Existing MOVA Control

1
Existing MOVA Control

• Existing Layout
• Operational Issues Including
• Controlling each junction approach in turn can
  result in long wait times for both vehicles and
  pedestrians
• However, MOVA clears approach queues in first
  available green period meaning that over capacity
  queuing conditions do not occur
• Controlled timings also ensure minimal stopping
  at the two internal stop-lines
• Adequate gaps for vehicles exiting the garage
• Controlled pedestrian crossings at four
  locations
• However, tendency for pedestrians to cross
  against the red man during gaps in traffic due
  to long wait times.

2
OPTION 2

• Drawing No CTR-ACM-130/P/100
• Potential Design/Operational Issues Including
• Existing controlled pedestrian crossings over
  Cabstand and Station Road lost
• Existing controlled pedestrian crossing over the
  internal link relocated south to the High
  Street/Wyndham Way junction
• Higher Personal Injury Accident (PIA) potential
  compared to the existing arrangement
• Risk of southbound internal queuing into
  Cabstand mini-roundabout
• Risk of excess northbound internal queuing due
  to shock waving
• Increased difficulty for drivers exiting the
  garage
• Proposed pedestrian crossing over the northbound
  internal link, would require additional vehicle
  stop-line/signals to ensure safe operation.

3
OPTION 3

• Drawing No CTR-ACM-130/P/102
• Potential Design/Operational Issues Including
• Existing controlled pedestrian crossings over
  Cabstand, Station Road and internal link lost
• The pedestrian crossing points on Wyndham Way
  moved eastwards
• Higher Personal Injury Accident (PIA) potential
  compared to the existing arrangement and Option
  2
• Significant carriageway widening needed on the NE
  corner of the High Street junction
• Risk of southbound internal queuing into
  Cabstand mini-roundabout
• Increased difficulty for drivers exiting the
  garage.

4
2006 Observed Traffic Flows
Station Road
Station Road
100 60 490
120 40 310
60 400 90
190 420 80
Cabstand
Cabstand
240 290 60
560 490 90
220
220
470 490
400 710
Wyndham Way
Wyndham Way
10 340 480
290 310
20 520 300
630 740
High Street
High Street
2hr AM Peak Period
2hr PM Peak Period
5
2008 2-way Pedestrian Flows
Station Road
Station Road
50
70
Cabstand
160
130
Cabstand
90
70
60
110
Wyndham Way
Wyndham Way
130
200
High Street
High Street
2hr AM Peak Period
2hr PM Peak Period
6
Network Travel Time
Travel time is taken as being the time between a
vehicle entering the modelled network, and it
leaving the junction (see image).
7
Average Travel Time per Vehicle s
AM Peak Period 730-930am AM Peak Period 730-930am AM Peak Period 730-930am AM Peak Period 730-930am AM Peak Period 730-930am AM Peak Period 730-930am
Origin Destination 2006 2012 2012 2012
Origin Destination Base Opt 1 Opt 2 Opt 3
Wyndham Way High Street 41.6 42.6 31.3 29.5
Wyndham Way Cabstand 75.8 80.7 73.6 45.4
Wyndham Way Station Road 76.6 82.2 77.5 49.6
High Street Cabstand 72.6 76.4 63.4 43.0
High Street Station Road 73.5 77.0 66.7 46.5
High Street Wyndham Way 63.8 67.8 51.7 35.6
Cabstand Station Road 58.8 62.8 20.7 21.7
Cabstand Wyndham Way 71.3 75.2 53.9 40.0
Cabstand High Street 73.1 74.7 53.5 42.0
Station Road Wyndham Way 68.9 74.8 60.1 39.5
Station Road High Street 70.4 75.8 60.5 42.2
Station Road Cabstand 62.7 71.4 32.3 26.7
8
Average Travel Time per Vehicle s
PM Peak Period 430-630pm PM Peak Period 430-630pm PM Peak Period 430-630pm PM Peak Period 430-630pm PM Peak Period 430-630pm PM Peak Period 430-630pm
Origin Destination 2006 2012 2012 2012
Origin Destination Base Opt 1 Opt 2 Opt 3
Wyndham Way High Street 43.5 46.0 30.8 34.6
Wyndham Way Cabstand 78.7 86.6 92.6 52.9
Wyndham Way Station Road 78.4 85.7 94.3 54.9
High Street Cabstand 76.5 82.2 79.2 56.3
High Street Station Road 75.3 80.3 84.1 58.5
High Street Wyndham Way 68.5 73.0 67.2 45.4
Cabstand Station Road 67.3 72.7 20.6 21.8
Cabstand Wyndham Way 80.7 86.5 58.2 38.4
Cabstand High Street 79.1 85.1 60.4 42.5
Station Road Wyndham Way 72.1 84.2 56.9 36.3
Station Road High Street 76.7 87.8 60.8 40.7
Station Road Cabstand 69.9 84.0 30.9 26.8
RED indicates an increase in travel time
9
Max Queue Lengths pcus
10
Max Queue Lengths pcus
11
OPTION 1 Overview

• Junction continues to operate within capacity
  in 2012
• Additional minor increases in delay of up to
  10-15 seconds in the weekday peak periods
  compared to now
• Increase in the average cycle time of up to 20
  seconds in the peak periods compared to now
• All existing controlled pedestrian crossing
  facilities are maintained
• No risk of internal queuing or grid locking
• Existing vehicle delay is not reduced, but
  waiting drivers will clear the junction in the
  first green period available to them.

Recommendation RETAIN Whilst drivers may
experience marginal increases in travel times,
the likelihood of over capacity queuing, exit
blocking and grid locking are eliminated by
retaining the existing MOVA control. Option 1 is
the safest option for pedestrians, in a location
where numbers could grow in the short-medium term
future given the potential for development in the
local area.
12
OPTION 2 Overview

• Achieves reductions in travel times on the
  majority of traffic movements
• Excess northbound queuing on internal link and
  Wyndham Way likely to be a recurrent problem due
  to mixed control arrangement
• Removal of controlled pedestrian crossing
  facilities at the Cabstand/Station Road junction
• Pedestrian crossing facilities enhanced at the
  High Street/Wyndham Way junction
• Pedestrian wait times reduced by lower
  operational cycle time.

Recommendation REJECT Whilst there may be a
decrease in overall travel time for drivers,
individual savings are not significant and must
be countered by the loss of all controlled
crossing facilities at the Cabstand junction. Due
to the mixed control arrangement, the
likelihood of regular exit blocking with this
option is high.
13
OPTION 3 Overview

• Optimum arrangement for drivers, yielding
  significant delay savings
• Excess queuing likely on southbound internal
  link
• However, any exit blocking will be of short
  duration and unlikely to cause gridlock
• Worst scenario for pedestrians, with three of the
  four existing controlled pedestrian crossings
  removed
• Increased accident risk, with cyclists
  particularly vulnerable.

Recommendation REJECT Whilst undoubtedly the
best option for reducing vehicle delays, the
impact on the existing crossing facilities is too
severe. This option could create an uncertain and
possibly unsafe environment for pedestrians.