Transport Assessment & Traffic Modelling Report

Transcription

1 Transport Assessment & Traffic Modelling Report Additional Traffic Modelling for Glanmire / Dunkettle to facilitate a signalised junction with Dunkettle Road from Ballinglanna Lands. MHL & Associates Ltd,, Carraig Mór House, 10 High Street, Douglas Road, Cork

2 Document Control Sheet Client Project Title Document Title Document No. Job No. Forward Planning & Strategic Development, Cork County Council Additional Traffic Modelling for Glanmire / Dunkettle to facilitate a signalised junction with Dunkettle Road from Ballinglanna Lands. Transport Assessment & Traffic Modelling Report BG-TTA-D TT Revision Status Author Reviewed By Approved By Date D01 Internal Draft M. Hanley B. Murphy K. Manley 13 th Dec 16 D02 External Draft M. Hanley B. Murphy K. Manley 15th Dec 16 D03 Final Report M. Hanley B. Murphy K. Manley 16th Jan 17 M.H.L. & Associates Ltd. Carraig Mór House, 10 High Street, Douglas Road, Cork. Tel Fax: info@mhl.ie 1 January 2017

3 Table of Contents 1.0 INTRODUCTION MODEL DEVELOPMENT Model Calibration & Validation Model Calibration Traffic Model Development General Traffic Model Scenarios Trip Generation Assignment Years and Growth Rates Recent Traffic Growth Trends Base Year and Future Years Traffic Modelling Traffic Model Scenarios Moderate modal shift Scenarios Paramics Traffic Models AM & PM Base Year Paramics Traffic Models AM & PM Design Year Traffic Impact on Dunkettle Interchange Paramics Traffic Models AM & PM Design Year 2023 Dunkettle Interchange Conclusion References Appendices Appendix A- Drawings Appendix B- Paramics Traffic Models DVD 2

4 1.0 INTRODUCTION Cork County Council, Forward Planning & Strategic Development and the Planning Policy Unit appointed M.H.L to undertake a traffic study examining the transportation options available for development lands at Dunkettle and Ballinglanna, in This report GL-TTA-D05 was completed in June O Flynn Group are the current owners of the Ballinglanna Lands and following discussion between Cork County Council, Forward Planning & Strategic Development and O Flynn Group it was agreed to undertake additional Paramics traffic modelling. The additional traffic modelling to be undertaken would examine the traffic impact of a proposal to construct a crossroad signalised junction to access the Ballinglanna Lands from the Dunkettle Road as shown in Figure 2.2. This report has been prepared as an addendum to the original report document GL-TTA-D05 The purpose of the original study was to assess the impact of the development of various zoned land whilst considering the relative mitigative effect of various network and junction improvement measures. These issues along with the impact of newly completed and future planned development were foremost in the objectives of this Study. Figure 1.1 Original Traffic Model Study Area for Glanmire / Dunkettle outlined in red. 2.0 MODEL DEVELOPMENT Two number Paramics models were built for the base year, 2014 scenarios. These models represent the AM and PM one-hour peak periods, from 07:45 to 08:45 and 17:15 to 18:15. Initial traffic count information was collected by Nationwide Data Collection in November Supplementary counts were carried out in February 2015 by MHL in order to check traffic flows and to determine suitable trip generation rates for residential zonings. This information was used to build the prior matrix and construct the preliminary base model. Supplementary traffic count and journey time analysis along with traffic queue data enabled MHL to accurately calibrate the models. In addition to the original traffic modelling undertaken two additional Paramics traffic models were constructed to examine the traffic impact of a proposal to construct a crossroad signalised junction to access the Ballinglanna Lands from the Dunkettle Road as shown in Figure 2.2 below. 3

5 Figure 2.2 Proposed Crossroad Signalised Junction from Ballinglanna Lands with the Dunkettle Road. Drawing supplied by JODA Engineering Consultants. 3.0 Model Calibration & Validation 3.1 Model Calibration Following the construction of the network, derivation of traffic demands and assignment of the demands; the model was examined for inaccuracies and inappropriate model parameters. The Glanmire model was calibrated on an ongoing basis in conjunction with the Matrix Estimation process. Several input factors were observed and/or adjusted until the model performed in a way that was consistent with existing traffic conditions thus ensuring the integrity of the simulation. Aspects of the modelling inputs, important to achieve a well calibrated model, that were carefully adjusted for Glanmire include: Junction capacity and performance. Route choice. Road hierarchy. Vehicle speeds. Perturbation. Calibrating the model in this way meant that it was being designed to take into account variables that could accurately establish whether the model was a true representation of actual network conditions. 4

6 4.0 Traffic Model Development 4.1 General Paramics Traffic models were constructed to simulate the existing traffic conditions of Glanmire Village Centre and environs so that the impact of any proposed network or traffic changes could be evaluated. Such an assessment is critical in making decisions on the implementation of any measures which alter the existing traffic flow patterns. These traffic models were constructed using the S-Paramics (2014) microsimulation traffic modelling program. Paramics is a suite of high performance software tools for microscopic traffic simulation. It represents a practical approach to the understanding, representation, and analysis of road traffic. Individual vehicles are modelled in fine detail for the duration of their entire trip, providing the accurate traffic flow information necessary for the analysis of congested road networks. Driver behaviour and decision making theory have been incorporated into the individual vehicle characteristic databases. The Glanmire S-Paramics microsimulation models have been built to represent actual, real time traffic conditions. The consequences for various infrastructural improvements, traffic growths and outlying changes can be accurately visualised and quantified. 4.2 Traffic Model Scenarios MHL & Associates constructed 2No additional Paramics traffic models to test two scenarios for the design years The Paramics traffic models were constructed for both the morning and evening peak hours 07:45-08:45 and 17:15-18:15. The following is a summary of the Paramics traffic models. Details of each of these scenarios is outlined in section 7.0 Base Year and Future Year Traffic Modelling. The following AM & PM Models were developed following agreement with Cork County Council. Year 2014 Base Year Year 2023 Scenario Units Ballinglanna Lands with Improvements with no direct access to Dunkettle Road Year 2023 Scenario Units Ballinglanna Lands with Improvements and new crossroads signalised junction with Dunkettle Road 5

7 Figure 4.1 Scenario 1 - Extract from Paramics Traffic Model Original proposal with no direct access to Dunkettle Road from Ballinglanna Lands Figure 4.2 Scenario 2 - Extract from Paramics Traffic Model Proposal for crossroad signalised junction on Dunkettle Road with direct access to Ballinglanna Lands 6

8 5.0 Trip Generation MHL has undertaken a traffic count of the existing housing estate at Fernwood, Glanmire. The table 5.1 below show the results of traffic flow from the existing 224-unit housing estate. The results show that the rates of traffic generation are higher but comparable with the TRICs database for low public transport usage. These traffic generation flows were used to calculate trip generation for the new residential zoning. In addition, the TRICS database was used to calculate commercial trip generation. TRICS is a well-established UK and Irish national database which holds more than 2,100 site locations and 4,700 survey counts with over 98 separate land use subcategories. RESIDENTIAL FERNWOOD EXISTING ESTATE AM ARRIVAL AM DEPARTURES PM ARRIVAL PM DEPARTURES 07:45-09:00 07:45-09:00 17:15-18:15 17:15-18:15 RESIDENTAL Per Unit UNITS No Trips Table 5.1 Trip Generation from Existing Fernwood Housing Estate The traffic generation measured from the existing Fernwood Estate Housing estate above were used in the calculation of trips from the proposed housing development at Ballinglanna Lands. The table 5.2 below outline a summary of the trip generation from the proposed 400 units housing development at the Ballinglanna Lands. Zone 16 Year 2023 AM ARRIVAL AM DEPARTURES PM ARRIVAL PM DEPARTURES BALLINGLANNA LANDS 08:00-09:00 08:00-09:00 17:00-18:00 17:00-18:00 RESIDENTAL Per Unit UNITS No Trips TOTAL TRIPS PEAK HOURS Modal Shift of 2% Table 5.2 Future Trip Generation from zoned Ballinglanna Lands Glanmire design year Figure 5.1 over shows the traffic zones used in the Paramics traffic models with zone 16 representing the Ballinglanna Lands. 7

9 Figure 5.1 Zone Map for the Glanmire Study Area 8

10 6.0 Assignment Years and Growth Rates The base year for the traffic modelling analysis is taken as the current year of It was agreed with Cork County Council that the design year of 2023 would be considered. This design year would allow for a staged development of 400 housing units to The NRA also published in 2011 the Project Appraisal Guidelines. Section 5.4 Zone-based Traffic Forecasting of this document gives revised regional based annual traffic growth rate factors. Table 6.1 outlines low, medium and high growth rates from 2006 to The medium term annual growth rate for the Cork City / County region is for cars and for HGV s. Assuming the medium growth rate this would equate to 12.32% for cars for the period 2014 to It is recommended that the latest publication from the NRA on traffic growth rates be used to calculate future traffic growth rates. This growth rate will be applied to the main road network within study area of the Paramics Model. The growth traffic growth rates below were applied to the external zones only. This includes all zones from 1 to 24 but excludes Zone 16 Fernwood Estate and Zone 25 Dunkettle lands. The growth of traffic from within these residential zones will be expected to remain stagnant over the period 2014 to 2028 and beyond. This is assumed because no new development will take place within the residential zones and car ownership rates are likely to decline with improved use of public transport systems Growth Rate 8.05% 12.32% 19.80% Table 8.1 Traffic Growth Rates from base year Recent Traffic Growth Trends The NRA have supplied the chart below which examines peak hour traffic growth rates between 2007 and 2013 on the N40. The analysis shows that traffic growth for the morning peak hour has increased by 9% from 2007 to 2013 while the traffic growth for the evening pear hour has only seen a marginal increase of 1% over the same time period. However, the traffic growth rates from 2010 to 2013 are more dramatic with an increase of 6% for the morning peak hour and 4% for evening peak hour traffic over the three-year period. The more recent increase in traffic volumes during the peak hour traffic is a reflection of the economy recovering from the recent recession. It is now accepted that that traffic volumes have now recovered to 2008 levels. It is unlikely however that this pace of increase will be sustained in the future. The use of the PAG growth rates would be more appropriate to the longer-term growth rate patterns for the design years 2023 and Base Year and Future Years Traffic Modelling 7.1 Traffic Model Scenarios MHL & Associates constructed two new additional Paramics Traffic Models to test the proposed scenario of a new crossroads signalised junction on Dunkettle Road providing direct access to the Ballinglanna Lands These traffic models were constructed for both the morning and evening peak hours in design year 2023 and compared to the original proposal which did not allow direct access to the Dunkettle Road from the Ballinglanna Lands. The Paramics traffic models were constructed for both the morning and evening peak hours 07:45-08:45 and 17:15-18:15. Paramics represents traffic flow from the standpoint of the individual driver. All known components likely to significantly affect traffic flow are represented, across the full range of road network types. 9

11 The movement of individual vehicles within Paramics is governed by three interacting models representing vehicle following, gap acceptance and lane changing. All three basic model types are of a form that is well documented in transport research and accepted worldwide. The innovative aspect of Paramics is that these models are applied at the level of individual vehicles, to simulate the traffic conditions of wide area transport networks, within the framework of an easily used software suite. Vehicle dynamics are relatively simple, combining a mixture of driver behaviour and some limitations based on vehicles' physical type and kinematics (e.g. size, acceleration and deceleration). Paramics is sensitive to the definition of the road network, and the success of a model calibration is largely dependent on the accuracy of the description of the road layout and geometry. Unlike more traditional models, the user does not code travel times, average speeds for links, or input link or junction capacities. The speed of each vehicle is determined by the interaction between vehicles and with the road geometry. Average link speeds, link capacities and junction turning capacities can be derived, if required. However, it should be noted that link and junction capacities are not explicitly output by Paramics. Their definitions and derivations are not relevant to the system's operation, being features, which are associated with the operation of more traditional deterministic models Moderate modal shift Scenarios It is assumed that a modal shift of 2% will occur between 2014 and A moderate modal shift away from private car usage of 6.5% is assumed by It is hoped to achieve these modal shifts by the provision of improved pedestrian and cycle connectivity and an improved bus service. 7.2 Paramics Traffic Models AM & PM Base Year 2014 The following are the main conclusion of the Paramics Traffic modelling for the base year 2014 for both the morning and evening peak hours. Traffic Congestion build up on Dunkettle Road at the slip road junction to the M8. The lack of a right-hand turn lane cause significant blocking to straight through traffic. As traffic continues to grow over future years even without addition housing the traffic queue lengths will continue to increase and will extend back as far as Glanmire Bridge. Traffic congestion builds up on the East Cliff Road queuing back from the Dunkettle Road. Moderate queuing on the Old Youghal arm of the Riverstown signalised junction. Significantly heavier traffic volumes in the morning peak hour as compared to the evening peak hour. Traffic congestion builds up on Glanmire Road at the junction of Church Hill. The lack of a right-hand turn lane cause significant blocking to straight through traffic. Traffic congestion on the Dunkettle Interchange particularly on the eastern slip road approach to the signalised roundabout. In addition to the above the evening peak hour traffic model showed the following, Significantly lower traffic volume in the evening peak hour as compared to the morning peak hour. Traffic congestion builds up on the East Cliff Road queuing back from the Dunkettle Road. 10

12 Fig Extract from the Traffic Model base year :45 to 08:45 showing moderate queueing north of the Riverstown signalised junction. Fig Extract from the Traffic Model base year :45 to 08:45 showing queueing at the Dunkettle Interchange. 11

13 Fig Extract from the Traffic Model base year :45 to 08:45 showing moderate queueing at the junction of Church Hill / Glanmire Road. Fig Extract from the Traffic Model base year :15 to 18:15 showing queueing at the Dunkettle Interchange. 12

14 7.3 Paramics Traffic Models AM & PM Design Year 2023 The 2023 Paramics traffic model has assumed the construction of 400 units on the Ballinglanna land. The access will be through the existing Fernwood Estate to the north. The following are the main conclusion of the Paramics Traffic modelling for the design year 2023 for both the morning and evening peak hours. In general, the traffic model is operating within capacity providing the following junction improvement works are undertaken, The following AM & PM Models were developed following agreement with Cork County Council. Year 2023 Scenario Units Ballinglanna Lands with Improvements with no direct access to Dunkettle Road Year 2023 Scenario Units Ballinglanna Lands with Improvements and new crossroads signalised junction with Dunkettle Road Scenario 1 Original proposal with no direct access from Ballinglanna Lands to Dunkettle Road. The following are the main recommendations for junction improvements works required to accommodate the proposed 400 housing units from the Ballinglanna Land in 2023 without direct access to the Dunkettle Road. 1. The existing signalised Church Hill / Glanmire Road junction should be upgraded to include the provision of a right-hand turn lane on the Glanmire road. This will be required to prevent right turning traffic onto Church Hill from blocking straight through traffic on the Glanmire Road. If it is not possible to provide a right-hand turn lane, then consideration should be given to barring of right turn vehicles on Glanmire Road. 2. Barring of right turn vehicle on Dunkettle Road at slip road junction to N8. This will be required to prevent right turning traffic onto M8 Slip Road from blocking straight through traffic on the Dunkettle Road. There is insufficient width under the Flyover Bridge to accommodate a long right hand turn lane. 3. Improvement to the Riverstown X-roads junction including extending the right-hand turn lanes. This will be required to improve the capacity of the junction. 4. Signalised junction at Hazelwood Link / Glanmire Road R639. This will be required to improve the capacity of the junction. 5. New signalised junction Glanmire Road / Glanmire Bridge. This will be required to improve the capacity of the junction and to improve pedestrian crossing facilities. 6. New signalised junction East Cliff Road / L3010 in Riverstown Village. This will be required to improve the capacity of the junction and to improve pedestrian crossing facilities. 13

15 Fig Extract from the Traffic Model base year :45 to 08:45 no direct access to Dunkettle Road. (Time 08:30) Fig Extract from the Traffic Model :45 to 08:45 no direct access to Dunkettle Road showing queuing at IBIS Slip Road to the M8. (Time 08:30) 14

16 Fig Extract from the Traffic Model :45 to 08:45 no direct access to Dunkettle Road showing queuing at Dunkettle Interchange. (Time 08:30) The following junction improvement works are recommended as part of the of the 2023 Paramics Traffic Model Scenario 1. The costs provided are estimates and do not include for compulsory purchase of land or vat. A more detailed cost estimate will be provided following completion of full preliminary design drawings. Traffic Road / Junction Infrastructure Improvements Preliminary Cost Scenario Estimate Scenario 1 1. Provide upgraded signalised junction including right hand turn 200,000 lane on Glanmire Rd otherwise consider barring of right turn movement 2023 Ballinglanna 2. Barring of right turn vehicle on Dunkettle Road at slip road Lands 400 units junction to N8. 10, Improvement to the Riverstown X-roads junction including extending the right hand turn lanes. 150, Signalised junction at Hazelwood Link / Glanmire Road R , New signalised junction Glanmire Road / Glanmire Bridge 150, New signalised junction East Cliff Road / L3010 in Riverstown Village 250,000 Table Infrastructure Requirements for 2023 Traffic Model Scenario 15

17 Scenario 2 Proposed Signalised Cross Roads junction on Dunkettle Road from Ballinglanna Lands. Traffic counters were inserted in the Paramics traffic models on the Dunkettle Road southbound, on the slip road to the N8 from the Dunkettle Road and on the western approach to the Dunkettle Interchange. These traffic counters give a direct comparison between the two traffic model scenarios. There are no addition junction improvements works required to accommodate the proposed 400 housing units from the Ballinglanna Land in 2023 other than the provision of the crossroad signalised junction with the Dunkettle Road. 1. In general the average traffic volumes using the Dunkettle Road heading south from the Ballinglanna Lands increases from 778 vehicles in scenario 1 as compared to 826 vehicles in scenario 2. This represent an increase of 48 vehicles or 5.8% in traffic volumes for the morning peak hour. 2. Traffic volumes also increase on the M8 slip road from the Dunkettle Road from 484 vehicles in scenario 1 to 496 vehicles in scenario 2. This represent an increase of 12 vehicles or 2.4% in traffic volumes for the morning peak hour. 3. Traffic volumes were observed to drop in value on the western approach to the Dunkettle Interchange. Average traffic volumes approaching the Dunkettle Interchange from the west decreased from 1,044 vehicles in scenario 1 as compared to 1,038 vehicles in scenario 2. This represent a decrease of 6 vehicles or 0.6% in traffic volumes for the morning peak hour. 4. All of the junction improvement works outline for Scenario 1 will also be required for Scenario 2. Fig Extract from the Traffic Model base year :45 to 08:45 with direct access to Dunkettle Road from Ballinglanna Lands. (Time 08:30) 16

18 Fig Extract from the Traffic Model scenario :00 to 09:00 with direct access to Dunkettle Road from Ballinglanna Lands. Showing queuing at IBIS Slip Road to the M8. (Time 08:30) Fig Extract from the Traffic Model :45 to 08:45 with direct access to Dunkettle Road from Ballinglanna Lands. Showing queuing at Dunkettle Interchange. (Time 08:30) Comparison between Scenario 1 & 2 for PM peak hour. In general, the evening peak hour for traffic 17:15-18:15 for 2021 does not require any additional infrastructure improvements other that modifications required for the morning peak hour and to traffic signal timing. Figure and show the comparison of impact on the local road network for the evening peak hour. The significant difference is that queuing on the East Cliff Road at Glanmire Bridge is reduced by the providing direct access onto Dunkettle Road. There is minimal impact on the Dunkettle Interchange for the evening peak hour. 17

19 Fig Extract from the Traffic Model :15 to 18:15 with NO direct access to Dunkettle Road from Ballinglanna Lands. Showing queuing on local network. (Time 17:35) Fig Extract from the Traffic Model :15 to 18:15 with direct access to Dunkettle Road from Ballinglanna Lands. Showing queuing on local network. (Time 17:35) 18

20 8.0 Traffic Impact on Dunkettle Interchange 8.1 Paramics Traffic Models AM & PM Design Year 2023 Dunkettle Interchange As part of the original traffic modelling analysis two meetings were held with TII officials regarding the impact of a proposal to development of 400 housing units at Ballinglanna Land on the Dunkettle Interchange. The TII expressed at these meeting their concerns on the impact of additional housing related traffic on the Dunkettle Interchange which is currently operation at its operational capacity. Zone 16 Year 2023 BALLINGLANNA LANDS AM ARRIVAL AM DEPARTURES PM ARRIVAL PM DEPARTURES 08:00-09:00 08:00-09:00 17:00-18:00 17:00-18:00 RESIDENTAL Per Unit UNITS No Trips AM ARRIVAL AM DEPARTURES PM ARRIVAL PM DEPARTURES TOTAL TRIPS PEAK HOURS Modal Shift of 2% Table 8.1 Trip Generation for Ballinglanna Lands Total trips generated by 400 Housing Units leaving the Ballinglanna lands is 266. Total volume of traffic from Ballinglanna Land entering the Dunkettle Roundabout is 107 or 40.2% of the total trip generated. This indicates that 60% of the traffic generated by the proposed development does not interact with the Dunkettle Interchange. Traffic generated from the Ballinglanna lands has a number of route choices available without using the Dunkettle Interchange including, access to the City via the Tivoli Roundabout, access to the north side of the City via Old Youghal Road and east to Midleton via the slip road at North Esk. 19

21 Fig 8.1 Comparison of the traffic impact of the 400 Housing units at Ballinglanna Lands on the Dunkettle Interchange design year 2023 morning peak hour for scenarios 1 & 2. Figure 8.1 above shows the traffic figures in black at the 3No traffic model counters. Theses traffic counter are within the Paramics traffic models. They allow a direct comparison between the two scenarios i.e., Year 2023 Scenario Units Ballinglanna Lands with Improvements with no direct access to Dunkettle Road Year 2023 Scenario Units Ballinglanna Lands with Improvements and new crossroads signalised junction with Dunkettle Road The traffic counters on the Dunkettle Road shows an average 2.4% increase in traffic volume when comparing Scenario 1 to Scenario 2 in the design year 2023 morning peak hour. The traffic volumes will increase by 2.4% on the slip road from the Dunkettle Road to the M8. The traffic models counter shows a decrease of 0.6% on the western approach to the Dunkettle Interchange. In overall term the increase in traffic volume by allowing direct access to the Ballinglanna Lands is considered low. The overall impact of the additional traffic from the proposed 400 housing units at Ballinglanna Lands with direct access to Dunkettle Road would be considered low during the morning and evening peak hours. 20

22 Table 8.1 below compares the differences between Scenarios 1 & 2. Year 2023 Scenario Units Ballinglanna Lands with Improvements with no direct access to Dunkettle Road Year 2023 Scenario Units Ballinglanna Lands with Improvements and new crossroads signalised junction with Dunkettle Road Traffic Summary of Impacts on Road Netowrk Scenario Scenario 1 1. Traffic volumes 788 vehicles southbound on Dunkettle Road AM peak 2. Traffic volumes 484 vehicles southbound on Dunkettle Slip Road AM Peak 2023 Ballinglanna 3. Traffic volumes 1044 vehicles eastbound to Dunkettle Interchange AM peak Lands 400 units 4. Longer traffic queues on East Cliff Road and Glanmire Bridge during the PM peak with no direct access 5. Less traffic queues on the Dark Road approach to Dunkettle Road AM peak to Dunkettel Road Traffic Summary of Impacts on Road Network Scenario Scenario 2 1. Traffic volumes increase to 826 vehicles southbound on Dunkettle Road AM peak 2. Traffic volumes increase to 496 vehicles on Dunkettle Slip Road 2023 Ballinglanna 3. Traffic volumes decrease to 1038 vehicles eastbound to Dunkettle Interchange AM peak Lands 400 units 4. Less traffic queues on East Cliff Road and Glanmire Bridge during the PM peak with new crossroads 5. Longer traffic queues on the Dark Road approach to Dunkettle Road AM peak signalised junction onto Dunkettle Road. Table 8.1 Comparison between Scenarios 1 & 2. of impacts on Dunkettle Interchange and Local Road Network. 21

23 8.2 Conclusion The overall impact of allowing direct access to the Dunkettle Road from the Ballinglanna Lands would be low in term of impact on traffic volumes interacting with the Dunkettle Interchange. The proposed signalised junction with the Dunkettle Road would allow better connectivity for pedestrian and cyclists with Glanmire Village. The proposed junction would improve public transport allowing buses travel through Fernwood Estate and onto Glanmire Village. The overall impact of the development of 400 housing units at Ballinglanna Lands, Glanmire in the design year 2023 on the Dunkettle Interchange is low. 9.0 References I. Blarney Electoral Area, Local Area Plan II. Cycle Network Planning for Cork Metropolitan Area. III. CSO Census data 2011 IV. Smarter Travel A Sustainable Transport Future V. National Roads Authority (March 2008) Project Appraisal Guidelines, NRA, Dublin VI. VII. VIII. IX. Design Manual for Roads and Bridges (November 1997) Volume 12 Traffic Appraisal of Roads Schemes The Microsimulation Consultancy Good Practice Guide, S-Paramics 2005, SIAS Limited National Roads Authority (2014) Traffic and Transport Assessment Guidelines NRA, Dublin Institution of Highways & Transportation (1994) Guidelines for Traffic Impact Assessment IHT, London X. National Roads Authority (2000) Road Geometry Handbook NRA, Dublin XI. XII. XIII. XIV. National Roads Authority (revised 2003) Design Manual for Roads and Bridges NRA, Dublin Interim Advice Note (IAN 36/01), The Use and Application of Micro-simulation TRAFFIC Models, June 2001, issued by the Highways Agency TRICS A Trip Generation Database for Development Control, JMP, London National Roads Authority (November 2004) Draft Traffic and Transport Assessment Guidelines NRA, Dublin 22

24 APPENDICES APPENDIX A Drawings 23

25 A1 NOTES: 1. This drawing to be read in conjunction with all relevant drawings and specifications. 2. Do not scale, if in doubt ask. 3. All drawings to be checked on site. 4. All levels to Malin Head Datum. DLT CK FFL AV AV MH : LS SV MH LS CK GRID NORTH CK REV. REV. DETAILS CHKD. DATE JODA Engineering Consultants DRAFT ISSUE THIS STAMP OVERRIDES THE STATUS IN THE TITLE BLOCK AND REVISIONS INDICATED ON THIS DRAWING. DRAWING NOT TO BE USED FOR CONSTRUCTION. PLOT DATE STATUS DRG. TITLE DRN. SCALE CHKD. DATE A1

26 APPENDIX B Paramics Traffic Models DVD 24