A10 Corridor Potential Transport Interventions …...Corridor and requested that AECOM undertake initial design and investigation to assess the general deliverability of each potential

A10 Corridor PotentialTransport InterventionsDesign Investigation Report

Broxbourne Borough Council

Project Number: 60527331

January 2017

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A10 Corridor Potential Transport Interventions

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Prepared for: Broxbourne Borough CouncilReport Broxbourne Outline Design 2017.Docx

AECOM

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Prepared for:Broxbourne Borough CouncilBishops’ CollegeChurchgateCheshuntEN8 9XQ

Prepared by: AECOM Limited3rd FloorPortwall PlacePortwall LaneBristolBS1 6NAUK

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This document has been prepared by AECOM Limited (“AECOM”) for sole use of our client (the“Client”) in accordance with generally accepted consultancy principles, the budget for fees and theterms of reference agreed between AECOM and the Client. Any information provided by third partiesand referred to herein has not been checked or verified by AECOM, unless otherwise expressly statedin the document. No third party may rely upon this document without the prior and express writtenagreement of AECOM.


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Table of Contents1. Introduction.............................................................................................................................. 52. Study Area ............................................................................................................................... 63. Overview of Schemes .............................................................................................................. 94. Study Approach ..................................................................................................................... 105. Summary of Options ............................................................................................................... 116. Summary of Cost Estimates ................................................................................................... 39Appendix A - Design Layouts ........................................................................................................... 40Appendix B - Modelling Summary .................................................................................................... 41


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1. IntroductionAECOM is working with Broxbourne Borough Council (BBC) in the investigation of potential transportintervention and preparation of initial outline designs as part of the development of their TransportStrategy to support the Broxbourne Local Plan.

The Existing Conditions, Issues and Opportunities Report’, AECOM, May 2016 which forms the initialevidence base to support the Transport Strategy highlighted a number of different issues relating to allwalking, cycling, bus, rail and road. Studies commissioned by Broxbourne by MVA (2010), Mouchel(2011) and JMP (2014) reached consistent conclusions that a number of junctions on the A10 arelikely to be stressed and suffer high congestion in the future even without consideration of additionalLocal Plan growth.

BBC identified a number of potential transport interventions at these junctions and along the A10Corridor and requested that AECOM undertake initial design and investigation to assess the generaldeliverability of each potential intervention in terms of geometric layout, land take requirements,operational performance and cost. The interventions identified and the potential designs took intoconsideration potential major future developments along the corridor including at Park Plaza West andMaxwells Farm.

This report summarises the intervention design and assessment. It will allow BBC to make aninformed decision as to which schemes they consider broadly deliverable in terms of the widerTransport Strategy, land take requirements, operational performance, cost and likely availablefunding. In turn, this will allow more detailed future investigation and feasibility studies to be focussedon short listed of schemes.

The content of the following sections of this report are as follows:Section 2 summarises the study area and conditions;Section 3 provides an overview of the schemes;Section 4 outlines the study approach;Section 5 assesses each of the schemes developed; andSection 6 provides a summary of the cost estimates for each scheme.


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2. Study AreaThe road network within Broxbourne consists of mainly single carriageway roads. The A10, a dualcarriageway, typically with two lanes in each direction runs north-south. The M25 runs east-west atsouthern extent of the borough. This study focuses primarily on the A10 between Junction 25 of theM25 and A10/Brookfield junction.

Higher-than-average car use in the borough and the location and nature of the A10 as a route thatbisects the area has been recognised as an issue with high traffic volumes, wide roads and a lack ofat-grade (surface level) crossing facilities all contributing to severance.

Figure 1 shows the extent of the study area and the existing situation in terms of controlled crossings,footbridges and signal controlled junctions.

Figure 1


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The A10 speed limit varies in a northbound direction from 50mph (M25 to Winston Churchill Way),through 40mph and up to 60mph at the north of the borough. Within the study area there are anumber of at-grade junctions. The M25/A10 junction is a grade separated roundabout with the M25passing beneath the A10. M25 Junction 25 and A10 Brookfield junction is grade separated and theB156 Halfhide Lane passes beneath the A10. The key junctions being considered by this study are:

1. A10/Winston Churchill Way/Lt Ellis Way, currently an at-grade signal controlled roundabout;


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2. A10/College Road, currently an at-grade signal controlled junction;

3. A10/Church Lane, currently an at-grade signal controlled junction;


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3. Overview of SchemesThe following schemes were investigated as part of the study:

Package 1: A10 Corridor

1. Scheme 1: Widening A10 to accommodate single extra lane in one direction;2. Scheme 2: Widening A10 to accommodate single extra lane in both directions;3. Scheme 3A Local movement restrictions and capacity enhancements at Church Lane junction;4. Scheme 3B: Local movement restrictions and capacity enhancements at College Road junction;5. Scheme 4A: Local movement restrictions and pedestrian and cycle enhancements at Church Lane

junction;6. Scheme 4B Local movement restrictions and pedestrian and cycle enhancements at College Road

junction;7. Scheme 5A Grade separation of A10 (flyunder) at Church Lane junction;8. Scheme 5B: Grade separation of A10 (flyunder) at College Road junction;9. Scheme 5C: Grade separation of A10 (flyunder) at Church Lane junction, no A10 on/offslips;10. Scheme 6A: Grade separation of A10 (flyover) at Church Lane junction:11.Scheme 6B Grade separation of A10 (flyover) at College Road junction; and12. Scheme 6C Grade separation of College Road (flyover) at A10 junction.

Package 2: Park Plaza West.

1. Scheme 1: At-grade with two entry/exit points to Park Plaza West: A10/Great Eastern Road at-grade junction including Park Plaza access A10/ Winston Churchill Way at-grade junction Lt Ellis Way including Park Plaza & Maxwells Farm access

2. Scheme 2A: Alternative at-grade with one entry only and one entry/exit to Park Plaza West: A10/Great Eastern Road at-grade junction, no Park Plaza access Alternative Park Plaza free flow “in-only” access to south A10/ Winston Churchill Way at-grade junction with north - south “hamburger” Lt Ellis Way including Park Plaza & Maxwells Farm access

3. Scheme 2B:Alternative at-grade with east-west hamburger: A10/Great Eastern Road at-grade junction, no Park Plaza access Alternative Park Plaza free flow “in-only” access to south A10/ Winston Churchill Way at-grade junction with east - west “hamburger” Lt Ellis Way including Park Plaza & Maxwells Farm access

4. Scheme 3A: Grade separation with signalised roundabout: A10/Great Eastern Road at-grade junction with no Park Plaza access Alternative Park Plaza free flow “in-only” access to south A10/ Winston Churchill Way grade separation (A10 via flyunder), roundabout at surface Lt Ellis Way including Park Plaza & Maxwells Farm access

5. Scheme 3B: Grade separation with signalised cross roads: A10/Great Eastern Road at-grade junction with no Park Plaza access Alternative Park Plaza free flow “in-only” access to south A10/ Winston Churchill Way grade separation (A10 via flyunder),signalised cross roads at

surface Lt Ellis Way including Park Plaza & Maxwells Farm access

Section 5 of this report provides a summary of the each of the proposed schemes for the A10 andPark Plaza West.


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4. Study ApproachTo support Broxbourne Borough Council in future decision making, the study has focussed on threekey elements:

1) Design;2) Local Traffic Modelling; and3) Budgetary Cost Estimation.

DesignFor each of the schemes listed in Section 3 outline designs were produced at 1:500 (or similar) scale.These designs indicated potential general arrangements. Where highlighted in Section 5, designswere informed by high level local traffic modelling. Designs were produced within the current highwayboundary where possible, even where potential land take may have offered a better solution.

The designs were in line with key design requirements including the Design Manual for Roads andBridges, although some opportunities for departures from standard are noted on the designs e.greduced lane widths.

Local Junction ModellingLocal junction modelling was undertaken using LINSIG 3 on selected schemes, as agreed withBroxbourne Borough Council. This local modelling investigated and informed key design parametersincluding possible traffic signal staging and number of lanes/flares required. Traffic data for thismodelling taken from the Broxbourne SATURN model produced as part of the Broxbourne Local Planinterim evidence base, based upon the “2033 including reassignment model”.

For the purposes of this study local modelling focussed on individual junction performance, withexception of Park Plaza proposals which considered the network of 3 junctions. Proposals arecurrently being developed for the M25 Junction by Highways England.

It should be noted that as part of future consideration of all, or any options, additional local and areawide strategic modelling will be required. It is recommended that this based around a package ofinterventions within the borough to ensure that cumulative impact is considered and allow anintegrated traffic management strategy to be developed.

Cost EstimationBudgetary cost estimates were prepared using SPONs, similar pricing resources and assumedapproximate construction rates for the key components of the proposals. Allowances were made as apercentage of construction cost for a range of factors as set out in the individual pricing summaryreports. The Estimates were based on a number of assumptions, which will require budgetconfirmation as the design develops.

Budget estimates were prepared using the draft outline designs produced for this study.

Section 6 of this report summarise the budgetary cost estimate for each scheme, however, thesefigures should be read in conjunction with the applicable stand-alone cost report for each scheme.


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5. Summary of OptionsThis section provides an overview describing each option, its benefits and detriments, performance(where modelling was undertaken) and other comments. Full size design layouts are included inAppendix A. Where local traffic modelling was undertaken, more detailed performance results areincluded in Appendix B. For ease of comparison cost estimates are summarised in Section 6.


Scheme 1: Widening A10 to accommodate single extra lane in one direction.

Description:

The A10 will be widened to incorporate an additional (third) southbound lane from just south ofTurnford onslip to Theobalds Lane.

At Church Lane there is no increase in the number of lanes over the stop line, although the existingflare is converted to a full lane as it already extends some distance from the junction.

At College Road an additional southbound lane will be provided over the stopline through conversionof the existing flare to a full lane. The footbridge south of the junction would require significantmodification of the eastern ramp/steps or removal and replacement to accommodate the widening.

The footbridge at Brookfield will require significant modification to the eastern ramp or removal andreplacement to accommodate the widening. The footbridge at Theobalds lane will be unaffected.


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Performance:No traffic modelling was undertaken and this will be required to ascertain the impacts of this schemewithin the scheme extents, upstream and downstream on the A10, M25 and wider area.

Benefits Detriments

Introduces additional capacity on southboundlink capacity.

Potential improvement to capacity of CollegeRoad junction.

Would potentially result in less lanechanges/weaving on junctionapproaches/exists due to consistentprovision of three lanes.

Deliverable within highway boundary apartfrom small strip of land required toaccommodate footway.

Does not materially increase capacity at theChurch Lane junction and would potentiallymove traffic between the junctions, and fromqueue to queue more quickly.

Would result in the loss of a number oflaybys and footway parking.

Removal of verge meaning pedestrians (orcyclists) using footway are closer to traffic inwhat is already a hostile environment forpedestrians.

Requires replacement or significantmodification to two footbridges.

Other comments:The purpose of this early stage design was to identify feasibility in terms of space only. Use anddirection of the additional carriageway space will be considered by a separate study if the option isprogressed. The additional lane may offer potential for tidal flow, HOV/Public Transport/Express BusLanes or additional capacity for all users. Each of these options would result in specific benefits anddetriments.

Detailed consideration of non-motorised users is also required including linear routes and crossingpoints to ensure an integrated network.


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Scheme 2: Widening A10 to accommodate single extra lane in both directions

Description:

The A10 will be widened to incorporate additional (third) lanes northbound and southbound from justsouth of Turnford onslip to Theobalds Lane.

At Church Lane an additional northbound lane will be provided over the stopline, there is no increasein the number of lanes over the stop line, although the existing flare is converted to a full lane italready extends a fair distance from the junction under the current layout.

At College Road additional northbound and southbound lanes will be provided over the stoplinethrough conversion of the existing flares to full lanes. The footbridge would need to be significantlymodified or removed and replaced with or to accommodate the widening.

The footbridge at Brookfield would require significant modification to the both ramps or removal andreplacement. The footbridge at Theobalds lane will be unaffected but the footways will need to berealigned around the piers.


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Performance:No traffic modelling was undertaken and this will be required to ascertain the impacts of this schemewithin the scheme extents, upstream and downstream on the A10, M25 and wider area.

Benefits Detriments

Potential to increase link capacity in bothdirections.

Potential improvement to capacity of CollegeRoad and Church Lane junctions.

Would potentially result in less lanechanges/weaving on junction approachesdue to consistent provision of three lanes ineach direction.

Although introducing additional capacity onthe links this proposal does not materiallyincrease capacity at the Church Lanejunction and would potentially move trafficbetween the junctions (and from queue toqueue) more quickly.

Would result in the loss of a number oflaybys and footway parking.

Removal of verge meaning pedestrians (orcyclists) using footway are closer to traffic inwhat is already a hostile environment forpedestrians.

Not deliverable within highway boundary,several strips of land are required toaccommodate footway.

Other comments:The purpose of this early stage design was to identify feasibility in terms of space only. Use anddirection of the additional carriageway space will be considered by a separate study if the option isprogressed. The additional lane may offer potential for tidal flow, HOV/Public Transport/Express BusLanes or additional capacity for all users. Each of these options would result in specific benefits anddetriments.

Detailed consideration of non-motorised users is also required including linear routes and crossingpoints to ensure an integrated network.


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Scheme 3A: Local movement restrictions and capacity enhancements at Church Lane junction

Description:The A10 will be widened to incorporateadditional (third) lanes northbound andsouthbound on the junction approaches,achieved through narrowing the centralreserve and local widening on the north eastcorner. The additional ahead lanes will passthrough the junction merging on the exitside.

The southbound right turn will be bannedwith the lane being converted to an aheadonly lane. The northbound right turn iscurrently banned and this will not change.

Local widening of Church Lane into thenorthern verge will provide an additional(second) lane on the eastbound approach,merging on the junction exit. Right turns

Table 1 summarises the existing andproposed lanes and banned manoeuvres onall approaches.

Road ( = Flare, = Lane) Existing Lanes Proposed lanesA10 Northbound LanesA10 Northbound Banned turns Right RightA10 Southbound LanesA10 Southbound Banned turns None RightChurch Lane Eastbound LanesChurch Lane Eastbound Banned turns None RightChurch Lane Westbound LanesChurch Lane Westbound Banned turns None RightTable 1


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Performance:

Table 2.1

Table 2.2

Further traffic modelling is required to ascertain the impacts of this scheme locally, upstream anddownstream on the A10, M25 and wider area. This should include detailed consideration of re-routingcaused by banned turns at this and other junctions in the context of a wider package of measures.

Benefits Detriments

Additional lanes will improve the flow of trafficthrough this junction and banning thesouthbound right turn will allow the trafficsignal stage to be modified resulting in anincrease in capacity of the junction.

Capacity focussed scheme with only existingcontrolled crossing facility(east-west over thenorthern arm) being removed, as a result thescheme will increase severance caused bythe A10. Crossing College Lane will also bemore difficult than currently.

Other comments:Detailed consideration of non-motorised users is also required including linear routes and crossingpoints to ensure an integrated network.

Base AM Opt 3 AMBroxbourne Transport StrategyLINSIG Modelling Results (AM)2033 Demand - Capacity Improvements

DemandFlow (pcu) Deg Sat (%)

Max. Back ofUniform

Queue (pcu)


Max. Back ofUniform

Queue (pcu)Church Lane (A) Cycle Time: 144s Cycle Time: 120sA10 SB 2756 122% 123.1 2348 85% 17.2Chruch Lane WB 466 82% 16.7 397 67% 11.5A10 NB 1824 107% 88.1 1824 75% 15Church Lane EB 580 108% 25.2 580 86% 13.5

Base PM Opt 3 PMBroxbourne Transport StrategyLINSIG Modelling Results (PM)2033 Demand - Capacity Improvements


Max. Back ofUniform

Queue (pcu)


Max. Back ofUniform

Queue (pcu)Church Lane (A) Cycle Time: 144s Cycle Time: 120sA10 SB 2819 112% 126.9 2329 92% 27.8Chruch Lane WB 173 41% 5.8 99 14% 2.2A10 NB 2322 130% 115.4 2322 96% 32.2Church Lane EB 633 154% 42.5 633 97% 20


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Scheme 3B: Local movement restrictions and capacity enhancements at College Roadjunction

Description:The A10 will be widened to incorporate anadditional southbound lane and twoadditional northbound lanes on theapproaches to the junction with merges onthe exit side. The right turn will be bannedfor northbound and southbound trafficallowing this lane to accommodate aheadtraffic. The scheme will require land takeon both approaches and the northboundexit to accommodate local widening.

Right turns from College Road will bebanned, but the approach lane and flareretained. Local widening will allow two exitlanes eastbound and westbound withmerges junction on the junction exit.

The footbridge will be retained as an east-west crossing point though will requiremodification, or removal and replacementto accommodate the widened A10. Thereare no existing at-grade controlledcrossings at the junction and it is notproposed to introduce any as part of thescheme.

Dependent upon the position of the mergeon the northbound exit, the currentresidents parking layby may need to berelocated south with a new layby inset intothe current area of green space. It isnoted that these frontages have drivewaysproviding off-street parking.

Table 3 summarises the existing and proposed lanes and banned manoeuvres on all approaches.

Table 3

Road ( = Flare, = Lane) Existing Lanes Proposed lanesA10 Northbound LanesA10 Northbound Banned turns None RightA10 Southbound LanesA10 Southbound Banned turns None RightCollege Road Eastbound LanesCollege Road Eastbound Banned turns None RightCollege Road Westbound LanesCollege Road Westbound Banned turns None Right


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Performance:

Table 4.1

Table 4.2


Benefits Detriments

Additional lanes will improve the flow of trafficthrough this junction and banning the rightturns will allow the traffic signal stage to bemodified resulting in an increase in capacityof the junction.

Although the footbridge will be retained, theremay be a perception of increased severancecaused by the A10 due to it’s increasedwidth. Crossing Church Road will also bemore difficult than currently.

Places A10 northbound traffic closer toresidential frontages

Relocation of residents parking

Other comments:Detailed consideration of non-motorised users is also required including linear routes and crossingpoints to ensure an integrated network.



Max. Back ofUniform

Queue (pcu)


Max. Back ofUniform

Queue (pcu)College Road (B) Cycle Time: 154s Cycle Time: 66sA10 SB 2107 145% 66.7 1842 78% 10.6College Rd WB 644 81% 23.3 627 79% 8.3A10 NB 2391 164% 70 2062 58% 7College Rd EB 847 165% 22.6 696 48% 5



Max. Back ofUniform

Queue (pcu)


Max. Back ofUniform

Queue (pcu)College Road (B) Cycle Time: 154s Cycle Time: 66sA10 SB 2247 149% 101.3 1943 74% 10.6College Rd WB 708 152% 49.7 657 72% 5.4A10 NB 2977 247% 161.1 2598 63% 8.3College Rd EB 811 309% 29.1 665 53% 5.2


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Scheme 4A: Local movement restrictions, pedestrian and cycle enhancements at Church Lanejunction

Description:This option sought to removeseverance of the A10 by providinghigh quality at-grade crossingfacilities to the detriment of capacity.Flares will be removed resulting inthe A10 being reduced to two lanes ineach direction through the junction,this is consistent with the laneprovision upstream and downstreamof the junction. Footways will be builtout and at-grade controlled crossingsfor pedestrian and cyclists (toucans)will be introduced over all arms.

Church Lane will remain a single lanein each direction; the splitter islandswill be removed.

Table 5 summarises the existing andproposed lanes and bannedmanoeuvres on all approaches.

Road ( = Flare, = Lane) Existing Lanes Proposed lanesA10 Northbound LanesA10 Northbound Banned turns Right RightA10 Southbound LanesA10 Southbound Banned turns None RightChurch Lane Eastbound LanesChurch Lane Eastbound Banned turns None RightChurch Lane Westbound LanesChurch Lane Westbound Banned turns None Right

Table 5


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Performance:

Table 6.1

Table 6.2


Benefits Detriments

Reduced crossing distances and introductionof controlled crossings over all arms willresult in a more pedestrian and cycle friendlyenvironment and significantly reduce theseverance caused by the A10.

Footways will be widened offering potentialfor introduction of local public realmenhancements, increase in green space,future introduction of SUDS etc.

Removes merges on the exit of the junction.

Scheme likely to have a significant negativeimpact upon traffic flow along the A10.

Other comments:Detailed wider area consideration of non-motorised users is also required including linear routes andcrossing points to ensure an integrated network.

If Church Lane was closed locally at the A10 as part of a wider strategy, a single stand-alone toucancrossing could facilitate east-west movements, whilst the north-south movement would not berequired as Church Lane would no longer need to be crossed.

An alternative option would be to make both the A10 and Church lane ahead-only, this would allowpedestrian/cycle crossing to run in parallel to the non-opposing traffic flows facilitating more efficientjunction performance.

Base AM Option 4 AMBroxbourne Transport StrategyLINSIG Modelling Results (AM)2033 Demand - Pedestrian and Cycle Improvements


Max. Back ofUniform

Queue (pcu)


Max. Back ofUniform

Queue (pcu)Church Lane (A) Cycle Time: 139s Cycle Time: 120sA10 SB approach 2756.0 122% 123.1 2348.0 131% 183.0Chruch Lane WB 466.0 82% 16.7 397.0 89% 16.3A10 NB 1824.0 107% 88.1 1824.0 90% 32.4Church Lane EB 580.0 108% 25.2 580.0 129% 92.9A10 Internal Stopline NB - Ahead only 0.0 0% 0.0 4029.0 72% 1.3

Base PM Option4Broxbourne Transport StrategyLINSIG Modelling Results (PM)2033 Demand - Pedestrian and Cycle Improvements

DemandFlow (pcu)

Deg Sat (%)Max. Back of

UniformQueue (pcu)

DemandFlow (pcu)


UniformQueue (pcu)

Church Lane (A) Cycle Time: 144s Cycle Time: 120sA10 SB 2819.0 112% 126.9 2329.0 133% 186.9Chruch Lane WB 173.0 41% 5.8 99.0 21% 2.7A10 NB 2322.0 130% 115.4 2322.0 119% 144.4Church Lane EB 633.0 154% 42.5 633.0 134% 114.5A10 Internal Stopline NB - Ahead only - - - 4776.0 79% 1.9


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Scheme 4B: Local movement restrictions, pedestrian and cycle enhancements at CollegeRoad junction

Description:This option sought to remove severance ofthe A10 by providing high quality at-gradecrossing facilities to the detriment ofcapacity. Local widening and realignmentof the A10 will facilitate improved left turnfacilities on both approaches, this willrequire land take. Right turns will bebanned, allowing three ahead-lanes to beprovided over the stop line in bothdirections with a merge to two lanes on theexit. Footways will be built out andimproved and at-grade controlled crossingsfor pedestrian and cyclists (toucans) will beintroduced over all arms.

College Road will retain two lanes on theeastbound approach, however, the shortwestbound flare and splitter island will beremoved. The footbridge will be removed.

Table 7 summarises the existing andproposed lanes and banned manoeuvreson all approaches.

Road ( = Flare, = Lane) Existing Lanes Proposed lanesA10 Northbound LanesA10 Northbound Banned turns None RightA10 Southbound LanesA10 Southbound Banned turns None RightCollege Road Eastbound LanesCollege Road Eastbound Banned turns None RightCollege Road Westbound LanesCollege Road Westbound Banned turns None RightTable 7


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Performance:

Table 8.1

Table 8.2


Benefits Detriments

Reduced crossing distances and introductionof controlled crossings over all arms willresult in a more pedestrian and cycle friendlyenvironment and significantly reduce theseverance caused by the A10.

Footways will be widened offering potentialfor introduction of local public realmenhancements, increase in green space,future introduction of SUDS etc.

Removes merges on the exit of the junction.

Scheme likely to have a significant negativeimpact upon traffic flow along the A10

Other comments:Detailed wider area consideration of non-motorised users is also required including linear routes andcrossing points to ensure an integrated network.

If College Road was closed locally at the A10 as part of a wider strategy, a single stand-alone toucancrossing will facilitate east-west movements, whilst the north-south movement would not be requiredas College Road would no longer need to be crossed.

An alternative option would be to make both the A10 and College Road ahead-only, this would allowpedestrian/cycle crossing to run in parallel to the non-opposing traffic flows facilitating more efficientjunction performance.

The footbridge over the southern side of the junction could be modified whilst providing the improvedpedestrian and cyclists crossings over the northern, eastern and western arms. Given the deviationrequired for access to the footbridge it is unlikely that the footbridge would be heavily used andongoing maintenance costs would continue.



Max. Back ofUniform

Queue (pcu)


Max. Back ofUniform

Queue (pcu)College Road (B) Cycle Time: 152s Cycle Time: 120sA10 SB 2107.0 145% 66.7 1842.0 108% 71.2College Rd WB 644.0 81% 23.3 627.0 107% 48.1A10 NB 2391.0 164% 70.0 2062.0 102% 51.5College Rd EB 847.0 165% 22.6 544.0 91% 21.4

Base PM Option4Broxbourne Transport StrategyLINSIG Modelling Results (PM)2033 Demand - Pedestrian and Cycle Improvements


Max. Back ofUniform

Queue (pcu)


Max. Back ofUniform

Queue (pcu)College Road (B) Cycle Time: 152s Cycle Time: 120sA10 SB 2247.0 149% 101.3 1943.0 83% 22.5College Rd WB 708.0 152% 49.7 657.0 101% 36.0A10 NB 2977.0 247% 161.1 2598.0 102% 47.3College Rd EB 811.0 309% 29.1 519.0 0.8 18.0


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Scheme 5A: A10 Flyunder at Church Lane junctionA flyunder with a north-south alignmentwill be introduced for the A10 allowing theA10 ahead movements to bypass theA10/Church Lane junction. A10 throughmovements will be prioritised and free-flowing beneath the junction. Theflyunder will comprise two lanes in eachdirection, along with a central reservation(or wall) with the required VehicleRestraint System. Provision of two-laneswill assist traffic flow should there be anaccident or broken down vehicle.

On and off slips will enable traffic to joinand leave the A10 via Church Lane in alldirections ensuring permeability for localtraffic. The single lane on-slips in bothdirections will incorporate a layby, toaccommodate any broken down vehicle,limiting traffic disruption, off slips willcomprise two lanes.

The reduced traffic flows at surface level will allow modification of the Church Lane junction, this willretain traffic signal control and has the potential to incorporate at-grade facilities over all arms.

Performance:No traffic modelling has been undertaken for this scheme, modelling is required to ascertain theimpacts of this scheme locally, upstream and downstream on the A10, M25 and wider area.

Benefits Detriments

Potential air quality benefits from reduction inqueuing traffic at surface level and potentialto introduce public realm, green space and/orSUDS measures around the junction.

Facilitates all movements to and from theA10 and Church Lane.

At-grade crossings can be provided over allarms of the junction reducing the severancecaused by the A10.

Promotes greater wider area east-westpermeability on Church Lane for all modes byallowing this movement to be prioritised atsurface level.

Local traffic from Church Lane retains accessto/from the A10. On and off-slips also offer acontingency for A10 traffic during periods oftunnel closure, such as maintenance orsignificant accident/breakdown.

Land acquisition required due to the schemeextents outside of the highway boundary,current residential properties affected byaccess and would require significantredesign of access arrangements.

Construction is likely to require temporarywidening/realignment of the A10, significantexcavation and construction required,disrupting traffic for the duration.

High capital cost for construction and on-going maintenance cost.

Pedestrian/cyclist Severance remains northand south of Church Lane, created byintroduction of portals.

Other Comments:Detailed consideration of non-motorised users is required including linear routes and crossing pointsto ensure an integrated network.

Specialist structural and tunnels input should be sought early in the design development process tofurther establish the feasibility of the scheme.


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Scheme 5B: A10 Flyunder at College Road junctionA flyunder with a north-south alignment will beintroduced for the A10, allowing the A10 aheadmovements to bypass the A10/College Road junction.A10 through movements will be prioritised and free-flowing beneath the junction. The flyunder will comprisetwo lanes in each direction, along with a centralreservation (or wall) with the required Vehicle RestraintSystem. Provision of two-lanes will assist traffic flowshould there be an accident or broken down vehicle.

On and off slips will enable traffic to join and leave theA10 via College Road in all directions ensuringpermeability for local traffic. The single lane on-slips inboth directions will incorporate a layby, to accommodateany broken down vehicle, limiting traffic disruption, offslips will comprise two lanes.

The reduced traffic flows at surface level will allowmodification of the Church Lane junction, this will retaintraffic signal control and has the potential to incorporateat-grade facilities over all arms.

Due to the constraints of the proposed junction, theexisting footbridge would be removed to accommodatethe fly under and pedestrian and cyclists facilitiesincluded in the modified signal controlled junction.


Benefits Detriments


Free flow across College Road provided forvehicles travelling along the A10.


Promotes greater wider area east-westpermeability on College Road for all modesby allowing this movement to be prioritised atsurface level.

Local traffic from College Road retainsaccess to/from the A10. On and off-slips alsooffer a contingency for A10 traffic duringperiods of tunnel closure, such asmaintenance or significantaccident/breakdown.



Loss of footway/layby parking.

Pedestrian/cyclist severance remains northand south of College Road, created byintroduction of portals.

Other Comments:Detailed consideration of non-motorised users is required including linear routes and crossing pointsto ensure an integrated network.



DRAFT


AECOM25/48

Scheme 5C: A10 Flyunder at Church Lane junctionA flyunder with a north-south alignment will beintroduced for the A10 allowing the A10 aheadmovements to bypass the A10/Church Lane junction.A10 through movements will be prioritised and free-flowing beneath the junction. The flyunder willcomprise two lanes in each direction, along with acentral reservation (or wall) with the required VehicleRestraint System. Provision of two-lanes will assisttraffic flow should there be an accident or broken downvehicle.

As there will be no on or off slips, traffic will no longerbe able to join or leave the A10 or Church Road at thislocation.

The reduced traffic flows at surface level will allowmodification of the Church Lane junction and a singlestraight across controlled crossing for pedestrians andcyclists (toucan) will be provided.

Performance:No traffic modelling has been undertaken for thisscheme, modelling is required to ascertain the impacts of this scheme locally, upstream anddownstream on the A10, M25 and wider area.

Benefits Detriments


Removes severance caused by A10 atChurch Lane.


Promotes greater wider area east-westpermeability on College Lane for all modesby allowing this movement to be prioritised atsurface level.

Reduced footprint requires less land take anda lower cost scheme when compared toscheme 5A.

No provision of on and off-slips offers noresilience for A10 traffic during periods oftunnel closure, such as maintenance orsignificant accident/breakdown. This willrequire a wider area diversion of traffic andmay result in significant self-routing ofvehicles through the borough.




Severance remains north and south ofChurch Lane, created by introduction ofportals.

Other Comments:Detailed consideration of non-motorised users is required including linear routes and crossing point toensure an integrated network.


No provision of on and off-slips may result in significant self-routing of vehicles through the borough,this may be a benefit or detriment depending upon the wider package of measures and strategy beingimplemented.


DRAFT


AECOM26/48

Scheme 6A: Grade separation of A10 (flyover) at Church Lane junctionA flyover with a north-south alignment will be introduced for the A10 allowing the A10 aheadmovements to pass prioritised and free-flowing over Church Lane. The flyover will comprise two lanesin each direction, along with a central reservation and the required Vehicle Restraint System.Provision of two-lanes will assist traffic flow should there be an accident or broken down vehicle.

On and off slips will enable traffic to joinand leave the A10 and Church Lane in alldirections ensuring permeability for localtraffic. The single lane on-slips in bothdirections will incorporate a layby, toaccommodate any broken down vehicle,limiting traffic disruption, off slips willcomprise two lanes.

The reduced traffic flows at surface levelwill allow modification of the Church Lanejunction, this will retain traffic signalcontrol and has the potential toincorporate at-grade facilities over allarms.

Performance:No traffic modelling has been undertakenfor this scheme, modelling is required toascertain the impacts of this schemelocally, upstream and downstream on theA10, M25 and wider area.

Benefits Detriments

Potential air quality benefits from reduction inqueuing traffic at surface level and limitedpotential to introduce public realm, greenspace and/or SUDS measures around thejunction.

Facilitates all movements to and from theA10 and Church Lane.


Promotes greater east-west permeability onChurch Lane for all modes by allowing thismovement to be prioritised at surface level.





Environmental issues relating to raising theheight of noise in a residential area.

Detrimental impact on the aesthetics of thelocal area



Specialist structural input should be sought early in the design development process to furtherestablish the feasibility of the scheme.


DRAFT


AECOM27/48

Scheme 6B: Grade separation of A10 (flyover) at College Road junctionA flyover with an north-south alignment will beintroduced for the A10 allowing the A10 aheadmovements to pass prioritised and free-flowingover College Road. The flyover will comprise twolanes in each direction, along with a centralreservation and the required Vehicle RestraintSystem. Provision of two-lanes will assist trafficflow should there be an accident or broken downvehicle.

On and off slips will enable traffic to join and leavethe A10 and College Road in all directionsensuring permeability for local traffic. The singlelane on-slips in both directions will incorporate alayby, to accommodate any broken down vehicle,limiting traffic disruption, off slips will comprise twolanes.

The reduced traffic flows at surface level will allowmodification of the College Road junction, this willretain traffic signal control and has the potential toincorporate at-grade facilities over all arms. Theexisting pedestrian footbridge will be removed.


Benefits Detriments


Facilitates all movements to and from theA10 and College Road.


Promotes greater east-west permeability onChurch Lane for all modes by allowing thismovement to be prioritised at surface level.











DRAFT


AECOM28/48

Scheme 6C: Grade separation of College Road (flyover) at A10 junction.A flyover with an east-westalignment will be introduced for theCollege Road allowing the A10ahead movements to passprioritised and free-flowing beneathCollege Road (at surface level). Theflyover will comprise one lane ineach direction, along with a centralreservation and the required VehicleRestraint System. Provision of two-lanes will assist traffic flow shouldthere be an accident or brokendown vehicle.

As there will be no on or off slips,traffic will no longer be able to joinor leave the A10 or Church Road atthis location.

The reduced traffic flows at surface level will allow modification of the A10 junction potential for asingle staggered controlled crossing for pedestrians and cyclists (toucan). The existing pedestrianfootbridge will be removed. Alternatively, pedestrian facilities could be provided on, or adjacent, to theflyover, it is noted that this will be off the desire line for north-south pedestrians wishing to continuetheir journey via College Road.


Benefits Detriments



Promotes greater wider area east-westpermeability on Church Lane for all modes byallowing this movement to be prioritised.

Reduced footprint requires less land take anda lower cost scheme when compared toscheme 6A.

Construction is likely to have a lower impacton the A10 operation than north-south flyover(Option 6A).





Severe negative impact on Listed Building onCollege Road



No provision of on and off-slips may result in significant self-routing of vehicles through the borough,this may be a benefit or detriment depending upon the wider package of measures and strategy beingimplemented.


DRAFT


AECOM29/48

Package 2:The following schemes primarily sought to provide access to the potential Park Plaza West andMaxwells Farm Developments and accommodate the expected associated traffic increases. Theschemes focussed on the A10 between M25 junction 25 and Lieutenant Ellis Way and WinstonChurchill Way.

Scheme 1: At-grade solution with two Park Plaza West access/egress points

Description:The A10/ Winston Churchill Way junction will continue to operate as a roundabout, the A10movements will be prioritised through introduction of a north - south “hamburger”, avoiding the needfor them to join the circulatory. The A10 southbound will be widened to 3 lanes between WinstonChurchill Way and Great Eastern Road with free flow via a dedicated on-slip.

The existing signalised junction at A10/Great Eastern Road will be modified to incorporate a fourth(western) arm that provides an access and egress to the proposed Park Plaza West site which willaccommodate left and right turns in and out of the proposed Park Plaza West development.

A new, four-arm signalised junction will be introduced on Lieutenant Ellis Way west of WinstonChurchill Roundabout. This will act as a second access and egress point for the proposed Park PlazaWest development and the potential development at Maxwells Farm.


DRAFT


AECOM30/48

Performance:

Benefits Detriments

Park Plaza West can be entered and exitedfrom two locations which spread the impactof generated trips.

Direct access between A10 and Park PlazaWest in both directions will help minimise theamount of traffic using Lieutenant Ellis Wayto reach the development.

Hamburger approaches offers greaterpotential to prioritise or actively manage A10northbound and southbound traffic.

Much of the scheme can be constructed off-line.

Offers potential for at-grade crossings atselected locations.

Scheme predominantly within highwayboundary, requiring minor land take.

Allowing all movements to and from ParkPlaza West at Great Eastern Road Junctionrequires northbound and southbound trafficon the A10 to stop.

Having two entry and exit points for ParkPlaza West may encourage rat-running.

Other comments:Detailed consideration of non-motorised users is required including linear routes and crossing pointsto ensure an integrated network.

Further modelling is required to ascertain the impacts of this scheme upstream and downstream onthe A10, M25 and wider area.

Opt1 AM Opt1 PM

DemandFlow(pcu)

Deg Sat(%)

TotalDelay

(pcuHr)

MeanMax

Queue(pcu)

Max.Back ofUniformQueue(pcu)

DemandFlow(pcu)

Deg Sat(%)

TotalDelay

(pcuHr)

MeanMax

Queue(pcu)


A10 Great Cambridge Road / Great Eastern Road / Park Plaza Cycle Time: 96s Cycle Time: 96sA10 NB 2904 87% 7.8 24.6 22 3585 89% 8.5 32 28.5A10 SB 2428 88% 6.50 16.10 12.7 3618 89% 6.10 14.70 11.0Park Plaza EB 0 0% 0.00 0.00 0.0 285 48% 2.20 4.80 4.3Great Eastern Road WB 2 1% 0.00 0.00 0.0 25 5% 0.20 0.50 0.4A10 Great Cambridge Road / A121 / B198 Roundabout (Southern) Cycle Time: 96s Cycle Time: 96sA10 NB Through 1811 70% 2.60 5.50 4.3 2105 96% 14.30 33.50 25.4A10 SB Through - internal 2024 76% 2.10 3.30 1.7 2028 89% 6.60 11.00 7.1Roundabout WB Circulatory 801 76% 2.40 4.80 3.80 731 97% 10.10 25.00 16.0A10 Great Cambridge Road / A121 / B198 Roundabout (Northern) Cycle Time: 96s Cycle Time: 96sA10 SB 2725 98% 18.80 43.10 32.6 2525 91% 9.00 32.40 28.9A10 NB Through - internal 1811 70% 3.30 7.00 5.8 2105 78% 1.70 1.70 0.0Roundabout EB Circulatory 1121 93% 6.20 15.70 10.3 984 89% 3.90 5.10 1.4A10 Great Cambridge Road / A121 / B198 Roundabout (Eastern) Cycle Time: 96s Cycle Time: 96sWinston Churchill Way WB entry crossing 787 35% 0.70 2.20 2.0 2634 79% 3.20 17.20 15.3A121 Winston Churchill Way WB - Entry 787 88% 6.40 9.50 6.5 2634 99% 17.30 32.50 25.9Roundabout SB Circulatory 418 38% 1.50 5.60 5.3 442 93% 7.00 16.20 11.3Winston Churchill Way EB Exit 1404 44% 0.50 7.10 6.7 1039 32% 0.30 5.20 5.0A10 Great Cambridge Road / A121 / B198 Roundabout (Western) Cycle Time: 96s Cycle Time: 96sB198 Lieutenant Ellis Way EB - Entry 1291 94% 11.50 22.20 16.0 1115 95% 11.80 20.20 13.7Roundabout NB Circulatory 325 29% 1.40 8.90 8.7 618 49% 5.40 18.30 17.9Longabout U turn give way 342 82% 3.40 11.10 9.0 478 100% 12.70 24.10 13.4Lieutenant Ellis Way Development Junction Cycle Time: 96s Cycle Time: 96sPark Plaza NB 75 49% 1.40 2.40 1.9 440 90% 7.60 13.70 9.9Maxwell Farm SB 0 0% 0.00 0.00 0.0 0 0% 0.00 0.00 0.0Lieutenant Ellis Way EB - approach 1244 64% 3.00 14.20 13.3 590 58% 2.80 10.40 9.9Lieutenant Ellis Way EB exit crossing 949 57% 1.30 8.50 7.9 637 37% 1.20 12.00 11.7Lieutenant Ellis Way WB - approach 1008 82% 6.80 15.50 13.3 1990 91% 7.20 21.90 17.1Lieutenant Ellis Way WB exit crossing 817 31% 0.50 3.40 3.1 2314 76% 2.50 8.30 6.8

Broxbourne Transport StrategyOutline Designs for Park PlazaLINSIG Modelling Results - Option 1


DRAFT


AECOM31/48

Scheme 2A: At-grade solution with entry only from A10, and entry and exit from Lt Ellis WayNorth-South Hamburger

Description:

The A10/ Winston Churchill Way junction will continue to operate as a roundabout, the A10movements will be prioritised through introduction of a north - south “hamburger”, avoiding the needfor them to join the circulatory. The A10 southbound will be widened to 3 lanes between WinstonChurchill Way and Great Eastern Road with free flow via a dedicated on-slip.

No access or egress to the proposed Park Plaza West site is provided from the A10/Great EasternRoad which retains the current traffic signal controlled layout except for introduction of a left turn flareon the southbound approach.

An off slip from the A10 toPark Plaza West is introducedjust north of the M25 Junction25. This will facilitate a free-flow of traffic from the A10into Park Plaza West, noprovision is made for directexit onto the A10 at thislocation.

A new, four-arm signalisedjunction will be introduced onLieutenant Ellis Way west ofWinston ChurchillRoundabout. This will act asa second access point andthe only egress point for theproposed Park Plaza Westdevelopment and thepotential development atMaxwells Farm.


DRAFT


AECOM32/48

Performance:

Benefits Detriments

Park Plaza West can be entered from twolocations.

The southern access (from the A10)minimises the impact upon the A10 throughtraffic, allowing free flow access andmaintaining the existing signal arrangementat Great Eastern Road.

The Hamburger roundabout offers greaterpotential to prioritise or actively manage A10northbound and southbound traffic.

Much of the scheme can be constructed off-line or with local lane closures.



Park Plaza West has only a single exit pointand as a result all exiting traffic will useLieutenant Ellis Way.




Opt2 AM Opt2 PM

DemandFlow(pcu)

Deg Sat(%)

TotalDelay

(pcuHr)

MeanMax

Queue(pcu)


DemandFlow(pcu)

Deg Sat(%)

TotalDelay

(pcuHr)

MeanMax

Queue(pcu)


A10 Great Cambridge Road / Great Eastern Road / Park Plaza Cycle Time: 96s Cycle Time: 96sA10 NB 2686 82% 6.80 21.80 19.7 3577 89% 8.80 31.60 27.9A10 SB 2304 61% 2.60 6.30 5.6 3795 93% 7.50 27.10 21.8Great Eastern Road WB 2 0% 0.00 0.00 0.0 25 5% 0.20 0.50 0.4A10 Great Cambridge Road / A121 / B198 Roundabout (Southern) Cycle Time: 96s Cycle Time: 96sA10 NB Through 1808 75% 3.40 6.70 5.2 2026 96% 15.2 31.60 23.6A10 SB Through - internal 1900 76% 2.3 3.60 2.0 2028 92% 8.5 13.50 8.2Roundabout WB Circulatory 925 72% 3.10 11.10 9.9 739 94% 7.2 14.70 8.4A10 Great Cambridge Road / A121 / B198 Roundabout (Northern) Cycle Time: 96s Cycle Time: 96sA10 SB 2725 97% 14.90 36.60 30.1 2525 97% 15.5 41.90 33.6A10 NB Through - internal 1808 70% 3 6.30 5.2 2026 81% 2.2 2.40 0.3Roundabout EB Circulatory 1121 95% 7.10 7.60 1.0 1161 89% 5.7 10.30 6.7A10 Great Cambridge Road / A121 / B198 Roundabout (Eastern) Cycle Time: 96s Cycle Time: 96sWinston Churchill Way WB entry crossing 787 37% 0.70 2.50 2.2 2634 82% 3.80 19.50 17.2A121 Winston Churchill Way WB - Entry 787 74% 4.50 9.90 8.5 2634 97% 14.70 29.60 20.7Roundabout SB Circulatory 542 39% 1.60 3.20 2.9 619 86% 5.60 13.90 11.0Winston Churchill Way EB Exit 1404 43% 0.50 1.50 1.1 1039 30% 0.30 1.10 0.9A10 Great Cambridge Road / A121 / B198 Roundabout (Western) Cycle Time: 96s Cycle Time: 96sB198 Lieutenant Ellis Way EB - Entry 1294 95% 15.30 25.50 18.6 1371 92% 11.90 21.90 17.1Roundabout NB Circulatory 325 0.281 1.7 8.9 8.7 618 0.56 6.6 18.5 17.9Longabout U turn give way 345 82% 3.50 11.30 9.1 454 107% 23.00 59.30 39.3Lieutenant Ellis Way Development Junction Cycle Time: 96s Cycle Time: 96sPark Plaza NB 75 48% 1.30 2.40 1.9 725 91% 8.10 14.30 10.1Maxwell Farm SB approach 0 0% 0.00 0.00 0.0 0 0% 0.00 0.00 0.0Lieutenant Ellis Way EB approach 1244 69% 4.00 13.50 12.7 590 58% 2.60 9.90 9.5Lieutenant Ellis Way EB exit crossing 949 56% 1.80 10.80 10.1 917 51% 1.70 9.70 9.1Lieutenant Ellis Way WB approach 1132 57% 3.50 14.70 14.1 1985 91% 6.00 25.70 21.2Lieutenant Ellis Way WB exit crossing 817 32% 1.10 5.40 5.1 2314 76% 4.80 35.90 34.2



DRAFT


AECOM33/48

Scheme 2B: At-grade solution with entry only from A10, and entry and exit from Lt Ellis Way –East-West Hamburger

Description:The A10/ Winston Churchill Way junction will continue to operate as a roundabout, the Lieutenant EllisWay/Winston Churchill Way movements will be prioritised through introduction of an east - west“hamburger”, avoiding the need for them to join the circulatory carriageway. The A10 southbound willbe widened to 3 lanes between Winston Churchill Way and Great Eastern Road. The Option 2 ParkPlaza West access arrangements will result in a greater number trips using Lt Ellis Way, as a resultthe east-west hamburger has been investigated with Option 2 rather than Option 1.

No access or egress to theproposed Park Plaza West site isprovided from the A10/GreatEastern Road which retains thecurrent traffic signal controlled layoutexcept for introduction of a left turnflare on the southbound approach.

An off slip from the A10 to ParkPlaza West is introduced just northof the M25 Junction 25. This willfacilitate a free-flow of traffic fromthe A10 into Park Plaza West,however, no provision is made fordirect exit onto the A10 at thislocation.

A new, four-arm signalised junctionwill be introduced on Lieutenant EllisWay west of Winston ChurchillRoundabout. This will act as asecond access point and the onlyand egress point for the proposedPark Plaza West development andthe potential development atMaxwells Farm.


DRAFT


AECOM34/48

Performance:

Benefits Detriments


This southern access (from the A10)minimises the impact upon the A10 throughtraffic by allowing free flow access andmaintaining the existing signal arrangementat Great Eastern Road.

The Hamburger roundabout offers greaterpotential to prioritise or actively manage A10northbound and southbound traffic.

Much of the scheme can be constructed off-line or with local lane closures.


The scheme sits broadly within the currenthighway boundary.

Park Plaza West has only a single exit pointand as a result all exiting traffic will useLieutenant Ellis Way.




Opt2B AM Opt2B PM

DemandFlow(pcu)

Deg Sat(%)

TotalDelay

(pcuHr)

MeanMax

Queue(pcu)


DemandFlow(pcu)

Deg Sat(%)

TotalDelay

(pcuHr)

MeanMax

Queue(pcu)


A10 Great Cambridge Road / Great Eastern Road / Park Plaza Cycle Time: 70s Cycle Time: 70sA10 NB 2686 101% 22.10 34.80 17.90 3577 122% 126.80 141.80 29.30A10 SB 2304 88% 5.30 20.90 17.60 3795 125% 136.00 151.80 29.50Great Eastern Road WB 2 0% 0.00 0.00 0.00 25 3% 0.10 0.30 0.30A10 Great Cambridge Road / A121 / B198 Roundabout (Southern) Cycle Time: 70s Cycle Time: 70sA10 NB RT 2685 78% 8.60 23.30 21.50 3597 76% 1.80 2.50 0.90Roundabout WB Circulatory 617 72% 4.00 7.00 5.80 648 68% 4.50 6.30 5.30A10 Great Cambridge Road / A121 / B198 Roundabout (Northern) Cycle Time: 70s Cycle Time: 70sA10 SB 2725 90% 7.80 24.30 20.10 2525 77% 4.00 15.90 14.30Roundabout EB Circulatory 401 50% 1.80 3.70 3.20 831 76% 5.10 6.50 5.60A10 Great Cambridge Road / A121 / B198 Roundabout (Eastern) Cycle Time: 70s Cycle Time: 70sA121 Winston Churchill Way WB 787 78% 4.10 6.40 4.60 2634 120% 61.80 65.20 15.70A121 EB Through Rd 720 85% 7.10 8.20 5.60 330 47% 2.80 3.40 2.90Roundabout SB Circulatory 2442 81% 3.80 24.10 21.90 2647 88% 5.30 11.70 8.00Winston Churchill Way EB Exit 684 24% 0.50 3.40 3.30 709 23% 0.50 3.40 3.20A10 Great Cambridge Road / A121 / B198 Roundabout (Western) Cycle Time: 70s Cycle Time: 70sB198 Lieutenant Ellis Way EB - Entry 154 38% 1.20 3.20 2.90 483 120% 48.90 53.90 11.50B198 EB Through Rd 720 82% 6.90 8.60 6.40 330 50% 2.60 3.40 2.90B198 WB Through Rd 308 37% 0.40 0.40 0.10 838 75% 2.40 2.70 1.20Roundabout NB Circulatory 2478 87% 4.20 9.60 7.80 3098 89% 5.80 21.40 17.60Lieutenant Ellis Way Development Junction Cycle Time: 70s Cycle Time: 70sPark Plaza NB 75 35% 0.90 1.60 1.30 725 87% 5.50 9.60 6.70Lieutenant Ellis Way EB 1244 131% 147.20 161.40 30.30 590 39% 1.60 4.30 4.00Lieutenant Ellis Way EB exit crossing 949 34% 1.20 7.00 6.80 917 35% 0.50 3.90 3.60Lieutenant Ellis Way WB 1132 135% 88.80 95.40 14.90 1985 101% 23.50 33.60 17.30Lieutenant Ellis Way WB exit crossing 817 28% 0.20 0.30 0.10 2314 68% 2.00 12.80 11.80

Broxbourne Transport StrategyOutline Designs for Park PlazaLINSIG Modelling Results (AM)


DRAFT


AECOM35/48

Option 3A: Grade separation solution.

Description:The A10/ Winston Churchill Way junction will continue to operate as a roundabout at surface level,with the A10 passing beneath through a flyunder. The roundabout requires less circulatory lanes thanat present and at-grade pedestrian facilities will be incorporated over all arms, should this fit the widerNMU strategy.

No access or egress to the proposed Park Plaza Westsite is provided from the A10/Great Eastern Road whichretains the current traffic signal controlled layout exceptfor introduction of a left turn flare on the southboundapproach.

An off slip from the A10 to Park Plaza West is introducedjust north of the M25 Junction 25. This facilitates a free-flow of traffic from the A10 into Park Plaza West, noprovision is made for exit onto the A10.

A signalised 4-arm junction will be introduced onLieutenant Ellis Way to facilitate access to/from ParkPlaza West and a potential development at MaxwellsFarm. This is the route by which all traffic must exit ParkPlaza West.


DRAFT


AECOM36/48

Performance:

Benefits Detriments


This access arrangement minimises theimpact upon the A10 by allowing free flowaccess off of the A10 and maintaining theexisting signal arrangement at Great EasternRoad.

The flyunder removes the need for A10through traffic to stop at the WinstonChurchill Roundabout.

Offers potential for at-grade crossingsthroughout.


Park Plaza West can only be exited from onelocation, all exiting traffic will use LieutenantEllis Way.

Comparatively high construction cost relativeto other options and on-going maintenancecost.

Comparatively high construction impact,potentially requiring construction oftemporary lanes adjacent to A10.

Loss of control/ability to actively managetraffic on the A10 in both directions whichcould have a knock on effect at the adjacentjunctions.



Opt3 AM Opt3 PM

DemandFlow(pcu)

Deg Sat(%)

TotalDelay

(pcuHr)

MeanMax

Queue(pcu)


DemandFlow(pcu)

Deg Sat(%)

TotalDelay

(pcuHr)

MeanMax

Queue(pcu)


A10 Great Cambridge Road / Great Eastern Road / Park Plaza Cycle Time: 96s Cycle Time: 96sA10 NB 2686 77% 5.70 20.10 18.50 3577 89% 8.60 31.70 28.30A10 SB 2304 61% 3.20 13.30 12.60 3795 92% 10.50 37.10 32.10Great Eastern Road WB 2 0% 0.00 0.00 0.00 25 5% 0.20 0.50 0.40A10 Great Cambridge Road / A121 / B198 Roundabout (Southern) Cycle Time: 72s Cycle Time: 72sA10 NB - Entry 874 84% 5.60 11.00 8.40 1571 90% 8.20 18.90 14.70A10 NB Through 1811 0% 0.00 0.00 0.00 2026 0% 0.00 0.00 0.00A10 SB Through - internal 1900 0% 0.00 0.00 0.00 2028 0% 0.00 0.00 0.00Roundabout WB Circulatory 925 44% 0.80 5.40 5.00 1486 67% 1.50 2.70 1.70A10 SB Exit 404 24% 0.30 1.70 1.50 1767 77% 1.90 2.40 0.70A10 Great Cambridge Road / A121 / B198 Roundabout (Northern) Cycle Time: 72s Cycle Time: 72sA10 SB - Entry 825 85% 5.60 10.50 7.80 497 77% 3.60 6.30 4.70A10 SB Through 1900 0% 0.00 0.00 0.00 2028 0% 0.00 0.00 0.00A10 NB Through - internal 1811 0% 0.00 0.00 0.00 2026 0% 0.00 0.00 0.00Roundabout EB Circulatory 1121 51% 0.80 6.00 5.50 1161 46% 0.60 6.40 6.00A10 NB Exit 495 17% 0.50 3.70 3.60 828 31% 0.40 1.70 1.50A10 Great Cambridge Road / A121 / B198 Roundabout (Eastern) Cycle Time: 72s Cycle Time: 72sA121 Winston Churchill Way WB - Entry 787 85% 5.00 8.70 6.20 2634 89% 7.80 19.80 16.10Roundabout SB Circulatory 542 24% 0.20 0.90 0.90 619 41% 1.50 6.90 6.50Winston Churchill Way EB Exit 1404 45% 0.50 0.80 0.30 1039 34% 0.50 2.00 1.80A10 Great Cambridge Road / A121 / B198 Roundabout (Western) Cycle Time: 72s Cycle Time: 72sB198 Lieutenant Ellis Way EB - Entry 949 88% 6.80 11.60 8.30 917 91% 8.00 12.20 7.80Roundabout NB Circulatory 667 30% 0.40 1.90 1.70 1072 44% 1.70 8.00 7.60B198 Lieutenant Ellis Way WB Exit 1132 59% 0.80 1.30 0.60 1985 76% 3.00 12.00 10.40Lieutenant Ellis Way Development Junction Cycle Time: 96s Cycle Time: 96sPark Plaza 75 48% 1.30 2.40 1.90 725 91% 8.10 14.30 10.10Maxwell Farm SB 0 0% 0.00 0.00 0.00 0 0% 0.00 0.00 0.00Lieutenant Ellis Way EB 1244 74% 4.80 14.20 13.30 590 58% 2.70 10.20 9.70Lieutenant Ellis Way EB exit crossing 949 57% 0.70 0.70 0.00 917 46% 0.40 0.40 0.00Lieutenant Ellis Way WB 1132 71% 4.70 13.50 12.30 1985 90% 10.40 30.80 26.60Lieutenant Ellis Way WB exit crossing 817 32% 0.20 0.20 0.00 2314 77% 1.60 1.60 0.00



DRAFT


AECOM37/48

Scheme 3B: Grade separation solution.

Description:The A10/ Winston Churchill Way junction will be modified to a four-arm signalised junction with theA10 passing beneath through a flyunder. The junction requires a smaller footprint than theroundabout option (3A) and at-grade pedestrian facilities will be incorporated over all arms, shouldthis fit the wider NMU strategy.

No access or egress to the proposed ParkPlaza West site is provided from theA10/Great Eastern Road which retains thecurrent traffic signal controlled layoutexcept for introduction of a left turn flare onthe southbound approach.

An off slip from the A10 to Park Plaza Westis introduced just north of the M25 Junction25. This facilitates a free-flow of trafficfrom the A10 into Park Plaza West, noprovision is made for exit onto the A10 atthis location.

A signalised 4-arm junction will beintroduced on Lieutenant Ellis Way tofacilitate access to/from Park Plaza Westand a potential development at MaxwellsFarm. This is the route by which all trafficmust exit Park Plaza West.


DRAFT


AECOM38/48

Performance:

Benefits Detriments


This access arrangement minimises theimpact upon the A10 by allowing free flowaccess off of the A10 and maintaining theexisting signal arrangement at Great EasternRoad.

The flyunder removes the need for A10through traffic to stop at the WinstonChurchill Roundabout

The layout maximises the footprint of landoutside the junction some of which ispotentially developable (as part of widerdevelopment proposals).

Offers potential for at-grade crossingsthroughout or high quality pedestrian andcycle overbridges.


Park Plaza West can only be exited from onelocation, all exiting traffic will use LieutenantEllis Way.

Comparatively high construction cost relativeto other options and on-going maintenancecost.

Comparatively high construction impact,potentially requiring construction oftemporary lanes adjacent to A10.

Loss of control/ability to actively managetraffic on the A10 in both directions whichcould have a knock on effect at the adjacentjunctions.



Opt3B AM Opt3B PM

DemandFlow(pcu)

Deg Sat(%)

TotalDelay

(pcuHr)

MeanMax

Queue(pcu)


DemandFlow(pcu)

Deg Sat(%)

TotalDelay

(pcuHr)

MeanMax

Queue(pcu)


A10 Great Cambridge Road / Great Eastern Road / Park Plaza Cycle Time: 96s Cycle Time: 104sA10 NB 2686 77% 5.70 20.10 18.50 3577 88% 8.40 31.90 28.40A10 SB 2304 57% 2.80 12.20 11.60 3795 127% 204.80 240.30 63.10Great Eastern Road WB 2 0% 0.00 0.00 0.00 25 5% 0.20 0.50 0.40A10 Great Cambridge Road / A121 / B198 Roundabout (Southern) Cycle Time: 120s Cycle Time: 120sA10 NB - Entry 532 46% 1.90 6.90 6.50 1117 79% 6.20 27.90 26.10A10 NB Through 1906 0% 0.00 0.00 0.00 2132 0% 0.00 0.00 0.00A10 NB RT 532 36% 1.30 2.70 2.40 348 79% 4.40 7.70 5.90A10 SB Through - internal 532 0% 0.00 0.00 0.00 2134 0% 0.00 0.00 0.00A10 SB Exit 532 14% 0.40 1.50 1.40 1178 79% 4.60 25.00 23.20A10 Great Cambridge Road / A121 / B198 Roundabout (Northern) Cycle Time: 120s Cycle Time: 120sA10 SB - Entry 727 76% 4.80 7.00 5.50 391 84% 7.70 8.40 5.90A10 SB Through 1998 0% 0.00 0.00 0.00 2134 0% 0.00 0.00 0.00A10 NB Through - internal 1906 0% 0.00 0.00 0.00 2132 0% 0.00 0.00 0.00A10 NB Exit 400 0% 0.00 0.00 0.00 722 0% 0.00 0.00 0.00A10 Great Cambridge Road / A121 / B198 Roundabout (Eastern) Cycle Time: 120s Cycle Time: 120sA121 Winston Churchill Way WB - Entry 635 77% 4.00 6.80 5.20 1456 85% 10.60 19.30 16.70Winston Churchill Way EB Exit 1404 48% 0.60 1.10 0.60 1039 32% 0.20 0.50 0.30A10 Great Cambridge Road / A121 / B198 Roundabout (Western) Cycle Time: 120s Cycle Time: 120sB198 Lieutenant Ellis Way EB - Entry 949 60% 5.20 7.50 6.70 917 65% 7.10 8.70 7.80B198 Lieutenant Ellis Way WB Exit 600 46% 1.60 6.10 5.60 868 80% 3.40 13.70 11.80Lieutenant Ellis Way Development Junction Cycle Time: 104s Cycle Time: 104sPark Plaza NB 75 48% 1.30 2.40 1.90 725 91% 8.10 14.30 10.10Maxwell Farm SB 0 0% 0.00 0.00 0.00 0 0% 0.00 0.00 0.00Lieutenant Ellis Way EB 1244 86% 6.60 14.30 13.40 590 58% 1.80 6.70 6.40Lieutenant Ellis Way EB exit crossing 949 58% 0.70 0.70 0.00 917 35% 0.30 0.30 0.00Lieutenant Ellis Way WB 1132 59% 3.70 12.30 11.60 1985 91% 11.00 31.80 27.20Lieutenant Ellis Way WB exit crossing 817 35% 0.30 0.30 0.00 2314 76% 1.60 1.60 0.00

Broxbourne Transport StrategyOutline Designs for Park PlazaLINSIG Modelling Results - Option 3B


DRAFT


AECOM39/48

6. Summary of Cost EstimatesThe following table summarises budgetary cost estimates for each of the schemes.

Scheme Cost Notes


Scheme 1: Widening A10 to accommodate singleextra lane in one direction

£10.7m

Scheme 2: Widening A10 to accommodate singleextra lane in both directions

£18.1m

Scheme 3A Local movement restrictions andcapacity enhancements at Church Lane junction

TBC

Scheme 3B: Local movement restrictions andcapacity enhancements at College Road junction

TBC

Scheme 4A: Local movement restrictions andpedestrian and cycle enhancements at ChurchLane junction

TBC

Scheme 4B Local movement restrictions andpedestrian and cycle enhancements at ChurchLane junction

TBC

Scheme 5A N-S Grade separation of A10(flyunder) at Church Lane junction

£34.4m

Scheme 5B: N-S Grade separation of A10(flyunder) at College Road junction

£55.5m

Scheme 5C: N-S Grade separation of A10(flyunder) at Church Lane junction, no A10on/offslips

£29.1m

Scheme 6A: N-S Grade separation of A10(flyover) at Church Lane junction

£29.8m

Scheme 6B N-S Grade separation of A10(flyover) at College Road junction

£41.6m

Scheme 6C E-W Grade separation of CollegeRoad (flyover) at A10 junction

£36.7m

Package 2: Park Plaza West

Scheme 1: At-grade with two entry/exit points toPark Plaza West.

£7.7m

Scheme 2A: Alternative at-grade with one entryonly and one entry/exit to Park Plaza West.

£7.5m

Scheme 2B: Alternative at-grade with east-westhamburger.

£7.5m Not separately costed by agreement withBBC – assumed to be similar cost to 2A

Scheme 3A: Grade separation with signalisedroundabout.

£45.7m

Scheme 3B: Grade separation with signalisedcross roads.

£55.8m


DRAFT


AECOM40/48

Appendix A - Design Layouts


DRAFT


AECOM41/48

Appendix B - Modelling SummaryScheme 3A Local movement restrictions and capacity enhancements at Church Lane junction

AM

PM

Scheme 3B: Local movement restrictions and capacity enhancements at College Road junction

AM

PM



Max. Back ofUniform

Queue (pcu)


Max. Back ofUniform

Queue (pcu)Church Lane (A) Cycle Time: 144s Cycle Time: 120s

A10 SB - Left & Ahead 1380 122% 123.1 1166 85% 17.2A10 SB - Right & Ahead (Ahead only Opt 2) 1376 122% 64 1182 81% 16Chruch Lane WB - all movements (Ahead & Left only Opt 2) 466 82% 16.7 397 67% 11.5A10 NB - Left & Ahead 909 107% 88.1 708 62% 15A10 NB - Ahead only 915 107% 37.7 1116 75% 10.7Church Lane EB - all movements (Ahead & Left only Opt 2) 580 108% 25.2 580 86% 13.5



Max. Back ofUniform

Queue (pcu)


Max. Back ofUniform

Queue (pcu)Church Lane (A) Cycle Time: 144s Cycle Tim e: 120sA10 SB - Left & Ahead 1405 112% 126.9 1117 92% 27.8A10 SB - Right & Ahead (Ahead only Opt 2) 1414 112% 63.8 1212 89% 22.3Chruch Lane WB - all movements (Ahead & Left only Opt 2) 173 41% 5.8 99 14% 2.2A10 NB - Left & Ahead 1160 130% 115.4 1016 96% 32.2A10 NB - Ahead only 1162 130% 57.3 1306 93% 27Church Lane EB - all movements (Ahead & Left only Opt 2) 633 154% 42.5 633 97% 20



Max. Back ofUniform

Queue (pcu)


Max. Back ofUniform

Queue (pcu)College Road (B) Cycle Time: 154s Cycle Time: 66s

A10 SB - Left & Ahead 968 145% 61 521 64% 7.4A10 SB - Right & Ahead (Ahead only Opt 2) 1139 137% 66.7 1321 78% 10.6College Rd WB - all movements (Ahead & Left only Opt 2) 644 81% 23.3 627 79% 8.3A10 NB - Left & Ahead 1151 164% 66.9 707 53% 5.9A10 NB - Ahead - - - 379 44% 4.8A10 NB - Right & Ahead (Ahead only Opt 2) 1240 159% 70 976 58% 7College Rd EB - Left & Ahead 544 63% 17.5 334 47% 4.6College Rd EB - Right Turn (Ahead only Opt 2) 303 165% 22.6 362 48% 5



Max. Back ofUniform

Queue (pcu)


Max. Back ofUniform

Queue (pcu)College Road (B) Cycle Time: 154s Cycle Tim e: 66s

A10 SB - Left & Ahead 1596 143% 101.3 546 60% 7.3A10 SB - Right & Ahead (Ahead only Opt 2) 651 149% 17.3 1397 74% 10.6College Rd WB - all movements (Ahead & Left only Opt 2) 708 152% 49.7 657 72% 5.4A10 NB - Left & Ahead 2275 208% 161.1 936 61% 7A10 NB - Ahead - - - 481 50% 6A10 NB - Right & Ahead (Ahead only Opt 2) 702 247% 38.7 1181 63% 8.3College Rd EB - Left & Ahead 519 106% 24.1 321 51% 4.7College Rd EB - Right Turn (Ahead only Opt 2) 292 309% 29.1 344 53% 5.2


DRAFT


AECOM42/48

Scheme 4A: Local movement restrictions and pedestrian and cycle enhancements at Church Lanejunction

AM

PM

Scheme 4B Local movement restrictions and pedestrian and cycle enhancements at Church Lanejunction

AM

PM



Max. Back ofUniform

Queue (pcu)


Max. Back ofUniform

Queue (pcu)Church Lane (A) Cycle Time: 139s Cycle Time: 120sA10 SB - Left & Ahead 1380.0 122% 123.1 1133.0 131% 183.0A10 SB - Right & Ahead 1376.0 122% 64.0 1215.0 125% 170.4A10 SB approach 2756.0 122% 123.1 2348.0 131% 183.0Chruch Lane WB - all movements (Ahead & Left only Opt 1) 466.0 82% 16.7 397.0 89% 16.3A10 NB - Left & Ahead 909.0 107% 88.1 879.0 90% 30.3A10 NB - Ahead only 915.0 107% 37.7 945.0 90% 32.4Church Lane EB - all movements (Ahead & Left only Opt 1) 580.0 108% 25.2 580.0 129% 92.9A10 Internal Stopline SB - Ahead only - - - 584.0 27% 0.2A10 Internal Stopline SB - Ahead only - - - 1215.0 55% 0.6A10 Internal Stopline NB - Ahead only - - - 1285.0 72% 1.3A10 Internal Stopline NB - Ahead only - - - 945.0 53% 0.6

Base PM Option 4 PMBroxbourne Transport StrategyLINSIG Modelling Results (PM)2033 Demand - Pedestrian and Cycle Improvements

DemandFlow (pcu)


UniformQueue (pcu)

DemandFlow (pcu)


UniformQueue (pcu)

Church Lane (A) Cycle Time: 144s Cycle Time: 120sA10 SB - Left & Ahead 1405.0 112% 126.9 1123.0 133% 186.9A10 SB - Right & Ahead 1414.0 112% 63.8 1206.0 128% 183.3Chruch Lane WB - all movements (Ahead & Left only Opt 1) 173.0 41% 5.8 99.0 21% 2.7A10 NB - Left & Ahead 1160.0 130% 115.4 1115.0 118% 132.8A10 NB - Ahead only 1162.0 130% 57.3 1207.0 119% 144.4Church Lane EB - all movements (Ahead & Left only Opt 1) 633.0 154% 42.5 633.0 134% 114.5A10 Internal Stopline SB - Ahead only - - - 737.0 34% 0.3A10 Internal Stopline SB - Ahead only - - - 1206.0 53% 0.6A10 Internal Stopline NB - Ahead only - - - 1626.0 79% 1.9A10 Internal Stopline NB - Ahead only - - - 1207.0 57% 0.7



Max. Back ofUniform

Queue (pcu)


Max. Back ofUniform

Queue (pcu)College Road (B) Cycle Time: 152s Cycle Time: 120sA10 SB - Left & Ahead (Left only Opt 1) 968.0 145% 61.0 0.0 0% 0.0A10 SB - Right & Ahead (Ahead only Opt 1 & 2) 1139.0 137% 66.7 921.0 108% 71.2A10 SB - Ahead (Opt 1 & 2 Only) - - - 921.0 108% 71.2College Rd WB - all movements (Ahead & Left only Opt 1 & 2) 644.0 81% 23.3 627.0 107% 48.1A10 NB - Left & Ahead (Left only Opt 1) 1151.0 164% 66.9 273.0 18% 1.8A10 NB - Right & Ahead (Ahead only Opt 1 & 2) 1240.0 159% 70.0 894.0 102% 51.5A10 NB - Ahead (Opt 1 & 2 Only) - - - 895.0 101% 46.1College Rd EB - Left & Ahead 544.0 63% 17.5 544.0 91% 21.4College Rd EB - Right Turn (Base only) 303.0 165% 22.6 - - -


DRAFT


AECOM43/48

Base PM Option 4 PMBroxbourne Transport StrategyLINSIG Modelling Results (PM)2033 Demand - Pedestrian and Cycle Improvements


Max. Back ofUniform

Queue (pcu)


Max. Back ofUniform

Queue (pcu)College Road (B) Cycle Time: 152s Cycle Time: 120sA10 SB - Left & Ahead (Left only Opt 1) 1596.0 143% 101.3 0.0 82% 20.3A10 SB - Right & Ahead (Ahead only Opt 1 & 2) 651.0 149% 17.3 969.0 82% 21.9A10 SB - Ahead (Opt 1 & 2 Only) - - - 974.0 83% 22.5College Rd WB - all movements (Ahead & Left only Opt 1 & 2) 708.0 152% 49.7 657.0 101% 36.0A10 NB - Left & Ahead (Left only Opt 1) 2275.0 208% 161.1 411.0 102% 47.3A10 NB - Right & Ahead (Ahead only Opt 1 & 2) 702.0 247% 38.7 1082.0 101% 45.2A10 NB - Ahead (Opt 1 & 2 Only) - - - 1105.0 101% 46.2College Rd EB - Left & Ahead 519.0 106% 24.1 519.0 82% 18.0College Rd EB - Right Turn (Base only) 292.0 309% 29.1 - - -


DRAFT


AECOM44/48

Scheme 1: At-grade with two entry/exit points to Park Plaza West.

Opt1 AM Opt1 PM

DemandFlow(pcu)

Deg Sat(%)

TotalDelay

(pcuHr)

MeanMax

Queue(pcu)


DemandFlow(pcu)

Deg Sat(%)

TotalDelay

(pcuHr)

MeanMax

Queue(pcu)


A10 Great Cambridge Road / Great Eastern Road / Park Plaza Cycle Time: 96s Cycle Time: 96sA10 NB - AH (and LT Opt1) Nearside 926 87% 7.80 24.20 21.1 1148 89% 8.50 30.80 27.1A10 NB - AH Centre 988 84% 7.60 24.60 22.0 1221 88% 8.50 32.00 28.5A10 NB - AH and RT Offside + RT flare 990 84% 7.60 24.50 21.9 1216 88% 8.40 31.80 28.4A10 SB - LT (Opt 3B only) Nearside - - - - - - - - - -A10 SB - AH and LT Nearside (+flare Opt3) 1102 88% 6.00 16.10 12.7 1161 89% 5.90 14.70 11.0A10 SB - AH Centre 1172 87% 6.50 15.20 11.9 1250 89% 6.10 13.30 9.5A10 SB - AH (and RT in Opt1) Offside (+RT flare Opt1) 154 82% 3.30 3.30 1.3 1207 85% 5.00 11.80 9.0Park Plaza EB - AH and LT (Opt1 only) Nearside 0 0% 0.00 0.00 0.0 108 24% 1.10 2.60 2.5Park Plaza EB - RT (Opt1 only) Offside 0 0% 0.00 0.00 0.0 177 48% 2.20 4.80 4.3Great Eastern Road WB - AH and LT Nearside 0 0% 0.00 0.00 0.0 5 1% 0.00 0.10 0.1Great Eastern Road WB - RT Offside 2 1% 0.00 0.00 0.0 20 5% 0.20 0.50 0.4A10 Great Cambridge Road / A121 / B198 Roundabout (Southern) Cycle Time: 96s Cycle Time: 96sA10 NB - Entry (LT Opt 3B) Nearside (Opt3) - - - - - - - - - -A10 NB - Entry (AH Opt 3B) Offside (Opt3/3B only) - - - - - - - - - -A10 NB Through Nearside 863 69% 2.30 4.80 3.8 1015 95% 13.10 29.10 21.5A10 NB Through Offside 948 70% 2.60 5.50 4.3 1090 96% 14.30 33.50 25.4A10 NB RT (Opt 3B) Centre - - - - - - - - - -A10 NB RT (Opt 3B) Offside - - - - - - - - - -A10 SB Through - internal Nearside 965 74% 2.00 2.90 1.5 974 88% 6.10 9.70 6.2A10 SB Through - internal Offside 1059 76% 2.10 3.30 1.7 1054 89% 6.60 11.00 7.1Roundabout WB Circulatory NearsideRoundabout WB Circulatory CentreRoundabout WB Circulatory Offside 406 76% 2.40 3.00 1.5 731 97% 10.10 25.00 16.0A10 SB Exit (Crossing Opt 1-3) Nearside (Opt3) - - - - - - - - - -A10 SB Exit (Crossing Opt 1-3) Offside (Opt3) - - - - - - - - - -A10 Great Cambridge Road / A121 / B198 Roundabout (Northern) Cycle Time: 96s Cycle Time: 96sA10 SB - Entry Nearside (+flare Opt3B)A10 SB - Entry OffsideA10 SB Through NearsideA10 SB Through Offside 1304 97% 16.30 42.90 32.6 1237 88% 8.40 32.40 28.9A10 NB Through - internal Nearside 863 69% 3.00 6.30 5.3 1015 77% 1.70 1.70 0.0A10 NB Through - internal Offside 948 70% 3.30 7.00 5.8 1090 78% 1.70 1.70 0.0Roundabout EB Circulatory Nearside (+Centre Opt1&2) 556 88% 3.80 7.40 3.9 485 80% 2.00 2.80 0.9Roundabout EB Circulatory Offside 565 93% 6.20 15.70 10.3 499 89% 3.90 5.10 1.4A10 NB Exit (Crossing Opt 1-3) Nearside (Opt3) - - - - - - - - - -A10 NB Exit (Crossing Opt 1-3) Offside (Opt3) - - - - - - - - - -A10 Great Cambridge Road / A121 / B198 Roundabout (Eastern) Cycle Time: 96s Cycle Time: 96sWinston Churchill Way WB entry crossing Nearside (Opt1&2) 152 10% 0.10 0.90 0.8 1178 73% 2.70 16.40 15.1Winston Churchill Way WB entry crossing Centre + flare (Opt1&2) 635 35% 0.70 2.20 2.0 1456 79% 3.20 17.20 15.3A121 Winston Churchill Way WB - Entry Nearside (+flare Opt3B) 152 16% 0.70 2.40 2.3 1178 86% 5.60 28.80 25.9A121 Winston Churchill Way WB - Entry Centre (Offside +flare Opt3B) 320 88% 6.40 9.50 6.5 744 99% 17.30 32.50 21.3A121 Winston Churchill Way WB - Entry Offside 315 85% 5.70 8.90 6.4 712 93% 10.90 24.80 19.6Roundabout SB Circulatory Nearside (+flare Opt1&2) 327 38% 1.50 5.60 5.3 423 93% 7.00 16.20 11.3Roundabout SB Circulatory Offside 91 10% 0.50 1.10 1.1 19 4% 0.20 0.40 0.4Winston Churchill Way EB Exit Nearside 632 39% 0.50 1.90 1.6 478 29% 0.30 1.10 0.9Winston Churchill Way EB Exit Offside 772 44% 0.50 7.10 6.7 561 32% 0.30 5.20 5.0A10 Great Cambridge Road / A121 / B198 Roundabout (Western) Cycle Time: 96s Cycle Time: 96sB198 Lieutenant Ellis Way EB - Entry Nearside + flare 726 94% 11.50 22.20 16.0 616 95% 11.80 20.20 13.4B198 Lieutenant Ellis Way EB - Entry Offside (+flare Opt3B) 565 83% 6.60 16.20 13.7 499 88% 6.80 17.00 13.7Roundabout NB Circulatory Nearside 325 29% 1.40 8.90 8.7 618 49% 5.40 18.30 17.9Roundabout NB Circulatory Offside 0 0% 0.00 0.00 0.0 0 0% 0.00 0.00 0.0B198 Lieutenant Ellis Way WB Exit Nearside (Opt3) - - - - - - - - - -B198 Lieutenant Ellis Way WB Exit Offside (Opt3) - - - - - - - - - -Longabout U turn give way (Opt1&2) 342 82% 3.40 11.10 9.0 478 100% 12.70 24.10 13.4Lieutenant Ellis Way Development Junction Cycle Time: 96s Cycle Time: 96sPark Plaza NB - AH and LT Nearside 0 0% 0.00 0.00 0.0 353 90% 7.60 13.70 9.9Park Plaza NB - RT Offside 75 49% 1.40 2.40 1.9 87 20% 0.90 2.10 2.0Maxwell Farm SB - AH, LT and RT Single lane 0 0% 0.00 0.00 0.0 0 - - - -Lieutenant Ellis Way EB - AH and LT Nearside 868 64% 3.00 14.20 13.3 550 51% 2.80 10.40 9.9Lieutenant Ellis Way EB - AH and RT Offside 376 51% 2.90 8.10 7.6 40 58% 1.20 1.20 0.5Lieutenant Ellis Way EB exit crossing Nearside 943 57% 1.30 8.50 7.9 621 37% 1.20 12.00 11.7Lieutenant Ellis Way EB exit crossing Offside 6 0% 0.00 0.00 0.0 16 1% 0.00 0.00 0.0Lieutenant Ellis Way WB - LT Nearside 470 81% 6.10 13.70 11.6 948 89% 5.70 14.90 11.0Lieutenant Ellis Way WB - AH and RT Offside 538 82% 6.80 15.50 13.3 1042 91% 7.20 21.90 17.1Lieutenant Ellis Way WB exit crossing Nearside 279 17% 0.20 1.50 1.4 1272 76% 2.50 8.30 6.8Lieutenant Ellis Way WB exit crossing Offside 538 31% 0.50 3.40 3.1 1042 58% 0.70 2.50 1.8


755 89% 4.20395 65% 1.70 4.80 3.8 8.40 4.6

1288 91% 9.00 30.10 25.41421 98% 18.80 43.10 29.4


DRAFT


AECOM45/48

Scheme 2A: Alternative at-grade with one entry only and one entry/exit to Park Plaza West

Opt2 AM Opt2 PM

DemandFlow(pcu)

Deg Sat(%)

TotalDelay

(pcuHr)

MeanMax

Queue(pcu)


DemandFlow(pcu)

Deg Sat(%)

TotalDelay

(pcuHr)

MeanMax

Queue(pcu)


A10 Great Cambridge Road / Great Eastern Road / Park Plaza Cycle Time: 96s Cycle Time: 96sA10 NB - AH (and LT Opt1) Nearside 865 82% 6.80 21.20 19.0 1157 89% 8.80 31.60 27.6A10 NB - AH Centre 910 81% 6.70 21.80 19.7 1211 87% 8.20 31.30 27.9A10 NB - AH and RT Offside + RT flare 911 81% 6.70 21.70 19.7 1209 87% 8.20 31.20 27.9A10 SB - LT (Opt 3B only) Nearside - - - - - - - - - -A10 SB - AH and LT Nearside (+flare Opt3) 729 60% 2.10 5.70 5.0 1191 91% 6.90 24.40 19.8A10 SB - AH Centre 793 61% 2.30 6.20 5.4 1290 92% 7.50 27.10 21.8A10 SB - AH (and RT in Opt1) Offside (+RT flare Opt1) 782 60% 2.60 6.30 5.6 1314 93% 7.20 23.60 17.8Park Plaza EB - AH and LT (Opt1 only) Nearside - - - - - - - - - -Park Plaza EB - RT (Opt1 only) Offside - - - - - - - - - -Great Eastern Road WB - AH and LT Nearside 0 0% 0.00 0.00 0.0 5 1% 0.00 0.10 0.1Great Eastern Road WB - RT Offside 2 0% 0.00 0.00 0.0 20 5% 0.20 0.50 0.4A10 Great Cambridge Road / A121 / B198 Roundabout (Southern) Cycle Time: 96s Cycle Time: 96sA10 NB - Entry (LT Opt 3B) Nearside (Opt3) - - - - - - - - - -A10 NB - Entry (AH Opt 3B) Offside (Opt3/3B only) - - - - - - - - - -A10 NB Through Nearside 862 73% 3.10 6.20 4.8 975 95% 13.90 28.70 21.5A10 NB Through Offside 946 75% 3.4 6.70 5.2 1051 96% 15.2 31.60 23.6A10 NB RT (Opt 3B) Centre - - - - - - - - - -A10 NB RT (Opt 3B) Offside - - - - - - - - - -A10 SB Through - internal Nearside 909 75% 2.20 3.30 1.8 976 92% 7.90 11.50 6.6A10 SB Through - internal Offside 991 76% 2.3 3.60 2.0 1052 92% 8.5 13.50 8.2Roundabout WB Circulatory NearsideRoundabout WB Circulatory CentreRoundabout WB Circulatory Offside 448 72% 3.1 11.10 9.9 0 94% 7.2 14.70 8.4A10 SB Exit (Crossing Opt 1-3) Nearside (Opt3) - - - - - - - - - -A10 SB Exit (Crossing Opt 1-3) Offside (Opt3) - - - - - - - - - -A10 Great Cambridge Road / A121 / B198 Roundabout (Northern) Cycle Time: 96s Cycle Time: 96sA10 SB - Entry Nearside (+flare Opt3B)A10 SB - Entry OffsideA10 SB Through NearsideA10 SB Through Offside 1262 94% 12 36.60 30.1 1246 96% 14.7 41.90 33.6A10 NB Through - internal Nearside 862 69% 2.80 5.80 4.7 975 80% 2.10 2.30 0.3A10 NB Through - internal Offside 946 70% 3 6.30 5.2 1051 81% 2.2 2.40 0.3Roundabout EB Circulatory Nearside (+Centre Opt1&2) 545 89% 3.80 4.20 0.4 567 78% 2.20 2.20 0.5Roundabout EB Circulatory Offside 576 95% 7.1 7.60 1.0 594 89% 5.7 10.30 6.7A10 NB Exit (Crossing Opt 1-3) Nearside (Opt3) - - - - - - - - - -A10 NB Exit (Crossing Opt 1-3) Offside (Opt3) - - - - - - - - - -A10 Great Cambridge Road / A121 / B198 Roundabout (Eastern) Cycle Time: 96s Cycle Time: 96sWinston Churchill Way WB entry crossing Nearside (Opt1&2) 152 10% 0.10 0.90 0.8 1178 73% 2.70 16.40 15.1Winston Churchill Way WB entry crossing Centre + flare (Opt1&2) 635 37% 0.70 2.50 2.2 1456 82% 3.80 19.50 17.2A121 Winston Churchill Way WB - Entry Nearside (+flare Opt3B) 152 16% 0.60 2.40 2.3 1178 92% 9.50 20.30 14.8A121 Winston Churchill Way WB - Entry Centre (Offside +flare Opt3B) 348 74% 4.50 9.90 8.5 731 97% 14.70 29.60 20.7A121 Winston Churchill Way WB - Entry Offside 287 60% 3.20 7.50 6.8 725 94% 12.10 26.50 20.1Roundabout SB Circulatory Nearside (+flare Opt1&2) 381 39% 1.60 3.20 2.9 597 86% 5.60 13.90 11.0Roundabout SB Circulatory Offside 161 18% 0.80 1.80 1.7 22 4% 0.20 0.40 0.4Winston Churchill Way EB Exit Nearside 656 40% 0.50 1.50 1.1 491 29% 0.30 1.10 0.9Winston Churchill Way EB Exit Offside 748 43% 0.50 1.20 0.8 548 30% 0.30 1.10 0.9A10 Great Cambridge Road / A121 / B198 Roundabout (Western) Cycle Time: 96s Cycle Time: 96sB198 Lieutenant Ellis Way EB - Entry Nearside + flare 718 95% 15.30 25.50 18.6 777 92% 11.90 21.90 17.1B198 Lieutenant Ellis Way EB - Entry Offside (+flare Opt3B) 576 88% 9.20 18.10 14.9 594 82% 4.90 10.90 8.7Roundabout NB Circulatory Nearside 325 28% 1.70 8.90 8.7 618 56% 6.60 18.50 17.9Roundabout NB Circulatory Offside - - - - - - - - - -B198 Lieutenant Ellis Way WB Exit Nearside (Opt3) - - - - - - - - - -B198 Lieutenant Ellis Way WB Exit Offside (Opt3) - - - - - - - - - -Longabout U turn give way (Opt1&2) 345 82% 3.50 11.30 9.1 454 107% 23.00 59.30 39.3Lieutenant Ellis Way Development Junction Cycle Time: 96s Cycle Time: 96sPark Plaza NB - AH and LT Nearside 0 0% 0.00 0.00 0.0 358 91% 8.10 14.30 10.0Park Plaza NB - RT Offside 75 48% 1.30 2.40 1.9 367 85% 6.50 12.70 10.1Maxwell Farm SB - AH, LT and RT Single lane 0 - - - - 0 0% 0.00 0.00 0.0Lieutenant Ellis Way EB - AH and LT Nearside 846 63% 2.90 13.50 12.7 532 49% 2.60 9.90 9.5Lieutenant Ellis Way EB - AH and RT Offside 398 69% 4.00 9.70 8.6 58 58% 1.30 1.40 0.8Lieutenant Ellis Way EB exit crossing Nearside 921 56% 1.80 10.80 10.1 853 51% 1.70 9.70 9.1Lieutenant Ellis Way EB exit crossing Offside 28 2% 0.00 0.00 0.0 64 4% 0.00 0.10 0.1Lieutenant Ellis Way WB - LT Nearside 571 57% 3.20 14.70 14.0 951 90% 5.40 12.80 8.8Lieutenant Ellis Way WB - AH and RT Offside 561 48% 3.50 14.50 14.1 1034 91% 6.00 25.70 21.2Lieutenant Ellis Way WB exit crossing Nearside 256 16% 0.20 1.30 1.3 1280 76% 4.80 35.90 34.2Lieutenant Ellis Way WB exit crossing Offside 561 32% 1.10 5.40 5.1 1034 58% 4.70 27.40 26.7

1279 97% 15.50 39.90 30.1

739 84% 2.80 7.00 4.5

1463 97% 14.90 35.70 25.6

4.0

Broxbourne Transport StrategyOutline Designs for Park PlazaLINSIG Modelling Results - Option 2A

477 71% 2.40 5.20


DRAFT


AECOM46/48

Scheme 2B: Alternative at-grade with east-west hamburger.

Opt2B AM Opt2B PM

DemandFlow(pcu)

Deg Sat(%)

TotalDelay

(pcuHr)

MeanMax

Queue(pcu)


DemandFlow(pcu)

Deg Sat(%)

TotalDelay

(pcuHr)

MeanMax

Queue(pcu)


A10 Great Cambridge Road / Great Eastern Road / Park Plaza Cycle Time: 70s Cycle Time: 70sA10 NB - AH (and LT Opt1) Nearside 853 101% 20.60 32.40 16.7 1140 122% 119.40 132.20 26.2A10 NB - AH Centre 915 101% 22.10 34.70 17.9 1218 122% 126.30 139.90 27.9A10 NB - AH and RT Offside + RT flare 918 101% 22.10 34.80 17.9 1219 122% 126.80 141.80 29.3A10 SB - LT (Opt 3B only) Nearside - - - - - - - - - -A10 SB - AH and LT Nearside (+flare Opt3) 638 65% 2.70 9.30 8.4 1197 125% 133.70 149.00 27.9A10 SB - AH Centre 731 69% 2.30 8.80 7.7 1280 121% 122.20 139.00 28.4A10 SB - AH (and RT in Opt1) Offside (+RT flare Opt1) 935 88% 5.30 20.90 17.6 1318 123% 136.00 151.80 29.5Park Plaza EB - AH and LT (Opt1 only) Nearside - - - - - - - - - -Park Plaza EB - RT (Opt1 only) Offside - - - - - - - - - -Great Eastern Road WB - AH and LT Nearside 0 0% 0.00 0.00 0.0 5 1% 0.00 0.10 0.1Great Eastern Road WB - RT Offside 2 0% 0.00 0.00 0.0 20 3% 0.10 0.30 0.3A10 Great Cambridge Road / A121 / B198 Roundabout (Southern) Cycle Time: 70s0% 0% 0% 0.0 Cycle Time: 70s0% 0% 0% 0.0A10 NB - Entry (LT Opt 3B + 2B) Nearside (Opt3) 532 40% 2.30 10.50 10.2 1117 66% 1.00 1.30 0.3A10 NB - Entry (AH Opt 3B + 2B) Offside (Opt3/3B only) 1036 72% 7.20 21.20 19.9 1106 61% 0.80 1.00 0.3A10 NB Through Nearside - - - - - - - - - -A10 NB Through Offside - - - - - - - - - -A10 NB RT (Opt 3B) Centre - - - - - - - - - -A10 NB RT (Opt 3B + 2B) Offside 1117 78% 8.60 23.30 21.5 1374 76% 1.80 2.50 0.9A10 SB Through - internal Nearside - - - - - - - - - -A10 SB Through - internal Offside - - - - - - - - - -Roundabout WB Circulatory Nearside - - - - - - - - - -Roundabout WB Circulatory Centre (+flare Opt2B) 392 72% 4.00 7.00 5.8 325 63% 4.10 5.60 4.8Roundabout WB Circulatory Offside 225 49% 0.50 0.50 0.0 323 68% 4.50 6.30 5.3A10 SB Exit (Crossing Opt 1-3) Nearside (Opt3) - - - - - - - - - -A10 SB Exit (Crossing Opt 1-3) Offside (Opt3) - - - - - - - - - -A10 Great Cambridge Road / A121 / B198 Roundabout (Northern) Cycle Time: 70s0% 0% 0% 0.0 Cycle Time: 70s0% 0% 0% 0.0A10 SB - Entry Nearside (+flare Opt3B) 437 35% 1.00 4.20 3.9 361 28% 0.70 3.00 2.8A10 SB - Entry Offside 1063 78% 4.40 16.50 14.8 1070 75% 3.80 15.20 13.7A10 SB - Entry (2B only) 1225 90% 7.80 24.30 20.1 1094 77% 4.00 15.90 14.3A10 SB Through Nearside - - - - - - - - - -A10 SB Through Offside - - - - - - - - - -A10 NB Through - internal Nearside - - - - - - - - - -A10 NB Through - internal Offside - - - - - - - - - -Roundabout EB Circulatory Nearside (+Centre Opt1&2) 247 50% 1.20 3.70 3.2 348 66% 3.90 6.50 5.6Roundabout EB Circulatory Offside ( +flare Opt2B) 154 29% 1.80 3.20 3.0 483 76% 5.10 4.60 3.1A10 NB Exit (Crossing Opt 1-3) Nearside (Opt3) - - - - - - - - - -A10 NB Exit (Crossing Opt 1-3) Offside (Opt3) - - - - - - - - - -A10 Great Cambridge Road / A121 / B198 Roundabout (Eastern) Cycle Time: 70s0% 0% 0% 0.0 Cycle Time: 70s0% 0% 0% 0.0Winston Churchill Way WB entry crossing Nearside (Opt1&2) - - - - - - - - - -Winston Churchill Way WB entry crossing Centre + flare (Opt1&2) - - - - - - - - - -A121 Left Only Slip (Opt 2B only) Nearside (Opt 2B) 152 11% 0.20 0.90 0.8 1178 83% 4.60 18.20 15.7A121 WB Through Rd (Opt 2B only) Nearside (Opt 2B) 117 34% 1.10 2.20 2.0 405 110% 27.30 31.30 8.6A121 WB Through Rd (Opt 2B only) Offside (Opt 2B) 191 53% 1.90 3.90 3.3 433 110% 28.70 33.00 9.2A121 Winston Churchill Way WB - Entry Nearside (+flare Opt3B&2B) 327 78% 4.10 6.40 4.6 618 120% 61.80 65.20 11.8A121 Winston Churchill Way WB - Entry Centre (Offside +flare Opt3B) - - - - - - - - - -A121 Winston Churchill Way WB - Entry Offside - - - - - - - - - -A121 EB Through Rd (Opt 2B Only) Nearside (Opt 2B) 342 82% 6.30 7.30 5.1 155 45% 2.40 2.90 2.5A121 EB Through Rd (Opt 2B Only) Offside (Opt 2B) 378 85% 7.10 8.20 5.6 175 47% 2.80 3.40 2.9Roundabout SB Circulatory Nearside (+flare Opt1&2/2B) 1217 74% 1.90 6.60 5.3 1299 85% 4.20 10.20 7.5Roundabout SB Circulatory Offside 1225 81% 3.80 24.10 21.9 1348 88% 5.30 11.70 8.0Winston Churchill Way EB Exit Nearside 302 20% 0.40 2.60 2.4 329 21% 0.40 3.30 3.1Winston Churchill Way EB Exit Offside 382 24% 0.50 3.40 3.3 380 23% 0.50 3.40 3.2A10 Great Cambridge Road / A121 / B198 Roundabout (Western) Cycle Time: 70s0% 0% 0% 0.0 Cycle Time: 70s0% 0% 0% 0.0B198 Lieutenant Ellis Way EB - Entry Nearside + flare 154 38% 1.20 3.20 2.9 483 120% 48.90 53.90 11.5B198 Lieutenant Ellis Way EB - Entry Offside (+flare Opt3B) - - - - - - - - - -B198 EB Through Rd (Opt 2B only) Nearside (Opt 2B) 720 82% 6.90 8.60 6.4 330 50% 2.60 3.40 2.9B198 WB Through Rd(Opt 2B only) Nearside (Opt 2B) 117 24% 0.20 0.20 0.0 405 75% 2.30 2.60 1.2B198 WB Through Rd (Opt 2B only) Offside (Opt 2B) 191 37% 0.40 0.40 0.1 433 75% 2.40 2.70 1.2Roundabout NB Circulatory Nearside 1136 87% 4.20 5.30 2.0 1401 89% 5.80 21.40 17.6Roundabout NB Circulatory Offside 247 18% 0.10 0.10 0.0 348 21% 0.30 1.50 1.4Roundabout NB Circulatory (Opt 2B only) Centre (Opt 2B) 1095 79% 3.10 9.60 7.8 1349 80% 3.20 13.30 11.3B198 Lieutenant Ellis Way WB Exit Nearside (Opt3) - - - - - - - - - -B198 Lieutenant Ellis Way WB Exit Offside (Opt3) - - - - - - - - - -Longabout U turn give way (Opt1&2) - - - - - - - - - -Lieutenant Ellis Way Development Junction Cycle Time: 70s0% 0% 0% 0.0 Cycle Time: 70s0% 0% 0% 0.0Park Plaza NB - AH and LT Nearside 0 0% 0.00 0.00 0.0 358 87% 5.50 9.60 6.7Park Plaza NB - RT Offside 75 35% 0.90 1.60 1.3 367 81% 4.60 8.60 6.6Maxwell Farm SB - AH, LT and RT Single lane - - - - - - - - - -Lieutenant Ellis Way EB - AH and LT Nearside 154 14% 0.40 1.50 1.4 308 36% 1.40 4.30 4.0Lieutenant Ellis Way EB - AH and RT Offside 1090 131% 147.20 161.40 30.3 282 39% 1.60 3.90 3.6Lieutenant Ellis Way EB exit crossing Nearside 229 15% 0.20 0.80 0.7 587 35% 0.50 3.90 3.6Lieutenant Ellis Way EB exit crossing Offside 720 34% 1.20 7.00 6.8 330 18% 0.20 1.80 1.7Lieutenant Ellis Way WB - LT Nearside 518 133% 74.50 78.80 12.6 950 101% 23.50 33.60 16.3Lieutenant Ellis Way WB - AH and RT Offside 614 135% 88.80 95.40 14.9 1035 101% 21.20 33.30 17.3Lieutenant Ellis Way WB exit crossing Nearside 203 13% 0.10 0.10 0.0 1279 68% 2.00 12.80 11.8Lieutenant Ellis Way WB exit crossing Offside 614 28% 0.20 0.30 0.1 1035 49% 1.00 7.10 6.6

Broxbourne Transport StrategyOutline Designs for Park PlazaLINSIG Modelling Results (2B)


DRAFT


AECOM47/48

Scheme 3A: Grade separation with signalised roundabout.

Opt3 AM Opt3 PM

DemandFlow(pcu)

Deg Sat(%)

TotalDelay

(pcuHr)

MeanMax

Queue(pcu)


DemandFlow(pcu)

Deg Sat(%)

TotalDelay

(pcuHr)

MeanMax

Queue(pcu)


A10 Great Cambridge Road / Great Eastern Road / Park Plaza Cycle Time: 96s Cycle Time: 96sA10 NB - AH (and LT Opt1) Nearside 861 77% 5.60 19.40 17.7 1152 89% 8.60 31.40 27.5A10 NB - AH Centre 911 76% 5.70 20.10 18.5 1214 88% 8.30 31.70 28.3A10 NB - AH and RT Offside + RT flare 914 76% 5.70 20.10 18.5 1211 87% 8.20 31.30 27.9A10 SB - LT (Opt 3B only) Nearside - - - - - - - - - -A10 SB - AH and LT Nearside (+flare Opt3) 748 61% 3.10 12.40 11.6 1210 92% 10.40 35.60 30.2A10 SB - AH Centre 776 60% 3.20 13.20 12.5 1288 92% 10.50 37.00 31.8A10 SB - AH (and RT in Opt1) Offside (+RT flare Opt1) 780 59% 3.20 13.30 12.6 1297 92% 10.40 37.10 32.1Park Plaza EB - AH and LT (Opt1 only) Nearside - - - - - - - - - -Park Plaza EB - RT (Opt1 only) Offside - - - - - - - - - -Great Eastern Road WB - AH and LT Nearside 0 0% 0.00 0.00 0.0 5 1% 0.00 0.10 0.1Great Eastern Road WB - RT Offside 2 0% 0.00 0.00 0.0 20 5% 0.20 0.50 0.4A10 Great Cambridge Road / A121 / B198 Roundabout (Southern) Cycle Time: 72s Cycle Time: 72sA10 NB - Entry (LT Opt 3B) Nearside (Opt3) 420 78% 4.50 9.40 7.7 769 87% 6.80 16.70 13.7A10 NB - Entry (AH Opt 3B) Offside (Opt3/3B only) 454 84% 5.60 11.00 8.4 802 90% 8.20 18.90 14.7A10 NB Through Nearside 906 0% 0.00 0.00 0.0 1013 0% 0.00 0.00 0.0A10 NB Through Offside 905 0% 0.00 0.00 0.0 1013 0% 0.00 0.00 0.0A10 NB RT (Opt 3B) Centre - - - - - - - - - -A10 NB RT (Opt 3B) Offside - - - - - - - - - -A10 SB Through - internal Nearside 1120 0% 0.00 0.00 0.0 731 0% 0.00 0.00 0.0A10 SB Through - internal Offside 780 0% 0.00 0.00 0.0 1297 0% 0.00 0.00 0.0Roundabout WB Circulatory Nearside 233 20% 0.10 0.10 0.0 532 64% 1.10 2.00 1.1Roundabout WB Circulatory Centre 519 44% 0.80 5.40 5.0 563 67% 1.50 2.70 1.7Roundabout WB Circulatory Offside 173 15% 0.10 0.10 0.0 391 47% 0.60 1.20 0.8A10 SB Exit (Crossing Opt 1-3) Nearside (Opt3) 338 24% 0.30 1.70 1.5 1107 77% 1.90 2.40 0.7A10 SB Exit (Crossing Opt 1-3) Offside (Opt3) 66 4% 0.00 0.00 0.0 660 43% 0.50 0.80 0.4A10 Great Cambridge Road / A121 / B198 Roundabout (Northern) Cycle Time: 72s Cycle Time: 72sA10 SB - Entry Nearside (+flare Opt3B) 412 85% 5.60 10.40 7.8 248 77% 3.60 6.30 4.7A10 SB - Entry Offside 413 85% 5.60 10.50 7.8 249 77% 3.60 6.30 4.7A10 SB Through Nearside 560 0% 0.00 0.00 0.0 366 0% 0.00 0.00 0.0A10 SB Through Offside 1340 0% 0.00 0.00 0.0 1662 0% 0.00 0.00 0.0A10 NB Through - internal Nearside 906 0% 0.00 0.00 0.0 1013 0% 0.00 0.00 0.0A10 NB Through - internal Offside 905 0% 0.00 0.00 0.0 1013 0% 0.00 0.00 0.0Roundabout EB Circulatory Nearside (+Centre Opt1&2) 626 51% 0.80 6.00 5.5 648 46% 0.60 6.40 6.0Roundabout EB Circulatory Offside 495 40% 0.40 1.50 1.1 513 37% 0.40 0.90 0.6A10 NB Exit (Crossing Opt 1-3) Nearside (Opt3) 247 17% 0.40 3.10 3.0 352 25% 0.30 0.90 0.8A10 NB Exit (Crossing Opt 1-3) Offside (Opt3) 248 16% 0.50 3.70 3.6 476 31% 0.40 1.70 1.5A10 Great Cambridge Road / A121 / B198 Roundabout (Eastern) Cycle Time: 72s Cycle Time: 72sWinston Churchill Way WB entry crossing Nearside (Opt1&2) - - - - - - - - - -Winston Churchill Way WB entry crossing Centre + flare (Opt1&2) - - - - - - - - - -A121 Winston Churchill Way WB - Entry Nearside (+flare Opt3B) 152 43% 1.50 3.00 2.7 846 88% 7.40 18.50 15.0A121 Winston Churchill Way WB - Entry Centre (Offside +flare Opt3B) 314 84% 4.90 8.50 6.0 891 89% 7.80 19.80 16.1A121 Winston Churchill Way WB - Entry Offside 321 85% 5.00 8.70 6.2 897 88% 7.50 19.30 15.9Roundabout SB Circulatory Nearside (+flare Opt1&2) 186 13% 0.10 0.90 0.9 261 33% 0.70 3.20 2.9Roundabout SB Circulatory Offside 356 24% 0.20 0.80 0.7 358 41% 1.50 6.90 6.5Winston Churchill Way EB Exit Nearside 677 45% 0.40 0.50 0.1 495 33% 0.50 1.70 1.5Winston Churchill Way EB Exit Offside 727 45% 0.50 0.80 0.3 544 34% 0.50 2.00 1.8A10 Great Cambridge Road / A121 / B198 Roundabout (Western) Cycle Time: 72s Cycle Time: 72sB198 Lieutenant Ellis Way EB - Entry Nearside + flare 507 88% 6.80 11.60 8.3 508 91% 8.00 12.20 7.7B198 Lieutenant Ellis Way EB - Entry Offside (+flare Opt3B) 442 87% 6.00 11.30 8.3 409 89% 6.70 11.50 7.8Roundabout NB Circulatory Nearside 373 30% 0.40 1.80 1.6 509 39% 1.00 4.10 3.8Roundabout NB Circulatory Offside 294 24% 0.30 1.90 1.7 563 44% 1.70 8.00 7.6B198 Lieutenant Ellis Way WB Exit Nearside (Opt3) 280 19% 0.10 0.40 0.3 871 60% 1.40 6.00 5.3B198 Lieutenant Ellis Way WB Exit Offside (Opt3) 852 59% 0.80 1.30 0.6 1114 76% 3.00 12.00 10.4Longabout U turn give way (Opt1&2) - - - - - - - - - -Lieutenant Ellis Way Development Junction Cycle Time: 96s Cycle Time: 96sPark Plaza NB - AH and LT Nearside 0 0% 0.00 0.00 0.0 358 91% 8.10 14.30 10.0Park Plaza NB - RT Offside 75 48% 1.30 2.40 1.9 367 85% 6.50 12.70 10.1Maxwell Farm SB - AH, LT and RT Single lane 0 0% 0.00 0.00 0.0 0 - - - -Lieutenant Ellis Way EB - AH and LT Nearside 870 65% 3.10 14.20 13.3 544 50% 2.70 10.20 9.7Lieutenant Ellis Way EB - AH and RT Offside 374 74% 4.80 10.40 9.0 46 58% 1.30 1.30 0.6Lieutenant Ellis Way EB exit crossing Nearside 945 57% 0.70 0.70 0.0 775 46% 0.40 0.40 0.0Lieutenant Ellis Way EB exit crossing Offside 4 0% 0.00 0.00 0.0 142 8% 0.00 0.00 0.0Lieutenant Ellis Way WB - LT Nearside 566 71% 4.70 13.50 12.3 957 90% 10.00 29.00 24.7Lieutenant Ellis Way WB - AH and RT Offside 566 61% 4.00 12.30 11.5 1028 90% 10.40 30.80 26.6Lieutenant Ellis Way WB exit crossing Nearside 251 15% 0.10 0.10 0.0 1286 77% 1.60 1.60 0.0Lieutenant Ellis Way WB exit crossing Offside 566 32% 0.20 0.20 0.0 1028 57% 0.70 0.70 0.0



DRAFT


AECOM48/48

Scheme 3B: Grade separation with signalised cross roads.

Opt3B AM Opt3B PM

DemandFlow(pcu)

Deg Sat(%)

TotalDelay

(pcuHr)

MeanMax

Queue(pcu)


DemandFlow(pcu)

Deg Sat(%)

TotalDelay

(pcuHr)

MeanMax

Queue(pcu)


A10 Great Cambridge Road / Great Eastern Road / Park Plaza Cycle Time: 96s Cycle Time: 104sA10 NB - AH (and LT Opt1) Nearside 860 77% 5.60 19.40 17.7 1145 88% 8.30 30.70 27.0A10 NB - AH Centre 911 76% 5.70 20.10 18.5 1217 88% 8.40 31.90 28.4A10 NB - AH and RT Offside + RT flare 915 77% 5.70 20.10 18.5 1215 88% 8.30 31.80 28.4A10 SB - LT (Opt 3B only) Nearside 57 5% 0.10 0.60 0.6 2 0% 0.00 0.00 0.0A10 SB - AH and LT Nearside (+flare Opt3) 715 57% 2.60 11.40 10.7 1660 127% 204.80 240.30 63.1A10 SB - AH Centre 762 57% 2.80 12.10 11.4 1064 76% 5.10 22.20 20.7A10 SB - AH (and RT in Opt1) Offside (+RT flare Opt1) 770 57% 2.80 12.20 11.6 1069 76% 5.00 22.30 20.8Park Plaza EB - AH and LT (Opt1 only) Nearside - - - - - - - - - -Park Plaza EB - RT (Opt1 only) Offside - - - - - - - - - -Great Eastern Road WB - AH and LT Nearside 0 0% 0.00 0.00 0.0 5 1% 0.00 0.10 0.1Great Eastern Road WB - RT Offside 2 0% 0.00 0.00 0.0 20 5% 0.20 0.50 0.4A10 Great Cambridge Road / A121 / B198 Roundabout (Southern) Cycle Time: 120s Cycle Time: 120sA10 NB - Entry (LT Opt 3B) Nearside (Opt3) 532 46% 1.90 6.90 6.5 1117 79% 6.20 27.90 26.1A10 NB - Entry (AH Opt 3B) Offside (Opt3/3B only) 0 0% 0.00 0.00 0.0 0 0% 0.00 0.00 0.0A10 NB Through Nearside 953 0% 0.00 0.00 0.0 1066 0% 0.00 0.00 0.0A10 NB Through Offside 953 0% 0.00 0.00 0.0 1066 0% 0.00 0.00 0.0A10 NB RT (Opt 3B) Centre 137 36% 1.30 2.70 2.4 182 79% 4.40 7.70 5.9A10 NB RT (Opt 3B) Offside 110 31% 1.00 2.10 1.9 166 77% 4.00 7.00 5.3A10 SB Through - internal Nearside 1228 0% 0.00 0.00 0.0 1065 0% 0.00 0.00 0.0A10 SB Through - internal Offside 770 0% 0.00 0.00 0.0 1069 0% 0.00 0.00 0.0Roundabout WB Circulatory Nearside - - - - - - - - - -Roundabout WB Circulatory Centre - - - - - - - - - -Roundabout WB Circulatory Offside - - - - - - - - - -A10 SB Exit (Crossing Opt 1-3) Nearside (Opt3) 152 14% 0.40 1.50 1.4 1178 79% 4.60 25.00 23.2A10 SB Exit (Crossing Opt 1-3) Offside (Opt3) - - - - - - - - - -A10 Great Cambridge Road / A121 / B198 Roundabout (Northern) Cycle Time: 120s Cycle Time: 120sA10 SB - Entry Nearside (+flare Opt3B) 437 72% 4.80 5.50 4.2 361 84% 7.70 8.40 5.9A10 SB - Entry Offside 290 76% 3.80 7.00 5.5 30 13% 0.50 1.00 0.9A10 SB Through Nearside 614 0% 0.00 0.00 0.0 532 0% 0.00 0.00 0.0A10 SB Through Offside 1384 0% 0.00 0.00 0.0 1602 0% 0.00 0.00 0.0A10 NB Through - internal Nearside 953 0% 0.00 0.00 0.0 1066 0% 0.00 0.00 0.0A10 NB Through - internal Offside 953 0% 0.00 0.00 0.0 1066 0% 0.00 0.00 0.0Roundabout EB Circulatory Nearside (+Centre Opt1&2) - - - - - - - - - -Roundabout EB Circulatory Offside - - - - - - - - - -A10 NB Exit (Crossing Opt 1-3) Nearside (Opt3) 201 0% 0.00 0.00 0.0 403 0% 0.00 0.00 0.0A10 NB Exit (Crossing Opt 1-3) Offside (Opt3) 199 0% 0.00 0.00 0.0 319 0% 0.00 0.00 0.0A10 Great Cambridge Road / A121 / B198 Roundabout (Eastern) Cycle Time: 120s Cycle Time: 120sWinston Churchill Way WB entry crossing Nearside (Opt1&2) - - - - - - - - - -Winston Churchill Way WB entry crossing Centre + flare (Opt1&2) - - - - - - - - - -A121 Winston Churchill Way WB - Entry Nearside (+flare Opt3B) 310 77% 4.00 6.80 5.2 838 85% 9.60 19.30 16.7A121 Winston Churchill Way WB - Entry Centre (Offside +flare Opt3B) 325 69% 3.90 5.00 3.9 618 83% 10.60 12.70 10.3A121 Winston Churchill Way WB - Entry Offside - - - - - - - - - -Roundabout SB Circulatory Nearside (+flare Opt1&2) - - - - - - - - - -Roundabout SB Circulatory Offside - - - - - - - - - -Winston Churchill Way EB Exit Nearside 670 47% 0.60 0.90 0.5 480 29% 0.20 0.50 0.3Winston Churchill Way EB Exit Offside 734 48% 0.60 1.10 0.6 559 32% 0.20 0.20 0.0A10 Great Cambridge Road / A121 / B198 Roundabout (Western) Cycle Time: 120s Cycle Time: 120sB198 Lieutenant Ellis Way EB - Entry Nearside + flare 795 60% 5.20 7.50 6.7 434 31% 2.50 4.50 4.3B198 Lieutenant Ellis Way EB - Entry Offside (+flare Opt3B) 154 33% 1.50 1.70 1.4 483 65% 7.10 8.70 7.8Roundabout NB Circulatory Nearside - - - - - - - - - -Roundabout NB Circulatory Offside - - - - - - - - - -B198 Lieutenant Ellis Way WB Exit Nearside (Opt3) 316 46% 1.60 6.10 5.6 418 79% 3.40 13.00 11.2B198 Lieutenant Ellis Way WB Exit Offside (Opt3) 284 39% 0.40 0.50 0.2 450 80% 3.30 13.70 11.8Longabout U turn give way (Opt1&2) - - - - - - - - - -Lieutenant Ellis Way Development Junction Cycle Time: 104s Cycle Time: 104sPark Plaza NB - AH and LT Nearside 0 0% 0.00 0.00 0.0 358 91% 8.10 14.30 10.0Park Plaza NB - RT Offside 75 48% 1.30 2.40 1.9 367 85% 6.50 12.70 10.1Maxwell Farm SB - AH, LT and RT Single lane 0 0% 0.00 0.00 0.0 0 - - - -Lieutenant Ellis Way EB - AH and LT Nearside 874 65% 3.10 14.30 13.4 396 37% 1.70 6.70 6.4Lieutenant Ellis Way EB - AH and RT Offside 370 86% 6.60 12.30 9.5 194 58% 1.80 3.50 2.8Lieutenant Ellis Way EB exit crossing Nearside 949 58% 0.70 0.70 0.0 586 35% 0.30 0.30 0.0Lieutenant Ellis Way EB exit crossing Offside 0 0% 0.00 0.00 0.0 331 19% 0.10 0.10 0.0Lieutenant Ellis Way WB - LT Nearside 520 59% 3.20 10.50 9.8 945 89% 9.40 28.00 24.2Lieutenant Ellis Way WB - AH and RT Offside 612 59% 3.70 12.30 11.6 1040 91% 11.00 31.80 27.2Lieutenant Ellis Way WB exit crossing Nearside 205 12% 0.10 0.10 0.0 1274 76% 1.60 1.60 0.0Lieutenant Ellis Way WB exit crossing Offside 612 35% 0.30 0.30 0.0 1040 58% 0.70 0.70 0.0

Broxbourne Transport StrategyOutline Designs for Park PlazaLINSIG Modelling Results - Option 3B

Documents

A10 Corridor Potential Transport Interventions …...Corridor and requested that AECOM undertake initial design and investigation to assess the general deliverability of each potential