Cherry Avenue Park, Kildare Town. Traffic & Transportation Assessment

Transcription

1 Cherry Avenue Park, Kildare Town Traffic & Transportation Assessment June 2017

2 Cherry Avenue Park Traffic & Transportation Assessment Document Control Document Number TTA-PL0 Revision Date Prepared Checked Approved R0 (1 st Draft) 21 st April 2017 Michael O Connor Julie Tiernan Julie Tiernan PL0 30 th June 2017 Michael O Connor Julie Tiernan Julie Tiernan Page 1 June 2017

3 Cherry Avenue Park Traffic & Transportation Assessment Table of Contents 10 ntroduction 3 20 Existing Road Network 4 21 Existing Road Network and Site Location 4 22 Existing Traffic Flows 4 30 Proposed Development 6 31 Entrance/Exit 6 32 Road Safety 6 33 Mobility Management Plan 6 40 Generation of Development Traffic and Trip Distribution 7 41 Future Baseline Traffic Growth 7 42 Trip Rate Calculation for the Development 7 43 Construction Stage Traffic 8 50 Junction Analysis 9 51 Description Results 9 Conclusions 11 Appendices Appendix A - Survey Results Appendix B - Traffic Flow Diagrams Appendix C - PCADY Outputs Page 2 June 2017

4 Cherry Avenue Park Traffic & Transportation Assessment 10 ntroduction PUNCH Consulting Engineers have been appointed by Kildare County Council as Civil and Structural consulting engineers for the development of a proposed public park on the former National Stud lands at Curragh Road, Kildare Town The proposed works include the construction of approximately 21km of bicycle and pedestrian paths, new pedestrian and vehicular entrances, 76 dedicated car parking spaces and an overflow carpark, toilets and changing facilities, community gardens, a playground, a skate park and a BMX trail along with significant landscaping and forestry works While it is the intention of KCC that these works will be implemented in stages, and not all of these elements will be in place when the park initially opens, this Traffic and Transport Assessment Report has been based on the fully completed design proposal as described in the accompanying Part 8 application drawings As part of the Part 8 planning process, a Traffic & Transportation Assessment (TTA) is required The existing junction conditions, proposed development, assessment methodology, results and conclusions are detailed in the following pages The TTA has been prepared in accordance with the NRA s Traffic and Transportation Assessment Guidelines (May 2014) and makes reference to the Guidelines for Traffic mpact Assessment published by the nstitution of Highways and Transportation (1994) The purpose of this report is to assess the potential impact of the proposed development on the existing junction of The R445/French Furze Road/Rowanville This report will assess whether the existing junction has capacity to cater for the additional traffic generated by the proposed development along with future growth in road traffic up to the design year Figure 1-1 Site Location (within red line boundary) Page 3 June 2017

5 20 Existing Road Network Cherry Avenue Park Traffic & Transportation Assessment 21 Existing Road Network and Site Location The proposed site on the former National Stud lands is located 700m to the east of Kildare town centre and is bounded by the R445 Curragh Road, French Furze Road and the M7 Motorway on three sides, with a green field site on the proposed western boundary of the park The proposed main vehicular access to the site is via a new entrance gate at the northern end of French Furze Road There is an existing vehicular entrance adjacent this proposed access point which is proposed to be removed as part of the works A dedicated pedestrian entrance to the site is proposed on the R445, which will also involve the upgrading of an existing access to the lands The site location is detailed in Figure 2-1 below 22 Existing Traffic Flows Figure 2-1 Proposed Entrance Locations A traffic survey was undertaken for the junction adjacent the proposed vehicular entrance (as shown in Figure 2) by DASO nnovative Data Solutions on Thursday 30 th of March 2017 Please refer to Appendix A for traffic survey data received from the surveyor The survey recorded PCL (Pedal Cycles), MCL (2 Wheeled Motorcycles), Cars, LGV (Light Goods Vehicles), HGV (Heavy Goods Vehicles), Buses and miscellaneous other vehicles As set out in the NRA s Manual for Roads and Bridges (DMRB) all surveyed vehicles were converted to PCUs (passenger car units, or the equivalent flow in cars) data as described in Table 2-1 below Page 4 June 2017

6 Cherry Avenue Park Traffic & Transportation Assessment Vehicle Type Survey PCU Conversion Factor Applied PCL (Pedal Cycles) 02 MCL (2 Wheeled Motorcycles) 04 Cars and LGV (Light Goods Vehicles) 10 HGV (Heavy Goods Vehicles) 23 Buses, Miscellaneous & Agricultural Vehicles 20 Table 2-1 PCU Conversion Factors Used Only converted PCU values are discussed in the following sections of this report For the worst case scenario the survey found that the morning peak hour traffic flow occurred on between 08:30 and 09:30 The evening peak hour occurred between 17:00 and 18:00 The junction surveys results are summarised in Figure 2-2 Figure 2-2 Peak Traffic Counts Page 5 June 2017

7 30 Proposed Development Cherry Avenue Park Traffic & Transportation Assessment 31 Entrance/Exit t is proposed that there will be three main entrances to the completed Cherry Avenue Park The main vehicular access will be via the carpark at the north east of the site off French Furze Road Two pedestrian/cycle accesses will be provided, one at the northwest corner of the site, and one pedestrian/cycle access with provision for emergency vehicular access via the Princess Grace Entrance Gates on the R445 Curragh Road Vehicular Access through the latter entrance will be restricted solely to emergency (Fire Tender) access as the sight lines are not deemed adequate for vehicular exit onto Curragh Road without significant alterations to the historic wall at the entrance which is not favourable from an aesthetic point of view Therefore emergency vehicles entering via the Princess Grace Gates will exit onto French Furze Road via the public carpark Delivery Vehicles requiring access to the proposed café and heritage hub will enter via the carpark entrance and access the café via a delivery link road Appropriate signage will be provided to prevent members of the public from using this road Please see PUNCH drawing for details of the proposed entrances and internal road layout 32 Road Safety There is a historic Accident Black Spot sign on the the western approach to the site via the R445 This is a legacy from the previous use of this road as the main Limerick/Dublin road While traffic volumes have reduced greatly since the completion of the adjacent M7 motorway, the provision of safe crossing areas and traffic calming measures is necessary to ensure safe access to the proposed park for pedestrians, cyclists and road users Traffic calming measures and dedicated pedestrian crossings are proposed for the existing R445 and French Furze Road as greatly increased pedestrian footfall in particular from the town centre can be expected as a consequence of the development and the adjacent Primary Care Centre which was recently completed Horizontal traffic calming measures have been included in lieu of speed ramps at the request of Kildare County Council Please see PUNCH drawing for details of the proposed pedestrian crossings and traffic calming measures 33 Mobility Management Plan A Mobility Management Plan has been prepared by PUNCH Consulting Engineers for the proposed development and accompanies this submission under separate cover The Mobility Management Plan addresses parking, public transport provision, pedestrian and cycle access to the site and access for people with disabilities Page 6 June 2017

8 Cherry Avenue Park Traffic & Transportation Assessment 40 Generation of Development Traffic and Trip Distribution 41 Future Baseline Traffic Growth n the absence of any specific local traffic growth information it was assumed that baseline traffic will continue to grow at the levels recommended by the NRA s Link-Based Traffic Growth Forecasting document The year of opening of the scheme was assumed to be 2018 A 15-year analysis period for the scheme would give a design year of 2033 The annual growth factors that were used in the analysis were 1011 ( ) based on medium growth in the East Region for Light Vehicles (LVs) only Estimated future baseline traffic flows on the road network in the vicinity of the proposed development were calculated by applying these factors to the 2017 surveyed flows The proposed traffic was also apportioned to represent the existing weighting of traffic movements at the junction The resulting projected flows are detailed in the traffic flow diagrams in Appendix B 42 Trip Rate Calculation for the Development TRCS (v723) enables its users to undertake calculations, using a number of calculation parameter options, to ascertain potential levels of trip generation for a user-defined development scenario TRCS was used to calculate the trip rate/ trip generation from the proposed development Please refer to Figure 4-1 and 4-2 for TRCS trip rate Please note we have used more onerous trip rates (highlighted) to calculate trip generation Figure 4-1 TRCS County Park Trip Rate Arrivals Peak Trip Rate Departures Peak Trip Rate Trip Rate Spaces PCU Trip Rate Spaces PCU AM PM Figure 4-2 TRCS Country Park Trip Rate for the proposed development (Note: trip rate is based on number of parking spaces at the development) Travel patterns of traffic to and from the proposed development were apportioned to the same movements as the existing survey data Refer to Appendix B for a breakdown of the assumed distribution of future traffic as a result of the proposed development Page 7 June 2017

9 43 Construction Stage Traffic Cherry Avenue Park Traffic & Transportation Assessment The volumes of traffic that will be generated during the construction phase of the proposed development will be temporary in nature The construction of the project is anticipated to be phased and completed over a number of years The extent of demolition involved in the project will be small in nature and therefore the peak additional loading will occur during the construction phase of the project Construction Traffic (deliveries and removal of waste) is to be kept outside of AM and PM peak traffic hours insofar as is reasonably practicable in order to minimise the impact of the development on the traffic volumes of the surrounding road network at AM and PM peaks Page 8 June 2017

10 50 Junction Analysis Cherry Avenue Park Traffic & Transportation Assessment 51 Description Capacity analysis was carried out using the TRL software package PCADY for the junction being studied The program permits the capacity of a junction to be assessed with respect to existing or forecasted traffic movements and volumes for a given time period The capacity for each movement possible at the junction being assessed is determined from geometric data input into the program with the output used in the assessment as follows: Degree of Saturation or Ratio of Flow to Capacity (% Sat or RFC) As suggested, this offers a measure of the amount of available capacity being utilised for each movement deally each movement should operate at a level of no greater than 85% of capacity The junction was analysed for the following traffic flow in respect of Peak Usage scenario: 2017 Existing Survey Year weekday AM and PM peak hour flows without the proposed development in place 2018 Opening Year weekday AM and PM peak hour flows with the proposed development in place 2023 Design Year weekday AM and PM peak hour flows with the proposed development in place 2033 Design Year weekday AM and PM peak hour flows with the proposed development in place Estimated turning movements for each of the above scenarios were calculated by applying growth factors to the baseline traffic movements and adding the predicted generated flows from the proposed development and the expanded base flows Total traffic turning flow diagrams for each analysis scenario have been reproduced in the traffic flow diagrams in Appendix B The following sections summarise the findings of the junction capacity modelling for each of the junctions within the study area The geometric data input to the PCADY program is included in the results in Appendix C 52 Results The results of the PCADY analysis for the surveyed junction at Peak Usage (AM and PM) are summarised below and are reproduced in full in Appendix C Analysis Scenario Traffic Movement AM Peak PM Peak RFC Queue RFC Queue B-CD B-AD Existing Peak Hour A-D D-ABC C-B Table 5-1 Summary of PCADY Results for 2017 Peak Hour Page 9 June 2017

11 Cherry Avenue Park Traffic & Transportation Assessment Analysis Scenario Traffic Movement AM Peak PM Peak RFC Queue RFC Queue B-CD B-AD Opening Year Peak Hour Development Operational A-D D-ABC C-B Table 5-2 Summary of PCADY Results for 2018 Peak Hour Analysis Scenario Traffic Movement AM Peak PM Peak RFC Queue RFC Queue B-CD B-AD Design Year Peak Hour Development Operational A-D D-ABC C-B Table 5-3 Summary of PCADY Results for 2023 Peak Hour Analysis Scenario Traffic Movement AM Peak PM Peak RFC Queue RFC Queue B-CD B-AD Design Year Peak Hour Development Operational A-D D-ABC C-B Table 5-4 Summary of PCADY Results for 2033 Peak Hour The PCADY analysis predicts that by the Design Year 2033 the Junction will be operating at 146% capacity during the AM peak hour and at 114% capacity during the PM peak hour The junction analysis predicts that peak queueing will occur during the Design Year 2033 but that queueing will be negligible As the maximum predicted capacity of the Junction is 146%, the junction will therefore have adequate capacity to carry the predicted traffic flows up to the design year of Page 10 June 2017

12 Cherry Avenue Park Traffic & Transportation Assessment 60 Conclusions The proposed Cherry Avenue Park will be constructed on the former National Stud lands located in Kildare Town, Co Kildare The main vehicular access to the site will be via French Furze Road Background traffic flows at the adjacent junction to the development were determined using observed peak hour classified traffic counts obtained from a traffic count by DASO nnovative Data Solutions on Thursday 30 th of March 2017 The traffic count revealed that the AM Peak hour traffic was 08:30 09:30 and the PM Peak hour traffic was 17:00 18:00 TRCS was used to calculate the trip rate/ trip generation from the proposed development Capacity analysis was carried out using the TRL software package PCADY for the junction being studied for the following traffic flow scenarios during the AM and PM peaks: 2017 Existing Survey Year, 2018 Opening Year, 2023 Design Year & 2033 Design Year As the maximum predicted capacity of the Junction is 146%, the junction will therefore have adequate capacity to carry the predicted traffic flows up to the design year of 2033 The PCADY analysis predicts that queuing will be negligible for all analysed years Page 11 June 2017

13 Cherry Avenue Park Traffic & Transportation Assessment Appendix A Survey Results May 2017

14 DASO Survey Name : DA Curragh Road, Kildare Site : 1 Date : 30/03/17 Location : Rowanville/R445/French Furze Grove TME PCL MCL CAR LGV HGV SV (BUSMSC TOT PCL MCL CAR LGV HGV SV (BUSMSC TOT PCL MCL CAR LGV HGV SV (BUSMSC TOT PCL MCL CAR LGV HGV SV (BUSMSC TOT PCL MCL CAR LGV HGV SV (BUSMSC TOT PCL MCL CAR LGV HGV SV (BUSMSC TOT PCL MCL CAR LGV HGV SV (BUSMSC TOT PCL MCL CAR LGV HGV SV (BUSMSC TOT PCL MCL CAR LGV HGV SV (BUSMSC TOT PCL MCL CAR LGV HGV SV (BUSMSC TOT PCL MCL CAR LGV HGV SV (BUSMSC TOT PCL MCL CAR LGV HGV SV (BUSMSC TOT PCL MCL CAR LGV HGV SV (BUSMSC TOT PCL MCL CAR LGV HGV SV (BUSMSC TOT PCL MCL CAR LGV HGV SV (BUSMSC TOT PCL MCL CAR LGV HGV SV (BUSMSC TOT 06: : : : H/TOT : : : : H/TOT : : : : H/TOT : : : : H/TOT : : : : H/TOT : : : : H/TOT : : : : H/TOT : : : : H/TOT : : : : H/TOT : : : : H/TOT : : : : H/TOT : : : : H/TOT : : : : H/TOT : : : : H/TOT : : : : H/TOT : : : : H/TOT TOT D=>D C=>C C=>D D=>A D=>B D=>C B=>B B=>C B=>D C=>A C=>B A=>A A=>B A=>C A=>D B=>A

15 Cherry Avenue Park Traffic & Transportation Assessment Appendix B Traffic Flow Diagrams May 2017

16 Distribution of AM/PM (30th March 2017) Peak Hour Traffic (PCUs) at Junction as per DASO Traffic Survey D - Rowanville C - R445 A - R445 AM PM B - French Furze Road

17 Distribution of AM/PM (Developed Site 2018) Peak Hour Traffic (PCUs) at Junction D - Rowanville C - R445 A - R AM PM B - French Furze Road

18 Distribution of AM/PM (Developed Site 2023) Peak Hour Traffic (PCUs) at Junction D - Rowanville C - R445 A - R445 AM PM B - French Furze Road

19 Distribution of AM/PM (Developed Site 2033) Peak Hour Traffic (PCUs) at Junction D - Rowanville C - R445 A - R445 AM PM B - French Furze Road

20 Cherry Avenue Park Traffic & Transportation Assessment Appendix C PCADY Outputs May 2017

21 AM 17 TRL LMTED (C) COPYRGHT 2001 CAPACTES, QUEUES, AND DELAYS AT 3 OR 4-ARM MAJOR/MNOR PRORTY JUNCTONS PCADY 41 ANALYSS PROGRAM RELEASE 40 (NOV 2003) ADAPTED FROM PCADY/3 WHCH S CROWN COPYRGHT BY PERMSSON OF THE CONTROLLER OF HMSO FOR SALES AND DSTRBUTON NFORMATON, PROGRAM ADVCE AND MANTENANCE CONTACT: TRL SOFTWARE BUREAU TEL: CROWTHORNE (01344) , FAX: EMAL: SoftwareBureau@trlcouk THE USER OF THS COMPUTER PROGRAM FOR THE SOLUTON OF AN ENGNEERNG PROBLEM S N NO WAY RELEVED OF HS RESPONSBLTY FOR THE CORRECTNESS OF THE SOLUTON Run with file:- "i:\dwgs\171\ \171179\officedocs\tta\calculations\pcady\ Carpark AM Existing 2017vpi" (drive-on-the-left ) at 16:03:56 on Thursday, 20 April 2017 RUN TTLE ********* Carpark AM Existing 2017 MAJOR/MNOR JUNCTON CAPACTY AND DELAY *************************************** NPUT DATA ARM A S Arm A - R445 East ARM B S Arm B - French Furze ARM C S Arm C - R445 West ARM D S Arm D - Rowanville MNOR ROAD (ARM D) MAJOR ROAD (ARM C) ---- MAJOR ROAD (ARM A) MNOR ROAD (ARM B) STREAM LABELLNG CONVENTON STREAM A-B CONTANS TRAFFC GONG FROM ARM A TO ARM B Page 1

22 AM 17 STREAM B-AC CONTANS TRAFFC GONG FROM ARM B TO ARM A AND TO ARM C ETC GEOMETRC DATA DATA TEM MNOR ROAD B MNOR ROAD D ---- TOTAL MAJOR ROAD CARRAGEWAY WDTH ( W ) 820 M ( W ) 820 M CENTRAL RESERVE WDTH (WCR ) 000 M (WCR ) 000 M MAJOR ROAD RGHT TURN - WDTH (WC-B) 220 M (WA-D) 220 M - VSBLTY (VC-B) 00 M (VA-D) 00 M - BLOCKS TRAFFC NO NO MNOR ROAD - VSBLTY TO LEFT (VB-C) 00 M (VD-A) 00 M - VSBLTY TO RGHT (VB-A) 00 M (VD-C) 00 M - LANE 1 WDTH (WB-C) - (WD-A) 240 M - LANE 2 WDTH (WB-A) - (WD-C) 000 M - WDTH AT 0 M FROM JUNC 1000 M - - WDTH AT 5 M FROM JUNC 700 M - - WDTH AT 10 M FROM JUNC 400 M - - WDTH AT 15 M FROM JUNC 400 M - - WDTH AT 20 M FROM JUNC 400 M - - LENGTH OF FLARED SECTON 1 VEHS TRAFFC DEMAND DATA -- TME PEROD BEGNS 0815 AND ENDS 0945 LENGTH OF TME PEROD - 90 MNUTES Page 2

23 LENGTH OF TME SEGMENT - 15 AM 17 MNUTES DEMAND FLOW PROFLES ARE SYNTHESSED FROM TURNNG COUNT DATA NUMBER OF MNUTES FROM START WHEN RATE OF FLOW (VEH/MN) ARM FLOW STARTS TOP OF PEAK FLOW STOPS BEFORE AT TOP AFTER TO RSE S REACHED FALLNG PEAK OF PEAK PEAK ARM A ARM B ARM C ARM D TURNNG PROPORTONS TURNNG COUNTS (VEH/HR) (PERCENTAGE OF HVS) TME FROM/TO ARM A ARM B ARM C ARM D ARM A ( 00) ( 100) ( 100) ( 100) ARM B ( 100) ( 00) ( 100) ( 100) ARM C ( 100) ( 100) ( 00) ( 100) ARM D ( 100) ( 100) ( 100) ( 00) TURNNG PROPORTONS ARE CALCULATED FROM TURNNG COUNT DATA DEFAULT PROPORTONS OF HEAVY VEHCLES ARE USED TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEHMN/ (VEHMN/ (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) B-CD B-AD A-B 009 A-C 497 A-D D-ABC Page 3

24 AM 17 C-D 005 C-A 554 C-B TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEHMN/ (VEHMN/ (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) B-CD B-AD A-B 010 A-C 594 A-D D-ABC C-D 006 C-A 661 C-B TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEHMN/ (VEHMN/ (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) B-CD B-AD A-B 013 A-C 728 A-D D-ABC Page 4

25 AM 17 C-D 007 C-A 810 C-B TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEHMN/ (VEHMN/ (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) B-CD B-AD A-B 013 A-C 728 A-D D-ABC C-D 007 C-A 810 C-B TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEHMN/ (VEHMN/ (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) B-CD B-AD A-B 010 A-C 594 A-D D-ABC Page 5

26 AM 17 C-D 006 C-A 661 C-B TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEHMN/ (VEHMN/ (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) B-CD B-AD A-B 009 A-C 497 A-D D-ABC C-D 005 C-A 554 C-B QUEUE FOR STREAM B-CD TME SEGMENT NO OF ENDNG VEHCLES N QUEUE QUEUE FOR STREAM B-AD TME SEGMENT ENDNG NO OF VEHCLES N QUEUE Page 6

27 QUEUE FOR STREAM A-D TME SEGMENT NO OF ENDNG VEHCLES N QUEUE QUEUE FOR STREAM D-ABC TME SEGMENT ENDNG NO OF VEHCLES N QUEUE QUEUE FOR STREAM C-B AM TME SEGMENT NO OF ENDNG VEHCLES N QUEUE QUEUENG DELAY NFORMATON OVER WHOLE PEROD STREAM TOTAL DEMAND * QUEUENG * * NCLUSVE QUEUENG * * DELAY * * DELAY * (VEH) (VEH/H) (MN) (MN/VEH) (MN) (MN/VEH) B-CD B-AD A-B A-C A-D D-ABC C-D C-A C-B ALL * DELAY S THAT OCCURRNG ONLY WTHN THE TME PEROD * NCLUSVE DELAY NCLUDES DELAY SUFFERED BY VEHCLES WHCH ARE STLL QUEUENG AFTER THE END OF THE TME PEROD * THESE WLL ONLY BE SGNFCANTLY DFFERENT F THERE S A LARGE QUEUE REMANNG AT THE END OF THE TME PEROD Page 7

28 AM 17 END OF JOB ****** PCADY 4 run completed ============================================= end of file =============================================== Page 8

29 PM 17 TRL LMTED (C) COPYRGHT 2001 CAPACTES, QUEUES, AND DELAYS AT 3 OR 4-ARM MAJOR/MNOR PRORTY JUNCTONS PCADY 41 ANALYSS PROGRAM RELEASE 40 (NOV 2003) ADAPTED FROM PCADY/3 WHCH S CROWN COPYRGHT BY PERMSSON OF THE CONTROLLER OF HMSO FOR SALES AND DSTRBUTON NFORMATON, PROGRAM ADVCE AND MANTENANCE CONTACT: TRL SOFTWARE BUREAU TEL: CROWTHORNE (01344) , FAX: EMAL: SoftwareBureau@trlcouk THE USER OF THS COMPUTER PROGRAM FOR THE SOLUTON OF AN ENGNEERNG PROBLEM S N NO WAY RELEVED OF HS RESPONSBLTY FOR THE CORRECTNESS OF THE SOLUTON Run with file:- "i:\dwgs\171\ \171179\officedocs\tta\calculations\pcady\ Carpark PM Existing 2017vpi" (drive-on-the-left ) at 15:57:33 on Thursday, 20 April 2017 RUN TTLE ********* Carpark PM Existing 2017 MAJOR/MNOR JUNCTON CAPACTY AND DELAY *************************************** NPUT DATA ARM A S Arm A - R445 East ARM B S Arm B - French Furze ARM C S Arm C - R445 West ARM D S Arm D - Rowanville MNOR ROAD (ARM D) MAJOR ROAD (ARM C) ---- MAJOR ROAD (ARM A) MNOR ROAD (ARM B) STREAM LABELLNG CONVENTON STREAM A-B CONTANS TRAFFC GONG FROM ARM A TO ARM B Page 1

30 PM 17 STREAM B-AC CONTANS TRAFFC GONG FROM ARM B TO ARM A AND TO ARM C ETC GEOMETRC DATA DATA TEM MNOR ROAD B MNOR ROAD D ---- TOTAL MAJOR ROAD CARRAGEWAY WDTH ( W ) 820 M ( W ) 820 M CENTRAL RESERVE WDTH (WCR ) 000 M (WCR ) 000 M MAJOR ROAD RGHT TURN - WDTH (WC-B) 220 M (WA-D) 220 M - VSBLTY (VC-B) 00 M (VA-D) 00 M - BLOCKS TRAFFC NO NO MNOR ROAD - VSBLTY TO LEFT (VB-C) 00 M (VD-A) 00 M - VSBLTY TO RGHT (VB-A) 00 M (VD-C) 00 M - LANE 1 WDTH (WB-C) - (WD-A) 240 M - LANE 2 WDTH (WB-A) - (WD-C) 000 M - WDTH AT 0 M FROM JUNC 1000 M - - WDTH AT 5 M FROM JUNC 700 M - - WDTH AT 10 M FROM JUNC 400 M - - WDTH AT 15 M FROM JUNC 400 M - - WDTH AT 20 M FROM JUNC 400 M - - LENGTH OF FLARED SECTON 1 VEHS TRAFFC DEMAND DATA -- TME PEROD BEGNS 0815 AND ENDS 0945 LENGTH OF TME PEROD - 90 MNUTES Page 2

31 LENGTH OF TME SEGMENT - 15 PM 17 MNUTES DEMAND FLOW PROFLES ARE SYNTHESSED FROM TURNNG COUNT DATA NUMBER OF MNUTES FROM START WHEN RATE OF FLOW (VEH/MN) ARM FLOW STARTS TOP OF PEAK FLOW STOPS BEFORE AT TOP AFTER TO RSE S REACHED FALLNG PEAK OF PEAK PEAK ARM A ARM B ARM C ARM D TURNNG PROPORTONS TURNNG COUNTS (VEH/HR) (PERCENTAGE OF HVS) TME FROM/TO ARM A ARM B ARM C ARM D ARM A ( 00) ( 100) ( 100) ( 100) ARM B ( 100) ( 00) ( 100) ( 100) ARM C ( 100) ( 100) ( 00) ( 100) ARM D ( 100) ( 100) ( 100) ( 00) TURNNG PROPORTONS ARE CALCULATED FROM TURNNG COUNT DATA DEFAULT PROPORTONS OF HEAVY VEHCLES ARE USED TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEHMN/ (VEHMN/ (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) B-CD B-AD A-B 013 A-C 496 A-D D-ABC Page 3

32 PM 17 C-D 004 C-A 445 C-B TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEHMN/ (VEHMN/ (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) B-CD B-AD A-B 015 A-C 593 A-D D-ABC C-D 004 C-A 531 C-B TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEHMN/ (VEHMN/ (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) B-CD B-AD A-B 018 A-C 726 A-D D-ABC Page 4

33 PM 17 C-D 005 C-A 651 C-B TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEHMN/ (VEHMN/ (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) B-CD B-AD A-B 018 A-C 726 A-D D-ABC C-D 005 C-A 651 C-B TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEHMN/ (VEHMN/ (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) B-CD B-AD A-B 015 A-C 593 A-D D-ABC Page 5