Stobart Park / 3MG Site, Widnes · use class), and 13.7MWe biomass facility and associated timber storage on the Stobart Park / Mersey Multi-Modal Gateway (3MG) Site in Widnes. There

Stobart Park / 3MG Site, Widnes

Transport Assessment

For

Stobart Developments Limited

Issue 1 – June 2011

Stobart Park, 3MG, Widnes 80962/001jls.rep

Page 2 June 2011

CONTROL SHEET

CLIENT: STOBART DEVELOPMENTS LIMITED

PROJECT TITLE: STOBART PARK / 3MG, WIDNES

REPORT TITLE: TRANSPORT ASSESSMENT

PROJECT REFERENCE: 80962

Issue and Approval Schedule:

ISSUE 1

FINAL

Name Signature Date

Prepared by J L SAMUEL

18/05/2011

Reviewed by G SPELLER

05/06/2011

Approved by G SPELLER

06/06/2011

Revision Record:

Issue Date Status Description By Chk App

2

3

4

5

6

7

8

This report has been prepared in accordance with procedure OP/P03 of W A Fairhurst & Partners' Quality Assurance System.

W A Fairhurst & Partners Wellesbourne House, Walton Road, Wellesbourne, Warwickshire, CV35 9JB

Tel. No. 01789 470512 Fax: 01789 470619 E-mail: [email protected]


Page 3 June 2011

Contents

1.0 Introduction 5

2.0 Site Location and Local Transport Network 8

3.0 Development, Access and Parking Proposals 10

4.0 Transport Policy 12

5.0 Sustainable Transport Provision 24

6.0 Traffic Impact 28

7.0 Road Safety 36

8.0 Conclusions 38

Figures

Figure 2.1 – Site Location Plan

Figure 6.1 – Location of Assessed Junctions

Figure 6.2 – Counted Traffic Flows 2011

Figure 6.3 – Base Traffic Flows 2015

Figure 6.4 – Base Traffic Flows 2030

Figure 6.5 – Committed Development Traffic

Figure 6.6 – Proposed Development Traffic 2015

Figure 6.7 – Proposed Development Traffic 2030

Figure 6.8 – Base Traffic 2015 plus Committed plus Development Traffic

Figure 6.9 - Base Traffic 2030 plus Committed plus Development Traffic

Figure 6.10 – Comparison of Traffic Flows 2015


Page 4 June 2011

Appendices

Appendix A – Mersey Crossing Scheme Layout

Appendix B – Proposed Site Layout Plan

Appendix C – Trip Generation Technical Note

Appendix D - ARCADY Output files

Appendix E – Accident Analysis


Page 5 June 2011

1.0 INTRODUCTION

1.1 The following Transport Assessment (TA) has been prepared on behalf of Stobart

Developments Limited to consider the transport implications of a proposed

development comprising 131,550sq m of storage and distribution floorspace (B8

use class), and 13.7MWe biomass facility and associated timber storage on the

Stobart Park / Mersey Multi-Modal Gateway (3MG) Site in Widnes. There are

also associated proposals to provide 25,885sq m of office floorspace on land to

the south east of the Stobart Park / 3MG site to accommodate the expected

growth for employment for the Stobart Group of companies including Eddie

Stobart, Stobart Ports and Stobart Rail. The impact of this development will be

considered as part of a separate planning application.

1.2 The area proposed for development is included within the 3MG Masterplan site

adjacent to the existing Stobart Port Trans-Modal Container Port accessed via

Desoto Road. The site benefits from a current outline planning consent for

109,451sq m of storage and distribution floorspace proposed to operate as a

Regional Distribution Centre (RDC). This scheme was submitted in November

2007 (Planning Reference 07/00815/FULEIA) granted permission in 2008.

1.3 A number of scoping discussions have been undertaken with Halton Borough

Council (HBC) in advance of submission of the planning application. HBC have

provided W. A. Fairhurst and Partners (WAF) with a number of technical transport

reports to assist in preparing this assessment. These include the following:

� Proof of Evidence prepared by Atkins in March 2003 for Transport and

Highways Issues as part of the Halton Unitary Development Plan Public Inquiry

(Reference: CD/M/8);

� TA prepared by Atkins in February 2008 for development on the HBC Fields site

(Reference: 5052120_3MG) on the western section of the 3MG Site;

� Technical Note prepared by Gifford in August 2008 (Reference: B4027D-

Technical Note 005) which utilised base traffic flows from the Atkins TA and


Page 6 June 2011

assessed the Ditton Interchange within the vicinity of the site in relation to the

impact of the Second Mersey Crossing.

1.4 This TA has been undertaken in accordance with the Guidance for Transport

Assessment, published by the DfT in March 2007 and in line with discussions

undertaken at scoping meetings with Halton Borough Council (HBC) Highways on

23rd February 2011 and 21st April 2011.

1.5 The scoping meetings with HBC identified the extent of the study area, committed

development to be included within the assessment, years of assessment, and the

required time periods for assessment. WAF subsequently commissioned

independent traffic surveys within the vicinity of the site in March 2011 to

establish traffic flow on the local highway network.

1.6 A comprehensive traffic analysis has been undertaken for a design year of 2015

prior to the completion of the Second Mersey Crossing and 2030 which would

include for a design year of 15 years following the completion of the new

crossing. Traffic flows which include committed and proposed development

traffic levels in 2015 have been compared with the assessment undertaken by

Gifford for the purposes of assessing the capacity of the highway network with

the Second Mersey Crossing scheme.

1.7 Road access to the site is retained from a recently constructed roundabout which

currently serves the Stobart Port Trans-Modal Container Port and chilled RDC

operated by Tesco. The site is also currently occupied by a number of small

industrial and distribution type premises which will be relocated to facilitate

development.

1.8 A road safety analysis has been undertaken which is based on data provided by

HBC for the latest 5 year period.


Page 7 June 2011

1.9 The proposed development is supported by a framework Travel Plan document

which has been prepared to reduce reliance on the private car. The Travel Plan

contains targets for reducing solo driving and promoting the use of sustainable

modes which will be encouraged through a number of initiatives. The Plan will be

monitored on a regular basis.


Page 8 June 2011

2.0 SITE LOCATION AND LOCAL TRANSPORT NETWORK

Site Description

2.1 The site occupies a total area of 34 hectares is located at Stobart Park / 3MG

Multi Modal Gateway (formerly known as the West Bank Industrial Estate)

approximately 1 kilometre (0.6 miles) south west of Widnes Town Centre. The

site is previously developed industrial land and has recently benefited from

funding from the Government’s Regional Growth Fund to promote the

regeneration of the area.

2.2 The area of the site is largely vacant, occupied by existing storage and

distribution premises and adjoins most notably the existing Stobart Port Trans-

Modal container port and the recent development of a new distribution centre for

Tesco. The site is bounded to the north by the West Coast Mainline and to the

east by Marsh Brook running south to the Mersey Estuary. The Tesco RDC lies

immediately to the east of Marsh Brook. West of the site lies a large reclamation

mound and existing warehouse and distribution units. The southern area of the

site consists of three parcels of land and/or buildings divided by the Mathieson

and Ronan Roads. The area consists primarily of B8 storage and distribution

uses.

2.3 Access to the site is from Desoto Road to the east of the development site via the

recent improved roundabout junction with MacDermott Road, Desoto Road East

and Desoto Road West. This roundabout has recently been remodelled as a 6

arm roundabout, which was constructed to provide an improved access to the

recent Tesco RDC development and Stobart Port Trans-Modal Container Port

developments.


Page 9 June 2011

Local Transport Network

2.4 The Stobart Park / 3MG site is located in an area with excellent strategic road

access with links directly to the A533 Queensway dual carriageway and A562

Speke Road. Access to the motorway network is provided via the A5300

Knowsley Expressway to Junction 6 of the M62 to the north. To the south access

to the M56 is provided via the A533 Runcorn Bridge and the A557 Weston Point

Expressway to the south at Junction 12.

2.5 The location of the site in relation to the surrounding transport network is shown

in Figure 2.1.

Planned Network Improvements

2.6 HBC have advised that the Second Mersey Crossing is planned to be complete

and in operation by 2015. The Mersey Gateway Bridge will link the Central

Expressway in Runcorn with the Eastern Bypass and Speke Road in Widnes.

The bridge will be tolled and operate with 3 lanes in each direction. The new

bridge will provide additional capacity across the Mersey and will lead the

infrastructure investments required to deliver regeneration of Halton and the

North West.

2.7 The scheme layout plan within the vicinity of the 3MG site and the surrounding

network for improvement is included in Appendix A. The plan shows that the

existing Ditton Road/Queensway/Speke Road roundabout junction and the Moor

Lane roundabout junction will be significantly improved as a result of the Mersey

Crossing and be remodelled in the form of a signalised junction.


Page 10 June 2011

3.0 DEVELOPMENT, PARKING AND ACCESS PROPOSALS

Development Proposals

3.1 The proposal is for the comprehensive remediation and redevelopment of the site

via the submission of an outline planning application including details of access to

deliver 131,550sqm of new B8 distribution and warehousing (storage and

distribution) floorspace, including a Vehicle Maintenance Unit, a 13.7MWe

biomass facility and associated timber storage. The indicative site layout is

shown in Appendix B.

3.2 Currently the indicative masterplan identifies a total of 4 units for storage and

distribution use with a total floor area of 131,550sq m. The masterplan identifies

the total floor area of each unit, as follows:

� Unit 1 – 78,950sq m

� Unit 2 – 19,500sq m

� Unit 3 – 31,600sq m

� Unit 6 – 1,500sq m

Access Proposals

3.3 The site will be accessed via a new access road joining the Desoto Road arm of

the roundabout junction to the north east boundary of the site from the Desoto

Road East and A533 Queensway. This will be the main route for vehicular

access with an emergency access provided to Foundry Lane on the western

boundary of the site. A shared cycle/footway link is proposed through the site.

3.4 It is proposed to replace the existing highway network west of Desoto Road,

creating an improved network to serve the storage and distribution units, biomass

facility, Vehicle Maintenance Unit (VMU) currently under construction as part of

the Tesco RDC and the existing Stobart Trans-Modal Container Port.


Page 11 June 2011

Parking Proposals

3.5 Parking provision for the units is anticipated to be approximately for 970 spaces in

total. The Halton Unitary Development Plan 2005 sets out maximum parking

standards for new developments. For B8 (storage and distribution), 1 space per

50sq m of floor space is given as a maximum provision. The parking level

proposed is therefore below maximum standards and reflects the size and typical

operation of this type of development.


Page 12 June 2011

4.0 TRANSPORT POLICY

National Policies

The 2011 Transport White Paper

4.1 Paragraph 1.3 of this Paper sets out a vision of a transport system that can drive

economic growth but is also greener and safer and improves quality of life. It will

involve improving passenger and freight links and targeting investment in new

projects that promote low-carbon growth. Paragraph 1.8 also identifies

congestion as a major problem and emphasises the promotion of public transport,

walking and cycling, particularly for short journeys.

4.2 It also notes in paragraphs 2.11-12 that transport has a role to play in enabling

people to find and travel to work and it emphasises the need to make access to

jobs and services easier for disadvantaged groups.

4.3 Chapter 4 continues to advocate workplace travel plans as a means to encourage

more sustainable travel patterns.

Delivering a Sustainable Transport System (2008)

4.4 This Department for Transport report sets out five goals for transport policy:

• to support economic growth;

• to tackle climate change;

• to contribute to safety, security and health;

• to promote equality of opportunity; and

• to improve quality of life and promote a healthy natural environment (para.

1.5).


Page 13 June 2011

It aims to achieve the first of these while supporting the other four (paragraph

4.6).

4.5 Figure 4.1 identifies Merseyside as one of ten major port areas and the trans-

Pennine route as one of 14 strategic national corridors connecting ports, airports,

conurbations and areas of major growth and on which transport investment

should be focused.

Planning Policy Statement PPS4: Planning for Sustainable Economic Growth (2009)

4.6 This Policy Statement gives guidance on balancing the needs for sustainability

and competitiveness in promoting economic development. Policy EC8 calls on

local planning authorities to set maximum car parking standards for non-

residential development, taking into account the need to promote sustainable

modes, tackle congestion, meet air quality objectives and reduce carbon

emissions. Policy EC18 adds that these local parking standards should apply

unless a transport assessment shows that more parking is needed and that

measures will be taken to minimise the need for parking.

4.7 Policy EC2 states that local development frameworks should identify, protect and

promote key distribution networks. Developments that generate substantial freight

movements should be located so as to minimise carbon emissions, avoid

congestion, preserve local amenity interests as far as possible and be accessible.

4.8 Policy EC10 states that local planning authorities should adopt a positive and

constructive approach towards planning applications for economic development,

assessing them against various considerations including accessibility by a choice

of means of transport including walking, cycling, public transport and the car. This

must take into account the effect on local traffic levels and congestion (especially

for access to the trunk road network) after public transport and traffic

management measures have been secured. This policy appears to apply in this


Page 14 June 2011

case as local planning documents (see below) specifically favour B8 development

at the site.

Planning Policy Statement PPS12: Local spatial planning (2008)

4.9 This Statement sets out the role of spatial planning in achieving local authorities’

wider objectives for their communities. Thus, it should address social and

economic issues by ensuring, among other things, that local residents have

access to work and that the necessary infrastructure for supporting economic

development is in place (para. 2.5).

Planning Policy Guidance note PPG13: Transport (2001)

4.10 PPG13 explains the Government's principal policies relating to transport and

planning. Much of it deals with providing local access to developments, for

example for employees. Paragraph 4 states that the object is to integrate

transport and land use planning to:

• promote sustainable choices for the movement of people and freight,

• promote accessibility to jobs, and facilities by walking, cycling and public

transport, and

• reduce the need to travel, especially by car.

– while paragraph 6 states that employment related developments should offer a

realistic choice of access by public transport, walking and cycling.

4.11 Paragraphs 52-54 set out the concept of applying maximum parking standards as

part of a programme to tackle congestion and to promote sustainable modes. The

guidance also emphasises the role of workplace travel plans (paragraph 90).

Local land use policies

The Halton Unitary Development Plan (2005)


Page 15 June 2011

4.12 The Unitary Development Plan (UDP) is the current development plan for Halton

Borough pending the adoption of the Local Development Framework (LDF). In

March 2008 the Secretary of State for Communities and Local Government

directed that all but six policies in the UDP would be saved until superseded by

the LDF. However, the transport policies set out here will remain in force after the

Core Strategy is adopted but will ultimately be superseded by emerging Local

Development Documents (LDDs) such as the ”Transport and Accessibility”

Supplementary Planning Document (SPD) that is in course of preparation.

4.13 The majority of the site is allocated as a Primary Employment Area, under policy

E3 of the Halton Unitary Development Plan (HUDP) (2nd Deposit, April 2008).

The area of the Reclamation Mound is allocated Greenspace, although previously

developed.

4.14 Saved Policy E7 approves the development of a phased strategic inter-modal rail

freight park on land at Ditton, provided that it complies with all of the following

conditions, among others:

• it is for use by businesses that will use, or support the use of, rail to transport

freight;

• it will be suitable for occupation by regional or national distribution companies;

• it will not prejudice improvements to the passenger rail network; and

• it will not have a significant adverse impact on local transport networks and

the trunk road network (also saved policy TP15).

Policy E7 will be superseded when the Core Strategy is adopted. Saved Policy

TP13 supports this policy and the supporting text adds that the proposed facility

is considered to be of regional significance.

4.15 Saved Policy TP 1 requires development to have adequate access by public

transport, with no buildings more than 400 metres walking distance from a bus

stop or a railway station. The supporting text notes the low car ownership in

Halton and the need to ensure that local people have good access to potential

employment by public transport.


Page 16 June 2011

4.16 Saved Policy TP3 safeguards the use of Ditton station and the Shell Green rail

route (running from Ditton via a possible station at Widnes South to join the trans-

Pennine main line east of Widnes) with a view to their possible reopening.

4.17 Saved Policies TP6 and TP7 require development to provide safe and convenient

access on foot and by cycle with links to existing and proposed routes, including

the Greenways. Policy TP9 defines Greenways as proposed and potential off-

road routes for walking, cycling and possibly horse riding and the Proposals Map

shows a proposed route parallel with and north of Ditton Brook, northwest of the

proposed development.

4.18 Developments are to provide safe, secure and covered cycle parking with a

minimum of one space per 500 square metres while there must be one motor

cycle space for every 25 car park spaces. Where it appears that a large number

of people may cycle there, additional facilities such as showers and changing

facilities should be provided.

4.19 The Trans-Pennine Trail and the Mersey Way run along the north bank of the

Mersey, south of the site. Saved Policies TP9 and TP10 aim to protect access to

and amenity on this route; development on or adjoining it should enhance its

condition and appearance, provide appropriate segregation and access and

ensure priority to its users at any junctions.

4.20 Saved Policy TP12 requires new developments to have appropriate levels of off-

street car parking with a maximum for storage and distribution (B8 use) of one

space per 50 square metres of gross floor area. 10% of the spaces are to be of

mobility standard (at least 3.66 metres wide) with at least half of these for the

exclusive use of disabled people.

4.21 Saved Policy TP14 requires that the transport assessment for a B8 development

of 10,000 square metres or more should:

• illustrate accessibility to the site by all modes and the likely modal split;

• propose measures to improve access by public transport, walking and cycling;


Page 17 June 2011

• reduce the need for parking; and

• set out measures to mitigate the transport impacts.

4.22 Saved policies TP17 and TP19 require safe access to the transport network and

safe on-site circulation to protect all road and transport users; also measures to

avoid aggravating pollution in areas of poor air quality.

4.23 Saved Policy TP16 states that major employment related developments will

require travel plans in order to reduce car use, increase use of sustainable

modes, increase safety and make delivery and freight movements more

environmentally friendly. The plan should also set out possible alternatives to

making the trip in the first place.

The Core Strategy for Halton’s Local Development Framework

4.24 This was published in November 2010 as a Proposed Submission Document,

with a view to submission to the Secretary of State in April or May 2011 and final

adoption in early 2012.

4.25 Policy CS4 and paragraph 7.9 reaffirm the site’s continuing status as a Regional

Employment Site. Policy CS8 identifies it as a Key Area of Change with the

potential to deliver 90ha of land for regionally important logistics and distribution

development. It will offer sustainable, mostly rail, connections to other freight

facilities in the sub-region.

4.26 Policy CS15 aims to support a reduction in the need to travel, to ensure that new

developments are highly accessible and to encourage travel by sustainable

modes. Specifically, it aims to protect Halton’s existing Sustainable Transport

Network and to develop new sustainable routes and facilities including:

• a cross-river sustainable transport route across the Silver Jubilee Bridge in

association with the Mersey Gateway Project;

• pedestrian and cycling routes and facilities, especially in association with the

Key Areas of Change;


Page 18 June 2011

• reinstated or new railway routes and stations where appropriate, including the

Halton Curve rail route in southwest Runcorn and a station in central Widnes;

and

• park and ride facilities in appropriate locations.

Paragraph 18.3 notes that the Sustainable Transport Network includes the

Greenways, the Mersey Way and the Trans Pennine Trail as well as more urban

walking, cycling and public transport facilities.

4.27 Policy CS16 supports the Mersey Gateway Project in which a toll bridge will be

constructed to the east of the present road bridge, replacing it as the primary road

crossing of the Mersey between the M6 Thelwall viaduct and the tunnels in

Liverpool. The Silver Jubilee Bridge will then be used for local movements,

particularly by sustainable modes: walking, cycling and buses.

The Mersey Multi-Modal Gateway (3MG) Supplementary Planning Document

4.28 This document was adopted in August 2009. It is based upon the Ditton Strategic

Rail Freight Park Master Plan that was adopted in December 2004 but it covers a

wider area.

4.29 Paragraph 3.2 sets out the vision for the area as to create a national, regional

and sub-regional rail freight facility. This will involve the enhancement of its road

and rail infrastructure, giving connections to the strategic road network and

mitigating the impacts on local communities (paragraphs 3.4-5).

4.30 Policy 8.16 requires development to adhere to sustainability principles

throughout. Policy 8.12 states that pedestrian routes should be clearly defined,

giving direct links within the development and to public transport stops. Cyclists

should have safe and convenient routes and covered and secure cycle storage

with showers and changing facilities. Car parking should be usable, safe and

secure for both people and vehicles.

4.31 Policy 9.6 states that at Site C (the site of the proposed development, referred to

as Site 255 in the 2004 Master Plan) the most appropriate land uses will be those


Page 19 June 2011

that use, or support the use of, the railway for freight movement, including both

storage and distribution (Use Class B8). There could also be retail or catering

uses (A1 or A3) related to truckstop or drivers’ rest facilities in the “Green Wedge”

area. Development principles include:

• access to and/or provision of public transport facilities;

• the creation of a new rail corridor, including a bridge across Steward’s Brook,

to improve the reception sidings and the site’s links with the rail network; and

• pedestrian footpaths integrated into the whole scheme

Local transport policies

The Third Local Transport Plan for Halton 2011-2026 (LTP3)

4.32 This document has been produced jointly with the Local Transport Plan (LTP) for

Merseyside. Among its goals are to enhance cross Mersey links, including the

Mersey Gateway project, and to promote a clean and low carbon transport

system that allows people to connect easily with jobs and services and facilitates

the movement of goods. It notes that congestion is a key issue, particularly on the

Silver Jubilee Bridge. Chapter 9 sets out the primary transport strategies.

4.33 The LTP3 recognises the Stobart Park / 3MG development as a key area for

change. To improve access to this and similar developments, developer

contributions will be used to promote sustainable modes, possibly including

supporting bus services. However, infrastructure improvements to ensure access

may not be a sustainable option and parking restraint and travel plans, possibly

on an area-wide basis, will play an important role.

4.34 For public transport, the priorities are to maintain a core network serving main

centres and to ensure strategic employment links “to meet the main employment

patterns of major employers” and to give good interchange with the core network

and with local community services. The core network includes a route from

Broadheath, through Ditton and along Hale Road through Hale Bank towards

Speke (Mersey Gateway Sustainable Transport Strategy Figure 1.1). The


Page 20 June 2011

employment links could be a mixture of fixed route and demand responsive

services; there are none serving the proposed site at present (ibid., paragraph

2.10.21). Developing and improving key cross-boundary links, for example to

Merseyside, is also important (pages 70-72). Real time passenger information

(RTPI) has been installed at some key stops but its future is being reviewed

(page 102).

4.35 Two Quality Transport Corridors, with bus priority, improved stops and pedestrian

routes, have already been implemented in Widnes, one running east-west along

Liverpool Road and the other north-south between Widnes and Runcorn stations.

Proposals for further improvements on Waterloo and Victoria Roads are on hold

as the Mersey Gateway scheme will affect this part of central and south Widnes.

A zonal scheme with bus stop and pedestrian improvements has also been

implemented on Hale Road and Halebank Road and similar improvements and

cycleway links have been provided to support the opening of the Stobart Park /

3MG goods distribution development at Desoto Road (pages 148-9). Although

there is potential for further such improvements serving new employment sites,

the emphasis appears to be moving towards targeting access to older sites (page

150).

4.36 Strategies for cycling include making use of the Mersey Gateway (see below),

offering good quality and well signed routes and appropriate cycle parking at

developments. Cyclists’ needs are to be taken into account on all new and

improved highway schemes, including those proposed by developers (page 80).

4.37 Freight transport is a major activity in the area and there is a joint proposal with

the Merseyside authorities to develop a SuperPort that will include 3MG.

However, the Silver Jubilee Bridge is not only congested but has substandard

lane widths, making it undesirable for HGVs. Page 98 lists various strategies

including locating freight distribution sites next to rail linkages and docks where

possible but with suitable road access. Rail links are to be promoted and

upgraded and roads and junctions are to be improved to assist HGV movements

where this is appropriate and feasible. The Council will promote the Merseyside


Page 21 June 2011

and Halton Freight Quality Partnerships, enhance HGV routeing and signing and

seek provision for overnight HGV parking in suitable locations.

4.38 For passenger rail, it is proposed to upgrade the little-used Halton Curve between

Frodsham and Runcorn to allow regular passenger services between Liverpool

and Chester. The reopening of Ditton station, to the northwest of the development

site, could form part of this scheme; its catchment area is not large enough for it

to go ahead on a stand-alone basis (page 132). The reopening will be funded as

a major scheme but a formal submission is unlikely for another three years (page

199).

4.39 Page 138 refers to the formulation of policies to require the provision of charging

points for electric vehicles at new developments.

4.40 Road schemes affecting the area round the site centre upon the Mersey

Gateway. The Council will enter into partnerships with developers and other

agencies to promote highway improvements that contribute to the economic

regeneration and renewal of the Borough (page 159). An example is a relief road

for Hale Bank, to be funded primarily through developer contributions with some

LTP funds (page 156).

The Mersey Gateway Sustainable Transport Strategy (2009)

4.41 Paragraph 4.1.2 of this document sets out the Strategy’s vision “to identify and

promote a network of high quality, safe, affordable, accessible and

environmentally friendly travel measures for local residents, businesses and

visitors to Halton, which support the key objectives of the LTP and the [Mersey

Gateway] Project”. Paragraphs 1.1.7 and 1.2.2-3 state that freeing up capacity on

the Silver Jubilee Bridge will create opportunities to improve communication

between Runcorn and Widnes by public transport, on foot and by cycle.


Page 22 June 2011

4.42 The Strategy also aims to achieve the objectives of a Mersey Gateway

Regeneration Strategy (2008), which include upgrading the West Bank area of

Widnes as an attractive, mixed land use area with a new neighbourhood centre

on the Waterloo Road corridor (paragraphs 4.8.5-7). This area is to the east of

the railway viaduct and hence somewhat separated, though not remote, from the

3MG site.

4.43 In effect, the Strategy is to uncouple the Silver Jubilee Bridge from the strategic

highway network so that it becomes more suited for local than for long distance

travel (paragraph 4.8.11). This will be accompanied by downgrading the A533

(Queensway) to a local two-way road with new at-grade junctions allowing better

local traffic movements within and between West Bank and the surrounding

areas.

4.44 Some of the road space on the bridge formerly used by motorised traffic will be

dedicated to pedestrians and cyclists. They will be able to follow clearer and more

easily defined routes through the West Bank area, especially in a north-south

direction (paragraphs 4.8.7), and these will continue through Widnes and beyond

into neighbouring areas. Orbital cycle routes in Widnes are also proposed to link

residential, commercial, leisure and employment areas (paragraph 4.4.53).

4.45 It is proposed to develop a bus based rapid transit system (Section 4.4)

comprising an upgrading of the existing Runcorn busway, linked via the Silver

Jubilee Bridge with upgraded but on-street services in Widnes. New buses and a

high quality information system will be provided. Cross boundary services could

be added (paragraphs 4.4.3, 4.4.12). Completion of the network is expected in

2023 (paragraph 4.4.20).

4.46 One of the three rapid transit routes will serve Widnes but it will continue north

from the Silver Jubilee Bridge to Liverpool Road before turning west to Hough

Green (paragraph 4.4.18). However, it will serve a public transport interchange at

West Bank from where a shuttle bus will link with Widnes town centre, other

points in central Widnes and Stobart Park / 3MG. This shuttle will be launched in


Page 23 June 2011

2014/15 with financial support from the bridge tolls, with a view to becoming

commercially self-supporting in 2019 (paragraphs 4.4.25-7 and Diagram 4.1).

4.47 The public transport improvements would be accompanied by a smartcard that

could be used for bus travel, cycle hire and payment of bridge tolls (paragraph

4.4.37).

4.48 There are no specific rail improvements that are linked directly with the current

proposal although facilities at all the borough’s railway stations will be upgraded

(paragraph 4.4.57). However, it would be hoped to accelerate the upgrading of

the Halton Curve (paragraph 4.4.76).

4.49 There would be continued development of personal travel planning services and

schemes to help people without cars to travel to work (paragraph 4.4.50).


Page 24 June 2011

5.0 SUSTAINABLE TRANSPORT PROVISION

5.0.1 The location of the proposed development is such that it affords access by bus.

However, the nearest train station is approximately 3.2 km across the River

Mersey in Runcorn and the surrounding pedestrian and cycle routes are limited

given the location of the site within what is considered to be a principal road

network. The proposed site is therefore considered to have limited access to

sustainable transport modes.

5.0.2 A Travel Plan will be prepared to encourage car sharing, cycling, walking and the

use of the bus network by employees where feasible. The Travel Plan will be

focused on car sharing as this is potentially the most viable option for employees

given the location of the development.

5.1 Bus Access

5.1.1 The nearest bus stops are situated on Waterloo Road approximately 1.2 km or a

15 minute walk from the point of entrance to the site on Desoto Road. One bus

service (79C) operates every 15 minutes Monday-Saturday during the daytime

and every half hour after 18:00 and on Sundays. This serves Murdishaw,

Runcorn, Widnes and Liverpool. A similar service (110) is available to

Warrington which operates half hourly Monday-Saturday every 20 minutes and

every 60 minutes after 18:00 and on Sundays until 16:00. Table 5.1 includes

details of the bus services stopping on Waterloo Road.

5.1.2 At a pre-application meeting with HBC it was highlighted that the existing bus

connections within the vicinity of the site are relatively limited with the largest

warehouse unit proposed situated the furthest from the nearest bus stops on

Waterloo Road. It was discussed that a bus route could be extended to enter the

site and that HBC Sustainable Transport Officers would consider approaching the

operator to establish their interest with regards to providing such a facility within

the proposed Site.


Page 25 June 2011

Table 5.1 Bus Services along Waterloo Road, Widnes

5.2 Train Services

5.2.1 There are four train stations in Halton Borough; Widnes, Hough Green, Runcorn

and Runcorn East. There is also a proposal to reopen Ditton station; this would

be the closest to the site but would still be still two kilometres away (Table 5.2).

Table 5.3 shows the destinations served by each of the train stations.

Frequency

Service Route Mon-Sat

daytime

Mon-Sat

after 18:00 Sunday

14 Runcorn – Widnes –

Hough Green – Liverpool

Half hourly

No service south of town

centre


centre

21 Widnes – Chester No

service No service 2-hourly

26 Cronton – Widnes

West Bank hourly No service No service

27 Runcorn – Widnes –

Lunts Heath 1 journey No service No service

61 Runcorn-Widnes-

Liverpool Half

hourly No service


centre

62 Widnes – Halton Lea –

Warrington Every 30 minutes

No service No service

66 Widnes – Runcorn – Moore Promenade

1 journey, Mons &

Sats only No service No service

79C Murdishaw – Runcorn – Widnes – Liverpool

Every 15 minutes

Half hourly Half hourly

82A Halton Hospital –

Runcorn – Widnes – Airport – Liverpool

Half hourly

Half hourly Half hourly

110 Murdishaw – Runcorn – Widnes – Warrington

Every 20 minutes

Every 60 Minutes

Hourly until 16:00


Page 26 June 2011

5.2.2 The location of the train stations are such that the development site is not

considered accessible by this mode of transport.

Time (minutes) Station

Distance

(km) Driving Walking

Widnes 3.4 6 42

Hough Green 4.0 8 57

Runcorn East 11.2 14 -

Runcorn 3.2 5 40

Ditton (if reopened) 2.0 4 25

Table 5.2 Distances of railway stations from the site

Station Destinations Operator

Widnes Liverpool, Warrington Central, Manchester, Sheffield, East Midlands, East Anglia

Northern, East Midlands Trains

Hough Green

Liverpool, Warrington Central, Manchester (stopping trains only)

Northern

Runcorn East

Liverpool, Warrington Bank Quay, Manchester, Chester, North Wales

Arriva Trains Wales

Runcorn Liverpool, Crewe, Birmingham New Street, London Euston

London Midland, Virgin Trains

Ditton (if reopened)

Liverpool, Crewe (stopping trains only) n/a

Trains to Manchester serve Oxford Road and Piccadilly stations. Trains to Liverpool serve Lime Street and (except Virgin Trains) Liverpool South Parkway.

Table 5.3 Train services in Halton

5.3 Walking and Cycling

5.3.1 Halton has an extensive and growing network of routes dedicated to pedestrians

and cyclists and some of them could form approach routes to the site. National

Cycle Route 62, the Trans Pennine Trail, follows the bank of the Mersey along

the south edge of the application site and the adjacent Tesco RDC, and links with

the West Bank area of Widnes, Penketh and Warrington. To the west it links with

Hale and with Speke, on the edge of Liverpool. There is a pedestrian route

across the Silver Jubilee Bridge into Runcorn.


Page 27 June 2011

5.3.2 There will be two points of access to the site for pedestrians; from Desoto Road

to the east and Foundry Lane to the west. A shared cycle/footway will be

provided through the site. The footways constructed within the site will benefit

from street lighting.

5.3.3 Secure cycle parking will be provided on site and employees will be encouraged

to cycle to the proposed development through various measures identified within

the Travel Plan. Changing facilities and lockers will be provided on site

specifically for those who chose to cycle or possibly run to work.


Page 28 June 2011

6.0 TRAFFIC IMPACT

Counted Traffic

6.1 The scope of the transport assessment and traffic analysis was previously agreed

with officers of the highway authority. The following junctions were observed and

included within the assessment:

� Ditton Road/A652 Speke Road/A533 Queensway/Moor Lane South 5 arm

roundabout (1)

� A562 Ashley Way West/B5419 Moor Lane South/Lower House Lane 4 arm

roundabout (2)

� Two way flows on A533 Queensway south of the slip roads at the A533 junction

with Ditton Road and Moor Lane South (3)

� Desoto Road/MacDermott Road/Tesco access/Desoto Road East/Desoto Road

West 6 arm roundabout (4)

� Stobart Port access/Desoto Road priority T-junction (5)

6.2 A plan showing the location of each of the junctions is shown in figure 6.1.

6.3 Independent traffic counts were undertaken by Community Systems Limited. The

Desoto Road/Tesco/MacDermott Road roundabout junction and the Stobart Port

Trans-Modal Container Port junctions were counted over a 24 hour period starting

at 00:00 on Monday 28th February 2011 to establish daily traffic flows. The

remaining junctions were counted on a neutral weekday, Tuesday 1st March

2011, for the peak periods between 07:30-09:30 and 16:30-18:30. The peak

period for each junction has been identified and the counted traffic flows are

shown in figure 6.2.

6.3 WAF have undertaken a comparison of the 2011 observed flows with the traffic

flows surveyed in 2007 to support a study undertaken by Atkins on behalf of HBC

to the HBC Fields development. The traffic data surveyed in 2007 was also


Page 29 June 2011

considered within a sensitivity test of the Mersey Gateway Model which is

reported within Gifford’s Technical Note dated August 2008. There has been a

significant reduction in peak hour traffic flows between 2007 and 2011 which is

likely to be attributable to the economic downturn.

Base Traffic

6.4 As recommended by the highway authority the traffic analysis has been based on

an assessment year of 2015 with the local highway network being retained in it’s

present form and 2030 following the construction of the second Mersey Crossing

and associated network modifications. The factors used for growth of

background traffic on the network have been derived using TEMPRO6 software

(Dataset 5.4 for Widnes, Urban, and Principal Roads). The flows through the

Desoto Road/MacDermott Road/Tesco access roundabout junction have not

been factored up as it has been assumed that the majority of traffic through this

junction is not background traffic (i.e. traffic associated with the Tesco RDC and

Stobart Port). The assessment for 2030 does not include the Ditton Interchange

and the roundabout junction with A562 Ashley Way West/B5419 Moor Lane

South/Lower House Lane, as this part of the network will change significantly as a

result of the Mersey Crossing, which is programmed to be fully operational before

this time. The base traffic for 2015 and 2030 is shown in figures 6.3 and 6.4

respectively.

Committed Development

6.5 The highway officer has confirmed that the traffic assessment should consider a

number of development sites schemes within the vicinity of the proposed site as

committed development.

6.6 The committed development schemes have been agreed with the highway

authority in advance of submission of the planning application and for this traffic

assessment include the following:


Page 30 June 2011

� HBC Fields development site (as per the Atkins TA);

� Widnes Waterfront Economic Development Zone (as per the Atkins TA);

� Tesco retail store accessed via Lugsdale Road;

� The Windmill Shopping Development.

6.7 The committed development traffic during the peak periods is shown in figure 6.5.

Trip Generation

6.8 The trip generation for the proposed storage and distribution development has

been assumed using the trip rates generated by the existing Tesco Distribution

Centre adjacent to the proposed site. This is a Regional Chilled Distribution

Centre and the traffic movements associated with such a facility tend to be higher

than a non-chilled site as the goods are not stored over a long period of time due

to their short lifespan. It has been confirmed that the Tesco Distribution Centre

was operating at full capacity at the time of the traffic counts (March 2011). A

Technical Note has been prepared by WAF which investigates the trip generation

of storage and distribution sites and justifies the trip rates utilised within this

assessment. This report was submitted to the highway authority in advance of

submission and is included in Appendix C. The trip rates and peak hour vehicle

movements used are set out in table 6.1.

Table 6.1 – Proposed Development Trip Rates and Trips

AM peak 0800-0900 PM peak 1700-1800

IN OUT IN OUT

Lights HGVs Lights HGVs Lights HGVs Lights HGVs

Number of Vehicles

Observed at Tesco 26 33 22 18 17 12 30 24

Trip Rate based on

GFA of 50,168 sq m 0.052 0.066 0.044 0.036 0.034 0.024 0.060 0.048

Proposed

Development Trips 68 86 58 47 45 31 79 63


Page 31 June 2011

6.9 The traffic movements associated with the 13.7MWe biomass unit have been

assumed using vehicle generations estimated at a similar facility (14MW) in

Margam, South Wales, which have subsequently been approved by the highway

authority. The facility will employ 8 staff for a typical working day and will

generate approximately 140 HGVs per week based on the fuel requirements per

year of 160,000 tonnes. Assuming a 10 hour working day, this equates to a

maximum of 8 car movements and 2 HGV movements in both the AM and PM

peak periods.

Trip Distribution

6.10 The distribution of development trips on the local transport network has been

assumed using the distribution used for the previous planning approval on the

site. The light and heavy vehicle trips were distributed using the Great Britain

National Freight Model, which has been approved by the Highway Authority. For

the assessment in 2030, the Highway Authority requested that the distribution is

modified to show all HGV traffic and 80% of light traffic using the new Mersey

Crossing. However, 92% of light vehicles are already routed to the north from

the Desoto Road roundabout (towards the Mersey Crossing) in 2015 and

therefore the distribution of lights remains unchanged. The development traffic in

2015 and 2030 is included in figures 6.6 and 6.7 respectively.

Traffic Impact

6.11 The base traffic in 2015 has been added to the committed development traffic

and proposed development traffic in 2015. The traffic flows are shown in figure

6.8. The following junctions have been assessed in 2015 for the AM and PM

peak periods using ARCADY6 software:

� A562 Ashley Way West/B5419 Moor Lane South/Lower House Lane 4 arm

roundabout (1)

� Ditton Road/A652 Speke Road/A533 Queensway/Moor Lane South 5 arm

roundabout (2)


Page 32 June 2011

� Desoto Road/MacDermott Road/Tesco access/Desoto Road East/Desoto Road

West 6 arm roundabout (3)

6.12 Each junction has been tested with committed development and proposed

development traffic to ensure the worst case scenario. The geometry used for

each junction 1 and 2 have been utilised from the Atkins TA for the High Bay

Distribution Centre (previous planning permission for the 3MG site). For junction

3, the geometry used has been taken from the TA prepared by ADL for the

adjacent Tesco RDC, which is now in operation. The junction assessment output

files are included in Appendix D. For the 2030 assessment, junctions 1 and 2 will

be significantly modified as part of the Mersey Crossing scheme and therefore

have not been tested. The Desoto Road roundabout has been tested in 2030,

however, as explained in paragraph 6.4, no growth factors have been applied to

the movements through this junction. The junction has however been tested with

the altered trip distribution which assumes all HGVs will use the new Mersey

Crossing rather than the Silver Jubilee Bridge. The base traffic in 2030 has been

added to the committed development and proposed development traffic for the

assessment. The traffic flows are shown in figure 6.9. A summary of the results

in 2015 and 2030 are shown in table 6.2 and 6.3 respectively.


Page 33 June 2011

Table 6.2 – Summary of the Junction Capacity Assessment Results in 2015

Junction Scenario Arm Maximum RFC

2015 AM Peak + Committed + Development

Arm A

Arm B

Arm C

Arm D

0.369

0.460

0.611

0.659

1

2015 PM Peak + Committed + Development

Arm A

Arm B

Arm C

Arm D

0.537

0.557

0.804

0.459


Arm A

Arm B

Arm C

Arm D

Arm E

0.534

0.812

0.047

0.435

0.364

2


Arm A

Arm B

Arm C

Arm D

Arm E

0.600

0.663

0.054

0.456

0.379


Arm A

Arm B

Arm C

Arm D

Arm E

Arm F

0.254

0.121

0.039

0.019

0.001

0.240

3


Arm A

Arm B

Arm C

Arm D

Arm E

Arm F

0.215

0.066

0.049

0.027

0.003

0.321


Page 34 June 2011

Table 6.3 – Summary of the Junction Capacity Assessment Results in 2030

6.13 The junction capacity assessments demonstrate that each of the junctions will

operate within capacity in 2015 and 2030 with committed development and

proposed development traffic for both peak periods with no queuing or delays.

6.14 The traffic flows set out within the Gifford Technical Note were utilised from the

Atkins report and counted in 2007. The report was prepared to assess the traffic

associated with the Mersey Crossing and included base traffic in 2015 with

committed development and proposed development traffic at the roundabout

junction of Ditton Road/A652 Speke Road/A533 Queensway/Moor Lane South.

The traffic flows for the same scenario used within this assessment have been

compared to the flows included within the Gifford report. The overall traffic flow

through the roundabout junction for this assessment is significantly lower in the

AM (07:45-08:45) and PM (16:30-17:30) peak periods when compared with the

traffic flows included in the Gifford report, which have subsequently been

approved. The comparison of traffic flows are shown in figure 6.10.

6.15 The Applicant has agreed with HBC that they will commission Gifford to test the

development flows within the TRANSYT model for Second Mersey Crossing.

Junction Scenario Arm Maximum RFC


Arm A

Arm B

Arm C

Arm D

Arm E

Arm F

0.333

0.048

0.039

0.019

0.001

0.238

3


Arm A

Arm B

Arm C

Arm D

Arm E

Arm F

0.199

0.035

0.049

0.027

0.003

0.321


Page 35 June 2011

This will be undertaken following confirmation from HBC that they accept the

traffic analysis included within this Transport Assessment.


Page 36 June 2011

7.0 ROAD SAFETY

7.1 Personal Injury Accident data were obtained from Halton Borough Council for the

latest 5 year period extending from 1st January 2006 to 31st December 2010.

The full accident analysis is included in Appendix E.

7.2 An accident analysis has been undertaken for the accidents recorded on Ditton

Road, the A533 Queensway, Desoto Road and Macedermott Road within the

vicinity of the proposed site. The roundabout junction of Desoto Road and

MacDermott Road was improved in September 2009 when the new Tesco RDC

opened providing direct access from a 6 arm roundabout. The Mersey Crossing

is not proposed to be operational until 2015, which will significantly alter the

layout at a number of junctions within the site vicinity.

7.3 A total of 67 accidents were recorded over the 5 year period, of which 62 were

classed as slight, 5 as serious and none of which were fatal.

7.4 A significant proportion of accidents occurred on Ditton Road (37% or 25

accidents) of which 40% or 10 were rear shunts. Four of these accidents were

classed as serious and the rest were classed as slight. One serious accident

occurred during the hours of darkness and was impaired by alcohol. The vehicle

types are unknown, but a collision occurred between two vehicles travelling in

opposite directions. Another serious accident involved a motorcyclist who slipped

on mud in the road resulting in the driver falling off the bike. The third serious

accident involved a stolen motor vehicle which stopped and reversed at high

speeds towards a police vehicle. The remaining serious accident involved a

motorcyclist who negotiated a left hand bend, presumably lost control and fell off.

7.5 A cluster of accidents can be identified at the roundabout junction of Ditton Road,

Speke Road and Queensway. 12 accidents occurred at this location of which 8

were rear shunts. A further 5 accidents occurred at the roundabout junction to


Page 37 June 2011

the north east of the Ditton Road roundabout, all of which were rear shunt

accidents and one of which was serious. The serious accident was a rear shunt

involving 2 vehicles one of which was a motorcycle and the other car.

7.6 21 accidents occurred on Queensway or on the slip roads to and from the

Queensway. All of these accidents were classed as slight and 9 or 43% of these

were rear shunt manoeuvres.

7.7 A total of 8 or 12% of accidents involved HGVs and 11 or 16% involved LGVs.

None of these accidents were serious. There are no obvious causal factors or

patterns in terms of location of these accidents on the local transport network.

7.8 There are no accidents recorded at roundabout junction of Desoto Road with

MacDermott Road since the improvements were put in place.

7.9 The number of accidents recorded within the study area over the last 5 years

appears to be relatively typical of a principal road network with a high proportion

involving rear shunt type collisions. It can be concluded that there are no current

highway design deficiencies which affect highway safety and there is no evidence

to suggest that traffic generated by the development proposal would be

detrimental in safety terms.


Page 38 June 2011

8.0 CONCLUSIONS

8.1 This TA has been prepared to investigate the transport and highway implications

of the proposed development of 131,550sq m of storage and distribution

floorspace, a 13.7MWe biomass facility and associated timber storage at the

Stobart Park / 3MG site, Widnes.

8.2 The scope of the assessment has been agreed prior to submission with officers

at HBC on behalf of the Highway Authority. The traffic impact in 2015 has been

compared with traffic figures that have been assessed by both Atkins as part of a

previous TA on the 3MG site and Gifford as part of the Second Mersey Crossing

development. Due to a reduction in base flows, the overall traffic proposed in

2015 for the development in question is significantly less than has previously

been approved.

8.3 A proposed cycle/footway link will be provided through the site to improve the

site’s connectivity with the local network. A Framework Travel Plan has also

been prepared which includes initiatives to reduce the reliance on the private car

for staff and visitors.

8.4 An accident analysis has been undertaken for the surrounding local roads and

demonstrates that there are currently no significant safety issues and there is no

evidence to suggest that this will be exacerbated as a result of the proposed

development.

8.5 The TA has demonstrated that there will be no significant impacts of the

proposed development on the local highway network, particularly as the overall

impact is less than has previously been approved. A number of mitigation

measures are proposed to reduce the impact of additional traffic on the local

network.


Page 39 June 2011

FIGURE 2.1


Page 40 June 2011

FIGURE 6.1

1

2

3

5

4

FIGURE 6.1 – LOCATION OF ASSESSED JUNCTIONS


Page 41 June 2011

FIGURE 6.2

Lights Heavies Lower House Lane

a bb cc d

742 416

763 B5419 Moor Lane South

A562 Speke Road d a

b aJunction 1 - 0745-0845 c b aJunction 2 - 0800-0900 d d c cJunction 3 - 0730-0830 e a 1,341 A562 b dJunction 4 - 0800-0900 395 c 1,047 553Junction 5 - 0800-0900 538 d 731 A562 Ashley Way West

e

a 1,253 ab a 1,146 bc dd b e

Ditton Road 456 e Ditton Road

653 c 25

d

abc b

A533 Queensway e c

779 d

604 e

f

83

46

Desoto Road East

aStobart Rail Port b

c a17 19 d

e b Desoto Road West

44 47

41 29e a 2,709

20 41 c

24 39 d A533 Queensway

Desoto Road d c e 2,558

1 Tesco f

a (Exit Only)

b Tesco Macedermott Road

c 15 47

d 12 24

f a ab b

c d

e e

f f

15

1

0

11

18

39

0

1

461

1

5

8

3

0

39

0

0

1

1

9

8

1

0

2

5

0

0

0 1

2

0

6

1

0

0

0

3

15

0

128

0

511

19

7

2

29

18

3

43

2

37

80962 - Stobart, Widnes

2011 Counted Traffic Flows (Vehicles)

AM Peak Period

f

3

246

5

117

3

3

18

34

0 4

74

12 22

17 0

148

362

32

6

3

22

100

28

4

3

5

0

14

7

1

0

6

2

2

4

6

290

4

230

0

1

3

0

0

558

353

316

249

316

39

286

65

5

44

8

2

3

16

5

0

6

31

100

2

0

0

0

0

0

439

6

0

100

14

9

Date Counted: Tuesday 1st March 2011

3

2

1

1 1800

2,521 188

2,333

22

225

2

35

353

14

410

1

2

345


a bb cc d

489 665


Junction 1 - 1630-1730

Junction 2 - 1700-1800 A562 Speke Road d a

Junction 3 - 1715-1815 (NB) 1630-1730 (SB) b aJunction 4 - 1700-1800 c b aJunction 5 - 1700-1800 d d c c

e a 1,472 A562 b d410 c 1,010 770

535 d 701 A562 Ashley Way West

e

a 1,478 ab a 1,045 bc dd b e


594 c 42

d

abc b

A533 Queensway e c

824 d

483 e

f

86

75

Desoto Road East


c a18 28 d


61 82

38 21e a 2,244

33 38 c



2 Tesco f

a (Exit Only)


c 22 23

d 6 31

f a ab b

c d

e e

f f

209 33 13 2

0 3 37 2

9

14 12

530 23

77 12 5 6

2 1 13 2

413 7 11 0

15 1 4 1

370 9

274 26

407 10

2 1

27 14 349 14

0

0 0 504 8 293 23

0 0 486 19

0

1,085

37

478 16 444 11

PM Peak Period234 3 156

51 1

141 3 456 1

107 1

2011 Counted Traffic Flows (Vehicles)100 100

0 1

0 0

17 14

21 15

14 9

0 2

0 0

f0 0

2,142 102

0 0 5 23

2 3

3 2

0 5

0 0

30 3 15 5

3 15

0 0 2,304 89

1 5

0 10 1

1 0

0 0

0 0 1 11 17 4

1 8 10 0

0 0 0 0

0 0 0 0

0 1 0 0

1

2

3

45


Page 42 June 2011

FIGURE 6.3


a bb cc d

743 416


A562 Speke Road d a

b aTEMPRO factor selection criteria c b aDataset 54 d d c cTrip ends by time period e a 1,342 A562 b dNE/Cheshire/Halton/Widnes 395 c 1,048 5532011 to 2015 538 d 732 A562 Ashley Way West

Car Driver Factor eAll purposes a 1,254 aOrigin/destination b a 1,147 bWeekday AM peak period c dUrban/principal roads d b e


654 c 25

d

abc b

A533 Queensway e c

780 d

604 e

f

83

46

Desoto Road East


c a17 19 d


44 47

41 29e a 2,246

20 41 c



1 Tesco f

a (Exit Only)


c 15 47

d 12 24

f a ab b

c d

e e

f f

1.0008

2,144 102

2,306

22

89

2

35

353

14

410

1 1800

100

14

9

AM Peak Period

3

2

1

100

2

0

0

0

0

0

439

6

0

5

44

8

2

3

16

5

0

6

31

249

316

39

286

65

558

353

316

290

4

230

0

1

3

0

0

0

14

7

1

0

6

2

2

4

6

362

32

6

3

22

100

28

4

3

5

18

34

0 4

74

12 22

17 0

148


2015 Base Traffic Flows (Vehicles)

f

3

246

5

117

3

3

511

19

7

2

29

18

3

43

2

37

3

15

0

128

0

1

0

0

0 1

2

0

6

1

9

8

1

0

2

5

0

0

0

3

0

39

0

0

1

18

39

0

1

461

1

5

8

15

1

0

11


a bb cc d

490 667


TEMPRO factor selection criteria

Dataset 54 A562 Speke Road d a

Trip ends by time period b aNE/Cheshire/Halton/Widnes c b a2011 to 2015 d d c cCar Driver Factor e a 1,476 A562 b dAll purposes 411 c 1,013 772Origin/destination 536 d 703 A562 Ashley Way West

Weekday PM peak period eUrban/principal a 1,482 a

b a 1,048 bc dd b e


596 c 42

d

abc b

A533 Queensway e c

826 d

484 e

f

86

75

Desoto Road East


c a18 28 d


61 82

38 21e a 2,250

33 38 c



2 Tesco f

a (Exit Only)


c 22 23

d 6 31

f a ab b

c d

e e

f f0 1

0 0

1 11

0 1

1.0028

0 0

0 0 0 0

0 0

1 8 10 0

17 4

0 0

0 0

1 0

1 5

0 1

0 0 2,310 89

15 5

3 150 0

30 3

3 2

0 5

2,148 102

0 0 5 23

2 3

0 0

f0 0

14 9

0 2

17 14

21 15

0 1

0 0

2015 Base Traffic Flows (Vehicles)100 100 107 1 51 1

141 3 457 1


479 16 445 11

19

0

1,088

37 0

0 0 505 8 294 23

0 0 487

27 14 350 14 408 10

2 1

371 9

275 26

15 1 4 1

414 7 11 0

2 1 13 2

77 12 5 6

9

14 12

531 23

0 3 37 2

210 33 13 2


Page 43 June 2011

FIGURE 6.4

Lights Heavies


Dataset 54

Trip ends by time period A533 Queensway

NE/Cheshire/Halton/Widnes b2011 to 2030 c

Car Driver Factor d

All purposes eOrigin/destination fWeekday AM peak period 83Urban/principal roads 46

Desoto Road East


c a17 19 d


44 47

41 29e a 2,624

20 41 c



1 Tesco f

a (Exit Only)


c 15 47

d 12 24

f a ab b

c d

e e

f f

0

0

1

18

15

1

0

11

1

9

8

1

0

2

5

0

0

00 1

2

0

6

0

1

0

0

19

7

2

100



f

3

3

100

6

2

2

4

6

14

7

1

0

0

1

3

0

0

2

2

3

16

5

0

0

14

9

0

0

0

0

0


AM Peak Period

3

2

1

1 1800

2,505 119

2,694 104

3

15

0

128

1.1694

Lights Heavies


Dataset 54

Trip ends by time period

NE/Cheshire/Halton/Widnes

2011 to 2030

Car Driver Factor bAll purposes c

Origin/destination d

Weekday PM peak period eUrban/principal f

86

82

Desoto Road East


c a18 28 d


72 86

38 21e a 2,651

33 38 c



2 Tesco f

a (Exit Only)


c 22 23

d 6 31

f a ab b

c d

e e

f f

A533 Queensway

13 2

37 2

PM Peak Period

2030 Base Traffic Flows (Vehicles)100 100

0 1

0 0

17 14

25 18

17 11

0 2

0 0

f0 0

2,530 120

0 0 5 23

2 3

3 2

0 5

0 0

30 3 15 5

3 15

0 0 2,721 105

1 0

1 5

0 1

17 4

0 0

0 0

0 0

1 8 10 0

0 0

0 0 0 0

0 1

0 0

1 11

0 1

1.1812


Page 44 June 2011

FIGURE 6.5

Lower House Lane

a bb cc d

0 0


HBC Fields Site - Atkins report Feb 2008 Figures H4-H7 A562 Speke Road

Widnes Waterfront EDZ (Assuming 15% HGVs) d a

b ac b ad d c c

e a 97 A562 b d260 c 173 173


e

a 97 ab a 173 b 127 EDZ Flows (PCUs)

c d 81

d b eDitton Road 0 e Ditton Road

0 c 24

d

abc b

A533 Queensway e c

63 d

49 e

f

0

0

Desoto Road East


c a0 0 d


0 0

0 0e a 49

0 0 c


Desoto Road d c e 63

0 Tesco f

a (Exit Only)


c 0 0

d 0 0

f a ab b

c d

e e

f f

24


Committed Development Traffic Flows (Vehicles)

f

6

0

164

10

39

24 39

91

0

10

39

10

AM Peak Period

164

91

10

24

39

6

Lower House Lane

a bb cc d

26 2


HBC Fields Site - Atkins report Feb 2008 Figures H4-H7 A562 Speke Road aWidnes Waterfront EDZ (Assuming 15% HGVs) c d a

Tesco Store Development + Windmill Shopping Centre b d a(Lugsdale Road) c e b a

d d c c

e a 222 A562 b d169 c 136 164


e

a 222 ab a 136 b 48 113 EDZ Flows (PCUs)

c d 49 153

d b eDitton Road 6 e Ditton Road

6 c 0

d

abc b

A533 Queensway e c

54 d

74 e

f

0

0

Desoto Road East


c a0 0 d


0 0

0 0e a 74

0 0 c



0 Tesco f

a (Exit Only)


c 0 0

d 0 0

f a ab b

c d

e e

f f

0

5%

41%

54%

2

6 028%

6

114 8

0

7

197 11 33%

210 11

26

26

2

f

PM Peak Period

Committed Development Traffic Flows (Vehicles)

26 41 127 8

5 41

38%8

33 41

13 41

Tesco Store/Windmill Shopping Centre - all flows via Ashley Way

35%

0%

36%

29%

1%

26


Page 45 June 2011

FIGURE 6.6


a bb cc d

0 10


Traffic distribution assumed as per the November A562 Speke Road

2007 Environmental Statement for the High Bay DC d a

prepared by ADL. Refer to tables 16.3.12 and 16.3.13 b ac b ad d c c

e a 37 A562 b d33 c 60 51


e

a 38 ab a 61 bc dd b e


7 c 0

d

ab IN (from N)

c bA533 Queensway e c

79 d

119 e

f

118

27

OUT (NB)

OUT (SB) Desoto Road East


c a0 0 d


107 80

165 47e a 27

107 165 c



0 Tesco f

a (Exit Only) IN (from S)

b Tesco

c 0

d 0 Macedermott Road

f a 0

b 0

c ae b

f d

e

f

54%

8% 46%

0

70

0

0

0

0

0%

0

0%

0

0

0

0

0

0

0

0

46%

0

0

0

0

0

8%

0

0

0

47% 12%

0

0

27

0

0

0

100

0%

92% 54%

0%

0

30%

6

0

0%13%0% 0%

0

0% 0%

0

0% 0% 0

00

0

8958

0 00

49

0

15%

0 0

8%

92%

0

5

53

0

0

0

0

76

38

0

0

0

0

0

0

6

21

5

10

10

0

0

17% 43%

0

0

0

43%

0%

0

0

92%

48

0

23

6 41

8% 46%

0

0

0

416

0

0

0

13

38

0

0

0

0

0

0

0

0

0

21

0 0

0 0

00

0

0

0

0

0

54%

0

0

00

46%

0

0

0

11

30% 43%


Development Traffic Flows (Vehicles)

AM Peak Period

100

100% 100%

0

0 0

11

0 0

36

0

0

0

0

0

0

23

0

23

27

7

17

f

0

0

0

00


a bb cc d

0 6


Traffic distribution assumed as per the November A562 Speke Road

2007 Environmental Statement for the High Bay DC d a

prepared by ADL. Refer to tables 16.3.12 and 16.3.13 b ac b ad d c c

e a 53 A562 b d49 c 27 22


e

a 54 ab a 28 bc dd b e


13 c 0

d

ab IN (from N)

c bA533 Queensway e c

115 d

59 e

f

59

37

OUT (NB)



c a0 0 d


152 115

78 19e a 37

152 78 c



0 Tesco f


b Tesco

c 0


f a 0

b 0

c ae b

f d

e

f0 0

0% 0%

92% 54%

8% 46%4 15

4 15

8%

0

0% 0% 0 0

0 0 0 0

0 0 0 0

0 0 0 0

0 0

0% 0%

0 0

0 0

8% 46%

0 0

87 65 45 33

0 0 0 0

46%

7 30

0 0 0 0

41 18

0 0

7 30

80 35

8% 46%

26 28

0 0

7 0 0 0

0 0 0

0 0 0

0

21 4 0

0 0 0

30% 43% 7 14

0 0 14 28

100% 100%

Development Traffic Flows (Vehicles)100 100

0 0

0 0

0 00 0

0

0 0

0 0

f0 0

13 0

0 0

0

0 0

0 0

0 0

0

92% 54%


PM Peak Period0 0

0

0 0

0%

0

0

0 6 0

0% 0% 13%

0

0

0

47% 12% 30% 43%

0

0 0 11 17% 43%0

0 0

15% 0%

0 0

0 0

0%0 0

13 14

0 0 0 0

0

0

0

92% 54%

41 8

0%


Page 46 June 2011

FIGURE 6.7

Lights Heavies

Traffic distribution assumed as per the November IN (from N)

2007 Environmental Statement for the High Bay DC bprepared by ADL. Refer to tables 16.3.12 and 16.3.13 c

(With 100% HGV over Mersey Crossing) d

e

f

159

5

OUT (NB)



c a0 0 d


107 102

165 6e a 5

107 165 c


Desoto Road d c e 6

0 Tesco f


b Tesco

c 0


f a 0

b 0

c ae b

f d

e

f

f

0

0

0

00

0

A533 Queensway

0

06

0

0

0


Development Traffic Flows 2030 Distribution (Vehicles)

AM Peak Period

100

100% 100%

100

100%

0%

0

0

89

0

0

6 0

8% 0%

50

0

0

0

76

0

0 0

8%

92%

0

5

53

0

00

0

8958

0 00

49

0

0% 0% 0

0

0

0

0%

0% 0%

0

0

0

0

0

0

49

0

0

0%

0

0

0

8%

0

0

0

0

0

0

0

0

0%

0

0

0

0

100%

8% 0%

070

0

0

0

0

92%

Lights Heavies

IN (from N)

Traffic distribution assumed as per the November b2007 Environmental Statement for the High Bay DC c

prepared by ADL. Refer to tables 16.3.12 and 16.3.13 d

(With 100% HGV over Mersey Crossing) e

f

74

7

OUT (NB)



c a0 0 d


152 145

78 4e a 7

152 78 c


Desoto Road d c e 4

0 Tesco f


b Tesco

c 0


f a 0

b 0

c ae b

f d

e

f

A533 Queensway

PM Peak Period


0

92% 100%

0

0 0

0

0

0

0 0

0

0

0 0

f0 0

0 00 0

0 0

0 0

100% 100%

Development Traffic Flows 2030 Distribution (Vehicles)100 100

41 33

0 0

7 0

80 65

8% 0%

0%

7 0

0 0 0 0

0 0

0 0 0 0

87 65 45 33

8% 0%

0 0

0 0

0 0

0 0

0% 0%

0 0 0 0

0 0 0 0

0 0 0 0

0% 0% 0 0

92% 100%

8% 0%4 0

4 0

8%

0

0 0

0% 0%


Page 47 June 2011

FIGURE 6.8


a bb cc d

743 426


A562 Speke Road d a

b aTEMPRO factor selection criteria c b aDataset 54 d d c cTrip ends by time period e a 1,464 A562 b dNE/Cheshire/Halton/Widnes 655 c 1,272 7682011 to 2015 725 d 853 A562 Ashley Way West

Car Driver Factor eAll purposes a 1,383 aOrigin/destination b a 1,372 bWeekday AM peak period c dUrban/principal roads d b e


661 c 25

d

abc b

A533 Queensway e c

922 d

772 e

f

201

73

Desoto Road East


c a17 19 d


151 127

206 76e a 2,322

20 41 c



1 Tesco f

a (Exit Only)


c 15 47

d 12 24

f a ab b

c d

e e

f f

2015 Base Traffic Flows + Committed + Development (Vehicles)

3

50

39

0

0

1

1

479

1

5

59

0

81

0

6

18

39

15

1

1

9

8

1

0

2

5

0

0

0

1

0

0

0

511

42

34

2

29

18

3

43

2

37


f

3

246

5

128

8

56

1.0008

18

34

0 4

95

12 22

17 0

148

539

70

6

3

22

100

28

4

3

5

0

62

7

1

0

47

2

2

10

6

237

0

1

3

0

0

1

2

558

454

316

249

316

39

296

65

5

82

8

2

3

16

5

0

51

52

100

2

0

0

0

0

0

530

6

46

100

14

9

AM Peak Period

3

2

1

1 1800

2,158 164

2,336

3

15

0

128

0

22

169

2

35

517

14

433

290

4 0


a bb cc d

517 675



Dataset 54 A562 Speke Road d a

Trip ends by time period b aNE/Cheshire/Halton/Widnes c b a2011 to 2015 d d c cCar Driver Factor e a 1,740 A562 b dAll purposes 620 c 1,167 949Origin/destination 825 d 984 A562 Ashley Way West

Weekday PM peak period eUrban/principal a 1,746 a

b a 1,203 bc dd b e


614 c 42

d

abc b

A533 Queensway e c

995 d

618 e

f

145

112

Desoto Road East


c a18 28 d


213 197

116 40e a 2,361

33 38 c



2 Tesco f

a (Exit Only)


c 22 23

d 6 31

f a ab b

c d

e e

f f

100 100


222 33 13 2

0 3 37 2

9

60 61

565 51

84 12 5 6

2 1 13 2

420 7 11 0

15 1 4 1

392 23

281 26

434 10

2 1

27 14 464 14

0

47 45 505 8 428 37

0 0 712 47

0

1,114

40

676 16 456 11


54 1

168 3 463 1

107 1

0 1

0 0

58 32

28 45

94 44

0 2

0 0

f0 0

2,188 173

0 0 5 23

2 3

3 2

0 5

0 0

30 3 15 5

3 15

0 0 2,327 146

1 0

5 20

0 10 1

17 4

0 0

0 0 1 11

0

1 8 10 0

0 0

1.0028

0 0

0 0 0 0

0 1

0


Page 48 June 2011

FIGURE 6.9

Lights Heavies


AM Peak Period


Dataset 54

Trip ends by time period


Car Driver Factor d

All purposes eOrigin/destination fWeekday AM peak period 242Urban/principal roads 51

Desoto Road East


c a17 19 d


151 149

206 35e a 2,629

127 206 c



1 Tesco f

a (Exit Only)


c 15 47

d 12 24

f a ab b

c d

e e

f f

00

0

0

0

2,509 119

2,700 104

1 18

2

2

100

14

98

3

2

1

100

2

1

0

0

0

103

2

3

16

5

0

0

1

3

0

0

7

1

0

610

6

18A533 Queensway


f

8

56

19

56

2

1.1694

6

3

91

0

6166

0

0

0

0

1

9

8

1

0

2

5

0

0

0

0

0

1

15

1

0

81

1

2

0

Lights Heavies


Dataset 54Trip ends by time period


Car Driver Factor d

All purposes eOrigin/destination fWeekday PM peak period 160Urban/principal 82

Desoto Road East


c a18 28 d


213 227

116 25e a 2,658

185 116 c



2 Tesco f

a (Exit Only)


c 22 23

d 6 31

f a ab b

c d

e e

f f

1.1812

A533 Queensway


0 1

1 0

0 0

0 0 0 0

10

8 10 0

0 0 0 0

1

17 4

0 0

0 0 1 11

5 5

0 1

0 0 2,725 105

38

3 150 0

117 68 60

3 2

0 5

2,537 120

0 0 5 23

2 3

0 0

f0 0

94 74

0 2

58 47

28 15

0 1

0 0

100 100

PM Peak Period

37 2

13 2


Page 49 June 2011

FIGURE 6.10

FIGURE 6.10

STOBART 2015 Base Traffic + Committed + Warehouse 2015 Base Traffic + Committed + Warehouse

AM PEAK PM PEAK

LGV HGV A562 Speke Road A562 Speke Road

b b

c c

d Moor Lane d Moor Lane

e a e a

655 c 620 c

725 d 825 d

e e

a 1,383 a a 1,746 a

b a 1,372 b b a 1,203 b

c d c d

d b e d b e

Ditton Road 468 e Ditton Road 542 e

661 c 25 614 c 42

d d

a a

b b

c c

A533 Queensway e A533 Queensway e

922 995

772 618

Through Junction Through Junction

3,511 3,607

3

237 35 222 33

6 2 0

479 52 565 51

39 9

59 51 60 61

84 12 5 6128 37 5 4

2 1 13 25 2 5 3

420 7 11 0246 43 3 1

15 1 4 13 3 4 0

290 28 281 26

433 70 392 23

14

14 1 2 1

27 14 46439 22 517 18

47 4546 50

0 06 3

676 16530 29

GIFFORD REPORT 2015 Base Traffic + Committed + Development 2015 Base Traffic + Development (No reference to committed

AM PEAK PM PEAK in the report)

A562 Speke Road A562 Speke Road

Total b b

c c


e a e a

907 c 881 c

1,192 d 925 d

e e

a 1,529 a a 1,837 a

b a 1,583 b b a 1,430 b

c d c d

d b e d b e


756 c 92 801 c 47

d d

a a

b b

c c


1,081 1,361

1,237 755

Through Junction Through Junction

4,667 4,446

381 373

461 642

36 11

238 172

203 335

122 17195 34

4 1114 10

541 4498 4

16 1512 44

322 408

605 498

515

8 9

319 648

124427

180 148

566 650

DIFFERENCE

AM PEAK PM PEAK

A562 Speke Road A562 Speke Road

b b

c c


e a e a

252 c 261 c

467 d 100 d

e e

a 146 a a 91 a

b a 211 b b a 227 b

c d c d

d b e d b e


95 c 67 187 c 5

d d

a a

b b

c c


159 366

465 137

109 118

28 8

-70 26

199 163

93 214

26 630 25

1 -47 2

114 -7209 0

0 106 40

4 101

102 83

37

-7 6

-38-42 113

331 32

171 148

7 -42


Page 50 June 2011

Appendix A


Page 51 June 2011

Appendix B


Page 52 June 2011

Appendix C

Stobart @ 3MG, Widnes

Technical Note 1 - Trip Generation

Issue 1 - May 2011

Project Cactus 85405/TN01

Page 2 May 2011

CONTROL SHEET

CLIENT: STOBART DEVELOPMENTS LIMITED

PROJECT TITLE: 3MG WIDNES

REPORT TITLE: TECHNICAL NOTE 1 - TRIP GENERATION

PROJECT REFERENCE: 80962

Issue and Approval Schedule:

ISSUE 1

FINAL

Name Signature Date

Prepared by J SAMUEL

05/05/2011

Reviewed by G SPELLER

12/05/2011

Approved by G SPELLER

12/05/2011

Revision Record:

Issue Date Status Description By Chk App

2

3

4

5

6

This report has been prepared in accordance with procedure OP/P03 of W A Fairhurst & Partners' Quality Assurance System.


Page 3 May 2011

CONTENTS

1.0 Introduction 4

2.0 HGV Generation 5

3.0 TRICS Data Analysis 8

4.0 Rail Linkage 9

5.0 Car/LGV Generation 10

6.0 Conclusion 12


Page 4 May 2011

1.0 INTRODUCTION

1.1 W. A. Fairhurst & Partners (WAF) has been appointed by Stobart Developments

Limited to prepare a Transport Assessment and Travel Plan to support an outline

planning application and Environmental Statement for the extension of Stobart

Park 3MG at Multi-Modal Gateway, Widnes which would include:

• Circa 140,000m2 of B8 distribution warehousing

• 13.7 MWe Biomass facility

• Associated land remediation and engineering works

1.2 Following a scoping meeting and further progress meeting with Halton Borough

Council as local highway authority on Thursday 21st April 2011, this technical

note has been provided to set out the basis of trip generation calculations for the

development proposals which will be used within the Transport Assessment

report.

1.3 WAF are currently working for a number of clients developing and delivering

storage and distribution warehousing which includes Regional and National

Distribution units which include road linked and rail served schemes. As a result,

WAF has access to significant traffic survey data associated with differing

warehouse operations. This note also considers the limitations of the application

of data included within the TRICS database to large distribution units.


Page 5 May 2011

2.0 HGV GENERATION

Warehouse Operations

2.1 The most fundamental factor affecting HGV generation of a distribution centre is

the operation of the warehouse itself. Improvements in automation and IT has

had a significant effect on the commercial viability of very large warehouse

buildings operated as both National Distribution Centres (NDC) and Regional

Distribution Centres (RDC). It is very rarely the case that warehouses of the

significant size proposed for the 3MG site do not operate continuously over a 24

period. This is particularly the case for rail linked facilities which receive freight

from trains which arrive during the night.

2.2 NDCs act as holding points, particularly for imported goods. They are termed

'National' because they generally re-distribute goods to the whole of Britain from

the one site. The primary function of an NDC is to store cargo which has

relatively long supply lead times, before gradual re-distribution to the next stage in

the supply chain which often includes a Regional Distribution Centre (RDCs).

2.3 As a result they typically comprise very large buildings with relatively low staffing

levels in relation to floor area. NDCs will operate the distribution of goods to

RDCs or in some cases direct to retail outlets. The slow turnaround of goods

dictates that HGV generation in relation to floor area is relatively low. RDCs have

a primary role of redistributing goods in short periods of time, rather than acting

as inventory holding locations (storage is a less important function).

Consequently, dwell times are much shorter at a RDC compared with an NDC

and as a result HGV generation rates are considerably higher than that of an

NDC.

2.4 RDCs primary function is to deliver goods to the retail outlet or in some cases the

end user. These tend to be located close to major conurbations to minimise

where possible transport costs. The highest generators of HGV traffic tend to be


Page 6 May 2011

refrigerated distribution facilities, which distribute fresh goods within very short

turnaround times. The Tesco warehouse currently located on the 3MG site

operates as a refrigerated RDC and would therefore tend to generate relatively

high levels of HGVs in respect of floor area.

2.5 WAF commissioned CSL Traffic Limited to undertake a traffic count in March

2011 of the highway network local to the 3MG estate, including the Tesco chilled

warehouse located within the Masterplan site. The warehouse itself occupies a

footprint and some 50,168 sqm with a recycling facility which occupies an

additional 10,509 sqm. It has been confirmed that this development is now in full

operation. The survey reported 538 inbound and 534 outbound HGV movements

over the 24 hour period. This data would indicate trip rates of 1.07 inbound and

1.06 outbound per 100 sqm. The peak hour rates are as shown in table 2.1.

Table 2.1 – Peak Hour Trip Rates

AM peak 0800-0900 PM peak 1700-1800

IN OUT IN OUT

Lights HGVs Lights HGVs Lights HGVs Lights HGVs

26 33 22 18 17 12 30 24

0.052 0.066 0.044 0.036 0.034 0.024 0.060 0.048

2.6 These figures have been used within the transport assessment. To ensure they

are robust, the rates have been based purely on the floor area of the warehouse

and do not include the recycling facility which tends to operate as ancillary to the

main building. It should also be noted that the development includes a fuelling

point and site observations have confirmed that a significant number of Stobart

tractor units utilise this facility.

2.7 In order to provide evidence to demonstrate the use of these trip rates is

appropriate, Table 2.2 sets out the floor areas and daily HGV generation of 5

large Tesco distribution centres, obtained from recent independent surveys.

Lichfield, Chesterfield and Fenny Lock operate as RDCs. Teesport operates as a

NDC and as such shows considerably lower trip rates. Peterborough is a

refrigerated unit and demonstrates the effect of faster turnaround of goods

resulting in higher trip rates.


Page 7 May 2011

Table 2.2- Tesco sites and traffic information

24 HOUR HGVS IN / OUT

GFA

TRIP RATES VEHICLE TRIPS

FENNY LOCK 46221 0.55 / 0.58 256 / 266

CHESTERFIELD 51150 0.51 / 0.51 260 / 259

PETERBOROUGH 37500 1.13 / 1.08 425 / 404

LICHFIELD 60450 0.95 / 1.05 574 / 632

TEESPORT 130119 0.18 / 0.17 232 / 221

2.8 It is highly unlikely that the distribution units proposed within the 3MG will all be

refrigerated, however this ensures the HGV trip rates used are very robust.


Page 8 May 2011

3.0 TRICS DATA ANALYSIS

3.1 The calculation of traffic generation from data included within the TRICS

database tends to be of limited value. In almost all cases, large warehouse

developments operate continuously over a 24 hour period. A majority of the sites

included within the TRICS database are surveys of relatively small warehouses

with a significant proportion of the survey data limited to 12 hour traffic counts.

However, the data for the larger warehousing included within the database

demonstrates a fairly consistent drop in HGV trip rate per square metre as GFA

increases for both a 24 hour and peak hour traffic levels. This relationship is

shown in Figure 3.1.

Figure 3.1- GFA v TRIPS per 100sqM

0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

1.8

2.0

0 10,000 20,000 30,000 40,000 50,000 60,000 70,000 80,000 90,000

GFA

3.2 Clearly it is not appropriate to apply an average trip rate derived from TRICS to

large warehousing developments on the basis of a simple prorated of floor area.

It should be recognised that the dispatch of HGV deliveries from modern

distribution centres is extremely reactive to conditions on the local highway

network and will be reduced during periods of congestion.


Page 9 May 2011

4.0 RAIL LINKAGE

4.1 During meetings with officers of Halton Borough Council, the issue of rail linkage

was discussed and how this may affect HGV generation from the associated

warehousing. There is little evidence to suggest that rail linkage of distribution

warehousing significantly reduces HGV generation on the local road network

surrounding the site. Incoming goods by rail tend to arrive from the UK’s ports,

channel tunnel and in some cases NDC’s and the benefit of rail linkage results

from this long leg of the journey being undertaken by rail. Whilst HGV mileage

savings at a strategic level are therefore significant, the final and shorter leg of

the journey needs to be undertaken by road.

4.2 In cases where the operator maximises front hauling and backhauling, rail linkage

can result in a reduction in HGV movements for a similar volume of goods being

handled to that of a road-based warehouse, however no reduction has been

taken into account for the purposes of this assessment. Whilst it is the case that

the rail head within the 3MG site is already operational with virtually all of the

containers being transported off site via the local road network it is likely that a

proportion of this freight will be redirected to the warehousing for breaking down

and subsequent distribution. At this stage WAF do not have any data relating to

typical backhauling percentages associated with the current operations and to

ensure the subsequent trip generation is robust, no reduction has been applied in

respect of potential rail linkage. It cannot therefore be assumed that the

proposed development will result in fewer local HGV movements due to the fact

that it will be rail linked.


Page 10 May 2011

5.0 CAR/LGV GENERATION

Warehouse Operations

5.1 Recent developments in IT and the automation of warehousing have allowed the

consolidation of warehousing and the economic use of larger warehousing

buildings. NDC’s of the size proposed in the new Masterplan for the 3MG Site

will operate continuously over a 24 hour period. The typical shift patterns for this

type of warehousing runs 0600-1400, 1400-2000 and 2000-0600 with traffic

arriving in the road network peak periods tending to be limited to the small

proportion of office and managerial staff and visitors.

5.2 As previously stated larger warehouses require higher levels of automation and

there tends to be a reduction in employees per floor area. From experience of

warehouse development work, maximum staff levels tend to peak around 1,000

which is divided between 3 shifts.

5.3 WAF have recently agreed trip rates for 193,000 sqm of rail linked distribution

warehousing and intermodal terminal in Slough adjacent to the M25 with both the

Highways Agency and Atkins as Slough Borough Council’s retained transport

consultant. The trip rates for car and light movements are set out in table 5.1.

Table 5.1- Car/LGV Trip Rates/100sqm GFA -Slough International Freight Exchange

IN OUT

AM Peak 0.07 0.02

PM Peak 0.04 0.08

24 Hrs 0.81 0.81


Page 11 May 2011

5.4 The trip generation figures for cars and light vehicles used for the Transport

Assessment supporting the Stobart Masterplan has been based on a similar

method to that used to calculate HGV movements. The rates have been

calculated on the floor area of the Tesco Distribution Centre on the 3MG site

(excluding the recycling facility) and are set out in table 5.2.

Table 5.2- Car/LGV Trip Rates/100sqm GFA – Tesco Distribution Centre, Widnes

TRICS Data Analysis

5.5 All warehouse survey sites within the TRICS database with the exception of two,

do not have total staff levels exceeding 840 employees and this shows little

correlation with floor area. Site HF-02-F-03 is an Ocado grocery home deliveries

warehouse which requires high numbers of staff to pick orders made online for

delivery by light van. BU-02-F-01 is a Tesco Distribution Centre which, according

to TRICS data, employs atypically high staff numbers. However, in each case the

peak hour trip rates are comparable with the rates derived for the 3MG site (The

Ocado survey includes delivery vans).

IN OUT

AM Peak 0.052 0.044

PM Peak 0.034 0.06

24 Hrs 1.22 1.25


Page 12 May 2011

6.0 CONCLUSION

6.1 This analysis concludes that trip generation calculated by utilising trip rates

observed from the refrigerated Tesco Distribution Centre which is fully operational

and located on the Widnes 3MG estate to determine flows associated with the

proposed Masterplan will be robust.

6.2 The note demonstrates the limitations associated with reliance on data within the

TRICS database. The trip rates have also been considered with those agreed as

part of other rail and non-rail linked warehousing including Slough International

Freight Exchange which has been approved by Atkins and relevant Tesco

Distribution Centres.

6.3 Whilst the facility will be rail linked, the effects in respect of reductions in HGV

movements are very much operator specific and on this basis no reductions have

been made to the traffic generation calculations to ensure a subsequently robust

Transport Assessment.

www.fairhurst.co.uk

Aberdeen Birmingham

Bristol Dundee

Edinburgh Elgin

Glasgow

Inverness Leeds London

Manchester Newcastle upon Tyne

Sheffield Watford

Wellesbourne

CIVIL ENGINEERING • STRUCTURAL ENGINEERING • TRANSPORTATION • ROADS & BRIDGES

PORTS & HARBOURS • GEOTECHNICAL & ENVIRONMENTAL ENGINEERING • PLANNING &

DEVELOPMENT • WATER SERVICES • CDM COORDINATOR SERVICES


Page 53 June 2011

Appendix D

-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Moor Lane,Ashley Way West - AM 2015+Committed+WH.vao - Page 1 -------------------------------------------------------------------------------- ___________________ A R C A D Y 6 ___________________ ASSESSMENT OF ROUNDABOUT CAPACITY AND DELAY Analysis Program: Release 3.0 (JUNE 2005) (c) Copyright TRL Limited, 2004 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO ______________________________________________________ For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) 1344 770018 Crowthorne House Fax: +44 (0) 1344 770864 Nine Mile Ride Email: [email protected] Wokingham, Berks. Web: www.trlsoftware.co.uk RG40 3GA,UK --------------------------------------------------------------------------------- THE USER OF THIS COMPUTER PROGRAM FOR THE SOLUTION OF AN ENGINEERING PROBLEM IS IN NO WAY RELIEVED OF THEIR RESPONSIBILITY FOR THE CORRECTNESS OF THE SOLUTION --------------------------------------------------------------------------------- Run with file:- "y:\80000-84999\80962 - Stobart, Widnes\Junctions\2015 without Office\ 80962-Stobart Widnes - Moor Lane,Ashley Way West - AM 2015+Committed+WH.vai"(drive-on-the-left ) at 10:43:38 on Tuesday, 31 May 2011

FILE PROPERTIES *************** RUN TITLE: 80962 Stobart Widnes - Moor Lane, Ashley Way West - AM 2015+Committed+WH LOCATION: Widnes DATE: 19/05/2011 CLIENT: Stobart Development Limited ENUMERATOR: jacqui [HOSHI] JOB NUMBER: 80962 STATUS: Final Version DESCRIPTION:

INPUT DATA ********** ARM A - Moor Lane South ARM B - A562 Ashley Way West ARM C - A568 ARM D - Lower House Lane

GEOMETRIC DATA -------------- ----------------------------------------------------------------------------------------------------------------------- I ARM I V (M) I E (M) I L (M) I R (M) I D (M) I PHI (DEG) I SLOPE I INTERCEPT (PCU/MIN) I ----------------------------------------------------------------------------------------------------------------------- I ARM A I 7.00 I 7.50 I 7.50 I 42.50 I 51.50 I 20.0 I 0.747 I 39.699 I I ARM B I 7.00 I 9.00 I 25.00 I 25.00 I 51.50 I 20.0 I 0.805 I 45.321 I I ARM C I 9.00 I 10.50 I 8.50 I 45.00 I 51.50 I 32.0 I 0.865 I 51.308 I I ARM D I 7.00 I 7.50 I 5.00 I 12.50 I 51.50 I 13.5 I 0.722 I 38.303 I ----------------------------------------------------------------------------------------------------------------------- V = approach half-width L = effective flare length D = inscribed circle diameter E = entry width R = entry radius PHI = entry angle

TRAFFIC DEMAND DATA ------------------- (Only sets included in the current run are shown)

----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I I D I 100 I -----------------------

-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Moor Lane,Ashley Way West - AM 2015+Committed+WH.vao - Page 2 -------------------------------------------------------------------------------- TIME PERIOD BEGINS 07.45 AND ENDS 09.15

LENGTH OF TIME PERIOD - 90 MINUTES. LENGTH OF TIME SEGMENT - 15 MINUTES.

DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA DEMAND SET TITLE: 80962 Stobart Widnes - Moor Lane, Ashley Way West - AM 2015+Committed+WH ----------------------------------------------------------------------------- I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED IFALLING I PEAK I OF PEAK I PEAK I ----------------------------------------------------------------------------- I ARM A I 15.00 I 45.00 I 75.00 I 5.32 I 7.99 I 5.32 I I ARM B I 15.00 I 45.00 I 75.00 I 9.60 I 14.40 I 9.60 I I ARM C I 15.00 I 45.00 I 75.00 I 18.29 I 27.43 I 18.29 I I ARM D I 15.00 I 45.00 I 75.00 I 9.27 I 13.91 I 9.27 I ----------------------------------------------------------------------------- DEMAND SET TITLE: 80962 Stobart Widnes - Moor Lane, Ashley Way West - AM 2015+Committed+WH

-------------------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS (VEH/HR) I I I (PERCENTAGE OF H.V.S) I I ----------------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ARM D I -------------------------------------------------------------------- I 07.45 - 09.15 I I I I I I I I ARM A I 0.000 I 0.101 I 0.746 I 0.153 I I I I 0.0 I 43.0 I 318.0 I 65.0 I I I I ( 0.0)I ( 9.3)I ( 7.0)I ( 0.0)I I I I I I I I I I ARM B I 0.051 I 0.000 I 0.809 I 0.141 I I I I 39.0 I 0.0 I 621.0 I 108.0 I I I I ( 13.0)I ( 0.0)I ( 13.0)I ( 7.4)I I I I I I I I I I ARM C I 0.394 I 0.375 I 0.000 I 0.231 I I I I 576.0 I 549.0 I 0.0 I 338.0 I I I I ( 3.0)I ( 17.0)I ( 0.0)I ( 6.5)I I I I I I I I I I ARM D I 0.199 I 0.352 I 0.449 I 0.000 I I I I 148.0 I 261.0 I 333.0 I 0.0 I I I I ( 0.0)I ( 5.0)I ( 5.0)I ( 0.0)I I I I I I I I --------------------------------------------------------------------

QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT --------------------------------------------------------

------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.45-08.00 I I ARM A 5.32 26.30 0.202 0.0 0.3 3.7 0.05 I I ARM B 9.60 33.64 0.285 0.0 0.4 5.9 0.04 I I ARM C 18.29 44.82 0.408 0.0 0.7 10.1 0.04 I I ARM D 9.27 25.76 0.360 0.0 0.6 8.2 0.06 I I I ------------------------------------------------------------------------------------------------------------------



-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Moor Lane,Ashley Way West - AM 2015+Committed+WH.vao - Page 3 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.30-08.45 I I ARM A 7.79 21.12 0.369 0.6 0.6 8.7 0.08 I I ARM B 14.04 30.49 0.460 0.8 0.9 12.7 0.06 I I ARM C 26.74 43.78 0.611 1.6 1.6 23.4 0.06 I I ARM D 13.56 20.60 0.659 1.9 1.9 28.4 0.14 I I I ------------------------------------------------------------------------------------------------------------------



QUEUE AT ARM A -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.3 08.15 0.4 08.30 0.6 * 08.45 0.6 * 09.00 0.4 09.15 0.3

QUEUE AT ARM B -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.4 08.15 0.5 * 08.30 0.8 * 08.45 0.9 * 09.00 0.6 * 09.15 0.4

QUEUE AT ARM C -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.7 * 08.15 1.0 * 08.30 1.6 ** 08.45 1.6 ** 09.00 1.0 * 09.15 0.7 *

-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Moor Lane,Ashley Way West - AM 2015+Committed+WH.vao - Page 4 -------------------------------------------------------------------------------- QUEUE AT ARM D -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.6 * 08.15 0.9 * 08.30 1.9 ** 08.45 1.9 ** 09.00 0.9 * 09.15 0.6 *

QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- ---------------------------------------------------------------------------- I ARM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I------------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I ---------------------------------------------------------------------------- I A I 584.1 I 389.4 I 35.6 I 0.06 I 35.6 I 0.06 I I B I 1053.1 I 702.1 I 53.6 I 0.05 I 53.6 I 0.05 I I C I 2006.1 I 1337.4 I 95.8 I 0.05 I 95.8 I 0.05 I I D I 1017.4 I 678.3 I 98.4 I 0.10 I 98.5 I 0.10 I ---------------------------------------------------------------------------- I ALL I 4660.7 I 3107.2 I 283.5 I 0.06 I 283.5 I 0.06 I ---------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD. * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD. * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. END OF JOB ============================================= end of file ===============================================

[Printed at 10:43:49 on 31/05/2011]

-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Moor Lane,Ashley Way West - PM 2015+Committed+WH.vao - Page 1 -------------------------------------------------------------------------------- ___________________ A R C A D Y 6 ___________________ ASSESSMENT OF ROUNDABOUT CAPACITY AND DELAY Analysis Program: Release 3.0 (JUNE 2005) (c) Copyright TRL Limited, 2004 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO ______________________________________________________ For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) 1344 770018 Crowthorne House Fax: +44 (0) 1344 770864 Nine Mile Ride Email: [email protected] Wokingham, Berks. Web: www.trlsoftware.co.uk RG40 3GA,UK --------------------------------------------------------------------------------- THE USER OF THIS COMPUTER PROGRAM FOR THE SOLUTION OF AN ENGINEERING PROBLEM IS IN NO WAY RELIEVED OF THEIR RESPONSIBILITY FOR THE CORRECTNESS OF THE SOLUTION --------------------------------------------------------------------------------- Run with file:- "y:\80000-84999\80962 - Stobart, Widnes\Junctions\2015 without Office\ 80962-Stobart Widnes - Moor Lane,Ashley Way West - PM 2015+Committed+WH.vai"(drive-on-the-left ) at 10:44:14 on Tuesday, 31 May 2011

FILE PROPERTIES *************** RUN TITLE: 80962 Stobart Widnes - Moor Lane, Ashley Way West - PM 2015+Committed+WH LOCATION: Widnes DATE: 19/05/2011 CLIENT: Stobart Development Limited ENUMERATOR: jacqui [HOSHI] JOB NUMBER: 80962 STATUS: Final Version DESCRIPTION:

INPUT DATA ********** ARM A - Moor Lane South ARM B - A562 Ashley Way West ARM C - A568 ARM D - Lower House Lane

GEOMETRIC DATA -------------- ----------------------------------------------------------------------------------------------------------------------- I ARM I V (M) I E (M) I L (M) I R (M) I D (M) I PHI (DEG) I SLOPE I INTERCEPT (PCU/MIN) I ----------------------------------------------------------------------------------------------------------------------- I ARM A I 7.00 I 7.50 I 7.50 I 42.50 I 51.50 I 20.0 I 0.747 I 39.699 I I ARM B I 7.00 I 9.00 I 25.00 I 25.00 I 51.50 I 20.0 I 0.805 I 45.321 I I ARM C I 9.00 I 10.50 I 8.50 I 45.00 I 51.50 I 32.0 I 0.865 I 51.308 I I ARM D I 7.00 I 7.50 I 5.00 I 12.50 I 51.50 I 13.5 I 0.722 I 38.303 I ----------------------------------------------------------------------------------------------------------------------- V = approach half-width L = effective flare length D = inscribed circle diameter E = entry width R = entry radius PHI = entry angle


----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I I D I 100 I -----------------------

-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Moor Lane,Ashley Way West - PM 2015+Committed+WH.vao - Page 2 -------------------------------------------------------------------------------- TIME PERIOD BEGINS 16.45 AND ENDS 18.15


DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA DEMAND SET TITLE: 80962 Stobart Widnes - Moor Lane, Ashley Way West - PM 2015+Committed+WH ----------------------------------------------------------------------------- I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED IFALLING I PEAK I OF PEAK I PEAK I ----------------------------------------------------------------------------- I ARM A I 15.00 I 45.00 I 75.00 I 8.44 I 12.66 I 8.44 I I ARM B I 15.00 I 45.00 I 75.00 I 11.86 I 17.79 I 11.86 I I ARM C I 15.00 I 45.00 I 75.00 I 21.74 I 32.61 I 21.74 I I ARM D I 15.00 I 45.00 I 75.00 I 6.46 I 9.69 I 6.46 I ----------------------------------------------------------------------------- DEMAND SET TITLE: 80962 Stobart Widnes - Moor Lane, Ashley Way West - PM 2015+Committed+WH

-------------------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS (VEH/HR) I I I (PERCENTAGE OF H.V.S) I I ----------------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ARM D I -------------------------------------------------------------------- I 16.45 - 18.15 I I I I I I I I ARM A I 0.000 I 0.081 I 0.687 I 0.231 I I I I 0.0 I 55.0 I 464.0 I 156.0 I I I I ( 0.0)I ( 1.8)I ( 0.2)I ( 0.0)I I I I I I I I I I ARM B I 0.042 I 0.000 I 0.490 I 0.468 I I I I 40.0 I 0.0 I 465.0 I 444.0 I I I I ( 0.0)I ( 0.0)I ( 8.0)I ( 2.0)I I I I I I I I I I ARM C I 0.269 I 0.436 I 0.000 I 0.295 I I I I 467.0 I 759.0 I 0.0 I 513.0 I I I I ( 2.0)I ( 6.0)I ( 0.0)I ( 2.0)I I I I I I I I I I ARM D I 0.209 I 0.331 I 0.460 I 0.000 I I I I 108.0 I 171.0 I 238.0 I 0.0 I I I I ( 0.9)I ( 1.7)I ( 1.3)I ( 0.0)I I I I I I I I --------------------------------------------------------------------





-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Moor Lane,Ashley Way West - PM 2015+Committed+WH.vao - Page 3 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.30-17.45 I I ARM A 12.34 22.99 0.537 1.1 1.1 17.2 0.09 I I ARM B 17.35 31.12 0.557 1.2 1.3 18.7 0.07 I I ARM C 31.79 39.56 0.804 3.9 4.0 59.6 0.13 I I ARM D 9.45 20.60 0.459 0.8 0.8 12.6 0.09 I I I ------------------------------------------------------------------------------------------------------------------



QUEUE AT ARM A -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 17.00 0.4 17.15 0.6 * 17.30 1.1 * 17.45 1.1 * 18.00 0.6 * 18.15 0.4

QUEUE AT ARM B -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 17.00 0.5 * 17.15 0.7 * 17.30 1.2 * 17.45 1.3 * 18.00 0.7 * 18.15 0.5 *

QUEUE AT ARM C -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 17.00 1.0 * 17.15 1.7 ** 17.30 3.9 **** 17.45 4.0 **** 18.00 1.7 ** 18.15 1.0 *

-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Moor Lane,Ashley Way West - PM 2015+Committed+WH.vao - Page 4 -------------------------------------------------------------------------------- QUEUE AT ARM D -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 17.00 0.3 17.15 0.5 17.30 0.8 * 17.45 0.8 * 18.00 0.5 18.15 0.3

QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- ---------------------------------------------------------------------------- I ARM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I------------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I ---------------------------------------------------------------------------- I A I 925.6 I 617.0 I 65.4 I 0.07 I 65.4 I 0.07 I I B I 1301.3 I 867.5 I 74.4 I 0.06 I 74.4 I 0.06 I I C I 2384.5 I 1589.7 I 195.9 I 0.08 I 195.9 I 0.08 I I D I 708.9 I 472.6 I 49.1 I 0.07 I 49.1 I 0.07 I ---------------------------------------------------------------------------- I ALL I 5320.3 I 3546.9 I 384.9 I 0.07 I 384.9 I 0.07 I ---------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD. * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD. * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. END OF JOB ============================================= end of file ===============================================

[Printed at 10:44:26 on 31/05/2011]

-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Queensway,Ditton Rd,Speke Rd - AM 2015+Committed+WH.vao - Page 1 -------------------------------------------------------------------------------- ___________________ A R C A D Y 6 ___________________ ASSESSMENT OF ROUNDABOUT CAPACITY AND DELAY Analysis Program: Release 3.0 (JUNE 2005) (c) Copyright TRL Limited, 2004 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO ______________________________________________________ For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) 1344 770018 Crowthorne House Fax: +44 (0) 1344 770864 Nine Mile Ride Email: [email protected] Wokingham, Berks. Web: www.trlsoftware.co.uk RG40 3GA,UK --------------------------------------------------------------------------------- THE USER OF THIS COMPUTER PROGRAM FOR THE SOLUTION OF AN ENGINEERING PROBLEM IS IN NO WAY RELIEVED OF THEIR RESPONSIBILITY FOR THE CORRECTNESS OF THE SOLUTION --------------------------------------------------------------------------------- Run with file:- "y:\80000-84999\80962 - Stobart, Widnes\Junctions\2015 without Office\ 80962-Stobart Widnes - Queensway,Ditton Rd,Speke Rd - AM 2015+Committed+WH.vai"(drive-on-the-left ) at 10:44:43 on Tuesday, 31 May 2011

FILE PROPERTIES *************** RUN TITLE: 80962-Stobart Widnes-Queensway-AM Peak 2015+Committed+WH LOCATION: Widnes DATE: 19/05/2011 CLIENT: Stobart Developments Ltd ENUMERATOR: jacqui [HOSHI] JOB NUMBER: 80962 STATUS: Final Version DESCRIPTION:

INPUT DATA ********** ARM A - A562 Speke Road ARM B - A562 ARM C - Ditton Road East ARM D - A533 Queensway ARM E - Ditton Road West

GEOMETRIC DATA -------------- ----------------------------------------------------------------------------------------------------------------------- I ARM I V (M) I E (M) I L (M) I R (M) I D (M) I PHI (DEG) I SLOPE I INTERCEPT (PCU/MIN) I ----------------------------------------------------------------------------------------------------------------------- I ARM A I 7.00 I 8.50 I 1.50 I 90.00 I 155.00 I 19.0 I 0.559 I 39.985 I I ARM B I 7.25 I 7.50 I 0.00 I 32.50 I 155.00 I 35.0 I 0.526 I 37.930 I I ARM C I 4.50 I 8.50 I 7.50 I 27.50 I 155.00 I 22.0 I 0.480 I 31.429 I I ARM D I 10.50 I 11.50 I 1.00 I 52.50 I 155.00 I 21.0 I 0.702 I 57.562 I I ARM E I 7.00 I 7.50 I 10.00 I 87.50 I 155.00 I 9.0 I 0.580 I 41.677 I ----------------------------------------------------------------------------------------------------------------------- V = approach half-width L = effective flare length D = inscribed circle diameter E = entry width R = entry radius PHI = entry angle


-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Queensway,Ditton Rd,Speke Rd - AM 2015+Committed+WH.vao - Page 2 -------------------------------------------------------------------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I I D I 100 I I E I 100 I -----------------------

TIME PERIOD BEGINS 07.45 AND ENDS 09.15


DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA DEMAND SET TITLE: 80962-Stobart Widnes-AM Peak 2015+Committed+WH ----------------------------------------------------------------------------- I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED IFALLING I PEAK I OF PEAK I PEAK I ----------------------------------------------------------------------------- I ARM A I 15.00 I 45.00 I 75.00 I 9.06 I 13.59 I 9.06 I I ARM B I 15.00 I 45.00 I 75.00 I 17.14 I 25.71 I 17.14 I I ARM C I 15.00 I 45.00 I 75.00 I 0.31 I 0.47 I 0.31 I I ARM D I 15.00 I 45.00 I 75.00 I 11.51 I 17.27 I 11.51 I I ARM E I 15.00 I 45.00 I 75.00 I 5.84 I 8.76 I 5.84 I ----------------------------------------------------------------------------- DEMAND SET TITLE: 80962-Stobart Widnes-AM Peak 2015+Committed+WH

----------------------------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS (VEH/HR) I I I (PERCENTAGE OF H.V.S) I I -------------------------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ARM D I ARM E I ----------------------------------------------------------------------------- I 07.45 - 09.15 I I I I I I I I I ARM A I 0.000 I 0.771 I 0.012 I 0.132 I 0.084 I I I I 0.0 I 559.0 I 9.0 I 96.0 I 61.0 I I I I ( 0.0)I ( 5.0)I ( 33.0)I ( 52.0)I ( 36.0)I I I I I I I I I I I ARM B I 0.390 I 0.000 I 0.011 I 0.367 I 0.232 I I I I 535.0 I 0.0 I 15.0 I 503.0 I 318.0 I I I I ( 3.0)I ( 0.0)I ( 7.0)I ( 14.0)I ( 9.0)I I I I I I I I I I I ARM C I 0.160 I 0.160 I 0.000 I 0.320 I 0.360 I I I I 4.0 I 4.0 I 0.0 I 8.0 I 9.0 I I I I ( 0.0)I ( 25.0)I ( 0.0)I ( 60.0)I ( 80.0)I I I I I I I I I I I ARM D I 0.119 I 0.577 I 0.009 I 0.000 I 0.295 I I I I 110.0 I 531.0 I 8.0 I 0.0 I 272.0 I I I I ( 46.0)I ( 10.0)I ( 25.0)I ( 0.0)I ( 13.0)I I I I I I I I I I I ARM E I 0.013 I 0.619 I 0.015 I 0.353 I 0.000 I I I I 6.0 I 289.0 I 7.0 I 165.0 I 0.0 I I I I ( 50.0)I ( 15.0)I ( 29.0)I ( 22.0)I ( 0.0)I I I I I I I I I -----------------------------------------------------------------------------


------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.45-08.00 I I ARM A 9.06 28.06 0.323 0.0 0.5 7.0 0.05 I I ARM B 17.14 32.18 0.533 0.0 1.1 16.4 0.07 I I ARM C 0.31 13.20 0.024 0.0 0.0 0.4 0.08 I I ARM D 11.51 42.30 0.272 0.0 0.4 5.5 0.03 I I ARM E 5.84 27.24 0.214 0.0 0.3 4.0 0.05 I I I ------------------------------------------------------------------------------------------------------------------

-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Queensway,Ditton Rd,Speke Rd - AM 2015+Committed+WH.vao - Page 3 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.00-08.15 I I ARM A 10.82 26.69 0.405 0.5 0.7 10.0 0.06 I I ARM B 20.46 31.64 0.647 1.1 1.8 26.0 0.09 I I ARM C 0.37 11.73 0.032 0.0 0.0 0.5 0.09 I I ARM D 13.75 40.80 0.337 0.4 0.5 7.5 0.04 I I ARM E 6.97 25.66 0.272 0.3 0.4 5.5 0.05 I I I ------------------------------------------------------------------------------------------------------------------





QUEUE AT ARM A -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.5 08.15 0.7 * 08.30 1.1 * 08.45 1.1 * 09.00 0.7 * 09.15 0.5

-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Queensway,Ditton Rd,Speke Rd - AM 2015+Committed+WH.vao - Page 4 -------------------------------------------------------------------------------- QUEUE AT ARM B -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 1.1 * 08.15 1.8 ** 08.30 4.1 **** 08.45 4.2 **** 09.00 1.9 ** 09.15 1.2 *

QUEUE AT ARM C -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.0 08.15 0.0 08.30 0.0 08.45 0.0 09.00 0.0 09.15 0.0

QUEUE AT ARM D -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.4 08.15 0.5 * 08.30 0.8 * 08.45 0.8 * 09.00 0.5 * 09.15 0.4

QUEUE AT ARM E -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.3 08.15 0.4 08.30 0.6 * 08.45 0.6 * 09.00 0.4 09.15 0.3

-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Queensway,Ditton Rd,Speke Rd - AM 2015+Committed+WH.vao - Page 5 -------------------------------------------------------------------------------- QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- ---------------------------------------------------------------------------- I ARM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I------------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I ---------------------------------------------------------------------------- I A I 994.1 I 662.8 I 68.3 I 0.07 I 68.3 I 0.07 I I B I 1879.9 I 1253.3 I 207.5 I 0.11 I 207.5 I 0.11 I I C I 34.3 I 22.9 I 3.2 I 0.09 I 3.2 I 0.09 I I D I 1262.9 I 841.9 I 49.2 I 0.04 I 49.2 I 0.04 I I E I 640.4 I 426.9 I 36.2 I 0.06 I 36.2 I 0.06 I ---------------------------------------------------------------------------- I ALL I 4811.6 I 3207.7 I 364.4 I 0.08 I 364.4 I 0.08 I ---------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD. * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD. * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. END OF JOB ============================================= end of file ===============================================

[Printed at 10:44:50 on 31/05/2011]

-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Queensway,Ditton Rd,Speke Rd - PM 2015+Committed+WH.vao - Page 1 -------------------------------------------------------------------------------- ___________________ A R C A D Y 6 ___________________ ASSESSMENT OF ROUNDABOUT CAPACITY AND DELAY Analysis Program: Release 3.0 (JUNE 2005) (c) Copyright TRL Limited, 2004 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO ______________________________________________________ For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) 1344 770018 Crowthorne House Fax: +44 (0) 1344 770864 Nine Mile Ride Email: [email protected] Wokingham, Berks. Web: www.trlsoftware.co.uk RG40 3GA,UK --------------------------------------------------------------------------------- THE USER OF THIS COMPUTER PROGRAM FOR THE SOLUTION OF AN ENGINEERING PROBLEM IS IN NO WAY RELIEVED OF THEIR RESPONSIBILITY FOR THE CORRECTNESS OF THE SOLUTION --------------------------------------------------------------------------------- Run with file:- "y:\80000-84999\80962 - Stobart, Widnes\Junctions\2015 without Office\ 80962-Stobart Widnes - Queensway,Ditton Rd,Speke Rd - PM 2015+Committed+WH.vai"(drive-on-the-left ) at 10:45:07 on Tuesday, 31 May 2011

FILE PROPERTIES *************** RUN TITLE: 80962-Stobart Widnes-Queensway-PM Peak 2015+Committed+WH LOCATION: Widnes DATE: 19/05/2011 CLIENT: Stobart Developments Ltd ENUMERATOR: jacqui [HOSHI] JOB NUMBER: 80962 STATUS: Final Version DESCRIPTION:

INPUT DATA ********** ARM A - A562 Speke Road ARM B - A562 ARM C - Ditton Road East ARM D - A533 Queensway ARM E - Ditton Road West

GEOMETRIC DATA -------------- ----------------------------------------------------------------------------------------------------------------------- I ARM I V (M) I E (M) I L (M) I R (M) I D (M) I PHI (DEG) I SLOPE I INTERCEPT (PCU/MIN) I ----------------------------------------------------------------------------------------------------------------------- I ARM A I 7.00 I 8.50 I 1.50 I 90.00 I 155.00 I 19.0 I 0.559 I 39.985 I I ARM B I 7.25 I 7.50 I 0.00 I 32.50 I 155.00 I 35.0 I 0.526 I 37.930 I I ARM C I 4.50 I 8.50 I 7.50 I 27.50 I 155.00 I 22.0 I 0.480 I 31.429 I I ARM D I 10.50 I 11.50 I 1.00 I 52.50 I 155.00 I 21.0 I 0.702 I 57.562 I I ARM E I 7.00 I 7.50 I 10.00 I 87.50 I 155.00 I 9.0 I 0.580 I 41.677 I ----------------------------------------------------------------------------------------------------------------------- V = approach half-width L = effective flare length D = inscribed circle diameter E = entry width R = entry radius PHI = entry angle


-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Queensway,Ditton Rd,Speke Rd - PM 2015+Committed+WH.vao - Page 2 -------------------------------------------------------------------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I I D I 100 I I E I 100 I -----------------------



DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA DEMAND SET TITLE: 80962-Stobart Widnes-PM Peak 2015+Committed+WH+Office ----------------------------------------------------------------------------- I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED IFALLING I PEAK I OF PEAK I PEAK I ----------------------------------------------------------------------------- I ARM A I 15.00 I 45.00 I 75.00 I 10.31 I 15.47 I 10.31 I I ARM B I 15.00 I 45.00 I 75.00 I 15.04 I 22.56 I 15.04 I I ARM C I 15.00 I 45.00 I 75.00 I 0.52 I 0.79 I 0.52 I I ARM D I 15.00 I 45.00 I 75.00 I 12.44 I 18.66 I 12.44 I I ARM E I 15.00 I 45.00 I 75.00 I 6.78 I 10.16 I 6.78 I ----------------------------------------------------------------------------- DEMAND SET TITLE: 80962-Stobart Widnes-PM Peak 2015+Committed+WH+Office

----------------------------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS (VEH/HR) I I I (PERCENTAGE OF H.V.S) I I -------------------------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ARM D I ARM E I ----------------------------------------------------------------------------- I 16.45 - 18.15 I I I I I I I I I ARM A I 0.000 I 0.839 I 0.000 I 0.112 I 0.050 I I I I 0.0 I 692.0 I 0.0 I 92.0 I 41.0 I I I I ( 0.0)I ( 2.3)I ( 0.0)I ( 49.0)I ( 34.0)I I I I I I I I I I I ARM B I 0.397 I 0.000 I 0.002 I 0.345 I 0.255 I I I I 478.0 I 0.0 I 3.0 I 415.0 I 307.0 I I I I ( 3.0)I ( 0.0)I ( 50.0)I ( 5.5)I ( 8.4)I I I I I I I I I I I ARM C I 0.119 I 0.262 I 0.000 I 0.357 I 0.262 I I I I 5.0 I 11.0 I 0.0 I 15.0 I 11.0 I I I I ( 0.0)I ( 20.0)I ( 0.0)I ( 13.0)I ( 55.0)I I I I I I I I I I I ARM D I 0.122 I 0.619 I 0.003 I 0.000 I 0.256 I I I I 121.0 I 616.0 I 3.0 I 0.0 I 255.0 I I I I ( 50.0)I ( 8.2)I (100.0)I ( 0.0)I ( 13.0)I I I I I I I I I I I ARM E I 0.030 I 0.788 I 0.006 I 0.177 I 0.000 I I I I 16.0 I 427.0 I 3.0 I 96.0 I 0.0 I I I I ( 6.0)I ( 1.6)I ( 50.0)I ( 13.0)I ( 0.0)I I I I I I I I I -----------------------------------------------------------------------------



-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Queensway,Ditton Rd,Speke Rd - PM 2015+Committed+WH.vao - Page 3 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.00-17.15 I I ARM A 12.31 27.24 0.452 0.6 0.8 12.0 0.07 I I ARM B 17.96 33.69 0.533 0.8 1.1 16.6 0.06 I I ARM C 0.63 16.29 0.038 0.0 0.0 0.6 0.06 I I ARM D 14.85 41.81 0.355 0.4 0.5 8.1 0.04 I I ARM E 8.09 28.72 0.282 0.3 0.4 5.8 0.05 I I I ------------------------------------------------------------------------------------------------------------------





QUEUE AT ARM A -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 17.00 0.6 * 17.15 0.8 * 17.30 1.5 * 17.45 1.5 * 18.00 0.8 * 18.15 0.6 *

-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Queensway,Ditton Rd,Speke Rd - PM 2015+Committed+WH.vao - Page 4 -------------------------------------------------------------------------------- QUEUE AT ARM B -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 17.00 0.8 * 17.15 1.1 * 17.30 1.9 ** 17.45 2.0 ** 18.00 1.2 * 18.15 0.8 *


QUEUE AT ARM D -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 17.00 0.4 17.15 0.5 * 17.30 0.8 * 17.45 0.8 * 18.00 0.6 * 18.15 0.4

QUEUE AT ARM E -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 17.00 0.3 17.15 0.4 17.30 0.6 * 17.45 0.6 * 18.00 0.4 18.15 0.3

-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \80962-Stobart Widnes - Queensway,Ditton Rd,Speke Rd - PM 2015+Committed+WH.vao - Page 5 -------------------------------------------------------------------------------- QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- ---------------------------------------------------------------------------- I ARM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I------------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I ---------------------------------------------------------------------------- I A I 1131.2 I 754.2 I 85.1 I 0.08 I 85.1 I 0.08 I I B I 1649.6 I 1099.7 I 115.1 I 0.07 I 115.1 I 0.07 I I C I 57.6 I 38.4 I 3.8 I 0.07 I 3.8 I 0.07 I I D I 1364.4 I 909.6 I 53.4 I 0.04 I 53.4 I 0.04 I I E I 743.2 I 495.5 I 38.3 I 0.05 I 38.3 I 0.05 I ---------------------------------------------------------------------------- I ALL I 4946.0 I 3297.3 I 295.7 I 0.06 I 295.8 I 0.06 I ---------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD. * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD. * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. END OF JOB ============================================= end of file ===============================================

[Printed at 10:45:19 on 31/05/2011]

-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2015 without Office\80962-Stobart Widnes - Desoto Rd RB - AM 2015+Committed+WH.vao - Page 1 -------------------------------------------------------------------------------- ___________________ A R C A D Y 6 ___________________ ASSESSMENT OF ROUNDABOUT CAPACITY AND DELAY Analysis Program: Release 3.0 (JUNE 2005) (c) Copyright TRL Limited, 2004 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO ______________________________________________________ For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) 1344 770018 Crowthorne House Fax: +44 (0) 1344 770864 Nine Mile Ride Email: [email protected] Wokingham, Berks. Web: www.trlsoftware.co.uk RG40 3GA,UK --------------------------------------------------------------------------------- THE USER OF THIS COMPUTER PROGRAM FOR THE SOLUTION OF AN ENGINEERING PROBLEM IS IN NO WAY RELIEVED OF THEIR RESPONSIBILITY FOR THE CORRECTNESS OF THE SOLUTION --------------------------------------------------------------------------------- Run with file:- "y:\80000-84999\80962 - Stobart, Widnes\Junctions\2015 without Office\ 80962-Stobart Widnes - Desoto Rd RB - AM 2015+Committed+WH.vai"(drive-on-the-left ) at 16:31:26 on Thursday, 19 May 2011

FILE PROPERTIES *************** RUN TITLE: 80962-Stobart Widnes - Desoto Road RB - AM 2015+Committed+WH LOCATION: Widnes DATE: 19/05/2011 CLIENT: Stobart Developments Ltd ENUMERATOR: jacqui [HOSHI] JOB NUMBER: 80962 STATUS: Final Version DESCRIPTION:

INPUT DATA ********** ARM A - Desoto Road East ARM B - Desoto Road West ARM C - Macdermott Road ARM D - Tesco Access ARM E - HGV Egress ARM F - Desoto Road

GEOMETRIC DATA -------------- ----------------------------------------------------------------------------------------------------------------------- I ARM I V (M) I E (M) I L (M) I R (M) I D (M) I PHI (DEG) I SLOPE I INTERCEPT (PCU/MIN) I ----------------------------------------------------------------------------------------------------------------------- I ARM A I 4.30 I 5.10 I 0.00 I 9.00 I 40.00 I 53.0 I 0.526 I 22.160 I I ARM B I 4.30 I 5.00 I 3.00 I 10.00 I 40.00 I 25.0 I 0.568 I 22.990 I I ARM C I 3.00 I 5.10 I 5.00 I 6.00 I 70.00 I 60.0 I 0.331 I 15.381 I I ARM D I 6.00 I 6.00 I 5.00 I 20.00 I 70.00 I 30.0 I 0.524 I 30.300 I I ARM E I 8.10 I 8.10 I 0.00 I 6.00 I 40.00 I 78.0 I 0.570 I 29.425 I I ARM F I 3.10 I 5.10 I 5.00 I 9.00 I 40.00 I 41.0 I 0.490 I 18.118 I ----------------------------------------------------------------------------------------------------------------------- V = approach half-width L = effective flare length D = inscribed circle diameter E = entry width R = entry radius PHI = entry angle


-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2015 without Office\80962-Stobart Widnes - Desoto Rd RB - AM 2015+Committed+WH.vao - Page 2 -------------------------------------------------------------------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I I D I 100 I I E I 100 I I F I 100 I -----------------------



DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA DEMAND SET TITLE: 80962-Stobart Widnes - Desoto Road RB - AM 2015+Committed+WH ----------------------------------------------------------------------------- I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED IFALLING I PEAK I OF PEAK I PEAK I ----------------------------------------------------------------------------- I ARM A I 15.00 I 45.00 I 75.00 I 2.51 I 3.77 I 2.51 I I ARM B I 15.00 I 45.00 I 75.00 I 0.95 I 1.42 I 0.95 I I ARM C I 15.00 I 45.00 I 75.00 I 0.30 I 0.45 I 0.30 I I ARM D I 15.00 I 45.00 I 75.00 I 0.19 I 0.28 I 0.19 I I ARM E I 15.00 I 45.00 I 75.00 I 0.01 I 0.02 I 0.01 I I ARM F I 15.00 I 45.00 I 75.00 I 1.86 I 2.79 I 1.86 I ----------------------------------------------------------------------------- DEMAND SET TITLE: 80962-Stobart Widnes - Desoto Road RB - AM 2015+Committed+WH

-------------------------------------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS (VEH/HR) I I I (PERCENTAGE OF H.V.S) I I ----------------------------------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ARM D I ARM E I ARM F I -------------------------------------------------------------------------------------- I 07.45 - 09.15 I I I I I I I I I I ARM A I 0.000 I 0.104 I 0.154 I 0.030 I 0.000 I 0.711 I I I I 0.0 I 21.0 I 31.0 I 6.0 I 0.0 I 143.0 I I I I ( 0.0)I ( 14.0)I ( 52.0)I ( 83.0)I ( 0.0)I ( 43.0)I I I I I I I I I I I I ARM B I 0.105 I 0.000 I 0.132 I 0.013 I 0.000 I 0.750 I I I I 8.0 I 0.0 I 10.0 I 1.0 I 0.0 I 57.0 I I I I ( 25.0)I ( 0.0)I ( 70.0)I (100.0)I ( 0.0)I ( 82.0)I I I I I I I I I I I I ARM C I 0.417 I 0.417 I 0.000 I 0.042 I 0.000 I 0.125 I I I I 10.0 I 10.0 I 0.0 I 1.0 I 0.0 I 3.0 I I I I ( 10.0)I ( 20.0)I ( 0.0)I ( 0.0)I ( 0.0)I ( 50.0)I I I I I I I I I I I I ARM D I 0.400 I 0.333 I 0.067 I 0.000 I 0.000 I 0.200 I I I I 6.0 I 5.0 I 1.0 I 0.0 I 0.0 I 3.0 I I I I (100.0)I (100.0)I ( 0.0)I ( 0.0)I ( 0.0)I ( 66.0)I I I I I I I I I I I I ARM E I 0.000 I 1.000 I 0.000 I 0.000 I 0.000 I 0.000 I I I I 0.0 I 0.0 I 0.0 I 0.0 I 0.0 I 0.0 I I I I ( 0.0)I (100.0)I ( 0.0)I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I I I I ARM F I 0.336 I 0.604 I 0.034 I 0.027 I 0.000 I 0.000 I I I I 50.0 I 90.0 I 5.0 I 4.0 I 0.0 I 0.0 I I I I ( 84.0)I ( 38.0)I ( 40.0)I (100.0)I ( 0.0)I ( 66.0)I I I I I I I I I I --------------------------------------------------------------------------------------


-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2015 without Office\80962-Stobart Widnes - Desoto Rd RB - AM 2015+Committed+WH.vao - Page 3 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.45-08.00 I I ARM A 2.51 14.79 0.170 0.0 0.2 3.0 0.08 I I ARM B 0.95 12.03 0.079 0.0 0.1 1.2 0.09 I I ARM C 0.30 11.77 0.025 0.0 0.0 0.4 0.09 I I ARM D 0.19 15.03 0.012 0.0 0.0 0.2 0.07 I I ARM E 0.01 13.38 0.001 0.0 0.0 0.0 0.07 I I ARM F 1.86 11.45 0.163 0.0 0.2 2.8 0.10 I I I ------------------------------------------------------------------------------------------------------------------

------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.00-08.15 I I ARM A 3.00 14.64 0.205 0.2 0.3 3.8 0.09 I I ARM B 1.13 11.80 0.096 0.1 0.1 1.6 0.09 I I ARM C 0.36 11.53 0.031 0.0 0.0 0.5 0.09 I I ARM D 0.22 14.79 0.015 0.0 0.0 0.2 0.07 I I ARM E 0.01 13.11 0.001 0.0 0.0 0.0 0.08 I I ARM F 2.22 11.40 0.195 0.2 0.2 3.5 0.11 I I I ------------------------------------------------------------------------------------------------------------------





-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2015 without Office\80962-Stobart Widnes - Desoto Rd RB - AM 2015+Committed+WH.vao - Page 4 -------------------------------------------------------------------------------- QUEUE AT ARM A -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.2 08.15 0.3 08.30 0.3 08.45 0.3 09.00 0.3 09.15 0.2

QUEUE AT ARM B -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.1 08.15 0.1 08.30 0.1 08.45 0.1 09.00 0.1 09.15 0.1


QUEUE AT ARM D -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.0 08.15 0.0 08.30 0.0 08.45 0.0 09.00 0.0 09.15 0.0

QUEUE AT ARM E -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.0 08.15 0.0 08.30 0.0 08.45 0.0 09.00 0.0 09.15 0.0

-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2015 without Office\80962-Stobart Widnes - Desoto Rd RB - AM 2015+Committed+WH.vao - Page 5 -------------------------------------------------------------------------------- QUEUE AT ARM F -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.2 08.15 0.2 08.30 0.3 08.45 0.3 09.00 0.2 09.15 0.2

QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- ---------------------------------------------------------------------------- I ARM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I------------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I ---------------------------------------------------------------------------- I A I 275.6 I 183.7 I 23.9 I 0.09 I 23.9 I 0.09 I I B I 104.2 I 69.5 I 9.8 I 0.09 I 9.8 I 0.09 I I C I 32.9 I 21.9 I 2.9 I 0.09 I 2.9 I 0.09 I I D I 20.6 I 13.7 I 1.4 I 0.07 I 1.4 I 0.07 I I E I 1.4 I 0.9 I 0.1 I 0.08 I 0.1 I 0.08 I I F I 204.3 I 136.2 I 22.4 I 0.11 I 22.4 I 0.11 I ---------------------------------------------------------------------------- I ALL I 639.0 I 426.0 I 60.6 I 0.09 I 60.6 I 0.09 I ---------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD. * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD. * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. END OF JOB ============================================= end of file ===============================================

[Printed at 16:31:31 on 19/05/2011]

-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2015 without Office\80962-Stobart Widnes - Desoto Rd RB - PM 2015+Committed+WH.vao - Page 1 -------------------------------------------------------------------------------- ___________________ A R C A D Y 6 ___________________ ASSESSMENT OF ROUNDABOUT CAPACITY AND DELAY Analysis Program: Release 3.0 (JUNE 2005) (c) Copyright TRL Limited, 2004 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO ______________________________________________________ For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) 1344 770018 Crowthorne House Fax: +44 (0) 1344 770864 Nine Mile Ride Email: [email protected] Wokingham, Berks. Web: www.trlsoftware.co.uk RG40 3GA,UK --------------------------------------------------------------------------------- THE USER OF THIS COMPUTER PROGRAM FOR THE SOLUTION OF AN ENGINEERING PROBLEM IS IN NO WAY RELIEVED OF THEIR RESPONSIBILITY FOR THE CORRECTNESS OF THE SOLUTION --------------------------------------------------------------------------------- Run with file:- "y:\80000-84999\80962 - Stobart, Widnes\Junctions\2015 without Office\ 80962-Stobart Widnes - Desoto Rd RB - PM 2015+Committed+WH.vai"(drive-on-the-left ) at 16:32:01 on Thursday, 19 May 2011

FILE PROPERTIES *************** RUN TITLE: 80962-Stobart Widnes - Desoto Road RB - PM 2015+Committed+WH LOCATION: Widnes DATE: 19/05/2011 CLIENT: Stobart Developments Ltd ENUMERATOR: jacqui [HOSHI] JOB NUMBER: 80962 STATUS: Final Version DESCRIPTION:




-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2015 without Office\80962-Stobart Widnes - Desoto Rd RB - PM 2015+Committed+WH.vao - Page 2 -------------------------------------------------------------------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I I D I 100 I I E I 100 I I F I 100 I -----------------------



DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA DEMAND SET TITLE: 80962-Stobart Widnes - Desoto Road RB - PM 2015+Committed+WH ----------------------------------------------------------------------------- I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED IFALLING I PEAK I OF PEAK I PEAK I ----------------------------------------------------------------------------- I ARM A I 15.00 I 45.00 I 75.00 I 2.41 I 3.62 I 2.41 I I ARM B I 15.00 I 45.00 I 75.00 I 0.55 I 0.83 I 0.55 I I ARM C I 15.00 I 45.00 I 75.00 I 0.43 I 0.64 I 0.43 I I ARM D I 15.00 I 45.00 I 75.00 I 0.28 I 0.41 I 0.28 I I ARM E I 15.00 I 45.00 I 75.00 I 0.04 I 0.06 I 0.04 I I ARM F I 15.00 I 45.00 I 75.00 I 2.66 I 3.99 I 2.66 I ----------------------------------------------------------------------------- DEMAND SET TITLE: 80962-Stobart Widnes - Desoto Road RB - PM 2015+Committed+WH

-------------------------------------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS (VEH/HR) I I I (PERCENTAGE OF H.V.S) I I ----------------------------------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ARM D I ARM E I ARM F I -------------------------------------------------------------------------------------- I 07.45 - 09.15 I I I I I I I I I I ARM A I 0.000 I 0.202 I 0.326 I 0.005 I 0.000 I 0.466 I I I I 0.0 I 39.0 I 63.0 I 1.0 I 0.0 I 90.0 I I I I ( 0.0)I ( 5.0)I ( 13.0)I (100.0)I ( 0.0)I ( 36.0)I I I I I I I I I I I I ARM B I 0.114 I 0.000 I 0.205 I 0.114 I 0.000 I 0.568 I I I I 5.0 I 0.0 I 9.0 I 5.0 I 0.0 I 25.0 I I I I ( 60.0)I ( 0.0)I ( 40.0)I (100.0)I ( 0.0)I ( 80.0)I I I I I I I I I I I I ARM C I 0.618 I 0.294 I 0.000 I 0.000 I 0.000 I 0.088 I I I I 21.0 I 10.0 I 0.0 I 0.0 I 0.0 I 3.0 I I I I ( 19.0)I ( 0.0)I ( 0.0)I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I I I I ARM D I 0.545 I 0.409 I 0.000 I 0.000 I 0.000 I 0.045 I I I I 12.0 I 9.0 I 0.0 I 0.0 I 0.0 I 1.0 I I I I ( 92.0)I ( 89.0)I ( 0.0)I ( 0.0)I ( 0.0)I (100.0)I I I I I I I I I I I I ARM E I 0.333 I 0.333 I 0.333 I 0.000 I 0.000 I 0.000 I I I I 1.0 I 1.0 I 1.0 I 0.0 I 0.0 I 0.0 I I I I (100.0)I (100.0)I ( 0.0)I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I I I I ARM F I 0.343 I 0.648 I 0.009 I 0.000 I 0.000 I 0.000 I I I I 73.0 I 138.0 I 2.0 I 0.0 I 0.0 I 0.0 I I I I ( 62.0)I ( 32.0)I (100.0)I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I I --------------------------------------------------------------------------------------


-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2015 without Office\80962-Stobart Widnes - Desoto Rd RB - PM 2015+Committed+WH.vao - Page 3 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.45-08.00 I I ARM A 2.41 16.92 0.143 0.0 0.2 2.4 0.07 I I ARM B 0.55 12.55 0.044 0.0 0.0 0.7 0.08 I I ARM C 0.43 13.07 0.033 0.0 0.0 0.5 0.08 I I ARM D 0.28 15.12 0.018 0.0 0.0 0.3 0.07 I I ARM E 0.04 16.56 0.002 0.0 0.0 0.0 0.06 I I ARM F 2.66 12.30 0.216 0.0 0.3 4.0 0.10 I I I ------------------------------------------------------------------------------------------------------------------






-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2015 without Office\80962-Stobart Widnes - Desoto Rd RB - PM 2015+Committed+WH.vao - Page 4 -------------------------------------------------------------------------------- QUEUE AT ARM A -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.2 08.15 0.2 08.30 0.3 08.45 0.3 09.00 0.2 09.15 0.2





-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2015 without Office\80962-Stobart Widnes - Desoto Rd RB - PM 2015+Committed+WH.vao - Page 5 -------------------------------------------------------------------------------- QUEUE AT ARM F -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.3 08.15 0.3 08.30 0.5 08.45 0.5 09.00 0.4 09.15 0.3


[Printed at 16:32:08 on 19/05/2011]

-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2030 without Office\80962-Stobart Widnes - Desoto Rd RB - AM 2030+Committed+WH.vao - Page 1 -------------------------------------------------------------------------------- ___________________ A R C A D Y 6 ___________________ ASSESSMENT OF ROUNDABOUT CAPACITY AND DELAY Analysis Program: Release 3.0 (JUNE 2005) (c) Copyright TRL Limited, 2004 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO ______________________________________________________ For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) 1344 770018 Crowthorne House Fax: +44 (0) 1344 770864 Nine Mile Ride Email: [email protected] Wokingham, Berks. Web: www.trlsoftware.co.uk RG40 3GA,UK --------------------------------------------------------------------------------- THE USER OF THIS COMPUTER PROGRAM FOR THE SOLUTION OF AN ENGINEERING PROBLEM IS IN NO WAY RELIEVED OF THEIR RESPONSIBILITY FOR THE CORRECTNESS OF THE SOLUTION --------------------------------------------------------------------------------- Run with file:- "y:\80000-84999\80962 - Stobart, Widnes\Junctions\2030 without Office\ 80962-Stobart Widnes - Desoto Rd RB - AM 2030+Committed+WH.vai"(drive-on-the-left ) at 16:34:58 on Thursday, 19 May 2011

FILE PROPERTIES *************** RUN TITLE: 80962-Stobart Widnes - Desoto Road RB - AM 2030+Committed+WH LOCATION: Widnes DATE: 19/05/2011 CLIENT: Stobart Developments Ltd ENUMERATOR: jacqui [HOSHI] JOB NUMBER: 80962 STATUS: Final Version DESCRIPTION:




-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2030 without Office\80962-Stobart Widnes - Desoto Rd RB - AM 2030+Committed+WH.vao - Page 2 -------------------------------------------------------------------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I I D I 100 I I E I 100 I I F I 100 I -----------------------



DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA DEMAND SET TITLE: 80962-Stobart Widnes - Desoto Road RB - AM 2030+Committed+WH ----------------------------------------------------------------------------- I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED IFALLING I PEAK I OF PEAK I PEAK I ----------------------------------------------------------------------------- I ARM A I 15.00 I 45.00 I 75.00 I 3.01 I 4.52 I 3.01 I I ARM B I 15.00 I 45.00 I 75.00 I 0.44 I 0.66 I 0.44 I I ARM C I 15.00 I 45.00 I 75.00 I 0.30 I 0.45 I 0.30 I I ARM D I 15.00 I 45.00 I 75.00 I 0.19 I 0.28 I 0.19 I I ARM E I 15.00 I 45.00 I 75.00 I 0.01 I 0.02 I 0.01 I I ARM F I 15.00 I 45.00 I 75.00 I 1.85 I 2.78 I 1.85 I ----------------------------------------------------------------------------- DEMAND SET TITLE: 80962-Stobart Widnes - Desoto Road RB - AM 2030+Committed+WH

-------------------------------------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS (VEH/HR) I I I (PERCENTAGE OF H.V.S) I I ----------------------------------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ARM D I ARM E I ARM F I -------------------------------------------------------------------------------------- I 07.45 - 09.15 I I I I I I I I I I ARM A I 0.000 I 0.087 I 0.129 I 0.025 I 0.000 I 0.759 I I I I 0.0 I 21.0 I 31.0 I 6.0 I 0.0 I 183.0 I I I I ( 0.0)I ( 14.0)I ( 52.0)I ( 83.0)I ( 0.0)I ( 56.0)I I I I I I I I I I I I ARM B I 0.229 I 0.000 I 0.286 I 0.029 I 0.000 I 0.457 I I I I 8.0 I 0.0 I 10.0 I 1.0 I 0.0 I 16.0 I I I I ( 25.0)I ( 0.0)I ( 70.0)I (100.0)I ( 0.0)I ( 38.0)I I I I I I I I I I I I ARM C I 0.417 I 0.417 I 0.000 I 0.042 I 0.000 I 0.125 I I I I 10.0 I 10.0 I 0.0 I 1.0 I 0.0 I 3.0 I I I I ( 10.0)I ( 20.0)I ( 0.0)I ( 0.0)I ( 0.0)I ( 50.0)I I I I I I I I I I I I ARM D I 0.400 I 0.333 I 0.067 I 0.000 I 0.000 I 0.200 I I I I 6.0 I 5.0 I 1.0 I 0.0 I 0.0 I 3.0 I I I I (100.0)I (100.0)I ( 0.0)I ( 0.0)I ( 0.0)I ( 66.0)I I I I I I I I I I I I ARM E I 0.000 I 1.000 I 0.000 I 0.000 I 0.000 I 0.000 I I I I 0.0 I 0.0 I 0.0 I 0.0 I 0.0 I 0.0 I I I I ( 0.0)I (100.0)I ( 0.0)I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I I I I ARM F I 0.182 I 0.757 I 0.034 I 0.027 I 0.000 I 0.000 I I I I 27.0 I 112.0 I 5.0 I 4.0 I 0.0 I 0.0 I I I I ( 70.0)I ( 50.0)I ( 40.0)I (100.0)I ( 0.0)I ( 66.0)I I I I I I I I I I --------------------------------------------------------------------------------------


-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2030 without Office\80962-Stobart Widnes - Desoto Rd RB - AM 2030+Committed+WH.vao - Page 3 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.45-08.00 I I ARM A 3.01 13.64 0.221 0.0 0.3 4.1 0.09 I I ARM B 0.44 14.00 0.031 0.0 0.0 0.5 0.07 I I ARM C 0.30 11.77 0.025 0.0 0.0 0.4 0.09 I I ARM D 0.19 15.03 0.012 0.0 0.0 0.2 0.07 I I ARM E 0.01 13.38 0.001 0.0 0.0 0.0 0.07 I I ARM F 1.85 11.48 0.161 0.0 0.2 2.8 0.10 I I I ------------------------------------------------------------------------------------------------------------------






-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2030 without Office\80962-Stobart Widnes - Desoto Rd RB - AM 2030+Committed+WH.vao - Page 4 -------------------------------------------------------------------------------- QUEUE AT ARM A -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.3 08.15 0.4 08.30 0.5 08.45 0.5 09.00 0.4 09.15 0.3





-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2030 without Office\80962-Stobart Widnes - Desoto Rd RB - AM 2030+Committed+WH.vao - Page 5 -------------------------------------------------------------------------------- QUEUE AT ARM F -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.2 08.15 0.2 08.30 0.3 08.45 0.3 09.00 0.2 09.15 0.2


[Printed at 16:35:03 on 19/05/2011]

-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2030 without Office\80962-Stobart Widnes - Desoto Rd RB - PM 2030+Committed+WH.vao - Page 1 -------------------------------------------------------------------------------- ___________________ A R C A D Y 6 ___________________ ASSESSMENT OF ROUNDABOUT CAPACITY AND DELAY Analysis Program: Release 3.0 (JUNE 2005) (c) Copyright TRL Limited, 2004 Adapted from ARCADY/3 which is Crown Copyright by permission of the controller of HMSO ______________________________________________________ For sales and distribution information, program advice and maintenance, contact: TRL Limited Tel: +44 (0) 1344 770018 Crowthorne House Fax: +44 (0) 1344 770864 Nine Mile Ride Email: [email protected] Wokingham, Berks. Web: www.trlsoftware.co.uk RG40 3GA,UK --------------------------------------------------------------------------------- THE USER OF THIS COMPUTER PROGRAM FOR THE SOLUTION OF AN ENGINEERING PROBLEM IS IN NO WAY RELIEVED OF THEIR RESPONSIBILITY FOR THE CORRECTNESS OF THE SOLUTION --------------------------------------------------------------------------------- Run with file:- "y:\80000-84999\80962 - Stobart, Widnes\Junctions\2030 without Office\ 80962-Stobart Widnes - Desoto Rd RB - PM 2030+Committed+WH.vai"(drive-on-the-left ) at 10:46:57 on Tuesday, 31 May 2011

FILE PROPERTIES *************** RUN TITLE: 80962-Stobart Widnes - Desoto Road RB - PM 2030+Committed+WH LOCATION: Widnes DATE: 19/05/2011 CLIENT: Stobart Developments Ltd ENUMERATOR: jacqui [HOSHI] JOB NUMBER: 80962 STATUS: Final Version DESCRIPTION:




-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2030 without Office\80962-Stobart Widnes - Desoto Rd RB - PM 2030+Committed+WH.vao - Page 2 -------------------------------------------------------------------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I I D I 100 I I E I 100 I I F I 100 I -----------------------



DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA DEMAND SET TITLE: 80962-Stobart Widnes - Desoto Road RB - PM 2030+Committed+WH ----------------------------------------------------------------------------- I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED IFALLING I PEAK I OF PEAK I PEAK I ----------------------------------------------------------------------------- I ARM A I 15.00 I 45.00 I 75.00 I 2.00 I 3.00 I 2.00 I I ARM B I 15.00 I 45.00 I 75.00 I 0.31 I 0.47 I 0.31 I I ARM C I 15.00 I 45.00 I 75.00 I 0.43 I 0.64 I 0.43 I I ARM D I 15.00 I 45.00 I 75.00 I 0.28 I 0.41 I 0.28 I I ARM E I 15.00 I 45.00 I 75.00 I 0.04 I 0.06 I 0.04 I I ARM F I 15.00 I 45.00 I 75.00 I 2.66 I 3.99 I 2.66 I ----------------------------------------------------------------------------- DEMAND SET TITLE: 80962-Stobart Widnes - Desoto Road RB - PM 2030+Committed+WH

-------------------------------------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS (VEH/HR) I I I (PERCENTAGE OF H.V.S) I I ----------------------------------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ARM D I ARM E I ARM F I -------------------------------------------------------------------------------------- I 16.45 - 18.15 I I I I I I I I I I ARM A I 0.000 I 0.244 I 0.094 I 0.006 I 0.000 I 0.656 I I I I 0.0 I 39.0 I 15.0 I 1.0 I 0.0 I 105.0 I I I I ( 0.0)I ( 5.0)I ( 13.0)I (100.0)I ( 0.0)I ( 45.0)I I I I I I I I I I I I ARM B I 0.200 I 0.000 I 0.200 I 0.200 I 0.000 I 0.400 I I I I 5.0 I 0.0 I 5.0 I 5.0 I 0.0 I 10.0 I I I I ( 60.0)I ( 0.0)I ( 40.0)I (100.0)I ( 0.0)I ( 50.0)I I I I I I I I I I I I ARM C I 0.618 I 0.294 I 0.000 I 0.000 I 0.000 I 0.088 I I I I 21.0 I 10.0 I 0.0 I 0.0 I 0.0 I 3.0 I I I I ( 19.0)I ( 0.0)I ( 0.0)I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I I I I ARM D I 0.545 I 0.409 I 0.000 I 0.000 I 0.000 I 0.045 I I I I 12.0 I 9.0 I 0.0 I 0.0 I 0.0 I 1.0 I I I I ( 92.0)I ( 89.0)I ( 0.0)I ( 0.0)I ( 0.0)I (100.0)I I I I I I I I I I I I ARM E I 0.333 I 0.333 I 0.333 I 0.000 I 0.000 I 0.000 I I I I 1.0 I 1.0 I 1.0 I 0.0 I 0.0 I 0.0 I I I I (100.0)I (100.0)I ( 0.0)I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I I I I ARM F I 0.202 I 0.789 I 0.009 I 0.000 I 0.000 I 0.000 I I I I 43.0 I 168.0 I 2.0 I 0.0 I 0.0 I 0.0 I I I I ( 35.0)I ( 44.0)I (100.0)I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I I --------------------------------------------------------------------------------------


-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2030 without Office\80962-Stobart Widnes - Desoto Rd RB - PM 2030+Committed+WH.vao - Page 3 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 16.45-17.00 I I ARM A 2.00 15.35 0.130 0.0 0.1 2.2 0.07 I I ARM B 0.31 13.59 0.023 0.0 0.0 0.3 0.08 I I ARM C 0.43 13.07 0.033 0.0 0.0 0.5 0.08 I I ARM D 0.28 15.12 0.018 0.0 0.0 0.3 0.07 I I ARM E 0.04 16.56 0.002 0.0 0.0 0.0 0.06 I I ARM F 2.66 12.32 0.216 0.0 0.3 4.0 0.10 I I I ------------------------------------------------------------------------------------------------------------------






-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2030 without Office\80962-Stobart Widnes - Desoto Rd RB - PM 2030+Committed+WH.vao - Page 4 -------------------------------------------------------------------------------- QUEUE AT ARM A -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 17.00 0.1 17.15 0.2 17.30 0.2 17.45 0.2 18.00 0.2 18.15 0.2





-------------------------------------------------------------------------------- TRL TRL VIEWER 3.0 AC y:\.. \2030 without Office\80962-Stobart Widnes - Desoto Rd RB - PM 2030+Committed+WH.vao - Page 5 -------------------------------------------------------------------------------- QUEUE AT ARM F -------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 17.00 0.3 17.15 0.3 17.30 0.5 17.45 0.5 18.00 0.4 18.15 0.3


[Printed at 10:47:07 on 31/05/2011]


Page 54 June 2011

Appendix E

ANALYSIS OF PERSONAL INJURY ACCIDENT RECORDJOB No. 80962 SITE 3MG Site, Stobart, Widnes ANALYSED BY JLS

JOB NAME Stobart, Widnes 5 YEARS from 01/01/2006 to 31/12/2010 DATE Mar-11

?

?

? ? ? ? ? ? ?

? ? ?

1 2 3 4 5 6 7 8 9 10 11 12

Reference No. 0600182 600971 601939 600514 604394 CC07321436 700593 CC07250696 CC07398550 701279 702295 CC08073280

date 15-Jan-2006 8-Mar-2006 19-May-2006 7-Feb-2006 5-Nov-2006 20-Sep-2007 13-Feb-2007 29-Jul-2007 26-Nov-2007 26-Mar-2007 12-Jun-2007 10-Mar-2008

time 21:08 15:55 19:21 19:50 18:54 8:45 8:30 17:10 15:40 14:00 12:45 14:35

severity Serious Slight Slight Slight Slight Slight Slight Slight Slight Slight Slight Slight

no. vehicles 2 2 2 2 4 2 2 1 1 2 2 2

no. casualties 2 1 1 1 2 1 1 1 1 2 1 1

light/dark Dark Light Light Dark Light Unknown Unknown Unknown Unknown Unknown Unknown Unknown

road dry/wet Dry Wet Wet Wet Dry Dry Wet Dry Dry Dry Dry Unknown

weather Fine Rain Rain Rain Fine Fine Rain Fine Fine Fine Fine Fine

pedestrian

pedal cycle

motor cycle Yes

parked veh LGV / HGV / PSV HGV LGV LGV LGV LGV HGV

skidding

other loss control

failed to give way

excessive speed

on bend

rear shunt Yes Yes Yes Yes Yes Yes Yes

right turn left turn

overtaking Yes Yes

head-on Yes

changing lane single veh pedestrian

other

description

VEH.1 ENTERS TRAFFIC

LIGHT JUNCTION AND

COLLIDES WITH VEH.2

TRAVELLING IN THE

OPPOSITE DIRECTION.

VEH.1 TRAVELLING ALONG

DITTON ROAD BEHIND

VEH.2, VEH.1 COLLIDES

WITH REAR OF VEH.2.

V2 TRAVELLING W-E ALONG DITTON ROAD TURNS RIGHT

OFF DITTON ROAD INTO PRIVATE D/WAY. V1

TRAVELLING W-E ALONG DITTON ROAD ATTEMPTS TO

OVERTAKE V2 WHILST V2 MANOUVRES INTO DRIVEWAY ON RIGHT. V1 COLLIDES INTO FRONT N-SIDE WITH REAR O-SIDE THIRD AXEL WHEEL OF V2 CAUSING MINOR DAMAGE TO HGV EXTENSIVE DAMAGE

TO V1.

VEH.1 PULLS ONTO

OFFSIDE OF ROAD TO

OVERTAKE SLOW MOVING

VEHICLES AND COLLIDED

WITH VEH.2 TRAVELLING

IN OPPOSITE DIRECTION.

VEH.1 HAS ENTERED

DITTON ROAD FROM

DITTON ISLAND. VEH.1 HAS

LOST CONTROL, THE REAR

END HAS SPUN OUT ONTO

THE OPPOSITE SIDE OF

THE CARRIAGEWAY

COLLIDING WITH THE

FRONT OFFSIDE OF VEH.2.

VEH.3 HAS THEN

COLLIDED WITHTHE REAR

OF VEH.1 AND VEH.4

LIKEWISE WITH THE REAR

OF VEHICLE 3.

VEH.2 CAME TO A STOP IN

SLOW MOVING TRAFFIC.

VEH.1 COLLIDED WITH

REAR OF VEH.2.


DITTON ROAD TOWARDS

LIVERPOOL FOLLOWING

UNKNOWN VEHICLE.

VEH.1 TRAVELLING

BEHIND VEH.2 INTHE SAME

DIRECTION. UNKNOWN

VEHICLES STOPPED TO

TURN RIGHT INTO

ST.MICHAELS ROAD AND

VEH.2 SLOWED DOWN TO

STOP

VEH.2 WAITING ON DITTON

ROAD TO TURN RIGHT

INTO ST.MICHAELS ROAD.

VEH.1 FAILS TO STOP AND

COLLILDES WITH REAR OF

VEH.2.

DRIVER OF V1 IS INITIALLY

INVOLVED IN ARGUEMENT

WITH DRIVER V2. THEN,

DRIVER V2 APPROACHES

DRIVER V1. DRIVER V1 IN

FEAR OF PHYSICAL

ATTACK, DRIVES

FORWARD TO ESCAPE.

DRIVER V2, IN FEAR OF

BEING HIT BY TRAFFIC IN

CARRIAGEWAY GRABS

HOLD OF VEH.1 AND IS

DRAGGED ALONG THE

ROAD APPROX. 100

METRES.


DITTON ROAD TOWARDS

DITTON ISLAND APPROX.

100 METRES PROIR TO

ISLAND, VEH.2 SLOWS

DOWN DUE TO VEHICLE

AHEAD, VEH.1 FAILS TO

SLOW AND COLLIDES

WITH REAR OF VEH.2.

VEHICLE 1 AND VEHICLE 2

DRIVING ALONG DITTON

ROAD IN THE DIRECTION

OF DITTON ISLAND.

VEHICLE 2 STOPS AT THE

ROUNDABOUT VEHICLE 1

FAILS TO STOP AND

COLLIDES WITH THE REAR

OF VEHICLE 2

VEH.1 TRAVELLING

THROUGH JUNCTION OF

HALE ROAD AND DITTON

ROAD, APPROACHES

JUNCTION FOLLOWING

VEHICLES TURNING LEFT

IN FILTER LANE. VEH.1

TRAVELS STRIAGHT ON

INTO PATH OF ONCOMING

VEH.2.

other contributory factors

Impaired by alcoholFailed to judge other

persons path or speed

Failed to signal/misleading

signal

Failed to look properly,

Failed to judge other

persons path/speed

Exceeding speed limit.

Imparied by alcohol

location Ditton Road j/w Hale

Road

Ditton Road 300 m SE of j/w St Michaels

Road

Ditton Road 360m W of j/w St Michaels

Road

Ditton Road 500 M east of j/w St

Michaels Road

Ditton Road 70M west of junction with

Speke Road

Ditton Road at j/w St Michaels Road

Ditton Road at j/w St Michaels Road

Ditton Road Ditton RoadDitton Road 100 m West of j/w Speke

Road

Ditton Road j/w Speke Road

Ditton Road

OS grid ref E 349020 349820 349880 350020 350510 350687 349520 349513 350383 350490 350560 349007

OS grid ref N 384770 384870 384870 384880 384920 384799 384860 384861 384902 384920 384960 384771

SECTION 1 1 1 1 1 1 1 1 1 1 1 1

? ? ? ? ? ? ? ? ? ? ? ? ?

13 14 15 16 17 18 19 20 21 22 23 24 25

CC08071549 CC08058393 CC08047337 CC08126406 CC09024564 709104398 CC09050744 CC09021131 CC10277532 CC10040962 CC10233683 CC10237402 603368

8-Mar-2008 25-Feb-2008 14-Feb-2008 29-Apr-2008 25-Jan-2009 3-Apr-2009 18-Feb-2009 22-Jan-2009 21-Sep-2010 11-Feb-2010 11-Aug-2010 14-Aug-2010 26-Aug-2006

20:31 20:14 10:30 16:30 12:00 2:50 17:25 10:36 19:39 14:40 14:20 22:48 6:55

Slight Slight Serious Slight Slight Serious Slight Slight Serious Slight Slight Slight Slight

2 3 1 2 2 2 2 2 1 2 1 1 2

3 2 1 1 1 1 1 1 1 3 1 1 1

Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Light

Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Dry

Fine Rain Fine Fine Fine Fine Fine Fine Fine Fine Fine Fine Fine

Yes

Yes Yes Yes Yes

LGV HGV

Yes Yes Yes

Yes Yes Yes Yes

VEH.2 WAS SLOWING

DOWN DUE TO A

JUNCTION, VEH.1 CAME

STRAIGHT OUT OF SIDE

ROAD, WENT ON THE

WRONG SIDE OF THE MAIN

ROAD AND HIT VEH.2

CAUSING DAMAGE. VHE.1

SPED OFF, FAILING TO

STOP. DRIVER VEH.2 AND

PASSENGERS SUSTAINED

INJURY.

GOLD FORD FOCUS (NON

STOP) TURNED SHARPLY

OFF DITTON ROAD ONTO

ST MICHAELS NARROWLY

AVOIDING THE BLUE

CORSA WHICH WAS

FORCED TO SWERVE TO

MISS IT AND COLLIDED

WITH ONCOMING VEHICLE

V1 MOTORCYCLE

TRAVELLING ALONG MAIN

ROAD IN URBAN

INDUSTRIAL

DEVELOPMENT AREA

COMES UPON MUD ON

ROAD DRAGGED BY

LORRIES LEAVING SITE. V1

LOOSES CONTROL ON

MUD, FALLS FROM

MACHINE AND SUSTAINS

SERIOUS INJURY.

VEH.2 STATIONARY AT

ROUNDABOUT WAITING

FOR TRAFFIC TO CLEAR.

VHE.1 COLLIDES WITH

REAR OF VEH.2.

VEHICLE 1 IS TRAVELLING

AT LOW SPEED ALONG

DITTON ROAD. REAR SEAT

PASSENGER OF VEHICLE 1

OPENS DOOR TO VEHICLE

CAUSING CYCLIST TO

COLLIDE WITH DOOR FALL

OFF AND SUSTAIN MINOR

ABRASION TO KNEE,

VEHICLE 1 LEAVES THE

SCENE.

STOLEN MOTOR VEHICLE

PURSUIT. STOLEN

VEHICLE (V1) WAS

STOPPED AND REVERSED

AT SPEED AT MARKED

POLICE VEHICLE (V2)

VEHICLE 2 INDICATED AND

WAS TURNING RIGHT

WHEN IT WAS HIT BY

VEHICLE 1 . VEHICLE 1 DID

NOT STOP AND DROVE

OFF

V2 WAS STATIC ON

DITTON ROAD AND

WAITING TO TURN RIGHT

WHEN VEHICLE 1 THAT

WAS TRAVELLING ALONG

DITTON ROAD COLLIDES

WITH THE RAER OF V2.

VEHICLE ONE

NEGOTIATES LEFT HAND

BEND AND RIDER FALLS

OFF MACHINE

VEHICLE 2 REDUCES

SPEED AND COMES TO A

STOP INTENDING TO TURN

RIGHT AND IS HIT FROM

THE REAR BY VEHICLE 1

DRIVER OF V1 HAS

LOOKED AWAY FROM HIS

PATH OF TRAVEL. WHEN

HE HAS LOOKED AGAIN,

HE HAS BEEN CAUSED TO

BRAKE AND SWERVE

TIPPING ONTO ITS

OFFSIDE, SLIDING TO A

HALT HALF ON THE ROAD

AND HALF ON THE

PAVEMENT.

VEH.1 HAS BEEN

TRAVELLING ALONG

DITTON ROAD TOWARDS

DITTON ISLAND, UPON

APPROACHING

ROUNDABOUT, VEH.1 HAS

BEGUN TO BRAKE AND IT

WOULD APPEAR THAT

VEH.1 HAS LOST CONTROL

AND HIT NEARSIDE KERB.

VHE.1 HAS

OVERCORRECTED AND

FELL OFF BIKE, HAVING

LOST BALANCE

VEH.1 BEGINS TO PASS A

VAN, INDICATING TO TURN

RIGHT ON ITS NEARSIDE.

AS THE VAN CONTINUES

STRAIGHT ON, VHE.1

TURNS LEFT TO AVOID

COLLISION AND HITS

TRAFFIC SIGN.

Careless/reckless/in a

hurry

Ditton Road Ditton Road Ditton Road Ditton Sliproad Ditton Road Ditton Road Ditton Road Ditton Road Ditton Road Ditton Road Ditton Road Ditton RoadHale Road j/w Ditton

Rd

349520 349507 349718 350624 349066 349085 349509 350283 349049 349511 350464 350565 349020

384861 384864 384870 385080 384789 384795 384864 384898 384776 384859 384921 384966 384780

1 1 1 1 1 1 1 1 1 1 1 1 1

#REF! #REF! #REF! #REF! ? ? ? ? ? ? ?

26 27 28 29 30 31 32 33 34 35 36 37 38

CC08057664 CC09389095 CC10363427 CC10026335 603038 604357 603719 CC08310990 CC10081547 CC10361014 CC08073392 CC10361014 CC08359765

25-Feb-2008 12-Dec-2009 14-Dec-2010 27-Jan-2010 3-Aug-2006 25-Oct-2006 19-Sep-2006 13-Oct-2008 23-Mar-2010 11-Dec-2010 10-Mar-2008 11-Dec-2010 27-Nov-2008

9:00 12:27 7:36 17:40 8:00 13:05 18:25 16:30 17:30 12:30 16:13 12:30 12:15

Slight Slight Slight Slight Slight Slight Slight Slight Slight Slight Slight Slight Slight

1 2 2 2 2 2 2 2 2 2 2 2 2

2 1 1 1 1 2 2 2 1 2 1 2 1

Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown

Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Wet Dry Unknown

Fine Fine Fine Fine F F F Fine Rain Fine Rain Fine Rain

Yes Yes

Yes

LGV HGV

Yes Yes Yes Yes Yes Yes Yes Yes Yes

Yes

VEHICLE 1 WHILE

NEGOTIATING

ROUNDABOUT LEAVES

CARRIAGEWY TO

NEARSIDE AND COLLIDES

WITH LAMP POST

VEH.1 PULLS ONTO THE

ROUNDABOUT AND INTO

THE PATH OF VEH.2 WHO

SWERVES, VEH.2

COLLIDES WITH VEH.1'S

DRIVERS SIDE.

VEH.1 FAILS TO GIVE WAY

ON ENTERING

ROUNDABOUT AND

CAUSED VEH.2

(MOTORCYCLE) ALREADY

NEGOTIATING

ROUNDABOUT TO TAKE

AVOIDING ACTION, RIDER

OF VEH.2 FALLS FROM

VEH. AND SUSTAINS

INJURY.

VEH.2 IS NEGOTIATING

THE ROUNDABOUT

INTENDING TO GO ONTO

A533 QUEENSWAY, VEH.1

ENTERS ROUNDABOUT

FROM A562/MOOR LANE

DIRECTION AND HITS

REAR OF VEH.2 SPINNING

IT AROUND 180%.

VEH.1 ENTERS

ROUNDABOUT INTO PATH

OF ONCOMING VHEICLE 2,

VEH.2 (PEDAL CYCLE)

UNABLE TO AVOID, RIDER

IS THROWN CLEAR FROM

IMPACT.

VEH.2 IS STOPPED AT

JUNCTION, WAITING FOR

WAY TO BE CLEAR TO

ENTER ROUNDABOUT.

VEH.1 FAILS TO SLOW

DOWN AND STOP,

COLLIDES WITH REAR OF

VEH.2.

VEH.2 STATIONARY AT

ROUNDABOUT WAITING TO

GO STRAIGHT AHEAD

ONTO DITTON ROAD.

VEH.1 DRIVES INTO REAR

OF VEH.2 CAUSING SLIGHT

DAMAGE AND MINOR

INJURY.

V2 STATIONARY AT

ROUNDABOUT WHEN V1

COLLIDED WITHH REAR.

VEH.2 STATIONARY AND

WAITING TO ENTER

ROUNDABOUT IN LANE 2.

VEH.1 COLLIDES WITH

REAR OF VEH.2 WHICH

HAD NOT MOVED PRIOR

TO IMPACT.

VEH.2 WAS STOPPED AT

THE GIVEWAY WAITING TO

JOIN ROUNDABOUT TO

TURN LEFT, WHEN HER

VEHICLE WAS HIT FROM

BEHIND BY VEH.1.

BOTH VEH.1 AND VEH.2

EXITED THE A562 ONTO

THE SLIP ROAD TOWARDS

DITTON ISLAND. VEH.2

WAS STATIC AT THE GIVE

WAY AND VEH.1 HAS HIT

VEH. FROM BEHIND

VEH.2 WAS STOPPED AT

THE GIVEWAY WAITING TO

JOIN ROUNDABOUT TO

TURN LEFT, WHEN HER

VEHICLE WAS HIT FROM

BEHIND BY VEH.1.

V2 STOPPED AT

RUNDBAOUT JUNC A562 /

A5419 HEADING IN N

EASTERLY DIRECTION

TOWARDS KINGSWAY V1

RAN INTO REAR OF V2.


failed to judge other

persons path or speed

Failed to look properly Failed to look properly,

carless/reckless/in a hurry

Ditton Island Ditton Island Ditton Island Ditton Island

MOOR LANE B5419 AT THE JUNCTION

WITH DITTON ROAD


WITH DITTON ROAD


WITH QUEENSWAY Moor Lane

MOOR LANE SOUTH

SPEKE ROAD SLIP ROAD



MOOR LANE SOUTH

350655 350637 350711 350707 350700 350710 350700 350711 350708 350622 350622 350622 350717

385075 385070 385032 385036 385040 385040 380505 385054 385050 385081 385079 385081 385098

2 2 2 2 2 2 2 2 2 2 2 2 3

? ? ? ? ? ? ? ? ? ? ? ? ?

39 40 41 42 43 44 45 46 47 48 49 50 51

CC09406910 CC10027429 CC10334800 CC07391884 604397 602317 603318 CC07399405 700696 CC07242934 CC08344579 CC08193265 CC08285517

28-Dec-2009 28-Jan-2010 14-Nov-2010 20-Nov-2007 4-Nov-2006 15-Jun-2006 16-Aug-2006 27-Nov-2007 21-Feb-2007 23-Jul-2007 13-Nov-2008 29-Jun-2008 20-Sep-2008

17:53 12:20 15:55 13:40 13:20 9:15 11:15 13:10 14:05 13:30 11:15 16:15 9:12

Slight Slight Serious Slight Slight Slight Slight Slight Slight Slight Slight Slight Slight

2 2 3 3 2 2 2 2 2 2 2 2 2

2 1 1 1 2 1 1 1 2 2 1 1 1

Unknown Unknown Unknown Unknown Light Light Light Unknown Unknown Unknown Unknown Unknown Unknown

Unknown Unknown Unknown Unknown Wet Dry Dry Dry Dry Dry Wet Dry Dry

Rain Fine Fine Fine Fine Fine Fine Fine Fine Fine Fine Fine Fine

Yes

LGV HGV LGV and HGV LGV LGV and HGV

Yes Yes Yes Yes Yes Yes Yes Yes Yes

V2 WAS HIT FROM BEHIND

BY V1 WHILE WAITING TO

TURN LEFT AT

ROUNDABOUT

VEHICLE 1 COLLIDES WITH

REAR OF VEHICLE 2

WHILST IT IS WAITING TO

JOIN ROUNDABOUT

V2 ENTERS ONTO THE

ROUNDABOUT AND THEN

BRAKES TO ALLOW

UNKNOWN V3 TO PASS. V1

THEN RUNS INTO THE

REAR OF STATIONERY V2.

VEH.1 BRAKED SUDDENLY

AND COLLIDED WITH REAR

OF VEH.2, WHICH IN TURN

COLLIDED WITH REAR OF

VEH.3.

DRIVER OF VEHICLE 1

EXITS ROUNDABOUT

ACROSS FRONT OF

VEHICLE 2 CAUSING

VEHICLE 2 TO CHANGE

COURSE UP SLIP ROAD.

VEHICLE 1 THEN STOPS IN

LANE TWO ON SLIP ROAD

AND DRIVER OF VEHICLE 2

PANICS PRESSES

ACCELERATOR INSTEAD

OF BRAKE AND COLLIDES

WITH REAR OF V2

VEHICLE 1 AND 2

TRAVELLING IN SAME

DIRECTION VEHICLE 2

STOPS SUDDENLY AND


REAR VEHICLE 2.

V2 WAS STOPPED AT THE


GO AHEAD WHEN IT WAS

HIT FROM BEHIND VY V1.

VEH.2 EXITING A533

STOPS AT GIVEWAY

JUNCTION, HUTCHINSON

STREET, LOOKS TO SEE IF

CLEAR AND MOVES OFF.

VEH.1 APPROACHES

FROMOFFSIDE ALONG

HUTCHINSON ST., VEH.2

TRIES TO STOP AND

SOUNDS HORN BUT

COLLIDES WITH VEH.1.

VEHICLE 1 IS AT THE

JUNCTION OF DITTON

ROUNDABOUT, VEHICLE 2

IS BEHIND VEHICLE 1.

VEHICLE 2 HITS VEHICLE 1

IN REAR

VEH.2 WAS STATIONARY

DUE TO TRAFFIC ON THE

ROUNDABOUT, WHEN

VEH.1 HIT VEH.2 AT THE

REAR. VEH.1 DRIVER

SIGNALLED TO PULL

OVER, BUT THEN JUST

DROVE OFF, FAILING TO

STOP.

VEHICLE 2 WAS IN

OFFSIDE LANE OF A533

HEADING TOWARDS

WIDNES WHEN VEHICLE 1

MOVED FROM INSIDE LANE

TO OFFSIDE LANE HITTING

VEHICLE 2 SMASHING THE

NEARSIDE WING MIRROR

AND WINDOW OF VEHICLE

2. VEHICLE 1 DID NOT

STOP

VEH.2 FILTERED ACROSS

TO INSIDE LANE AS

DIRECTED BY

ROADWORKS. VEHICLE IN

FRONTS OF VEH.2

STOPPED, FORCING VEH.2

TO STOP, VEH.1 FAILED TO

STOP IN TIME AND

COLLIDED WITH VEH.2.

VEH.1 CHANGES FROM

LANE 1 INTO LANE 2 AND

COLLIDES WITH THE REAR

OF VEH.2. VEH.2 LOSES

CONTROL AND HITS

CENTRAL BARRIER, VEH.1

DRIVES OFF FAILNG TO

STOP.

Slippery road, exceeding

speed limit


sudden braking

Following too close, failed

to look properly

ASHLEY WAY WEST ASHLEY WAY WEST ASHLEY WAY WEST ASHLEY WAY

QUEENSWAY A533 50 METRES SOUTH FROM JUNCTION

WITH MOOR LANE

SPEKE ROAD A562 285 MTRS EAST

FROM ACCESS SLIP FROM HALE ROAD

QUEENSWAY A533 SLIP ROAD FROM QUEENSWAY TO

DITTON ROAD

HUTCHINSON STREET

QUEENSWAY A533 EXIT SLIP FROM DITTON ROAD

QUEENSWAY QUEENSWAY QUEENSWAY QUEENSWAY

350762 350764 350759 350768 350670 349020 350610 350739 350620 350618 350880 350805 350710

385058 385084 385086 385084 384860 384890 384910 384706 384910 384915 384341 384456 384578

3 3 3 3 4 5 4 4 4 4 4 4 4

? ? ? ? ? ? ? ? ? ? ? ?

52 53 54 55 56 57 58 59 60 61 62 63 64

CC08189704 CC08315791 CC08189660 CC08037511 CC09398477 CC09105011 603480 CC09370721 CC09390797 710147850 CC10272648 CC10328415 CC10076093

26-Jun-2008 18-Oct-2008 26-Jun-2008 6-Feb-2008 21-Dec-2009 6-Apr-2009 5-Sep-2006 24-Nov-2009 14-Dec-2009 16-May-2010 17-Sep-2010 8-Nov-2010 18-Mar-2010

10:05 1:08 13:45 16:40 9:12 17:00 8:40 16:40 7:36 12:00 6:10 16:50 10:58

Slight Slight Slight Slight Slight Slight Slight Slight Slight Slight Slight Slight Slight

2 1 2 2 1 2 4 3 1 2 2 2 2

1 2 1 1 1 2 1 2 1 2 1 1 1

Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown

Dry Dry Dry Dry Ice Dry Dry Wet Wet Dry Dry Wet Dry

Fine Fine Fine Fine Fine Fine Fine Rain Fine Fine Unknown Rain Fine

Yes

HGV LGV

Yes Yes Yes Yes

Yes Yes Yes

VEH.2 WAS DRIVNG ON

INSIDE LANE WHEN VEH.1

JOINING BRIDGE TRAFFIC

FROM SLIP ROAD,

COLLIDED WITH NEARSIDE

OF VEH.2 CAUSING VEH.2

TO SWERVE ACROSS.

DRIVER LOSES CONTROL

OF VEHICLE, MOUNTS

KERB AND DEMOLISHES

STREET FURNITURE AND

TREES.

VEH.2 WAS AT


TURN ONTO DITTON ROAD

WHEN SHE WAS HIT FROM

BEHIND BY VEH.1 CAUSING

DAMAGE TO REAR

BUMPER AND SLIGHT

INJURY

VEH.2 WAS AT THE

ROUNDABOUT, WAITING

FOR IT TO CLEAR, WHEN

IT WAS HIT FROM BEHIND

BY VEH.1.

V1 EXITS ONTO OFF SLIP,

SKIDS ON ICE AND LEAVES

CARRIDGEWAY TO

OFFSIDE AND HITS

BARRIER, REBOUNDING

BACK INTO CARRIDGEWAY

VEH.2 SLOWLY PULLED

AWAY FROM JUNCTION

(SLIP ROAD) THEN

BRAKED, VEH.1 COLLIDES

WITH REAR OF VEH.2.

VEHICLE 4 BROKEN DOWN

ON A533 LIVERPOOL

BOUND PRIOR TO DITTON

ISLAND OFF SLIP ON

SLIGHT BEND IN LANE 1.

OTHER VEHICLES WERE

TRYING TO NEGOTIATE

VEHICLE 4 IN HEAVY

TRAFFIC. VEHICLES 2

AND 3 SLOW BEHIND

VEHICLE 4 TO PASS IT.


REAR OF VEHICLE 3

PUSHING IT INTO VEHICLE

2 WHICH IS AHEAD.

VEHICLES ONE,TWO AND

THREE ALL TRAVELLING

IN THE SAME DIRECTION

LOSE CONTROL ON

SLIPPERY ROAD SURFACE

AND COLLIDE.

VEH.1 OVERTAKING

UNKNOWN (NON

CONTRIBUTARY) VEHICLE

ON RIGHT HAND BEND,

LOSES CONTROL,

COLLIDES WITH NEARSIDE

ARMCO , BOUNCES BACK

AND CONTINUES IN LANE

1. VEH.1 COMES TO A

STOP AFTER COLLIDING

AGAIN WITH NEARSIDE

ARMCO.

VEHICLE 1 & 2

TRAVELLING SAME

DIRECTION ON TWO LANE

ROAD. VEHICLE 1 MOVES

LANE TO NEARSIDE AND

COLLIDES WITH VEHICLE

2. VEHICLE 1 FAILS TO

STOP

V1 AND V2 BOTH

TRAVELLING LIVERPOOL

BOUND ON DUAL

CARRIAGEWAY. V1 IN

LANE 2 IS OVERTAKING V2

THAT IS IN LANE 1. V1

THEN MOVES INTO LANE 1

AND COLLIDES WITH V2,

CAUSING RIDER TO LOSE

CONTROL. V1 THEN EXITS

DUAL CARRIAGEWAY

ONTO THE SLIP ROAD

TOWARD DITTON ISLAND

V1 TRAVELLING SOUTH IN

LANE 2. MOVES INTO LANE

1 CAUSING DRIVER OF V2

TO BRAKE, LOSING

CONTROL OF VEHICLE

AND COLLIDING WITH

NEARSIDE CRASH

BARRIER.

TWO VEHICLES

TRAVELLING SAME

DIRECTION ON DUAL

CARRIAGEWAY DRIVER OF

VEHICLE 1 BRAKES AS

SHE FEELS VEHICLE 2 IS

TOO CLOSE BEHIND.


REAR OF VEHICLE 1

Animal or object in

carriageway, failed to look

properly

QUEENSWAY QUEENSWAYQUEENSWAY SLIP

ROADQUEENSWAY QUEENSWAY SLIP

QUEENSWAY SLIP ROAD

QUEENSWAY A533 80 METRES SOUTH FROM JUNCTION

WITH DITTON ISLAND OFF SLIP

WIDNES

QUEENSWAY QUEENSWAY QUEENSWAY QUEENSWAY QUEENSWAY QUEENSWAY

350727 350625 350620 350615 350660 350614 350800 350601 350597 350769 350751 350601 350550

384585 384913 384917 384920 384656 384916 384420 385040 385051 384465 384486 385048 385099

4 4 4 4 4 4 4 4 4 4 4 4 4

#REF! ? ?

65 66 67

CC10058832 600829 604813

1-Mar-2010 1-Mar-2006 27-Nov-2006

14:08 9:45 7:20

Slight Slight Slight

1 1 1

1 1 1

Unknown Unknown Unknown

Dry Unknown Unknown

Fine Unknown Unknown

Yes

Yes Yes


DESOTO ROAD BEFORE

TURNING LEFT ONTO THE

SLIP ROAD LEADING TO

THE RUNCORN BRIDGE. AS

VEH.1 TURNED, VEHICLE

COLLIDED WITH OFFSIDE

KERB BEFORE OVER-

TURNING, TRAPPING

DRIVER.

VEHICLE 1 TRAVELLING

AROUND A ROUNDABOUT

COLLIDES WITH

PERMANENT CONCRETE

BASED ^KEEP LEFT^ SIGN

V1 COLLIDES WITH

OFFSIDE OF V2 WHILST

OVERTAKING IT THEN

FAILS TO STOP

Inadequate/masked signs

or road markings,

distraction in vehicle

Passing too close to

cyclist, horse or pedestrian

DESOTO ROAD

DESOTO ROAD, WEST BANK DOCK ESTATE UNC AT THE JUNCTION

WITH MCDERMOTT ROAD

MCDERMOTT ROAD UNC 30 MTRS

NORTH OF JUNCTION WITH

DOCK ROAD

350740 350590 350870

384692 384550 384270

5 5 5

www.fairhurst.co.uk

Aberdeen Birmingham

Bristol Dundee

Edinburgh Elgin

Glasgow

Inverness Leeds London

Manchester Newcastle upon Tyne

Sheffield Watford

Wellesbourne

CIVIL ENGINEERING • STRUCTURAL ENGINEERING • TRANSPORTATION • ROADS & BRIDGES

PORTS & HARBOURS • GEOTECHNICAL & ENVIRONMENTAL ENGINEERING • PLANNING &

DEVELOPMENT • WATER SERVICES • CDM COORDINATOR SERVICES