IKEA and Tesco Access Study report dated 27 February 2019

Appendix D

IKEA and Tesco Access Study report dated 27 February 2019

London Borough of Enfield Meridian Water Masterplan Ikea and Tesco Access Study – Update

2019/02/27/260637-20

Final | 27 February 2019

This report takes into account the particular instructions and requirements of our client.

It is not intended for and should not be relied upon by any third party and no responsibility is undertaken to any third party. Job number 260637-20

Ove Arup & Partners Ltd 13 Fitzroy Street London W1T 4BQ United Kingdom www.arup.com

2019/02/27/260637-20 | Final | 27 February 2019 \\GLOBAL.ARUP.COM\LONDON\PTG\ICL-JOBS\260000\260637-00 MERIDIAN WATER PHASE 2\4 INTERNAL PROJECT DATA\4-20 TRANSPORT\01 - REPORT\600 IKEA AND TESCO ACCESS\IKEA AND TESCO ACCESS STUDY UPDATE\20190227 - IKEA AND TESCO ACCESS STUDY UPDATE - FINAL.DOCX

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Contents Page

1 Introduction 1

1.1 Background Context 1 1.2 Future Masterplan Development and Engagement 2 1.3 Report Purpose 2

2 Base Case 4

2.1 Introduction 4 2.2 Existing Highway Access 4 2.3 Car Parks 4 2.4 Servicing 5 2.5 Highway Capacity 6 2.6 Summary 9

3 2023 HIF Scenario 11

3.1 Introduction 11 3.2 Impact on Ikea and Tesco 11 3.3 Ikea/Pell Frischmann Highways Proposal 13 3.4 Ikea - Amended Highways Proposal 14 3.5 Redistribution of Ikea Customers 17 3.6 Highway Capacity 18 3.7 Summary 21

4 2026 Phase 2 Development Scenario 22

4.1 Phase 2 Trip Generation Assessment 22 4.2 Highway Capacity 23 4.3 Summary 28

5 Central Spine Road Open to General Traffic 29

6 Summary and Next Steps 32

6.1 Summary 32 6.2 Next steps 32

Tables Table 1 – 2018 Meridian Way LINSIG results (J1 and J2) Table 2 – 2018 Argon Road roundabout results (J3) Table 3 – 2018 Glover Drive roundabout results (J4) Table 4 – 2018 Glover Drive roundabout results (Sunday) (J4)



Table 5 - Change in Vehicular Distribution to Access Ikea Store Table 6 – 2023 elongated Glover Drive roundabout results Table 7 – 2023 elongated Glover Drive roundabout results (Sunday) Table 8: 2023 HIF Scenario Meridian Way LinSig Network Results Table 9 – Phase 2 Vehicular Trip Generation Assessment Table 10 - Elongated Glover Drive roundabout results with Phase 2

Development (Unbalanced) Table 11 – Elongated Glover Drive roundabout results with Phase 2

Development (Balanced) Table 12 - 2026 Phase 2 Development Meridian Way Network LinSig Results Table 13 - Comparison of LinSig Results Between 2023 and 2026 Scenarios Table 14 – Strategic Modelling and ANPR Results – Through-Traffic Figures Figure 1 – Extent of Meridian Water Masterplan Area Figure 2 – Existing highway access routes Figure 3 – Existing access points and routes Figure 4 - Existing access to the service yard Figure 5 – Local junction modelling extent Figure 6 – HIF impact Figure 7 – Ikea/Pell Frischmann Highway Proposal Figure 8 – Amended Highways Proposal Option 1 Figure 9 – Amended Highways Proposal Option 2 Figure 10 - Existing and Proposed Vehicle Routing to Ikea Figure 11 - Actual Flow Differences Figure 12 – Demand Flow Differences Appendices

Appendix A

Junction Modelling Outputs

Appendix B

Ikea Highway Access Proposal

Appendix C

Amended Highway Access Proposals

London Borough of Enfield Meridian Water MasterplanIkea and Tesco Access Study – Update


Page 1

1 Introduction

1.1 Background Context Arup has been appointed by London Borough of Enfield (LBE) to provide transport planning and highways advice in relation to the proposed Meridian Water masterplan development.

The Meridian Water masterplan area includes the existing Ikea and Tesco retail stores and the extent of the area, as identified in LBE’s Core Strategy and the Edmonton Leeside Proposed Submission Area Action Plan (ELAAP), is shown in Figure 1.

Figure 1 – Extent of Meridian Water Masterplan Area

Meridian Water is the largest regeneration priority area in the council’s adopted Core Strategy (2010). The long-term aspiration is to provide around 10,000 homes and 6,000 jobs. The masterplan is currently being developed in more detail.

Phase 1 of the masterplan, located to the west of the railway lines and south of the A406, was granted consent in June 2016 for 725 residential units. It also includes the delivery of a new Meridian Water railway station on the West Anglian Main Line (WAML) which is due to open in late 2019. This will improve accessibility to both Tesco and Ikea for both customers and staff which should to some extent help to reduce reliance on the private car.



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1.2 Future Masterplan Development and Engagement A bid for Housing Infrastructure Fund (HIF) was submitted in December to deliver infrastructure to unlock development on the eastern part of the site. This would include items such as flood alleviation, land remediation, as well as highway infrastructure.

The highway infrastructure will include bridges over the Pymmes Brook and Lea Navigation, a new road between Glover Drive and Harbet Road (known as the Central Spine Road or CSR), and a road link between Leeside Road and the CSR. These links are expected to significantly improve connectivity across the site and improve accessibility.

The planning application for Phase 2 of the masterplan is expected to be submitted, including HIF infrastructure, as well as housing development, in late April 2019.

Reports and technical notes have previously been circulated to Ikea, Tesco and their representatives providing updates on the progress of the access arrangements work that the design team has been undertaking and addressing other elements of the Meridian Water masterplan and associated planning applications. These comprise the following:

Initial Ikea and Tesco Access Study Report (26th July 2018)

Note setting out Response to Ikea Comments on ELAAP (8th November 2018)

Ikea and Central Spine Road Alignment Note (30th November 2018)

Ikea and Central Spine Road Access – Progress Update Note (20th December 2018)

Phase 2 Planning Application – Transport Assessment Scope (25th January 2019)

1.3 Report Purpose The opening of CSR will result in some changes to the existing access strategy for Ikea and Tesco. Previously, a number of access options had been considered, supported by preliminary design and junction capacity modelling work that has been shared, that endeavour to balance the delivery of the objectives of Meridian Water with the customer and business access requirements for Tesco and Ikea.

Previous reports have set out the traffic modelling work undertaken to date and the options that have been tested. These assessments contained within this report have been based on June 2018 surveys, and junction capacity models (LINSIG and Junctions 8). This report aims to give an indicative level of traffic impact of the introduction of the HIF infrastructure and the proposed Phase 2 planning application.

The process for the full suite of strategic level traffic modelling work for the whole masterplan has begun with TfL and the timescale for the completion of this work is in Summer 2019.



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Since the previous reports have been submitted and meetings held with Ikea, Tesco and their representatives, there has been further refinement of the proposed development quantum and more extensive work undertaken to develop the transport assessment methodology and approach to the trip generation assessment.

Furthermore, following a meeting on Monday 28th January 2019, Ikea have produced their own suggested highway proposals, which have been shared with the Meridian Water Masterplan design team. These proposals have been integrated with pedestrian, cyclist and public realm improvement proposals for Leeside Road and Glover Drive and enhanced / amended where necessary.

Therefore, the ultimate purpose of this report is to the test proposed highway arrangements around the Ikea store, as described above, and to assess the potential impact upon the operation of the highway network in a number of different scenarios to determine whether the highways proposals would be acceptable.

It should be noted that the whilst the highway proposals have been tested by the Meridian Water team, including LBE, it does not necessary follow that these proposals are considered acceptable to local and strategic transport and planning authorities.

This report is structured as follows:

Chapter 2 – 2018 Base Case: This provides a summary of the existing access strategy for Ikea and Tesco.

Chapter 3 – 2023 HIF Scenario: This sets out the scenario when the HIF highways infrastructure is in place with the suggested highway proposals from Pell Frischmann, prior to significant housing development, and assesses the impact of the proposed access solution for Ikea and Tesco.

Chapter 4 – 2026 Phase 2 Development Scenario: This sets out the scenario when the HIF highways infrastructure is in place and includes the potential traffic generation as a result of the Phase 2 development and assesses the impact and provide possible solutions for Ikea and Tesco.

Chapter 5 – 2026 Phase 2 Development Scenario: This sets out some high-level analysis of the scenario whereby the CSR is open to general traffic along its length.

Chapter 5 – Summary and Next Steps: Provides a summary and sets out the next steps in progressing with the proposals.



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2 Base Case

2.1 Introduction This chapter sets out the existing access to the Ikea and Tesco stores and provides an assessment of the existing traffic conditions.

2.2 Existing Highway Access Ikea and Tesco are well located to access the strategic highway network. Argon Road provides a route between the A406 North Circular and Ikea and Tesco. A roundabout provides access to both the Ikea and Tesco traffic, with Ikea traffic travelling to the south east to access the surface level and undercroft car parks, and Tesco traffic travelling west to access the surface level car park and petrol filling station (PFS). Argon Road also continues to the west to join with another off-slip from the A406 which terminates at the junction with Montagu Road.

Meridian Way provides a north-south route and Glover Drive provides a connection between Meridian Way and Ikea and Tesco.

Access to both Ikea and Tesco stores is currently via a network of private internal roads.

Figure 2 – Existing highway access routes

2.3 Car Parks The Ikea site contains a number of car parking areas. Not all of the parking areas and access points are currently in use. The northern surface level car park can be accessed from the internal road between Glover Drive and Argon Road. The undercroft car park can be accessed from the eastern access road and a mini roundabout by the southeastern corner of the store. Connections are provided between the undercroft and surface level car parking.



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The Tesco site contains car parking to the north and east of the store. There is one entry and exit from the internal road and the car park access at the northwest corner of the Ikea site, off Glover Drive, is not currently in use. The existing access points are illustrated below.

Figure 3 – Existing access points and routes

2.4 Servicing The servicing area for Ikea is located to the rear of the store which is accessed from the eastern access road and the roundabout with the undercroft car park. Tesco’s servicing area is accessed from Glover Drive.

Tesco

IKEA

delivery yard

PFS

delivery yard

Key

Customer traffic

Servicing traffic



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The entrance to the Ikea service yard is signed to be open from 4am to 10am (6 hours) and there appears to be a traffic signal system in place to manage vehicle movements (shown on right hand gate post in Figure 4).

Figure 4 - Existing access to the service yard

2.5 Highway Capacity The surrounding highway network can be congested during peak times and some of the local junctions currently operate close to or at capacity.

Junction turning counts were undertaken in June 2018 to establish the base situation and inform the modelling work. Survey data shows that the existing highway network has noticeably higher flows for the weekday PM peak (17:00-18:00) and Saturday peak (13:15-14:15) and therefore these two peak hours have been assessed.

It should be noted that the existing Tesco / Ikea accesses are known to be used by through-traffic to avoid the congestion on the A406. Therefore, a proportion of the existing traffic does not visit the existing retail uses and should be on the strategic highways rather than local access roads. The level of through-traffic has been identified from the Automatic Number Plate Recognition (ANPR) surveys that have been undertaken.

The junctions which have been modelled are as follows and shown in Figure 5:

Meridian Way / Leeside Road signal-controlled junction.

Meridian Way / Glover Drive signal-controlled junction.

Argon Road / Ikea eastern access road / Tesco access / Argon slip road roundabout.

Glover Drive / Ikea access / Tesco Petrol Filling Station (PFS) access roundabout.



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Figure 5 – Local junction modelling extent

The results from the LINSIG model are shown in Table 1 and the results for the two roundabouts are shown in Table 2 and Table 3. The model outputs are included in Appendix A.

The LINSIG model (comprising the Glover Drive (J1) and Leeside Road (J2) junctions) has been submitted and approved through Transport for London’s Model Auditing Process (MAP) Stage 2/3 approval as part of a separate workstream. Therefore, it should be considered this model is well validated and calibrated to local conditions.

Tesco

Ikea

Key LINSIG model Junctions 8 model

Ke

J1

J2

J3

J4



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Table 1 – 2018 Meridian Way LINSIG results (J1 and J2)

Item

Lane Description

PM Peak (1700-1800)

Saturday Peak (1315-1415)

DOS Queue DOS Queue Network - 97.1% - 98.1% - J1 Meridian Way / Glover Drive 97.1% - 98.1% -

1/2+1/1 Meridian Way SB Left Ahead 97.1 : 97.1% 20.4 98.1 :

98.1% 24.3

1/3 Meridian Way SB Ahead Ahead2 95.7% 19.2 95.6% 20.2

2/1 Glover Drive Left Left2 61.4% 11.7 67.2% 13.5

2/2+2/3 Glover Drive Right Left 14.6 : 14.6% 1.0 29.3 :

29.3% 2.3

3/1 Meridian Way NB Ahead 96.3% 40.0 51.7% 15.6 3/2 Meridian Way NB Ahead 32.2% 0.6 51.4% 8.5 3/3 Meridian Way NB Right 92.2% 22.1 92.9% 20.9 4/1 Meridian Way NB Exit Ahead 85.4% 1.2 50.0% 2.4 4/2 Meridian Way NB Exit Ahead 29.4% 0.9 46.2% 1.5 J2 Meridian Way / Leeside Road 94.2% - 82.0% - 1/1 Meridian Way SB Right Right 66.3% 14.1 78.4% 17.1

2/1+2/2 Meridian Way SB A/L Left Ahead

78.9 : 78.9% 32.0 80.0 :

80.0% 34.4

3/1+3/2 Leeside Road WB Right Ahead Left

18.8 : 18.8% 1.2 6.1 :

6.1% 0.4

4/1 Meridian Way NB Ahead Left 93.6% 22.3 82.0% 15.7

4/2+4/3 Meridian Way NB Ahead Right 90.6 : 90.6% 19.7 77.8 :

77.8% 14.1

5/1 Leeside Road EB A/R Ahead 10.4% 1.3 13.3% 1.8

6/1+6/2 Leeside Road EB Left Left 94.2 : 94.2% 24.1 81.0 :

81.0% 14.0

7/1 Leeside Road EB A/R Ahead 4.1% 0.2 0.7% 0.0 7/2 Leeside Road EB A/R Right 16.3% 2.0 22.4% 2.9

8/1 Meridian Way NB Internal Ahead 66.5% 1.7 54.3% 1.0


9/1 Leeside Road WB Internal Ahead 16.8% 0.4 17.3% 0.3

10/1 Meridian Way SB RT Internal Ahead 61.8% 0.2 73.0% 0.3

Junction PRC @ 96 seconds -7.9% -9.1%

In the PM peak hour, the LINSIG Network is estimated to exceed practical capacity and approach theoretical capacity with a PRC of -7.9%. The operation of the network worsens during the peak hour on a Saturday with an estimated PRC of -9.1%, although the Leeside Road junction is operating with greater reserve capacity.

Table 1 shows that the Meridian Way junction currently operates close to capacity with a maximum Degree of Saturation (DOS) of 98%. This occurred on the Saturday at the junction with Glover Drive, at the southbound Meridian Way arm.



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It should be noted that the Glover Drive arm operates with ample capacity during this time period.

Table 2 – 2018 Argon Road roundabout results (J3)

Lane Description PM Peak

(1700-1800) Saturday Peak

(1315-1415) RFC Queue (PCUS) RFC Queue (PCUS)

Ikea access 0.20 0.2 0.36 0.6 Tesco access 0.27 0.4 0.53 1.1

Slip road Exit only Argon Road 0.54 1.2 0.65 1.9

The above results show that the existing Argon Road roundabout operates within capacity with a maximum Ratio Flow to Capacity (RFC) of 0.65. This occurs on the Argon Road approach arm in the Saturday peak.

Table 3 – 2018 Glover Drive roundabout results (J4)



(1315-1415) RFC Queue (PCUS) RFC Queue (PCUS)

Ikea access 0.08 0.1 0.14 0.2 Glover Drive 0.12 0.1 0.16 0.2

Tesco access (one-way) 0.68 2.1 0.76 3.1

The above results show that the existing Glover Drive roundabout operates within capacity with a maximum RFC of 0.76. This occurs at the Tesco access, and the other arms operate below a RFC of 0.16.

Although traffic flows on the wider highway network is higher during the weekday PM and Saturday peak hours and as such has only , a review of the traffic surveys in and out of Ikea shows that the Ikea store itself generates more trips during the Sunday peak hour (12:45-13:45) and therefore for robustness this time period has also been assessed just for the Glover Drive junction where any impact is likely to felt the most.

Table 4 – 2018 Glover Drive roundabout results (Sunday) (J4)

Lane Description Sunday Peak (1245-1345)

RFC Queue (PCUS) Ikea access 0.15 0.2

Glover Drive 0.19 0.2 Tesco access (one-way) 0.75 2.9

The above shows that the junction operates within capacity during the Sunday peak hour, at a similar level to the Saturday peak hour.

2.6 Summary Ikea and Tesco are well located to access the strategic highway network with access to the A406 via Argon Road and a network of private roads.



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Junction modelling work has been undertaken for the existing local junctions using June 2018 survey data. The model results show that the existing junctions along Meridian Way currently operate at capacity during peak times.

The two internal access roundabouts currently operate within capacity, with the maximum RFC of 0.65 for the Argon Road roundabout and 0.76 for the Glover Drive roundabout.



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3 2023 HIF Scenario

3.1 Introduction The 2023 HIF scenario reflects the conditions when the HIF infrastructure is in place but no development as part of the Meridian Water Phase 2 will be opened and occupied.

The HIF infrastructure will enable subsequent development (and much needed housing) to come forward. However, the CSR is not expected to be open to general traffic as a through-route and therefore no additional non-site-specific traffic will be expected to be drawn through the area as a result of the HIF infrastructure.

There will be a physical impact of the CSR connecting to Glover Drive which cuts across Ikea land.

As a result of the discussions with Ikea, Tesco and their representatives over the last 9 months, a suggested highway proposal was tabled by consultants Pell Frischmann that seeks to mitigate the potential effects of the CSR being introduced on Ikea’s retail operations. This proposal seeks to introduce a number of new highway access points into the Ikea estate, from Glover Drive, Meridian Way and Leeside Road.

The Meridian Water design team has amended and enhanced the suggested highways proposal to incorporate proposed pedestrian, cyclist and public realm improvements along Leeside Road and Glover Drive, to retain bus stop infrastructure and seek to provide compliant highway designs in line with standards.

3.2 Impact on Ikea and Tesco The CSR will connect to the end of Glover Driver and from the roundabout to the east and will provide an access across the rivers/watercourses to the industrial areas to the east of the Lee Navigation. The challenge with the introduction of the CSR is that it would run through the Ikea car park and sever the existing access route that runs along the far east of the Ikea site adjacent to Pymmes Brook and there will be an impact on Ikea’s northern surface level car park. This is shown in Figure 6.



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Figure 6 – HIF impact

The key likely impacts on Ikea are:

Servicing – The existing route for servicing vehicles along the eastern access road is severed.

Car parking – The CSR will result in the removal of some surface level car parking. Vehicular access to the undercroft car park via the eastern access road is severed.

Customer journey – There would be changes to customer vehicular access to the car parks and pedestrian routes between the car parks and entrance to the store.

There will be limited impact on Tesco as the servicing arrangement, car parking and customer access remains as per the existing situation

Junction to be amended to allow a connection to the Causeway

The Causeway alignment



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To minimise the above impacts as much as possible, a number of highway layout options were previously explored and were assessed as part of the original Ikea and Tesco Access Study (July 2018). The options presented were rejected by Ikea as potential solutions, however Ikea suggested in their response that a potential solution could be found.

3.3 Ikea/Pell Frischmann Highways Proposal As stated in the previous section, a highway proposal was circulated by Ikea and their consultants Pell Frischmann which demonstrated what changes would be required to the vehicular access arrangements for the Ikea store to enable the CSR to come forward, however it was clearly stated that these would need to be tested before they could be deemed acceptable, hence the purpose of this report. The highways proposals are shown in Figure 7 (the original drawing is provided in Appendix B).

Figure 7 – Ikea/Pell Frischmann Highway Proposal

The key points are:

Servicing – Servicing access would now be taken from the southern boundary of the site from Leeside Road, a new access would need to be formed and ramp up to meet the elevated servicing yard that currently operates.

Car parking – The proposals introduce a significant change to how car parking access and egress at the store will operate. The previous main points of access from Argon Road and Glover Drive will remain, but the alignment of these access points in relation to the junction will change in response to the introduction of the CSR. The intention is for the northern car park to change its prominence as the main car parking area with this shifting to the undercroft and



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southern car parks. The main vehicular entry point from the north will be via a previously established, but currently unused access point from Glover Drive. This will allow a left-turn in and left-turn out of the site. Some access points to the east of the store are retained, with vehicles able to exit the undercroft parking and routes provided out to the north of the site, requiring use of the CSR to access the Glover Drive roundabout. New access points into the southern car park are proposed from Meridian Way (dedicated left turn slip lane) and Leeside Road (new separate entrance and exit access points).

Customer journey – Customers will now be provided with a number of different alternatives to access the site. There is a shift in focus away from the northern surface level car park, however customers will still be required to drive either past the main entrance or via the western side of the store to access car parks, with no obvious impact on store visibility. There are unlikely to be greater delays than currently experienced and the introduction of various new entrance and exit points should redistribute vehicular routes, making the journey more comfortable.

3.4 Ikea - Amended Highways Proposal The design team have considered the Ikea highways proposal in the context of proposed improvements to the public realm along both Leeside Road and Glover Drive in response to the Phase 2 planning application, proposed walking and cycling crossing improvements proposed at Leeside Road/Meridian Way, the proposed station forecourt design at the new Meridian Water station and with respect to best practice junction arrangements. The amended highway proposal is shown in Figure 8.

Additionally, a further option is shown in Figure 9 which shows a slightly alternative arrangement whereby bus stopping facilities are still retained but are provided to the west to the new access point on Glover Drive.

The results of the traffic modelling, and the extent of vehicle queues at the Meridian Way/Glover Drive junction and how interacts with the bus stop (as shown in Figure 9) will determine which option is preferred.



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Figure 8 – Amended Highways Proposal Option 1

Figure 9 – Amended Highways Proposal Option 2



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These options retain the same access points as proposed through the Ikea highway proposal and retain many of the benefits to Ikea of that scheme. There are slight amends to the placement and the nature of the junction forms, with the most significant difference being the reintroduction of the elongated roundabout which the design team believe has many benefits over the proposal suggested by Ikea, as per the previously circulated highway access study (July 2018).

The elongated roundabout proposal takes no greater car parking than the scheme proposed by Ikea. Whilst left turn movements are not currently anticipated, the evolution of the scheme and surrounding development will need to respond to phasing and changes in the needs of the Ikea site. An elongated roundabout would allow this movement to take place at some point, if required, without a wholesale redesign of the junction.

The changes in the approach road to the Argon Road junction would allow customers to turn left into Tesco, allowing customers to access the Tesco store and petrol filling station. Both of these alignment changes would be required by LBE as the Highway Authority.

The existing pedestrian and cycle route has been highlighted along Meridian Way and changes to the left-turn flare into the southern car park have been made to try and retain some level of priority for north-south pedestrian and cycling movements. Furthermore, some tightening of the entry radii into the car park should reduce approach speeds into the site.

With additional traffic flow along Leeside Road it is essential that good quality pedestrian and cycle routes are also delivered in line with LBE aspirations. Improvements to the current situation could be delivered as part of this more comprehensive Ikea access solution. Whilst Ikea propose a number of access locations along this route, two of the accesses are one-way (in or out) and the other is less trafficked service route. The hours of operation for the service route are to be confirmed.

The Ikea proposals remove the bus stops and stands as part of their suggested layout for a dedicated left-turn lane on Glover Drive, whilst the amended design includes for a bus stop to be reinstated. It should be noted that despite negotiations being underway with TfL to amend the existing bus network in the area and potentially relocate bus standing areas, the masterplan development is underpinned by a comprehensive bus strategy that will require bus services to be introduced along the CSR. The bus strategy aims to provide a step-change in accessibility for the masterplan site and it is expected that this will also benefit customers and staff enabling them to access the site by bus more readily, helping to reduce to some extent pressure on car parking and traffic movements. However, it is crucial that bus stops are retained within close proximity of the new Meridian Water station, and therefore the design team have integrated these bus stops into the design whilst retaining the dedicated left turn lane into the Ikea site from Glover Drive.

In Option 2, The placement of the bus stops to the west of the enhanced Glover Drive car park access would not reduce the existing flare and capacity of the Glover Drive/Meridian Way junction. As stated above, the



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bus stops are located so that they can also serve the new Meridian Water station and as the existing bus routes run north and south of Glover Drive, having a single location for buses on Glover Drive close to its western end, provides a better transport solution.

Designated crossing locations will be designed into the CSR scheme. Design evolution is continuing regarding the street cross sections and these will be updated and will be shared in due course.

3.5 Redistribution of Ikea Customers As indicated in previous sections, the provision of new access points to the site are likely to lead to a redistribution of vehicular trips to the site and access to the car parks.

As part of the traffic surveys that were undertaken in June 2018, Automatic Number Plate Recognition (ANPR) origin-destination routing information was also collected. The purpose of collecting this information was to ascertain the level of through-traffic using the Ikea and Tesco car parks and quantify the number of vehicles that were using this route to access Meridian Way southbound via Argon Road (and vice versa).

The ANPR survey data collected has also allowed an assessment to be undertaken of the origin of vehicular trips entering the Ikea estate. This has allowed a redistribution assessment to be undertaken based on the new access arrangements proposed. Figure 10 sets out the existing and proposed vehicle routing to Ikea, whilst Table 5 sets out the new vehicular routings that have been applied and utilised in the traffic modelling.

It is assumed that changes to signage would help facilitate this new pattern of movement, and whilst on first implementation of the changes in access arrangements the movements may not follow this pattern exactly, over time this set of assumptions would be a realistic presumption of customer route choice.



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Figure 10 - Existing and Proposed Vehicle Routing to Ikea

Table 5 - Change in Vehicular Distribution to Access Ikea Store

Ikea traffic by trips Redistribution

Meridian Way (North) Entry use Meridian Way rather than Glover Drive, exit the same

Leeside Road (West) Use Leeside Road rather than Glover Drive

Meridian Way (South) Use Leeside Road rather than Glover Drive

Argon Road (East) No change to the Meridian Way junctions. For a robust case it is assumed that they use the undercroft car park and therefore pass through the Glover Drive roundabout.

3.6 Highway Capacity Highway capacity assessments have been undertaken for the amended highway proposal (there is no difference between options 1 and 2 in terms of capacity). As stated above, in the 2023 HIF scenario, the traffic flow volumes will remain the same and the changes will be in terms of a redistribution of trips due to the physical changes to access.

As such, the traffic flows that are using the Argon Road roundabout have not changed since last report (Ikea and Tesco Access Study – July 2018) and therefore this assessment has not been included again in this report.

Due to the change in vehicular distribution described in Section 3.5 the Glover Drive elongated roundabout has been re-tested and the results are shown in Table 6. The full modelling outputs are contained in Appendix A.



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Table 6 – 2023 elongated Glover Drive roundabout results

Lane Description

PM Peak (1700-1800)



Balanced Flows RFC Queue RFC Queue RFC Queue

Central Spine Road 0.26 0.4 0.49 1.0 0.50 1.0 Glover Drive 0.11 0.1 0.13 0.2 0.13 0.2

Tesco access (one-way) 0.80 3.8 0.94 10.8 0.65 1.8 Ikea access (northern arm) 0.11 0.1 0.25 0.3 0.42 0.7

The results in Table 6 show that in the PM peak, the Glover Drive elongated roundabout operates within capacity with a maximum RFC of 0.80. This occurs at the Tesco access arm and is slightly higher than the existing situation.

In the Saturday peak, if traffic flows continue to use their existing routes, the maximum RFC is 0.94 which occurs at the Tesco access arm and is worse than the existing situation.

A review of the traffic flows indicates that the Tesco access suffers from a very high proportion of through-traffic. This is confirmed by the traffic surveys that were undertaken in June 2018.

It is likely, with the introduction of changes to the highway network as a result of the car park access changes and the HIF infrastructure and the heavy usage of the Tesco southbound arm, that vehicles would redistribute and use the realigned Ikea access (northern arm). This reassignment has been undertaken as a sensitivity test (see balanced flow results in Table 6 and Table 7) which shows that the pressure on the Tesco egress could reduce to a RFC of 0.65, but the Ikea access would have a higher RFC of 0.42. It is expected that the level of performance and delay between the two junctions would be broadly balanced.

The Sunday peak hour has also been tested as traffic surveys show that Ikea generates its highest level of trips during this time period. This would have a greater impact on the elongated roundabout because more customer traffic would now go through this junction. The Sunday peak hour has also been tested and the results are shown in Table 7.

Table 7 – 2023 elongated Glover Drive roundabout results (Sunday)

Lane Description

Sunday Peak (1245-1345)


Balanced Flows RFC Queue RFC Queue

Central Spine Road 0.71 2.4 0.72 2.4 Glover Drive 0.14 0.2 0.14 0.2

Tesco access (one-way) 0.98 14.9 0.73 2.6 Ikea access (northern arm) 0.29 0.4 0.42 0.7

Similar to the Saturday peak, if the through-traffic is not reassigned, the Tesco access arm would almost be at capacity with the highest RFC of 0.98. Given that it is likely that flows will reassign to the Ikea access rather than solely the Tesco access, then the junction will be more balanced across these arms, operating with the highest RFC modelled of 0.73.



Page 20

The above assessment shows that the elongated roundabout can operate satisfactorily and further discussions with Ikea and Tesco will help to confirm the distribution and traffic flows across this junction.

As stated in the previous section, the access strategy for the proposed development is anticipated to result in the redistribution of existing trips associated with Ikea. The traffic impact of this redistribution has been assessed through a LinSig network model and the results are summarised in Table 8 below.

Table 8: 2023 HIF Scenario Meridian Way LinSig Network Results

Item

Lane Description

PM Peak (1700-1800)


DOS Queue DOS Queue Network - 96.3% - 94.6% -

J1 Meridian Way / Glover Drive 96.3% - 94.6% -


94.6% 21.1




30.5% 2.3

3/1 Meridian Way NB Ahead 96.3% 29.8 50.9% 5.1 3/2 Meridian Way NB Ahead 32.9% 3.9 50.6% 15.8 3/3 Meridian Way NB Right 90.9% 20.1 85.2% 15.8 4/1 Meridian Way NB Exit Ahead 85.4% 0.2 50.0% 1.0 4/2 Meridian Way NB Exit Ahead 30.0% 0.4 46.2% 1.9

J2 Meridian Way / Leeside Road 87.6% - 75.7% -

1/1 Meridian Way SB Right Right 59.4% 10.6 69.3% 16.5


72.7 : 74.2% 13.0 70.0 :

70.7% 12.5


27.2 : 27.2% 1.7 23.2 :

23.2% 1.4


4/2+4/3 Meridian Way NB Ahead Right

82.4 : 82.4% 16.6 69.3 :

69.3% 11.9



73.3% 12.2









Page 21

With the estimated redistribution of existing trips through the network, the operation of the network is forecast to improve slightly over the existing base situation, although the results indicate the network will still exceed practical capacity in both peak hours assessed. It could therefore be suggested that the highway proposals will result in an improvement to existing highway conditions.

3.7 Summary The proposed HIF highway infrastructure will result in some changes to the highway network. These are expected to be very localised.

Arup have amended the Ikea suggested highway proposals and these have been tested through traffic modelling software. The impact on customer and servicing routes, subsequent delays and the impact on future development opportunities, as a result of the amended highway proposals, have been considered.

The principal change to the suggested highway proposal was the inclusion of the previously suggested elongated roundabout option. This has been considered as it is believed it provides an improved environment and layout over the proposed arrangement.

In capacity terms, upon opening of the HIF infrastructure in 2023, there will be no changes to the wider network as the result of the HIF highway infrastructure. The CSR is proposed to be provide a bus priority route and wider through-traffic will be prevented from using it. The elongated Glover Drive roundabout has been tested due to likely redistribution of traffic as a result the car parking access changes. The roundabout is expected to continue to operate well within capacity. The Meridian Way/Glover Drive and Meridian Way/Leeside Road has also been tested to determine the effects of the res-distribution and the results indicate a slight improvement over the existing base situation, although there are still a number of arms that are still operating close to capacity.



Page 22

4 2026 Phase 2 Development Scenario As part of the Phase 2 development, the LBE is seeking outline planning permission with all matters reserved for:

Outline planning application for comprehensive mixed use redevelopment at Meridian Water (Zones 2 (Part), 4 and 5), comprising up to 2,030 residential units (Class C3), inclusive of Purpose Built Student Accommodation and/or Large-Scale Purpose-Built Shared Living (Sui Generis); a hotel (Class C2), commercial development (Class B1a,b,c); retail (Class A1 and/or A2 and/or A3 and/or A4), social infrastructure (Class D1 and/or D2), a primary school up to three forms of entry, hard and soft landscaping, new public open spaces including equipped areas for play, sustainable drainage systems, car parking provision, and formation of new pedestrian and vehicular access (all matters reserved).

4.1 Phase 2 Trip Generation Assessment A trip generation assessment has been undertaken to identify the quantum of multi-modal trips likely to be generated by the proposed Phase 2 development, achieved through identifying the proposed land-uses for the application, extracting TRICS data from comparable developments, using bottom-up, first principles approaches to provide trip estimates, disaggregated by land use, and an assessment of the linked nature and internalisation of certain trips by journey purpose. This assessment and the methodology used to determine the final figures will be agreed with both LBE Highways and Transport and Transport for London in due course. In order to progress the assessment in this report we have assumed the trips as set out within Table 8Table 9 will be generated by the Phase 2 development.

Table 9 – Phase 2 Vehicular Trip Generation Assessment

Mode Interpeak PM

In Out 2-way In Out 2-way Cars 44 48 92 101 85 186 Taxi 7 2 9 19 18 37

Motorcycle 2 5 7 13 16 29 Vehicle Passenger 21 14 35 41 29 70

Pedestrian 120 133 253 239 176 415 Cycle 3 6 9 15 20 35 Bus 75 94 169 164 289 453 Rail 25 24 49 124 92 216

Underground 39 32 71 70 122 192 Servicing LGV 21 22 43 20 19 39 Servicing OGV 6 8 14 2 2 4

Total 363 388 751 808 868 1,676 These trips have been added onto the highway network in the vicinity of the site. Whilst the CSR has been designed a bus only link over the Lee Navigation, due to the complexities of the access arrangements to service the northern section of the



Page 23

development parcel to the south of the CSR, it has been necessary to allow residential vehicular traffic to utilise a short section of the CSR going west from the development plot connecting back to Glover Drive. It is not expected that large numbers of vehicles will be utilising this route. Based on existing Journey to Work Census 2011 origin-destination data and location of retail and education destinations, the vehicular trips that are likely to be travelling north from the southern development parcel of the Phase 2 development have been distributed onto the CSR to test the potential impacts on the capacity of the elongated Glover Drive and Meridian Way/Glover Drive signalised junction. Additionally, 20 buses an hour have also been introduced to test effects on the CSR and local junctions. The bus strategy is yet to be finalised with TfL, but it’s likely that for Phase 2 that this would be the maximum number of services using the CSR. The likely flows along the CSR (including Ikea-related vehicular traffic exiting from the undercroft car park onto the CSR as per the highway proposal) will total approximately 420 vehicles in the peak hour (which has been identified as Sunday between 1245-1345). These 400 vehicles are comprised of:

20 buses each way / 40 buses two-way; 22 two-way Phase 2 development related trips; and 362 Ikea related exiting trips (travelling westbound only).

4.2 Highway Capacity Highway capacity assessments have been undertaken for the Glover Drive elongated roundabout and the Meridian Way/Glover Drive and Meridian Way/Leeside Road signalised junctions and the results of these assessments are shown in Table 10, Table 11 and Table 12. The modelling outputs are contained in Appendix A.

Table 10 - Elongated Glover Drive roundabout results with Phase 2 Development (Unbalanced)



(1315-1415) Sunday Peak (1245-1345)

RFC Queue RFC Queue RFC Queue Central Spine Road 0.29 0.4 0.51 1.0 0.75 2.8

Glover Drive 0.13 0.6 0.14 0.2 0.15 0.9 Tesco access (one-way) 0.81 4.1 0.66 1.9 0.74 2.7

Ikea access (northern arm) 0.11 0.1 0.43 0.7 0.42 0.7

Table 11 – Elongated Glover Drive roundabout results with Phase 2 Development (Balanced)

Lane Description

PM Peak (1700-1800)


Balanced Flows


Balanced Flows RFC Queue RFC Queue RFC Queue

Central Spine Road 0.29 0.4 0.51 1.0 0.73 2.5 Glover Drive 0.13 0.2 0.14 0.2 0.15 0.2

Tesco access (one-way) 0.81 4.1 0.95 11.5 0.99 16.0 Ikea access (northern arm) 0.11 0.1 0.26 0.3 0.29 0.41



Page 24

As in the HIF scenario, the Tesco access suffers from a high proportion of through-traffic. Table 10 sets out the results of the Glover Drive elongated roundabout assessment including Phase 2 development traffic, re-distribution of Ikea customer trips and the existing heavy usage of the Tesco approach, which results in this arm reaching capacity during peak times of Saturday and Sundays. The remaining arms all operate well within capacity.

As a result of the high usage of this route, some through-trips are likely to reassign and use the Ikea access (northern arm). This reassignment has been undertaken as a sensitivity test (Table 11) which shows that the pressure on the Tesco egress could reduce to a RFC of 0.56, but the Ikea access would have a higher RFC of 0.49. It is expected that the level of performance and delay between the two junctions are likely to be broadly balanced.

The above assessments show that the elongated roundabout can operate satisfactorily and further discussions with Ikea and Tesco will help to confirm the distribution and traffic flows across this junction.

The Meridian Way/Glover Drive and Meridian Way/Leeside Road signalised junctions have also been assessed with the additional Phase 2 development related vehicular trips. The results of this is shown in Table 12.



Page 25

Table 12 - 2026 Phase 2 Development Meridian Way Network LinSig Results

Item

Lane Description

PM Peak (1700-1800)


DOS Queue DOS Queue Network - 98.1% - 94.0% -

J1 Meridian Way / Glover Drive 98.1% - 94.0% -


94.0% 21.0




33.5% 2.5

3/1 Meridian Way NB Ahead 98.1% 41.9 52.3% 4.1 3/2 Meridian Way NB Ahead 33.4% 7.7 50.6% 16.7 3/3 Meridian Way NB Right 96.8% 25.1 89.9% 17.6 4/1 Meridian Way NB Exit Ahead 87.7% 0.3 51.8% 2.8 4/2 Meridian Way NB Exit Ahead 31.5% 0.4 46.7% 2.9

J2 Meridian Way / Leeside Road 89.4% - 75.7% -

1/1 Meridian Way SB Right Right 61.7% 13.9 71.7% 15.6


76.0 : 74.9% 9.0 74.4 :

73.6% 13.7


31.6 : 31.6% 2.0 26.1 :

26.1% 1.7


4/2+4/3 Meridian Way NB Ahead Right

83.9 : 83.9% 17.3 70.1 :

70.1% 12.1



74.8% 12.4







The junction is forecast to marginally exceed theoretical capacity in the PM peak hour with a forecast junction PRC of -9.0%. In the Saturday peak, the junction is forecast to exceed practical capacity with a PRC of -4.5%.

The Glover Drive and Leeside Road arms of the junctions have capacity in both peak hours. The key arms that demonstrate the highest usage and as such the highest degrees of saturation and queueing are those that are representing the ahead movements on Meridian Way northbound and southbound at Meridian Way/Glover Driver junction. The impact of development on this junction primarily affects left turns in the junction from Meridian Way northbound and right turns in from Meridian Way southbound. There is a slight worsening of conditions at the junction,



Page 26

however it should be noted that the network is already experiencing congestion during baseline conditions.

Table 13 shows the changes in queues and degree of saturation between the 2023 HIF Scenario without development flows and the 2026 with Phase 2 development scenario.

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6/2

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d EB

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idia

n W

ay N

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.3%

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5%



Page 28

It can be seen from Table 13 that there are very minimal increases in the degree of saturation and queue lengths between the HIF scenario and the Phase 2 proposed development scenario in the PM peak. There is no discernary difference between the operation of the network between the 2023 and 2026 scenario during the Saturday peak hour.

Potential mitigation measures to improve the operation of the Glover Drive junction are being investigated, but would require physical alterations to the form of the junction. Due to the constrained nature of the junction setting with limited amount of highway land available and the current policy position of both LBE and TfL regarding increasing highway capacity, these mitigation measures would need to be discussed in detail with LBE, TfL and in also landowners such as Tesco and Ikea.

4.3 Summary The proposed Phase 2 development is likely to generate only a limited number of vehicular trips that will affect the operation of the Ikea store and only a small number of vehicles will be permitted to utilise the CSR, with the vast majority of trips entering the Phase 2 development site via Leeside Road.

In capacity terms, there will be very minimal changes to the operation of the wider network as the result of the Phase 2 development. The elongated Glover Drive roundabouts has been tested due to the addition of development flows, introduction of bus services on the CSR and likely reassignment of Ikea traffic and they are expected to continue to operate within capacity.

The introduction of additional traffic associated with the proposed development at the Meridian Way/Glover Driver and Meridian Way/Leeside Road signalised junctions is expected to slightly reduce the performance of these junctions.

As such the impact of the proposed development is not considered to be significant. Indeed, it should be noted that the junction arrangement already experiences operational issues in the existing situation, and that the proposed development only results in very limited effects. The highway proposals that change the nature of car parking access to Ikea is expected to offset a proportion of the operational disbenefits resulting from the additional development traffic, and such measures should be explored further.



Page 29

5 Central Spine Road Open to General Traffic In response to queries raised by Ikea and their consultant team about the long-term usage of the CSR, it has been reiterated that the design of the masterplan will seek to prevent wider general traffic from utilising this as a through route. For the Phase 2 planning application it is intended that there will be a bus-only section provided across the proposed Lee Navigation bridge section to prevent any additional through-traffic.

Despite this, in order to provide Ikea and their consultants with some comfort, we have performed a high-level assessment of the strategic highway network model that was used for the HIF Business Case assessments to test the potential effects of allowing general traffic. The analysis shown is based upon a 2031 future year scenario with the full masterplan build out (c.10,000 homes), but also with the introduction of transport interventions such as improved rail frequencies at Meridian Water station and enhanced bus services.

It should be caveated that the design team is undertaking a comprehensive programme of strategic demand, public transport and highway modelling which is due to be completed by Summer 2019. The model used for this analysis is a previous iteration of the model, which has not been validated or calibrated against real world observations and as such has not been signed off by Transport for London. These results will be updated in due course when the programme of modelling is completed later this year. Figure 11 sets out the AM peak actual flow difference, between the CSR being open minus the traffic previously using the road when closed.

Figure 11 - Actual Flow Differences



Page 30

Figure 12 shows the demand flow differences between and open and closed CSR scenario.

Figure 12 – Demand Flow Differences

Figure 11 and Figure 12 demonstrate that the CSR, if open to wider traffic becomes and relatively attractive route. However, the Leeside Road extension which provides a route for vehicles travelling south on Angel Edmonton Road/Watermead Road, is much more attractive than the route to Glover Drive in front of the Ikea store. The results demonstrate that there could be approximately 800 vehicles an hour drawn along the CSR if it is open to general traffic (both wider vehicle traffic and development trips). The majority of these trips then utilise the Leeside Road extension and therefore will avoid Glover Drive and associated junctions. The existing strategic models do not contain the links through Tesco and Ikea sites, and as such the existing through-traffic is not reflected in the model. In order to determine the potential level of through-traffic through the site, the ANPR data that has been collected through the traffic surveys as been interrogated. This data shows that there were a substantial number of vehicles that spent less than 30 minutes travelling through the area from Meridian Way to the A406 North Circular (and vice versa) and this has been used as a proxy to determine the level of through-traffic. The level of through-traffic through the site compared against the level of expected vehicular flow to be using the CSR if it was opened to general through-traffic is demonstrated in Table 14. .



Page 31

Table 14 – Strategic Modelling and ANPR Results – Through-Traffic

Direction ANPR Through-Traffic (PM Peak Flow)

Meridian Way to North Circular 692

North Circular to Meridian Way 383

Total 1,075

Direction Strategic Modelling Through-Traffic (PM Peak Demand Flow)

CSR Eastbound 418

CSR Westbound 416

Total 834 It can be seen the existing level of through-traffic through the site is comparable to the high-level forecast drawn from the HIF strategic model. It can be concluded therefore that if the Central Spine Road were to open to general traffic the level of flow running through the site would not significantly change. It should be noted the strategic model used for this analysis has not been validated, calibrated or audited by Transport for London. It does not currently replicate real world situations (such as congestion at local signalised junctions) and a separate programme of strategic modelling is being undertaken at the moment to update these models (due Summer 2019). Furthermore, it is the intention from LBE and the Masterplan team is to design the CSR as a walking, cycling and bus priority route with a bus-only section to prevent through traffic.



Page 32

6 Summary and Next Steps

6.1 Summary In advance of the full suite of traffic modelling work for the full masterplan (due Summer 2019) being delivered, initial manual distribution and local junction modelling work has been undertaken to inform option testing of masterplan-related HIF infrastructure and Phase 2 development for Meridian Water.

This report considers two scenarios:

Base Case – The junctions along Meridian Way are currently operating at capacity. The two internal roundabout junctions have been tested and they are currently operating within capacity.

2023 HIF Scenario – This scenario introduces the HIF highway infrastructure with no new housing development occupied. There will be some changes to highway access to Ikea and limited impact on Tesco. This also assesses the effects of the redistribution of traffic as a result of proposed changes to Ikea car park access. These measures have been tested and show a slight improvement over the existing conditions.

2026 Phase 2 Development Scenario – This scenario introduces the Phase 2 development-related trip generation and incorporates the changes to highway and Ikea car parking access. In capacity terms, there is minimal impact over and above the existing base case from the introduction to the new infrastructure, new bus services and the additional of Phase 2 development trips.

CSR Open Scenario – Strategic modelling runs have been undertaken, utilising previous versions of models to test the effects of opening of the CSR to general traffic. The initial results show that the opening of this route is relatively attractive to through-traffic and that it is expected that c.800 vehicles would be recorded along the CSR. This number is comparable to the estimated volume of through-traffic currently recorded through the site. The analysis showed that the majority of vehicles would use this route to access Leeside Road, rather than the CSR to Glover Drive, which would see a minimal amount of additional vehicular traffic.

6.2 Next steps In terms of next steps, the masterplan team would welcome further discussions with Ikea and Tesco and their consultants on the work undertaken so far and how we can progress the design of the Ikea car park access and CSR. The team are committed to working together with the land owners to ensure the best possible solutions are brought forward and that impacts and potential disruption to the everyday operation of Ikea and Tesco are minimised.

Appendix A

Junction Modelling Outputs

Basic Results Summary Basic Results Summary User and Project Details

Project: Meridian Way Crossing Upgrade Title: Location: Meridian Way / Glover Drive

Client: LBE

Model Purpose: Proposed Model Test

Model Assumptions: Please see accompanying LMAP Report

Checked By: CM

Checked By Date: 18/09/2018

Additional detail:

File name: Proposed Model_32-095_31-115_V2_TfL_IGs WITH DEV_V2.lsg3x

Author: SO

Company: Arup

Address:

Basic Results Summary

Scenario 1: 'PM Base with IKEA Div' (FG2: 'PM BASE with IKEA div', Plan 1: 'Network Control Plan 1') Network Layout Diagram

Basi

c R

esul

ts S

umm

ary

Net

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k R

esul

ts

Basi

c R

esul

ts S

umm

ary

Item

La

ne D

escr

iptio

n La

ne T

ype

Deg

Sat

(%)

Mea

n M

ax Q

ueue

(pcu

)

Net

wor

k -

- 96

.3%

-

J1: 3

2/00

0095

-

- 96

.3%

-

1/2+

1/1

Mer

idia

n W

ay S

B Le

ft Ah

ead

U

93.9

: 93

.9%

18

.1

1/3

Mer

idia

n W

ay S

B Ah

ead

Ahea

d2

U

90.8

%

16.6

2/1

Glo

ver D

rive

Left

Left2

U

58

.6%

10

.7

2/2+

2/3

Glo

ver D

rive

Rig

ht

U

14.6

: 14

.6%

1.

0

3/1

Mer

idia

n W

ay N

B Ah

ead

U

96.3

%

29.8

3/2

Mer

idia

n W

ay N

B Ah

ead

U

32.9

%

3.9

3/3

Mer

idia

n W

ay N

B R

ight

U

90

.9%

20

.1

4/1

Mer

idia

n W

ay N

B Ex

it Ah

ead

U

85.4

%

0.2

4/2

Mer

idia

n W

ay N

B Ex

it Ah

ead

U

30.0

%

0.4

8/1

Mer

idia

n W

ay S

B Ah

ead

Left

U

49.9

%

11.7

Ped

Link

: P1

Unn

amed

Ped

Lin

k -

0.0%

-

Ped

Link

: P2

Unn

amed

Ped

Lin

k -

0.0%

-

Ped

Link

: P3

Unn

amed

Ped

Lin

k -

0.0%

-

Ped

Link

: P4

Unn

amed

Ped

Lin

k -

0.0%

-

J2: 3

1/00

0115

-

- 87

.6%

-

1/1

Mer

idia

n W

ay S

B R

ight

Rig

ht

U

59.4

%

10.6

2/1+

2/2

Mer

idia

n W

ay S

B A/

L Le

ft Ah

ead

U

72.7

: 74

.2%

13

.0

3/1+

3/2

Lees

ide

Roa

d W

B R

ight

Ahe

ad L

eft

U

27.2

: 27

.2%

1.

7

4/1

Wat

erm

ead

Way

NB

Ahea

d Le

ft U

86

.4%

18

.6

4/2+

4/3

Wat

erm

ead

Way

NB

Ahea

d R

ight

U

+O

82.4

: 82

.4%

16

.6

5/1

Lees

ide

Roa

d EB

A/R

Ahe

ad

U

13.7

%

1.8

6/1+

6/2

Lees

ide

Roa

d EB

Lef

t Lef

t U

87

.6 :

87.6

%

17.8

7/1

Lees

die

Roa

d EB

A/R

Ahe

ad

U

17.1

%

0.7

7/2

Lees

die

Roa

d EB

A/R

Rig

ht

U

17.8

%

2.1

8/1

Mer

idia

n W

ay N

B In

tern

al A

head

U

73

.3%

2.

6

8/2

Mer

idia

n W

ay N

B In

tern

al A

head

U

82

.4%

3.

5

9/1

Lees

ide

Roa

d W

B In

tern

al A

head

U

19

.5%

1.

2

Basi

c R

esul

ts S

umm

ary

10/1

M

erid

ian

Way

SB

RT

Inte

rnal

Ahe

ad

U

57.9

%

5.7

C

1 - 3

2/09

5 St

ream

: 1 P

RC

for S

igna

lled

Lane

s (%

):

-7.1

T

otal

Del

ay fo

r Sig

nalle

d La

nes

(pcu

Hr):

43

.45

Cyc

le T

ime

(s):

96

C1

- 32/

095

Stre

am: 2

PR

C fo

r Sig

nalle

d La

nes

(%):

5.

4 T

otal

Del

ay fo

r Sig

nalle

d La

nes

(pcu

Hr):

0.

27

Cyc

le T

ime

(s):

96

C2

- 32/

115

Stre

am: 1

PR

C fo

r Sig

nalle

d La

nes

(%):

4.

1 T

otal

Del

ay fo

r Sig

nalle

d La

nes

(pcu

Hr):

23

.00

Cyc

le T

ime

(s):

96

C2

- 32/

115

Stre

am: 2

PR

C fo

r Sig

nalle

d La

nes

(%):

2.

7 T

otal

Del

ay fo

r Sig

nalle

d La

nes

(pcu

Hr):

16

.10

Cyc

le T

ime

(s):

96

C2

- 32/

115

Stre

am: 3

PR

C fo

r Sig

nalle

d La

nes

(%):

55

.5

Tot

al D

elay

for S

igna

lled

Lane

s (p

cuH

r):

0.88

C

ycle

Tim

e (s

):

96

P

RC

Ove

r All

Lane

s (%

):

-7.1

T

otal

Del

ay O

ver A

ll La

nes(

pcuH

r):

84.3

0

Basic Results Summary Scenario 2: 'SAT Base with IKEA Div' (FG5: 'SAT with Ikea Div', Plan 1: 'Network Control Plan 1') Network Layout Diagram

Basi

c R

esul

ts S

umm

ary

Net

wor

k R

esul

ts

Basi

c R

esul

ts S

umm

ary

Item

La

ne D

escr

iptio

n La

ne T

ype

Deg

Sat

(%)

Mea

n M

ax Q

ueue

(pcu

)

Net

wor

k -

- 94

.6%

-

J1: 3

2/00

0095

-

- 94

.6%

-

1/2+

1/1

Mer

idia

n W

ay S

B Le

ft Ah

ead

U

94.6

: 94

.6%

21

.1

1/3

Mer

idia

n W

ay S

B Ah

ead

Ahea

d2

U

89.7

%

17.3

2/1

Glo

ver D

rive

Left

Left2

U

66

.9%

13

.3

2/2+

2/3

Glo

ver D

rive

Rig

ht

U

30.5

: 30

.5%

2.

3

3/1

Mer

idia

n W

ay N

B Ah

ead

U

50.9

%

5.1

3/2

Mer

idia

n W

ay N

B Ah

ead

U

50.6

%

15.8

3/3

Mer

idia

n W

ay N

B R

ight

U

85

.2%

15

.8

4/1

Mer

idia

n W

ay N

B Ex

it Ah

ead

U

50.0

%

1.0

4/2

Mer

idia

n W

ay N

B Ex

it Ah

ead

U

46.2

%

1.9

8/1

Mer

idia

n W

ay S

B Ah

ead

Left

U

52.9

%

15.8

Ped

Link

: P1

Unn

amed

Ped

Lin

k -

0.0%

-

Ped

Link

: P2

Unn

amed

Ped

Lin

k -

0.0%

-

Ped

Link

: P3

Unn

amed

Ped

Lin

k -

0.0%

-

Ped

Link

: P4

Unn

amed

Ped

Lin

k -

0.0%

-

J2: 3

1/00

0115

-

- 75

.7%

-

1/1

Mer

idia

n W

ay S

B R

ight

Rig

ht

U

69.3

%

16.5

2/1+

2/2

Mer

idia

n W

ay S

B A/

L Le

ft Ah

ead

U

70.0

: 70

.7%

12

.5

3/1+

3/2

Lees

ide

Roa

d W

B R

ight

Ahe

ad L

eft

U

23.2

: 23

.2%

1.

4

4/1

Wat

erm

ead

Way

NB

Ahea

d Le

ft U

75

.7%

14

.4

4/2+

4/3

Wat

erm

ead

Way

NB

Ahea

d R

ight

U

+O

69.3

: 69

.3%

11

.9

5/1

Lees

ide

Roa

d EB

A/R

Ahe

ad

U

20.2

%

2.6

6/1+

6/2

Lees

ide

Roa

d EB

Lef

t Lef

t U

73

.3 :

73.3

%

12.2

7/1

Lees

die

Roa

d EB

A/R

Ahe

ad

U

23.3

%

1.0

7/2

Lees

die

Roa

d EB

A/R

Rig

ht

U

24.4

%

2.9

8/1

Mer

idia

n W

ay N

B In

tern

al A

head

U

61

.4%

2.

3

8/2

Mer

idia

n W

ay N

B In

tern

al A

head

U

66

.0%

1.

4

9/1

Lees

ide

Roa

d W

B In

tern

al A

head

U

21

.0%

1.

5

Basi

c R

esul

ts S

umm

ary

10/1

M

erid

ian

Way

SB

RT

Inte

rnal

Ahe

ad

U

64.3

%

9.7

C

1 - 3

2/09

5 St

ream

: 1 P

RC

for S

igna

lled

Lane

s (%

):

-5.2

T

otal

Del

ay fo

r Sig

nalle

d La

nes

(pcu

Hr):

34

.95

Cyc

le T

ime

(s):

96

C1

- 32/

095

Stre

am: 2

PR

C fo

r Sig

nalle

d La

nes

(%):

79

.9

Tot

al D

elay

for S

igna

lled

Lane

s (p

cuH

r):

0.64

C

ycle

Tim

e (s

):

96

C

2 - 3

2/11

5 St

ream

: 1 P

RC

for S

igna

lled

Lane

s (%

):

18.9

T

otal

Del

ay fo

r Sig

nalle

d La

nes

(pcu

Hr):

18

.07

Cyc

le T

ime

(s):

96

C2

- 32/

115

Stre

am: 2

PR

C fo

r Sig

nalle

d La

nes

(%):

22

.8

Tot

al D

elay

for S

igna

lled

Lane

s (p

cuH

r):

12.3

9 C

ycle

Tim

e (s

):

96

C

2 - 3

2/11

5 St

ream

: 3 P

RC

for S

igna

lled

Lane

s (%

):

40.1

T

otal

Del

ay fo

r Sig

nalle

d La

nes

(pcu

Hr):

1.

18

Cyc

le T

ime

(s):

96

PR

C O

ver A

ll La

nes

(%):

-5

.2

Tot

al D

elay

Ove

r All

Lane

s(pc

uHr):

68

.04

Basic Results Summary Scenario 3: 'PM Base with IKEA Div and Dev' (FG3: 'PM with Ikea Div and Dev', Plan 1: 'Network Control Plan 1') Network Layout Diagram

Basi

c R

esul

ts S

umm

ary

Net

wor

k R

esul

ts

Basi

c R

esul

ts S

umm

ary

Item

La

ne D

escr

iptio

n La

ne T

ype

Deg

Sat

(%)

Mea

n M

ax Q

ueue

(pcu

)

Net

wor

k -

- 98

.1%

-

J1: 3

2/00

0095

-

- 98

.1%

-

1/2+

1/1

Mer

idia

n W

ay S

B Le

ft Ah

ead

U

95.4

: 95

.4%

20

.0

1/3

Mer

idia

n W

ay S

B Ah

ead

Ahea

d2

U

93.4

%

18.8

2/1

Glo

ver D

rive

Left

Left2

U

61

.4%

11

.6

2/2+

2/3

Glo

ver D

rive

Rig

ht

U

19.2

: 19

.2%

1.

3

3/1

Mer

idia

n W

ay N

B Ah

ead

U

98.1

%

41.9

3/2

Mer

idia

n W

ay N

B Ah

ead

U

33.4

%

7.7

3/3

Mer

idia

n W

ay N

B R

ight

U

96

.8%

25

.1

4/1

Mer

idia

n W

ay N

B Ex

it Ah

ead

U

87.7

%

0.3

4/2

Mer

idia

n W

ay N

B Ex

it Ah

ead

U

31.5

%

0.4

8/1

Mer

idia

n W

ay S

B Ah

ead

Left

U

53.1

%

12.7

Ped

Link

: P1

Unn

amed

Ped

Lin

k -

0.0%

-

Ped

Link

: P2

Unn

amed

Ped

Lin

k -

0.0%

-

Ped

Link

: P3

Unn

amed

Ped

Lin

k -

0.0%

-

Ped

Link

: P4

Unn

amed

Ped

Lin

k -

0.0%

-

J2: 3

1/00

0115

-

- 89

.4%

-

1/1

Mer

idia

n W

ay S

B R

ight

Rig

ht

U

61.7

%

13.9

2/1+

2/2

Mer

idia

n W

ay S

B A/

L Le

ft Ah

ead

U

76.0

: 74

.9%

9.

0

3/1+

3/2

Lees

ide

Roa

d W

B R

ight

Ahe

ad L

eft

U

31.6

: 31

.6%

2.

0

4/1

Wat

erm

ead

Way

NB

Ahea

d Le

ft U

86

.4%

18

.6

4/2+

4/3

Wat

erm

ead

Way

NB

Ahea

d R

ight

U

+O

83.9

: 83

.9%

17

.3

5/1

Lees

ide

Roa

d EB

A/R

Ahe

ad

U

14.6

%

1.9

6/1+

6/2

Lees

ide

Roa

d EB

Lef

t Lef

t U

89

.4 :

89.4

%

19.3

7/1

Lees

die

Roa

d EB

A/R

Ahe

ad

U

24.0

%

1.0

7/2

Lees

die

Roa

d EB

A/R

Rig

ht

U

17.8

%

2.1

8/1

Mer

idia

n W

ay N

B In

tern

al A

head

U

74

.2%

3.

6

8/2

Mer

idia

n W

ay N

B In

tern

al A

head

U

82

.3%

3.

5

9/1

Lees

ide

Roa

d W

B In

tern

al A

head

U

19

.9%

1.

4

Basi

c R

esul

ts S

umm

ary

10/1

M

erid

ian

Way

SB

RT

Inte

rnal

Ahe

ad

U

59.0

%

0.1

C

1 - 3

2/09

5 St

ream

: 1 P

RC

for S

igna

lled

Lane

s (%

):

-9.0

T

otal

Del

ay fo

r Sig

nalle

d La

nes

(pcu

Hr):

61

.56

Cyc

le T

ime

(s):

96

C1

- 32/

095

Stre

am: 2

PR

C fo

r Sig

nalle

d La

nes

(%):

2.

6 T

otal

Del

ay fo

r Sig

nalle

d La

nes

(pcu

Hr):

0.

31

Cyc

le T

ime

(s):

96

C2

- 32/

115

Stre

am: 1

PR

C fo

r Sig

nalle

d La

nes

(%):

4.

1 T

otal

Del

ay fo

r Sig

nalle

d La

nes

(pcu

Hr):

22

.99

Cyc

le T

ime

(s):

96

C2

- 32/

115

Stre

am: 2

PR

C fo

r Sig

nalle

d La

nes

(%):

0.

7 T

otal

Del

ay fo

r Sig

nalle

d La

nes

(pcu

Hr):

19

.19

Cyc

le T

ime

(s):

96

C2

- 32/

115

Stre

am: 3

PR

C fo

r Sig

nalle

d La

nes

(%):

52

.5

Tot

al D

elay

for S

igna

lled

Lane

s (p

cuH

r):

0.98

C

ycle

Tim

e (s

):

96

P

RC

Ove

r All

Lane

s (%

):

-9.0

T

otal

Del

ay O

ver A

ll La

nes(

pcuH

r):

105.

72

Basic Results Summary Scenario 4: 'SAT Base with IKEA Div and Dev' (FG6: 'SAT with Ikea Div and Dev', Plan 1: 'Network Control Plan 1') Network Layout Diagram

Basi

c R

esul

ts S

umm

ary

Net

wor

k R

esul

ts

Basi

c R

esul

ts S

umm

ary

Item

La

ne D

escr

iptio

n La

ne T

ype

Deg

Sat

(%)

Mea

n M

ax Q

ueue

(pcu

)

Net

wor

k -

- 94

.0%

-

J1: 3

2/00

0095

-

- 94

.0%

-

1/2+

1/1

Mer

idia

n W

ay S

B Le

ft Ah

ead

U

94.0

: 94

.0%

21

.0

1/3

Mer

idia

n W

ay S

B Ah

ead

Ahea

d2

U

90.2

%

18.0

2/1

Glo

ver D

rive

Left

Left2

U

69

.5%

14

.0

2/2+

2/3

Glo

ver D

rive

Rig

ht

U

33.5

: 33

.5%

2.

5

3/1

Mer

idia

n W

ay N

B Ah

ead

U

52.3

%

4.1

3/2

Mer

idia

n W

ay N

B Ah

ead

U

50.6

%

16.7

3/3

Mer

idia

n W

ay N

B R

ight

U

89

.9%

17

.6

4/1

Mer

idia

n W

ay N

B Ex

it Ah

ead

U

51.8

%

2.8

4/2

Mer

idia

n W

ay N

B Ex

it Ah

ead

U

46.7

%

2.9

8/1

Mer

idia

n W

ay S

B Ah

ead

Left

U

54.8

%

16.4

Ped

Link

: P1

Unn

amed

Ped

Lin

k -

0.0%

-

Ped

Link

: P2

Unn

amed

Ped

Lin

k -

0.0%

-

Ped

Link

: P3

Unn

amed

Ped

Lin

k -

0.0%

-

Ped

Link

: P4

Unn

amed

Ped

Lin

k -

0.0%

-

J2: 3

1/00

0115

-

- 75

.7%

-

1/1

Mer

idia

n W

ay S

B R

ight

Rig

ht

U

71.7

%

15.6

2/1+

2/2

Mer

idia

n W

ay S

B A/

L Le

ft Ah

ead

U

74.4

: 73

.6%

13

.7

3/1+

3/2

Lees

ide

Roa

d W

B R

ight

Ahe

ad L

eft

U

26.1

: 26

.1%

1.

7

4/1

Wat

erm

ead

Way

NB

Ahea

d Le

ft U

75

.7%

14

.4

4/2+

4/3

Wat

erm

ead

Way

NB

Ahea

d R

ight

U

+O

70.1

: 70

.1%

12

.1

5/1

Lees

ide

Roa

d EB

A/R

Ahe

ad

U

18.0

%

2.4

6/1+

6/2

Lees

ide

Roa

d EB

Lef

t Lef

t U

74

.8 :

74.8

%

12.4

7/1

Lees

die

Roa

d EB

A/R

Ahe

ad

U

26.7

%

1.2

7/2

Lees

die

Roa

d EB

A/R

Rig

ht

U

24.4

%

2.9

8/1

Mer

idia

n W

ay N

B In

tern

al A

head

U

62

.1%

2.

5

8/2

Mer

idia

n W

ay N

B In

tern

al A

head

U

65

.0%

1.

2

9/1

Lees

ide

Roa

d W

B In

tern

al A

head

U

18

.6%

0.

9

Basi

c R

esul

ts S

umm

ary

10/1

M

erid

ian

Way

SB

RT

Inte

rnal

Ahe

ad

U

73.3

%

0.7

C

1 - 3

2/09

5 St

ream

: 1 P

RC

for S

igna

lled

Lane

s (%

):

-4.5

T

otal

Del

ay fo

r Sig

nalle

d La

nes

(pcu

Hr):

38

.49

Cyc

le T

ime

(s):

96

C1

- 32/

095

Stre

am: 2

PR

C fo

r Sig

nalle

d La

nes

(%):

73

.8

Tot

al D

elay

for S

igna

lled

Lane

s (p

cuH

r):

0.97

C

ycle

Tim

e (s

):

96

C

2 - 3

2/11

5 St

ream

: 1 P

RC

for S

igna

lled

Lane

s (%

):

18.9

T

otal

Del

ay fo

r Sig

nalle

d La

nes

(pcu

Hr):

18

.60

Cyc

le T

ime

(s):

96

C2

- 32/

115

Stre

am: 2

PR

C fo

r Sig

nalle

d La

nes

(%):

20

.4

Tot

al D

elay

for S

igna

lled

Lane

s (p

cuH

r):

12.8

5 C

ycle

Tim

e (s

):

96

C

2 - 3

2/11

5 St

ream

: 3 P

RC

for S

igna

lled

Lane

s (%

):

22.7

T

otal

Del

ay fo

r Sig

nalle

d La

nes

(pcu

Hr):

1.

04

Cyc

le T

ime

(s):

96

PR

C O

ver A

ll La

nes

(%):

-4

.5

Tot

al D

elay

Ove

r All

Lane

s(pc

uHr):

72

.87

Generated on 27/02/2019 13:11:14 using Junctions 8 (8.0.1.305)

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IKEA and Tesco Access Study report dated 27 February 2019

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Transcript of IKEA and Tesco Access Study report dated 27 February 2019