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Executive Park, Avalon Way, Anstey, Leicester, LE7 7GR Tel: +44 (0)116 234 8000 Fax: +44 (0)116 234 8001 Email: Website: www.wyg.com
A505 Corridor Improvement Feasibility Study: A10 to the A11 Uttlesford District Council 29 January 2018
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Document Control
Document: A505 Corridor Improvement Feasibility Study
Project: Uttlesford Transport Strategy
Client: Uttlesford District Council
Job Number: A081175-47
File Origin:
Revision: First Draft
Date: 22 January 2018
Prepared by:
Ben King
Checked by:
Alistair Gregory
Approved By:
Alistair Gregory
Description of revision:
First draft for comment
Revision: Final
Date: 29 January 2018
Prepared by:
Ben King
Checked by:
Alistair Gregory
Approved By:
Alistair Gregory
Description of revision:
Minor text revisions
Revision:
Date:
Prepared by:
Checked by: Approved By:
Description of revision:
Cover Image: Google Maps
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Contents
1. Background ........................................................................................................... 3
Overview .................................................................................................................... 3
Uttlesford Local Plan ................................................................................................... 3
Structure of this Report ............................................................................................... 4
2. Study Area ............................................................................................................ 5
Context ...................................................................................................................... 5
Overview of the Route ................................................................................................. 6
Volume of Traffic ...................................................................................................... 10
Safety ...................................................................................................................... 12
3. Constraints.......................................................................................................... 13
Overview .................................................................................................................. 13
Topography .............................................................................................................. 13
Watercourses & Floodplains ....................................................................................... 13
Pipelines & Power Cables ........................................................................................... 13
Rail .......................................................................................................................... 14
Rights of Way ........................................................................................................... 14
Conservation Areas ................................................................................................... 14
Listed Buildings and Monuments ................................................................................ 14
4. Future Demand ................................................................................................... 23
Overview .................................................................................................................. 23
Scenarios .................................................................................................................. 23
Model Outputs .......................................................................................................... 24
5. Preliminary Improvement Options ......................................................................... 29
Overview .................................................................................................................. 29
Section 1: A10 Royston to Duxford Air Base ................................................................ 30
Section 2: Duxford Air Base ....................................................................................... 32
Section 3: M11 to A1301 ........................................................................................... 34
Section 4: A1301 to A11 ............................................................................................ 36
Section 5: M11 Junction 9 .......................................................................................... 38
6. Sifting of Options ................................................................................................. 41
Overview .................................................................................................................. 41
Outputs of the Assessment ........................................................................................ 41
7. Summary and Recommendations .......................................................................... 45
Appendices .................................................................................................................. 46
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1. Background
Overview
WYG have been commissioned by Uttlesford District Council to undertake a study of the A505 between its junction with the A10 at Royston in Hertfordshire and the A11 at Abington in Cambridgeshire.
The study focuses upon the use of the corridor, areas of delay and congestion, constraints, and options through which some of the existing and anticipated future issues associated with the road’s traffic capacity can be resolved. The aim of the study is to facilitate a successful bid for a full A505 study.
It builds upon a previous report produced by WYG in May 20171, which focused on potential junction improvements, together with a detailed Transport Study produced in December 2016 to support the emerging Uttlesford Local Plan2.
Emerging Uttlesford Local Plan
The Uttlesford Local Plan seeks to provide 14,100 dwellings across the district by 2033 and is giving due consideration to CLG consultation needs for 16,400 dwellings. It covers the 16-year period between 2017 and 2033 and was subject to public consultation between July and September 2017, as part of Regulation 18 of the Local Plan engagement process3. Uttlesford District Council hope to consult on its Regulation 19 document in June 2018 and formally adopt the Plan in 2019.
To meet housing requirements, the Plan contains proposals for the creation of a new “garden community” to the east of Great Chesterford in the north of the district. This would comprise around 1,900 dwellings, with the potential for this to increase to around 5,000 dwellings beyond the end of the Plan period. Two further garden communities are proposed at Easton Park and West of Braintree on the A120 corridor to the south of the district as well as substantial growth at Great Dunmow.
A series of comments and concerns were received by the authority in relation to the potential impact of this allocation on the operation of the A505.
This study seeks to provide evidence to support and inform discussions with the highway authorities with responsibilities and interests in the A505 corridor (Hertfordshire County Council, Cambridgeshire County Council, Suffolk County Council and Highways England) focusing upon the need for a strategic improvement to address traffic congestion, and address the concerns highlighted through the consultation process.
1 South Cambridgeshire Junctions Assessment Study; WYG, May 2017 2 Uttlesford Local Plan Transport Study; WYG, December 2016 3 Town and Country Planning Regulations 2012 (http://www.legislation.gov.uk/uksi/2012/767/regulation/18/made)
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Other Planned development in the corridor
In liaison with Cambridgeshire County Council, Hertfordshire County Council, and Suffolk County Council the Council has tested proposed growth in these areas to establish the cumulative traffic impacts on the corridor.
Structure of this Report
This study is structured around the following areas:
• Chapter 2 – Study Area: Details the context for the study and the high-level issues to be resolved.
• Chapter 3 – Constraints: Reviews key transport, environmental, geographic and physical constraints within the study area.
• Chapter 4 – Future Demand: Identifies potential future demand and trip generation in the local area using model outputs.
• Chapter 5 – Preliminary Improvement Options: Highlights high level link capacity improvement options.
• Chapter 6 –Sifting of Options: Provides an initial sift and overview of the respective merits of the options using the EAST tool.
• Chapter 7 – Summary and Recommendations: Suggests a preferred approach and the next steps in the process to address capacity concerns.
The study follows the guidance on ‘Stage 1 – Option Development’ contained within the WebTAG Transport Appraisal Process guidance, but in less detail than required for a full Option Appraisal Report (OAR), and should be read in conjunction with previous publications.
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2. Study Area
Context
The A505 runs from the A11 near Abington in Cambridgeshire in a south-westerly direction as
far as Leighton Buzzard in Bedfordshire, via Royston, Letchworth, Hitchin, Luton and Dunstable. It is around 46 miles in length (76 kilometres) and forms an important east-west link across Bedfordshire, Hertfordshire and Cambridgeshire.
The A505 varies in standard from a modern dual carriageway with grade separated junctions, to a single carriageway rural road with multiple access points, whilst serving both heavily populated urban areas as well as more sparsely populated countryside.
The A505 links the A1(M) at Letchworth Garden City (A1(M) Junction 9) at its western end to the A11(T) at Granta Park, Abington at its eastern end. The A11(T) links the M11 Motorway at Great Chesterford (M11 Junction 9A) at its southern end to Norwich at its northeastern end. Both the A505 and A11(T) therefore carry longer distance traffic as well as local traffic movements.
The corridor provides access onto the motorway network, including the M11 at junction 10, the A1(M) at junction 9, and the M1 at junction 11. It also links into other important north-south corridors that form part of the Strategic Road Network (SRN), notably the A5, A10 and A11. The A11 gives access to Cambridge, North Uttlesford, Stansted Airport, and London. The A505 gives access to key growth areas in Cambridgeshire, Essex, and Suffolk, and Hertfordshire including Luton and its Airport. Figure 2.1 highlights the full length of the A505 corridor.
Figure 2.1: A505 Corridor & Study Area
Source: www.openstreetmap.org
Study Area
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Overview of the Route
The focus for this study is the 10-mile (16 kilometre) section of the A505 between the
junction with the A10 at Royston and the junction with the A11 at Abington. The selection of this area follows liaison with the relevant LPAs. It is predominately rural in nature and provides access onto the M11 at junction 10.
At Royston, the A505 forms the northern bypass to the town. The western section of this is dual carriageway, although from the junction with the A10, it becomes single carriageway. From here it heads through rural Hertfordshire with little in the way of housing or industry along its length. There are a number of junctions with unclassified local roads. The most prominent junction is that with the B1368 which forms a staggered crossroads within the hamlet of Flint Cross.
However, from Duxford Airbase/M11 J10 eastwards the character of the route is marked by several substantial structures and commercial uses. The Airbase/Imperial War Museum/associated housing is located immediately to the west of J10 with Cambridge Assessment centre just to the east. Abutting south of the A505/off Moorfield Road are the Volvo and Welches logistics centres. To the north is the settlement of Whittlesford, its station, hotels and Park and Ride site.
From Duxford Airbase the route crosses above the motorway with a short section of 2-lane dual carriageway on either side. Around 400m to the east of the motorway junction, a roundabout provides access onto the unclassified Hunts Road leading to the village of Duxford to the south.
East of Duxford it passes to the south of Whittlesford and the Parkway Station (providing rail services to Cambridge), before it intersects the north-south A1301 corridor. From here the A505 travels around 1.9 miles north-east to the interchange with the A11. The latter half of this section is dualled on its approach to the interchange.
Traffic from the A505 merges into the northbound A11 at the end of the route, whilst southbound traffic has to cross the A11 via a bridge, navigate a small roundabout, before turning and heading southbound or eastbound.
The corridor forms an important link to employment provision in Cambridge, business parks in South Cambridgeshire, Chesterford business Park in UDC, and provides access to the Strategic Road Network and opportunities further afield.
Each of the distinctive sections of the study area are highlighted in Figure 2.2, Figure 2.3 and Figure 2.4.
The speed limit varies along the length of the route but is predominantly subject to the 60/70mph national speed limit, along the respective single/dual carriageway sections. This reduces to 50mph through Flint Cross, and 40mph as it passes Duxford Air Base and over the M11.
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Figure 2.2: A505 between Royston and Flint Cross
Source: Bing Maps
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Figure 2.3: A505 between Flint Cross and M11
Source: Bing Maps
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Figure 2.4: A505 between M11 and Abington
Source: Bing Maps
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Volume of Traffic
Details on the volume of traffic along the A505 have been recorded by the DfT since 2000 at
four separate locations within the study area. Figure 2.5 indicates the location of these count sites, whilst Figure 2.6 and Table 2.1 highlight the changes in flows between 2000 and 2016.
Figure 2.5: DfT Count Locations
Source: https://www.dft.gov.uk/traffic-counts/
Figure 2.6: Changes in Volume of Traffic on A505 Corridor (Two-Way Flow)
Source: https://www.dft.gov.uk/traffic-counts/
-
5,000
10,000
15,000
20,000
25,000
30,000
1998 2000 2002 2004 2006 2008 2010 2012 2014 2016 2018
Between Royston and Flint Cross West of Duxford Air Base
East of M11 J10 Pampisford
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Table 2.1: Changes in Volume of Traffic on the A505 Corridor (Two-Way Daily Flows)
Year Between Royston and Flint Cross
West of Duxford Air Base
East of M11 J10 Pampisford
2000 13,560 17,115 23,363 15,752 2001 13,638 17,233 24,312 17,777 2002 15,390 18,902 24,945 20,019 2003 15,739 19,074 23,666 20,663 2004 13,959 17,490 24,399 19,789 2005 13,977 18,255 22,453 19,746 2006 15,905 18,466 22,930 21,275 2007 16,623 18,098 24,679 21,448 2008 15,371 18,864 24,533 20,736 2009 15,198 18,670 25,505 20,263 2010 14,976 19,132 25,351 19,956 2011 14,943 19,078 25,282 19,896 2012 17,825 19,069 24,481 20,155 2013 17,815 19,082 24,483 20,169 2014 18,317 18,132 25,189 20,749 2015 19,117 18,914 26,294 21,678 2016 19,734 19,504 28,047 22,376
Source: https://www.dft.gov.uk/traffic-counts/
In seeking to identify a trend in this data it is possible to index the total flows from each of the
count sites and calculate changes over the 16-year period for which the data is available. This is illustrated in Figure 2.7, alongside changes in fuel prices over the same period.
Figure 2.7: Change in Volume of Traffic and Fuel Prices (both indexed)
Sources: https://www.dft.gov.uk/traffic-counts/; www.theaa.com; www.petrolprices.com
60
80
100
120
140
160
180
Inde
x
Volume of Traffic Diesel Fuel Prices (Indexed)
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It is clear from this assessment that traffic volumes have risen by around 30% since 2000 levels. After stabilising between 2007 and 2014, they appear to have begun increasing again in recent years.
The driver for this change is likely to be housing, economic and population growth, as there is no clear correlation with changes in fuel prices over the same period.
Safety
In terms of safety, the number of people killed, seriously or slightly injured in the period between 1st January 2013 and 31 December 2017 (5 years) is detailed in Table 2.2.
Table 2.2: Casualties by Severity on the A505 between the A10 and A11
Year4 Fatal Serious Slight Vehicles Casualties Vehicles Casualties Vehicles Casualties
2013 0 0 8 9 21 15 2014 0 0 25 18 35 25 2015 2 2 1 1 37 22 2016 4 2 12 8 14 13 2017 2 2 5 2 6 8 Total 8 6 51 38 113 83
Source: www.crashmap.co.uk
There is no clear pattern in terms of changes in the number of accidents or casualties on the corridor over the last five years.
Recorded accidents are not distributed evenly along the corridor but are concentrated in a relatively small number of locations, specifically:
• Junction with Newmarket Road, near Royston • Through Flint Cross • Between ‘Aweswin’ and the Cambridge Pet Crematorium • Through Duxford Air Base • Junction with M11 J10 • Junction with A1301
Further analysis is required to pinpoint the actual causes of these accidents and identify the most appropriate mitigation measures.
4 These figures require verification given the unusual fluctuations between years
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3. Constraints
Overview
This section details the constraints along the A505 corridor and its immediate surrounds and
highlights any issues which may impede the provision of additional highway capacity. it focuses upon:
• Topography • Watercourses and Floodplains • Pipelines and Power Lines • Rail Lines • Rights of Way • Conservation Areas • Listed Buildings and Monuments
Topography
The topography of the area within which the A505 sits is shown in Figure 3.1. The area is predominantly flat with few gentle undulations. The most notable feature is Hyde Hill immediately to the east of Royston. This and the flat nature of the rest of the route are illustrated in Image 3.1 and Image 3.2.
Watercourses & Floodplains
The A505 passes over two watercourses. The first, known as Wardington Bottom, runs immediately adjacent to the south side of the A505 for around 1.5km as it approaches and passes through Flint Cross, before turning north under the carriageway.
The second waterway is the River Cam which flows from south to north into Cambridge and on to the River Great Ouse, before entering the North Sea via The Wash.
This passes under the A505 to the west of the junction with the A1031, close to the London to Cambridge rail line. There are several tributaries immediately to the north of the A505, whilst The River Cam itself meanders further south under the M11 spur at junction 9, as highlighted in Figure 3.2.
Pipelines & Power Cables
Gas pipelines cross the A505 at two points, on a route heading south from the village of Fowlmere, to the west of the junction with the M11, and at a second point, close to the A11, as the gas pipe is aligned parallel to the A11 itself (see Figure 3.3).
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A pipeline also runs east-west immediately to the south of the A505, and at its closest point lies only a few metres away from the carriageway, as it heads east from Royston.
The Health and Safety Executive (HSE) are a statutory consultee on certain developments near major pipelines. The aim is to manage population growth close to such sites to mitigate the consequences of a major accident.
In addition to the type of land uses permitted close to gas pipelines, there are restrictions in relation to mechanical excavation (within 3m) and piling (within 15m).
No major power transmission lines traverse the study area.
Rail
The London to Cambridge Line dissects the A505 to the west of the junction with the A1301, near the village of Whittlesford. Whittlesford Parkway Station is located immediately to the north of the A10 in the village and serves commuters to both London and Cambridge. The line runs north-south alongside the M11 and passes under the M11 J10 spur at Great Chesterford.
Finally, the Royston to Cambridge Line crosses over the A505, to the west of the junction with the A10 which it then follows north towards Cambridge. Figure 3.4 details the rail network in the area.
Rights of Way
Rights of Way in terms of bridleways, byways and footpaths link onto the A505 at various points along the corridor, as shown in Figure 3.5. None cross the road however and there would appear to be limited impact on these links if capacity on the corridor was increased.
Conservation Areas
There are no major conservation areas close to the A505 corridor as highlighted in Figure 3.6. On the edge of Royston and to the south of the A505 to the east of Royston, small sites have been designated as “Greenspace areas”.
To the north of the corridor there are designated Site of Specific Scientific Interest and to the south, areas of ancient woodland but neither of these would be impacted by changes to the A505 carriageway capacity.
Listed Buildings and Monuments
There are several listed buildings close to the A505, including in Flint Cross, associated with the air base immediately to the west of the M11 in Duxford, Duxford Chapel in the village, and properties in the south of the village of Pampisford. See Figure 3.7 for details.
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Image 3.1: Hyde Hill near Royston
Source: Google Maps
Image 3.2: Typically Flat Topography of the A505 Corridor
Source: Google Maps
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Figure 3.1: Topography
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Figure 3.2: Watercourses
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Figure 3.3: Pipelines &
Cables
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Figure 3.4: Rail Lines
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Figure 3.5: Rights of Way
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Figure 3.6: Conservation
Areas
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Figure 3.7: Listed Buildings
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4. Future Demand
Overview
A series of scenarios have been tested through which to identify the potential level of future demand on the A505 corridor. This has built upon previous analysis of traffic levels assessed as part of the development of the Uttlesford Local Plan, to reflect all known committed and allocated sites in the surrounding area.
Scenarios
The assessment has also sought to draw out the comparative impacts of various modal shift scenarios at the proposed North Uttlesford Garden Community (NUGC), and the respective cumulative effects of developments in Uttlesford and neighbouring authorities in Cambridgeshire, Hertfordshire and Suffolk to the future increases in demand on the corridor. As part of this, the following scenarios were assessed:
Table 4.1: Scenarios Assessed
Scenario Details
Base Year Traffic flows in a 2016/17 base year were derived from survey data.
Reference Case (Old)
The old reference case relates to that applied to Scenarios 28 and 29 (including 2,500 dwellings at West of Braintree, within Braintree District) as part of the Uttlesford Local Plan assessment. It details only the additional trips generated by these developments and that indicated by TEMPRO. It does not include base year flows.
Reference Case (New)
The new reference case is as previous with additional residential allocations included at Haverhill and Royston and additional employment within Cambridgeshire. It details only the additional trips generated by these developments and that indicated by TEMPRO. It does not include base year flows.
Scenario 30 Reflects the volume of traffic in a high car use (76%), low sustainable travel (24%) scenario at NUGC, incorporating both base year and the new reference case flows.
Scenario 31 Reflects the volume of traffic in a medium car use (68%), medium sustainable travel (32%) scenario at NUGC, incorporating both base year and the new reference case flows.
Scenario 32 Reflects the volume of traffic in a low car use (62%), higher sustainable travel (38%) scenario at NUGC, incorporating both base year and the new reference case flows.
Our assessment of these scenarios focused upon:
• The volume of traffic generated by all Local Plan related growth in Uttlesford. • The volume of traffic generated by the proposed Garden Community at Great Chesterford
(NUGC).
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• The volume of traffic generated by committed developments and key allocations in neighbouring authorities.
• The proportion of future trips on selected links from these growth locations.
The locations at which flows have been calculated are illustrated in Figure 4.1.
Figure 4.1: Location of Link Flows
Model Outputs
Table 4.2 details base year flows, reference case flows, and the volume of trips generated within each scenario both for Uttlesford District, and the NUGC on its own. Finally, it details the percentage of trips arising from Uttlesford as a percentage of the total flow on each link. The flow plots from the modelling undertaken are provided in Appendix A.
The outputs demonstrate that anticipated Local Plan growth within Uttlesford will result in an increase in traffic flows of between 2% and 11% on the A505 within Cambridgeshire (compared against the Base + Reference Case), depending on location and the modal shift assumptions applied at the North Uttlesford Garden Community.
In comparison, the Reference Case traffic flows on their own result in an increase in traffic flows of between 17% and 90% on the A505 within Cambridgeshire (compared against the Base flows), depending on location.
The cumulative effects of committed and allocated/planned allocated key developments in the area therefore place greater pressure on the A505 than planned Local Plan development within Uttlesford itself.
A505 A11
A1301
A1301
M11
A1307
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Table 4.2: Traffic Flows on Selected Links
Ref Location Description
2-Way Flows (PCU)
2016/17 Base
Reference Case Old
(as used for Scenarios 28 & 29)
Reference Case New
(Including Additional
Development requested by
Adjacent Authorities)
Difference Between Old and New Reference
Cases
2016/17 Base + Reference Case
(New)
AM PM AM PM AM PM AM PM AM PM
1 M11 North of J10 4,222 4,667 3,701 3,269 4,021 3,444 320 175 8,243 8,111
2 A505 East of M11 J10 3,533 3,192 482 667 618 840 136 173 4,151 4,032
3 M11 South of J10 2,814 2,829 2,084 1,886 2,306 2,015 222 129 5,120 4,844
4 A505 West of M11 J10 2,532 2,382 2,071 1,950 2,254 2,135 183 185 4,786 4,517
5 A1301 North of A505 924 840 526 419 563 468 37 49 1,487 1,308
6 A505 East of A1301 1,770 1,874 631 164 923 729 292 565 2,693 2,603
7 A1301 South of A505 884 916 377 331 398 345 21 14 1,282 1,261
8 A505 West of A1301 2,369 2,472 1,072 844 1,338 1,074 266 230 3,707 3,546
9 A1307 Northwest of A11 1,982 2,035 902 871 1,824 1,641 922 770 3,806 3,676
10 A11 Northeast of A1307 4,113 3,827 621 484 839 678 218 194 4,952 4,505
11 A1307 Southeast of A11 1,914 2,165 1,166 1,061 2,702 2,405 1,536 1,344 4,616 4,570
12 A11 Southwest of A1307 2,458 2,591 1,100 853 1,589 1,018 489 165 4,047 3,609 Note: A505 Links highlighted in Grey
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Ref Location Description
2-Way Flows (PCU)
Scenario 30 (All UDC LP Flows)
Scenario 31 (All UDC LP Flows)
Scenario 32 (All UDC LP Flows)
AM PM AM PM AM PM
1 M11 North of J10 398 347 381 333 366 318
2 A505 East of M11 J10 401 348 379 329 357 309
3 M11 South of J10 111 100 111 100 111 100
4 A505 West of M11 J10 113 100 107 95 101 90
5 A1301 North of A505 80 69 76 65 73 62
6 A505 East of A1301 0 0 0 0 0 0
7 A1301 South of A505 481 416 455 394 429 371
8 A505 West of A1301 401 348 379 329 357 309
9 A1307 Northwest of A11 282 245 267 231 250 216
10 A11 Northeast of A1307 166 141 160 136 155 131
11 A1307 Southeast of A11 200 162 190 154 184 148
12 A11 Southwest of A1307 633 540 602 514 573 488 Note: A505 Links highlighted in Grey
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Ref Location Description
2-Way Flows (PCU)
Scenario 30 (NUGC Flows Only
- Existing Rural Modal Share)
Scenario 31 (NUGC Flows Only - 68% Car Modal
Share)
Scenario 32 (NUGC Flows Only-
62% Car Modal Share)
AM PM AM PM AM PM
1 M11 North of J10 194 172 177 158 162 144
2 A505 East of M11 J10 264 235 242 216 220 196
3 M11 South of J10 0 0 0 0 0 0
4 A505 West of M11 J10 70 63 64 58 58 52
5 A1301 North of A505 46 40 42 37 38 34
6 A505 East of A1301 0 0 0 0 0 0
7 A1301 South of A505 309 276 284 253 258 230
8 A505 West of A1301 264 235 242 216 220 196
9 A1307 Northwest of A11 197 176 181 162 165 148
10 A11 Northeast of A1307 64 56 57 51 52 46
11 A1307 Southeast of A11 91 78 82 71 74 64
12 A11 Southwest of A1307 352 310 321 283 292 257 Note: A505 Links highlighted in Grey
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Ref Location Description
Percentage Impacts
Scenario 30 LP Development as % of 2016/17
Base + Ref' Case (All UDC LP Flows - New Reference
Case)
Scenario 31 LP Development as % of 2016/17
Base + Ref' Case (All UDC LP Flows - New Reference
Case)
Scenario 32 LP Development as % of 2016/17
Base + Ref' Case (All UDC LP Flows - New Reference
Case)
New Reference Case as a % of 2016/17 Base Traffic Flows
AM PM AM PM AM PM AM PM
1 M11 North of J10 5% 4% 5% 4% 4% 4% 95% 74%
2 A505 East of M11 J10 10% 9% 9% 8% 9% 8% 17% 26%
3 M11 South of J10 2% 2% 2% 2% 2% 2% 82% 71%
4 A505 West of M11 J10 2% 2% 2% 2% 2% 2% 89% 90%
5 A1301 North of A505 5% 5% 5% 5% 5% 5% 61% 56%
6 A505 East of A1301 0% 0% 0% 0% 0% 0% 52% 39%
7 A1301 South of A505 38% 33% 35% 31% 33% 29% 45% 38%
8 A505 West of A1301 11% 10% 10% 9% 10% 9% 56% 43%
9 A1307 Northwest of A11 7% 7% 7% 6% 7% 6% 92% 81%
10 A11 Northeast of A1307 3% 3% 3% 3% 3% 3% 20% 18%
11 A1307 Southeast of A11 4% 4% 4% 3% 4% 3% 141% 111%
12 A11 Southwest of A1307 16% 15% 15% 14% 14% 14% 65% 39% Note: A505 Links highlighted in Grey
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5. Preliminary Improvement Options
Overview
Given the modelled increase in demand to travel on the A505 in the period up until 2033, this section details preliminary, high-level options which have been identified as potential mitigations to address the existing and anticipated future levels of congestion. The options focus on two areas:
• Link capacity improvements along the A505, including both on-line and off-line options, to complement the junction capacity improvements identified in the South Cambridgeshire Junction Assessments Study (May 2017).
• M11 Junction 9 capacity improvements through which to reduce the volume of traffic using M11 Junction 10, and as a consequence, the impacts on the section of the A505 from the A1301.
In each instance a brief description of the option is provided, together with an indicative layout of the proposal.
Options which have been considered for five distinct sections of the study area are as follows:
• Section 1 – A10 Royston to Duxford Air Base o Option 1: Online widening
• Section 2 – Duxford Air Base o Option 2a: Online widening o Option 2b: Northern realignment o Option 2c: Southern realignment
• Section 3 – M11 to A1301 o Option 3a: Online widening o Option 3b: Northern realignment o Option 3c: Southern realignment (short) o Option 3d: Southern realignment (long)
• Section 4 – A1301 to A11 o Option 4: Online widening
• Section 5 – M11 Junction 9 o Option 5a: Reconfiguration of the junction o Option 5b: Relocation of the junction
Between the A10 and Duxford Air Base, and the A1301 and the A11, online widening appears to be the only realistic option, and so alternatives have not been considered.
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Section 1: A10 Royston to Duxford Air Base
The A505 between the A10 at Royston and the Duxford Air Base is relatively free of
constraints. In contrast, realignment options may generate issues in terms of the change in levels close to Royston, land ownership, and the proximity of watercourses. Widening the carriageway to provide a two-lane dual carriageway along the existing alignment is therefore the only option which has been considered for this section of the corridor.
There are several elements to this proposal:
• An extension of the dual carriageway in place on the northern and western sections of the Royston bypass to the junction with Newmarket Road, around 1.5km in length. This would utilise land which appears to have been safeguarded for any future widening of this section of carriageway5.
• Widen the carriageway to the north of the existing alignment for 1.45km between the Newmarket Road junction and Heath Farm, and then for a further 2.45km to Flint Cross. This will minimise the loss of trees compared to extending the carriageway to the south, whilst also avoiding a watercourse (Wardington Bottom) and gas pipe running to the south of the A505.
• Through Flint Cross, land take would be required from properties immediately to the south of the existing carriageway. However, it may be possible for the road to be widened without the need for demolition, although further investigation is required.
• Carriageway widening to the south of the existing road between Flint Cross and Duxford Air Base, thereby avoiding the few properties situated to the north. This comprises around a 4km section of carriageway.
The indicative alignment of this option is highlighted in Figure 5.1.
5 Clarification required from Hertfordshire County Council
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Figure 5.1: Section 1 – A10 Royston to Duxford Air Base
Source: Bing Maps
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Section 2: Duxford Air Base
There are three options for the provision of additional link capacity around Duxford Air Base
focusing upon:
• Option 2a: Online widening • Option 2b: Northern realignment • Option 2c: Southern realignment
Figure 5.2 highlights the potential alignments of the individual options. Specifically:
• Option 2a would see the width of the existing carriageway increased along its current alignment. Given the constraints to this option, in terms of the presence of existing buildings, the design may require a 4-lane single carriageway.
• Option 2b would see the realignment of the A505 to the north of the air base, before turning back south and accessing M11 J10 via a new arm on the roundabout.
• Option 2c provides a southern realignment of the carriageway. A direct connection into the existing M11 J10 would not be feasible and so a new bridge would be required to connect the route with Hunts Road in Duxford, which in turn would provide access northbound to the existing A505 alignment.
There are several advantages and disadvantages to each option. The online widening could be difficult to deliver given the tight width of the corridor and proximity of existing buildings to the carriageway. It may also result in increasing severance between both sides of the air base. That said, it would provide the most direct link for through traffic and minimise land take requirements.
The northern realignment would provide more scope for a higher specification carriageway improvement. It would maintain access directly into M11 J10 and reduce the impact of through traffic on the air base.
The final option proposes a wide realignment of the carriageway to avoid any conflicts with the operation of the existing air base. It would have to bridge the M11 and traffic utilise the local road network already in place to continue re-join the A505 or access the motorway.
Figure 5.2: Section 2 – Duxford Air Base Alignment Options
Source: Bing Map
Option 2a
Option 2b
Option 2c
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creative minds safe hands
Section 3: M11 to A1301
The section of the A505 between the M11 and A1301 is the busiest within the corridor. It
suffers from delays and congestion in peak periods. Increasing link capacity is also constrained by several features, notably:
• The River Cam runs parallel to the A505 immediately to the south of the carriageway for a section south of Whittleford, before turning and heading north under the road.
• The London to Cambridge railway line is bridged by the A505 at Whittlesford. • The village of Whittlesford itself is built up to the carriageway on its northern boundary
limiting the scope to widen the carriageway.
Despite these constraints, there are four options to improve the link capacity along this section of the A505, notably:
• Option 3a: Online widening • Option 3b: Northern realignment • Option 3c: Southern realignment (short) • Option 3d: Southern realignment (long)
Between the M11 and the junction with the unclassified Hunts Road, the A505 is currently dualled. The options considered below therefore focus upon the need for additional capacity between this junction and the A1301 roundabout to the east. Figure 5.3 highlights these options. In summary, they comprise:
• Option 3a: Online widening including a reconfiguration of existing junctions with Moorfield Road and Station Road, and widening of the structures to bridge the London-Cambridge rail line and the River Cam.
• Option 3b: Northern realignment of the carriageway from the junction with Royston Road to the A1301 roundabout, with online widening between Royston Road and Hunts Road as per Option 3a.
• Option 3c: This would entail online widening between Hunts Road and the junction with Moorfield Road at which point the route would be realigned to the south of the existing corridor and woodland, before re-joining the existing route at a new roundabout to the west of the A1301 junction. It would require a new bridge over the London – Cambridge rail line and the River Cam.
• Option 3d: A southern bypass providing a wide diversion from the existing alignment, between Hunts Road and a new roundabout to the west of the A1301 junction. As with Option 3c, new bridges would be required over the London – Cambridge rail line and the River Cam.
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Figure 5.3: Section 3 – M11 to A1301
Source: Bing Maps
Option 3b
Option 3a
Option 3c
Option 3d
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Section 4: A1301 to A11
The final section of the A505 between the A301 junction and A11 is split into two distinct parts – a single carriageway section to the west and a two-lane dual carriageway to the east, where the corridor joins the A11 via a grade separated junction. A gas pipeline passes north-south under this section of dual carriageway but there are no interventions proposed to improve capacity at this point.
Widening the carriageway to provide a continuous two-lane dual carriageway along the existing alignment is therefore the only option to be considered for this section of the corridor.
Options to realign the road would encounter difficulties in terms of the presence of Pampisford Hall, land take requirements and loss of mature woodland.
The proposal being considered would comprise the extension of the northern side of the carriageway to avoid the loss of mature trees and vegetation to the south, and require the reconfiguration of the junctions with Town Lane and the High Street, opposite the entrance to Pampisford Hall.
The latter provides a pinch point in terms of the width of the carriageway, the availability of land on either side and may require a change in specification to ensure sufficient capacity can be accommodated.
Careful attention will be required in terms of junction treatment and safe access into and out of Pampisford and Pampisford Hall.
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Figure 5.4: Section 4 – A1301 to A11
Source: Bing Maps
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Section 5: M11 Junction 9
There is the scope to ease the pressure on the A505 by making changes to the wider network, in particular M11 J9. This is a limited movements junction and does not allow traffic to head north up the M11 for traffic originating in the east, or traffic wishing to travel eastbound when travelling south down the M11 itself. This forces traffic onto the A505 at J10 and the A1301 past Hixton.
There are two options through which M11 J9 could be improved to the benefit of the A505:
• Option 5a entails the reconfiguration of M11 J9 to incorporate both access onto the M11 northbound form the A11, and access onto the A11 from the M11 southbound, forming a new all-movements junction. See Figure 5.5.
• Option 5b would comprise the complete relocation of the junction to the west, providing the opportunity to cater for all movements, as highlight in Figure 6.6.
Option 5a would prove expensive to construct. A number of structures would be required, including a bridge over the railway.
As with the reconfiguration of the existing junction, the actual relocation of the junction would be expensive to construct. However, it could also improve access onto the motorway network, can be constructed off-line to minimise disruption, generates a parcel of land which could be back-filled with development, relieves pressure on M11 J10 to the north, and improves strategic access to the train station at Great Chesterford. The land appears to be under control of one owner which could simplify land acquisition.
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Figure 5.5: M11 J9 Reconfiguration
Source: Bing Maps
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Figure 5.6: M11 J9 Relocation
Source: Bing Maps
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6. Sifting of Options
Overview
There are a number of options through which additional capacity can be provided to improve the operation of the A505 to satisfy both short term, and longer-term demand. The Department for Transport’s (DfT) Early Assessment and Sifting Tool (EAST) provides a framework through which these high-level options can be reviewed and prioritised.
EAST was developed by the DfT to provide a decision support tool through which to efficiently summarise and present evidence on options in a clear and consistent manner, can be used to assess individual options, packages, strategies and plans, and is consistent with the Transport Business Case principles.
It should be noted however, that the results it generates are on the basis of subjective assumptions to some extent, and as such should be treated as such.
Outputs of the Assessment
The options for increased capacity on the A505 corridor and their respective assessments are detailed in Table 6.1. The choices this seeks to inform are as follows:
• What is the best approach to providing capacity past Duxford Air Base? • What is the best approach to providing capacity between the M11 and A1301? • Would it be more effective to improve M11 Junction 9 than the A505 itself? • If so, what would be the best approach to improving M11 Junction 9?
Duxford Air Base
Of the three options considered, the EAST assessment suggests that a realignment of the A505 to the north of the existing corridor may provide the most benefits. It would provide additional capacity whilst also reducing severance between the air base and the housing to the north, and potentially provide the scope for an extension of the settlement.
Difficulties with online widening as a result of the lack of available land, the treatment of existing junctions and the severance it would cause appear to preclude this an a realistic option, whilst a southern realignment would require significant land take, a bridge over the motorway and be very costly to deliver.
It would also mean the link immediately east of M11 J10 would have to carry traffic from the east and west wishing to access the M11 and would therefore become a lot busier than it is already.
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M11 to A1301
There are several credible options for increasing capacity between the M11 and the A1301, the busiest and most congested stretch of the A505 corridor assessed within this study.
However, online widening of the carriageway appears to be the least beneficial, and likely to present the most issues both during construction and once in place.
The bridges over the River Cam and the London to Cambridge railway line are such that they would have to be widened or rebuilt to accommodate a two-lane dual carriageway, and the impact of the widening on the village of Whittlesford is likely to be negative in terms of the noise and air quality concerns which could arise from a busier road in such close-proximity to a residential area.
Regarding the realignment options, all have benefits in terms of alleviating the impacts of through traffic on the village and providing the scope to cater for additional housing growth in the area by opening-up land for potential development.
In each instance, structures would be required to bridge the railway and river. The key consideration is whether a longer or shorter bypass would be most appropriate, with the trade-off being between the respective costs of the schemes, and the amount of developable land opened up as a consequence of each alignment.
M11 Junction 9
The congestion and delays experienced on the A505 between the M11 and the A1301 could potentially be resolved by making improvements to M11 Junction 9, as opposed to undertaking works on the A505 itself. A proportion of traffic using the A505 is due to the limited access from the existing motorway junction6.
This subsequently requires those heading south down the M11, and wishing to access Saffron Walden for example, to use Junction 10, the A505 and A1301 as opposed to continuing along the motorway and exiting at Junction 10. Strategic trips are in effect forced to use the local road network.
Given this pattern of demand, any improvements to the A505 would fail to address this more strategic issue in ensuring the most appropriate routing of vehicles on the network. It would still see heavy flows of strategic trips on the local road network.
In this respect, a solution which took these vehicles off the local road network completely, freeing up both the A505 and A1301, and providing more route choice, would seem to be a more effective and strategic solution. Consequently, opportunities to cater for all turning movements at M11 Junction 9 should be explored.
6 Further investigation including ANPR surveys would be required to quantify what proportion of traffic is using M11J10 because of the limited access at M11 J9.
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Treatment of Junction 9
Both the reconfiguration and more radical, relocation, of Junction 9 would improve the capacity of the intersection, the wider network, and the route choice available to vehicles. The reconfiguration of the junction to cater for ‘south to east’ and ‘west to north’ movements would require new structures, including a bridge over the existing carriageway. There would likely be a significant impact on current operations during construction.
The wholescale relocation of the junction to the west would be a radical and costly intervention but would enable construction to be undertaken off-line, therefore reducing the impact on traffic, could include a new arm to the junction to provide access into land to the west, and provide the scope for the expansion of the village of Great Chesterford by backfilling development in the land created through the realignment of the motorway and relocation of the junction.
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Table 6.1: Summary of Outputs from DfT EAST Assessment of Improvement Options
Name/No. DescriptionScale of impact
Fit with wider transport and government objectives
Fit with other objectives
Key uncertainties Economic Growth
Carbon emissions
Socio-distributional impacts and the regions
Local environment
Well beingPotential public
acceptabilityPractical
feasibilityCapital Cost
(£m)?
1. Royston to Duxford Air Base Online Widening
Around a 10km extension of the dual carriageway which forms the Royston bypass to a point immediately to the west of Duxford Air Base.
4 3 3 Costs and funding 4. Amber/green 3. Amber 3. Amber 2. Red/amber 3. Amber 3 4 100-250
2a. Duxford Air Base Online Widening
Increase the width of the existing carriageway increased along its current alignment. May require a 4-lane single carriageway.
2 2 3Availability of space within carriageway, junction treatment
4. Amber/green 3. Amber 3. Amber 2. Red/amber 2. Red/amber 3 2 25-50
2b. Duxford Air Base Northern Realignment
The realignment of the A505 to the north of the air base, before turning back south and accessing M11 J10 via a new arm on the roundabout.
4 4 4Land take, M11 J10 junction requirements
5. Green 3. Amber 3. Amber 4. Amber/green 4. Amber/green 4 4 25-50
2c. Duxford Air Base Southern Realignment
Provides a southern realignment of the carriageway. A direct connection into the existing M11 J10 would not be feasible and so a new bridge would be required to connect the route with Hunts Road in Duxford, which in turn would provide access northbound to the existing A505 alignment.
2 2 3Bridge over the M11, land take requirements, costs and funding
2. Red/amber 2. Red/amber 3. Amber 4. Amber/green 3. Amber 1 1 100-250
3a. M11 to A1301 Online Widening
Online widening including a reconfiguration of existing junctions with Moorfield Road and Station Road, and widening of the structures to bridge the London-Cambridge rail line and the River Cam.
4 2 3
Issues associated with the proximity of the River Cam and train line.
4. Amber/green 3. Amber 3. Amber 2. Red/amber 2. Red/amber 4 2 50-100
3b. M11 to A1301 North Realignment
Northern realignment of the carriageway from the junction with Royston Road to the A1301 roundabout, with online widening between Royston Road and Hunts Road as per Option 3a.
5 4 4Land take requirements, costs and funding
5. Green 4. Amber/green 3. Amber 4. Amber/green 4. Amber/green 4 3 25-50
3c. M11 to A1301 Southern Realignment (Short)
This would entail online widening between Hunts Road and the junction with Moorfield Road at which point the route would be realigned to the south of the existing corridor and woodland, before re-joining the existing route at a new roundabout to the west of the A1301 junction.
4 5 4Bridging both the river and railway
4. Amber/green 4. Amber/green 3. Amber 4. Amber/green 4. Amber/green 4 3 10-25
3d. M11 to A1301 Southern Realignment (Long)
A southern bypass providing a wide diversion from the existing alignment, between Hunts Road and a new roundabout to the west of the A1301 junction. As with Option 3c, new bridges would be required over the London – Cambridge rail line and the River Cam.
5 5 4Rail and river bridges, land ownership and acquisition
5. Green 4. Amber/green 3. Amber 4. Amber/green 4. Amber/green 4 3 25-50
4. A1301 to A11 Online Widening
Widening the carriageway to provide a continuous two-lane dual carriageway along the existing alignment is therefore the only option to be considered for this section of the corridor
3 3 2Junction treatment close to Pampisford Hall
4. Amber/green 4. Amber/green 3. Amber 2. Red/amber 2. Red/amber 3 3 10-25
5a. M11 Junction 9 Reconfiguration
Reconfiguration of M11 J9 to incorporate both access onto the M11 northbound form the A11, and access onto the A11 from the M11 southbound, to provide an all-movements junction
5 4 3Highways England consensus, deliverability
4. Amber/green 5. Green 3. Amber 4. Amber/green 4. Amber/green 5 2 25-50
5b. M11 Junction 9 Relocation
The complete relocation of the junction on land to the west of the existing, providing the opportunity to cater for all movements
5 5 4
Land take requirements, Highways Engalnd consensus, cost and funding
5. Green 4. Amber/green 3. Amber 4. Amber/green 4. Amber/green 5 3 100-250
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7. Summary and Recommendations
This feasibility study has sought to provide a high-level review of the issues and options associated with the current and future operation of the A505 corridor between the A10 at Royston and the A11 at Abington.
There are several conclusions which can be draw from the study:
• The broad corridor in which it runs is relatively free of constraints. Where constraints exist, they relate to either the narrow width of the carriageway and highway boundary, and the need to bridge the motorway, river or rail provision.
• Development in the sub-region, across Uttlesford and the neighbouring authorities in Cambridgeshire, Hertfordshire and Suffolk, will generate a large increase in vehicles seeking to use the A505. However, Uttlesford itself will only generate a relatively small proportion of this, amounting to between 2% and 11% of all trips.
• Despite the anticipated increase in demand on the corridor there are various options through which the link capacity of the A505 could be improved. These include both ‘on-line’ and ‘off-line’ interventions, which have the potential to both increase capacity and generate additional benefits in the form of opening up additional land for development, and air quality, safety and severance improvements.
Subsequently, this study alongside both the South Cambridgeshire Junctions Assessment Study and Uttlesford Transport Study provide a basis for further investigation in the identification of investment priorities to be taken forward on the A505 corridor, through which to provide the additional capacity required to facilitate growth in the corridor.
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Appendices
GREAT CHESTERFORD
71
81
358318
219
143
759
1408
57130
590
5
7
105
236
238
1001
1002
1014
2005
3177
249
93
14
10
791
1280
14
10
1280
791
1360
2341
1113
742
1228
618
308
1289
126
312
1393
104
1217
867
49
15
312
170
312
312
170
433
407
12
4
43
13
115
49
170
312
590
312
312
760
43
13
43
1343
13
13
43
43
13
312
760
334
192
334
187
187
190
394
164
467
43
13
44
87
44
87
87
44
44
87
232277
232277
277
1464
867
246
232
91
185
246112
6221
232
277
1464980
112
126
382
232
382
154
59
59
154
59
154
443
298
67
217
251
164
467
59
154
59
257
59
59
154
198
248
513
389
71
81
248
198
198
248
117
176
513
389
382
251
382
718
117
176
117
179
117
117
179
117
179
117179
382
366
183
366
307
21
52
584
203
366
203
418
584
582
219
Uncertainty Log Committed Development - AM Peak Hour
VISUM 15.00 PTV AG erstellt am: 18.01.2018
GREAT CHESTERFORD
91
44
268307
114
165
1400
634
9359
177
4
7
411
236
238
1001
1002
1014
2005
3177
100
150
13
6
1329
621
13
6
621
1329
1918
1351
719
632
520
662
65
623
761
100
818
1068
19
35
529
138
529
529
138
362
353
8
3
17
31
5585
138
529
177
529
529
315
17
31
17
3117
31
31
17
17
31
529
315
383
250
169
552
155
155
176
309
155
17
31
62
42
62
42
42
62
62
42
217218
217218
218
960
1068
141
217
121
97
141154
4433
217
218
9601222
154
72
258
217
258
74
116
116
74
116
74
302
316
99
193
197
309
155
116
74
116
294
294
116
74
178
206
589
282
91
44
206
178
178
206
134
115
589
282
502
197
502
351
134
115
134
118
134
134
118
134
118
134118
502
155
259
155
253
27
40
714
286
155
286
195
714
347
114
165
Uncertainty Log Committed Development - PM Peak Hour
VISUM 15.00 PTV AG erstellt am: 18.01.2018
GREAT CHESTERFORD
75
81
439293
228
155
871
1441
56131
720
5
7
105
236
238
1001
1002
1014
2005
3177
299
150
20
10
919
1335
20
10
1335
919
1659
2362
1127
949
1234
367
1368
126
374
1472
104
1231
1075
49
15
374
244
374
374
244
410
502
18
4
43
13
117
63
244
374
720
374
374
964
43
13
43
1343
13
13
43
43
13
374
964
345
218
345
188
188
210
395
241
682
43
13
44
87
44
87
87
44
44
87
232297
232297
297
1598
1075
367
232
137
306
367156
6219
232
297
1598
1231
156
156
433
232
433
172
60
60
172
60
172
495
301
69
293
374
241
682
60
172
60
259
60
60
172
199
282
676
1148
75
81
282
199
199
282
118
207
676
1148
533
374
533
1056
118
207
118
210
118
118
210
118
210
118210
533
360
208
360
377
1200
180
91
885
388
360
388
451
885
1817
228
Uncertainty Log Committed Development (Ref2+ST+B2.5k) - AM Peak Hour
VISUM 15.00 PTV AG erstellt am: 17.01.2018
GREAT CHESTERFORD
93
45
268343
137
180
1505
673
9259
234
4
7
411
236
238
1001
1002
1014
2005
3177
149
199
15
7
1455
680
15
7
680
1455
1945
1499
826
672
645
724
64
650
822
98
924
1091
19
35
668
172
668
668
172
405
357
11
4
17
30
6289
172
668
234
668
668
406
17
30
17
3017
30
30
17
17
30
668
406
522
269
199
721
165
165
180
468
261
17
30
61
42
61
42
42
61
61
42
226222
226222
222
11211091
196
226
210
153
196243
4333
226
222
1121
1334
243
75
265
226
265
76
124
124
76
124
76
308
338
112
285
265
468
261
124
76
124
317
317
124
76
192
211
1107
534
93
45
211
192
192
211
147
118
1107
534
753
265
753
526
147
118
147
121
147
147
121
147
121
147121
753
170
258
170
567
91
1703
349
170
349
329
1593
812
137
180
Uncertainty Log Committed Development (Ref2+ST+B2.5k) - PM Peak Hour
VISUM 15.00 PTV AG erstellt am: 17.01.2018
GREAT CHESTERFORD
97
105
2823
6
14
45
74
1050
324
58
17
18
6
68
626
28
247
2
19
236
238
1001
1002
1014
2005
44
49
2
2
50
63
2
2
63
50
206
192
39
51
153
154
50
204
14
7
197
211
7
46
65
197
204
197
204
15
14
3
3
1
1
1514
204
197
204
197
204
197
204
1 11
1
1
1
1
1
1
1
197
204
43
37
43
240
240
241
1
1
44
73
44
73
73
44
44
73
283
314
283
314
314
333
65
288
283
9
25
288196
262
187
283
314
333
261
196
258
570
469
570
47
115
115
47
115
47
832
810
341
267
366
56
11
56
808
67
822
115
47
755
810
119
163
97
105
246
698
698
246
639
194
119
163
267
366
267
366
639
194
639
194
41
241
354
282
241
354
241
354
267
108
54
108
8
3
265
54
58
108
58
108
54
146
28
23
Scenario 30 Local Plan Flows - AM Peak Hour
VISUM 15.00 PTV AG erstellt am: 16.01.2018
GREAT CHESTERFORD
81
63
1727
10
8
54
51
466
767
24
43
8
13
500
60
197
25
14
2
236
238
1001
1002
1014
2005
37
46
1
2
47
53
1
2
53
47
192
155
41
40
114
152
47
197
8
11
151
208
11
52
48
151
197
151
197
11
15
2
3
1
1
1115
197
151
197
151
197
151
197
1 11
1
1
1
1
1
1
1
151
197
28
41
28
178
178
238
1
1
53
50
53
50
50
53
53
50
232
288
232
288
288
268
48
216
232
18
11
216208
205
190
232
288
268
255
208
319
605
420
605
90
47
47
90
47
90
811
613
193
337
203
9
46
9
611
14
611
47
90
596
763
117
128
81
63
551
255
255
551
197
474
117
128
337
203
337
203
197
474
197
474
304
352
189
656
352
189
352
189
337
45
94
45
4
1
162
117
96
45
96
45
117
45
17
27
Scenario 30 Local Plan Flows - PM Peak Hour
VISUM 15.00 PTV AG erstellt am: 16.01.2018
GREAT CHESTERFORD
51
103
00
1118
00
26
62
0
0
0
0
1050
324
58
17
00
0
0
3
32
28
247
2
19
236
238
1001
1002
1014
2005
24
46
24
46
46
24
128
66
66
128
24
174
9090
174
90
174
90
90
174
6
11
611
174
90
174
90
174
90
174
90
174
90
29
17
106
106
106
203
26
62
26
62
62
26
26
62
132
265 132265
265
250
250
132
250
120
250
120
132
265
250120
120
215
480
252
480
36
60
60
36
60
36
729
390
137
215
137
729
390
729729
0
0
390
60
36
390
729
61
136
51
103
166
333
333
166
230
114
61
136
215
137
215
137
230
114
230
114
3 198
198
111
198
111
198111
215
29
35
29
108
43
35
29
35
29
43
48
11
18
Sc30 (North Uttlesford Garden Community) - AM Peak Hour
VISUM 15.00 PTV AG erstellt am: 16.01.2018
GREAT CHESTERFORD
76
62
00
1312
00
4533
0
0
0
0
466
767
24
43
00
0
0
25
3
197
25
14
2
236
238
1001
1002
1014
2005
34
29
34
29
29
34
78
94
94
78
34
108
127127
108
127
108
127
127
108
8
7
87
108
127
108
127
108
127
108
127
108
127
19
21
149
149
127
149
45
33
45
33
33
45
45
33
194
160 194160
160
150
150
194
150
179
150
179
194
160
150179
179
152
312
373
312
44
38
38
44
38
44
462
531
158
152
158
462462
0
531
0
38
44
531
462
100
76
76
62
250
190
190
250
128
174
100
76
152
158
152
158
128
174
128
174
25 125
125
149
125
149
125149
152
26
30
26
132
46
30
26
30
26
46
32
13
12
0
Sc30 (North Uttlesford Garden Community) - PM Peak Hour
VISUM 15.00 PTV AG erstellt am: 16.01.2018
GREAT CHESTERFORD
92
97
2722
6
14
43
70
976
301
54
16
18
6
68
626
24
211
2
16
236
238
1001
1002
1014
2005
42
46
2
2
48
59
2
2
59
48
196
185
39
51
146
145
48
191
14
7
188
198
7
46
65
188
191
188
191
14
13
3
3
1
1
1413
191
188
191
188
191
188
191
1 11
1
1
1
1
1
1
1
188
191
41
35
41
229
229
226
1
1
42
68
42
68
68
42
42
68
270
294
270
294
294
315
65
269
270
9
25
269184
244
176
270
294
315
249
184
242
535
444
535
43
112
112
43
112
43
779
770
326
251
351
56
11
56
768
67
782
112
43
715
757
113
154
92
97
230
676
676
230
624
183
113
154
251
351
251
351
624
183
624
183
41
226
343
268
226
343
226
343
251
105
52
105
8
3
254
50
55
105
55
105
50
140
27
22
Scenario 31 Local Plan Flows - AM Peak Hour
VISUM 15.00 PTV AG erstellt am: 18.01.2018
GREAT CHESTERFORD
76
57
1625
10
8
51
48
434
713
22
40
8
13
500
60
169
21
12
2
236
238
1001
1002
1014
2005
35
43
1
2
45
50
1
2
50
45
185
148
41
40
107
145
45
188
8
11
141
199
11
52
48
141
188
141
188
10
14
2
3
1
1
1014
188
141
188
141
188
141
188
1 11
1
1
1
1
1
1
1
141
188
26
39
26
167
167
227
1
1
50
47
50
47
47
50
50
47
217
274
217
274
274
255
48
203
217
18
11
203195
192
177
217
274
255
242
195
304
576
393
576
87
43
43
87
43
87
768
573
181
322
192
9
46
9
572
14
572
43
87
557
721
110
121
76
57
534
238
238
534
185
463
110
121
322
192
322
192
185
463
185
463
304
340
178
644
340
178
340
178
322
43
91
43
4
1
152
111
93
43
93
43
111
43
16
25
Scenario 31 Local Plan Flows - PM Peak Hour
VISUM 15.00 PTV AG erstellt am: 18.01.2018
GREAT CHESTERFORD
46
96
00
1017
00
2457
0
0
0
0
976
301
54
16
00
0
0
3
32
24
211
2
16
236
238
1001
1002
1014
2005
21
43
21
43
43
21
118
59
59
118
21
161
8181
161
81
161
81
81
161
5
10
510
161
81
161
81
161
81
161
81
161
81
27
15
96
96
96
188
24
57
24
57
57
24
24
57
119
246 119246
246
231
231
119
231
108
231
108
119
246
231108
108
199
444
228
444
32
56
56
32
56
32
676
350
122
199
122
676
350
676676
0
0
350
56
32
350
676
55
126
46
96
149
311
311
149
215
103
55
126
199
122
199
122
215
103
215
103
3 184
184
99
184
99
18499
199
25
32
25
97
40
32
25
32
25
40
42
10
17
Sc31 (North Uttlesford Garden Community) - AM Peak Hour
VISUM 15.00 PTV AG erstellt am: 16.01.2018
GREAT CHESTERFORD
70
56
00
1211
00
4231
0
0
0
0
434
713
22
40
00
0
0
25
3
169
21
12
2
236
238
1001
1002
1014
2005
31
27
31
27
27
31
71
87
87
71
31
98
118118
98
118
98
118
118
98
6
76
98
118
98
118
98
118
98
118
98
118
17
20
138
138
115
138
42
31
42
31
31
42
42
31
179
146 179146
146
136
136
179
136166
136
166
179
146
136166
166
137
283
346
283
42
34
34
42
34
42
419
491
146
137
146
491
419419
0
0
491
34
42
491
419
92
70
70
56
233
173
173
233
116
163
92
70
137
146
137
146
116
163
116
163
25
113
137
139
113
137
113137
137
24
27
24
122
92
27
24
27
24
41
30
12
11
Sc31 (North Uttlesford Garden Community) - PM Peak Hour
VISUM 15.00 PTV AG erstellt am: 16.01.2018
GREAT CHESTERFORD
88
89
2620
6
14
41
64
889
274
50
14
18
6
68
626
22
193
2
15
236
238
1001
1002
1014
2005
40
42
2
2
46
55
2
2
55
46
186
180
39
51
141
134
46
176
14
7
181
183
7
46
65
181
176
181
176
14
12
3
3
1
1
1412
176
181
176
181
176
181
176
1 11
1
1
1
1
1
1
1
181
176
40
33
40
220
220
209
1
1
39
63
39
63
63
39
39
63
260
272
260
272
272
294
65
248
260
9
25
248174
223
166
260
272
294
239
174
224
494
424
494
40
107
107
40
107
40
717
739
315
233
340
56
11
56
737
67
751
107
40
684
695
108
142
88
89
217
651
651
217
608
174
108
142
233
340
233
340
608
174
608
174
41
210
334
251
210
334
210
334
233
103
49
103
8
3
245
47
52
103
52
103
47
137
26
20
Scenario 32 Local Plan Flows - AM Peak Hour
VISUM 15.00 PTV AG erstellt am: 18.01.2018
GREAT CHESTERFORD
69
52
1524
10
8
47
45
395
650
20
37
8
13
500
60
154
20
11
2
236
238
1001
1002
1014
2005
32
41
1
2
42
48
1
2
48
42
178
140
41
40
99
138
42
179
8
141130
190
11
52
48
130
179
130
179
9
13
2
3
1
1
913
179
130
179
130
179
130
179
1 11
1
1
1
1
1
1
1
130
179
24
38
24
154
154
217
1
1
46
44
46
44
44
46
46
44
201
261
201
261
261
243
48
191
201
18
11
191179
180
162
201
261
243
227
179
292
551
361
551
84
40
40
84
40
84
731
528
168
310
178
9
46
9
527
14
526
40
84
512
683
101
115
69
52
515
223
223
515
175
450
101
115
310
178
310
178
175
450
175
450
304
330
165
634
330
165
330
165
310
41
89
41
4
1
141
108
90
41
90
41
108
40
15
24
Scenario 32 Local Plan Flows - PM Peak Hour
VISUM 15.00 PTV AG erstellt am: 18.01.2018
GREAT CHESTERFORD
42
87
00
915
00
2152
0
0
0
0
889
274
50
14
00
0
0
3
32
22
193
2
15
236
238
1001
1002
1014
2005
19
39
19
39
39
19
108
54
54
108
19
147
7373
147
73
147
73
73
147
5
9
59
147
73
147
73
147
73
147
73
147
73
24
14
87
87
87
171
21
52
21
52
52
21
21
52
108
223 108223
223
210
210
108
210
99
210
99
108
223
21099
99
181
404
207
404
29
51
51
29
51
29
614
319
111
181
111
614
319
614614
0
51
29
319
614
50
115
42
87
136
286
286
136
199
94
50
115
181
111
181
111
19994
199
94
94 167
167
90
167
90
16790
181
23
29
23
88
36
29
23
29
23
36
38
9
15
Sc32 (North Uttlesford Garden Community) - AM Peak Hour
VISUM 15.00 PTV AG erstellt am: 16.01.2018
GREAT CHESTERFORD
64
51
00
1110
00
3828
0
0
0
0
395
650
20
37
00
0
0
25
3
154
20
11
2
236
238
1001
1002
1014
2005
28
24
28
24
24
28
65
79
79
65
28
89
107107
89
107
89
107
107
89
6
76
89
107
89
107
89
107
89
107
89
107
16
18
125
125
105
125
38
28
38
28
28
38
38
28
163
133 163133
133
124
124
163
124151
124
151
163
133
124151
151
125
258
314
258
38
31
31
38
31
38
382
446
132
125
132
446
382382
0
0
446
31
38
446
382
84
64
64
51
214
158
158
214
106
150
84
64
125
132
125
132
106
150
106
150
25
103
125
129
103
125
103125
125
22
24
22
111
84
24
22
24
22
37
27
11
10
Sc32 (North Uttlesford Garden Community) - PM Peak Hour
VISUM 15.00 PTV AG erstellt am: 16.01.2018
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Contacts: Alistair Gregory, Director, WYG t. 0116 234 8219 e. [email protected] Ben King, Associate, WYG t. 0116 234 8045 e. [email protected]