Stobart Park / 3MG Site, Widnes
Transport Assessment
For
Stobart Developments Limited
Issue 1 – June 2011
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CONTROL SHEET
CLIENT: STOBART DEVELOPMENTS LIMITED
PROJECT TITLE: STOBART PARK / 3MG, WIDNES
REPORT TITLE: TRANSPORT ASSESSMENT
PROJECT REFERENCE: 80962
Issue and Approval Schedule:
ISSUE 1
FINAL
Name Signature Date
Prepared by J L SAMUEL
18/05/2011
Reviewed by G SPELLER
05/06/2011
Approved by G SPELLER
06/06/2011
Revision Record:
Issue Date Status Description By Chk App
2
3
4
5
6
7
8
This report has been prepared in accordance with procedure OP/P03 of W A Fairhurst & Partners' Quality Assurance System.
W A Fairhurst & Partners Wellesbourne House, Walton Road, Wellesbourne, Warwickshire, CV35 9JB
Tel. No. 01789 470512 Fax: 01789 470619 E-mail: [email protected]
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Contents
1.0 Introduction 5
2.0 Site Location and Local Transport Network 8
3.0 Development, Access and Parking Proposals 10
4.0 Transport Policy 12
5.0 Sustainable Transport Provision 24
6.0 Traffic Impact 28
7.0 Road Safety 36
8.0 Conclusions 38
Figures
Figure 2.1 – Site Location Plan
Figure 6.1 – Location of Assessed Junctions
Figure 6.2 – Counted Traffic Flows 2011
Figure 6.3 – Base Traffic Flows 2015
Figure 6.4 – Base Traffic Flows 2030
Figure 6.5 – Committed Development Traffic
Figure 6.6 – Proposed Development Traffic 2015
Figure 6.7 – Proposed Development Traffic 2030
Figure 6.8 – Base Traffic 2015 plus Committed plus Development Traffic
Figure 6.9 - Base Traffic 2030 plus Committed plus Development Traffic
Figure 6.10 – Comparison of Traffic Flows 2015
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Appendices
Appendix A – Mersey Crossing Scheme Layout
Appendix B – Proposed Site Layout Plan
Appendix C – Trip Generation Technical Note
Appendix D - ARCADY Output files
Appendix E – Accident Analysis
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1.0 INTRODUCTION
1.1 The following Transport Assessment (TA) has been prepared on behalf of Stobart
Developments Limited to consider the transport implications of a proposed
development comprising 131,550sq m of storage and distribution floorspace (B8
use class), and 13.7MWe biomass facility and associated timber storage on the
Stobart Park / Mersey Multi-Modal Gateway (3MG) Site in Widnes. There are
also associated proposals to provide 25,885sq m of office floorspace on land to
the south east of the Stobart Park / 3MG site to accommodate the expected
growth for employment for the Stobart Group of companies including Eddie
Stobart, Stobart Ports and Stobart Rail. The impact of this development will be
considered as part of a separate planning application.
1.2 The area proposed for development is included within the 3MG Masterplan site
adjacent to the existing Stobart Port Trans-Modal Container Port accessed via
Desoto Road. The site benefits from a current outline planning consent for
109,451sq m of storage and distribution floorspace proposed to operate as a
Regional Distribution Centre (RDC). This scheme was submitted in November
2007 (Planning Reference 07/00815/FULEIA) granted permission in 2008.
1.3 A number of scoping discussions have been undertaken with Halton Borough
Council (HBC) in advance of submission of the planning application. HBC have
provided W. A. Fairhurst and Partners (WAF) with a number of technical transport
reports to assist in preparing this assessment. These include the following:
� Proof of Evidence prepared by Atkins in March 2003 for Transport and
Highways Issues as part of the Halton Unitary Development Plan Public Inquiry
(Reference: CD/M/8);
� TA prepared by Atkins in February 2008 for development on the HBC Fields site
(Reference: 5052120_3MG) on the western section of the 3MG Site;
� Technical Note prepared by Gifford in August 2008 (Reference: B4027D-
Technical Note 005) which utilised base traffic flows from the Atkins TA and
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assessed the Ditton Interchange within the vicinity of the site in relation to the
impact of the Second Mersey Crossing.
1.4 This TA has been undertaken in accordance with the Guidance for Transport
Assessment, published by the DfT in March 2007 and in line with discussions
undertaken at scoping meetings with Halton Borough Council (HBC) Highways on
23rd February 2011 and 21st April 2011.
1.5 The scoping meetings with HBC identified the extent of the study area, committed
development to be included within the assessment, years of assessment, and the
required time periods for assessment. WAF subsequently commissioned
independent traffic surveys within the vicinity of the site in March 2011 to
establish traffic flow on the local highway network.
1.6 A comprehensive traffic analysis has been undertaken for a design year of 2015
prior to the completion of the Second Mersey Crossing and 2030 which would
include for a design year of 15 years following the completion of the new
crossing. Traffic flows which include committed and proposed development
traffic levels in 2015 have been compared with the assessment undertaken by
Gifford for the purposes of assessing the capacity of the highway network with
the Second Mersey Crossing scheme.
1.7 Road access to the site is retained from a recently constructed roundabout which
currently serves the Stobart Port Trans-Modal Container Port and chilled RDC
operated by Tesco. The site is also currently occupied by a number of small
industrial and distribution type premises which will be relocated to facilitate
development.
1.8 A road safety analysis has been undertaken which is based on data provided by
HBC for the latest 5 year period.
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1.9 The proposed development is supported by a framework Travel Plan document
which has been prepared to reduce reliance on the private car. The Travel Plan
contains targets for reducing solo driving and promoting the use of sustainable
modes which will be encouraged through a number of initiatives. The Plan will be
monitored on a regular basis.
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2.0 SITE LOCATION AND LOCAL TRANSPORT NETWORK
Site Description
2.1 The site occupies a total area of 34 hectares is located at Stobart Park / 3MG
Multi Modal Gateway (formerly known as the West Bank Industrial Estate)
approximately 1 kilometre (0.6 miles) south west of Widnes Town Centre. The
site is previously developed industrial land and has recently benefited from
funding from the Government’s Regional Growth Fund to promote the
regeneration of the area.
2.2 The area of the site is largely vacant, occupied by existing storage and
distribution premises and adjoins most notably the existing Stobart Port Trans-
Modal container port and the recent development of a new distribution centre for
Tesco. The site is bounded to the north by the West Coast Mainline and to the
east by Marsh Brook running south to the Mersey Estuary. The Tesco RDC lies
immediately to the east of Marsh Brook. West of the site lies a large reclamation
mound and existing warehouse and distribution units. The southern area of the
site consists of three parcels of land and/or buildings divided by the Mathieson
and Ronan Roads. The area consists primarily of B8 storage and distribution
uses.
2.3 Access to the site is from Desoto Road to the east of the development site via the
recent improved roundabout junction with MacDermott Road, Desoto Road East
and Desoto Road West. This roundabout has recently been remodelled as a 6
arm roundabout, which was constructed to provide an improved access to the
recent Tesco RDC development and Stobart Port Trans-Modal Container Port
developments.
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Local Transport Network
2.4 The Stobart Park / 3MG site is located in an area with excellent strategic road
access with links directly to the A533 Queensway dual carriageway and A562
Speke Road. Access to the motorway network is provided via the A5300
Knowsley Expressway to Junction 6 of the M62 to the north. To the south access
to the M56 is provided via the A533 Runcorn Bridge and the A557 Weston Point
Expressway to the south at Junction 12.
2.5 The location of the site in relation to the surrounding transport network is shown
in Figure 2.1.
Planned Network Improvements
2.6 HBC have advised that the Second Mersey Crossing is planned to be complete
and in operation by 2015. The Mersey Gateway Bridge will link the Central
Expressway in Runcorn with the Eastern Bypass and Speke Road in Widnes.
The bridge will be tolled and operate with 3 lanes in each direction. The new
bridge will provide additional capacity across the Mersey and will lead the
infrastructure investments required to deliver regeneration of Halton and the
North West.
2.7 The scheme layout plan within the vicinity of the 3MG site and the surrounding
network for improvement is included in Appendix A. The plan shows that the
existing Ditton Road/Queensway/Speke Road roundabout junction and the Moor
Lane roundabout junction will be significantly improved as a result of the Mersey
Crossing and be remodelled in the form of a signalised junction.
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3.0 DEVELOPMENT, PARKING AND ACCESS PROPOSALS
Development Proposals
3.1 The proposal is for the comprehensive remediation and redevelopment of the site
via the submission of an outline planning application including details of access to
deliver 131,550sqm of new B8 distribution and warehousing (storage and
distribution) floorspace, including a Vehicle Maintenance Unit, a 13.7MWe
biomass facility and associated timber storage. The indicative site layout is
shown in Appendix B.
3.2 Currently the indicative masterplan identifies a total of 4 units for storage and
distribution use with a total floor area of 131,550sq m. The masterplan identifies
the total floor area of each unit, as follows:
� Unit 1 – 78,950sq m
� Unit 2 – 19,500sq m
� Unit 3 – 31,600sq m
� Unit 6 – 1,500sq m
Access Proposals
3.3 The site will be accessed via a new access road joining the Desoto Road arm of
the roundabout junction to the north east boundary of the site from the Desoto
Road East and A533 Queensway. This will be the main route for vehicular
access with an emergency access provided to Foundry Lane on the western
boundary of the site. A shared cycle/footway link is proposed through the site.
3.4 It is proposed to replace the existing highway network west of Desoto Road,
creating an improved network to serve the storage and distribution units, biomass
facility, Vehicle Maintenance Unit (VMU) currently under construction as part of
the Tesco RDC and the existing Stobart Trans-Modal Container Port.
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Parking Proposals
3.5 Parking provision for the units is anticipated to be approximately for 970 spaces in
total. The Halton Unitary Development Plan 2005 sets out maximum parking
standards for new developments. For B8 (storage and distribution), 1 space per
50sq m of floor space is given as a maximum provision. The parking level
proposed is therefore below maximum standards and reflects the size and typical
operation of this type of development.
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4.0 TRANSPORT POLICY
National Policies
The 2011 Transport White Paper
4.1 Paragraph 1.3 of this Paper sets out a vision of a transport system that can drive
economic growth but is also greener and safer and improves quality of life. It will
involve improving passenger and freight links and targeting investment in new
projects that promote low-carbon growth. Paragraph 1.8 also identifies
congestion as a major problem and emphasises the promotion of public transport,
walking and cycling, particularly for short journeys.
4.2 It also notes in paragraphs 2.11-12 that transport has a role to play in enabling
people to find and travel to work and it emphasises the need to make access to
jobs and services easier for disadvantaged groups.
4.3 Chapter 4 continues to advocate workplace travel plans as a means to encourage
more sustainable travel patterns.
Delivering a Sustainable Transport System (2008)
4.4 This Department for Transport report sets out five goals for transport policy:
• to support economic growth;
• to tackle climate change;
• to contribute to safety, security and health;
• to promote equality of opportunity; and
• to improve quality of life and promote a healthy natural environment (para.
1.5).
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It aims to achieve the first of these while supporting the other four (paragraph
4.6).
4.5 Figure 4.1 identifies Merseyside as one of ten major port areas and the trans-
Pennine route as one of 14 strategic national corridors connecting ports, airports,
conurbations and areas of major growth and on which transport investment
should be focused.
Planning Policy Statement PPS4: Planning for Sustainable Economic Growth (2009)
4.6 This Policy Statement gives guidance on balancing the needs for sustainability
and competitiveness in promoting economic development. Policy EC8 calls on
local planning authorities to set maximum car parking standards for non-
residential development, taking into account the need to promote sustainable
modes, tackle congestion, meet air quality objectives and reduce carbon
emissions. Policy EC18 adds that these local parking standards should apply
unless a transport assessment shows that more parking is needed and that
measures will be taken to minimise the need for parking.
4.7 Policy EC2 states that local development frameworks should identify, protect and
promote key distribution networks. Developments that generate substantial freight
movements should be located so as to minimise carbon emissions, avoid
congestion, preserve local amenity interests as far as possible and be accessible.
4.8 Policy EC10 states that local planning authorities should adopt a positive and
constructive approach towards planning applications for economic development,
assessing them against various considerations including accessibility by a choice
of means of transport including walking, cycling, public transport and the car. This
must take into account the effect on local traffic levels and congestion (especially
for access to the trunk road network) after public transport and traffic
management measures have been secured. This policy appears to apply in this
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case as local planning documents (see below) specifically favour B8 development
at the site.
Planning Policy Statement PPS12: Local spatial planning (2008)
4.9 This Statement sets out the role of spatial planning in achieving local authorities’
wider objectives for their communities. Thus, it should address social and
economic issues by ensuring, among other things, that local residents have
access to work and that the necessary infrastructure for supporting economic
development is in place (para. 2.5).
Planning Policy Guidance note PPG13: Transport (2001)
4.10 PPG13 explains the Government's principal policies relating to transport and
planning. Much of it deals with providing local access to developments, for
example for employees. Paragraph 4 states that the object is to integrate
transport and land use planning to:
• promote sustainable choices for the movement of people and freight,
• promote accessibility to jobs, and facilities by walking, cycling and public
transport, and
• reduce the need to travel, especially by car.
– while paragraph 6 states that employment related developments should offer a
realistic choice of access by public transport, walking and cycling.
4.11 Paragraphs 52-54 set out the concept of applying maximum parking standards as
part of a programme to tackle congestion and to promote sustainable modes. The
guidance also emphasises the role of workplace travel plans (paragraph 90).
Local land use policies
The Halton Unitary Development Plan (2005)
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4.12 The Unitary Development Plan (UDP) is the current development plan for Halton
Borough pending the adoption of the Local Development Framework (LDF). In
March 2008 the Secretary of State for Communities and Local Government
directed that all but six policies in the UDP would be saved until superseded by
the LDF. However, the transport policies set out here will remain in force after the
Core Strategy is adopted but will ultimately be superseded by emerging Local
Development Documents (LDDs) such as the ”Transport and Accessibility”
Supplementary Planning Document (SPD) that is in course of preparation.
4.13 The majority of the site is allocated as a Primary Employment Area, under policy
E3 of the Halton Unitary Development Plan (HUDP) (2nd Deposit, April 2008).
The area of the Reclamation Mound is allocated Greenspace, although previously
developed.
4.14 Saved Policy E7 approves the development of a phased strategic inter-modal rail
freight park on land at Ditton, provided that it complies with all of the following
conditions, among others:
• it is for use by businesses that will use, or support the use of, rail to transport
freight;
• it will be suitable for occupation by regional or national distribution companies;
• it will not prejudice improvements to the passenger rail network; and
• it will not have a significant adverse impact on local transport networks and
the trunk road network (also saved policy TP15).
Policy E7 will be superseded when the Core Strategy is adopted. Saved Policy
TP13 supports this policy and the supporting text adds that the proposed facility
is considered to be of regional significance.
4.15 Saved Policy TP 1 requires development to have adequate access by public
transport, with no buildings more than 400 metres walking distance from a bus
stop or a railway station. The supporting text notes the low car ownership in
Halton and the need to ensure that local people have good access to potential
employment by public transport.
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4.16 Saved Policy TP3 safeguards the use of Ditton station and the Shell Green rail
route (running from Ditton via a possible station at Widnes South to join the trans-
Pennine main line east of Widnes) with a view to their possible reopening.
4.17 Saved Policies TP6 and TP7 require development to provide safe and convenient
access on foot and by cycle with links to existing and proposed routes, including
the Greenways. Policy TP9 defines Greenways as proposed and potential off-
road routes for walking, cycling and possibly horse riding and the Proposals Map
shows a proposed route parallel with and north of Ditton Brook, northwest of the
proposed development.
4.18 Developments are to provide safe, secure and covered cycle parking with a
minimum of one space per 500 square metres while there must be one motor
cycle space for every 25 car park spaces. Where it appears that a large number
of people may cycle there, additional facilities such as showers and changing
facilities should be provided.
4.19 The Trans-Pennine Trail and the Mersey Way run along the north bank of the
Mersey, south of the site. Saved Policies TP9 and TP10 aim to protect access to
and amenity on this route; development on or adjoining it should enhance its
condition and appearance, provide appropriate segregation and access and
ensure priority to its users at any junctions.
4.20 Saved Policy TP12 requires new developments to have appropriate levels of off-
street car parking with a maximum for storage and distribution (B8 use) of one
space per 50 square metres of gross floor area. 10% of the spaces are to be of
mobility standard (at least 3.66 metres wide) with at least half of these for the
exclusive use of disabled people.
4.21 Saved Policy TP14 requires that the transport assessment for a B8 development
of 10,000 square metres or more should:
• illustrate accessibility to the site by all modes and the likely modal split;
• propose measures to improve access by public transport, walking and cycling;
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• reduce the need for parking; and
• set out measures to mitigate the transport impacts.
4.22 Saved policies TP17 and TP19 require safe access to the transport network and
safe on-site circulation to protect all road and transport users; also measures to
avoid aggravating pollution in areas of poor air quality.
4.23 Saved Policy TP16 states that major employment related developments will
require travel plans in order to reduce car use, increase use of sustainable
modes, increase safety and make delivery and freight movements more
environmentally friendly. The plan should also set out possible alternatives to
making the trip in the first place.
The Core Strategy for Halton’s Local Development Framework
4.24 This was published in November 2010 as a Proposed Submission Document,
with a view to submission to the Secretary of State in April or May 2011 and final
adoption in early 2012.
4.25 Policy CS4 and paragraph 7.9 reaffirm the site’s continuing status as a Regional
Employment Site. Policy CS8 identifies it as a Key Area of Change with the
potential to deliver 90ha of land for regionally important logistics and distribution
development. It will offer sustainable, mostly rail, connections to other freight
facilities in the sub-region.
4.26 Policy CS15 aims to support a reduction in the need to travel, to ensure that new
developments are highly accessible and to encourage travel by sustainable
modes. Specifically, it aims to protect Halton’s existing Sustainable Transport
Network and to develop new sustainable routes and facilities including:
• a cross-river sustainable transport route across the Silver Jubilee Bridge in
association with the Mersey Gateway Project;
• pedestrian and cycling routes and facilities, especially in association with the
Key Areas of Change;
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• reinstated or new railway routes and stations where appropriate, including the
Halton Curve rail route in southwest Runcorn and a station in central Widnes;
and
• park and ride facilities in appropriate locations.
Paragraph 18.3 notes that the Sustainable Transport Network includes the
Greenways, the Mersey Way and the Trans Pennine Trail as well as more urban
walking, cycling and public transport facilities.
4.27 Policy CS16 supports the Mersey Gateway Project in which a toll bridge will be
constructed to the east of the present road bridge, replacing it as the primary road
crossing of the Mersey between the M6 Thelwall viaduct and the tunnels in
Liverpool. The Silver Jubilee Bridge will then be used for local movements,
particularly by sustainable modes: walking, cycling and buses.
The Mersey Multi-Modal Gateway (3MG) Supplementary Planning Document
4.28 This document was adopted in August 2009. It is based upon the Ditton Strategic
Rail Freight Park Master Plan that was adopted in December 2004 but it covers a
wider area.
4.29 Paragraph 3.2 sets out the vision for the area as to create a national, regional
and sub-regional rail freight facility. This will involve the enhancement of its road
and rail infrastructure, giving connections to the strategic road network and
mitigating the impacts on local communities (paragraphs 3.4-5).
4.30 Policy 8.16 requires development to adhere to sustainability principles
throughout. Policy 8.12 states that pedestrian routes should be clearly defined,
giving direct links within the development and to public transport stops. Cyclists
should have safe and convenient routes and covered and secure cycle storage
with showers and changing facilities. Car parking should be usable, safe and
secure for both people and vehicles.
4.31 Policy 9.6 states that at Site C (the site of the proposed development, referred to
as Site 255 in the 2004 Master Plan) the most appropriate land uses will be those
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that use, or support the use of, the railway for freight movement, including both
storage and distribution (Use Class B8). There could also be retail or catering
uses (A1 or A3) related to truckstop or drivers’ rest facilities in the “Green Wedge”
area. Development principles include:
• access to and/or provision of public transport facilities;
• the creation of a new rail corridor, including a bridge across Steward’s Brook,
to improve the reception sidings and the site’s links with the rail network; and
• pedestrian footpaths integrated into the whole scheme
Local transport policies
The Third Local Transport Plan for Halton 2011-2026 (LTP3)
4.32 This document has been produced jointly with the Local Transport Plan (LTP) for
Merseyside. Among its goals are to enhance cross Mersey links, including the
Mersey Gateway project, and to promote a clean and low carbon transport
system that allows people to connect easily with jobs and services and facilitates
the movement of goods. It notes that congestion is a key issue, particularly on the
Silver Jubilee Bridge. Chapter 9 sets out the primary transport strategies.
4.33 The LTP3 recognises the Stobart Park / 3MG development as a key area for
change. To improve access to this and similar developments, developer
contributions will be used to promote sustainable modes, possibly including
supporting bus services. However, infrastructure improvements to ensure access
may not be a sustainable option and parking restraint and travel plans, possibly
on an area-wide basis, will play an important role.
4.34 For public transport, the priorities are to maintain a core network serving main
centres and to ensure strategic employment links “to meet the main employment
patterns of major employers” and to give good interchange with the core network
and with local community services. The core network includes a route from
Broadheath, through Ditton and along Hale Road through Hale Bank towards
Speke (Mersey Gateway Sustainable Transport Strategy Figure 1.1). The
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employment links could be a mixture of fixed route and demand responsive
services; there are none serving the proposed site at present (ibid., paragraph
2.10.21). Developing and improving key cross-boundary links, for example to
Merseyside, is also important (pages 70-72). Real time passenger information
(RTPI) has been installed at some key stops but its future is being reviewed
(page 102).
4.35 Two Quality Transport Corridors, with bus priority, improved stops and pedestrian
routes, have already been implemented in Widnes, one running east-west along
Liverpool Road and the other north-south between Widnes and Runcorn stations.
Proposals for further improvements on Waterloo and Victoria Roads are on hold
as the Mersey Gateway scheme will affect this part of central and south Widnes.
A zonal scheme with bus stop and pedestrian improvements has also been
implemented on Hale Road and Halebank Road and similar improvements and
cycleway links have been provided to support the opening of the Stobart Park /
3MG goods distribution development at Desoto Road (pages 148-9). Although
there is potential for further such improvements serving new employment sites,
the emphasis appears to be moving towards targeting access to older sites (page
150).
4.36 Strategies for cycling include making use of the Mersey Gateway (see below),
offering good quality and well signed routes and appropriate cycle parking at
developments. Cyclists’ needs are to be taken into account on all new and
improved highway schemes, including those proposed by developers (page 80).
4.37 Freight transport is a major activity in the area and there is a joint proposal with
the Merseyside authorities to develop a SuperPort that will include 3MG.
However, the Silver Jubilee Bridge is not only congested but has substandard
lane widths, making it undesirable for HGVs. Page 98 lists various strategies
including locating freight distribution sites next to rail linkages and docks where
possible but with suitable road access. Rail links are to be promoted and
upgraded and roads and junctions are to be improved to assist HGV movements
where this is appropriate and feasible. The Council will promote the Merseyside
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and Halton Freight Quality Partnerships, enhance HGV routeing and signing and
seek provision for overnight HGV parking in suitable locations.
4.38 For passenger rail, it is proposed to upgrade the little-used Halton Curve between
Frodsham and Runcorn to allow regular passenger services between Liverpool
and Chester. The reopening of Ditton station, to the northwest of the development
site, could form part of this scheme; its catchment area is not large enough for it
to go ahead on a stand-alone basis (page 132). The reopening will be funded as
a major scheme but a formal submission is unlikely for another three years (page
199).
4.39 Page 138 refers to the formulation of policies to require the provision of charging
points for electric vehicles at new developments.
4.40 Road schemes affecting the area round the site centre upon the Mersey
Gateway. The Council will enter into partnerships with developers and other
agencies to promote highway improvements that contribute to the economic
regeneration and renewal of the Borough (page 159). An example is a relief road
for Hale Bank, to be funded primarily through developer contributions with some
LTP funds (page 156).
The Mersey Gateway Sustainable Transport Strategy (2009)
4.41 Paragraph 4.1.2 of this document sets out the Strategy’s vision “to identify and
promote a network of high quality, safe, affordable, accessible and
environmentally friendly travel measures for local residents, businesses and
visitors to Halton, which support the key objectives of the LTP and the [Mersey
Gateway] Project”. Paragraphs 1.1.7 and 1.2.2-3 state that freeing up capacity on
the Silver Jubilee Bridge will create opportunities to improve communication
between Runcorn and Widnes by public transport, on foot and by cycle.
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4.42 The Strategy also aims to achieve the objectives of a Mersey Gateway
Regeneration Strategy (2008), which include upgrading the West Bank area of
Widnes as an attractive, mixed land use area with a new neighbourhood centre
on the Waterloo Road corridor (paragraphs 4.8.5-7). This area is to the east of
the railway viaduct and hence somewhat separated, though not remote, from the
3MG site.
4.43 In effect, the Strategy is to uncouple the Silver Jubilee Bridge from the strategic
highway network so that it becomes more suited for local than for long distance
travel (paragraph 4.8.11). This will be accompanied by downgrading the A533
(Queensway) to a local two-way road with new at-grade junctions allowing better
local traffic movements within and between West Bank and the surrounding
areas.
4.44 Some of the road space on the bridge formerly used by motorised traffic will be
dedicated to pedestrians and cyclists. They will be able to follow clearer and more
easily defined routes through the West Bank area, especially in a north-south
direction (paragraphs 4.8.7), and these will continue through Widnes and beyond
into neighbouring areas. Orbital cycle routes in Widnes are also proposed to link
residential, commercial, leisure and employment areas (paragraph 4.4.53).
4.45 It is proposed to develop a bus based rapid transit system (Section 4.4)
comprising an upgrading of the existing Runcorn busway, linked via the Silver
Jubilee Bridge with upgraded but on-street services in Widnes. New buses and a
high quality information system will be provided. Cross boundary services could
be added (paragraphs 4.4.3, 4.4.12). Completion of the network is expected in
2023 (paragraph 4.4.20).
4.46 One of the three rapid transit routes will serve Widnes but it will continue north
from the Silver Jubilee Bridge to Liverpool Road before turning west to Hough
Green (paragraph 4.4.18). However, it will serve a public transport interchange at
West Bank from where a shuttle bus will link with Widnes town centre, other
points in central Widnes and Stobart Park / 3MG. This shuttle will be launched in
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2014/15 with financial support from the bridge tolls, with a view to becoming
commercially self-supporting in 2019 (paragraphs 4.4.25-7 and Diagram 4.1).
4.47 The public transport improvements would be accompanied by a smartcard that
could be used for bus travel, cycle hire and payment of bridge tolls (paragraph
4.4.37).
4.48 There are no specific rail improvements that are linked directly with the current
proposal although facilities at all the borough’s railway stations will be upgraded
(paragraph 4.4.57). However, it would be hoped to accelerate the upgrading of
the Halton Curve (paragraph 4.4.76).
4.49 There would be continued development of personal travel planning services and
schemes to help people without cars to travel to work (paragraph 4.4.50).
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5.0 SUSTAINABLE TRANSPORT PROVISION
5.0.1 The location of the proposed development is such that it affords access by bus.
However, the nearest train station is approximately 3.2 km across the River
Mersey in Runcorn and the surrounding pedestrian and cycle routes are limited
given the location of the site within what is considered to be a principal road
network. The proposed site is therefore considered to have limited access to
sustainable transport modes.
5.0.2 A Travel Plan will be prepared to encourage car sharing, cycling, walking and the
use of the bus network by employees where feasible. The Travel Plan will be
focused on car sharing as this is potentially the most viable option for employees
given the location of the development.
5.1 Bus Access
5.1.1 The nearest bus stops are situated on Waterloo Road approximately 1.2 km or a
15 minute walk from the point of entrance to the site on Desoto Road. One bus
service (79C) operates every 15 minutes Monday-Saturday during the daytime
and every half hour after 18:00 and on Sundays. This serves Murdishaw,
Runcorn, Widnes and Liverpool. A similar service (110) is available to
Warrington which operates half hourly Monday-Saturday every 20 minutes and
every 60 minutes after 18:00 and on Sundays until 16:00. Table 5.1 includes
details of the bus services stopping on Waterloo Road.
5.1.2 At a pre-application meeting with HBC it was highlighted that the existing bus
connections within the vicinity of the site are relatively limited with the largest
warehouse unit proposed situated the furthest from the nearest bus stops on
Waterloo Road. It was discussed that a bus route could be extended to enter the
site and that HBC Sustainable Transport Officers would consider approaching the
operator to establish their interest with regards to providing such a facility within
the proposed Site.
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Table 5.1 Bus Services along Waterloo Road, Widnes
5.2 Train Services
5.2.1 There are four train stations in Halton Borough; Widnes, Hough Green, Runcorn
and Runcorn East. There is also a proposal to reopen Ditton station; this would
be the closest to the site but would still be still two kilometres away (Table 5.2).
Table 5.3 shows the destinations served by each of the train stations.
Frequency
Service Route Mon-Sat
daytime
Mon-Sat
after 18:00 Sunday
14 Runcorn – Widnes –
Hough Green – Liverpool
Half hourly
No service south of town
centre
No service south of town
centre
21 Widnes – Chester No
service No service 2-hourly
26 Cronton – Widnes
West Bank hourly No service No service
27 Runcorn – Widnes –
Lunts Heath 1 journey No service No service
61 Runcorn-Widnes-
Liverpool Half
hourly No service
No service south of town
centre
62 Widnes – Halton Lea –
Warrington Every 30 minutes
No service No service
66 Widnes – Runcorn – Moore Promenade
1 journey, Mons &
Sats only No service No service
79C Murdishaw – Runcorn – Widnes – Liverpool
Every 15 minutes
Half hourly Half hourly
82A Halton Hospital –
Runcorn – Widnes – Airport – Liverpool
Half hourly
Half hourly Half hourly
110 Murdishaw – Runcorn – Widnes – Warrington
Every 20 minutes
Every 60 Minutes
Hourly until 16:00
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5.2.2 The location of the train stations are such that the development site is not
considered accessible by this mode of transport.
Time (minutes) Station
Distance
(km) Driving Walking
Widnes 3.4 6 42
Hough Green 4.0 8 57
Runcorn East 11.2 14 -
Runcorn 3.2 5 40
Ditton (if reopened) 2.0 4 25
Table 5.2 Distances of railway stations from the site
Station Destinations Operator
Widnes Liverpool, Warrington Central, Manchester, Sheffield, East Midlands, East Anglia
Northern, East Midlands Trains
Hough Green
Liverpool, Warrington Central, Manchester (stopping trains only)
Northern
Runcorn East
Liverpool, Warrington Bank Quay, Manchester, Chester, North Wales
Arriva Trains Wales
Runcorn Liverpool, Crewe, Birmingham New Street, London Euston
London Midland, Virgin Trains
Ditton (if reopened)
Liverpool, Crewe (stopping trains only) n/a
Trains to Manchester serve Oxford Road and Piccadilly stations. Trains to Liverpool serve Lime Street and (except Virgin Trains) Liverpool South Parkway.
Table 5.3 Train services in Halton
5.3 Walking and Cycling
5.3.1 Halton has an extensive and growing network of routes dedicated to pedestrians
and cyclists and some of them could form approach routes to the site. National
Cycle Route 62, the Trans Pennine Trail, follows the bank of the Mersey along
the south edge of the application site and the adjacent Tesco RDC, and links with
the West Bank area of Widnes, Penketh and Warrington. To the west it links with
Hale and with Speke, on the edge of Liverpool. There is a pedestrian route
across the Silver Jubilee Bridge into Runcorn.
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5.3.2 There will be two points of access to the site for pedestrians; from Desoto Road
to the east and Foundry Lane to the west. A shared cycle/footway will be
provided through the site. The footways constructed within the site will benefit
from street lighting.
5.3.3 Secure cycle parking will be provided on site and employees will be encouraged
to cycle to the proposed development through various measures identified within
the Travel Plan. Changing facilities and lockers will be provided on site
specifically for those who chose to cycle or possibly run to work.
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Page 28 June 2011
6.0 TRAFFIC IMPACT
Counted Traffic
6.1 The scope of the transport assessment and traffic analysis was previously agreed
with officers of the highway authority. The following junctions were observed and
included within the assessment:
� Ditton Road/A652 Speke Road/A533 Queensway/Moor Lane South 5 arm
roundabout (1)
� A562 Ashley Way West/B5419 Moor Lane South/Lower House Lane 4 arm
roundabout (2)
� Two way flows on A533 Queensway south of the slip roads at the A533 junction
with Ditton Road and Moor Lane South (3)
� Desoto Road/MacDermott Road/Tesco access/Desoto Road East/Desoto Road
West 6 arm roundabout (4)
� Stobart Port access/Desoto Road priority T-junction (5)
6.2 A plan showing the location of each of the junctions is shown in figure 6.1.
6.3 Independent traffic counts were undertaken by Community Systems Limited. The
Desoto Road/Tesco/MacDermott Road roundabout junction and the Stobart Port
Trans-Modal Container Port junctions were counted over a 24 hour period starting
at 00:00 on Monday 28th February 2011 to establish daily traffic flows. The
remaining junctions were counted on a neutral weekday, Tuesday 1st March
2011, for the peak periods between 07:30-09:30 and 16:30-18:30. The peak
period for each junction has been identified and the counted traffic flows are
shown in figure 6.2.
6.3 WAF have undertaken a comparison of the 2011 observed flows with the traffic
flows surveyed in 2007 to support a study undertaken by Atkins on behalf of HBC
to the HBC Fields development. The traffic data surveyed in 2007 was also
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Page 29 June 2011
considered within a sensitivity test of the Mersey Gateway Model which is
reported within Gifford’s Technical Note dated August 2008. There has been a
significant reduction in peak hour traffic flows between 2007 and 2011 which is
likely to be attributable to the economic downturn.
Base Traffic
6.4 As recommended by the highway authority the traffic analysis has been based on
an assessment year of 2015 with the local highway network being retained in it’s
present form and 2030 following the construction of the second Mersey Crossing
and associated network modifications. The factors used for growth of
background traffic on the network have been derived using TEMPRO6 software
(Dataset 5.4 for Widnes, Urban, and Principal Roads). The flows through the
Desoto Road/MacDermott Road/Tesco access roundabout junction have not
been factored up as it has been assumed that the majority of traffic through this
junction is not background traffic (i.e. traffic associated with the Tesco RDC and
Stobart Port). The assessment for 2030 does not include the Ditton Interchange
and the roundabout junction with A562 Ashley Way West/B5419 Moor Lane
South/Lower House Lane, as this part of the network will change significantly as a
result of the Mersey Crossing, which is programmed to be fully operational before
this time. The base traffic for 2015 and 2030 is shown in figures 6.3 and 6.4
respectively.
Committed Development
6.5 The highway officer has confirmed that the traffic assessment should consider a
number of development sites schemes within the vicinity of the proposed site as
committed development.
6.6 The committed development schemes have been agreed with the highway
authority in advance of submission of the planning application and for this traffic
assessment include the following:
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Page 30 June 2011
� HBC Fields development site (as per the Atkins TA);
� Widnes Waterfront Economic Development Zone (as per the Atkins TA);
� Tesco retail store accessed via Lugsdale Road;
� The Windmill Shopping Development.
6.7 The committed development traffic during the peak periods is shown in figure 6.5.
Trip Generation
6.8 The trip generation for the proposed storage and distribution development has
been assumed using the trip rates generated by the existing Tesco Distribution
Centre adjacent to the proposed site. This is a Regional Chilled Distribution
Centre and the traffic movements associated with such a facility tend to be higher
than a non-chilled site as the goods are not stored over a long period of time due
to their short lifespan. It has been confirmed that the Tesco Distribution Centre
was operating at full capacity at the time of the traffic counts (March 2011). A
Technical Note has been prepared by WAF which investigates the trip generation
of storage and distribution sites and justifies the trip rates utilised within this
assessment. This report was submitted to the highway authority in advance of
submission and is included in Appendix C. The trip rates and peak hour vehicle
movements used are set out in table 6.1.
Table 6.1 – Proposed Development Trip Rates and Trips
AM peak 0800-0900 PM peak 1700-1800
IN OUT IN OUT
Lights HGVs Lights HGVs Lights HGVs Lights HGVs
Number of Vehicles
Observed at Tesco 26 33 22 18 17 12 30 24
Trip Rate based on
GFA of 50,168 sq m 0.052 0.066 0.044 0.036 0.034 0.024 0.060 0.048
Proposed
Development Trips 68 86 58 47 45 31 79 63
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6.9 The traffic movements associated with the 13.7MWe biomass unit have been
assumed using vehicle generations estimated at a similar facility (14MW) in
Margam, South Wales, which have subsequently been approved by the highway
authority. The facility will employ 8 staff for a typical working day and will
generate approximately 140 HGVs per week based on the fuel requirements per
year of 160,000 tonnes. Assuming a 10 hour working day, this equates to a
maximum of 8 car movements and 2 HGV movements in both the AM and PM
peak periods.
Trip Distribution
6.10 The distribution of development trips on the local transport network has been
assumed using the distribution used for the previous planning approval on the
site. The light and heavy vehicle trips were distributed using the Great Britain
National Freight Model, which has been approved by the Highway Authority. For
the assessment in 2030, the Highway Authority requested that the distribution is
modified to show all HGV traffic and 80% of light traffic using the new Mersey
Crossing. However, 92% of light vehicles are already routed to the north from
the Desoto Road roundabout (towards the Mersey Crossing) in 2015 and
therefore the distribution of lights remains unchanged. The development traffic in
2015 and 2030 is included in figures 6.6 and 6.7 respectively.
Traffic Impact
6.11 The base traffic in 2015 has been added to the committed development traffic
and proposed development traffic in 2015. The traffic flows are shown in figure
6.8. The following junctions have been assessed in 2015 for the AM and PM
peak periods using ARCADY6 software:
� A562 Ashley Way West/B5419 Moor Lane South/Lower House Lane 4 arm
roundabout (1)
� Ditton Road/A652 Speke Road/A533 Queensway/Moor Lane South 5 arm
roundabout (2)
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� Desoto Road/MacDermott Road/Tesco access/Desoto Road East/Desoto Road
West 6 arm roundabout (3)
6.12 Each junction has been tested with committed development and proposed
development traffic to ensure the worst case scenario. The geometry used for
each junction 1 and 2 have been utilised from the Atkins TA for the High Bay
Distribution Centre (previous planning permission for the 3MG site). For junction
3, the geometry used has been taken from the TA prepared by ADL for the
adjacent Tesco RDC, which is now in operation. The junction assessment output
files are included in Appendix D. For the 2030 assessment, junctions 1 and 2 will
be significantly modified as part of the Mersey Crossing scheme and therefore
have not been tested. The Desoto Road roundabout has been tested in 2030,
however, as explained in paragraph 6.4, no growth factors have been applied to
the movements through this junction. The junction has however been tested with
the altered trip distribution which assumes all HGVs will use the new Mersey
Crossing rather than the Silver Jubilee Bridge. The base traffic in 2030 has been
added to the committed development and proposed development traffic for the
assessment. The traffic flows are shown in figure 6.9. A summary of the results
in 2015 and 2030 are shown in table 6.2 and 6.3 respectively.
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Table 6.2 – Summary of the Junction Capacity Assessment Results in 2015
Junction Scenario Arm Maximum RFC
2015 AM Peak + Committed + Development
Arm A
Arm B
Arm C
Arm D
0.369
0.460
0.611
0.659
1
2015 PM Peak + Committed + Development
Arm A
Arm B
Arm C
Arm D
0.537
0.557
0.804
0.459
2015 AM Peak + Committed + Development
Arm A
Arm B
Arm C
Arm D
Arm E
0.534
0.812
0.047
0.435
0.364
2
2015 PM Peak + Committed + Development
Arm A
Arm B
Arm C
Arm D
Arm E
0.600
0.663
0.054
0.456
0.379
2015 AM Peak + Committed + Development
Arm A
Arm B
Arm C
Arm D
Arm E
Arm F
0.254
0.121
0.039
0.019
0.001
0.240
3
2015 PM Peak + Committed + Development
Arm A
Arm B
Arm C
Arm D
Arm E
Arm F
0.215
0.066
0.049
0.027
0.003
0.321
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Table 6.3 – Summary of the Junction Capacity Assessment Results in 2030
6.13 The junction capacity assessments demonstrate that each of the junctions will
operate within capacity in 2015 and 2030 with committed development and
proposed development traffic for both peak periods with no queuing or delays.
6.14 The traffic flows set out within the Gifford Technical Note were utilised from the
Atkins report and counted in 2007. The report was prepared to assess the traffic
associated with the Mersey Crossing and included base traffic in 2015 with
committed development and proposed development traffic at the roundabout
junction of Ditton Road/A652 Speke Road/A533 Queensway/Moor Lane South.
The traffic flows for the same scenario used within this assessment have been
compared to the flows included within the Gifford report. The overall traffic flow
through the roundabout junction for this assessment is significantly lower in the
AM (07:45-08:45) and PM (16:30-17:30) peak periods when compared with the
traffic flows included in the Gifford report, which have subsequently been
approved. The comparison of traffic flows are shown in figure 6.10.
6.15 The Applicant has agreed with HBC that they will commission Gifford to test the
development flows within the TRANSYT model for Second Mersey Crossing.
Junction Scenario Arm Maximum RFC
2030 AM Peak + Committed + Development
Arm A
Arm B
Arm C
Arm D
Arm E
Arm F
0.333
0.048
0.039
0.019
0.001
0.238
3
2030 PM Peak + Committed + Development
Arm A
Arm B
Arm C
Arm D
Arm E
Arm F
0.199
0.035
0.049
0.027
0.003
0.321
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Page 35 June 2011
This will be undertaken following confirmation from HBC that they accept the
traffic analysis included within this Transport Assessment.
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Page 36 June 2011
7.0 ROAD SAFETY
7.1 Personal Injury Accident data were obtained from Halton Borough Council for the
latest 5 year period extending from 1st January 2006 to 31st December 2010.
The full accident analysis is included in Appendix E.
7.2 An accident analysis has been undertaken for the accidents recorded on Ditton
Road, the A533 Queensway, Desoto Road and Macedermott Road within the
vicinity of the proposed site. The roundabout junction of Desoto Road and
MacDermott Road was improved in September 2009 when the new Tesco RDC
opened providing direct access from a 6 arm roundabout. The Mersey Crossing
is not proposed to be operational until 2015, which will significantly alter the
layout at a number of junctions within the site vicinity.
7.3 A total of 67 accidents were recorded over the 5 year period, of which 62 were
classed as slight, 5 as serious and none of which were fatal.
7.4 A significant proportion of accidents occurred on Ditton Road (37% or 25
accidents) of which 40% or 10 were rear shunts. Four of these accidents were
classed as serious and the rest were classed as slight. One serious accident
occurred during the hours of darkness and was impaired by alcohol. The vehicle
types are unknown, but a collision occurred between two vehicles travelling in
opposite directions. Another serious accident involved a motorcyclist who slipped
on mud in the road resulting in the driver falling off the bike. The third serious
accident involved a stolen motor vehicle which stopped and reversed at high
speeds towards a police vehicle. The remaining serious accident involved a
motorcyclist who negotiated a left hand bend, presumably lost control and fell off.
7.5 A cluster of accidents can be identified at the roundabout junction of Ditton Road,
Speke Road and Queensway. 12 accidents occurred at this location of which 8
were rear shunts. A further 5 accidents occurred at the roundabout junction to
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Page 37 June 2011
the north east of the Ditton Road roundabout, all of which were rear shunt
accidents and one of which was serious. The serious accident was a rear shunt
involving 2 vehicles one of which was a motorcycle and the other car.
7.6 21 accidents occurred on Queensway or on the slip roads to and from the
Queensway. All of these accidents were classed as slight and 9 or 43% of these
were rear shunt manoeuvres.
7.7 A total of 8 or 12% of accidents involved HGVs and 11 or 16% involved LGVs.
None of these accidents were serious. There are no obvious causal factors or
patterns in terms of location of these accidents on the local transport network.
7.8 There are no accidents recorded at roundabout junction of Desoto Road with
MacDermott Road since the improvements were put in place.
7.9 The number of accidents recorded within the study area over the last 5 years
appears to be relatively typical of a principal road network with a high proportion
involving rear shunt type collisions. It can be concluded that there are no current
highway design deficiencies which affect highway safety and there is no evidence
to suggest that traffic generated by the development proposal would be
detrimental in safety terms.
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8.0 CONCLUSIONS
8.1 This TA has been prepared to investigate the transport and highway implications
of the proposed development of 131,550sq m of storage and distribution
floorspace, a 13.7MWe biomass facility and associated timber storage at the
Stobart Park / 3MG site, Widnes.
8.2 The scope of the assessment has been agreed prior to submission with officers
at HBC on behalf of the Highway Authority. The traffic impact in 2015 has been
compared with traffic figures that have been assessed by both Atkins as part of a
previous TA on the 3MG site and Gifford as part of the Second Mersey Crossing
development. Due to a reduction in base flows, the overall traffic proposed in
2015 for the development in question is significantly less than has previously
been approved.
8.3 A proposed cycle/footway link will be provided through the site to improve the
site’s connectivity with the local network. A Framework Travel Plan has also
been prepared which includes initiatives to reduce the reliance on the private car
for staff and visitors.
8.4 An accident analysis has been undertaken for the surrounding local roads and
demonstrates that there are currently no significant safety issues and there is no
evidence to suggest that this will be exacerbated as a result of the proposed
development.
8.5 The TA has demonstrated that there will be no significant impacts of the
proposed development on the local highway network, particularly as the overall
impact is less than has previously been approved. A number of mitigation
measures are proposed to reduce the impact of additional traffic on the local
network.
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Page 39 June 2011
FIGURE 2.1
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Page 40 June 2011
FIGURE 6.1
1
2
3
5
4
FIGURE 6.1 – LOCATION OF ASSESSED JUNCTIONS
Stobart Park, 3MG, Widnes 80962/001jls.rep
Page 41 June 2011
FIGURE 6.2
Lights Heavies Lower House Lane
a bb cc d
742 416
763 B5419 Moor Lane South
A562 Speke Road d a
b aJunction 1 - 0745-0845 c b aJunction 2 - 0800-0900 d d c cJunction 3 - 0730-0830 e a 1,341 A562 b dJunction 4 - 0800-0900 395 c 1,047 553Junction 5 - 0800-0900 538 d 731 A562 Ashley Way West
e
a 1,253 ab a 1,146 bc dd b e
Ditton Road 456 e Ditton Road
653 c 25
d
abc b
A533 Queensway e c
779 d
604 e
f
83
46
Desoto Road East
aStobart Rail Port b
c a17 19 d
e b Desoto Road West
44 47
41 29e a 2,709
20 41 c
24 39 d A533 Queensway
Desoto Road d c e 2,558
1 Tesco f
a (Exit Only)
b Tesco Macedermott Road
c 15 47
d 12 24
f a ab b
c d
e e
f f
15
1
0
11
18
39
0
1
461
1
5
8
3
0
39
0
0
1
1
9
8
1
0
2
5
0
0
0 1
2
0
6
1
0
0
0
3
15
0
128
0
511
19
7
2
29
18
3
43
2
37
80962 - Stobart, Widnes
2011 Counted Traffic Flows (Vehicles)
AM Peak Period
f
3
246
5
117
3
3
18
34
0 4
74
12 22
17 0
148
362
32
6
3
22
100
28
4
3
5
0
14
7
1
0
6
2
2
4
6
290
4
230
0
1
3
0
0
558
353
316
249
316
39
286
65
5
44
8
2
3
16
5
0
6
31
100
2
0
0
0
0
0
439
6
0
100
14
9
Date Counted: Tuesday 1st March 2011
3
2
1
1 1800
2,521 188
2,333
22
225
2
35
353
14
410
1
2
345
Lights Heavies Lower House Lane
a bb cc d
489 665
600 B5419 Moor Lane South
Junction 1 - 1630-1730
Junction 2 - 1700-1800 A562 Speke Road d a
Junction 3 - 1715-1815 (NB) 1630-1730 (SB) b aJunction 4 - 1700-1800 c b aJunction 5 - 1700-1800 d d c c
e a 1,472 A562 b d410 c 1,010 770
535 d 701 A562 Ashley Way West
e
a 1,478 ab a 1,045 bc dd b e
Ditton Road 528 e Ditton Road
594 c 42
d
abc b
A533 Queensway e c
824 d
483 e
f
86
75
Desoto Road East
aStobart Rail Port b
c a18 28 d
e b Desoto Road West
61 82
38 21e a 2,244
33 38 c
20 61 d A533 Queensway
Desoto Road d c e 2,393
2 Tesco f
a (Exit Only)
b Tesco Macedermott Road
c 22 23
d 6 31
f a ab b
c d
e e
f f
209 33 13 2
0 3 37 2
9
14 12
530 23
77 12 5 6
2 1 13 2
413 7 11 0
15 1 4 1
370 9
274 26
407 10
2 1
27 14 349 14
0
0 0 504 8 293 23
0 0 486 19
0
1,085
37
478 16 444 11
PM Peak Period234 3 156
51 1
141 3 456 1
107 1
2011 Counted Traffic Flows (Vehicles)100 100
0 1
0 0
17 14
21 15
14 9
0 2
0 0
f0 0
2,142 102
0 0 5 23
2 3
3 2
0 5
0 0
30 3 15 5
3 15
0 0 2,304 89
1 5
0 10 1
1 0
0 0
0 0 1 11 17 4
1 8 10 0
0 0 0 0
0 0 0 0
0 1 0 0
1
2
3
45
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Page 42 June 2011
FIGURE 6.3
Lights Heavies Lower House Lane
a bb cc d
743 416
764 B5419 Moor Lane South
A562 Speke Road d a
b aTEMPRO factor selection criteria c b aDataset 54 d d c cTrip ends by time period e a 1,342 A562 b dNE/Cheshire/Halton/Widnes 395 c 1,048 5532011 to 2015 538 d 732 A562 Ashley Way West
Car Driver Factor eAll purposes a 1,254 aOrigin/destination b a 1,147 bWeekday AM peak period c dUrban/principal roads d b e
Ditton Road 456 e Ditton Road
654 c 25
d
abc b
A533 Queensway e c
780 d
604 e
f
83
46
Desoto Road East
aStobart Rail Port b
c a17 19 d
e b Desoto Road West
44 47
41 29e a 2,246
20 41 c
24 39 d A533 Queensway
Desoto Road d c e 2,395
1 Tesco f
a (Exit Only)
b Tesco Macedermott Road
c 15 47
d 12 24
f a ab b
c d
e e
f f
1.0008
2,144 102
2,306
22
89
2
35
353
14
410
1 1800
100
14
9
AM Peak Period
3
2
1
100
2
0
0
0
0
0
439
6
0
5
44
8
2
3
16
5
0
6
31
249
316
39
286
65
558
353
316
290
4
230
0
1
3
0
0
0
14
7
1
0
6
2
2
4
6
362
32
6
3
22
100
28
4
3
5
18
34
0 4
74
12 22
17 0
148
80962 - Stobart, Widnes
2015 Base Traffic Flows (Vehicles)
f
3
246
5
117
3
3
511
19
7
2
29
18
3
43
2
37
3
15
0
128
0
1
0
0
0 1
2
0
6
1
9
8
1
0
2
5
0
0
0
3
0
39
0
0
1
18
39
0
1
461
1
5
8
15
1
0
11
Lights Heavies Lower House Lane
a bb cc d
490 667
602 B5419 Moor Lane South
TEMPRO factor selection criteria
Dataset 54 A562 Speke Road d a
Trip ends by time period b aNE/Cheshire/Halton/Widnes c b a2011 to 2015 d d c cCar Driver Factor e a 1,476 A562 b dAll purposes 411 c 1,013 772Origin/destination 536 d 703 A562 Ashley Way West
Weekday PM peak period eUrban/principal a 1,482 a
b a 1,048 bc dd b e
Ditton Road 529 e Ditton Road
596 c 42
d
abc b
A533 Queensway e c
826 d
484 e
f
86
75
Desoto Road East
aStobart Rail Port b
c a18 28 d
e b Desoto Road West
61 82
38 21e a 2,250
33 38 c
20 61 d A533 Queensway
Desoto Road d c e 2,400
2 Tesco f
a (Exit Only)
b Tesco Macedermott Road
c 22 23
d 6 31
f a ab b
c d
e e
f f0 1
0 0
1 11
0 1
1.0028
0 0
0 0 0 0
0 0
1 8 10 0
17 4
0 0
0 0
1 0
1 5
0 1
0 0 2,310 89
15 5
3 150 0
30 3
3 2
0 5
2,148 102
0 0 5 23
2 3
0 0
f0 0
14 9
0 2
17 14
21 15
0 1
0 0
2015 Base Traffic Flows (Vehicles)100 100 107 1 51 1
141 3 457 1
PM Peak Period235 3 156
479 16 445 11
19
0
1,088
37 0
0 0 505 8 294 23
0 0 487
27 14 350 14 408 10
2 1
371 9
275 26
15 1 4 1
414 7 11 0
2 1 13 2
77 12 5 6
9
14 12
531 23
0 3 37 2
210 33 13 2
Stobart Park, 3MG, Widnes 80962/001jls.rep
Page 43 June 2011
FIGURE 6.4
Lights Heavies
TEMPRO factor selection criteria
Dataset 54
Trip ends by time period A533 Queensway
NE/Cheshire/Halton/Widnes b2011 to 2030 c
Car Driver Factor d
All purposes eOrigin/destination fWeekday AM peak period 83Urban/principal roads 46
Desoto Road East
aStobart Rail Port b
c a17 19 d
e b Desoto Road West
44 47
41 29e a 2,624
20 41 c
24 39 d A533 Queensway
Desoto Road d c e 2,798
1 Tesco f
a (Exit Only)
b Tesco Macedermott Road
c 15 47
d 12 24
f a ab b
c d
e e
f f
0
0
1
18
15
1
0
11
1
9
8
1
0
2
5
0
0
00 1
2
0
6
0
1
0
0
19
7
2
100
80962 - Stobart, Widnes
2030 Base Traffic Flows (Vehicles)
f
3
3
100
6
2
2
4
6
14
7
1
0
0
1
3
0
0
2
2
3
16
5
0
0
14
9
0
0
0
0
0
2030 Base Traffic Flows (Vehicles)
AM Peak Period
3
2
1
1 1800
2,505 119
2,694 104
3
15
0
128
1.1694
Lights Heavies
TEMPRO factor selection criteria
Dataset 54
Trip ends by time period
NE/Cheshire/Halton/Widnes
2011 to 2030
Car Driver Factor bAll purposes c
Origin/destination d
Weekday PM peak period eUrban/principal f
86
82
Desoto Road East
aStobart Rail Port b
c a18 28 d
e b Desoto Road West
72 86
38 21e a 2,651
33 38 c
20 61 d A533 Queensway
Desoto Road d c e 2,827
2 Tesco f
a (Exit Only)
b Tesco Macedermott Road
c 22 23
d 6 31
f a ab b
c d
e e
f f
A533 Queensway
13 2
37 2
PM Peak Period
2030 Base Traffic Flows (Vehicles)100 100
0 1
0 0
17 14
25 18
17 11
0 2
0 0
f0 0
2,530 120
0 0 5 23
2 3
3 2
0 5
0 0
30 3 15 5
3 15
0 0 2,721 105
1 0
1 5
0 1
17 4
0 0
0 0
0 0
1 8 10 0
0 0
0 0 0 0
0 1
0 0
1 11
0 1
1.1812
Stobart Park, 3MG, Widnes 80962/001jls.rep
Page 44 June 2011
FIGURE 6.5
Lower House Lane
a bb cc d
0 0
0 B5419 Moor Lane South
HBC Fields Site - Atkins report Feb 2008 Figures H4-H7 A562 Speke Road
Widnes Waterfront EDZ (Assuming 15% HGVs) d a
b ac b ad d c c
e a 97 A562 b d260 c 173 173
146 d 97 A562 Ashley Way West
e
a 97 ab a 173 b 127 EDZ Flows (PCUs)
c d 81
d b eDitton Road 0 e Ditton Road
0 c 24
d
abc b
A533 Queensway e c
63 d
49 e
f
0
0
Desoto Road East
aStobart Rail Port b
c a0 0 d
e b Desoto Road West
0 0
0 0e a 49
0 0 c
0 0 d A533 Queensway
Desoto Road d c e 63
0 Tesco f
a (Exit Only)
b Tesco Macedermott Road
c 0 0
d 0 0
f a ab b
c d
e e
f f
24
80962 - Stobart, Widnes
Committed Development Traffic Flows (Vehicles)
f
6
0
164
10
39
24 39
91
0
10
39
10
AM Peak Period
164
91
10
24
39
6
Lower House Lane
a bb cc d
26 2
2 B5419 Moor Lane South
HBC Fields Site - Atkins report Feb 2008 Figures H4-H7 A562 Speke Road aWidnes Waterfront EDZ (Assuming 15% HGVs) c d a
Tesco Store Development + Windmill Shopping Centre b d a(Lugsdale Road) c e b a
d d c c
e a 222 A562 b d169 c 136 164
275 d 251 A562 Ashley Way West
e
a 222 ab a 136 b 48 113 EDZ Flows (PCUs)
c d 49 153
d b eDitton Road 6 e Ditton Road
6 c 0
d
abc b
A533 Queensway e c
54 d
74 e
f
0
0
Desoto Road East
aStobart Rail Port b
c a0 0 d
e b Desoto Road West
0 0
0 0e a 74
0 0 c
0 0 d A533 Queensway
Desoto Road d c e 54
0 Tesco f
a (Exit Only)
b Tesco Macedermott Road
c 0 0
d 0 0
f a ab b
c d
e e
f f
0
5%
41%
54%
2
6 028%
6
114 8
0
7
197 11 33%
210 11
26
26
2
f
PM Peak Period
Committed Development Traffic Flows (Vehicles)
26 41 127 8
5 41
38%8
33 41
13 41
Tesco Store/Windmill Shopping Centre - all flows via Ashley Way
35%
0%
36%
29%
1%
26
Stobart Park, 3MG, Widnes 80962/001jls.rep
Page 45 June 2011
FIGURE 6.6
Lights Heavies Lower House Lane
a bb cc d
0 10
6 B5419 Moor Lane South
Traffic distribution assumed as per the November A562 Speke Road
2007 Environmental Statement for the High Bay DC d a
prepared by ADL. Refer to tables 16.3.12 and 16.3.13 b ac b ad d c c
e a 37 A562 b d33 c 60 51
47 d 31 A562 Ashley Way West
e
a 38 ab a 61 bc dd b e
Ditton Road 11 e Ditton Road
7 c 0
d
ab IN (from N)
c bA533 Queensway e c
79 d
119 e
f
118
27
OUT (NB)
OUT (SB) Desoto Road East
aStobart Rail Port b
c a0 0 d
e b Desoto Road West
107 80
165 47e a 27
107 165 c
165 107 d A533 Queensway
Desoto Road d c e 47
0 Tesco f
a (Exit Only) IN (from S)
b Tesco
c 0
d 0 Macedermott Road
f a 0
b 0
c ae b
f d
e
f
54%
8% 46%
0
70
0
0
0
0
0%
0
0%
0
0
0
0
0
0
0
0
46%
0
0
0
0
0
8%
0
0
0
47% 12%
0
0
27
0
0
0
100
0%
92% 54%
0%
0
30%
6
0
0%13%0% 0%
0
0% 0%
0
0% 0% 0
00
0
8958
0 00
49
0
15%
0 0
8%
92%
0
5
53
0
0
0
0
76
38
0
0
0
0
0
0
6
21
5
10
10
0
0
17% 43%
0
0
0
43%
0%
0
0
92%
48
0
23
6 41
8% 46%
0
0
0
416
0
0
0
13
38
0
0
0
0
0
0
0
0
0
21
0 0
0 0
00
0
0
0
0
0
54%
0
0
00
46%
0
0
0
11
30% 43%
80962 - Stobart, Widnes
Development Traffic Flows (Vehicles)
AM Peak Period
100
100% 100%
0
0 0
11
0 0
36
0
0
0
0
0
0
23
0
23
27
7
17
f
0
0
0
00
Lights Heavies Lower House Lane
a bb cc d
0 6
11 B5419 Moor Lane South
Traffic distribution assumed as per the November A562 Speke Road
2007 Environmental Statement for the High Bay DC d a
prepared by ADL. Refer to tables 16.3.12 and 16.3.13 b ac b ad d c c
e a 53 A562 b d49 c 27 22
25 d 42 A562 Ashley Way West
e
a 54 ab a 28 bc dd b e
Ditton Road 7 e Ditton Road
13 c 0
d
ab IN (from N)
c bA533 Queensway e c
115 d
59 e
f
59
37
OUT (NB)
OUT (SB) Desoto Road East
aStobart Rail Port b
c a0 0 d
e b Desoto Road West
152 115
78 19e a 37
152 78 c
78 152 d A533 Queensway
Desoto Road d c e 19
0 Tesco f
a (Exit Only) IN (from S)
b Tesco
c 0
d 0 Macedermott Road
f a 0
b 0
c ae b
f d
e
f0 0
0% 0%
92% 54%
8% 46%4 15
4 15
8%
0
0% 0% 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0
0% 0%
0 0
0 0
8% 46%
0 0
87 65 45 33
0 0 0 0
46%
7 30
0 0 0 0
41 18
0 0
7 30
80 35
8% 46%
26 28
0 0
7 0 0 0
0 0 0
0 0 0
0
21 4 0
0 0 0
30% 43% 7 14
0 0 14 28
100% 100%
Development Traffic Flows (Vehicles)100 100
0 0
0 0
0 00 0
0
0 0
0 0
f0 0
13 0
0 0
0
0 0
0 0
0 0
0
92% 54%
80962 - Stobart, Widnes
PM Peak Period0 0
0
0 0
0%
0
0
0 6 0
0% 0% 13%
0
0
0
47% 12% 30% 43%
0
0 0 11 17% 43%0
0 0
15% 0%
0 0
0 0
0%0 0
13 14
0 0 0 0
0
0
0
92% 54%
41 8
0%
Stobart Park, 3MG, Widnes 80962/001jls.rep
Page 46 June 2011
FIGURE 6.7
Lights Heavies
Traffic distribution assumed as per the November IN (from N)
2007 Environmental Statement for the High Bay DC bprepared by ADL. Refer to tables 16.3.12 and 16.3.13 c
(With 100% HGV over Mersey Crossing) d
e
f
159
5
OUT (NB)
OUT (SB) Desoto Road East
aStobart Rail Port b
c a0 0 d
e b Desoto Road West
107 102
165 6e a 5
107 165 c
165 107 d A533 Queensway
Desoto Road d c e 6
0 Tesco f
a (Exit Only) IN (from S)
b Tesco
c 0
d 0 Macedermott Road
f a 0
b 0
c ae b
f d
e
f
f
0
0
0
00
0
A533 Queensway
0
06
0
0
0
80962 - Stobart, Widnes
Development Traffic Flows 2030 Distribution (Vehicles)
AM Peak Period
100
100% 100%
100
100%
0%
0
0
89
0
0
6 0
8% 0%
50
0
0
0
76
0
0 0
8%
92%
0
5
53
0
00
0
8958
0 00
49
0
0% 0% 0
0
0
0
0%
0% 0%
0
0
0
0
0
0
49
0
0
0%
0
0
0
8%
0
0
0
0
0
0
0
0
0%
0
0
0
0
100%
8% 0%
070
0
0
0
0
92%
Lights Heavies
IN (from N)
Traffic distribution assumed as per the November b2007 Environmental Statement for the High Bay DC c
prepared by ADL. Refer to tables 16.3.12 and 16.3.13 d
(With 100% HGV over Mersey Crossing) e
f
74
7
OUT (NB)
OUT (SB) Desoto Road East
aStobart Rail Port b
c a0 0 d
e b Desoto Road West
152 145
78 4e a 7
152 78 c
78 152 d A533 Queensway
Desoto Road d c e 4
0 Tesco f
a (Exit Only) IN (from S)
b Tesco
c 0
d 0 Macedermott Road
f a 0
b 0
c ae b
f d
e
f
A533 Queensway
PM Peak Period
80962 - Stobart, Widnes
0
92% 100%
0
0 0
0
0
0
0 0
0
0
0 0
f0 0
0 00 0
0 0
0 0
100% 100%
Development Traffic Flows 2030 Distribution (Vehicles)100 100
41 33
0 0
7 0
80 65
8% 0%
0%
7 0
0 0 0 0
0 0
0 0 0 0
87 65 45 33
8% 0%
0 0
0 0
0 0
0 0
0% 0%
0 0 0 0
0 0 0 0
0 0 0 0
0% 0% 0 0
92% 100%
8% 0%4 0
4 0
8%
0
0 0
0% 0%
Stobart Park, 3MG, Widnes 80962/001jls.rep
Page 47 June 2011
FIGURE 6.8
Lights Heavies Lower House Lane
a bb cc d
743 426
764 B5419 Moor Lane South
A562 Speke Road d a
b aTEMPRO factor selection criteria c b aDataset 54 d d c cTrip ends by time period e a 1,464 A562 b dNE/Cheshire/Halton/Widnes 655 c 1,272 7682011 to 2015 725 d 853 A562 Ashley Way West
Car Driver Factor eAll purposes a 1,383 aOrigin/destination b a 1,372 bWeekday AM peak period c dUrban/principal roads d b e
Ditton Road 468 e Ditton Road
661 c 25
d
abc b
A533 Queensway e c
922 d
772 e
f
201
73
Desoto Road East
aStobart Rail Port b
c a17 19 d
e b Desoto Road West
151 127
206 76e a 2,322
20 41 c
24 39 d A533 Queensway
Desoto Road d c e 2,505
1 Tesco f
a (Exit Only)
b Tesco Macedermott Road
c 15 47
d 12 24
f a ab b
c d
e e
f f
2015 Base Traffic Flows + Committed + Development (Vehicles)
3
50
39
0
0
1
1
479
1
5
59
0
81
0
6
18
39
15
1
1
9
8
1
0
2
5
0
0
0
1
0
0
0
511
42
34
2
29
18
3
43
2
37
80962 - Stobart, Widnes
f
3
246
5
128
8
56
1.0008
18
34
0 4
95
12 22
17 0
148
539
70
6
3
22
100
28
4
3
5
0
62
7
1
0
47
2
2
10
6
237
0
1
3
0
0
1
2
558
454
316
249
316
39
296
65
5
82
8
2
3
16
5
0
51
52
100
2
0
0
0
0
0
530
6
46
100
14
9
AM Peak Period
3
2
1
1 1800
2,158 164
2,336
3
15
0
128
0
22
169
2
35
517
14
433
290
4 0
Lights Heavies Lower House Lane
a bb cc d
517 675
615 B5419 Moor Lane South
TEMPRO factor selection criteria
Dataset 54 A562 Speke Road d a
Trip ends by time period b aNE/Cheshire/Halton/Widnes c b a2011 to 2015 d d c cCar Driver Factor e a 1,740 A562 b dAll purposes 620 c 1,167 949Origin/destination 825 d 984 A562 Ashley Way West
Weekday PM peak period eUrban/principal a 1,746 a
b a 1,203 bc dd b e
Ditton Road 542 e Ditton Road
614 c 42
d
abc b
A533 Queensway e c
995 d
618 e
f
145
112
Desoto Road East
aStobart Rail Port b
c a18 28 d
e b Desoto Road West
213 197
116 40e a 2,361
33 38 c
20 61 d A533 Queensway
Desoto Road d c e 2,472
2 Tesco f
a (Exit Only)
b Tesco Macedermott Road
c 22 23
d 6 31
f a ab b
c d
e e
f f
100 100
2015 Base Traffic Flows + Committed + Development (Vehicles)
222 33 13 2
0 3 37 2
9
60 61
565 51
84 12 5 6
2 1 13 2
420 7 11 0
15 1 4 1
392 23
281 26
434 10
2 1
27 14 464 14
0
47 45 505 8 428 37
0 0 712 47
0
1,114
40
676 16 456 11
PM Peak Period235 3 156
54 1
168 3 463 1
107 1
0 1
0 0
58 32
28 45
94 44
0 2
0 0
f0 0
2,188 173
0 0 5 23
2 3
3 2
0 5
0 0
30 3 15 5
3 15
0 0 2,327 146
1 0
5 20
0 10 1
17 4
0 0
0 0 1 11
0
1 8 10 0
0 0
1.0028
0 0
0 0 0 0
0 1
0
Stobart Park, 3MG, Widnes 80962/001jls.rep
Page 48 June 2011
FIGURE 6.9
Lights Heavies
2030 Base Traffic Flows + Committed + Development (Vehicles)
AM Peak Period
TEMPRO factor selection criteria
Dataset 54
Trip ends by time period
NE/Cheshire/Halton/Widnes b2011 to 2030 c
Car Driver Factor d
All purposes eOrigin/destination fWeekday AM peak period 242Urban/principal roads 51
Desoto Road East
aStobart Rail Port b
c a17 19 d
e b Desoto Road West
151 149
206 35e a 2,629
127 206 c
189 146 d A533 Queensway
Desoto Road d c e 2,804
1 Tesco f
a (Exit Only)
b Tesco Macedermott Road
c 15 47
d 12 24
f a ab b
c d
e e
f f
00
0
0
0
2,509 119
2,700 104
1 18
2
2
100
14
98
3
2
1
100
2
1
0
0
0
103
2
3
16
5
0
0
1
3
0
0
7
1
0
610
6
18A533 Queensway
80962 - Stobart, Widnes
f
8
56
19
56
2
1.1694
6
3
91
0
6166
0
0
0
0
1
9
8
1
0
2
5
0
0
0
0
0
1
15
1
0
81
1
2
0
Lights Heavies
TEMPRO factor selection criteria
Dataset 54Trip ends by time period
NE/Cheshire/Halton/Widnes b2011 to 2030 c
Car Driver Factor d
All purposes eOrigin/destination fWeekday PM peak period 160Urban/principal 82
Desoto Road East
aStobart Rail Port b
c a18 28 d
e b Desoto Road West
213 227
116 25e a 2,658
185 116 c
98 213 d A533 Queensway
Desoto Road d c e 2,830
2 Tesco f
a (Exit Only)
b Tesco Macedermott Road
c 22 23
d 6 31
f a ab b
c d
e e
f f
1.1812
A533 Queensway
2030 Base Traffic Flows + Committed + Development (Vehicles)
0 1
1 0
0 0
0 0 0 0
10
8 10 0
0 0 0 0
1
17 4
0 0
0 0 1 11
5 5
0 1
0 0 2,725 105
38
3 150 0
117 68 60
3 2
0 5
2,537 120
0 0 5 23
2 3
0 0
f0 0
94 74
0 2
58 47
28 15
0 1
0 0
100 100
PM Peak Period
37 2
13 2
Stobart Park, 3MG, Widnes 80962/001jls.rep
Page 49 June 2011
FIGURE 6.10
FIGURE 6.10
STOBART 2015 Base Traffic + Committed + Warehouse 2015 Base Traffic + Committed + Warehouse
AM PEAK PM PEAK
LGV HGV A562 Speke Road A562 Speke Road
b b
c c
d Moor Lane d Moor Lane
e a e a
655 c 620 c
725 d 825 d
e e
a 1,383 a a 1,746 a
b a 1,372 b b a 1,203 b
c d c d
d b e d b e
Ditton Road 468 e Ditton Road 542 e
661 c 25 614 c 42
d d
a a
b b
c c
A533 Queensway e A533 Queensway e
922 995
772 618
Through Junction Through Junction
3,511 3,607
3
237 35 222 33
6 2 0
479 52 565 51
39 9
59 51 60 61
84 12 5 6128 37 5 4
2 1 13 25 2 5 3
420 7 11 0246 43 3 1
15 1 4 13 3 4 0
290 28 281 26
433 70 392 23
14
14 1 2 1
27 14 46439 22 517 18
47 4546 50
0 06 3
676 16530 29
GIFFORD REPORT 2015 Base Traffic + Committed + Development 2015 Base Traffic + Development (No reference to committed
AM PEAK PM PEAK in the report)
A562 Speke Road A562 Speke Road
Total b b
c c
d Moor Lane d Moor Lane
e a e a
907 c 881 c
1,192 d 925 d
e e
a 1,529 a a 1,837 a
b a 1,583 b b a 1,430 b
c d c d
d b e d b e
Ditton Road 719 e Ditton Road 683 e
756 c 92 801 c 47
d d
a a
b b
c c
A533 Queensway e A533 Queensway e
1,081 1,361
1,237 755
Through Junction Through Junction
4,667 4,446
381 373
461 642
36 11
238 172
203 335
122 17195 34
4 1114 10
541 4498 4
16 1512 44
322 408
605 498
515
8 9
319 648
124427
180 148
566 650
DIFFERENCE
AM PEAK PM PEAK
A562 Speke Road A562 Speke Road
b b
c c
d Moor Lane d Moor Lane
e a e a
252 c 261 c
467 d 100 d
e e
a 146 a a 91 a
b a 211 b b a 227 b
c d c d
d b e d b e
Ditton Road 251 e Ditton Road 141 e
95 c 67 187 c 5
d d
a a
b b
c c
A533 Queensway e A533 Queensway e
159 366
465 137
109 118
28 8
-70 26
199 163
93 214
26 630 25
1 -47 2
114 -7209 0
0 106 40
4 101
102 83
37
-7 6
-38-42 113
331 32
171 148
7 -42
Stobart Park, 3MG, Widnes 80962/001jls.rep
Page 50 June 2011
Appendix A
Stobart Park, 3MG, Widnes 80962/001jls.rep
Page 51 June 2011
Appendix B
Stobart Park, 3MG, Widnes 80962/001jls.rep
Page 52 June 2011
Appendix C
Stobart @ 3MG, Widnes
Technical Note 1 - Trip Generation
Issue 1 - May 2011
Project Cactus 85405/TN01
Page 2 May 2011
CONTROL SHEET
CLIENT: STOBART DEVELOPMENTS LIMITED
PROJECT TITLE: 3MG WIDNES
REPORT TITLE: TECHNICAL NOTE 1 - TRIP GENERATION
PROJECT REFERENCE: 80962
Issue and Approval Schedule:
ISSUE 1
FINAL
Name Signature Date
Prepared by J SAMUEL
05/05/2011
Reviewed by G SPELLER
12/05/2011
Approved by G SPELLER
12/05/2011
Revision Record:
Issue Date Status Description By Chk App
2
3
4
5
6
This report has been prepared in accordance with procedure OP/P03 of W A Fairhurst & Partners' Quality Assurance System.
Project Cactus 85405/TN01
Page 3 May 2011
CONTENTS
1.0 Introduction 4
2.0 HGV Generation 5
3.0 TRICS Data Analysis 8
4.0 Rail Linkage 9
5.0 Car/LGV Generation 10
6.0 Conclusion 12
Project Cactus 85405/TN01
Page 4 May 2011
1.0 INTRODUCTION
1.1 W. A. Fairhurst & Partners (WAF) has been appointed by Stobart Developments
Limited to prepare a Transport Assessment and Travel Plan to support an outline
planning application and Environmental Statement for the extension of Stobart
Park 3MG at Multi-Modal Gateway, Widnes which would include:
• Circa 140,000m2 of B8 distribution warehousing
• 13.7 MWe Biomass facility
• Associated land remediation and engineering works
1.2 Following a scoping meeting and further progress meeting with Halton Borough
Council as local highway authority on Thursday 21st April 2011, this technical
note has been provided to set out the basis of trip generation calculations for the
development proposals which will be used within the Transport Assessment
report.
1.3 WAF are currently working for a number of clients developing and delivering
storage and distribution warehousing which includes Regional and National
Distribution units which include road linked and rail served schemes. As a result,
WAF has access to significant traffic survey data associated with differing
warehouse operations. This note also considers the limitations of the application
of data included within the TRICS database to large distribution units.
Project Cactus 85405/TN01
Page 5 May 2011
2.0 HGV GENERATION
Warehouse Operations
2.1 The most fundamental factor affecting HGV generation of a distribution centre is
the operation of the warehouse itself. Improvements in automation and IT has
had a significant effect on the commercial viability of very large warehouse
buildings operated as both National Distribution Centres (NDC) and Regional
Distribution Centres (RDC). It is very rarely the case that warehouses of the
significant size proposed for the 3MG site do not operate continuously over a 24
period. This is particularly the case for rail linked facilities which receive freight
from trains which arrive during the night.
2.2 NDCs act as holding points, particularly for imported goods. They are termed
'National' because they generally re-distribute goods to the whole of Britain from
the one site. The primary function of an NDC is to store cargo which has
relatively long supply lead times, before gradual re-distribution to the next stage in
the supply chain which often includes a Regional Distribution Centre (RDCs).
2.3 As a result they typically comprise very large buildings with relatively low staffing
levels in relation to floor area. NDCs will operate the distribution of goods to
RDCs or in some cases direct to retail outlets. The slow turnaround of goods
dictates that HGV generation in relation to floor area is relatively low. RDCs have
a primary role of redistributing goods in short periods of time, rather than acting
as inventory holding locations (storage is a less important function).
Consequently, dwell times are much shorter at a RDC compared with an NDC
and as a result HGV generation rates are considerably higher than that of an
NDC.
2.4 RDCs primary function is to deliver goods to the retail outlet or in some cases the
end user. These tend to be located close to major conurbations to minimise
where possible transport costs. The highest generators of HGV traffic tend to be
Project Cactus 85405/TN01
Page 6 May 2011
refrigerated distribution facilities, which distribute fresh goods within very short
turnaround times. The Tesco warehouse currently located on the 3MG site
operates as a refrigerated RDC and would therefore tend to generate relatively
high levels of HGVs in respect of floor area.
2.5 WAF commissioned CSL Traffic Limited to undertake a traffic count in March
2011 of the highway network local to the 3MG estate, including the Tesco chilled
warehouse located within the Masterplan site. The warehouse itself occupies a
footprint and some 50,168 sqm with a recycling facility which occupies an
additional 10,509 sqm. It has been confirmed that this development is now in full
operation. The survey reported 538 inbound and 534 outbound HGV movements
over the 24 hour period. This data would indicate trip rates of 1.07 inbound and
1.06 outbound per 100 sqm. The peak hour rates are as shown in table 2.1.
Table 2.1 – Peak Hour Trip Rates
AM peak 0800-0900 PM peak 1700-1800
IN OUT IN OUT
Lights HGVs Lights HGVs Lights HGVs Lights HGVs
26 33 22 18 17 12 30 24
0.052 0.066 0.044 0.036 0.034 0.024 0.060 0.048
2.6 These figures have been used within the transport assessment. To ensure they
are robust, the rates have been based purely on the floor area of the warehouse
and do not include the recycling facility which tends to operate as ancillary to the
main building. It should also be noted that the development includes a fuelling
point and site observations have confirmed that a significant number of Stobart
tractor units utilise this facility.
2.7 In order to provide evidence to demonstrate the use of these trip rates is
appropriate, Table 2.2 sets out the floor areas and daily HGV generation of 5
large Tesco distribution centres, obtained from recent independent surveys.
Lichfield, Chesterfield and Fenny Lock operate as RDCs. Teesport operates as a
NDC and as such shows considerably lower trip rates. Peterborough is a
refrigerated unit and demonstrates the effect of faster turnaround of goods
resulting in higher trip rates.
Project Cactus 85405/TN01
Page 7 May 2011
Table 2.2- Tesco sites and traffic information
24 HOUR HGVS IN / OUT
GFA
TRIP RATES VEHICLE TRIPS
FENNY LOCK 46221 0.55 / 0.58 256 / 266
CHESTERFIELD 51150 0.51 / 0.51 260 / 259
PETERBOROUGH 37500 1.13 / 1.08 425 / 404
LICHFIELD 60450 0.95 / 1.05 574 / 632
TEESPORT 130119 0.18 / 0.17 232 / 221
2.8 It is highly unlikely that the distribution units proposed within the 3MG will all be
refrigerated, however this ensures the HGV trip rates used are very robust.
Project Cactus 85405/TN01
Page 8 May 2011
3.0 TRICS DATA ANALYSIS
3.1 The calculation of traffic generation from data included within the TRICS
database tends to be of limited value. In almost all cases, large warehouse
developments operate continuously over a 24 hour period. A majority of the sites
included within the TRICS database are surveys of relatively small warehouses
with a significant proportion of the survey data limited to 12 hour traffic counts.
However, the data for the larger warehousing included within the database
demonstrates a fairly consistent drop in HGV trip rate per square metre as GFA
increases for both a 24 hour and peak hour traffic levels. This relationship is
shown in Figure 3.1.
Figure 3.1- GFA v TRIPS per 100sqM
0.0
0.2
0.4
0.6
0.8
1.0
1.2
1.4
1.6
1.8
2.0
0 10,000 20,000 30,000 40,000 50,000 60,000 70,000 80,000 90,000
GFA
3.2 Clearly it is not appropriate to apply an average trip rate derived from TRICS to
large warehousing developments on the basis of a simple prorated of floor area.
It should be recognised that the dispatch of HGV deliveries from modern
distribution centres is extremely reactive to conditions on the local highway
network and will be reduced during periods of congestion.
Project Cactus 85405/TN01
Page 9 May 2011
4.0 RAIL LINKAGE
4.1 During meetings with officers of Halton Borough Council, the issue of rail linkage
was discussed and how this may affect HGV generation from the associated
warehousing. There is little evidence to suggest that rail linkage of distribution
warehousing significantly reduces HGV generation on the local road network
surrounding the site. Incoming goods by rail tend to arrive from the UK’s ports,
channel tunnel and in some cases NDC’s and the benefit of rail linkage results
from this long leg of the journey being undertaken by rail. Whilst HGV mileage
savings at a strategic level are therefore significant, the final and shorter leg of
the journey needs to be undertaken by road.
4.2 In cases where the operator maximises front hauling and backhauling, rail linkage
can result in a reduction in HGV movements for a similar volume of goods being
handled to that of a road-based warehouse, however no reduction has been
taken into account for the purposes of this assessment. Whilst it is the case that
the rail head within the 3MG site is already operational with virtually all of the
containers being transported off site via the local road network it is likely that a
proportion of this freight will be redirected to the warehousing for breaking down
and subsequent distribution. At this stage WAF do not have any data relating to
typical backhauling percentages associated with the current operations and to
ensure the subsequent trip generation is robust, no reduction has been applied in
respect of potential rail linkage. It cannot therefore be assumed that the
proposed development will result in fewer local HGV movements due to the fact
that it will be rail linked.
Project Cactus 85405/TN01
Page 10 May 2011
5.0 CAR/LGV GENERATION
Warehouse Operations
5.1 Recent developments in IT and the automation of warehousing have allowed the
consolidation of warehousing and the economic use of larger warehousing
buildings. NDC’s of the size proposed in the new Masterplan for the 3MG Site
will operate continuously over a 24 hour period. The typical shift patterns for this
type of warehousing runs 0600-1400, 1400-2000 and 2000-0600 with traffic
arriving in the road network peak periods tending to be limited to the small
proportion of office and managerial staff and visitors.
5.2 As previously stated larger warehouses require higher levels of automation and
there tends to be a reduction in employees per floor area. From experience of
warehouse development work, maximum staff levels tend to peak around 1,000
which is divided between 3 shifts.
5.3 WAF have recently agreed trip rates for 193,000 sqm of rail linked distribution
warehousing and intermodal terminal in Slough adjacent to the M25 with both the
Highways Agency and Atkins as Slough Borough Council’s retained transport
consultant. The trip rates for car and light movements are set out in table 5.1.
Table 5.1- Car/LGV Trip Rates/100sqm GFA -Slough International Freight Exchange
IN OUT
AM Peak 0.07 0.02
PM Peak 0.04 0.08
24 Hrs 0.81 0.81
Project Cactus 85405/TN01
Page 11 May 2011
5.4 The trip generation figures for cars and light vehicles used for the Transport
Assessment supporting the Stobart Masterplan has been based on a similar
method to that used to calculate HGV movements. The rates have been
calculated on the floor area of the Tesco Distribution Centre on the 3MG site
(excluding the recycling facility) and are set out in table 5.2.
Table 5.2- Car/LGV Trip Rates/100sqm GFA – Tesco Distribution Centre, Widnes
TRICS Data Analysis
5.5 All warehouse survey sites within the TRICS database with the exception of two,
do not have total staff levels exceeding 840 employees and this shows little
correlation with floor area. Site HF-02-F-03 is an Ocado grocery home deliveries
warehouse which requires high numbers of staff to pick orders made online for
delivery by light van. BU-02-F-01 is a Tesco Distribution Centre which, according
to TRICS data, employs atypically high staff numbers. However, in each case the
peak hour trip rates are comparable with the rates derived for the 3MG site (The
Ocado survey includes delivery vans).
IN OUT
AM Peak 0.052 0.044
PM Peak 0.034 0.06
24 Hrs 1.22 1.25
Project Cactus 85405/TN01
Page 12 May 2011
6.0 CONCLUSION
6.1 This analysis concludes that trip generation calculated by utilising trip rates
observed from the refrigerated Tesco Distribution Centre which is fully operational
and located on the Widnes 3MG estate to determine flows associated with the
proposed Masterplan will be robust.
6.2 The note demonstrates the limitations associated with reliance on data within the
TRICS database. The trip rates have also been considered with those agreed as
part of other rail and non-rail linked warehousing including Slough International
Freight Exchange which has been approved by Atkins and relevant Tesco
Distribution Centres.
6.3 Whilst the facility will be rail linked, the effects in respect of reductions in HGV
movements are very much operator specific and on this basis no reductions have
been made to the traffic generation calculations to ensure a subsequently robust
Transport Assessment.
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Stobart Park, 3MG, Widnes 80962/001jls.rep
Page 53 June 2011
Appendix D
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Moor Lane,Ashley Way West - AM 2015+Committed+WH.vao - Page 1 -------------------------------------------------------------------------------- ___________________ A R C A D Y 6 ___________________ ASSESSMENT OF ROUNDABOUT CAPACITY AND DELAY Analysis Program: Release 3.0 (JUNE 2005) (c) Copyright TRL Limited, 2004 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO ______________________________________________________ For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) 1344 770018 Crowthorne House Fax: +44 (0) 1344 770864 Nine Mile Ride Email: [email protected] Wokingham, Berks. Web: www.trlsoftware.co.uk RG40 3GA,UK --------------------------------------------------------------------------------- THE USER OF THIS COMPUTER PROGRAM FOR THE SOLUTION OF AN ENGINEERING PROBLEM IS IN NO WAY RELIEVED OF THEIR RESPONSIBILITY FOR THE CORRECTNESS OF THE SOLUTION --------------------------------------------------------------------------------- Run with file:- "y:\80000-84999\80962 - Stobart, Widnes\Junctions\2015 without Office\ 80962-Stobart Widnes - Moor Lane,Ashley Way West - AM 2015+Committed+WH.vai"(drive-on-the-left ) at 10:43:38 on Tuesday, 31 May 2011
FILE PROPERTIES *************** RUN TITLE: 80962 Stobart Widnes - Moor Lane, Ashley Way West - AM 2015+Committed+WH LOCATION: Widnes DATE: 19/05/2011 CLIENT: Stobart Development Limited ENUMERATOR: jacqui [HOSHI] JOB NUMBER: 80962 STATUS: Final Version DESCRIPTION:
INPUT DATA ********** ARM A - Moor Lane South ARM B - A562 Ashley Way West ARM C - A568 ARM D - Lower House Lane
GEOMETRIC DATA -------------- ----------------------------------------------------------------------------------------------------------------------- I ARM I V (M) I E (M) I L (M) I R (M) I D (M) I PHI (DEG) I SLOPE I INTERCEPT (PCU/MIN) I ----------------------------------------------------------------------------------------------------------------------- I ARM A I 7.00 I 7.50 I 7.50 I 42.50 I 51.50 I 20.0 I 0.747 I 39.699 I I ARM B I 7.00 I 9.00 I 25.00 I 25.00 I 51.50 I 20.0 I 0.805 I 45.321 I I ARM C I 9.00 I 10.50 I 8.50 I 45.00 I 51.50 I 32.0 I 0.865 I 51.308 I I ARM D I 7.00 I 7.50 I 5.00 I 12.50 I 51.50 I 13.5 I 0.722 I 38.303 I ----------------------------------------------------------------------------------------------------------------------- V = approach half-width L = effective flare length D = inscribed circle diameter E = entry width R = entry radius PHI = entry angle
TRAFFIC DEMAND DATA ------------------- (Only sets included in the current run are shown)
----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I I D I 100 I -----------------------
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Moor Lane,Ashley Way West - AM 2015+Committed+WH.vao - Page 2 -------------------------------------------------------------------------------- TIME PERIOD BEGINS 07.45 AND ENDS 09.15
LENGTH OF TIME PERIOD - 90 MINUTES. LENGTH OF TIME SEGMENT - 15 MINUTES.
DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA DEMAND SET TITLE: 80962 Stobart Widnes - Moor Lane, Ashley Way West - AM 2015+Committed+WH ----------------------------------------------------------------------------- I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED IFALLING I PEAK I OF PEAK I PEAK I ----------------------------------------------------------------------------- I ARM A I 15.00 I 45.00 I 75.00 I 5.32 I 7.99 I 5.32 I I ARM B I 15.00 I 45.00 I 75.00 I 9.60 I 14.40 I 9.60 I I ARM C I 15.00 I 45.00 I 75.00 I 18.29 I 27.43 I 18.29 I I ARM D I 15.00 I 45.00 I 75.00 I 9.27 I 13.91 I 9.27 I ----------------------------------------------------------------------------- DEMAND SET TITLE: 80962 Stobart Widnes - Moor Lane, Ashley Way West - AM 2015+Committed+WH
-------------------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS (VEH/HR) I I I (PERCENTAGE OF H.V.S) I I ----------------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ARM D I -------------------------------------------------------------------- I 07.45 - 09.15 I I I I I I I I ARM A I 0.000 I 0.101 I 0.746 I 0.153 I I I I 0.0 I 43.0 I 318.0 I 65.0 I I I I ( 0.0)I ( 9.3)I ( 7.0)I ( 0.0)I I I I I I I I I I ARM B I 0.051 I 0.000 I 0.809 I 0.141 I I I I 39.0 I 0.0 I 621.0 I 108.0 I I I I ( 13.0)I ( 0.0)I ( 13.0)I ( 7.4)I I I I I I I I I I ARM C I 0.394 I 0.375 I 0.000 I 0.231 I I I I 576.0 I 549.0 I 0.0 I 338.0 I I I I ( 3.0)I ( 17.0)I ( 0.0)I ( 6.5)I I I I I I I I I I ARM D I 0.199 I 0.352 I 0.449 I 0.000 I I I I 148.0 I 261.0 I 333.0 I 0.0 I I I I ( 0.0)I ( 5.0)I ( 5.0)I ( 0.0)I I I I I I I I --------------------------------------------------------------------
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT --------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.45-08.00 I I ARM A 5.32 26.30 0.202 0.0 0.3 3.7 0.05 I I ARM B 9.60 33.64 0.285 0.0 0.4 5.9 0.04 I I ARM C 18.29 44.82 0.408 0.0 0.7 10.1 0.04 I I ARM D 9.27 25.76 0.360 0.0 0.6 8.2 0.06 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.00-08.15 I I ARM A 6.36 24.12 0.264 0.3 0.4 5.3 0.06 I I ARM B 11.46 32.32 0.355 0.4 0.5 8.1 0.05 I I ARM C 21.84 44.38 0.492 0.7 1.0 14.2 0.04 I I ARM D 11.08 23.59 0.470 0.6 0.9 12.8 0.08 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.15-08.30 I I ARM A 7.79 21.17 0.368 0.4 0.6 8.5 0.07 I I ARM B 14.04 30.52 0.460 0.5 0.8 12.4 0.06 I I ARM C 26.74 43.79 0.611 1.0 1.6 22.7 0.06 I I ARM D 13.56 20.62 0.658 0.9 1.9 26.5 0.14 I I I ------------------------------------------------------------------------------------------------------------------
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Moor Lane,Ashley Way West - AM 2015+Committed+WH.vao - Page 3 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.30-08.45 I I ARM A 7.79 21.12 0.369 0.6 0.6 8.7 0.08 I I ARM B 14.04 30.49 0.460 0.8 0.9 12.7 0.06 I I ARM C 26.74 43.78 0.611 1.6 1.6 23.4 0.06 I I ARM D 13.56 20.60 0.659 1.9 1.9 28.4 0.14 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.45-09.00 I I ARM A 6.36 24.05 0.264 0.6 0.4 5.5 0.06 I I ARM B 11.46 32.27 0.355 0.9 0.6 8.5 0.05 I I ARM C 21.84 44.37 0.492 1.6 1.0 14.9 0.04 I I ARM D 11.08 23.55 0.470 1.9 0.9 13.9 0.08 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 09.00-09.15 I I ARM A 5.32 26.25 0.203 0.4 0.3 3.9 0.05 I I ARM B 9.60 33.61 0.286 0.6 0.4 6.1 0.04 I I ARM C 18.29 44.81 0.408 1.0 0.7 10.5 0.04 I I ARM D 9.27 25.72 0.361 0.9 0.6 8.7 0.06 I I I ------------------------------------------------------------------------------------------------------------------
QUEUE AT ARM A -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.3 08.15 0.4 08.30 0.6 * 08.45 0.6 * 09.00 0.4 09.15 0.3
QUEUE AT ARM B -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.4 08.15 0.5 * 08.30 0.8 * 08.45 0.9 * 09.00 0.6 * 09.15 0.4
QUEUE AT ARM C -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.7 * 08.15 1.0 * 08.30 1.6 ** 08.45 1.6 ** 09.00 1.0 * 09.15 0.7 *
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Moor Lane,Ashley Way West - AM 2015+Committed+WH.vao - Page 4 -------------------------------------------------------------------------------- QUEUE AT ARM D -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.6 * 08.15 0.9 * 08.30 1.9 ** 08.45 1.9 ** 09.00 0.9 * 09.15 0.6 *
QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- ---------------------------------------------------------------------------- I ARM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I------------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I ---------------------------------------------------------------------------- I A I 584.1 I 389.4 I 35.6 I 0.06 I 35.6 I 0.06 I I B I 1053.1 I 702.1 I 53.6 I 0.05 I 53.6 I 0.05 I I C I 2006.1 I 1337.4 I 95.8 I 0.05 I 95.8 I 0.05 I I D I 1017.4 I 678.3 I 98.4 I 0.10 I 98.5 I 0.10 I ---------------------------------------------------------------------------- I ALL I 4660.7 I 3107.2 I 283.5 I 0.06 I 283.5 I 0.06 I ---------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD. * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD. * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. END OF JOB ============================================= end of file ===============================================
[Printed at 10:43:49 on 31/05/2011]
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Moor Lane,Ashley Way West - PM 2015+Committed+WH.vao - Page 1 -------------------------------------------------------------------------------- ___________________ A R C A D Y 6 ___________________ ASSESSMENT OF ROUNDABOUT CAPACITY AND DELAY Analysis Program: Release 3.0 (JUNE 2005) (c) Copyright TRL Limited, 2004 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO ______________________________________________________ For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) 1344 770018 Crowthorne House Fax: +44 (0) 1344 770864 Nine Mile Ride Email: [email protected] Wokingham, Berks. Web: www.trlsoftware.co.uk RG40 3GA,UK --------------------------------------------------------------------------------- THE USER OF THIS COMPUTER PROGRAM FOR THE SOLUTION OF AN ENGINEERING PROBLEM IS IN NO WAY RELIEVED OF THEIR RESPONSIBILITY FOR THE CORRECTNESS OF THE SOLUTION --------------------------------------------------------------------------------- Run with file:- "y:\80000-84999\80962 - Stobart, Widnes\Junctions\2015 without Office\ 80962-Stobart Widnes - Moor Lane,Ashley Way West - PM 2015+Committed+WH.vai"(drive-on-the-left ) at 10:44:14 on Tuesday, 31 May 2011
FILE PROPERTIES *************** RUN TITLE: 80962 Stobart Widnes - Moor Lane, Ashley Way West - PM 2015+Committed+WH LOCATION: Widnes DATE: 19/05/2011 CLIENT: Stobart Development Limited ENUMERATOR: jacqui [HOSHI] JOB NUMBER: 80962 STATUS: Final Version DESCRIPTION:
INPUT DATA ********** ARM A - Moor Lane South ARM B - A562 Ashley Way West ARM C - A568 ARM D - Lower House Lane
GEOMETRIC DATA -------------- ----------------------------------------------------------------------------------------------------------------------- I ARM I V (M) I E (M) I L (M) I R (M) I D (M) I PHI (DEG) I SLOPE I INTERCEPT (PCU/MIN) I ----------------------------------------------------------------------------------------------------------------------- I ARM A I 7.00 I 7.50 I 7.50 I 42.50 I 51.50 I 20.0 I 0.747 I 39.699 I I ARM B I 7.00 I 9.00 I 25.00 I 25.00 I 51.50 I 20.0 I 0.805 I 45.321 I I ARM C I 9.00 I 10.50 I 8.50 I 45.00 I 51.50 I 32.0 I 0.865 I 51.308 I I ARM D I 7.00 I 7.50 I 5.00 I 12.50 I 51.50 I 13.5 I 0.722 I 38.303 I ----------------------------------------------------------------------------------------------------------------------- V = approach half-width L = effective flare length D = inscribed circle diameter E = entry width R = entry radius PHI = entry angle
TRAFFIC DEMAND DATA ------------------- (Only sets included in the current run are shown)
----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I I D I 100 I -----------------------
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Moor Lane,Ashley Way West - PM 2015+Committed+WH.vao - Page 2 -------------------------------------------------------------------------------- TIME PERIOD BEGINS 16.45 AND ENDS 18.15
LENGTH OF TIME PERIOD - 90 MINUTES. LENGTH OF TIME SEGMENT - 15 MINUTES.
DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA DEMAND SET TITLE: 80962 Stobart Widnes - Moor Lane, Ashley Way West - PM 2015+Committed+WH ----------------------------------------------------------------------------- I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED IFALLING I PEAK I OF PEAK I PEAK I ----------------------------------------------------------------------------- I ARM A I 15.00 I 45.00 I 75.00 I 8.44 I 12.66 I 8.44 I I ARM B I 15.00 I 45.00 I 75.00 I 11.86 I 17.79 I 11.86 I I ARM C I 15.00 I 45.00 I 75.00 I 21.74 I 32.61 I 21.74 I I ARM D I 15.00 I 45.00 I 75.00 I 6.46 I 9.69 I 6.46 I ----------------------------------------------------------------------------- DEMAND SET TITLE: 80962 Stobart Widnes - Moor Lane, Ashley Way West - PM 2015+Committed+WH
-------------------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS (VEH/HR) I I I (PERCENTAGE OF H.V.S) I I ----------------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ARM D I -------------------------------------------------------------------- I 16.45 - 18.15 I I I I I I I I ARM A I 0.000 I 0.081 I 0.687 I 0.231 I I I I 0.0 I 55.0 I 464.0 I 156.0 I I I I ( 0.0)I ( 1.8)I ( 0.2)I ( 0.0)I I I I I I I I I I ARM B I 0.042 I 0.000 I 0.490 I 0.468 I I I I 40.0 I 0.0 I 465.0 I 444.0 I I I I ( 0.0)I ( 0.0)I ( 8.0)I ( 2.0)I I I I I I I I I I ARM C I 0.269 I 0.436 I 0.000 I 0.295 I I I I 467.0 I 759.0 I 0.0 I 513.0 I I I I ( 2.0)I ( 6.0)I ( 0.0)I ( 2.0)I I I I I I I I I I ARM D I 0.209 I 0.331 I 0.460 I 0.000 I I I I 108.0 I 171.0 I 238.0 I 0.0 I I I I ( 0.9)I ( 1.7)I ( 1.3)I ( 0.0)I I I I I I I I --------------------------------------------------------------------
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT --------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 16.45-17.00 I I ARM A 8.44 28.27 0.298 0.0 0.4 6.2 0.05 I I ARM B 11.86 34.98 0.339 0.0 0.5 7.5 0.04 I I ARM C 21.74 42.71 0.509 0.0 1.0 15.1 0.05 I I ARM D 6.46 26.07 0.248 0.0 0.3 4.8 0.05 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.00-17.15 I I ARM A 10.08 26.06 0.387 0.4 0.6 9.2 0.06 I I ARM B 14.16 33.36 0.425 0.5 0.7 10.8 0.05 I I ARM C 25.96 41.39 0.627 1.0 1.7 24.2 0.06 I I ARM D 7.72 23.78 0.325 0.3 0.5 7.0 0.06 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.15-17.30 I I ARM A 12.34 23.06 0.535 0.6 1.1 16.5 0.09 I I ARM B 17.35 31.16 0.557 0.7 1.2 18.1 0.07 I I ARM C 31.79 39.58 0.803 1.7 3.9 54.4 0.12 I I ARM D 9.45 20.68 0.457 0.5 0.8 12.1 0.09 I I I ------------------------------------------------------------------------------------------------------------------
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Moor Lane,Ashley Way West - PM 2015+Committed+WH.vao - Page 3 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.30-17.45 I I ARM A 12.34 22.99 0.537 1.1 1.1 17.2 0.09 I I ARM B 17.35 31.12 0.557 1.2 1.3 18.7 0.07 I I ARM C 31.79 39.56 0.804 3.9 4.0 59.6 0.13 I I ARM D 9.45 20.60 0.459 0.8 0.8 12.6 0.09 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.45-18.00 I I ARM A 10.08 25.97 0.388 1.1 0.6 9.8 0.06 I I ARM B 14.16 33.31 0.425 1.3 0.7 11.4 0.05 I I ARM C 25.96 41.35 0.628 4.0 1.7 26.7 0.07 I I ARM D 7.72 23.67 0.326 0.8 0.5 7.5 0.06 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 18.00-18.15 I I ARM A 8.44 28.22 0.299 0.6 0.4 6.5 0.05 I I ARM B 11.86 34.94 0.340 0.7 0.5 7.9 0.04 I I ARM C 21.74 42.68 0.509 1.7 1.0 16.0 0.05 I I ARM D 6.46 26.01 0.248 0.5 0.3 5.1 0.05 I I I ------------------------------------------------------------------------------------------------------------------
QUEUE AT ARM A -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 17.00 0.4 17.15 0.6 * 17.30 1.1 * 17.45 1.1 * 18.00 0.6 * 18.15 0.4
QUEUE AT ARM B -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 17.00 0.5 * 17.15 0.7 * 17.30 1.2 * 17.45 1.3 * 18.00 0.7 * 18.15 0.5 *
QUEUE AT ARM C -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 17.00 1.0 * 17.15 1.7 ** 17.30 3.9 **** 17.45 4.0 **** 18.00 1.7 ** 18.15 1.0 *
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Moor Lane,Ashley Way West - PM 2015+Committed+WH.vao - Page 4 -------------------------------------------------------------------------------- QUEUE AT ARM D -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 17.00 0.3 17.15 0.5 17.30 0.8 * 17.45 0.8 * 18.00 0.5 18.15 0.3
QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- ---------------------------------------------------------------------------- I ARM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I------------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I ---------------------------------------------------------------------------- I A I 925.6 I 617.0 I 65.4 I 0.07 I 65.4 I 0.07 I I B I 1301.3 I 867.5 I 74.4 I 0.06 I 74.4 I 0.06 I I C I 2384.5 I 1589.7 I 195.9 I 0.08 I 195.9 I 0.08 I I D I 708.9 I 472.6 I 49.1 I 0.07 I 49.1 I 0.07 I ---------------------------------------------------------------------------- I ALL I 5320.3 I 3546.9 I 384.9 I 0.07 I 384.9 I 0.07 I ---------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD. * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD. * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. END OF JOB ============================================= end of file ===============================================
[Printed at 10:44:26 on 31/05/2011]
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Queensway,Ditton Rd,Speke Rd - AM 2015+Committed+WH.vao - Page 1 -------------------------------------------------------------------------------- ___________________ A R C A D Y 6 ___________________ ASSESSMENT OF ROUNDABOUT CAPACITY AND DELAY Analysis Program: Release 3.0 (JUNE 2005) (c) Copyright TRL Limited, 2004 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO ______________________________________________________ For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) 1344 770018 Crowthorne House Fax: +44 (0) 1344 770864 Nine Mile Ride Email: [email protected] Wokingham, Berks. Web: www.trlsoftware.co.uk RG40 3GA,UK --------------------------------------------------------------------------------- THE USER OF THIS COMPUTER PROGRAM FOR THE SOLUTION OF AN ENGINEERING PROBLEM IS IN NO WAY RELIEVED OF THEIR RESPONSIBILITY FOR THE CORRECTNESS OF THE SOLUTION --------------------------------------------------------------------------------- Run with file:- "y:\80000-84999\80962 - Stobart, Widnes\Junctions\2015 without Office\ 80962-Stobart Widnes - Queensway,Ditton Rd,Speke Rd - AM 2015+Committed+WH.vai"(drive-on-the-left ) at 10:44:43 on Tuesday, 31 May 2011
FILE PROPERTIES *************** RUN TITLE: 80962-Stobart Widnes-Queensway-AM Peak 2015+Committed+WH LOCATION: Widnes DATE: 19/05/2011 CLIENT: Stobart Developments Ltd ENUMERATOR: jacqui [HOSHI] JOB NUMBER: 80962 STATUS: Final Version DESCRIPTION:
INPUT DATA ********** ARM A - A562 Speke Road ARM B - A562 ARM C - Ditton Road East ARM D - A533 Queensway ARM E - Ditton Road West
GEOMETRIC DATA -------------- ----------------------------------------------------------------------------------------------------------------------- I ARM I V (M) I E (M) I L (M) I R (M) I D (M) I PHI (DEG) I SLOPE I INTERCEPT (PCU/MIN) I ----------------------------------------------------------------------------------------------------------------------- I ARM A I 7.00 I 8.50 I 1.50 I 90.00 I 155.00 I 19.0 I 0.559 I 39.985 I I ARM B I 7.25 I 7.50 I 0.00 I 32.50 I 155.00 I 35.0 I 0.526 I 37.930 I I ARM C I 4.50 I 8.50 I 7.50 I 27.50 I 155.00 I 22.0 I 0.480 I 31.429 I I ARM D I 10.50 I 11.50 I 1.00 I 52.50 I 155.00 I 21.0 I 0.702 I 57.562 I I ARM E I 7.00 I 7.50 I 10.00 I 87.50 I 155.00 I 9.0 I 0.580 I 41.677 I ----------------------------------------------------------------------------------------------------------------------- V = approach half-width L = effective flare length D = inscribed circle diameter E = entry width R = entry radius PHI = entry angle
TRAFFIC DEMAND DATA ------------------- (Only sets included in the current run are shown)
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Queensway,Ditton Rd,Speke Rd - AM 2015+Committed+WH.vao - Page 2 -------------------------------------------------------------------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I I D I 100 I I E I 100 I -----------------------
TIME PERIOD BEGINS 07.45 AND ENDS 09.15
LENGTH OF TIME PERIOD - 90 MINUTES. LENGTH OF TIME SEGMENT - 15 MINUTES.
DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA DEMAND SET TITLE: 80962-Stobart Widnes-AM Peak 2015+Committed+WH ----------------------------------------------------------------------------- I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED IFALLING I PEAK I OF PEAK I PEAK I ----------------------------------------------------------------------------- I ARM A I 15.00 I 45.00 I 75.00 I 9.06 I 13.59 I 9.06 I I ARM B I 15.00 I 45.00 I 75.00 I 17.14 I 25.71 I 17.14 I I ARM C I 15.00 I 45.00 I 75.00 I 0.31 I 0.47 I 0.31 I I ARM D I 15.00 I 45.00 I 75.00 I 11.51 I 17.27 I 11.51 I I ARM E I 15.00 I 45.00 I 75.00 I 5.84 I 8.76 I 5.84 I ----------------------------------------------------------------------------- DEMAND SET TITLE: 80962-Stobart Widnes-AM Peak 2015+Committed+WH
----------------------------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS (VEH/HR) I I I (PERCENTAGE OF H.V.S) I I -------------------------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ARM D I ARM E I ----------------------------------------------------------------------------- I 07.45 - 09.15 I I I I I I I I I ARM A I 0.000 I 0.771 I 0.012 I 0.132 I 0.084 I I I I 0.0 I 559.0 I 9.0 I 96.0 I 61.0 I I I I ( 0.0)I ( 5.0)I ( 33.0)I ( 52.0)I ( 36.0)I I I I I I I I I I I ARM B I 0.390 I 0.000 I 0.011 I 0.367 I 0.232 I I I I 535.0 I 0.0 I 15.0 I 503.0 I 318.0 I I I I ( 3.0)I ( 0.0)I ( 7.0)I ( 14.0)I ( 9.0)I I I I I I I I I I I ARM C I 0.160 I 0.160 I 0.000 I 0.320 I 0.360 I I I I 4.0 I 4.0 I 0.0 I 8.0 I 9.0 I I I I ( 0.0)I ( 25.0)I ( 0.0)I ( 60.0)I ( 80.0)I I I I I I I I I I I ARM D I 0.119 I 0.577 I 0.009 I 0.000 I 0.295 I I I I 110.0 I 531.0 I 8.0 I 0.0 I 272.0 I I I I ( 46.0)I ( 10.0)I ( 25.0)I ( 0.0)I ( 13.0)I I I I I I I I I I I ARM E I 0.013 I 0.619 I 0.015 I 0.353 I 0.000 I I I I 6.0 I 289.0 I 7.0 I 165.0 I 0.0 I I I I ( 50.0)I ( 15.0)I ( 29.0)I ( 22.0)I ( 0.0)I I I I I I I I I -----------------------------------------------------------------------------
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT --------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.45-08.00 I I ARM A 9.06 28.06 0.323 0.0 0.5 7.0 0.05 I I ARM B 17.14 32.18 0.533 0.0 1.1 16.4 0.07 I I ARM C 0.31 13.20 0.024 0.0 0.0 0.4 0.08 I I ARM D 11.51 42.30 0.272 0.0 0.4 5.5 0.03 I I ARM E 5.84 27.24 0.214 0.0 0.3 4.0 0.05 I I I ------------------------------------------------------------------------------------------------------------------
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Queensway,Ditton Rd,Speke Rd - AM 2015+Committed+WH.vao - Page 3 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.00-08.15 I I ARM A 10.82 26.69 0.405 0.5 0.7 10.0 0.06 I I ARM B 20.46 31.64 0.647 1.1 1.8 26.0 0.09 I I ARM C 0.37 11.73 0.032 0.0 0.0 0.5 0.09 I I ARM D 13.75 40.80 0.337 0.4 0.5 7.5 0.04 I I ARM E 6.97 25.66 0.272 0.3 0.4 5.5 0.05 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.15-08.30 I I ARM A 13.25 24.82 0.534 0.7 1.1 16.4 0.09 I I ARM B 25.06 30.89 0.811 1.8 4.1 55.7 0.16 I I ARM C 0.46 9.76 0.047 0.0 0.0 0.7 0.11 I I ARM D 16.84 38.79 0.434 0.5 0.8 11.2 0.05 I I ARM E 8.54 23.52 0.363 0.4 0.6 8.3 0.07 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.30-08.45 I I ARM A 13.25 24.81 0.534 1.1 1.1 17.1 0.09 I I ARM B 25.06 30.88 0.812 4.1 4.2 62.1 0.17 I I ARM C 0.46 9.70 0.047 0.0 0.0 0.7 0.11 I I ARM D 16.84 38.73 0.435 0.8 0.8 11.5 0.05 I I ARM E 8.54 23.48 0.364 0.6 0.6 8.5 0.07 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.45-09.00 I I ARM A 10.82 26.67 0.406 1.1 0.7 10.6 0.06 I I ARM B 20.46 31.62 0.647 4.2 1.9 29.5 0.09 I I ARM C 0.37 11.66 0.032 0.0 0.0 0.5 0.09 I I ARM D 13.75 40.72 0.338 0.8 0.5 7.8 0.04 I I ARM E 6.97 25.61 0.272 0.6 0.4 5.7 0.05 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 09.00-09.15 I I ARM A 9.06 28.03 0.323 0.7 0.5 7.3 0.05 I I ARM B 17.14 32.17 0.533 1.9 1.2 17.8 0.07 I I ARM C 0.31 13.15 0.024 0.0 0.0 0.4 0.08 I I ARM D 11.51 42.25 0.273 0.5 0.4 5.7 0.03 I I ARM E 5.84 27.20 0.215 0.4 0.3 4.2 0.05 I I I ------------------------------------------------------------------------------------------------------------------
QUEUE AT ARM A -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.5 08.15 0.7 * 08.30 1.1 * 08.45 1.1 * 09.00 0.7 * 09.15 0.5
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Queensway,Ditton Rd,Speke Rd - AM 2015+Committed+WH.vao - Page 4 -------------------------------------------------------------------------------- QUEUE AT ARM B -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 1.1 * 08.15 1.8 ** 08.30 4.1 **** 08.45 4.2 **** 09.00 1.9 ** 09.15 1.2 *
QUEUE AT ARM C -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.0 08.15 0.0 08.30 0.0 08.45 0.0 09.00 0.0 09.15 0.0
QUEUE AT ARM D -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.4 08.15 0.5 * 08.30 0.8 * 08.45 0.8 * 09.00 0.5 * 09.15 0.4
QUEUE AT ARM E -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.3 08.15 0.4 08.30 0.6 * 08.45 0.6 * 09.00 0.4 09.15 0.3
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Queensway,Ditton Rd,Speke Rd - AM 2015+Committed+WH.vao - Page 5 -------------------------------------------------------------------------------- QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- ---------------------------------------------------------------------------- I ARM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I------------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I ---------------------------------------------------------------------------- I A I 994.1 I 662.8 I 68.3 I 0.07 I 68.3 I 0.07 I I B I 1879.9 I 1253.3 I 207.5 I 0.11 I 207.5 I 0.11 I I C I 34.3 I 22.9 I 3.2 I 0.09 I 3.2 I 0.09 I I D I 1262.9 I 841.9 I 49.2 I 0.04 I 49.2 I 0.04 I I E I 640.4 I 426.9 I 36.2 I 0.06 I 36.2 I 0.06 I ---------------------------------------------------------------------------- I ALL I 4811.6 I 3207.7 I 364.4 I 0.08 I 364.4 I 0.08 I ---------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD. * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD. * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. END OF JOB ============================================= end of file ===============================================
[Printed at 10:44:50 on 31/05/2011]
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Queensway,Ditton Rd,Speke Rd - PM 2015+Committed+WH.vao - Page 1 -------------------------------------------------------------------------------- ___________________ A R C A D Y 6 ___________________ ASSESSMENT OF ROUNDABOUT CAPACITY AND DELAY Analysis Program: Release 3.0 (JUNE 2005) (c) Copyright TRL Limited, 2004 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO ______________________________________________________ For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) 1344 770018 Crowthorne House Fax: +44 (0) 1344 770864 Nine Mile Ride Email: [email protected] Wokingham, Berks. Web: www.trlsoftware.co.uk RG40 3GA,UK --------------------------------------------------------------------------------- THE USER OF THIS COMPUTER PROGRAM FOR THE SOLUTION OF AN ENGINEERING PROBLEM IS IN NO WAY RELIEVED OF THEIR RESPONSIBILITY FOR THE CORRECTNESS OF THE SOLUTION --------------------------------------------------------------------------------- Run with file:- "y:\80000-84999\80962 - Stobart, Widnes\Junctions\2015 without Office\ 80962-Stobart Widnes - Queensway,Ditton Rd,Speke Rd - PM 2015+Committed+WH.vai"(drive-on-the-left ) at 10:45:07 on Tuesday, 31 May 2011
FILE PROPERTIES *************** RUN TITLE: 80962-Stobart Widnes-Queensway-PM Peak 2015+Committed+WH LOCATION: Widnes DATE: 19/05/2011 CLIENT: Stobart Developments Ltd ENUMERATOR: jacqui [HOSHI] JOB NUMBER: 80962 STATUS: Final Version DESCRIPTION:
INPUT DATA ********** ARM A - A562 Speke Road ARM B - A562 ARM C - Ditton Road East ARM D - A533 Queensway ARM E - Ditton Road West
GEOMETRIC DATA -------------- ----------------------------------------------------------------------------------------------------------------------- I ARM I V (M) I E (M) I L (M) I R (M) I D (M) I PHI (DEG) I SLOPE I INTERCEPT (PCU/MIN) I ----------------------------------------------------------------------------------------------------------------------- I ARM A I 7.00 I 8.50 I 1.50 I 90.00 I 155.00 I 19.0 I 0.559 I 39.985 I I ARM B I 7.25 I 7.50 I 0.00 I 32.50 I 155.00 I 35.0 I 0.526 I 37.930 I I ARM C I 4.50 I 8.50 I 7.50 I 27.50 I 155.00 I 22.0 I 0.480 I 31.429 I I ARM D I 10.50 I 11.50 I 1.00 I 52.50 I 155.00 I 21.0 I 0.702 I 57.562 I I ARM E I 7.00 I 7.50 I 10.00 I 87.50 I 155.00 I 9.0 I 0.580 I 41.677 I ----------------------------------------------------------------------------------------------------------------------- V = approach half-width L = effective flare length D = inscribed circle diameter E = entry width R = entry radius PHI = entry angle
TRAFFIC DEMAND DATA ------------------- (Only sets included in the current run are shown)
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Queensway,Ditton Rd,Speke Rd - PM 2015+Committed+WH.vao - Page 2 -------------------------------------------------------------------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I I D I 100 I I E I 100 I -----------------------
TIME PERIOD BEGINS 16.45 AND ENDS 18.15
LENGTH OF TIME PERIOD - 90 MINUTES. LENGTH OF TIME SEGMENT - 15 MINUTES.
DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA DEMAND SET TITLE: 80962-Stobart Widnes-PM Peak 2015+Committed+WH+Office ----------------------------------------------------------------------------- I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED IFALLING I PEAK I OF PEAK I PEAK I ----------------------------------------------------------------------------- I ARM A I 15.00 I 45.00 I 75.00 I 10.31 I 15.47 I 10.31 I I ARM B I 15.00 I 45.00 I 75.00 I 15.04 I 22.56 I 15.04 I I ARM C I 15.00 I 45.00 I 75.00 I 0.52 I 0.79 I 0.52 I I ARM D I 15.00 I 45.00 I 75.00 I 12.44 I 18.66 I 12.44 I I ARM E I 15.00 I 45.00 I 75.00 I 6.78 I 10.16 I 6.78 I ----------------------------------------------------------------------------- DEMAND SET TITLE: 80962-Stobart Widnes-PM Peak 2015+Committed+WH+Office
----------------------------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS (VEH/HR) I I I (PERCENTAGE OF H.V.S) I I -------------------------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ARM D I ARM E I ----------------------------------------------------------------------------- I 16.45 - 18.15 I I I I I I I I I ARM A I 0.000 I 0.839 I 0.000 I 0.112 I 0.050 I I I I 0.0 I 692.0 I 0.0 I 92.0 I 41.0 I I I I ( 0.0)I ( 2.3)I ( 0.0)I ( 49.0)I ( 34.0)I I I I I I I I I I I ARM B I 0.397 I 0.000 I 0.002 I 0.345 I 0.255 I I I I 478.0 I 0.0 I 3.0 I 415.0 I 307.0 I I I I ( 3.0)I ( 0.0)I ( 50.0)I ( 5.5)I ( 8.4)I I I I I I I I I I I ARM C I 0.119 I 0.262 I 0.000 I 0.357 I 0.262 I I I I 5.0 I 11.0 I 0.0 I 15.0 I 11.0 I I I I ( 0.0)I ( 20.0)I ( 0.0)I ( 13.0)I ( 55.0)I I I I I I I I I I I ARM D I 0.122 I 0.619 I 0.003 I 0.000 I 0.256 I I I I 121.0 I 616.0 I 3.0 I 0.0 I 255.0 I I I I ( 50.0)I ( 8.2)I (100.0)I ( 0.0)I ( 13.0)I I I I I I I I I I I ARM E I 0.030 I 0.788 I 0.006 I 0.177 I 0.000 I I I I 16.0 I 427.0 I 3.0 I 96.0 I 0.0 I I I I ( 6.0)I ( 1.6)I ( 50.0)I ( 13.0)I ( 0.0)I I I I I I I I I -----------------------------------------------------------------------------
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT --------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 16.45-17.00 I I ARM A 10.31 28.79 0.358 0.0 0.6 8.1 0.05 I I ARM B 15.04 34.07 0.441 0.0 0.8 11.5 0.05 I I ARM C 0.52 17.77 0.030 0.0 0.0 0.4 0.06 I I ARM D 12.44 43.18 0.288 0.0 0.4 6.0 0.03 I I ARM E 6.78 30.58 0.222 0.0 0.3 4.2 0.04 I I I ------------------------------------------------------------------------------------------------------------------
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Queensway,Ditton Rd,Speke Rd - PM 2015+Committed+WH.vao - Page 3 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.00-17.15 I I ARM A 12.31 27.24 0.452 0.6 0.8 12.0 0.07 I I ARM B 17.96 33.69 0.533 0.8 1.1 16.6 0.06 I I ARM C 0.63 16.29 0.038 0.0 0.0 0.6 0.06 I I ARM D 14.85 41.81 0.355 0.4 0.5 8.1 0.04 I I ARM E 8.09 28.72 0.282 0.3 0.4 5.8 0.05 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.15-17.30 I I ARM A 15.08 25.13 0.600 0.8 1.5 21.3 0.10 I I ARM B 21.99 33.17 0.663 1.1 1.9 27.9 0.09 I I ARM C 0.77 14.28 0.054 0.0 0.1 0.8 0.07 I I ARM D 18.19 39.94 0.455 0.5 0.8 12.3 0.05 I I ARM E 9.91 26.18 0.378 0.4 0.6 8.9 0.06 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.30-17.45 I I ARM A 15.08 25.12 0.600 1.5 1.5 22.3 0.10 I I ARM B 21.99 33.16 0.663 1.9 2.0 29.2 0.09 I I ARM C 0.77 14.25 0.054 0.1 0.1 0.9 0.07 I I ARM D 18.19 39.92 0.456 0.8 0.8 12.5 0.05 I I ARM E 9.91 26.16 0.379 0.6 0.6 9.1 0.06 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.45-18.00 I I ARM A 12.31 27.22 0.452 1.5 0.8 12.8 0.07 I I ARM B 17.96 33.68 0.533 2.0 1.2 17.8 0.06 I I ARM C 0.63 16.25 0.039 0.1 0.0 0.6 0.06 I I ARM D 14.85 41.77 0.356 0.8 0.6 8.4 0.04 I I ARM E 8.09 28.69 0.282 0.6 0.4 6.0 0.05 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 18.00-18.15 I I ARM A 10.31 28.76 0.359 0.8 0.6 8.6 0.05 I I ARM B 15.04 34.06 0.442 1.2 0.8 12.2 0.05 I I ARM C 0.52 17.73 0.030 0.0 0.0 0.5 0.06 I I ARM D 12.44 43.14 0.288 0.6 0.4 6.2 0.03 I I ARM E 6.78 30.55 0.222 0.4 0.3 4.3 0.04 I I I ------------------------------------------------------------------------------------------------------------------
QUEUE AT ARM A -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 17.00 0.6 * 17.15 0.8 * 17.30 1.5 * 17.45 1.5 * 18.00 0.8 * 18.15 0.6 *
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Queensway,Ditton Rd,Speke Rd - PM 2015+Committed+WH.vao - Page 4 -------------------------------------------------------------------------------- QUEUE AT ARM B -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 17.00 0.8 * 17.15 1.1 * 17.30 1.9 ** 17.45 2.0 ** 18.00 1.2 * 18.15 0.8 *
QUEUE AT ARM C -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 17.00 0.0 17.15 0.0 17.30 0.1 17.45 0.1 18.00 0.0 18.15 0.0
QUEUE AT ARM D -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 17.00 0.4 17.15 0.5 * 17.30 0.8 * 17.45 0.8 * 18.00 0.6 * 18.15 0.4
QUEUE AT ARM E -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 17.00 0.3 17.15 0.4 17.30 0.6 * 17.45 0.6 * 18.00 0.4 18.15 0.3
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Queensway,Ditton Rd,Speke Rd - PM 2015+Committed+WH.vao - Page 5 -------------------------------------------------------------------------------- QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- ---------------------------------------------------------------------------- I ARM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I------------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I ---------------------------------------------------------------------------- I A I 1131.2 I 754.2 I 85.1 I 0.08 I 85.1 I 0.08 I I B I 1649.6 I 1099.7 I 115.1 I 0.07 I 115.1 I 0.07 I I C I 57.6 I 38.4 I 3.8 I 0.07 I 3.8 I 0.07 I I D I 1364.4 I 909.6 I 53.4 I 0.04 I 53.4 I 0.04 I I E I 743.2 I 495.5 I 38.3 I 0.05 I 38.3 I 0.05 I ---------------------------------------------------------------------------- I ALL I 4946.0 I 3297.3 I 295.7 I 0.06 I 295.8 I 0.06 I ---------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD. * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD. * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. END OF JOB ============================================= end of file ===============================================
[Printed at 10:45:19 on 31/05/2011]
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2015 without Office\80962-Stobart Widnes - Desoto Rd RB - AM 2015+Committed+WH.vao - Page 1 -------------------------------------------------------------------------------- ___________________ A R C A D Y 6 ___________________ ASSESSMENT OF ROUNDABOUT CAPACITY AND DELAY Analysis Program: Release 3.0 (JUNE 2005) (c) Copyright TRL Limited, 2004 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO ______________________________________________________ For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) 1344 770018 Crowthorne House Fax: +44 (0) 1344 770864 Nine Mile Ride Email: [email protected] Wokingham, Berks. Web: www.trlsoftware.co.uk RG40 3GA,UK --------------------------------------------------------------------------------- THE USER OF THIS COMPUTER PROGRAM FOR THE SOLUTION OF AN ENGINEERING PROBLEM IS IN NO WAY RELIEVED OF THEIR RESPONSIBILITY FOR THE CORRECTNESS OF THE SOLUTION --------------------------------------------------------------------------------- Run with file:- "y:\80000-84999\80962 - Stobart, Widnes\Junctions\2015 without Office\ 80962-Stobart Widnes - Desoto Rd RB - AM 2015+Committed+WH.vai"(drive-on-the-left ) at 16:31:26 on Thursday, 19 May 2011
FILE PROPERTIES *************** RUN TITLE: 80962-Stobart Widnes - Desoto Road RB - AM 2015+Committed+WH LOCATION: Widnes DATE: 19/05/2011 CLIENT: Stobart Developments Ltd ENUMERATOR: jacqui [HOSHI] JOB NUMBER: 80962 STATUS: Final Version DESCRIPTION:
INPUT DATA ********** ARM A - Desoto Road East ARM B - Desoto Road West ARM C - Macdermott Road ARM D - Tesco Access ARM E - HGV Egress ARM F - Desoto Road
GEOMETRIC DATA -------------- ----------------------------------------------------------------------------------------------------------------------- I ARM I V (M) I E (M) I L (M) I R (M) I D (M) I PHI (DEG) I SLOPE I INTERCEPT (PCU/MIN) I ----------------------------------------------------------------------------------------------------------------------- I ARM A I 4.30 I 5.10 I 0.00 I 9.00 I 40.00 I 53.0 I 0.526 I 22.160 I I ARM B I 4.30 I 5.00 I 3.00 I 10.00 I 40.00 I 25.0 I 0.568 I 22.990 I I ARM C I 3.00 I 5.10 I 5.00 I 6.00 I 70.00 I 60.0 I 0.331 I 15.381 I I ARM D I 6.00 I 6.00 I 5.00 I 20.00 I 70.00 I 30.0 I 0.524 I 30.300 I I ARM E I 8.10 I 8.10 I 0.00 I 6.00 I 40.00 I 78.0 I 0.570 I 29.425 I I ARM F I 3.10 I 5.10 I 5.00 I 9.00 I 40.00 I 41.0 I 0.490 I 18.118 I ----------------------------------------------------------------------------------------------------------------------- V = approach half-width L = effective flare length D = inscribed circle diameter E = entry width R = entry radius PHI = entry angle
TRAFFIC DEMAND DATA ------------------- (Only sets included in the current run are shown)
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2015 without Office\80962-Stobart Widnes - Desoto Rd RB - AM 2015+Committed+WH.vao - Page 2 -------------------------------------------------------------------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I I D I 100 I I E I 100 I I F I 100 I -----------------------
TIME PERIOD BEGINS 07.45 AND ENDS 09.15
LENGTH OF TIME PERIOD - 90 MINUTES. LENGTH OF TIME SEGMENT - 15 MINUTES.
DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA DEMAND SET TITLE: 80962-Stobart Widnes - Desoto Road RB - AM 2015+Committed+WH ----------------------------------------------------------------------------- I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED IFALLING I PEAK I OF PEAK I PEAK I ----------------------------------------------------------------------------- I ARM A I 15.00 I 45.00 I 75.00 I 2.51 I 3.77 I 2.51 I I ARM B I 15.00 I 45.00 I 75.00 I 0.95 I 1.42 I 0.95 I I ARM C I 15.00 I 45.00 I 75.00 I 0.30 I 0.45 I 0.30 I I ARM D I 15.00 I 45.00 I 75.00 I 0.19 I 0.28 I 0.19 I I ARM E I 15.00 I 45.00 I 75.00 I 0.01 I 0.02 I 0.01 I I ARM F I 15.00 I 45.00 I 75.00 I 1.86 I 2.79 I 1.86 I ----------------------------------------------------------------------------- DEMAND SET TITLE: 80962-Stobart Widnes - Desoto Road RB - AM 2015+Committed+WH
-------------------------------------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS (VEH/HR) I I I (PERCENTAGE OF H.V.S) I I ----------------------------------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ARM D I ARM E I ARM F I -------------------------------------------------------------------------------------- I 07.45 - 09.15 I I I I I I I I I I ARM A I 0.000 I 0.104 I 0.154 I 0.030 I 0.000 I 0.711 I I I I 0.0 I 21.0 I 31.0 I 6.0 I 0.0 I 143.0 I I I I ( 0.0)I ( 14.0)I ( 52.0)I ( 83.0)I ( 0.0)I ( 43.0)I I I I I I I I I I I I ARM B I 0.105 I 0.000 I 0.132 I 0.013 I 0.000 I 0.750 I I I I 8.0 I 0.0 I 10.0 I 1.0 I 0.0 I 57.0 I I I I ( 25.0)I ( 0.0)I ( 70.0)I (100.0)I ( 0.0)I ( 82.0)I I I I I I I I I I I I ARM C I 0.417 I 0.417 I 0.000 I 0.042 I 0.000 I 0.125 I I I I 10.0 I 10.0 I 0.0 I 1.0 I 0.0 I 3.0 I I I I ( 10.0)I ( 20.0)I ( 0.0)I ( 0.0)I ( 0.0)I ( 50.0)I I I I I I I I I I I I ARM D I 0.400 I 0.333 I 0.067 I 0.000 I 0.000 I 0.200 I I I I 6.0 I 5.0 I 1.0 I 0.0 I 0.0 I 3.0 I I I I (100.0)I (100.0)I ( 0.0)I ( 0.0)I ( 0.0)I ( 66.0)I I I I I I I I I I I I ARM E I 0.000 I 1.000 I 0.000 I 0.000 I 0.000 I 0.000 I I I I 0.0 I 0.0 I 0.0 I 0.0 I 0.0 I 0.0 I I I I ( 0.0)I (100.0)I ( 0.0)I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I I I I ARM F I 0.336 I 0.604 I 0.034 I 0.027 I 0.000 I 0.000 I I I I 50.0 I 90.0 I 5.0 I 4.0 I 0.0 I 0.0 I I I I ( 84.0)I ( 38.0)I ( 40.0)I (100.0)I ( 0.0)I ( 66.0)I I I I I I I I I I --------------------------------------------------------------------------------------
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT --------------------------------------------------------
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2015 without Office\80962-Stobart Widnes - Desoto Rd RB - AM 2015+Committed+WH.vao - Page 3 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.45-08.00 I I ARM A 2.51 14.79 0.170 0.0 0.2 3.0 0.08 I I ARM B 0.95 12.03 0.079 0.0 0.1 1.2 0.09 I I ARM C 0.30 11.77 0.025 0.0 0.0 0.4 0.09 I I ARM D 0.19 15.03 0.012 0.0 0.0 0.2 0.07 I I ARM E 0.01 13.38 0.001 0.0 0.0 0.0 0.07 I I ARM F 1.86 11.45 0.163 0.0 0.2 2.8 0.10 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.00-08.15 I I ARM A 3.00 14.64 0.205 0.2 0.3 3.8 0.09 I I ARM B 1.13 11.80 0.096 0.1 0.1 1.6 0.09 I I ARM C 0.36 11.53 0.031 0.0 0.0 0.5 0.09 I I ARM D 0.22 14.79 0.015 0.0 0.0 0.2 0.07 I I ARM E 0.01 13.11 0.001 0.0 0.0 0.0 0.08 I I ARM F 2.22 11.40 0.195 0.2 0.2 3.5 0.11 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.15-08.30 I I ARM A 3.67 14.44 0.254 0.3 0.3 5.0 0.09 I I ARM B 1.39 11.51 0.121 0.1 0.1 2.0 0.10 I I ARM C 0.44 11.22 0.039 0.0 0.0 0.6 0.09 I I ARM D 0.27 14.47 0.019 0.0 0.0 0.3 0.07 I I ARM E 0.02 12.77 0.001 0.0 0.0 0.0 0.08 I I ARM F 2.72 11.34 0.240 0.2 0.3 4.6 0.12 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.30-08.45 I I ARM A 3.67 14.44 0.254 0.3 0.3 5.1 0.09 I I ARM B 1.39 11.51 0.121 0.1 0.1 2.0 0.10 I I ARM C 0.44 11.22 0.039 0.0 0.0 0.6 0.09 I I ARM D 0.27 14.47 0.019 0.0 0.0 0.3 0.07 I I ARM E 0.02 12.77 0.001 0.0 0.0 0.0 0.08 I I ARM F 2.72 11.34 0.240 0.3 0.3 4.7 0.12 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.45-09.00 I I ARM A 3.00 14.63 0.205 0.3 0.3 4.0 0.09 I I ARM B 1.13 11.80 0.096 0.1 0.1 1.6 0.09 I I ARM C 0.36 11.53 0.031 0.0 0.0 0.5 0.09 I I ARM D 0.22 14.78 0.015 0.0 0.0 0.2 0.07 I I ARM E 0.01 13.11 0.001 0.0 0.0 0.0 0.08 I I ARM F 2.22 11.40 0.195 0.3 0.2 3.8 0.11 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 09.00-09.15 I I ARM A 2.51 14.78 0.170 0.3 0.2 3.1 0.08 I I ARM B 0.95 12.02 0.079 0.1 0.1 1.3 0.09 I I ARM C 0.30 11.76 0.026 0.0 0.0 0.4 0.09 I I ARM D 0.19 15.02 0.012 0.0 0.0 0.2 0.07 I I ARM E 0.01 13.37 0.001 0.0 0.0 0.0 0.07 I I ARM F 1.86 11.45 0.163 0.2 0.2 3.0 0.10 I I I ------------------------------------------------------------------------------------------------------------------
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2015 without Office\80962-Stobart Widnes - Desoto Rd RB - AM 2015+Committed+WH.vao - Page 4 -------------------------------------------------------------------------------- QUEUE AT ARM A -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.2 08.15 0.3 08.30 0.3 08.45 0.3 09.00 0.3 09.15 0.2
QUEUE AT ARM B -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.1 08.15 0.1 08.30 0.1 08.45 0.1 09.00 0.1 09.15 0.1
QUEUE AT ARM C -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.0 08.15 0.0 08.30 0.0 08.45 0.0 09.00 0.0 09.15 0.0
QUEUE AT ARM D -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.0 08.15 0.0 08.30 0.0 08.45 0.0 09.00 0.0 09.15 0.0
QUEUE AT ARM E -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.0 08.15 0.0 08.30 0.0 08.45 0.0 09.00 0.0 09.15 0.0
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2015 without Office\80962-Stobart Widnes - Desoto Rd RB - AM 2015+Committed+WH.vao - Page 5 -------------------------------------------------------------------------------- QUEUE AT ARM F -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.2 08.15 0.2 08.30 0.3 08.45 0.3 09.00 0.2 09.15 0.2
QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- ---------------------------------------------------------------------------- I ARM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I------------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I ---------------------------------------------------------------------------- I A I 275.6 I 183.7 I 23.9 I 0.09 I 23.9 I 0.09 I I B I 104.2 I 69.5 I 9.8 I 0.09 I 9.8 I 0.09 I I C I 32.9 I 21.9 I 2.9 I 0.09 I 2.9 I 0.09 I I D I 20.6 I 13.7 I 1.4 I 0.07 I 1.4 I 0.07 I I E I 1.4 I 0.9 I 0.1 I 0.08 I 0.1 I 0.08 I I F I 204.3 I 136.2 I 22.4 I 0.11 I 22.4 I 0.11 I ---------------------------------------------------------------------------- I ALL I 639.0 I 426.0 I 60.6 I 0.09 I 60.6 I 0.09 I ---------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD. * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD. * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. END OF JOB ============================================= end of file ===============================================
[Printed at 16:31:31 on 19/05/2011]
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2015 without Office\80962-Stobart Widnes - Desoto Rd RB - PM 2015+Committed+WH.vao - Page 1 -------------------------------------------------------------------------------- ___________________ A R C A D Y 6 ___________________ ASSESSMENT OF ROUNDABOUT CAPACITY AND DELAY Analysis Program: Release 3.0 (JUNE 2005) (c) Copyright TRL Limited, 2004 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO ______________________________________________________ For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) 1344 770018 Crowthorne House Fax: +44 (0) 1344 770864 Nine Mile Ride Email: [email protected] Wokingham, Berks. Web: www.trlsoftware.co.uk RG40 3GA,UK --------------------------------------------------------------------------------- THE USER OF THIS COMPUTER PROGRAM FOR THE SOLUTION OF AN ENGINEERING PROBLEM IS IN NO WAY RELIEVED OF THEIR RESPONSIBILITY FOR THE CORRECTNESS OF THE SOLUTION --------------------------------------------------------------------------------- Run with file:- "y:\80000-84999\80962 - Stobart, Widnes\Junctions\2015 without Office\ 80962-Stobart Widnes - Desoto Rd RB - PM 2015+Committed+WH.vai"(drive-on-the-left ) at 16:32:01 on Thursday, 19 May 2011
FILE PROPERTIES *************** RUN TITLE: 80962-Stobart Widnes - Desoto Road RB - PM 2015+Committed+WH LOCATION: Widnes DATE: 19/05/2011 CLIENT: Stobart Developments Ltd ENUMERATOR: jacqui [HOSHI] JOB NUMBER: 80962 STATUS: Final Version DESCRIPTION:
INPUT DATA ********** ARM A - Desoto Road East ARM B - Desoto Road West ARM C - Macdermott Road ARM D - Tesco Access ARM E - HGV Egress ARM F - Desoto Road
GEOMETRIC DATA -------------- ----------------------------------------------------------------------------------------------------------------------- I ARM I V (M) I E (M) I L (M) I R (M) I D (M) I PHI (DEG) I SLOPE I INTERCEPT (PCU/MIN) I ----------------------------------------------------------------------------------------------------------------------- I ARM A I 4.30 I 5.10 I 0.00 I 9.00 I 40.00 I 53.0 I 0.526 I 22.160 I I ARM B I 4.30 I 5.00 I 3.00 I 10.00 I 40.00 I 25.0 I 0.568 I 22.990 I I ARM C I 3.00 I 5.10 I 5.00 I 6.00 I 70.00 I 60.0 I 0.331 I 15.381 I I ARM D I 6.00 I 6.00 I 5.00 I 20.00 I 70.00 I 30.0 I 0.524 I 30.300 I I ARM E I 8.10 I 8.10 I 0.00 I 6.00 I 40.00 I 78.0 I 0.570 I 29.425 I I ARM F I 3.10 I 5.10 I 5.00 I 9.00 I 40.00 I 41.0 I 0.490 I 18.118 I ----------------------------------------------------------------------------------------------------------------------- V = approach half-width L = effective flare length D = inscribed circle diameter E = entry width R = entry radius PHI = entry angle
TRAFFIC DEMAND DATA ------------------- (Only sets included in the current run are shown)
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2015 without Office\80962-Stobart Widnes - Desoto Rd RB - PM 2015+Committed+WH.vao - Page 2 -------------------------------------------------------------------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I I D I 100 I I E I 100 I I F I 100 I -----------------------
TIME PERIOD BEGINS 07.45 AND ENDS 09.15
LENGTH OF TIME PERIOD - 90 MINUTES. LENGTH OF TIME SEGMENT - 15 MINUTES.
DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA DEMAND SET TITLE: 80962-Stobart Widnes - Desoto Road RB - PM 2015+Committed+WH ----------------------------------------------------------------------------- I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED IFALLING I PEAK I OF PEAK I PEAK I ----------------------------------------------------------------------------- I ARM A I 15.00 I 45.00 I 75.00 I 2.41 I 3.62 I 2.41 I I ARM B I 15.00 I 45.00 I 75.00 I 0.55 I 0.83 I 0.55 I I ARM C I 15.00 I 45.00 I 75.00 I 0.43 I 0.64 I 0.43 I I ARM D I 15.00 I 45.00 I 75.00 I 0.28 I 0.41 I 0.28 I I ARM E I 15.00 I 45.00 I 75.00 I 0.04 I 0.06 I 0.04 I I ARM F I 15.00 I 45.00 I 75.00 I 2.66 I 3.99 I 2.66 I ----------------------------------------------------------------------------- DEMAND SET TITLE: 80962-Stobart Widnes - Desoto Road RB - PM 2015+Committed+WH
-------------------------------------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS (VEH/HR) I I I (PERCENTAGE OF H.V.S) I I ----------------------------------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ARM D I ARM E I ARM F I -------------------------------------------------------------------------------------- I 07.45 - 09.15 I I I I I I I I I I ARM A I 0.000 I 0.202 I 0.326 I 0.005 I 0.000 I 0.466 I I I I 0.0 I 39.0 I 63.0 I 1.0 I 0.0 I 90.0 I I I I ( 0.0)I ( 5.0)I ( 13.0)I (100.0)I ( 0.0)I ( 36.0)I I I I I I I I I I I I ARM B I 0.114 I 0.000 I 0.205 I 0.114 I 0.000 I 0.568 I I I I 5.0 I 0.0 I 9.0 I 5.0 I 0.0 I 25.0 I I I I ( 60.0)I ( 0.0)I ( 40.0)I (100.0)I ( 0.0)I ( 80.0)I I I I I I I I I I I I ARM C I 0.618 I 0.294 I 0.000 I 0.000 I 0.000 I 0.088 I I I I 21.0 I 10.0 I 0.0 I 0.0 I 0.0 I 3.0 I I I I ( 19.0)I ( 0.0)I ( 0.0)I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I I I I ARM D I 0.545 I 0.409 I 0.000 I 0.000 I 0.000 I 0.045 I I I I 12.0 I 9.0 I 0.0 I 0.0 I 0.0 I 1.0 I I I I ( 92.0)I ( 89.0)I ( 0.0)I ( 0.0)I ( 0.0)I (100.0)I I I I I I I I I I I I ARM E I 0.333 I 0.333 I 0.333 I 0.000 I 0.000 I 0.000 I I I I 1.0 I 1.0 I 1.0 I 0.0 I 0.0 I 0.0 I I I I (100.0)I (100.0)I ( 0.0)I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I I I I ARM F I 0.343 I 0.648 I 0.009 I 0.000 I 0.000 I 0.000 I I I I 73.0 I 138.0 I 2.0 I 0.0 I 0.0 I 0.0 I I I I ( 62.0)I ( 32.0)I (100.0)I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I I --------------------------------------------------------------------------------------
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT --------------------------------------------------------
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2015 without Office\80962-Stobart Widnes - Desoto Rd RB - PM 2015+Committed+WH.vao - Page 3 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.45-08.00 I I ARM A 2.41 16.92 0.143 0.0 0.2 2.4 0.07 I I ARM B 0.55 12.55 0.044 0.0 0.0 0.7 0.08 I I ARM C 0.43 13.07 0.033 0.0 0.0 0.5 0.08 I I ARM D 0.28 15.12 0.018 0.0 0.0 0.3 0.07 I I ARM E 0.04 16.56 0.002 0.0 0.0 0.0 0.06 I I ARM F 2.66 12.30 0.216 0.0 0.3 4.0 0.10 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.00-08.15 I I ARM A 2.88 16.70 0.173 0.2 0.2 3.1 0.07 I I ARM B 0.66 12.39 0.053 0.0 0.1 0.8 0.09 I I ARM C 0.51 12.94 0.039 0.0 0.0 0.6 0.08 I I ARM D 0.33 14.98 0.022 0.0 0.0 0.3 0.07 I I ARM E 0.04 16.35 0.003 0.0 0.0 0.0 0.06 I I ARM F 3.18 12.23 0.260 0.3 0.3 5.1 0.11 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.15-08.30 I I ARM A 3.53 16.39 0.215 0.2 0.3 4.0 0.08 I I ARM B 0.80 12.17 0.066 0.1 0.1 1.0 0.09 I I ARM C 0.62 12.75 0.049 0.0 0.1 0.8 0.08 I I ARM D 0.40 14.78 0.027 0.0 0.0 0.4 0.07 I I ARM E 0.05 16.06 0.003 0.0 0.0 0.1 0.06 I I ARM F 3.89 12.13 0.321 0.3 0.5 6.8 0.12 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.30-08.45 I I ARM A 3.53 16.39 0.215 0.3 0.3 4.1 0.08 I I ARM B 0.80 12.17 0.066 0.1 0.1 1.1 0.09 I I ARM C 0.62 12.75 0.049 0.1 0.1 0.8 0.08 I I ARM D 0.40 14.78 0.027 0.0 0.0 0.4 0.07 I I ARM E 0.05 16.06 0.003 0.0 0.0 0.1 0.06 I I ARM F 3.89 12.13 0.321 0.5 0.5 7.0 0.12 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.45-09.00 I I ARM A 2.88 16.69 0.173 0.3 0.2 3.2 0.07 I I ARM B 0.66 12.39 0.053 0.1 0.1 0.9 0.09 I I ARM C 0.51 12.94 0.039 0.1 0.0 0.6 0.08 I I ARM D 0.33 14.98 0.022 0.0 0.0 0.3 0.07 I I ARM E 0.04 16.35 0.003 0.0 0.0 0.0 0.06 I I ARM F 3.18 12.23 0.260 0.5 0.4 5.5 0.11 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 09.00-09.15 I I ARM A 2.41 16.91 0.143 0.2 0.2 2.5 0.07 I I ARM B 0.55 12.55 0.044 0.1 0.0 0.7 0.08 I I ARM C 0.43 13.07 0.033 0.0 0.0 0.5 0.08 I I ARM D 0.28 15.12 0.018 0.0 0.0 0.3 0.07 I I ARM E 0.04 16.56 0.002 0.0 0.0 0.0 0.06 I I ARM F 2.66 12.30 0.217 0.4 0.3 4.3 0.10 I I I ------------------------------------------------------------------------------------------------------------------
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2015 without Office\80962-Stobart Widnes - Desoto Rd RB - PM 2015+Committed+WH.vao - Page 4 -------------------------------------------------------------------------------- QUEUE AT ARM A -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.2 08.15 0.2 08.30 0.3 08.45 0.3 09.00 0.2 09.15 0.2
QUEUE AT ARM B -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.0 08.15 0.1 08.30 0.1 08.45 0.1 09.00 0.1 09.15 0.0
QUEUE AT ARM C -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.0 08.15 0.0 08.30 0.1 08.45 0.1 09.00 0.0 09.15 0.0
QUEUE AT ARM D -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.0 08.15 0.0 08.30 0.0 08.45 0.0 09.00 0.0 09.15 0.0
QUEUE AT ARM E -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.0 08.15 0.0 08.30 0.0 08.45 0.0 09.00 0.0 09.15 0.0
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2015 without Office\80962-Stobart Widnes - Desoto Rd RB - PM 2015+Committed+WH.vao - Page 5 -------------------------------------------------------------------------------- QUEUE AT ARM F -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.3 08.15 0.3 08.30 0.5 08.45 0.5 09.00 0.4 09.15 0.3
QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- ---------------------------------------------------------------------------- I ARM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I------------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I ---------------------------------------------------------------------------- I A I 264.6 I 176.4 I 19.3 I 0.07 I 19.3 I 0.07 I I B I 60.3 I 40.2 I 5.1 I 0.09 I 5.1 I 0.09 I I C I 46.6 I 31.1 I 3.7 I 0.08 I 3.7 I 0.08 I I D I 30.2 I 20.1 I 2.1 I 0.07 I 2.1 I 0.07 I I E I 4.1 I 2.7 I 0.3 I 0.06 I 0.3 I 0.06 I I F I 292.1 I 194.7 I 32.7 I 0.11 I 32.7 I 0.11 I ---------------------------------------------------------------------------- I ALL I 697.9 I 465.3 I 63.2 I 0.09 I 63.2 I 0.09 I ---------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD. * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD. * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. END OF JOB ============================================= end of file ===============================================
[Printed at 16:32:08 on 19/05/2011]
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2030 without Office\80962-Stobart Widnes - Desoto Rd RB - AM 2030+Committed+WH.vao - Page 1 -------------------------------------------------------------------------------- ___________________ A R C A D Y 6 ___________________ ASSESSMENT OF ROUNDABOUT CAPACITY AND DELAY Analysis Program: Release 3.0 (JUNE 2005) (c) Copyright TRL Limited, 2004 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO ______________________________________________________ For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) 1344 770018 Crowthorne House Fax: +44 (0) 1344 770864 Nine Mile Ride Email: [email protected] Wokingham, Berks. Web: www.trlsoftware.co.uk RG40 3GA,UK --------------------------------------------------------------------------------- THE USER OF THIS COMPUTER PROGRAM FOR THE SOLUTION OF AN ENGINEERING PROBLEM IS IN NO WAY RELIEVED OF THEIR RESPONSIBILITY FOR THE CORRECTNESS OF THE SOLUTION --------------------------------------------------------------------------------- Run with file:- "y:\80000-84999\80962 - Stobart, Widnes\Junctions\2030 without Office\ 80962-Stobart Widnes - Desoto Rd RB - AM 2030+Committed+WH.vai"(drive-on-the-left ) at 16:34:58 on Thursday, 19 May 2011
FILE PROPERTIES *************** RUN TITLE: 80962-Stobart Widnes - Desoto Road RB - AM 2030+Committed+WH LOCATION: Widnes DATE: 19/05/2011 CLIENT: Stobart Developments Ltd ENUMERATOR: jacqui [HOSHI] JOB NUMBER: 80962 STATUS: Final Version DESCRIPTION:
INPUT DATA ********** ARM A - Desoto Road East ARM B - Desoto Road West ARM C - Macdermott Road ARM D - Tesco Access ARM E - HGV Egress ARM F - Desoto Road
GEOMETRIC DATA -------------- ----------------------------------------------------------------------------------------------------------------------- I ARM I V (M) I E (M) I L (M) I R (M) I D (M) I PHI (DEG) I SLOPE I INTERCEPT (PCU/MIN) I ----------------------------------------------------------------------------------------------------------------------- I ARM A I 4.30 I 5.10 I 0.00 I 9.00 I 40.00 I 53.0 I 0.526 I 22.160 I I ARM B I 4.30 I 5.00 I 3.00 I 10.00 I 40.00 I 25.0 I 0.568 I 22.990 I I ARM C I 3.00 I 5.10 I 5.00 I 6.00 I 70.00 I 60.0 I 0.331 I 15.381 I I ARM D I 6.00 I 6.00 I 5.00 I 20.00 I 70.00 I 30.0 I 0.524 I 30.300 I I ARM E I 8.10 I 8.10 I 0.00 I 6.00 I 40.00 I 78.0 I 0.570 I 29.425 I I ARM F I 3.10 I 5.10 I 5.00 I 9.00 I 40.00 I 41.0 I 0.490 I 18.118 I ----------------------------------------------------------------------------------------------------------------------- V = approach half-width L = effective flare length D = inscribed circle diameter E = entry width R = entry radius PHI = entry angle
TRAFFIC DEMAND DATA ------------------- (Only sets included in the current run are shown)
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2030 without Office\80962-Stobart Widnes - Desoto Rd RB - AM 2030+Committed+WH.vao - Page 2 -------------------------------------------------------------------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I I D I 100 I I E I 100 I I F I 100 I -----------------------
TIME PERIOD BEGINS 07.45 AND ENDS 09.15
LENGTH OF TIME PERIOD - 90 MINUTES. LENGTH OF TIME SEGMENT - 15 MINUTES.
DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA DEMAND SET TITLE: 80962-Stobart Widnes - Desoto Road RB - AM 2030+Committed+WH ----------------------------------------------------------------------------- I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED IFALLING I PEAK I OF PEAK I PEAK I ----------------------------------------------------------------------------- I ARM A I 15.00 I 45.00 I 75.00 I 3.01 I 4.52 I 3.01 I I ARM B I 15.00 I 45.00 I 75.00 I 0.44 I 0.66 I 0.44 I I ARM C I 15.00 I 45.00 I 75.00 I 0.30 I 0.45 I 0.30 I I ARM D I 15.00 I 45.00 I 75.00 I 0.19 I 0.28 I 0.19 I I ARM E I 15.00 I 45.00 I 75.00 I 0.01 I 0.02 I 0.01 I I ARM F I 15.00 I 45.00 I 75.00 I 1.85 I 2.78 I 1.85 I ----------------------------------------------------------------------------- DEMAND SET TITLE: 80962-Stobart Widnes - Desoto Road RB - AM 2030+Committed+WH
-------------------------------------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS (VEH/HR) I I I (PERCENTAGE OF H.V.S) I I ----------------------------------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ARM D I ARM E I ARM F I -------------------------------------------------------------------------------------- I 07.45 - 09.15 I I I I I I I I I I ARM A I 0.000 I 0.087 I 0.129 I 0.025 I 0.000 I 0.759 I I I I 0.0 I 21.0 I 31.0 I 6.0 I 0.0 I 183.0 I I I I ( 0.0)I ( 14.0)I ( 52.0)I ( 83.0)I ( 0.0)I ( 56.0)I I I I I I I I I I I I ARM B I 0.229 I 0.000 I 0.286 I 0.029 I 0.000 I 0.457 I I I I 8.0 I 0.0 I 10.0 I 1.0 I 0.0 I 16.0 I I I I ( 25.0)I ( 0.0)I ( 70.0)I (100.0)I ( 0.0)I ( 38.0)I I I I I I I I I I I I ARM C I 0.417 I 0.417 I 0.000 I 0.042 I 0.000 I 0.125 I I I I 10.0 I 10.0 I 0.0 I 1.0 I 0.0 I 3.0 I I I I ( 10.0)I ( 20.0)I ( 0.0)I ( 0.0)I ( 0.0)I ( 50.0)I I I I I I I I I I I I ARM D I 0.400 I 0.333 I 0.067 I 0.000 I 0.000 I 0.200 I I I I 6.0 I 5.0 I 1.0 I 0.0 I 0.0 I 3.0 I I I I (100.0)I (100.0)I ( 0.0)I ( 0.0)I ( 0.0)I ( 66.0)I I I I I I I I I I I I ARM E I 0.000 I 1.000 I 0.000 I 0.000 I 0.000 I 0.000 I I I I 0.0 I 0.0 I 0.0 I 0.0 I 0.0 I 0.0 I I I I ( 0.0)I (100.0)I ( 0.0)I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I I I I ARM F I 0.182 I 0.757 I 0.034 I 0.027 I 0.000 I 0.000 I I I I 27.0 I 112.0 I 5.0 I 4.0 I 0.0 I 0.0 I I I I ( 70.0)I ( 50.0)I ( 40.0)I (100.0)I ( 0.0)I ( 66.0)I I I I I I I I I I --------------------------------------------------------------------------------------
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT --------------------------------------------------------
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2030 without Office\80962-Stobart Widnes - Desoto Rd RB - AM 2030+Committed+WH.vao - Page 3 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.45-08.00 I I ARM A 3.01 13.64 0.221 0.0 0.3 4.1 0.09 I I ARM B 0.44 14.00 0.031 0.0 0.0 0.5 0.07 I I ARM C 0.30 11.77 0.025 0.0 0.0 0.4 0.09 I I ARM D 0.19 15.03 0.012 0.0 0.0 0.2 0.07 I I ARM E 0.01 13.38 0.001 0.0 0.0 0.0 0.07 I I ARM F 1.85 11.48 0.161 0.0 0.2 2.8 0.10 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.00-08.15 I I ARM A 3.60 13.46 0.267 0.3 0.4 5.3 0.10 I I ARM B 0.52 13.67 0.038 0.0 0.0 0.6 0.08 I I ARM C 0.36 11.54 0.031 0.0 0.0 0.5 0.09 I I ARM D 0.22 14.80 0.015 0.0 0.0 0.2 0.07 I I ARM E 0.01 13.13 0.001 0.0 0.0 0.0 0.08 I I ARM F 2.21 11.44 0.193 0.2 0.2 3.5 0.11 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.15-08.30 I I ARM A 4.41 13.22 0.333 0.4 0.5 7.2 0.11 I I ARM B 0.64 13.20 0.048 0.0 0.1 0.7 0.08 I I ARM C 0.44 11.23 0.039 0.0 0.0 0.6 0.09 I I ARM D 0.27 14.47 0.019 0.0 0.0 0.3 0.07 I I ARM E 0.02 12.77 0.001 0.0 0.0 0.0 0.08 I I ARM F 2.71 11.38 0.238 0.2 0.3 4.5 0.12 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.30-08.45 I I ARM A 4.41 13.22 0.333 0.5 0.5 7.4 0.11 I I ARM B 0.64 13.19 0.048 0.1 0.1 0.8 0.08 I I ARM C 0.44 11.23 0.039 0.0 0.0 0.6 0.09 I I ARM D 0.27 14.47 0.019 0.0 0.0 0.3 0.07 I I ARM E 0.02 12.77 0.001 0.0 0.0 0.0 0.08 I I ARM F 2.71 11.38 0.238 0.3 0.3 4.6 0.12 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.45-09.00 I I ARM A 3.60 13.46 0.267 0.5 0.4 5.7 0.10 I I ARM B 0.52 13.66 0.038 0.1 0.0 0.6 0.08 I I ARM C 0.36 11.54 0.031 0.0 0.0 0.5 0.09 I I ARM D 0.22 14.79 0.015 0.0 0.0 0.2 0.07 I I ARM E 0.01 13.12 0.001 0.0 0.0 0.0 0.08 I I ARM F 2.21 11.44 0.193 0.3 0.2 3.7 0.11 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 09.00-09.15 I I ARM A 3.01 13.63 0.221 0.4 0.3 4.4 0.09 I I ARM B 0.44 13.99 0.031 0.0 0.0 0.5 0.07 I I ARM C 0.30 11.76 0.026 0.0 0.0 0.4 0.09 I I ARM D 0.19 15.02 0.012 0.0 0.0 0.2 0.07 I I ARM E 0.01 13.37 0.001 0.0 0.0 0.0 0.07 I I ARM F 1.85 11.48 0.161 0.2 0.2 3.0 0.10 I I I ------------------------------------------------------------------------------------------------------------------
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2030 without Office\80962-Stobart Widnes - Desoto Rd RB - AM 2030+Committed+WH.vao - Page 4 -------------------------------------------------------------------------------- QUEUE AT ARM A -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.3 08.15 0.4 08.30 0.5 08.45 0.5 09.00 0.4 09.15 0.3
QUEUE AT ARM B -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.0 08.15 0.0 08.30 0.1 08.45 0.1 09.00 0.0 09.15 0.0
QUEUE AT ARM C -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.0 08.15 0.0 08.30 0.0 08.45 0.0 09.00 0.0 09.15 0.0
QUEUE AT ARM D -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.0 08.15 0.0 08.30 0.0 08.45 0.0 09.00 0.0 09.15 0.0
QUEUE AT ARM E -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.0 08.15 0.0 08.30 0.0 08.45 0.0 09.00 0.0 09.15 0.0
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2030 without Office\80962-Stobart Widnes - Desoto Rd RB - AM 2030+Committed+WH.vao - Page 5 -------------------------------------------------------------------------------- QUEUE AT ARM F -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.2 08.15 0.2 08.30 0.3 08.45 0.3 09.00 0.2 09.15 0.2
QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- ---------------------------------------------------------------------------- I ARM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I------------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I ---------------------------------------------------------------------------- I A I 330.5 I 220.3 I 34.1 I 0.10 I 34.1 I 0.10 I I B I 48.0 I 32.0 I 3.7 I 0.08 I 3.7 I 0.08 I I C I 32.9 I 21.9 I 2.9 I 0.09 I 2.9 I 0.09 I I D I 20.6 I 13.7 I 1.4 I 0.07 I 1.4 I 0.07 I I E I 1.4 I 0.9 I 0.1 I 0.08 I 0.1 I 0.08 I I F I 202.9 I 135.3 I 22.1 I 0.11 I 22.1 I 0.11 I ---------------------------------------------------------------------------- I ALL I 636.2 I 424.2 I 64.3 I 0.10 I 64.3 I 0.10 I ---------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD. * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD. * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. END OF JOB ============================================= end of file ===============================================
[Printed at 16:35:03 on 19/05/2011]
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2030 without Office\80962-Stobart Widnes - Desoto Rd RB - PM 2030+Committed+WH.vao - Page 1 -------------------------------------------------------------------------------- ___________________ A R C A D Y 6 ___________________ ASSESSMENT OF ROUNDABOUT CAPACITY AND DELAY Analysis Program: Release 3.0 (JUNE 2005) (c) Copyright TRL Limited, 2004 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO ______________________________________________________ For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) 1344 770018 Crowthorne House Fax: +44 (0) 1344 770864 Nine Mile Ride Email: [email protected] Wokingham, Berks. Web: www.trlsoftware.co.uk RG40 3GA,UK --------------------------------------------------------------------------------- THE USER OF THIS COMPUTER PROGRAM FOR THE SOLUTION OF AN ENGINEERING PROBLEM IS IN NO WAY RELIEVED OF THEIR RESPONSIBILITY FOR THE CORRECTNESS OF THE SOLUTION --------------------------------------------------------------------------------- Run with file:- "y:\80000-84999\80962 - Stobart, Widnes\Junctions\2030 without Office\ 80962-Stobart Widnes - Desoto Rd RB - PM 2030+Committed+WH.vai"(drive-on-the-left ) at 10:46:57 on Tuesday, 31 May 2011
FILE PROPERTIES *************** RUN TITLE: 80962-Stobart Widnes - Desoto Road RB - PM 2030+Committed+WH LOCATION: Widnes DATE: 19/05/2011 CLIENT: Stobart Developments Ltd ENUMERATOR: jacqui [HOSHI] JOB NUMBER: 80962 STATUS: Final Version DESCRIPTION:
INPUT DATA ********** ARM A - Desoto Road East ARM B - Desoto Road West ARM C - Macdermott Road ARM D - Tesco Access ARM E - HGV Egress ARM F - Desoto Road
GEOMETRIC DATA -------------- ----------------------------------------------------------------------------------------------------------------------- I ARM I V (M) I E (M) I L (M) I R (M) I D (M) I PHI (DEG) I SLOPE I INTERCEPT (PCU/MIN) I ----------------------------------------------------------------------------------------------------------------------- I ARM A I 4.30 I 5.10 I 0.00 I 9.00 I 40.00 I 53.0 I 0.526 I 22.160 I I ARM B I 4.30 I 5.00 I 3.00 I 10.00 I 40.00 I 25.0 I 0.568 I 22.990 I I ARM C I 3.00 I 5.10 I 5.00 I 6.00 I 70.00 I 60.0 I 0.331 I 15.381 I I ARM D I 6.00 I 6.00 I 5.00 I 20.00 I 70.00 I 30.0 I 0.524 I 30.300 I I ARM E I 8.10 I 8.10 I 0.00 I 6.00 I 40.00 I 78.0 I 0.570 I 29.425 I I ARM F I 3.10 I 5.10 I 5.00 I 9.00 I 40.00 I 41.0 I 0.490 I 18.118 I ----------------------------------------------------------------------------------------------------------------------- V = approach half-width L = effective flare length D = inscribed circle diameter E = entry width R = entry radius PHI = entry angle
TRAFFIC DEMAND DATA ------------------- (Only sets included in the current run are shown)
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2030 without Office\80962-Stobart Widnes - Desoto Rd RB - PM 2030+Committed+WH.vao - Page 2 -------------------------------------------------------------------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I I D I 100 I I E I 100 I I F I 100 I -----------------------
TIME PERIOD BEGINS 16.45 AND ENDS 18.15
LENGTH OF TIME PERIOD - 90 MINUTES. LENGTH OF TIME SEGMENT - 15 MINUTES.
DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA DEMAND SET TITLE: 80962-Stobart Widnes - Desoto Road RB - PM 2030+Committed+WH ----------------------------------------------------------------------------- I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED IFALLING I PEAK I OF PEAK I PEAK I ----------------------------------------------------------------------------- I ARM A I 15.00 I 45.00 I 75.00 I 2.00 I 3.00 I 2.00 I I ARM B I 15.00 I 45.00 I 75.00 I 0.31 I 0.47 I 0.31 I I ARM C I 15.00 I 45.00 I 75.00 I 0.43 I 0.64 I 0.43 I I ARM D I 15.00 I 45.00 I 75.00 I 0.28 I 0.41 I 0.28 I I ARM E I 15.00 I 45.00 I 75.00 I 0.04 I 0.06 I 0.04 I I ARM F I 15.00 I 45.00 I 75.00 I 2.66 I 3.99 I 2.66 I ----------------------------------------------------------------------------- DEMAND SET TITLE: 80962-Stobart Widnes - Desoto Road RB - PM 2030+Committed+WH
-------------------------------------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS (VEH/HR) I I I (PERCENTAGE OF H.V.S) I I ----------------------------------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ARM D I ARM E I ARM F I -------------------------------------------------------------------------------------- I 16.45 - 18.15 I I I I I I I I I I ARM A I 0.000 I 0.244 I 0.094 I 0.006 I 0.000 I 0.656 I I I I 0.0 I 39.0 I 15.0 I 1.0 I 0.0 I 105.0 I I I I ( 0.0)I ( 5.0)I ( 13.0)I (100.0)I ( 0.0)I ( 45.0)I I I I I I I I I I I I ARM B I 0.200 I 0.000 I 0.200 I 0.200 I 0.000 I 0.400 I I I I 5.0 I 0.0 I 5.0 I 5.0 I 0.0 I 10.0 I I I I ( 60.0)I ( 0.0)I ( 40.0)I (100.0)I ( 0.0)I ( 50.0)I I I I I I I I I I I I ARM C I 0.618 I 0.294 I 0.000 I 0.000 I 0.000 I 0.088 I I I I 21.0 I 10.0 I 0.0 I 0.0 I 0.0 I 3.0 I I I I ( 19.0)I ( 0.0)I ( 0.0)I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I I I I ARM D I 0.545 I 0.409 I 0.000 I 0.000 I 0.000 I 0.045 I I I I 12.0 I 9.0 I 0.0 I 0.0 I 0.0 I 1.0 I I I I ( 92.0)I ( 89.0)I ( 0.0)I ( 0.0)I ( 0.0)I (100.0)I I I I I I I I I I I I ARM E I 0.333 I 0.333 I 0.333 I 0.000 I 0.000 I 0.000 I I I I 1.0 I 1.0 I 1.0 I 0.0 I 0.0 I 0.0 I I I I (100.0)I (100.0)I ( 0.0)I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I I I I ARM F I 0.202 I 0.789 I 0.009 I 0.000 I 0.000 I 0.000 I I I I 43.0 I 168.0 I 2.0 I 0.0 I 0.0 I 0.0 I I I I ( 35.0)I ( 44.0)I (100.0)I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I I --------------------------------------------------------------------------------------
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT --------------------------------------------------------
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2030 without Office\80962-Stobart Widnes - Desoto Rd RB - PM 2030+Committed+WH.vao - Page 3 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 16.45-17.00 I I ARM A 2.00 15.35 0.130 0.0 0.1 2.2 0.07 I I ARM B 0.31 13.59 0.023 0.0 0.0 0.3 0.08 I I ARM C 0.43 13.07 0.033 0.0 0.0 0.5 0.08 I I ARM D 0.28 15.12 0.018 0.0 0.0 0.3 0.07 I I ARM E 0.04 16.56 0.002 0.0 0.0 0.0 0.06 I I ARM F 2.66 12.32 0.216 0.0 0.3 4.0 0.10 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.00-17.15 I I ARM A 2.39 15.08 0.158 0.1 0.2 2.8 0.08 I I ARM B 0.37 13.44 0.028 0.0 0.0 0.4 0.08 I I ARM C 0.51 12.94 0.039 0.0 0.0 0.6 0.08 I I ARM D 0.33 14.98 0.022 0.0 0.0 0.3 0.07 I I ARM E 0.04 16.35 0.003 0.0 0.0 0.0 0.06 I I ARM F 3.18 12.24 0.260 0.3 0.3 5.1 0.11 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.15-17.30 I I ARM A 2.92 14.72 0.199 0.2 0.2 3.6 0.08 I I ARM B 0.46 13.23 0.035 0.0 0.0 0.5 0.08 I I ARM C 0.62 12.75 0.049 0.0 0.1 0.8 0.08 I I ARM D 0.40 14.78 0.027 0.0 0.0 0.4 0.07 I I ARM E 0.05 16.06 0.003 0.0 0.0 0.1 0.06 I I ARM F 3.89 12.14 0.321 0.3 0.5 6.8 0.12 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.30-17.45 I I ARM A 2.92 14.71 0.199 0.2 0.2 3.7 0.08 I I ARM B 0.46 13.22 0.035 0.0 0.0 0.5 0.08 I I ARM C 0.62 12.75 0.049 0.1 0.1 0.8 0.08 I I ARM D 0.40 14.78 0.027 0.0 0.0 0.4 0.07 I I ARM E 0.05 16.06 0.003 0.0 0.0 0.1 0.06 I I ARM F 3.89 12.14 0.321 0.5 0.5 7.0 0.12 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.45-18.00 I I ARM A 2.39 15.08 0.158 0.2 0.2 2.9 0.08 I I ARM B 0.37 13.43 0.028 0.0 0.0 0.4 0.08 I I ARM C 0.51 12.94 0.039 0.1 0.0 0.6 0.08 I I ARM D 0.33 14.98 0.022 0.0 0.0 0.3 0.07 I I ARM E 0.04 16.35 0.003 0.0 0.0 0.0 0.06 I I ARM F 3.18 12.24 0.260 0.5 0.4 5.4 0.11 I I I ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 18.00-18.15 I I ARM A 2.00 15.33 0.130 0.2 0.2 2.3 0.08 I I ARM B 0.31 13.58 0.023 0.0 0.0 0.4 0.08 I I ARM C 0.43 13.07 0.033 0.0 0.0 0.5 0.08 I I ARM D 0.28 15.12 0.018 0.0 0.0 0.3 0.07 I I ARM E 0.04 16.56 0.002 0.0 0.0 0.0 0.06 I I ARM F 2.66 12.32 0.216 0.4 0.3 4.3 0.10 I I I ------------------------------------------------------------------------------------------------------------------
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2030 without Office\80962-Stobart Widnes - Desoto Rd RB - PM 2030+Committed+WH.vao - Page 4 -------------------------------------------------------------------------------- QUEUE AT ARM A -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 17.00 0.1 17.15 0.2 17.30 0.2 17.45 0.2 18.00 0.2 18.15 0.2
QUEUE AT ARM B -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 17.00 0.0 17.15 0.0 17.30 0.0 17.45 0.0 18.00 0.0 18.15 0.0
QUEUE AT ARM C -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 17.00 0.0 17.15 0.0 17.30 0.1 17.45 0.1 18.00 0.0 18.15 0.0
QUEUE AT ARM D -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 17.00 0.0 17.15 0.0 17.30 0.0 17.45 0.0 18.00 0.0 18.15 0.0
QUEUE AT ARM E -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 17.00 0.0 17.15 0.0 17.30 0.0 17.45 0.0 18.00 0.0 18.15 0.0
-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2030 without Office\80962-Stobart Widnes - Desoto Rd RB - PM 2030+Committed+WH.vao - Page 5 -------------------------------------------------------------------------------- QUEUE AT ARM F -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 17.00 0.3 17.15 0.3 17.30 0.5 17.45 0.5 18.00 0.4 18.15 0.3
QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- ---------------------------------------------------------------------------- I ARM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I------------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I ---------------------------------------------------------------------------- I A I 219.4 I 146.3 I 17.5 I 0.08 I 17.5 I 0.08 I I B I 34.3 I 22.9 I 2.6 I 0.08 I 2.6 I 0.08 I I C I 46.6 I 31.1 I 3.7 I 0.08 I 3.7 I 0.08 I I D I 30.2 I 20.1 I 2.1 I 0.07 I 2.1 I 0.07 I I E I 4.1 I 2.7 I 0.3 I 0.06 I 0.3 I 0.06 I I F I 292.1 I 194.7 I 32.6 I 0.11 I 32.6 I 0.11 I ---------------------------------------------------------------------------- I ALL I 626.6 I 417.8 I 58.8 I 0.09 I 58.8 I 0.09 I ---------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD. * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD. * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. END OF JOB ============================================= end of file ===============================================
[Printed at 10:47:07 on 31/05/2011]
Stobart Park, 3MG, Widnes 80962/001jls.rep
Page 54 June 2011
Appendix E
ANALYSIS OF PERSONAL INJURY ACCIDENT RECORDJOB No. 80962 SITE 3MG Site, Stobart, Widnes ANALYSED BY JLS
JOB NAME Stobart, Widnes 5 YEARS from 01/01/2006 to 31/12/2010 DATE Mar-11
?
?
? ? ? ? ? ? ?
? ? ?
1 2 3 4 5 6 7 8 9 10 11 12
Reference No. 0600182 600971 601939 600514 604394 CC07321436 700593 CC07250696 CC07398550 701279 702295 CC08073280
date 15-Jan-2006 8-Mar-2006 19-May-2006 7-Feb-2006 5-Nov-2006 20-Sep-2007 13-Feb-2007 29-Jul-2007 26-Nov-2007 26-Mar-2007 12-Jun-2007 10-Mar-2008
time 21:08 15:55 19:21 19:50 18:54 8:45 8:30 17:10 15:40 14:00 12:45 14:35
severity Serious Slight Slight Slight Slight Slight Slight Slight Slight Slight Slight Slight
no. vehicles 2 2 2 2 4 2 2 1 1 2 2 2
no. casualties 2 1 1 1 2 1 1 1 1 2 1 1
light/dark Dark Light Light Dark Light Unknown Unknown Unknown Unknown Unknown Unknown Unknown
road dry/wet Dry Wet Wet Wet Dry Dry Wet Dry Dry Dry Dry Unknown
weather Fine Rain Rain Rain Fine Fine Rain Fine Fine Fine Fine Fine
pedestrian
pedal cycle
motor cycle Yes
parked veh LGV / HGV / PSV HGV LGV LGV LGV LGV HGV
skidding
other loss control
failed to give way
excessive speed
on bend
rear shunt Yes Yes Yes Yes Yes Yes Yes
right turn left turn
overtaking Yes Yes
head-on Yes
changing lane single veh pedestrian
other
description
VEH.1 ENTERS TRAFFIC
LIGHT JUNCTION AND
COLLIDES WITH VEH.2
TRAVELLING IN THE
OPPOSITE DIRECTION.
VEH.1 TRAVELLING ALONG
DITTON ROAD BEHIND
VEH.2, VEH.1 COLLIDES
WITH REAR OF VEH.2.
V2 TRAVELLING W-E ALONG DITTON ROAD TURNS RIGHT
OFF DITTON ROAD INTO PRIVATE D/WAY. V1
TRAVELLING W-E ALONG DITTON ROAD ATTEMPTS TO
OVERTAKE V2 WHILST V2 MANOUVRES INTO DRIVEWAY ON RIGHT. V1 COLLIDES INTO FRONT N-SIDE WITH REAR O-SIDE THIRD AXEL WHEEL OF V2 CAUSING MINOR DAMAGE TO HGV EXTENSIVE DAMAGE
TO V1.
VEH.1 PULLS ONTO
OFFSIDE OF ROAD TO
OVERTAKE SLOW MOVING
VEHICLES AND COLLIDED
WITH VEH.2 TRAVELLING
IN OPPOSITE DIRECTION.
VEH.1 HAS ENTERED
DITTON ROAD FROM
DITTON ISLAND. VEH.1 HAS
LOST CONTROL, THE REAR
END HAS SPUN OUT ONTO
THE OPPOSITE SIDE OF
THE CARRIAGEWAY
COLLIDING WITH THE
FRONT OFFSIDE OF VEH.2.
VEH.3 HAS THEN
COLLIDED WITHTHE REAR
OF VEH.1 AND VEH.4
LIKEWISE WITH THE REAR
OF VEHICLE 3.
VEH.2 CAME TO A STOP IN
SLOW MOVING TRAFFIC.
VEH.1 COLLIDED WITH
REAR OF VEH.2.
VEH.2 TRAVELLING ALONG
DITTON ROAD TOWARDS
LIVERPOOL FOLLOWING
UNKNOWN VEHICLE.
VEH.1 TRAVELLING
BEHIND VEH.2 INTHE SAME
DIRECTION. UNKNOWN
VEHICLES STOPPED TO
TURN RIGHT INTO
ST.MICHAELS ROAD AND
VEH.2 SLOWED DOWN TO
STOP
VEH.2 WAITING ON DITTON
ROAD TO TURN RIGHT
INTO ST.MICHAELS ROAD.
VEH.1 FAILS TO STOP AND
COLLILDES WITH REAR OF
VEH.2.
DRIVER OF V1 IS INITIALLY
INVOLVED IN ARGUEMENT
WITH DRIVER V2. THEN,
DRIVER V2 APPROACHES
DRIVER V1. DRIVER V1 IN
FEAR OF PHYSICAL
ATTACK, DRIVES
FORWARD TO ESCAPE.
DRIVER V2, IN FEAR OF
BEING HIT BY TRAFFIC IN
CARRIAGEWAY GRABS
HOLD OF VEH.1 AND IS
DRAGGED ALONG THE
ROAD APPROX. 100
METRES.
VEH.2 TRAVELLING ALONG
DITTON ROAD TOWARDS
DITTON ISLAND APPROX.
100 METRES PROIR TO
ISLAND, VEH.2 SLOWS
DOWN DUE TO VEHICLE
AHEAD, VEH.1 FAILS TO
SLOW AND COLLIDES
WITH REAR OF VEH.2.
VEHICLE 1 AND VEHICLE 2
DRIVING ALONG DITTON
ROAD IN THE DIRECTION
OF DITTON ISLAND.
VEHICLE 2 STOPS AT THE
ROUNDABOUT VEHICLE 1
FAILS TO STOP AND
COLLIDES WITH THE REAR
OF VEHICLE 2
VEH.1 TRAVELLING
THROUGH JUNCTION OF
HALE ROAD AND DITTON
ROAD, APPROACHES
JUNCTION FOLLOWING
VEHICLES TURNING LEFT
IN FILTER LANE. VEH.1
TRAVELS STRIAGHT ON
INTO PATH OF ONCOMING
VEH.2.
other contributory factors
Impaired by alcoholFailed to judge other
persons path or speed
Failed to signal/misleading
signal
Failed to look properly,
Failed to judge other
persons path/speed
Exceeding speed limit.
Imparied by alcohol
location Ditton Road j/w Hale
Road
Ditton Road 300 m SE of j/w St Michaels
Road
Ditton Road 360m W of j/w St Michaels
Road
Ditton Road 500 M east of j/w St
Michaels Road
Ditton Road 70M west of junction with
Speke Road
Ditton Road at j/w St Michaels Road
Ditton Road at j/w St Michaels Road
Ditton Road Ditton RoadDitton Road 100 m West of j/w Speke
Road
Ditton Road j/w Speke Road
Ditton Road
OS grid ref E 349020 349820 349880 350020 350510 350687 349520 349513 350383 350490 350560 349007
OS grid ref N 384770 384870 384870 384880 384920 384799 384860 384861 384902 384920 384960 384771
SECTION 1 1 1 1 1 1 1 1 1 1 1 1
? ? ? ? ? ? ? ? ? ? ? ? ?
13 14 15 16 17 18 19 20 21 22 23 24 25
CC08071549 CC08058393 CC08047337 CC08126406 CC09024564 709104398 CC09050744 CC09021131 CC10277532 CC10040962 CC10233683 CC10237402 603368
8-Mar-2008 25-Feb-2008 14-Feb-2008 29-Apr-2008 25-Jan-2009 3-Apr-2009 18-Feb-2009 22-Jan-2009 21-Sep-2010 11-Feb-2010 11-Aug-2010 14-Aug-2010 26-Aug-2006
20:31 20:14 10:30 16:30 12:00 2:50 17:25 10:36 19:39 14:40 14:20 22:48 6:55
Slight Slight Serious Slight Slight Serious Slight Slight Serious Slight Slight Slight Slight
2 3 1 2 2 2 2 2 1 2 1 1 2
3 2 1 1 1 1 1 1 1 3 1 1 1
Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Light
Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Dry
Fine Rain Fine Fine Fine Fine Fine Fine Fine Fine Fine Fine Fine
Yes
Yes Yes Yes Yes
LGV HGV
Yes Yes Yes
Yes Yes Yes Yes
VEH.2 WAS SLOWING
DOWN DUE TO A
JUNCTION, VEH.1 CAME
STRAIGHT OUT OF SIDE
ROAD, WENT ON THE
WRONG SIDE OF THE MAIN
ROAD AND HIT VEH.2
CAUSING DAMAGE. VHE.1
SPED OFF, FAILING TO
STOP. DRIVER VEH.2 AND
PASSENGERS SUSTAINED
INJURY.
GOLD FORD FOCUS (NON
STOP) TURNED SHARPLY
OFF DITTON ROAD ONTO
ST MICHAELS NARROWLY
AVOIDING THE BLUE
CORSA WHICH WAS
FORCED TO SWERVE TO
MISS IT AND COLLIDED
WITH ONCOMING VEHICLE
V1 MOTORCYCLE
TRAVELLING ALONG MAIN
ROAD IN URBAN
INDUSTRIAL
DEVELOPMENT AREA
COMES UPON MUD ON
ROAD DRAGGED BY
LORRIES LEAVING SITE. V1
LOOSES CONTROL ON
MUD, FALLS FROM
MACHINE AND SUSTAINS
SERIOUS INJURY.
VEH.2 STATIONARY AT
ROUNDABOUT WAITING
FOR TRAFFIC TO CLEAR.
VHE.1 COLLIDES WITH
REAR OF VEH.2.
VEHICLE 1 IS TRAVELLING
AT LOW SPEED ALONG
DITTON ROAD. REAR SEAT
PASSENGER OF VEHICLE 1
OPENS DOOR TO VEHICLE
CAUSING CYCLIST TO
COLLIDE WITH DOOR FALL
OFF AND SUSTAIN MINOR
ABRASION TO KNEE,
VEHICLE 1 LEAVES THE
SCENE.
STOLEN MOTOR VEHICLE
PURSUIT. STOLEN
VEHICLE (V1) WAS
STOPPED AND REVERSED
AT SPEED AT MARKED
POLICE VEHICLE (V2)
VEHICLE 2 INDICATED AND
WAS TURNING RIGHT
WHEN IT WAS HIT BY
VEHICLE 1 . VEHICLE 1 DID
NOT STOP AND DROVE
OFF
V2 WAS STATIC ON
DITTON ROAD AND
WAITING TO TURN RIGHT
WHEN VEHICLE 1 THAT
WAS TRAVELLING ALONG
DITTON ROAD COLLIDES
WITH THE RAER OF V2.
VEHICLE ONE
NEGOTIATES LEFT HAND
BEND AND RIDER FALLS
OFF MACHINE
VEHICLE 2 REDUCES
SPEED AND COMES TO A
STOP INTENDING TO TURN
RIGHT AND IS HIT FROM
THE REAR BY VEHICLE 1
DRIVER OF V1 HAS
LOOKED AWAY FROM HIS
PATH OF TRAVEL. WHEN
HE HAS LOOKED AGAIN,
HE HAS BEEN CAUSED TO
BRAKE AND SWERVE
TIPPING ONTO ITS
OFFSIDE, SLIDING TO A
HALT HALF ON THE ROAD
AND HALF ON THE
PAVEMENT.
VEH.1 HAS BEEN
TRAVELLING ALONG
DITTON ROAD TOWARDS
DITTON ISLAND, UPON
APPROACHING
ROUNDABOUT, VEH.1 HAS
BEGUN TO BRAKE AND IT
WOULD APPEAR THAT
VEH.1 HAS LOST CONTROL
AND HIT NEARSIDE KERB.
VHE.1 HAS
OVERCORRECTED AND
FELL OFF BIKE, HAVING
LOST BALANCE
VEH.1 BEGINS TO PASS A
VAN, INDICATING TO TURN
RIGHT ON ITS NEARSIDE.
AS THE VAN CONTINUES
STRAIGHT ON, VHE.1
TURNS LEFT TO AVOID
COLLISION AND HITS
TRAFFIC SIGN.
Careless/reckless/in a
hurry
Ditton Road Ditton Road Ditton Road Ditton Sliproad Ditton Road Ditton Road Ditton Road Ditton Road Ditton Road Ditton Road Ditton Road Ditton RoadHale Road j/w Ditton
Rd
349520 349507 349718 350624 349066 349085 349509 350283 349049 349511 350464 350565 349020
384861 384864 384870 385080 384789 384795 384864 384898 384776 384859 384921 384966 384780
1 1 1 1 1 1 1 1 1 1 1 1 1
#REF! #REF! #REF! #REF! ? ? ? ? ? ? ?
26 27 28 29 30 31 32 33 34 35 36 37 38
CC08057664 CC09389095 CC10363427 CC10026335 603038 604357 603719 CC08310990 CC10081547 CC10361014 CC08073392 CC10361014 CC08359765
25-Feb-2008 12-Dec-2009 14-Dec-2010 27-Jan-2010 3-Aug-2006 25-Oct-2006 19-Sep-2006 13-Oct-2008 23-Mar-2010 11-Dec-2010 10-Mar-2008 11-Dec-2010 27-Nov-2008
9:00 12:27 7:36 17:40 8:00 13:05 18:25 16:30 17:30 12:30 16:13 12:30 12:15
Slight Slight Slight Slight Slight Slight Slight Slight Slight Slight Slight Slight Slight
1 2 2 2 2 2 2 2 2 2 2 2 2
2 1 1 1 1 2 2 2 1 2 1 2 1
Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown
Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Wet Dry Unknown
Fine Fine Fine Fine F F F Fine Rain Fine Rain Fine Rain
Yes Yes
Yes
LGV HGV
Yes Yes Yes Yes Yes Yes Yes Yes Yes
Yes
VEHICLE 1 WHILE
NEGOTIATING
ROUNDABOUT LEAVES
CARRIAGEWY TO
NEARSIDE AND COLLIDES
WITH LAMP POST
VEH.1 PULLS ONTO THE
ROUNDABOUT AND INTO
THE PATH OF VEH.2 WHO
SWERVES, VEH.2
COLLIDES WITH VEH.1'S
DRIVERS SIDE.
VEH.1 FAILS TO GIVE WAY
ON ENTERING
ROUNDABOUT AND
CAUSED VEH.2
(MOTORCYCLE) ALREADY
NEGOTIATING
ROUNDABOUT TO TAKE
AVOIDING ACTION, RIDER
OF VEH.2 FALLS FROM
VEH. AND SUSTAINS
INJURY.
VEH.2 IS NEGOTIATING
THE ROUNDABOUT
INTENDING TO GO ONTO
A533 QUEENSWAY, VEH.1
ENTERS ROUNDABOUT
FROM A562/MOOR LANE
DIRECTION AND HITS
REAR OF VEH.2 SPINNING
IT AROUND 180%.
VEH.1 ENTERS
ROUNDABOUT INTO PATH
OF ONCOMING VHEICLE 2,
VEH.2 (PEDAL CYCLE)
UNABLE TO AVOID, RIDER
IS THROWN CLEAR FROM
IMPACT.
VEH.2 IS STOPPED AT
JUNCTION, WAITING FOR
WAY TO BE CLEAR TO
ENTER ROUNDABOUT.
VEH.1 FAILS TO SLOW
DOWN AND STOP,
COLLIDES WITH REAR OF
VEH.2.
VEH.2 STATIONARY AT
ROUNDABOUT WAITING TO
GO STRAIGHT AHEAD
ONTO DITTON ROAD.
VEH.1 DRIVES INTO REAR
OF VEH.2 CAUSING SLIGHT
DAMAGE AND MINOR
INJURY.
V2 STATIONARY AT
ROUNDABOUT WHEN V1
COLLIDED WITHH REAR.
VEH.2 STATIONARY AND
WAITING TO ENTER
ROUNDABOUT IN LANE 2.
VEH.1 COLLIDES WITH
REAR OF VEH.2 WHICH
HAD NOT MOVED PRIOR
TO IMPACT.
VEH.2 WAS STOPPED AT
THE GIVEWAY WAITING TO
JOIN ROUNDABOUT TO
TURN LEFT, WHEN HER
VEHICLE WAS HIT FROM
BEHIND BY VEH.1.
BOTH VEH.1 AND VEH.2
EXITED THE A562 ONTO
THE SLIP ROAD TOWARDS
DITTON ISLAND. VEH.2
WAS STATIC AT THE GIVE
WAY AND VEH.1 HAS HIT
VEH. FROM BEHIND
VEH.2 WAS STOPPED AT
THE GIVEWAY WAITING TO
JOIN ROUNDABOUT TO
TURN LEFT, WHEN HER
VEHICLE WAS HIT FROM
BEHIND BY VEH.1.
V2 STOPPED AT
RUNDBAOUT JUNC A562 /
A5419 HEADING IN N
EASTERLY DIRECTION
TOWARDS KINGSWAY V1
RAN INTO REAR OF V2.
Failed to look properly,
failed to judge other
persons path or speed
Failed to look properly Failed to look properly,
carless/reckless/in a hurry
Ditton Island Ditton Island Ditton Island Ditton Island
MOOR LANE B5419 AT THE JUNCTION
WITH DITTON ROAD
MOOR LANE B5419 AT THE JUNCTION
WITH DITTON ROAD
MOOR LANE B5419 AT THE JUNCTION
WITH QUEENSWAY Moor Lane
MOOR LANE SOUTH
SPEKE ROAD SLIP ROAD
SPEKE ROAD SLIP ROAD
SPEKE ROAD SLIP ROAD
MOOR LANE SOUTH
350655 350637 350711 350707 350700 350710 350700 350711 350708 350622 350622 350622 350717
385075 385070 385032 385036 385040 385040 380505 385054 385050 385081 385079 385081 385098
2 2 2 2 2 2 2 2 2 2 2 2 3
? ? ? ? ? ? ? ? ? ? ? ? ?
39 40 41 42 43 44 45 46 47 48 49 50 51
CC09406910 CC10027429 CC10334800 CC07391884 604397 602317 603318 CC07399405 700696 CC07242934 CC08344579 CC08193265 CC08285517
28-Dec-2009 28-Jan-2010 14-Nov-2010 20-Nov-2007 4-Nov-2006 15-Jun-2006 16-Aug-2006 27-Nov-2007 21-Feb-2007 23-Jul-2007 13-Nov-2008 29-Jun-2008 20-Sep-2008
17:53 12:20 15:55 13:40 13:20 9:15 11:15 13:10 14:05 13:30 11:15 16:15 9:12
Slight Slight Serious Slight Slight Slight Slight Slight Slight Slight Slight Slight Slight
2 2 3 3 2 2 2 2 2 2 2 2 2
2 1 1 1 2 1 1 1 2 2 1 1 1
Unknown Unknown Unknown Unknown Light Light Light Unknown Unknown Unknown Unknown Unknown Unknown
Unknown Unknown Unknown Unknown Wet Dry Dry Dry Dry Dry Wet Dry Dry
Rain Fine Fine Fine Fine Fine Fine Fine Fine Fine Fine Fine Fine
Yes
LGV HGV LGV and HGV LGV LGV and HGV
Yes Yes Yes Yes Yes Yes Yes Yes Yes
V2 WAS HIT FROM BEHIND
BY V1 WHILE WAITING TO
TURN LEFT AT
ROUNDABOUT
VEHICLE 1 COLLIDES WITH
REAR OF VEHICLE 2
WHILST IT IS WAITING TO
JOIN ROUNDABOUT
V2 ENTERS ONTO THE
ROUNDABOUT AND THEN
BRAKES TO ALLOW
UNKNOWN V3 TO PASS. V1
THEN RUNS INTO THE
REAR OF STATIONERY V2.
VEH.1 BRAKED SUDDENLY
AND COLLIDED WITH REAR
OF VEH.2, WHICH IN TURN
COLLIDED WITH REAR OF
VEH.3.
DRIVER OF VEHICLE 1
EXITS ROUNDABOUT
ACROSS FRONT OF
VEHICLE 2 CAUSING
VEHICLE 2 TO CHANGE
COURSE UP SLIP ROAD.
VEHICLE 1 THEN STOPS IN
LANE TWO ON SLIP ROAD
AND DRIVER OF VEHICLE 2
PANICS PRESSES
ACCELERATOR INSTEAD
OF BRAKE AND COLLIDES
WITH REAR OF V2
VEHICLE 1 AND 2
TRAVELLING IN SAME
DIRECTION VEHICLE 2
STOPS SUDDENLY AND
VEHICLE 1 COLLIDES WITH
REAR VEHICLE 2.
V2 WAS STOPPED AT THE
ROUNDABOUT WAITING TO
GO AHEAD WHEN IT WAS
HIT FROM BEHIND VY V1.
VEH.2 EXITING A533
STOPS AT GIVEWAY
JUNCTION, HUTCHINSON
STREET, LOOKS TO SEE IF
CLEAR AND MOVES OFF.
VEH.1 APPROACHES
FROMOFFSIDE ALONG
HUTCHINSON ST., VEH.2
TRIES TO STOP AND
SOUNDS HORN BUT
COLLIDES WITH VEH.1.
VEHICLE 1 IS AT THE
JUNCTION OF DITTON
ROUNDABOUT, VEHICLE 2
IS BEHIND VEHICLE 1.
VEHICLE 2 HITS VEHICLE 1
IN REAR
VEH.2 WAS STATIONARY
DUE TO TRAFFIC ON THE
ROUNDABOUT, WHEN
VEH.1 HIT VEH.2 AT THE
REAR. VEH.1 DRIVER
SIGNALLED TO PULL
OVER, BUT THEN JUST
DROVE OFF, FAILING TO
STOP.
VEHICLE 2 WAS IN
OFFSIDE LANE OF A533
HEADING TOWARDS
WIDNES WHEN VEHICLE 1
MOVED FROM INSIDE LANE
TO OFFSIDE LANE HITTING
VEHICLE 2 SMASHING THE
NEARSIDE WING MIRROR
AND WINDOW OF VEHICLE
2. VEHICLE 1 DID NOT
STOP
VEH.2 FILTERED ACROSS
TO INSIDE LANE AS
DIRECTED BY
ROADWORKS. VEHICLE IN
FRONTS OF VEH.2
STOPPED, FORCING VEH.2
TO STOP, VEH.1 FAILED TO
STOP IN TIME AND
COLLIDED WITH VEH.2.
VEH.1 CHANGES FROM
LANE 1 INTO LANE 2 AND
COLLIDES WITH THE REAR
OF VEH.2. VEH.2 LOSES
CONTROL AND HITS
CENTRAL BARRIER, VEH.1
DRIVES OFF FAILNG TO
STOP.
Slippery road, exceeding
speed limit
Failed to look properly,
sudden braking
Following too close, failed
to look properly
ASHLEY WAY WEST ASHLEY WAY WEST ASHLEY WAY WEST ASHLEY WAY
QUEENSWAY A533 50 METRES SOUTH FROM JUNCTION
WITH MOOR LANE
SPEKE ROAD A562 285 MTRS EAST
FROM ACCESS SLIP FROM HALE ROAD
QUEENSWAY A533 SLIP ROAD FROM QUEENSWAY TO
DITTON ROAD
HUTCHINSON STREET
QUEENSWAY A533 EXIT SLIP FROM DITTON ROAD
QUEENSWAY QUEENSWAY QUEENSWAY QUEENSWAY
350762 350764 350759 350768 350670 349020 350610 350739 350620 350618 350880 350805 350710
385058 385084 385086 385084 384860 384890 384910 384706 384910 384915 384341 384456 384578
3 3 3 3 4 5 4 4 4 4 4 4 4
? ? ? ? ? ? ? ? ? ? ? ?
52 53 54 55 56 57 58 59 60 61 62 63 64
CC08189704 CC08315791 CC08189660 CC08037511 CC09398477 CC09105011 603480 CC09370721 CC09390797 710147850 CC10272648 CC10328415 CC10076093
26-Jun-2008 18-Oct-2008 26-Jun-2008 6-Feb-2008 21-Dec-2009 6-Apr-2009 5-Sep-2006 24-Nov-2009 14-Dec-2009 16-May-2010 17-Sep-2010 8-Nov-2010 18-Mar-2010
10:05 1:08 13:45 16:40 9:12 17:00 8:40 16:40 7:36 12:00 6:10 16:50 10:58
Slight Slight Slight Slight Slight Slight Slight Slight Slight Slight Slight Slight Slight
2 1 2 2 1 2 4 3 1 2 2 2 2
1 2 1 1 1 2 1 2 1 2 1 1 1
Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown
Dry Dry Dry Dry Ice Dry Dry Wet Wet Dry Dry Wet Dry
Fine Fine Fine Fine Fine Fine Fine Rain Fine Fine Unknown Rain Fine
Yes
HGV LGV
Yes Yes Yes Yes
Yes Yes Yes
VEH.2 WAS DRIVNG ON
INSIDE LANE WHEN VEH.1
JOINING BRIDGE TRAFFIC
FROM SLIP ROAD,
COLLIDED WITH NEARSIDE
OF VEH.2 CAUSING VEH.2
TO SWERVE ACROSS.
DRIVER LOSES CONTROL
OF VEHICLE, MOUNTS
KERB AND DEMOLISHES
STREET FURNITURE AND
TREES.
VEH.2 WAS AT
ROUNDABOUT WAITING TO
TURN ONTO DITTON ROAD
WHEN SHE WAS HIT FROM
BEHIND BY VEH.1 CAUSING
DAMAGE TO REAR
BUMPER AND SLIGHT
INJURY
VEH.2 WAS AT THE
ROUNDABOUT, WAITING
FOR IT TO CLEAR, WHEN
IT WAS HIT FROM BEHIND
BY VEH.1.
V1 EXITS ONTO OFF SLIP,
SKIDS ON ICE AND LEAVES
CARRIDGEWAY TO
OFFSIDE AND HITS
BARRIER, REBOUNDING
BACK INTO CARRIDGEWAY
VEH.2 SLOWLY PULLED
AWAY FROM JUNCTION
(SLIP ROAD) THEN
BRAKED, VEH.1 COLLIDES
WITH REAR OF VEH.2.
VEHICLE 4 BROKEN DOWN
ON A533 LIVERPOOL
BOUND PRIOR TO DITTON
ISLAND OFF SLIP ON
SLIGHT BEND IN LANE 1.
OTHER VEHICLES WERE
TRYING TO NEGOTIATE
VEHICLE 4 IN HEAVY
TRAFFIC. VEHICLES 2
AND 3 SLOW BEHIND
VEHICLE 4 TO PASS IT.
VEHICLE 1 COLLIDES WITH
REAR OF VEHICLE 3
PUSHING IT INTO VEHICLE
2 WHICH IS AHEAD.
VEHICLES ONE,TWO AND
THREE ALL TRAVELLING
IN THE SAME DIRECTION
LOSE CONTROL ON
SLIPPERY ROAD SURFACE
AND COLLIDE.
VEH.1 OVERTAKING
UNKNOWN (NON
CONTRIBUTARY) VEHICLE
ON RIGHT HAND BEND,
LOSES CONTROL,
COLLIDES WITH NEARSIDE
ARMCO , BOUNCES BACK
AND CONTINUES IN LANE
1. VEH.1 COMES TO A
STOP AFTER COLLIDING
AGAIN WITH NEARSIDE
ARMCO.
VEHICLE 1 & 2
TRAVELLING SAME
DIRECTION ON TWO LANE
ROAD. VEHICLE 1 MOVES
LANE TO NEARSIDE AND
COLLIDES WITH VEHICLE
2. VEHICLE 1 FAILS TO
STOP
V1 AND V2 BOTH
TRAVELLING LIVERPOOL
BOUND ON DUAL
CARRIAGEWAY. V1 IN
LANE 2 IS OVERTAKING V2
THAT IS IN LANE 1. V1
THEN MOVES INTO LANE 1
AND COLLIDES WITH V2,
CAUSING RIDER TO LOSE
CONTROL. V1 THEN EXITS
DUAL CARRIAGEWAY
ONTO THE SLIP ROAD
TOWARD DITTON ISLAND
V1 TRAVELLING SOUTH IN
LANE 2. MOVES INTO LANE
1 CAUSING DRIVER OF V2
TO BRAKE, LOSING
CONTROL OF VEHICLE
AND COLLIDING WITH
NEARSIDE CRASH
BARRIER.
TWO VEHICLES
TRAVELLING SAME
DIRECTION ON DUAL
CARRIAGEWAY DRIVER OF
VEHICLE 1 BRAKES AS
SHE FEELS VEHICLE 2 IS
TOO CLOSE BEHIND.
VEHICLE 2 COLLIDES WITH
REAR OF VEHICLE 1
Animal or object in
carriageway, failed to look
properly
QUEENSWAY QUEENSWAYQUEENSWAY SLIP
ROADQUEENSWAY QUEENSWAY SLIP
QUEENSWAY SLIP ROAD
QUEENSWAY A533 80 METRES SOUTH FROM JUNCTION
WITH DITTON ISLAND OFF SLIP
WIDNES
QUEENSWAY QUEENSWAY QUEENSWAY QUEENSWAY QUEENSWAY QUEENSWAY
350727 350625 350620 350615 350660 350614 350800 350601 350597 350769 350751 350601 350550
384585 384913 384917 384920 384656 384916 384420 385040 385051 384465 384486 385048 385099
4 4 4 4 4 4 4 4 4 4 4 4 4
#REF! ? ?
65 66 67
CC10058832 600829 604813
1-Mar-2010 1-Mar-2006 27-Nov-2006
14:08 9:45 7:20
Slight Slight Slight
1 1 1
1 1 1
Unknown Unknown Unknown
Dry Unknown Unknown
Fine Unknown Unknown
Yes
Yes Yes
VEH.1 TRAVELLING ALONG
DESOTO ROAD BEFORE
TURNING LEFT ONTO THE
SLIP ROAD LEADING TO
THE RUNCORN BRIDGE. AS
VEH.1 TURNED, VEHICLE
COLLIDED WITH OFFSIDE
KERB BEFORE OVER-
TURNING, TRAPPING
DRIVER.
VEHICLE 1 TRAVELLING
AROUND A ROUNDABOUT
COLLIDES WITH
PERMANENT CONCRETE
BASED ^KEEP LEFT^ SIGN
V1 COLLIDES WITH
OFFSIDE OF V2 WHILST
OVERTAKING IT THEN
FAILS TO STOP
Inadequate/masked signs
or road markings,
distraction in vehicle
Passing too close to
cyclist, horse or pedestrian
DESOTO ROAD
DESOTO ROAD, WEST BANK DOCK ESTATE UNC AT THE JUNCTION
WITH MCDERMOTT ROAD
MCDERMOTT ROAD UNC 30 MTRS
NORTH OF JUNCTION WITH
DOCK ROAD
350740 350590 350870
384692 384550 384270
5 5 5
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