TIA CDL Phase 3

LE CLOS DU LITTORAL PHASE III (65 VILLAS)
Traffic Study Report
1.0 EXECUTIVE SUMMARY
1.1 Site location and study area
The site location and study area are shown in Figure 1 and Figure 2 below.
The site is of an extent of 44,647 m2 and is located in Sottise, close to Grand Baie region. The site is
accessible from Sottise Road, which is a B category main road. Sottise Road links to Grand Baie Road and
Vingt Pieds Road to the North-West and Plaine des Papayes Road to the South East.
Figure Error! No text of specified style in document.: Location plan of project
Based on the TIA Guidelines, all major intersections within a radius of 1 Km from the site should be
included in the study area. Since the proposed site is located off the road network, the junctions within 1
km from the access point is taken into consideration in this TIA. Hence, this TIA will study the following:
• Junction 1: Sottise Road/ Clos du Littoral Access (Unsignalised)
• Junction 2: Sottise Road/ Plaine des Papayes Road (Signalised)

Figure 2: Project Study Area
1.2 Development description
Based on the TIA Guidelines, all major intersections within a radius of 1-km from the site should be
km from the access point will be analysed in this TIA report. Hence, this TIA will study the following:
The proposed development has applied for a smart city development certificate at the level of the EDB.
The project is still under the name of Clos du Littoral 3 and is the Phase 3 of a RES cluster called Clos du
Littoral. Phase 1 and Phase 2 of the development have already been constructed and are already under
operation. The proposed development, phase 3 is earmarked to be fully operational by year 2023.
An application was previously already made at the level of the TMRSU for the Le Clos du Littoral Phase 3
or Clos du Littoral 3 (CL 3) project in 2018. At that time, the project was for an apart-hotel project for the
Evaco Group. The previous apart-hotel project consisted of 187 units of apartment hotels with a total
parking provision of 183 parking spaces.
The current project has been greatly downsized and now only consists of 65 villas with a parking
provision of only 84 parking slots.
1.3 Types of studies undertaken
Traffic surveys and observations of the study area were conducted to understand the traffic pattern of
the area. Based on these surveys and observations, the design hours (peak hours) of the day were
identified and used for analysis. The design hour for a typical weekday (AM and PM) and weekend were
identified.
The traffic generated by the development was calculated based on 1st principles and then compared with
that obtained from the existing development of Clos du Littoral 1&2. The most conservative value was
taken to make the study robust.
The traffic generated was assigned to the network of the study area based on the exiting traffic pattern
obtained from various surveys conducted.
Subsequently, the combined traffic of proposed development and existing traffic was obtained on the
study area road network for the year 2023 (fully operational year) and 2038 (15 years from TIA Study, as
stipulated in the guidelines).
The traffic data is inputted in the traffic analysis software SIDRA INTERSECTION 7.0 to obtain the
performance of each junctions within the study area. The performance of each junction is compared with
and without the proposed development. As a rule of thumb, the Level of Service (LOS) of a junction should
be maintained at D as much as possible, unless when the existing performance is already worse than LOS
D.
1.4 Main findings and Recommendations
It is found that the performance of junctions with development traffic still operates within tolerable limits
(as per the TIA guidelines) with combined traffic for the opening year 2023. However, the level of service
(LOS) of junction 2 (Plaines des Papayes Road - Sottise Road) deteriorates in year 2038, which is due to
the increase in background traffic over the next two decades as well as the development traffic.
The access point of the proposed development (Junction 1) operates satisfactorily for both horizon year
2023 and 2038. This shows that the existing design of 2-lane 2-way is adequate. Moreover, the gate is
setback within the access point, which provides queueing space for vehicles entering the development.
The main issue occurs in year 2038 and at Junction 2 (Plaines des Papayes - Sottise Road), where LOS
deteriorates below LOS D due to background traffic and further worsened by the development traffic.
Hence the following mitigating measures are proposed for junction 2:
• A right turning storage lane of 50 m on Plaines des Papayes North Leg

• A left turn green arrow for Plaines des Papayes South Leg during Phase B.
The public transport infrastructure also needs to be upgraded with 2 bus stops to be constructed close to
the site access. Pedestrian footpaths need to be constructed to connect the bus stops to the site access
gate.
2.0 INTRODUCTION
2.1 Purpose of study
A traffic impact assessment (TIA) is required by the Traffic Management and Road Safety Unit (TMRSU) -
the authority, as part of the planning permission for the construction of 65 villas under the Smart City
Developer Certificate, a development under the name of Clos du Littoral 3. Hence, this TIA will look at the
impact of this luxury development on the surrounding road network, from a traffic and safety point of
view, and provide recommendations if necessary.
2.2 Project description
Le Clos du Littoral Phase Ill Ltd, a wholly owned subsidiary of EVACO Property Ltd is in the process of
setting up a luxurious real estate scheme, "LE CLOS DU LITTORAL 3" in the village of Sottise. This
development forms part of application for the Smart City Developer Certificate.
Le Clos du Littoral 3 (CL3) is basically a 65 Nos. villas project. Properties are aimed to be sold and can be
rented out.
Clos du Littoral 3 (CL3) will be adjacent to two similar Real Estate Schemes called Clos Du Littoral 1 (CL1)
and Clos du Littoral 2 (CL2). RES CL 1 & 2 have already been completed and are operational. CL 1 comprises
of 63 high-end villas of various types, all offering a private pool and a large garden. CL 2 is both the
continuity and the complement of CL 1. This second development sets a new benchmark in luxury
residential development in Mauritius, occupying an area of more than 7 hectares. CL 2 is larger in size and
features a more diverse range of units ranging from two-bedroom duplexes to five-bedroom villas; a total
of 71 villas and 40 duplexes, with build surface areas ranging from 90 m2 to 1122 m2. Figure 3 below shows
the location of the Clos du Littoral 1, 2 & 3.
Figure 3: Overall Clos du Littoral Development Scheme
CL 1 was completed in year 2017 and is currently operational. CL 2 was completed in year 2021 and is fully
operational by this year. CL3 will now consist of 65 villas to be delivered in year 2023.
Table 1 below provides a general overview of the 3 Phases of the Clos du Littoral development together
with their timeline and proposed development composition.
Development Type of development Units Completion Year
Clos du Littoral 1 High End Villas (duplexes & 5 Bedrooms) 63 2017
Clos du Littoral 2 High End Villas (duplexes & 5 Bedrooms) 71 2021
Clos du Littoral 3 Villas 65 2023
All the three development schemes would gain access to Sottise Road from the same road. This access
road is a 2 lane two way road. The location of the access road and its junction to Sottise Road is shown in
Figure 3 above.
2.3 Study area, roadway network and intersections
The proposed Clos du Littoral development is located strategically in the northern part of Mauritius, as is
shown in the location map in Figure 4 below. Indeed, the Clos du Littoral 3 will be accessible from Sottise
Road, which is a 2-lane, 2-way arterial road, which connects to major roads like Grand Baie Road, Vingt
Pieds Road, Plaine des Papayes Road and the Motorway M2. These main arterials in turn lead to major
surrounding settlements like Grand Baie, Port Louis and Goodlands.
Figure 4: Location of proposed development and adjoining road network
The proposed development access is already operational on site and currently being used for Clos du
Littoral 1 & 2. Hence, CL3 will use the existing access of the Clos du Littoral cluster.
Based on the TIA Guidelines, all major intersections within a radius of 1 km from the site should be
km from the access point is taken into consideration in this TIA. Hence, this TIA will study the following
junctions:
Junction 1: Sottise Road I Close du Littoral Access

Junction 2: Sottise Road / Plaine des Papayes Road
Sottise Road is a 2 lane 2 way Category B major road which links to Vingt Pieds Road and Grand Baie Road
via a roundabout. The proposed site access is a 2 lane 2 way road, which connects to Sottise Road. This
junction is denoted as Junction 1 and is an unsignalised T Junction.
Plaines des Papayes Road is a 2 lane 2 way Category B Road. It connects a number of the Northern Villages
and is one of the main regional arterials in the northern part of Mauritius. Its junction with Sottise Road
will be studied in this TIA and is denoted as Junction 2. Junction 2 is a signalised T junction. The two
junctions to be studied are shown below in Figure 5.
Figure 5: Study Area and Junctions/Access to be studied
2.4 Design hours and design horizons
The design hours were chosen based on a survey window period. These window periods are as follows
and based on the guidelines of the TIA and knowledge of the area:
• AM: 7.00-9.30
• PM: 16.00-18.30
• Weekend (Saturday): 11.00-13.30

The design hours for this development will be similar to the normal peak hours. Based on the surveys
carried out, the peak hours (design hours) of the study area for a typical weekday and weekend are as
follows:
• AM: 7.30-8.30
• PM: 16.15-17.15
The raw data obtained from survey are shown in APPENDIX 1.
2.4.1 Parking Requirements and Provision
Based on the Building and Land Permit Guide, the technical guidelines stipulate that for a PDS scheme, 1
parking space should be provided for 1 residential unit, in addition to 1 parking spaces for visitors for every
5 residential units.
Hence, this means for CL3, with 65 units, there is a need for 65 + (65/5), i.e. 78 parking spaces. The number
of parking spaces provided by the developer is 84. Hence the parking provision for this proposed
development satisfies the requirements.
3.0 TRAFFIC ANALYSIS
3.1 Existing traffic volumes and peak hours traffic volumes
Traffic Surveys of the junctions were conducted during AM, PM and weekend hours. It was found that the
peak hour of the study area are as follows:
• AM: 7.30-8.30
• PM: 16.15-17.15
The survey was conducted by classifying vehicles in 5 categories: Motorcycles, Bus, Car, LGV (Vans) and
HGV (lorries).
The horizon years considered for the traffic impact assessment are as follows:
 Base Year (Assumed 2023).
 15 years from the date of this report i.e. 2038.
3.2 Study Area Diagram and Movement ID
Figure 6 shows the study area diagram that would be used throughout this report and the respective
movement IDs. Instead of showing existing and projected flows in tables, this report will show these in
traffic diagrams, where the reader can better appreciate the traffic flows for each direction.
Figure 6: Study Area traffic flow diagram and movement ID

Tables 1 and 2 below shows the background traffic counts for each of the peak time periods for Junctions
1 and 2 respectively.
Table 1: Traffic at Junction 1
AM Peak PM Peak Weekdays

Traffic
Total Grand B Sottise Rd Total Grand B Sottise Rd Total Grand B Sottise Rd
In 51 19 32 99 60 39 117 74 43
Out 101 55 46 55 37 18 113 81 32
Table 2: Traffic at Junction 2
AM Peak PM Peak Weekdays

Traffic Upper Lower Upper Lower
Total Upper Vale Lower Vale Total Total
Vale Vale Vale Vale
In 32 13 19 39 19 20 43 10 33
Out 46 16 30 18 8 10 32 8 24
3.3 Combined Traffic Volumes
From tables above, the combined traffic volumes at the intersection during the AM and PM peaks for the
base year with project scenario have been calculated.
The traffic generated by CL3 has been obtained from the ITE Trip Generation Manual (9th Edition). The
values obtained in the previous sections have been used to carry out the capacity and Level of Service
(LOS) analyses.
The horizon year traffic (2038) within the study area has been calculated based on a traffic growth rate of
2% based on trends obtained for vehicular growth rate from the Central Statistics Office, Mauritius.
3.4 Traffic Distribution and assignment
The distribution of the traffic generated by the proposed development within the study area is based on
the existing flows pattern. Hence, it is assumed that traffic in and out of the proposed development will
more or less follow the current behavior of motorists in terms of route choices. The distribution of traffic
from the development for each of the 3 peaks are shown in Tables 3 and 4 below.
Table 3: Traffic Distribution for Junction 1
Trip Distribution
AM Sottise Rd AM Grand Baie

0.45 0.55 OUT
0.63 0.37 IN
PM Sottise Rd PM Grand Baie

0.33 0.67 OUT
0.39 0.61 IN
Week End Sottise Rd Week End Grand Baie
0.28 0.72 OUT
0.37 0.63 IN
Table 4: Traffic Distribution for Junction 2
Distribution
AM Upper Vale AM Lower Vale
0.65 0.35 OUT
0.60 0.40 IN
PM Upper Vale PM Lower Vale

0.57 0.43 OUT
0.50 0.50 IN
Week End Upper Vale Week End Lower Vale
0.74 0.26 OUT
0.76 0.24 IN
4.0 Capacity and level of service analysis
4.1 Analysis Parameters
The capacity and Level of Service analyses carried out for the proposed project are detailed in the sections
below. The SIDRA Intersection Analysis Tool and Highway Capacity Manual 2000 have been used to carry
out the analyses of the intersections considered. The LOS for intersection of sign controlled types and for
signalised intersections from HCM2000 are given in Tables 5 and 6 below.
Table Error! No text of specified style in document.: Level of Service Classification for
unsignalised junctions
Control Delay Level of Service by Volume to Capacity Ratio
s/veh <=1 >1
<=10 A F
>10-15 B F
>15-25 C F
>25-35 D F
>35-50 E F
>50 F F
Table 6: Level of Service Classification for signalised junctions
Control Delay Level of Service by Volume to Capacity Ratio
s/veh <=1 >1
<=10 A F
>10-20 B F
>20-35 C F
>35-55 D F
>55-80 E F
>80 F F
The other input parameters used for the analysis are:
 Basic saturation flow: 1700 pcu/hr as the environment class has been considered to as average
with traffic disruptions occurring mainly due to queuing along the Motorway to allow lateral
movement at the Quay D roundabout during peak hours.
 Peak flow factor: 95%.
 Approach cruise speed: 30 km/hr due to high friction/interference in the area
 Exit cruise speed: 30 km/hr due to high friction/interference in the area.
4.2 Traffic Analysis for Junction 1:
[Access road to Development and Sottise Road]

Figure 7: Geometry of Junction 1 & Movement ID
4.2.1 Base Year Analysis of Junction 1 Without & With Project [AM, PM, WKEND Peaks]
MOVEMENT SUMMARY
Site: 101 [CDLA - Am Peak, Base Y, No project]

Clos du Littoral Access
Site Category: (None)
Stop (Two-Way)
Movement Performance - Vehicles

Mov Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Aver. No. Average
Turn
ID Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Cycles Speed
veh/h % v/c sec veh m km/h
East: Sottige Road East
5 T1 340 0.0 0.191 0.1 LOS A 0.2 1.5 0.06 0.05 0.06 59.3
6 R2 27 0.0 0.191 6.2 LOS A 0.2 1.5 0.06 0.05 0.06 56.0
Approach 367 0.0 0.191 0.5 NA 0.2 1.5 0.06 0.05 0.06 59.1
North: Access Road

7 L2 44 0.0 0.095 8.8 LOS A 0.3 2.4 0.34 0.91 0.34 47.9
9 R2 37 0.0 0.095 10.9 LOS B 0.3 2.4 0.34 0.91 0.34 47.4
Approach 81 0.0 0.095 9.7 LOS A 0.3 2.4 0.34 0.91 0.34 47.7
West: Sottige Road West

10 L2 16 0.0 0.102 5.5 LOS A 0.0 0.0 0.00 0.05 0.00 57.1
11 T1 184 0.0 0.102 0.0 LOS A 0.0 0.0 0.00 0.05 0.00 59.6
Approach 200 0.0 0.102 0.4 NA 0.0 0.0 0.00 0.05 0.00 59.4
All Vehicles 648 0.0 0.191 1.7 NA 0.3 2.4 0.08 0.15 0.08 57.9
MOVEMENT SUMMARY
Site: 101 [CDLA - AM Peak, Base Y, With project]

Stop (Two-Way)

Turn
5 T1 340 0.0 0.215 0.2 LOS A 0.5 3.5 0.13 0.09 0.13 58.7
6 R2 61 0.0 0.215 6.3 LOS A 0.5 3.5 0.13 0.09 0.13 55.1
Approach 401 0.0 0.215 1.1 NA 0.5 3.5 0.13 0.09 0.13 58.2
North: Access Road

7 L2 85 0.0 0.242 8.9 LOS A 0.9 6.4 0.40 0.93 0.40 47.4
9 R2 102 0.0 0.242 11.9 LOS B 0.9 6.4 0.40 0.93 0.40 46.8
Approach 187 0.0 0.242 10.5 LOS B 0.9 6.4 0.40 0.93 0.40 47.1

10 L2 36 0.0 0.113 5.6 LOS A 0.0 0.0 0.00 0.10 0.00 56.5
11 T1 184 0.0 0.113 0.0 LOS A 0.0 0.0 0.00 0.10 0.00 59.1
Approach 220 0.0 0.113 0.9 NA 0.0 0.0 0.00 0.10 0.00 58.8
All Vehicles 808 0.0 0.242 3.2 NA 0.9 6.4 0.16 0.29 0.16 56.0
MOVEMENT SUMMARY
Site: 101 [CDLA - PM Peak, Base Y, No project]

Stop (Two-Way)

Turn
5 T1 205 0.0 0.135 0.4 LOS A 0.3 2.3 0.18 0.10 0.18 58.5
6 R2 37 0.0 0.135 7.1 LOS A 0.3 2.3 0.18 0.10 0.18 54.9
Approach 242 0.0 0.135 1.4 NA 0.3 2.3 0.18 0.10 0.18 58.0
North: Access Road

7 L2 47 0.0 0.086 9.5 LOS A 0.3 2.2 0.44 0.91 0.44 47.8
9 R2 23 0.0 0.086 11.3 LOS B 0.3 2.2 0.44 0.91 0.44 47.3
Approach 71 0.0 0.086 10.1 LOS B 0.3 2.2 0.44 0.91 0.44 47.6

10 L2 57 0.0 0.202 5.6 LOS A 0.0 0.0 0.00 0.09 0.00 56.7
11 T1 339 0.0 0.202 0.0 LOS A 0.0 0.0 0.00 0.09 0.00 59.2
Approach 396 0.0 0.202 0.8 NA 0.0 0.0 0.00 0.09 0.00 58.9
All Vehicles 708 0.0 0.202 1.9 NA 0.3 2.3 0.10 0.17 0.10 57.6
MOVEMENT SUMMARY
Site: 101 [CDLA - PM Peak, Base Y, With project]

Stop (Two-Way)

Turn
5 T1 205 0.0 0.174 1.0 LOS A 0.7 5.0 0.33 0.19 0.33 57.2
6 R2 78 0.0 0.174 7.5 LOS A 0.7 5.0 0.33 0.19 0.33 53.4
Approach 283 0.0 0.174 2.8 NA 0.7 5.0 0.33 0.19 0.33 56.4
North: Access Road

7 L2 42 0.0 0.201 9.7 LOS A 0.7 5.0 0.52 0.96 0.52 46.7
9 R2 86 0.0 0.201 12.4 LOS B 0.7 5.0 0.52 0.96 0.52 46.2
Approach 128 0.0 0.201 11.5 LOS B 0.7 5.0 0.52 0.96 0.52 46.3

10 L2 120 0.0 0.236 5.6 LOS A 0.0 0.0 0.00 0.16 0.00 55.8
11 T1 339 0.0 0.236 0.0 LOS A 0.0 0.0 0.00 0.16 0.00 58.6
Approach 459 0.0 0.236 1.5 NA 0.0 0.0 0.00 0.16 0.00 58.0
All Vehicles 871 0.0 0.236 3.4 NA 0.7 5.0 0.18 0.29 0.18 55.8
MOVEMENT SUMMARY
Site: 101 [CDLA - WD Peak, Base Y, No project]

Stop (Two-Way)

Turn
5 T1 234 0.0 0.142 0.2 LOS A 0.3 1.8 0.11 0.07 0.11 58.9
6 R2 32 0.0 0.142 6.5 LOS A 0.3 1.8 0.11 0.07 0.11 55.4
Approach 265 0.0 0.142 0.9 NA 0.3 1.8 0.11 0.07 0.11 58.6
North: Access Road

7 L2 27 0.0 0.127 9.0 LOS A 0.4 3.1 0.43 0.94 0.43 47.7
9 R2 69 0.0 0.127 10.6 LOS B 0.4 3.1 0.43 0.94 0.43 47.2
Approach 97 0.0 0.127 10.1 LOS B 0.4 3.1 0.43 0.94 0.43 47.3

10 L2 54 0.0 0.143 5.6 LOS A 0.0 0.0 0.00 0.11 0.00 56.3
11 T1 226 0.0 0.143 0.0 LOS A 0.0 0.0 0.00 0.11 0.00 58.9
Approach 280 0.0 0.143 1.1 NA 0.0 0.0 0.00 0.11 0.00 58.6
All Vehicles 642 0.0 0.143 2.4 NA 0.4 3.1 0.11 0.22 0.11 57.0
MOVEMENT SUMMARY
Site: 101 [CDLA - WD Peak, Base Y, With project]

Stop (Two-Way)

Turn
5 T1 234 0.0 0.180 0.6 LOS A 0.7 4.6 0.26 0.16 0.26 57.7
6 R2 77 0.0 0.180 6.9 LOS A 0.7 4.6 0.26 0.16 0.26 53.9
Approach 311 0.0 0.180 2.2 NA 0.7 4.6 0.26 0.16 0.26 56.9
North: Access Road

7 L2 61 0.0 0.308 9.4 LOS A 1.3 9.2 0.49 0.98 0.56 46.7
9 R2 155 0.0 0.308 12.2 LOS B 1.3 9.2 0.49 0.98 0.56 46.2
Approach 216 0.0 0.308 11.4 LOS B 1.3 9.2 0.49 0.98 0.56 46.3

10 L2 132 0.0 0.185 5.6 LOS A 0.0 0.0 0.00 0.22 0.00 55.1
11 T1 226 0.0 0.185 0.0 LOS A 0.0 0.0 0.00 0.22 0.00 58.0
Approach 358 0.0 0.185 2.1 NA 0.0 0.0 0.00 0.22 0.00 57.2
All Vehicles 884 0.0 0.308 4.4 NA 1.3 9.2 0.21 0.38 0.23 54.5
4.2.2 Horizon Year Analysis of Junction 1 Without & With Project [AM, PM, WKEND Peaks]
MOVEMENT SUMMARY
Site: 101 [CDLA - AM Peak, Horizon Y, No project]

Stop (Two-Way)

Turn
5 T1 458 0.0 0.260 0.1 LOS A 0.3 2.4 0.08 0.05 0.08 59.3
6 R2 37 0.0 0.260 6.6 LOS A 0.3 2.4 0.08 0.05 0.08 55.9
Approach 495 0.0 0.260 0.6 NA 0.3 2.4 0.08 0.05 0.08 59.1
North: Access Road

7 L2 49 0.0 0.168 9.1 LOS A 0.6 4.1 0.46 0.93 0.46 46.7
9 R2 60 0.0 0.168 13.3 LOS B 0.6 4.1 0.46 0.93 0.46 46.2
Approach 109 0.0 0.168 11.4 LOS B 0.6 4.1 0.46 0.93 0.46 46.4

10 L2 21 0.0 0.137 5.6 LOS A 0.0 0.0 0.00 0.05 0.00 57.1
11 T1 248 0.0 0.137 0.0 LOS A 0.0 0.0 0.00 0.05 0.00 59.5
Approach 269 0.0 0.137 0.4 NA 0.0 0.0 0.00 0.05 0.00 59.4
All Vehicles 874 0.0 0.260 1.9 NA 0.6 4.1 0.10 0.16 0.10 57.7
MOVEMENT SUMMARY
Site: 101 [CDLA - AM Peak, Horizon Y, With project]

Stop (Two-Way)

Turn
5 T1 458 0.0 0.295 0.3 LOS A 0.8 5.5 0.17 0.10 0.17 58.5
6 R2 83 0.0 0.295 6.8 LOS A 0.8 5.5 0.17 0.10 0.17 54.9
Approach 541 0.0 0.295 1.3 NA 0.8 5.5 0.17 0.10 0.17 58.1
North: Access Road

7 L2 115 0.0 0.415 10.4 LOS B 2.1 14.5 0.53 1.01 0.73 44.9
9 R2 138 0.0 0.415 16.4 LOS C 2.1 14.5 0.53 1.01 0.73 44.4
Approach 253 0.0 0.415 13.7 LOS B 2.1 14.5 0.53 1.01 0.73 44.7

10 L2 47 0.0 0.151 5.6 LOS A 0.0 0.0 0.00 0.10 0.00 56.5
11 T1 248 0.0 0.151 0.0 LOS A 0.0 0.0 0.00 0.10 0.00 59.1
Approach 296 0.0 0.151 0.9 NA 0.0 0.0 0.00 0.10 0.00 58.8
All Vehicles 1089 0.0 0.415 4.1 NA 2.1 14.5 0.21 0.31 0.25 55.2
MOVEMENT SUMMARY
Site: 101 [CDLA - PM Peak, Horizon Y, No project]

Stop (Two-Way)

Turn
5 T1 276 0.0 0.189 0.7 LOS A 0.6 3.9 0.22 0.10 0.22 58.2
6 R2 49 0.0 0.189 8.1 LOS A 0.6 3.9 0.22 0.10 0.22 54.6
Approach 325 0.0 0.189 1.8 NA 0.6 3.9 0.22 0.10 0.22 57.8
North: Access Road

7 L2 32 0.0 0.181 10.4 LOS B 0.6 4.3 0.59 0.98 0.59 45.7
9 R2 64 0.0 0.181 14.1 LOS B 0.6 4.3 0.59 0.98 0.59 45.2
Approach 96 0.0 0.181 12.9 LOS B 0.6 4.3 0.59 0.98 0.59 45.3

10 L2 77 0.0 0.272 5.6 LOS A 0.0 0.0 0.00 0.09 0.00 56.6
11 T1 456 0.0 0.272 0.0 LOS A 0.0 0.0 0.00 0.09 0.00 59.2
Approach 533 0.0 0.272 0.8 NA 0.0 0.0 0.00 0.09 0.00 58.9
All Vehicles 954 0.0 0.272 2.4 NA 0.6 4.3 0.14 0.18 0.14 57.2
MOVEMENT SUMMARY
Site: 101 [CDLA - PM Peak, Horizon Y, With project]

Stop (Two-Way)

Turn
5 T1 276 0.0 0.256 1.8 LOS A 1.3 9.1 0.42 0.21 0.44 56.5
6 R2 105 0.0 0.256 8.9 LOS A 1.3 9.1 0.42 0.21 0.44 52.5
Approach 381 0.0 0.256 3.8 NA 1.3 9.1 0.42 0.21 0.44 55.6
North: Access Road

7 L2 57 0.0 0.368 11.8 LOS B 1.6 10.9 0.68 1.05 0.89 43.7
9 R2 116 0.0 0.368 17.5 LOS C 1.6 10.9 0.68 1.05 0.89 43.2
Approach 173 0.0 0.368 15.6 LOS C 1.6 10.9 0.68 1.05 0.89 43.4

10 L2 162 0.0 0.318 5.6 LOS A 0.0 0.0 0.00 0.16 0.00 55.8
11 T1 456 0.0 0.318 0.0 LOS A 0.0 0.0 0.00 0.16 0.00 58.5
Approach 618 0.0 0.318 1.5 NA 0.0 0.0 0.00 0.16 0.00 58.0
All Vehicles 1172 0.0 0.368 4.3 NA 1.6 10.9 0.24 0.31 0.27 55.0
MOVEMENT SUMMARY
Site: 101 [CDLA - WD Peak, Horizon Y, No project]

Stop (Two-Way)

Turn
5 T1 315 0.0 0.194 0.3 LOS A 0.4 2.8 0.14 0.07 0.14 58.8
6 R2 42 0.0 0.194 7.1 LOS A 0.4 2.8 0.14 0.07 0.14 55.3
Approach 357 0.0 0.194 1.1 NA 0.4 2.8 0.14 0.07 0.14 58.5
North: Access Road

7 L2 37 0.0 0.210 9.5 LOS A 0.7 5.2 0.52 0.96 0.52 46.5
9 R2 94 0.0 0.210 12.5 LOS B 0.7 5.2 0.52 0.96 0.52 46.0
Approach 131 0.0 0.210 11.7 LOS B 0.7 5.2 0.52 0.96 0.52 46.2

10 L2 73 0.0 0.193 5.6 LOS A 0.0 0.0 0.00 0.11 0.00 56.3
11 T1 304 0.0 0.193 0.0 LOS A 0.0 0.0 0.00 0.11 0.00 58.9
Approach 377 0.0 0.193 1.1 NA 0.0 0.0 0.00 0.11 0.00 58.5
All Vehicles 864 0.0 0.210 2.7 NA 0.7 5.2 0.14 0.23 0.14 56.7
MOVEMENT SUMMARY
Site: 101 [CDLA - WD Peak, Horizon Y, With project]

Stop (Two-Way)

Turn
5 T1 315 0.0 0.256 1.0 LOS A 1.1 7.6 0.33 0.17 0.33 57.3
6 R2 104 0.0 0.256 7.9 LOS A 1.1 7.6 0.33 0.17 0.33 53.5
Approach 419 0.0 0.256 2.7 NA 1.1 7.6 0.33 0.17 0.33 56.6
North: Access Road

7 L2 82 0.0 0.534 11.9 LOS B 3.0 20.8 0.65 1.10 1.06 43.4
9 R2 208 0.0 0.534 17.5 LOS C 3.0 20.8 0.65 1.10 1.06 43.0
Approach 291 0.0 0.534 15.9 LOS C 3.0 20.8 0.65 1.10 1.06 43.1

10 L2 177 0.0 0.249 5.6 LOS A 0.0 0.0 0.00 0.22 0.00 55.1
11 T1 304 0.0 0.249 0.0 LOS A 0.0 0.0 0.00 0.22 0.00 58.0
Approach 481 0.0 0.249 2.1 NA 0.0 0.0 0.00 0.22 0.00 57.1
All Vehicles 1191 0.0 0.534 5.7 NA 3.0 20.8 0.28 0.42 0.38 53.4
4.2.3 Analysis of Results
Junction 1 is an unsignalised T Junction. Based on the SIDRA results, the existing Level of Service for
Junction 1 is satisfactory for all different scenarios.
For the year 2038 especially, with a constant growth of 2% in annual traffic, the junction LOS worsens.
However, even with the proposed development, the worst level of LOS reached is C, which is still better
than the threshold of LOS D.
4.3 Traffic Analysis for Junction 2: Sottise Road / Plaine des Papayes Road (Signalised)
Figure 8: Geometry of Junction 2 & Movement ID
Junction 2 is a signalized T Junction shown in Figure 9 below with the corresponding phases. The junction
operation consists of 3 phases: A, 8 & C. While A phase occurs for all the cycles, phase B & C occurs on
demand. Phase C, which is the pedestrian phase, only occurs when the push button is activated. Hence, it
is not activated for all the cycles. Phase 8, which allows vehicles from Sottise Road to move, is activated
quite regularly because of its relatively high volume of vehicles. This means that the phase and cycle times
of the junction changes based on demand from each leg. In SIDRA, phase C has been programmed as a
variable phase, that is only activated on demand, similar to what occurs on site.
Figure 9: Phasing Diagram of Junction 2

4.3.1 Base Year Analysis of Junction 2 Without & With Project with phasing times
[AM, PM, WKEND Peaks]
The performance for the base years together with the phasing time are shown below.
MOVEMENT SUMMARY
Site: 101 [Junc. 2 - AM Peak, Base Year, No Project]

Cloe du Littoral
Signals - Fixed Time Isolated Cycle Time = 50 seconds (Site Practical Cycle Time)
Variable Sequence Analysis applied. The results are given for the selected output sequence.

Turn
South: Plaine des Papayes Rd South
1 L2 125 0.0 0.434 16.9 LOS B 6.2 43.3 0.75 0.70 0.75 48.1
2 T1 224 0.0 0.434 11.3 LOS B 6.2 43.3 0.75 0.70 0.75 49.2
Approach 349 0.0 0.434 13.3 LOS B 6.2 43.3 0.75 0.70 0.75 48.8
North: Plaine des Papayes Rd North

8 T1 247 0.0 0.827 22.9 LOS C 12.1 84.7 0.97 1.02 1.29 42.4
9 R2 184 0.0 0.827 28.4 LOS C 12.1 84.7 0.97 1.02 1.29 41.2
Approach 432 0.0 0.827 25.2 LOS C 12.1 84.7 0.97 1.02 1.29 41.9
West: Sottise Road

10 L2 148 0.0 0.765 31.2 LOS C 6.1 42.8 1.00 0.92 1.28 39.0
12 R2 79 0.0 0.765 31.1 LOS C 6.1 42.8 1.00 0.92 1.28 38.7
Approach 227 0.0 0.765 31.1 LOS C 6.1 42.8 1.00 0.92 1.28 38.9
All Vehicles 1008 0.0 0.827 22.4 LOS C 12.1 84.7 0.90 0.89 1.10 43.2
MOVEMENT SUMMARY
Site: 101 [Junc. 2 - AM Peak, Base Year, With Project]

Cloe du Litorrale

Turn
1 L2 126 0.0 0.407 17.6 LOS B 7.0 48.9 0.72 0.68 0.72 47.6
2 T1 224 0.0 0.407 12.1 LOS B 7.0 48.9 0.72 0.68 0.72 48.7
Approach 351 0.0 0.407 14.1 LOS B 7.0 48.9 0.72 0.68 0.72 48.3

8 T1 247 0.0 0.834 26.2 LOS C 15.0 104.7 0.97 1.02 1.25 40.7
9 R2 204 0.0 0.834 31.6 LOS C 15.0 104.7 0.97 1.02 1.25 39.7
Approach 452 0.0 0.834 28.7 LOS C 15.0 104.7 0.97 1.02 1.25 40.2
West: Sottise Road

10 L2 180 0.0 0.810 36.3 LOS D 9.0 62.9 1.00 0.95 1.30 36.9
12 R2 96 0.0 0.810 36.2 LOS D 9.0 62.9 1.00 0.95 1.30 36.7
Approach 276 0.0 0.810 36.3 LOS D 9.0 62.9 1.00 0.95 1.30 36.9
PHASING TIME COMPARISON

AM 2023 – Without development AM 2023 – With Development
(Base Case) (Study Case)
Phase A B C A B C
Green Time (sec) 22 7 6 41 15 8
Yellow Time (sec) 3 3 3 3 3 3
All-Red Time (sec) 3 3 3 3 3 3
Phase Time (sec) 28 13 9 47 21 12
Phase split (%) 56 26 18 59 26 15
Cycle Time (s) 50 80
MOVEMENT SUMMARY
Site: 101 [Junc. 2 - PM Peak, Base Year, No Project]

Cloe du Litorrale

Turn
1 L2 129 0.0 0.515 17.1 LOS B 5.6 39.0 0.84 0.75 0.84 47.9
2 T1 216 0.0 0.515 11.6 LOS B 5.6 39.0 0.84 0.75 0.84 49.0
Approach 345 0.0 0.515 13.7 LOS B 5.6 39.0 0.84 0.75 0.84 48.6

8 T1 281 0.0 0.860 22.8 LOS C 10.2 71.6 1.00 1.10 1.52 42.7
9 R2 132 0.0 0.860 28.3 LOS C 10.2 71.6 1.00 1.10 1.52 41.5
Approach 413 0.0 0.860 24.6 LOS C 10.2 71.6 1.00 1.10 1.52 42.3
West: Sottise Road

10 L2 197 0.0 0.813 27.7 LOS C 6.0 42.2 1.00 0.99 1.44 40.5
12 R2 67 0.0 0.813 27.6 LOS C 6.0 42.2 1.00 0.99 1.44 40.2
Approach 264 0.0 0.813 27.7 LOS C 6.0 42.2 1.00 0.99 1.44 40.4
MOVEMENT SUMMARY
Site: 101 [Junc. 2 - PM Peak, Base Year, With Project]

Cloe du Litorrale

Turn
1 L2 149 0.0 0.478 20.2 LOS C 8.1 56.5 0.79 0.73 0.79 45.9
2 T1 216 0.0 0.478 14.6 LOS B 8.1 56.5 0.79 0.73 0.79 46.9
Approach 365 0.0 0.478 16.9 LOS B 8.1 56.5 0.79 0.73 0.79 46.5

8 T1 281 0.0 0.876 32.3 LOS C 15.7 109.8 1.00 1.10 1.41 38.3
9 R2 153 0.0 0.876 37.8 LOS D 15.7 109.8 1.00 1.10 1.41 37.4
Approach 434 0.0 0.876 34.3 LOS C 15.7 109.8 1.00 1.10 1.41 38.0
West: Sottise Road

10 L2 207 0.0 0.845 36.5 LOS D 12.3 86.3 1.00 0.98 1.34 36.9
12 R2 159 0.0 0.845 36.4 LOS D 12.3 86.3 1.00 0.98 1.34 36.6
Approach 366 0.0 0.845 36.4 LOS D 12.3 86.3 1.00 0.98 1.34 36.8

PM 2023 – Without development PM 2023 – With Development
Phase A B C A B C
Green Time (sec) 15 9 2 29 14 3
Phase Time (sec) 21 15 4 35 20 5
Phase split (%) 53 38 10 58 33 8
MOVEMENT SUMMARY
Site: 101 [Junc. 2 - WD Peak, Base Year, No Project]

Cloe du Litorrale

Turn
1 L2 67 0.0 0.389 17.3 LOS B 5.3 37.3 0.75 0.67 0.75 48.3
2 T1 233 0.0 0.389 11.7 LOS B 5.3 37.3 0.75 0.67 0.75 49.4
Approach 300 0.0 0.389 13.0 LOS B 5.3 37.3 0.75 0.67 0.75 49.2

8 T1 227 0.0 0.889 29.9 LOS C 14.5 101.2 1.00 1.15 1.53 39.0
9 R2 219 0.0 0.889 35.4 LOS D 14.5 101.2 1.00 1.15 1.53 38.0
Approach 446 0.0 0.889 32.6 LOS C 14.5 101.2 1.00 1.15 1.53 38.5
West: Sottise Road

10 L2 217 0.0 0.875 35.9 LOS D 8.8 61.9 1.00 1.05 1.56 37.1
12 R2 76 0.0 0.875 35.9 LOS D 8.8 61.9 1.00 1.05 1.56 36.8
Approach 293 0.0 0.875 35.9 LOS D 8.8 61.9 1.00 1.05 1.56 37.0
MOVEMENT SUMMARY
Site: 101 [Junc. 2 - WD Peak, Base Year, With Project]

Cloe du Litorrale

Turn
1 L2 67 0.0 0.389 17.3 LOS B 5.3 37.3 0.75 0.67 0.75 48.3
2 T1 233 0.0 0.389 11.7 LOS B 5.3 37.3 0.75 0.67 0.75 49.4
Approach 300 0.0 0.389 13.0 LOS B 5.3 37.3 0.75 0.67 0.75 49.2

8 T1 227 0.0 0.889 29.9 LOS C 14.5 101.2 1.00 1.15 1.53 39.0
9 R2 219 0.0 0.889 35.4 LOS D 14.5 101.2 1.00 1.15 1.53 38.0
Approach 446 0.0 0.889 32.6 LOS C 14.5 101.2 1.00 1.15 1.53 38.5
West: Sottise Road

10 L2 217 0.0 0.875 35.9 LOS D 8.8 61.9 1.00 1.05 1.56 37.1
12 R2 76 0.0 0.875 35.9 LOS D 8.8 61.9 1.00 1.05 1.56 36.8
Approach 293 0.0 0.875 35.9 LOS D 8.8 61.9 1.00 1.05 1.56 37.0

WD 2023 – Without development WD 2023 – With Development
Phase A B C A B C
Green Time (sec) 16 8 2 16 8 2
Phase Time (sec) 22 14 4 22 14 4
Phase split (%) 55 35 10 55 35 10
4.3.2 Horizon Year Analysis of Junction 2 Without & With Project with phasing times
[AM, PM, WKEND Peaks]
MOVEMENT SUMMARY
Site: 101 [Junc. 2 - AM Peak, Horizon Year, No Project]

Cloe du Litorrale

Turn
1 L2 168 0.0 0.404 19.5 LOS B 15.2 106.4 0.56 0.59 0.56 46.5
2 T1 302 0.0 0.404 14.0 LOS B 15.2 106.4 0.56 0.59 0.56 47.5
Approach 471 0.0 0.404 16.0 LOS B 15.2 106.4 0.56 0.59 0.56 47.1

8 T1 333 0.0 0.889 46.6 LOS D 40.0 280.3 0.97 1.00 1.14 33.2
9 R2 248 0.0 0.889 52.0 LOS D 40.0 280.3 0.97 1.00 1.14 32.5
Approach 581 0.0 0.889 48.9 LOS D 40.0 280.3 0.97 1.00 1.14 32.9
West: Sottise Road

10 L2 200 0.0 0.893 74.3 LOS E 21.9 153.5 1.00 0.96 1.28 26.7
12 R2 106 0.0 0.893 74.2 LOS E 21.9 153.5 1.00 0.96 1.28 26.5
Approach 306 0.0 0.893 74.3 LOS E 21.9 153.5 1.00 0.96 1.28 26.6
All Vehicles 1358 0.0 0.893 43.2 LOS D 40.0 280.3 0.84 0.85 0.97 34.7
MOVEMENT SUMMARY
Site: 101 [Junc. 2 - AM Peak, Horizon Year, With Project]

Cloe du Litorrale

Turn
1 L2 184 0.0 0.414 21.3 LOS C 18.0 126.0 0.56 0.60 0.56 45.4
2 T1 302 0.0 0.414 15.8 LOS B 18.0 126.0 0.56 0.60 0.56 46.4
Approach 486 0.0 0.414 17.9 LOS B 18.0 126.0 0.56 0.60 0.56 46.0

8 T1 333 0.0 0.971 84.1 LOS F 60.4 422.5 1.00 1.13 1.35 24.7
9 R2 275 0.0 0.971 89.6 LOS F 60.4 422.5 1.00 1.13 1.35 24.3
Approach 607 0.0 0.971 86.6 LOS F 60.4 422.5 1.00 1.13 1.35 24.5
West: Sottise Road

10 L2 242 0.0 0.965 101.2 LOS F 34.3 240.3 1.00 1.02 1.40 22.3
12 R2 128 0.0 0.965 101.1 LOS F 34.3 240.3 1.00 1.02 1.40 22.2
Approach 371 0.0 0.965 101.2 LOS F 34.3 240.3 1.00 1.02 1.40 22.3
All Vehicles 1464 0.0 0.971 67.5 LOS E 60.4 422.5 0.85 0.93 1.10 28.2

Phase A B C A B C
Green Time (sec) 97 26 9 99 29 6
Phase Time (sec) 103 32 15 105 35 10
Phase split (%) 69 21 10 70 23 7
MOVEMENT SUMMARY
Site: 101 [Junc. 2 - PM Peak, Horizon Year, No Project]

Cloe du Litorrale

Turn
1 L2 175 0.0 0.450 27.6 LOS C 20.2 141.7 0.65 0.66 0.65 42.1
2 T1 291 0.0 0.450 22.1 LOS C 20.2 141.7 0.65 0.66 0.65 42.9
Approach 465 0.0 0.450 24.2 LOS C 20.2 141.7 0.65 0.66 0.65 42.6

8 T1 378 0.0 0.922 66.4 LOS E 47.1 330.0 1.00 1.05 1.21 28.3
9 R2 177 0.0 0.922 71.8 LOS E 47.1 330.0 1.00 1.05 1.21 27.7
Approach 555 0.0 0.922 68.1 LOS E 47.1 330.0 1.00 1.05 1.21 28.1
West: Sottise Road

10 L2 265 0.0 0.899 74.6 LOS E 37.5 262.6 1.00 0.95 1.18 26.6
12 R2 202 0.0 0.899 74.5 LOS E 37.5 262.6 1.00 0.95 1.18 26.5
Approach 467 0.0 0.899 74.5 LOS E 37.5 262.6 1.00 0.95 1.18 26.6
MOVEMENT SUMMARY
Site: 101 [Junc. 2 - PM Peak, Horizon Year, With Project]

Cloe du Litorrale

Turn
1 L2 202 0.0 0.466 26.8 LOS C 21.2 148.5 0.65 0.67 0.65 42.4
2 T1 291 0.0 0.466 21.2 LOS C 21.2 148.5 0.65 0.67 0.65 43.3
Approach 493 0.0 0.466 23.5 LOS C 21.2 148.5 0.65 0.67 0.65 42.9

8 T1 378 0.0 1.008 109.9 LOS F 63.7 445.6 1.00 1.23 1.48 21.0
9 R2 205 0.0 1.008 115.3 LOS F 63.7 445.6 1.00 1.23 1.48 20.8
Approach 583 0.0 1.008 111.8 LOS F 63.7 445.6 1.00 1.23 1.48 20.9
West: Sottise Road

10 L2 279 0.0 0.995 111.6 LOS F 49.4 345.5 1.00 1.06 1.45 21.0
12 R2 214 0.0 0.995 111.5 LOS F 49.4 345.5 1.00 1.06 1.45 20.9
Approach 493 0.0 0.995 111.5 LOS F 49.4 345.5 1.00 1.06 1.45 20.9
All Vehicles 1568 0.0 1.008 84.0 LOS F 63.7 445.6 0.89 1.00 1.21 25.0

Phase A B C A B C
Green Time (sec) 89 39 6 93 35 6
Phase Time (sec) 95 45 10 99 41 10
Phase split (%) 63 30 7 66 27 7
MOVEMENT SUMMARY
Site: 101 [Junc. 2 - WD Peak, Horizon Year, No Project]

Cloe du Litorrale

Turn
1 L2 76 0.0 0.414 18.1 LOS B 8.6 60.0 0.69 0.63 0.69 47.9
2 T1 313 0.0 0.414 12.5 LOS B 8.6 60.0 0.69 0.63 0.69 49.0
Approach 388 0.0 0.414 13.6 LOS B 8.6 60.0 0.69 0.63 0.69 48.8

8 T1 306 0.0 0.995 72.9 LOS E 34.6 242.1 1.00 1.45 1.91 26.8
9 R2 248 0.0 0.995 78.3 LOS E 34.6 242.1 1.00 1.45 1.91 26.3
Approach 555 0.0 0.995 75.3 LOS E 34.6 242.1 1.00 1.45 1.91 26.5
West: Sottise Road

10 L2 258 0.0 1.010 83.7 LOS F 20.7 145.1 1.00 1.28 2.10 24.9
12 R2 91 0.0 1.010 83.6 LOS F 20.7 145.1 1.00 1.28 2.10 24.8
Approach 348 0.0 1.010 83.7 LOS F 20.7 145.1 1.00 1.28 2.10 24.9
MOVEMENT SUMMARY
Site: 101 [Junc. 2 - WD Peak, Horizon Year, With Project]

Cloe du Litorrale

Turn
1 L2 91 0.0 0.352 22.0 LOS C 14.8 103.6 0.55 0.55 0.55 45.5
2 T1 313 0.0 0.352 16.5 LOS B 14.8 103.6 0.55 0.55 0.55 46.4
Approach 403 0.0 0.352 17.7 LOS B 14.8 103.6 0.55 0.55 0.55 46.2

8 T1 306 0.0 0.927 62.9 LOS E 51.7 361.9 1.00 1.05 1.22 28.8
9 R2 295 0.0 0.927 68.4 LOS E 51.7 361.9 1.00 1.05 1.22 28.3
Approach 601 0.0 0.927 65.6 LOS E 51.7 361.9 1.00 1.05 1.22 28.5
West: Sottise Road

10 L2 292 0.0 0.935 88.8 LOS F 34.2 239.2 1.00 0.99 1.30 24.1
12 R2 102 0.0 0.935 88.7 LOS F 34.2 239.2 1.00 0.99 1.30 24.0
Approach 394 0.0 0.935 88.8 LOS F 34.2 239.2 1.00 0.99 1.30 24.1

Phase A B C A B C
Green Time (sec) 37 15 4 91 37 6
Phase Time (sec) 43 21 6 97 43 10
Phase split (%) 61 30 9 65 29 7
4.4 Analysis of results
It is noted that for base year 2023, the LOS of all the legs are all LOS D or better. Even with the additional
traffic of the development, the LOS worsens but to a maximum of D. Hence, based on the TIA guidelines,
there is no need for remedial actions for base year 2023.
However, for the year 2038, the increase in background traffic causes the performance of the junction to
deteriorate to operate at LOS F with high delays and queue lengths. This means that the background traffic
exceeds the capacity of the junction. The impact of the additional traffic from the proposed development
further worsens the situation.
4.5 Proposed Mitigating Measure
Based on the above analysis, Junction 1 functions satisfactorily for both horizon years. On the other hand,
while Junction 2 operates satisfactorily in year 2023, its performance deteriorates to LOS F in year 2038.
Since the performance of the junction 2 deteriorates further from LOS D to LOS F with the development
traffic in the year 2038 for the weekend period, it is therefore imperative to come up with mitigating
measures to bring the performance of Junction to at least LOS D or better, as per the TIA guidelines.
The following measures have been taken:
 Provision of a 50 m long right turn storage lane along Plaines des Papayes Rd North Leg.
 Introduction of a left turn green arrow from Plaine des Papayes Rd South during Phase B.
Figure 10 below shows that there is space on the northern leg of Plaines des Papayes Road to widen and
build a right turn storage lane which is 50 m long.
Figure 10: Availaibility of space for widening of junction
Figure 11 shows the proposed layout of Junction 2, together with the phase diagram and phase timings
for each peak period. It is therefore proposed that the phase timings be based on demand so that it can
change accordingly with the traffic flow.
Figure 10: Improvement Scheme - Junction 2 Layout - Phase Diagram
4.6 Traffic Analysis for Junction 2: Sottise Road / Plaine des Papayes Road (Signalised) after
introduction of mitigating measures
Figure 11: Movement ID following additional phase [R2]
The results after the introduction of the mitigating measures are shown below.
MOVEMENT SUMMARY
Site: 101 [Junc. 2 - AM Peak, Horizon Year, No Project]

Cloe du Litorrale

Turn
1 L2 168 0.0 0.404 19.5 LOS B 15.2 106.4 0.56 0.59 0.56 46.5
2 T1 302 0.0 0.404 14.0 LOS B 15.2 106.4 0.56 0.59 0.56 47.5
Approach 471 0.0 0.404 16.0 LOS B 15.2 106.4 0.56 0.59 0.56 47.1

8 T1 333 0.0 0.889 46.6 LOS D 40.0 280.3 0.97 1.00 1.14 33.2
9 R2 248 0.0 0.889 52.0 LOS D 40.0 280.3 0.97 1.00 1.14 32.5
Approach 581 0.0 0.889 48.9 LOS D 40.0 280.3 0.97 1.00 1.14 32.9
West: Sottise Road

10 L2 200 0.0 0.893 74.3 LOS E 21.9 153.5 1.00 0.96 1.28 26.7
12 R2 106 0.0 0.893 74.2 LOS E 21.9 153.5 1.00 0.96 1.28 26.5
Approach 306 0.0 0.893 74.3 LOS E 21.9 153.5 1.00 0.96 1.28 26.6
All Vehicles 1358 0.0 0.893 43.2 LOS D 40.0 280.3 0.84 0.85 0.97 34.7
MOVEMENT SUMMARY
Site: 101 [Junc. 2 - AM Peak, Horizon Year, With Project & Improvement]
Cloe du Litorrale

Turn
1 L2 184 0.0 0.537 19.2 LOS B 11.4 79.8 0.75 0.72 0.75 46.6
2 T1 295 0.0 0.537 13.7 LOS B 11.4 79.8 0.75 0.72 0.75 47.6
Approach 479 0.0 0.537 15.8 LOS B 11.4 79.8 0.75 0.72 0.75 47.2

8 T1 333 0.0 0.380 13.6 LOS B 7.5 52.3 0.71 0.61 0.71 49.0
9 R2 275 0.0 0.917 53.6 LOS D 13.0 90.8 1.00 1.09 1.66 31.2
Approach 607 0.0 0.917 31.7 LOS C 13.0 90.8 0.84 0.83 1.14 38.9
West: Sottise Road

10 L2 242 0.0 0.918 49.7 LOS D 16.2 113.2 1.00 1.06 1.55 32.5
12 R2 128 0.0 0.918 49.6 LOS D 16.2 113.2 1.00 1.06 1.55 32.3
Approach 371 0.0 0.918 49.7 LOS D 16.2 113.2 1.00 1.06 1.55 32.5

Phase A B C A B C
Green Time (sec) 97 26 9 37 13 7
Phase Time (sec) 103 32 15 43 19 13
Phase split (%) 69 21 10 57 25 17
MOVEMENT SUMMARY
Site: 101 [Junc. 2 - PM Peak, Horizon Year, No Project]

Cloe du Litorrale

Turn
1 L2 175 0.0 0.450 27.6 LOS C 20.2 141.7 0.65 0.66 0.65 42.1
2 T1 291 0.0 0.450 22.1 LOS C 20.2 141.7 0.65 0.66 0.65 42.9
Approach 465 0.0 0.450 24.2 LOS C 20.2 141.7 0.65 0.66 0.65 42.6

8 T1 378 0.0 0.922 66.4 LOS E 47.1 330.0 1.00 1.05 1.21 28.3
9 R2 177 0.0 0.922 71.8 LOS E 47.1 330.0 1.00 1.05 1.21 27.7
Approach 555 0.0 0.922 68.1 LOS E 47.1 330.0 1.00 1.05 1.21 28.1
West: Sottise Road

10 L2 265 0.0 0.899 74.6 LOS E 37.5 262.6 1.00 0.95 1.18 26.6
12 R2 202 0.0 0.899 74.5 LOS E 37.5 262.6 1.00 0.95 1.18 26.5
Approach 467 0.0 0.899 74.5 LOS E 37.5 262.6 1.00 0.95 1.18 26.6
MOVEMENT SUMMARY
Site: 101 [Junc. 2 - PM Peak, Horizon Year, With Project & Improvement]
Cloe du Litorrale

Turn
1 L2 202 0.0 0.618 23.7 LOS C 14.2 99.1 0.83 0.77 0.83 44.0
2 T1 291 0.0 0.618 18.2 LOS B 14.2 99.1 0.83 0.77 0.83 44.9
Approach 493 0.0 0.618 20.4 LOS C 14.2 99.1 0.83 0.77 0.83 44.5

8 T1 378 0.0 0.484 18.2 LOS B 10.4 72.6 0.79 0.68 0.79 46.2
9 R2 205 0.0 0.892 53.0 LOS D 9.6 67.3 1.00 1.04 1.58 31.4
Approach 583 0.0 0.892 30.4 LOS C 10.4 72.6 0.87 0.81 1.07 39.6
West: Sottise Road

10 L2 279 0.0 0.904 47.3 LOS D 22.4 156.8 1.00 1.02 1.39 33.2
12 R2 214 0.0 0.904 47.2 LOS D 22.4 156.8 1.00 1.02 1.39 33.0
Approach 493 0.0 0.904 47.3 LOS D 22.4 156.8 1.00 1.02 1.39 33.1

Phase A B C A B C
Green Time (sec) 89 39 6 30 20 7
Phase Time (sec) 95 45 10 36 26 13
Phase split (%) 63 30 7 48 35 17
MOVEMENT SUMMARY
Site: 101 [Junc. 2 - WD Peak, Horizon Year, No Project]

Cloe du Litorrale

Turn
1 L2 76 0.0 0.414 18.1 LOS B 8.6 60.0 0.69 0.63 0.69 47.9
2 T1 313 0.0 0.414 12.5 LOS B 8.6 60.0 0.69 0.63 0.69 49.0
Approach 388 0.0 0.414 13.6 LOS B 8.6 60.0 0.69 0.63 0.69 48.8

8 T1 306 0.0 0.995 72.9 LOS E 34.6 242.1 1.00 1.45 1.91 26.8
9 R2 248 0.0 0.995 78.3 LOS E 34.6 242.1 1.00 1.45 1.91 26.3
Approach 555 0.0 0.995 75.3 LOS E 34.6 242.1 1.00 1.45 1.91 26.5
West: Sottise Road

10 L2 258 0.0 1.010 83.7 LOS F 20.7 145.1 1.00 1.28 2.10 24.9
12 R2 91 0.0 1.010 83.6 LOS F 20.7 145.1 1.00 1.28 2.10 24.8
Approach 348 0.0 1.010 83.7 LOS F 20.7 145.1 1.00 1.28 2.10 24.9
MOVEMENT SUMMARY
Site: 101 [Junc. 2 - WD Peak, Horizon Year, With Project & Improvement]
Cloe du Litorrale

Turn
1 L2 91 0.0 0.476 19.3 LOS B 9.1 63.6 0.75 0.68 0.75 47.0
2 T1 313 0.0 0.476 13.8 LOS B 9.1 63.6 0.75 0.68 0.75 48.1
Approach 403 0.0 0.476 15.0 LOS B 9.1 63.6 0.75 0.68 0.75 47.9

8 T1 306 0.0 0.365 13.6 LOS B 6.6 46.3 0.72 0.61 0.72 49.0
9 R2 295 0.0 0.881 43.9 LOS D 12.0 84.3 1.00 1.04 1.51 34.0
Approach 601 0.0 0.881 28.5 LOS C 12.0 84.3 0.86 0.82 1.11 40.3
West: Sottise Road

10 L2 292 0.0 0.919 47.7 LOS D 16.4 114.9 1.00 1.08 1.56 33.1
12 R2 102 0.0 0.919 47.6 LOS D 16.4 114.9 1.00 1.08 1.56 32.9
Approach 394 0.0 0.919 47.6 LOS D 16.4 114.9 1.00 1.08 1.56 33.1

Phase A B C A B C
Green Time (sec) 37 15 4 28 13 6
Phase Time (sec) 43 21 6 34 19 12
Phase split (%) 61 30 9 52 29 18
4.7 Analysis of Results
Based on the results above, it is quite clear that there are marked improvements in the junction
performance with the proposed improvements. Although some movements are still operating below LOS
D, the junction still performs better compared to a scenario where the development traffic is not added
to the overall traffic. Moreover, overall delay and queue lengths shows improvement with the proposed
mitigating measures. Hence, the proposed mitigating measures are considered appropriate in the long
term.
5.0 Site Circulation and Parking
Based on the Building and Land Permit technical guidelines, it stipulates that for a PDS scheme, 1 parking
space should be provided for 1 residential unit, in addition to 1 parking space for visitors for every 5
residential units.
Hence, this means for CL3, with 65 units, there is a need for 65 + (65/5), i.e. 78 parking spaces. The number
of parking spaces provided by the developer is 84. Hence the parking provision for this proposed
development satisfies the requirements.
5.1 Site Access
The site will take access from the existing access road of Clos du Littoral 1. Service vehicles would use this
access to enter the compound. Pedestrians will also have to go through the main gate located along the
access point.
A 1.5 m wide footpath has been built along the frontage of the development for pedestrian access.
5.2 Ease of internal circulation
Vehicles entering CL3 will have to go through the existing access being used by CL1 and the CL2. The access
road to CL3 is over 100 m long. Vehicles have several access points to/from CL3. Service vehicles will enter
from the main gate along Sottise Road.
The emergency gate is located on the north western side of the site. In case of emergency, vehicles will
have to use the existing Gardenia Street, which leads to Sottise Road.
5.2.1 On-site queuing provisions
The security gate is set about 10m from the kerb line of Sottise Road. Hence, it offers at least 2 cars queue
length at any time of the day. Based on the particularity of this development where there is no
pronounced peak period, a 2 car length of queueing space is considered adequate. The gate is already
built and currently being used for CL 1 and CL2.
6.0 Safety Analysis
6.1 Sight Distance Analysis
Since the access point is already operational, it is deemed that it has been approved by the authorities
and therefore sight distance analysis has been conducted and approved.
Based on site surveys carried out, sight distance is indeed satisfactory, given that Sottise Road is a straight
road. Pictures taken on site also confirms the very good sight distance at the main building entrance.
Hence, from safety point of view, the access point location is adequately situated. Based on from
guidelines, a road with design speed of 60km/hr needs about 90m of Y-sight distance, which is satisfied
by the sight distance at the entrance of the access points.
6.2 Pedestrian Safety Analysis
Currently there are a number of pedestrians walking close to the development since CL2 and CL3 are
already operational.
Pedestrians walking to the development would mainly originate from the bus, which would stop at the
proposed bus stops. Hence it is important to connect the bus stops via a standard footpath. This has
already been completed by the developer, whereby a 1.5m wide footpath has been built all along the
frontage of the proposed development.
Pedestrians from the proposed opposite bus stop would need to cross Sottise Road to access the
development. Since the road is narrow and straight and that there is a high risk of speeding, the Promoter
will, at its own cost, construct two raised tables at the extremities of the development to reduce speeding
along this portion of the road. One of the raised tables would incorporate a pedestrian crossing to
facilitate the movement of pedestrian crossing the Sottise Road.
7.0 FINDINGS and RECOMMENDATIONS
7.1 Site accessibility
The site is strategically positioned, closed to Grand Baie beach and shopping areas of Grand Baie La
Croisette and Mon Choisy Mall. Its access is taken from Sottise Road. The access is currently already being
used by the phases 1&2 of the Clos du Littoral cluster.
The already operational vehicular site access have good sight distance and therefore are safe to be used.
7.2 Traffic impacts
The AM, PM and Weekend (Saturday) development peak hours were studied in this study, for the
development opening year 2023 and year 2038, 15 years after the TIA study, as per the guidelines. Two
junctions have been studied in this study, namely Sottise Road/Development access point (Junction 1) and
Sottise Road/ Plaine des Papayes Road (Junction 2).
Both Junctions perform well with LOS D or better in year 2023.
However, as for year 2038, the performance of Junction 2 deteriorates to LOS F, as the background traffic
continue to increase at a rate of 2% per annum. The SIDRA results show long queues and major delays to
motorists during that horizon year. The development traffic from the Clos du Littoral 3 worsens the
junction 2 and leads to further delays and longer queues. On the other hand, Junction 1 continue to
operate with LOS D or better, even with development traffic added to the background flows.
The main reason behind the deterioration of the traffic is the growth in background traffic, which is set at
a constant 2% growth per annum. Even without the development traffic of proposed CL3, the junction 2
would be operating above capacity and hence with LOS F. However in this study, a couple of
recommendations have been studied for the authorities to consider in order to alleviate the traffic at the
junction in the long term.
7.3 Recommendations
7.3.1 Based on the findings from the traffic analysis elaborated in this report above, the following
improvements are recommended from a traffic and safety point of view:
• The main building access is adequate as a 2-lane 2-way road.
• A right turn storage lane to be created along the northern leg of Plaine des Papayes Road with
its junction with Sottise Road.
• A left turn green arrow to be added to the traffic light of the southern leg of Plaine des Papayes
Road with its junction with Sottise Road to allow vehicles to turn left into Sottise Road during
Phase B.

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LE CLOS DU LITTORAL PHASE III (65 VILLAS)

Traffic Study Report

1.0 EXECUTIVE SUMMARY

1.1 Site location and study area

Figure Error! No text of specified style in document.: Location plan of project

• Junction 2: Sottise Road/ Plaine des Papayes Road (Signalised)

Figure 2: Project Study Area

1.2 Development description

1.3 Types of studies undertaken

1.4 Main findings and Recommendations

Hence the following mitigating measures are proposed for junction 2:

• A right turning storage lane of 50 m on Plaines des Papayes North Leg

2.1 Purpose of study

2.2 Project description

Figure 3: Overall Clos du Littoral Development Scheme

Development Type of development Units Completion Year

Clos du Littoral 1 High End Villas (duplexes & 5 Bedrooms) 63 2017

Clos du Littoral 2 High End Villas (duplexes & 5 Bedrooms) 71 2021

Clos du Littoral 3 Villas 65 2023

2.3 Study area, roadway network and intersections

Figure 4: Location of proposed development and adjoining road network

Junction 1: Sottise Road I Close du Littoral Access

Figure 5: Study Area and Junctions/Access to be studied

2.4 Design hours and design horizons

• Weekend (Saturday): 11.00-13.30

• Weekend (Saturday): 11.45-12.45

The raw data obtained from survey are shown in APPENDIX 1.

2.4.1 Parking Requirements and Provision

3.0 TRAFFIC ANALYSIS

3.1 Existing traffic volumes and peak hours traffic volumes

• Weekend (Saturday): 11.45-12.45

 Base Year (Assumed 2023).

 15 years from the date of this report i.e. 2038.

3.2 Study Area Diagram and Movement ID

Figure 6: Study Area traffic flow diagram and movement ID

Table 1: Traffic at Junction 1

AM Peak PM Peak Weekdays

Table 2: Traffic at Junction 2

AM Peak PM Peak Weekdays

3.3 Combined Traffic Volumes

3.4 Traffic Distribution and assignment

Table 3: Traffic Distribution for Junction 1

AM Sottise Rd AM Grand Baie

PM Sottise Rd PM Grand Baie

Table 4: Traffic Distribution for Junction 2

PM Upper Vale PM Lower Vale

4.0 Capacity and level of service analysis

4.1 Analysis Parameters

Control Delay Level of Service by Volume to Capacity Ratio

s/veh <=1 >1

Table 6: Level of Service Classification for signalised junctions

Control Delay Level of Service by Volume to Capacity Ratio

s/veh <=1 >1

The other input parameters used for the analysis are:

 Peak flow factor: 95%.

 Approach cruise speed: 30 km/hr due to high friction/interference in the area

 Exit cruise speed: 30 km/hr due to high friction/interference in the area.

4.2 Traffic Analysis for Junction 1:

[Access road to Development and Sottise Road]

Figure 7: Geometry of Junction 1 & Movement ID

Site: 101 [CDLA - Am Peak, Base Y, No project]

Movement Performance - Vehicles

North: Access Road

West: Sottige Road West