Report MAGNA PARK Extensionlutterworth.magnapark.co.uk/wp-content/uploads/2015/06/...dedicated distribution park and currently provides over 8 million sq.ft. of floorspace. 2.1.2 There

www.brookfieldlogisticsproperties.com

MAGNA PARK ExtensionReport

June 2015

DHL SUPPLY CHAIN: Transport Assessment Appendices L-M

Magna Park Extension: DHL Supply Chain Transport Assessment

Appendix L – ATC Survey Report

Magna Park Lutterworth

Traffic Survey Report

47066811

Prepared for: Gazeley UK Ltd

UNITED KINGDOM & IRELAND

Gazeley UK Ltd.— Traffic Survey Report

GAZELEY UK LTD\47066811 MAGNA PARK LUTTERWORTH\BDRP0001/JRA/JRA 12 July 2013

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REVISION SCHEDULE

Rev Date Details Prepared by Reviewed by Approved by

1 August 2013 Final Report Jon Ashcroft

Associate

Paget Fulcher

Technical Director

Paget Fulcher

Technical Director

URS Infrastructure & Environment UK Limited URS House, Horne Lane Bedford MK40 1TS United Kingdom

Tel: +44 (0)1234 349 641 Fax: +44 (0)1234 216 268 www.ursglobal.com



ii

Limitations

URS Infrastructure & Environment UK Limited (“URS”) has prepared this Report for the sole use of Gazeley UK Limited (“Client”) in accordance with the Agreement under which our services were performed [Proposal submitted by email 18 March 2013]. No other warranty, expressed or implied, is made as to the professional advice included in this Report or any other services provided by URS. This Report is confidential and may not be disclosed by the Client nor relied upon by any other party without the prior and express written agreement of URS.

The conclusions and recommendations contained in this Report are based upon information provided by others and upon the assumption that all relevant information has been provided by those parties from whom it has been requested and that such information is accurate. Information obtained by URS has not been independently verified by URS, unless otherwise stated in the Report.

The methodology adopted and the sources of information used by URS in providing its services are outlined in this Report. The work described in this Report was undertaken between [1 June 2013] and [31 August 2013] and is based on the conditions encountered and the information available during the said period of time. The scope of this Report and the services are accordingly factually limited by these circumstances.

Where assessments of works or costs identified in this Report are made, such assessments are based upon the information available at the time and where appropriate are subject to further investigations or information which may become available.

URS disclaim any undertaking or obligation to advise any person of any change in any matter affecting the Report, which may come or be brought to URS’ attention after the date of the Report.

Certain statements made in the Report that are not historical facts may constitute estimates, projections or other forward-looking statements and even though they are based on reasonable assumptions as of the date of the Report, such forward-looking statements by their nature involve risks and uncertainties that could cause actual results to differ materially from the results predicted. URS specifically does not guarantee or warrant any estimate or projections contained in this Report.

Copyright

© This Report is the copyright of URS Infrastructure & Environment UK Limited. Any unauthorised reproduction or usage by any person other than the addressee is strictly prohibited.



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TABLE OF CONTENTS

1 INTRODUCTION ............................................................... 1

1.1 General .............................................................................. 1

2 MAGNA PARK .................................................................. 2

2.1 Existing Site ..................................................................... 2

3 SURVEY DATA ................................................................. 3

3.1 ATC Surveys ..................................................................... 3

3.2 Summary of Results ........................................................ 3

4 SUMMARY AND CONCLUSIONS .................................... 8



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1 INTRODUCTION

1.1 General

1.1.1 Gazeley UK Ltd has commissioned URS to undertake Automatic Traffic Counts (ATC) at a variety of locations surrounding Magna Park near Lutterworth. The purpose of the surveys is to establish whether the shift changeover at Magna Park coincides with an increase in traffic volumes on roads that pass through some local villages, particularly those situated to the north. Residents of Bitteswell are especially concerned about the impact of Magna Park and there is a local perception that large numbers of Magna Park employees cut through the village to avoid travelling through Lutterworth and on the A4303 Lutterworth Bypass.

1.1.2 Magna Park is one of the largest dedicated distribution developments in Europe. It occupies some 200 hectares and provides over 8 million sq.ft. (750,000m

2) of floorspace. The site has

been established for some 20 years, comprises over 30 units and provides in the region of 6,000 jobs. The location of Magna Park is identified on a plan contained within Appendix A.

1.1.3 To establish whether the shift patterns at Magna Park result in a corresponding increase in traffic flows through neighbouring villages, a number of ATCs were commissioned. These were located in strategic locations within Bitteswell and on minor roads to the east and west of the A5 to effectively form a cordon to the north of Magna Park.

1.1.4 Two sites to the east of the M1 in the village of South Kilworth were also selected on the basis that they are far enough away from Magna Park not to be significantly influenced by the shift changeover. Traffic flows through the village of South Kilworth provide a useful comparison with other data collected locally and should emphasise any discrepancies in traffic flows at sites that are closer to Magna Park during the shift changeover.

1.1.5 At the same time ATCs were also located at the two access points to Magna Park (Hunter Boulevard and Shackelton Way). This provided a continuous record of vehicles entering and leaving Magna Park to help determine whether the periods of peak activity that occurs during the shift changeover coincides with atypical increases in traffic flows through the villages to the north.



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2 MAGNA PARK

2.1 Existing Site

2.1.1 Gazeley has unrivalled experience in the provision, operation and management of medium to large distribution employment parks throughout the UK and the largest site is Magna Park near Lutterworth. Over the past 25 years the site has developed to become Europe’s largest dedicated distribution park and currently provides over 8 million sq.ft. of floorspace.

2.1.2 There are currently over 30 units occupied at Magna Park. The Park is home to a diverse range of occupiers and many of the units function as national or regional distribution centres though some perform a combination of other functions including operating as Headquarters or administrative centres. Occupiers include, Argos, ASDA, Britvic, BT, Disney, Nissan and other top UK, European and Global businesses.

2.1.3 Magna Park benefits from a central location within the UK and has excellent connections to the Motorway network with Junction 20 of the M1 and Junction 1 of the M6 reachable in less than 5 minutes.

2.1.4 Magna Park has an established internal highway network, which although not adopted by the Highway Authority, has been constructed to adoptable standards. The internal road network operates efficiently at all times of the day with most of the roads constructed to dual carriageway standard. On-street parking is not permitted anywhere within Magna Park and this is strictly enforced by the Park Management. The adopted highway begins at the A4303, Lutterworth Bypass, which provides a direct link to the M1 and the A5.

2.1.5 Magna Park has 24 hour unrestricted operation with most occupiers operating standard continental shift patterns where shift changes occur at 6am, 2pm and 10pm. Referring forward to the ATC data collected at the accesses to Magna Park, it is apparent however that some companies change shifts an hour later than the standard model at 7am, 3pm and 11pm. Presumably this is to spread the load on the highway network in and around the Park.

2.1.6 A roundabout on the Lutterworth Bypass provides the main access to Magna Park. It has four arms with the northern arm, Hunter Boulevard, providing access to the main part of the Park. Hunter Boulevard is a dual carriageway. Approximately 400 metres to the east there is an alternative access to Magna Park via Shackelton Way. This is a single carriageway and forms a left in/ left out junction with the A4303.

2.1.7 The southern arm of the main access roundabout provides access to the new Headquarters for George Clothing and to a separate unit occupied by CERT Drinks Network. Traffic movements to these units were not included in the survey.



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3 SURVEY DATA

3.1 ATC Surveys

3.1.1 To establish whether the shift patterns at Magna Park coincide with an increase in traffic flows through neighbouring villages, a number of ATCs were commissioned. A plan contained within Appendix B shows the exact location of the ATCs.

3.1.2 Sites denoted by a red square are permanent count sites maintained by Leicestershire County Council (LCC). Sites denoted by a green square are sites maintained by Warwickshire County Council (WCC) while a blue square denotes temporary ATC sites that were commissioned directly by Gazeley.

3.1.3 For the purposes of this analysis LCC has provided data for all sites denoted by a red square and has liaised with WCC to secure data from the two sites to the west of the A5. K&M Traffic Surveys were commissioned to collect data at the temporary sites.

3.1.4 The ATCs shown on the plan contained in Appendix B were activated between Monday 3 June and Sunday 30 June 2013 providing 24 hour data for a continuous four week period. Vehicles were classified based on axle length although for the purposes of this analysis vehicle types have been combined to show the general trend for all vehicles.

3.2 Summary of Results

3.2.1 The ATC data has been summarised in a sequence of Excel charts which are presented in Appendix C. The first set of charts show the general pattern of arrivals and departures at Magna Park while subsequent charts show the total flow by direction at all ATC sites identified on the plan in Appendix B. A brief commentary on the charts is set out below. Arrivals at Magna Park – All Vehicles

3.2.2 The first four charts show the total number of arrivals at Magna Park and as can be seen during the weekdays there were distinct peaks during the hour prior to and the hour following the traditional shift changeover (6am, 2pm and 10pm). A tendency for a large number of arrivals during the hour following the traditional shift changeover implies that some companies operate a shift pattern that starts an hour later than the traditional model probably to avoid overloading the road network in and around the Park.

3.2.3 There were also peaks during the traditional morning peak hours (7am to 8am and 8am to 9am) which probably consisted mostly of management and administrative staff working more standard office hours.

3.2.4 Peaks at the shift changeover were also evident at the weekend although the number of arrivals was significantly lower to reflect a much smaller workforce on a Saturday and a Sunday. Departures at Magna Park – All Vehicles

3.2.5 The next four charts show the total number of departures from Magna Park and as can be seen during the weekdays there were identifiable peaks during the two hours after the traditional shift changeover. This again implies that some companies stagger their working arrangements to spread the load on the network.

3.2.6 There were also peaks during the traditional evening peak hours (5pm to 6pm and 6pm to 7pm) which is likely to have consisted mostly of management and administrative staff finishing work for the day.



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3.2.7 Peaks at the shift changeover were also evident at the weekend although the number of departures was significantly lower to reflect a much smaller workforce on a Saturday and a Sunday.

3.2.8 In summary the data clearly identifies peaks in demand at 6am, 2pm and 10pm confirming that flows into and out of Magna Park are heavily influenced by the shift changeover. LCC Site 21,408: Lutterworth Road, Bitteswell

3.2.9 This site is located on Lutterworth Road at the eastern end of the village of Bitteswell just before its junction with Bill Crane Way. The first four charts show the eastbound flow and as can be seen there was a peak during the traditional morning commuter hours and to a lesser extent during the evening commuter hours. This pattern is entirely consistent with most roads in the United Kingdom which during the week are at their busiest from 7am to 9am and 4pm to 6pm. There was no evidence of an unexpected increase in traffic flows at 6am, 2pm or 10pm which suggests that the shift changeover at Magna Park does not significantly affect traffic flows through Bitteswell.

3.2.10 The next four charts show the westbound flow and again there is no evidence that the shift changeover at Magna Park affects traffic flows through Bitteswell. The evening peak is the busiest period with around 250 vehicle movements between 5pm and 6pm. Temporary Site 1: Ullesthorpe Road, Bitteswell

3.2.11 This site is located on Ullesthorpe Road at the western end of the village just before its junction with Woodby Lane. The first four charts show the eastbound flow and as can be seen traffic flows remained reasonably consistent from 8am to 6pm with generally between 90 and 120 vehicles per hour throughout this period. During the week there is no discernible peak and as above there is no evidence that the shift changeover at Magna Park affects traffic flows through this part of the village.

3.2.12 The next four charts show the westbound flow and the pattern is similar to that recorded in the opposite direction. During the week there was a tendency for slightly higher flows during the evening peak and again there was no evidence that the shift changeover at Magna Park affects traffic flows through the village. LCC Site 21,413: Mere Lane, Bittesby

3.2.13 This site is located on Mere Lane close to its junction with the A5. Mere Lane forms the north western boundary of Magna Park and given its proximity to the Park it could be expected to carry reasonable levels of traffic, particularly around the shift changeover, if the minor roads to the north are being used by significant numbers of Magna Park employees to avoid travelling through Lutterworth and on the A4303.

3.2.14 However reference to the charts summarising the traffic flows at this site confirm that there was no evidence to suggest a significant increase in traffic flows on Mere Lane to coincide with the shift changeovers at Magna Park. The charts also confirm that flows on Mere Lane are low with generally less than 100 vehicles per hour in either direction throughout the day.

3.2.15 There is evidence of tidality with a discernible peak in the westbound flow between 8am and 9am and in the eastbound flow between 5pm and 6pm.



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Temporary Site 2: Woodway Lane, Claybrooke Parva

3.2.16 This site is located on Woodway Lane close to its junction with the A5. Just to the east are the villages of Claybrooke Parva and Ullesthorpe. As above, Woodway Lane could be expected to carry reasonable levels of traffic if the minor roads to the north are being used by significant numbers of Magna Park employees to avoid travelling through Lutterworth and on the A4303.

3.2.17 However reference to the charts summarising the traffic flows at this site confirm that there was no evidence of a significant increase in traffic flows on Woodway Lane to coincide with the shift changeovers at Magna Park. The charts also confirm that flows on Woodway Lane are low with less than 40 vehicles per hour in either direction outside the peak commuter hours.

3.2.18 As above there is evidence of tidality with a distinct peak in the westbound flow between 8am and 9am and in the eastbound flow between 5pm and 6pm. During these periods the peak flow generally increased to between 50 and 70 vehicles per hour. LCC Site 23,201: High Cross Road, Claybrooke Magna

3.2.19 This site is located on High Cross Road between the village of Claybrooke Magna and the A5. Reference to the charts summarising the traffic flows at this site indicates that the pattern of movement was very similar to that recorded on Woodway Lane with no evidence of a significant increase in traffic flows to coincide with the shift changeovers at Magna Park and evidence of a morning peak in a westbound direction and an evening peak in an eastbound direction.

3.2.20 The main difference with Woodway Lane is that flows on High Cross Road were much higher with peak hour flows of between 180 and 200 vehicles per hour. LCC Site 25,136: Brookfield Way, Lutterworth

3.2.21 This site is located on Brookfield Way which bounds the town of Lutterworth to the west. Brookfield Way is a residential distributor road and forms the primary route between northern and western parts of the town and the A4303.

3.2.22 Reference to the charts summarising the traffic flows at this site show a pattern of movement that is entirely predictable of a residential distributor road with a distinct peak in a southbound direction during the morning and a peak in the opposite direction during the evening. This is consistent with residents of Lutterworth travelling towards the major routes to the south of the town during the morning peak and returning home from the south in the evening. The peak morning and evening flows were approximately 350 and 300 vehicles per hour respectively.

3.2.23 Unlike the sites on the minor roads to the north of Magna Park there is evidence of small increases in traffic flows to coincide with the shift changeovers at 6am, 2pm and 10pm. However on the basis that Brookfield Way is a residential distributor road and that a significant number of Magna Park employees are likely to live in Lutterworth, this pattern is not unexpected. LCC Site 21,407: Coventry Road, Lutterworth

3.2.24 This site is located on Coventry Road between the A4303 and a route to the town centre which is also called Coventry Road. It is a continuation of Brookfield Way and therefore has a dual function as a residential distributor road and a primary route to the town centre from the west.



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3.2.25 Reference to the charts summarising the traffic flows at this site indicates that the pattern of movement was very similar to that recorded on Brookfield Way. The main difference is that flows on Coventry Road are higher with peak hour flows of around 600 vehicles per hour.

3.2.26 There is also evidence of increases in traffic flows to coincide with the shift changeovers at Magna Park, which if anything are more pronounced than on Brookfield Way. Again this is not unexpected as Coventry Road forms part of an established route between Lutterworth and Magna Park. WCC Site 973,878: Coal Pit Lane, Willey

3.2.27 This site is located on Coal Pit Lane just to the east of the village of Willey. It provides an alternative to the A5 from junction 1 of the M69 and from the West Midlands town of Nuneaton and surrounding areas.

3.2.28 Referring to the charts showing the westbound flow it can be seen that there is little evidence of an increase in traffic flows to coincide with the shift changeovers at Magna Park. The peak flow occurs between 5pm and 6pm when there were generally between 250 and 300 vehicles per hour. The morning peak extends from 7am to 9am when there were between 150 and 200 vehicles per hour.

3.2.29 In an eastbound direction the pattern is reversed with between 250 and 300 vehicles per hour in the morning peak and between 150 and 200 vehicles per hour during the evening peak. Unlike the westbound movement there is evidence of small increases in traffic flows to coincide with the shift changeovers at 6am, 2pm and 10pm. This suggests that Magna Park employees are more likely to use Coal Pit Lane when travelling to work than when travelling from work. WCC Site 982,416: Coventry Road, Pailton

3.2.30 This site is located on the B4112 towards the western end of Pailton. The B4112 leads to the B4428 which provides a route to Magna Park from the west. The B4428 joins the A5 at a roundabout with the A4303 Lutterworth Bypass forming the eastern arm.

3.2.31 Referring to the charts in the appendices it can be seen that the peak hour flows in both directions were generally around 250 vehicles per hour with a tendency for the eastbound direction being slightly busier in the morning peak.

3.2.32 As above there is evidence of a small increase in traffic flows during the shift changeover in the eastbound direction but little no evidence in a westbound direction. Again this suggests that Magna Park employees are more likely to use the B4112 when travelling to work than when travelling from work. LCC Site 21,416: Rugby Road, South Kilworth

3.2.33 This site is located on Rugby Road just to the south west of the village of South Kilworth. South Kilworth is situated to the east of the M1 and is considered to be far enough away from Magna Park not to be influenced by the shift changeover.

3.2.34 Referring to the charts in the appendices it can be seen that flows on this road are tidal with a distinct peak in the morning in a south westerly direction and a distinct peak in the evening in a north easterly direction. The morning peak is the busier of the two with generally between 120 and 140 vehicles per hour compared with between 70 and 80 vehicles per hour during the evening peak. The off-peak flow was generally between 40 and 60 vehicles per hour.

3.2.35 It is also clear that there is no evidence of any increase in traffic flows to coincide with the shift changeovers at Magna Park.



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LCC Site 21,417: Welford Road, South Kilworth

3.2.36 This site is situated on Welford Road to the south east of the village of South Kilworth.

3.2.37 Referring to the charts in the appendices it can be seen that there was less evidence of peak hour tidality at this site than at the other site in South Kilworth particularly in a north westerly direction where there were generally between 60 and 80 vehicles per hour during both peaks. In a south easterly direction the morning peak was slightly busier with generally around 50 vehicles per hour compared with around 40 vehicles per hour during the evening peak. The off-peak flows in both directions were generally between 20 and 30 vehicles per hour.

3.2.38 As above there is no evidence of any increase in traffic flows to coincide with the shift changeovers at Magna Park.



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4 SUMMARY AND CONCLUSIONS

4.1.1 The purpose of this analysis was to establish whether the shift changeover at Magna Park coincides with an increase in traffic volumes on roads that pass through some local villages, particularly those situated to the north. Residents of Bitteswell are especially concerned about the impact of Magna Park and there is a local perception that large numbers of Magna Park employees cut through the village to avoid travelling through Lutterworth and on the A4303 Lutterworth Bypass.

4.1.2 To establish whether the shift patterns at Magna Park coincide with an increase in traffic flows through neighbouring villages, a number of ATCs were commissioned. To increase the validity of the surveys data was collected over a continuous four week period at a range of sites.

4.1.3 Data collected at Magna Park clearly identifies peaks in demand at 6am, 2pm and 10pm confirming that flows into and out of the Park are heavily influenced by the shift changeover.

4.1.4 However at all sites to the north of Magna Park including two sites through the village of Bitteswell there was no evidence of a significant increase in traffic flows to coincide with the shift changeovers at Magna Park. This suggests that Magna Park employees are not using the minor roads to the north of the Park to travel to and from work.

4.1.5 On Brookfield Way and Coventry Road there is evidence of small increases in traffic flows to coincide with the shift changeovers at Magna Park. However this is not unexpected as they form part of an established route between Magna Park and Lutterworth where a significant number of Park employees are likely to live.

Appendix A – Site Location Plan

Appendix A: Site Location Plan

Appendix B – Location of ATC Sites

Temporary ATC Site 1

Temporary ATC Site 2

Temporary ATC Sites at Magna Park

Appendix C – Summary of ATC Data

Arrivals at Magna Park – All Vehicles

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Site 21,408: Lutterworth Road, Bitteswell, Eastbound, w/c 3 June 2013

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Site 1: Ullesthorpe Road, Bitteswell, Eastbound, w/c 3 June 2013

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Site 1: Ullesthorpe Road, Bitteswell, Westbound, w/c 3 June 2013

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LCC Site 21,413: Mere Lane, Bittesby

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Site 21,413: Mere Lane, Bittesby, Eastbound, w/c 3 June 2013

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Site 21,413: Mere Lane, Bittesby, Westbound, w/c 3 June 2013

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Temporary Site 2: Woodway Lane, Claybrooke Parva

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Site 2: Woodway Lane, Claybrooke Parva, Eastbound, w/c 3 June 2013

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Site 2: Woodway Lane, Claybrooke Parva, Westbound, w/c 3 June 2013

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LCC Site 23,201: High Cross Road, Claybrooke Magna

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Site 23,201: High Cross Rd, Claybrooke Magna, Eastbound, w/c 3 June 2013

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Site 23,201: High Cross Rd, Claybrooke Magna, Westbound, w/c 3 June 2013

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LCC Site 25,136: Brookfield Way, Lutterworth

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Site 25,136: Brookfield Way, Lutterworth, Southbound, w/c 3 June 2013

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Site 25,136: Brookfield Way, Lutterworth, Northbound, w/c 3 June 2013

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LCC Site 21,407: Coventry Road, Lutterworth

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Site 21,407: Coventry Road, Lutterworth, Southbound, w/c 3 June 2013

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Site 21,407: Coventry Road, Lutterworth, Northbound, w/c 3 June 2013

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WCC Site 973,878: Coal Pit Lane, Willey

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Site 973,878: Coal Pit Lane, Willey, Westbound, w/c 3 June 2013

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Site 973,878: Coal Pit Lane, Willey, Eastbound, w/c 3 June 2013

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WCC Site 982,416: Coventry Road, Pailton

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Site 982,416: Coventry Road, Pailton, Westbound, w/c 3 June 2013

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Magna Park Extension: DHL Supply Chain Transport Assessment

Appendix M – M6 J1/M69 J1 Traffic Signal Information

66

66

66

66

6

6

6

6

6

6

6

6

6

6

6

6

6

6

2

22

22

22

22

22

22

22

22

66

66

6

Controller A

66

66

DSL24c

DSL24b

DSL24a

2 22

22

TerminationCabinet 'A'

66

66

CX17

CX16

CX15

DX20

DX22

DX23

DIN21

DIN19

2

2

2

2

2

22

22

22

22

22

22

22

22

22

22

22

22

22

2

22

22

22

22

22

22

22

22

22

22

22

22

22

2

6 6 6 6 6 6 6 6

66

6

6

6

6

6

6

44

BSL14b

22

2BSL14c

BSL14a

22

22

22

22

22

22

22

22

2

BX9

BX11

BX13

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

2

AX2 AX4 AX6

AIN1

AIN3AIN5

BQ25a

BQ25b

22

44

44

44

44

44

44

4

CSL18a

2

ASL7 ASL7ASL7

CSL18b

CSL18c

44

4

4

4

44

4

4

4

4

4

44

4

BIN8

BIN10

BIN12

M69 NB OFF SLIP

M69 SB ON SLIP

A5 WESTBOUND

PP

P

P

22

22

22

22

22

22

22

22

2

2

44

44

44

44

44

44

44

4

44

44

44

4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4

44

44

44

4

4

4

4

4

4

4

4

4

44

a b c

44

44

44

44

44

4

4

44

44

44

44

44

4

22

22

22

22

2

1004.1

1040.4

1004.1

1003.1

1041

10351035

1035

10351040.4

1004.11004.1

10351035 1035

1001

1001

1035

10351035

1035

1035

1035

1004.1 *

1004.1 *

1004.1 *

1012.21012.2

1004

.1

1004

.1

1004

.1

1040

.410

41

1041

10351035

1035

1035

1040.4

1014

1040

1014

10101004.1

1035

1035

1035 1004.1

1041

1010

1041.1

1041.1

1004.11001

1001

1040.41041

1004.1

1012.2

1012.210

04.1

1035

1012.1

1035

1035

1004.1

1004.1

1014

1003 1057

10571003

1057

10571058

10031023

1057

1009

1029

1029

1010

2

22

2

6

789

10 TerminationCabinet 'A'

66

66

6 6 6 6 6 6 6 6

6

6

6

6

6

6

6

6

44

BSL14b

22

2BSL14c

BSL14a

A

A

B

B

B

22

22

22

22

44

ASL7 ASL7ASL7

PP

A

11

22

44

44

44

44

44

a b c

1001

1001

1035

10351035

1004

.1

1004

.1

66

66

66

66

6

6

6

6

6

6

6

6

6

6

6

6

6

C

C

C

D

D

D

1

2

3

4

5

6

DSL24c

DSL24b

DSL24a

22 2

22

2

22

22

CSL18a

2

CSL18b

CSL18c

P

P

44

44

44

44

44

4

44

4

1035

1041.1

1041.1

1004.11001

1001

1040.41041

1004.1

1:200 view 'B'

See 1:200 view 'B'

NOTES

N TME EGAA NEU RCRT U T MA SFN RI

Status

AS BUILT

010

DateChk`d App

Millim

etres

ByDescription

100

DateApproved

Revision

/

CONTRACT

DateCheckedDrawn Date

/Project No.Office

/

DETAILED

Drawing No.

Rev

Title

PRELIMINARY

Scale

Project

AREA11MACCONTRACT

Tel: 01827 313 313 Fax: 01827 313 113 e-mail: [email protected]

AREA 11 MAC CONTRACT

A5 / M69 SIGNALISATIONTraffic Signal Installation - Sheet 1 of 3

1:500 EA 01-06-06 TH 16-06-06 AD 14-09-06

11 06012 H/12/01.0 -1

1:200 view 'A'

This map is based on Ordnance Survey materialwith the permission of Ordnance Survey onbehalf of the Controller of Her Majesty'sStationary Office. © Crown copyright.Unauthorised reproduction infringes Crowncopyright and may lead to prosecution or civilproceedings. Highways Agency 100018928,2005.

See 1:200 view 'A'

3mBSL14a,b,c*

DetectorDistancefrom StopLine (m)

AIN1*AIN3*AIN5*AX2*AX4*AX6*

BIN8*BIN10*BIN12*BX9*BX11* 39m

39m101m101m101m

39m39m39m77m77m77m

BX13* 39m

Detector Locations:Controller A

ASL7a,b,c* 3m

BQ26a,b* 200mCX15 39mCX16 39mCX17 39mCSL18a,b,c 3mDIN19 93mDIN21 93mDX20 39mDX22 39mDX23 39mDSL24a,b,c 3m

(Paragraph 130) (Regulation 13(2)(b)) Construction(Design & Management) Regulations 1994

In accordance with paragraph 131 of HSG224, theApproved Code of Practice to the Construction (Designand Management) Regulations 1994 - 2000, we believethere are no residual hazards which, in our opinion,would not be "Obvious" to a Competent Contractor(those which are classed as "Unusual" or "Likely to beDifficult to Manage").

Risks where information is available at this stage of thedesign have been taken into account in preparation ofthe indicative design. Possible revisions to the design aresubject to further information and associated RiskAssessment.

OVE

RHEA

D CA

BLES

OVERHEAD CABLES

OV

ER

HE

AD

CA

BLE

S

OVERHEAD CABLES

OVERHEAD CABLES

OVERHEAD CABLES1

2

3

N.B.Loops marked with * are to beterminated in Termination cabinet 'A'.

1. All dimensions in millimetres unless stated otherwise.

2. The accuracy of this drawing cannot be guaranteed for setting outpurposes.

3. Diagram above shows sheet layouts. Refer to drawing numbers11/06012/H/12/01.1 & 01.2 for sheets 2 & 3.

4. References shall be made to the following contract drawing numbers:

11/06012/H/04/01.0-01.2 for safety barrier layout.11/06012/H/11/01.0-01.2 for kerb alignment layout.11/06012/H/07/02.0-02.2 for high friction surfacing.11/06012/H/12/03.0-03.2 for road marking layout.11/06012/H/12/01.3 for mast arm foundation detail.11/06012/H/12/02.0-02.2 for signing layout.11/06012/H/11/01.0-01.2 & 02.0 for maintenance bay detail.

5. Stop lines to be located 1.0m from the centre line of the primary signalpole.

6. MOVA loop and signal pole positions are to be agreed on site with signaldesign engineer.

7. All ducting to be 100ø except between joint chambers and carriagewayloop connection boxes which shall be 50ø.

8. All loops are to be fed into a carriageway loop connection box. Each loopshall be cut into a seperate slot.

9. All signal heads are to be LED.

10. References should be made to the following Highway ConstructionDetail Drawings:

Dwg G25 for carriageway loop connection boxes.Dwg G27 for the installation of stop line loops.Dwg G28 for the installation of queue loops.Dwg G32 for the installation of MOVA loops.

11. Refer to appendix 12/5 for traffic signal installation requirements and toappendix 5/2 for traffic signal ducting/chamber installation requirements.

12. Kerb drain cable loop units (Type ACO KD480CL) are to be installed soas to coincide with proposed loop positions. Refer to dwg11/06012/H/11/01.0-01.2.

13. Refer to Appendix 7/2 for c/w trench reinstatement details.

All work encapsulated within the areabounded by arrowheads shall bemeasured as a single item as perMCDHW Vol 4 section 1, chapter IV,series 1200, clause 30

Electricity supply mini-pillar

Detector haldo-pillar

MOVA detector loop

Queue detector loop

Stop line detector loop

Carriageway loop conection box with 50mm diameter duct

750mm x 750mm signal access chamber withdrainage hole and free draining material beneath

600mm x 600mm signal joint chamber with drainage hole and free draining material beneath

100mm diameter orange cable duct

Multiple 100mm diameter cable duct

114/168mm dia. bell shape signal pole and pole retention socket with associated pole number

168mm dia. passive signal pole and concrete pole retention socket with associated pole number

Mast arm (outreach of 8.5m) with associated pole number

2x Primary LED signal head with associated phase letter (on the lower head) on a 6m pole

2x Secondary LED signal head with associated phase letter (on the lower head) on a 6m pole

Primary LED signal head on a 1m extension bracket

Signal controller / termination cabinet with hardstanding area

KEY

P

X

X

X

X

X



100 x 100mm

Dia. 1004.1 lines150mm diags.

1040.4

200mm width1012.2

150mm width100mm width1012.1

100mm width1000mm length1009

>=50mph modulewhere (*) shown

150mm width6000mm length

Cycle module

300mm width

module

1035mm text1058

1780mm height1057

300mm centres1055.1

Dia. 1004.1 lines150mm diags.1041

1041.1

1040

1035 6000mm arrows2800mm text

280mm text1029

1750mm length1023

6000mm length1014

150mm width1000mm length1010

6000mm length100mm width1004.1

1003.1300mm length100mm width1003

300mm width

>=50mphdia.

TSRGDMARKING

1001

KEY: NEW ROAD MARKINGS

6

6

6

6

6

6

6

6

6

6

66

CIN16

A

AA

B

B

66

66

66

66

66

6

4 4 4 4 4 4 4 4 4

1

2

4

5

6

BSL13c

BSL13b

BSL13a

22

2

2

2

2

22

4 4

ASL6a

P

P

B

3

P

44

44

44

1001

1041.1

1004.1 1038

1038

1041 1041.11038

1038

1038

1001

1041.1

1035

1004.1

1055.1 10571003

1057 1003

4

4

6

6

6

6

6

6

6

6

6

6

DSL25c

DSL25b

DSL25a

D

D

D

C

22

22

7 8

9

10

11

12

44

44

44

CC

6 6 6 6 6 6

22

2

44

4

TerminationCabinet 'B'

CSL18

P

P

P

ab

44

44

44

4

2

2

2

2

44

44

1041

1040

.4

1038

10381038

1004

.1

1055.1 1055.1

1001

1001

1035

1041

1057

1003

1003

1057

2

2

2

2

2

2

2

2

6

6

6

6

6

6

6

6

6

6

66

66

66

6

4

4

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

6

6

6

6

6

6

6

6

6

6

DSL25c

DSL25b

DSL25a

DX20

DX22

DX24

D

D

D

C

22

2

22

22

22

22

22

22

22

22

2

7 8

9

10

11

12

44

44

44

CC

6 6 6 6 6 6

DIN19

DIN21

DIN23

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

2

DQ26b

DQ26a

CX15CX17

22

22

22

22

22

22

22

22

22

44

44

44

44

44

44

44

44

44

44

44

4

4

4

4

4

4

44

44

44

44

22

2

2

2

2

2

2

2

2

2

2

22

22

22

22

2

CIN14CIN16

A

AA

B

B

66

66

66

66

66

6

4 4 4 4 4 4 4 4 4

1

2

4

5

6

BSL13c

BSL13b

BSL13a

AX1

AX5

AX3

AIN2

AIN4

BX8

BX10

BX12

BIN7

BIN9BIN11

Controller B

22

2

2

2

22

22

22

22

22

22

22

22

2

22

22

22

22

22

22

22

2

2

44

44

44

4 4 4 4 4 4 4 4 4 4 4

TerminationCabinet 'B'

B4109 from Burbage

ASL6a

ASL6b

ASL6c

CSL18CSL18

B4109 HIN

CKLEY

M69 NB ON SLIP

M69 SB OFF SLIP

P

P

B

3

P

P

P

P

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

ab

44

44

44

4

22

22

44

44

2

2

2

2

44

44

1041

1040

.4

1038

10381038

1004

.1

1035

1035

1035

1035

1004.11041.1

1035

1035

1035

1041

1040.4

1001

1041.1

1004.1 1038

1038

1041 1041.11038

1038

1038

1001

1041.1

10351035

1035

1041

1040

1035 1035 1035

1004.1

1014

1010

1004.1

1040

1004

.1

1040

.4

1041 10351040.41029

1029

1055.1 1055.1

1055.1

1001

1001

1035

1035

1035

1035

1035

1035

1004.1 *

1004.1 *

1041

1012.2

1012.2

1012.21012.2

1014

1035

1035

10351035

1004.1

1057

1003

1003

1057

10571003

10571003

1029

10571003

1057 10031003

1057

1003

1057 1029

1:200 view 'B'

See 1:200 view 'B'

NOTES


Status

AS BUILT

010

DateChk`d App

Millim

etres

ByDescription

100

DateApproved

Revision

/

CONTRACT


/Project No.Office

/

DETAILED

Drawing No.

Rev

Title

PRELIMINARY

Scale

Project

AREA11MACCONTRACT




1:500 EA 01-06-06 TH 16-06-06 AD 14-09-06

11 06012 H/12/01.1 -2

1:200 view 'A'


See 1:200 view 'A'

109mDIN21

Detector Locations:Controller B

85m85m39m39m3m109m

109m39m39m39m3mDSL25a,b,c

DX24DX22DX20DIN23

DIN19CSL18a,bCX17CX15CIN16CIN14

Distancefrom StopLine (m)

Detector

BSL13a,b,c 3mBIN11 109mBIN9 109mBIN7 109mASL6a,b,c 3mAIN5 39mAIN3 39mAX1 39mAIN4 77mAIN2 77m

**

**

*******

*N.B.Loops marked with * are to beterminated in Termination cabinet 'B'.




3

2

1OVERHEAD CABLES

OVERHEAD CABLES

OVERHEAD CABLES

OV

ER

HE

AD

CA

BLE

S

OVE

RHEA

D CA

BLES



MOVA detector loop

Queue detector loop














KEY

P

X

X

X

X

X



















6000mm arrows1038


1001

MARKING TSRGDdia.

>=50mph

300mm width

1003 100mm width300mm length

1004.1 100mm width6000mm length

1010 1000mm length150mm width

1014 6000mm length

1029 280mm text

2800mm text6000mm arrows1035

1040

1041.1

1041 150mm diags.Dia. 1004.1 lines

1055.1 300mm centres

1057 1780mm height

module Cycle module

6000mm length150mm width

where (*) shown>=50mph module

1012.2 200mm width

1040.4150mm diags.Dia. 1004.1 lines

100 x 100mm

2

22

22

22

22

22

2

44

44

44

44

44

22

22

66

66

66

66

66

22

22

2

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

2

22

22

22

22

22

22

66

66

66

66

6

66

66

66

66

66

BSL16c

22

22

22

22

22

22

22

2

BSL16b

BSL16aBX15

BX13

BX11

BIN14

BIN12

BIN10

66

66

66

66

66

6

AIN1

AIN3

AIN5

AIN7

AX2

AX4

AX6

AX8

DIN17

DX19

DX18

2

2

2

2

2

2

2

2

4

4

4

4

4

4

44

44

4

44

44

44

44

44

44

4

4

4

66

66

66

66

66

6

Haldo PillarTermination

4

4

4

Controller C

Cabinet 'A'

66

66

6 6 6 6 6 6 6 6

6

6

6

6

6

6

6

6BSL14b

22

2BSL14c

BSL14a

22

22

22

22

22

22

22

22

2

BX13

AX2 AX4 AX6

AIN1

AIN3AIN5

22

44

44

44

44

44

44

4

ASL9a

ASL9b

ASL9c

ASL9d

2

ASL7 ASL7ASL7

B410

9 W

OLV

EY

P

PP

22

22

22

22

22

22

22

22

2

2

22

22

22

22

22

22

2

4 4 4 4 4 4 4 44

44

44

44

4

44

44

44

44

44

44

4

44

44

44

4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4

44

44

44

4

4

4

4

4

4

4

4

4

44

a b c

44

2

22

6 66

44

44

44

44

1004

.1

1004

.1

1035

10351035

1035

1035

1041

1004

.1

1035

1035

1035

1035

1001

1004.1

1004.1

1040.4

1001

1004.1 *1004.1 *

10351035

1035

1004.1 *

1004.1 *

1035

1035

1035

1040.3

1004.1

1040.4

1035

1035

1035

1035

1035

1041

10351035

1040

.4

1004.1

1040

1040

1003.1

1041

10351035

1035

10351040.4

1004.11004.1

10351035 1035

1001

1001

1035

10351035

1004.11004.1

1012.2

1012.2

1004

.1

1004.1

1004.1 1040.4

1012.1 *

1010

44

44

44

44

44

22

22

2

66

66

66

66

B

BSL16c

B

A

A

22

BSL16b

BSL16a

66

66

66

66

66

6

1

2

3

4

5

B

A

ASL9a

ASL9b

ASL9c

ASL9d

2

P

44

4

44 1035

1001

1004.1

1004.1

1040.4

1001

1004.11004.1

NOTES


Status

AS BUILT

010

DateChk`d App

Millim

etres

ByDescription

100

DateApproved

Revision

/

CONTRACT


/Project No.Office

/

DETAILED

Drawing No.

Rev

Title

PRELIMINARY

Scale

Project

AREA11MACCONTRACT




1:500 EA 01-06-06 TH 16-06-06 AD 14-09-06

11 06012 H/12/01.2 A3

1:200 view 'A'


See 1:200 view 'A'

49mDX1955mDX18127mDIN173mBSL16a,b,c

39mBX15

39mAX6

Detector Locations:Controller C

39mBX11

69m69m69m69m39m39m

39m3m109m109m109mBIN14

BIN12BIN10ASL9a,b,c,d

AX8

AX4AX2AIN7AIN5AIN3AIN1

Distancefrom StopLine (m)

Detector

BX13 39m

***

N.B.Loops marked with * are to beterminated in Termination haldo pillar.




3

2

1OVERHEAD CABLES

OVERHEAD CABLES

OVERHEAD CABLES

OV

ER

HE

AD

CA

BLE

S

OVE

RHEA

D CA

BLES





MOVA detector loop

Queue detector loop














KEY

P

X

X

X

X

X
















Dia. 1004.1 lines150mm diags.

1040.4

150mm width100mm width1012.1

>=50mph modulewhere (*) shown

150mm width6000mm length

Cycle module

300mm width

module

Dia. 1004.1 lines150mm diags.1041

1041.1

1040

1035 6000mm arrows2800mm text

150mm width1000mm length10106000mm length100mm width1004.1

1003.1

300mm width

>=50mphdia.

TSRGDMARKING

1001


A Remove DX20 Loop NH TH CH 18 May 2007

Documents

Report MAGNA PARK Extensionlutterworth.magnapark.co.uk/wp-content/uploads/2015/06/...dedicated distribution park and currently provides over 8 million sq.ft. of floorspace. 2.1.2 There