- Wokingham Borough Council

Transcription

TRANSPORT APPRAISAL
LAND EAST OF WATMORE LANE, WINNERSH
Client: Taylor Wimpey Southern Counties
i-Transport LLP
Grove House
Lutyens Close
Chineham Court
Basingstoke
Hampshire
RG24 8AG
Tel: 01256 338640 Fax: 01256 338644
i-Transport Ref: JCB/BT/DW/ITB6076-001A R
Date: 19 December 2011
COPYRIGHT
The contents of this document must not be copied or reproduced in whole or in part without the written
consent of i-Transport LLP
QUALITY MANAGEMENT
Report No.
Comments
Date
ITB6076-001
Draft
16/11/11
ITB6076-001A
Final
19/12/11
Author
David Webb /
Ben Thomas
David Webb /
Authorised
James Bevis
James Bevis
Ben Thomas
File ref:
T:\Projects\6000 Series Project Numbers\6076ITB Land West of Watmore Lane, Winnersh\Admin\Report and Tech
Notes\ITB6076-001A R Transport Appraisal.doc
Ref: JCB/BT/DW/ITB6076-001A R
CONTENTS
EXECUTIVE SUMMARY ...................................................................................... 1
SECTION 1
INTRODUCTION ........................................................................ 2
SECTION 2
ACCESS ........................................................................................ 4
SECTION 3
TRANSPORT SUSTAINABILITY.............................................. 8
SECTION 4
HIGHWAYS IMPACT ............................................................... 18
SECTION 5
OVERVIEW TRANSPORT STRATEGY ................................. 34
SECTION 6
SUMMARY AND CONCLUSIONS ......................................... 41
FIGURES
FIGURE 1.1
SITE LOCATION PLAN
FIGURE 3.1
WALKING CATCHMENT
FIGURE 3.2
CYCLING CATCHMENT
FIGURE 3.3
LOCAL ACCESSIBILITY PLAN
FIGURE 4.1
NET IMPACT OF DEVELOPMENT TRAFFIC – AM
PEAK
FIGURE 4.2
NET IMPACT OF DEVELOPMENT TRAFFIC – AM
PEAK
APPENDICES
APPENDIX A EMERGING SITE MASTERPLAN
APPENDIX B
SITE ACCESS ARRANGEMENTS
APPENDIX C WINNERSH RELIEF ROAD PHASE II PROPOSED
HIGHWAY ALIGNMENT
APPENDIX D LINSIG OUTPUTS
APPENDIX E
PICADY OUTPUTS
APPENDIX F
ARCADY OUTPUTS
Land East of Watmore Lane, Winnersh
Transport Appraisal
EXECUTIVE SUMMARY
This report provides a detailed Transport Appraisal of the proposal for some 421 dwellings
on land east of Watmore Lane, Winnesh. This site is being promoted by Taylor Wimpey
Southern Counties as a housing site outside of the Strategic Development locations.
It is clear that the site is well located to local facilities and services – residents will have
genuine opportunities to make trips locally on foot and by bicycle. The site is also well
located to frequent bus services and Winnesh rail station is within an acceptable walking
distance.
It will be important that the development brings forward a robust sustainable transport
strategy to facilitate and encourage new and existing residents to travel by non car models.
There is a very good baseline to build upon in this regard – the strategy will include
improvements and extensions to the (already very good) walking and cycling network; more
frequent and/or diverted bus services – providing the opportunity to serve an area of north
– eastern Winnesh, which is currently somewhat distant from buses; and the implementation
of a meaningful Travel Plan. The size of the scheme is an important virtue because it will be
sufficiently large to be able to fund significant transport improvements and provide enough
residents to make improved bus services commercially viable in the long term.
Access to the site from the external highway network is readily achievable in accordance
with the relevant design guidance set out in the Manual for Streets.
The potential traffic impact of the scheme on the local highway network has been robustly
tested based on the latest traffic data from the Wokingham Strategic Transport Model. This
shows that there is no traffic constraint to all 421 or so dwellings coming forward following
the completion of Phase II of the Winnersh Relief Road; and that at least 300 dwellings on
the site should be achievable prior to its completion. The scheme is also well placed to
provide an appropriate financial contribution to substantially assist in bringing forward
important local highway schemes including Phase II of the Winnersh Relief Road and capacity
improvements at the Loddon Bridge Gyratory.
Against this background, the proposal will provide sustainable development; is readily
deliverable; and offers the opportunity to deliver significant improvements to local transport
infrastructure.
Page 1
Transport Appraisal
SECTION 1
INTRODUCTION
1.1
Background
1.1.1
Taylor Wimpey Southern Counties has appointed i-Transport LLP to provide
transport and highways advice with regard to the proposed development of circa
421 dwellings on land east of Watmore Lane, Winnersh. A site location plan is
included as Figure 1.1. The emerging masterplan for the site is provided in Appendix
A.
1.1.2
The purpose of this report is to consider transport and highways matters for the
site to inform a comprehensive overarching informal submission to Wokingham
Borough Council (‘the Council’) with regard to the ‘Options for the Managing
Development Delivery DPD’, which will identify housing sites, outside of Strategic
Development Locations, to meet the Borough's housing requirement until 2026.
1.2
Scope
1.2.1
From a transport perspective, the Options for the Managing Development Delivery
DPD identifies three transport criteria, as follows:
i)
Site is accessible to facilities and services (ref: Draft DPD page 33);
ii) Site can be accessed from the existing road network (ref: Draft DPD page
35); and
iii) Impact on highway network (ref: Draft DPD page 36).
1.2.2
This note considers the proposed development against each of these matters.
1.3
Structure
1.3.1
This remainder of this note is structured as follows:
•
Section 2 sets out a proposed access strategy in terms of providing
vehicular, pedestrian, cyclist, emergency vehicle and potentially bus access to
the site.
•
Section 3 provides an overview of relevant national and local policy with
regard to accessibility and sustainability in transport terms; sets out the
opportunities for walking, cycling and public transport; and summarises the
availability of local facilities and services in the area.
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Transport Appraisal
•
Section 4 estimates the likely traffic generation of the proposal and
considers the impact that this will have on the local highway network. In
particular, key local junctions have been assessed and how the impact of the
development can be mitigated has been considered.
•
Section 5 provides an overview of a potential transport strategy for the
proposal.
•
Section 6 provides a summary and conclusions.
Page 3
Transport Appraisal
SECTION 2
ACCESS
2.1
Introduction
2.1.1
This section provides an overview of the proposed vehicular, pedestrian, cyclist,
emergency vehicle and (potentially) bus access to the proposal.
2.2
Vehicular Access
2.2.1
It is proposed to provide vehicular access to the proposed development by
extending Woodward Close into the site, broadly in the location of the southern
end of Watmore Lane. The new access road will be 5.7m wide and there will be a
2.0m footway on the northern side of the proposed access road and a 3.5m wide
shared use footway/cycleway on the southern side.
2.2.2
It is proposed that the existing northern end of Woodward Close forms the minor
arm of the site access junction. This is on the basis that the northern end of
Woodward Close only serves 100 or so dwellings compared to the potential circa
421 dwellings on the development site. The proposed site access arrangements are
shown in i-Transport drawing no. ITB6076-GA-002, a copy of which is provided in
Appendix B.
2.2.3
This drawing also demonstrates that visibility splays of 2.4m x 43m to both the left
and right from the Woodward Close minor arm are achievable either with the
public highway or land under the applicant’s control. These sight lines are
appropriate for an 85th percentile wet-weather speed of 30mph and therefore
provide safe and acceptable visibility in accordance with the requirements set out in
MfS.
2.2.4
To the south of the proposed site access, the carriageway width across the roadover-rail bridge is some 5.2m. This provides sufficient width for a car and large
vehicle to pass each other.
2.2.5
i-Transport drawing no. ITB6076-GA-001, a copy of which is also provided in
Appendix B, demonstrates that adequate forward visibility appropriate for vehicle
speeds of 20mph is achievable within the highway or land under the applicant’s
control around the bend in the carriageway to the south of the bridge.
2.2.6
It is understood that Phase 2 of the Winnersh Relief Road (WRR) will tie in with the
A329 Reading Road at the junction with Woodward Close, as shown in Appendix C.
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Transport Appraisal
2.2.7
The proposal to serve the development proposal via the existing A329 Reading Road
/ Woodward Close signalised junction is therefore not prejudiced by, nor does it
prejudice, the second phase of the WRR.
2.3
Emergency Vehicle Access
2.3.1
Previous design guidance sought to restrict the number of dwellings that could be
served from a single access. Normally a maximum of 300 dwellings was used, and
this was primarily based on the need for an alternative access for emergency vehicles
in the event of an emergency where the only access was obstructed.
2.3.2
Manual for Streets (MfS1) however, states in paragraph 6.7.3 that limiting the size of
a development that can be served by a single access route based on the number of
dwellings is no longer appropriate. Current guidance promotes a much less
numbers-driven approach and each application is based on a risk assessment by the
fire services for the site, on the basis of the response time requirements.
2.3.3
Against this background, there is no national or local policy restricting the use of a
single point of access to serve the proposed development.
2.3.4
In any event, it is proposed to provide an emergency vehicle access via Maidensfield
to the north-west of the site. Maidensfield is a residential cul-de-sac and forms forms
a simple priority junction with Watmore Lane. It currently comprises a 5.5m wide
carriageway with 2.0m wide footways and therefore is suitable to form an
emergency access to the site.
2.4
Pedestrian/Cyclist
2.4.1
PPG13 sets out the objective of achieving the greatest degree of access by walking
and cycling to help promote walking as a primary means of access.
2.4.2
Against this background, pedestrian/cyclist connections are proposed via the
following routes:
i)
Maidensfield;
ii) Watmore Lane; and
iii) Woodward Close.
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Transport Appraisal
2.4.3
These links will form 2.0-3.0m wide footway/cycle links which will be illuminated and
will be well-overlooked by motorists and/or adjacent properties. These connections
will provide links to the existing good quality pedestrian provision through the
residential development immediately to the west of the site.
2.4.4
The provision of these direct walking routes will assist in reducing the walking
distances between land uses in the area and will assist in reducing reliance on the
use of the private car for future residents in accordance with the aims and objectives
of PPG13.
2.5
Bus
2.5.1
There is the potential to divert the existing bus services operating on the A329
Reading Road into the site via Woodward Close and out via Maidensfield.
2.5.2
MfS states that carriageways on bus routes should not generally be less than 6.0m
wide, although paragraph 6.5.7 states this width ‘could be reduced on short
sections with good inter-visibility between opposing flows’. The carriageway
width on Woodward Close across the road-over-rail bridge is some 5.2m for a
distance of some 60m-70m.
2.5.3
There is good intervisibility between opposing vehicles on Woodward Close either
side of the road-over-rail bridge.
If buses did occasionally meet then it could be
possible for one of them to give way.
2.5.4
Maidensfield is a residential cul-de-sac of some 180m in length with a carriageway
width of 5.5m. It is very lightly trafficked with low vehicle slows speed. There are
short sections of ‘single-track’ working as a result of the existing on-street parking.
2.5.5
The existing carriageway width will be sufficient to accommodate a bus with
minimum intervisibility of 43m to enable opposing vehicles to be able to see each
other either side of any parked cars, in accordance with the likely vehicle speeds on
the route.
2.6
Summary
2.6.1
It is proposed that vehicular access to the site is via an extension of Woodward
Close. The northern end of the existing Woodward Close will form the minor arm
of a simple priority junction with the proposed site access. Emergency access will be
via Maidensfield. The proposed arrangements are in full compliance with the
guidance set out in Manual for Streets.
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Transport Appraisal
2.6.2
The proposal to serve the development proposal via the existing A329 Reading Road
/ Woodward Close signalised junction is not prejudiced by, nor does it prejudice,
the second phase of the Winnersh Relief Road and therefore it has been
demonstrated that adequate vehicular access can be provided to serve the proposed
development.
2.6.3
High quality pedestrian and cycle connections into the site are proposed at
Maidensfield, Watmore Lane, and Woodward Close to provide links to the existing
good quality pedestrian provision through the residential development immediately
to the west of the site.
2.6.4
There is the potential to divert the existing bus services operating on the A329
Reading Road into the site via Woodward Close and out onto Maidensfield. These
existing routes are suitable to accommodate buses in accordance with the guidance
in MfS.
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Transport Appraisal
SECTION 3
TRANSPORT SUSTAINABILITY
3.1
Introduction
3.1.1
This section considers the transport sustainability of the proposal, as follows:
•
An overview of national and local transport policy is provided to provide
context;
•
An audit of opportunities for walking, cycling and public transport is
provided; and
•
An overview of local facilities and services is set out to identify the
opportunities for local travel.
3.2
Policy
Planning Policy Guidance Note 13: Transport (PPG13)
3.2.1
PPG13 (January 2011) provides the overarching national transport policy for new
development. The key objectives of PPG13 are to:
“- Promote more sustainable transport choices for both
people and for moving freight;
- Promote accessibility to jobs, shopping, leisure facilities and
services by public transport, walking and cycling; and
- Reduce the need to travel especially by car.”
3.2.2
The need for Transport Assessments to accompany planning applications for new
development is set out in paragraph 23. PPG13 requires Transport Assessments to
illustrate the accessibility of the site by all modes, and give details of the proposed
measures to improve access by walking, cycling and public transport. Sections 4 and
5 of this report details the accessibility of the site.
Planning Policy Statement 3: Housing (PPS3)
3.2.3
The most recent version of Planning Policy Statement 3 (PPS3) Housing was
published in June 2010.
One of the core objectives of PPS3 is “to create
sustainable, inclusive and mixed use communities in all areas, both rural
and urban” (ref: PPS3 paragraph 9). The guidance also identifies that development
should be focused “in locations with good public transport accessibility
and/or by means other than the private car” (ref: PPS3 paragraph 37).
Page 8
Transport Appraisal
Draft National Planning Policy Framework
3.2.4
The Government published its draft National Planning Policy Framework (NPPF) in
July 2011.
It is intended that this will eventually provide a single document to
supersede all planning policy guidance notes and planning policy statements.
A
section is provided in respect of transport, which largely upholds the preceding
national planning policy documents. Paragraph 86 encourages developments that
take up opportunities for travel by the more sustainable modes of travel and for safe
access to sites for all road users.
3.2.5
The draft NPPF states new developments should be located and designed where
practical to:
-
create safe and secure layouts which minimise
conflicts between traffic and cyclists or pedestrians;
[…]
3.2.6
give priority to pedestrian and cycle movements, and
have access to high quality public transport facilities;
Subject to these criteria, paragraph 86 advises that:
“…development should not be prevented or refused on
transport grounds unless the residual impacts of development
are severe, and the need to encourage increased delivery of
homes and sustainable economic development should be
taken into account.”
WBC Local Development Framework
3.2.7
The Wokingham Borough Core Strategy Development Plan Document (DPD) was
adopted by the Council 29 January 2010. It sets out a planning framework for guiding
the location and level of development in the Borough up to 2026.
3.2.8
To achieve sustainable development, the DPD states that proposals likely to
generate significant demands for travel movements should be located in areas with
the best access to existing facilities and services. This will enable future residents to
have a choice of modes of transport to access a range of destinations and will assist
in reducing the use of the private car.
3.2.9
Policy CP6 ‘Managing Travel Demand’ states the new development should:
“a) Provide for sustainable forms of transport to allow choice;
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Transport Appraisal
b) … located where there are or will be at the time of
development choices in the mode of transport available and
which minimise the distance people need to travel;
c) Improve the existing infrastructure network, including road,
rail and public transport, enhance facilities for pedestrians and
cyclists, including provision for those with reduced mobility,
and other users;”
[…]
3.3
Existing Conditions
Walking and Cycling
3.3.1
To the south of the site, Woodward Close provides a good quality 3.5m wide
footway/cycleway on the eastern side of the carriageway. The footway/cycleway
crosses the railway line via a separate bridge alongside the road-over-rail bridge. To
the south of the railway line, it is separated from the carriageway by a grass verge.
This route is street lit and provides safe and convenient pedestrian access to the
existing pedestrian facilities on the A329 Reading Road. There is also a footway on
the western side of Woodward Close as far as the priority junction which serves
no’s 1 to 57 Woodward Close.
3.3.2
The A329 Reading Road / Woodward Close signalised crossing provides Toucan
crossing facilities on the eastern and southern arms of the junction. There are is a
shared use footway/cycleway, approximately 2.5m wide, situated on Reading Road
on the northern side carriageway. There is a mandatory on-road cycle lane on the
southern side of the carriageway. These provide good quality, direct and continuous
pedestrian and cyclist routes, which are well illuminated and well overlooked, to all
the facilities and services provided in Winnersh and Wokingham town centres.
3.3.3
The existing residential area to the west of the site provides a good quality
pedestrian network. There are a series of 1.5m-2.0m wide footways and well lit
pedestrian routes via lightly trafficked and low speed residential roads, including
Danywern Drive and Watmore Lane, which create a pleasant environment for
walking. These pedestrian facilities provide a direct link to Winnersh Rail Station,
Winnersh Primary School, and Forest School.
3.3.4
The Winnersh Crossroads provides dedicated pedestrian crossing facilities on all
arms of the junctions and there are controlled crossing facilities on Reading Read at
the junction providing access to the Sainsburys Superstore located some 100m
further south.
Page 10
Transport Appraisal
3.3.5
On this basis, walking and cycling journeys to and from the site can be easily and
safely accommodated by the existing pedestrian and cycling network.
Public Transport
3.3.6
The closest bus stops to the site are located on the A329 Reading Road, to the
north of the junction with Woodward Close. The A329 Reading Road forms the
principal public transport corridor between Reading and Wokingham. The bus stop
on the northern side of the road serving southbound buses is some 460m walking
distance from the southern part of site. The bus stop on the southern side of the
carriageway serving northbound buses is 530m walking distance from the site and is
accessible via a dedicated pedestrian crossing at the Reading Road / Woodward
Close signalised junction. These bus stops are located some 770m and 840m
respectively from the centre of the site.
3.3.7
These bus stops are therefore some 5-6 minutes walk from the southern part of the
site (assuming an average walking speed of 1.4m per second) and thus within a
realistic walking distance of the development (the stops are located some 8-9
minutes from the centre of the site). Whilst they are just outside the recommended
maximum walking distance to bus stops of 400m identified in the IHT document
‘Planning for Public Transport in Developments’, this is not a ‘cut off’ beyond which
people no longer use public transport. It is important to note that the TfL document
‘Transport Assessment Best Practice Guidance’, May 2006, defines the maximum
walk time to a bus stop as 8 minutes or a distance of 640 metres. Against the
background, the closest bus stops to the site are located within a reasonable walking
distance from most of the site.
3.3.8
There are also further bus stops situated on the B3030 Robin Hood Lane, located
some 700m (equating to 8 minutes walking distance) from the western part of the
site.
Page 11
Transport Appraisal
3.3.9
A total of four buses per hour in each direction (i.e. every 15 minutes) serve the
A329 Reading Road corridor on a weekday with three to four buses per hour on
weekends. These buses provide connections with Reading Town Centre,
Wokingham, and Bracknell for access to a wide range of employment, retail and
leisure facilities. The journey time by bus to Reading Town Centre is approximately
25 minutes, with a 6-minute journey to Wokingham, and 23-minutes to Bracknell.
The first available service for Reading Town Centre leaves the nearest stops to the
site at 0625 and the last return journey is at 2011. The earliest service for
Wokingham and Bracknell leaves the bus stops at 0723 and the last return journey is
at 2106. As a result, the current bus services accommodate a range of journey
purposes to and from the site.
3.3.10 Table 3.1 below outlines the bus services which serve the stops on Reading Road
and Robin Hood Lane. The principal bus routes are shown in Figure 3.3.
Table 3.1: Bus Routes and Frequencies
Service
Route
126/128/129
Approximate Daytime Frequency
Mon-Fri
Sat
Sun
Wokingham- Twyford- Reading
Hourly
2 Hourly
-
Reading- Twyford- Wokingham
Hourly
2 Hourly
-
190
Reading- Wokingham- Bracknell
20 mins
20 mins
30 mins
(via Reading Road)
Bracknell- Wokingham- Reading
20 mins
20 mins
30 mins
202
Whitley Wood – Winnersh-
1 return
(via Reading Road)
Holt School/Emmbrook School
journey
-
-
-
-
-
-
(via Reading Road
and Robin Hood
Lane)
244
Reading – Wokingham
(via Reading Road)
1 return
journey
302
School route-Sandhurst-
1 return
(via Reading Road)
Winnersh- Henley College
journey
Source: Traveline South East
3.3.11 The site is therefore relatively well located to frequent bus services that provide fast
and direct connections to the local area and, in particular, the facilities and services
offered by Reading, Wokingham, and Bracknell town centres.
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Transport Appraisal
Rail
3.3.12 Winnersh Rail Station is located approximately 750m from the east of the site and is
therefore within the recommended maximum distance of 800m recommended by
the Institution for Highways and Transportation (IHT) document ‘Planning for Public
Transport in Developments’.
3.3.13 The centre of the site is located some 1.1km from the rail station, only just outside
the preferred maximum distance. The rail station is therefore still within an easy 12
minute walk for future residents of the site via the lightly trafficked resident roads of
Danywern Drive and Robin Hood Lane.
3.3.14 Winnersh Rail Station is situated on the Reading to London Waterloo line with
services operated by South West Trains and First Great Western. Direct
connections are available to/from Reading, Bracknell, and London Waterloo at a
frequency of two trains per hour during daytimes and evenings, Monday through to
Saturday, with additional services during the peak hour periods. On Sundays the
frequency is approximately one service per hour.
3.3.15 These trains provide modern and comfortable services with a journey time to/from
Reading of approximately 10 minutes and an 11-minute journey time to Bracknell.
3.3.16 Table 3.2 summarises the key destinations, frequencies and journey times for
services from Winnersh Rail Station (the services shown are direct services only).
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Transport Appraisal
Table 3.2: Rail Services and Frequencies
Destination
London
Waterloo
Daytime Frequency
30 mins
(plus additional peak
Reading
Saturday
Sunday
05:51 /
05:51 /
08:03 /
23:21
23:21
23:03
06:00 /
06:00 /
08:21 /
00:36
00:36
00:51
05:51 /
05:51 /
08:03 /
23:21
23:21
23:03
05:51 /
05:51 /
08:03 /
23:21
23:21
23:03
15:35
-
-
33 mins
15:35
-
-
84 mins
hour services)
30 mins
Bracknell
hour services)
30 mins
Wokingham
hour services)
Guildford
One direct train per
day
Gatwick
One direct train per
Airport
day
Time
Mon-Fri
hour services)
30 mins
Journey
First / Last Service
Typical Mon -Sat
(approx)
74 mins
10 mins
11 mins
4 mins
Source: SW Trains, First Great Western, National Rail
3.3.17 Table 3.2 demonstrate that the site is accessible to frequent direct rail services to
main towns in the area, including London.
3.4
Accessibility
Introduction
3.4.1
National guidance provided in PPS3 and PPG13 stresses the need to promote
residential developments in areas that have good accessibility to jobs, key services,
community facilities, and public transport.
3.4.2
This section considers the accessibility of the proposed development by walking,
cycling and public transport to local services and facilities, including employment,
leisure, and shopping. National statistics, shown in Table 3.3, indicate that these
journey purposes account for approximately two-thirds of all journeys made.
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Transport Appraisal
Table 3.3: Proportion of Trips per Year by Journey Purpose
Journey Purpose
Proportion of Trips
Leisure
27%
Shopping
20%
Commuting/Business
18%
Education/Escort Education
11%
Personal Business
11%
Other Escort
9%
Other
4%
(Source: Table NTS0409 of Transport Statistics Great Britain 2010)
Walking and Cycling Catchment Areas
3.4.3
Paragraph 75 of PPG13 states that “walking is the most important mode of
travel at the local level and offers the greatest potential to replace short
car trips, particularly under 2 kilometres”. Further Guidance can be found in
the Manual for Streets, which states at paragraph 4.4.1:
“Walkable neighbourhoods are typically characterised by
having a range of facilities within 10 minutes’ (up to about 800
m) walking distance of residential areas which residents may
access comfortably on foot. However, this is not an upper limit
and PPS13 states that walking offers the greatest potential to
replace short car trips, particularly those under 2 km. MfS
encourages a reduction in the need to travel by car through
the
creation
of
mixed-use
neighbourhoods
with
interconnected street patterns, where daily needs are within
walking distance of most residents.”
3.4.4
Figure 3.1 illustrates the 800m (‘comfortable’) and 2km (‘acceptable’) walking
distance from the site, and shows that Winnersh Primary School, Forest School, and
Winnersh Rail Station are located within a ‘comfortable’ walking distance from the
western part of the site whilst the whole site is within an ‘acceptable’ walking
distance of all local facilities within Winnersh, including the Sainsburys Superstore.
3.4.5
PPG13 also states that cycling “has the potential to substitute for short car
trips, particularly those under 5km, and to form part of a longer journey
by public transport.” Figure 3.2 shows a 5km ‘crow-fly’ cycling distance from the
site. It shows that all of Winnersh and Wokingham, as well as the majority of Lower
Earley and the Winnersh Triangle employment areas, are within an easy cycling
distance of the site.
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Transport Appraisal
3.5
Key Local Destinations
3.5.1
By understanding the main types of journeys that people make, the key destinations
for future residents of the proposed site can be determined. Table 3.4 provides an
assessment of the key local destinations by journey purpose and summarises the
opportunities to access each destination by walking and cycling. The destinations are
also shown in a local accessibility plan provided in Figure 3.3.
Table 3.4: Existing Key Local Destinations
Destination
Education
Winnersh Primary School
Forest School
Bearwood Primary School
Emmbrook School
Bearwood College
Hawthorns Primary School
Employment
Grovelands Avenue Workshops
Winnersh Crossroads- inc. Creative Directions
and other businesses
The Metro Business Centre
Hatch Farm/Mill Lane- business premises
Winnersh Triangle Industrial Areas
Wokingham Town Centre
Health
Robinspool Dental Practice
Sainsbury’s Pharmacy
Westfield Road Surgery
Woosehill Medical Centre
Retail
Winnersh Sainsbury’s
Local shops Reading Road- inc. Barbers, PO
Local Shops Reading Road- inc. Halfords
Wokingham Town Centre
Leisure
Wokingham Bowling Club
Recreation Ground (next to Winnersh Primary
School)
Recreation Ground (near Forest School)
Dinton Pastures Country Park
Monkey Mates Jungle Gym
Hurst Golf Course
Nirvana Spa
Showcase Cinemas
Bearwood Park
Distance
Walk Journey
Time (mins)
Cycle Journey
Time (mins)
1.0 km
1.0 km
2.3 km
2.4 km
2.9 km
3.1km
12 minutes
12 minutes
-
4 minutes
4 minutes
9 minutes
9 minutes
11 minutes
12 minutes
0.8 km
9 minutes
3 minutes
1.3 km
15 minutes
5 minutes
2.3 km
2.9 km
3.2 km
3.5 km
-
9 minutes
11 minutes
12 minutes
13 minutes
1.0 km
1.4 km
2.1km
2.5 km
12 minutes
17 minutes
-
4 minutes
5 minutes
8 minutes
9 minutes
1.4 km
1.6 km
2.5 km
3.5 km
17 minutes
19 minutes
-
5 minutes
6 minutes
9 minutes
13 minutes
0.7 km
8 minutes
3 minutes
1.5 km
18 minutes
6 minutes
1.6 km
1.8 km
2.3 km
2.7 km
2.7 km
3.0 km
3.3 km
19 minutes
21 minutes
-
6 minutes
7 minutes
9 minutes
10 minutes
10 minutes
11 minutes
12 minutes
Source: Consultant’s Estimates
Note: Walk journey time assumes an average walking speed of 1.4m/s. Cycle journey time assumes an average cycling speed of
16km/h. Journey times are approximate and measured via the shortest practicable route.
Page 16
Transport Appraisal
3.5.2
The analysis demonstrates there are several large employment areas within a short
cycling distance of the site, including the Winnersh Triangle employment areas.
Wokingham Town Centre is also located within an easy cycling distance of the site,
and is accessible by a direct and continuous off-road cycle route.
3.5.3
There are a range of existing schools in the adjacent residential providing future
residents with a choice of primary schools and a large secondary school, all of which
can be reached either on foot or by bicycle.
3.5.4
Winnersh local centre, including the Sainsburys Superstore, will be directly
accessible from the site via a safe and convenient, direct pedestrian route within a
reasonable walking distance of the site.
3.5.5
There are also a variety of leisure destinations that can be reached within easy
cycling distance of the site. There are several existing medical facilities in the vicinity
of the site which fall within an acceptable walking distance.
3.6
Summary
3.6.1
The site is well located to a safe pedestrian network that provides easy and
convenient access to the facilities and services within Winnersh local centre and rail
station. Winnersh is a local service centre with a range of employment, education,
retail, and leisure destinations within a reasonable walking and easy cycling distance
of the site, which will provide genuine opportunities for future residents of the site
to make local journeys on foot and by bicycle instead of using the car.
3.6.2
Reading and Wokingham are also accessible from the site by direct rail and bus
services for access to a wider range of employment, retail and leisure facilities.
Winnersh Rail Station is located within a short walking distance from the east of the
site and is accessible by a convenient pedestrian route and provides half-hourly
services to Reading, Wokingham, and Bracknell with short journey times.
3.6.3
The A329 Reading Road also forms the principal public transport corridor between
Reading and Wokingham and there are bus stops located within a reasonable
walking distance of the site. These services also provide direct services to Reading,
Wokingham, and Bracknell.
3.6.4
The development proposal therefore complies with national and local transport
policy through promoting development in a location where there is a good level of
accessibility by a choice of non-car modes of transport to a range of destinations.
Page 17
Transport Appraisal
SECTION 4
HIGHWAYS IMPACT
4.1
Introduction
4.1.1
This section provides an initial appraisal of the potential highways impact of 421
dwellings on the site on the local highway network using traffic data obtained from
the Wokingham Strategic Transport Model.
At this stage, the impact at the
following key locations has been considered:
4.1.2
•
A329 Reading Road / Woodward Close signalised junction;
•
Winnersh Crossroads;
•
Loddon Bridge Gyratory; and
•
A329 Reading Road / Winnersh Relief Road Phase II junction.
An assessment of the impact of the proposed development has been undertaken for
a 2026 design year.
4.2
Baseline Traffic Flow
4.2.1
Baseline traffic data for the local highway network has been obtained directly from
Wokingham Borough Council. The data has been extracted from the Wokingham
Strategic Transport Model (WSTM). The junction turning count model outputs are
based on the latest available (September 2011) versions of the 2026 morning and
evening peak hour forecasts. This design year is in accordance with the timeframe of
the Adopted Wokingham Borough Council Core Strategy.
4.2.2
This initial assessment has been based on two separate forecast scenarios within the
WSTM. The underlying development and infrastructure assumptions for each
scenario are set out below.
Scenario A
4.2.3
Scenario A includes all committed developments (i.e. developments with a valid
planning permission, soft commitments (i.e. developments likely to receive planning
permission), and Core Strategy development and infrastructure assumptions within
Reading Borough and Bracknell Forest Borough (including the Amen Corner
Strategic Development Location (SDL)). It excludes any Core Strategy development
assumptions within Wokingham Borough.
Page 18
Transport Appraisal
4.2.4
Scenario A also includes Hatch Farm Dairies, which comprises approximately 400
dwellings to the west of the A329 Reading Road. Winnersh Relief Road Phase 1
forms the access road for this development and as such is included within the
scenario.
Scenario B
4.2.5
Scenario B comprises all the assumptions within Scenario A and also includes the
Core Strategy development assumptions in Wokingham Borough, including the
proposed SDL developments.
It excludes any off-site transport interventions
required to mitigate the impact of the development. Scenario B and has not been
assessed as part of this assessment.
Scenario C
4.2.6
Scenario C comprises all the assumptions within Scenario A and also includes the
Core Strategy development assumptions in Wokingham Borough, including the
proposed SDL developments. It also includes all on-site infrastructure provision and
all off-site transport interventions required to mitigate impacts of development.
4.2.7
The Core Strategy development assumptions within Wokingham comprise additional
development in Wokingham Town Centre as well as SDLs at North Wokingham
(1,500 dwellings, 15,000sqm of employment, and 1 primary school), South
Wokingham (2,500 dwellings, 2 primary schools), Arborfield Garrison (3,500
dwellings, 30,800sqm of employment, 2 primary schools, 1 secondary school, and
4,000sqm of retail) and South of the M4 (2,500 dwellings, 55,000sqm of employment,
and 2 primary schools).
4.2.8
The off-site infrastructure comprises the Shinfield Eastern Relief Road, the
Arborfield Relief Road, the Ashridge Interchange (A329(M)/A321 Twyford Road),
the North Wokingham Distributor Road, and the South Wokingham Distributor
Road. Additional bus routes serving SDL development are also included.
4.2.9
The additional infrastructure also includes Phase II of the Winnersh Relief Road
(between King Street Lane and Reading Road), which will be brought forward by
WBC.
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Transport Appraisal
4.3
Traffic Generation, Distribution and Assignment
4.3.1
The initial traffic generation of the proposed residential development at Land East of
Watmore Lane, Winnersh has been estimated on the basis of the agreed vehicular
trip rates used to assess the proposed nearby Hatch Farm Diaries development, as
set out in the Transport Assessment accompanying that planning application.
4.3.2
The agreed vehicular trip rates for the proposed Hatch Farm Diaries scheme are
reproduced in Table 4.1 below.
Table 4.1: Vehicular Trip Rates – Residential Development (Hatch Farm
Diaries)
Trip Rate (per dwelling)
Time
In
Out
Total
AM Peak (0800 – 0900)
0.165
0.462
0.627
PM Peak (1700 – 1800)
0.440
0.240
0.680
Source: Hatch Farm Diaries Transport Assessment
4.3.3
On the basis of the vehicular trip rates agreed for the Hatch Farm Diaries site, the
resultant peak hour trips for the proposed residential development are presented in
Table 4.2.
Table 4.2: Vehicular Trip Generation – Residential Development: 421
Dwellings (Based on Hatch Farm Diaries Parameters)
421 Dwellings
AM Peak (0800 – 0900)
PM Peak (1700 – 1800)
In
Out
Total
In
Out
Total
69
195
264
185
101
286
Source: TRICS / Consultant’s Estimates
4.3.4
On the basis of the agreed vehicular trip rates for the proposed Hatch Farm Diaries
development, the analysis indicates that the proposed development is likely to
generate a maximum of 340 two-way vehicle trips in the peak hour periods.
4.3.5
The assignment of the generated traffic has been undertaken on the basis of the
agreed distribution set out in the Transport Assessment accompanying the Hatch
Farm Dairies planning application.
4.3.6
The above figures will of course need to be revisited, in due course. The initial
analysis undertaken takes no account of peak hour spreading, reassignment of traffic,
or any modal shift as a result of the proposed transport strategy and therefore is an
extremely robust assessment of the traffic impacts of the development proposal.
Page 20
Transport Appraisal
4.4
Net Impact
4.4.1
On the basis of the previously agreed vehicular trip rates, distribution and
assignment at Hatch Farm Diaries applied to the proposed development at Land at
Watmore Lane, and traffic data obtained from the WSTM, the impact on the A329
Reading Road corridor at the Reading Road / Woodward Close signalised junction,
Winnersh Crossroads, and Loddon Bridge Gyratory during the weekday morning
and evening peak periods in Scenario A and C is illustrated on Figures 4.1 and 4.2
respectively.
Winnersh Crossroads
4.4.2
The analysis demonstrates that the proposed development will generate a maximum
of approximately 190 additional vehicle movements at the Winnersh Crossroads
during the peak hour periods in Scenario A (there will not be an impact at the
junction in Scenario C – see paragraph 4.5.13), i.e. approximately three additional
vehicle movements every minute.
The impact on the A329 Reading Road
approaches will be as follows:
•
A maximum of broadly two vehicles per minute on the A329 Reading Road
northbound approach in the morning peak hour – an increase of around
10%; and
•
A maximum of approximately two vehicles per minute on the A329 Reading
Road southbound approach in the evening peak – an increase of broadly
17%.
Loddon Bridge Gyratory
4.4.3
The assessment also shows the impact at the Loddon Bridge Gyratory in Scenario A,
with a maximum of approximately 190 extra vehicle movements (around one
additional vehicle movement at the junction every three minutes) during the peak
hour periods.
4.4.4
The impact on the A329 Reading Road arms will be as follows:
•
A maximum increase of approximately two additional vehicles per minute on
the A329 Reading Road northbound approach in the morning peak hour –
an impact of less than 10%; and
Page 21
Transport Appraisal
•
A maximum increase of one vehicle every two minutes on the A329 Reading
Road southbound approach in the evening peak hour – an impact of 3.5%.
4.4.5
In Scenario C, due to the reassignment of traffic as a result of the completed
Winnersh Relief Road, the traffic generated by the site will approach the junction
from the Lower Earley South arm, which will result in an increase of around 4.1% to
6.6% in the peak hour periods on this approach.
4.5
Operational Assessments
4.5.1
Operational assessments have been carried out for the 2026 design year ‘with’ and
‘without’ development on the basis of the traffic data obtained from the WSTM in
the weekday morning and evening peak hour periods for Scenario A and Scenario C.
Scenario A
A329 Reading Road / Woodward Close Signalised Junction
4.5.2
An initial LinSIG model has also been created to assess the capacity of the A329
Reading Road / Woodward Close signalised junction on the basis of the existing
layout using the latest controller specification provided by WBC. Full LinSIG outputs
are included in Appendix D. The results of the assessments are shown in Table 4.3.
Table 4.3: Operational Assessment for A329 Reading Road / Woodward Close –
2026 Base
2026 Base (Scenario A)
AM Peak Hour
DoS
Queue
A329 Reading Road (North)
78.7%
29
Woodward Close
23.1%
A329 Reading Road (South)
94.0%
Practical Reserve Capacity
PM Peak Hour
Delay
Delay
DoS
Queue
19
98.4%
41
65
1
40
13.8%
1
41
38
34
84.4%
28
20
(s/pcu)
-4.5%
(s/pcu)
-9.3%
Note: Delay = average delay per arriving vehicle during the modelled peak hour period (in seconds)
4.5.3
The results demonstrate that the A329 Reading Road / Woodward Close junction
will be ‘over capacity’ in the morning and evening peak hour periods under the
forecast 2026 baseline conditions whether or not the proposed development comes
forward.
Page 22
Transport Appraisal
4.5.4
As part of the mitigation measures strategy, it is proposed to implement a minor
improvement scheme to the junction. The proposed scheme comprises amendments
to the green times to take account of the revised traffic flows and slightly extending
the cycle time in the evening peak (to accord with the maximum cycle time in the
morning peak).
4.5.5
Full LinSIG outputs are included in Appendix D. The results of the assessments are
shown in Table 4.4.
2026 Base + Development (421dw) + Mitigation Measures
2026 Base + Development (Scenario A)
AM Peak Hour
DoS
Queue
90.7%
32
Woodward Close
88.8%
91.3%
PM Peak Hour
Delay
Delay
DoS
Queue
33
96.3%
44
48
9
86
53.5%
3
56
37
27
83.7%
30
20
(s/pcu)
-1.4%
(s/pcu)
-7.0%
4.5.6
The analysis indicates that the additional traffic generated by the development when
the scheme is fully built out can be accommodated at the junction with the proposed
minor mitigation measures and the A329 Reading Road / Woodward Close junction
is forecast to operate better than if the development does not take place.
Scenario C
A329 Reading Road / Woodward Close Ghost-Island Junction
4.5.7
It is understood that following the completion of the Winnersh Relief Road Phase II
(WRR II), Woodward Close will be diverted and will connect with the A329 Reading
Road via a ghost-island priority junction. A feasibility junction arrangement has not
yet been prepared by WBC.
4.5.8
In order to undertake an initial assessment of the proposed ghost-island junction
arrangement, it has been assumed all northbound traffic (i.e. towards Reading) using
the Winnersh Relief Road rather than the A329 Reading Road.
Page 23
Transport Appraisal
4.5.9
The TRL program PICADY has been used to assess the capacity of the proposed
junction (using robust geometric parameters in the absence of a feasibility junction
arrangement). Full PICADY outputs are included in Appendix E. The results of the
assessment are shown in Tables 4.5.
Ghost-Island Arrangement: 2026 + Development (421dw)
2026 Base (Scenario C) + Development
AM Peak Hour
RFC
Queue
-
-
Woodward Close
0.640
0.200
PM Peak Hour
Delay
Delay
RFC
Queue
-
-
-
-
2
41
0.337
1
37
0
11
0.545
2
18
(s/veh)
(s/veh)
4.5.10 The analysis demonstrates that on completion of the Winnersh Relief Road Phase II,
the proposed ghost-island arrangement (using robust geometric parameters) at the
A329 Reading Road / Woodward Close junction is forecast to provide sufficient
capacity to accommodate the traffic generated when the scheme is fully built out and
it is forecast to operate without significant queuing and delay.
Winnersh Crossroads
4.5.11 An initial LinSIG model has been created to assess the capacity of the Winnersh
Crossroads on the basis of the existing layout. The staging, inter-green, phase delays
and method of control were derived from the latest controller specification for the
junction, as supplied by WBC. Full LinSIG outputs are included in Appendix D. The
results of the assessments are shown in Table 4.6.
Page 24
Transport Appraisal
Scenario A
Table 4.6: Operational Assessment for Winnersh Crossroads – 2026 Base
AM Peak Hour
PM Peak Hour
Max
Total
Delay
Max
Total
Delay
DoS
Queue
(s/pcu)
DoS
Queue
(s/pcu)
110.2%
52
266
88.7%
27
86
B3030 Robin Hood Lane
110.5%
63
252
88.6%
18
61
110.1%
100
252
89.3%
38
71
B3030 King St Lane
112.3%
50
287
87.7%
19
64
-24.8%
+0.8%
4.5.12 The results demonstrate that the Winnersh Crossroads will be ‘over capacity’ in the
morning peak hour under the forecast 2026 baseline conditions resulting in long
queues and delay on all arms of the junction. The junction is expected to be broadly
‘at capacity’ in the evening peak hour in 2026. This analysis demonstrates that
improvements are likely to be required at the junction whether or not the proposed
development comes forward.
Scenario C
4.5.13 It has been assumed that the significant majority of traffic generated by the proposed
development will use the Winnersh Relief Road and therefore only a small number
of vehicle movements with a destination to the north of the proposed development
will use the A329 Reading Road. It is therefore expected that there will only be a
nominal impact at the Winnersh Crossroads following the completion of the
Winnersh Relief Road Phase II as a result of the development proposal and for the
purposes of this initial analysis the impact of the development in Scenario C has not
been assessed.
4.5.14 An initial LinSIG model has also been created to assess the capacity of the Loddon
Bridge Gyratory on the basis of the existing layout. The staging, inter-green, phase
delays and method of control were derived from the latest controller specification
for the junction, as supplied by WBC. Full LinSIG outputs are included in Appendix
D. The results of the assessments are shown in Tables 4.7 and 4.8.
Page 25
Transport Appraisal
4.5.15 It is understood there is a Wokingham Borough Council committed improvement
scheme at the Loddon Bridge Gyratory. This schemes comprises increasing the
number of through lanes on the ‘hamburger’ arrangement to three and also
increasing the number of entry lanes on the Lower Earley Way (North) northbound
arm and the A329 Reading Road (North) arm from two to three. However, in order
to undertake a robust assessment, the existing layout has been assessed.
Scenario A
Table 4.7: Operational Assessment for A329 Reading Road / Lower Earley Way
North (Loddon Bridge Gyratory) – 2026 Base
AM Peak Hour
PM Peak Hour
Max
Total
Delay
Max
Total
Delay
DoS
Queue
(s/pcu)
DoS
Queue
(s/pcu)
A329 Reading Road (West)
92.0%
25
44
79.9%
13
35
Lower Earley Way (North)
54.5%
11
15
85.7%
33
22
A329 Reading Road (East)
95.9%
21
41
68.1%
8
19
Lower Earley Way (South)
122.3%
164
367
77.8%
13
16
-35.9%
+2.3%
4.5.16 The results demonstrate that the forecast demand at the Loddon Bridge Gyratory is
expected to exceed capacity under the forecast 2026 baseline conditions in the
morning peak hour period. The junction is expected to retain some capacity in the
evening peak hour in 2026. This analysis demonstrates that the identified
improvement scheme is required whether or not the proposed development comes
forward.
Page 26
Transport Appraisal
North (Loddon Bridge Gyratory) + Development (421dw)
2026 Base (Scenario A) + Development
AM Peak Hour
PM Peak Hour
Max
Total
Delay
Max
Total
Delay
DoS
Queue
(s/pcu)
DoS
Queue
(s/pcu)
93.5%
28
52
81.2%
14
36
52.8%
11
14
86.0%
36
55
98.2%
27
48
71.2%
9
20
122.3%
164
367
77.8%
13
16
-35.9%
-2.0%
4.5.17 Table 4.8 demonstrates that the additional traffic associated with the proposed
development will not have a noticeable impact on the performance of the Loddon
Bridge Gyratory in the morning peak hour period. The junction is forecast to still
operate within capacity in the evening peak hour with the development fully built
out. The additional delay incurred per vehicle (typically a maximum of 10-20 seconds
on each arm) during the morning peak hour will not be noticeable in comparison to
a typical journey time of say 20-25 minutes.
4.5.18 Notwithstanding the nominal impact of the proposed development on the operation
of the Loddon Bridge Gyratory, Taylor Wimpey Southern Counties are willing to
work with Wokingham Borough Council to assist in bringing forward the proposed
improvement scheme.
Scenario C
4.5.19 It has been assumed that all traffic generated by the proposed development will use
the Winnersh Relief Road and therefore all traffic with a destination via the A329
Reading will approach the Loddon Bridge Gyratory via Lower Earley Way rather
than the A329 Reading Road.
4.5.20 Full LinSIG outputs are included in Appendix D. The results of the assessments are
shown in Tables 4.9 and 4.10.
Page 27
Transport Appraisal
North (Loddon Bridge Gyratory) – 2026 Base
2026 Base (Scenario C)
AM Peak Hour
PM Peak Hour
Max
Total
Delay
Max
Total
Delay
DoS
Queue
(s/pcu)
DoS
Queue
(s/pcu)
93.1%
28
55
72.8%
12
34
36.5%
8
12
93.3%
47
33
87.6 %
14
27
87.5%
11
36
125.3%
197
402
84.1%
17
18
-39.3%
-3.7%
Note: Delay = max delay per arriving vehicle during the modelled peak hour period (in seconds)
4.5.21 The results demonstrate that demand at the Loddon Bridge Gyratory is expected to
exceed capacity under the forecast 2026 baseline conditions in Scenario C.
North (Loddon Bridge Gyratory) + Development (421dw)
2026 Base + Development (Scenario C)
AM Peak Hour
PM Peak Hour
Max
Total
Delay
Max
Total
Delay
DoS
Queue
(s/pcu)
DoS
Queue
(s/pcu)
94.7%
28
45
75.2%
13
35
36.5%
8
13
94.5%
50
35
89.6%
14
31
88.7%
12
38
125.8%
208
407
85.6%
18
18
-39.8%
-5.1%
Note: Delay = max delay per arriving vehicle during the modelled peak hour period (in seconds)
4.5.22 The analysis indicates that the additional traffic associated with the development
proposal will have a negligible detrimental impact on the performance of the Loddon
Bridge Gyratory in 2026 (Scenario C) with minor increases to the forecast queue
lengths and delay during the peak hour periods.
4.5.23 As set out above, Taylor Wimpey Southern Counties can assist in bring forwarding
the committed improvement scheme at Loddon Bridge Gyratory, which will improve
the operation of the junction in the peak hour periods.
A329 Reading Road / Winnersh Relief Road Phase II Junction
4.5.24 It is understood that the proposed A329 Reading Road / Winnersh Relief Road
Phase II junction at the eastern end of the route is still at pre-feasibility design stage.
Page 28
Transport Appraisal
4.5.25 WBC has advised that the proposed junction is likely to comprise a three-arm
unsignalised roundabout with a 60m ICD, with all approaches to the junction
forming single carriageways, widening to two-lanes on entry to the roundabout.
4.5.26 In order to undertake a worst case assessment of the junction, it has been assumed
all traffic generated by the development will use the proposed roundabout (once the
WRR II has been completed), with all northbound traffic (i.e. towards Reading) using
the Winnersh Relief Road rather than the A329 Reading Road.
4.5.27 An initial assessment of the proposed junction has been undertaken using the
parameters provided by WBC. The TRL program ARCADY 6 has been used to
assess the capacity of the proposed roundabout (using robust geometric
parameters). Full ARCADY outputs are included in Appendix F. The results of the
assessments are shown in Tables 4.11 and 4.12.
Table 4.11: Operational Assessment for A329 Reading Road / Winnersh Relief
Road Phase II Junction – 2026 Baseline
2026 Base (Scenario C)
AM Peak Hour
RFC
Queue
0.727
3
0.794
Winnersh Relief Road II
0.479
PM Peak Hour
Delay
Delay
RFC
Queue
9
0.629
2
7
4
9
0.813
4
10
1
5
0.444
1
5
(s/veh)
(s/veh)
Note: Delay = maximum delay per arriving vehicle during the modelled peak hour period (in seconds)
4.5.28 On the basis of the initial assessment (using robust parameters) the results show
that the proposed A329 Reading Road / Winnersh Relief Road Phase II Junction is
likely to operate efficiently with minimal queuing and delay during the morning and
evening peak hours under the 2026 forecast traffic conditions.
Table 4.12: Operational Assessment for A329 Reading Road / Winnersh Relief
Road Phase II Junction – 2026 + Development (421dw)
2026 Base (Scenario C) + Development
AM Peak Hour
RFC
Queue
0.869
6
0.845
Winnersh Relief Road II
0.518
PM Peak Hour
Delay
Delay
RFC
Queue
18
0.672
2
7
5
13
0.836
5
12
1
5
0.527
1
5
(s/veh)
(s/veh)
Note: Delay = maximum delay per arriving vehicle during the modelled peak hour period (in seconds)
Page 29
Transport Appraisal
4.5.29 The analysis demonstrates that the additional traffic associated with the proposed
development is unlikely to have a noticeable impact on the performance of the A329
Reading Road / Winnersh Relief Road Phase II Junction and it will continue to
operate within capacity.
4.6
Number of Dwellings Prior to Completion of the Winnersh Relief Road
Phase II
Introduction
4.6.1
It is clear from the traffic impact analyses above that the A329 Reading
Road/Woodward Close signalised junction is capable of accommodating the traffic
generation of all of the 421-or-so dwellings on the site without resulting in material
queuing and delay, i.e. the signal junction is not a constraint to achieving residential
development of the site.
4.6.2
In Scenario A, i.e. prior to the completion of the Winnersh Relief Road Phase II, the
key highways issue is the operation of the Winnersh Crossroads. This junction is
predicted to be ‘over capacity’ without the development proposal and therefore its
ability to accommodate a material increase in traffic needs to be considered
carefully.
4.6.3
However, it is clear that once the Winnersh Relief Road Phase II is completed that
little or no traffic from the site will travel through the Winnersh Crossroads
because the relief road will provide a faster alternative route, i.e. once the relief
road is complete there should be no traffic capacity restriction to residential
development on the site.
4.6.4
Against this background, the potential constraint to achieving residential
development on the site is the operation of the Winnersh Crossroads, which gives
rise to the question: how many dwellings can be achieved on the site prior to the
completion of the Winnersh Crossroads?
Acceptable Levels of Impact
4.6.5
It is understood that there is no moratorium on development in the Winnersh area.
Therefore, it follows that a modest level of development is acceptable providing that
it does not result in a material impact at the Winnersh Crossroads.
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Transport Appraisal
4.6.6
It is expected that the level of impact that would not result in a material impact at
the Winnersh Crossroads would be at least around one additional vehicle
movement every two minutes in the peak hours (30 vehicles per hour (vph)).
4.6.7
As set out above, it is expected that circa 65% of the development traffic will travel
through the Winnersh Crossroads, and the peak hour vehicular trip rate is circa
0.65vph per dwelling. On this basis, a traffic impact of 30vph at the Winnersh
Crossroads would result from a development of circa 75 dwellings1 on the site.
4.6.8
To illustrate this point, the impact of 100 dwellings, has been assessed. The results
of the analysis are shown in Table 4.13.
Table 4.13: Operational Assessment for Winnersh Crossroads – 2026 Base +
Development (100dw)
2026 Base (Scenario A) + Development
AM Peak Hour
PM Peak Hour
Max
Total
Delay
Max
Total
Delay
DoS
Queue
(s/pcu)
DoS
Queue
(s/pcu)
112.7%
58
301
88.9%
27
83
B3030 Robin Hood Lane
113.2%
70
291
90.8%
19
67
109.4%
98
258
90.1%
32
76
B3030 King St Lane
112.3%
50
287
89.7%
20
68
-25.7%
-0.9%
4.6.9
The analysis demonstrates that the additional traffic associated with the
development of 100 dwellings on the site is unlikely to have a noticeable impact on
the performance of the Winnersh Crossroads in the peak hour periods
4.6.10 To make a greater level of impact acceptable, e.g. 60vph (one vehicle per minute), it
is likely that some minor modifications will be needed to the junction. An initial
appraisal shows that capacity would be improved by allowing right-turn movements
from the A328 Reading Road arms to occur at the same time. This minor capacity
improvement appears to be achievable within existing highway land. On this basis, a
development of circa 150 dwellings could be achieved prior to the completion of the
relief road.
1
30vph ÷ 65% = 46vph.
46vph ÷ 0.65vph per dwelling = 71 dwellings
Page 31
Transport Appraisal
4.6.11 An even greater level of impact, e.g. 120vph (two vehicles per minute), could
perhaps be mitigated by additional significant improvements to local walking, cycling
and public transport infrastructure.
This would require a robust sustainable
transport strategy that facilitates non-car travel by new residents and existing
residents in the local area. In particular, it is noted that residents on the northern
side of the A329 Reading Road are currently poorly served by public transport and
would therefore benefit considerably from new/more frequent/diverted bus services.
An impact of 120vph is equivalent to a development of circa 300 dwellings on the
site, and this level of development is likely to provide sufficient additional bus
patronage to make the provision of new/more frequent/diverted bus services
financially viable in the long term.
Summary
4.6.12 As matters move forward, discussions will be required with the local highway
authority and local bus operators to identify an agreed strategy, but it is clear that a
significant amount of the development is not dependent on the WRR Phase III being
delivered:
•
75 to 100 dwellings will not have a material or noticeable impact and are
therefore
is
achievable
without
triggering
the
need
for
capacity
improvements;
•
150 dwellings should be achievable with minor capacity improvements; and
•
300 dwellings should be achievable with minor capacity improvements and a
robust sustainable transport strategy.
4.7
Summary
4.7.1
An assessment of the likely traffic impact of the development proposal using robust
parameters has been undertaken. The key conclusions of the assessment are as
follows:
•
The existing signalised A329 Reading Road / Woodward Close junction will
operate no worse in 2026 than if the development does not come forward
(as a result of a minor improvement scheme) with the full development built
out;
Page 32
Transport Appraisal
•
The proposed A329 Reading Road / Woodward Close ghost-island junction,
will provide sufficient capacity to accommodate the traffic generated by the
full development following the implementation of the Winnersh Relief Road
Phase II;
•
The proposed A329 Reading Road / Winnersh Relief Road Phase II
roundabout will provide sufficient spare capacity to accommodate the
additional traffic generated by the proposed development;
•
The impact of the proposed development at the Winnersh Crossroads is
acceptable at approximately 75 to 100 dwellings and therefore this quantum
of development is not dependent on the completion of the Winnersh Relief
Road Phase II;
•
150 or so dwellings will be achievable prior to Winnersh Relief Road Phase
II with minor capacity improvements at Winnersh Crossroads;
•
Circa 300 dwellings will be achievable prior to Winnersh Relief Road Phase
II with minor capacity improvements at Winnersh Crossroads and a robust
sustainable transport strategy to the benefit of both new and existing
residents;
•
It is expected there will only be a nominal impact at the Winnersh
Crossroads following the completion of the Winnersh Relief Road Phase II
(the significant majority of traffic generated by the proposed development
will use the Winnersh Relief Road for journeys to the north rather than the
A329 Reading Road) and therefore the full development can be mitigated by
the Winnersh Relief Road Phase II; and
•
The additional traffic associated with the proposed development will not
have a noticeable impact on the performance of the Loddon Bridge Gyratory
with or without the Winnersh Relief Road Phase II (the development can
also help bring forward the identified WBC improvement scheme).
4.7.2
In addition, if peak hour spreading, reassignment of traffic, and the modal shift as a
result of the proposed transport strategy are taken account of, these will all assist in
off-setting the impact of the development.
Page 33
Transport Appraisal
SECTION 5
OVERVIEW TRANSPORT STRATEGY
5.1
Introduction
5.1.1
The aim of the transport strategy will be to deliver a sustainable development in
transport terms. This will mean encouraging fewer and shorter journeys, and less
use of the car.
Figure 5.1: Sustainability Diagram
Short
Journey Length
Medium
Long
Walk
More Sustainable
Cycle
Bus
Train
Car
More Sustainable
5.1.2
The above figure illustrates the sustainable alternatives to car use for journeys of
differing lengths:
•
Walking is the most sustainable mode of travel and is most appropriate for
short journeys;
•
Cycling is a sustainable alternative to the car for short to medium length
journeys;
•
Bus is a more sustainable alternative for medium length journeys; and
•
Train travel is the sustainable alternative for longer journeys.
Page 34
Transport Appraisal
5.1.3
The car however provides for all of the journey lengths and this presents a challenge
to delivering sustainable development. To meet this challenge, the greatest effort
needs to be put towards encouraging the alternatives to car use. The approach of,
and resulting expenditure within, the transport strategy thus needs to be allocated
according to the relative sustainability of the mode, i.e. the greatest expenditure
should be to encourage and facilitate walking; with the least on providing new
highway infrastructure to make driving a car easier.
5.1.4
This approach will be adopted for the Land East of Watmore Lane site and should
also roll out wider sustainability benefits to the existing community by providing
much better provision for walking, cycling and public transport, linking the site and
north-eastern Winnersh with the rest of Winnersh, as well as Wokingham town
centre.
5.1.5
This approach fully accords with the aims of delivering sustainable development in
accordance with the Government’s aims and National Policy.
5.2
Improved Walking Connections
5.2.1
At this stage, detailed pedestrian audits have not been undertaken but it is clear that
the provision of footways and pedestrian links within the local highway network is
relatively comprehensive.
This element of the transport strategy will therefore
relate to enhancing the existing provision through:
•
The provision of dropped kerbs and tactile paviours at side road crossings
on main pedestrian desire lines where these don’t currently exist;
•
Localised footway widening on these desire lines – this is likely to require
localised narrowing of carriageway widths, which in itself is beneficial
because it slows vehicle speeds;
•
Providing new road crossing points on the desire lines – these should
include build outs and/or central refuges where possible (signalised facilities
where traffic flows and pedestrian demands are higher) to minimise crossing
distances and/or enable one traffic stream to be crossed at a time;
•
Improved lighting and/or surfacing; and
•
Traffic calming – appropriate measures to slow vehicle speeds and provide a
more pleasant and safer environment for pedestrian journeys.
Page 35
Transport Appraisal
5.3
Improved Cycling Connections
5.3.1
For cyclists the key destinations is likely to be central Winnersh, Winnersh Triangle
employment area, and Wokingham town centre. Both sites have relatively good
existing cycle routes to this destination:
•
Winnersh – via direct and continuous shared use footway/cycleway on the
A329 Reading Road to the north of the site;
•
Winnersh
Triangle
Employment
Area
–
mainly
via
shared
use
footway/cycleway on the A329 Reading Road; and
•
Wokingham Town Centre – via direct and continuous shared use
footway/cycleway and/or mandatory on-road cycle lane on the A329 Reading
Road to the south of the site.
5.3.2
These routes are however capable of improvement and it will be important to
explore with WBC the following:
•
Whether there is the opportunity to provide cycle facilities on the most
direct routes from the site to the Winnersh Triangle employment area;
•
How conditions for cyclists could be further enhanced – e.g. by achieving
slower vehicle speeds; and
•
How destination facilities (e.g. cycle parking) could be enhanced.
5.4
Improved Public Transport
5.4.1
Further discussions with the Council and bus operators will be needed, but the
following options will merit further investigation to deliver more frequent bus
services on the A329 Reading Road corridor:
•
Enhancement of 126/128/129 bus service to increase the frequency from
one per hour to every half hour; and/or
•
Diversion of bus service 126/128/129 and/or service 190 to serve northeastern Winnersh and the site;
•
Provision of a new circular service linking the site with main employment
destinations and the town centre and rail station.
Page 36
Transport Appraisal
5.4.2
In very broad terms, the population of 421 dwellings should generate sufficient
patronage, and hence revenue, to cover the annual cost of providing an additional
bus (circa £130,000 per year). Therefore, the development proposal offers the
opportunity to enhance existing bus services in a way that will be commercially
viable in the long term.
5.4.3
In addition to enhancing existing bus services, the development proposal also offers
the opportunity to provide improved bus infrastructure – particularly improved bus
stops with shelters, lighting, seating, timetable information and raised ‘bus boarder’
kerbs; but perhaps also assist in delivering Real Time Passenger Information systems.
5.5
Travel Plan
5.5.1
In line with current transport policy guidance, a Framework Travel Plan (FTP) will
need to be developed for the development proposals. The FTP will aim to promote
sustainable lifestyles amongst new residents, through:
•
Reducing the need for travel by private car, and in particular reducing single
occupancy car journeys;
5.5.2
•
Providing non-car mode travel options for local journeys; and
•
Influencing modal choice.
There are a large number of benefits that will be derived from the successful
implementation of a travel plan; for residents, pupils, employees and visitors to the
site as well as the wider community and environment. In particular, these include
the health benefits of a more sustainable lifestyle, both in terms of increased fitness
from walking and cycling and a healthier environment with fewer vehicle emissions.
In environmental terms, the impact of the development on the local environment
will be lessened in terms of reduced congestion, noise and atmospheric pollution
created by vehicle trips to and from the site.
5.5.3
The FTP will need to be developed around a set of guiding principles:
•
A residential focus to capture trip generation at its origin, whilst also
providing the context for the development of Travel Plans for the other uses
on the site, including schools and workplaces;
•
Providing the transport infrastructure to support sustainable lifestyle
choices; and
Page 37
Transport Appraisal
•
Early implementation of the Travel Plan measures, to ensure that sustainable
travel patterns develop amongst residents from the outset.
5.5.4
The proposed developments will provide a high level of pedestrian and cycle
permeability to encourage the use of non-car modes of transport for local journeys.
The development will provide new footway/cycleway facilities to enable direct
pedestrian linkages towards the town centre and other key services and facilities. As
set out above a bus strategy will be proposed for the development to provide future
residents with better bus services to enable them to undertake medium distance
journeys by non-car modes.
5.5.5
In addition to this non-car mode infrastructure, the FTP will propose a range of noninfrastructure or ‘soft’ measures for the developments that might include for
example:
•
A public transport travel card/season ticket for every household (first owner
of each dwelling only) to encourage public transport use from first
occupation;
•
Measures to promote walking and cycling, including provision of plans of
walking and cycling routes to local facilities;
•
Promotion of public transport, including provision of public transport
timetable and route information;
•
Promotion of local car sharing scheme;
•
The opportunity for the procurement of a car club;
•
A residents’ travel information pack; and/or
•
Provision of up to date travel information by other means, including a
community travel website and community notice boards.
Page 38
Transport Appraisal
5.5.6
The FTP will also need to provide a framework for management and implementation
of the Travel Plan.
A Travel Plan Co-ordinator should be appointed by the
developer for the duration of the construction period.
The Travel Plan Co-
ordinator will be responsible for implementing the Travel Plan measures, promoting
the Travel Plan amongst residents, ensuring resident participation and monitoring
the Travel Plan outcomes against targets. The Travel Plan Co-ordinator should be
supported by a Steering Group, comprising representatives from the Council and
residents groups.
5.5.7
The FTP will need to provide a target reduction in car use, which should be achieved
within, say, five-years after occupation of an agreed number of dwellings on the site.
Interim targets should also be set and subject to ongoing review.
5.5.8
A monitoring strategy will be necessary, perhaps with questionnaire surveys to
promote the involvement of residents.
5.6
New Highways Infrastructure
5.6.1
The development also offers the opportunity to help bring forward a number of
local highway infrastructure improvement schemes, including;
•
Minor capacity improvements at the existing Woodward Close / Reading
Road signals and the Winnersh Crossroads;
•
The Winnersh Relief Road Phase II (between King Street Lane and Reading
Road), including the proposed A329 Reading Road / Winnersh Relief Road
Phase II roundabout;
•
Replacement of the existing signalised junction at the A329 Reading Road /
Woodward Close junction with a ghost-island arrangement;
•
The proposed improvement scheme at the Loddon Bridge Gyratory. This
scheme comprises increasing the number of through lanes on the
‘hamburger’ arrangement and also increasing the number of entry lanes on
Lower Earley Way (North) and the A329 Reading Road (East).
5.7
Summary
5.7.1
The focus of the transport strategy should be on promoting walking, cycling and
public transport (ideally in that order of priority) in accordance with the aims of
national and local transport policy. This should be achieved by:
Page 39
Transport Appraisal
•
Improving existing pedestrian routes from the sites to key facilities –
particularly between the site to Winnersh rail station along Danywern Drive
and Watmore Lane;
•
Improving cycle routes and cycle parking facilities at destinations –
particularly between the site and Winnersh Triangle employment area;
•
Funding better bus services – either by improving the frequency of existing
local services and / or, or by doubling services to serve north eastern
Winnersh and the site, and by providing better bus stops; and
•
5.7.2
The implementation of a comprehensive Travel Plan.
In this way, the need for expensive highways mitigation can be minimised and the
aims of current and emerging national policy (which will give a presumption in favour
of sustainable development) will be met.
5.7.3
The proposed development also offers the opportunity to assist in bringing forward
Phase II of the Winnersh Relief Road, as well as the identified improvement scheme
at the Loddon Bridge Gyratory.
Page 40
Transport Appraisal
SECTION 6
SUMMARY AND CONCLUSIONS
6.1
Summary
6.1.1
Taylor Wimpy Southern Counties are promoting land east of Watmore Lane,
Winnersh for approximately 421 dwellings.
6.1.2
This report has been prepared to consider transport and highways matters for the
site in response to Wokingham Borough Council’s ‘Options for the Managing
Development Delivery DPD’, which has an aim to identify housing sites, outside of
Strategic Development Locations, to meet the Borough's housing requirement until
2026.
6.1.3
It is proposed that vehicular access to the site is via an extension of Woodward
Close. The northern end of the existing Woodward Close will form the minor arm
of a simple priority junction with the proposed site access. Emergency access will be
via Maidensfield.
6.1.4
High quality pedestrian and cycle connections into the site are proposed at
Maidensfield, Watmore Lane, and Woodward Close to provide links to the existing
good quality pedestrian provision through the residential development immediately
to the west of the site.
6.1.5
The proposed access arrangements are in full compliance with the guidance set out
in Manual for Streets and will provide safe and acceptable vehicular and pedestrian
access to the site from the existing local highway network.
6.1.6
The site is well located to a safe pedestrian network that provides easy and
convenient access to the facilities and services within Winnersh local centre and rail
station. Winnersh is a local service centre with a range of employment, education,
retail, and leisure destinations within a reasonable walking and easy cycling distance
of the site, which will provide genuine opportunities for future residents of the site
to make local journeys on foot and by bicycle instead of using the car.
6.1.7
Reading and Wokingham are also accessible from the site by direct rail and bus
services for access to a wider range of employment, retail and leisure facilities.
Winnersh Rail Station is located within a short walking distance from the east of the
site and is accessible by a convenient pedestrian route and provides half-hourly
services to Reading, Wokingham, and Bracknell with short journey times.
Page 41
Transport Appraisal
6.1.8
The A329 Reading Road also forms the principal public transport corridor between
Reading and Wokingham and there are bus stops located within a reasonable
walking distance of the site, which also provides direct services to Reading,
Wokingham, and Bracknell.
6.1.9
The development proposal therefore complies with national and local transport
policy through promoting development in a location where there is a good level of
accessibility by a choice of non-car modes of transport to a range of destinations.
6.1.10 The existing good accessibility of the site will be enhanced through the delivery of a
comprehensive transport strategy which will be brought forward by the proposed
development. This will focus on promoting walking, cycling and public transport
accordance with the aims of national and local transport policy and will also benefit
existing local residents in the vicinity of the site.
6.1.11 The strategy includes improving existing pedestrian and cycle routes from the sites
to key facilities, funding improvements to local bus services and the implementation
of a comprehensive Travel Plan.
6.1.12 An initial appraisal of the potential highways impact of 421 dwellings on the site on
the local highway network has been undertaken on the basis of the traffic data
obtained from the Wokingham Strategic Transport Model.
6.1.13 Using robust parameters, the analysis demonstrates the existing signalised A329
Reading Road / Woodward Close junction will operate no worse in 2026 with the
full development built out than if the development does not come forward (as a
result of a minor improvement scheme).
6.1.14 Following the implementation of the Winnersh Relief Road Phase II, the proposed
A329 Reading Road / Winnersh Relief Road Phase II roundabout, and A329 Reading
Road / Woodward Close ghost-island junction, will provide sufficient spare capacity
to accommodate the additional traffic generated by the proposed development.
6.1.15 The impact of the proposed development at the Winnersh Crossroads is immaterial
at approximately 75 - 100 dwellings and therefore this quantum of development is
not dependent on the completion of the Winnersh Relief Road Phase II. At least
300 dwellings should be achievable prior to Phase II of the Relief Road with a minor
improvement scheme at the Winnersh Crossroads and a robust sustainable
transport strategy that will encourage and facilitate non car travel by both new and
existing residents.
Page 42
Transport Appraisal
6.1.16 It is expected there will only be a nominal impact at the Winnersh Crossroads
following the completion of the Winnersh Relief Road Phase II and the additional
traffic associated with the proposed development will not have a noticeable impact
on the performance of the Loddon Bridge Gyratory with or without the Winnersh
Relief Road Phase II.
6.1.17 The proposed development also offers the opportunity to assist in bringing forward
Phase II of the Winnersh Relief Road, as well as the identified improvement scheme
at the Loddon Bridge Gyratory.
6.2
Conclusion
6.2.1
This report demonstrates that the proposed site at Land East of Watmore Lane,
Winnersh fully accords with the transport criteria set out in Wokingham Borough
Council ‘Options for the Managing Development Delivery DPD’ as follows:
•
Vehicular and pedestrian access to the site can be provided from the existing
road network in accordance with the guidance set out in Manual for Streets;
•
The site is accessible to a range of key services and facilities by a choice of
modes of transport. This accessibility will be enhanced by the
implementation of a comprehensive transport strategy and Travel Plan to
facilitate and encourage non-car travel, that will also benefit existing local
residents;
•
At least 300 dwellings can be delivered prior to the completion of the
Winnersh Relief Road (Phase II).
The full scheme can be adequately
mitigated by the completion of the WRR II (the proposed development
offers the opportunity to assist in bringing forward Phase II of the Winnersh
Relief Road, as well as the identified improvement scheme at the Loddon
Bridge Gyratory).
Page 43
FIGURES
B3030
ROBIN HOOD
LANE
WINNERSH
RAIL STATION
WATMORE
LANE
WINNERSH
CROSSROAD
TO
READING
SITE
WOODWARD
CLOSE
B3030
KING STREET
LANE
A329
READING ROAD
Grove House, Lutyens Close, Chineham Court,
Basingstoke, RG24 8AG
M4
Tel: 01256 338 640
Fax: 01256 338 644
www.i-transport.co.uk
TO
WOKINGHAM
FILE REF:
ITB6076-FIG 1.1
REV:
TITLE:
WATMORE LANE, WINNERSH
SITE LOCATION PLAN
FIGURE No:
FIGURE 1.1
2km RADIUS FROM
CENTRE OF SITE
SITE
Tel: 01256 338 640
Fax: 01256 338 644
TITLE:
2km WALKING DISTANCE PLAN
FILE REF:
ITB6076-FIG 3.1
REV:
FIGURE No:
FIGURE 3.1
KEY
1
21
3
4
TO
READING
TOWN CENTRES
NURSERY / PRIMARY / JUNIOR SCHOOLS
TO
TWYFORD
2
WINNERSH PRIMARY SCHOOL
ST PAUL PLAY GROUP &
EMBROOK JUNIOR SCHOOL
BEARWOOD PRIMARY SCHOOL
T
1
T
2
ST PAUL’S C of E JUNIOR SCHOOL
1
2
1
1
WINNERSH
TRIANGLE
3
4
1
1
5
1
BUS
WOKINGHAM
(incl. BEECHCROFT DENTAL PRACTICE /
TUDOR HOUSE SURGERY / VARIOUS RESTURANTS)
RETAIL
SECONDARY SCHOOLS
1
WINNERSH
(incl. HIRE CENTRE / LONDIS / THRESHERS / BETTING SHOP /
POST OFFICE / HAIRDRESSERS)
1
WINNERSH TRIANGLE RETAIL PARK
(incl. HALFORDS)
FOREST BOY’S SECONDARY SCHOOL
2
SAINSBURY’S
EMBROOK SECONDARY SCHOOL
3
MORRISONS
BEARWOOD COLLEGE
EMPLOYMENT
HOLT GIRL’S SECONDARY SCHOOL
1
ST CRISPIN’S SECONDARY SCHOOL
WINNERSH TRIANGLE BUSINESS PARK
STOP
SPORTS / LEISURE
1
1
2
T
2
1
SITE
2
WINNERSH
1
3
BUS
4
STOP
1
BUS
HEALTH
H
SHOWCASE CINEMA
1
WINNERSH RECREATION GROUND
PUBLIC TRANSPORT
DINTON PASTURES COUNTRY PARK
1
NIVARNA / PULSE 8 HEATH CLUB
2
SINDLESHAM RECREATIONAL GROUND
3
WINNERSH RAIL STATION
WOKINGHAM
BUS ROUTE 126 / 128 / 129 - 1 BUS PER HOUR
(READING - TWYFORD - WOKINGHAM)
DEDICATED CYCLE ROUTE
(SHARED - USE FOOTWAY / CYCLEWAY AND
ON - ROAD FACILITY)
BUS ROUTE 190 - 3 BUSES PER HOUR
(READING - WOKINGHAM - BRACKNELL)
800m WALKING DISTANCE ISOCHRONE
(FROM CENTRE OF SITE)
3
4
WINNERSH TRIANGLE RAIL STATION
BEARWOOD GOLF CLUB
STOP
21
WOKINGHAM HOSPITAL
31
2km WALKING DISTANCE ISOCHRONE
(FROM CENTRE OF SITE)
3
1
4
2
3
WOKINGHAM
TO
BRACKNELL
41
Tel: 01256 338 640
Fax: 01256 338 644
3
H
1
T
2
5
TITLE:
LOCAL ACCESSIBILITY PLAN
FILE REF:
ITB6076-FIG 3.3
REV:
FIGURE No:
FIGURE 3.3
Impact - A329 Reading Rd W
Scenario A Base Flow: 1,439
Overall Impact Loddon Bridge Gyratory
Scenario C Base Flow: 1,538
Net Impact (A)
Net Impact (C)
+12
+12
+0.8%
+0.8%
Impact - Lower Earley Way N
Scenario C Base Flow: 946
Net Impact (A)
Net Impact (C)
+33
+33
+3.0%
+3.5%
Net Impact (A)
Net Impact (C)
+172
+171
+3.0%
+3.1%
Impact - A329 Reading Rd E
Impact - Lower Earley Way S
Net Impact (A)
Net Impact (C)
+127
+0
+9.6%
+0
Net Impact (A)
Net Impact (C)
+0
+126
Scenario A Base Flow: 719
+0%
+6.6%
Net Impact (A)
Net Impact (C)
+45
+0
+6.3%
+0%
Overall Impact Winnersh Crossroads
Winnersh Relief Road
Phase 1
Net Impact (A)
Grove House, Lutyens Close, Chineham
Basingstoke, Hampshire, RG24 8AG
Tel: 01256 338640
Overall Impact - A329/Winnersh
Relief Rd Phase II Junction
Scenario A Base Flow: NA
Net Impact (C)
+172
+0
+5.2%
+0%
NA
NA
+69
NA
NA
+2.3%
Net Impact (C)
+45
+4.4%
Net Impact (A)
Net Impact (C)
+127
+0
+10.1%
+0%
Impact - WRR Phase II
Winnersh Relief Road Phase 2
Note: Following the completion of the Winnersh Relief Road Phase II, Woodward Close will be
Net Impact (A)
Net Impact (C)
diverted and will connect with the A329 Reading Road via a ghost-island priority junction to the
NA
+45
NA
+7.0%
north of the proposed roundabout on Reading Road at the eastern end of the Winnersh Relief Road.
Note: Traffic flows shown in PCUs
Net Impact (C)
Net Impact (A)
FIGURE 4.1
Net Impact of Development Traffic (500 dwellings) - 2026
AM Peak
Net Impact (A)
Net Impact (A)
Net Impact (C)
+24
+24
+2.0%
+1.7%
Proposed new A329 Reading Road / Winnersh
Relief Road Phase II Roundabout
Overall Impact Loddon Bridge Gyratory
Net Impact (A)
Net Impact (C)
+31
+31
+3.5%
+3.4%
Impact - Lower Earley Way N
Net Impact (A)
Net Impact (C)
+88
+88
+3.7%
+3.4%
Net Impact (A)
Net Impact (C)
+186
+184
+3.3%
+3.2%
Impact - Lower Earley Way S
Net Impact (A)
Net Impact (C)
+66
+0
+7.3%
+0
Net Impact (A)
Net Impact (C)
+1
+65
+0%
+4.1%
Net Impact (A)
Net Impact (C)
+121
+0
+16.6%
+0%
Overall Impact Winnersh Crossroads
Winnersh Relief Road
Phase 1
Overall Impact - A329/Winnersh
Relief Rd Phase II Junction
Net Impact (A)
Net Impact (C)
+187
+0
+5.8%
+0%
Grove House, Lutyens Close, Chineham
Basingstoke, Hampshire, RG24 8AG
Tel: 01256 338640
Net Impact (A)
Net Impact (C)
NA
NA
+185
NA
NA
+6.6%
Net Impact (A)
Net Impact (C)
+121
+11.3%
Net Impact (A)
Net Impact (C)
+66
+0
+5.9%
+0%
Impact - WRR Phase II
FIGURE 4.2
Winnersh Relief Road Phase 2
Net Impact of Development Traffic (500 dwellings) - 2026
PM Peak
Note: Following the completion of the Winnersh Relief Road Phase II, Woodward Close will be
diverted and will connect with the A329 Reading Road via a ghost-island priority junction to the
north of the proposed roundabout on Reading Road at the eastern end of the Winnersh Relief Road.
Note: Traffic flows shown in PCUs
Net Impact (A)
Net Impact (A)
Net Impact (C)
+64
+64
+5.3%
+4.7%
Net Impact (C)
NA
+121
Proposed new A329 Reading Road / Winnersh
NA
+21.0%
+%
Relief Road Phase II Roundabout
APPENDIX A
Emerging Site Masterplan
APPENDIX B
Site Access Arrangements
APPENDIX C
Winnersh Relief Road Phase
II Proposed Highway
Alignment
APPENDIX D
LinSIG Outputs
Full Input Data And Results
User and Project Details
Project:
ITB 6067 Winnersh
Title:
A329 Reading Rd / Woodward Close Signals
Location:
File name:
Woodward Close v2.lsg3x
Author:
AL
Company:
Address:
Notes:
Network Layout Diagram
B
A
1
m
Ar
4
1
1/
)
(N
xit
Rd
)E
ng
(N
di
ea
Rd
-R
ng
di
1
ea
-R
m
Ar
1
xit
E
1
e
e
5/
os los
l
C
C
r d a rd
a
dw odw
o
oo
-W -W
2
5
m
m
r
r
2
A
A
2/ 1
2/
1
4/
1
2
1
1
Min >= 7 2
D
A
Min >= 7 3
D
A
F
F
G
C
B
G
E
C
B
C
B
1
E
C
B
F
G
E
Min >= 8
D
A
F
G
E
Min >= 7 4
D
A
2
3/ /1
3
Stages - Stage Stream
1
t
xi
1
6/
)E
(S )
(S
Rd
d
ng
R
di
g
ea din
- R ea
6
-R
m
Ar m 3
Ar
2
A329 Reading Rd / Woodward Close
C
Phase Diagram
D
A
F
G
E
C
B
Phase Input Data
Phase Name Phase Type Stage Stream Assoc. Phase Street Min Cont Min
A
Traffic
1
7
7
B
Traffic
1
7
7
C
Ind. Arrow
1
7
7
D
Traffic
1
7
7
E
Pedestrian
1
8
8
F
Pedestrian
1
8
8
G
Dummy
1
0
0
B
Phase Intergreens Matrix
Starting Phase
A B C D E F G
A
-
-
5
7 7 7 3
B
-
-
-
7 7
-
7
-
7 3
-
7 7 3
Terminating C 5 - Phase
D 7 7 7
3
E 8 8
-
8
-
-
3
F 8
8
8
-
-
3
2 2 2
-
-
G 2 2 2
Phases in Stage
Stream Stage No. Phases in Stage
1
1
AB
1
2
BC
1
3
D
1
4
EF
Stage Diagram
Stage Stream: 1
1
Min >= 7 2
Min >= 7 3
Min >= 7 4
Min >= 8
A
D
D
D
D
A
F
A
F
G
E
B
G
E
C
A
F
B
C
F
G
E
B
C
Phase Delays
Stage Stream: 1
Term. Stage Start Stage Phase Type Value Cont value
There are no Phase Delays defined
Prohibited Stage Change
Stage Stream: 1
To Stage
1 2 3 4
1
5 7 7
From
7 7
Stage 2 5
3 7 7
4 8 8 8
7
G
E
B
C
Give-Way Lane Input Data
Junction: A329 Reading Rd / Woodward Close
Lane
Max Flow
Non-Blocking
Max Turns
when
Opposing Opp. Lane
Opp.
Right Turn
Right Turn
Storage
in Intergreen
Movement
RTF
Lane
Coeff.
Mvmnts. Storage (PCU)
Move up (s)
Giving Way
(PCU)
(PCU)
(PCU/Hr)
3/2
5/1 (Right)
(Reading Rd (S))
1440
1/1
1.09
1/1
2.00
-
0.50
2
2.00
Lane Input Data
Lane
Lane
Start End
Phases
Type
Disp. Disp.
Physical
Length
(PCU)
Sat
Flow
Type
Def User
Lane
Saturation
Nearside
Width Gradient
Lane
Flow
(m)
(PCU/Hr)
Turns
Turning
Radius
(m)
Arm 5
Left
12.00
Arm 6
Ahead
Inf
1/1
(Reading Rd
(N))
U
2/1
(Woodward
Close)
U
D
1
3
60.0
Geom
-
2.60
0.00
Y
Arm 6
Left
12.00
2/2
(Woodward
Close)
U
D
1
3
4.5
Geom
-
2.60
0.00
N
Arm 4
Right
15.00
3/1
(Reading Rd
(S))
U
B
1
3
60.0
Geom
-
3.00
0.00
Y
Arm 4
Ahead
Inf
3/2
(Reading Rd
(S))
O
BC
1
3
10.3
Geom
-
2.90
0.00
N
Arm 5
Right
15.00
4/1
(Reading Rd
(N) Exit)
U
1
3
60.0
Inf
-
-
-
-
-
-
5/1
(Woodward
Close Exit)
U
1
3
60.0
Inf
-
-
-
-
-
-
6/1
(Reading Rd
(S) Exit)
U
1
3
60.0
Inf
-
-
-
-
-
-
A
1
3
60.0
Geom
-
3.90
0.00
Traffic Flow Groups
Flow Group
Start Time End Time Duration Formula
1: 'AM Peak 2026 WBC Scenario A'
08:00
09:00
01:00
2: 'AM Peak WBC 2026 Scenario C'
08:00
09:00
01:00
3: 'Development traffic AM peak 421 dw'
08:00
09:00
01:00
4: 'AM Peak 2026 WBC Scenario A + 421dw Dev'
08:00
09:00
01:00
F1+F3
5: 'AM Peak 2026 WBC Scenario C + 421dw Dev'
08:00
09:00
01:00
F2+F3
6: 'PM Peak 2026 WBC Scenario A'
17:00
18:00
01:00
7: 'PM Peak 2026 WBC Scenario C'
17:00
18:00
01:00
8: 'Development traffic PM Peak 421dw'
17:00
18:00
01:00
9: 'PM Peak 2026 WBC Scenario A + 421dw Dev'
17:00
18:00
01:00
F6+F8
10: 'PM Peak 2026 WBC Scenario C + 421dw Dev'
17:00
18:00
01:00
F7+F8
Y
Scenario 1: '1' (FG1: 'AM Peak 2026 WBC Scenario A', Plan 3: 'AM Peak -RT 6th cycle and Peds Alternate Cycles')
Traffic Flows, Desired
Desired Flow :
Destination
A
B
C
Tot.
A
0
20
991
1011
B
47
0
25
72
C
1199
4
0
1203
Tot.
1246
24
1016
2286
Origin
Traffic Lane Flows
Lane
Scenario 1:
1
1/1
1011
2/1
(with short)
72(In)
25(Out)
2/2
(short)
47
3/1
(with short)
1203(In)
1199(Out)
3/2
(short)
4
4/1
1246
5/1
24
6/1
1016
Lane Saturation Flows
Lane
Nearside
Width Gradient
Lane
(m)
Lane
Allowed
Turns
Turning
Turning Sat Flow Flared Sat Flow
Radius
Prop. (PCU/Hr)
(PCU/Hr)
(m)
Arm 5 Left
12.00
2.0 %
Arm 6 Ahead
Inf
98.0 %
Y
Arm 6 Left
12.00
0.00
N
Arm 4 Right
3.00
0.00
Y
2.90
0.00
N
1/1
(Reading Rd (N))
3.90
2/1
(Woodward Close)
2.60
0.00
2/2
(Woodward Close)
2.60
3/1
(Reading Rd (S))
3/2
(Reading Rd (S))
0.00
Y
2000
2000
100.0 %
1667
1667
15.00
100.0 %
1832
1832
Arm 4 Ahead
Inf
100.0 %
1915
1915
Arm 5 Right
15.00
100.0 %
1859
1859
4/1
(Reading Rd (N) Exit Lane 1)
Infinite Saturation Flow
Inf
Inf
5/1
(Woodward Close Exit Lane 1)
Inf
Inf
6/1
(Reading Rd (S) Exit Lane 1)
Inf
Inf
Scenario 2: '2' (FG4: 'AM Peak 2026 WBC Scenario A + 421dw Dev', Plan 2: 'AM Peak -RT every cycle + Peds
Alternate Cycles')
Desired Flow :
Destination
A
B
C
Tot.
A
0
65
991
1056
B
174
0
93
267
C
1199
28
0
1227
Tot.
1373
93
1084
2550
Origin
Traffic Lane Flows
Lane
Scenario 2:
2
1/1
1056
2/1
(with short)
267(In)
93(Out)
2/2
(short)
174
3/1
(with short)
1227(In)
1199(Out)
3/2
(short)
28
4/1
1373
5/1
93
6/1
1084
Lane
Nearside
Width Gradient
Lane
(m)
Lane
Allowed
Turns
Turning
Radius
Prop. (PCU/Hr)
(PCU/Hr)
(m)
Arm 5 Left
12.00
6.2 %
Arm 6 Ahead
Inf
93.8 %
Y
Arm 6 Left
12.00
0.00
N
Arm 4 Right
3.00
0.00
Y
2.90
0.00
N
1/1
(Reading Rd (N))
3.90
2/1
(Woodward Close)
2.60
0.00
2/2
(Woodward Close)
2.60
3/1
(Reading Rd (S))
3/2
(Reading Rd (S))
0.00
Y
1990
1990
100.0 %
1667
1667
15.00
100.0 %
1832
1832
Arm 4 Ahead
Inf
100.0 %
1915
1915
Arm 5 Right
15.00
100.0 %
1859
1859
4/1
Inf
Inf
5/1
Inf
Inf
6/1
Inf
Inf
Scenario 3: '3' (FG6: 'PM Peak 2026 WBC Scenario A', Plan 4: 'PM Peak - RT every cycle and Peds Alternate
Cycles')
Desired Flow :
Destination
A
B
C
Tot.
A
0
34
1040
1074
B
25
0
24
49
C
1092
27
0
1119
Tot.
1117
61
1064
2242
Origin
Traffic Lane Flows
Lane
Scenario 3:
3
1/1
1074
2/1
(with short)
49(In)
24(Out)
2/2
(short)
25
3/1
(with short)
1119(In)
1092(Out)
3/2
(short)
27
4/1
1117
5/1
61
6/1
1064
Lane
Nearside
Width Gradient
Lane
(m)
Lane
Allowed
Turns
Turning
Radius
Prop. (PCU/Hr)
(PCU/Hr)
(m)
Arm 5 Left
12.00
3.2 %
Arm 6 Ahead
Inf
96.8 %
Y
Arm 6 Left
12.00
0.00
N
Arm 4 Right
3.00
0.00
Y
2.90
0.00
N
1/1
(Reading Rd (N))
3.90
2/1
(Woodward Close)
2.60
0.00
2/2
(Woodward Close)
2.60
3/1
(Reading Rd (S))
3/2
(Reading Rd (S))
0.00
Y
1997
1997
100.0 %
1667
1667
15.00
100.0 %
1832
1832
Arm 4 Ahead
Inf
100.0 %
1915
1915
Arm 5 Right
15.00
100.0 %
1859
1859
4/1
Inf
Inf
5/1
Inf
Inf
6/1
Inf
Inf
Scenario 4: '4' (FG9: 'PM Peak 2026 WBC Scenario A + 421dw Dev', Plan 4: 'PM Peak - RT every cycle and Peds
Alternate Cycles')
Desired Flow :
Destination
A
B
C
Tot.
A
0
155
1040
1195
B
91
0
59
150
C
1092
91
0
1183
Tot.
1183
246
1099
2528
Origin
Traffic Lane Flows
Lane
Scenario 4:
4
1/1
1195
2/1
(with short)
150(In)
59(Out)
2/2
(short)
91
3/1
(with short)
1183(In)
1092(Out)
3/2
(short)
91
4/1
1183
5/1
246
6/1
1099
Lane
Nearside
Width Gradient
Lane
(m)
Lane
Turning
Radius
Prop. (PCU/Hr)
(PCU/Hr)
(m)
Allowed
Turns
Arm 5 Left
12.00
13.0 %
Arm 6 Ahead
Inf
87.0 %
Y
Arm 6 Left
12.00
0.00
N
Arm 4 Right
3.00
0.00
Y
2.90
0.00
N
1/1
(Reading Rd (N))
3.90
2/1
(Woodward Close)
2.60
0.00
2/2
(Woodward Close)
2.60
3/1
(Reading Rd (S))
3/2
(Reading Rd (S))
0.00
Y
1973
1973
100.0 %
1667
1667
15.00
100.0 %
1832
1832
Arm 4 Ahead
Inf
100.0 %
1915
1915
Arm 5 Right
15.00
100.0 %
1859
1859
4/1
Inf
Inf
5/1
Inf
Inf
6/1
Inf
Inf
Scenario 1: '1' (FG1: 'AM Peak 2026 WBC Scenario A', Plan 3: 'AM Peak -RT 6th cycle and Peds Alternate Cycles')
Stage Sequence Diagram
Stage Stream: 1
1
Min: 7 2
Min: 7 3
Min: 7 4
Min: 8 1
D
A
Min: 7 3
Min: 7
D
A
F
E
B
7
1
B
50s
5
Min: 7 3
C
7s
B
7
Min: 7 4
7s
7
Min: 8 1
D
A
8s
8
Min: 7 3
50s
7
Min: 7 1
D
A
7s
Min: 7
A
F
E
B
7
3
B
50s
7
Min: 7 4
7s
7
Min: 8 1
D
8s
8
Min: 7 3
B
50s
7
Min: 7
D
A
F
E
B
7
7s
7
8s
8
50s
7
7s
Stage Timings
Stage Stream: 1
Stage
1
2
3
4
1
3
1
3
4
1
Duration
50
7
7
8
50
7
50
7
8
50
Change Point
0
57
69
83
98
156
170
227
241
256
7s
7
50s
Stage
3
1
3
4
1
3
Duration
7
50
7
8
50
7
328
385
399
414
472
Change Point 314
Signal Timings Diagram
0
10
20
Phases
0
1
30
40
50
60
70
57
69
2 5:7 3
7 : 50
80
90
83
4
7:7
7:8
100
110
120
98
1
130
140
150
160
156
3
8 : 50
7:7
170
180
190
170
1
200
210
220
230
240
250
227
241
3
7:7
4
7:8
7 : 50
260
270
256
1
280
290
300
310
320
330
340
350
314
328
3
7:7
1
8 : 50
360
370
380
390
400
385
399
3
7:7
4
7 : 50
410
7:8
420
430
414
1
440
450
460
470
480
472
3
7:7
8 : 50
A
B
C
D
E
F
G
A
B
C
D
E
F
G
0
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
190
200
210
220
230
240
250
Time in cycle (sec)
260
270
280
290
300
310
320
330
340
350
360
370
380
390
400
410
420
430
440
450
460
470
480
B
1
m
Ar
1
it
Ex
se ose
lo
C
Cl
%
0
d
d
.
r
r
47
0
wa dwa
25
d
24
oo
oo
-W -W
1% Lane 2/1 + 2/2 Queue
2
5
3.
2
m
14
14
m
Ar
Ar
2
1.
m
Ar
.5
)
28
(N
xit
Rd
%
)E
g
.7
n
N
(
46
di
78
12
ea
Rd
g
11
-R
n
di
1
10
0%
ea
0.
-R
A
0
0.
4
0
0.
1
2
1
0
0
Lane 2/2 Storage (Short Lane)
5
5
t
xi
0
0.
)E
(S
)
d
0% g R d (S
4
0.
R
in
99
ad ing
16
d
11
Re
10
a
e
6
R
%
.0
94
2
PRC: -4.5 %
Total Traffic Delay: 17.5 pcuHr
m
Ar
1
m
Ar
0
3
Min >= 7 2
Min >= 7 3
D
A
F
F
G
C
B
G
E
C
B
C
B
Lane 3/2 Flows (Short Lane)
500
500
0
0
5
5
0
0
1
E
C
B
F
G
E
Min >= 8
D
A
F
G
E
Min >= 7 4
D
A
.7
D
A
37
1
C
0
Network Results
Item
Lane
Description
Lane
Type
Controller
Stream
Position In
Filtered Route
Full Phase
Arrow
Phase
Num
Greens
Total Green
(s)
Arrow
Green (s)
Demand
Flow (pcu)
Sat Flow
(pcu/Hr)
Capacity
(pcu)
Deg Sat
(%)
Network: A329
Reading Rd /
Woodward Close
Signals
-
-
N/A
-
-
-
-
-
-
-
-
94.0%
A329 Reading Rd
/ Woodward Close
-
-
N/A
-
-
-
-
-
-
-
-
94.0%
Reading Rd
(N) Left Ahead
U
1
N/A
A
6
300
-
1011
2000
1284
78.7%
2/1+2/2
Woodward
Close Right
Left
U
1
N/A
D
6
42
-
72
1667:1832
312
23.1%
3/1+3/2
Reading Rd
(S) Ahead
Right
U+O
1
N/A
B
6
312
7
1203
1915:1859
1280
94.0%
4/1
Reading Rd
(N) Exit
U
N/A
N/A
-
-
-
-
1246
Inf
Inf
0.0%
5/1
Woodward
Close Exit
U
N/A
N/A
-
-
-
-
24
Inf
Inf
0.0%
6/1
Reading Rd
(S) Exit
U
N/A
N/A
-
-
-
-
1016
Inf
Inf
0.0%
1/1
C
Turners When
Unopposed
(pcu)
Network: A329
Reading Rd /
Woodward Close
Signals
-
-
4
0
0
8.8
8.7
0.0
17.5
-
-
-
-
A329 Reading Rd
/ Woodward Close
-
-
4
0
0
8.8
8.7
0.0
17.5
-
-
-
-
1011
1011
-
-
-
3.4
1.8
-
5.2
18.5
26.7
1.8
28.5
2/1+2/2
72
72
-
-
-
0.7
0.1
-
0.8
40.6
1.0
0.1
1.2
3/1+3/2
1203
1203
4
0
0
4.8
6.7
0.0
11.5
34.4
31.0
6.7
37.7
4/1
1246
1246
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
5/1
24
24
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
6/1
1016
1016
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
Stream: 1 PRC for Signalled Lanes (%):
PRC Over All Lanes (%):
-4.5
-4.5
Total Delay for Signalled Lanes (pcuHr):
Total Delay Over All Lanes(pcuHr):
17.49
17.49
Av. Delay
Per PCU
(s/pcu)
Cycle Time (s): 486
Max. Back of
Uniform
Queue (pcu)
Mean
Rand +
Max
Oversat
Queue
Queue (pcu)
(pcu)
Turners In
Gaps (pcu)
C1
Uniform
Delay
(pcuHr)
Storage Area
Total
Uniform
Delay
Delay
(pcuHr)
(pcuHr)
Leaving
(pcu)
1/1
Turners In
Intergreen
(pcu)
Rand +
Oversat
Delay
(pcuHr)
Arriving (pcu)
Item
Scenario 3: '3' (FG6: 'PM Peak 2026 WBC Scenario A', Plan 4: 'PM Peak - RT every cycle and Peds Alternate
Cycles')
Stage Stream: 1
1
Min: 7 2
Min: 7 3
Min: 7 4
Min: 8 1
D
A
Min: 7 2
Min: 7
A
F
E
B
7
3
B
45s
5
C
B
7s
7
7s
7
8s
8
B
45s
5
C
7s
Min: 7
D
7
7s
Stage Timings
Stage Stream: 1
Stage
1
2
3
4
1
2
3
Duration
45
7
7
8
45
7
7
Change Point
0
52
64
78
93
146
158
40
50
60
70
0
10
20
Phases
0
1
30
80
52
64
78
2 5:7 3 7:7 4 7:8
7 : 45
90
100
110
93
1
120
130
140
150
160
170
146
158
2 5:7 3 7:7
8 : 45
A
B
C
D
E
F
G
A
B
C
D
E
F
G
0
10
20
30
40
50
60
70
80
90
Time in cycle (sec)
100
110
120
130
140
150
160
170
B
1
m
Ar
1
xit
E
0
e
e
0.
os los
l
C
C
0%
rd ar d
25
0.
a
24
dw odw
1
o
6
o
o
%
-W -W
.8 Lane 2/1 + 2/2 Queue
2
5
3
1
m
14
14
m
Ar
Ar
7
0.
m
Ar
.6
)
40
N
(
xit
Rd
%
)E
g
.4
n
N
(
17
di
98
11
ea
Rd
g
74
-R
n
di
1
10
0%
ea
0.
-R
A
4
0
0.
1
2
1
0
0
5
5
3
F
F
B
%
.4
C
C
B
1400
1400
0
1
E
C
B
G
84
G
E
C
B
F
G
E
Min >= 8
D
A
F
G
E
Min >= 7 4
D
A
0
-R
Min >= 7 3
D
A
.9
D
A
27
Min >= 7 2
t
xi
0
0.
)E
(S )
(S
Rd
0%
d
7
0.
2
ng
R
di
g
92
64
e a di n
10
- R ea
6
m
Ar
1
1
10
2
PRC: -9.3 %
m
Ar
0
5
5
0
0
C
0
Network Results
Item
Lane
Description
Lane
Type
Controller
Stream
Position In
Filtered Route
Full Phase
Arrow
Phase
Num
Greens
Total Green
(s)
Arrow
Green (s)
Demand
Flow (pcu)
Sat Flow
(pcu/Hr)
Capacity
(pcu)
Deg Sat
(%)
Network: A329
Reading Rd /
Woodward Close
Signals
-
-
N/A
-
-
-
-
-
-
-
-
98.4%
A329 Reading Rd
/ Woodward Close
-
-
N/A
-
-
-
-
-
-
-
-
98.4%
Reading Rd
(N) Left Ahead
U
1
N/A
A
2
90
-
1074
1997
1091
98.4%
2/1+2/2
Woodward
Close Right
Left
U
1
N/A
D
2
14
-
49
1667:1832
356
13.8%
3/1+3/2
Reading Rd
(S) Ahead
Right
U+O
1
N/A
B
2
114
14
1119
1915:1859
1325
84.4%
4/1
Reading Rd
(N) Exit
U
N/A
N/A
-
-
-
-
1117
Inf
Inf
0.0%
5/1
Woodward
Close Exit
U
N/A
N/A
-
-
-
-
61
Inf
Inf
0.0%
6/1
Reading Rd
(S) Exit
U
N/A
N/A
-
-
-
-
1064
Inf
Inf
0.0%
1/1
C
Turners When
Unopposed
(pcu)
Network: A329
Reading Rd /
Woodward Close
Signals
-
-
5
22
1
10.5
15.3
0.2
26.1
-
-
-
-
A329 Reading Rd
/ Woodward Close
-
-
5
22
1
10.5
15.3
0.2
26.1
-
-
-
-
1074
1074
-
-
-
6.7
12.6
-
19.3
64.8
28.0
12.6
40.6
2/1+2/2
49
49
-
-
-
0.5
0.1
-
0.6
41.2
0.6
0.1
0.7
3/1+3/2
1119
1119
5
22
1
3.3
2.6
0.2
6.2
19.8
25.2
2.6
27.9
4/1
1117
1117
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
5/1
61
61
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
6/1
1064
1064
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
-9.3
-9.3
26.05
26.05
Av. Delay
Per PCU
(s/pcu)
Cycle Time (s): 172
Max. Back of
Uniform
Queue (pcu)
Mean
Rand +
Max
Oversat
Queue
Queue (pcu)
(pcu)
Turners In
Gaps (pcu)
C1
Uniform
Delay
(pcuHr)
Storage Area
Total
Uniform
Delay
Delay
(pcuHr)
(pcuHr)
Leaving
(pcu)
1/1
Turners In
Intergreen
(pcu)
Rand +
Oversat
Delay
(pcuHr)
Arriving (pcu)
Item
Project:
ITB 6067 Winnersh
Title:
A329 Reading Rd / Woodward Close Signals
Location:
File name:
Woodward Close+mods.lsg3x
Author:
AL
Company:
Address:
Notes:
Modifications to junction :
1) change RTIGA phs min from 7sec to 4sec
2)increase max set for Phase A to 53 sec in AM Peak
2)increase max set for Phase A to 59 sec in PM Peak
B
A
1
m
Ar
4
1
1/
)
(N
xit
Rd
)E
ng
(N
di
ea
Rd
-R
ng
di
1
ea
-R
m
Ar
1
it
Ex
e
e
5
os los
l
C
C
d
d
r
r
wa dwa
d
oo
oo
W
W
2
5
m
m
2
Ar
Ar
2/ 1
2/
/1
4/
1
1
2
1
2
1
Min >= 7 2
D
A
Min >= 4 3
D
A
F
Min >= 7 4
D
A
F
F
G
G
E
C
C
B
G
E
C
B
C
B
1
E
B
A
F
G
E
Min >= 8
D
2
3/ /1
3
1
t
xi
1
6/
)E
(S )
d
(S
R
ng
Rd
di
g
ea din
- R ea
6
-R
m
Ar m 3
Ar
C
Phase Diagram
D
A
F
G
E
C
B
Phase Input Data
A
Traffic
1
7
7
B
Traffic
1
7
7
C
Ind. Arrow
1
4
4
D
Traffic
1
7
7
E
Pedestrian
1
8
8
F
Pedestrian
1
8
8
G
Dummy
1
0
0
B
Starting Phase
A B C D E F G
A
-
-
5
7 7 7 3
B
-
-
-
7 7
-
7
-
7 3
-
7 7 3
Terminating C 5 - Phase
D 7 7 7
3
E 8 8
-
8
-
-
3
F 8
8
8
-
-
3
2 2 2
-
-
G 2 2 2
Phases in Stage
1
1
AB
1
2
BC
1
3
D
1
4
EF
Stage Diagram
Stage Stream: 1
1
Min >= 7 2
Min >= 4 3
Min >= 7 4
Min >= 8
A
D
D
D
D
A
F
A
F
G
E
B
G
E
C
A
F
B
C
F
G
E
B
C
Phase Delays
Stage Stream: 1
Stage Stream: 1
To Stage
1 2 3 4
1
5 7 7
From
7 7
Stage 2 5
3 7 7
4 8 8 8
7
G
E
B
C
Lane
Max Flow
Non-Blocking
Max Turns
when
Opposing Opp. Lane
Opp.
Right Turn
Right Turn
Storage
in Intergreen
Movement
RTF
Lane
Coeff.
Move up (s)
Giving Way
(PCU)
(PCU)
(PCU/Hr)
3/2
5/1 (Right)
(Reading Rd (S))
1440
1/1
1.09
1/1
2.00
-
0.50
2
2.00
Lane Input Data
Lane
Lane
Start End
Phases
Type
Disp. Disp.
Physical
Length
(PCU)
Sat
Flow
Type
Def User
Lane
Saturation
Nearside
Width Gradient
Lane
Flow
(m)
(PCU/Hr)
Turns
Turning
Radius
(m)
Arm 5
Left
12.00
Arm 6
Ahead
Inf
1/1
(Reading Rd
(N))
U
2/1
(Woodward
Close)
U
D
1
3
60.0
Geom
-
2.60
0.00
Y
Arm 6
Left
12.00
2/2
(Woodward
Close)
U
D
1
3
4.5
Geom
-
2.60
0.00
N
Arm 4
Right
15.00
3/1
(Reading Rd
(S))
U
B
1
3
60.0
Geom
-
3.00
0.00
Y
Arm 4
Ahead
Inf
3/2
(Reading Rd
(S))
O
BC
1
3
10.3
Geom
-
2.90
0.00
N
Arm 5
Right
15.00
4/1
(Reading Rd
(N) Exit)
U
1
3
60.0
Inf
-
-
-
-
-
-
5/1
(Woodward
Close Exit)
U
1
3
60.0
Inf
-
-
-
-
-
-
6/1
(Reading Rd
(S) Exit)
U
1
3
60.0
Inf
-
-
-
-
-
-
A
1
3
60.0
Geom
-
3.90
0.00
Y
Traffic Flow Groups
Flow Group
08:00
09:00
01:00
2: 'AM Peak WBC 2026 Scenario C'
08:00
09:00
01:00
3: 'Development traffic AM peak 421 dw'
08:00
09:00
01:00
08:00
09:00
01:00
F1+F3
08:00
09:00
01:00
F2+F3
17:00
18:00
01:00
17:00
18:00
01:00
8: 'Development traffic PM Peak 421dw'
17:00
18:00
01:00
17:00
18:00
01:00
F6+F8
17:00
18:00
01:00
F7+F8
Alternate Cycles')
Desired Flow :
Destination
A
B
C
Tot.
A
0
65
991
1056
B
174
0
93
267
C
1199
28
0
1227
Tot.
1373
93
1084
2550
Origin
Traffic Lane Flows
Lane
Scenario 1:
3
1/1
1056
2/1
(with short)
267(In)
93(Out)
2/2
(short)
174
3/1
(with short)
1227(In)
1199(Out)
3/2
(short)
28
4/1
1373
5/1
93
6/1
1084
Lane
Lane
Nearside
Width Gradient
Lane
(m)
Allowed
Turns
Turning
Radius
Prop. (PCU/Hr)
(PCU/Hr)
(m)
Arm 5 Left
12.00
6.2 %
Arm 6 Ahead
Inf
93.8 %
Y
Arm 6 Left
12.00
0.00
N
Arm 4 Right
3.00
0.00
Y
2.90
0.00
N
1/1
(Reading Rd (N))
3.90
2/1
(Woodward Close)
2.60
0.00
2/2
(Woodward Close)
2.60
3/1
(Reading Rd (S))
3/2
(Reading Rd (S))
0.00
Y
1990
1990
100.0 %
1667
1667
15.00
100.0 %
1832
1832
Arm 4 Ahead
Inf
100.0 %
1915
1915
Arm 5 Right
15.00
100.0 %
1859
1859
4/1
Inf
Inf
5/1
Inf
Inf
6/1
Inf
Inf
Alternate Cycles')
Desired Flow :
Destination
A
B
C
Tot.
A
0
155
1040
1195
B
91
0
59
150
C
1092
91
0
1183
Tot.
1183
246
1099
2528
Origin
Traffic Lane Flows
Lane
Scenario 2:
11
1/1
1195
2/1
(with short)
150(In)
59(Out)
2/2
(short)
91
3/1
(with short)
1183(In)
1092(Out)
3/2
(short)
91
4/1
1183
5/1
246
6/1
1099
Lane
Lane
Nearside
Width Gradient
Lane
(m)
Allowed
Turns
Turning
Radius
Prop. (PCU/Hr)
(PCU/Hr)
(m)
Arm 5 Left
12.00
13.0 %
Arm 6 Ahead
Inf
87.0 %
Y
Arm 6 Left
12.00
0.00
N
Arm 4 Right
3.00
0.00
Y
2.90
0.00
N
1/1
(Reading Rd (N))
3.90
2/1
(Woodward Close)
2.60
0.00
2/2
(Woodward Close)
2.60
3/1
(Reading Rd (S))
3/2
(Reading Rd (S))
0.00
Y
1973
1973
100.0 %
1667
1667
15.00
100.0 %
1832
1832
Arm 4 Ahead
Inf
100.0 %
1915
1915
Arm 5 Right
15.00
100.0 %
1859
1859
4/1
Inf
Inf
5/1
Inf
Inf
6/1
Inf
Inf
Alternate Cycles')
Stage Stream: 1
1
Min: 7 2
Min: 4 3
Min: 7 4
Min: 8 1
D
A
Min: 7 2
Min: 4
A
F
E
B
7
3
B
53s
5
C
B
4s
7
7s
7
8s
8
B
53s
5
C
7s
Min: 7
D
7
10s
Stage Timings
Stage Stream: 1
Stage
1
2
3
4
1
2
3
Duration
53
4
7
8
53
7
10
Change Point
0
60
69
83
98
159
171
70
80
0
10
20
Phases
0
1
30
40
50
60
90
60
69
83
25 : 4 3 7 : 7 4 7 : 8
7 : 53
100
110
120
98
1
130
140
150
160
170
180
159
171
2 5 : 7 3 7 : 10
8 : 53
A
B
C
D
E
F
G
A
B
C
D
E
F
G
0
10
20
30
40
50
60
70
80
90
100
Time in cycle (sec)
110
120
130
140
150
160
170
180
B
1
m
Ar
1
it
Ex
se ose
lo
C
Cl
0%
d
4
d
.
r
0
a war
17 3
w
9
d
d
93
oo
oo
-W -W
8%
2
5
8.
Lane 2/1 + 2/2 Queue
8
m
m
14
14
Ar
Ar
5
8.
m
Ar
.8
)
31
(N
xit
Rd
%
)E
g
.7
n
N
(
73
di
90
13
ea
Rd
56
-R
ng
di
1
10
0%
ea
0.
-R
A
0
0.
4
0.
0
1
2
1
0
0
5
5
2
PRC: -1.4 %
t
xi
0
0.
)E
(S )
d
(S
R
0%
d
0.
ng
28 9
R
di
g
9
84
ea din
11
10
- R ea
6
R
%
m
.3
Ar m 3
91
Ar
1
Min >= 7 2
D
A
Min >= 4 3
D
A
F
Min >= 7 4
D
A
F
F
G
G
E
C
C
B
G
E
C
B
C
B
1000
1000
0
0
5
5
0
0
1
E
B
Min >= 8
D
A
F
G
E
.3
37
1
0
C
0
Network Results
Item
Lane
Description
Lane
Type
Controller
Stream
Position In
Filtered Route
Full Phase
Arrow
Phase
Num
Greens
Total Green
(s)
Arrow
Green (s)
Demand
Flow (pcu)
Sat Flow
(pcu/Hr)
Capacity
(pcu)
Deg Sat
(%)
Network: A329
Reading Rd /
Woodward Close
Signals
-
-
N/A
-
-
-
-
-
-
-
-
91.3%
A329 Reading Rd
/ Woodward Close
-
-
N/A
-
-
-
-
-
-
-
-
91.3%
Reading Rd
(N) Left Ahead
U
1
N/A
A
2
106
-
1056
1990
1164
90.7%
2/1+2/2
Woodward
Close Right
Left
U
1
N/A
D
2
17
-
267
1667:1832
301
88.8%
3/1+3/2
Reading Rd
(S) Ahead
Right
U+O
1
N/A
B
2
127
11
1227
1915:1859
1344
91.3%
4/1
Reading Rd
(N) Exit
U
N/A
N/A
-
-
-
-
1373
Inf
Inf
0.0%
5/1
Woodward
Close Exit
U
N/A
N/A
-
-
-
-
93
Inf
Inf
0.0%
6/1
Reading Rd
(S) Exit
U
N/A
N/A
-
-
-
-
1084
Inf
Inf
0.0%
1/1
C
Turners When
Unopposed
(pcu)
Network: A329
Reading Rd /
Woodward Close
Signals
-
-
19
8
1
12.4
12.6
0.2
25.2
-
-
-
-
A329 Reading Rd
/ Woodward Close
-
-
19
8
1
12.4
12.6
0.2
25.2
-
-
-
-
1/1
1056
1056
-
-
-
5.1
4.5
-
9.6
32.9
27.3
4.5
31.8
2/1+2/2
267
267
-
-
-
3.0
3.3
-
6.3
85.5
5.2
3.3
8.5
3/1+3/2
1227
1227
19
8
1
4.2
4.8
0.2
9.2
26.9
32.5
4.8
37.3
4/1
1373
1373
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
5/1
93
93
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
6/1
1084
1084
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
-1.4
-1.4
25.16
25.16
Av. Delay
Per PCU
(s/pcu)
Cycle Time (s): 188
Max. Back of
Uniform
Queue (pcu)
Mean
Rand +
Max
Oversat
Queue
Queue (pcu)
(pcu)
Turners In
Gaps (pcu)
Uniform
Delay
(pcuHr)
Storage Area
Total
Uniform
Delay
Delay
(pcuHr)
(pcuHr)
Leaving
(pcu)
C1
Turners In
Intergreen
(pcu)
Rand +
Oversat
Delay
(pcuHr)
Arriving (pcu)
Item
Alternate Cycles')
Stage Stream: 1
1
Min: 7 2
Min: 4 3
Min: 7 4
Min: 8 1
D
A
Min: 7 2
Min: 4
A
F
E
B
7
3
B
59s
5
C
B
4s
7
7s
7
8s
8
B
59s
5
C
4s
Min: 7
D
7
7s
Stage Timings
Stage Stream: 1
Stage
1
2
3
4
1
2
3
Duration
59
4
7
8
59
4
7
Change Point
0
66
75
89
104
171
180
0
10
20
Phases
0
1
30
40
50
60
70
66
75
25:4 3
7 : 59
80
7:7
90
100
89
4 7:8
110
120
130
104
1
140
150
160
170
180
190
171
180
25 : 4 3 7 : 7
8 : 59
A
B
C
D
E
F
G
A
B
C
D
E
F
G
0
10
20
30
40
50
60
70
80
90
100
110
Time in cycle (sec)
120
130
140
150
160
170
180
190
B
1
m
Ar
1
it
Ex
e
s
se
lo
lo
C
C
%
0
d
d
91
0.
ar war
w
59
6
d
d
24
oo
oo
-W -W
5%
2
5
3.
Lane 2/1 + 2/2 Queue
5
m
m
14
14
Ar
Ar
1
.
3
m
Ar
.1
)
44
(N
xit
Rd
%
)E 3
.3
ng
(N
8
di
96
11
ea
Rd
-R
95
ng
1
di
11
ea
0%
0.
-R
A
0
0.
4
0
0.
1
2
1
0
0
5
5
2
PRC: -7.0 %
t
xi
0
0.
)E
(S )
d
(S
R
0%
d
0.
ng
91
R
di
g
92
99
ea din
10
R
10
a
e
6
R
%
m
.7
Ar m 3
83
Ar
1
Min >= 7 2
D
A
Min >= 4 3
D
A
F
Min >= 7 4
D
A
F
F
G
G
E
C
C
B
G
E
C
B
C
B
2400
2400
0
0
5
5
0
0
1
E
B
Min >= 8
D
A
F
G
E
.2
30
1
0
C
0
Network Results
Item
Lane
Description
Lane
Type
Controller
Stream
Position In
Filtered Route
Full Phase
Arrow
Phase
Num
Greens
Total Green
(s)
Arrow
Green (s)
Demand
Flow (pcu)
Sat Flow
(pcu/Hr)
Capacity
(pcu)
Deg Sat
(%)
Network: A329
Reading Rd /
Woodward Close
Signals
-
-
N/A
-
-
-
-
-
-
-
-
96.3%
A329 Reading Rd
/ Woodward Close
-
-
N/A
-
-
-
-
-
-
-
-
96.3%
Reading Rd
(N) Left Ahead
U
1
N/A
A
2
118
-
1195
1973
1241
96.3%
2/1+2/2
Woodward
Close Right
Left
U
1
N/A
D
2
14
-
150
1667:1832
280
53.5%
3/1+3/2
Reading Rd
(S) Ahead
Right
U+O
1
N/A
B
2
136
8
1183
1915:1859
1413
83.7%
4/1
Reading Rd
(N) Exit
U
N/A
N/A
-
-
-
-
1183
Inf
Inf
0.0%
5/1
Woodward
Close Exit
U
N/A
N/A
-
-
-
-
246
Inf
Inf
0.0%
6/1
Reading Rd
(S) Exit
U
N/A
N/A
-
-
-
-
1099
Inf
Inf
0.0%
1/1
C
Turners When
Unopposed
(pcu)
Network: A329
Reading Rd /
Woodward Close
Signals
-
-
8
81
2
11.4
12.4
0.8
24.6
-
-
-
-
A329 Reading Rd
/ Woodward Close
-
-
8
81
2
11.4
12.4
0.8
24.6
-
-
-
-
1/1
1195
1195
-
-
-
6.4
9.3
-
15.7
47.3
34.9
9.3
44.1
2/1+2/2
150
150
-
-
-
1.8
0.6
-
2.3
55.8
2.6
0.6
3.1
3/1+3/2
1183
1183
8
81
2
3.2
2.5
0.8
6.5
19.9
27.7
2.5
30.2
4/1
1183
1183
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
5/1
246
246
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
6/1
1099
1099
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
-7.0
-7.0
24.58
24.58
Av. Delay
Per PCU
(s/pcu)
Cycle Time (s): 194
Max. Back of
Uniform
Queue (pcu)
Mean
Rand +
Max
Oversat
Queue
Queue (pcu)
(pcu)
Turners In
Gaps (pcu)
Uniform
Delay
(pcuHr)
Storage Area
Total
Uniform
Delay
Delay
(pcuHr)
(pcuHr)
Leaving
(pcu)
C1
Turners In
Intergreen
(pcu)
Rand +
Oversat
Delay
(pcuHr)
Arriving (pcu)
Item
Project:
ITB 6067 Winnersh
Title:
A329 Reading Rd / B3030 Robin Hood Lane Signals
Location:
File name:
Winnersh Crossroads v2 - 100 dw.lsg3x
Author:
AL
Company:
Address:
Notes:
A
1
2
2 /2
2 /1
B3
0
6-
2-
Ar
m
2
1
Ar
m
1A3
Ar
29
1/1
m
Re
1/2
5ad
1
R
1
1/3
5 /2
in
10/1
ea
din g Rd
2
5 /1
gR
(N
LT G/W
3
)
ding Rd (N)
d(
Arm 10 - Rea
N)
Ex
it
Ro
bin
Ar
m
30
R
Ho
o
6/1
dL
a
ob
ne
in
Ex
Ho
it
od
La
ne
1
B
1
Min >= 6 2
G
AB
K
D
C
F
Min >= 6 4
C
F
Min >= 4
I
L
D
C
F
E
H
N
M
J
K
G
AB
I
L
D
E
H
N
M
J
K
G
AB
I
L
J
E
H
N
M
I
L
F
Min >= 7 3
G
AB
H
N
M
E
J
K
D
C
A329 Reading Rd / Robin Hood Lane
D
1
Ar
m
4Ar
4 /1
m
B3
903
4 /2
0K
Kin
1
4 /3
9/1
ing
gs
2
sS
St
tL
La
3
an
ne
e
Ex
it
Ar
m
Ar
m
8-
Arm 11 - Reading Rd (S) LT G/W
3
1
11/1
2
1
Re
ad
in
Ar
m
3/
3/ 3
2
3/
1
7-
Re
gR
d(
S)
3
-A
32
ad
in
gR
d(
S)
8/1
Sa
ins
bu
r ys
9R
ea
di n
gR
7/1
1
Ex
it
1
RT
d(
E
C
S)
Phase Diagram
G
B
E
A
H
N
M
I
L
J
F
C
K
D
Phase Input Data
A
Traffic
1
7
7
B
Traffic
1
7
7
C
Traffic
1
7
7
D
Traffic
1
7
7
E
Traffic
1
7
7
F
Traffic
1
7
7
G
Pedestrian
1
6
6
H
Pedestrian
1
7
7
I
Pedestrian
1
6
6
J
Pedestrian
1
6
6
K
Pedestrian
1
6
6
L
Pedestrian
1
6
6
M
Pedestrian
1
6
6
N
Pedestrian
1
6
6
Starting Phase
A
B C D
E
F
G
H
I
J K L M N
A
-
-
6
9
5
6
-
-
8 -
-
9
-
5
B
-
-
5
-
-
5
5
-
-
-
-
-
-
-
C
6
7
-
-
6
6
-
10 - 5
-
-
9
-
D
5
-
-
-
5
-
-
-
-
-
5
-
-
-
E
5
-
6
8
-
5
-
5
8 -
-
9 9
-
F
Terminating
G
Phase
7
7 6
-
5
-
-
9
9 -
-
8 8
-
-
7
-
-
-
-
-
-
-
-
-
-
-
-
H
-
-
8
-
9
8
-
-
-
-
-
-
-
-
I
6
-
-
-
6
5
-
-
-
-
-
-
-
-
J
-
-
7
-
-
-
-
-
-
-
-
-
-
-
K
-
-
-
7
-
-
-
-
-
-
-
-
-
-
L 13
-
-
-
13 14
-
-
-
-
-
-
-
-
M
-
-
6
-
6
6
-
-
-
-
-
-
-
-
N
7
-
-
-
-
-
-
-
-
-
-
-
-
-
Phases in Stage
1
1
ABHJKM
1
2
EGJKN
1
3
CDGILN
1
4
DFGJN
Stage Diagram
Stage Stream: 1
1
Min >= 6 2
G
B
A
K
D
C
F
K
D
C
F
K
I
L
J
D
C
F
E
H
N
M
I
L
J
E
Min >= 4
G
B
A
H
N
M
I
L
J
E
Min >= 6 4
G
B
A
H
N
M
I
L
F
H
N
M
E
Min >= 7 3
G
B
A
J
K
D
C
Phase Delays
Stage Stream: 1
Term. Stage Start Stage Phase
Type
Value Cont value
1
2
A
Losing
4
4
1
2
B
Losing
4
4
1
2
M
Losing
2
2
1
3
A
Losing
2
2
1
3
B
Losing
2
2
2
1
E
Losing
2
2
2
3
E
Losing
1
1
3
2
C
Losing
7
7
3
2
D
Losing
8
8
3
4
C
Losing
8
8
3
4
I
Losing
7
7
4
1
D
Losing
2
2
4
3
F
Losing
1
1
Stage Stream: 1
To Stage
1
2
3
4
1
From
Stage 2 11
9
11
9
10
8
3 13 13
4
9
5
14
10
Junction: A329 Reading Rd / Robin Hood Lane
Lane
Max Flow
Non-Blocking
Max Turns
when
Opposing Opp. Lane
Opp.
Right Turn
Right Turn
Storage
in Intergreen
Movement
RTF
Lane
Coeff.
Move up (s)
Giving Way
(PCU)
(PCU)
(PCU/Hr)
10/1
(Reading Rd (N) LT G/W)
6/1 (Left)
11/1
(Reading Rd (S) LT G/W)
9/1 (Left)
1000
1000
4/2
0.50
4/2
3/3
0.50
3/3
2/1
0.50
2/1
1/3
0.50
1/3
-
-
-
-
-
-
-
-
-
-
Lane Input Data
Lane
Lane
Start End
Phases
Type
Disp. Disp.
Physical
Length
(PCU)
Sat
Flow
Type
Def User
Lane
Saturation
Nearside
Width Gradient
Lane
Flow
(m)
(PCU/Hr)
Turns
Turning
Radius
(m)
1/1
(A329
Reading Rd
(N))
U
B
1
3
1.0
Geom
-
5.00
0.00
Y
Arm 10
Ahead
20.00
1/2
(A329
Reading Rd
(N))
U
A
1
3
60.0
Geom
-
3.00
0.00
Y
Arm 7
Ahead
Inf
Arm 8
Ahead
Inf
Arm 9
Right
20.00
Arm 7
Left
10.00
Arm 8
Left
10.00
Arm 9
Ahead
Inf
1/3
(A329
Reading Rd
(N))
2/1
(B3030 Robin
Hood Lane)
U
U
A
E
1
1
3
3
33.9
60.0
Geom
Geom
-
-
3.00
2.50
0.00
0.00
N
Y
2/2
(B3030 Robin
Hood Lane)
U
E
1
3
4.9
Geom
-
2.50
0.00
N
Arm 5
Right
15.00
3/1
(A329
Reading Rd
(S))
U
D
1
3
12.2
Geom
-
5.00
0.00
Y
Arm 11
Ahead
15.00
3/2
(A329
Reading Rd
(S))
U
C
1
3
60.0
Geom
-
3.00
0.00
N
Arm 5
Ahead
Inf
Arm 5
Ahead
Inf
Arm 6
Right
15.00
3/3
(A329
Reading Rd
(S))
U
4/1
(B3030 Kings
St Lane)
U
F
1
3
60.0
Geom
-
3.00
0.00
Y
Arm 5
Left
15.00
4/2
(B3030 Kings
St Lane)
U
F
1
3
60.0
Geom
-
3.00
0.00
N
Arm 6
Ahead
Inf
Arm 7
Right
15.00
Arm 8
Right
15.00
C
1
3
60.0
Geom
-
3.00
0.00
N
4/3
(B3030 Kings
St Lane)
U
5/1
(Reading Rd
(N) Exit)
U
1
3
60.0
Inf
-
-
-
-
-
-
5/2
(Reading Rd
(N) Exit)
U
1
3
60.0
Inf
-
-
-
-
-
-
F
1
3
12.2
Geom
-
3.00
0.00
N
6/1
(Robin Hood
Lane Exit)
U
1
3
60.0
Inf
-
-
-
-
-
-
7/1
(Reading Rd
(S) Exit)
U
1
3
60.0
Inf
-
-
-
-
-
-
8/1
(Reading Rd
(S) Sainsburys
RT)
U
1
3
60.0
Inf
-
-
-
-
-
-
9/1
(Kings St Lane
Exit)
U
1
3
60.0
Inf
-
-
-
-
-
-
10/1
(Reading Rd
(N) LT G/W)
O
1
3
2.6
Inf
-
-
-
-
-
-
11/1
(Reading Rd
(S) LT G/W)
O
1
3
2.6
Inf
-
-
-
-
-
-
Traffic Flow Groups
Flow Group
08:00
09:00
01:00
7: 'Development traffic AM peak - 100dw'
08:00
09:00
01:00
08:00
09:00
01:00
17:00
18:00
01:00
24: 'Development traffic PM peak - 100dw'
17:00
18:00
01:00
17:00
18:00
01:00
F1+F7
F18+F24
Scenario 1: '1' (FG1: 'AM Peak 2026 WBC Scenario A', Plan 1: 'AM + PM Peak')
Desired Flow :
Destination
Origin
A
B
C
D
E
Tot.
A
0
28
465
45
181
719
B
195
0
128
332
49
704
C
719
62
0
475
0
1256
D
83
327
220
0
10
640
E
0
0
0
0
0
0
Tot.
997
417
813
852
240
3319
Traffic Lane Flows
Lane
Scenario 1:
1
1/1
(short)
28
1/2
(with short)
493(In)
465(Out)
1/3
226
2/1
(with short)
704(In)
509(Out)
2/2
(short)
195
3/1
(short)
475
3/2
(with short)
871(In)
396(Out)
3/3
385
4/1
83
4/2
(with short)
557(In)
327(Out)
4/3
(short)
230
5/1
674
5/2
323
6/1
417
7/1
813
8/1
240
9/1
852
10/1
28
11/1
475
Lane
Lane
Nearside
Width Gradient
Lane
(m)
Allowed
Turns
Turning
Turning Sat Flow
Radius
Prop. (PCU/Hr)
(m)
Flared Sat
Flow
(PCU/Hr)
1/1
(A329 Reading Rd (N))
5.00
0.00
Y
Arm 10
Ahead
20.00
100.0 %
1967
1967
1/2
3.00
0.00
Y
Arm 7 Ahead
Inf
100.0 %
1915
1915
1/3
3.00
0.00
N
Arm 8 Ahead
Inf
80.1 %
2025
2025
Arm 9 Right
20.00
19.9 %
Arm 7 Left
10.00
25.1 %
Arm 8 Left
10.00
9.6 %
1773
1773
Arm 9 Ahead
Inf
65.2 %
2/1
(B3030 Robin Hood Lane)
2.50
0.00
Y
2/2
2.50
0.00
N
Arm 5 Right
15.00
100.0 %
1823
1823
3/1
(A329 Reading Rd (S))
5.00
0.00
Y
Arm 11
Ahead
15.00
100.0 %
1923
1923
3/2
3.00
0.00
N
Arm 5 Ahead
Inf
100.0 %
2055
2055
3/3
3.00
0.00
N
Arm 5 Ahead
Inf
83.9 %
2022
2022
Arm 6 Right
15.00
16.1 %
4/1
(B3030 Kings St Lane)
3.00
0.00
Y
Arm 5 Left
15.00
100.0 %
1741
1741
4/2
3.00
0.00
N
Arm 6 Ahead
Inf
100.0 %
2055
2055
4/3
3.00
0.00
N
Arm 7 Right
15.00
95.7 %
1868
1868
Arm 8 Right
15.00
4.3 %
5/1
Inf
Inf
5/2
Inf
Inf
6/1
(Robin Hood Lane Exit Lane 1)
Inf
Inf
7/1
Inf
Inf
8/1
(Reading Rd (S) Sainsburys RT
Lane 1)
Inf
Inf
9/1
(Kings St Lane Exit Lane 1)
Inf
Inf
10/1
(Reading Rd (N) LT G/W Lane 1)
Inf
Inf
11/1
(Reading Rd (S) LT G/W Lane 1)
Inf
Inf
Scenario 2: '12' (FG12: 'AM Peak 2026 WBC Scenario A + 100dw Dev', Plan 1: 'AM + PM Peak')
Desired Flow :
Destination
A
B
C
D
E
Tot.
A
0
28
476
45
181
730
B
195
0
128
332
49
704
C
749
62
0
475
0
1286
D
83
327
220
0
10
640
E
0
0
0
0
0
0
Tot.
1027
417
824
852
240
3360
Origin
Traffic Lane Flows
Lane
Scenario 2:
12
1/1
(short)
28
1/2
(with short)
504(In)
476(Out)
1/3
226
2/1
(with short)
704(In)
509(Out)
2/2
(short)
195
3/1
(short)
475
3/2
(with short)
880(In)
405(Out)
3/3
406
4/1
83
4/2
(with short)
557(In)
327(Out)
4/3
(short)
230
5/1
683
5/2
344
6/1
417
7/1
824
8/1
240
9/1
852
10/1
28
11/1
475
Lane
Lane
Nearside
Width Gradient
Lane
(m)
Allowed
Turns
Turning
Turning Sat Flow
Radius
Prop. (PCU/Hr)
(m)
Flared Sat
Flow
(PCU/Hr)
1/1
5.00
0.00
Y
Arm 10
Ahead
20.00
100.0 %
1967
1967
1/2
3.00
0.00
Y
Arm 7 Ahead
Inf
100.0 %
1915
1915
1/3
3.00
0.00
N
Arm 8 Ahead
Inf
80.1 %
2025
2025
Arm 9 Right
20.00
19.9 %
Arm 7 Left
10.00
25.1 %
Arm 8 Left
10.00
9.6 %
1773
1773
Arm 9 Ahead
Inf
65.2 %
2/1
2.50
0.00
Y
2/2
2.50
0.00
N
Arm 5 Right
15.00
100.0 %
1823
1823
3/1
5.00
0.00
Y
Arm 11
Ahead
15.00
100.0 %
1923
1923
3/2
3.00
0.00
N
Arm 5 Ahead
Inf
100.0 %
2055
2055
3/3
3.00
0.00
N
Arm 5 Ahead
Inf
84.7 %
2024
2024
Arm 6 Right
15.00
15.3 %
4/1
3.00
0.00
Y
Arm 5 Left
15.00
100.0 %
1741
1741
4/2
3.00
0.00
N
Arm 6 Ahead
Inf
100.0 %
2055
2055
4/3
3.00
0.00
N
Arm 7 Right
15.00
95.7 %
1868
1868
Arm 8 Right
15.00
4.3 %
5/1
Inf
Inf
5/2
Inf
Inf
6/1
Inf
Inf
7/1
Inf
Inf
8/1
Lane 1)
Inf
Inf
9/1
Inf
Inf
10/1
Inf
Inf
11/1
Inf
Inf
Scenario 3: '18' (FG18: 'PM Peak 2026 WBC Scenario A', Plan 1: 'AM + PM Peak')
Desired Flow :
Destination
A
B
C
D
E
Tot.
A
0
28
285
94
230
637
B
191
0
79
210
75
555
C
417
170
0
527
0
1114
D
152
311
325
0
10
798
E
0
0
0
0
0
0
Tot.
760
509
689
831
315
3104
Origin
Traffic Lane Flows
Lane
Scenario 3:
18
1/1
(short)
28
1/2
(with short)
313(In)
285(Out)
1/3
324
2/1
(with short)
555(In)
364(Out)
2/2
(short)
191
3/1
(short)
527
3/2
(with short)
848(In)
321(Out)
3/3
266
4/1
152
4/2
(with short)
646(In)
311(Out)
4/3
(short)
335
5/1
664
5/2
96
6/1
509
7/1
689
8/1
315
9/1
831
10/1
28
11/1
527
Lane
Lane
Nearside
Width Gradient
Lane
(m)
Allowed
Turns
Turning
Turning Sat Flow
Radius
Prop. (PCU/Hr)
(m)
Flared Sat
Flow
(PCU/Hr)
1/1
5.00
0.00
Y
Arm 10
Ahead
20.00
100.0 %
1967
1967
1/2
3.00
0.00
Y
Arm 7 Ahead
Inf
100.0 %
1915
1915
1/3
3.00
0.00
N
Arm 8 Ahead
Inf
71.0 %
2011
2011
Arm 9 Right
20.00
29.0 %
Arm 7 Left
10.00
21.7 %
Arm 8 Left
10.00
20.6 %
1754
1754
Arm 9 Ahead
Inf
57.7 %
2/1
2.50
0.00
Y
2/2
2.50
0.00
N
Arm 5 Right
15.00
100.0 %
1823
1823
3/1
5.00
0.00
Y
Arm 11
Ahead
15.00
100.0 %
1923
1923
3/2
3.00
0.00
N
Arm 5 Ahead
Inf
100.0 %
2055
2055
3/3
3.00
0.00
N
Arm 5 Ahead
Inf
36.1 %
1932
1932
Arm 6 Right
15.00
63.9 %
4/1
3.00
0.00
Y
Arm 5 Left
15.00
100.0 %
1741
1741
4/2
3.00
0.00
N
Arm 6 Ahead
Inf
100.0 %
2055
2055
4/3
3.00
0.00
N
Arm 7 Right
15.00
97.0 %
1868
1868
Arm 8 Right
15.00
3.0 %
5/1
Inf
Inf
5/2
Inf
Inf
6/1
Inf
Inf
7/1
Inf
Inf
8/1
Lane 1)
Inf
Inf
9/1
Inf
Inf
10/1
Inf
Inf
11/1
Inf
Inf
Scenario 4: '29' (FG29: 'PM Peak 2026 WBC Scenario A + 100dw Dev', Plan 1: 'AM + PM Peak')
Desired Flow :
Destination
A
B
C
D
E
Tot.
A
0
28
314
94
230
666
B
191
0
79
210
75
555
C
433
170
0
527
0
1130
D
152
311
325
0
10
798
E
0
0
0
0
0
0
Tot.
776
509
718
831
315
3149
Origin
Traffic Lane Flows
Lane
Scenario 4:
29
1/1
(short)
28
1/2
(with short)
342(In)
314(Out)
1/3
324
2/1
(with short)
555(In)
364(Out)
2/2
(short)
191
3/1
(short)
527
3/2
(with short)
851(In)
324(Out)
3/3
279
4/1
152
4/2
(with short)
646(In)
311(Out)
4/3
(short)
335
5/1
667
5/2
109
6/1
509
7/1
718
8/1
315
9/1
831
10/1
28
11/1
527
Lane
Lane
Nearside
Width Gradient
Lane
(m)
Allowed
Turns
Turning
Turning Sat Flow
Radius
Prop. (PCU/Hr)
(m)
Flared Sat
Flow
(PCU/Hr)
1/1
5.00
0.00
Y
Arm 10
Ahead
20.00
100.0 %
1967
1967
1/2
3.00
0.00
Y
Arm 7 Ahead
Inf
100.0 %
1915
1915
1/3
3.00
0.00
N
Arm 8 Ahead
Inf
71.0 %
2011
2011
Arm 9 Right
20.00
29.0 %
Arm 7 Left
10.00
21.7 %
Arm 8 Left
10.00
20.6 %
1754
1754
Arm 9 Ahead
Inf
57.7 %
2/1
2.50
0.00
Y
2/2
2.50
0.00
N
Arm 5 Right
15.00
100.0 %
1823
1823
3/1
5.00
0.00
Y
Arm 11
Ahead
15.00
100.0 %
1923
1923
3/2
3.00
0.00
N
Arm 5 Ahead
Inf
100.0 %
2055
2055
3/3
3.00
0.00
N
Arm 5 Ahead
Inf
39.1 %
1937
1937
Arm 6 Right
15.00
60.9 %
4/1
3.00
0.00
Y
Arm 5 Left
15.00
100.0 %
1741
1741
4/2
3.00
0.00
N
Arm 6 Ahead
Inf
100.0 %
2055
2055
4/3
3.00
0.00
N
Arm 7 Right
15.00
97.0 %
1868
1868
Arm 8 Right
15.00
3.0 %
5/1
Inf
Inf
5/2
Inf
Inf
6/1
Inf
Inf
7/1
Inf
Inf
8/1
Lane 1)
Inf
Inf
9/1
Inf
Inf
10/1
Inf
Inf
11/1
Inf
Inf
Stage Stream: 1
1
Min: 7 2
Min: 7 3
G
B
A
H
Min: 6 4
E
N
M
Min: 7
G
G
N
N
I
J
K
9
L
J
J
K
20s
9
D
35s
10
C
8s
F
D
14
15s
Stage Timings
Stage Stream: 1
Stage
1
2
3
4
Duration
20
35
8
15
Change Point
0
29
73
91
0
Phases
0
1
10
20
30
40
29
2
9 : 20
50
60
70
73
3
9 : 35
80
90
10 : 8
91
4
100
110
120
14 : 15
A
B
C
D
E
F
G
H
I
J
K
L
M
N
A
B
C
D
E
F
G
H
I
J
K
L
M
N
0
10
20
30
40
50
60
70
Time in cycle (sec)
80
90
100
110
120
1
Min >= 6 2
G
AB
Min >= 7 3
K
D
C
F
Min >= 6 4
H
C
F
H
C
0.0
LT G/W
1
)
eading Rd (N
Arm 10 - R
1
2
3.7%
F
E
J
K
D
C
75
D
1
83
32
23 7
0
33
11 .7%
Ar
2.3
m
%
4Ar
2
m
B3
47 .7
903
.
4
0
Kin
1
Kin
0 .0
gs
g
2
sS
St
tL
La
3
0 .0
an
ne
e
%
Ex
it
82
0
Ar
m
PRC: -24.8 %
2-
4
37
3
25
I
L
D
1
2
H
N
M
J
K
0
Min >= 4
G
AB
I
L
D
E
N
M
J
K
G
AB
I
L
J
E
N
M
I
L
G
AB
H
N
M
F
E
0
1-
1000
Ar
m
11
0
47 . 2%
.8%
A3
Ar
29
m
2
Re
45
5.4
1
Re adin
6
0. 0
.9
gR
ad
0. 0
ing
d(
N)
Rd
0.0
(N
)E
0. 0 %
xi t
%
29
61 7
9
Ar
m
Lane 10/1 Flows
Ar
m
A
1000
6-
28
46
22 5
6
0. 0
%
Ro
bin
B3
H
0. 0
oo
03
dL
0R
a
62
ob
ne
.7
in
Ex
Ho
it
11
od
0.5
La
%
ne
19
50 5
9
1
B
8-
23
5
Ar
m
8
7-
Re
0 .0
%
ad
in
Re
0.
gR
0 .0
ad
0%
d(
ing
S
Rd
)E
1
xit
(S
0 .0
)S
ain
Ar
sb
1
m
3
ur
3
ys
-A
1
2
15.1 57.4% 475
R
34
32
T
1
9
65 .2
Lane 11/1 Flows
E
Re
.
9
ad
1800
1800
10
i
ng
11 8.8
Rd
0.1 %
(S
%
)
38
0
0
39 5
47 6
5
C
Network Results
Item
Lane Description
Lane
Type
Controller
Stream
Position In
Filtered Route
Full Phase
Arrow
Phase
Num
Greens
Total Green
(s)
Arrow
Green (s)
Demand
Flow (pcu)
Sat Flow
(pcu/Hr)
Capacity
(pcu)
Deg Sat
(%)
Network: A329
Reading Rd /
B3030 Robin
Hood Lane
Signals
-
-
N/A
-
-
-
-
-
-
-
-
112.3%
A329 Reading Rd
/ Robin Hood
Lane
-
-
N/A
-
-
-
-
-
-
-
-
112.3%
1/2+1/1
A329 Reading Rd
(N) Ahead
Ahead2
U
1
N/A
AB
1
26
-
493
1915:1967
447
110.2%
1/3
A329 Reading Rd
(N) Ahead Right
U
1
N/A
A
1
26
-
226
2025
473
47.8%
2/1+2/2
B3030 Robin
Hood Lane Right
Left Left2 Ahead
U
1
N/A
E
1
36
-
704
1773:1823
637
110.5%
3/2+3/1
A329 Reading Rd
(S) Ahead
Ahead2
U
1
N/A
CD
1
19:40
-
871
2055:1923
791
110.1%
3/3
A329 Reading Rd
(S) Ahead Right
U
1
N/A
C
1
19
-
385
2022
354
108.8%
4/1
B3030 Kings St
Lane Left
U
1
N/A
F
1
15
-
83
1741
247
33.7%
B3030 Kings St
Lane Ahead Right
Right2
U
1
N/A
F
1
15
-
557
2055:1868
496
112.3%
5/1
Reading Rd (N)
Exit
U
N/A
N/A
-
-
-
-
674
Inf
Inf
0.0%
5/2
Reading Rd (N)
Exit
U
N/A
N/A
-
-
-
-
323
Inf
Inf
0.0%
6/1
Robin Hood Lane
Exit
U
N/A
N/A
-
-
-
-
417
Inf
Inf
0.0%
7/1
Reading Rd (S)
Exit
U
N/A
N/A
-
-
-
-
813
Inf
Inf
0.0%
8/1
Reading Rd (S)
Sainsburys RT
U
N/A
N/A
-
-
-
-
240
Inf
Inf
0.0%
4/2+4/3
9/1
Kings St Lane
Exit
U
N/A
N/A
-
-
-
-
852
Inf
Inf
0.0%
10/1
Reading Rd (N)
LT G/W Left
O
N/A
N/A
-
-
-
-
28
Inf
683
3.7%
11/1
Reading Rd (S)
LT G/W Left
O
N/A
N/A
-
-
-
-
475
Inf
827
57.4%
Leaving
(pcu)
Turners In
Gaps (pcu)
Turners When
Unopposed
(pcu)
Item
Arriving (pcu)
Turners In
Intergreen
(pcu)
Uniform
Delay
(pcuHr)
Rand +
Oversat
Delay
(pcuHr)
Storage
Area
Uniform
Delay
(pcuHr)
Total
Delay
(pcuHr)
Av. Delay
Per PCU
(s/pcu)
Max. Back of
Uniform
Queue (pcu)
Rand +
Oversat
Queue
(pcu)
Mean
Max
Queue
(pcu)
Network: A329
Reading Rd /
B3030 Robin
Hood Lane
Signals
-
-
83
417
0
53.2
166.6
0.0
219.8
-
-
-
-
A329 Reading Rd
/ Robin Hood
Lane
-
-
83
417
0
53.2
166.6
0.0
219.8
-
-
-
-
1/2+1/1
493
447
-
-
-
9.1
27.3
-
36.4
265.8
18.0
27.3
45.4
1/3
226
226
-
-
-
2.5
0.5
-
2.9
47.0
6.5
0.5
6.9
2/1+2/2
704
637
-
-
-
11.1
38.1
-
49.2
251.6
24.6
38.1
62.7
3/2+3/1
871
835
-
-
-
11.6
44.9
-
56.5
233.3
21.1
44.9
65.9
3/3
385
354
-
-
-
6.6
20.3
-
26.9
251.5
13.9
20.3
34.2
4/1
83
83
-
-
-
1.1
0.3
-
1.3
57.4
2.5
0.3
2.7
4/2+4/3
557
521
-
-
-
9.8
34.6
-
44.4
286.9
12.8
34.6
47.4
5/1
619
619
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
5/2
297
297
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
6/1
374
374
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
7/1
758
758
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
8/1
235
235
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
9/1
820
820
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
10/1
25
25
0
25
0
0.0
0.0
-
0.0
2.7
0.0
0.0
0.0
11/1
475
475
83
392
0
1.5
0.7
-
2.2
16.4
14.4
0.7
15.1
C1
-24.8
-24.8
217.62
219.81
Cycle Time (s): 120
Stage Stream: 1
1
Min: 7 2
Min: 7 3
G
B
A
H
Min: 6 4
G
E
N
M
Min: 7
G
N
N
I
J
K
9
L
J
J
K
20s
9
D
34s
10
C
9s
F
D
14
15s
Stage Timings
Stage Stream: 1
Stage
1
2
3
4
Duration
20
34
9
15
Change Point
0
29
72
91
0
Phases
0
1
10
20
30
40
29
2
9 : 20
50
60
70
72
3
9 : 34
80
10 : 9
90
91
4
100
110
120
14 : 15
A
B
C
D
E
F
G
H
I
J
K
L
M
N
A
B
C
D
E
F
G
H
I
J
K
L
M
N
0
10
20
30
40
50
60
70
Time in cycle (sec)
80
90
100
110
120
Min >= 6 2
G
B
A
Min >= 7 3
K
D
C
F
K
D
C
F
D
C
e
an
19
50 5
9
in
H
ob
3.2
%
11
B3
0
.9
2-
69
1
LT G/W
oo
dL
0. 0
La
n
od
%
ding Rd (N)
1
2
Arm 10 - Rea
0.0
Ar
m
3.7%
F
E
J
K
D
C
75
6
33
11 .7%
Ar
2.3
m
%
4Ar
2
m
B3
47 .7
903
.4
0K
Kin
1
0 .0
ing
gs
2
sS
St
tL
La
3
0 .0
an
ne
e
%
Ex
it
81
3
D
1
83
32
23 7
0
Ar
m
0.0
%
Re
ad
ing
Re
0.
0.0
ad
0%
Rd
ing
(S
Rd
)E
1
xi t
(S
0 .0
)S
ain
Ar
sb
1
m
3
ur
3
ys
-A
1
2
15.1 57.2% 475
RT
36
32
1
9R
61 .8
Lane 11/1 Flows
E
.5
ea
1800
1800
din
10
gR
10 9.4
8. %
d
6%
(S
)
4
0
0
06
40
47 5
5
Ar
m
PRC: -25.7 %
Ho
0. 0
bin
Ro
3
3
25
6-
37
1
2
I
L
J
K
0
H
N
M
I
L
1000
Min >= 4
G
B
A
H
N
M
J
E
0
1-
Min >= 6 4
G
B
A
I
L
J
E
H
N
M
I
L
G
B
A
H
N
M
F
E
Lane 10/1 Flows
Ar
m
11
2
47 .7%
.8%
A3
Ar
29
m
2
Re
51
5.0
1
Re adin
6
0. 0
.9
gR
ad
0.0
ing
d(
N)
Rd
0. 0
(
N
%
)E
0. 0
xit
%
31
62 4
8
Ar
m
1
1000
30
R
28
47
22 6
6
A
eE
xit
1
B
23
8-
4
7-
C
Network Results
Item
Lane Description
Lane
Type
Controller
Stream
Position In
Filtered Route
Full Phase
Arrow
Phase
Num
Greens
Total Green
(s)
Arrow
Green (s)
Demand
Flow (pcu)
Sat Flow
(pcu/Hr)
Capacity
(pcu)
Deg Sat
(%)
Network: A329
Reading Rd /
B3030 Robin
Hood Lane
Signals
-
-
N/A
-
-
-
-
-
-
-
-
113.2%
A329 Reading Rd
/ Robin Hood
Lane
-
-
N/A
-
-
-
-
-
-
-
-
113.2%
1/2+1/1
A329 Reading Rd
(N) Ahead
Ahead2
U
1
N/A
AB
1
26
-
504
1915:1967
447
112.7%
1/3
A329 Reading Rd
(N) Ahead Right
U
1
N/A
A
1
26
-
226
2025
473
47.8%
2/1+2/2
B3030 Robin
Hood Lane Right
Left Left2 Ahead
U
1
N/A
E
1
35
-
704
1773:1823
622
113.2%
3/2+3/1
A329 Reading Rd
(S) Ahead
Ahead2
U
1
N/A
CD
1
20:41
-
880
2055:1923
810
108.6%
3/3
A329 Reading Rd
(S) Ahead Right
U
1
N/A
C
1
20
-
406
2024
371
109.4%
4/1
B3030 Kings St
Lane Left
U
1
N/A
F
1
15
-
83
1741
247
33.7%
B3030 Kings St
Lane Ahead Right
Right2
U
1
N/A
F
1
15
-
557
2055:1868
496
112.3%
5/1
Reading Rd (N)
Exit
U
N/A
N/A
-
-
-
-
683
Inf
Inf
0.0%
5/2
Reading Rd (N)
Exit
U
N/A
N/A
-
-
-
-
344
Inf
Inf
0.0%
6/1
Robin Hood Lane
Exit
U
N/A
N/A
-
-
-
-
417
Inf
Inf
0.0%
7/1
Reading Rd (S)
Exit
U
N/A
N/A
-
-
-
-
824
Inf
Inf
0.0%
8/1
Reading Rd (S)
Sainsburys RT
U
N/A
N/A
-
-
-
-
240
Inf
Inf
0.0%
4/2+4/3
9/1
Kings St Lane
Exit
U
N/A
N/A
-
-
-
-
852
Inf
Inf
0.0%
10/1
Reading Rd (N)
LT G/W Left
O
N/A
N/A
-
-
-
-
28
Inf
675
3.7%
11/1
Reading Rd (S)
LT G/W Left
O
N/A
N/A
-
-
-
-
475
Inf
831
57.2%
Leaving
(pcu)
Turners In
Gaps (pcu)
Turners When
Unopposed
(pcu)
Item
Arriving (pcu)
Turners In
Intergreen
(pcu)
Uniform
Delay
(pcuHr)
Rand +
Oversat
Delay
(pcuHr)
Storage
Area
Uniform
Delay
(pcuHr)
Total
Delay
(pcuHr)
Av. Delay
Per PCU
(s/pcu)
Max. Back of
Uniform
Queue (pcu)
Rand +
Oversat
Queue
(pcu)
Mean
Max
Queue
(pcu)
Network: A329
Reading Rd /
B3030 Robin
Hood Lane
Signals
-
-
75
425
0
55.0
175.5
0.0
230.6
-
-
-
-
A329 Reading Rd
/ Robin Hood
Lane
-
-
75
425
0
55.0
175.5
0.0
230.6
-
-
-
-
1/2+1/1
504
447
-
-
-
9.9
32.3
-
42.1
301.0
18.8
32.3
51.0
1/3
226
226
-
-
-
2.5
0.5
-
2.9
47.0
6.5
0.5
6.9
2/1+2/2
704
622
-
-
-
12.0
44.8
-
56.8
290.6
25.1
44.8
69.9
3/2+3/1
880
848
-
-
-
11.4
40.4
-
51.8
211.8
21.2
40.4
61.5
3/3
406
371
-
-
-
7.0
22.1
-
29.0
257.5
14.7
22.1
36.8
4/1
83
83
-
-
-
1.1
0.3
-
1.3
57.4
2.5
0.3
2.7
4/2+4/3
557
521
-
-
-
9.8
34.6
-
44.4
286.9
12.8
34.6
47.4
5/1
628
628
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
5/2
314
314
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
6/1
373
373
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
7/1
756
756
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
8/1
234
234
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
9/1
813
813
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
10/1
25
25
0
25
0
0.0
0.0
-
0.0
2.8
0.0
0.0
0.0
11/1
475
475
75
400
0
1.5
0.7
-
2.1
16.1
14.4
0.7
15.1
C1
-25.7
-25.7
228.44
230.58
Cycle Time (s): 120
Stage Stream: 1
1
Min: 7 2
Min: 7 3
G
B
A
H
Min: 6 4
G
E
N
M
Min: 7
G
N
N
I
J
K
9
L
J
J
K
14s
9
D
33s
10
C
8s
F
D
14
23s
Stage Timings
Stage Stream: 1
Stage
1
2
3
4
Duration
14
33
8
23
Change Point
0
23
65
83
0
Phases
0
1
10
9 : 14
20
30
23
2
40
50
60
70
65
3
9 : 33
10 : 8
80
90
83
4
100
110
120
14 : 23
A
B
C
D
E
F
G
H
I
J
K
L
M
N
A
B
C
D
E
F
G
H
I
J
K
L
M
N
0
10
20
30
40
50
60
70
Time in cycle (sec)
80
90
100
110
120
1
Min >= 6 2
G
B
A
K
D
C
F
Min >= 6 4
C
F
C
1
LT G/W
ding Rd (N)
1
Arm 10 - Rea
0.0
2
3.9%
6-
50
9
3
28
F
E
I
L
D
1
2
H
N
M
J
K
0
Min >= 4
G
B
A
I
L
D
E
H
N
M
J
K
G
B
A
I
L
J
E
H
N
M
I
L
F
Min >= 7 3
G
B
A
H
N
M
E
0
1-
1000
J
K
D
C
68
9
D
1
15
31 2
33 1
5
41
87 .9%
Ar
.7%
m
4Ar
4
m
B3
14 .8
903
.0
0K
Kin
1
0.0
ing
gs
2
sS
St
tL
La
3
0 .0
an
ne
e
%
Ex
it
83
1
Ar
m
PRC: 0.8 %
2-
88
87 .7%
.9%
A3
Ar
29
m
2
Re
13
51
13 . 4
Re adin
0.0
.6
gR
ad
0.0
ing
d(
N
Rd
)
0.0
(N
)E
0.0 %
xit
%
9
66 6
4
Ar
m
Lane 10/1 Flows
Ar
m
A
1000
Ar
m
28
28
32 5
4
0.0
%
Ro
bin
B3
Ho
0.0
03
od
0R
L
a
18
ob
ne
.4
in
Ex
Ho
it
od
88
.6%
La
ne
19
36 1
4
1
B
31
8-
Ar
m
5
Re
ad
in
7-
Re
0. 0
%
gR
d(
S)
0 .0
%
ad
in
gR
0 .0
d(
S)
1
Ex
it
0.
0
Sa
ins
Ar
1
m
bu
3
3
ry s
-A
1
2
17.0 62.2% 527
RT
10
32
1
9R
1 9 .2
Lane 11/1 Flows
E
.6
ea
1800
1800
di n
78
gR
89 .7%
d
.3%
(S
)
26
0
0
6
32
52 1
7
C
Network Results
Item
Lane Description
Lane
Type
Controller
Stream
Position In
Filtered Route
Full Phase
Arrow
Phase
Num
Greens
Total Green
(s)
Arrow
Green (s)
Demand
Flow (pcu)
Sat Flow
(pcu/Hr)
Capacity
(pcu)
Deg Sat
(%)
Network: A329
Reading Rd /
B3030 Robin
Hood Lane
Signals
-
-
N/A
-
-
-
-
-
-
-
-
89.3%
A329 Reading Rd
/ Robin Hood
Lane
-
-
N/A
-
-
-
-
-
-
-
-
89.3%
1/2+1/1
A329 Reading Rd
(N) Ahead
Ahead2
U
1
N/A
AB
1
20
-
313
1915:1967
353
88.7%
1/3
A329 Reading Rd
(N) Ahead Right
U
1
N/A
A
1
20
-
324
2011
369
87.9%
2/1+2/2
B3030 Robin
Hood Lane Right
Left Left2 Ahead
U
1
N/A
E
1
34
-
555
1754:1823
626
88.6%
3/2+3/1
A329 Reading Rd
(S) Ahead
Ahead2
U
1
N/A
CD
1
19:48
-
848
2055:1923
950
89.3%
3/3
A329 Reading Rd
(S) Ahead Right
U
1
N/A
C
1
19
-
266
1932
338
78.7%
4/1
B3030 Kings St
Lane Left
U
1
N/A
F
1
23
-
152
1741
363
41.9%
B3030 Kings St
Lane Ahead Right
Right2
U
1
N/A
F
1
23
-
646
2055:1868
736
87.7%
5/1
Reading Rd (N)
Exit
U
N/A
N/A
-
-
-
-
664
Inf
Inf
0.0%
5/2
Reading Rd (N)
Exit
U
N/A
N/A
-
-
-
-
96
Inf
Inf
0.0%
6/1
Robin Hood Lane
Exit
U
N/A
N/A
-
-
-
-
509
Inf
Inf
0.0%
7/1
Reading Rd (S)
Exit
U
N/A
N/A
-
-
-
-
689
Inf
Inf
0.0%
8/1
Reading Rd (S)
Sainsburys RT
U
N/A
N/A
-
-
-
-
315
Inf
Inf
0.0%
9/1
Kings St Lane Exit
U
N/A
N/A
-
-
-
-
831
Inf
Inf
0.0%
4/2+4/3
10/1
Reading Rd (N)
LT G/W Left
O
N/A
N/A
-
-
-
-
28
Inf
715
3.9%
11/1
Reading Rd (S)
LT G/W Left
O
N/A
N/A
-
-
-
-
527
Inf
848
62.2%
Leaving
(pcu)
Turners In
Gaps (pcu)
Turners When
Unopposed
(pcu)
Item
Arriving (pcu)
Turners In
Intergreen
(pcu)
Uniform
Delay
(pcuHr)
Rand +
Oversat
Delay
(pcuHr)
Storage
Area
Uniform
Delay
(pcuHr)
Total
Delay
(pcuHr)
Av. Delay
Per PCU
(s/pcu)
Max. Back of
Uniform
Queue (pcu)
Rand +
Oversat
Queue
(pcu)
Mean
Max
Queue
(pcu)
Network: A329
Reading Rd /
B3030 Robin
Hood Lane
Signals
-
-
69
486
0
38.5
20.2
0.0
58.8
-
-
-
-
A329 Reading Rd
/ Robin Hood
Lane
-
-
69
486
0
38.5
20.2
0.0
58.8
-
-
-
-
1/2+1/1
313
313
-
-
-
4.2
3.4
-
7.5
86.4
10.1
3.4
13.4
1/3
324
324
-
-
-
4.3
3.2
-
7.5
83.0
10.4
3.2
13.6
2/1+2/2
555
555
-
-
-
5.8
3.5
-
9.4
60.8
14.8
3.5
18.4
3/2+3/1
848
848
-
-
-
9.0
3.9
-
12.9
54.7
15.7
3.9
19.6
3/3
266
266
-
-
-
3.5
1.8
-
5.3
71.2
8.4
1.8
10.2
4/1
152
152
-
-
-
1.7
0.4
-
2.1
49.7
4.4
0.4
4.8
4/2+4/3
646
646
-
-
-
8.1
3.3
-
11.4
63.6
10.7
3.3
14.0
5/1
664
664
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
5/2
96
96
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
6/1
509
509
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
7/1
689
689
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
8/1
315
315
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
9/1
831
831
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
10/1
28
28
0
28
0
0.0
0.0
-
0.0
2.6
0.0
0.0
0.0
11/1
527
527
69
458
0
1.9
0.8
-
2.7
18.5
16.2
0.8
17.0
C1
0.8
0.8
56.03
58.76
Cycle Time (s): 120
Stage Stream: 1
1
Min: 7 2
Min: 7 3
G
B
A
H
Min: 6 4
G
E
N
M
Min: 7
G
N
N
I
J
K
9
L
J
J
K
16s
9
D
32s
10
C
8s
F
D
14
22s
Stage Timings
Stage Stream: 1
Stage
1
2
3
4
Duration
16
32
8
22
Change Point
0
25
66
84
0
Phases
0
1
10
20
30
25
2
9 : 16
40
50
60
70
66
3
9 : 32
80
10 : 8
90
84
4
100
110
120
14 : 22
A
B
C
D
E
F
G
H
I
J
K
L
M
N
A
B
C
D
E
F
G
H
I
J
K
L
M
N
0
10
20
30
40
50
60
70
Time in cycle (sec)
80
90
100
110
120
1
Min >= 6 2
G
B
A
K
D
C
F
Min >= 6 4
C
F
C
1
LT G/W
ding Rd (N)
1
Arm 10 - Rea
0.0
2
4.0%
6-
50
9
3
28
F
E
I
L
D
1
2
H
N
M
J
K
0
Min >= 4
G
B
A
I
L
D
E
H
N
M
J
K
G
B
A
I
L
J
E
H
N
M
I
L
F
Min >= 7 3
G
B
A
H
N
M
E
0
1-
1000
J
K
D
C
71
8
D
1
15
31 2
33 1
5
43
89 .7%
Ar
.7%
m
4Ar
4
m
B3
14 .8
903
.7
0K
Kin
1
0.0
ing
gs
2
sS
St
tL
La
3
0 .0
an
ne
e
%
Ex
it
83
1
Ar
m
PRC: -0.9 %
2-
88
80 .9%
.6%
A3
Ar
29
m
2
Re
14
51
12 . 4
Re adin
0.0
.2
gR
ad
0.0
ing
d(
N
Rd
)
0.0
(N
)E
0.0 %
xit
%
10
66 9
7
Ar
m
Lane 10/1 Flows
Ar
m
A
1000
Ar
m
28
31
32 4
4
0.0
%
Ro
bin
B3
Ho
0.0
03
od
0R
L
a
19
ob
ne
.3
in
Ex
Ho
it
od
90
.8%
La
ne
19
36 1
4
1
B
31
8-
Ar
m
5
Re
ad
in
7-
Re
0. 0
%
gR
d(
S)
0 .0
%
ad
in
gR
0 .0
d(
S)
1
Ex
it
0.
0
Sa
ins
Ar
1
m
bu
3
3
ry s
-A
1
2
17.0 62.2% 527
RT
11
32
1
9R
2 0 .1
Lane 11/1 Flows
E
.4
ea
1800
1800
di n
82
gR
90 .3%
d
.1%
(S
)
27
0
0
9
32
52 4
7
C
Network Results
Item
Lane Description
Lane
Type
Controller
Stream
Position In
Filtered Route
Full Phase
Arrow
Phase
Num
Greens
Total Green
(s)
Arrow
Green (s)
Demand
Flow (pcu)
Sat Flow
(pcu/Hr)
Capacity
(pcu)
Deg Sat
(%)
Network: A329
Reading Rd /
B3030 Robin
Hood Lane
Signals
-
-
N/A
-
-
-
-
-
-
-
-
90.8%
A329 Reading Rd
/ Robin Hood
Lane
-
-
N/A
-
-
-
-
-
-
-
-
90.8%
1/2+1/1
A329 Reading Rd
(N) Ahead
Ahead2
U
1
N/A
AB
1
22
-
342
1915:1967
385
88.9%
1/3
A329 Reading Rd
(N) Ahead Right
U
1
N/A
A
1
22
-
324
2011
402
80.6%
2/1+2/2
B3030 Robin
Hood Lane Right
Left Left2 Ahead
U
1
N/A
E
1
33
-
555
1754:1823
611
90.8%
3/2+3/1
A329 Reading Rd
(S) Ahead
Ahead2
U
1
N/A
CD
1
19:47
-
851
2055:1923
945
90.1%
3/3
A329 Reading Rd
(S) Ahead Right
U
1
N/A
C
1
19
-
279
1937
339
82.3%
4/1
B3030 Kings St
Lane Left
U
1
N/A
F
1
22
-
152
1741
348
43.7%
B3030 Kings St
Lane Ahead Right
Right2
U
1
N/A
F
1
22
-
646
2055:1868
720
89.7%
5/1
Reading Rd (N)
Exit
U
N/A
N/A
-
-
-
-
667
Inf
Inf
0.0%
5/2
Reading Rd (N)
Exit
U
N/A
N/A
-
-
-
-
109
Inf
Inf
0.0%
6/1
Robin Hood Lane
Exit
U
N/A
N/A
-
-
-
-
509
Inf
Inf
0.0%
7/1
Reading Rd (S)
Exit
U
N/A
N/A
-
-
-
-
718
Inf
Inf
0.0%
8/1
Reading Rd (S)
Sainsburys RT
U
N/A
N/A
-
-
-
-
315
Inf
Inf
0.0%
9/1
Kings St Lane Exit
U
N/A
N/A
-
-
-
-
831
Inf
Inf
0.0%
4/2+4/3
10/1
Reading Rd (N)
LT G/W Left
O
N/A
N/A
-
-
-
-
28
Inf
709
4.0%
11/1
Reading Rd (S)
LT G/W Left
O
N/A
N/A
-
-
-
-
527
Inf
848
62.2%
Leaving
(pcu)
Turners In
Gaps (pcu)
Turners When
Unopposed
(pcu)
Item
Arriving (pcu)
Turners In
Intergreen
(pcu)
Uniform
Delay
(pcuHr)
Rand +
Oversat
Delay
(pcuHr)
Storage
Area
Uniform
Delay
(pcuHr)
Total
Delay
(pcuHr)
Av. Delay
Per PCU
(s/pcu)
Max. Back of
Uniform
Queue (pcu)
Rand +
Oversat
Queue
(pcu)
Mean
Max
Queue
(pcu)
Network: A329
Reading Rd /
B3030 Robin
Hood Lane
Signals
-
-
77
478
0
39.5
21.2
0.0
60.7
-
-
-
-
A329 Reading Rd
/ Robin Hood
Lane
-
-
77
478
0
39.5
21.2
0.0
60.7
-
-
-
-
1/2+1/1
342
342
-
-
-
4.4
3.5
-
7.9
83.1
10.9
3.5
14.4
1/3
324
324
-
-
-
4.1
2.0
-
6.1
67.7
10.3
2.0
12.2
2/1+2/2
555
555
-
-
-
6.0
4.3
-
10.3
66.5
15.0
4.3
19.3
3/2+3/1
851
851
-
-
-
9.3
4.2
-
13.5
57.0
16.2
4.2
20.4
3/3
279
279
-
-
-
3.7
2.2
-
5.9
75.7
8.9
2.2
11.1
4/1
152
152
-
-
-
1.8
0.4
-
2.2
51.2
4.4
0.4
4.8
4/2+4/3
646
646
-
-
-
8.3
3.9
-
12.2
68.0
10.8
3.9
14.7
5/1
667
667
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
5/2
109
109
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
6/1
509
509
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
7/1
718
718
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
8/1
315
315
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
9/1
831
831
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
10/1
28
28
0
28
0
0.0
0.0
-
0.0
2.6
0.0
0.0
0.0
11/1
527
527
77
450
0
1.9
0.8
-
2.7
18.8
16.2
0.8
17.0
C1
-0.9
-0.9
57.95
60.71
Cycle Time (s): 120
Project:
ITB 6067 Winnersh
Title:
Loddon Bridge Gyratory (Reading Rd / Lower Earley Way N)
Location:
File name:
Loddon Bridge v2.lsg3x
Author:
AL
Company:
Address:
Notes:
eading
Rd
(W)
1
2
3
Arm 8
13
-
Arm
W
5/1
wer
5/2
Ear
1
ley
Wa
2
y (S
- Lo
) Int
wer
ern
Earle
al
yW
6/2
ay (
N) I
6/1
nter
n al
1
14 /
2
1
- Lo
yW
ay (
S) E
x
it
ay
(S)
yW
Ear
le
w er
- Lo
14
Arm
Arm
6
Arm
5
1
2
3
4
er E
arle
ea
di
ng
Rd
1
12 2/1
(E
/2
)E
1
xit
2
Pe
ds
Ar
m
1
2
3
1
-R
9/1
9/2
9/ 3
D
Gyr
10 Arm
10/5
5
10/4
4
10/3
3
10/2
2
10/1
E
ry N
rato
xit
Pe
ds
12
- Gy
(W
)E
Ar
m
9
Arm
Rd
1
11
-R
1
ea
11 1/2
di
/1
ng
Controller: 1&2
tory N
Arm 7 - Gyratory SW
1
Ar
m
7/3
7/2
7/1
2
- Gyra
1
2
3
4
5
3
2
1
(W
)E
xi t
Low
15
-R
ea
15
din
/
g
15 2
Rd
/1
1/1
1/2
1/3
4 /1
4 /2
4 /3
4 /4
2
1
Arm 1 R
4-
Ar
m
Arm
A
8/1
8/2
8/3
8/4
8/5
13/
1
13/
1
2
Low
13/
we
2
3
Arm
rE
arle
3
2yW
Low
4
ay
er E
(N)
2/4
3
arle
Exit
y
Wa
2 /3
2
y (N
2/2
1
)
2/1
B
SE
atory
2
1
Arm
3
3/2
3/1
16
-R
ea
d
ing
- Rea
ding
Rd
Rd
(
16
/1
1
E)
Ex
it
(E)
C
C1
Phase Diagram
C
A
B
G
D
J
E
F
I
H
K
Phase Input Data
A
Traffic
1
7
7
B
Pedestrian
1
5
5
C
Traffic
2
7
7
D
Pedestrian
2
5
5
E
Pedestrian
2
5
5
F
Traffic
2
7
7
G
Traffic
3
7
7
H
Traffic
3
7
7
I
Traffic
3
7
7
J
Traffic
3
7
7
K
Traffic
3
7
7
Starting Phase
A
B
C
D E
F
G H I
J K
-
6
-
-
-
-
-
-
-
-
-
B 10 -
-
-
-
-
-
-
-
-
-
C
-
-
-
6
-
6
-
-
-
-
-
D
-
-
10
-
-
-
-
-
-
-
-
Terminating E
Phase
F
-
-
-
-
-
10
-
-
-
-
-
-
-
6
-
6
-
-
-
-
-
-
G
-
-
-
-
-
-
-
-
8 6
-
H
-
-
-
-
-
-
-
-
- 8
-
I
-
-
-
-
-
-
8
-
-
-
-
J
-
-
-
-
-
-
6
9
-
-
8
K
-
-
-
-
-
-
-
-
- 8
-
A
Phases in Stage
1
1
A
1
2
B
2
1
CE
2
2
DF
3
1
IJ
3
2
GHK
Stage Diagram
Stage Stream: 1
1
Min >= 7 2
A
Min >= 5
A
B
B
Stage Stream: 2
1
Min >= 7 2
C
D
Min >= 7
C
D
F
E
F
E
Stage Stream: 3
1
Min >= 7 2
Min >= 7
G
H K
G
J
J
I
I
H K
Phase Delays
Stage Stream: 1
Stage Stream: 2
Stage Stream: 3
Stage Stream: 1
To Stage
1
From
Stage 1
2
6
2 10
Stage Stream: 2
To Stage
1
From
Stage 1
2
10
2 10
Stage Stream: 3
To Stage
1
From
Stage 1
2
2
9
8
C2
Phase Diagram
E
F
N
M
Q
P
C
D
I
K
B
L
J
O
G
A
H
Phase Input Data
A
Traffic
1
7
7
B
Traffic
1
7
7
C
Traffic
2
7
7
D
Traffic
2
7
7
E
Traffic
2
7
7
F
Traffic
2
7
7
G
Traffic
2
7
7
H
Traffic
3
7
7
I
Pedestrian
1
5
5
J
Pedestrian
1
5
5
K
Pedestrian
2
5
5
L
Pedestrian
2
5
5
M
Pedestrian
2
5
5
N
Pedestrian
2
5
5
O
Pedestrian
3
5
5
P
Pedestrian
2
5
5
Q
Pedestrian
2
5
5
Starting Phase
A
B
C D E F G
H
I
A
-
5
-
-
-
-
-
-
- 6
-
-
-
-
-
-
-
B
5
-
-
-
-
-
-
-
6 -
-
-
-
-
-
-
-
C
-
-
-
-
-
-
9
-
-
-
-
-
-
6
-
-
-
D
-
-
-
-
7 9 6
-
-
-
-
-
-
-
-
-
-
E
-
-
-
6
-
-
-
-
-
-
-
8
-
-
-
-
6
F
-
-
-
5
-
-
-
-
-
-
-
-
6
-
-
-
-
G
-
-
6 6
-
-
-
-
-
-
6 -
-
-
-
8
-
Terminating H
Phase
I
-
-
-
-
-
-
-
-
-
-
-
-
-
-
6
-
-
-
10
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
J
10
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
K
-
-
-
-
-
-
8
-
-
-
-
-
-
-
-
-
-
L
-
-
-
-
8
-
-
-
-
-
-
-
-
-
-
-
-
M
-
-
-
-
-
8
-
-
-
-
-
-
-
-
-
-
-
N
-
-
9
-
-
-
-
-
-
-
-
-
-
-
-
-
-
O
-
-
-
-
-
-
-
10 -
-
-
-
-
-
-
-
-
P
-
-
-
-
-
-
8
-
-
-
-
-
-
-
-
-
-
Q
-
-
-
-
8
-
-
-
-
-
-
-
-
-
-
-
-
Phases in Stage
1
1
AI
1
2
BJ
2
1
CDKLMPQ
2
2
EFGN
3
1
H
3
2
O
Stage Diagram
Stage Stream: 1
1
Min >= 7 2
Min >= 7
I
I
B
B
J
J
A
A
Stage Stream: 2
1
Min >= 7 2
Min >= 7
E F
E F
N
N
Q
P
C
D
M
D
K
K
L
G
Q
P
C
L
G
M
J K L M N O P Q
Stage Stream: 3
1
Min >= 7 2
O
Min >= 5
O
H
H
Phase Delays
Stage Stream: 1
Stage Stream: 2
Stage Stream: 3
Stage Stream: 1
To Stage
1
From
Stage 1
2
10
2 10
Stage Stream: 2
To Stage
1
From
Stage 1
2
2
9
9
Stage Stream: 3
To Stage
1
From
Stage 1
2 10
2
6
Junction: Loddon Bridge Gyratory
There are no Opposed Lanes in this Junction
Lane Input Data
Lane
Lane
Start End
Phases
Type
Disp. Disp.
Physical
Length
(PCU)
Sat
Flow
Type
Def User
Lane
Saturation
Nearside
Width Gradient
Lane
Flow
(m)
(PCU/Hr)
Turns
Turning
Radius
(m)
1/1
(Reading Rd
(W))
U
B
1
3
8.7
Geom
-
4.00
0.00
Y
Arm 8
Ahead
20.00
1/2
(Reading Rd
(W))
U
B
1
3
60.0
Geom
-
4.00
0.00
N
Arm 8
Ahead
23.00
1/3
(Reading Rd
(W))
U
B
1
3
60.0
Geom
-
4.00
0.00
N
Arm 8
Ahead
26.00
2/1
(Lower Earley
Way (N))
U
F
1
3
60.0
Geom
-
3.70
0.00
Y
Arm 12
Left
44.00
2/2
(Lower Earley
Way (N))
U
F
1
3
4.3
Geom
-
3.70
0.00
N
Arm 9
Ahead
47.00
2/3
(Lower Earley
Way (N))
U
E
1
3
60.0
Geom
-
3.65
0.00
Y
Arm 6
Ahead
Inf
2/4
(Lower Earley
Way (N))
U
E
1
3
60.0
Geom
-
3.65
0.00
N
Arm 6
Ahead
Inf
3/1
(Reading Rd
(E))
U
F
1
3
60.0
Geom
-
3.90
0.00
Y
Arm 10
Ahead
40.00
3/2
(Reading Rd
(E))
U
F
1
3
13.0
Geom
-
3.90
0.00
N
Arm 10
Ahead
43.00
4/1
(Lower Earley
Way (S))
U
H
1
3
60.0
Geom
-
3.75
0.00
Y
Arm 11
Left
40.00
4/2
(Lower Earley
Way (S))
U
H
1
3
2.4
Geom
-
3.75
0.00
N
Arm 7
Ahead
40.00
4/3
(Lower Earley
Way (S))
U
K
1
3
60.0
Geom
-
3.75
0.00
Y
Arm 5
Ahead
Inf
4/4
(Lower Earley
Way (S))
U
K
1
3
4.7
Geom
-
3.75
0.00
N
Arm 5
Ahead
Inf
5/1
(Lower Earley
Way (S)
Internal)
U
G
1
3
15.7
Geom
-
3.65
0.00
Y
Arm 13
Ahead
Inf
5/2
(Lower Earley
Way (S)
Internal)
U
G
1
3
15.7
Geom
-
3.65
0.00
N
Arm 13
Ahead
Inf
6/1
(Lower Earley
Way (N)
Internal)
U
G
1
3
18.1
Geom
-
3.65
0.00
Y
Arm 14
Ahead
Inf
6/2
(Lower Earley
Way (N)
Internal)
U
G
1
3
18.1
Geom
-
3.65
0.00
N
Arm 14
Ahead
Inf
7/1
(Gyratory SW)
U
A
2
3
17.7
Geom
-
3.90
0.00
Y
Arm 8
Right
50.00
7/2
(Gyratory SW)
U
A
2
3
17.7
Geom
-
3.90
0.00
N
Arm 8
Right
47.00
7/3
(Gyratory SW)
U
A
2
3
15.0
Geom
-
3.90
0.00
Y
Arm 8
Right
44.00
8/1
(Gyratory
NW)
U
C
1
3
9.2
Geom
-
3.30
0.00
Y
Arm 13
Left
Inf
8/2
(Gyratory
NW)
U
C
1
3
9.2
Geom
-
3.30
0.00
N
Arm 13
Left
Inf
8/3
(Gyratory
NW)
U
C
1
3
5.2
Geom
-
3.30
0.00
N
Arm 13
Left
Inf
8/4
(Gyratory
NW)
U
D
1
3
8.7
Geom
-
4.00
0.00
Y
Arm 12
Right
48.00
Arm 9
Right
Inf
Arm 12
Right
45.00
8/5
(Gyratory
NW)
U
9/1
(Gyratory NE)
U
C
1
3
14.6
Geom
-
3.90
0.00
Y
Arm 10
Right
50.00
9/2
(Gyratory NE)
U
C
1
3
14.6
Geom
-
3.90
0.00
N
Arm 10
Right
47.00
9/3
(Gyratory NE)
U
C
1
3
9.6
Geom
-
3.90
0.00
N
Arm 10
Right
44.00
10/1
(Gyratory SE)
U
I
1
3
14.8
Geom
-
3.90
0.00
Y
Arm 14
Left
57.00
10/2
(Gyratory SE)
U
I
1
3
14.8
Geom
-
3.90
0.00
Y
Arm 14
Left
Inf
10/3
(Gyratory SE)
U
J
1
3
12.0
Geom
-
3.90
0.00
Y
Arm 11
Right
50.00
Arm 7
Right
Inf
Arm 11
Right
Inf
10/4
(Gyratory SE)
U
D
J
1
2
3
3
8.7
6.1
Geom
Geom
-
-
4.00
3.90
0.00
0.00
N
N
10/5
(Gyratory SE)
U
J
1
3
12.0
Geom
-
3.90
0.00
N
Arm 7
Right
44.00
11/1
(Reading Rd
(W) Exit
Peds)
U
H
1
3
17.7
Geom
-
3.65
0.00
Y
Arm 15
Ahead
Inf
11/2
(Reading Rd
(W) Exit
Peds)
U
H
1
3
17.7
Geom
-
3.65
0.00
N
Arm 15
Ahead
Inf
12/1
(Reading Rd
(E) Exit Peds)
U
A
1
3
11.8
Geom
-
3.65
0.00
Y
Arm 16
Ahead
65.00
12/2
(Reading Rd
(E) Exit Peds)
U
13/1
(Lowwer
Earley Way
(N) Exit)
1
3
11.8
Geom
-
3.65
0.00
N
Arm 16
Ahead
68.00
U
1
3
60.0
Inf
-
-
-
-
-
-
13/2
(Lowwer
Earley Way
(N) Exit)
U
1
3
60.0
Inf
-
-
-
-
-
-
13/3
(Lowwer
Earley Way
(N) Exit)
U
1
3
60.0
Inf
-
-
-
-
-
-
14/1
(Lower Earley
Way (S) Exit)
U
1
3
60.0
User
2500
-
-
-
-
-
15/1
(Reading Rd
(W) Exit)
U
1
3
60.0
Inf
-
-
-
-
-
-
15/2
(Reading Rd
(W) Exit)
U
1
3
60.0
Inf
-
-
-
-
-
-
16/1
(Reading Rd
(E) Exit)
U
1
3
60.0
User
2500
-
-
-
-
-
A
Traffic Flow Groups
Flow Group
08:00
09:00
01:00
08:00
09:00
01:00
08:00
09:00
01:00
17:00
18:00
01:00
17:00
18:00
01:00
17:00
18:00
01:00
F1+F3
F18+F20
Desired Flow :
Destination
Origin
A
B
C
D
Tot.
A
0
510
609
320
1439
B
239
0
130
739
1108
C
469
746
0
106
1321
D
297
1442
210
0
1949
Tot.
1005
2698
949
1165
5817
Traffic Lane Flows
Lane
Scenario 1:
1
1/1
(short)
412
1/2
(with short)
933(In)
521(Out)
1/3
506
2/1
130
2/2
(short)
239
2/3
(with short)
582(In)
343(Out)
2/4
396
3/1
(with short)
1321(In)
573(Out)
3/2
(short)
748
4/1
(with short)
507(In)
297(Out)
4/2
(short)
210
4/3
(with short)
1442(In)
696(Out)
4/4
(short)
746
5/1
696
5/2
746
6/1
343
6/2
396
7/1
291
7/2
599
7/3
66
8/1
703
8/2
(with short)
553(In)
277(Out)
8/3
(short)
276
8/4
567
8/5
572
9/1
151
9/2
169
9/3
239
10/1
218
10/2
208
10/3
650
10/4
(short)
349
10/5
(with short)
804(In)
455(Out)
11/1
947
11/2
58
12/1
697
12/2
252
13/1
1051
13/2
625
13/3
1022
14/1
1165
15/1
947
15/2
58
16/1
949
Lane
Lane
Nearside
Width Gradient
Lane
(m)
Allowed
Turns
Turning
Turning Sat Flow
Radius
Prop. (PCU/Hr)
(m)
Flared Sat
Flow
(PCU/Hr)
1/1
(Reading Rd (W))
4.00
0.00
Y
Arm 8 Ahead
20.00
100.0 %
1874
1874
1/2
(Reading Rd (W))
4.00
0.00
N
Arm 8 Ahead
23.00
100.0 %
2023
2023
1/3
(Reading Rd (W))
4.00
0.00
N
Arm 8 Ahead
26.00
100.0 %
2037
2037
2/1
(Lower Earley Way (N))
3.70
0.00
Y
Arm 12 Left
44.00
100.0 %
1920
1920
2/2
3.70
0.00
N
Arm 9 Ahead
47.00
100.0 %
2059
2059
2/3
3.65
0.00
Y
Arm 6 Ahead
Inf
100.0 %
1980
1980
2/4
3.65
0.00
N
Arm 6 Ahead
Inf
100.0 %
2120
2120
3/1
(Reading Rd (E))
3.90
0.00
Y
Arm 10
Ahead
40.00
100.0 %
1933
1933
3/2
(Reading Rd (E))
3.90
0.00
N
Arm 10
Ahead
43.00
100.0 %
2073
2073
4/1
(Lower Earley Way (S))
3.75
0.00
Y
Arm 11 Left
40.00
100.0 %
1918
1918
4/2
3.75
0.00
N
Arm 7 Ahead
40.00
100.0 %
2053
2053
4/3
3.75
0.00
Y
Arm 5 Ahead
Inf
100.0 %
1990
1990
4/4
3.75
0.00
N
Arm 5 Ahead
Inf
100.0 %
2130
2130
5/1
(Lower Earley Way (S) Internal)
3.65
0.00
Y
Arm 13
Ahead
Inf
100.0 %
1980
1980
5/2
3.65
0.00
N
Arm 13
Ahead
Inf
100.0 %
2120
2120
6/1
(Lower Earley Way (N) Internal)
3.65
0.00
Y
Arm 14
Ahead
Inf
100.0 %
1980
1980
6/2
3.65
0.00
N
Arm 14
Ahead
Inf
100.0 %
2120
2120
7/1
(Gyratory SW)
3.90
0.00
Y
Arm 8 Right
50.00
100.0 %
1947
1947
7/2
(Gyratory SW)
3.90
0.00
N
Arm 8 Right
47.00
100.0 %
2079
2079
7/3
(Gyratory SW)
3.90
0.00
Y
Arm 8 Right
44.00
100.0 %
1939
1939
8/1
(Gyratory NW)
3.30
0.00
Y
Arm 13 Left
Inf
100.0 %
1945
1945
8/2
(Gyratory NW)
3.30
0.00
N
Arm 13 Left
Inf
100.0 %
2085
2085
8/3
(Gyratory NW)
3.30
0.00
N
Arm 13 Left
Inf
100.0 %
2085
2085
8/4
(Gyratory NW)
4.00
0.00
Y
8/5
(Gyratory NW)
4.00
0.00
N
9/1
(Gyratory NE)
3.90
0.00
9/2
(Gyratory NE)
3.90
9/3
(Gyratory NE)
Arm 12 Right
48.00
100.0 %
1954
1954
Arm 9 Right
Inf
55.9 %
Arm 12 Right
45.00
44.1 %
2124
2124
Y
Arm 10 Right
50.00
100.0 %
1947
1947
0.00
N
Arm 10 Right
47.00
100.0 %
2079
2079
3.90
0.00
N
Arm 10 Right
44.00
100.0 %
2074
2074
10/1
(Gyratory SE)
3.90
0.00
Y
Arm 14 Left
57.00
100.0 %
1954
1954
10/2
(Gyratory SE)
3.90
0.00
Y
Arm 14 Left
Inf
100.0 %
2005
2005
10/3
(Gyratory SE)
3.90
0.00
Y
Arm 11 Right
50.00
100.0 %
1947
1947
10/4
(Gyratory SE)
3.90
0.00
N
Arm 7 Right
Inf
83.4 %
2145
2145
Arm 11 Right
Inf
16.6 %
10/5
(Gyratory SE)
3.90
0.00
N
Arm 7 Right
44.00
100.0 %
2074
2074
11/1
(Reading Rd (W) Exit Peds)
3.65
0.00
Y
Arm 15
Ahead
Inf
100.0 %
1980
1980
11/2
3.65
0.00
N
Arm 15
Ahead
Inf
100.0 %
2120
2120
12/1
(Reading Rd (E) Exit Peds)
3.65
0.00
Y
Arm 16
Ahead
65.00
100.0 %
1935
1935
12/2
3.65
0.00
N
Arm 16
Ahead
68.00
100.0 %
2074
2074
13/1
(Lowwer Earley Way (N) Exit
Lane 1)
Inf
Inf
13/2
Lane 2)
Inf
Inf
13/3
Lane 3)
Inf
Inf
14/1
(Lower Earley Way (S) Exit Lane
1)
This lane uses a directly entered Saturation Flow
2500
2500
15/1
(Reading Rd (W) Exit Lane 1)
Inf
Inf
15/2
Inf
Inf
16/1
(Reading Rd (E) Exit Lane 1)
2500
2500
Desired Flow :
Destination
Origin
A
B
C
D
Tot.
A
0
510
621
320
1451
B
239
0
163
739
1141
C
502
839
0
107
1448
D
297
1442
210
0
1949
Tot.
1038
2791
994
1166
5989
Traffic Lane Flows
Lane
Scenario 2:
3
1/1
(short)
392
1/2
(with short)
923(In)
531(Out)
1/3
528
2/1
163
2/2
(short)
239
2/3
(with short)
582(In)
343(Out)
2/4
396
3/1
(with short)
1448(In)
605(Out)
3/2
(short)
843
4/1
(with short)
507(In)
297(Out)
4/2
(short)
210
4/3
(with short)
1442(In)
696(Out)
4/4
(short)
746
5/1
696
5/2
746
6/1
343
6/2
396
7/1
267
7/2
679
7/3
103
8/1
659
8/2
(with short)
690(In)
345(Out)
8/3
(short)
345
8/4
520
8/5
631
9/1
148
9/2
172
9/3
239
10/1
214
10/2
213
10/3
666
10/4
(short)
342
10/5
(with short)
914(In)
572(Out)
11/1
963
11/2
75
12/1
683
12/2
311
13/1
1007
13/2
693
13/3
1091
14/1
1166
15/1
963
15/2
75
16/1
994
Lane
Lane
Nearside
Width Gradient
Lane
(m)
Allowed
Turns
Turning
Turning Sat Flow
Radius
Prop. (PCU/Hr)
(m)
Flared Sat
Flow
(PCU/Hr)
1/1
(Reading Rd (W))
4.00
0.00
Y
Arm 8 Ahead
20.00
100.0 %
1874
1874
1/2
(Reading Rd (W))
4.00
0.00
N
Arm 8 Ahead
23.00
100.0 %
2023
2023
1/3
(Reading Rd (W))
4.00
0.00
N
Arm 8 Ahead
26.00
100.0 %
2037
2037
2/1
3.70
0.00
Y
Arm 12 Left
44.00
100.0 %
1920
1920
2/2
3.70
0.00
N
Arm 9 Ahead
47.00
100.0 %
2059
2059
2/3
3.65
0.00
Y
Arm 6 Ahead
Inf
100.0 %
1980
1980
2/4
3.65
0.00
N
Arm 6 Ahead
Inf
100.0 %
2120
2120
3/1
(Reading Rd (E))
3.90
0.00
Y
Arm 10
Ahead
40.00
100.0 %
1933
1933
3/2
(Reading Rd (E))
3.90
0.00
N
Arm 10
Ahead
43.00
100.0 %
2073
2073
4/1
3.75
0.00
Y
Arm 11 Left
40.00
100.0 %
1918
1918
4/2
3.75
0.00
N
Arm 7 Ahead
40.00
100.0 %
2053
2053
4/3
3.75
0.00
Y
Arm 5 Ahead
Inf
100.0 %
1990
1990
4/4
3.75
0.00
N
Arm 5 Ahead
Inf
100.0 %
2130
2130
5/1
3.65
0.00
Y
Arm 13
Ahead
Inf
100.0 %
1980
1980
5/2
3.65
0.00
N
Arm 13
Ahead
Inf
100.0 %
2120
2120
6/1
3.65
0.00
Y
Arm 14
Ahead
Inf
100.0 %
1980
1980
6/2
3.65
0.00
N
Arm 14
Ahead
Inf
100.0 %
2120
2120
7/1
(Gyratory SW)
3.90
0.00
Y
Arm 8 Right
50.00
100.0 %
1947
1947
7/2
(Gyratory SW)
3.90
0.00
N
Arm 8 Right
47.00
100.0 %
2079
2079
7/3
(Gyratory SW)
3.90
0.00
Y
Arm 8 Right
44.00
100.0 %
1939
1939
8/1
(Gyratory NW)
3.30
0.00
Y
Arm 13 Left
Inf
100.0 %
1945
1945
8/2
(Gyratory NW)
3.30
0.00
N
Arm 13 Left
Inf
100.0 %
2085
2085
8/3
(Gyratory NW)
3.30
0.00
N
Arm 13 Left
Inf
100.0 %
2085
2085
8/4
(Gyratory NW)
4.00
0.00
Y
8/5
(Gyratory NW)
4.00
0.00
N
9/1
(Gyratory NE)
3.90
0.00
9/2
(Gyratory NE)
3.90
9/3
(Gyratory NE)
Arm 12 Right
48.00
100.0 %
1954
1954
Arm 9 Right
Inf
50.7 %
Arm 12 Right
45.00
49.3 %
2120
2120
Y
Arm 10 Right
50.00
100.0 %
1947
1947
0.00
N
Arm 10 Right
47.00
100.0 %
2079
2079
3.90
0.00
N
Arm 10 Right
44.00
100.0 %
2074
2074
10/1
(Gyratory SE)
3.90
0.00
Y
Arm 14 Left
57.00
100.0 %
1954
1954
10/2
(Gyratory SE)
3.90
0.00
Y
Arm 14 Left
Inf
100.0 %
2005
2005
10/3
(Gyratory SE)
3.90
0.00
Y
Arm 11 Right
50.00
100.0 %
1947
1947
10/4
(Gyratory SE)
3.90
0.00
N
Arm 7 Right
Inf
78.1 %
2145
2145
Arm 11 Right
Inf
21.9 %
10/5
(Gyratory SE)
3.90
0.00
N
Arm 7 Right
44.00
100.0 %
2074
2074
11/1
3.65
0.00
Y
Arm 15
Ahead
Inf
100.0 %
1980
1980
11/2
3.65
0.00
N
Arm 15
Ahead
Inf
100.0 %
2120
2120
12/1
3.65
0.00
Y
Arm 16
Ahead
65.00
100.0 %
1935
1935
12/2
3.65
0.00
N
Arm 16
Ahead
68.00
100.0 %
2074
2074
13/1
Lane 1)
Inf
Inf
13/2
Lane 2)
Inf
Inf
13/3
Lane 3)
Inf
Inf
14/1
1)
2500
2500
15/1
Inf
Inf
15/2
Inf
Inf
16/1
2500
2500
Desired Flow :
Destination
Origin
A
B
C
D
Tot.
A
0
272
501
118
891
B
389
0
476
1488
2353
C
532
211
0
161
904
D
287
1025
200
0
1512
Tot.
1208
1508
1177
1767
5660
Traffic Lane Flows
Lane
Scenario 3:
13
1/1
(short)
236
1/2
(with short)
586(In)
350(Out)
1/3
305
2/1
476
2/2
(short)
389
2/3
(with short)
1013(In)
624(Out)
2/4
864
3/1
(with short)
904(In)
373(Out)
3/2
(short)
531
4/1
(with short)
487(In)
287(Out)
4/2
(short)
200
4/3
(with short)
1025(In)
496(Out)
4/4
(short)
529
5/1
496
5/2
529
6/1
624
6/2
864
7/1
68
7/2
190
7/3
153
8/1
304
8/2
(with short)
179(In)
89(Out)
8/3
(short)
90
8/4
361
8/5
458
9/1
49
9/2
69
9/3
389
10/1
145
10/2
134
10/3
500
10/4
(short)
489
10/5
(with short)
632(In)
143(Out)
11/1
787
11/2
421
12/1
837
12/2
340
13/1
552
13/2
337
13/3
619
14/1
1767
15/1
787
15/2
421
16/1
1177
Lane
Lane
Nearside
Width Gradient
Lane
(m)
Allowed
Turns
Turning
Turning Sat Flow
Radius
Prop. (PCU/Hr)
(m)
Flared Sat
Flow
(PCU/Hr)
1/1
(Reading Rd (W))
4.00
0.00
Y
Arm 8 Ahead
20.00
100.0 %
1874
1874
1/2
(Reading Rd (W))
4.00
0.00
N
Arm 8 Ahead
23.00
100.0 %
2023
2023
1/3
(Reading Rd (W))
4.00
0.00
N
Arm 8 Ahead
26.00
100.0 %
2037
2037
2/1
3.70
0.00
Y
Arm 12 Left
44.00
100.0 %
1920
1920
2/2
3.70
0.00
N
Arm 9 Ahead
47.00
100.0 %
2059
2059
2/3
3.65
0.00
Y
Arm 6 Ahead
Inf
100.0 %
1980
1980
2/4
3.65
0.00
N
Arm 6 Ahead
Inf
100.0 %
2120
2120
3/1
(Reading Rd (E))
3.90
0.00
Y
Arm 10
Ahead
40.00
100.0 %
1933
1933
3/2
(Reading Rd (E))
3.90
0.00
N
Arm 10
Ahead
43.00
100.0 %
2073
2073
4/1
3.75
0.00
Y
Arm 11 Left
40.00
100.0 %
1918
1918
4/2
3.75
0.00
N
Arm 7 Ahead
40.00
100.0 %
2053
2053
4/3
3.75
0.00
Y
Arm 5 Ahead
Inf
100.0 %
1990
1990
4/4
3.75
0.00
N
Arm 5 Ahead
Inf
100.0 %
2130
2130
5/1
3.65
0.00
Y
Arm 13
Ahead
Inf
100.0 %
1980
1980
5/2
3.65
0.00
N
Arm 13
Ahead
Inf
100.0 %
2120
2120
6/1
3.65
0.00
Y
Arm 14
Ahead
Inf
100.0 %
1980
1980
6/2
3.65
0.00
N
Arm 14
Ahead
Inf
100.0 %
2120
2120
7/1
(Gyratory SW)
3.90
0.00
Y
Arm 8 Right
50.00
100.0 %
1947
1947
7/2
(Gyratory SW)
3.90
0.00
N
Arm 8 Right
47.00
100.0 %
2079
2079
7/3
(Gyratory SW)
3.90
0.00
Y
Arm 8 Right
44.00
100.0 %
1939
1939
8/1
(Gyratory NW)
3.30
0.00
Y
Arm 13 Left
Inf
100.0 %
1945
1945
8/2
(Gyratory NW)
3.30
0.00
N
Arm 13 Left
Inf
100.0 %
2085
2085
8/3
(Gyratory NW)
3.30
0.00
N
Arm 13 Left
Inf
100.0 %
2085
2085
8/4
(Gyratory NW)
4.00
0.00
Y
8/5
(Gyratory NW)
4.00
0.00
N
9/1
(Gyratory NE)
3.90
0.00
9/2
(Gyratory NE)
3.90
9/3
(Gyratory NE)
Arm 12 Right
48.00
100.0 %
1954
1954
Arm 9 Right
Inf
25.8 %
Arm 12 Right
45.00
74.2 %
2103
2103
Y
Arm 10 Right
50.00
100.0 %
1947
1947
0.00
N
Arm 10 Right
47.00
100.0 %
2079
2079
3.90
0.00
N
Arm 10 Right
44.00
100.0 %
2074
2074
10/1
(Gyratory SE)
3.90
0.00
Y
Arm 14 Left
57.00
100.0 %
1954
1954
10/2
(Gyratory SE)
3.90
0.00
Y
Arm 14 Left
Inf
100.0 %
2005
2005
10/3
(Gyratory SE)
3.90
0.00
Y
Arm 11 Right
50.00
100.0 %
1947
1947
10/4
(Gyratory SE)
3.90
0.00
N
Arm 7 Right
Inf
13.9 %
2145
2145
Arm 11 Right
Inf
86.1 %
10/5
(Gyratory SE)
3.90
0.00
N
Arm 7 Right
44.00
100.0 %
2074
2074
11/1
3.65
0.00
Y
Arm 15
Ahead
Inf
100.0 %
1980
1980
11/2
3.65
0.00
N
Arm 15
Ahead
Inf
100.0 %
2120
2120
12/1
3.65
0.00
Y
Arm 16
Ahead
65.00
100.0 %
1935
1935
12/2
3.65
0.00
N
Arm 16
Ahead
68.00
100.0 %
2074
2074
13/1
Lane 1)
Inf
Inf
13/2
Lane 2)
Inf
Inf
13/3
Lane 3)
Inf
Inf
14/1
1)
2500
2500
15/1
Inf
Inf
15/2
Inf
Inf
16/1
2500
2500
Desired Flow :
Destination
Origin
A
B
C
D
Tot.
A
0
272
532
118
922
B
389
0
565
1488
2442
C
549
259
0
162
970
D
287
1025
201
0
1513
Tot.
1225
1556
1298
1768
5847
Traffic Lane Flows
Lane
Scenario 4:
15
1/1
(short)
248
1/2
(with short)
604(In)
356(Out)
1/3
318
2/1
565
2/2
(short)
389
2/3
(with short)
1016(In)
627(Out)
2/4
861
3/1
(with short)
970(In)
415(Out)
3/2
(short)
555
4/1
(with short)
488(In)
287(Out)
4/2
(short)
201
4/3
(with short)
1025(In)
496(Out)
4/4
(short)
529
5/1
496
5/2
529
6/1
627
6/2
861
7/1
85
7/2
207
7/3
168
8/1
333
8/2
(with short)
198(In)
99(Out)
8/3
(short)
99
8/4
365
8/5
486
9/1
48
9/2
70
9/3
389
10/1
144
10/2
136
10/3
536
10/4
(short)
487
10/5
(with short)
661(In)
174(Out)
11/1
823
11/2
402
12/1
930
12/2
368
13/1
581
13/2
347
13/3
628
14/1
1768
15/1
823
15/2
402
16/1
1298
Lane
Lane
Nearside
Width Gradient
Lane
(m)
Allowed
Turns
Turning
Turning Sat Flow
Radius
Prop. (PCU/Hr)
(m)
Flared Sat
Flow
(PCU/Hr)
1/1
(Reading Rd (W))
4.00
0.00
Y
Arm 8 Ahead
20.00
100.0 %
1874
1874
1/2
(Reading Rd (W))
4.00
0.00
N
Arm 8 Ahead
23.00
100.0 %
2023
2023
1/3
(Reading Rd (W))
4.00
0.00
N
Arm 8 Ahead
26.00
100.0 %
2037
2037
2/1
3.70
0.00
Y
Arm 12 Left
44.00
100.0 %
1920
1920
2/2
3.70
0.00
N
Arm 9 Ahead
47.00
100.0 %
2059
2059
2/3
3.65
0.00
Y
Arm 6 Ahead
Inf
100.0 %
1980
1980
2/4
3.65
0.00
N
Arm 6 Ahead
Inf
100.0 %
2120
2120
3/1
(Reading Rd (E))
3.90
0.00
Y
Arm 10
Ahead
40.00
100.0 %
1933
1933
3/2
(Reading Rd (E))
3.90
0.00
N
Arm 10
Ahead
43.00
100.0 %
2073
2073
4/1
3.75
0.00
Y
Arm 11 Left
40.00
100.0 %
1918
1918
4/2
3.75
0.00
N
Arm 7 Ahead
40.00
100.0 %
2053
2053
4/3
3.75
0.00
Y
Arm 5 Ahead
Inf
100.0 %
1990
1990
4/4
3.75
0.00
N
Arm 5 Ahead
Inf
100.0 %
2130
2130
5/1
3.65
0.00
Y
Arm 13
Ahead
Inf
100.0 %
1980
1980
5/2
3.65
0.00
N
Arm 13
Ahead
Inf
100.0 %
2120
2120
6/1
3.65
0.00
Y
Arm 14
Ahead
Inf
100.0 %
1980
1980
6/2
3.65
0.00
N
Arm 14
Ahead
Inf
100.0 %
2120
2120
7/1
(Gyratory SW)
3.90
0.00
Y
Arm 8 Right
50.00
100.0 %
1947
1947
7/2
(Gyratory SW)
3.90
0.00
N
Arm 8 Right
47.00
100.0 %
2079
2079
7/3
(Gyratory SW)
3.90
0.00
Y
Arm 8 Right
44.00
100.0 %
1939
1939
8/1
(Gyratory NW)
3.30
0.00
Y
Arm 13 Left
Inf
100.0 %
1945
1945
8/2
(Gyratory NW)
3.30
0.00
N
Arm 13 Left
Inf
100.0 %
2085
2085
8/3
(Gyratory NW)
3.30
0.00
N
Arm 13 Left
Inf
100.0 %
2085
2085
8/4
(Gyratory NW)
4.00
0.00
Y
8/5
(Gyratory NW)
4.00
0.00
N
9/1
(Gyratory NE)
3.90
0.00
9/2
(Gyratory NE)
3.90
9/3
(Gyratory NE)
Arm 12 Right
48.00
100.0 %
1954
1954
Arm 9 Right
Inf
24.3 %
Arm 12 Right
45.00
75.7 %
2102
2102
Y
Arm 10 Right
50.00
100.0 %
1947
1947
0.00
N
Arm 10 Right
47.00
100.0 %
2079
2079
3.90
0.00
N
Arm 10 Right
44.00
100.0 %
2074
2074
10/1
(Gyratory SE)
3.90
0.00
Y
Arm 14 Left
57.00
100.0 %
1954
1954
10/2
(Gyratory SE)
3.90
0.00
Y
Arm 14 Left
Inf
100.0 %
2005
2005
10/3
(Gyratory SE)
3.90
0.00
Y
Arm 11 Right
50.00
100.0 %
1947
1947
10/4
(Gyratory SE)
3.90
0.00
N
Arm 7 Right
Inf
17.5 %
2145
2145
Arm 11 Right
Inf
82.5 %
10/5
(Gyratory SE)
3.90
0.00
N
Arm 7 Right
44.00
100.0 %
2074
2074
11/1
3.65
0.00
Y
Arm 15
Ahead
Inf
100.0 %
1980
1980
11/2
3.65
0.00
N
Arm 15
Ahead
Inf
100.0 %
2120
2120
12/1
3.65
0.00
Y
Arm 16
Ahead
65.00
100.0 %
1935
1935
12/2
3.65
0.00
N
Arm 16
Ahead
68.00
100.0 %
2074
2074
13/1
Lane 1)
Inf
Inf
13/2
Lane 2)
Inf
Inf
13/3
Lane 3)
Inf
Inf
14/1
1)
2500
2500
15/1
Inf
Inf
15/2
Inf
Inf
16/1
2500
2500
C1
Stage Stream: 1
1
Min: 7 2
Min: 5
A
B
10
39s
6
5s
Stage Stream: 2
1
Min: 7 2
C
Min: 7
D
F
E
10
21s
10
19s
Stage Stream: 3
1
Min: 7 2
Min: 7
G
J
I
8
20s
9
H K
Stage Timings
Stage Stream: 1
Stage
1
2
Duration
39
5
Change Point
43
32
Stage Stream: 2
Stage
1
2
Duration
21
19
Change Point
3
34
Stage Stream: 3
Stage
1
2
Duration
20
23
Change Point
37
5
23s
0
10
20
30
40
32
2 6:5
10 : 39
50
60
43
1
A
B
A
B
3
1
Phases
C
E
10 : 21
10 : 19
D
D
F
F
5
2
H
34
2
37
1
9 : 23
G
I
I
K
K
0
10
20
30
40
Time in cycle (sec)
C2
Stage Stream: 1
1
Min: 7 2
Min: 7
I
B
10
A
27s
J
10
13s
Stage Stream: 2
1
Min: 7 2
Min: 7
E F
N
Q
P
C
D
M
K
L
9
19s
9
G
23s
E
8 : 20
G
J
C
50
60
H
J
Stage Stream: 3
1
Min: 7 2
Min: 5
O
10
39s
H
6
5s
Stage Timings
Stage Stream: 1
Stage
1
2
Duration
27
13
Change Point
3
40
Stage Stream: 2
Stage
1
2
Duration
19
23
Change Point
38
6
Stage Stream: 3
Stage
1
2
Duration
39
5
Change Point
45
34
0
10
3
1
20
30
40
50
40
2
10 : 27
60
10 : 13
A
B
I
J
A
B
I
J
Phases
6
2
38
1
9 : 23
9 : 19
C
D
E
F
G
K
L
M
N
P
Q
C
D
E
F
G
K
L
M
N
P
Q
34
2 6:5
10 : 39
45
1
H
O
H
O
0
10
20
30
40
Time in cycle (sec)
50
60
Lane 1/2 + 1/1 Flows
4000
4000
Lane 8/1 Flows
2400
B
2400
Lane 2/4 Flows
2400
Lane 1/3 Flows
Lane 8/5 Flows
2400 2400
0
0
ea
din
g
Rd
5
94 8
7
94.3%
50.1%
Arm
(W
)E
xi t
6.2
3.8
11
-R
94 58
7
2400
Lane 11/1 Flows
2400
0
2400 2400
0
0
0
Lane 5/1 Flows
Lane 7/2 Flows
2400
0
4000
4000 4000
4000
0
0
0
0
2400
0
2400
0
5000
5000
0
0
297
210
5 4.
7%
696
4 .8
746
1 22
.3 %
1
Arm
159
42
.
4
Low
3
er E
arle
Arm
4
yW
14
ay
- Lo
(S)
w er
1
Ear
ley
7. 0
Wa
y (S
4 6.
) Ex
6%
it
116
5
0
D
Lane 6/2 Flows
2400 2400
0
0
2400
0
2400
0
0
Lane 9/3 Flows
2400
0
Lane 12/1 Flows
2400
0
2400
0
0
Lane 10/3 Flows
2400
Lane 14/1 Flows
4000
2400
4000
0
0
0
0
2400
0
Ar
m
0
6
25 97
2
12
-R
ea
d
5
17 2.7
.8 %
%
in
g
Rd
0
0. . 7
(E
1
)E
1
xit
2
Pe
ds
Lane 16/1 Flows
2800
Ar
m
1
2
3
Lane 8/4 Flows
0
Lane 2/1 Flows
2400
Lane 11/1 Flows
2 .3
2.6
%
18.6
0. 6
%
19.5
%
27.7
E
ry N
rato
- Gy
PRC: -35.9 %
Controller: 1&2
Pe
ds
0
2400
9
Arm
66
599
291
Rd
4
(W
70 .0%
)E
.0
xit
%
6.8%
57.6%
29.9%
ea
di
ng
0
2.9
72.5%
1.6
67.3%
NW
ry
to
ra
y
8-G
1 51
16 9
239
m
0
1. .0
6
Arm 7 - Gyratory SW
2
0.1
8.9
4.7
Ar
1
2400
1
2
3
4
5
3
2
1
0.
0. 0%
0%
Rd (W)
0
703
277
276
567
572
1
2
3
13.3
11.3
Arm 1 Readin
g
0
4000
4000
2400
2
1
0.
0. 0
0
-R
92.0%
87.7%
0
2.3
wer
2.5
1
Ear
ley
Wa
2
y (S
- Lo
) In
wer
t
ern
Ear
al
ley W
1.4
ay (
N) I
1. 2
43. 1
nt er
n al
40.0 %
39 6
%
3 43
1
15
0
2400
Arm
6
Ar
m
2
2400 2400
69.0
69.0 %
%
412
521
506
0
Lane 10/1 Flows
- Lo
0
2400 2400
Lane 9/1 Flows
Arm
5
2400
A
0
988
562
0.0
%
886
0.0
0 .0
%
13
0.0
0.0
- Lo
%
1
ww
0.0
2
e
rE
Arm
arle
3
2yW
Low
4
ay
er E
(N)
4.9
3
arle
Exi
yW
t
4 .5
2
43.
ay
1
( N)
1
54. %
5
3
%
1 .4
96
343
16.
3%
239
130
0
Arm
0
569
610
0
SE
tory
Gyra
10 455
Arm
%
349
75.5
.8
1
650
5
%
.0
208
91
4
6.2
8.3%
218
2
3
%
.9
2
30.4
2
2.7
2
1
Arm
3
20.7
94
9
16
2800
0
38
.0%
-R
ea
din
gR
- Rea
ding
Rd
0
0 .3
d(
1
E)
Ex
it
(E)
95.9%
C
748
573
1
Lane 7/2 Flows
5000
5000 2400
5000
2400 5000
0
0
0
0
0
0
Lane 10/1 Flows
2400
0
2400
0
4000
4000
0
0
4000
4000
0
0
Network Results
Item
Lane
Description
Lane
Type
Controller
Stream
Position In
Filtered Route
Full Phase
Arrow
Phase
Num
Greens
Total Green
(s)
Arrow
Green (s)
Demand
Flow (pcu)
Sat Flow
(pcu/Hr)
Capacity
(pcu)
Deg Sat
(%)
Network: Loddon
Bridge Gyratory
(Reading Rd /
Lower Earley Way
N)
-
-
N/A
-
-
-
-
-
-
-
-
122.3%
Loddon Bridge
Gyratory
-
-
N/A
-
-
-
-
-
-
-
-
122.3%
1/2+1/1
Reading Rd (W)
Ahead
U
2:1
N/A
C2:B
1
13
-
933
2023:1874
1014
92.0%
1/3
Reading Rd (W)
Ahead
U
2:1
N/A
C2:B
1
13
-
506
2037
577
87.7%
2/1
Lower Earley
Way (N) Left
U
2:2
N/A
C2:F
1
23
-
130
1920
800
16.3%
2/3+2/2
Lower Earley
Way (N) Ahead
Ahead2
U
2:2
N/A
C2:E C2:F
1
24:23
-
582
1980:2059
1068
54.5%
2/4
Lower Earley
Way (N) Ahead
U
2:2
N/A
C2:E
1
24
-
396
2120
919
43.1%
3/1+3/2
Reading Rd (E)
Ahead
U
1:2
N/A
C1:F
1
19
-
1321
1933:2073
1378
95.9%
4/1+4/2
Lower Earley
Way (S) Ahead
Left
U
1:3
N/A
C1:H
1
23
-
507
1918:2053
927
54.7%
4/3+4/4
Lower Earley
Way (S) Ahead
U
1:3
N/A
C1:K
1
24
-
1442
1990:2130
1179
122.3%
5/1
Lower Earley
Way (S) Internal
Ahead
U
2:2
N/A
C2:G
1
23
-
696
1980
825
69.0%
5/2
Lower Earley
Way (S) Internal
Ahead
U
2:2
N/A
C2:G
1
23
-
746
2120
883
69.0%
6/1
Lower Earley
Way (N) Internal
Ahead
U
1:3
N/A
C1:G
1
24
-
343
1980
858
40.0%
6/2
Lower Earley
Way (N) Internal
Ahead
U
1:3
N/A
C1:G
1
24
-
396
2120
919
43.1%
7/1
Gyratory SW
Right
U
2:1
N/A
C2:A
1
27
-
291
1947
973
29.9%
7/2
Gyratory SW
Right
U
2:1
N/A
C2:A
1
27
-
599
2079
1040
57.6%
7/3
Gyratory SW
Right
U
2:1
N/A
C2:A
1
27
-
66
1939
969
6.8%
8/1
Gyratory NW
Left
U
2:2
N/A
C2:C
1
19
-
703
1945
746
94.3%
8/2+8/3
Gyratory NW
Left
U
2:2
N/A
C2:C
1
19
-
553
2085:2085
1103
50.1%
8/4
Gyratory NW
Right
U
2:2
N/A
C2:D
1
22
-
567
1954
782
72.5%
8/5
Gyratory NW
Right Right2
U
2:2
N/A
C2:D
1
22
-
572
2124
850
67.3%
9/1
Gyratory NE
Right
U
1:2
N/A
C1:C
1
21
-
151
1947
811
18.6%
9/2
Gyratory NE
Right
U
1:2
N/A
C1:C
1
21
-
169
2079
866
19.5%
9/3
Gyratory NE
Right
U
1:2
N/A
C1:C
1
21
-
239
2074
864
27.7%
10/1
Gyratory SE
Left
U
1:3
N/A
C1:I
1
20
-
218
1954
716
30.4%
10/2
Gyratory SE
Left
U
1:3
N/A
C1:I
1
20
-
208
2005
735
28.3%
10/3
Gyratory SE
Right
U
1:3
N/A
C1:J
1
20
-
650
1947
714
91.0%
10/5+10/4
Gyratory SE
Right Right2
U
1:3
N/A
C1:J
1
20
-
804
2074:2145
1065
75.5%
11/1
Reading Rd (W)
Exit Peds
Ahead
U
2:3
N/A
C2:H
1
39
-
947
1980
1353
70.0%
11/2
Reading Rd (W)
Exit Peds
Ahead
U
2:3
N/A
C2:H
1
39
-
58
2120
1449
4.0%
12/1
Reading Rd (E)
Exit Peds
Ahead
U
1:1
N/A
C1:A
1
39
-
697
1935
1322
52.7%
12/2
Reading Rd (E)
Exit Peds
Ahead
U
1:1
N/A
C1:A
1
39
-
252
2074
1417
17.8%
13/1
Lowwer Earley
Way (N) Exit
U
N/A
N/A
-
-
-
-
1051
Inf
Inf
0.0%
13/2
Lowwer Earley
Way (N) Exit
U
N/A
N/A
-
-
-
-
625
Inf
Inf
0.0%
13/3
Lowwer Earley
Way (N) Exit
U
N/A
N/A
-
-
-
-
1022
Inf
Inf
0.0%
14/1
Lower Earley
Way (S) Exit
U
N/A
N/A
-
-
-
-
1165
2500
2500
46.6%
15/1
Reading Rd (W)
Exit
U
N/A
N/A
-
-
-
-
947
Inf
Inf
0.0%
15/2
Reading Rd (W)
Exit
U
N/A
N/A
-
-
-
-
58
Inf
Inf
0.0%
16/1
Reading Rd (E)
Exit
U
N/A
N/A
-
-
-
-
949
2500
2500
38.0%
Item
Arriving (pcu)
Leaving
(pcu)
Turners In
Gaps (pcu)
Turners When
Unopposed
(pcu)
Turners In
Intergreen
(pcu)
Uniform
Delay
(pcuHr)
Rand +
Oversat
Delay
(pcuHr)
Storage
Area
Uniform
Delay
(pcuHr)
Total
Delay
(pcuHr)
Av. Delay
Per PCU
(s/pcu)
Max. Back of
Uniform
Queue (pcu)
Rand +
Oversat
Queue
(pcu)
Mean
Max
Queue
(pcu)
Network: Loddon
Bridge Gyratory
(Reading Rd /
Lower Earley Way
N)
-
-
0
0
0
53.2
153.9
0.0
207.1
-
-
-
-
Loddon Bridge
Gyratory
-
-
0
0
0
53.2
153.9
0.0
207.1
-
-
-
-
1/2+1/1
933
933
-
-
-
5.3
5.1
-
10.4
40.0
8.2
5.1
13.3
1/3
506
506
-
-
-
2.9
3.3
-
6.1
43.7
8.0
3.3
11.3
2/1
130
130
-
-
-
0.4
0.1
-
0.5
13.7
1.3
0.1
1.4
2/3+2/2
582
582
-
-
-
1.9
0.6
-
2.5
15.3
3.9
0.6
4.5
2/4
396
396
-
-
-
1.3
0.4
-
1.7
15.3
4.5
0.4
4.9
3/1+3/2
1321
1321
-
-
-
6.3
8.9
-
15.2
41.4
11.8
8.9
20.7
4/1+4/2
507
507
-
-
-
1.7
0.6
-
2.3
16.3
4.2
0.6
4.8
4/3+4/4
1442
1179
-
-
-
12.9
134.2
-
147.1
367.4
25.2
134.2
159.4
5/1
569
569
-
-
-
1.3
0.0
-
1.3
8.0
2.3
0.0
2.3
5/2
610
610
-
-
-
1.4
0.0
-
1.4
8.0
2.5
0.0
2.5
6/1
343
343
-
-
-
0.6
0.0
-
0.6
6.0
1.2
0.0
1.2
6/2
396
396
-
-
-
0.7
0.0
-
0.7
6.0
1.4
0.0
1.4
7/1
291
291
-
-
-
0.8
0.0
-
0.8
9.7
4.7
0.0
4.7
7/2
599
599
-
-
-
1.7
0.0
-
1.7
10.2
8.9
0.0
8.9
7/3
66
66
-
-
-
0.1
0.0
-
0.1
2.9
0.1
0.0
0.1
8/1
703
703
-
-
-
2.6
0.0
-
2.6
13.3
6.2
0.0
6.2
8/2+8/3
553
553
-
-
-
3.1
0.0
-
3.1
20.1
3.8
0.0
3.8
8/4
567
567
-
-
-
0.9
0.0
-
0.9
5.6
2.9
0.0
2.9
8/5
572
572
-
-
-
0.6
0.0
-
0.6
3.7
1.6
0.0
1.6
9/1
151
151
-
-
-
0.3
0.0
-
0.3
6.2
2.3
0.0
2.3
9/2
169
169
-
-
-
0.3
0.0
-
0.3
6.3
2.6
0.0
2.6
9/3
239
239
-
-
-
0.3
0.0
-
0.3
4.8
0.6
0.0
0.6
10/1
218
218
-
-
-
1.2
0.0
-
1.2
19.3
2.7
0.0
2.7
10/2
208
208
-
-
-
1.3
0.0
-
1.3
21.9
2.9
0.0
2.9
10/3
650
650
-
-
-
1.7
0.0
-
1.7
9.3
6.2
0.0
6.2
10/5+10/4
804
804
-
-
-
1.5
0.0
-
1.5
6.7
1.8
0.0
1.8
11/1
947
947
-
-
-
0.3
0.0
-
0.3
1.1
1.6
0.0
1.6
11/2
58
58
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
12/1
697
697
-
-
-
0.1
0.0
-
0.1
0.6
0.7
0.0
0.7
12/2
252
252
-
-
-
0.0
0.0
-
0.0
0.0
0.1
0.0
0.1
13/1
988
988
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
13/2
562
562
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
13/3
886
886
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
14/1
1165
1165
-
-
-
0.1
0.4
-
0.6
1.7
6.5
0.4
7.0
15/1
947
947
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
15/2
58
58
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
16/1
949
949
-
-
-
0.0
0.3
-
0.3
1.2
0.0
0.3
0.3
C1
C1
C1
C2
C2
C2
70.7
-6.6
-35.9
-2.2
-4.8
28.6
-35.9
0.12
16.06
156.28
19.04
14.43
0.29
207.08
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
60
60
60
60
60
60
C1
Stage Stream: 1
1
Min: 7 2
Min: 5
A
B
10
39s
6
5s
Stage Stream: 2
1
Min: 7 2
C
Min: 7
D
F
E
10
17s
10
23s
Stage Stream: 3
1
Min: 7 2
Min: 7
G
J
I
8
20s
9
H K
Stage Timings
Stage Stream: 1
Stage
1
2
Duration
39
5
Change Point
43
32
Stage Stream: 2
Stage
1
2
Duration
17
23
Change Point
8
35
Stage Stream: 3
Stage
1
2
Duration
20
23
Change Point
37
5
23s
0
10
20
30
40
32
2 6:5
10 : 39
50
60
43
1
A
B
A
B
8
1
Phases
C
E
10 : 17
10 : 23
D
D
F
F
5
2
H
35
2
37
1
9 : 23
G
I
I
K
K
0
10
20
30
40
Time in cycle (sec)
C2
Stage Stream: 1
1
Min: 7 2
Min: 7
I
B
10
A
27s
J
10
13s
Stage Stream: 2
1
Min: 7 2
Min: 7
E F
N
Q
P
C
D
M
K
L
9
18s
9
G
24s
E
8 : 20
G
J
C
50
60
H
J
Stage Stream: 3
1
Min: 7 2
Min: 5
O
10
39s
H
6
5s
Stage Timings
Stage Stream: 1
Stage
1
2
Duration
27
13
Change Point
3
40
Stage Stream: 2
Stage
1
2
Duration
18
24
Change Point
38
5
Stage Stream: 3
Stage
1
2
Duration
39
5
Change Point
45
34
0
10
3
1
20
30
40
50
40
2
10 : 27
60
10 : 13
A
B
I
J
A
B
I
J
Phases
5
2
38
1
9 : 24
9 : 18
C
D
E
F
G
K
L
M
N
P
Q
C
D
E
F
G
K
L
M
N
P
Q
34
2 6:5
10 : 39
45
1
H
O
H
O
0
10
20
30
40
Time in cycle (sec)
50
60
4000
4000
Lane 8/1 Flows
2400
B
2400
Lane 2/4 Flows
2400
0
Lane 1/3 Flows
Lane 8/5 Flows
2400 2400
0
0
Ar
m
2
1
15
0.
0. 0
0
-R
0
93.5%
91.5%
i ng
Rd
7
96 5
3
0
)E
xit
0
0
0
Lane 5/1 Flows
Lane 7/2 Flows
2400
0
4000
4000 4000
4000
0
0
0
0
2400
0
2400
0
5000
5000
0
0
D
0
Lane 6/2 Flows
0
0
Lane 9/3 Flows
2400 2400
0
0
2400
0
2400
0
Lane 12/1 Flows
2400
0
2400
0
0
Lane 10/3 Flows
2400
Lane 14/1 Flows
4000
2400
4000
0
0
0
0
2400
ry NW
29 7
210
54.
7%
696
4 .8
746
122
.3 %
1
Arm
159
42
.4
Low
3
er E
a rl e
Arm
4
yW
14
ay
- Lo
(S)
w er
1
Ear
ley
6 .8
Wa
y (S
4 6.
) Ex
6%
it
11 6
6
0
2400 2400
0
2400
0
Ar
m
0
6
31 83
1
12
-R
ea
d
5
2 1 1 .7
.9 %
%
in
g
Rd
0
0 . .8
(E
1
)E
1
xi
tP
2
ed
s
Lane 16/1 Flows
2800
Ar
m
1
2
3
2400
0
Lane 2/1 Flows
2400
Lane 11/1 Flows
2.4
2.8
%
21.7
0. 6
%
2 3. 6
%
32. 9
E
ry N
rato
- Gy
s
Lane 8/4 Flows
Lane 11/1 Flows
yrato
8-G
4000
4000
2400
2400
9
Arm
96 75
3
Pe
d
103
679
267
PRC: -35.9 %
Controller: 1&2
10.6%
65.3%
27.4%
ea
di
ng
Rd
5.
(W
71 2%
)E
.2
xit
%
0
2.7
2.8
69.4%
77.6%
1
2
3
4
5
148
172
23 9
-R
Arm 7 - Gyratory SW
11
0
1. . 0
6
0.2
10.8
4.3
Ar
m
2
2400
5.5
4.9
92.4%
64.6%
Arm
(W
1
2400
0
659
345
345
520
631
1
2
3
Rd (W)
2400
3
2
1
0.
0. 0%
0%
0
14.6
13.0
Arm 1 Readin
g
ea
d
2400 2400
66.3
66.4 %
%
2.3
wer
2.5
Ear
1
ley
Arm
W
2
ay (
6-L
S
) In
ow e
tern
r Ea
2
al
rley
1.3
Way
1
(N)
1.2
Inte
43. 1
rnal
40. 0 %
396
%
343
392
531
528
0
Lane 10/1 Flows
- Lo
0
2400 2400
Lane 9/1 Flows
Arm
5
2400
A
0
944
630
0. 0
%
9
0. 0
55
Arm
0.0
%
13
0. 0
0.0
- Lo
%
1
ww
0. 0
2
er E
Arm
a
r
3
2ley
Low
Wa
4
y (N
er E
4.8
3
arle
)E
xit
yW
4.3
2
41.
ay
5
(N)
1
52. %
8%
396
1 .8
343
19.
6%
239
163
0
569
610
0
E
ry S
rato
- Gy
0
1
572
Arm
%
342
91.2
0
.
3
666
5
%
.3
213
93
4
%
0
.
6.8
9
214
2
3
%
3.0
29.9
2
.7
2
2
1
99
4
2800
0
0
39
.8%
Re
ad
1.8
ing
Rd
(E
1
)E
Arm
xit
3-R
eadin
g Rd
(E)
27.0
98.2%
843
605
16
-
C
1
Lane 7/2 Flows
5000
5000 2400
5000
2400 5000
0
0
0
0
0
0
Lane 10/1 Flows
2400
0
2400
0
4000
4000
0
0
4000
4000
0
0
Network Results
Item
Lane
Description
Lane
Type
Controller
Stream
Position In
Filtered Route
Full Phase
Arrow
Phase
Num
Greens
Total Green
(s)
Arrow
Green (s)
Demand
Flow (pcu)
Sat Flow
(pcu/Hr)
Capacity
(pcu)
Deg Sat
(%)
Network: Loddon
Bridge Gyratory
(Reading Rd /
Lower Earley Way
N)
-
-
N/A
-
-
-
-
-
-
-
-
122.3%
Loddon Bridge
Gyratory
-
-
N/A
-
-
-
-
-
-
-
-
122.3%
1/2+1/1
Reading Rd (W)
Ahead
U
2:1
N/A
C2:B
1
13
-
923
2023:1874
987
93.5%
1/3
Reading Rd (W)
Ahead
U
2:1
N/A
C2:B
1
13
-
528
2037
577
91.5%
2/1
Lower Earley
Way (N) Left
U
2:2
N/A
C2:F
1
24
-
163
1920
832
19.6%
2/3+2/2
Lower Earley
Way (N) Ahead
Ahead2
U
2:2
N/A
C2:E C2:F
1
25:24
-
582
1980:2059
1101
52.8%
2/4
Lower Earley
Way (N) Ahead
U
2:2
N/A
C2:E
1
25
-
396
2120
954
41.5%
3/1+3/2
Reading Rd (E)
Ahead
U
1:2
N/A
C1:F
1
23
-
1448
1933:2073
1474
98.2%
4/1+4/2
Lower Earley
Way (S) Ahead
Left
U
1:3
N/A
C1:H
1
23
-
507
1918:2053
927
54.7%
4/3+4/4
Lower Earley
Way (S) Ahead
U
1:3
N/A
C1:K
1
24
-
1442
1990:2130
1179
122.3%
5/1
Lower Earley
Way (S) Internal
Ahead
U
2:2
N/A
C2:G
1
24
-
696
1980
858
66.3%
5/2
Lower Earley
Way (S) Internal
Ahead
U
2:2
N/A
C2:G
1
24
-
746
2120
919
66.4%
6/1
Lower Earley
Way (N) Internal
Ahead
U
1:3
N/A
C1:G
1
24
-
343
1980
858
40.0%
6/2
Lower Earley
Way (N) Internal
Ahead
U
1:3
N/A
C1:G
1
24
-
396
2120
919
43.1%
7/1
Gyratory SW
Right
U
2:1
N/A
C2:A
1
27
-
267
1947
973
27.4%
7/2
Gyratory SW
Right
U
2:1
N/A
C2:A
1
27
-
679
2079
1040
65.3%
7/3
Gyratory SW
Right
U
2:1
N/A
C2:A
1
27
-
103
1939
969
10.6%
8/1
Gyratory NW
Left
U
2:2
N/A
C2:C
1
18
-
659
1945
713
92.4%
8/2+8/3
Gyratory NW
Left
U
2:2
N/A
C2:C
1
18
-
690
2085:2085
1069
64.6%
8/4
Gyratory NW
Right
U
2:2
N/A
C2:D
1
21
-
520
1954
749
69.4%
8/5
Gyratory NW
Right Right2
U
2:2
N/A
C2:D
1
21
-
631
2120
813
77.6%
9/1
Gyratory NE
Right
U
1:2
N/A
C1:C
1
17
-
148
1947
681
21.7%
9/2
Gyratory NE
Right
U
1:2
N/A
C1:C
1
17
-
172
2079
728
23.6%
9/3
Gyratory NE
Right
U
1:2
N/A
C1:C
1
17
-
239
2074
726
32.9%
10/1
Gyratory SE
Left
U
1:3
N/A
C1:I
1
20
-
214
1954
716
29.9%
10/2
Gyratory SE
Left
U
1:3
N/A
C1:I
1
20
-
213
2005
735
29.0%
10/3
Gyratory SE
Right
U
1:3
N/A
C1:J
1
20
-
666
1947
714
93.3%
10/5+10/4
Gyratory SE
Right Right2
U
1:3
N/A
C1:J
1
20
-
914
2074:2145
1003
91.2%
11/1
Reading Rd (W)
Exit Peds
Ahead
U
2:3
N/A
C2:H
1
39
-
963
1980
1353
71.2%
11/2
Reading Rd (W)
Exit Peds
Ahead
U
2:3
N/A
C2:H
1
39
-
75
2120
1449
5.2%
12/1
Reading Rd (E)
Exit Peds
Ahead
U
1:1
N/A
C1:A
1
39
-
683
1935
1322
51.7%
12/2
Reading Rd (E)
Exit Peds
Ahead
U
1:1
N/A
C1:A
1
39
-
311
2074
1417
21.9%
13/1
Lowwer Earley
Way (N) Exit
U
N/A
N/A
-
-
-
-
1007
Inf
Inf
0.0%
13/2
Lowwer Earley
Way (N) Exit
U
N/A
N/A
-
-
-
-
693
Inf
Inf
0.0%
13/3
Lowwer Earley
Way (N) Exit
U
N/A
N/A
-
-
-
-
1091
Inf
Inf
0.0%
14/1
Lower Earley
Way (S) Exit
U
N/A
N/A
-
-
-
-
1166
2500
2500
46.6%
15/1
Reading Rd (W)
Exit
U
N/A
N/A
-
-
-
-
963
Inf
Inf
0.0%
15/2
Reading Rd (W)
Exit
U
N/A
N/A
-
-
-
-
75
Inf
Inf
0.0%
16/1
Reading Rd (E)
Exit
U
N/A
N/A
-
-
-
-
994
2500
2500
39.8%
Item
Arriving (pcu)
Leaving
(pcu)
Turners In
Gaps (pcu)
Turners When
Unopposed
(pcu)
Turners In
Intergreen
(pcu)
Uniform
Delay
(pcuHr)
Rand +
Oversat
Delay
(pcuHr)
Storage
Area
Uniform
Delay
(pcuHr)
Total
Delay
(pcuHr)
Av. Delay
Per PCU
(s/pcu)
Max. Back of
Uniform
Queue (pcu)
Rand +
Oversat
Queue
(pcu)
Mean
Max
Queue
(pcu)
Network: Loddon
Bridge Gyratory
(Reading Rd /
Lower Earley Way
N)
-
-
0
0
0
56.6
160.8
0.0
217.4
-
-
-
-
Loddon Bridge
Gyratory
-
-
0
0
0
56.6
160.8
0.0
217.4
-
-
-
-
1/2+1/1
923
923
-
-
-
5.2
6.1
-
11.3
44.0
8.6
6.1
14.6
1/3
528
528
-
-
-
3.1
4.5
-
7.6
51.7
8.5
4.5
13.0
2/1
163
163
-
-
-
0.5
0.1
-
0.6
13.2
1.7
0.1
1.8
2/3+2/2
582
582
-
-
-
1.8
0.6
-
2.3
14.4
3.7
0.6
4.3
2/4
396
396
-
-
-
1.2
0.4
-
1.6
14.4
4.4
0.4
4.8
3/1+3/2
1448
1448
-
-
-
5.8
13.6
-
19.4
48.3
13.4
13.6
27.0
4/1+4/2
507
507
-
-
-
1.7
0.6
-
2.3
16.3
4.2
0.6
4.8
4/3+4/4
1442
1179
-
-
-
12.9
134.2
-
147.1
367.4
25.2
134.2
159.4
5/1
569
569
-
-
-
1.2
0.0
-
1.2
7.8
2.3
0.0
2.3
5/2
610
610
-
-
-
1.3
0.0
-
1.3
7.8
2.5
0.0
2.5
6/1
343
343
-
-
-
0.6
0.0
-
0.6
5.9
1.2
0.0
1.2
6/2
396
396
-
-
-
0.7
0.0
-
0.7
5.9
1.3
0.0
1.3
7/1
267
267
-
-
-
0.8
0.0
-
0.8
10.3
4.3
0.0
4.3
7/2
679
679
-
-
-
2.5
0.0
-
2.5
13.2
10.8
0.0
10.8
7/3
103
103
-
-
-
0.1
0.0
-
0.1
2.9
0.2
0.0
0.2
8/1
659
659
-
-
-
2.4
0.0
-
2.4
13.3
5.5
0.0
5.5
8/2+8/3
690
690
-
-
-
3.9
0.0
-
3.9
20.2
4.9
0.0
4.9
8/4
520
520
-
-
-
0.9
0.0
-
0.9
6.5
2.7
0.0
2.7
8/5
631
631
-
-
-
1.1
0.0
-
1.1
6.3
2.8
0.0
2.8
9/1
148
148
-
-
-
0.5
0.0
-
0.5
12.0
2.4
0.0
2.4
9/2
172
172
-
-
-
0.6
0.0
-
0.6
12.2
2.8
0.0
2.8
9/3
239
239
-
-
-
0.3
0.0
-
0.3
4.9
0.6
0.0
0.6
10/1
214
214
-
-
-
1.0
0.0
-
1.0
16.8
2.7
0.0
2.7
10/2
213
213
-
-
-
1.1
0.0
-
1.1
18.5
3.0
0.0
3.0
10/3
666
666
-
-
-
2.0
0.0
-
2.0
11.0
6.8
0.0
6.8
10/5+10/4
914
914
-
-
-
2.9
0.0
-
2.9
11.3
3.0
0.0
3.0
11/1
963
963
-
-
-
0.3
0.0
-
0.3
1.1
1.6
0.0
1.6
11/2
75
75
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
12/1
683
683
-
-
-
0.2
0.0
-
0.2
0.8
0.8
0.0
0.8
12/2
311
311
-
-
-
0.0
0.0
-
0.0
0.0
0.1
0.0
0.1
13/1
944
944
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
13/2
630
630
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
13/3
955
955
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
14/1
1166
1166
-
-
-
0.1
0.4
-
0.5
1.7
6.4
0.4
6.8
15/1
963
963
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
15/2
75
75
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
16/1
994
994
-
-
-
0.0
0.3
-
0.3
1.2
1.5
0.3
1.8
C1
C1
C1
C2
C2
C2
74.2
-9.2
-35.9
-3.9
-2.7
26.4
-35.9
0.15
20.83
157.66
22.21
15.41
0.29
217.44
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
60
60
60
60
60
60
C1
Stage Stream: 1
1
Min: 7 2
Min: 5
A
B
10
39s
6
5s
Stage Stream: 2
1
Min: 7 2
C
Min: 7
D
F
E
10
21s
10
19s
Stage Stream: 3
1
Min: 7 2
Min: 7
G
J
I
8
16s
9
H K
Stage Timings
Stage Stream: 1
Stage
1
2
Duration
39
5
Change Point
31
20
Stage Stream: 2
Stage
1
2
Duration
21
19
Change Point
0
31
Stage Stream: 3
Stage
1
2
Duration
16
27
Change Point
32
56
27s
0
10
20
20
2 6:5
30
40
50
31
1
60
10 : 39
A
B
A
B
0
1
Phases
C
E
31
2
10 : 21
D
D
F
F
32
1
9 : 27
H
10 : 19
8 : 16
G
I
I
K
K
0
10
20
30
40
Time in cycle (sec)
C2
Stage Stream: 1
1
Min: 7 2
Min: 7
I
B
10
A
31s
J
10
9s
Stage Stream: 2
1
Min: 7 2
Min: 7
E F
N
Q
P
C
D
M
K
L
9
15s
9
G
27s
E
56
2
G
J
C
50
60
H
J
Stage Stream: 3
1
Min: 7 2
Min: 5
O
10
39s
H
6
5s
Stage Timings
Stage Stream: 1
Stage
1
2
Duration
31
9
Change Point
47
28
Stage Stream: 2
Stage
1
2
Duration
15
27
Change Point
27
51
Stage Stream: 3
Stage
1
2
Duration
39
5
Change Point
39
28
0
10
20
30
28
2
10 : 31
40
10 : 9
50
60
47
1
A
B
I
J
A
B
I
J
27
1
Phases
9 : 27
9 : 15
51
2
C
D
E
F
G
K
L
M
N
P
Q
C
D
E
F
G
K
L
M
N
P
Q
28
2 6:5
10 : 39
39
1
H
O
H
O
0
10
20
30
40
Time in cycle (sec)
50
60
4000
4000
Lane 8/1 Flows
2400
B
2400
Lane 2/4 Flows
2400 4000
4000
2400
0
Lane 1/3 Flows
Lane 8/5 Flows
2400 2400
0
0
Ar
m
2
1
15
0
79.9%
69.1%
-R
0
-R
4
78 21
7
2400
0
0
0
Lane 5/1 Flows
Lane 7/2 Flows
2400
0
4000
4000 4000
4000
0
0
0
0
2400
0
2400
0
5000
5000
0
0
287
200
46.
1%
496
3 .6
529
77.
8%
1
Arm
9 .6
42
Low
3
er E
arle
Arm
4
yW
14
ay
- Lo
(S)
we r
1
Ear
l ey
24.
Wa
1 7
y (S
0 .7
) Ex
%
it
1 76
7
0
2400 2400
Lane 9/3 Flows
2400 2400
0
0
D
2400
0
2400
0
0
Lane 6/2 Flows
2400
0
Lane 12/1 Flows
2400
0
2400
0
0
Lane 10/3 Flows
2400
Lane 14/1 Flows
4000
2400
4000
0
0
0
0
2400
0
Ar
m
0
8
34 37
0
12
-R
6
2 4 3 .3
.0 %
ea
%
di
ng
Rd
2
0. .8
(E
0
)E
1
xi
tP
2
ed
s
Lane 16/1 Flows
2800
Ar
m
1
2
3
Lane 8/4 Flows
0
Lane 2/1 Flows
2400
Lane 11/1 Flows
0. 8
1. 1
6. 0%
2.9
8. 0%
%
4 5. 0
E
ry N
rato
- Gy
PRC: 2.3 %
Controller: 1&2
Pe
ds
153
190
68
(W
)E
xit
0
2400
9
Arm
Rd
13.9%
16.1%
6.2%
ea
di
ng
2
58 9.1%
.2
%
Lane 11/1 Flows
1
2
3
4
5
49
69
38 9
11
0
1. .0
3
2400
49.4%
18.6%
1.2
1.2
0
1.0
55.4%
2.7
65.3%
W
tory N
- Gyra
Arm 8
Arm 7 - Gyratory SW
2
0
0
304
89
90
361
458
1
2
3
0.6
0.8
0.3
Ar
m
1
2400
2400
3
2
1
ea
0.
din
g
0. 0
Rd
0
0.
0
(W
0. %
)E
0%
42
xit
78 1
7
0
7.4
5.8
Arm 1 Reading
Rd (W)
Lane 10/1 Flows
2400 2400
51.8
51.6 %
%
2.1
wer
2.2
1
Ear
l
e
yW
Arm
2
ay (
6-L
S
owe
) In
tern
r Ea
2
al
rley
1.5
Wa y
1
(N)
1. 1
Inte
81.5
r
nal
63. 0 %
864
%
624
236
350
305
0
Lane 9/1 Flows
- Lo
0
2400 2400
Arm
5
2400
A
0
5 52
337
0. 0
%
6 19
0. 0
Arm
0.0
%
13
0. 0
0.0
- Lo
%
1
ww
0
.
2
er E
0
Arm
arle
3
2yW
Low
4
ay
er E
(N)
14.
3
arle
Exi
2
y
t
Wa
14.
2
8
1.5
y (N
0
1
)
85. %
7
8
%
5.9
64
624
51.
3%
389
476
0
496
529
0
E
ry S
rato
- Gy
0
1
43
1
Arm
%
489
8 8 .0
.3
3
500
5
%
134
85.6
4
%
3
.
7 .1
2
145
2
3
%
1.4
24.7
2
1.2
2
1
Arm
3
11
16
77
-R
0
47
ea
d
- Rea
ding
8.3
2800
0
.1%
i ng
Rd
(
Rd (E
68.1%
3.3
1
E)
Ex
it
)
C
531
373
1
Lane 7/2 Flows
5000
5000 2400
2400 2800
2800
0
0
0
0
0
0
Lane 10/1 Flows
2400
0
2400
0
4000
4000
0
0
4000
4000
0
0
Network Results
Item
Lane
Description
Lane
Type
Controller
Stream
Position In
Filtered Route
Full Phase
Arrow
Phase
Num
Greens
Total Green
(s)
Arrow
Green (s)
Demand
Flow (pcu)
Sat Flow
(pcu/Hr)
Capacity
(pcu)
Deg Sat
(%)
Network: Loddon
Bridge Gyratory
(Reading Rd /
Lower Earley Way
N)
-
-
N/A
-
-
-
-
-
-
-
-
88.0%
Loddon Bridge
Gyratory
-
-
N/A
-
-
-
-
-
-
-
-
88.0%
1/2+1/1
Reading Rd (W)
Ahead
U
2:1
N/A
C2:B
1
9
-
586
2023:1874
734
79.9%
1/3
Reading Rd (W)
Ahead
U
2:1
N/A
C2:B
1
9
-
305
2037
441
69.1%
2/1
Lower Earley
Way (N) Left
U
2:2
N/A
C2:F
1
27
-
476
1920
928
51.3%
2/3+2/2
Lower Earley
Way (N) Ahead
Ahead2
U
2:2
N/A
C2:E C2:F
1
28:27
-
1013
1980:2059
1182
85.7%
2/4
Lower Earley
Way (N) Ahead
U
2:2
N/A
C2:E
1
28
-
864
2120
1060
81.5%
3/1+3/2
Reading Rd (E)
Ahead
U
1:2
N/A
C1:F
1
19
-
904
1933:2073
1328
68.1%
4/1+4/2
Lower Earley
Way (S) Ahead
Left
U
1:3
N/A
C1:H
1
27
-
487
1918:2053
1056
46.1%
4/3+4/4
Lower Earley
Way (S) Ahead
U
1:3
N/A
C1:K
1
28
-
1025
1990:2130
1318
77.8%
5/1
Lower Earley
Way (S) Internal
Ahead
U
2:2
N/A
C2:G
1
27
-
496
1980
957
51.8%
5/2
Lower Earley
Way (S) Internal
Ahead
U
2:2
N/A
C2:G
1
27
-
529
2120
1025
51.6%
6/1
Lower Earley
Way (N) Internal
Ahead
U
1:3
N/A
C1:G
1
28
-
624
1980
990
63.0%
6/2
Lower Earley
Way (N) Internal
Ahead
U
1:3
N/A
C1:G
1
28
-
864
2120
1060
81.5%
7/1
Gyratory SW
Right
U
2:1
N/A
C2:A
1
31
-
68
1947
1103
6.2%
7/2
Gyratory SW
Right
U
2:1
N/A
C2:A
1
31
-
190
2079
1178
16.1%
7/3
Gyratory SW
Right
U
2:1
N/A
C2:A
1
31
-
153
1939
1099
13.9%
8/1
Gyratory NW
Left
U
2:2
N/A
C2:C
1
15
-
304
1945
616
49.4%
8/2+8/3
Gyratory NW
Left
U
2:2
N/A
C2:C
1
15
-
179
2085:2085
964
18.6%
8/4
Gyratory NW
Right
U
2:2
N/A
C2:D
1
18
-
361
1954
651
55.4%
8/5
Gyratory NW
Right Right2
U
2:2
N/A
C2:D
1
18
-
458
2103
701
65.3%
9/1
Gyratory NE
Right
U
1:2
N/A
C1:C
1
21
-
49
1947
811
6.0%
9/2
Gyratory NE
Right
U
1:2
N/A
C1:C
1
21
-
69
2079
866
8.0%
9/3
Gyratory NE
Right
U
1:2
N/A
C1:C
1
21
-
389
2074
864
45.0%
10/1
Gyratory SE Left
U
1:3
N/A
C1:I
1
16
-
145
1954
586
24.7%
10/2
Gyratory SE Left
U
1:3
N/A
C1:I
1
16
-
134
2005
601
22.3%
10/3
Gyratory SE
Right
U
1:3
N/A
C1:J
1
16
-
500
1947
584
85.6%
10/5+10/4
Gyratory SE
Right Right2
U
1:3
N/A
C1:J
1
16
-
632
2074:2145
719
88.0%
11/1
Reading Rd (W)
Exit Peds Ahead
U
2:3
N/A
C2:H
1
39
-
787
1980
1353
58.2%
11/2
Reading Rd (W)
Exit Peds Ahead
U
2:3
N/A
C2:H
1
39
-
421
2120
1449
29.1%
12/1
Reading Rd (E)
Exit Peds Ahead
U
1:1
N/A
C1:A
1
39
-
837
1935
1322
63.3%
12/2
Reading Rd (E)
Exit Peds Ahead
U
1:1
N/A
C1:A
1
39
-
340
2074
1417
24.0%
13/1
Lowwer Earley
Way (N) Exit
U
N/A
N/A
-
-
-
-
552
Inf
Inf
0.0%
13/2
Lowwer Earley
Way (N) Exit
U
N/A
N/A
-
-
-
-
337
Inf
Inf
0.0%
13/3
Lowwer Earley
Way (N) Exit
U
N/A
N/A
-
-
-
-
619
Inf
Inf
0.0%
14/1
Lower Earley
Way (S) Exit
U
N/A
N/A
-
-
-
-
1767
2500
2500
70.7%
15/1
Reading Rd (W)
Exit
U
N/A
N/A
-
-
-
-
787
Inf
Inf
0.0%
15/2
Reading Rd (W)
Exit
U
N/A
N/A
-
-
-
-
421
Inf
Inf
0.0%
16/1
Reading Rd (E)
Exit
U
N/A
N/A
-
-
-
-
1177
2500
2500
47.1%
Item
Arriving (pcu)
Leaving
(pcu)
Turners In
Gaps (pcu)
Turners When
Unopposed
(pcu)
Turners In
Intergreen
(pcu)
Uniform
Delay
(pcuHr)
Rand +
Oversat
Delay
(pcuHr)
Storage
Area
Uniform
Delay
(pcuHr)
Total
Delay
(pcuHr)
Av. Delay
Per PCU
(s/pcu)
Max. Back of
Uniform
Queue (pcu)
Rand +
Oversat
Queue
(pcu)
Mean
Max
Queue
(pcu)
Network: Loddon
Bridge Gyratory
(Reading Rd /
Lower Earley Way
N)
-
-
0
0
0
35.2
13.5
0.0
48.7
-
-
-
-
Loddon Bridge
Gyratory
-
-
0
0
0
35.2
13.5
0.0
48.7
-
-
-
-
1/2+1/1
586
586
-
-
-
3.5
1.9
-
5.5
33.6
5.4
1.9
7.4
1/3
305
305
-
-
-
1.8
1.1
-
2.9
34.7
4.7
1.1
5.8
2/1
476
476
-
-
-
1.4
0.5
-
1.9
14.6
5.4
0.5
5.9
2/3+2/2
1013
1013
-
-
-
3.2
2.9
-
6.1
21.7
11.1
2.9
14.0
2/4
864
864
-
-
-
3.0
2.2
-
5.2
21.6
12.0
2.2
14.2
3/1+3/2
904
904
-
-
-
3.7
1.1
-
4.8
19.1
7.2
1.1
8.3
4/1+4/2
487
487
-
-
-
1.3
0.4
-
1.7
12.4
3.2
0.4
3.6
4/3+4/4
1025
1025
-
-
-
2.9
1.7
-
4.6
16.2
7.8
1.7
9.6
5/1
496
496
-
-
-
0.9
0.0
-
0.9
6.4
2.1
0.0
2.1
5/2
529
529
-
-
-
0.9
0.0
-
0.9
6.4
2.2
0.0
2.2
6/1
624
624
-
-
-
0.5
0.0
-
0.5
2.8
1.1
0.0
1.1
6/2
864
864
-
-
-
0.7
0.0
-
0.7
2.9
1.5
0.0
1.5
7/1
68
68
-
-
-
0.0
0.0
-
0.0
0.9
0.3
0.0
0.3
7/2
190
190
-
-
-
0.1
0.0
-
0.1
2.1
0.8
0.0
0.8
7/3
153
153
-
-
-
0.2
0.0
-
0.2
4.4
0.6
0.0
0.6
8/1
304
304
-
-
-
0.6
0.0
-
0.6
7.2
1.2
0.0
1.2
8/2+8/3
179
179
-
-
-
1.1
0.0
-
1.1
22.7
1.2
0.0
1.2
8/4
361
361
-
-
-
0.3
0.0
-
0.3
3.5
1.0
0.0
1.0
8/5
458
458
-
-
-
0.8
0.0
-
0.8
6.5
2.7
0.0
2.7
9/1
49
49
-
-
-
0.2
0.0
-
0.2
15.4
0.8
0.0
0.8
9/2
69
69
-
-
-
0.3
0.0
-
0.3
15.6
1.1
0.0
1.1
9/3
389
389
-
-
-
0.2
0.0
-
0.2
2.1
2.9
0.0
2.9
10/1
145
145
-
-
-
0.6
0.0
-
0.6
13.8
1.2
0.0
1.2
10/2
134
134
-
-
-
0.6
0.0
-
0.6
16.6
1.4
0.0
1.4
10/3
500
500
-
-
-
2.3
0.0
-
2.3
16.6
7.1
0.0
7.1
10/5+10/4
632
632
-
-
-
1.8
0.0
-
1.8
10.3
3.3
0.0
3.3
11/1
787
787
-
-
-
0.3
0.0
-
0.3
1.2
1.3
0.0
1.3
11/2
421
421
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
12/1
837
837
-
-
-
0.5
0.0
-
0.5
2.1
2.8
0.0
2.8
12/2
340
340
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
13/1
552
552
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
13/2
337
337
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
13/3
619
619
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
14/1
1767
1767
-
-
-
1.3
1.2
-
2.5
5.1
22.9
1.2
24.1
15/1
787
787
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
15/2
421
421
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
16/1
1177
1177
-
-
-
0.0
0.4
-
0.5
1.4
2.8
0.4
3.3
C1
C1
C1
C2
C2
C2
42.2
32.2
2.3
12.7
5.0
54.7
2.3
0.50
5.52
12.75
8.73
17.97
0.26
48.68
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
60
60
60
60
60
60
C1
Stage Stream: 1
1
Min: 7 2
Min: 5
A
B
10
39s
6
5s
Stage Stream: 2
1
Min: 7 2
C
Min: 7
D
F
E
10
21s
10
19s
Stage Stream: 3
1
Min: 7 2
Min: 7
G
J
I
8
16s
9
H K
Stage Timings
Stage Stream: 1
Stage
1
2
Duration
39
5
Change Point
31
20
Stage Stream: 2
Stage
1
2
Duration
21
19
Change Point
0
31
Stage Stream: 3
Stage
1
2
Duration
16
27
Change Point
33
57
27s
0
10
20
20
2 6:5
30
40
50
31
1
60
10 : 39
A
B
A
B
0
1
Phases
C
E
31
2
10 : 21
D
D
F
F
33
1
9 : 27
H
10 : 19
8 : 16
G
I
I
K
K
0
10
20
30
40
Time in cycle (sec)
C2
Stage Stream: 1
1
Min: 7 2
Min: 7
I
B
10
A
31s
J
10
9s
Stage Stream: 2
1
Min: 7 2
Min: 7
E F
N
Q
P
C
D
M
K
L
9
15s
9
G
27s
E
57
2
G
J
C
50
60
H
J
Stage Stream: 3
1
Min: 7 2
Min: 5
O
10
39s
H
6
5s
Stage Timings
Stage Stream: 1
Stage
1
2
Duration
31
9
Change Point
47
28
Stage Stream: 2
Stage
1
2
Duration
15
27
Change Point
27
51
Stage Stream: 3
Stage
1
2
Duration
39
5
Change Point
39
28
0
10
20
30
28
2
10 : 31
40
10 : 9
50
60
47
1
A
B
I
J
A
B
I
J
27
1
Phases
9 : 27
9 : 15
51
2
C
D
E
F
G
K
L
M
N
P
Q
C
D
E
F
G
K
L
M
N
P
Q
28
2 6:5
10 : 39
39
1
H
O
H
O
0
10
20
30
40
Time in cycle (sec)
50
60
4000
4000
Lane 8/1 Flows
2400
B
2400
Lane 2/4 Flows
2400
0
Lane 1/3 Flows
Lane 8/5 Flows
2400 2400
0
0
2
1
15
0.
0. 0
0
-R
Arm 1 Readin
g Rd
ea
din
g
0
1
2
3
4
5
1.5
54.1%
1.5
333
20.5%
99
0.8
99
56.0%
3.0
365
%
69.4
W
486
tory N
- Gyra
Arm 8
1
2
3
7.7
6.1
(W)
Rd
(W
)E
40
xit
2
82
3
0
-R
60 .7%
.8
%
(W
PRC: -2.0 %
Controller: 1&2
)E
xit
s
Lane 8/4 Flows
2400
2400
Lane 11/1 Flows
2400
0
2400 2400
0
0
0
Lane 5/1 Flows
Lane 7/2 Flows
2400
0
4000
4000 4000
4000
0
0
0
0
2400
0
2400
0
5000
5000
0
0
287
201
46.
2%
496
3.6
529
77.
8%
1
Arm
9.6
42
Low
3
er E
a r le
Arm
4
yW
14
ay
- Lo
(S)
wer
1
Ear
ley
24 .
Wa
3
y (S
70 .
) Ex
7%
it
176
8
0
D
0
Lane 9/3 Flows
2400 2400
0
0
2400
0
2400
0
0
Lane 6/2 Flows
2400
0
Lane 12/1 Flows
2400
0
2400
0
0
Lane 10/3 Flows
2400
Lane 14/1 Flows
4000
2400
4000
0
0
0
0
2400
0
9
36 30
8
12
-R
7
26 0.3
.0 %
ea
%
di
ng
R
3
d
0. .2
(E
0
)E
1
xi
tP
2
ed
s
Lane 16/1 Flows
2800
Ar
m
1
2
3
Arm
4
82 02
3
Pe
d
168
207
85
Rd
Ar
m
0 .8
1 .2
5 .9 %
2 .9
8. 1%
%
4 5 .0
E
ry N
rato
- Gy
in
g
0
0
9
Arm
27
15.3%
17.6%
7.7%
ea
d
0
Lane 2/1 Flows
2400
Lane 11/1 Flows
48
70
3 89
11
0.
1. 0
3
Arm 7 - Gyratory SW
2
1
0.7
0.8
0.3
Ar
m
4000
4000
2400
2400
3
2
1
0.
0. 0%
0%
0
2400
2 .2
2.4
1
Ear
l
e
yW
Ar m
2
ay (
6-L
S
owe
) In
tern
r Ea
2
al
rley
1 .2
Way
1
(N)
0 .9
In te
8 1 .2
rnal
6 3 .3 %
861
%
6 27
Ar
m
0
81.2%
72.1%
Lane 10/1 Flows
2400 2400
Low
er
248
356
318
0
Lane 9/1 Flows
51.8
51.6 %
%
0
2400 2400
5-
2400
A
0
581
347
0 .0
%
6
0 .0
2
Arm
8
0 .0
%
13
0 .0
0 .0
- Lo
%
1
ww
0
.0
2
er E
Arm
a
r
3
2ley
Low
Wa
4
er E
y (N
1 4.
3
arle
)E
1
xit
yW
1 4.
2
8 1.
ay
4
2
(N)
1
8 6. %
0%
86 1
7 .5
6 27
60 .
9%
3 89
5 65
0
496
529
0
SE
tory
Gyra
0
1
174
Arm
%
487
89.1
3.5
536
5
%
136
91.8
4
%
2
8.
144
22.6
3
%
4
.
6
1
24.
2
1
.
1
2
1
Arm
3
12
16
98
-R
8.9
0
51
ea
d
- Rea
ding
2800
0
.9%
ing
Rd
4 .7
(E
1
)E
xit
Rd (E
)
71.2%
C
555
415
1
Lane 7/2 Flows
5000
5000 2400
2400 3000
3000
0
0
0
0
0
0
Lane 10/1 Flows
2400
0
2400
0
4000
4000
0
0
4000
4000
0
0
Network Results
Item
Lane
Description
Lane
Type
Controller
Stream
Position In
Filtered Route
Full Phase
Arrow
Phase
Num
Greens
Total Green
(s)
Arrow
Green (s)
Demand
Flow (pcu)
Sat Flow
(pcu/Hr)
Capacity
(pcu)
Deg Sat
(%)
Network: Loddon
Bridge Gyratory
(Reading Rd /
Lower Earley Way
N)
-
-
N/A
-
-
-
-
-
-
-
-
91.8%
Loddon Bridge
Gyratory
-
-
N/A
-
-
-
-
-
-
-
-
91.8%
1/2+1/1
Reading Rd (W)
Ahead
U
2:1
N/A
C2:B
1
9
-
604
2023:1874
744
81.2%
1/3
Reading Rd (W)
Ahead
U
2:1
N/A
C2:B
1
9
-
318
2037
441
72.1%
2/1
Lower Earley
Way (N) Left
U
2:2
N/A
C2:F
1
27
-
565
1920
928
60.9%
2/3+2/2
Lower Earley
Way (N) Ahead
Ahead2
U
2:2
N/A
C2:E C2:F
1
28:27
-
1016
1980:2059
1181
86.0%
2/4
Lower Earley
Way (N) Ahead
U
2:2
N/A
C2:E
1
28
-
861
2120
1060
81.2%
3/1+3/2
Reading Rd (E)
Ahead
U
1:2
N/A
C1:F
1
19
-
970
1933:2073
1363
71.2%
4/1+4/2
Lower Earley
Way (S) Ahead
Left
U
1:3
N/A
C1:H
1
27
-
488
1918:2053
1057
46.2%
4/3+4/4
Lower Earley
Way (S) Ahead
U
1:3
N/A
C1:K
1
28
-
1025
1990:2130
1318
77.8%
5/1
Lower Earley
Way (S) Internal
Ahead
U
2:2
N/A
C2:G
1
27
-
496
1980
957
51.8%
5/2
Lower Earley
Way (S) Internal
Ahead
U
2:2
N/A
C2:G
1
27
-
529
2120
1025
51.6%
6/1
Lower Earley
Way (N) Internal
Ahead
U
1:3
N/A
C1:G
1
28
-
627
1980
990
63.3%
6/2
Lower Earley
Way (N) Internal
Ahead
U
1:3
N/A
C1:G
1
28
-
861
2120
1060
81.2%
7/1
Gyratory SW
Right
U
2:1
N/A
C2:A
1
31
-
85
1947
1103
7.7%
7/2
Gyratory SW
Right
U
2:1
N/A
C2:A
1
31
-
207
2079
1178
17.6%
7/3
Gyratory SW
Right
U
2:1
N/A
C2:A
1
31
-
168
1939
1099
15.3%
8/1
Gyratory NW
Left
U
2:2
N/A
C2:C
1
15
-
333
1945
616
54.1%
8/2+8/3
Gyratory NW
Left
U
2:2
N/A
C2:C
1
15
-
198
2085:2085
965
20.5%
8/4
Gyratory NW
Right
U
2:2
N/A
C2:D
1
18
-
365
1954
651
56.0%
8/5
Gyratory NW
Right Right2
U
2:2
N/A
C2:D
1
18
-
486
2102
701
69.4%
9/1
Gyratory NE
Right
U
1:2
N/A
C1:C
1
21
-
48
1947
811
5.9%
9/2
Gyratory NE
Right
U
1:2
N/A
C1:C
1
21
-
70
2079
866
8.1%
9/3
Gyratory NE
Right
U
1:2
N/A
C1:C
1
21
-
389
2074
864
45.0%
10/1
Gyratory SE Left
U
1:3
N/A
C1:I
1
16
-
144
1954
586
24.6%
10/2
Gyratory SE Left
U
1:3
N/A
C1:I
1
16
-
136
2005
601
22.6%
10/3
Gyratory SE
Right
U
1:3
N/A
C1:J
1
16
-
536
1947
584
91.8%
10/5+10/4
Gyratory SE
Right Right2
U
1:3
N/A
C1:J
1
16
-
661
2074:2145
742
89.1%
11/1
Reading Rd (W)
Exit Peds Ahead
U
2:3
N/A
C2:H
1
39
-
823
1980
1353
60.8%
11/2
Reading Rd (W)
Exit Peds Ahead
U
2:3
N/A
C2:H
1
39
-
402
2120
1449
27.7%
12/1
Reading Rd (E)
Exit Peds Ahead
U
1:1
N/A
C1:A
1
39
-
930
1935
1322
70.3%
12/2
Reading Rd (E)
Exit Peds Ahead
U
1:1
N/A
C1:A
1
39
-
368
2074
1417
26.0%
13/1
Lowwer Earley
Way (N) Exit
U
N/A
N/A
-
-
-
-
581
Inf
Inf
0.0%
13/2
Lowwer Earley
Way (N) Exit
U
N/A
N/A
-
-
-
-
347
Inf
Inf
0.0%
13/3
Lowwer Earley
Way (N) Exit
U
N/A
N/A
-
-
-
-
628
Inf
Inf
0.0%
14/1
Lower Earley
Way (S) Exit
U
N/A
N/A
-
-
-
-
1768
2500
2500
70.7%
15/1
Reading Rd (W)
Exit
U
N/A
N/A
-
-
-
-
823
Inf
Inf
0.0%
15/2
Reading Rd (W)
Exit
U
N/A
N/A
-
-
-
-
402
Inf
Inf
0.0%
16/1
Reading Rd (E)
Exit
U
N/A
N/A
-
-
-
-
1298
2500
2500
51.9%
Item
Arriving (pcu)
Leaving
(pcu)
Turners In
Gaps (pcu)
Turners When
Unopposed
(pcu)
Turners In
Intergreen
(pcu)
Uniform
Delay
(pcuHr)
Rand +
Oversat
Delay
(pcuHr)
Storage
Area
Uniform
Delay
(pcuHr)
Total
Delay
(pcuHr)
Av. Delay
Per PCU
(s/pcu)
Max. Back of
Uniform
Queue (pcu)
Rand +
Oversat
Queue
(pcu)
Mean
Max
Queue
(pcu)
Network: Loddon
Bridge Gyratory
(Reading Rd /
Lower Earley Way
N)
-
-
0
0
0
36.9
14.4
0.0
51.2
-
-
-
-
Loddon Bridge
Gyratory
-
-
0
0
0
36.9
14.4
0.0
51.2
-
-
-
-
1/2+1/1
604
604
-
-
-
3.7
2.1
-
5.8
34.4
5.6
2.1
7.7
1/3
318
318
-
-
-
1.9
1.3
-
3.2
36.1
4.9
1.3
6.1
2/1
565
565
-
-
-
1.8
0.8
-
2.6
16.3
6.7
0.8
7.5
2/3+2/2
1016
1016
-
-
-
3.2
3.0
-
6.2
22.0
11.4
3.0
14.4
2/4
861
861
-
-
-
3.0
2.1
-
5.1
21.5
12.0
2.1
14.1
3/1+3/2
970
970
-
-
-
4.1
1.2
-
5.3
19.7
7.7
1.2
8.9
4/1+4/2
488
488
-
-
-
1.3
0.4
-
1.7
12.4
3.2
0.4
3.6
4/3+4/4
1025
1025
-
-
-
2.9
1.7
-
4.6
16.2
7.8
1.7
9.6
5/1
496
496
-
-
-
0.9
0.0
-
0.9
6.9
2.2
0.0
2.2
5/2
529
529
-
-
-
1.0
0.0
-
1.0
6.9
2.4
0.0
2.4
6/1
627
627
-
-
-
0.4
0.0
-
0.4
2.3
0.9
0.0
0.9
6/2
861
861
-
-
-
0.6
0.0
-
0.6
2.4
1.2
0.0
1.2
7/1
85
85
-
-
-
0.0
0.0
-
0.0
0.6
0.3
0.0
0.3
7/2
207
207
-
-
-
0.1
0.0
-
0.1
1.6
0.8
0.0
0.8
7/3
168
168
-
-
-
0.2
0.0
-
0.2
4.7
0.7
0.0
0.7
8/1
333
333
-
-
-
0.7
0.0
-
0.7
8.0
1.5
0.0
1.5
8/2+8/3
198
198
-
-
-
1.4
0.0
-
1.4
24.6
1.5
0.0
1.5
8/4
365
365
-
-
-
0.3
0.0
-
0.3
3.0
0.8
0.0
0.8
8/5
486
486
-
-
-
0.9
0.0
-
0.9
6.7
3.0
0.0
3.0
9/1
48
48
-
-
-
0.2
0.0
-
0.2
15.3
0.8
0.0
0.8
9/2
70
70
-
-
-
0.3
0.0
-
0.3
15.5
1.2
0.0
1.2
9/3
389
389
-
-
-
0.2
0.0
-
0.2
2.0
2.9
0.0
2.9
10/1
144
144
-
-
-
0.5
0.0
-
0.5
13.7
1.1
0.0
1.1
10/2
136
136
-
-
-
0.6
0.0
-
0.6
16.9
1.4
0.0
1.4
10/3
536
536
-
-
-
2.5
0.0
-
2.5
16.6
8.2
0.0
8.2
10/5+10/4
661
661
-
-
-
1.8
0.0
-
1.8
9.8
3.5
0.0
3.5
11/1
823
823
-
-
-
0.3
0.0
-
0.3
1.2
1.3
0.0
1.3
11/2
402
402
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
12/1
930
930
-
-
-
0.6
0.0
-
0.6
2.5
3.2
0.0
3.2
12/2
368
368
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
13/1
581
581
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
13/2
347
347
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
13/3
628
628
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
14/1
1768
1768
-
-
-
1.3
1.2
-
2.5
5.2
23.1
1.2
24.3
15/1
823
823
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
15/2
402
402
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
16/1
1298
1298
-
-
-
0.0
0.5
-
0.6
1.6
4.2
0.5
4.7
C1
C1
C1
C2
C2
C2
28.0
26.5
-2.0
10.8
4.6
48.0
-2.0
0.65
6.03
12.72
9.29
19.15
0.27
51.22
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
60
60
60
60
60
60
Project:
ITB 6067 Winnersh
Title:
Loddon Bridge Gyratory (Reading Rd / Lower Earley Way N)
Location:
File name:
Loddon Bridge v3 redist.lsg3x
Author:
AL
Company:
Address:
Notes:
eading
Rd
(W)
1
2
3
Arm 8
13
-
Arm
W
5/1
wer
5/2
Ear
1
ley
Wa
2
y (S
- Lo
) Int
wer
ern
Earle
al
yW
6/2
ay (
N) I
6/1
nter
n al
1
14 /
2
1
- Lo
yW
ay (
S) E
x
it
ay
(S)
yW
Ear
le
w er
- Lo
14
Arm
Arm
6
Arm
5
1
2
3
4
er E
arle
ea
di
ng
Rd
1
12 2/1
(E
/2
)E
1
xit
2
Pe
ds
Ar
m
1
2
3
1
-R
9/1
9/2
9/ 3
D
Gyr
10 Arm
10/5
5
10/4
4
10/3
3
10/2
2
10/1
E
ry N
rato
xit
Pe
ds
12
- Gy
(W
)E
Ar
m
9
Arm
Rd
1
11
-R
1
ea
11 1/2
di
/1
ng
Controller: 1&2
tory N
Arm 7 - Gyratory SW
1
Ar
m
7/3
7/2
7/1
2
- Gyra
1
2
3
4
5
3
2
1
(W
)E
xi t
Low
15
-R
ea
15
din
/
g
15 2
Rd
/1
1/1
1/2
1/3
4 /1
4 /2
4 /3
4 /4
2
1
Arm 1 R
4-
Ar
m
Arm
A
8/1
8/2
8/3
8/4
8/5
13/
1
13/
1
2
Low
13/
we
2
3
Arm
rE
arle
3
2yW
Low
4
ay
er E
(N)
2/4
3
arle
Exit
y
Wa
2 /3
2
y (N
2/2
1
)
2/1
B
SE
atory
2
1
Arm
3
3/2
3/1
16
-R
ea
d
ing
- Rea
ding
Rd
Rd
(
16
/1
1
E)
Ex
it
(E)
C
C1
Phase Diagram
C
A
B
G
D
J
F
E
I
H
K
Phase Input Data
A
Traffic
1
7
7
B
Pedestrian
1
5
5
C
Traffic
2
7
7
D
Pedestrian
2
5
5
E
Pedestrian
2
5
5
F
Traffic
2
7
7
G
Traffic
3
7
7
H
Traffic
3
7
7
I
Traffic
3
7
7
J
Traffic
3
7
7
K
Traffic
3
7
7
Starting Phase
A
B
C
D E
F
G H I
J K
-
6
-
-
-
-
-
-
-
-
-
B 10 -
-
-
-
-
-
-
-
-
-
C
-
-
-
6
-
6
-
-
-
-
-
D
-
-
10
-
-
-
-
-
-
-
-
Terminating E
Phase
F
-
-
-
-
-
10
-
-
-
-
-
-
-
6
-
6
-
-
-
-
-
-
G
-
-
-
-
-
-
-
-
8 6
-
H
-
-
-
-
-
-
-
-
- 8
-
I
-
-
-
-
-
-
8
-
-
-
-
J
-
-
-
-
-
-
6
9
-
-
8
K
-
-
-
-
-
-
-
-
- 8
-
A
Phases in Stage
1
1
A
1
2
B
2
1
CE
2
2
DF
3
1
IJ
3
2
GHK
Stage Diagram
Stage Stream: 1
1
Min >= 7 2
A
Min >= 5
A
B
B
Stage Stream: 2
1
Min >= 7 2
C
D
Min >= 7
C
D
F
E
F
E
Stage Stream: 3
1
Min >= 7 2
Min >= 7
G
H K
G
J
J
I
I
H K
Phase Delays
Stage Stream: 1
Stage Stream: 2
Stage Stream: 3
Stage Stream: 1
To Stage
1
From
Stage 1
2
6
2 10
Stage Stream: 2
To Stage
1
From
Stage 1
2
10
2 10
Stage Stream: 3
To Stage
1
From
Stage 1
2
2
9
8
C2
Phase Diagram
E
F
N
M
Q
P
C
D
I
K
B
L
J
O
G
A
H
Phase Input Data
A
Traffic
1
7
7
B
Traffic
1
7
7
C
Traffic
2
7
7
D
Traffic
2
7
7
E
Traffic
2
7
7
F
Traffic
2
7
7
G
Traffic
2
7
7
H
Traffic
3
7
7
I
Pedestrian
1
5
5
J
Pedestrian
1
5
5
K
Pedestrian
2
5
5
L
Pedestrian
2
5
5
M
Pedestrian
2
5
5
N
Pedestrian
2
5
5
O
Pedestrian
3
5
5
P
Pedestrian
2
5
5
Q
Pedestrian
2
5
5
Starting Phase
A
B
C D E F G
H
I
A
-
5
-
-
-
-
-
-
- 6
-
-
-
-
-
-
-
B
5
-
-
-
-
-
-
-
6 -
-
-
-
-
-
-
-
C
-
-
-
-
-
-
9
-
-
-
-
-
-
6
-
-
-
D
-
-
-
-
7 9 6
-
-
-
-
-
-
-
-
-
-
E
-
-
-
6
-
-
-
-
-
-
-
8
-
-
-
-
6
F
-
-
-
5
-
-
-
-
-
-
-
-
6
-
-
-
-
G
-
-
6 6
-
-
-
-
-
-
6 -
-
-
-
8
-
Terminating H
Phase
I
-
-
-
-
-
-
-
-
-
-
-
-
-
-
6
-
-
-
10
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
J
10
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
K
-
-
-
-
-
-
8
-
-
-
-
-
-
-
-
-
-
L
-
-
-
-
8
-
-
-
-
-
-
-
-
-
-
-
-
M
-
-
-
-
-
8
-
-
-
-
-
-
-
-
-
-
-
N
-
-
9
-
-
-
-
-
-
-
-
-
-
-
-
-
-
O
-
-
-
-
-
-
-
10 -
-
-
-
-
-
-
-
-
P
-
-
-
-
-
-
8
-
-
-
-
-
-
-
-
-
-
Q
-
-
-
-
8
-
-
-
-
-
-
-
-
-
-
-
-
Phases in Stage
1
1
AI
1
2
BJ
2
1
CDKLMPQ
2
2
EFGN
3
1
H
3
2
O
Stage Diagram
Stage Stream: 1
1
Min >= 7 2
Min >= 7
I
I
B
B
J
J
A
A
Stage Stream: 2
1
Min >= 7 2
Min >= 7
E F
E F
N
N
Q
P
C
D
M
D
K
K
L
G
Q
P
C
L
G
M
J K L M N O P Q
Stage Stream: 3
1
Min >= 7 2
O
Min >= 5
O
H
H
Phase Delays
Stage Stream: 1
Stage Stream: 2
Stage Stream: 3
Stage Stream: 1
To Stage
1
From
Stage 1
2
10
2 10
Stage Stream: 2
To Stage
1
From
Stage 1
2
2
9
9
Stage Stream: 3
To Stage
1
From
Stage 1
2 10
2
6
There are no Opposed Lanes in this Junction
Lane Input Data
Lane
Lane
Start End
Phases
Type
Disp. Disp.
Physical
Length
(PCU)
Sat
Flow
Type
Def User
Lane
Saturation
Nearside
Width Gradient
Lane
Flow
(m)
(PCU/Hr)
Turns
Turning
Radius
(m)
1/1
(Reading Rd
(W))
U
B
1
3
8.7
Geom
-
4.00
0.00
Y
Arm 8
Ahead
20.00
1/2
(Reading Rd
(W))
U
B
1
3
60.0
Geom
-
4.00
0.00
N
Arm 8
Ahead
23.00
1/3
(Reading Rd
(W))
U
B
1
3
60.0
Geom
-
4.00
0.00
N
Arm 8
Ahead
26.00
2/1
(Lower Earley
Way (N))
U
F
1
3
60.0
Geom
-
3.70
0.00
Y
Arm 12
Left
44.00
2/2
(Lower Earley
Way (N))
U
F
1
3
4.3
Geom
-
3.70
0.00
N
Arm 9
Ahead
47.00
2/3
(Lower Earley
Way (N))
U
E
1
3
60.0
Geom
-
3.65
0.00
Y
Arm 6
Ahead
Inf
2/4
(Lower Earley
Way (N))
U
E
1
3
60.0
Geom
-
3.65
0.00
N
Arm 6
Ahead
Inf
3/1
(Reading Rd
(E))
U
F
1
3
60.0
Geom
-
3.90
0.00
Y
Arm 10
Ahead
40.00
3/2
(Reading Rd
(E))
U
F
1
3
13.0
Geom
-
3.90
0.00
N
Arm 10
Ahead
43.00
4/1
(Lower Earley
Way (S))
U
H
1
3
60.0
Geom
-
3.75
0.00
Y
Arm 11
Left
40.00
4/2
(Lower Earley
Way (S))
U
H
1
3
2.4
Geom
-
3.75
0.00
N
Arm 7
Ahead
40.00
4/3
(Lower Earley
Way (S))
U
K
1
3
60.0
Geom
-
3.75
0.00
Y
Arm 5
Ahead
Inf
4/4
(Lower Earley
Way (S))
U
K
1
3
4.7
Geom
-
3.75
0.00
N
Arm 5
Ahead
Inf
5/1
(Lower Earley
Way (S)
Internal)
U
G
1
3
15.7
Geom
-
3.65
0.00
Y
Arm 13
Ahead
Inf
5/2
(Lower Earley
Way (S)
Internal)
U
G
1
3
15.7
Geom
-
3.65
0.00
N
Arm 13
Ahead
Inf
6/1
(Lower Earley
Way (N)
Internal)
U
G
1
3
18.1
Geom
-
3.65
0.00
Y
Arm 14
Ahead
Inf
6/2
(Lower Earley
Way (N)
Internal)
U
G
1
3
18.1
Geom
-
3.65
0.00
N
Arm 14
Ahead
Inf
7/1
(Gyratory SW)
U
A
2
3
17.7
Geom
-
3.90
0.00
Y
Arm 8
Right
50.00
7/2
(Gyratory SW)
U
A
2
3
17.7
Geom
-
3.90
0.00
N
Arm 8
Right
47.00
7/3
(Gyratory SW)
U
A
2
3
15.0
Geom
-
3.90
0.00
Y
Arm 8
Right
44.00
8/1
(Gyratory
NW)
U
C
1
3
9.2
Geom
-
3.30
0.00
Y
Arm 13
Left
Inf
8/2
(Gyratory
NW)
U
C
1
3
9.2
Geom
-
3.30
0.00
N
Arm 13
Left
Inf
8/3
(Gyratory
NW)
U
C
1
3
5.2
Geom
-
3.30
0.00
N
Arm 13
Left
Inf
8/4
(Gyratory
NW)
U
D
1
3
8.7
Geom
-
4.00
0.00
Y
Arm 12
Right
48.00
Arm 9
Right
Inf
Arm 12
Right
45.00
8/5
(Gyratory
NW)
U
9/1
(Gyratory NE)
U
C
1
3
14.6
Geom
-
3.90
0.00
Y
Arm 10
Right
50.00
9/2
(Gyratory NE)
U
C
1
3
14.6
Geom
-
3.90
0.00
N
Arm 10
Right
47.00
9/3
(Gyratory NE)
U
C
1
3
9.6
Geom
-
3.90
0.00
N
Arm 10
Right
44.00
10/1
(Gyratory SE)
U
I
1
3
14.8
Geom
-
3.90
0.00
Y
Arm 14
Left
57.00
10/2
(Gyratory SE)
U
I
1
3
14.8
Geom
-
3.90
0.00
Y
Arm 14
Left
Inf
10/3
(Gyratory SE)
U
J
1
3
12.0
Geom
-
3.90
0.00
Y
Arm 11
Right
50.00
Arm 7
Right
Inf
Arm 11
Right
Inf
10/4
(Gyratory SE)
U
D
J
1
2
3
3
8.7
6.1
Geom
Geom
-
-
4.00
3.90
0.00
0.00
N
N
10/5
(Gyratory SE)
U
J
1
3
12.0
Geom
-
3.90
0.00
N
Arm 7
Right
44.00
11/1
(Reading Rd
(W) Exit
Peds)
U
H
1
3
17.7
Geom
-
3.65
0.00
Y
Arm 15
Ahead
Inf
11/2
(Reading Rd
(W) Exit
Peds)
U
H
1
3
17.7
Geom
-
3.65
0.00
N
Arm 15
Ahead
Inf
12/1
(Reading Rd
(E) Exit Peds)
U
A
1
3
11.8
Geom
-
3.65
0.00
Y
Arm 16
Ahead
65.00
12/2
(Reading Rd
(E) Exit Peds)
U
13/1
(Lowwer
Earley Way
(N) Exit)
1
3
11.8
Geom
-
3.65
0.00
N
Arm 16
Ahead
68.00
U
1
3
60.0
Inf
-
-
-
-
-
-
13/2
(Lowwer
Earley Way
(N) Exit)
U
1
3
60.0
Inf
-
-
-
-
-
-
13/3
(Lowwer
Earley Way
(N) Exit)
U
1
3
60.0
Inf
-
-
-
-
-
-
14/1
(Lower Earley
Way (S) Exit)
U
1
3
60.0
User
2500
-
-
-
-
-
15/1
(Reading Rd
(W) Exit)
U
1
3
60.0
Inf
-
-
-
-
-
-
15/2
(Reading Rd
(W) Exit)
U
1
3
60.0
Inf
-
-
-
-
-
-
16/1
(Reading Rd
(E) Exit)
U
1
3
60.0
User
2500
-
-
-
-
-
A
Traffic Flow Groups
Flow Group
1: 'AM Peak 2026 WBC Scenario C'
08:00
09:00
01:00
08:00
09:00
01:00
08:00
09:00
01:00
17:00
18:00
01:00
17:00
18:00
01:00
17:00
18:00
01:00
F1+F2
F4+F5
Scenario 1: '2' (FG1: 'AM Peak 2026 WBC Scenario C', Plan 1: 'AM + PM Peak')
Desired Flow :
Destination
Origin
A
B
C
D
Tot.
A
0
521
486
531
1538
B
222
0
291
433
946
C
531
465
0
156
1152
D
259
1606
52
0
1917
Tot.
1012
2592
829
1120
5553
Traffic Lane Flows
Lane
Scenario 1:
2
1/1
(short)
479
1/2
(with short)
1004(In)
525(Out)
1/3
534
2/1
291
2/2
(short)
222
2/3
(with short)
424(In)
202(Out)
2/4
231
3/1
(with short)
1152(In)
469(Out)
3/2
(short)
683
4/1
(with short)
311(In)
259(Out)
4/2
(short)
52
4/3
(with short)
1606(In)
774(Out)
4/4
(short)
832
5/1
774
5/2
832
6/1
202
6/2
231
7/1
129
7/2
358
7/3
30
8/1
608
8/2
(with short)
378(In)
188(Out)
8/3
(short)
190
8/4
505
8/5
564
9/1
255
9/2
276
9/3
222
10/1
371
10/2
316
10/3
451
10/4
(short)
431
10/5
(with short)
767(In)
336(Out)
11/1
710
11/2
302
12/1
796
12/2
33
13/1
995
13/2
575
13/3
1022
14/1
1120
15/1
710
15/2
302
16/1
829
Lane
Lane
Nearside
Width Gradient
Lane
(m)
Allowed
Turns
Turning
Turning Sat Flow
Radius
Prop. (PCU/Hr)
(m)
Flared Sat
Flow
(PCU/Hr)
1/1
(Reading Rd (W))
4.00
0.00
Y
Arm 8 Ahead
20.00
100.0 %
1874
1874
1/2
(Reading Rd (W))
4.00
0.00
N
Arm 8 Ahead
23.00
100.0 %
2023
2023
1/3
(Reading Rd (W))
4.00
0.00
N
Arm 8 Ahead
26.00
100.0 %
2037
2037
2/1
3.70
0.00
Y
Arm 12 Left
44.00
100.0 %
1920
1920
2/2
3.70
0.00
N
Arm 9 Ahead
47.00
100.0 %
2059
2059
2/3
3.65
0.00
Y
Arm 6 Ahead
Inf
100.0 %
1980
1980
2/4
3.65
0.00
N
Arm 6 Ahead
Inf
100.0 %
2120
2120
3/1
(Reading Rd (E))
3.90
0.00
Y
Arm 10
Ahead
40.00
100.0 %
1933
1933
3/2
(Reading Rd (E))
3.90
0.00
N
Arm 10
Ahead
43.00
100.0 %
2073
2073
4/1
3.75
0.00
Y
Arm 11 Left
40.00
100.0 %
1918
1918
4/2
3.75
0.00
N
Arm 7 Ahead
40.00
100.0 %
2053
2053
4/3
3.75
0.00
Y
Arm 5 Ahead
Inf
100.0 %
1990
1990
4/4
3.75
0.00
N
Arm 5 Ahead
Inf
100.0 %
2130
2130
5/1
3.65
0.00
Y
Arm 13
Ahead
Inf
100.0 %
1980
1980
5/2
3.65
0.00
N
Arm 13
Ahead
Inf
100.0 %
2120
2120
6/1
3.65
0.00
Y
Arm 14
Ahead
Inf
100.0 %
1980
1980
6/2
3.65
0.00
N
Arm 14
Ahead
Inf
100.0 %
2120
2120
7/1
(Gyratory SW)
3.90
0.00
Y
Arm 8 Right
50.00
100.0 %
1947
1947
7/2
(Gyratory SW)
3.90
0.00
N
Arm 8 Right
47.00
100.0 %
2079
2079
7/3
(Gyratory SW)
3.90
0.00
Y
Arm 8 Right
44.00
100.0 %
1939
1939
8/1
(Gyratory NW)
3.30
0.00
Y
Arm 13 Left
Inf
100.0 %
1945
1945
8/2
(Gyratory NW)
3.30
0.00
N
Arm 13 Left
Inf
100.0 %
2085
2085
8/3
(Gyratory NW)
3.30
0.00
N
Arm 13 Left
Inf
100.0 %
2085
2085
8/4
(Gyratory NW)
4.00
0.00
Y
8/5
(Gyratory NW)
4.00
0.00
N
9/1
(Gyratory NE)
3.90
0.00
9/2
(Gyratory NE)
3.90
9/3
(Gyratory NE)
Arm 12 Right
48.00
100.0 %
1954
1954
Arm 9 Right
Inf
94.1 %
Arm 12 Right
45.00
5.9 %
2151
2151
Y
Arm 10 Right
50.00
100.0 %
1947
1947
0.00
N
Arm 10 Right
47.00
100.0 %
2079
2079
3.90
0.00
N
Arm 10 Right
44.00
100.0 %
2074
2074
10/1
(Gyratory SE)
3.90
0.00
Y
Arm 14 Left
57.00
100.0 %
1954
1954
10/2
(Gyratory SE)
3.90
0.00
Y
Arm 14 Left
Inf
100.0 %
2005
2005
10/3
(Gyratory SE)
3.90
0.00
Y
Arm 11 Right
50.00
100.0 %
1947
1947
10/4
(Gyratory SE)
3.90
0.00
N
Arm 7 Right
Inf
29.9 %
2145
2145
Arm 11 Right
Inf
70.1 %
10/5
(Gyratory SE)
3.90
0.00
N
Arm 7 Right
44.00
100.0 %
2074
2074
11/1
3.65
0.00
Y
Arm 15
Ahead
Inf
100.0 %
1980
1980
11/2
3.65
0.00
N
Arm 15
Ahead
Inf
100.0 %
2120
2120
12/1
3.65
0.00
Y
Arm 16
Ahead
65.00
100.0 %
1935
1935
12/2
3.65
0.00
N
Arm 16
Ahead
68.00
100.0 %
2074
2074
13/1
Lane 1)
Inf
Inf
13/2
Lane 2)
Inf
Inf
13/3
Lane 3)
Inf
Inf
14/1
1)
2500
2500
15/1
Inf
Inf
15/2
Inf
Inf
16/1
2500
2500
Scenario 2: '8' (FG3: 'AM Peak 2026 WBC Scenario C + 421dw Dev', Plan 1: 'AM + PM Peak')
Desired Flow :
Destination
Origin
A
B
C
D
Tot.
A
0
521
486
543
1550
B
222
0
291
466
979
C
531
465
0
156
1152
D
292
1699
52
0
2043
Tot.
1045
2685
829
1165
5724
Traffic Lane Flows
Lane
Scenario 2:
8
1/1
(short)
452
1/2
(with short)
1005(In)
553(Out)
1/3
545
2/1
291
2/2
(short)
222
2/3
(with short)
445(In)
223(Out)
2/4
243
3/1
(with short)
1152(In)
502(Out)
3/2
(short)
650
4/1
(with short)
344(In)
292(Out)
4/2
(short)
52
4/3
(with short)
1699(In)
820(Out)
4/4
(short)
879
5/1
820
5/2
879
6/1
223
6/2
243
7/1
43
7/2
474
7/3
0
8/1
495
8/2
(with short)
491(In)
246(Out)
8/3
(short)
245
8/4
536
8/5
545
9/1
257
9/2
286
9/3
222
10/1
373
10/2
326
10/3
506
10/4
(short)
290
10/5
(with short)
712(In)
422(Out)
11/1
798
11/2
247
12/1
827
12/2
2
13/1
905
13/2
656
13/3
1124
14/1
1165
15/1
798
15/2
247
16/1
829
Lane
Lane
Nearside
Width Gradient
Lane
(m)
Allowed
Turns
Turning
Turning Sat Flow
Radius
Prop. (PCU/Hr)
(m)
Flared Sat
Flow
(PCU/Hr)
1/1
(Reading Rd (W))
4.00
0.00
Y
Arm 8 Ahead
20.00
100.0 %
1874
1874
1/2
(Reading Rd (W))
4.00
0.00
N
Arm 8 Ahead
23.00
100.0 %
2023
2023
1/3
(Reading Rd (W))
4.00
0.00
N
Arm 8 Ahead
26.00
100.0 %
2037
2037
2/1
3.70
0.00
Y
Arm 12 Left
44.00
100.0 %
1920
1920
2/2
3.70
0.00
N
Arm 9 Ahead
47.00
100.0 %
2059
2059
2/3
3.65
0.00
Y
Arm 6 Ahead
Inf
100.0 %
1980
1980
2/4
3.65
0.00
N
Arm 6 Ahead
Inf
100.0 %
2120
2120
3/1
(Reading Rd (E))
3.90
0.00
Y
Arm 10
Ahead
40.00
100.0 %
1933
1933
3/2
(Reading Rd (E))
3.90
0.00
N
Arm 10
Ahead
43.00
100.0 %
2073
2073
4/1
3.75
0.00
Y
Arm 11 Left
40.00
100.0 %
1918
1918
4/2
3.75
0.00
N
Arm 7 Ahead
40.00
100.0 %
2053
2053
4/3
3.75
0.00
Y
Arm 5 Ahead
Inf
100.0 %
1990
1990
4/4
3.75
0.00
N
Arm 5 Ahead
Inf
100.0 %
2130
2130
5/1
3.65
0.00
Y
Arm 13
Ahead
Inf
100.0 %
1980
1980
5/2
3.65
0.00
N
Arm 13
Ahead
Inf
100.0 %
2120
2120
6/1
3.65
0.00
Y
Arm 14
Ahead
Inf
100.0 %
1980
1980
6/2
3.65
0.00
N
Arm 14
Ahead
Inf
100.0 %
2120
2120
7/1
(Gyratory SW)
3.90
0.00
Y
Arm 8 Right
50.00
100.0 %
1947
1947
7/2
(Gyratory SW)
3.90
0.00
N
Arm 8 Right
47.00
100.0 %
2079
2079
7/3
(Gyratory SW)
3.90
0.00
Y
Arm 8 Right
44.00
0.0 %
2005
2005
8/1
(Gyratory NW)
3.30
0.00
Y
Arm 13 Left
Inf
100.0 %
1945
1945
8/2
(Gyratory NW)
3.30
0.00
N
Arm 13 Left
Inf
100.0 %
2085
2085
8/3
(Gyratory NW)
3.30
0.00
N
Arm 13 Left
Inf
100.0 %
2085
2085
8/4
(Gyratory NW)
4.00
0.00
Y
8/5
(Gyratory NW)
4.00
0.00
N
9/1
(Gyratory NE)
3.90
0.00
9/2
(Gyratory NE)
3.90
9/3
(Gyratory NE)
Arm 12 Right
48.00
100.0 %
1954
1954
Arm 9 Right
Inf
99.6 %
Arm 12 Right
45.00
0.4 %
2155
2155
Y
Arm 10 Right
50.00
100.0 %
1947
1947
0.00
N
Arm 10 Right
47.00
100.0 %
2079
2079
3.90
0.00
N
Arm 10 Right
44.00
100.0 %
2074
2074
10/1
(Gyratory SE)
3.90
0.00
Y
Arm 14 Left
57.00
100.0 %
1954
1954
10/2
(Gyratory SE)
3.90
0.00
Y
Arm 14 Left
Inf
100.0 %
2005
2005
10/3
(Gyratory SE)
3.90
0.00
Y
Arm 11 Right
50.00
100.0 %
1947
1947
10/4
(Gyratory SE)
3.90
0.00
N
Arm 7 Right
Inf
14.8 %
2145
2145
Arm 11 Right
Inf
85.2 %
10/5
(Gyratory SE)
3.90
0.00
N
Arm 7 Right
44.00
100.0 %
2074
2074
11/1
3.65
0.00
Y
Arm 15
Ahead
Inf
100.0 %
1980
1980
11/2
3.65
0.00
N
Arm 15
Ahead
Inf
100.0 %
2120
2120
12/1
3.65
0.00
Y
Arm 16
Ahead
65.00
100.0 %
1935
1935
12/2
3.65
0.00
N
Arm 16
Ahead
68.00
100.0 %
2074
2074
13/1
Lane 1)
Inf
Inf
13/2
Lane 2)
Inf
Inf
13/3
Lane 3)
Inf
Inf
14/1
1)
2500
2500
15/1
Inf
Inf
15/2
Inf
Inf
16/1
2500
2500
Scenario 3: '14' (FG4: 'PM Peak 2026 WBC Scenario C', Plan 1: 'AM + PM Peak')
Desired Flow :
Destination
Origin
A
B
C
D
Tot.
A
0
295
467
147
909
B
396
0
532
1664
2592
C
463
128
0
141
732
D
363
1137
89
0
1589
Tot.
1222
1560
1088
1952
5822
Traffic Lane Flows
Lane
Scenario 3:
14
1/1
(short)
285
1/2
(with short)
613(In)
328(Out)
1/3
296
2/1
532
2/2
(short)
396
2/3
(with short)
1090(In)
694(Out)
2/4
970
3/1
(with short)
732(In)
218(Out)
3/2
(short)
514
4/1
(with short)
452(In)
363(Out)
4/2
(short)
89
4/3
(with short)
1137(In)
550(Out)
4/4
(short)
587
5/1
550
5/2
587
6/1
694
6/2
970
7/1
42
7/2
98
7/3
77
8/1
327
8/2
(with short)
96(In)
48(Out)
8/3
(short)
48
8/4
330
8/5
373
9/1
67
9/2
80
9/3
396
10/1
153
10/2
135
10/3
423
10/4
(short)
478
10/5
(with short)
564(In)
86(Out)
11/1
786
11/2
436
12/1
862
12/2
226
13/1
602
13/2
323
13/3
635
14/1
1952
15/1
786
15/2
436
16/1
1088
Lane
Lane
Nearside
Width Gradient
Lane
(m)
Allowed
Turns
Turning
Turning Sat Flow
Radius
Prop. (PCU/Hr)
(m)
Flared Sat
Flow
(PCU/Hr)
1/1
(Reading Rd (W))
4.00
0.00
Y
Arm 8 Ahead
20.00
100.0 %
1874
1874
1/2
(Reading Rd (W))
4.00
0.00
N
Arm 8 Ahead
23.00
100.0 %
2023
2023
1/3
(Reading Rd (W))
4.00
0.00
N
Arm 8 Ahead
26.00
100.0 %
2037
2037
2/1
3.70
0.00
Y
Arm 12 Left
44.00
100.0 %
1920
1920
2/2
3.70
0.00
N
Arm 9 Ahead
47.00
100.0 %
2059
2059
2/3
3.65
0.00
Y
Arm 6 Ahead
Inf
100.0 %
1980
1980
2/4
3.65
0.00
N
Arm 6 Ahead
Inf
100.0 %
2120
2120
3/1
(Reading Rd (E))
3.90
0.00
Y
Arm 10
Ahead
40.00
100.0 %
1933
1933
3/2
(Reading Rd (E))
3.90
0.00
N
Arm 10
Ahead
43.00
100.0 %
2073
2073
4/1
3.75
0.00
Y
Arm 11 Left
40.00
100.0 %
1918
1918
4/2
3.75
0.00
N
Arm 7 Ahead
40.00
100.0 %
2053
2053
4/3
3.75
0.00
Y
Arm 5 Ahead
Inf
100.0 %
1990
1990
4/4
3.75
0.00
N
Arm 5 Ahead
Inf
100.0 %
2130
2130
5/1
3.65
0.00
Y
Arm 13
Ahead
Inf
100.0 %
1980
1980
5/2
3.65
0.00
N
Arm 13
Ahead
Inf
100.0 %
2120
2120
6/1
3.65
0.00
Y
Arm 14
Ahead
Inf
100.0 %
1980
1980
6/2
3.65
0.00
N
Arm 14
Ahead
Inf
100.0 %
2120
2120
7/1
(Gyratory SW)
3.90
0.00
Y
Arm 8 Right
50.00
100.0 %
1947
1947
7/2
(Gyratory SW)
3.90
0.00
N
Arm 8 Right
47.00
100.0 %
2079
2079
7/3
(Gyratory SW)
3.90
0.00
Y
Arm 8 Right
44.00
100.0 %
1939
1939
8/1
(Gyratory NW)
3.30
0.00
Y
Arm 13 Left
Inf
100.0 %
1945
1945
8/2
(Gyratory NW)
3.30
0.00
N
Arm 13 Left
Inf
100.0 %
2085
2085
8/3
(Gyratory NW)
3.30
0.00
N
Arm 13 Left
Inf
100.0 %
2085
2085
8/4
(Gyratory NW)
4.00
0.00
Y
8/5
(Gyratory NW)
4.00
0.00
N
9/1
(Gyratory NE)
3.90
0.00
9/2
(Gyratory NE)
3.90
9/3
(Gyratory NE)
Arm 12 Right
48.00
100.0 %
1954
1954
Arm 9 Right
Inf
39.4 %
Arm 12 Right
45.00
60.6 %
2112
2112
Y
Arm 10 Right
50.00
100.0 %
1947
1947
0.00
N
Arm 10 Right
47.00
100.0 %
2079
2079
3.90
0.00
N
Arm 10 Right
44.00
100.0 %
2074
2074
10/1
(Gyratory SE)
3.90
0.00
Y
Arm 14 Left
57.00
100.0 %
1954
1954
10/2
(Gyratory SE)
3.90
0.00
Y
Arm 14 Left
Inf
100.0 %
2005
2005
10/3
(Gyratory SE)
3.90
0.00
Y
Arm 11 Right
50.00
100.0 %
1947
1947
10/4
(Gyratory SE)
3.90
0.00
N
Arm 7 Right
Inf
8.8 %
2145
2145
Arm 11 Right
Inf
91.2 %
10/5
(Gyratory SE)
3.90
0.00
N
Arm 7 Right
44.00
100.0 %
2074
2074
11/1
3.65
0.00
Y
Arm 15
Ahead
Inf
100.0 %
1980
1980
11/2
3.65
0.00
N
Arm 15
Ahead
Inf
100.0 %
2120
2120
12/1
3.65
0.00
Y
Arm 16
Ahead
65.00
100.0 %
1935
1935
12/2
3.65
0.00
N
Arm 16
Ahead
68.00
100.0 %
2074
2074
13/1
Lane 1)
Inf
Inf
13/2
Lane 2)
Inf
Inf
13/3
Lane 3)
Inf
Inf
14/1
1)
2500
2500
15/1
Inf
Inf
15/2
Inf
Inf
16/1
2500
2500
Scenario 4: '20' (FG6: 'PM Peak 2026 WBC Scenario C + 421dw Dev', Plan 1: 'AM + PM Peak')
Desired Flow :
Destination
Origin
A
B
C
D
Tot.
A
0
295
467
178
940
B
396
0
532
1753
2681
C
463
128
0
141
732
D
380
1185
89
0
1654
Tot.
1239
1608
1088
2072
6007
Traffic Lane Flows
Lane
Scenario 4:
20
1/1
(short)
293
1/2
(with short)
631(In)
338(Out)
1/3
309
2/1
532
2/2
(short)
396
2/3
(with short)
1128(In)
732(Out)
2/4
1021
3/1
(with short)
732(In)
211(Out)
3/2
(short)
521
4/1
(with short)
469(In)
380(Out)
4/2
(short)
89
4/3
(with short)
1185(In)
572(Out)
4/4
(short)
613
5/1
572
5/2
613
6/1
732
6/2
1021
7/1
24
7/2
110
7/3
83
8/1
317
8/2
(with short)
106(In)
53(Out)
8/3
(short)
53
8/4
342
8/5
392
9/1
83
9/2
95
9/3
396
10/1
174
10/2
145
10/3
416
10/4
(short)
467
10/5
(with short)
571(In)
104(Out)
11/1
796
11/2
443
12/1
874
12/2
214
13/1
603
13/2
339
13/3
666
14/1
2072
15/1
796
15/2
443
16/1
1088
Lane
Lane
Nearside
Width Gradient
Lane
(m)
Allowed
Turns
Turning
Turning Sat Flow
Radius
Prop. (PCU/Hr)
(m)
Flared Sat
Flow
(PCU/Hr)
1/1
(Reading Rd (W))
4.00
0.00
Y
Arm 8 Ahead
20.00
100.0 %
1874
1874
1/2
(Reading Rd (W))
4.00
0.00
N
Arm 8 Ahead
23.00
100.0 %
2023
2023
1/3
(Reading Rd (W))
4.00
0.00
N
Arm 8 Ahead
26.00
100.0 %
2037
2037
2/1
3.70
0.00
Y
Arm 12 Left
44.00
100.0 %
1920
1920
2/2
3.70
0.00
N
Arm 9 Ahead
47.00
100.0 %
2059
2059
2/3
3.65
0.00
Y
Arm 6 Ahead
Inf
100.0 %
1980
1980
2/4
3.65
0.00
N
Arm 6 Ahead
Inf
100.0 %
2120
2120
3/1
(Reading Rd (E))
3.90
0.00
Y
Arm 10
Ahead
40.00
100.0 %
1933
1933
3/2
(Reading Rd (E))
3.90
0.00
N
Arm 10
Ahead
43.00
100.0 %
2073
2073
4/1
3.75
0.00
Y
Arm 11 Left
40.00
100.0 %
1918
1918
4/2
3.75
0.00
N
Arm 7 Ahead
40.00
100.0 %
2053
2053
4/3
3.75
0.00
Y
Arm 5 Ahead
Inf
100.0 %
1990
1990
4/4
3.75
0.00
N
Arm 5 Ahead
Inf
100.0 %
2130
2130
5/1
3.65
0.00
Y
Arm 13
Ahead
Inf
100.0 %
1980
1980
5/2
3.65
0.00
N
Arm 13
Ahead
Inf
100.0 %
2120
2120
6/1
3.65
0.00
Y
Arm 14
Ahead
Inf
100.0 %
1980
1980
6/2
3.65
0.00
N
Arm 14
Ahead
Inf
100.0 %
2120
2120
7/1
(Gyratory SW)
3.90
0.00
Y
Arm 8 Right
50.00
100.0 %
1947
1947
7/2
(Gyratory SW)
3.90
0.00
N
Arm 8 Right
47.00
100.0 %
2079
2079
7/3
(Gyratory SW)
3.90
0.00
Y
Arm 8 Right
44.00
100.0 %
1939
1939
8/1
(Gyratory NW)
3.30
0.00
Y
Arm 13 Left
Inf
100.0 %
1945
1945
8/2
(Gyratory NW)
3.30
0.00
N
Arm 13 Left
Inf
100.0 %
2085
2085
8/3
(Gyratory NW)
3.30
0.00
N
Arm 13 Left
Inf
100.0 %
2085
2085
8/4
(Gyratory NW)
4.00
0.00
Y
8/5
(Gyratory NW)
4.00
0.00
N
9/1
(Gyratory NE)
3.90
0.00
9/2
(Gyratory NE)
3.90
9/3
(Gyratory NE)
Arm 12 Right
48.00
100.0 %
1954
1954
Arm 9 Right
Inf
45.4 %
Arm 12 Right
45.00
54.6 %
2116
2116
Y
Arm 10 Right
50.00
100.0 %
1947
1947
0.00
N
Arm 10 Right
47.00
100.0 %
2079
2079
3.90
0.00
N
Arm 10 Right
44.00
100.0 %
2074
2074
10/1
(Gyratory SE)
3.90
0.00
Y
Arm 14 Left
57.00
100.0 %
1954
1954
10/2
(Gyratory SE)
3.90
0.00
Y
Arm 14 Left
Inf
100.0 %
2005
2005
10/3
(Gyratory SE)
3.90
0.00
Y
Arm 11 Right
50.00
100.0 %
1947
1947
10/4
(Gyratory SE)
3.90
0.00
N
Arm 7 Right
Inf
5.1 %
2145
2145
Arm 11 Right
Inf
94.9 %
10/5
(Gyratory SE)
3.90
0.00
N
Arm 7 Right
44.00
100.0 %
2074
2074
11/1
3.65
0.00
Y
Arm 15
Ahead
Inf
100.0 %
1980
1980
11/2
3.65
0.00
N
Arm 15
Ahead
Inf
100.0 %
2120
2120
12/1
3.65
0.00
Y
Arm 16
Ahead
65.00
100.0 %
1935
1935
12/2
3.65
0.00
N
Arm 16
Ahead
68.00
100.0 %
2074
2074
13/1
Lane 1)
Inf
Inf
13/2
Lane 2)
Inf
Inf
13/3
Lane 3)
Inf
Inf
14/1
1)
2500
2500
15/1
Inf
Inf
15/2
Inf
Inf
16/1
2500
2500
Scenario 1: '2' (FG1: 'AM Peak 2026 WBC Scenario C', Plan 1: 'AM + PM Peak')
C1
Stage Stream: 1
1
Min: 7 2
Min: 5
A
B
10
39s
6
5s
Stage Stream: 2
1
Min: 7 2
C
Min: 7
D
F
E
10
21s
10
19s
Stage Stream: 3
1
Min: 7 2
Min: 7
G
J
I
8
17s
9
H K
Stage Timings
Stage Stream: 1
Stage
1
2
Duration
39
5
Change Point
43
32
Stage Stream: 2
Stage
1
2
Duration
21
19
Change Point
3
34
Stage Stream: 3
Stage
1
2
Duration
17
26
Change Point
37
2
26s
0
10
20
30
40
32
2 6:5
10 : 39
50
60
43
1
A
B
A
B
3
1
Phases
C
E
10 : 21
10 : 19
D
D
F
F
2
2
H
34
2
37
1
9 : 26
G
I
I
K
K
0
10
20
30
40
Time in cycle (sec)
C2
Stage Stream: 1
1
Min: 7 2
Min: 7
I
B
10
A
27s
J
10
13s
Stage Stream: 2
1
Min: 7 2
Min: 7
E F
N
Q
P
C
D
M
K
L
9
17s
9
G
25s
E
8 : 17
G
J
C
50
60
H
J
Stage Stream: 3
1
Min: 7 2
Min: 5
O
10
39s
H
6
5s
Stage Timings
Stage Stream: 1
Stage
1
2
Duration
27
13
Change Point
3
40
Stage Stream: 2
Stage
1
2
Duration
17
25
Change Point
37
3
Stage Stream: 3
Stage
1
2
Duration
39
5
Change Point
45
34
0
10
3
1
20
30
40
50
40
2
10 : 27
60
10 : 13
A
B
I
J
A
B
I
J
Phases
3
2
37
1
9 : 25
9 : 17
C
D
E
F
G
K
L
M
N
P
Q
C
D
E
F
G
K
L
M
N
P
Q
34
2 6:5
10 : 39
45
1
H
O
H
O
0
10
20
30
40
Time in cycle (sec)
50
60
4000
4000
Lane 8/1 Flows
2400
B
2400
Lane 2/4 Flows
2400 4000
4000
2400
0
Lane 1/3 Flows
Lane 8/5 Flows
2400 2400
0
0
Ar
m
2
1
15
0
93.1%
92.5%
-R
0
-R
3
71 02
0
2400
0
0
0
Lane 7/2 Flows
2400
0
4000
4000 4000
4000
0
0
0
0
Lane 5/1 Flows
2400
0
2400
0
5000
5000
0
0
259
52
33.
2%
774
2 .9
832
125
.3 %
1
Arm
194
42
.0
Low
3
er E
arle
Arm
4
yW
14
ay
- Lo
(S)
we r
1
Ear
l ey
10.
Wa
9 4
y (S
4 .8
) Ex
%
it
1 12
0
0
2400 2400
Lane 9/3 Flows
2400 2400
0
0
D
2400
0
2400
0
0
Lane 6/2 Flows
2400
0
Lane 12/1 Flows
2400
0
2400
0
0
Lane 10/3 Flows
2400
Lane 14/1 Flows
4000
2400
4000
0
0
0
0
2400
0
Ar
m
0
7
33 96
12
-R
60
2. .2%
3%
ea
di
ng
Rd
2
0. .8
(E
0
)E
1
xi
tP
2
ed
s
Lane 16/1 Flows
2800
Ar
m
1
2
3
Lane 8/4 Flows
0
Lane 2/1 Flows
2400
Lane 11/1 Flows
4. 2
4. 6
%
3 1. 4
0.5
%
31.9
%
2 5. 7
E
ry N
rato
- Gy
PRC: -39.3 %
Controller: 1&2
Pe
ds
30
358
129
(W
)E
xit
0
2400
9
Arm
Rd
3.1%
34.4%
13.3%
ea
di
ng
2
52 0.8%
.5
%
Lane 11/1 Flows
1
2
3
4
5
25 5
2 76
22 2
11
0
1. .0
3
2400
89.3%
36.6%
4.1
2.9
0
2.4
70.5%
2.8
71.5%
W
tory N
- Gyra
Arm 8
Arm 7 - Gyratory SW
2
0
0
608
188
190
505
564
1
2
3
0.1
5.7
2.0
Ar
m
1
2400
2400
3
2
1
ea
0.
din
g
0. 0
Rd
0
0.
0
(W
0. %
)E
0%
30
xit
71 2
0
0
14.3
13.6
Arm 1 Reading
Rd (W)
Lane 10/1 Flows
2400 2400
69.3
69.6 %
%
2.6
wer
2.8
1
Ear
l
e
yW
Arm
2
ay (
6-L
S
owe
) In
tern
r Ea
2
al
rley
0.7
Wa y
1
(N)
0. 6
Inte
22.5
r
nal
21. 1 %
231
%
202
479
525
534
0
Lane 9/1 Flows
- Lo
0
2400 2400
Arm
5
2400
A
0
9 17
497
0. 0
%
8 54
0. 0
Arm
0.0
%
13
0. 0
0.0
- Lo
%
1
ww
0
.
2
er E
0
Arm
arle
3
2yW
Low
4
ay
er E
(N)
2.4
3
arle
Exi
y
t
Wa
2.5
2
23.
y (N
3
1
)
36. %
5
2
%
3.3
31
202
33.
7%
222
291
0
617
664
0
E
ry S
rato
- Gy
0
1
36
3
Arm
%
431
8 2 .4
.4
3
451
5
%
316
73.1
4
%
8
.
3 .8
9
371
4
3
%
4.9
60.0
2
5.1
2
1
Arm
3
82
16
0
9
-R
33
ea
d
- Rea
ding
13.8
2800
0
.2%
i ng
Rd
(
Rd (E
87.6%
0.2
1
E)
Ex
it
)
C
683
469
1
Lane 7/2 Flows
5000
5000 2400
5000
2400 5000
0
0
0
0
0
0
Lane 10/1 Flows
2400
0
2400
0
4000
4000
0
0
4000
4000
0
0
Network Results
Item
Lane
Description
Lane
Type
Controller
Stream
Position In
Filtered Route
Full Phase
Arrow
Phase
Num
Greens
Total Green
(s)
Arrow
Green (s)
Demand
Flow (pcu)
Sat Flow
(pcu/Hr)
Capacity
(pcu)
Deg Sat
(%)
Network: Loddon
Bridge Gyratory
(Reading Rd /
Lower Earley Way
N)
-
-
N/A
-
-
-
-
-
-
-
-
125.3%
Loddon Bridge
Gyratory
-
-
N/A
-
-
-
-
-
-
-
-
125.3%
1/2+1/1
Reading Rd (W)
Ahead
U
2:1
N/A
C2:B
1
13
-
1004
2023:1874
1078
93.1%
1/3
Reading Rd (W)
Ahead
U
2:1
N/A
C2:B
1
13
-
534
2037
577
92.5%
2/1
Lower Earley
Way (N) Left
U
2:2
N/A
C2:F
1
25
-
291
1920
864
33.7%
2/3+2/2
Lower Earley
Way (N) Ahead
Ahead2
U
2:2
N/A
C2:E C2:F
1
26:25
-
424
1980:2059
1160
36.5%
2/4
Lower Earley
Way (N) Ahead
U
2:2
N/A
C2:E
1
26
-
231
2120
989
23.3%
3/1+3/2
Reading Rd (E)
Ahead
U
1:2
N/A
C1:F
1
19
-
1152
1933:2073
1316
87.6%
4/1+4/2
Lower Earley
Way (S) Ahead
Left
U
1:3
N/A
C1:H
1
26
-
311
1918:2053
937
33.2%
4/3+4/4
Lower Earley
Way (S) Ahead
U
1:3
N/A
C1:K
1
27
-
1606
1990:2130
1281
125.3%
5/1
Lower Earley
Way (S) Internal
Ahead
U
2:2
N/A
C2:G
1
25
-
774
1980
891
69.3%
5/2
Lower Earley
Way (S) Internal
Ahead
U
2:2
N/A
C2:G
1
25
-
832
2120
954
69.6%
6/1
Lower Earley
Way (N) Internal
Ahead
U
1:3
N/A
C1:G
1
27
-
202
1980
957
21.1%
6/2
Lower Earley
Way (N) Internal
Ahead
U
1:3
N/A
C1:G
1
27
-
231
2120
1025
22.5%
7/1
Gyratory SW
Right
U
2:1
N/A
C2:A
1
27
-
129
1947
973
13.3%
7/2
Gyratory SW
Right
U
2:1
N/A
C2:A
1
27
-
358
2079
1040
34.4%
7/3
Gyratory SW
Right
U
2:1
N/A
C2:A
1
27
-
30
1939
969
3.1%
8/1
Gyratory NW
Left
U
2:2
N/A
C2:C
1
17
-
608
1945
681
89.3%
8/2+8/3
Gyratory NW
Left
U
2:2
N/A
C2:C
1
17
-
378
2085:2085
1033
36.6%
8/4
Gyratory NW
Right
U
2:2
N/A
C2:D
1
20
-
505
1954
716
70.5%
8/5
Gyratory NW
Right Right2
U
2:2
N/A
C2:D
1
20
-
564
2151
789
71.5%
9/1
Gyratory NE
Right
U
1:2
N/A
C1:C
1
21
-
255
1947
811
31.4%
9/2
Gyratory NE
Right
U
1:2
N/A
C1:C
1
21
-
276
2079
866
31.9%
9/3
Gyratory NE
Right
U
1:2
N/A
C1:C
1
21
-
222
2074
864
25.7%
10/1
Gyratory SE
Left
U
1:3
N/A
C1:I
1
17
-
371
1954
619
60.0%
10/2
Gyratory SE
Left
U
1:3
N/A
C1:I
1
17
-
316
2005
635
49.8%
10/3
Gyratory SE
Right
U
1:3
N/A
C1:J
1
17
-
451
1947
617
73.1%
10/5+10/4
Gyratory SE
Right Right2
U
1:3
N/A
C1:J
1
17
-
767
2074:2145
931
82.4%
11/1
Reading Rd (W)
Exit Peds
Ahead
U
2:3
N/A
C2:H
1
39
-
710
1980
1353
52.5%
11/2
Reading Rd (W)
Exit Peds
Ahead
U
2:3
N/A
C2:H
1
39
-
302
2120
1449
20.8%
12/1
Reading Rd (E)
Exit Peds
Ahead
U
1:1
N/A
C1:A
1
39
-
796
1935
1322
60.2%
12/2
Reading Rd (E)
Exit Peds
Ahead
U
1:1
N/A
C1:A
1
39
-
33
2074
1417
2.3%
13/1
Lowwer Earley
Way (N) Exit
U
N/A
N/A
-
-
-
-
995
Inf
Inf
0.0%
13/2
Lowwer Earley
Way (N) Exit
U
N/A
N/A
-
-
-
-
575
Inf
Inf
0.0%
13/3
Lowwer Earley
Way (N) Exit
U
N/A
N/A
-
-
-
-
1022
Inf
Inf
0.0%
14/1
Lower Earley
Way (S) Exit
U
N/A
N/A
-
-
-
-
1120
2500
2500
44.8%
15/1
Reading Rd (W)
Exit
U
N/A
N/A
-
-
-
-
710
Inf
Inf
0.0%
15/2
Reading Rd (W)
Exit
U
N/A
N/A
-
-
-
-
302
Inf
Inf
0.0%
16/1
Reading Rd (E)
Exit
U
N/A
N/A
-
-
-
-
829
2500
2500
33.2%
Item
Arriving (pcu)
Leaving
(pcu)
Turners In
Gaps (pcu)
Turners When
Unopposed
(pcu)
Turners In
Intergreen
(pcu)
Uniform
Delay
(pcuHr)
Rand +
Oversat
Delay
(pcuHr)
Storage
Area
Uniform
Delay
(pcuHr)
Total
Delay
(pcuHr)
Av. Delay
Per PCU
(s/pcu)
Max. Back of
Uniform
Queue (pcu)
Rand +
Oversat
Queue
(pcu)
Mean
Max
Queue
(pcu)
Network: Loddon
Bridge Gyratory
(Reading Rd /
Lower Earley Way
N)
-
-
0
0
0
55.3
180.7
0.0
236.0
-
-
-
-
Loddon Bridge
Gyratory
-
-
0
0
0
55.3
180.7
0.0
236.0
-
-
-
-
1/2+1/1
1004
1004
-
-
-
5.8
5.8
-
11.6
41.7
8.5
5.8
14.3
1/3
534
534
-
-
-
3.1
5.0
-
8.1
54.7
8.6
5.0
13.6
2/1
291
291
-
-
-
0.9
0.3
-
1.1
13.8
3.1
0.3
3.3
2/3+2/2
424
424
-
-
-
1.2
0.3
-
1.4
12.3
2.2
0.3
2.5
2/4
231
231
-
-
-
0.6
0.2
-
0.8
12.0
2.2
0.2
2.4
3/1+3/2
1152
1152
-
-
-
5.2
3.4
-
8.6
26.8
10.4
3.4
13.8
4/1+4/2
311
311
-
-
-
0.8
0.2
-
1.1
12.6
2.6
0.2
2.9
4/3+4/4
1606
1281
-
-
-
14.7
164.8
-
179.5
402.3
29.1
164.8
194.0
5/1
617
617
-
-
-
1.3
0.0
-
1.3
7.7
2.6
0.0
2.6
5/2
664
664
-
-
-
1.4
0.0
-
1.4
7.7
2.8
0.0
2.8
6/1
202
202
-
-
-
0.3
0.0
-
0.3
4.7
0.6
0.0
0.6
6/2
231
231
-
-
-
0.3
0.0
-
0.3
4.7
0.7
0.0
0.7
7/1
129
129
-
-
-
0.3
0.0
-
0.3
8.9
2.0
0.0
2.0
7/2
358
358
-
-
-
1.2
0.0
-
1.2
11.6
5.7
0.0
5.7
7/3
30
30
-
-
-
0.0
0.0
-
0.0
2.9
0.1
0.0
0.1
8/1
608
608
-
-
-
2.3
0.0
-
2.3
13.7
4.1
0.0
4.1
8/2+8/3
378
378
-
-
-
2.4
0.0
-
2.4
22.6
2.9
0.0
2.9
8/4
505
505
-
-
-
1.4
0.0
-
1.4
9.9
2.4
0.0
2.4
8/5
564
564
-
-
-
1.6
0.0
-
1.6
10.3
2.8
0.0
2.8
9/1
255
255
-
-
-
0.8
0.0
-
0.8
11.5
4.2
0.0
4.2
9/2
276
276
-
-
-
0.9
0.0
-
0.9
11.5
4.6
0.0
4.6
9/3
222
222
-
-
-
0.3
0.0
-
0.3
4.4
0.5
0.0
0.5
10/1
371
371
-
-
-
2.1
0.0
-
2.1
20.4
5.1
0.0
5.1
10/2
316
316
-
-
-
2.1
0.0
-
2.1
23.8
4.9
0.0
4.9
10/3
451
451
-
-
-
1.4
0.0
-
1.4
10.8
3.8
0.0
3.8
10/5+10/4
767
767
-
-
-
2.2
0.0
-
2.2
10.5
3.4
0.0
3.4
11/1
710
710
-
-
-
0.2
0.0
-
0.2
1.1
1.3
0.0
1.3
11/2
302
302
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
12/1
796
796
-
-
-
0.3
0.0
-
0.3
1.4
2.8
0.0
2.8
12/2
33
33
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
13/1
917
917
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
13/2
497
497
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
13/3
854
854
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
14/1
1120
1120
-
-
-
0.3
0.4
-
0.7
2.3
10.5
0.4
10.9
15/1
710
710
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
15/2
302
302
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
16/1
829
829
-
-
-
0.0
0.2
-
0.2
1.1
0.0
0.2
0.2
C1
C1
C1
C2
C2
C2
49.5
2.8
-39.3
-3.5
0.8
71.5
-39.3
0.31
10.54
188.93
21.25
13.75
0.22
235.97
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
60
60
60
60
60
60
Scenario 2: '8' (FG3: 'AM Peak 2026 WBC Scenario C + 421dw Dev', Plan 1: 'AM + PM Peak')
C1
Stage Stream: 1
1
Min: 7 2
Min: 5
A
B
10
39s
6
5s
Stage Stream: 2
1
Min: 7 2
C
Min: 7
D
F
E
10
23s
10
17s
Stage Stream: 3
1
Min: 7 2
Min: 7
G
J
I
8
15s
9
H K
Stage Timings
Stage Stream: 1
Stage
1
2
Duration
39
5
Change Point
43
32
Stage Stream: 2
Stage
1
2
Duration
23
17
Change Point
2
35
Stage Stream: 3
Stage
1
2
Duration
15
28
Change Point
37
0
28s
0
10
20
30
40
32
2 6:5
10 : 39
50
60
43
1
A
B
A
B
2
1
Phases
C
E
10 : 23
10 : 17
D
D
F
F
0
2
H
35
2
37
1
9 : 28
G
I
I
K
K
0
10
20
30
40
Time in cycle (sec)
C2
Stage Stream: 1
1
Min: 7 2
Min: 7
I
B
10
A
26s
J
10
14s
Stage Stream: 2
1
Min: 7 2
Min: 7
E F
N
Q
P
C
D
M
K
L
9
16s
9
G
26s
E
8 : 15
G
J
C
50
60
H
J
Stage Stream: 3
1
Min: 7 2
Min: 5
O
10
39s
H
6
5s
Stage Timings
Stage Stream: 1
Stage
1
2
Duration
26
14
Change Point
4
40
Stage Stream: 2
Stage
1
2
Duration
16
26
Change Point
38
3
Stage Stream: 3
Stage
1
2
Duration
39
5
Change Point
45
34
0
10
4
1
20
30
10 : 26
40
50
40
2
10 : 14
60
A
B
I
J
A
B
I
J
Phases
3
2
38
1
9 : 26
9 : 16
C
D
E
F
G
K
L
M
N
P
Q
C
D
E
F
G
K
L
M
N
P
Q
34
2 6:5
10 : 39
45
1
H
O
H
O
0
10
20
30
40
Time in cycle (sec)
50
60
4000
4000
Lane 8/1 Flows
2400
B
2400
Lane 2/4 Flows
2400
0
Lane 1/3 Flows
Lane 8/5 Flows
2400 2400
0
0
452
553
545
Ar
m
2
1
15
0.
0. 0
0
-R
0
Arm 1 R
ea
d
0
495
246
245
536
545
-R
(W
)E
xit
Pe
ds
24
79 7
8
2400
0
0
0
4000
4000 4000
4000
0
0
0
0
Lane 5/1 Flows
2400
0
2400
0
5000
5000
0
0
292
52
34.
5%
820
3.2
879
125
. 8%
1
Arm
207
42
.
8
Low
3
er E
arle
Arm
4
yW
14
ay
- Lo
(S)
wer
1
Ear
ley
11.
Wa
2 4
y (S
6.6%
) Ex
it
1 16
5
0
0
2400
0
D
0
Lane 6/2 Flows
Lane 2/1 Flows
2400
2400 2400
0
0
2400
0
2400
0
0
Lane 9/3 Flows
2400
0
Lane 12/1 Flows
2400
0
2400
0
0
Lane 10/3 Flows
2400
Lane 14/1 Flows
4000
2400
4000
0
0
0
0
Lane 11/1 Flows
2400
0
Ar
m
0
8
2 27
12
-R
ea
d
in
g
62
0. .5%
1%
R
d
(E
)E
2
0. .3
0
xit
P
Lane 16/1 Flows
1
ed
s
2800
2
Ar
m
1
2
3
Lane 8/4 Flows
Lane 7/2 Flows
0
2400
4 .2
4 .7
%
2 9 .3
0. 5
%
3 0 .6
%
2 3 .8
E
ry N
rato
- Gy
Rd
0
474
43
PRC: -39.8 %
Controller: 1&2
2400 2400
1
2
3
4
5
9
Arm
in
g
0.0%
47.2%
4.6%
ea
d
1
59 7.1%
.0
%
2400
2.2
3.7
2 57
2 86
2 22
11
Arm 7 - Gyratory SW
m
0
1 . .0
5
0
76.3%
49.1%
4000
4000
2400
3.2
78.4%
2.5
%
.3
2
7
NW
ry
to
- Gyra
Arm 8
0.0
7.6
0.7
2
Lane 11/1 Flows
0
3
2
1
Ar
1
2400
2400
0
1
2
3
15.9
12.3
eading
Rd (W)
in g
Rd
0.
0
(W
0. %
)E
0%
24
xit
79 7
8
2400 2400
0
94.7%
89.2%
Lane 10/1 Flows
70.5
70.6 %
- Lo
%
2.5
wer
2.7
1
Ear
le
yW
Arm
2
ay (
6-L
S
) In
owe
t e rn
r Ea
2
al
rley
0 .8
Way
1
(N)
0 .7
In te
2 2 .2
rnal
2 1 .8 %
243
%
223
0
2400 2400
Lane 9/1 Flows
652
699
2400
A
0
82 1
572
0 .0
%
944
0 .0
Arm
0 .0
%
13
0 .0
0 .0
- Lo
%
1
ww
0 .0
2
er E
Arm
arle
3
2y
Low
Wa
4
y (N
er E
2.5
3
arle
)E
xit
y
Wa
2.4
2
23.
y
7%
(N)
1
36.
5%
243
3.2
223
32.
5%
222
291
0
Arm
5
0
SE
tory
Gyra
10 422
m
r
A
%
290
82.7
2.5
506
5
%
326
91.7
4
%
6
.
5
373
57.4
3
%
.1
4
.
5
67
2
5.3
2
1
82
9
2800
0
0
33
.2%
-R
ea
din
0.2
gR
d(
1
E)
Ex
Arm
3-R
it
eadin
g Rd
(E)
14.2
89.6%
650
502
16
C
1
Lane 7/2 Flows
5000
5000 2400
5000
2400 5000
0
0
0
0
0
0
Lane 10/1 Flows
2400
0
2400
0
4000
4000
0
0
4000
4000
0
0
Network Results
Item
Lane
Description
Lane
Type
Controller
Stream
Position In
Filtered Route
Full Phase
Arrow
Phase
Num
Greens
Total Green
(s)
Arrow
Green (s)
Demand
Flow (pcu)
Sat Flow
(pcu/Hr)
Capacity
(pcu)
Deg Sat
(%)
Network: Loddon
Bridge Gyratory
(Reading Rd /
Lower Earley Way
N)
-
-
N/A
-
-
-
-
-
-
-
-
125.8%
Loddon Bridge
Gyratory
-
-
N/A
-
-
-
-
-
-
-
-
125.8%
1/2+1/1
Reading Rd (W)
Ahead
U
2:1
N/A
C2:B
1
14
-
1005
2023:1874
1061
94.7%
1/3
Reading Rd (W)
Ahead
U
2:1
N/A
C2:B
1
14
-
545
2037
611
89.2%
2/1
Lower Earley
Way (N) Left
U
2:2
N/A
C2:F
1
26
-
291
1920
896
32.5%
2/3+2/2
Lower Earley
Way (N) Ahead
Ahead2
U
2:2
N/A
C2:E C2:F
1
27:26
-
445
1980:2059
1218
36.5%
2/4
Lower Earley
Way (N) Ahead
U
2:2
N/A
C2:E
1
27
-
243
2120
1025
23.7%
3/1+3/2
Reading Rd (E)
Ahead
U
1:2
N/A
C1:F
1
17
-
1152
1933:2073
1286
89.6%
4/1+4/2
Lower Earley
Way (S) Ahead
Left
U
1:3
N/A
C1:H
1
28
-
344
1918:2053
997
34.5%
4/3+4/4
Lower Earley
Way (S) Ahead
U
1:3
N/A
C1:K
1
29
-
1699
1990:2130
1351
125.8%
5/1
Lower Earley
Way (S) Internal
Ahead
U
2:2
N/A
C2:G
1
26
-
820
1980
924
70.5%
5/2
Lower Earley
Way (S) Internal
Ahead
U
2:2
N/A
C2:G
1
26
-
879
2120
989
70.6%
6/1
Lower Earley
Way (N) Internal
Ahead
U
1:3
N/A
C1:G
1
29
-
223
1980
1023
21.8%
6/2
Lower Earley
Way (N) Internal
Ahead
U
1:3
N/A
C1:G
1
29
-
243
2120
1095
22.2%
7/1
Gyratory SW
Right
U
2:1
N/A
C2:A
1
26
-
43
1947
941
4.6%
7/2
Gyratory SW
Right
U
2:1
N/A
C2:A
1
26
-
474
2079
1005
47.2%
7/3
Gyratory SW
Right
U
2:1
N/A
C2:A
1
26
-
0
2005
969
0.0%
8/1
Gyratory NW
Left
U
2:2
N/A
C2:C
1
16
-
495
1945
648
76.3%
8/2+8/3
Gyratory NW
Left
U
2:2
N/A
C2:C
1
16
-
491
2085:2085
999
49.1%
8/4
Gyratory NW
Right
U
2:2
N/A
C2:D
1
19
-
536
1954
684
78.4%
8/5
Gyratory NW
Right Right2
U
2:2
N/A
C2:D
1
19
-
545
2155
754
72.3%
9/1
Gyratory NE
Right
U
1:2
N/A
C1:C
1
23
-
257
1947
876
29.3%
9/2
Gyratory NE
Right
U
1:2
N/A
C1:C
1
23
-
286
2079
936
30.6%
9/3
Gyratory NE
Right
U
1:2
N/A
C1:C
1
23
-
222
2074
933
23.8%
10/1
Gyratory SE
Left
U
1:3
N/A
C1:I
1
15
-
373
1954
554
67.4%
10/2
Gyratory SE
Left
U
1:3
N/A
C1:I
1
15
-
326
2005
568
57.4%
10/3
Gyratory SE
Right
U
1:3
N/A
C1:J
1
15
-
506
1947
552
91.7%
10/5+10/4
Gyratory SE
Right Right2
U
1:3
N/A
C1:J
1
15
-
712
2074:2145
861
82.7%
11/1
Reading Rd (W)
Exit Peds
Ahead
U
2:3
N/A
C2:H
1
39
-
798
1980
1353
59.0%
11/2
Reading Rd (W)
Exit Peds
Ahead
U
2:3
N/A
C2:H
1
39
-
247
2120
1449
17.1%
12/1
Reading Rd (E)
Exit Peds
Ahead
U
1:1
N/A
C1:A
1
39
-
827
1935
1322
62.5%
12/2
Reading Rd (E)
Exit Peds
Ahead
U
1:1
N/A
C1:A
1
39
-
2
2074
1417
0.1%
13/1
Lowwer Earley
Way (N) Exit
U
N/A
N/A
-
-
-
-
905
Inf
Inf
0.0%
13/2
Lowwer Earley
Way (N) Exit
U
N/A
N/A
-
-
-
-
656
Inf
Inf
0.0%
13/3
Lowwer Earley
Way (N) Exit
U
N/A
N/A
-
-
-
-
1124
Inf
Inf
0.0%
14/1
Lower Earley
Way (S) Exit
U
N/A
N/A
-
-
-
-
1165
2500
2500
46.6%
15/1
Reading Rd (W)
Exit
U
N/A
N/A
-
-
-
-
798
Inf
Inf
0.0%
15/2
Reading Rd (W)
Exit
U
N/A
N/A
-
-
-
-
247
Inf
Inf
0.0%
16/1
Reading Rd (E)
Exit
U
N/A
N/A
-
-
-
-
829
2500
2500
33.2%
Item
Arriving (pcu)
Leaving
(pcu)
Turners In
Gaps (pcu)
Turners When
Unopposed
(pcu)
Turners In
Intergreen
(pcu)
Uniform
Delay
(pcuHr)
Rand +
Oversat
Delay
(pcuHr)
Storage
Area
Uniform
Delay
(pcuHr)
Total
Delay
(pcuHr)
Av. Delay
Per PCU
(s/pcu)
Max. Back of
Uniform
Queue (pcu)
Rand +
Oversat
Queue
(pcu)
Mean
Max
Queue
(pcu)
Network: Loddon
Bridge Gyratory
(Reading Rd /
Lower Earley Way
N)
-
-
0
0
0
58.2
193.2
0.0
251.4
-
-
-
-
Loddon Bridge
Gyratory
-
-
0
0
0
58.2
193.2
0.0
251.4
-
-
-
-
1/2+1/1
1005
1005
-
-
-
5.5
7.2
-
12.7
45.5
8.8
7.2
15.9
1/3
545
545
-
-
-
3.0
3.7
-
6.7
44.6
8.6
3.7
12.3
2/1
291
291
-
-
-
0.8
0.2
-
1.1
13.0
3.0
0.2
3.2
2/3+2/2
445
445
-
-
-
1.1
0.3
-
1.4
11.6
2.2
0.3
2.4
2/4
243
243
-
-
-
0.6
0.2
-
0.8
11.3
2.4
0.2
2.5
3/1+3/2
1152
1152
-
-
-
5.7
4.1
-
9.8
30.6
10.1
4.1
14.2
4/1+4/2
344
344
-
-
-
0.8
0.3
-
1.1
11.5
2.9
0.3
3.2
4/3+4/4
1699
1351
-
-
-
15.2
176.6
-
191.8
406.5
31.2
176.6
207.8
5/1
652
652
-
-
-
1.1
0.0
-
1.1
6.3
2.5
0.0
2.5
5/2
699
699
-
-
-
1.2
0.0
-
1.2
6.3
2.7
0.0
2.7
6/1
223
223
-
-
-
0.3
0.0
-
0.3
4.7
0.7
0.0
0.7
6/2
243
243
-
-
-
0.3
0.0
-
0.3
4.7
0.8
0.0
0.8
7/1
43
43
-
-
-
0.1
0.0
-
0.1
10.2
0.7
0.0
0.7
7/2
474
474
-
-
-
1.9
0.0
-
1.9
14.7
7.6
0.0
7.6
7/3
0
0
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
8/1
495
495
-
-
-
1.3
0.0
-
1.3
9.5
2.2
0.0
2.2
8/2+8/3
491
491
-
-
-
3.0
0.0
-
3.0
21.9
3.7
0.0
3.7
8/4
536
536
-
-
-
1.8
0.0
-
1.8
11.8
3.2
0.0
3.2
8/5
545
545
-
-
-
1.6
0.0
-
1.6
10.6
2.5
0.0
2.5
9/1
257
257
-
-
-
0.7
0.0
-
0.7
10.4
4.2
0.0
4.2
9/2
286
286
-
-
-
0.8
0.0
-
0.8
10.6
4.7
0.0
4.7
9/3
222
222
-
-
-
0.3
0.0
-
0.3
4.1
0.5
0.0
0.5
10/1
373
373
-
-
-
2.4
0.0
-
2.4
23.1
5.3
0.0
5.3
10/2
326
326
-
-
-
2.3
0.0
-
2.3
25.5
5.1
0.0
5.1
10/3
506
506
-
-
-
2.2
0.0
-
2.2
15.6
5.6
0.0
5.6
10/5+10/4
712
712
-
-
-
3.0
0.0
-
3.0
15.0
2.5
0.0
2.5
11/1
798
798
-
-
-
0.3
0.0
-
0.3
1.1
1.5
0.0
1.5
11/2
247
247
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
12/1
827
827
-
-
-
0.3
0.0
-
0.3
1.3
2.3
0.0
2.3
12/2
2
2
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
13/1
821
821
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
13/2
572
572
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
13/3
944
944
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
14/1
1165
1165
-
-
-
0.3
0.4
-
0.8
2.4
10.8
0.4
11.2
15/1
798
798
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
15/2
247
247
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
16/1
829
829
-
-
-
0.0
0.2
-
0.2
1.1
0.0
0.2
0.2
C1
C1
C1
C2
C2
C2
43.9
0.5
-39.8
-5.3
14.8
52.6
-39.8
0.30
11.61
203.41
21.50
13.30
0.25
251.41
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
60
60
60
60
60
60
Scenario 3: '14' (FG4: 'PM Peak 2026 WBC Scenario C', Plan 1: 'AM + PM Peak')
C1
Stage Stream: 1
1
Min: 7 2
Min: 5
A
B
10
39s
6
5s
Stage Stream: 2
1
Min: 7 2
C
Min: 7
D
F
E
10
27s
10
13s
Stage Stream: 3
1
Min: 7 2
Min: 7
G
J
I
8
15s
9
H K
Stage Timings
Stage Stream: 1
Stage
1
2
Duration
39
5
Change Point
31
20
Stage Stream: 2
Stage
1
2
Duration
27
13
Change Point
49
26
Stage Stream: 3
Stage
1
2
Duration
15
28
Change Point
29
52
28s
0
10
20
30
20
2 6:5
40
50
31
1
60
10 : 39
A
B
A
B
26
2
10 : 27
Phases
C
E
D
D
F
F
29
1
9 : 28
H
10 : 13
8 : 15
G
I
I
K
K
0
10
20
30
40
Time in cycle (sec)
C2
Stage Stream: 1
Min: 7 2
Min: 7
I
B
10
A
31s
J
10
9s
Stage Stream: 2
1
Min: 7 2
Min: 7
E F
N
Q
P
C
D
M
K
L
9
15s
9
G
27s
C
E
52
2
G
J
1
49
1
50
60
H
J
Stage Stream: 3
1
Min: 7 2
Min: 5
O
10
39s
H
6
5s
Stage Timings
Stage Stream: 1
Stage
1
2
Duration
31
9
Change Point
47
28
Stage Stream: 2
Stage
1
2
Duration
15
27
Change Point
23
47
Stage Stream: 3
Stage
1
2
Duration
39
5
Change Point
39
28
0
10
20
30
28
2
10 : 31
40
10 : 9
50
60
47
1
A
B
I
J
A
B
I
J
23
1
Phases
9 : 27
47
2
9 : 15
C
D
E
F
G
K
L
M
N
P
Q
C
D
E
F
G
K
L
M
N
P
Q
28
2 6:5
10 : 39
39
1
H
O
H
O
0
10
20
30
40
Time in cycle (sec)
50
60
4000
4000
Lane 8/1 Flows
2400
B
2400
Lane 2/4 Flows
2400 4000
4000
2400
0
Lane 1/3 Flows
Lane 8/5 Flows
2400 2400
0
0
Ar
m
2
1
15
0
72.8%
67.1%
-R
0
-R
4
78 36
6
77
98
42
PRC: -3.7 %
Controller: 1&2
Pe
ds
2400
0
0
0
Lane 7/2 Flows
2400
0
4000
4000 4000
4000
0
0
0
0
Lane 5/1 Flows
2400
0
2400
0
5000
5000
0
0
363
89
44.
8%
550
4 .5
587
84.
1%
1
Arm
1
2.7
42
Low
3
er E
arle
Arm
4
yW
14
ay
- Lo
(S)
we r
1
Ear
l ey
29.
Wa
0 7
y (S
8 .1
) Ex
%
it
1 95
2
0
2400 2400
Lane 9/3 Flows
2400 2400
0
0
D
2400
0
2400
0
0
Lane 6/2 Flows
2400
0
Lane 12/1 Flows
2400
0
2400
0
0
Lane 10/3 Flows
2400
Lane 14/1 Flows
4000
2400
4000
0
0
0
0
2400
0
Ar
m
0
8
22 62
6
12
-R
6
1 5 5 .2
.9 %
ea
%
di
ng
Rd
2
0. .9
(E
8
)E
1
xi
tP
2
ed
s
Lane 16/1 Flows
2800
Ar
m
1
2
3
Lane 8/4 Flows
0
Lane 2/1 Flows
2400
Lane 11/1 Flows
1. 0
1. 3
6. 7%
0.3
7. 4%
%
3 7. 0
E
ry N
rato
- Gy
(W
)E
xit
0
2400
9
Arm
Rd
7.0%
8.3%
3.8%
ea
di
ng
3
58 0.1%
.1
%
Lane 11/1 Flows
1
2
3
4
5
67
80
39 6
11
0
3. .1
0
2400
53.1%
10.0%
1.6
0.7
0
1.3
50.7%
2.0
53.0%
W
tory N
- Gyra
Arm 8
Arm 7 - Gyratory SW
2
0
0
327
48
48
330
373
1
2
3
0.2
0.6
0.3
Ar
m
1
2400
2400
3
2
1
ea
0.
din
g
0. 0
Rd
0
0.
0
(W
0. %
)E
0%
43
xit
78 6
6
0
6.4
5.4
Arm 1 Reading
Rd (W)
Lane 10/1 Flows
2400 2400
57.5
57.3 %
%
2.6
wer
2.8
1
Ear
l
e
yW
Arm
2
ay (
6-L
S
owe
) In
tern
r Ea
2
al
rley
1.7
Wa y
1
(N)
1. 1
Inte
88.6
r
nal
67. 8 %
970
%
694
285
328
296
0
Lane 9/1 Flows
- Lo
0
2400 2400
Arm
5
2400
A
0
6 02
323
0. 0
%
6 35
0. 0
Arm
0.0
%
13
0. 0
0.0
- Lo
%
1
ww
0
.
2
er E
0
Arm
arle
3
2yW
Low
4
ay
er E
(N)
19.
3
arle
Exi
7
y
t
Wa
20.
2
9
1.5
y (N
0
1
)
93. %
3
9
%
6.9
70
694
57.
3%
396
532
0
550
587
0
E
ry S
rato
- Gy
0
1
86
Arm
%
478
8 7 .8
.6
1
423
5
%
135
76.7
4
%
8
.
6 .9
3
153
2
3
%
1.4
27.6
2
1.3
2
1
Arm
3
10
16
88
-R
0
43
ea
d
- Rea
ding
11.4
2800
0
.5%
i ng
Rd
(
Rd (E
87.5%
3.2
1
E)
Ex
it
)
C
514
218
1
Lane 7/2 Flows
5000
5000 2400
2400 2800
2800
0
0
0
0
0
0
Lane 10/1 Flows
2400
0
2400
0
4000
4000
0
0
4000
4000
0
0
Network Results
Item
Lane
Description
Lane
Type
Controller
Stream
Position In
Filtered Route
Full Phase
Arrow
Phase
Num
Greens
Total Green
(s)
Arrow
Green (s)
Demand
Flow (pcu)
Sat Flow
(pcu/Hr)
Capacity
(pcu)
Deg Sat
(%)
Network: Loddon
Bridge Gyratory
(Reading Rd /
Lower Earley Way
N)
-
-
N/A
-
-
-
-
-
-
-
-
93.3%
Loddon Bridge
Gyratory
-
-
N/A
-
-
-
-
-
-
-
-
93.3%
1/2+1/1
Reading Rd (W)
Ahead
U
2:1
N/A
C2:B
1
9
-
613
2023:1874
842
72.8%
1/3
Reading Rd (W)
Ahead
U
2:1
N/A
C2:B
1
9
-
296
2037
441
67.1%
2/1
Lower Earley
Way (N) Left
U
2:2
N/A
C2:F
1
27
-
532
1920
928
57.3%
2/3+2/2
Lower Earley
Way (N) Ahead
Ahead2
U
2:2
N/A
C2:E C2:F
1
28:27
-
1090
1980:2059
1168
93.3%
2/4
Lower Earley
Way (N) Ahead
U
2:2
N/A
C2:E
1
28
-
970
2120
1060
91.5%
3/1+3/2
Reading Rd (E)
Ahead
U
1:2
N/A
C1:F
1
13
-
732
1933:2073
836
87.5%
4/1+4/2
Lower Earley
Way (S) Ahead
Left
U
1:3
N/A
C1:H
1
28
-
452
1918:2053
1010
44.8%
4/3+4/4
Lower Earley
Way (S) Ahead
U
1:3
N/A
C1:K
1
29
-
1137
1990:2130
1352
84.1%
5/1
Lower Earley
Way (S) Internal
Ahead
U
2:2
N/A
C2:G
1
27
-
550
1980
957
57.5%
5/2
Lower Earley
Way (S) Internal
Ahead
U
2:2
N/A
C2:G
1
27
-
587
2120
1025
57.3%
6/1
Lower Earley
Way (N) Internal
Ahead
U
1:3
N/A
C1:G
1
29
-
694
1980
1023
67.8%
6/2
Lower Earley
Way (N) Internal
Ahead
U
1:3
N/A
C1:G
1
29
-
970
2120
1095
88.6%
7/1
Gyratory SW
Right
U
2:1
N/A
C2:A
1
31
-
42
1947
1103
3.8%
7/2
Gyratory SW
Right
U
2:1
N/A
C2:A
1
31
-
98
2079
1178
8.3%
7/3
Gyratory SW
Right
U
2:1
N/A
C2:A
1
31
-
77
1939
1099
7.0%
8/1
Gyratory NW
Left
U
2:2
N/A
C2:C
1
15
-
327
1945
616
53.1%
8/2+8/3
Gyratory NW
Left
U
2:2
N/A
C2:C
1
15
-
96
2085:2085
965
10.0%
8/4
Gyratory NW
Right
U
2:2
N/A
C2:D
1
18
-
330
1954
651
50.7%
8/5
Gyratory NW
Right Right2
U
2:2
N/A
C2:D
1
18
-
373
2112
704
53.0%
9/1
Gyratory NE
Right
U
1:2
N/A
C1:C
1
27
-
67
1947
1006
6.7%
9/2
Gyratory NE
Right
U
1:2
N/A
C1:C
1
27
-
80
2079
1074
7.4%
9/3
Gyratory NE
Right
U
1:2
N/A
C1:C
1
27
-
396
2074
1072
37.0%
10/1
Gyratory SE Left
U
1:3
N/A
C1:I
1
15
-
153
1954
554
27.6%
10/2
Gyratory SE Left
U
1:3
N/A
C1:I
1
15
-
135
2005
568
23.8%
10/3
Gyratory SE
Right
U
1:3
N/A
C1:J
1
15
-
423
1947
552
76.7%
10/5+10/4
Gyratory SE
Right Right2
U
1:3
N/A
C1:J
1
15
-
564
2074:2145
642
87.8%
11/1
Reading Rd (W)
Exit Peds Ahead
U
2:3
N/A
C2:H
1
39
-
786
1980
1353
58.1%
11/2
Reading Rd (W)
Exit Peds Ahead
U
2:3
N/A
C2:H
1
39
-
436
2120
1449
30.1%
12/1
Reading Rd (E)
Exit Peds Ahead
U
1:1
N/A
C1:A
1
39
-
862
1935
1322
65.2%
12/2
Reading Rd (E)
Exit Peds Ahead
U
1:1
N/A
C1:A
1
39
-
226
2074
1417
15.9%
13/1
Lowwer Earley
Way (N) Exit
U
N/A
N/A
-
-
-
-
602
Inf
Inf
0.0%
13/2
Lowwer Earley
Way (N) Exit
U
N/A
N/A
-
-
-
-
323
Inf
Inf
0.0%
13/3
Lowwer Earley
Way (N) Exit
U
N/A
N/A
-
-
-
-
635
Inf
Inf
0.0%
14/1
Lower Earley
Way (S) Exit
U
N/A
N/A
-
-
-
-
1952
2500
2500
78.1%
15/1
Reading Rd (W)
Exit
U
N/A
N/A
-
-
-
-
786
Inf
Inf
0.0%
15/2
Reading Rd (W)
Exit
U
N/A
N/A
-
-
-
-
436
Inf
Inf
0.0%
16/1
Reading Rd (E)
Exit
U
N/A
N/A
-
-
-
-
1088
2500
2500
43.5%
Item
Arriving (pcu)
Leaving
(pcu)
Turners In
Gaps (pcu)
Turners When
Unopposed
(pcu)
Turners In
Intergreen
(pcu)
Uniform
Delay
(pcuHr)
Rand +
Oversat
Delay
(pcuHr)
Storage
Area
Uniform
Delay
(pcuHr)
Total
Delay
(pcuHr)
Av. Delay
Per PCU
(s/pcu)
Max. Back of
Uniform
Queue (pcu)
Rand +
Oversat
Queue
(pcu)
Mean
Max
Queue
(pcu)
Network: Loddon
Bridge Gyratory
(Reading Rd /
Lower Earley Way
N)
-
-
0
0
0
37.9
22.4
0.0
60.3
-
-
-
-
Loddon Bridge
Gyratory
-
-
0
0
0
37.9
22.4
0.0
60.3
-
-
-
-
1/2+1/1
613
613
-
-
-
3.7
1.3
-
5.0
29.6
5.1
1.3
6.4
1/3
296
296
-
-
-
1.8
1.0
-
2.8
33.8
4.4
1.0
5.4
2/1
532
532
-
-
-
1.6
0.7
-
2.3
15.6
6.2
0.7
6.9
2/3+2/2
1090
1090
-
-
-
3.8
6.1
-
9.8
32.5
13.9
6.1
20.0
2/4
970
970
-
-
-
3.7
4.9
-
8.6
31.9
14.8
4.9
19.7
3/1+3/2
732
732
-
-
-
4.0
3.3
-
7.3
35.8
8.1
3.3
11.4
4/1+4/2
452
452
-
-
-
1.1
0.4
-
1.6
12.4
4.1
0.4
4.5
4/3+4/4
1137
1137
-
-
-
3.2
2.6
-
5.8
18.2
10.1
2.6
12.7
5/1
550
550
-
-
-
1.1
0.0
-
1.1
7.3
2.6
0.0
2.6
5/2
587
587
-
-
-
1.2
0.0
-
1.2
7.3
2.8
0.0
2.8
6/1
694
694
-
-
-
0.5
0.0
-
0.5
2.5
1.1
0.0
1.1
6/2
970
970
-
-
-
0.8
0.0
-
0.8
2.8
1.7
0.0
1.7
7/1
42
42
-
-
-
0.0
0.0
-
0.0
1.9
0.3
0.0
0.3
7/2
98
98
-
-
-
0.1
0.0
-
0.1
2.3
0.6
0.0
0.6
7/3
77
77
-
-
-
0.1
0.0
-
0.1
3.7
0.2
0.0
0.2
8/1
327
327
-
-
-
0.9
0.0
-
0.9
10.0
1.6
0.0
1.6
8/2+8/3
96
96
-
-
-
0.6
0.0
-
0.6
24.3
0.7
0.0
0.7
8/4
330
330
-
-
-
0.8
0.0
-
0.8
8.6
1.3
0.0
1.3
8/5
373
373
-
-
-
0.8
0.0
-
0.8
8.0
2.0
0.0
2.0
9/1
67
67
-
-
-
0.1
0.0
-
0.1
7.8
1.0
0.0
1.0
9/2
80
80
-
-
-
0.2
0.0
-
0.2
7.9
1.3
0.0
1.3
9/3
396
396
-
-
-
0.1
0.0
-
0.1
1.2
0.3
0.0
0.3
10/1
153
153
-
-
-
0.7
0.0
-
0.7
16.2
1.3
0.0
1.3
10/2
135
135
-
-
-
0.8
0.0
-
0.8
20.5
1.4
0.0
1.4
10/3
423
423
-
-
-
2.4
0.0
-
2.4
20.3
6.9
0.0
6.9
10/5+10/4
564
564
-
-
-
1.0
0.0
-
1.0
6.1
1.6
0.0
1.6
11/1
786
786
-
-
-
0.4
0.0
-
0.4
1.8
3.0
0.0
3.0
11/2
436
436
-
-
-
0.0
0.0
-
0.0
0.0
0.1
0.0
0.1
12/1
862
862
-
-
-
0.5
0.0
-
0.5
2.2
2.9
0.0
2.9
12/2
226
226
-
-
-
0.0
0.0
-
0.0
0.6
0.8
0.0
0.8
13/1
602
602
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
13/2
323
323
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
13/3
635
635
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
14/1
1952
1952
-
-
-
1.9
1.8
-
3.7
6.8
27.2
1.8
29.0
15/1
786
786
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
15/2
436
436
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
16/1
1088
1088
-
-
-
0.0
0.4
-
0.4
1.3
2.8
0.4
3.2
C1
C1
C1
C2
C2
C2
38.1
2.8
1.6
23.6
-3.7
54.9
-3.7
0.55
7.72
13.35
7.99
26.22
0.40
60.32
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
60
60
60
60
60
60
Scenario 4: '20' (FG6: 'PM Peak 2026 WBC Scenario C + 421dw Dev', Plan 1: 'AM + PM Peak')
C1
Stage Stream: 1
1
Min: 7 2
Min: 5
A
B
10
39s
6
5s
Stage Stream: 2
1
Min: 7 2
C
Min: 7
D
F
E
10
27s
10
13s
Stage Stream: 3
1
Min: 7 2
Min: 7
G
J
I
8
14s
9
H K
Stage Timings
Stage Stream: 1
Stage
1
2
Duration
39
5
Change Point
31
20
Stage Stream: 2
Stage
1
2
Duration
27
13
Change Point
49
26
Stage Stream: 3
Stage
1
2
Duration
14
29
Change Point
30
52
29s
0
10
20
30
20
2 6:5
40
50
31
1
60
10 : 39
A
B
A
B
26
2
10 : 27
Phases
C
E
D
D
F
F
30
1
9 : 29
H
10 : 13
8 : 14
G
I
I
K
K
0
10
20
30
40
Time in cycle (sec)
C2
Stage Stream: 1
Min: 7 2
Min: 7
I
B
10
A
31s
J
10
9s
Stage Stream: 2
1
Min: 7 2
Min: 7
E F
N
Q
P
C
D
M
K
L
9
14s
9
G
28s
C
E
52
2
G
J
1
49
1
50
60
H
J
Stage Stream: 3
1
Min: 7 2
Min: 5
O
10
39s
H
6
5s
Stage Timings
Stage Stream: 1
Stage
1
2
Duration
31
9
Change Point
47
28
Stage Stream: 2
Stage
1
2
Duration
14
28
Change Point
24
47
Stage Stream: 3
Stage
1
2
Duration
39
5
Change Point
39
28
0
10
20
30
28
2
10 : 31
40
10 : 9
50
60
47
1
A
B
I
J
A
B
I
J
24
1
Phases
9 : 28
47
2
9 : 14
C
D
E
F
G
K
L
M
N
P
Q
C
D
E
F
G
K
L
M
N
P
Q
28
2 6:5
10 : 39
39
1
H
O
H
O
0
10
20
30
40
Time in cycle (sec)
50
60
4000
4000
Lane 8/1 Flows
2400
B
2400
Lane 2/4 Flows
2400
0
Lane 1/3 Flows
Lane 8/5 Flows
2400 2400
0
0
2
1
15
0.
0. 0
0
-R
Arm 1 Readin
g Rd
ea
din
g
0
1
2
3
4
5
1.4
54.3%
0.9
317
11.4%
53
1.5
53
55.3%
2.3
342
%
58.5
W
392
tory N
- Gyra
Arm 8
1
2
3
6.8
5.9
(W)
Rd
(W
)E
44
xit
3
79
6
0
-R
Rd
58 .6%
.8
%
PRC: -5.1 %
Controller: 1&2
)E
xit
s
Lane 8/4 Flows
2400
2400
Lane 11/1 Flows
2400
0
2400 2400
0
0
0
Lane 7/2 Flows
2400
0
4000
4000 4000
4000
0
0
0
0
Lane 5/1 Flows
2400
0
2400
0
5000
5000
0
0
380
89
45.
1%
572
4.5
613
85.
6%
1
Arm
13.
42
6
Low
3
er E
a r le
Arm
4
yW
14
ay
- Lo
(S)
wer
1
Ear
ley
32 .
Wa
0
y (S
82 .
) Ex
9%
it
207
2
0
D
0
Lane 9/3 Flows
2400 2400
0
0
2400
0
2400
0
0
Lane 6/2 Flows
2400
0
Lane 12/1 Flows
2400
0
2400
0
0
Lane 10/3 Flows
2400
Lane 14/1 Flows
4000
2400
4000
0
0
0
0
2400
0
8
21 74
4
12
-R
6
15 6.1
.1 %
ea
%
di
ng
R
3
d
0. .1
(E
5
)E
1
xi
tP
2
ed
s
Lane 16/1 Flows
2800
Ar
m
1
2
3
Arm
4
79 43
6
Pe
d
83
110
24
(W
Ar
m
1 .3
1 .5
8 .3 %
0 .4
8. 8%
%
3 7 .0
E
ry N
rato
- Gy
in
g
0
0
9
Arm
30
7.6%
9.3%
2.2%
ea
d
0
Lane 2/1 Flows
2400
Lane 11/1 Flows
83
95
3 96
11
0.
2. 0
3
Arm 7 - Gyratory SW
2
1
0.3
0.8
0.2
Ar
m
4000
4000
2400
2400
3
2
1
0.
0. 0%
0%
0
2400
2 .7
2.9
1
Ear
l
e
yW
Ar m
2
ay (
6-L
S
owe
) In
tern
r Ea
2
al
rley
1 .8
Way
1
(N)
1 .2
In te
9 0 .3
rnal
6 9 .3 %
102
%
1
7 32
Ar
m
0
75.2%
70.0%
Lane 10/1 Flows
2400 2400
Low
er
293
338
309
0
Lane 9/1 Flows
57.8
57.8 %
%
0
2400 2400
5-
2400
A
0
603
339
0 .0
%
6
0 .0
6
Arm
6
0 .0
%
13
0 .0
0 .0
- Lo
%
1
ww
0
.0
2
er E
Arm
a
r
3
2ley
Low
Wa
4
er E
y (N
2 1.
3
arle
)E
5
xit
yW
2 2.
2
9 3.
ay
0
2
(N)
1
9 4. % 1
5%
021
6 .7
7 32
55 .
4%
3 96
5 32
0
572
613
0
SE
tory
Gyra
0
1
104
Arm
%
467
91.8
2.3
416
5
%
145
80.1
4
%
8
6.
174
27.1
3
%
7
.
4
1
33.
2
5
.
1
2
1
Arm
3
10
16
88
-R
11.9
0
43
ea
d
- Rea
ding
2800
0
.5%
ing
Rd
2 .5
(E
1
)E
xit
Rd (E
)
88.7%
C
521
211
1
Lane 7/2 Flows
5000
5000 2400
2400 2800
2800
0
0
0
0
0
0
Lane 10/1 Flows
2400
0
2400
0
4000
4000
0
0
4000
4000
0
0
Network Results
Item
Lane
Description
Lane
Type
Controller
Stream
Position In
Filtered Route
Full Phase
Arrow
Phase
Num
Greens
Total Green
(s)
Arrow
Green (s)
Demand
Flow (pcu)
Sat Flow
(pcu/Hr)
Capacity
(pcu)
Deg Sat
(%)
Network: Loddon
Bridge Gyratory
(Reading Rd /
Lower Earley Way
N)
-
-
N/A
-
-
-
-
-
-
-
-
94.5%
Loddon Bridge
Gyratory
-
-
N/A
-
-
-
-
-
-
-
-
94.5%
1/2+1/1
Reading Rd (W)
Ahead
U
2:1
N/A
C2:B
1
9
-
631
2023:1874
839
75.2%
1/3
Reading Rd (W)
Ahead
U
2:1
N/A
C2:B
1
9
-
309
2037
441
70.0%
2/1
Lower Earley
Way (N) Left
U
2:2
N/A
C2:F
1
28
-
532
1920
960
55.4%
2/3+2/2
Lower Earley
Way (N) Ahead
Ahead2
U
2:2
N/A
C2:E C2:F
1
29:28
-
1128
1980:2059
1193
94.5%
2/4
Lower Earley
Way (N) Ahead
U
2:2
N/A
C2:E
1
29
-
1021
2120
1095
93.2%
3/1+3/2
Reading Rd (E)
Ahead
U
1:2
N/A
C1:F
1
13
-
732
1933:2073
825
88.7%
4/1+4/2
Lower Earley
Way (S) Ahead
Left
U
1:3
N/A
C1:H
1
29
-
469
1918:2053
1040
45.1%
4/3+4/4
Lower Earley
Way (S) Ahead
U
1:3
N/A
C1:K
1
30
-
1185
1990:2130
1385
85.6%
5/1
Lower Earley
Way (S) Internal
Ahead
U
2:2
N/A
C2:G
1
28
-
572
1980
990
57.8%
5/2
Lower Earley
Way (S) Internal
Ahead
U
2:2
N/A
C2:G
1
28
-
613
2120
1060
57.8%
6/1
Lower Earley
Way (N) Internal
Ahead
U
1:3
N/A
C1:G
1
30
-
732
1980
1056
69.3%
6/2
Lower Earley
Way (N) Internal
Ahead
U
1:3
N/A
C1:G
1
30
-
1021
2120
1131
90.3%
7/1
Gyratory SW
Right
U
2:1
N/A
C2:A
1
31
-
24
1947
1103
2.2%
7/2
Gyratory SW
Right
U
2:1
N/A
C2:A
1
31
-
110
2079
1178
9.3%
7/3
Gyratory SW
Right
U
2:1
N/A
C2:A
1
31
-
83
1939
1099
7.6%
8/1
Gyratory NW
Left
U
2:2
N/A
C2:C
1
14
-
317
1945
583
54.3%
8/2+8/3
Gyratory NW
Left
U
2:2
N/A
C2:C
1
14
-
106
2085:2085
930
11.4%
8/4
Gyratory NW
Right
U
2:2
N/A
C2:D
1
17
-
342
1954
619
55.3%
8/5
Gyratory NW
Right Right2
U
2:2
N/A
C2:D
1
17
-
392
2116
670
58.5%
9/1
Gyratory NE
Right
U
1:2
N/A
C1:C
1
27
-
83
1947
1006
8.3%
9/2
Gyratory NE
Right
U
1:2
N/A
C1:C
1
27
-
95
2079
1074
8.8%
9/3
Gyratory NE
Right
U
1:2
N/A
C1:C
1
27
-
396
2074
1072
37.0%
10/1
Gyratory SE Left
U
1:3
N/A
C1:I
1
14
-
174
1954
521
33.4%
10/2
Gyratory SE Left
U
1:3
N/A
C1:I
1
14
-
145
2005
535
27.1%
10/3
Gyratory SE
Right
U
1:3
N/A
C1:J
1
14
-
416
1947
519
80.1%
10/5+10/4
Gyratory SE
Right Right2
U
1:3
N/A
C1:J
1
14
-
571
2074:2145
622
91.8%
11/1
Reading Rd (W)
Exit Peds Ahead
U
2:3
N/A
C2:H
1
39
-
796
1980
1353
58.8%
11/2
Reading Rd (W)
Exit Peds Ahead
U
2:3
N/A
C2:H
1
39
-
443
2120
1449
30.6%
12/1
Reading Rd (E)
Exit Peds Ahead
U
1:1
N/A
C1:A
1
39
-
874
1935
1322
66.1%
12/2
Reading Rd (E)
Exit Peds Ahead
U
1:1
N/A
C1:A
1
39
-
214
2074
1417
15.1%
13/1
Lowwer Earley
Way (N) Exit
U
N/A
N/A
-
-
-
-
603
Inf
Inf
0.0%
13/2
Lowwer Earley
Way (N) Exit
U
N/A
N/A
-
-
-
-
339
Inf
Inf
0.0%
13/3
Lowwer Earley
Way (N) Exit
U
N/A
N/A
-
-
-
-
666
Inf
Inf
0.0%
14/1
Lower Earley
Way (S) Exit
U
N/A
N/A
-
-
-
-
2072
2500
2500
82.9%
15/1
Reading Rd (W)
Exit
U
N/A
N/A
-
-
-
-
796
Inf
Inf
0.0%
15/2
Reading Rd (W)
Exit
U
N/A
N/A
-
-
-
-
443
Inf
Inf
0.0%
16/1
Reading Rd (E)
Exit
U
N/A
N/A
-
-
-
-
1088
2500
2500
43.5%
Item
Arriving (pcu)
Leaving
(pcu)
Turners In
Gaps (pcu)
Turners When
Unopposed
(pcu)
Turners In
Intergreen
(pcu)
Uniform
Delay
(pcuHr)
Rand +
Oversat
Delay
(pcuHr)
Storage
Area
Uniform
Delay
(pcuHr)
Total
Delay
(pcuHr)
Av. Delay
Per PCU
(s/pcu)
Max. Back of
Uniform
Queue (pcu)
Rand +
Oversat
Queue
(pcu)
Mean
Max
Queue
(pcu)
Network: Loddon
Bridge Gyratory
(Reading Rd /
Lower Earley Way
N)
-
-
0
0
0
39.7
26.0
0.0
65.7
-
-
-
-
Loddon Bridge
Gyratory
-
-
0
0
0
39.7
26.0
0.0
65.7
-
-
-
-
1/2+1/1
631
631
-
-
-
3.9
1.5
-
5.4
30.5
5.3
1.5
6.8
1/3
309
309
-
-
-
1.9
1.1
-
3.0
35.1
4.7
1.1
5.9
2/1
532
532
-
-
-
1.5
0.6
-
2.2
14.6
6.1
0.6
6.7
2/3+2/2
1128
1128
-
-
-
3.8
7.1
-
10.9
34.8
14.9
7.1
22.0
2/4
1021
1021
-
-
-
3.8
5.9
-
9.8
34.4
15.6
5.9
21.5
3/1+3/2
732
732
-
-
-
4.0
3.6
-
7.6
37.6
8.2
3.6
11.9
4/1+4/2
469
469
-
-
-
1.1
0.4
-
1.5
11.8
4.1
0.4
4.5
4/3+4/4
1185
1185
-
-
-
3.2
2.9
-
6.0
18.4
10.8
2.9
13.6
5/1
572
572
-
-
-
1.1
0.0
-
1.1
7.1
2.7
0.0
2.7
5/2
613
613
-
-
-
1.2
0.0
-
1.2
7.1
2.9
0.0
2.9
6/1
732
732
-
-
-
0.5
0.0
-
0.5
2.5
1.2
0.0
1.2
6/2
1021
1021
-
-
-
0.8
0.0
-
0.8
2.8
1.8
0.0
1.8
7/1
24
24
-
-
-
0.0
0.0
-
0.0
1.7
0.2
0.0
0.2
7/2
110
110
-
-
-
0.1
0.0
-
0.1
2.3
0.8
0.0
0.8
7/3
83
83
-
-
-
0.1
0.0
-
0.1
3.9
0.3
0.0
0.3
8/1
317
317
-
-
-
0.8
0.0
-
0.8
9.7
1.4
0.0
1.4
8/2+8/3
106
106
-
-
-
0.8
0.0
-
0.8
26.9
0.9
0.0
0.9
8/4
342
342
-
-
-
0.9
0.0
-
0.9
9.9
1.5
0.0
1.5
8/5
392
392
-
-
-
1.0
0.0
-
1.0
9.1
2.3
0.0
2.3
9/1
83
83
-
-
-
0.2
0.0
-
0.2
8.0
1.3
0.0
1.3
9/2
95
95
-
-
-
0.2
0.0
-
0.2
8.1
1.5
0.0
1.5
9/3
396
396
-
-
-
0.2
0.0
-
0.2
1.7
0.4
0.0
0.4
10/1
174
174
-
-
-
0.9
0.0
-
0.9
17.8
1.5
0.0
1.5
10/2
145
145
-
-
-
0.9
0.0
-
0.9
22.9
1.7
0.0
1.7
10/3
416
416
-
-
-
2.5
0.0
-
2.5
21.5
6.8
0.0
6.8
10/5+10/4
571
571
-
-
-
1.1
0.0
-
1.1
6.9
2.3
0.0
2.3
11/1
796
796
-
-
-
0.4
0.0
-
0.4
1.7
2.3
0.0
2.3
11/2
443
443
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
12/1
874
874
-
-
-
0.5
0.0
-
0.5
2.2
3.1
0.0
3.1
12/2
214
214
-
-
-
0.0
0.0
-
0.0
0.3
0.5
0.0
0.5
13/1
603
603
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
13/2
339
339
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
13/3
666
666
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
14/1
2072
2072
-
-
-
2.3
2.4
-
4.7
8.2
29.6
2.4
32.0
15/1
796
796
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
15/2
443
443
-
-
-
0.0
0.0
-
0.0
0.0
0.0
0.0
0.0
16/1
1088
1088
-
-
-
0.0
0.4
-
0.4
1.3
2.1
0.4
2.5
C1
C1
C1
C2
C2
C2
36.2
1.5
-2.0
19.6
-5.1
53.0
-5.1
0.55
8.22
14.23
8.53
28.71
0.37
65.69
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
Cycle Time (s):
60
60
60
60
60
60
APPENDIX E
PICADY Outputs
-------------------------------------------------------------------------------TRL
TRL Viewer
3.2 AG T:\.. \Picady\A329 Reading Road - Woodward Close Scenario C.vpo - Page 1
-------------------------------------------------------------------------------TRL LIMITED
(C) COPYRIGHT 2006
CAPACITIES, QUEUES, AND DELAYS AT 3 OR 4-ARM MAJOR/MINOR PRIORITY JUNCTIONS
PICADY 5.1 ANALYSIS PROGRAM
RELEASE 4.0 (SEPT 2008)
ADAPTED FROM PICADY/3 WHICH IS CROWN COPYRIGHT
BY PERMISSION OF THE CONTROLLER OF HMSO
-------------------------------------------------------FOR SALES AND DISTRIBUTION INFORMATION,
PROGRAM ADVICE AND MAINTENANCE CONTACT:
TRL SOFTWARE BUREAU
TEL: CROWTHORNE (01344) 770758, FAX: 770356
EMAIL: [email protected]
--------------------------------------------------------
THE USER OF THIS COMPUTER PROGRAM FOR THE SOLUTION OF AN ENGINEERING PROBLEM IS
IN NO WAY RELIEVED OF HIS/HER RESPONSIBILITY FOR THE CORRECTNESS OF THE SOLUTION
Run with file:"T:\Projects\6000 Series Project Numbers\6076ITB Land West of Watmore Lane, Winnersh\Tech\Junction Assessments\
Picady\A329 Reading Road - Woodward Close Scenario C.vpi"
(drive-on-the-left) at 17:39:49 on Tuesday, 13 December 2011
RUN INFORMATION
***************
RUN TITLE
LOCATION
DATE
CLIENT
ENUMERATOR
JOB NUMBER
STATUS
DESCRIPTION
:
:
:
:
:
:
:
:
A329 Reading Road - Woodward Close 2026 Scenario C
Winnersh
24/10/11
Taylor Wimpey
hotdesk [ITRANS-BAS16]
ITB6076
Preliminary
MAJOR/MINOR JUNCTION CAPACITY AND DELAY
***************************************
INPUT DATA
---------MAJOR ROAD (ARM C) --------------------- MAJOR ROAD (ARM A)
I
I
I
I
I
I
MINOR ROAD (ARM B)
ARM A IS A329 Reading Road (North)
ARM B IS Woodward Close
ARM C IS A329 Reading Road (South)
STREAM LABELLING CONVENTION
--------------------------STREAM A-B CONTAINS TRAFFIC GOING FROM ARM
STREAM B-AC CONTAINS TRAFFIC GOING FROM ARM
ETC.
A TO ARM B
B TO ARM A AND TO ARM
C
-------------------------------------------------------------------------------TRL
TRL Viewer
-------------------------------------------------------------------------------GEOMETRIC DATA
--------------------------------------------------------------------------------------------------I
DATA ITEM
I
MINOR ROAD B
I
-------------------------------------------------------------------------------------I TOTAL MAJOR ROAD CARRIAGEWAY WIDTH
I ( W ) 7.00 M.
I
I CENTRAL RESERVE WIDTH
I (WCR ) 0.00 M.
I
I
I
I
I MAJOR ROAD RIGHT TURN - WIDTH
I (WC-B) 3.00 M.
I
I
- VISIBILITY
I (VC-B) 80.00 M.
I
I
- BLOCKS TRAFFIC
I
YES
I
I
I
I
I MINOR ROAD - VISIBILITY TO LEFT
I (VB-C) 80.0 M.
I
I
- VISIBILITY TO RIGHT
I (VB-A) 30.0 M.
I
I
- LANE 1 WIDTH
I (WB-C)
I
I
- LANE 2 WIDTH
I (WB-A)
I
I
WIDTH AT 0 M FROM JUNCTION
I
10.00 M.
I
I
I
5.20 M.
I
I
I
5.10 M.
I
I
I
4.95 M.
I
I
I
4.80 M.
I
I
- LENGTH OF FLARED SECTION
I DERIVED:
3 PCU I
--------------------------------------------------------------------------------------
.SLOPES AND INTERCEPT
-------------------(NB:Streams may be combined, in which case capacity will be adjusted)
--------------------------------------------------------I Intercept For Slope For Opposing
Slope For Opposing I
I STREAM B-C
STREAM A-C
STREAM A-B
I
--------------------------------------------------------I
0.00
0.00
0.00
I
--------------------------------------------------------* Due to the presence of a flare, data is not available
-------------------------------------------------------------------------------------------------I Intercept For Slope For Opposing
Slope For Opposing
Slope For Opposing
Slope For OpposingI
I STREAM B-A
STREAM A-C
STREAM A-B
STREAM C-A
STREAM C-B
I
-------------------------------------------------------------------------------------------------I
0.00
0.00
0.00
0.00
0.00
I
-------------------------------------------------------------------------------------------------* Due to the presence of a flare, data is not available
I STREAM C-B
STREAM A-C
STREAM A-B
I
--------------------------------------------------------I
674.30
0.25
0.25
I
--------------------------------------------------------(NB These values do not allow for any site specific corrections)
TRAFFIC DEMAND DATA
----------------------------------------I ARM I FLOW SCALE(%) I
----------------------I A
I
100
I
I B
I
100
I
I C
I
100
I
----------------------Demand set:
A329 Reading Road - Woodward Close 2026 Scenario C AM Peak
TIME PERIOD BEGINS 07.45 AND ENDS
LENGTH OF TIME PERIOD LENGTH OF TIME SEGMENT -
09.15
90 MIN.
15 MIN.
DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA
-----------------------------------------------------------------------------------I
I
NUMBER OF MINUTES FROM START WHEN
I
RATE OF FLOW (VEH/MIN)
I
I ARM
I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER
I
I
I
TO RISE
I IS REACHED I FALLING
I PEAK I OF PEAK I PEAK
I
I
I
I
I
I
I
I
I
-----------------------------------------------------------------------------------I ARM A I
15.00
I
45.00
I
75.00
I 11.90 I 17.85 I 11.90
I
I ARM B I
15.00
I
45.00
I
75.00
I 1.02 I
1.54 I 1.02
I
I ARM C I
15.00
I
45.00
I
75.00
I 9.00 I 13.50 I 9.00
I
------------------------------------------------------------------------------------
-------------------------------------------------------------------------------TRL
TRL Viewer
-------------------------------------------------------------------------------Demand set:
Development AM - 421 dwellings
09.15
90 MIN.
15 MIN.
-----------------------------------------------------------------------------------I
I
I
I
I ARM
I
I
I
TO RISE
I
I
I
I
I
I
I
I
I
-----------------------------------------------------------------------------------I ARM A I
15.00
I
45.00
I
75.00
I 0.00 I
0.00 I 0.00
I
I ARM B I
15.00
I
45.00
I
75.00
I 2.44 I
3.66 I 2.44
I
I ARM C I
15.00
I
45.00
I
75.00
I 0.86 I
1.29 I 0.86
I
-----------------------------------------------------------------------------------Demand set:
A329 Reading Road - Woodward Close 2026 Scenario C AM Peak
----------------------------------------------------------I
I
TURNING PROPORTIONS
I
I
I
TURNING COUNTS
I
I
I
(PERCENTAGE OF H.V.S)
I
I
-------------------------------------I
TIME
I FROM/TO I ARM A I ARM B I ARM C I
----------------------------------------------------------I
07.45 - 09.15
I
I
I
I
I
I
I ARM A I 0.000 I 0.023 I 0.977 I
I
I
I
0.0 I
22.0 I 930.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
I
I ARM B I 0.195 I 0.000 I 0.805 I
I
I
I
16.0 I
0.0 I
66.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
I
I ARM C I 0.992 I 0.008 I 0.000 I
I
I
I 714.0 I
6.0 I
0.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
----------------------------------------------------------TURNING PROPORTIONS ARE CALCULATED FROM TURNING COUNT DATA
THE PERCENTAGE OF HEAVY VEHICLES VARIES OVER TURNING MOVEMENTS
Demand set:
Development AM - 421 dwellings
----------------------------------------------------------I
I
TURNING PROPORTIONS
I
I
I
TURNING COUNTS
I
I
I
I
I
-------------------------------------I
TIME
----------------------------------------------------------I
07.45 - 09.15
I
I
I
I
I
I
I ARM A I 0.000 I 0.000 I 0.000 I
I
I
I
0.0 I
0.0 I
0.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
I
I ARM B I 0.000 I 0.000 I 1.000 I
I
I
I
0.0 I
0.0 I 195.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
I
I ARM C I 0.000 I 1.000 I 0.000 I
I
I
I
0.0 I
69.0 I
0.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT
-------------------------------------------------------FOR COMBINED DEMAND SETS
AND FOR TIME PERIOD
1
-------------------------------------------------------------------------------TRL
TRL Viewer
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
DEMAND CAPACITY DEMAND/
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
(VEH/MIN) (VEH/MIN) CAPACITY
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
(PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT)
VEHICLE (MIN) I
I 07.45-08.00
I
I
B-C
3.27
9.19
0.357
0.00
0.54
7.7
0.17
I
I
B-A
0.20
3.57
0.056
0.00
0.06
0.8
0.30
I
I
C-AB
0.94
8.25
0.114
0.00
0.13
1.9
0.14
I
I
A-B
0.28
I
I
A-C
11.67
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 08.00-08.15
I
I
B-C
3.91
8.49
0.461
0.54
0.83
11.9
0.22
I
I
B-A
0.24
2.85
0.084
0.06
0.09
1.3
0.38
I
I
C-AB
1.12
7.67
0.146
0.13
0.17
2.6
0.15
I
I
A-B
0.33
I
I
A-C
13.93
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 08.15-08.30
I
I
B-C
4.79
7.49
0.640
0.83
1.67
22.8
0.36
I
I
B-A
0.29
1.78
0.165
0.09
0.19
2.6
0.67
I
I
C-AB
1.38
6.87
0.200
0.17
0.25
3.8
0.18
I
I
A-B
0.40
I
I
A-C
17.07
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 08.30-08.45
I
I
B-C
4.79
7.48
0.640
1.67
1.72
25.5
0.37
I
I
B-A
0.29
1.77
0.166
0.19
0.19
2.9
0.68
I
I
C-AB
1.38
6.87
0.200
0.25
0.25
3.8
0.18
I
I
A-B
0.40
I
I
A-C
17.07
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 08.45-09.00
I
I
B-C
3.91
8.48
0.461
1.72
0.88
14.0
0.22
I
I
B-A
0.24
2.84
0.084
0.19
0.09
1.5
0.39
I
I
C-AB
1.12
7.67
0.146
0.25
0.17
2.6
0.15
I
I
A-B
0.33
I
I
A-C
13.93
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 09.00-09.15
I
I
B-C
3.27
9.18
0.357
0.88
0.56
8.8
0.17
I
I
B-A
0.20
3.56
0.056
0.09
0.06
1.0
0.30
I
I
C-AB
0.94
8.25
0.114
0.17
0.13
2.0
0.14
I
I
A-B
0.28
I
I
A-C
11.67
I
I
I
-----------------------------------------------------------------------------------------------------------------*WARNING* NO MARGINAL ANALYSIS OF CAPACITIES AS MAJOR ROAD BLOCKING MAY OCCUR
-------------------------------------------------------------------------------TRL
TRL Viewer
-------------------------------------------------------------------------------QUEUE FOR STREAM
B-C
------------------------TIME
NO. OF
SEGMENT
VEHICLES
ENDING
IN QUEUE
08.00
0.5
*
08.15
0.8
*
08.30
1.7
**
08.45
1.7
**
09.00
0.9
*
09.15
0.6
*
QUEUE FOR STREAM
B-A
------------------------TIME
NO. OF
SEGMENT
VEHICLES
ENDING
IN QUEUE
08.00
0.1
08.15
0.1
08.30
0.2
08.45
0.2
09.00
0.1
09.15
0.1
QUEUE FOR STREAM
C-AB
------------------------TIME
NO. OF
SEGMENT
VEHICLES
ENDING
IN QUEUE
08.00
0.1
08.15
0.2
08.30
0.3
08.45
0.3
09.00
0.2
09.15
0.1
-------------------------------------------------------------------------------TRL
TRL Viewer
-------------------------------------------------------------------------------QUEUEING DELAY INFORMATION OVER WHOLE PERIOD
---------------------------------------------------------------------------------------------------------------------I STREAM I
TOTAL DEMAND I
* QUEUEING *
I * INCLUSIVE QUEUEING * I
I
I
I
* DELAY *
I
* DELAY *
I
I
I----------------------------------------------------------------I
I
I (VEH) (VEH/H) I (MIN)
(MIN/VEH) I
(MIN)
(MIN/VEH) I
--------------------------------------------------------------------------I B-C
I 359.2 I 239.5 I
90.8 I
0.25
I
90.8 I
0.25
I
I B-A
I
22.0 I
14.7 I
10.0 I
0.46
I
10.0 I
0.46
I
I C-AB I 103.2 I
68.8 I
16.6 I
0.16
I
16.6 I
0.16
I
I A-B
I
30.3 I
20.2 I
I
I
I
I
I A-C
I 1280.1 I 853.4 I
I
I
I
I
--------------------------------------------------------------------------I ALL
I 2777.6 I 1851.8 I
117.4 I
0.04
I
117.4 I
0.04
I
--------------------------------------------------------------------------* DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD
* INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES
WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD
* THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS
A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD.
*******END OF RUN*******
.SLOPES AND INTERCEPT
-------------------(NB:Streams may be combined, in which case capacity will be adjusted)
I STREAM B-C
STREAM A-C
STREAM A-B
I
--------------------------------------------------------I
0.00
0.00
0.00
I
--------------------------------------------------------* Due to the presence of a flare, data is not available
-------------------------------------------------------------------------------------------------I Intercept For Slope For Opposing
Slope For Opposing
Slope For Opposing
Slope For OpposingI
I STREAM B-A
STREAM A-C
STREAM A-B
STREAM C-A
STREAM C-B
I
-------------------------------------------------------------------------------------------------I
0.00
0.00
0.00
0.00
0.00
I
-------------------------------------------------------------------------------------------------* Due to the presence of a flare, data is not available
I STREAM C-B
STREAM A-C
STREAM A-B
I
--------------------------------------------------------I
674.30
0.25
0.25
I
--------------------------------------------------------(NB These values do not allow for any site specific corrections)
TRAFFIC DEMAND DATA
----------------------------------------I ARM I FLOW SCALE(%) I
----------------------I A
I
100
I
I B
I
100
I
I C
I
100
I
----------------------Demand set:
A329 Reading Road - Woodward Close 2026 Scenario C PM Peak
90 MIN.
15 MIN.
18.15
-------------------------------------------------------------------------------TRL
TRL Viewer
-------------------------------------------------------------------------------DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA
-----------------------------------------------------------------------------------I
I
I
I
I ARM
I
I
I
TO RISE
I
I
I
I
I
I
I
I
I
-----------------------------------------------------------------------------------I ARM A I
15.00
I
45.00
I
75.00
I 10.27 I 15.41 I 10.27
I
I ARM B I
15.00
I
45.00
I
75.00
I 0.74 I
1.11 I 0.74
I
I ARM C I
15.00
I
45.00
I
75.00
I 8.69 I 13.03 I 8.69
I
-----------------------------------------------------------------------------------Demand set:
Development PM - 421 dwellings
18.15
90 MIN.
15 MIN.
-----------------------------------------------------------------------------------I
I
I
I
I ARM
I
I
I
TO RISE
I
I
I
I
I
I
I
I
I
-----------------------------------------------------------------------------------I ARM A I
15.00
I
45.00
I
75.00
I 0.00 I
0.00 I 0.00
I
I ARM B I
15.00
I
45.00
I
75.00
I 1.26 I
1.89 I 1.26
I
I ARM C I
15.00
I
45.00
I
75.00
I 2.31 I
3.47 I 2.31
I
-----------------------------------------------------------------------------------Demand set:
A329 Reading Road - Woodward Close 2026 Scenario C PM Peak
----------------------------------------------------------I
I
TURNING PROPORTIONS
I
I
I
TURNING COUNTS
I
I
I
I
I
-------------------------------------I
TIME
----------------------------------------------------------I
16.45 - 18.15
I
I
I
I
I
I
I ARM A I 0.000 I 0.033 I 0.967 I
I
I
I
0.0 I
27.0 I 795.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
I
I ARM B I 0.102 I 0.000 I 0.898 I
I
I
I
6.0 I
0.0 I
53.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
I
I ARM C I 0.947 I 0.053 I 0.000 I
I
I
I 658.0 I
37.0 I
0.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
Demand set:
Development PM - 421 dwellings
----------------------------------------------------------I
I
TURNING PROPORTIONS
I
I
I
TURNING COUNTS
I
I
I
I
I
-------------------------------------I
TIME
----------------------------------------------------------I
16.45 - 18.15
I
I
I
I
I
I
I ARM A I 0.000 I 0.000 I 0.000 I
I
I
I
0.0 I
0.0 I
0.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
I
I ARM B I 0.000 I 0.000 I 1.000 I
I
I
I
0.0 I
0.0 I 101.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
I
I ARM C I 0.000 I 1.000 I 0.000 I
I
I
I
0.0 I 185.0 I
0.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
-------------------------------------------------------------------------------TRL
TRL Viewer
-------------------------------------------------------------------------------QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT
-------------------------------------------------------FOR COMBINED DEMAND SETS
AND FOR TIME PERIOD
2
-----------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 16.45-17.00
I
I
B-C
1.93
9.80
0.197
0.00
0.24
3.5
0.13
I
I
B-A
0.08
3.45
0.022
0.00
0.02
0.3
0.30
I
I
C-AB
2.79
8.66
0.322
0.00
0.48
7.1
0.17
I
I
A-B
0.34
I
I
A-C
9.98
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 17.00-17.15
I
I
B-C
2.31
9.22
0.250
0.24
0.33
4.8
0.14
I
I
B-A
0.09
2.75
0.033
0.02
0.03
0.5
0.38
I
I
C-AB
3.33
8.16
0.408
0.48
0.72
10.8
0.21
I
I
A-B
0.40
I
I
A-C
11.91
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 17.15-17.30
I
I
B-C
2.83
8.40
0.337
0.33
0.50
7.2
0.18
I
I
B-A
0.11
1.78
0.062
0.03
0.06
0.9
0.60
I
I
C-AB
4.07
7.47
0.545
0.72
1.42
20.6
0.29
I
I
A-B
0.50
I
I
A-C
14.59
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 17.30-17.45
I
I
B-C
2.83
8.39
0.337
0.50
0.50
7.5
0.18
I
I
B-A
0.11
1.76
0.062
0.06
0.07
1.0
0.61
I
I
C-AB
4.07
7.47
0.545
1.42
1.46
22.5
0.30
I
I
A-B
0.50
I
I
A-C
14.59
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 17.45-18.00
I
I
B-C
2.31
9.22
0.250
0.50
0.34
5.2
0.15
I
I
B-A
0.09
2.73
0.033
0.07
0.03
0.6
0.38
I
I
C-AB
3.33
8.16
0.408
1.46
0.77
11.8
0.21
I
I
A-B
0.40
I
I
A-C
11.91
I
I
I
------------------------------------------------------------------------------------------------------------------
-------------------------------------------------------------------------------TRL
TRL Viewer
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 18.00-18.15
I
I
B-C
1.93
9.80
0.197
0.34
0.25
3.8
0.13
I
I
B-A
0.08
3.44
0.022
0.03
0.02
0.4
0.30
I
I
C-AB
2.79
8.66
0.322
0.77
0.50
7.5
0.17
I
I
A-B
0.34
I
I
A-C
9.98
I
I
I
-----------------------------------------------------------------------------------------------------------------*WARNING* NO MARGINAL ANALYSIS OF CAPACITIES AS MAJOR ROAD BLOCKING MAY OCCUR
QUEUE FOR STREAM
B-C
------------------------TIME
NO. OF
SEGMENT
VEHICLES
ENDING
IN QUEUE
17.00
0.2
17.15
0.3
17.30
0.5
17.45
0.5
*
18.00
0.3
18.15
0.2
QUEUE FOR STREAM
B-A
------------------------TIME
NO. OF
SEGMENT
VEHICLES
ENDING
IN QUEUE
17.00
0.0
17.15
0.0
17.30
0.1
17.45
0.1
18.00
0.0
18.15
0.0
QUEUE FOR STREAM
C-AB
------------------------TIME
NO. OF
SEGMENT
VEHICLES
ENDING
IN QUEUE
17.00
0.5
17.15
0.7
*
17.30
1.4
*
17.45
1.5
*
18.00
0.8
*
18.15
0.5
QUEUEING DELAY INFORMATION OVER WHOLE PERIOD
---------------------------------------------------------------------------------------------------------------------I STREAM I
TOTAL DEMAND I
* QUEUEING *
I
I
I
* DELAY *
I
* DELAY *
I
I
I----------------------------------------------------------------I
I
(MIN/VEH) I
(MIN)
(MIN/VEH) I
--------------------------------------------------------------------------I B-C
I 212.0 I 141.3 I
32.1 I
0.15
I
32.1 I
0.15
I
I B-A
I
8.3 I
5.5 I
3.5 I
0.43
I
3.5 I
0.43
I
I C-AB I 305.6 I 203.7 I
80.2 I
0.26
I
80.2 I
0.26
I
I A-B
I
37.2 I
24.8 I
I
I
I
I
I A-C
I 1094.3 I 729.5 I
I
I
I
I
--------------------------------------------------------------------------I ALL
I 2562.9 I 1708.6 I
115.9 I
0.05
I
115.9 I
0.05
I
--------------------------------------------------------------------------* DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD
* INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES
WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD
* THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS
A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD.
*******END OF RUN*******
============================================= end of file ===============================================
Printed at 17:40:11 on 13/12/2011]
APPENDIX F
ARCADY Outputs
-------------------------------------------------------------------------------TRL
TRL Viewer
3.2 AG t:\.. \Arcady\A329 Reading Road - WRR Phase II - 2026 AM.vao - Page 1
-------------------------------------------------------------------------------___________________ A R C A D Y
6 ___________________
ASSESSMENT OF ROUNDABOUT CAPACITY AND DELAY
Analysis Program: Release 7.0 (FEBRUARY 2010)
(c) Copyright TRL Limited, 2010
Adapted from ARCADY/3 which is Crown Copyright
by permission of the controller of HMSO
______________________________________________________
For sales and distribution information,
program advice and maintenance, contact:
TRL Limited
Crowthorne House
Nine Mile Ride
Wokingham, Berks.
RG40 3GA,UK
Tel:
Fax:
Email:
Web:
+44 (0) 1344 770758
+44 (0) 1344 770356
[email protected]
www.trlsoftware.co.uk
--------------------------------------------------------------------------------THE USER OF THIS COMPUTER PROGRAM FOR THE SOLUTION OF AN ENGINEERING PROBLEM IS
IN NO WAY RELIEVED OF THEIR RESPONSIBILITY FOR THE CORRECTNESS OF THE SOLUTION
--------------------------------------------------------------------------------Run with file:"t:\Projects\6000 Series Project Numbers\6076ITB Land West of Watmore Lane, Winnersh\Tech\Junction Assessments\
Arcady\A329 Reading Road - WRR Phase II - 2026 AM.vai"
(drive-on-the-left ) at 11:41:03 on Tuesday, 20 December 2011
FILE PROPERTIES
***************
RUN TITLE:
LOCATION:
DATE:
CLIENT:
ENUMERATOR:
JOB NUMBER:
STATUS:
DESCRIPTION:
A329 Reading Road - Winnersh Relief Road Phase II Junction - 2026 AM Peak
Winnersh
21/10/11
Taylor Wimpey Southern Counties
ITB6076
Preliminary
INPUT DATA
**********
ARM A - A329 Reading Road (North)
ARM B - A329 Reading Road (South)
ARM C - Winnersh Relief Road
GEOMETRIC DATA
------------------------------------------------------------------------------------------------------------------------------------ T5
I ARM
I
V (M)
I
E (M)
I
L (M)
I
R (M)
I
D (M) I
PHI (DEG) I SLOPE I INTERCEPT (PCU/MIN) I
----------------------------------------------------------------------------------------------------------------------I ARM A I
3.50
I
7.50
I
30.00
I
25.00
I
60.00
I
30.0
I 0.599 I
32.145
I
I ARM B I
3.50
I
7.50
I
30.00
I
25.00
I
60.00
I
30.0
I 0.599 I
32.145
I
I ARM C I
3.65
I
7.50
I
30.00
I
25.00
I
60.00
I
30.0
I 0.603 I
32.530
I
----------------------------------------------------------------------------------------------------------------------V = approach half-width
E = entry width
L = effective flare length
R = entry radius
TRAFFIC DEMAND DATA
------------------Only sets included in the current run are shown
SCALING FACTORS
----------------------- T13
IARM I FLOW SCALE(%) I
----------------------I A
I
100
I
I B
I
100
I
I C
I
100
I
----------------------TIME PERIOD BEGINS(07.45)AND ENDS(09.15)
D = inscribed circle diameter
PHI = entry angle
-------------------------------------------------------------------------------TRL
TRL Viewer
-------------------------------------------------------------------------------LENGTH OF TIME PERIOD -(
90) MINUTES
LENGTH OF TIME SEGMENT - (15) MINUTES
DEMAND FLOW PROFILES ARE SYNTHESISED FROM THE TURNING COUNT DATA
DEMAND SET TITLE: 2026 AM Peak Scenario C
------------------------------------------------------------------------------ T15
I
I
I
RATE OF FLOW (VEH/MIN) I
I ARM
I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I
I
I
I
I
I
I
I
I
I
I
TO RISE
I PEAK I OF PEAK I PEAK I
-----------------------------------------------------------------------------I ARM A I
15.00
I
45.00
I
75.00
I 12.45 I 18.67 I 12.45 I
I ARM B I
15.00
I
45.00
I
75.00
I 17.17 I 25.76 I 17.17 I
I ARM C I
15.00
I
45.00
I
75.00
I 8.02 I 12.04 I 8.02 I
------------------------------------------------------------------------------
DEMAND SET TITLE:
2026 AM Peak Scenario C
----------------------------------------------------------- T33
I
I
TURNING PROPORTIONS
I
I
I
TURNING COUNTS
I
I
I
I
I
-------------------------------------I
TIME
I FROM/T I ARM A I ARM B I ARM C I
----------------------------------------------------------I
07.45 - 09.15
I
I
I
I
I
I
I ARM A I 0.000 I 0.964 I 0.036 I
I
I
I
0.0 I 960.0 I
36.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
I
I ARM B I 0.520 I 0.000 I 0.480 I
I
I
I 715.0 I
0.0 I 659.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
I
I ARM C I 0.008 I 0.992 I 0.000 I
I
I
I
5.0 I 637.0 I
0.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
-----------------------------------------------------------
------------------------------------------------------------------------------------------------------------------------------------------------------------------------- T70
I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 07.45-08.00
I
I ARM A
12.50
27.37
0.457
- 0.0
0.8
12.1
0.067
I
I ARM B
17.24
31.88
0.541
- 0.0
1.2
16.9
0.068
I
I ARM C
8.06
27.14
0.297
- 0.0
0.4
6.2
0.052
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 08.00-08.15
I
I ARM A
14.92
26.43
0.565
- 0.8
1.3
18.6
0.086
I
I ARM B
20.59
31.82
0.647
- 1.2
1.8
26.1
0.088
I
I ARM C
9.62
26.08
0.369
- 0.4
0.6
8.6
0.061
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 08.15-08.30
I
I ARM A
18.28
25.15
0.727
- 1.3
2.6
36.1
0.142
I
I ARM B
25.21
31.75
0.794
- 1.8
3.7
51.1
0.147
I
I ARM C
11.78
24.65
0.478
- 0.6
0.9
13.2
0.077
I
I
I
------------------------------------------------------------------------------------------------------------------
-------------------------------------------------------------------------------TRL
TRL Viewer
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 08.30-08.45
I
I ARM A
18.28
25.14
0.727
- 2.6
2.6
39.0
0.146
I
I ARM B
25.21
31.75
0.794
- 3.7
3.8
56.0
0.152
I
I ARM C
11.78
24.62
0.479
- 0.9
0.9
13.7
0.078
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 08.45-09.00
I
I ARM A
14.92
26.41
0.565
- 2.6
1.3
20.5
0.088
I
I ARM B
20.59
31.82
0.647
- 3.8
1.9
29.3
0.091
I
I ARM C
9.62
26.03
0.370
- 0.9
0.6
9.0
0.061
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 09.00-09.15
I
I ARM A
12.50
27.35
0.457
- 1.3
0.8
13.1
0.068
I
I ARM B
17.24
31.87
0.541
- 1.9
1.2
18.4
0.069
I
I ARM C
8.06
27.10
0.297
- 0.6
0.4
6.5
0.053
I
I
I
-----------------------------------------------------------------------------------------------------------------QUEUE AT ARM A
-------------TIME SEGMENT NO. OF
ENDING
VEHICLES
IN QUEUE
08.00
08.15
08.30
08.45
09.00
09.15
0.8
1.3
2.6
2.6
1.3
0.8
*
*
***
***
*
*
QUEUE AT ARM B
ENDING
VEHICLES
IN QUEUE
08.00
08.15
08.30
08.45
09.00
09.15
1.2
1.8
3.7
3.8
1.9
1.2
*
**
****
****
**
*
QUEUE AT ARM C
ENDING
VEHICLES
IN QUEUE
08.00
08.15
08.30
08.45
09.00
09.15
0.4
0.6
0.9
0.9
0.6
0.4
*
*
*
*
-------------------------------------------------------------------------------TRL
TRL Viewer
----------------------------------------------------------------------------------------------------------------------- T75
I ARM I
TOTAL DEMAND I
* QUEUEING *
I
I
I
* DELAY *
I
* DELAY *
I
I
I------------------------------------------------------------------I
I
(MIN/VEH) I
(MIN)
(MIN/VEH) I
---------------------------------------------------------------------------I
A
I 1370.9 I 913.9 I
139.4 I
0.10
I
139.4 I
0.10
I
I
B
I 1891.2 I 1260.8 I
197.7 I
0.10
I
197.7 I
0.10
I
I
C
I 883.7 I 589.1 I
57.1 I
0.06
I
57.1 I
0.06
I
---------------------------------------------------------------------------I ALL I 4145.8 I 2763.9 I
394.2 I
0.10
I
394.3 I
0.10
I
---------------------------------------------------------------------------* DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD.
* INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD.
* THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD.
END OF JOB
============================================= end of file ===============================================
Printed at 11:41:36 on 20/12/2011]
-------------------------------------------------------------------------------TRL
TRL Viewer
3.2 AG t:\.. \Arcady\A329 Reading Road - WRR Phase II - 2026 PM.vao - Page 1
-------------------------------------------------------------------------------___________________ A R C A D Y
6 ___________________
______________________________________________________
TRL Limited
Crowthorne House
Nine Mile Ride
Wokingham, Berks.
RG40 3GA,UK
Tel:
Fax:
Email:
Web:
+44 (0) 1344 770758
+44 (0) 1344 770356
[email protected]
Arcady\A329 Reading Road - WRR Phase II - 2026 PM.vai"
FILE PROPERTIES
***************
RUN TITLE:
LOCATION:
DATE:
CLIENT:
ENUMERATOR:
JOB NUMBER:
STATUS:
DESCRIPTION:
A329 Reading Road - Winnersh Relief Road Phase II Junction - 2026 PM Peak
Winnersh
21/10/11
ITB6076
Preliminary
INPUT DATA
**********
GEOMETRIC DATA
------------------------------------------------------------------------------------------------------------------------------------ T5
I ARM
I
V (M)
I
E (M)
I
L (M)
I
R (M)
I
D (M) I
----------------------------------------------------------------------------------------------------------------------I ARM A I
3.50
I
7.50
I
30.00
I
25.00
I
60.00
I
30.0
I 0.599 I
32.145
I
I ARM B I
3.50
I
7.50
I
30.00
I
25.00
I
60.00
I
30.0
I 0.599 I
32.145
I
I ARM C I
3.65
I
7.50
I
30.00
I
25.00
I
60.00
I
30.0
I 0.603 I
32.530
I
E = entry width
R = entry radius
TRAFFIC DEMAND DATA
SCALING FACTORS
----------------------- T13
----------------------I A
I
100
I
I B
I
100
I
I C
I
100
I
PHI = entry angle
-------------------------------------------------------------------------------TRL
TRL Viewer
90) MINUTES
DEMAND SET TITLE: 2026 PM Peak Scenario C
------------------------------------------------------------------------------ T15
I
I
I
I ARM
I
I
I
I
I
I
I
I
I
I
TO RISE
-----------------------------------------------------------------------------I ARM A I
15.00
I
45.00
I
75.00
I 10.61 I 15.92 I 10.61 I
I ARM B I
15.00
I
45.00
I
75.00
I 16.98 I 25.46 I 16.98 I
I ARM C I
15.00
I
45.00
I
75.00
I 7.20 I 10.80 I 7.20 I
------------------------------------------------------------------------------
DEMAND SET TITLE:
2026 PM Peak Scenario C
----------------------------------------------------------- T33
I
I
TURNING PROPORTIONS
I
I
I
TURNING COUNTS
I
I
I
I
I
-------------------------------------I
TIME
----------------------------------------------------------I
16.45 - 18.15
I
I
I
I
I
I
I ARM A I 0.000 I 0.979 I 0.021 I
I
I
I
0.0 I 831.0 I
18.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
I
I ARM B I 0.504 I 0.000 I 0.496 I
I
I
I 684.0 I
0.0 I 674.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
I
I ARM C I 0.019 I 0.981 I 0.000 I
I
I
I
11.0 I 565.0 I
0.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
-----------------------------------------------------------
------------------------------------------------------------------------------------------------------------------------------------------------------------------------- T70
I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 16.45-17.00
I
I ARM A
10.65
27.91
0.382
- 0.0
0.6
9.0
0.058
I
I ARM B
17.04
32.01
0.532
- 0.0
1.1
16.4
0.066
I
I ARM C
7.23
27.38
0.264
- 0.0
0.4
5.3
0.050
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 17.00-17.15
I
I ARM A
12.72
27.08
0.470
- 0.6
0.9
12.9
0.069
I
I ARM B
20.35
31.98
0.636
- 1.1
1.7
24.9
0.085
I
I ARM C
8.63
26.36
0.327
- 0.4
0.5
7.1
0.056
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 17.15-17.30
I
I ARM A
15.58
25.94
0.601
- 0.9
1.5
21.4
0.096
I
I ARM B
24.92
31.95
0.780
- 1.7
3.4
47.5
0.138
I
I ARM C
10.57
24.99
0.423
- 0.5
0.7
10.7
0.069
I
I
I
------------------------------------------------------------------------------------------------------------------
-------------------------------------------------------------------------------TRL
TRL Viewer
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 17.30-17.45
I
I ARM A
15.58
25.93
0.601
- 1.5
1.5
22.3
0.097
I
I ARM B
24.92
31.95
0.780
- 3.4
3.5
51.7
0.142
I
I ARM C
10.57
24.96
0.423
- 0.7
0.7
10.9
0.069
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 17.45-18.00
I
I ARM A
12.72
27.06
0.470
- 1.5
0.9
13.8
0.070
I
I ARM B
20.35
31.98
0.636
- 3.5
1.8
27.8
0.088
I
I ARM C
8.63
26.31
0.328
- 0.7
0.5
7.5
0.057
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 18.00-18.15
I
I ARM A
10.65
27.89
0.382
- 0.9
0.6
9.5
0.058
I
I ARM B
17.04
32.01
0.532
- 1.8
1.1
17.7
0.067
I
I ARM C
7.23
27.34
0.264
- 0.5
0.4
5.5
0.050
I
I
I
-----------------------------------------------------------------------------------------------------------------QUEUE AT ARM A
ENDING
VEHICLES
IN QUEUE
17.00
17.15
17.30
17.45
18.00
18.15
0.6
0.9
1.5
1.5
0.9
0.6
*
*
*
*
*
*
QUEUE AT ARM B
ENDING
VEHICLES
IN QUEUE
17.00
17.15
17.30
17.45
18.00
18.15
1.1
1.7
3.4
3.5
1.8
1.1
*
**
***
***
**
*
QUEUE AT ARM C
ENDING
VEHICLES
IN QUEUE
17.00
17.15
17.30
17.45
18.00
18.15
0.4
0.5
0.7
0.7
0.5
0.4
*
*
-------------------------------------------------------------------------------TRL
TRL Viewer
----------------------------------------------------------------------------------------------------------------------- T75
I ARM I
TOTAL DEMAND I
* QUEUEING *
I
I
I
* DELAY *
I
* DELAY *
I
I
I------------------------------------------------------------------I
I
(MIN/VEH) I
(MIN)
(MIN/VEH) I
---------------------------------------------------------------------------I
A
I 1168.6 I 779.1 I
88.9 I
0.08
I
88.9 I
0.08
I
I
B
I 1869.2 I 1246.1 I
186.1 I
0.10
I
186.1 I
0.10
I
I
C
I 792.8 I 528.5 I
47.0 I
0.06
I
47.0 I
0.06
I
---------------------------------------------------------------------------I ALL I 3830.6 I 2553.7 I
321.9 I
0.08
I
322.0 I
0.08
I
END OF JOB
============================================= end of file ===============================================
Printed at 11:42:06 on 20/12/2011]
-------------------------------------------------------------------------------TRL
TRL Viewer
-------------------------------------------------------------------------------___________________ A R C A D Y
6 ___________________
______________________________________________________
TRL Limited
Crowthorne House
Nine Mile Ride
Wokingham, Berks.
RG40 3GA,UK
Tel:
Fax:
Email:
Web:
+44 (0) 1344 770758
+44 (0) 1344 770356
[email protected]
Arcady\A329 Reading Road - WRR Phase II - 2026 AM.vai"
FILE PROPERTIES
***************
RUN TITLE:
LOCATION:
DATE:
CLIENT:
ENUMERATOR:
JOB NUMBER:
STATUS:
DESCRIPTION:
A329 Reading Road - Winnersh Relief Road Phase II Junction - 2026 AM Peak
Winnersh
21/10/11
ITB6076
Preliminary
INPUT DATA
**********
GEOMETRIC DATA
------------------------------------------------------------------------------------------------------------------------------------ T5
I ARM
I
V (M)
I
E (M)
I
L (M)
I
R (M)
I
D (M) I
----------------------------------------------------------------------------------------------------------------------I ARM A I
3.50
I
7.50
I
30.00
I
25.00
I
60.00
I
30.0
I 0.599 I
32.145
I
I ARM B I
3.50
I
7.50
I
30.00
I
25.00
I
60.00
I
30.0
I 0.599 I
32.145
I
I ARM C I
3.65
I
7.50
I
30.00
I
25.00
I
60.00
I
30.0
I 0.603 I
32.530
I
E = entry width
R = entry radius
TRAFFIC DEMAND DATA
SCALING FACTORS
----------------------- T13
----------------------I A
I
100
I
I B
I
100
I
I C
I
100
I
PHI = entry angle
-------------------------------------------------------------------------------TRL
TRL Viewer
90) MINUTES
DEMAND SET TITLE: 2026 AM Peak Scenario C
------------------------------------------------------------------------------ T15
I
I
I
I ARM
I
I
I
I
I
I
I
I
I
I
TO RISE
-----------------------------------------------------------------------------I ARM A I
15.00
I
45.00
I
75.00
I 12.45 I 18.67 I 12.45 I
I ARM B I
15.00
I
45.00
I
75.00
I 17.17 I 25.76 I 17.17 I
I ARM C I
15.00
I
45.00
I
75.00
I 8.02 I 12.04 I 8.02 I
------------------------------------------------------------------------------
DEMAND SET TITLE: Development - 421 dwellings
------------------------------------------------------------------------------ T15
I
I
I
I ARM
I
I
I
I
I
I
I
I
I
I
TO RISE
-----------------------------------------------------------------------------I ARM A I
15.00
I
45.00
I
75.00
I 2.44 I
3.66 I 2.44 I
I ARM B I
15.00
I
45.00
I
75.00
I 0.30 I
0.45 I 0.30 I
I ARM C I
15.00
I
45.00
I
75.00
I 0.56 I
0.84 I 0.56 I
-----------------------------------------------------------------------------DEMAND SET TITLE:
2026 AM Peak Scenario C
----------------------------------------------------------- T33
I
I
TURNING PROPORTIONS
I
I
I
TURNING COUNTS
I
I
I
I
I
-------------------------------------I
TIME
----------------------------------------------------------I
07.45 - 09.15
I
I
I
I
I
I
I ARM A I 0.000 I 0.964 I 0.036 I
I
I
I
0.0 I 960.0 I
36.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
I
I ARM B I 0.520 I 0.000 I 0.480 I
I
I
I 715.0 I
0.0 I 659.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
I
I ARM C I 0.008 I 0.992 I 0.000 I
I
I
I
5.0 I 637.0 I
0.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
----------------------------------------------------------DEMAND SET TITLE:
Development - 421 dwellings
----------------------------------------------------------- T33
I
I
TURNING PROPORTIONS
I
I
I
TURNING COUNTS
I
I
I
I
I
-------------------------------------I
TIME
----------------------------------------------------------I
07.45 - 09.15
I
I
I
I
I
I
I ARM A I 0.000 I 0.349 I 0.651 I
I
I
I
0.0 I
68.0 I 127.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
I
I ARM B I 1.000 I 0.000 I 0.000 I
I
I
I
24.0 I
0.0 I
0.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
I
I ARM C I 1.000 I 0.000 I 0.000 I
I
I
I
45.0 I
0.0 I
0.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
-----------------------------------------------------------
-------------------------------------------------------------------------------TRL
TRL Viewer
------------------------------------------------------------------------------------------------------------------------------------------------------------------------- T70
I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 07.45-08.00
I
I ARM A
14.94
27.37
0.546
- 0.0
1.2
17.1
0.079
I
I ARM B
17.54
30.93
0.567
- 0.0
1.3
18.7
0.074
I
I ARM C
8.62
26.96
0.320
- 0.0
0.5
6.9
0.054
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 08.00-08.15
I
I ARM A
17.84
26.43
0.675
- 1.2
2.0
29.0
0.115
I
I ARM B
20.95
30.69
0.683
- 1.3
2.1
30.2
0.102
I
I ARM C
10.29
25.87
0.398
- 0.5
0.7
9.7
0.064
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 08.15-08.30
I
I ARM A
21.86
25.16
0.869
- 2.0
5.8
75.4
0.264
I
I ARM B
25.65
30.37
0.845
- 2.1
5.0
67.3
0.196
I
I ARM C
12.61
24.41
0.516
- 0.7
1.1
15.4
0.084
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 08.30-08.45
I
I ARM A
21.86
25.14
0.869
- 5.8
6.2
90.8
0.296
I
I ARM B
25.65
30.36
0.845
- 5.0
5.2
77.1
0.210
I
I ARM C
12.61
24.35
0.518
- 1.1
1.1
15.9
0.085
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 08.45-09.00
I
I ARM A
17.84
26.41
0.676
- 6.2
2.1
35.1
0.124
I
I ARM B
20.95
30.66
0.683
- 5.2
2.2
35.3
0.107
I
I ARM C
10.29
25.79
0.399
- 1.1
0.7
10.3
0.065
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 09.00-09.15
I
I ARM A
14.94
27.35
0.546
- 2.1
1.2
18.9
0.081
I
I ARM B
17.54
30.91
0.567
- 2.2
1.3
20.6
0.075
I
I ARM C
8.62
26.92
0.320
- 0.7
0.5
7.2
0.055
I
I
I
------------------------------------------------------------------------------------------------------------------
-------------------------------------------------------------------------------TRL
TRL Viewer
-------------------------------------------------------------------------------QUEUE AT ARM A
ENDING
VEHICLES
IN QUEUE
08.00
08.15
08.30
08.45
09.00
09.15
1.2
2.0
5.8
6.2
2.1
1.2
*
**
******
******
**
*
QUEUE AT ARM B
ENDING
VEHICLES
IN QUEUE
08.00
08.15
08.30
08.45
09.00
09.15
1.3
2.1
5.0
5.2
2.2
1.3
*
**
*****
*****
**
*
QUEUE AT ARM C
ENDING
VEHICLES
IN QUEUE
08.00
08.15
08.30
08.45
09.00
09.15
0.5
0.7
1.1
1.1
0.7
0.5
*
*
*
*
----------------------------------------------------------------------------------------------------------------------- T75
I ARM I
TOTAL DEMAND I
* QUEUEING *
I
I
I
* DELAY *
I
* DELAY *
I
I
I------------------------------------------------------------------I
I
(MIN/VEH) I
(MIN)
(MIN/VEH) I
---------------------------------------------------------------------------I
A
I 1639.3 I 1092.9 I
266.4 I
0.16
I
266.4 I
0.16
I
I
B
I 1924.2 I 1282.8 I
249.2 I
0.13
I
249.2 I
0.13
I
I
C
I 945.6 I 630.4 I
65.3 I
0.07
I
65.3 I
0.07
I
---------------------------------------------------------------------------I ALL I 4509.2 I 3006.1 I
580.9 I
0.13
I
581.0 I
0.13
I
END OF JOB
============================================= end of file ===============================================
Printed at 17:42:34 on 13/12/2011]
-------------------------------------------------------------------------------TRL
TRL Viewer
-------------------------------------------------------------------------------___________________ A R C A D Y
6 ___________________
______________________________________________________
TRL Limited
Crowthorne House
Nine Mile Ride
Wokingham, Berks.
RG40 3GA,UK
Tel:
Fax:
Email:
Web:
+44 (0) 1344 770758
+44 (0) 1344 770356
[email protected]
Arcady\A329 Reading Road - WRR Phase II - 2026 PM.vai"
FILE PROPERTIES
***************
RUN TITLE:
LOCATION:
DATE:
CLIENT:
ENUMERATOR:
JOB NUMBER:
STATUS:
DESCRIPTION:
A329 Reading Road - Winnersh Relief Road Phase II Junction - 2026 PM Peak
Winnersh
21/10/11
ITB6076
Preliminary
INPUT DATA
**********
GEOMETRIC DATA
------------------------------------------------------------------------------------------------------------------------------------ T5
I ARM
I
V (M)
I
E (M)
I
L (M)
I
R (M)
I
D (M) I
----------------------------------------------------------------------------------------------------------------------I ARM A I
3.50
I
7.50
I
30.00
I
25.00
I
60.00
I
30.0
I 0.599 I
32.145
I
I ARM B I
3.50
I
7.50
I
30.00
I
25.00
I
60.00
I
30.0
I 0.599 I
32.145
I
I ARM C I
3.65
I
7.50
I
30.00
I
25.00
I
60.00
I
30.0
I 0.603 I
32.530
I
E = entry width
R = entry radius
TRAFFIC DEMAND DATA
SCALING FACTORS
----------------------- T13
----------------------I A
I
100
I
I B
I
100
I
I C
I
100
I
PHI = entry angle
-------------------------------------------------------------------------------TRL
TRL Viewer
90) MINUTES
DEMAND SET TITLE: 2026 PM Peak Scenario C
------------------------------------------------------------------------------ T15
I
I
I
I ARM
I
I
I
I
I
I
I
I
I
I
TO RISE
-----------------------------------------------------------------------------I ARM A I
15.00
I
45.00
I
75.00
I 10.61 I 15.92 I 10.61 I
I ARM B I
15.00
I
45.00
I
75.00
I 16.98 I 25.46 I 16.98 I
I ARM C I
15.00
I
45.00
I
75.00
I 7.20 I 10.80 I 7.20 I
------------------------------------------------------------------------------
DEMAND SET TITLE: Development - 421 dwellings
------------------------------------------------------------------------------ T15
I
I
I
I ARM
I
I
I
I
I
I
I
I
I
I
TO RISE
-----------------------------------------------------------------------------I ARM A I
15.00
I
45.00
I
75.00
I 1.26 I
1.89 I 1.26 I
I ARM B I
15.00
I
45.00
I
75.00
I 0.80 I
1.20 I 0.80 I
I ARM C I
15.00
I
45.00
I
75.00
I 1.51 I
2.27 I 1.51 I
-----------------------------------------------------------------------------DEMAND SET TITLE:
2026 PM Peak Scenario C
----------------------------------------------------------- T33
I
I
TURNING PROPORTIONS
I
I
I
TURNING COUNTS
I
I
I
I
I
-------------------------------------I
TIME
----------------------------------------------------------I
16.45 - 18.15
I
I
I
I
I
I
I ARM A I 0.000 I 0.979 I 0.021 I
I
I
I
0.0 I 831.0 I
18.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
I
I ARM B I 0.504 I 0.000 I 0.496 I
I
I
I 684.0 I
0.0 I 674.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
I
I ARM C I 0.019 I 0.981 I 0.000 I
I
I
I
11.0 I 565.0 I
0.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
----------------------------------------------------------DEMAND SET TITLE:
Development - 421 dwellings
----------------------------------------------------------- T33
I
I
TURNING PROPORTIONS
I
I
I
TURNING COUNTS
I
I
I
I
I
-------------------------------------I
TIME
----------------------------------------------------------I
16.45 - 18.15
I
I
I
I
I
I
I ARM A I 0.000 I 0.347 I 0.653 I
I
I
I
0.0 I
35.0 I
66.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
I
I ARM B I 1.000 I 0.000 I 0.000 I
I
I
I
64.0 I
0.0 I
0.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
I
I ARM C I 1.000 I 0.000 I 0.000 I
I
I
I 121.0 I
0.0 I
0.0 I
I
I
I ( 0.0)I ( 0.0)I ( 0.0)I
I
I
I
I
I
I
-----------------------------------------------------------
-------------------------------------------------------------------------------TRL
TRL Viewer
------------------------------------------------------------------------------------------------------------------------------------------------------------------------- T70
I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 16.45-17.00
I
I ARM A
11.92
27.91
0.427
- 0.0
0.7
10.8
0.062
I
I ARM B
17.84
31.52
0.566
- 0.0
1.3
18.6
0.072
I
I ARM C
8.75
26.90
0.325
- 0.0
0.5
7.0
0.055
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 17.00-17.15
I
I ARM A
14.23
27.08
0.526
- 0.7
1.1
16.0
0.078
I
I ARM B
21.31
31.39
0.679
- 1.3
2.1
29.8
0.098
I
I ARM C
10.44
25.79
0.405
- 0.5
0.7
9.9
0.065
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 17.15-17.30
I
I ARM A
17.43
25.95
0.672
- 1.1
2.0
28.6
0.116
I
I ARM B
26.09
31.22
0.836
- 2.1
4.7
64.1
0.183
I
I ARM C
12.79
24.31
0.526
- 0.7
1.1
16.0
0.086
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 17.30-17.45
I
I ARM A
17.43
25.93
0.672
- 2.0
2.0
30.3
0.117
I
I ARM B
26.09
31.22
0.836
- 4.7
4.9
72.6
0.194
I
I ARM C
12.79
24.25
0.527
- 1.1
1.1
16.6
0.087
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 17.45-18.00
I
I ARM A
14.23
27.06
0.526
- 2.0
1.1
17.4
0.079
I
I ARM B
21.31
31.39
0.679
- 4.9
2.2
34.4
0.103
I
I ARM C
10.44
25.71
0.406
- 1.1
0.7
10.6
0.066
I
I
I
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I TIME
PEDESTRIAN START
END
DELAY
GEOMETRIC DELAY
AVERAGE DELAY I
I
FLOW
QUEUE QUEUE
(VEH.MIN/
(VEH.MIN/
PER ARRIVING I
I
(RFC)
VEHICLE (MIN) I
I 18.00-18.15
I
I ARM A
11.92
27.89
0.427
- 1.1
0.8
11.5
0.063
I
I ARM B
17.84
31.51
0.566
- 2.2
1.3
20.5
0.074
I
I ARM C
8.75
26.85
0.326
- 0.7
0.5
7.4
0.055
I
I
I
------------------------------------------------------------------------------------------------------------------
-------------------------------------------------------------------------------TRL
TRL Viewer
-------------------------------------------------------------------------------QUEUE AT ARM A
ENDING
VEHICLES
IN QUEUE
17.00
17.15
17.30
17.45
18.00
18.15
0.7
1.1
2.0
2.0
1.1
0.8
*
*
**
**
*
*
QUEUE AT ARM B
ENDING
VEHICLES
IN QUEUE
17.00
17.15
17.30
17.45
18.00
18.15
1.3
2.1
4.7
4.9
2.2
1.3
*
**
*****
*****
**
*
QUEUE AT ARM C
ENDING
VEHICLES
IN QUEUE
17.00
17.15
17.30
17.45
18.00
18.15
0.5
0.7
1.1
1.1
0.7
0.5
*
*
*
*
----------------------------------------------------------------------------------------------------------------------- T75
I ARM I
TOTAL DEMAND I
* QUEUEING *
I
I
I
* DELAY *
I
* DELAY *
I
I
I------------------------------------------------------------------I
I
(MIN/VEH) I
(MIN)
(MIN/VEH) I
---------------------------------------------------------------------------I
A
I 1307.6 I 871.7 I
114.5 I
0.09
I
114.6 I
0.09
I
I
B
I 1957.3 I 1304.9 I
239.9 I
0.12
I
239.9 I
0.12
I
I
C
I 959.4 I 639.6 I
67.5 I
0.07
I
67.5 I
0.07
I
---------------------------------------------------------------------------I ALL I 4224.3 I 2816.2 I
421.9 I
0.10
I
422.0 I
0.10
I
END OF JOB
============================================= end of file ===============================================
Printed at 17:43:23 on 13/12/2011]

- Wokingham Borough Council

Transcription

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