Essex Traffic Monitoring Report 2005

This document is intended to provide an indication of current traffic flows on Essex roads. It may be used for genuine research or for educational purposes, provided a reference to the source is given, but may not be used for commercial purposes without further approval, for which a licence fee may be payable. Although every attempt is made to achieve accuracy, neither Essex County Council nor its employees may be held liable for errors of fact or interpretation.

Index of tables and figures

1 Executive summary 1.1 Traffic trends 1 1.2 Traffic flows and composition 1 1.3 Network performance 1 1.4 Cordons and screenlines 2 1.5 Schemes opened in 2005 2 1.6 Specialised monitoring 2 1.7 Information sources 2 1.8 Further detailed information 2

2 Introduction 2.1 Purpose of the report 3 2.2 Background 3 2.3 Traffic reduction - Policy context 4 2.4 Why reduce traffic levels? 4 2.5 Mechanisms for achieving traffic reduction targets 5 2.6 Traffic reduction targets 6 2.7 Monitoring 6 2.8 Databank 8 2.9 Data requests 8

3 2005 Network performance 9

4 Traffic flow trends 4.1 2004 to 2005 11 4.2 Vehicle kilometres 2005 11

5 Longer term traffic trends – 1990 to 2005 5.1 Motorways 12 5.2 Strategic Trunk Routes – Non-Motorways 13 5.3 Strategic Non-Trunk Routes 14 5.4 Regional Routes 15 5.5 County/Urban Distributors 16

6 Manual cycle and pedestrian monitor 18

7 Automatic cycle monitor 19

8 Urban cordons and screenlines 20

9 Rural Screenlines 9.1 Changes 1993 to 2005 23 9.2 National trends 24

10 Opening dates of significant schemes 25

Appendix A - Glossary of terms Index of tables and figures

Chapter 2 Figure 2.1 2005 Road hierarchy Figure 2.2 2005 Recorded traffic flows Figure 2.3 2005 Goods vehicles (OGVs) on Essex roads

Chapter 3 Figure 3.1 2005 Network performance

Chapter 4 Figure 4.1 2005 Vehicle kilometres

Chapter 5 Figure 5.1 M11 traffic trends 1990 – 2005 Figure 5.2 M25 traffic trends 1990 – 2005 Figure 5.3 A12 traffic trends 1990 – 2005 Figure 5.4 A120 traffic trends 1990 – 2005 Figure 5.5 A127 traffic trends 1990 – 2005 Figure 5.6 A130 traffic trends 1990 – 2005 Figure 5.7 A131 traffic trends 1990 – 2005 Figure 5.8 A414 traffic trends 1990 – 2005 Figure 5.9 A128 traffic trends 1990 – 2005 Figure 5.10 A1017-A1124 traffic trends 1990 – 2005 Figure 5.11 A1060 traffic trends 1990 – 2005

Chapter 6 Table 6.1 Manual cycle and pedestrian count summary

Chapter 7 Table 7.1 Automatic cycle monitor – average daily flows

Chapter 8 Figure 8.1 Growth index of traffic on urban cordons 1993 – 2005 Figure 8.2 Growth index of population 1993 – 2005

Table 8.1 Traffic trends - urban cordons and screenlines monitored 1993 – 2005 Table 8.2 Traffic flows - urban cordons and screenlines monitored 1998 – 2005

Figure 8.3 Location of cordons and screenlines

Chapter 9 Table 9.1 Flows and trends on rural screenlines 1993 – 2005

Chapter 10 Table 10.1 Dates of opening - significant road improvement schemes

1 Executive Summary

1.1 Traffic Trends

The traffic on Essex roads during 2005 shows an average increase of 1.5% compared with 2004 flows.

The change in traffic between 2004 and 2005 on the various categories of road was as follows:

Motorways (M11 only) + 3.1 % Strategic (non-motorway) Trunk Routes + 5.8 % Strategic Non-Trunk Routes + 0.5 % Regional Primary Routes + 1.2 % County/Urban Distributors + 0.2 %

1.2 Traffic Flows and Composition

On the M25, the traffic flow on the link between the M11 and the A12 was over 130,000 vehicles per day in 2005.

The flows on the M11 varied from just over 69,000 vehicles per day north of the A120 to just below 105,000 on the section between Harlow and the M25.

Flows of over 88,000 vehicles per day were recorded on the A12 at Stanway. The new A120 between the M11 and Braintree, which was opened in its entirety in July 2004, carried flows of over 36,000 on the section north of Takeley. On the old part of the A120 the flow was nearly 40,000 vehicles per day on the section south of Braintree. Nearly 60,000 vehicles per day were recorded on the A13 and over 77,000 on sections of the A127. Flows of over 43,500 vehicles per day were recorded on the A130 between A127 and A13.

The highest percentage of goods vehicles (OGVs, Other Goods Vehicles ie goods vehicles with gross vehicle weight over 1.5 tons) was found on the Strategic Trunk Route network with sections of the M11 carrying nearly 18% OGV traffic, the M25 nearly 17%, the A12 nearly 14% and the A120 between Colchester and Harwich over 13% of OGVs.

On Strategic Non-Trunk Routes the proportion of OGVs was generally between 6% and 10% apart from on Dovercourt Bypass, where it was nearly 15%. On Regional Routes it was between 6% and 9% and on roads of lower hierarchy classification the proportion varied considerably but was, with a few exceptions, below 8%.

1.3 Network Performance

The sections of the road network that in 2005 had a flow equal to or greater than the Congestion Reference Flow (see Appendix A - Glossary of terms) were:

A12 Two-lane section west of Witham A12 Two-lane section at Ingatestone A127 A128 to B148 A127 Between A132 and A129 A414 Between Harlow and M11 A121 Woodridden Hill, Waltham Abbey A130 Canvey Way A132 Between South Woodham Ferrers and A130 A132 Between Wickford and A127 (Single carriageway section) A1168 Chigwell Lane, Loughton B1018 Langford Rd Maldon, between B1019 junction and Holloway Rd B1383 Between A120 and Stansted Mountfitchet

- 1 - 1.4 Cordons and Screenlines

Seven urban cordons and six rural, inter-urban screenlines, located across the county, have been monitored annually since 1993. Eleven additional cordons and screenlines were established in 1998, four urban cordons in 2001 and a further four urban screenlines were added to the programme in 2002. This data is collected by means of automatic counters for one week every year with each site being monitored in the same month each year.

Of the urban cordons that have been monitored since 1993 Clacton Outer Screenline shows the largest increase with 24%.

A comparison of urban cordons and screenlines between 2004 and 2005 shows a range from a 6.6% reduction on the Basildon Screenline, to a 7.1% increase on the Chelmsford Screenline.

Of the rural screenlines the traffic flow on the Tendring screenline shows largest long-term growth with 31% increase since 1993.

1.5 Schemes Opened in 2005

No significant schemes have been opened in 2005.

1.6 Specialised Monitoring

Specialist monitoring relating to highway use has been carried out.

This includes:

Manually Classified Monitoring Manual Cycle/Pedestrian Monitoring Automatic Cycle Monitoring Speed Monitoring

Results from the cycle and pedestrian monitors are summarised in this report. More detailed information is available in a separate data appendix document.

1.7 Information Sources

Acknowledgement is made to the Highways Agency (HA) for the supply of Motorway and Trunk Road automatically collected data used in this report and to CountyRoute (A130) plc for supplying automatically collected data from the A130 between A12 and A127. Also to Suffolk County Council, Cambridgeshire County Council, Hertfordshire County Council and Southend- on-Sea Borough Council for supply of data on roads in their areas.

1.8 Further Detailed Information

The base data used and summarised within this Traffic Monitoring Report is available within a separate data appendix document.

- 2 - 2 Introduction

2.1 The Purpose of this Report is to:

• Outline the requirements for traffic monitoring • Summarise the 2005 traffic flows recorded by automatic traffic counters within the county • Detail the volume of Goods Vehicles (OGVs) as a percentage of the total traffic flow on the county’s roads, as recorded in 2005 • Compare the 2005 traffic flows against Congestion Reference Flows to indicate the level of performance of key roads in the county • Show the level of traffic growth that has occurred between 2004 and 2005 by type/class of road in different parts of the county • Display the level of traffic growth that has occurred over recent years on various types of road within the county as an indication of longer term traffic growth • Report on the manual cycle and pedestrian monitors, carried out in Basildon, Chelmsford, Colchester, Harlow and South East Essex in 2005 • Report on the automatic cycle monitoring in Colchester, Witham, Chelmsford, Canvey, Harlow and Ashingdon, carried out during 2005 • Report on traffic growth since 1993 on cordons and screenlines within the county • Report on manual traffic monitoring in urban areas • Report on speed monitoring • Report on significant changes in the highway network in Essex since 1986 • Provide data which will be used to report on progress towards Local Transport Plan Objectives and Targets.

2.2 Background

The Government’s 1997 Road Traffic Reduction Act and the 1998 Transport White Paper signalled a fresh approach to transportation in Britain, one that aims to cater for future travel demand in a more sustainable way. Subsequent guidance from the Government on the preparation of Local Transport Plans provided the framework for the preparation of sustainable transport strategies at the local level.

In July 2000 the County Council produced a ‘Full’ Local Transport Plan (LTP) to bring forward the integrated transport agenda in Essex and reflect the Government’s White Paper. This was produced in partnership with the borough and district councils of Essex and the major transport operators and infrastructure providers. The LTP sets out the County Council’s transport strategy together with proposals for a five-year programme of schemes and measures to implement the strategy.

The strategy aims to: reduce the need to travel; reduce the growth in the length, duration and number of motorised journeys; encourage alternative means of travel which have less environmental impact; and reduce reliance on the private car and road haulage. The LTP also contains a number of specific Objectives and Targets relating to the Environment; Safety; the Economy; Accessibility; Integration; and the efficient use of resources.

The County Council produced its first ‘Annual Progress Report’ in 2001. This included a report on the progress being made towards achieving the objectives and targets contained in the LTP. The current year of 2006 will see the sixth 'Annual Progress Report' which will provide similar information concerning the five years since the issue of the full LTP. Progress is measured by monitoring a number of strategic performance indicators, which directly relate to the LTP objectives. There are also other performance indicators required by the Audit Commission and for Best Value.

- 3 - The annual Traffic Monitoring Report is a key element in the County Council’s overall monitoring strategy and, in particular, in measuring progress towards two of the LTP objectives. These are to reduce the rate of traffic growth and to reduce congestion.

Reducing traffic growth is central to the transport strategy and is an important factor in enabling the County Council to meet its obligations under the Road Traffic Reduction Act. These matters are discussed in more detail in Sections 2.3 – 2.6 below. The traffic monitoring programme and traffic data bank are discussed in Sections 2.7 and 2.8.

2.3 Traffic Reduction - Policy Context

The Government’s 1997 Road Traffic Reduction Act and the 1998 White Paper aim to achieve an overall reduction in the length and number of motorised journeys and more reliance on alternative modes of transport which have less negative environmental impact.

The Road Traffic Reduction Act required the County Council to produce a statutory traffic reduction report containing:

• an assessment of the levels of road traffic in Essex; • a forecast of the growth in traffic levels; and • targets for the reduction in traffic levels or the rate of traffic growth.

This report was submitted alongside the Full Local Transport Plan in July 2000.

2.4 Why Reduce Traffic Levels?

There are a number of objectives for reducing traffic levels. These include:

• Reducing congestion; Congestion from traffic causes increased travel times, travel time uncertainty, increased travel costs, greater pollution, and, where traffic re-routes to unsuitable roads, knock-on effects for safety, the environment, and the quality of life.

• Improving the quality of life; Congestion significantly reduces the quality of life through direct impact (increased time spent travelling, increased risk of accidents) and indirect impact (greater pollution, perceived lack of accessibility).

• Improving conditions for business; Congestion reduces the ability of business to operate efficiently by increasing transport costs and reducing transport reliability. At its extreme, congestion could deter businesses from locating or expanding in particular areas.

• Improving public transport reliability and regularity; It is felt that the unreliability of road-based public transport can be a major deterrent to the vast majority of potential passengers. The main cause of unreliability is congestion and reducing congestion levels could considerably improve the quality of service that public transport could offer.

- 4 -

• Improvement of conditions for walking and cycling; It is currently recognised that many journeys for which walking or cycling are feasible are not being made due to real and perceived dangers from conflict with motorised traffic. • Improving local air quality; The UK National Air Quality Strategy (NAQS) sets standards and objectives for eight of the most important air pollutants that impact on local air quality. A significant proportion of certain of these pollutants arises from transport sources, and reducing road traffic emissions through reducing traffic levels will play an important part in achieving the air quality objectives.

• Reducing road accidents; Although the relationship between traffic levels and accidents is not absolute, in general, reductions in accidents may be achieved if road traffic levels can be reduced, particularly if traffic reductions can be targeted in areas where conflicts between motorised traffic and pedestrians and cyclists are greatest.

• Improving other environmental conditions. High traffic levels give rise to adverse environmental impacts in the form of noise, visual intrusion, severance and even fear and intimidation. Reducing traffic levels could reduce these impacts considerably, particularly if traffic could be removed from the most sensitive (ie residential) areas.

2.5 Mechanisms for Achieving Traffic Reduction Targets

A comprehensive set of strategies aimed at achieving Road Traffic Reduction has been assessed. Broadly the types of local measures that have been considered effective comprise:

• Strategies to deter motorists through intensive traffic restraint in the main urban areas either through parking restraint or road user charging, or a combination of the two; • Strategies to improve the attractiveness of public transport, cycling and walking; and • Strategies to involving significant capacity re-allocation

These local measures form part of a broader strategy for traffic reduction involving national measures such as fuel taxes and other measures such encouraging new development in areas with a choice of travel modes.

- 5 - 2.6 Traffic Reduction Targets

The development of traffic reduction strategies and targets has been undertaken utilising an analytical model - the Road Traffic Reduction Model (RTR-M). The RTR-M investigates the unconstrained traffic growth likely in the absence of any policies or strategies to effect reductions and takes this as the base from which reductions are possible. The model is then used to test the effectiveness of different traffic reduction strategies.

When the full LTP was published in July 2000 the County Council and its partners were in the process of formulating the traffic reduction strategy and target setting was at a preliminary level. Targets have now been agreed for specific areas in the County that take into account the specific needs and characteristics of each area. These are, amongst others:

• To reduce the rate of traffic growth in main urban areas, measured in vehicle kilometres, so that the value in 2010 is no more than 8% higher than in 1998.

• To reduce the rate of traffic growth in interurban areas, measured in vehicle kilometres, so that the value in 2010 is no more than 12% higher than in 1998.

• To reduce the rate of traffic growth in other areas, measured in vehicle kilometres, so that the value in 2010 is no more than 10% higher than in 1998.

• Reduce the annual rate of growth in peak period car traffic flows to and within urban areas, so that the annual increase between 1998 and 2006 is no greater than 0.7% of the 1998 value.

• Reduce the proportion, in terms of length, of key County inter-urban routes where the flow to Congestion Reference Flow ratio is greater than 1.0

For further information on progress towards targets please refer to the Local Transport Plan 1 Delivery Report (2006).

2.7 Monitoring

The success of any traffic reduction strategy will be dependent on continual monitoring of implementation programmes and monitoring their effectiveness in achieving targets. Monitoring the effectiveness of measures needs to include direct monitoring of traffic reductions as well as the monitoring of the benefits, such as air quality, road accident casualties and use of public transport.

Essex County Council (ECC) is the Highway Authority for all public roads within the County, with the exception of motorways and trunk roads, which are the responsibility of the DfT, acting through the HA. In 2005 the Traffic Data Department of Mouchel Parkman’s Essex office was responsible for all automatic monitoring of traffic flows and also some manually classified traffic monitoring on County roads throughout Essex on behalf of ECC. Automatic traffic monitoring on motorways and trunk roads is carried out by other consultants on behalf of HA, with the data being provided to Mouchel Parkman for inclusion in this report. Automatic monitoring on the A130 between the A12 and the A127 is carried out by CountyRoute (A130) plc and this data is also supplied to Mouchel Parkman. Unless otherwise stated, the collection of all other field data contained in this report is the responsibility of Mouchel Parkman’s Essex office.

Every year the DfT commissions a large number of manually classified counts on all classifications of road, which together make up the National Traffic Census Programme. Data is collected over a 12 hour period (7am – 7pm). Data from sites within Essex is used to estimate traffic trends and volumes in the County, with the results being used by the DfT for economical and statistical assessments of road traffic. This information forms an important element of the basis of decisions on grants provided to the County Council by Central Government. The data from these counts is not included in this report.

- 6 - Essex County Council began the present traffic monitoring programme in the early 1970’s and it was continued, with modifications, as an annual programme up to 1997. In 1998 the programme was extended to cover all major non-urban links between junctions on county roads of all hierarchy classes down to and including secondary distributors. The length of these links was also determined so that a total figure for vehicle kilometre could be calculated and used to assess changes in the traffic levels in Essex. This vehicle kilometre figure has since been calculated every year. In the intervening years changes have occurred in the network and this report reflects the road network in the year 2005. For the full details of total vehicle kilometres in the years 1998 - 2004, please refer to the respective Traffic Monitoring Reports. Because of the changes in the network, direct comparisons with previous years' figures cannot be made.

In 1998 cordons and screenlines were established in a further seven urban areas in Essex in addition to the already existing seven urban and six rural cordons and screenlines that have been monitored since 1993. In 2001 four urban screenlines were established and in 2002 four further urban screenlines were added to the programme. All these cordons and screenlines are monitored annually.

In 2002 automatic count sites in Saffron Walden, Halstead, Harwich, Frinton-Walton, South Woodham Ferrers, Waltham Abbey, Epping and Chigwell were added to the programme, thereby ensuring that all of the 'large towns' in Essex, as defined in the Local Transport Plan, are suitably covered by the monitor. The data collected from these sites, together with associated manual counts, forms part of the information used to assess progress against Strategic Performance Indicators and Targets contained in the Local Transport Plan.

The data is, with a few exceptions on links where it is impractical to do so and manual counts are carried out, collected by means of automatic counters. Some of the sites, on the inter-urban links, are in operation continually throughout the year, whilst the remainder are in operation for one week in the same month every year. The location of the continuous sites is such that it is possible to use the seasonal variation of the data from these sites to obtain better estimates of variation on the sites which are counted for one week only.

A programme of manually classified counts in urban areas was established in 2002, in order to monitor progress towards the LTP target for reduction of peak period car traffic to and within urban areas.

Manually classified counts have also been carried out on a two-year programme on all inter- urban links on roads down to and including hierarchy class of County/Urban Distributor. Half the number were monitored in 2001 and the remainder in 2002, and the data used for updating the Congestion Reference Flows. The 2001 batch was resurveyed in 2003 and again in 2005 and the 2002 batch was repeated in 2004 so, in this report, Congestion Reference Flow values are based on observations undertaken in 2004/2005.

During 2005, speed monitoring, over a duration of 24 hours, was carried out at 30 locations on single carriageway roads. At 19 of these locations a speed limit of 30mph applies, at one location a speed limit of 40mph applies and at 10 of these sites the national speed limit, 60mph, applies. These locations are situated on a variety of types of roads. This monitoring was carried out in order to establish what percentage of traffic exceeded the applicable speed limit.

Cycle and pedestrian movements are also monitored as part of the regular programme. Manual cycle and pedestrian monitoring is carried out in urban areas on a “rolling” programme. In addition, cycle movements are monitored by means of automatic counters. Five locations in Chelmsford, three in Colchester and one in Witham have been monitored since early 1998 with counts undertaken for two weeks four times per year. Four further locations, one in Chelmsford, one on Canvey Island and two in Colchester were added to this programme during 1999 and one further site was established in Harlow in 2000. Two locations in Ashingdon were added in 2004. - 7 -

In addition to the traffic monitoring programme, other automatic traffic counts and manually classified counts are carried out as part of the development of scheme identification studies and for use in the design of specific highway and traffic management schemes and also at the request of the DfT. The combination of the monitoring programme and these other “ad hoc” counts forms the bulk of the traffic data bank.

Figure 2.1 on the following page shows the roads with hierarchy classification of secondary distributor and above in Essex in 2005. Figure 2.2 shows the traffic flows recorded by means of automatic counters in 2005. Flows just beyond the Essex County boundary on roads in Suffolk, Cambridgeshire, Hertfordshire and Southend-on-Sea are also shown. Figure 2.3 shows the 12 hour (7am - 7pm) Other Goods Vehicle percentages in 2005, based on the manually classified counts carried out in order to calculate the Congestion Reference Flows.

2.8 Databank

The traffic flow information presented in this report is extracted from an extensive databank which is used for:

• The identification and justification of highway improvement schemes • Priority ranking of schemes • Strategic planning • Monitoring of strategic policy • Development control • Road maintenance assessment • Road safety investigations • Environmental assessments

Note: The data within this report provides an indication of typical flows, but, while every attempt has been made to achieve this, it must be remembered that, in some cases, the data presented has been based on a count of one day or part of one day, or of one week in the year only and should therefore not be interpreted as being equated to flows based on long term counts. A list of Bank Holidays various public events and days when weather conditions or accidents may have affected traffic flows is included in the data appendix document.

2.9 Data requests

Requests for detailed traffic data on County roads should be directed to Mouchel Parkman plc, Traffic Data Department, who are acting as Essex County Council's consultants. Tel 01245 - 247 026.

For data from automatic counts on motorways and trunk roads, the contacts are as follows:

South Essex (M25 and M11 S of Harlow) Jacobs Babtie, acting as the Highways Agency's Consultants Tel 0118 - 988 1608

North Essex (A12, A120 and remainder of M11) Atkins acting as the Highways Agency's Consultants Tel 0121 483 5414

Further copies of this report can be obtained from Menaka Dharmaraj in Transport and Development Group, Highways & Transportation, at County Hall, Chelmsford. Tel 01245 - 437 616

- 8 - TVHEEH I2C0L0E5 KTILROAMFFEITCR EMSO N-I TOLIRNIKN GN UPRMOBGERASMME

54 56 58 60

East Anglian / Mid Essex Screeenline

To Cambridge 28.9 2.2 10.5 B1 21.95362 4.1 06 7.8 19 15937 4 B 20 1 22 421.81.1 8 22 4 4.5 751 8.8 153 10.3 2212910 6.8 13.2 65902.21 88789..3.28.75 33...574 2 11601 78.81 53.03 5 9 83 0 10 232...917 8.2 10 1461 7546.2.4514 31 1 2.9 15615.6 ..4 62 7357.5..8479 B 3.0 11.195141.56.42 1 56 2.9 1560 2 3 60 8.9 50 57 565..937140 1655025.66020 159 10.7 Sudbury A1 17 24 Saffron 01 24 4 10.8 7 989...354 5 120.40 652117268.8 18 Walden 0 20 58..392 20 B 5.36 1 212.1.2454139157 694.432 B 20 1 92 31856.4 3 155 9.0 2.23.3 0 7.6 B 8 22 72 1 22.896 5 55.987..7271 0 3 B1053 2220.832 3 7 9 1 22 5 154 B 8 6 7 8 1.8 1454 5 1415.08 10 1156.67 8.3 26 B 6767.4963520 16 16 22657 871..6712 164 8.0 151 8982.4.87644 564.31705 09.889 26 6.6 11.67 88..5.7 57.27 9 96.70 1121 15 4.3 6757626.2780 5 1459 25 5958 To Ipswich, Norwich 4.6 47.469 0.8 3649 22624926453 7096 84 8 3.2076 21114232..616.2 34..06 120.18 15 6324..5962 1425.91 2523..3.970 23...91 2.8 234.1 156 1117.9572 2265 115.5 1 3 B B 17.7 1151 1 1 Tendring Screenline 11 6627.1.2 1 1458 6.5 8 663946..732 0 5.9 25 A B 24 .1 8 5 77..04 23 1 4.2 3 4 6509 2758 5 27 678893127...2986.232 9 0 3 0 18.46 712.024621.7.97 HARWICH 1 150 6082/3 5.8 8 4.9 34 B 6.9 276 48.2..13421 1146..68 978..342 A 4.9 1151636/1.73 7 17.1 1 8.7 16.2 4692 6..6 2 143 7 1 25 5.3 54.640 47 5.8 3 3 1154/5 17.7 45.37 2.5 449612648..0581 1 8 1 B 1.3 6.3 327.3761 0 655..2.82 173 66 14.1 A 1 22 4 2.9 23.75 43 22..32 A 2 116466 7 34 2.3 68 6 9.5 0 3.4 135 14 2.1 9.1 1 73 922231..1024 3 1014892..9904 B 1.2 1.3 89 5 2.7 8.0 145..36 19. 86 111010020390. 4 3 49...46 6505 A 14.189 1.8 110098 190..61 M11 5.0 4.6 0 15581 8.9 5 16 45.86 1 14.3 1.8 5039 B 36 63 12.9 1.38 81.69825 189908730 594.7560..59568789.39158.5.97.1426353. 67 2.2 10.6 5655715651 1982.63.22.713.124386.3.39 1./.934 13.7 3.5 14387 15588.0..2007 1940..2.353 13547 54 589556...492341508 3.9 37 12.2 85 65 1249.93 6210907.857 154.678 1131..11 4 50 9.8 192130.900.12...55 5534..476901 111232..9.22 1 63853 A1 666..2.04 0 121..47 4 102 53 124 /78 36 12 16210..2716 1 3.8 61 576..536 B A 61012.25/6 B 3.4 60 174 1 12.2 6166.005..843 3359 10..73 0 3 16014..2160 6.3 5.1 2 144 167 11.1 Colchester 9 13.1 8 1439..3420 75..79 4 3738.70 21.09 2.943444.20 1 3 33.1.3 6.4 12.0 33 8.9 111645.758 ..79 431 1134 173.24 2 840.5 18930.386. 0 9.0 1119536..5742 3.2 1 152 64..27 9.4 11.6 175.96 1297 14 19.0 0 11434 11787.98..596 11132..84.28 8.95 4..95 3.0 B 316278 1 114227 4.8 532..5.09 35433 1 14143 08.1 8327.36 3.0 51 163 Braintree 431.374.5 6.5 6100/ 4.67.8 15.2 3.1 B 9.2 6.6 10 61552.81598.1 81718618950...9469.257 3.9 31 B 44 44..86 16.6 36 5.6 01 2.3 15..45 343.028 618117.847..964 11.7 2..6 3.8 149 38312 .49772 42 1868398...945.1.05 136 11.1 33101..9.6 4.2 1189.80 54...984 33.14.43674 4414356 .5 11119..6.57 63.40424798.39.0.8.2213..3441484435746..7 4549.1402314.620.98..39043 29 33..453 43491 73.80 2.5 84797 0/1 33.37 B 18..26 6356.5..471 85.9334...6602.61.19.0 2.23.4 2322364201...8.5689 1 40 5.9 613.413584 172.78 2.1 43.6 574255868.9.34275.0 0.2 0 189..81 14013 131.319 12721.310 .3 2 3.2 23..76 63 11115654131.34.047.083.6.0.58 48919..28.630 577.83/4 3 402 34 10 A1 5.6 9.7 88 5 B1414 18.8 341.8191.7 921.0875.739 A120 142 944.362 43 22182480.6.3961.0 STANSTED 52219131318.8.507943..7904/387 9.81.354.3 56949..459651 160..014 56 5450/1 3.1 7193921..2.4.1902075 65 8.24401 2386.02 22.6 B12 9.6 982..285 B 7.4 9168.0485454..2.520.32100 28 610919465/7 9.0170.6.2 20.9 38552.461.5 192189181.032.8674.8.1.8233.1 2 9222.5165 A133 5.46.6359.007.0 10.246 9.5 34.0 1 42 28.5 9.5 4290615 32.3 35465387457.3.68..98 5232/3 2 1242.524 15860. 41632593 4.1 12.6 5407 A1 2758 5.8 61M2192C179823.C3.96..56574 837816.9..7167.4738 /9 9 149.3 217403..075 114943105.189726.1.835 104 0 60169.231/713 262.2 992..43.1306640 773707 72.95.6 9.0 0 964.7 434 0 210040.5 5 196 1 5.0 6101964992986.9 11220140.93313A120 2 97 173.06 9.526.6 929.823.613..94615491 6104/5 Braintree Urban 11.7 B 84 151485.43454 4.9 19927 186 8 15 1844..225 24.6 6069 22.4 3327.37616 18450 41.51 165470.65.2829 5.1 1340.6 4 61102996470...851.8621 1489 12994.97.9 1006.3 15.3 Cordon 115 13.0 114587..8.7 20 11898 5.3 1142356.918..7616 29 6.171130.5.9 27.4 113..94 41471946.7 .52 8.3 1231 13.3 1188.9724 51..8497 B 13623.34 556121.231360973..7130.12.239478 B1256 252 6.83.8 74041/134.5164 30 331317197235.2.29.04.04218 11.4 6.2 10 925199.4762 4.3 20161021/134 33 61317313593.5/9.186 135 121.28.9 14287.437 671197005015 112898 33 Frinton and Walton Bishops Stortford 1574 66.5.0 8..21 158 15 351..752 7.2 773026 242.0.97 Colchester Cor1d11o1.n.67 B 112198900..7.8693 B 1256..847 62 30 29 6.5 3233.909.60 Colchester Cord1o1n.8 1 190746.6 1 98 1574 4.9 1661412.9.87530859 5..18 7148.38 10.3 6.9 21.7543 02 177.5.338 142.97 7.5 43.32867 44..47 5.7 32.6 13.6 Braintree Cor1d4o8n3 8560.69 38 7 4 23..91 22 4.3 32 33 Colchester 897609. 9 4 28 22 14.6 11430 58 13.0 6 898..7921 A 767..5.90 6.6 78..93 1 7275.9..1021 77 17.5 1481 1478 1 28 2 13.7 6.4 2 3506 76.71 154..34 37 6.7 7.2 Screenline 3 28 736.310.7 60 9.0 A 31 828.0.3311 94 0 171 3 6466 115 1 8.64 9856 3 9.8 3632.17 1 114147..786 0 3 1 101 818.363.430 32 5510 1917 37 0 6121.64.95138 88.3.0 298 32 12619191170.087. 7.8.0443 9897 8.1 B 10.9 20 1 363.8 3 95 6220 612697 28 137 11045.8029 147 9.2 74 1 162.82 29 11.6 B 55158 89 7.5 39 B 67..61 8.6 A 129 32 47 617547..2041 B1442 12.3 12 1 .6 6170 B 12.9 13 155.5 172 10 8.4 29 11 2 134.91 5.4 14 9 19807 10.7 36 152.92 4 1 12.3 0 29 20 19.3 1 146 2.5 8 0 132 11456253..89.01825 Witham A 2 309 82..79 3 112 1 138 141 718634753.0..786507 1 9.1 3.7 105 10.6 9 57 8 170.7.7 8 1122..12 131.4417345 89.8 9631.463 /4 1 B 10.1 134 Cordon 12.0 11133204.29 10.0 60 B 134 77.8 B 961.027940 12.6.1 70.7 146 1 1.0 1813.270 59 282101923...06720 0 1.4 77.2 8.9 1111.25 B 126 13.8 9104..21 8.4 2 1123.6.8 68 19.6 1142..04 1 Clacton N/S Screenline 14.5 5 13.0 121.9.38 6.4 189 Witham 2 0 1.1 47.09 671.720 2 2 584975..5.249593 75 554..2.2792 123.49 3 1372628 0 69 1 Clacton-on-Sea 21.9 A B 20.3 19.0 114 4.6 82 1 Harlow Cordon 122 3 21408..5.52 7789..53 12333 24 6792 0 1159771/492.6.9760 789845 27 1152217698008 .0.618 1133.75.90 74.5 8772.6.7 4.0 1136376.8.6081 6778..183 2246 Clacton E/W Screenline 14.6 5.7 0158 7.2 27 28.0 5.0 13.3 62.17 2 23.60 22..63 87.39 219602.616.1 1 1712.13 121263.149..759729 797.03.702 920.2236..263 Harlow 6.6 M11 12813954.76.0023 A 3.0 5.7 2.6 Clacton Outer Screenline 11003 62876.2.1039.812 B 1861 4 105 8 1114050.7.243 100 1 126 161454.7.997 0 4510.7 0 Maldon Cordon 89.50 11012.0.8 1 7.8 A 0 11.4 1 4757.0.21 9 4.7 0 1 59 434807 67 3.0 6 81.796.84 77...516 A 212629001..5.23 8.0 0 720 B 11861590.1.265.1.9313 41465 7.8 9.0 4 6302. 8 93

1 10.1 23.54 Access to M11 7S.54creenline 76 Chelmsford 119810291091. 96.45.038 139 4 5.9 4555614 06926.8.572/3 28 9.0 6606646717.6..12..45464 1497849794..7.8538746 348071 6.4 18 57.82 0280/8.12 44...0134 66.649.216..895478 1514153.4150..368425 40 48 3..53 90 6208 75 4.97 23.64 111021.18.1.094131 62 116 447.79386 132..520 3.9 11..03 711242492..7.9632 4432...0.1.096 46587..5370289 41.2493 4.4 91 846819 1192379.17 446677..6721 12.63 3.9 12.1 6.7 143..98 61597/7.6.780 Chelmsford Screenline 13.3 Maldon 131 51 81 711190206..2.9.586579 44.2.1 12.9 2160081946.596.89328079 6 11.0 51 39..15 61945.06.45 10222.90867 23..17 4.6 11968756...207671 56 114104231.4.9.3031..80 5050 156..41 116761661.7854.8..4 .1872 1302..8085 3.5 6 6 64343.7272.83.8 1115759..73692 2.7 33..65 Harl4o6w 194S140.9539c04. 9r..8e8enline145757...02.3651 5.5 42.02 1225...51511 140.2.5 6.3 4 23.6 2..43 46 B 184..4081.64.9 2.9 3.7 611421462345.936 191.56.8 31 2.6 114151.7486 107 71 611476783..67673 8 4 68 1591..968466.9..68031 1 73 41 89923 1 A414 7.0 69566975 1 152 A4 857.851.466 9 126.301327.8 5.4 5.3 35 B 44 4.7 7.57 4 104 1143..71 8.2 4144424.64045.9 4.24.3 42.293.8.0 6.8 8.2 24 111401..79.4 168.4.53 6.96.1 115143145456.745.36..331..74.614 19.915145.246717 5.469..58 6.31682.170532.3129 112.7.5.898105 1615.122 492 14.2 298 B 175 224.7 2.6 11150..7.827 1 43 11.7 221.8 5654076 1181532.131..4.79 92 1 1.7 3 1812 71.64C630h elmsford Cordon 5.6 111 .1 147 6.5 B 0 9 1635.8 65..21 B 6.8 7.7 4.9 5.7 1 Maldon Screenline 24 3 7.8 11.9 1 58 86.3.7 0 1 8 2 1 101.8 1 10 KEY 190364..3.7 5.5 0 B B 91534..4670/1 8.7 716428346 .69 123 57156.724.92..953 105 675.561084 12 18 1118 1931.949 110231 676.24920 3 A 79 9845.0..3967 213229..88.48 25.7 9.4 1312125813..570. 638.901.40 4539630.9.23646 117 11.4 2254.85 6757 137.0 B 39 END NODE OF LIINK 184 11919.7.251.2 111109 68 1120..5964 71.31.4 67964.4716 87 1206 1 28.2 3232.217943..7.82722 6563 133315534. 0156511712763.2.1..2569..9 8 14.4 0.0 2020/1 16.9 Access to 160.5..93 1102..28 246 0 62590.54 13.8 63 66.6613411/325..05 9.2 7.6 13517871.5..46581..274 27 13207 NNN 2LI0N0K5 NMUCMCB EERSTIMATED 24 HOUR FLOW (X1000) 2012/3 6.8 61.260.6 1120 1 643407 4 151220676 M25 21272832.41957. 1.5 13.9 5.8 35 18156. 2.6 187 169 43039 9 560.6560.0.237 1.9 ELaINsKt ANnUgMliBanE/RM (id1 -E3s sfeigx s)Screenline 15.2 0 8.2 11517.8.06.95771...5.93074 3 M25 Screenline 175..15 51 1741.5168.43.5 2.6 1 81865.0 2.1 43.23.2.6 A 6147 B 25 252545345.2.23.4..2.26413 3.6 1 1257.5 132.83 222...1.00 MCC NMNANUNA L=L YA TCCL ASISTIEF IENDU MCBOEURNT 357768 1/2 1 A 4.3 1 B 49 7 97 4675.6532.50 0.0 1 3.7 2 Urban Cordon/Screenline 20 52 A 20 766065..39 19.3 2.3 0 88 4 5.7 B1018 2005 AADT or 7 Day 24 Hour 53 111989..4.18 221..103 1 3.6 5550 16.9 8 0 121 7.3 443..446 33..45 0.0 20.8 1 2 3.8 3 111320.2.236.949421 43295 .0 15.9 1 94 8.9 101 774..495.41936 431.37.7.83439 7188 2005 OTHER GOODS VEHICLE 1119154.1.6276..83.05.87432 991.3118.214185190.3394.63.01.528 3.7 99.8.99.873.2.0 3 B 45 0 2M00C00C55 V=EOH TIMCHLAEENR UK IAGLOLOMLOYEDT RSCE LSVAESHSICFILEED PCEORUCNETNTAGE (12 hour) 2018/9 A21301244124.8/5 3.3 75.4 6074 771775221 B 8 6605 Rural Screenline 5.5 51 1166210066..759.273 149690.702..9 4 119 1.1 0 9..797808 0.0 Average Flow (x1000) 2 1549..4.702 110 11102..768 4.3 7.6 168.690..2496 /9 1438/9 272.6 8.420124 B1010 1 7125380 116/7 55826.060 6402 NNNN 7604 4.9 15057.47 7272.1.316 49.68.143460.72.3 8.3 (OGV) PERCENTAGE (12 hour) 1 4.3 191950.0.02.1.143 48 M 9.5 AUTOMATIC TRAFFIC COUNT SITE NUMBER (4 figs) 270316/7 2.6 9.6 2 2121 10.6 122926..8.9 6624 A 71504 5 Brentwood 325910 5139068..7580 2545.3..83 544584.08587.8. 3979.4 386 96 60 Dengie Screenlin13e294851 12.2 Loughton 94853.67.147.303 61751165469...31.3180- 4 Billericay Billericay Scr1e7e4n32li0/n.8e31 843.1060..625 7967 434091 MOTORWAY/TRUNK ROUTE 2.2 4.4 3.0 360.4 6191/3 778.7..810 6.7 3.8 65.9.7 2 15078.5 192.1 3.6 21.0 5690 6404 62606907.3/.91 21221090502 0.99 28 71609..839 3 2.9 3.8 5761..0085 2297 13102.55. 8 69.0 6.3 SE Essex Western Screenline 1121..478 STRATEGIC TRUNK ROUTE 7457..68714 66.9.8 B 13.0 1 11299 210941..454 28 762..293 1 3.32.4 175..62 21091.463 22789 27 Wickford Scree5n3l9in5e A 14113116911../.53147 47 27797.3 111 7 A 5311194899865.5.9.3.518250 2297640 5926 5 129 56.60213

1.6 A 3.7 Loughton Cordon 110.,50 1245466.53..431 11.9 3.7 STRATEGIC NON TRUNK ROUTE 4 135..88 361.06 31.95.3 1 11..52 1144..872 2.7 174718370.6.52./77183181610.30 1213.36 12.3 1213..528.16.6.9455 Wickford 613768172472...72.0425.70754 0 80.3 3.566 1 5.6 11226.6793.9 5821491 2.2 1242.652.. 45 668272..08 3.1 576.4 1 4.4 9.9 A 1 2.4 9.0 41914242023.8.64.370.3 4.0 105.08 Rayleigh REGIONAL ROUTE A 2.748563..84 84.5 3.1 8103623 1 11.9 2 3.9 4950630.1 11.4 511173125434529..2.0 3.297012 46 58 2 31.2.173 7.2 58 B1013 1 9 4 B 12 6.5 27 11.5 3.6 27 5 3.9 1441..378 231.2.4 A 311560.360.4 72.773912 COUNTY/URBAN DISTRIBUTOR A 101 3.5 3912 11.9 1.9A 34..61 3.75 850463.6.12.341 17434113/18712.245.82785 3.7 1.1 4.2 1 10657 335.92 2.4 1 3.5 901590791 3.7 11.254 2.9 33..94 32 3.3 2 12919..781 54 SECONDARY DISTRIBUTOR 210..47 A 4.0 10.9 34 2 3.8 22.4 MC2C247 8.2 32 8 93 52754542895..5769.4526 33552.4.763.6 4672.051 3.2 176 1 4.8 61327.6410.034 55233623.568.50.9.754.2 450.6 3.336 3 54 A127 M536C25.6407C6.545.91/2 31246259854.9112.4.59321 1112..83 7 6633 439.313.593.2 1615133227..6.305 70.7 67512.48 33 555866 4 220 6 6.2 333. 3 URBAN AREA 11.9 1779.86921 193.89618/.068261231686824584923.4.03.4560.9.35 579.3.4 7.3 16/99237.6 222..5.52 111174717...80618 41.675.70 77.3622322.894704...51 9 2794..471 64.75 5M12367275C.39.15161C6.106.5 9 17151837.4.1871 616726327.89.56.82.60 .0 5.4 13807..357 /5 1123361437 6.7 6.0 418.36.67 661..895 64.0 7 671576592..57314 A12 21.3.9 3959/60 48172130.2.5602.409.9 51227.51 50.2 5.3 12413622.36 4.9 Rochford / 16M5526943C5. C7822.0 M65136C4.C543 13349745. 93/650 4646...993 334196301.4 Brentwood Cordon 66 3.9 51824.735 42.2.03.5 616106155.59149.560254.4 3141140A7202 .s7..5.45h6ingdon Cordon 97.3120.81 5222544 3.6 2.7 7.8 2.9 3.6 56193614..2.39738.6 HARWICH 911.063.643773291029190.1.8.136504 1210055.0...818 2.2 Super Primary Destination 596.5.4978..6.124116/7 1155..32 3.2 /5 14058.16.7 2.6 3.3 32.63 64.9 835651.965971685472..5..954.372579 LONDON 91551.18 58179.655.4067 Rayleigh Cordon Colchester 423252.63496.44..5..29.1276/7 33.1 Primary Destination 15.7 8B1641.438a.7257451s.89i ldo2/n74.4 Basildon 1M489564814.C805.3758..C.79031 118 116 A1371.34523.7 1460..041 South Benfleet Screenli1n31e.5539 Braintree Non - Primary Destination 107 22131..5..3.535 SE Essex Eastern Screenline Basildon Cordon SE Essex Eastern Screenline 5.5 Benfleet Screenline 6.3 6.8 4.6 SOUTHEND ON SEA Note Cordon and Screenline sites in urban areas THURROCK Canvey Rural Screenline Canvey Island and on CIII roads are not shown All designs, comments and recommendations are done so on Note: Flows for Cordon & Screenline behalf of Mouchel Park1man 5and no ind1ividu6al responsibility is 17 Canvey Cordon 18 sites in urban areas are not shown taken or imp1lied8 in anyway, by receiving and acting on this Canvey Urban Screenline 18 information you, the client or any third party, are accepting A3 that no individual is personally lia5ble4 in contract, tort or 56 58 60 breach of statutory duty. (including negligence.)

REVISION CHECKED INITIALS DATE DESCRIPTION DESCRIPTION OF DRAWING SCHEME TITLE TONY CIABURRO, SUFFIX BY DATE BY

SURVEYED MSc, BSc, C.Eng., MICE, FCIT, FILT, LEVELLED OTHER GOODS VEHICLES (OGV) ESSEX TRAFFIC MONITORING SERVICE DIRECTOR FOR OLTOHC2EA0RT 0I2OG50N2O 0 0OR5O0DE FS5CV OECVRRHEOODHIRCAEIDCLDDOLE EN HSTSKI RE IOLAR&ONFA F MRSIECECCST HSRRFYEELXESO NWRLOISNAEDSS DESIGNED RMW April 2005 HIGHWAYS & TRANSPORTATION, ON ESSEX ROADS REPORT 2005 SCALES CAD FILE DRAWN KJH May 2005 FFIIGGUURREE 2824..4231 COUNTY HALL, CHELMSFORD. CM1 1QH N.T.S. Mp New Essex CHECKED FIGURE 2.3 Telephone 01245 492211 DRAWING No. AUTHORISED 1207/732504/248.2134 This drawing is the copyright of Essex County Council and must not be reproduced without written permission. TVHEEH I2C0L0E5 KTILROAMFFEITCR EMSO N-I TOLIRNIKN GN UPRMOBGERASMME

54 56 58 60

East Anglian / Mid Essex Screeenline

REVISION CHECKED INITIALS DATE DESCRIPTION DESCRIPTION OF DRAWING SCHEME TITLE TONY CIABURRO, SUFFIX BY DATE BY

54 56 58 60

East Anglian / Mid Essex Screeenline

REVISION CHECKED INITIALS DATE DESCRIPTION DESCRIPTION OF DRAWING SCHEME TITLE TONY CIABURRO, SUFFIX BY DATE BY

Measurement of network performance enables the County Council to maintain an overview of the road network and to identify deficiencies and areas where problems are likely to occur.

The National Roads Network Assessment System (NARNAS) is based on the national traffic census data, produced annually by the DfT, and the database of the Trunk Road network, maintained by the Highways Agency. This system calculates a Congestion Reference Flow, (CRF), which is an AADT flow, related to the local traffic characteristics (most significantly proportion of goods vehicles, peak period to daily flow ratio, directional split and road width). A similar calculation is performed using the flow data collated within this report and its predecessors to establish Congestion Reference Flows for roads across the County.

The CRFs have been updated on a rolling two-year basis so that the most recent CRF is based on either 2004 or 2005 flows. These have been calculated on all inter-urban links on roads down to and including hierarchy class of County/Urban Distributor.

The 2005 traffic flows from the monitoring programme have been compared as a ratio of the recorded flow to the Congestion Reference Flow on the relevant link. Figure 3.1 shows the ratio of recorded flows to the CRF in three bands up to and including 0.79, 0.80 to 0.99 and 1.00 and above.

The plan therefore reveals those roads which experience continued problems of congestion, caused by heavy traffic flows.

Any ratio that is equal to or greater than 1.0 indicates that the recorded flow is equal to or greater than the Congestion Reference Flow, as explained in the Glossary. Where a figure of 1.0 is exceeded, it its likely that, during the peak periods, free flow will be restricted, average speeds will drop and queuing may occur. These locations and those with a ratio of 0.8 to 0.99 are listed below.

Ratio 1.0 and above

Strategic Trunk Route A12 Two-lane section west of Witham A12 Two-lane section at Ingatestone

Strategic Non-Trunk Route A127 Between A128 and B148 A127 Between A132 and A129

Regional Primary Route A414 Between Harlow and M11

County/Urban Distributor A121 Woodridden Hill, Waltham Abbey A130 Canvey Way A132 Between South Woodham Ferrers and A130 A132 Between Wickford and A127 (single carriageway section) A1168 Chigwell Lane, Loughton B1018 Langford Rd Maldon, between B1019 junction and Holloway Rd B1383 Between A120 and Stansted Mountfitchet

Ratio 0.8 to 0.99 - 9 -

Trunk Route - Motorway M11 Between Harlow and M25 M25 Between M11 and A12

Strategic Trunk Route A12 Brentwood Bypass A12 Chelmsford Bypass between A414 and B1007 A12 Colchester Northern Bypass A120 Between Braintree and Marks Tey

Strategic Non-Trunk Route A13 Between A176 and A130, Sadlers Farm Roundabout A127 Between M25 and A128 A127 Between B148 and A132 A127 Daws Heath, east of A129

Regional Primary Route

A120 Birchanger Link, W of M11 A131 Between A130, Little Waltham and Great Leighs Bypass A131 Between A120 east of Braintree and A1017 High Garrett A133 Great Bentley A133 Little Clacton Bypass A414 Between M11 and B181, North Weald

County/Urban Distributor A113 Between A1168 Loughton and A1112 Abridge A128 Between Brentwood and A127 A132 Between A130 and Wickford A176 Between Billericay and A127 A414 Between A12 and Woodham Mortimer A1060 Between Hatfield Heath and Leaden Roding B194 North of Waltham Abbey B1019 Langford, NW of Maldon

- 10 - To Cambridge

Sudbury A 10 Saffron 17

Walden

8 3

1 To Ipswich, Norwich B

B 1 8 4

1 3 1 A

7 HARWICH 1

2 0

A 1 1 1 A A M11 3 4

A1124 0 A12 Colchester 3 A 8 1 1 2 3 3 0

1 1 A

Braintree A133 A1 20 STANSTED A120

A1 20 B1 Bishops Stortford 033 A 1 Frinton and Walton 3 3

A 1 2 3 1 0 A

A 1 1 B 0 3 1 6 1 0 1 0 A 8

2 2 Witham 0 1 Clacton-on-Sea B

A1184 2 A1 B 1 0 1 M11 9 A1 0 6 0 Harlow Chelmsford

A414 Maldon

14 A414 14 A4 A4

3 9 3 M11 1 B194 B 2 A1 KEY

M25 3 1 A 1 A 1 A 1 2 3 Comparison of 2004 Flow against 8 0 A121 M11 2 Congestion Reference Flow B101 Loughton M Billericay 2 Brentwood 2 5 3 1 A A > 1.00 1 3 1 1 Wickford 1 1 0.80 - 0.99 A 2

2 < 0.79 A1168 1 A B1013 23 9 10 12 A A A Congestion Reference

1 A Rayleigh 2 A 1 1 M11 3 A127 Flow not calculated 2 7 8 6 27 A1 or flow not available.

A13 Roads depicted are of Principal County/Urban

LONDON Basildon A 1 South Benfleet 3 Distributor status and above, carrying longer 0 distance traffic between urban centres SOUTHEND ON SEA B 10 THURROCK 14

Canvey Island

All designs, comments and recommendations are done so on behalf of Mouchel Parkman and no individual responsibility is taken or implied in anyway, by receiving and acting on this information you, the client or any third party, are accepting that no individual is personally liable in contract, tort or A3 breach of statutory duty. (including negligence.)

REVISION CHECKED INITIALS DATE DESCRIPTION DESCRIPTION OF DRAWING SCHEME TITLE TONY CIABURRO, SUFFIX BY DATE BY

MSc, BSc, C.Eng., MICE, FCIT, FILT, SURVEYED

LEVELLED ESSEX TRAFFIC MONITORING SERVICE DIRECTOR FOR 2005 NETWORK PERFORMANCE DESIGNED RMW MARCH 2006 HIGHWAYS & TRANSPORTATION, REPORT 2005 SCALES CAD FILE DRAWN KJH MARCH 2006 FIGURE 3.1 COUNTY HALL, CHELMSFORD. CM1 1QH N.T.S CHECKED Telephone 01245 492211 2005_Essex fig 3.1 DRAWING No. AUTHORISED 1207/732504/3.1 This drawing is the copyright of Essex County Council and must not be reproduced without written permission. 4 Traffic Flow Trends

4.1 2004 to 2005

The predicted traffic growth in Great Britain between 2004 and 2005, using National Road Traffic Forecast factors, was 1.35% for low growth, 1.69% for central growth, which is considered the most likely and 1.99% for high growth. For all automatic traffic count sites where data was available for an identical time of year in both 2004 and 2005 a direct comparison of the flows has been carried out. This gives an indication of the change in traffic at that location. In order to give a recorded factor for a particular road the average change of all sites on that road has been taken. This is calculated by comparing the sum of all 2005 flows for all roads within the category with the sum of all 2004 flows.

The average changes in traffic by hierarchy are:

Motorways + 3.1 % Strategic (non-motorway) Trunk Routes + 5.8 % Strategic Non-Trunk Routes + 0.5 % Regional Primary Routes + 1.2 % County/Urban Distributors + 0.2 %

The traffic on all Essex roads down to and including County/Urban Distributors shows an average increase of 1.5% compared with 2004 flows.

The traffic has increased by 3.1% on the Motorways in Essex. On Strategic Trunk Routes the growth is 5.8% and on Strategic Non-Trunk Routes 0.5%. On Regional Routes traffic has increased by 1.2% and on County/Urban Distributors the increase is 0.2%.

4.2 Vehicle kilometres 2005

A ‘base figure’ for 1998 of total vehicle kilometres (vkm) for traffic in Essex was calculated by multiplying the length of each link between junctions of inter-urban roads, of hierarchy class down to and including secondary distributor, with the traffic flow on each link in 1998. The links were monitored again in 1999 and the vkm figure was calculated.

Changes have subsequently occurred in the network in various locations. Waltham Abbey and Great Leighs have been bypassed and the ‘new’ A130 between the A12 and the A127 has been completed in two stages. The new A120 between the M11 and Dunmow opened in December 2003 and the section between Dunmow and Braintree was completed in July 2004. In 2004 this road was a county road but in March 2005 the A120 from the M11 to the A12 at Marks Tey was designated a Trunk Route. This report reflects the road network in 2005, after the A120 became a Trunk route. For the full details of the 1998 - 2004 total vehicle kilometres, please refer to the Traffic Monitoring Reports for the respective year.

Because of the changes in the network, direct comparisons with previous years' figures can not be made.

Figure 4.1 shows the end-nodes for each link and the calculated vkm figure for each link for 2005. More detailed information is available in the data appendices document.

- 11 - TVHEEH I2C0L0E5 KTILROAMFFEITCR EMSO N-I TOLIRNIKN GN UPRMOBGERASMME

54 56 58 60

East Anglian / Mid Essex Screeenline

REVISION CHECKED INITIALS DATE DESCRIPTION DESCRIPTION OF DRAWING SCHEME TITLE TONY CIABURRO, SUFFIX BY DATE BY

A sample of sites on a number of roads of different hierarchy class in the County have been selected and the changes in traffic flows at these sites are plotted. The main features of traffic trends between 1990 and 2005 are as follows:

5.1 Motorways

M11 At Newport, on the section north of the A120, traffic increased between 2004 and 2005 from 67,000 vpd (vehicles per day) to 69,000 vpd, having increased from 66,000 during the previous year. At Little Hallingbury the traffic increased from 89,900 in 2004 to 93,600 in 2005, having been 70,700 in 2002. The 2005 flows at these locations bring the traffic to a 67% increase since 1990 at Little Hallingbury and 56% at Newport, roughly the level that it would have been if the trend during 1990 - 1999 had continued uninterrupted. The decrease in traffic 2001 - 2002 was caused by the construction of the Stansted Slip Roads, which was completed in December 2002. At Theydon the traffic flow in 2005 was 75,000, a 31% increase since 1970.

M25 The HA monitor traffic on the Motorways and Trunk roads in Essex. In 2005 the site on the link between junctions 27 and 28 was the only one successfully monitored, showing a flow of 130,500 vpd, a decrease from 133,000 vpd in 2004.

5.2 Strategic Trunk Routes - Non-Motorways

A12 Traffic on Boreham Bypass was 79,300 in 2005, an increase from 78,500 in 2004 and a total increase of 24% since 1990. On Chelmsford Bypass the flow decreased to 62,500 in 2005, having been 64,000 in 2004, a total increase of 32% since 1990. At Stanway the traffic has increased from 86,400 vpd in 2004 to 88,400 in 2005, an increase of nearly 42% in total since 1990.

A120 The A120 between the M11 and Marks Tey was designated a Trunk Route in March 2005. A large increase in traffic can be attributed to the new A120 being completed between the M11 and Braintee. At Little Tey the traffic was 22,00 in 2005, having been 18,700 in 2003 and 20,300 vpd in 2004. At the site west of Great Dunmow, at Little Canfield, the road which was the A120 and has previously been reported in this section has now been bypassed by the new A120. It has been re-classified as the B1256 and the traffic flow has decreased substantially, to 6,100 in 2005.

5.3 Strategic Non-Trunk Routes

A127 On the A127 at Daws Heath, on the approach to Southend, the growth in traffic between 1990 and 1999 was 32%, from 47,500 vpd to 62,800. In 2000 the flow decreased but has since increased slowly and the traffic flow in 2005 was just under 63,700. At Childerditch, just east of the M25, the growth from 1990 to 1999 was 5%, from 70,900 vpd to 74,500 vpd. The average daily traffic in 2005 was just over 71,400 vpd, which means an increase of less than 1% since 1990.

Note: The Rayleigh Weir Underpass was constructed 1990 – 1991, a possible reason for the lower traffic flows on the A127 at Daws Heath.

A130 Traffic north of Chelmsford at Ford End increased from 6,200 to 10,100 vpd, representing a 64% growth, from 1990 to 2002. Flows decreased from 2002 to 2003 but have since increased and were in 2005 11,200, a total increase since 1990 of 81%. At Hanningfield, on the 'old A130' ie the section which has been declassified since the Northern section of the new A130, between A12 and A132, opened in January 2002, flow increased by 16.4% from 1990 to 1999 but decreased to just under 25,700 vpd in 2001, a total increase of 11.5%. The traffic on this section in 2005 had dropped to 4,000 vpd. Battlesbridge Bypass, which has been bypassed by the Southern section of the new A130, showed an increase from 1990 to 2001 of 14.2% from 28,000 vpd to 32,000 vpd, increasing rapidly to an average of 36,000 vpd in 2002. The flow on this section, which is now the A1245, was 14,800 vpd in 2005.

5.4 Regional Routes

A131 The traffic on the part of this route which lies north of Braintree decreased between 2000 and 2001 after having increased between 1990 and 2000 but has then increased again. At Penny Pots, south of Halstead, the traffic was 8,300 vpd in 1990, 11,100 vpd in 2000, 10,200 in 2001 and 11,600 vpd in 2005, a total increase of 39%. At Maplestead the flow was 5,800 vpd in 1990, 7,600 vpd in 2000 and 7,200 vpd in 2005, a total increase since 1990 of 24%. The site at Great Leighs was affected by the construction works for Great Leighs Bypass, which was completed in September 2002. Monitoring was disrupted and no data was available for 2001. In 2002 the flow was 20,000 vpd and in 2005 it was 21,600, an increase of 65% since 1990 when the flow was 13,100 vpd.

A414 Traffic levels at Norton Heath increased between 1990 and 2001 from 10,200 to 13,800 vpd, fell slightly to just over 12,800 in 2002, increased between 2002 and 2003 but have fallen for the last two years and now stand at 11,900, a total increase of 17%. On Writtle Bypass, flows increased from 11,500 to 14,600 vpd between 1990 and 2001, fell to 14,100 vpd in 2002 and increased in 2003 to 14,300. Since then traffic has decreased and now stands at 14,000 vpd, a total increase since 1990 of 22%. On the A414 at Danbury traffic flows were 20,400 vpd in 1990, increased to 23,800 in 1999 but have decreased to a flow of 22,600 vpd in 2004, representing a total increase of 10.5%. During 2005 major roadworks caused the average traffic flow to be 19,900 vpd, a decrease since 1990 of 3%.

5.5 County/Urban Distributors

A128 Traffic at Marden Ash, south of Ongar, showed a total increase from 1990 to 2001 of 30%, from 5,900 to 7,600 vpd but has then fallen to 6,400 in 2005, a total increase of 9% since 1990. At East Horndon, south of Brentwood, the growth between 1990 and 2004 was 20%, from 14,100 to 17,000 vpd, with a large increase from 1998 to 2000 and then a decrease. The reason for this large increase is unknown. At Bulphan, south of the A127, the total increase from 1990 to 2004 was 42%, from 11,100 to over 15,800 vpd. No data is available for 2005.

A1017 - A1124 This route was re-classified in October 1997, having previously been the A604, and traffic levels have fluctuated since then. From 1990 to 2000 traffic increased at Wixoe by 16%, from 7,600 to 8,800 vpd but in 2004 the traffic flow was 7,800 vpd, representing an increase of 3,5% since 1990. At Halstead the flows increased from 5,600 vpd in 1990 to nearly 6,300 in 1999 and have subsequently fluctuated and were 6,000 vpd in 2004, a total increase of 8%. At Seven Star Green traffic levels rose from 11,400 in 1990 to just under 12,000 vpd in 2001 but have since increased and now stand at 13,400 vpd, representing a total increase of over 17%.

A1060

Traffic at Roxwell increased between 1990 and 2003 from 4,700 to 6,500 vpd but has since decreased and now stands at 5,800, representing total growth of 24%. At Hatfield Heath the traffic increased between 1990 and 2003 from 7,300 to nearly 9,500 vpd, an increase of nearly 30%. During the last two years until 2005 the traffic here has decreased to 7,300 vpd, the same level that it was in 1990. The reason for this large decrease is unknown. At Little Hallingbury the traffic increased from 7,600 to 9,200 vpd between 1990 and 2000 but has since then decreased steadily and now stands at just over 7,700, representing a total increase of 2.5% since 1990.

6 Manual Cycle and Pedestrian Monitor

Essex County Council has a policy of increasing facilities for cyclists and pedestrians, particularly in urban areas, where short trip lengths predominate. In order to determine levels of cycling and walking and to help plan for the future, manual and automatic monitoring of such movements is being carried out. The manual monitoring is undertaken on a 'rolling programme', with a number of sites in each town being surveyed every three years by means of one 12 hour count per site.

Pedestrian and cycle activity has been monitored by means of manual counts in Basildon, Chelmsford, Colchester, Harlow and South East Essex in 1994-1996, 1999, 2002 and 2005. Summarised results are tabulated below. Detailed results are available in the data appendix document and also in separate reports.

In 2000, a change in survey date was agreed, moving the surveys from August, which has previously been the month for these surveys, to September, in order to avoid the summer holiday period. All regular cycle surveys after this date have been carried out in September. A number of sites, which were monitored in August 1999, were repeated in September 2000. The difference in cycling level was found to be insignificant.

Table 6.1: Manual cycle and pedestrian count summary Change Location Cycles Peds Cycles Peds Cycles Peds Cycles Peds Cycles Peds

Basildon 1995 1999 2002 2005 1995-2005 All dedicated cycle routes 2195 5046 2035 4297 1771 5218 1489 4662 -706 -384

Chelmsford 1994 1999 2002 2005 1994-2005 Dedicated cycle routes 6754 27380 6761 29239 6082 31701 6425 32022 -329 4642 On-road cycle routes 601 2632 544 2216 628 4209 592 4401 -9 1769 All cycle routes 7355 30012 7305 31455 6710 35910 7017 36423 -338 6411

Colchester 1996 1999 2002 2005 1996-2005 Dedicated cycle routes 525 2545 389 2674 404 2864 822 3440 297 895 On-road cycle routes 4694 25586 3947 26098 3458 23314 4186 32105 -508 6519 All cycle routes 5309 28170 4482 28807 3966 26236 5008 35545 -301 7375

Harlow 1995 1999 2002 2005 1995-2005 All dedicated cycle routes 3105 6906 2572 6931 2147 8502 2559 8404 -546 1498

South-east Essex 1996 1999 2002 2005 1996-2005 Dedicated cycle routes 351 12535 306 13464 203 10104 277 10829 -74 -1706 On-road cycle routes 1598 10734 1311 8796 1003 10707 1077 10778 -521 44 All cycle routes 1949 23269 1617 22260 1206 20811 1354 21607 -595 -1662

TOTALS 1994/95/96 1999 2002 2005 1994/5/6-2005 Dedicated cycle routes 12930 54412 12063 56605 10607 58389 11572 59357 -1448 4906 On-road cycle routes 6893 38952 5802 37110 5089 38230 5855 47284 -1038 8332 All cycle routes 19823 93364 17865 93715 15696 96619 17427 106641 -2486 13238

The figures show a decrease in cycling on almost all cycle routes representing 12% overall since the mid nineties. This trend of decreasing cycling is consistent with a long-term national trend.

- 18 -

7 Automatic Cycle Monitor

The automatic cycle monitoring utilises specially designed inductive loops, ten of which were installed in 1998, at six locations in Chelmsford, one in Witham and three in Colchester. In 1999 further loops were installed in Chelmsford, Colchester and Canvey and in 2000 a loop was installed in Harlow. All these sites are located on dedicated cycle paths. Two sites were installed in Ashingdon in 2004. Changes in the layout of the cycle path network means that two sites, one in Chelmsford and one in Colchester have been discontinued.

Monitoring was carried out for one week in each quarter in 1998, but this has been extended to two weeks in every quarter to lessen the effect that bad weather has on cycling flows.

The table below shows the average number of cyclists per day at each site.

As sites have been monitored for varying number of years, 1998, 2000 and 2005 flows are shown. More detailed results from these surveys are available in the data appendix document.

Table 7.1: Automatic cycle monitor - average daily flows Location Average flow Change 1998 2000 2005 00-05 98-05 Nos % Nos % Chelmsford Cyc/Ped path between Hill View Road and New Street 370 308 213 -95 -31% -157 -42% Kings Head Meadows Cycle/Pedestrian path 223 193 252 59 +31% +29 +13% Cycle/Ped path in Central Park, E of Waterhouse Lane 174 158 162 4 +3% -12 -7% Cycle/Ped path E of Rainsford Lane, opp Forest Drive 376 335 405 70 21% 29 8% Cycle/Ped path btw Rectory Lane and The Avenues 405 314 Cycle/Ped path btw Hill View Road and Victoria Road 405 403 418 15 +4% +13 3% Chelmer Park cycle path (new site 1999) - 63 84 21 +33%

Witham Bramston Sports Centre Bridge, N of Bridge Street 75 74 75 1 +1% 0 0%

Colchester Cycle/Ped path btw St Peters Street and Sportsway 69 66 52 -14 -21% -17 -25% Cycle/Ped path btw Guildford Street and Sportsway 121 129 103 -26 -20% -18 -15% Wivenhoe Trail 172 143 Cycle path E of Station Way RAB (new site 1999) - 73 120 47 +64% Cycle path N of Cowdray Avenue (new site 1999) - 287 178 -109 -38%

Canvey Canvey Lakes cycle path (new site 1999) - 187 182 -5 -3%

Harlow Cycle path S of Second Avenue near Nicholls Fields - 158 122 -36 -23%

Ashingdon Ashingdon Road SE of Holt Farm Way 91 Ashingdon Road NW of Somerset Avenue 75

Total for all sites - 2532 Total for sites that have been monitored for 4 years 2434 2366 -68 -3% Total for sites that have been monitored for 7 years 1813 1666 1680 -133 -7%

Note: Where averages are calculated for comparison with previous years' figures, the same quarters are used for the calculations of all averages.

The figures show a decrease in cycling of 3% in the five years from 2000 to 2005 and a 7% decrease from 1998 to 2005. This is consistent with a long-term national trend of decreasing cycling in Great Britain.

- 19 -

8 Urban Cordons and Screenlines

The annual traffic monitoring programme has included the following urban cordons and screenlines for a number of years:

Basildon Cordon Brentwood Cordon Chelmsford Cordon Colchester Cordon Clacton Outer Screenline Harlow Cordon South East Essex Eastern Screenline

In 1998 cordons and screenlines were introduced in a further seven areas:

Benfleet Billericay Canvey Clacton Loughton Maldon Wickford

In 2001 a further four urban cordons were introduced:

Braintree Rayleigh Rochford/Ashingdon Witham

In 2002 four further urban screenlines were added:

Basildon Chelmsford Colchester Harlow

Figure 8.1 overleaf shows the change in flows on established cordons and screenlines from 1993 to 2005 and table 8.1 summarises the changes in flows.

Figure 8.2 shows the changes in population in the equivalent local authority districts where a comparison can be made.

Table 8.2 shows the flows on the cordons and screenlines that have been monitored since 1998 and also the change in flows between 2004 and 2005.

Figure 8.3 shows the locations of the cordons and screenlines.

- 20 - Figure 8.1 : Growth index of traffic on urban cordons 1993 - 2005

1.30

1.25

1.20

1.15

1.10

1.05

Growth index 1.00

0.95

0.90

0.85

0.80

Basildon Cordon Brentwood Cordon Chelmsford Cordon Clacton Outer Screenline Colchester Cordon Harlow Cordon SE Essex Eastern S/L

Figure 8.2 : Growth index of population 1993 - 2005

1.200

1.150

1.100

1.050 Growth index 1.000

0.950

0.900 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005

Basildon Brentwood Chelmsford Colchester Harlow Tendring

Population figures 1993 - 2000 and 2002 - 2005 are estimates, 2001 figures are Census population figures.

- 21 -

Table 8.1: Traffic trends – Urban cordons and screenlines Cordon/Screenline Traffic trend Percentage change 2004 – 2005 Basildon cordon Steady growth in traffic from 1993 to 2004 but 5.4% decrease decrease from 2004 to 2005. 15% total increase from 1993. Basildon screenline Large increase 2003-2004, then decrease 6.6% decrease 2004-2005, possibly due to Pitsea Flyover Refurbishment works immediately prior to survey. Brentwood cordon Slow overall growth. Higher flows in 1998 and 2.0% increase since then a decrease in traffic. 2% overall increase since 1993. Chelmsford cordon Slow overall growth in traffic: 10% increase 0.1% decrease from 1993 to 2005. Chelmsford screenline Increase of 1% since 2002. 7.1% increase Clacton outer Slow growth in traffic 1993 to 1996 of 3% but 2.4% increase screenline faster growth from 1996 to 2003, decrease to 2004 and increase again to 2005. Overall increase of 24% from 1993 to 2005. Colchester cordon Overall increase from 1993 to 2005 of 4%. 3.4% increase Small variations in the intervening years. Colchester screenline Increase from 2002 to 2003, decrease to 2004 5.6% increase then increase to 2005. Total increase 2% since 2002. Harlow cordon Uneven growth in traffic, relatively slow growth 1.2% increase 1993 to 1998, faster growth 1998 to 2000 then slow decrease 2000 to 2005, 9% increase overall. Harlow screenline Small increase followed by decrease. No 0.7% decrease growth since 2002. South East Essex Small variations in traffic 1993 to 2002, larger 1.4% decrease Eastern screenline growth 2001 to 2003, then decrease to 2005. Overall 6% increase from 1993 to 2005.

On the urban cordons, the highest percentage increase since 1993 has been on the Clacton Outer Screenline with a figure of 24%. The change in traffic between 2004 and 2005 shows a range from an increase of 7.1% on the Chelmsford screenline to a 6.6% decrease on the Basildon Screenline.

Table 8.2 Traffic flows - Urban cordons and screenlines monitored 1998 - 2005 1998 1999 2000 2001 2002 2003 2004 2005 Change 03-04 Benfleet screenline 39007 37686 38321 37392 37259 38479 39790 37820 -5.0% Billericay screenline 46432 45904 45667 43793 43754 44150 44350 42431 -4.3% Canvey cordon 39395 38567 38060 37857 39158 40085 39452 39121 -0.8% Canvey monitor (one site) 2408 2605 2945 3144 3371 3326 3171 3968 +25.1% Canvey urban screenline 49168 48873 48868 49220 50573 51588 50885 50779 -0.2% Clacton N-S screenlines 43028 44154 45131 45841 46371 46962 46447 46340 -0.2% Clacton E-W screenlines 37240 38197 39497 40479 46525 41230 37930 40127 +5.8% Loughton cordon 73004 73306 73556 71893 73564 73730 75194 77847 +3.5% Maldon cordon 57240 60173 62983 61219 60222 64010 62981 63060 +0.1% Maldon screenline 36901* 33473 34398 33948 29594* 37077 34680 35988 3.8% Wickford screenline 49570 50366* 45692 48745 51064 50541 48358 47708 -1.3% TOTAL 473393 473304 477118 475532 483457 493181 485242 -1.6% * = untypical flows due to road works during the survey period

- 22 - TVHEEH I2C0L0E5 KTILROAMFFEITCR EMSO N-I TOLIRNIKN GN UPRMOBGERASMME

54 56 58 60

East Anglian / Mid Essex Screeenline

REVISION CHECKED INITIALS DATE DESCRIPTION DESCRIPTION OF DRAWING SCHEME TITLE TONY CIABURRO, SUFFIX BY DATE BY

9.1 Changes 1993 to 2005

Data has been collected from a number of rural inter-urban screenlines as part of the annual monitoring programme for several years. These are:

Access to the M11 Screenline Access to the M25 Screenline Dengie Peninsula Screenline Tendring Peninsula Screenline South East Essex Western Screenline Canvey Island Screenline

The locations of the cordons and screenlines are shown on Figure 8.3.

Table 9.1 below shows the total traffic flows recorded on these screenlines and an index showing the changes in traffic.

Table 9.1: Flows and trends on rural screenlines 1993 – 2005 Screenline Access Access Dengie Tendring SE Essex Canvey To M11 to M25 Peninsula Peninsula Western Island Year 1993 = 1.00 1993 32230 136749 19088 53272 140118 40813 1.00 1.00 1.00 1.00 1.00 1.00 1994 33714 136638 19309 53668 141700 41897 1.05 1.00 1.01 1.01 1.01 1.03 1995 35215 136132 19867 52487 145597 42928 1.09 1.00 1.04 0.99 1.04 1.05 1996 36144 138640 20800 55478 150964 43462 1.12 1.01 1.09 1.04 1.08 1.06 1997 36144 No data 20888 56672 154742 44739 1.12 available 1.09 1.06 1.10 1.10 1998 35586 No data 21390 59156 151762 44166 1.10 available 1.12 1.11 1.08 1.08 1999 36671 No data 21255 58982 154084 44245 1.14 available 1.11 1.11 1.10 1.08 2000 36547 No data 21726 61150 156203 43809 1.13 available 1.14 1.15 1.11 1.07 2001 37822 No data 22119 62589 154439 44395 1.17 available 1.16 1.17 1.10 1.09 2002 37071 No data 23090 62902 160857 47476 1.15 available 1.21 1.18 1.15 1.16 2003 38787 147172 23924 67555 163974 47473 1.20 1.08 1.25 1.27 1.17 1.16 2004 47323* 146850 23279 66743 162641 47546 1.47 1.07 1.22 1.25 1.16 1.16 2005 51706 147716 23684 69557 162023 46480 1.60 1.08 1.24 1.31 1.16 1.14 % change 1993-05 60 8 24 31 16 14 % change 2003-05 9.3 0.6 1.7 4.2 -0.4 -2.2

The character of the Access to the M11 Screenline has changed since the 2004 and 2005 traffic flows include Stansted Airport traffic. Table is included for historic purposes only.

The Tendring Peninsula Screenline shows an increase in traffic, of 4.2%, the Dengie Peninsula Screenline traffic has increased by 1.7% and on the Access to the M25 Screenline traffic has increased by 0.6%. On the Canvey Island Screenline the traffic has decreased by 2.2% and on the SE Essex Western Screenline by 0.4%.

The Tendring Peninsula screenline shows an increase of 31% in traffic since 1993, the Dengie Peninsula screenline 24% and on the Access to M25 the traffic has increased by 8%. The South East Essex Western screenline and the Canvey Island screenline show growth of 16% and 14% respectively during this period. - 23 -

9.2 National Trends

Recorded traffic data shows growth in traffic nationally of 14.1% from 1990 to 2000. The DfT National Road Traffic Forecasts (Great Britain) 1997 document gives low, central and high predicted annual growth factors of 0.65%, 1.74% and 2.79% from 2000 to 2001 and 1.35%, 1.69% and 1.99% respectively each year from 2001 to 2005. This means combined recorded/predicted traffic growth from 1990 to 2005 of 21.1%, 24.1% and 26.9% respectively, and from 1993 to 2005 of 20.7%, 23.7% and 26.5%.

The Department for Transport’s National Statistics on Traffic in Great Britain includes analysis by vehicle type and road class.

No figures are yet available for 2005. Traffic levels rose by 1.7 per cent between 2003 and 2004. This continues the estimated underlying growth rate of between 1 and 2 per cent per annum since 1999. Other key results include:

Car traffic increased by 1.3 per cent between 2003 and 2004. The increase in light van traffic was 5.1 per cent. Goods vehicle traffic increased by 3.1 per cent. Motorway traffic increased by 3.9 per cent between 2003 and 2004.

- 24 -

10 Opening Dates of Significant Schemes

Significant road improvement schemes that have opened in Essex since 1986 are shown in Table 10.1 below:

Table 10.1: Dates of opening – significant road improvement schemes Date Road Location / road name number

September 1986 C III Stansted Airport Approach Road September 1986 Chelmer Valley Route South, Chelmsford October 1986 A120 Coggeshall to Marks Tey November 1986 A12 Chelmsford Bypass

April 1987 A13 Stanford-le-Hope to Five Bells Stage 1 August 1987 A414 Writtle Bypass September 1987 A130 Parkway Stage 3, Chelmsford December 1987 M25 A13/M25 Junction Improvements

February 1988 A120 Rayne Road High Street Link, Braintree September 1988 A414 Norton Heath Diversion October 1988 A414 West of High Ongar November 1988 A13/A130 Sadlers Farm Junction Improvement November 1988 A414 Four Wantz to Aukingford Gardens

February 1989 Maldon Southern Relief Road Stage 1 June 1989 Buckingham Hill Road, Thurrock July 1989 A120/A131 Braintree and Rayne Bypass August 1989 Maldon Southern Relief Road Stage 2 October 1989 A130 Chelmer Valley Route North, Chelmsford November 1989 B1137 White Hart Lane Junction Improvement November 1989 A1159 Eastern Avenue / Sutton Road Junction

September 1990 A126 Lakeside Link Road October 1990 A414 Maldon Bypass November 1990 A131 Little Waltham to Great Leighs

January 1991 M25 Motorway Service Area, Thurrock June 1991 A414 Canes Lane Improvement Stage 2 August 1991 A1113 Springfield Road Diversion August 1991 A130 Canvey Road Dualling October 1991 A282 Queen Elizabeth II Bridge

January 1992 Sutton Road Improvement Stage 1 January 1992 A1306 Improvement Scheme, Thurrock March 1992 A120 Dovercourt Bypass Stage 2 March 1992 A127 Rayleigh Weir Grade Separation

April 1993 A13 Stanford-le-Hope to Five Bells Phase 2

March 1994 B1442 Bovills - Montana Link August 1994 B1442 Gorse Lane Link November 1994 A133 Little Clacton Bypass Stage 2B

- 25 -

February 1995 B1013 Eastwoodbury Lane – A127 February 1995 A113/A1112 Gravel Lane RAB, Abridge March 1995 A133 Little Clacton Bypass Stage 1 May 1995 B1418 Hyde Lane, Bicknacre July 1995 B186 Chafford Hundred Link (Fenner Rd/Burghley Rd) August 1995 NCN Kings Head Meadow Cycleway, Chelmsford November 1995 B1018 “Bovis” Link, Maldon November 1995 Link Road, Canvey Island November 1995 Shrub End Road – Gosbecks Road, Colchester

February 1996 A134 Colchester Eastern Approaches Stage I March 1996 A131 Great Notley Garden Village Bypass May 1996 B1013 Access to Southend - Northern Section Eastwoodbury Lane to Hall Road June 1996 NCN Wivenhoe to Colchester Cycle Path July 1996 A414 Knowles Farm to Maldon Bypass September 1996 A1017 Haverhill Bypass (Suffolk Scheme) October 1996 B186 West Thurrock Way Dualling

January 1997 Witham Cycleways February 1997 A136 Parkeston Bypass Stage 1 Phase 1A February 1997 B1012 Saltcoats Hill Improvement, Maldon March 1997 Turner Road Diversion, Colchester April 1997 A134 North Station Road Widening, Colchester Sep - Nov 1997 A604 Re-numbering to A1017 – A1124 October 1997 A130 Safeways, Canvey Island

No significant schemes were opened in 1998

February 1999 A13/A130 Sadlers Farm Junction improvement December 1999 A414 Dualling - M11 to Second Avenue, Harlow

January 2000 A121 Waltham Park Link Road March 2000 Jaywick Relief Road May 2000 Second Avenue Bus Lane, Harlow July 2000 A136 Parkeston Bypass Stage 1 Phase 1B

No significant schemes were opened in 2001

January 2002 A130 Northern Section (A12 - A132) July 2002 A136 Parkeston Bypass Stage 2 September 2002 A131 Great Leighs Bypass December 2002 M11 Stansted Slip Roads

February 2003 A130 Southern Section (A132 - A127) June 2003 A134 Northern Approach, Colchester December 2003 A120 M11 – Dunmow West

July 2004 A120 Dunmow West – Braintree

No significant schemes were opened in 2005

- 26 - Essex Traffic Monitoring Report 2005

Appendices Appendix A

Glossary of terms

AADT Annual Average Daily Traffic - The total number of vehicles using a road in the year / 365

ATC Automatic Traffic Count

Cordon An imaginary line which completely encloses a given area (eg town or central business area) and at which traffic counts are taken

CRF Congestion Reference Flow - The CRF is a measure of the performance of a road between junctions. CRF = the theoretical practical capacity of a road, beyond which unstable operating conditions are likely to occur (expressed as an AADT flow), related to the local traffic characteristics (ie proportion of goods vehicles, peak period to daily flow ratio and directional split)

DfT Department for Transport

OGV Goods Vehicle - Any goods vehicle over 1.5 tons gross vehicle weight

HA Highways Agency

LTP Local Transport Plan

NARNAS NAtional Roads Network Assessment System

NCN National Cycle Network

NRTF National Road Traffic Forecasts

Road Hierarchy A classification system which is closely related to the use and degree of importance of a road as a traffic carrier. In Essex, the classifications in descending order of importance are: Strategic Route - Trunk & Motorway Strategic Route - Non-Trunk Regional Primary Route County/Urban Distributor Secondary Distributor Local Access Roads

Screenline An imaginary line drawn across part of an area segregating it from other areas and at which traffic counts are taken

Trunk road Major road of national importance for which the DfT has responsibility

Vpd Vehicles per day

Weekday The period Monday to Friday inclusive

Weekly The period Monday to Sunday inclusive

12 hr Count carried out between 0700 and 1900 hrs

16 hr Count carried out between 0600 and 2200 hrs

5 day av The average daily flow during the period Monday to Friday inclusive

7 day av The average daily flow during the period Monday to Sunday inclusive

Printed April 2006