London Orbital and M23 to Gatwick Route Strategy March 2017 Contents 1

Total Page:16

File Type:pdf, Size:1020Kb

London Orbital and M23 to Gatwick Route Strategy March 2017 Contents 1 London Orbital and M23 to Gatwick Route Strategy March 2017 Contents 1. Introduction 1 Purpose of Route Strategies 2 Strategic themes 2 Stakeholder engagement 3 Transport Focus 3 2. The route 5 Route Strategy overview map 7 3. Current constraints and challenges 9 A safe and serviceable network 9 More free-flowing network 9 Supporting economic growth 10 An improved environment 10 A more accessible and integrated network 10 Diversionary routes 14 Maintaining the strategic road network 15 4. Current investment plans and growth potential 17 Economic context 17 Innovation 17 Investment plans 17 5. Future challenges and opportunities 21 6. Next steps 29 i R Lon ou don to Scotla te nd East London Or bital and M23 to Gatwick str Lon ategies don to Scotland West London to Wales The division of rou tes for the F progra elixstowe to Midlands mme of route strategies on t he Solent to Midlands Strategic Road Network M25 to Solent (A3 and M3) Kent Corridor to M25 (M2 and M20) South Coast Central Birmingham to Exeter A1 South West Peninsula London to Leeds (East) East of England South Pennines A19 A69 North Pen Newccaastlstlee upon Tyne nines Carlisle A1 Sunderland Midlands to Wales and Gloucest M6 ershire North and East Midlands A66 A1(M) A595 South Midlands Middlesbrougugh A66 A174 A590 A19 A1 A64 A585 M6 York Irish S Lee ea M55 ds M65 M1 Preston M606 M621 A56 M62 A63 Kingston upon Hull M62 M61 M58 A1 M1 Liver Manchest A628 A180 North Sea pool er M18 M180 Grimsby M57 A616 A1(M) M53 M62 M60 Sheffield A556 M56 M6 A46 A55 A1 Lincoln A500 Stoke-on-Trent A38 M1 Nottingham A52 Derby A50 A483 A5 A453 A38 A42 A46 A458 M54 Norwich A5 M42 A47 M6 M6 Toll Leicester A47 M69 A1 Birmingham M6 Peterborough A12 A5 M5 M42 A1(M) Coventry A14 A11 A49 M45 M1 A45 A14 Worcesester A14 A46 A5 A428 A421 Cambridge M40 A11 M50 A1 Ipswich A43 Milton A12 A14 A40 Keynes M1 A120 A40 Glou A417 A5 A1(M) cester A120 Oxford M11 M5 A34 M25 M48 M40 A419 A12 M4 Swindon M4 A404 M4 SoSouuthethendnd--onon-S-Seea Br A13 istol M32 Reading London M4 M2 A249 A34 M5 A36 A303 M26 M3 M25 A2 M20 A3 Crawley M23 A36 A303 A21 A20 Folk A23 estoonne Yeovil A31 A259 M27 A3(M) Exeter A27 A30 A30 A27 Bright A259 A35 Portsmouth on Torquay A30 Plymouth A38 Engliglishsh Chhanannel 0 k ilometres 60 0 mi les 40 Highways Agency media se © C rvices MCR N1302 rown copyright and dat 06 abase rights 2015 Ordna nce Survey 100030649 ii z 1iii z Highways England 1. Introduction The modernisation of England’s motorways and major A roads, also known as the strategic road network (SRN), is making a vital contribution to economic wellbeing and growth. This Route Strategy – one of 18 such reports – provides a statement on the current performance of, and perceived pressures on, the London Orbital and M23 to Gatwick route to inform the planning of future investment. The SRN supports national and local economic prosperity by: ▪ linking together major cities ▪ connecting with extensive local road networks ▪ providing links to major ports, airports, and rail terminals ▪ enabling good access to regions and cross-border routes between the nations of the United Kingdom The establishment of Highways England through the Infrastructure Act 2015 has changed fundamentally the way we plan investment in the network. Funding is now determined every 5 years, in the Road Investment Strategy (RIS), which is set by Government. We are currently delivering on the commitments that were set out in the first RIS covering 2015 to 2020, which are already making a difference for road users across the network. At the same time, we are working closely with the other 3 bodies with statutory responsibility for the RIS – Department for Transport, Office of Rail and Road and Transport Focus – on preparing for the next RIS (RIS2) for the period after 2020. 1 2 London Orbital & M23 to Gatwick Route Strategy RIS1 Strategic Vision as reiterated in RIS Post 2020: Planning ahe ad Purpose of Route Strategies RIS1 Strategic Vision as reiterated in RIS Route Strategies provide a high level view of the current Post 2020: Planning ahe ad performance of the SRN as well as issues perceived by E conomy Environment our stakeholders that affect the network. They are one of the key components of research required for developing E conomy Environment the RIS. This suite of Route Strategies builds upon the Network Integration analysis underpinning the first set of Route Strategies capability undertaken between 2013 to 2015, which together Network capability Integration provided the first comprehensive assessment of the entire Safety network. This time the Route Strategies aim to: bring together information from key partners, Safety ▪ motorists, local communities, construction partners, Figure 1.1 - RIS1 strategic vision environmental groups and across the business Highways England Strategic Business ▪ achieve a better understanding of the condition Plans key outcomes and performance of our roads, and local and Highways England Strategic Business regional aspirations Plans keyS outcomesupporting economic growth through a modernised and reliable network that reduces delays, cr eates jobs ▪ shape our investment priorities to improve the service and helps business compete and opens up new areas Suppforo dretingvelo epcmeo nnot m ic growth through a modernised for road users and support a growing economy and reliable network that reduces delays, cr eates jobs and helps business compete and opens up new areas help inform the next RIS1 More free-flowing network where routine delays ▪ for developme nt are more infrequent, and where journeys are safe r and more reliable More free-flowing network where routine delays Strategic themes are more infrequent, and where journeys are safe r andS mafeor ea ndrelia sbelerv iceable network where no one The Government’s vision for transforming the SRN is should be harmed when travelling or work ing on the network described in the Road Investment Strategy post 2020: Safe and serviceable network where no one Planning Ahead document available on www.gov.uk. This should be harmed when travelling or work ing on vision builds on the 5 broad aims published in the Road the Inmeprtworkoved environm ent where the impact of our activities is further reduced, ensuring a long-term and Investment Strategy for 2015-2020: economy; network sustainable benefit to the environment Improved environm ent where the impact of our capability; integration; safety; and the environment. It also activities is further reduced, ensuring a long-term and builds on Highways England’s 5 strategic outcomes (see susMtaoinraeb alecc beensse fitib tloe tahnde e innvtiroegnrmeatendt network that gives peop le the freedom to choose their mode of Figures 1.1 and 1.2). Using the evidence from this and the transport and enable safe movement acro ss and other 17 Route Strategies, we will develop proposals that Moalore nagccsideess thibel en eatndwor ikn t egrated network that gives peop le the freedom to choose their mode of can help bring the Government’s vision for roads to life. transport and enable safe movement acro ss and alongside the network Figure 1.2 - Highways England strategic outcomes 1See Chapter 6 for more information on the next RIS 2 Highways England Transport Focus We commissioned Transport Focus, the road user watchdog, to undertake research on road user priorities. More than 4,400 interviews were undertaken with drivers across the SRN. Figure 1.4 below shows the breakdown Stakeholder engagement by user type and purpose. Building on the engagement we started in the first Completed interviews round of Route Strategies, we have continued to work closely with a wide range of stakeholders to enhance our 3,487Completed interviews79% understanding of the strategic road network, and identify where users and other stakeholders feel investment 3,487 79% is needed. 322 7% We used a number of methods to collate information. 322 7% For example, we launched an online tool for customers 407 9% and stakeholders over the summer of 2016 to inform us of the issues and challenges on our roads that affected 206407 5%9% them. As well as information collated from a range of people within Highways England, more than 300 different 206 5% stakeholder organisations provided important feedback Commuting 501 11% on the network during the evidence collection period. There were also more than 370 individual members of the Commuting 501 11% public who contributed information. In total, around 2,700 Business 1,367 31% individual points were raised by external stakeholders. Business Leisure 2,4571,367 56%31% Figure 1.4 - Driver sample breakdown Leisure 2,457 56% 233 354 250 fleet managers from a mix of industries sie and regions Business 250 fleet managers from a mix Local authority 716 of industries sie and regions STBs/LEPs Individuals The research found that the 59% of users of the London Others Orbital to M23 and Gatwick route rated their experience 1,233 166 of the motorway sections as either extremely good or fairly good, with 60% giving the same rating to the A road sections. As Table 1.1 shows, the London Orbital to M23 and Gatwick has comparatively more problems than most Figure 1.3 - External stakeholder responses other routes, with 58% of users experiencing problems using the route, with congestion and high volumes of traffic We are increasingly working with subnational transport cited as the two main causes. bodies (STBs), including Midlands Connect, England’s Economic Heartland and Transport for the North, so we The full report has been published on Transport can ensure that their developing strategies and planning Focus’s website www.transportfocus.org.uk/research- are integrated into our thinking (and vice versa).
Recommended publications
  • The M25 Motorway (Junctions 19, 22 and 23) and the A40
    THE M25 MOTORWAY (JUNCTIONS 19, 22 AND 23) AND THE A40 TRUNK ROAD (DENHAM ROUNDABOUT) TEMPORARY OVERNIGHT LINK/SLIP ROAD CLOSURES Notice is hereby given that Highways England Company Limited(a) intends to make an Order on the M25 Motorway and the A40 Trunk Road, in the Counties of Buckinghamshire and Hertfordshire, under section 14(1)(a) of the Road Traffic Regulation Act 1984 because works are proposed to be executed on the road. The effect of the Order would be to authorise the overnight closure of the following: (a) the link roads leading to and from the M25 at Junction 19 (A41/A411); (b)the slip road leading to the clockwise carriageway of the M25 at Junction 22 (A1081); (c) the slip roads leading from the clockwise carriageway and to the anti-clockwise carriageway of the M25 at Junction 23 (A1/A1(M) Junction 1); (d)the slip road leading from the westbound carriageway of the A40 to Denham roundabout (A4020/A412) at M40 Junction 1. These measures would be in the interests of road safety while contractors undertake cyclic maintenance and/or urgent repair work. It is expected that the work would take place for approximately 1 - 2 nights for each closure every 2 months between 22:00 and 05:30 on Monday – Thursday nights, 23:00 and 06:00 on Friday nights, 22:00 and 06:00 on Saturday nights and 22:30 and 05:30 on Sunday nights. The Order would come into force on 16 April 2017 and have a maximum duration of twelve months.
    [Show full text]
  • Greater London Fund for the Blind Annual
    Company number: 03693002 Charity number: 1074958 Greater London Fund for the Blind Report and financial statements For the year ended 31 March 2018 *A7KMSSOS* A18 12/12/2018 ¹301 COMPANIES HOUSE SAYER V I NC ENT OOOOO OOOOOOO 0 0 0 0 0 0 0 0 0 0 0 0 Greater London Fund for the Blind Contents For the year ended 31 March 2018 Reference and administrative information . Trustees' annual report . Independent auditor's report . 11 Consolidated statement of financial activities (incorporating income and expenditure account) ... 15 Balance sheets ......................................................""""""." . 16 Consolidated statement of cash flows . 17 Notes to the financial statements . 18 Greater London Fund for the Blind Reference and administrative information For the year ended 31 March 2018 Company number 03693002 Charity number 1074958 Registered office and operational address Sir John Mills House 12 Whitehorse Mews 37 Westminster Bridge Road London SE1 7QD Country of registration England & Wales Country of incorporation United Kingdom Trustees The Trustees, who are also directors under company law, who served during the year and up to the date of this report were as follows: Anna Tylor* —Chair Charles Colquhoun* (Resigned 5 December 2018) Keith Felton* Harry Harris Bob Hughes (Appointed 29 October 2018) James Matthews (Appointed 12 July 2017) Raj Mehta* Sharon Petrie (Appointed 12 May 2017) Frans Pettinga (Resigned 6 July 2017) Daniel Stewart-Smith (Resigned 29 July 2018) *Members of Finance, Audit and Risk Committee Key management
    [Show full text]
  • Units to Let/For Sale from 3,175-46,393 Sq Ft
    EDGINGTON WAY | SIDCUP | KENT | DA14 5NH UNITS TO LET/FOR SALE www.klingerindustrialpark.co.uk FROM 3,175-46,393 SQ FT A NEW DEVELOPMENT OF WAREHOUSE/INDUSTRIAL/TRADE COUNTER UNITS A20 SIDCUP BYPASS ROAD A20 B&Q PROPOSED CAR DEALERSHIP JAGUAR A 2 2 COSTA 3 TESCO E D G I N BOOKER G www.klingerindustrialpark.co.uk T O N W COCA COLA A Y EDMUNDSON ELECTRICAL HOWDENS A 2 2 3 SELCO SCREWFIX ALSFORD TIMBER BP TOYOTA LEXUS Minimum clear height of 8 metres TO LET/ EDGINGTON WAY Generous yard and car parking provisions FOR SALE 1 full height loading door per unit AVAILABLE Q3 2017 Floor loading of 37.5 kN/sq m 2b 2a Ability to combine units 1 First floor mezzanine - can be fitted as offices or used as storage UNDER OFFER 3 Excellent access to A20, M25 and Central London 4 5 Images of similar Chancerygate schemes 6 Warehouse 1st Floor Total sq ft (sq m) Car parking 17 .6m Unit 1 UNDER OFFER Unit 2a 3,175 - 3,175 (295) 7 Unit 2b 3,175 - 3,175 (295) 7 16 m Unit 3 11,248 2,174 13,423 (1,247) 14 Unit 4 9,795 1,916 11,711 (1,088) 12 10 9 Unit 5 8,719 1,701 10,420 (968) 12 8 Unit 6 9,203 1,636 10,839 (1,007) 12 7 Unit 7 5,328 1,485 6,813 (633) 8 11 Unit 8 4,575 1,270 5,845 (543) 7 12 Unit 9 4,844 1,346 6,190 (575) 8 Planning use 13 Unit 10 4,844 1,335 6,179 (574) 8 B1 (c), B2, B8 and Unit 11 7,912 2,099 10,011 (930) 12 Trade Counter.
    [Show full text]
  • The M1 Motorway (Junctions 5 – 6A
    THE M1 MOTORWAY(JUNCTIONS 5–6A) TEMPORARYOVERNIGHT CLOSURES Notice is hereby given that Highways England Company Limited(a) intends to make an Order on the M1 Motorway,inthe County of Hertfordshire, under Section 14(1)(a) of the Road Traffic Regulation Act 1984 because works areproposed to be executed on the road. The effect of the Order would be to authorise the overnight closureofthe following – (a) the slip roads leading to and from both carriageways of the M1 at Junction 5(A41, A4008); (b) the slip roads leading to and from both carriageways of the M1 at Junction 6(A405); and (c) the link road leading from the southbound carriageway of the M1 at Junction 6A to both carriageways of the M25 at Junction 21. These measures would be in the interest of road safety to enable contractors to undertake cyclical maintenance work. It is expected that the work would take place for approximately 1-2nights for each closureat(a) –(c) above every two months at the following times: Monday-Thursday nights 22:00 –05:30 Friday nights 23:00 –06:00 Saturday nights 22:00 –06:00 Sunday nights 22:30 –05:30 The Order would come into force on 1August2017 and have amaximum duration of twelve months. During the closures outlined above, traffic affected would be diverted using other junctions of the M1, the A41, the A405 and the A410. The slip road closures, link road closureand diversion routes would be clearly indicated by traffic signs throughout the works periods. MTaylor, an official of Highways England Company Limited Ref: HA/M1/35/3/1894 (a)Registered in England and Wales under company no.
    [Show full text]
  • Road Investment Strategy M25 Junction 25 Improvements
    Road Investment Strategy M25 Junction 25 Improvements Environmental Study Report October 2016 v2.1, 25 October 2016 Registered office Bridge House, 1 Walnut Tree Close, Guildford GU1 4LZ Highways England Company Limited registered in England and Wales number 09346363 M25 Junction 25 Improvements: Environmental Study Report Notice This document and its contents have been prepared and are intended solely for Highway England’s information and use in relation to the M25 Junction 25 Improvements Environmental Study Report. Atkins Ltd assumes no responsibility to any other party in respect of or arising out of or in connection with this document and/or its contents. Document control The Project Manager is responsible for production of this document, based on the contributions made by his/her team existing at each Stage. Document Title M25 Junction 25 Improvements: Environmental Study Report Author Sarah Wallis Owner Piotr Grabowiecki Distribution Highways England Reviewers, Atkins Team Document Status Draft Revision History This document is updated at least every stage. Version Date Description Author 1.0 08/08/16 First Draft Sarah Wallis / Neil Watson 2.0 03/10/16 Second Draft Sarah Wallis / Neil Watson 2.1 25/10/16 Final Draft Sarah Wallis / Neil Watson Reviewer List Name Role Alison Braham Technical Review - Environmental Nicole Pulici Atkins Project Manager Henry Penner Highways England PTS Environmental Advisor Piotr Grabowiecki, Eze Onah, Highways England Integrated Project Team Andrew Salmon Approvals The Project SRO is accountable for the content of this document Name Signature Title Date of Issue Version Andrew Salmon Highways England Project SRO Working on behalf of i M25 Junction 25 Improvements: Environmental Study Report Table of contents Glossary ...................................................................................................................
    [Show full text]
  • The Regional Impact of the Channel Tunnel Throughout the Community
    -©fine Channel Tunnel s throughpdrth^Çpmmunity European Commission European Union Regional Policy and Cohesion Regional development studies The regional impact of the Channel Tunnel throughout the Community European Commission Already published in the series Regional development studies 01 — Demographic evolution in European regions (Demeter 2015) 02 — Socioeconomic situation and development of the regions in the neighbouring countries of the Community in Central and Eastern Europe 03 — Les politiques régionales dans l'opinion publique 04 — Urbanization and the functions of cities in the European Community 05 — The economic and social impact of reductions in defence spending and military forces on the regions of the Community 06 — New location factors for mobile investment in Europe 07 — Trade and foreign investment in the Community regions: the impact of economic reform in Central and Eastern Europe 08 — Estudio prospectivo de las regiones atlánticas — Europa 2000 Study of prospects in the Atlantic regions — Europe 2000 Étude prospective des régions atlantiques — Europe 2000 09 — Financial engineering techniques applying to regions eligible under Objectives 1, 2 and 5b 10 — Interregional and cross-border cooperation in Europe 11 — Estudio prospectivo de las regiones del Mediterráneo Oeste Évolution prospective des régions de la Méditerranée - Ouest Evoluzione delle prospettive delle regioni del Mediterraneo occidentale 12 — Valeur ajoutée et ingénierie du développement local 13 — The Nordic countries — what impact on planning and development
    [Show full text]
  • A13 Riverside Tunnel Road to Regeneration the Tunnel Is Essential to East London and Thames Gateway’S Economic Success the A13 Riverside Tunnel Road to Regeneration
    The A13 Riverside Tunnel Road to Regeneration The tunnel is essential to East London and Thames Gateway’s economic success The A13 Riverside Tunnel Road to Regeneration Thank you for taking the trouble to find out more about the proposed A13 Riverside Tunnel. The tunnelling of a 1.3km stretch of the A13 will not only improve traffic flow along this key route, mitigating the two notorious bottlenecks at the Lodge Avenue and Renwick Road junctions, but will also transform a severely blighted area. As well as creating a new neighbourhood of over 5,000 homes called Castle Green, the tunnel will act as a catalyst for the building of another 28,300 homes in London Riverside, while creating over 1,200 jobs and unlocking significant business and commercial growth in the surrounding area. The tunnel is essential to east London and the Thames Gateway’s economic success and will stimulate growth along its route as well as easing congestion. It also signifies a new way of working in this country adapted from successful models from other European cities. A large proportion of the scheme could be self-financing, with the majority of the funding being generated by the tunnel itself, through the land value uplift and sale of the homes, the community infrastructure levy and new homes bonus. If the government also supports our proposal for stamp duty devolution in Castle Green, then this would mean further significant funding for the scheme could be secured. Cllr Darren Rodwell Cllr Roger Ramsey Leader of Barking and Dagenham Council Leader of Havering Council Road to Regeneration 03 About the A13 The A13 is one of the busiest arterial routes into the capital, connecting the county of Essex with central London.
    [Show full text]
  • A Description of London's Economy Aaron Girardi and Joel Marsden March 2017
    Working Paper 85 A description of London's economy Aaron Girardi and Joel Marsden March 2017 A description of London's economy Working Paper 85 copyright Greater London Authority March 2017 Published by Greater London Authority City Hall The Queens Walk London SE1 2AA www.london.gov.uk Tel 020 7983 4922 Minicom 020 7983 4000 ISBN 978-1-84781-648-1 Cover photograph © London & Partners For more information about this publication, please contact: GLA Economics Tel 020 7983 4922 Email [email protected] GLA Economics provides expert advice and analysis on London’s economy and the economic issues facing the capital. Data and analysis from GLA Economics form a basis for the policy and investment decisions facing the Mayor of London and the GLA group. GLA Economics uses a wide range of information and data sourced from third party suppliers within its analysis and reports. GLA Economics cannot be held responsible for the accuracy or timeliness of this information and data. The GLA will not be liable for any losses suffered or liabilities incurred by a party as a result of that party relying in any way on the information contained in this report. A description of London's economy Working Paper 85 Contents Executive summary ...................................................................................................................... 2 1 Introduction ......................................................................................................................... 3 2 The structure of London’s local economies .........................................................................
    [Show full text]
  • Structures for Development: Getting Them Right
    1 Please do not quote until published, Feb 2008 Edwards, M (2008) 'Structures for development in Thames Gateway: getting them right' in London's Turning: the prospect of Thames Gateway Eds. Phil Cohen and Mike Rustin. London, Ashgate. Details at https://www.ashgate.com/shopping/title.asp?key1=&key2=&orig=results&isbn=0%207546%207063%205 Chapter sixteen Structures for development: getting them right Michael Edwards, Bartlett School of Planning, UCL The Thames Gateway is an enormous undertaking. In many respects it resembles some of the earlier major projects of British town planning like the Milton Keynes generation of new towns or the London's Docklands development. Like them, it may come to be regarded by some as a great achievement of public policy and by others as a great disaster. The fact that positive and negative views can be taken of the same project does not (or does not merely) reflect alternative subjective perspectives: it stems from the fact that there are real conflicts in the society and thus different criteria for judging success. The Thames Gateway project poses daunting choices for those with the power to decide on the future development of South East England. Government and the Mayor of London both agree that much of the wider South East's growth should be concentrated in the Thames estuary (DCMS 2006; Mayor of London 2004). They share the intention that London will expand to the East, not to the West, and that the rationality of capitalist growth is the unquestionable way forward. This chapter explores aspects of this supposed rationality, arguing that the aspirations of 'sustainability' and 'community' cannot be achieved in the neo-liberal framework which is on offer.
    [Show full text]
  • Competition, Cooperation, Co-Opetition. a Conceptualization of the ‘Network Brand’
    Competition, Cooperation, Co-opetition. A conceptualization of the ‘Network Brand’ Cecilia Pasquinelli Istituto di Management, Scuola Superiore Sant’Anna Abstract - Place branding relies on the assumption of inter-territorial competition which seems to be the overall approach to place management. Competition involves not only cities but also provinces, nations, states, villages and supra-national regions. However, there is room for sustaining that competition is not an exhaustive key for understanding regional development and, consequently, for interpreting place marketing and branding. Within the general frame of competition, regions and local areas may seek inter- territorial cooperation in order to enrich their offer and enhance their competitiveness. In this regard, a gap in place branding and marketing literature is identified and this paper contributes to filling it, by proposing a conceptualization of the “network brand”. Assuming cooperation/co-opetition as a way to face inter-territorial competition, this research is in charge of answering to the following research questions. Firstly, to what extent network and network brand building is a pragmatic process i.e. inspired by market principles, rather than being a political process i.e. highly related to power game emerging within and among the involved territories? Secondly, to what extent the network brand is a “post-modern” brand? A secondary research was carried out by reviewing 12 inter-territorial networking experiences in Europe and US. Concerning the first research question, evidence suggests that, beyond a surface of pragmatism, there might be a political process leading to the emergence of a network brand. Moreover, there is a chance that in some cases a pragmatic approach to networking tends to turn into a political process by means of institutional spillovers, turning the network into a political arena.
    [Show full text]
  • M1 Motorway (Junctions 1-3), M25
    M1 MOTORWAY(JUNCTIONS 1-3), M25 MOTORWAYJUNCTION 23, AND A1 TRUNK ROAD TEMPORARYTRAFFIC RESTRICTIONS Notice is hereby given that Highways England Company Limited intends to make an Order on the M25 Motorway in the County of Hertfordshire and the London Boroughs of Barnet and Hendon, under Section 14(1)(a) of the Road Traffic Regulation Act 1984 because works are proposed to be executed on the road. The effect of the Order would be to authorise the overnight closure, in phases, of:- a) the entirecirculatory carriageway of the roundabout at M25 Junction 23 (A1(M)/A1); b) the roads leading to and from both carriageways of the M25 at Junction 23 (A1(M) Junction 1/A1); c) the roads leading to and from both carriageways of the A1(M)/A1 at Junction 23 (A1(M) Junction 1/A1); d) the southbound carriageway of the A1 between Bignell’sCorner (M25 Junction 23) and Borehamwood Interchange (A5135); e) the road leading from the southbound carriageway of the A1 at Borehamwood Interchange (A5135); f) the northbound carriageway of the M1 between Junction 1(A406) and the tip of the nosing of the entry slip road at Junction 3 (London Gateway Services); g) the road leading to the northbound carriageway of the M1 at Junction 1(A406); h) the road connecting to the M1 northbound entry slip road from the eastbound road connecting the EdgwareRoad roundabout to Staples Corner roundabout at Junction 1 (A406); i) theroads connecting to and from both carriageways of the M1 at Junction 2(A1); and j) all of the roads leading to and from both carriageways of the M1 at London Gateway Services.
    [Show full text]
  • Predicting Accident Frequency at Their Severity Levels and Its Application in Site Ranking Using a Two-Stage Mixed Multivariate Model
    Loughborough University Institutional Repository Predicting accident frequency at their severity levels and its application in site ranking using a two-stage mixed multivariate model This item was submitted to Loughborough University's Institutional Repository by the/an author. Citation: WANG, C., QUDDUS, M.A. and ISON, S.G., Predicting accident frequency at their severity levels and its application in site ranking using a two-stage mixed multivariate model. Accident Analysis and Prevention, 43(6), pp.1979-1990 Metadata Record: https://dspace.lboro.ac.uk/2134/8702 Version: Accepted for publication Publisher: c Elsevier Please cite the published version. This item was submitted to Loughborough’s Institutional Repository (https://dspace.lboro.ac.uk/) by the author and is made available under the following Creative Commons Licence conditions. For the full text of this licence, please go to: http://creativecommons.org/licenses/by-nc-nd/2.5/ 1 Predicting accident frequency at their severity levels and its application in site ranking using a two-stage mixed multivariate model Chao Wang*, Mohammed A Quddus, Stephen G Ison Transport Studies Group Department of Civil and Building Engineering Loughborough University Loughborough, Leicestershire LE11 3TU United Kingdom * Corresponding author – Tel: +44 (0)1509 564682; Fax: +44 (0)1509 223981. Email addresses: [email protected] (Chao Wang); [email protected] (Mohammed A Quddus); [email protected] (Stephen G Ison). Abstract Accident prediction models (APMs) have been extensively used in site ranking with the objective of identifying accident hotspots. Previously this has been achieved by using a univariate count data or a multivariate count data model (e.g.
    [Show full text]