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TECHNICAL NOTE

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Job Name: East Kettering Sustainable Urban Extension

Job No: 25134

Note No: Technical Note 18

Date: 20th December, 2013

Prepared By: Tom Althorpe / John Hopkins

Approved By: Simon Davis

Subject: Assessment of Off-Site Junctions – 2021 Do Something Addendum Test Phase 2 scenario – 2,700 dwellings on East Kettering - no A14 Junction 10a nor Roxhill A14 Business Park proposals

1 Introduction

1.1 Peter Brett Associates LLP (referred to from here as Peter Brett Associates, or PBA) has been commissioned by Alledge Brook LLP to provide technical information to support the discharge of transport-related conditions associated with the East Kettering Sustainable Urban Extension (the East Kettering Development) granted outline planning permission on 1st April 2010 - planning application references KET/2007/0694 and KET/2008/0274.

1.2 As part of the earlier Transport Assessment to support the original outline planning application in 2008, Colin Buchanan and Partners Limited identified six off-site junctions would require mitigation in the future year assessments. These are referred to as Junctions a to g and are shown on Figure 1. These were the subject of further assessment as part of the Discharge of Condition 83 of the outline planning permissions in the report (Traffic Access and Impact Assessment – Phasing) prepared by Peter Brett Associates in March 2013. (As per the Condition 83 Discharge Report, this work did not include Junction f - the Bus Priority Scheme along Barton Road).

1.3 Alledge Brook LLP has subsequently sought an amendment to the agreed infrastructure phasing strategy – delaying the implementation of the proposed A14 Junction 10a to the end of Phase 2 (2700 Units). Following some initial discussions relating to the strategic highway network, this Technical Note has been prepared at the request of Northamptonshire Highways specifically to provide information on the capacities for the local highway network within Kettering.

1.4 For completeness of the assessment, the proposed Access F (adjacent A14 Junction 10) has also been assessed with these flows, and is reported in this Technical Note. This element follows the submission of PBA Technical Note 11 in October 2013 – Access F Interim Enhancement Results Summary.

1.5 This Technical Note 18 considers the junctions within the local highway network with: i) 2,700 dwellings on East Kettering;

ii) no A14 Junction 10a

1.6 A corresponding Technical Note 15 (issued on 10th December 2013) considers the above, but also considers conditions on the local highway network with the additional Roxhill A14 Business Park Development flows and their associated A14 Junction 10 proposals – this Technical Note considers neither.

Peter Brett Associates LLP

11 Prospect Court

Courteenhall Road, Blisworth

Northampton NN7 3DG

T: +44 (0)1604 878 300

F: +44 (0)1604 878 333

E: [email protected]

Website: www.peterbrett.com

TECHNICAL NOTE


2 NSTM Data

2.1 The earlier Condition 83 Phasing Discharge assessment work was based upon the flows obtained from Northamptonshire Highways’ Northamptonshire Strategic Transport (SATURN) Model (NSTM), for the Phase 1, Phase 2 and the Full Development options. These were provided in November 2012.

2.2 Following Northamptonshire Highways’ request for the reassessment to support the infrastructure phasing amendment, two further runs were undertaken of the NSTM: i) the 2021 Do Something Addendum Test Phase 2 - the results were provided to Peter

Brett Associates on 2nd December 2013. This informed the earlier Technical Note 15, and considered 2,700 dwellings at East Kettering, no A14 Junction 10a, and with Roxhill A14 Business Park proposals (the A14 Business Park Development and the associated A14 Junction 10 proposals); and

ii) the 2021 Do Something Second Addendum Test Phase 2 - these results were provided to Peter Brett Associates on 22nd November 2013. This informs this Technical Note 18, and considers 2,700 dwellings at East Kettering, no A14 Junction 10a, but with no Roxhill A14 Business Park proposals.

2.3 Therefore, the work considered in this Technical Note 18 has the following variations from that

considered in the Condition 83 Discharge work: i) A14 Junction 10a, and the surrounding linking infrastructure, has been removed from

the NSTM model network; and

ii) A14 Junction 10 has been upgraded in the NSTM model network to reflect the East Kettering Development interim enhancement mitigation proposals (shown on 25134 / 001 / 038).

2.4 The 2021 Do Something Second Addendum Test Phase 2 SATURN model output of the

turning movements for the junctions considered within this Technical Note are included in Appendix 1.

3 Junction a – Stamford Road / Windmill Avenue Roun dabout

3.1 For the Phase 2 scenario, the Condition 83 Discharge Report summarised the results of the junction capacity assessments with the 2021 Phase 2 flow scenarios for Junction a – Stamford Road / Windmill Avenue Roundabout assuming:

i) the 2021 Do Minimum situation;

ii) the 2021 Do Something Phase 2 scenario with the existing geometry; and iii) the 2021 Do Something Phase 2 scenario with the geometry proposed following Peter

Brett Associates Condition 83 Discharge Report review, as shown on Peter Brett Associates’ drawing 25134/001/022, included in Appendix 2.

3.2 Table 3.1 below reproduces the results of the capacity analysis for this proposed junction form

shown on drawing 25134/001/022 with the 2021 Do Something Phase 2 flows (2,700 units at East Kettering, with Junction 10a, with no Roxhill A14 Business Park proposals) as reported in the PBA Condition 83 Discharge report.

TECHNICAL NOTE


Table 3.1: Summary of ARCADY Results for Junction a - Stamford Road / Windmill Avenue Roundabout – 2021 Phase 2 Do Something – Proposed Geometry – with Junction 10a, no Roxhill A14 Business Park proposals

Arm

AM Peak Hour (0800 – 0900) PM Peak Hour (1700 – 1800)

Max RFC Mean Max Queue Max RFC Mean Max

Queue

Stamford Road (NE) 0.48 1 0.46 1

Central Parade (E) 0.02 0 0.02 0

Windmill Avenue (S) 0.63 2 0.60 2

Stamford Road (SW) 0.32 1 0.54 2

Inclusive Queuing delay (min/pcu) 0.08 0.09

RFC – Ratio of Flow to Capacity – whilst RFC of less than 0.85 are considered to indicate a junction arm operating satisfactorily, TRL acknowledge that this application depends upon the context of the Study and the User’s own judgement is required

3.3 This indicated that the proposed roundabout would operate with a maximum RFC well within 85% of theoretical capacity in 2021 Phase 2 Do Something, hence would operate with minimal queuing and delay.

3.4 A further assessment has been undertaken using the 2021 Do Something Second Addendum Test Phase 2 scenario (i.e., with 2,700 dwellings at East Kettering, no A14 Junction 10a nor the Roxhill A14 Business Park proposals) with the proposed geometry. The results are summarised in Table 3.2, the computer output is contained in Appendix 3.

Table 3.2: Summary of ARCADY Results for Junction a - Stamford Road / Windmill Avenue Roundabout – 2021 Phase 2 Do Something Second Addendum Test (2,700 dwellings at East Kettering, no A14 Junction 10a, no Roxhill A14 Business Park proposals) – Proposed Geometry

Arm



Queue

Stamford Road (NE) 0.50 1 0.49 1

Central Parade (E) 0.02 0 0.02 0


Stamford Road (SW) 0.34 1 0.52 1


3.5 This indicates that the proposed roundabout would operate with a maximum RFC well within

85% of theoretical capacity in this scenario. This confirms that this junction would continue to operate with minimal queuing and delay.

TECHNICAL NOTE


4 Junction b – St Mary’s Road / Windmill Avenue Rou ndabout

4.1 For the Phase 2 scenario, the Condition 83 Discharge Report summarised the results of the junction capacity assessments with the 2021 Phase 2 flow scenarios for Junction b – St Mary’s Road / Windmill Avenue Roundabout assuming:


ii) the 2021 Do Something Phase 2 scenario with the existing geometry; and iii) the 2021 Do Something Phase 2 scenario with the proposed geometries following

Peter Brett Associates Condition 83 Discharge Report review, shown on Peter Brett Associates’ drawing, 25134/001/023, included in Appendix 2.

4.2 Table 4.1 below reproduces the results of the capacity analysis for this proposed

25134/001/023 junction form with the 2021 Do Something Phase 2 flows as reported in the PBA Condition 83 Discharge report.

Table 4.1: Summary of ARCADY Results for Junction b - St Mary’s Road / Windmill Avenue Roundabout – 2021 Phase 2 Do Something – Proposed Geometry – with Junction 10a, no Roxhill A14 Business Park proposals

Arm



Queue

Windmill Avenue (N) 0.43 1 0.48 1


St Mary’s Road (SW) 0.15 0 0.12 1


4.3 This indicated that the proposed roundabout would operate with a maximum RFC well within

85% of theoretical capacity in 2021 Phase 2 Do Something, hence would operate with minimal queuing and delay.

4.4 A further assessment has been undertaken using the 2021 Do Something Second Addendum Test Phase 2 scenario (i.e., with 2,700 dwellings at East Kettering, no A14 Junction 10a nor Roxhill A14 Business Park proposals) with the proposed geometry. The results are summarised in Table 4.2, the computer output is contained in Appendix 3.

TECHNICAL NOTE


Table 4.2: Summary of ARCADY Results for Junction b - St Mary’s Road / Windmill Avenue Roundabout – 2021 Phase 2 Do Something Addendum Test (2,700 dwellings at East Kettering, no A14 Junction 10a, with Roxhill A14 Business Park proposals) – Proposed Geometry

Arm



Queue



St Mary’s Road (SW) 0.16 0 0.13 0




5 Junction c – Deeble Road / Windmill Avenue Rounda bout

5.1 For the Phase 2 scenario, the Condition 83 Discharge Report summarised the results of the junction capacity assessments with the 2021 Phase 2 flow scenarios for Junction c – Deeble Road / Windmill Avenue Roundabout assuming:

i) the 2021 Do Minimum situation; and

ii) the 2021 Do Something Phase 2 scenario with the existing geometry;

5.2 Table 5.1 below reproduces the results of the capacity analysis for the existing junction form with the 2021 Do Something Phase 2 flows reported in the PBA Condition 83 Discharge report.

Table 5.1: Summary of ARCADY Results for Junction c – Deeble Road / Windmill Avenue Roundabout – 2021 Phase 2 Do Something – Existing Geometry – with Junction 10a, no Roxhill A14 Business Park proposals

Arm



Queue


Deeble Road (E) 0.51 1 0.49 1



5.3 This indicated that the existing roundabout would operate with a maximum RFC well within 85% of theoretical capacity in 2021 Phase 2 Do Something, hence would operate with minimal queuing and delay.

TECHNICAL NOTE


5.4 A further assessment has been undertaken using the 2021 Do Something Second Addendum Test Phase 2 scenario (i.e., with 2,700 dwellings at East Kettering, no A14 Junction 10a nor Roxhill A14 Business Park proposals) with the existing geometry. The results are summarised in Table 5.2, the computer output is contained in Appendix 3.

Table 5.2: Summary of ARCADY Results for Junction c – Deeble Road / Windmill Avenue Roundabout – 2021 Phase 2 Do Something Second Addendum Test (2,700 dwellings at East Kettering, no A14 Junction 10a, nor Roxhill A14 Business Park proposals) – Existing Geometry

Arm



Queue


Deeble Road (E) 0.52 1 0.53 1



5.5 This indicates that the existing roundabout would operate with a maximum RFC well within


6 Junction d – London Road / Barton Road Roundabout

6.1 For the Phase 2 scenario, the Condition 83 Discharge Report summarised the results of the junction capacity assessments with the 2021 Phase 2 flow scenarios for Junction d – London Road / Barton Road Roundabout assuming:


ii) the 2021 Do Something Phase 2 scenario with the existing geometry; and iii) the 2021 Do Something Phase 2 scenario with the proposed geometries following

Peter Brett Associates Condition 83 Discharge Report review, shown on Peter Brett Associates’ drawing, 25134/001/024A, included in Appendix 2.

6.2 Table 6.1 below reproduces the results of the capacity analysis for the for this proposed

25134/001/024A junction form with the 2021 Do Something Phase 2 flows reported in the PBA Condition 83 Discharge report.

TECHNICAL NOTE


Table 6.1: Summary of ARCADY Results for Junction d – London Road / Barton Road Roundabout – 2021 Phase 2 Do Something – Proposed Geometry – with Junction 10a, no Roxhill A14 Business Park proposals

Arm



Queue

London Road (NW) 0.56 2 0.44 1

Barton Road (E) 0.67 3 0.83 5

Pytchley Road (S) 0.66 2 0.70 3


6.3 This indicated that the proposed roundabout would operate with a maximum RFC well within

85% of theoretical capacity in 2021 Phase 2 Do Something, hence would operate with minimal queuing and delay.

6.4 A further assessment has been undertaken using the 2021 Do Something Second Addendum Test Phase 2 scenario (ie, with 2,700 dwellings at East Kettering, no A14 Junction 10a nor Roxhill A14 Business Park proposals) with the proposed geometry. The results are summarised in Table 6.2, the computer output is contained in Appendix 3.

Table 6.2: Summary of ARCADY Results for Junction d – London Road / Barton Road Roundabout – 2021 Phase 2 Do Something Second Addendum Test (2,700 dwellings at East Kettering, no A14 Junction 10a, nor Roxhill A14 Business Park proposals) – Proposed Geometry

Arm



Queue



St Mary’s Road (SW) 0.64 2 0.66 2


6.5 This indicates that the existing roundabout would operate with a maximum RFC within 85% of

theoretical capacity in this scenario. This confirms that this junction would continue to operate with minimal queuing and delay.

7 Junction e – Windmill Avenue / Barton Road Traffi c Signal Controlled Junction

7.1 For the Phase 2 scenario, the Condition 83 Discharge Report summarised the results of the junction capacity assessments with the 2021 Phase 2 flow scenarios for Junction e – Windmill Avenue / Barton Road Traffic Signal Controlled Junction assuming:



TECHNICAL NOTE


7.2 Table 7.1 repeats the results of the capacity analysis for the existing junction form with the 2021 Do Something Phase 2 flows reported in the PBA Condition 83 Discharge report.

Table 7.1: Summary of LINSIG Results for Junction e – Windmill Avenue / Barton Road Junction – 2021 Do Something Phase 2 – Existing Geometry – with Junction 10a, no Roxhill A14 Business Park proposals

Arm


Degree of Saturation

Mean Max Queue


Mean Max Queue

Barton Rd (W) – Left and Ahead 89% 13 89% 16

Windmill Ave (N) – Left and Right 65% 6 87% 10

Barton Rd (E) – Ahead 40% 4 29% 3

Barton Rd (E) – Right 77% 5 76% 5

7.3 This indicated that the existing junction would operate with a maximum degree of saturation

within 90% of theoretical capacity in 2021 Phase 2 Do Something. The maximum queue of 16 vehicles, on the western arm, can be accommodated within the circa 300m between this junction and the upstream London Road / Pytchley Road / Barton Road Roundabout. This concludes that this junction would operate with acceptable queuing and delay. It was considered that there is no requirement for mitigation to be delivered in Phase 2.

7.4 A further assessment has been undertaken using the 2021 Do Something Second Addendum Test Phase 2 scenario (i.e., with 2,700 dwellings at East Kettering, no A14 Junction 10a nor Roxhill A14 Business Park proposals) with the existing geometry. The results are summarised in Table 7.2, the computer output is contained in Appendix 3.

Table 7.2: Summary of LINSIG Results for Junction e – Windmill Avenue / Barton Road Junction – 2021 Phase 2 Do Something Second Addendum Test (2,700 dwellings at East Kettering, no A14 Junction 10a, nor Roxhill A14 Business Park proposals) – Existing Geometry

Arm



Mean Max Queue


Mean Max Queue

Barton Rd (W) – Left and Ahead 88% 12 90% 16

Windmill Ave (N) – Left and Right 66% 6 90% 11

Barton Rd (E) – Ahead 38% 3 32% 3

Barton Rd (E) – Right 89% 7 87% 7

7.5 This indicates that the existing junction would not operate with a maximum degree of

saturation above 90% of theoretical capacity in this scenario. This confirms that this junction would continue to operate with minimal queuing and delay.

8 Junction g – Cranford Road / Barton Road Traffic Signal Controlled Junction

8.1 For the Phase 2 scenario, the Condition 83 Discharge Report summarised the results of the junction capacity assessments with the 2021 Phase 2 flow scenarios for Junction g – Cranford Road / Barton Road Traffic Signal Controlled Junction assuming:

TECHNICAL NOTE




8.2 Table 8.1 repeats the results of the capacity analysis for the proposed junction form with the 2021 Do Something Phase 2 flows reported in the PBA Condition 83 Discharge report.

Table 8.1: Summary of LINSIG Results for Junction g – Cranford Road / Barton Road Junction – 2021 Do Something Phase 2 – Existing Geometry– with Junction 10a, no Roxhill A14 Business Park proposals

Arm



Mean Max Queue


Mean Max Queue

Barton Road (N) 63% 6 37% 3

Cranford Road (E) 9% 1 9% 0

Barton Rd (S) 76% 7 69% 7

8.3 This indicated that the existing junction would operate with a maximum degree of saturation

well within 90% of theoretical capacity in 2021 Phase 2 Do Something, hence would operate with minimal queuing and delay.

8.4 A further assessment has been undertaken using the 2021 Do Something Second Addendum Test Phase 2 scenario (ie, with 2,700 dwellings at East Kettering, no A14 Junction 10a nor Roxhill A14 Business Park proposals) with the existing geometry. The results are summarised in Table 8.2, the computer output is contained in Appendix 3.

Table 8.2: Summary of LINSIG Results for Junction g – Cranford Road / Barton Road Junction – 2021 Phase 2 Do Something Second Addendum Test (2,700 dwellings at East Kettering, no A14 Junction 10a, nor Roxhill A14 Business Park proposals) – Existing Geometry

Arm



Mean Max Queue


Mean Max Queue

Barton Rd (N) – Left and Ahead 82% 10 66% 7

Cranford Road (E) – Left and Right 1% 0 1% 0

Barton Rd (S) – Ahead 88% 9 85% 10

8.5 This indicates that the existing junction would operate with a maximum degree of saturation

within 90% of theoretical capacity in this scenario. This confirms that this junction would continue to operate with minimal queuing and delay.

TECHNICAL NOTE


9 Access F – Site Access / Barton Road Roundabout

9.1 A manual assessment of Access F was reported in PBA Technical Note 11 of the flow reassignment as a consequence of the later delivery of the A14 Junction 10a. This concluded the Access F Interim Enhancements shown on PBA drawing 25134/001/050 (in Appendix 2) would provide sufficient capacity with the 2021 Do Something Addendum Test Phase 2 scenario (i.e., with 2,700 dwellings at East Kettering, no A14 Junction 10a, with Roxhill A14 Business Park proposals).

9.2 This junction has been reassessed using the equivalent flows provided by the NSTM 2021 Do Something Second Addendum Test Phase 2 scenario (ie, with 2,700 dwellings at East Kettering, no A14 Junction 10a nor Roxhill A14 Business Park proposals). The results are summarised in Table 9.1, the computer output is contained in Appendix 3.

Table 9.1: Summary of ARCADY Results for Access F – Site Access / Barton Road Roundabout – 2021 Phase 2 Do Something Second Addendum Test (2,700 dwellings at East Kettering, no A14 Junction 10a, nor Roxhill A14 Business Park Development proposals) - Proposed Geometry

Arm



Queue

Site Access (E) 0.68 2 0.59 2

Barton Road (S) 0.46 1 0.59 2

Barton Road (NW) 0.61 2 0.44 1



85% of theoretical capacity with this scenario, hence that this junction would continue to operate with minimal queuing and delay.

10 Conclusions

10.1 This Technical Note 18 has been produced by Peter Brett Associates to support the East Kettering Development. It reports the results of traffic impact assessments on the local highway network through Kettering arising from the reassignment of trips due to the proposed later implementation of the new A14 Junction 10a until the start of Phase 3.

10.2 This assessment is based on the output from an analysis of the forecast flow changes on the highway network using the Northamptonshire Strategic Transport Model provided to PBA on 2nd December 2013 by Northamptonshire Highways – the 2021 Do Something Second Addendum Test Phase 2 scenario (i.e., with 2,700 dwellings at East Kettering, no A14 Junction 10a nor Roxhill A14 Business Park proposals).

10.3 The Technical Note 18 concludes that the delay in construction of A14 Junction 10a will not alter the conclusions to those set out in Peter Brett Associates’ Condition 83 Discharge Report dated 12th March 2013 – that the existing or proposed junction alignments would provide sufficient capacity to accommodate the predicted flows in 2021 with Phase 2 of the East Kettering Development.

JUNCTION a

JUNCTION b

JUNCTION c

JUNCTION d

JUNCTION e

JUNCTION g

DEEBLE ROAD

WINDMILL AVENUE

STAMFORD ROAD

WINDMILL AVENUE

ST MARY'S ROAD

LONDON ROAD

PYTCHLEY ROAD

BARTON ROAD

CRANFORD ROAD

WARKTON LANE

ACCESS F

Checked by

Drawn by

A3 Scale

Drawing Status

Date of 1st Issue

DrawnMark Revision ChkdDate

File Location: j:\25134 east kettering\cad\dwgs\transport\tech note 18 figure (tn18)\25134_tn18_001.dwg

UTILITIES NOTE: The position of any existing public or private sewers, utility

services, plant or apparatus shown on this drawing is believed to be correct,

but no warranty to this is expressed or implied. Other such plant or apparatus

may also be present but not shown. The Contractor is therefore advised to

undertake his own investigation where the presence of any existing sewers,

services, plant or apparatus may affect his operations.

SCALING NOTE: Do not scale from this drawing. If in doubt, ask. Drawing Number Revision

Reproduced from/based upon Ordnance Survey material with the permission of Ordnance Survey

®on behalf of The Controller of Her Majesty's Stationery Office. © Crown Copyright.

Unauthorised reproduction infringes Crown Copyright and may lead to prosecution or civil proceedings.

Licence No. Year of Publication Owner/Purchaser of Mapping

user name: tom althorpe

Offices throughoutthe UK and Europe

© Peter Brett Associates LLPwww.peterbrett.com

NORTHAMPTONTel: 01604 878300

EAST KETTERING

JUNCTION LOCATION PLAN

Client

ALLEDGE BROOK

TECHNICAL NOTE 18 FIGURE

FIGURE 1

05/12/13

NTS

TPA

JPH

PBA LLP100021575 2013

25134/TN18/001

TECHNICAL NOTE


Figure 1 - Junction Location Plan Appendix 1 - SATURN Model Turning Movements Appendix 2 - Proposed Junction Arrangement plans Appendix 3 - Junction Capacity Assessment – Computer Outputs

TECHNICAL NOTE


Appendix 1 – SATURN Model Turning Movements

*NSTM 2021 AM peak East of Kettering Do Something Test 3 Ph 14-11-13

0691

191

00

060

231

085

40337

3

65512

0

00

00

29367

0407

395

0

2114

06

SATURN

Atkins Ltd / DVV / ITS

WSP GROUP (S 14-11-13

WITH_TEST4_DEMAND_V2.UFS

Scale 1148

Turn Data:

Arrive flow

*NSTM 2021 PM peak East of Kettering Do Something Test 3 Ph 14-11-13

0

691177

0

6

0

362

0129

355

466

42488

0

24373

15712

SATURN



_WITH_TEST4_DEMANDV2.UFS

Scale 919

Turn Data:

Arrive flow


2 60

4 41

8 55

1 86

12656

28883

237575

1 59

4 13

340

62865

743

0

28

063

17

6

028

135

0

0

017

50

0663

648

SATURN




Scale 1794

Turn Data:

Arrive flow


8 78

1 24

105

43

285

624

04 7

111

0

0 0

SATURN




Scale 1435

Turn Data:

Arrive flow


2 60

4 41

8 55

1 86

0214

208

12656

237575

3 25

1 59

4 13

340

628

65

0

1510

028

135

0

017

44280

0138

0

571

648

SATURN




Scale 1794

Turn Data:

Arrive flow


2 25

5 04

0

154

255

325

138

444

544

559

100

0

1 110

04 7

111

0

0 0

4947

0

099

0

582

530

SATURN



_WITH_TEST4_

DEMANDV2.UFS

Scale 1435

Turn Data:

Arrive flow


05

71334

87552317 0

088

556

254

830

810

236491

420150

323

403

8996

712

0 706

472

427

60

SATURN




Scale 2242

Turn Data:

Arrive flow


85

34 8

15 0

53 0353

0

0

80

518

297

874

816

217

438

344188

416

462

0 706

581

546

60

SATURN




Scale 1794

Turn Data:

Arrive flow


905

71334

87552317

0

088

556

254

830

236491

420150

323

403

8996

712

0 706

472

427

60

SATURN




Scale 2242

Turn Data:

Arrive flow


1133

85

34 8

518

297

217

438

344188

416

462

1 12 7

6

7 12

0 706

581

546

60

SATURN




Scale 1794

Turn Data:

Arrive flow


3910

0

143

16

518

92 771

50

863 6

SATURN




Scale 919

Turn Data:

Arrive flow


6210

0

141

14

748

106

564

4

0

670

6

SATURN




Scale 919

Turn Data:

Arrive flow


795

933

1446

544

389

406

790 5

549

17656

673

SATURN




Scale 263

Turn Data:

Arrive flow


561

1204

1206

610594

617

555 6

616

23650

674

SATURN




Scale 313

Turn Data:

Arrive flow

TECHNICAL NOTE


Appendix 2 – Proposed Junction Arrangement plans ta ken from Condition 83 Discharge Report

STAMFORD ROAD

WINDMILL AVENUE

CENTRAL AVENUE


Checked by

Drawing Issue Status

Date of 1st Issue

Drawing Number

Drawn by

Revision


File Location: j:\25134 east kettering\cad\dwgs\civil\25134-001-022.dwg

UTILITIES NOTE: The position of any existing public or private sewers, utility services, plant or apparatus shown on this

drawing is believed to be correct, but no warranty to this is expressed or implied. Other such plant or apparatus may also

be present but not shown. The Contractor is therefore advised to undertake his own investigation where the presence of

any existing sewers, services, plant or apparatus may affect his operations.

SCALING NOTE: Do not scale from this drawing. If in doubt, ask.

Reproduced from/based upon Ordnance Survey material with the permission of Ordnance Survey ®on behalf of The Controller of Her Majesty's Stationery Office. © Crown Copyright.



user name: bruce palmer



EAST KETTERING

JUNCTION a

POTENTIAL ENHANCES TO STAMFORD

ROAD/WINDMILL AVENUE JUNCTION

Client

ALLEDGE BROOK

LTD.

CONDITION 83 DISCHARGE REPORT

25134/001/022

-

27.02.13

1:500

BMP

JH

PBA LLP100021575 2013

A4 Scale

Extended flare length

Amended entry radiusand width


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Date of 1st Issue

Drawing Number

Drawn by

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user name: bruce palmer



EAST KETTERING

POTENTIAL CHANGES TO JUNCTION b -

WINDMILL ROAD/ST. MARY'S ROAD

Client

ALLEDGE BROOK

LTD.


25314/001/023

-

27.02.13

1:1000

BMP

JH

A4 Scale

NOTE:

This arrangement is reproduced on the ColinBuchanan and Partners' drawing 136171-OS-14R.

BARTON ROAD

LONDON ROAD

PYTCHLEY ROAD


Checked by


Date of 1st Issue

Drawing Number

Drawn by

Revision


UTILITIES NOTE: The position of any existing public or private sewers, utility services, plant or apparatus shown on thisdrawing is believed to be correct, but no warranty to this is expressed or implied. Other such plant or apparatus may alsobe present but not shown. The Contractor is therefore advised to undertake his own investigation where the presence ofany existing sewers, services, plant or apparatus may affect his operations.


Reproduced from/based upon Ordnance Survey material with the permission of Ordnance Survey ®on behalf of The Controller of Her Majesty's Stationery Office. © Crown Copyright.Unauthorised reproduction infringes Crown Copyright and may lead to prosecution or civil proceedings.Licence No. Year of Publication Owner/Purchaser of Mapping



EAST KETTERINGJUNCTION dPOTENTIAL ENHANCEMENTS TO BARTONROAD/LONDON ROAD/PYTCHLEY ROAD

Client

ALLEDGE BROOKLTD.


25134/001/024 A

27/02/13

1:500

BMP

JPH

A SOUTHERN ARM AMENDED TA 01/03/13 JPH

PBA LLP100021575 2013

A4 Scale

FUTURE LINK TOEAST KETTERING

INTERIM LENGTHOF BARTON ROAD

A14 JUNCTION 10

ALL-MOVEMENT ACCESS FOREXISTING BARTON ROAD HOUSES

INTERIM ACCESS FARRANGEMENT

FUTURE REALIGNEDBARTON ROAD EAST KETTERING

DEVELOPMENT


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Date of 1st Issue

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Drawn by

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Reproduced from/based upon Ordnance Survey material with the permission of Ordnance Survey ®on behalf of The Controller of Her Majesty's Stationery Office. © Crown Copyright.



user name: tom althorpe



EAST KETTERING

ACCESS F - NEW LINK TO BARTON ROAD

INTERIM ROUNDABOUT OPTION

Client

ALLEDGE BROOK

LTD.

TECHNICAL NOTE 11 FIGURE

25134/001/050

10.09.13

1:500

MG

JPH

PBA LLP100021575 2013

A1 Scale

TECHNICAL NOTE


Appendix 3 – Junction Capacity Assessment – Compute r Outputs

Generated on 10/12/2013 09:44:18 using Junctions 8 (8.0.2.316)

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Basic Results Summary Basic Results Summary User and Project Details

Project: East Kettering

Title: Windmill Avenue / Barton Road Junction

Location:

File name: Phase 1 2700 units - Jn e without Roxhill.lsg3x

Author:

Company: PBA

Address:

Notes:

Scenario 1: 'AM PEAK' (FG1: 'AM PEAK', Plan 1: 'Network Control Plan 1') Network Layout Diagram

Windmill Avenue / Barton RoadPRC: 0.7 %Total Traffic Delay: 14.4 pcuHr

Arm 1 - Barton Road (W)

12

18121972

828

87.7%

Arm

2 -

Win

dmill

Ave

12

181519

2461

466

.0%

Arm 3 - Barton Road (E)12

18651280

38.4%

1683264

89.4%

Arm 4 - Barton Road (W) Exit

1Inf

Inf

0.0%

Arm

5 -

Win

dmill

Ave

Exi

t1

1940

1940

32.9

%

Arm 6 - Barton Road (E) Exit1

Inf

Inf

0.0%

A

B

C

Basic Results Summary Network Results

Item Lane Description

Lane Type

Full Phase

Arrow Phase

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Turners In Intergreen (pcu)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Mean Max Queue (pcu)

Network: Windmill Avenue /

Barton Road Junction

- - - - - - - - - 89.4% 0 0 0 14.4 - -

Windmill Avenue /

Barton Road - - - - - - - - - 89.4% 0 0 0 14.4 - -

1/2+1/1 Barton Road

(W) Left Ahead

U A 1 20 - 726 1972:1812 828 87.7% - - - 6.0 29.8 11.8

2/2+2/1 Windmill Ave

Right Left U C E 1 7:17 - 405 1924:1815 614 66.0% - - - 2.6 23.0 5.5

3/1 Barton Road (E) Ahead

U B 1 34 - 491 1865 1280 38.4% - - - 0.8 5.7 3.2

3/2 Barton Road (E) Right

U D 1 7 - 236 1683 264 89.4% - - - 4.8 72.8 6.7

5/1 Windmill Ave Exit

U - - - - 639 1940 1940 32.9% - - - 0.2 1.4 0.2

C1 PRC for Signalled Lanes (%): 0.7 Total Delay for Signalled Lanes (pcuHr): 14.14 Cycle Time (s): 51 PRC Over All Lanes (%): 0.7 Total Delay Over All Lanes(pcuHr): 14.38

Basic Results Summary Scenario 2: 'PM PEAK' (FG2: 'PM PEAK', Plan 1: 'Network Control Plan 1') Network Layout Diagram

Windmill Avenue / Barton RoadPRC: 0.1 %Total Traffic Delay: 19.0 pcuHr

Arm 1 - Barton Road (W)

12

18121972

977

89.9%

Arm

2 -

Win

dmill

Ave

12

181519

2448

189

.9%

Arm 3 - Barton Road (E)12

18651376

31.8%

1683248

87.4%

Arm 4 - Barton Road (W) Exit

1Inf

Inf

0.0%

Arm

5 -

Win

dmill

Ave

Exi

t1

1940

1940

35.0

%

Arm 6 - Barton Road (E) Exit1

Inf

Inf

0.0%

A

B

C

Basic Results Summary Network Results


Lane Type

Full Phase

Arrow Phase

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)




Total Delay (pcuHr)



Network: Windmill Avenue /

Barton Road Junction

- - - - - - - - - 89.9% 0 0 0 19.0 - -

Windmill Avenue /

Barton Road - - - - - - - - - 89.9% 0 0 0 19.0 - -

1/2+1/1 Barton Road

(W) Left Ahead

U A 1 29 - 878 1972:1812 977 89.9% - - - 7.3 30.1 16.4

2/2+2/1 Windmill Ave

Right Left U C E 1 7:18 - 433 1924:1815 481 89.9% - - - 6.3 52.5 10.6

3/1 Barton Road (E) Ahead

U B 1 44 - 438 1865 1376 31.8% - - - 0.6 4.7 2.7

3/2 Barton Road (E) Right

U D 1 8 - 217 1683 248 87.4% - - - 4.5 73.9 6.5

5/1 Windmill Ave Exit

U - - - - 679 1940 1940 35.0% - - - 0.3 1.4 0.3

C1 PRC for Signalled Lanes (%): 0.1 Total Delay for Signalled Lanes (pcuHr): 18.68 Cycle Time (s): 61 PRC Over All Lanes (%): 0.1 Total Delay Over All Lanes(pcuHr): 18.95

Full Input Data And Results Full Input Data And Results User and Project Details

Project: East Kettering Phase 1 2700 Units

Title: Junction g - assessments

Location:

File name: Phase 1 - 2700 units Jn g - without Roxhill.lsg3x

Author: Scott Cooper

Company: Peter Brett Associates

Address:

Notes:

Full Input Data And Results Network Layout Diagram

Unnamed Junction

Arm

1 -

Bar

ton

Roa

d (N

)

121/

1

1/2

Arm 2 - Cranford Road

1

2/1

Arm

3 - Barton R

oad (S)

13/ 1

Arm

4 - Ba rton R

oad (N) E

xit

14/ 1

Arm 5 - Cranford Road Exit

1

5/1

Arm

6 -

Bar

ton

Roa

d (S

) E

xit

16/

1

A

B

C

Full Input Data And Results Phase Diagram

Full Input Data And Results

A

B

C

Full Input Data And Results Phase Input Data

Phase Name Phase Type Assoc. Phase Street Min Cont Min

A Traffic 7 7

B Traffic 7 7

C Traffic 7 7

Phase Intergreens Matrix

Starting Phase

Terminating Phase

A B C

A - 5 -

B 5 - 5

C - 5 -

Phases in Stage

Stage No. Phases in Stage

1 A C

2 C

3 B

Stage Diagram

A

B

C

1 Min >= 7A

B

C

2 Min >= 0A

B

C

3 Min >= 7

Phase Delays Term. Stage Start Stage Phase Type Value Cont value

There are no Phase Delays defined

Prohibited Stage Change

To Stage

From Stage

1 2 3

1 0 5

2 2 5

3 5 5

Full Input Data And Results Give-Way Lane Input Data Junction: Unnamed Junction

Lane Movement

Max Flow when

Giving Way (PCU/Hr)

Min Flow when

Giving Way (PCU/Hr)

Opposing Lane

Opp. Lane Coeff.

Opp. Mvmnts.

Right Turn Storage (PCU)

Non-Blocking Storage (PCU)

RTF Right Turn Move up (s)

Max Turns in Intergreen

(PCU)

1/1 (Barton Road (N))

5/1 (Left) 715 0 3/1 0.22 To 5/1 (U-Turn) - - - - -

3/1 (Barton Road (S)) 5/1 (U-Turn) 1440 0 1/2 1.09 All 2.00 - 0.50 2 2.00

Full Input Data And Results Lane Input Data Junction: Unnamed Junction

Lane Lane Type Phases Start

Disp. End

Disp.

Physical Length (PCU)

Sat Flow Type

Def User Saturation

Flow (PCU/Hr)

Lane Width

(m) Gradient Nearside

Lane Turns Turning Radius

(m)

1/1 (Barton Road

(N)) O 2 3 2.0 User 1800 - - - - -

1/2 (Barton Road

(N)) U A 2 3 60.0 Geom - 4.00 0.00 Y Arm 6

Ahead Inf

2/1 (Cranford

Road) U B 2 3 60.0 Geom - 3.65 0.00 Y

Arm 4 Right 13.77

Arm 6 Left 9.09

3/1 (Barton Road

(S)) O C 2 3 60.0 Geom - 4.50 0.00 Y

Arm 4 Ahead Inf

Arm 5 U-Turn 11.25

4/1 (Barton Road

(N) Exit) U 2 3 60.0 Inf - - - - - -

5/1 (Cranford Road Exit)

U 2 3 60.0 Inf - - - - - -

6/1 (Barton Road

(S) Exit) U 2 3 60.0 Inf - - - - - -

Traffic Flow Groups Flow Group Start Time End Time Duration Formula

1: 'AM' 08:00 09:00 01:00

2: 'PM' 17:00 18:00 01:00

Scenario 1: 'AM' (FG1: 'AM', Plan 1: 'Network Control Plan 1') Traffic Flows, Desired Desired Flow :

Destination

Origin

A B C Tot.

A 0 6 863 869

B 5 0 0 5

C 518 16 0 534

Tot. 523 22 863 1408


Traffic Lane Flows

Lane Scenario 1: AM

Junction: Unnamed Junction

1/1 (short) 6

1/2 (with short)

790(In) 784(Out)

2/1 4

3/1 495

4/1 483

5/1 22

6/1 784

Lane Saturation Flows Junction: Unnamed Junction

Lane Lane Width

(m) Gradient Nearside

Lane Allowed Turns

Turning Radius

(m)

Turning Prop.

Sat Flow (PCU/Hr)

Flared Sat Flow (PCU/Hr)

1/1 (Barton Road (N) Lane 1) This lane uses a directly entered Saturation Flow 1800 1800

1/2 (Barton Road (N)) 4.00 0.00 Y Arm 6 Ahead Inf 100.0 % 2015 2015

2/1 (Cranford Road) 3.65 0.00 Y

Arm 4 Right 13.77 100.0 % 1786 1786

Arm 6 Left 9.09 0.0 %

3/1 (Barton Road (S)) 4.50 0.00 Y

Arm 4 Ahead Inf 96.8 % 2056 2056

Arm 5 U-Turn 11.25 3.2 %

4/1 (Barton Road (N) Exit Lane 1) Infinite Saturation Flow Inf Inf

5/1 (Cranford Road Exit Lane 1) Infinite Saturation Flow Inf Inf

6/1 (Barton Road (S) Exit Lane 1)

Infinite Saturation Flow Inf Inf

Scenario 2: 'PM' (FG2: 'PM', Plan 1: 'Network Control Plan 1') Traffic Flows, Desired Desired Flow :

Destination

Origin

A B C Tot.

A 0 6 670 676

B 4 0 0 4

C 748 14 0 762

Tot. 752 20 670 1442


Traffic Lane Flows

Lane Scenario 2: PM


1/1 (short) 6

1/2 (with short)

693(In) 687(Out)

2/1 4

3/1 671

4/1 662

5/1 19

6/1 687

Lane Saturation Flows


Lane Lane Width

(m) Gradient

Nearside Lane

Allowed Turns

Turning Radius

(m)

Turning Prop.

Sat Flow (PCU/Hr)

Flared Sat Flow (PCU/Hr)

1/1 (Barton Road (N) Lane 1) This lane uses a directly entered Saturation Flow 1800 1800

1/2 (Barton Road (N)) 4.00 0.00 Y Arm 6 Ahead Inf 100.0 % 2015 2015

2/1 (Cranford Road) 3.65 0.00 Y

Arm 4 Right 13.77 100.0 % 1786 1786

Arm 6 Left 9.09 0.0 %

3/1 (Barton Road (S)) 4.50 0.00 Y

Arm 4 Ahead Inf 98.1 % 2060 2060

Arm 5 U-Turn 11.25 1.9 %

4/1 (Barton Road (N) Exit Lane 1)


5/1 (Cranford Road Exit Lane 1) Infinite Saturation Flow Inf Inf

6/1 (Barton Road (S) Exit Lane 1)


Scenario 1: 'AM' (FG1: 'AM', Plan 1: 'Network Control Plan 1') Stage Sequence Diagram

A

C

1 Min: 7

5 19sC

2 Min: 0 (Lim: >5)

0 5s

B

3 Min: 7

5 7s

Full Input Data And Results Stage Timings

Stage 1 2 3

Duration 19 5 7

Change Point 0 24 29

Signal Timings Diagram

0

0

10

10

20

20

30

30

40

40

Time in cycle (sec)

Pha

ses

1 5 : 19

0

20 : 5 (Lim: >5)

24

3 5 : 7

29

C CB BA A


Unnamed JunctionPRC: 2.6 %Total Traffic Delay: 8.7 pcuHr

Arm

1 -

Bar

ton

Roa

d (N

)

12A


1

B

1

Arm

4 - Barton R

oa d (N) E

xit

1


1

A

Full Input Data And Results Network Results


Lane Type

Controller Stream

Position In Filtered Route Full Phase Arrow

Phase Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network: Junction g - assessments

- - N/A - - - - - - - - 87.7%

Unnamed Junction - - N/A - - - - - - - - 87.7%

1/2+1/1 Barton Road (N) Left Ahead

U+O N/A N/A A - 1 19 - 790 2015:1800 963 82.1%

2/1 Cranford Road Right Left

U N/A N/A B 1 7 - 4 1786 348 1.1%

3/1 Barton Road (S) Ahead

U-Turn O N/A N/A C 1 24 - 495 2056 564 87.7%

4/1 Barton Road (N) Exit U N/A N/A - - - - 483 Inf Inf 0.0%

5/1 Cranford Road

Exit U N/A N/A - - - - 22 Inf Inf 0.0%

6/1 Barton Road

(S) Exit U N/A N/A - - - - 784 Inf Inf 0.0%

Item Arriving (pcu) Leaving (pcu)




Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)


Max. Back of Uniform Queue (pcu)

Rand + Oversat Queue (pcu)



- - 16 5 1 3.2 5.5 0.0 8.7 - - - -

Unnamed Junction - - 16 5 1 3.2 5.5 0.0 8.7 - - - -

1/2+1/1 790 790 6 0 0 2.0 2.2 - 4.2 19.2 7.7 2.2 9.9

2/1 4 4 - - - 0.0 0.0 - 0.0 18.9 0.0 0.0 0.0

3/1 495 495 10 5 1 1.2 3.3 0.0 4.5 32.4 5.4 3.3 8.6

4/1 483 483 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/1 22 22 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/1 784 784 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

Full Input Data And Results C1 PRC for Signalled Lanes (%): 2.6 Total Delay for Signalled Lanes (pcuHr): 8.70 Cycle Time (s): 41 PRC Over All Lanes (%): 2.6 Total Delay Over All Lanes(pcuHr): 8.70

Full Input Data And Results Scenario 2: 'PM' (FG2: 'PM', Plan 1: 'Network Control Plan 1') Stage Sequence Diagram

A

C

1 Min: 7

5 23sC

2 Min: 0 (Lim: >5)

0 5s

B

3 Min: 7

5 7s Stage Timings

Stage 1 2 3

Duration 23 5 7

Change Point 0 28 33

Signal Timings Diagram

0

0

10

10

20

20

30

30

40

40

Time in cycle (sec)

Pha

ses

1 5 : 23

0

20 : 5 (Lim: >5)

28

3 5 : 7

33

C CB BA A


Unnamed JunctionPRC: 6.4 %Total Traffic Delay: 6.8 pcuHr

Arm

1 -

Bar

ton

Roa

d (N

)

12A


1

B

1

Arm

4 - Barton R

oa d (N) E

xit

1


1

A

Full Input Data And Results Network Results


Lane Type

Controller Stream

Position In Filtered Route Full Phase Arrow

Phase Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)


- - N/A - - - - - - - - 84.6%

Unnamed Junction - - N/A - - - - - - - - 84.6%

1/2+1/1 Barton Road (N) Left Ahead

U+O N/A N/A A - 1 23 - 693 2015:1800 1056 65.6%

2/1 Cranford Road Right Left

U N/A N/A B 1 7 - 4 1786 318 1.3%

3/1 Barton Road (S) Ahead

U-Turn O N/A N/A C 1 28 - 671 2060 793 84.6%

4/1 Barton Road (N) Exit U N/A N/A - - - - 662 Inf Inf 0.0%

5/1 Cranford Road

Exit U N/A N/A - - - - 19 Inf Inf 0.0%

6/1 Barton Road

(S) Exit U N/A N/A - - - - 687 Inf Inf 0.0%

Item Arriving (pcu) Leaving (pcu)




Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)


Max. Back of Uniform Queue (pcu)

Rand + Oversat Queue (pcu)



- - 16 2 1 3.2 3.6 0.0 6.8 - - - -

Unnamed Junction - - 16 2 1 3.2 3.6 0.0 6.8 - - - -

1/2+1/1 693 693 6 0 0 1.5 0.9 - 2.4 12.6 6.2 0.9 7.2

2/1 4 4 - - - 0.0 0.0 - 0.0 21.4 0.0 0.0 0.0

3/1 671 671 11 2 1 1.7 2.6 0.0 4.4 23.5 7.6 2.6 10.3

4/1 662 662 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/1 19 19 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/1 687 687 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

Full Input Data And Results C1 PRC for Signalled Lanes (%): 6.4 Total Delay for Signalled Lanes (pcuHr): 6.82 Cycle Time (s): 45 PRC Over All Lanes (%): 6.4 Total Delay Over All Lanes(pcuHr): 6.82


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131220 TN 18 - Local Junction a - g Reassessments - No ... NOTE J:\25134 East...

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Transcript of 131220 TN 18 - Local Junction a - g Reassessments - No ... NOTE J:\25134 East...