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TECHNICAL NOTE
J:\25134 East Kettering\Word\Notes\Transport Technical Notes\131220 TN 18 - Local Junction a - g Reassessments - No Roxhill Devt.docx Page 1 of 14
Job Name: East Kettering Sustainable Urban Extension
Job No: 25134
Note No: Technical Note 18
Date: 20th December, 2013
Prepared By: Tom Althorpe / John Hopkins
Approved By: Simon Davis
Subject: Assessment of Off-Site Junctions – 2021 Do Something Addendum Test Phase 2 scenario – 2,700 dwellings on East Kettering - no A14 Junction 10a nor Roxhill A14 Business Park proposals
1 Introduction
1.1 Peter Brett Associates LLP (referred to from here as Peter Brett Associates, or PBA) has been commissioned by Alledge Brook LLP to provide technical information to support the discharge of transport-related conditions associated with the East Kettering Sustainable Urban Extension (the East Kettering Development) granted outline planning permission on 1st April 2010 - planning application references KET/2007/0694 and KET/2008/0274.
1.2 As part of the earlier Transport Assessment to support the original outline planning application in 2008, Colin Buchanan and Partners Limited identified six off-site junctions would require mitigation in the future year assessments. These are referred to as Junctions a to g and are shown on Figure 1. These were the subject of further assessment as part of the Discharge of Condition 83 of the outline planning permissions in the report (Traffic Access and Impact Assessment – Phasing) prepared by Peter Brett Associates in March 2013. (As per the Condition 83 Discharge Report, this work did not include Junction f - the Bus Priority Scheme along Barton Road).
1.3 Alledge Brook LLP has subsequently sought an amendment to the agreed infrastructure phasing strategy – delaying the implementation of the proposed A14 Junction 10a to the end of Phase 2 (2700 Units). Following some initial discussions relating to the strategic highway network, this Technical Note has been prepared at the request of Northamptonshire Highways specifically to provide information on the capacities for the local highway network within Kettering.
1.4 For completeness of the assessment, the proposed Access F (adjacent A14 Junction 10) has also been assessed with these flows, and is reported in this Technical Note. This element follows the submission of PBA Technical Note 11 in October 2013 – Access F Interim Enhancement Results Summary.
1.5 This Technical Note 18 considers the junctions within the local highway network with: i) 2,700 dwellings on East Kettering;
ii) no A14 Junction 10a
1.6 A corresponding Technical Note 15 (issued on 10th December 2013) considers the above, but also considers conditions on the local highway network with the additional Roxhill A14 Business Park Development flows and their associated A14 Junction 10 proposals – this Technical Note considers neither.
Peter Brett Associates LLP
11 Prospect Court
Courteenhall Road, Blisworth
Northampton NN7 3DG
T: +44 (0)1604 878 300
F: +44 (0)1604 878 333
Website: www.peterbrett.com
TECHNICAL NOTE
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2 NSTM Data
2.1 The earlier Condition 83 Phasing Discharge assessment work was based upon the flows obtained from Northamptonshire Highways’ Northamptonshire Strategic Transport (SATURN) Model (NSTM), for the Phase 1, Phase 2 and the Full Development options. These were provided in November 2012.
2.2 Following Northamptonshire Highways’ request for the reassessment to support the infrastructure phasing amendment, two further runs were undertaken of the NSTM: i) the 2021 Do Something Addendum Test Phase 2 - the results were provided to Peter
Brett Associates on 2nd December 2013. This informed the earlier Technical Note 15, and considered 2,700 dwellings at East Kettering, no A14 Junction 10a, and with Roxhill A14 Business Park proposals (the A14 Business Park Development and the associated A14 Junction 10 proposals); and
ii) the 2021 Do Something Second Addendum Test Phase 2 - these results were provided to Peter Brett Associates on 22nd November 2013. This informs this Technical Note 18, and considers 2,700 dwellings at East Kettering, no A14 Junction 10a, but with no Roxhill A14 Business Park proposals.
2.3 Therefore, the work considered in this Technical Note 18 has the following variations from that
considered in the Condition 83 Discharge work: i) A14 Junction 10a, and the surrounding linking infrastructure, has been removed from
the NSTM model network; and
ii) A14 Junction 10 has been upgraded in the NSTM model network to reflect the East Kettering Development interim enhancement mitigation proposals (shown on 25134 / 001 / 038).
2.4 The 2021 Do Something Second Addendum Test Phase 2 SATURN model output of the
turning movements for the junctions considered within this Technical Note are included in Appendix 1.
3 Junction a – Stamford Road / Windmill Avenue Roun dabout
3.1 For the Phase 2 scenario, the Condition 83 Discharge Report summarised the results of the junction capacity assessments with the 2021 Phase 2 flow scenarios for Junction a – Stamford Road / Windmill Avenue Roundabout assuming:
i) the 2021 Do Minimum situation;
ii) the 2021 Do Something Phase 2 scenario with the existing geometry; and iii) the 2021 Do Something Phase 2 scenario with the geometry proposed following Peter
Brett Associates Condition 83 Discharge Report review, as shown on Peter Brett Associates’ drawing 25134/001/022, included in Appendix 2.
3.2 Table 3.1 below reproduces the results of the capacity analysis for this proposed junction form
shown on drawing 25134/001/022 with the 2021 Do Something Phase 2 flows (2,700 units at East Kettering, with Junction 10a, with no Roxhill A14 Business Park proposals) as reported in the PBA Condition 83 Discharge report.
TECHNICAL NOTE
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Table 3.1: Summary of ARCADY Results for Junction a - Stamford Road / Windmill Avenue Roundabout – 2021 Phase 2 Do Something – Proposed Geometry – with Junction 10a, no Roxhill A14 Business Park proposals
Arm
AM Peak Hour (0800 – 0900) PM Peak Hour (1700 – 1800)
Max RFC Mean Max Queue Max RFC Mean Max
Queue
Stamford Road (NE) 0.48 1 0.46 1
Central Parade (E) 0.02 0 0.02 0
Windmill Avenue (S) 0.63 2 0.60 2
Stamford Road (SW) 0.32 1 0.54 2
Inclusive Queuing delay (min/pcu) 0.08 0.09
RFC – Ratio of Flow to Capacity – whilst RFC of less than 0.85 are considered to indicate a junction arm operating satisfactorily, TRL acknowledge that this application depends upon the context of the Study and the User’s own judgement is required
3.3 This indicated that the proposed roundabout would operate with a maximum RFC well within 85% of theoretical capacity in 2021 Phase 2 Do Something, hence would operate with minimal queuing and delay.
3.4 A further assessment has been undertaken using the 2021 Do Something Second Addendum Test Phase 2 scenario (i.e., with 2,700 dwellings at East Kettering, no A14 Junction 10a nor the Roxhill A14 Business Park proposals) with the proposed geometry. The results are summarised in Table 3.2, the computer output is contained in Appendix 3.
Table 3.2: Summary of ARCADY Results for Junction a - Stamford Road / Windmill Avenue Roundabout – 2021 Phase 2 Do Something Second Addendum Test (2,700 dwellings at East Kettering, no A14 Junction 10a, no Roxhill A14 Business Park proposals) – Proposed Geometry
Arm
AM Peak Hour (0800 – 0900) PM Peak Hour (1700 – 1800)
Max RFC Mean Max Queue Max RFC Mean Max
Queue
Stamford Road (NE) 0.50 1 0.49 1
Central Parade (E) 0.02 0 0.02 0
Windmill Avenue (S) 0.62 2 0.61 2
Stamford Road (SW) 0.34 1 0.52 1
Inclusive Queuing delay (min/pcu) 0.08 0.09
3.5 This indicates that the proposed roundabout would operate with a maximum RFC well within
85% of theoretical capacity in this scenario. This confirms that this junction would continue to operate with minimal queuing and delay.
TECHNICAL NOTE
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4 Junction b – St Mary’s Road / Windmill Avenue Rou ndabout
4.1 For the Phase 2 scenario, the Condition 83 Discharge Report summarised the results of the junction capacity assessments with the 2021 Phase 2 flow scenarios for Junction b – St Mary’s Road / Windmill Avenue Roundabout assuming:
i) the 2021 Do Minimum situation;
ii) the 2021 Do Something Phase 2 scenario with the existing geometry; and iii) the 2021 Do Something Phase 2 scenario with the proposed geometries following
Peter Brett Associates Condition 83 Discharge Report review, shown on Peter Brett Associates’ drawing, 25134/001/023, included in Appendix 2.
4.2 Table 4.1 below reproduces the results of the capacity analysis for this proposed
25134/001/023 junction form with the 2021 Do Something Phase 2 flows as reported in the PBA Condition 83 Discharge report.
Table 4.1: Summary of ARCADY Results for Junction b - St Mary’s Road / Windmill Avenue Roundabout – 2021 Phase 2 Do Something – Proposed Geometry – with Junction 10a, no Roxhill A14 Business Park proposals
Arm
AM Peak Hour (0800 – 0900) PM Peak Hour (1700 – 1800)
Max RFC Mean Max Queue Max RFC Mean Max
Queue
Windmill Avenue (N) 0.43 1 0.48 1
Windmill Avenue (S) 0.59 2 0.58 2
St Mary’s Road (SW) 0.15 0 0.12 1
Inclusive Queuing delay (min/pcu) 0.06 0.06
4.3 This indicated that the proposed roundabout would operate with a maximum RFC well within
85% of theoretical capacity in 2021 Phase 2 Do Something, hence would operate with minimal queuing and delay.
4.4 A further assessment has been undertaken using the 2021 Do Something Second Addendum Test Phase 2 scenario (i.e., with 2,700 dwellings at East Kettering, no A14 Junction 10a nor Roxhill A14 Business Park proposals) with the proposed geometry. The results are summarised in Table 4.2, the computer output is contained in Appendix 3.
TECHNICAL NOTE
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Table 4.2: Summary of ARCADY Results for Junction b - St Mary’s Road / Windmill Avenue Roundabout – 2021 Phase 2 Do Something Addendum Test (2,700 dwellings at East Kettering, no A14 Junction 10a, with Roxhill A14 Business Park proposals) – Proposed Geometry
Arm
AM Peak Hour (0800 – 0900) PM Peak Hour (1700 – 1800)
Max RFC Mean Max Queue Max RFC Mean Max
Queue
Windmill Avenue (N) 0.46 1 0.51 1
Windmill Avenue (S) 0.61 2 0.60 2
St Mary’s Road (SW) 0.16 0 0.13 0
Inclusive Queuing delay (min/pcu) 0.06 0.06
4.5 This indicates that the proposed roundabout would operate with a maximum RFC well within
85% of theoretical capacity in this scenario. This confirms that this junction would continue to operate with minimal queuing and delay.
5 Junction c – Deeble Road / Windmill Avenue Rounda bout
5.1 For the Phase 2 scenario, the Condition 83 Discharge Report summarised the results of the junction capacity assessments with the 2021 Phase 2 flow scenarios for Junction c – Deeble Road / Windmill Avenue Roundabout assuming:
i) the 2021 Do Minimum situation; and
ii) the 2021 Do Something Phase 2 scenario with the existing geometry;
5.2 Table 5.1 below reproduces the results of the capacity analysis for the existing junction form with the 2021 Do Something Phase 2 flows reported in the PBA Condition 83 Discharge report.
Table 5.1: Summary of ARCADY Results for Junction c – Deeble Road / Windmill Avenue Roundabout – 2021 Phase 2 Do Something – Existing Geometry – with Junction 10a, no Roxhill A14 Business Park proposals
Arm
AM Peak Hour (0800 – 0900) PM Peak Hour (1700 – 1800)
Max RFC Mean Max Queue Max RFC Mean Max
Queue
Windmill Avenue (N) 0.53 1 0.51 1
Deeble Road (E) 0.51 1 0.49 1
Windmill Avenue (S) 0.43 1 0.39 1
Inclusive Queuing delay (min/pcu) 0.07 0.07
5.3 This indicated that the existing roundabout would operate with a maximum RFC well within 85% of theoretical capacity in 2021 Phase 2 Do Something, hence would operate with minimal queuing and delay.
TECHNICAL NOTE
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5.4 A further assessment has been undertaken using the 2021 Do Something Second Addendum Test Phase 2 scenario (i.e., with 2,700 dwellings at East Kettering, no A14 Junction 10a nor Roxhill A14 Business Park proposals) with the existing geometry. The results are summarised in Table 5.2, the computer output is contained in Appendix 3.
Table 5.2: Summary of ARCADY Results for Junction c – Deeble Road / Windmill Avenue Roundabout – 2021 Phase 2 Do Something Second Addendum Test (2,700 dwellings at East Kettering, no A14 Junction 10a, nor Roxhill A14 Business Park proposals) – Existing Geometry
Arm
AM Peak Hour (0800 – 0900) PM Peak Hour (1700 – 1800)
Max RFC Mean Max Queue Max RFC Mean Max
Queue
Windmill Avenue (N) 0.57 2 0.57 2
Deeble Road (E) 0.52 1 0.53 1
Windmill Avenue (S) 0.46 1 0.45 1
Inclusive Queuing delay (min/pcu) 0.08 0.08
5.5 This indicates that the existing roundabout would operate with a maximum RFC well within
85% of theoretical capacity in this scenario. This confirms that this junction would continue to operate with minimal queuing and delay.
6 Junction d – London Road / Barton Road Roundabout
6.1 For the Phase 2 scenario, the Condition 83 Discharge Report summarised the results of the junction capacity assessments with the 2021 Phase 2 flow scenarios for Junction d – London Road / Barton Road Roundabout assuming:
i) the 2021 Do Minimum situation;
ii) the 2021 Do Something Phase 2 scenario with the existing geometry; and iii) the 2021 Do Something Phase 2 scenario with the proposed geometries following
Peter Brett Associates Condition 83 Discharge Report review, shown on Peter Brett Associates’ drawing, 25134/001/024A, included in Appendix 2.
6.2 Table 6.1 below reproduces the results of the capacity analysis for the for this proposed
25134/001/024A junction form with the 2021 Do Something Phase 2 flows reported in the PBA Condition 83 Discharge report.
TECHNICAL NOTE
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Table 6.1: Summary of ARCADY Results for Junction d – London Road / Barton Road Roundabout – 2021 Phase 2 Do Something – Proposed Geometry – with Junction 10a, no Roxhill A14 Business Park proposals
Arm
AM Peak Hour (0800 – 0900) PM Peak Hour (1700 – 1800)
Max RFC Mean Max Queue Max RFC Mean Max
Queue
London Road (NW) 0.56 2 0.44 1
Barton Road (E) 0.67 3 0.83 5
Pytchley Road (S) 0.66 2 0.70 3
Inclusive Queuing delay (min/pcu) 0.10 0.13
6.3 This indicated that the proposed roundabout would operate with a maximum RFC well within
85% of theoretical capacity in 2021 Phase 2 Do Something, hence would operate with minimal queuing and delay.
6.4 A further assessment has been undertaken using the 2021 Do Something Second Addendum Test Phase 2 scenario (ie, with 2,700 dwellings at East Kettering, no A14 Junction 10a nor Roxhill A14 Business Park proposals) with the proposed geometry. The results are summarised in Table 6.2, the computer output is contained in Appendix 3.
Table 6.2: Summary of ARCADY Results for Junction d – London Road / Barton Road Roundabout – 2021 Phase 2 Do Something Second Addendum Test (2,700 dwellings at East Kettering, no A14 Junction 10a, nor Roxhill A14 Business Park proposals) – Proposed Geometry
Arm
AM Peak Hour (0800 – 0900) PM Peak Hour (1700 – 1800)
Max RFC Mean Max Queue Max RFC Mean Max
Queue
Windmill Avenue (N) 0.54 1 0.49 1
Windmill Avenue (S) 0.72 3 0.82 5
St Mary’s Road (SW) 0.64 2 0.66 2
Inclusive Queuing delay (min/pcu) 0.10 0.12
6.5 This indicates that the existing roundabout would operate with a maximum RFC within 85% of
theoretical capacity in this scenario. This confirms that this junction would continue to operate with minimal queuing and delay.
7 Junction e – Windmill Avenue / Barton Road Traffi c Signal Controlled Junction
7.1 For the Phase 2 scenario, the Condition 83 Discharge Report summarised the results of the junction capacity assessments with the 2021 Phase 2 flow scenarios for Junction e – Windmill Avenue / Barton Road Traffic Signal Controlled Junction assuming:
i) the 2021 Do Minimum situation; and
ii) the 2021 Do Something Phase 2 scenario with the existing geometry;
TECHNICAL NOTE
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7.2 Table 7.1 repeats the results of the capacity analysis for the existing junction form with the 2021 Do Something Phase 2 flows reported in the PBA Condition 83 Discharge report.
Table 7.1: Summary of LINSIG Results for Junction e – Windmill Avenue / Barton Road Junction – 2021 Do Something Phase 2 – Existing Geometry – with Junction 10a, no Roxhill A14 Business Park proposals
Arm
AM Peak Hour (0800 – 0900) PM Peak Hour (1700 – 1800)
Degree of Saturation
Mean Max Queue
Degree of Saturation
Mean Max Queue
Barton Rd (W) – Left and Ahead 89% 13 89% 16
Windmill Ave (N) – Left and Right 65% 6 87% 10
Barton Rd (E) – Ahead 40% 4 29% 3
Barton Rd (E) – Right 77% 5 76% 5
7.3 This indicated that the existing junction would operate with a maximum degree of saturation
within 90% of theoretical capacity in 2021 Phase 2 Do Something. The maximum queue of 16 vehicles, on the western arm, can be accommodated within the circa 300m between this junction and the upstream London Road / Pytchley Road / Barton Road Roundabout. This concludes that this junction would operate with acceptable queuing and delay. It was considered that there is no requirement for mitigation to be delivered in Phase 2.
7.4 A further assessment has been undertaken using the 2021 Do Something Second Addendum Test Phase 2 scenario (i.e., with 2,700 dwellings at East Kettering, no A14 Junction 10a nor Roxhill A14 Business Park proposals) with the existing geometry. The results are summarised in Table 7.2, the computer output is contained in Appendix 3.
Table 7.2: Summary of LINSIG Results for Junction e – Windmill Avenue / Barton Road Junction – 2021 Phase 2 Do Something Second Addendum Test (2,700 dwellings at East Kettering, no A14 Junction 10a, nor Roxhill A14 Business Park proposals) – Existing Geometry
Arm
AM Peak Hour (0800 – 0900) PM Peak Hour (1700 – 1800)
Degree of Saturation
Mean Max Queue
Degree of Saturation
Mean Max Queue
Barton Rd (W) – Left and Ahead 88% 12 90% 16
Windmill Ave (N) – Left and Right 66% 6 90% 11
Barton Rd (E) – Ahead 38% 3 32% 3
Barton Rd (E) – Right 89% 7 87% 7
7.5 This indicates that the existing junction would not operate with a maximum degree of
saturation above 90% of theoretical capacity in this scenario. This confirms that this junction would continue to operate with minimal queuing and delay.
8 Junction g – Cranford Road / Barton Road Traffic Signal Controlled Junction
8.1 For the Phase 2 scenario, the Condition 83 Discharge Report summarised the results of the junction capacity assessments with the 2021 Phase 2 flow scenarios for Junction g – Cranford Road / Barton Road Traffic Signal Controlled Junction assuming:
TECHNICAL NOTE
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i) the 2021 Do Minimum situation; and
ii) the 2021 Do Something Phase 2 scenario with the existing geometry;
8.2 Table 8.1 repeats the results of the capacity analysis for the proposed junction form with the 2021 Do Something Phase 2 flows reported in the PBA Condition 83 Discharge report.
Table 8.1: Summary of LINSIG Results for Junction g – Cranford Road / Barton Road Junction – 2021 Do Something Phase 2 – Existing Geometry– with Junction 10a, no Roxhill A14 Business Park proposals
Arm
AM Peak Hour (0800 – 0900) PM Peak Hour (1700 – 1800)
Degree of Saturation
Mean Max Queue
Degree of Saturation
Mean Max Queue
Barton Road (N) 63% 6 37% 3
Cranford Road (E) 9% 1 9% 0
Barton Rd (S) 76% 7 69% 7
8.3 This indicated that the existing junction would operate with a maximum degree of saturation
well within 90% of theoretical capacity in 2021 Phase 2 Do Something, hence would operate with minimal queuing and delay.
8.4 A further assessment has been undertaken using the 2021 Do Something Second Addendum Test Phase 2 scenario (ie, with 2,700 dwellings at East Kettering, no A14 Junction 10a nor Roxhill A14 Business Park proposals) with the existing geometry. The results are summarised in Table 8.2, the computer output is contained in Appendix 3.
Table 8.2: Summary of LINSIG Results for Junction g – Cranford Road / Barton Road Junction – 2021 Phase 2 Do Something Second Addendum Test (2,700 dwellings at East Kettering, no A14 Junction 10a, nor Roxhill A14 Business Park proposals) – Existing Geometry
Arm
AM Peak Hour (0800 – 0900) PM Peak Hour (1700 – 1800)
Degree of Saturation
Mean Max Queue
Degree of Saturation
Mean Max Queue
Barton Rd (N) – Left and Ahead 82% 10 66% 7
Cranford Road (E) – Left and Right 1% 0 1% 0
Barton Rd (S) – Ahead 88% 9 85% 10
8.5 This indicates that the existing junction would operate with a maximum degree of saturation
within 90% of theoretical capacity in this scenario. This confirms that this junction would continue to operate with minimal queuing and delay.
TECHNICAL NOTE
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9 Access F – Site Access / Barton Road Roundabout
9.1 A manual assessment of Access F was reported in PBA Technical Note 11 of the flow reassignment as a consequence of the later delivery of the A14 Junction 10a. This concluded the Access F Interim Enhancements shown on PBA drawing 25134/001/050 (in Appendix 2) would provide sufficient capacity with the 2021 Do Something Addendum Test Phase 2 scenario (i.e., with 2,700 dwellings at East Kettering, no A14 Junction 10a, with Roxhill A14 Business Park proposals).
9.2 This junction has been reassessed using the equivalent flows provided by the NSTM 2021 Do Something Second Addendum Test Phase 2 scenario (ie, with 2,700 dwellings at East Kettering, no A14 Junction 10a nor Roxhill A14 Business Park proposals). The results are summarised in Table 9.1, the computer output is contained in Appendix 3.
Table 9.1: Summary of ARCADY Results for Access F – Site Access / Barton Road Roundabout – 2021 Phase 2 Do Something Second Addendum Test (2,700 dwellings at East Kettering, no A14 Junction 10a, nor Roxhill A14 Business Park Development proposals) - Proposed Geometry
Arm
AM Peak Hour (0800 – 0900) PM Peak Hour (1700 – 1800)
Max RFC Mean Max Queue Max RFC Mean Max
Queue
Site Access (E) 0.68 2 0.59 2
Barton Road (S) 0.46 1 0.59 2
Barton Road (NW) 0.61 2 0.44 1
Inclusive Queuing delay (min/pcu) 0.08 0.07
9.3 This indicates that the proposed roundabout would operate with a maximum RFC well within
85% of theoretical capacity with this scenario, hence that this junction would continue to operate with minimal queuing and delay.
10 Conclusions
10.1 This Technical Note 18 has been produced by Peter Brett Associates to support the East Kettering Development. It reports the results of traffic impact assessments on the local highway network through Kettering arising from the reassignment of trips due to the proposed later implementation of the new A14 Junction 10a until the start of Phase 3.
10.2 This assessment is based on the output from an analysis of the forecast flow changes on the highway network using the Northamptonshire Strategic Transport Model provided to PBA on 2nd December 2013 by Northamptonshire Highways – the 2021 Do Something Second Addendum Test Phase 2 scenario (i.e., with 2,700 dwellings at East Kettering, no A14 Junction 10a nor Roxhill A14 Business Park proposals).
10.3 The Technical Note 18 concludes that the delay in construction of A14 Junction 10a will not alter the conclusions to those set out in Peter Brett Associates’ Condition 83 Discharge Report dated 12th March 2013 – that the existing or proposed junction alignments would provide sufficient capacity to accommodate the predicted flows in 2021 with Phase 2 of the East Kettering Development.
JUNCTION a
JUNCTION b
JUNCTION c
JUNCTION d
JUNCTION e
JUNCTION g
DEEBLE ROAD
WINDMILL AVENUE
STAMFORD ROAD
WINDMILL AVENUE
ST MARY'S ROAD
LONDON ROAD
PYTCHLEY ROAD
BARTON ROAD
CRANFORD ROAD
WARKTON LANE
ACCESS F
Checked by
Drawn by
A3 Scale
Drawing Status
Date of 1st Issue
DrawnMark Revision ChkdDate
File Location: j:\25134 east kettering\cad\dwgs\transport\tech note 18 figure (tn18)\25134_tn18_001.dwg
UTILITIES NOTE: The position of any existing public or private sewers, utility
services, plant or apparatus shown on this drawing is believed to be correct,
but no warranty to this is expressed or implied. Other such plant or apparatus
may also be present but not shown. The Contractor is therefore advised to
undertake his own investigation where the presence of any existing sewers,
services, plant or apparatus may affect his operations.
SCALING NOTE: Do not scale from this drawing. If in doubt, ask. Drawing Number Revision
Reproduced from/based upon Ordnance Survey material with the permission of Ordnance Survey
®on behalf of The Controller of Her Majesty's Stationery Office. © Crown Copyright.
Unauthorised reproduction infringes Crown Copyright and may lead to prosecution or civil proceedings.
Licence No. Year of Publication Owner/Purchaser of Mapping
user name: tom althorpe
Offices throughoutthe UK and Europe
© Peter Brett Associates LLPwww.peterbrett.com
NORTHAMPTONTel: 01604 878300
EAST KETTERING
JUNCTION LOCATION PLAN
Client
ALLEDGE BROOK
TECHNICAL NOTE 18 FIGURE
FIGURE 1
05/12/13
NTS
TPA
JPH
PBA LLP100021575 2013
25134/TN18/001
TECHNICAL NOTE
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Figure 1 - Junction Location Plan Appendix 1 - SATURN Model Turning Movements Appendix 2 - Proposed Junction Arrangement plans Appendix 3 - Junction Capacity Assessment – Computer Outputs
TECHNICAL NOTE
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Appendix 1 – SATURN Model Turning Movements
*NSTM 2021 AM peak East of Kettering Do Something Test 3 Ph 14-11-13
0691
191
00
060
231
085
40337
3
65512
0
00
00
29367
0407
395
0
2114
06
SATURN
Atkins Ltd / DVV / ITS
WSP GROUP (S 14-11-13
WITH_TEST4_DEMAND_V2.UFS
Scale 1148
Turn Data:
Arrive flow
*NSTM 2021 PM peak East of Kettering Do Something Test 3 Ph 14-11-13
0
691177
0
6
0
362
0129
355
466
42488
0
24373
15712
SATURN
Atkins Ltd / DVV / ITS
WSP GROUP (S 14-11-13
_WITH_TEST4_DEMANDV2.UFS
Scale 919
Turn Data:
Arrive flow
*NSTM 2021 AM peak East of Kettering Do Something Test 3 Ph 14-11-13
2 60
4 41
8 55
1 86
12656
28883
237575
1 59
4 13
340
62865
743
0
28
063
17
6
028
135
0
0
017
50
0663
648
SATURN
Atkins Ltd / DVV / ITS
WSP GROUP (S 14-11-13
WITH_TEST4_DEMAND_V2.UFS
Scale 1794
Turn Data:
Arrive flow
*NSTM 2021 PM peak East of Kettering Do Something Test 3 Ph 14-11-13
8 78
1 24
105
43
285
624
04 7
111
0
0 0
SATURN
Atkins Ltd / DVV / ITS
WSP GROUP (S 14-11-13
_WITH_TEST4_DEMANDV2.UFS
Scale 1435
Turn Data:
Arrive flow
*NSTM 2021 AM peak East of Kettering Do Something Test 3 Ph 14-11-13
2 60
4 41
8 55
1 86
0214
208
12656
237575
3 25
1 59
4 13
340
628
65
0
1510
028
135
0
017
44280
0138
0
571
648
SATURN
Atkins Ltd / DVV / ITS
WSP GROUP (S 14-11-13
WITH_TEST4_DEMAND_V2.UFS
Scale 1794
Turn Data:
Arrive flow
*NSTM 2021 PM peak East of Kettering Do Something Test 3 Ph 14-11-13
2 25
5 04
0
154
255
325
138
444
544
559
100
0
1 110
04 7
111
0
0 0
4947
0
099
0
582
530
SATURN
Atkins Ltd / DVV / ITS
WSP GROUP (S 14-11-13
_WITH_TEST4_
DEMANDV2.UFS
Scale 1435
Turn Data:
Arrive flow
*NSTM 2021 AM peak East of Kettering Do Something Test 3 Ph 14-11-13
05
71334
87552317 0
088
556
254
830
810
236491
420150
323
403
8996
712
0 706
472
427
60
SATURN
Atkins Ltd / DVV / ITS
WSP GROUP (S 14-11-13
WITH_TEST4_DEMAND_V2.UFS
Scale 2242
Turn Data:
Arrive flow
*NSTM 2021 PM peak East of Kettering Do Something Test 3 Ph 14-11-13
85
34 8
15 0
53 0353
0
0
80
518
297
874
816
217
438
344188
416
462
0 706
581
546
60
SATURN
Atkins Ltd / DVV / ITS
WSP GROUP (S 14-11-13
_WITH_TEST4_DEMANDV2.UFS
Scale 1794
Turn Data:
Arrive flow
*NSTM 2021 AM peak East of Kettering Do Something Test 3 Ph 14-11-13
905
71334
87552317
0
088
556
254
830
236491
420150
323
403
8996
712
0 706
472
427
60
SATURN
Atkins Ltd / DVV / ITS
WSP GROUP (S 14-11-13
WITH_TEST4_DEMAND_V2.UFS
Scale 2242
Turn Data:
Arrive flow
*NSTM 2021 PM peak East of Kettering Do Something Test 3 Ph 14-11-13
1133
85
34 8
518
297
217
438
344188
416
462
1 12 7
6
7 12
0 706
581
546
60
SATURN
Atkins Ltd / DVV / ITS
WSP GROUP (S 14-11-13
_WITH_TEST4_DEMANDV2.UFS
Scale 1794
Turn Data:
Arrive flow
*NSTM 2021 AM peak East of Kettering Do Something Test 3 Ph 14-11-13
3910
0
143
16
518
92 771
50
863 6
SATURN
Atkins Ltd / DVV / ITS
WSP GROUP (S 14-11-13
WITH_TEST4_DEMAND_V2.UFS
Scale 919
Turn Data:
Arrive flow
*NSTM 2021 PM peak East of Kettering Do Something Test 3 Ph 14-11-13
6210
0
141
14
748
106
564
4
0
670
6
SATURN
Atkins Ltd / DVV / ITS
WSP GROUP (S 14-11-13
_WITH_TEST4_DEMANDV2.UFS
Scale 919
Turn Data:
Arrive flow
*NSTM 2021 AM peak East of Kettering Do Something Test 3 Ph 14-11-13
795
933
1446
544
389
406
790 5
549
17656
673
SATURN
Atkins Ltd / DVV / ITS
WSP GROUP (S 14-11-13
WITH_TEST4_DEMAND_V2.UFS
Scale 263
Turn Data:
Arrive flow
*NSTM 2021 PM peak East of Kettering Do Something Test 3 Ph 14-11-13
561
1204
1206
610594
617
555 6
616
23650
674
SATURN
Atkins Ltd / DVV / ITS
WSP GROUP (S 14-11-13
_WITH_TEST4_DEMANDV2.UFS
Scale 313
Turn Data:
Arrive flow
TECHNICAL NOTE
J:\25134 East Kettering\Word\Notes\Transport Technical Notes\131220 TN 18 - Local Junction a - g Reassessments - No Roxhill Devt.docx Page 13 of 14
Appendix 2 – Proposed Junction Arrangement plans ta ken from Condition 83 Discharge Report
STAMFORD ROAD
WINDMILL AVENUE
CENTRAL AVENUE
NORTHAMPTONTel: 01604 878300
Checked by
Drawing Issue Status
Date of 1st Issue
Drawing Number
Drawn by
Revision
DrawnMark Revision ChkdDate
File Location: j:\25134 east kettering\cad\dwgs\civil\25134-001-022.dwg
UTILITIES NOTE: The position of any existing public or private sewers, utility services, plant or apparatus shown on this
drawing is believed to be correct, but no warranty to this is expressed or implied. Other such plant or apparatus may also
be present but not shown. The Contractor is therefore advised to undertake his own investigation where the presence of
any existing sewers, services, plant or apparatus may affect his operations.
SCALING NOTE: Do not scale from this drawing. If in doubt, ask.
Reproduced from/based upon Ordnance Survey material with the permission of Ordnance Survey ®on behalf of The Controller of Her Majesty's Stationery Office. © Crown Copyright.
Unauthorised reproduction infringes Crown Copyright and may lead to prosecution or civil proceedings.
Licence No. Year of Publication Owner/Purchaser of Mapping
user name: bruce palmer
Offices throughoutthe UK and Europe
© Peter Brett Associates LLPwww.peterbrett.com
EAST KETTERING
JUNCTION a
POTENTIAL ENHANCES TO STAMFORD
ROAD/WINDMILL AVENUE JUNCTION
Client
ALLEDGE BROOK
LTD.
CONDITION 83 DISCHARGE REPORT
25134/001/022
-
27.02.13
1:500
BMP
JH
PBA LLP100021575 2013
A4 Scale
Extended flare length
Amended entry radiusand width
NORTHAMPTONTel: 01604 878300
Checked by
Drawing Issue Status
Date of 1st Issue
Drawing Number
Drawn by
Revision
DrawnMark Revision ChkdDate
File Location: j:\25134 east kettering\cad\dwgs\civil\25134-001-023.dwg
UTILITIES NOTE: The position of any existing public or private sewers, utility services, plant or apparatus shown on this
drawing is believed to be correct, but no warranty to this is expressed or implied. Other such plant or apparatus may also
be present but not shown. The Contractor is therefore advised to undertake his own investigation where the presence of
any existing sewers, services, plant or apparatus may affect his operations.
SCALING NOTE: Do not scale from this drawing. If in doubt, ask.
user name: bruce palmer
Offices throughoutthe UK and Europe
© Peter Brett Associates LLPwww.peterbrett.com
EAST KETTERING
POTENTIAL CHANGES TO JUNCTION b -
WINDMILL ROAD/ST. MARY'S ROAD
Client
ALLEDGE BROOK
LTD.
CONDITION 83 DISCHARGE REPORT
25314/001/023
-
27.02.13
1:1000
BMP
JH
A4 Scale
NOTE:
This arrangement is reproduced on the ColinBuchanan and Partners' drawing 136171-OS-14R.
BARTON ROAD
LONDON ROAD
PYTCHLEY ROAD
NORTHAMPTONTel: 01604 878300
Checked by
Drawing Issue Status
Date of 1st Issue
Drawing Number
Drawn by
Revision
DrawnMark Revision ChkdDate
UTILITIES NOTE: The position of any existing public or private sewers, utility services, plant or apparatus shown on thisdrawing is believed to be correct, but no warranty to this is expressed or implied. Other such plant or apparatus may alsobe present but not shown. The Contractor is therefore advised to undertake his own investigation where the presence ofany existing sewers, services, plant or apparatus may affect his operations.
SCALING NOTE: Do not scale from this drawing. If in doubt, ask.
Reproduced from/based upon Ordnance Survey material with the permission of Ordnance Survey ®on behalf of The Controller of Her Majesty's Stationery Office. © Crown Copyright.Unauthorised reproduction infringes Crown Copyright and may lead to prosecution or civil proceedings.Licence No. Year of Publication Owner/Purchaser of Mapping
Offices throughoutthe UK and Europe
© Peter Brett Associates LLPwww.peterbrett.com
EAST KETTERINGJUNCTION dPOTENTIAL ENHANCEMENTS TO BARTONROAD/LONDON ROAD/PYTCHLEY ROAD
Client
ALLEDGE BROOKLTD.
CONDITION 83 DISCHARGE REPORT
25134/001/024 A
27/02/13
1:500
BMP
JPH
A SOUTHERN ARM AMENDED TA 01/03/13 JPH
PBA LLP100021575 2013
A4 Scale
FUTURE LINK TOEAST KETTERING
INTERIM LENGTHOF BARTON ROAD
A14 JUNCTION 10
ALL-MOVEMENT ACCESS FOREXISTING BARTON ROAD HOUSES
INTERIM ACCESS FARRANGEMENT
FUTURE REALIGNEDBARTON ROAD EAST KETTERING
DEVELOPMENT
NORTHAMPTONTel: 01604 878300
Checked by
Drawing Issue Status
Date of 1st Issue
Drawing Number
Drawn by
Revision
DrawnMark Revision ChkdDate
File Location: j:\25134 east kettering\cad\dwgs\civil\25134-001-050.dwg
UTILITIES NOTE: The position of any existing public or private sewers, utility services, plant or apparatus shown on this
drawing is believed to be correct, but no warranty to this is expressed or implied. Other such plant or apparatus may also
be present but not shown. The Contractor is therefore advised to undertake his own investigation where the presence of
any existing sewers, services, plant or apparatus may affect his operations.
SCALING NOTE: Do not scale from this drawing. If in doubt, ask.
Reproduced from/based upon Ordnance Survey material with the permission of Ordnance Survey ®on behalf of The Controller of Her Majesty's Stationery Office. © Crown Copyright.
Unauthorised reproduction infringes Crown Copyright and may lead to prosecution or civil proceedings.
Licence No. Year of Publication Owner/Purchaser of Mapping
user name: tom althorpe
Offices throughoutthe UK and Europe
© Peter Brett Associates LLPwww.peterbrett.com
EAST KETTERING
ACCESS F - NEW LINK TO BARTON ROAD
INTERIM ROUNDABOUT OPTION
Client
ALLEDGE BROOK
LTD.
TECHNICAL NOTE 11 FIGURE
25134/001/050
10.09.13
1:500
MG
JPH
PBA LLP100021575 2013
A1 Scale
TECHNICAL NOTE
J:\25134 East Kettering\Word\Notes\Transport Technical Notes\131220 TN 18 - Local Junction a - g Reassessments - No Roxhill Devt.docx Page 14 of 14
Appendix 3 – Junction Capacity Assessment – Compute r Outputs
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14
Basic Results Summary Basic Results Summary User and Project Details
Project: East Kettering
Title: Windmill Avenue / Barton Road Junction
Location:
File name: Phase 1 2700 units - Jn e without Roxhill.lsg3x
Author:
Company: PBA
Address:
Notes:
Scenario 1: 'AM PEAK' (FG1: 'AM PEAK', Plan 1: 'Network Control Plan 1') Network Layout Diagram
Windmill Avenue / Barton RoadPRC: 0.7 %Total Traffic Delay: 14.4 pcuHr
Arm 1 - Barton Road (W)
12
18121972
828
87.7%
Arm
2 -
Win
dmill
Ave
12
181519
2461
466
.0%
Arm 3 - Barton Road (E)12
18651280
38.4%
1683264
89.4%
Arm 4 - Barton Road (W) Exit
1Inf
Inf
0.0%
Arm
5 -
Win
dmill
Ave
Exi
t1
1940
1940
32.9
%
Arm 6 - Barton Road (E) Exit1
Inf
Inf
0.0%
A
B
C
Basic Results Summary Network Results
Item Lane Description
Lane Type
Full Phase
Arrow Phase
Num Greens
Total Green (s)
Arrow Green (s)
Demand Flow (pcu)
Sat Flow (pcu/Hr)
Capacity (pcu)
Deg Sat (%)
Turners In Gaps (pcu)
Turners When Unopposed (pcu)
Turners In Intergreen (pcu)
Total Delay (pcuHr)
Av. Delay Per PCU (s/pcu)
Mean Max Queue (pcu)
Network: Windmill Avenue /
Barton Road Junction
- - - - - - - - - 89.4% 0 0 0 14.4 - -
Windmill Avenue /
Barton Road - - - - - - - - - 89.4% 0 0 0 14.4 - -
1/2+1/1 Barton Road
(W) Left Ahead
U A 1 20 - 726 1972:1812 828 87.7% - - - 6.0 29.8 11.8
2/2+2/1 Windmill Ave
Right Left U C E 1 7:17 - 405 1924:1815 614 66.0% - - - 2.6 23.0 5.5
3/1 Barton Road (E) Ahead
U B 1 34 - 491 1865 1280 38.4% - - - 0.8 5.7 3.2
3/2 Barton Road (E) Right
U D 1 7 - 236 1683 264 89.4% - - - 4.8 72.8 6.7
5/1 Windmill Ave Exit
U - - - - 639 1940 1940 32.9% - - - 0.2 1.4 0.2
C1 PRC for Signalled Lanes (%): 0.7 Total Delay for Signalled Lanes (pcuHr): 14.14 Cycle Time (s): 51 PRC Over All Lanes (%): 0.7 Total Delay Over All Lanes(pcuHr): 14.38
Basic Results Summary Scenario 2: 'PM PEAK' (FG2: 'PM PEAK', Plan 1: 'Network Control Plan 1') Network Layout Diagram
Windmill Avenue / Barton RoadPRC: 0.1 %Total Traffic Delay: 19.0 pcuHr
Arm 1 - Barton Road (W)
12
18121972
977
89.9%
Arm
2 -
Win
dmill
Ave
12
181519
2448
189
.9%
Arm 3 - Barton Road (E)12
18651376
31.8%
1683248
87.4%
Arm 4 - Barton Road (W) Exit
1Inf
Inf
0.0%
Arm
5 -
Win
dmill
Ave
Exi
t1
1940
1940
35.0
%
Arm 6 - Barton Road (E) Exit1
Inf
Inf
0.0%
A
B
C
Basic Results Summary Network Results
Item Lane Description
Lane Type
Full Phase
Arrow Phase
Num Greens
Total Green (s)
Arrow Green (s)
Demand Flow (pcu)
Sat Flow (pcu/Hr)
Capacity (pcu)
Deg Sat (%)
Turners In Gaps (pcu)
Turners When Unopposed (pcu)
Turners In Intergreen (pcu)
Total Delay (pcuHr)
Av. Delay Per PCU (s/pcu)
Mean Max Queue (pcu)
Network: Windmill Avenue /
Barton Road Junction
- - - - - - - - - 89.9% 0 0 0 19.0 - -
Windmill Avenue /
Barton Road - - - - - - - - - 89.9% 0 0 0 19.0 - -
1/2+1/1 Barton Road
(W) Left Ahead
U A 1 29 - 878 1972:1812 977 89.9% - - - 7.3 30.1 16.4
2/2+2/1 Windmill Ave
Right Left U C E 1 7:18 - 433 1924:1815 481 89.9% - - - 6.3 52.5 10.6
3/1 Barton Road (E) Ahead
U B 1 44 - 438 1865 1376 31.8% - - - 0.6 4.7 2.7
3/2 Barton Road (E) Right
U D 1 8 - 217 1683 248 87.4% - - - 4.5 73.9 6.5
5/1 Windmill Ave Exit
U - - - - 679 1940 1940 35.0% - - - 0.3 1.4 0.3
C1 PRC for Signalled Lanes (%): 0.1 Total Delay for Signalled Lanes (pcuHr): 18.68 Cycle Time (s): 61 PRC Over All Lanes (%): 0.1 Total Delay Over All Lanes(pcuHr): 18.95
Full Input Data And Results Full Input Data And Results User and Project Details
Project: East Kettering Phase 1 2700 Units
Title: Junction g - assessments
Location:
File name: Phase 1 - 2700 units Jn g - without Roxhill.lsg3x
Author: Scott Cooper
Company: Peter Brett Associates
Address:
Notes:
Full Input Data And Results Network Layout Diagram
Unnamed Junction
Arm
1 -
Bar
ton
Roa
d (N
)
121/
1
1/2
Arm 2 - Cranford Road
1
2/1
Arm
3 - Barton R
oad (S)
13/ 1
Arm
4 - Ba rton R
oad (N) E
xit
14/ 1
Arm 5 - Cranford Road Exit
1
5/1
Arm
6 -
Bar
ton
Roa
d (S
) E
xit
16/
1
A
B
C
Full Input Data And Results Phase Diagram
Full Input Data And Results
A
B
C
Full Input Data And Results Phase Input Data
Phase Name Phase Type Assoc. Phase Street Min Cont Min
A Traffic 7 7
B Traffic 7 7
C Traffic 7 7
Phase Intergreens Matrix
Starting Phase
Terminating Phase
A B C
A - 5 -
B 5 - 5
C - 5 -
Phases in Stage
Stage No. Phases in Stage
1 A C
2 C
3 B
Stage Diagram
A
B
C
1 Min >= 7A
B
C
2 Min >= 0A
B
C
3 Min >= 7
Phase Delays Term. Stage Start Stage Phase Type Value Cont value
There are no Phase Delays defined
Prohibited Stage Change
To Stage
From Stage
1 2 3
1 0 5
2 2 5
3 5 5
Full Input Data And Results Give-Way Lane Input Data Junction: Unnamed Junction
Lane Movement
Max Flow when
Giving Way (PCU/Hr)
Min Flow when
Giving Way (PCU/Hr)
Opposing Lane
Opp. Lane Coeff.
Opp. Mvmnts.
Right Turn Storage (PCU)
Non-Blocking Storage (PCU)
RTF Right Turn Move up (s)
Max Turns in Intergreen
(PCU)
1/1 (Barton Road (N))
5/1 (Left) 715 0 3/1 0.22 To 5/1 (U-Turn) - - - - -
3/1 (Barton Road (S)) 5/1 (U-Turn) 1440 0 1/2 1.09 All 2.00 - 0.50 2 2.00
Full Input Data And Results Lane Input Data Junction: Unnamed Junction
Lane Lane Type Phases Start
Disp. End
Disp.
Physical Length (PCU)
Sat Flow Type
Def User Saturation
Flow (PCU/Hr)
Lane Width
(m) Gradient Nearside
Lane Turns Turning Radius
(m)
1/1 (Barton Road
(N)) O 2 3 2.0 User 1800 - - - - -
1/2 (Barton Road
(N)) U A 2 3 60.0 Geom - 4.00 0.00 Y Arm 6
Ahead Inf
2/1 (Cranford
Road) U B 2 3 60.0 Geom - 3.65 0.00 Y
Arm 4 Right 13.77
Arm 6 Left 9.09
3/1 (Barton Road
(S)) O C 2 3 60.0 Geom - 4.50 0.00 Y
Arm 4 Ahead Inf
Arm 5 U-Turn 11.25
4/1 (Barton Road
(N) Exit) U 2 3 60.0 Inf - - - - - -
5/1 (Cranford Road Exit)
U 2 3 60.0 Inf - - - - - -
6/1 (Barton Road
(S) Exit) U 2 3 60.0 Inf - - - - - -
Traffic Flow Groups Flow Group Start Time End Time Duration Formula
1: 'AM' 08:00 09:00 01:00
2: 'PM' 17:00 18:00 01:00
Scenario 1: 'AM' (FG1: 'AM', Plan 1: 'Network Control Plan 1') Traffic Flows, Desired Desired Flow :
Destination
Origin
A B C Tot.
A 0 6 863 869
B 5 0 0 5
C 518 16 0 534
Tot. 523 22 863 1408
Full Input Data And Results
Traffic Lane Flows
Lane Scenario 1: AM
Junction: Unnamed Junction
1/1 (short) 6
1/2 (with short)
790(In) 784(Out)
2/1 4
3/1 495
4/1 483
5/1 22
6/1 784
Lane Saturation Flows Junction: Unnamed Junction
Lane Lane Width
(m) Gradient Nearside
Lane Allowed Turns
Turning Radius
(m)
Turning Prop.
Sat Flow (PCU/Hr)
Flared Sat Flow (PCU/Hr)
1/1 (Barton Road (N) Lane 1) This lane uses a directly entered Saturation Flow 1800 1800
1/2 (Barton Road (N)) 4.00 0.00 Y Arm 6 Ahead Inf 100.0 % 2015 2015
2/1 (Cranford Road) 3.65 0.00 Y
Arm 4 Right 13.77 100.0 % 1786 1786
Arm 6 Left 9.09 0.0 %
3/1 (Barton Road (S)) 4.50 0.00 Y
Arm 4 Ahead Inf 96.8 % 2056 2056
Arm 5 U-Turn 11.25 3.2 %
4/1 (Barton Road (N) Exit Lane 1) Infinite Saturation Flow Inf Inf
5/1 (Cranford Road Exit Lane 1) Infinite Saturation Flow Inf Inf
6/1 (Barton Road (S) Exit Lane 1)
Infinite Saturation Flow Inf Inf
Scenario 2: 'PM' (FG2: 'PM', Plan 1: 'Network Control Plan 1') Traffic Flows, Desired Desired Flow :
Destination
Origin
A B C Tot.
A 0 6 670 676
B 4 0 0 4
C 748 14 0 762
Tot. 752 20 670 1442
Full Input Data And Results
Traffic Lane Flows
Lane Scenario 2: PM
Junction: Unnamed Junction
1/1 (short) 6
1/2 (with short)
693(In) 687(Out)
2/1 4
3/1 671
4/1 662
5/1 19
6/1 687
Lane Saturation Flows
Junction: Unnamed Junction
Lane Lane Width
(m) Gradient
Nearside Lane
Allowed Turns
Turning Radius
(m)
Turning Prop.
Sat Flow (PCU/Hr)
Flared Sat Flow (PCU/Hr)
1/1 (Barton Road (N) Lane 1) This lane uses a directly entered Saturation Flow 1800 1800
1/2 (Barton Road (N)) 4.00 0.00 Y Arm 6 Ahead Inf 100.0 % 2015 2015
2/1 (Cranford Road) 3.65 0.00 Y
Arm 4 Right 13.77 100.0 % 1786 1786
Arm 6 Left 9.09 0.0 %
3/1 (Barton Road (S)) 4.50 0.00 Y
Arm 4 Ahead Inf 98.1 % 2060 2060
Arm 5 U-Turn 11.25 1.9 %
4/1 (Barton Road (N) Exit Lane 1)
Infinite Saturation Flow Inf Inf
5/1 (Cranford Road Exit Lane 1) Infinite Saturation Flow Inf Inf
6/1 (Barton Road (S) Exit Lane 1)
Infinite Saturation Flow Inf Inf
Scenario 1: 'AM' (FG1: 'AM', Plan 1: 'Network Control Plan 1') Stage Sequence Diagram
A
C
1 Min: 7
5 19sC
2 Min: 0 (Lim: >5)
0 5s
B
3 Min: 7
5 7s
Full Input Data And Results Stage Timings
Stage 1 2 3
Duration 19 5 7
Change Point 0 24 29
Signal Timings Diagram
0
0
10
10
20
20
30
30
40
40
Time in cycle (sec)
Pha
ses
1 5 : 19
0
20 : 5 (Lim: >5)
24
3 5 : 7
29
C CB BA A
Full Input Data And Results Network Layout Diagram
Full Input Data And Results
Unnamed JunctionPRC: 2.6 %Total Traffic Delay: 8.7 pcuHr
Arm
1 -
Bar
ton
Roa
d (N
)
12A
Arm 2 - Cranford Road
1
B
1
Arm
4 - Barton R
oa d (N) E
xit
1
Arm 5 - Cranford Road Exit
1
A
Full Input Data And Results Network Results
Item Lane Description
Lane Type
Controller Stream
Position In Filtered Route Full Phase Arrow
Phase Num Greens
Total Green (s)
Arrow Green (s)
Demand Flow (pcu)
Sat Flow (pcu/Hr)
Capacity (pcu)
Deg Sat (%)
Network: Junction g - assessments
- - N/A - - - - - - - - 87.7%
Unnamed Junction - - N/A - - - - - - - - 87.7%
1/2+1/1 Barton Road (N) Left Ahead
U+O N/A N/A A - 1 19 - 790 2015:1800 963 82.1%
2/1 Cranford Road Right Left
U N/A N/A B 1 7 - 4 1786 348 1.1%
3/1 Barton Road (S) Ahead
U-Turn O N/A N/A C 1 24 - 495 2056 564 87.7%
4/1 Barton Road (N) Exit U N/A N/A - - - - 483 Inf Inf 0.0%
5/1 Cranford Road
Exit U N/A N/A - - - - 22 Inf Inf 0.0%
6/1 Barton Road
(S) Exit U N/A N/A - - - - 784 Inf Inf 0.0%
Item Arriving (pcu) Leaving (pcu)
Turners In Gaps (pcu)
Turners When Unopposed (pcu)
Turners In Intergreen (pcu)
Uniform Delay (pcuHr)
Rand + Oversat Delay (pcuHr)
Storage Area Uniform Delay (pcuHr)
Total Delay (pcuHr)
Av. Delay Per PCU (s/pcu)
Max. Back of Uniform Queue (pcu)
Rand + Oversat Queue (pcu)
Mean Max Queue (pcu)
Network: Junction g - assessments
- - 16 5 1 3.2 5.5 0.0 8.7 - - - -
Unnamed Junction - - 16 5 1 3.2 5.5 0.0 8.7 - - - -
1/2+1/1 790 790 6 0 0 2.0 2.2 - 4.2 19.2 7.7 2.2 9.9
2/1 4 4 - - - 0.0 0.0 - 0.0 18.9 0.0 0.0 0.0
3/1 495 495 10 5 1 1.2 3.3 0.0 4.5 32.4 5.4 3.3 8.6
4/1 483 483 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
5/1 22 22 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 784 784 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
Full Input Data And Results C1 PRC for Signalled Lanes (%): 2.6 Total Delay for Signalled Lanes (pcuHr): 8.70 Cycle Time (s): 41 PRC Over All Lanes (%): 2.6 Total Delay Over All Lanes(pcuHr): 8.70
Full Input Data And Results Scenario 2: 'PM' (FG2: 'PM', Plan 1: 'Network Control Plan 1') Stage Sequence Diagram
A
C
1 Min: 7
5 23sC
2 Min: 0 (Lim: >5)
0 5s
B
3 Min: 7
5 7s Stage Timings
Stage 1 2 3
Duration 23 5 7
Change Point 0 28 33
Signal Timings Diagram
0
0
10
10
20
20
30
30
40
40
Time in cycle (sec)
Pha
ses
1 5 : 23
0
20 : 5 (Lim: >5)
28
3 5 : 7
33
C CB BA A
Full Input Data And Results Network Layout Diagram
Full Input Data And Results
Unnamed JunctionPRC: 6.4 %Total Traffic Delay: 6.8 pcuHr
Arm
1 -
Bar
ton
Roa
d (N
)
12A
Arm 2 - Cranford Road
1
B
1
Arm
4 - Barton R
oa d (N) E
xit
1
Arm 5 - Cranford Road Exit
1
A
Full Input Data And Results Network Results
Item Lane Description
Lane Type
Controller Stream
Position In Filtered Route Full Phase Arrow
Phase Num Greens
Total Green (s)
Arrow Green (s)
Demand Flow (pcu)
Sat Flow (pcu/Hr)
Capacity (pcu)
Deg Sat (%)
Network: Junction g - assessments
- - N/A - - - - - - - - 84.6%
Unnamed Junction - - N/A - - - - - - - - 84.6%
1/2+1/1 Barton Road (N) Left Ahead
U+O N/A N/A A - 1 23 - 693 2015:1800 1056 65.6%
2/1 Cranford Road Right Left
U N/A N/A B 1 7 - 4 1786 318 1.3%
3/1 Barton Road (S) Ahead
U-Turn O N/A N/A C 1 28 - 671 2060 793 84.6%
4/1 Barton Road (N) Exit U N/A N/A - - - - 662 Inf Inf 0.0%
5/1 Cranford Road
Exit U N/A N/A - - - - 19 Inf Inf 0.0%
6/1 Barton Road
(S) Exit U N/A N/A - - - - 687 Inf Inf 0.0%
Item Arriving (pcu) Leaving (pcu)
Turners In Gaps (pcu)
Turners When Unopposed (pcu)
Turners In Intergreen (pcu)
Uniform Delay (pcuHr)
Rand + Oversat Delay (pcuHr)
Storage Area Uniform Delay (pcuHr)
Total Delay (pcuHr)
Av. Delay Per PCU (s/pcu)
Max. Back of Uniform Queue (pcu)
Rand + Oversat Queue (pcu)
Mean Max Queue (pcu)
Network: Junction g - assessments
- - 16 2 1 3.2 3.6 0.0 6.8 - - - -
Unnamed Junction - - 16 2 1 3.2 3.6 0.0 6.8 - - - -
1/2+1/1 693 693 6 0 0 1.5 0.9 - 2.4 12.6 6.2 0.9 7.2
2/1 4 4 - - - 0.0 0.0 - 0.0 21.4 0.0 0.0 0.0
3/1 671 671 11 2 1 1.7 2.6 0.0 4.4 23.5 7.6 2.6 10.3
4/1 662 662 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
5/1 19 19 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 687 687 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
Full Input Data And Results C1 PRC for Signalled Lanes (%): 6.4 Total Delay for Signalled Lanes (pcuHr): 6.82 Cycle Time (s): 45 PRC Over All Lanes (%): 6.4 Total Delay Over All Lanes(pcuHr): 6.82
Generated on 10/12/2013 10:37:48 using Junctions 8 (8.0.2.316)
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