A planning application by Prologis UK Limited for a single rail served storage and distribution facility at HBC Field, Halebank Road, Widnes
Environmental Statement
Transport Assessment Volume 3 & Framework Travel Plan
www.prologis.co.uk HBC FIELD Environmental Statement 1 Transport Assessment Transport Assessment
HBC Field, Halebank Road, Widnes Transport Assessment
July 2011
HBC Field, Halebank Road, Widnes Transport Assessment
Notice
This document and its contents have been prepared and are intended solely for Prologis UK Limited information and use in relation to HBC Field, Halebank Road, Widnes.
ATKINS 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 History
Job number: 5100357 Document ref: 5100357_HBC_Field_ Draft_Transport_Assessment_V1.0.Docx Revision Purpose Description Originated Checked Reviewed Authorised Date Rev 0.0 Draft MJ GR AB GR 21/6/11 Rev 1.0 Draft MJ GR AB GR 30/6/11 Rev 2.0 Final MJ GR AB GR 14/07/11
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Table of contents
Chapter Pages
Introduction 5 1. Introduction 6 Background 6 Scoping 6 Report Structure 6 Framework Travel Plan 7
Policy Context 8 2. Policy Context 9 National Policy 9 Local Policy 12
Baseline Conditions 15 3. Baseline Conditions 16 Site Description 16 Access by Rail 16 Access by Road 17 Access by Sea 18 Public Transport Access 18 Pedestrian and Cycle Access 19 Base Year Traffic Flows 19 A5300/A562 Roundabout Current Operation 19 Road Safety 21
Background Traffic Growth/ Committed Developments 23 4. Background Traffic Growth/ Committed Development 24 Assessment Years 24 Background Traffic Growth 24 3MG Committed Developments 24 Local Committed Developments 26 Future Year Base Traffic Flows 27
Development Proposals 28 5. Development Proposals 29 Proposed Use 29 Access for All 29 Site Operation 30 Parking 30 Sustainable Travel 30
Trip Generation and Distribution 31 6. Trip Generation and Distribution 32 Development Trip Generation 32
Operational Assessment 36 7. Operational Assessments 37
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Introduction 37 Junction 1 – A562/ A300 Knowsley Expressway Roundabout 37 Junction 2 – Newstead Road/ HBC Field Access Road Roundabout 39 Junction 3 – A562 Ditton Road Roundabout 40
Construction Traffic 42 8. Construction Traffic 43 Construction Programme 43 Construction Traffic 43 Construction Mitigation 43
Summary and Conclusions 44 9. Summary and Conclusions 45
Appendices 48 Appendix A. Site Location Plan 49 Appendix B. Scoping 50 Appendix C. Widnes Cycle Map 54 Appendix D. Base Year Traffic Flows 55 Appendix E. Modelling MOVA Control 57 Appendix F. Future Year Baseline Traffic Flows 61 Appendix G. HBC Field Master Plan 65 Appendix H. HBC Field Access Road 66 Appendix I. TRIC Analysis 67 Appendix J. HBC Field Development-Related Traffic Flows 74 Appendix K. Future Year HBC Field Design Flows 76 Appendix L. A562/ A300 Roundabout 80 Appendix M. Newstead Road Roundabout 146 Appendix N. A562 Ditton Road Roundabout 169 Appendix O. Routeing of Vehicles 219
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Introduction
HBC Field, Halebank Road, Widnes Transport Assessment
1. Introduction
1.1 Atkins has been commissioned by Prologis UK Limited to prepare a Transport Assessment and Framework Travel Plan in support of a full planning application for the construction of a single rail- served building for storage and distribution purposes (B8) together with associated infrastructure, parking and open space.
Background 1.2 The application site, known as HBC Field, forms part of the Mersey Multi-Modal Gateway (3MG). The 3MG development is a strategic rail freight park located to the south of Widnes, on the edge of Halebank, and is a partnership between Halton Borough Council, the Stobart Group and Prologis.
1.3 3MG lies on the northern edge of the Mersey Estuary, to the north west of Runcorn Bridge and is bounded to the east by the A533 Queensway; to the north by the A562 Speke Road and a St Michael Jubilee Golf Course. The area is largely characterised by heavy industrial development, in contrast to the residential nature of Halebank.
1.4 The HBC Field site forms the western part of the strategic rail freight park and lies south of the railway and north of Hale Bank Road, and is strategically located for distribution with:
strategic links to A5300, A562, M56 and M62; existing rail links to the West Coast Main Line; daily rail links to deep sea ports and within close proximity to the Port of Liverpool; and easy access to Liverpool and Manchester international airports. 1.5 The HBC Field site location plan is reproduced in Appendix A.
1.6 Planning permission has been granted for new road access to the HBC Field site directly from the roundabout of the A562 with the A5300 Knowsley Expressway over the Liverpool Branch of the West Coast Main Line (WCML).
Scoping 1.7 The scope of this transport assessment is based upon discussions with highway officers at Halton Borough Council in May 2010. A copy of the Scoping Note and comments received are included as Appendix B of this report.
Report Structure 1.8 Following this introduction, the remainder of this report is structured as follows:
Section 2 Policy Context Section 3 Baseline Conditions Section 4 Background Traffic/ Committed Developments Section 5 Development Proposals Section 6 Trip Generation and Distribution Section 7 Operational Assessment Section 8 Construction Section 9 Summary and Assessment
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Framework Travel Plan 1.9 A Framework Travel Plan in support of the full planning application for the HBC Field site has been prepared as a sister document to this Transport Assessment.
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Policy Context
HBC Field, Halebank Road, Widnes Transport Assessment
2. Policy Context
Introduction 2.1 The vision for 3MG is to create a national, regional and sub-regional rail freight facility in the context of national transport policy, regional planning and economic policies, and local planning policies. The existing intermodal freight terminal is owned by the Stobart Group.
2.2 The reduction in road-based freight movements is a central focus of the Government’s transport objectives, which are articulated within Planning Policy Guidance 13 (PPG13): Transport. In addition to the Government’s policies on transport, there are a range of European directives and white papers, which shape transport policy and promote sustainability across the European Union.
2.3 Most recently, the EU published in 2009 ‘A Sustainable Future for Transport’, which is both a strategy document defining the vision for the future of transport, and a consultation document, which has an aim to collect views on how to translate the vision into policy actions. Concerning freight, the document states that ‘an intelligent and integrated logistics system must become a reality, where development of ports and intermodal terminals is a key element’, and modal shift towards more environmentally friendly modes will be particularly important.
2.4 This section summarises national and local transport planning policy relevant to the proposed development.
National Policy 2.5 In July 1998 the Government published the Transport White Paper ‘A New Deal for Transport: Better for Everyone’ which set out the Government’s policies to create a better, more integrated transport system to tackle the problems of congestion and pollution.
2.6 The White Paper detailed the Government’s objectives for encouraging the use of the railway system for the transportation of freight and it is specifically stated that:
‘Local authorities in preparing development plans will be expected to consider, and where appropriate protect, opportunities for rail connections to existing manufacturing, distribution and warehousing sites adjacent or close to the rail network….’.
2.7 This commitment to the use of the rail network for the transfer of freight was further reinforced with the publication, in 2000, of the Government’s ten-year plan for transport in a document titled ‘Transport 2010 – The Ten Year Plan’. Within the document the specific target of increasing rail freight by 80% was set.
2.8 In March 2004 the Strategic Rail Authority (SRA) published its Strategic Rail Freight Interchange Policy, which set out the SRA’s policies with regard to the form, function, operating characteristics and role of Strategic Rail Freight Interchanges. This sits alongside Government policies for rail freight, transport, planning, sustainable development and economic growth and is directed at developing a national policy framework via the land use and transport planning systems.
2.9 The SRA sees Strategic Rail Freight Interchanges as key features of national rail infrastructure necessary to promote a shift from road to rail freight and to achieve the associated sustainability benefits.
2.10 For Greater Manchester, Liverpool and the North West, the SRA recognised the need for further Strategic Rail Freight Interchange capacity to support future growth. The SRA’s West Coast Main Line (WCML) Strategy notes that a number of new interchanges are proposed to meet anticipated demand within the region, and that: “The SRA view is that the most efficient use of the WCML, and of the rest of the network in the area, would be made by those projects located within the Liverpool-Warrington-Manchester commercial belt”.
2.11 Key factors the SRA used in considering site allocations were:
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suitable rail and road access – on rail freight routes with capacity and avoiding congestion, with good access to motorway junctions, primary and trunk roads; ability for 24/7 working; adequate level site area and potential for expansion; proximity to workforce; proximity to commercial customers, both existing and potential (Noting the potential to change to rail achieved by close proximity); fit with primary freight flows in the area; ability to contribute to the national network by filling gaps in provision; and fit with SRA strategies, including the Freight Strategy, Route Utilisation Strategies, and Regional Planning Assessments. 2.12 The SRA also recognised that sites might also present themselves as extensions to existing Strategic Rail Freight Interchange facilities where these are well located relative to the considerations and are operating successfully and efficiently.
2.13 In this regard HBC Field is fully compliant with national planning policies in that it seeks to build upon, and enhance, an existing rail-connected distribution park with a view to encouraging the shift of freight from road to rail.
2.14 Government policy on development and its links with transportation and accessibility is reflected within the White Paper and is reinforced in the Planning Policy Guidance Notes (PPGs) and Planning Policy Statements (PPSs).
Planning Policy Guidance 13: Transport 2.15 PPG13 first published in March 2001 (and updated January 2011) sets out the Government’s objectives to integrate planning and transport at the national, regional, strategic and local level to:
Promote more sustainable transport choices for people and for moving freight; Promote accessibility to jobs, shopping, leisure facilities and services by public transport, walking and cycling; and Reduce the need to travel, especially by car.
Freight Movements 2.16 The Government set out its policy framework on freight in its Sustainable Distribution Strategy (March 1999). While road transport is likely to remain the main mode for many freight movements, land use planning can help to promote sustainable distribution, including where feasible, the movement of freight by rail and water. PPG13 advises local authorities in paragraph 45, in preparing their development plans, to:
identify and where appropriate protect sites and routes, both existing and potential, which could be critical in developing infrastructure for the movement of freight (such as major freight interchanges including allowing road to rail transfer or for water transport); promote opportunities for freight generating development to be served by rail or waterways; and where possible locate developments generating substantial freight movements such as distribution and warehousing, particularly of bulk goods, away from congested central areas and residential areas, and ensure adequate access to trunk roads.
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2.17 The proposal complies with all of these requirements. The site has been identified in the Halton UDP for rail linked distribution and is away from residential areas and congested central areas. By virtue of a new access road it will also benefit from excellent access to the strategic road network.
Non-Freight Movements 2.18 PPG13 re-states the key themes of sustainable development that have emerged in recent years. It advises that planning applications for major developments should be accompanied by a transport assessment, which includes details of access by walking, cycling and public transport.
2.19 The paragraphs of PPG13 that are relevant to this development are as follows:
Paragraph 19: Accessibility: Developments should ensure that jobs and key services are accessible by public transport, walking and cycling and not exclusively by private car; Paragraph 26: Modal Access: Where a development provides jobs, a choice of access options by public transport, walking and cycling should be available; Paragraphs 71/73: Public Transport: Public transport is cited as an important consideration in determining location policies designed to reduce the need for travel by car. Paragraphs 74/76: Walking: highlights that walking is the most important mode of travel at the local level and offers the greatest potential to replace short car trips, particularly under two kilometres as well as being an important part of all longer journeys by public transport and car. There is a need therefore for particular attention to the design and location of access arrangements at new developments to help promote walking; Paragraphs 77/79: Cycling: highlights that cycling also has the potential to substitute for short car trips, particularly those under 5km, and to form part of a longer journey by public transport. There is a need for the provision of convenient, safe and secure cycle parking and changing facilities at new developments.
Parking 2.20 PPG 13 in paragraph 50 advises in part that in developing and implementing policies on parking, local authorities should:
ensure that, as part of a package of planning and transport measures, levels of parking provided in association with development will promote sustainable transport choices; not require developers to provide more spaces than they themselves wish, other than in exceptional circumstances which might include for example where there are significant implications for road safety which cannot be resolved through the introduction or enforcement of on-street parking controls; require developers to provide designated parking spaces for disabled people in accordance with current good practice; require convenient safe and secure cycle parking in development at least at levels consistent with the cycle strategy in the local transport plan; and consider appropriate provision for motorcycle parking. 2.21 Paragraph 51 advises that policies in development plans should set levels of parking for broad classes of development, whereby standards should be designed to be used as part of a package of measures to promote sustainable transport choices and the efficient use of land.
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Local Policy
Halton Borough Council Unitary Development Plan (UDP) 2.22 Planning authorities have a statutory requirement to prepare development plans covering the whole of their area. After more than five years of preparation, the Halton Unitary Development Plan (UDP) was adopted on 7 April 2005.
2.23 The UDP sets the framework for the development of land in the Borough from the present to 2016. The document consists of two parts: Part 1 (Strategic policies and proposals) and Part 2 which gives detailed proposals for the use and development of land. There is also a Proposals Map, which illustrates the land allocations in relation to policies and proposals and shows other designations such as SSSIs and Ramsar sites.
2.24 The UDP has been prepared using national planning policy guidance and is guided by the following aims (Part 1 of the UDP):
the development and use of land; the conservation of the natural beauty and amenity of land; the improvement of the physical environment; and the management of traffic 2.25 Strategic Policy S20 identifies a number of sites, including 3MG (formerly Ditton Strategic Rail Freight Park), as A Regional Investment Site allocated to meet the needs of economic sectors that are considered significant in raising the competitiveness of the economy in the North West, based upon the Regional Planning Guidance and Regional Economic Strategy.
2.26 HBC Field is allocated through Employment Policy E7 as being a phased strategic inter-modal rail freight park. It cites that development will only be permitted if it complies with a number of criteria set out in this policy, including:
It is part of a comprehensive proposal for a strategic rail freight park at Ditton in accordance with an agreed phasing plan; It is for use by businesses that would utilise the railway for the transportation of freight, and uses offering support services to them, and it is designed to be rail-served, including the provision of dedicated rail sidings adjacent to it; It is of a quality suitable for occupation by companies of regional or national distribution importance, which would give rise to additional new employment opportunities for residents of Halton and surrounding local authority areas, with warehouse development proposal of larger than 25,000 sq metres floorspace; It would not prejudice the improvement of passenger rail services; and A transport assessment and travel plan will be required to demonstrate that there would be no significant impact on the local transport network. 2.27 The justification for its allocation was highlighted in two reports:
Merseyside Freight Study, prepared for the joint Merseyside authorities and Halton Borough Council by MDS Transmodal and WS Atkins Consultants Ltd, June 2000; Report identifying the Strategic Regional Sites, published by the NWDA in December 2001. 2.28 The Merseyside Freight Study was commissioned to provide the basis for a strategy and action plans for freight distribution within, to and from Merseyside that would:
Promote future economic growth; Reduce accidents, health risks, disturbance and environmental damage; and Be affordable, practical and capable of implementation.
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2.29 The NWDA published its Regional Economic Strategy in March 2003 and in its Summary Action Plan 2003-2006 it identifies this site in Key Activity 9.1.
2.30 In Regional Planning Guidance for the North West (2003), policy T7 states that local authorities in the North West should develop freight strategies through the local transport plan process and they should satisfy themselves that the prime purpose of any proposed site is to facilitate rail freight when allocating land in development plans. The 3MG proposal supports this intention as it will assist the transfer and handling of freight on a key rail corridor of international standards, through the provision of an inter-modal interchange in a regionally strategic location.
2.31 The strategic importance of the HBC Field site, within the context of 3MG, is articulated in the justification for the release of the site from the Green Belt as set out in the Halton UDP Inquiry Inspector’s Report (January 2004):
“The release of the Green Belt Site 253 to the west of Halebank as part of the Regional Investment Site development of the Ditton Strategic Rail Freight Park [DSRP] is, nevertheless, supported. Through a rare combination of advantages the Rail Freight Park is accepted to be a project of exceptional potential worth. It has formidable potential to contribute to the economy of the borough and to regeneration of the critical South Widnes area, and at the same time to meet important regional transportation objectives seeking the transfer of freight to rail. The DSRFP scheme would build upon an established base within the already developed industrial zone of South Widnes. Availability in the short term of a particular scale of development opportunity critical to the success of the project can only be achieved by use of Green Belt Site 253. This is seen a sufficient reason to justify recommending release of the land in advance of the sub-regional study on the basis of truly exceptional circumstances.”
2.32 In addition to site specific policies S20 and E7 there are a number of general policies relating to transport that are relevant to this application which are outlined below:
S13 Transport: The need for safe, efficient and inclusive integrated transport systems and infrastructure. It is proposed that the development of 3MG will provide employment opportunities for the local population and beyond. Accordingly, any development proposals will be required to be accessible by a range of means. TP 1: Public Transport Provision as Part of New Development: This policy highlights that developments will only be permitted where there is or will be adequate access to public transport. No building within a development should be more than 400m walking distance, along a safe and convenient route, of a bus stop or train station. TP3: Disused Public Transport Facilities: This policy does not permit development which will prejudice the reopening of any disused public transport facilities. Of relevance to this proposal is the potential to reopen Ditton rail station to passenger traffic; TP 6: Cycling Provision as Part of New Development: This policy advises that new development should provide the following with regards to cycling and its associated infrastructure: - Safe and convenient cycle access; - Cycle links with existing and proposed routes where opportunities exist; and - Safe, secure and covered cycle parking in accordance with the minimum standards. TP 7: Pedestrian Provision as Part of New Development: This policy highlights that appropriate new pedestrian routes should be provided within a development and where appropriate, for these routes to connect to existing pedestrian routes; TP 12: Car Parking: The standards for car parking contained within this Appendix 1 are the maximum to be provided within any development, which for land use class B8 equates to 1 space per 50 sqm. In order to meet the needs of disabled people and those with restricted mobility, 10% of all car parking spaces shall be provided to mobility standard (minimum width 3.6 metres). No less than half of these spaces shall be signed as being for the exclusive use of disabled
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people. The standard for motor cycles is 1 space for every 25 car parking spaces, while the minimum standard for cycle provision is 1 space per 500 sqm. TP 13: Freight: This policy recognises that opportunities exist to facilitate the movement of more freight using sustainable means, which consequently utilises the rail and waterways. Opportunities for utilising such facilities should be maximised in locating developments within an appropriate proximity to the facilities. The Ditton Strategic Rail Freight Park (3MG) is identified under this policy for use as a freight transfer location; TP 14: Transport Assessments: This policy outlines Halton’s requirements for the production of a Transport Assessment Report to be submitted alongside a planning application for new development; TP 15: Accessibility to New Developments: This policy states that a development will not be permitted when it generates increases in traffic to undesirable levels unless improvements to the highway network can be implemented to mitigate against it; and TP 16: Green Travel Plans: This policy highlights the conditions that lead to a Travel Plan being required whilst also recognising that even when a Travel Plan is not required that developers produce one in the interests of sustainability. 2.33 It is further recognised in the UDP that the areas within and adjacent to the redevelopment site are Regeneration Action Areas.
2.34 This Transport Assessment Report has been prepared in line with guidance set out in Halton’s UDP (particularly policy TP 14).
3MG Supplementary Planning Document 2.35 The 3MG Supplementary Planning Document (SPD) acts as a supplementary document to the existing policies in the Halton UDP. As well as linking back to relevant UDP policies, the SPD includes a design guide for developments on the 3MG site and the need to adhere to the Council’s SPD ‘Design of New Industrial and Commercial Development’.
2.36 In particular refers to the requirement that direct movement of goods vehicles from the HBC Field to the local road network in Halebank will not be permitted except for emergency access. Planning permission has been granted for new road access to the HBC Field site directly from the roundabout of the A562 with the A5300 Knowsley Expressway over the West Coast Main Line (WCML).
2.37 The Transport Assessment has been prepared with due consideration to this document.
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Baseline Conditions
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3. Baseline Conditions Site Description 3.1 HBC Field forms part of the wider 3MG development area. The site is allocated in the Halton Borough Council UDP (2005) as a “Regional Investment Site” providing circa 1 million sq ft of rail- linked warehousing, forming part of 3MG.
3.2 HBC Field is located in the western sector of the wider 3MG Masterplan to the south of both the A562 Speke Road and West Coast Mainline (Liverpool spur). Rail access to the site forms part of this application.
3.3 The application site currently comprises amenity grassland; grassland meadow; recent tree planting; two newly formed mounds providing visual impact mitigation; two newly formed ponds and a footpath/cycleway linking to Hale Bank Road. Much of this implemented work is the result of planning application 07/00336/HBCFUL approved on 30th July 2007 and is proposed to be retained and, where possible, enhanced as part of this application.
3.4 To the west of the site, as identified by the local Unitary Development Plan (UDP), is an area of green belt and proposed green open space. To the east is the existing Halebank residential community. Land to the south includes areas of specific landscape value and further green belt.
3.5 Immediately north of the railway line is the Speke Approaches Industrial Area, which is accessed from the A5300/A562 roundabout via Newstead Road. The road is single carriageway with a central hatched area to reduce the effective width of the road and to allow overrunning by heavy goods vehicles. The A562 Speke Road forms part of the strategic road network linking Widnes to south Liverpool and Liverpool John Lennon Airport, and the rest of Merseyside via the A5300 Knowsley Expressway. Access by Rail 3.6 The 3MG development is served by the Liverpool Branch of the West Coast Mainline (WCML). The Liverpool Branch departs from the WCML proper at Weaver Junction (13.1km to the south of 3MG), and passes via Runcorn Station before crossing the River Mersey on the Runcorn Bridge. Immediately after crossing the Runcorn Bridge the line curves to the west before passing along the northern edge of the 3MG development.
3.7 The Widnes-Warrington railway line passes underneath the WCML Liverpool Branch approximately 1.5km to the north of the Runcorn Bridge before connecting with the Liverpool Branch at Ditton Junction. The WCML Liverpool Branch and the Widnes-Warrington lines are both double-track railways (i.e. one track per direction). The WCML Liverpool Branch from Ditton Junction westwards towards Liverpool is a four-tracked railway (two 'fast lines' and two 'slow' lines). The existing Ditton Junction Sidings are located on the south side of the mainline immediately to the west of Ditton Junction and Ditton Station road bridge.
3.8 Rail access to 3MG from the Midlands, the South East (deep sea container ports) and the Channel Tunnel is via the WCML through Crewe, Weaver Junction and Runcorn. The route is already cleared to the W10 loading gauge, meaning it can accommodate high cube 9’6" containers on standard intermodal wagons. High cube containers are becoming the standard container shipping unit, particularly on the high volume Far East-Europe and Europe-Americas trade routes. Access to Scotland and Trans-Pennine routes is via Warrington (where trains are turned).
3.9 The existing intermodal freight terminal is operated by the Stobart Group. This terminal is currently served by 5 daily trains, handling containers for the world's major shipping lines e.g. Maersk. This equates to over 60,000 containers per year. The terminal is already capable of handling trains up to 24 wagons in length (approx 500m trailing length). Occupiers of distribution centres at 3MG can therefore receive goods in containers by rail via the on-site intermodal terminal. Within the 3MG site, alignments have been reserved to permit future warehousing developments to be directly served by private rail sidings, should occupiers require such facilities.
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3.10 Freight trains serving 3MG are currently stabled and sectioned at the existing Network Rail freight sidings at Ditton. However, planned investment at Ditton would see the development of at least three new 775m length reception sidings. These new sidings would increase the rail capacity of 3MG, allowing the site to handle up to 16 trains per day per direction. This is the equivalent of approximately 400,000 HGV movements per annum. The 775m siding length would also allow 3MG to handle full length trains via the Channel Tunnel. Elsewhere on the national railway network, the Trent Valley Four Tracking scheme, which was planned for completion in 2008 and would provide additional north-south freight capacity on the WCML. Access by Road 3.11 There is currently no highway infrastructure to enable vehicular access to the site. To the east of the site lies the Halebank residential estate which is served by a network of local access roads feeding into and from Hale Road to the east and Halebank Road to the south. Both Hale Road and Halebank Road are of single two-lane carriageway standard.
3.12 Planning permission has been granted for new road access to the HBC Field site directly from the roundabout of the A562 with the A5300 Knowsley Expressway over the Liverpool Branch of the West Coast Main Line (WCML). There will be no vehicular access from either Hale Road or Halebank Road to the east and south of the site other than for emergency access and potential use by works and/or public bus services.
3.13 All staff and visitors will therefore approach the site from a new link road extending from Newstead Road, which is in turn accessed from the roundabout of A5300 with Speke Road.
3.14 Access to the motorway network is provided by: the A533 Queensway to the M56 motorway to the south (via the Runcorn Expressway); the A562 Speke Road/A5300 Knowsley Expressway to Junction 6 (Tarbock Roundabout) of the M62 to the northwest; and the A557 Widnes Eastern Bypass to Junction 7 of the M62 to the northeast. 3.15 HBC Field is therefore well located to serve the distribution market in the North West of England, lying to the east of Liverpool and with good quality road links to Warrington, Greater Manchester, Preston and onto Lancaster and Cumbria.
3.16 Listed below are distances and average heavy goods vehicle driving times from HBC Field to a selected number of destinations in the North West. Liverpool: 20km and 30 minutes Manchester: 45km and 50 minutes Warrington: 14km and 20 minutes Preston: 62km and 60 minutes Chester: 32km and 40 minutes Wrexham: 62 km and 65 minutes 3.17 Most parts of the North West can therefore be reached in less than 1 hours driving time.
3.18 Longer term, HBC Field will benefit from direct access to the new Mersey Gateway bridge. This is a ~£450million project that would provide a landmark new bridge over the River Mersey between the towns of Runcorn and Widnes. The project includes modifications to the existing Silver Jubilee Bridge that would improve facilities for public transport, walking and cycling across the river. The new Mersey Gateway Bridge will: cross the river around 1.5 kilometres to the east of the Silver Jubilee Bridge; be a tolled crossing; have three lanes across the Mersey in each direction; and link the Central Expressway in Runcorn with the Eastern Bypass and Speke Road in Widnes.
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Access by Sea 3.19 3MG’s location on the WCML provides direct routes to the major deep sea container ports in the south of England. Due to this and other factors, transport costs between these ports and 3MG are significantly lower by rail compared to road transport. 3MG therefore provides the ideal location within the North West of England for the handling, storage and re-distribution of goods which have originated from these ports. 3.20 The planned new reception sidings will increase the rail capacity of 3MG, allowing a substantial increase in daily train services to/from the ports. In addition, 3MG is ideally located in relation to the Port of Liverpool. 3MG’s high quality road access allows fast and efficient cargo transfer from the port (40 minutes driving time). Public Transport Access
Bus 3.21 The nearest bus stops to the site are located on Hale Road, within 400 metres of the site boundary. Stops are provided at regular intervals and it will be possible to access them via the shared-use footpaths/cycle routes that will link the site with the Halebank estate. Table 3.1 summarises the bus services that call at stops on Hale Road.
Table 3.1 – Buses stopping at bus stops on Hale Road
Bus Days of Time of Bus Route Frequency Time of First Bus Service Operation Last Bus
Monday to 08:00 (School Service), 2, 2a Halebank - Ditton - Widnes Every 30 minutes 14:30 Saturday 08:10 Monday to 07:23 (Not Saturdays), 2 Widnes - Ditton - Halebank Every 30 minutes 18:03 Saturday 09:03 (Saturdays) 05:56 (Starts In Hale), Halton Hospital - Runcorn- Every 15 minutes (Mon Monday to 06:02 (Starts Halton 82a/82b Widnes - Hale - Speke - - Sat), Every 30 21:40 Sunday Hospital), 06:40 Airport - Liverpool minutes (Sunday) (Sundays) Every 15 minutes (Mon 23:21, Monday to Liverpool - Airport - Speke - 06:45, 82a/82b - Sat), Every 30 23:15 Sunday Hale - Widnes - Runcorn 08:22 (Sundays) minutes (Sunday) (Sundays)
Monday to Halebank -Hough Green - 12 Every Hour 07:30 14:50 Saturday Widnes
Monday to Widnes - Hough Green - 12 Every Hour 07:06 18:03 Saturday Halebank
3.22 All bus services run into Widnes Green, a journey which takes approximately 22 minutes, and provides interchange with other bus services. The 12 bus service runs to Hough Green railway station which takes approximately 8 minutes.
3.23 The 12 and 2/2a bus services travel through the local housing estate and provide a quality service to the application site from the key residential wards of Broadheath, Hough Green, Kingsway and Appleton with a service frequency of every 30 minutes.
Rail 3.24 The nearest operational rail station for passenger service is Hough Green a 30-40 minute walk north of the site (1.9 miles), and as previously identified accessible via the 12 bus service. The station provides direct trains to Manchester Oxford Road and Liverpool Lime Street with a frequency of approximately 30 minutes in each direction.
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3.25 The former Ditton railway station is located much closer to the site and is located on the London- Liverpool line. This station is currently disused but there is potential for it to re-open (Policy TP3 of the UDP). It is located on Hale Road, and is accessed via the bridge over the railway line. It is within walking distance from the application site and could potentially provide access to a wider area.
Pedestrian and Cycle Access 3.26 The provision of a single vehicular access to the application site from the primary road network should encourage walking and cycling trips to the site from surrounding residential areas. Staff living locally would otherwise need to make a significant detour to access the site by car via the A5300-A562 Speke Road roundabout.
3.27 PPG13 states that walking is the most important mode of travel at a local level and offers the greatest potential to replace short car trips, particularly those under 2 km. This equates to a walk time of approximately 24 minutes based on a generally accepted walk speed of 1.4 metres per second documented in the Institution of Highways and Transportation (IHT) document ‘Guidelines for Providing for Journeys on Foot’. A walking catchment of 2 km covers the entire Halebank residential estate and part of the residential estate north of Ditchfield Road.
3.28 PPG13 also states that cycling has the potential to substitute for short car trips, particularly those under 5 km, and to form part of a longer journey by public transport. A cycling catchment of 5 km encompasses the majority of Widnes, along with areas of Runcorn and Liverpool.
3.29 The Widnes Cycle Map, reproduced in Appendix C, illustrates the location of existing and proposed cycle routes in the Widnes area. The Cycle Map shows that the Trans Pennine Trail (NCN 62) runs along the northern bank of the River Mersey, and can be accessed via Hale Road. It is understood that a cycle link to the Trans Pennine Trail across Brook Bridge will be provided as part of the consented Innovis/ High Bay development. To the east of the site the nearby Ditton Road and St Michael’s Road are highlighted as being suitable for cyclists or locations for proposed cycle routes.
Base Year Traffic Flows 3.30 Traffic counts have been obtained from the TA which was prepared in support of the planning application for the 3MG Link Road from Newstead Road. The counts were undertaken in early May 2007 at a number of junctions.
3.31 A summary of the traffic surveys carried out in May 2007 are provided in Appendix D of this report.
A5300/A562 Roundabout Current Operation 3.32 The A5300-A562 is a partially signalised roundabout that is currently operating overcapacity with significant levels of queuing traffic on the A5300 southbound approach in the morning peak period. A LinSig model has been developed to reflect existing conditions.
3.33 The partially signalised A5300-A562 roundabout operates under the MOVA signal control system. Research has shown (Appendix E) that under congestion conditions MOVA can provide a 2.78% improvement in capacity.
3.34 The demand flow used in the LinSig model has been taken directly from the May 2007 classified turning count of the junction. The morning peak period was identified as 07:30-08:30. Since, however, the turning count is a measure of “actual” throughput during the 07:30-08:30 time period and in recognition of the long queues that are evident on the A5300 approach to the junction, it likely that the “demand” flow is higher than the throughput.
3.35 In order to reflect this basis, the demand flow input to the LinSig model needs to be similarly increased on the A5300 approach, if the model is replicate the observed queuing on the approach. Through comparison with upstream 2006 ATC data the demand flows on the A5300 approach were increased by 10%.
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3.36 Full details of the results from the base year LinSig model of the A5300-A562 roundabout are detailed in Appendix L.1 and presented graphically in Figures 3.1 and 3.2 below.
Figure 3.1 - A5300-A562 Base Year LinSig Model Results (Morning Peak)
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Figure 3.2 - A5300-A562 Base Year LinSig Model Results (Evening Peak)
3.37 The mean maximum queue (MMQ) on links that are operating at above 100% saturation will be approximately half the queue at the end of the modelled one hour period. The LinSig manual explains:
“When a Lane is oversaturated a residual queue remains at the end of the modelled typical cycle. The next cycle then adds to this residual queue by the same amount. This leads to a constantly increasing residual queue throughout the modelled period. For example, assume a Lane’s arrival flow is 400 PCU/hr = 10 PCU/cycle for a 90s cycle and its capacity is 320 PCU/hr = 8 PCU/cycle and the queue is zero at the start of the modelled hour. The queue at the end of the modelled hour will be approximately (3600/90) x (10-8) = 80 PCU plus the maximum uniform queue. The mean queue will be approximately half the queue at the end of the hour, in this case 40 PCU.”
3.38 On the basis of the above and assuming a two hour peak period from the ATC data, it can be assumed that the queuing predicted in the model for the A5300 approach would be four times as much as that shown by the MMQ output. This equates to around 200 pcus in each lane, a distance of circa 1.2 km. It is likely that in reality that slow moving and transient queuing may extend in excess of this estimate as vehicles slow and break on the approach to the back of queue.
3.39 It is considered that the base year LinSig model of the A5300-A562 junction presents an acceptable representation of existing conditions and is fit for the purpose of testing future year scenarios.
Road Safety 3.40 Guidance on Transport Assessment issued by Department for Transport (DfT) and Department for Communities and Local Government (DCLG) in March 2007 recommends that a description of
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baseline transport data should include analysis of personal injury accident records for the most recent three-year period.
3.41 Accident data at the A5300-A562 roundabout has been supplied by Knowsley MBC for the three year period 1st January 2008 to 31st December 2010.
3.42 The review of the accident data is separated by location:
Circulatory carriageway - there were six accidents recorded on the circulatory carriageway and all were classified as slight injury accident, comprising: - four accidents involving a rear end shunt, - one accident involving a car changing lanes, and - one accident involving a car failing to give way. A5300 Knowsley Expressway (up to a limit of 500 metres from the roundabout junction). There have been two accidents on this approach (with a third on the exit) all involving slight injuries and rear end shunts. A562 Westbound Off-Slip Road – there was one recorded accident during the study period. The recorded accident involved a slight injury and was caused by a car leaving the mainline at the wrong exit and failing to see a stationary car on the slip road and colliding with the rear of it. Newstead Road – there were no accidents recorded on this approach during the study period. A562 Eastbound Off-Slip Road – there were nine accidents recorded during the study period. All were classified as slight injury accidents and comprised: - Seven accidents involved rear end shunts with vehicles waiting to join the roundabout, and - Two accidents involved a vehicle changing lanes resulting in a collision with another vehicle. 3.43 There was no particular time of the day when accidents were most prevalent, although, all of the recorded accidents occurred between 07:00 and 19:00 and only two were in the dark. Only seven of the accidents took place in wet conditions and only two involved vehicles skidding.
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Background Traffic Growth/ Committed Developments
HBC Field, Halebank Road, Widnes Transport Assessment
4. Background Traffic Growth/ Committed Development
Assessment Years 4.1 In accordance with ‘Guidance on Transport Assessment’, prepared by the Department for Transport/Communities and Local Government (March 2007), the impact arising from development-related traffic has been assessed for both the opening year and design year which is five years post registration of the planning application. The scheduled opening year is 2012 with an assumed design year of 2016.
Background Traffic Growth 4.2 The latest advice is provided in DfT Transport Analysis Guidance (TAG) 3.15.2 ‘Using TEMPRO Data’ (April 2009), noting that TEMPRO version 6.2 dataset is now available.
“5.5.1 As the trip ends alone do not incorporate the changes in fuel cost and VOT overtime, TEMPRO growth in car trips is not suitable for direct use as a growth factor to be applied to traffic (vehicle kilometres). Where such a traffic growth factor is required in the absence of a traffic model, the Department's published forecast from the National Trip Model (NTM) should be use as the basis, with local adjustments as set out below. NTM forecasts are available from the Department’s web site at: http://www.dft.gov.uk/pgr/economics/ntm/. These are published on an annual basis and it is encouraged that they should be used in preference to NRTF97 (which was recommended in previous TEMPRO guidance) for new studies.”
“5.5.2 The NTM forecasts give traffic growth by region, road type and whether the area is built up or not. TEMPRO factors should be used to tailor this published traffic forecast to local circumstances. This is done as follows:
Calculate a growth factor indicating how car driver trip ends for the region in that time period compares to average day national car driver trip end growth (both from TEMPRO) Apply this factor to the NTM traffic growth for the particular road type” 4.3 Background traffic flows have been factored in line with this methodology, with the growth factors presented below.
Table 4.1 – Background Traffic Growth
2007-2012 2007-2016 AMP PMP AMP PMP NTM – urban & principal roads in 1.017 1.042 North West (AF09) TEMPRO (v.6.2) car driver trip end 0.998 1.000 1.005 1.008 growth for Study Area1 Adjusted local peak period growth 1.015 1.018 1.047 1.049 factor
3MG Committed Developments 4.4 3MG comprises a number of development areas some of which would be directly rail connected and others which would have the opportunity of being rail serviced either by direct connection or
1 Study area comprising Halton, Liverpool, St Helens and Knowlsey
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by linkage to rail handling facilities. The 3MG proposals include the following committed developments:
Table 4.2 – 3MG Committed Developments
Total Gross Site Site Use Status Floor Area Planning consent granted High Bay Warehouse 144,461m2 in 2008 Eddarbridge (& Distribution centre Phase 1 - Constructed 50,446m2 Tessenderlo) Eddarbridge (& Extension to above Phase 2 – Yet to be 13,935m2 Tessenderlo extension) distribution centre constructed
4.5 In addition there is the potential for approximately 100,000 m2 of associated development on the Ditton Road Estate to the north of the railway, less the existing floor space of the Timber Yard which is estimated to be circa 17,400 m2. This potential development is not included in this assessment.
High Bay Warehouse (Planning ref: 07/00815/FUL) 4.6 High Bay is the latest development to receive planning permission on the ‘central’ site, comprising a maximum of 144,461m2 of new B8 rail-linked distribution warehousing. Consent has been granted for a large distribution centre on the site known as the along with a second smaller warehouse building. Staff access is taken from Foundry Lane.
4.7 A Transport Statement was prepared in support of the planning application for the High Bay Warehouse. Table 4.5 below present the total traffic generation estimate for High Bay Warehouse (and Warehouse 2).
Table 4.3 – High Bay Warehouse (and Warehouse 2) Traffic Generation
Period Arrivals Departures HGV Car HGV Car Morning 66 132 49 63 Evening 76 94 54 148 Daily 1002 1382 1002 1382
4.8 The implementation of the High Bay application will impact on existing on-site operation of the existing AHC Foundry Lane and Mathieson Road Estates totalling 56,092 m2. The existing traffic to the site, taken from the High Bay TA, is shown in Table 4.4 below.
Table 4.4 – Reduction in Trips Associated with Existing Operations on Foundry Lane and Mathieson Road Estates
Site Morning Peak Hour Evening Peak Hour Arrivals Departures Arrivals Departures Eastern Access 34 20 26 49 Western Access 14 2 6 4 Total 48 22 32 53
Eddarbridge (& Tessenderlo) (Planning ref: 08/00449/FUL) 4.9 The Eddarbridge (& Tessenderlo) site planning permission for a phased development. The first phase of the development is a 50,446 m2 chilled distribution centre which is now constructed, whilst the second phase is a 13,935 m2 extension to this which yet to be constructed.
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4.10 A Transport Statement was prepared in support of the planning application for Eddabridge (& Tessenderlo). Table 4.5 below present the traffic generation estimates for both phases.
Table 4.5 – Eddarbridge Phase 1 Traffic Generation
Phase Period Arrivals Departures HGV Car HGV Car Phase 1 Morning 29 43 15 22 Evening 24 35 28 43 Daily 326 489 326 489 Phase 2 Morning 12 19 6 10 Evening 10 15 12 18 Daily 139 208 139 208
4.11 The base traffic counts, however, were undertaken before either phase was operational or under construction and therefore, the trip generation estimates associated with Eddarbridge (& Tessenderlo) are treated as additional traffic compared to base flows.
Net Increase in 3MG Committed Development 4.12 Table 4.6 summarise the net increase in 3MG committed development-related traffic movements in the peak periods. Table 4.6 – Net Increase in 3MG Committed Development Trips (Vehicles)
Site Morning Peak Hour Evening Peak Hour Arrivals Departures Arrivals Departures High Bay and Eddarbridge (& 301 165 254 303 Tessenderlo) Foundry Lane and Mathieson -48 -33 -32 -53 Road Estates Total 253 132 222 250
Local Committed Developments 4.13 Further to the above, the following two developments in the local area but which do not form part of 3MG, will also be taken to be committed in the Transport Assessment:
Expansion of Speke Approaches Industrial Estate; and Widnes Waterfront Economic Development Zone (EDZ).
Expansion of Speke Approaches Industrial Estate 4.14 The Speke approaches industrial estate comprises light industrial (B1c) units. It is accessed from the A5300-A562 roundabout via Newstead Road. The site is being developed over several phases, the most recent of which comprising 25,000m² of light industrial units.
4.15 From an audit of the Speke Approaches site (in 2007), it had been assumed that two-thirds of the 25,000m² development was already occupied. Using traffic forescats from the Liverpool Southern Corridor SATURN model for the period 2003-2011 an estimate was made of the overall traffic generation associated with the expansion of the Speke Approaches Industrial Estate. This flow has then been reduced by two-thirds to avoid double counting of trips associated with the units already occupied at the time of the base traffic surveys.
4.16 The estimated traffic generation from the remaining development at the Speke Approaches site is tabulated below:
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Table 4.7 – Speke Approaches Trip Generation
Site Morning Peak Hour Evening Peak Hour Arrivals Departures Arrivals Departures Speke Approaches 143 46 32 119
Widnes Waterfront EDZ 4.17 Halton BC has requested that traffic from the Widnes Waterfront EDZ be included as a committed development in the assessment. To assess the impact of this traffic, HBC has supplied the Waterman Civils Report ‘Windmill Centre A557 Watkinson Way Junction Modelling’. This report includes development traffic for the following committed developments:
Widnes Employment Development Zone; Widnes DIY store; Routledge development; and Gorsey Lane development. 4.18 In order to produce a robust analysis, the combined traffic flows from the above developments have been extracted from Waterman’s report as tabulated below.
Table 4.8 – Widnes Waterfront Trip Generation
Site Morning Peak Hour Evening Peak Hour Arrivals Departures Arrivals Departures Widnes Waterfront 170 69 148 115
4.19 The limit of Watermans study area is the A557 east of its junction with Ashley Way, and therefore traffic generation associated with Widnes Waterfront across the HBC Field study area have been assigned in proportion to the observed traffic counts.
Future Year Base Traffic Flows 4.20 Future year (2012 & 2016) base traffic flows are presented in Appendix F comprising;
2007 observed traffic flows factored to 2012 & 2016, plus 3MG committed development-related traffic; and Local committed development-related traffic.
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Development Proposals
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5. Development Proposals
Proposed Use 5.1 The application proposes an occupier-specific development for B8 use with ancillary B1 and corresponds with the local UDP as a site for employment and regional investment. The design of the building will embrace the high quality setting to be created through the development of the park in order to create the most positive and favourable impression for business clients and customers and provide an exciting and vibrant place in which to work.
5.2 The detailed description of the development proposals comprises:
Construction of rail-served building for storage and distribution - total 109,660 sq m, including warehouse and warehouse mezzanine, mezzanine office, gatehouse and bridge link; Dedicated rail siding; Access infrastructure including emergency access; 15 heavy goods vehicle waiting spaces; Heavy goods vehicle loading/ unloading docking stations; 800 car parking spaces (including 80 accessible spaces and 63 dedicated car share spaces) and 32 motorcycle parking spaces together with 450 overflow parking spaces; 224 cycle parking spaces; Waste management area; Sprinkler tanks and pump house; Landscape open space and structural landscaping, including landscape bunds and retained community footpath links; Security fencing; Bus stops; and Balancing ponds together with the creation of ecological habitats. 5.3 The HBC Field indicative master plan is included as Appendix G.
Access for All 5.4 The site has direct rail access to the West Coast Main Line and the existing and operational rail intermodal facility and will be served on plot by its own rail sidings connection. In the wider context the site will have daily links to and from the deep sea ports of Tilbury and Felixstowe.
5.5 Access to the site by road will be via the new link road previously approved by Halton Borough Council and designed by Atkins, as shown in Appendix H. The new link will provide access from the existing A5300/ A562 interchange into the south west corner of the site. An emergency access will be provided from Hale Bank Road with provision made for potential use by works and/or public bus services.
5.6 Connectivity for cyclists and pedestrians will be maintained by the existing cycleway/ footpath that crosses the southern and eastern sections of the site, with new security controlled links to/ from the HBC Field development, and further enhanced by access to the new link road combined cycleway/ footpath.
5.7 The building and its immediate surroundings, including external works to and from the proposed car park areas and building approaches, is designed to be accessible by all staff and visitors. These spaces are designed to meet all current UK Building Regulations and respond to the latest version and provisions of the Disability Discrimination Act. Best practice design ensures that access is available to all regardless of any special mobility problems or restrictions. Level
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thresholds, gentle slopes or ramps and ambulant disabled stairs are designed in as standard. There are no physical barriers to users of the development or to those that serve the development, such as emergency services. There are no special access points for wheelchair users who will use the same access doors as everyone else. Accessible car parking has been provided at 10% of the total permanent number of spaces and is positioned closest to the main office entrance.
Site Operation 5.8 The proposal has been developed on the basis of 24 hour operation with staff working within a three 8 hour shift pattern. The majority of staff will therefore arrive/ depart from the site outside of the traditional 8-9am and 5-6pm peak commuting traffic periods.
Parking 5.9 The development proposal includes provision for:
800 permanent car parking spaces (including 80 accessible spaces and an initial provision of 63 dedicated car share spaces). This level of provision equates general to 1 space per 137 sqm and 10% accessible parking and 8% car share parking; 32 motorcycle parking spaces, equating to 1 space per 25 car parking spaces; and 224 cycle parking spaces, equating to 1 space per 500 sqm; and 450 overflow parking spaces. 5.10 UDP Policy TP 12 provides the relevant parking policy guidelines. The vehicle parking requirements set with TP 12 are maximum standards, as advised in PPG13, and which for land use class B8 equates to 1 space per 50 sqm. In order to meet the needs of disabled people and those with restricted mobility, 10% of all car parking spaces shall be provided to mobility standard (minimum width 3.6 metres). No less than half of these spaces shall be signed as being for the exclusive use of disabled people. The standard for motor cycles is 1 space for every 25 car parking spaces, while the minimum standard for cycle provision is 1 space per 500 sqm.
5.11 This level of parking provision fully aligns with national and local planning policy towards encouraging more sustainable modes of transport, and is reflective of the operational requirements of the site. The proposal also provides provision of 15 HGV waiting spaces in addition to the loading/ unloading docks.
Sustainable Travel 5.12 The proposal will encourage use of public transport and car sharing. The promotion of existing services will be an important element in reducing car use to the site. Provision is made for potential works and/or public bus service access from Hale Bank Road via the emergency access road and controlled through a bus gate. Cycling and walking will also be promoted, together with showers and staff amenity areas. It is intended that a Travel Plan will be instigated with the end user and that a Travel Plan Coordinator be appointed to monitor the scheme, undertake travel surveys and provide information on modal shift to Halton Borough Council as required.
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Trip Generation and Distribution
HBC Field, Halebank Road, Widnes Transport Assessment
6. Trip Generation and Distribution
Development Trip Generation 6.1 The number of trips likely to be generated by the proposed development has been estimated for the normal weekday peak hours, when the combination of the HBC Field development-related traffic and the baseline traffic (existing plus committed) on the network is likely to be greatest under future year conditions.
6.2 Trip generation estimates for the 3MG proposals have been taken from a combination of sources as described in the following sections.
6.3 The document Guidance on Transport Assessments (March 2007) prepared by the Department for Transport/Communities and Local Government recommends that 85th percentile trip generation rates should be considered as a starting point for assessment of the baseline trip generation. The reason for this is as follows:
as the level of public transport and non-car model travel for sites within such trip databases is often unknown, a true like-for-like comparison is unlikely to be achieved; and it is considered that the use of average trip rates with deductions for sustainability measures could result in overly optimistic trip rates for the proposed development. 6.4 The trip generation of cars and lights goods vehicle movements has been based on the industry standard trip generation database TRICS 2011(a) and based on the Warehousing (Commercial) land use category. The TRICS analysis (presented in Appendix I) includes sites in larger than 15,000 m2 and to provide a representative sample size includes sites surveyed since 1st January 2000. Table 6.1 – 85th Percentile Trip Generation Rates2 per 100 m2 GFA
Land Use Morning Peak Hour Evening Peak Hour Arrivals Departures Arrivals Departures B8 Warehousing 0.18 0.10 0.17 0.15 (Distribution)
6.5 The resulting trip generation totals are presented below. Table 6.2 – Total Traffic Generation in Vehicles (TRICS)
Site Morning Peak Hour Evening Peak Hour Arrivals Departures Arrivals Departures HBC Field 200 108 192 172
6.6 In order to take into account the fact that the site has a rail freight link, heavy goods vehicle movements related have been derived from the MDS Transmodal model. To avoid any risk of double counting it is therefore necessary to delete the hgv element of the trip generation totals extracted from the TRICS database. From a review of the TRICS data the vehicle split between hgvs and cars/ lgvs in the morning and evening peak periods is provided below.
2 For comparative purposes the High Bay TA reports trips rates (TRICS 2007b) of AMP Arrivals 0.14 Departures 0.08 and PMP Arrivals 0.12 Departures 0.14
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Table 6.3 – Vehicle Split3 for Warehousing (Commercial) (TRICS)
Vehicle Type Morning Peak Hour Evening Peak Hour Arrivals Departures Arrivals Departures Heavy goods vehicles 27% 44% 38% 25% Cars & light goods vehicles 73% 56% 62% 75%
6.7 The corresponding trip generation using the TRICS database is presented below. Table 6.4 – HBC Field Traffic Generation (TRICS)
Vehicle Type Morning Peak Hour Evening Peak Hour Arrivals Departures Arrivals Departures Heavy goods vehicles 53 48 73 43 Cars & light goods vehicles 147 60 119 129 Total 200 108 192 172
6.8 In comparison and further to consultation with Halton BC, MDS Transmodal estimated that the HBC Field development could receive 150,000 inbound unit loads per annum. On the basis of 300 operating days per annum, this would equate to 500 unit loads per day.
6.9 Planning permission has also been granted for the provision of four new sidings north of the proposed dedicated siding to HBC Field. On this basis there is the potential for up to 4 trains per day to the building hauled by diesel using the siding shown on the HBC Field masterplan. MDS Transmodal estimated that 125 unit loads per day could arrive by rail freight with the remaining 375 unit loads per day being delivered by road transport.
6.10 Similarly, MDS Transmodal estimated that 500 unit loads could be dispatched from HBC Field per day. Of these, all would be expected to be dispatched by road transport. For robustness, it assumed all of the inbound units would leave unladen and all of the outbound units would arrive empty has been used, when in reality logistics operations would endeavour to maximise the use of backloads.
6.11 At the Halton Unitary Development Plan Public Inquiry in 2003, Mike Garratt from MDS Transmodal presented evidence indicating that on the basis of the observed HGV distribution from the Magna Park development in Leicestershire, 4.8% of daily HGV movements occur in the morning peak and 5.1% of the daily HGV movements occur in the evening peak.
6.12 On the basis that the inbound and outbound distribution from the site is identical during the morning and evening peak hours, the resultant peak hour HGV traffic flows of the 3MG site are presented below, and which compare favourably with the TRICS database output. Table 6.5 –HGV Trip Generation Totals from MDS Transmodal (Vehicles)
Site Morning Peak Hour Evening Peak Hour Arrivals Departures Arrivals Departures HBC Field 42 42 45 45
3 For comparative purposes the High Bay TA reports percentage HGVs (TRICS 2007b) of AMP Arrivals 33% Departures 44% and PMP Arrivals 45% Departures 27%
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6.13 For the purpose of robustness highway assessment it is assumed that the freight generation is all road-based (and that the higher TRICS hgv trip rates are adopted for assessment), with the following levels of traffic generation in the normal peak hours. Table 6.6 – HBC Field Development Estimated Traffic Generation
Vehicle Type Morning Peak Hour Evening Peak Hour Arrivals Departures Arrivals Departures Heavy goods vehicles 53 48 73 43 Cars & light goods vehicles 147 60 119 129 Total (vehicles) 200 108 192 172 Total (pcus4) 270 170 288 227
Trip Distribution 6.14 As with the trip generation estimates the trip distribution patterns assumed have been produced from a combination of sources.
6.15 The distribution of HGV movements is based on the MDS Transmodal national freight model. The model produces forecasts of the daily HGV flows on the highway network which have been converted to proportions in order to derive the distribution of the HGV movements on the network in the immediate vicinity of the site. The proportions are provided below.
Table 6.7 – HGV Trip Distribution
Route Proportion of HGV Trips A562 From Liverpool 1.6% A533 Runcorn-Widnes Bridge 46.0% M57 4.4% M62 East 43.0% M62 West 5.0%
6.16 For the employment related trips, a gravity model was developed for use at the Halton Unitary Development Plan Public Inquiry has been retained for use in this transport assessment. The gravity model is based on population data within a 30 minute drive time. It is assumed that employee related trips will use the main routes to gain access to the site and the resulting distribution is presented below.
Table 6.8 – Employee Trip Distribution
Route Proportion of Employee Trips A562 From Liverpool 23.2% A533 Runcorn-Widnes Bridge 8.5% M57 (via A5300) 14.1% M62 East (via A5300) 9.5% M62 West (via A5300) 10.0% Hale Road (Hale Bank) 1.2% A562 Ashley Way 7.2% Hale Road (Ditton/Hough Green) 13.6% Moor Lane South 12.7%
4 HGVs equivalent to 2.3 pcus
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HBC Field Traffic Flows 6.17 HBC Field development-related traffic has been assigned to the highway network and is shown graphically Appendix J.
Future Year Design Flows 6.18 Future year (2012 & 2016) design flows are presented in Appendix K.
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Operational Assessment
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7. Operational Assessments
Introduction 7.1 On the basis of the combined impact of the employee and HGV traffic, it was agreed as part of the scoping study that operational assessments would be carried out for the following junctions:
A562/ A5300 Knowsley Expressway Roundabout; Newstead Road/ HBC Field Access Road Roundabout; and A562 Ditton Road Roundabout. Junction 1 – A562/ A300 Knowsley Expressway Roundabout 7.2 The A5300-A562 roundabout is a four-arm grade separated and partially signalised junction. The A562 to the east and west of the junction is grade separated from the roundabout. The A562 (East) off-slip approach to the junction and the A5300 approach to the junction are both under signal control. It is understood that the latter is under signal control for safety reasons due to very low circulating flows in the vicinity of the approach combined with high approach flows. The junction has been assessed using the industry standard, LinSig software.
7.3 The results of the future morning peak hour’s assessment are summarised in the table below and detailed in Appendix L.1.
Table 7.1 – A562/ A300 Knowsley Expressway Roundabout (Morning Peak)
Without HBC Field With HBC Field 2012 2016 2012 2016 Link Deg of MMQ per Deg of MMQ per Deg of MMQ per Deg of MMQ per Link/ Movements No Sat % lane Sat % lane Sat % lane Sat % lane A5300 Left Ahead 2/1 109.0% 100.0 107.8% 99.9 112.8% 128.5 123.6% 208.2 A5300 Ahead 2/2 109.1% 107.6 107.9% 107.3 112.8% 137.2 123.6% 222.4 A562 (East) Ahead Left 10/1 79.7% 10.5 88.4% 14.3 93.0% 15.7 90.0% 16.2 A562 (East) Ahead 10/2 82.4% 11.9 89.9% 16.1 93.6% 16.9 90.3% 17.3 Newstead Rd Ahead Left 11/1 13.2% 0.5 14.3% 0.5 31.3% 1.4 31.0% 1.4 Newstead Rd Ahead 11/2 11.2% 0.2 13.1% 0.2 43.4% 1.0 42.7% 1.1 A562 (West) Left 7/1 71.1% 5.0 74.4% 7.6 74.1% 5.3 76.7% 7.7 A562 (West) Left Ahead 7/2 42.8% 3.1 43.5% 3.7 45.8% 3.4 47.8% 4.2
Eastbound circulating Ahead 3/1 11.0% 0.5 11.8% 0.6 39.2% 1.8 26.1% 2.0 Eastbound circulating Right 3/2 19.5% 0.8 20.6% 1.1 31.8% 1.4 21.4% 1.6 Southbound circulating Right Ahead 5/1 84.7% 14.5 80.8% 15.1 85.6% 15.3 82.2% 14.8 Southbound circulating Right 5/2 83.8% 12.9 79.6% 12.9 84.9% 13.2 78.4% 11.1 Westbound Circulating Ahead 9/1 29.1% 0.2 30.5% 0.2 25.5% 0.2 24.6% 0.2 Westbound Circulating Right Ahead 9/2 54.9% 0.6 57.1% 0.7 54.4% 0.6 52.4% 0.6 Westbound Circulating Right 9/3 25.8% 0.2 26.3% 0.2 27.9% 0.2 28.6% 0.2 Northbound Circulating Ahead 6/1 23.3% 0.2 24.2% 0.2 24.3% 0.2 25.0% 0.2 Northbound Circulating Ahead Right 6/2 27.0% 0.2 27.5% 0.2 32.2% 0.2 32.9% 0.2
7.4 It can be seen from the table above that this junction is predicted to operate beyond its design capacity in each of the morning peak scenarios. This is to be expected given that the junction is already operating at over capacity in the morning peak.
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7.5 Under the Without Development” scenario, the highest degree of saturation is associated with the A5300 approach with a degree of saturation of 109%. The addition of development-related traffic without mitigation will exacerbate this problem.
7.6 The results of the future evening peak hour’s assessment are summarised in the table below and detailed in Appendix L.1.
Table 7.2 – A562/ A300 Knowsley Expressway Roundabout (Evening Peak)
Without HBC Field With HBC Field 2012 2016 2012 2016 Link Deg of MMQ per Deg of MMQ per Deg of MMQ per Deg of MMQ per Link/ Movements No Sat % lane Sat % lane Sat % lane Sat % lane A5300 Left Ahead 2/1 82.2% 13.5 77.1% 13.9 90.2% 20.7 92.7% 23.2 A5300 Ahead 2/2 83.2% 15.0 78.3% 15.0 91.1% 22.9 93.4% 25.5 A562 (East) Ahead Left 10/1 72.7% 8.2 72.2% 9.7 80.8% 11.7 82.9% 12.4 A562 (East) Ahead 10/2 76.5% 9.6 76.2% 11.4 84.6% 13.9 86.5% 14.6 Newstead Rd Ahead Left 11/1 20.4% 0.6 21.5% 0.7 39.8% 1.9 41.4% 2.0 Newstead Rd Ahead 11/2 15.0% 0.3 16.1% 0.3 45.5% 1.4 49.4% 1.5 A562 (West) Left 7/1 82.0% 8.1 84.8% 11.2 85.9% 11.2 88.0% 12.7 A562 (West) Left Ahead 7/2 66.6% 5.8 69.4% 7.4 69.6% 7.2 74.1% 8.2
Eastbound circulating Ahead 3/1 16.8% 0.7 20.5% 1.0 34.9% 2.0 35.4% 2.0 Eastbound circulating Right 3/2 14.8% 0.8 18.1% 0.8 17.5% 1.2 17.5% 1.2 Southbound circulating Right Ahead 5/1 75.5% 9.2 74.6% 10.8 77.9% 12.5 79.8% 12.7 Southbound circulating Right 5/2 74.1% 8.3 73.1% 9.5 77.3% 11.5 79.3% 11.3 Westbound Circulating Ahead 9/1 22.2% 0.1 22.9% 0.1 19.0% 0.1 19.7% 0.1 Westbound Circulating Right Ahead 9/2 47.0% 0.4 48.3% 0.5 47.6% 0.5 49.0% 0.5 Westbound Circulating Right 9/3 27.4% 0.2 28.2% 0.2 30.0% 0.2 30.7% 0.2 Northbound Circulating Ahead 6/1 26.2% 0.2 26.9% 0.2 27.4% 0.2 28.1% 0.2 Northbound Circulating Ahead Right 6/2 29.6% 0.2 30.4% 0.2 36.2% 0.3 37.0% 0.3
7.7 It can be seen from the table above that this junction is operating within its design capacity under the “Without Development” scenario in both 2012 and 2016. The addition of development-related traffic results in a deterioration in operational performance with in the A5300 approach operating beyond its design capacity.
Proposed Mitigation Measures 7.8 In light of these capacity-related problems, junction improvements are required to mitigate the effects of the HBC Field development on the basis of nil detriment. It is likely that these junction improvements would be introduced as part of a wider package of improvements that are required to address existing and future problems associated with the junction including further development within the Liverpool Southern Corridor.
7.9 The proposed mitigation measures associated with the HBC Field development include the following junction modifications:
Widening the southbound circulatory carriageway to three lanes; Widening the circulatory carriageway to four lanes between the A562 (east) slip road approach and Newstead Road; Widening the A5300 approach to three lanes in the vicinity of the roundabout; and Signalising the A562 (west) slip road approach. 7.10 A diagram showing the full proposals is supplied as Appendix L.2 of this report.
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7.11 The results of the future year morning and evening peak assessments with the mitigation measures in place are summarised in the table below and detailed in Appendix L.3.
Table 7.3 – A562/ A300 Knowsley Expressway Roundabout with Mitigation
Morning Peak Evening Peak 2012 2016 2012 2016 Deg of MMQ per Deg of MMQ per Deg of MMQ per Deg of MMQ per Link/ Movements Link No Sat % lane Sat % lane Sat % lane Sat % lane A5300 Left 3/1 92.8% 28.9 95.4% 33.7 71.2% 11.2 69.2% 11.7 A5300 Ahead 3/3+3/2 98.9% 47.3 101.7% 69.5 69.9% 6.4 70.6% 6.9 A562 (East) Ahead Left 12/1 83.9% 13.7 83.0% 13.7 72.3% 10.2 70.4% 11.3 A562 (East) Ahead 12/2 85.4% 15.3 84.4% 15.2 75.4% 11.7 74.9% 13.5 Newstead Rd Ahead Left 10/1 33.2% 1.7 35.3% 1.9 39.6% 1.7 42.3% 2.3 Newstead Rd Ahead 10/2 44.0% 1.3 49.8% 1.5 41.9% 1.2 47.9% 1.5 A562 (West) Left 6/1 66.6% 10.2 70.9% 11.0 86.8% 14.4 87.4% 16.9 A562 (West) Left Ahead 6/2 68.4% 11.4 72.6% 12.3 87.7% 15.7 88.3% 18.6
Eastbound circulating Ahead 2/1 45.7% 2.5 45.7% 1.6 56.8% 3.0 67.1% 2.7 Eastbound circulating Right 2/2 37.1% 1.6 37.5% 2.1 28.4% 1.6 33.1% 1.9 Southbound circulating Ahead 4/1 33.5% 4.6 34.5% 4.0 33.8% 3.9 33.8% 3.5 Southbound circulating Right 4/2 79.0% 14.7 82.5% 13.3 65.4% 8.5 68.9% 8.0 Southbound circulating Right 4/3 78.2% 14.5 81.7% 13.7 68.8% 9.2 69.5% 8.0 Westbound Circulating Ahead 9/1 34.4% 0.3 34.8% 0.3 22.8% 0.1 24.0% 0.2 Westbound Circulating Right Ahead 9/2 53.1% 0.6 54.3% 0.6 43.8% 0.4 44.4% 0.4 Westbound Circulating Right 9/3 28.1% 0.2 28.8% 0.2 30.0% 0.2 31.0% 0.2 Northbound Circulating Ahead 7/1 75.9% 6.8 75.3% 5.1 85.1% 13.9 85.6% 15.0 Northbound Circulating Ahead Right 7/2 77.8% 6.7 77.1% 5.4 86.1% 14.7 86.0% 12.8
7.12 Whilst there may be some residual problems on the A5300 approach, with the mitigation measures in place, the junction would operate markedly better than if the development did not take place.
Road Safety Audit 7.13 A Stage 1 Road Safety Audit of the proposed HBC Field improvement scheme at the A5300-A562 roundabout has been undertaken and reproduced as Appendix L.4 of this report. One of the issues raised by the safety audit was the perceived difficulty for traffic on the Newstead Road approach entering the circulatory traffic stream without the assistance of traffic signalisation.
7.14 A review of the traffic modelling indicates that queuing traffic is not anticipated on Newstead Road approach, with sufficient gaps provided through the inter-green period at the signalised A562 westbound off-slip road approach.
7.15 Notwithstanding this, it is proposed that a call loop is introduced on the Newstead Road approach. It is proposed that the loop(s) would be located such that if queueing on Newstead Road reaches two or more vehicles in either lane, the inter-green period at the preceding junction would be extended to enable the Newstead Road traffic to clear.
Junction 2 – Newstead Road/ HBC Field Access Road Roundabout 7.16 The Newstead Road/ HBC Field Access Road Roundabout is a new junction that forms part of the consented A5300 Access Link Road proposal. The junction will be a three-arm roundabout with the three arms providing a link to the A5300/A562 roundabout, the Speke Approaches development and the HBC Field development respectively.
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7.17 The results of the future year morning peak assessments are summarised in the table below and detailed in Appendix M.
Table 7.4 – Newtsead Road/ HBC Field Access Road Roundabout (Morning Peak)
With HBC Field 2012 2016 Max Q per Max Q per Road Name Arm Max RFC Max RFC lane lane Newstead Rd (N) A 0.50 1.0 0.50 1.0 HBC Field Access Road B 0.12 0.1 0.12 0.1 Newstead Rd (S) C 0.20 0.2 0.20 0.2
7.18 On the basis of this assessment this junction is predicted to operate well within its design capacity in all of the evening peak flow scenarios. Under the “With Development” scenario, the highest ratio of flow to capacity is on the Newstead Road (North) approach with an RFC of 50% and maximum queue of 1 pcu per lane in 2016.
7.19 The results of the future year evening peak assessments are summarised in the table below and detailed in Appendix M.
Table 7.5 – Newtsead Road/ HBC Field Access Road Roundabout (Evening Peak)
With HBC Field 2012 2016 Max Q per Max Q per Road Name Arm Max RFC Max RFC lane lane Newstead Rd (N) A 0.44 0.8 0.44 0.8 HBC Field Access Road B 0.22 0.3 0.23 0.3 Newstead Rd (S) C 0.28 0.4 0.28 0.4
7.20 Similarly, on the basis of this assessment this junction is predicted to operate well within its design capacity in all of the evening peak flow scenarios. Under the “With Development” scenario, the highest ratio of flow to capacity is on the Newstead Road (North) with an RFC of 44% and maximum queue of less than 1 pcu per lane in 2016.
Junction 3 – A562 Ditton Road Roundabout 7.21 The A562 Ditton Road roundabout is a five arm roundabout with the movements between the A533 and A562 being subject to grade separation. However, due to the proximity of the Desoto Road junction to the south of the roundabout, two movements are not subject to grade separation.
7.22 Traffic joining the A533 northbound from Desoto Road West cannot utilise the grade separated movement as it merges with the A533 off-slip to the roundabout. Furthermore, traffic travelling from the A562 southbound to the north of the roundabout onto the A533 and then onto Desoto Road East also has to travel through the roundabout due to the separation of southbound lanes on the A533.
7.23 The results of the future year morning peak assessments are summarised in the table below and detailed in Appendix N.
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Table 7.6 – A562 Ditton Road Roundabout (Morning Peak)
Without HBC Field With HBC Field 2012 2016 2012 2016 Max Q Max Q Max Q Max Q Road Name Arm Max RFC Max RFC Max RFC Max RFC per lane per lane per lane per lane Moor Lane A 0.74 2.8 0.76 3.2 0.75 3.0 0.78 3.4 Ditton Rd East B 0.10 0.1 0.11 0.1 0.10 0.1 0.11 0.1 A533 Queensway C 0.39 0.6 0.41 0.7 0.40 0.7 0.41 0.7 Ditton Rd West D 0.39 0.6 0.41 0.7 0.39 0.7 0.42 0.7 A562 Speke Road E 0.64 1.8 0.67 2.0 0.65 1.8 0.68 2.1
7.24 On the basis of this assessment, this junction is predicted to operate within its design capacity in all of the morning peak flow scenarios. Under the “Without Development” scenario, the highest ratio of flow to capacity is the Moor Lane approach with an RFC of 76% and maximum queue of 3.2 pcus per lane in 2016. The addition of development traffic has negligible impact with an RFC of 78% for the same approach and maximum queue of 3.4 pcus lane.
7.25 The results of the future year evening peak assessments are summarised in the table below and detailed in Appendix N. Table 7.7 – A562 Ditton Road Roundabout (Evening Peak)
Without HBC Field With HBC Field 2012 2016 2012 2016 Max Q Max Q Max Q Max Q Road Name Arm Max RFC Max RFC Max RFC Max RFC per lane per lane per lane per lane Moor Lane A 0.68 2.1 0.70 2.4 0.69 2.3 0.72 2.5 Ditton Rd East B 0.05 0.1 0.06 0.1 0.05 0.1 0.06 0.1 A533 Queensway C 0.49 1.0 0.51 1.0 0.50 1.0 0.52 1.1 Ditton Rd West D 0.50 1.0 0.52 1.1 0.51 1.0 0.53 1.1 A562 Speke Road E 0.71 2.4 0.74 2.8 0.73 2.6 0.76 3.1
7.26 On the basis of this assessment this junction is predicted to operate within its design capacity in all of the evening peak flow scenarios. Under the “Without Development” scenario, the highest ratio of flow to capacity is on the Speke Road approach with an RFC of 74% and maximum queue of 2.8 pcus per lane in 2016. The addition of development traffic has negligible impact with an RFC of 76% for the same approach and maximum queue of 3.1 pcus lane.
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Construction Traffic
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8. Construction Traffic
Construction Programme
8.1 There is scheduled to be a 12 month programme for the construction of the A5300 Access Road and HBC Field development commencing Autumn 2011. These activities are planned to run concurrently.
Construction Traffic
8.2 The amount of traffic to be generated from construction of the A5300 Access Road and HBC Field development will be dependent on a number of factors including; capability, construction equipment, construction methods and method of contract procurement of the nominated Contractor(s) that are not defined at this stage.
8.3 HBC Field construction traffic will use the A562/ A5300 Knowsley Expressway roundabout and new link road wherever possible.
8.4 In the intervening period all HBC Field construction traffic using the site access point on Hale Bank Road will use Higher Road and the Higher Road junction with A562 Speke Boulevard. Construction traffic will not be permitted to use the section of Hale Bank Road to the southeast of the site access or Hale Road due to the 7.5T environmental weight restriction on this route. It is noted that the Hale Wood junction on A562 Speke Boulevard utilises private roads within the Jaguar site and that consent will be required of the site management at Jaguar prior to construction traffic using the Hale Wood junction.
8.5 The detailed design specification for the routeing of heavy goods vehicle traffic is provided in Appendix O.
Construction Mitigation
8.6 In general no construction, development or delivery of construction materials shall take place except between the hours of:
08:00 to 18:00 hours Monday to Friday (except Christmas Day, Boxing Day, and New Years Day); and 08.00 to 12.00 hours on Saturdays.
8.7 Some construction work and lorry movements may need to take place outside of the working hours quoted above in order to complete certain construction tasks. Written approval for any variation to these working hours would be sought from the local planning authorities in advance.
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Summary and Conclusions
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9. Summary and Conclusions
9.1 The HBC Field warehouse development is an integral component of the Mersey Multi-Modal Gateway. The site is ideally located for the sustainable transportation of freight with direct rail connection and linkage to other rail handling facilities within the 3MG development, and by virtue of its proximity to the strategic road network.
9.2 The site has direct rail access to the West Coast Main Line and the existing and operational rail intermodal facility and will be served on plot by its own rail sidings connection.
9.3 In the wider context 3MG is served by the Liverpool Branch of the West Coast Mainline (WCML). Rail access to 3MG from the Midlands, the South East (deep sea container ports) and the Channel Tunnel is via the WCML through Crewe, Weaver Junction and Runcorn. Access to Scotland and Trans-Pennine routes is via Warrington (where trains are turned).
9.4 There is currently no highway infrastructure to enable vehicular access to the site. To the east of the site lies the Halebank residential estate which is served by a network of local access roads feeding into and from Hale Road to the east and Halebank Road to the south. Both Hale Road and Halebank Road are of single two-lane carriageway standard.
9.5 Planning permission has been granted for new road access to the HBC Field site directly from the roundabout of the A562 with the A5300 Knowsley Expressway over the West Coast Main Line (WCML). There will be no vehicular access from either Hale Road or Halebank Road to the east and south of the site other than for emergency access, with provision made for potential use by works and/or public bus services.
9.6 Access to the motorway network is provided by:
the A533 Queensway to the M56 motorway to the south (via the Runcorn Expressway); the A562 Speke Road/A5300 Knowsley Expressway to Junction 6 (Tarbock Roundabout) of the M62 to the northwest; and the A557 Widnes Eastern Bypass to Junction 7 of the M62 to the northeast.
9.7 HBC Field is therefore well located to serve the distribution market in the North West of England, lying to the east of Liverpool and with good quality road links to Warrington, Greater Manchester, Preston and onto Lancaster and Cumbria. Most parts of the North West can therefore be reached in less than 1 hours driving time. Longer term, HBC Field will benefit from direct access to the new Mersey Gateway bridge.
9.8 The A562/ A5300 Knowsley Expressway partially signalised roundabout is currently operating overcapacity with significant levels of queuing traffic on the A5300 southbound approach in the morning peak period. Off-site highway improvement mitigation would enable the junction to operate markedly better than if the development did not take place. It is likely that the junction improvements proposed at the A562/ A5300 roundabout would be part of a wider package of measures required to address existing and future problems associated with the junction including further development within the Liverpool Southern Corridor.
9.9 The site is accessible by bus with stops located on Hale Road. Stops are provided at regular intervals and it will be possible to access them via the shared-use footpaths/ cycle routes that will link the site with the Halebank residential estate.
9.10 All bus services run into Widnes Green, a journey which takes approximately 22 minutes, and provides interchange with other bus services. The 12 bus service runs to Hough Green railway station which takes approximately 8 minutes.
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9.11 The 12 and 2/2a bus services travel through the local housing estate and provide a quality service to the application site from the key residential wards of Broadheath, Hough Green, Kingsway and Appleton with a service frequency of every 30 minutes.
9.12 The nearest operational rail station for passenger service is Hough Green a 30-40 minute walk north of the site (1.9 miles), and as previously identified accessible via the 12 bus service. The station provides direct trains to Manchester Oxford Road and Liverpool Lime Street with a frequency of approximately 30 minutes in each direction.
9.13 The former Ditton railway station is located much closer to the site and is located on the London- Liverpool line. This station is currently disused but there is potential for it to re-open (Policy TP3 of the UDP). It is located on Hale Road, and is accessed via the bridge over the railway line. It is within walking distance from the application site and could potentially provide access to a wider area.
9.14 The provision of a single vehicular access to the application site from the primary road network should encourage walking and cycling trips to the site from surrounding residential areas. Staff living locally would otherwise need to make a significant detour to access the site by car via the A5300-A562 Speke Road roundabout.
9.15 Connectivity for cyclists and pedestrians will be maintained by the existing cycleway/ footpath that crosses the southern and eastern sections of the site, with new security controlled links to/ from the HBC Field development, and further enhanced by access to the new link road combined cycleway/ footpath.
9.16 PPG13 states that walking is the most important mode of travel at a local level and offers the greatest potential to replace short car trips, particularly those under 2 km, equating to a walk time of approximately 24 minutes. A walking catchment of 2 km covers the entire Halebank residential estate and part of the residential estate north of Ditchfield Road.
9.17 PPG13 also states that cycling has the potential to substitute for short car trips, particularly those under 5 km, and to form part of a longer journey by public transport. A cycling catchment of 5 km encompasses the majority of Widnes, along with areas of Runcorn and Liverpool.
9.18 The development proposal includes provision for:
800 permanent car parking spaces (including 80 accessible spaces and an initial provision of 63 dedicated car share spaces). This level of provision equates to 1 space per 137 sqm with 10% disabled parking/ 8% car share parking; 32 motorcycle parking spaces, equating to 1 space per 25 car parking spaces; and 224 cycle parking spaces, equating to 1 space per 500 sqm; and 450 overflow parking spaces.
9.19 This level of parking provision fully aligns with national and local planning policy towards encouraging more sustainable modes of transport, and is reflective of the operational requirements of the site. The proposal also provides provision of 15 HGV waiting spaces in addition to the loading/ unloading dock.
9.20 The proposal will encourage use of public transport and car sharing. The promotion of existing services will be an important element in reducing car use to the site. Provision is made for potential works and/or public bus service access from Hale Bank Road via the emergency access road and controlled through a bus gate. Cycling and walking will also be promoted, together with showers and staff amenity areas. It is intended that a Travel Plan will be instigated with the end user and that a Travel Plan Coordinator be appointed to monitor the scheme, undertake travel surveys and provide information on modal shift to Halton Borough Council as required.
9.21 There is scheduled to be a 12 month programme for the construction of the A5300 Access Road and HBC Field development commencing Autumn 2011. These activites are planned to run concurrently. HBC Field construction traffic will use the A562/ A5300 Knowsley Expressway
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roundabout and new link road wherever possible. In the intervening period all construction traffic using the site access point on Hale Bank Road will use Higher Road and the Higher Road junction with A562 Speke Boulevard. Construction traffic will not be permitted to use the section of Hale Bank Road to the southeast of the site access or Hale Road due to the 7.5T environmental weight restriction on this route. It is noted that the Hale Wood junction on A562 Speke Boulevard utilises private roads within the Jaguar site and that consent will be required of the site management at Jaguar prior to construction traffic using the Hale Wood junction.
9.22 Accordingly, on the basis of the evidence presented in this transport assessment (and supporting travel plan framework) there are considered to be no grounds for withholding approval for the proposed development on traffic and highway grounds.
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Appendices
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Appendix A. Site Location Plan
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Appendix B. Scoping
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Technical Note
Project: HBC Fields, ProLogis Site To: John Holmes, Oxalis Planning Limited Subject: Transport Planning Scoping Note From: Gary Rowland, Atkins
Date: 10 June 2011 cc: Chris Lewis, ProLogis Howard Woolley, Atkins
Introduction This Technical Note has been written in relation to the proposed HBC Fields Development at the 3MG site and follows a meeting between HBC, ProLogis and their consultants on 18th May 2010. The purpose of this note is to set out the scope of the three reports that Atkins proposes to produce with regards to the transport impacts of the proposed scheme and to seek agreement from Halton Borough Council’s (HBC) Development Control Department to this scope. The proposed reports are as follows: Transport Assessment; Travel Plan Framework; and Construction Impact and Access Statement. In addition necessary input will be provided to the Environmental Statement. Each of the above reports are discussed in more detail below. Transport Assessment The Transport Assessment (TA) will build on the previous application for the HBC Field site and will utilise data from this document. The development will consist of 85,950 m2 GFA of B8 use in a single building, approximately 12m in height. The initial site layout plan is shown in figure 1. Figure 1 – Site Layout
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The traffic generation per unit of space for both the proposed site and the committed developments will be consistent with that in previous submissions prepared by Atkins on behalf of the HBC. Similarly, the background traffic and traffic growth assumptions as well as the year of assessment will be consistent with that in previous submissions.
Committed Development It will be assumed that the Innovis application has been replaced by the High Bay application, and thus, the developments set out in the table below, which form part of the wider 3MG area, are now taken to be existing/committed development. Following the meeting on the 18th May 2010, HBC provided further details on the Eddarbridge development. The development has significantly increased in size from the previous TA (22,455m2 to 50,466 m2 plus an additional extension of 13,935m2). For clarification, the total GFA for each of the three committed developments is included in the table below.
Table 1 – 3MG Committed Developments
Site Status Total Gross Floor Area O’Connor Existing site 2,016 m2
On the existing AHC Foundry Lane and Mathieson Road Estates High Bay totalling 56,092 m2 GFA. The Excel building (17,837m2) is to be 144,461 m2 replaced.
Eddarbridge (& Distribution warehouse – CONSTRUCTED (not included in traffic 2 50,446 m Tessenderlo) counts and therefore treated as a proposed development) Eddarbridge (& Extension to the above – NOT CONSTRUCTED Tessenderlo) 13,935 m2 Extension
Further to the above, two developments in the local area but which do not form part of 3MG, will also be taken to be committed in the TA. These developments are: Speke Approaches, Widnes Waterfront. Whilst there is the potential for approximately 100,000sqm of associated development on the Ditton Road Estate to the north of the railway, the impact associated with this development is considered to be outside of the scope of the TA. Additionally, it will be assumed that the East- West link road will not be constructed as part of this development. The composition of the above assessment will therefore be consistent with the methodology that was set out in the Technical Note ‘3MG_Highbay_Sensitivity_v3.doc’ that was supplied to HBC on 11th April 2009.
Junction Assessments Atkins proposes to include assessments of the following junctions in the TA for the peak periods identified in the original TA: A5300/Newstead Road Roundabout; A562/A5300 Roundabout; and A562/A533 ‘Desoto’ Roundabout.
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Sensitivity Assessments Innovis Permission HBC made Atkins aware that the High Bay Warehouse takes all staff access from Foundry Lane and HBC are concerned it does not represent the worst case scenario for the Ditton roundabout. Therefore the Innovis permission will be added in as a further sensitivity test, but without the East West link sensitivity test included. Access by other modes The TA will assess access by all modes of transport and will pay particular focus to the orientation of the ProLogis building in this regard. Gaps which prevent easy connection to the network by walking, cycling or public transport will be identified and where appropriate, interventions will be recommended. Travel Plan Framework Atkins proposes to update the previously submitted Travel Plan Framework (TPF) document for the purposes of this revised assessment. As agreed in the meeting of the 18th May 2010, Atkins will update the document in the following way: The document will now make reference to the specific building arrangements proposed by ProLogis; The sections for walking and cycling will be strengthened; and The role of a Travel Plan Coordinator will be identified. Construction Impact and Access Statement As discussed at the meeting of the 18th May 2010, ProLogis are proposing to construct both the access road and the warehouse units at the same time. Due to the constrained nature of the site, HBC have requested that a construction impact and access statement is produced which will discuss the following: How construction traffic will access the site during the period of construction including the examination of one or more access routes; and The level of generated traffic and its impact on the surrounding road network.
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Appendix C. Widnes Cycle Map
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Appendix D. Base Year Traffic Flows M57
Moor Lane South
Cronton Rd (NW) Windy Arbour Rd
57 362 31 A562 Ashley Way West M62 East 105 M62 West 221 371 House Lane Everite Rd Hale Rd 4 Cronton Rd (SE) 64 517 269 448 547
A5300 A568
131 189 61 377 Marshgate A562 Speke Rd 1684 72 1273 47 480 456 276 490 7 1177 301 9 2564 86 2989 A562 Speke Rd 18 140 215 27 160 Ditton Rd 80 174 17 A562 Speke Rd
1065 335 411 4 2902 39 11 26 15 0 423 On Slip 11 29 88 219 399 9 Speke Approaches 11 90 154 177 282 73 488 311 384 575 51 311 69 2969 392 32 577 106 401 Ditton Rd 632 295
Hutchinson Rd
Desoto Rd East 37 46 Res tricted 121 Innovis 42 276 3 49 111 34 44 72 37
27 10 12 60 7 29 4 10 Desoto Rd West 2 01522
A533 Queensway 31 17
MacDermott Rd
Railw ay LineKey Turning Movement Grade Separated 'Through' Movemen t Flow increased by 10% to reflect demand Units : PCUs
NOT TO SCALE Base Year Traffic Flows (pcus): 2007 Morning Peak Hour Figure D.1
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M57
Moor Lane South
Cronton Rd (NW) Windy Arbour Rd
200 516 60 A562 Ashley Way West M62 Eas t 116 M62 West 142 268 House Lane Everite Rd Hale Rd 18 Cronton Rd (SE) 186 449 499 540 597
A5300 A568
131 189 61 377 Marshgate A562 Speke Rd 1147 3 883 47 581 375 377 485 9 1469 301 0 2831 86 2928 A562 Speke Rd 13 140 215 27 44 Ditton Rd 80 174 3 A562 Speke Rd
1075 335 411 4 2522 15 26 71 39 0 423 On Slip 16 16 88 219 512 11 Speke Approaches 4 16 117 293 174 61 626 333 394 649 135 305 94 2673 579 11 457 112 395 Ditton Rd 700 283
Hutchinson Rd
Desoto Rd East 61 47 Restricted 106 Innovis 72 231 2 41 84 6 53 37 29
60 00 92 2 31 1 2 Desoto Rd West 0 21215
A533 Queensway 511
MacDermott Rd
Railw ay LineKey Tur ning Mov ement Grade Separated 'Through' Movemen t Units: PCUs
NOT TO SCALE Base Year Traffic Flows (pcus): 2007 Evening Peak Hour Figure D.2
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Appendix E. Modelling MOVA Control
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Appendix F. Future Year Baseline Traffic Flows M57
Moor Lane South
Cronton Rd (NW) Windy Arbour Rd
57 371 31 A562 Ashley Way West M62 Eas t 106 M62 West 224 380 Hale Rd House Lane Everite Rd 4 Cronton Rd (SE) 64 2422 3297 629 274 456 742
A5300 A568
Marshgate A562 Speke Rd 1709 133 1454 491 542 299 510 7 1195 179 2812 3034 A562 Speke Rd 57 4297 328 Ditton Rd 4048 4048 17 A562 Speke Rd
1180 4259 3797 3797 4 3036 On Slip 39 21 47 30 44 11 29 414 9 11 234 161 212 353 74 541 329 404 Ditton Rd 597 98 329 190 3013 405 32 680 112 439 1148 327 6824 1338 Hutchinson Rd
Desoto Rd East 38 113 Restricted 122 Innovis 150 280 50 3 282 34 45 243 37 27 127 00 7 131 0 10 Desoto Rd West 0 01522
101 33 A533 Queensway 00
MacDermott Rd
Railw ay LineKey Tur ning Mov ement Grade Separated 'Through' Movemen t Units: PCUs
NOT TO SCALE Future Year Baseline Traffic Flows (pcus): 2012 Morning Peak Hour Figure F.1
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M57
Moor Lane South
Cronton Rd (NW) Windy Arbour Rd
204 528 61 A562 Ashley Way West M62 Eas t 118 M62 West 144 276 Hale Rd House Lane Everite Rd 18 Cronton Rd (SE) 189 2835 2286 586 509 551 768
A5300 A568
Marshgate A562 Speke Rd 1167 63 1056 594 507 397 504 9 1495 148 3061 2980 A562 Speke Rd 52 4172 212 Ditton Rd 3937 3937 3 A562 Speke Rd
1247 4014 3512 3512 4 2723 On Slip 15 36 93 55 44 16 16 543 11 4 159 130 378 226 62 749 372 434 Ditton Rd 693 184 324 254 2720 601 11 535 122 431 741 309 6564 1321 Hutchinson Rd
Desoto Rd East 62 138 Restricted 108 Innovis 225 235 42 2 256 6 54 208 29 61 183 00 2 137 0 2 Desoto Rd West 0 21215
106 31 A533 Queensway 00
MacDermott Rd
Railw ay LineKey Tur ning Mov ement Grade Separated 'Through' Movemen t Units: PCUs
NOT TO SCALE Future Year Baseline Traffic Flows (pcus): 2012 Evening Peak Hour Figure F.2
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M57
Moor Lane South
Cronton Rd (NW) Windy Arbour Rd
59 382 32 A562 Ashley Way West M62 Eas t 109 M62 West 231 392 Hale Rd House Lane Everite Rd 4 Cronton Rd (SE) 66 2493 3392 645 283 470 759
A5300 A568
Marshgate A562 Speke Rd 1763 136 1494 506 557 308 525 7 1232 179 2893 3128 A562 Speke Rd 58 4419 333 Ditton Rd 4164 4164 17 A562 Speke Rd
1214 4385 3909 3909 4 3127 On Slip 41 21 48 31 44 12 30 427 9 11 237 166 217 362 77 556 339 416 Ditton Rd 616 100 339 193 3107 417 33 699 116 452 1183 336 7028 1374 Hutchinson Rd
Desoto Rd East 39 115 Restricted 126 Innovis 151 289 49 3 285 35 46 245 38 27 129 00 8 132 0 10 Desoto Rd West 0 01523
101 33 A533 Queensway 00
MacDermott Rd
Railw ay LineKey Tur ning Mov ement Grade Separated 'Through' Movemen t Units: PCUs
NOT TO SCALE Future Year Baseline Traffic Flows (pcus): 2016 Morning Peak Hour Figure F.3
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M57
Moor Lane South
Cronton Rd (NW) Windy Arbour Rd
210 544 63 A562 Ashley Way West M62 Eas t 121 M62 West 148 285 Hale Rd House Lane Everite Rd 19 Cronton Rd (SE) 195 2917 2351 600 525 568 787
A5300 A568
Marshgate A562 Speke Rd 1203 63 1084 613 519 409 520 9 1541 148 3151 3072 A562 Speke Rd 53 4291 213 Ditton Rd 4050 4050 3 A562 Speke Rd
1281 4127 3612 3612 4 2803 On Slip 16 37 95 56 44 17 17 559 11 5 159 133 387 232 64 769 382 446 Ditton Rd 714 188 334 257 2804 619 11 549 126 443 763 318 6758 1357 Hutchinson Rd
Desoto Rd East 64 139 Restricted 111 Innovis 228 243 41 2 258 6 56 209 30 60 186 00 2 138 0 2 Desoto Rd West 0 21316
106 31 A533 Queensway 00
MacDermott Rd
Railw ay LineKey Tur ning Mov ement Grade Separated 'Through' Movemen t Units: PCUs
NOT TO SCALE Future Year Baseline Traffic Flows (pcus): 2016 Evening Peak Hour Figure F.4
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Appendix G. HBC Field Master Plan
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Appendix H. HBC Field Access Road
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Appendix I. TRIC Analysis
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Appendix J. HBC Field Development-Related Traffic Flows
Moor Lane South M57
Cronton Rd (NW) Windy Arbour Rd
A562 Ashley Way West M62 East M62 West
Hale Rd House Lane Everite Rd Cronton Rd (SE) 29 12 A5300 A568
20 Marshgate A562 Speke Rd 114 8 12 29 1 56 A562 Speke Rd 36 76 9 Ditton Rd 67 67 A562 Speke Rd
120 98 20 1 98 On Slip 16 78 76 120 2
21 20Ditton Rd 0 69 100 270 69 56 170 Hutchinson R d
Desoto Rd East
1 HBC Field
Desoto Rd West
2
A533 Queensway
MacDermott Rd 69 IN OUT 270 170 Restricted Access 2 1 Railw ay Line Turning Movement Grade Separated 'Through' Movemen t Units: PCUs
Key NOT TO SCALE HBC Field Development-Related Traffic Flows (pcus): Morning Peak Hour Figure J.1
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Moor Lane South M57
Cronton Rd (NW) Windy Arbour Rd
A562 Ashley Way West M62 East M62 West
Hale Rd House Lane Everite Rd Cronton Rd (SE) 24 26 A5300 A568
16 Marshgate A562 Speke Rd 128 18 26 24 2 56 A562 Speke Rd 30 101 19 Ditton Rd 82 82 A562 Speke Rd
129 111 16 2 111 On Slip 32 95 101 129 1
12 10Ditton Rd 0 88 200 287 88 56 227 Hutchinson R d
Desoto Rd East
2 HBC Field
Desoto Rd West
1
A533 Queensway
MacDermott Rd 88 IN OUT 288 227 Restricted Access 1 2 Railw ay Line Turning Movement Grade Separated 'Through' Movemen t Units: PCUs
Key NOT TO SCALE HBC Field Development-Related Traffic Flows (pcus): Evening Peak Hour Figure J.2
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Appendix K. Future Year HBC Field Design Flows
Moor Lane South M57
Cronton Rd (NW) Windy Arbour Rd
A562 Ashley Way West 57 371 31 M62 Eas t 106 M62 West 224 380 Hale Rd House Lane Everite Rd 4 Cronton Rd (SE) 64 2499 3411 658 274 456 754 A5300 A568
Marshgate A562 Speke Rd 1709 247 1454 503 571 299 510 7 1195 179 2812 3089 A562 Speke Rd 93 4373 328 Ditton Rd 4116 4116 17 A562 Speke Rd
1180 4380 3895 3895 4 3036 39 37 125 107 164 On Slip 11 29 414 9 9 11 234 161 214 354 74 543 329 404 Ditton Rd 597 98 329 190 3083 405 32 681 112 439 674 270 327 6962 1350 170 Hutchinson Rd
Desoto Rd East 38 113 122 280 282 34 45 243 37 HBC Field 127 150 3 Desoto Rd West
7 131 10 A533 Queensway 01522
MacDermott Rd 101 103
Railw ay Line Tur ning Mov ement Restricted Access Grade Separated 'Through' Movemen t Units: PCUs Key NOT TO SCALE Future Year HBC Field Design Traffic Flows (pcus): 2012 Morning Peak Hour Figure K.1
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Moor Lane South M57
Cronton Rd (NW) Windy Arbour Rd
A562 Ashley Way West 204 528 61 M62 Eas t 118 M62 West 144 276 Hale Rd House Lane Everite Rd 18 Cronton Rd (SE) 189 2929 2415 610 509 551 794 A5300 A568
Marshgate A562 Speke Rd 1167 191 1056 620 530 397 504 9 1495 148 3061 3036 A562 Speke Rd 83 4273 212 Ditton Rd 4019 4019 3 A562 Speke Rd
1247 4142 3623 3623 4 2723 15 67 188 155 172 On Slip 16 16 543 11 4 159 130 379 228 62 751 372 434 Ditton Rd 693 184 324 254 2807 601 11 537 122 431 741 287 309 6739 1347 227 Hutchinson Rd
Desoto Rd East 62 138 108 235 256 6 54 208 29 HBC Field 183 225 2 Desoto Rd West
2 137 2 A533 Queensway 21215
MacDermott Rd 106 119
Railw ay Line Tur ning Mov ement Restricted Access Grade Separated 'Through' Movemen t Units: PCUs Key NOT TO SCALE Future Year HBC Field Design Traffic Flows (pcus): 2012 Evening Peak Hour Figure K.2
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Moor Lane South M57
Cronton Rd (NW) Windy Arbour Rd
A562 Ashley Way West 59 382 32 M62 Eas t 109 M62 West 231 392 Hale Rd House Lane Everite Rd 4 Cronton Rd (SE) 66 2571 3506 674 283 470 771 A5300 A568
Marshgate A562 Speke Rd 1763 250 1494 518 586 308 525 7 1232 179 2893 3184 A562 Speke Rd 94 4495 333 Ditton Rd 4231 4231 17 A562 Speke Rd
1214 4505 4007 4007 4 3127 41 37 126 107 164 On Slip 12 30 427 9 9 11 237 166 219 363 77 558 339 416 Ditton Rd 616 100 339 193 3176 417 33 699 116 452 694 270 336 7167 1386 170 Hutchinson Rd
Desoto Rd East 39 115 126 289 285 35 46 245 38 HBC Field 129 151 3 Desoto Rd West
8 132 10 A533 Queensway 01523
MacDermott Rd 101 103
Railw ay Line Tur ning Mov ement Restricted Access Grade Separated 'Through' Movemen t Units: PCUs Key NOT TO SCALE Future Year HBC Field Design Traffic Flows (pcus): 2016 Morning Peak Hour Figure K.3
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Moor Lane South M57
Cronton Rd (NW) Windy Arbour Rd
A562 Ashley Way West 210 544 63 M62 Eas t 121 M62 West 148 285 Hale Rd House Lane Everite Rd 19 Cronton Rd (SE) 195 3012 2479 624 525 568 813 A5300 A568
Marshgate A562 Speke Rd 1203 191 1084 638 542 409 520 9 1541 148 3151 3128 A562 Speke Rd 83 4392 213 Ditton Rd 4131 4131 3 A562 Speke Rd
1281 4256 3723 3723 4 2803 16 68 190 157 172 On Slip 17 17 559 11 5 159 133 388 233 64 770 382 446 Ditton Rd 714 188 334 257 2892 619 11 551 126 443 763 287 318 6933 1382 227 Hutchinson Rd
Desoto Rd East 64 139 111 243 HBC Field 2 258 6 56 209 30 186 2 228 138 2 Desoto Rd West
21316
106 119 A533 Queensway
Restricted Access MacDermott Rd
Railw ay LineKey Tur ning Mov ement Grade Separated 'Through' Movemen t Units: PCUs
NOT TO SCALE Future Year HBC Field Design Traffic Flows (pcus): 2016 Evening Peak Hour Figure K.4
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Appendix L. A562/ A300 Roundabout
L.1. A562/ A5300 LinSig Output – No Mitigation
Network Layout Diagram
D
1 2
1 2
A
0 A5300/A562 r
m
0
3
1
5
A
-
-
A
5
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3
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2 1
1 1 2 2 1 1 2 2 Arm 3 - Eastbound circulating 1 1
1 2
A
Arm 7 - A562 (West) g Arm 4 - A562 (East)
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g Arm 8 - A562 (West) Arm 9 - Westbound Circulating A Arm 10 - A562 (East)
2 1
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Phase Diagram
A
B D
C
Phase Input Data Phase Name Phase Type Stage Stream Assoc. Phase Street Min Cont Min
A Traffic 1 7 7
B Traffic 1 7 7
C Traffic 2 7 7
D Traffic 2 7 7
Phase Intergreens Matrix Stage Stream 1 Starting Phase
A B Terminating A - 7 Phase B 5 - Stage Stream 2 Starting Phase
C D Terminating C - 6 Phase D 5 -
Phases in Stage Stream Stage No. Phases in Stage
1 1 A
1 2 B
2 1 D
2 2 C
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Stage Diagram Stage Stream: 1 1 Min >= 7 2 Min >= 7 A A
B B
Stage Stream: 2 1 Min >= 7 2 Min >= 7 D D
C C
Phase Delays Stage Stream: 1 Term. Stage Start Stage Phase Type Value Cont value
There are no Phase Delays defined
Stage Stream: 2 Term. Stage Start Stage Phase Type Value Cont value
There are no Phase Delays defined
Prohibited Stage Change Stage Stream: 1 To Stage
1 2 From 1 7 Stage 2 5
Stage Stream: 2 To Stage
1 2 From 1 5 Stage 2 6
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Give-Way Lane Input Data Junction: A5300/A562
Max Flow Right Non- Right Max Turns Opp. when Opposing Opp. Turn Blocking Turn in Lane Movement Lane RTF Giving Lane Mvmnts. Storage Storage Move Intergreen Coeff. Way (PCU) (PCU) up (s) (PCU) (PCU/Hr)
7/1 (A562 1/1 (Left) 1435 6/1 0.41 6/1 - - - - - (West))
6/2 0.41 6/2 1/2 (Left) 1435 7/2 6/1 0.41 6/1 (A562 - - - - - (West)) 3/2 6/2 0.41 6/2 1435 (Ahead) 6/1 0.41 6/1
6/1 9/1 0.37 9/1 11/1 1185 (Ditton (Ahead) 9/2 0.37 9/2 - - - - - Works) 8/1 (Left) 1185 9/1 0.37 9/1
9/2 0.37 9/2 11/2 6/2 (Ditton 1185 9/1 0.37 9/1 - - - - - (Ahead) Works) 9/3 0.37 9/3
Traffic Flow Groups Flow Group Start Time End Time Duration Formula
1: '2007 Base Year AM Peak' 07:30 08:30 01:00
2: '2007 Base Year PM Peak' 17:00 18:00 01:00
3: '2012 Future Year Baseline - AM Peak' 08:00 09:00 01:00
4: '2012 Future Year Baseline - PM Peak' 17:00 18:00 01:00
5: '2016 Future Year Baseline - AM Peak' 08:00 09:00 01:00
6: '2016 Future Year Baseline - PM Peak' 17:00 18:00 01:00
7: '2012 Future Year HBC Field Design - AM Peak' 08:00 09:00 01:00
8: '2012 Future Year HBC Field Design - PM Peak' 17:00 18:00 01:00
9: '2016 Future Year HBC Field Design - AM Peak' 08:00 09:00 01:00
10: '2016 Future Year HBC Field Design - PM Peak' 17:00 18:00 01:00
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Traffic Flows, Desired FG1: '2007 Base Year AM Peak' Desired Flow : Destination
A B C D Tot.
A 0 0 0 1065 1065
B 15 0 11 26 52 Origin C 0 18 0 1177 1195
D 1273 72 1684 0 3029
Tot. 1288 90 1695 2268 5341
FG2: '2007 Base Year PM Peak' Desired Flow : Destination
A B C D Tot.
A 0 0 0 1075 1075
B 39 0 26 71 136 Origin C 0 13 0 1469 1482
D 883 3 1147 0 2033
Tot. 922 16 1173 2615 4726
FG3: '2012 Future Year Baseline - AM Peak' Desired Flow : Destination
A B C D Tot.
A 0 44 0 1180 1224
B 30 0 21 47 98 Origin C 0 57 0 1195 1252
D 1454 133 1709 0 3296
Tot. 1484 234 1730 2422 5870
FG4: '2012 Future Year Baseline - PM Peak' Desired Flow : Destination
A B C D Tot.
A 0 44 0 1247 1291
B 55 0 36 93 184 Origin C 0 52 0 1495 1547
D 1056 63 1167 0 2286
Tot. 1111 159 1203 2835 5308
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FG5: '2016 Future Year Baseline - AM Peak' Desired Flow : Destination
A B C D Tot.
A 0 44 0 1214 1258
B 31 0 21 48 100 Origin C 0 58 0 1232 1290
D 1494 136 1763 0 3393
Tot. 1525 238 1784 2494 6041
FG6: '2016 Future Year Baseline - PM Peak' Desired Flow : Destination
A B C D Tot.
A 0 44 0 1281 1325
B 56 0 37 95 188 Origin C 0 53 0 1541 1594
D 1084 63 1203 0 2350
Tot. 1140 160 1240 2917 5457
FG7: '2012 Future Year HBC Field Design - AM Peak' Desired Flow : Destination
A B C D Tot.
A 0 164 0 1180 1344
B 107 0 37 125 269 Origin C 0 93 0 1195 1288
D 1454 247 1709 0 3410
Tot. 1561 504 1746 2500 6311
FG8: '2012 Future Year HBC Field Design - PM Peak' Desired Flow : Destination
A B C D Tot.
A 0 172 0 1247 1419
B 155 0 67 188 410 Origin C 0 83 0 1495 1578
D 1056 191 1167 0 2414
Tot. 1211 446 1234 2930 5821
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FG9: '2016 Future Year HBC Field Design - AM Peak' Desired Flow : Destination
A B C D Tot.
A 0 164 0 1214 1378
B 107 0 37 126 270 Origin C 0 94 0 1232 1326
D 1494 250 1763 0 3507
Tot. 1601 508 1800 2572 6481
FG10: '2016 Future Year HBC Field Design - PM Peak' Desired Flow : Destination
A B C D Tot.
A 0 172 0 1281 1453
B 157 0 68 190 415 Origin C 0 83 0 1541 1624
D 1084 191 1203 0 2478
Tot. 1241 446 1271 3012 5970
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Scenario 1: '2007 Base Year AM Peak' (FG1: '2007 Base Year AM Peak', Plan 1: 'AM 2007') Stage Sequence Diagram Stage Stream: 1 1 Min: 7 2 Min: 7 A
B
5 41s 7 7s
Stage Stream: 2 1 Min: 7 2 Min: 7 D
C
6 30s 5 19s
Stage Timings Stage Stream: 1 Stage 1 2
Duration 41 7
Change Point 0 46
Stage Stream: 2 Stage 1 2
Duration 30 19
Change Point 24 0
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Network Layout Diagram
D
1 2
% %
3 2
. .
0 0
A
0 0
0
r A5300/A562 1 1
m PRC: -11.4 % 0
3
2 0
1
5
Total Traffic Delay: 68.8 pcuHr 6 6
2 2
A
-
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5 5
-
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1 1
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. .
3 4
% %
2 1
5.5% 273 1 6.2% 293 2 65.9%1218 1 39.4% 995 2 Arm 3 - Eastbound circulating 51.4% 2500 1
1 2
A
Arm 7 - A562 (West) g Arm 4 - A562 (East)
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% %
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g Arm 8 - A562 (West) Arm 9 - Westbound Circulating A Arm 10 - A562 (East)
2 1
2 250033.8% 3 250022.5% 2 710 79.1% 1 250033.8% 2 250053.9% 1 661 76.1% 1 250033.4%
1 2
%
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Av. Total Demand Sat Deg Turners Delay Lane Lane Controller Full Capacity Mean Max Item Green Flow Flow Sat In Gaps Per Description Type Stream Phase (pcu) Queue (pcu) (s) (pcu) (pcu/Hr) (%) (pcu) PCU (s/pcu)
Network - - N/A - - - - - 100.3% 1247 - -
A5300/A562 - - N/A - - - - - 100.3% 1247 - -
1/1 A5300 U N/A - - 1332 2500 2500 53.3% - 1.5 0.6
1/2 A5300 U N/A - - 936 2500 2500 37.4% - 1.2 0.3
A5300 Left 2/1 U 1 A 41 1462 2085 1460 100.2% - 57.8 44.2 Ahead
2/2 A5300 Ahead U 1 A 41 1567 2232 1562 100.3% - 57.5 47.2
Eastbound 3/1 circulating U 1 B 7 15 2048 273 5.5% - 27.3 0.2 Ahead
Eastbound 3/2 circulating U 1 B 7 18 2195 293 6.2% - 28.8 0.3 Right
4/1 A562 (East) U N/A - - 1288 2500 2500 51.4% - 1.5 0.5
Southbound 5/1 circulating U 2 D 30 927 2216 1145 80.8% - 13.6 12.6 Right Ahead
Southbound 5/2 circulating U 2 D 30 847 2069 1069 79.0% - 12.9 11.1 Right
Northbound 6/1 Circulating U N/A - - 529 2500 2500 21.2% - 0.9 0.1 Ahead
Northbound 6/2 Circulating U N/A - - 577 2500 2500 23.1% - 0.9 0.2 Ahead Right
A562 (West) 7/1 O N/A - - 803 1864 1218 65.9% 803 4.4 3.6 Left
A562 (West) 7/2 O N/A - - 392 2004 995 39.4% 392 4.8 2.5 Left Ahead
8/1 A562 (West) U N/A - - 848 2500 2500 33.8% - 1.1 0.3
8/2 A562 (West) U N/A - - 847 2500 2500 33.8% - 1.1 0.3
Westbound 9/1 Circulating U N/A - - 837 2500 2500 33.4% - 1.1 0.3 Ahead
Westbound 9/2 Circulating U N/A - - 1350 2500 2500 53.9% - 1.6 0.6 Right Ahead
Westbound 9/3 Circulating U N/A - - 562 2500 2500 22.5% - 0.9 0.1 Right
A562 (East) 10/1 U 2 C 19 503 1984 661 76.1% - 29.0 9.0 Ahead Left
A562 (East) 10/2 U 2 C 19 562 2131 710 79.1% - 30.0 10.3 Ahead
Ditton Works 11/1 O N/A - - 37 1894 488 7.6% 37 6.3 0.2 Ahead Left
Ditton Works 11/2 O N/A - - 15 2029 276 5.4% 15 10.3 0.1 Ahead
12/1 Ditton works U N/A - - 90 2500 2500 3.6% - 0.7 0.0
C1 Stream: 1 PRC for Signalled Lanes (%): -11.4 Total Delay for Signalled Lanes (pcuHr): 48.74 C1 Stream: 2 PRC for Signalled Lanes (%): 11.5 Total Delay for Signalled Lanes (pcuHr): 15.25 PRC Over All Lanes (%): -11.4 Total Delay Over All Lanes(pcuHr): 68.79 Cycle Time (s): 60
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 89
HBC Field, Halebank Road, Widnes Transport Assessment
Scenario 2: '2007 Base Year PM Peak' (FG2: '2007 Base Year PM Peak', Plan 1: 'AM 2007') Stage Sequence Diagram Stage Stream: 1 1 Min: 7 2 Min: 7 A
B
5 41s 7 7s
Stage Stream: 2 1 Min: 7 2 Min: 7 D
C
6 25s 5 24s
Stage Timings Stage Stream: 1 Stage 1 2
Duration 41 7
Change Point 0 46
Stage Stream: 2 Stage 1 2
Duration 25 24
Change Point 25 56
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 90
HBC Field, Halebank Road, Widnes Transport Assessment
Network Layout Diagram
D
1 2
% %
1 4
. .
8 6
A
6 6
0 A5300/A562 r
m PRC: 17.9 % 0
3
2 0
1
5
Total Traffic Delay: 21.2 pcuHr 6 6
2 2
A
-
5 4
5 5
-
A
1 1
0 0
5
2
0 0
3
0
m
r
0
5 4
A
9 5
. .
4 2
% %
2 1
14.3% 273 1 4.4% 293 2 76.4%1202 1 58.3% 968 2 Arm 3 - Eastbound circulating 36.9% 2500 1
1 2
A
Arm 7 - A562 (West) g Arm 4 - A562 (East)
r
m
n
i
t
% %
6
a
l
5 7
. .
-
u
1 3
c
N
r
6 6
i
o
c
r
t
d
h
7 0
n
b
9 6
u
2 2 C o 8 9 o A 5 5
u
b
0 0
n
h
0 0
d
t
u
C
o
i
2 2
r
S
c
2 4
-
u
. .
7 7
l
a
5
% %
t
i
n
m
r
g Arm 8 - A562 (West) Arm 9 - Westbound Circulating A Arm 10 - A562 (East)
2 1
2 250022.0% 3 250023.1% 2 888 65.1% 1 250024.9% 2 250041.9% 1 827 60.1% 1 250023.8%
1 2
%
A
6
s
r
.
m
k
0
r
o
1
1
w
-
n
0
o
D
0
t
t
5
i
6 4
i
t
2
t
6 4
D
o
7 4
n
-
W
2
1
o
1
r
4 8
m
k
r
.
.
s
8
5
A
% %
1
B
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 91
HBC Field, Halebank Road, Widnes Transport Assessment
Av. Total Demand Sat Deg Turners Delay Lane Lane Controller Full Capacity Mean Max Item Green Flow Flow Sat In Gaps Per Description Type Stream Phase (pcu) Queue (pcu) (s) (pcu) (pcu/Hr) (%) (pcu) PCU (s/pcu)
Network - - N/A - - - - - 76.4% 1618 - -
A5300/A562 - - N/A - - - - - 76.4% 1618 - -
1/1 A5300 U N/A - - 1486 2500 2500 59.4% - 1.8 0.7
1/2 A5300 U N/A - - 1129 2500 2500 45.2% - 1.3 0.4
A5300 Left 2/1 U 1 A 41 969 2085 1460 66.4% - 8.7 9.9 Ahead
2/2 A5300 Ahead U 1 A 41 1064 2232 1562 68.1% - 8.8 11.1
Eastbound 3/1 circulating U 1 B 7 39 2048 273 14.3% - 28.8 0.7 Ahead
Eastbound 3/2 circulating U 1 B 7 13 2195 293 4.4% - 28.3 0.2 Right
4/1 A562 (East) U N/A - - 922 2500 2500 36.9% - 1.1 0.3
Southbound 5/1 circulating U 2 D 25 612 2216 960 63.7% - 13.8 8.7 Right Ahead
Southbound 5/2 circulating U 2 D 25 551 2069 897 61.5% - 13.2 7.8 Right
Northbound 6/1 Circulating U N/A - - 568 2500 2500 22.7% - 0.9 0.1 Ahead
Northbound 6/2 Circulating U N/A - - 617 2500 2500 24.7% - 1.0 0.2 Ahead Right
A562 (West) 7/1 O N/A - - 918 1864 1202 76.4% 918 6.5 6.2 Left
A562 (West) 7/2 O N/A - - 564 2004 968 58.3% 564 7.0 5.1 Left Ahead
8/1 A562 (West) U N/A - - 622 2500 2500 24.9% - 1.0 0.2
8/2 A562 (West) U N/A - - 551 2500 2500 22.0% - 0.9 0.1
Westbound 9/1 Circulating U N/A - - 596 2500 2500 23.8% - 0.9 0.2 Ahead
Westbound 9/2 Circulating U N/A - - 1048 2500 2500 41.9% - 1.2 0.4 Right Ahead
Westbound 9/3 Circulating U N/A - - 578 2500 2500 23.1% - 0.9 0.2 Right
A562 (East) 10/1 U 2 C 24 497 1984 827 60.1% - 19.1 7.1 Ahead Left
A562 (East) 10/2 U 2 C 24 578 2131 888 65.1% - 19.8 8.6 Ahead
Ditton Works 11/1 O N/A - - 97 1894 667 14.5% 97 4.4 0.4 Ahead Left
Ditton Works 11/2 O N/A - - 39 2029 444 8.8% 39 6.6 0.2 Ahead
12/1 Ditton works U N/A - - 16 2500 2500 0.6% - 0.7 0.0
C1 Stream: 1 PRC for Signalled Lanes (%): 32.2 Total Delay for Signalled Lanes (pcuHr): 5.35 C1 Stream: 2 PRC for Signalled Lanes (%): 38.3 Total Delay for Signalled Lanes (pcuHr): 10.18 PRC Over All Lanes (%): 17.9 Total Delay Over All Lanes(pcuHr): 21.20 Cycle Time (s): 60
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 92
HBC Field, Halebank Road, Widnes Transport Assessment
Scenario 3: '2012 Future Year Baseline – AM Peak' (FG3: '2012 Future Year Baseline – AM Peak', Plan 1: 'AM 2007') Stage Sequence Diagram Stage Stream: 1 1 Min: 7 2 Min: 7 A
B
5 41s 7 7s
Stage Stream: 2 1 Min: 7 2 Min: 7 D
C
6 28s 5 21s
Stage Timings Stage Stream: 1 Stage 1 2
Duration 41 7
Change Point 0 46
Stage Stream: 2 Stage 1 2
Duration 28 21
Change Point 25 59
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 93
HBC Field, Halebank Road, Widnes Transport Assessment
Network Layout Diagram
D
1 2
% %
1 0
. .
9 9
A
0 0
0
r A5300/A562 1 1
m PRC: -21.3 % 0
3
2 0
1
5
Total Traffic Delay: 188.5 pcuHr 6 6
2 2
A
-
5 4
5 5
-
A
1 1
0 0
5
2
0 0
3
0
m
r
0
5 3
A
7 9
. .
3 6
% %
2 1
11.0% 273 1 19.5% 293 2 71.1%1196 1 42.8% 939 2 Arm 3 - Eastbound circulating 54.6% 2500 1
1 2
A
Arm 7 - A562 (West) g Arm 4 - A562 (East)
r
m
n
i
t
% %
6
a
l
8 7
. .
-
u
3 4
c
N
r
8 8
i
o
c
r
t
d
h
0 1
n
b
0 7
u
2 2
o C 0 0
o A
5 5
u
1 1
b
0 0
n
h
0 0
d
t
u
C
o
i
2 2
r
S
c
3 7
-
u
. .
3 0
l
a
5
% %
t
i
n
m
r
g Arm 8 - A562 (West) Arm 9 - Westbound Circulating A Arm 10 - A562 (East)
2 1
2 250033.5% 3 250025.8% 2 781 82.4% 1 250030.0% 2 250054.9% 1 727 79.7% 1 250029.1%
1 2
%
A
9
s
r
.
m
k
8
r
o
1
1
w
-
n
0
o
D
0
t
t
5
5 2 i
i
t
2
t
1 6
D
o
5 8
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-
W
2
1
o
1 1
r
3 1
m
k
r
. .
s
2 2
A
% %
1
B
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 94
HBC Field, Halebank Road, Widnes Transport Assessment
Av. Total Demand Sat Deg Turners Delay Lane Lane Controller Full Capacity Mean Max Item Green Flow Flow Sat In Gaps Per Description Type Stream Phase (pcu) Queue (pcu) (s) (pcu) (pcu/Hr) (%) (pcu) PCU (s/pcu)
Network - - N/A - - - - - 109.1% 1350 - -
A5300/A562 - - N/A - - - - - 109.1% 1350 - -
1/1 A5300 U N/A - - 1433 2500 2500 57.3% - 1.7 0.7
1/2 A5300 U N/A - - 989 2500 2500 39.6% - 1.2 0.3
A5300 Left 2/1 U 1 A 41 1591 2085 1460 109.0% - 178.0 100.0 Ahead
2/2 A5300 Ahead U 1 A 41 1705 2232 1562 109.1% - 179.0 107.6
Eastbound 3/1 circulating U 1 B 7 30 2048 273 11.0% - 27.0 0.5 Ahead
Eastbound 3/2 circulating U 1 B 7 57 2195 293 19.5% - 30.8 0.8 Right
4/1 A562 (East) U N/A - - 1484 2500 2500 54.6% - 1.6 0.6
Southbound 5/1 circulating U 2 D 28 985 2216 1071 84.7% - 18.7 14.5 Right Ahead
Southbound 5/2 circulating U 2 D 28 914 2069 1000 83.8% - 17.1 12.9 Right
Northbound 6/1 Circulating U N/A - - 583 2500 2500 23.3% - 0.9 0.2 Ahead
Northbound 6/2 Circulating U N/A - - 674 2500 2500 27.0% - 1.0 0.2 Ahead Right
A562 (West) 7/1 O N/A - - 850 1864 1196 71.1% 850 5.3 5.0 Left
A562 (West) 7/2 O N/A - - 402 2004 939 42.8% 402 5.8 3.1 Left Ahead
8/1 A562 (West) U N/A - - 816 2500 2500 30.0% - 1.0 0.2
8/2 A562 (West) U N/A - - 914 2500 2500 33.5% - 1.1 0.3
Westbound 9/1 Circulating U N/A - - 795 2500 2500 29.1% - 1.0 0.2 Ahead
Westbound 9/2 Circulating U N/A - - 1450 2500 2500 54.9% - 1.6 0.6 Right Ahead
Westbound 9/3 Circulating U N/A - - 644 2500 2500 25.8% - 1.0 0.2 Right
A562 (East) 10/1 U 2 C 21 580 1984 727 79.7% - 28.9 10.5 Ahead Left
A562 (East) 10/2 U 2 C 21 644 2131 781 82.4% - 29.9 11.9 Ahead
Ditton Works 11/1 O N/A - - 68 1894 515 13.2% 68 6.7 0.5 Ahead Left
Ditton Works 11/2 O N/A - - 30 2029 268 11.2% 30 11.8 0.2 Ahead
12/1 Ditton works U N/A - - 234 2500 2500 8.9% - 0.8 0.0
C1 Stream: 1 PRC for Signalled Lanes (%): -21.3 Total Delay for Signalled Lanes (pcuHr): 164.17 C1 Stream: 2 PRC for Signalled Lanes (%): 6.2 Total Delay for Signalled Lanes (pcuHr): 18.71 PRC Over All Lanes (%): -21.3 Total Delay Over All Lanes(pcuHr): 188.45 Cycle Time (s): 60
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 95
HBC Field, Halebank Road, Widnes Transport Assessment
Scenario 4: '2012 Future Year Baseline – PM Peak' (FG4: '2012 Future Year Baseline – PM Peak', Plan 1: 'AM 2007') Stage Sequence Diagram Stage Stream: 1 1 Min: 7 2 Min: 7 A
B
5 31s 7 7s
Stage Stream: 2 1 Min: 7 2 Min: 7 D
C
6 19s 5 20s
Stage Timings Stage Stream: 1 Stage 1 2
Duration 31 7
Change Point 0 36
Stage Stream: 2 Stage 1 2
Duration 19 20
Change Point 23 48
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 96
HBC Field, Halebank Road, Widnes Transport Assessment
Network Layout Diagram
D
1 2
% %
2 2
. .
3 2
A
8 8
0 A5300/A562 r
m PRC: 8.1 % 0
3
8 4
1
5
Total Traffic Delay: 30.2 pcuHr 2 3
2 2
A
-
4 3
5 5
-
A
1 1
0 0
5
2
0 0
3
0
m
r
0
6 4
A
4 9
. .
4 0
% %
2 1
16.8% 328 1 14.8% 351 2 82.0%1166 1 66.6% 888 2 Arm 3 - Eastbound circulating 44.4% 2500 1
1 2
A
Arm 7 - A562 (West) g Arm 4 - A562 (East)
r
m
n
i
t
% %
6
a
l
1 5
. .
-
u
4 5
c
N
r
7 7
i
o
c
r
t
d
h
8 6
n
b
2 8
u
2 2 C o
8 8
o A
5 5
u
b
0 0
n
h
0 0
d
t
u
C
o
i
2 2
r
S
c
6 9
-
u
. .
2 6
l
a
5
% %
t
i
n
m
r
g Arm 8 - A562 (West) Arm 9 - Westbound Circulating A Arm 10 - A562 (East)
2 1
2 250024.5% 3 250027.4% 2 895 76.5% 1 250023.6% 2 250047.0% 1 833 72.7% 1 250022.2%
1 2
%
A
4
s
r
.
m
k
6
r
o
1
1
w
-
n
0
o
D
0
t
t
5
6 3 i
i
t
2
t
3 6
D
o
2 7
n
-
W
2
1
o
2 1
r
0 5
m
k
r
. .
s
4 0
A
% %
1
B
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 97
HBC Field, Halebank Road, Widnes Transport Assessment
Av. Total Demand Sat Deg Turners Delay Lane Lane Controller Full Capacity Mean Max Item Green Flow Flow Sat In Gaps Per Description Type Stream Phase (pcu) Queue (pcu) (s) (pcu) (pcu/Hr) (%) (pcu) PCU (s/pcu)
Network - - N/A - - - - - 83.2% 1731 - -
A5300/A562 - - N/A - - - - - 83.2% 1731 - -
1/1 A5300 U N/A - - 1611 2500 2500 64.4% - 2.0 0.9
1/2 A5300 U N/A - - 1224 2500 2500 49.0% - 1.4 0.5
A5300 Left 2/1 U 1 A 31 1097 2085 1334 82.2% - 14.3 13.5 Ahead
2/2 A5300 Ahead U 1 A 31 1189 2232 1428 83.2% - 14.3 15.0
Eastbound 3/1 circulating U 1 B 7 55 2048 328 16.8% - 24.8 0.7 Ahead
Eastbound 3/2 circulating U 1 B 7 52 2195 351 14.8% - 30.4 0.8 Right
4/1 A562 (East) U N/A - - 1111 2500 2500 44.4% - 1.3 0.4
Southbound 5/1 circulating U 2 D 19 669 2216 886 75.5% - 16.0 9.2 Right Ahead
Southbound 5/2 circulating U 2 D 19 613 2069 828 74.1% - 14.5 8.3 Right
Northbound 6/1 Circulating U N/A - - 655 2500 2500 26.2% - 1.0 0.2 Ahead
Northbound 6/2 Circulating U N/A - - 740 2500 2500 29.6% - 1.0 0.2 Ahead Right
A562 (West) 7/1 O N/A - - 956 1864 1166 82.0% 956 8.9 8.1 Left
A562 (West) 7/2 O N/A - - 591 2004 888 66.6% 591 9.5 5.8 Left Ahead
8/1 A562 (West) U N/A - - 590 2500 2500 23.6% - 0.9 0.2
8/2 A562 (West) U N/A - - 613 2500 2500 24.5% - 1.0 0.2
Westbound 9/1 Circulating U N/A - - 554 2500 2500 22.2% - 0.9 0.1 Ahead
Westbound 9/2 Circulating U N/A - - 1175 2500 2500 47.0% - 1.4 0.4 Right Ahead
Westbound 9/3 Circulating U N/A - - 685 2500 2500 27.4% - 1.0 0.2 Right
A562 (East) 10/1 U 2 C 20 606 1984 833 72.7% - 19.9 8.2 Ahead Left
A562 (East) 10/2 U 2 C 20 685 2131 895 76.5% - 20.8 9.6 Ahead
Ditton Works 11/1 O N/A - - 129 1894 632 20.4% 129 4.9 0.6 Ahead Left
Ditton Works 11/2 O N/A - - 55 2029 367 15.0% 55 8.4 0.3 Ahead
12/1 Ditton works U N/A - - 159 2500 2500 6.4% - 0.8 0.0
C1 Stream: 1 PRC for Signalled Lanes (%): 8.1 Total Delay for Signalled Lanes (pcuHr): 9.89 C1 Stream: 2 PRC for Signalled Lanes (%): 17.6 Total Delay for Signalled Lanes (pcuHr): 12.78 PRC Over All Lanes (%): 8.1 Total Delay Over All Lanes(pcuHr): 30.18 Cycle Time (s): 50
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 98
HBC Field, Halebank Road, Widnes Transport Assessment
Scenario 5: '2016 Future Year Baseline – AM Peak' (FG5: '2016 Future Year Baseline – AM Peak', Plan 1: 'AM 2007') Stage Sequence Diagram Stage Stream: 1 1 Min: 7 2 Min: 7 A
B
5 50s 7 8s
Stage Stream: 2 1 Min: 7 2 Min: 7 D
C
6 36s 5 23s
Stage Timings Stage Stream: 1 Stage 1 2
Duration 50 8
Change Point 0 55
Stage Stream: 2 Stage 1 2
Duration 36 23
Change Point 25 67
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 99
HBC Field, Halebank Road, Widnes Transport Assessment
Network Layout Diagram
D
1 2
% %
9 8
. .
7 7
A
0 0
0
r A5300/A562 1 1
m PRC: -19.9 % 0
3
6 9
1
5
Total Traffic Delay: 182.5 pcuHr 2 1
2 2
A
-
6 5
5 5
-
A
1 1
0 0
5
2
0 0
3
0
m
r
0
5 4
A
9 0
. .
5 2
% %
2 1
11.8% 263 1 20.6% 282 2 74.4%1187 1 43.5% 935 2 Arm 3 - Eastbound circulating 56.7% 2500 1
1 2
A
Arm 7 - A562 (West) g Arm 4 - A562 (East)
r
m
n
i
t
% %
6
a
l
6 8
. .
-
u
9 0
c
N
r
7 8
i
o
c
r
t
d
h
4 1
n
b
9 7
u
2 2
o C 0 1
o A 5 5
u
1 1
b
0 0
n
h
0 0
d
t
u
C
o
i
2 2
r
S
c
4 7
-
u
. .
2 5
l
a
5
% %
t
i
n
m
r
g Arm 8 - A562 (West) Arm 9 - Westbound Circulating A Arm 10 - A562 (East)
2 1
2 250034.8% 3 250026.3% 2 731 89.9% 1 250031.3% 2 250057.1% 1 680 88.4% 1 250030.5%
1 2
%
A
1
s
r
.
m
k
9
r
o
1
1
w
-
n
0
o
D
0
t
t
5
4 2 i
i
t
2
t
8 3
D
o
1 7
n
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W
2
1
o
1 1
r
4 3
m
k
r
. .
s
3 1
A
% %
1
B
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 100
HBC Field, Halebank Road, Widnes Transport Assessment
Av. Total Demand Sat Deg Turners Delay Lane Lane Controller Full Capacity Mean Max Item Green Flow Flow Sat In Gaps Per Description Type Stream Phase (pcu) Queue (pcu) (s) (pcu) (pcu/Hr) (%) (pcu) PCU (s/pcu)
Network - - N/A - - - - - 107.9% 1390 - -
A5300/A562 - - N/A - - - - - 107.9% 1390 - -
1/1 A5300 U N/A - - 1488 2500 2500 59.5% - 1.8 2.1
1/2 A5300 U N/A - - 1006 2500 2500 40.2% - 1.2 0.3
A5300 Left 2/1 U 1 A 50 1638 2085 1519 107.8% - 161.7 99.9 Ahead
2/2 A5300 Ahead U 1 A 50 1755 2232 1626 107.9% - 162.3 107.3
Eastbound 3/1 circulating U 1 B 8 31 2048 263 11.8% - 34.2 0.6 Ahead
Eastbound 3/2 circulating U 1 B 8 58 2195 282 20.6% - 32.2 1.1 Right
4/1 A562 (East) U N/A - - 1525 2500 2500 56.7% - 1.7 0.7
Southbound 5/1 circulating U 2 D 36 1017 2216 1171 80.8% - 15.8 15.1 Right Ahead
Southbound 5/2 circulating U 2 D 36 940 2069 1094 79.6% - 14.1 12.9 Right
Northbound 6/1 Circulating U N/A - - 605 2500 2500 24.2% - 0.9 0.2 Ahead
Northbound 6/2 Circulating U N/A - - 688 2500 2500 27.5% - 1.0 0.2 Ahead Right
A562 (West) 7/1 O N/A - - 883 1864 1187 74.4% 883 6.4 7.6 Left
A562 (West) 7/2 O N/A - - 407 2004 935 43.5% 407 6.9 3.7 Left Ahead
8/1 A562 (West) U N/A - - 844 2500 2500 31.3% - 1.0 0.2
8/2 A562 (West) U N/A - - 940 2500 2500 34.8% - 1.1 0.3
Westbound 9/1 Circulating U N/A - - 823 2500 2500 30.5% - 1.0 0.2 Ahead
Westbound 9/2 Circulating U N/A - - 1497 2500 2500 57.1% - 1.7 0.7 Right Ahead
Westbound 9/3 Circulating U N/A - - 657 2500 2500 26.3% - 1.0 0.2 Right
A562 (East) 10/1 U 2 C 23 601 1984 680 88.4% - 42.6 14.3 Ahead Left
A562 (East) 10/2 U 2 C 23 657 2131 731 89.9% - 43.9 16.1 Ahead
Ditton Works 11/1 O N/A - - 69 1894 481 14.3% 69 7.1 0.5 Ahead Left
Ditton Works 11/2 O N/A - - 31 2029 237 13.1% 31 13.8 0.2 Ahead
12/1 Ditton works U N/A - - 238 2500 2500 9.1% - 0.8 0.1
C1 Stream: 1 PRC for Signalled Lanes (%): -19.9 Total Delay for Signalled Lanes (pcuHr): 153.52 C1 Stream: 2 PRC for Signalled Lanes (%): 0.1 Total Delay for Signalled Lanes (pcuHr): 22.68 PRC Over All Lanes (%): -19.9 Total Delay Over All Lanes(pcuHr): 182.49 Cycle Time (s): 70
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 101
HBC Field, Halebank Road, Widnes Transport Assessment
Scenario 6: '2016 Future Year Baseline – PM Peak' (FG6: '2016 Future Year Baseline – PM Peak', Plan 1: 'AM 2007') Stage Sequence Diagram Stage Stream: 1 1 Min: 7 2 Min: 7 A
B
5 41s 7 7s
Stage Stream: 2 1 Min: 7 2 Min: 7 D
C
6 24s 5 25s
Stage Timings Stage Stream: 1 Stage 1 2
Duration 41 7
Change Point 0 46
Stage Stream: 2 Stage 1 2
Duration 24 25
Change Point 20 50
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 102
HBC Field, Halebank Road, Widnes Transport Assessment
Network Layout Diagram
D
1 2
% %
3 1
. .
8 7
A
7 7
0 A5300/A562 r
m PRC: 6.2 % 0
3
2 0
1
5
Total Traffic Delay: 31.4 pcuHr 6 6
2 2
A
-
5 4
5 5
-
A
1 1
0 0
5
2
0 0
3
0
m
r
0
6 5
A
6 0
. .
2 5
% %
2 1
20.5% 273 1 18.1% 293 2 84.8%1159 1 69.4% 880 2 Arm 3 - Eastbound circulating 45.6% 2500 1
1 2
A
Arm 7 - A562 (West) g Arm 4 - A562 (East)
r
m
n
i
t
% %
6
a
l
1 6
. .
-
u
3 4
c
N
r
7 7
i
o
c
r
t
d
h
2 3
n
b
6 2
u
2 2 C o
8 9
o A
5 5
u
b
0 0
n
h
0 0
d
t
u
C
o
i
2 3
r
S
c
6 0
-
u
. .
9 4
l
a
5
% %
t
i
n
m
r
g Arm 8 - A562 (West) Arm 9 - Westbound Circulating A Arm 10 - A562 (East)
2 1
2 250025.2% 3 250028.2% 2 923 76.2% 1 250024.4% 2 250048.3% 1 860 72.2% 1 250022.9%
1 2
%
A
4
s
r
.
m
k
6
r
o
1
1
w
-
n
0
o
D
0
t
t
5
6 3 i
i
t
2
t
1 4
D
o
3 7
n
-
W
2
1
o
2 1
r
1 6
m
k
r
. .
s
5 1
A
% %
1
B
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 103
HBC Field, Halebank Road, Widnes Transport Assessment
Av. Total Demand Sat Deg Turners Delay Lane Lane Controller Full Capacity Mean Max Item Green Flow Flow Sat In Gaps Per Description Type Stream Phase (pcu) Queue (pcu) (s) (pcu) (pcu/Hr) (%) (pcu) PCU (s/pcu)
Network - - N/A - - - - - 84.8% 1782 - -
A5300/A562 - - N/A - - - - - 84.8% 1782 - -
1/1 A5300 U N/A - - 1655 2500 2500 66.2% - 2.1 1.0
1/2 A5300 U N/A - - 1262 2500 2500 50.5% - 1.5 0.5
A5300 Left 2/1 U 1 A 41 1126 2085 1460 77.1% - 11.2 13.9 Ahead
2/2 A5300 Ahead U 1 A 41 1224 2232 1562 78.3% - 11.2 15.0
Eastbound 3/1 circulating U 1 B 7 56 2048 273 20.5% - 29.5 1.0 Ahead
Eastbound 3/2 circulating U 1 B 7 53 2195 293 18.1% - 29.3 0.8 Right
4/1 A562 (East) U N/A - - 1140 2500 2500 45.6% - 1.3 0.4
Southbound 5/1 circulating U 2 D 24 689 2216 923 74.6% - 17.9 10.8 Right Ahead
Southbound 5/2 circulating U 2 D 24 630 2069 862 73.1% - 16.7 9.5 Right
Northbound 6/1 Circulating U N/A - - 672 2500 2500 26.9% - 1.0 0.2 Ahead
Northbound 6/2 Circulating U N/A - - 760 2500 2500 30.4% - 1.0 0.2 Ahead Right
A562 (West) 7/1 O N/A - - 983 1864 1159 84.8% 983 10.9 11.2 Left
A562 (West) 7/2 O N/A - - 611 2004 880 69.4% 611 11.6 7.4 Left Ahead
8/1 A562 (West) U N/A - - 610 2500 2500 24.4% - 1.0 0.2
8/2 A562 (West) U N/A - - 630 2500 2500 25.2% - 1.0 0.2
Westbound 9/1 Circulating U N/A - - 573 2500 2500 22.9% - 0.9 0.1 Ahead
Westbound 9/2 Circulating U N/A - - 1207 2500 2500 48.3% - 1.4 0.5 Right Ahead
Westbound 9/3 Circulating U N/A - - 704 2500 2500 28.2% - 1.0 0.2 Right
A562 (East) 10/1 U 2 C 25 621 1984 860 72.2% - 21.5 9.7 Ahead Left
A562 (East) 10/2 U 2 C 25 704 2131 923 76.2% - 22.5 11.4 Ahead
Ditton Works 11/1 O N/A - - 132 1894 613 21.5% 132 5.2 0.7 Ahead Left
Ditton Works 11/2 O N/A - - 56 2029 347 16.1% 56 9.5 0.3 Ahead
12/1 Ditton works U N/A - - 160 2500 2500 6.4% - 0.8 0.0
C1 Stream: 1 PRC for Signalled Lanes (%): 14.9 Total Delay for Signalled Lanes (pcuHr): 8.22 C1 Stream: 2 PRC for Signalled Lanes (%): 18.1 Total Delay for Signalled Lanes (pcuHr): 14.46 PRC Over All Lanes (%): 6.2 Total Delay Over All Lanes(pcuHr): 31.43 Cycle Time (s): 60
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 104
HBC Field, Halebank Road, Widnes Transport Assessment
Scenario 7: '2012 Future Year HBC Field Design – AM Peak' (FG7: '2012 Future Year HBC Field Design – AM Peak', Plan 1: 'AM 2007') Stage Sequence Diagram Stage Stream: 1 1 Min: 7 2 Min: 7 A
B
5 41s 7 7s
Stage Stream: 2 1 Min: 7 2 Min: 7 D
C
6 29s 5 20s
Stage Timings Stage Stream: 1 Stage 1 2
Duration 41 7
Change Point 0 46
Stage Stream: 2 Stage 1 2
Duration 29 20
Change Point 23 58
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 105
HBC Field, Halebank Road, Widnes Transport Assessment
Network Layout Diagram
D
1 2
% %
8 8
. .
2 2
A
1 1
0
r A5300/A562 1 1
m PRC: -25.4 % 0
3
2 0
1
5
Total Traffic Delay: 257.2 pcuHr 6 6
2 2
A
-
5 4
5 5
-
A
1 1
0 0
5
2
0 0
3
0
m
r
0
5 4
A
9 0
. .
4 6
% %
2 1
39.2% 273 1 31.8% 293 2 74.1%1186 1 45.8% 893 2 Arm 3 - Eastbound circulating 55.8% 2500 1
1 2
A
Arm 7 - A562 (West) g Arm 4 - A562 (East)
r
m
n
i
t
% %
6
a
l
9 6
. .
-
u
4 5
c
N
r
8 8
i
o
c
r
t
d
h
4 8
n
b
3 0
u
2 2
o C 0 1
o A
5 5
u
1 1
b
0 0
n
h
0 0
d
t
u
C
o
i
2 3
r
S
c
4 2
-
u
. .
3 2
l
a
5
% %
t
i
n
m
r
g Arm 8 - A562 (West) Arm 9 - Westbound Circulating A Arm 10 - A562 (East)
2 1
2 250035.1% 3 250027.9% 2 746 93.6% 1 250026.9% 2 250054.4% 1 694 93.0% 1 250025.5%
1 2
%
A
0
s
r
.
m
k
9
r
1
o
1
1
w
-
n
0
o
D
0
t
t
5
5 2 i
i
t
2
t
1 4
D
o
8 7
n
-
W
2
1
o
3 4
r
1 3
m
k
r
. .
s
3 4
A
% %
1
B
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 106
HBC Field, Halebank Road, Widnes Transport Assessment
Av. Total Demand Sat Deg Turners Delay Lane Lane Controller Full Capacity Mean Max Item Green Flow Flow Sat In Gaps Per Description Type Stream Phase (pcu) Queue (pcu) (s) (pcu) (pcu/Hr) (%) (pcu) PCU (s/pcu)
Network - - N/A - - - - - 112.8% 1557 - -
A5300/A562 - - N/A - - - - - 112.8% 1557 - -
1/1 A5300 U N/A - - 1486 2500 2500 59.4% - 1.8 0.7
1/2 A5300 U N/A - - 1014 2500 2500 40.6% - 1.2 0.3
A5300 Left 2/1 U 1 A 41 1647 2085 1460 112.8% - 233.6 128.5 Ahead
2/2 A5300 Ahead U 1 A 41 1763 2232 1562 112.8% - 232.9 137.2
Eastbound 3/1 circulating U 1 B 7 107 2048 273 39.2% - 31.1 1.8 Ahead
Eastbound 3/2 circulating U 1 B 7 93 2195 293 31.8% - 33.2 1.4 Right
4/1 A562 (East) U N/A - - 1561 2500 2500 55.8% - 1.6 0.6
Southbound 5/1 circulating U 2 D 29 1058 2216 1108 85.6% - 19.4 15.3 Right Ahead
Southbound 5/2 circulating U 2 D 29 991 2069 1034 84.9% - 17.3 13.2 Right
Northbound 6/1 Circulating U N/A - - 607 2500 2500 24.3% - 1.0 0.2 Ahead
Northbound 6/2 Circulating U N/A - - 805 2500 2500 32.2% - 1.1 0.2 Ahead Right
A562 (West) 7/1 O N/A - - 879 1864 1186 74.1% 879 5.9 5.3 Left
A562 (West) 7/2 O N/A - - 409 2004 893 45.8% 409 6.5 3.4 Left Ahead
8/1 A562 (West) U N/A - - 755 2500 2500 26.9% - 1.0 0.2
8/2 A562 (West) U N/A - - 991 2500 2500 35.1% - 1.1 0.3
Westbound 9/1 Circulating U N/A - - 718 2500 2500 25.5% - 1.0 0.2 Ahead
Westbound 9/2 Circulating U N/A - - 1473 2500 2500 54.4% - 1.6 0.6 Right Ahead
Westbound 9/3 Circulating U N/A - - 698 2500 2500 27.9% - 1.0 0.2 Right
A562 (East) 10/1 U 2 C 20 646 1984 694 93.0% - 49.2 15.7 Ahead Left
A562 (East) 10/2 U 2 C 20 698 2131 746 93.6% - 49.1 16.9 Ahead
Ditton Works 11/1 O N/A - - 162 1894 518 31.3% 162 8.3 1.4 Ahead Left
Ditton Works 11/2 O N/A - - 107 2029 247 43.4% 107 18.3 1.0 Ahead
12/1 Ditton works U N/A - - 504 2500 2500 19.0% - 0.9 0.1
C1 Stream: 1 PRC for Signalled Lanes (%): -25.4 Total Delay for Signalled Lanes (pcuHr): 222.75 C1 Stream: 2 PRC for Signalled Lanes (%): -4.0 Total Delay for Signalled Lanes (pcuHr): 27.67 PRC Over All Lanes (%): -25.4 Total Delay Over All Lanes(pcuHr): 257.15 Cycle Time (s): 60
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 107
HBC Field, Halebank Road, Widnes Transport Assessment
Scenario 8: '2012 Future Year HBC Field Design – PM Peak' (FG8: '2012 Future Year HBC Field Design – PM Peak', Plan 1: 'AM 2007') Stage Sequence Diagram Stage Stream: 1 1 Min: 7 2 Min: 7 A
B
5 38s 7 10s
Stage Stream: 2 1 Min: 7 2 Min: 7 D
C
6 23s 5 26s
Stage Timings Stage Stream: 1 Stage 1 2
Duration 36 12
Change Point 40 21
Stage Stream: 2 Stage 1 2
Duration 25 24
Change Point 6 37
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 108
HBC Field, Halebank Road, Widnes Transport Assessment
Network Layout Diagram
D
1 2
% %
1 2
. .
1 0
A
9 9
0 A5300/A562 r
m PRC: -1.2 % 0
3
6 6
1
5
Total Traffic Delay: 44.9 pcuHr 7 8
2 2
A
-
3 2
5 5
-
A
1 1
0 0
5
2
0 0
3
0
m
r
0
6 5
A
7 0
. .
0 2
% %
2 1
34.9% 444 1 17.5% 476 2 85.9%1155 1 69.6% 842 2 Arm 3 - Eastbound circulating 48.4% 2500 1
1 2
A
Arm 7 - A562 (West) g Arm 4 - A562 (East)
r
m
n
i
t
% %
6
a
l
3 9
. .
-
u
7 7
c
N
r
7 7
i
o
c
r
t
d
h
7 0
n
b
9 6
u
2 2 C o
8 9
o A
5 5
u
b
0 0
n
h
0 0
d
t
u
C
o
i
2 3
r
S
c
7 6
-
u
. .
4 2
l
a
5
% %
t
i
n
m
r
g Arm 8 - A562 (West) Arm 9 - Westbound Circulating A Arm 10 - A562 (East)
2 1
2 250027.7% 3 250030.0% 2 888 84.6% 1 250021.6% 2 250047.6% 1 827 80.8% 1 250019.0%
1 2
%
A
8
s
r
.
m
k
7
r
1
o
1
1
w
-
n
0
o
D
0
t
t
5
6 3 i
i
t
2
t
4 4
D
o
0 0
n
-
W
2
1
o
3 4
r
9 5
m
k
r
. .
s
8 5
A
% %
1
B
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 109
HBC Field, Halebank Road, Widnes Transport Assessment
Av. Total Demand Sat Deg Turners Delay Lane Lane Controller Full Capacity Mean Max Item Green Flow Flow Sat In Gaps Per Description Type Stream Phase (pcu) Queue (pcu) (s) (pcu) (pcu/Hr) (%) (pcu) PCU (s/pcu)
Network - - N/A - - - - - 91.1% 1988 - -
A5300/A562 - - N/A - - - - - 91.1% 1988 - -
1/1 A5300 U N/A - - 1676 2500 2500 67.0% - 2.2 1.0
1/2 A5300 U N/A - - 1254 2500 2500 50.2% - 1.4 0.5
A5300 Left 2/1 U 1 A 36 1160 2085 1286 90.2% - 23.3 20.7 Ahead
2/2 A5300 Ahead U 1 A 36 1254 2232 1376 91.1% - 23.7 22.9
Eastbound 3/1 circulating U 1 B 12 155 2048 444 34.9% - 23.7 2.0 Ahead
Eastbound 3/2 circulating U 1 B 12 83 2195 476 17.5% - 30.5 1.2 Right
4/1 A562 (East) U N/A - - 1211 2500 2500 48.4% - 1.4 0.5
Southbound 5/1 circulating U 2 D 25 748 2216 960 77.9% - 17.8 12.5 Right Ahead
Southbound 5/2 circulating U 2 D 25 693 2069 897 77.3% - 14.9 11.5 Right
Northbound 6/1 Circulating U N/A - - 684 2500 2500 27.4% - 1.0 0.2 Ahead
Northbound 6/2 Circulating U N/A - - 906 2500 2500 36.2% - 1.1 0.3 Ahead Right
A562 (West) 7/1 O N/A - - 992 1864 1155 85.9% 992 11.4 11.2 Left
A562 (West) 7/2 O N/A - - 586 2004 842 69.6% 586 12.1 7.2 Left Ahead
8/1 A562 (West) U N/A - - 541 2500 2500 21.6% - 0.9 0.1
8/2 A562 (West) U N/A - - 693 2500 2500 27.7% - 1.0 0.2
Westbound 9/1 Circulating U N/A - - 474 2500 2500 19.0% - 0.9 0.1 Ahead
Westbound 9/2 Circulating U N/A - - 1189 2500 2500 47.6% - 1.4 0.5 Right Ahead
Westbound 9/3 Circulating U N/A - - 751 2500 2500 30.0% - 1.0 0.2 Right
A562 (East) 10/1 U 2 C 24 668 1984 827 80.8% - 26.5 11.7 Ahead Left
A562 (East) 10/2 U 2 C 24 751 2131 888 84.6% - 28.4 13.9 Ahead
Ditton Works 11/1 O N/A - - 255 1894 640 39.8% 255 7.3 1.9 Ahead Left
Ditton Works 11/2 O N/A - - 155 2029 340 45.5% 155 14.8 1.4 Ahead
12/1 Ditton works U N/A - - 446 2500 2500 17.8% - 0.9 0.1
C1 Stream: 1 PRC for Signalled Lanes (%): -1.2 Total Delay for Signalled Lanes (pcuHr): 17.50 C1 Stream: 2 PRC for Signalled Lanes (%): 6.4 Total Delay for Signalled Lanes (pcuHr): 17.40 PRC Over All Lanes (%): -1.2 Total Delay Over All Lanes(pcuHr): 44.85 Cycle Time (s): 60
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 110
HBC Field, Halebank Road, Widnes Transport Assessment
Scenario 9: '2016 Future Year HBC Field Design – AM Peak' (FG9: '2016 Future Year HBC Field Design – AM Peak', Plan 1: 'AM 2007') Stage Sequence Diagram Stage Stream: 1 1 Min: 7 2 Min: 7 A
B
5 51s 7 7s
Stage Stream: 2 1 Min: 7 2 Min: 7 D
C
6 38s 5 21s
Stage Timings Stage Stream: 1 Stage 1 2
Duration 45 13
Change Point 21 1
Stage Stream: 2 Stage 1 2
Duration 34 25
Change Point 33 3
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 111
HBC Field, Halebank Road, Widnes Transport Assessment
Network Layout Diagram
D
1 2
% %
6 6
. .
3 3
A
2 2
0
r A5300/A562 1 1
m PRC: -37.4 % 0
3
7 0
1
5
Total Traffic Delay: 416.0 pcuHr 6 7
2 2
A
-
4 3
5 5
-
A
1 1
0 0
5
2
0 0
3
0
m
r
0
6 4
A
1 1
. .
2 7
% %
2 1
26.1% 410 1 21.4% 439 2 76.7%1179 1 47.8% 883 2 Arm 3 - Eastbound circulating 52.6% 2500 1
1 2
A
Arm 7 - A562 (West) g Arm 4 - A562 (East)
r
m
n
i
t
% %
6
a
l
4 2
. .
-
u
8 2
c
N
r
7 8
i
o
c
r
t
d
h
4 8
n
b
3 0
u
2 2
o C 0 1
o A
5 5
u
1 1
b
0 0
n
h
0 0
d
t
u
C
o
i
2 3
r
S
c
5 2
-
u
. .
0 9
l
a
5
% %
t
i
n
m
r
g Arm 8 - A562 (West) Arm 9 - Westbound Circulating A Arm 10 - A562 (East)
2 1
2 250032.5% 3 250028.6% 2 792 90.3% 1 250026.1% 2 250052.4% 1 737 90.0% 1 250024.6%
1 2
%
A
4
s
r
.
m
k
8
r
1
o
1
1
w
-
n
0
o
D
0
t
t
5
5 2 i
i
t
2
t
2 5
D
o
6 1
n
-
W
2
1
o
3 4
r
1 2
m
k
r
. .
s
0 7
A
% %
1
B
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 112
HBC Field, Halebank Road, Widnes Transport Assessment
Av. Total Demand Sat Deg Turners Delay Lane Lane Controller Full Capacity Mean Max Item Green Flow Flow Sat In Gaps Per Description Type Stream Phase (pcu) Queue (pcu) (s) (pcu) (pcu/Hr) (%) (pcu) PCU (s/pcu)
Network - - N/A - - - - - 123.6% 1596 - -
A5300/A562 - - N/A - - - - - 123.6% 1596 - -
1/1 A5300 U N/A - - 1529 2500 2500 61.2% - 1.9 0.8
1/2 A5300 U N/A - - 1043 2500 2500 41.7% - 1.2 0.4
A5300 Left 2/1 U 1 A 45 1694 2085 1370 123.6% - 392.1 208.2 Ahead
2/2 A5300 Ahead U 1 A 45 1813 2232 1467 123.6% - 391.4 222.4
Eastbound 3/1 circulating U 1 B 13 107 2048 410 26.1% - 31.1 2.0 Ahead
Eastbound 3/2 circulating U 1 B 13 94 2195 439 21.4% - 24.7 1.6 Right
4/1 A562 (East) U N/A - - 1601 2500 2500 52.6% - 1.5 0.6
Southbound 5/1 circulating U 2 D 34 1104 2216 1108 82.2% - 21.3 14.8 Right Ahead
Southbound 5/2 circulating U 2 D 34 1003 2069 1034 78.4% - 18.6 11.1 Right
Northbound 6/1 Circulating U N/A - - 625 2500 2500 25.0% - 1.0 0.2 Ahead
Northbound 6/2 Circulating U N/A - - 822 2500 2500 32.9% - 1.1 0.2 Ahead Right
A562 (West) 7/1 O N/A - - 904 1864 1179 76.7% 904 6.8 7.7 Left
A562 (West) 7/2 O N/A - - 422 2004 883 47.8% 422 7.9 4.2 Left Ahead
8/1 A562 (West) U N/A - - 797 2500 2500 26.1% - 1.0 0.2
8/2 A562 (West) U N/A - - 1003 2500 2500 32.5% - 1.1 0.2
Westbound 9/1 Circulating U N/A - - 760 2500 2500 24.6% - 1.0 0.2 Ahead
Westbound 9/2 Circulating U N/A - - 1502 2500 2500 52.4% - 1.5 0.6 Right Ahead
Westbound 9/3 Circulating U N/A - - 715 2500 2500 28.6% - 1.0 0.2 Right
A562 (East) 10/1 U 2 C 25 663 1984 737 90.0% - 42.7 16.2 Ahead Left
A562 (East) 10/2 U 2 C 25 715 2131 792 90.3% - 42.0 17.3 Ahead
Ditton Works 11/1 O N/A - - 163 1894 526 31.0% 163 7.5 1.4 Ahead Left
Ditton Works 11/2 O N/A - - 107 2029 251 42.7% 107 17.8 1.1 Ahead
12/1 Ditton works U N/A - - 508 2500 2500 18.4% - 0.9 0.1
C1 Stream: 1 PRC for Signalled Lanes (%): -37.4 Total Delay for Signalled Lanes (pcuHr): 383.16 C1 Stream: 2 PRC for Signalled Lanes (%): -0.4 Total Delay for Signalled Lanes (pcuHr): 25.80 PRC Over All Lanes (%): -37.4 Total Delay Over All Lanes(pcuHr): 416.01 Cycle Time (s): 70
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 113
HBC Field, Halebank Road, Widnes Transport Assessment
Scenario 10: '2016 Future Year HBC Field Design – PM Peak' (FG10: '2016 Future Year HBC Field Design - PM Peak', Plan 1: 'AM 2007') Stage Sequence Diagram Stage Stream: 1 1 Min: 7 2 Min: 7 A
B
5 38s 7 10s
Stage Stream: 2 1 Min: 7 2 Min: 7 D
C
6 23s 5 26s
Stage Timings Stage Stream: 1 Stage 1 2
Duration 36 12
Change Point 5 46
Stage Stream: 2 Stage 1 2
Duration 25 24
Change Point 30 1
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 114
HBC Field, Halebank Road, Widnes Transport Assessment
Network Layout Diagram
D
1 2
% %
4 7
. .
3 2
A
9 9
0 A5300/A562 r
m PRC: -3.8 % 0
3
6 6
1
5
Total Traffic Delay: 50.7 pcuHr 7 8
2 2
A
-
3 2
5 5
-
A
1 1
0 0
5
2
0 0
3
0
m
r
0
6 5
A
8 2
. .
5 0
% %
2 1
35.4% 444 1 17.5% 476 2 88.0%1147 1 74.1% 829 2 Arm 3 - Eastbound circulating 49.6% 2500 1
1 2
A
Arm 7 - A562 (West) g Arm 4 - A562 (East)
r
m
n
i
t
% %
6
a
l
3 8
. .
-
u
9 9
c
N
r
7 7
i
o
c
r
t
d
h
7 0
n
b
9 6
u
2 2 C o
8 9
o A
5 5
u
b
0 0
n
h
0 0
d
t
u
C
o
i
2 3
r
S
c
8 7
-
u
. .
1 0
l
a
5
% %
t
i
n
m
r
g Arm 8 - A562 (West) Arm 9 - Westbound Circulating A Arm 10 - A562 (East)
2 1
2 250028.4% 3 250030.7% 2 888 86.5% 1 250022.4% 2 250049.0% 1 827 82.9% 1 250019.7%
1 2
%
A
8
s
r
.
m
k
7
r
1
o
1
1
w
-
n
0
o
D
0
t
t
5
6 3 i
i
t
2
t
2 1
D
o
3 8
n
-
W
2
1
o
4 4
r
1 9
m
k
r
. .
s
4 4
A
% %
1
B
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 115
HBC Field, Halebank Road, Widnes Transport Assessment
Av. Total Demand Sat Deg Turners Delay Lane Lane Controller Full Capacity Mean Max Item Green Flow Flow Sat In Gaps Per Description Type Stream Phase (pcu) Queue (pcu) (s) (pcu) (pcu/Hr) (%) (pcu) PCU (s/pcu)
Network - - N/A - - - - - 93.4% 2039 - -
A5300/A562 - - N/A - - - - - 93.4% 2039 - -
1/1 A5300 U N/A - - 1712 2500 2500 68.5% - 2.3 1.1
1/2 A5300 U N/A - - 1300 2500 2500 52.0% - 1.5 0.5
A5300 Left 2/1 U 1 A 36 1192 2085 1286 92.7% - 27.4 23.2 Ahead
2/2 A5300 Ahead U 1 A 36 1286 2232 1376 93.4% - 27.9 25.5
Eastbound 3/1 circulating U 1 B 12 157 2048 444 35.4% - 23.4 2.0 Ahead
Eastbound 3/2 circulating U 1 B 12 83 2195 476 17.5% - 30.9 1.2 Right
4/1 A562 (East) U N/A - - 1241 2500 2500 49.6% - 1.4 0.5
Southbound 5/1 circulating U 2 D 25 766 2216 960 79.8% - 18.0 12.7 Right Ahead
Southbound 5/2 circulating U 2 D 25 711 2069 897 79.3% - 15.3 11.3 Right
Northbound 6/1 Circulating U N/A - - 703 2500 2500 28.1% - 1.0 0.2 Ahead
Northbound 6/2 Circulating U N/A - - 925 2500 2500 37.0% - 1.1 0.3 Ahead Right
A562 (West) 7/1 O N/A - - 1009 1864 1147 88.0% 1009 13.4 12.7 Left
A562 (West) 7/2 O N/A - - 615 2004 829 74.1% 615 14.2 8.2 Left Ahead
8/1 A562 (West) U N/A - - 560 2500 2500 22.4% - 0.9 0.1
8/2 A562 (West) U N/A - - 711 2500 2500 28.4% - 1.0 0.2
Westbound 9/1 Circulating U N/A - - 492 2500 2500 19.7% - 0.9 0.1 Ahead
Westbound 9/2 Circulating U N/A - - 1224 2500 2500 49.0% - 1.4 0.5 Right Ahead
Westbound 9/3 Circulating U N/A - - 768 2500 2500 30.7% - 1.0 0.2 Right
A562 (East) 10/1 U 2 C 24 685 1984 827 82.9% - 27.9 12.4 Ahead Left
A562 (East) 10/2 U 2 C 24 768 2131 888 86.5% - 30.2 14.6 Ahead
Ditton Works 11/1 O N/A - - 258 1894 623 41.4% 258 7.7 2.0 Ahead Left
Ditton Works 11/2 O N/A - - 157 2029 318 49.4% 157 16.7 1.5 Ahead
12/1 Ditton works U N/A - - 446 2500 2500 17.8% - 0.9 0.1
C1 Stream: 1 PRC for Signalled Lanes (%): -3.8 Total Delay for Signalled Lanes (pcuHr): 20.78 C1 Stream: 2 PRC for Signalled Lanes (%): 4.1 Total Delay for Signalled Lanes (pcuHr): 18.61 PRC Over All Lanes (%): -3.8 Total Delay Over All Lanes(pcuHr): 50.73 Cycle Time (s): 60
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 116
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L.2. A562/ A5300 Roundabout Mitigation Scheme
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 117
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L.3. A562/ A5300 LinSig Output – With Mitigation Junction Layout Diagram
D
A5300 / A562 1 2
1 2
A
A
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1
3
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-
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A
5
5
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2 1
3
2 1 3 1 1 2 2 1 1 1 1 2 2 Arm 6 - A562 (West) Arm 5 - A562 (East) Arm 2 - Eastbound circulating
A
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A Arm 8 - A562 (West) Arm 9 - Westbound Circulating Arm 12 - A562 (East)
2 2 3 3 2 2 1 1 2 2 1 1 1 1
1 2
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Phase Diagram
A
E B D
F C
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Phase Input Data Phase Name Phase Type Stage Stream Assoc. Phase Street Min Cont Min
A Traffic 1 7 7
B Traffic 1 7 7
C Traffic 2 7 7
D Traffic 2 7 7
E Traffic 3 7 7
F Traffic 3 7 7
Intergreens Stage Stream 1 Starting Phase
A B Terminating A - 6 Phase B 5 -
Stage Stream 2 Starting Phase
C D Terminating C - 5 Phase D 5 -
Stage Stream 3 Starting Phase
E F Terminating E - 5 Phase F 5 -
Stage Data Stream Stage No. Phases in Stage
1 1 A
1 2 B
2 1 D
2 2 C
3 1 E
3 2 F
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 119
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Stages Diagram Stage Stream: 1 1 Min >= 7 2 Min >= 7 A A
B B
Stage Stream: 2 1 Min >= 7 2 Min >= 7 D D
C C
Stage Stream: 3 1 Min >= 7 2 Min >= 7
E E
F F
Phase Delays Stage Stream: 1 Term. Stage Start Stage Phase Type Value Cont value
There are no Phase Delays defined
Stage Stream: 2 Term. Stage Start Stage Phase Type Value Cont value
There are no Phase Delays defined
Stage Stream: 3 Term. Stage Start Stage Phase Type Value Cont value
There are no Phase Delays defined
Prohibited Stage Changes Stage Stream: 1 To Stage
1 2 From 1 6 Stage 2 5
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 120
HBC Field, Halebank Road, Widnes Transport Assessment
Stage Stream: 2 To Stage
1 2 From 1 5 Stage 2 5
Stage Stream: 3 To Stage
1 2 From 1 5 Stage 2 5
Opposed Link Data Junction: A5300 / A562
Max Flow Right Non- Right Max Turns Opp. when Opposing Opp. Turn Blocking Turn in Lane Movement Lane RTF Giving Lane Mvmnts. Storage Storage Move Intergreen Coeff. Way (PCU) (PCU) up (s) (PCU) (PCU/Hr)
9/1 0.37 9/1 7/1 10/1 1185 9/2 0.37 9/2 (Ditton (Ahead) - - - - - Works) 9/3 0.37 9/3 8/1 (Left) 1185 9/1 0.37 9/1
9/2 0.37 9/2 10/2 7/2 (Ditton 1185 9/1 0.37 9/1 - - - - - (Ahead) Works) 9/3 0.37 9/3
Traffic Flow Groups Data Flow Group Start Time End Time Duration Formula
1: '2012 Future Year HBC Field Design – AM Peak' 08:00 09:00 01:00 F1 + F3
2: '2012 Future Year HBC Field Design – PM Peak' 17:00 18:00 01:00 F2+F4
3: '2016 Future Year HBC Field Design – AM Peak' 08:00 09:00 01:00
4: '2016 Future Year HBC Field Design – PM Peak' 17:00 18:00 01:00
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 121
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Scenario 1: '2012 Future Year HBC Field Design – AM Peak' (FG1: '2012 Future Year HBC Field Design – AM Peak', Plan 1: 'AM 2010 Base + Comm') Signal Plan Diagram Stage Stream: 1 1 Min: 7 2 Min: 7 A
B 5 52s 6 7s
Stage Stream: 2 1 Min: 7 2 Min: 7 D
C 5 34s 5 26s
Stage Stream: 3 1 Min: 7 2 Min: 7
E
F 5 31s 5 29s
Signal Plans Data Stage Stream: 1 Stage 1 2
Duration 52 7
Change Point 29 16
Stage Stream: 2 Stage 1 2
Duration 34 26
Change Point 53 22
Stage Stream: 3 Stage 1 2
Duration 31 29
Change Point 5 41
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 122
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Junction Layout Diagram
D
A5300 / A562 1 2 PRC: -9.9 %
2
4
8 Total Traffic Delay: 70.0 pcuHr 7
.
.
9
3
5 4
1 8
A
. .
A
4 6
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r
% %
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5
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9
9 3
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8 0
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. 0
8
9
%
%
0 0
. .
5 5
2 1
3 10.2 66.6% 1 11.4 68.4% 2 2.5 45.7% 1 0.8 62.4% 1 1.6 37.1% 2 Arm 6 - A562 (West) Arm 5 - A562 (East) Arm 2 - Eastbound circulating
A
1 2
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3 2 1
A Arm 8 - A562 (West) Arm 9 - Westbound Circulating Arm 12 - A562 (East)
2 34.0% 0.3 3 28.1% 0.2 2 85.4% 15.3 1 35.8% 0.3 2 53.1% 0.6 1 83.9% 13.7 1 34.4% 0.3
1 2
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Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 123
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Av. Total Demand Deg Turners Delay Lane Lane Controller Full Sat Flow Capacity Mean Max Item Green Flow Sat In Gaps Per Description Type Stream Phase (pcu/Hr) (pcu) Queue (pcu) (s) (pcu) (%) (pcu) PCU (s/pcu)
Network - - N/A - - - - - 98.9% 269 - -
A5300 / - - N/A - - - - - 98.9% 269 - - A562
1/1 A5300 U N/A - - 1285 2500 2500 51.4% - 1.5 0.5
1/2 A5300 U N/A - - 1215 2500 2500 48.6% - 1.4 0.5
Eastbound 2/1 circulating U 1 B 7 107 2048 234 45.7% - 43.3 2.5 Ahead
Eastbound 2/2 circulating U 1 B 7 93 2195 251 37.1% - 40.2 1.6 Right
3/1 A5300 Left U 1 A 52 1454 2069 1567 92.8% - 21.4 28.9
3/3+3/2 A5300 Ahead U 1 A 52 1956 2258:2216 1977 98.9% - 37.2 47.3
Southbound 4/1 circulating U 2 D 34 340 2027 1014 33.5% - 13.8 4.6 Ahead
Southbound 4/2 circulating U 2 D 34 859 2174 1087 79.0% - 17.9 14.7 Right
Southbound 4/3 circulating U 2 D 34 850 2174 1087 78.2% - 17.9 14.5 Right
5/1 A562 (East) U N/A - - 1561 2500 2500 62.4% - 1.9 0.8
A562 (West) 6/1 U 3 E 31 612 2011 919 66.6% - 20.6 10.2 Left
A562 (West) 6/2 U 3 E 31 676 2163 989 68.4% - 20.7 11.4 Left Ahead
Northbound 7/1 Circulating U 3 F 29 673 2069 887 75.9% - 11.1 6.8 Ahead
Northbound 7/2 Circulating U 3 F 29 739 2216 950 77.8% - 11.2 6.7 Ahead Right
8/1 A562 (West) U N/A - - 896 2500 2500 35.8% - 1.1 0.3
8/2 A562 (West) U N/A - - 850 2500 2500 34.0% - 1.1 0.3
Westbound 9/1 Circulating U N/A - - 859 2500 2500 34.4% - 1.1 0.3 Ahead
Westbound 9/2 Circulating U N/A - - 1328 2500 2500 53.1% - 1.5 0.6 Right Ahead
Westbound 9/3 Circulating U N/A - - 702 2500 2500 28.1% - 1.0 0.2 Right
Ditton Works 10/1 O N/A - - 162 1894 488 33.2% 162 10.7 1.7 Ahead Left
Ditton Works 10/2 O N/A - - 107 2029 243 44.0% 107 20.6 1.3 Ahead
11/1 Ditton works U N/A - - 504 2500 2500 20.2% - 0.9 0.1
A562 (East) 12/1 U 2 C 26 642 1984 765 83.9% - 33.6 13.7 Ahead Left
A562 (East) 12/2 U 2 C 26 702 2131 822 85.4% - 34.0 15.3 Ahead
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 124
HBC Field, Halebank Road, Widnes Transport Assessment
C1 Stream: 1 PRC for Signalled Lanes (%): -9.9 Total Delay for Signalled Lanes (pcuHr): 31.18 C1 Stream: 2 PRC for Signalled Lanes (%): 5.4 Total Delay for Signalled Lanes (pcuHr): 22.42 C1 Stream: 3 PRC for Signalled Lanes (%): 15.7 Total Delay for Signalled Lanes (pcuHr): 11.77 PRC Over All Lanes (%): -9.9 Total Delay Over All Lanes(pcuHr): 69.98 Cycle Time (s): 70
Scenario 2: '2012 Future Year HBC Field Design – PM Peak' (FG2: '2012 Future Year HBC Field Design – PM Peak', Plan 1: 'AM 2010 Base + Comm') Signal Plan Diagram Stage Stream: 1 1 Min: 7 2 Min: 7 A
B 5 42s 6 7s
Stage Stream: 2 1 Min: 7 2 Min: 7 D
C 5 22s 5 28s
Stage Stream: 3 1 Min: 7 2 Min: 7
E
F 5 25s 5 25s
Signal Plans Data Stage Stream: 1 Stage 1 2
Duration 42 7
Change Point 18 5
Stage Stream: 2 Stage 1 2
Duration 23 27
Change Point 49 17
Stage Stream: 3 Stage 1 2
Duration 25 25
Change Point 9 39
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 125
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Junction Layout Diagram
D
A5300 / A562 1 2 PRC: 2.6 %
1
6
1 Total Traffic Delay: 48.0 pcuHr .
4
.
2
6 5
0 6
A
. .
A
8 4
r
r
% %
m
m
1
3
-
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A
A
5
5
3
7
6 3
0
1
9 0
0
.
. 0
2
9
%
%
0 0
. .
8 6
2 1
3 14.4 86.8% 1 15.7 87.7% 2 3.0 56.8% 1 0.5 48.4% 1 1.6 28.4% 2 Arm 6 - A562 (West) Arm 5 - A562 (East) Arm 2 - Eastbound circulating
A
1 2
g
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A Arm 8 - A562 (West) Arm 9 - Westbound Circulating Arm 12 - A562 (East)
2 23.9% 0.2 3 30.0% 0.2 2 75.4% 11.7 1 25.4% 0.2 2 43.8% 0.4 1 72.3% 10.2 1 22.8% 0.1
1 2
1
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7 2
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Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 126
HBC Field, Halebank Road, Widnes Transport Assessment
Av. Total Demand Deg Turners Delay Lane Lane Controller Full Sat Flow Capacity Mean Max Item Green Flow Sat In Gaps Per Description Type Stream Phase (pcu/Hr) (pcu) Queue (pcu) (s) (pcu) (%) (pcu) PCU (s/pcu)
Network - - N/A - - - - - 87.7% 410 - -
A5300 / - - N/A - - - - - 87.7% 410 - - A562
1/1 A5300 U N/A - - 1519 2500 2500 60.8% - 1.8 0.8
1/2 A5300 U N/A - - 1411 2500 2500 56.4% - 1.7 0.6
Eastbound 2/1 circulating U 1 B 7 155 2048 273 56.8% - 28.1 3.0 Ahead
Eastbound 2/2 circulating U 1 B 7 83 2195 293 28.4% - 45.8 1.6 Right
3/1 A5300 Left U 1 A 42 1056 2069 1483 71.2% - 9.1 11.2
3/3+3/2 A5300 Ahead U 1 A 42 1358 2258:2216 1942 69.9% - 6.6 6.4
Southbound 4/1 circulating U 2 D 23 274 2027 811 33.8% - 18.4 3.9 Ahead
Southbound 4/2 circulating U 2 D 23 569 2174 870 65.4% - 16.9 8.5 Right
Southbound 4/3 circulating U 2 D 23 598 2174 870 68.8% - 18.2 9.2 Right
5/1 A562 (East) U N/A - - 1211 2500 2500 48.4% - 1.4 0.5
A562 (West) 6/1 U 3 E 25 756 2011 871 86.8% - 30.2 14.4 Left
A562 (West) 6/2 U 3 E 25 822 2163 937 87.7% - 30.3 15.7 Left Ahead
Northbound 7/1 Circulating U 3 F 25 763 2069 897 85.1% - 18.9 13.9 Ahead
Northbound 7/2 Circulating U 3 F 25 827 2216 960 86.1% - 18.1 14.7 Ahead Right
8/1 A562 (West) U N/A - - 636 2500 2500 25.4% - 1.0 0.2
8/2 A562 (West) U N/A - - 598 2500 2500 23.9% - 0.9 0.2
Westbound 9/1 Circulating U N/A - - 569 2500 2500 22.8% - 0.9 0.1 Ahead
Westbound 9/2 Circulating U N/A - - 1095 2500 2500 43.8% - 1.3 0.4 Right Ahead
Westbound 9/3 Circulating U N/A - - 750 2500 2500 30.0% - 1.0 0.2 Right
Ditton Works 10/1 O N/A - - 255 1894 645 39.6% 255 6.8 1.7 Ahead Left
Ditton Works 10/2 O N/A - - 155 2029 370 41.9% 155 12.6 1.2 Ahead
11/1 Ditton works U N/A - - 446 2500 2500 17.8% - 0.9 0.1
A562 (East) 12/1 U 2 C 27 669 1984 926 72.3% - 19.8 10.2 Ahead Left
A562 (East) 12/2 U 2 C 27 750 2131 994 75.4% - 20.4 11.7 Ahead
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 127
HBC Field, Halebank Road, Widnes Transport Assessment
C1 Stream: 1 PRC for Signalled Lanes (%): 26.4 Total Delay for Signalled Lanes (pcuHr): 7.42 C1 Stream: 2 PRC for Signalled Lanes (%): 19.3 Total Delay for Signalled Lanes (pcuHr): 15.04 C1 Stream: 3 PRC for Signalled Lanes (%): 2.6 Total Delay for Signalled Lanes (pcuHr): 21.43 PRC Over All Lanes (%): 2.6 Total Delay Over All Lanes(pcuHr): 47.99 Cycle Time (s): 60
Scenario 3: '2016 Future Year HBC Field Design – AM Peak' (FG3: '2016 Future Year HBC Field Design – AM Peak’, Plan 1: 'AM 2010 Base + Comm') Signal Plan Diagram Stage Stream: 1 1 Min: 7 2 Min: 7 A
B 5 52s 6 7s
Stage Stream: 2 1 Min: 7 2 Min: 7 D
C 5 34s 5 26s
Stage Stream: 3 1 Min: 7 2 Min: 7
E
F 5 30s 5 30s
Signal Plans Data Stage Stream: 1 Stage 1 2
Duration 52 7
Change Point 69 56
Stage Stream: 2 Stage 1 2
Duration 33 27
Change Point 67 35
Stage Stream: 3 Stage 1 2
Duration 30 30
Change Point 18 53
Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 128
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Junction Layout Diagram
D
A5300 / A562 1 2 PRC: -13.1 %
3
6
3 Total Traffic Delay: 93.0 pcuHr 9
.
.
7
5
5 5
2 0
A
. .
A
8 0
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7 4
% %
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6 5
2 1
3 11.0 70.9% 1 12.3 72.6% 2 1.6 45.7% 1 0.9 64.0% 1 2.1 37.5% 2 Arm 6 - A562 (West) Arm 5 - A562 (East) Arm 2 - Eastbound circulating
A
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A Arm 8 - A562 (West) Arm 9 - Westbound Circulating Arm 12 - A562 (East)
2 34.5% 0.3 3 28.8% 0.2 2 84.4% 15.2 1 36.3% 0.3 2 54.3% 0.6 1 83.0% 13.7 1 34.8% 0.3
1 2
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Atkins HBC Field – Transport Assessment \ Version 2.0 \ July 2011 \ 5100357 129
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Av. Total Demand Deg Turners Delay Lane Lane Controller Full Sat Flow Capacity Mean Max Item Green Flow Sat In Gaps Per Description Type Stream Phase (pcu/Hr) (pcu) Queue (pcu) (s) (pcu) (%) (pcu) PCU (s/pcu)
Network - - N/A - - - - - 101.7% 270 - -
A5300 / - - N/A - - - - - 101.7% 270 - - A562
1/1 A5300 U N/A - - 1321 2500 2500 52.8% - 1.5 0.6
1/2 A5300 U N/A - - 1251 2500 2500 50.0% - 1.4 0.5
Eastbound 2/1 circulating U 1 B 7 107 2048 234 45.7% - 42.1 1.6 Ahead
Eastbound 2/2 circulating U 1 B 7 94 2195 251 37.5% - 30.6 2.1 Right
3/1 A5300 Left U 1 A 52 1494 2069 1567 95.4% - 27.6 33.7
3/3+3/2 A5300 Ahead U 1 A 52 2013 2258:2216 1978 101.7% - 65.6 69.5
Southbound 4/1 circulating U 2 D 33 344 2027 985 34.5% - 11.8 4.0 Ahead
Southbound 4/2 circulating U 2 D 33 886 2174 1056 82.5% - 25.2 13.3 Right
Southbound 4/3 circulating U 2 D 33 877 2174 1056 81.7% - 24.5 13.7 Right
5/1 A562 (East) U N/A - - 1601 2500 2500 64.0% - 2.0 0.9
A562 (West) 6/1 U 3 E 30 631 2011 891 70.9% - 22.7 11.0 Left
A562 (West) 6/2 U 3 E 30 695 2163 958 72.6% - 22.8 12.3 Left Ahead
Northbound 7/1 Circulating U 3 F 30 690 2069 916 75.3% - 10.2 5.1 Ahead
Northbound 7/2 Circulating U 3 F 30 757 2216 981 77.1% - 10.4 5.4 Ahead Right
8/1 A562 (West) U N/A - - 923 2500 2500 36.3% - 1.1 0.3
8/2 A562 (West) U N/A - - 877 2500 2500 34.5% - 1.1 0.3
Westbound 9/1 Circulating U N/A - - 886 2500 2500 34.8% - 1.1 0.3 Ahead
Westbound 9/2 Circulating U N/A - - 1372 2500 2500 54.3% - 1.6 0.6 Right Ahead
Westbound 9/3 Circulating U N/A - - 719 2500 2500 28.8% - 1.0 0.2 Right
Ditton Works 10/1 O N/A - - 163 1894 462 35.3% 163 12.7 1.9 Ahead Left
Ditton Works 10/2 O N/A - - 107 2029 215 49.8% 107 25.8 1.5 Ahead
11/1 Ditton works U N/A - - 508 2500 2500 20.2% - 0.9 0.1
A562 (East) 12/1 U 2 C 27 659 1984 794 83.0% - 31.8 13.7 Ahead Left
A562 (East) 12/2 U 2 C 27 719 2131 852 84.4% - 32.0 15.2 Ahead
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C1 Stream: 1 PRC for Signalled Lanes (%): -13.1 Total Delay for Signalled Lanes (pcuHr): 50.19 C1 Stream: 2 PRC for Signalled Lanes (%): 6.7 Total Delay for Signalled Lanes (pcuHr): 25.30 C1 Stream: 3 PRC for Signalled Lanes (%): 16.7 Total Delay for Signalled Lanes (pcuHr): 12.52 PRC Over All Lanes (%): -13.1 Total Delay Over All Lanes(pcuHr): 93.04 Cycle Time (s): 70
Scenario 4: '2016 Future Year HBC Field Design – PM Peak' (FG4: '2016 Future Year HBC Field Design – AM Peak', Plan 1: 'AM 2010 Base + Comm') Signal Plan Diagram Stage Stream: 1 1 Min: 7 2 Min: 7 A
B 5 51s 6 8s
Stage Stream: 2 1 Min: 7 2 Min: 7 D
C 5 24s 5 36s
Stage Stream: 3 1 Min: 7 2 Min: 7
E
F 5 30s 5 30s
Signal Plans Data Stage Stream: 1 Stage 1 2
Duration 52 7
Change Point 41 28
Stage Stream: 2 Stage 1 2
Duration 27 33
Change Point 42 4
Stage Stream: 3 Stage 1 2
Duration 30 30
Change Point 56 21
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Junction Layout Diagram
D
A5300 / A562 1 2 PRC: 1.9 %
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1 Total Traffic Delay: 52.7 pcuHr .
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2 24.2% 0.2 3 31.0% 0.2 2 74.9% 13.5 1 26.7% 0.2 2 44.4% 0.4 1 70.4% 11.3 1 24.0% 0.2
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Av. Total Demand Deg Turners Delay Lane Lane Controller Full Sat Flow Capacity Mean Max Item Green Flow Sat In Gaps Per Description Type Stream Phase (pcu/Hr) (pcu) Queue (pcu) (s) (pcu) (%) (pcu) PCU (s/pcu)
Network - - N/A - - - - - 88.3% 415 - -
A5300 / - - N/A - - - - - 88.3% 415 - - A562
1/1 A5300 U N/A - - 1562 2500 2500 62.5% - 1.9 0.8
1/2 A5300 U N/A - - 1450 2500 2500 58.0% - 1.7 0.7
Eastbound 2/1 circulating U 1 B 7 157 2048 234 67.1% - 44.2 2.7 Ahead
Eastbound 2/2 circulating U 1 B 7 83 2195 251 33.1% - 31.8 1.9 Right
3/1 A5300 Left U 1 A 52 1084 2069 1567 69.2% - 8.1 11.7
3/3+3/2 A5300 Ahead U 1 A 52 1394 2258:2216 1976 70.6% - 6.1 6.9
Southbound 4/1 circulating U 2 D 27 274 2027 811 33.8% - 13.9 3.5 Ahead
Southbound 4/2 circulating U 2 D 27 599 2174 870 68.9% - 23.0 8.0 Right
Southbound 4/3 circulating U 2 D 27 604 2174 870 69.5% - 22.9 8.0 Right
5/1 A562 (East) U N/A - - 1241 2500 2500 49.6% - 1.4 0.5
A562 (West) 6/1 U 3 E 30 778 2011 891 87.4% - 32.8 16.9 Left
A562 (West) 6/2 U 3 E 30 846 2163 958 88.3% - 33.0 18.6 Left Ahead
Northbound 7/1 Circulating U 3 F 30 784 2069 916 85.6% - 19.7 15.0 Ahead
Northbound 7/2 Circulating U 3 F 30 844 2216 981 86.0% - 19.2 12.8 Ahead Right
8/1 A562 (West) U N/A - - 667 2500 2500 26.7% - 1.0 0.2
8/2 A562 (West) U N/A - - 604 2500 2500 24.2% - 0.9 0.2
Westbound 9/1 Circulating U N/A - - 599 2500 2500 24.0% - 0.9 0.2 Ahead
Westbound 9/2 Circulating U N/A - - 1110 2500 2500 44.4% - 1.3 0.4 Right Ahead
Westbound 9/3 Circulating U N/A - - 775 2500 2500 31.0% - 1.0 0.2 Right
Ditton Works 10/1 O N/A - - 258 1894 609 42.3% 258 7.9 2.3 Ahead Left
Ditton Works 10/2 O N/A - - 157 2029 328 47.9% 157 15.6 1.5 Ahead
11/1 Ditton works U N/A - - 446 2500 2500 17.8% - 0.9 0.1
A562 (East) 12/1 U 2 C 33 678 1984 964 70.4% - 20.3 11.3 Ahead Left
A562 (East) 12/2 U 2 C 33 775 2131 1035 74.9% - 21.4 13.5 Ahead
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C1 Stream: 1 PRC for Signalled Lanes (%): 27.6 Total Delay for Signalled Lanes (pcuHr): 7.46 C1 Stream: 2 PRC for Signalled Lanes (%): 20.2 Total Delay for Signalled Lanes (pcuHr): 17.16 C1 Stream: 3 PRC for Signalled Lanes (%): 1.9 Total Delay for Signalled Lanes (pcuHr): 23.63 PRC Over All Lanes (%): 1.9 Total Delay Over All Lanes(pcuHr): 52.73 Cycle Time (s): 70
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L.4. A562/ A5300 Mitigation Scheme Road Safety Audit
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Appendix M. Newstead Road Roundabout
ARCADY 7
Version: 7.1.0.228 [21st Feb 2011] © Copyright Transport Research Laboratory 2010
For sales and distribution information, program advice and maintenance, contact TRL: Tel: +44 (0)1344 770758 E-mail: [email protected] Web: http://www.trlsoftware.co.uk
The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution
Summary of roundabout performance AM 2012 With Development
Queue (PCU) Delay (min) RFC LOS Newstead Road (N) 0.99 0.11 0.50 A Newstead Road (E) 0.13 0.07 0.12 A New Access Road (S) 0.24 0.08 0.20 A
AM 2016 With Development
Queue (PCU) Delay (min) RFC LOS Newstead Road (N) 1.01 0.11 0.50 A Newstead Road (E) 0.14 0.07 0.12 A New Access Road (S) 0.24 0.08 0.20 A
PM 2012 With Development
Queue (PCU) Delay (min) RFC LOS Newstead Road (N) 0.79 0.10 0.44 A Newstead Road (E) 0.29 0.09 0.22 A New Access Road (S) 0.38 0.09 0.28 A
PM 2016 With Development
Queue (PCU) Delay (min) RFC LOS Newstead Road (N) 0.79 0.10 0.44 A Newstead Road (E) 0.30 0.09 0.23 A New Access Road (S) 0.38 0.09 0.28 A
Values shown are the maximum values over all time segments. Delay is the maximum value of average delay per arriving vehicle.
AM 2012 With Development - AM runs from 07:45:00 to 09:15:00 AM 2016 With Development - AM runs from 07:45:00 to 09:15:00 PM 2012 With Development - PM runs from 16:45:00 to 18:15:00 PM 2016 With Development - PM runs from 16:45:00 to 18:15:00
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A1 - AM 2012 With Development
Data Errors and Warnings No errors or warnings
Analysis Set Details Network Flow Reason For Include In Use Specific Demand Network Capacity Name Description Locked Scaling Factor Scaling Report Demand Set Set Scaling Factor (%) (%) Factors AM 2012 With True True D1 False 100.000 100.000 Development
Demand Set Details Time Time Traffi Time Start Finish Perio Run Use Segme c Scenario Perio Descriptio Locke Relationshi Time Time d Name Automatical Relationshi nt Profil Name d n d p (HH:m (HH:m Lengt ly p Length e Name m) m) h (min) Type (min) AM 2012 AM 2012 ONE With With AM False True False 07:45 09:15 90 15 HOU Developme Developme R nt, AM nt Roundabout Network
Roundabout Type(s) ID Name Arm Order Roundabout Type Grade Separated Large Roundabout Do Geometric Delay 1 (untitled) A,B,C Standard False False False
Roundabout Network Options Driving Side Lighting Road Surface In London Left Normal/unknown ((Mini-roundabouts only)) ((Mini-roundabouts only)) Arms
Arms ID Name Description A Newstead Road (N) B Newstead Road (E) C New Access Road (S)
Standard Geometry D - Inscribed PHI - Conflict V - Approach road E - Entry l' - Effective R - Entry Exit Arm circle diameter (entry) angle half-width (m) width (m) flare length (m) radius (m) Only (m) (deg) Newstead Road (N) 3.00 5.00 3.50 15.00 28.50 29.00 False Newstead Road (E) 2.75 4.50 7.50 10.00 28.50 34.00 False New Access Road (S) 2.75 4.50 5.00 15.00 28.50 45.50 False
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Arm Slope/ Intercept and Capacity
Slope and Intercept used in model Arm Enter Directly Slope Intercept (PCU/hr) Final Slope Final Intercept (PCU/hr) Newstead Road (N) False ((calculated)) ((calculated)) 0.534 1108.831 Newstead Road (E) False ((calculated)) ((calculated)) 0.510 1065.458 New Access Road (S) False ((calculated)) ((calculated)) 0.496 1007.440 The slope and intercept shown above include any corrections and adjustments. Traffic Flows
Demand Set Data Options Vehicle Vehicle Vehicle PCU Estimate Turning Turning Turning Default Mix Mix Mix Factor Default Vehicle Mix from Proportions Proportions Proportions Vehicle Varies Varies Varies for a Turning Source entry/exit Vary Over Vary Over Vary Over Mix Over Over Over HV Proportions counts Time Turn Entry Time Turn Entry (PCU) HV False False False True 2.00 False False False True True Percentages Entry Flows
General Flows Data Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) PHF Newstead Road (N) ONE HOUR True 446.00 100.000 N/A Newstead Road (E) ONE HOUR True 188.00 100.000 N/A New Access Road (S) ONE HOUR True 227.00 100.000 N/A Direct/Resultant Flows
Direct Flows Data Direct Demand Direct Demand Direct Demand Time DirectDemandEntryFlowInPCU Arm Entry Flow Exit Flow Pedestrian Flow Segment (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) 1 Newstead Road (N) 335.77 335.77 N/A N/A 1 Newstead Road (E) 141.54 141.54 N/A N/A 1 New Access Road (S) 170.90 170.90 N/A N/A 2 Newstead Road (N) 400.94 400.94 N/A N/A 2 Newstead Road (E) 169.01 169.01 N/A N/A 2 New Access Road (S) 204.07 204.07 N/A N/A 3 Newstead Road (N) 491.06 491.06 N/A N/A 3 Newstead Road (E) 206.99 206.99 N/A N/A 3 New Access Road (S) 249.93 249.93 N/A N/A 4 Newstead Road (N) 491.06 491.06 N/A N/A 4 Newstead Road (E) 206.99 206.99 N/A N/A 4 New Access Road (S) 249.93 249.93 N/A N/A 5 Newstead Road (N) 400.94 400.94 N/A N/A 5 Newstead Road (E) 169.01 169.01 N/A N/A 5 New Access Road (S) 204.07 204.07 N/A N/A 6 Newstead Road (N) 335.77 335.77 N/A N/A 6 Newstead Road (E) 141.54 141.54 N/A N/A 6 New Access Road (S) 170.90 170.90 N/A N/A
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Turning Proportions
Turning Counts or Proportions (PCU/hr) - (untitled) (for whole period) To A B C A 0.000 159.000 287.000 From B 188.000 0.000 0.000 C 227.000 0.000 0.000
Turning Proportions (PCU) - (untitled) (for whole period) To A B C A 0.00 0.46 0.54 From B 1.00 0.00 0.00 C 1.00 0.00 0.00 Results
Results Summary Inclusive Total Rate Of Inclusive Average Queueing Max Max Total Total Queueing Queueing Queueing Max Max Queueing Total Intercept Arm Delay Queue Demand Arrivals Delay Delay Average Slope RFC LOS Delay Delay (PCU/hr) (min) (PCU) (PCU/hr) (PCU) (PCU- (PCU- Delay (min) (PCU- min) min/min) (min) min) Newstead Road (N) 0.44 0.100.79 A 409.26 613.89 53.31 0.09 0.59 53.32 0.09 0.5341108.831 Newstead Road (E) 0.23 0.090.30 A 172.51 258.77 20.60 0.08 0.23 20.60 0.08 0.5101065.458 New Access Road (S) 0.28 0.090.38 A 208.30 312.45 26.43 0.08 0.29 26.43 0.08 0.4961007.440
Main Results
Main results: (07:45-08:00) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) Newstead Road (N) 335.77 83.94 334.05 310.86 0.00 0.00 1108.83 1108.83 0.303 0.00 0.43 Newstead Road (E) 141.54 35.38 140.85 119.09 214.96 0.00 955.90 701.79 0.148 0.00 0.17 New Access Road (S) 170.90 42.72 170.01 214.96 140.85 0.00 937.65 659.70 0.182 0.00 0.22
Main results: (08:00-08:15) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) Newstead Road (N) 400.94 100.24 400.42 372.65 0.00 0.00 1108.83 1108.83 0.362 0.43 0.56 Newstead Road (E) 169.01 42.25 168.82 142.75 257.67 0.00 934.13 701.79 0.181 0.17 0.22 New Access Road (S) 204.07 51.02 203.83 257.67 168.82 0.00 923.79 659.70 0.221 0.22 0.28
Main results: (08:15-08:30) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) Newstead Road (N) 491.06 122.76 490.16 456.24 0.00 0.00 1108.83 1108.83 0.443 0.56 0.79 Newstead Road (E) 206.99 51.75 206.69 174.74 315.42 0.00 904.70 701.79 0.229 0.22 0.29 New Access Road (S) 249.93 62.48 249.54 315.42 206.69 0.00 905.02 659.70 0.276 0.28 0.38
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Main results: (08:30-08:45) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) Newstead Road (N) 491.06 122.76 491.04 456.91 0.00 0.00 1108.83 1108.83 0.443 0.79 0.79 Newstead Road (E) 206.99 51.75 206.99 175.06 315.98 0.00 904.41 701.79 0.229 0.29 0.30 New Access Road (S) 249.93 62.48 249.93 315.98 206.99 0.00 904.88 659.70 0.276 0.38 0.38
Main results: (08:45-09:00) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) Newstead Road (N) 400.94 100.24 401.82 373.75 0.00 0.00 1108.83 1108.83 0.362 0.79 0.57 Newstead Road (E) 169.01 42.25 169.30 143.25 258.57 0.00 933.67 701.79 0.181 0.30 0.22 New Access Road (S) 204.07 51.02 204.45 258.57 169.30 0.00 923.55 659.70 0.221 0.38 0.29
Main results: (09:00-09:15) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) Newstead Road (N) 335.77 83.94 336.31 312.87 0.00 0.00 1108.83 1108.83 0.303 0.57 0.44 Newstead Road (E) 141.54 35.38 141.73 119.89 216.41 0.00 955.16 701.79 0.148 0.22 0.17 New Access Road (S) 170.90 42.72 171.14 216.41 141.73 0.00 937.21 659.70 0.182 0.29 0.22
Queueing Delay Results
Queueing Delay results: (07:45-08:00) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service Newstead Road (N) 6.28 0.42 0.077 A A Newstead Road (E) 2.53 0.17 0.074 A A New Access Road (S) 3.24 0.22 0.078 A A
Queueing Delay results: (08:00-08:15) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service Newstead Road (N) 8.25 0.55 0.085 A A Newstead Road (E) 3.24 0.22 0.078 A A New Access Road (S) 4.15 0.28 0.083 A A
Queueing Delay results: (08:15-08:30) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service Newstead Road (N) 11.47 0.76 0.097 A A Newstead Road (E) 4.33 0.29 0.086 A A New Access Road (S) 5.56 0.37 0.091 A A
Queueing Delay results: (08:30-08:45) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service Newstead Road (N) 11.83 0.79 0.097 A A Newstead Road (E) 4.43 0.30 0.086 A A New Access Road (S) 5.69 0.38 0.092 A A
Queueing Delay results: (08:45-09:00) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service Newstead Road (N) 8.78 0.59 0.085 A A Newstead Road (E) 3.40 0.23 0.079 A A New Access Road (S) 4.37 0.29 0.083 A A
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Queueing Delay results: (09:00-09:15) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service Newstead Road (N) 6.70 0.45 0.078 A A Newstead Road (E) 2.67 0.18 0.074 A A New Access Road (S) 3.43 0.23 0.078 A A Overview: Standard Roundabout Geometry
Standard Geometry V - Approach E - Entry l' - Effective R - Entry D - Inscribed PHI - Conflict Final Exit Final Arm road half-width width flare length radius circle diameter (entry) angle Intercept Only Slope (m) (m) (m) (m) (m) (deg) (PCU/hr) Newstead 3.00 5.00 3.50 15.00 28.50 29.00 False 0.534 1108.831 Road (N) Newstead 2.75 4.50 7.50 10.00 28.50 34.00 False 0.510 1065.458 Road (E) New Access 2.75 4.50 5.00 15.00 28.50 45.50 False 0.496 1007.440 Road (S) Overview: Time Segment Results
Time Segment Results Average Pedestrian Start End Queueing Geometric Time Demand Capacity Delay Per Arm RFC Demand Queue Queue Total Delay Total Delay Segment (PCU/hr) (PCU/hr) Arriving (Ped/hr) (PCU) (PCU) (PCU-min) (PCU-min) Vehicle (min) Newstead 1 335.77 1108.83 0.303 0.00 0.00 0.43 6.28 (0.02) 0.077 Road (N) Newstead 1 141.54 955.90 0.148 0.00 0.00 0.17 2.53 (0.02) 0.074 Road (E) New 1 Access 170.90 937.65 0.182 0.00 0.00 0.22 3.24 (0.02) 0.078 Road (S) Newstead 2 400.94 1108.83 0.362 0.00 0.43 0.56 8.25 (0.02) 0.085 Road (N) Newstead 2 169.01 934.13 0.181 0.00 0.17 0.22 3.24 (0.02) 0.078 Road (E) New 2 Access 204.07 923.79 0.221 0.00 0.22 0.28 4.15 (0.02) 0.083 Road (S) Newstead 3 491.06 1108.83 0.443 0.00 0.56 0.79 11.47 (0.02) 0.097 Road (N) Newstead 3 206.99 904.70 0.229 0.00 0.22 0.29 4.33 (0.02) 0.086 Road (E) New 3 Access 249.93 905.02 0.276 0.00 0.28 0.38 5.56 (0.02) 0.091 Road (S) Newstead 4 491.06 1108.83 0.443 0.00 0.79 0.79 11.83 (0.02) 0.097 Road (N) Newstead 4 206.99 904.41 0.229 0.00 0.29 0.30 4.43 (0.02) 0.086 Road (E) New 4 Access 249.93 904.88 0.276 0.00 0.38 0.38 5.69 (0.02) 0.092 Road (S) Newstead 5 400.94 1108.83 0.362 0.00 0.79 0.57 8.78 (0.02) 0.085 Road (N) Newstead 5 169.01 933.67 0.181 0.00 0.30 0.22 3.40 (0.02) 0.079 Road (E) New 5 Access 204.07 923.55 0.221 0.00 0.38 0.29 4.37 (0.02) 0.083 Road (S)
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Average Pedestrian Start End Queueing Geometric Time Demand Capacity Delay Per Arm RFC Demand Queue Queue Total Delay Total Delay Segment (PCU/hr) (PCU/hr) Arriving (Ped/hr) (PCU) (PCU) (PCU-min) (PCU-min) Vehicle (min) Newstead 6 335.77 1108.83 0.303 0.00 0.57 0.44 6.70 (0.02) 0.078 Road (N) Newstead 6 141.54 955.16 0.148 0.00 0.22 0.17 2.67 (0.02) 0.074 Road (E) New 6 Access 170.90 937.21 0.182 0.00 0.29 0.22 3.43 (0.02) 0.078 Road (S) A2 - AM 2016 With Development
Data Errors and Warnings No errors or warnings
Analysis Set Details Network Flow Reason For Include In Use Specific Demand Network Capacity Name Description Locked Scaling Factor Scaling Report Demand Set Set Scaling Factor (%) (%) Factors AM 2016 With True True D2 False 100.000 100.000 Development
Demand Set Details Time Time Traffi Time Start Finish Perio Run Use Segme c Scenario Perio Descriptio Locke Relationshi Time Time d Name Automatical Relationshi nt Profil Name d n d p (HH:m (HH:m Lengt ly p Length e Name m) m) h (min) Type (min) AM 2016 AM 2016 ONE With With AM False True False 07:45 09:15 90 15 HOU Developme Developme R nt, AM nt Roundabout Network
Roundabout Type(s) ID Name Arm Order Roundabout Type Grade Separated Large Roundabout Do Geometric Delay 1 (untitled) A,B,C Standard False False False
Roundabout Network Options Driving Side Lighting Road Surface In London Left Normal/unknown ((Mini-roundabouts only)) ((Mini-roundabouts only)) Arms
Arms ID Name Description A Newstead Road (N) B Newstead Road (E) C New Access Road (S)
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Standard Geometry D - Inscribed PHI - Conflict V - Approach road E - Entry l' - Effective R - Entry Exit Arm circle diameter (entry) angle half-width (m) width (m) flare length (m) radius (m) Only (m) (deg) Newstead Road (N) 3.00 5.00 3.50 15.00 28.50 29.00 False Newstead Road (E) 2.75 4.50 7.50 10.00 28.50 34.00 False New Access Road (S) 2.75 4.50 5.00 15.00 28.50 45.50 False
Arm Slope/ Intercept and Capacity
Slope and Intercept used in model Arm Enter Directly Slope Intercept (PCU/hr) Final Slope Final Intercept (PCU/hr) Newstead Road (N) False ((calculated)) ((calculated)) 0.534 1108.831 Newstead Road (E) False ((calculated)) ((calculated)) 0.510 1065.458 New Access Road (S) False ((calculated)) ((calculated)) 0.496 1007.440 The slope and intercept shown above include any corrections and adjustments. Traffic Flows
Demand Set Data Options Vehicle Vehicle Vehicle PCU Estimate Turning Turning Turning Default Mix Mix Mix Factor Default Vehicle Mix from Proportions Proportions Proportions Vehicle Varies Varies Varies for a Turning Source entry/exit Vary Over Vary Over Vary Over Mix Over Over Over HV Proportions counts Time Turn Entry Time Turn Entry (PCU) HV False False False True 2.00 False False False True True Percentages Entry Flows
General Flows Data Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) PHF Newstead Road (N) ONE HOUR True 446.00 100.000 N/A Newstead Road (E) ONE HOUR True 188.00 100.000 N/A New Access Road (S) ONE HOUR True 227.00 100.000 N/A Direct/Resultant Flows
Direct Flows Data Direct Demand Direct Demand Direct Demand Time DirectDemandEntryFlowInPCU Arm Entry Flow Exit Flow Pedestrian Flow Segment (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) 1 Newstead Road (N) 335.77 335.77 N/A N/A 1 Newstead Road (E) 141.54 141.54 N/A N/A 1 New Access Road (S) 170.90 170.90 N/A N/A 2 Newstead Road (N) 400.94 400.94 N/A N/A 2 Newstead Road (E) 169.01 169.01 N/A N/A 2 New Access Road (S) 204.07 204.07 N/A N/A 3 Newstead Road (N) 491.06 491.06 N/A N/A 3 Newstead Road (E) 206.99 206.99 N/A N/A 3 New Access Road (S) 249.93 249.93 N/A N/A 4 Newstead Road (N) 491.06 491.06 N/A N/A 4 Newstead Road (E) 206.99 206.99 N/A N/A 4 New Access Road (S) 249.93 249.93 N/A N/A 5 Newstead Road (N) 400.94 400.94 N/A N/A
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Direct Demand Direct Demand Direct Demand Time DirectDemandEntryFlowInPCU Arm Entry Flow Exit Flow Pedestrian Flow Segment (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) 5 Newstead Road (E) 169.01 169.01 N/A N/A 5 New Access Road (S) 204.07 204.07 N/A N/A 6 Newstead Road (N) 335.77 335.77 N/A N/A 6 Newstead Road (E) 141.54 141.54 N/A N/A 6 New Access Road (S) 170.90 170.90 N/A N/A Turning Proportions
Turning Counts or Proportions (PCU/hr) - (untitled) (for whole period) To A B C A 0.000 159.000 287.000 From B 188.000 0.000 0.000 C 227.000 0.000 0.000
Turning Proportions (PCU) - (untitled) (for whole period) To A B C A 0.00 0.47 0.53 From B 1.00 0.00 0.00 C 1.00 0.00 0.00 Results
Results Summary Inclusive Total Rate Of Inclusive Average Queueing Max Max Total Total Queueing Queueing Queueing Max Max Queueing Total Intercept Arm Delay Queue Demand Arrivals Delay Delay Average Slope RFC LOS Delay Delay (PCU/hr) (min) (PCU) (PCU/hr) (PCU) (PCU- (PCU- Delay (min) (PCU- min) min/min) (min) min) Newstead Road 0.44 0.10 0.79 A 409.26 613.89 53.31 0.09 0.59 53.32 0.09 0.5341108.831 (N) Newstead Road 0.23 0.09 0.30 A 172.51 258.77 20.60 0.08 0.23 20.60 0.08 0.5101065.458 (E) New Access 0.28 0.09 0.38 A 208.30 312.45 26.43 0.08 0.29 26.43 0.08 0.4961007.440 Road (S)
Main Results
Main results: (07:45-08:00) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) Newstead Road (N) 335.77 83.94 334.05 310.86 0.00 0.00 1108.83 1108.83 0.303 0.00 0.43 Newstead Road (E) 141.54 35.38 140.85 119.09 214.96 0.00 955.90 701.79 0.148 0.00 0.17 New Access Road (S) 170.90 42.72 170.01 214.96 140.85 0.00 937.65 659.70 0.182 0.00 0.22
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Main results: (08:00-08:15) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) Newstead Road (N) 400.94 100.24 400.42 372.65 0.00 0.00 1108.83 1108.83 0.362 0.43 0.56 Newstead Road (E) 169.01 42.25 168.82 142.75 257.67 0.00 934.13 701.79 0.181 0.17 0.22 New Access Road (S) 204.07 51.02 203.83 257.67 168.82 0.00 923.79 659.70 0.221 0.22 0.28
Main results: (08:15-08:30) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) Newstead Road (N) 491.06 122.76 490.16 456.24 0.00 0.00 1108.83 1108.83 0.443 0.56 0.79 Newstead Road (E) 206.99 51.75 206.69 174.74 315.42 0.00 904.70 701.79 0.229 0.22 0.29 New Access Road (S) 249.93 62.48 249.54 315.42 206.69 0.00 905.02 659.70 0.276 0.28 0.38
Main results: (08:30-08:45) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) Newstead Road (N) 491.06 122.76 491.04 456.91 0.00 0.00 1108.83 1108.83 0.443 0.79 0.79 Newstead Road (E) 206.99 51.75 206.99 175.06 315.98 0.00 904.41 701.79 0.229 0.29 0.30 New Access Road (S) 249.93 62.48 249.93 315.98 206.99 0.00 904.88 659.70 0.276 0.38 0.38
Main results: (08:45-09:00) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) Newstead Road (N) 400.94 100.24 401.82 373.75 0.00 0.00 1108.83 1108.83 0.362 0.79 0.57 Newstead Road (E) 169.01 42.25 169.30 143.25 258.57 0.00 933.67 701.79 0.181 0.30 0.22 New Access Road (S) 204.07 51.02 204.45 258.57 169.30 0.00 923.55 659.70 0.221 0.38 0.29
Main results: (09:00-09:15) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) Newstead Road (N) 335.77 83.94 336.31 312.87 0.00 0.00 1108.83 1108.83 0.303 0.57 0.44 Newstead Road (E) 141.54 35.38 141.73 119.89 216.41 0.00 955.16 701.79 0.148 0.22 0.17 New Access Road (S) 170.90 42.72 171.14 216.41 141.73 0.00 937.21 659.70 0.182 0.29 0.22
Queueing Delay Results
Queueing Delay results: (07:45-08:00) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service Newstead Road (N) 6.28 0.42 0.077 A A Newstead Road (E) 2.53 0.17 0.074 A A New Access Road (S) 3.24 0.22 0.078 A A
Queueing Delay results: (08:00-08:15) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service Newstead Road (N) 8.25 0.55 0.085 A A Newstead Road (E) 3.24 0.22 0.078 A A New Access Road (S) 4.15 0.28 0.083 A A
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Queueing Delay results: (08:15-08:30) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service Newstead Road (N) 11.47 0.76 0.097 A A Newstead Road (E) 4.33 0.29 0.086 A A New Access Road (S) 5.56 0.37 0.091 A A
Queueing Delay results: (08:30-08:45) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service Newstead Road (N) 11.83 0.79 0.097 A A Newstead Road (E) 4.43 0.30 0.086 A A New Access Road (S) 5.69 0.38 0.092 A A
Queueing Delay results: (08:45-09:00) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service Newstead Road (N) 8.78 0.59 0.085 A A Newstead Road (E) 3.40 0.23 0.079 A A New Access Road (S) 4.37 0.29 0.083 A A
Queueing Delay results: (09:00-09:15) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service Newstead Road (N) 6.70 0.45 0.078 A A Newstead Road (E) 2.67 0.18 0.074 A A New Access Road (S) 3.43 0.23 0.078 A A Overview: Standard Roundabout Geometry
Standard Geometry V - Approach E - Entry l' - Effective R - Entry D - Inscribed PHI - Conflict Final Exit Final Arm road half-width width flare length radius circle diameter (entry) angle Intercept Only Slope (m) (m) (m) (m) (m) (deg) (PCU/hr) Newstead 3.00 5.00 3.50 15.00 28.50 29.00 False 0.534 1108.831 Road (N) Newstead 2.75 4.50 7.50 10.00 28.50 34.00 False 0.510 1065.458 Road (E) New Access 2.75 4.50 5.00 15.00 28.50 45.50 False 0.496 1007.440 Road (S) Overview: Time Segment Results
Time Segment Results Average Pedestrian Start End Queueing Geometric Time Demand Capacity Delay Per Arm RFC Demand Queue Queue Total Delay Total Delay Segment (PCU/hr) (PCU/hr) Arriving (Ped/hr) (PCU) (PCU) (PCU-min) (PCU-min) Vehicle (min) Newstead 1 335.77 1108.83 0.303 0.00 0.00 0.43 6.28 (0.02) 0.077 Road (N) Newstead 1 141.54 955.90 0.148 0.00 0.00 0.17 2.53 (0.02) 0.074 Road (E) New 1 Access 170.90 937.65 0.182 0.00 0.00 0.22 3.24 (0.02) 0.078 Road (S) Newstead 2 400.94 1108.83 0.362 0.00 0.43 0.56 8.25 (0.02) 0.085 Road (N) Newstead 2 169.01 934.13 0.181 0.00 0.17 0.22 3.24 (0.02) 0.078 Road (E)
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Average Pedestrian Start End Queueing Geometric Time Demand Capacity Delay Per Arm RFC Demand Queue Queue Total Delay Total Delay Segment (PCU/hr) (PCU/hr) Arriving (Ped/hr) (PCU) (PCU) (PCU-min) (PCU-min) Vehicle (min) New 2 Access 204.07 923.79 0.221 0.00 0.22 0.28 4.15 (0.02) 0.083 Road (S) Newstead 3 491.06 1108.83 0.443 0.00 0.56 0.79 11.47 (0.02) 0.097 Road (N) Newstead 3 206.99 904.70 0.229 0.00 0.22 0.29 4.33 (0.02) 0.086 Road (E) New 3 Access 249.93 905.02 0.276 0.00 0.28 0.38 5.56 (0.02) 0.091 Road (S) Newstead 4 491.06 1108.83 0.443 0.00 0.79 0.79 11.83 (0.02) 0.097 Road (N) Newstead 4 206.99 904.41 0.229 0.00 0.29 0.30 4.43 (0.02) 0.086 Road (E) New 4 Access 249.93 904.88 0.276 0.00 0.38 0.38 5.69 (0.02) 0.092 Road (S) Newstead 5 400.94 1108.83 0.362 0.00 0.79 0.57 8.78 (0.02) 0.085 Road (N) Newstead 5 169.01 933.67 0.181 0.00 0.30 0.22 3.40 (0.02) 0.079 Road (E) New 5 Access 204.07 923.55 0.221 0.00 0.38 0.29 4.37 (0.02) 0.083 Road (S) Newstead 6 335.77 1108.83 0.303 0.00 0.57 0.44 6.70 (0.02) 0.078 Road (N) Newstead 6 141.54 955.16 0.148 0.00 0.22 0.17 2.67 (0.02) 0.074 Road (E) New 6 Access 170.90 937.21 0.182 0.00 0.29 0.22 3.43 (0.02) 0.078 Road (S)
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A3 - PM 2012 With Development
Data Errors and Warnings No errors or warnings
Analysis Set Details Network Flow Reason For Include In Use Specific Demand Network Capacity Name Description Locked Scaling Factor Scaling Report Demand Set Set Scaling Factor (%) (%) Factors PM 2012 With True True D3 False 100.000 100.000 Development
Demand Set Details Time Time Traffi Time Start Finish Perio Run Use Segme c Scenario Perio Descriptio Locke Relationshi Time Time d Name Automatical Relationshi nt Profil Name d n d p (HH:m (HH:m Lengt ly p Length e Name m) m) h (min) Type (min) PM 2012 PM 2012 ONE With With PM False True False 16:45 18:15 90 15 HOU Developme Developme R nt, PM nt Roundabout Network
Roundabout Type(s) ID Name Arm Order Roundabout Type Grade Separated Large Roundabout Do Geometric Delay 1 (untitled) A,B,C Standard False False False
Roundabout Network Options Driving Side Lighting Road Surface In London Left Normal/unknown ((Mini-roundabouts only)) ((Mini-roundabouts only)) Arms
Arms ID Name Description A Newstead Road (N) B Newstead Road (E) C New Access Road (S)
Standard Geometry D - Inscribed PHI - Conflict V - Approach road E - Entry l' - Effective R - Entry Exit Arm circle diameter (entry) angle half-width (m) width (m) flare length (m) radius (m) Only (m) (deg) Newstead Road (N) 3.00 5.00 3.50 15.00 28.50 29.00 False Newstead Road (E) 2.75 4.50 7.50 10.00 28.50 34.00 False New Access Road (S) 2.75 4.50 5.00 15.00 28.50 45.50 False
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Arm Slope/ Intercept and Capacity
Slope and Intercept used in model Arm Enter Directly Slope Intercept (PCU/hr) Final Slope Final Intercept (PCU/hr) Newstead Road (N) False ((calculated)) ((calculated)) 0.534 1108.831 Newstead Road (E) False ((calculated)) ((calculated)) 0.510 1065.458 New Access Road (S) False ((calculated)) ((calculated)) 0.496 1007.440 The slope and intercept shown above include any corrections and adjustments. Traffic Flows
Demand Set Data Options Vehicle Vehicle Vehicle PCU Estimate Turning Turning Turning Default Mix Mix Mix Factor Default Vehicle Mix from Proportions Proportions Proportions Vehicle Varies Varies Varies for a Turning Source entry/exit Vary Over Vary Over Vary Over Mix Over Over Over HV Proportions counts Time Turn Entry Time Turn Entry (PCU) HV False False True True 2.00 False False False True True Percentages Entry Flows
General Flows Data Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) PHF Newstead Road (N) ONE HOUR True 446.00 100.000 N/A Newstead Road (E) ONE HOUR True 188.00 100.000 N/A New Access Road (S) ONE HOUR True 227.00 100.000 N/A Direct/Resultant Flows
Direct Flows Data Direct Demand Direct Demand Direct Demand Time DirectDemandEntryFlowInPCU Arm Entry Flow Exit Flow Pedestrian Flow Segment (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) 1 Newstead Road (N) 335.77 335.77 N/A N/A 1 Newstead Road (E) 141.54 141.54 N/A N/A 1 New Access Road (S) 170.90 170.90 N/A N/A 2 Newstead Road (N) 400.94 400.94 N/A N/A 2 Newstead Road (E) 169.01 169.01 N/A N/A 2 New Access Road (S) 204.07 204.07 N/A N/A 3 Newstead Road (N) 491.06 491.06 N/A N/A 3 Newstead Road (E) 206.99 206.99 N/A N/A 3 New Access Road (S) 249.93 249.93 N/A N/A 4 Newstead Road (N) 491.06 491.06 N/A N/A 4 Newstead Road (E) 206.99 206.99 N/A N/A 4 New Access Road (S) 249.93 249.93 N/A N/A 5 Newstead Road (N) 400.94 400.94 N/A N/A 5 Newstead Road (E) 169.01 169.01 N/A N/A 5 New Access Road (S) 204.07 204.07 N/A N/A 6 Newstead Road (N) 335.77 335.77 N/A N/A 6 Newstead Road (E) 141.54 141.54 N/A N/A 6 New Access Road (S) 170.90 170.90 N/A N/A
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Turning Proportions
Turning Counts or Proportions (PCU/hr) - (untitled) (for whole period) To A B C A 0.000 159.000 287.000 From B 188.000 0.000 0.000 C 227.000 0.000 0.000
Turning Proportions (PCU) - (untitled) (for whole period) To A B C A 0.00 0.36 0.64 From B 1.00 0.00 0.00 C 1.00 0.00 0.00 Results
Results Summary Inclusive Total Rate Of Inclusive Average Queueing Max Max Total Total Queueing Queueing Queueing Max Max Queueing Total Intercept Arm Delay Queue Demand Arrivals Delay Delay Average Slope RFC LOS Delay Delay (PCU/hr) (min) (PCU) (PCU/hr) (PCU) (PCU- (PCU- Delay (min) (PCU- min) min/min) (min) min) Newstead Road 0.44 0.10 0.79 A 409.26 613.89 53.31 0.09 0.59 53.32 0.09 0.5341108.831 (N) Newstead Road 0.23 0.09 0.30 A 172.51 258.77 20.60 0.08 0.23 20.60 0.08 0.5101065.458 (E) New Access 0.28 0.09 0.38 A 208.30 312.45 26.43 0.08 0.29 26.43 0.08 0.4961007.440 Road (S)
Main Results
Main results: (16:45-17:00) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) Newstead Road (N) 335.77 83.94 334.05 310.86 0.00 0.00 1108.83 1108.83 0.303 0.00 0.43 Newstead Road (E) 141.54 35.38 140.85 119.09 214.96 0.00 955.90 701.79 0.148 0.00 0.17 New Access Road (S) 170.90 42.72 170.01 214.96 140.85 0.00 937.65 659.70 0.182 0.00 0.22
Main results: (17:00-17:15) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) Newstead Road (N) 400.94 100.24 400.42 372.65 0.00 0.00 1108.83 1108.83 0.362 0.43 0.56 Newstead Road (E) 169.01 42.25 168.82 142.75 257.67 0.00 934.13 701.79 0.181 0.17 0.22 New Access Road (S) 204.07 51.02 203.83 257.67 168.82 0.00 923.79 659.70 0.221 0.22 0.28
Main results: (17:15-17:30) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) Newstead Road (N) 491.06 122.76 490.16 456.24 0.00 0.00 1108.83 1108.83 0.443 0.56 0.79 Newstead Road (E) 206.99 51.75 206.69 174.74 315.42 0.00 904.70 701.79 0.229 0.22 0.29 New Access Road (S) 249.93 62.48 249.54 315.42 206.69 0.00 905.02 659.70 0.276 0.28 0.38
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Main results: (17:30-17:45) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) Newstead Road (N) 491.06 122.76 491.04 456.91 0.00 0.00 1108.83 1108.83 0.443 0.79 0.79 Newstead Road (E) 206.99 51.75 206.99 175.06 315.98 0.00 904.41 701.79 0.229 0.29 0.30 New Access Road (S) 249.93 62.48 249.93 315.98 206.99 0.00 904.88 659.70 0.276 0.38 0.38
Main results: (17:45-18:00) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) Newstead Road (N) 400.94 100.24 401.82 373.75 0.00 0.00 1108.83 1108.83 0.362 0.79 0.57 Newstead Road (E) 169.01 42.25 169.30 143.25 258.57 0.00 933.67 701.79 0.181 0.30 0.22 New Access Road (S) 204.07 51.02 204.45 258.57 169.30 0.00 923.55 659.70 0.221 0.38 0.29
Main results: (18:00-18:15) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) Newstead Road (N) 335.77 83.94 336.31 312.87 0.00 0.00 1108.83 1108.83 0.303 0.57 0.44 Newstead Road (E) 141.54 35.38 141.73 119.89 216.41 0.00 955.16 701.79 0.148 0.22 0.17 New Access Road (S) 170.90 42.72 171.14 216.41 141.73 0.00 937.21 659.70 0.182 0.29 0.22
Queueing Delay Results
Queueing Delay results: (16:45-17:00) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service Newstead Road (N) 6.28 0.42 0.077 A A Newstead Road (E) 2.53 0.17 0.074 A A New Access Road (S) 3.24 0.22 0.078 A A
Queueing Delay results: (17:00-17:15) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service Newstead Road (N) 8.25 0.55 0.085 A A Newstead Road (E) 3.24 0.22 0.078 A A New Access Road (S) 4.15 0.28 0.083 A A
Queueing Delay results: (17:15-17:30) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service Newstead Road (N) 11.47 0.76 0.097 A A Newstead Road (E) 4.33 0.29 0.086 A A New Access Road (S) 5.56 0.37 0.091 A A
Queueing Delay results: (17:30-17:45) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service Newstead Road (N) 11.83 0.79 0.097 A A Newstead Road (E) 4.43 0.30 0.086 A A New Access Road (S) 5.69 0.38 0.092 A A
Queueing Delay results: (17:45-18:00) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service Newstead Road (N) 8.78 0.59 0.085 A A Newstead Road (E) 3.40 0.23 0.079 A A New Access Road (S) 4.37 0.29 0.083 A A
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Queueing Delay results: (18:00-18:15) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service Newstead Road (N) 6.70 0.45 0.078 A A Newstead Road (E) 2.67 0.18 0.074 A A New Access Road (S) 3.43 0.23 0.078 A A Overview: Standard Roundabout Geometry
Standard Geometry V - Approach E - Entry l' - Effective R - Entry D - Inscribed PHI - Conflict Final Exit Final Arm road half-width width flare length radius circle diameter (entry) angle Intercept Only Slope (m) (m) (m) (m) (m) (deg) (PCU/hr) Newstead 3.00 5.00 3.50 15.00 28.50 29.00 False 0.534 1108.831 Road (N) Newstead 2.75 4.50 7.50 10.00 28.50 34.00 False 0.510 1065.458 Road (E) New Access 2.75 4.50 5.00 15.00 28.50 45.50 False 0.496 1007.440 Road (S) Overview: Time Segment Results
Time Segment Results Average Pedestrian Start End Queueing Geometric Time Demand Capacity Delay Per Arm RFC Demand Queue Queue Total Delay Total Delay Segment (PCU/hr) (PCU/hr) Arriving (Ped/hr) (PCU) (PCU) (PCU-min) (PCU-min) Vehicle (min) Newstead 1 335.77 1108.83 0.303 0.00 0.00 0.43 6.28 (0.02) 0.077 Road (N) Newstead 1 141.54 955.90 0.148 0.00 0.00 0.17 2.53 (0.02) 0.074 Road (E) New 1 Access 170.90 937.65 0.182 0.00 0.00 0.22 3.24 (0.02) 0.078 Road (S) Newstead 2 400.94 1108.83 0.362 0.00 0.43 0.56 8.25 (0.02) 0.085 Road (N) Newstead 2 169.01 934.13 0.181 0.00 0.17 0.22 3.24 (0.02) 0.078 Road (E) New 2 Access 204.07 923.79 0.221 0.00 0.22 0.28 4.15 (0.02) 0.083 Road (S) Newstead 3 491.06 1108.83 0.443 0.00 0.56 0.79 11.47 (0.02) 0.097 Road (N) Newstead 3 206.99 904.70 0.229 0.00 0.22 0.29 4.33 (0.02) 0.086 Road (E) New 3 Access 249.93 905.02 0.276 0.00 0.28 0.38 5.56 (0.02) 0.091 Road (S) Newstead 4 491.06 1108.83 0.443 0.00 0.79 0.79 11.83 (0.02) 0.097 Road (N) Newstead 4 206.99 904.41 0.229 0.00 0.29 0.30 4.43 (0.02) 0.086 Road (E) New 4 Access 249.93 904.88 0.276 0.00 0.38 0.38 5.69 (0.02) 0.092 Road (S) Newstead 5 400.94 1108.83 0.362 0.00 0.79 0.57 8.78 (0.02) 0.085 Road (N) Newstead 5 169.01 933.67 0.181 0.00 0.30 0.22 3.40 (0.02) 0.079 Road (E) New 5 Access 204.07 923.55 0.221 0.00 0.38 0.29 4.37 (0.02) 0.083 Road (S)
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Average Pedestrian Start End Queueing Geometric Time Demand Capacity Delay Per Arm RFC Demand Queue Queue Total Delay Total Delay Segment (PCU/hr) (PCU/hr) Arriving (Ped/hr) (PCU) (PCU) (PCU-min) (PCU-min) Vehicle (min) Newstead 6 335.77 1108.83 0.303 0.00 0.57 0.44 6.70 (0.02) 0.078 Road (N) Newstead 6 141.54 955.16 0.148 0.00 0.22 0.17 2.67 (0.02) 0.074 Road (E) New 6 Access 170.90 937.21 0.182 0.00 0.29 0.22 3.43 (0.02) 0.078 Road (S) A4 - PM 2016 With Development
Data Errors and Warnings No errors or warnings
Analysis Set Details Network Flow Reason For Include In Use Specific Demand Network Capacity Name Description Locked Scaling Factor Scaling Report Demand Set Set Scaling Factor (%) (%) Factors PM 2016 With True True D4 False 100.000 100.000 Development
Demand Set Details Time Time Traffi Time Start Finish Perio Run Use Segme c Scenario Perio Descriptio Locke Relationshi Time Time d Name Automatical Relationshi nt Profil Name d n d p (HH:m (HH:m Lengt ly p Length e Name m) m) h (min) Type (min) PM 2016 PM 2016 ONE With With PM False True False 16:45 18:15 90 15 HOU Developme Developme R nt, PM nt Roundabout Network
Roundabout Type(s) ID Name Arm Order Roundabout Type Grade Separated Large Roundabout Do Geometric Delay 1 (untitled) A,B,C Standard False False False
Roundabout Network Options Driving Side Lighting Road Surface In London Left Normal/unknown ((Mini-roundabouts only)) ((Mini-roundabouts only)) Arms
Arms ID Name Description A Newstead Road (N) B Newstead Road (E) C New Access Road (S)
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Standard Geometry D - Inscribed PHI - Conflict V - Approach road E - Entry l' - Effective R - Entry Exit Arm circle diameter (entry) angle half-width (m) width (m) flare length (m) radius (m) Only (m) (deg) Newstead Road (N) 3.00 5.00 3.50 15.00 28.50 29.00 False Newstead Road (E) 2.75 4.50 7.50 10.00 28.50 34.00 False New Access Road (S) 2.75 4.50 5.00 15.00 28.50 45.50 False
Arm Slope/ Intercept and Capacity
Slope and Intercept used in model Arm Enter Directly Slope Intercept (PCU/hr) Final Slope Final Intercept (PCU/hr) Newstead Road (N) False ((calculated)) ((calculated)) 0.534 1108.831 Newstead Road (E) False ((calculated)) ((calculated)) 0.510 1065.458 New Access Road (S) False ((calculated)) ((calculated)) 0.496 1007.440 The slope and intercept shown above include any corrections and adjustments. Traffic Flows
Demand Set Data Options Vehicle Vehicle Vehicle PCU Estimate Turning Turning Turning Default Mix Mix Mix Factor Default Vehicle Mix from Proportions Proportions Proportions Vehicle Varies Varies Varies for a Turning Source entry/exit Vary Over Vary Over Vary Over Mix Over Over Over HV Proportions counts Time Turn Entry Time Turn Entry (PCU) HV False False True True 2.00 False False False True True Percentages Entry Flows
General Flows Data Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) PHF Newstead Road (N) ONE HOUR True 446.00 100.000 N/A Newstead Road (E) ONE HOUR True 188.00 100.000 N/A New Access Road (S) ONE HOUR True 227.00 100.000 N/A Direct/Resultant Flows
Direct Flows Data Direct Demand Direct Demand Direct Demand Time DirectDemandEntryFlowInPCU Arm Entry Flow Exit Flow Pedestrian Flow Segment (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) 1 Newstead Road (N) 335.77 335.77 N/A N/A 1 Newstead Road (E) 141.54 141.54 N/A N/A 1 New Access Road (S) 170.90 170.90 N/A N/A 2 Newstead Road (N) 400.94 400.94 N/A N/A 2 Newstead Road (E) 169.01 169.01 N/A N/A 2 New Access Road (S) 204.07 204.07 N/A N/A 3 Newstead Road (N) 491.06 491.06 N/A N/A 3 Newstead Road (E) 206.99 206.99 N/A N/A 3 New Access Road (S) 249.93 249.93 N/A N/A 4 Newstead Road (N) 491.06 491.06 N/A N/A 4 Newstead Road (E) 206.99 206.99 N/A N/A 4 New Access Road (S) 249.93 249.93 N/A N/A 5 Newstead Road (N) 400.94 400.94 N/A N/A
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Direct Demand Direct Demand Direct Demand Time DirectDemandEntryFlowInPCU Arm Entry Flow Exit Flow Pedestrian Flow Segment (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) 5 Newstead Road (E) 169.01 169.01 N/A N/A 5 New Access Road (S) 204.07 204.07 N/A N/A 6 Newstead Road (N) 335.77 335.77 N/A N/A 6 Newstead Road (E) 141.54 141.54 N/A N/A 6 New Access Road (S) 170.90 170.90 N/A N/A Turning Proportions
Turning Counts or Proportions (PCU/hr) - (untitled) (for whole period) To A B C A 0.000 159.000 287.000 From B 188.000 0.000 0.000 C 227.000 0.000 0.000
Turning Proportions (PCU) - (untitled) (for whole period) To A B C A 0.00 0.36 0.64 From B 1.00 0.00 0.00 C 1.00 0.00 0.00 Results
Results Summary Inclusive Total Rate Of Inclusive Average Queueing Max Max Total Total Queueing Queueing Queueing Max Max Queueing Total Intercept Arm Delay Queue Demand Arrivals Delay Delay Average Slope RFC LOS Delay Delay (PCU/hr) (min) (PCU) (PCU/hr) (PCU) (PCU- (PCU- Delay (min) (PCU- min) min/min) (min) min) Newstead Road 0.44 0.10 0.79 A 409.26 613.89 53.31 0.09 0.59 53.32 0.09 0.5341108.831 (N) Newstead Road 0.23 0.09 0.30 A 172.51 258.77 20.60 0.08 0.23 20.60 0.08 0.5101065.458 (E) New Access 0.28 0.09 0.38 A 208.30 312.45 26.43 0.08 0.29 26.43 0.08 0.4961007.440 Road (S)
Main Results
Main results: (16:45-17:00) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) Newstead Road (N) 335.77 83.94 334.05 310.86 0.00 0.00 1108.83 1108.83 0.303 0.00 0.43 Newstead Road (E) 141.54 35.38 140.85 119.09 214.96 0.00 955.90 701.79 0.148 0.00 0.17 New Access Road (S) 170.90 42.72 170.01 214.96 140.85 0.00 937.65 659.70 0.182 0.00 0.22
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Main results: (17:00-17:15) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) Newstead Road (N) 400.94 100.24 400.42 372.65 0.00 0.00 1108.83 1108.83 0.362 0.43 0.56 Newstead Road (E) 169.01 42.25 168.82 142.75 257.67 0.00 934.13 701.79 0.181 0.17 0.22 New Access Road (S) 204.07 51.02 203.83 257.67 168.82 0.00 923.79 659.70 0.221 0.22 0.28
Main results: (17:15-17:30) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) Newstead Road (N) 491.06 122.76 490.16 456.24 0.00 0.00 1108.83 1108.83 0.443 0.56 0.79 Newstead Road (E) 206.99 51.75 206.69 174.74 315.42 0.00 904.70 701.79 0.229 0.22 0.29 New Access Road (S) 249.93 62.48 249.54 315.42 206.69 0.00 905.02 659.70 0.276 0.28 0.38
Main results: (17:30-17:45) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) Newstead Road (N) 491.06 122.76 491.04 456.91 0.00 0.00 1108.83 1108.83 0.443 0.79 0.79 Newstead Road (E) 206.99 51.75 206.99 175.06 315.98 0.00 904.41 701.79 0.229 0.29 0.30 New Access Road (S) 249.93 62.48 249.93 315.98 206.99 0.00 904.88 659.70 0.276 0.38 0.38
Main results: (17:45-18:00) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) Newstead Road (N) 400.94 100.24 401.82 373.75 0.00 0.00 1108.83 1108.83 0.362 0.79 0.57 Newstead Road (E) 169.01 42.25 169.30 143.25 258.57 0.00 933.67 701.79 0.181 0.30 0.22 New Access Road (S) 204.07 51.02 204.45 258.57 169.30 0.00 923.55 659.70 0.221 0.38 0.29
Main results: (18:00-18:15) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) Newstead Road (N) 335.77 83.94 336.31 312.87 0.00 0.00 1108.83 1108.83 0.303 0.57 0.44 Newstead Road (E) 141.54 35.38 141.73 119.89 216.41 0.00 955.16 701.79 0.148 0.22 0.17 New Access Road (S) 170.90 42.72 171.14 216.41 141.73 0.00 937.21 659.70 0.182 0.29 0.22
Queueing Delay Results
Queueing Delay results: (16:45-17:00) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service Newstead Road (N) 6.28 0.42 0.077 A A Newstead Road (E) 2.53 0.17 0.074 A A New Access Road (S) 3.24 0.22 0.078 A A
Queueing Delay results: (17:00-17:15) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service Newstead Road (N) 8.25 0.55 0.085 A A Newstead Road (E) 3.24 0.22 0.078 A A New Access Road (S) 4.15 0.28 0.083 A A
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Queueing Delay results: (17:15-17:30) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service Newstead Road (N) 11.47 0.76 0.097 A A Newstead Road (E) 4.33 0.29 0.086 A A New Access Road (S) 5.56 0.37 0.091 A A
Queueing Delay results: (17:30-17:45) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service Newstead Road (N) 11.83 0.79 0.097 A A Newstead Road (E) 4.43 0.30 0.086 A A New Access Road (S) 5.69 0.38 0.092 A A
Queueing Delay results: (17:45-18:00) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service Newstead Road (N) 8.78 0.59 0.085 A A Newstead Road (E) 3.40 0.23 0.079 A A New Access Road (S) 4.37 0.29 0.083 A A
Queueing Delay results: (18:00-18:15) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service Newstead Road (N) 6.70 0.45 0.078 A A Newstead Road (E) 2.67 0.18 0.074 A A New Access Road (S) 3.43 0.23 0.078 A A Overview: Standard Roundabout Geometry
Standard Geometry V - Approach E - Entry l' - Effective R - Entry D - Inscribed PHI - Conflict Final Exit Final Arm road half-width width flare length radius circle diameter (entry) angle Intercept Only Slope (m) (m) (m) (m) (m) (deg) (PCU/hr) Newstead 3.00 5.00 3.50 15.00 28.50 29.00 False 0.534 1108.831 Road (N) Newstead 2.75 4.50 7.50 10.00 28.50 34.00 False 0.510 1065.458 Road (E) New Access 2.75 4.50 5.00 15.00 28.50 45.50 False 0.496 1007.440 Road (S) Overview: Time Segment Results
Time Segment Results Average Pedestrian Start End Queueing Geometric Time Demand Capacity Delay Per Arm RFC Demand Queue Queue Total Delay Total Delay Segment (PCU/hr) (PCU/hr) Arriving (Ped/hr) (PCU) (PCU) (PCU-min) (PCU-min) Vehicle (min) Newstead 1 335.77 1108.83 0.303 0.00 0.00 0.43 6.28 (0.02) 0.077 Road (N) Newstead 1 141.54 955.90 0.148 0.00 0.00 0.17 2.53 (0.02) 0.074 Road (E) New 1 Access 170.90 937.65 0.182 0.00 0.00 0.22 3.24 (0.02) 0.078 Road (S) Newstead 2 400.94 1108.83 0.362 0.00 0.43 0.56 8.25 (0.02) 0.085 Road (N) Newstead 2 169.01 934.13 0.181 0.00 0.17 0.22 3.24 (0.02) 0.078 Road (E)
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Average Pedestrian Start End Queueing Geometric Time Demand Capacity Delay Per Arm RFC Demand Queue Queue Total Delay Total Delay Segment (PCU/hr) (PCU/hr) Arriving (Ped/hr) (PCU) (PCU) (PCU-min) (PCU-min) Vehicle (min) New 2 Access 204.07 923.79 0.221 0.00 0.22 0.28 4.15 (0.02) 0.083 Road (S) Newstead 3 491.06 1108.83 0.443 0.00 0.56 0.79 11.47 (0.02) 0.097 Road (N) Newstead 3 206.99 904.70 0.229 0.00 0.22 0.29 4.33 (0.02) 0.086 Road (E) New 3 Access 249.93 905.02 0.276 0.00 0.28 0.38 5.56 (0.02) 0.091 Road (S) Newstead 4 491.06 1108.83 0.443 0.00 0.79 0.79 11.83 (0.02) 0.097 Road (N) Newstead 4 206.99 904.41 0.229 0.00 0.29 0.30 4.43 (0.02) 0.086 Road (E) New 4 Access 249.93 904.88 0.276 0.00 0.38 0.38 5.69 (0.02) 0.092 Road (S) Newstead 5 400.94 1108.83 0.362 0.00 0.79 0.57 8.78 (0.02) 0.085 Road (N) Newstead 5 169.01 933.67 0.181 0.00 0.30 0.22 3.40 (0.02) 0.079 Road (E) New 5 Access 204.07 923.55 0.221 0.00 0.38 0.29 4.37 (0.02) 0.083 Road (S) Newstead 6 335.77 1108.83 0.303 0.00 0.57 0.44 6.70 (0.02) 0.078 Road (N) Newstead 6 141.54 955.16 0.148 0.00 0.22 0.17 2.67 (0.02) 0.074 Road (E) New 6 Access 170.90 937.21 0.182 0.00 0.29 0.22 3.43 (0.02) 0.078 Road (S)
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Appendix N. A562 Ditton Road Roundabout
ARCADY 7
Version: 7.1.0.228 [21st Feb 2011] © Copyright Transport Research Laboratory 2010
For sales and distribution information, program advice and maintenance, contact TRL: Tel: +44 (0)1344 770758 E-mail: [email protected] Web: http://www.trlsoftware.co.uk
The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution
Summary of roundabout performance 2012 AM Without Development
Queue (PCU) Delay (min) RFC LOS A568 2.77 0.11 0.74 A Ditton Rd East 0.11 0.07 0.10 A A533 Queensway 0.64 0.04 0.39 A Ditton Rd West 0.63 0.06 0.39 A A562 Speke Rd 1.77 0.10 0.64 A
2016 AM Without Development
Queue (PCU) Delay (min) RFC LOS A568 3.17 0.13 0.76 A Ditton Rd East 0.12 0.08 0.11 A A533 Queensway 0.69 0.04 0.41 A Ditton Rd West 0.69 0.06 0.41 A A562 Speke Rd 1.98 0.11 0.67 A
2012 AM With Development
Queue (PCU) Delay (min) RFC LOS A568 3.01 0.12 0.75 A Ditton Rd East 0.11 0.08 0.10 A A533 Queensway 0.66 0.04 0.40 A Ditton Rd West 0.65 0.06 0.39 A A562 Speke Rd 1.83 0.10 0.65 A
2016 AM With Development
Queue (PCU) Delay (min) RFC LOS A568 3.42 0.13 0.78 A Ditton Rd East 0.13 0.08 0.11 A A533 Queensway 0.71 0.04 0.41 A Ditton Rd West 0.71 0.06 0.42 A A562 Speke Rd 2.05 0.11 0.68 A
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2012 PM Without Development
Queue (PCU) Delay (min) RFC LOS A568 2.13 0.08 0.68 A Ditton Rd East 0.06 0.07 0.05 A A533 Queensway 0.96 0.04 0.49 A Ditton Rd West 0.99 0.08 0.50 A A562 Speke Rd 2.41 0.14 0.71 A
2016 PM Without Development
Queue (PCU) Delay (min) RFC LOS A568 2.35 0.09 0.70 A Ditton Rd East 0.06 0.07 0.06 A A533 Queensway 1.04 0.05 0.51 A Ditton Rd West 1.10 0.08 0.52 A A562 Speke Rd 2.81 0.16 0.74 A
2012 PM With Development
Queue (PCU) Delay (min) RFC LOS A568 2.25 0.09 0.69 A Ditton Rd East 0.06 0.07 0.05 A A533 Queensway 0.98 0.05 0.50 A Ditton Rd West 1.02 0.08 0.51 A A562 Speke Rd 2.64 0.15 0.73 A
2016 PM With Development
Queue (PCU) Delay (min) RFC LOS A568 2.48 0.09 0.72 A Ditton Rd East 0.06 0.07 0.06 A A533 Queensway 1.06 0.05 0.52 A Ditton Rd West 1.13 0.09 0.53 A A562 Speke Rd 3.10 0.17 0.76 B
Values shown are the maximum values over all time segments. Delay is the maximum value of average delay per arriving vehicle.
AM 2012 Without Development - AM runs from 07:45:00 to 09:15:00 AM 2016 Without Development - AM runs from 07:45:00 to 09:15:00 AM 2012 With Development - AM runs from 07:45:00 to 09:15:00 AM 2016 With Development - AM runs from 07:45:00 to 09:15:00 PM 2012 Without Development - PM runs from 16:45:00 to 18:15:00 PM 2016 Without Development - PM runs from 16:45:00 to 18:15:00 PM 2012 With Development - PM runs from 16:45:00 to 18:15:00 PM 2016 With Development - PM runs from 16:45:00 to 18:15:00
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A1 - 2012 AM Without Development
Data Errors and Warnings No errors or warnings
Analysis Set Details Network Flow Network Capacity Reason For Include In Use Specific Demand Name Description Locked Scaling Factor Scaling Factor Scaling Report Demand Set Set (%) (%) Factors 2012 AM Without True True D1 False 100.000 100.000 Development
Demand Set Details Time Time Traffi Time Start Finish Perio Run Use Segme c Scenario Perio Descriptio Locke Relationshi Time Time d Name Automatical Relationshi nt Profil Name d n d p (HH:m (HH:m Lengt ly p Length e Name m) m) h (min) Type (min) AM 2012 AM 2012 ONE Without Without AM False True False 07:45 09:15 90 15 HOU Developme Developme R nt, AM nt Roundabout Network
Roundabout Type(s) ID Name Arm Order Roundabout Type Grade Separated Large Roundabout Do Geometric Delay 1 (untitled) A,B,C,D,E Standard True False False
Roundabout Network Options Driving Side Lighting Road Surface In London Left Normal/unknown ((Mini-roundabouts only)) ((Mini-roundabouts only)) Arms
Arms ID Name Description A A568 B Ditton Rd East C A533 Queensway D Ditton Rd West E A562 Speke Rd
Standard Geometry D - Inscribed PHI - Conflict V - Approach road E - Entry l' - Effective R - Entry Exit Arm circle diameter (entry) angle half-width (m) width (m) flare length (m) radius (m) Only (m) (deg) A568 7.25 7.50 0.01 32.50 155.00 35.00 False Ditton Rd East 4.50 8.50 7.50 27.50 155.00 22.00 False A533 Queensway 10.50 11.50 1.00 52.50 155.00 21.00 False Ditton Rd West 7.00 7.50 10.00 87.50 155.00 9.00 False A562 Speke Rd 7.00 8.50 1.50 90.00 155.00 19.00 False
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Large Roundabout Data Arm Circulating flow (PCU/hr) Entry-to-exit separation (m) A568 564.82 47.00 Ditton Rd East 2003.86 25.00 A533 Queensway 1091.11 70.00 Ditton Rd West 1595.38 50.00 A562 Speke Rd 1465.46 87.00
Arm Slope/ Intercept and Capacity
Slope and Intercept used in model Arm Enter Directly Slope Intercept (PCU/hr) Final Slope Final Intercept (PCU/hr) A568 False ((calculated)) ((calculated)) 0.991 2838.133 Ditton Rd East False ((calculated)) ((calculated)) 0.659 2235.368 A533 Queensway False ((calculated)) ((calculated)) 1.208 3924.224 Ditton Rd West False ((calculated)) ((calculated)) 0.886 2893.489 A562 Speke Rd False ((calculated)) ((calculated)) 0.882 2741.778 The slope and intercept shown above include any corrections and adjustments. Traffic Flows
Demand Set Data Options Vehicle Vehicle Vehicle PCU Estimate Turning Turning Turning Default Mix Mix Mix Factor Default Vehicle Mix from Proportions Proportions Proportions Vehicle Varies Varies Varies for a Turning Source entry/exit Vary Over Vary Over Vary Over Mix Over Over Over HV Proportions counts Time Turn Entry Time Turn Entry (PCU) HV False False False True 2.00 False False False True True Percentages Entry Flows
General Flows Data Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) PHF A568 ONE HOUR True 1480.00 100.000 N/A Ditton Rd East ONE HOUR True 48.00 100.000 N/A A533 Queensway ONE HOUR True 1221.00 100.000 N/A Ditton Rd West ONE HOUR True 714.00 100.000 N/A A562 Speke Rd ONE HOUR True 1002.00 100.000 N/A Direct/Resultant Flows
Direct Flows Data Direct Demand Direct Demand Direct Demand Time DirectDemandEntryFlowInPCU Arm Entry Flow Exit Flow Pedestrian Flow Segment (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) 1 A568 1114.22 1114.22 N/A N/A 1 Ditton Rd East 36.14 36.14 N/A N/A 1 A533 Queensway 919.23 919.23 N/A N/A 1 Ditton Rd West 537.54 537.54 N/A N/A 1 A562 Speke Rd 754.36 754.36 N/A N/A 2 A568 1330.49 1330.49 N/A N/A 2 Ditton Rd East 43.15 43.15 N/A N/A 2 A533 Queensway 1097.65 1097.65 N/A N/A
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2 Ditton Rd West 641.87 641.87 N/A N/A 2 A562 Speke Rd 900.78 900.78 N/A N/A 3 A568 1629.51 1629.51 N/A N/A 3 Ditton Rd East 52.85 52.85 N/A N/A 3 A533 Queensway 1344.35 1344.35 N/A N/A 3 Ditton Rd West 786.13 786.13 N/A N/A 3 A562 Speke Rd 1103.22 1103.22 N/A N/A 4 A568 1629.51 1629.51 N/A N/A 4 Ditton Rd East 52.85 52.85 N/A N/A 4 A533 Queensway 1344.35 1344.35 N/A N/A 4 Ditton Rd West 786.13 786.13 N/A N/A 4 A562 Speke Rd 1103.22 1103.22 N/A N/A 5 A568 1330.49 1330.49 N/A N/A 5 Ditton Rd East 43.15 43.15 N/A N/A 5 A533 Queensway 1097.65 1097.65 N/A N/A 5 Ditton Rd West 641.87 641.87 N/A N/A 5 A562 Speke Rd 900.78 900.78 N/A N/A 6 A568 1114.22 1114.22 N/A N/A 6 Ditton Rd East 36.14 36.14 N/A N/A 6 A533 Queensway 919.23 919.23 N/A N/A 6 Ditton Rd West 537.54 537.54 N/A N/A 6 A562 Speke Rd 754.36 754.36 N/A N/A Turning Proportions
Turning Counts or Proportions (PCU/hr) - (untitled) (for whole period) To A B C D E A 0.000 9.000 520.000 409.000 542.000 B 4.000 0.000 11.000 17.000 16.000 From C 619.000 11.000 0.000 334.000 257.000 D 559.000 5.000 133.000 0.000 17.000 E 638.000 148.000 213.000 3.000 0.000
Turning Proportions (PCU) - (untitled) (for whole period) To A B C D E A 0.00 0.01 0.38 0.22 0.40 B 0.05 0.00 0.11 0.36 0.48 From C 0.42 0.03 0.00 0.34 0.20 D 0.69 0.02 0.27 0.00 0.02 E 0.48 0.18 0.32 0.02 0.00
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Results
Results Summary Inclusive Total Rate Of Inclusive Average Queueing Max Max Total Total Queueing Queueing Queueing Max Max Queueing Total Intercept Arm Delay Queue Demand Arrivals Delay Delay Average Slope RFC LOS Delay Delay (PCU/hr) (min) (PCU) (PCU/hr) (PCU) (PCU- (PCU- Delay (min) (PCU- min) min/min) (min) min) A568 0.72 0.09 2.48 A 1358.07 2037.11135.11 0.07 1.50 135.12 0.07 0.9912838.133 Ditton Rd East 0.06 0.07 0.06 A 44.05 66.07 3.81 0.06 0.04 3.81 0.06 0.6592235.368 A533 0.52 0.05 1.06 A 1120.41 1680.6263.34 0.04 0.70 63.34 0.04 1.2083924.224 Queensway Ditton Rd West 0.53 0.09 1.13 A 655.18 982.77 62.22 0.06 0.69 62.22 0.06 0.8862893.489 A562 Speke Rd 0.76 0.17 3.10 B 919.45 1379.18142.95 0.10 1.59 142.95 0.10 0.8822741.778
Main Results
Main results: (07:45-08:00) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1114.22 278.56 1110.92 1366.37 384.92 0.00 2456.54 2234.08 0.454 0.00 0.83 Ditton Rd East 36.14 9.03 36.03 129.80 1366.04 0.00 1335.78 499.72 0.027 0.00 0.03 A533 Queensway 919.23 229.81 917.49 658.20 743.86 0.00 3025.56 1720.33 0.304 0.00 0.44 Ditton Rd West 537.54 134.38 536.00 572.99 1088.36 0.00 1928.88 876.19 0.279 0.00 0.38 A562 Speke Rd 754.36 188.59 751.65 624.72 999.64 0.00 1860.54 1168.53 0.405 0.00 0.68
Main results: (08:00-08:15) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1330.49 332.62 1328.77 1633.98 460.36 0.00 2381.75 2234.08 0.559 0.83 1.25 Ditton Rd East 43.15 10.79 43.11 155.23 1633.90 0.00 1159.38 499.73 0.037 0.03 0.04 A533 Queensway 1097.65 274.41 1096.90 787.26 889.75 0.00 2849.31 1720.33 0.385 0.44 0.62 Ditton Rd West 641.87 160.47 641.09 685.22 1301.42 0.00 1740.05 876.19 0.369 0.38 0.58 A562 Speke Rd 900.78 225.19 898.96 747.13 1195.38 0.00 1687.98 1168.54 0.534 0.68 1.13
Main results: (08:15-08:30) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1629.51 407.38 1624.74 1996.49 561.65 0.00 2281.34 2234.06 0.714 1.25 2.45 Ditton Rd East 52.85 13.21 52.76 189.30 1997.08 0.00 920.21 499.73 0.057 0.04 0.06 A533 Queensway 1344.35 336.09 1342.62 961.89 1087.95 0.00 2609.86 1720.34 0.515 0.62 1.06 Ditton Rd West 786.13 196.53 783.99 838.23 1592.34 0.00 1482.21 876.19 0.530 0.58 1.12 A562 Speke Rd 1103.22 275.81 1095.67 913.86 1462.47 0.00 1452.52 1168.53 0.760 1.13 3.02
Main results: (08:30-08:45) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1629.51 407.38 1629.38 2003.60 564.70 0.00 2278.32 2234.06 0.715 2.45 2.48 Ditton Rd East 52.85 13.21 52.85 190.43 2003.65 0.00 915.89 499.73 0.058 0.06 0.06 A533 Queensway 1344.35 336.09 1344.32 965.47 1091.02 0.00 2606.15 1720.34 0.516 1.06 1.06 Ditton Rd West 786.13 196.53 786.09 840.03 1595.31 0.00 1479.58 876.19 0.531 1.12 1.13 A562 Speke Rd 1103.22 275.81 1102.89 915.99 1465.41 0.00 1449.93 1168.53 0.761 3.02 3.10
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Main results: (08:45-09:00) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1330.49 332.62 1335.29 1643.65 464.43 0.00 2377.72 2234.08 0.560 2.48 1.28 Ditton Rd East 43.15 10.79 43.24 156.73 1642.99 0.00 1153.39 499.73 0.037 0.06 0.04 A533 Queensway 1097.65 274.41 1099.38 792.16 894.07 0.00 2844.09 1720.33 0.386 1.06 0.63 Ditton Rd West 641.87 160.47 644.02 687.77 1305.67 0.00 1736.29 876.19 0.370 1.13 0.59 A562 Speke Rd 900.78 225.19 908.54 750.15 1199.53 0.00 1684.32 1168.54 0.535 3.10 1.16
Main results: (09:00-09:15) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1114.22 278.56 1116.00 1372.42 387.06 0.00 2454.41 2234.08 0.454 1.28 0.84 Ditton Rd East 36.14 9.03 36.18 130.55 1372.52 0.00 1331.51 499.72 0.027 0.04 0.03 A533 Queensway 919.23 229.81 920.00 661.44 747.26 0.00 3021.45 1720.33 0.304 0.63 0.44 Ditton Rd West 537.54 134.38 538.34 575.15 1092.11 0.00 1925.56 876.19 0.279 0.59 0.39 A562 Speke Rd 754.36 188.59 756.25 627.22 1003.23 0.00 1857.37 1168.53 0.406 1.16 0.69
Queueing Delay Results
Queueing Delay results: (07:45-08:00) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 12.11 0.81 0.044 A A Ditton Rd East 0.41 0.03 0.046 A A A533 Queensway 6.44 0.43 0.028 A A Ditton Rd West 5.67 0.38 0.043 A A A562 Speke Rd 9.92 0.66 0.054 A A
Queueing Delay results: (08:00-08:15) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 18.38 1.23 0.057 A A Ditton Rd East 0.57 0.04 0.054 A A A533 Queensway 9.25 0.62 0.034 A A Ditton Rd West 8.56 0.57 0.055 A A A562 Speke Rd 16.49 1.10 0.076 A A
Queueing Delay results: (08:15-08:30) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 35.00 2.33 0.091 A A Ditton Rd East 0.89 0.06 0.069 A A A533 Queensway 15.51 1.03 0.047 A A Ditton Rd West 16.18 1.08 0.086 A A A562 Speke Rd 41.65 2.78 0.165 A A
Queueing Delay results: (08:30-08:45) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 37.05 2.47 0.092 A A Ditton Rd East 0.91 0.06 0.070 A A A533 Queensway 15.89 1.06 0.048 A A Ditton Rd West 16.83 1.12 0.087 A A A562 Speke Rd 46.08 3.07 0.172 B B
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Queueing Delay results: (08:45-09:00) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 19.79 1.32 0.058 A A Ditton Rd East 0.59 0.04 0.054 A A A533 Queensway 9.61 0.64 0.034 A A Ditton Rd West 9.05 0.60 0.055 A A A562 Speke Rd 18.25 1.22 0.078 A A
Queueing Delay results: (09:00-09:15) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 12.78 0.85 0.045 A A Ditton Rd East 0.42 0.03 0.046 A A A533 Queensway 6.65 0.44 0.029 A A Ditton Rd West 5.92 0.39 0.043 A A A562 Speke Rd 10.55 0.70 0.055 A A
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A2 - 2016 AM Without Development
Data Errors and Warnings No errors or warnings
Analysis Set Details Network Flow Network Capacity Reason For Include In Use Specific Demand Name Description Locked Scaling Factor Scaling Factor Scaling Report Demand Set Set (%) (%) Factors 2016 AM Without True True D2 False 100.000 100.000 Development
Demand Set Details Time Time Traffi Time Start Finish Perio Run Use Segme c Scenario Perio Descriptio Locke Relationshi Time Time d Name Automatical Relationshi nt Profil Name d n d p (HH:m (HH:m Lengt ly p Length e Name m) m) h (min) Type (min) AM 2016 AM 2016 ONE Without Without AM False True False 07:45 09:15 90 15 HOU Developme Developme R nt, AM nt Roundabout Network
Roundabout Type(s) ID Name Arm Order Roundabout Type Grade Separated Large Roundabout Do Geometric Delay 1 (untitled) A,B,C,D,E Standard True False False
Roundabout Network Options Driving Side Lighting Road Surface In London Left Normal/unknown ((Mini-roundabouts only)) ((Mini-roundabouts only)) Arms
Arms ID Name Description A A568 B Ditton Rd East C A533 Queensway D Ditton Rd West E A562 Speke Rd
Standard Geometry D - Inscribed PHI - Conflict V - Approach road E - Entry l' - Effective R - Entry Exit Arm circle diameter (entry) angle half-width (m) width (m) flare length (m) radius (m) Only (m) (deg) A568 7.25 7.50 0.01 32.50 155.00 35.00 False Ditton Rd East 4.50 8.50 7.50 27.50 155.00 22.00 False A533 Queensway 10.50 11.50 1.00 52.50 155.00 21.00 False Ditton Rd West 7.00 7.50 10.00 87.50 155.00 9.00 False A562 Speke Rd 7.00 8.50 1.50 90.00 155.00 19.00 False
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Large Roundabout Data Arm Circulating flow (PCU/hr) Entry-to-exit separation (m) A568 564.82 47.00 Ditton Rd East 2003.86 25.00 A533 Queensway 1091.11 70.00 Ditton Rd West 1595.38 50.00 A562 Speke Rd 1465.46 87.00
Arm Slope/ Intercept and Capacity
Slope and Intercept used in model Arm Enter Directly Slope Intercept (PCU/hr) Final Slope Final Intercept (PCU/hr) A568 False ((calculated)) ((calculated)) 0.991 2838.133 Ditton Rd East False ((calculated)) ((calculated)) 0.659 2235.368 A533 Queensway False ((calculated)) ((calculated)) 1.208 3924.224 Ditton Rd West False ((calculated)) ((calculated)) 0.886 2893.489 A562 Speke Rd False ((calculated)) ((calculated)) 0.882 2741.778 The slope and intercept shown above include any corrections and adjustments. Traffic Flows
Demand Set Data Options Vehicle Vehicle Vehicle PCU Estimate Turning Turning Turning Default Mix Mix Mix Factor Default Vehicle Mix from Proportions Proportions Proportions Vehicle Varies Varies Varies for a Turning Source entry/exit Vary Over Vary Over Vary Over Mix Over Over Over HV Proportions counts Time Turn Entry Time Turn Entry (PCU) HV False False False True 2.00 False False False True True Percentages Entry Flows
General Flows Data Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) PHF A568 ONE HOUR True 1480.00 100.000 N/A Ditton Rd East ONE HOUR True 48.00 100.000 N/A A533 Queensway ONE HOUR True 1221.00 100.000 N/A Ditton Rd West ONE HOUR True 714.00 100.000 N/A A562 Speke Rd ONE HOUR True 1002.00 100.000 N/A Direct/Resultant Flows
Direct Flows Data Direct Demand Direct Demand Direct Demand Time DirectDemandEntryFlowInPCU Arm Entry Flow Exit Flow Pedestrian Flow Segment (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) 1 A568 1114.22 1114.22 N/A N/A 1 Ditton Rd East 36.14 36.14 N/A N/A 1 A533 Queensway 919.23 919.23 N/A N/A 1 Ditton Rd West 537.54 537.54 N/A N/A 1 A562 Speke Rd 754.36 754.36 N/A N/A 2 A568 1330.49 1330.49 N/A N/A 2 Ditton Rd East 43.15 43.15 N/A N/A 2 A533 Queensway 1097.65 1097.65 N/A N/A
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2 Ditton Rd West 641.87 641.87 N/A N/A 2 A562 Speke Rd 900.78 900.78 N/A N/A 3 A568 1629.51 1629.51 N/A N/A 3 Ditton Rd East 52.85 52.85 N/A N/A 3 A533 Queensway 1344.35 1344.35 N/A N/A 3 Ditton Rd West 786.13 786.13 N/A N/A 3 A562 Speke Rd 1103.22 1103.22 N/A N/A 4 A568 1629.51 1629.51 N/A N/A 4 Ditton Rd East 52.85 52.85 N/A N/A 4 A533 Queensway 1344.35 1344.35 N/A N/A 4 Ditton Rd West 786.13 786.13 N/A N/A 4 A562 Speke Rd 1103.22 1103.22 N/A N/A 5 A568 1330.49 1330.49 N/A N/A 5 Ditton Rd East 43.15 43.15 N/A N/A 5 A533 Queensway 1097.65 1097.65 N/A N/A 5 Ditton Rd West 641.87 641.87 N/A N/A 5 A562 Speke Rd 900.78 900.78 N/A N/A 6 A568 1114.22 1114.22 N/A N/A 6 Ditton Rd East 36.14 36.14 N/A N/A 6 A533 Queensway 919.23 919.23 N/A N/A 6 Ditton Rd West 537.54 537.54 N/A N/A 6 A562 Speke Rd 754.36 754.36 N/A N/A Turning Proportions
Turning Counts or Proportions (PCU/hr) - (untitled) (for whole period) To A B C D E A 0.000 9.000 520.000 409.000 542.000 B 4.000 0.000 11.000 17.000 16.000 From C 619.000 11.000 0.000 334.000 257.000 D 559.000 5.000 133.000 0.000 17.000 E 638.000 148.000 213.000 3.000 0.000
Turning Proportions (PCU) - (untitled) (for whole period) To A B C D E A 0.00 0.01 0.38 0.22 0.40 B 0.05 0.00 0.11 0.36 0.49 From C 0.42 0.03 0.00 0.35 0.20 D 0.69 0.02 0.27 0.00 0.02 E 0.49 0.17 0.32 0.02 0.00
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Results
Results Summary Inclusive Total Rate Of Inclusive Average Queueing Max Max Total Total Queueing Queueing Queueing Max Max Queueing Total Intercept Arm Delay Queue Demand Arrivals Delay Delay Average Slope RFC LOS Delay Delay (PCU/hr) (min) (PCU) (PCU/hr) (PCU) (PCU- (PCU- Delay (min) (PCU- min) min/min) (min) min) A568 0.72 0.09 2.48 A 1358.07 2037.11135.11 0.07 1.50 135.12 0.07 0.9912838.133 Ditton Rd East 0.06 0.07 0.06 A 44.05 66.07 3.81 0.06 0.04 3.81 0.06 0.6592235.368 A533 0.52 0.05 1.06 A 1120.41 1680.6263.34 0.04 0.70 63.34 0.04 1.2083924.224 Queensway Ditton Rd West 0.53 0.09 1.13 A 655.18 982.77 62.22 0.06 0.69 62.22 0.06 0.8862893.489 A562 Speke Rd 0.76 0.17 3.10 B 919.45 1379.18142.95 0.10 1.59 142.95 0.10 0.8822741.778
Main Results
Main results: (07:45-08:00) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1114.22 278.56 1110.92 1366.37 384.92 0.00 2456.54 2234.08 0.454 0.00 0.83 Ditton Rd East 36.14 9.03 36.03 129.80 1366.04 0.00 1335.78 499.72 0.027 0.00 0.03 A533 Queensway 919.23 229.81 917.49 658.20 743.86 0.00 3025.56 1720.33 0.304 0.00 0.44 Ditton Rd West 537.54 134.38 536.00 572.99 1088.36 0.00 1928.88 876.19 0.279 0.00 0.38 A562 Speke Rd 754.36 188.59 751.65 624.72 999.64 0.00 1860.54 1168.53 0.405 0.00 0.68
Main results: (08:00-08:15) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1330.49 332.62 1328.77 1633.98 460.36 0.00 2381.75 2234.08 0.559 0.83 1.25 Ditton Rd East 43.15 10.79 43.11 155.23 1633.90 0.00 1159.38 499.73 0.037 0.03 0.04 A533 Queensway 1097.65 274.41 1096.90 787.26 889.75 0.00 2849.31 1720.33 0.385 0.44 0.62 Ditton Rd West 641.87 160.47 641.09 685.22 1301.42 0.00 1740.05 876.19 0.369 0.38 0.58 A562 Speke Rd 900.78 225.19 898.96 747.13 1195.38 0.00 1687.98 1168.54 0.534 0.68 1.13
Main results: (08:15-08:30) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1629.51 407.38 1624.74 1996.49 561.65 0.00 2281.34 2234.06 0.714 1.25 2.45 Ditton Rd East 52.85 13.21 52.76 189.30 1997.08 0.00 920.21 499.73 0.057 0.04 0.06 A533 Queensway 1344.35 336.09 1342.62 961.89 1087.95 0.00 2609.86 1720.34 0.515 0.62 1.06 Ditton Rd West 786.13 196.53 783.99 838.23 1592.34 0.00 1482.21 876.19 0.530 0.58 1.12 A562 Speke Rd 1103.22 275.81 1095.67 913.86 1462.47 0.00 1452.52 1168.53 0.760 1.13 3.02
Main results: (08:30-08:45) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1629.51 407.38 1629.38 2003.60 564.70 0.00 2278.32 2234.06 0.715 2.45 2.48 Ditton Rd East 52.85 13.21 52.85 190.43 2003.65 0.00 915.89 499.73 0.058 0.06 0.06 A533 Queensway 1344.35 336.09 1344.32 965.47 1091.02 0.00 2606.15 1720.34 0.516 1.06 1.06 Ditton Rd West 786.13 196.53 786.09 840.03 1595.31 0.00 1479.58 876.19 0.531 1.12 1.13 A562 Speke Rd 1103.22 275.81 1102.89 915.99 1465.41 0.00 1449.93 1168.53 0.761 3.02 3.10
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Main results: (08:45-09:00) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1330.49 332.62 1335.29 1643.65 464.43 0.00 2377.72 2234.08 0.560 2.48 1.28 Ditton Rd East 43.15 10.79 43.24 156.73 1642.99 0.00 1153.39 499.73 0.037 0.06 0.04 A533 Queensway 1097.65 274.41 1099.38 792.16 894.07 0.00 2844.09 1720.33 0.386 1.06 0.63 Ditton Rd West 641.87 160.47 644.02 687.77 1305.67 0.00 1736.29 876.19 0.370 1.13 0.59 A562 Speke Rd 900.78 225.19 908.54 750.15 1199.53 0.00 1684.32 1168.54 0.535 3.10 1.16
Main results: (09:00-09:15) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1114.22 278.56 1116.00 1372.42 387.06 0.00 2454.41 2234.08 0.454 1.28 0.84 Ditton Rd East 36.14 9.03 36.18 130.55 1372.52 0.00 1331.51 499.72 0.027 0.04 0.03 A533 Queensway 919.23 229.81 920.00 661.44 747.26 0.00 3021.45 1720.33 0.304 0.63 0.44 Ditton Rd West 537.54 134.38 538.34 575.15 1092.11 0.00 1925.56 876.19 0.279 0.59 0.39 A562 Speke Rd 754.36 188.59 756.25 627.22 1003.23 0.00 1857.37 1168.53 0.406 1.16 0.69
Queueing Delay Results
Queueing Delay results: (07:45-08:00) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 12.11 0.81 0.044 A A Ditton Rd East 0.41 0.03 0.046 A A A533 Queensway 6.44 0.43 0.028 A A Ditton Rd West 5.67 0.38 0.043 A A A562 Speke Rd 9.92 0.66 0.054 A A
Queueing Delay results: (08:00-08:15) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 18.38 1.23 0.057 A A Ditton Rd East 0.57 0.04 0.054 A A A533 Queensway 9.25 0.62 0.034 A A Ditton Rd West 8.56 0.57 0.055 A A A562 Speke Rd 16.49 1.10 0.076 A A
Queueing Delay results: (08:15-08:30) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 35.00 2.33 0.091 A A Ditton Rd East 0.89 0.06 0.069 A A A533 Queensway 15.51 1.03 0.047 A A Ditton Rd West 16.18 1.08 0.086 A A A562 Speke Rd 41.65 2.78 0.165 A A
Queueing Delay results: (08:30-08:45) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 37.05 2.47 0.092 A A Ditton Rd East 0.91 0.06 0.070 A A A533 Queensway 15.89 1.06 0.048 A A Ditton Rd West 16.83 1.12 0.087 A A A562 Speke Rd 46.08 3.07 0.172 B B
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Queueing Delay results: (08:45-09:00) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 19.79 1.32 0.058 A A Ditton Rd East 0.59 0.04 0.054 A A A533 Queensway 9.61 0.64 0.034 A A Ditton Rd West 9.05 0.60 0.055 A A A562 Speke Rd 18.25 1.22 0.078 A A
Queueing Delay results: (09:00-09:15) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 12.78 0.85 0.045 A A Ditton Rd East 0.42 0.03 0.046 A A A533 Queensway 6.65 0.44 0.029 A A Ditton Rd West 5.92 0.39 0.043 A A A562 Speke Rd 10.55 0.70 0.055 A A
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A3 - 2012 AM With Development
Data Errors and Warnings No errors or warnings
Analysis Set Details Network Flow Network Capacity Reason For Include In Use Specific Demand Name Description Locked Scaling Factor Scaling Factor Scaling Report Demand Set Set (%) (%) Factors 2012 AM With True True D3 False 100.000 100.000 Development
Demand Set Details Time Time Traffi Time Start Finish Perio Run Use Segme c Scenario Perio Descriptio Locke Relationshi Time Time d Name Automatical Relationshi nt Profil Name d n d p (HH:m (HH:m Lengt ly p Length e Name m) m) h (min) Type (min) AM 2012 AM 2012 ONE With With AM False True False 07:45 09:15 90 15 HOU Developme Developme R nt, AM nt Roundabout Network
Roundabout Type(s) ID Name Arm Order Roundabout Type Grade Separated Large Roundabout Do Geometric Delay 1 (untitled) A,B,C,D,E Standard True False False
Roundabout Network Options Driving Side Lighting Road Surface In London Left Normal/unknown ((Mini-roundabouts only)) ((Mini-roundabouts only)) Arms
Arms ID Name Description A A568 B Ditton Rd East C A533 Queensway D Ditton Rd West E A562 Speke Rd
Standard Geometry D - Inscribed PHI - Conflict V - Approach road E - Entry l' - Effective R - Entry Exit Arm circle diameter (entry) angle half-width (m) width (m) flare length (m) radius (m) Only (m) (deg) A568 7.25 7.50 0.01 32.50 155.00 35.00 False Ditton Rd East 4.50 8.50 7.50 27.50 155.00 22.00 False A533 Queensway 10.50 11.50 1.00 52.50 155.00 21.00 False Ditton Rd West 7.00 7.50 10.00 87.50 155.00 9.00 False A562 Speke Rd 7.00 8.50 1.50 90.00 155.00 19.00 False
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Large Roundabout Data Arm Circulating flow (PCU/hr) Entry-to-exit separation (m) A568 564.82 47.00 Ditton Rd East 2003.86 25.00 A533 Queensway 1091.11 70.00 Ditton Rd West 1595.38 50.00 A562 Speke Rd 1465.46 87.00
Arm Slope/ Intercept and Capacity
Slope and Intercept used in model Arm Enter Directly Slope Intercept (PCU/hr) Final Slope Final Intercept (PCU/hr) A568 False ((calculated)) ((calculated)) 0.991 2838.133 Ditton Rd East False ((calculated)) ((calculated)) 0.659 2235.368 A533 Queensway False ((calculated)) ((calculated)) 1.208 3924.224 Ditton Rd West False ((calculated)) ((calculated)) 0.886 2893.489 A562 Speke Rd False ((calculated)) ((calculated)) 0.882 2741.778 The slope and intercept shown above include any corrections and adjustments. Traffic Flows
Demand Set Data Options Vehicle Vehicle Vehicle PCU Estimate Turning Turning Turning Default Mix Mix Mix Factor Default Vehicle Mix from Proportions Proportions Proportions Vehicle Varies Varies Varies for a Turning Source entry/exit Vary Over Vary Over Vary Over Mix Over Over Over HV Proportions counts Time Turn Entry Time Turn Entry (PCU) HV False False False True 2.00 False False False True True Percentages Entry Flows
General Flows Data Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) PHF A568 ONE HOUR True 1480.00 100.000 N/A Ditton Rd East ONE HOUR True 48.00 100.000 N/A A533 Queensway ONE HOUR True 1221.00 100.000 N/A Ditton Rd West ONE HOUR True 714.00 100.000 N/A A562 Speke Rd ONE HOUR True 1002.00 100.000 N/A Direct/Resultant Flows
Direct Flows Data Direct Demand Direct Demand Direct Demand Time DirectDemandEntryFlowInPCU Arm Entry Flow Exit Flow Pedestrian Flow Segment (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) 1 A568 1114.22 1114.22 N/A N/A 1 Ditton Rd East 36.14 36.14 N/A N/A 1 A533 Queensway 919.23 919.23 N/A N/A 1 Ditton Rd West 537.54 537.54 N/A N/A 1 A562 Speke Rd 754.36 754.36 N/A N/A 2 A568 1330.49 1330.49 N/A N/A 2 Ditton Rd East 43.15 43.15 N/A N/A 2 A533 Queensway 1097.65 1097.65 N/A N/A
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2 Ditton Rd West 641.87 641.87 N/A N/A 2 A562 Speke Rd 900.78 900.78 N/A N/A 3 A568 1629.51 1629.51 N/A N/A 3 Ditton Rd East 52.85 52.85 N/A N/A 3 A533 Queensway 1344.35 1344.35 N/A N/A 3 Ditton Rd West 786.13 786.13 N/A N/A 3 A562 Speke Rd 1103.22 1103.22 N/A N/A 4 A568 1629.51 1629.51 N/A N/A 4 Ditton Rd East 52.85 52.85 N/A N/A 4 A533 Queensway 1344.35 1344.35 N/A N/A 4 Ditton Rd West 786.13 786.13 N/A N/A 4 A562 Speke Rd 1103.22 1103.22 N/A N/A 5 A568 1330.49 1330.49 N/A N/A 5 Ditton Rd East 43.15 43.15 N/A N/A 5 A533 Queensway 1097.65 1097.65 N/A N/A 5 Ditton Rd West 641.87 641.87 N/A N/A 5 A562 Speke Rd 900.78 900.78 N/A N/A 6 A568 1114.22 1114.22 N/A N/A 6 Ditton Rd East 36.14 36.14 N/A N/A 6 A533 Queensway 919.23 919.23 N/A N/A 6 Ditton Rd West 537.54 537.54 N/A N/A 6 A562 Speke Rd 754.36 754.36 N/A N/A Turning Proportions
Turning Counts or Proportions (PCU/hr) - (untitled) (for whole period) To A B C D E A 0.000 9.000 520.000 409.000 542.000 B 4.000 0.000 11.000 17.000 16.000 From C 619.000 11.000 0.000 334.000 257.000 D 559.000 5.000 133.000 0.000 17.000 E 638.000 148.000 213.000 3.000 0.000
Turning Proportions (PCU) - (untitled) (for whole period) To A B C D E A 0.00 0.01 0.37 0.22 0.41 B 0.05 0.00 0.11 0.36 0.48 From C 0.42 0.03 0.00 0.34 0.20 D 0.69 0.02 0.27 0.00 0.02 E 0.49 0.17 0.32 0.02 0.00
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Results
Results Summary Inclusive Total Rate Of Inclusive Average Queueing Max Max Total Total Queueing Queueing Queueing Max Max Queueing Total Intercept Arm Delay Queue Demand Arrivals Delay Delay Average Slope RFC LOS Delay Delay (PCU/hr) (min) (PCU) (PCU/hr) (PCU) (PCU- (PCU- Delay (min) (PCU- min) min/min) (min) min) A568 0.72 0.09 2.48 A 1358.07 2037.11135.11 0.07 1.50 135.12 0.07 0.9912838.133 Ditton Rd East 0.06 0.07 0.06 A 44.05 66.07 3.81 0.06 0.04 3.81 0.06 0.6592235.368 A533 0.52 0.05 1.06 A 1120.41 1680.6263.34 0.04 0.70 63.34 0.04 1.2083924.224 Queensway Ditton Rd West 0.53 0.09 1.13 A 655.18 982.77 62.22 0.06 0.69 62.22 0.06 0.8862893.489 A562 Speke Rd 0.76 0.17 3.10 B 919.45 1379.18142.95 0.10 1.59 142.95 0.10 0.8822741.778
Main Results
Main results: (07:45-08:00) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1114.22 278.56 1110.92 1366.37 384.92 0.00 2456.54 2234.08 0.454 0.00 0.83 Ditton Rd East 36.14 9.03 36.03 129.80 1366.04 0.00 1335.78 499.72 0.027 0.00 0.03 A533 Queensway 919.23 229.81 917.49 658.20 743.86 0.00 3025.56 1720.33 0.304 0.00 0.44 Ditton Rd West 537.54 134.38 536.00 572.99 1088.36 0.00 1928.88 876.19 0.279 0.00 0.38 A562 Speke Rd 754.36 188.59 751.65 624.72 999.64 0.00 1860.54 1168.53 0.405 0.00 0.68
Main results: (08:00-08:15) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1330.49 332.62 1328.77 1633.98 460.36 0.00 2381.75 2234.08 0.559 0.83 1.25 Ditton Rd East 43.15 10.79 43.11 155.23 1633.90 0.00 1159.38 499.73 0.037 0.03 0.04 A533 Queensway 1097.65 274.41 1096.90 787.26 889.75 0.00 2849.31 1720.33 0.385 0.44 0.62 Ditton Rd West 641.87 160.47 641.09 685.22 1301.42 0.00 1740.05 876.19 0.369 0.38 0.58 A562 Speke Rd 900.78 225.19 898.96 747.13 1195.38 0.00 1687.98 1168.54 0.534 0.68 1.13
Main results: (08:15-08:30) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1629.51 407.38 1624.74 1996.49 561.65 0.00 2281.34 2234.06 0.714 1.25 2.45 Ditton Rd East 52.85 13.21 52.76 189.30 1997.08 0.00 920.21 499.73 0.057 0.04 0.06 A533 Queensway 1344.35 336.09 1342.62 961.89 1087.95 0.00 2609.86 1720.34 0.515 0.62 1.06 Ditton Rd West 786.13 196.53 783.99 838.23 1592.34 0.00 1482.21 876.19 0.530 0.58 1.12 A562 Speke Rd 1103.22 275.81 1095.67 913.86 1462.47 0.00 1452.52 1168.53 0.760 1.13 3.02
Main results: (08:30-08:45) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1629.51 407.38 1629.38 2003.60 564.70 0.00 2278.32 2234.06 0.715 2.45 2.48 Ditton Rd East 52.85 13.21 52.85 190.43 2003.65 0.00 915.89 499.73 0.058 0.06 0.06 A533 Queensway 1344.35 336.09 1344.32 965.47 1091.02 0.00 2606.15 1720.34 0.516 1.06 1.06 Ditton Rd West 786.13 196.53 786.09 840.03 1595.31 0.00 1479.58 876.19 0.531 1.12 1.13 A562 Speke Rd 1103.22 275.81 1102.89 915.99 1465.41 0.00 1449.93 1168.53 0.761 3.02 3.10
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Main results: (08:45-09:00) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1330.49 332.62 1335.29 1643.65 464.43 0.00 2377.72 2234.08 0.560 2.48 1.28 Ditton Rd East 43.15 10.79 43.24 156.73 1642.99 0.00 1153.39 499.73 0.037 0.06 0.04 A533 Queensway 1097.65 274.41 1099.38 792.16 894.07 0.00 2844.09 1720.33 0.386 1.06 0.63 Ditton Rd West 641.87 160.47 644.02 687.77 1305.67 0.00 1736.29 876.19 0.370 1.13 0.59 A562 Speke Rd 900.78 225.19 908.54 750.15 1199.53 0.00 1684.32 1168.54 0.535 3.10 1.16
Main results: (09:00-09:15) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1114.22 278.56 1116.00 1372.42 387.06 0.00 2454.41 2234.08 0.454 1.28 0.84 Ditton Rd East 36.14 9.03 36.18 130.55 1372.52 0.00 1331.51 499.72 0.027 0.04 0.03 A533 Queensway 919.23 229.81 920.00 661.44 747.26 0.00 3021.45 1720.33 0.304 0.63 0.44 Ditton Rd West 537.54 134.38 538.34 575.15 1092.11 0.00 1925.56 876.19 0.279 0.59 0.39 A562 Speke Rd 754.36 188.59 756.25 627.22 1003.23 0.00 1857.37 1168.53 0.406 1.16 0.69
Queueing Delay Results
Queueing Delay results: (07:45-08:00) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 12.11 0.81 0.044 A A Ditton Rd East 0.41 0.03 0.046 A A A533 Queensway 6.44 0.43 0.028 A A Ditton Rd West 5.67 0.38 0.043 A A A562 Speke Rd 9.92 0.66 0.054 A A
Queueing Delay results: (08:00-08:15) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 18.38 1.23 0.057 A A Ditton Rd East 0.57 0.04 0.054 A A A533 Queensway 9.25 0.62 0.034 A A Ditton Rd West 8.56 0.57 0.055 A A A562 Speke Rd 16.49 1.10 0.076 A A
Queueing Delay results: (08:15-08:30) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 35.00 2.33 0.091 A A Ditton Rd East 0.89 0.06 0.069 A A A533 Queensway 15.51 1.03 0.047 A A Ditton Rd West 16.18 1.08 0.086 A A A562 Speke Rd 41.65 2.78 0.165 A A
Queueing Delay results: (08:30-08:45) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 37.05 2.47 0.092 A A Ditton Rd East 0.91 0.06 0.070 A A A533 Queensway 15.89 1.06 0.048 A A Ditton Rd West 16.83 1.12 0.087 A A A562 Speke Rd 46.08 3.07 0.172 B B
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Queueing Delay results: (08:45-09:00) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 19.79 1.32 0.058 A A Ditton Rd East 0.59 0.04 0.054 A A A533 Queensway 9.61 0.64 0.034 A A Ditton Rd West 9.05 0.60 0.055 A A A562 Speke Rd 18.25 1.22 0.078 A A
Queueing Delay results: (09:00-09:15) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 12.78 0.85 0.045 A A Ditton Rd East 0.42 0.03 0.046 A A A533 Queensway 6.65 0.44 0.029 A A Ditton Rd West 5.92 0.39 0.043 A A A562 Speke Rd 10.55 0.70 0.055 A A
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A4 - 2016 AM With Development
Data Errors and Warnings No errors or warnings
Analysis Set Details Network Flow Network Capacity Reason For Include In Use Specific Demand Name Description Locked Scaling Factor Scaling Factor Scaling Report Demand Set Set (%) (%) Factors 2016 AM With True True D4 False 100.000 100.000 Development
Demand Set Details Time Time Traffi Time Start Finish Perio Run Use Segme c Scenario Perio Descriptio Locke Relationshi Time Time d Name Automatical Relationshi nt Profil Name d n d p (HH:m (HH:m Lengt ly p Length e Name m) m) h (min) Type (min) AM 2016 AM 2016 ONE With With AM False True False 07:45 09:15 90 15 HOU Developme Developme R nt, AM nt Roundabout Network
Roundabout Type(s) ID Name Arm Order Roundabout Type Grade Separated Large Roundabout Do Geometric Delay 1 (untitled) A,B,C,D,E Standard True False False
Roundabout Network Options Driving Side Lighting Road Surface In London Left Normal/unknown ((Mini-roundabouts only)) ((Mini-roundabouts only)) Arms
Arms ID Name Description A A568 B Ditton Rd East C A533 Queensway D Ditton Rd West E A562 Speke Rd
Standard Geometry D - Inscribed PHI - Conflict V - Approach road E - Entry l' - Effective R - Entry Exit Arm circle diameter (entry) angle half-width (m) width (m) flare length (m) radius (m) Only (m) (deg) A568 7.25 7.50 0.01 32.50 155.00 35.00 False Ditton Rd East 4.50 8.50 7.50 27.50 155.00 22.00 False A533 Queensway 10.50 11.50 1.00 52.50 155.00 21.00 False Ditton Rd West 7.00 7.50 10.00 87.50 155.00 9.00 False A562 Speke Rd 7.00 8.50 1.50 90.00 155.00 19.00 False
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Large Roundabout Data Arm Circulating flow (PCU/hr) Entry-to-exit separation (m) A568 564.82 47.00 Ditton Rd East 2003.86 25.00 A533 Queensway 1091.11 70.00 Ditton Rd West 1595.38 50.00 A562 Speke Rd 1465.46 87.00
Arm Slope/ Intercept and Capacity
Slope and Intercept used in model Arm Enter Directly Slope Intercept (PCU/hr) Final Slope Final Intercept (PCU/hr) A568 False ((calculated)) ((calculated)) 0.991 2838.133 Ditton Rd East False ((calculated)) ((calculated)) 0.659 2235.368 A533 Queensway False ((calculated)) ((calculated)) 1.208 3924.224 Ditton Rd West False ((calculated)) ((calculated)) 0.886 2893.489 A562 Speke Rd False ((calculated)) ((calculated)) 0.882 2741.778 The slope and intercept shown above include any corrections and adjustments. Traffic Flows
Demand Set Data Options Vehicle Vehicle Vehicle PCU Estimate Turning Turning Turning Default Mix Mix Mix Factor Default Vehicle Mix from Proportions Proportions Proportions Vehicle Varies Varies Varies for a Turning Source entry/exit Vary Over Vary Over Vary Over Mix Over Over Over HV Proportions counts Time Turn Entry Time Turn Entry (PCU) HV False False False True 2.00 False False False True True Percentages Entry Flows
General Flows Data Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) PHF A568 ONE HOUR True 1480.00 100.000 N/A Ditton Rd East ONE HOUR True 48.00 100.000 N/A A533 Queensway ONE HOUR True 1221.00 100.000 N/A Ditton Rd West ONE HOUR True 714.00 100.000 N/A A562 Speke Rd ONE HOUR True 1002.00 100.000 N/A Direct/Resultant Flows
Direct Flows Data Direct Demand Direct Demand Direct Demand Time DirectDemandEntryFlowInPCU Arm Entry Flow Exit Flow Pedestrian Flow Segment (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) 1 A568 1114.22 1114.22 N/A N/A 1 Ditton Rd East 36.14 36.14 N/A N/A 1 A533 Queensway 919.23 919.23 N/A N/A 1 Ditton Rd West 537.54 537.54 N/A N/A 1 A562 Speke Rd 754.36 754.36 N/A N/A 2 A568 1330.49 1330.49 N/A N/A 2 Ditton Rd East 43.15 43.15 N/A N/A 2 A533 Queensway 1097.65 1097.65 N/A N/A
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2 Ditton Rd West 641.87 641.87 N/A N/A 2 A562 Speke Rd 900.78 900.78 N/A N/A 3 A568 1629.51 1629.51 N/A N/A 3 Ditton Rd East 52.85 52.85 N/A N/A 3 A533 Queensway 1344.35 1344.35 N/A N/A 3 Ditton Rd West 786.13 786.13 N/A N/A 3 A562 Speke Rd 1103.22 1103.22 N/A N/A 4 A568 1629.51 1629.51 N/A N/A 4 Ditton Rd East 52.85 52.85 N/A N/A 4 A533 Queensway 1344.35 1344.35 N/A N/A 4 Ditton Rd West 786.13 786.13 N/A N/A 4 A562 Speke Rd 1103.22 1103.22 N/A N/A 5 A568 1330.49 1330.49 N/A N/A 5 Ditton Rd East 43.15 43.15 N/A N/A 5 A533 Queensway 1097.65 1097.65 N/A N/A 5 Ditton Rd West 641.87 641.87 N/A N/A 5 A562 Speke Rd 900.78 900.78 N/A N/A 6 A568 1114.22 1114.22 N/A N/A 6 Ditton Rd East 36.14 36.14 N/A N/A 6 A533 Queensway 919.23 919.23 N/A N/A 6 Ditton Rd West 537.54 537.54 N/A N/A 6 A562 Speke Rd 754.36 754.36 N/A N/A Turning Proportions
Turning Counts or Proportions (PCU/hr) - (untitled) (for whole period) To A B C D E A 0.000 9.000 520.000 409.000 542.000 B 4.000 0.000 11.000 17.000 16.000 From C 619.000 11.000 0.000 334.000 257.000 D 559.000 5.000 133.000 0.000 17.000 E 638.000 148.000 213.000 3.000 0.000
Turning Proportions (PCU) - (untitled) (for whole period) To A B C D E A 0.00 0.00 0.37 0.22 0.41 B 0.05 0.00 0.11 0.36 0.49 From C 0.42 0.03 0.00 0.35 0.20 D 0.69 0.02 0.27 0.00 0.02 E 0.49 0.17 0.32 0.02 0.00
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Results
Results Summary Inclusive Total Rate Of Inclusive Average Queueing Max Max Total Total Queueing Queueing Queueing Max Max Queueing Total Intercept Arm Delay Queue Demand Arrivals Delay Delay Average Slope RFC LOS Delay Delay (PCU/hr) (min) (PCU) (PCU/hr) (PCU) (PCU- (PCU- Delay (min) (PCU- min) min/min) (min) min) A568 0.72 0.09 2.48 A 1358.07 2037.11135.11 0.07 1.50 135.12 0.07 0.9912838.133 Ditton Rd East 0.06 0.07 0.06 A 44.05 66.07 3.81 0.06 0.04 3.81 0.06 0.6592235.368 A533 0.52 0.05 1.06 A 1120.41 1680.6263.34 0.04 0.70 63.34 0.04 1.2083924.224 Queensway Ditton Rd West 0.53 0.09 1.13 A 655.18 982.77 62.22 0.06 0.69 62.22 0.06 0.8862893.489 A562 Speke Rd 0.76 0.17 3.10 B 919.45 1379.18142.95 0.10 1.59 142.95 0.10 0.8822741.778
Main Results
Main results: (07:45-08:00) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1114.22 278.56 1110.92 1366.37 384.92 0.00 2456.54 2234.08 0.454 0.00 0.83 Ditton Rd East 36.14 9.03 36.03 129.80 1366.04 0.00 1335.78 499.72 0.027 0.00 0.03 A533 Queensway 919.23 229.81 917.49 658.20 743.86 0.00 3025.56 1720.33 0.304 0.00 0.44 Ditton Rd West 537.54 134.38 536.00 572.99 1088.36 0.00 1928.88 876.19 0.279 0.00 0.38 A562 Speke Rd 754.36 188.59 751.65 624.72 999.64 0.00 1860.54 1168.53 0.405 0.00 0.68
Main results: (08:00-08:15) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1330.49 332.62 1328.77 1633.98 460.36 0.00 2381.75 2234.08 0.559 0.83 1.25 Ditton Rd East 43.15 10.79 43.11 155.23 1633.90 0.00 1159.38 499.73 0.037 0.03 0.04 A533 Queensway 1097.65 274.41 1096.90 787.26 889.75 0.00 2849.31 1720.33 0.385 0.44 0.62 Ditton Rd West 641.87 160.47 641.09 685.22 1301.42 0.00 1740.05 876.19 0.369 0.38 0.58 A562 Speke Rd 900.78 225.19 898.96 747.13 1195.38 0.00 1687.98 1168.54 0.534 0.68 1.13
Main results: (08:15-08:30) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1629.51 407.38 1624.74 1996.49 561.65 0.00 2281.34 2234.06 0.714 1.25 2.45 Ditton Rd East 52.85 13.21 52.76 189.30 1997.08 0.00 920.21 499.73 0.057 0.04 0.06 A533 Queensway 1344.35 336.09 1342.62 961.89 1087.95 0.00 2609.86 1720.34 0.515 0.62 1.06 Ditton Rd West 786.13 196.53 783.99 838.23 1592.34 0.00 1482.21 876.19 0.530 0.58 1.12 A562 Speke Rd 1103.22 275.81 1095.67 913.86 1462.47 0.00 1452.52 1168.53 0.760 1.13 3.02
Main results: (08:30-08:45) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1629.51 407.38 1629.38 2003.60 564.70 0.00 2278.32 2234.06 0.715 2.45 2.48 Ditton Rd East 52.85 13.21 52.85 190.43 2003.65 0.00 915.89 499.73 0.058 0.06 0.06 A533 Queensway 1344.35 336.09 1344.32 965.47 1091.02 0.00 2606.15 1720.34 0.516 1.06 1.06 Ditton Rd West 786.13 196.53 786.09 840.03 1595.31 0.00 1479.58 876.19 0.531 1.12 1.13 A562 Speke Rd 1103.22 275.81 1102.89 915.99 1465.41 0.00 1449.93 1168.53 0.761 3.02 3.10
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Main results: (08:45-09:00) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1330.49 332.62 1335.29 1643.65 464.43 0.00 2377.72 2234.08 0.560 2.48 1.28 Ditton Rd East 43.15 10.79 43.24 156.73 1642.99 0.00 1153.39 499.73 0.037 0.06 0.04 A533 Queensway 1097.65 274.41 1099.38 792.16 894.07 0.00 2844.09 1720.33 0.386 1.06 0.63 Ditton Rd West 641.87 160.47 644.02 687.77 1305.67 0.00 1736.29 876.19 0.370 1.13 0.59 A562 Speke Rd 900.78 225.19 908.54 750.15 1199.53 0.00 1684.32 1168.54 0.535 3.10 1.16
Main results: (09:00-09:15) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1114.22 278.56 1116.00 1372.42 387.06 0.00 2454.41 2234.08 0.454 1.28 0.84 Ditton Rd East 36.14 9.03 36.18 130.55 1372.52 0.00 1331.51 499.72 0.027 0.04 0.03 A533 Queensway 919.23 229.81 920.00 661.44 747.26 0.00 3021.45 1720.33 0.304 0.63 0.44 Ditton Rd West 537.54 134.38 538.34 575.15 1092.11 0.00 1925.56 876.19 0.279 0.59 0.39 A562 Speke Rd 754.36 188.59 756.25 627.22 1003.23 0.00 1857.37 1168.53 0.406 1.16 0.69
Queueing Delay Results
Queueing Delay results: (07:45-08:00) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 12.11 0.81 0.044 A A Ditton Rd East 0.41 0.03 0.046 A A A533 Queensway 6.44 0.43 0.028 A A Ditton Rd West 5.67 0.38 0.043 A A A562 Speke Rd 9.92 0.66 0.054 A A
Queueing Delay results: (08:00-08:15) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 18.38 1.23 0.057 A A Ditton Rd East 0.57 0.04 0.054 A A A533 Queensway 9.25 0.62 0.034 A A Ditton Rd West 8.56 0.57 0.055 A A A562 Speke Rd 16.49 1.10 0.076 A A
Queueing Delay results: (08:15-08:30) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 35.00 2.33 0.091 A A Ditton Rd East 0.89 0.06 0.069 A A A533 Queensway 15.51 1.03 0.047 A A Ditton Rd West 16.18 1.08 0.086 A A A562 Speke Rd 41.65 2.78 0.165 A A
Queueing Delay results: (08:30-08:45) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 37.05 2.47 0.092 A A Ditton Rd East 0.91 0.06 0.070 A A A533 Queensway 15.89 1.06 0.048 A A Ditton Rd West 16.83 1.12 0.087 A A A562 Speke Rd 46.08 3.07 0.172 B B
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Queueing Delay results: (08:45-09:00) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 19.79 1.32 0.058 A A Ditton Rd East 0.59 0.04 0.054 A A A533 Queensway 9.61 0.64 0.034 A A Ditton Rd West 9.05 0.60 0.055 A A A562 Speke Rd 18.25 1.22 0.078 A A
Queueing Delay results: (09:00-09:15) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 12.78 0.85 0.045 A A Ditton Rd East 0.42 0.03 0.046 A A A533 Queensway 6.65 0.44 0.029 A A Ditton Rd West 5.92 0.39 0.043 A A A562 Speke Rd 10.55 0.70 0.055 A A
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A5 - 2012 PM Without Development
Data Errors and Warnings No errors or warnings
Analysis Set Details Network Flow Network Capacity Reason For Include In Use Specific Demand Name Description Locked Scaling Factor Scaling Factor Scaling Report Demand Set Set (%) (%) Factors 2012 PM Without True True D5 False 100.000 100.000 Development
Demand Set Details Time Time Traffi Time Start Finish Perio Run Use Segme c Scenario Perio Descriptio Locke Relationshi Time Time d Name Automatical Relationshi nt Profil Name d n d p (HH:m (HH:m Lengt ly p Length e Name m) m) h (min) Type (min) PM 2012 PM 2012 ONE Without Without PM False True False 16:45 18:15 90 15 HOU Developme Developme R nt, PM nt Roundabout Network
Roundabout Type(s) ID Name Arm Order Roundabout Type Grade Separated Large Roundabout Do Geometric Delay 1 (untitled) A,B,C,D,E Standard True False False
Roundabout Network Options Driving Side Lighting Road Surface In London Left Normal/unknown ((Mini-roundabouts only)) ((Mini-roundabouts only)) Arms
Arms ID Name Description A A568 B Ditton Rd East C A533 Queensway D Ditton Rd West E A562 Speke Rd
Standard Geometry D - Inscribed PHI - Conflict V - Approach road E - Entry l' - Effective R - Entry Exit Arm circle diameter (entry) angle half-width (m) width (m) flare length (m) radius (m) Only (m) (deg) A568 7.25 7.50 0.01 32.50 155.00 35.00 False Ditton Rd East 4.50 8.50 7.50 27.50 155.00 22.00 False A533 Queensway 10.50 11.50 1.00 52.50 155.00 21.00 False Ditton Rd West 7.00 7.50 10.00 87.50 155.00 9.00 False A562 Speke Rd 7.00 8.50 1.50 90.00 155.00 19.00 False
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Large Roundabout Data Arm Circulating flow (PCU/hr) Entry-to-exit separation (m) A568 564.82 47.00 Ditton Rd East 2003.86 25.00 A533 Queensway 1091.11 70.00 Ditton Rd West 1595.38 50.00 A562 Speke Rd 1465.46 87.00
Arm Slope/ Intercept and Capacity
Slope and Intercept used in model Arm Enter Directly Slope Intercept (PCU/hr) Final Slope Final Intercept (PCU/hr) A568 False ((calculated)) ((calculated)) 0.991 2838.133 Ditton Rd East False ((calculated)) ((calculated)) 0.659 2235.368 A533 Queensway False ((calculated)) ((calculated)) 1.208 3924.224 Ditton Rd West False ((calculated)) ((calculated)) 0.886 2893.489 A562 Speke Rd False ((calculated)) ((calculated)) 0.882 2741.778 The slope and intercept shown above include any corrections and adjustments. Traffic Flows
Demand Set Data Options Vehicle Vehicle Vehicle PCU Estimate Turning Turning Turning Default Mix Mix Mix Factor Default Vehicle Mix from Proportions Proportions Proportions Vehicle Varies Varies Varies for a Turning Source entry/exit Vary Over Vary Over Vary Over Mix Over Over Over HV Proportions counts Time Turn Entry Time Turn Entry (PCU) HV False False True True 2.00 False False False True True Percentages Entry Flows
General Flows Data Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) PHF A568 ONE HOUR True 1480.00 100.000 N/A Ditton Rd East ONE HOUR True 48.00 100.000 N/A A533 Queensway ONE HOUR True 1221.00 100.000 N/A Ditton Rd West ONE HOUR True 714.00 100.000 N/A A562 Speke Rd ONE HOUR True 1002.00 100.000 N/A Direct/Resultant Flows
Direct Flows Data Direct Demand Direct Demand Direct Demand Time DirectDemandEntryFlowInPCU Arm Entry Flow Exit Flow Pedestrian Flow Segment (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) 1 A568 1114.22 1114.22 N/A N/A 1 Ditton Rd East 36.14 36.14 N/A N/A 1 A533 Queensway 919.23 919.23 N/A N/A 1 Ditton Rd West 537.54 537.54 N/A N/A 1 A562 Speke Rd 754.36 754.36 N/A N/A 2 A568 1330.49 1330.49 N/A N/A 2 Ditton Rd East 43.15 43.15 N/A N/A 2 A533 Queensway 1097.65 1097.65 N/A N/A
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2 Ditton Rd West 641.87 641.87 N/A N/A 2 A562 Speke Rd 900.78 900.78 N/A N/A 3 A568 1629.51 1629.51 N/A N/A 3 Ditton Rd East 52.85 52.85 N/A N/A 3 A533 Queensway 1344.35 1344.35 N/A N/A 3 Ditton Rd West 786.13 786.13 N/A N/A 3 A562 Speke Rd 1103.22 1103.22 N/A N/A 4 A568 1629.51 1629.51 N/A N/A 4 Ditton Rd East 52.85 52.85 N/A N/A 4 A533 Queensway 1344.35 1344.35 N/A N/A 4 Ditton Rd West 786.13 786.13 N/A N/A 4 A562 Speke Rd 1103.22 1103.22 N/A N/A 5 A568 1330.49 1330.49 N/A N/A 5 Ditton Rd East 43.15 43.15 N/A N/A 5 A533 Queensway 1097.65 1097.65 N/A N/A 5 Ditton Rd West 641.87 641.87 N/A N/A 5 A562 Speke Rd 900.78 900.78 N/A N/A 6 A568 1114.22 1114.22 N/A N/A 6 Ditton Rd East 36.14 36.14 N/A N/A 6 A533 Queensway 919.23 919.23 N/A N/A 6 Ditton Rd West 537.54 537.54 N/A N/A 6 A562 Speke Rd 754.36 754.36 N/A N/A Turning Proportions
Turning Counts or Proportions (PCU/hr) - (untitled) (for whole period) To A B C D E A 0.000 9.000 520.000 409.000 542.000 B 4.000 0.000 11.000 17.000 16.000 From C 619.000 11.000 0.000 334.000 257.000 D 559.000 5.000 133.000 0.000 17.000 E 638.000 148.000 213.000 3.000 0.000
Turning Proportions (PCU) - (untitled) (for whole period) To A B C D E A 0.00 0.01 0.36 0.28 0.36 B 0.09 0.00 0.24 0.35 0.33 From C 0.51 0.01 0.00 0.27 0.21 D 0.78 0.01 0.19 0.00 0.02 E 0.62 0.15 0.22 0.00 0.00
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Results
Results Summary Inclusive Total Rate Of Inclusive Average Queueing Max Max Total Total Queueing Queueing Queueing Max Max Queueing Total Intercept Arm Delay Queue Demand Arrivals Delay Delay Average Slope RFC LOS Delay Delay (PCU/hr) (min) (PCU) (PCU/hr) (PCU) (PCU- (PCU- Delay (min) (PCU- min) min/min) (min) min) A568 0.72 0.09 2.48 A 1358.07 2037.11135.11 0.07 1.50 135.12 0.07 0.9912838.133 Ditton Rd East 0.06 0.07 0.06 A 44.05 66.07 3.81 0.06 0.04 3.81 0.06 0.6592235.368 A533 0.52 0.05 1.06 A 1120.41 1680.6263.34 0.04 0.70 63.34 0.04 1.2083924.224 Queensway Ditton Rd West 0.53 0.09 1.13 A 655.18 982.77 62.22 0.06 0.69 62.22 0.06 0.8862893.489 A562 Speke Rd 0.76 0.17 3.10 B 919.45 1379.18142.95 0.10 1.59 142.95 0.10 0.8822741.778
Main Results
Main results: (16:45-17:00) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1114.22 278.56 1110.92 1366.37 384.92 0.00 2456.54 2234.08 0.454 0.00 0.83 Ditton Rd East 36.14 9.03 36.03 129.80 1366.04 0.00 1335.78 499.72 0.027 0.00 0.03 A533 Queensway 919.23 229.81 917.49 658.20 743.86 0.00 3025.56 1720.33 0.304 0.00 0.44 Ditton Rd West 537.54 134.38 536.00 572.99 1088.36 0.00 1928.88 876.19 0.279 0.00 0.38 A562 Speke Rd 754.36 188.59 751.65 624.72 999.64 0.00 1860.54 1168.53 0.405 0.00 0.68
Main results: (17:00-17:15) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1330.49 332.62 1328.77 1633.98 460.36 0.00 2381.75 2234.08 0.559 0.83 1.25 Ditton Rd East 43.15 10.79 43.11 155.23 1633.90 0.00 1159.38 499.73 0.037 0.03 0.04 A533 Queensway 1097.65 274.41 1096.90 787.26 889.75 0.00 2849.31 1720.33 0.385 0.44 0.62 Ditton Rd West 641.87 160.47 641.09 685.22 1301.42 0.00 1740.05 876.19 0.369 0.38 0.58 A562 Speke Rd 900.78 225.19 898.96 747.13 1195.38 0.00 1687.98 1168.54 0.534 0.68 1.13
Main results: (17:15-17:30) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1629.51 407.38 1624.74 1996.49 561.65 0.00 2281.34 2234.06 0.714 1.25 2.45 Ditton Rd East 52.85 13.21 52.76 189.30 1997.08 0.00 920.21 499.73 0.057 0.04 0.06 A533 Queensway 1344.35 336.09 1342.62 961.89 1087.95 0.00 2609.86 1720.34 0.515 0.62 1.06 Ditton Rd West 786.13 196.53 783.99 838.23 1592.34 0.00 1482.21 876.19 0.530 0.58 1.12 A562 Speke Rd 1103.22 275.81 1095.67 913.86 1462.47 0.00 1452.52 1168.53 0.760 1.13 3.02
Main results: (17:30-17:45) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1629.51 407.38 1629.38 2003.60 564.70 0.00 2278.32 2234.06 0.715 2.45 2.48 Ditton Rd East 52.85 13.21 52.85 190.43 2003.65 0.00 915.89 499.73 0.058 0.06 0.06 A533 Queensway 1344.35 336.09 1344.32 965.47 1091.02 0.00 2606.15 1720.34 0.516 1.06 1.06 Ditton Rd West 786.13 196.53 786.09 840.03 1595.31 0.00 1479.58 876.19 0.531 1.12 1.13 A562 Speke Rd 1103.22 275.81 1102.89 915.99 1465.41 0.00 1449.93 1168.53 0.761 3.02 3.10
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Main results: (17:45-18:00) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1330.49 332.62 1335.29 1643.65 464.43 0.00 2377.72 2234.08 0.560 2.48 1.28 Ditton Rd East 43.15 10.79 43.24 156.73 1642.99 0.00 1153.39 499.73 0.037 0.06 0.04 A533 Queensway 1097.65 274.41 1099.38 792.16 894.07 0.00 2844.09 1720.33 0.386 1.06 0.63 Ditton Rd West 641.87 160.47 644.02 687.77 1305.67 0.00 1736.29 876.19 0.370 1.13 0.59 A562 Speke Rd 900.78 225.19 908.54 750.15 1199.53 0.00 1684.32 1168.54 0.535 3.10 1.16
Main results: (18:00-18:15) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1114.22 278.56 1116.00 1372.42 387.06 0.00 2454.41 2234.08 0.454 1.28 0.84 Ditton Rd East 36.14 9.03 36.18 130.55 1372.52 0.00 1331.51 499.72 0.027 0.04 0.03 A533 Queensway 919.23 229.81 920.00 661.44 747.26 0.00 3021.45 1720.33 0.304 0.63 0.44 Ditton Rd West 537.54 134.38 538.34 575.15 1092.11 0.00 1925.56 876.19 0.279 0.59 0.39 A562 Speke Rd 754.36 188.59 756.25 627.22 1003.23 0.00 1857.37 1168.53 0.406 1.16 0.69
Queueing Delay Results
Queueing Delay results: (16:45-17:00) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 12.11 0.81 0.044 A A Ditton Rd East 0.41 0.03 0.046 A A A533 Queensway 6.44 0.43 0.028 A A Ditton Rd West 5.67 0.38 0.043 A A A562 Speke Rd 9.92 0.66 0.054 A A
Queueing Delay results: (17:00-17:15) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 18.38 1.23 0.057 A A Ditton Rd East 0.57 0.04 0.054 A A A533 Queensway 9.25 0.62 0.034 A A Ditton Rd West 8.56 0.57 0.055 A A A562 Speke Rd 16.49 1.10 0.076 A A
Queueing Delay results: (17:15-17:30) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 35.00 2.33 0.091 A A Ditton Rd East 0.89 0.06 0.069 A A A533 Queensway 15.51 1.03 0.047 A A Ditton Rd West 16.18 1.08 0.086 A A A562 Speke Rd 41.65 2.78 0.165 A A
Queueing Delay results: (17:30-17:45) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 37.05 2.47 0.092 A A Ditton Rd East 0.91 0.06 0.070 A A A533 Queensway 15.89 1.06 0.048 A A Ditton Rd West 16.83 1.12 0.087 A A A562 Speke Rd 46.08 3.07 0.172 B B
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Queueing Delay results: (17:45-18:00) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 19.79 1.32 0.058 A A Ditton Rd East 0.59 0.04 0.054 A A A533 Queensway 9.61 0.64 0.034 A A Ditton Rd West 9.05 0.60 0.055 A A A562 Speke Rd 18.25 1.22 0.078 A A
Queueing Delay results: (18:00-18:15) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 12.78 0.85 0.045 A A Ditton Rd East 0.42 0.03 0.046 A A A533 Queensway 6.65 0.44 0.029 A A Ditton Rd West 5.92 0.39 0.043 A A A562 Speke Rd 10.55 0.70 0.055 A A
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A6 - 2016 PM Without Development
Data Errors and Warnings No errors or warnings
Analysis Set Details Network Flow Network Capacity Reason For Include In Use Specific Demand Name Description Locked Scaling Factor Scaling Factor Scaling Report Demand Set Set (%) (%) Factors 2016 PM Without True True D6 False 100.000 100.000 Development
Demand Set Details Time Time Traffi Time Start Finish Perio Run Use Segme c Scenario Perio Descriptio Locke Relationshi Time Time d Name Automatical Relationshi nt Profil Name d n d p (HH:m (HH:m Lengt ly p Length e Name m) m) h (min) Type (min) PM 2016 PM 2016 ONE Without Without PM False True False 16:45 18:15 90 15 HOU Developme Developme R nt, PM nt Roundabout Network
Roundabout Type(s) ID Name Arm Order Roundabout Type Grade Separated Large Roundabout Do Geometric Delay 1 (untitled) A,B,C,D,E Standard True False False
Roundabout Network Options Driving Side Lighting Road Surface In London Left Normal/unknown ((Mini-roundabouts only)) ((Mini-roundabouts only)) Arms
Arms ID Name Description A A568 B Ditton Rd East C A533 Queensway D Ditton Rd West E A562 Speke Rd
Standard Geometry D - Inscribed PHI - Conflict V - Approach road E - Entry l' - Effective R - Entry Exit Arm circle diameter (entry) angle half-width (m) width (m) flare length (m) radius (m) Only (m) (deg) A568 7.25 7.50 0.01 32.50 155.00 35.00 False Ditton Rd East 4.50 8.50 7.50 27.50 155.00 22.00 False A533 Queensway 10.50 11.50 1.00 52.50 155.00 21.00 False Ditton Rd West 7.00 7.50 10.00 87.50 155.00 9.00 False A562 Speke Rd 7.00 8.50 1.50 90.00 155.00 19.00 False
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Large Roundabout Data Arm Circulating flow (PCU/hr) Entry-to-exit separation (m) A568 564.82 47.00 Ditton Rd East 2003.86 25.00 A533 Queensway 1091.11 70.00 Ditton Rd West 1595.38 50.00 A562 Speke Rd 1465.46 87.00
Arm Slope/ Intercept and Capacity
Slope and Intercept used in model Arm Enter Directly Slope Intercept (PCU/hr) Final Slope Final Intercept (PCU/hr) A568 False ((calculated)) ((calculated)) 0.991 2838.133 Ditton Rd East False ((calculated)) ((calculated)) 0.659 2235.368 A533 Queensway False ((calculated)) ((calculated)) 1.208 3924.224 Ditton Rd West False ((calculated)) ((calculated)) 0.886 2893.489 A562 Speke Rd False ((calculated)) ((calculated)) 0.882 2741.778 The slope and intercept shown above include any corrections and adjustments. Traffic Flows
Demand Set Data Options Vehicle Vehicle Vehicle PCU Estimate Turning Turning Turning Default Mix Mix Mix Factor Default Vehicle Mix from Proportions Proportions Proportions Vehicle Varies Varies Varies for a Turning Source entry/exit Vary Over Vary Over Vary Over Mix Over Over Over HV Proportions counts Time Turn Entry Time Turn Entry (PCU) HV False False True True 2.00 False False False True True Percentages Entry Flows
General Flows Data Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) PHF A568 ONE HOUR True 1480.00 100.000 N/A Ditton Rd East ONE HOUR True 48.00 100.000 N/A A533 Queensway ONE HOUR True 1221.00 100.000 N/A Ditton Rd West ONE HOUR True 714.00 100.000 N/A A562 Speke Rd ONE HOUR True 1002.00 100.000 N/A Direct/Resultant Flows
Direct Flows Data Direct Demand Direct Demand Direct Demand Time DirectDemandEntryFlowInPCU Arm Entry Flow Exit Flow Pedestrian Flow Segment (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) 1 A568 1114.22 1114.22 N/A N/A 1 Ditton Rd East 36.14 36.14 N/A N/A 1 A533 Queensway 919.23 919.23 N/A N/A 1 Ditton Rd West 537.54 537.54 N/A N/A 1 A562 Speke Rd 754.36 754.36 N/A N/A 2 A568 1330.49 1330.49 N/A N/A 2 Ditton Rd East 43.15 43.15 N/A N/A 2 A533 Queensway 1097.65 1097.65 N/A N/A
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2 Ditton Rd West 641.87 641.87 N/A N/A 2 A562 Speke Rd 900.78 900.78 N/A N/A 3 A568 1629.51 1629.51 N/A N/A 3 Ditton Rd East 52.85 52.85 N/A N/A 3 A533 Queensway 1344.35 1344.35 N/A N/A 3 Ditton Rd West 786.13 786.13 N/A N/A 3 A562 Speke Rd 1103.22 1103.22 N/A N/A 4 A568 1629.51 1629.51 N/A N/A 4 Ditton Rd East 52.85 52.85 N/A N/A 4 A533 Queensway 1344.35 1344.35 N/A N/A 4 Ditton Rd West 786.13 786.13 N/A N/A 4 A562 Speke Rd 1103.22 1103.22 N/A N/A 5 A568 1330.49 1330.49 N/A N/A 5 Ditton Rd East 43.15 43.15 N/A N/A 5 A533 Queensway 1097.65 1097.65 N/A N/A 5 Ditton Rd West 641.87 641.87 N/A N/A 5 A562 Speke Rd 900.78 900.78 N/A N/A 6 A568 1114.22 1114.22 N/A N/A 6 Ditton Rd East 36.14 36.14 N/A N/A 6 A533 Queensway 919.23 919.23 N/A N/A 6 Ditton Rd West 537.54 537.54 N/A N/A 6 A562 Speke Rd 754.36 754.36 N/A N/A Turning Proportions
Turning Counts or Proportions (PCU/hr) - (untitled) (for whole period) To A B C D E A 0.000 9.000 520.000 409.000 542.000 B 4.000 0.000 11.000 17.000 16.000 From C 619.000 11.000 0.000 334.000 257.000 D 559.000 5.000 133.000 0.000 17.000 E 638.000 148.000 213.000 3.000 0.000
Turning Proportions (PCU) - (untitled) (for whole period) To A B C D E A 0.00 0.01 0.36 0.28 0.36 B 0.08 0.00 0.23 0.35 0.33 From C 0.51 0.01 0.00 0.27 0.21 D 0.78 0.01 0.19 0.00 0.02 E 0.63 0.15 0.22 0.00 0.00
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Results
Results Summary Inclusive Total Rate Of Inclusive Average Queueing Max Max Total Total Queueing Queueing Queueing Max Max Queueing Total Intercept Arm Delay Queue Demand Arrivals Delay Delay Average Slope RFC LOS Delay Delay (PCU/hr) (min) (PCU) (PCU/hr) (PCU) (PCU- (PCU- Delay (min) (PCU- min) min/min) (min) min) A568 0.72 0.09 2.48 A 1358.07 2037.11135.11 0.07 1.50 135.12 0.07 0.9912838.133 Ditton Rd East 0.06 0.07 0.06 A 44.05 66.07 3.81 0.06 0.04 3.81 0.06 0.6592235.368 A533 0.52 0.05 1.06 A 1120.41 1680.6263.34 0.04 0.70 63.34 0.04 1.2083924.224 Queensway Ditton Rd West 0.53 0.09 1.13 A 655.18 982.77 62.22 0.06 0.69 62.22 0.06 0.8862893.489 A562 Speke Rd 0.76 0.17 3.10 B 919.45 1379.18142.95 0.10 1.59 142.95 0.10 0.8822741.778
Main Results
Main results: (16:45-17:00) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1114.22 278.56 1110.92 1366.37 384.92 0.00 2456.54 2234.08 0.454 0.00 0.83 Ditton Rd East 36.14 9.03 36.03 129.80 1366.04 0.00 1335.78 499.72 0.027 0.00 0.03 A533 Queensway 919.23 229.81 917.49 658.20 743.86 0.00 3025.56 1720.33 0.304 0.00 0.44 Ditton Rd West 537.54 134.38 536.00 572.99 1088.36 0.00 1928.88 876.19 0.279 0.00 0.38 A562 Speke Rd 754.36 188.59 751.65 624.72 999.64 0.00 1860.54 1168.53 0.405 0.00 0.68
Main results: (17:00-17:15) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1330.49 332.62 1328.77 1633.98 460.36 0.00 2381.75 2234.08 0.559 0.83 1.25 Ditton Rd East 43.15 10.79 43.11 155.23 1633.90 0.00 1159.38 499.73 0.037 0.03 0.04 A533 Queensway 1097.65 274.41 1096.90 787.26 889.75 0.00 2849.31 1720.33 0.385 0.44 0.62 Ditton Rd West 641.87 160.47 641.09 685.22 1301.42 0.00 1740.05 876.19 0.369 0.38 0.58 A562 Speke Rd 900.78 225.19 898.96 747.13 1195.38 0.00 1687.98 1168.54 0.534 0.68 1.13
Main results: (17:15-17:30) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1629.51 407.38 1624.74 1996.49 561.65 0.00 2281.34 2234.06 0.714 1.25 2.45 Ditton Rd East 52.85 13.21 52.76 189.30 1997.08 0.00 920.21 499.73 0.057 0.04 0.06 A533 Queensway 1344.35 336.09 1342.62 961.89 1087.95 0.00 2609.86 1720.34 0.515 0.62 1.06 Ditton Rd West 786.13 196.53 783.99 838.23 1592.34 0.00 1482.21 876.19 0.530 0.58 1.12 A562 Speke Rd 1103.22 275.81 1095.67 913.86 1462.47 0.00 1452.52 1168.53 0.760 1.13 3.02
Main results: (17:30-17:45) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1629.51 407.38 1629.38 2003.60 564.70 0.00 2278.32 2234.06 0.715 2.45 2.48 Ditton Rd East 52.85 13.21 52.85 190.43 2003.65 0.00 915.89 499.73 0.058 0.06 0.06 A533 Queensway 1344.35 336.09 1344.32 965.47 1091.02 0.00 2606.15 1720.34 0.516 1.06 1.06 Ditton Rd West 786.13 196.53 786.09 840.03 1595.31 0.00 1479.58 876.19 0.531 1.12 1.13 A562 Speke Rd 1103.22 275.81 1102.89 915.99 1465.41 0.00 1449.93 1168.53 0.761 3.02 3.10
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Main results: (17:45-18:00) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1330.49 332.62 1335.29 1643.65 464.43 0.00 2377.72 2234.08 0.560 2.48 1.28 Ditton Rd East 43.15 10.79 43.24 156.73 1642.99 0.00 1153.39 499.73 0.037 0.06 0.04 A533 Queensway 1097.65 274.41 1099.38 792.16 894.07 0.00 2844.09 1720.33 0.386 1.06 0.63 Ditton Rd West 641.87 160.47 644.02 687.77 1305.67 0.00 1736.29 876.19 0.370 1.13 0.59 A562 Speke Rd 900.78 225.19 908.54 750.15 1199.53 0.00 1684.32 1168.54 0.535 3.10 1.16
Main results: (18:00-18:15) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1114.22 278.56 1116.00 1372.42 387.06 0.00 2454.41 2234.08 0.454 1.28 0.84 Ditton Rd East 36.14 9.03 36.18 130.55 1372.52 0.00 1331.51 499.72 0.027 0.04 0.03 A533 Queensway 919.23 229.81 920.00 661.44 747.26 0.00 3021.45 1720.33 0.304 0.63 0.44 Ditton Rd West 537.54 134.38 538.34 575.15 1092.11 0.00 1925.56 876.19 0.279 0.59 0.39 A562 Speke Rd 754.36 188.59 756.25 627.22 1003.23 0.00 1857.37 1168.53 0.406 1.16 0.69
Queueing Delay Results
Queueing Delay results: (16:45-17:00) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 12.11 0.81 0.044 A A Ditton Rd East 0.41 0.03 0.046 A A A533 Queensway 6.44 0.43 0.028 A A Ditton Rd West 5.67 0.38 0.043 A A A562 Speke Rd 9.92 0.66 0.054 A A
Queueing Delay results: (17:00-17:15) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 18.38 1.23 0.057 A A Ditton Rd East 0.57 0.04 0.054 A A A533 Queensway 9.25 0.62 0.034 A A Ditton Rd West 8.56 0.57 0.055 A A A562 Speke Rd 16.49 1.10 0.076 A A
Queueing Delay results: (17:15-17:30) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 35.00 2.33 0.091 A A Ditton Rd East 0.89 0.06 0.069 A A A533 Queensway 15.51 1.03 0.047 A A Ditton Rd West 16.18 1.08 0.086 A A A562 Speke Rd 41.65 2.78 0.165 A A
Queueing Delay results: (17:30-17:45) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 37.05 2.47 0.092 A A Ditton Rd East 0.91 0.06 0.070 A A A533 Queensway 15.89 1.06 0.048 A A Ditton Rd West 16.83 1.12 0.087 A A A562 Speke Rd 46.08 3.07 0.172 B B
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Queueing Delay results: (17:45-18:00) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 19.79 1.32 0.058 A A Ditton Rd East 0.59 0.04 0.054 A A A533 Queensway 9.61 0.64 0.034 A A Ditton Rd West 9.05 0.60 0.055 A A A562 Speke Rd 18.25 1.22 0.078 A A
Queueing Delay results: (18:00-18:15) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 12.78 0.85 0.045 A A Ditton Rd East 0.42 0.03 0.046 A A A533 Queensway 6.65 0.44 0.029 A A Ditton Rd West 5.92 0.39 0.043 A A A562 Speke Rd 10.55 0.70 0.055 A A
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A7 - 2012 PM With Development
Data Errors and Warnings No errors or warnings
Analysis Set Details Network Flow Network Capacity Reason For Include In Use Specific Demand Name Description Locked Scaling Factor Scaling Factor Scaling Report Demand Set Set (%) (%) Factors 2012 PM With True True D7 False 100.000 100.000 Development
Demand Set Details Time Time Traffi Time Start Finish Perio Run Use Segme c Scenario Perio Descriptio Locke Relationshi Time Time d Name Automatical Relationshi nt Profil Name d n d p (HH:m (HH:m Lengt ly p Length e Name m) m) h (min) Type (min) PM 2012 PM 2012 ONE With With PM False True False 16:45 18:15 90 15 HOU Developme Developme R nt, PM nt Roundabout Network
Roundabout Type(s) ID Name Arm Order Roundabout Type Grade Separated Large Roundabout Do Geometric Delay 1 (untitled) A,B,C,D,E Standard True False False
Roundabout Network Options Driving Side Lighting Road Surface In London Left Normal/unknown ((Mini-roundabouts only)) ((Mini-roundabouts only)) Arms
Arms ID Name Description A A568 B Ditton Rd East C A533 Queensway D Ditton Rd West E A562 Speke Rd
Standard Geometry D - Inscribed PHI - Conflict V - Approach road E - Entry l' - Effective R - Entry Exit Arm circle diameter (entry) angle half-width (m) width (m) flare length (m) radius (m) Only (m) (deg) A568 7.25 7.50 0.01 32.50 155.00 35.00 False Ditton Rd East 4.50 8.50 7.50 27.50 155.00 22.00 False A533 Queensway 10.50 11.50 1.00 52.50 155.00 21.00 False Ditton Rd West 7.00 7.50 10.00 87.50 155.00 9.00 False A562 Speke Rd 7.00 8.50 1.50 90.00 155.00 19.00 False
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Large Roundabout Data Arm Circulating flow (PCU/hr) Entry-to-exit separation (m) A568 564.82 47.00 Ditton Rd East 2003.86 25.00 A533 Queensway 1091.11 70.00 Ditton Rd West 1595.38 50.00 A562 Speke Rd 1465.46 87.00
Arm Slope/ Intercept and Capacity
Slope and Intercept used in model Arm Enter Directly Slope Intercept (PCU/hr) Final Slope Final Intercept (PCU/hr) A568 False ((calculated)) ((calculated)) 0.991 2838.133 Ditton Rd East False ((calculated)) ((calculated)) 0.659 2235.368 A533 Queensway False ((calculated)) ((calculated)) 1.208 3924.224 Ditton Rd West False ((calculated)) ((calculated)) 0.886 2893.489 A562 Speke Rd False ((calculated)) ((calculated)) 0.882 2741.778 The slope and intercept shown above include any corrections and adjustments. Traffic Flows
Demand Set Data Options Vehicle Vehicle Vehicle PCU Estimate Turning Turning Turning Default Mix Mix Mix Factor Default Vehicle Mix from Proportions Proportions Proportions Vehicle Varies Varies Varies for a Turning Source entry/exit Vary Over Vary Over Vary Over Mix Over Over Over HV Proportions counts Time Turn Entry Time Turn Entry (PCU) HV False False True True 2.00 False False False True True Percentages Entry Flows
General Flows Data Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) PHF A568 ONE HOUR True 1480.00 100.000 N/A Ditton Rd East ONE HOUR True 48.00 100.000 N/A A533 Queensway ONE HOUR True 1221.00 100.000 N/A Ditton Rd West ONE HOUR True 714.00 100.000 N/A A562 Speke Rd ONE HOUR True 1002.00 100.000 N/A Direct/Resultant Flows
Direct Flows Data Direct Demand Direct Demand Direct Demand Time DirectDemandEntryFlowInPCU Arm Entry Flow Exit Flow Pedestrian Flow Segment (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) 1 A568 1114.22 1114.22 N/A N/A 1 Ditton Rd East 36.14 36.14 N/A N/A 1 A533 Queensway 919.23 919.23 N/A N/A 1 Ditton Rd West 537.54 537.54 N/A N/A 1 A562 Speke Rd 754.36 754.36 N/A N/A 2 A568 1330.49 1330.49 N/A N/A 2 Ditton Rd East 43.15 43.15 N/A N/A 2 A533 Queensway 1097.65 1097.65 N/A N/A
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2 Ditton Rd West 641.87 641.87 N/A N/A 2 A562 Speke Rd 900.78 900.78 N/A N/A 3 A568 1629.51 1629.51 N/A N/A 3 Ditton Rd East 52.85 52.85 N/A N/A 3 A533 Queensway 1344.35 1344.35 N/A N/A 3 Ditton Rd West 786.13 786.13 N/A N/A 3 A562 Speke Rd 1103.22 1103.22 N/A N/A 4 A568 1629.51 1629.51 N/A N/A 4 Ditton Rd East 52.85 52.85 N/A N/A 4 A533 Queensway 1344.35 1344.35 N/A N/A 4 Ditton Rd West 786.13 786.13 N/A N/A 4 A562 Speke Rd 1103.22 1103.22 N/A N/A 5 A568 1330.49 1330.49 N/A N/A 5 Ditton Rd East 43.15 43.15 N/A N/A 5 A533 Queensway 1097.65 1097.65 N/A N/A 5 Ditton Rd West 641.87 641.87 N/A N/A 5 A562 Speke Rd 900.78 900.78 N/A N/A 6 A568 1114.22 1114.22 N/A N/A 6 Ditton Rd East 36.14 36.14 N/A N/A 6 A533 Queensway 919.23 919.23 N/A N/A 6 Ditton Rd West 537.54 537.54 N/A N/A 6 A562 Speke Rd 754.36 754.36 N/A N/A Turning Proportions
Turning Counts or Proportions (PCU/hr) - (untitled) (for whole period) To A B C D E A 0.000 9.000 520.000 409.000 542.000 B 4.000 0.000 11.000 17.000 16.000 From C 619.000 11.000 0.000 334.000 257.000 D 559.000 5.000 133.000 0.000 17.000 E 638.000 148.000 213.000 3.000 0.000
Turning Proportions (PCU) - (untitled) (for whole period) To A B C D E A 0.00 0.01 0.35 0.28 0.37 B 0.09 0.00 0.24 0.33 0.35 From C 0.51 0.01 0.00 0.27 0.21 D 0.78 0.01 0.19 0.00 0.02 E 0.63 0.15 0.22 0.00 0.00
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Results
Results Summary Inclusive Total Rate Of Inclusive Average Queueing Max Max Total Total Queueing Queueing Queueing Max Max Queueing Total Intercept Arm Delay Queue Demand Arrivals Delay Delay Average Slope RFC LOS Delay Delay (PCU/hr) (min) (PCU) (PCU/hr) (PCU) (PCU- (PCU- Delay (min) (PCU- min) min/min) (min) min) A568 0.72 0.09 2.48 A 1358.07 2037.11135.11 0.07 1.50 135.12 0.07 0.9912838.133 Ditton Rd East 0.06 0.07 0.06 A 44.05 66.07 3.81 0.06 0.04 3.81 0.06 0.6592235.368 A533 0.52 0.05 1.06 A 1120.41 1680.6263.34 0.04 0.70 63.34 0.04 1.2083924.224 Queensway Ditton Rd West 0.53 0.09 1.13 A 655.18 982.77 62.22 0.06 0.69 62.22 0.06 0.8862893.489 A562 Speke Rd 0.76 0.17 3.10 B 919.45 1379.18142.95 0.10 1.59 142.95 0.10 0.8822741.778
Main Results
Main results: (16:45-17:00) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1114.22 278.56 1110.92 1366.37 384.92 0.00 2456.54 2234.08 0.454 0.00 0.83 Ditton Rd East 36.14 9.03 36.03 129.80 1366.04 0.00 1335.78 499.72 0.027 0.00 0.03 A533 Queensway 919.23 229.81 917.49 658.20 743.86 0.00 3025.56 1720.33 0.304 0.00 0.44 Ditton Rd West 537.54 134.38 536.00 572.99 1088.36 0.00 1928.88 876.19 0.279 0.00 0.38 A562 Speke Rd 754.36 188.59 751.65 624.72 999.64 0.00 1860.54 1168.53 0.405 0.00 0.68
Main results: (17:00-17:15) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1330.49 332.62 1328.77 1633.98 460.36 0.00 2381.75 2234.08 0.559 0.83 1.25 Ditton Rd East 43.15 10.79 43.11 155.23 1633.90 0.00 1159.38 499.73 0.037 0.03 0.04 A533 Queensway 1097.65 274.41 1096.90 787.26 889.75 0.00 2849.31 1720.33 0.385 0.44 0.62 Ditton Rd West 641.87 160.47 641.09 685.22 1301.42 0.00 1740.05 876.19 0.369 0.38 0.58 A562 Speke Rd 900.78 225.19 898.96 747.13 1195.38 0.00 1687.98 1168.54 0.534 0.68 1.13
Main results: (17:15-17:30) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1629.51 407.38 1624.74 1996.49 561.65 0.00 2281.34 2234.06 0.714 1.25 2.45 Ditton Rd East 52.85 13.21 52.76 189.30 1997.08 0.00 920.21 499.73 0.057 0.04 0.06 A533 Queensway 1344.35 336.09 1342.62 961.89 1087.95 0.00 2609.86 1720.34 0.515 0.62 1.06 Ditton Rd West 786.13 196.53 783.99 838.23 1592.34 0.00 1482.21 876.19 0.530 0.58 1.12 A562 Speke Rd 1103.22 275.81 1095.67 913.86 1462.47 0.00 1452.52 1168.53 0.760 1.13 3.02
Main results: (17:30-17:45) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1629.51 407.38 1629.38 2003.60 564.70 0.00 2278.32 2234.06 0.715 2.45 2.48 Ditton Rd East 52.85 13.21 52.85 190.43 2003.65 0.00 915.89 499.73 0.058 0.06 0.06 A533 Queensway 1344.35 336.09 1344.32 965.47 1091.02 0.00 2606.15 1720.34 0.516 1.06 1.06 Ditton Rd West 786.13 196.53 786.09 840.03 1595.31 0.00 1479.58 876.19 0.531 1.12 1.13 A562 Speke Rd 1103.22 275.81 1102.89 915.99 1465.41 0.00 1449.93 1168.53 0.761 3.02 3.10
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Main results: (17:45-18:00) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1330.49 332.62 1335.29 1643.65 464.43 0.00 2377.72 2234.08 0.560 2.48 1.28 Ditton Rd East 43.15 10.79 43.24 156.73 1642.99 0.00 1153.39 499.73 0.037 0.06 0.04 A533 Queensway 1097.65 274.41 1099.38 792.16 894.07 0.00 2844.09 1720.33 0.386 1.06 0.63 Ditton Rd West 641.87 160.47 644.02 687.77 1305.67 0.00 1736.29 876.19 0.370 1.13 0.59 A562 Speke Rd 900.78 225.19 908.54 750.15 1199.53 0.00 1684.32 1168.54 0.535 3.10 1.16
Main results: (18:00-18:15) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1114.22 278.56 1116.00 1372.42 387.06 0.00 2454.41 2234.08 0.454 1.28 0.84 Ditton Rd East 36.14 9.03 36.18 130.55 1372.52 0.00 1331.51 499.72 0.027 0.04 0.03 A533 Queensway 919.23 229.81 920.00 661.44 747.26 0.00 3021.45 1720.33 0.304 0.63 0.44 Ditton Rd West 537.54 134.38 538.34 575.15 1092.11 0.00 1925.56 876.19 0.279 0.59 0.39 A562 Speke Rd 754.36 188.59 756.25 627.22 1003.23 0.00 1857.37 1168.53 0.406 1.16 0.69
Queueing Delay Results
Queueing Delay results: (16:45-17:00) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 12.11 0.81 0.044 A A Ditton Rd East 0.41 0.03 0.046 A A A533 Queensway 6.44 0.43 0.028 A A Ditton Rd West 5.67 0.38 0.043 A A A562 Speke Rd 9.92 0.66 0.054 A A
Queueing Delay results: (17:00-17:15) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 18.38 1.23 0.057 A A Ditton Rd East 0.57 0.04 0.054 A A A533 Queensway 9.25 0.62 0.034 A A Ditton Rd West 8.56 0.57 0.055 A A A562 Speke Rd 16.49 1.10 0.076 A A
Queueing Delay results: (17:15-17:30) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 35.00 2.33 0.091 A A Ditton Rd East 0.89 0.06 0.069 A A A533 Queensway 15.51 1.03 0.047 A A Ditton Rd West 16.18 1.08 0.086 A A A562 Speke Rd 41.65 2.78 0.165 A A
Queueing Delay results: (17:30-17:45) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 37.05 2.47 0.092 A A Ditton Rd East 0.91 0.06 0.070 A A A533 Queensway 15.89 1.06 0.048 A A Ditton Rd West 16.83 1.12 0.087 A A A562 Speke Rd 46.08 3.07 0.172 B B
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Queueing Delay results: (17:45-18:00) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 19.79 1.32 0.058 A A Ditton Rd East 0.59 0.04 0.054 A A A533 Queensway 9.61 0.64 0.034 A A Ditton Rd West 9.05 0.60 0.055 A A A562 Speke Rd 18.25 1.22 0.078 A A
Queueing Delay results: (18:00-18:15) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 12.78 0.85 0.045 A A Ditton Rd East 0.42 0.03 0.046 A A A533 Queensway 6.65 0.44 0.029 A A Ditton Rd West 5.92 0.39 0.043 A A A562 Speke Rd 10.55 0.70 0.055 A A
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A8 - 2016 PM With Development
Data Errors and Warnings No errors or warnings
Analysis Set Details Network Flow Network Capacity Reason For Include In Use Specific Demand Name Description Locked Scaling Factor Scaling Factor Scaling Report Demand Set Set (%) (%) Factors 2016 PM With True True D8 False 100.000 100.000 Development
Demand Set Details Time Time Traffi Time Start Finish Perio Run Use Segme c Scenario Perio Descriptio Locke Relationshi Time Time d Name Automatical Relationshi nt Profil Name d n d p (HH:m (HH:m Lengt ly p Length e Name m) m) h (min) Type (min) PM 2016 PM 2016 ONE With With PM False True False 16:45 18:15 90 15 HOU Developme Developme R nt, PM nt Roundabout Network
Roundabout Type(s) ID Name Arm Order Roundabout Type Grade Separated Large Roundabout Do Geometric Delay 1 (untitled) A,B,C,D,E Standard True False False
Roundabout Network Options Driving Side Lighting Road Surface In London Left Normal/unknown ((Mini-roundabouts only)) ((Mini-roundabouts only)) Arms
Arms ID Name Description A A568 B Ditton Rd East C A533 Queensway D Ditton Rd West E A562 Speke Rd
Standard Geometry D - Inscribed PHI - Conflict V - Approach road E - Entry l' - Effective R - Entry Exit Arm circle diameter (entry) angle half-width (m) width (m) flare length (m) radius (m) Only (m) (deg) A568 7.25 7.50 0.01 32.50 155.00 35.00 False Ditton Rd East 4.50 8.50 7.50 27.50 155.00 22.00 False A533 Queensway 10.50 11.50 1.00 52.50 155.00 21.00 False Ditton Rd West 7.00 7.50 10.00 87.50 155.00 9.00 False A562 Speke Rd 7.00 8.50 1.50 90.00 155.00 19.00 False
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Large Roundabout Data Arm Circulating flow (PCU/hr) Entry-to-exit separation (m) A568 564.82 47.00 Ditton Rd East 2003.86 25.00 A533 Queensway 1091.11 70.00 Ditton Rd West 1595.38 50.00 A562 Speke Rd 1465.46 87.00
Arm Slope/ Intercept and Capacity
Slope and Intercept used in model Arm Enter Directly Slope Intercept (PCU/hr) Final Slope Final Intercept (PCU/hr) A568 False ((calculated)) ((calculated)) 0.991 2838.133 Ditton Rd East False ((calculated)) ((calculated)) 0.659 2235.368 A533 Queensway False ((calculated)) ((calculated)) 1.208 3924.224 Ditton Rd West False ((calculated)) ((calculated)) 0.886 2893.489 A562 Speke Rd False ((calculated)) ((calculated)) 0.882 2741.778 The slope and intercept shown above include any corrections and adjustments. Traffic Flows
Demand Set Data Options Vehicle Vehicle Vehicle PCU Estimate Turning Turning Turning Default Mix Mix Mix Factor Default Vehicle Mix from Proportions Proportions Proportions Vehicle Varies Varies Varies for a Turning Source entry/exit Vary Over Vary Over Vary Over Mix Over Over Over HV Proportions counts Time Turn Entry Time Turn Entry (PCU) HV False False True True 2.00 False False False True True Percentages Entry Flows
General Flows Data Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) PHF A568 ONE HOUR True 1480.00 100.000 N/A Ditton Rd East ONE HOUR True 48.00 100.000 N/A A533 Queensway ONE HOUR True 1221.00 100.000 N/A Ditton Rd West ONE HOUR True 714.00 100.000 N/A A562 Speke Rd ONE HOUR True 1002.00 100.000 N/A Direct/Resultant Flows
Direct Flows Data Direct Demand Direct Demand Direct Demand Time DirectDemandEntryFlowInPCU Arm Entry Flow Exit Flow Pedestrian Flow Segment (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) 1 A568 1114.22 1114.22 N/A N/A 1 Ditton Rd East 36.14 36.14 N/A N/A 1 A533 Queensway 919.23 919.23 N/A N/A 1 Ditton Rd West 537.54 537.54 N/A N/A 1 A562 Speke Rd 754.36 754.36 N/A N/A 2 A568 1330.49 1330.49 N/A N/A 2 Ditton Rd East 43.15 43.15 N/A N/A 2 A533 Queensway 1097.65 1097.65 N/A N/A
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2 Ditton Rd West 641.87 641.87 N/A N/A 2 A562 Speke Rd 900.78 900.78 N/A N/A 3 A568 1629.51 1629.51 N/A N/A 3 Ditton Rd East 52.85 52.85 N/A N/A 3 A533 Queensway 1344.35 1344.35 N/A N/A 3 Ditton Rd West 786.13 786.13 N/A N/A 3 A562 Speke Rd 1103.22 1103.22 N/A N/A 4 A568 1629.51 1629.51 N/A N/A 4 Ditton Rd East 52.85 52.85 N/A N/A 4 A533 Queensway 1344.35 1344.35 N/A N/A 4 Ditton Rd West 786.13 786.13 N/A N/A 4 A562 Speke Rd 1103.22 1103.22 N/A N/A 5 A568 1330.49 1330.49 N/A N/A 5 Ditton Rd East 43.15 43.15 N/A N/A 5 A533 Queensway 1097.65 1097.65 N/A N/A 5 Ditton Rd West 641.87 641.87 N/A N/A 5 A562 Speke Rd 900.78 900.78 N/A N/A 6 A568 1114.22 1114.22 N/A N/A 6 Ditton Rd East 36.14 36.14 N/A N/A 6 A533 Queensway 919.23 919.23 N/A N/A 6 Ditton Rd West 537.54 537.54 N/A N/A 6 A562 Speke Rd 754.36 754.36 N/A N/A Turning Proportions
Turning Counts or Proportions (PCU/hr) - (untitled) (for whole period) To A B C D E A 0.000 9.000 520.000 409.000 542.000 B 4.000 0.000 11.000 17.000 16.000 From C 619.000 11.000 0.000 334.000 257.000 D 559.000 5.000 133.000 0.000 17.000 E 638.000 148.000 213.000 3.000 0.000
Turning Proportions (PCU) - (untitled) (for whole period) To A B C D E A 0.00 0.01 0.35 0.28 0.37 B 0.08 0.00 0.23 0.35 0.33 From C 0.51 0.01 0.00 0.27 0.21 D 0.78 0.01 0.19 0.00 0.02 E 0.64 0.15 0.21 0.00 0.00
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Results
Results Summary Inclusive Total Rate Of Inclusive Average Queueing Max Max Total Total Queueing Queueing Queueing Max Max Queueing Total Intercept Arm Delay Queue Demand Arrivals Delay Delay Average Slope RFC LOS Delay Delay (PCU/hr) (min) (PCU) (PCU/hr) (PCU) (PCU- (PCU- Delay (min) (PCU- min) min/min) (min) min) A568 0.72 0.09 2.48 A 1358.07 2037.11135.11 0.07 1.50 135.12 0.07 0.9912838.133 Ditton Rd East 0.06 0.07 0.06 A 44.05 66.07 3.81 0.06 0.04 3.81 0.06 0.6592235.368 A533 0.52 0.05 1.06 A 1120.41 1680.6263.34 0.04 0.70 63.34 0.04 1.2083924.224 Queensway Ditton Rd West 0.53 0.09 1.13 A 655.18 982.77 62.22 0.06 0.69 62.22 0.06 0.8862893.489 A562 Speke Rd 0.76 0.17 3.10 B 919.45 1379.18142.95 0.10 1.59 142.95 0.10 0.8822741.778
Main Results
Main results: (16:45-17:00) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1114.22 278.56 1110.92 1366.37 384.92 0.00 2456.54 2234.08 0.454 0.00 0.83 Ditton Rd East 36.14 9.03 36.03 129.80 1366.04 0.00 1335.78 499.72 0.027 0.00 0.03 A533 Queensway 919.23 229.81 917.49 658.20 743.86 0.00 3025.56 1720.33 0.304 0.00 0.44 Ditton Rd West 537.54 134.38 536.00 572.99 1088.36 0.00 1928.88 876.19 0.279 0.00 0.38 A562 Speke Rd 754.36 188.59 751.65 624.72 999.64 0.00 1860.54 1168.53 0.405 0.00 0.68
Main results: (17:00-17:15) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1330.49 332.62 1328.77 1633.98 460.36 0.00 2381.75 2234.08 0.559 0.83 1.25 Ditton Rd East 43.15 10.79 43.11 155.23 1633.90 0.00 1159.38 499.73 0.037 0.03 0.04 A533 Queensway 1097.65 274.41 1096.90 787.26 889.75 0.00 2849.31 1720.33 0.385 0.44 0.62 Ditton Rd West 641.87 160.47 641.09 685.22 1301.42 0.00 1740.05 876.19 0.369 0.38 0.58 A562 Speke Rd 900.78 225.19 898.96 747.13 1195.38 0.00 1687.98 1168.54 0.534 0.68 1.13
Main results: (17:15-17:30) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1629.51 407.38 1624.74 1996.49 561.65 0.00 2281.34 2234.06 0.714 1.25 2.45 Ditton Rd East 52.85 13.21 52.76 189.30 1997.08 0.00 920.21 499.73 0.057 0.04 0.06 A533 Queensway 1344.35 336.09 1342.62 961.89 1087.95 0.00 2609.86 1720.34 0.515 0.62 1.06 Ditton Rd West 786.13 196.53 783.99 838.23 1592.34 0.00 1482.21 876.19 0.530 0.58 1.12 A562 Speke Rd 1103.22 275.81 1095.67 913.86 1462.47 0.00 1452.52 1168.53 0.760 1.13 3.02
Main results: (17:30-17:45) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1629.51 407.38 1629.38 2003.60 564.70 0.00 2278.32 2234.06 0.715 2.45 2.48 Ditton Rd East 52.85 13.21 52.85 190.43 2003.65 0.00 915.89 499.73 0.058 0.06 0.06 A533 Queensway 1344.35 336.09 1344.32 965.47 1091.02 0.00 2606.15 1720.34 0.516 1.06 1.06 Ditton Rd West 786.13 196.53 786.09 840.03 1595.31 0.00 1479.58 876.19 0.531 1.12 1.13 A562 Speke Rd 1103.22 275.81 1102.89 915.99 1465.41 0.00 1449.93 1168.53 0.761 3.02 3.10
Main results: (17:45-18:00)
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Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1330.49 332.62 1335.29 1643.65 464.43 0.00 2377.72 2234.08 0.560 2.48 1.28 Ditton Rd East 43.15 10.79 43.24 156.73 1642.99 0.00 1153.39 499.73 0.037 0.06 0.04 A533 Queensway 1097.65 274.41 1099.38 792.16 894.07 0.00 2844.09 1720.33 0.386 1.06 0.63 Ditton Rd West 641.87 160.47 644.02 687.77 1305.67 0.00 1736.29 876.19 0.370 1.13 0.59 A562 Speke Rd 900.78 225.19 908.54 750.15 1199.53 0.00 1684.32 1168.54 0.535 3.10 1.16
Main results: (18:00-18:15) Entry Exit Circulating Pedestrian Saturation Start End Demand Arrivals Capacity Arm Flow Flow Flow Demand Capacity RFC Queue Queue (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) A568 1114.22 278.56 1116.00 1372.42 387.06 0.00 2454.41 2234.08 0.454 1.28 0.84 Ditton Rd East 36.14 9.03 36.18 130.55 1372.52 0.00 1331.51 499.72 0.027 0.04 0.03 A533 Queensway 919.23 229.81 920.00 661.44 747.26 0.00 3021.45 1720.33 0.304 0.63 0.44 Ditton Rd West 537.54 134.38 538.34 575.15 1092.11 0.00 1925.56 876.19 0.279 0.59 0.39 A562 Speke Rd 754.36 188.59 756.25 627.22 1003.23 0.00 1857.37 1168.53 0.406 1.16 0.69
Queueing Delay Results
Queueing Delay results: (16:45-17:00) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 12.11 0.81 0.044 A A Ditton Rd East 0.41 0.03 0.046 A A A533 Queensway 6.44 0.43 0.028 A A Ditton Rd West 5.67 0.38 0.043 A A A562 Speke Rd 9.92 0.66 0.054 A A
Queueing Delay results: (17:00-17:15) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 18.38 1.23 0.057 A A Ditton Rd East 0.57 0.04 0.054 A A A533 Queensway 9.25 0.62 0.034 A A Ditton Rd West 8.56 0.57 0.055 A A A562 Speke Rd 16.49 1.10 0.076 A A
Queueing Delay results: (17:15-17:30) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 35.00 2.33 0.091 A A Ditton Rd East 0.89 0.06 0.069 A A A533 Queensway 15.51 1.03 0.047 A A Ditton Rd West 16.18 1.08 0.086 A A A562 Speke Rd 41.65 2.78 0.165 A A
Queueing Delay results: (17:30-17:45) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 37.05 2.47 0.092 A A Ditton Rd East 0.91 0.06 0.070 A A A533 Queensway 15.89 1.06 0.048 A A Ditton Rd West 16.83 1.12 0.087 A A A562 Speke Rd 46.08 3.07 0.172 B B
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Queueing Delay results: (17:45-18:00) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 19.79 1.32 0.058 A A Ditton Rd East 0.59 0.04 0.054 A A A533 Queensway 9.61 0.64 0.034 A A Ditton Rd West 9.05 0.60 0.055 A A A562 Speke Rd 18.25 1.22 0.078 A A
Queueing Delay results: (18:00-18:15) Queueing Total Queueing Rate Of Average Delay Per Unsignalised Level Signalised Level Arm Delay (PCU-min) Delay (PCU-min/min) Arriving Vehicle (min) Of Service Of Service A568 12.78 0.85 0.045 A A Ditton Rd East 0.42 0.03 0.046 A A A533 Queensway 6.65 0.44 0.029 A A Ditton Rd West 5.92 0.39 0.043 A A A562 Speke Rd 10.55 0.70 0.055 A A
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Appendix O. Routeing of Vehicles
O.1. Permitted Routes to and from the Site All construction traffic shall be routed in accordance with the requirements of the approved planning applications and to the approval of the Overseeing Organisation. HBC Field construction traffic will use the A562/ A5300 Knowsley Expressway roundabout and new link road wherever possible.
Restrictions on traffic routeing for the Hale Bank Road site access shown on plan reference 505120/200/HW/AA/GA/102. All construction traffic using the site access point on Hale Bank Road will use Higher Road and the Higher Road junction with A562 Speke Boulevard. Construction traffic will not be permitted to use the section of Hale Bank Road to the southeast of the site access or Hale Road due to the 7.5T environmental weight restriction on this route. The Contractor should note that the Hale Wood junction on A562 Speke Boulevard utilises private roads within the Jaguar site. The Contractor shall obtain the consent of the site management at Jaguar prior to construction traffic using the Hale Wood junction.
No track laying vehicles/ tracked vehicles will be permitted on the public highway and existing carriageway. Suitable transport with tyres must be used when transporting these types of vehicles/ plant.
The Contractor’s machinery and plant operators and hauliers shall obey all weight restrictions where they have to cross bridges, and height restrictions for bridges they are to pass under. The Contractor should be aware of the 7.5T weight restriction on the Higher Road railway bridge.
Wheel washing facilities shall be provided at the interface of all haul routes with existing carriageways.
The route to and from the site shall be signed adequately from the principal A class roads to the site, and the site to the principal A class roads.
O.2. Permitted Routes to and from the Site Site traffic shall use the designated site access and exit point agreed with the Overseeing Organisation.
The Contractor shall ensure that his operatives and suppliers are aware of all of the agreed routes.
If the Contractor intends to use any part or section of the permanent works prior to those times detailed any other Clause or Appendix, or intends to use machinery or plant that is heavier than the design loads for the carriageway, then the Contractor shall submit details of his proposals to prevent any damage being incurred to the carriageway.
The finished pavement forming part of the Permanent Works shall only be used to carry construction traffic when measures, approved by the Project Manager, have been taken to protect them from damages.
O.3. Movement of Machinery and Plant across Public Roads Heavy construction plant such as dump trucks, tracked machines etc of any description will not be allowed to traverse the existing road network under any circumstances. These types of plant/ machines will only be allowed within the corridor of the construction of the works.
The Contractor must exercise particular care to ensure that no damage is caused to the existing highway including kerbs, verges and highway drainage. The Project Manager will agree a photographic record of the highway with the Contractor prior to the start of the site works and the Contractor will be liable for any damage caused by vehicles/ plant or those of his sub contractors/ suppliers.
The designated crossing points shall be of a suitable design and the Contractor shall submit his proposals for such crossing points. The Contractor shall seek the Project Manager’s agreement where public roads and public/ private rights of way are to be crossed.
The Contractor must exercise particular care to ensure that no mud, stones, chippings or other debris are deposited on any operational carriageway, or temporary diversion road. Provision shall be made for the
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HBC Field, Halebank Road, Widnes Transport Assessment immediate removal of any deposited mud, stones, chippings or other debris. Provision shall be made for the cleaning the wheel of all vehicles before they join any trafficked carriageway.
No loaded vehicle entering, leaving or travelling within the Site shall contain material stacked to a level higher than the rigid sides of the vehicle. Vehicles shall be stacked and loaded in such a manner that there is no risk of material spilling over the sides whilst the vehicle is in motion and in compliance to the current Motor Vehicle (Construction and Use) Regulations.
All material transporting vehicles with open tops should be sheeted.
O.4. Temporary Structures for Construction Traffic Spanning Areas Used by the Public It is not anticipated that any such structures will be required but any temporary structures must be designed including, in the case of structures spanning a public highway, following the technical approval procedures in Standard BD 2. In the case of structures spanning a railway, river or canal the requirements of the appropriate authority should be given.
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HBC FIELD Environmental Statement 2 Framework Travel Plan Framework Travel Plan
HBC Field, Halebank Road, Widnes Framework Travel Plan
July 2011
HBC Field, Halebank Road, Widnes Framework Travel Plan
Notice
This document and its contents have been prepared and are intended solely for Prologis UK Limited information and use in relation to HBC Field, Halebank Road, Widnes.
ATKINS 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 History
Job number: 5100357 Document ref: 5100357_HBC_Field_ Draft_Travel_Plan_V1.0.Docx Revision Purpose Description Originated Checked Reviewed Authorised Date Rev 0.0 Draft MJ GR AB GR 27/6/11 Rev 1.0 Draft MJ GR AB GR 30/6/11 Rev 2.0 Final MJ GR AB GR 14/7/11
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Table of contents
Chapter Pages
Introduction 5 1. Introduction 6 Background 6 The Benefit of Employee Travel Plans 6 Area-wide Travel Plan Opportunities 7 Report Structure 7 Transport Assessment 8
Policy and Guidance 9 2. Policy and Guidance 10
Site Access and Travel Patterns 15 3. Site Access and Travel Patterns 16 Site Description 16 Access by Road 16 Public Transport Access 16 Pedestrian and Cycle Access 17 Existing Travel Patterns 18 Summary 19
Development Proposals 20 4. Development Proposal 21 Proposed Use 21 Access for All 21 Site Operation 22 Parking 22
Travel Plan Objectives and Targets 23 5. Travel Plan Objectives and Targets 24 Travel Plan Vision 24 Potential Effectiveness of Travel Plans 24 Travel Plan Objectives 24 Travel Plan Targets 25
Toolkit of Measures 26 6. Toolkit of Measures 27 Introduction 27 Providing Travel Information 27 Measures to Promote Efficient Car Use 28 Promoting Cycling and Walking 29 Promoting Public Transport Use 30 Measures to Promote Efficient Working Practices 31 Summary 31
Travel Plan Coordinator 32
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7. Travel Plan Coordinator 33
Travel Plan Monitoring and Review 34 8. Travel Plan Monitoring and Review 35 Overview 35 Baseline Survey 35 Annual Monitoring Survey 35
Appendices 36 Appendix A. Site Location Plan 37 Appendix B. Widnes Cycle Map 38 Appendix C. HBC Field Master Plan 39 Appendix D. HBC Field Access Road 40
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Introduction
HBC Field, Halebank Road, Widnes Framework Travel Plan
1. Introduction
1.1. Atkins has been commissioned by Prologis UK Limited to prepare a Transport Assessment and Framework Travel Plan in support of a full planning application for the construction of a single rail-served building for storage and distribution purposes (B8) together with associated infrastructure, parking and open space.
1.2. This document outlines a range of potential measures for encouraging travel by sustainable modes and a framework for the coordination, delivery and monitoring of the Travel Plan. A baseline staff travel survey will be undertaken within six months of occupation to identify baseline travel characteristics. The findings from this survey will be used to refine the document and form the basis for identifying detailed Travel Plan targets along with the preparation of an implementation plan to be submitted to the Local Planning Authority for their approval.
1.3. The strategies and initiatives contained within this document are designed to encourage future staff to use alternatives to single occupancy car use, and encourage greener, cleaner and healthier travel choices. This Framework Travel Plan has been developed in line with guidance contained within Halton Borough Council’s online Travel Plan Guide.
Background 1.4. The application site, known as HBC Field, forms part of the Mersey Multi-Modal Gateway (3MG). The 3MG development is a strategic rail freight park located to the south of Widnes, on the edge of Halebank, and is a partnership between Halton Borough Council, the Stobart Group and Prologis.
1.5. 3MG lies on the northern edge of the Mersey Estuary, to the north west of Runcorn Bridge and is bounded to the east by the A533 Queensway; to the north by the A562 Speke Road and a St Michael Jubilee Golf Course. The area is largely characterised by heavy industrial development, in contrast to the residential nature of Halebank.
1.6. The HBC Field site forms the western part of the strategic rail freight park and lies south of the railway and north of Hale Bank Road, and is strategically located for distribution with:
strategic links to A5300, A562, M56 and M62; existing rail links to the West Coast Main Line; daily rail links to deep sea ports and within close proximity to the Port of Liverpool; and easy access to Liverpool and Manchester international airports. 1.7. The HBC Field site location plan is reproduced in Appendix A.
1.8. Planning permission has been granted for new road access to the HBC Field site directly from the roundabout of the A562 with the A5300 Knowsley Expressway over the Liverpool Branch of West Coast Main Line (WCML).
The Benefit of Employee Travel Plans 1.9. Employee Travel Plans are important management tools and when implemented as part of a comprehensive integrated movement and access strategy they make it possible to achieve modal shift away from private car-based transport toward more environmentally sustainable forms of travel. Where private car-based transport remains; travel plans are able to encourage more efficient and sustainable use of this mode of travel; i.e. multiple occupancy.
1.10. A primary objective of both national and local transport policy is to reduce reliance on the car for travel. However, without positive measures to actively encourage drivers away from their cars –
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little change will take place. Therefore, information, marketing and incentives can be applied in order to encourage change. This can be collectively achieved through the adoption and delivery of a travel plan.
1.11. A number of additional benefits can arise from the introduction of a successful Travel Plan, with benefits arising for employers, employees and visitors to the site, and the wider local community. A summary of some of these benefits are illustrated in Figure 1.1 below.
Figure 1.1 - Benefits of Employee Travel Plans
The Environment and Local Community
Improved air quality, reduced congestion, better use of existing infrastructure
The Employer The Employee
Staff arrive to work on time Less time commuting Good public image Reduces stress Potential cost savings Cost savings for car Reduced on site sharers congestion Improved quality of life Reduced parking problems Improved health Improved access for Reduced congestion visitors, customers and deliveries
Area-wide Travel Plan Opportunities 1.12. This Framework Travel Plan also recognises the opportunity for an area-wide approach to promoting sustainable employee travel patterns across the 3MG development area.
1.13. The development of cross-site measures will require more extensive consultation, and it is the intention that these will be progressed further as a result of this Framework Travel Plan. Report Structure 1.14. Following this introduction, the remainder of this report is structured as follows:
Section 2 summarises key national and local Travel Plan policy and guidance which has informed the development of the Framework Travel Plan; Section 3 reviews existing and proposed access to the site and summarises existing travel patterns within the locality; Section 4 describes the development proposals; Section 5 sets out potential objectives for the Framework Travel Plan and discusses the process for setting Travel Plan targets; Section 6 outlines a toolkit of measures to discourage single-occupancy car use and encourage sustainable travel;
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Sections 7 describes the role of the Travel Plan Coordinator; and Section 8 summarises the proposed process for monitoring and reviewing the adopted Travel Plan.
Transport Assessment 1.15. A Transport Assessment in support of the full planning application for the HBC Field site has been prepared as a sister document to this Framework Travel Plan.
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Policy and Guidance
HBC Field, Halebank Road, Widnes Framework Travel Plan
2. Policy and Guidance
Introduction 2.1. It is important that the adopted Travel Plan aligns with national and local transportation policy requirements. In addition, the preparation and update of the HBC Field Travel Plan should also be influenced by the wealth of Travel Plan guidance and Best Practice material available. The following section summarises relevant national and local policy and guidance documents which have informed the development of the Framework Travel Plan.
National and Local Travel Plan Policy 2.2. Government policy on development and its links with transportation and accessibility is reflected within the White Paper and is reinforced in the Planning Policy Guidance Notes (PPGs) and Planning Policy Statements (PPSs).
Planning Policy Statement 1 – Delivering Sustainable Development 2.3. Planning Policy Statement 1 – Delivering Sustainable Development (PPS1) published in 2005 sets out the overarching planning policies on the delivery of sustainable development through the planning system in England.
2.4. This document reiterates the Government’s four aims for sustainable development set out in its 1999 document – ‘A Better Quality of Life - A Strategy for Sustainable Development for the UK’, May 1999. These are:
Social progress which recognises the needs of everyone; Effective protection of the environment; The prudent use of natural resources; and The maintenance of high and stable levels of economic growth and employment. 2.5. The proposed development is a further step towards achieving the above mentioned aims, particularly in relation to protection of the environment; prudent use of natural resources and the maintenance of high and stable levels of economic growth and employment.
Planning Policy Guidance Note 13 - Transport 2.6. Planning Policy Guidance Note 13 - Transport (PPG13) first published in March 2001 (and updated January 2011) sets out the Government’s objectives to integrate planning and transport at the national, regional, strategic and local level to:
Promote more sustainable transport choices for people and for moving freight; Promote accessibility to jobs, shopping, leisure facilities and services by public transport, walking and cycling; and Reduce the need to travel, especially by car. 2.7. The Government aims to promote the use of Travel Plans amongst all organisations, and PPG13 advises that Travel Plans should be submitted alongside planning applications for all major developments. PPG13 states that Travel Plans should have measurable outputs along with arrangements for monitoring and enforcement of the plan.
2.8. The paragraphs of PPG13 that are relevant to this development are as follows:
Paragraph 19: Accessibility: Developments should ensure that jobs and key services are accessible by public transport, walking and cycling and not exclusively by private car;
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Paragraph 26: Modal Access: Where a development provides jobs, a choice of access options by public transport, walking and cycling should be available; Paragraphs 71/73: Public Transport: Public transport is cited as an important consideration in determining location policies designed to reduce the need for travel by car. Paragraphs 74/76: Walking: highlights that walking is the most important mode of travel at the local level and offers the greatest potential to replace short car trips, particularly under two kilometres as well as being an important part of all longer journeys by public transport and car. There is a need therefore for particular attention to the design and location of access arrangements at new developments to help promote walking; Paragraphs 77/79: Cycling: highlights that cycling also has the potential to substitute for short car trips, particularly those under 5km, and to form part of a longer journey by public transport. There is a need for the provision of convenient, safe and secure cycle parking and changing facilities at new developments. 2.9. PPG 13 in paragraph 50 advises in part that in developing and implementing policies on parking, local authorities should:
ensure that, as part of a package of planning and transport measures, levels of parking provided in association with development will promote sustainable transport choices; not require developers to provide more spaces than they themselves wish, other than in exceptional circumstances which might include for example where there are significant implications for road safety which cannot be resolved through the introduction or enforcement of on-street parking controls; require developers to provide designated parking spaces for disabled people in accordance with current good practice; require convenient safe and secure cycle parking in development at least at levels consistent with the cycle strategy in the local transport plan; and consider appropriate provision for motorcycle parking. 2.10. Paragraph 51 advises that policies in development plans should set levels of parking for broad classes of development, whereby standards should be designed to be used as part of a package of measures to promote sustainable transport choices and the efficient use of land.
Future of Transport – A Network for 2030 (DfT 2004) 2.11. The Government’s Transport White Paper entitled ‘The Future of Transport: A Network for 2030’ outlines the current overarching national transport policy since the implementation of the Government’s 10-Year Plan for Transport in 2000. The Transport White Paper signals a commitment to sustained investment, improvements in transport management, and planning ahead on widening travel choices and creating sustainable communities.
2.12. The Transport White Paper also highlights the importance of;
“Promoting better ways of travelling through initiatives such as workplace and school travel plans and marketing to encourage people to choose alternatives to their cars for some journeys”
2.13. Travel plans are noted as being a key means for promoting travel choices to a wide audience and encouraging a change in travel behaviour towards greater use of sustainable modes of travel.
Making Smarter Choices Work (DfT 2005) 2.14. Published subsequent to the Transport White Paper, the Department for Transport (DfT) report ‘Making Smarter Choices Work’ signals continued government support for a range of measures aimed at raising awareness of alternative modes of travel to private car use, and actively encouraging the use of a wider range of travel modes amongst individuals.
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2.15. These measures include workplace travel plans, travel awareness campaigns, car sharing initiatives and individualised travel marketing.
2.16. Contemporary transport policy now recognises the impact that such measures can have in encouraging a shift in modal choice, particularly when accompanied by demand management restraints on single-occupancy car use.
Halton Local Transport Plan 2.17. In line with the Government’s main transport objectives of creating economic growth and reducing carbon emissions, Halton has set its own transport goals within Halton Local Transport Plan (LTP3). The implementation of Travel Plans forms a primary transport strategy in the LTP3, with new businesses required to develop a Travel Plan through the planning process when there is likely to be a significant impact on traffic.
2.18. LTP3 states that Halton BC will support employers wishing to develop a Travel Plan with advice and help on the following subjects:
Company car share schemes; Company car share database; Individual employee journey plans; Job Link travel service; Allaying employees concerns regarding public transport e.g. reliability and cost; Addressing personal safety issues for employees; and Investigating the feasibility of incentives which encourage employees to use bicycles to get to work.
Halton Unitary Development Plan 2.19. Planning authorities have a statutory requirement to prepare development plans covering the whole of their area. After more than five years of preparation, the Halton Unitary Development Plan (UDP) was adopted on 7 April 2005 and provides the planning framework for development in the borough until 2016. Policies and objectives contained within the UDP are designed to achieve sustainable development, with transportation policies aimed at creating an integrated transport system, reducing the use of the private car and increasing accessibility.
2.20. Policy TP16 of the UDP places a requirement for developers to prepare a Travel Plan under the following circumstances:
Major development proposals comprising jobs, shopping, leisure and services; Smaller development proposals comprising jobs, shopping, leisure and services which would generate significant amounts of travel in or near to air quality management areas; Where the Travel Plan will help to address a particular local traffic problem associated with the proposal, which might otherwise have to be refused on local traffic grounds; and Proposals for new and expanded school facilities. 2.21. In addition the following policies relating to transport that are relevant to this application which are outlined below:
S13 Transport: The need for safe, efficient and inclusive integrated transport systems and infrastructure. It is proposed that the development of 3MG will provide employment opportunities for the local population and beyond. Accordingly, any development proposals will be required to be accessible by a range of means.
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TP 1: Public Transport Provision as Part of New Development: This policy highlights that developments will only be permitted where there is or will be adequate access to public transport. No building within a development should be more than 400m walking distance, along a safe and convenient route, of a bus stop or train station. TP3: Disused Public Transport Facilities: This policy does not permit development which will prejudice the reopening of any disused public transport facilities. Of relevance to this proposal is the potential to reopen Ditton rail station to passenger traffic; TP 6: Cycling Provision as Part of New Development: This policy advises that new development should provide the following with regards to cycling and its associated infrastructure: - Safe and convenient cycle access; - Cycle links with existing and proposed routes where opportunities exist; and - Safe, secure and covered cycle parking in accordance with the minimum standards. TP 7: Pedestrian Provision as Part of New Development: This policy highlights that appropriate new pedestrian routes should be provided within a development and where appropriate, for these routes to connect to existing pedestrian routes; TP 12: Car Parking: The standards for car parking contained within this Appendix 1 are the maximum to be provided within any development, which for land use class B8 equates to 1 space per 50 sqm. In order to meet the needs of disabled people and those with restricted mobility, 10% of all car parking spaces shall be provided to mobility standard (minimum width 3.6 metres). No less than half of these spaces shall be signed as being for the exclusive use of disabled people. The standard for motor cycles is 1 space for every 25 car parking spaces, while the minimum standard for cycle provision is 1 space per 500 sqm; and TP 15: Accessibility to New Developments: This policy states that a development will not be permitted when it generates increases in traffic to undesirable levels unless improvements to the highway network can be implemented to mitigate against it.
Best Practice Guidance
National Best Practice Guidance 2.22. Travel plans are important tools and when implemented as part of a comprehensive transport strategy, they make it possible to achieve modal shift away from the private vehicle towards more sustainable forms of travel. This is recognised nationally and several documents have been published as guidance for both developers and government bodies alike. These guidance documents include:
Using the Planning Process to secure Travel Plans: Best Practice Guide – DfT 2002; Making Smarter Choices Work – DfT 2002; Making Travel Plans Work: Lessons from UK Case Studies – DfT 2002; and Making Travel Plans Work: Research Report – DfT 2002 The Essential Guide to Travel Planning – DfT 2007
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Halton Borough Council Travel Plan Guidance 2.23. Halton Borough Council Travel Plan Guidance is provided via their website1 to aid the preparation of Travel Plans. The guidance sets out a number of factors critical to the success of a Travel Plan:
Ensure senior management support to champion the Travel Plan and to make certain that the Travel Plan is continuously developed and driven forward; Balance of incentives and disincentives to reward sustainable travel behaviour and restrict or penalise behaviour deemed contrary to the aims of the Travel Plan; Undertake staff consultation to identify travel needs and provide the opportunity for staff involvement; and Undertake marketing and publicity to ensure that everyone is aware of the travel plan policies and initiatives.
1 http://www2.halton.gov.uk/publictransport/content/travelplans/?a=5441
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Site Access and Travel Patterns
HBC Field, Halebank Road, Widnes Framework Travel Plan
3. Site Access and Travel Patterns Site Description 3.1. HBC Field forms part of the wider 3MG development area. The site is allocated in the Halton Borough Council UDP (2005) as a “Regional Investment Site” providing circa 1 million sq ft of rail- linked warehousing, forming part of 3MG.
3.2. HBC Field is located in the western sector of the wider 3MG Masterplan to the south of both the A562 Speke Road and West Coast Mainline (Liverpool spur). Rail access to the site forms part of this application.
3.3. The application site currently comprises amenity grassland; grassland meadow; recent tree planting; two newly formed mounds providing visual impact mitigation; two newly formed ponds and a footpath/cycleway linking Hale Bank Road. Much of this implemented work is the result of planning application 07/00336/HBCFUL approved on 30th July 2007 and is proposed to be retained and, where possible, enhanced as part of this application.
3.4. To the west of the site, as identified by the local Unitary Development Plan (UDP), is an area of green belt and proposed green open space. To the east is the existing Halebank residential community. Land to the south includes areas of specific landscape value and further green belt.
3.5. Immediately north of the railway line is the Speke Approaches Industrial Area, which is accessed from the A5300/A562 roundabout via Newstead Road. The road is single carriageway with a central hatched area to reduce the effective width of the road and to allow overrunning by heavy goods vehicles. The A562 Speke Road forms part of the strategic road network linking Widnes to south Liverpool and Liverpool John Lennon Airport, and the rest of Merseyside via the A5300 Knowsley Expressway. Access by Road 3.6. There is currently no highway infrastructure to enable vehicular access to the site. To the east of the site lies the Halebank residential estate which is served by a network of local access roads feeding into and from Hale Road to the east and Halebank Road to the south. Both Hale Road and Halebank Road are of single two-lane carriageway standard.
3.7. Planning permission has been granted for new road access to the HBC Field site directly from the roundabout of the A562 with the A5300 Knowsley Expressway over the Liverpool Branch of the West Coast Main Line (WCML). There will be no vehicular access from either Hale Road or Halebank Road to the east and south of the site other than for emergency access and potential use by works and/or public bus services.
3.8. All staff and visitors will therefore approach the site from a new link road extending from Newstead Road, which is in turn accessed from the roundabout of A5300 with Speke Road. Public Transport Access
Bus 3.9. The nearest bus stops to the site are located on Hale Road, within 400 metres of the site boundary. Stops are provided at regular intervals and it will be possible to access them via the shared-use footpaths/cycle routes that will link the site with the Halebank estate. Table 3.1 summarises the bus services that call at stops on Hale Road.
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Table 3.1 – Buses stopping at bus stops on Hale Road
Bus Days of Time of Bus Route Frequency Time of First Bus Service Operation Last Bus
Monday to 08:00 (School Service), 2, 2a Halebank - Ditton - Widnes Every 30 minutes 14:30 Saturday 08:10 Monday to 07:23 (Not Saturdays), 2 Widnes - Ditton - Halebank Every 30 minutes 18:03 Saturday 09:03 (Saturdays) 05:56 (Starts In Hale), Halton Hospital - Runcorn- Every 15 minutes (Mon Monday to 06:02 (Starts Halton 82a/82b Widnes - Hale - Speke - - Sat), Every 30 21:40 Sunday Hospital), 06:40 Airport - Liverpool minutes (Sunday) (Sundays) Every 15 minutes (Mon 23:21, Monday to Liverpool - Airport - Speke - 06:45, 82a/82b - Sat), Every 30 23:15 Sunday Hale - Widnes - Runcorn 08:22 (Sundays) minutes (Sunday) (Sundays)
Monday to Halebank -Hough Green - 12 Every Hour 07:30 14:50 Saturday Widnes
Monday to Widnes - Hough Green - 12 Every Hour 07:06 18:03 Saturday Halebank
3.10. All bus services run into Widnes Green, a journey which takes approximately 22 minutes, and provides interchange with other bus services. The 12 bus service runs to Hough Green railway station which takes approximately 8 minutes.
3.11. The 12 and 2/2a bus services travel through the local housing estate and provide a quality service to the application site from the key residential wards of Broadheath, Hough Green, Kingsway and Appleton with a service frequency of every 30 minutes.
Rail 3.12. The nearest operational rail station for passenger service is Hough Green a 30-40 minute walk north of the site (1.9 miles), and as previously identified accessible via the 12 bus service. The station provides direct trains to Manchester Oxford Road and Liverpool Lime Street with a frequency of approximately 30 minutes in each direction.
3.13. The former Ditton railway station is located much closer to the site and is located on the London- Liverpool line. This station is currently disused but there is potential for it to re-open (Policy TP3 of the UDP). It is located on Hale Road, and is accessed via the bridge over the railway line. It is within walking distance from the application site and could potentially provide access to a wider area.
Pedestrian and Cycle Access 3.14. The provision of a single vehicular access to the application site from the primary road network should encourage walking and cycling trips to the site from surrounding residential areas. Staff living locally would otherwise need to make a significant detour to access the site by car via the A5300-A562 Speke Road roundabout.
3.15. PPG13 states that walking is the most important mode of travel at a local level and offers the greatest potential to replace short car trips, particularly those under 2 km. This equates to a walk time of approximately 24 minutes based on a generally accepted walk speed of 1.4 metres per second documented in the Institution of Highways and Transportation (IHT) document ‘Guidelines for Providing for Journeys on Foot’. A walking catchment of 2 km covers the entire Halebank residential estate and part of the residential estate north of Ditchfield Road.
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3.16. PPG13 also states that cycling has the potential to substitute for short car trips, particularly those under 5 km, and to form part of a longer journey by public transport. A cycling catchment of 5 km encompasses the majority of Widnes, along with areas of Runcorn and Liverpool.
3.17. The Widnes Cycle Map, reproduced in Appendix B, illustrates the location of existing and proposed cycle routes in the Widnes area. The Cycle Map shows that the Trans Pennine Trail (NCN 62) runs along the northern bank of the River Mersey, and can be accessed via Hale Road. It is understood that a cycle link to the Trans Pennine Trail across Brook Bridge will be provided as part of the consented Innovis/ High Bay development. To the east of the site the nearby Ditton Road and St Michael’s Road are highlighted as being suitable for cyclists or locations for proposed cycle routes.
Existing Travel Patterns 3.18. The site is located within the 2001 Census ward of Ditton. 2001 Census data has been used to examine the existing travel patterns of people working in the Ditton ward. The 2001 Census recorded that the ward of Ditton had a workplace population of approximately 3,900 people. Table 3.2 presents the ten most popular origin wards for journeys to work in the Ditton ward, and shows that 13% of people working in the Ditton ward also live within the ward. A further 15% of the workplace population live in the wards of Broadheath and Hough Green which are located less than four kilometres from the site.
Table 3.2 –Origin Wards for Journeys to Work in Ditton
Number of people Percentage of Ward Name travelling into Ditton Total
Ditton 505 13 Broadheath 317 8 Hough Green 261 7 Riverside 211 5 Kingsway 168 4 Halton View 165 4 Appleton 162 4 Farnworth 117 3 Birchfield 99 3 Mersey 58 1 Other 1845 47
3.19. Figure 3.1 presents the mode split of journeys to work in the Ditton ward. It shows that car driver (67%) is the most common mode of travelling to work in Ditton. This is followed by walking (12%) and car passengers (11%).
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Figure 3.1 - Census 2001 Method of Travel to work in Ditton (Workplace Population)
2% 12% 1% 5% 1% 1% 11%
67%
Train Bus/coach Taxi Car driver Car passenger Motorcycle Bicycle Walk
Summary 3.20. The development proposals provide shared-use footpaths and cycle routes to link the site with Halebank Road and the nearby Halebank residential estate. The provision of a single vehicular access point from the primary road network encourages staff living locally to walk and cycle to work to avoid long circuitous commutes by car. In addition, footpaths and cycle routes connect the development site to frequent bus services on Hale Road, enabling staff to commute by bus. As the review of 2001 Census data has indicated that a high proportion of people working within the Ditton ward live locally, the potential to travel by sustainable travel modes is significant.
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Development Proposals
HBC Field, Halebank Road, Widnes Framework Travel Plan
4. Development Proposal
Proposed Use 4.1. The application proposes an occupier-specific development for B8 use with ancillary B1 and corresponds with the local UDP as a site for employment and regional investment. The design of the building will embrace the high quality setting to be created through the development of the park in order to create the most positive and favourable impression for business clients and customers and provide an exciting and vibrant place in which to work.
4.2. The detailed description of the development proposals comprises:
Construction of rail-served building for storage and distribution - total 109,660 sqm, including warehouse and warehouse mezzanine, mezzanine office, gatehouse and bridge link; Dedicated rail siding; Access infrastructure including emergency access; 15 heavy goods vehicle waiting spaces; Heavy goods vehicle loading/ unloading docking stations; 800 car parking spaces (including 80 accessible spaces and an 63 dedicated car share spaces) and 32 motorcycle parking spaces together with 450 overflow parking spaces; 224 cycle parking spaces; Waste management area; Sprinkler tanks and pump house; Landscape open space and structural landscaping, including landscape bunds and retained community footpath links; Security fencing; Bus stops; and Balancing ponds together with the creation of ecological habitats. 4.3. The HBC Field master plan is included as Appendix C.
Access for All 4.4. Access to the site by road will be via the new link road previously approved by Halton Borough Council and designed by Atkins, as shown in Appendix D. The new link will provide access from the existing A5300/ A562 interchange into the south west corner of the site. An emergency access will be provided from Hale Bank Road with provision made for potential use by works and/or public bus services.
4.5. Connectivity for cyclists and pedestrians will be maintained by the existing cycleway/ footpath that crosses the southern and eastern sections of the site, with new security controlled links to/ from the HBC Field development, and further enhanced by access to the new link road combined cycleway/ footpath.
4.6. The building and its immediate surroundings, including external works to and from the proposed car park areas and building approaches, is designed to be accessible by all staff and visitors. These spaces are designed to meet all current UK Building Regulations and respond to the latest version and provisions of the Disability Discrimination Act. Best practice design ensures that access is available to all regardless of any special mobility problems or restrictions. Level thresholds, gentle slopes or ramps and ambulant disabled stairs are designed in as standard.
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There are no physical barriers to users of the development or to those that serve the development, such as emergency services. There are no special access points for wheelchair users who will use the same access doors as everyone else. Accessible car parking has been provided at 10% of the total permanent number of spaces and is positioned closest to the main office entrance.
4.7. All access points will be security controlled.
Site Operation 4.8. The proposal has been developed on the basis of 24 hour operation with staff working within a three 8 hour shift pattern. The majority of staff will therefore arrive/ depart from the site outside of the traditional 8-9am and 5-6pm peak commuting traffic periods.
Parking 4.9. The development proposal includes provision for:
800 permanent car parking spaces (including 80 accessible spaces and an initial provision of 63 dedicated car share spaces). This level of provision equates general to 1 space per 137 sqm and 10% disabled parking/ 8% car share parking; 32 motorcycle parking spaces, equating to 1 space per 25 car parking spaces; and 224 cycle parking spaces, equating to 1 space per 500 sqm; and 450 overflow parking spaces. 4.10. UDP Policy TP 12 provides the relevant parking policy guidelines. The vehicle parking requirements set with TP 12 are maximum standards, as advised in PPG13, and which for land use class B8 equates to 1 space per 50 sqm. In order to meet the needs of disabled people and those with restricted mobility, 10% of all car parking spaces shall be provided to mobility standard (minimum width 3.6 metres). No less than half of these spaces shall be signed as being for the exclusive use of disabled people. The standard for motor cycles is 1 space for every 25 car parking spaces, while the minimum standard for cycle provision is 1 space per 500 sqm.
4.11. This level of parking provision fully aligns with national and local planning policy towards encouraging more sustainable modes of transport, and is reflective of the operational requirements of the site. The proposal also provides provision of 15 HGV waiting spaces in addition to the loading/ unloading docks.
4.12. The use of motorcycles, scooters and mopeds is becoming increasingly popular, as they are deemed to be more fuel efficient than cars, they occupy less road space and have lower exhaust emissions. Consequently the development site will provide motorcycle parking in accordance with Halton Borough Council’s standards, which is 1 space per 25 car parking spaces equating to 32 spaces.
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Travel Plan Objectives and Targets
HBC Field, Halebank Road, Widnes Framework Travel Plan
5. Travel Plan Objectives and Targets
Travel Plan Vision 5.1. A key objective of both national and local transport policy is to reduce people’s reliance on the private car for travel, by promoting alternative travel modes and widening people’s travel choices. However, without positive measures to actively encourage drivers to use these alternative modes, little change is likely to occur. The use of information, incentives and encouragement needs to be applied in order to influence change.
5.2. The headline vision for the HBC Field Employee Travel Plan is therefore:
‘To create an environment for employees that actively promotes a range of sustainable lifestyle and travel choices and reduces the reliance on private car-based travel’.
5.3. The overarching scope of this Framework Travel Plan will assist in reducing the amount of car travel to and from the whole site. This will in turn reduce traffic impacts on the surrounding highway network, to the benefit of lower congestion, good air quality and road safety in the local area. The measures proposed within this document will not only bring associated benefits to the individual businesses and their employees of this new development, but will also help to mitigate the impacts of the development on the wider local community.
Potential Effectiveness of Travel Plans 5.4. Experience from the US, Netherlands, and increasingly from sites in the UK has demonstrated the relationship between changes in modal share, and the type of Travel Plan measures implemented. The Department for Transport (DfT) document entitled “Guidance on the assessment of Travel Plans”2 states the following “probable resultant levels in car trip reduction” associated with various types of Travel Plan:
A plan containing only marketing and promotion is unlikely to achieve any modal shift; A plan with the above plus car sharing and cycle measures may achieve 3-5% reduction in drive alone commuting; A plan with the above measures plus large (30%) discounts on public transport, plus works buses/additional public transport link will achieve around a 10% reduction; and The combination of all the above measures plus disincentives to car use can achieve a larger (15-30%) reduction in drive alone commuting. Only in very exceptional cases will the reduction be greater than this.
Travel Plan Objectives 5.5. The main aim of the Framework Travel Plan is to ensure that staff are obligated to utilise sustainable modes of travel wherever possible. To achieve this aim it is recommended that an adopted Travel Plan for the HBC Fields site include the following objectives:
Reduce the level of single-occupancy car trips associated with commuting to and from the HBC Field development; To reduce the amount of single-occupancy car trips and costs associated with business travel; To facilitate and encourage the sustainable and safe travel of employees and visitors to the site;
2 http://www.dft.gov.uk/pgr/sustainable/travelplans/work/evaluationtool/guidanceontheassessmentoftra5776?version=1
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To ensure that the differing transport needs of all site users are taken into account as far as practicable; To highlight to future employers and employees the benefits to business operation and health that can be gained by adoption of sustainable travel practices; To reduce site traffic congestion and associated pollution in order to enhance, improve and make safe the journey to work via more sustainable transport modes; To facilitate and encourage the management of deliveries in a sustainable manner; To work in partnership with the local planning and highway authorities and other stakeholders to achieve the greatest mode shift away from single-occupancy car journeys, enabling a long-term area specific approach to travel reduction; and Continually develop, evaluate and review the progress of the Employee Travel Plan.
Travel Plan Targets 5.6. Travel Plan targets are measurable goals against which progress towards the objectives can be assessed. Targets can include short, medium and long-term milestones and could relate to the overall number of trips to the development and/or the mode share of staff journeys to the site. Halton Borough Council’s guidance on Travel Plans states that ‘the setting of targets will only be possible after a baseline survey has been undertaken’3.
5.7. As the proposals are for a new development with no known occupier, it is not possible to survey or accurately predict the trip generation of the site or the modal share of journeys to work. Detailed targets cannot be set at this stage but will be agreed with the Local Planning Authority following a baseline survey of travel patterns at the site within six months of occupation.
3 http://www2.halton.gov.uk/publictransport/content/travelplans/whattoinclude?a=5441
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Toolkit of Measures
HBC Field, Halebank Road, Widnes Framework Travel Plan
6. Toolkit of Measures
Introduction 6.1. This plan has been developed as a ‘measures approach’4.to facilitate and encourage sustainable travel will be implemented at the HBC Field development.
6.2. As an individual organisation has not yet been identified as occupier of the HBC Field, this is the primary reason why a Framework Travel Plan has been prepared at this time. Following development and occupation of the HBC Field development, further surveys and monitoring will present a clearer understanding of the ‘occupier-specific’ measures that should be introduced.
Providing Travel Information 6.3. The provision of information on a wide variety of modes for travelling to and from the HBC Field development will be essential to ensuring all employees are fully aware of the sustainable travel choices available to them and do not perceive car-based travel to be the only option.
6.4. It is likely that many employees at the HBC Field development will be manual workers and are unlikely to have access to a computer during their working hours. This means that dissemination of information can best be achieved through a range of methods, which whilst including the internet/ intranet will also focus upon employee induction packs, information notice boards in each company, and direct contact with each employee.
Employee Sustainable Travel Information Pack 6.5. A Sustainable Travel Information Pack will be provided for all employees of the HBC Field development. This pack will provide details on;
bus timetables and routes serving Hale Road, along with information on rail services to Hough Green station; local amenities and facilities; bus ticketing initiatives such as interest-free loans and Salary Sacrifice scheme for season ticket purchases, and free bus passes for new employees to encourage use of bus services on Hale Road; registration details for the Halton JourneyShare car share scheme, or details of the HBC Field or 3MG car share scheme and any associated incentives; cycle route maps for Halton, Widnes and Runcorn; and map showing the route of shared-use footpaths/ cycleways around the site and the location of bus stops on Hale Road, including estimated walking/ cycling times to Hale Road. 6.6. The pack will be particularly useful for those employees of the HBC Field without access to a computer. The contents of the pack will be updated as necessary and will be delivered to each new employee by post prior to their first day of employment at the HBC Field development. This will help to ensure that all employees are able to consider the sustainable transport options available to them prior to commencing work at the HBC Field development, and that the promotion of sustainable travel forms an active part of their employment induction process.
Sustainable Travel Posters/Leaflets 6.7. Posters will be produced to provide information and details of key site-wide travel plan initiatives, including the internet site web address and a contact number for employees to obtain a Travel Pack. Leaflets will be produced for visitors to promote suitable modes of transportation to and from the HBC Field development.
4 ‘Using the planning process to secure travel plans’, 10.16, (DfT 2005)
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6.8. These will be distributed in appropriate locations throughout the building to maximise awareness of travel plan measures and opportunities to all employees.
Measures to Promote Efficient Car Use
Car Parking Provision 6.9. It is recognised that the management of car parking is key to implementing a successful travel plan. The DfT document ‘Guidance on the Assessment of Travel Plans’, states that Travel Plans are more likely to be effective if they contain disincentives to car use. Limited car parking provision has been shown to be one of the most effective measures in reducing single occupancy car usage.
6.10. The provision of 800 permanent parking spaces (at 1 space per 137 sqm) is well below the maximum parking standard of 1 per 50 sqm. This level of provision fully aligns with national and local planning policy towards encouraging more sustainable modes of transport, and is reflective of the operational requirements of the site. The site also includes provision for a further 450 overflow parking spaces to accommodate operational requirements at busy times of the year.
6.11. In order to manage parking demand consideration will be given to use of staff parking permits with the opportunity provided to link this to the security site access control systems that will be put in place. Under this system staff would be assessed in terms of their eligibility for a parking permit based on business and operational need and consideration of their ability to travel by sustainable modes of transport. The Travel Plan Coordinator will be responsible for monitoring and managing in consultation with the Occupier, LPA any regular occurrences of off-site parking.
Dedicated Parking for Car Sharers 6.12. Dedicated parking for car sharers can manage the number of single-occupancy car journeys made to the site in both limiting the availability of car parking for those who do not car-share and actively catering for those who do.
6.13. The development proposals make an initial provision for 63 dedicated car share spaces (5% of the total spaces) which will be assigned preferential locations to further help to boost the attractiveness of car sharing amongst employees at the HBC Field development.
Car Sharing Database 6.14. A car share database would provide a further mechanism for encouraging car-sharing amongst employees. This would provide an ideal platform for employees with the same commuting destination to find a suitable car-sharing partner to share the journey to work with. In turn, car- based journeys to work would be made in a more efficient manner, and overall car trips will be reduced. A guaranteed taxi-ride home service would overcome concerns that a car sharer may be stuck at work, for example if an urgent task requires staying late or if the driver is obliged to leave early. In such circumstances the operator could pay for a taxi ride home if alternative car sharing or alternative public transport arrangements are not available.
6.15. The overall size of the database could also be enhanced by linking to the existing/ future car share databases for employees at the sites within the wider 3MG area / Speke Approaches developments. This would be to the collective benefit of employees looking to find prospective matches. This opportunity will be explored further following this Framework Travel Plan.
6.16. Halton Borough Council operates a car sharing scheme as part of the Liftshare network. Halton Journey Share5 is a free car share site for all people who live, work and travel in and around Halton. This scheme could be promoted to staff as a means of reducing single-occupancy car trips to the site. The occupant could offer to register all new staff so that they are able to begin searching for potential car share partners without first needing to register their details.
5 www.haltonjourneyshare.com
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Promotion of Car Sharing 6.17. The benefits of car sharing will be promoted using promotional materials issued to employees through the sustainable travel packs, any intranet site and promotional advertising (such as posters) to be located within public areas.
6.18. In addition to the above, information and guidance will be provided to car sharers on security, the division of costs without incurring tax penalties, and details of insurance requirements to help facilitate a popular and successful scheme.
6.19. A lunch event will also be organised by the Travel Plan Coordinator to provide an initial marketing opportunity for promoting the car-sharing database to help maximise the initial number of registrations and new users.
Financial Incentives 6.20. Financial incentives represent another option for the promotion of efficient car use and car sharing at HBC Field.
6.21. Financial incentives such as ‘cash-out’ schemes might be offered to employees who car share, or entry to a prize draw for all members of the car share database. These cash-out and prize schemes can of course be extended to cover those who journey to work by other sustainable means, such as walking and cycling.
Car Use Policy 6.22. Occupiers who anticipate offering company cars to employees as part of their remuneration may wish to offer a financial alternative. This would encourage employees that are entitled to a company car to consider such an alternative as opposed to the use of an additional car.
6.23. Some employees may be required to make business trips during the course of the working day in addition to their daily commute. The use of a pool car for business trips would enable employees to have the option of retaining sustainable commuting patterns. Introducing fuel efficient, or alternative fuel, low emission pool cars and fleet vehicles would further help to reduce the impact of car-based vehicles on the local environment.
6.24. There may be occasions where the business trip itself could be made more sustainable through the use of a nominated taxi company to take employees on company business to/ from an appropriate public transport interchange as part of their journey (which would otherwise be by car).
Promoting Cycling and Walking
Facilities 6.25. Cycle and footpath routes within the site will be clearly signposted and maps of all local cycle and walking routes around the development area will be published and disseminated on site and within the staff travel packs. Staff will be encouraged to use footpaths and cycle routes surrounding the site for recreational purposes during lunch-hours and breaks.
6.26. The proposals include provision for 224 cycle spaces are located conveniently either side of the pedestrian bridge link. Showers and changing facilities will be provided for staff cycling or jogging to work.
Bicycle User Group 6.27. A Bicycle User Group (BUG) will be established for the site. This group will comprise of the travel plan coordinator and employees who are interested in taking forward initiatives to promote and facilitate cycling at the HBC Field development. The BUG will provide a forum for sharing information on cycle routes, cycling best practice, and to address any issues of concern regarding cycling or cycle safety.
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6.28. The BUG will also enable less experienced cyclists to interact with established cyclists and obtain information, guidance and potentially a ‘cycling buddy’ to accompany them on their journey to or from the development. Through the BUG, a ‘Bike Doctor’ could be organised on a regular basis to service employee bicycles and provide advice on cycle maintenance. Details of local cycle shops will be publicised on-site and discussions will be held with these shops to endeavour to secure discounts for HBC Field employees on cycle purchase and repair.
Pool Bikes 6.29. The provision of pool bikes at the site would allow those employees who would like to try cycling to the site the opportunity to do so even if they do not currently own a bicycle themselves. The option of pool bikes will be confirmed following the first employee travel survey at the site, so that an accurate understanding of cycle demand can be ascertained. The Travel Plan Coordinator will be responsible for promoting the availability of the pool bikes to employees at the site, and will administer the scheme.
Promotion of Events 6.30. The promotion of cycling and walking throughout the year will be undertaken through involvement in national activities such as ‘Bike Week’. Employees will receive publicity of these events via email, the intranet website or notice boards/ posters to actively encourage their participation. The coordination of these events will be facilitated by the Travel Plan Coordinator.
Cycle2Work Scheme 6.31. In consultation with the Travel Plan Coordinator, the Occupier may wish to become involved in the government initiated Cycle2Work scheme which offers both tax and national insurance savings to participating employees who purchase a bike to cycle from home to work. Payments for a bicycle can also be spread across the year using the scheme. An example of such a scheme can be found at www.halfordsb2b.com.
Further Incentives 6.32. In addition to providing information, facilities and promotional events, there are a range of further incentives that could be offered to encourage walking and cycling. Financial incentives for those who walk or cycle, entry into prize draws, a ‘walker’s breakfast’, and greater flexibility over working times are all incentives that could be offered. Therefore, a role of the Travel Plan Coordinator will be to discuss with the site-occupier the potential for some of these incentives to be offered to their employees.
Promoting Public Transport Use 6.33. Whilst cycling and walking would be an attractive alternative to car use for local residents, they are unlikely to represent attractive travel modes for staff travelling longer distances. With bus stops in close proximity to the site, the promotion of existing services will be an important element in reducing car use to the site.
Service Enhancement 6.34. The developer of the Innovis/ High Bay site within the 3MG Strategic Rail Freight Park has agreed to provide a new job link midi-bus service to the site. In consultation with the Travel Plan Coordinator/ 3MG, the Occupier may wish to consider extending this service to the HBC Field via the emergency access from Hale Bank Road and utilising the bus stops provided as part of the development proposals which will access the site from Hale Bank Road.
6.35. The Occupier may also wish to enter into discussions with existing bus operators on Hale Bank Road to attempt to secure enhancements to the existing services. Any service enhancements would need to take account of shift times for staff working at the HBC Field site.
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Ticketing Initiatives 6.36. The Occupier may wish to enter into discussions with local bus operators to attempt to secure a discount on bus pass purchases for employees. In addition the Occupier could consider developing a Salary Sacrifice scheme or offering interest-free loans for season tickets purchases.
6.37. In consultation with the Travel Plan Coordinator, the Occupier may wish to offer their employees interest-free loans to enable them to purchase public transport season tickets. The greatest saving on public transport fares can be achieved by purchasing a long-term season ticket. However, the cost for a single advance payment can be prohibitive for some employees, particularly those on lower incomes. By offering an interest-free loan, employees can realise the financial savings of a season ticket and pay for it over time rather than in advance.
6.38. In order to help to establish sustainable travel behaviour amongst new employees the Occupier may wish to a include a special offer sample ticket for their employees to experience one week’s free bus travel upon commencement of work at the HBC Field development.
Measures to Promote Efficient Working Practices 6.39. A review of working practices can have a positive impact in encouraging sustainable travel behaviour. In consultation with the Travel Plan Coordinator, the Occupier may wish to consider the following working practices for their employees, where applicable. For example:
Flexible Working Hours / Compressed Working Week 6.40. Where operational requirements permit, the Occupier should examine the potential to introduce a practice of flexible working hours amongst employees. This will help to ensure that those wishing to travel by public transport are not deterred by small conflicts between when such services operate and when they are required to commence work. Where such conflicts do occur, and cannot be resolved, this may lead to a higher level of car dependency.
Home Working 6.41. Home working may only be suitable for a small number of employees (e.g. managerial staff) within a business, but can reduce the overall number of journeys to and from the site.
Video/Teleconferencing 6.42. Making available video and audio conferencing facilities would encourage employees to use them instead of travelling for some business journeys. Whilst this measure may only benefit a relatively small number of employees at the HBC Field development, it would provide a contribution towards overall sustainable business practice.
Summary 6.43. This chapter has outlined a number of measures that would actively encourage sustainable travel behaviour amongst employees and reduce the number of single-occupancy car journeys associated with the HBC Field development.
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Travel Plan Coordinator
HBC Field, Halebank Road, Widnes Framework Travel Plan
7. Travel Plan Coordinator
7.1. A Travel Plan Coordinator will be appointed by the Occupier prior to first occupation of the HBC Field development. The post will be funded for 5 years from the anniversary of beneficial occupation. Details of the nominated Coordinator will be supplied to Halton Borough Council.
7.2. They will act as the principal point of contact for all travel plan queries and will co-ordinate delivery of the Travel Plan. A key role of the Coordinator will be taking part in the decision making process with the Site Management Committee/ Halton Borough Council in setting sustainable targets and the development of an implementation plan of measures to meet these targets.
7.3. The role of the Travel Plan Coordinator will also include:
Managing the day-to-day operational requirements of the travel plan; Actively promoting the use and availability of sustainable travel options to all employees located at the HBC Field development; Ensuring that all travel information and data disseminated is kept accurate and up-to-date; Dealing with staff enquiries regarding the Travel Plan and any related travel issues; Liaising with local transport operators regarding discounted tickets, service enhancements, timetable changes and ticketing initiatives; Ensuring that an employee travel surveys is undertaken within the first six months of occupation (and annually thereafter for a period of 5 years) and reviewing all the data collected from the monitoring systems and surveys; Reporting to the Halton Borough Council’s Travel Plan Officer with all results of the employees travel surveys, and ongoing staff feedback; Updating the Employee Travel Plan document as necessary; Liaising with local authorities, key stakeholders and other local employers; and Providing all the necessary audited accounts of any financial measures to the relevant local authorities.
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Travel Plan Monitoring and Review
HBC Field, Halebank Road, Widnes Framework Travel Plan
8. Travel Plan Monitoring and Review
Overview 8.1. Monitoring the Travel Plan is central to ensuring that the objectives and targets are achieved in practice and more generally, that the development accords with the terms of the planning permission. If the monitoring process identifies failures to achieve objectives and targets agreed between the occupant and Halton Borough Council, the Travel Plan will need to be reviewed and remedial action taken.
8.2. The monitoring of the plan has been identified as a responsibility of the Travel Plan Coordinator. The Travel Plan Coordinator will be accountable to the site occupant(s) and responsible for the implementation and management of the Travel Plan in liaison with Halton Borough Council.
Baseline Survey 8.3. A baseline staff travel survey will be undertaken within six months of occupation to identify baseline travel characteristics. The findings from the survey should form the basis for identifying detailed Travel Plan targets along with the preparation of an implementation plan to be submitted to the Local Planning Authority for their approval.
Annual Monitoring Survey 8.4. An annual monitoring survey shall be undertaken for five years following the baseline staff travel survey to monitor the performance of the Travel Plan.
8.5. The Travel Plan Coordinator will be responsible for reviewing findings from the annual monitoring survey and reporting to Halton Borough Council’s Travel Plan Coordinator. In the instance of failure to achieve agreed Travel Plan objectives and targets, a remedial strategy shall be triggered, for example, re-targeting of funds into car sharing if progress against this target is poor.
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Appendices
HBC Field, Halebank Road, Widnes Transport Assessment
Appendix A. Site Location Plan
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Appendix B. Widnes Cycle Map
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HBC Field, Halebank Road, Widnes Transport Assessment
Appendix C. HBC Field Master Plan
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HBC Field, Halebank Road, Widnes Transport Assessment
Appendix D. HBC Field Access Road
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HBC Field, Halebank Road, Widnes Framework Travel Plan
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