Croxley Rail Link Environmental Statement. Appendix 15A. Traffic and Transport - Traffic Assessment. Appendix 15A

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1 Croxley Rail Link Environmental Statement Appendix 15A Traffic and Transport Traffic Assessment Appendix 15A Mouchel 2011

2 Croxley Rail Link Transport Assessment Report December 2011 Prepared for: Hertfordshire County Council County Hall Pegs Lane Hertford SG13 8DN Prepared by: Steer Davies Gleave West Riding House 67 Albion Street Leeds LS1 5AA +44 (0)

3 Transport Assessment CONTENTS 1 NTRODUCTON... 1 Background... 1 Scheme Description... 1 Purpose of the Transport Assessment... 2 Report Structure SCHEME OBJECTVES... 4 Objectives... 4 Local and Regional Policy EXSTNG CONDTONS... 6 General... 6 Highway Network... 6 Pedestrians and Cyclists... 9 Site Accessibility by Public Transport... 9 Model update LMVR Watford Metropolitan Station Users THE SCHEME Scheme Description HGHWAY MPACTS Network mpacts Junction mpacts Walking and Cycling SUMMARY FGURES Figure 1.1 Local Context Map... 2 Figure 3.1 Local Road Network... 7 Figure 3.2 Cordon Area Figure 3.3 Current Catchment and Journey Time to Watford Metropolitan Station Figure 5.1 Difference Plot mpact of Croxley Rail Link AM Peak Figure 5.2 Difference Plot mpact of Croxley Rail Link PM peak Contents

4 Transport Assessment TABLES Table 3.1 Existing Bus Services... 9 Table 3.2 Existing Traffic Flows Table 3.3 Car Trips Watford Metropolitan Station Table 5.1 Changes in Daily Flow (2016 AADT) with and without the Croxley Rail Link Table 5.2 ARCADY Assessment Results Rickmansworth Road/ Ascot Road. 18 Table 5.3 ARCADY Assessment Results Ascot Rd/Whippendell Rd APPENDCES A ARCADY ASSESSMENT RESULTS Contents

5 Transport Assessment 1 ntroduction Background 1.1 The Croxley Rail link project has been under development for over 16 years. The scheme was first developed by London Underground Limited (LUL) who prepared the initial business case, demand forecasts, and engineering feasibility and design work from 1994 to Since then Hertfordshire County Council (HCC) has taken overall responsibility of the project and in conjunction with LUL submitted a Major Scheme Business Case (MSBC) to the Department for Transport (DfT) in The DfT then requested further work on the business case, which was completed and resubmitted in n 2010, a new government was elected and announced a Comprehensive Spending Review in which all major transport projects were reappraised to ensure value for money, strategic fit and deliverability. Following this, the Croxley Rail Link has been invited to submit a Best and Final Funding Bid (BAFB) to the DfT. Scheme Description 1.3 Whilst there have been changes in design and engineering since 2009, the key elements of the scheme remain and can be summarised as a proposed diversion of the Watford Branch of the Metropolitan Line to Watford Junction via Watford High Street. New stations are proposed on the new rail link at Ascot Road and Watford General Hospital. 1.4 As part of the scheme the existing Metropolitan Line alignment to the current Watford terminus would be closed to passengers, with services diverted to Watford Junction. The link would be achieved by providing an embankment and viaduct from the Croxley rail line across Watford road passing between the A412 roundabouts and over the Grand Union Canal and Gade River and joining onto the disused rail link. 1.5 The following bullet points summarise the key scope of work required to deliver the Croxley Rail Link: A viaduct and embankment linking the current Metropolitan Line 1.3km south of the existing Watford terminus to the disused rail alignment between Croxley and Watford High Street, including a new bridge over Ascot Road; The reinstatement of double track on the disused Croxley alignment, including a new junction with the Watford Junction to London Euston DC route at Watford High Street; Work to bring the bridges, cuttings and embankments on the disused Croxley alignment into operational use; New stations at Ascot Road and Watford General Hospital; and Additional rolling stock to deliver the extended services. 1

6 Transport Assessment 1.6 A map showing the current rail network in the West Watford area, the proposed Croxley Rail Link and the section of the Watford Metropolitan Line alignment linking to Watford Met that will close is shown in Figure 1.1. FGURE 1.1 LOCAL CONTEXT MAP Purpose of the Transport Assessment 1.7 Hertfordshire County Council is currently developing the designs for the scheme with a view to progressing down the appropriate planning permission channel, known as a Transport and Works Act Order, to gain the necessary powers to construct the scheme. 1.8 This Transport Assessment report has been prepared to evaluate the impacts of the Croxley Rail Link on the local highway network. This report explains how the Watford SATURN Highway Model has been used to provide validated base year flows (2010) and estimates of future year flows, with and without the scheme, at Report Structure 1.9 After this introduction, this report has the following chapters: Chapter 2 a description of the scheme objectives and its fit with local and regional policy; Chapter 3 a summary of the existing transport network around the proposed scheme and the update of the Watford SATURN model to provide input to this transport assessment; Chapter 4 scheme description and the forecast impact on mode share; 2

7 Transport Assessment Chapter 5 consideration of the effect of the scheme on the operation of the surrounding highway network; and Chapter 6 summary conclusions. 3

8 Transport Assessment 2 Scheme Objectives Objectives 2.1 The primary objectives of the scheme are: To enhance sustainable links to and between residents and employment, business, education, health and leisure opportunities within Watford and across Hertfordshire, and to key external attractors, notably northwest & central London and the national rail network, thus reinforcing Watford s role as a key transport hub north of London. To promote economic and housing development by improving public transport linkages between current / potential employees, Watford town centre and the key development areas of Watford Junction, Watford Business Park / Ascot Road and the Watford Health Campus; and To provide a credible alternative to car travel, with inherently lower environmental impacts per trip including, noise and greenhouse gas emissions. Local and Regional Policy 2.2 Support for Croxley Rail Link can be found at regional and local level. The Croxley Rail Link is specifically included in the following key strategies. Mayor of London's 5 year Transport Plan The Croxley rail link, providing a new connection between Croxley station on the Watford branch of the Metropolitan line and the now closed Croxley Green branch line is a long standing proposal championed by Hertfordshire County Council. Although outside the GLA boundary, the link is supported by the Mayor as it improves the regional connectivity of northwest London by linking the Tube network to the important National Rail interchange at Watford Junction and the employment, retail, leisure and healthcare opportunities in Watford town centre. Hertfordshire's Local Transport Plan (LTP3) The County Council continues to support a number of major rail investment projects and proposals that have an impact on the county: Croxley Rail Link (jointly promoted by HCC and LUL) South West Hertfordshire Transportation Strategy Review and Action Plan The Vision for SW Herts is to provide A sustainable, innovative transport system, that seeks to make travel within the SW Herts area easier through the full utilisation of different transport modes and the better management of the existing network. Watford District Plan The Plan s Sustainable Movement Objectives include: To promote environmentally sustainable movement and to seek ways to reduce the overall need to travel by integrating land use planning 4

9 Transport Assessment To improve coordination between the complex network of transport providers and facilities. To accommodate the expected growth in transport need by means other than the car, namely passenger transport, cycling and walking and to encourage the minimal use of cars as a means of transport. To tackle congestion by influencing demand, integrating services, improving access, developing interchanges, improving neighbourhoods, developing partnerships, increasing awareness, maximising resources and supporting travel choice. Three Rivers Local Plan Under Transport and Movement the main aim is defined as To discourage the use of the car and to increase accessibility by alternative modes of transport. Furthermore, the Council is working closely with Hertfordshire County Council, Watford Borough Council and Hertsmere Borough Council to implement policies contained in the South West Hertfordshire Transportation Study. This includes completion of the Croxley Rail Link. 5

10 Transport Assessment 3 Existing Conditions General 3.1 This section of the report considers the existing conditions of the local network close to the proposed scheme in relation to accessibility by vehicular traffic, public transport, walking and cycling. The existing level of traffic has also been considered, and this section also provides a summary of trip patterns of existing users of Watford Metropolitan station. Highway Network 3.2 Figure 3.1 illustrates the local road network close to the scheme. The A412 Rickmansworth Road runs on an eastwest axis, and is located west of central Watford and eventually connects with the M25. A three arm roundabout is formed along the A412 at the junction with Ascot Road. West of this junction, between Ascot Road and Baldwins Lane, Rickmansworth Road forms a dual carriageway section, with kerbed reserve, as it passes over the Grand Union Canal. East of Ascot Road, Rickmansworth Road forms a single lane in each direction, separated by hatched road markings and right turn lanes from the mainline into the majority of side streets. 3.3 From the Rickmansworth Road junction, Ascot Road follows a northsouth axis. mmediately south of the A412 roundabout, a second three arm roundabout is formed with Whippendell Road. Ascot Road continues on its northsouth axis and Whippendell runs approximately parallel to the A412, to the east. 3.4 Ascot Road forms a dual carriageway section with kerbed central reserve. Whippendell Road carriageways forms a single lane in each direction. 6

11 Transport Assessment FGURE 3.1 LOCAL ROAD NETWORK 7

12

13 Transport Assessment Pedestrians and Cyclists 3.5 A segregated footpath and cycleway is found on the northern edge of Rickmansworth Road which has an approximate total width of 4 metres. The cycleway terminates approximately 30 metres east of the Ascot Road roundabout and the footpath continues to follow the road but is separated by a grass verge of approximately 2 metres width. A segregated footpath and cycleway is also found on the southern edge of Rickmansworth Road which has an approximate total width of 4 metres. 3.6 Between Rickmansworth Road and Whippendell Road, Ascot Road is bordered on both sides by a segregated footpath and cycleway with an approximate total width of 4 metres. South of Whippendell Road, Ascot Road loses the footpath and cycleway and is bordered by a grass verge. A pedestrian footway of approximately 2 metres width is found both north and south of Whippendell Road, with a pedestrian crossing provided approximately 75m to the east of the Ascot Road junction.. Site Accessibility by Public Transport 3.7 The proposed development site is well served by public transport. The table below identifies the bus services, and number of buses per hour, running along the A412 Rickmansworth Road. TABLE 3.1 EXSTNG BUS SERVCES Service Route AM Frequency (buses/hr) PM Frequency (buses/hr) 336 High Wycombe Watford Watford Hemel Hempstead nfrequent service nfrequent service 724 Harlow Heathrow Airport Borehamwood Thorpe Park nfrequent service nfrequent service W30 Garston/Watford Business Parks A pair of bus stops are located on the exits of the Rickmansworth Road/Baldwins Lane roundabout. Both bus stops are situated in a layby and provide sheltered waiting facilities for passengers, a bus stop flag, seating and timetable information. 3.9 An additional pair of bus stops are located along the A412 Rickmansworth Road adjacent to the Gade Close junction. Both bus stops provide a bus stop flag adjacent to the carriageway. 9

14 Transport Assessment Model update LMVR 3.10 The need to upgrade the Watford SATURN model was twofold. As well as providing inputs to this Transport Assessment of the impact of the Croxley Rail Link proposals, it was also required to provide more reliable highways inputs to the appraisal process, and address previously raised concerns over the use of the existing model in earlier scheme appraisals To support the planning process for the scheme, it was been acknowledged that the peak period validation of the previous model was poor in the vicinity of the scheme proposals t was agreed with the model owners, Hertfordshire County Council, that any upgrade would be undertaken using available traffic data collected since 2007, and that no additional data collection would be required t was further agreed that although the model will be used to provide inputs to the scheme appraisal, the upgrade should focus on the area most likely to be impacted by the Croxley Rail Link proposals, and should be extended to include Watford Junction station and the town centre. The agreed cordon area is shown in Figure 3.2. FGURE 3.2 CORDON AREA Watford Junction Ascot Road Hospital Rickmansworth 3.14 The model has been revalidated for the area shown within the cordon and the update has been applied to the morning (08:0009:00) and evening (17:0018:00) peak hours in More detail of the model validation exercise is provided in the model validation report 1. 1 Watford SATURN ModelCroxley Cordon, Local Model Validation Report (Steer Davies Gleave, June 2011) 10

15 Transport Assessment 3.15 t is these time periods that are considered in the transport assessment The following data has been used to update the model. Automatic Traffic Count Data (13 sites) HCC, 2010 Recent Watford Met Survey Data Steer Davies Gleave, 2010 Rickmansworth Road Turning Counts (5 junctions) Hyder, 2008 Miscellaneous data contained within Transport Assessments (3 sites) 3.17 Although traffic levels in Watford have varied year on year, the net change in peak hour flows has been negligible in recent years. As such, when using the above data, no growth in peak hour flow has been applied and the Base Year for the updated model is A total of 20 independent counts (2way *10) have been set aside for independent link flow validation. These have been chosen to form three screenlines: Screenline1: Ascot Road Whippendell Road Rickmansworth Road (east of Ascot Road) Screenline 2: Metropolitan Station Approach Rickmansworth Road (east of Station Approach) Whippendell Road Vicarage Road (east of Harwoods Road) Screenline 3: Wiggenhall Road Lower High Street Aldenham Road 3.19 The flows for each validation link, along with the corresponding SATURN nodes, are provided in Table 3.2 below. 11

16 Transport Assessment TABLE 3.2 EXSTNG TRAFFC FLOWS SL Link Anode Bnode AM Count PM Count Screenline 1 Eastbound Ascot Road Whippendell Road Rickmansworth Road Westbound Ascot Road Whippendell Road Rickmansworth Road Screenline 2 Eastbound Met Station Approach Rickmansworth Road Whippendell Road Vicarage Road Westbound Met Station Approach Rickmansworth Road Whippendell Road Vicarage Road Screenline 3 Northbound Wiggenhall Road Lower High Street Aldenham Road Southbound Wiggenhall Road Lower High Street Aldenham Road Watford Metropolitan Station Users 3.20 nterviews, and counts, of passengers arriving and leaving Watford Metropolitan line station were undertaken from 15 th June to 1 st July 2010, during a period of normal demand. The observed number of car trips, to and from Watford Metropolitan Station during the weekday peak hours, is summarised below. These figures include both drivers parking at the station, and kiss and ride. 12

17 Transport Assessment TABLE 3.3 CAR TRPS WATFORD METROPOLTAN STATON Arrivals Departures Morning Peak Evening Peak Where passengers were surveyed, a record of their origin postcode was made, and this has been used to distribute those car trips onto the network, and hence for inclusion in the demand matrices Figure 3.3 below shows the catchment of passengers both walking and driving to Watford Metropolitan Station. For those driving, most trips are from north Watford, but the figure demonstrates that there are also drivers who will benefit from the proposals to add new stations at Ascot Road and Watford Hospital. Similarly for walkers, many users of the existing service begin their journey close to the proposed new stations. FGURE 3.3 CURRENT CATCHMENT AND JOURNEY TME TO WATFORD METROPOLTAN STATON 13

18 Transport Assessment 4 The Scheme Scheme Description 4.1 The proposed route begins at a new junction near Baldwins Lane, about a kilometre northeast of Croxley station. A 400m new viaduct will take the line over the Watford Road dual carriageway and the Grand Union Canal on to the disused Croxley Green branch line track bed to Watford High Street and Watford Junction. 4.2 Two new stations will be opened along the route. Ascot Road station, where it is planned to have car parking facilities, will serve the local community and provide a valuable new transport link for businesses in the area. A second station will be sited to serve the existing Watford Hospital, the football ground and the planned Health Campus. 4.3 The Link would be served by diverting services at Watford Metropolitan station to Watford Junction via Watford High Street and the new stations at Ascot Road and Watford Hospital. This would give a frequency on the Croxley Rail Link of up to six trains per hour in the peak, and four in the interpeak. 4.4 Operation of the Croxley Rail Link is completely segregated from the local highway network and, as such, impact on the highway is minimised. 4.5 By 2016, there are no committed highway schemes scheduled and, as such, the model network is unchanged. Future demand is generated by the following committed schemes: 1804 new residential units around Watford; 931 new residential units around Three Rivers; Civic Core College proposals; Leavesden Aerodrome Studio Tours; and New 207 bed hotel at Maple Cross. 4.6 Trips associated with each scheme are added to the full model area, and their corresponding impact on the cordon area, as defined in the previous section, extracted. Mode Shift 4.7 The impacts of the Croxley Rail Link on traffic levels on the highway network have been derived from the mode choice modelling supporting the scheme appraisal. Mode shift forecasts, in the form of transfers from highway to public transport modes, are applied as a reduction in highway demand and the resulting matrices assigned for the with scheme scenario. The numbers of peak hour car trips forecast to transfer to the scheme are 287. Forecasts are generated for the AM peak, and the impacts transposed to represent PM peak transfers. This reflects a reduction of some 3,750 daily car trips removed from the local network. 14

19 Transport Assessment 5 Highway mpacts Network mpacts 5.1 All future year trips have been allocated to the network and peak hour flows have been calculated using the SATURN model. 5.2 Figures 5.1 and 5.2 show the difference in flows following shift in mode once Croxley Rail Link is operational. Links shown blue indicate a reduction in traffic flow resulting from the scheme, with green links showing an increase. FGURE 5.1 DFFERENCE PLOT MPACT OF CROXLEY RAL LNK AM PEAK 15

20 Transport Assessment FGURE 5.2 DFFERENCE PLOT MPACT OF CROXLEY RAL LNK PM PEAK 5.3 The plots show general reduction in flows across the network in each peak either as drivers transfer to rail or follow different routes to access stations. The plots do, however, also show minor increases in flow on some links resulting from rerouting of traffic as conditions in general are altered. 5.4 Flows from a total of 89 highway sections have been specifically extracted from the traffic model to provide input to the assessment or air quality and noise impacts, and the predicted changes in flows attributable to the scheme are as follows: Small increases on 21 links (24% of the total); Predominantly on Ascot Road to the south of Whippendell Road, Hagden Lane and, due to reallocation of road space, most of Cassio Road. There are no increases in AADT flow greater than 5% on any link. decreases of up to 5% on 58 links (65%); decreases of 510% on seven links (8%); and decreases of more than 10% on three links (3%). 5.5 For those routes closest to each of the proposed new station, these changes in daily flow, at 2016, are shown in more detail in Table 5.1 below. 16

21 Transport Assessment TABLE 5.1 CHANGES N DALY FLOW (2016 AADT) WTH AND WTHOUT THE CROXLEY RAL LNK Without Scheme With Scheme Abs diff % diff Link Section A412 Watford Road, west of Baldwins Lane % Baldwins Lane, north of A412 junction % Winton Drive, west of Baldwins Lane % A412 Watford Road, between Baldwins Ln and Ascot Rd % Ascot Road, south of A412 junction % Ascot Road, south of Whippendell Road junction % A412 Rickmansworth Road, west of Gade Avenue % Gade Avenue, north of A % A412 Rickmansworth Road, west of Metropolitan Station Approach % Whippendell Road, Ascot Road to Hagden Lane % Hagden Lane, south of A % Hagden Lane, Whippendell Lane to Queens Avenue % Hagden Lane, Tolpits Lane to Whippendell Road % A4145 Tolpits Lane, southwest of Hagden Lane % A4145 Tolpits Lane, Hagden Lane to Queens Avenue % Queens Avenue, Whippendell Road to A % Whippendell Road, Hagden Lane to Queens Avenue % A4145 Hagden Lane, Queens Avenue to Willow Lane % A4145 Vicarage Road, Willow Lane to Harwoods Road % Harwoods Road, south of Whippendell Road % Harwoods Road, north of Whippendell Road % Metropolitan Station Approach % Cassiobury Park Avenue % A412 Rickmansworth Road, Met Station App to Harwoods Road % A412 Rickmansworth Road, Harwoods Rd to Cassiobury Park Ave % A412 Rickmansworth Road, west of Cassio Road (eastbound) % A412 Rickmansworth Road, west of Cassio Road (westbound) % A412 Rickmansworth Road, east of Cassio Road (eastbound) % A412 Rickmansworth Road, east of Cassio Road (westbound) % Whippendell Road, west of Cassio Road % Durban Road (south) % A4145 Vicarage Road, Harwoods Road to Farraline Road % A4178 Wiggenhall Road, Cardiff Road to Farraline Road % Farraline Road % The Hornets % A4145, between Farraline and Vicarage Rd % A4145, between Vicarage Rd and The Hornets % Cassio Road, The Hornets to Market Street % Cassio Road, Market Street to Marlborough Road % Cassio Road, Marlborough Road to Upton Road % Cassio Road, Upton Road to A412 (northbound) % Cassio Road, Upton Road to A412 (southbound) % Upton Road % Marlborough Road % Market Street % Vicarage Rd, west of Exchange Road % Cardiff Road, west of Wiggenhall Road % A4178 Wiggenhall Road, Lammas Road to Cardiff Road % Lammas Road, east of Wiggenhall Road % A4178 Wiggenhall Road, Riverside Road to Lammas Road % 17

22 Transport Assessment Junction mpacts 5.6 The capacity of highway networks is constrained by their junctions, and appropriate models were used to test the potential impact on key junctions in the surrounding area. 5.7 Closure of Watford Metropolitan Station and the opening of a new station at Ascot Road would be expected to have the greatest impact on the following key junctions, as drivers divert to the new station. A412 Rickmansworth Road/Ascot Road roundabout; and Ascot Road/Whippendell Road roundabout. 5.8 At each roundabout, ARCADY Assessments have been undertaken using flows from the appropriate version of the SATURN model for the 2010 base scenario, plus the 2016 dominimum (without scheme) and dosomething (with scheme) scenarios. 5.9 At the Rickmansworth Road junction, the approach from the west in the AM peak is predicted to operate close to capacity by 2016 with the ratio of flow to capacity in excess of 85%. However, with the transfer to Croxley Rail Link, operation is predicted to be slightly improved in the dosomething A similar situation is predicted at the Ascot Road/Whippendell Road junction where the Whippendell Road approach in the AM peak is again close to capacity by 2016 (Ratio of Flow to CapacityRFC>90%), yet operation is predicted to improve with the proposed scheme Given the level of transfer from car to the scheme, the junction models confirm that there would be no adverse effects on junction capacity with the Croxley Rail Link scheme in operation. As such, no mitigation to the highway network is required. TABLE 5.2 ROAD ARCADY ASSESSMENT RESULTS RCKMANSWORTH ROAD/ ASCOT AM Peak PM Peak RFC Queue Length RFC Queue Length 2010 Base Rickmansworth Road (east) Ascot Road (south) Watford Road (west) Do Minimum Rickmansworth Road (east) Ascot Road (south) Watford Road (west)

23 Transport Assessment 2016 Do Something Rickmansworth Road (east) Ascot Road (south) Watford Road (west) TABLE 5.3 ARCADY ASSESSMENT RESULTS ASCOT RD/WHPPENDELL RD AM Peak PM Peak RFC Queue Length RFC Queue Length 2010 Base Ascot Road (north) Whippendell Road (east) Ascot Road (south) Do Minimum Ascot Road (north) Whippendell Road (east) Ascot Road (south) Do Something Ascot Road (north) Whippendell Road (east) Ascot Road (south) ARCADY assessment results provided in Appendix A. Walking and Cycling 5.13 As well as ensuring safe pedestrian and cycle access to the proposed new stations, routes to and from Watford Grammar School from both stations also require consideration. Many pupils at the grammar school currently use the Watford Metropolitan station The main roads providing a potential barrier to pedestrian movements are Rickmansworth Road and Whippendell Road. Upgraded pedestrian crossings are proposed either side of the Ascot Road roundabout junction to provide safer access to the new station from areas north of Rickmansworth Road. 19

24 Transport Assessment 5.15 n addition, Cassiobridge Road has been identified as a key school route, forming part of the link between the grammar school and Ascot Road station. Footway improvements, additional lighting and traffic management to reduce vehicle speeds are all proposed along the length of the road. The pedestrian crossings at either end of the road, at Rickmansworth Road and at Whippendell Road will also be improved. Better pedestrian circulation is also proposed within the traffic signals at the junction of Rickmansworth Road with Hagden Lane For those wishing to access the new hospital station, new pedestrian crossings will be provided at the junction of Vicarage Road and Hagden Lane and the footway will be widened along Vicarage Road to provide accommodation for increased pedestrian numbers outside the hospital. 20

25 Transport Assessment 6 Summary 6.1 The key elements of the Croxley Rail Link scheme can be summarised as a proposed diversion of the Watford Branch of the Metropolitan Line to Watford Junction via Watford High Street. New stations are proposed on the new rail link at Ascot Road and Watford General Hospital. 6.2 As part of the scheme the existing Metropolitan Line alignment to the current Watford terminus would be closed to passengers, with services diverted to Watford Junction. The link would be achieved by providing an embankment and viaduct from the Croxley rail line across Watford road passing between the A412 roundabouts and over the Grand Union Canal and Gade River and joining onto the disused rail link. 6.3 The proposed route begins at a new junction near Baldwins Lane, about a kilometre northeast of Croxley station. A 400m new viaduct will take the line over the Watford Road dual carriageway and the Grand Union Canal on to the disused Croxley Green branch line track bed to Watford High Street and Watford Junction. 6.4 Two new stations will be opened along the route. Ascot Road station, where it is planned to have car parking facilities, will serve the local community and provide a valuable new transport link for businesses in the area. A second station will be sited to serve the existing Watford Hospital, the football ground and the planned Health Campus. 6.5 The primary objectives which will be achieved by the scheme are: To enhance sustainable links to and between residents and employment, business, education, health and leisure opportunities within Watford and across Hertfordshire, and to key external attractors, notably northwest & central London and the national rail network, thus reinforcing Watford s role as a key transport hub north of London. To promote economic and housing development by improving public transport linkages between current / potential employees, Watford town centre and the key development areas of Watford Junction, Watford Business Park / Ascot Road and the Watford Health Campus; and To provide a credible alternative to car travel, with inherently lower environmental impacts per trip including, noise and greenhouse gas emissions. 6.6 Operation of the Croxley Rail Link is completely segregated from the local highway network and, as such, impact on the highway is minimised. 6.7 Those impacts have been derived from the mode choice modelling supporting the scheme appraisal. The numbers of peak hour car trips forecast to transfer to the scheme are 287. Forecasts are generated for the AM peak, and the impacts transposed to represent PM peak transfers. This reflects a reduction of some 3,750 daily car trips removed from the local network. 21

26 Transport Assessment 6.8 The Watford SATURN Highway Model has been updated to provide validated base year flows (2010) and estimates of future year flows, with and without, the scheme, at Mode shift forecasts, in the form of transfers from highway to public transport modes, are applied as a reduction in highway demand and the resulting matrices assigned for the with scheme scenario. 6.9 The results show general reduction in flows across the network in each peak either as drivers transfer to rail or follow different routes to access stations. However, we also predict minor increases in flow on some links resulting from rerouting of traffic as conditions in general are altered Flows from a total of 89 highway sections have been used to provide an overview of predicted changes in flow attributable to the scheme across the local highway network. The predicted changes can be summarised as follows: Small increases on 21 links (24% of the total); Predominantly on Ascot Road to the south of Whippendell Road, Hagden Lane and, due to reallocation of road space, most of Cassio Road. There are no increases in AADT flow greater than 5% on any link. decreases of up to 5% on 58 links (65%); decreases of 510% on seven links (8%); and decreases of more than 10% on three links (3%) n addition, the capacity of highway networks is constrained by their junctions, and appropriate models were used to test the potential impact on key junctions in the surrounding area Closure of Watford Metropolitan Station and the opening of a new station at Ascot Road would be expected to have the greatest impact on the Ascot Road junctions with both Rickmansworth Road and Whippendell Road, as drivers divert to the new station At each roundabout, ARCADY Assessments have been undertaken using flows from the appropriate version of the SATURN model for the 2010 base scenario, plus the 2016 dominimum (without scheme) and dosomething (with scheme) scenarios Given the level of transfer from car to the scheme, the junction models confirm that there would be no adverse effects on junction capacity with the Croxley Rail Link scheme in operation. As such, no mitigation to the highway network is required mprovements in conditions for pedestrians and cyclists are also proposed to ensure safe pedestrian and cycle access to the proposed new stations, as well as routes to and from Watford Grammar School from both stations The Croxley Rail Link will have a BENEFCAL impact in terms of the impact of road traffic 22

27 Transport Assessment APPENDX A ARCADY ASSESSMENT RESULTS Appendix A

28

29 Transport AssessmentTransport Assessment A1 RCKMANSWORTH ROAD / ASCOT ROAD A AM Peak Base A PM Peak Base A AM Peak DoMinimum (no Scheme) A PM Peak DoMinimum (no Scheme) A AM Peak DoSomething (with Scheme) A PM Peak DoSomething (with Scheme) Appendix A

30 Croxley TA Ascot RdRickmansworth Road AM Base without Development.vao A R C A D Y 6 ASSESSMENT OF ROUNDABOUT CAPACTY AND DELAY Analysis Program: Release 7.0 (FEBRUARY 2010) (c) Copyright TRL Limited, 2010 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) Crowthorne House Fax: +44 (0) Nine Mile Ride Wokingham, Berks. Web: RG40 3GA,UK THE USER OF THS COMPUTER PROGRAM FOR THE SOLUTON OF AN ENGNEERNG PROBLEM S N NO WAY RELEVED OF THER RESPONSBLTY FOR THE CORRECTNESS OF THE SOLUTON Run with file: "p:\projects\222\9\55\01\work\arcady Models\Ascot Road Rickmansworth Road\ Croxley TA Ascot RdRickmansworth Road AM Base without Development.vai" (driveontheleft ) at 14:55:32 on Tuesday, 27 September 2011.FLE PROPERTES *************** RUN TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM Base without Development LOCATON: Croxley DATE: 26/09/11 CLENT: Client ENUMERATOR: PRobinson [W72791] JOB NUMBER: STATUS: DESCRPTON: Croxley TA: Ascot Rd / Rickmansworth Road AM Base without De elopment.nput DATA ********** ARM A Rickhamsworht Road (East) ARM B Ascot Road (South) ARM C Watford Road (West).GEOMETRC DATA T5 ARM V (M) E (M) L (M) R (M) D (M) PH (DEG) SLOPE NTERCEPT (PCU/MN) ARM A ARM B * ARM C V = approach halfwidth L = effective flare length D = inscribed circle diameter E = entry width R = entry radius PH = entry angle *WARNNG* ARM B NPUT VALUE OF V ( 11.20) OUTSDE ACCEPTABLE RANGE HAS BEEN RESET AS NDCATED ABOVE (*). (AG17 REF )..TRAFFC DEMAND DATA Only sets included in the current run are shown Page 1

31 Croxley TA Ascot RdRickmansworth Road AM Base without Development.vao.SCALNG FACTORS. T13 ARM FLOW SCALE(%) A 100 B 100 C 100 TME PEROD BEGNS(07.45)AND ENDS(09.15).LENGTH OF TME PEROD ( 90) MNUTES.LENGTH OF TME SEGMENT (15) MNUTES.DEMAND FLOW PROFLES ARE SYNTHESSED FROM THE TURNNG COUNT DATA.DEMAND SET TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM Base without Development T15 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 DEMAND SET TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM Base without Development. T33 TURNNG PROPORTONS TURNNG COUNTS (PERCENTAGE OF H.V.S) TME FROM/T ARM A ARM B ARM C ARM A ( 10.0) ( 10.0) ( 10.0) ARM B ( 10.0) ( 10.0) ( 10.0) ARM C ( 10.0) ( 10.0) ( 10.0). QUEUE AND DELAY NFORMATON FOR EACH 15 MN TME SEGMENT. T70 TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG Page 2

32 Croxley TA Ascot RdRickmansworth Road AM Base without Development.vao (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C Page 3

33 Croxley TA Ascot RdRickmansworth Road AM Base without Development.vao. TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C QUEUE AT ARM A TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * * * * QUEUE AT ARM B TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE QUEUE AT ARM C TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * ** *** *** ** *.QUEUENG DELAY NFORMATON OVER WHOLE PEROD T75 ARM TOTAL DEMAND * QUEUENG * * NCLUSVE QUEUENG * * DELAY * * DELAY * (VEH) (VEH/H) (MN) (MN/VEH) (MN) (MN/VEH) A B C 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. Page 4

34 Croxley TA Ascot RdRickmansworth Road PM Base without Development.vao A R C A D Y 6 ASSESSMENT OF ROUNDABOUT CAPACTY AND DELAY Analysis Program: Release 7.0 (FEBRUARY 2010) (c) Copyright TRL Limited, 2010 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) Crowthorne House Fax: +44 (0) Nine Mile Ride Wokingham, Berks. Web: RG40 3GA,UK THE USER OF THS COMPUTER PROGRAM FOR THE SOLUTON OF AN ENGNEERNG PROBLEM S N NO WAY RELEVED OF THER RESPONSBLTY FOR THE CORRECTNESS OF THE SOLUTON Run with file: "p:\projects\222\9\55\01\work\arcady Models\Ascot Road Rickmansworth Road\ Croxley TA Ascot RdRickmansworth Road PM Base without Development.vai" (driveontheleft ) at 14:56:38 on Tuesday, 27 September 2011.FLE PROPERTES *************** RUN TTLE: Croxley TA: Ascot Rd / Rickmansworth Road PM Base without Development LOCATON: Croxley DATE: 26/09/11 CLENT: Client ENUMERATOR: PRobinson [W72791] JOB NUMBER: STATUS: DESCRPTON: Croxley TA: Ascot Rd / Rickmansworth Road PM Base without De elopment.nput DATA ********** ARM A Rickhamsworht Road (East) ARM B Ascot Road (South) ARM C Watford Road (West).GEOMETRC DATA T5 ARM V (M) E (M) L (M) R (M) D (M) PH (DEG) SLOPE NTERCEPT (PCU/MN) ARM A ARM B * ARM C V = approach halfwidth L = effective flare length D = inscribed circle diameter E = entry width R = entry radius PH = entry angle *WARNNG* ARM B NPUT VALUE OF V ( 11.20) OUTSDE ACCEPTABLE RANGE HAS BEEN RESET AS NDCATED ABOVE (*). (AG17 REF )..TRAFFC DEMAND DATA Only sets included in the current run are shown Page 1

35 Croxley TA Ascot RdRickmansworth Road PM Base without Development.vao.SCALNG FACTORS. T13 ARM FLOW SCALE(%) A 100 B 100 C 100 TME PEROD BEGNS(07.45)AND ENDS(09.15).LENGTH OF TME PEROD ( 90) MNUTES.LENGTH OF TME SEGMENT (15) MNUTES.DEMAND FLOW PROFLES ARE SYNTHESSED FROM THE TURNNG COUNT DATA.DEMAND SET TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM Base without Development T15 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 DEMAND SET TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM Base without Development. T33 TURNNG PROPORTONS TURNNG COUNTS (PERCENTAGE OF H.V.S) TME FROM/T ARM A ARM B ARM C ARM A ( 10.0) ( 10.0) ( 10.0) ARM B ( 10.0) ( 10.0) ( 10.0) ARM C ( 10.0) ( 10.0) ( 10.0). QUEUE AND DELAY NFORMATON FOR EACH 15 MN TME SEGMENT. T70 TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG Page 2

36 Croxley TA Ascot RdRickmansworth Road PM Base without Development.vao (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C Page 3

37 Croxley TA Ascot RdRickmansworth Road PM Base without Development.vao. TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C QUEUE AT ARM A TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * * QUEUE AT ARM B TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * * * * * *.QUEUE AT ARM C TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * * QUEUENG DELAY NFORMATON OVER WHOLE PEROD T75 ARM TOTAL DEMAND * QUEUENG * * NCLUSVE QUEUENG * * DELAY * * DELAY * (VEH) (VEH/H) (MN) (MN/VEH) (MN) (MN/VEH) A B C 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. Page 4

38 Croxley TA Ascot RdRickmansworth Road AM DM without Development.vao A R C A D Y 6 ASSESSMENT OF ROUNDABOUT CAPACTY AND DELAY Analysis Program: Release 7.0 (FEBRUARY 2010) (c) Copyright TRL Limited, 2010 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) Crowthorne House Fax: +44 (0) Nine Mile Ride Wokingham, Berks. Web: RG40 3GA,UK THE USER OF THS COMPUTER PROGRAM FOR THE SOLUTON OF AN ENGNEERNG PROBLEM S N NO WAY RELEVED OF THER RESPONSBLTY FOR THE CORRECTNESS OF THE SOLUTON Run with file: "c:\users\probinson\desktop\croxley TA\Ascot Road Rickmansworth Road\ Croxley TA Ascot RdRickmansworth Road AM DM without Development.vai" (driveontheleft ) at 10:54:38 on Tuesday, 27 September 2011.FLE PROPERTES *************** RUN TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM DM without Development LOCATON: Croxley DATE: 26/09/11 CLENT: Client ENUMERATOR: PRobinson [W72791] JOB NUMBER: STATUS: DESCRPTON: Croxley TA: Ascot Rd / Rickmansworth Road AM DM without Development.NPUT DATA ********** ARM A Rickhamsworht Road (East) ARM B Ascot Road (South) ARM C Watford Road (West).GEOMETRC DATA T5 ARM V (M) E (M) L (M) R (M) D (M) PH (DEG) SLOPE NTERCEPT (PCU/MN) ARM A ARM B * ARM C V = approach halfwidth L = effective flare length D = inscribed circle diameter E = entry width R = entry radius PH = entry angle *WARNNG* ARM B NPUT VALUE OF V ( 11.20) OUTSDE ACCEPTABLE RANGE HAS BEEN RESET AS NDCATED ABOVE (*). (AG17 REF )..TRAFFC DEMAND DATA Page 1

39 Croxley TA Ascot RdRickmansworth Road AM DM without Development.vao Only sets included in the current run are shown.scalng FACTORS. T13 ARM FLOW SCALE(%) A 100 B 100 C 100 TME PEROD BEGNS(07.45)AND ENDS(09.15).LENGTH OF TME PEROD ( 90) MNUTES.LENGTH OF TME SEGMENT (15) MNUTES.DEMAND FLOW PROFLES ARE SYNTHESSED FROM THE TURNNG COUNT DATA.DEMAND SET TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM Base without Development T15 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 DEMAND SET TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM Base without Development. T33 TURNNG PROPORTONS TURNNG COUNTS (PERCENTAGE OF H.V.S) TME FROM/T ARM A ARM B ARM C ARM A ( 10.0) ( 10.0) ( 10.0) ARM B ( 10.0) ( 10.0) ( 10.0) ARM C ( 10.0) ( 10.0) ( 10.0). QUEUE AND DELAY NFORMATON FOR EACH 15 MN TME SEGMENT. T70 TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ Page 2

40 Croxley TA Ascot RdRickmansworth Road AM DM without Development.vao PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C Page 3

41 Croxley TA Ascot RdRickmansworth Road AM DM without Development.vao. TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C QUEUE AT ARM A TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * * ** ** * *.QUEUE AT ARM B TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE QUEUE AT ARM C TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * *** ******* ******** *** **.QUEUENG DELAY NFORMATON OVER WHOLE PEROD T75 ARM TOTAL DEMAND * QUEUENG * * NCLUSVE QUEUENG * * DELAY * * DELAY * (VEH) (VEH/H) (MN) (MN/VEH) (MN) (MN/VEH) A B C 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 Page 4

42 Croxley TA Ascot RdRickmansworth Road PM DM without Development.vao A R C A D Y 6 ASSESSMENT OF ROUNDABOUT CAPACTY AND DELAY Analysis Program: Release 7.0 (FEBRUARY 2010) (c) Copyright TRL Limited, 2010 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) Crowthorne House Fax: +44 (0) Nine Mile Ride Wokingham, Berks. Web: RG40 3GA,UK THE USER OF THS COMPUTER PROGRAM FOR THE SOLUTON OF AN ENGNEERNG PROBLEM S N NO WAY RELEVED OF THER RESPONSBLTY FOR THE CORRECTNESS OF THE SOLUTON Run with file: "c:\users\probinson\desktop\croxley TA\Ascot Road Rickmansworth Road\ Croxley TA Ascot RdRickmansworth Road PM DM without Development.vai" (driveontheleft ) at 10:56:08 on Tuesday, 27 September 2011.FLE PROPERTES *************** RUN TTLE: Croxley TA: Ascot Rd / Rickmansworth Road PM DM without Development LOCATON: Croxley DATE: 26/09/11 CLENT: Client ENUMERATOR: PRobinson [W72791] JOB NUMBER: STATUS: DESCRPTON: Croxley TA: Ascot Rd / Rickmansworth Road PM DM without Development.NPUT DATA ********** ARM A Rickhamsworht Road (East) ARM B Ascot Road (South) ARM C Watford Road (West).GEOMETRC DATA T5 ARM V (M) E (M) L (M) R (M) D (M) PH (DEG) SLOPE NTERCEPT (PCU/MN) ARM A ARM B * ARM C V = approach halfwidth L = effective flare length D = inscribed circle diameter E = entry width R = entry radius PH = entry angle *WARNNG* ARM B NPUT VALUE OF V ( 11.20) OUTSDE ACCEPTABLE RANGE HAS BEEN RESET AS NDCATED ABOVE (*). (AG17 REF )..TRAFFC DEMAND DATA Page 1

43 Croxley TA Ascot RdRickmansworth Road PM DM without Development.vao Only sets included in the current run are shown.scalng FACTORS. T13 ARM FLOW SCALE(%) A 100 B 100 C 100 TME PEROD BEGNS(07.45)AND ENDS(09.15).LENGTH OF TME PEROD ( 90) MNUTES.LENGTH OF TME SEGMENT (15) MNUTES.DEMAND FLOW PROFLES ARE SYNTHESSED FROM THE TURNNG COUNT DATA.DEMAND SET TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM Base without Development T15 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 DEMAND SET TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM Base without Development. T33 TURNNG PROPORTONS TURNNG COUNTS (PERCENTAGE OF H.V.S) TME FROM/T ARM A ARM B ARM C ARM A ( 10.0) ( 10.0) ( 10.0) ARM B ( 10.0) ( 10.0) ( 10.0) ARM C ( 10.0) ( 10.0) ( 10.0). QUEUE AND DELAY NFORMATON FOR EACH 15 MN TME SEGMENT. T70 TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ Page 2

44 Croxley TA Ascot RdRickmansworth Road PM DM without Development.vao PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C Page 3

45 Croxley TA Ascot RdRickmansworth Road PM DM without Development.vao. TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C QUEUE AT ARM A TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * * * * QUEUE AT ARM B TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * * ** ** * *.QUEUE AT ARM C TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * * * * QUEUENG DELAY NFORMATON OVER WHOLE PEROD T75 ARM TOTAL DEMAND * QUEUENG * * NCLUSVE QUEUENG * * DELAY * * DELAY * (VEH) (VEH/H) (MN) (MN/VEH) (MN) (MN/VEH) A B C 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 Page 4

46 Croxley TA Ascot RdRickmansworth Road AM DS with Development.vao A R C A D Y 6 ASSESSMENT OF ROUNDABOUT CAPACTY AND DELAY Analysis Program: Release 7.0 (FEBRUARY 2010) (c) Copyright TRL Limited, 2010 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) Crowthorne House Fax: +44 (0) Nine Mile Ride Wokingham, Berks. Web: RG40 3GA,UK THE USER OF THS COMPUTER PROGRAM FOR THE SOLUTON OF AN ENGNEERNG PROBLEM S N NO WAY RELEVED OF THER RESPONSBLTY FOR THE CORRECTNESS OF THE SOLUTON Run with file: "c:\users\probinson\desktop\croxley TA\Ascot Road Rickmansworth Road\ Croxley TA Ascot RdRickmansworth Road AM DS with Development.vai" (driveontheleft ) at 10:58:43 on Tuesday, 27 September 2011.FLE PROPERTES *************** RUN TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM DS with Development LOCATON: Croxley DATE: 26/09/11 CLENT: Client ENUMERATOR: PRobinson [W72791] JOB NUMBER: STATUS: DESCRPTON: Croxley TA: Ascot Rd / Rickmansworth Road AM DS with Development.NPUT DATA ********** ARM A Rickhamsworht Road (East) ARM B Ascot Road (South) ARM C Watford Road (West).GEOMETRC DATA T5 ARM V (M) E (M) L (M) R (M) D (M) PH (DEG) SLOPE NTERCEPT (PCU/MN) ARM A ARM B * ARM C V = approach halfwidth L = effective flare length D = inscribed circle diameter E = entry width R = entry radius PH = entry angle *WARNNG* ARM B NPUT VALUE OF V ( 11.20) OUTSDE ACCEPTABLE RANGE HAS BEEN RESET AS NDCATED ABOVE (*). (AG17 REF )..TRAFFC DEMAND DATA Page 1

47 Croxley TA Ascot RdRickmansworth Road AM DS with Development.vao Only sets included in the current run are shown.scalng FACTORS. T13 ARM FLOW SCALE(%) A 100 B 100 C 100 TME PEROD BEGNS(07.45)AND ENDS(09.15).LENGTH OF TME PEROD ( 90) MNUTES.LENGTH OF TME SEGMENT (15) MNUTES.DEMAND FLOW PROFLES ARE SYNTHESSED FROM THE TURNNG COUNT DATA.DEMAND SET TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM Base without Development T15 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 DEMAND SET TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM Base without Development. T33 TURNNG PROPORTONS TURNNG COUNTS (PERCENTAGE OF H.V.S) TME FROM/T ARM A ARM B ARM C ARM A ( 10.0) ( 10.0) ( 10.0) ARM B ( 10.0) ( 10.0) ( 10.0) ARM C ( 10.0) ( 10.0) ( 10.0). QUEUE AND DELAY NFORMATON FOR EACH 15 MN TME SEGMENT. T70 TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ Page 2

48 Croxley TA Ascot RdRickmansworth Road AM DS with Development.vao PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C Page 3

49 Croxley TA Ascot RdRickmansworth Road AM DS with Development.vao. TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C QUEUE AT ARM A TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * * ** ** * *.QUEUE AT ARM B TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE QUEUE AT ARM C TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * ** ****** ****** ** *.QUEUENG DELAY NFORMATON OVER WHOLE PEROD T75 ARM TOTAL DEMAND * QUEUENG * * NCLUSVE QUEUENG * * DELAY * * DELAY * (VEH) (VEH/H) (MN) (MN/VEH) (MN) (MN/VEH) A B C 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 Page 4

50 Croxley TA Ascot RdRickmansworth Road PM DS with Development.vao A R C A D Y 6 ASSESSMENT OF ROUNDABOUT CAPACTY AND DELAY Analysis Program: Release 7.0 (FEBRUARY 2010) (c) Copyright TRL Limited, 2010 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) Crowthorne House Fax: +44 (0) Nine Mile Ride Wokingham, Berks. Web: RG40 3GA,UK THE USER OF THS COMPUTER PROGRAM FOR THE SOLUTON OF AN ENGNEERNG PROBLEM S N NO WAY RELEVED OF THER RESPONSBLTY FOR THE CORRECTNESS OF THE SOLUTON Run with file: "c:\users\probinson\desktop\croxley TA\Ascot Road Rickmansworth Road\ Croxley TA Ascot RdRickmansworth Road PM DS with Development.vai" (driveontheleft ) at 10:59:30 on Tuesday, 27 September 2011.FLE PROPERTES *************** RUN TTLE: Croxley TA: Ascot Rd / Rickmansworth Road PM DS with Development LOCATON: Croxley DATE: 26/09/11 CLENT: Client ENUMERATOR: PRobinson [W72791] JOB NUMBER: STATUS: DESCRPTON: Croxley TA: Ascot Rd / Rickmansworth Road PM DS with Development.NPUT DATA ********** ARM A Rickhamsworht Road (East) ARM B Ascot Road (South) ARM C Watford Road (West).GEOMETRC DATA T5 ARM V (M) E (M) L (M) R (M) D (M) PH (DEG) SLOPE NTERCEPT (PCU/MN) ARM A ARM B * ARM C V = approach halfwidth L = effective flare length D = inscribed circle diameter E = entry width R = entry radius PH = entry angle *WARNNG* ARM B NPUT VALUE OF V ( 11.20) OUTSDE ACCEPTABLE RANGE HAS BEEN RESET AS NDCATED ABOVE (*). (AG17 REF )..TRAFFC DEMAND DATA Page 1

51 Croxley TA Ascot RdRickmansworth Road PM DS with Development.vao Only sets included in the current run are shown.scalng FACTORS. T13 ARM FLOW SCALE(%) A 100 B 100 C 100 TME PEROD BEGNS(07.45)AND ENDS(09.15).LENGTH OF TME PEROD ( 90) MNUTES.LENGTH OF TME SEGMENT (15) MNUTES.DEMAND FLOW PROFLES ARE SYNTHESSED FROM THE TURNNG COUNT DATA.DEMAND SET TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM Base without Development T15 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 DEMAND SET TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM Base without Development. T33 TURNNG PROPORTONS TURNNG COUNTS (PERCENTAGE OF H.V.S) TME FROM/T ARM A ARM B ARM C ARM A ( 10.0) ( 10.0) ( 10.0) ARM B ( 10.0) ( 10.0) ( 10.0) ARM C ( 10.0) ( 10.0) ( 10.0). QUEUE AND DELAY NFORMATON FOR EACH 15 MN TME SEGMENT. T70 TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ Page 2

52 Croxley TA Ascot RdRickmansworth Road PM DS with Development.vao PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C Page 3

53 Croxley TA Ascot RdRickmansworth Road PM DS with Development.vao. TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C QUEUE AT ARM A TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * * * * QUEUE AT ARM B TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * * ** ** * *.QUEUE AT ARM C TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * * * * QUEUENG DELAY NFORMATON OVER WHOLE PEROD T75 ARM TOTAL DEMAND * QUEUENG * * NCLUSVE QUEUENG * * DELAY * * DELAY * (VEH) (VEH/H) (MN) (MN/VEH) (MN) (MN/VEH) A B C 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 Page 4

54 Transport AssessmentTransport Assessment A2 ASCOT ROAD / WHPPENDELL ROAD A AM Peak Base A PM Peak Base A AM Peak DoMinimum (no Scheme) A PM Peak DoMinimum (no Scheme) A AM Peak DoSomething (with Scheme) A PM Peak DoSomething (with Scheme) Appendix A

55 Croxley TA Ascot RdWhippendell Road AM Base without Development.vao A R C A D Y 6 ASSESSMENT OF ROUNDABOUT CAPACTY AND DELAY Analysis Program: Release 7.0 (FEBRUARY 2010) (c) Copyright TRL Limited, 2010 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) Crowthorne House Fax: +44 (0) Nine Mile Ride Wokingham, Berks. Web: RG40 3GA,UK THE USER OF THS COMPUTER PROGRAM FOR THE SOLUTON OF AN ENGNEERNG PROBLEM S N NO WAY RELEVED OF THER RESPONSBLTY FOR THE CORRECTNESS OF THE SOLUTON Run with file: "p:\projects\222\9\55\01\work\arcady Models\Ascot Road Whippendell Road\ Croxley TA Ascot RdWhippendell Road AM Base without Development.vai" (driveontheleft ) at 14:59:34 on Tuesday, 27 September 2011.FLE PROPERTES *************** RUN TTLE: Croxley TA: Ascot Rd / Whippendell Road AM Base without Development LOCATON: Croxley DATE: 26/09/11 CLENT: Client ENUMERATOR: PRobinson [W72791] JOB NUMBER: STATUS: DESCRPTON: Croxley TA: Ascot Rd / Whippendell Road AM Base without De elopment.nput DATA ********** ARM A Ascot Road (North) ARM B Whippendell Road (East) ARM C Ascot Road (South).GEOMETRC DATA T5 ARM V (M) E (M) L (M) R (M) D (M) PH (DEG) SLOPE NTERCEPT (PCU/MN) ARM A ARM B ARM C V = approach halfwidth L = effective flare length D = inscribed circle diameter E = entry width R = entry radius PH = entry angle.traffc DEMAND DATA Only sets included in the current run are shown.scalng FACTORS. T13 ARM FLOW SCALE(%) Page 1

56 Croxley TA Ascot RdWhippendell Road AM Base without Development.vao A 100 B 100 C 100 TME PEROD BEGNS(07.45)AND ENDS(09.15).LENGTH OF TME PEROD ( 90) MNUTES.LENGTH OF TME SEGMENT (15) MNUTES.DEMAND FLOW PROFLES ARE SYNTHESSED FROM THE TURNNG COUNT DATA.DEMAND SET TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM Base without Development T15 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 DEMAND SET TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM Base without Development. T33 TURNNG PROPORTONS TURNNG COUNTS (PERCENTAGE OF H.V.S) TME FROM/T ARM A ARM B ARM C ARM A ( 10.0) ( 10.0) ( 10.0) ARM B ( 10.0) ( 10.0) ( 10.0) ARM C ( 10.0) ( 10.0) ( 10.0). QUEUE AND DELAY NFORMATON FOR EACH 15 MN TME SEGMENT. T70 TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) Page 2

57 Croxley TA Ascot RdWhippendell Road AM Base without Development.vao ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY Page 3

58 Croxley TA Ascot RdWhippendell Road AM Base without Development.vao AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C QUEUE AT ARM A TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * * ** ** * *.QUEUE AT ARM B TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * * *** *** * *.QUEUE AT ARM C TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE QUEUENG DELAY NFORMATON OVER WHOLE PEROD T75 ARM TOTAL DEMAND * QUEUENG * * NCLUSVE QUEUENG * * DELAY * * DELAY * (VEH) (VEH/H) (MN) (MN/VEH) (MN) (MN/VEH) A B C 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 4

59 Croxley TA Ascot RdWhippendell Road PM Base without Development.vao A R C A D Y 6 ASSESSMENT OF ROUNDABOUT CAPACTY AND DELAY Analysis Program: Release 7.0 (FEBRUARY 2010) (c) Copyright TRL Limited, 2010 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) Crowthorne House Fax: +44 (0) Nine Mile Ride Wokingham, Berks. Web: RG40 3GA,UK THE USER OF THS COMPUTER PROGRAM FOR THE SOLUTON OF AN ENGNEERNG PROBLEM S N NO WAY RELEVED OF THER RESPONSBLTY FOR THE CORRECTNESS OF THE SOLUTON Run with file: "p:\projects\222\9\55\01\work\arcady Models\Ascot Road Whippendell Road\ Croxley TA Ascot RdWhippendell Road PM Base without Development.vai" (driveontheleft ) at 15:01:17 on Tuesday, 27 September 2011.FLE PROPERTES *************** RUN TTLE: Croxley TA: Ascot Rd / Whippendell Road PM Base without Development LOCATON: Croxley DATE: 26/09/11 CLENT: Client ENUMERATOR: PRobinson [W72791] JOB NUMBER: STATUS: DESCRPTON: Croxley TA: Ascot Rd / Whippendell Road PM Base without De elopment.nput DATA ********** ARM A Ascot Road (North) ARM B Whippendell Road (East) ARM C Ascot Road (South).GEOMETRC DATA T5 ARM V (M) E (M) L (M) R (M) D (M) PH (DEG) SLOPE NTERCEPT (PCU/MN) ARM A ARM B ARM C V = approach halfwidth L = effective flare length D = inscribed circle diameter E = entry width R = entry radius PH = entry angle.traffc DEMAND DATA Only sets included in the current run are shown.scalng FACTORS. T13 ARM FLOW SCALE(%) Page 1

60 Croxley TA Ascot RdWhippendell Road PM Base without Development.vao A 100 B 100 C 100 TME PEROD BEGNS(16.15)AND ENDS(17.45).LENGTH OF TME PEROD ( 90) MNUTES.LENGTH OF TME SEGMENT (15) MNUTES.DEMAND FLOW PROFLES ARE SYNTHESSED FROM THE TURNNG COUNT DATA.DEMAND SET TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM Base without Development T15 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 DEMAND SET TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM Base without Development. T33 TURNNG PROPORTONS TURNNG COUNTS (PERCENTAGE OF H.V.S) TME FROM/T ARM A ARM B ARM C ARM A ( 10.0) ( 10.0) ( 10.0) ARM B ( 10.0) ( 10.0) ( 10.0) ARM C ( 10.0) ( 10.0) ( 10.0). QUEUE AND DELAY NFORMATON FOR EACH 15 MN TME SEGMENT. T70 TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) Page 2

61 Croxley TA Ascot RdWhippendell Road PM Base without Development.vao ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY Page 3

62 Croxley TA Ascot RdWhippendell Road PM Base without Development.vao AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C QUEUE AT ARM A TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE QUEUE AT ARM B TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * * * * QUEUE AT ARM C TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * * * * QUEUENG DELAY NFORMATON OVER WHOLE PEROD T75 ARM TOTAL DEMAND * QUEUENG * * NCLUSVE QUEUENG * * DELAY * * DELAY * (VEH) (VEH/H) (MN) (MN/VEH) (MN) (MN/VEH) A B C 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 4

63 Croxley TA Ascot RdWhippendell Road AM DM without Development.vao A R C A D Y 6 ASSESSMENT OF ROUNDABOUT CAPACTY AND DELAY Analysis Program: Release 7.0 (FEBRUARY 2010) (c) Copyright TRL Limited, 2010 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) Crowthorne House Fax: +44 (0) Nine Mile Ride Wokingham, Berks. Web: RG40 3GA,UK THE USER OF THS COMPUTER PROGRAM FOR THE SOLUTON OF AN ENGNEERNG PROBLEM S N NO WAY RELEVED OF THER RESPONSBLTY FOR THE CORRECTNESS OF THE SOLUTON Run with file: "c:\users\probinson\desktop\croxley TA\Ascot Road Whippendell Road\ Croxley TA Ascot RdWhippendell Road AM DM without Development.vai" (driveontheleft ) at 11:15:51 on Tuesday, 27 September 2011.FLE PROPERTES *************** RUN TTLE: Croxley TA: Ascot Rd / Whippendell Road AM DM without Development LOCATON: Croxley DATE: 26/09/11 CLENT: Client ENUMERATOR: PRobinson [W72791] JOB NUMBER: STATUS: DESCRPTON: Croxley TA: Ascot Rd / Whippendell Road AM DM without Development.NPUT DATA ********** ARM A Ascot Road (North) ARM B Whippendell Road (East) ARM C Ascot Road (South).GEOMETRC DATA T5 ARM V (M) E (M) L (M) R (M) D (M) PH (DEG) SLOPE NTERCEPT (PCU/MN) ARM A ARM B ARM C V = approach halfwidth L = effective flare length D = inscribed circle diameter E = entry width R = entry radius PH = entry angle.traffc DEMAND DATA Only sets included in the current run are shown.scalng FACTORS. T13 Page 1

64 Croxley TA Ascot RdWhippendell Road AM DM without Development.vao ARM FLOW SCALE(%) A 100 B 100 C 100 TME PEROD BEGNS(07.45)AND ENDS(09.15).LENGTH OF TME PEROD ( 90) MNUTES.LENGTH OF TME SEGMENT (15) MNUTES.DEMAND FLOW PROFLES ARE SYNTHESSED FROM THE TURNNG COUNT DATA.DEMAND SET TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM Base without Development T15 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 DEMAND SET TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM Base without Development. T33 TURNNG PROPORTONS TURNNG COUNTS (PERCENTAGE OF H.V.S) TME FROM/T ARM A ARM B ARM C ARM A ( 10.0) ( 10.0) ( 10.0) ARM B ( 10.0) ( 10.0) ( 10.0) ARM C ( 10.0) ( 10.0) ( 10.0). QUEUE AND DELAY NFORMATON FOR EACH 15 MN TME SEGMENT. T70 TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) Page 2

65 Croxley TA Ascot RdWhippendell Road AM DM without Development.vao ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C Page 3

66 Croxley TA Ascot RdWhippendell Road AM DM without Development.vao TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C QUEUE AT ARM A TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * * *** *** * *.QUEUE AT ARM B TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * ** ******** ********** ** *.QUEUE AT ARM C TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE QUEUENG DELAY NFORMATON OVER WHOLE PEROD T75 ARM TOTAL DEMAND * QUEUENG * * NCLUSVE QUEUENG * * DELAY * * DELAY * (VEH) (VEH/H) (MN) (MN/VEH) (MN) (MN/VEH) A B C 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 4

67 Croxley TA Ascot RdWhippendell Road PM DM without Development.vao A R C A D Y 6 ASSESSMENT OF ROUNDABOUT CAPACTY AND DELAY Analysis Program: Release 7.0 (FEBRUARY 2010) (c) Copyright TRL Limited, 2010 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) Crowthorne House Fax: +44 (0) Nine Mile Ride Wokingham, Berks. Web: RG40 3GA,UK THE USER OF THS COMPUTER PROGRAM FOR THE SOLUTON OF AN ENGNEERNG PROBLEM S N NO WAY RELEVED OF THER RESPONSBLTY FOR THE CORRECTNESS OF THE SOLUTON Run with file: "c:\users\probinson\desktop\croxley TA\Ascot Road Whippendell Road\ Croxley TA Ascot RdWhippendell Road PM DM without Development.vai" (driveontheleft ) at 11:18:09 on Tuesday, 27 September 2011.FLE PROPERTES *************** RUN TTLE: Croxley TA: Ascot Rd / Whippendell Road PM DM without Development LOCATON: Croxley DATE: 26/09/11 CLENT: Client ENUMERATOR: PRobinson [W72791] JOB NUMBER: STATUS: DESCRPTON: Croxley TA: Ascot Rd / Whippendell Road PM DM without Development.NPUT DATA ********** ARM A Ascot Road (North) ARM B Whippendell Road (East) ARM C Ascot Road (South).GEOMETRC DATA T5 ARM V (M) E (M) L (M) R (M) D (M) PH (DEG) SLOPE NTERCEPT (PCU/MN) ARM A ARM B ARM C V = approach halfwidth L = effective flare length D = inscribed circle diameter E = entry width R = entry radius PH = entry angle.traffc DEMAND DATA Only sets included in the current run are shown.scalng FACTORS. T13 Page 1

68 Croxley TA Ascot RdWhippendell Road PM DM without Development.vao ARM FLOW SCALE(%) A 100 B 100 C 100 TME PEROD BEGNS(16.15)AND ENDS(17.45).LENGTH OF TME PEROD ( 90) MNUTES.LENGTH OF TME SEGMENT (15) MNUTES.DEMAND FLOW PROFLES ARE SYNTHESSED FROM THE TURNNG COUNT DATA.DEMAND SET TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM Base without Development T15 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 DEMAND SET TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM Base without Development. T33 TURNNG PROPORTONS TURNNG COUNTS (PERCENTAGE OF H.V.S) TME FROM/T ARM A ARM B ARM C ARM A ( 10.0) ( 10.0) ( 10.0) ARM B ( 10.0) ( 10.0) ( 10.0) ARM C ( 10.0) ( 10.0) ( 10.0). QUEUE AND DELAY NFORMATON FOR EACH 15 MN TME SEGMENT. T70 TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) Page 2

69 Croxley TA Ascot RdWhippendell Road PM DM without Development.vao ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C Page 3

70 Croxley TA Ascot RdWhippendell Road PM DM without Development.vao TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C QUEUE AT ARM A TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE QUEUE AT ARM B TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * * * * * *.QUEUE AT ARM C TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * * * * * *.QUEUENG DELAY NFORMATON OVER WHOLE PEROD T75 ARM TOTAL DEMAND * QUEUENG * * NCLUSVE QUEUENG * * DELAY * * DELAY * (VEH) (VEH/H) (MN) (MN/VEH) (MN) (MN/VEH) A B C 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 4

71 Croxley TA Ascot RdWhippendell Road AM DS with Development.vao A R C A D Y 6 ASSESSMENT OF ROUNDABOUT CAPACTY AND DELAY Analysis Program: Release 7.0 (FEBRUARY 2010) (c) Copyright TRL Limited, 2010 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) Crowthorne House Fax: +44 (0) Nine Mile Ride Wokingham, Berks. Web: RG40 3GA,UK THE USER OF THS COMPUTER PROGRAM FOR THE SOLUTON OF AN ENGNEERNG PROBLEM S N NO WAY RELEVED OF THER RESPONSBLTY FOR THE CORRECTNESS OF THE SOLUTON Run with file: "c:\users\probinson\desktop\croxley TA\Ascot Road Whippendell Road\ Croxley TA Ascot RdWhippendell Road AM DS with Development.vai" (driveontheleft ) at 11:21:31 on Tuesday, 27 September 2011.FLE PROPERTES *************** RUN TTLE: Croxley TA: Ascot Rd / Whippendell Road AM DS with Development LOCATON: Croxley DATE: 26/09/11 CLENT: Client ENUMERATOR: PRobinson [W72791] JOB NUMBER: STATUS: DESCRPTON: Croxley TA: Ascot Rd / Whippendell Road AM DS with Development.NPUT DATA ********** ARM A Ascot Road (North) ARM B Whippendell Road (East) ARM C Ascot Road (South).GEOMETRC DATA T5 ARM V (M) E (M) L (M) R (M) D (M) PH (DEG) SLOPE NTERCEPT (PCU/MN) ARM A ARM B ARM C V = approach halfwidth L = effective flare length D = inscribed circle diameter E = entry width R = entry radius PH = entry angle.traffc DEMAND DATA Only sets included in the current run are shown.scalng FACTORS. T13 Page 1

72 Croxley TA Ascot RdWhippendell Road AM DS with Development.vao ARM FLOW SCALE(%) A 100 B 100 C 100 TME PEROD BEGNS(07.45)AND ENDS(09.15).LENGTH OF TME PEROD ( 90) MNUTES.LENGTH OF TME SEGMENT (15) MNUTES.DEMAND FLOW PROFLES ARE SYNTHESSED FROM THE TURNNG COUNT DATA.DEMAND SET TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM Base without Development T15 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 DEMAND SET TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM Base without Development. T33 TURNNG PROPORTONS TURNNG COUNTS (PERCENTAGE OF H.V.S) TME FROM/T ARM A ARM B ARM C ARM A ( 10.0) ( 10.0) ( 10.0) ARM B ( 10.0) ( 10.0) ( 10.0) ARM C ( 10.0) ( 10.0) ( 10.0). QUEUE AND DELAY NFORMATON FOR EACH 15 MN TME SEGMENT. T70 TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) Page 2

73 Croxley TA Ascot RdWhippendell Road AM DS with Development.vao ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C Page 3

74 Croxley TA Ascot RdWhippendell Road AM DS with Development.vao TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C QUEUE AT ARM A TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * * *** *** * *.QUEUE AT ARM B TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * ** ****** ******* ** *.QUEUE AT ARM C TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE QUEUENG DELAY NFORMATON OVER WHOLE PEROD T75 ARM TOTAL DEMAND * QUEUENG * * NCLUSVE QUEUENG * * DELAY * * DELAY * (VEH) (VEH/H) (MN) (MN/VEH) (MN) (MN/VEH) A B C 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 4

75 Croxley TA Ascot RdWhippendell Road PM DS with Development.vao A R C A D Y 6 ASSESSMENT OF ROUNDABOUT CAPACTY AND DELAY Analysis Program: Release 7.0 (FEBRUARY 2010) (c) Copyright TRL Limited, 2010 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) Crowthorne House Fax: +44 (0) Nine Mile Ride Wokingham, Berks. Web: RG40 3GA,UK THE USER OF THS COMPUTER PROGRAM FOR THE SOLUTON OF AN ENGNEERNG PROBLEM S N NO WAY RELEVED OF THER RESPONSBLTY FOR THE CORRECTNESS OF THE SOLUTON Run with file: "c:\users\probinson\desktop\croxley TA\Ascot Road Whippendell Road\ Croxley TA Ascot RdWhippendell Road PM DS with Development.vai" (driveontheleft ) at 11:26:38 on Tuesday, 27 September 2011.FLE PROPERTES *************** RUN TTLE: Croxley TA: Ascot Rd / Whippendell Road PM DS with Development LOCATON: Croxley DATE: 26/09/11 CLENT: Client ENUMERATOR: PRobinson [W72791] JOB NUMBER: STATUS: DESCRPTON: Croxley TA: Ascot Rd / Whippendell Road PM DS with Development.NPUT DATA ********** ARM A Ascot Road (North) ARM B Whippendell Road (East) ARM C Ascot Road (South).GEOMETRC DATA T5 ARM V (M) E (M) L (M) R (M) D (M) PH (DEG) SLOPE NTERCEPT (PCU/MN) ARM A ARM B ARM C V = approach halfwidth L = effective flare length D = inscribed circle diameter E = entry width R = entry radius PH = entry angle.traffc DEMAND DATA Only sets included in the current run are shown.scalng FACTORS. T13 Page 1

76 Croxley TA Ascot RdWhippendell Road PM DS with Development.vao ARM FLOW SCALE(%) A 100 B 100 C 100 TME PEROD BEGNS(16.15)AND ENDS(17.45).LENGTH OF TME PEROD ( 90) MNUTES.LENGTH OF TME SEGMENT (15) MNUTES.DEMAND FLOW PROFLES ARE SYNTHESSED FROM THE TURNNG COUNT DATA.DEMAND SET TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM Base without Development T15 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 DEMAND SET TTLE: Croxley TA: Ascot Rd / Rickmansworth Road AM Base without Development. T33 TURNNG PROPORTONS TURNNG COUNTS (PERCENTAGE OF H.V.S) TME FROM/T ARM A ARM B ARM C ARM A ( 10.0) ( 10.0) ( 10.0) ARM B ( 10.0) ( 10.0) ( 10.0) ARM C ( 10.0) ( 10.0) ( 10.0). QUEUE AND DELAY NFORMATON FOR EACH 15 MN TME SEGMENT. T70 TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) Page 2

77 Croxley TA Ascot RdWhippendell Road PM DS with Development.vao ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C Page 3

78 Croxley TA Ascot RdWhippendell Road PM DS with Development.vao TME DEMAND CAPACTY DEMAND/ PEDESTRAN START END DELAY GEOMETRC DELAY AVERAGE DELAY (VEH/MN) (VEH/MN) CAPACTY FLOW QUEUE QUEUE (VEH.MN/ (VEH.MN/ PER ARRVNG (RFC) (PEDS/MN) (VEHS) (VEHS) TME SEGMENT) TME SEGMENT) VEHCLE (MN) ARM A ARM B ARM C QUEUE AT ARM A TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE QUEUE AT ARM B TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * * * * * *.QUEUE AT ARM C TME SEGMENT NO. OF ENDNG VEHCLES N QUEUE * * * * * *.QUEUENG DELAY NFORMATON OVER WHOLE PEROD T75 ARM TOTAL DEMAND * QUEUENG * * NCLUSVE QUEUENG * * DELAY * * DELAY * (VEH) (VEH/H) (MN) (MN/VEH) (MN) (MN/VEH) A B C 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 4

79 CONTROL SHEET Project/Proposal Name Document Title Croxley Rail Link Transport Assessment Client Contract/Project No. SDG Project/Proposal No /01 SSUE HSTORY ssue No. Date Details /10/11 25/10/11 09/12/11 Draft TA Revised Draft Final REVEW Originator Other Contributors Review by: Steve Oliver Paul Robinson Print Sign DSTRBUTON Client: Hertfordshire County Council Steer Davies Gleave: P:\PROJECTS\222\9\55\01\Outputs\Reports\CroxleyTAOct11Final v3.docx Control Sheet

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