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A947 Route Improvement Strategy

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A947 Route Improvement Strategy A947 Route Improvement Strategy Appendices Appendices Appendix A - List of Options from Previous Studies Appendix B - Historic Traffic Flow Data Appendix C - Platoon Data Analysis (5+ Vehicles) Appendix D - Journey Time Reliability Technical Note Appendix E - Accidents Rates Technical Note Appendix F - Environmental Review Appendix G - Options Vs. DMRB Standards Appendix A Appendix A: List of Options from Previous Studies Source: A947 Route Analysis Action Report, AECOM 2009 Option Description Location Review of road marking improvements along the route was undertaken to identify specific road marking improvements which may be required at specific locations. Recommendation that lining is maintained to an Lining Route Wide acceptable standard and edge markings in particular kept clear of encroaching vegetation. This will improve driver awareness, especially during the hours of darkness, with a possible improvement in road safety. Recommendation for existing signage to be Signing Improvements, rationalised, in combination with proposed new including Hazard Warning Signs, signage, in order to provide continuity along the route. Bend Ahead Signs, Side Road Recommendation to increase visibility of signs Route Wide Ahead Signs, and Passively Safe through the use of 1200mm height signs, and use of Poles. highest grade retro-reflective materials. Continued maintenance of roadside vegetation. Implementation of safety barriers, to reduce potential for collisions with trees and telegraph poles (which Barriers increase the severity of collision). One possible Route Wide solution raised was NatureRail (more aesthetically pleasing than traditional safety barriers). Implementation of Intelligent Road Studs to increase visibility for drivers (IRS are highly visible for Intelligent Road Studs distances of up to 1000m which is approximately 10 Route Wide times that of conventional road studs) including during adverse weather. Development of interactive chevrons at specific bends to give motorists advance warning of the corner Route Wide Interactive Chevrons ahead. Detection thresholds are sets such that signs (specific bends) only illuminate when vehicles exceed the designated speed. Road Surface Treatments Surface treatments to address various areas (based including High Friction on SCRIM data). The findings highlighted that there Surfacing, Stone Mastic Asphalt were a large number of areas that fell within the zone Specific areas on (SMA) surfacing, Hot Rolled that required further investigation. From onsite the route Asphalt (HRA), Micro Surfacing, observations, the amount of “polishing” in these areas Surface Dressing and varied greatly and investigation into the remedial Retexturing. treatments of these sections was recommended. Average speed cameras control 85th percentile road speeds. Have a higher capital cost in comparison to Speed Cameras, including other technologies and require a “best value” Specific areas on Average and Fixed Speed approach to identifying suitable locations. the route Cameras Fixed speed cameras can distinguish between vehicle types (e.g. HGVs and cars). Source: A947 Route Analysis Action Report, AECOM 2009 Option Description Location Better maintenance of existing infrastructure could have a positive impact on road safety. Maintenance Route Wide Ongoing maintenance will also be associated with any new infrastructure on the route. Source: A947 Route Study Report, Grontmij 2011 Option Description Location Application of mitigation measures on bends, which have had categories assigned. Work identified a total Specific areas on Bend Mitigation Measures of 147 bends, with an indicative cost for the measures the route of approx. £180,000. Proposed junction improvements including renewal of road markings, “Keep Clear” diagram 1026 road marking (B977 to Balmedie), appropriate tapers and Major Junction Improvements Major Junctions ghost island (A920 to Ellon), requiring detailed junction traffic assessment to confirm the need for these. New gully provision identified across the route. New Drainage filter drains or trenches also required in places, with Route Wide general maintenance of existing drainage highlighted. Proposals involved retaining the location of eight lay- Specific Lay-by Location Review bys on the route, relocating five lay-bys to new sites, locations on the and creating one new lay-by. route (lay-bys) Retention/removal of existing mobile camera sites, Mobile Safety Camera Sites Route Wide and introduction of new sites. Follows principle of a ‘forgiving roadside’ – 2m verges Roadside Furniture proposed to increase visibility, and all vehicle restraint Route Wide systems, signposts etc. passively safe. Verge vegetation maintenance Prioritised on a regular basis throughout the year. Route Wide Partnering arrangement to review, prioritise and Partnering N/A implement recommendations in the report. An all-in asset management database system to be Highway Asset Management N/A fully implemented within Aberdeenshire’s T&I service. Education and Encouragement, together with The 4 E’s Engineering and Enforcement measures to facilitate Route Wide the reduction of accidents on the A947. Appendix B Appendix B: Historic Traffic Flow Data B9026 B9170 B9025 Myrus LA A98-B9026 A947 Sth Urquhart B9005- Market Avenue- Year Boundary - % Change A920-B977 % Change % Change % Change % Change % Change % Change Myrus % Change Road-A920 Rd-A947 B9170 Street- B9025 B977 Avenue Sth Road B9005 Market Street 2000 20246 5667 9424 4399 4838 5115 3191 3293 2001 19330 -4.52% 5715 0.85% 8614 -8.60% 4476 1.75% 4908 1.45% 5175 1.17% 3240 1.54% 3349 1.70% 2002 20362 5.34% 6577 15.08% 8839 2.61% 4666 4.24% 5104 3.99% 5431 4.95% 3141 -3.06% 3487 4.12% 2003 19645 -3.52% 6816 3.63% 9075 2.67% 4861 4.18% 4653 -8.84% 5638 3.81% 3262 3.85% 3631 4.13% 2004 20357 3.62% 6151 -9.76% 9171 1.06% 4910 1.01% 4685 0.69% 5347 -5.16% 3281 0.58% 3660 0.80% 2005 20966 2.99% 6168 0.28% 9238 0.73% 4920 0.20% 4683 -0.04% 5357 0.19% 3594 9.54% 3678 0.49% 2006 22212 5.94% 6438 4.38% 9355 1.27% 5011 1.85% 4790 2.28% 5723 6.83% 3647 1.47% 3747 1.88% 2007 17686 -20.38% 6492 0.84% 9667 3.34% 4524 -9.72% 4725 -1.36% 5777 0.94% 3604 -1.18% 3521 -6.03% 2008 17973 1.62% 6407 -1.31% 9516 -1.56% 4487 -0.82% 4690 -0.74% 5385 -6.79% 3577 -0.75% 3497 -0.68% 2009 18284 1.73% 6513 1.65% 8963 -5.81% 4550 1.40% 4760 1.49% 5473 1.63% 3631 1.51% 3555 1.66% 2010 18221 -0.34% 6419 -1.44% 8889 -0.83% 4438 -2.46% 4658 -2.14% 5404 -1.26% 3556 -2.07% 3467 -2.48% 2011 16000 -12.19% 6528 1.70% 8854 -0.39% 4447 0.20% 4674 0.34% 5492 1.63% 3570 0.39% 3476 0.26% 2012 16044 0.28% 6578 0.77% 8822 -0.36% 4363 -1.89% 4582 -1.97% 5536 0.80% 3500 -1.96% 3409 -1.93% 2013 15952 -0.57% 5975 -9.17% 8832 0.11% 4435 1.65% 4657 1.64% 5578 0.76% 3237 -7.51% 3467 1.70% Total increase -21.21% 5.43% -6.28% 0.82% -3.74% 9.05% 1.44% 5.28% (Source: DfT) Appendix C Proportion Avg Speed of Total No. Total No. of platoons Total No. Avg No. Avg No. Vehicles of of Avg No. Max (5+) being Location (Lat / of Platoons Platoons leading Site Direction Platoons Platoons Platoons Platoon led by Long)1 Platoons (5+) p/hr (5+) p/hr platoons with (5+) (5+) (5+) p/hr19 Size19 slower (5+)2 5+ vehicles 6-9 AM 4-7 PM moving 6-9 AM 4-7 PM (mph) 19 vehicles3 A947 between N’bound 54 5 34 1 0 3 8 42.79 37% Banff-Turriff 1 (57.572899,- S’bound 96 47 10 2 4 1 12 42.62 35% 2.442622) A947 between N’bound 279 28 148 5 2 12 13 45.71 29% Turriff-Fyvie 2 (57.523207,- S’bound 47 26 3 1 2 0 8 42.56 40% 2.442340) A947 between N’bound 174 7 113 3 1 9 14 45.95 26% Fyvie-Oldmeldrum 3 (57.410266,- 2.336184) S’bound 310 156 35 6 13 3 20 43.54 38% A947 between N’bound 294 27 160 5 2 13 18 45.12 22% Oldmeldrum- 4 Newmachar (57.312704,- S’bound 420 276 34 8 23 3 17 40.59 26% 2.260775) A947 between N’bound 224 6 102 4 1 9 13 41.02 25% Newmachar-Dyce 5 (57.245086,- S’bound 173 117 1 3 10 0 10 44.06 12% 2.183619) 1 See Figure 3.9 2 Based on four days counts, 6am-8pm (Tuesday 27th October-Friday 30th October). 3 Based on four days counts, 6am-8pm (Tuesday 27th October-Friday 30th October). Slower moving vehicles are defined as non-cars – ‘Short Towing – Trailer, Caravan, Boat, etc.’, ‘Two axle truck or Bus’, ‘Three axle truck of Bus’, ‘Four axle truck’, ‘Three axle articulated vehicle or Rigid vehicle and trailer’, ‘Four axle articulated vehicle or Rigid vehicle and trailer’, ‘Five axle articulated vehicle or Rigid vehicle and trailer’, ‘Six (or more) axle articulated vehicle or Rigid vehicle and trailer’,’ B-Double or Heavy Truck and trailer’ and ‘Double or triple road train or Heavy truck and two (or more) trailers’. Northbound - % of HGVs Leading platoons Southbound - % of HGVs Leading platoons 40% 45% Platoons 2+ Platoons 2+ 35% 40% Platoons 3+ Platoons 3+ 35% 30% Platoons 5+ Platoons 5+ 30% 25% 25% 20% 20% 15% 15% 10% % HGVs LEADING PLATOONS % HGVs LEADING PLATOONS 10% 5% 5% 0% 0% 1 - Banff to Turriff 2 - Turriff to Fyvie 3 - Fyvie to 4 - Oldmeldrum to 5 - Newmachar to Dyce 1 - Banff to Turriff 2 - Turriff to Fyvie 3 - Fyvie to 4 - Oldmeldrum to 5 - Newmachar to Dyce Oldmeldrum Newmachar Oldmeldrum Newmachar SECTIONS (Banff to Dyce) SECTIONS (Banff to Dyce) Summary of Results: - The level of slow moving vehicles leading platoons along the A947 is generally similar in both directions over the survey period.
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