4.3 Volume on the Local Road Network 18 4.4 Journey Time Data 18 4.5 Impact of ITM on the Motorway Southbound Carriageway 26 4.6 Improvements to the Mainline Flow 28 4.7 Cost Benefit Analysis 29 4.8 Benefits 31 5. Conclusions 34 5.1 Introduction 34 5.2 Journey Time Savings 34 5.3 Stakeholder Involvement 35 5.4 Technology 35 i 5035805.04.02.022 Evaluation Report V03 30Jul08.doc INTEGRATED TRAFFIC MANAGEMENT AT JUNCTION 33 OF THE M1 Evaluation Report 5.5 Recommendation 36 Glossary 37 Appendix A – Statistical Tools 38 Appendix B – ATC Volume Charts 44 Appendix C – Journey Time Histograms 49 Appendix D – Traffic Signal Controller Configuration 78 Appendix E – Scenario A Traffic Trends 81 Appendix F - Lessons Learnt Report 89 1. Introduction 89 1.1 Purpose 89 1.2 Governance 89 1.3 Background 89 2. Lessons Learnt 90 2.1 The Steering Group 90 2.2 Project Issues 90 ii 5035805.04.02.022 Evaluation Report V03 30Jul08.doc INTEGRATED TRAFFIC MANAGEMENT AT JUNCTION 33 OF THE M1 Evaluation Report List of Tables Table 2.1 – ANPR Link Details 7 Table 2.2 – Implications of Parameter Value Change for Journey Times 9 Table 3.1 – Evaluation Timeline 14 Table 4.1 – Journey Time Analysis 20 Table 4.2 – Weighted Averages 24 Table 4.3 – Ramp Metering Evaluation Results 27 Table 4.4 – ITM Costs 30 Table 4.5 – Indicative Benefits 32 List of Figures Figure 1.1 – ITM Evaluation Area 2 Figure 2.1 – Data Validity Flow Diagram 6 Figure 2.2 – ANPR Camera Locations 7 Figure 2.3 – ATC Locations 9 Figure 3.1 – ITM Project Timeline 13 Figure 4.1 – Comparison of Average Journey Time Northbound 16 Figure 4.2 – Comparison of Average Journey Time Southbound 17 iii 5035805.04.02.022 Evaluation Report V03 30Jul08.doc INTEGRATED TRAFFIC MANAGEMENT AT JUNCTION 33 OF THE M1 Evaluation Report Executive Summary Integrated Traffic Management (ITM) requires the commitment of both the local authorities and the Highways Agency to seek improvements in traffic management at the boundary of the motorway and the all-purpose road network. The technical approach integrates the operation of ramp metering with the operation of the adjacent traffic signal controller to better manage the combined network. However, ITM also includes other improvements delivered through a combined and equitable approach to network improvement by all parties As such, integration applies not only to the technical aspects of the project but the institutional integration necessary to achieve the desired objective. The holistic approach to implementing ITM at a pilot site, Junction 33 of the M1 near Sheffield and Rotherham has been successful. Benefits have been demonstrated on both the motorway and local road network. Critical to the successful operation of ramp metering is the management of the queues generated on the slip road. Local authorities are naturally concerned that queues should not extend beyond the end of the slip road. At Junction 33, the traffic signals were configured to operate more efficiently and also to respond to data messages derived at the ramp metering controller indicating the extent of measured queue lengths on the metered slip road. The practical application of ITM is to adjust incrementally the flow arrival rate of traffic at the slip road to manageable platoon sizes. Ramp metering only operates in the evening peak period when it is needed but improvements to the local signals provide benefits throughout the day. Ramp metering was installed on the southbound motorway entry slip road of the M1 at Junction 33 in early 2007. In an independent evaluation1 of ramp metering operation in September 2007, journey times on the southbound motorway carriageway improved with a saving in evening peak journey times of 9.1%. This benefit was reassessed following ITM switch-on and the measured journey time saving was 14.7% compared to the state before ramp metering was introduced. Whilst some of this benefit may be attributed to ITM, some of the measured benefit could be attributed to other changes in the motorway network. Journey times on the local road network have decreased since the introduction of ITM. The overall weighted average journey time saving over a 24 hour period for traffic on the local road network was 8.7%. During the peak evening period when ramp metering and ITM were operating, this figure improves the journey time saving to 9.8%. These results indicate that the local roads and the motorway traffic both benefit from the introduction of ITM. One would expect an element of queue redistribution and thus some delay penalty to one type of user over the other. The positive results may be explained by the considerable effort that went into validating the traffic signals and recalibrating the ramp metering to allow for the introduction of the ITM link between the two systems. Improvements in these individual systems have attributed to much of the benefit measured. The ITM approach of cooperative working also delivered a number of other qualitative benefits such as an improved maintenance regime; improved road markings; and, a legacy from the evaluation exercise of permanent real time motorway data and video surveillance of 1 “Ramp Metering Operational Assessment” March 2008, Atkins document number 5063147_04_02_027 Issue 4 iv 5035805.04.02.022 Evaluation Report V03 30Jul08.doc INTEGRATED TRAFFIC MANAGEMENT AT JUNCTION 33 OF THE M1 Evaluation Report the junction available to the local authority. Other improvements are planned to use this data to influence traffic flows further from the immediate network around Junction 33. The original intention of the pilot was to evaluate ITM with MOVA, a dynamic traffic control strategy. However, protracted local planning issues outside the control of this project precluded this. Had the traffic signal controller been operating MOVA, the traffic arrival rate at the metered stop line would tend to be more variable. Fixed time plans operating at Junction 33, do not allow sufficient variability for the ITM control loop to influence the behaviour of the signals in the same way that might be expected if a more variable traffic control strategy were operating. It is therefore a recommendation of this report that ITM should be trialled on a similar network operating the dynamic traffic signal control strategy. During the course of the project great emphasis was placed on cooperative working between the various stakeholders which as a whole has contributed to the success of the ITM Pilot Project. v 5035805.04.02.022 Evaluation Report V03 30Jul08.doc INTEGRATED TRAFFIC MANAGEMENT AT JUNCTION 33 OF THE M1 Evaluation Report 1. Introduction The primary objectives of the Highways Agency and the other highway authorities often conflict. The Agency aims to provide an efficient highway network for longer distance travellers and freight whilst the local authorities look to cater for local residents and businesses. This conflict of interest is most apparent at the interface of the two networks. A range of traffic management techniques are used to optimise the capacity of the strategic network. One such technique is ramp metering. By metering the rate at which traffic joins the main carriageway from a slip road at a junction the mainline flow remains stable and less congested. Whilst there is a slight additional delay to traffic on the slip road itself, this is more than offset by the maintenance of steady and stable traffic flows achieved on the main carriageway2. This consequently provides benefits to both the strategic and local road networks. However, the success of ramp metering is sometimes limited by the capacity of the slip road to ‘store’ the metered traffic Integrated Traffic Management (ITM) seeks to address this issue by: “the integrated application of existing traffic management techniques on national strategic routes and the associated network corridor of adjacent roads and interchanges to manage access to, and from, the strategic route network by optimising vehicle delay in the combined strategic and local road network”.3 ITM, as implemented at M1 Junction 33, has sought to integrate the traffic signal control of the all-purpose network directly to the ramp metering of the southbound access slip road to the M1 main carriageway. At its inception, ITM was expected to provide additional ‘storage’ capacity at the junction to enable the more efficient use of ramp metering.
Load more

Recommended publications
  • Planning Applications for Determination Report By
    Planning Committee Date 14 December 2016 Subject: Planning applications for determination Report by: Chief Operating Officer Contact Officer: Mark Sturgess Chief Operating Officer [email protected] 01427 676687 Purpose / Summary: The report contains details of planning applications that require determination by the committee together with appropriate appendices. RECOMMENDATION(S): Each item has its own recommendation 1 IMPLICATIONS Legal: None arising from this report. Financial : None arising from this report. Staffing : None arising from this report. Equality and Diversity including Human Rights : The planning applications have been considered against Human Rights implications especially with regard to Article 8 – right to respect for private and family life and Protocol 1, Article 1 – protection of property and balancing the public interest and well-being of the community within these rights. Risk Assessment : None arising from this report. Climate Related Risks and Opportunities : None arising from this report. Title and Location of any Background Papers used in the preparation of this report: Are detailed in each individual item Call in and Urgency: Is the decision one which Rule 14.7 of the Scrutiny Procedure Rules apply? i.e. is the report exempt from being called in due to Yes No x urgency (in consultation with C&I chairman) Key Decision: A matter which affects two or more wards, or has Yes No x significant financial implications 2 Officers Report Planning Application No: 134990 PROPOSAL: Planning application for
    [Show full text]
  • Hemswell Cliff Parish Council Action Plan 2019-2020
    Document History: Adopted on 8 May 2017 Last reviewed: May 2019 Hemswell Cliff Parish Council Action Plan 2019-2020 1 Overview of the Parish Hemswell Cliff is a great place to live. We have an excellent school, a lovely rural setting and a thriving business community. Hemswell Cliff is a village and civil parish in the West Lindsey district of Lincolnshire, England. It is situated on the A631 road between Caenby Corner and Gainsborough and on the Lincoln Cliff escarpment. Within the Parish is the hamlet of Spital-in- theStreet, the village centred round the former RAF base. According to the 2001 Census it had a population of 683, in 2011 the population had risen 794. RAF Hemswell was located on the site from 1937 until it closed in 1967. Hemswell Cliff Primary School is in the village. The airfield site was subsequently redeveloped into a private trading estate and the RAF married quarters into a residential area which became a newly created civil parish of Hemswell Cliff. By mid-2008 there was no longer RAF presence on the site, which became entirely civilian. The site's old H-Block buildings contain an antique centre, shops, a garden centre, hairdresser, used book shop and cafés. A large recycling plant and grain processing facility are also located on the site. The Parish also has number of farms operating within it as well as a large amount of high quality farming land. Hemswell Cliff Parish Council Action Plan Hemswell Cliff Parish Council strives to work on behalf of parishioners on the issues that matter to the village.
    [Show full text]
  • Starks Lane North Willingham LN8 3RA £240,000 Freehold Detached
    Starks Lane Detached Bungalow. Rural location. North Willingham 3 Bedrooms. LN8 3RA conservatory. Single garage. £240,000 Bath and shower. Freehold Summer house Location The property is situated in the village of North Willingham which lies on the western fringes of the Lincolnshire Wolds an Area of Outstanding Natural Beauty, the nearby market town of Market Rasen offers a range of facilities to include shops, schools and banking facilities, golf course and Lincolnshires only racecourse. Port of Grimsby and the historic city of Lincoln are within commuting distance. Directions From Market Rasen take the A631 road east towards Louth, proceed into North Willingham and turn right (please take care whilst turning) onto Starks Lane where the property can be found on the right hand side at the end of the lane. Accommodation Main Entrance Via part glazed Upvc wood effect main entrance door with Georgian bar and matching side panels leading into "L" shaped entrance hall. "L" shaped Entrance Hall Loft access, twin ceiling lights, smoke alarm, coving to the ceiling, wall mounted storage heater, single door to built in storage cupboard incorporating shelving, single door built in airing cupboard housing the hot water cylinder and immersion heating having linen shelving, doors to all other rooms. "L" shaped through Lounge 17.65' x 11.75' Upvc double glazed bow window to the front elevation, Upvc double glazed window to the side elevation, brick and terracotta fireplace with inset sun binds having ceiling light and fan, wooden LPG black and gold gas fire, television and flooring. telephone points, wall mounted storage heater, triple wall lights, ceiling light, coving to the ceiling, open archway through to the dining room.
    [Show full text]
  • RIVER TRENT and the TRENT and MERSEY CANAL
    RIVER TRENT and the TRENT AND MERSEY CANAL The River Trent rises near Biddulph Moor in Staffordshire and flows through that county and the counties of Derbyshire, Leicestershire, Nottinghamshire, Lincolnshire and finally, after 168 miles, Humberside. It ends at Trent Falls and its confluence with the Rivers Ouse and Humber. The Trent is our third longest river. Its principal tributaries being; the rivers Sow, Tame, Dove, Derwent, Erewash, Soar and Idle, all of which are canoeable. The River Trent is known to be practicable from Trentham Park, except in dry spells, but the usual starting place for "the 100 mile" is either from Stone on the Trent or Penkridge on the River Penk, then into the River Sow joining the Trent at Haywood. The Trent and Mersey Canal runs parallel for much of its length, and provides an alternative route. River Grading: 1 - 2 Water Authorities: River Trent - Severn-Trent Canal - B.W.B. A B.W.B. licence (free to BCU members) is needed for both river and canal Ordnance Survey Sheet No. 127, Landranger Series. River - Miles from Trentham Park Canal - Miles to Derwent Mouth 0 Trentham Park 50 Meaford Lock Flight 1.5 Strongford Bridge A34 2.75 Road Bridge 48 Stone Lock Flight 5.75 Meaford Bridge A34 7 Stone Bypass Bridge A34, followed by railway bridge 7.75 Walton Bridge Stafford/Stone Canoe Club, PH & Shops 9.5 Aston Bridge 46.5 Aston Lock 44.5 Sandon Lock 13.25 Sandon Bridge 13.75 Concrete Cill on left channel, use right 14.5 Casey Bridge, salt 16 Weston Road Bridge, shallows 42.5 Weston Lock 17.25 Road Bridge 18.5 Road Bridge with Weir under, inspect 19.25 Hoomill Bridge 20 Staffs & Worcs.
    [Show full text]
  • Westlands Auckley
    Westlands Auckley A superb collection of 3, 4 & 5 bedroom homes 167 166 154 188 168 Other developer 169 165 185 155 170 153 187 169 184 169 183 171 170 186 170 164 186 156 152 151 182 181 172 152 180 157 151 179 162 163 50 173 158 162 50 174 161 49 173 147 178 173 160 Other developer 174 177 174 175 48 51 176 159 52 175 47 146 45 148 57 57 145 46 53 58 149 44 58 144 46 43 54 150 42 143 41 55 142 40 56 141 44 39 12 44 12 43 38 57 59 13 43 37 58 62 11 13 36 60 14 35 71 62 14 34 15 70 15 69 61 10 40 40 39 39 68 63 13 38 38 37 37 67 9 14 15 64 Public Open Space 17 31 31 30 32 32 34 70 16 29 16 34 71 70 30 8 29 35 71 65 Play area 28 18 69 69 28 33 33 36 36 35 7 33 6 19 26 27 72 72 72 225 27 32 26 31 73 73 73 25 66 20 30 74 74 5 24 74 75 24 29 75 28 75 27 122 26 79 77 77 78 78 79 25 4 20 124124 21 24 76 76 23 118 3 121 21 122 124 123 119 120 127 126 125 118 77 78 79 130 129 128 Hello. 76 123 2 22 117 114 130 115 115 114 You’ll find our 136 137 140 80 131 134 135 showhomes and sales 1 139 116 office right here 1 1 1 132 81 138 133 138 137137 82 133 134134135135 136136 82 82 113 83 83 83 84 84 84 102102103103 Welcome to 98 98 99 99 85 85 85 vp 113 111 112 86 96 109 108 104 105 110 101 102 103 97 98 99 100 87 96 106 110 Westlands 95 93 107 88 94 92 91 90 89 95 Nestled in the village of Auckley on the 88 outskirts of Doncaster, Westlands offers a 90 superb choice of 3, 4 and 5 bedroom homes 89 in a range of designs tailored to suit any lifestyle.
    [Show full text]
  • The Banks Waverley
    The Banks Waverley A superb collection of 3, 4 & 5 bedroom homes Cressbrook Road Development by Harron Homes 2 1 2 3 Hello. 3 You’ll find our 2 showhomes and sales 3 4 5 11 office right here 17 89 67 17 10 6 66 9 65 64 7 88 18 * 63 *** 62 61 18 11 1111 *** 65 10 60 1100 66 Ashover Croft 19 9 59 66 56 9 8 58 56 20 19 57 1212 64 55 1212 BaslowBBasBaaasaslo Place 62 20 slslosslowloloow Bakewell Gardens 64 *ah 1313 w PPla 63 555 21 13 PlacePlaPlacPPllaaceaca 87 *ah cee 63 61 21 12 61 56 68 60 20 13 60 1144 70 59 55 *ah 70 21 86 *ah 69 71 58 71 57 72 57 1166 72 1414 85 73 54 14 93 73 68 *ah 74 93 *ah 52 25 Tideswell Walk 69 52 25 15 16 92 91 51 53 24 1515 70 90 75 51 24 71 2255 84 72 52 2323 83 73 24 76 51 Hassop Court 82 49 92 81 49 91 50 26 Wensley Road 91 80 22 2233 27 48 90 79 48 26 26 29 Peak Dale Drive 2727 84 49 2277 30 84 77 2288 83 41 83 78 42 22 82 77 48 94 28 81 28 80 47 29 Calver Way 80 94 29 79 43 30 Tideswell Walk 79 30 46 41 78 41 45 42 204 44 42 31 203 32 221 201 Development by Barratt Homes 33 206 220 202 34 206 219 205 Ashbourne Way 35 218 208 206 209 201 210 201 36 217 202 207 202 216 37 211 5 bedroom homes 4 bedroom homes 4 bedroom homes 215 Development by 208 Harron Homes 38 214 208 209 279 209 278 213 39 210 279 210 278 278 The Wilton The Bradenham The Shelford 223 211 40 223 211 5 bedroom 4 bedroom 4 bedroom 212 279 280 Welcome to 223 225 225 detached home detached home detached home 226 226 222 227 227 Plots: 17, 31, 32, Plots: 47, 50, 53, 54, Plots: 18, 43, 44 228 228 284 229 34, 37 74, 76, 203, 224, 259, 229 284 224
    [Show full text]
  • Publication Sites & Policies Detailed Green Belt Review March 2016
    Publication Sites & Policies Detailed Green Belt Review March 2016 www.rotherham.gov.uk 1 Contents Part 1 ............................................................................................................................................................ 3 1. Introduction ........................................................................................................................................ 3 2. Strategic Green Belt Review : Summary of Methodology ................................................................... 3 3. Detailed Green Belt Review Methodology .......................................................................................... 7 Part 2 – Site Assessment (including Boundary Assessment) ...................................................................... 10 Part 3 – Site Assessment : Thorpe Hesley and former Maltby Colliery ..................................................... 221 Appendix 1 : Criteria to assess parcels against Green Belt purposes 1-4 ................................................. 236 Appendix 2 : Historical Boundary Anomalies ............................................................................................ 238 Appendix 3 : Summary of Results from Strategic Green Belt Review ....................................................... 242 2 Part 1 1. Introduction 1.1. In preparing its Local Plan, Rotherham Borough Council has assessed the need to review the boundaries of Rotherham’s Green Belt. Preparation of the adopted Core Strategy was informed by the Strategic Green
    [Show full text]
  • Battlefield Tour 5-7 October 2018
    Battlefield Tour- 5 7 October 2018 ’Zeppelin Hunters’ 1916-1918: The Early Years in Lincolnshire Battlefield Tour 2018 ’Zeppelin Hunters’1916-1918 : The Early Years in Lincolnshire With 33 Squadron having been formed in January 1916 photographs of the results of the Dambusters Raid, our as the Royal Flying Corps’ first Home Defence 16 seater minibus departed from Benson at 0930, with squadron, and despatched North to defend the three old SODS (Society of Door Sliders) onboard, Neil industrial centres of Leeds, Sheffield and the Humber, Scott behind the wheel, plus freight : several cases of it seemed the right thing to do, as part of ‘RAF 100’, to Loyalty beer, a large box of Puma HC Mk 1 cockpit go and have a look at the airfields where 33 had been instrumentation and Mr ’C s (Dave Coombes) Catering based to counter the German Zeppelin raids on Britain, Box. We arrived at the ‘Ginger Cow’ RV a little later and where it had become 33 Squadron Royal Air Force than planned, the minibus being limited to 62 mph, but on 1 April 1918. While the first deployment had been met up Graham and Tony for a ‘light lunch’ before to Yorkshire, the Squadron spent most of the First making our way to the Battle of Britain Memorial Flight World War in Lincolnshire, having moved in October Visitors’ Centre. We arrived there just as our guide, 1916 to Gainsborough, where it set up its ex - OC BBMF, Clive Rowley, drove in to park his car. Headquarters (HQ), a small landing ground and Chris Perkins and Clive knew each other well, as Chris workshops around the town, and had flight sites at had been a member of the BBMF while he was at RAFC Elsham, Manton near Kirton in Lindsey, and Brattleby, Cranwell, and Clive had kindly agreed to show us an airfield later renamed Scampton.
    [Show full text]
  • The London Gazette, 22Nd July 1993
    12310 THE LONDON GAZETTE, 22ND JULY 1993 Exemptions to allow access for loading/unloading and for NOTTINGHAMSHIRE COUNTY COUNCIL agricultural vehicles will be included in the Order. A copy of the proposed Order together with a plan showing the The Nottinghamshire County Council (Sturton-le-Steeple Area) exact lengths of road to which it relates and a statement of the (Weight Restriction) Order 1993 (510) Council's reasons for proposing to make the Order may be Notice is hereby given that the Nottinghamshire County Council has inspected, at the Library, Midland Road, Higham Ferrers, and the made an Order under section 1 of the Road Traffic Regulation Act Library, High Street, Raunds, during normal opening hours, or at 1984, as amended, the effects of which will be that, no Goods the offices of the undersigned between 10 a.m. to 12 noon and 2 p.m. Vehicle, the maximum gross weight of which exceeds 17 tonnes, shall to 4 p.m. Mondays to Fridays inclusive. proceed in the following lengths of road in the District of Bassetlaw: Reasons for making the Order: The proposed Order is being made to prevent heavy lorries from travelling through Stanwick to All roads (except those specified below) in the area bounded by the improve conditions in Stanwick and to increase road safety in the A631 road and the A620 road to the north, the A638 road to the village, particularly for pedestrians and cyclists. west, the AS7(T) to the south and the Nottinghamshire/ Objections to the proposed Order, stating the grounds on which Lincolnshire County Boundary to the east.
    [Show full text]
  • Susan Evans Report Hemswell Cliff
    Hemswell Cliff Food Enterprise Zone (FEZ) Local Development Order (LDO) Environmental Impact Assessment Non-Technical Summary West Lindsey District Council January 2017 Prepared for: West Lindsey District Council AECOM 1/22 Hemswell Cliff FEZ LDO Non-Technical Summary Final 1 Introduction This Non-Technical Summary (NTS) forms part of the Environmental Statement (ES) that has been prepared to accompany the Local Development Order (LDO) for the Hemswell Cliff Food Enterprise Zone (FEZ) site at Hemswell Cliff, Lincolnshire. The location is shown in Figure A and an aerial photograph of the site is show in Figure B below. West Lindsey District Council (WLDC) intends to make a LDO to support and encourage development within the agri-food industry at the Hemswell Cliff FEZ site. A LDO simplifies the planning process for developers wishing, in the future, to occupy a site, providing they can show Figure A – Site Location that they can comply with the set parameters of the LDO, when submitting their planning applications. The Hemswell Cliff FEZ site shown in Figure B is approximately 30 hectares (ha). For comparison, a typical football pitch is just over 1 hectare. 1.1 What is an Environmental Impact Assessment (EIA) and why is one required for the Hemswell Cliff FEZ site? Environmental Impact Assessment (EIA) is a formal process for identifying the potential environmental impacts (changes) that may happen because of proposed developments. The EIA process helps developers, planning authorities, consultees and the public decide whether any likely environmental effects (the consequences of changes for people or the natural or built environment) would be significant.
    [Show full text]
  • Unit 2 Somerby Way, Gainsborough, DN21 1QG £22,500 Pa to Let 347
    01777 709112 | pdwhite @brown -co.com Unit 2 Somerby Way , Gainsborough, DN21 1QG £22,500 pa To Let Modern detached warehouse /industrial unit with additional fenced yard • Two electric roller doors • Integral offices, kitchens and WCs • Security alarm along with security shutters to all windows • EPC band B 347 sq m ( 3,730 sq ft) Location Viewing & Further Information The property is located on the newly developed area of the Brown & Co Heapham Road Industrial Estate to the east side of Gainsborough 29-33 Grove Street acces sed off the main A631 road. Somerby Way is the esta te road RETFORD passed the Lincolnshire Otter Marston’s pub. DN22 6JP 01777 712942 Gainsborough is an attractive Lincolnshire Market Town situated [email protected] approximately 19 miles North West of Lincoln, 21 miles Wes t of Market Rasen and 23 miles North of Newark. The A1(M ) is 16 Brochure prepared in April 2019 miles East of Gainsborough. Gainsborough has a residential population of approximately 20,000 and a Local Authority catchment population of approximately 75,000. Description The property is a modern detached industrial/storage building and further benefits from an additional palisade fenced and gated yard area of approx. 5,500 sq ft in addition to the parking and loading to the front of the building. Internally the building is laid out with a receptio n area and 2 offices along with a kitchens and WCs all at ground floor level with stair s leading to an open plan st orage/office area. The rest of the ground floor is the industrial/storage area with 2 electric roller shutter doors and halogen lights.
    [Show full text]
  • Oakham to Malton (204Miles)
    From FORELAND to CAPE - an end to end walk across Britain from South Foreland (Dover) to Cape Wrath Linda Brackenbury Disclaimer: All details are given in good faith. However no activity can be completely hazard-free so undertaking any part of this route is done entirely at your own risk and I accept no responsibility for errors, loss or injury however caused. Part 3 Oakham to Malton (204miles) Cape Wrath Cluanie Inn Croy Hexham Malton Oakham London Farnham Dover 1 This is a splendid section starting from the charming market town of Oakham in tiny Rutland and finishing in North Yorkshire at the market town of Malton; both towns have railway stations for ease of access. Oakham marks the start of the Viking Way (VW) which is followed in its entirety across the large agricultural county of Lincolnshire to the Humber Bridge. Lincolnshire is an area of relatively sparse population and the accommodation on offer near the route reflects this. A notable feature of the landscape in Lincolnshire is the lack of animals as it's arable farming territory. As a consequence, fields are enormous and are often sub-divided into sizeable different crop areas, there's usually no gates between fields as there's no animals to contain and instead there are large hedge gaps between fields so as to admit with ease the wide farm machinery used nowadays. The well signed VW has been skilfully planned to take in the very best of Lincolnshire's scenery, so it takes in ancient tracks, ridges (yes, ridges!) and includes an extensive section through it's Wolds, as well as passing through charming towns and villages, and majestic Lincoln.
    [Show full text]