C TECHNICAL APPENDIX 7.5 TRANSPORT ... - Craigneuk Logistics

C TECHNICAL APPENDIX 7.5 TRANSPORT STATEMENT-

TECHNICAL ADDENDUM

Sweco

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TRANSPORT STATEMENT – TECHNICAL ADDENDUM

65201745

RAVENSCRAIG LOGISTICS HUB

FOR PLANNING

MARCH 2021

JG Russell

Transport Statement -Technical Addendum


MARCH 2021

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Table of contents

1 Introduction 2

1.1 Background 2

2 Traffic impact Assessment 3

2.1 General Approach 3

2.2 Assessment Methodology 4

2.3 Modelling results 4

3 Summary and Conclusion 6

3.1 Summary 6

3.2 Conclusions 6

2 (9) TRANSPORT STATEMENT – TECHNICAL ADDENDUM

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1 Introduction

1.1 Background

Sweco was commissioned by JG Russell to produce a Transport Statement (TS) in support of a planning application for a new logistics hub in Ravenscraig, North Lanarkshire. The development comprises a new railhead and logistics hub at the eastern edge of the Ravenscraig Masterplan Area, to the east of Motherwell. The planning application is for Phase One of a larger development at the site and consists of a JG Russell exporter warehouse and associated access. The planning reference associated with the development is: 21/00273/FUL.

At the time of the Transport Statement submission, the traffic modelling was being

undertaken by Amey. This Addendum sets out the results of traffic modelling and the traffic

impact of the proposed logistics hub. This report should be read in conjunction with the

Transport Statement.


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2 Traffic impact Assessment

2.1 General Approach

This chapter describes the methodology used to assess the impact of the traffic generated by the proposed logistics hub on the local road network.

Amey developed the ‘Motherwell and Wishaw S-Paramics model’ as part of the Ravenscraig Masterplan Traffic Impact Assessment. The wider Masterplan was for a larger scale development including, residential units, offices, industrial, education and mixed town centre facilities. Permission was granted in 2005 and significant elements of the Masterplan have been completed.

The model has since been updated to a 2017 base model with traffic counts undertaken at 38 locations throughout Motherwell, Ravenscraig and Wishaw. As this model has been approved by the Council and contains all the relevant developments it was used to assess the traffic impact for the Ravenscraig Logistics Hub. The extent of this model is shown in Figure 2.1.

Figure 2.1. Extent of the Motherwell and Wishaw S-Paramics model


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2.2 Assessment Methodology

The logistics hub has an opening date of 2023, and therefore the existing 2025 scenario was used to provide a worst-case scenario test. Modelling results were extracted from the average of 10 runs of each model.

The developments new access road was added to the model as well as a zone representing the logistics hub. The trip generation for the JG Russell unit being brought forward in Phase 1 has been based on detailed analysis by the logistic consultancy MDS Transmodal and agreed with the Council during scoping discussions.

Tall HGVs will be restricted in their route to the M74 due to a low railway bridge on Craigneuk Street to the south of Windmillhill roundabout with a 4.6m height restriction. As some of the HGVs from the logistics hub will be too tall to pass under this bridge, they have been banned from passing under this bridge in the S-Paramics model. This will result in an inflated number of HGVs routing via the A723 and Motherwell town centre to access the M74. While some HGV will still be able to pass under the bridge – this represents a worst case, when in reality the number of HGV will spread more evenly when routing toward the M74. This will be resolved once the proposed link road between the Ravenscraig regional sports facility and Windmillhill roundabout is constructed.

2.3 Modelling results

Traffic volumes and percentage uplift was calculated on 26 key links relevant to the study for the AM, PM and 24hr period. The full list of links assessed can be viewed with the modelling report in Appendix A. For the majority of these links the uplift is 0% or close to. There is only one link which has a higher than 2% uplift during peak periods. This is on New Craighall between the A723 and the new development. Due to the nature of the development, a benefit is that planned shift turnover will avoid starting and ending during network peak hours, minimising additional traffic on the network. The increase during the peak hours, therefore, is only 4% on the New Craighall link between the development and the A2723.

Key statistics on the following junctions was extracted by Amey from the Paramics modelling:

• The A723 Loanhead Road roundabout.

• The A723 Ravenscraig roundabout.

• The A723/B754 Hamilton Road/Airbles Road signalised junction near the M74.

• The A721/B754 Windmillhill roundabout at the east end of Airbles Road.

• The A721 Shields Road roundabout at the north end of Shields Road.

• The A721 Craigneuk Street roundabout at the south end of Robberhall Road; and

• Four key junctions on Motherwell town centre ring road.

It is worth noting that additional planned improvements to the local road network have not been included within the modelling to provide a robust assessment. This includes the link road between the Ravenscraig Regional Sports Facility and the Windmillhill roundabout, which when built will reduce the volume of traffic through Motherwell Town Centre.

The full results can be found in Amey’s modelling report in Appendix A, with a summary of key findings below.


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2.3.1 Queue Length

Results from the Queue length study show no significant variation because of the Ravenscraig Logistic Hubs. Queue length graphs provided by Amey show fluctuations in the patterns, which mirrors normal day-to-day variation in queue lengths in busy traffic networks. As queueing behaviour tends to be volatile, particularly at congested periods, the queueing results over ten randomly seeded runs of a microsimulation traffic model will never be identical.

2.3.2 Journey time

Journey time comparison shows there is a higher impact in the PM peak but that this is still minimal. Out of the 10 journey times assessed by Amey on key routes, only six increased by more than 15 seconds with only one greater than 30 seconds. The highest increase was 42 seconds between the M74 and the Loanhead roundabout on the A723. This increase only occurs for a short time and is not expected to have any significant effect on travellers using the local network.


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3 Summary and Conclusion

3.1 Summary

Sweco was commissioned by JG Russell to produce a Transport Statement (TS) in support

of a planning application for a new Logistics Hub in Ravenscraig, North Lanarkshire.

At the time of the Transport Statements submission, the traffic modelling was being

undertaken by Amey. Traffic modelling has now been undertaken using the 2025

‘Motherwell and Wishaw Paramics’ model and produced results for change in traffic levels,

queuing, and journey times at 10 key junctions relevant to the site.

This addendum set out the results of traffic modelling with the full results provided in

Appendix A.

3.2 Conclusions

Due to the nature of the development and traffic distribution throughout the day, the overall increase in traffic on the network during peak times was under 5% on all links modelled.

Queue length graphs show no significant variations in queue length because of the logistics hub.

Journey times show a minimal increase with the A723 Ravenscraig roundabout that links with the new access road showing the largest increase of 42 seconds during a short period in the PM peak.

Modelling did not include planned improvements to the road network, to provide the most robust assessment. The construction of the planned link road between the Ravenscraig Regional Sports Facility and Windmillhill roundabout what all traffic between the logistics hub and the M74 to route via Airbles Road and avoid the A723 Ravenscraig roundabout and would reduce the volume of traffic travelling via Motherwell town centre.


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Appendix A- Amey Modelling report

Phase 1 Traffic Modelling Craigneuk Logistics Hub

25000371/TN/001 Revision 0

March 2021

Project Name: Craigneuk Logistics Hub

Document Title: Phase 1 Traffic Modelling

Document Control Sheet

Project Name: Craigneuk Logistics Hub

Project Name/Number: Russell Logistics

Report Title: Phase 1 Traffic Modelling

Report Number: 25000371/TN/001

Issue Status/ Amendment Prepared Reviewed Approved

Rev. 0.0

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Name:

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Date: 29 March 2021

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Project Name: Craigneuk Logistics Hub Document Title: Phase 1 Traffic Modelling

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1 Craigneuk logistics hub

1.1 Introduction

1.1.1 Amey Consulting have been appointed by John G Russell (Transport) Limited to undertake traffic modelling of their proposed Craigneuk logistics hub development. The proposed development is located within Ravenscraig national development priority area which is located to the east of Motherwell and the north of Wishaw. The Ravenscraig development area is at the site of the former Ravenscraig Steelworks site, which was a major source of local employment until it closed in 1992.

1.1.2 In 2005 outline planning consent was granted for the Ravenscraig Masterplan which aims to redevelop the land occupied by the former steelworks. The masterplan includes wide mix of uses including new homes, business and industrial space, schools, hotels, community facilities and a mixed-use Town Centre. Significant elements have already been delivered, such as New College Lanarkshire (completed in 2009) and the Regional Sports Facility (completed in 2010).

1.1.3 The Craigneuk logistics hub proposal is a rail head and logistics hub in the Ravenscraig development area located to the east of the Wishaw Deviation Line, a railway line that passes from north to south through the development area. The layout of the logistics hub is shown in Figure 1.

1.1.4 Phase 1 of the proposed Craigneuk logistics hub includes:

• A four-track intermodal rail terminal, served by two overhead cranes, with the ability to accommodate trains of 775m in length

• A 300,000ft2 distribution centre to transfer goods to and from the site by road

• 37,674ft2 of office space for a company headquarters for Russel Group

• A trailer parking for 200 goods vehicles and car parking for staff

• Site office space and welfare facilities and a vehicle maintenance shed

1.1.5 Phase 2 and Phase 3 are likely to comprise two further retail distribution centres. These will be subject to a separate planning application.

1.1.6 Due to rail’s environmental benefits many manufacturers and retailers are keen to increase their use of rail freight and to transfer freight from road to rail.

1.1.7 The Phase 1 distribution centre and company headquarters are planned to open in 2023.

1.2 Strategic transport infrastructure

1.2.1 The closest trunk roads to the Craigneuk logistics hub are:

• The M8 Junction 6A at Chapelhall accessed via the A723 through New Stevenston and Holytown

• The M74 Junction 6 via the A723 through Motherwell town centre

1.2.2 The Wishaw Deviation Line railway connects at its south end passes through Wishaw and then joins the West Coast Main Line (WCML) to England.

1.2.3 The Wishaw Deviation Line railway connects at its north end to the Glasgow to Edinburgh, via Holytown, railway line. To the west of Holytown Station there is a junction south to Motherwell and Hamilton and a junction north to Coatbridge, Stirling, Perth and on to Inverness and Aberdeen.


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Figure 1: Craigneuk logistics hub

Figure 2: The location of Craigneuk logistics hub within the Ravenscraig development site

1.3 Purpose of this report

1.3.1 The purpose of this report is to outline the traffic modelling that has been undertaken to determine the likely impact of the Craigneuk logistics hub on the surrounding road network. This report describes the traffic model that was used for this assessment and presents the results of the modelling.


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2 S-Paramics traffic model

2.1 Background

2.1.1 S-Paramics is a traffic microsimulation software package that allows the movement of individual vehicles to be modelled within extensive traffic networks.

2.1.2 The Motherwell and Wishaw S-Paramics model was originally created with a 2006 base year but was later calibrated to a 2011 base year. The 2011 calibration used classified junction turning count surveys and queue length surveys at 38 locations throughout Motherwell, Ravenscraig and Wishaw that were carried out on weekdays and Saturdays in March 2011. The surveys included sites on the A721, A723 and B754 in Motherwell, the A721, A722 and B754 in Wishaw, and the Ravenscraig development site. The 2011 surveys also included journey time runs over four routes that included the A721, A723 and B754.

2.1.3 Jacobs UK Ltd was commissioned by Ravenscraig Ltd to assess the transport impacts of the proposed Ravenscraig development and they updated the Motherwell and Wishaw S-Paramics model to a 2017 base year (Jacobs, January 2019 report). The 2017 update was based on weekday turning surveys at nine locations in in Motherwell, six automatic traffic counter surveys and entry/exit counts at Motherwell College and the Ravenscraig Regional Sports Facility. These surveys included sites on the Motherwell town centre ring road, the A723 north of Ravenscraig, the B7029 in Carfin, , the A721 north and south of Motherwell town centre, and the A723 west of Motherwell town centre. No new journey time surveys were carried out in 2017.

2.1.4 A comparison between the 2011 and 2017 traffic surveys showed no significant peak period traffic growth between 2011 and 2017.

2.1.5 The 2017 base year Motherwell and Wishaw S-Paramics model was created using S-Paramics version 2014.1.

2.2 S-Paramics model extents

2.2.1 The S-Paramics model includes the whole of the towns of Motherwell and Wishaw, the Ravenscraig development area, and the A723 corridor between Ravenscraig and the M8. It is bounded to the west by the M74 and to the north by the M8. The modelled area is shown in Figure 3. The model includes the following A roads:

• A721 from Bellshill through Motherwell town centre to Wishaw

• A722 in Wishaw

• A723 from the M74 Junction 6 through Motherwell town centre to the M8 Junction 6A (Chapelhall)

2.2.2 There are two weekday time periods covered by the S-Paramics model, the morning peak period and the evening peak period. In total five time periods are included:

• Period 1 is a 30-minute warm-up

• Period 2 is Weekday 07:00 to 10:00 (Morning peak period)

• Period 3 is a 30-minute warm-up

• Period 4 is Saturday 13:00 to 16:00

• Period 5 is Weekday 16:00 to 19:00 (Evening peak period)

2.2.3 In addition to the 2017 base year model there are future year traffic forecast models for the years 2025, 2035 and 2045.

2.2.4 For dynamic route choice the feedback interval is set at 2 minutes, so drivers re-assess their route choice at two-minute intervals.


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Figure 3: The area covered by the S-Paramics model

2.3 Traffic demand matrices and profiles

2.3.1 The S-Paramics base model includes two traffic demand matrices:

• Matrix 1 is 89% Cars (vehicle type 1) and 11% LGV (vehicle type 12)

• Matrix 2 is 77% OGV1 (vehicle type 13) and 23% OGV2 (vehicle type 14)

2.3.2 All buses (vehicle type 11 and vehicle type 16) are coded with fixed bus routes

2.3.3 The model has 178 origin-destination zones, illustrated in Figure 4. Some of the most significant zones are listed in Table 1.

M8 Jn 6A

M74 Jn 6

Ravenscraig


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Figure 4: The extents of the Motherwell & Wishaw S-Paramics base model

Zone Number Location

17 Strathclyde Park

116 Wishaw University Hospital

301 M74 Junction 6

302 Bellshill, A721

303 New Stevenston, B799

305 New Stevenston, Holytown Station

306 Holytown, A775

307 M8 Junction 6A, Chapelhall

308 Newhouse, Edinburgh Road, A775

310 Newarthill and Carfin Station, B7066

312 Cleland, Coltness Road to Wishaw

313 East of Wishaw, A722

314 South of Wishaw, A721

315 Overtown, B754

Table 1: Significant origin-destination zones


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2.3.4 The S-Paramics base model also includes the following zones within the Ravenscraig area:

• Zone 500 is the existing Motherwell campus of New College Lanarkshire

• Zone 501 is the existing Sport Scotland sports centre

• Zone 600 is the existing Barratt Homes residential development on Plantation Road

• Zone 601 is the existing Taylor Wimpey Phase 1 residential development

2.3.5 Fourteen link categories are used in the base model. These are described in Table 2 and shown in Figure 5.

Category Speed Lanes Type Cost Note

1 & 2 & 3 30mph 1, 2 or 3 lanes Urban Major 1.0 Most A or B roads

5 & 6 30mph 1 or 2 lanes Urban minor 1.0 Minor roads

9 & 10 20mph 1 or 2 lanes Urban minor 1.0 Minor roads

13 & 14 40mph 1 or 2 lanes Urban Major 1.0 40mph roads

21 & 22 60mph 1 or 2 lanes Urban Major 1.0 Near M8 J6A

26 70mph 1 lane Urban Major 1.0 Near M74 J6

29 & 30 & 31 30mph 1, 2 or 3 lanes Urban Major 0.9 B754 Airbles Road

Table 2: Categories used in the Motherwell & Wishaw base model

Figure 5: S-Paramics base model coloured to show the link categories


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2.3.6 The modelled volume of traffic and how it changes between the 2017 base values and the 2025, 2035 and 2045 forecast values are shown in Table 3.

Year AM (07:00 to 10:00) PM (16:00 to 19:00)

Modelled traffic Growth from 2017 Modelled traffic Growth from 2017

2017 44,055 NA 55,917 NA

2025 45,287 +3% 57,548 +3%

2035 46,676 +6% 59,725 +7%

2045 46,257 +5% 59,017 +6%

Table 3: Traffic demands and traffic growth for the AM and PM peak periods

2.3.7 An alternative screenshot of the S-Paramics base model is shown in Figure 6

Figure 6: Major (red) and minor (blue) links in the S-Paramics base model

2.4 Ravenscraig development S-Paramics model

2.4.1 Jacobs UK Ltd was commissioned to assess the transport impacts of the proposed Ravenscraig masterplan. As part of this assessment they created a “Do-Something” version of the S-Paramics base model. This Do-Something model includes the following changes to the base model:


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• An additional 37 origin-destination zones (numbers 602 to 638) were added within the Ravenscraig development area and the proposed network of new roads and junctions within development area was added.

• A new demand matrix, Matrix 3, was created to represent the traffic generated by the Ravenscraig

development. This matrix is split to model 89% Cars (vehicle type 21) and 11% LGV (vehicle type 22).

2.4.2 The changes to the S-Paramics base model also include the following changes to the road network that form part of the outline planning consent for the Ravenscraig masterplan and are expected to be completed by 2025.

• Dualling of the A723 from the north of the Ravenscraig development area to M8 Junction 6A.

• A new link road between Ravenscraig regional sports facility and Windmillhill roundabout (at the junction between the A721 Windmillhill Street and the B754 Airbles Road.

• A significantly enlarged and traffic signal controlled Windmillhill roundabout.

• Completing of the dualling of the west end of B754 Airbles Road including revised traffic signal timings at the Airbles Road/Hamilton Road junction.

• The changes to Airbles Road include stopping up Manse Road, changing Greenacres junction to left in and left out only, and signalising the junction with Airbles Farm Road.

2.4.3 A screenshot of the Ravenscraig development area S-Paramics model is shown in Figure 7.

Figure 7: The Ravenscraig development area model coloured to show the link categories


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2.4.4 The zoning structure of the Ravenscraig development area model and the location of the local railway lines are shown in Figure 8.

Figure 8: The Ravenscraig Do-Something model with railway lines shown in green

2.4.5 The traffic demands for each of the zones in the development area was calculated by Jacobs for each of the years 2025, 2035 and 2045 as the development progressed. The resulting peak period Ravenscraig development traffic figures, taken from the S-Paramics models, are shown in Table 4.

Year AM Traffic (07:00 to 10:00) PM Traffic (16:00 to 19:00)

2017 0 0

2025 2,403 3,115

2035 3,790 4,889

2045 8,300 10,439

Table 4: Ravenscraig development area traffic demands for the AM and PM peak periods

2.4.6 Figure 8 shows that some of the zones in the Ravenscraig development area model are located to the east of the Wishaw Deviation Line railway and are therefore on the site of the proposed Craigneuk logistics hub. These zones are numbers 633 to 638. In the Jacob’s prediction of trip generation zones


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633 to 637 are assumed to include 620 houses and zone 638 is assumed to include a further 620 houses. The resulting number of trips predicted to be generated by these zones is shown in Table 5.

Figure 9: Zones within the Ravenscraig development site

Model Zone

AM (07:00 to 10:00) PM (16:00 to 19:00)

Depart Arrive Depart Arrive

2025 2035 2045 2025 2035 2045 2025 2035 2045 2025 2035 2045

633 0 7 58 1 4 26 1 6 47 0 8 69

634 0 20 171 1 9 76 1 17 137 0 24 204

635 0 14 114 1 7 51 1 12 92 0 17 136

636 0 20 170 1 9 76 1 17 136 0 24 203

637 0 3 52 1 9 144 1 3 31 0 1 12

638 0 58 486 1 21 172 1 40 337 0 64 538

Total 0 122 1,051 6 59 545 6 95 780 0 138 1,162

Table 5: Trip generation from zones 633 to 638 that is included in the S-Paramics models


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3 Modelling of the logistics hub

3.1 Modelling methodology

3.1.1 Phase 1 of the Craigneuk logistics hub is proposed to open in 2023. This will be ahead of most of the Ravenscraig development and ahead of the road improvements planned as part of the Ravenscraig development. Therefore Phase 1 of the Craigneuk logistics hub will be tested with the 2025 Base/Do-Minimum S-Paramics model in order to provide a robust test of the impact of the proposed development.

3.1.2 Using the 2025 Base/Do-Minimum S-Paramics model provides mainly a worst-case assessment of the traffic impact of the Craigneuk logistics hub. That is:

• The base/do-minimum model does not include any of the planned road improvements that would

mitigate the impact of traffic travelling to or from the Craigneuk logistics hub.

• The 2025 model includes slightly more traffic than would be expected in 2023 when Phase 1 of Craigneuk logistics hub is expected to open.

• Future year Ravenscraig Do-Something models include traffic from the housing developments that were assumed to be located on the site that will be occupied by the logistics hub. This traffic would need to be removed from the model before the trips generated by the logistics hub could be added.

3.2 Changes to the S-Paramics model

3.2.1 The 2025 Do-Minimum S-Paramics model does not include any of the development zones within the Ravenscraig development area and does not include any of the additional road network that will be constructed within the development area. Therefore, an additional origin-destination zone, Zone 700, has been added to the model to represent the Craigneuk logistics hub.

3.2.2 A new road has been added to connect the Craigneuk logistics hub zone to the roundabout at the south end of plantation road. This new has been coded as “Category 1” which is a 30mph single lane, urban road. The roundabout has had an additional south east arm added which has two lanes at the stop line.

3.2.3 A screenshot of the amended Base/Do-Minimum S-Paramics model is shown in Figure 10.

3.2.4 Two new traffic demand matrices and three new vehicle types, have been added to the model to specifically represent the traffic travelling to and from the Craigneuk logistics hub:

• Matrix 4 for Cars and LGVs to and from the Craigneuk Hub. This is split as 89% Car(vehicle type 23) and 11% LGV (vehicle type 24).

• Matrix 5 for Heavy Goods Vehicles, OGV2 (vehicle type 25), to and from the Craigneuk Hub

3.2.5 There is a low railway bridge on Craigneuk Street to the south of Windmillhill roundabout with a 4.6m height restriction. This prevents tall vehicles from Ravenscraig accessing the M74 via Windmillhill roundabout and Airbles Road. As some of the Craigneuk HGVs will be too tall to pass under this bridge they (vehicle type 25) have been banned from passing under this bridge in the S-Paramics model. This will result in a worst-case scenario by increasing the number of HGVs routeing via the A723 and Motherwell town centre to access the M74. This will be resolved once the proposed link road between the Ravenscraig regional sports facility and Windmillhill roundabout is constructed.

3.2.6 A new flat profile, Profile 35, has been created to apply to all the Craigneuk Hub traffic. This means that the traffic demand is modelled as if it was at its highest hourly value throughout each of the three-hour peak periods. This provides a robust test of the traffic impacts of the logistics hub.


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3.3 Trip generation

3.3.1 The number of HGV trips generated by the proposed Craigneuk logistics hub have been estimated for each hour of the day and these are shown in Table 6. For each of the peak hours in the S-Paramics model there are predicted to be 17 HGV trips to the Hub and 17 HGV trips from the Hub.

3.3.2 The number of Car, or LGV, trips generated by the Hub have also been calculated and these are also shown in Table 6. These are based on the expected shift patterns of logistics hub workers. For each of the AM peak hours in the S-Paramics model there are predicted to be 11 car trips arriving at the Hub, and for each of the PM peak hours there are predicted to be 11 car trips departing from the Hub.

Figure 10: The amended S-Paramics Base model including the new link to the logistics hub

Hour HGVs Cars

In Out In Out

00:00 to 01:00 17 17

01:00 to 02:00 17 17

02:00 to 03:00 17 17

03:00 to 04:00 17 17

04:00 to 05:00 23 23 38 38

05:00 to 06:00 23 23

06:00 to 07:00 17 17 11


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Hour HGVs Cars

In Out In Out

07:00 to 08:00 17 17 11

08:00 to 09:00 17 17 11

09:00 to 10:00 17 17

10:00 to 11:00 17 17

11:00 to 12:00 17 17

12:00 to 13:00 17 17 38 38

13:00 to 14:00 17 17

14:00 to 15:00 17 17

15:00 to 16:00 17 17 11

16:00 to 17:00 17 17 11

17:00 to 18:00 17 17 11

18:00 to 19:00 17 17

19:00 to 20:00 17 17

20:00 to 21:00 17 17 38 38

21:00 to 22:00 17 17

22:00 to 23:00 17 17

23:00 to 24:00 17 17

Total 420 420 147 147

Table 6: Craigneuk logistics hub Phase 1 Traffic demand estimates

3.3.3 Therefore, the demands that will be included in the S-Paramics model are as shown in Table 7. The car trips have been modelled so that it is at its highest hourly value throughout each of the three-hour peak periods. This provides a robust test of the traffic impacts of the logistics hub.

Hour HGV Cars

In Out In Out

07:00 to 10:00 51 51 33 0

16:00 to 19:00 51 51 0 33

Table 7: Craigneuk logistics hub Phase 1 Traffic demands for the S-Paramics model

3.4 Trip distribution

3.4.1 Car and LGV trips are expected to be generated by employees at the logistics hub travelling to and from work. Trip distribution for the cars and other light vehicles has been estimated by using the 2035 AM and PM demand matrices for Ravenscraig development area traffic. By consider AM trips into the Ravenscraig development area and PM trips out of the development area an estimate of trip distribution for employment sites within the Ravenscraig development area is obtained.

3.4.2 The trip distribution values from the 2035 AM and PM demand matrices is shown in Table 8.

Traffic origin or destination AM peak period

traffic into Ravenscraig

PM peak period traffic out of Ravenscraig

Total and percentage

M74 508 672 1,180 29%

M8 and Holytown area 478 633 1,111 27%

Motherwell north and town centre 186 247 433 11%

Wishaw town centre 181 240 421 10%

Wishaw, Netherton (B754 corridor) 135 179 314 8%


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Traffic origin or destination AM peak period

traffic into Ravenscraig

PM peak period traffic out of Ravenscraig

Total and percentage

Bellshill 130 172 302 7%

Motherwell south 121 160 281 7%

Table 8: Trip origins and destination for the Ravenscraig development area from the 2035 Ravenscraig Do-Something model

3.4.3 The Craigneuk logistics hub is predicted to generate 11 car trips per hour during both the AM and PM peak hours, inbound during the AM peak and outbound during the PM peak. The figures shown in Table 8 suggest that these 11 trips should be allocated as follows:

• 3 trips to/from the M74 (Zone 301)

• 3 trips to/from the M8 (Zone 307)

• 1 trip to/from Motherwell town centre (Zone 424)

• 1 trip to/from Wishaw town centre (Zone 471)

• 1 trip to/from Wishaw, Netherton (Zone 49)

• 1 trip to/from Bellshill (Zone 302)

• 1 trip to/from Motherwell south (Zone 421)

3.4.4 The HGV trips are assumed to split roughly equally between the M74 and the M8. Of the 51 trips in each time period, 26 are allocated to the M74 (Zone 301) and 25 are allocated to the M8 (Zone 307).


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4 Results of the S-Paramics modelling

4.1 Traffic volumes

4.1.1 The modelling results were extracted from the average of ten runs of each model, performed with random seeds, to account for stochastic effects.

4.1.2 As the vehicles generated by the hub have been coded with their own set of vehicle types they can be identified and counted separately. The impact of the Craigneuk logistics hub on traffic volumes on key routes in the Motherwell and Wishaw area is shown in Table 9, Table 10 and Table 11 for the AM peak hour, PM peak hour and full 24-hour weekday respectively.

4.1.3 The most significant traffic increase is on New Craig Road between the logistics hub and the A723 Ravenscraig roundabout with a weekday increase of about 8%. However, the increase in the two peak hours is only about 4% as the logistics hub traffic is spread throughout the day.

4.1.4 Traffic on both Merry Street and Hamilton Road increases by about 3% over the whole weekday, but peak hour traffic only increases by just over 1%.

Location

AM peak hour 08:00 to 09:00

Total traffic Logistics hub

traffic Percentage

increase

Access to Craigneuk logistics hub 44 44 NA

New Craig Road (north of Hub) 1,155 40 3.6%

Robberhall Road 1,116 4 0.4%

B799, Bo’Ness Road (south of M8) 1,825 18 1.0%

A723 (south of Loanhead Road Rbt) 1,878 18 1.0%

B7066, Newarthill Road 620 0 0.0%

A723, Merry Street 1,663 22 1.3%

Town centre, Hope Street 1,576 12 0.8%

Town centre, Menteith Road (north) 1,626 12 0.7%

Town centre, Menteith Road (south) 1,773 9 0.5%

Town centre, Muir Street, Motherwell Station 590 11 1.9%

Town centre, Pollock Street 243 1 0.4%

Town centre, West Hamilton Street 1,332 8 0.6%

A723 Hamilton Road 1,489 19 1.3%

A723 just east of the M74 4,643 20 0.4%

A721 Bellshill Road 1,548 1 0.1%

A721 Windmillhill St (north of roundabout) 1,340 0 0.0%

A721 Windmillhill St (south of roundabout) 2,598 1 0.0%

A721 under the WCML railway 2,336 3 0.1%

A721, Glasgow Road, Wishaw 1,900 2 0.1%

A721, Main Street, Wishaw 914 1 0.1%

A721, Stewarton Street, Wishaw 615 0 0.0%

A722, Kirk Road, Wishaw 1,232 0 0.0%

Alexander Street, Wishaw 675 1 0.1%

B754 Shields Road, Wishaw 1,263 2 0.2%

B754, Airbles Road, Motherwell 2,890 0 0.0%

Table 9: Traffic volume impact of Craigneuk hub in the AM peak hour 08:00 to 09:00


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4.1.5 Traffic in Motherwell town centre generally increases by between 1% and 2% over the whole weekday, with AM and PM peak hour increases generally being less than 1%.

Location

PM peak hour 17:00 to 18:00


traffic Percentage

increase

Access to Craigneuk logistics hub 49 49 NA

New Craig Road (north of Hub) 1,042 44 4.4%

Robberhall Road 982 4 0.4%



B7066, Newarthill Road 701 0 0.0%

A723, Merry Street 1,603 22 1.4%




Town centre, Muir Street, Motherwell Station 851 9 1.1%

Town centre, Pollock Street 386 1 0.3%


A723 Hamilton Road 1,565 20 1.3%







A721, Main Street, Wishaw 1,158 0 0.0%

A721, Stewarton Street, Wishaw 656 0 0.0%


Alexander Street, Wishaw 941 1 0.1%



Table 10: Traffic volume impact of Craigneuk hub in the PM peak hour 17:00 to 18:00

Location

24-hour weekday


traffic Percentage

increase

Access to Craigneuk logistics hub 1,177 1,177 NA

New Craig Road (north of Hub) 13,980 1,061 8.2%

Robberhall Road 12,799 107 0.8%



B7066, Newarthill Road 8,427 0 0.0%

A723, Merry Street 19,990 557 2.9%




Town centre, Muir Street, Motherwell Station 9,628 245 2.6%


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Location

24-hour weekday


traffic Percentage

increase

Town centre, Pollock Street 3,962 26 0.7%


A723 Hamilton Road 18,868 503 2.7%







A721, Main Street, Wishaw 12,914 13 0.1%

A721, Stewarton Street, Wishaw 8,703 0 0.0%


Alexander Street, Wishaw 10,040 22 0.2%



Table 11: Traffic volume impact of Craigneuk hub over a 24-hour weekday

4.2 Queue length comparison

4.2.1 Queue lengths were extracted from both the Do-Minimum and Craigneuk logistics hub versions of the S-Paramics model. The maximum AM and PM peak period queue lengths are averaged over the ten runs of the S-Paramics models. The results are plotted for seven key junctions in the modelled area:

• The A723 Loanhead Road roundabout (Figure 11)

• The A723 Ravenscraig roundabout (Figure 12)

• The A723/B754 Hamilton Road/Airbles Road signalised junction near the M74 (Figure 13)

• The A721/B754 Windmillhill roundabout at the east end of Airbles Rod (Figure 14)

• The A721 Shields Road roundabout at the north end of Shields Road (Figure 15)

• The A721 Craigneuk Street roundabout at the south end of Robberhall Road (Figure 16)

• Four key junctions on Motherwell town centre ring road (Figure 17)

4.2.2 All of the queue length graphs in Figure 11 to Figure 17 show that there is no significant difference in the length or duration of queueing between the Do-Minimum and the introduction of the Craigneuk logistics hub traffic. Queueing behaviour tends to be volatile, particularly at congested periods, therefore the queueing results over ten randomly seeded runs of a microsimulation traffic model will never be identical. The differences mirror the normal day-to-day variation in queue lengths in busy traffic networks.


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Figure 11: Queue length comparison at the A723 Loanhead Road roundabout

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A723 Loanhead Road roundabout - A723 north arm


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A723 Loanhead Road roundabout - east arm


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A723 Loanhead Road roundabout - A723 south arm



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Figure 12: Queue length comparison at the A723 Ravenscraig roundabout

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A723 Ravenscraig roundabout - A723 north arm


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A723 Ravenscraig roundabout - B7029 east arm


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A723 Ravenscraig roundabout - Ravenscraig south arm



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Figure 13: Queue length comparison at the A723 Hamilton Road and B754 Airbles Road signalised junction

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Hamilton Rd/Airbles Rd junction - Hamilton Road west

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Hamilton Rd/Airbles Rd junction - Strathclyde park


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Hamilton Rd/Airbles Rd junction - Hamilton Road East


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Hamilton Rd/Airbles Rd junction - Airbles Road



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Figure 14: Queue length comparison at the A721/B754 Windmillhill roundabout

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Windmillhill roundabout - Airbles Road


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Windmillhill roundabout - A721 Windmillhill Street north


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Windmillhill roundabout - A721 Windmillhill Street south



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Figure 15: Queue length comparison at the A721/B754 Shields Road roundabout

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A721 Shields Road roundabout - A721 west arm


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A721 Shields Road roundabout - Orbiston Street arm


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A721 Shields Road roundabout - A721 east arm


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A721 Shields Road roundabout - B754 Shields Road arm



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Figure 16: Queue length comparison at the A721 Craigneuk Street and Robberhall Road roundabout

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A721 Craigneuk St roundabout - A721 west arm


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A721 Craigneuk St roundabout - Robberhall Road arm


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A721 Craigneuk St roundabout - A721 east arm



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Figure 17: Queue length comparison at the main junctions approaching Motherwell town centre ring road

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Motherwell town centre - A723 Hamilton Road


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Motherwell town centre - A721 Muir Street/Bellshill Road


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Motherwell town centre - A723 Merry Street


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4.3 Journey time comparison

4.3.1 The S-Paramics model has also been used to predict the changes in average journey times along key routes through the network. A comparison between the Do-Minimum and Craigneuk logistics hub scenarios provides an estimate of the expected impact of the proposed logistics hub. The results for the AM peak period are shown in Table 12 and the PM peak period results are shown in Table 13.

4.3.2 The AM peak period results in Table 12 show that only four journey times increase by more than 15s and the maximum increase is only 24s. The results suggest that the A723 Ravenscraig roundabout generates a small amount of delay.

4.3.3 During congested hours journey times tend to be volatile. This is illustrated by the presence of some significant reductions in journey times in Table 12 and Table 13.

4.3.4 The PM peak period results in Table 13 show that only six journey times increase by more than 15s and the only one that is greater than 30s is the 42s increase between the M74 and Loanhead Road roundabout on the A723.

4.3.5 The AM and PM peak period journey time results show that the proposed Craigneuk logistics hub has no significant impact on journey times in the Motherwell and Wishaw area.


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Journey time route 07:00 to 08:00 08:00 to 09:00 09:00 to 10:00

Do-Min

(s)

Hub

(s)

Change

(s)

Do-Min

(s)

Hub

(s)

Change

(s)

Do-Min

(s)

Hub

(s)

Change

(s)

Wishaw to M74 (via A721 and Airbles Rd) 521 521 0 622 621 -1 515 516 1

M74 to Wishaw (via Airbles Rd and A721) 565 568 3 728 724 -4 520 534 14

Glencairn St to M74 (via Airbles Rd and A723) 192 192 0 208 207 -1 192 193 1

M74 to Glencairn St (via A723 and Airbles Rd) 239 242 3 338 346 8 211 216 5

Glencairn St to Strathclyde Park (via Airbles Rd) 225 225 0 244 242 -2 225 213 -12

Strathclyde Park to Glencairn St (via Airbles Rd) 231 234 3 251 254 3 232 226 -6

Motherwell town centre to M74 (via A723 Hamilton Rd) 172 171 -1 230 225 -5 172 177 5

M74 to Motherwell town centre (via A723 Hamilton Rd) 192 196 4 295 311 16 169 172 3

A723 Loanhead Rd roundabout to M74 (via A723) 511 512 1 649 663 14 507 518 11

M74 to A723 Loanhead Rd roundabout (via A723) 579 575 -4 948 930 -18 589 611 22

Motherwell town centre to Wishaw (via A721) 343 346 3 418 399 -19 348 347 -1

Wishaw to Motherwell town centre (via A721) 343 349 6 435 436 1 352 351 -1

Ravenscraig sports facility to Wishaw (via A721) 271 271 0 309 315 6 268 270 2

Wishaw to Ravenscraig sports facility (via A721) 273 275 2 303 304 1 278 276 -2

Windmillhill Street to Bellshill (via A721) 301 300 -1 337 337 0 304 303 -1

Bellshill to Windmillhill Street (via A721) 298 303 5 343 343 0 301 298 -3

Ravenscraig sports facility to M8 (via New Craig Rd and A723) 341 341 0 560 523 -37 379 365 -14

M8 to Ravenscraig sports facility (via A723 and New Craig Rd) 326 328 2 340 345 5 322 323 1

Motherwell town centre to M8 (via A723) 368 366 -2 606 563 -43 399 398 -1

M8 to Motherwell town centre (via A723) 374 374 0 444 468 24 366 366 0

Carfin Station to Motherwell town centre (via A723) 229 231 2 302 319 17 229 231 2

Motherwell town centre to Carfin Station (via A723) 209 210 1 287 291 4 215 224 9

Wishaw, Netherton Rd to Motherwell town centre (via B754 Shields Rd and A721)

279 276 -3 352 360 8 280 283 3

Motherwell town centre to Wishaw, Netherton Rd (via B754 Shields Rd and A721)

300 297 -3 373 369 -4 295 299 4

Table 12: AM peak period (07:00 to 10:00) journey time comparison between the Do-Minimum and the Craigneuk logistics hub


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Journey time route 16:00 to 17:00 17:00 to 18:00 18:00 to 19:00

Do-Min

(s)

Hub

(s)

Change

(s)

Do-Min

(s)

Hub

(s)

Change

(s)

Do-Min

(s)

Hub

(s)

Change

(s)

Wishaw to M74 (via A721 and Airbles Rd) 544 552 8 555 570 15 515 518 3

M74 to Wishaw (via Airbles Rd and A721) 609 620 11 659 668 9 567 578 11

Glencairn St to M74 (via Airbles Rd and A723) 199 199 0 202 201 -1 194 192 -2

M74 to Glencairn St (via A723 and Airbles Rd) 273 281 8 295 305 10 234 239 5

Glencairn St to Strathclyde Park (via Airbles Rd) 221 214 -7 223 225 2 218 211 -7

Strathclyde Park to Glencairn St (via Airbles Rd) 243 240 -3 244 244 0 231 231 0

Motherwell town centre to M74 (via A723 Hamilton Rd) 175 174 -1 179 183 4 166 165 -1

M74 to Motherwell town centre (via A723 Hamilton Rd) 215 229 14 234 246 12 178 181 3

A723 Loanhead Rd roundabout to M74 (via A723) 586 593 7 652 618 -34 529 533 4

M74 to A723 Loanhead Rd roundabout (via A723) 703 745 42 898 922 24 638 644 6

Motherwell town centre to Wishaw (via A721) 387 385 -2 460 456 -4 423 421 -2

Wishaw to Motherwell town centre (via A721) 360 368 8 371 384 13 340 341 1

Ravenscraig sports facility to Wishaw (via A721) 383 363 -20 530 503 -27 372 369 -3

Wishaw to Ravenscraig sports facility (via A721) 272 274 2 274 276 2 268 269 1

Windmillhill Street to Bellshill (via A721) 319 317 -2 325 329 4 311 313 2

Bellshill to Windmillhill Street (via A721) 338 341 3 384 412 28 340 336 -4

Ravenscraig sports facility to M8 (via New Craig Rd and A723) 352 358 6 402 417 15 344 349 5

M8 to Ravenscraig sports facility (via A723 and New Craig Rd) 356 361 5 386 400 14 338 337 -1

Motherwell town centre to M8 (via A723) 434 450 16 598 599 1 470 486 16

M8 to Motherwell town centre (via A723) 443 443 0 515 500 -15 392 389 -3

Carfin Station to Motherwell town centre (via A723) 268 265 -3 304 280 -24 240 238 -2

Motherwell town centre to Carfin Station (via A723) 270 286 16 434 432 -2 332 344 12

Wishaw, Netherton Rd to Motherwell town centre (via B754 Shields Rd and A721)

288 292 4 292 297 5 278 279 1

Motherwell town centre to Wishaw, Netherton Rd (via B754 Shields Rd and A721)

334 325 -9 382 388 6 356 348 -8

Table 13: PM peak period (16:00 to 19:00) journey time comparison between the Do-Minimum and the Craigneuk logistics hub


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5 Conclusions

5.1.1 The traffic impact of the proposed Craigneuk logistics hub has been modelled using the Motherwell and Wishaw S-Paramics model using an amended version of the base model road network and the forecast traffic level for 2025.

5.1.2 This model does not include additional traffic from the Ravenscraig development area or the related improvements to the road network.

5.1.3 The modelling predicts that Craigneuk logistics hub does not significantly increase the volume of traffic on any roads in Motherwell or Wishaw. The most significant traffic increase is on New Craig Road within the development area and to the north of the logistics hub.

5.1.4 The modelling shows that at seven key junctions in the Motherwell and Wishaw area there is no significant difference in the length or duration of queueing between the Do-Minimum and the introduction of the Craigneuk logistics hub traffic.

5.1.5 The modelling predicts that there are no significant changes in journey times in the Motherwell and Wishaw area as a result of the proposed Craigneuk logistics hub. A small amount of delay may be being generated at the A723 Ravenscraig roundabout.

5.1.6 The construction of the planned link road between the Ravenscraig Regional Sports Facility and Windmillhill roundabout what all traffic between the logistics hub and the M74 to route via Airbles Road and avoid the A723 Ravenscraig roundabout and would reduce the volume of traffic travelling via Motherwell town centre.

C TECHNICAL APPENDIX 7.5 TRANSPORT ... - Craigneuk Logistics

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