EAST MIDLANDS GATEWAY STRATEGIC RAIL FREIGHT INTERCHANGE ...... · EAST MIDLANDS GATEWAY – STRATEGIC RAIL FREIGHT INTERCHANGE TECHNICAL NOTE SIX – ASSESSMENT OF HIGHWAY MITIGATION

EAST MIDLANDS GATEWAY – STRATEGIC RAIL FREIGHT INTERCHANGE

TECHNICAL NOTE SIX – ASSESSMENT OF HIGHWAY MITIGATION SCHEME

NTH209 TN6 VER1

1


TECHNICAL NOTE 6

ASSESSMENT OF HIGHWAY MITIGATION SCHEME

1.0 Introduction

1.1 The purpose of this short Technical Note is to set out the methodology for

assessment of the highway mitigation scheme that is proposed as part of East

Midlands Gateway Strategic Rail Freight Interchange (SRFI) using the Highways

Agency’s (HA) M1 J23a, J24 and J24a VISSIM model.

2.0 Highway mitigation scheme

2.1 The following package of highway works, which will be assessed and finalised in

the Transport Assessment (TA), is proposed as part of the East Midlands Gateway

SRFI scheme:

• Construction of a new interchange link between the A50 eastbound and M1

southbound at Junction 24A including closure of Warren Lane at J24A.

• Construction of a new slip road from the M1 southbound at Junction 24.

• Construction of a new interchange link between the A50 eastbound and the

new slip road from the M1 southbound at Junction 24.

• Construction of a segregated left turn lane from the new slip road from the M1

southbound at Junction 24 to the A453 northbound.

• Construction of a segregated left turn lane from the A453 northbound to the

A50 north/west bound to the west of Junction 24.

• Alteration of the existing A50 southbound between M1 J24A and J24 for use as

a local access road to Lockington.

• Alteration of the existing A50 north/west bound with closure of the junctions

with Main Street, Church Street and private means of access.

• Other improvement of the existing A50 north/west bound between J24 and

J24A.

• Improvement of the circulatory carriageway of M1 Junction 24.

• Construction of a new bypass south of Kegworth between Ashby Road and the

A6 including a new junction on the A453 to serve the bypass and development

site.

• Other improvement of the existing A453 between J24 and J23A.

2.2 The draft GA for the proposed scheme is shown on the following drawings, given

at Appendix A:

• NTH/209/SK 10 Rev P5 – M1 J24 and J24a Improvement GA

• NTH/209/SK04 Rev P6 – A6 Kegworth Bypass Proposed Alignment

3.0 HA VISSIM model

3.1 The HA has developed, over a period of years, a VISSIM micro-simulation model

of the M1 J23a, J24 and J24a. The extent of this model is shown at Figure 1. It

can be seen that the model extent is ideal for assessment of the highway

mitigation scheme proposed as part of East Midlands Gateway SRFI, including the

relevant M1 and A50 junctions, the A453, A6, A42 and Ashby Road through

Kegworth. The model was recently re-validated by Aecom in July 2012 using new

traffic count and journey time survey data around M1 J24.



NTH209 TN6 VER1

2

Figure 1: Existing VISSIM network

3.2 The HA have confirmed that they will need to understand the interaction between

the existing and proposed junctions and the alterations to the highway network

that is proposed as part of the highway mitigation scheme for the development.

They have confirmed that use of a micro-simulation model to understand this

interaction is their preferred assessment tool.

3.3 In this regard BWB Consulting met with the HA and Aecom on 10 October 2012 to

review the existing M1 23a, J24 and J24a VISSIM model and to discuss its use in

the assessment of the highway mitigation scheme proposed as part of the East

Midlands Gateway development.

3.4 During the meeting Aecom presented the findings of their recent re-validation

work. This is summarised at their Technical Note given at Appendix B.

3.5 The Aecom Technical Note concludes that journey times in the AM peak correlate

well against the observed range. However, whilst within the observed range,

M1 J24

M1 J24a

M1 J23a A6

A453 (E)

A453 (W)

M1 (S)

A42

A50 Sawley Interchange

M1 (N)

A50



NTH209 TN6 VER1

3

journey times on the M1 South and A453 West routes show an increasing profile

which is a different pattern to the observed journey times. Aecom report that this

should be noted when undertaking further analysis using the model.

3.6 In the PM, journey times on the A453 East and A50 approach to J24 did not

correlate as well as for the AM peak. On the A453 East approach the model

predicts journey times at the upper level of the observed journey times. On the

A50 approach the model shows a greater variation in journey times, ranging from

80 to 150 seconds, compared to a more consistent observed profile of 80 to 100

seconds. Aecom report that this variation should therefore be taken into account

in future reporting using the model.

3.7 Aecom conclude that the VISSIM model has been calibrated against the 2012

traffic flows to a high level and that the model is suitable for use in further work,

noting the above comments with regard to the M1 South, A453 in the AM peak

and the A453 East and A50 approach in the PM peak.

3.8 The HA have confirmed that the model is considered to be the best available for

the M1 J23a, J24 and J24a junctions and that development of a new model, or

further validation work, would be unlikely to improve upon the overall model

performance.

3.9 The HA therefore consider the model suitable in its current form for assessment of

the highway mitigation works proposed as part of the East Midlands Gateway SRFI

scheme.

4.0 Assessment methodology

4.1 The existing M1 J23a, J24 and J24a VISSIM model will therefore be used as the

base model for development and testing of the highway mitigation scheme

proposed as part of the East Midlands Gateway SRFI development.

4.2 The HA have confirmed that they will make the existing model available to BWB

Consulting at no cost.

4.3 BWB Consulting will then be responsible for updating the base model to provide

the ‘reference case’ and ‘highway mitigation case’ models, as follows:

Reference case: existing VISSIM model updated to represent the baseline

position in the 2023 assessment year. This will require inclusion of the

committed infrastructure schemes within the model extents, as set out with

MVA Technical Note 3. Within the model area this comprises the A453

dualling and the HA’s pinch point scheme at M1 J24.

Highway mitigation case: 2023 reference case model updated to incorporate

the proposed EMG SRFI highway scheme. This should also include the

proposals for local access to Lockington.

4.4 Aecom will audit the VISSIM model to ensure that it is developed in accordance

with best practice. As part of the audit process it has been agreed with the HA

that a log of changes to the VISSIM model will be maintained by BWB. The log

and the development of the model will be reviewed with Aecom at regular design

meetings with BWB.

4.5 Updates on the VISSIM modelling will be provided as appropriate to the Transport

Working Group as part of the regular Working Group meetings.



NTH209 TN6 VER1

4

4.6 The following scenarios would be tested using traffic data output direct from the

corresponding MVA strategic model:

2023 reference case without development traffic

2023 reference case with development traffic

2023 highway mitigation case with development traffic.

4.7 It has been agreed with the HA that whilst standalone junction models may be

developed to provide information for input into the VISSIM model (for example,

signal timings), separate standalone assessments of the junctions covered by the

VISSIM model will not be required to be submitted as part of the TA.

5.0 Public Consultation

5.1 The use of micro-simulation will also provide a helpful visualisation tool with

regard to the public consultation that will take place on the scheme.

BWB Consulting Ltd

23 October 2012

APPENDIX A

PROPOSED HIGHWAY

MITIGATION SCHEME

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NOTES

1. DO NOT SCALE THIS DRAWING. ALL DIMENSIONS MUST BE

CHECKED/ VERIFIED ON SITE. IF IN DOUBT ASK.

2. THIS DRAWING IS TO BE READ IN CONJUNCTION WITH ALL

RELEVANT ARCHITECTS, ENGINEERS AND SPECIALISTS

DRAWINGS AND SPECIFICATIONS.

3. ALL DIMENSIONS IN MILLIMETRES UNLESS NOTED

OTHERWISE. ALL LEVELS IN METRES UNLESS NOTED

OTHERWISE.

4. ANY DISCREPANCIES NOTED ON SITE ARE TO BE REPORTED

TO THE ENGINEER IMMEDIATELY.

KEYClient

c Copyright BWB Consulting Ltd

Drawing No. RevisionDrawing Status

Drawing TitleProject Title

Rev Date RevDrw

Size

Scale

Reviewed

Drawn

A1

ISSUES & REVISIONS

Details of issue / revision

Birmingham | 0121 233 3322

Leeds | 0113 233 8000

London | 020 7234 9122

Manchester | 0161 233 4260

Nottingham | 0115 924 1100

www.bwbconsulting.com

Birmingham | 0121 233 3322

Leeds | 0113 233 8000

London | 020 7234 9122

Manchester | 0161 233 4260

Nottingham | 0115 924 1100


Birmingham | 0121 233 3322

Leeds | 0113 233 8000

London | 020 7234 9122

Manchester | 0161 233 4260

Nottingham | 0115 924 1100


Birmingham | 0121 233 3322

Leeds | 0113 233 8000

London | 020 7234 9122

Manchester | 0161 233 4260

Nottingham | 0115 924 1100


Birmingham | 0121 233 3322

Leeds | 0113 233 8000

London | 020 7234 9122

Manchester | 0161 233 4260

Nottingham | 0115 924 1100


Birmingham | 0121 233 3322

Leeds | 0113 233 8000

London | 020 7234 9122

Manchester | 0161 233 4260

Nottingham | 0115 924 1100


Birmingham | 0121 233 3322

Leeds | 0113 233 8000

London | 020 7234 9122

Manchester | 0161 233 4260

Nottingham | 0115 924 1100


Birmingham | 0121 233 3322

Leeds | 0113 233 8000

London | 020 7234 9122

Manchester | 0161 233 4260

Nottingham | 0115 924 1100


S. Hilditch

D. Mackrory

1:2500

P5NTH/209/SK10PRELIMINARY

M1 J24 AND J24A

IMPROVEMENT GENERAL

ARRANGEMENT

EAST MIDLANDS

GATEWAY

STRATEGIC RAIL

FREIGHT INTERCHANGE

EXISTING PUBLIC FOOTPATH

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NOTES

1. DO NOT SCALE THIS DRAWING. ALL DIMENSIONS MUST BE

CHECKED/ VERIFIED ON SITE. IF IN DOUBT ASK.

2. THIS DRAWING IS TO BE READ IN CONJUNCTION WITH ALL

RELEVANT ARCHITECTS, ENGINEERS AND SPECIALISTS

DRAWINGS AND SPECIFICATIONS.

3. ALL DIMENSIONS IN MILLIMETRES UNLESS NOTED

OTHERWISE. ALL LEVELS IN METRES UNLESS NOTED

OTHERWISE.

4. ANY DISCREPANCIES NOTED ON SITE ARE TO BE REPORTED

TO THE ENGINEER IMMEDIATELY.

KEYClient

c Copyright BWB Consulting Ltd

Drawing No. RevisionDrawing Status

Drawing TitleProject Title

Rev Date RevDrw

Size

Scale

Reviewed

Drawn

A1

ISSUES & REVISIONS

Details of issue / revision

Birmingham | 0121 233 3322

Leeds | 0113 233 8000

London | 020 7234 9122

Manchester | 0161 233 4260

Nottingham | 0115 924 1100


Birmingham | 0121 233 3322

Leeds | 0113 233 8000

London | 020 7234 9122

Manchester | 0161 233 4260

Nottingham | 0115 924 1100


Birmingham | 0121 233 3322

Leeds | 0113 233 8000

London | 020 7234 9122

Manchester | 0161 233 4260

Nottingham | 0115 924 1100


Birmingham | 0121 233 3322

Leeds | 0113 233 8000

London | 020 7234 9122

Manchester | 0161 233 4260

Nottingham | 0115 924 1100


Birmingham | 0121 233 3322

Leeds | 0113 233 8000

London | 020 7234 9122

Manchester | 0161 233 4260

Nottingham | 0115 924 1100


Birmingham | 0121 233 3322

Leeds | 0113 233 8000

London | 020 7234 9122

Manchester | 0161 233 4260

Nottingham | 0115 924 1100


Birmingham | 0121 233 3322

Leeds | 0113 233 8000

London | 020 7234 9122

Manchester | 0161 233 4260

Nottingham | 0115 924 1100


Birmingham | 0121 233 3322

Leeds | 0113 233 8000

London | 020 7234 9122

Manchester | 0161 233 4260

Nottingham | 0115 924 1100


S. Hilditch

D. Mackrory

1:2500

P6NTH/209/SK04PRELIMINARY

A6 KEGWORTH BYPASS

PROPOSED ALIGNMENT

EAST MIDLANDS

STRATEGIC RAIL FREIGHT

TERMINAL

EXISTING PUBLIC FOOTPATH

PROPOSED FENCE LINE

PROPOSED HIGHWAY SPOT LEVEL

PROPOSED EMBANKMENT LOCATION

PROPOSED CUTTING LOCATION

APPENDIX B

AECOM TECHNICAL NOTE

ON M1 J24 RE-VALIDATION

Technical Note 1

Direct Tel: 0121 262 6795

T +44 (0)121 262 1900

F +44 (0)121 262 1999

E [email protected]

www.aecom.com

Colmore Plaza

Colmore Circus Queensway

Birmingham B4 6AT

Page: 1 of 24 Doc. 363 March 2005

F:\TP\PROJECT\Traffic - HASPA\6000 - Studies\6017 - M1 Jct 24 Revalidation\2 - Tech Notes\120726 6017 TN1.doc

Project: Highways Agency Spatial Planning Arrangement Job No: 60250234

Subject: M1 J24 Re-Validation Date: 26th

July 2012

HA ref: EM 46 12/13 Task: 6017

1. Introduction

This Technical Note (TN) details work undertaken to update the M1 J23a, J24 and J24a VISSIM model,

originally developed by JMP in 2004, on behalf of the Highways Agency (HA). This work was triggered

by the availability of new count data around J24, obtained by A-One+. The extents of the model can be

seen in Appendix A.

2. Current Data / Intel

2.1. Current Intel

The main issue for updating the VISSIM model relates to the form of signal control at J24. Currently, the

junction operates under MOVA control but in the VISSIM model it is coded using Fixed Time signals. To

try and replicate the MOVA timings, the MOVA logs for J24 were obtained from A-One+, with the

average green times for each phase extracted and used as a basis for the Fixed Time signals. However,

this approach in the VISSIM model will not truly replicate MOVA operation which will adjust signal

timings in real time as demand changes on each approach.

A-One+ have highlighted that there are a number of faulty detectors on the North Bridge of J24, due to

deterioration of the carriageway. It is understood that, as part of their re-surfacing programme, this issue

will be addressed. However, in the interim any implications for existing junction operation as a result of

the faulty detectors cannot be replicated in the modelling work.

2.2. Current Data

The traffic survey, undertaken by Road Data Services (RDS) on behalf of A-One+, collected the

following data:

Table 1 – Obtained Traffic Survey Data

Data Dates Time Details

Manual

Classified

Counts (MCC)

Tuesday 13th and

Wednesday 14th March

2012

0700-

1900hrs MCC collected for all approaches at J24

Queue Survey

Tuesday 13th and


2012

0700-

1900hrs

Queues collected on all approaches,

maximum queue lengths collected in metres

at the stop line every 5 minutes.

Journey Times

(JTs)

Tuesday 13th and


2012

0700-

1900hrs

JTs split into Car/LGV and Light classification,

recorded for a number of routes around J24

(see Appendix B)

2.2.1. Observed Traffic Flows

The MCC for Tuesday 13th March 2012 has been used as a basis for updating the existing Origin-

Destination (O-D) matrix in the VISSIM model. This has been broken down into 15 minute matrices (see

Appendix C).

2.2.2. Observed Queues

The queue survey from Tuesday 13th March 2012 highlighted the following key issues at J24:

Technical Note 1

Direct Tel: 0121 262 6795

T +44 (0)121 262 1900

F +44 (0)121 262 1999

E [email protected]

www.aecom.com

Colmore Plaza


Birmingham B4 6AT



The longest queues were on the A453 E

and A50 approaches in both the AM and

PM peak periods.

The A50 approach queues appeared to

be shorter than those expected (based on

our previous knowledge of on-site

conditions) in both peak periods and

these lengths did not reflect the long JTs

observed on this route.

The A50 queues also appeared to build

earlier (around 0730hrs) than the start of

the AM peak in the existing VISSIM

(which starts at 0800).

Figure 1 – J24 Approach Labelling

The A453 E queues in the PM period appeared to build around 16:30hrs rather than 17.00;

All other approaches had minimal queuing in both peak periods (no more than 6 vehicles).

2.2.3. Observed Journey Times

In the AM peak (0730-0900hrs), the highest variation in JTs was noted on the A50 route, affecting both

vehicle classes. Figure 2 below shows the AM peak variation for Cars/LGVs.

Figure 2 – A50 Route - Car/LGV JT Variation

From Figure 2, it can be seen that Car/LGV JTs

range from 50 to nearly 400 seconds. It is also

apparent that the higher JTs occur between 0745-

0830hrs.

The A6 and M1 S routes also demonstrate a high

level of variability followed by the A453 routes.

The M1 N off-slip approach has the least

variability.

In the PM peak (1630-1800hrs), the A453 W and E routes had the highest variability (see Figures 3 and

4). Both approaches have a range over 100 second difference, with the A453 E approach experiencing

JTs as low as 40 seconds but reaching 150 seconds on occasion.

M1 N A453E

A6 M1 S A453 W

A50

Technical Note 1

Direct Tel: 0121 262 6795

T +44 (0)121 262 1900

F +44 (0)121 262 1999

E [email protected]

www.aecom.com

Colmore Plaza


Birmingham B4 6AT



Figure 3 – Car/LGV JT Variation

Figure 4 – Car/LGV JT Variation

Further plots of JT variability are detailed in Section 5 where they have been compared with modelled

JTs.

3. VISSIM Model Changes

As part of the updating of the model to 2012 flows around J24, the VISSIM model was reviewed for the

following:

To check the link and connector structure around J24 to ensure correct vehicle movement and

lane usage around the roundabout;

To update model start time to 0700hrs in order to pick up suppressed demand;

To update the PM model start time to 1600hrs to replicate observed queuing in the 1600–

1700hrs period;

To update the signal timings and signal operation at J24 to better replicate timings from the

MOVA logs and signal specifications;

To reduce the number of over-lapping vehicles around the junction to better replicate queuing

and driver conflicts around the roundabout;

To add further edits to allow the model to replicate observed JTs.

A log of the changes made can be found in Appendix D.

4. Flow Comparison

Once the model had been run to convergence, the resulting traffic flows (averaged from 10 random seed

runs) were compared against the Tuesday 13th March 2012 MCC to ensure the correct level of flow was

reaching the junction.

Technical Note 1

Direct Tel: 0121 262 6795

T +44 (0)121 262 1900

F +44 (0)121 262 1999

E [email protected]

www.aecom.com

Colmore Plaza


Birmingham B4 6AT



Table 2 – Modelled vs Observed Flows

Approach

Flow 0800-0900hrs Difference Flow 1700-1800hrs Difference

Observed Modelled Value % Observed Modelled Value %

M1 North Entry 490 489 -1 0% 311 282 -29 -9%

Exit 356 358 2 1% 599 592 -7 -1%

A453 East Entry 833 849 16 2% 1226 1264 38 3%

Exit 1156 1196 40 3% 933 928 -5 -1%

A6 Entry 756 629 -127 -17% 835 794 -41 -5%

Exit 730 665 -65 -9% 838 762 -76 -9%

M1 South Entry 1345 1326 -19 -1% 1254 1205 -49 -4%

Exit 963 1008 45 5% 1393 1394 1 0%

A453 West Entry 846 760 -86 -10% 770 733 -37 -5%

Exit 505 370 -135 -27% 306 248 -58 -19%

A50 Entry 1513 1601 88 6% 1893 1867 -26 -1%

Exit 2073 2057 -16 -1% 2220 2221 1 0%

From Table 2, it can be seen that the A453 W approach has higher observed flows than the modelled

flows. This is due to the extent of the VISSIM model, which extends to J23a and includes Ashby Road

which links the A6 with the A453 West (see Appendix A). This results in an alternative route between

the A453 W and the A6 via M1 J23a. In the AM peak, this results in a 90 vehicle deficit on the turning

movement from the A453 W to the A6, while the inclusion of Ashby Road causes a 130 vehicle deficit

from the A6 to the A453 W. In the PM peak, there is a 50 vehicle deficit travelling between the A6 and

the A453 W.

The individual turning movement differences can be seen in more detail in Appendix E.

Overall, the flow discrepancies may have an impact on the modelled JTs on the A6 route in the AM peak

as there will be nearly 130 fewer vehicles queuing on the approach to travel towards the A453 W exit.

The A453 W entry flow difference may have some impact in the AM peak due to fewer vehicles queuing

on the approach. The effects of these flow differences are likely to feed through to the JT comparison. In

the PM peak, it is envisaged that there will be no significant impact on JTs as a result of the exit flow

difference on the A453 W arm.

5. JT Comparison

The VISSIM model was run for 10 random seeds, with JTs plotted for each approach. Running for

different random seeds allows the VISSIM model to reflect daily variations in traffic arrival patterns.

However, from this analysis, it was found that there was not a significant amount of JT variation between

the seed runs (see Appendix F).

The model variation therefore did not match the level of variation in the observed data. As previously

noted, there was a significant level of variation in the observed data and without more stability in

observed data, it was not possible to try and replicate JTs (particularly to DMRB standards). Model

stability is often a target to be achieved but in this case the on-site junction data indicates that more

variability may be required. A way forward has been determined involving a comparison of the JT results

for each seed in each peak period with the observed JTs. This comparison involved looking at which

seed produced the highest number of modelled JTs within 15% of the observed average JTs for both

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Car/LGVs and HGVs. From this comparison, it was determined that Seed 70 would be used for the AM

comparison and Seed 100 for the PM comparison as these best reflected observed conditions.

To show how these chosen seeds compared against the other seed runs in the AM and PM periods,

Figures 5 and 6 below compare all the seed runs for the overall network performance parameter ‘Total

Travel Time’. Seeds 70 and 100 are highlighted in red in the AM and PM peak plots respectively.

Figure 5 – Seed Comparison – AM

Figure 6 – Seed Comparison – PM

Note: VISSIM Model Run 1 = Random Seed 10, Run 2 = 20, Run 3 = 30, etc...

From Figure 5 it can be seen that Seed 70 has the second overall lowest total travel time (in hours) and

therefore one of the better performing seeds. Seed 100 in the PM peak (Figure 6) has the lowest overall

total travel time and is therefore the best performing seed.

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5.1. M1 N Route

The AM and PM peak comparisons between observed and modelled JTs for Cars/LGVs are shown in

the figures below.

Figure 7 – Observed JTs – 0730-0900hrs

Figure 8 – Modelled JTs – 0730-900hrs

From Figure 7, it can be seen that observed JT variability is in the region of 100 seconds. It can also be

seen that the majority of JTs fall within a tighter range of 70-90 seconds. From Figure 8 it can be seen

that the modelled JTs for Seed 70 are all around 80 seconds. This shows good correlation with the

observed as they fall within the 70-90 second range.



Figure 9 shows the degree of variability of the observed JTs in the PM peak. These tend to largely fall

around 60-80 seconds. The modelled JTs of Seed 100 fall around 75-80 seconds, as seen in Figure 10.

These are within the observed JTs and are therefore considered representative.

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5.2. A453 E Route


the figures below.



Figure 11 shows the variability of the observed JTs. It can be seen that the JTs fall as the AM peak

progresses and tend to be consistent around a range of 75-100 seconds. From Figure 12, it can be

seen that the modelled JT from Seed 70 vary between 75 and 125 seconds. This correlates with the

observed data and shows a drop in JTs as the peak progresses, similar to that observed.



Figure 13 shows how the variability of the observed JTs on the A453 E route vary significantly in the PM

peak. The modelled JTs tend to fall around 100-150 seconds (Figure 14), at the upper level of the

observed JTs. This still shows correlation, but consideration needs to be given that the modelled times

are in the higher band.

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5.3. A6 Route


the figures below.



From Figure 15, it can be see that the A6 JTs vary considerably, ranging from 50-275 seconds. The

majority of the observed JTs tend to fall in the range of 75-150 seconds. The modelled JTs in Figure 16

show times largely around 100 seconds. These correlate well and fall within the observed JT range. It

should also be noted that the lower flows on this approach (see Section 4) did not significantly affect the

JTs.



The PM peak observed JTs show consistent times around 100 seconds (Figure 18). The observed JTs

for Seed 100 are slightly lower, with times around 65-80 seconds. These modelled times are within the

lower band of observed JTs, but still correlate well with the observed times.

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5.4. M1 S Route


the figures below.



From Figure 19, it can be seen that observed JTs range from 50 to 300 seconds, with the times rising

and then falling as the AM peak progresses. The modelled JTs in Figure 20 range from 50-200

seconds. These tend to increase as the peak progresses and do not follow the same pattern as the

observed JTs. Whilst the observed JTs fall within the observed range, the differing pattern should be

noted for future analysis.



Figure 21 shows how the observed JTs on the M1 NB route are fairly consistent and tend to fall in the

range of 40-100 seconds. The modelled JTs in Figure 22 are fairly consistent around 80 seconds are

correlate well with the JTs observed.

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5.5. A453 W Route


the figures below.



From Figure 23, it can be seen that the observed JTs are largely within the range of 100-200 seconds,

with JTs appearing to fall as the peak progresses. The modelled JTs, as shown in Figure 24, are within

a range of 125-200 seconds. Whilst these modelled times correlate well in terms of falling within the

observed range, the model JTs increase as the peak progresses which is not the case with the observed

times. This needs to be taken into consideration in future analysis.

It should also be noted that the 10% difference in flows on this approach does not impact on the JTs as

the modelled times fall within the observed range.



The observed JTs in the PM peak are relatively consistent and largely fall within the range of 100-200

seconds, as shown in Figure 25. The modelled JTs, in Figure 26, generally fall within the 150-200

seconds, with the exception of one time which is 350 seconds (from 1630-1645hrs). Aside from this one

JT, the other times correlate well with the observed JTs.

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5.6. A50 Route


the figures below.



From Figure 27, it can be seen that there is a high degree of variability in the observed JTs on the A50

route. These times range from 50-400 seconds, with JTs rising and then falling as the AM peak

progresses. The modelled JTs correlate reasonably well and show a drop in JTs as the AM peak

progresses. The times range from 150-350 seconds and also fit within the observed range.

Figure 29– Observed JTs – 1630-1800hrs


It can be seen from Figure 29 that observed JTs in the PM peak are fairly consistent, with times around

80-100 seconds. The modelled JTs show greater variability, ranging from 80-150 seconds. There is

good correlation in the times from 1700-1730hrs, but outside of these times the modelled JTs are higher.

This variation in the modelled JTs needs to be taken into account in future reporting.

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6. Conclusions

This Technical Note has detailed work done to update the M1 J23a, J24 and J24a VISSIM model to

include 2012 flows around M1 J24. The main conclusions are:

The MOVA operation of the junction and the current issue with faulty detectors is something

which cannot be replicated in VISSIM and this has placed a constraint on the model updating

process as the model will not replicate observed conditions in this respect.

The model has been calibrated against the 2012 traffic flows to a high level.

Seeds 70 and 100 have been used as the basis for the journey time comparison in the AM and

PM peaks respectively as these produced the most modelled journey times within 15% of the

observed average. Seed 70 was found to be the second best performing seed in terms of lowest

overall travel time in the model in the AM, whilst Seed 100 was the best performing seed for

lowest overall travel time in the model in the PM peak.

Journey times in the AM peak correlate well against the observed times using Seed 70, with

modelled JTs on all approaches being within the observed range. However, some attention is

required on the M1 S and A453 W routes due modelled JTs increasing as the peak progresses,

which is a different pattern to the observed JTs.

Journey times using Seed 100 in the PM peak did not correlate as well as for the AM peak, with

the following points to be noted for future analysis:

o The A453 E approach had modelled JTs within the higher band of the observed JTs.

o The A50 approach had modelled JTs which varied throughout the PM peak. This was

different to the observed JTs which were much more consistent through the peak.

The VISSIM model is deemed suitable for use for further work, with the caveat that JTs on the M1 S and

A453 W in the AM peak and the A453 E and A50 routes in the PM peak require additional attention

when undertaking any analysis.

7. Recommendation

The updated VISSIM model is suitable for use on an interim basis as set out above but it is

recommended that, once the faulty detectors have been re-instated out on site at J24, the VISSIM

model is updated to include MOVA operation at J24 and new counts are commissioned to update the

model.

Prepared by: ………………….. Checked by: pp………………….

Daniel Bent Vanessa Ryan

Consultant Associate Director

Approved by: ..........................

Graham Fry

Associate Director

This document has been prepared by AECOM Limited ("AL") for the sole use of our Client (the "Client") and in accordance with

generally accepted consultancy principles, the budget for fees and the terms of reference agreed between AL and the Client. Any

information provided by third parties and referred to herein has not been checked or verified by AL, unless otherwise expressly

stated in the document. No third party may rely upon this document without the prior and express written agreement of AL.

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APPENDIX A – EXTENTS OF VISSIM MODEL

M1

M1

A42

A50

M1 J24a

Sawley Interchange

M1 J24

M1 J23a

A453

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APPENDIX B – 2012 TRAFFIC SURVEY – JOURNEY TIME ROUTES

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APPENDIX C – FINAL AM AND PM MATRICES

AM – Cars/LGVs – 0700-0715

AM – HGVs – 0700-0715

AM – Cars/LGVs – 0715-0730

AM – HGVs – 0715-0730

AM – Cars/LGVs – 0730-0745

AM – HGVs – 0730-0745

AM – Cars/LGVs – 0745-0800

AM – HGVs – 0745-0800

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AM – Cars/LGVs – 0800-0815

AM – HGVs – 0800-0815

AM – Cars/LGVs – 0815-0830

AM – HGVs – 0815-0830

AM – Cars/LGVs – 0830-0845

AM – HGVs – 0830-0845

AM – Cars/LGVs – 0845-0900

AM – HGVs – 0845-0900

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PM – Cars/LGVs – 1600-1615

PM – HGVs – 1600-1615

PM – Cars/LGVs – 1615-1630

PM – HGVs – 1615-1630

PM – Cars/LGVs – 1630-1645

PM – HGVs – 1630-1645

PM – Cars/LGVs – 1645-1700

PM – HGVs – 1645-1700

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PM – Cars/LGVs – 1700-1715

PM – HGVs – 1700-1715

PM – Cars/LGVs – 1715-1730

PM – HGVs – 1715-1730

PM – Cars/LGVs – 1730-1745

PM – HGVs – 1730-1745

PM – Cars/LGVs – 1745-1800

PM – HGVs – 1745-1800

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APPENDIX D – LOG OF VISSIM CHANGES

Initial VISSIM Model: AECOM AM BASE - am_base_mova_adjusted08.inp

Location: HASPF ARCHIVE CD TP 537/A

D:\6200 - Leicestershire\6248 - M1 A453 Land South of Park Lane Castle Donnington\10 - VISSIM\AECOM AM Base

25/06/12 and 26/06/12 - CHANGES MADE:

1. Reduced speed areas added to A453 SB, A6, M1 NB and A453 NB approaches in both AM and PM peak models.

2. Desired speed decision markers on M1 NB and SB off slips moved further back along slip road (AM model only at present).

3. New speed decision marker added to nearside lane of A6 approach at same location as existing marker in offside lane (AM

model only at present).

4. New speed decision markers added on A453 NB, A453 SB and A50 approaches (AM model only at present).

5. Existing priority rules stripped out and new gap acceptances of 3.0s for car/LGV and 3.5s for HGV and headways of 5.0m for all

vehicles added (AM model only at present).

27/06/12 - AM PEAK MODEL CHANGES - RESTRUCTURING LINK AND CONNECTOR STRUCTURE AROUND

CIRCULATORY (OVER-WRITING PREVIOUS MODEL)

6. Adjusted A453 West Exit to be one lane exit and realigned all connectors.

7. Adjusted the West circulatory section to better match lane markings and number of lanes.

8. Ajusted connector structure on A50 approach and North-West circulatory section.

28/06/12 - AM PEAK MODEL - STRUCTURE CHANGES

9. Removed links on at the North-East circulatory section between M1 SB off-slip and A453 East approach to better match lane

markings and number of lanes.

10. Re-positioned link ending points on the north circulatory section and adjusted the connectors accordingly to match the new link

layout.

11. Adjusted the connectors on the A453 East approach to better reflect lane markings.

12. Adjusted the connectors on the circulatory adjacent to the A453 East approach to better reflect lane destination markings

travelling further around the circulatory.

13. Removed Reduced Speed Areas (RSAs) on the circulatory sections of M1 J22.

14. Adjusted existing Desired Speed Distribution (DSD) marker speeds on M1 SB off-slip and added additional DSDs on the slip

road.

15. Adjusted location of DSDs on entry and exit of A453 East.

16. Adjusted location of DSDs on entry and exit of A6.

17. Adjusted location of DSDs on M1 SB on-slip.

18. Adjusted existing Desired Speed Distribution (DSD) marker speeds on M1 NB off-slip and added additional DSDs on the slip

road.

19. Adjusted location of DSDs on entry and exit of A453 West.Added additional DSDs on A453 approach and exit.

20. Adjusted location of DSDs on A50 approach.

21. Adjusted RSA length on M1 SB off-slip to 60m

22. Adjusted RSA length on A453 West to 35m.

23. Adjusted RSA length on A6 to 35m.

24. Adjusted RSA length on M1 SB off-slip to 60m

25. Adjusted RSA length to A453 East to

26. Adjusted RSA length on A50 approach to 50m

27. Re-positioned Priority Rules (PRs) on A453 East following change of link and connector structure. Added gap time PRs for

cars and hgvs/buses and headways for all vehicles.

28. Re-positioned PRs on A453 West following change of link and connector structure. Added missing gap times and headways

rules.

29. Deleted Detectors 110 and 111 (SC40).

30. Deleted JT markers which were not numbered 50-60 as it was not known what these were for.

31. Undertook 'Edge Selection' for M1 J24 based on new link and connector structure.

32. Deleted Static Route Closure Decisions 1 and 2.

33. Ensured all other Static Route Closure Decisions were connected to the right paths.


34. Adjusted the connector structure on the West circulatory section adjacent to the A453 West approach. Amended the PRs as a

result of the new connector structure.

35. Added a Lane Change distance of 500m on all exit connectors.

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36. Ran models through for initial kna, rsz and stz files and updated linking in flow calibration spreadsheet.

37. Slightly adjusted JT markers 55, 58 and 59 to be away from connectors.

38. Adjusted PRs conflict marker positions on A453 East entry to stop over-lapping of vehicles.

39. Added 0.1 seconds to all PRs on A453 East approach.

40.. Added additional RSA on A6 approach.

41. Adjusted PRs conflict marker positions on A453 West entry to stop over-lapping of vehicles.

42. Connector 10085, changed Emergency Stop from 300m to 25m.

43. Added 0.1 seconds to all PRs on A453 West approach.

44. Increased RSA to 100m on A50 approach.

45. Added additional 40mph DSD on A50 approach.


46. Deleted SC 200 (which was used to create platoons on A50 EB entry)

47. Deleted SC 1, 2, 3, 10, 20, 30, 40, 50 as these were not referenced to any signal head in the model.

48. Changed the DSDs on all approach entries to slow down speeds around the roundabout. Changed from (9,12,12) profiles to

(12,11,11).

49. Re-adjusted link and connector structure on the A453 North exit and adjacent circulatory section to prevent over-lapping of

vehicles.

50. Added additional small connectors around NE section of J24 to ensure vehicles use the correct lanes.

02/07/12 - PM PEAK MODEL CREATION - 2012 PM Base

1. Copied across AM peak *inp and *ino files into PM peak folder and re-referenced cost, path, matrix, signal timings and

evaluation files.

03/07/12 - RE-NAMING MODELS

1. AM and PM models have been re-named as '2012 AM Base_v1.0' and '2012 PM Base_v1.0' and added to the following folder

locations:

- F:\TP\PROJECT\Traffic - HASPA\6000 - Studies\6017 - M1 Jct 24 Revalidation\8 - Modelling\2012 AM Base_v1.0

- F:\TP\PROJECT\Traffic - HASPA\6000 - Studies\6017 - M1 Jct 24 Revalidation\8 - Modelling\2012 PM Base_v1.0

04/07/12 - CREATION OF v.1.1 MODELS

1. Copied 2012 AM Base_v1.0 folder and renamed as v1.1, including renaming the *ino and *inp file.

2. Created SC No's 200, 201, 202 and 203 which represented the 4 nodes around J24 (based on the information received in the

MOVA logs). This was done to allow the green times obtained from the MOVA logs to be input into VISSIM.

3. Referenced the signal heads in the model to match the new SC No's.

4. On M1 NB Off-Slip, changed the three lane flare from the offside lane to the nearside lane to tie in with the existing layout.

5. Added additional small connector on A50 approach to ensure that all traffic travelling towards M1 North or A453 East use the

nearside lane.

6. Amended the lane change distance from 200m to 500m and emergency stop to 100m on small connector 10053 (close to A453

East exit).

7. Amended the lane change distance from 200m to 500m and emergency stop to 50m on small connector 10072 (close to A453

East exit).

8. Moved RSAs on M1 SB Off-Slip closer to end of link at circulatory.

9. On A453 West approach, deleted connector from lane 1 joining to the circulatory lane 1.

10. On A453 East approach, amended locations of conflict markers for the offside lane PRs and increased all HGV gap times to 4

seconds.

11. Changed the DSDs on all approach entries to slow down speeds around the roundabout. Changed from (12,11,11) profiles to

(11,999,999).

12. For all PRs on A453 East and West approaches, increased gap times for Cars to 3.5 seconds and HGVs/Buses to 4.5 seconds

to try and prevent over-lapping and better represent existing conditions.

13. Amended Inter-greens on all nodes to be 7 seconds for 1-2 and 6 seconds for 2-1.

06/07/12 - AM PEAK v1.1 MODEL - STRUCTURE CHANGES

14. Added PRs at NW circulatory section to stop over-lapping of vehicles.

15. Adjusted connectors at A453 West approach for traffic travelling to A453 East.

16. Added 'Narrow Lanes' behaviour to the A50 approach. This was to replicate drivers being cautious when queuing in each lane,

especially HGVs.

17. Added PRs at A6 approach to stop over-lapping vehicles.

18. A453 East - reduced all Car Gap Times by 0.2 seconds.

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19. SC 200 - Intergreen from 1 to 2 changed from 7 to 11 and Cycle Time increased by 4 seconds.

20. SC 202 - Intergreen from 1 to 2 changed to 7 to 8 and Cycle Time increased by 1 second.

21. Copied AM v1.1 model into PM v1.1.

09/07/12 - CREATION OF V.1.2 MODELS

1. Copied 2012 AM Base_v1.1 folder and renamed as v1.2, including renaming the *ino and *inp file.

2. Created new FMA files for AM traffic from 0700-0900hrs, with FMA files broken down into 15 minutes.

3. Created new FMA files for PM traffic from 1600-1800hrs, with FMA files broken down into 15 minutes.

3. Removed 'Narrow Lanes' behaviour from A50 approach as this caused too much queuing with new 15 minute FMA files.

4. Made Links 278 and 13 one lane from two to replicate the existing A453 East arm (removing the proposed dualling which has

not yet been completed).

11/07/12 - EDITING v.1.2 MODELS

5. A50 approach - Headway PR Max Speeds reduced to 10mph from 12mph.

6. A453 West approach - Gap Time PRS for Cars reduced by 0.1 seconds.

12/07/12 - EDITING v.1.2 MODELS

7. A6 approach - amended DSD No.51 on the approach from (12,13,13) to be (3,14,14) speed profiles to match speeds from

observed JT surveys.

8. Removed DSDs 94 and 95 on A50 approach.

13/07/12 - CREATION OF v.1.3 MODELS

1. 1. Copied 2012 AM Base_v1.2 folder and renamed as v1.3, including renaming the *ino and *inp file.

2. Reduced length of RSAs on A50 approach from 100m to 60m in an attempt to decrease Journey Times.

3. On the A6 approach, amended the speeds in the RSAs from speed profiles (14,14,14) to (4,4,4) and (1,1,1). This was done to

try and slow down vehicles on the approach and increase JTs.

4. Reduced length of RSAs on A453 NB approach from 40m to 20m in an attempt to increase Journey Times.

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APPENDIX E – MODELLED TURNING FLOW COMPARISON

M1 J24 - AM Peak - Car / LGVs M1 J24 - AM Peak - HGVs

From To Observed Modelled Value % From To Observed Modelled Value %

A453 E 117 119 2 2% A453 E 5 8 3 50%

A6 242 248 6 2% A6 16 13 -3 -19%

M1 S 0 0 0 0% M1 S 0 0 0 0%

A453 W 123 123 -1 0% A453 W 6 0 -6 -100%

A50 8 0 -8 -100% A50 2 0 -2 -100%

M1 N 45 47 2 4% M1 N 10 11 1 13%

A6 27 26 -1 -4% A6 6 7 1 17%

M1 S 348 364 16 4% M1 S 89 96 7 8%

A453 W 92 93 1 1% A453 W 7 5 -2 -33%

A50 321 320 -1 0% A50 63 51 -12 -19%

M1 N 167 166 -2 -1% M1 N 9 10 1 16%

A453 E 63 63 0 0% A453 E 7 9 2 30%

M1 S 36 38 2 4% M1 S 9 17 8 89%

A453 W 157 28 -129 -82% A453 W 6 4 -2 -33%

A50 333 335 2 1% A50 23 21 -2 -9%

M1 N 0 0 0 0% M1 N 0 0 0 0%

A453 E 288 281 -7 -2% A453 E 27 26 -1 -5%

A6 81 78 -3 -4% A6 10 10 0 -2%

A453 W 4 0 -4 -100% A453 W 0 0 0 0%

A50 972 967 -5 -1% A50 145 175 30 20%

M1 N 138 146 8 6% M1 N 11 9 -2 -18%

A453 E 155 159 4 3% A453 E 5 0 -5 -100%

A6 108 20 -88 -82% A6 14 4 -10 -73%

M1 S 6 0 -6 -100% M1 S 3 0 -3 -100%

A50 439 435 -4 -1% A50 43 39 -4 -9%

M1 N 6 0 -6 -100% M1 N 2 0 -2 -100%

A453 E 533 574 41 8% A453 E 60 85 25 42%

A6 272 294 22 8% A6 39 40 1 4%

M1 S 573 607 34 6% M1 S 126 127 1 1%

A453 W 129 126 -3 -2% A453 W 11 8 -4 -32%

AM Peak Traffic Flow Calibration

A50

A453 W

M1 S

A6

A453 E

Site Flow 0800-0900 Difference

M1 N

A50

A453 W

M1 S

A6

A453 E


M1 N

M1 J24 - PM Peak - Cars / LGVs M1 J24 - PM Peak - HGVs

From To Observed Modelled Value % From To Observed Modelled Value %

A453 E 61 57 -4 -6% A453 E 5 5 0 0%

A6 185 179 -6 -3% A6 0 0 0 #DIV/0!

M1 S 1 0 -1 0% M1 S 0 0 0 0%

A453 W 49 46 -3 -6% A453 W 4 5 1 25%

A50 15 0 -15 -100% A50 2 0 -2 -100%

M1 N 103 105 2 2% M1 N 6 6 0 0%

A6 43 43 0 -1% A6 2 2 0 0%

M1 S 556 567 11 2% M1 S 33 31 -2 -5%

A453 W 76 77 1 1% A453 W 5 3 -2 -48%

A50 448 472 24 5% A50 30 28 -2 -6%

M1 N 272 272 0 0% M1 N 5 4 -1 -14%

A453 E 39 41 2 6% A453 E 4 4 0 0%

M1 S 57 58 1 2% M1 S 8 8 0 -5%

A453 W 78 32 -46 -59% A453 W 7 4 -3 -46%

A50 389 391 2 1% A50 12 11 -1 -12%

M1 N 0 0 0 0% M1 N 0 0 0 0%

A453 E 178 176 -2 -1% A453 E 21 20 -1 -6%

A6 74 73 -1 -1% A6 7 7 0 3%

A453 W 5 0 -5 -100% A453 W 3 0 -3 0%

A50 997 956 -41 -4% A50 106 97 -9 -8%

M1 N 198 216 18 9% M1 N 5 5 0 -6%

A453 E 105 103 -3 -2% A453 E 12 0 -12 -100%

A6 88 13 -75 -86% A6 7 0 -7 -100%

M1 S 8 0 -8 -100% M1 S 1 0 -1 -100%

A50 371 403 32 8% A50 21 18 -3 -14%

M1 N 26 0 -26 -100% M1 N 1 0 -1 -100%

A453 E 550 551 1 0% A453 E 32 31 -1 -3%

A6 448 455 7 2% A6 11 10 -1 -12%

M1 S 771 768 -3 0% M1 S 88 77 -11 -13%

A453 W 98 93 -5 -5% A453 W 14 15 1 5%

PM Peak Traffic Flow Calibration

A50

A453 W

M1 S

A6

A453 E


M1 N

A50

A453 W

M1 S

A6

A453 E


M1 N

Technical Note 1

Direct Tel: 0121 262 6795

T +44 (0)121 262 1900

F +44 (0)121 262 1999

E [email protected]

www.aecom.com

Colmore Plaza


Birmingham B4 6AT

Page: 23 of

24 Doc. 363 March 2005


APPENDIX F – JT ANALYSIS – 10 RANDOM SEEDS

AM PEAK

Technical Note 1

Direct Tel: 0121 262 6795

T +44 (0)121 262 1900

F +44 (0)121 262 1999

E [email protected]

www.aecom.com

Colmore Plaza


Birmingham B4 6AT

Page: 24 of

24 Doc. 363 March 2005


PM PEAK

Documents

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