Registered office Bridge House, 1 Walnut Tree Close, Guildford GU1 4LZ Highways England Company Limited registered in England and Wales number 09346363 Regional Investment Programme A27 Worthing- Lancing and Arundel Improvements PCF Stage 1 - Traffic Data Collection Report September 2016 HE551523,4-ATK-TDCR-A27AWL-P012-TDCR-v1.3.1 September 2016
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Registered office Bridge House, 1 Walnut Tree Close, Guildford GU1 4LZHighways England Company Limited registered in England and Wales number 09346363
Regional Investment Programme A27 Worthing-Lancing and Arundel
ImprovementsPCF Stage 1 - Traffic Data Collection Report
September 2016
HE551523,4-ATK-TDCR-A27AWL-P012-TDCR-v1.3.1
September 2016
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NOTICE
This document and its contents have been prepared and are intended for Highway England’sinformation and use in relation to the A27 Worthing-Lancing and Arundel Improvements PCFStage 1, one of the schemes of the Regional Investment Programme. WSP | ParsonsBrinckerhoff assumes no responsibility to any other party in respect of or arising out of or inconnection with this document and/or its contents.
DOCUMENT CONTROL
The Project Manager is responsible for production of this document, based on thecontributions made by his/her team existing at each Stage.
Document Title PCF Stage 1: A27 Worthing-Lancing and Arundel improvements –Traffic Data Collection Report
Author Andy Merritt, WSP | Parsons Brinckerhoff
Owner Highways England
Distribution HE Reviewers, WSP | PB Team
Document Status Final
REVISION HISTORY
This document is updated at least every stage.
Version Date Description Authorv1.1.0 18/04/2016 Draft WSP | PB
v1.2.0 07/06/2016 Draft WSP | PB
v1.3.0 22/08/2016 Draft WSP | PB
v1.4.0 13/09/2016 Final WSP | PB
REVIEWER LIST
Name RoleRohan McGinn WSP | PB Project Manager
Russell Martin Highways England
Valerie Stephens Highways England
APPROVALS
The Project SRO is accountable for the content of this document
Name Signature Title Date of Issue Version
Angela Koenig HE Project SRO
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Q U A L I T Y M A N A G E M E N TISSUE /REVISION FIRST ISSUE 1.1.0 REVISION 1.2.0 REVISION 1.3.0 REVISION 1.4.0
Remarks Draft for comments Addresses commentsreceived from TAME
Removed Draftwatermark & updatedcordon Figure 1-2 &text at 3.1.1
Rebranded toHighways England
Date 18/04/2016 07/06/2016 22/08/2016 13/09/2016
Prepared by Charles Brisley Charles Brisley Charles Brisley Charles Brisley
Signature
Checked by Andrew Merritt Andrew Merritt Andrew Merritt Andrew Merritt
Signature
Authorised by Tim Cuthbert &Rohan McGinn Andrew Merritt Rohan McGinn Rohan McGinn
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TABLE OF CONTENTSTHE NEED FOR TRAFFIC DATA ................................................11
1.1 INTRODUCTION ............................................................................................. 11.2 PROJECT BACKGROUND .............................................................................. 11.3 PROJECT DEFINITION ................................................................................... 51.4 STRUCTURE OF THE REPORT ..................................................................... 5
SUMMARY AND REVIEW OF EXISTING DATA AND2MODELS .......................................................................................7
2.1 MODEL AVAILABILITY AND SCOPE .............................................................. 7
USE OF AVAILABLE PROCESSED DATA AND MODELS ........933.1 USE OF WEST SUSSEX COUNTY TRANSPORT MODEL .............................. 9
SPECIFICATION AND EXECUTION OF SURVEYS ..................1044.1 OVERVIEW ....................................................................................................104.2 PEAK PERIOD DETERMINATION ..................................................................114.3 SURVEY AND DATA COLLECTION LOCATION ............................................12
VOLUMETRIC DATASET...........................................................1455.1 AUTOMATIC TRAFFIC COUNTS ...................................................................145.2 TRAFFIC VOLUME SUMMARY ......................................................................265.3 JUNCTION AND LINK COUNTS .....................................................................295.4 JUNCTION COUNTS ......................................................................................295.5 LINK COUNTS................................................................................................315.6 DATA COMPARISON .....................................................................................315.7 TRADS DATA .................................................................................................405.8 TRADS SITES ................................................................................................405.9 SUMMARY .....................................................................................................45
FINAL TRIP DATASET ..............................................................4966.1 INTRODUCTION ............................................................................................496.2 ROADSIDE INTERVIEWS ..............................................................................496.3 RSI SUMMARY ..............................................................................................536.4 ISSUES WITH RSI PROCESS ........................................................................556.5 ANALYSIS OF ISSUES ..................................................................................566.6 DATA ANALYSIS ............................................................................................566.7 REMOVAL OF ILLOGICAL TRIPS ..................................................................57
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6.8 CORRECTIONS TO RSI (X,Y) DATA ..............................................................576.9 AGGREGATION OF TRIP PURPOSES ..........................................................576.10 LIGHT VEHICLES: TRANSPOSE MATRICES VIA DIADEM TOURPROPORTIONS ......................................................................................................596.11 HGV TRANSPOSE MATRICES ....................................................................606.12 FACTORING TO OBSERVED VOLUMES.....................................................606.13 REMOVAL OF DOUBLE COUNTING ...........................................................60
JOURNEY TIME DATA ..............................................................6177.1 TRAFFICMASTER DATA................................................................................617.2 JOURNEY TIME SURVEYS ...........................................................................647.3 GRAPHS OF JOURNEY TIME DATA RESULTS ............................................677.4 COMPARISON OF JOURNEY TIME SURVEYS .............................................72
OPERATIONAL DATA ...............................................................7388.1 PERSONAL INJURY COLLISION DATA .........................................................738.2 INITIAL ANALYSIS .........................................................................................768.3 KEY JUNCTION STATISTICS ........................................................................76
SUITABILITY OF ACCUMULATED DATABASE ......................789
T A B L E STABLE 4-1: ATC PEAK HOUR SUMMARY ................................................................... 11TABLE 5-1: AUTOMATIC TRAFFIC COUNT DATA SUMMARY .................................... 14TABLE 5-2: ARX VEHICLE CLASSIFICATION SCHEDULE .......................................... 15TABLE 5-3: AVERAGE WEEKDAY TRAFFIC FLOW SUMMARY .................................. 26TABLE 5-4: VEHICLE CLASSIFICATION SUMMARY* .................................................. 27TABLE 5-5: VEHICLE SPEED SUMMARY .................................................................... 28TABLE 5-6: JUNCTION TURNING COUNT LOCATIONS.............................................. 29TABLE 5-7: JUNCTION TURNING COUNT – PREVAILING CONDITIONS SUMMARY 30TABLE 5-8: TRADS DATA SUMMARY.......................................................................... 46TABLE 5-9: TRADS DATA – ANNUAL MONTHLY AVERAGE / MONTHLY TOTAL
COMPARISON ............................................................................. 48TABLE 6-1: LOCATION AND DATE OF ROADSIDE INTERVIEWS, MANUAL
CLASSIFIED COUNTS AND AUTOMATIC TRAFFIC COUNTS.... 50TABLE 6-2: RSI SUMMARY .......................................................................................... 52TABLE 6-3: RSI-DESTINATION PURPOSE (NUMBER OF VEHICLES) (07:00-19:00) .. 54TABLE 6-4: SURVEY DETAILS REPORTED BY TRACSIS IN THE COLLECTION OF
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TABLE 6-6: ALIGNMENT OF TRIP PURPOSES WITH DIADEM TRIP PURPOSES...... 57TABLE 6-7: DEMAND MATRIX STRUCTURE ............................................................... 58TABLE 6-8: RS1 SITE 1 TRANSPOSE MATRIX FACTORS (AM, IP AND PM) .............. 59TABLE 6-9: TRANSPOSE FACTORS ........................................................................... 60TABLE 7-1: TRAFFICMASTER VEHICLE CLASSIFICATION ........................................ 61TABLE 7-2: TOTAL NUMBER OF TRAFFICMASTER OBSERVATIONS BY TIME
PERIOD ....................................................................................... 63TABLE 7-3: ROUTE 1 – A27 A TO B JOURNEY TIME SUMMARY ............................... 66TABLE 7-4: ROUTE 2 – A27 B TO A JOURNEY TIME SUMMARY ............................... 66TABLE 7-5: ROUTE 3 – A259 C TO D JOURNEY TIME SUMMARY ............................. 66TABLE 7-6: ROUTE 4 – A259 D TO C JOURNEY TIME SUMMARY ............................. 67TABLE 7-7: COMPARISON OF JT RESULTS ............................................................... 72TABLE 8-1: JUNCTION COLLISION SUMMARY – WORTHING/LANCING SECTION... 77TABLE 8-2: JUNCTION COLLISION SUMMARY – ARUNDEL SECTION ...................... 77
F I G U R E SFIGURE 1-1: MAP OF A27 CORRIDOR ..........................................................................2FIGURE 1-2: MAP OF A27 ARUNDEL AND WORTHING-LANCING MODEL STUDY
AREA SHOWING SCHEME LOCATIONS ......................................3FIGURE 1-3: A27 SCHEME LOCATIONS .......................................................................4FIGURE 2-1: WSCTM NETWORK ..................................................................................8FIGURE 4-1: TRAFFIC SURVEY AND DATA LOCATIONS ........................................... 13FIGURE 5-1: SITE 1 AVERAGE 24 HOUR WEEKDAY TRAFFIC FLOW PROFILE ....... 16FIGURE 5-2: SITE 2 AVERAGE 24 HOUR WEEKDAY TRAFFIC FLOW PROFILE ....... 17FIGURE 5-3: SITE 2 AVERAGE 24 HOUR WEEKDAY TRAFFIC FLOW PROFILE ....... 18FIGURE 5-4: SITE 4 AVERAGE 24 HOUR WEEKDAY TRAFFIC FLOW PROFILE ....... 19FIGURE 5-5: SITE 5 AVERAGE 24 HOUR WEEKDAY TRAFFIC FLOW PROFILE ....... 20FIGURE 5-6: SITE 6 AVERAGE 24 HOUR WEEKDAY TRAFFIC FLOW PROFILE ....... 21FIGURE 5-7: SITE 7 AVERAGE 24 HOUR WEEKDAY TRAFFIC FLOW PROFILE ....... 22FIGURE 5-8: SITE 8 AVERAGE 24 HOUR WEEKDAY TRAFFIC FLOW PROFILE ....... 23FIGURE 5-9: SITE 9 AVERAGE 24 HOUR WEEKDAY TRAFFIC FLOW PROFILE ....... 24FIGURE 5-10: AVERAGE 24 HOUR WEEKDAY TRAFFIC FLOW PROFILE ................. 25FIGURE 5-11: SITE 1 DATA COMPARISON ................................................................. 31FIGURE 5-12: SITE 2 DATA COMPARISON ................................................................. 32FIGURE 5-13: SITE 3 DATA COMPARISON ................................................................. 33FIGURE 5-14: SITE 4 DATA COMPARISON ................................................................. 34FIGURE 5-15: SITE 4 DATA COMPARISON ................................................................. 35FIGURE 5-16: SITE 7 DATA COMPARISON ................................................................. 36FIGURE 5-17: SITE 8 DATA COMPARISON ................................................................. 37FIGURE 5-18: SITE 9 DATA COMPARISON ................................................................. 38FIGURE 5-19: SITE 10 DATA COMPARISON ............................................................... 39FIGURE 5-20: A27 BETWEEN A29 AND YAPTON LANE ............................................. 41FIGURE 5-21: A27 BETWEEN THE CAUSEWAY AND CROSSBUSH JUNCTION ....... 41
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FIGURE 5-22: A27 BETWEEN CROSSBUSH JUNCTION AND BLAKEHURST LANE /POLING STREET JUNCTION ...................................................... 42
FIGURE 5-23: A27 BETWEEN DOVER LANE JUNCTION AND THE A280LONGFURLONG JUNCTION ....................................................... 42
FIGURE 5-24: A27 BETWEEN THE A280 LONGFURLONG JUNCTION ANDDURRINGTON HILL JUNCTION .................................................. 43
FIGURE 5-25 :A27 BETWEEN HILL BARN LANE / A24 BROADWATER STREET WESTJUNCTION AND SOMPTING ROAD JUNCTION.......................... 43
FIGURE 5-26: A27 A24 BROADWATER STREET WEST JUNCTION AND SOMPTINGROAD JUNCTION ........................................................................ 44
FIGURE 5-27: A27 BETWEEN LYONS WAY JUNCTION AND HALEWICK LANE /BUSTICLE LANE JUNCTION ....................................................... 44
FIGURE 5-28: A27 BETWEEN MANOR ROAD /A2025 GRINSTEAD LANE AND A283JUNCTION ................................................................................... 45
FIGURE 6-1: PLAN SHOW REVISED LOCATIONS OF RSIS ....................................... 51FIGURE 7-1: TRAFFICMASTER NETWORK (INDICATING SCHEME LOCATIONS) .... 62FIGURE 7-2: MCO ROUTES (INDICATING SCHEME LOCATIONS) ............................ 65FIGURE 7-3: JOURNEY TIME SURVEY RESULTS - ROUTE 1 A27 A TO B ................ 68FIGURE 7-4: JOURNEY TIME SURVEY RESULTS - ROUTE 2 A27 B TO A ................ 69FIGURE 7-5: JOURNEY TIME SURVEY RESULTS - A259 C TO D .............................. 70FIGURE 7-6: JOURNEY TIME SURVEY RESULTS - A259 D TO C .............................. 71FIGURE 8-1: MAP OF COLLISION DATA COLLECTED ON THE A27 THROUGH
WORTHING AND LANCING ........................................................ 74FIGURE 8-2: MAP OF COLLISION DATA COLLECTED ON THE A27 THROUGH
A P P E N D I C E SA P P E N D I X A ATC DATAA P P E N D I X B LINK COUNT DATAA P P E N D I X C QUESTIONNAIRE EXAMPLEA P P E N D I X D RSI DATAA P P E N D I X E FINAL TRIP DATASET ANALYSISAPPENDIX E-1 REMOVAL OF ILLOGICAL TRIPS
APPENDIX E-2 AGGREGATION OF TRIP PURPOSESAPPENDIX E-3 SURVEY FACTORS (DIADEM TOUR PROPORTIONS)
APPENDIX E-4 INDIVIDUAL TRANSPOSE FACTORS
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THE NEED FOR TRAFFIC DATA11.1 INTRODUCTION
The purpose of this report is to describe the traffic data collection exercise that was undertaken to1.1.1help inform the identification of improvement options for the A27 corridor in the vicinity of Arundeland Worthing & Lancing in West Sussex. Both projects are currently at Stage 1 of HighwaysEngland’s Project Control Framework (PCF).
The principal requirement for new data was to support the timely development of a new suite of1.1.2transport models that has been commissioned to assist in the evaluation of proposedimprovement options at both locations. However, the availability of up to date and reliable databrings the added benefit of a sound evidence base to support the on-going stakeholderengagement exercise.
In broad terms the report sets out why new primary data collection has been necessary, the1.1.3specification of the surveys, the results obtained and their fitness for purpose.
The surveys were undertaken during the period June to September 2015 as part of a model1.1.4building and commissioning exercise that is scheduled to conclude in Autumn 2016. It wasagreed that a single traffic model will be developed to appraise both the A27 Arundel andWorthing-Lancing projects, owing to their proximity and linkages and the efficiencies gained bythis approach. The data collection exercise was designed to reflect this approach.
1.2 PROJECT BACKGROUND
The A27 is a strategically important corridor on the south coast that caters for both local traffic1.2.1and long distance strategic movements – see Figure 1-1 below.
The A27 corridor through Arundel has historically suffered from congestion and delays.1.2.2Approaching Arundel from the west the carriageway drops from a dual to single carriageway, thenpasses through two roundabout junctions on the edge of the town before becoming dualcarriageway again at the A27/A284 Crossbush junction.
he A27 corridor Feasibility Study drew heavily on inputs from the South Coast Central Route1.2.3Based Strategy (RBS) study as a basis for evidence collation, but has also sourced informationdirectly from other studies and projects that have been undertaken along this stretch of thecorridor, and the recent evidence provided by Local Authorities and within the Strategic EconomicPlans (SEPs) of Local Economic Partnerships (LEPs). A summary of the feasibility report isavailable on the Government website:
A plan of the study area to be covered by the strategic traffic model is presented in Figure 1-2.1.2.4
A schematic plan of the A27 sections for the Arundel and Worthing-Lancing improvements is1.2.5presented in Figure 1-3.
The key issues at Arundel are:1.2.6
à Peak hour traffic congestion that is set to worsen with forecast development growth.
à A high number of accidents and incidents on the single carriageway section.
à Impact of congestion on local roads and north-south corridors such as the A284.
à Noise and air quality impacts.
Through Worthing the A27 is single-carriageway with 1 lane in each direction and a reduced1.2.7speed limit of 40mph. It passes through a number of junctions including the Grove Lodgeroundabout where the A27 meets the A24. To the east of Worthing the A27 becomes dualcarriageway again, and the national speed limit is imposed for approximately 1 mile whereupon itis reduced to 40 mph on approach to the Busticle Lane signal controlled junction. The 40 mphspeed limit is maintained along the A27 through Lancing. The section through Lancing alsoincludes a number of traffic signal intersections.
The key issues at Worthing and Lancing are:1.2.8
à Peak hour traffic congestion and poor journey time reliability.
à Severance of the urban areas in Worthing and Lancing.
à Pressure to develop new areas of employment and housing nearby.
à Noise and air quality problems with an Air Quality Management Area (AQMA) at A27 UpperBrighton Road, Worthing, and particular impact on South Downs National Park.
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Figure 1-2: Map of A27 Arundel and Worthing-Lancing model study area
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Figure 1-3: A27 Scheme Locations
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There have been long-standing calls to improve the A27 corridor along the South Coast and in1.2.9recent years a number of studies have been undertaken to scope and assess at a high level, arange of infrastructure enhancements. Most recently this included the A27 Corridor FeasibilityStudy, one of six studies undertaken by the Department for Transport (DfT) to investigateproblems and identify potential solutions to tackle some of the most notorious and long-standingroad ‘hot spots’ in the country.
The A27 Corridor Feasibility Study concluded in early 2015 and following the Autumn Statement1.2.10later in the year, road improvements at Worthing/Lancing and Arundel were included in theGovernment’s Road Investment Strategy (RIS) for the 2015-2020 period. The proposedimprovements aim to contribute to national transport objectives by:
à Providing additional capacity;
à Enhancing journey time reliability; and
à Supporting the development of housing and the creation of jobs.
The national and local objectives for the Arundel and Worthing-Lancing projects are described in1.2.11more detail in the Client Scheme Requirements.
1.3 PROJECT DEFINITION
The Roads Investment Strategy announcement on 1 December 2015 included a Bypass of1.3.1Arundel. The starting point would be the feasibility study, which identified the need for theimprovements. Options identification will be undertaken for both projects in consultation with theNational Park Authority, local government and the public on this and alternative options.
It also included improvements to the capacity of the road and junctions along the stretch of single1.3.2carriageway in Worthing and narrow lane dual carriageway in Lancing. The extent and scale ofthe improvements, including the option of full dualling, are to be agreed in consultation with WestSussex County Council and the public.
The need for the schemes was established at PCF Stage 0. The Strategic Case for each of the1.3.3two schemes will fit with the Government’s Aims and Objectives as a Nationally SignificantInfrastructure Project (NSIP). As such the project programmes will be focused on ensuring thatthe products are consistent with the requirements for a Development Consent Order (DCO). Theneed for the DCO process for each project will be determined at the option selection stage. TheStrategic Case will also be aligned with the National Policy Statement on National Networks (NPSNN).
1.4 STRUCTURE OF THE REPORT
The remainder of the report is set out as follows:1.4.1
à Section 2 summarises and reviews the existing data and traffic models appropriate to thesetwo schemes;
à Section 3 sets out the use of available process data and models;
à Section 4 provides information on the specification and execution of the required surveys;
à Section 5 describes and analyses the final traffic volume dataset, including Automatic TrafficCount (ATC) data, junction and link counts, and also TRADS data. It provides a description ofthe sites and also gives a summary of the data recorded at each individual site and alsoprovides a comparison between the different datasets;
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à Section 6 describes the final trip data set, including information on the Road Side Interviews(RSIs) undertaken, and the subsequent data analysis require to enable the data to be utilisedwithin the updated model;
à Section 7 describes the journey time data obtained from TrafficMaster and compares it to anumber of journey time surveys undertaken on key routes within the study;
à Section 8 describes the operational data obtained (Personal Injury Collision recorded withinthe study area);and
à Section 9 comments upon the suitability of the accumulated database.
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SUMMARY AND REVIEW OF EXISTING2DATA AND MODELS
2.1 MODEL AVAILABILITY AND SCOPE
Following the Government’s announcement of the RIS in late 2014, Highways England launched2.1.1a programme of developing national matrices using mobile phone data across the RoadInvestment Programme (RIP). Release of the national matrices in 2016 will be followed by therelease of regional models for RIS schemes in 2017.
National matrices for the southeast will be valuable in model development for these A27 projects.2.1.2In order to mitigate the risk of significant delays if the national matrices are delivered late to theProject team, it has been deemed appropriate to undertake Roadside Interviews to update the tripmatrices in the interim and enable the project to progress as required, and this was agreed withthe project sponsor. This will provide suitable origin-destination data to provide initial tripmatrices. As well as providing a backup data source, these matrices may also serve as a sourceof verification to check the accuracy of the national matrices. They are also expected to providesufficient detail at the local level which may not be recorded in the national matrices. On receiptof the national matrices, these will be verified against the RSI matrices for the study area.
When commissioned in early 2015 enabling the A27 Arundel and Worthing-Lancing schemes to2.1.3progress following the Government’s announcement of the projects, WSP | Parsons Brinckerhoffwas instructed by Highways England to arrange and undertake roadside interviews (RSIs) at theearliest opportunity. The purpose of this was to provide a more traditional tried and testedmethod of developing trip matrices to be assigned to a traffic model for the A27 Arundel andWorthing-Lancing projects, in the event of delays in the delivery of the national matrices, asdescribed previously. This would also provide a backup data source which could be used to verifythe accuracy of the model built from mobile phone data, adding robustness to the model shouldeither project require Development Consent Order (DCO) approval. Accordingly, RSIs wereplanned for nine sites in the Arundel and Worthing-Lancing area and executed in June andSeptember 2015.
The need for data collection to provide new trip matrices arises from the fact that the traffic model2.1.4used during the A27 Feasibility Study was recognised as being unsuitable for detailedassessment and thus only appropriate for high level assessment of traffic patterns and schemeimpact. That model is based on the West Sussex County Transport Model (WSCTM).
WebTAG advises in Unit M1-1 that models should be based in the current or a “recent” year,2.1.5generally taken to be within the last 5 years. TAME Advice Note 1 v1.0 (June 2015) states thatmatrices with supporting survey data within a model should be no older than 10 years old.
The trip matrices for the WSCTM are primarily based on RSI survey data recorded in 2001, and2.1.6therefore do not conform to WebTAG nor Highways England standards at PCF Stage 1.
Furthermore, it was identified in the Feasibility Study that the original A27 model was not2.1.7compliant with WebTAG Unit M3-1, which relates to model validation.
In addition, the WSCTM is AM peak hour only, so is insufficient for undertaking a robust economic2.1.8appraisal. Therefore it was agreed with Highways England and WSCC that a comprehensivedata collection and modelling exercise was required, to provide up to date origin-destination datafor the trip matrices.
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WEST SUSSEX COUNTY TRANSPORT MODEL
The WSCTM is a county-wide model consisting of 383 zones with a single user class. The model2.1.9has a base year of 2009 and forecast years of 2016 and 2026. There is only an AM peak matrixavailable for this model.
In 2013, Atkins was commissioned by WSCC to undertake a Route Strategy and Action Plan for2.1.10the A27 between Chichester and Worthing to improve the accuracy of the model.
As part of this study, Atkins prepared a note in February 2013 entitled ‘TN01-WSCC – Model Fit2.1.11for Purpose_V2’, which reviewed the WSCTM. The review highlighted the need for a number ofactions
The model network provides extensive coverage of West Sussex and includes a reasonable2.1.12amount of detail for the settlements either side of the A27 corridor, including Chichester, Arundel,Bognor Regis, Worthing and Lancing.
The model also includes the two main corridor routes that run parallel to the A27; the A259 which2.1.13passes through Bognor Regis and Worthing and also the A29, B2139 and A283 which run viaAmberley and Storrington. These provide alternative routes for A27 traffic and are known byWSCC to be used to avoid congestion on the A27, so it is necessary that these are sufficientlyrepresented in the model.
The model study area stretches from the A3 corridor in the west to the A22 corridor in the east so2.1.14would be able also capture any upstream or downstream impacts of both the Arundel andWorthing-Lancing schemes and can therefore be used to assess both. This level of coveragealso lends itself to variable demand modelling (VDM). The model coverage is shown in Figure2-1 below. Note that it does not include A27 East of Lewes:
Figure 2-1: WSCTM Network
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USE OF AVAILABLE PROCESSED DATA3AND MODELS
3.1 USE OF WEST SUSSEX COUNTY TRANSPORT MODEL
The project study area dictates that the coverage of network in the model WSCTM can be3.1.1reduced in size significantly via cordoning to include the A27 corridor from the A27 west ofFontwell to the A27 Shoreham Bypass at Southwick Tunnel in the east, with the adjoining and keyparallel and urban links all included.
This provides a focus on the A27 and other routes where traffic is able to reassign to complete3.1.2journeys as an alternative to the A27, limiting the potential for SATURN to consider unrealisticreassignment on routes far away from the south coast
As mentioned previously, the trip matrices for the WSCTM are primarily based on RSI survey data3.1.3recorded in 2001, and therefore do not conform to WebTAG nor Highways England standards atPCF Stage 1. This has led to the requirement to specify and undertake surveys for the creation ofnew matrices and for the subsequent calibration and validation of the cordoned section of theWSCTM.
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SPECIFICATION AND EXECUTION OF4SURVEYS
4.1 OVERVIEW
Owing to the proximity of the two scheme sections and the need to make efficiency savings, a4.1.1programme of traffic data collection was implemented to cover both scheme sections, for a singlebase traffic model covering both areas.
The RSI sites surveyed were selected based on earlier survey and appraisal work for the A274.1.2Arundel and Worthing-Lancing, and through consultation with stakeholders including WestSussex County Council (WSCC), district and borough councils within the study area and theSouth Downs National Park authority, following a stakeholder workshop on 24 March 2015.These authorities provided input to the RSI locations which were incorporated into the programmeof surveys where possible and appropriate.
A cordon within the WSCTM, provided by WSCC for appraising the two A27 schemes, was4.1.3defined by WSP | Parsons Brinckerhoff for the proposed traffic model and key routes into and outof the study area identified. The two sites on the A27 represent key entry points west of Arundeland east of Lancing. The choice of RSI locations was constrained by the availability of suitablesites in these areas. The sites chosen represent a balance between the need to capture all maintraffic movements entering and leaving the cordon, and minimising disruption on the network andunnecessary expenditure.
The locations of the Junction Turning Counts were determined through a process of thorough4.1.4network review and engineering judgement. The need for specific turning data at key locations inorder to facilitate validation and calibration of the cordoned WSCTM also contributed to the siteselection process. The survey sites were specified on the basis of junction size, significance interms of connecting roads (e.g. at least one A road) and / or their proximity to the A27 (see Table6-1). The sites were agreed with WSCC.
In order to create, calibrate and validate the traffic model to be developed to appraise the two A274.1.5schemes, WSP | Parsons Brinckerhoff carried out a programme of data collection in the summerand autumn of 2015. The following traffic and operational data have been collected:
à Roadside Interviews (RSIs) (to enable new matrices to be produced);
à Manual Classified Counts (MCCs) and Junction Turning Counts (JTCs) at or near all RSI sites(to provide volumetric data to expand interview origin-destination data proportions to thevolumes of traffic on the day of the interview);
à Automatic Traffic Counts (ATCs) at or near the RSI sites (to adjust the MCC data to anaverage weekday);
à TrafficMaster data and MCO Journey time surveys (for journey time validation);
à Collision data (for economic appraisal of accident savings); and
à TRADS data for the A27 in the areas of Arundel and Worthing-Lancing to provideindependent data to validate flows in the base year model to be used to appraise the A27Arundel and Worthing-Lancing schemes.
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The locations of the RSIs were determined by the need to establish the travel patterns in an area4.1.6consistent with the cordoned WSCTM. Their locations were driven by this need, and throughthorough consultation with the appropriate stakeholders.
The results of the RSIs will be utilised in matrix building for the cordoned section of the West4.1.7Sussex SATURN model in order to determine the benefits of the Arundel and Worthing-Lancingschemes, pending release of the national matrices. Further to the surveys above, TRADS trafficflow data was obtained at a number of key locations on the A27, and journey time data wasobtained and recorded.
Journey time data was obtained from TrafficMaster via the Department for Transport (DfT), to4.1.8provide a large sample size covering all of the main routes within the study area. This will providethe primary source of journey time data for model journey time validation. Journey time surveyswere also undertaken using the Moving Car Observer (MCO) method, to verify the accuracy ofthe Traffic Master data.
4.2 PEAK PERIOD DETERMINATION
Traffic volume data from the ATCs has been analysed in order to determine the key time periods.4.2.1This is shown in Table 4-1 below
Table 4-1: ATC Peak Hour Summary
SITE ROAD NAMEDIRECTION 1 DIRECTION 2
Direction AM Peak* PM Peak* Direction AM Peak* PM Peak*Site 1 A27 Chichester Road EB 07:00 16:00 WB 07:00 17:00Site 2 A27 Old Shoreham Road EB 07:00 17:00 WB 07:00 15:00**Site 3 A259 Crookthorne Lane EB 08:00 17:00 WB 08:00 17:00Site 4 A259 Brighton Road EB 07:00 17:00 WB 08:00 17:00Site 5 A284 London Road NB 07:00 17:00 SB 08:00 17:00Site 6 A280 Longfurlong EB 07:00 16:00 WB 08:00 17:00Site 7 A24 Findon Road NB 07:00 17:00 SB 08:00 17:00Site 8 A283 Steyning Road NB 08:00 17:00 SB 08:00 17:00Site 9 *A29 Houghton Hill EB 07:00 17:00 WB 08:00 17:00Site 10 B2139 Houghton Hill EB 07:00 17:00 WB 08:00 17:00* Based on average weekday traffic
When considering all directions of travel, 50% of the directional flows indicated that the AM peak4.2.2hour was between 07:00 and 08:00, and 50% were between 08:00 and 09:00.
The results for the PM peak are more consistent, with one site (5%), site 2, the A27 east of4.2.3Lancing westbound, experiencing the PM peak between 15:00 and 16:00, two sites (10%)between 16:00 and 17:00 and 17 sites (85%) between 17:00 and 18:00. Note that site 2experienced a PM peak hour between 15:00-16:00 in the first survey week, and between 16:00and 17:00 in the second survey week. The overall average flow for site 2 for the two weeks is 26more vehicles between 15:00 and 16:00 compared with 16:00 – 17:00, a difference of 1.78%.Network wide, the analysis clearly indicates 17:00 – 18:00 is the PM peak hour.
Given the results above and the variability of the peak hours at the different sites, it has been4.2.4considered prudent to consider ‘average peak hours’ for this report. These average time periodswill also be utilised within the SATURN modelling.
The time periods are as follows:4.2.5
à Average AM Peak – 07:00 to 10:00
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à Average Interpeak – 10:00 to 16:00; and
à Average PM Peak – 16:00 to 19:00.
4.3 SURVEY AND DATA COLLECTION LOCATION
The locations of all surveys undertaken and data collection locations (excluding the TrafficMaster4.3.1Data and MCO routes) are shown in Figure 4-1 overleaf:
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Figure 4-1: Traffic Survey and Data Locations
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VOLUMETRIC DATASET55.1 AUTOMATIC TRAFFIC COUNTS
Automatic Traffic Counts (ATCs) were undertaken at 10 key sites in the study area, at or in the5.1.1vicinity of the scheduled RSI sites, for a period of between two and three weeks. The datarecorded by the ATCs is summarised in Table 5-1:
Table 5-1: Automatic Traffic Count Data SummarySITE LOCATION ATC TYPE INTERVAL VOLUME SPEED LENGTH CLASS
1A27
ChichesterRoad
SpeedDetection
Radar60 mins P
P10 mph bins P O
2A27 Old
ShorehamRoad
SpeedDetection
Radar60 mins P
P10 mph bins P O
3A259
CrookthorneLane
PneumaticTubes 15 mins P
P5 mph bins O P
4A259
BrightonRoad
PneumaticTubes 15 mins P
P5 mph bins O P
5A284
LondonRoad
PneumaticTubes 15 mins P
P5 mph bins O P
6 A280Longfurlong
PneumaticTubes 15 mins P
P5 mph bins O P
7 A24 FindonRoad
PneumaticTubes 15 mins P
P5 mph bins O P
8A283
SteyningRoad
PneumaticTubes 15 mins P
P5 mph bins O P
9* A29 FairmileBottom
PneumaticTubes 15 mins P
P5 mph bins O P
10* B2139Amberley
PneumaticTubes 15 mins P
P5 mph bins O P
*note that the RSIs associated with these sites were relocated - see Table 6-2
Speed Detection Radar (SDR) was used on the A27 sites for health and safety reasons, as it is5.1.2not practical to install pneumatic tubes on such a busy road.
Vehicle lengths recorded at Sites 1 and 2 were categorised into four length bins. These are5.1.3described as follows:
à Less than / equal to 5.2 metres,
à 5.2 to 6.5 metres;
à 6.5 to 11.5 metres; and
à Greater than 11.5 metres.
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Further to this, Sites 3 to 10 where able to detect axle spacing and thus were capable of applying5.1.4vehicle classification to the vehicles passing over the pneumatic tubes. The ARX classificationschedule was utilised at the these eight sites and this is summarised below in Table 5-2:
Table 5-2: 1ARX Vehicle Classification Schedule
CLASS AXLES AXLEGROUPS DESCRIPTION AGGREGATE
1 2 1 or 2 Very Short - Bicycle or Motorcycle
Light2 2 1 or 2 Short - Car, 4WD or Light Van
3 3/4/5 3 Short Towing - Trailer, Caravan etc.
4 2 2 2-Axle Truck or Bus
Medium5 3 2 3-Axle Truck or Bus
6 >3 2 4-Axle Truck
7 3 3 3-Axle Articulated Vehicle or RigidVehicle & Trailer
Heavy
8 4 >2 4-Axle Articulated Vehicle or RigidVehicle & Trailer
9 5 >2 5-Axle Articulated Vehicle or RigidVehicle & Trailer
12 >6 >=5 Double or Triple Heavy Truck & 2 (ormore) Trailers
The details of each ATC are described in greater detail in this section. The weekday 12 hour5.1.5period 07:00 to 19:00) for each direction is described and a graph has been produced for eachsite showing the average weekday flow profile by direction.
A summary is then provided, showing a comparison of the average peak hour, average inter-peak5.1.6hour and 12 hour traffic flows for all 10 sites for easy reference. Further to this, summary tablesof the vehicle classification and vehicle speeds have also been provided.
A full summary of the datasets is included in Appendix A.5.1.7
1 ARX Classification is the classification schedule utilised by Tracsis and included within the datasetsreceived from the ATCs undertaken by them on behalf of WSP | Parsons Brinckerhoff.
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SITE 1 – A27 CHICHESTER ROAD, ARUNDEL
Overview
This ATC was undertaken on A27 Chichester Road, east of Binsted Lane. The ATC undertaken5.1.8using a Speed Detector Radar (SDR) and was installed by Traffic Technology Ltd (sub-contractors to WSP | Parsons Brinckerhoff’s contractors Tracsis). It recorded bi-directional trafficvolume, speed and vehicle length. The survey duration was Monday 15th June 2015 to Sunday28th June 2015.
No issues were reported with this site.5.1.9
Data
The average daily weekday flows (07:00 to 19:00) at this site totalled 10,433 vehicles eastbound,5.1.10and 7,109 westbound. The average 24 hour weekday traffic profile at this site is shown in Figure5-1, as follows:
Figure 5-1: Site 1 Average 24 hour weekday traffic flow profile
Figure 5-1 shows an imbalance between eastbound and westbound flows at this site, with traffic5.1.11volumes being higher in the eastbound direction through most of the day. Whilst an explanationfor this apparent imbalance has not been established, the data collection team have confirmedthat there are no errors in the presentation of the data, which was verified by the WSP|PB audit ofthe data. In addition, a similar pattern is shown in the TRADS data for Site 1 for both 2013 and2014, the A27 between Binsted Lane and Yapton Lane, just west of the ATC, where volumes andprofiles are similar to the ATC.
0
200
400
600
800
1000
1200
Veh/
Hour
Time
Site 1
EB
WB
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SITE 2 – A27 OLD SHOREHAM ROAD, NORTH LANCING
Overview
This ATC was undertaken on A27 Old Shoreham Road, east of Hoe Court. The ATC was5.1.12undertaken with the use of a Speed Detector Radar (SDR). It was installed by Traffic TechnologyLtd, and recorded bi-directional traffic volume, speed and vehicle length. The survey durationwas Monday 15th June 2015 to Sunday 28th June 2015.
Data
The average daily weekday flows (07:00 to 19:00) at this site were 20,649 vehicles eastbound,5.1.13and 16,274 westbound. The average 24 hour weekday traffic profile at this site is shown in Figure5-2 as follows:
Figure 5-2: Site 2 Average 24 hour weekday traffic flow profile
0
500
1000
1500
2000
2500
Veh/
hour
Time
Site 2
EB
WB
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SITE 3 – A259 CROOKTHORNE LANE, CLIMPING
Overview
This ATC was undertaken on A259 Crookthorne Lane, east of the B2233. The ATC was5.1.14undertaken by the use of pneumatic tubes. It was installed by Tracsis and recorded bi-directionaltraffic volume, speed and vehicle classification. The survey duration was Saturday 13 th June2015 to Tuesday 30th June 2015.
There were some small issues with the survey, as follows;5.1.15
à Saturday 13th June from 02:00 to 08:45 some data loss / low volumes of data;
à Monday 22nd June 09:15 to 09:30 data loss / low volumes of data.
Data
The average daily weekday flows (07:00 to 19:00) at this site were 10,158 vehicles eastbound,5.1.16and 10,434 westbound. The average 24 hour weekday traffic profile at this site is shown in Figure5-3Error! Reference source not found. as follows:
Figure 5-3: Site 2 Average 24 hour weekday traffic flow profile
0200
400600800
100012001400
Veh/
Hour
Time
Site 3
EB
WB
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SITE 4 – A259 BRIGHTON ROAD, LANCING
Overview
This ATC was undertaken on A259 Brighton Road, east of Old Salts Farm Road, east of B2233.5.1.17The ATC undertaken by the use of pneumatic tubes and was installed by Tracsis. It recorded bi-directional traffic volume, speed and vehicle classification. The survey duration was Saturday 13 th
June 2015 to Tuesday 30th June 2015.
There were some small issues with the survey, as follows:5.1.18
à Monday 22nd June from 07:30 to 07:45 some data loss / low volumes of data;
à Saturday 27th June 12:30 to 12:45 data loss / low volumes of data.
The average daily weekday flows (07:00 to 19:00) at this site were 8,526 vehicles eastbound, and5.1.199,511 westbound. The average 24 hour weekday traffic profile at this site is shown in Figure 5-4as follows:
Figure 5-4: Site 4 Average 24 hour weekday traffic flow profile
0
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1000
1200
Veh/
Hour
Time
Site 4
EB
WB
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SITE 5 – A284 LONDON ROAD, ARUNDEL (RSI SITE CHANGED TO A29 HOUGHTON HILL)
Overview
This ATC was undertaken on A284 London Road, north of A27 Arundel Bypass. The ATC was5.1.20undertaken by the use of pneumatic tubes. It was installed by Tracsis and recorded bi-directionaltraffic volume, speed and vehicle classification. The survey duration was Saturday 13 th June2015 to Tuesday 30th June 2015.
Data
The average daily weekday flows (07:00 to 19:00) at this site were 2,864 vehicles northbound,5.1.21and 3,072 southbound. The average 24 hour weekday traffic profile at this site is shown in Figure5-5 as follows:
Figure 5-5: Site 5 Average 24 hour weekday traffic flow profile
050
100150200250300350400450
Veh/
Hour
Time
Site 5
NB
SB
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SITE 6 – A280 LONGFURLONG, FINDON
Overview
This ATC was undertaken on A280 Longfurlong, west of the A24 Findon Bypass. It was5.1.22undertaken by pneumatic tubes and was installed by Tracsis. It recorded bi-directional trafficvolume, speed and vehicle classification. The survey duration was Saturday 13 th June 2015 toTuesday 30th June 2015.
No issues reported with this survey.5.1.23
Data
The average daily weekday flows (07:00 to 19:00) at this site were 6,918 vehicles eastbound, and5.1.247,651 westbound. The average 24 hour weekday traffic profile at this site is shown in Figure 5-6as follows:
Figure 5-6: Site 6 Average 24 hour weekday traffic flow profile
SITE 7 – A24 FINDON ROAD, WORTHING
Overview
This ATC was undertaken on A24 Findon Road, north of the A27 / A24 Offington Corner5.1.25Roundabout, Worthing. It was undertaken by the use of pneumatic tubes and was installed byTracsis. It recorded bi-directional traffic volume, speed and vehicle classification, and the surveyduration was Saturday 13th June 2015 to Tuesday 30th June 2015
There was one small issue with the survey, as follows:5.1.26
à Monday 22nd June from 08:15 to 08:30 data loss / low volumes of data
0
200
400
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800
1000
1200
Veh/
Hour
Time
Site 6
EB
WB
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Data
The average daily weekday flows (07:00 to 19:00) at this site were 9956 vehicles northbound, and5.1.2710,553 southbound. The average 24 hour weekday traffic profile at this site is shown in Figure5-7 as follows:
Figure 5-7: Site 7 Average 24 hour weekday traffic flow profile
0
200
400
600
800
1000
1200
Veh/
Hour
Time
Site 7
NB
SB
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SITE 8 – A283 STEYNING ROAD, SOUTH OF UPPER BEEDING
Overview
This ATC was undertaken on A283 Steyning Road, south of Upper Beeding. It was undertaken5.1.28by the use of pneumatic tubes and was installed by Tracsis. It recorded bi-directional trafficvolume, speed and vehicle classification, and the survey duration was Saturday 13 th June 2015 toTuesday 30th June 2015
There were some small issues with the survey, as follows:5.1.29
à Monday 22nd June from 07:00 to 07:15 some data loss / low volumes of data
à Wednesday 24th June from 11:00 to 11:15 some data loss / low volumes of data.
Data
The average daily weekday flows (07:00 to 19:00) at this site were 10,177 vehicles northbound,5.1.30and 10,119 southbound. The average 24 hour weekday traffic profile at this site is shown inFigure 5-8 as follows:
Figure 5-8: Site 8 Average 24 hour weekday traffic flow profile
0
200
400
600
800
1000
1200
1400
Veh/
Hour
Time
Site 8
NB
SB
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SITE 9 – A29 FAIRMILE BOTTOM, MADEHURST
Overview
This ATC was undertaken on A29 Fairmile Bottom, east of Fontwell, and was undertaken by the5.1.31use of pneumatic tubes. It was installed by Tracsis and recorded bi-directional traffic volume,speed and vehicle classification. The survey duration was Saturday 13th June 2015 to Tuesday30th June 2015.
There were a number of issues with the survey, and these are described as follows:5.1.32
à Monday 22nd June from 10:15 to 10:30 data loss / low volumes of data.
à No data recorded after Saturday 27th June from 14:30 due to tube failure (i.e. They were cut).
à A fourth week from 3rd to 9th July was added to gather more data owing to loss of data theprevious week.
à Note that the RSI location changed after the ATC took place.
Data
The average daily weekday flows (07:00 to 19:00) at this site were 6,079 vehicles eastbound, and5.1.336,484 westbound. The average 24 hour weekday traffic profile at this site is shown in Figure 5-9as follows:
Figure 5-9: Site 9 Average 24 hour weekday traffic flow profile
0100200300400500600700800900
Veh/
Hour
Time
Site 9
EB
WB
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SITE 10 – B2139 AMBERLEY
Overview
This ATC was undertaken on B2139 Amberley, east of Amberley village, by the use of pneumatic5.1.34tubes. It was installed by Tracsis and it recorded bi-directional traffic volume, speed and vehicleclassification. The survey duration was Saturday 13th June 2015 to Tuesday 30th June 2015.
Issues
There were a number of issues with the survey, and these are described as follows:5.1.35
à Data loss from Thursday 18th June 14:30 to Monday 22nd June at 10:45 due to tube failure.
à No data after Tuesday 30th June from 17:30 to 23:45.
à Note that the location of the RSI was changed after the ATC took place.
Data
The average daily weekday flows (07:00 to 19:00) at this site were 4,181 vehicles eastbound, and5.1.364,673 westbound. The average 24 hour weekday traffic profile at this site is shown in Figure 5-10as follows:
Figure 5-10: Average 24 hour weekday traffic flow profile
0
100
200
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500
600
Veh/
Hour
Time
Site 10
EB
WB
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5.2 TRAFFIC VOLUME SUMMARYTraffic Flow
The traffic flows at each site has been summarised in terms of average AM peak hour (07:00 to5.2.110:00) and average PM peak hour (16:00 to 19:00), average interpeak hour (10:00 to 16:00) andtotal 12 hour (07:00 to 19:00). The results are shown below in Table 5-3:
A summary of the vehicle lengths/classifications recorded at the 10 sites is included overleaf in5.2.2Table 5-4. It shows a summary of the vehicle lengths and classifications (vehicle length binsdefined in Paragraph 4.1.3 and the vehicle classifications defined in Table 5-2) recorded in anaverage AM peak hour (07:00-10:00), an average interpeak hour (10:00-16:00), and an averagePM peak hour (16:00-19:00).
The data presented in Error! Reference source not found. indicates that the highest proportion of5.2.3vehicle types recorded at all 10 sites in both directions are either cars or light vans (Class 2 atsites 3-10 which utilised the ARX classification scheme), or vehicles of a length of 5.2 metres orless (as recorded by the SDR equipment at Sites 1 and 2), which approximates to the length ofcars/light vans.
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Table 5-4: Vehicle Classification Summary*
* Refer to 5.1.2 for bin definitions. Refer to Table 5-2 for vehicle classification definitions.·
Site Location Direction Time Period Direction Time Period
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Vehicle Speed Summary
A summary of the speed data recorded at the 10 sites is shown below in Table 5-5. It shows the5.2.485th percentile and average speeds recorded in an average weekday AM peak hour (07:00-10:00), average interpeak hour (10:00-16:00) and average PM peak hour (16:00-19:00). Allspeeds are recorded in miles per hour (mph).
Table 5-5: Vehicle Speed Summary
SITE LOCATION
DIRECTION 1 DIRECTION 2
Direction TimePeriod
85th
PercentileSpeed(mph)
AverageSpeed(mph)
Direction TimePeriod
85th
PercentileSpeed(mph)
AverageSpeed(mph)
Site1
A27Chichester
RoadE
AM 69 61W
AM 73 64IP 71 62 IP 72 63
PM 66 56 PM 73 64
Site2
A27 OldShoreham
RoadE
AM 58 50W
AM 52 44IP 59 51 IP 50 39
PM 65 56 PM 68 58
Site3
A259Crookthorne
LaneE
AM 33 27W
AM 46 41IP 43 39 IP 45 40
PM 41 36 PM 45 41
Site4
A259Brighton
RoadE
AM 31 27W
AM 31 27IP 31 28 IP 31 27
PM 31 28 PM 30 25
Site5
A284 LondonRoad N
AM 51 46S
AM 52 46IP 51 45 IP 50 44
PM 51 45 PM 49 41
Site6
A280Longfurlong E
AM 40 32W
AM 43 37IP 42 36 IP 43 37
PM 44 38 PM 42 37
Site7
A24 FindonRoad N
AM 36 31S
AM 35 30IP 37 32 IP 35 30
PM 37 33 PM 32 27
Site8
A283Steyning
RoadN
AM 50 45S
AM 49 44IP 50 45 IP 48 43
PM 49 44 PM 48 43
Site9
A29 FairmileBottom E
AM 53 48W
AM 55 50IP 52 47 IP 54 49
PM 53 48 PM 55 50
Site10
B2139Amberley E
AM 52 47W
AM 50 45IP 51 46 IP 50 45
PM 51 46 PM 52 47
The data above indicates that in general, there is a minimal speed variation across the threeaverage time periods at the 10 sites. The exceptions to this are Sites 2 and 3, where at Site 2there is a noticeable increase in recorded speed in the average PM peak hour westbound(direction 2), and a noticeable drop in recorded speed in the average AM hour at Site 3 eastbound(direction 1).
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5.3 JUNCTION AND LINK COUNTS
Junction Turning Counts were undertaken for key junctions within the study area. Manual5.3.1classified link counts were undertaken in conjunction with the RSIs. This section describes theresults of these surveys, and compares them with the associated ATCs to provide confidence inthe data obtained from the surveys.
5.4 JUNCTION COUNTS
Junction Turning Counts (JTCs) were commissioned for 38 sites (as shown in Figure 4-1) in total5.4.1and their location is described in Table 5-6.
Table 5-6: Junction Turning Count LocationsSITE ROAD NAME
1 B2132 Shellbridge Rd / A27 Arundel Rd/B2132 Yapton Lane/A27 Arundel Rd staggered junction2 A27 Arundel Road / Binsted Lane3 A27 Chichester Road / A284 / Maltravers Street / A27 Arundel Bypass / Ford Road4 A27 Arundel Bypass / The Causeway / A27 The Causeway5 A27 Lyminster Road / A27 / A284 Lyminster Road (Crossbush Junction)6 A284 Ford Road / A259 Crookthorne Lane7 A29 / B2139 / A284 London Road/A298 Blackhurst Lane / A27 / Poling Street and Arundel Road / A279 A27 Arundel Road off-slip / Arundel Road
10 A24 London Road / A283 The Pike / A24 London Road / A283 Washington Road11 A24 Findon Bypass / School Hill / A24 Findon Bypass/A280 Longfurlong12 A280 / A27 / A2713 A24 Findon Road / A27 Warren Road / A2031 Offington Lane / Goodwood Road / A27 Crockhurst Hill14 Salvington Hill / A27 / Durrington Hill / A27 Arundel Road staggered junction15 Hill Barn Lane / A27 Upper Brighton Road / A24 Broadwater Street West / A24 Warren Road16 Sompting Road / A27 / Sompting Road / A2717 Lyons Way / A27 Sompting Bypass / Upper Brighton Road / A2718 Church Lane / A27 / Church Lane / A27 Sompting Bypass19 Dankton Lane / A27 Upper Brighton Road / Dankton Lane / A27 Upper Brighton Road20 Halewick Lane / A27 Upper Brighton Road / Busticle Lane / A27 Upper Brighton Road21 Manor Road / A27 Upper Brighton Road / Upper Boundstone Lane / A27 Upper Brighton Road22 Manor Road / A27 Old Shoreham Road / A2025 Grinstead Lane / A27 Upper Brighton Road23 A27 Shoreham Bypass / Old Shoreham Road/A2724 Coombes Road / A27 Shoreham Bypass/A27
25A/B A27 Shoreham Bypass / A283 on- and off-slips26A/B A283 Steyning Road / A27 on- and off-slips
27 A27/ Holmbush Centre access / A270 Upper Shoreham Road / Stoney Lane / Upper Shoreham Road28 A283/A259 High Street/A259 Brighton Road29 A2025 South Street/A259 Brighton Road/A25930 Western Road/A259 Brighton Road31 B2223 / A259 Brighton Road32 A24 Broadwater Street West / Broadwater Street East / A24 Broadwater Street Road33 A24 Broadwater Road / B2223 Sompting Avenue / A24 Broadwater Road/Carnegie Road34 A259 High Street / A259 Brighton Road / The Steyne35 A24 Broadwater Road / Newland Road / A24 Broadwater Road36 A24 Broadwater Road / A24 Chapel Road / A2031 Teville Road37 A280 Water Lane / A259 Littlehampton Rd / B2140 Old Worthing Road / A259 Roundstone Bypass38 A284 / A259 Worthing Road / A284 Wick Street / A259 / Hawthorn Road
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The sites were selected through examination of junctions and key routes on a map, and their5.4.2potential for re-assignment as a result of the A27 Arundel and Worthing-Lancing improvements.The data collected for the junctions on the A27 will be used to undertake preliminary forecastsusing TEMPRO growth to provide an initial indicative assessment of design standardrequirements on the A27 scheme sections in advance of a more rigorous assessment followingcompletion of the strategic model. The intention is also to use all of the junction data in calibratingor validating the base year strategic model.
Videos of the larger junctions were recorded at the times of the surveys. These will be used to5.4.3assist with the modelling so that they accurately reflect existing conditions, such as averagequeue lengths etc.
Note that due to the volume of data recorded by these surveys, the full data set has not been5.4.4included in the appendices.
Error! Reference source not found. summarises the weather conditions and local observations on5.4.5the day on which the surveys were undertaken:
SITE DATE WEATHER CONDITIONS SURVEYMETHOD OBSERVATIONS
AM PM1 Wed 24-06-2015 Mild/Sunny Mild/Sunny/Windy Video No incidents2 Wed 24-06-2015 Mild/Sunny Mild/Sunny/Windy Video No incidents3 Wed 24-06-2015 Mild/Sunny Mild/Sunny/Windy Video No incidents4 Wed 24-06-2015 Mild/Sunny Mild/Sunny/Windy Video No incidents5 Wed 24-06-2015 Mild/Sunny Mild/Sunny/Windy Video No incidents6 Wed 24-06-2015 Mild/Sunny Mild/Sunny/Windy Video No incidents7 Wed 24-06-2015 Mild/Sunny Mild/Sunny/Windy Video No incidents8 Wed 24-06-2015 Mild/Sunny Mild/Sunny/Windy Video No incidents9 Wed 24-06-2015 Mild/Sunny Mild/Sunny/Windy Video No incidents10 Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents11 Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents12 Wed 24-06-2015 Mild/Sunny Mild/Sunny/Windy Video No incidents13 Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents14 Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents15 Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents16 Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents17 Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents18 Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents19 Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents20 Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents21 Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents22 Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents23 Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents24 Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents
25A Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents25B Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents26A Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents26B Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents28 Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents29 Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents30 Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents31 Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents32 Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents33 Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents34 Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents35 Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents36 Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents37 Tues 23-06-2015 Mild/Cloudy/Sunny Spells Mild/Cloudy Video No incidents38 Wed 24-06-2015 Mild/Sunny Mild/Sunny/Windy Video No incidents
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5.5 LINK COUNTS
Manual classified link counts were undertaken in conjunction with the RSIs, recorded by video5.5.1camera. These recorded vehicle classification and volume in both the interview and non-interviewdirections for a 12 hour period between 07:00 and 19:00.
The complete dataset is included as Appendix B.5.5.2
5.6 DATA COMPARISON
Using the data recorded by the ATCs on the day of the individual RSIs, the manual classified link5.6.1count recorded on the day of the individual RSIs, the determination of an average weekday fromthe complete ATC data, and the number of interviews record on the day of the individual RSIs, adata comparison between the different datasets has been undertaken.
Site 1: A27 Chichester Road
The data recorded at Site 1 is summarised in Figure 5-11 below:5.6.2
Figure 5-11: Site 1 Data Comparison
The data indicates that traffic flow on the day on which the RSI was undertaken (Tuesday 23rd5.6.3June 2015) was broadly similar to an average day (for the period over which the ATC wasrecorded).
The MCC link count has a very similar profile to the profile of the ATC on the day of the RSI,5.6.4indicating that the ATC results are reliable.
The interview collection profile remained broadly flat over the survey period, indicating a relatively5.6.5constant interview rate.
The data indicates that the operation of the RSI had little effect on overall traffic flow, and thus it5.6.6
0
200
400
600
800
1000
1200
Num
bero
fVeh
icle
s/
Num
bero
fInt
ervi
ews
Time
Site 1 - Data Comparison
ATC EB 230615
MCC Link Count 230615
ATC Average Weekday EB
Interviews Collected 230615
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can be reasonably concluded that the RSI was undertaken on a typical day.
Site 2: A27 Old Shoreham Road
The data recorded at Site 2 is summarised in Figure 5-12 below:5.6.7
5.6.8
Figure 5-12: Site 2 Data Comparison
The data indicates that the traffic flow recorded by the ATC on the day of the RSI was not5.6.9representative of an average weekday (as recorded over the ATC survey period). In addition theATC on the day of the RSI shows a considerable difference compared to the MCC link countundertaken on the same day.
The interview collection profile remained broadly flat over the survey period, indicating a relatively5.6.10constant interview rate. A notable dip occurred towards the end of the survey period whichcoincides with a recorded increase in congestion and the termination of the survey by the Police.
This site experienced significant queuing on the day of the RSI as a result of the survey. This is5.6.11reflected in the difference between the average weekday ATC and the MCC Link count, and thelower 12 hour westbound flows where the RSIs were conducted compared with the eastboundflows. Consequently the ATC data recorded on the day of the RSI will be excluded from anydatasets used for calibration or validation purposes.
0
500
1000
1500
2000
2500
Num
bero
fVeh
icle
s/N
umbe
rofI
nter
view
s
Time
Site 2 - Data Comparison
ATC WB 2406215
MCC Link Count 240615
ATC Average Weekday WB
Interviews Collected 240615
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Site 3: Crookthorne Lane
The data recorded at Site 3 is summarised in Figure 5-13 below:5.6.12
5.6.13
Figure 5-13: Site 3 Data Comparison
The data indicates that traffic flow on the day on which the RSI was undertaken (Tuesday 23rd5.6.14June 2015) was broadly similar to an average day (for the period over which the ATC wasrecorded).
The MCC link count has a very similar profile to the profile of the ATC on the day of the RSI,5.6.15indicating that the ATC results are reliable.
The interview collection profile remained broadly flat over the survey period, indicating a relatively5.6.16constant interview rate.
The data indicates that the operation of the RSI had little effect on overall traffic flow, and thus it5.6.17can be reasonably concluded that the RSI was undertaken on a typical day.
0
200
400
600
800
1000
1200
Num
bero
pfVe
hicl
es/N
umbe
rofI
nter
view
s
Time
Site 3 - Data Comparison
ATC EB 230615
MCC Link Count 23062015
ATC Average Weekday EB
Interviews Collected 23062015
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Site 4: A259 Brighton Road
The data recorded at Site 4 is summarised in Figure 5-14 below:5.6.18
Figure 5-14: Site 4 Data Comparison
The data indicates that traffic flow on the day on which the RSI was undertaken (Wednesday 17 th5.6.19June 2015) was broadly similar to an average day (for the period over which the ATC wasrecorded).
The MCC link count has a very similar profile to the profile of the ATC on the day of the RSI,5.6.20indicating that the ATC results are reliable.
The interview collection profile remained broadly flat over the survey period, indicating a relatively5.6.21constant interview rate.
The data indicates that the operation of the RSI had little effect on overall traffic flow, and thus it5.6.22can be reasonably concluded that the RSI was undertaken on a typical day.
0
200
400
600
800
1000
1200
Num
bero
fVeh
icle
s/N
umbe
rofI
nter
view
s
Time
Site 4 - Data Comparison
ATC WB 170615
MCC Link Count 170615
ATC Average Weekday WB
interviews Collected 170615
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Site 6: A280 Longfurlong
The data recorded at Site 6 is summarised in Figure 5-15 below:5.6.23
Figure 5-15: Site 4 Data Comparison
The data indicates that traffic flow on the day on which the RSI was undertaken (Wednesday 17 th5.6.24June 2015) was broadly similar to an average day (for the period over which the ATC wasrecorded).
The MCC link count has a very similar profile to the profile of the ATC on the day of the RSI,5.6.25indicating that the ATC results are reliable.
The interview collection profile remained broadly flat over the survey period, indicating a relatively5.6.26constant interview rate.
The data indicates that the operation of the RSI had little effect on overall traffic flow, and thus it5.6.27can be reasonably concluded that the RSI was undertaken on a typical day.
0
200
400
600
800
1000
1200
Num
bero
fVeh
icle
s/N
umbe
rofI
nter
view
s
Time
Site 6 - Data Comparison
ATC WB 170615
MCC Link Count 170615
ATC Average Weekday Wb 170615
Interviews Collected 170615
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Site 7: A24 Findon Road
The data recorded at Site 7 is summarised below in Figure 5-16:5.6.28
Figure 5-16: Site 7 Data Comparison
The data indicates that traffic flow on the day on which the RSI was undertaken (Wednesday 24 th5.6.29June 2015) was broadly similar to an average day (for the period over which the ATC wasrecorded).
The MCC link count has a very similar profile to the profile of the ATC on the day of the RSI,5.6.30indicating that the ATC results are reliable.
The interview collection profile remained broadly flat over the survey period, indicating a relatively5.6.31constant interview rate.
The data indicates that the operation of the RSI had little effect on overall traffic flow, and thus it5.6.32can be reasonably concluded that the RSI was undertaken on a typical day.
0
200
400
600
800
1000
1200
Num
bero
fVeh
icle
s/N
umbe
rofI
nter
view
s
Time
Site 7 - Data Comparison
ATC WB 240615
MCC Link Count 240615
ATC Average Weekday WB
Interviews Collected 240615
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Site 8: A283 Steyning Road
The data recorded at Site 8 is summarised below in Figure 5-17:5.6.33
Figure 5-17: Site 8 Data Comparison
The data indicates that traffic flow on the day on which the RSI was undertaken (Wednesday 24 th
June 2015) recorded by the ATC between the 07:00 and 19:00 was significantly different to anaverage day (for the period over which the ATC was recorded.
However, The MCC link count has a very similar profile to an average day (for the period over5.6.34which the ATC was recorded), which suggests that that the RSI was undertaken on an averageday. Although Tracsis did not report any faults with the ATC on the survey day, it is likely thatslower moving traffic that resulted from the implementation of the RSI led to problems with theATC, which used pneumatic tubes. Consequently the ATC data recorded on the day of the RSIwill be excluded from any datasets used for calibration or validation purposes
The interview collection profile remained broadly flat over the survey period, indicating a relatively5.6.35constant interview rate.
0
200
400
600
800
1000
1200
1400
Num
bero
fVeh
icle
s/N
umbe
rofI
nter
view
s
Time
Site 8 - Data Comparison
ATC SB 240615
MCC Link Count 240615
ATC Average Weekday SB
Interviews Collected 240615
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Site 9: A29 Houghton Hill
The RSI for this site was originally scheduled for the A29 at Fairmile Bottom. However, owing to5.6.36the lack of a safe site for RSIs on the A284 as explained in 4.1.3, the RSI site was moved to theA29 at Houghton Hill and the RSI was postponed from June until September 15th 2015. In orderto comply with the data collection schedule, the survey contractor installed the ATC at the originallocation (A29 at Fairmile Bottom) from 13th June to 9th July 2015, but it was not considerednecessary to re-install an ATC at the revised location in September. For this reason it has onlybeen possible to compare the MCC link count and the number of interviews recorded at this site.This is shown below in Figure 5-18:
Figure 5-18: Site 9 Data Comparison
0
200
400
600
800
1000
1200
1400
Num
bero
fVeh
icle
s/N
umbe
rofI
nter
view
s
Time
Site 9 - Data Comparison
MCC Link Count 150915
Interviews Collected 150915
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Site 10: B2139 Houghton Hill
The RSI for this site was originally scheduled for the A29 Turnpike Road, Amberley. However,5.6.37owing to safety concerns for RSIs at this location as explained in 4.2.5, the RSI site was moved tothe B2139 at Houghton Hill and the RSI was postponed from June until September 29 th 2015. Inorder to comply with the data collection schedule, the survey contractor installed the ATC at theoriginal location at B2139 Turnpike Road (south of Rackham Road) from 13th June to 3rd July2015. It was not considered necessary to re-install an ATC at the revised location in September.Therefore the data comparison shown below includes average weekday data from an ATCrecorded in a different month to the RSI and MCC link count, and a different location on theB2139. The comparison is shown below in Figure 5-19:
Figure 5-19: Site 10 Data Comparison
Differences in the location of the ATC and the RSI and MCC link count, and the fact that they5.6.38were undertaken at different times prevents a direct comparison. The MCC link count does showa broadly similar profile to an average weekday (for the period over which the ATC was recorded),which suggests that the RSI was undertaken on an average day up until approximately 15:00when the MCC link count shows a significantly higher traffic flow. However, WSP | ParsonsBrinckerhoff staff on site did report issues with emergency BT roadworks upstream at Amberleywhich may have caused this spike in traffic flow.
The interview collection profile remained broadly flat over the survey period, indicating a relatively5.6.39constant interview rate, with a minimal peak experienced at approximately 08:00.
0
100
200
300
400
500
600
700
800
Num
bero
fVeh
icle
s/Nu
mbe
rofI
nter
view
s
Time
Site 10 - Data Comparison
ATC EB 150915
MCC Link Count 150915
ATC Average Weekday EB
Interviews Collected 150915
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5.7 TRADS DATA
TRADS data has been obtained for use in validating traffic flows in the traffic model. Where5.7.1possible, the data has been compared to the ATCs as described previously.
5.8 TRADS SITES
Bi-directional traffic counts for 2013 and 2014 has been downloaded from the TRADS website:5.8.1
à Site 1 - A27 between A29 and Yapton Lane (Site 4/30013134 eastbound and Site4/30013135 westbound)
à Site 2 - A27 near Binsted Lane (Site 411 Eastbound and Site 412 Westbound)
à Site 3 - A27 between The Causeway and Crossbush Junction (Site 4/30013128 eastboundand Site 4/30013129 westbound)
à Site 4 - A27 between Crossbush Junction and Blakehurst Lane / Poling Street junction (Site4/30013125 eastbound and Site 4/30013124)
à Site 5 - A27 between Dover Lane junction and the A280 Longfurlong junction (Site 4/407eastbound and Site 4/408 westbound)
à Site 6 - A27 between the A280 Longfurlong junction and Durrington Hill junction (Site 4/5214eastbound and Site 4/5213 westbound)
à Site 7 - A27 between the A24 Findon Road / Offington Lane junction and Hill Barn Lane / A24Broadwater Street west junction (Site 4/30013092 eastbound and Site 4/30013091westbound)
à Site 8 - A27 between Hill Barn Lane / A24 Broadwater Street west junction and SomptingRoad junction (Site 4/5223 eastbound and Site 4/5222 westbound)
à Site 9 - A27 between Lyons Way junction and Halewick Lane / Busticle Lane junction (Site4/30013123 eastbound and Site 4/30013122 westbound)
à Site 10 - A27 between Manor Road /A2025 Grinstead lane junction and the A283 junctions(Site 4/405 eastbound and Site 4/406 westbound).
The average weekday traffic flow for each month has been obtained for 2013 and 2014 and has5.8.2been plotted (with annual averages for the data available included) to confirm that the months ofJune and September (the months in which the RSIs were undertaken) can be considered to beneutral months. Note that no data was available at Site 2. These plots are shown in the followinggraphs:
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Figure 5-20: A27 between A29 and Yapton Lane
The data presented above indicates that there has been an annual increase in traffic both east5.8.3and westbound at this location.
Figure 5-21: A27 between The Causeway and Crossbush Junction
The data recorded at TRADS site 3 as shown above indicates that there has been an overall5.8.4annual increase in traffic flow in both directions.
10000
11000
12000
13000
14000
15000
16000
17000
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Flow
s
Month
Site 1: ADT Flows4/30013134 (EB) 4/30013135(WB)A27 between A29 and Yapton Lane
EB 2013
EB 2013 Average
WB 2013
WB 2013 Average
EB 2014
EB 2014 Average
WB 2014
WB 2014 Average
12000
13000
14000
15000
16000
17000
18000
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Flow
s
Month
Site 3: ADT Flows30013128(EB) 30013129(WB)
A27 between The Causeway and Crossbush Junction
EB 2013
EB 2013 Average
WB 2013
WB 2013 Average
EB 2014
EB 2014 Average
WB 2014
WB 2014 Average
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Figure 5-22: A27 between Crossbush Junction and Blakehurst Lane / Poling Street junction
The data presented above indicates an overall annual increase in traffic flow in both directions at5.8.5TRADS Site 4. The westbound peak in July was however slightly higher in 2013 compared to2014.
Figure 5-23: A27 between Dover Lane junction and the A280 Longfurlong junction
Due to lack of data at TRADS site 5, it is not possible to comment on traffic growth at this location.5.8.6
10000
11000
12000
13000
14000
15000
16000
17000
18000
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Flow
s
Month
Site 4: ADT Flows4/30013125 (EB) 4/30013124 (W)
A27 between Crossbush Junction and Blakehurst Lane / Poling Street Junction
EB 2013
EB 2013 Average
WB 2013
WB 2013 Average
EB 2014
EB 2014 Average
WB 2014
WB 2014 Average
20000
22000
24000
26000
28000
30000
32000
34000
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Flow
s
Month
Site 5: 2013 Total Monthly Flows4/407 EB 4/408 WB
A27 Between Dover Lane and A280 Long Furlong
2013 EB
2013 EB Average
2013 WB
2013 WB Average
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Figure 5-24: A27 between the A280 Longfurlong junction and Durrington Hill junction
Due to lack of data at TRADS Site 6, it is not possible to comment on traffic growth at this5.8.7location.
Figure 5-25 :A27 between Hill Barn Lane / A24 Broadwater Street west junction and Sompting Roadjunction
Due to lack of data recorded at TRADS Site 7, it is not possible to comment on traffic growth at5.8.8this location.
8000
9000
10000
11000
12000
13000
14000
Jan Feb Mar Apr May
Flow
s
Month
Site 6: Total ADT Flows4/5214 EB 4/5213 EB
A27 between A280 Long Furlong and Durrington Hill
2013 EB
2013 EB Average
2013 WB
2013 WB Average
12000
13000
14000
15000
16000
17000
18000
19000
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Flow
s
Month
Site 7: Total ADT Flows4/30012092 EB 4/30012091 WB
A27 between A24 Findon Road/Offington Lane and Hill Lane/A24 Broadwater Street
2013 EB
2013 EB Average
2013 WB
2013 WB Average
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Figure 5-26: A27 A24 Broadwater Street west junction and Sompting Road junction
The data recorded at TRADS Site 8 indicates a clear increase in annual traffic flow recorded in5.8.9both directions at this location.
Figure 5-27: A27 between Lyons Way junction and Halewick Lane / Busticle Lane junction
Overall, the data recorded at TRADS Site 9 describes an overall annual increase in bi-directional5.8.10traffic at this location.
12000
13000
14000
15000
16000
17000
18000
19000
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Flow
s
Month
Site 8: Total ADT Flows4/5223 EB 4/5222 WB
A27 between A24 Broadwater Street west junction and Sompting Road junction
2013 EB
2013 EB Average
2013 WB
2013 WB Average
2014 EB
2014 EB Average
2014 WB
2014 WB Average
10000
12000
14000
16000
18000
20000
22000
24000
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Flow
s
Month
Site 9: Total ADT Flows4/30013123 EB 4/30013122 WB
A27 between Lyons Way and Halewick Lane / Busticle Lane
2013 EB
2013 EB Average
2013 WB
2013 WB Average
2014 EB
2014 EB Average
2014 WB
2014 WB Average
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Figure 5-28: A27 between Manor Road /A2025 Grinstead Lane and A283 Junction
The data recorded at TRADS Site 10 presents an erratic picture and is likely due to equipment5.8.11faults, or some other unexplained events. As such, it is not possible to comment on the datarecorded at the site with any degree of certainty.
Whilst there are some gaps in the data (reasons unknown but likely to be due to equipment5.8.12failure, wearing coarse replacement and subsequent loss of inductive loops or communicationfailure on telemetry enabled sites), overall the data supports the choice of June and Septemberfor the RSIs as the traffic flows recorded are located within the flattest section of the flow profiles.
5.9 SUMMARY
The monthly average weekday traffic flow recorded at the TRADS sites for 2013 and 2014 is5.9.1summarised in Table 5-8 (overleaf):
15000
17000
19000
21000
23000
25000
27000
29000
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Flow
s
Month
Site 10: Total ADT FlowsA27 between Manor Road/A2025 Grinstead Lane and A283 junction
2013 EB
2013 EB Average
2013 WB
2013 WB Average
2014 EB
2014 EB Average
2014 WB
2014 WB Average
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Table 5-8: TRADS Data Summary
TRADS Reference Direction January February March April May June July August September October November December4/30013134 EB 11873 13771 13867 14730 15198 15680 15927 15470 15564 14776 14402 13296 4/30013135 WB 11770 13480 13566 14503 14820 15195 15163 15264 15155 14399 14155 12907
411 EB No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data412 WB No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data
4/407 EB 11399 13962 13956 15201 15487 15983 15939 15689 15214 14814 15825 No Data4/408 WB 11307 13812 13821 14866 15202 15671 15596 15408 15018 14961 No Data No Data
4/5214 EB 10064 11756 10984 12150 12470 No Data No Data No Data No Data No Data No Data No Data 4/5213 WB 10911 12534 11694 12817 13325 No Data No Data No Data No Data No Data No Data No Data
4/30013123 EB 17614 20342 20060 20923 21203 21595 21079 21488 21619 21101 21199 194434/30013122 WB 14872 17192 16380 17723 17610 17031 17254 17447 17523 16771 17365 16349 4/405 EB EB 19436 24907 No Data No Data No Data No Data No Data No Data 26868 26288 26459 24404 4/406 WB WB 18771 24049 No Data No Data No Data No Data No Data No Data 25726 25064 24705 22805
TRADS Reference Direction January February March April May June July August September October November December4/30013134 EB 12958 14294 15132 15232 15558 16100 16081 15819 15763 15327 15048 13777 4/30013135 WB 12611 13799 14801 14856 15193 15565 15589 15597 15441 14892 14691 13497
411 EB No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data412 WB No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data
4/407 EB No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data4/408 WB No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data
4/5214 EB - - - - - - - - - - - - 4/5213 WB No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data
4/30013092 EB No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data4/30012091 WB No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data No Data
4/5223 EB 15020 No Data No Data No Data No Data 17871 17754 17966 17855 17428 17162 17263 4/5222 WB 13961 No Data No Data No Data No Data 16988 16655 16359 16280 15918 15731 15947
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Further to the summary shown in Table 5-8, the data recorded in the months of June and5.9.2September has been compared to the annual monthly average traffic flow in terms of bothabsolute different been the monthly traffic flow and the annual monthly average traffic flow and asa percentage. The results are summarised as follows in Table 5-9:
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Table 5-9: TRADS Data – Annual Monthly Average / Monthly Total Comparison
June September June September June September June September
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FINAL TRIP DATASET66.1 INTRODUCTION
Tracsis undertook Roadside Interviews (RSI) at 9 key locations.6.1.1
At each RSI location, a bi-directional Manual Classified Link Count was undertaken for a 12 hour6.1.2period, and in addition, longer term ATCs were installed in the vicinity of the RSIs. The directionof the interviews was inbound towards the scheme sections.
RSIs at a 10th site, Site 5 A284 London Road, were cancelled as a safe location for interviews6.1.3could not be identified. Instead, RSIs were arranged for a site on the A29 north of WhitewaysRoundabout near Houghton. This site captures traffic on both the A29 and A284, where the A29bifurcates to the south at Whiteways Roundabout. As a consequence of this decision, theplanned RSI on the A29 at Fairmile Bottom south of Whiteways Roundabout was unnecessaryand this was also cancelled. The new A29 RSI site is labelled as RSI Site 9 on Figure 3.1.Further details are provided in 4.2.5, 6.4.36 and 6.4.37.
This section describes the locations of the RSIs and summarises the time periods of the MCC and6.1.4ATCs which were undertaken in conjunction with these RSIs. It then goes on to provide asummary of the data recorded, and any issues encountered with the individual RSIs.
6.2 ROADSIDE INTERVIEWS
RSIs were undertaken at 9 locations in June and September 2015 on a Tuesday, Wednesday or6.2.1Thursday, avoiding Bank Holiday weeks for the 12 hour period of 07:00 to 19:00.
An example of the questionnaire is contained within Appendix C This is in accordance with the6.2.2TAG Unit M1.2 Data Sources and Surveys guidance (Paragraph 3.3.6).
A summary of the data recorded by the RSIs is contained within Appendix D.6.2.3
Table 6-1 (overleaf) details the location and date of all the RSIs as well as their associated MCCs6.2.4and ATCs.
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Table 6-1: Location and date of Roadside Interviews, Manual Classified Counts and Automatic TrafficCounts
SITE ROAD NAME LOCATION RSIDIRECTION
RSI / MCC DATE ATC DATE
1 A27 Chichester Road West ofArundel Eastbound Tuesday 23rd
June 201515th to 28th June
2015
2 A27 Old ShorehamRoad
East of NorthLancing Westbound Wednesday 24th
June 201515th to 28th June
2015
3 A259 CrookthorneLane
West ofClimping Eastbound Tuesday 23rd
June 201513th to 30th June
2015
4 A259 Brighton Road South Lancing Westbound Wednesday 17th
June 201513th to 30th June
2015
5 A284 London Road North ofArundel Southbound CANCELLED 13th to 30th June
2015
6 A280 LongfurlongWest of
junction withA24
Westbound Wednesday 17th
June 201513th to 30th June
2015
7 A24 Findon RoadNorth of
junction withA27, Worthing
Southbound Wednesday 24th
June 201513th to 30th June
2015
8 A283 Steyning Road South of UpperBeeding Southbound Wednesday 24th
June 201513th to 30th June
2015
9 *A29 Houghton HillNorth of
WhitewaysRoundabout
Southbound Tuesday 15th
September 201513th June to 9th July
2015
10 **B2139 Houghton HillNorth of
WhitewaysRoundabout
Southbound Tuesday 29th
September 201513th June to 3rd July
2015
*Site 9 RSI and MCC relocated from A29 Fairmile Bottom to A29 north of Whiteways Roundabout**Site 10 relocated from Turnpike Road, Amberley to B2139 at Whiteways Roundabout
The decision to re-locate the RSIs at sites 9 and 10 followed site visits by WSP | Parsons6.2.5Brinckerhoff and the subcontractors (the location of these is highlighted in Figure 6-1). However,the ATC tubes had already been laid down at the original sites and were operational, so it wasagreed with the subcontractors that the ATCs should remain in place and there would be no needfor ATCs at the new RSI sites. The rationale for this is as follows:
à The ATCs on the A29 and the A284 capture total volumes of traffic surveyed on the A29 northof Whiteways Roundabout near Houghton Hill, and
à The ATC on the B2139 Turnpike Road at Amberley is a short distance from the RSI site atWhiteways Roundabout with only minor roads joining the B2139 between the original andrelocated sites. Therefore the ATC in Amberley provides an acceptable approximation oftraffic volumes passing through the RSI site on the B2139 near Houghton Hill north ofWhiteways Roundabout. This will be checked by comparing the ATC volumes against theMCC volumes both on the RSI survey day and the junction turning counts at the samelocation, site 7 (see Table 6-1).
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Figure 6-1: Plan show revised locations of RSIs
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Table 6-2 summarises the link count determined by the Manual Classified Count at the site (in the6.2.6direction of the RSI), the number of interviews collected at each site, the sample rate and theweather conditions recorded on the day of the RSI:
* Illogical Journey – journey details failed sense check** Incomplete interviews – key data not recorded by interview
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The Design Manual for Roads and Bridges (DMRB), 5/1/4 TA 11/09 Traffic Surveys by Roadside6.2.7Interview, states: ‘Once a survey site has been established it is best practice to collect as muchdata as reasonably practical.’
Based on the sample rates shown above, WSP | Parsons Brinckerhoff is content that the RSI6.2.8sample sizes are acceptable. The low sample rate percentage figure of 4% for site 2 may simplybe a function of the practical difficulty of interviewing more vehicles at this site. See 4.5 for furtherdetails.
6.3 RSI SUMMARY
The results of the individual RSIs have been analysed and summarised to provide information on6.3.1key destination purposes for the entire survey period (07:00-19:00AM Peak, Interpeak and PMpeak). These data are presented in Table 6-3 (overleaf):
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Table 6-3: RSI-Destination Purpose (Number of Vehicles) (07:00-19:00)
SITE ROADNAME
Educ
atio
n
Empl
oyer
sBu
sines
sHo
liday
Hom
e/
Hote
l
Hom
e
Pers
onal
Busin
ess
Shop
ping
*Rec
reat
ion
/Lei
sure
**So
cial
/Re
crea
tion
Wor
k
Oth
er
1A27
ChichesterRoad
11 84 17 307 46 9 0 122 280 0
2A27 Old
ShorehamRoad
4 7 6 232 39 9 0 84 308 0
3A259
CrookthorneLane
16 6 10 213 40 132 61 86 308 0
4A259
BrightonRoad
12 22 3 215 52 65 0 87 182 0
6A284
LondonRoad
4 13 9 281 29 13 0 152 260 0
7 A280Longfurlong 26 34 0 308 79 88 0 148 259 0
8 A24 FindonRoad 9 15 7 195 57 105 0 129 260 0
9A283
SteyningRoad
18 90 27 272 110 36 65 74 149 11
10A29
HoughtonHill
11 131 18 224 57 41 41 90 176 6
*Recreation/Leisure; this includes people travelling for recreational purposes or leisure i.e. visiting the cinema, sportscentres etc**Social/Recreation: this includes people visiting friends and/or family
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6.4 ISSUES WITH RSI PROCESS
A number of issues arose and were recorded by Tracsis during the course of the RSI process,6.4.1and these are summarised as follows in Table 6-4:
Table 6-4: Survey details reported by Tracsis in the collection of traffic data (June-September 2015)SITE ROAD NAME ISSUES WITH RSI
1A27ChichesterRoad
à 08:00 - 08:15, Police let vehicles flow intermittently to allow traffic flow to easecongestion, queue completely gone by 08:15.
2A27 OldShorehamRoad
à This site experienced queuing issues throughout the day.
à The Police assisted us in monitoring the levels. The queues were manageablethrough the majority of the day.
à The traffic signals just ahead of the site added to the issue as vehicles could notpass freely along the A27.
à Surveys terminated at 18:30 in order to prevent excessive congestion.
3A259CrookthorneLane
à 07:00, Queue through site from roundabout.
à Tracsis asked police to target cars, vans and OGV 1 to maintain four interviewsand not overhang site and cause disruption.
à The interview bay was too small to accommodate large HGV’s.
4 A259 BrightonRoad à Surveys ran smoothly and no incident was reported.
5 A284 LondonRoad à CANCELLED (Prior to Survey): safety concerns raised.
6 A280Longfurlong à Surveys ran smoothly and no incident was reported.
7 A24 FindonRoad à Surveys ran smoothly and no incident was reported.
8 A283 SteyningRoad
à Accident on Washington roundabout at approximately 16:30 causing additionaltraffic on Steyning Road. This caused members of the public to be more reluctantto participate in the survey due to already being inconvenienced by the accidentand related congestion.
9 A29 HoughtonHill à None reported
10 B2139Houghton Hill
à Emergency BT roadworks upstream at Amberley caused driver dissatisfactionwhen stopped for RSIs
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6.5 ANALYSIS OF ISSUES
As previously described, Site 5 was cancelled due to safety concerns and relocated to an6.5.1alternative safe site. It was considered that the data collection programme was sufficiently robustas to not be compromised by the loss of this site. Sites 4, 6, 7 and 9 all operated without anyissues reported, and Site 1 experienced a very short period (15 minutes) of potential data losswhen the Police had to intervene to reduce congestion. This short time period of potential dataloss is not considered to be significant.
Emergency roadworks close to Site 10 led to driver disaffection, but the sample rate of 20%6.5.2indicates that the volume of interviews collected was not adversely affected. Site 2, A27 Lancingwestbound, experienced congestion issues and the traffic signals located downstream of the siteproved unhelpful and led to the low sample rate of 4%. Nevertheless, 834 interviews werecollected constituting 85% of the number of total interviews collected at site 1, A27 Arundeleastbound, where there were no similar problems.
In summary, all of the sites have presented reasonable sample rates. Whilst the sample rate at6.5.3Site 2 is low compared with the other sites, it is considered sufficient for the purpose of providingup to date matrices, pending release of the national matrices
6.6 DATA ANALYSIS
In order to adjust the survey data into a common base, a number of steps were carried out within6.6.1the data processing exercise. These included:
à Removal of illogical trips;
à Corrections to RSI (x,y) data;
à Aggregation of trip purposes;
à Lights: Transpose matrices via DIADEM tour proportions;
à LGV: Transpose Matrices;
à Factoring to observed volumes;
à Removal of double counting; and
à Internal Infilling via Journey to Work data
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6.7 REMOVAL OF ILLOGICAL TRIPS
RSI records were filtered to remove trips which were interviewed but deemed to be illogical trips6.7.1(i.e. where the stated origin and destination are on the same side of the survey location). A full listof records which were omitted is presented in Appendix E-1.
6.8 CORRECTIONS TO RSI (X,Y) DATA
A few of the RSI records illustrated slight discrepancies with regards to post code data and their6.8.1corresponding (x,y) points within Arc/Q GiS. For example, a few of these points were plotted offshore and in the sea near Worthing and Bognor Regis. These were corrected by adjusting the(x,y) points to the nearest zone. The corresponding zone plan in relation to the study area relatesto the LSOA zone structure for the core study area and aggregated MSOA zones for coverage ofthe rest of the UK.
6.9 AGGREGATION OF TRIP PURPOSES
There were a number of trip purposes collected via the RSI questionnaires; these trip purposes6.9.1are presented below in Table 6-5:
Social / Recreation 9Holiday Home / Hotel 10Recreation / Leisure 11
Social 12
The trip purposes surveyed above were aggregated and grouped via the following trip purpose6.9.2matrix as defined in Table 6-6 in order to define the nature of the trip in line with DIADEM trippurposes.
Table 6-6: Alignment of trip purposes with DIADEM trip purposesRSI TRIP
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The trip purposes shown in Table 6-5 relate to the following:6.9.3
à HBW - Home Based Work;
à HBEB - Home Based Employers’ Business;
à HBO - Home Based Other;
à NHBEB - Non Home Based Employers’ Business; and
à NHBO - Non Home Based Other.
The five trip purposes identified above were used in processing records for Cars / Taxis, whilst6.9.4LGVs were grouped for Personal and Business use for compliance within TUBA at the schemeeconomics stage. Heavies (HGVS) were grouped for all trip purposes. The resulting demandmatrix structure is as follows, and consists of 8 levels:
1 - HBW (Home Based Work)2 - HBEB (Home Based Employers’ Business)3 - HBO (Home Based Other)4 - NHBEB (Non-Home Based Employers’ Business)5 - NHBO (Non-Home Based Other)
LGVs 6 Personal
HBW (Home Based WorkHBEB (Home Based Employers’ Business)HBO (Home Based Other)NHBO (Non-Home Based Other)
7 Business NHBEB (Non-Home Based Employers’ Business)HGVs 8 All trip purposes
Detailed classifications following this process and the corresponding RSI record volumes are6.9.5included in Appendix E_2.
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6.10 LIGHT VEHICLES: TRANSPOSE MATRICES VIA DIADEM TOURPROPORTIONS
In order to derive transpose matrices for each RSI site, an individual factor was applied for each6.10.1time period transition to derive the reverse movement. e.g. AM_to_AM, AM_to_IP and AM_to_PMetc.
All factors are derived from survey data used in conjunction with DIADEM tour proportions which6.10.2are presented in Appendix E-2 (note this shows the structure prior to LGV trip purposes beingaggregated). The referenced DIADEM transpose factors are included in Appendix E-3 arereferenced in Appendix E-4 where the individual transpose factors are derived.
DIADEM tour proportions provide estimates calculated from the National Travel Survey (NTS)6.10.3which estimates the proportion of return trips for varying time periods. The RSIs were carried outin a single direction, therefore to create non-interview direction data, each site was synthesised byreversing the origin and destination zone and reverse direction proportions from the RSI data toallocate time periods for the reverse direction. This was possible because the RSI surveysincluded a question on the time of the return trip. The factors used for this process are derivedfrom the DIADEM User Manual (as shown in Appendix E-3) within this report. These factorssubsequently adjusted to only account for the AM, IP and PM time periods and are illustrated inAppendix E-4.
These factors were applied in relation to the 2015 RSI survey data across the 9 surveyed sites.6.10.4The factors were applied relating to the specific time period, trip purpose and vehicleclassification.
In order to derive a Transpose Matrix, a composite of factors for time period transitions are6.10.5needed. For example, to determine the Transpose Matrix for RSI Site 1, the factors summarisedin Table 6-8 are required.
Table 6-8: RS1 Site 1 Transpose Matrix Factors (AM, IP and PM)
AM AM to AM IP to AM PM to AM1 Cars_HBW 0.07 0.43 0.732 Cars_HBEB 0.13 0.23 0.483 Cars_HBO 0.42 0.15 0.084 Cars_NHBEB 0.13 0.23 0.485 Cars_NHBO 0.42 0.15 0.086 LGV_Personal 0.21 0.24 0.507 LGV_Business 0.13 0.23 0.488 HGV_All 0.00 0.00 1.00
IP AM to IP IP to IP PM to IP1 Cars_HBW 0.20 0.24 0.112 Cars_HBEB 0.28 0.49 0.263 Cars_HBO 0.44 0.70 0.254 Cars_NHBEB 0.28 0.49 0.265 Cars_NHBO 0.44 0.70 0.256 LGV_Personal 0.29 0.55 0.167 LGV_Business 0.28 0.49 0.268 HGV_All 0.00 1.00 0.00
PM AM to PM IP to PM PM to PM1 Cars_HBW 0.73 0.22 0.102 Cars_HBEB 0.48 0.22 0.163 Cars_HBO 0.08 0.13 0.494 Cars_NHBEB 0.48 0.22 0.165 Cars_NHBO 0.08 0.13 0.496 LGV_Personal 0.50 0.16 0.247 LGV_Business 0.48 0.22 0.168 HGV_All 1.00 0.00 0.00
N.B HGV factors and their subsequent output from the above process are redundant due to the6.10.6
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RSI questionnaire omitting a question relating to reverse trip purposes.
6.11 HGV TRANSPOSE MATRICES
Due to the lack of appropriate data for HGV reverse movements, the RSI site matrices for HGVs6.11.1were combined (i.e. Site 1 AM HGVs plus Site 1 IP HGVs plus Site 1 PM HGVs).
In order to determine the Site 1 12 hour HGV matrix, volumetric data provided by ATCs were6.11.2referenced in the reverse direction to determine proportions for the reverse direction i.e. taking the12 hour HGV matrix back to peak periods (AM, IP and PM). These factors were as follows:
Table 6-9: Transpose Factors
ATC SITEREFERENCE SITE NAME
HGV Count Transpose Factors12 Hour AM IP PM AM IP PM
With the use of volumetric data at the RSI sites, the collated RSI records were factored to the6.12.1observed volumes for the interview and non-interview direction for the AM, IP and PM periods.Details of these factors can be seen via Appendix E-5. Where ‘Forward Matrices’ represent thedemand patterns/volume for the data collected in the Interview Direction i.e. EB / WB and‘Transpose Matrices’ represent the reverse .i.e. non interview direction.
6.13 REMOVAL OF DOUBLE COUNTING
In order to account for the issue of double counting within the matrix development process at the6.13.1RSI sites, the first step in the removal of double counting was to establish all instances ofrecorded trips across the various RSI demand matrices. This was executed through the creationof various binary matrices respective to each RSI site respective to time period and direction.
Dividing each specific matrix by itself generated a series of RSI binary matrices. These binary6.13.2matrices are then combined for each time periods by direction and then applied to the factoredmatrices to remove instances of double counting throughout the RSI sites.
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JOURNEY TIME DATA77.1 TRAFFICMASTER DATA
TrafficMaster Journey Time data was obtained from the DfT to provide journey time data for links7.1.1within the study area. The TrafficMaster data are collected using GPS. The data were providedin 15 minute intervals for the months of May and June 2014 (both considered neutral months)covering the study area for the following periods:
à AM peak (07:00 – 10:00)
à Inter peak (10:00 – 16:00)
à PM peak (16:00 – 19:00)
The data will be used in the validation of modelled journey times in the base year transport model.7.1.2It will also allow the calculation of the average speed for each link as part of the validationprocess. All vehicle types are included in the data sets. Journey times are provided by vehicleclass, so by using these with the vehicle positioning, vehicle speeds by vehicle class can becalculated. The definitions are as follows:
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The total number of observations recorded by the Traffic Master data is shown below in Table7.1.47-2:
Table 7-2: Total number of TrafficMaster observations by time period
PERIOD NUMBER OFOBSERVATIONS
à AM Peak (07:00 – 10:00) 5,237,333
à Inter Peak (10:00 – 16:00) 9,983,525
à PM Peak (16:00 – 19:00) 4,624,048
No attempt has been made to correct the data for bias, with the view that the number of7.1.5observations is sufficient to diminish the impact of any potential outliers.
Observations were defined as the journey time between any two points where the road network7.1.6intersected. This is not limited to node and junctions – where a road passes over the top ofanother road is considered a point of intersection.
The distribution of observations matches the general distribution of traffic on the road network;7.1.7with roads that have proportionally more traffic having proportionally more observations. This is areflection of what proportion of general traffic is monitored via the TrafficMaster network.
The TrafficMaster fleet does contain a disproportionately large number of Light Goods Vehicles,7.1.8owing to its use as a fleet management tool. This could lead to a possibility of link speeds beingunderestimated, as Light Goods Vehicles are restricted to 60mph on dual carriageways,compared to a speed limit of 70mph for cars. However, it was considered that this would notsignificantly affect results, as our study is:
à predominately in urban areas where speed limits are lower than the national speed limit; and
à during peak hours where congestion makes it difficult for traffic to achieve speeds above60mph.
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7.2 JOURNEY TIME SURVEYS
Moving Car Observer Journey Time Surveys were carried out by WSP | Parsons Brinckerhoff in7.2.1June 2015. The Journey Time data will be used in conjunction with the TrafficMaster Data incalibrating journey times in the transport model for the two A27 schemes.
Journey Time data was collected on the A27 and A259 on Wednesday 10th June with surveys7.2.2covering the AM peak period (07:00-10:00), Interpeak (12:00-14:00) and PM peak period (16:00-19:00).
The Journey Time data was collected under normal traffic conditions: i.e. no roadworks were in7.2.3place at the time of the surveys, and no road accidents happened on the day. The weather wasfine and sunny.
A GPS journey time data collection system based upon the moving observer method using data7.2.4loggers was used to collect journey time, speed and position information. The method enabledthe collection of highly precise data to determine the significance of journey times and the level ofdelay that exists along the route.
Routes for Journey Time surveys – June 2015
Routes were chosen to ensure full coverage of the principal competing journey routes of the A277.2.5and A259 through the study area.
The four routes used are detailed below:7.2.6
à Route 1: A27 from the A27/A29 roundabout (A) to the A27/A283 junction (B)
à Route 2: A27 from the A27/A283 junction (B) to the A27/A29 roundabout (A)
à Route 3: A259 from Wick roundabout (C) to the High Street/Brighton Road roundabout inShoreham-by-Sea (D)
à Route 4: A259 from the High Street/Brighton Road roundabout (D) in Shoreham-by-Sea toWick roundabout (C)
These routes cover the main A27 route and the A259 adjacent to the study area and are shown in7.2.7Figure 7-2 below:
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Figure 7-6 which follow present the results of the Journey Time Surveys undertaken on7.3.1Wednesday 10th June 2015 for all routes. The graphs indicate where the main junctions arelocated, and a steep incline in the journey time plot indicates where congestion was experienced.
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Figure 7-3: Journey Time Survey Results - Route 1 A27 A to B
00:00:00
00:10:00
00:20:00
00:30:00
00:40:00
0
2,50
0
5,00
0
7,50
0
10,0
00
12,5
00
15,0
00
17,5
00
20,0
00
22,5
00
25,0
00
27,5
00
30,0
00
Tim
e(m
inut
es)
Distance (m)
Journey Time - Route 1 A to B
Run 1 Run 2 Run 3 Run 4 Run 5 Run 6
A27roundabout
A27 / A24 /Findon Rd
A29 / A27
A27 / A284Crossbush
JctA27 / A2700 /Long Furlong
A27 / A24 /Broadwater St W
A27 / A202
ShorehamBy-Pass
Colour KeyPeak AM InterpeakPeak PM
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Figure 7-4: Journey Time Survey Results - Route 2 A27 B to A
00:00:00
00:10:00
00:20:00
00:30:00
00:40:00
00:50:00
01:00:00
01:10:00
0
2,50
0
5,00
0
7,50
0
10,0
00
12,5
00
15,0
00
17,5
00
20,0
00
22,5
00
25,0
00
27,5
00
30,0
00
Tim
e(m
inut
es)
Distance (m)
Journey Time - Route 2 B to A
Run 1 Run 2 Run 3 Run 4 Run 5 Run 6 Run 7
A27 /A24 /Findon Rd A27 / the
CausewayA27 / A202
A27 / A24 /Broadwater St W
A27 / A2700/ Long
Furlong Crossbush Jct
A27 / A284
A29 / A27
A29 / A27 /Fontwell Avenue
Colour KeyPeak AM InterpeakPeak PM
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Figure 7-5: Journey Time Survey Results - A259 C to D
00:00:00
00:10:00
00:20:00
00:30:00
00:40:00
00:50:00
0
2,50
0
5,00
0
7,50
0
10,0
00
12,5
00
15,0
00
17,5
00
20,0
00
Tim
e(m
inut
es)
Distance (m)
Journey Time - Route 3 C to D
Run 1 Run 2 Run 3 Run 4 Run 5 Run 6 Run 7
A259 / A2032
A259 /B2187
A259 / MillLane
A259 / A280 /Old Worthing Rd
A259 / George VAvenue
A259 / The Steyne
A259 / TheSaltings / NewSalts Farm Rd
Colour KeyPeak AM InterpeakPeak PM
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Figure 7-6: Journey Time Survey Results - A259 D to C
00:00:00
00:10:00
00:20:00
00:30:00
00:40:00
00:50:00
0
2,50
0
5,00
0
7,50
0
10,0
00
12,5
00
15,0
00
17,5
00
20,0
00
Tim
e(m
inut
es)
Distance (m)
Journey Time - Route 4 D to C
Run 1 Run 2 Run 3 Run 4 Run 5 Run 6 Run 7
A259 / A280 /Old Worthing
Rd
A259 / A2025South st A259 / The
Steyne
A259 / A2032A259 / Mill Lane
A259 / B2187
A259 WickRoundaboutA259 / George V
Avenue
Colour KeyPeak AM InterpeakPeak PM
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Figure 7-6 shows a spike in journey times for run 3 on route 2B to A. This was a result of a truck7.3.2unloading near Arundel station, resulting in severe queues and delays. The run started at 09:43and finished at 10:45, a journey time of 1 hour 2 minutes, compared with an average for the AMpeak period of 41 minutes for this route. In addition to this incident, the run falls partially outsideof the AM peak period of 07:00 to 10:00. This run will be excluded when using the data for modelvalidation and has also been removed from Table 7-4 as an outlier.
7.4 COMPARISON OF JOURNEY TIME SURVEYS
Table 7-7 compares the Journey Time data with TrafficMaster Data. In general, the TrafficMaster7.4.1data shows shorter average journey times in the AM peak, longer journey times in the PM peak,and similar journey times in the interpeak.
Route 2 shows shorter average journey times in all time periods, but the difference is small in the7.4.2Interpeak and PM peak. These routes are known for their high journey time variability in peakperiods, and may account for the differences shown here.
Routes 3 and 4 show a good match between MCO and TrafficMaster data. Therefore the MCO7.4.3data overall are suitable for calibrating the journey time data.
Table 7-7: Comparison of JT resultsJT SURVEY TRAFFICMASTER DATARoute 1 A27 A to B
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OPERATIONAL DATA88.1 PERSONAL INJURY COLLISION DATA
Collision data held by Sussex Police were provided to WSP | Parsons Brinckerhoff via West8.1.1Sussex County Council for the period 1st June 2010 to 31st May 2015 for the extent of the two A27schemes. The reports were prepared by the Sussex Safer Roads Partnership (SSRP).
The sections for which data have been provided are as follows:8.1.2
à A27 Worthing-Lancing - from the western boundary of the Worthing urban area to the bridgeover the River Adur, and
à A27 Arundel - from the junction with Shellbridge Road / Yapton Lane west of Arundel to eastof Crossbush junction.
The sections showing recorded collisions by severity are presented in Figure 8-1 for Worthing-Lancing and Figure 8-2 for Arundel. The maps are included by kind permission of the SSRP.Note that the collision reports are the property of the SSRP and are subject to Crown Copyright,and therefore the collision reports are not included within this report.
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Figure 8-1: Map of collision data collected on the A27 through Worthing and Lancing
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Figure 8-2: Map of collision data collected on the A27 through Arundel
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8.2 INITIAL ANALYSIS
Initial analysis of the collision data has been undertaken of each route. The collisions which8.2.1occurred over the 5 year study period on Route 1 can be summarised as follows:
à A total of 224 collisions were reported which resulted in injury;
à 197 collisions resulted in Slight injury;
à 26 collisions resulted in Serious injury; and
à 1 collision resulted in Fatal injury.
The collisions which occurred over the 5 year study period on Route 2 can be summarised as8.2.2follows:
à A total of 68 collisions were reported which resulted in injury;
à 54 collisions resulted in Slight injury;
à 12 collisions resulted in Serious injury; and
à 2 collisions resulted in Fatal injury.
8.3 KEY JUNCTION STATISTICS
Some high level analysis of the collision data has been undertaken to determine the number and8.3.1severity of collisions that have occurred within approximately 50 metres of a number of keyjunctions within the study area. These have been tabulated and are presented as follows:
Route 1: A27 Worthing Lancing
Table 8-1 below presents a summary of the collisions (by severity) that have occurred within8.3.2approximately 50 metres of the key individual junctions on the Worthing-Lancing section of theA27. Note that no fatal collisions were recorded.
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Table 8-2 below presents a summary of the collisions (by severity) that have occurred within8.3.3approximately 50 metres of the key individual junctions on the Arundel section of the A27. Notethat within the 5 year period, a single fatal collision occurred within the vicinity of a junction.
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SUITABILITY OF ACCUMULATED9DATABASEWSP | Parsons Brinckerhoff was instructed in the early part of 2015 to carry out RSIs for the A279.1.1Arundel and Worthing-Lancing projects, to provide up to date origin-destination information tosupport a strategic traffic model to appraise both schemes. In addition, WSP | ParsonsBrinckerhoff recommended a comprehensive programme of junction turning counts to HighwaysEngland to provide data as input to the strategic model, undertake junction capacity analysis toinform design and/or for use in calibrating / validating the strategic model. This was agreed byHighways England and this extensive data collection exercise was implemented in June andSeptember 2015. The data will be used in economic, engineering and environmental appraisal.This involved the following undertaking:
à Roadside Interviews (RSIs) – 10 sites (amended to 9 sites without loss of coverage);
à Manual Classified Counts (MCCs) in connection with the RSIs
à Automatic Traffic Counts (ATCs) – 10 sites associated with the initial 10 RSI sites and
à Junction Turning Counts (JTCs) – 38 sites
Locations for RSIs at two sites on the local network were changed at short notice owing to safety9.1.2concerns. This resulted in challenges of data consistency, where implementation of ATCs hadalready commenced whilst the RSIs were re-located to more suitable and safer sites.Nevertheless, the data collected are considered suitable and sufficient for appraisal at PCF Stage1.
Serious congestion only occurred at the RSI site east of Lancing as a result of the surveys.9.1.3However the Police did not find that closure of the RSIs for any period was warranted.
The data recorded at the RSIs have been compared to the MCC link counts and longer term9.1.4ATCs undertaken in the vicinity of the RSIs and the data collected shows a high level of reliability.
The data from a number of TRADS sites in the A27 have been obtained and have been9.1.5summarised for 2013 and 2014. The data has been compared graphically and has shown thatthe RSI surveys were undertaken in average months.
Collision data were collected from Sussex Safer Roads Partnership for use in the economic9.1.6appraisal of accidents on the scheme sections.
TrafficMaster data were collected, also in 2015, to provide data for journey time validation. In9.1.7addition, manual journey time surveys were undertaken on the A27 and A259 to verify theaccuracy and reliability of the TrafficMaster data. The analysis indicates that there are no largedifferences in journey times between the two data sources, and therefore the TrafficMaster andmanual journey time survey data are considered suitable for modelling or model validation.
The data analysis indicates that the comprehensive dataset collected by WSP | Parsons9.1.8Brinckerhoff provides a sound basis to the development of a traffic model appropriate for optionappraisal and on-going stakeholder engagement at PCF Stage 1. The data are also consideredto be suitable with some model refinements for appraisal at PCF Stage 2 to provide robustevidence to take both projects through statutory processes including the Development ConsentOrder process.
910 1 ILLOGICAL 626 14:30:00 Car / Taxi 2 BN11 2SD 516800 103200 Home BN11 2SD 516800 103200 Home Weekly 104 104
911 1 ILLOGICAL 630 14:45:00 Car / Taxi 1 BN15 0JP 517100 105800 Home BN15 0JP 517100 105800 Home Monthly 98 98
912 1 ILLOGICAL 636 14:45:00 Car / Taxi 1 BN2 0LN 531500 104200 Work BN1 3XP 531000 104900 Work Monthly 278 278
913 1 ILLOGICAL 639 14:45:00 Car / Taxi 1 BN21 3NS 561300 99000 Work BN21 3NS 561300 99000 Work Weekly 274 274
914 1 ILLOGICAL 643 14:45:00 Car / Taxi 1 BN18 9AA 501900 107000 Holiday Home / Hotel BN18 9AA 501900 107000 Holiday Home Other (specify) One Off 88 88
915 1 ILLOGICAL 651 15:00:00 Car / Taxi 1 BN18 0RH 496000 108400 Work PO22 6AH 496200 100700 Home Daily 46 37
916 1 ILLOGICAL 664 15:00:00 Car / Taxi 1 BN12 5SF 510400 103300 Work BN12 5SF 510400 103300 Social Monthly 113 113
917 1 ILLOGICAL 688 15:30:00 Car / Taxi 2 BN18 9HN 500300 106400 Home BN18 9HN 500300 106400 Home Daily 41 41
918 1 ILLOGICAL 703 15:30:00 Car / Taxi 3 BN16 3BZ 505400 102300 Home BN16 3BZ 505400 102300 Home Weekly 124 124
919 1 ILLOGICAL 707 15:45:00 LGV (Van) 2 BN18 9AA 501900 107000 Holiday Home / Hotel BN18 9AA 501900 107000 Holiday Home Other (specify) One Off 88 88
920 1 ILLOGICAL 722 15:45:00 Car / Taxi 2 TN39 4EX 571100 108600 Home TN39 4EX 571100 108600 Home Daily 275 275
921 1 ILLOGICAL 725 15:45:00 Car / Taxi 3 SW7 3BG 526500 178200 Social / Recreation BN11 1AA 514800 102800 Social Other (specify) One Off 292 110
1668 2 ILLOGICAL 538 14:30:00 Car / Taxi 1 BN14 7NR 513300 104200 Home BN15 8SL 517500 103500 Work Daily 108 370
1669 2 ILLOGICAL 558 14:45:00 Car / Taxi 1 BN11 1TL 514500 102500 Home BN43 5PA 520000 105000 Work Daily 110 100
1670 2 ILLOGICAL 603 15:15:00 Car / Taxi 1 BN12 4LZ 511600 102300 Work BN17 6LQ 502700 102700 Work Daily 112 130
1671 2 ILLOGICAL 678 16:15:00 Car / Taxi 1 BN7 1AA 541500 110000 Social / Recreation RH10 6ER 526900 135600 Holiday Home / Hotel Other (specify) One Off 273 206
1672 2 ILLOGICAL 690 16:30:00 Car / Taxi 1 BN44 3RX 517500 111700 Work RH10 6ER 526900 135600 Home Daily 140 206
5170 6 ILLOGICAL 531 13:15:00 Car / Taxi 1 BN16 2AP 505900 102200 Home BN16 2AP 505900 102200 Home Monthly 124 124
5171 6 ILLOGICAL 541 13:30:00 LGV (Van) 1 BN43 5XN 521700 105200 Personal Business BN17 5LA 503200 101600 Home Yearly 133 377
5172 6 ILLOGICAL 558 13:45:00 Car / Taxi 1 BN14 0AA 513100 105600 Work BN12 6DN 511700 103400 Home Daily 373 113
5173 6 ILLOGICAL 559 13:45:00 Car / Taxi 1 BN18 9AY 501500 107100 Home BN18 9AY 501500 107100 Holiday Home / Hotel Monthly 88 88
5174 6 ILLOGICAL 567 13:45:00 Car / Taxi 1 BN12 5QX 509100 101500 Home BN12 5QX 509100 101500 Social / Recreation Weekly 118 118
5175 6 ILLOGICAL 570 13:45:00 Motorcycle 1 BN23 8EW 561600 103900 Employers Business BN23 8EW 561600 103900 Employers Business Other (specify) One Off 274 274
5213 6 ILLOGICAL 689 15:15:00 Car / Taxi 1 BN17 6RH 504300 102600 Home BN17 6RH 504300 102600 Personal Business Other (specify) One Off 129 129
5214 6 ILLOGICAL 690 15:15:00 Car / Taxi 1 BN11 1AA 514800 102800 Work BN17 6RX 504000 102600 Home Daily 110 129
5215 6 ILLOGICAL 692 15:15:00 Car / Taxi 5 BN17 6QD 503900 103100 Social / Recreation BN17 5EA 502800 102100 Social / Recreation Other (specify) One Off 129 127
5216 6 ILLOGICAL 696 15:15:00 HGV (4 or more axles) 1 BN18 0FL 499600 102800 Work BN18 0FL 499600 102800 Work Daily 347 347
5217 6 ILLOGICAL 698 15:15:00 Car / Taxi 1 RH13 8LH 516300 121100 Social / Recreation SW4 7ST 529500 175300 Social / Recreation Daily 149 292
6275 7 ILLOGICAL 388 10:30:00 Car / Taxi 2 BN44 3ND 517400 111000 Home BN44 3DG 516800 111700 Social / Recreation Weekly 140 140
6276 7 ILLOGICAL 391 10:30:00 Car / Taxi 2 BN25 2RE 547000 99900 Home BN17 6AW 503000 102200 Social / Recreation Monthly 279 127
6277 7 ILLOGICAL 394 10:30:00 Car / Taxi 1 BN13 3QT 510700 104400 Home BN13 3QT 510700 104400 Social / Recreation Weekly 114 114
6278 7 ILLOGICAL 422 11:00:00 Car / Taxi 2 BN16 4DW 506000 103600 Home BN11 1AA 514800 102800 Personal Business Weekly 365 110
6279 7 ILLOGICAL 430 11:00:00 Car / Taxi 1 BN13 3DH 512700 106100 Home BN13 3DH 512700 106100 Social / Recreation Weekly 115 115
6280 7 ILLOGICAL 438 11:00:00 Car / Taxi 1 RH20 3BX 513000 115600 Employers Business RH10 7HA 529700 135900 Employers Business Other (specify) One Off 94 393
6291 7 ILLOGICAL 527 12:00:00 Car / Taxi 1 TW11 0QF 514700 171300 Home RG25 3JT 451100 149500 Social / Recreation Monthly 288 250
6292 7 ILLOGICAL 534 12:15:00 Car / Taxi 1 BN3 5RH 527500 105200 Employers Business BN13 3EF 511900 105900 Work Weekly 277 115
6293 7 ILLOGICAL 538 12:15:00 Car / Taxi 2 BN25 2QE 547300 99500 Home BN25 2QE 547300 99500 Home Other (specify) One Off 279 279
6294 7 ILLOGICAL 558 12:30:00 Car / Taxi 3 BN13 2DS 513100 104800 Home BN12 4ET 512100 102900 Social / Recreation Yearly 373 111
6295 7 ILLOGICAL 561 12:30:00 Car / Taxi 2 BN13 1HJ 512900 103800 Home BN12 4ET 512100 102900 Social / Recreation Daily 109 111
6296 7 ILLOGICAL 562 12:30:00 Car / Taxi 1 BN14 8JE 514500 104300 Work BN14 9QA 513400 105600 Home Daily 109 107
6297 7 ILLOGICAL 578 12:30:00 Car / Taxi 2 BN13 3AJ 512400 106300 Home BN13 3AJ 512400 106300 Home Weekly 115 115
6298 7 ILLOGICAL 585 12:45:00 Car / Taxi 2 BN1 3FL 530500 104500 Social / Recreation BN13 2LN 512300 105500 Home Other (specify) One Off 278 373
6299 7 ILLOGICAL 595 12:45:00 Car / Taxi 3 BN13 3QB 510800 104300 Home BN13 3QB 510800 104300 Home Yearly 114 114
6300 7 ILLOGICAL 601 13:00:00 Car / Taxi 3 BN13 2PT 512100 105400 Personal Business BN12 4PE 511300 102600 Social / Recreation Weekly 373 112
6301 7 ILLOGICAL 602 13:00:00 Car / Taxi 1 PO20 0FG 486000 94100 Home BN11 4AJ 513900 102700 Work Monthly 3 374
6302 7 ILLOGICAL 605 13:00:00 Car / Taxi 2 BN14 0TF 512100 108800 Social / Recreation BN14 0TF 512100 108800 Home Monthly 97 97
6303 7 ILLOGICAL 607 13:00:00 Car / Taxi 2 BN23 8EX 562400 103500 Holiday Home / Hotel BN11 1AA 514800 102800 Social / Recreation Other (specify) One Off 274 110
6304 7 ILLOGICAL 621 13:15:00 Car / Taxi 1 BN14 7LB 513400 103500 Work BN14 7LB 513400 103500 Home Weekly 109 109
6327 7 ILLOGICAL 796 15:00:00 Car / Taxi 1 BN13 3ER 511900 105800 Work BN13 3ER 511900 105800 Work Weekly 115 115
6328 7 ILLOGICAL 839 15:15:00 Car / Taxi 1 TW6 3XZ 507900 174500 Personal Business BN14 0RG 511900 109300 Personal Business Other (specify) One Off 262 97
6329 7 ILLOGICAL 853 15:30:00 Car / Taxi 2 BN14 0AL 513300 106300 Home BN14 0AL 513300 106300 Home Other (specify) One Off 107 107
6330 7 ILLOGICAL 862 15:30:00 Car / Taxi 1 BN14 8ND 515700 104100 Work BN14 8ND 515700 104100 Work Daily 105 105
6331 7 ILLOGICAL 863 15:30:00 Car / Taxi 1 BN11 1AA 514800 102800 Social / Recreation BN15 9RJ 517900 105400 Home Monthly 110 101
6332 7 ILLOGICAL 864 15:30:00 LGV (Van) 3 PO21 4QG 489400 98000 Work BN2 5PF 533700 104400 Work Other (specify) One Off 340 278
6333 7 ILLOGICAL 866 15:45:00 Car / Taxi 2 BN2 1TW 531300 103800 Social / Recreation PO20 8AJ 477700 98300 Social / Recreation Other (specify) One Off 278 7
6334 7 ILLOGICAL 867 15:45:00 Car / Taxi 3 BN15 9DH 518500 104700 Home BN43 5YH 521300 104600 Social / Recreation Yearly 102 132
6335 7 ILLOGICAL 877 15:45:00 Car / Taxi 1 BN11 2BP 515600 103500 Home BN11 2BP 515600 103500 Home Weekly 104 104
6336 7 ILLOGICAL 882 15:45:00 Car / Taxi 1 BN11 1AA 514800 102800 Work BN11 1AA 514800 102800 Work Daily 110 110
6337 7 ILLOGICAL 886 15:45:00 Car / Taxi 1 BN14 7NB 513300 103600 Home BN14 7NB 513300 103600 Home Monthly 109 109
Appendix C. Initial tour proportions from NTS data
The following tables show the proportion of trips going out and returning in each time period for home-based trip purposes, by mode. The time periods following the standard definitions:
AM peak 0700-1000
Inter-peak (IP) 1000-1600
PM peak 1600-1900
Off-peak (OP) 1900-0700
Table C.1: Initial tour proportions for home-based work. Return time AM IP PM OP Total
Car
Out
boun
d tim
e
AM IP PM OP
Total
2.50% 0.00% 0.18% 1.59% 4.27%
13.56% 3.79% 0.10% 4.02% 21.47%
45.18% 7.03% 3.01% 3.05%
58.27%
5.64% 3.39% 3.30% 3.66%
15.99%
66.88%14.21%6.59%12.32%
100.00% Bus
Out
boun
d tim
e
AM IP PM OP
Total
2.69% 0.00% 0.15% 1.20% 4.04%
14.49% 3.78% 0.09% 3.04% 21.40%
48.00% 6.87% 2.56% 2.30%
59.73%
5.94% 3.33% 2.81% 2.75%
14.83%
71.12%13.98%5.61%9.29%
100.00% Rail
Out
boun
d tim
e
AM IP PM OP
Total
3.19% 0.00% 0.07% 0.52% 3.78%
17.11% 2.46% 0.04% 1.32% 20.93%
56.84% 4.55% 1.15% 1.01%
63.55%
7.09% 2.19% 1.25% 1.21%
11.74%
84.23%9.20%2.51%4.06%
100.00%
244465/ITD/ITW/4/F 7 February 2011 http://pims01/pims/llisapi.dll/open/1453538064
Tables 2-4 from DIADEM II Calculation of initial tour proportions from NTEM data Remove the time periods where the incoming trip is before the outgoing trip Calculate the redistribution of the Transpose matrix
DIADEM Initial Tour Proportions from NTEM Data A.pdf Split by the assumed proportion of outbound (from home) and inbound (to home) trips in the RSI matrices
HOME BASED WORK HOME BASED WORK
Return Return (same or later time period) Calculate where the transposed trips should be allocated
Car Leave AM IP PM OP Total Car Leave AM IP PM OP Total AM Peak From Outbound From Inbound Assume 96% of trips are outbound
AM 2.50% 13.60% 45.20% 5.60% 66.9% AM 2.86% 15.56% 51.72% 6.41% 76.5% AM 4% 4% 7%IP 0.00% 3.80% 7.00% 3.40% 14.2% IP 0.00% 4.35% 8.01% 3.89% 16.2% IP 20% 0% 20%PM 0.20% 0.10% 3.00% 3.30% 6.6% PM 0.00% 0.00% 3.43% 3.78% 7.2% PM 65% 0% 65%OP 1.60% 4.00% 3.10% 3.70% 12.4% OP 0.00% 0.00% 0.00% 0.00% 0.0% OP 8% 0% 8%Total 4.3% 21.5% 58.3% 16.0% 100% Total 2.9% 19.9% 63.2% 14.1% 100%
InterPeak From Outbound From Inbound Assume 45% of trips are outbound
Bus AM 2.70% 14.50% 48.00% 5.90% 71.1% AM 0% 43% 43%IP 0.00% 3.80% 6.90% 3.30% 14.0% IP 12% 12% 24%PM 0.20% 0.10% 2.60% 2.80% 5.7% PM 22% 0% 22%OP 1.20% 3.00% 2.30% 2.70% 9.2% OP 11% 0% 11%Total 4.1% 21.4% 59.8% 14.7% 100%
PM Peak From Outbound From Inbound Assume 10% of trips are outbound
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