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13.1 GENERAL
REFERENCES - CHAPTER 13
13.1 GENERAL
13.1.2 Secondly, the operational appraisal should describe the local impact of a
scheme so that the strengths and weaknesses of a proposal can be identified (eg are
any junctions likely to become overloaded ?I. This will often suggest beneficial
amendments to the detailed design such as ancillary traffic management. The
appraisal will also identify areas where complementary action will be needed by
statutory and other bodies such as Local Authorities or bus operators.
13.1.3 The first section of this chapter sets out a check-list of operational features
which may be relevant in examining a particular scheme. The second section
describes methods which will be of value in examining the model itself, as well as in
assisting understanding of traffic behaviour. The third and fourth sections concern
networks and junctions, the latter usually being the kernel of most traffic problems.
The final section describes the preparation of traffic figures for use with other
Departmental publications and discusses some of the problems inherent at these
interfaces.
13.2.1 Most features requiring consideration in operational appraisal lie within the
vicinity of a scheme. Occasionally, remote features such as signing or an estimate
of increased loadings on unsuitable link roads will require consideration. No check-
list of features requiring examination can be exhaustive because the nature of
operational appraisal is its case dependence. However the following check-list
contains some common features for consideration many of which can be examined
using the tools described later in 13.3 (a full list of references relating to design is
given in DTp Circular 4/79, ref 1).
i) Safety: is this option, in its detailed layout, the most cost effective
which can be designed ? What are the accident costs estimated by COBA?
Could small changes in layout and signing encourage greater volumes of
traffic to use roads with lower accident rates or pass through fewer junctions?
Can pedestrians be further segregated from traffic?
ii) Network balance: for example, does the relief of one bottleneck (which
h-’ is not part of a comprehensive route improvement programme) cause longer
queues at the next bottleneck thereby reducing the peak period economic
benefits calculated by COBA? Do climbing lanes following a long stretch of
single carriageway with restricted overtaking provide considerable benefits
which are underestimated by COBA?
iii) Pedestrians: Will pedestrian facilities be necessary that will alter the
attractiveness of a scheme? For example, a new pelican crossing on a new
dual carriageway (thereby negating much benefit); or a new footbridge or
subway (with the associated capital cost).
iv) Interacting Junctions: Does the pattern of release of flow from one
junction affect another downstream ? (This can be a positive or a negative
effect; it can be positive particularly when the downstream junction is of the
major/minor type and the minor road flow needs breaks in the major road
flow).
v) Access: Are there any restrictions (eg height, weight, turning radii,
traffic management policies) which prevent traffic from using the modelled
routes? Should some accesses be closed for safety or capacity reasons? Does
the scheme attract traffic down undesirable routes to gain access to it? (eg
residential areas, unsuitable country lanes, town centre etc).
vii) Planning Policies: Does the scheme close or assist land development
options?
13.2.2 When carrying out operational appraisal on new road schemes, it is important
to distinguish between those operational features which fundamentally affect the
decision on the viability of a scheme (eg demolition of buildings to provide necessary
junction capacity); and those features which are marginal details that can be
amended at low cost after a scheme has settled in (eg traffic signal settings).
13.3.1 There is a range of diagnostic quantities which can be used in appraising the
impact of a scheme. Nearly all can be extracted from a traffic model and are of
assistance in understanding, and explaining to others (see Chapter 151, what a
particular scheme would achieve. They are also of value in optimising detailed
aspects of particular solutions but, when a choice between alternative solutions is to
be made, they must take second place to the formal economic and environmental
appraisals.
13.32 Operational appraisal is by its nature scheme dependent and the responsibility
of local practitioners. The following items are amongst those of value:
i) J ournev Times: The estimated journey time for a vehicle using the
whole of a new route as against the old. For large schemes this can be done
for major sub routes. Figure 13.1 shows how a map can be prepared in critical
sections of a network showing speeds.
iii) “Select link plots” (figure 13.3) as produced by programs RDSELC and
RDPLOT, showing the traffic contribution to the network of traffic on a
chosen link (usually a major scheme link or a link of interest such as a High
Street.) Separate vehicle classes (eg commercial vehicles) or purpose types
can be examined if appropriate.
iv) Estimated loadinps that major links may experience over their
economic life can be plotted as in Figure 13.4. This figure can be extended
to illustrate the uncertain opening of a neighbouring link (Figure 13.5). The
base need not be AADT: it could, for example, be a COBA flow group.
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6
13.4 THE USE OF CORDON ISOLATION TO EXAMINE CONGESTED NETWORKS
13.4.1 In all traffic models, except the very smallest of less than about 30 zones, the
use of cordon isolation software to extract a sub-network from the model being used
can provide a powerful tool for the appraisal of difficult areas such as sections of
congested network. A cordon matrix can be extracted in ROADWAY using RDSELC.
A cordon network extraction program may be available in 1981.
13.4.2 The cordon isolation should be as small as is feasible to surround the problem
area. Small models with less than 30 zones or 60 links are highly intelligible and
controllable for detailed operational appraisals and embrace all the major influence
of the usual features under examination (eg one or two bottlenecks; interacting
junctions; a new land use development; terminal arrangements of a new road) which
any model is capable of discerning. This is because traffic quickly, but not instantly,
disperses over the network (see Fig 13.7) and the difference in delays to traffic at
a junction approach at varying traffic loadings is very small providing the junction
approach is working a little below capacity. If a junction approach is working near
capacity and above, the rate of change of delay with flow is very fast, and so very
small changes in flow at junctions well remote from the influence of the scheme can
show up as major effects in a traffic model. In reality many minor adjustments take
place in traffic demand (ref 2) which remove the major operational problems
predicted by traffic models at small flow changes (these small changes in traffic
demand do of course carry associated costs to traffic). The analysis of congested
networks is described in the TRAFFICQ user manual (see Appendix 13.1).
13.4.3 The time periods for use in such appraisals were discussed in 5.7. Any
factored daily matrix (see also 6.10) which will place the design under feasible peak
loadings of the type of interest in the area of interest will be suitable. (There is an
analogy here with the load testing of structures). Factoring to make the design
respond under directional loadings may be injected if required. For small matrices,
ad hoc methods of factoring the daily matrix will be sufficient: for example, a factor
based on the ratio of peak period flow in the direction being considered to the daily
flow on cordon crossing points.
13.4.4 The following two methods are among the approaches suitable for larger
matrices. In the first, a peak period matrix may be built at, or compressed to, a very
coarse sector level (perhaps 5 sectors of homogeneous traffic interest) and be divided
by the daily matrix compressed to the same level: this then gives a directional peak
to daily factor for each sector. Each cell in the uncompressed daily matrix can then
be factored by the appropriate sector factor (eg there will be 25 factors for a 5
sector system). This coarse sectoring process overcomes peak period sampling
problems because the factors are drawn from a data base which contains sufficient
interviews during the peak period to derive a directional relationship with the daily
matrix.
‘A3Q
I
13.4.5 A second method which can be adopted, which is more convenient to apply to
synthetic models than to observed data models, is to take “slices” of daily purpose
matrices and assemble these into a peak period matrix. In this method, the data base
L is examined to establish the percentage and direction of trips from each purpose in
the time period of interest (and this is sometimes only done for home based journey
to work trips). For example, in the morning peak period a substantial percentage of
the home based journey to work trips will take place, travelling to work. The
morning peak matrix might therefore be of the form:
+ . . . . .
and al .> a2
13.4.6 The choice of model to be used once a cordon matrix and network has been
extracted is quite wide (see also 5.3):
L 13.4.7 Manual assignment, or the use of the diversion curve in 9.6 together with
calculations of junction delays based on the calculations described in the COBA
Manual Section 6.
13.4.8 This model will generally require minor refitting. It may be necessary to
improve the level of model detail within the cordon by means of increased zone and
network definition and the use of more complex assignment procedures (ie capacity
restraint, multi-routeing). If Burrell multi-routing is used, a substantial number of
trees per origin (perhaps up to 100) may be needed with a small number of zones (eg
30) to achieve stability (see 9.5).
TWFICQ
13.4.9 TRAFFICQ (ref 3) was outlined in section 5.5. TRAFFICQ operates at the
most detailed level of techniques widely used in the UK, by following individual
vehicles through the network and registering their progress through queues; waiting
for traffic signals to turn green; waiting for gaps to execute right turns; and so on.
For a given traffic demand in a small congested network, TRAFFICQ is suitable for
examination of:
i) a new road;
vi) the effect of changed traffic demand or behaviour - say from a new
industrial estate, superstore, or car park.
13.4.10 One of the virtues of using TRAFFICQ for small networks is that whilst
all route choice options (including multi-routeing) are open, a full route choice model
does not have to be fitted because manual assignment is used (diversion curves, see
9.6, or other methods external to the program can of course be used): this makes for
very fast appraisal. However this property ceases to be a virtue on networks much
larger than 30-50 links. The detail output by TRAFFICQ in networks over the 50 link
size is also too large to be examined critically.
134.12 CONTRAM which was also outlined in 5.5, is a dynamic traffic model
developed by TRRL (ref 4) which embraces route choice as an important feature of
the program. The only extension in data requirements over its conventional steady
state capacity restraint counterparts is the need to provide:
For operational appraisal this associated time of departure can either be measured,
or constructed using a flow profile, or simply assumed to be constant over the time
period being considered.
13.4.14 In one study CONTRAM has been used to investigate traffic delays
during maintenance operations.
\- General
13.5.1 Junctions, of whatever type, are the kernel of most operational problems and
almost exclusively so in urban areas. There are 4 major types of junction:
i) grade separation;
and at the system solutions such as gyrator&s, G-turns and Q-turns which generally
aim at re-routeing right turning traffic.
13.5.2 Well-chosen and well-designed junctions can provide very great benefits at low
cost. For example, if just one extra lane can be provided at an over-saturated traffic
signal approach, discharging for only 30 seconds per minute, this can remove queuing
vehicles from the approach at a typical rate of 5 kilometres of queue per hour.
13.5.3 The major operational features of the junction types can be summarised as
follows:
v) Hybrids and others: used only to overcome specific site problems; can
be difficult to sign and can cause access problems.
13.5.4 Any formula for assessing delay is only as good as the information on capacity
and traffic flows fed into it. Very small changes in either when a junction approach
is operating near or above capacity will have substantial impact on results. A
junction approach has three identifiable states of operation:
i) under canacitv
(the steady state condition where the arrival of traffic during one interval has
no impact on traffic arriving in subsequent intervals);
13.5.5 The following data is required to operate the “time dependent” formulae that
can evaluate all three of the states in 13.5.4 above:
iv) the queue at each junction approach at the start of the interval; and
13.5.6 A version of these time dependent formulae is now a component part of the
following programs (see also section 6 of COBAS Manual):
i) COBA
ii) ARCADY
iii) PICADY
iv) MIDAS
The formulae are applied in two forms, “high definition” or “low definition”,
depending on the type of appraisal. Strategic appraisals such as COBA cannot
realistically estimate detailed 5-minute by 5-minute flows for new roads over 30
years: in these cases the formulae are applied in low definition using a “block time”
based on average surveyed profiles to allow representation of the build up and decay
of traffic.
13.5.7 ARCADY (refs 5 and 6) and PICADY (ref 6) are programs requiring input in
short time intervals which output queue lengths and average delays over these
intervals: ARCADY is concerned with isolated roundabouts and PICADY with isolated
major/minor junctions. Both these programs are powerful tools for understanding
how junctions operate and therefore for both improving existing junctions and
allowing improved advice to be issued on new designs. Because of the uncertainty
of forecast future year turning movements at new junctions, they cannot be directly
applied in these cases without careful formulation of the design problem (see
13.5.10).
iii) the balance of the turning movements at the junction. For example,
for a three arm major/minor junction, considering the minor arm, either
General
13.6.1 The existing range of Departmental publications for use in design which
require estimates of traffic volumes are given in ref 1. These publications cover:
- economic appraisal
- geometric design.
In general, these publications have evolved using flow definitions that could be
measured at the present day (eg “highest flow for any specific hour of the week
averaged over any consecutive 13 weeks during the busiest period in the year”). The
definitions of flow, and those of vehicle class, also vary between the publications.
The forecast flows of traffic, however, which traffic engineers can estimate, are
based on parameters which are in the main daily or annually based (eg national road
traffic forecasts). The publications, many of which are due for replacement for
other reasons, are to be systematically revised as convenient to be consistent with
traffic forecasting methods. This section discusses the flow estimates required from
the traffic appraisal by these publications.
13.6.2 There are two general points to be made. Firstly, the unit of flow with which
all traffic appraisals can sensibly end is 24 hour Annual Average Daily Traffic and
this unit will be adopted by the revised design publications which use forecast flows.
Peak hourly flows can only usually be obtained by factoring (see 5.7). (Appendix D14
contains factors to convert link flows after assignment from the base of a trip matrix
to 24 hour AADT; see also 6.10 and 8.1). The calculation of 24 hour AADT will
depend on which of 3 road type classifications is given to a link as discussed in 6.10.
13.6.3 Secondly, a rigid approach to major investment decisions, such as the choice
of road type, can lead to sub-optimal designs because it takes no account of factors
which may be specific to a particular scheme, ie construction costs, environmental
impact, traffic benefits, accident reductions, delay costs to traffic during
maintenance, plans for the future, and so on. Departmental publications such as
Departmental Standard TD 9/81 on Highway Link Design have made clear both the
importance of a flexible approach and the role of economic appraisal, but in some
instances the full dimensions of a choice have been insufficiently examined and too
much reliance has been placed on tables and figures relating to operational
characteristics. Clearly, overall value for money, taking into account all the above
factors, must be the determining factor.
13.6.4 The COBAS and QUADRO manuals are sister publications to this manual and,
as far as is possible, recommendations, definitions, procedures, factors and data are
consistent between the three manuals.
i) road classification;
It is recommended that those commencing new studies adopt the same standards as
COBAS and TAM wherever possible.
13.6.6 Interface programs from ROADWAY have been produced to pass input files
directly into COBA (see 14.2). COBAS accepts directly the following flows:
Environmental ADDraiSd
13.6.7 Traffic figures are needed as a basis for the assessment of the main
components of an environmental appraisal. In all cases high growth figures should
be used. The simplest areas are those of Community Severance and Visual Intrusion.
Here the highest AADF during the 15 years after opening should be used. For Air
Pollution and Driver Stress the applicable figure is the annual average peak hour flow
in the same period coupled with the speeds and % HGVs relevant to those flows.
Similar information is needed for noise calculations except that the flows should be
18 hour AAWF in the worst month of the worst year.
Geometric Design
13.6.9 Most of the geometric design publications use definitions of peak hour flow.
However, peak hour flow forecasts using the centrally available data and forecast
parameters can only be achieved for future years by factoring from daily estimates.
Factors have been prepared using the Department’s Traffic Flow Monitoring sites,
grouped to the road classification system shared by TAM and COBAS, to allow 12
hour flows, AAWT and AADT to be factored to the 30th, 50th, 100th and 200th
highest hour of flow in a year. This has also been done for the peak hourly demand
as defined in Technical Memoranda H6/74, H9/76, Hl8/75 and Hl2/76. These factors
(contained in Appendix D14 with their associated coefficients of variation) can be
used to interpret the operational information contained in memoranda which refer
to peak hourly flows.
i) the peak hour/daily flow ratio (PDR) has been found not sufficiently to
vary between sites to be of the value previously thought;
ii) factors deriving the 30th highest hourly flow (not dissimilar from peak
hourly demand) from a perfectly known annual flow embrace a 95% confidence
interval from the 10th to the 150th highest hour; and
iii) the definition of peak hourly demand, which has been found in practice
difficult to estimate, does not have superior qualities of stability over a 30th
highest hour.
Emphasis is now placed by the Department on 24 hour AADT (for example, as in the
Design Standards of Highway Link Design - TD9/81) so that the basic traffic unit for
the economic appraisal, traffic appraisal, and operational appraisal become
consistent.
13.6.11 The criteria for traffic signals at junctions are described in Circular
Roads 5/73 and technical memorandum H1/73. The flow unit used is the four busiest
hours in a day. Traffic signals can however be reset after installation based on
observation and estimates of future volumes for setting signals is therefore not
critical. The criteria for signal installation are not solely a matter of estimating
future traffic volumes but where these are important, the factors converting 24 hour
AADT to the second highest flow group in COBA may be of value.
6. User Manual for Junction Appraisal Programs ARCADY, PICADY and MIDAS,
Department of Transport, Highway Engineering Computer Branch, 1981.