Countywide Strategic Transport Model
Local Model Validation Report
24/10/2014
Document Control Sheet BPP 04 F8 Version 16; October 2013
Project: Countywide Strategic Transport Model Client: Buckinghamshire County Council Project No: B12798A2 Document title: Local Model Validation Report Ref. No: LMVR01
Originated by Checked by Reviewed by NAME NAME NAME ORIGINAL Tom Withey Csaba Kelen Dudley Morrell
NAME As Project Manager I confirm that the INITIALS
Approved by above document(s) have been subjected to Jacobs’ Check and Review procedure and Csaba Kelen that I approve them for issue DATE 24/10/2014 Document status: For Client Review
REVISION NAME NAME NAME
Tom Withey Csaba Kelen Dudley Morrell
NAME As Project Manager I confirm that the INITIALS
Approved by above document(s) have been subjected to Jacobs’ Check and Review procedure and Csaba Kelen that I approve them for issue DATE 01/12/2014 Document status: Final Document
REVISION NAME NAME NAME
NAME As Project Manager I confirm that the INITIALS
Approved by above document(s) have been subjected to Jacobs’ Check and Review procedure and that I approve them for issue DATE Document status
REVISION NAME NAME NAME
NAME As Project Manager I confirm that the INITIALS
Approved by above document(s) have been subjected to Jacobs’ Check and Review procedure and that I approve them for issue DATE Document status
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Contents
1 Introduction 1
2 Model Description 3 2.1 Zone System 3
3 Data Summary 7 3.1 Model data sources 7 3.2 Highway network 7 3.3 Public Transport network 7 3.4 Highway and Public Transport travel demand 7 3.5 Highway assignment calibration and validation 9 3.6 Public transport assignment validation 10
4 Network Model Development 11 4.1 Highway Network 11 4.2 Public Transport Network 18
5 Demand Matrix Creation 35 5.1 Introduction 35 5.2 Demand Segmentation 35 5.3 Land Uses 36 5.4 Trip Ends 38 5.5 Trip Distribution and preparation of O-D matrices 40 5.6 Highway Matrix Calibration 41 5.7 Highway Matrix Estimation of Highway Matrices 45
6 Assignment 49 6.1 Highway Assignment 49 6.2 Public Transport Assignment 49
7 Highway Assignment calibration and validation 59 7.1 Calibration and validation criteria 59 7.2 Modelled flows validation results 62 7.3 Assignment results 72
8 Public Transport Validation 78 8.1 Validation criteria 78 8.2 Assignment results 79
List of Tables Table 2-A Model zone system by geographic area 6 Table 4-A Default values used in ICA 16 Table 4-B Network checks made without an assignment 17 Table 4-C Bus stop clustering examples 19 Table 4-D London Underground Headway Assumptions 26 Table 4-E London Underground Services 27
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Table 4-F Zone Connector Typology 28 Table 4-G Distance Based Rail Fares 32 Table 4-H Distance Based London Underground Fares 33 Table 4-I Distance based bus fares 34 Table 5-A Purpose, user class and vehicle class relationships 36 Table 5-B Daily Trip Productions by purpose, mode and area, and Daily Trip Attractions by area 39 Table 5-C Peak hour factors for Buckinghamshire town centres 41 Table 5-D Average trip lengths (km) by purpose, mode and area type 42 Table 5-E Prior and post matrix estimation matrix totals 45 Table 5-F Benchmark Criteria for Matrix Estimation Changes 46 Table 5-G Slope and R2 summary of AM, IP and PM trip ends 46 Table 5-H Trip length distribution criteria for prior / post matrix estimation 47 Table 6-A Summary of Recommendations for PT Assignment Model Applicability 50 Table 6-B Impedance Parameters 51 Table 7-A Link flow criteria 59 Table 7-B AM, IP and PM Peak link flow validation Prior Matrix Estimation 60 Table 7-C AM, IP and PM Peak link flow validation Post Matrix Estimation 60 Table 7-D Screenline Flow criteria 60 Table 7-E Screenline Flow Difference 61 Table 7-F AM, IP and PM Peak Journey Time validation - Post Matrix Estimation 61 Table 7-G Difference between modelled and observed Car flows - AM Peak hour 63 Table 7-H Difference between modelled and observed HGV flows - AM Peak hour 64 Table 7-I Difference between modelled and observed LGV flows - AM Peak hour 65 Table 7-J Difference between modelled and observed Car flows - IP Peak hour 66 Table 7-K Difference between modelled and observed HGV flows - IP Peak hour 67 Table 7-L Difference between modelled and observed LGV flows - IP Peak hour 68 Table 7-M Difference between modelled and observed Car flows - PM Peak hour 69 Table 7-N Difference between modelled and observed HGV flows - PM Peak hour 70 Table 7-O Difference between modelled and observed LGV flows - PM Peak hour 71 Table 7-P Highway assignment in the AM peak hour in Year 2013 (veh/hour/direction) 72 Table 7-Q Highway assignment in the IP hour in Year 2013 (veh/hour/direction) 73 Table 7-R Highway assignment in the PM peak hour in Year 2013 (veh/hour/direction) 74 Table 7-S Level of congestion in the AM peak hour in Year 2013 (volume over capacity in %) 75 Table 7-T Level of congestion in the IP hour in Year 2013 (volume over capacity in %) 76 Table 7-U Level of congestion in the PM peak hour in Year 2013 (volume over capacity in %) 77 Table 8-A Modelled and Observed Station boarding and Alighting Comparison 79
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List of Figures
Figure 2-A Basis for the modelled zoning system 3 Figure 2-B Model zone system inside Buckinghamshire County 4 Figure 2-C Model zone system within the “Halo” area 5 Figure 2-D Model zones system of the external area 6 Figure 4-A Volume-Delay functions used in the Countywide model 13 Figure 4-B Excerpt showing observed areas of congestion 14 Figure 4-C Roundabout coding 15 Figure 4-D Line routes and time profile aggregation settings 20 Figure 4-E Bus services 21 Figure 4-F Rail network 23 Figure 4-G Buckinghamshire Rail Stations and Lines 24 Figure 4-H London Underground Services 25 Figure 4-I Metropolitan Line 26 Figure 4-J Aylesbury Rail Stations and Connectors 29 Figure 4-K Bus Connectivity 30 Figure 4-L London Underground Interchange Stations 31 Figure 6-A General Public Transport Assignment Settings 52 Figure 6-B Public Transport Assignment Setting - Basis 53 Figure 6-C Public Transport Assignment Setting - Search 54 Figure 6-D Public Transport Assignment setting - Preselection 55 Figure 6-E Public Transport Assignment Settings - Impedance 56 Figure 6-F Origin Wait Time Settings 57 Figure 6-G Choice Procedure Settings 57 Figure 8-A AM Peak Flows 80 Figure 8-B Public Transport assignment in the Inter Peak Hour (passenger/hr/direction) 81 Figure 8-C PM Peak Flows 82
Appendices
Appendix A Zonal system of major towns in Buckinghamshire Appendix B Link types and parameters Appendix C Bus services Appendix D Rail services Appendix E Interchange Stations in Central London Appendix F Highway Traffic Flow Calibration Appendix G Journey Time Validation Appendix H Journey Time Routes Appendix I Scatter Plots of Matrix Trip Ends Appendix J Trip Length Distribution Appendix K Planning Data (2011-2013)
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1 Introduction
Buckinghamshire County Council (BCC) is refreshing its countywide investment programme for major capital projects to support delivery of the Economic Strategy for Buckinghamshire. To provide quantified forecasts on travel demands and network performance with sufficient geographical scope, a Countywide Strategic Transport Model is required.
To be in a position to make the case for national funding allocations, in accordance with Government’s technical guidance, such as the Department for Transport (DfT) Transport Analysis Guidance Document (WebTAG) and the Design Manual for Roads and Bridges (DMRB), it is essential to provide highly quantitative evidence on travel demand. These outputs are fed into business-case procedures such as Cost- Benefit Analysis (COBA), and Transport-User Benefit Analysis (TUBA) to make the case for investment in accordance with DfT guidance. This requires the development of base year and future year transport models to provide information associated with travel patterns, costs of travel, and proposal-specific impacts on traffic flows, travel costs and journey times.
This commission aims to deliver a Countywide Strategic Transport Model with WebTAG compliant model structure and functionality. A fully WebTAG compliant model will be possible upon provision of further local travel data and the corresponding update of model calibration and validation, which is outside the scope of this commission. The final model will support the delivery of Major Scheme Business Cases the Economic Strategy for Buckinghamshire. The model also informs the delivery of strategic planning (Local Plans), network management and environmental assessment/monitoring, offering potential benefits across a wide range of Council functions. The model will also be a useful tool in support of the delivery of major projects through statutory planning processes.
The modelling approach proposed for the Countywide Model is consistent with the procedures for travel demand forecasting set out in national guidance, such as WebTAG and DMBR. The model was based on a synthetic model development approach due to the fact that existing Road Side Interview (RSI) data within the study area is dated 2005 (Aylesbury) and 2006 (High Wycombe), both of which are older than acceptable limits in WebTAG. In addition, because of budget and time constraints of this commission, an RSI survey programme was outside of the scope of this work. A synthetic modelling methodology was used to develop travel demand for the base year. This utilized demographic data (2011) and commercial employment data (2013), and local planning data from BCC, to guarantee the empirical richness in the model.
To satisfy DfT and other interested parties that the model was informed by all available local data sources, our proposed approach aims to take full account of:
National and local planning data and economic growth forecasts to inform travel demand matrices (base and future years) to provide a sound link to local planning data and forecasts as used in Local Plan preparation and BTVLEP SEP’s. Highway Agency (HA) and BCC traffic count data to inform calibration and validation of network assignments, to ensure that modelled traffic flows in the base year pass the defined tests in DMRB guidance.
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Traffic Master data sources on local network speeds to inform link-speed definition as well as journey time validation of the highway network.
A forecast model was also developed for the year 2031, supported by planning data and infrastructure development information from the County. This will be reported in detail in the Forecast Model Validation Report.
PTV VISUM software was chosen as the preferred platform to ensure compatibility with BCC’s existing local models of Aylesbury, Wycombe and Buckingham.
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2 Model Description
2.1 Zone System
The first step in generating the modelled demand was defining the zone system. A hierarchical system was used in which the greatest level of spatial detail was used within the County, with detail becoming less with greater distance from the study area. To make the process of calculating land uses within the zone easier, the zone boundaries were based on aggregations of Census output areas; these are small areas comprising around 200 houses and are the finest level of detail at which Census data is reported. Zones further away from the study area were based on aggregations of larger census reporting boundaries such as the lower and middle super output area layers. These are themselves aggregations of output areas. The ‘building blocks’ of the modelled zoning system at different levels of spatial detail are illustrated below:
MSOA level
OA level
District, UA or Borough level
County or Regional level
Figure 2-A Basis for the modelled zoning system
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Thus within the county itself (shown in yellow above), the greatest level of spatial detail was required and zone boundaries were built up from output areas. In the immediate ring” surrounding the county, zones were based on aggregations of Middle Super Output Areas (blue), while outside of that zones were based on District boundaries (light green), which together comprise the “Halo” area. The outermost layer (pink) used aggregations of County and regional boundaries comprising the external model area.
The zone system of the County is illustrated in the following figure. More detailed zonal maps of the towns of Aylesbury, Buckingham and High Wycombe are in Appendix A.
Figure 2-B Model zone system inside Buckinghamshire County
In urban non-residential areas, the output areas are quite large (output areas need to comprise around 200 households) and not suitable as zone boundaries.
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Therefore, in those areas, the modelled zoning system was based on splitting the output areas into multiple zones.
On average, there are 2.36 output areas per zone in the area covering Buckinghamshire, with the highest number of output areas in any one zone being seven.
The model “Halo” area is composed of the counties that surround Buckinghamshire County and Greater London. In this area, each zone is made up of one or more Middle Super Output Areas (MSOA); the largest zone having 21 MSOAs and the smallest just one. Luton Airport, which is in this area of the model is allocated to a separate zone so the trips to and from here can be isolated.
The zone system within the “Halo” area is illustrated in the figure below.
Figure 2-C Model zone system within the “Halo” area
The external model area is composed of mainland United Kingdom outside of the “Halo” are. The zone system of the external model area is illustrated below.
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Figure 2-D Model zones system of the external area
Approximately 80% of the model zones are in Buckinghamshire County, and the remaining 20 % is outside of the County. The zone structure by geographic area is summarised in the table below.
Geographic Area Zone ID Number of Zones % of Zones Buckinghamshire County 1-696 696 81% Halo area 697-793 97 11% Rest of mainland UK 794-865 72 8% Total 865 100%
Table 2-A Model zone system by geographic area Since the model zonal geography was based on Census output areas, whereas the zones of existing town models of Aylesbury, Buckingham and High Wycombe were based on local considerations. Therefore, it is recommended that new local models are derived from the existing Countywide Model via network and matrix extraction, matrix estimation, calibration and validation. This process will result in updated networks and demand matrices for all town models.
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3 Data Summary
3.1 Model data sources
An array of data sources were used in building the model, and these were specific to each aspect of the model. The data sources used are described below for each part of the model building process.
3.2 Highway network
The modelled highway network was built using the Integrated Transport Network (ITN) and Meridan 2 data layer as a basis for the links and nodes of the network. The first data source is available from Ordnance Survey, under BCC Local Authority (SLA) agreement, while the second is open source data. A detailed description of the way this data was used in the model is given in section 4.1.2.
For the detail of the number of lanes on a link, locations of one way links, turn bans, number of stop line lanes and junction coding a combination of site visits, local knowledge, Google Earth and Google Street View were used. In addition, the local highway models of Aylesbury, High Wycombe and Buckingham, served as useful references for the highway network in those areas.
For signalised junction, signal timings were based on data taken from Transport for Buckinghamshire’s Urban Traffic Management & Control (UTMC) system.
The COBA manual1 was used to derive characteristics such as speed and capacity for different link types.
3.3 Public Transport network
The public transport network uses the same nodes and links as the highway network. Bus stops, service routes and timetable information were sourced from ATCO Cif files from BCC. The files are maintained by the County in a common format for all bus operators.
National Rail and London Underground station details were sourced from NaPTAN data. GIS Shape files of the national rail network and London underground were used to define services. Public Transport route and timetable information for coding and checking purposes were sourced from published material on-line at the Transport for Buckinghamshire website, Individual operator websites and the South, East and Midlands Traveline.
3.4 Highway and Public Transport travel demand
Travel demand for the highway and public transport models was created using purely synthetic methods, as opposed to using data from origin destination surveys. The broad methodology for doing this was to establish land use data for each modelled zone, apply trip rates derived from surveys and distribute the trips using a gravity model calibrated to observed trip lengths. Detailed information on this process is provided in section 5.
1 https://www.gov.uk/government/publications/coba-11-user-manual
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3.4.1 Land-use data
For the first part of this process, land use data, two types of information were required: demographic data based on where people live; and employment data for where people work. The 2011 Census was used to provide the demographic data, and was taken from the Office for National Statistics’ (ONS) NOMIS website2. The data is provided at Output Area level, which is the finest level of detail for reporting Census data. This provided a wealth of information about the number and demographics of the people and households living in each output area including population split by age, gender, economic activity and car availability. The modelled zone system was built up from aggregations of output are boundaries, so it was relatively simple to generate land-use data for each zone.
The Census data was only useful for land-uses up until 2011. The base year for the model is 2013. The changes in land use over the two year period were ascertained from planning completions supplied by the four districts within Buckinghamshire (who are the planning authorities). Planning data for the period 2011-2013 are summarized in Appendix A.
Land-use data concerning car ownership was informed by the National Car Ownership Model (NATCOP), a sub-model of the National Trip End Model (NTEM3). NATCOP calculates the probability of households owning 0, 1, 2, 3 or more cars for a given year, based on demographic data. It is usually used to provide forecasts car ownership, but the same principles are applied to calculate car ownership in the base year.
For employment data, information was taken from a database of employment locations provided by the third party contractor “Blue Sheep” The Blue Sheep employment data relies on twelve different data sources (including from Companies House) to give details for every business in the UK. The details include postcode and grid reference for the location of the business, the Standard Industry Classification, and the number of employees. Where a single business has multiple offices or branches, the database records the number of employees at each individual branch or office location, rather than just the UK total reported at the head office. The data set, which has been used previously on other Jacobs projects, provides a breakdown of employment by type of job using SIC. These SIC categories were then combined to give zonal totals of jobs by the broader types used in the trip end model.
3.4.2 Trip rates
Trip rates and modal and time-of-day factors for highway, PT and non-motorized modes were applied to the land-use data at a zonal level to derive trip ends, using JTREND program (Jacobs UK’s Bespoke Trip Generation Model, which is using standard NATCOP and CTripEnd modelling methodology in one application). The trip rates were based on those used in DfT’s CTripEnd programme, which forms a part of the National Trip End Model, and in turn derives trip rates from the National Travel Survey (NTS).
The final step in the creation of the synthetic trip ends is to balance trip attractions with trip productions. The balancing occurs by purpose, using adjusted NTEM
2 http://www.nomisweb.co.uk/ 3 NTEM: National travel forecasting process that provides predictions of trip productions and attractions at any geography level in the UK, based on current car ownership and planning data.
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balancing areas. As Buckinghamshire’s NTEM balancing area (e.g. Buckinghamshire, Oxfordshire, and Berkshire etc.) is disaggregated into smaller areas based on ONS travel-to-work balancing areas. Balancing areas for education, shopping and other trips are further refined to conform to districts within Buckinghamshire. The productions are split by time of day giving proportions of outward trips in the morning peak, inter-peak and evening peak periods. These are used later to subdivide the distributed outward trips by time period.
One exception was applied to the above methodology for educational trips within Buckinghamshire. For state schools, the County provide a year 2011 School Census database, which includes trip origin (i.e. home), destination (i.e. school) and mode of travel information for all pupils. Year 2013 attendance information was used to adjust for change in total attendance. Attendance at Private schools was not covered in this dataset, so pupil totals for such establishments were obtained and a gravity model with appropriate mean trip length was used to synthesise trip patterns to each school. The resulting matrices related to pupil trips, and not associated escort trips to/from school. In The CTripEnd framework escort trips form part of the trip making of the escorted purpose. Escort trips were, therefore, added for primary school trips (irrespective of mode used) and for car trips to/from secondary schools. For primary school slow mode one escort tour was added to each pupil tour. For car trips (for primary or secondary school) 0.8 escort tour was added to each pupil tour; this lower value recognises that some drop-off and pick-up car trips are not simple home-based tours but involve trip chaining (for example to work).
The resulting trip-end sets are in P-A format for home-based trips, and O-D format for non-home-based purposes.
3.4.3 Trip distribution
The trip ends were distributed using a gravity model to form the demand matrices. The distribution was calibrated so that the trip lengths in the demand matrices replicated those collected for similar area types (metropolitan, urban, rural etc.) in NTS. The trip distribution is calibrated for each home-based trip purpose (where demand data is in P-A format) and non-home-based purpose (where data is in O-D format) in turn. The inputs to calibration are: Trip productions by mode and purpose; Trip attractions (which for some purposes is totalled across mode); Skimmed cost matrices (by mode), taken from morning peak hour assignments; Skimmed distance matrices;, Target mean trip length which the calibration seeks to match.
Again, a different methodology was used for educational trips. State school trip distribution data was available from 2011 School Census. For Independent Schools, a synthetic trip distribution model was used to develop school trip matrix on the bases of the trip length distribution of respective State School categories (primary, secondary). The school survey-based, augmented school trip data replaced synthetic school trips for the educational trips purpose.
3.5 Highway assignment calibration and validation
The process of calibrating and validating the highway assignment consists of checking the model’s representation of traffic flows, delays and journey times
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against real life observations. This was done for the Countywide model by comparing the modelled flows against traffic count data supplied to the project team by Transport for Buckinghamshire, and data downloaded from the HA’s TRADS website4.
The traffic counts from TfB comprised 118 Automated Traffic Counts (ATCs) and 49 Manual Classified Counts (MCCs), each of which recorded traffic flows in both directions (with the exception of those on one way links). The counts were all located within Buckinghamshire County. 96 count locations were extracted from the TRADS website, and detailed traffic flows on motorways and other trunk roads. The majority of these were in areas surrounding the county, rather than within the county itself. The count data were collected between 2012 and 2013.
Highway journey time observations were based on data gathered by TrafficMaster which records data using Satellite Navigation devices installed in cars and other vehicles. Journey times are specified for links in the Integrated Transport Network (ITN). The data set includes journey times of trips made over the period from September 2012 to August 2013, of which only data from weekdays during school term times was used to calculate the average journey times.
More detail on the counts and journey times used in the model is provided in the Existing Data and Traffic Surveys report.
3.6 Public transport assignment validation
Public transport assignment validation was based on comparing model’s representation of passenger boarding and alighting at railway and underground stations with observed station entry and exit data. Annual data was converted to daily values by using daily factors.
Annual station entry and exit estimates, collected by the Office of Rail Regulator (ORR), were used at stations in the County. Daily station counts by Transport for London were used to validate combined London Underground and Rail stations in the County.
4 https://trads.hatris.co.uk/
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4 Network Model Development
4.1 Highway Network
4.1.1 Introduction
This section describes the process and methodologies used in building the modelled network. In creating the network, due regard was given to the level of spatial detail required at different locations within and outside the study area; the required level of detail in the model is discussed in section 2.
4.1.2 Network basis
The modelled network was originally created using two Ordnance Survey datasets; the Integrated Transport Network (ITN), and Meridian 2. Within Buckinghamshire and surrounding areas, the ITN network was used as a basis for the modelled network; beyond this, Meridan 2 layers were used.
ITN segregates links into motorways, A-roads, B-roads, minor roads, local streets, private roads, and alleys, in descending order of importance. As a general rule, only links classified as minor roads and above were selected to be represented in the modelled network, however, some local streets were included in urban areas where greater levels of spatial detail were required. This increased detail in the modelled network was commensurate with the greater spatial detail in the zoning system for the same area. Private roads were added only where they facilitate zone loading of trips from areas which could only be accessed by those private roads. Where they were coded, they were only done so as ‘stub links’ connected to by a centroid connector, ensuring that the link would not be used by general traffic.
The ITN data layer covered all of Buckinghamshire county, and an area extending to around ten kilometres outside of the county. Then ten kilometre buffer area was used to ensure that the highest level of topographical accuracy is maintained in the immediate vicinity of the County. Outside the county, the general approach described above was modified slightly to reflect the slightly more aggregate nature of spatial detail in that area; this modification meant that minor roads were not included in the selection of modelled links; only B-roads and above were included. Where a minor road crosses the County boundary, it was included in the area beyond the boundary, but only up to the point of its intersection with a B-road or higher.
Beyond the range of ITN coverage (i.e. greater than ten kilometre buffer), the modelled network was based on Meridian 2 data. Only B-roads, A-roads and motorways were represented in the modelled network, and the density of links decreased with increasing distance from Buckinghamshire. B roads were included only as a continuation of a B-road included from the ITN layer, and only up to the point at which they intersect with an A-road. A-roads which connect the study area with major surrounding urban areas (for example Oxford, Northampton, London) were included in the modelled network. In areas greater than around 30 kilometres from Buckinghamshire, the only roads included in the modelled network were motorways and those A-roads serving inter-regional traffic (for example, A1, A2, and A303).
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The links data set was prepared in GIS, before a single shape file was created which was then imported to VISUM using the standard methodology for importing shape files.
4.1.3 Nodes to accommodate bus stops
For the purposes of the Public Transport coding, it was important that all bus stops served by bus routes within the model were included in the PT network. The locations of all these bus stops were specified using ATCO CIF data, and were transferred into the highway model. They were included as highway nodes, and as they were invariably not located at junctions, new nodes were required in order to accommodate them. These nodes effectively split an existing highway link in two and served no purpose within the highway assignment itself, however it ensured that a single modelled network could serve the purposes of both the highway and public transport assignment, ensuring a consistent link topology between the two. The consistent topology would have been important for transferring data between the PT and highway assignments, for example when updating PT in vehicle travel times data from the highway assignment.
4.1.4 Link characteristics
For the links imported into the model the parameters governing speeds, capacities and the relationship between speed and traffic flow were derived from Part 5 of the COBA manual5. The link characteristics described in the manual were translated into parameters appropriate for use in the VISUM model. A total of 59 different link types were drawn up based on COBA, to accommodate all different combinations of urban/suburban/rural, levels of development, road widths, number of lanes, and vehicle restrictions. For each link type, the relationship between vehicle flow and average speed, also known as a speed-flow curve, or in VISUM parlance, a “Volume-delay function” was defined. The Volume-delay functions used an ‘adjusted BPR’ function, the formulation of which was developed by the US Bureau of Public Roads, and is repeated below:
푞 푏 푞 푡0 (1 + 푎 ∙ ( ) ), ≤ 1 푞푚푎푥 ∙ 푐 푞푚푎푥 ∙ 푐 푡푐푢푟 = ′ 푞 푏 푞 푡0 (1 + 푎 ∙ ( ) ), > 1 { 푞푚푎푥 ∙ 푐 푞푚푎푥 ∙ 푐
Where: tcur is the calculated link travel time, t0 is the link travel time at free flow ’ conditions, q is the flow on the link, qmax is the link capacity, and a, b, b, and c are parameters specific to each link type.
The full list of link types, along with free flow speed, capacity, and parameters for the volume-delay function is given in Appendix A, whilst the Volume-delays functions are plotted on the graph below:
5 https://www.gov.uk/government/publications/coba-11-user-manual
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Figure 4-A Volume-Delay functions used in the Countywide model
Link lengths were automatically calculated by the VISUM software, based on the scale length of the polyline representing the modelled link.
Several links added to the model needed to be coded as one-way links, as they represented one of the following:
- Actual one-way roads - Circulating carriageway of a roundabout - Either side of a traffic island - Separate sides of a dual carriageway
In the first case, actual one-way roads were identified by local knowledge and/or visual inspection using Google Earth or Google Street View, as part of the junction coding described in the following section.
In the other three cases, ITN contains an attribute to identify if the links fall into any of the three categories, and by using that attribute the relevant links within the model could be identified and assigned the link type ‘0’ (see the list in Appendix A) which blocks all movements on the link’s opposite direction. Roads considered unsuitable for HGVs or prohibited (due to weight or height limits) to HGVs were identified through a database of such restrictions held by Buckinghamshire County Council and made available to the project team. A set of link types explicitly banning HGVs, but in all other ways identical to their ‘HGVs allowed’ equivalents was created in order to model the HGV restrictions.
For the purposes of the Public Transport model, any highway links which also contained bus lanes were identified from local knowledge and Google Street View. Those modelled links were given an attribute to indicate the presence of a bus lane, which therefore gave the option for bus lanes to be considered in the Public Transport Assignment.
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4.1.5 Junction coding
In order to ensure that delays were fully represented in the model, it was necessary to code all junctions which had the potential to generate traffic delays. It was considered that all junctions within non-rural areas had this potential, thus all were coded. In the rural areas, all junctions on A-roads were fully coded. Away from the A-roads, it would have been impractical to code all rural junctions, due to the sheer number of junctions involved. Therefore, only those junctions at which there was evidence of peak hour traffic delays were coded. This evidence was gained using TrafficMaster journey time data. GIS was used to highlight any links for which average peak hour travel times were 10% higher than the average travel time during the quietest period of the day, which was assumed to be between midnight and 5am. An excerpt of this GIS is shown below:
Figure 4-B Excerpt showing observed areas of congestion In the figure above, green bands show links which have free flow conditions, yellow, orange and red show links with increasing levels of peak hour congestion.
Away from those areas of congestion, other rural junctions were not coded into the model, meaning that no modelled delays would have been calculated. This was however entirely consistent with the observed data, which showed no delays at those locations.
Those junctions that were coded into the model had the following attributes coded:
- Junction type - Major flow (i.e. which turning movements had priority) - Banned turns - Number of lanes at stop lines - Turn type (i.e. straight on, left, right) - Lane Allocations (i.e. which turns are made from which lanes) - Signal timings (for signalised junctions)
These attributes were coded using local knowledge, Google Earth and Google Street View. For signalised junctions, signal timings were extracted from Transport 14 LMVRv4_Client Review.docx
for Buckinghamshire’s UTC system, which contained data for all signalised junctions in the county, with the exception of the M40 Handy Cross junction. Signalisation at this junction is controlled by the Highways Agency, who were approached for signal timing data. No signal data for Handy Cross was forthcoming within a reasonable time period, so signal timings were instead taken from the Wycombe Town Model, a strategic model covering High Wycombe, which includes Handy Cross.
Modelled junctions were given one of the following junction types:
- Two-way yield (i.e. a typical ‘give way’ priority junction) - Two-way stop (a priority junction with a “STOP” sign) - Signalised - Uncontrolled (i.e. where there are no conflicting traffic movements)
Junction type “Roundabout” was not used. Rather, roundabouts were coded as a series of two-way yield and uncontrolled junctions, using a number of modelled nodes. An example of this coding is below:
Figure 4-C Roundabout coding
In the image above, the green dots represent uncontrolled junctions, where there are no conflicting traffic movements.
For all coded junctions, with the exception of “uncontrolled”, junction capacities and delays etc. were modelled using the Intersection Capacity Analysis (ICA) module within VISUM. This uses formulas set by the 2010 edition of the Highway Capacity
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Manual, published by the US Transportation Research Board; these formulas are specific to the junction type. ICA relies on the input attributes identified above, and uses a number of default global values, to calculate the capacity and delay for each movement at a modelled junction. The default values cover aspects such as saturation flows per lane for each junction type and turn type and gap acceptance values for vehicles on a minor arm. These default values are identified below:
Junction & turn type Saturation flow Critical headway Critical follow up (veh/hr/lane) (seconds) (seconds) Signalised – all turns 1,900 n/a n/a Priority junction – right n/a 4.1 2.2 turn from major arm Priority junction – left n/a 6.2 3.3 turn from minor arm Priority junction – n/a 6.5 4.0 straight on movement from minor arm Priority junction – right n/a 7.1 3.5 turn from minor arm Roundabouts n/a 4.0 3.0
Table 4-A Default values used in ICA Nodes which are coded as roundabouts (of which there are none in the Countywide model) have a default critical headway (aka gap acceptance) of 4.0 seconds, and a follow up time of 3.0 seconds. These values have been applied to priority junctions used to represent roundabouts in the Countywide model so that they are used in preference to the priority junction defaults set out in the table above.
The network and assignment calibration process identified particular junctions for which the global default values were not appropriate; manual overrides where applied for those junctions.
During the process of identifying and coding modelled junctions, the link type of all the arms of each junction were checked again to ensure they were appropriate.
4.1.6 Network checking and calibration
The highway network was checked according to a systematic checklist informed by the WebTAG2 unit M3-1. The checks were separated into those which could be done without an assigned trip matrix, and those which required an assignment. At this stage, the trip matrix assigned for this latter purpose was very crude, having approximately the right number of total trips, but which bore little resemblance to the final trip matrix used in the validated assignment. Although crude, such a matrix was sufficient for these relatively high level network checks.
The checks on the modelled network which did not require an assignment are listed below, with a brief description of the check and the outcomes:
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Check Outcome VISUM network check Some dead-end roads and links with no succeeding link. (performed by the modelling These were left in as the dead end roads were stub links which software) were originally intended for a centroid connector but not used in the end. Leaving them in did not affect the assignment. Succeeding link errors referred to HGVs where some links were banned to HGVs, but the upstream link was not. Again this did not affect the assignment and these were left in. Checking that modelled link All modelled link lengths were calculated automatically on lengths were correct importing from a shape file, based on the length of the link’s polyline. Some network adjustments resulting in changes to the link lengths, so all lengths were recalculated again, based on the polyline length. Banned turns – VISUM prevents Some turns that were banned did not have unrealistic turn banned turns from being used in delays, and some that were not, did. Reasons for this were not the assignment. This check clear at the time, however these were corrected by re-setting focussed on ensuring that these the junction impedance method, which re-set the calculated high delays only occurred on delays appropriately. turns that were banned, and vice versa. Links with different link types in There was found to be 110 links for which the link type differed opposite directions by direction. 51 of these were errors and were corrected, the rest were links where there were different numbers of lanes in each direction, and therefore correctly had different link types. Free flow link speeds – checked A number of rural links around Aylesbury were found to have a by plotting a thematic map of the link speed that was too low. The link type originally given to link speeds in GIS these links was more suitable for an urban environment. A corrected link type was therefore ascribed to those links. Number of lanes on a link – A very small number of links within the county had two lanes checked by plotting a thematic when they should have had one. These were corrected by map changing to an appropriate link type. Outside the county, a number of motorway links had an incorrect number of lanes – for example on the M1 which was coded with three lanes instead of four. This was corrected by changing the link type to an appropriate value. Link capacities – checked by The thematic map showed most urban areas with link plotting a thematic map showing capacities under 1,000pcus, in line with expectations. Some link capacity in bands of 500 urban areas in Amersham, Burnham and on the outskirts of pcus. Slough showed capacities around 1,000-1,500 pcus which was inconsistent with other urban areas in the model. These were therefore corrected by changing to an appropriate link type. Centroid connector lengths Connector lengths based on crow-fly distance. Link lengths in urban areas are relatively short, increasing in length in rural areas, and increasing outside of the county. All as expected, and no changes required. Signalised junction cycle times Using the timings given by the UTC system, 22 (out of 75) junctions had cycle times greater than two minutes. Noted that these were quite high but no changes made as lack of evidence that these are incorrect. Link capacity greater than On modelled links for which observed traffic count data was observed flow available, a comparison of the average observed flow against the modelled link capacity was made. For a small number of links, the capacity was found to be lower than the observed flow. The link capacity was therefore increased by changing to a different link type. This was done for the link in question and nearby links of a similar standard. Table 4-B Network checks made without an assignment
Following completion of the checks identified above, and the subsequent corrections, an initial highway trip matrix was assigned. The assignment itself served as a check on zone to zone connectivity (any unconnected zones would abort the assignment). Following the assignment, the following network checks were made.
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4.1.7 Route checking
Route checking formed a part of the network checks described above and is a vital part of assessing the acceptability of the network and of the assignment more generally. Given this importance, the route checks are described in more detail in this section.
Using the rule of thumb measure given in WebTAG2 Unit M3-1, paragraph 7.3.2, the route calibration would have required the checking of 17 OD pairs (based on 865 zones and 3 user classes). Given the large coverage of the model, with intra- and inter-urban trips, a larger number of OD pairs has been checked. To check inter- urban movements, Census Journey to Work data was used to identify key movements between urban areas within the County, and also movements between urban areas inside the county and those outside. In addition, all routes used in the journey time validation have served to provide a collection of intra-urban routes to check, by identifying the OD pairs which correspond to the routes. In total 106 OD pairs were checked. The routes used in the model were checked against local knowledge, sensible assumptions about trip movements, and also by using AA route planner to identify a route between the two points.
4.2 Public Transport Network
4.2.1 Bus Network
Bus stops, service routes and timetable information were sourced from ATCO Cif files from Buckinghamshire County Council. The ATCO Cif data represented the bus network for October 2011. The ATCO Cif files contain detailed service data – provided for internet timetable planning. Jacobs ATCO Cif file transfer programme enabled all the line routes and their individual timetables to be imported into VISUM. The advantage of this process relates to the complete time-profile information within the resultant model which enables detailed modelling of time segments throughout the day.
The highway network has been used as the base for the bus network. An analysis of the bus service maps identified extra coding (links and nodes) to be added to the highway network to accommodate bus services. New links and nodes were coded into the highway network together with the bus stops.
(a) Bus stops
The ATCO bus stop data is for individual bus stops shelters and bus stations stands. To simplify coding and reduce assignment times the individual bus stops in the vicinity of each other (stops on either side of a road, at bus stations or interchanges, etc.) are aggregated together, based on their Geographical Location using GIS software. A correspondence list of National Public Transport Access Nodes (NaPTAN) stop codes to stop cluster codes allows the aggregation of stops. This correspondence file is also used in the aggregation of the ATCO Cif route data to cluster level, which then allows importing of the route data into the network. An example of the correspondence file is shown below. Table 4-Cshows that two stops with NaPTAN codes ending 1301 and 1302 (Oakside) are aggregated together to VISUM cluster 50743. NaPTAN codes ending 4651 to 4661 are stands within Aylesbury Bus Station and are clustered to stop number 51022.
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NaPTAN Code Stop Name VISUM Cluster 40000001301 Oakside 50743 40000001302 Oakside 50743 40000004651 Bus Station 51022 40000004652 Bus Station 51022 40000004653 Bus Station 51022 40000004654 Bus Station 51022 40000004655 Bus Station 51022 40000004656 Bus Station 51022 40000004657 Bus Station 51022 40000004658 Bus Station 51022 40000004659 Bus Station 51022 40000004660 Bus Station 51022 40000004661 Bus Station 51022 Table 4-C Bus stop clustering examples
Each of the bus clusters were coded into the VISUM Model as stop points. Stop points are coded onto nodes in the highway network. For consistency between the highway model and public transport model, all nodes with a bus stop share the same number as the stop point. For example, Aylesbury bus station (VISUM cluster 51022) is coded onto node number 51022 in the highway network.
(b) Bus services and timetables
ATCO-CIF data was made available for each of the following operators:
Arriva Herts Arriva Buckinghamshire Carousel First Slough Langston Metroline Red Eagle Redline Red Rose Stagecoach Star Travel Vale Travel Z & S
The first stage was to convert the ATCO-Cif data into VISUM Network format. Each operator’s data was converted using the Jacobs conversion tool. The conversion tool creates “Dummy” node and stop data for each route. These dummy nodes are converted to nodes in the highway model using the same correspondence file used for clustering bus stops.
The network that is generated by the Cif converter creates links between nodes based on the route information in the timetables, i.e., direct links between nodes. As the Buckinghamshire model is based on a link and node highway model (with the lines running on top of these) the link information in the Cif model is not used. The data which is transferred into the model is therefore just the bus route and timetable information.
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The route information was imported into the base highway network by operator. In VISUM each service is made up of line routes, time profiles and vehicle journeys. Line routes define the stopping patterns of each service. Each service (or Line in VISUM) will have at least one line route (for a loop service) or two line routes (inbound and outbound). Any variants will have a separate line route. Time profiles contain the timing between stops (varying by time of day) and vehicle journeys contain departure times and stop served by each departure. In the ATCO-Cif data each vehicle journey had a line route and a time profile. As a result, to simply the checking of the services, the line routes and time profiles were aggregated, so that all departures with a common stopping pattern and timings shared the same line route and time profile. The settings for the aggregation were as shown in Figure 4-D below, ensuring only matching line routes and/or time profiles are aggregated.
Figure 4-D Line routes and time profile aggregation settings
Following import the route for each service was checked against the published bus maps and amended where necessary, including additional bus stop coding. The timetables in VISUM were compared to on-line timetable information and amendments made as required. The ATCO-CIF data included weekend and bank 20 LMVRv4_Client Review.docx
holiday service departures. These were filtered and removed from the timetables, leaving the Monday to Saturday services.
A comparison was made between the VISUM network and the bus network and any additional services coded. Any services not operating Monday to Friday (for example, any Tuesday only services, etc.) were ignored. Appendix C and Figure 4-E below show the bus services coded in the model.
Figure 4-E Bus services
4.2.2 Rail Network
(a) Rail stations
Rail station details were sourced from NaPTAN data. For stations within Buckinghamshire all stations were coded. For external areas, only stations connected to zones were coded (see section 4.2.4 for further details).
(b) Rail Services and Timetables
Shape files of the national rail network were used to define services. The network was simplified for external model areas, as discussed below. Train operators which operate within Buckinghamshire and the Halo area have been coded in detail, including detailed timetable information. These operators are as follows:
Chiltern 21 LMVRv4_Client Review.docx
First Great Western Virgin Trains London Midland
Other operating companies in the study area were coded nominally; with only key rail services and stations coded. These services generally provide longer distance inter-city connections and provide interchange opportunities across the network. The following rail operating companies were coded nominally:
Cross Country South West Trains East Coast Mainline Southeastern East Midland Trains First Capital Connect Greater Anglia Southern
As the rail services were to be coded into the bus and highway network, the network already included a high number of links and nodes. In order to reduce the number of additional links in the network, nodes between stations were removed and their associated links merged. In addition, stations (and associated links) in North Scotland or South East England were removed after the last station connected to a zone.
The timetables used for the rail services were the winter 2013/2014 timetables for all the relevant rail operating companies. These were downloaded from the Network Rail and/or Operator Websites and manually entered into VISUM. For some services that had been coded nominally, timetables were simplified, including merging of time profiles for external areas (where not all stations are coded). To improve connectivity in the AM peak some long distance services journeys were coded from the first station in the service after 6am, this enabled the services to be used within the AM Peak assignments.
Figure 4-F below shows the extent of the rail network included within the model, as shown the rail network covers as far as Glasgow to the north, to Holyhead and Cardiff in Wales, to Exeter in the south west, to the south to Southampton and Brighton/Hove, south east to Ashford (Kent) and north east to Norwich.
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Figure 4-F Rail network
Figure 4-G below contains the rail network coded within Buckinghamshire and serving local stations in the county. All lines passing through Buckinghamshire terminate in London.
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Figure 4-G Buckinghamshire Rail Stations and Lines
Appendix D has a summary of the rail routes which have been coded into the model and the number of departures for each of the assignment time periods by operator.
4.2.3 London Underground Network
The London underground network was simplified within the Buckinghamshire model, not all stations were coded and services were simplified, as discussed below.
(a) London Underground Stations
Strategic interchange stations for London Underground and were included within the model, as well as all stations which were connected to a zone. For the Metropolitan Line that operates into Buckinghamshire all stations were coded.
(b) London Underground Services and Timetables
GIS shape files of the London Underground network were used to define services. The Metropolitan line is the only line which enters Buckinghamshire (stations at Chalfont & Latimer, Amersham and Chesham) and is coded in detail in the model. Other Underground lines are not coded in detail with services coded to key stations only. These are stations where Interchange between other underground and/or rail services takes place and also stations that are connected to zones. The Underground services of the model are shown in Error! Reference source not found. Figure 4-I shows the detail of the Metropolitan Line coding.
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Figure 4-H London Underground Services
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Figure 4-I Metropolitan Line
The Metropolitan Line was coded to the timetable in the London Underground Working Timetable 334 which was active from the 8th December 2013. For the other London Underground Lines a standard headway was applied as shown in Table 4-D below.
Peak Headway AM Peak Every 6 minutes Inter Peak Every 10 minutes PM Peak Every 6 minutes
Table 4-D London Underground Headway Assumptions
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Table 4-E below has a summary of the Underground services which have been coded and the number of departures for each of the assignment time periods.
Departures by
Service
London AM Inter PM Route 1 or Underground Peak Peak Peak (From – To) 2 Line 0700- 1000- 1600- way 1000 1600 1900 Elephant&Castle_Harrow&Wealdstone Bakerloo 2 80 58 80 EalingBroadway_NewburyPark Central 2 80 58 80 Leytonstone_WestRuislip Central 2 80 58 80 EdgwareRoad_Hammersmith Circle 2 80 58 80 Barking_EalingBroadway District 2 80 58 80 Barking_Richmond District 2 80 58 80 Barking_Wimbledon District 2 80 58 80 EdgwareRoad_Wimbledon District 2 80 58 80 Barking_Hammersmith Hammersmith&City 2 80 58 80 Stratford_WembleyPark Jubilee 2 80 58 80 Amersham_LiverpoolStreet Metropolitan 2 22 17 14 Amersham_BakerStreet Metropolitan 1 0 0 4 Chesham_BakerStreet Metropolitan 2 5 1 5 Harrow-On-Hill_BakerStreet Metropolitan 1 2 1 0 Uxbridge_BakerStreet Metropolitan 2 32 47 20 Watford_BakerStreet Metropolitan 2 40 41 19 WembleyPark_BakerStreet Metropolitan 1 1 0 0 Chesham_LiverpoolStreet Metropolitan 2 9 17 11 Harrow-On-Hill_LiverpoolStreet Metropolitan 1 4 2 0 Harrow-On-Hill_Uxbridge Metropolitan 1 0 0 1 Uxbridge_LiverpoolStreet Metropolitan 2 40 38 46 Watford_LiverpoolStreet Metropolitan 2 15 3 30 WembleyPark_LiverpoolStreet Metropolitan 1 3 1 0 FinchleyCentral_SouthWimbledon Northern 2 80 58 80 HendonCentral_Kennington Northern 2 80 58 80 HeathrowTerminals123_TurnpikeLane Piccadilly 2 80 58 80 TurnpikeLane_Uxbridge Piccadilly 2 80 58 80 Stockwell_WalthamstowCentral Victoria 2 80 58 80
Table 4-E London Underground Services
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4.2.4 Public Transport Connectivity
(a) Zone Connectors
In the public transport network, zone connectors represent walk access to/from public transport services. For each zone these must reflect a realistic walking distance and time to a node, representing a bus stop, rail station or an underground station (LU). Distance has been calculated based on actual distance between the centre of the zone and each transport node. Walk times have then been calculated along each zone connector based on a walk speed of 5 kph.
Table 4-F Zone Connector Typology below summarises the connectors used, and their characteristics for the different public transport modes represented in the Model.
Type Public Mode Length Speed Zone Description ID Transport Type 3 Bus Walk Up to 5kph Internal Some longer connectors were added 800m to zones with poor connectivity to improve access or to other bus stops which have higher frequency buses. 4 Rail Walk Up to 5kph Internal Zones only connect to one station 1.5Km with a type 4 Connector. 5 Rail Walk Up to 5kph External Outside of London Zones only 1.5Km connect with one type 4 Connector. 6 LU Walk Up to 5kph Internal Due to close proximity of London 1.5Km & Underground Stations, Zones where External applicable are connected to multiple stations, this allows the model to replicate route choice. 7 LU & Rail Car 1.5km 20kph Internal Only applied to stations with Parking. -5Km & Some Zones are connected to more External than one station to replicate route choice. 8 LU & Rail Car 5Km 30kph Internal Only to stations with Parking. -10Km & Some Zones are connected to more External than one station to replicate route choice. For Internal Zones with poor connectivity, no connectors to a zone which qualifies for a 4-7 type connector. External Zones to connect with appropriate station e.g. main city/ station hub. 9 LU & Rail Car 10Km 36kph Internal Only to stations with Parking. -15km & Some Zones are connected to more External than one station to replicate route choice. For Internal Zones with poor connectivity, no connectors to a zone which qualifies for a 4-7 type connector. External Zones to connect with appropriate station e.g. main city/ station hub. Table 4-F Zone Connector Typology
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Rail connectors 7, 8 and 9 cover a large area (from 1.5 to 15km) and multiple stations could be connected from one zone, in particular in London and within Buckinghamshire. Therefore, the number of these types of connectors have been minimised where possible. The number of type 8 and 9 connectors was reduced by only applying them to stations which had parking in excess of 50 spaces. Internal to Buckinghamshire type 8 and 9 connectors were only used in the north of the county where Public Transport services are sparse and therefore passengers are more likely to drive a longer distance to access rail services.
South of Aylesbury Vale Parkway Station, Type 7 connectors are generally assigned to only one station or where the zone is situated approximately equidistance between lines. A zone which has a walk connector (Type 4 or 5) will not have a car connector as it is assumed that passengers will use the closest station. An exception to this is Denham Golf Club Station, which is very close to Denham Station which benefits from a higher level of service and a higher number of parking spaces.
For stations which are relatively close together it is assumed that passengers using car would generally choose to drive to their nearest southerly station rather than a station to the north as the majority of rail users in Buckinghamshire are travelling towards London and therefore by using the station to the south they would in theory reduce their rail journey time. Error! Reference source not found. below shows the rail connectors around Aylesbury where a string of stations are located relatively close together.
Figure 4-J Aylesbury Rail Stations and Connectors
External zones were connected to the optimum station in relation to the level of service, for example Zone 859 (South West England) was connected to Bristol 29 LMVRv4_Client Review.docx
Temple Meads and Bristol Parkway as these stations have a higher level of service than that of other stations such as Lawrence Hill or Stapleton Road. The zone has two connectors so that it can benefit from the extra connectivity given by the different train operating companies.
For zones which have a bus route passing through them but distance to the bus stop(s) is in excess of 800m (for example zones 83 and 81 in Figure 4-K below) and also have no rail service, a longer bus connector has been added to increase connectivity. Where no bus route is passing through the zone, but an adjacent zone has a service and bus stops a connectors have been added (for example zone 84 and 79 in Figure 4-K).
Figure 4-K Bus Connectivity
Zones within London were connected to the station with the best connectivity for example where a line branches into two, such as at Camden Town or where a station is served by multiple lines or served by a National Rail Station.
(b) Public Transport Interchange
To allow interchange between public transport services walk links are coded into the model between public transport nodes. Walk links are input to enable interchange at locations where the buses do not serve the same stops (e.g. at highway junctions) and between the bus and rail services at rail stations. Whilst VISUM can allow passengers to walk on the highway network it is impractical to allow this throughout the whole network due to model run time implications
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All rail stations within Buckinghamshire and stations in the Halo area in zones with a bus service are connected via walk links to the nearest bus stop and the bus stop with the optimum service. In addition to bus to rail interchange via walk links, some walk links were added to improve connectivity between bus services.
As many of the London Underground stations are close together especially within Central London, walk links were coded in order to replicate interchanges which could be made by walking. Walk links were also used to allow internal interchanges between London Underground lines at large stations such as Waterloo, Euston, Kings Cross and Paddington. Walk links were used to replicate the interchange times between platforms. Appendix D and Figure 4-L show the interchange stations included in Central London. The table shows the stations, together with services that can be used for interchange and the walk links coded.
Figure 4-L London Underground Interchange Stations
4.2.5 Public Transport Fares
Fares can be taken into account in the public transport assignment methodology, where they influence both route and service choice. WebTAG guidance (unit M3.2: Public Transport Assignment – January 2014) suggests, “Where fares can influence route choice then it is essential to include them in the assignment. It is accepted that the complexity of some fare systems may prevent them from being represented exactly in the assignment model, but the model representation needs to be ‘acceptable’. Acceptability can be gauged from whether the assignment model validates or not “. 31 LMVRv4_Client Review.docx
As the Buckinghamshire public transport model included bus, rail and underground services fares will be an important influence on mode and route choice for some trips. In addition, as fares are also required for the demand model they have been included in the Buckinghamshire model.
Four different fare systems have been coded into the model:
Rail; London Underground; Local Bus (Aylesbury and High Wycombe); and Longer Distance Bus.
(a) Rail Fares
The rail fares in the model have been simplified from the actual fare schemes for the numerous services that operate in the model area. There are two elements to the rail fares in the model. A minimum fare of £2.50 and a distance related element of £0.33 per kilometre travelled. Mileage base fare was calculated by using representative station-to-station distance-fare data from National Rail’s online database6. In VISUM the minimum fare is applied for all rail journeys at the boarding station. For the distance based element fare points have been allocated to rail links, such that 1km = 1 fare point. The resultant fares table coded into VISUM is shown in Table 4-G.
Fare Point Fare (£) 1 0.33 10 3.30 20 6.60 30 9.90 40 13.20 50 16.50 60 19.80 70 23.10 80 26.40 90 29.70 100 33.00 500 165.00 1000 333.00 >1000 333.00 Table 4-G Distance Based Rail Fares
(b) London Underground Fares
London Underground fares in the model have been simplified from the actual zonal based fare scheme. There are two elements to the Underground fares in the model. A minimum fare of £2.50 and a distance related element of £0.40 per kilometre travelled up to a maximum fare of £8.00. Mileage base fare was calculated by using representative station-to-station distance-fare data from Transport for London’s online database7. In VISUM the minimum fare is applied for all Underground journeys at the boarding station. For the distance based element fare points have
6 http://www.nationalrail.co.uk/ 7 https://www.tfl.gov.uk/cdn/static/cms/documents/tube-dlr-lo-adult-fares-jan-2014.pdf
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been allocated to Underground links, such that 1km = 1 fare point. The resultant fares table coded into VISUM is shown in Table 4-H. At fare point 14 the maximum fare is reached (£2.50 minimum plus £5.50 distanced based element).
Fare Point Fare (£) 1 0.40 2 0.80 3 1.20 4 1.60 5 2.00 6 2.40 7 2.80 8 3.20 9 3.60 10 4.00 11 4.40 12 4.80 13 5.20 14 5.50 >14 5.50 Table 4-H Distance Based London Underground Fares
(c) Local Bus Fares
Local bus services in Aylesbury (and High Wycombe have been coded with a fixed fare of £2 per trip. Flat fare was determined based on a representative average local bus fares in Buckinghamshire. This is applied in VISUM as a minimum fare and applied on boarding, with no distance related element. Local services for each area have been taken from the Aylesbury and High Wycombe Local Bus Routes Maps published on the Transport for Buckinghamshire website.
(d) Long Distance Bus Fares
Long Distance Bus services fares in the model have been simplified from the numerous actual operator fare schemes. There are two elements to the bus fares in the model. A minimum fare of £2.00 and a distance related element of £0.15 per kilometre travelled up to a maximum fare of £8.00. Mileage base fare was calculated by using representative station-to-station distance-fare data from Transport for London’s online database8 In VISUM the minimum fare is applied for all bus journeys at the boarding stop. For the distance based element fare points have been allocated to bus links, such that 1km = 1 fare point. The resultant fares table coded into VISUM is shown in Table 4-I. At fare point 40 the maximum fare is reached (£2.00 minimum plus £6.00 distanced based element).
Fare Point Fare (£) 1 0.15 2 0.30 3 0.45 4 0.60 5 0.75 6 0.90 7 1.05 8 1.20
8 http://coach.nationalexpress.com/
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9 1.35 10 1.50 20 3.00 30 4.50 40 6.00 >40 6.00 Table 4-I Distance based bus fares
4.2.6 Network and Service Checking
The full public transport network was checked with reference to WebTAG guidance. At this stage the network was un-assigned. Checks carried out after the initial test assignments are included in section 6.2.4. Checks conducted included:
Comparing the routing for each service in the model against routing on the Buckinghamshire Public Transport map and/or local area maps. If necessary the routes in VISUM were amended. In general, these changes related to new links and/or nodes that needed to be added to the highway network typology. Comparison of bus stop locations by route in the model against information held on the Traveline and Google mapping. Any missing stops were added to the network.
In addition, VISUM includes some useful network check parameters for public transport networks. The key checks used for the Buckinghamshire model are shown below:
Zones not connected for PuT – This check identifies any zones that are not connected to a public transport node that is used by a service. Around 20 zones were identified and the relevant bus and/or connectors added to the network. Links traversed multiple times by a line route – This check identifies any links which a link route traverses more than once. In some cases this can be loop services or others services that pass through the same stop twice. Other instances arise from errors with the ATCO-Cif import of the bus services onto the highway network and these are checked and amended. PuT connector nodes without stops area - In the public transport assignment zones must be connected to nodes with a stop area, if not the trips will not assign. Any identified connector nodes without stops areas were amended.
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5 Demand Matrix Creation
5.1 Introduction
The demand matrices used in the model were derived using entirely synthetic methods. This approach relied on using 2011 Census data for households and business directory information supplied by Blue Sheep (see section Error! Reference source not found. for more information on these data sources). This approach avoided reliance on costly survey programmes and enabled the model development timescales to be reduced.
It is acknowledged that the synthetic approach is a limitation when considering the expected requirements of a full business case appraisal; it is expected that when used to support a business case, the modelled demand will be updated to include observed data.
The methodology employed in creating the synthetic demand for both the highway and Public Transport Trips is detailed below.
5.2 Demand Segmentation
5.2.1 Journey purpose, Vehicle Class and User Class
Journeys are undertaken for a variety of purposes and different journey purposes are associated with different rates of trip making and patterns of travel. It is anticipated that trips made by different purpose may respond differently to specific interventions. It was therefore necessary to ensure the modelled demand reflected the different segmentation s of trip purpose. For similar reasons, it was necessary to ensure that the highway model further distinguished between cars, light goods vehicles (LGVs) and heavy goods vehicles (HGVs).
As certain trip purposes have similar characteristics (value of time and other parameters), it is appropriate to group these together for purposes of assignment. These groupings are known as “User Classes”.
The relationships between purpose, vehicle class and user class are given in the table below:
User Vehicle Class Purpose Class (UC) (VC) Home different costs from the base year UC1 Home Based Employer’s Business (HBEB) UC2 Non-Home Based Employer’s Business (NHBEB) Home Based Education (HBED) VC1
Home Based Shopping (HBS) UC3 Home Based Other (HBO)
Non-Home Based Other (NHBO)
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LGV (Non-Home Based Employer’s UC4 Business) HGV (Non-Home Based Employer’s UC5 VC2 Business) Table 5-A Purpose, user class and vehicle class relationships
The vehicle and user class categories in the table above are expanded upon below:
Vehicle Class definitions: Vehicle Class 1 (VC1): Cars & Light Vehicles Vehicle Class 2 (VC2): Heavy Goods Vehicles (HGVs) User Class definitions: User Class 1 (UC1): Cars used for Commuting User Class 2 (UC2): Cars used for Employer’s Business User Class 3 (UC3): Cars used for Other purposes User Class 4 (UC4): Light Goods Vehicles (LGVs) for Employer’s Business User Class 5 (UC5): Heavy Goods Vehicles (HGVs) for Employer’s Business
In the assignment, trips were assigned as “Passenger Car Units” (PCUs) which ensures that the impact a particular vehicle type has on the highway is well reflected in the model. A PCU factor was applied to the vehicle types. All user classes have a PCU factor of 1 with the exception of User Class 5 (HGV), for which an average PCU factor of 2.3 was applied. This is reflects the greater size of HGVs in comparison with cars; the assumption being that a single HGV has 2.3 times the impact of a car, in terms of road space and capacity.
5.2.2 Time periods
The highway assignment model was built to represent three modelled time periods. This segregation allows traffic conditions at various points of the day to be represented, in order for policy makers to understand both strategic and local issues/impacts of developments, infrastructure improvements and policy measures. The model was developed to provide information for the following standard time periods:
Morning peak hour (08:00-09:00) Evening peak hour (17:00-18:00) Average inter-peak hour (for an inter-peak period of 10:00-16:00)
The exact times over which the morning and evening peak hours occurred was assessed using count data.
Note however that whilst the time periods given above were used in the assignment, the main travel demand model was based on the full peak periods, 07:00 to 10:00 in the morning and 16:00 to 19:00 in the evening. Factors based on local traffic count data were developed to convert peak period demand to peak hour demand.
5.3 Land Uses
The method for generating trip ends for each zone required certain specific information about the population and employment within each zone. Population data
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was gathered using the 2011 national census, a process which was facilitated by having zone boundaries based on Census output areas. Employment data was gathered from Business directory information. These two facets of land use are described in more detail in the following sections.
5.3.1 Population and demographics
The primary zonal data from the 2011 Census which determine trips produced by an area are the population and number of households.
Census statistics were aggregated from Output Area to the various zones used in the model’s zoning system.
The Census outputs only provided information for 2011 whilst the model’s base year is 2013. Any changes to total households since the Census were assessed based on planning completion data from the four districts (planning authorities) of Buckinghamshire County. Year 2011 Census data was updated with the post- Census local development data at zonal level, as summarized in Appendix A.
The following aspects associated with the people living within each modelled zone were required for the purposes of generating trip ends:
Person types: - children (0 to 15) - males in full time employment (16 to 64) - males in part time employment (16 to 64) - male student - male not employed / students (16 to 64), unemployed, other Inactive - male 65+ - females in full time employment - females in part time employment (16 to 64) - female student - female not employed / students (16 to 64), unemployed, other Inactive - female 65+
Household types: - 1 adult households with no car - 1 adult households with one or more cars - 2 adult households with no car - 2 adult households with one car - 2 adult households with two or more cars - 3+ adult households with no car - 3+ adult households with one car - 3+ adult households with two or more cars
The trip rates for a person are determined by the combination of person type and household type. In all a total of 88 person/household type combinations are defined, and all have trip rates based on NTS data, as used in NTEM (the National Trip End Model).
The number of persons in each zone who fall into each person/household type combination is calculated by NATCOP using the Census data and 2013 planning data.
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5.3.2 Employment data
To generate trip ends at the attraction end, data on employment within each zone was required. This included the number of jobs in pre-specified employment categories, as listed below:
- Primary and Secondary Education - Higher Education - Adult/Other Education - Hotels, Campsites etc. - Retail - Health/Medical - Services (business & other) - Industry, Construction and Transport - Restaurants & Bars - Recreation & Sport - Agriculture & Fishing - Business
For all zones in the model the number of jobs in each category was based on employment data provided by Blue Sheep, a B2B data services company. That data set is called the “Complete Business Universe” and is based on a variety of data sources including Companies House. The data set contains details of over 4 million workplaces (in theory, this includes all workplaces in the UK) and provides the number of employees by business type (using the UK SIC92 standard industrial classification) and location (locations are specified in British National Grid coordinates).
5.4 Trip Ends
Trip ends were generated using a bespoke tool (JTREND), developed by Jacobs, which incorporates the Department of Transport programs CTripEnd and NATCOP into a single process.
JTREND uses NATCOP to calculate car availability, and the number of persons in each person type by household type combination for each model zone. This process uses Census data (updated to 2013 information where housing developments have taken place) to create these outputs.
The CTripEnd program is then used to combine household structure information with trip rates (by mode of travel for each car availability category) derived from NTS. This produces production and attraction trip ends, by trip purpose and household car availability, at both 24 hour (daily) level and split by time period.
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The daily trip totals by purpose and mode are given in Table 5-B.
Journey Trips from Productions by Mode Attractions Purpose area Car PT Slow Total Total
Aylesbury Vale 58,537 4,873 8,520 71,929 53,171 Home Chiltern 27,458 2,195 3,930 33,584 23,219 based South Bucks 20,228 1,548 2,777 24,553 21,884 work Wycombe 53,572 4,451 7,858 65,881 49,320 Rest of UK 15,728,022 2,638,134 2,934,914 21,301,070 21,349,422 Aylesbury Vale 7,353 363 496 8,212 6,034 Home Chiltern 3,514 171 244 3,929 2,755 based 2,621 125 172 2,918 2,494 employer South Bucks business Wycombe 6,752 333 460 7,545 5,633 Rest of UK 1,921,626 114,325 160,544 2,196,495 2,202,183 Aylesbury Vale 11,972 1,610 20,254 33,836 33,145 Home Chiltern 9,292 1,772 8,837 19,901 21,717 based South Bucks 4,614 782 4,233 9,629 11,834 education Wycombe 17,888 2,026 16,432 36,346 33,014 Rest of UK 5,148,387 1,755,622 5,049,144 11,953,153 11,953,153 Aylesbury Vale 34,363 2,123 14,568 51,053 51,053 Home Chiltern 17,832 1,093 7,508 26,433 25,711 based South Bucks 12,800 754 5,284 18,839 17,630 shop Wycombe 32,324 2,024 13,765 48,114 47,467 Rest of UK 10,289,755 1,251,574 5,675,718 17,217,047 17,219,625 Aylesbury Vale 68,133 3,506 25,575 97,214 98,439 Home Chiltern 35,103 1,797 13,100 50,000 48,513 based South Bucks 25,349 1,247 9,289 35,885 45,486 other Wycombe 64,078 3,353 24,178 91,609 88,134 Rest of UK 19,856,200 1,972,124 9,486,339 31,314,662 31,308,797 33,366 2,479 23,722 59,567 59,567 Non- Aylesbury Vale Home Chiltern 14,731 1,077 9,542 25,350 25,350 based South Bucks 14,903 1,142 7,931 23,976 23,976 employer Wycombe 29,549 2,548 18,887 50,985 50,985 business Rest of UK 10,868,908 1,039,911 7,476,457 19,385,275 19,385,275 Aylesbury Vale 7,819 291 2,533 10,644 10,644 Non- Chiltern 3,878 39 865 4,783 4,783 Home 3,392 49 392 3,832 3,832 based South Bucks other Wycombe 7,706 129 1,506 9,341 9,341 Rest of UK 2,849,438 132,793 545,765 3,527,995 3,527,995 Table 5-B Daily Trip Productions by purpose, mode and area, and Daily Trip Attractions by area
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5.5 Trip Distribution and preparation of O-D matrices
The trips were distributed using a gravity model, the general formulation of which is given below:
푇푖푗 = 푥푖푦푗푃푖퐴푗푓(푈푖푗)
Where, for each ij pair, T is the number of trips between production i and attraction j, Pi is the total number of trip productions for zone i, Aj is the total number of attractions for zone j and f(U) is a function of the utility (see below). X and y are scaling factors determined such that the row and column totals of the resulting trip matrix matches the total productions (P) and attractions (A) for each zone.
For the Countywide model, the gravity formulation was a negative exponential function, and the utility was generalised cost. The function is shown below:
−휆푈푖푗 푓(푈푖푗) = 푒
Where λ is a calibration parameter to be modified in order to produce the desired trip length distribution.
The gravity model was calibrated to reproduce average trip lengths by journey purpose from the National Travel Survey (see Matrix Calibration section for more details).
The model was applied to 24 hour production and attraction trip ends by trip purpose, to produce a production-attraction (PA) matrix for an average 24 hour weekday period. Productions by time period (produced by JTREND) were used to split the 24 hour matrix into PA matrices by time period, and so-called ‘phi factors’ were used to convert the PA matrices into origin-destination (OD) matrices. The phi factors determine for each outbound trip (i.e. from the production end to the attraction end) by time period and trip purpose, what the likely time period and trip purpose of the return trip will be.
For example, the morning period, home based work trip purpose PA matrix will contain a number of trips between a production (home) and attraction (work). The PA matrix effectively provides the OD matrix for the outbound (from home) trip. The PA matrix also contains details of the return trip (back home from work) and the phi factors specify in what time period the trip will return, and what the trip purpose would be. The return trip purpose may be different to the outbound trip purpose if for example the individual stopped at the shops on the way home from work (the return trip purpose would therefore by home based shopping). There are a set of phi factors for morning peak home based work trips, which determine what the return trip purpose and time period. In the specific example the following proportions are applied to the return trips (note due to rounding figures below add to 99%):
63% of trips will return as a home based work trip in the evening peak, 19% will return as home based work in the interpeak, 8% will return as home based work in the off peak 4% will return as home based work in the morning peak 2% will return as home based shopping in the evening peak 2% will return as home based employers business in the evening peak 1% will return as home based shopping in the interpeak
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Similar factors are specified for all combinations of outbound trip purpose and time period.
The result applying the phi factors is OD matrices by time period and trip purpose. For each time period, the matrices by trip purpose were aggregated to the user classes in the model.
A vehicle occupancy factor was then used to convert the matrices from person trips to vehicle trips. The factors initially used are those in the WebTAG data book9.
A further factor applied to convert from the three hour peak time period to the modelled peak hour. These factors were derived from traffic count data for the main Buckinghamshire town centres. The factors were applied to Aylesbury, Amersham and Chesham, Buckingham and High Wycombe; trips to smaller centres were not factored. The factor for a town was applied to all trips to or from that centre in the peak periods. For other origins or destinations the peak hour demand is modelled as a third of the period demand. The factors are listed in Table 5-C as percentages of demand occurring in the peak hour; a value of 33% indicates steady demand over the three hour period, with higher values indicating peak hours which are more intense than the surrounding hours.
Peak hour factor Town Centre Morning Evening Amersham & Chesham 37.7% 35.4% Aylesbury 38.4% 37.6% Buckingham 39.4% 37.8% High Wycombe 35.8% 36.4% Table 5-C Peak hour factors for Buckinghamshire town centres
The inter-peak period is modelled by use of an average hour matrix, comprising one sixth of the period demand.
5.6 Highway Matrix Calibration
The outputs from the trip distribution model were assessed through review of sector based movements and assignment to early development networks. These steps led to revisions to the data and modelling methods used in order to improve the quality of synthesised matrices.
5.6.1 Calibration of car trip matrices
The first trip distributions were based on free-flow travel times which did not take account of congestion, and assumed average trip lengths derived at national level from the NTS datasets.
These were refined by use of skimmed travel times reflecting congestion (as measured from assignments using early versions of the highways network). Examination of NTS average trip lengths showed a general pattern of longer distances were typical in rural areas, with shorter distances in more built up and
9 https://www.gov.uk/government/publications/webtag-tag-data-book
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urban locations. To better model the longer distances travelled from rural parts of Buckinghamshire the trip distribution was refined to use average trip lengths more applicable to the urban or rural nature of the zone of residence. Table 5-D gives the average trip lengths for the different area types. The area types are broadly used as follows:
London is used for that area plus a few suburban areas lying outside the GLA boundary. Urban Large for large built up areas, predominantly in the halo area. Urban Medium is used for most zones in the main town areas in Buckinghamshire. Urban Small is predominantly used in South Bucks and the Thames Valley. Rural is used for the less densely populated areas, in particular in Aylesbury Vale and the Chiltern Hills areas.
Area type Mode Journey Purpose Urban Urban Urban London Rural Large Medium Small Car HB work 15.23 15.18 16.63 18.25 19.3 Car HB Employer business 26.08 33.81 36.06 36.15 34.53 Car HB Education 5.21 5.94 6.85 8.33 9.31 Car HB Shop 7.21 8.4 10.6 12.64 13.46 Car HB Other 17.46 16.75 17.99 19.09 21.52 Car NHB Employer business 15.23 15.18 16.63 18.25 19.3 Car NHB Other 17.46 16.75 17.99 19.09 21.52 PT HB work 14.33 24.49 24.18 30.53 43.01 PT HB Employer business 24.18 73.46 91.82 102.96 116.68 PT HB Education 8.14 10.43 12.71 13.47 13.56 PT HB Shop 6.29 7.84 11.56 14.19 16.47 PT HB Other 15.69 21.4 25.46 28.65 39.29 PT NHB Employer business 14.33 24.49 24.18 30.53 43.01 PT NHB Other 15.69 21.4 25.46 28.65 39.29 Slow HB work 4.46 3.07 2.77 3.04 3.51 Slow HB Employer business 3.87 2.61 1.98 2.01 2.38 Slow HB Education 2.02 2.12 2.02 1.71 1.68 Slow HB Shop 2.03 2.08 1.92 1.8 2.19 Slow HB Other 2.53 2.68 2.5 2.67 2.97 Slow NHB Employer business 4.46 4.46 4.46 4.46 4.46 Slow NHB Other 2.53 2.53 2.53 2.53 2.53 Table 5-D Average trip lengths (km) by purpose, mode and area type
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The release of 2011 Census datasets Daytime Populations, which allocates workers to their workplace zone rather than place of residence, provided additional information for use in sense checking the synthetic travel patterns. As this information was available by main mode of travel to work it gave alternative sources for car-based travel to work for comparison against the home-based work (or commuting) trips.
Comparisons were made for the local authorities in Buckinghamshire and the halo area between the number of jobs recorded in Blue Sheep, NOMIS and Census datasets. For several halo districts the Blue Sheep source gave significantly higher job totals than the other two sources. The differences between Census and NOMIS totals were (proportionately) much smaller, so these were viewed as more consistent and correct sources for the number of jobs in the local authority. To compensate the Blue Sheep jobs totals were scaled to provide values close to Census data, and these were used in a new trip distribution for home-based work trips. As the attraction of zones to shop, employer business and other purpose trips is strongly correlated to the number of workers the zonal attractions for these trip purposes were also scaled to reduce the influence of Blue Sheep data. The trip distribution process was also re-run for these purposes.
The later release of 2011 Census datasets for Workplace in July 2014, which tabulate information on workers location of residence against location of workplace permitted further cross checking of the travel patterns. These provide information at Local Authority and MSOA level, including main mode of travel used in the journey.
The travel demand, as distributed after the corrections for Blue Sheep data, were reviewed against the travel patterns obtained from this latest Census dataset. Assignments using the new demand matrices were also checked, finding that:
Higher than expected car flows into Buckinghamshire were found in the morning peak, in particular from the Thames Valley area (i.e. former Berkshire local authorities). Many local authorities showed higher levels of within-authority car commuting trips in the census than had been estimated in the synthesised matrices. the extent of trips to London was often under-represented in the synthesised matrices, especially from NW Buckinghamshire, and zones to the west, north-west or north of the county. This is a direct consequence of using a negative exponential deterrence function when modelling longer distance trips.
These effects were corrected by use of simple k-factors to ensure that proportions of car home-based trips within the local authority and to London were more accurately represented (when compared to Census). Longer distance home-based work trips from the London area were similarly k-factored, as like to-London trips, they had been significantly underestimated.
Examination of the 2011 Census dataset indicated that fewer car passenger trips were recorded per car driver trip, so vehicle occupancy for home-based work trips was reduced to 1.09 for the base year.
The jobs data used in trip distribution had been corrected earlier to conform to Census job totals in each local authority. However, the distribution of the jobs within the Buckinghamshire local authorities had not been checked against other data sources. Census data at MSOA level, with car (driver or passenger) as main mode
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of travel, was used to check the location of jobs which are accessed by car. Our synthesised matrices often allocated fewer jobs to town areas and more to outlying rural areas when compared to Census. A final set of k-factors were applied to home- based work trips by car to redress imbalances which were found.
The above changes to demand matrices were primarily made to home-based work trips. These changes were facilitated by the release of Census datasets giving information on travel to work patterns. School travel information was based on local school attendance information, so is also considered accurate. We have no alternative data sources which describe in detail the travel patterns associated with employer business, shopping or other purpose trips; lack of information prevents matrix adjustment through calibration at a by-purpose level.
Screenline and traffic count data often give the opportunity for further calibration of car travel patterns (as an all-purpose group). However the counts available do not form watertight screenlines as for the main town centres (apart from Aylesbury) there are roads to/from the town centres where no traffic count data are available. With the absence of comprehensive information further adjustments to the calibrated car trip matrices cannot be made with confidence.
Given these limitations, the only route to improve calibration is the use of matrix estimation. However the quality of the calibrated matrices obtained above (called prior matrices and used as start points in matrix estimation) is lower than would ideally be used. As a consequence it is recognised that larger changes to matrix cell values would be expected than WebTAG permits if the model were used for MSBC work.
5.6.2 Synthesis and calibration of LGV and HGV matrices
In addition to car trips, there is a need to synthesise the LGV and HGV movements for assignment in the model.
A countrywide HGV matrix was estimated using datasets published by Eurostat and Department of Transport (based on the Continuing Survey of Goods Road Traffic). HGV movements between the English regions, Wales, and Scotland were estimated from the surveyed values of annual tonnages and tonne-kilometre carried between those areas (Tables RFS0138 and RFS0140 of Road Freight Statistics for 2010).
Jobs data (Blue Sheep) was used with typical daily HGV trip rates per job by type (sourced from TRICS) to break down regional trip ends to the zonal values used in the model. Trip distribution was based on probabilities of origin and destination zones, without any adjustment (or deterrence function) for length of trip. The resulting HGV flows were then increased to reflect empty workings, which often occur on return trips.
This gave an estimate of longer distance HGV movements, which primarily use the main roads network. Further movements were estimated to reflect the local HGV movements (e.g. deliveries by HGV which typically operate in multi-drop rather than point-to-point mode, or operate over shorter distances). These trips were estimated using a gravity model with a typical short (inter-stop) mean trip length.
The HGV matrix was then divided to give average weekday totals and volumes by modelled time period. The resulting matrices were used as “prior matrices” in matrix estimation. The resulting matrices were taken as the calibrated HGV traffic flows and used in assignments.
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The LGV traffic matrices were synthesised using car and HGV matrices as inputs. Regressions were undertaken using the Buckinghamshire traffic count data to estimate a simple relationship between LGV flows and the observed car and HGV volumes. Factors of 0.1 applied to car and HGV flow gave a good representation of LGV counts. LGV matrices were estimated using this relationship with prior (pre-ME) car and HGV matrices for each modelled period. The resulting matrix was used as a “prior matrix” for matrix estimation. The resulting matrices were taken as the calibrated LGV traffic flows and used in assignments.
5.7 Highway Matrix Estimation of Highway Matrices
Clearly, given that the matrices were constructed using synthetic methods only with no observed data included, it was likely that the model would benefit from going through matrix estimation (ME). The synthetic matrices were modified as much as possible before this process was initiated, in order to limit the amount of change that ME had on the matrices. The process was done in VISUM using the “TFlowFuzzy” module. This is the bespoke ME process within VISUM, which works in a similar way to the ME process in any other strategic modelling software.
Because the available count data is given for cars, LGVs and HGVs at the finest level of detail, the matrix estimation was run for these same vehicle types. With specific reference to car trips, the separate user class matrices (commute, business, and other) were combined into a single car trip matrix before matrix estimation was run. To disaggregate the post-ME matrix back into separate user classes, a proportional split from the separate prior-ME matrices was required.
All of the counts described in Section 5 were used in ME. No counts were held back for use in flow validation.
The effect that matrix estimation had on the total number of trips in the model is illustrated table below:
Time User Prior Matrix Post Matrix % Period Class Estimation Estimation Difference Car 5,943,587 5,853,457 -1.54% AM LGV 599,549 630,892 4.97% HGV 56,079 61,811 9.27% Car 4,414,053 4,348,597 -1.51% IP LGV 447,986 467,567 4.19% HGV 65,825 69,301 5.02% Car 6,669,321 6,393,887 -4.31% PM LGV 670,916 685,018 2.06% HGV 43,781 43,017 -1.77%
Table 5-E Prior and post matrix estimation matrix totals From the table it can be concluded that, in the AM peak and interpeak hours, there was less than 2% reduction in the number of car trips after matrix estimation. In the PM peak the reduction in trips was slightly higher at 4%. On the contrary, LGV and HGV trips were increased by between 4% and 10%, particularly in the AM peak and interpeak hours. In the PM peak, truck trips remained relatively unchanged.
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It is important to ensure that matrix estimation does not have a significant impact upon the underlying trip patterns of the matrices. To that end, guidance in Webtag M3.1 Section 8.3 explains that the changes that result from matrix estimation should be carefully monitored based on benchmark criteria shown in the table below.
Measure Benchmark Criteria Matrix zonal cell values Slope within 0.98 and 1.02 Intercept near zero R2 in excess of 0.95 Matrix zonal trip ends Slope within 0.99 and 1.01 Intercept near zero R2 in excess of 0.98 Trip length distribution Means within 5% Standard deviations within 5% Sector to sector level Differences within 5% matrices Table 5-F Benchmark Criteria for Matrix Estimation Changes
The trip matrices in the Countywide model have been assessed against two of these criteria: matrix zonal trip ends, and trip length distribution. Each of these aspects is dealt with in turn in the following sections.
5.7.1 Scatter plots of matrix trip ends
The first test; that of matrix trip ends totals requires the matrix trip ends for each zone to be plotted on a scatter graph, with the prior and post values marked on each axis. A trendline should be drawn and assessed against the criteria above. The scatter plot for each time period and vehicle type is shown in Appendix E. The trendlines results of the scatter plots of matrix trip ends are summarised in the table below.
Slope R2 Criteria Criteria Time Transport Trip 2 Slope (between R (in Period System Ends 0.99 and excess of 1.01) 0.98) CAR O/D 0.986 Fail 1 Pass AM LGV O/D 1.050 Fail 1 Pass HGV O/D 1.090 Fail 0.999 Pass CAR O/D 0.987 Fail 1 Pass IP LGV O/D 1.042 Fail 1 Pass HGV O/D 1.044 Fail 0.999 Pass CAR O/D 0.961 Fail 1 Pass PM LGV O/D 1.021 Fail 1 Pass HGV O/D 0.978 Fail 0.999 Pass
Table 5-G Slope and R2 summary of AM, IP and PM trip ends
The trip end totals for all time periods and vehicle types meet and exceed the R2 Criteria. The trend line slope for car trips in the AM peak and interpeak is very close to meeting Slope Criteria, nevertheless do not actually meet it. The slope is 0.986 and 0.987 for AM and IP respectively, which differs from the benchmark criteria by approximately 0.004 and 0.003 respectively.
From the analysis it can be concluded that the matrix estimation has had a significant impact on the matrix trip ends, especially in case of the HGV matrix in the AM peak hour. However, this is to be expected given that the prior matrices were of 46 LMVRv4_Client Review.docx
a purely synthetic nature, with no observed origin-destination data to help ensure the matrices are a better representation of actual trips through the county.
5.7.2 Trip length distribution
This section analyses whether the trip length distribution of the prior matrices are changed to an extent exceeding the criteria outlined in the following table.
The analysis of trip lengths for the prior and post matrix estimation matrices are summarised in the following table:
CAR LGV HGV CAR AM Diff LGV AM Diff HGV AM Diff Criteria AM AM AM Before (%) Before (%) Before (%) After After After Average trip length 42.3 42.2 -0.2% 45.2 45.9 1.6% 153.5 147.5 -3.9% Standard deviation 36.0 36.2 0.5% 43.4 45.3 4.5% 112.3 110.7 -1.5% CAR LGV HGV CAR AM Diff LGV AM Diff HGV AM Diff Criteria AM AM AM Before (%) Before (%) Before (%) After After After Average trip length 34.8 35.1 0.8% 39.7 40.9 3.1% 156.0 150.4 -3.6% Standard deviation 26.2 27.0 3.1% 41.6 45.5 9.3% 112.1 110.3 -1.5% CAR CAR LGV LGV HGV HGV Criteria Criteria AM AM Diff (%) AM AM Diff (%) AM AM Before After Before After Before After Average trip length 43.1 43.0 -0.2% 45.1 45.8 1.6% 156.5 154.2 -1.5% Standard deviation 39.8 40.1 0.7% 44.5 46.2 3.8% 112.0 111.3 -0.6% Table 5-H Trip length distribution criteria for prior / post matrix estimation
The table above demonstrates, the change in average trip length and as a result of matrix estimation is within 5% for all transport systems in all time periods, thereby meeting the criteria.
The standard deviation criterion is met for all matrices except for LGVs in the interpeak. For that matrix, estimation changes the standard deviation by 9.3%.
From the results it can be concluded that matrix estimation has not had a significant impact on the trip distribution of the AM, IP and PM matrices.
The Trip length distribution difference figures are shown in Appendix E.
5.7.3 Calibration of PT trip matrices
Initial PT assignments led to a review of the Park and Ride connectors used to access railway stations. A number were removed (especially where choices between alternative stations were not deemed necessary), and others revised to link to other stations. Trips were also reduced by a small amount for a number of zones which feed through park and ride connectors to stations on the edge of the county to reflect station usage.
Trips of the other purpose group were also reduced in calibration as the synthesised flows accounted for too large a proportion of the daily trips.
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The calibration of the PT matrices finally multiplied them by factors to reflect the extent of PT network coding. Trips between external zones were scaled by 0.4, as bus services entirely outside the county were not coded, and could not therefore be used for travel. The external-external trips used rail services outside county which were coded in a notional (rather than detailed) manner. Trips into, out of and within Buckinghamshire were scaled by 0.6. This reflects lower levels of mode choice in the model for trips crossing the county boundary (rail being the only viable option for many corridors), and the coarse representation of halo zones and their PT services.
The absence of any count data for the bus network means that calibration cannot be undertaken for that mode. It is possible that the calibration adjustments described above were necessary as the PT trip distribution had allocated a larger proportion of trips to origin/destination combinations which were connected by faster rail services, and that shorter local bus journeys may be under represented in the synthesised matrices.
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6 Assignment
6.1 Highway Assignment
6.1.1 Methodology
The assignment methodology used within the VISUM model was “Assignment with ICA”. This methodology ensures that Intersection Capacity Analysis (i.e. the methodology for calculating delays at junctions, see section 4.1.5) is included within the assignment; all other assignment methodologies in VISUM do not use the ICA calculation when calculating impedance.
The “Assignment with ICA” method usually engages a blocking back model as part of the assignment. This is more widely known as flow metering, which is usually required by WebTAG. However, since this model was consciously not built to WebTAG requirements, it was considered that the importance of getting correct demand flows was more important that the need for correct “flow-metered” flows. In particular areas where flow metering is normally a key consideration, e.g. at the M40 Handy Cross Junction, there was insufficient observed data (for example, of signal timing and phasing) to reliably ensure that flow metering was applied appropriately. For these reasons, the final results reported in the model are based on an assignment that does not include flow metering and blocking back.
6.1.2 Level of convergence
A high level of model convergence is key to ensuring that the results contained within the model are a true reflection of the demand and modelled network. A model that is not sufficiently converged will include a large amount of random bias and white noise due to appropriate trip routing not yet having been arrived at. To avoid that situation, the modelled assignments have been run with the intention to achieve a high level of convergence. As a minimum target, the convergence criteria stipulated within WebTAG was applied, however, the assignment parameters were chosen to exceed the WebTAG criteria, as far as model run times allowed.
6.2 Public Transport Assignment
This section describes the assignment procedures and parameters used for the public transport assignments in VISUM, including the algorithms and generalised cost weightings.
6.2.1 Assignment Algorithm
There are two main public transport assignment algorithms commonly found in public transport models, these are:
Frequency (or headway) based assignment; and Scheduled (or timetable) based assignment
Table 1 in WebTAG unit M3.2: Public Transport Assignment – January 2014, provides some guidance on selecting the appropriate public transport assignment algorithm. This is reproduced below in Table 6-A, with comments on how this applies in Buckinghamshire.
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Scheduled based (SB) or Characteristics in
Frequency based (FB Buckinghamshire
High Service Frequency Low SB Low
Passenger Information High SB High and Service Punctuality Low FB
Transfer Choice Making Pre-trip SB Pre-trip by Travellers En-route FB
Yes Yes Regular Schedule No SB Yes SB Crowding/Congestion No No Yes SB Capacity Problems No No Large FB Large Scale of Network Small Yes SB Day-by-Day Variations No No Significant Dispersion of Yes Behaviour No No
Table 6-A Summary of Recommendations for PT Assignment Model Applicability NB Blanks indicate that either option is appropriate
Whilst the WebTAG guidance indicates that either approach could be used for the Buckinghamshire model, it suggests that a Timetable based approach may be more appropriate, particularly considering the public transport network characteristics such as frequency and information. As a result, the Timetable based approach has been adopted.
6.2.2 Impedance Parameters and Weightings
In the VISUM assignment, the model seeks to minimise the generalised journey time (GJT) between origin and destination pairs. The GJT refers to the whole journey and includes not only the time travelling on the public transport service, but also access times, time waiting for services, fares etc. The model accounts for the following elements of a journey:
Access Time (AT) – Time from origin to stop/station Egress Time (ET) – Time from stop/station to destination Walking Time (WT) – Time transferring between services Origin Wait time (OWT) – Time waiting for first service on journey Transfer Wait Time (TWT) – Time waiting for subsequent services on journey In-Vehicle Time (IVT) – Time on vehicle(s) on journey Transfer Penalty (TF) – penalty (min) applied to each transfer Fare
The GJT informs the path search mechanism in VISUM to select the most attractive paths for each origin destination pair. The GJT is calculated as follows:
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GJT = x1 * IVT + x2 * AT + x3 * ET + x4 * WT + x5 * OWT + x6 * TWT + TF + Fare, where x1 - x6 are relative weights.
Each element of the public transport journey is given a relative weight to reflect the perceived time spent at each step of the journey. The weights are in reference to the in vehicle time as passenger would rather be travelling on the service as opposed to walking, interchanging or waiting for services. For the Buckinghamshire model the relative weights assigned to each GJT element have been selected in accordance with WebTAG (Unit M3.2, section 3.1.5). The factors adopted in the model are shown in Table 6-B.
Journey Element WebTAG Buckinghamshire Model Walk time 1.0 to 2.0 2.0 Wait Time 1.0 to 2.0 2.0 Transfer Penalty 5 to 10 min 10 min Table 6-B Impedance Parameters
6.2.3 VISUM Assignment Settings
There are a number of parameters and assignment procedures to consider for public transport assignments in VISUM.
(a) General Assignment Settings
Figure 6-A shows the general settings used for the public transport assignments. Some key issues for the Buckinghamshire model are:
Number of Decimal Places – In the VISUM paths-leg file, which displays how trips from each O-D pair are assigned, trips are rounded to two decimal places and any trips less than this are not displayed (even though they are assigned). However, by setting decimal points to 6 places all O-D pairs are displayed in the paths-leg. This is important when checking the route choices in the assignments. Maximum Walk Time – The maximum walk link time is set at 30 minutes, as recommended in the VISUM manual. This ensures unrealistic connector walk times are not used. Walk links to/from Connectors – This is set as “walk links between zones not permitted”. This ensures no trips are assigned using connectors only. This is important in the Buckinghamshire model where long rail connectors are coded (see 4.2.4).
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Figure 6-A General Public Transport Assignment Settings
(b) Detailed Assignment Settings
Key detailed assignment settings are illustrated on the following figures. Figure 6-B shows the “basis” tab of the assignments settings, where the time period to be modelled is defined. The modelled time periods are the same as used for the highway model and are as follows:
AM Peak - 06:00 – 10:00 Inter Peak - 10:00 – 15:00 PM Peak - 15:00 – 19:00
In timetable based assignments the modelled time period becomes more important as the assignment takes into account the actual departure time of public transport services, including both the first service boarded and any transfer to other services. A person can only use a service if it departs after they reach a particular boarding location, i.e. after accessing the first stop or station, or if interchanging, can only change to another service that departs after arrival at that particular location.
As discussed in Section 4.2.2 the Buckinghamshire model includes virtually the full UK rail network, although in a simplified form. This means that long trips may not have time to complete their journey in the modelled periods. VISUM includes the option to add an “extension” period to the assigned time period. As shown in Figure 6-B a 3 hour extension period has been modelled. For the AM Peak this means the
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combination of the 06:00 to 10:00 model period and 3 hr extension, allows trips to be completed up until 13:00.
Figure 6-B Public Transport Assignment Setting - Basis
Figure 6-C illustrates the ”Search” parameter settings used in the assignment. As shown the Branch and Bound Search option was used for the assignment. In this option all possible connections across the time period are calculated. In this way not only the best connections are found, but potentially a large number of good connections. The approach excludes connections that differ considerably from the optimum in relation to search, journey time or number of transfers. The figure also shows that for the Buckinghamshire model the maximum no. of transfers between services for a trip has been set at 5.
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Figure 6-C Public Transport Assignment Setting - Search
Figure 6-D illustrates the ”Preselection” parameter settings used in the assignment. The “Preselection” procedure evaluates and compares all connections in order to identify and delete the less attractive ones. Only convenient connections are presented to the passenger in connection choice. Any connection that makes no use of public transport (i.e., walk only) is deleted.
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Figure 6-D Public Transport Assignment setting - Preselection
Figure 6-E illustrates the ”Impedance” parameter settings used in the assignment. These are as discussed in section 6.2.2. The example shown is for a no fares assignment, so the fares coefficient is set to zero.
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Figure 6-E Public Transport Assignment Settings - Impedance
An advantage of the timetable based assignment is that it allows the origin wait time to be calculated as half the headway, such that for a service with 30 min headway, the wait time will be 15mins. This equates to passengers arriving randomly at stops or stations. However, this is only suitable for passengers with frequent services. Passengers using less frequent services will try to time their arrival at the stop to minimise waiting time. To replicate this behaviour, the half headway rule is used in the model, but with a maximum waiting time of 10 minutes as shown in Figure 6-F.
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Figure 6-F Origin Wait Time Settings
The Logit mode choice model was utilised for the assignment. This is the most commonly used discreet choice model, where passengers are distributed over a set of paths according to the absolute difference in cost between the paths. The settings for this procedure are shown on Figure 6-G.
Figure 6-G Choice Procedure Settings
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6.2.4 Test Assignment Checking
The public transport network was assigned with a unity matrix, assigning 10 trips from each zone to all other zones. Each time period was assigned and the outputs checked. The following checks were carried out:
O-D pairs not Assigning – VISUM produces a list of O-D pairs not assigned. The list was interrogated to focus on zones that either did not assign at all or where the majority of trips did not assign. Reasons for not assigning tended to be a lack of public transport services and/or connectors. Sense check on assigned trips – For trips that assigned checks were made on the sensibility of the assigned paths, but bearing in mind the multi-pathing nature of the assignment algorithm. A range of O-D pairs were checked broadly split into:
Trips internal to Buckinghamshire County Trips from Buckinghamshire County to London External trips to Buckinghamshire/London Random checks of various O-D movements, including trips crossing Buckinghamshire (but not to London).
Check of line routes without trips – A number of line routes had no trips assigned in each time period. These were checked and most were line routes with low frequency, e.g., one departure only and where more frequent and/or quicker alternatives where available for the trip movement. In addition, other line routes only included departures outside of the relevant time period being modelled.
Following the detailed checks a number of changes were made to the model coding, with the aim of reducing the number of unassigned trips and improving the paths chosen for assigned trips where appropriate. The majority of the changes were related to connectors, with a number of new rail connectors coded to improve connectivity for some zones. In addition, bus connectors were added for internal zones were access to bus was poor. This was generally were a longer connector would access a service with better levels of service in the time period.
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7 Highway Assignment calibration and validation
7.1 Calibration and validation criteria
After the development of the highway network and matrices, the traffic assignment was assessed against observed traffic flow and journey time data.
WebTAG sets various criteria to be met before a transport model can be said to represent base year conditions to an acceptable standard:
Good comparison between observed and modelled flow volumes on screenlines and on individual links of the model. Good comparison between observed and modelled journey times through the study area.
The comparisons are measured using a number of metrics, and acceptability criteria thereof.
Observed journey time data for pre-specified routes through the area covered by the model were extracted from Trafficmaster for the period of September 2012 to August 2013. There were for fifty-eight routes defined. Modelled traffic flows were calibrated using count data taken from 374 locations within and near to the county.
The performance of the model against observation is described in each of the following sections.
7.1.1 Link Flow calibration
WebTAG requires the following for comparisons of modelled and observed flows:
Size of observed flow Criteria for valid modelled flow < 700 vehicles/hour Modelled flow within 100 vehicles/hour of observed flow 700-2,700 vehicles/hour Modelled flow within 15% of observed flow > 2,700 vehicles/hour Modelled flow within 400 vehicles/hour of observed All GEH < 5 for >85% of all links Table 7-A Link flow criteria
The GEH value is a variant of the Chi-squared statistic and shows the goodness of fit between modelled and observed data. It is defined as:
M C 2
GEH M C 2
Where M is the modelled flow and C is the observed flow.
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The link flow comparison is presented in Appendix E and is summarised below in the following tables for the prior and post ME assignments respectively:
AM Peak IP Peak PM Peak
No. of link flow comparisons 371 371 371 % link flows GEH < 5 33 36 32 % meeting modelled flows criteria 34 40 30 Table 7-B AM, IP and PM Peak link flow validation Prior Matrix Estimation
AM Peak IP Peak PM Peak No. of link flow comparisons 371 371 371 % link flows GEH < 5 61 74 64 % meeting modelled flows criteria 62 78 66
Table 7-C AM, IP and PM Peak link flow validation Post Matrix Estimation
In the tables above, the “modelled flows criteria” refers to that in the first three rows of table 7-A.
Given the lack of observed data in the trip matrices and the expectation that the model will not be WebTAG compliant, the link flow calibration target was relaxed from 85% to 65% of all links. Clearly, the model is in line with that revised target but falls short of what would normally be expected of a WebTAG compliant model.
7.1.2 Screenline Flow criteria
The criterion for screenlines flows is detailed in the following table, extracted from WebTAG2 Unit M 3-1:
Criteria Acceptability Guideline
Differences between modelled flows and All or nearly all screenlines counts should be less than 5% of the counts
Table 7-D Screenline Flow criteria
The screenlines that were examined in the model include seven links in Aylesbury, eleven links in Wycombe, seven links in Amersham, six links in Buckingham and six links in Beaconsfield. A summary of all the screenlines used in the model are shown in the table below.
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AM Peak IP Peak PM Peak No. Town Direction Links % Flow Difference % Flow Difference % Flow Difference Car LGV HGV Total Car LGV HGV Total Car LGV HGV Total Aylesbury Inbound 7 -8% 0% 5% -7% -4% -4% -1% -4% -9% 4% 8% -8% Aylesbury Outbound 7 -7% -7% 11% -6% -5% -5% -1% -4% -8% 8% 20% -6% Wycombe Inbound 11 -3% 5% 17% -2% -7% -14% 10% -7% 0% 6% 30% 1% Wycombe Outbound 11 -2% 2% 14% -1% 9% 15% 10% 9% 3% 8% 5% 2% Amersham Inbound 7 (8) -4% -11% -21% -6% -1% -2% -16% -3% -4% -9% -21% -5% Amersham Outbound 7 (8) -4% -15% -17% -6% -3% -4% -14% -4% -3% -12% -8% -4% Buckingham Inbound 6 (9) -6% 16% 7% -4% 1% 2% 33% 4% -2% 13% -4% -1% Buckingham Outbound 6 (9) 7% 20% -1% 7% 6% 11% 35% 9% -5% 22% 35% -2% Beaconsfield Outbound 6 (8) -3% -1% 13% -2% -2% -9% 31% -1% -1% 11% 42% 1% Beaconsfield Inbound 6 (8) -1% 3% 17% 0% 3% -3% 28% 3% 1% 15% 32% 3% Percentage satisfying criteria: 60% 50% 20% 50% 70% 50% 20% 70% 70% 10% 20% 70% Table 7-E Screenline Flow Difference
As demonstrated in the following table, most of the screenlines totals meet the criteria. In the AM peak period 50% of the ten screenlines (across the model) for total vehicles (i.e Car, LGV and HGV combined) meet the criteria. In the IP peak and PM peak, 70% of the screenlines meet the criteria. According to the results shown in the above table most of the screenlines meet the criteria of the 5% difference between the modelled flows and observed flows. The screenlines that don’t meet the criteria have a flow difference very close to 5%.
7.1.3 Journey time validation results
The journey time validation criteria require the difference between the modelled and observed journey times to be within 15% for at least 85% of routes.
Journey time validation was undertaken for 58 key routes in, through and out of the major towns of Buckinghamshire County such as Aylesbury, Buckingham, High Wycombe, Amersham, Chesham, and Beaconsfield. Other journey time routes that have been assessed include routes in other towns and places that generate a significant number of trips outside the county, such as Luton Airport and Heathrow Airport, Maidenhead and along the M40. The observed mean average times were derived from Trafficmaster data for September 2012 to August 2013. The journey time validation results are presented in the following table.
AM Peak IP Peak PM Peak No of Key Routes 58 58 58 % of routes with Modelled Journey Time 53 67 50 within 15% of Observed Table 7-F AM, IP and PM Peak Journey Time validation - Post Matrix Estimation
As with the flow calibration, the lack of origin-destination data in the trip matrices and the expectation that the model will not be WebTAG compliant, the criteria for the proportion of valid routes was relaxed to 50%. As demonstrated in the above table the journey time validation reached or exceeded the target.
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The journey time validation of the 58 routes individually is illustrated in Appendix E for all the peak periods separately. Journey time route maps are shown in Appendix E for easy route identification.
An implication of the limited level of WebTAG compliance after matrix estimation and calibration was, that all cars were assigned together using a single user class, based on average generalised cost parameters.
7.2 Modelled flows validation results
The following figures demonstrate the comparison between the modelled flows and the observed flows in locations within Buckinghamshire and outside the county’s boundaries. The County boundary is included for reference. The flow comparison has been made for AM peak, Interpeak and PM peak hours for each vehicle type individually (Cars, LGV’s, HGV’s).
The following three figures show the modelled and observed flow comparison for the AM peak hour for car, HGV and LGV traffic, respectively.
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Table 7-G Difference between modelled and observed Car flows - AM Peak hour Differences between the modelled and observed car flows inside the county are not significantly for the majority of links. However, it is observed that a part of the M40 (between High Wycombe and Beaconsfield) and on a link near Handy Cross, the modelled and observed difference is significant. On the motorways M40 (west of the county), M25 (southeast) and M1 (northeast), which is generally outside of the county’s boundaries, flow difference is generally high.
The conclusion is that the modelled link flows are well calibrated for car flows on the majority of links in the AM peak hour.
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Table 7-H Difference between modelled and observed HGV flows - AM Peak hour There is no significant difference between modelled and observed HGV flows inside the county. The flow difference on motorway links outside the county’s boundaries (M40, M4, M25 and M1) is somewhat higher but it is still not significant.
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Table 7-I Difference between modelled and observed LGV flows - AM Peak hour There is no significant difference between modelled and observed LGV flows inside the county. The flow difference on motorway links outside the county’s boundaries (M40, M4, M25 and M1) is somewhat higher but it is still not significant.
In general, the link flow calibration in the AM hour is satisfactory for all vehicle types and meets the calibration criteria of 65% expectations that were set for this model.
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The following three figures show the modelled and observed flow comparison for the Interpeak hour for car, HGV and LGV traffic, respectively.
Table 7-J Difference between modelled and observed Car flows - IP Peak hour
In the IP hour the car flow differences inside the county are not significant except for one part of the M40 between High Wycombe and Beaconsfield. The flow differences on some links on the M40 (west of the county), M25 (southeast) and M1 (northeast) are higher.
The conclusion is that the model is well calibrated for the car flows in the IP hour.
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Table 7-K Difference between modelled and observed HGV flows - IP Peak hour
There is a small difference between the modelled HGV flows and the observed flows inside the county. On the motorways around the county the flow difference is somewhat higher than inside the county. The conclusion is that the modelled link flows are well calibrated for HGV’s in the IP peak hour.
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Table 7-L Difference between modelled and observed LGV flows - IP Peak hour
There is a small difference between the modelled LGV flows and the observed flows inside the county. On the motorways around the county the flow difference is somewhat higher than inside the county. The conclusion is that the modelled link flows are well calibrated for LGV’s in the IP peak hour.
In conclusion, all link flows are well calibrated for the IP hour and all vehicle types meet the target that is set for the model, where at least 65% of the modelled link flows need to meet the calibration criteria (see chapter 7.1.1).
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For the PM peak, the flow difference of the modelled and observed flow is demonstrated in the following figures for car, HGV and LGV traffic, respectively.
Table 7-M Difference between modelled and observed Car flows - PM Peak hour The difference between modelled and observed car flows inside the county is not significant for the majority of the links. The only exception is Handy Cross roundabout, where the modelled flow is much higher than the observed. On some sections of the motorways; M40 (west), M25 (southeast) and M1 (northeast) outside the borders of county the modelled flows are higher than the observed.
The conclusion is that the modelled link flows are well calibrated for car flows on the majority of links in the PM peak hour.
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Table 7-N Difference between modelled and observed HGV flows - PM Peak hour
Difference between the modelled and the observed HGV flows is small, especially for links inside the county. HGV flows are well calibrated in the PM peak hour.
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Table 7-O Difference between modelled and observed LGV flows - PM Peak hour
Difference between the modelled and the observed LGV flows is small, especially for links inside the county. LGV flows are well calibrated in the PM peak hour.
In conclusion, most of the modelled link flows are well calibrated for the PM peak hour and all vehicle types meet the target that is set for the model, where at least 65% of the modelled link flows need to meet the calibration criteria (see chapter 7.1.1).
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7.3 Assignment results
Traffic assignments were created for Year 2013 for AM, IP, PM peak hours for highway and public transport modes. The following figures show Year 2013 traffic assignments for all vehicle types combined.
Table 7-P Highway assignment in the AM peak hour in Year 2013 (veh/hour/direction)
Due to their function and capacity, traffic volumes are highest along the motorway system in all time periods. Within the county, traffic volumes on the rural roadway
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system are high (above 1000 veh/hour/direction) only along A404 in the AM peak hour.
Table 7-Q Highway assignment in the IP hour in Year 2013 (veh/hour/direction)
In the interpeak, within the county, volumes on the rural roadway system are below 1000 vehicles per hour along all A roads.
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Table 7-R Highway assignment in the PM peak hour in Year 2013 (veh/hour/direction)
In the PM peak hour within the county, traffic volumes on the rural roadway system are high (above 1000 veh/hour/direction) only along A404 in the AM peak hour.
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The following figures demonstrate level of congestion in AM peak hour, IP hour and PM peak hour assignments. The measure ‘Volume over Capacity’ (VOC) reflects the percentage of capacity utilized by the traffic flow on any give road section. The higher the VOC value, the more congested the roadway section is.
Table 7-S Level of congestion in the AM peak hour in Year 2013 (volume over capacity in %) In the AM peak hour, traffic congestion appears on few road sections in Buckinghamshire. Congestion is shown on A roads in the vicinity of major towns, such as Aylesbury, High Wycombe and Slough only.
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Table 7-T Level of congestion in the IP hour in Year 2013 (volume over capacity in %)
In the IP hour, traffic congestion is not expected to appear in Buckinghamshire.
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Table 7-U Level of congestion in the PM peak hour in Year 2013 (volume over capacity in %)
In the PM peak hour, traffic congestion appears on few road sections in Buckinghamshire. Congestion is shown on A roads in the vicinity of major towns, such as Aylesbury, High Wycombe and Slough only.
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8 Public Transport Validation
8.1 Validation criteria
WebTag Unit M3.2 specifies validation criteria for public transport models. These relate to differences between modelled flows on screenlines and also on individual links. However, no public transport screenline count data or any data on link flows were available within Buckinghamshire in order to validate the model.
However, Network Rail and London Underground stations boarding and alighting data is available and this has been used to provide an overall validation check on station usage in the model. A criterion of within 50% of observed counts has been used as a check on the modelled figures.
For the comparison of modelled and observed counts there was a need to convert both data sets to an average day. The modelled 1-hr station boarding and alighting figures have been factored to full time periods as follows:
AM Peak – factor by 3 to 0700-1000 Inter Peak – factor by 6 to 1000-1600 PM Peak – factor by 3 to 1600-1900
This gives 0700-1900 boarding and alighting for each station. DfT10 hourly boarding and alighting data for a number of stations has been used to produce factors to convert the modelled data to a full operational day. Analysis of the DfT data gave a factor of 1.17 for boarding and 1.19 for alighting.
Rail station annual entry and exit data based on industry ticket sales data is available for 2012-2013 from the Office of Rail regulation (ORR)11. These have been converted to an average day by applying an annualisation factor of 309 taken from recent HS2 work12. For the London underground stations average weekday station entry and exit data is available from TfL13.
Table 8-A below shows the modelled and observed daily boarding and alighting counts at rail stations (Chiltern services) and London Underground stations within Buckinghamshire. The table also shows the differences between modelled and observed. For locations with a Rail station and an Underground station the table shows combined modelled totals. The modelled figures are from with fares assignments.
10 Rail Statistics (https://www.gov.uk/government/organisations/department-for-transport/series/rail-statistics) 11 http://orr.gov.uk/statistics/published-stats/station-usage-estimates 12 Economic Case for HS2, PFM V4.3 – Assumptions Report, HS2 Ltd, October 2013 13 http://www.tfl.gov.uk/corporate/publications-and-reports/underground-services-performance
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Difference Difference Modelled Observed (mod-obs) (mod/obs) Station Board Alight Board Alight Board Alight Board Alight Amersham (total) 3,672 3,591 3,489 3,344 183 247 105% 107% Aylesbury 2,324 2,524 1,730 1,730 594 795 134% 146% Aylesbury Vale Parkway 588 419 132 132 456 287 445% 317% Beaconsfield 1,394 1,905 2,331 2,331 -937 -426 60% 82% Chalfont & Latimer (Total) 3,010 3,316 2,035 1,825 975 1,491 148% 182% Chesham (LU) 884 1,056 1,330 961 -446 95 66% 110% Denham 641 713 492 492 148 220 130% 145% Denham Golf Club 102 150 36 36 66 114 284% 419% Gerrards Cross 1,767 1,794 2,056 2,056 -289 -262 86% 87% Great Missenden 877 1,149 877 877 0 273 100% 131% Haddenham & Thame 1,229 1,275 1,093 1,093 136 182 112% 117% High Wycombe 3697 3,738 4,002 4,002 -305 -263 92% 93% Little Kimble 11 14 11 11 0 3 97% 132% Monks Risborough 63 82 33 33 30 49 191% 248% Princes Risborough 841 956 886 886 -44 70 95% 108% Saunderton 422 405 82 82 341 323 516% 494% Seer Green 296 340 223 223 72 117 132% 152% Stoke Mandeville 500 566 466 466 34 99 107% 121% Wendover 641 770 704 704 -63 66 91% 109% TOTAL 22,959 24,763 22,007 21,283 951 3,480 104% 116% Table 8-A Modelled and Observed Station boarding and Alighting Comparison
The table shows that overall modelled boarding is 4% higher than observed and alighting is 16% higher than observed. The majority of stations have boarding and alighting totals that are within 50% of the observed. The exception to this are 4 stations with low observed usage – Aylesbury Vale Parkway, Denham Gold Club, Monks Risborough and Saunderton, where modelled boarding and alighting are much higher.
8.2 Assignment results
Traffic assignments were created for Year 2013 for AM, IP, PM peak hours for the public transport mode. The following figures show Year 2013 traffic assignments for rail, bus and London Underground for AM, IP, PM peak hours.
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Figure 8-A AM Peak Flows
In the AM Peak hour the highest flows are on the rail network travelling into London. These flows build up on the approaches to London, to over 1,000 passengers per hour. Flows on the London Underground into and out of Buckinghamshire are less than 500 per hour. Underground flows also build up on the approaches to London. Flows on much of the bus network are less than 250 passengers per hour. Higher bus flows are found between Buckingham and Bletchley for connections to the rail network and also in South Buckinghamshire with higher flows from Beaconsfield and High Wycombe heading south to connect to the rail network at Reading and Slough. High bus flows also connect Amersham to the rail network, north to Hemel Hempstead and south to Slough.
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Figure 8-B Public Transport assignment in the Inter Peak Hour (passenger/hr/direction)
In the IP hour the highest flows are on the rail network travelling into London, with flows generally less than 500 passengers per hour; as with the AM Peak these build up on the approaches to London. Flows on the London Underground into and out of Buckinghamshire are less than 500 per hour. As with the rail flows, the Underground flows build up on the approaches to London. Flows on much of the bus network are less than 250 passengers per hour, but with some higher flows in the Amersham area.
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Figure 8-C PM Peak Flows
In the PM Peak hour the highest flows can be found on the rail network heading out of London. These are general less than 500 per hour, but are higher on the West Coast Main Line and the Line from Reading into London. Flows on the Underground into and out of Buckinghamshire are less than 500 per hour. Flows on much of the bus network are less than 250 passengers per hour, but with some higher flows in and North of the Amersham area. There is also a higher flow from Milton Keynes to Bedford.
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Appendix A Zonal system of major towns in Buckinghamshire
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Appendix B Link types and parameters
Link Description Available No. Cap Free- Volume-delay function type Transport lanes (pcus/ flow parameters no. system hr) speed a b b’ c
0 Blocked opposite direction - 0 0 0mph 1.15 4 0.8 2.5 1 Rural dual 4 motorway B,C,HGV,LGV 4 10080 72mph 1.15 4 0.8 2.5 2 Rural dual 3 motorway B,C,HGV,LGV 3 5636 72mph 1.15 4 0.8 2.5 3 Rural dual 2 motorway B,C,HGV,LGV 2 3818 70mph 1.15 4 0.8 2.5 4 Rural dual 3 all purpose B,C,HGV,LGV,W 3 3454 68mph 1.15 3.8 0.8 2.2 5 Rural single carriageway 10m good B,C,HGV,LGV,W 1 2132 65mph 1.15 3.8 0.8 2.2 6 Rural single carriageway 10m typical B,C,HGV,LGV,W 1 1705 57mph 1.15 2.1 0.81 2 7 Rural single carriageway 7.3m good B,C,HGV,LGV,W 1 1470 54mph 1.15 2.1 0.81 2 8 Rural single carriageway 7m typical B,C,HGV,LGV,W 1 1176 52mph 1.15 2.1 0.81 2 9 Rural single carriageway 6.5m bad B,C,HGV,LGV,W 1 1000 48mph 1.15 2.1 0.81 2 10 Suburban dual 2 slight development B,C,HGV,LGV,W 2 3750 48mph 1.15 1.8 0.88 1.35 11 Suburban dual 2 typical development B,C,HGV,LGV,W 2 3000 44mph 1.8 3.5 0.9 1.22 12 Suburban dual 2 heavy development B,C,HGV,LGV,W 2 2550 42mph 1.5 2.1 0.88 1.35 13 Suburban single slight development B,C,HGV,LGV,W 1 1875 42mph 1.8 1.45 1.1 0.88 14 Suburban single typical development B,C,HGV,LGV,W 1 1500 38mph 1.8 3.8 0.88 1.45 15 Suburban single heavy development B,C,HGV,LGV,W 1 1275 36mph 7 1.85 2 2 16 Urban non-central 50% development B,C,HGV,LGV,W 1 980 34mph 0.9 1.3 0.6 1.15 17 Urban non-central 80% development B,C,HGV,LGV,W 1 780 30mph 0.75 1.4 0.5 1.3 18 Urban non-central 100% development B,C,HGV,LGV,W 1 500 30mph 0.9 1.3 0.6 1.15 19 Urban central INT = 2 B,C,HGV,LGV,W 1 740 28mph 0.85 1.6 0.64 1.25 20 Urban central INT = 4.5 B,C,HGV,LGV,W 1 650 23mph 7 1.65 2 1.6 21 Urban central INT = 9 B,C,HGV,LGV,W 1 630 21mph 0.75 1.75 1.4 0.5 22 Small town 35% development B,C,HGV,LGV,W 1 1300 41mph 0.9 1.3 1.15 0.6 23 Small town 60% development B,C,HGV,LGV,W 1 1000 30mph 0.7 3.5 0.7 2.5 24 Small town 90% development B,C,HGV,LGV,W 1 450 18mph 0.7 3 0.7 2 25 Car Park C,LGV 1 100 30mph 1 10 0.63 10 26 Rural dual 6 motorway B,C,HGV,LGV 6 15120 72mph 1.15 4 0.8 2.5 27 Rural dual 5 motorway B,C,HGV,LGV 5 12600 72mph 1.15 4 0.8 2.5 28 Rural dual 1 motorway slip B,C,HGV,LGV 1 1909 70mph 1.15 4 0.8 2.5 29 Bus only B,W 1 99999 30mph 7 1.85 2 2 30 Suburban dual 3 heavy development B,C,HGV,LGV,W 3 3825 42mph 1.5 2.1 0.88 1.35 31 Suburban dual 3 slight development B,C,HGV,LGV,W 3 5625 48mph 1.15 1.8 0.88 1.35 32 Suburban dual 4 slight development B,C,HGV,LGV,W 4 7500 48mph 1.15 1.8 0.88 1.35 33 Roundabout Circulate 2 B,C,HGV,LGV,W 2 3750 42mph 1.15 2.1 0.81 2 34 Roundabout Circulate 3 B,C,HGV,LGV,W 3 5625 42mph 1.15 2.1 0.81 2 35 Rural carriageway 7m typical 2 lanes B,C,HGV,LGV,W 2 2352 52mph 1.15 2.1 0.81 2 36 Urban non-central 80% development 2 lanes B,C,HGV,LGV,W 2 1560 30mph 0.75 1.4 0.5 1.3 37 Urban non-central 80% development 3 lanes B,C,HGV,LGV,W 3 2340 30mph 0.75 1.4 0.5 1.3 38 Roundabout Circulate 4 B,C,HGV,LGV,W 4 9375 42mph 1.15 2.1 0.81 2 40 Rail Link T 1 99999 31mph 1.15 4 0.8 2.5 41 LU Links U 1 99999 31mph 1.15 4 0.8 2.5 42 Walk Links W 1 99999 31mph 1.15 4 0.8 2.5
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45 Rural single carriageway 5m awful B,C,HGV,LGV,W 1 850 35mph 1.15 2.1 0.81 2 46 Single track road B,C,LGV,W 1 200 25mph 1.15 2.1 0.81 2 56 Rural single carriageway 10m typical HGV ban B,C,LGV,W 1 1705 57mph 1.15 2.1 0.81 2 57 Rural single carriageway 7.3m good HGV ban B,C,LGV,W 1 1470 54mph 1.15 2.1 0.81 2 58 Rural single carriageway 7m typical HGV ban B,C,LGV,W 1 1176 52mph 1.15 2.1 0.81 2 59 Rural single carriageway 6.5m bad HGV ban B,C,LGV,W 1 1000 48mph 1.15 2.1 0.81 2 63 Suburban single slight development HGV ban B,C,LGV,W 1 1875 42mph 1.8 1.45 1.1 0.88 64 Suburban single typical development HGV ban B,C,LGV,W 1 1500 38mph 1.8 3.8 0.88 1.45 65 Suburban single heavy development HGV ban B,C,LGV,W 1 1275 36mph 7 1.85 2 2 66 Urban non-central 50% development HGV ban B,C,LGV,W 1 980 34mph 0.9 1.3 0.6 1.15 67 Urban non-central 80% development HGV ban B,C,LGV,W 1 780 30mph 0.75 1.4 0.5 1.3 68 Urban non-central 100% development HGV ban B,C,LGV,W 1 500 30mph 0.9 1.3 0.6 1.15 69 Urban central INT = 2 HGV ban B,C,LGV,W 1 740 28mph 0.85 1.6 0.64 1.25 70 Urban central INT = 4.5 HGV ban B,C,LGV,W 1 650 23mph 7 1.65 2 1.6 71 Urban central INT = 9 HGV ban B,C,LGV,W 1 630 21mph 0.75 1.75 1.4 0.5 72 Small town 35% development HGV ban B,C,LGV,W 1 1300 41mph 0.9 1.3 1.15 0.6 73 Small town 60% development HGV ban B,C,LGV,W 1 1000 30mph 0.7 3.5 0.7 2.5 74 Small town 90% development HGV ban B,C,LGV,W 1 450 18mph 0.7 3 0.7 2 Urban non-central 80% development 2 lanes 86 HGV ban B,C,LGV,W 2 1560 30mph 0.75 1.4 0.5 1.3 95 Rural single carriageway 5m awful HGV ban B,C,LGV,W 1 850 35mph 1.15 4 0.8 2.5
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Appendix C Bus services
Departures by service AM peak Interpeak PM peak Route Operator 0700-1000 1000-1600 1600-1900 110_AV_Bus Arriva 4 4 3 11A_STA_Bus Star Travel 2 1 2 11_STA_Bus Star travel 5 1 2 131_RL_Bus Red Line 2 0 2 132_RL_Bus Red Line 1 4 1 150_AV_Bus Arriva 8 3 5 164_RL_Bus Red Line 3 6 3 165_ZS_Bus Z&S 4 4 4 16_AV_Bus Arriva 8 5 9 177_RL_Bus Red Line 1 0 1 18_LT_Bus Langston 4 4 4 1B_FT_Bus First 8 3 10 1_CB_Bus Carousel 15 5 16 1_ZS_Bus Z&S 9 3 11 200_FT_Bus First 0 2 2 275_RR_Bus Red Rose 3 2 3 27_VT_Bus Vale Travel 2 2 0 280_AV_Bus Arriva 14 6 13 28A_CB_Bus Carousel 1 0 0 28C_CB_Bus Carousel 0 2 0 28_CB_Bus Carousel 3 2 4 2_AV_Bus Arriva 6 1 5 2_FT_Bus First 7 2 7 300_AV_Bus Arriva 19 6 10 31_AV_Bus Arriva 9 6 8 320_RL_Bus Red Line 3 1 2 321_RL_Bus Red Line 2 3 3 32_AV_Bus Arriva 11 2 8 331_ML_Bus Metro Line 16 5 16 333_RE_Bus Red Eagle 1 0 0 334_RE_Bus Red Eagle 0 0 1 335_RL_Bus Red Line 3 3 3 336_CB_Bus Carousel 5 7 10 33_AV_Bus Arriva 10 3 8 353_AV_Bus Arriva 6 3 5 354_AV_Bus Arriva 4 4 2 354_VT_Bus Vale Travel 5 4 6 35_CB_Bus Carousel 3 2 4 36C_CB_Bus Carousel 1 0 1 36_CB_Bus Carousel 6 2 3 37_AV_Bus Arriva 12 5 10 38_CB_Bus Carousel 0 1 0
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39_CB_Bus Carousel 7 3 7 3_STA_Bus Carousel 5 2 5 40_AV_Bus Arriva 5 2 7 48_AV_Bus Arriva 8 3 8 4_RL_Bus Red Line 500_AV_Bus Arriva 8 6 8 50_AV_Bus Arriva 9 4 8 50_LT_Bus Langston 2 3 0 53_FT_Bus First 8 3 4 55_AV_Bus Arriva 3 2 2 577_CB_Bus Carousel 3 0 3 580_CB_Bus Carousel 2 3 3 583_RL_Bus Red Line 2 4 4 58_FT_Bus First 11 3 13 5_FT_Bus First 15 3 10 5_STA_Bus Star Travel 2 2 2 60_AV_Bus Arriva 9 3 6 60_FT_Bus First 9 2 6 61_AV_Bus Arriva 3 2 3 61_FT_Bus First 1 1 2 6A_FT_Bus First 11 2 11 6_FT_Bus First 2 0 0 6_RL_Bus Red Line 1 0 1 70_AV_Bus Arriva 7 4 3 71_FT_Bus First 14 8 12 71_RR_Bus Red Rose 4 6 5 724_GL_Bus GreenLine 9 7 9 73_RR_Bus Red Rose 2 2 3 740_CB_Bus Carousel 11 5 14 74_AV_Bus Arriva 2 2 2 75_FT_Bus First 21 7 21 76_FT_Bus First 11 4 15 77_FT_Bus First 13 5 30 78_FT_Bus First 18 6 14 7_FT_Bus First 8 3 9 7_RL_Bus Red Line 2 0 1 800_AV_Bus Arriva 7 5 7 850_AV_Bus Arriva 9 6 8 8_AV_Bus Arriva 2 2 4 8_FT_Bus First 7 1 3 9_AV_Bus Arriva 5 3 4 A30_CB_Bus Carousel 6 5 7 A40_CB_Bus Carousel 6 2 5 PR1_AV_Bus Arriva 8 1 8 X336_CB_Bus Carousel 3 0 2 X5_STB_Bus Stagecoach 10 6 4 X74_FT_Bus First 12 4 14 X9_FT_LF First 3 2 4
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Appendix D Rail services
Total Departures by Service
AM Peak Inter Peak PM Peak Route Operator 1 or 2 way 0700-1000 1000-1600 1600-1900 Aylesbury Vale Parkway - Chiltern 2 15 11 12 London Marylebone Aylesbury - London Chiltern 2 9 13 13 Marylebone Aylesbury - Princes Chiltern 2 4 6 5 Risborough Aylesbury - London Chiltern 2 7 4 6 Marylebone Banbury - Birmingham Chiltern 1 1 0 0 Snow Hill Banbury - London Chiltern 2 8 3 5 Marylebone Bicester North - London Chiltern 2 6 15 8 Marylebone Birmingham Moor Street - Chiltern 2 7 10 3 London Marylebone Gerrards Cross - London Chiltern 2 12 7 6 Marylebone High Wycombe - Bicester Chiltern 1 1 0 0 North High Wycombe - London Chiltern 2 13 9 14 Marylebone Kings Sutton - London Chiltern 1 1 0 0 Marylebone Kidderminster - London Chiltern 1 2 0 2 Marylebone London Marylebone - Chiltern 1 1 0 0 Gerrards Cross Princes Risborough - Chiltern 2 6 6 3 London Marylebone Stratford-upon-Avon - Chiltern 2 4 3 2 London Marylebone West Ruislip - London Chiltern 2 1 0 4 Marylebone London Paddington - West Chiltern 1 0 1 0 Ruislip Stourbridge Junction - Chiltern 1 1 0 0 London Marylebone Slough - Windsor & Eton Chiltern 2 25 21 21 Central South Ruislip - London Chiltern 1 0 1 0 Paddington Warwick Parkway - Chiltern 1 1 0 0 London Marylebone Birmingham Snow Hill - Chiltern 2 7 10 10 London Marylebone First Great Banbury - Oxford 2 1 3 3 Western Banbury - London First Great 2 5 0 3 Paddington Western First Great Bedwyn - Newbury 2 1 0 3 Western Bedwyn - London First Great 2 5 6 5 Paddington Western First Great Bedwyn - Reading 2 5 0 1 Western First Great Bourne End - Maidenhead 2 10 0 3 Western
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First Great Bourne End - Marlow 2 9 0 3 Western Bourne End - London First Great 1 2 0 2 Paddington Western Bristol Temple Meads - First Great 2 14 18 15 London Paddington Western First Great Basingstoke - Reading 2 17 20 16 Western Charlbury - London First Great 1 1 0 0 Paddington Western Cardiff Central - London First Great 2 19 20 16 Paddington Western Castle Cary - London First Great 2 3 5 6 Paddington Western Cheltenham Spa - London First Great 2 3 5 5 Paddington Western Didcot Parkway - London First Great 1 3 0 0 Paddington Western Exeter St David's - First Great 2 7 9 10 London Paddington Western Frome - London First Great 2 1 0 2 Paddington Western Greenford - London First Great 2 15 20 16 Paddington Western Great Malvern - London First Great 2 2 4 1 Paddington Western Hereford - London First Great 2 4 2 3 Paddington Western Henley-on-Thames - First Great 1 2 0 2 London Paddington Western First Great Maidenhead - Marlow 2 2 11 6 Western Maidenhead - London First Great 2 3 0 3 Paddington Western Moreton-in-Marsh - First Great 2 2 2 1 London Paddington Western First Great Oxford - Didcot Parkway 1 0 0 1 Western Oxford - London First Great 2 35 34 27 Paddington Western Oxford - London First Great 2 25 35 26 Paddington Western Newbury - London First Great 2 2 0 2 Paddington Western Reading - London First Great 2 31 20 18 Paddington Western London Paddington - First Great 2 2 1 0 Westbury (Wilts) Western First Great Reading - Banbury 2 1 0 0 Western Reading - Henley-on- First Great 1 1 0 0 Thames Western First Great Newbury - Reading 2 9 10 7 Western First Great Reading - Oxford 1 1 0 0 Western Slough - London First Great 1 2 0 0 Paddington Western Twyford - Henley-on- First Great 2 11 13 11 Thames Western Twyford - London First Great 1 2 0 0 Paddington Western Worcester Shrub Hill - First Great 1 2 0 2 London Paddington Western Windsor & Eton Central - First Great 2 9 15 11 Slough Western Birmingham International - Virgin Trains 1 1 0 0
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London Euston Birmingham International - Virgin Trains 1 0 0 1 Nuneaton Birmingham New Street - Virgin Trains 2 11 20 14 London Euston Birmingham New Street - Virgin Trains 1 1 0 0 Holyhead Crewe - London Euston Virgin Trains 2 8 5 10 Chester - London Euston Virgin Trains 2 2 8 4 Edinburgh - London Virgin Trains 2 3 5 1 Euston Bangor (Gwynedd) - Virgin Trains 1 1 0 1 London Euston Glasgow Central - London Virgin Trains 2 14 14 7 Euston London Euston - Virgin Trains 1 0 0 1 Tamworth Lancaster - London Virgin Trains 1 1 0 1 Euston Liverpool Lime Street - Virgin Trains 2 10 10 15 London Euston Lichfield Trent Valley - Virgin Trains 1 1 0 2 London Euston Manchester Piccadilly - Virgin Trains 2 16 19 16 London Euston London Euston - Crewe Virgin Trains 2 10 10 8 Preston (Lancs) - London Virgin Trains 1 0 0 1 Euston London Euston - Lichfield Virgin Trains 1 0 0 1 Trent Valley London Euston - Rugby Virgin Trains 2 6 10 8 Lancaster - Birmingham Virgin Trains 1 1 0 0 New Street Manchester Piccadilly - Virgin Trains 1 1 0 0 London Euston Stoke-on-Trent - London Virgin Trains 1 2 0 0 Euston Stafford - London Euston Virgin Trains 2 2 0 1 Wolverhampton - London Virgin Trains 2 13 7 7 Euston Holyhead - London Euston Virgin Trains 2 4 0 0 Bedford - Bletchley London_Midland 2 8 10 9 Birmingham New Street - London_Midland 2 17 25 18 London Euston Birmingham New Street - London_Midland 2 7 5 1 Northampton Bletchley - London Euston London_Midland 1 4 0 1 Coventry - London Euston London_Midland 1 1 0 0 Crewe - London Euston London_Midland 2 8 10 8 Milton Keynes Central - London_Midland 2 11 10 9 London Euston Northampton - London London_Midland 2 10 5 4 Euston Rugby - London Euston London_Midland 2 8 10 8 Tring - London Euston London_Midland 2 14 20 18 Watford Junction - London London_Midland 1 2 0 1 Euston Milton Keynes Central - London_Midland 1 1 0 0 Birmingham New Street Northampton - Crewe London_Midland 1 2 0 0 Northampton - Rugby London_Midland 1 2 0 0
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Preston (Lancs) - Lichfield London_Midland 1 1 0 0 Trent Valley St Albans Abbey - Watford London_Midland 2 11 12 11 Junction Bristol Temple Meads - Cross Country 2 9 10 8 Glasgow Central Bristol Temple Meads - Cross Country 2 7 9 8 Manchester Piccadilly Brighton (East Sussex) - Southern 2 13 10 9 London Victoria Crawley - London Victoria Southern 2 8 10 8 Hove - London Victoria Southern 2 10 10 7 Southampton Central - Southern 2 5 10 8 London Victoria Guildford - London South west Trains 2 71 86 76 Waterloo Reading - London South west Trains 2 18 20 16 Waterloo Southampton Central - South west Trains 2 20 29 24 London Waterloo Woking - London Waterloo South west Trains 2 6 10 12 Nottingham - London St East_midland_trai 2 7 10 8 Pancras International ns Sheffield - London St East_midland_trai 2 9 10 8 Pancras International ns Ashford International - London St Pancras Southeastern 2 16 20 16 International Maidstone West - London Southeastern 2 4 0 4 St Pancras International Edinburgh - London Kings East Coast 2 14 13 12 Cross Mainline Leeds - London Kings East Coast 2 11 14 12 Cross Mainline Bedford - London First Capital 2 52 60 48 Blackfriars Connect Brighton (East Sussex) - First Capital 2 29 40 24 London Blackfriars Connect First Capital Luton - London Blackfriars 2 33 40 32 Connect Brighton (East Sussex) - First Capital 2 4 0 6 London Bridge Connect Cambridge - London First Capital 2 28 30 24 Kings Cross Connect Peterborough - London First Capital 2 15 19 16 Kings Cross Connect Cambridge - London Greater_Anglia 2 19 20 16 Liverpool Street Norwich - London Greater_Anglia 2 20 23 20 Liverpool Street Worcester Foregate Street First Great 2 3 2 2 - London Paddington Western London Victoria - Gatwick Gatwick Express 2 26 40 32 Airport Brighton (East Sussex) - Gatwick Express 2 9 0 6 London Victoria Heathrow Airport Terminal Heathrow 2 17 20 16 4 - London Paddington Connect Banbury - Reading XC 2 14 20 16 Basingstoke - Reading XC 2 10 16 11
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Appendix E Interchange Stations in Central London
Station Interchanges Type Ealing Broadway National Rail First Great Western Three nodes connected via walk links
London Underground District Line Central Line Hammersmith National Rail 2 nodes; 1 node with 1 stop point for District Line and London Underground District Line Piccadilly Line and 1 node with 1 stop point for Piccadilly Line Hammersmith & City line, Circle line. Hammersmith & City line Walk link between the two stations. Circle Line Earls Court National Rail 1 node with 1 stop point London Underground District Line Piccadilly line Victoria National Rail Gatwick Express 4 nodes with stop points 1 for National rail, 1 for each of the Southern London Underground lines. London Underground District Line Walk links between each node. Circle Line Victoria Line Paddington National Rail Chiltern 3 nodes with stop points 1 for National rail, 1 for each of the First Great Western London Underground lines. London Underground Bakerloo Line Walk links between each node. Circle Line Hammersmith & City Line Westminster National Rail 1 node with 1 stop point London Underground Circle line Jubilee Line Waterloo National Rail South West Trains 4 Nodes with stop points; 1 for National rail and 1 for each London Underground Northern Line of the London Underground lines. Bakerloo Line Walk links between each node. Jubilee Line London Bridge National Rail First Capital 2 Nodes with stop points; 1 for National rail and 1 for London Underground Jubilee Line London Underground lines. Northern Line Walk links between each node.
Bank National Rail 1 node with 1 stop point London Underground Northern Line Walk links to Monument, Cannon Street , Mansion House Central Line Stations Moorgate National Rail 1 node with 1 stop point London Underground Circle Line Hammersmith & City Line Metropolitan Line Northern Line Liverpool Street National Rail Greater Anglia 4 nodes; 1 node with 1 stop point for National Rail,1 node London Underground Circle Line for Central line,1 node for Circle Line,1 Node for both Central Line Hammersmith &City Line and Metropolitan Line Hammersmith & City Line Walk links between each node. Metropolitan Line King’s Cross National Rail East Coast Main Line 5 nodes with stop points; 1 node for National Rail and First Capital Connect Piccadilly Line,1 node for Circle line,1 node for Vitoria London Underground Piccadilly Line Line,1 Node for both Hammersmith &City Line and Northern Line Metropolitan Line, 1 Node for Northern line Hammersmith & City Line Walk links between each node Circle Line Walk Link to London St Pancras Metropolitan Line Victoria Line Euston National Rail London Midland 2 nodes with stop points; 1 node for National Rail and Virgin Trains Victoria Line,1 node for Northern Line London Underground Victoria Line Walk links to Euston Square from each node Northern Line Warren Street National Rail London Underground Victoria Line 1 node with 1 stop point Northern Line Walk link to Euston Square and Great Portland Street Holborn National Rail 1 node with 1 stop point London Underground Central Line Piccadilly Line Leicester Square National Rail 1 node with 1 stop point London Underground Northern Line Piccadilly Line Piccadilly Circus National Rail 1 node with 1 stop point London Underground Bakerloo Line Piccadilly Line Green Park National Rail 1 node with 1 stop point London Underground Jubilee Line Piccadilly Line Victoria Line Baker Street National Rail 3 nodes with stop points; 1 node for Bakerloo and London Underground Hammersmith & City Line Metropolitan Lines, 1 Node for Jubilee Line, 1 Node for Circle Line Hammersmith & City line and Circle Line Bakerloo Line Walk links between each node Jubilee Line Walk links to all Marylebone Nodes Metropolitan Line Marylebone National Rail Chiltern 2 nodes with stop points; 1 node for Bakerloo Line, 1 for London Underground Bakerloo Line National Rail Walk links between each node Walk links to all Baker Street and Edgware Road Nodes. Edgware Road National Rail 2 nodes with stop points; 1 Node for Bakerloo Line, 1 Node
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London Underground Circle Line for Circle & District Line District Line Walk links between each node Hammersmith & City Line Farringdon National Rail First Capital Connect 3 nodes with stop points; 1 Node for National Rail, 1 Node London Underground Circle Line for Circle Line, 1 Node for Hammersmith& City Line and Hammersmith & City Line Metropolitan Line Metropolitan Line Walk links between each node
Tottenham Court Road National Rail 1 node with 1 stop point London Underground Central Line Northern Line Oxford Circus National Rail London Underground Bakerloo Line 1 node with 1 stop point Central Line Victoria Line Bond Street National Rail London Underground Central Line 1 node with 1 stop point Jubilee Line Notting Hill Gate National Rail London Underground Central Line 1 node with 1 stop point District Line Elephant &Castle National Rail London Underground Bakerloo Line 1 node with 1 stop point Northern Line Finsbury Park National Rail East Coast Mainline 3 Node with stop points First Capital Connect Walk links between each node London Underground Piccadilly line Victoria Line Amersham National Rail Chiltern 2 Node with stop points London Underground Metropolitan Line Walk links between each node and to nearest bus stop Chalfont & Latimer National Rail Chiltern 2 Node with stop points London Underground Metropolitan Line Walk links between each node and to nearest bus stop West Ruislip National Rail Chiltern 2 Nodes with stop points London Underground Central Line Walk links between each node and to nearest bus stop Ruislip National Rail 1 Node with stop points London Underground Metropolitan Line Walk links between each node and to nearest bus stop Piccadilly line South Ruislip National Rail Chiltern 2 Nodes with stop points London Underground Central Line Walk links between each node Wembley Central National Rail London Midland 2 Nodes with stop points Virgin Trains Walk links between nodes London Underground Bakerloo Line Walk links to Wembley Stadium
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Appendix F Highway Traffic Flow Calibration
Link Flows Calibration Prior Matrix Estimation – AM Peak Hour AM peak GEH or Observed Modelled GEH "Criteria 1" Criteria "1" Location Direction Car LGV HGV Total Car LGV HGV Total Car LGV HGV Total Car LGV HGV Total (1=meets at A413 Buckingham Ring Road Southbound 571 90 53 714 312 23 49 384 12.33 8.91 0.56 14.08 O P P O 0 A413 Buckingham Ring Road Northbound 674 106 51 831 303 27 20 350 16.79 9.69 5.20 19.79 O P P O 0 A413 Maids Moreton Southbound 126 14 7 147 198 19 7 224 5.66 1.23 0.00 5.65 P P P P 1 A413 Maids Moreton Northbound 108 10 5 123 203 21 5 229 7.62 2.79 0.00 7.99 P P P O 0 A413 Padbury Northbound 435 68 48 551 236 22 33 291 10.86 6.86 2.36 12.67 O P P O 0 A413 Padbury Southbound 292 46 63 401 229 22 58 309 3.90 4.12 0.64 4.88 P P P P 1 A413 Whitchurch Northbound 348 55 45 448 236 29 107 372 6.55 4.01 7.11 3.75 O P P P 1 A413 Whitchurch Southbound 514 81 46 641 266 29 100 395 12.56 7.01 6.32 10.81 O P P O 0 A418 Leighton Road Wing Southwestbound 695 109 108 912 496 51 39 586 8.15 6.48 8.05 11.91 O P P O 0 A418 Leighton Road Wing Northeastbound 691 109 92 892 609 64 36 709 3.22 4.84 7.00 6.47 P P P O 0 A421 Tingewick Bypass Westbound 647 102 113 862 430 48 126 604 9.35 6.24 1.19 9.53 O P P O 0 A421 Tingewick Bypass Eastbound 637 100 90 827 679 69 140 888 1.64 3.37 4.66 2.08 P P P P 1 A421 Whaddon Bottledump Westbound 716 121 63 900 691 73 141 905 0.94 4.87 7.72 0.17 P P P P 1 A421 Whaddon Bottledump Eastbound 1,090 87 52 1,229 1,008 103 141 1,252 2.53 1.64 9.06 0.65 P P P P 1 A422 Thornton Northeastbound 760 103 22 885 792 86 14 892 1.15 1.75 1.89 0.23 P P P P 1 A422 Thornton Southwestbound 513 76 14 603 352 38 40 430 7.74 5.03 5.00 7.61 O P P O 0 A422 Turweston Westbound 365 54 4 423 261 42 55 358 5.88 1.73 9.39 3.29 O P P P 1 A422 Turweston Eastbound 359 46 8 413 454 46 45 545 4.71 0.00 7.19 6.03 P P P O 0 A4146 Fenny Stratford Bypass Northeastbound 719 113 86 918 493 49 22 564 9.18 7.11 8.71 13.00 O P P O 0 A4146 Fenny Stratford Bypass Southwestbound 686 108 136 930 940 86 19 1,045 8.91 2.23 13.29 3.66 O P O P 1 A4146 Hemel Road, Dagnall Northbound 166 25 17 208 337 34 70 441 10.78 1.66 8.04 12.93 O P P O 0 A4146 Hemel Road, Dagnall Southbound 650 65 30 745 1,105 115 89 1,309 15.36 5.27 7.65 17.60 O P P O 0 A4146 Northall Southeastbound 517 52 34 603 488 54 66 608 1.29 0.27 4.53 0.20 P P P P 1 A4146 Northall Northwestbound 205 39 20 264 425 47 61 533 12.40 1.22 6.44 13.48 O P P O 0 A4146 Northern Link Northeastbound 975 153 94 1,222 433 42 3 478 20.43 11.24 13.07 25.52 O O P O 0 A4146 Northern Link Southwestbound 668 105 120 893 884 80 18 982 7.75 2.60 12.28 2.91 O P O P 1 A4146 Stoke Hammond By N Northwestbound 1,074 169 114 1,357 1,460 122 4 1,586 10.84 3.90 14.32 5.97 O P O O 0 A4146 Stoke Hammond By N Southeastbound 731 115 147 993 1,123 84 2 1,209 12.87 3.11 16.80 6.51 O P O O 0 A4146 Stoke Hammond By S Northwestbound 856 135 103 1,094 986 88 52 1,126 4.28 4.45 5.79 0.96 O P P P 1 A4146 Stoke Hammond By S Southeastbound 835 131 143 1,109 852 57 62 971 0.59 7.63 8.00 4.28 P P P P 1 B488 Grove Northbound 272 35 11 318 346 40 17 403 4.21 0.82 1.60 4.48 P P P P 1 B488 Grove Southbound 336 28 8 372 428 24 16 468 4.71 0.78 2.31 4.68 P P P P 1 B488 Upper Icknield Way Southwestbound 567 74 22 663 694 53 26 773 5.06 2.64 0.82 4.11 O P P O 1 B488 Upper Icknield Way Northeastbound 295 25 7 327 684 61 21 766 17.58 5.49 3.74 18.78 O P P O 0 B489 Drayton Beauchamp Southwestbound 231 36 21 288 28 3 19 50 17.84 7.47 0.45 18.31 O P P O 0 B489 Drayton Beauchamp Northeastbound 148 23 25 196 51 6 30 87 9.72 4.46 0.95 9.16 P P P O 0 B489 East of Travellers Rest Northeastbound 319 27 8 354 779 76 38 893 19.63 6.83 6.26 21.59 O P P O 0 B489 East of Travellers Rest Southwestbound 311 40 12 363 552 55 38 645 11.60 2.18 5.20 12.56 O P P O 0 B489 West of Travellers Rest Northeastbound 319 50 34 403 763 81 39 883 19.09 3.83 0.83 18.93 O P P O 0 B489 West of Travellers Rest Southwestbound 364 57 75 496 442 46 36 524 3.89 1.53 5.24 1.24 P P P P 1 B4009 Tring Hill Southeastbound 686 43 29 758 680 71 29 780 0.23 3.71 0.00 0.79 P P P P 1 B4009 Tring Hill Northwestbound 608 85 20 713 482 53 43 578 5.40 3.85 4.10 5.31 O P P O 0 B4032 Liscombe Pk Soulbury Eastbound 132 16 0 148 115 12 2 129 1.53 1.07 2.00 1.61 P P P P 1 B4032 Liscombe Pk Soulbury Westbound 109 20 1 130 44 5 0 49 7.43 4.24 1.41 8.56 P P P P 1 B4032 Swanbourne Westbound 263 41 24 328 56 19 35 110 16.39 4.02 2.03 14.73 O P P O 0 B4506B4032 DunstableSwanbourne Road, Eastbound 288 45 21 354 298 33 51 382 0.58 1.92 5.00 1.46 P P P P 1 B4506Dagnall Dunstable Road, Northbound 129 17 2 148 596 56 17 669 24.53 6.46 4.87 25.78 O P P O 0 Dagnall Southbound 297 35 12 344 905 89 39 1,033 24.80 6.86 5.35 26.26 O P P O 0 B4506 Ringhsall Rd Dagnall Northbound 115 18 7 140 677 66 20 763 28.24 7.41 3.54 29.32 O P P O 0 B4506 Ringhsall Rd Dagnall Southbound 231 36 23 290 374 35 16 425 8.22 0.17 1.59 7.14 O P P O 0 C9 Newton Longville Southeastbound 75 12 10 97 250 46 26 322 13.73 6.31 3.77 15.54 O P P O 0 C9 Newton Longville Northwestbound 60 9 10 79 224 37 18 279 13.76 5.84 2.14 14.95 O P P O 0 C20 Soulbury Northeastbound 74 12 6 92 100 10 19 129 2.79 0.60 3.68 3.52 P P P P 1 C20 Soulbury Southwestbound 47 7 7 61 31 4 19 54 2.56 1.28 3.33 0.92 P P P P 1 C76 Cheddington Southeastbound 138 22 9 169 305 34 46 385 11.22 2.27 7.06 12.98 O P P O 0 C76 Cheddington Northwestbound 146 23 9 178 387 22 8 417 14.76 0.21 0.34 13.86 O P P O 0 C162 Stoke Hammond Southbound 138 18 1 157 54 7 20 81 8.57 3.11 5.86 6.97 P P P P 1 C162 Stoke Hammond Northbound 167 19 7 193 43 5 1 49 12.10 4.04 3.00 13.09 O P P O 0 A41 Aston Clinton Bypass towards Aylesbury 580 91 112 783 904 84 33 1,021 11.89 0.75 9.28 7.92 O P P O 0 A41 Aston Clinton Bypass from Aylesbury 664 104 116 884 1,175 110 56 1,341 16.85 0.58 6.47 13.70 O P P O 0 A41 Berryfields Southeastbound 1,140 77 65 1,282 614 61 43 718 17.76 1.93 2.99 17.84 O P P O 0 A41 Berryfields Northwestbound 648 58 55 761 547 55 20 622 4.13 0.40 5.72 5.29 O P P O 0
LMVRv4_Client Review.docx
A41 Bicester Road Westbound 723 114 159 996 969 96 55 1,120 8.46 1.76 10.05 3.81 O P O P 1 A41 Bicester Road Eastbound 1,065 167 173 1,405 835 83 83 1,001 7.46 7.51 7.95 11.65 O P P O 0 A41 Gallows Bridge Eastbound 459 72 94 625 396 42 39 477 3.05 3.97 6.74 6.31 P P P O 0 A41 Gallows Bridge Westbound 374 59 87 520 430 45 16 491 2.79 1.94 9.89 1.29 P P P P 1 A41 Waddesdon Xrds Eastbound 676 106 117 899 449 45 43 537 9.57 7.02 8.27 13.51 O P P O 0 A41 Waddesdon Xrds Westbound 535 84 97 716 462 46 20 528 3.27 4.71 10.07 7.54 P P P O 0 A355 Gore Hill Amersham Northbound 721 113 71 905 522 55 86 663 7.98 6.33 1.69 8.64 O P P O 0 A355 Gore Hill Amersham Southbound 801 126 78 1,005 571 61 99 731 8.78 6.72 2.23 9.30 O P P O 0 A413 Amersham Bypass Eastbound 1,510 83 39 1,632 1,176 104 134 1,414 9.11 2.17 10.21 5.59 O P P P 1 A413 Amersham Bypass Westbound 750 71 56 877 592 67 128 787 6.10 0.48 7.51 3.12 O P P P 1 A413 Pipers Wood Westbound 633 70 23 726 384 44 95 523 11.04 3.44 9.37 8.12 O P P O 0 A413 Pipers Wood Eastbound 1,331 134 32 1,497 827 77 110 1,014 15.34 5.55 9.26 13.63 O P P O 0 A416 Amersham Rd, Chesham Southbound 603 95 97 795 793 74 51 918 7.19 2.28 5.35 4.20 O P P O 1 A416 Amersham Rd, Chesham Northbound 450 71 78 599 522 52 52 626 3.27 2.42 3.22 1.09 P P P P 1 A416 Ashley Green Northbound 666 79 18 763 543 55 19 617 5.00 2.93 0.23 5.56 O P P O 0 A416 BerkhampsteadAshley Green Rd Southbound 728 112 34 874 527 47 19 593 8.02 7.29 2.91 10.38 O P P O 0 A416Chesham Berkhampstead Rd Southbound 531 83 90 704 496 49 32 577 1.54 4.19 7.43 5.02 P P P O 0 Chesham Northbound 485 76 60 621 480 50 32 562 0.23 3.28 4.13 2.43 P P P P 1 A416 St Marys Way Chesham Southbound 1,204 152 68 1,424 1,259 119 81 1,459 1.57 2.83 1.51 0.92 P P P P 1 A418A416 AylesburySt Marys Way Rd, Chesham Northbound 1,360 159 61 1,580 1,085 110 89 1,284 7.87 4.23 3.23 7.82 O P P O 0 A418Haddenham Aylesbury Rd, Southwestbound 711 112 51 874 369 37 53 459 14.72 8.69 0.28 16.07 O P P O 0 Haddenham Northeastbound 619 97 69 785 524 52 50 626 3.97 5.21 2.46 5.99 P P P O 0 A4010 Goat Farm Southbound 755 117 22 894 448 44 69 561 12.52 8.14 6.97 12.35 O P P O 0 A4010 Goat Farm Northbound 695 48 13 756 552 55 66 673 5.73 0.98 8.43 3.11 O P P P 1 A4129 Kingsey Eastbound 428 53 14 495 257 27 28 312 9.24 4.11 3.06 9.11 O P P O 0 A4129 Kingsey Westbound 306 34 9 349 295 35 17 347 0.63 0.17 2.22 0.11 P P P P 1 B485 Hyde End Eastbound 354 56 33 443 429 37 42 508 3.79 2.79 1.47 2.98 P P P P 1 B485 Hyde End Westbound 244 38 35 317 297 29 33 359 3.22 1.55 0.34 2.28 P P P P 1 B4009 Halton Southwestbound 642 101 60 803 432 49 30 511 9.06 6.00 4.47 11.39 O P P O 0 B4009 Halton Northeastbound 456 72 44 572 527 56 33 616 3.20 2.00 1.77 1.81 P P P P 1 B4011 Boarstall Southbound 219 41 13 273 255 46 18 319 2.34 0.76 1.27 2.67 P P P P 1 B4011 ThameBoarstall Road Long Northbound 136 20 3 159 154 19 16 189 1.49 0.23 4.22 2.27 P P P P 1 B4011Crendon Thame Road Long Southeastbound 656 103 77 836 483 55 25 563 7.25 5.40 7.28 10.32 O P P O 0 Crendon Northwestbound 466 73 59 598 383 37 25 445 4.03 4.85 5.25 6.70 P P P O 0 B4505 Orchard Leigh Westbound 282 45 12 339 469 38 2 509 9.65 1.09 3.78 8.26 O P P O 0 B4505 Orchard Leigh Eastbound 386 51 10 447 818 40 2 860 17.61 1.63 3.27 16.16 O P P O 0 C70 Lower Rd Haddenham Westbound 385 49 4 438 244 22 22 288 7.95 4.53 4.99 7.87 O P P O 0 C70 Lower Rd Haddenham Eastbound 166 19 7 192 193 18 14 225 2.02 0.23 2.16 2.29 P P P P 1 C141 Aston Clinton Eastbound 134 21 14 169 212 22 20 254 5.93 0.22 1.46 5.84 P P P P 1 C141 Aston Clinton Westbound 142 22 18 182 172 17 27 216 2.39 1.13 1.90 2.41 P P P P 1 C142 Weston Turville Northeastbound 335 53 29 417 181 18 18 217 9.59 5.87 2.27 11.23 O P P O 0 C142 Weston Turville Southwestbound 398 63 36 497 187 18 26 231 12.34 7.07 1.80 13.94 O P P O 0 U21 Fowler Road Southeastbound 288 25 5 318 306 28 9 343 1.04 0.58 1.51 1.38 P P P P 1 A40U21 AbbeyFowler Way Road High Northwestbound 297 17 4 318 235 21 9 265 3.80 0.92 1.96 3.10 P P P P 1 A40Wycombe Abbey Way High Northbound 660 104 92 856 550 55 59 664 4.47 5.50 3.80 6.96 O P P O 0 Wycombe Southbound 880 138 59 1,077 1,037 99 76 1,212 5.07 3.58 2.07 3.99 O P P P 1 A40 Aston Hill Stokenchurch Northwestbound 188 20 8 216 106 15 1 122 6.76 1.20 3.30 7.23 P P P P 1 A40 BeaconsfieldAston Hill Stokenchurch W of Burkes Southeastbound 322 52 17 391 218 18 0 236 6.33 5.75 5.83 8.75 O P P O 0 A40Rd Beaconsfield W of Burkes eastbound 863 136 62 1,061 878 92 45 1,015 0.51 4.12 2.32 1.43 P P P P 1 A40Rd London Rd High westbound 618 97 57 772 640 67 40 747 0.88 3.31 2.44 0.91 P P P P 1 A40Wycombe London Rd High Westbound 805 127 93 1,025 530 51 22 603 10.64 8.06 9.36 14.79 O P P O 0 A40Wycombe Wycombe Rd Eastbound 594 93 73 760 438 44 17 499 6.87 5.92 8.35 10.40 O P P O 0 A40Stokenchurch Wycombe Rd westbound 434 33 14 481 375 37 19 431 2.93 0.68 1.23 2.34 P P P P 1 Stokenchurch eastbound 274 58 20 352 370 36 12 418 5.35 3.21 2.00 3.36 P P P P 1 A404 Hazlemere Northeastbound 813 74 39 926 866 84 20 970 1.83 1.13 3.50 1.43 P P P P 1 A404 Hazlemere Southwestbound 832 81 36 949 656 65 27 748 6.45 1.87 1.60 6.90 O P P O 0 A404 Whielden Ln Amersham Northeastbound 723 114 63 900 790 75 25 890 2.44 4.01 5.73 0.33 P P P P 1 A404 Whielden Ln Amersham Southwestbound 602 95 68 765 408 42 35 485 8.63 6.40 4.60 11.20 O P P O 0 A413 Wendover Bypass Southeastbound 743 95 23 861 486 51 109 646 10.37 5.15 10.59 7.83 O P P O 0 A413 Wendover Bypass Northwestbound 560 48 15 623 356 40 92 488 9.53 1.21 10.53 5.73 O P P O 0 A4010 Bradenham Southbound 505 79 48 632 577 57 31 665 3.10 2.67 2.70 1.30 P P P P 1 A4010 Bradenham Northbound 542 85 56 683 493 52 32 577 2.15 3.99 3.62 4.22 P P P O 1 A4094 Cookham Bridge Southbound 599 62 17 678 687 70 0 757 3.47 0.98 5.83 2.95 P P P P 1 A4094 Cookham Bridge Northbound 585 55 16 656 586 57 0 643 0.04 0.27 5.66 0.51 P P P P 1 A4094 Town Ln Cores End southwestbound 680 71 18 769 297 33 24 354 17.33 5.27 1.31 17.51 O P P O 0 A4128A4094 ArchwayTown Ln CoresHigh End northeastbound 675 69 25 769 295 36 19 350 17.25 4.55 1.28 17.71 O P P O 0 A4128Wycombe Archway High Southbound 582 91 35 708 759 69 58 886 6.84 2.46 3.37 6.31 O P P O 0 Wycombe Northbound 304 48 42 394 371 30 50 451 3.65 2.88 1.18 2.77 P P P P 1 A4128 Cryers Hill Northbound 416 44 15 475 327 33 36 396 4.62 1.77 4.16 3.79 P P P P 1 A4128 Cryers Hill Southbound 588 68 15 671 423 43 41 507 7.34 3.36 4.91 6.76 O P P O 0
LMVRv4_Client Review.docx
A4155 Little Marlow Westbound 970 153 59 1,182 705 69 38 812 9.16 7.97 3.02 11.72 O P P O 0 A4155 Little Marlow Eastbound 765 120 76 961 756 109 43 908 0.33 1.03 4.28 1.73 P P P P 1 A4155 Medmenham Westbound 323 29 8 360 218 22 12 252 6.38 1.39 1.26 6.17 O P P O 0 A4155 Medmenham Eastbound 357 28 17 402 318 33 20 371 2.12 0.91 0.70 1.58 P P P P 1 B482 Cadmore End Southeastbound 338 41 11 390 201 20 8 229 8.35 3.80 0.97 9.15 O P P O 0 B482 Cadmore End Northwestbound 140 26 8 174 99 10 6 115 3.75 3.77 0.76 4.91 P P P P 1 B4009 Great Kimble Northeastbound 251 39 28 318 348 35 1 384 5.60 0.66 7.09 3.52 P P P P 1 B4009 Great Kimble Southwestbound 384 60 41 485 210 24 0 234 10.10 5.55 9.06 13.24 O P P O 0 B4009 Pitch Grn Bledlow Southwestbound 256 46 12 314 281 29 0 310 1.53 2.78 4.90 0.23 P P P P 1 B4009 Pitch Grn Bledlow Northeastbound 289 26 13 328 380 41 0 421 4.98 2.59 5.10 4.81 P P P P 1 C86 New Rd Walters Ash Southeastbound 235 42 3 280 176 18 3 197 4.12 4.38 0.00 5.37 P P P P 1 C86 New Rd Walters Ash Northwestbound 431 40 5 476 130 14 3 147 17.97 5.00 1.00 18.64 O P P O 0 C99 Park Ln Lane End westbound 172 31 2 205 84 8 1 93 7.78 5.21 0.82 9.18 P P P O 0 C177C99 Park Ellesborough Ln Lane End Rd Eastbound 211 20 3 234 156 15 2 173 4.06 1.20 0.63 4.28 P P P P 1 C177Wendover Ellesborough Rd Westbound 296 53 4 353 110 11 0 121 13.05 7.42 2.83 15.07 O P P O 0 Wendover Eastbound 208 19 3 230 162 16 0 178 3.38 0.72 2.45 3.64 P P P P 1 A4 Burnham Eastbound 527 83 53 663 1,142 110 12 1,264 21.29 2.75 7.19 19.36 O P P O 0 A4 Burnham Westbound 479 75 80 634 836 97 17 950 13.92 2.37 9.05 11.23 O P P O 0 A40 Oxford Rd E of Potkiln Ln Westbound 526 70 16 612 392 44 19 455 6.25 3.44 0.72 6.80 O P P O 0 A40 Oxford Rd E of Potkiln Ln Eastbound 662 80 28 770 368 40 18 426 12.96 5.16 2.09 14.07 O P P O 0 A40 Tatling End Westbound 534 84 66 684 643 73 18 734 4.49 1.24 7.41 1.88 O P P P 1 A355A40 Tatling Amersham End Rd Eastbound 452 71 46 569 950 104 21 1,075 18.81 3.53 4.32 17.65 O P P O 0 A355Beaconsfield Amersham Rd Southbound 838 132 67 1,037 716 76 97 889 4.38 5.49 3.31 4.77 P P P P 1 Beaconsfield Northbound 798 126 77 1,001 464 52 85 601 13.30 7.84 0.89 14.13 O P P O 0 A355 Farnham Common Northbound 405 64 67 536 169 41 34 244 13.93 3.17 4.64 14.79 O P P O 0 A355 Farnham Common Southbound 556 87 63 706 276 36 30 342 13.73 6.50 4.84 15.90 O P P O 0 A355 Farnham Royal Northbound 673 106 46 825 611 85 36 732 2.45 2.15 1.56 3.33 P P P P 1 A355 Farnham Royal Southbound 437 69 62 568 774 84 39 897 13.70 1.71 3.24 12.16 O P P O 0 A404 Chenies Southeastbound 437 52 20 509 949 87 21 1,057 19.45 4.20 0.22 19.58 O P P O 0 A404 Chenies Northwestbound 520 84 17 621 642 61 40 743 5.06 2.70 4.31 4.67 O P P O 1 A404 White Lion Rd Amerham Southeastbound 738 116 71 925 676 66 47 789 2.33 5.24 3.12 4.65 P P P P 1 A404 White Lion Rd Amerham Northwestbound 629 99 69 797 653 64 63 780 0.95 3.88 0.74 0.61 P P P P 1 A412 Denham Green Northbound 596 52 12 660 650 74 5 729 2.16 2.77 2.40 2.62 P P P P 1 A412 Denham Green Southbound 417 91 39 547 582 66 6 654 7.38 2.82 6.96 4.37 O P P O 1 A412 George Green Southbound 1,035 121 47 1,203 1,319 137 58 1,514 8.28 1.41 1.52 8.44 O P P O 0 A412 George Green Northbound 890 126 62 1,078 1,491 146 35 1,672 17.42 1.71 3.88 16.02 O P P O 0 A412 Iver Heath Southwestbound 540 85 66 691 816 69 51 936 10.60 1.82 1.96 8.59 O P P O 0 A412 Iver Heath Northeastbound 622 98 90 810 1,089 117 32 1,238 15.97 1.83 7.43 13.38 O P P O 0 A413 Chalfont St Giles Northbound 524 82 56 662 357 41 60 458 7.96 5.23 0.53 8.62 O P P O 0 A413 Chalfont St Giles Southbound 869 137 72 1,078 476 51 62 589 15.15 8.87 1.22 16.94 O P P O 0 A413 Gerrards Cross Northwestbound 720 113 56 889 706 72 62 840 0.52 4.26 0.78 1.67 P P P P 1 A413 Gerrards Cross Southeastbound 1,150 181 80 1,411 1,110 102 59 1,271 1.19 6.64 2.52 3.82 P P P P 1 A4007 Slough Rd Iver Heath Westbound 315 50 43 408 580 80 15 675 12.53 3.72 5.20 11.47 O P P O 0 A4007 Slough Rd Iver Heath Eastbound 597 94 60 751 1,010 103 13 1,126 14.57 0.91 7.78 12.24 O P P O 0 A4020 New Denham Southeastbound 1,031 162 59 1,252 993 117 231 1,341 1.19 3.81 14.28 2.47 P P O P 1 B416A4020 Stoke New GreenDenham Northwestbound 447 70 80 597 802 87 86 975 14.21 1.92 0.66 13.48 O P P O 0 B416Crematorium Stoke Green Southbound 422 66 26 514 704 68 14 786 11.88 0.24 2.68 10.67 O P P O 0 Crematorium Northbound 296 47 31 374 676 69 14 759 17.24 2.89 3.58 16.18 O P P O 0 B470 High St Iver Eastbound 661 104 63 828 326 33 3 362 15.08 8.58 10.44 19.10 O P P O 0 B470 High St Iver Westbound 452 71 53 576 324 34 4 362 6.50 5.11 9.18 9.88 O P P O 0 B470 Iver Ln Southwestbound 273 43 38 354 252 26 14 292 1.30 2.89 4.71 3.45 P P P P 1 B470 Iver Ln Northeastbound 543 85 36 664 399 41 13 453 6.64 5.54 4.65 8.93 O P P O 0 B470 Shredding Green Southwestbound 453 71 36 560 181 19 5 205 15.28 7.75 6.85 18.15 O P P O 0 B470 Shredding Green Northeastbound 387 61 31 479 187 19 5 211 11.81 6.64 6.13 14.43 O P P O 0 B474 Knotty Green Northbound 268 33 9 310 263 29 16 308 0.31 0.72 1.98 0.11 P P P P 1 B474 Knotty Green Southbound 590 108 32 730 772 82 17 871 6.97 2.67 3.03 4.98 O P P O 1 B474 Station Rd Beaconsfield Southbound 525 83 38 646 490 54 24 568 1.55 3.50 2.51 3.17 P P P P 1 B474 Station Rd Beaconsfield Northbound 367 58 55 480 63 6 22 91 20.73 9.19 5.32 23.02 O P P O 0 B3026 Dorney Common Southeastbound 371 45 12 428 248 31 4 283 6.99 2.27 2.83 7.69 O P P O 0 B3026 Dorney Common Northwestbound 209 38 11 258 243 26 10 279 2.26 2.12 0.31 1.28 P P P P 1 MC8 Thorney Ln South Southbound 207 33 65 305 400 41 10 451 11.08 1.32 8.98 7.51 O P P O 0 MC51MC8 Thorney Hawthorn Ln SouthLn Burnham Northbound 307 48 51 406 370 38 13 421 3.42 1.52 6.72 0.74 P P P P 1 MC51Beeches Hawthorn Ln Burnham westbound 83 6 1 90 241 21 5 267 12.41 4.08 2.31 13.25 O P P O 0 MC51Beeches Pumpkin Hill, Burnham Eastbound 92 21 0 113 352 34 11 397 17.45 2.48 4.69 17.78 O P P O 0 MC51Beeches Pumpkin Hill, Burnham Northwestbound 73 5 1 79 147 17 3 167 7.06 3.62 1.41 7.93 P P P P 1 Beeches Southeastbound 111 25 0 136 110 13 3 126 0.10 2.75 2.45 0.87 P P P P 1 U-C North Pk Iver westbound 277 43 83 403 543 56 10 609 13.14 1.85 10.71 9.16 O P P O 0 U-C StewartsNorth Pk IverDr Burnham eastbound 288 45 68 401 498 52 14 564 10.59 1.01 8.43 7.42 O P P O 0 U-CBeeches Stewarts Dr Burnham Southbound 133 9 1 143 138 5 0 143 0.43 1.51 1.41 0.00 P P P P 1 Beeches Northbound 45 10 0 55 344 14 7 365 21.44 1.15 3.74 21.39 O P P O 0
LMVRv4_Client Review.docx
A41 Aston Clinton Rd Northwestbound 1,048 109 82 1,239 970 92 35 1,097 2.46 1.70 6.14 4.15 P P P P 1 A41 Aston Clinton Rd Southeastbound 1,100 135 83 1,318 1,329 127 59 1,515 6.57 0.70 2.85 5.23 O P P P 1 A41 Friarage Rd WBD Westbound 538 32 13 583 813 75 49 937 10.58 5.88 6.47 12.84 O P P O 0 A41 Tring Road Eastbound 677 44 43 764 503 63 47 613 7.16 2.60 0.60 5.75 O P P O 0 A41 Tring Road Westbound 725 41 34 800 601 52 28 681 4.82 1.61 1.08 4.37 O P P P 1 A413 County Farm Northwestbound 1,011 44 37 1,092 660 70 92 822 12.14 3.44 6.85 8.73 O P P O 0 A413 County Farm Southeastbound 1,062 73 27 1,162 569 59 104 732 17.26 1.72 9.51 13.97 O P P O 0 A413 Walton St Gyratory NBD Northbound 2,073 116 64 2,253 911 87 133 1,131 30.08 2.88 6.95 27.28 O P P O 0 A413 Walton St Gyratory SBD Southbound 841 42 40 923 470 55 129 654 14.49 1.87 9.68 9.58 O P P O 0 A418 Rowsham Northbound 565 46 49 660 530 52 47 629 1.50 0.86 0.29 1.22 P P P P 1 A418 Rowsham Southbound 790 41 65 896 535 52 48 635 9.91 1.61 2.26 9.43 O P P O 0 B4443 Lower Rd Stoke Mand Northwestbound 921 49 20 990 530 51 63 644 14.52 0.28 6.67 12.11 O P P O 0 C176B4443 Walton Lower RdRd StokeAyles Mand Southeastbound 873 68 20 961 485 47 67 599 14.89 2.77 7.13 12.96 O P P O 0 C176Gyratory Walton Rd Ayles Northeastbound 397 10 8 415 178 29 3 210 12.92 4.30 2.13 11.60 O P P O 0 Gyratory Southwestbound 574 22 21 617 168 9 27 204 21.08 3.30 1.22 20.38 O P P O 0 Cold Harbour Way Ayles Southeastbound 769 63 19 851 389 35 21 445 15.79 4.00 0.45 15.95 O P P O 0 Cold Harbour Way Ayles Northwestbound 784 47 32 863 424 38 20 482 14.65 1.38 2.35 14.69 O P P O 0 Griffin Lane Bridge Southwestbound 473 49 14 536 244 21 17 282 12.09 4.73 0.76 12.56 O P P O 0 Griffin Lane Bridge Northeastbound 731 56 32 819 376 34 11 421 15.09 3.28 4.53 15.98 O P P O 0 U32 Bedgrove Southwestbound 638 20 19 677 216 20 1 237 20.42 0.00 5.69 20.58 O P P O 0 U32 Bedgrove Northeastbound 477 18 14 509 422 31 1 454 2.59 2.63 4.75 2.51 P P P P 1 Vale Park Drive Eastbound 677 44 43 764 303 24 27 354 16.90 3.43 2.70 17.34 O P P O 0 A5;Vale Potterspury Park Drive to Westbound 725 41 34 800 647 57 10 714 2.98 2.29 5.12 3.13 P P P P 1 A5;Paulerspury Potterspury to NB 926 146 36 1,108 441 45 67 553 18.55 10.34 4.32 19.26 O O P O 0 Paulerspury SB 490 77 39 606 951 78 44 1,073 17.17 0.11 0.78 16.12 O P P O 0 A5; A422 to A508 NB 958 151 79 1,188 1,648 168 74 1,890 19.12 1.35 0.57 17.89 O P P O 0 A5; A422 to A508 SB 2,667 419 86 3,172 2,792 280 56 3,128 2.39 7.44 3.56 0.78 P O P P 1 A5; A509 to A422 NB 1,478 232 89 1,799 2,395 224 42 2,661 20.84 0.53 5.81 18.25 O P P O 0 A5; A509 to A422 SB 3,175 499 111 3,785 3,768 359 39 4,166 10.06 6.76 8.31 6.04 O O P P 1 A5; A421 to A509 NB 1,839 289 78 2,206 2,570 259 35 2,864 15.57 1.81 5.72 13.07 O P P O 0 A5; A421 to A509 SB 2,215 348 105 2,668 2,309 252 37 2,598 1.98 5.54 8.07 1.36 P P P P 1 A5; A4146N to A421 SB 1,358 214 83 1,655 2,542 227 77 2,846 26.81 0.88 0.67 25.11 O P P O 0 A5; A4146S to A4146N NB 1,565 246 93 1,904 2,389 249 128 2,766 18.53 0.19 3.33 17.84 O P P O 0 A5; A4146S to A4146N SB 962 151 113 1,226 1,599 198 128 1,925 17.80 3.56 1.37 17.61 O P P O 0 A5; B4100 to A4146 NB 848 133 42 1,023 1,061 73 29 1,163 6.89 5.91 2.18 4.23 O P P P 1 A5; B4100 to A4146 SB 438 69 49 556 975 104 33 1,112 20.20 3.76 2.50 19.25 O P P O 0 A5; A4146 to B4100 NB 439 69 53 561 681 74 29 784 10.23 0.59 3.75 8.60 O P P O 0 A5; A4146 to B4100 SB 343 54 52 449 675 105 33 813 14.72 5.72 2.91 14.49 O P P O 0 A5; A5120 to A505 NB 551 87 70 708 1,592 169 67 1,828 31.80 7.25 0.36 31.45 O P P O 0 A5; A5120 to A505 SB 358 56 64 478 2,386 281 66 2,733 54.75 17.33 0.25 56.28 O O P O 0 A5; M1 to A505 NB 532 84 63 679 955 351 166 1,472 15.51 18.10 9.63 24.18 O O O O 0 A5; M1 to A505 SB 928 146 70 1,144 1,120 386 158 1,664 6.00 14.72 8.24 13.88 O O P O 0 M1; Jnc 14 to Jnc 15 NB 2,779 437 453 3,669 1,460 207 908 2,575 28.65 12.82 17.44 19.58 O O O O 0 M1; Jnc 14 to Jnc 15 SB 3,362 529 499 4,390 2,702 373 767 3,842 11.99 7.35 10.65 8.54 O O O O 0 M1; Jnc 13 to Jnc 14 NB 3,358 528 690 4,576 2,481 362 935 3,778 16.23 7.87 8.60 12.35 O O O O 0 M1; Jnc 13 to Jnc 14 SB 2,574 405 482 3,461 3,206 370 804 4,380 11.76 1.78 12.70 14.68 O P O O 0 M1; Jnc 12 to Jnc 13 NB 3,533 556 588 4,677 2,931 441 917 4,289 10.59 5.15 11.99 5.79 O O O P 1 M1; Jnc 12 to Jnc 13 SB 2,902 456 671 4,029 3,420 419 788 4,627 9.21 1.77 4.33 9.09 O P O O 0 M1; Jnc 11 to Jnc 12 NB 3,278 515 603 4,396 3,445 489 943 4,877 2.88 1.16 12.23 7.06 P P O O 0 M1; Jnc 11 to Jnc 12 SB 3,396 534 729 4,659 4,065 413 806 5,284 10.95 5.56 2.78 8.86 O O P O 0 M1; Jnc 10 to Jnc 11 NB 3,588 564 583 4,735 4,888 404 895 6,187 19.97 7.27 11.48 19.65 O O O O 0 M1; Jnc 10 to Jnc 11 SB 3,916 616 801 5,333 6,048 441 768 7,257 30.21 7.61 1.18 24.25 O O P O 0 M1; Jnc 9 to Jnc 10 NB 3,943 620 666 5,229 5,961 462 1,000 7,423 28.68 6.79 11.57 27.58 O O O O 0 M1; Jnc 9 to Jnc 10 SB 4,258 670 919 5,847 7,022 521 923 8,466 36.80 6.11 0.13 30.96 O O P O 0 M1; Jnc 8 to Jnc 9 NB 3,902 614 666 5,182 6,377 771 812 7,960 34.52 5.97 5.37 34.27 O O O O 0 M1; Jnc 8 to Jnc 9 SB 5,062 796 963 6,821 7,130 817 619 8,566 26.49 0.74 12.23 19.89 O P O O 0 M1; J7 to Jnc 6a NB 4,260 670 684 5,614 6,529 747 670 7,946 30.89 2.89 0.54 28.32 O P P O 0 M1; J7 to Jnc 6a SB 3,683 579 391 4,653 6,904 705 403 8,012 44.27 4.97 0.60 42.21 O O P O 0 M25; J20 to J21 Anticlockwise 3,399 534 445 4,378 4,200 449 437 5,086 12.99 3.83 0.38 10.29 O P P O 0 M25; J20 to J21 Clockwise 3,232 508 663 4,403 3,891 379 240 4,510 11.04 6.13 19.91 1.60 O O O P 1 M25; J19 to J20 Anticlockwise 3,278 515 550 4,343 4,408 454 299 5,161 18.23 2.77 12.18 11.87 O P O O 0 M25; J19 to J20 Clockwise 3,929 618 596 5,143 4,257 467 470 5,194 5.13 6.48 5.46 0.71 P O O P 1 M25; J18 to J19 Anticlockwise 4,262 670 642 5,574 5,811 546 325 6,682 21.83 5.03 14.42 14.15 O O O O 0 M25; J18 to J19 Clockwise 4,774 751 659 6,184 6,014 608 494 7,116 16.88 5.49 6.87 11.43 O O O O 0 M25; J17 to J18 Anticlockwise 3,770 593 703 5,066 5,184 475 290 5,949 21.13 5.11 18.53 11.90 O O O O 0 M25; J17 to J18 Clockwise 4,385 689 645 5,719 4,743 473 462 5,678 5.30 8.96 7.78 0.54 P O O P 1 M25; J16 to J17 Anticlockwise 3,687 580 474 4,741 5,091 464 332 5,887 21.19 5.08 7.07 15.72 O O O O 0 M25; J16 to J17 Clockwise 4,194 659 538 5,391 4,820 505 497 5,822 9.32 6.38 1.80 5.76 O O P O 0 M25; J15 to J16 Anticlockwise 5,736 902 742 7,380 5,967 649 501 7,117 3.02 9.09 9.67 3.09 P O O P 1 M25; J15 to J16 Clockwise 5,053 795 730 6,578 5,057 558 638 6,253 0.06 9.11 3.52 4.06 P O P P 1
LMVRv4_Client Review.docx
M25; J14 to J15 Anticlockwise 6,478 1,019 614 8,111 5,263 529 465 6,257 15.86 17.61 6.41 21.87 O O O O 0 M25; J14 to J15 Clockwise 5,878 924 725 7,527 4,776 522 516 5,814 15.10 14.95 8.39 20.97 O O O O 0 M40; within J1A EB 1,888 297 138 2,323 2,652 277 218 3,147 16.04 1.18 6.00 15.76 O P P O 0 M40; J1A exit slip EB 2,610 410 312 3,332 3,838 410 360 4,608 21.63 0.00 2.62 20.25 O P P O 0 M40; J2 to J3 EB 4,809 756 415 5,980 5,478 574 467 6,519 9.33 7.06 2.48 6.82 O O P O 0 M40; J2 to J3 WB 3,632 571 435 4,638 4,503 458 321 5,282 13.66 4.98 5.86 9.14 O O O O 0 A404; NB 1,391 219 85 1,695 1,209 98 80 1,387 5.05 9.61 0.55 7.85 P O P O 0 A404; within jcn SB 1,621 255 139 2,015 1,275 121 98 1,494 9.09 9.77 3.77 12.44 O O P O 0 A404; SB exit slip SB 375 59 18 452 600 53 9 662 10.19 0.80 2.45 8.90 O P P O 0 M40; Within J4 SB 2,455 386 340 3,181 2,565 297 368 3,230 2.20 4.82 1.49 0.87 P P P P 1 M40; Within J4 NB 1,513 238 261 2,012 2,812 292 240 3,344 27.93 3.32 1.33 25.74 O P P O 0 M40; Within J5 SB 3,213 505 383 4,101 2,724 310 399 3,433 8.98 9.66 0.81 10.88 O O P O 0 M40; Within J5 NB 2,122 334 256 2,712 3,036 312 269 3,617 18.00 1.22 0.80 16.09 O P P O 0 M40; Within J6 SB 2,982 469 296 3,747 2,675 310 409 3,394 5.77 8.06 6.02 5.91 P O O P 1 M40; Within J6 NB 2,159 339 241 2,739 3,061 323 282 3,666 17.66 0.88 2.54 16.38 O P P O 0 M40; J7 to J8 NB 2,083 328 276 2,687 3,187 338 300 3,825 21.51 0.55 1.41 19.94 O P P O 0 M40; J8 to J8a SB 2,194 345 254 2,793 1,365 144 266 1,775 19.65 12.85 0.74 21.30 O O P O 0 M40; J8 to J8a NB 1,382 217 177 1,776 716 74 153 943 20.56 11.86 1.87 22.59 O O P O 0 M40; Within J8a SB 2,014 317 272 2,603 1,365 144 266 1,775 15.79 11.39 0.37 17.70 O O P O 0 M40; Within J8a NB 1,252 197 143 1,592 716 74 153 943 17.09 10.57 0.82 18.23 O O P O 0 M40; J8a to J9 SB 2,549 401 251 3,201 1,422 145 267 1,834 25.29 15.49 0.99 27.24 O O P O 0 M40; J8a to J9 NB 1,626 256 164 2,046 774 75 153 1,002 24.60 14.07 0.87 26.74 O O P O 0 M40; J9 to J10 SB 3,337 525 492 4,354 1,596 178 356 2,130 35.06 18.51 6.60 39.06 O O O O 0 M40; J9 to J10 NB 2,600 409 392 3,401 1,080 86 154 1,320 35.44 20.53 14.40 42.83 O O O O 0 A34; B430 to M40 SB 1,897 298 385 2,580 1,414 157 220 1,791 11.87 9.35 9.49 16.88 O O O O 0 A34; B430 to M40 NB 1,857 292 357 2,506 1,236 124 158 1,518 15.79 11.65 12.40 22.03 O O O O 0 M4; J5 to J4b EB 4,520 711 515 5,746 7,039 660 274 7,973 33.13 1.95 12.13 26.89 O P O O 0 M4; J5 to J6 WB 4,570 719 335 5,624 4,256 450 304 5,010 4.73 11.13 1.73 8.42 P O P O 0 M4; J5 to J6 EB 4,363 686 396 5,445 5,697 551 230 6,478 18.81 5.43 9.38 13.38 O O O O 0 M4; J6 to J7 WB 3,921 617 364 4,902 3,729 403 321 4,453 3.10 9.48 2.32 6.57 P O P O 0 M4; J6 to J7 EB 4,531 712 379 5,622 4,804 484 247 5,535 4.00 9.32 7.46 1.16 P O O P 1 M4; J7 to J8 WB 4,138 651 436 5,225 3,939 411 320 4,670 3.13 10.42 5.97 7.89 P O O O 0 M4; J7 to J8 EB 4,565 718 448 5,731 4,766 482 299 5,547 2.94 9.63 7.71 2.45 P O O P 1 M4; J8/9 to J10 WB 4,163 655 298 5,116 3,695 406 284 4,385 7.47 10.81 0.82 10.61 O O P O 0 M4; J8/9 to J10 EB 3,891 612 356 4,859 4,170 431 301 4,902 4.39 7.93 3.03 0.62 P O P P 1 A404; A4130 to A308 NB 1,973 310 109 2,392 1,607 158 33 1,798 8.65 9.94 9.02 12.98 O O P O 0 A404; A4130 to A308 SB 1,972 310 122 2,404 1,689 163 43 1,895 6.61 9.56 8.70 10.98 P O P O 0 A43; A5 to A413 NB 887 140 156 1,183 2,410 249 201 2,860 37.51 7.82 3.37 37.30 O O P O 0 A43; A5 to A413 SB 1,547 243 253 2,043 1,533 179 233 1,945 0.36 4.41 1.28 2.19 P P P P 1 A43; A413 to B4525 NB 931 146 141 1,218 1,859 191 190 2,240 24.85 3.47 3.81 24.58 O P P O 0 A43; A413 to B4525 SB 1,354 213 213 1,780 1,198 151 220 1,569 4.37 4.60 0.48 5.16 P P P P 1 A43; A413 to B4525 NB 1,151 181 156 1,488 1,805 177 179 2,161 17.01 0.30 1.78 15.76 O P P O 0 A43; A413 to B4525 SB 1,265 199 222 1,686 1,064 131 165 1,360 5.89 5.29 4.10 8.35 O P P O 0 A43; N of Brackley NB 956 150 141 1,247 997 66 123 1,186 1.31 8.08 1.57 1.75 P P P P 1 A43; N of Brackley SB 1,229 193 198 1,620 641 90 118 849 19.23 8.66 6.36 21.94 O O P O 0 A43; A422W to A422E NB 1,036 163 151 1,350 1,127 78 149 1,354 2.77 7.74 0.16 0.11 P P P P 1 A43; A422W to A422E SB 1,237 194 212 1,643 865 127 158 1,150 11.47 5.29 3.97 13.19 O P P O 0 A43; A421 to A422 NB 944 148 150 1,242 872 70 114 1,056 2.39 7.47 3.13 5.49 P P P P 1 20120002A43; A421 toA413.Unc A422 SB 1,247 196 193 1,636 940 120 108 1,168 9.28 6.05 6.93 12.50 O P P O 0 Aylesbury, Buckingham Rd j w 1 20120002Prince Rupert A413.Unc Drive Southbound 531 59 19 609 367 40 102 509 7.74 2.70 10.67 4.23 O P P O Aylesbury, Buckingham Rd j w 1 20110034Prince Rupert A418.C171.Unc Drive Northbound 351 67 14 432 352 40 87 479 0.05 3.69 10.27 2.20 P P P P Aylesbury, Oxford Rd j w 1 20110034Coldharbour A418.C171.Unc Wy.Pearson Cl Eastbound 886 90 44 1,020 757 69 47 873 4.50 2.36 0.44 4.78 P P P P Aylesbury, Oxford Rd j w 0 Coldharbour Wy.Pearson Cl Westbound 1,018 193 33 1,244 716 67 45 828 10.26 11.05 1.92 12.92 O O P O 20120052 A40.A4010 West 1 Wycombe, Pedestal Rbt Westbound 955 117 40 1,112 840 91 62 993 3.84 2.55 3.08 3.67 P P P P 20120052 A40.A4010 West 1 Wycombe, Pedestal Rbt Eastbound 961 119 26 1,106 944 104 60 1,108 0.55 1.42 5.18 0.06 P P P P 20120104 B482.Unc Booker, 1 Marlow Rd j w Clay Ln Southbound 284 39 11 334 297 30 9 336 0.76 1.53 0.63 0.11 P P P P 20120104 B482.Unc Booker, 1 20120071Marlow Rd A4010.Unc j w Clay Ln High Northbound 485 34 16 535 532 54 12 598 2.08 3.02 1.07 2.65 P P P P Wycombe, John Hall Way j w 0 20120071Crest Rd A4010.Unc High Westbound 1,118 94 39 1,251 822 86 57 965 9.50 0.84 2.60 8.59 O P P O Wycombe, John Hall Way j w 0 20120077Crest Rd C100.U814 High Eastbound 646 110 49 805 1,038 104 62 1,204 13.51 0.58 1.75 12.59 O P P O Wycombe, Marlow Rd j w 1 Cressex Rd Northbound 467 52 19 538 404 40 17 461 3.02 1.77 0.47 3.45 P P P P
LMVRv4_Client Review.docx
20120077 C100.U814 High Wycombe, Marlow Rd j w 1 20120072Cressex Rd A404.Unc High Southbound 684 91 16 791 654 72 24 750 1.16 2.10 1.79 1.48 P P P P Wycombe, Marlow Hill j w 1 20120072Handy X Sports A404.Unc Centre High Acc Northbound 853 105 29 987 903 87 52 1,042 1.69 1.84 3.61 1.73 P P P P Wycombe, Marlow Hill j w 0 20120021Handy X Sports A404.C102 Centre HighAcc Southbound 857 70 45 972 1,019 95 65 1,179 5.29 2.75 2.70 6.31 O P P O Wycombe, Marlow Hill j w 1 20120021Daws Hill Ln A404.C102 High Westbound 528 31 15 574 407 41 13 461 5.60 1.67 0.53 4.97 O P P O Wycombe, Marlow Hill j w 1 20120068Daws Hill Ln A40.U131 High Eastbound 502 33 15 550 536 50 18 604 1.49 2.64 0.74 2.25 P P P P Wycombe, London Rd j w 0 20120068Cock Ln A40.U131 High Eastbound 1,106 119 29 1,254 732 76 22 830 12.34 4.35 1.39 13.14 O P P O Wycombe, London Rd j w 0 20120063Cock Ln C96.Unc Four Westbound 805 106 27 938 415 42 29 486 15.79 7.44 0.38 16.94 O P P O Ashes, Four Ashes Rd j w 0 20120063Kingshill Rd.North C96.Unc Rd Four Northbound 611 52 10 673 282 25 12 319 15.57 4.35 0.60 15.90 O P P O Ashes, Four Ashes Rd j w 0 20120062Kingshill Rd.North A4128.C77 Rd Southbound 774 41 7 822 263 25 14 302 22.44 2.79 2.16 21.93 O P P O Hughenden, Valley Rd j w 1 20120062Cryers Hill A4128.C77Rd Northbound 492 60 17 569 430 43 56 529 2.89 2.37 6.46 1.71 P P P P Hughenden, Valley Rd j w 1 20120090Cryers Hill A355.A404.A413Rd Southbound 629 56 18 703 555 56 70 681 3.04 0.00 7.84 0.84 P P P P Amersham, Amersham Bypass- London Rd E j w London Rd W- 0 20120090Stanley Hill A355.A404.A413 Westbound 757 67 41 865 567 58 64 689 7.38 1.14 3.17 6.31 O P P O Amersham, Amersham Bypass- London Rd E j w London Rd W- 0 20110030Stanley Hill MC43.MC44 Hyde Eastbound 858 94 22 974 1,108 103 71 1,282 7.97 0.91 7.19 9.17 O P P O Heath, Weedon Hill.Fullers 1 20110030Hill j w Copperkins MC43.MC44 Ln Hyde Westbound 115 13 3 131 169 21 18 208 4.53 1.94 4.63 5.91 P P P P Heath, Weedon Hill.Fullers 1 20120106Hill j w Copperkins A40.B4440 Ln Eastbound 331 32 4 367 336 40 19 395 0.27 1.33 4.42 1.43 P P P P Beaconsfield, London 0 20120106Rd.White Hill A40.B4440 j w Wooburn Eastbound 545 59 18 622 338 36 9 383 9.85 3.34 2.45 10.66 O P P O Beaconsfield, London 0 20120106Rd.White Hill A40.B4440 j w Wooburn Westbound 505 48 14 567 315 24 9 348 9.38 4.00 1.47 10.24 O P P O Beaconsfield, London 1 20120106Rd.White Hill A40.B4440 j w Wooburn Northbound 523 40 8 571 448 49 17 514 3.40 1.35 2.55 2.45 P P P P Beaconsfield, London 1 20120091Rd.White Hill A355.MC21 j w Wooburn Southbound 389 38 12 439 286 37 20 343 5.61 0.16 2.00 4.85 O P P P Beaconsfield, Amersham Rd j w Ledborough Ln-Longbottom 0 20120091Ln A355.MC21 Westbound 266 23 4 293 142 15 1 158 8.68 1.84 1.90 8.99 O P P O Beaconsfield, Amersham Rd j w Ledborough Ln-Longbottom 1 20120091Ln A355.MC21 Eastbound 280 44 4 328 271 27 2 300 0.54 2.85 1.15 1.58 P P P P Beaconsfield, Amersham Rd j w Ledborough Ln-Longbottom 0 20120091Ln A355.MC21 Southbound 932 97 29 1,058 591 63 99 753 12.36 3.80 8.75 10.14 O P P O Beaconsfield, Amersham Rd j w Ledborough Ln-Longbottom 1 20110053Ln A40 Beaconsfield, Northbound 685 86 22 793 521 56 86 663 6.68 3.56 8.71 4.82 O P P O London Rd 90m W of Pyebush 0 20110053Rbt A40 Beaconsfield, Westbound 1,230 161 58 1,449 953 102 91 1,146 8.38 5.15 3.82 8.41 O P P O London Rd 90m W of Pyebush 0 Rbt Eastbound 1,289 130 48 1,467 1,430 153 109 1,692 3.82 1.93 6.88 5.66 P P P O A413 London Road Northbound 551 34 28 613 266 27 39 332 14.10 1.27 1.90 12.93 O P P O 0 A413 London Road Southbound 348 32 30 410 186 18 65 269 9.91 2.80 5.08 7.65 O P P O 0 A421 Bourton Eastbound 693 40 40 773 355 39 126 520 14.77 0.16 9.44 9.95 O P P O 0 A421 Bourton Westbound 637 37 36 710 632 55 174 861 0.20 2.65 13.47 5.39 P P O O 0 A422 Stratford Road Eastbound 782 36 32 850 309 34 33 376 20.25 0.34 0.18 19.14 O P P O 0 A422 Stratford Road Westbound 530 42 32 604 651 76 7 734 4.98 4.43 5.66 5.03 O P P O 0 A413 Towcester Road Northbound 242 16 10 268 228 25 7 260 0.91 1.99 1.03 0.49 P P P P 1 A413 Towcester Road Southbound 251 22 12 285 227 22 9 258 1.55 0.00 0.93 1.64 P P P P 1 A422 Brackley Road Eastbound 355 31 6 392 434 50 38 522 3.98 2.99 6.82 6.08 P P P O 0 A404A422 betweenBrackley A4155Road and Westbound 267 24 9 300 323 51 51 425 3.26 4.41 7.67 6.57 P P P O 0 A308 SB 1,953 307 143 2,403 1,867 176 131 2,174 1.97 8.43 1.03 4.79 P O P P 1 A404 within A4155 junction NB 1,209 190 82 1,481 1,058 82 73 1,213 4.49 9.26 1.02 7.30 P O P O 0 A404 exit for A4155 NB 603 95 83 781 479 74 33 586 5.33 2.28 6.57 7.46 O P P O 0 M40; within J2 SB 3,435 540 485 4,460 4,913 521 441 5,875 22.88 0.82 2.04 19.68 O P P O 0 Percentage satisfying criteria: 33% 65% 61% 33% 35% 84% 89% 34% 37%
LMVRv4_Client Review.docx
Link Flows Calibration Prior Matrix Estimation – IP Peak Hour
Interpeak GEH or Observed Modelled GEH "Criteria 1" Criteria "1" (1=meets Location Direction Car LGV HGV Total Car LGV HGV Total Car LGV HGV Total Car LGV HGV Total at least A413 Buckingham Ring Road Southbound 290 46 50 386 179 18 67 264 7.25 4.95 2.22 6.77 O P P O 0 A413 Buckingham Ring Road Northbound 310 49 58 417 175 19 67 261 8.67 5.14 1.14 8.47 O P P O 0 A413 Maids Moreton Southbound 61 10 3 74 101 15 3 119 4.44 1.41 0.00 4.58 P P P P 1 A413 Maids Moreton Northbound 60 9 3 72 108 17 4 129 5.24 2.22 0.53 5.69 P P P P 1 A413 Padbury Northbound 224 35 41 300 123 16 18 157 7.67 3.76 4.23 9.46 O P P O 0 A413 Padbury Southbound 226 35 36 297 135 15 39 189 6.77 4.00 0.49 6.93 P P P O 0 A413 Whitchurch Northbound 214 34 38 286 201 23 87 311 0.90 2.06 6.20 1.45 P P P P 1 A413 Whitchurch Southbound 194 30 39 263 208 26 93 327 0.99 0.76 6.65 3.73 P P P P 1 A418 Leighton Road Wing Southwestbound 406 64 82 552 407 47 37 491 0.05 2.28 5.83 2.67 P P P P 1 A418 Leighton Road Wing Northeastbound 416 65 85 566 426 47 32 505 0.49 2.41 6.93 2.64 P P P P 1 A421 Tingewick Bypass Westbound 361 57 102 520 361 48 146 555 0.00 1.24 3.95 1.51 P P P P 1 A421 Tingewick Bypass Eastbound 352 55 116 523 324 38 163 525 1.52 2.49 3.98 0.09 P P P P 1 A421 Whaddon Bottledump Westbound 473 92 59 624 569 61 169 799 4.21 3.54 10.30 6.56 P P O O 0 A421 Whaddon Bottledump Eastbound 484 72 68 624 599 72 165 836 4.94 0.00 8.99 7.85 O P P O 0 A422 Thornton Northeastbound 288 56 16 360 397 43 61 501 5.89 1.85 7.25 6.80 O P P O 0 A422 Thornton Southwestbound 301 46 15 362 390 43 62 495 4.79 0.45 7.57 6.43 P P P O 0 A422 Turweston Westbound 139 31 7 177 232 38 51 321 6.83 1.19 8.17 9.13 P P P O 0 A422 Turweston Eastbound 132 33 9 174 227 33 62 322 7.09 0.00 8.90 9.40 P P P O 0 A4146 Fenny Stratford Bypass Northeastbound 488 77 125 690 403 45 23 471 4.03 4.10 11.86 9.09 P P O O 0 A4146 Fenny Stratford Bypass Southwestbound 461 73 111 645 378 41 46 465 4.05 4.24 7.34 7.64 P P P O 0 A4146 Hemel Road, Dagnall Northbound 159 37 23 219 355 37 53 445 12.23 0.00 4.87 12.40 O P P O 0 A4146 Hemel Road, Dagnall Southbound 138 30 21 189 507 55 98 660 20.55 3.83 9.98 22.86 O P P O 0 A4146 Northall Southeastbound 151 28 19 198 322 41 77 440 11.12 2.21 8.37 13.55 O P P O 0 A4146 Northall Northwestbound 154 40 21 215 329 38 53 420 11.26 0.32 5.26 11.50 O P P O 0 A4146 Northern Link Northeastbound 400 63 137 600 366 39 3 408 1.74 3.36 16.02 8.55 P P O O 0 A4146 Northern Link Southwestbound 375 59 105 539 331 34 26 391 2.34 3.67 9.76 6.86 P P P O 0 A4146 Stoke Hammond By N Northwestbound 416 65 129 610 761 67 39 867 14.22 0.25 9.82 9.46 O P P O 0 A4146 Stoke Hammond By N Southeastbound 371 58 108 537 759 66 15 840 16.32 1.02 11.86 11.55 O P P O 0 A4146 Stoke Hammond By S Northwestbound 389 61 115 565 508 42 38 588 5.62 2.65 8.80 0.96 O P P P 1 A4146 Stoke Hammond By S Southeastbound 251 40 69 360 505 42 63 610 13.06 0.31 0.74 11.35 O P P O 0 B488 Grove Northbound 150 34 9 193 222 7 9 238 5.28 5.96 0.00 3.07 P P P P 1 B488 Grove Southbound 138 30 7 175 274 18 9 301 9.48 2.45 0.71 8.17 O P P O 0 B488 Upper Icknield Way Southwestbound 181 40 11 232 514 44 27 585 17.86 0.62 3.67 17.47 O P P O 0 B488 Upper Icknield Way Northeastbound 188 42 9 239 551 42 26 619 18.88 0.00 4.06 18.35 O P P O 0 B489 Drayton Beauchamp Southwestbound 109 17 16 142 21 2 22 45 10.92 4.87 1.38 10.03 P P P P 1 B489 Drayton Beauchamp Northeastbound 126 20 20 166 27 3 33 63 11.32 5.01 2.53 9.63 P P P O 0 B489 East of Travellers Rest Northeastbound 151 33 7 191 572 58 42 672 22.14 3.71 7.07 23.16 O P P O 0 B489 East of Travellers Rest Southwestbound 142 32 8 182 531 59 41 631 21.21 4.00 6.67 22.27 O P P O 0 B489 West of Travellers Rest Northeastbound 164 26 36 226 552 59 43 654 20.51 5.06 1.11 20.40 O P P O 0 B489 West of Travellers Rest Southwestbound 155 24 40 219 438 48 38 524 16.44 4.00 0.32 15.82 O P P O 0 B4009 Tring Hill Southeastbound 307 57 16 380 438 48 30 516 6.79 1.24 2.92 6.43 O P P O 0 B4009 Tring Hill Northwestbound 314 54 20 388 395 45 52 492 4.30 1.28 5.33 4.96 P P P O 1 B4032 Liscombe Pk Soulbury Eastbound 73 11 5 89 48 5 0 53 3.21 2.12 3.16 4.27 P P P P 1 B4032 Liscombe Pk Soulbury Westbound 73 9 3 85 48 5 0 53 3.21 1.51 2.45 3.85 P P P P 1 B4032 Swanbourne Westbound 86 13 16 115 149 19 33 201 5.81 1.50 3.43 6.84 P P P P 1 B4032 Swanbourne Eastbound 96 15 15 126 187 23 42 252 7.65 1.84 5.06 9.17 P P P O 0 B4506 Dunstable Road, Dagnall Northbound 100 19 5 124 410 43 17 470 19.41 4.31 3.62 20.08 O P P O 0 B4506 Dunstable Road, Dagnall Southbound 90 15 6 111 470 46 35 551 22.71 5.61 6.41 24.18 O P P O 0 B4506 Ringhsall Rd Dagnall Northbound 90 14 13 117 340 37 18 395 17.05 4.55 1.27 17.38 O P P O 0 B4506 Ringhsall Rd Dagnall Southbound 84 13 12 109 282 32 16 330 14.64 4.01 1.07 14.92 O P P O 0 C9 Newton Longville Southeastbound 38 6 6 50 169 28 2 199 12.88 5.34 2.00 13.35 O P P O 0 C9 Newton Longville Northwestbound 38 6 6 50 154 28 2 184 11.84 5.34 2.00 12.39 O P P O 0 C20 Soulbury Northeastbound 43 7 7 57 10 3 19 32 6.41 1.79 3.33 3.75 P P P P 1 C20 Soulbury Southwestbound 41 6 6 53 25 3 20 48 2.79 1.41 3.88 0.70 P P P P 1 C76 Cheddington Southeastbound 69 11 6 86 147 31 23 201 7.51 4.36 4.46 9.60 P P P O 0 C76 Cheddington Northwestbound 68 11 8 87 187 29 23 239 10.54 4.02 3.81 11.91 O P P O 0 C162 Stoke Hammond Southbound 103 26 3 132 34 6 20 60 8.34 5.00 5.01 7.35 P P P P 1 C162 Stoke Hammond Northbound 83 21 3 107 34 6 20 60 6.41 4.08 5.01 5.14 P P P P 1 A41 Aston Clinton Bypass towards Aylesbury 392 62 104 558 648 67 60 775 11.23 0.62 4.86 8.41 O P P O 0 A41 Aston Clinton Bypass from Aylesbury 375 59 113 547 716 78 67 861 14.60 2.30 4.85 11.83 O P P O 0 A41 Berryfields Southeastbound 478 55 58 591 309 35 28 372 8.52 2.98 4.57 9.98 O P P O 0 A41 Berryfields Northwestbound 514 53 62 629 303 34 46 383 10.44 2.88 2.18 10.94 O P P O 0
LMVRv4_Client Review.docx
A41 Bicester Road Westbound 931 146 189 1,266 545 61 89 695 14.21 8.36 8.48 18.24 O P O O 0 A41 Bicester Road Eastbound 936 147 159 1,242 586 66 65 717 12.69 7.85 8.88 16.77 O P P O 0 A41 Gallows Bridge Eastbound 213 34 80 327 195 23 25 243 1.26 2.06 7.59 4.98 P P P P 1 A41 Gallows Bridge Westbound 230 36 87 353 207 24 43 274 1.56 2.19 5.46 4.46 P P P P 1 A41 Waddesdon Xrds Eastbound 328 51 89 468 243 28 28 299 5.03 3.66 7.98 8.63 P P P O 0 A41 Waddesdon Xrds Westbound 365 57 97 519 235 27 46 308 7.51 4.63 6.03 10.38 O P P O 0 A355 Gore Hill Amersham Northbound 443 70 73 586 406 47 94 547 1.80 3.01 2.30 1.64 P P P P 1 A355 Gore Hill Amersham Southbound 437 69 72 578 462 53 82 597 1.18 2.05 1.14 0.78 P P P P 1 A413 Amersham Bypass Eastbound 680 70 35 785 649 60 120 829 1.20 1.24 9.66 1.55 P P P P 1 A413 Amersham Bypass Westbound 605 68 52 725 527 56 131 714 3.28 1.52 8.26 0.41 P P P P 1 A413 Pipers Wood Westbound 505 100 23 628 324 39 101 464 8.89 7.32 9.91 7.02 O P P O 0 A413 Pipers Wood Eastbound 477 75 20 572 366 40 88 494 5.41 4.62 9.25 3.38 O P P P 1 A416 Amersham Rd, Chesham Southbound 442 70 86 598 471 51 54 576 1.36 2.44 3.82 0.91 P P P P 1 A416 Amersham Rd, Chesham Northbound 420 66 75 561 464 49 47 560 2.09 2.24 3.59 0.04 P P P P 1 A416 Ashley Green Northbound 320 81 22 423 499 53 18 570 8.85 3.42 0.89 6.60 O P P O 0 A416 BerkhampsteadAshley Green Rd Southbound 306 78 17 401 580 48 18 646 13.02 3.78 0.24 10.71 O P P O 0 A416Chesham Berkhampstead Rd Southbound 362 57 75 494 421 44 30 495 2.98 1.83 6.21 0.04 P P P P 1 Chesham Northbound 377 59 73 509 378 40 32 450 0.05 2.70 5.66 2.69 P P P P 1 A416 St Marys Way Chesham Southbound 920 164 47 1,131 847 93 77 1,017 2.46 6.26 3.81 3.48 P P P P 1 A416 St Marys Way Chesham Northbound 761 137 33 931 869 93 84 1,046 3.78 4.10 6.67 3.66 P P P P 1 A418 Aylesbury Rd, Haddenham Southwestbound 368 58 56 482 339 37 55 431 1.54 3.05 0.13 2.39 P P P P 1 A418 Aylesbury Rd, Haddenham Northeastbound 377 59 55 491 323 35 61 419 2.89 3.50 0.79 3.38 P P P P 1 A4010 Goat Farm Southbound 400 64 10 474 352 40 69 461 2.48 3.33 9.39 0.60 P P P P 1 A4010 Goat Farm Northbound 427 60 13 500 350 40 67 457 3.91 2.83 8.54 1.97 P P P P 1 A4129 Kingsey Eastbound 176 24 7 207 191 22 28 241 1.11 0.42 5.02 2.27 P P P P 1 A4129 Kingsey Westbound 164 31 8 203 153 23 11 187 0.87 1.54 0.97 1.15 P P P P 1 B485 Hyde End Eastbound 155 24 27 206 267 28 42 337 7.71 0.78 2.55 7.95 O P P O 0 B485 Hyde End Westbound 152 24 25 201 274 28 27 329 8.36 0.78 0.39 7.86 O P P O 0 B4009 Halton Southwestbound 265 42 30 337 347 40 32 419 4.69 0.31 0.36 4.22 P P P P 1 B4009 Halton Northeastbound 279 44 36 359 363 41 34 438 4.69 0.46 0.34 3.96 P P P P 1 B4011 Boarstall Southbound 60 16 6 82 132 26 20 178 7.35 2.18 3.88 8.42 P P P P 1 B4011 Boarstall Northbound 74 17 7 98 164 18 20 202 8.25 0.24 3.54 8.49 P P P O 0 B4011 Thame Road Long Crendon Southeastbound 285 45 55 385 278 34 24 336 0.42 1.75 4.93 2.58 P P P P 1 B4011 Thame Road Long Crendon Northwestbound 289 46 67 402 344 33 25 402 3.09 2.07 6.19 0.00 P P P P 1 B4505 Orchard Leigh Westbound 141 29 9 179 401 53 2 456 15.79 3.75 2.98 15.55 O P P O 0 B4505 Orchard Leigh Eastbound 137 27 11 175 507 53 2 562 20.62 4.11 3.53 20.16 O P P O 0 C70 Lower Rd Haddenham Westbound 133 34 4 171 137 14 29 180 0.34 4.08 6.15 0.68 P P P P 1 C70 Lower Rd Haddenham Eastbound 122 31 5 158 158 16 16 190 3.04 3.09 3.39 2.43 P P P P 1 C141 Aston Clinton Eastbound 127 20 18 165 140 15 19 174 1.13 1.20 0.23 0.69 P P P P 1 C141 Aston Clinton Westbound 140 22 22 184 106 13 34 153 3.07 2.15 2.27 2.39 P P P P 1 C142 Weston Turville Northeastbound 184 29 23 236 115 11 17 143 5.64 4.02 1.34 6.76 P P P P 1 C142 Weston Turville Southwestbound 187 29 23 239 69 10 32 111 10.43 4.30 1.72 9.68 O P P O 0 U21 Fowler Road Southeastbound 166 20 7 193 157 17 9 183 0.71 0.70 0.71 0.73 P P P P 1 U21 Fowler Road Northwestbound 163 19 5 187 166 18 9 193 0.23 0.23 1.51 0.44 P P P P 1 A40 Abbey Way High Wycombe Northbound 799 126 82 1,007 427 48 74 549 15.02 8.36 0.91 16.42 O P P O 0 A40 Abbey Way High Wycombe Southbound 758 119 86 963 524 56 83 663 9.24 6.73 0.33 10.52 O P P O 0 A40 Aston Hill Stokenchurch Northwestbound 130 27 9 166 186 19 2 207 4.46 1.67 2.98 3.00 P P P P 1 A40 Aston Hill Stokenchurch Southeastbound 120 26 7 153 114 22 0 136 0.55 0.82 3.74 1.41 P P P P 1 A40 Beaconsfield W of Burkes Rd eastbound 477 75 53 605 525 53 43 621 2.14 2.75 1.44 0.65 P P P P 1 A40 Beaconsfield W of Burkes Rd westbound 485 76 55 616 520 60 40 620 1.56 1.94 2.18 0.16 P P P P 1 A40 London Rd High Wycombe Westbound 851 134 116 1,101 294 31 18 343 23.28 11.34 11.97 28.21 O O P O 0 A40 London Rd High Wycombe Eastbound 664 104 90 858 307 36 18 361 16.20 8.13 9.80 20.13 O P P O 0 A40 Wycombe Rd Stokenchurch westbound 205 42 14 261 264 31 18 313 3.85 1.82 1.00 3.07 P P P P 1 A40 Wycombe Rd Stokenchurch eastbound 187 46 12 245 245 27 16 288 3.95 3.14 1.07 2.63 P P P P 1 A404 Hazlemere Northeastbound 555 76 33 664 528 58 28 614 1.16 2.20 0.91 1.98 P P P P 1 A404 Hazlemere Southwestbound 547 81 26 654 556 62 26 644 0.38 2.25 0.00 0.39 P P P P 1 A404 Whielden Ln Amersham Northeastbound 410 65 56 531 464 50 35 549 2.58 1.98 3.11 0.77 P P P P 1 A404 Whielden Ln Amersham Southwestbound 441 69 59 569 447 48 33 528 0.28 2.75 3.83 1.75 P P P P 1 A413 Wendover Bypass Southeastbound 297 49 23 369 278 34 87 399 1.12 2.33 8.63 1.53 P P P P 1 A413 Wendover Bypass Northwestbound 303 64 23 390 266 31 96 393 2.19 4.79 9.46 0.15 P P P P 1 A4010 Bradenham Southbound 354 56 51 461 416 47 28 491 3.16 1.25 3.66 1.38 P P P P 1 A4010 Bradenham Northbound 357 56 42 455 350 41 34 425 0.37 2.15 1.30 1.43 P P P P 1 A4094 Cookham Bridge Southbound 295 70 5 370 615 63 0 678 15.00 0.86 3.16 13.46 O P P O 0 A4094 Cookham Bridge Northbound 303 71 14 388 535 56 0 591 11.33 1.88 5.29 9.18 O P P O 0 A4094 Town Ln Cores End southwestbound 356 71 15 442 185 19 21 225 10.40 7.75 1.41 11.88 O P P O 0 A4094 Town Ln Cores End northeastbound 361 70 14 445 227 25 17 269 7.82 6.53 0.76 9.31 O P P O 0 A4128 Archway High Wycombe Southbound 358 56 41 455 420 49 78 547 3.14 0.97 4.80 4.11 P P P P 1 A4128 Archway High Wycombe Northbound 377 59 39 475 365 33 66 464 0.62 3.83 3.73 0.51 P P P P 1 A4128 Cryers Hill Northbound 295 41 12 348 238 27 45 310 3.49 2.40 6.18 2.10 P P P P 1 A4128 Cryers Hill Southbound 287 53 10 350 316 35 48 399 1.67 2.71 7.06 2.53 P P P P 1
LMVRv4_Client Review.docx
A4155 Little Marlow Westbound 478 75 63 616 480 50 32 562 0.09 3.16 4.50 2.23 P P P P 1 A4155 Little Marlow Eastbound 471 74 76 621 505 57 31 593 1.54 2.10 6.15 1.14 P P P P 1 A4155 Medmenham Westbound 147 24 8 179 179 19 26 224 2.51 1.08 4.37 3.17 P P P P 1 A4155 Medmenham Eastbound 151 25 8 184 148 16 17 181 0.25 1.99 2.55 0.22 P P P P 1 B482 Cadmore End Southeastbound 105 16 5 126 82 10 6 98 2.38 1.66 0.43 2.65 P P P P 1 B482 Cadmore End Northwestbound 103 19 6 128 65 8 5 78 4.15 2.99 0.43 4.93 P P P P 1 B4009 Great Kimble Northeastbound 144 23 26 193 221 25 0 246 5.70 0.41 7.21 3.58 P P P P 1 B4009 Great Kimble Southwestbound 132 21 25 178 202 23 0 225 5.42 0.43 7.07 3.31 P P P P 1 B4009 Pitch Grn Bledlow Southwestbound 148 27 7 182 303 29 0 332 10.32 0.38 3.74 9.36 O P P O 0 B4009 Pitch Grn Bledlow Northeastbound 148 25 13 186 262 28 0 290 7.96 0.58 5.10 6.74 O P P O 0 C86 New Rd Walters Ash Southeastbound 191 32 7 230 96 10 3 109 7.93 4.80 1.79 9.29 P P P O 0 C86 New Rd Walters Ash Northwestbound 167 33 6 206 79 9 3 91 7.93 5.24 1.41 9.44 P P P O 0 C99 Park Ln Lane End westbound 96 16 3 115 44 5 1 50 6.22 3.39 1.41 7.16 P P P P 1 C99 Park Ln Lane End Eastbound 91 18 3 112 49 5 1 55 5.02 3.83 1.41 6.24 P P P P 1 C177 Ellesborough Rd Wendover Westbound 126 21 4 151 86 9 0 95 3.89 3.10 2.83 5.05 P P P P 1 C177 Ellesborough Rd Wendover Eastbound 126 25 5 156 92 9 0 101 3.26 3.88 3.16 4.85 P P P P 1 A4 Burnham Eastbound 543 85 89 717 705 78 14 797 6.49 0.78 10.45 2.91 O P P P 1 A4 Burnham Westbound 550 87 92 729 660 70 16 746 4.47 1.92 10.34 0.63 O P P P 1 A40 Oxford Rd E of Potkiln Ln Westbound 395 27 22 444 267 27 18 312 7.04 0.00 0.89 6.79 O P P O 0 A40 Oxford Rd E of Potkiln Ln Eastbound 350 71 17 438 253 28 20 301 5.59 6.11 0.70 7.13 P P P O 0 A40 Tatling End Westbound 265 42 52 359 543 62 18 623 13.83 2.77 5.75 11.91 O P P O 0 A40 Tatling End Eastbound 292 46 46 384 615 77 21 713 15.17 3.95 4.32 14.05 O P P O 0 A355 Amersham Rd Beaconsfield Southbound 480 75 70 625 529 60 82 671 2.18 1.83 1.38 1.81 P P P P 1 A355 Amersham Rd Beaconsfield Northbound 529 83 74 686 404 51 93 548 5.79 3.91 2.08 5.56 O P P O 0 A355 Farnham Common Northbound 340 54 60 454 150 24 37 211 12.14 4.80 3.30 13.33 O P P O 0 A355 Farnham Common Southbound 324 51 62 437 238 33 31 302 5.13 2.78 4.55 7.02 P P P O 0 A355 Farnham Royal Northbound 339 53 46 438 460 60 39 559 6.05 0.93 1.07 5.42 O P P O 0 A355 Farnham Royal Southbound 366 58 45 469 711 79 40 830 14.87 2.54 0.77 14.17 O P P O 0 A404 Chenies Southeastbound 350 78 17 445 690 71 34 795 14.91 0.81 3.37 14.06 O P P O 0 A404 Chenies Northwestbound 342 76 16 434 618 66 37 721 12.60 1.19 4.08 11.94 O P P O 0 A404 White Lion Rd Amerham Southeastbound 516 81 76 673 511 69 63 643 0.22 1.39 1.56 1.17 P P P P 1 A404 White Lion Rd Amerham Northwestbound 527 83 72 682 605 73 61 739 3.28 1.13 1.35 2.14 P P P P 1 A412 Denham Green Northbound 241 58 20 319 311 44 5 360 4.21 1.96 4.24 2.23 P P P P 1 A412 Denham Green Southbound 252 55 21 328 458 54 6 518 10.93 0.14 4.08 9.24 O P P O 0 A412 George Green Southbound 435 101 49 585 1,228 135 65 1,428 27.50 3.13 2.12 26.57 O P P O 0 A412 George Green Northbound 421 100 52 573 875 93 107 1,075 17.83 0.71 6.17 17.49 O P P O 0 A412 Iver Heath Southwestbound 378 59 90 527 881 95 60 1,036 20.05 4.10 3.46 18.21 O P P O 0 A412 Iver Heath Northeastbound 391 61 94 546 771 72 96 939 15.77 1.35 0.21 14.42 O P P O 0 A413 Chalfont St Giles Northbound 370 58 51 479 246 29 60 335 7.07 4.40 1.21 7.14 O P P O 0 A413 Chalfont St Giles Southbound 374 59 47 480 259 29 61 349 6.46 4.52 1.91 6.43 O P P O 0 A413 Gerrards Cross Northwestbound 382 60 57 499 521 51 61 633 6.54 1.21 0.52 5.63 O P P O 0 A413 Gerrards Cross Southeastbound 385 61 54 500 573 59 58 690 8.59 0.26 0.53 7.79 O P P O 0 A4007 Slough Rd Iver Heath Westbound 209 33 37 279 606 69 14 689 19.67 5.04 4.55 18.64 O P P O 0 A4007 Slough Rd Iver Heath Eastbound 198 31 39 268 512 59 20 591 16.67 4.17 3.50 15.59 O P P O 0 A4020 New Denham Southeastbound 461 72 82 615 439 50 215 704 1.04 2.82 10.91 3.47 P P O P 1 A4020 New Denham Northwestbound 530 83 107 720 753 92 90 935 8.80 0.96 1.71 7.47 O P P O 0 B416 Stoke Green Crematorium Southbound 207 33 29 269 535 56 14 605 17.03 3.45 3.23 16.07 O P P O 0 B416 Stoke Green Crematorium Northbound 219 34 30 283 477 49 14 540 13.83 2.33 3.41 12.67 O P P O 0 B470 High St Iver Eastbound 302 48 63 413 180 19 3 202 7.86 5.01 10.44 12.03 O P P O 0 B470 High St Iver Westbound 310 49 68 427 246 24 4 274 3.84 4.14 10.67 8.17 P P P O 0 B470 Iver Ln Southwestbound 214 34 39 287 144 15 12 171 5.23 3.84 5.35 7.67 P P P O 0 B470 Iver Ln Northeastbound 210 33 39 282 422 33 13 468 11.93 0.00 5.10 9.60 O P P O 0 B470 Shredding Green Southwestbound 253 40 42 335 170 18 6 194 5.71 4.09 7.35 8.67 P P P O 0 B470 Shredding Green Northeastbound 268 42 41 351 116 12 4 132 10.97 5.77 7.80 14.09 O P P O 0 B474 Knotty Green Northbound 273 42 14 329 369 41 17 427 5.36 0.16 0.76 5.04 P P P P 1 B474 Knotty Green Southbound 229 43 13 285 404 43 16 463 9.84 0.00 0.79 9.20 O P P O 0 B474 Station Rd Beaconsfield Southbound 376 59 35 470 212 21 21 254 9.56 6.01 2.65 11.35 O P P O 0 B474 Station Rd Beaconsfield Northbound 330 52 42 424 47 5 22 74 20.61 8.80 3.54 22.18 O P P O 0 B3026 Dorney Common Southeastbound 158 24 8 190 25 5 3 33 13.90 4.99 2.13 14.87 O P P O 0 B3026 Dorney Common Northwestbound 160 30 9 199 138 15 9 162 1.80 3.16 0.00 2.75 P P P P 1 MC8 Thorney Ln South Southbound 154 24 61 239 380 39 11 430 13.83 2.67 8.33 10.44 O P P O 0 MC51MC8 Thorney Hawthorn Ln SouthLn Burnham Northbound 145 23 66 234 175 26 11 212 2.37 0.61 8.86 1.47 P P P P 1 MC51Beeches Hawthorn Ln Burnham westbound 51 11 1 63 227 16 5 248 14.93 1.36 2.31 14.84 O P P O 0 MC51Beeches Pumpkin Hill, Burnham Eastbound 56 9 0 65 191 18 5 214 12.15 2.45 3.16 12.62 O P P O 0 MC51Beeches Pumpkin Hill, Burnham Northwestbound 40 8 1 49 97 12 4 113 6.89 1.26 1.90 7.11 P P P P 1 Beeches Southeastbound 56 9 0 65 73 9 4 86 2.12 0.00 2.83 2.42 P P P P 1 U-C North Pk Iver westbound 196 31 71 298 522 52 11 585 17.21 3.26 9.37 13.66 O P P O 0 U-C StewartsNorth Pk IverDr Burnham eastbound 184 29 77 290 276 28 10 314 6.07 0.19 10.16 1.38 P P P P 1 U-CBeeches Stewarts Dr Burnham Southbound 16 3 0 19 175 9 0 184 16.27 2.45 0.00 16.38 O P P O 0 Beeches Northbound 26 4 0 30 248 15 0 263 18.97 3.57 0.00 19.25 O P P O 0
LMVRv4_Client Review.docx
A41 Aston Clinton Rd Northwestbound 716 104 82 902 724 76 63 863 0.30 2.95 2.23 1.31 P P P P 1 A41 Aston Clinton Rd Southeastbound 704 102 87 893 796 88 70 954 3.36 1.44 1.92 2.01 P P P P 1 A41 Friarage Rd WBD Westbound 369 33 13 415 392 41 55 488 1.18 1.32 7.20 3.44 P P P P 1 A41 Tring Road Eastbound 593 33 39 665 379 46 39 464 9.71 2.07 0.00 8.46 O P P O 0 A41 Tring Road Westbound 560 43 38 641 388 42 53 483 7.90 0.15 2.22 6.66 O P P O 0 A413 County Farm Northwestbound 677 38 32 747 389 48 94 531 12.47 1.52 7.81 8.54 O P P O 0 A413 County Farm Southeastbound 683 36 32 751 400 48 82 530 12.16 1.85 6.62 8.73 O P P O 0 A413 Walton St Gyratory NBD Northbound 1,360 74 63 1,497 446 49 138 633 30.42 3.19 7.48 26.48 O P P O 0 A413 Walton St Gyratory SBD Southbound 790 40 37 867 436 46 108 590 14.30 0.91 8.34 10.26 O P P O 0 A418 Rowsham Northbound 397 32 49 478 396 44 43 483 0.05 1.95 0.88 0.23 P P P P 1 A418 Rowsham Southbound 374 28 43 445 393 44 48 485 0.97 2.67 0.74 1.85 P P P P 1 B4443 Lower Rd Stoke Mand Northwestbound 507 50 21 578 335 36 65 436 8.38 2.13 6.71 6.31 O P P O 0 B4443 Lower Rd Stoke Mand Southeastbound 508 50 20 578 339 37 67 443 8.21 1.97 7.13 5.97 O P P O 0 C176 Walton Rd Ayles Gyratory Northeastbound 332 11 8 351 81 9 4 94 17.47 0.63 1.63 17.23 O P P O 0 C176 Walton Rd Ayles Gyratory Southwestbound 477 17 9 503 114 16 24 154 21.12 0.25 3.69 19.26 O P P O 0 Cold Harbour Way Ayles Southeastbound 439 41 17 497 267 27 20 314 9.15 2.40 0.70 9.09 O P P O 0 Cold Harbour Way Ayles Northwestbound 406 40 16 462 219 24 21 264 10.58 2.83 1.16 10.39 O P P O 0 Griffin Lane Bridge Southwestbound 408 40 19 467 217 22 10 249 10.80 3.23 2.36 11.52 O P P O 0 Griffin Lane Bridge Northeastbound 387 38 19 444 185 21 17 223 11.94 3.13 0.47 12.10 O P P O 0 U32 Bedgrove Southwestbound 362 15 14 391 231 24 1 256 7.61 2.04 4.75 7.51 O P P O 0 U32 Bedgrove Northeastbound 353 16 11 380 221 24 1 246 7.79 1.79 4.08 7.57 O P P O 0 Vale Park Drive Eastbound 593 33 39 665 228 23 27 278 18.02 1.89 2.09 17.82 O P P O 0 Vale Park Drive Westbound 560 43 38 641 394 29 14 437 7.60 2.33 4.71 8.79 O P P O 0 A5; Potterspury to Paulerspury NB 319 50 31 400 416 51 62 529 5.06 0.14 4.55 5.99 P P P O 0 A5; Potterspury to Paulerspury SB 335 53 42 430 438 42 51 531 5.24 1.60 1.32 4.61 O P P O 1 A5; A422 to A508 NB 804 126 94 1,024 1,659 180 95 1,934 24.36 4.37 0.10 23.66 O P P O 0 A5; A422 to A508 SB 721 113 79 913 1,706 173 95 1,974 28.28 5.02 1.72 27.93 O P P O 0 A5; A509 to A422 NB 1,031 162 109 1,302 2,066 192 42 2,300 26.30 2.25 7.71 23.52 O P P O 0 A5; A509 to A422 SB 1,051 165 96 1,312 1,895 175 48 2,118 21.99 0.77 5.66 19.46 O P P O 0 A5; A421 to A509 NB 894 141 97 1,132 1,636 172 34 1,842 20.86 2.48 7.78 18.41 O P P O 0 A5; A421 to A509 SB 903 142 85 1,130 1,464 132 44 1,640 16.31 0.85 5.11 13.70 O P P O 0 A5; A4146N to A421 SB 685 108 77 870 1,420 127 72 1,619 22.66 1.75 0.58 21.23 O P P O 0 A5; A4146S to A4146N NB 712 112 94 918 1,196 133 90 1,419 15.67 1.90 0.42 14.66 O P P O 0 A5; A4146S to A4146N SB 713 112 86 911 1,295 150 127 1,572 18.37 3.32 3.97 18.76 O P P O 0 A5; B4100 to A4146 NB 363 57 46 466 729 49 31 809 15.66 1.10 2.42 13.58 O P P O 0 A5; B4100 to A4146 SB 394 62 41 497 827 60 42 929 17.52 0.26 0.16 16.18 O P P O 0 A5; A4146 to B4100 NB 256 40 61 357 411 50 31 492 8.49 1.49 4.42 6.55 O P P O 0 A5; A4146 to B4100 SB 278 44 51 373 464 61 42 567 9.66 2.35 1.32 8.95 O P P O 0 A5; A5120 to A505 NB 404 63 74 541 1,220 138 69 1,427 28.64 7.48 0.59 28.24 O P P O 0 A5; A5120 to A505 SB 374 59 65 498 1,335 149 75 1,559 32.88 8.83 1.20 33.08 O P P O 0 A5; M1 to A505 NB 479 75 78 632 733 329 189 1,251 10.32 17.87 9.61 20.17 O O O O 0 A5; M1 to A505 SB 420 66 62 548 572 298 189 1,059 6.83 17.20 11.34 18.03 O O O O 0 M1; Jnc 14 to Jnc 15 NB 2,349 369 641 3,359 744 170 1,029 1,943 40.81 12.12 13.43 27.50 O O O O 0 M1; Jnc 14 to Jnc 15 SB 2,197 345 534 3,076 392 134 1,022 1,548 50.17 13.63 17.50 31.78 O O O O 0 M1; Jnc 13 to Jnc 14 NB 2,129 335 985 3,449 1,261 234 1,093 2,588 21.08 5.99 3.35 15.67 O O P O 0 M1; Jnc 13 to Jnc 14 SB 2,183 343 546 3,072 1,353 233 1,074 2,660 19.74 6.48 18.55 7.70 O O O O 0 M1; Jnc 12 to Jnc 13 NB 2,525 397 886 3,808 1,488 251 1,133 2,872 23.15 8.11 7.77 16.20 O O O O 0 M1; Jnc 12 to Jnc 13 SB 2,309 363 726 3,398 1,693 260 1,055 3,008 13.77 5.84 11.03 6.89 O O O P 1 M1; Jnc 11 to Jnc 12 NB 2,658 418 911 3,987 2,023 317 1,164 3,504 13.13 5.27 7.85 7.89 O O O O 0 M1; Jnc 11 to Jnc 12 SB 2,392 376 750 3,518 2,143 302 1,075 3,520 5.23 4.02 10.76 0.03 P P O P 1 M1; Jnc 10 to Jnc 11 NB 2,925 460 853 4,238 3,397 215 1,107 4,719 8.40 13.34 8.11 7.19 O O O O 0 M1; Jnc 10 to Jnc 11 SB 2,639 415 770 3,824 3,466 225 1,032 4,723 14.97 10.62 8.73 13.75 O O O O 0 M1; Jnc 9 to Jnc 10 NB 3,151 495 974 4,620 4,422 316 1,214 5,952 20.66 8.89 7.26 18.32 O O O O 0 M1; Jnc 9 to Jnc 10 SB 2,885 454 824 4,163 4,123 296 1,351 5,770 20.91 8.16 15.98 22.80 O O O O 0 M1; Jnc 8 to Jnc 9 NB 3,379 531 960 4,870 4,772 592 886 6,250 21.82 2.57 2.44 18.51 O P P O 0 M1; Jnc 8 to Jnc 9 SB 3,050 480 857 4,387 4,365 543 962 5,870 21.60 2.79 3.48 20.71 O P P O 0 M1; J7 to Jnc 6a NB 3,317 522 979 4,818 5,094 621 659 6,374 27.40 4.14 11.18 20.80 O P O O 0 M1; J7 to Jnc 6a SB 2,056 323 285 2,664 4,363 529 874 5,766 40.72 9.98 24.47 47.78 O O O O 0 M25; J20 to J21 Anticlockwise 2,493 392 554 3,439 3,333 345 477 4,155 15.56 2.45 3.39 11.62 O P P O 0 M25; J20 to J21 Clockwise 3,045 479 762 4,286 2,706 308 443 3,457 6.32 8.62 13.00 13.32 P O O O 0 M25; J19 to J20 Anticlockwise 3,016 474 630 4,120 3,165 364 480 4,009 2.68 5.37 6.37 1.74 P O O P 1 M25; J19 to J20 Clockwise 3,275 515 824 4,614 3,619 391 479 4,489 5.86 5.83 13.52 1.85 P O O P 1 M25; J18 to J19 Anticlockwise 3,545 557 702 4,804 4,300 450 504 5,254 12.05 4.77 8.06 6.35 O O O O 0 M25; J18 to J19 Clockwise 3,801 598 886 5,285 4,819 489 511 5,819 15.51 4.68 14.19 7.17 O O O O 0 M25; J17 to J18 Anticlockwise 3,263 513 760 4,536 3,838 392 469 4,699 9.65 5.69 11.74 2.40 O O O P 1 M25; J17 to J18 Clockwise 3,508 552 870 4,930 4,013 413 465 4,891 8.24 6.33 15.68 0.56 O O O P 1 M25; J16 to J17 Anticlockwise 3,229 508 675 4,412 3,909 402 505 4,816 11.38 4.97 7.00 5.95 O O O O 0 M25; J16 to J17 Clockwise 3,525 554 718 4,797 4,018 394 496 4,908 8.03 7.35 9.01 1.59 O O O P 1 M25; J15 to J16 Anticlockwise 4,371 687 761 5,819 3,602 452 671 4,725 12.18 9.85 3.36 15.07 O O P O 0 M25; J15 to J16 Clockwise 4,433 697 #### 6,137 3,759 460 849 5,068 10.53 9.85 5.19 14.28 O O O O 0
LMVRv4_Client Review.docx
M25; J14 to J15 Anticlockwise 5,067 797 677 6,541 3,358 406 578 4,342 26.33 15.94 3.95 29.81 O O P O 0 M25; J14 to J15 Clockwise 5,030 791 981 6,802 3,852 443 628 4,923 17.68 14.01 12.45 24.54 O O O O 0 M40; within J1A EB 909 143 112 1,164 1,121 132 185 1,438 6.65 0.94 5.99 7.60 O P P O 0 M40; J1A exit slip EB 1,554 244 305 2,103 1,926 218 298 2,442 8.92 1.71 0.40 7.11 O P P O 0 M40; J2 to J3 EB 2,551 401 411 3,363 2,534 299 449 3,282 0.34 5.45 1.83 1.41 P O P P 1 M40; J2 to J3 WB 2,719 428 580 3,727 2,812 321 467 3,600 1.77 5.53 4.94 2.10 P O O P 1 A404; NB 1,136 179 99 1,414 1,362 130 107 1,599 6.39 3.94 0.79 4.77 O P P P 1 A404; within jcn SB 1,000 157 105 1,262 1,212 119 108 1,439 6.37 3.23 0.29 4.82 O P P P 1 A404; SB exit slip SB 158 25 10 193 452 42 10 504 16.83 2.94 0.00 16.66 O P P O 0 M40; Within J4 SB 1,436 226 299 1,961 863 141 361 1,365 16.90 6.27 3.41 14.62 O P P O 0 M40; Within J4 NB 1,597 251 405 2,253 836 132 375 1,343 21.82 8.60 1.52 21.46 O O P O 0 M40; Within J5 SB 1,859 292 335 2,486 1,180 165 406 1,751 17.42 8.40 3.69 15.97 O O P O 0 M40; Within J5 NB 2,071 326 404 2,801 1,087 156 410 1,653 24.76 10.95 0.30 24.33 O O P O 0 M40; Within J6 SB 1,834 288 275 2,397 1,071 165 418 1,654 20.02 8.17 7.68 16.51 O O O O 0 M40; Within J6 NB 2,040 321 375 2,736 1,065 158 421 1,644 24.75 10.53 2.31 23.33 O O P O 0 M40; J7 to J8 NB 1,990 313 447 2,750 1,146 164 432 1,742 21.31 9.65 0.72 21.27 O O P O 0 M40; J8 to J8a SB 1,238 195 215 1,648 231 55 250 536 37.16 12.52 2.30 33.65 O O P O 0 M40; J8 to J8a NB 1,399 220 309 1,928 228 54 229 511 41.06 14.18 4.88 40.58 O O P O 0 M40; Within J8a SB 1,083 170 219 1,472 231 55 250 536 33.24 10.84 2.02 29.54 O O P O 0 M40; Within J8a NB 1,263 199 235 1,697 228 54 229 511 37.91 12.89 0.39 35.69 O O P O 0 M40; J8a to J9 SB 1,316 207 211 1,734 260 55 250 565 37.62 13.28 2.57 34.48 O O P O 0 M40; J8a to J9 NB 1,508 237 263 2,008 238 54 230 522 42.98 15.17 2.10 41.78 O O P O 0 M40; J9 to J10 SB 2,183 343 447 2,973 471 82 297 850 47.00 17.90 7.78 48.56 O O O O 0 M40; J9 to J10 NB 2,394 376 586 3,356 540 76 230 846 48.41 19.96 17.62 54.76 O O O O 0 A34; B430 to M40 SB 1,422 224 336 1,982 1,019 115 213 1,347 11.54 8.37 7.42 15.56 O O O O 0 A34; B430 to M40 NB 1,479 233 458 2,170 993 109 171 1,273 13.82 9.48 16.18 21.62 O O O O 0 M4; J5 to J4b EB 3,089 486 596 4,171 4,612 490 335 5,437 24.54 0.18 12.10 18.27 O P O O 0 M4; J5 to J6 WB 3,107 489 410 4,006 3,645 404 359 4,408 9.26 4.02 2.60 6.20 O P P O 0 M4; J5 to J6 EB 2,929 461 444 3,834 3,490 376 304 4,170 9.90 4.16 7.24 5.31 O P O P 1 M4; J6 to J7 WB 2,772 436 457 3,665 3,081 341 384 3,806 5.71 4.82 3.56 2.31 P P P P 1 M4; J6 to J7 EB 2,751 433 419 3,603 2,834 318 380 3,532 1.57 5.93 1.95 1.19 P O P P 1 M4; J7 to J8 WB 2,660 418 533 3,611 3,355 368 384 4,107 12.67 2.52 6.96 7.98 O P O O 0 M4; J7 to J8 EB 2,626 413 499 3,538 3,060 333 374 3,767 8.14 4.14 5.98 3.79 O P O P 1 M4; J8/9 to J10 WB 2,590 407 361 3,358 2,888 328 386 3,602 5.69 4.12 1.29 4.14 P P P P 1 M4; J8/9 to J10 EB 2,466 388 390 3,244 2,697 308 379 3,384 4.55 4.29 0.56 2.43 P P P P 1 A404; A4130 to A308 NB 1,083 170 111 1,364 1,355 131 40 1,526 7.79 3.18 8.17 4.26 O P P P 1 A404; A4130 to A308 SB 1,072 169 115 1,356 1,570 157 34 1,761 13.70 0.94 9.38 10.26 O P P O 0 A43; A5 to A413 NB 838 132 218 1,188 1,209 143 117 1,469 11.60 0.94 7.80 7.71 O P O O 0 A43; A5 to A413 SB 813 128 180 1,121 1,054 114 103 1,271 7.89 1.27 6.47 4.34 O P P P 1 A43; A413 to B4525 NB 715 112 199 1,026 1,077 124 11 1,212 12.09 1.10 18.35 5.56 O P O O 0 A43; A413 to B4525 SB 669 105 165 939 952 78 94 1,124 9.94 2.82 6.24 5.76 O P P O 0 A43; A413 to B4525 NB 733 115 209 1,057 754 88 97 939 0.77 2.68 9.05 3.74 P P O P 1 A43; A413 to B4525 SB 693 109 172 974 748 74 86 908 2.05 3.66 7.57 2.15 P P P P 1 A43; N of Brackley NB 695 109 198 1,002 357 45 44 446 14.74 7.29 14.00 20.66 O P O O 0 A43; N of Brackley SB 665 105 159 929 357 34 62 453 13.63 8.52 9.23 18.11 O P P O 0 A43; A422W to A422E NB 708 111 201 1,020 377 55 87 519 14.21 6.15 9.50 18.06 O P O O 0 A43; A422W to A422E SB 672 106 172 950 419 52 93 564 10.83 6.08 6.86 14.03 O P P O 0 A43; A421 to A422 NB 701 110 202 1,013 480 49 34 563 9.09 6.84 15.47 16.03 O P O O 0 20120002A43; A421 toA413.Unc A422 Aylesbury, SB 629 99 159 887 473 43 51 567 6.65 6.65 10.54 11.87 O P O O 0 Buckingham Rd j w Prince Rupert 0 20120002Drive A413.Unc Aylesbury, Southbound 255 40 20 315 301 36 94 431 2.76 0.65 9.80 6.01 P P P O Buckingham Rd j w Prince Rupert 1 Drive Northbound 248 47 24 319 259 30 87 376 0.69 2.74 8.46 3.06 P P P P 20110034 A418.C171.Unc Aylesbury, Oxford Rd j w 1 Coldharbour Wy.Pearson Cl Eastbound 510 117 42 669 520 58 52 630 0.44 6.31 1.46 1.53 P P P P 20110034 A418.C171.Unc Aylesbury, Oxford Rd j w 1 Coldharbour Wy.Pearson Cl Westbound 508 107 36 651 512 56 48 616 0.18 5.65 1.85 1.39 P P P P 20120052 A40.A4010 West 1 Wycombe, Pedestal Rbt Westbound 546 126 28 700 589 71 65 725 1.81 5.54 5.43 0.94 P P P P 20120052 A40.A4010 West 1 Wycombe, Pedestal Rbt Eastbound 509 110 31 650 634 73 60 767 5.23 3.87 4.30 4.40 O P P O 20120104 B482.Unc Booker, 1 Marlow Rd j w Clay Ln Southbound 225 32 9 266 243 25 10 278 1.18 1.31 0.32 0.73 P P P P 20120104 B482.Unc Booker, 1 20120071Marlow Rd A4010.Unc j w Clay Ln High Northbound 217 33 10 260 244 27 11 282 1.78 1.10 0.31 1.34 P P P P Wycombe, John Hall Way j w 0 20120071Crest Rd A4010.Unc High Westbound 625 112 54 791 798 83 64 945 6.49 2.94 1.30 5.23 O P P O Wycombe, John Hall Way j w 1 20120077Crest Rd C100.U814 High Eastbound 782 114 44 940 717 83 61 861 2.37 3.12 2.35 2.63 P P P P Wycombe, Marlow Rd j w 1 Cressex Rd Northbound 394 98 31 523 452 48 20 520 2.82 5.85 2.18 0.13 P P P P
LMVRv4_Client Review.docx
20120077 C100.U814 High Wycombe, Marlow Rd j w 1 Cressex Rd Southbound 355 95 27 477 423 41 20 484 3.45 6.55 1.44 0.32 P P P P 20120072 A404.Unc High Wycombe, Marlow Hill j w Handy 0 X Sports Centre Acc Northbound 589 83 28 700 732 69 68 869 5.56 1.61 5.77 6.03 O P P O 20120072 A404.Unc High Wycombe, Marlow Hill j w Handy 0 20120021X Sports Centre A404.C102 Acc High Southbound 585 98 34 717 748 69 73 890 6.31 3.17 5.33 6.10 O P P O Wycombe, Marlow Hill j w Daws 0 20120021Hill Ln A404.C102 High Westbound 296 43 9 348 201 23 16 240 6.03 3.48 1.98 6.30 P P P O Wycombe, Marlow Hill j w Daws 1 Hill Ln Eastbound 316 45 10 371 320 31 18 369 0.22 2.27 2.14 0.10 P P P P 20120068 A40.U131 High 0 Wycombe, London Rd j w Cock Ln Eastbound 755 111 28 894 342 40 22 404 17.63 8.17 1.20 19.23 O P P O 20120068 A40.U131 High 0 20120063Wycombe, C96.UncLondon Rd Four j w Ashes, Cock Ln Westbound 832 141 28 1,001 388 43 27 458 17.98 10.22 0.19 20.10 O P P O Four Ashes Rd j w Kingshill 1 20120063Rd.North Rd C96.Unc Four Ashes, Northbound 238 35 4 277 160 17 13 190 5.53 3.53 3.09 5.69 P P P P Four Ashes Rd j w Kingshill 1 20120062Rd.North Rd A4128.C77 Southbound 231 31 4 266 180 17 14 211 3.56 2.86 3.33 3.56 P P P P Hughenden, Valley Rd j w Cryers 0 20120062Hill Rd A4128.C77 Northbound 405 59 21 485 273 30 71 374 7.17 4.35 7.37 5.36 O P P O Hughenden, Valley Rd j w Cryers 1 20120090Hill Rd A355.A404.A413 Southbound 367 59 19 445 350 39 77 466 0.90 2.86 8.37 0.98 P P P P Amersham, Amersham Bypass- London Rd E j w London Rd W- 1 20120090Stanley Hill A355.A404.A413 Westbound 439 75 21 535 391 38 63 492 2.36 4.92 6.48 1.90 P P P P Amersham, Amersham Bypass- London Rd E j w London Rd W- 0 Stanley Hill Eastbound 401 55 23 479 554 42 69 665 7.00 1.87 6.78 7.78 O P P O 20110030 MC43.MC44 Hyde Heath, Weedon Hill.Fullers Hill j 1 w Copperkins Ln Westbound 84 12 2 98 152 18 17 187 6.26 1.55 4.87 7.46 P P P P 20110030 MC43.MC44 Hyde Heath, Weedon Hill.Fullers Hill j 1 w Copperkins Ln Eastbound 83 13 1 97 139 19 17 175 5.32 1.50 5.33 6.69 P P P P 20120106 A40.B4440 Beaconsfield, London Rd.White 0 Hill j w Wooburn Grn Ln Eastbound 369 50 16 435 240 26 9 275 7.39 3.89 1.98 8.49 O P P O 20120106 A40.B4440 Beaconsfield, London Rd.White 0 Hill j w Wooburn Grn Ln Westbound 388 53 18 459 202 19 8 229 10.83 5.67 2.77 12.40 O P P O 20120106 A40.B4440 Beaconsfield, London Rd.White 1 Hill j w Wooburn Grn Ln Northbound 267 40 6 313 291 31 14 336 1.44 1.51 2.53 1.28 P P P P 20120106 A40.B4440 Beaconsfield, London Rd.White 1 Hill j w Wooburn Grn Ln Southbound 237 39 5 281 216 28 17 261 1.40 1.90 3.62 1.21 P P P P 20120091 A355.MC21 Beaconsfield, Amersham Rd j w 1 Ledborough Ln-Longbottom Ln Westbound 146 25 4 175 99 11 1 111 4.25 3.30 1.90 5.35 P P P P 20120091 A355.MC21 Beaconsfield, Amersham Rd j w 1 Ledborough Ln-Longbottom Ln Eastbound 140 19 4 163 106 11 1 118 3.07 2.07 1.90 3.80 P P P P 20120091 A355.MC21 Beaconsfield, Amersham Rd j w 1 Ledborough Ln-Longbottom Ln Southbound 436 78 32 546 472 54 83 609 1.69 2.95 6.73 2.62 P P P P 20120091 A355.MC21 Beaconsfield, Amersham Rd j w 1 Ledborough Ln-Longbottom Ln Northbound 397 87 31 515 417 48 94 559 0.99 4.75 7.97 1.90 P P P P 20110053 A40 Beaconsfield, 1 London Rd 90m W of Pyebush Rbt Westbound 848 161 46 1,055 857 94 103 1,054 0.31 5.93 6.60 0.03 P P P P 20110053 A40 Beaconsfield, 0 London Rd 90m W of Pyebush Rbt Eastbound 785 114 41 940 1,082 107 93 1,282 9.72 0.67 6.35 10.26 O P P O A413 London Road Northbound 303 30 21 354 142 18 22 182 10.79 2.45 0.22 10.51 O P P O 0 A413 London Road Southbound 290 24 17 331 149 17 43 209 9.52 1.55 4.75 7.42 O P P O 0 A421 Bourton Eastbound 408 46 41 495 285 35 139 459 6.61 1.73 10.33 1.65 O P P P 1 A421 Bourton Westbound 408 41 35 484 302 44 147 493 5.63 0.46 11.74 0.41 O P O P 1 A422 Stratford Road Eastbound 316 39 29 384 342 39 55 436 1.43 0.00 4.01 2.57 P P P P 1 A422 Stratford Road Westbound 328 38 26 392 353 39 54 446 1.35 0.16 4.43 2.64 P P P P 1 A413 Towcester Road Northbound 110 13 6 129 128 19 6 153 1.65 1.50 0.00 2.02 P P P P 1 A413 Towcester Road Southbound 114 12 6 132 116 17 6 139 0.19 1.31 0.00 0.60 P P P P 1 A422 Brackley Road Eastbound 140 22 5 167 249 37 56 342 7.82 2.76 9.23 10.97 O P P O 0 A422 Brackley Road Westbound 144 20 6 170 276 44 45 365 9.11 4.24 7.72 11.92 O P P O 0 A404 between A4155 and A308 SB 1,077 169 122 1,368 1,556 153 130 1,839 13.20 1.26 0.71 11.76 O P P O 0 A404 within A4155 junction NB 806 127 99 1,032 1,041 97 96 1,234 7.73 2.83 0.30 6.00 O P P O 0 A404 exit for A4155 NB 263 41 28 332 346 37 23 406 4.76 0.64 0.99 3.85 P P P P 1 M40; within J2 SB 1,855 292 449 2,596 2,047 251 420 2,718 4.35 2.49 1.39 2.37 P P P P 1 Percentage satisfying criteria: Percentage satisfying criteria: 77% 59% 36% 43% 87% 87% 40% 41%
LMVRv4_Client Review.docx
Link Flows Calibration Prior Matrix Estimation – PM Peak Hour
PM peak GEH or Observed Modelled GEH "Criteria 1" Criteria "1" (1=meets A413 BuckinghamLocation Ring Direction Car LGV HGV Total Car LGV HGV Total Car LGV HGV Total Car LGV HGV Total at least A413Road Buckingham Ring Southbound 550 87 27 664 313 24 39 376 11.41 8.46 2.09 12.63 O P P O 0 Road Northbound 559 88 44 691 346 29 34 409 10.01 7.71 1.60 12.02 O P P O 0 A413 Maids Moreton Southbound 100 9 3 112 231 23 4 258 10.18 3.50 0.53 10.73 O P P O 0 A413 Maids Moreton Northbound 120 6 3 129 214 23 4 241 7.27 4.46 0.53 8.23 P P P O 0 A413 Padbury Northbound 348 55 29 432 237 24 66 327 6.49 4.93 5.37 5.39 O P P O 0 A413 Padbury Southbound 383 60 25 468 273 31 37 341 6.07 4.30 2.16 6.31 O P P O 0 A413 Whitchurch Northbound 523 82 27 632 292 31 98 421 11.44 6.78 8.98 9.20 O P P O 0 A418A413 LeightonWhitchurch Road Southbound 356 56 25 437 426 44 72 542 3.54 1.70 6.75 4.75 P P P O 1 A418Wing Leighton Road Southwestbound 742 117 48 907 789 65 24 878 1.70 5.45 4.00 0.97 P P P P 1 Wing Northeastbound 823 129 64 1,016 584 58 24 666 9.01 7.34 6.03 12.07 O P P O 0 A421 Tingewick Bypass Westbound 659 104 57 820 757 76 111 944 3.68 2.95 5.89 4.18 P P P O 1 A421 WhaddonTingewick Bypass Eastbound 713 112 95 920 559 51 102 712 6.11 6.76 0.71 7.28 O P P O 0 A421Bottledump Whaddon Westbound 1,004 77 38 1,119 1,035 91 90 1,216 0.97 1.53 6.50 2.84 P P P P 1 Bottledump Eastbound 899 119 35 1,053 868 95 110 1,073 1.04 2.32 8.81 0.61 P P P P 1 A422 Thornton Northeastbound 538 65 19 622 492 50 29 571 2.03 1.98 2.04 2.09 P P P P 1 A422 Thornton Southwestbound 701 94 9 804 711 66 33 810 0.38 3.13 5.24 0.21 P P P P 1 A422 Turweston Westbound 347 23 5 375 471 48 32 551 6.13 4.20 6.28 8.18 O P P O 0 A4146A422 Turweston Fenny Stratford Eastbound 341 22 4 367 345 44 39 428 0.22 3.83 7.55 3.06 P P P P 1 A4146Bypass Fenny Stratford Northeastbound 872 137 82 1,091 1,036 79 21 1,136 5.31 5.58 8.50 1.35 O P P P 1 A4146Bypass Hemel Road, Southwestbound 927 146 55 1,128 623 59 60 742 10.92 8.59 0.66 12.62 O P P O 0 A4146Dagnall Hemel Road, Northbound 621 72 10 703 751 64 65 880 4.96 0.97 8.98 6.29 O P P O 0 Dagnall Southbound 269 34 1 304 1,014 100 66 1,180 29.41 8.06 11.23 32.16 O P P O 0 A4146 Northall Southeastbound 268 14 10 292 515 49 48 612 12.48 6.24 7.06 15.05 O P P O 0 A4146 Northall Northwestbound 533 57 11 601 821 80 57 958 11.07 2.78 7.89 12.79 O P P O 0 A4146 Northern Link Northeastbound 784 123 109 1,016 971 72 10 1,053 6.31 5.16 12.83 1.15 O P P P 1 A4146 StokeNorthern Hammond Link Southwestbound 910 143 63 1,116 543 51 49 643 13.62 9.34 1.87 15.95 O P P O 0 A4146By N Stoke Hammond Northwestbound 922 145 98 1,165 1,336 127 49 1,512 12.32 1.54 5.72 9.48 O P P O 0 A4146By N Stoke Hammond Southeastbound 1,036 163 66 1,265 1,603 110 3 1,716 15.61 4.54 10.73 11.68 O P P O 0 A4146By S Stoke Hammond Northwestbound 954 150 85 1,189 1,094 98 50 1,242 4.38 4.67 4.26 1.52 P P P P 1 By S Southeastbound 451 71 24 546 1,259 85 50 1,394 27.63 1.59 4.27 27.23 O P P O 0 B488 Grove Northbound 378 62 6 446 395 63 15 473 0.86 0.13 2.78 1.26 P P P P 1 B488 Grove Southbound 269 44 5 318 485 33 26 544 11.12 1.77 5.33 10.89 O P P O 0 B488 Upper Icknield Way Southwestbound 347 57 6 410 849 61 15 925 20.53 0.52 2.78 19.93 O P P O 0 B489B488 DraytonUpper Icknield Way Northeastbound 529 88 10 627 770 75 15 860 9.46 1.44 1.41 8.55 O P P O 0 B489Beauchamp Drayton Southwestbound 165 26 8 199 45 4 13 62 11.71 5.68 1.54 11.99 O P P O 0 B489Beauchamp East of Travellers Northeastbound 283 44 21 348 57 9 18 84 17.33 6.80 0.68 17.96 O P P O 0 B489Rest East of Travellers Northeastbound 339 56 6 401 700 67 24 791 15.84 1.40 4.65 15.98 O P P O 0 B489Rest West of Travellers Southwestbound 295 49 5 349 880 95 23 998 24.14 5.42 4.81 25.01 O P P O 0 B489Rest West of Travellers Northeastbound 437 69 47 553 686 68 25 779 10.51 0.12 3.67 8.76 O P P O 0 Rest Southwestbound 325 51 30 406 771 78 22 871 19.05 3.36 1.57 18.40 O P P O 0 B4009 Tring Hill Southeastbound 598 83 12 693 608 62 20 690 0.41 2.47 2.00 0.11 P P P P 1 B4032B4009 LiscombeTring Hill Pk Northwestbound 760 62 10 832 777 80 26 883 0.61 2.14 3.77 1.74 P P P P 1 B4032Soulbury Liscombe Pk Eastbound 116 14 5 135 105 8 0 113 1.05 1.81 3.16 1.98 P P P P 1 Soulbury Westbound 157 12 1 170 188 14 1 203 2.36 0.55 0.00 2.42 P P P P 1 B4032 Swanbourne Westbound 202 32 10 244 171 21 26 218 2.27 2.14 3.77 1.71 P P P P 1 B4506B4032 DunstableSwanbourne Road, Eastbound 215 34 13 262 311 29 29 369 5.92 0.89 3.49 6.02 P P P O 0 B4506Dagnall Dunstable Road, Northbound 273 44 4 321 678 68 12 758 18.57 3.21 2.83 18.81 O P P O 0 B4506Dagnall Ringhsall Rd Southbound 160 14 3 177 1,008 103 28 1,139 35.09 11.64 6.35 37.50 O P P O 0 B4506Dagnall Ringhsall Rd Northbound 225 35 19 279 731 72 12 815 23.14 5.06 1.78 22.92 O P P O 0 Dagnall Southbound 120 19 7 146 532 54 11 597 22.82 5.79 1.33 23.40 O P P O 0 C9 Newton Longville Southeastbound 58 9 3 70 437 56 16 509 24.09 8.24 4.22 25.80 O P P O 0 C9 Newton Longville Northwestbound 78 12 5 95 229 27 14 270 12.19 3.40 2.92 12.95 O P P O 0 C20 Soulbury Northeastbound 63 10 4 77 47 4 11 62 2.16 2.27 2.56 1.80 P P P P 1 C20 Soulbury Southwestbound 73 11 3 87 97 20 21 138 2.60 2.29 5.20 4.81 P P P P 1 C76 Cheddington Southeastbound 113 18 4 135 440 58 19 517 19.67 6.49 4.42 21.16 O P P O 0 C76 Cheddington Northwestbound 180 28 8 216 408 18 12 438 13.30 2.09 1.26 12.28 O P P O 0 C162 Stoke Hammond Southbound 215 30 1 246 54 5 12 71 13.88 5.98 4.31 13.90 O P P O 0 A41C162 Aston Stoke Clinton Hammond Northbound 128 20 0 148 83 8 11 102 4.38 3.21 4.69 4.11 P P P P 1 A41Bypass Aston Clinton towards Aylesbury 797 125 66 988 1,092 106 33 1,231 9.60 1.77 4.69 7.30 O P P O 0 Bypass from Aylesbury 689 108 66 863 1,389 118 22 1,529 21.72 0.94 6.63 19.26 O P P O 0 A41 Berryfields Southeastbound 817 47 24 888 794 66 13 873 0.81 2.53 2.56 0.51 P P P P 1 A41 Berryfields Northwestbound 1,010 45 25 1,080 697 66 33 796 10.71 2.82 1.49 9.27 O P P O 0
LMVRv4_Client Review.docx
A41 Bicester Road Westbound 1,275 200 130 1,605 887 87 58 1,032 11.80 9.43 7.43 15.78 O O P O 0 A41 Bicester Road Eastbound 1,212 191 95 1,498 1,222 109 34 1,365 0.29 6.70 7.60 3.52 P P P P 1 A41 Gallows Bridge Eastbound 444 70 51 565 654 55 11 720 8.96 1.90 7.18 6.11 O P P O 0 A41 Gallows Bridge Westbound 486 76 63 625 390 42 30 462 4.59 4.43 4.84 6.99 P P P O 0 A41 Waddesdon Xrds Eastbound 621 98 60 779 691 56 13 760 2.73 4.79 7.78 0.68 P P P P 1 A355A41 Waddesdon Gore Hill Xrds Westbound 669 105 57 831 463 47 32 542 8.66 6.65 3.75 11.03 O P P O 0 A355Amersham Gore Hill Northbound 823 129 43 995 616 64 96 776 7.72 6.62 6.36 7.36 O P P O 0 Amersham Southbound 662 104 35 801 754 81 59 894 3.46 2.39 3.50 3.19 P P P P 1 A413 Amersham Bypass Eastbound 870 46 10 926 1,111 92 76 1,279 7.66 5.54 10.06 10.63 O P P O 0 A413 Amersham Bypass Westbound 1,104 54 111 1,269 1,245 92 128 1,465 4.11 4.45 1.56 5.30 P P P O 0 A413 Pipers Wood Westbound 1,226 193 5 1,424 976 94 111 1,181 7.53 8.26 13.92 6.73 O P O O 0 A416A413 AmershamPipers Wood Rd, Eastbound 615 50 6 671 802 69 60 931 7.03 2.46 9.40 9.19 O P P O 0 A416Chesham Amersham Rd, Southbound 610 96 61 767 786 73 42 901 6.66 2.50 2.65 4.64 O P P O 1 Chesham Northbound 494 78 35 607 722 72 34 828 9.25 0.69 0.17 8.25 O P P O 0 A416 Ashley Green Northbound 670 108 14 792 568 59 13 640 4.10 5.36 0.27 5.68 O P P O 0 A416 BerkhampsteadAshley Green Rd Southbound 637 61 5 703 690 55 12 757 2.06 0.79 2.40 2.00 P P P P 1 A416Chesham Berkhampstead Rd Southbound 546 86 51 683 658 65 25 748 4.56 2.42 4.22 2.43 O P P P 1 A416Chesham St Marys Way Northbound 679 107 57 843 527 56 20 603 6.19 5.65 5.96 8.93 O P P O 0 A416Chesham St Marys Way Southbound 1,514 140 24 1,678 1,387 135 63 1,585 3.33 0.43 5.91 2.30 P P P P 1 A418Chesham Aylesbury Rd, Northbound 1,055 101 14 1,170 1,340 133 61 1,534 8.24 2.96 7.68 9.90 O P P O 0 A418Haddenham Aylesbury Rd, Southwestbound 648 102 25 775 550 54 28 632 4.00 5.43 0.58 5.39 P P P O 0 Haddenham Northeastbound 853 134 33 1,020 453 46 30 529 15.65 9.28 0.53 17.64 O P P O 0 A4010 Goat Farm Southbound 659 68 5 732 593 56 57 706 2.64 1.52 9.34 0.97 P P P P 1 A4010 Goat Farm Northbound 929 80 5 1,014 541 52 44 637 14.31 3.45 7.88 13.12 O P P O 0 A4129 Kingsey Eastbound 344 20 2 366 448 67 21 536 5.23 7.13 5.60 8.00 O P P O 0 A4129 Kingsey Westbound 409 51 9 469 277 31 14 322 7.13 3.12 1.47 7.39 O P P O 0 B485 Hyde End Eastbound 242 38 16 296 363 34 29 426 6.96 0.67 2.74 6.84 O P P O 0 B485 Hyde End Westbound 324 51 18 393 496 45 24 565 8.49 0.87 1.31 7.86 O P P O 0 B4009 Halton Southwestbound 483 76 17 576 629 67 21 717 6.19 1.06 0.92 5.55 O P P O 0 B4009 Halton Northeastbound 611 96 34 741 530 58 22 610 3.39 4.33 2.27 5.04 P P P O 0 B4011 Boarstall Southbound 139 13 1 153 186 60 12 258 3.69 7.78 4.31 7.32 P P P O 0 B4011 ThameBoarstall Road Long Northbound 287 28 6 321 246 32 13 291 2.51 0.73 2.27 1.71 P P P P 1 B4011Crendon Thame Road Long Southeastbound 558 88 32 678 408 47 27 482 6.83 4.99 0.92 8.14 O P P O 0 Crendon Northwestbound 617 97 52 766 640 54 18 712 0.92 4.95 5.75 1.99 P P P P 1 B4505 Orchard Leigh Westbound 309 31 4 344 733 71 1 805 18.58 5.60 1.90 19.23 O P P O 0 C70B4505 Lower Orchard Rd Leigh Eastbound 246 43 9 298 690 52 1 743 20.52 1.31 3.58 19.51 O P P O 0 C70Haddenham Lower Rd Westbound 215 30 1 246 320 27 14 361 6.42 0.56 4.75 6.60 O P P O 0 Haddenham Eastbound 239 36 1 276 260 23 9 292 1.33 2.39 3.58 0.95 P P P P 1 C141 Aston Clinton Eastbound 180 28 13 221 240 24 12 276 4.14 0.78 0.28 3.49 P P P P 1 C141 Aston Clinton Westbound 157 25 12 194 251 27 17 295 6.58 0.39 1.31 6.46 P P P O 0 C142 Weston Turville Northeastbound 387 61 23 471 261 23 11 295 7.00 5.86 2.91 8.99 O P P O 0 C142 Weston Turville Southwestbound 319 50 17 386 242 25 16 283 4.60 4.08 0.25 5.63 P P P O 0 U21 Fowler Road Southeastbound 279 22 6 307 336 30 6 372 3.25 1.57 0.00 3.53 P P P P 1 A40U21 AbbeyFowler Way Road High Northwestbound 254 29 5 288 350 32 6 388 5.52 0.54 0.43 5.44 P P P O 0 A40Wycombe Abbey Way High Northbound 1,071 168 53 1,292 786 78 43 907 9.35 8.12 1.44 11.61 O P P O 0 A40Wycombe Aston Hill Southbound 761 120 36 917 802 77 62 941 1.47 4.33 3.71 0.79 P P P P 1 A40Stokenchurch Aston Hill Northwestbound 359 56 6 421 0 0 0 0 26.80 10.58 3.46 29.02 O P P O 0 A40Stokenchurch Beaconsfield W of Southeastbound 218 22 5 245 265 28 0 293 3.02 1.20 3.16 2.93 P P P P 1 A40Burkes Beaconsfield Rd W of eastbound 608 96 30 734 707 76 28 811 3.86 2.16 0.37 2.77 P P P P 1 A40Burkes London Rd Rd High westbound 763 120 29 912 935 103 23 1,061 5.90 1.61 1.18 4.74 O P P O 1 A40Wycombe London Rd High Westbound 1,040 163 71 1,274 524 49 11 584 18.45 11.07 9.37 22.64 O O P O 0 A40Wycombe Wycombe Rd Eastbound 764 120 49 933 606 62 13 681 6.04 6.08 6.47 8.87 O P P O 0 A40Stokenchurch Wycombe Rd westbound 307 52 2 361 429 45 10 484 6.36 1.01 3.27 5.98 O P P O 0 Stokenchurch eastbound 375 37 11 423 404 40 9 453 1.47 0.48 0.63 1.43 P P P P 1 A404 Hazlemere Northeastbound 812 62 24 898 812 79 14 905 0.00 2.02 2.29 0.23 P P P P 1 A404 WhieldenHazlemere Ln Southwestbound 762 76 13 851 805 78 15 898 1.54 0.23 0.53 1.59 P P P P 1 A404Amersham Whielden Ln Northeastbound 521 82 31 634 610 58 18 686 3.74 2.87 2.63 2.02 P P P P 1 Amersham Southwestbound 790 124 43 957 924 90 19 1,033 4.58 3.29 4.31 2.41 O P P P 1 A413 Wendover Bypass Southeastbound 524 41 15 580 638 62 59 759 4.73 2.93 7.23 6.92 O P P O 0 A413 Wendover Bypass Northwestbound 777 120 7 904 542 53 109 704 9.15 7.20 13.39 7.05 O P O O 0 A4010 Bradenham Southbound 588 92 29 709 573 51 18 642 0.62 4.85 2.27 2.58 P P P P 1 A4010 Bradenham Northbound 686 108 27 821 605 60 20 685 3.19 5.24 1.44 4.96 P P P O 1 A4094 Cookham Bridge Southbound 616 34 17 667 738 75 0 813 4.69 5.55 5.83 5.37 O P P O 0 A4094 Cookham Bridge Northbound 613 26 5 644 828 83 0 911 8.01 7.72 3.16 9.58 O P P O 0 A4094 Town Ln Cores End southwestbound 670 30 8 708 306 36 14 356 16.48 1.04 1.81 15.26 O P P O 0 A4128A4094 ArchwayTown Ln CoresHigh End northeastbound 711 55 9 775 358 47 11 416 15.27 1.12 0.63 14.71 O P P O 0 A4128Wycombe Archway High Southbound 385 60 16 461 591 54 59 704 9.33 0.79 7.02 10.07 O P P O 0 Wycombe Northbound 675 106 25 806 743 65 39 847 2.55 4.43 2.47 1.43 P P P P 1 A4128 Cryers Hill Northbound 547 49 4 600 378 40 24 442 7.86 1.35 5.35 6.92 O P P O 0 A4128 Cryers Hill Southbound 416 47 2 465 518 50 27 595 4.72 0.43 6.57 5.65 O P P O 0
LMVRv4_Client Review.docx
A4155 Little Marlow Westbound 808 127 36 971 803 79 20 902 0.18 4.73 3.02 2.25 P P P P 1 A4155 Little Marlow Eastbound 923 145 57 1,125 972 98 22 1,092 1.59 4.26 5.57 0.99 P P P P 1 A4155 Medmenham Westbound 343 13 3 359 249 24 15 288 5.46 2.56 4.00 3.95 P P P P 1 A4155 Medmenham Eastbound 261 17 4 282 396 37 12 445 7.45 3.85 2.83 8.55 O P P O 0 B482 Cadmore End Southeastbound 152 17 2 171 134 20 5 159 1.51 0.70 1.60 0.93 P P P P 1 B482 Cadmore End Northwestbound 207 29 5 241 186 17 4 207 1.50 2.50 0.47 2.27 P P P P 1 B4009 Great Kimble Northeastbound 401 63 23 487 306 33 1 340 5.05 4.33 6.35 7.23 P P P O 0 B4009 Great Kimble Southwestbound 250 39 18 307 310 33 0 343 3.59 1.00 6.00 2.00 P P P P 1 B4009 Pitch Grn Bledlow Southwestbound 283 33 3 319 437 48 0 485 8.12 2.36 2.45 8.28 O P P O 0 B4009 Pitch Grn Bledlow Northeastbound 297 41 7 345 332 35 0 367 1.97 0.97 3.74 1.17 P P P P 1 C86 New Rd Walters Ash Southeastbound 384 37 5 426 216 23 2 241 9.70 2.56 1.60 10.13 O P P O 0 C86 New Rd Walters Ash Northwestbound 229 24 5 258 172 17 2 191 4.03 1.55 1.60 4.47 P P P P 1 C99 Park Ln Lane End westbound 224 22 3 249 143 14 1 158 5.98 1.89 1.41 6.38 P P P P 1 C177C99 Park Ellesborough Ln Lane End Rd Eastbound 141 14 3 158 188 18 2 208 3.66 1.00 0.63 3.70 P P P P 1 C177Wendover Ellesborough Rd Westbound 203 20 3 226 193 17 0 210 0.71 0.70 2.45 1.08 P P P P 1 Wendover Eastbound 292 30 6 328 171 16 0 187 7.95 2.92 3.46 8.79 O P P O 0 A4 Burnham Eastbound 610 96 51 757 1,098 110 11 1,219 16.70 1.38 7.18 14.70 O P P O 0 A40A4 Burnham Oxford Rd E of Westbound 750 118 48 916 1,337 141 11 1,489 18.17 2.02 6.81 16.52 O P P O 0 A40Potkiln Oxford Ln Rd E of Westbound 619 20 14 653 835 88 15 938 8.01 9.25 0.26 10.10 O P P O 0 Potkiln Ln Eastbound 425 44 12 481 508 51 14 573 3.84 1.02 0.55 4.01 P P P P 1 A40 Tatling End Westbound 471 74 36 581 1,384 157 15 1,556 29.98 7.72 4.16 29.83 O P P O 0 A355A40 Tatling Amersham End Rd Eastbound 459 72 30 561 1,011 104 14 1,129 20.36 3.41 3.41 19.54 O P P O 0 A355Beaconsfield Amersham Rd Southbound 662 104 37 803 797 85 59 941 5.00 1.95 3.18 4.67 O P P O 1 Beaconsfield Northbound 1,065 167 40 1,272 714 74 96 884 11.77 8.47 6.79 11.82 O P P O 0 A355 Farnham Common Northbound 582 91 39 712 246 33 23 302 16.51 7.37 2.87 18.21 O P P O 0 A355 Farnham Common Southbound 476 75 48 599 318 40 22 380 7.93 4.62 4.39 9.90 O P P O 0 A355 Farnham Royal Northbound 413 65 34 512 700 78 25 803 12.17 1.54 1.66 11.35 O P P O 0 A355 Farnham Royal Southbound 564 89 29 682 1,010 102 28 1,140 15.90 1.33 0.19 15.17 O P P O 0 A404 Chenies Southeastbound 541 47 8 596 933 108 17 1,058 14.44 6.93 2.55 16.07 O P P O 0 A404 WhiteChenies Lion Rd Northwestbound 573 58 11 642 1,032 112 22 1,166 16.20 5.86 2.71 17.43 O P P O 0 A404Amerham White Lion Rd Southeastbound 669 105 30 804 823 102 34 959 5.64 0.29 0.71 5.22 O P P O 0 Amerham Northwestbound 926 146 34 1,106 982 102 38 1,122 1.81 3.95 0.67 0.48 P P P P 1 A412 Denham Green Northbound 505 64 7 576 528 53 3 584 1.01 1.44 1.79 0.33 P P P P 1 A412 Denham Green Southbound 573 50 12 635 654 84 3 741 3.27 4.15 3.29 4.04 P P P O 1 A412 George Green Southbound 989 134 41 1,164 1,848 196 53 2,097 22.81 4.83 1.75 23.11 O P P O 0 A412 George Green Northbound 965 94 20 1,079 1,683 156 24 1,863 19.73 5.55 0.85 20.44 O P P O 0 A412 Iver Heath Southwestbound 704 111 67 882 1,118 128 51 1,297 13.72 1.56 2.08 12.57 O P P O 0 A412 Iver Heath Northeastbound 782 123 56 961 1,158 93 23 1,274 12.07 2.89 5.25 9.36 O P P O 0 A413 Chalfont St Giles Northbound 822 129 39 990 689 41 47 777 4.84 9.54 1.22 7.17 O P P O 0 A413 Chalfont St Giles Southbound 540 85 30 655 545 55 40 640 0.21 3.59 1.69 0.59 P P P P 1 A413 Gerrards Cross Northwestbound 842 132 33 1,007 1,207 82 50 1,339 11.40 4.83 2.64 9.69 O P P O 0 A4007A413 Gerrards Slough Rd Cross Iver Southeastbound 611 96 37 744 1,129 100 38 1,267 17.56 0.40 0.16 16.49 O P P O 0 A4007Heath Slough Rd Iver Westbound 688 108 38 834 1,029 96 9 1,134 11.64 1.19 5.98 9.56 O P P O 0 Heath Eastbound 289 45 31 365 888 116 7 1,011 24.69 7.91 5.51 24.63 O P P O 0 A4020 New Denham Southeastbound 555 87 59 701 918 102 101 1,121 13.38 1.54 4.70 13.92 O P P O 0 B416A4020 Stoke New GreenDenham Northwestbound 1,139 179 49 1,367 1,239 169 146 1,554 2.90 0.76 9.82 4.89 P P P P 1 B416Crematorium Stoke Green Southbound 241 38 20 299 842 80 9 931 25.83 5.47 2.89 25.48 O P P O 0 Crematorium Northbound 330 52 19 401 711 72 9 792 16.70 2.54 2.67 16.01 O P P O 0 B470 High St Iver Eastbound 478 75 48 601 282 26 2 310 10.05 6.90 9.20 13.63 O P P O 0 B470 High St Iver Westbound 713 112 47 872 584 57 4 645 5.07 5.98 8.52 8.24 O P P O 0 B470 Iver Ln Southwestbound 522 82 36 640 277 27 8 312 12.26 7.45 5.97 15.03 O P P O 0 B470 Iver Ln Northeastbound 332 52 34 418 671 67 8 746 15.14 1.94 5.67 13.60 O P P O 0 B470 Shredding Green Southwestbound 405 64 20 489 276 26 4 306 6.99 5.66 4.62 9.18 O P P O 0 B470 Shredding Green Northeastbound 528 83 33 644 183 17 4 204 18.30 9.33 6.74 21.37 O P P O 0 B474 Knotty Green Northbound 699 79 8 786 705 73 12 790 0.23 0.69 1.26 0.14 P P P P 1 B474 StationKnotty Green Rd Southbound 236 33 6 275 522 54 13 589 14.69 3.18 2.27 15.11 O P P O 0 B474Beaconsfield Station Rd Southbound 411 65 15 491 365 38 15 418 2.34 3.76 0.00 3.42 P P P P 1 Beaconsfield Northbound 439 69 23 531 95 10 15 120 21.05 9.39 1.84 22.78 O P P O 0 B3026 Dorney Common Southeastbound 300 34 3 337 175 24 3 202 8.11 1.86 0.00 8.22 O P P O 0 B3026 Dorney Common Northwestbound 363 50 9 422 390 40 7 437 1.39 1.49 0.71 0.72 P P P P 1 MC8 Thorney Ln South Southbound 324 51 36 411 476 48 6 530 7.60 0.43 6.55 5.49 O P P O 0 MC51MC8 Thorney Hawthorn Ln SouthLn Northbound 235 37 43 315 273 27 8 308 2.38 1.77 6.93 0.40 P P P P 1 MC51Burnham Hawthorn Beeches Ln westbound 93 7 0 100 379 37 3 419 18.62 6.40 2.45 19.80 O P P O 0 Burnham Beeches Eastbound 79 4 0 83 409 39 6 454 21.13 7.55 3.46 22.64 O P P O 0 MC51 Pumpkin Hill, 0 Burnham Beeches Northwestbound 98 7 0 105 272 23 2 297 12.79 4.13 2.00 13.54 O P P O MC51 Pumpkin Hill, 1 Burnham Beeches Southeastbound 90 5 0 95 105 11 2 118 1.52 2.12 2.00 2.23 P P P P U-C North Pk Iver westbound 341 54 43 438 898 94 6 998 22.38 4.65 7.48 20.90 O P P O 0 U-C North Pk Iver eastbound 287 45 49 381 625 72 9 706 15.83 3.53 7.43 13.94 O P P O 0
LMVRv4_Client Review.docx
U-C Stewarts Dr Burnham U-CBeeches Stewarts Dr Burnham Southbound 23 2 0 25 66 5 0 71 6.45 1.60 0.00 6.64 P P P P 1 Beeches Northbound 157 8 0 165 336 28 0 364 11.40 4.71 0.00 12.24 O P P O 0 A41 Aston Clinton Rd Northwestbound 1,309 126 35 1,470 1,231 121 35 1,387 2.19 0.45 0.00 2.20 P P P P 1 A41 Aston Clinton Rd Southeastbound 1,096 105 36 1,237 1,562 132 24 1,718 12.78 2.48 2.19 12.51 O P P O 0 A41 Friarage Rd WBD Westbound 509 27 4 540 552 55 36 643 1.87 4.37 7.16 4.24 P P P O 1 A41 Tring Road Eastbound 763 20 23 806 691 66 17 774 2.67 7.01 1.34 1.14 P P P P 1 A41 Tring Road Westbound 724 32 23 779 526 59 31 616 7.92 4.00 1.54 6.17 O P P O 0 A413 County Farm Northwestbound 1,298 37 16 1,351 791 78 108 977 15.69 5.41 11.68 10.96 O P P O 0 A413 WaltonCounty Farm St Gyratory Southeastbound 894 25 14 933 748 69 56 873 5.10 6.42 7.10 2.00 O P P P 1 A413NBD Walton St Gyratory Northbound 2,192 62 30 2,284 698 69 134 901 39.30 0.86 11.48 34.66 O P O O 0 SBD Southbound 1,331 25 23 1,379 1,101 122 76 1,299 6.60 11.31 7.53 2.19 O P P P 1 A418 Rowsham Northbound 922 31 24 977 685 67 27 779 8.36 5.14 0.59 6.68 O P P O 0 B4443A418 Rowsham Lower Rd Stoke Southbound 653 24 18 695 682 60 39 781 1.12 5.55 3.93 3.17 P P P P 1 B4443Mand Lower Rd Stoke Northwestbound 1,038 52 11 1,101 512 49 42 603 18.89 0.42 6.02 17.06 O P P O 0 C176Mand Walton Rd Ayles Southeastbound 849 39 10 898 753 71 55 879 3.39 4.31 7.89 0.64 P P P P 1 C176Gyratory Walton Rd Ayles Northeastbound 443 6 6 455 133 10 2 145 18.27 1.41 2.00 17.90 O P P O 0 Gyratory Southwestbound 572 11 7 590 247 10 26 283 16.06 0.31 4.68 14.69 O P P O 0 Cold Harbour Way Ayles Southeastbound 863 37 6 906 527 49 14 590 12.75 1.83 2.53 11.55 O P P O 0 Cold Harbour Way Ayles Northwestbound 868 47 7 922 377 33 11 421 19.68 2.21 1.33 19.33 O P P O 0 Griffin Lane Bridge Southwestbound 729 24 5 758 439 40 7 486 12.00 2.83 0.82 10.91 O P P O 0 Griffin Lane Bridge Northeastbound 544 18 13 575 261 23 9 293 14.11 1.10 1.21 13.54 O P P O 0 U32 Bedgrove Southwestbound 535 14 6 555 189 15 0 204 18.19 0.26 3.46 18.02 O P P O 0 U32 Bedgrove Northeastbound 618 17 6 641 377 35 1 413 10.80 3.53 2.67 9.93 O P P O 0 Vale Park Drive Eastbound 763 20 23 806 427 36 16 479 13.77 3.02 1.59 12.90 O P P O 0 A5;Vale Potterspury Park Drive to Westbound 724 32 23 779 493 55 5 553 9.36 3.49 4.81 8.76 O P P O 0 A5;Paulerspury Potterspury to NB 521 82 22 625 880 87 31 998 13.56 0.54 1.75 13.09 O P P O 0 Paulerspury SB 878 138 22 1,038 633 59 30 722 8.91 7.96 1.57 10.65 O P P O 0 A5; A422 to A508 NB 2,209 347 49 2,605 2,782 303 62 3,147 11.47 2.44 1.75 10.11 O P P O 0 A5; A422 to A508 SB 1,089 171 55 1,315 2,119 206 51 2,376 25.72 2.55 0.55 24.70 O P P O 0 A5; A509 to A422 NB 2,850 448 64 3,362 3,793 353 33 4,179 16.36 4.75 4.45 13.31 O P P O 0 A5; A509 to A422 SB 1,625 255 57 1,937 2,891 249 32 3,172 26.64 0.38 3.75 24.44 O P P O 0 A5; A421 to A509 NB 2,051 322 76 2,449 2,688 302 28 3,018 13.09 1.13 6.66 10.88 O P P O 0 A5; A421 to A509 SB 1,737 273 46 2,056 2,889 285 27 3,201 23.95 0.72 3.14 22.33 O P P O 0 A5; A4146N to A421 SB 1,576 248 38 1,862 2,526 234 56 2,816 20.98 0.90 2.63 19.73 O P P O 0 A5; A4146S to A4146N NB 1,135 179 50 1,364 1,820 210 88 2,118 17.82 2.22 4.57 18.07 O P P O 0 A5; A4146S to A4146N SB 1,298 204 38 1,540 2,770 293 113 3,176 32.64 5.65 8.63 33.69 O P P O 0 A5; B4100 to A4146 NB 557 88 22 667 927 97 19 1,043 13.58 0.94 0.66 12.86 O P P O 0 A5; B4100 to A4146 SB 891 140 18 1,049 1,323 101 24 1,448 12.98 3.55 1.31 11.29 O P P O 0 A5; A4146 to B4100 NB 398 63 21 482 673 98 19 790 11.88 3.90 0.45 12.21 O P P O 0 A5; A4146 to B4100 SB 539 85 23 647 831 102 24 957 11.16 1.76 0.21 10.95 O P P O 0 A5; A5120 to A505 NB 571 90 34 695 2,329 276 48 2,653 46.17 13.75 2.19 47.86 O O P O 0 A5; A5120 to A505 SB 544 86 26 656 2,179 240 49 2,468 44.31 12.06 3.76 45.85 O O P O 0 A5; M1 to A505 NB 1,016 160 50 1,226 1,615 487 126 2,228 16.52 18.18 8.10 24.11 O O P O 0 A5; M1 to A505 SB 593 93 32 718 1,191 406 118 1,715 20.02 19.82 9.93 28.59 O O P O 0 M1; Jnc 14 to Jnc 15 NB 3,648 574 436 4,658 3,107 376 623 4,106 9.31 9.08 8.13 8.34 O O O O 0 M1; Jnc 14 to Jnc 15 SB 3,042 478 423 3,943 2,149 243 723 3,115 17.53 12.38 12.53 13.94 O O O O 0 M1; Jnc 13 to Jnc 14 NB 3,143 494 701 4,338 3,550 397 645 4,592 7.04 4.60 2.16 3.80 O P P P 1 M1; Jnc 13 to Jnc 14 SB 3,440 541 423 4,404 3,617 424 729 4,770 2.98 5.33 12.75 5.40 P O O P 1 M1; Jnc 12 to Jnc 13 NB 3,738 588 558 4,884 3,684 413 667 4,764 0.89 7.82 4.40 1.73 P O O P 1 M1; Jnc 12 to Jnc 13 SB 3,571 562 534 4,667 3,844 561 763 5,168 4.48 0.04 8.99 7.14 P P O O 0 M1; Jnc 11 to Jnc 12 NB 4,098 644 567 5,309 4,080 516 686 5,282 0.28 5.31 4.75 0.37 P O O P 1 M1; Jnc 11 to Jnc 12 SB 3,459 544 516 4,519 4,388 540 776 5,704 14.83 0.17 10.23 16.57 O P O O 0 M1; Jnc 10 to Jnc 11 NB 4,683 736 558 5,977 6,583 417 668 7,668 25.32 13.29 4.44 20.47 O O O O 0 M1; Jnc 10 to Jnc 11 SB 3,916 616 530 5,062 6,512 550 747 7,809 35.95 2.73 8.59 34.24 O P O O 0 M1; Jnc 9 to Jnc 10 NB 4,989 784 679 6,452 7,437 495 729 8,661 31.06 11.43 1.88 25.41 O O P O 0 M1; Jnc 9 to Jnc 10 SB 4,277 672 618 5,567 7,671 623 803 9,097 43.91 1.93 6.94 41.23 O P O O 0 M1; Jnc 8 to Jnc 9 NB 5,312 835 642 6,789 8,144 870 519 9,533 34.53 1.20 5.11 30.37 O P O O 0 M1; Jnc 8 to Jnc 9 SB 4,416 694 543 5,653 7,693 958 600 9,251 42.12 9.19 2.38 41.68 O O P O 0 M1; J7 to Jnc 6a NB 5,338 839 645 6,822 7,722 769 434 8,925 29.50 2.47 9.08 23.70 O P O O 0 M1; J7 to Jnc 6a SB 3,094 486 161 3,741 7,396 809 443 8,648 59.40 12.69 16.23 62.35 O O O O 0 M25; J20 to J21 Anticlockwise 3,612 568 330 4,510 4,904 429 207 5,540 19.80 6.23 7.51 14.53 O O O O 0 M25; J20 to J21 Clockwise 4,401 692 507 5,600 4,218 427 274 4,919 2.79 11.20 11.79 9.39 P O O O 0 M25; J19 to J20 Anticlockwise 3,964 623 398 4,985 4,643 491 301 5,435 10.35 5.59 5.19 6.23 O O P O 0 M25; J19 to J20 Clockwise 4,988 784 489 6,261 4,956 487 238 5,681 0.45 11.78 13.17 7.51 P O O O 0 M25; J18 to J19 Anticlockwise 4,846 762 431 6,039 6,374 626 318 7,318 20.40 5.16 5.84 15.65 O O O O 0 M25; J18 to J19 Clockwise 5,964 938 522 7,424 6,871 635 253 7,759 11.32 10.80 13.67 3.84 O O O P 1 M25; J17 to J18 Anticlockwise 4,335 682 482 5,499 5,341 512 294 6,147 14.46 6.96 9.54 8.49 O O O O 0 M25; J17 to J18 Clockwise 5,470 860 507 6,837 5,811 516 230 6,557 4.54 13.11 14.43 3.42 P O O P 1 M25; J16 to J17 Anticlockwise 4,199 660 359 5,218 5,706 539 321 6,566 21.41 4.94 2.06 17.56 O O P O 0 M25; J16 to J17 Clockwise 5,106 803 409 6,318 5,762 499 254 6,515 8.90 11.91 8.51 2.46 O O O P 1
LMVRv4_Client Review.docx
M25; J15 to J16 Anticlockwise 5,120 805 510 6,435 6,229 723 377 7,329 14.72 2.97 6.32 10.78 O P O O 0 M25; J15 to J16 Clockwise 5,560 874 535 6,969 6,234 659 419 7,312 8.78 7.77 5.31 4.06 O O O P 1 M25; J14 to J15 Anticlockwise 5,749 904 432 7,085 5,768 604 324 6,696 0.25 10.93 5.55 4.69 P O O P 1 M25; J14 to J15 Clockwise 5,338 839 559 6,736 6,319 644 404 7,367 12.85 7.16 7.06 7.51 O O O O 0 M40; within J1A EB 1,758 276 80 2,114 3,139 368 102 3,609 27.91 5.13 2.31 27.95 O P P O 0 M40; J1A exit slip EB 2,166 341 221 2,728 4,072 384 184 4,640 34.13 2.26 2.60 31.50 O P P O 0 M40; J2 to J3 EB 4,048 637 284 4,969 6,828 704 238 7,770 37.70 2.59 2.85 35.10 O P P O 0 M40; J2 to J3 WB 4,461 701 368 5,530 6,065 607 319 6,991 22.11 3.68 2.64 18.46 O P P O 0 A404; NB 1,787 281 62 2,130 1,396 137 71 1,604 9.80 9.96 1.10 12.17 O O P O 0 A404; within jcn SB 1,769 278 61 2,108 1,773 151 75 1,999 0.10 8.67 1.70 2.41 P O P P 1 A404; SB exit slip SB 227 36 8 271 572 42 6 620 17.26 0.96 0.76 16.53 O P P O 0 M40; Within J4 SB 1,910 300 231 2,441 3,654 445 168 4,267 33.06 7.51 4.46 31.53 O O P O 0 M40; Within J4 NB 2,220 349 246 2,815 2,940 324 262 3,526 14.17 1.36 1.00 12.63 O P P O 0 M40; Within J5 SB 2,652 417 253 3,322 4,065 431 189 4,685 24.38 0.68 4.31 21.54 O P P O 0 M40; Within J5 NB 3,135 493 258 3,886 3,532 383 291 4,206 6.88 5.26 1.99 5.03 P O P P 1 M40; Within J6 SB 2,621 412 211 3,244 4,111 440 189 4,740 25.68 1.36 1.56 23.68 O P P O 0 M40; Within J6 NB 2,926 460 240 3,626 3,229 353 296 3,878 5.46 5.31 3.42 4.11 P O P P 1 M40; J7 to J8 NB 2,861 450 291 3,602 3,064 356 310 3,730 3.73 4.68 1.10 2.11 P P P P 1 M40; J8 to J8a SB 1,695 266 178 2,139 1,297 43 116 1,456 10.29 17.94 5.11 16.11 O O P O 0 M40; J8 to J8a NB 2,078 327 211 2,616 1,443 161 175 1,779 15.13 10.63 2.59 17.86 O O P O 0 M40; Within J8a SB 1,557 245 181 1,983 992 43 116 1,151 15.83 16.83 5.33 21.02 O O P O 0 M40; Within J8a NB 1,926 303 165 2,394 1,443 161 175 1,779 11.77 9.32 0.77 13.46 O O P O 0 M40; J8a to J9 SB 1,834 288 175 2,297 1,107 48 117 1,272 18.96 18.52 4.80 24.26 O O P O 0 M40; J8a to J9 NB 2,617 412 197 3,226 1,528 163 176 1,867 23.92 14.69 1.54 26.93 O O P O 0 M40; J9 to J10 SB 2,964 466 345 3,775 1,217 89 190 1,496 38.21 22.63 9.48 44.39 O O O O 0 M40; J9 to J10 NB 3,457 544 418 4,419 1,936 178 176 2,290 29.29 19.26 14.04 36.76 O O O O 0 A34; B430 to M40 SB 2,155 339 243 2,737 1,435 148 177 1,760 16.99 12.24 4.55 20.60 O O P O 0 A34; B430 to M40 NB 2,166 341 307 2,814 1,735 159 108 2,002 9.76 11.51 13.81 16.55 O O O O 0 M4; J5 to J4b EB 4,451 700 324 5,475 8,028 778 167 8,973 45.28 2.87 10.02 41.16 O P O O 0 M4; J5 to J6 WB 4,637 729 244 5,610 5,669 569 212 6,450 14.38 6.28 2.12 10.82 O O P O 0 M4; J5 to J6 EB 4,058 638 254 4,950 6,547 595 141 7,283 34.18 1.73 8.04 29.83 O P O O 0 M4; J6 to J7 WB 4,358 685 260 5,303 4,560 465 247 5,272 3.03 9.17 0.82 0.43 P O P P 1 M4; J6 to J7 EB 3,948 621 251 4,820 5,518 501 148 6,167 22.82 5.07 7.29 18.17 O O O O 0 M4; J7 to J8 WB 4,658 733 304 5,695 5,410 502 251 6,163 10.60 9.30 3.18 6.08 O O P O 0 M4; J7 to J8 EB 4,092 643 315 5,050 5,405 500 157 6,062 19.05 5.98 10.28 13.58 O O O O 0 M4; J8/9 to J10 WB 4,466 702 215 5,383 4,728 488 252 5,468 3.86 8.77 2.42 1.15 P O P P 1 M4; J8/9 to J10 EB 4,181 657 249 5,087 4,586 466 143 5,195 6.12 8.06 7.57 1.51 O O O P 1 A404; A4130 to A308 NB 2,209 347 74 2,630 1,690 169 19 1,878 11.75 11.08 8.07 15.84 O O P O 0 A404; A4130 to A308 SB 2,026 319 53 2,398 2,336 212 19 2,567 6.64 6.57 5.67 3.39 O O P P 1 A43; A5 to A413 NB 1,494 235 155 1,884 2,166 222 201 2,589 15.71 0.86 3.45 14.91 O P P O 0 A43; A5 to A413 SB 1,174 185 123 1,482 2,577 251 168 2,996 32.40 4.47 3.73 32.00 O P P O 0 A43; A413 to B4525 NB 1,357 213 143 1,713 1,758 162 193 2,113 10.16 3.72 3.86 9.15 O P P O 0 A43; A413 to B4525 SB 952 150 112 1,214 1,948 187 159 2,294 26.16 2.85 4.04 25.79 O P P O 0 A43; A413 to B4525 NB 1,294 203 149 1,646 1,467 147 131 1,745 4.66 4.23 1.52 2.40 P P P P 1 A43; A413 to B4525 SB 1,134 178 122 1,434 1,951 178 137 2,266 20.80 0.00 1.32 19.34 O P P O 0 A43; N of Brackley NB 1,203 189 139 1,531 928 95 96 1,119 8.42 7.89 3.97 11.32 O P P O 0 A43; N of Brackley SB 1,002 158 111 1,271 1,160 68 95 1,323 4.81 8.47 1.58 1.44 O P P P 1 A43; A422W to A422E NB 1,227 193 137 1,557 964 107 122 1,193 7.95 7.02 1.32 9.82 O P P O 0 A43; A422W to A422E SB 1,091 172 121 1,384 1,292 81 115 1,488 5.82 8.09 0.55 2.74 O P P P 1 A43; A421 to A422 NB 1,374 216 141 1,731 1,226 123 89 1,438 4.10 7.14 4.85 7.36 P P P O 0 20120002A43; A421 toA413.Unc A422 SB 948 149 109 1,206 1,095 67 88 1,250 4.60 7.89 2.12 1.26 O P P P 1 Aylesbury, Buckingham Rd j w Prince Rupert 0 20120002Drive A413.Unc Southbound 389 38 21 448 581 58 56 695 8.72 2.89 5.64 10.33 O P P O Aylesbury, Buckingham Rd j w Prince Rupert 0 20110034Drive Northbound 601 52 7 660 399 41 96 536 9.03 1.61 12.40 5.07 O P P O A418.C171.Unc Aylesbury, Oxford Rd j w 0 20110034Coldharbour Wy.Pearson Eastbound 1,106 130 18 1,254 784 72 24 880 10.47 5.77 1.31 11.45 O P P O A418.C171.Unc Aylesbury, Oxford Rd j w 1 20120052Coldharbour A40.A4010 Wy.Pearson Westbound 906 83 12 1,001 911 88 27 1,026 0.17 0.54 3.40 0.79 P P P P West Wycombe, Pedestal 1 20120052Rbt A40.A4010 Westbound 970 104 12 1,086 1,060 106 41 1,207 2.82 0.20 5.63 3.57 P P P P West Wycombe, Pedestal 0 20120104Rbt B482.Unc Eastbound 851 102 15 968 1,035 108 43 1,186 5.99 0.59 5.20 6.64 O P P O Booker, Marlow Rd j w 0 20120104Clay Ln B482.Unc Southbound 392 25 3 420 264 24 5 293 7.07 0.20 1.00 6.73 O P P O Booker, Marlow Rd j w 0 Clay Ln Northbound 341 31 2 374 579 52 8 639 11.10 3.26 2.68 11.77 O P P O
LMVRv4_Client Review.docx
20120071 A4010.Unc High Wycombe, John Hall 0 Way j w Crest Rd Westbound 939 88 23 1,050 1,083 100 43 1,226 4.53 1.24 3.48 5.22 O P P O 20120071 A4010.Unc High Wycombe, John Hall 1 20120077Way j w Crest C100.U814 Rd Eastbound 1,344 101 23 1,468 1,327 135 45 1,507 0.47 3.13 3.77 1.01 P P P P High Wycombe, Marlow 1 20120077Rd j w Cressex C100.U814 Rd Northbound 495 77 12 584 559 57 13 629 2.79 2.44 0.28 1.83 P P P P High Wycombe, Marlow 1 20120072Rd j w Cressex A404.Unc Rd High Southbound 706 57 6 769 690 72 18 780 0.61 1.87 3.46 0.40 P P P P Wycombe, Marlow Hill j w Handy X Sports Centre 0 20120072Acc A404.Unc High Northbound 952 64 7 1,023 1,143 110 40 1,293 5.90 4.93 6.81 7.93 O P P O Wycombe, Marlow Hill j w Handy X Sports Centre 1 Acc Southbound 1,126 74 22 1,222 1,162 96 56 1,314 1.06 2.39 5.44 2.58 P P P P 20120021 A404.C102 High Wycombe, Marlow 1 Hill j w Daws Hill Ln Westbound 505 58 2 565 541 46 10 597 1.57 1.66 3.27 1.33 P P P P 20120021 A404.C102 High Wycombe, Marlow 1 20120068Hill j w Daws A40.U131 Hill Ln Eastbound 628 57 4 689 551 51 11 613 3.17 0.82 2.56 2.98 P P P P High Wycombe, London 0 20120068Rd j w Cock A40.U131 Ln Eastbound 892 73 10 975 623 66 16 705 9.77 0.84 1.66 9.32 O P P O High Wycombe, London 0 20120063Rd j w Cock C96.Unc Ln Four Westbound 1,247 151 19 1,417 856 82 14 952 12.06 6.39 1.23 13.51 O P P O Ashes, Four Ashes Rd j w 0 20120063Kingshill Rd.North C96.Unc Rd Four Northbound 545 46 4 595 276 24 6 306 13.28 3.72 0.89 13.62 O P P O Ashes, Four Ashes Rd j w 1 20120062Kingshill Rd.North A4128.C77 Rd Southbound 348 58 1 407 353 33 10 396 0.27 3.71 3.84 0.55 P P P P Hughenden, Valley Rd j w 0 20120062Cryers Hill A4128.C77Rd Northbound 864 62 14 940 584 56 41 681 10.41 0.78 5.15 9.10 O P P O Hughenden, Valley Rd j w 0 20120090Cryers Hill Rd Southbound 469 52 11 532 546 53 59 658 3.42 0.14 8.11 5.17 P P P O A355.A404.A413 Amersham, Amersham 1 Bypass-London Rd E j w 20120090London Rd W-Stanley Hill Westbound 937 82 13 1,032 1,014 102 50 1,166 2.47 2.09 6.59 4.04 P P P P A355.A404.A413 Amersham, Amersham 0 Bypass-London Rd E j w 20110030London Rd MC43.MC44W-Stanley Hill Eastbound 621 49 5 675 1,069 88 45 1,202 15.41 4.71 8.00 17.20 O P P O Hyde Heath, Weedon Hill.Fullers Hill j w 0 20110030Copperkins MC43.MC44 Ln Westbound 235 32 2 269 359 38 12 409 7.20 1.01 3.78 7.60 O P P O Hyde Heath, Weedon Hill.Fullers Hill j w 0 20120106Copperkins A40.B4440 Ln Eastbound 83 8 0 91 290 61 12 363 15.16 9.02 4.90 18.05 O P P O Beaconsfield, London Rd.White Hill j w 0 20120106Wooburn Grn A40.B4440 Ln Eastbound 416 29 7 452 245 23 6 274 9.41 1.18 0.39 9.34 O P P O Beaconsfield, London Rd.White Hill j w 0 20120106Wooburn Grn A40.B4440 Ln Westbound 606 52 12 670 442 40 5 487 7.16 1.77 2.40 7.61 O P P O Beaconsfield, London Rd.White Hill j w 1 20120106Wooburn Grn A40.B4440 Ln Northbound 473 25 7 505 480 57 10 547 0.32 5.00 1.03 1.83 P P P P Beaconsfield, London Rd.White Hill j w 1 20120091Wooburn Grn A355.MC21 Ln Southbound 405 26 6 437 421 45 12 478 0.79 3.19 2.00 1.92 P P P P Beaconsfield, Amersham Rd j w Ledborough Ln- 1 20120091Longbottom A355.MC21 Ln Westbound 173 9 2 184 225 21 1 247 3.69 3.10 0.82 4.29 P P P P Beaconsfield, Amersham Rd j w Ledborough Ln- 1 20120091Longbottom A355.MC21 Ln Eastbound 219 20 1 240 213 20 1 234 0.41 0.00 0.00 0.39 P P P P Beaconsfield, Amersham Rd j w Ledborough Ln- 1 20120091Longbottom A355.MC21 Ln Southbound 656 71 11 738 738 79 59 876 3.11 0.92 8.11 4.86 P P P O Beaconsfield, Amersham Rd j w Ledborough Ln- 1 20110053Longbottom A40 Ln Northbound 676 81 13 770 643 67 96 806 1.29 1.63 11.24 1.28 P P P P Beaconsfield, London Rd 1 2011005390m W of Pyebush A40 Rbt Westbound 1,565 153 17 1,735 1,432 151 102 1,685 3.44 0.16 11.02 1.21 P P P P Beaconsfield, London Rd 0 90m W of Pyebush Rbt Eastbound 1,005 98 16 1,119 1,387 144 71 1,602 11.05 4.18 8.34 13.09 O P P O A413 London Road Northbound 542 31 19 592 232 20 69 321 15.76 2.18 7.54 12.68 O P P O 0 A413 London Road Southbound 551 24 15 590 339 29 44 412 10.05 0.97 5.34 7.95 O P P O 0
LMVRv4_Client Review.docx
A421 Bourton Eastbound 897 45 36 978 706 78 95 879 6.75 4.21 7.29 3.25 O P P P 1 A421 Bourton Westbound 824 28 35 887 481 55 100 636 13.43 4.19 7.91 9.10 O P P O 0 A422 Stratford Road Eastbound 709 48 29 786 596 52 28 676 4.42 0.57 0.19 4.07 O P P P 1 A422 Stratford Road Westbound 875 27 19 921 438 44 24 506 17.06 2.85 1.08 15.54 O P P O 0 A413 Towcester Road Northbound 218 16 6 240 243 26 6 275 1.65 2.18 0.00 2.18 P P P P 1 A413 Towcester Road Southbound 225 15 7 247 268 27 6 301 2.74 2.62 0.39 3.26 P P P P 1 A422 Brackley Road Eastbound 358 18 12 388 392 50 34 476 1.76 5.49 4.59 4.23 P P P P 1 A404A422 betweenBrackley A4155Road and Westbound 423 24 7 454 531 55 28 614 4.94 4.93 5.02 6.92 O P P O 0 A404A308 within A4155 SB 2,123 334 61 2,518 2,423 208 92 2,723 6.29 7.65 3.54 4.00 P O P P 1 junction NB 1,502 236 60 1,798 1,105 107 67 1,279 11.00 9.85 0.88 13.23 O O P O 0 A404 exit for A4155 NB 673 106 25 804 635 66 17 718 1.49 4.31 1.75 3.12 P P P P 1 M40; within J2 SB 3,085 485 358 3,928 6,142 638 221 7,001 45.01 6.46 8.05 41.57 O O O O 0 Percentage satisfying criteria: Percentage satisfying criteria: 65% 32% 32% 86% 90% 30% 33%
The following tables demonstrate the link flow calibration after matrix estimation.
Link Flows Calibration Post Matrix Estimation – AM Peak Hour
AM peak GEH or Observed Modelled GEH "Criteria 1" Criteria "1"(1=meets Location Direction Car LGV HGV Total Car LGV HGV Total Car LGV HGV Total Car LGV HGV Total at least one) A413 Buckingham Ring Road Southbound 571 90 53 714 522 75 42 639 2.10 1.65 1.60 2.88 P P P P 1 A413 Buckingham Ring Road Northbound 674 106 51 831 597 72 41 710 3.05 3.60 1.47 4.36 P P P P 1 A413 Maids Moreton Southbound 126 14 7 147 101 17 8 126 2.35 0.76 0.37 1.80 P P P P 1 A413 Maids Moreton Northbound 108 10 5 123 114 20 4 138 0.57 2.58 0.47 1.31 P P P P 1 A413 Padbury Northbound 435 68 48 551 443 60 32 535 0.38 1.00 2.53 0.69 P P P P 1 A413 Padbury Southbound 292 46 63 401 279 34 55 368 0.77 1.90 1.04 1.68 P P P P 1 A413 Whitchurch Northbound 348 55 45 448 330 49 36 415 0.98 0.83 1.41 1.59 P P P P 1 A413 Whitchurch Southbound 514 81 46 641 463 59 53 575 2.31 2.63 0.99 2.68 P P P P 1 A418 Leighton Road Wing Southwestbound 695 109 108 912 568 70 86 724 5.05 4.12 2.23 6.57 O P P O 0 A418 Leighton Road Wing Northeastbound 691 109 92 892 601 79 68 748 3.54 3.09 2.68 5.03 P P P O 0 A421 Tingewick Bypass Westbound 647 102 113 862 592 90 82 764 2.21 1.22 3.14 3.44 P P P P 1 A421 Tingewick Bypass Eastbound 637 100 90 827 667 102 89 858 1.17 0.20 0.11 1.07 P P P P 1 A421 Whaddon Bottledump Westbound 716 121 63 900 778 107 59 944 2.27 1.31 0.51 1.45 P P P P 1 A421 Whaddon Bottledump Eastbound 1,090 87 52 1,229 1,215 100 59 1,374 3.68 1.34 0.94 4.02 P P P P 1 A422 Thornton Northeastbound 760 103 22 885 701 78 26 805 2.18 2.63 0.82 2.75 P P P P 1 A422 Thornton Southwestbound 513 76 14 603 602 57 14 673 3.77 2.33 0.00 2.77 P P P P 1 A422 Turweston Westbound 365 54 4 423 366 45 6 417 0.05 1.28 0.89 0.29 P P P P 1 A422 Turweston Eastbound 359 46 8 413 423 47 40 510 3.24 0.15 6.53 4.52 P P P P 1 A4146 Fenny Stratford Bypass Northeastbound 719 113 86 918 515 88 31 634 8.21 2.49 7.19 10.20 O P P O 0 A4146 Fenny Stratford Bypass Southwestbound 686 108 136 930 625 121 74 820 2.38 1.21 6.05 3.72 P P P P 1 A4146 Hemel Road, Dagnall Northbound 166 25 17 208 294 43 46 383 8.44 3.09 5.17 10.18 O P P O 0 A4146 Hemel Road, Dagnall Southbound 650 65 30 745 710 77 66 853 2.30 1.42 5.20 3.82 P P P P 1 A4146 Northall Southeastbound 517 52 34 603 499 52 70 621 0.80 0.00 4.99 0.73 P P P P 1 A4146 Northall Northwestbound 205 39 20 264 322 43 46 411 7.21 0.62 4.53 8.00 O P P O 0 A4146 Northern Link Northeastbound 975 153 94 1,222 681 96 29 806 10.22 5.11 8.29 13.06 O P P O 0 A4146 Northern Link Southwestbound 668 105 120 893 609 117 67 793 2.33 1.14 5.48 3.44 P P P P 1 A4146 Stoke Hammond By N Northwestbound 1,074 169 114 1,357 1,025 158 74 1,257 1.51 0.86 4.13 2.77 P P P P 1 A4146 Stoke Hammond By N Southeastbound 731 115 147 993 718 125 92 935 0.48 0.91 5.03 1.87 P P P P 1 A4146 Stoke Hammond By S Northwestbound 856 135 103 1,094 770 128 80 978 3.02 0.61 2.40 3.60 P P P P 1 A4146 Stoke Hammond By S Southeastbound 835 131 143 1,109 628 103 77 808 7.65 2.59 6.29 9.72 O P P O 0 B488 Grove Northbound 272 35 11 318 217 54 2 273 3.52 2.85 3.53 2.62 P P P P 1 B488 Grove Southbound 336 28 8 372 308 49 11 368 1.56 3.38 0.97 0.21 P P P P 1 B488 Upper Icknield Way Southwestbound 567 74 22 663 580 91 27 698 0.54 1.87 1.01 1.34 P P P P 1 B488 Upper Icknield Way Northeastbound 295 25 7 327 358 58 13 429 3.49 5.12 1.90 5.25 P P P O 0 B489 Drayton Beauchamp Southwestbound 231 36 21 288 184 22 18 224 3.26 2.60 0.68 4.00 P P P P 1 B489 Drayton Beauchamp Northeastbound 148 23 25 196 128 17 32 177 1.70 1.34 1.31 1.39 P P P P 1 B489 East of Travellers Rest Northeastbound 319 27 8 354 352 42 12 406 1.80 2.55 1.26 2.67 P P P P 1 B489 East of Travellers Rest Southwestbound 311 40 12 363 426 51 22 499 5.99 1.63 2.43 6.55 O P P O 0 B489 West of Travellers Rest Northeastbound 319 50 34 403 362 48 23 433 2.33 0.29 2.06 1.47 P P P P 1 B489 West of Travellers Rest Southwestbound 364 57 75 496 377 51 36 464 0.68 0.82 5.24 1.46 P P P P 1 B4009 Tring Hill Southeastbound 686 43 29 758 679 55 21 755 0.27 1.71 1.60 0.11 P P P P 1 B4009 Tring Hill Northwestbound 608 85 20 713 534 76 30 640 3.10 1.00 2.00 2.81 P P P P 1 B4032 Liscombe Pk Soulbury Eastbound 132 16 0 148 86 9 0 95 4.41 1.98 0.00 4.81 P P P P 1 B4032 Liscombe Pk Soulbury Westbound 109 20 1 130 100 16 1 117 0.88 0.94 0.00 1.17 P P P P 1 B4032 Swanbourne Westbound 263 41 24 328 282 38 16 336 1.15 0.48 1.79 0.44 P P P P 1 B4032 Swanbourne Eastbound 288 45 21 354 269 39 12 320 1.14 0.93 2.22 1.85 P P P P 1
LMVRv4_Client Review.docx
B4506 Dunstable Road, Dagnall Northbound 129 17 2 148 127 18 6 151 0.18 0.24 2.00 0.25 P P P P 1 B4506 Dunstable Road, Dagnall Southbound 297 35 12 344 386 51 16 453 4.82 2.44 1.07 5.46 P P P O 0 B4506 Ringhsall Rd Dagnall Northbound 115 18 7 140 104 15 9 128 1.05 0.74 0.71 1.04 P P P P 1 B4506 Ringhsall Rd Dagnall Southbound 231 36 23 290 218 32 29 279 0.87 0.69 1.18 0.65 P P P P 1 C9 Newton Longville Southeastbound 75 12 10 97 95 15 14 124 2.17 0.82 1.15 2.57 P P P P 1 C9 Newton Longville Northwestbound 60 9 10 79 124 16 12 152 6.67 1.98 0.60 6.79 P P P P 1 C20 Soulbury Northeastbound 74 12 6 92 68 16 5 89 0.71 1.07 0.43 0.32 P P P P 1 C20 Soulbury Southwestbound 47 7 7 61 58 6 16 80 1.52 0.39 2.65 2.26 P P P P 1 C76 Cheddington Southeastbound 138 22 9 169 211 42 15 268 5.53 3.54 1.73 6.70 P P P P 1 C76 Cheddington Northwestbound 146 23 9 178 171 30 32 233 1.99 1.36 5.08 3.84 P P P P 1 C162 Stoke Hammond Southbound 138 18 1 157 123 12 0 135 1.31 1.55 1.41 1.82 P P P P 1 C162 Stoke Hammond Northbound 167 19 7 193 140 14 6 160 2.18 1.23 0.39 2.48 P P P P 1 A41 Aston Clinton Bypass towards Aylesbury 580 91 112 783 634 90 86 810 2.19 0.11 2.61 0.96 P P P P 1 A41 Aston Clinton Bypass from Aylesbury 664 104 116 884 829 111 94 1,034 6.04 0.68 2.15 4.84 O P P O 1 A41 Berryfields Southeastbound 1,140 77 65 1,282 938 82 56 1,076 6.27 0.56 1.16 6.00 O P P O 0 A41 Berryfields Northwestbound 648 58 55 761 596 60 70 726 2.09 0.26 1.90 1.28 P P P P 1 A41 Bicester Road Westbound 723 114 159 996 769 103 132 1,004 1.68 1.06 2.24 0.25 P P P P 1 A41 Bicester Road Eastbound 1,065 167 173 1,405 959 139 110 1,208 3.33 2.26 5.30 5.45 P P P P 1 A41 Gallows Bridge Eastbound 459 72 94 625 394 64 68 526 3.15 0.97 2.89 4.13 P P P P 1 A41 Gallows Bridge Westbound 374 59 87 520 286 45 78 409 4.84 1.94 0.99 5.15 P P P O 0 A41 Waddesdon Xrds Eastbound 676 106 117 899 614 76 56 746 2.44 3.14 6.56 5.33 P P P O 0 A41 Waddesdon Xrds Westbound 535 84 97 716 486 59 70 615 2.17 2.96 2.95 3.92 P P P P 1 A355 Gore Hill Amersham Northbound 721 113 71 905 654 92 43 789 2.56 2.07 3.71 3.99 P P P P 1 A355 Gore Hill Amersham Southbound 801 126 78 1,005 734 94 52 880 2.42 3.05 3.22 4.07 P P P P 1 A413 Amersham Bypass Eastbound 1,510 83 39 1,632 1,323 111 57 1,491 4.97 2.84 2.60 3.57 P P P P 1 A413 Amersham Bypass Westbound 750 71 56 877 720 71 56 847 1.11 0.00 0.00 1.02 P P P P 1 A413 Pipers Wood Westbound 633 70 23 726 568 54 21 643 2.65 2.03 0.43 3.17 P P P P 1 A413 Pipers Wood Eastbound 1,331 134 32 1,497 1,081 105 26 1,212 7.20 2.65 1.11 7.74 O P P O 0 A416 Amersham Rd, Chesham Southbound 603 95 97 795 616 91 76 783 0.53 0.41 2.26 0.43 P P P P 1 A416 Amersham Rd, Chesham Northbound 450 71 78 599 478 68 64 610 1.30 0.36 1.66 0.45 P P P P 1 A416 Ashley Green Northbound 666 79 18 763 575 70 17 662 3.65 1.04 0.24 3.78 P P P P 1 A416 Ashley Green Southbound 728 112 34 874 617 94 36 747 4.28 1.77 0.34 4.46 O P P P 1 A416 Berkhampstead Rd Chesham Southbound 531 83 90 704 523 78 68 669 0.35 0.56 2.48 1.34 P P P P 1 A416 Berkhampstead Rd Chesham Northbound 485 76 60 621 472 67 45 584 0.59 1.06 2.07 1.51 P P P P 1 A416 St Marys Way Chesham Southbound 1,204 152 68 1,424 1,160 151 90 1,401 1.28 0.08 2.48 0.61 P P P P 1 A416 St Marys Way Chesham Northbound 1,360 159 61 1,580 1,213 143 74 1,430 4.10 1.30 1.58 3.87 P P P P 1 A418 Aylesbury Rd, Haddenham Southwestbound 711 112 51 874 576 88 44 708 5.32 2.40 1.02 5.90 O P P O 0 A418 Aylesbury Rd, Haddenham Northeastbound 619 97 69 785 607 92 48 747 0.48 0.51 2.75 1.37 P P P P 1 A4010 Goat Farm Southbound 755 117 22 894 717 89 19 825 1.40 2.76 0.66 2.35 P P P P 1 A4010 Goat Farm Northbound 695 48 13 756 687 47 15 749 0.30 0.15 0.53 0.26 P P P P 1 A4129 Kingsey Eastbound 428 53 14 495 329 48 20 397 5.09 0.70 1.46 4.64 P P P P 1 A4129 Kingsey Westbound 306 34 9 349 300 36 18 354 0.34 0.34 2.45 0.27 P P P P 1 B485 Hyde End Eastbound 354 56 33 443 396 57 28 481 2.17 0.13 0.91 1.77 P P P P 1 B485 Hyde End Westbound 244 38 35 317 281 43 31 355 2.28 0.79 0.70 2.07 P P P P 1 B4009 Halton Southwestbound 642 101 60 803 558 80 37 675 3.43 2.21 3.30 4.71 P P P O 1 B4009 Halton Northeastbound 456 72 44 572 529 69 34 632 3.29 0.36 1.60 2.45 P P P P 1 B4011 Boarstall Southbound 219 41 13 273 290 28 16 334 4.45 2.21 0.79 3.50 P P P P 1 B4011 Boarstall Northbound 136 20 3 159 189 27 5 221 4.16 1.44 1.00 4.50 P P P P 1 B4011 Thame Road Long Crendon Southeastbound 656 103 77 836 637 81 60 778 0.75 2.29 2.05 2.04 P P P P 1 B4011 Thame Road Long Crendon Northwestbound 466 73 59 598 484 62 47 593 0.83 1.34 1.65 0.20 P P P P 1 B4505 Orchard Leigh Westbound 282 45 12 339 327 55 11 393 2.58 1.41 0.29 2.82 P P P P 1 B4505 Orchard Leigh Eastbound 386 51 10 447 515 74 9 598 6.08 2.91 0.32 6.61 O P P O 0 C70 Lower Rd Haddenham Westbound 385 49 4 438 373 40 20 433 0.62 1.35 4.62 0.24 P P P P 1 C70 Lower Rd Haddenham Eastbound 166 19 7 192 176 15 5 196 0.76 0.97 0.82 0.29 P P P P 1 C141 Aston Clinton Eastbound 134 21 14 169 143 22 14 179 0.76 0.22 0.00 0.76 P P P P 1 C141 Aston Clinton Westbound 142 22 18 182 186 25 18 229 3.44 0.62 0.00 3.28 P P P P 1 C142 Weston Turville Northeastbound 335 53 29 417 209 33 22 264 7.64 3.05 1.39 8.29 O P P O 0 C142 Weston Turville Southwestbound 398 63 36 497 312 47 26 385 4.56 2.16 1.80 5.33 P P P O 0 U21 Fowler Road Southeastbound 288 25 5 318 300 27 5 332 0.70 0.39 0.00 0.78 P P P P 1 U21 Fowler Road Northwestbound 297 17 4 318 293 18 4 315 0.23 0.24 0.00 0.17 P P P P 1 A40 Abbey Way High Wycombe Northbound 660 104 92 856 584 90 64 738 3.05 1.42 3.17 4.18 P P P P 1 A40 Abbey Way High Wycombe Southbound 880 138 59 1,077 1,003 136 55 1,194 4.01 0.17 0.53 3.47 P P P P 1 A40 Aston Hill Stokenchurch Northwestbound 188 20 8 216 61 3 2 66 11.38 5.01 2.68 12.63 O P P O 0 A40 Aston Hill Stokenchurch Southeastbound 322 52 17 391 209 25 2 236 6.93 4.35 4.87 8.75 O P P O 0 A40 Beaconsfield W of Burkes Rd eastbound 863 136 62 1,061 978 122 55 1,155 3.79 1.23 0.92 2.82 P P P P 1 A40 Beaconsfield W of Burkes Rd westbound 618 97 57 772 553 84 46 683 2.69 1.37 1.53 3.30 P P P P 1 A40 London Rd High Wycombe Westbound 805 127 93 1,025 697 97 34 828 3.94 2.83 7.40 6.47 P P P O 0 A40 London Rd High Wycombe Eastbound 594 93 73 760 498 74 36 608 4.11 2.08 5.01 5.81 P P P O 0 A40 Wycombe Rd Stokenchurch westbound 434 33 14 481 364 31 11 406 3.50 0.35 0.85 3.56 P P P P 1 A40 Wycombe Rd Stokenchurch eastbound 274 58 20 352 332 58 18 408 3.33 0.00 0.46 2.87 P P P P 1
LMVRv4_Client Review.docx
A404 Hazlemere Northeastbound 813 74 39 926 897 85 41 1,023 2.87 1.23 0.32 3.11 P P P P 1 A404 Hazlemere Southwestbound 832 81 36 949 746 73 31 850 3.06 0.91 0.86 3.30 P P P P 1 A404 Whielden Ln Amersham Northeastbound 723 114 63 900 806 101 50 957 3.00 1.25 1.73 1.87 P P P P 1 A404 Whielden Ln Amersham Southwestbound 602 95 68 765 492 64 49 605 4.70 3.48 2.48 6.11 O P P O 0 A413 Wendover Bypass Southeastbound 743 95 23 861 665 81 23 769 2.94 1.49 0.00 3.22 P P P P 1 A413 Wendover Bypass Northwestbound 560 48 15 623 528 38 16 582 1.37 1.52 0.25 1.67 P P P P 1 A4010 Bradenham Southbound 505 79 48 632 555 75 37 667 2.17 0.46 1.69 1.37 P P P P 1 A4010 Bradenham Northbound 542 85 56 683 529 78 43 650 0.56 0.78 1.85 1.28 P P P P 1 A4094 Cookham Bridge Southbound 599 62 17 678 664 74 0 738 2.59 1.46 5.83 2.25 P P P P 1 A4094 Cookham Bridge Northbound 585 55 16 656 573 57 0 630 0.50 0.27 5.66 1.03 P P P P 1 A4094 Town Ln Cores End southwestbound 680 71 18 769 488 41 8 537 7.95 4.01 2.77 9.08 O P P O 0 A4094 Town Ln Cores End northeastbound 675 69 25 769 389 25 11 425 12.40 6.42 3.30 14.08 O P P O 0 A4128 Archway High Wycombe Southbound 582 91 35 708 752 109 33 894 6.58 1.80 0.34 6.57 O P P O 0 A4128 Archway High Wycombe Northbound 304 48 42 394 365 52 38 455 3.34 0.57 0.63 2.96 P P P P 1 A4128 Cryers Hill Northbound 416 44 15 475 389 42 20 451 1.35 0.30 1.20 1.12 P P P P 1 A4128 Cryers Hill Southbound 588 68 15 671 588 67 18 673 0.00 0.12 0.74 0.08 P P P P 1 A4155 Little Marlow Westbound 970 153 59 1,182 822 115 29 966 4.94 3.28 4.52 6.59 O P P O 0 A4155 Little Marlow Eastbound 765 120 76 961 776 91 31 898 0.40 2.82 6.15 2.07 P P P P 1 A4155 Medmenham Westbound 323 29 8 360 284 26 40 350 2.24 0.57 6.53 0.53 P P P P 1 A4155 Medmenham Eastbound 357 28 17 402 354 33 26 413 0.16 0.91 1.94 0.54 P P P P 1 B482 Cadmore End Southeastbound 338 41 11 390 249 30 8 287 5.20 1.85 0.97 5.60 P P P O 0 B482 Cadmore End Northwestbound 140 26 8 174 118 20 5 143 1.94 1.25 1.18 2.46 P P P P 1 B4009 Great Kimble Northeastbound 251 39 28 318 312 48 19 379 3.64 1.36 1.86 3.27 P P P P 1 B4009 Great Kimble Southwestbound 384 60 41 485 319 48 0 367 3.47 1.63 9.06 5.72 P P P O 0 B4009 Pitch Grn Bledlow Southwestbound 256 46 12 314 242 49 8 299 0.89 0.44 1.26 0.86 P P P P 1 B4009 Pitch Grn Bledlow Northeastbound 289 26 13 328 343 32 8 383 3.04 1.11 1.54 2.92 P P P P 1 C86 New Rd Walters Ash Southeastbound 235 42 3 280 221 37 3 261 0.93 0.80 0.00 1.16 P P P P 1 C86 New Rd Walters Ash Northwestbound 431 40 5 476 302 28 4 334 6.74 2.06 0.47 7.06 O P P O 0 C99 Park Ln Lane End westbound 172 31 2 205 148 23 2 173 1.90 1.54 0.00 2.33 P P P P 1 C99 Park Ln Lane End Eastbound 211 20 3 234 170 15 1 186 2.97 1.20 1.41 3.31 P P P P 1 C177 Ellesborough Rd Wendover Westbound 296 53 4 353 172 30 0 202 8.11 3.57 2.83 9.06 O P P O 0 C177 Ellesborough Rd Wendover Eastbound 208 19 3 230 214 20 0 234 0.41 0.23 2.45 0.26 P P P P 1 A4 Burnham Eastbound 527 83 53 663 838 117 55 1,010 11.90 3.40 0.27 12.00 O P P O 0 A4 Burnham Westbound 479 75 80 634 533 72 56 661 2.40 0.35 2.91 1.06 P P P P 1 A40 Oxford Rd E of Potkiln Ln Westbound 526 70 16 612 462 64 23 549 2.88 0.73 1.59 2.61 P P P P 1 A40 Oxford Rd E of Potkiln Ln Eastbound 662 80 28 770 504 56 28 588 6.54 2.91 0.00 6.98 O P P O 0 A40 Tatling End Westbound 534 84 66 684 495 85 55 635 1.72 0.11 1.41 1.91 P P P P 1 A40 Tatling End Eastbound 452 71 46 569 566 115 50 731 5.05 4.56 0.58 6.35 O P P O 0 A355 Amersham Rd Beaconsfield Southbound 838 132 67 1,037 927 112 46 1,085 3.00 1.81 2.79 1.47 P P P P 1 A355 Amersham Rd Beaconsfield Northbound 798 126 77 1,001 647 83 47 777 5.62 4.21 3.81 7.51 O P P O 0 A355 Farnham Common Northbound 405 64 67 536 206 30 49 285 11.39 4.96 2.36 12.39 O P P O 0 A355 Farnham Common Southbound 556 87 63 706 344 47 41 432 9.99 4.89 3.05 11.49 O P P O 0 A355 Farnham Royal Northbound 673 106 46 825 496 90 49 635 7.32 1.62 0.44 7.03 O P P O 0 A355 Farnham Royal Southbound 437 69 62 568 636 92 59 787 8.59 2.56 0.39 8.41 O P P O 0 A404 Chenies Southeastbound 437 52 20 509 650 76 30 756 9.14 3.00 2.00 9.82 O P P O 0 A404 Chenies Northwestbound 520 84 17 621 530 78 19 627 0.44 0.67 0.47 0.24 P P P P 1 A404 White Lion Rd Amerham Southeastbound 738 116 71 925 653 84 58 795 3.22 3.20 1.62 4.43 P P P P 1 A404 White Lion Rd Amerham Northwestbound 629 99 69 797 661 97 58 816 1.26 0.20 1.38 0.67 P P P P 1 A412 Denham Green Northbound 596 52 12 660 628 73 11 712 1.29 2.66 0.29 1.99 P P P P 1 A412 Denham Green Southbound 417 91 39 547 462 93 30 585 2.15 0.21 1.53 1.60 P P P P 1 A412 George Green Southbound 1,035 121 47 1,203 1,079 170 101 1,350 1.35 4.06 6.28 4.11 P P P P 1 A412 George Green Northbound 890 126 62 1,078 1,036 138 93 1,267 4.70 1.04 3.52 5.52 O P P O 0 A412 Iver Heath Southwestbound 540 85 66 691 536 110 109 755 0.17 2.53 4.60 2.38 P P P P 1 A412 Iver Heath Northeastbound 622 98 90 810 717 109 87 913 3.67 1.08 0.32 3.51 P P P P 1 A413 Chalfont St Giles Northbound 524 82 56 662 417 55 43 515 4.93 3.26 1.85 6.06 O P P O 0 A413 Chalfont St Giles Southbound 869 137 72 1,078 593 88 50 731 10.21 4.62 2.82 11.54 O P P O 0 A413 Gerrards Cross Northwestbound 720 113 56 889 702 101 45 848 0.68 1.16 1.55 1.39 P P P P 1 A413 Gerrards Cross Southeastbound 1,150 181 80 1,411 1,138 188 60 1,386 0.35 0.52 2.39 0.67 P P P P 1 A4007 Slough Rd Iver Heath Westbound 315 50 43 408 444 69 33 546 6.62 2.46 1.62 6.32 O P P O 0 A4007 Slough Rd Iver Heath Eastbound 597 94 60 751 654 103 46 803 2.28 0.91 1.92 1.87 P P P P 1 A4020 New Denham Southeastbound 1,031 162 59 1,252 1,031 151 58 1,240 0.00 0.88 0.13 0.34 P P P P 1 A4020 New Denham Northwestbound 447 70 80 597 540 80 86 706 4.19 1.15 0.66 4.27 P P P O 1 B416 Stoke Green Crematorium Southbound 422 66 26 514 511 69 25 605 4.12 0.37 0.20 3.85 P P P P 1 B416 Stoke Green Crematorium Northbound 296 47 31 374 489 68 28 585 9.74 2.77 0.55 9.64 O P P O 0 B470 High St Iver Eastbound 661 104 63 828 444 62 36 542 9.23 4.61 3.84 10.93 O P P O 0 B470 High St Iver Westbound 452 71 53 576 352 46 32 430 4.99 3.27 3.22 6.51 O P P O 0 B470 Iver Ln Southwestbound 273 43 38 354 262 45 32 339 0.67 0.30 1.01 0.81 P P P P 1 B470 Iver Ln Northeastbound 543 85 36 664 388 43 35 466 7.18 5.25 0.17 8.33 O P P O 0 B470 Shredding Green Southwestbound 453 71 36 560 328 40 29 397 6.33 4.16 1.23 7.45 O P P O 0 B470 Shredding Green Northeastbound 387 61 31 479 345 46 21 412 2.20 2.05 1.96 3.17 P P P P 1
LMVRv4_Client Review.docx
B474 Knotty Green Northbound 268 33 9 310 263 35 11 309 0.31 0.34 0.63 0.06 P P P P 1 B474 Knotty Green Southbound 590 108 32 730 697 108 30 835 4.22 0.00 0.36 3.75 O P P P 1 B474 Station Rd Beaconsfield Southbound 525 83 38 646 481 70 35 586 1.96 1.49 0.50 2.42 P P P P 1 B474 Station Rd Beaconsfield Northbound 367 58 55 480 237 30 40 307 7.48 4.22 2.18 8.72 O P P O 0 B3026 Dorney Common Southeastbound 371 45 12 428 275 43 12 330 5.34 0.30 0.00 5.03 P P P P 1 B3026 Dorney Common Northwestbound 209 38 11 258 205 31 10 246 0.28 1.19 0.31 0.76 P P P P 1 MC8 Thorney Ln South Southbound 207 33 65 305 141 24 59 224 5.00 1.69 0.76 4.98 P P P P 1 MC51MC8 Thorney Hawthorn Ln SouthLn Burnham Northbound 307 48 51 406 345 60 44 449 2.10 1.63 1.02 2.08 P P P P 1 MC51Beeches Hawthorn Ln Burnham westbound 83 6 1 90 183 27 2 212 8.67 5.17 0.82 9.93 O P P O 0 MC51Beeches Pumpkin Hill, Burnham Eastbound 92 21 0 113 188 46 22 256 8.11 4.32 6.63 10.53 P P P O 0 MC51Beeches Pumpkin Hill, Burnham Northwestbound 73 5 1 79 72 6 4 82 0.12 0.43 1.90 0.33 P P P P 1 Beeches Southeastbound 111 25 0 136 207 32 8 247 7.61 1.31 4.00 8.02 P P P O 0 U-C North Pk Iver westbound 277 43 83 403 311 50 63 424 1.98 1.03 2.34 1.03 P P P P 1 U-C North Pk Iver eastbound 288 45 68 401 284 46 47 377 0.24 0.15 2.77 1.22 P P P P 1 U-C Stewarts Dr Burnham Beeches Southbound 133 9 1 143 143 6 0 149 0.85 1.10 1.41 0.50 P P P P 1 U-C Stewarts Dr Burnham Beeches Northbound 45 10 0 55 280 27 4 311 18.43 3.95 2.83 18.92 O P P O 0 A41 Aston Clinton Rd Northwestbound 1,048 109 82 1,239 941 97 81 1,119 3.39 1.18 0.11 3.49 P P P P 1 A41 Aston Clinton Rd Southeastbound 1,100 135 83 1,318 1,128 131 88 1,347 0.84 0.35 0.54 0.79 P P P P 1 A41 Friarage Rd WBD Westbound 538 32 13 583 800 54 18 872 10.13 3.35 1.27 10.71 O P P O 0 A41 Tring Road Eastbound 677 44 43 764 734 54 38 826 2.15 1.43 0.79 2.20 P P P P 1 A41 Tring Road Westbound 725 41 34 800 820 58 45 923 3.42 2.42 1.75 4.19 P P P O 1 A413 County Farm Northwestbound 1,011 44 37 1,092 1,017 52 38 1,107 0.19 1.15 0.16 0.45 P P P P 1 A413 County Farm Southeastbound 1,062 73 27 1,162 900 64 32 996 5.17 1.09 0.92 5.05 O P P P 1 A413 Walton St Gyratory NBD Northbound 2,073 116 64 2,253 1,576 93 36 1,705 11.64 2.25 3.96 12.32 O P P O 0 A413 Walton St Gyratory SBD Southbound 841 42 40 923 884 30 34 948 1.46 2.00 0.99 0.82 P P P P 1 A418 Rowsham Northbound 565 46 49 660 501 48 50 599 2.77 0.29 0.14 2.43 P P P P 1 A418 Rowsham Southbound 790 41 65 896 677 41 68 786 4.17 0.00 0.37 3.79 P P P P 1 B4443 Lower Rd Stoke Mand Northwestbound 921 49 20 990 730 43 10 783 6.65 0.88 2.58 6.95 O P P O 0 B4443 Lower Rd Stoke Mand Southeastbound 873 68 20 961 739 67 14 820 4.72 0.12 1.46 4.73 O P P P 1 C176 Walton Rd Ayles Gyratory Northeastbound 397 10 8 415 291 15 5 311 5.72 1.41 1.18 5.46 O P P O 0 C176 Walton Rd Ayles Gyratory Southwestbound 574 22 21 617 346 24 9 379 10.63 0.42 3.10 10.67 O P P O 0 Cold Harbour Way Ayles Southeastbound 769 63 19 851 640 58 19 717 4.86 0.64 0.00 4.79 O P P O 1 Cold Harbour Way Ayles Northwestbound 784 47 32 863 628 38 30 696 5.87 1.38 0.36 5.98 O P P O 0 Griffin Lane Bridge Southwestbound 473 49 14 536 351 36 14 401 6.01 1.99 0.00 6.24 O P P O 0 Griffin Lane Bridge Northeastbound 731 56 32 819 583 41 25 649 5.77 2.15 1.31 6.27 O P P O 0 U32 Bedgrove Southwestbound 638 20 19 677 299 10 10 319 15.66 2.58 2.36 16.04 O P P O 0 U32 Bedgrove Northeastbound 477 18 14 509 473 21 9 503 0.18 0.68 1.47 0.27 P P P P 1 Vale Park Drive Eastbound 677 44 43 764 564 37 23 624 4.54 1.10 3.48 5.31 O P P O 0 Vale Park Drive Westbound 725 41 34 800 906 50 26 982 6.34 1.33 1.46 6.10 O P P O 0 A5; Potterspury to Paulerspury NB 926 146 36 1,108 701 103 28 832 7.89 3.85 1.41 8.86 O P P O 0 A5; Potterspury to Paulerspury SB 490 77 39 606 874 126 43 1,043 14.70 4.86 0.62 15.22 O P P O 0 A5; A422 to A508 NB 958 151 79 1,188 1,196 219 80 1,495 7.25 5.00 0.11 8.38 O P P O 0 A5; A422 to A508 SB 2,667 419 86 3,172 2,736 393 84 3,213 1.33 1.29 0.22 0.73 P P P P 1 A5; A509 to A422 NB 1,478 232 89 1,799 1,687 280 87 2,054 5.25 3.00 0.21 5.81 P P P P 1 A5; A509 to A422 SB 3,175 499 111 3,785 3,379 515 96 3,990 3.56 0.71 1.47 3.29 P P P P 1 A5; A421 to A509 NB 1,839 289 78 2,206 1,882 328 80 2,290 1.00 2.22 0.23 1.77 P P P P 1 A5; A421 to A509 SB 2,215 348 105 2,668 2,291 331 93 2,715 1.60 0.92 1.21 0.91 P P P P 1 A5; A4146N to A421 SB 1,358 214 83 1,655 1,920 311 104 2,335 13.88 5.99 2.17 15.22 O P P O 0 A5; A4146S to A4146N NB 1,565 246 93 1,904 1,814 316 154 2,284 6.06 4.18 5.49 8.30 O P P O 0 A5; A4146S to A4146N SB 962 151 113 1,226 1,269 180 192 1,641 9.19 2.25 6.40 10.96 O P P O 0 A5; B4100 to A4146 NB 848 133 42 1,023 882 105 57 1,044 1.16 2.57 2.13 0.65 P P P P 1 A5; B4100 to A4146 SB 438 69 49 556 738 71 91 900 12.37 0.24 5.02 12.75 O P P O 0 A5; A4146 to B4100 NB 439 69 53 561 564 105 57 726 5.58 3.86 0.54 6.50 O P P O 0 A5; A4146 to B4100 SB 343 54 52 449 619 68 91 778 12.58 1.79 4.61 13.28 O P P O 0 A5; A5120 to A505 NB 551 87 70 708 848 147 111 1,106 11.23 5.55 4.31 13.22 O P P O 0 A5; A5120 to A505 SB 358 56 64 478 958 111 124 1,193 23.39 6.02 6.19 24.74 O P P O 0 A5; M1 to A505 NB 532 84 63 679 950 111 103 1,164 15.36 2.73 4.39 15.98 O P P O 0 A5; M1 to A505 SB 928 146 70 1,144 1,047 244 132 1,423 3.79 7.02 6.17 7.79 P P P O 0 M1; Jnc 14 to Jnc 15 NB 2,779 437 453 3,669 2,167 387 604 3,158 12.31 2.46 6.57 8.75 O P O O 0 M1; Jnc 14 to Jnc 15 SB 3,362 529 499 4,390 3,178 506 536 4,220 3.22 1.01 1.63 2.59 P P P P 1 M1; Jnc 13 to Jnc 14 NB 3,358 528 690 4,576 3,174 507 701 4,382 3.22 0.92 0.42 2.90 P P P P 1 M1; Jnc 13 to Jnc 14 SB 2,574 405 482 3,461 3,093 502 610 4,205 9.75 4.55 5.48 12.02 O P O O 0 M1; Jnc 12 to Jnc 13 NB 3,533 556 588 4,677 3,318 537 656 4,511 3.67 0.81 2.73 2.45 P P P P 1 M1; Jnc 12 to Jnc 13 SB 2,902 456 671 4,029 3,059 544 688 4,291 2.88 3.94 0.65 4.06 P P P P 1 M1; Jnc 11 to Jnc 12 NB 3,278 515 603 4,396 3,662 594 683 4,939 6.52 3.35 3.15 7.95 P P P O 0 M1; Jnc 11 to Jnc 12 SB 3,396 534 729 4,659 3,843 710 747 5,300 7.43 7.06 0.66 9.08 O O P O 0 M1; Jnc 10 to Jnc 11 NB 3,588 564 583 4,735 3,591 549 649 4,789 0.05 0.64 2.66 0.78 P P P P 1 M1; Jnc 10 to Jnc 11 SB 3,916 616 801 5,333 4,753 655 729 6,137 12.71 1.55 2.60 10.62 O P P O 0 M1; Jnc 9 to Jnc 10 NB 3,943 620 666 5,229 4,293 634 813 5,740 5.45 0.56 5.41 6.90 P P O O 0 M1; Jnc 9 to Jnc 10 SB 4,258 670 919 5,847 5,553 757 1,027 7,337 18.49 3.26 3.46 18.35 O P P O 0
LMVRv4_Client Review.docx
M1; Jnc 8 to Jnc 9 NB 3,902 614 666 5,182 4,647 700 756 6,103 11.39 3.36 3.38 12.26 O P P O 0 M1; Jnc 8 to Jnc 9 SB 5,062 796 963 6,821 5,649 853 902 7,404 8.02 1.99 2.00 6.91 O P P O 0 M1; J7 to Jnc 6a NB 4,260 670 684 5,614 5,142 806 733 6,681 12.86 5.01 1.84 13.61 O O P O 0 M1; J7 to Jnc 6a SB 3,683 579 391 4,653 5,117 873 735 6,725 21.62 10.91 14.50 27.47 O O O O 0 M25; J20 to J21 Anticlockwise 3,399 534 445 4,378 3,164 525 480 4,169 4.10 0.39 1.63 3.20 P P P P 1 M25; J20 to J21 Clockwise 3,232 508 663 4,403 3,218 543 565 4,326 0.25 1.53 3.95 1.17 P P P P 1 M25; J19 to J20 Anticlockwise 3,278 515 550 4,343 3,795 635 594 5,024 8.69 5.00 1.84 9.95 O O P O 0 M25; J19 to J20 Clockwise 3,929 618 596 5,143 3,868 648 569 5,085 0.98 1.19 1.12 0.81 P P P P 1 M25; J18 to J19 Anticlockwise 4,262 670 642 5,574 4,840 762 631 6,233 8.57 3.44 0.44 8.58 O P P O 0 M25; J18 to J19 Clockwise 4,774 751 659 6,184 4,943 786 619 6,348 2.42 1.26 1.58 2.07 P P P P 1 M25; J17 to J18 Anticlockwise 3,770 593 703 5,066 4,410 697 597 5,704 10.01 4.09 4.16 8.69 O O O O 0 M25; J17 to J18 Clockwise 4,385 689 645 5,719 4,152 671 573 5,396 3.57 0.69 2.92 4.33 P P P P 1 M25; J16 to J17 Anticlockwise 3,687 580 474 4,741 4,444 708 554 5,706 11.87 5.04 3.53 13.35 O O P O 0 M25; J16 to J17 Clockwise 4,194 659 538 5,391 4,096 672 589 5,357 1.52 0.50 2.15 0.46 P P P P 1 M25; J15 to J16 Anticlockwise 5,736 902 742 7,380 5,610 884 657 7,151 1.67 0.60 3.21 2.69 P P P P 1 M25; J15 to J16 Clockwise 5,053 795 730 6,578 4,904 797 687 6,388 2.11 0.07 1.62 2.36 P P P P 1 M25; J14 to J15 Anticlockwise 6,478 1,019 614 8,111 6,040 912 606 7,558 5.54 3.44 0.32 6.25 O P P O 0 M25; J14 to J15 Clockwise 5,878 924 725 7,527 5,582 827 552 6,961 3.91 3.28 6.85 6.65 P P O O 0 M40; within J1A EB 1,888 297 138 2,323 1,743 246 103 2,092 3.40 3.10 3.19 4.92 P P P P 1 M40; J1A exit slip EB 2,610 410 312 3,332 2,569 363 343 3,275 0.81 2.39 1.71 0.99 P P P P 1 M40; J2 to J3 EB 4,809 756 415 5,980 3,695 556 369 4,620 17.08 7.81 2.32 18.68 O O P O 0 M40; J2 to J3 WB 3,632 571 435 4,638 3,918 548 361 4,827 4.65 0.97 3.71 2.75 P P P P 1 A404; NB 1,391 219 85 1,695 1,805 265 96 2,166 10.36 2.96 1.16 10.72 O P P O 0 A404; within jcn SB 1,621 255 139 2,015 1,536 245 100 1,881 2.14 0.63 3.57 3.04 P P P P 1 A404; SB exit slip SB 375 59 18 452 685 87 24 796 13.47 3.28 1.31 13.77 O P P O 0 M40; Within J4 SB 2,455 386 340 3,181 2,129 345 297 2,771 6.81 2.14 2.41 7.52 P P P O 0 M40; Within J4 NB 1,513 238 261 2,012 1,747 251 225 2,223 5.80 0.83 2.31 4.59 O P P P 1 M40; Within J5 SB 3,213 505 383 4,101 2,727 411 334 3,472 8.92 4.39 2.59 10.22 O P P O 0 M40; Within J5 NB 2,122 334 256 2,712 2,369 345 252 2,966 5.21 0.60 0.25 4.77 P P P P 1 M40; Within J6 SB 2,982 469 296 3,747 2,631 418 331 3,380 6.63 2.42 1.98 6.15 P P P P 1 M40; Within J6 NB 2,159 339 241 2,739 2,287 332 242 2,861 2.71 0.38 0.06 2.31 P P P P 1 M40; J7 to J8 NB 2,083 328 276 2,687 2,455 354 269 3,078 7.81 1.41 0.42 7.28 O P P P 1 M40; J8 to J8a SB 2,194 345 254 2,793 1,659 282 243 2,184 12.19 3.56 0.70 12.21 O P P O 0 M40; J8 to J8a NB 1,382 217 177 1,776 1,355 182 110 1,647 0.73 2.48 5.59 3.12 P P P P 1 M40; Within J8a SB 2,014 317 272 2,603 1,659 282 243 2,184 8.28 2.02 1.81 8.56 O P P O 0 M40; Within J8a NB 1,252 197 143 1,592 1,355 182 110 1,647 2.85 1.09 2.93 1.37 P P P P 1 M40; J8a to J9 SB 2,549 401 251 3,201 1,812 291 243 2,346 15.78 5.91 0.51 16.23 O O P O 0 M40; J8a to J9 NB 1,626 256 164 2,046 1,510 192 113 1,815 2.93 4.28 4.33 5.26 P P P P 1 M40; J9 to J10 SB 3,337 525 492 4,354 2,175 293 427 2,895 22.13 11.47 3.03 24.23 O O P O 0 M40; J9 to J10 NB 2,600 409 392 3,401 1,909 314 175 2,398 14.55 5.00 12.89 18.63 O P O O 0 A34; B430 to M40 SB 1,897 298 385 2,580 1,626 190 308 2,124 6.46 6.91 4.14 9.40 P O P O 0 A34; B430 to M40 NB 1,857 292 357 2,506 1,418 275 232 1,925 10.85 1.01 7.28 12.34 O P O O 0 M4; J5 to J4b EB 4,520 711 515 5,746 5,116 848 454 6,418 8.59 4.91 2.77 8.62 O O P O 0 M4; J5 to J6 WB 4,570 719 335 5,624 4,247 561 269 5,077 4.86 6.25 3.80 7.48 P O P O 0 M4; J5 to J6 EB 4,363 686 396 5,445 4,390 711 387 5,488 0.41 0.95 0.45 0.58 P P P P 1 M4; J6 to J7 WB 3,921 617 364 4,902 3,672 509 338 4,519 4.04 4.55 1.39 5.58 P O P P 1 M4; J6 to J7 EB 4,531 712 379 5,622 4,361 689 393 5,443 2.55 0.87 0.71 2.41 P P P P 1 M4; J7 to J8 WB 4,138 651 436 5,225 3,969 571 331 4,871 2.65 3.24 5.36 4.98 P P O P 1 M4; J7 to J8 EB 4,565 718 448 5,731 4,420 702 406 5,528 2.16 0.60 2.03 2.71 P P P P 1 M4; J8/9 to J10 WB 4,163 655 298 5,116 3,850 571 318 4,739 4.94 3.39 1.14 5.37 P P P P 1 M4; J8/9 to J10 EB 3,891 612 356 4,859 3,943 622 390 4,955 0.83 0.40 1.76 1.37 P P P P 1 A404; A4130 to A308 NB 1,973 310 109 2,392 1,668 159 50 1,877 7.15 9.86 6.62 11.15 O O P O 0 A404; A4130 to A308 SB 1,972 310 122 2,404 1,819 296 60 2,175 3.51 0.80 6.50 4.79 P P P P 1 A43; A5 to A413 NB 887 140 156 1,183 1,212 224 186 1,622 10.03 6.23 2.29 11.72 O P P O 0 A43; A5 to A413 SB 1,547 243 253 2,043 1,393 190 252 1,835 4.02 3.60 0.06 4.72 P P P P 1 A43; A413 to B4525 NB 931 146 141 1,218 1,136 205 90 1,431 6.38 4.45 4.75 5.85 O P P O 0 A43; A413 to B4525 SB 1,354 213 213 1,780 1,161 140 238 1,539 5.44 5.49 1.66 5.92 P P P P 1 A43; A413 to B4525 NB 1,151 181 156 1,488 1,179 217 173 1,569 0.82 2.55 1.33 2.07 P P P P 1 A43; A413 to B4525 SB 1,265 199 222 1,686 1,096 143 223 1,462 4.92 4.28 0.07 5.65 P P P P 1 A43; N of Brackley NB 956 150 141 1,247 740 173 144 1,057 7.42 1.81 0.25 5.60 O P P O 0 A43; N of Brackley SB 1,229 193 198 1,620 899 104 197 1,200 10.12 7.30 0.07 11.19 O P P O 0 A43; A422W to A422E NB 1,036 163 151 1,350 895 189 176 1,260 4.54 1.96 1.96 2.49 P P P P 1 A43; A422W to A422E SB 1,237 194 212 1,643 988 116 196 1,300 7.47 6.27 1.12 8.94 O P P O 0 A43; A421 to A422 NB 944 148 150 1,242 953 193 144 1,290 0.29 3.45 0.49 1.35 P P P P 1 20120002A43; A421 toA413.Unc A422 Aylesbury, SB 1,247 196 193 1,636 1,132 139 197 1,468 3.33 4.40 0.29 4.26 P P P P 1 Buckingham Rd j w Prince Rupert 1 20120002Drive A413.Unc Aylesbury, Southbound 531 59 19 609 563 58 46 667 1.37 0.13 4.74 2.30 P P P P Buckingham Rd j w Prince Rupert 1 20110034Drive A418.C171.Unc Northbound 351 67 14 432 364 61 16 441 0.69 0.75 0.52 0.43 P P P P Aylesbury, Oxford Rd j w 1 Coldharbour Wy.Pearson Cl Eastbound 886 90 44 1,020 944 94 49 1,087 1.92 0.42 0.73 2.06 P P P P
LMVRv4_Client Review.docx
20110034 A418.C171.Unc Aylesbury, Oxford Rd j w 1 Coldharbour Wy.Pearson Cl Westbound 1,018 193 33 1,244 1,016 165 41 1,222 0.06 2.09 1.32 0.63 P P P P 20120052 A40.A4010 West 1 Wycombe, Pedestal Rbt Westbound 955 117 40 1,112 923 115 45 1,083 1.04 0.19 0.77 0.88 P P P P 20120052 A40.A4010 West 1 Wycombe, Pedestal Rbt Eastbound 961 119 26 1,106 973 128 33 1,134 0.39 0.81 1.29 0.84 P P P P 20120104 B482.Unc Booker, 1 Marlow Rd j w Clay Ln Southbound 284 39 11 334 298 38 9 345 0.82 0.16 0.63 0.60 P P P P 20120104 B482.Unc Booker, 1 20120071Marlow Rd A4010.Unc j w Clay Ln High Northbound 485 34 16 535 402 31 12 445 3.94 0.53 1.07 4.07 P P P P Wycombe, John Hall Way j w Crest 1 20120071Rd A4010.Unc High Westbound 1,118 94 39 1,251 1,242 116 54 1,412 3.61 2.15 2.20 4.41 P P P P Wycombe, John Hall Way j w Crest 1 20120077Rd C100.U814 High Eastbound 646 110 49 805 723 122 57 902 2.94 1.11 1.10 3.32 P P P P Wycombe, Marlow Rd j w Cressex 0 20120077Rd C100.U814 High Northbound 467 52 19 538 594 66 34 694 5.51 1.82 2.91 6.29 O P P O Wycombe, Marlow Rd j w Cressex 1 20120072Rd A404.Unc High Southbound 684 91 16 791 576 79 17 672 4.30 1.30 0.25 4.40 O P P O Wycombe, Marlow Hill j w Handy 1 20120072X Sports Centre A404.Unc Acc High Northbound 853 105 29 987 959 127 53 1,139 3.52 2.04 3.75 4.66 P P P O Wycombe, Marlow Hill j w Handy 0 20120021X Sports Centre A404.C102 Acc High Southbound 857 70 45 972 998 100 68 1,166 4.63 3.25 3.06 5.93 O P P O Wycombe, Marlow Hill j w Daws 1 20120021Hill Ln A404.C102 High Westbound 528 31 15 574 442 31 19 492 3.91 0.00 0.97 3.55 P P P P Wycombe, Marlow Hill j w Daws 1 Hill Ln Eastbound 502 33 15 550 595 50 16 661 3.97 2.64 0.25 4.51 P P P O 20120068 A40.U131 High 0 Wycombe, London Rd j w Cock Ln Eastbound 1,106 119 29 1,254 828 96 25 949 8.94 2.22 0.77 9.19 O P P O 20120068 A40.U131 High 0 20120063Wycombe, C96.UncLondon Rd Four j w Ashes, Cock Ln Westbound 805 106 27 938 652 84 11 747 5.67 2.26 3.67 6.58 O P P O Four Ashes Rd j w Kingshill 0 20120063Rd.North Rd C96.Unc Four Ashes, Northbound 611 52 10 673 457 40 5 502 6.66 1.77 1.83 7.05 O P P O Four Ashes Rd j w Kingshill 0 Rd.North Rd Southbound 774 41 7 822 554 32 5 591 8.54 1.49 0.82 8.69 O P P O 20120062 A4128.C77 Hughenden, 1 Valley Rd j w Cryers Hill Rd Northbound 492 60 17 569 533 62 26 621 1.81 0.26 1.94 2.13 P P P P 20120062 A4128.C77 Hughenden, 1 20120090Valley Rd j A355.A404.A413w Cryers Hill Rd Southbound 629 56 18 703 721 70 23 814 3.54 1.76 1.10 4.03 P P P O Amersham, Amersham Bypass- London Rd E j w London Rd W- 1 20120090Stanley Hill A355.A404.A413 Westbound 757 67 41 865 676 64 40 780 3.03 0.37 0.16 2.96 P P P P Amersham, Amersham Bypass- London Rd E j w London Rd W- 1 20110030Stanley Hill MC43.MC44 Hyde Eastbound 858 94 22 974 937 119 36 1,092 2.64 2.42 2.60 3.67 P P P P Heath, Weedon Hill.Fullers Hill j w 1 20110030Copperkins MC43.MC44 Ln Hyde Westbound 115 13 3 131 158 16 4 178 3.68 0.79 0.53 3.78 P P P P Heath, Weedon Hill.Fullers Hill j w 1 20120106Copperkins A40.B4440 Ln Eastbound 331 32 4 367 389 35 5 429 3.06 0.52 0.47 3.11 P P P P Beaconsfield, London Rd.White 0 20120106Hill j w Wooburn A40.B4440 Grn Ln Eastbound 545 59 18 622 743 82 22 847 7.80 2.74 0.89 8.30 O P P O Beaconsfield, London Rd.White 1 20120106Hill j w Wooburn A40.B4440 Grn Ln Westbound 505 48 14 567 413 36 16 465 4.29 1.85 0.52 4.49 P P P O Beaconsfield, London Rd.White 1 20120106Hill j w Wooburn A40.B4440 Grn Ln Northbound 523 40 8 571 466 46 7 519 2.56 0.91 0.37 2.23 P P P P Beaconsfield, London Rd.White 0 Hill j w Wooburn Grn Ln Southbound 389 38 12 439 239 29 7 275 8.46 1.55 1.62 8.68 O P P O 20120091 A355.MC21 Beaconsfield, Amersham Rd j w 1 Ledborough Ln-Longbottom Ln Westbound 266 23 4 293 201 18 4 223 4.25 1.10 0.00 4.36 P P P P 20120091 A355.MC21 Beaconsfield, Amersham Rd j w 1 Ledborough Ln-Longbottom Ln Eastbound 280 44 4 328 213 39 5 257 4.27 0.78 0.47 4.15 P P P P 20120091 A355.MC21 Beaconsfield, Amersham Rd j w 1 Ledborough Ln-Longbottom Ln Southbound 932 97 29 1,058 794 95 42 931 4.70 0.20 2.18 4.03 P P P P 20120091 A355.MC21 Beaconsfield, Amersham Rd j w 1 Ledborough Ln-Longbottom Ln Northbound 685 86 22 793 638 86 29 753 1.83 0.00 1.39 1.44 P P P P 20110053 A40 Beaconsfield, 1 London Rd 90m W of Pyebush Rbt Westbound 1,230 161 58 1,449 1,071 135 63 1,269 4.69 2.14 0.64 4.88 P P P P 20110053 A40 Beaconsfield, 0 London Rd 90m W of Pyebush Rbt Eastbound 1,289 130 48 1,467 1,602 166 60 1,828 8.23 2.96 1.63 8.89 O P P O A413 London Road Northbound 551 34 28 613 480 46 31 557 3.13 1.90 0.55 2.32 P P P P 1 A413 London Road Southbound 348 32 30 410 321 28 55 404 1.48 0.73 3.83 0.30 P P P P 1 A421 Bourton Eastbound 693 40 40 773 685 53 48 786 0.30 1.91 1.21 0.47 P P P P 1 A421 Bourton Westbound 637 37 36 710 754 74 56 884 4.44 4.97 2.95 6.16 O P P O 0 A422 Stratford Road Eastbound 782 36 32 850 574 41 12 627 7.99 0.81 4.26 8.21 O P P O 0 A422 Stratford Road Westbound 530 42 32 604 577 47 19 643 2.00 0.75 2.57 1.56 P P P P 1
LMVRv4_Client Review.docx
A413 Towcester Road Northbound 242 16 10 268 239 26 8 273 0.19 2.18 0.67 0.30 P P P P 1 A413 Towcester Road Southbound 251 22 12 285 195 22 11 228 3.75 0.00 0.29 3.56 P P P P 1 A422 Brackley Road Eastbound 355 31 6 392 458 42 32 532 5.11 1.82 5.96 6.51 O P P O 0 A422 Brackley Road Westbound 267 24 9 300 367 38 8 413 5.62 2.51 0.34 5.98 O P P O 0 A404 between A4155 and A308 SB 1,953 307 143 2,403 1,891 312 129 2,332 1.41 0.28 1.20 1.46 P P P P 1 A404 within A4155 junction NB 1,209 190 82 1,481 1,345 212 83 1,640 3.81 1.55 0.11 4.02 P P P P 1 A404 exit for A4155 NB 603 95 83 781 417 49 38 504 8.24 5.42 5.79 10.93 O P P O 0 M40; within J2 SB 3,435 540 485 4,460 2,956 471 339 3,766 8.47 3.07 7.19 10.82 O P O O 0 Percentage satisfying criteria: 67% 93% 89% 61% 68% 96% 98% 62% 65%
Link Flows Calibration Post Matrix Estimation – IP Peak Hour
Interpeak GEH or Observed Modelled GEH "Criteria 1" Criteria "1" (1=meets at Location Direction Car LGV HGV Total Car LGV HGV Total Car LGV HGV Total Car LGV HGV Total least one) A413 Buckingham Ring Road Southbound 290 46 50 386 270 39 46 355 1.20 1.07 0.58 1.61 P P P P 1 A413 Buckingham Ring Road Northbound 310 49 58 417 287 42 61 390 1.33 1.04 0.39 1.34 P P P P 1 A413 Maids Moreton Southbound 61 10 3 74 58 9 3 70 0.39 0.32 0.00 0.47 P P P P 1 A413 Maids Moreton Northbound 60 9 3 72 91 9 2 102 3.57 0.00 0.63 3.22 P P P P 1 A413 Padbury Northbound 224 35 41 300 211 28 30 269 0.88 1.25 1.85 1.84 P P P P 1 A413 Padbury Southbound 226 35 36 297 212 28 40 280 0.95 1.25 0.65 1.00 P P P P 1 A413 Whitchurch Northbound 214 34 38 286 235 36 40 311 1.40 0.34 0.32 1.45 P P P P 1 A413 Whitchurch Southbound 194 30 39 263 227 36 52 315 2.27 1.04 1.93 3.06 P P P P 1 A418 Leighton Road Wing Southwestbound 406 64 82 552 365 50 70 485 2.09 1.85 1.38 2.94 P P P P 1 A418 Leighton Road Wing Northeastbound 416 65 85 566 370 48 61 479 2.32 2.26 2.81 3.81 P P P P 1 A421 Tingewick Bypass Westbound 361 57 102 520 403 59 97 559 2.15 0.26 0.50 1.68 P P P P 1 A421 Tingewick Bypass Eastbound 352 55 116 523 355 41 111 507 0.16 2.02 0.47 0.71 P P P P 1 A421 Whaddon Bottledump Westbound 473 92 59 624 554 93 88 735 3.57 0.10 3.38 4.26 P P P O 1 A421 Whaddon Bottledump Eastbound 484 72 68 624 541 76 75 692 2.52 0.46 0.83 2.65 P P P P 1 A422 Thornton Northeastbound 288 56 16 360 316 50 25 391 1.61 0.82 1.99 1.60 P P P P 1 A422 Thornton Southwestbound 301 46 15 362 340 47 21 408 2.18 0.15 1.41 2.34 P P P P 1 A422 Turweston Westbound 139 31 7 177 207 30 38 275 5.17 0.18 6.54 6.52 P P P P 1 A422 Turweston Eastbound 132 33 9 174 189 38 36 263 4.50 0.84 5.69 6.02 P P P P 1 A4146 Fenny Stratford Bypass Northeastbound 488 77 125 690 396 52 72 520 4.38 3.11 5.34 6.91 P P P O 0 A4146 Fenny Stratford Bypass Southwestbound 461 73 111 645 448 60 67 575 0.61 1.59 4.66 2.83 P P P P 1 A4146 Hemel Road, Dagnall Northbound 159 37 23 219 291 62 81 434 8.80 3.55 8.04 11.90 O P P O 0 A4146 Hemel Road, Dagnall Southbound 138 30 21 189 285 46 38 369 10.11 2.60 3.13 10.78 O P P O 0 A4146 Northall Southeastbound 151 28 19 198 288 44 37 369 9.25 2.67 3.40 10.16 O P P O 0 A4146 Northall Northwestbound 154 40 21 215 279 56 73 408 8.50 2.31 7.58 10.94 O P P O 0 A4146 Northern Link Northeastbound 400 63 137 600 351 49 74 474 2.53 1.87 6.13 5.44 P P P O 0 A4146 Northern Link Southwestbound 375 59 105 539 397 51 62 510 1.12 1.08 4.71 1.27 P P P P 1 A4146 Stoke Hammond By N Northwestbound 416 65 129 610 547 81 87 715 5.97 1.87 4.04 4.08 O P P O 1 A4146 Stoke Hammond By N Southeastbound 371 58 108 537 488 60 44 592 5.65 0.26 7.34 2.31 O P P P 1 A4146 Stoke Hammond By S Northwestbound 389 61 115 565 432 63 80 575 2.12 0.25 3.54 0.42 P P P P 1 A4146 Stoke Hammond By S Southeastbound 251 40 69 360 385 49 23 457 7.51 1.35 6.78 4.80 O P P P 1 B488 Grove Northbound 150 34 9 193 128 24 3 155 1.87 1.86 2.45 2.88 P P P P 1 B488 Grove Southbound 138 30 7 175 96 24 9 129 3.88 1.15 0.71 3.73 P P P P 1 B488 Upper Icknield Way Southwestbound 181 40 11 232 145 35 20 200 2.82 0.82 2.29 2.18 P P P P 1 B488 Upper Icknield Way Northeastbound 188 42 9 239 200 39 11 250 0.86 0.47 0.63 0.70 P P P P 1 B489 Drayton Beauchamp Southwestbound 109 17 16 142 81 12 18 111 2.87 1.31 0.49 2.76 P P P P 1 B489 Drayton Beauchamp Northeastbound 126 20 20 166 86 14 26 126 3.89 1.46 1.25 3.31 P P P P 1 B489 East of Travellers Rest Northeastbound 151 33 7 191 166 37 11 214 1.19 0.68 1.33 1.62 P P P P 1 B489 East of Travellers Rest Southwestbound 142 32 8 182 183 31 12 226 3.22 0.18 1.26 3.08 P P P P 1 B489 West of Travellers Rest Northeastbound 164 26 36 226 193 35 23 251 2.17 1.63 2.39 1.62 P P P P 1 B489 West of Travellers Rest Southwestbound 155 24 40 219 174 30 26 230 1.48 1.15 2.44 0.73 P P P P 1 B4009 Tring Hill Southeastbound 307 57 16 380 341 55 16 412 1.89 0.27 0.00 1.61 P P P P 1 B4009 Tring Hill Northwestbound 314 54 20 388 333 52 19 404 1.06 0.27 0.23 0.80 P P P P 1 B4032 Liscombe Pk Soulbury Eastbound 73 11 5 89 65 8 2 75 0.96 0.97 1.60 1.55 P P P P 1 B4032 Liscombe Pk Soulbury Westbound 73 9 3 85 68 8 2 78 0.60 0.34 0.63 0.78 P P P P 1 B4032 Swanbourne Westbound 86 13 16 115 140 21 25 186 5.08 1.94 1.99 5.79 P P P P 1 B4506B4032 DunstableSwanbourne Road, Eastbound 96 15 15 126 145 21 28 194 4.46 1.41 2.80 5.38 P P P P 1 B4506Dagnall Dunstable Road, Northbound 100 19 5 124 108 20 12 140 0.78 0.23 2.40 1.39 P P P P 1 Dagnall Southbound 90 15 6 111 89 16 7 112 0.11 0.25 0.39 0.09 P P P P 1 B4506 Ringhsall Rd Dagnall Northbound 90 14 13 117 82 14 11 107 0.86 0.00 0.58 0.94 P P P P 1 B4506 Ringhsall Rd Dagnall Southbound 84 13 12 109 104 15 11 130 2.06 0.53 0.29 1.92 P P P P 1 C9 Newton Longville Southeastbound 38 6 6 50 53 6 8 67 2.22 0.00 0.76 2.22 P P P P 1 C9 Newton Longville Northwestbound 38 6 6 50 40 6 1 47 0.32 0.00 2.67 0.43 P P P P 1
LMVRv4_Client Review.docx
C20 Soulbury Northeastbound 43 7 7 57 38 6 5 49 0.79 0.39 0.82 1.10 P P P P 1 C20 Soulbury Southwestbound 41 6 6 53 39 7 4 50 0.32 0.39 0.89 0.42 P P P P 1 C76 Cheddington Southeastbound 69 11 6 86 81 10 2 93 1.39 0.31 2.00 0.74 P P P P 1 C76 Cheddington Northwestbound 68 11 8 87 80 11 28 119 1.39 0.00 4.71 3.15 P P P P 1 C162 Stoke Hammond Southbound 103 26 3 132 94 13 0 107 0.91 2.94 2.45 2.29 P P P P 1 C162 Stoke Hammond Northbound 83 21 3 107 79 16 4 99 0.44 1.16 0.53 0.79 P P P P 1 A41 Aston Clinton Bypass towards Aylesbury 392 62 104 558 461 70 54 585 3.34 0.98 5.63 1.13 P P P P 1 A41 Aston Clinton Bypass from Aylesbury 375 59 113 547 415 64 93 572 2.01 0.64 1.97 1.06 P P P P 1 A41 Berryfields Southeastbound 478 55 58 591 397 45 55 497 3.87 1.41 0.40 4.03 P P P P 1 A41 Berryfields Northwestbound 514 53 62 629 452 51 39 542 2.82 0.28 3.24 3.60 P P P P 1 A41 Bicester Road Westbound 931 146 189 1,266 769 112 104 985 5.56 2.99 7.02 8.38 O P P O 0 A41 Bicester Road Eastbound 936 147 159 1,242 792 109 112 1,013 4.90 3.36 4.04 6.82 O P P O 0 A41 Gallows Bridge Eastbound 213 34 80 327 155 23 66 244 4.28 2.06 1.64 4.91 P P P P 1 A41 Gallows Bridge Westbound 230 36 87 353 199 32 49 280 2.12 0.69 4.61 4.10 P P P P 1 A41 Waddesdon Xrds Eastbound 328 51 89 468 280 37 55 372 2.75 2.11 4.01 4.68 P P P P 1 A41 Waddesdon Xrds Westbound 365 57 97 519 329 44 39 412 1.93 1.83 7.03 4.96 P P P O 1 A355 Gore Hill Amersham Northbound 443 70 73 586 440 76 51 567 0.14 0.70 2.79 0.79 P P P P 1 A355 Gore Hill Amersham Southbound 437 69 72 578 451 74 55 580 0.66 0.59 2.13 0.08 P P P P 1 A413 Amersham Bypass Eastbound 680 70 35 785 661 87 52 800 0.73 1.92 2.58 0.53 P P P P 1 A413 Amersham Bypass Westbound 605 68 52 725 621 87 60 768 0.65 2.16 1.07 1.57 P P P P 1 A413 Pipers Wood Westbound 505 100 23 628 478 83 26 587 1.22 1.78 0.61 1.66 P P P P 1 A413 Pipers Wood Eastbound 477 75 20 572 456 63 24 543 0.97 1.44 0.85 1.23 P P P P 1 A416 Amersham Rd, Chesham Southbound 442 70 86 598 442 74 62 578 0.00 0.47 2.79 0.82 P P P P 1 A416 Amersham Rd, Chesham Northbound 420 66 75 561 421 68 53 542 0.05 0.24 2.75 0.81 P P P P 1 A416 Ashley Green Northbound 320 81 22 423 370 75 21 466 2.69 0.68 0.22 2.04 P P P P 1 A416 Ashley Green Southbound 306 78 17 401 335 75 19 429 1.62 0.34 0.47 1.37 P P P P 1 A416 Berkhampstead Rd Chesham Southbound 362 57 75 494 336 53 48 437 1.39 0.54 3.44 2.64 P P P P 1 A416 Berkhampstead Rd Chesham Northbound 377 59 73 509 347 55 50 452 1.58 0.53 2.93 2.60 P P P P 1 A416 St Marys Way Chesham Southbound 920 164 47 1,131 853 137 65 1,055 2.25 2.20 2.41 2.30 P P P P 1 A416 St Marys Way Chesham Northbound 761 137 33 931 801 133 51 985 1.43 0.34 2.78 1.74 P P P P 1 A418 Aylesbury Rd, Haddenham Southwestbound 368 58 56 482 388 60 40 488 1.03 0.26 2.31 0.27 P P P P 1 A418 Aylesbury Rd, Haddenham Northeastbound 377 59 55 491 386 58 42 486 0.46 0.13 1.87 0.23 P P P P 1 A4010 Goat Farm Southbound 400 64 10 474 406 58 14 478 0.30 0.77 1.15 0.18 P P P P 1 A4010 Goat Farm Northbound 427 60 13 500 384 53 20 457 2.14 0.93 1.72 1.97 P P P P 1 A4129 Kingsey Eastbound 176 24 7 207 197 27 10 234 1.54 0.59 1.03 1.82 P P P P 1 A4129 Kingsey Westbound 164 31 8 203 190 30 15 235 1.95 0.18 2.06 2.16 P P P P 1 B485 Hyde End Eastbound 155 24 27 206 245 33 28 306 6.36 1.69 0.19 6.25 P P P O 0 B485 Hyde End Westbound 152 24 25 201 217 35 27 279 4.79 2.03 0.39 5.03 P P P P 1 B4009 Halton Southwestbound 265 42 30 337 291 43 25 359 1.56 0.15 0.95 1.18 P P P P 1 B4009 Halton Northeastbound 279 44 36 359 304 49 28 381 1.46 0.73 1.41 1.14 P P P P 1 B4011 Boarstall Southbound 60 16 6 82 146 18 7 171 8.47 0.49 0.39 7.91 P P P P 1 B4011 Boarstall Northbound 74 17 7 98 117 30 10 157 4.40 2.68 1.03 5.23 P P P P 1 B4011 Thame Road Long Crendon Southeastbound 285 45 55 385 363 42 45 450 4.33 0.45 1.41 3.18 P P P P 1 B4011 Thame Road Long Crendon Northwestbound 289 46 67 402 320 45 53 418 1.78 0.15 1.81 0.79 P P P P 1 B4505 Orchard Leigh Westbound 141 29 9 179 203 36 6 245 4.73 1.23 1.10 4.53 P P P P 1 B4505 Orchard Leigh Eastbound 137 27 11 175 208 39 11 258 5.41 2.09 0.00 5.64 P P P P 1 C70 Lower Rd Haddenham Westbound 133 34 4 171 143 34 1 178 0.85 0.00 1.90 0.53 P P P P 1 C70 Lower Rd Haddenham Eastbound 122 31 5 158 139 29 4 172 1.49 0.37 0.47 1.09 P P P P 1 C141 Aston Clinton Eastbound 127 20 18 165 132 18 14 164 0.44 0.46 1.00 0.08 P P P P 1 C141 Aston Clinton Westbound 140 22 22 184 135 22 13 170 0.43 0.00 2.15 1.05 P P P P 1 C142 Weston Turville Northeastbound 184 29 23 236 171 19 16 206 0.98 2.04 1.59 2.02 P P P P 1 C142 Weston Turville Southwestbound 187 29 23 239 137 20 13 170 3.93 1.82 2.36 4.83 P P P P 1 U21 Fowler Road Southeastbound 166 20 7 193 166 20 7 193 0.00 0.00 0.00 0.00 P P P P 1 U21 Fowler Road Northwestbound 163 19 5 187 162 19 5 186 0.08 0.00 0.00 0.07 P P P P 1 A40 Abbey Way High Wycombe Northbound 799 126 82 1,007 604 90 65 759 7.36 3.46 1.98 8.35 O P P O 0 A40 Abbey Way High Wycombe Southbound 758 119 86 963 679 98 69 846 2.95 2.02 1.93 3.89 P P P P 1 A40 Aston Hill Stokenchurch Northwestbound 130 27 9 166 180 31 8 219 4.02 0.74 0.34 3.82 P P P P 1 A40 Aston Hill Stokenchurch Southeastbound 120 26 7 153 141 23 5 169 1.84 0.61 0.82 1.26 P P P P 1 A40 Beaconsfield W of Burkes Rd eastbound 477 75 53 605 461 79 43 583 0.74 0.46 1.44 0.90 P P P P 1 A40 Beaconsfield W of Burkes Rd westbound 485 76 55 616 431 67 44 542 2.52 1.06 1.56 3.08 P P P P 1 A40 London Rd High Wycombe Westbound 851 134 116 1,101 538 81 44 663 11.88 5.11 8.05 14.75 O P P O 0 A40 London Rd High Wycombe Eastbound 664 104 90 858 463 65 35 563 8.47 4.24 6.96 11.07 O P P O 0 A40 Wycombe Rd Stokenchurch westbound 205 42 14 261 253 43 12 308 3.17 0.15 0.55 2.79 P P P P 1 A40 Wycombe Rd Stokenchurch eastbound 187 46 12 245 203 44 11 258 1.15 0.30 0.29 0.82 P P P P 1 A404 Hazlemere Northeastbound 555 76 33 664 562 78 32 672 0.30 0.23 0.18 0.31 P P P P 1 A404 Hazlemere Southwestbound 547 81 26 654 567 80 28 675 0.85 0.11 0.38 0.81 P P P P 1 A404 Whielden Ln Amersham Northeastbound 410 65 56 531 399 61 42 502 0.55 0.50 2.00 1.28 P P P P 1 A404 Whielden Ln Amersham Southwestbound 441 69 59 569 406 60 45 511 1.70 1.12 1.94 2.50 P P P P 1 A413 Wendover Bypass Southeastbound 297 49 23 369 314 48 27 389 0.97 0.14 0.80 1.03 P P P P 1 A413 Wendover Bypass Northwestbound 303 64 23 390 328 59 24 411 1.41 0.64 0.21 1.05 P P P P 1
LMVRv4_Client Review.docx
A4010 Bradenham Southbound 354 56 51 461 353 59 42 454 0.05 0.40 1.32 0.33 P P P P 1 A4010 Bradenham Northbound 357 56 42 455 346 53 34 433 0.59 0.41 1.30 1.04 P P P P 1 A4094 Cookham Bridge Southbound 295 70 5 370 415 75 0 490 6.37 0.59 3.16 5.79 O P P O 0 A4094 Cookham Bridge Northbound 303 71 14 388 376 80 0 456 3.96 1.04 5.29 3.31 P P P P 1 A4094 Town Ln Cores End southwestbound 356 71 15 442 269 45 12 326 4.92 3.41 0.82 5.92 P P P O 0 A4094 Town Ln Cores End northeastbound 361 70 14 445 274 45 15 334 4.88 3.30 0.26 5.62 P P P O 0 A4128 Archway High Wycombe Southbound 358 56 41 455 427 61 43 531 3.48 0.65 0.31 3.42 P P P P 1 A4128 Archway High Wycombe Northbound 377 59 39 475 362 53 42 457 0.78 0.80 0.47 0.83 P P P P 1 A4128 Cryers Hill Northbound 295 41 12 348 291 39 20 350 0.23 0.32 2.00 0.11 P P P P 1 A4128 Cryers Hill Southbound 287 53 10 350 306 52 18 376 1.10 0.14 2.14 1.36 P P P P 1 A4155 Little Marlow Westbound 478 75 63 616 485 70 48 603 0.32 0.59 2.01 0.53 P P P P 1 A4155 Little Marlow Eastbound 471 74 76 621 396 65 59 520 3.60 1.08 2.07 4.23 P P P O 1 A4155 Medmenham Westbound 147 24 8 179 145 23 8 176 0.17 0.21 0.00 0.23 P P P P 1 A4155 Medmenham Eastbound 151 25 8 184 153 24 10 187 0.16 0.20 0.67 0.22 P P P P 1 B482 Cadmore End Southeastbound 105 16 5 126 107 14 5 126 0.19 0.52 0.00 0.00 P P P P 1 B482 Cadmore End Northwestbound 103 19 6 128 107 16 6 129 0.39 0.72 0.00 0.09 P P P P 1 B4009 Great Kimble Northeastbound 144 23 26 193 155 25 0 180 0.90 0.41 7.21 0.95 P P P P 1 B4009 Great Kimble Southwestbound 132 21 25 178 147 23 0 170 1.27 0.43 7.07 0.61 P P P P 1 B4009 Pitch Grn Bledlow Southwestbound 148 27 7 182 150 29 5 184 0.16 0.38 0.82 0.15 P P P P 1 B4009 Pitch Grn Bledlow Northeastbound 148 25 13 186 151 26 8 185 0.25 0.20 1.54 0.07 P P P P 1 C86 New Rd Walters Ash Southeastbound 191 32 7 230 165 26 6 197 1.95 1.11 0.39 2.26 P P P P 1 C86 New Rd Walters Ash Northwestbound 167 33 6 206 157 26 5 188 0.79 1.29 0.43 1.28 P P P P 1 C99 Park Ln Lane End westbound 96 16 3 115 84 12 2 98 1.26 1.07 0.63 1.65 P P P P 1 C99 Park Ln Lane End Eastbound 91 18 3 112 83 14 2 99 0.86 1.00 0.63 1.27 P P P P 1 C177 Ellesborough Rd Wendover Westbound 126 21 4 151 99 16 0 115 2.55 1.16 2.83 3.12 P P P P 1 C177 Ellesborough Rd Wendover Eastbound 126 25 5 156 108 19 0 127 1.66 1.28 3.16 2.44 P P P P 1 A4 Burnham Eastbound 543 85 89 717 319 51 41 411 10.79 4.12 5.95 12.88 O P P O 0 A4 Burnham Westbound 550 87 92 729 350 44 38 432 9.43 5.31 6.70 12.33 O P P O 0 A40 Oxford Rd E of Potkiln Ln Westbound 395 27 22 444 351 20 23 394 2.28 1.44 0.21 2.44 P P P P 1 A40 Oxford Rd E of Potkiln Ln Eastbound 350 71 17 438 259 47 17 323 5.21 3.12 0.00 5.90 P P P O 0 A40 Tatling End Westbound 265 42 52 359 311 50 42 403 2.71 1.18 1.46 2.25 P P P P 1 A40 Tatling End Eastbound 292 46 46 384 354 57 36 447 3.45 1.53 1.56 3.09 P P P P 1 A355 Amersham Rd Beaconsfield Southbound 480 75 70 625 540 86 56 682 2.66 1.23 1.76 2.23 P P P P 1 A355 Amersham Rd Beaconsfield Northbound 529 83 74 686 486 83 53 622 1.91 0.00 2.64 2.50 P P P P 1 A355 Farnham Common Northbound 340 54 60 454 134 44 45 223 13.38 1.43 2.07 12.56 O P P O 0 A355 Farnham Common Southbound 324 51 62 437 179 24 33 236 9.14 4.41 4.21 10.96 O P P O 0 A355 Farnham Royal Northbound 339 53 46 438 268 61 51 380 4.08 1.06 0.72 2.87 P P P P 1 A355 Farnham Royal Southbound 366 58 45 469 412 61 45 518 2.33 0.39 0.00 2.21 P P P P 1 A404 Chenies Southeastbound 350 78 17 445 427 88 22 537 3.91 1.10 1.13 4.15 P P P P 1 A404 Chenies Northwestbound 342 76 16 434 426 84 26 536 4.29 0.89 2.18 4.63 P P P O 1 A404 White Lion Rd Amerham Southeastbound 516 81 76 673 422 73 71 566 4.34 0.91 0.58 4.30 P P P O 1 A404 White Lion Rd Amerham Northwestbound 527 83 72 682 533 82 71 686 0.26 0.11 0.12 0.15 P P P P 1 A412 Denham Green Northbound 241 58 20 319 281 55 17 353 2.48 0.40 0.70 1.85 P P P P 1 A412 Denham Green Southbound 252 55 21 328 309 60 17 386 3.40 0.66 0.92 3.07 P P P P 1 A412 George Green Southbound 435 101 49 585 649 108 184 941 9.19 0.68 12.51 12.89 O P O O 0 A412 George Green Northbound 421 100 52 573 629 113 92 834 9.08 1.26 4.71 9.84 O P P O 0 A412 Iver Heath Southwestbound 378 59 90 527 357 56 200 613 1.10 0.40 9.14 3.60 P P O P 1 A412 Iver Heath Northeastbound 391 61 94 546 528 94 65 687 6.39 3.75 3.25 5.68 O P P O 0 A413 Chalfont St Giles Northbound 370 58 51 479 343 51 36 430 1.43 0.95 2.27 2.30 P P P P 1 A413 Chalfont St Giles Southbound 374 59 47 480 324 48 39 411 2.68 1.50 1.22 3.27 P P P P 1 A413 Gerrards Cross Northwestbound 382 60 57 499 448 65 48 561 3.24 0.63 1.24 2.69 P P P P 1 A413 Gerrards Cross Southeastbound 385 61 54 500 420 67 45 532 1.74 0.75 1.28 1.41 P P P P 1 A4007 Slough Rd Iver Heath Westbound 209 33 37 279 377 54 35 466 9.81 3.18 0.33 9.69 O P P O 0 A4007 Slough Rd Iver Heath Eastbound 198 31 39 268 220 34 94 348 1.52 0.53 6.74 4.56 P P P P 1 A4020 New Denham Southeastbound 461 72 82 615 459 88 84 631 0.09 1.79 0.22 0.64 P P P P 1 A4020 New Denham Northwestbound 530 83 107 720 471 71 185 727 2.64 1.37 6.46 0.26 P P P P 1 B416 Stoke Green Crematorium Southbound 207 33 29 269 243 35 28 306 2.40 0.34 0.19 2.18 P P P P 1 B416 Stoke Green Crematorium Northbound 219 34 30 283 310 44 27 381 5.60 1.60 0.56 5.38 P P P P 1 B470 High St Iver Eastbound 302 48 63 413 232 38 29 299 4.28 1.52 5.01 6.04 P P P O 0 B470 High St Iver Westbound 310 49 68 427 285 41 31 357 1.45 1.19 5.26 3.54 P P P P 1 B470 Iver Ln Southwestbound 214 34 39 287 185 27 26 238 2.05 1.27 2.28 3.02 P P P P 1 B470 Iver Ln Northeastbound 210 33 39 282 247 30 31 308 2.45 0.53 1.35 1.51 P P P P 1 B470 Shredding Green Southwestbound 253 40 42 335 196 26 27 249 3.80 2.44 2.55 5.03 P P P P 1 B470 Shredding Green Northeastbound 268 42 41 351 221 28 29 278 3.01 2.37 2.03 4.12 P P P P 1 B474 Knotty Green Northbound 273 42 14 329 333 52 16 401 3.45 1.46 0.52 3.77 P P P P 1 B474 Knotty Green Southbound 229 43 13 285 282 50 15 347 3.32 1.03 0.53 3.49 P P P P 1 B474 Station Rd Beaconsfield Southbound 376 59 35 470 231 26 27 284 8.32 5.06 1.44 9.58 O P P O 0 B474 Station Rd Beaconsfield Northbound 330 52 42 424 199 26 31 256 8.05 4.16 1.82 9.11 O P P O 0 B3026 Dorney Common Southeastbound 158 24 8 190 121 13 5 139 3.13 2.56 1.18 3.98 P P P P 1 B3026 Dorney Common Northwestbound 160 30 9 199 151 21 9 181 0.72 1.78 0.00 1.31 P P P P 1
LMVRv4_Client Review.docx
MC8 Thorney Ln South Southbound 154 24 61 239 148 26 63 237 0.49 0.40 0.25 0.13 P P P P 1 MC51MC8 Thorney Hawthorn Ln SouthLn Burnham Northbound 145 23 66 234 127 23 55 205 1.54 0.00 1.41 1.96 P P P P 1 MC51Beeches Hawthorn Ln Burnham westbound 51 11 1 63 68 12 3 83 2.20 0.29 1.41 2.34 P P P P 1 MC51Beeches Pumpkin Hill, Burnham Eastbound 56 9 0 65 51 9 9 69 0.68 0.00 4.24 0.49 P P P P 1 MC51Beeches Pumpkin Hill, Burnham Northwestbound 40 8 1 49 76 10 2 88 4.73 0.67 0.82 4.71 P P P P 1 Beeches Southeastbound 56 9 0 65 80 13 8 101 2.91 1.21 4.00 3.95 P P P P 1 U-C North Pk Iver westbound 196 31 71 298 198 34 63 295 0.14 0.53 0.98 0.17 P P P P 1 U-C North Pk Iver eastbound 184 29 77 290 152 25 53 230 2.47 0.77 2.98 3.72 P P P P 1 U-C Stewarts Dr Burnham Beeches Southbound 16 3 0 19 29 8 0 37 2.74 2.13 0.00 3.40 P P P P 1 U-C Stewarts Dr Burnham Beeches Northbound 26 4 0 30 126 3 0 129 11.47 0.53 0.00 11.10 O P P P 1 A41 Aston Clinton Rd Northwestbound 716 104 82 902 718 91 54 863 0.07 1.32 3.40 1.31 P P P P 1 A41 Aston Clinton Rd Southeastbound 704 102 87 893 649 83 91 823 2.11 1.98 0.42 2.39 P P P P 1 A41 Friarage Rd WBD Westbound 369 33 13 415 413 36 22 471 2.23 0.51 2.15 2.66 P P P P 1 A41 Tring Road Eastbound 593 33 39 665 518 31 40 589 3.18 0.35 0.16 3.04 P P P P 1 A41 Tring Road Westbound 560 43 38 641 602 53 19 674 1.74 1.44 3.56 1.29 P P P P 1 A413 County Farm Northwestbound 677 38 32 747 659 43 29 731 0.70 0.79 0.54 0.59 P P P P 1 A413 County Farm Southeastbound 683 36 32 751 625 44 31 700 2.27 1.26 0.18 1.89 P P P P 1 A413 Walton St Gyratory NBD Northbound 1,360 74 63 1,497 998 55 52 1,105 10.54 2.37 1.45 10.87 O P P O 0 A413 Walton St Gyratory SBD Southbound 790 40 37 867 788 42 41 871 0.07 0.31 0.64 0.14 P P P P 1 A418 Rowsham Northbound 397 32 49 478 358 31 50 439 2.01 0.18 0.14 1.82 P P P P 1 A418 Rowsham Southbound 374 28 43 445 338 30 48 416 1.91 0.37 0.74 1.40 P P P P 1 B4443 Lower Rd Stoke Mand Northwestbound 507 50 21 578 414 50 24 488 4.33 0.00 0.63 3.90 P P P P 1 B4443 Lower Rd Stoke Mand Southeastbound 508 50 20 578 492 51 19 562 0.72 0.14 0.23 0.67 P P P P 1 C176 Walton Rd Ayles Gyratory Northeastbound 332 11 8 351 247 8 5 260 5.00 0.97 1.18 5.21 P P P P 1 C176 Walton Rd Ayles Gyratory Southwestbound 477 17 9 503 288 14 2 304 9.66 0.76 2.98 9.91 O P P O 0 Cold Harbour Way Ayles Southeastbound 439 41 17 497 392 44 19 455 2.31 0.46 0.47 1.93 P P P P 1 Cold Harbour Way Ayles Northwestbound 406 40 16 462 391 41 13 445 0.75 0.16 0.79 0.80 P P P P 1 Griffin Lane Bridge Southwestbound 408 40 19 467 342 36 16 394 3.41 0.65 0.72 3.52 P P P P 1 Griffin Lane Bridge Northeastbound 387 38 19 444 347 31 13 391 2.09 1.19 1.50 2.59 P P P P 1 U32 Bedgrove Southwestbound 362 15 14 391 292 14 10 316 3.87 0.26 1.15 3.99 P P P P 1 U32 Bedgrove Northeastbound 353 16 11 380 283 16 8 307 3.93 0.00 0.97 3.94 P P P P 1 Vale Park Drive Eastbound 593 33 39 665 514 30 30 574 3.36 0.53 1.53 3.66 P P P P 1 Vale Park Drive Westbound 560 43 38 641 544 42 32 618 0.68 0.15 1.01 0.92 P P P P 1 A5; Potterspury to Paulerspury NB 319 50 31 400 454 63 39 556 6.87 1.73 1.35 7.14 O P P O 0 A5; Potterspury to Paulerspury SB 335 53 42 430 448 62 46 556 5.71 1.19 0.60 5.67 O P P O 0 A5; A422 to A508 NB 804 126 94 1,024 1,294 173 89 1,556 15.13 3.84 0.52 14.81 O P P O 0 A5; A422 to A508 SB 721 113 79 913 1,055 154 87 1,296 11.21 3.55 0.88 11.52 O P P O 0 A5; A509 to A422 NB 1,031 162 109 1,302 1,465 165 98 1,728 12.29 0.23 1.08 10.94 O P P O 0 A5; A509 to A422 SB 1,051 165 96 1,312 1,220 171 84 1,475 5.02 0.46 1.26 4.37 O P P P 1 A5; A421 to A509 NB 894 141 97 1,132 1,257 166 77 1,500 11.07 2.02 2.14 10.14 O P P O 0 A5; A421 to A509 SB 903 142 85 1,130 1,056 142 76 1,274 4.89 0.00 1.00 4.15 O P P P 1 A5; A4146N to A421 SB 685 108 77 870 916 163 101 1,180 8.16 4.72 2.54 9.68 O P P O 0 A5; A4146S to A4146N NB 712 112 94 918 1,143 135 133 1,411 14.15 2.07 3.66 14.45 O P P O 0 A5; A4146S to A4146N SB 713 112 86 911 940 142 153 1,235 7.90 2.66 6.13 9.89 O P P O 0 A5; B4100 to A4146 NB 363 57 46 466 708 55 56 819 14.91 0.27 1.40 13.93 O P P O 0 A5; B4100 to A4146 SB 394 62 41 497 551 80 83 714 7.22 2.14 5.33 8.82 O P P O 0 A5; A4146 to B4100 NB 256 40 61 357 560 55 56 671 15.05 2.18 0.65 13.85 O P P O 0 A5; A4146 to B4100 SB 278 44 51 373 385 57 83 525 5.88 1.83 3.91 7.17 O P P O 0 A5; A5120 to A505 NB 404 63 74 541 837 96 84 1,017 17.38 3.70 1.13 17.05 O P P O 0 A5; A5120 to A505 SB 374 59 65 498 667 84 104 855 12.84 2.96 4.24 13.73 O P P O 0 A5; M1 to A505 NB 479 75 78 632 946 101 97 1,144 17.50 2.77 2.03 17.18 O P P O 0 A5; M1 to A505 SB 420 66 62 548 685 85 99 869 11.27 2.19 4.12 12.06 O P P O 0 M1; Jnc 14 to Jnc 15 NB 2,349 369 641 3,359 1,640 311 737 2,688 15.88 3.15 3.66 12.20 O P P O 0 M1; Jnc 14 to Jnc 15 SB 2,197 345 534 3,076 1,659 317 576 2,552 12.25 1.54 1.78 9.88 O P P O 0 M1; Jnc 13 to Jnc 14 NB 2,129 335 985 3,449 1,802 351 912 3,065 7.38 0.86 2.37 6.73 O P P P 1 M1; Jnc 13 to Jnc 14 SB 2,183 343 546 3,072 2,037 393 628 3,058 3.18 2.61 3.38 0.25 P P P P 1 M1; Jnc 12 to Jnc 13 NB 2,525 397 886 3,808 2,053 389 870 3,312 9.87 0.40 0.54 8.31 O P P O 0 M1; Jnc 12 to Jnc 13 SB 2,309 363 726 3,398 2,033 407 688 3,128 5.92 2.24 1.43 4.73 P P P P 1 M1; Jnc 11 to Jnc 12 NB 2,658 418 911 3,987 2,459 446 900 3,805 3.93 1.35 0.37 2.92 P P P P 1 M1; Jnc 11 to Jnc 12 SB 2,392 376 750 3,518 2,464 477 725 3,666 1.46 4.89 0.92 2.47 P O P P 1 M1; Jnc 10 to Jnc 11 NB 2,925 460 853 4,238 2,593 415 854 3,862 6.32 2.15 0.03 5.91 P P P P 1 M1; Jnc 10 to Jnc 11 SB 2,639 415 770 3,824 2,421 427 683 3,531 4.33 0.58 3.23 4.83 P P P P 1 M1; Jnc 9 to Jnc 10 NB 3,151 495 974 4,620 3,310 509 1,072 4,891 2.80 0.62 3.06 3.93 P P P P 1 M1; Jnc 9 to Jnc 10 SB 2,885 454 824 4,163 3,171 561 911 4,643 5.20 4.75 2.95 7.23 P O P O 0 M1; Jnc 8 to Jnc 9 NB 3,379 531 960 4,870 3,712 557 836 5,105 5.59 1.11 4.14 3.33 P P P P 1 M1; Jnc 8 to Jnc 9 SB 3,050 480 857 4,387 3,301 586 599 4,486 4.45 4.59 9.56 1.49 P O O P 1 M1; J7 to Jnc 6a NB 3,317 522 979 4,818 3,967 617 804 5,388 10.77 3.98 5.86 7.98 O P O O 0 M1; J7 to Jnc 6a SB 2,056 323 285 2,664 3,150 535 353 4,038 21.44 10.24 3.81 23.74 O O P O 0 M25; J20 to J21 Anticlockwise 2,493 392 554 3,439 2,410 418 635 3,463 1.68 1.29 3.32 0.41 P P P P 1
LMVRv4_Client Review.docx
M25; J20 to J21 Clockwise 3,045 479 762 4,286 2,752 468 476 3,696 5.44 0.51 11.50 9.34 P P O O 0 M25; J19 to J20 Anticlockwise 3,016 474 630 4,120 2,940 499 506 3,945 1.39 1.13 5.20 2.76 P P O P 1 M25; J19 to J20 Clockwise 3,275 515 824 4,614 3,142 511 754 4,407 2.35 0.18 2.49 3.08 P P P P 1 M25; J18 to J19 Anticlockwise 3,545 557 702 4,804 3,682 595 543 4,820 2.28 1.58 6.37 0.23 P P O P 1 M25; J18 to J19 Clockwise 3,801 598 886 5,285 3,825 629 803 5,257 0.39 1.25 2.86 0.39 P P P P 1 M25; J17 to J18 Anticlockwise 3,263 513 760 4,536 3,320 540 514 4,374 0.99 1.18 9.75 2.43 P P O P 1 M25; J17 to J18 Clockwise 3,508 552 870 4,930 3,314 548 758 4,620 3.32 0.17 3.93 4.49 P P P P 1 M25; J16 to J17 Anticlockwise 3,229 508 675 4,412 3,384 550 530 4,464 2.70 1.83 5.91 0.78 P P O P 1 M25; J16 to J17 Clockwise 3,525 554 718 4,797 3,283 536 759 4,578 4.15 0.77 1.51 3.20 P P P P 1 M25; J15 to J16 Anticlockwise 4,371 687 761 5,819 3,896 600 639 5,135 7.39 3.43 4.61 9.24 O P O O 0 M25; J15 to J16 Clockwise 4,433 697 1,007 6,137 3,889 662 947 5,498 8.43 1.34 1.92 8.38 O P P O 0 M25; J14 to J15 Anticlockwise 5,067 797 677 6,541 4,476 674 588 5,738 8.56 4.54 3.54 10.25 O O P O 0 M25; J14 to J15 Clockwise 5,030 791 981 6,802 4,339 689 866 5,894 10.10 3.75 3.78 11.40 O P P O 0 M40; within J1A EB 909 143 112 1,164 801 106 83 990 3.69 3.32 2.94 5.30 P P P P 1 M40; J1A exit slip EB 1,554 244 305 2,103 1,332 192 256 1,780 5.84 3.52 2.93 7.33 P P P O 0 M40; J2 to J3 EB 2,551 401 411 3,363 1,982 272 322 2,576 11.95 7.03 4.65 14.44 O O P O 0 M40; J2 to J3 WB 2,719 428 580 3,727 2,715 426 497 3,638 0.08 0.10 3.58 1.47 P P P P 1 A404; NB 1,136 179 99 1,414 1,207 190 103 1,500 2.07 0.81 0.40 2.25 P P P P 1 A404; within jcn SB 1,000 157 105 1,262 1,023 148 81 1,252 0.72 0.73 2.49 0.28 P P P P 1 A404; SB exit slip SB 158 25 10 193 192 33 8 233 2.57 1.49 0.67 2.74 P P P P 1 M40; Within J4 SB 1,436 226 299 1,961 1,277 169 278 1,724 4.32 4.06 1.24 5.52 P P P P 1 M40; Within J4 NB 1,597 251 405 2,253 1,374 218 368 1,960 5.79 2.15 1.88 6.38 P P P P 1 M40; Within J5 SB 1,859 292 335 2,486 1,728 221 302 2,251 3.09 4.43 1.85 4.83 P P P P 1 M40; Within J5 NB 2,071 326 404 2,801 1,784 272 391 2,447 6.54 3.12 0.65 6.91 P P P P 1 M40; Within J6 SB 1,834 288 275 2,397 1,708 234 299 2,241 2.99 3.34 1.42 3.24 P P P P 1 M40; Within J6 NB 2,040 321 375 2,736 1,796 285 388 2,469 5.57 2.07 0.67 5.23 P P P P 1 M40; J7 to J8 NB 1,990 313 447 2,750 1,932 291 450 2,673 1.31 1.27 0.14 1.48 P P P P 1 M40; J8 to J8a SB 1,238 195 215 1,648 1,056 131 199 1,386 5.37 5.01 1.11 6.73 P P P O 0 M40; J8 to J8a NB 1,399 220 309 1,928 1,176 176 285 1,637 6.21 3.13 1.39 6.89 O P P O 0 M40; Within J8a SB 1,083 170 219 1,472 1,056 131 199 1,386 0.83 3.18 1.38 2.28 P P P P 1 M40; Within J8a NB 1,263 199 235 1,697 1,176 176 285 1,637 2.49 1.68 3.10 1.47 P P P P 1 M40; J8a to J9 SB 1,316 207 211 1,734 1,135 132 199 1,466 5.17 5.76 0.84 6.70 P P P O 0 M40; J8a to J9 NB 1,508 237 263 2,008 1,243 177 285 1,705 7.15 4.17 1.33 7.03 O P P O 0 M40; J9 to J10 SB 2,183 343 447 2,973 1,637 223 287 2,147 12.49 7.13 8.35 16.33 O O O O 0 M40; J9 to J10 NB 2,394 376 586 3,356 1,654 274 365 2,293 16.45 5.66 10.13 20.00 O O O O 0 A34; B430 to M40 SB 1,422 224 336 1,982 1,335 210 216 1,761 2.34 0.95 7.22 5.11 P P O P 1 A34; B430 to M40 NB 1,479 233 458 2,170 1,067 206 307 1,580 11.55 1.82 7.72 13.63 O P O O 0 M4; J5 to J4b EB 3,089 486 596 4,171 3,272 524 487 4,283 3.24 1.69 4.68 1.72 P P O P 1 M4; J5 to J6 WB 3,107 489 410 4,006 3,326 490 310 4,126 3.86 0.05 5.27 1.88 P P O P 1 M4; J5 to J6 EB 2,929 461 444 3,834 2,744 437 409 3,590 3.47 1.13 1.69 4.00 P P P P 1 M4; J6 to J7 WB 2,772 436 457 3,665 2,764 431 451 3,646 0.15 0.24 0.28 0.31 P P P P 1 M4; J6 to J7 EB 2,751 433 419 3,603 2,628 411 449 3,488 2.37 1.07 1.44 1.93 P P P P 1 M4; J7 to J8 WB 2,660 418 533 3,611 2,762 430 431 3,623 1.96 0.58 4.65 0.20 P P O P 1 M4; J7 to J8 EB 2,626 413 499 3,538 2,931 445 450 3,826 5.79 1.54 2.25 4.75 P P P P 1 M4; J8/9 to J10 WB 2,590 407 361 3,358 2,557 382 410 3,349 0.65 1.26 2.50 0.16 P P P P 1 M4; J8/9 to J10 EB 2,466 388 390 3,244 2,517 399 427 3,343 1.02 0.55 1.83 1.73 P P P P 1 A404; A4130 to A308 NB 1,083 170 111 1,364 1,119 182 82 1,383 1.08 0.90 2.95 0.51 P P P P 1 A404; A4130 to A308 SB 1,072 169 115 1,356 1,201 178 79 1,458 3.83 0.68 3.66 2.72 P P P P 1 A43; A5 to A413 NB 838 132 218 1,188 790 134 361 1,285 1.68 0.17 8.40 2.76 P P O P 1 A43; A5 to A413 SB 813 128 180 1,121 766 139 189 1,094 1.67 0.95 0.66 0.81 P P P P 1 A43; A413 to B4525 NB 715 112 199 1,026 677 122 238 1,037 1.44 0.92 2.64 0.34 P P P P 1 A43; A413 to B4525 SB 669 105 165 939 690 112 178 980 0.81 0.67 0.99 1.32 P P P P 1 A43; A413 to B4525 NB 733 115 209 1,057 699 119 256 1,074 1.27 0.37 3.08 0.52 P P P P 1 A43; A413 to B4525 SB 693 109 172 974 686 119 173 978 0.27 0.94 0.08 0.13 P P P P 1 A43; N of Brackley NB 695 109 198 1,002 605 98 242 945 3.53 1.08 2.97 1.83 P P P P 1 A43; N of Brackley SB 665 105 159 929 511 98 90 699 6.35 0.69 6.18 8.06 O P P O 0 A43; A422W to A422E NB 708 111 201 1,020 651 116 268 1,035 2.19 0.47 4.38 0.47 P P P P 1 A43; A422W to A422E SB 672 106 172 950 581 108 119 808 3.64 0.19 4.39 4.79 P P P P 1 A43; A421 to A422 NB 701 110 202 1,013 640 116 242 998 2.36 0.56 2.68 0.47 P P P P 1 20120002A43; A421 toA413.Unc A422 Aylesbury, SB 629 99 159 887 563 110 89 762 2.70 1.08 6.29 4.35 P P P P 1 Buckingham Rd j w Prince Rupert 1 20120002Drive A413.Unc Aylesbury, Southbound 255 40 20 315 296 46 48 390 2.47 0.91 4.80 3.99 P P P P Buckingham Rd j w Prince Rupert 1 20110034Drive A418.C171.Unc Northbound 248 47 24 319 279 47 36 362 1.91 0.00 2.19 2.33 P P P P Aylesbury, Oxford Rd j w 1 20110034Coldharbour A418.C171.Unc Wy.Pearson Cl Eastbound 510 117 42 669 554 109 37 700 1.91 0.75 0.80 1.18 P P P P Aylesbury, Oxford Rd j w 1 Coldharbour Wy.Pearson Cl Westbound 508 107 36 651 540 98 41 679 1.40 0.89 0.81 1.09 P P P P 20120052 A40.A4010 West 1 Wycombe, Pedestal Rbt Westbound 546 126 28 700 605 114 33 752 2.46 1.10 0.91 1.93 P P P P
LMVRv4_Client Review.docx
20120052 A40.A4010 West 1 Wycombe, Pedestal Rbt Eastbound 509 110 31 650 563 112 39 714 2.33 0.19 1.35 2.45 P P P P 20120104 B482.Unc Booker, 1 Marlow Rd j w Clay Ln Southbound 225 32 9 266 202 33 8 243 1.57 0.18 0.34 1.44 P P P P 20120104 B482.Unc Booker, 1 20120071Marlow Rd A4010.Unc j w Clay Ln High Northbound 217 33 10 260 205 31 8 244 0.83 0.35 0.67 1.01 P P P P Wycombe, John Hall Way j w Crest 1 20120071Rd A4010.Unc High Westbound 625 112 54 791 584 99 51 734 1.67 1.27 0.41 2.06 P P P P Wycombe, John Hall Way j w Crest 0 20120077Rd C100.U814 High Eastbound 782 114 44 940 576 79 36 691 7.91 3.56 1.26 8.72 O P P O Wycombe, Marlow Rd j w Cressex 0 20120077Rd C100.U814 High Northbound 394 98 31 523 272 59 31 362 6.69 4.40 0.00 7.65 O P P O Wycombe, Marlow Rd j w Cressex 1 20120072Rd A404.Unc High Southbound 355 95 27 477 384 80 30 494 1.51 1.60 0.56 0.77 P P P P Wycombe, Marlow Hill j w Handy X 1 20120072Sports Centre A404.Unc Acc High Northbound 589 83 28 700 582 78 55 715 0.29 0.56 4.19 0.56 P P P P Wycombe, Marlow Hill j w Handy X 1 20120021Sports Centre A404.C102 Acc High Southbound 585 98 34 717 530 92 55 677 2.33 0.62 3.15 1.52 P P P P Wycombe, Marlow Hill j w Daws 1 20120021Hill Ln A404.C102 High Westbound 296 43 9 348 300 40 9 349 0.23 0.47 0.00 0.05 P P P P Wycombe, Marlow Hill j w Daws 1 Hill Ln Eastbound 316 45 10 371 336 44 16 396 1.11 0.15 1.66 1.28 P P P P 20120068 A40.U131 High 0 Wycombe, London Rd j w Cock Ln Eastbound 755 111 28 894 511 69 19 599 9.70 4.43 1.86 10.80 O P P O 20120068 A40.U131 High 0 20120063Wycombe, C96.UncLondon Rd Four j w Ashes, Cock Ln Westbound 832 141 28 1,001 602 97 13 712 8.59 4.03 3.31 9.87 O P P O Four Ashes Rd j w Kingshill 1 20120063Rd.North Rd C96.Unc Four Ashes, Northbound 238 35 4 277 231 29 5 265 0.46 1.06 0.47 0.73 P P P P Four Ashes Rd j w Kingshill 1 Rd.North Rd Southbound 231 31 4 266 210 30 4 244 1.41 0.18 0.00 1.38 P P P P 20120062 A4128.C77 Hughenden, 1 Valley Rd j w Cryers Hill Rd Northbound 405 59 21 485 376 52 30 458 1.47 0.94 1.78 1.24 P P P P 20120062 A4128.C77 Hughenden, 1 20120090Valley Rd j A355.A404.A413w Cryers Hill Rd Southbound 367 59 19 445 392 59 27 478 1.28 0.00 1.67 1.54 P P P P Amersham, Amersham Bypass- London Rd E j w London Rd W- 1 20120090Stanley Hill A355.A404.A413 Westbound 439 75 21 535 413 70 25 508 1.26 0.59 0.83 1.18 P P P P Amersham, Amersham Bypass- London Rd E j w London Rd W- 1 20110030Stanley Hill MC43.MC44 Hyde Heath, Eastbound 401 55 23 479 441 59 30 530 1.95 0.53 1.36 2.27 P P P P Weedon Hill.Fullers Hill j w 1 20110030Copperkins MC43.MC44 Ln Hyde Heath, Westbound 84 12 2 98 106 18 3 127 2.26 1.55 0.63 2.73 P P P P Weedon Hill.Fullers Hill j w 1 20120106Copperkins A40.B4440 Ln Beaconsfield, Eastbound 83 13 1 97 103 15 2 120 2.07 0.53 0.82 2.21 P P P P London Rd.White Hill j w Wooburn 1 20120106Grn Ln A40.B4440 Beaconsfield, Eastbound 369 50 16 435 295 43 17 355 4.06 1.03 0.25 4.03 P P P P London Rd.White Hill j w Wooburn 0 20120106Grn Ln A40.B4440 Beaconsfield, Westbound 388 53 18 459 262 32 16 310 6.99 3.22 0.49 7.60 O P P O London Rd.White Hill j w Wooburn 1 20120106Grn Ln A40.B4440 Beaconsfield, Northbound 267 40 6 313 249 39 7 295 1.12 0.16 0.39 1.03 P P P P London Rd.White Hill j w Wooburn 1 Grn Ln Southbound 237 39 5 281 237 35 6 278 0.00 0.66 0.43 0.18 P P P P 20120091 A355.MC21 Beaconsfield, Amersham Rd j w 1 Ledborough Ln-Longbottom Ln Westbound 146 25 4 175 127 19 3 149 1.63 1.28 0.53 2.04 P P P P 20120091 A355.MC21 Beaconsfield, Amersham Rd j w 1 Ledborough Ln-Longbottom Ln Eastbound 140 19 4 163 102 16 4 122 3.45 0.72 0.00 3.43 P P P P 20120091 A355.MC21 Beaconsfield, Amersham Rd j w 1 Ledborough Ln-Longbottom Ln Southbound 436 78 32 546 458 75 51 584 1.04 0.34 2.95 1.60 P P P P 20120091 A355.MC21 Beaconsfield, Amersham Rd j w 1 Ledborough Ln-Longbottom Ln Northbound 397 87 31 515 440 80 46 566 2.10 0.77 2.42 2.19 P P P P 20110053 A40 Beaconsfield, 1 London Rd 90m W of Pyebush Rbt Westbound 848 161 46 1,055 845 135 60 1,040 0.10 2.14 1.92 0.46 P P P P 20110053 A40 Beaconsfield, 1 London Rd 90m W of Pyebush Rbt Eastbound 785 114 41 940 914 128 57 1,099 4.43 1.27 2.29 4.98 O P P O A413 London Road Northbound 303 30 21 354 266 27 30 323 2.19 0.56 1.78 1.68 P P P P 1 A413 London Road Southbound 290 24 17 331 264 28 37 329 1.56 0.78 3.85 0.11 P P P P 1 A421 Bourton Eastbound 408 46 41 495 386 53 88 527 1.10 0.99 5.85 1.42 P P P P 1 A421 Bourton Westbound 408 41 35 484 409 43 55 507 0.05 0.31 2.98 1.03 P P P P 1 A422 Stratford Road Eastbound 316 39 29 384 322 42 21 385 0.34 0.47 1.60 0.05 P P P P 1 A422 Stratford Road Westbound 328 38 26 392 305 43 25 373 1.29 0.79 0.20 0.97 P P P P 1 A413 Towcester Road Northbound 110 13 6 129 133 13 6 152 2.09 0.00 0.00 1.94 P P P P 1 A413 Towcester Road Southbound 114 12 6 132 108 12 6 126 0.57 0.00 0.00 0.53 P P P P 1 A422 Brackley Road Eastbound 140 22 5 167 210 33 33 276 5.29 2.10 6.42 7.32 P P P O 0 A422 Brackley Road Westbound 144 20 6 170 218 28 40 286 5.50 1.63 7.09 7.68 P P P O 0
LMVRv4_Client Review.docx
A404 between A4155 and A308 SB 1,077 169 122 1,368 1,230 177 127 1,534 4.50 0.61 0.45 4.36 P P P P 1 A404 within A4155 junction NB 806 127 99 1,032 858 143 103 1,104 1.80 1.38 0.40 2.20 P P P P 1 A404 exit for A4155 NB 263 41 28 332 266 43 38 347 0.18 0.31 1.74 0.81 P P P P 1 M40; within J2 SB 1,855 292 449 2,596 1,435 202 298 1,935 10.36 5.73 7.81 13.89 O P O O 0 Percentage satisfying criteria: 77% 97% 88% 74% 81% 98% 95% 78% 80%
Link Flows Calibration Post Matrix Estimation – PM Peak Hour
PM peak Observed Modelled GEH "Criteria 1" GEH or Criteria "1" (1=meets at Location Direction Car LGV HGV Total Car LGV HGV Total Car LGV HGV Total Car LGV HGV Total lest one) A413 Buckingham Ring Road Southbound 550 87 27 664 501 39 17 557 2.14 6.05 2.13 4.33 P P P O 1 A413 Buckingham Ring Road Northbound 559 88 44 691 509 65 39 613 2.16 2.63 0.78 3.05 P P P P 1 A413 Maids Moreton Southbound 100 9 3 112 118 13 3 134 1.72 1.21 0.00 1.98 P P P P 1 A413 Maids Moreton Northbound 120 6 3 129 120 12 3 135 0.00 2.00 0.00 0.52 P P P P 1 A413 Padbury Northbound 348 55 29 432 445 49 25 519 4.87 0.83 0.77 3.99 P P P P 1 A413 Padbury Southbound 383 60 25 468 410 52 26 488 1.36 1.07 0.20 0.91 P P P P 1 A413 Whitchurch Northbound 523 82 27 632 473 62 27 562 2.24 2.36 0.00 2.86 P P P P 1 A413 Whitchurch Southbound 356 56 25 437 342 46 34 422 0.75 1.40 1.66 0.72 P P P P 1 A418 Leighton Road Wing Southwestbound 742 117 48 907 679 75 35 789 2.36 4.29 2.02 4.05 P P P P 1 A418 Leighton Road Wing Northeastbound 823 129 64 1,016 661 97 42 800 5.95 3.01 3.02 7.17 O P P O 0 A421 Tingewick Bypass Westbound 659 104 57 820 662 96 72 830 0.12 0.80 1.87 0.35 P P P P 1 A421 Tingewick Bypass Eastbound 713 112 95 920 677 84 79 840 1.37 2.83 1.72 2.70 P P P P 1 A421 Whaddon Bottledump Westbound 1,004 77 38 1,119 1,116 101 46 1,263 3.44 2.54 1.23 4.17 P P P P 1 A421 Whaddon Bottledump Eastbound 899 119 35 1,053 931 89 49 1,069 1.06 2.94 2.16 0.49 P P P P 1 A422 Thornton Northeastbound 538 65 19 622 626 51 20 697 3.65 1.84 0.23 2.92 P P P P 1 A422 Thornton Southwestbound 701 94 9 804 667 76 7 750 1.30 1.95 0.71 1.94 P P P P 1 A422 Turweston Westbound 347 23 5 375 461 41 20 522 5.67 3.18 4.24 6.94 O P P O 0 A422 Turweston Eastbound 341 22 4 367 384 46 14 444 2.26 4.12 3.33 3.82 P P P P 1 A4146 Fenny Stratford Bypass Northeastbound 872 137 82 1,091 885 86 22 993 0.44 4.83 8.32 3.04 P P P P 1 A4146 Fenny Stratford Bypass Southwestbound 927 146 55 1,128 623 95 17 735 10.92 4.65 6.33 12.88 O P P O 0 A4146 Hemel Road, Dagnall Northbound 621 72 10 703 611 72 32 715 0.40 0.00 4.80 0.45 P P P P 1 A4146 Hemel Road, Dagnall Southbound 269 34 1 304 412 60 11 483 7.75 3.79 4.08 9.02 O P P O 0 A4146 Northall Southeastbound 268 14 10 292 442 57 21 520 9.23 7.22 2.79 11.32 O P P O 0 A4146 Northall Northwestbound 533 57 11 601 521 66 33 620 0.52 1.15 4.69 0.77 P P P P 1 A4146 Northern Link Northeastbound 784 123 109 1,016 878 82 23 983 3.26 4.05 10.59 1.04 P P P P 1 A4146 Northern Link Southwestbound 910 143 63 1,116 672 96 14 782 8.46 4.30 7.90 10.84 O P P O 0 A4146 Stoke Hammond By N Northwestbound 922 145 98 1,165 989 135 28 1,152 2.17 0.85 8.82 0.38 P P P P 1 A4146 Stoke Hammond By N Southeastbound 1,036 163 66 1,265 1,144 126 24 1,294 3.27 3.08 6.26 0.81 P P P P 1 A4146 Stoke Hammond By S Northwestbound 954 150 85 1,189 883 115 24 1,022 2.34 3.04 8.26 5.02 P P P P 1 A4146 Stoke Hammond By S Southeastbound 451 71 24 546 739 69 14 822 11.81 0.24 2.29 10.55 O P P O 0 B488 Grove Northbound 378 62 6 446 308 29 6 343 3.78 4.89 0.00 5.19 P P P O 0 B488 Grove Southbound 269 44 5 318 404 13 2 419 7.36 5.81 1.60 5.26 O P P O 0 B488 Upper Icknield Way Southwestbound 347 57 6 410 540 44 9 593 9.16 1.83 1.10 8.17 O P P O 0 B488 Upper Icknield Way Northeastbound 529 88 10 627 604 89 11 704 3.15 0.11 0.31 2.98 P P P P 1 B489 Drayton Beauchamp Southwestbound 165 26 8 199 126 18 8 152 3.23 1.71 0.00 3.55 P P P P 1 B489 Drayton Beauchamp Northeastbound 283 44 21 348 197 25 22 244 5.55 3.23 0.22 6.04 P P P O 0 B489 East of Travellers Rest Northeastbound 339 56 6 401 398 71 13 482 3.07 1.88 2.27 3.85 P P P P 1 B489 East of Travellers Rest Southwestbound 295 49 5 349 392 68 9 469 5.23 2.48 1.51 5.93 P P P O 0 B489 West of Travellers Rest Northeastbound 437 69 47 553 429 72 18 519 0.38 0.36 5.09 1.47 P P P P 1 B489 West of Travellers Rest Southwestbound 325 51 30 406 338 55 12 405 0.71 0.55 3.93 0.05 P P P P 1 B4009 Tring Hill Southeastbound 598 83 12 693 583 88 13 684 0.62 0.54 0.28 0.34 P P P P 1 B4009 Tring Hill Northwestbound 760 62 10 832 731 69 13 813 1.06 0.86 0.88 0.66 P P P P 1 B4032 Liscombe Pk Soulbury Eastbound 116 14 5 135 54 14 2 70 6.72 0.00 1.60 6.42 P P P P 1 B4032 Liscombe Pk Soulbury Westbound 157 12 1 170 130 12 1 143 2.25 0.00 0.00 2.16 P P P P 1 B4032 Swanbourne Westbound 202 32 10 244 214 46 2 262 0.83 2.24 3.27 1.13 P P P P 1 B4032 Swanbourne Eastbound 215 34 13 262 235 43 16 294 1.33 1.45 0.79 1.92 P P P P 1 B4506 Dunstable Road, Dagnall Northbound 273 44 4 321 282 44 6 332 0.54 0.00 0.89 0.61 P P P P 1 B4506 Dunstable Road, Dagnall Southbound 160 14 3 177 204 20 5 229 3.26 1.46 1.00 3.65 P P P P 1 B4506 Ringhsall Rd Dagnall Northbound 225 35 19 279 196 33 12 241 2.00 0.34 1.78 2.36 P P P P 1 B4506 Ringhsall Rd Dagnall Southbound 120 19 7 146 194 24 5 223 5.91 1.08 0.82 5.67 P P P P 1 C9 Newton Longville Southeastbound 58 9 3 70 74 10 8 92 1.97 0.32 2.13 2.44 P P P P 1 C9 Newton Longville Northwestbound 78 12 5 95 85 11 1 97 0.78 0.29 2.31 0.20 P P P P 1 C20 Soulbury Northeastbound 63 10 4 77 45 7 4 56 2.45 1.03 0.00 2.58 P P P P 1 C20 Soulbury Southwestbound 73 11 3 87 77 30 2 109 0.46 4.20 0.63 2.22 P P P P 1 C76 Cheddington Southeastbound 113 18 4 135 204 58 6 268 7.23 6.49 0.89 9.37 P P P O 0 C76 Cheddington Northwestbound 180 28 8 216 291 48 17 356 7.23 3.24 2.55 8.28 O P P O 0
LMVRv4_Client Review.docx
C162 Stoke Hammond Southbound 215 30 1 246 192 23 0 215 1.61 1.36 1.41 2.04 P P P P 1 C162 Stoke Hammond Northbound 128 20 0 148 89 10 4 103 3.74 2.58 2.83 4.02 P P P P 1 A41 Aston Clinton Bypass towards Aylesbury 797 125 66 988 858 110 30 998 2.12 1.38 5.20 0.32 P P P P 1 A41 Aston Clinton Bypass from Aylesbury 689 108 66 863 821 103 52 976 4.80 0.49 1.82 3.73 O P P P 1 A41 Berryfields Southeastbound 817 47 24 888 719 63 34 816 3.54 2.16 1.86 2.47 P P P P 1 A41 Berryfields Northwestbound 1,010 45 25 1,080 903 52 25 980 3.46 1.01 0.00 3.12 P P P P 1 A41 Bicester Road Westbound 1,275 200 130 1,605 1,099 147 63 1,309 5.11 4.02 6.82 7.75 P P P O 0 A41 Bicester Road Eastbound 1,212 191 95 1,498 1,142 161 65 1,368 2.04 2.26 3.35 3.43 P P P P 1 A41 Gallows Bridge Eastbound 444 70 51 565 414 69 50 533 1.45 0.12 0.14 1.37 P P P P 1 A41 Gallows Bridge Westbound 486 76 63 625 400 57 35 492 4.09 2.33 4.00 5.63 P P P O 0 A41 Waddesdon Xrds Eastbound 621 98 60 779 601 73 34 708 0.81 2.70 3.79 2.60 P P P P 1 A41 Waddesdon Xrds Westbound 669 105 57 831 603 63 25 691 2.62 4.58 5.00 5.07 P P P O 0 A355 Gore Hill Amersham Northbound 823 129 43 995 755 98 23 876 2.42 2.91 3.48 3.89 P P P P 1 A355 Gore Hill Amersham Southbound 662 104 35 801 647 90 23 760 0.59 1.42 2.23 1.47 P P P P 1 A413 Amersham Bypass Eastbound 870 46 10 926 813 63 23 899 1.96 2.30 3.20 0.89 P P P P 1 A413 Amersham Bypass Westbound 1,104 54 111 1,269 1,148 66 51 1,265 1.31 1.55 6.67 0.11 P P P P 1 A413 Pipers Wood Westbound 1,226 193 5 1,424 1,018 148 6 1,172 6.21 3.45 0.43 6.99 O P P O 0 A413 Pipers Wood Eastbound 615 50 6 671 515 48 9 572 4.21 0.29 1.10 3.97 O P P P 1 A416 Amersham Rd, Chesham Southbound 610 96 61 767 602 90 35 727 0.32 0.62 3.75 1.46 P P P P 1 A416 Amersham Rd, Chesham Northbound 494 78 35 607 579 78 28 685 3.67 0.00 1.25 3.07 P P P P 1 A416 Ashley Green Northbound 670 108 14 792 667 95 14 776 0.12 1.29 0.00 0.57 P P P P 1 A416 Ashley Green Southbound 637 61 5 703 607 64 7 678 1.20 0.38 0.82 0.95 P P P P 1 A416 Berkhampstead Rd Chesham Southbound 546 86 51 683 516 73 23 612 1.30 1.46 4.60 2.79 P P P P 1 A416 Berkhampstead Rd Chesham Northbound 679 107 57 843 634 89 32 755 1.76 1.82 3.75 3.11 P P P P 1 A416 St Marys Way Chesham Southbound 1,514 140 24 1,678 1,356 138 38 1,532 4.17 0.17 2.51 3.64 P P P P 1 A416 St Marys Way Chesham Northbound 1,055 101 14 1,170 1,150 127 27 1,304 2.86 2.44 2.87 3.81 P P P P 1 A418 Aylesbury Rd, Haddenham Southwestbound 648 102 25 775 647 96 21 764 0.04 0.60 0.83 0.40 P P P P 1 A418 Aylesbury Rd, Haddenham Northeastbound 853 134 33 1,020 784 103 22 909 2.41 2.85 2.10 3.57 P P P P 1 A4010 Goat Farm Southbound 659 68 5 732 634 57 8 699 0.98 1.39 1.18 1.23 P P P P 1 A4010 Goat Farm Northbound 929 80 5 1,014 728 62 5 795 6.98 2.14 0.00 7.28 O P P O 0 A4129 Kingsey Eastbound 344 20 2 366 370 28 5 403 1.38 1.63 1.60 1.89 P P P P 1 A4129 Kingsey Westbound 409 51 9 469 291 39 12 342 6.31 1.79 0.93 6.31 O P P O 0 B485 Hyde End Eastbound 242 38 16 296 311 43 11 365 4.15 0.79 1.36 3.80 P P P P 1 B485 Hyde End Westbound 324 51 18 393 429 56 14 499 5.41 0.68 1.00 5.02 O P P O 0 B4009 Halton Southwestbound 483 76 17 576 553 74 12 639 3.08 0.23 1.31 2.56 P P P P 1 B4009 Halton Northeastbound 611 96 34 741 594 84 20 698 0.69 1.26 2.69 1.60 P P P P 1 B4011 Boarstall Southbound 139 13 1 153 180 19 2 201 3.25 1.50 0.82 3.61 P P P P 1 B4011 Boarstall Northbound 287 28 6 321 389 30 10 429 5.55 0.37 1.41 5.58 O P P O 0 B4011 Thame Road Long Crendon Southeastbound 558 88 32 678 549 75 22 646 0.38 1.44 1.92 1.24 P P P P 1 B4011 Thame Road Long Crendon Northwestbound 617 97 52 766 757 88 33 878 5.34 0.94 2.91 3.91 O P P P 1 B4505 Orchard Leigh Westbound 309 31 4 344 537 32 4 573 11.09 0.18 0.00 10.69 O P P O 0 B4505 Orchard Leigh Eastbound 246 43 9 298 314 78 7 399 4.06 4.50 0.71 5.41 P P P O 0 C70 Lower Rd Haddenham Westbound 215 30 1 246 177 18 15 210 2.71 2.45 4.95 2.38 P P P P 1 C70 Lower Rd Haddenham Eastbound 239 36 1 276 243 27 1 271 0.26 1.60 0.00 0.30 P P P P 1 C141 Aston Clinton Eastbound 180 28 13 221 247 29 10 286 4.59 0.19 0.88 4.08 P P P P 1 C141 Aston Clinton Westbound 157 25 12 194 164 26 9 199 0.55 0.20 0.93 0.36 P P P P 1 C142 Weston Turville Northeastbound 387 61 23 471 292 37 13 342 5.16 3.43 2.36 6.40 P P P O 0 C142 Weston Turville Southwestbound 319 50 17 386 253 35 10 298 3.90 2.30 1.91 4.76 P P P P 1 U21 Fowler Road Southeastbound 279 22 6 307 283 23 5 311 0.24 0.21 0.43 0.23 P P P P 1 U21 Fowler Road Northwestbound 254 29 5 288 260 30 4 294 0.37 0.18 0.47 0.35 P P P P 1 A40 Abbey Way High Wycombe Northbound 1,071 168 53 1,292 988 139 34 1,161 2.59 2.34 2.88 3.74 P P P P 1 A40 Abbey Way High Wycombe Southbound 761 120 36 917 842 112 28 982 2.86 0.74 1.41 2.11 P P P P 1 A40 Aston Hill Stokenchurch Northwestbound 359 56 6 421 13 3 2 18 25.37 9.76 2.00 27.20 O P P O 0 A40 Aston Hill Stokenchurch Southeastbound 218 22 5 245 184 15 2 201 2.40 1.63 1.60 2.95 P P P P 1 A40 Beaconsfield W of Burkes Rd eastbound 608 96 30 734 694 99 27 820 3.37 0.30 0.56 3.09 P P P P 1 A40 Beaconsfield W of Burkes Rd westbound 763 120 29 912 716 104 22 842 1.73 1.51 1.39 2.36 P P P P 1 A40 London Rd High Wycombe Westbound 1,040 163 71 1,274 804 114 14 932 7.77 4.16 8.74 10.30 O P P O 0 A40 London Rd High Wycombe Eastbound 764 120 49 933 669 86 19 774 3.55 3.35 5.14 5.44 P P P O 0 A40 Wycombe Rd Stokenchurch westbound 307 52 2 361 356 53 3 412 2.69 0.14 0.63 2.59 P P P P 1 A40 Wycombe Rd Stokenchurch eastbound 375 37 11 423 408 38 9 455 1.67 0.16 0.63 1.53 P P P P 1 A404 Hazlemere Northeastbound 812 62 24 898 862 70 18 950 1.73 0.98 1.31 1.71 P P P P 1 A404 Hazlemere Southwestbound 762 76 13 851 785 77 17 879 0.83 0.11 1.03 0.95 P P P P 1 A404 Whielden Ln Amersham Northeastbound 521 82 31 634 563 72 19 654 1.80 1.14 2.40 0.79 P P P P 1 A404 Whielden Ln Amersham Southwestbound 790 124 43 957 737 99 42 878 1.92 2.37 0.15 2.61 P P P P 1 A413 Wendover Bypass Southeastbound 524 41 15 580 442 39 17 498 3.73 0.32 0.50 3.53 P P P P 1 A413 Wendover Bypass Northwestbound 777 120 7 904 678 85 7 770 3.67 3.46 0.00 4.63 P P P P 1 A4010 Bradenham Southbound 588 92 29 709 570 77 16 663 0.75 1.63 2.74 1.76 P P P P 1 A4010 Bradenham Northbound 686 108 27 821 741 95 18 854 2.06 1.29 1.90 1.14 P P P P 1 A4094 Cookham Bridge Southbound 616 34 17 667 651 44 0 695 1.39 1.60 5.83 1.07 P P P P 1 A4094 Cookham Bridge Northbound 613 26 5 644 644 36 0 680 1.24 1.80 3.16 1.40 P P P P 1
LMVRv4_Client Review.docx
A4094 Town Ln Cores End southwestbound 670 30 8 708 408 21 9 438 11.29 1.78 0.34 11.28 O P P O 0 A4094 Town Ln Cores End northeastbound 711 55 9 775 417 34 9 460 12.38 3.15 0.00 12.68 O P P O 0 A4128 Archway High Wycombe Southbound 385 60 16 461 511 71 18 600 5.95 1.36 0.49 6.03 O P P O 0 A4128 Archway High Wycombe Northbound 675 106 25 806 708 98 22 828 1.25 0.79 0.62 0.77 P P P P 1 A4128 Cryers Hill Northbound 547 49 4 600 538 46 7 591 0.39 0.44 1.28 0.37 P P P P 1 A4128 Cryers Hill Southbound 416 47 2 465 474 60 5 539 2.75 1.78 1.60 3.30 P P P P 1 A4155 Little Marlow Westbound 808 127 36 971 797 120 31 948 0.39 0.63 0.86 0.74 P P P P 1 A4155 Little Marlow Eastbound 923 145 57 1,125 811 99 34 944 3.80 4.16 3.41 5.63 P P P O 0 A4155 Medmenham Westbound 343 13 3 359 331 17 5 353 0.65 1.03 1.00 0.32 P P P P 1 A4155 Medmenham Eastbound 261 17 4 282 353 49 9 411 5.25 5.57 1.96 6.93 P P P O 0 B482 Cadmore End Southeastbound 152 17 2 171 130 7 2 139 1.85 2.89 0.00 2.57 P P P P 1 B482 Cadmore End Northwestbound 207 29 5 241 173 28 5 206 2.47 0.19 0.00 2.34 P P P P 1 B4009 Great Kimble Northeastbound 401 63 23 487 374 54 8 436 1.37 1.18 3.81 2.37 P P P P 1 B4009 Great Kimble Southwestbound 250 39 18 307 315 49 0 364 3.87 1.51 6.00 3.11 P P P P 1 B4009 Pitch Grn Bledlow Southwestbound 283 33 3 319 404 52 1 457 6.53 2.91 1.41 7.01 O P P O 0 B4009 Pitch Grn Bledlow Northeastbound 297 41 7 345 291 42 3 336 0.35 0.16 1.79 0.49 P P P P 1 C86 New Rd Walters Ash Southeastbound 384 37 5 426 255 24 3 282 7.22 2.35 1.00 7.65 O P P O 0 C86 New Rd Walters Ash Northwestbound 229 24 5 258 235 28 3 266 0.39 0.78 1.00 0.49 P P P P 1 C99 Park Ln Lane End westbound 224 22 3 249 147 15 2 164 5.65 1.63 0.63 5.92 P P P P 1 C99 Park Ln Lane End Eastbound 141 14 3 158 119 13 3 135 1.93 0.27 0.00 1.90 P P P P 1 C177 Ellesborough Rd Wendover Westbound 203 20 3 226 166 17 0 183 2.72 0.70 2.45 3.01 P P P P 1 C177 Ellesborough Rd Wendover Eastbound 292 30 6 328 208 23 0 231 5.31 1.36 3.46 5.80 P P P P 1 A4 Burnham Eastbound 610 96 51 757 758 110 33 901 5.66 1.38 2.78 5.00 O P P O 0 A4 Burnham Westbound 750 118 48 916 834 128 30 992 2.98 0.90 2.88 2.46 P P P P 1 A40 Oxford Rd E of Potkiln Ln Westbound 619 20 14 653 552 24 14 590 2.77 0.85 0.00 2.53 P P P P 1 A40 Oxford Rd E of Potkiln Ln Eastbound 425 44 12 481 330 35 11 376 4.89 1.43 0.29 5.07 P P P O 0 A40 Tatling End Westbound 471 74 36 581 606 92 24 722 5.82 1.98 2.19 5.52 O P P O 0 A40 Tatling End Eastbound 459 72 30 561 612 100 22 734 6.61 3.02 1.57 6.80 O P P O 0 A355 Amersham Rd Beaconsfield Southbound 662 104 37 803 672 90 24 786 0.39 1.42 2.35 0.60 P P P P 1 A355 Amersham Rd Beaconsfield Northbound 1,065 167 40 1,272 933 130 24 1,087 4.18 3.04 2.83 5.39 P P P P 1 A355 Farnham Common Northbound 582 91 39 712 305 54 24 383 13.15 4.35 2.67 14.06 O P P O 0 A355 Farnham Common Southbound 476 75 48 599 338 54 30 422 6.84 2.61 2.88 7.83 O P P O 0 A355 Farnham Royal Northbound 413 65 34 512 457 81 36 574 2.11 1.87 0.34 2.66 P P P P 1 A355 Farnham Royal Southbound 564 89 29 682 693 106 36 835 5.15 1.72 1.23 5.56 O P P O 0 A404 Chenies Southeastbound 541 47 8 596 642 62 16 720 4.15 2.03 2.31 4.83 O P P O 1 A404 Chenies Northwestbound 573 58 11 642 797 71 16 884 8.56 1.62 1.36 8.76 O P P O 0 A404 White Lion Rd Amerham Southeastbound 669 105 30 804 630 72 31 733 1.53 3.51 0.18 2.56 P P P P 1 A404 White Lion Rd Amerham Northwestbound 926 146 34 1,106 929 126 35 1,090 0.10 1.71 0.17 0.48 P P P P 1 A412 Denham Green Northbound 505 64 7 576 546 77 6 629 1.79 1.55 0.39 2.16 P P P P 1 A412 Denham Green Southbound 573 50 12 635 622 76 9 707 2.00 3.28 0.93 2.78 P P P P 1 A412 George Green Southbound 989 134 41 1,164 1,366 178 85 1,629 10.99 3.52 5.54 12.44 O P P O 0 A412 George Green Northbound 965 94 20 1,079 1,089 122 49 1,260 3.87 2.69 4.94 5.29 P P P O 0 A412 Iver Heath Southwestbound 704 111 67 882 812 120 88 1,020 3.92 0.84 2.39 4.47 O P P O 1 A412 Iver Heath Northeastbound 782 123 56 961 682 120 45 847 3.70 0.27 1.55 3.79 P P P P 1 A413 Chalfont St Giles Northbound 822 129 39 990 579 94 23 696 9.18 3.31 2.87 10.13 O P P O 0 A413 Chalfont St Giles Southbound 540 85 30 655 455 74 20 549 3.81 1.23 2.00 4.32 P P P O 1 A413 Gerrards Cross Northwestbound 842 132 33 1,007 859 140 27 1,026 0.58 0.69 1.10 0.60 P P P P 1 A413 Gerrards Cross Southeastbound 611 96 37 744 610 114 28 752 0.04 1.76 1.58 0.29 P P P P 1 A4007 Slough Rd Iver Heath Westbound 688 108 38 834 775 99 22 896 3.22 0.88 2.92 2.11 P P P P 1 A4007 Slough Rd Iver Heath Eastbound 289 45 31 365 519 53 37 609 11.44 1.14 1.03 11.06 O P P O 0 A4020 New Denham Southeastbound 555 87 59 701 447 81 54 582 4.83 0.65 0.67 4.70 O P P O 1 A4020 New Denham Northwestbound 1,139 179 49 1,367 1,225 183 70 1,478 2.50 0.30 2.72 2.94 P P P P 1 B416 Stoke Green Crematorium Southbound 241 38 20 299 320 54 17 391 4.72 2.36 0.70 4.95 P P P P 1 B416 Stoke Green Crematorium Northbound 330 52 19 401 479 67 16 562 7.41 1.94 0.72 7.34 O P P O 0 B470 High St Iver Eastbound 478 75 48 601 267 51 20 338 10.93 3.02 4.80 12.14 O P P O 0 B470 High St Iver Westbound 713 112 47 872 558 80 15 653 6.15 3.27 5.75 7.93 O P P O 0 B470 Iver Ln Southwestbound 522 82 36 640 315 58 28 401 10.12 2.87 1.41 10.48 O P P O 0 B470 Iver Ln Northeastbound 332 52 34 418 381 74 30 485 2.60 2.77 0.71 3.15 P P P P 1 B470 Shredding Green Southwestbound 405 64 20 489 363 52 11 426 2.14 1.58 2.29 2.95 P P P P 1 B470 Shredding Green Northeastbound 528 83 33 644 311 57 15 383 10.59 3.11 3.67 11.52 O P P O 0 B474 Knotty Green Northbound 699 79 8 786 777 89 9 875 2.87 1.09 0.34 3.09 P P P P 1 B474 Knotty Green Southbound 236 33 6 275 287 40 7 334 3.15 1.16 0.39 3.38 P P P P 1 B474 Station Rd Beaconsfield Southbound 411 65 15 491 329 51 11 391 4.26 1.84 1.11 4.76 P P P O 1 B474 Station Rd Beaconsfield Northbound 439 69 23 531 282 48 17 347 8.27 2.75 1.34 8.78 O P P O 0 B3026 Dorney Common Southeastbound 300 34 3 337 146 21 3 170 10.31 2.48 0.00 10.49 O P P O 0 B3026 Dorney Common Northwestbound 363 50 9 422 327 41 7 375 1.94 1.33 0.71 2.35 P P P P 1 MC8 Thorney Ln South Southbound 324 51 36 411 340 67 33 440 0.88 2.08 0.51 1.41 P P P P 1 MC8 Thorney Ln South Northbound 235 37 43 315 174 32 25 231 4.27 0.85 3.09 5.08 P P P P 1 MC51 Hawthorn Ln Burnham 0 Beeches westbound 93 7 0 100 199 29 4 232 8.77 5.19 2.83 10.25 O P P O
LMVRv4_Client Review.docx
MC51 Hawthorn Ln Burnham 1 Beeches Eastbound 79 4 0 83 110 14 6 130 3.19 3.33 3.46 4.55 P P P P MC51 Pumpkin Hill, Burnham 1 Beeches Northwestbound 98 7 0 105 158 13 5 176 5.30 1.90 3.16 5.99 P P P P MC51 Pumpkin Hill, Burnham 1 Beeches Southeastbound 90 5 0 95 97 8 3 108 0.72 1.18 2.45 1.29 P P P P U-C North Pk Iver westbound 341 54 43 438 541 104 34 679 9.52 5.63 1.45 10.20 O P P O 0 U-C North Pk Iver eastbound 287 45 49 381 270 31 28 329 1.02 2.27 3.38 2.76 P P P P 1 U-C Stewarts Dr Burnham Beeches Southbound 23 2 0 25 77 3 0 80 7.64 0.63 0.00 7.59 P P P P 1 U-C Stewarts Dr Burnham Beeches Northbound 157 8 0 165 297 14 2 313 9.29 1.81 2.00 9.57 O P P O 0 A41 Aston Clinton Rd Northwestbound 1,309 126 35 1,470 1,208 119 30 1,357 2.85 0.63 0.88 3.01 P P P P 1 A41 Aston Clinton Rd Southeastbound 1,096 105 36 1,237 1,144 109 50 1,303 1.43 0.39 2.13 1.85 P P P P 1 A41 Friarage Rd WBD Westbound 509 27 4 540 625 42 6 673 4.87 2.55 0.89 5.40 O P P O 0 A41 Tring Road Eastbound 763 20 23 806 800 30 33 863 1.32 2.00 1.89 1.97 P P P P 1 A41 Tring Road Westbound 724 32 23 779 718 42 21 781 0.22 1.64 0.43 0.07 P P P P 1 A413 County Farm Northwestbound 1,298 37 16 1,351 1,298 46 16 1,360 0.00 1.40 0.00 0.24 P P P P 1 A413 County Farm Southeastbound 894 25 14 933 795 33 20 848 3.41 1.49 1.46 2.85 P P P P 1 A413 Walton St Gyratory NBD Northbound 2,192 62 30 2,284 1,458 49 14 1,521 17.18 1.75 3.41 17.49 O P P O 0 A413 Walton St Gyratory SBD Southbound 1,331 25 23 1,379 1,293 34 23 1,350 1.05 1.66 0.00 0.79 P P P P 1 A418 Rowsham Northbound 922 31 24 977 718 32 26 776 7.12 0.18 0.40 6.79 O P P O 0 A418 Rowsham Southbound 653 24 18 695 629 34 23 686 0.95 1.86 1.10 0.34 P P P P 1 B4443 Lower Rd Stoke Mand Northwestbound 1,038 52 11 1,101 616 45 2 663 14.67 1.01 3.53 14.75 O P P O 0 B4443 Lower Rd Stoke Mand Southeastbound 849 39 10 898 666 39 8 713 6.65 0.00 0.67 6.52 O P P O 0 C176 Walton Rd Ayles Gyratory Northeastbound 443 6 6 455 350 6 4 360 4.67 0.00 0.89 4.71 P P P P 1 C176 Walton Rd Ayles Gyratory Southwestbound 572 11 7 590 361 19 3 383 9.77 2.07 1.79 9.38 O P P O 0 Cold Harbour Way Ayles Southeastbound 863 37 6 906 702 34 6 742 5.76 0.50 0.00 5.71 O P P O 0 Cold Harbour Way Ayles Northwestbound 868 47 7 922 809 47 9 865 2.04 0.00 0.71 1.91 P P P P 1 Griffin Lane Bridge Southwestbound 729 24 5 758 589 22 5 616 5.45 0.42 0.00 5.42 O P P O 0 Griffin Lane Bridge Northeastbound 544 18 13 575 452 16 9 477 4.12 0.49 1.21 4.27 P P P P 1 U32 Bedgrove Southwestbound 535 14 6 555 319 13 3 335 10.45 0.27 1.41 10.43 O P P O 0 U32 Bedgrove Northeastbound 618 17 6 641 462 16 2 480 6.71 0.25 2.00 6.80 O P P O 0 Vale Park Drive Eastbound 763 20 23 806 725 22 12 759 1.39 0.44 2.63 1.68 P P P P 1 Vale Park Drive Westbound 724 32 23 779 786 31 13 830 2.26 0.18 2.36 1.80 P P P P 1 A5; Potterspury to Paulerspury NB 521 82 22 625 869 104 26 999 13.20 2.28 0.82 13.12 O P P O 0 A5; Potterspury to Paulerspury SB 878 138 22 1,038 675 113 21 809 7.28 2.23 0.22 7.54 O P P O 0 A5; A422 to A508 NB 2,209 347 49 2,605 2,601 346 44 2,991 7.99 0.05 0.73 7.30 O P P P 1 A5; A422 to A508 SB 1,089 171 55 1,315 1,636 233 53 1,922 14.82 4.36 0.27 15.09 O P P O 0 A5; A509 to A422 NB 2,850 448 64 3,362 3,279 473 56 3,808 7.75 1.16 1.03 7.45 O P P O 0 A5; A509 to A422 SB 1,625 255 57 1,937 2,181 296 43 2,520 12.75 2.47 1.98 12.35 O P P O 0 A5; A421 to A509 NB 2,051 322 76 2,449 2,316 349 47 2,712 5.67 1.47 3.70 5.18 P P P P 1 A5; A421 to A509 SB 1,737 273 46 2,056 2,131 324 36 2,491 8.96 2.95 1.56 9.12 O P P O 0 A5; A4146N to A421 SB 1,576 248 38 1,862 2,113 245 37 2,395 12.50 0.19 0.16 11.55 O P P O 0 A5; A4146S to A4146N NB 1,135 179 50 1,364 1,490 212 63 1,765 9.80 2.36 1.73 10.14 O P P O 0 A5; A4146S to A4146N SB 1,298 204 38 1,540 2,112 267 58 2,437 19.71 4.11 2.89 20.12 O P P O 0 A5; B4100 to A4146 NB 557 88 22 667 838 92 19 949 10.64 0.42 0.66 9.92 O P P O 0 A5; B4100 to A4146 SB 891 140 18 1,049 1,081 123 21 1,225 6.05 1.48 0.68 5.22 O P P O 0 A5; A4146 to B4100 NB 398 63 21 482 742 92 19 853 14.41 3.29 0.45 14.36 O P P O 0 A5; A4146 to B4100 SB 539 85 23 647 811 123 21 955 10.47 3.73 0.43 10.88 O P P O 0 A5; A5120 to A505 NB 571 90 34 695 1,254 154 43 1,451 22.61 5.79 1.45 23.08 O P P O 0 A5; A5120 to A505 SB 544 86 26 656 1,041 148 41 1,230 17.65 5.73 2.59 18.69 O P P O 0 A5; M1 to A505 NB 1,016 160 50 1,226 1,372 251 69 1,692 10.30 6.35 2.46 12.20 O P P O 0 A5; M1 to A505 SB 593 93 32 718 1,072 129 50 1,251 16.60 3.42 2.81 16.99 O P P O 0 M1; Jnc 14 to Jnc 15 NB 3,648 574 436 4,658 3,202 525 508 4,235 7.62 2.09 3.31 6.34 O P P O 0 M1; Jnc 14 to Jnc 15 SB 3,042 478 423 3,943 2,389 409 526 3,324 12.53 3.28 4.73 10.27 O P O O 0 M1; Jnc 13 to Jnc 14 NB 3,143 494 701 4,338 3,191 560 589 4,340 0.85 2.88 4.41 0.03 P P O P 1 M1; Jnc 13 to Jnc 14 SB 3,440 541 423 4,404 3,427 571 562 4,560 0.22 1.27 6.26 2.33 P P O P 1 M1; Jnc 12 to Jnc 13 NB 3,738 588 558 4,884 3,465 607 569 4,641 4.55 0.78 0.46 3.52 P P P P 1 M1; Jnc 12 to Jnc 13 SB 3,571 562 534 4,667 3,463 567 584 4,614 1.82 0.21 2.11 0.78 P P P P 1 M1; Jnc 11 to Jnc 12 NB 4,098 644 567 5,309 4,255 707 585 5,547 2.43 2.42 0.75 3.23 P P P P 1 M1; Jnc 11 to Jnc 12 SB 3,459 544 516 4,519 3,955 613 601 5,169 8.15 2.87 3.60 9.34 O P P O 0 M1; Jnc 10 to Jnc 11 NB 4,683 736 558 5,977 5,266 694 560 6,520 8.27 1.57 0.08 6.87 O P P O 0 M1; Jnc 10 to Jnc 11 SB 3,916 616 530 5,062 4,287 590 584 5,461 5.79 1.06 2.29 5.50 P P P P 1 M1; Jnc 9 to Jnc 10 NB 4,989 784 679 6,452 6,152 828 712 7,692 15.58 1.55 1.25 14.75 O P P O 0 M1; Jnc 9 to Jnc 10 SB 4,277 672 618 5,567 5,359 682 744 6,785 15.59 0.38 4.83 15.50 O P O O 0 M1; Jnc 8 to Jnc 9 NB 5,312 835 642 6,789 6,376 983 591 7,950 13.92 4.91 2.05 13.52 O O P O 0 M1; Jnc 8 to Jnc 9 SB 4,416 694 543 5,653 5,271 760 755 6,786 12.29 2.45 8.32 14.37 O P O O 0 M1; J7 to Jnc 6a NB 5,338 839 645 6,822 6,600 920 503 8,023 16.33 2.73 5.93 13.94 O P O O 0 M1; J7 to Jnc 6a SB 3,094 486 161 3,741 5,370 796 688 6,854 34.99 12.24 25.58 42.77 O O O O 0 M25; J20 to J21 Anticlockwise 3,612 568 330 4,510 3,456 588 324 4,368 2.62 0.83 0.33 2.13 P P P P 1 M25; J20 to J21 Clockwise 4,401 692 507 5,600 3,781 623 462 4,866 9.69 2.69 2.04 10.15 O P P O 0 M25; J19 to J20 Anticlockwise 3,964 623 398 4,985 4,149 680 457 5,286 2.90 2.23 2.85 4.20 P P P P 1
LMVRv4_Client Review.docx
M25; J19 to J20 Clockwise 4,988 784 489 6,261 4,830 762 388 5,980 2.26 0.79 4.82 3.59 P P O P 1 M25; J18 to J19 Anticlockwise 4,846 762 431 6,039 5,441 805 476 6,722 8.30 1.54 2.11 8.55 O P P O 0 M25; J18 to J19 Clockwise 5,964 938 522 7,424 6,038 901 414 7,353 0.96 1.22 4.99 0.83 P P O P 1 M25; J17 to J18 Anticlockwise 4,335 682 482 5,499 4,693 712 451 5,856 5.33 1.14 1.44 4.74 P P P P 1 M25; J17 to J18 Clockwise 5,470 860 507 6,837 5,309 793 383 6,485 2.19 2.33 5.88 4.31 P P O P 1 M25; J16 to J17 Anticlockwise 4,199 660 359 5,218 4,837 728 449 6,014 9.49 2.58 4.48 10.62 O P P O 0 M25; J16 to J17 Clockwise 5,106 803 409 6,318 5,019 771 387 6,177 1.22 1.14 1.10 1.78 P P P P 1 M25; J15 to J16 Anticlockwise 5,120 805 510 6,435 5,368 804 457 6,629 3.42 0.04 2.41 2.40 P P P P 1 M25; J15 to J16 Clockwise 5,560 874 535 6,969 5,601 889 508 6,998 0.55 0.51 1.18 0.35 P P P P 1 M25; J14 to J15 Anticlockwise 5,749 904 432 7,085 5,857 845 408 7,110 1.42 2.00 1.17 0.30 P P P P 1 M25; J14 to J15 Clockwise 5,338 839 559 6,736 5,642 867 488 6,997 4.10 0.96 3.10 3.15 P P P P 1 M40; within J1A EB 1,758 276 80 2,114 1,964 261 56 2,281 4.78 0.92 2.91 3.56 P P P P 1 M40; J1A exit slip EB 2,166 341 221 2,728 2,211 323 171 2,705 0.96 0.99 3.57 0.44 P P P P 1 M40; J2 to J3 EB 4,048 637 284 4,969 4,061 557 210 4,828 0.20 3.27 4.71 2.01 P P P P 1 M40; J2 to J3 WB 4,461 701 368 5,530 4,707 693 310 5,710 3.63 0.30 3.15 2.40 P P P P 1 A404; NB 1,787 281 62 2,130 1,529 232 56 1,817 6.34 3.06 0.78 7.05 P P P P 1 A404; within jcn SB 1,769 278 61 2,108 1,831 271 48 2,150 1.46 0.42 1.76 0.91 P P P P 1 A404; SB exit slip SB 227 36 8 271 368 44 4 416 8.17 1.26 1.63 7.82 O P P O 0 M40; Within J4 SB 1,910 300 231 2,441 2,550 350 153 3,053 13.55 2.77 5.63 11.68 O P P O 0 M40; Within J4 NB 2,220 349 246 2,815 2,256 354 239 2,849 0.76 0.27 0.45 0.64 P P P P 1 M40; Within J5 SB 2,652 417 253 3,322 2,890 396 174 3,460 4.52 1.04 5.41 2.37 P P P P 1 M40; Within J5 NB 3,135 493 258 3,886 3,070 462 268 3,800 1.17 1.42 0.62 1.39 P P P P 1 M40; Within J6 SB 2,621 412 211 3,244 3,100 418 166 3,684 8.96 0.29 3.28 7.48 O P P O 0 M40; Within J6 NB 2,926 460 240 3,626 2,801 426 266 3,493 2.34 1.62 1.63 2.23 P P P P 1 M40; J7 to J8 NB 2,861 450 291 3,602 3,103 467 295 3,865 4.43 0.79 0.23 4.30 P P P P 1 M40; J8 to J8a SB 1,695 266 178 2,139 1,341 222 92 1,655 9.09 2.82 7.40 11.11 O P P O 0 M40; J8 to J8a NB 2,078 327 211 2,616 1,901 314 207 2,422 3.97 0.73 0.28 3.87 P P P P 1 M40; Within J8a SB 1,557 245 181 1,983 1,341 222 92 1,655 5.67 1.51 7.62 7.69 P P P O 0 M40; Within J8a NB 1,926 303 165 2,394 1,901 314 207 2,422 0.57 0.63 3.08 0.57 P P P P 1 M40; J8a to J9 SB 1,834 288 175 2,297 1,566 230 92 1,888 6.50 3.60 7.18 8.94 P P P O 0 M40; J8a to J9 NB 2,617 412 197 3,226 2,187 327 207 2,721 8.77 4.42 0.70 9.26 O P P O 0 M40; J9 to J10 SB 2,964 466 345 3,775 1,992 359 194 2,545 19.53 5.27 9.20 21.88 O O O O 0 M40; J9 to J10 NB 3,457 544 418 4,419 2,638 426 218 3,282 14.84 5.36 11.22 18.32 O O O O 0 A34; B430 to M40 SB 2,155 339 243 2,737 1,732 298 181 2,211 9.60 2.30 4.26 10.58 O P P O 0 A34; B430 to M40 NB 2,166 341 307 2,814 1,675 314 155 2,144 11.20 1.49 10.00 13.46 O P O O 0 M4; J5 to J4b EB 4,451 700 324 5,475 5,357 837 343 6,537 12.94 4.94 1.04 13.70 O O P O 0 M4; J5 to J6 WB 4,637 729 244 5,610 4,859 726 211 5,796 3.22 0.11 2.19 2.46 P P P P 1 M4; J5 to J6 EB 4,058 638 254 4,950 4,449 701 312 5,462 6.00 2.43 3.45 7.10 P P P O 0 M4; J6 to J7 WB 4,358 685 260 5,303 4,246 597 268 5,111 1.71 3.48 0.49 2.66 P P P P 1 M4; J6 to J7 EB 3,948 621 251 4,820 4,007 650 320 4,977 0.94 1.15 4.08 2.24 P P P P 1 M4; J7 to J8 WB 4,658 733 304 5,695 4,763 711 259 5,733 1.53 0.82 2.68 0.50 P P P P 1 M4; J7 to J8 EB 4,092 643 315 5,050 4,070 660 315 5,045 0.34 0.67 0.00 0.07 P P P P 1 M4; J8/9 to J10 WB 4,466 702 215 5,383 4,500 693 247 5,440 0.51 0.34 2.11 0.77 P P P P 1 M4; J8/9 to J10 EB 4,181 657 249 5,087 4,155 627 289 5,071 0.40 1.18 2.44 0.22 P P P P 1 A404; A4130 to A308 NB 2,209 347 74 2,630 1,721 151 28 1,900 11.01 12.42 6.44 15.34 O O P O 0 A404; A4130 to A308 SB 2,026 319 53 2,398 2,125 342 34 2,501 2.17 1.27 2.88 2.08 P P P P 1 A43; A5 to A413 NB 1,494 235 155 1,884 1,502 259 164 1,925 0.21 1.53 0.71 0.94 P P P P 1 A43; A5 to A413 SB 1,174 185 123 1,482 1,187 208 141 1,536 0.38 1.64 1.57 1.39 P P P P 1 A43; A413 to B4525 NB 1,357 213 143 1,713 1,371 242 39 1,652 0.38 1.92 10.90 1.49 P P O P 1 A43; A413 to B4525 SB 952 150 112 1,214 1,057 168 134 1,359 3.31 1.43 1.98 4.04 P P P P 1 A43; A413 to B4525 NB 1,294 203 149 1,646 1,219 213 148 1,580 2.12 0.69 0.08 1.64 P P P P 1 A43; A413 to B4525 SB 1,134 178 122 1,434 1,043 186 125 1,354 2.76 0.59 0.27 2.14 P P P P 1 A43; N of Brackley NB 1,203 189 139 1,531 1,043 181 127 1,351 4.77 0.59 1.04 4.74 P P P P 1 A43; N of Brackley SB 1,002 158 111 1,271 588 138 110 836 14.68 1.64 0.10 13.40 O P P O 0 A43; A422W to A422E NB 1,227 193 137 1,557 1,130 206 133 1,469 2.83 0.92 0.34 2.26 P P P P 1 A43; A422W to A422E SB 1,091 172 121 1,384 791 153 126 1,070 9.78 1.49 0.45 8.96 O P P O 0 A43; A421 to A422 NB 1,374 216 141 1,731 1,356 226 123 1,705 0.49 0.67 1.57 0.63 P P P P 1 A43; A421 to A422 SB 948 149 109 1,206 832 165 110 1,107 3.89 1.28 0.10 2.91 P P P P 1 20120002 A413.Unc Aylesbury, Buckingham Rd j w Prince Rupert 1 Drive Southbound 389 38 21 448 406 42 29 477 0.85 0.63 1.60 1.35 P P P P 20120002 A413.Unc Aylesbury, Buckingham Rd j w Prince Rupert 1 Drive Northbound 601 52 7 660 569 55 8 632 1.32 0.41 0.37 1.10 P P P P 20110034 A418.C171.Unc Aylesbury, Oxford Rd j w 1 Coldharbour Wy.Pearson Cl Eastbound 1,106 130 18 1,254 1,150 121 21 1,292 1.31 0.80 0.68 1.07 P P P P 20110034 A418.C171.Unc Aylesbury, Oxford Rd j w 1 Coldharbour Wy.Pearson Cl Westbound 906 83 12 1,001 1,007 91 16 1,114 3.27 0.86 1.07 3.47 P P P P 20120052 A40.A4010 West 1 Wycombe, Pedestal Rbt Westbound 970 104 12 1,086 1,084 129 18 1,231 3.56 2.32 1.55 4.26 P P P P
LMVRv4_Client Review.docx
20120052 A40.A4010 West 1 Wycombe, Pedestal Rbt Eastbound 851 102 15 968 900 110 20 1,030 1.66 0.78 1.20 1.96 P P P P 20120104 B482.Unc Booker, 1 Marlow Rd j w Clay Ln Southbound 392 25 3 420 461 36 3 500 3.34 1.99 0.00 3.73 P P P P 20120104 B482.Unc Booker, 1 Marlow Rd j w Clay Ln Northbound 341 31 2 374 314 33 2 349 1.49 0.35 0.00 1.31 P P P P 20120071 A4010.Unc High Wycombe, John Hall Way j w Crest 1 Rd Westbound 939 88 23 1,050 1,037 111 29 1,177 3.12 2.31 1.18 3.81 P P P P 20120071 A4010.Unc High Wycombe, John Hall Way j w Crest 1 20120077Rd C100.U814 High Eastbound 1,344 101 23 1,468 1,302 111 26 1,439 1.15 0.97 0.61 0.76 P P P P Wycombe, Marlow Rd j w Cressex 1 20120077Rd C100.U814 High Northbound 495 77 12 584 478 76 14 568 0.77 0.11 0.55 0.67 P P P P Wycombe, Marlow Rd j w Cressex 1 Rd Southbound 706 57 6 769 721 66 9 796 0.56 1.15 1.10 0.97 P P P P 20120072 A404.Unc High Wycombe, Marlow Hill j w Handy 1 X Sports Centre Acc Northbound 952 64 7 1,023 1,020 80 26 1,126 2.17 1.89 4.68 3.14 P P P P 20120072 A404.Unc High Wycombe, Marlow Hill j w Handy 1 X Sports Centre Acc Southbound 1,126 74 22 1,222 1,091 106 21 1,218 1.05 3.37 0.22 0.11 P P P P 20120021 A404.C102 High Wycombe, Marlow Hill j w Daws 1 Hill Ln Westbound 505 58 2 565 551 69 6 626 2.00 1.38 2.00 2.50 P P P P 20120021 A404.C102 High Wycombe, Marlow Hill j w Daws 1 Hill Ln Eastbound 628 57 4 689 576 51 6 633 2.12 0.82 0.89 2.18 P P P P 20120068 A40.U131 High 0 Wycombe, London Rd j w Cock Ln Eastbound 892 73 10 975 728 58 14 800 5.76 1.85 1.15 5.87 O P P O 20120068 A40.U131 High 0 20120063Wycombe, C96.UncLondon Rd Four j w Ashes, Cock Ln Westbound 1,247 151 19 1,417 1,058 133 10 1,201 5.57 1.51 2.36 5.97 O P P O Four Ashes Rd j w Kingshill 1 20120063Rd.North Rd C96.Unc Four Ashes, Northbound 545 46 4 595 461 37 2 500 3.75 1.40 1.15 4.06 P P P P Four Ashes Rd j w Kingshill 1 Rd.North Rd Southbound 348 58 1 407 298 47 1 346 2.78 1.52 0.00 3.14 P P P P 20120062 A4128.C77 Hughenden, 1 Valley Rd j w Cryers Hill Rd Northbound 864 62 14 940 777 59 12 848 3.04 0.39 0.55 3.08 P P P P 20120062 A4128.C77 Hughenden, 1 Valley Rd j w Cryers Hill Rd Southbound 469 52 11 532 518 68 12 598 2.21 2.07 0.29 2.78 P P P P 20120090 A355.A404.A413 Amersham, Amersham Bypass- 1 London Rd E j w London Rd W- Stanley Hill Westbound 937 82 13 1,032 855 96 18 969 2.74 1.48 1.27 1.99 P P P P 20120090 A355.A404.A413 Amersham, Amersham Bypass- 1 London Rd E j w London Rd W- Stanley Hill Eastbound 621 49 5 675 655 75 10 740 1.35 3.30 1.83 2.44 P P P P 20110030 MC43.MC44 Hyde Heath, Weedon Hill.Fullers Hill j w 1 Copperkins Ln Westbound 235 32 2 269 295 41 3 339 3.69 1.49 0.63 4.01 P P P P 20110030 MC43.MC44 Hyde Heath, Weedon Hill.Fullers Hill j w 1 Copperkins Ln Eastbound 83 8 0 91 103 9 9 121 2.07 0.34 4.24 2.91 P P P P 20120106 A40.B4440 Beaconsfield, London Rd.White 1 Hill j w Wooburn Grn Ln Eastbound 416 29 7 452 501 43 9 553 3.97 2.33 0.71 4.51 P P P O 20120106 A40.B4440 Beaconsfield, London Rd.White 0 Hill j w Wooburn Grn Ln Westbound 606 52 12 670 442 45 9 496 7.16 1.01 0.93 7.21 O P P O 20120106 A40.B4440 Beaconsfield, London Rd.White 1 Hill j w Wooburn Grn Ln Northbound 473 25 7 505 438 35 7 480 1.64 1.83 0.00 1.13 P P P P 20120106 A40.B4440 Beaconsfield, London Rd.White 1 Hill j w Wooburn Grn Ln Southbound 405 26 6 437 344 30 6 380 3.15 0.76 0.00 2.82 P P P P 20120091 A355.MC21 Beaconsfield, Amersham Rd j w 1 Ledborough Ln-Longbottom Ln Westbound 173 9 2 184 262 11 1 274 6.03 0.63 0.82 5.95 P P P P 20120091 A355.MC21 Beaconsfield, Amersham Rd j w 1 Ledborough Ln-Longbottom Ln Eastbound 219 20 1 240 190 21 1 212 2.03 0.22 0.00 1.86 P P P P 20120091 A355.MC21 Beaconsfield, Amersham Rd j w 1 Ledborough Ln-Longbottom Ln Southbound 656 71 11 738 629 83 22 734 1.07 1.37 2.71 0.15 P P P P 20120091 A355.MC21 Beaconsfield, Amersham Rd j w 1 Ledborough Ln-Longbottom Ln Northbound 676 81 13 770 737 95 22 854 2.29 1.49 2.15 2.95 P P P P 20110053 A40 Beaconsfield, 1 London Rd 90m W of Pyebush Rbt Westbound 1,565 153 17 1,735 1,368 142 25 1,535 5.14 0.91 1.75 4.95 P P P P
LMVRv4_Client Review.docx
20110053 A40 Beaconsfield, 0 London Rd 90m W of Pyebush Rbt Eastbound 1,005 98 16 1,119 1,171 131 27 1,329 5.03 3.08 2.37 6.00 O P P O A413 London Road Northbound 542 31 19 592 492 33 27 552 2.20 0.35 1.67 1.67 P P P P 1 A413 London Road Southbound 551 24 15 590 512 45 27 584 1.69 3.58 2.62 0.25 P P P P 1 A421 Bourton Eastbound 897 45 36 978 902 65 59 1,026 0.17 2.70 3.34 1.52 P P P P 1 A421 Bourton Westbound 824 28 35 887 834 36 43 913 0.35 1.41 1.28 0.87 P P P P 1 A422 Stratford Road Eastbound 709 48 29 786 626 55 7 688 3.21 0.98 5.19 3.61 P P P P 1 A422 Stratford Road Westbound 875 27 19 921 672 33 20 725 7.30 1.10 0.23 6.83 O P P O 0 A413 Towcester Road Northbound 218 16 6 240 197 21 5 223 1.46 1.16 0.43 1.12 P P P P 1 A413 Towcester Road Southbound 225 15 7 247 259 18 5 282 2.19 0.74 0.82 2.15 P P P P 1 A422 Brackley Road Eastbound 358 18 12 388 405 48 14 467 2.41 5.22 0.55 3.82 P P P P 1 A422 Brackley Road Westbound 423 24 7 454 485 42 20 547 2.91 3.13 3.54 4.16 P P P P 1 A404 between A4155 and A308 SB 2,123 334 61 2,518 2,271 355 71 2,697 3.16 1.13 1.23 3.51 P P P P 1 A404 within A4155 junction NB 1,502 236 60 1,798 1,248 192 52 1,492 6.85 3.01 1.07 7.54 O P P O 0 A404 exit for A4155 NB 673 106 25 804 572 71 14 657 4.05 3.72 2.49 5.44 O P P O 0 M40; within J2 SB 3,085 485 358 3,928 3,298 486 185 3,969 3.77 0.05 10.50 0.65 P P O P 1 Percentage satisfying criteria: 67% 96% 91% 64% 71% 98% 96% 66% 68%
LMVRv4_Client Review.docx
Appendix G Journey Time Validation
Journey Time Validation for AM (Post Matrix Estimation)
AM period
Difference in Observed Route Modelled time time Difference (%) Validates time (h:min:sec)
101 00:08:16 00:11:20 00:03:04 37% Fail 102 00:12:22 00:12:56 00:00:34 5% Pass 103 00:14:30 00:16:16 00:01:46 12% Pass 104 00:16:17 00:20:10 00:03:53 24% Fail 105 00:06:05 00:08:43 00:02:38 43% Fail 106 00:10:04 00:10:31 00:00:27 4% Pass 107 00:12:44 00:17:27 00:04:43 37% Fail 108 00:08:52 00:14:55 00:06:03 68% Fail 201 00:08:48 00:08:20 00:00:28 -5% Pass 202 00:05:54 00:06:10 00:00:16 4% Pass 203 00:18:54 00:22:51 00:03:57 21% Fail 204 00:17:11 00:25:10 00:07:59 47% Fail 205 00:10:28 00:12:33 00:02:05 20% Fail 206 00:09:46 00:12:57 00:03:11 33% Fail 207 00:12:18 00:11:40 00:00:38 -5% Pass 208 00:10:02 00:12:06 00:02:04 21% Fail 301 00:07:35 00:07:35 00:00:00 0% Pass 302 00:08:09 00:07:59 00:00:10 -2% Pass 303 00:05:40 00:04:27 00:01:13 -22% Fail 304 00:05:02 00:04:42 00:00:20 -7% Pass 305 00:07:50 00:08:27 00:00:37 8% Pass 306 00:08:15 00:07:51 00:00:24 -5% Pass 307 00:08:39 00:07:39 00:01:00 -12% Pass 308 00:08:55 00:07:56 00:00:59 -11% Pass 309 00:06:44 00:06:25 00:00:19 -5% Pass 310 00:06:24 00:07:00 00:00:36 9% Pass 311 00:06:59 00:07:06 00:00:07 2% Pass 312 00:08:35 00:06:32 00:02:03 -24% Fail 401 00:14:18 00:15:22 00:01:04 7% Pass 402 00:14:43 00:15:44 00:01:01 7% Pass 403 00:09:27 00:07:44 00:01:43 -18% Fail 404 00:08:37 00:07:14 00:01:23 -16% Fail 405 00:07:15 00:06:43 00:00:32 -7% Pass 406 00:08:12 00:06:55 00:01:17 -16% Fail 501 00:11:51 00:15:20 00:03:29 29% Fail 502 00:10:02 00:12:02 00:02:00 20% Fail
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601 00:10:33 00:10:07 00:00:26 -4% Pass 602 00:11:07 00:11:04 00:00:03 0% Pass 603 00:25:06 00:31:23 00:06:17 25% Fail 604 00:30:39 00:39:26 00:08:47 29% Fail 605 00:24:50 00:27:46 00:02:56 12% Pass 606 00:29:05 00:29:20 00:00:15 1% Pass 607 00:21:50 00:23:04 00:01:14 6% Pass 608 00:21:16 00:24:22 00:03:06 15% Pass 609 00:24:57 00:32:23 00:07:26 30% Fail 610 00:25:45 00:28:27 00:02:42 11% Pass 611 00:32:26 00:41:10 00:08:44 27% Fail 612 00:33:24 00:37:34 00:04:10 12% Pass 613 00:18:17 00:27:36 00:09:19 51% Fail 614 00:17:14 00:23:53 00:06:39 39% Fail 615 00:36:10 00:41:20 00:05:10 14% Pass 616 00:40:30 00:39:39 00:00:01 -2% Pass 617 00:47:41 00:47:47 00:00:06 0% Pass 618 00:46:11 00:48:29 00:02:18 5% Pass 619 00:13:31 00:17:41 00:04:10 31% Fail 620 00:12:30 00:15:49 00:03:19 26% Fail 621 00:09:39 00:13:51 00:04:12 44% Fail 622 00:21:13 00:15:25 00:05:48 -27% Fail
Journey Time Validation for IP (Post Matrix Estimation)
IP period
Difference in Observed Route Modelled time time Difference (%) Validates time (h:min:sec)
101 00:08:05 00:09:34 00:01:29 18% Fail 102 00:08:15 00:09:06 00:00:51 10% Pass 103 00:11:56 00:13:56 00:02:00 17% Fail 104 00:11:19 00:14:22 00:03:03 27% Fail 105 00:06:10 00:08:23 00:02:13 36% Fail 106 00:06:07 00:07:10 00:01:03 17% Fail 107 00:09:12 00:12:25 00:03:13 35% Fail 108 00:07:55 00:14:06 00:06:11 78% Fail 201 00:05:17 00:05:44 00:00:27 9% Pass 202 00:04:59 00:06:40 00:01:41 34% Fail 203 00:15:38 00:18:16 00:02:38 17% Fail 204 00:16:01 00:19:21 00:03:20 21% Fail 205 00:09:55 00:09:36 00:00:19 -3% Pass 206 00:08:16 00:09:46 00:01:30 18% Fail 207 00:09:33 00:09:58 00:00:25 4% Pass
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208 00:09:04 00:09:49 00:00:45 8% Pass 301 00:07:07 00:06:28 00:00:39 -9% Pass 302 00:07:23 00:06:51 00:00:32 -7% Pass 303 00:04:51 00:03:42 00:01:09 -24% Fail 304 00:04:34 00:03:57 00:00:37 -13% Pass 305 00:07:35 00:07:08 00:00:27 -6% Pass 306 00:07:52 00:06:28 00:01:24 -18% Fail 307 00:07:41 00:06:32 00:01:09 -15% Pass 308 00:07:34 00:06:33 00:01:01 -13% Pass 309 00:06:09 00:05:45 00:00:24 -7% Pass 310 00:05:56 00:05:32 00:00:24 -7% Pass 311 00:06:24 00:05:32 00:00:52 -14% Pass 312 00:07:12 00:05:47 00:01:25 -20% Fail 401 00:13:07 00:12:34 00:00:33 -4% Pass 402 00:12:05 00:12:58 00:00:53 7% Pass 403 00:06:41 00:06:09 00:00:32 -8% Pass 404 00:06:56 00:06:29 00:00:27 -7% Pass 405 00:06:37 00:05:40 00:00:57 -14% Pass 406 00:07:10 00:05:55 00:01:15 -18% Fail 501 00:09:39 00:10:21 00:00:42 7% Pass 502 00:09:21 00:10:36 00:01:15 13% Pass 601 00:10:15 00:09:02 00:01:13 -12% Pass 602 00:10:28 00:09:41 00:00:47 -7% Pass 603 00:24:50 00:27:28 00:02:38 11% Pass 604 00:23:55 00:27:18 00:03:23 14% Pass 605 00:23:56 00:22:52 00:01:04 -4% Pass 606 00:23:55 00:22:52 00:01:03 -4% Pass 607 00:21:26 00:20:35 00:00:51 -4% Pass 608 00:21:04 00:20:30 00:00:34 -3% Pass 609 00:23:51 00:24:28 00:00:37 3% Pass 610 00:24:17 00:25:19 00:01:02 4% Pass 611 00:30:15 00:32:52 00:02:37 9% Pass 612 00:29:51 00:31:53 00:02:02 7% Pass 613 00:16:16 00:18:55 00:02:39 16% Fail 614 00:17:14 00:21:12 00:03:58 23% Fail 615 00:33:55 00:32:45 00:01:10 -3% Pass 616 00:32:01 00:32:00 00:00:01 0% Pass 617 00:37:41 00:37:48 00:00:07 0% Pass 618 00:36:22 00:38:23 00:02:01 6% Pass 619 00:11:26 00:14:39 00:03:13 28% Fail 620 00:11:41 00:13:20 00:01:39 14% Pass 621 00:10:18 00:12:31 00:02:13 21% Fail 622 00:10:43 00:11:26 00:00:43 7% Pass
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Journey Time Validation for PM (Post Matrix Estimation)
PM period
Difference in Observed Route Modelled time time Difference (%) Validates time (h:min:sec)
101 00:10:47 00:13:48 00:03:01 28% Fail 102 00:09:08 00:10:52 00:01:44 19% Fail 103 00:14:22 00:16:58 00:02:36 18% Fail 104 00:11:43 00:17:16 00:05:33 47% Fail 105 00:06:57 00:11:21 00:04:24 63% Fail 106 00:06:48 00:07:46 00:00:58 14% Pass 107 00:11:01 00:14:24 00:03:23 31% Fail 108 00:10:14 00:17:56 00:07:42 75% Fail 201 00:05:27 00:05:57 00:00:30 9% Pass 202 00:05:41 00:08:26 00:02:45 48% Fail 203 00:17:17 00:24:09 00:06:52 40% Fail 204 00:18:09 00:25:04 00:06:55 38% Fail 205 00:13:13 00:13:32 00:00:19 2% Pass 206 00:09:46 00:12:36 00:02:50 29% Fail 207 00:12:04 00:11:58 00:00:06 -1% Pass 208 00:10:45 00:12:02 00:01:17 12% Pass 301 00:07:17 00:07:30 00:00:13 3% Pass 302 00:07:30 00:08:10 00:00:40 9% Pass 303 00:05:16 00:04:26 00:00:50 -16% Fail 304 00:04:34 00:04:34 00:00:00 0% Pass 305 00:08:03 00:08:32 00:00:29 6% Pass 306 00:08:53 00:08:03 00:00:50 -9% Pass 307 00:08:08 00:07:47 00:00:21 -4% Pass 308 00:09:05 00:07:44 00:01:21 -15% Pass 309 00:06:15 00:07:05 00:00:50 13% Pass 310 00:06:31 00:06:23 00:00:08 -2% Pass 311 00:07:01 00:06:23 00:00:38 -9% Pass 312 00:07:43 00:07:10 00:00:33 -7% Pass 401 00:14:54 00:15:33 00:00:39 4% Pass 402 00:11:52 00:14:52 00:03:00 25% Fail 403 00:06:55 00:06:54 00:00:01 0% Pass 404 00:07:19 00:09:21 00:02:02 28% Fail 405 00:06:50 00:06:29 00:00:21 -5% Pass 406 00:06:51 00:07:00 00:00:09 2% Pass 501 00:09:43 00:12:54 00:03:11 33% Fail 502 00:10:09 00:13:50 00:03:41 36% Fail 601 00:10:27 00:10:21 00:00:06 -1% Pass 602 00:10:56 00:09:56 00:01:00 -9% Pass 603 00:27:24 00:36:11 00:08:47 32% Fail
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604 00:24:35 00:29:52 00:05:17 22% Fail 605 00:26:45 00:31:39 00:04:54 18% Fail 606 00:24:34 00:26:45 00:02:11 9% Pass 607 00:21:15 00:24:41 00:03:26 16% Fail 608 00:21:32 00:22:24 00:00:52 4% Pass 609 00:24:18 00:30:05 00:05:47 24% Fail 610 00:24:37 00:33:50 00:09:13 37% Fail 611 00:32:22 00:40:51 00:08:29 26% Fail 612 00:32:15 00:39:11 00:06:56 22% Fail 613 00:17:50 00:25:41 00:07:51 44% Fail 614 00:18:11 00:30:05 00:11:54 65% Fail 615 00:39:10 00:43:32 00:04:22 11% Pass 616 00:34:21 00:38:30 00:04:09 12% Pass 617 00:46:35 00:44:20 00:02:15 -5% Pass 618 00:38:31 00:49:32 00:11:01 29% Fail 619 00:11:55 00:16:32 00:04:37 39% Fail 620 00:13:23 00:15:45 00:02:22 18% Fail 621 00:13:08 00:15:03 00:01:55 15% Pass 622 00:13:37 00:14:22 00:00:45 6% Pass
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Appendix H Journey Time Routes
Map 1 Journey time routes in rural Buckinghamshire County
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Map 2 Journey time routes in Aylesbury
Map 3 Journey time routes in Buckingham
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Map 4 Journey time routes in High Wycombe
Map 5 Journey time routes in Amersham and Chesham
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Appendix I Scatter Plots of Matrix Trip Ends
Scatter plot of AM O-D matrix trip ends – Cars
Scatter plot of AM O-D matrix trip ends – LGV
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Scatter plot of AM O-D matrix trip ends - HGV
Scatter plot of IP O-D matrix trip ends – Cars
Scatter plot of IP O-D matrix trip ends – LGV
Scatter plot of IP O-D matrix trip ends – HGV
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Scatter plot of PM origin matrix trip ends – Cars
Scatter plot of PM origin matrix trip ends – LGV
Scatter plot of PM origin matrix trip ends – HGV
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Appendix J Trip Length Distribution
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Appendix K Planning Data (2011-2013)
Processed residential land use data provided by Buckinghamshire District Councils (2011-2013) District Description Model Zone Growth ID DU Aylesbury Vale Berryfields MDA, Bicester Road (Phase 1) HW 102 93 03/04/05/06/09 and 10A Aylesbury Vale Berryfields HM01-HM02 102 67 Aylesbury Vale Stoke Mandeville Hospital 184 31 Aylesbury Vale Schwarzkopf Ltd + playing field, Penn Road 177 23 Aylesbury Vale Schwarzkopf Ltd + playing field, Penn Road 177 41 Aylesbury Vale Schwarzkopf Ltd + playing field, Penn Road 177 47 Aylesbury Vale Stoke Mandeville Hospital 184 47 Aylesbury Vale Land between Bicester Road and Gatehouse Road 114 42 Aylesbury Vale The Elms, Verwood Road 98 28 Aylesbury Vale Land At Silverdale Close 143 11 Aylesbury Vale Moreton Road 23 55 Aylesbury Vale Land off Bridge Street 20 50 Aylesbury Vale Land off Bridge Street 20 27 Aylesbury Vale Weedon Hill, Phase 2 77 20 Aylesbury Vale Weedon Hill MDA, Phase 3a & 3b 77 33 Aylesbury Vale Weedon Hill, MDA (Phase 5) 77 42 Aylesbury Vale Former Bell Inn Pavilion, London Road 199 13 Aylesbury Vale Pitstone Major Development Area Marsworth Road 86 61 Aylesbury Vale RAF Halton Princess Mary Hospital Site, Upper Icknield 221 104 Way Aylesbury Vale Land Off Verney Road And Furze Lane Phase 1a 51 51 Aylesbury Vale Land Off Verney Road And Furze Lane Phase 1b 51 14 Aylesbury Vale Berryfields MDA, Bicester Road (Phase 1) HW 102 75 03/04/05/06/09 and 10A Aylesbury Vale Berryfields HT01-03 102 40 Aylesbury Vale Berryfields HM01-HM02 102 106 Aylesbury Vale Berryfields HB01-HB02 102 20 Aylesbury Vale berryfields HO01 102 32 Aylesbury Vale Former Territorial Army Site, Oxford Road 112 94 Aylesbury Vale Stoke Mandeville Hospital 184 35 Aylesbury Vale Land between Bicester Road and Gatehouse Road 114 58 Aylesbury Vale Land at Mill Street 142 23 Aylesbury Vale Moreton Road 23 19 Aylesbury Vale Phase 1H land to south of the A421 and east of A413, 11 22 London Road Aylesbury Vale Weedon Hill, Phase 2 77 23 Aylesbury Vale Weedon Hill MDA, Phase 3a & 3b 77 47
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Aylesbury Vale Weedon Hill, MDA (Phase 5) 77 40 Aylesbury Vale Land off Windmill Street 89 13 Aylesbury Vale Spicer Hallfield, Banks Road 212 29 Aylesbury Vale Pitstone Major Development Area Marsworth Road 86 11 Aylesbury Vale RAF Halton Princess Mary Hospital Site, Upper Icknield 221 15 Way Aylesbury Vale Land Off Verney Road And Furze Lane Phase 1a 51 26 Aylesbury Vale Land Off Verney Road And Furze Lane Phase 1b 51 13 Aylesbury Vale Land at Brickhill Way, and Sandstone Close 34 72 Chiltern Brudenell Close (former school playing field and 290 74 highways depot) Raans Road Chiltern Site comprising former 7 ‐ 15 (odd) Bellingdon Road 258 41 Chiltern Brandon Mead and site of former 197 Chartridge Lane 243 28 Chiltern Former Latimer Sawmill site Bell Lane 322 214 South Bucks Land at Butlers Court, Wattleton Road (PDL) 375 26 South Bucks Former Thames Water Pumping Station & 32 Gore 433 21 Road (PDL) South Bucks William King Flour Mill, Willow Avenue (PDL) 402 18 South Bucks William King Flour Mill, Willow Avenue 402 99 South Bucks 31-37 Station Road and 44-54 Oak End Road 392 14 South Bucks Land at Oak House and rear of St Huberts Close, 86 386 10 Fulmer Road South Bucks Harvey House George Green Wexham 419 12 Buckinghamshire SL3 6RB South Bucks S G T Station Road Taplow Buckinghamshire SL6 0NT 431 66 South Bucks Demolished 20 South Park View Gerrards Cross 392 10 Buckinghamshire SL9 8HN South Bucks 44 -46 Station Road Beaconsfield Buckinghamshire 364 14 HP9 1AB South Bucks Norfolk Lea, The Bungalow And The Rowens Love Lane 450 13 Iver Buckinghamshire SL0 9QZ South Bucks Greenacres 119 Station Road Beaconsfield 376 11 Buckinghamshire HP9 1LG South Bucks Land at Oak House and rear of St Huberts Close, 86 386 12 Fulmer Road Wycombe First Church Of Christ Scientist Corporation Street High 581 24 Wycombe Buckinghamshire HP13 6TQ Wycombe Former John North Hall Of Residence Marlow Hill High 591 8 Wycombe Buckinghamshire HP11 1SX Wycombe The Royal Oak Site Missenden Road Great Kingshill 475 13 Buckinghamshire HP15 6DN Wycombe 25-31 Penn Road Hazlemere Buckinghamshire HP15 691 32 7LN Wycombe Constant Air Systems Ltd Dashwood Avenue High 550 23 Wycombe Buckinghamshire HP12 3DP Wycombe 179 - 183 West Wycombe Road High Wycombe 552 23 Buckinghamshire HP12 3AF Wycombe 23 Chairborough Road High Wycombe 551 10
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Buckinghamshire HP12 3HH Wycombe Sewage Treatment Works Bassetsbury Lane High 601 138 Wycombe Buckinghamshire HP11 1HS Wycombe Mill House Gallows Lane High Wycombe 543 12 Buckinghamshire HP12 4BX Wycombe Wellesbourne Campus Kingshill Road High Wycombe 516 42 Buckinghamshire HP13 5BB Wycombe Terriers County First School Totteridge Lane High 512 59 Wycombe Buckinghamshire HP13 7PG Wycombe Icknield Court Princes Risborough Buckinghamshire 459 22 HP27 0DX Wycombe Elmbrook & Hubbard Works Mill Lane Monks 460 47 Risborough Buckinghamshire HP27 9LG Wycombe Plot 10, Former John North Hall Of Residence Marlow 591 106 Hill High Wycombe Bucks Wycombe Plot 10, 3, 9 & 11 Dedmere Road Marlow 683 13 Wycombe Plot 002 Block A Wycombe Marsh phase 2.1 601 274 Wycombe Plot 172 Wellesbourne Campus Kingshill Road High 516 160 Wycombe Wycombe Flat 2, conversion, Elvaston 2 Rectory Avenue High 532 23 Wycombe Wycombe Elmbrook & Hubbard Works Mill Lane Monks 460 52 Risborough Buckinghamshire HP27 9LG Wycombe Flat 01, Merton House 19 - 21 Culverton Hill Princes 459 22 Risborough Wycombe Flat 1, 2, 4 & 6 Wellington Avenue Princes Risborough 465 46 Buck Wycombe Bellfield County Middle School Garratts Way High 490 29 Wycombe Buckinghamshire HP13 5SW Wycombe 2 Hughenden Avenue High Wycombe Buckinghamshire 493 13 HP13 5RE Wycombe Great Marlow County Secondary School Bobmore Lane 662 19 Marlow Buckinghamshire SL7 1JD Wycombe 162 - 166 Little Marlow Road Marlow Buckinghamshire 682 32 SL7 1HX Wycombe Sewage Treatment Works Bassetsbury Lane High 601 277 Wycombe Buckinghamshire HP11 1HS Wycombe Wellesbourne Campus Kingshill Road High Wycombe 516 208 Buckinghamshire HP13 5BB
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