Appendix 1 - National Infrastructure Planning · for the predicted traffic flows in the design year. The option of a 55m inscribed circle diameter roundabout design was investigated

Lake Lothing Third Crossing Design Report Document Reference: 7.5

The Lake Lothing (Lowestoft)

Third Crossing Order 201[*]

_________________________________________________________________________

_________________________________________________________________________

Document 7.5: Design Report

Appendix 1 _________________________________________________________________________

Author: Suffolk County Council

REPORT NO 1069948-WSP-HGN-LL-RP-CH-0001

LAKE LOTHING THIRD CROSSING DEPARTURES FROM STANDARD

CONFIDENTIAL

MAY 2018

Confidential

Project no: 1064498Date: May 2018

–WSPKnights HouseThe ParadeSutton ColdfieldB72 1PH

Tel: +0 (44) 121 407 6500

www.wsp.com

LAKE LOTHING THIRD CROSSING DEPARTURES FROM STANDARDSuffolk County Council

Q U A L I T Y M A N A G E M E N TISSUE/REVISION FIRST ISSUE REVISION 1 REVISION 2 REVISION 3

Remarks For DCOSubmission

Date May 2018

Prepared by J Clift

Signature

Checked by P Caine

Signature

Authorised by S Goane

Signature

Project number 1069948

Report number 0001

File reference1069948-WSP-HGN-LL-RP-CH-0001

Issue No P0

ii

A12 Lake Lothing Third Crossing WSPSuffolk County Council Project No 1069948May 2018 Confidential

P R O D U C T I O N T E A MCLIENT

Project Manager Name Jon Barnard

Consenting Manager Name Michael Wilks

Assistant Project Manager Name Andrew Pearce

WSP

Discipline lead - highways Name Paul Caine

Highways Engineer Name Jamie Clift

Highways Engineer Name Shaun Joyce

iii

Project Title WSPSuffolk County Council Project No 1069948Confidential Month Year

TABLE OF CONTENTSLIMITATIONS.................................................................................................. 1

1 PROJECT BACKGROUND ..........................................................2

1.1 INTRODUCTION ............................................................................................. 2

1.2 DESCRIPTION OF THE SCHEME .................................................................. 2

2 DEPARTURES FROM STANDARD .............................................4

2.1 INTRODUCTION ............................................................................................. 4

2.2 HIGHWAYS .................................................................................................... 4THIRD CROSSING MAINLINE ALIGNMENT ................................................... 5NORTHERN ROUNDABOUT .......................................................................... 5ROTTERDAM ROAD/DENMARK ROAD ROUNDABOUT ............................... 6SOUTHERN ROUNDABOUT .......................................................................... 6

2.3 VEHICLE RESTRAINT SYSTEMS (VRS)........................................................ 8

3 CONCLUSIONS ............................................................................9

4 RECOMMENDATIONS ...............................................................10APPENDIX A – DEPARTURES FROM STANDARD TEMPLATE .................... 1APPENDIX B – DRAFT DEPARTURES FROM STANDARD ........................... 3APPENDIX C – DRAWINGS ........................................................................... 1

1

A12 Lake Lothing Third Crossing WSPSuffolk County Council Project No 1069948Confidential May 2018

LIMITATIONS

This report is presented to Suffolk County Council in respect of the proposed A12 Lake LothingThird Crossing and may not be used or relied on by any other person or by the client in relation toany other matters not covered specifically by the scope of this report.

Notwithstanding anything to the contrary contained in the report, WSP is obliged to exercisereasonable skill, care and diligence in the performance of the services required by Suffolk CountyCouncil and WSP shall not be liable except to the extent that it has failed to exercise reasonableskill, care and diligence, and this report shall be read and construed accordingly.

This report has been prepared by WSP. No individual is personally liable in connection with thepreparation of this report. By receiving this report and acting on it, the client or any other personaccepts that no individual is personally liable whether in contract, tort, for breach of statutory dutyor otherwise.

2


1 PROJECT BACKGROUND1.1 INTRODUCTION

The proposed A12 Lake Lothing Third Crossing is a new road crossing over Lake Lothing, a largesaltwater lake which flows into the North Sea. The lake is approximately 180m across at its widestpoint, and forms the inner harbour of the Port of Lowestoft. This area has suffered greatly fromthe decline of shipbuilding and traditional industries, and is a key area for regeneration. Thescheme will support regeneration by improving access to the lake area and by relievingcongestion in, and around, the town centre.

Over the past 35 years, much of Lowestoft’s rich and proud industrial heritage has gone. Thefishing industry has declined dramatically, industries have closed, and there has been a moveaway from home-based tourism. There is an urgent need for inward investment and regeneration,but poor infrastructure hampers attempts to attract new businesses to the area.

Lake Lothing divides Lowestoft between north and south. The road crossings in the east and westare inadequate for existing traffic demand. The problem of congestion has blighted the town foryears, and Lowestoft’s inadequate road network is a serious disincentive to people coming to thetown. Congestion causes real problems for business; it discourages existing firms from expandingand discourages new businesses from moving into the area. There have been improvements tolocal roads in recent years, but the third crossing remains a missing link. Provision of an extracrossing will reduce severance, and allow the road network to operate efficiently, providing vitalextra capacity. It will reduce congestion, helping Lowestoft to attract investment and achieve itsfull potential as a place in which to live and work.

1.2 DESCRIPTION OF THE SCHEMEThe proposed scheme is illustrated in Figure 1. It starts at a new roundabout on Denmark Road,east of the existing Peto Way / Denmark Road roundabout, and spans both the railway line andLake Lothing on a north – south alignment.

On the southern shore, the new crossing follows the line of Riverside Road, initially at a highlevel, descending to a new roundabout at the junction of Riverside Road and Waveney Drive,west of the Lings Motor showroom.

Improvements between this roundabout and the existing Waveney Road /Tom Crisp Wayroundabout will provide access to the A12. Local roads which presently connect directly toRiverside Road will be served in the main from a new connection to Waveney Drive.

3


Figure 1 – Lake Lothing Location Plan

A bascule (lifting) bridge will be constructed to allow the passage of shipping within the innerharbour. When closed, the bridge will have a clearance of at least 12m. This will enable smallerboats to pass under the bridge. This, and its location west of some of the docks, means that it willhave to open less frequently than the existing Bascule Bridge at the harbour entrance.

The new bridge will be a single carriageway, with separate footways and cycle tracks linked toadjacent networks.

Lowestoft

Copyright © 2016.Google Maps.

4


2 DEPARTURES FROM STANDARD2.1 INTRODUCTION

The A12 Lake Lothing Third Crossing has been designed using the Design Manual for Roads andBridges (DMRB) as published by the Her Majesty’s Stationery Office.

Compliance with the DMRB is mandatory is for all improvements on the Motorway, all PurposeTrunk Roads and for all Purpose roads unless the Overseeing Organisation has approved aDeparture from Standard.

Mandatory sections of the DMRB are normally ‘black boxed’ within the appropriate Standardbeing used.

In certain circumstances a ‘relaxation’ may be adopted to the design. A relaxation is a permittedvariation from a particular requirements, but adopted within defined limits and in definedsituations. Where Relaxations are permissible, the circumstances will be defined in the relevantstandard, any further proposed variation beyond these limits requires a “Departure fromStandard”.

Except where Relaxations are permitted any variation or waiving of a mandatory requirementcontained within a DMRB document is considered to be a Departure from Standard. Departuresfrom Standard may be appropriate in a variety of situations; for example:

· Where it can be justified that a requirement is inappropriate in a particular situation;· Where the application of a document would have unintended adverse consequences;· Where the Standard, included permitted Relaxations, is not realistically achievable; and· Where an “Aspect not covered by Standards” is identified.

WSP have been commissioned by Suffolk County Council to provide a Reference Design suitableto apply for planning consent for the A12 Lake Lothing Third Crossing, with the aspiration to havea design that is fully compliant with DMRB. The Scheme design is constrained by existing siteconditions, and the need to limit impact on statutory consultees, adjacent landowners, and otheraffected parties. These constraints create some difficulty with full DMRB compliance in someareas of the Scheme design, where the best solution for the reference design deviates. As part ofthe design process for the Reference Design WSP have identified a number of Departures fromStandard, which are considered to be necessary as part of the design and these have beensubmitted for consideration using the proforma which is included in Appendix A. There is anopportunity for the Departures from Standard identified below to be reviewed during the detaileddesign stage.

2.2 HIGHWAYS

The design for the ‘Reference design’ for the proposed A12 Lake Lothing Third Crossing hasbeen based on the following documents contained within the DMRB;

· TD9/93 – Highway Link Design; and

· TD16/07 Geometric Design of Roundabouts.

5


The design speed adopted for the crossing is 30mph (60kph) and the mandatory paragraphsincluded in the above documents are assessed against this.

Copies of the draft Departures from Standard identified are included in Appendix B.

THIRD CROSSING MAINLINE ALIGNMENT

Two Departures from Standard have been identified on the main line as described below:

Departure No.3 Non-permitted combination of horizontal alignment and stopping sight distance(SSD) relaxations on the Third Crossing mainline alignment in the northbound direction (visibilityacross the inside of the bend). TD9/93 Clause 1.24. See document 1069948-WSP-GEN-LL-DF-CH-0003 and drawing 1069948-WSP-HML-LL-DR-CH-0102.

· Horizontal curvature between Ch. 45 and Ch. 174.5 is two design speed stepsbelow desirable minimum (135m).

· Horizontal curvature relaxation is coincident with a relaxation in SSD which is onedesign speed step below desirable minimum 90m.

· The departure is required due to the existing constraints of the existing RotterdamRoad/ Denmark Road roundabout, Peto Way land boundary – particularly Wickesand the East Suffolk railway line which has determined the position of thenorthern roundabout and the connection to/from the Third Crossing.

Departure No.11 Non-permitted relaxation to Stopping Sight Distance (SSD) on the immediateapproach to the Northern Roundabout from the Third Crossing Mainline. TD9/93 Clause 1.26.See document 1069948-WSP-GEN-LL-DF-CH-0011 and drawing 1069948-WSP-HML-LL-DR-CH-0102.

· The SSD on approach to the Northern Roundabout from the Third Crossingmainline alignment is one design speed step below the desirable minimum(minimum SSD 83.8m).

· The Departure is necessary due to the position of the proposed Vehicle Restraintsystem obstructing the SSD on the approach to the give way line (TD9/93).Visibility to the give way line is required in accordance with Figure 8/1 ofTD16/07.

NORTHERN ROUNDABOUTTwo Departures from Standard have been identified at the A12 Lake Lothing Third Crossingnorthern roundabout as described below:

Departure No.2 Non-permitted excessive entry path radius from the northbound Third Crossingmainline alignment to the proposed northern roundabout. TD16/07 Clause 7.56. See document1069948-WSP-GEN-LL-DF-CH-0002 and drawing 1069948-WSP-HML-LL-DR-CH-0103.

· The entry path radius varies between 105m to 123m at this location.

· The departure is necessary due to existing site constraints. The location of theroundabout has been determined due to the existing constraints such as Wickes,the necessary connections to the Rotterdam Road/Denmark Road roundabout andPeto Way and the Lake Lothing Third Crossing itself.

6


· The proposed roundabout has an inscribed circle diameter of 50m which catersfor the predicted traffic flows in the design year. The option of a 55m inscribedcircle diameter roundabout design was investigated which removed theDeparture, however this layout proved to be unworkable as the tie-in to theexisting Rotterdam Road/Denmark Road roundabout was not possible due to thevertical differences.

Departure No.1 Non-permitted combination of horizontal alignment relaxation and stopping sightdistance relaxation on the exit from the proposed northern roundabout onto Peto Way (visibility onthe inside of the bend past Wickes). TD9/93 Clause 1.24. See document 1069948-WSP-GEN-LL-DF-CH-0001 and drawing 1069948-WSP-HSR-LL-DR-CH-0111.

· The horizontal curvature between Ch. 53.2m and Ch. 90m is three design speedsteps below desirable minimum (90m).

· The horizontal curvature relaxation is coincident with a relaxation in SSD which isone design speed step below desirable minimum 90m (minimum SSD 81m).

· The Departure is required due to the existing boundary constraints present at thecurrent Wickes’ site which has resulted in the proposed horizontal alignment. ThisDeparture is considered low risk due to the low speed being developed by trafficleaving the northern roundabout, would be less than the adopted design speed.

ROTTERDAM ROAD/DENMARK ROAD ROUNDABOUT

Two Departures from Standard have also been identified to the small conventional roundaboutproposed at the junction of Rotterdam Road and Denmark Road as described below:

Departure No.4 Non-permitted excessive entry path radius from Denmark Road to the RotterdamRoad/Denmark Road roundabout. TD16/07 Clause 7.56. See document 1069948-WSP-GEN-LL-DF-CH-0004 and drawing 1069948-WSP-HML-LL-DR-CH-0103.

· Entry path radius varies between 90m to 145m at this location.

· The Departure is required due to the existing site constraints. The currentroundabout has an existing non-standard entry path radius.

Departure No.5 Non-permitted excessive entry path radius from Rotterdam Road to the proposedRotterdam Road/ Denmark Road roundabout. TD16/07 Clause 7.56. See document 1069948-WSP-GEN-LL-DF-CH-0005 and drawing 1069948-WSP-HML-LL-DR-CH-0103.


· The Departure is required due to the existing site constraints. The currentroundabout has an existing non-standard entry path radius.

SOUTHERN ROUNDABOUT

Three Departures from Standard have been identified at the southern roundabout as describedbelow.

This junction design has proved difficult to obtain the optimum solution balancing the needs ofDMRB with site constraints. Various layouts have been considered through an iterative designprocess. Additional option(s) of maintaining the connection into Durban Road were alsoinvestigated as part of the design development, within the DMRB requirements and the need tominimise the effect on adjacent properties/land owners. During the design development it was

7


acknowledged that there was limited scope within the highway boundary to accommodate theproposed southern roundabout and that additional land would be required. Each option developedwas modelled in terms of junction capacity and each were found to be unacceptable in terms ofperformance in the design year. The smallest roundabout that was put forward althoughminimising the effect on Motorlings and the residential property did not work in terms of capacityin the design year. To overcome this issue the size of the roundabout had to increase in size. Theoption finally developed as part of the Reference Design was therefore a compromise, whichminimised the impact on Motorlings and the residential properties to the south, based on landavailability (and costs) and the geometric requirements of the DMRB, without the vehicularconnection to Durban Road.

Departure No.6 Non-permitted excessive entry path radius from the southbound Third Crossingmainline alignment to the A12 Lake Lothing Third Crossing southern roundabout. TD16/07 Clause7.56. See document 1069948-WSP-GEN-LL-DF-CH-0006 and drawing 1069948-WSP-HML-LL-DR-CH-0104.


· The Departure is necessary due to the existing site constraints. The location of theroundabout has been chosen due to the constraints comprising to the south theresidential housing on Durban Road, to the west the Business Park and to the northeast the Motorlings car showroom site.

· The proposed roundabout has an inscribed circle diameter of 50m which catersfor the predicted traffic flows in the design year. The option of a 55m inscribedcircle diameter design was investigated, which removed the Departure. However,this option required increased land take from the Business Park & Motorlings.This option also affected the access to Motorlings and resulted in an increasedlevel difference between the proposed carriageway/verge level and theshowroom forecourt when compared to the current design.

Departure No.7 Non-standard lane entry width from Waveney Drive Eastbound onto the A12 LakeLothing Third Crossing southern roundabout. TD16/07 Clause 7.24. See document 1069948-WSP-GEN-LL-DF-CH-0007 and drawing 1069948-WSP-HML-LL-DR-CH-0104.

· The entry width for Waveney Drive Eastbound to the southern roundabout is 8m.

· The Departure is required to cater for the predicted traffic flows accessing theroundabout. The increased entry width generates an effective flare length of34.4m which produced favourable capacity results in the design year.

· A design which included a 7m entry width was modelled and the traffic figuresshowed that the junction would theoretically be over capacity in the design yearwith excessive queues forming resulting in excessive delays.

Departure No.8 Obstruction to visibility on approach to the southern roundabout from WaveneyDrive East travelling West. TD9/93 Clause 1.26 and TD16/07 Clause 8.3. See document1069948-WSP-GEN-LL-DF-CH-0008 and drawing 1069948-WSP-HSR-LL-DR-CH-0112.

· The visibility on approach to the southern roundabout from Waveney DriveWestbound is one design speed step below the desirable minimum 70m(minimum SSD 54m).

· The Departure is necessary due to the red line boundary following the existinghighway boundary for the majority of the length. The required visibility splay to thegive way line crosses the red line boundary occurs over a short length of

8


approximately 5m as it approaches the give-way line. Before this point minimumSSD is achievable. To remove this Departure it would be necessary to purchaseadditional land from the development site. The speeds achieved on this section ofcarriageway are likely to be lower than the design speed, so the risk of acceptingthis Departure is considered to be low.

· If the SSD was to be assessed against the Manual for Streets, the stopping sightdistance for a 50kph design speed would be 45m and would therefore not be aDeparture from Standard.

The location of the individual Departures from Standard are shown on drawings included inAppendix C.

2.3 VEHICLE RESTRAINT SYSTEMS (VRS)For a new highway such as the proposed A12 Lake Lothing Third Crossing with a proposedspeed limit of 30mph the use of the RRRAP Risk Assessment process related to TD19/06Requirement for Road Restraint Systems - as published by Her Majesty’s Stationery Office for thedesign of Vehicle restraint systems is not appropriate. The more appropriate document would bea DfT doc produced with the UK Roads Liaison Group called:

‘Design & Maintenance Guidance for Local Authority Roads - Provision of Road RestraintSystems on Local Authority Roads’.

However, the guidance provided in TD19/06 has been used in the assessment of the proposedvehicle parapet for the crossing.

The proposed Third Crossing arrangement introduces gaps into the proposed parapet where the‘rolling leaves’ of the bridge are positioned. In accordance with Clause 4.14 of TD19/06 thesegaps are considered to be Departures from Standard. The treatment of these gaps will need to bedeveloped as part of the detailed design process in conjunction with a Vehicle RestraintManufacturer as they will be bespoke to the project.

In addition a larger gap is introduced into the parapet to the south of the bridge where access tothe viewing platform provided as part of the control tower is located. This access also introduces afurther Departure from Standard in accordance with Clause 3.107 of TD19/06. This gap will needto have additional protection provided as part of the access to the control tower, which will be ableto resist the impact of an errant vehicle, especially as it will be adjacent to the proposed stop-linefor the wig-wags.

Draft Departures 9 and 10 are included in Appendix B document nos. 1069948-WSP-GEN-LL-DF-CH-0009 and 1069948-WSP-GEN-LL-DF-CH-0010.

9


3 CONCLUSIONS

The Reference Design for the A12 Lake Lothing Third crossing currently contains highway andVehicle Restraint System Departures from Standard in relation to the DMRB. This does not meanthat the proposed scheme is unsafe and there is other design guidance to support this. Although itwas SCC’s original intention to comply with DMRB from the outset, this has not been possible dueto several reasons explained in this report, and these have been balanced against therecommendations of DMRB. It is not uncommon for highway schemes designed in the urbanenvironment (in contrast to a ‘green field’ situation) to include Departures due to the constraints ofexisting features and land boundaries and in this case elsewhere in Lowestoft and SCC considersthat it is also appropriate for this scheme.

Although the Reference design contains a number of Departures from Standard, there is anopportunity within the detailed design of the scheme to reconsider some of the Departures andinvestigate them in more detail to see if they can be removed, within the physical constraints ofthe project. This work will continue throughout the Detail Design stage of this project.

However, the physical constraints especially land, placed on the alignment will necessitate theacceptance of a number of the Departures as part of the final design.

10


4 RECOMMENDATIONSIt is recommended that the Departures from Standard that are currently proposed are accepted,and that during the detailed design process the design is developed to investigate whether or notsome of the Departures can be removed.

APPENDIX A – DEPARTURES FROM STANDARD TEMPLATE

APPENDIX B – DRAFT DEPARTURES FROM STANDARD

APPENDIX C – DRAWINGS

DEPARTURE NO. 1 - NON-PERMITTED

COMBINATION OF HORIZONTAL ALIGNMENT

RELAXATION AND STOPPING SIGHT

DISTANCE RELAXATION ON THE EXIT

FROM THE PROPOSED NORTHERN

ROUNDABOUT ONTO PETO WAY.

SEE DRAWING 1069948-WSP-HSR-LL-DR-CH-0111


EXCESSIVE ENTRY PATH RADIUS FROM

THE NORTHBOUND THIRD CROSSING

MAINLINE ALIGNMENT TO THE

PROPOSED NORTHERN ROUNDABOUT.

SEE DRAWING 1069948-WSP-HML-LL-DR-CH-0103


COMBINATION OF HORIZONTAL ALIGNMENT

AND STOPPING SIGHT DISTANCE (SSD)

RELAXATIONS ON THE THIRD CROSSING MAINLINE

ALIGNMENT IN THE NORTHBOUND DIRECTION.


DEPARTURE NO. 4 - NON-PERMITTED EXCESSIVE

ENTRY PATH RADIUS FROM DENMARK ROAD TO THE

ROTTERDAM ROAD/DENMARK ROAD ROUNDABOUT.



EXCESSIVE ENTRY PATH RADIUS FROM

ROTTERDAM ROAD TO THE

ROTTERDAM ROAD/DENMARK ROAD ROUNDABOUT.


DEPARTURE NO. 6 - NON-PERMITTED EXCESSIVE

ENTRY PATH RADIUS FROM THE SOUTHBOUND

THIRD CROSSING MAINLINE ALIGNMENT TO THE

A12 LAKE LOTHING THIRD CROSSING SOUTHERN

ROUNDABOUT


DEPARTURE NO. 7 - NON-STANDARD LANE ENTRY WIDTH FROM WAVENEY DRIVE

EASTBOUND ONTO THE A12 LAKE LOTHING THIRD CROSSING SOUTHERN ROUNDABOUT.


DEPARTURE NO. 8 - OBSTRUCTION TO VISIBILITY ON

APPROACH TO THE SOUTHERN JUNCTION FROM

WAVENEY DRIVE TRAVELLING WEST

SEE DRAWING 1069948-WSP-HSR-LL-DR-CH-0112

W

A

V

E

N

E

Y

D

R

IV

E

(B

1

5

3

1

)

D

U

R

B

A

N

R

O

A

D

H

O

R

N

H

IL

L

(A

1

2

)

TOM CRISP

ROUNDABOUT

RIVERSIDE

BUSINESS

CENTRE

MOTORLINGS

NEXEN

L

A

K

E

L

O

T

H

IN

G

ABP

WICKES

DE

NM

AR

K R

OA

D

NORTHERN

ROUNDABOUT

ROTTERDAM ROAD / DENMARK ROAD

ROUNDABOUT TO BE IMPROVED

SOUTHERN

ROUNDABOUT

CANNING ROAD

REGISTRY

OFFICE

RIVERSIDE

E

X

I

S

T

I

N

G

R

A

I

L

W

A

Y

W

A

V

E

N

E

Y

C

R

E

S

C

E

N

TW

E

S

T

GRAIN SILO

BUILDING

DEPARTURE NO. 11 - NON-PERMITTED RELAXATION TO

STOPPING SIGHT DISTANCE (SSD) ON THE IMMEDIATE

APPROACH TO THE NORTHERN ROUNDABOUT

FROM THE THIRD CROSSING MAINLINE.


RELAXATION NO. 2 - SSD REDUCED BY UP TO 1 STEP

DEPARTURE NO. 9 - SHORT GAPS

BETWEEN TWO PARAPET SYSTEMS

AT THE LIFTING SECTION OF THE

BASCULE BRIDGE

DEPARTURE NO. 10 - GAPS BETWEEN TWO

PARAPET SYSTEMS AT THE ACCESS

LOCATION OF THE CONTROL TOWER

NEW ACCESS ROAD

BASCULE BRIDGE

MAINLINE

P

E

T

O

W

A

Y

RELAXATION NO. 3 - ONE

STEP BELOW DESIRABLE

MINIMUM R

RELAXATION NO. 1 - THREE

STEP BELOW DESIRABLE

MINIMUM R

Mapping reproduced by permission of Ordnance Survey on

behalf of HMSO.

© Crown copyright and database rights 2017. All rights

reserved.

Ordnance Survey licence number 100023395

Contains OS data © Crown copyright and database rights

2017.

KEY

NOTES

DESCRIPTION

REVISION DRAWN CHECKED APPROVED DATE

PROJECT TITLE

DRAWING TITLE

DRAWING STATUS

DRAWN

SCALE @ A1 SIZE

DRAWING NUMBER

CHECKED APPROVED AUTHORISED SUITABILITY

DATE REVISION

Project Originator Volume

Location Type Role Number

DEPARTURE & RELAXATION

OVERVIEW DRAWING

1:1250

1069948-WSP-GEN-LL-DR-CH-0103

P01

GA JC/DM

WORK IN PROGRESS

S0

23/04/18

DRAFT & CONFIDENTIAL

1. DESIGN AND LOCATION OF ELEMENTS OF THE SCHEME

SHOWN HERE FOR ILLUSTRATIVE PURPOSES ONLY.

P

E

T

O

W

A

Y

L

A

K

E

L

O

T

H

I

N

G

EXISTING ELECTRICITY

SERVICE TUNNEL

NEXEN ACCESS

R

A

I

L

W

A

Y

ABP

BUILDING

COMMERCIAL ROAD

0.000

50.000

100.000

150.000

200.000

250.000

300.000

350.000

400.000

450.000

500.000

550.000

NORTHERN ROUNDABOUT

SOUTHERN ROUNDABOUT

MOTORLINGS

WICKES

L=70.503m

L=27.719m L=34.192m

L=15.178m

L=19.827mL=139.531m

L=78.019m

L=44.643m

L=12.002m

L=13.949m

L=57.102m

L=41.063m

L=41.063m

R=45.000m

R=100.000m

R=135.000m

R=-220.000m

R=2040.000m

R

R=-30.500m

A=7708.770

A=9033.860

A=9033.860

ææ

æ

G=2.000 G=6.000 G=1.071

G=-3.500 G=-5.000

L=15.000m L=59.960m L=32.102m

L=108.415m L=83.824m

R=1300.000m

R=-1700.000m R=-1700.000m R=-1700.000m

R=1300.000m

L=52.000m

L=83.785m L=77.715m L=25.502m

L=56.487m

Q=5.000 Q=5.000 Q=2.500

Q=5.000

Q=2.500

Q=5.000

Q=2.500 Q=5.000ÅS=0.932%

ÅS=0.917%ÅS=0.482%

0.000

10.000

20.000

30.000

40.000

50.000

60.000

70.000

80.000

90.000

100.000

110.000

120.000

130.000

140.000

150.000

160.000

170.000

180.000

190.000

200.000

210.000

220.000

230.000

240.000

250.000

260.000

270.000

280.000

290.000

300.000

310.000

320.000

330.000

340.000

350.000

360.000

370.000

380.000

390.000

400.000

410.000

420.000

430.000

440.000

450.000

460.000

470.000

480.000

490.000

500.000

510.000

520.000

530.000

540.000

550.000

560.000

570.000

580.000

590.000

594.791

MINIMUM ACHIEVABLE

STOPPING SIGHT

DISTANCE (m)

SB

NB

VC - DESIRABLE MINIMUM CREST VALUE

HC - HORIZONTAL CURVATURE

(TWO STEPS BELOW DESIRABLE MINIMUM R)

HORIZONTAL

CURVATURE (HC)

VERTICAL

CURVATURE (VC)

COMMENTS

STOPPING

SIGHT

DISTANCE

TO OBJECT

HEIGHT

0.26m

STOPPING

SIGHT

DISTANCE

TO OBJECT

HEIGHT

1.05m

SUMMARY

NB

SB

NB

SB

SSD - 1 STEP BELOW

DESIRABLE MINIMUM (NB)

84.600

(84.600)

88.700

(88.700)

80.700

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

84.800

(84.900)

90.000

(90.000)

90.000

(90.000)

83.900

(83.900)

83.900

(83.900)

90.000

(90.000)

90.000

(90.000)

85.000

(85.000)

86.800

(86.900)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

83.700

(90.000)

90.000

(90.000)

90.000

(90.000)

81.100

(90.000)

83.200

(90.000)

90.000

(90.000)

90.000

(90.000)

86.800

(.90000)

90.000

(90.000)

90.000

(88.800)

90.000

(89.500)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

90.000

(90.000)

SSD - 1 STEP

BELOW (SB)

HC - HORIZONTAL CURVATURE (ONE

STEP BELOW DESIRABLE MINIMUM R)

VC - DESIRABLE MAX GRADIENT

VC - BETTER THAN

DESIRABLE MAX GRADE

VC - BETTER THAN DESIRABLE MAX GRADE VC - BETTER THAN DESIRABLE MAX GRADEVC - ABSOLUTE MIN SAG VALUE VC - DESIRABLE MINIMUM CREST VALUE

VC - DESIRABLE

MINIMUM CREST

VALUE

VC - ABSOLUTE MIN SAG VALUE

CHAINAGE

HORIZONTAL

VERTICAL

SUPERELEVATION

RELAXATION - REDUCED SSD

RELAXATION - SUBSTANDARD HORIZONTAL CURVATURE

DEPARTURE - NON PERMITTED COMBINATION OF

RELAXATIONS (HORIZONTAL CURVATURE AND SSD)

SSD - 1 STEP BELOW

DESIRABLE MINIMUM (NB)


DEPARTURE - REDUCED SSD IN THE VICINITY

OF A JUNCTION

APPROACH TO JUNCTION (SEE KEY)

TD 16/07 FIGURE 8/1 VISIBILITY ACHIEVED

TD 16/07 FIGURE 8/1 VISIBILITY ACHIEVED

KEY PLAN

PLAN - NEW BRIDGE MAINLINE

(SCALE 1:1000)


behalf of HMSO.


reserved.



2017.

KEY

NOTES

DESCRIPTION


PROJECT TITLE

DRAWING TITLE

DRAWING STATUS

DRAWN

SCALE @ A1 SIZE

DRAWING NUMBER


DATE REVISION



1


1. DO NOT SCALE FROM THIS DRAWING.

2. ALL DIMENSIONS ARE IN METRES UNLESS OTHERWISE

STATED.

3. STOPPING SIGHT DISTANCE (SSD) HAS BEEN ASSESSED

USING BOTH HORIZONTAL AND VERTICAL ALIGNMENTS FOR

60KPH DESIGN SPEED, WITH THE DRIVER EYE HEIGHT OF

1.05m

· SSD ACHIEVED TO 0.26m OBJECT HEIGHT SHOWN XXX

· SSD ACHIEVE TO 1.05m OBJECT HEIGHT SHOWN (XXX)

4. STOPPING SIGHT DISTANCES SHOWN ARE THE AVERAGE

BETWEEN EACH OF THE CHAINAGES GIVEN

5. FOR PLAN AND PROFILE REFER TO ENGINEERING SECTION

DRAWING 1069948-WSP-HML-LL-DR-CH-0101.

BASCULE BRIDGE MAINLINE GEOMETRY

ANALYSIS

AS SHOWN

1069948-WSP-HML-LL-DR-CH-0102

P01

ES JC/DM XX

WORK IN PROGRESS

S0XX

14/03/18

INDICATES AREA WHERE DESIRABLE MINIMUM SSD

IS ACHIEVED

INDICATES AREA WHERE VISIBILITY IS REDUCED BY

UP TO 1 STEP

INDICATES THE IMMEDIATE APPROACH TO A JUNCTION

AS DEFINED IN TD9/93 CLAUSE 1.26

P

E

T

O

W

A

Y

P

E

T

O

W

A

Y

PETO WAY

0

.0

0

0

1

0

.0

0

0

2

0

.0

0

0

40.000

50.000

30.000

6

0

.0

0

0

7

0

.

0

0

0

8

0

.

0

0

0

9

0

.

0

0

0

1

0

0

.

0

0

0

1

1

0

.

0

0

0

NORTHERN ROUNDABOUT

WICKES

MINIMUM ACHIEVABLE

STOPPING SIGHT

DISTANCE (m)

WB

84

.5

54

(8

4.5

54

)

HORIZONTAL

CURVATURE (HC)

VERTICAL

CURVATURE (VC)

COMMENTS

STOPPING

SIGHT

DISTANCE

TO OBJECT

HEIGHT

0.26m

STOPPING

SIGHT

DISTANCE

TO OBJECT

HEIGHT

1.05m

SUMMARY

WB

WB

81

.5

72

(8

1.5

72

)

81

.7

90

(8

1.7

90

)

CHAINAGE

HORIZONTAL

VERTICAL

0.0

00

10

.0

00

20

.0

00

30

.0

00

40

.0

00

50

.0

00

60

.0

00

70

.0

00

80

.0

00

90

.0

00

10

0.0

00

11

0.0

00

G=-2.750 G

L L

R

L

R=-4248.003m

R=1300.000m

R

L=32.377m

L=48.659m

L

L=12.938m

L

R

æ

L

L=36.800m

L=45.000m

R=90.000m

A=4050.000

æ

HC - HORIZONTAL

CURVATURE

(THREE STEPS BELOW

DESIRABLE MINIMUM R)

VC - ABSOLUTE

MIN SAG VALUE

SSD - 1 STEP

BELOW

DESIRABLE

MINIMUM (WB)

SSD - 1 STEP

BELOW

DESIRABLE

MINIMUM (WB)


RELAXATION - SUBSTANDARD

HORIZONTAL CURVATURE

DEPARTURE - NON-PERMITTED COMBINATION OF

RELAXATIONS (HORIZONTAL CURVATURE AND SSD)

87

.7

27

(8

7.7

27

)

90

.0

00

(9

0.0

00

)

90

.0

00

(9

0.0

00

)

KEY PLAN

PLAN - PETO WAY

(SCALE 1:250)


behalf of HMSO.


reserved.



2017.

KEY

NOTES

DESCRIPTION


PROJECT TITLE

DRAWING TITLE

DRAWING STATUS

DRAWN

SCALE @ A1 SIZE

DRAWING NUMBER


DATE REVISION



1


PETO WAY GEOMETRY ANALYSIS

AS SHOWN

1069948-WSP-HSR-LL-DR-CH-0111

P01

ES JC/DM XX

WORK IN PROGRESS

S0XX

19/03/18



STATED.



60kPh DESIGN SPEED, WITH THE DRIVER EYE HEIGHT OF

1.05m






DRAWING 1069948-WSP-HSR-LL-DR-CH-0101.


IS ACHIEVED


UP TO 1 STEP

0

.

0

0

0

1

0

.0

0

0

20.000

30.000

40.000

50.000

60.000

70.000

8

0

.0

0

0

9

0

.

0

0

0

MOTORLINGS

WAVENEY DRIVE

SOUTHERN ROUNDABOUT

5

.5

m

7

0

m

14 m²

MINIMUM ACHIEVABLE

STOPPING SIGHT

DISTANCE (m)

WB

HORIZONTAL

CURVATURE (HC)

VERTICAL

CURVATURE (VC)

COMMENTS

STOPPING

SIGHT

DISTANCE

TO OBJECT

HEIGHT

0.26m

STOPPING

SIGHT

DISTANCE

TO OBJECT

HEIGHT

1.05m

SUMMARY

WB

WB

CHAINAGE

HORIZONTAL

VERTICAL

0.0

00

10

.0

00

20

.0

00

30

.0

00

40

.0

00

50

.0

00

60

.0

00

70

.0

00

80

.0

00

90

.0

00

99

.2

90

L=10.879m

L=63.453m

L=24.958m

R=-32.000m

R=-180.000m

R=-40.000m

R=5500.000m

R=-5500.000m

L=48.146m

L=51.144m

70

.0

00

(7

0.0

00

)

70

.0

00

(7

0.0

00

)

67

.9

40

(6

7.9

40

)

VC - BETTER THAN DESIRABLE MINIMUM CREST VALUEVC - BETTER THAN ABSOLUTE MINIMUM SAG VALUE

SSD - 1 STEP BELOW

DESIRABLE MINIMUM (WB)

SSD - 1 STEP BELOW

DESIRABLE MINIMUM (WB)

DEPARTURE - REDUCED SSD IN

THE VICINITY OF A JUNCTION

APPROACH TO JUNCTION (SEE KEY)

TD 16/07 FIGURE 8/1 VISIBILITY NOT ACHIEVED (MIN SSD = 53.5m)

KEY PLAN

PLAN - WAVENEY DRIVE

(SCALE 1:200)


behalf of HMSO.


reserved.



2017.

KEY

NOTES

DESCRIPTION


PROJECT TITLE

DRAWING TITLE

DRAWING STATUS

DRAWN

SCALE @ A1 SIZE

DRAWING NUMBER


DATE REVISION



1


WAVENEY DRIVE GEOMETRY ANALYSIS

AS SHOWN

1069948-WSP-HSR-LL-DR-CH-0112

P01

ES JC/DM XX

WORK IN PROGRESS

S0XX

23/03/18



STATED.



60KPH DESIGN SPEED, WITH THE DRIVER EYE HEIGHT OF

1.05m






DRAWING 1069948-WSP-HSR-LL-DR-CH-0110.


IS ACHIEVED


UP TO 1 STEP

INDICATES THE IMMEDIATE APPROACH TO A JUNCTION

AS DEFINED IN TD9/93 CLAUSE 1.26

RED LINE BOUNDARY

P

E

T

O

W

A

Y

D

E

N

M

A

R

K

R

O

A

D

R

O

T

T

E

R

D

A

M

R

O

A

D

ENTRY PATH RADIUS FROM DENMARK ROAD TO THE ROTTERDAM

ROAD/DENMARK ROAD ROUNDABOUT = VARIES FROM 90m TO 145m.

FOR DEPARTURE DETAILS SEE DOCUMENT

1069948-WSP-GEN-LL-DF-CH-0004.

ENTRY PATH RADIUS FROM THE THIRD CROSSING MAINLINE TO THE

PROPOSED NORTHERN ROUNDABOUT = VARIES FROM 105m TO 123m.



1.00

1.00

1.00

1.00

NORTHERN ROUNDABOUT

WICKES

1.00

1.00

ENTRY PATH RADIUS FROM ROTTERDAM ROAD TO THE ROTTERDAM

ROAD/DENMARK ROAD ROUNDABOUT = VARIES FROM 120m TO 150m.



NOTE: ENTRY PATH RADIUS AT THIS LOCATION

HAS BEEN IGNORED AS PRECEDING

ROUNDABOUT GEOMETRY HAS ALREADY

SLOWED VEHICLES.

KEY PLAN


behalf of HMSO.


reserved.



2017.

KEY

NOTES

DESCRIPTION


PROJECT TITLE

DRAWING TITLE

DRAWING STATUS

DRAWN

SCALE @ A1 SIZE

DRAWING NUMBER


DATE REVISION



NORTHERN ROUNDABOUT

ENTRY PATH RADIUS

1:500


P01

ES JC/DM XX

WORK IN PROGRESS

S0XX

03/05/18

ENTRY PATH RADIUS NOT TO STANDARD

ENTRY PATH



STATED.

DRAFT AND CONFIDENTIAL

1

NOTE: THE ENTRY PATH RADIUS

HAS BEEN CHECKED BY FOUR

ENGINEERS IN ACCORDANCE WITH

TD16/07 CLAUSE 7.54

W

A

V

E

N

E

Y

D

R

IV

E

(B

1

5

3

1

)

C

A

N

N

I

N

G

R

O

A

D

D

U

R

B

A

N

R

O

A

D

T

O

M

C

R

I

S

P

W

A

Y

(

A

1

2

)

W

A

V

E

N

E

Y

D

R

IV

E

(B

1

5

3

1

)

NON-STANDARD LANE ENTRY WIDTH FROM

WAVENEY DRIVE EASTBOUND TO THE

PROPOSED SOUTHERN ROUNDABOUT.


1069948-WSP-GEN-LL-DF-0007.

1.00

1.00

8.00

1.00

ENTRY PATH RADIUS FROM THE THIRD CROSSING MAINLINE TO THE

PROPOSED SOUTHERN ROUNDABOUT = VARIES FROM 73m TO 115m.


1069948-WSP-GEN-LL-DF-0006.

MOTORLINGS

SOUTHERN ROUNDABOUT

BASCULE BRIDGE

MAINLINE

KEY PLAN


behalf of HMSO.


reserved.



2017.

KEY

NOTES

DESCRIPTION


PROJECT TITLE

DRAWING TITLE

DRAWING STATUS

DRAWN

SCALE @ A1 SIZE

DRAWING NUMBER


DATE REVISION



SOUTHERN JUNCTION ROUNDABOUT

ENTRY PATH RADIUS

AND ENTRY WIDTH

1:500


P01

ES JC/DM XX

WORK IN PROGRESS

S0XX

03/05/18



STATED.

DRAFT AND CONFIDENTIAL

1

ENTRY PATH RADIUS NOT TO STANDARD

ENTRY PATH

NOTE: THE ENTRY PATH RADIUS

HAS BEEN CHECKED BY FOUR

ENGINEERS IN ACCORDANCE WITH

TD16/07 CLAUSE 7.54

Documents

Appendix 1 - National Infrastructure Planning · for the predicted traffic flows in the design year. The option of a 55m inscribed circle diameter roundabout design was investigated