King s Dyke Level Crossing Replacement - Initial Investigation

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1 King s Dyke Level Crossing Replacement - Initial Investigation Cambridgeshire County Council 7 th June 2013

2 Notice This document and its contents have been prepared and are intended solely for Cambridgeshire County Council s information and use in relation to assessing the potential value for money of replacing the existing the King s Dyke Level Crossing and identify the benefits closing it might bring. Atkins Transport Planning assumes no responsibility to any other party in respect of or arising out of or in connection with this document and/or its contents. This document has 39 pages including the cover. Document history Job number: Document ref: Revision Purpose description Originated Checked Reviewed Authorised Date Rev 1.0 Final Draft DB MH DB DB 02/05/13 Rev 1.0 Final DB MH DB DB 02/06/13 Rev 5.0 Final DB MH NTP DB 07/06/13 Client signoff Client Project Document title Cambridgeshire County Council King s Dyke Level Crossing Replacement - Initial Investigation King s Dyke Level Crossing Replacement - Initial Investigation Job no Copy no. Document reference Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June 2013

3 Executive Summary King s Dyke level crossing is an at-grade level crossing between the A605 Peterborough to Whittlesey road and the railway line between Peterborough and Ely. Atkins has been commissioned to undertake an outline assessment to consider the potential value for money of replacing the existing the King s Dyke Level Crossing and to identify the benefits closing it might bring. Part of the commission includes considering: What are the existing problems at the level crossing? Is a replacement of the level crossing feasible? What would a replacement cost? Would it offer value for money? The study has been undertaken as an overview before deciding whether or not to undertake more detailed investigations. Traffic surveys were undertaken as part of the study at both the King s Dyke and adjoining Funthams Lane level crossings on three separate days. These surveys allowed the magnitude and cost of delay to be determined. Peterborough City Council also provided traffic flow data on vehicles using North Bank and the consequence on the A605 when it was closed. North Bank was closed for a total of 55 days across ten separate occasions over the 12-month period between 1 st April 2012 and 1 st April The surveys from Peterborough City Council showed this would increase the traffic using the A605 over a typical 12hour period from 10,400 vehicles to over 15,000 vehicles, doubling overall traffic delays to an average of 2 minutes per vehicle. Existing Problems The A605 between Whittlesey and Peterborough carries over 12,000 vehicles per day. At the current time there are some 120 train movements across the level crossing, resulting in an overall level crossing barrier downtime of between 8 and 25 minutes in any hour. This causes significant delay to traffic travelling to and from Peterborough, with a typical average delay of 45 seconds per vehicle. Furthermore, future plans by the rail industry to increase the number of movements along the line could see the number of trains using the crossing increase, increasing existing traffic delays. The situation is exacerbated in the winter months when local flooding causes an alternative route into Peterborough via the North Bank to be closed for long periods of time, thus putting an additional 5,000 vehicles a day through King s Dyke for long periods of time and doubling the average delay per vehicle. Overall, the level crossing causes significant journey time unreliability, which is constraining the planned growth of Whittlesey in terms of being an attractive place to live and work. Potential Solution This study has shown the best alternative to the level crossing would be a bridge structure, which is technically feasible though would potentially require third party land and cost approximately 15m. Subsequent analysis has demonstrated that a bridge to replace and close the existing King s Dyke level crossing offers very good (high to very high) value for money and would be a financially worthwhile scheme. It is recommended that more detailed investigation is undertaken to define the preferred option and assess its impact in more detail. Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June 2013

4 Table of contents Chapter Pages 1. Introduction Location Brief Background LTP (2001 to 2006) 3 2. Problems and Issues Issues Scheme Objectives 5 3. Traffic Data Level Crossing Surveys North Bank Closure Train Services Traffic Growth Level Crossing Closure Solutions Cost Risk Assessment Cost Summary Economic Evaluation Value for Money Benefits Costs Long Term Road User Benefits Summary Existing problems Solution Next Stage of Assessment 26 Appendices 27 Appendix A. Scheme Cost 28 Appendix B. Traffic Survey Data 30 Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June 2013

5 Tables Table 1-1 Cambridgeshire LTP Preliminary Assessment King s Dyke Level Crossing... 4 Table 3-1 Traffic Count King s Dyke Level Crossing... 7 Table 3-2 Traffic Count Funtham s Lane... 7 Table 3-3 Level Crossing Queue and Delay King s Dyke Level Crossing... 8 Table 3-4 Level Crossing Queue and Delay Funtham s Lane Level Crossing... 8 Table 3-5 Level Crossing Average and Maximum Closure Time... 9 Table 3-6 Level Crossing Average Delay per vehicle...11 Table 3-7 Level Crossing Total Vehicle Hour Delay per Closure...11 Table 3-8 North Bank Closure Impact on the A605 Traffic Flow...12 Table 3-9 Impact of North Bank Closure on A605 Traffic Compared with North Bank (when open)...12 Table 3-10 Level Crossing Traffic Impact as a Consequence of North Bank Closure...13 Table 3-11 North Bank Closures 1 st April 2012 to 1 st April Table 3-12 Train Frequencies Whittlesea Station...13 Table 3-13 Delay per Vehicle with Increasing Level Crossing Closures per Hour...14 Table 4-1 TEMRO Car Driver Forecasts Fenland and Whittlesey (Indices 2013 = 100)...16 Table 4-2 Traffic Delay Impact of Traffic Growth on Traffic Delay...16 Table 5-1 Scheme Costs (2012 Prices)...19 Table 5-2 Scheme Costs Outturn (2012 Prices,,000)...19 Table 6-1 Economic Impact North Bank Open (2017 value of time)...22 Table 6-2 Economic Impact North Bank (2017 value of time)...22 Table 6-3 Economic Impact - Whole Life Assessment at 2010 Market Price...22 Table 6-4 Transport Efficiency Table - Whole Life Assessment at 2010 Market Price...24 Figures Figure 1-1 King s Dyke Level Crossing - Location... 2 Figure 1-2 Cambridgeshire LTP King s Dyke Level Crossing Improvements... 4 Figure 3-1 Location of Traffic Surveys: King s Dyke and Funtham s Lane level crossings... 6 Figure 3-2 Level Crossing Delay during the AM peak Hour...10 Figure 3-3 Level Crossing Delay initial queue not clearing...11 Figure 3-4 Level Crossing Delay per Vehicle Impact of Increasing Crossing Closures...15 Figure 5-1 Option A - Potential Bridge Option - Outline...17 Figure 5-2 Option B - Potential Bridge Option with Northern Link Road - Outline...18 Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June 2013

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7 1. Introduction 1.1. Location King s Dyke level crossing is an at-grade level crossing located between the A605 Peterborough to Whittlesey road and the railway line between Peterborough and Ely. The level crossing itself is a full barrier type locally controlled by an on-site Network Rail employee. Figure 1-1 shows the location of the King s Dyke Level Crossing, and the importance of the connectivity of the A605 between Whittlesey and Peterborough, and the alternative route via North Bank. Figure 1-1 King s Dyke Level Crossing - Location It is apparent from Figure 1-1 that North Bank offers a less direct route between Whittlesey and Peterborough, but is used as an alternative to the A605 due to traffic congestion and delays along that route. It should also be noted that North Bank is within the Nene Washes flood plain, and has been closed to vehicular traffic on ten separate occasions and the B1040 (between North Bank and Thorney) on six during the 12 month period between 1 st April 2012 and 1 st April Brief Atkins has been commissioned to undertake an outline assessment to consider the potential value for money of replacing the existing King s Dyke Level Crossing and to identify the benefits closing it might bring. Part of the commission includes considering: What are the existing problems at the level crossing? Is a replacement of the level crossing feasible? What would a replacement cost? Would it offer value for money? Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

8 The study has been undertaken as an overview before deciding whether or not to undertake more detailed investigations. The scheme would provide a bridge or underpass across the railway, removing the potential conflict between trains and vehicular traffic, including cyclists and pedestrians. A link to the industrial area north of the railway could also be provided which will enable a second level crossing at Funtham s Lane to also be closed Background The need for a scheme to replace the King s Dyke level crossing has been identified for over 20 years within Cambridgeshire County Council s TPP (Transport Policy and Programme) document and subsequent Local Transport Plan (LTP) documents. When the scheme was first devised in 1990 and 1991 it lay wholly within Cambridgeshire with Cambridgeshire County Council as Local Highway Authority, but in 1998 Peterborough became a unitary authority responsible for local roads within its district. At that time it was part of a four phase scheme to improve the A605 between Peterborough and Whittlesey, and included: Replacement of King s Dyke level crossing; A605 Horsey Toll to Funtham s Lane Improvement; Horsey Toll junction improvement; and Stanground Bypass. The latter two phases subsequently fell into the Peterborough unitary area. The Stanground bypass was completed and opened to traffic in October 2011 and was privately funded as a planning obligation to enable access to the Cardea housing development LTP (2001 to 2006) Cambridgeshire County Council s LTP (2001 to 2006) refers to the need for the replacement of the King s Dyke Level Crossing, and identified it as a Major Scheme within their LTP programme and it was considered an essential element in delivering the LTP strategy and meeting its objectives. The LTP proposed a bridge as a replacement of the King s Dyke level crossing, at an estimated out-turn cost for the scheme of 8.2 million at 2002 prices. The LTP described the scheme as: The scheme involves the construction of a 7 metre high bridge to take traffic over the Peterborough to Ely railway line, and the removal of the current level crossing. The road construction will consist of a 7.3 metre wide all-purpose single carriageway 1km in length. Funtham s Lane priority junction, at the western end of the scheme, will be converted to a four-arm roundabout. The A605 will be re-aligned to cross the railway to the north of the existing level crossing. The existing A605 will remain open to serve the industrial premises to the south of the road and west of the railway, which will be accessed from the roundabout. East of the railway, the road will also be realigned to the south, taking it away from the residential properties on Peterborough road, which currently have direct access onto the A605. A priority junction will be provided to access these properties. Figure 1-2 below, extracted from LTP, shows the indicative alignment of this scheme. Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

9 Figure 1-2 Cambridgeshire LTP King s Dyke Level Crossing Improvements Table 1-1 below is an extract of the 2001 LTP document and shows a preliminary assessment of the King s Dyke Level Crossing. Table 1-1 Cambridgeshire LTP Preliminary Assessment King s Dyke Level Crossing The Cambridgeshire LTP also listed the following benefits of the potential King s Dyke enhancements: Reduce conflict between rail and road traffic; and hence: - Enhance provision of rail services - Improved safety - Reduce accidents Reduce journey time on the A605; and hence: - Reduce congestion - Improve air quality - Improve public transport reliability, and thus increase bus use Improve access to industrial premises on Funtham s Lane, and consequently reduce the impact of HGV traffic Cater for increased housing provision within Whittlesey. The key change since the 2001 publication of Cambridgeshire s LTP is the development of the McCain s chip factory on the alignment of the 2001 scheme, which would appear to prejudice the implementation of this scheme on that side of the A605. Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

10 2. Problems and Issues 2.1. Issues The A605 between Whittlesey and Peterborough carries over 12,000 vehicles per day. At the current time there are some 120 train movements across the level crossing per day, resulting in an overall level crossing barrier downtime of between 8 and 20 minutes in each hour. This causes significant delay to traffic travelling to and from Peterborough, with a typical average delay of 45 seconds per vehicle and a typical maximum delay of over 7 minutes per vehicle. Furthermore, future plans by the rail industry to increase the number of movements along the line could see the number of trains using the crossing significantly increase, with consequential increase in delays to road traffic. The situation is exacerbated in the winter months when local flooding causes an alternative route into Peterborough via the North Bank to be closed for long periods of time, thus putting an additional 5,000 vehicles a day through King s Dyke for long periods of time. Overall, the level crossing causes significant journey time unreliability, which is constraining the planned growth of Whittlesey in terms of being an attractive place to live and work Scheme Objectives The objective of the scheme is to close the existing King s Dyke level crossing Purpose The purpose of the scheme would be to relieve queuing and congestion on the A605 at King s Dyke and to improve safety for both rail and road users at the crossing Outcome The expected outcome of a bridge or underpass to replace the current level crossing would be to: Significantly improve journey time reliability; Reduce the operational costs associated with the level crossing; and Reduce the risk of conflict between road and rail traffic. Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

11 3. Traffic Data 3.1. Level Crossing Surveys Level crossing surveys were undertaken at the King s Dyke and Funtham s Lane level crossings on three separate weekdays in February during normal school term time. The location of these surveys are shown in Figure 3-1 below. There were no adverse weather conditions or flooding which might have affected the results of the traffic surveys. The level crossing surveys monitored by direction: 1. Traffic flow crossing the level crossing in half hour time periods; 2. The down time and duration of the level crossing closures; and, 3. The resulting traffic queue as far as observations permitted. Traffic surveys were commissioned for three separate weekdays to ensure the results were representative of general traffic conditions. Figure 3-1 Location of Traffic Surveys: King s Dyke and Funtham s Lane level crossings The traffic surveys were undertaken on Monday 25 th February, Wednesday 27 th February and Friday 1 st March The results of survey are shown in Appendix A, and summarised below: Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

12 Traffic Count Table 3-1 below summarises the traffic flow crossing the King s Dyke level crossing by time period and direction. Table 3-1 Traffic Count King s Dyke Level Crossing Day 1 Day 2 Day 3 Time Period EB WB Total EB WB Total EB WB Total AM (8-9am) , , ,048 PM (5-6pm) , , ,083 Off Peak 4,188 4,141 8,329 4,038 4,091 8,129 4,493 4,643 9,136 12hr (7am-7pm) 5,257 5,184 10,441 5,187 5,166 10,353 5,564 5,703 11,267 Table 3-1 shows: The survey data is consistent across the three days of observation; The typical 12 hour flow is some 10,400 vehicles per weekday (Monday to Thursday), increasing by some 8% on a Friday; The 12 hour traffic flows are equivalent to an average flow of 12,000 vehicles per day; Traffic is tidal during the peak periods, with over 60% traffic heading towards Peterborough during the AM peak hour, and returning during the PM peak hour; and, Traffic observations undertaken on Day 1 (Monday) were typical of traffic conditions. Assuming a typical one way link capacity of 1,390 vehicles per hour, the maximum flows are well within capacity for a single carriageway road. Table 3-2 below, summarises the traffic flow crossing the Funtham s Lane crossing. Table 3-2 Time Period Traffic Count Funtham s Lane Day 1 Day 2 Day 3 NB SB Total NB SB Total NB SB Total AM (8-9am) PM (5-6pm) Off Peak hr (7am-7pm) Table 3-2 shows that Funtham s Lane crossing carries less than 800 vehicles per day, with Day 1 (Monday) surveys being typical. Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

13 Level Crossing Barrier Closure Tables 3-3 and 3-4 below summarise the number and impact of the level crossing closures across the A605, and across Funtham s Lane respectively. Note that these two tables report the total duration of closure. Table 3-3 Time Period Level Crossing Queue and Delay King s Dyke Level Crossing Number of Closures Day 1 Day 2 Day 3 Total (hh:mm:ss) % Number of Closures Total (hh:mm:ss) % Number of Closures Total (hh:mm:ss) % AM (8-9am) 7 00:18:41 31% 6 00:15:22 26% 4 00:11:40 19% PM (5-6pm) 8 00:21:33 36% 7 00:22:33 38% 7 00:20:18 34% Off Peak 56 02:39:59 27% 62 02:39:42 27% 66 02:56:17 29% 12hr (7am-7pm) 71 03:20:13 28% 75 03:17:37 27% 77 03:28:15 29% Table 3-3 shows the A605 typically experiences over 70 closures per 12 hour day, with the level crossing down on average for over 27% of the time. Detailed examination of the data shows an overall level crossing down time of between 8 and 25 minutes in any hour. Table 3-4 Level Crossing Queue and Delay Funtham s Lane Level Crossing Time Period Number of Closures Day 1 Day 2 Day 3 Total (hh:mm:ss) % Number of Closures Total (hh:mm:ss) % Number of Closures Total (hh:mm:ss) % AM (8-9am) 6 00:19:22 32% 6 00:20:16 34% 4 00:12:41 21% PM (5-6pm) 8 00:26:27 44% 6 00:19:29 32% 8 00:23:14 39% Off Peak 56 03:03:49 31% 60 03:07:31 31% 63 03:06:49 31% 12hr (7am-7pm) 70 03:49:38 32% 72 03:47:16 32% 75 03:42:44 31% Table 3-4 shows similar (as expected level) level crossing closures across Funtham s Lane as for the A605, but with a slight increase in duration of closure to over 30% of the overall time. Based on Table 3-3 and Table 3-4, Table 3-5 summarises the average duration of level crossing closure per instance for both the A605 King s Dyke and Funtham s Lane level crossings, as well as the maximum closure time recorded during the 12hr survey. Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

14 Table 3-5 Level Crossing Average and Maximum Closure Time A605 Funtham s Lane Time Period Day1 Day 2 Day 3 Day1 Day 2 Day 3 (mm:ss) (mm:ss) (mm:ss) (mm:ss) (mm:ss) (mm:ss) AM (8-9am) 02:40 02:34 02:55 03:14 03:23 03:10 PM (5-6pm) 02:42 03:13 02:54 03:18 03:15 02:54 Off Peak 02:51 02:35 02:40 03:17 03:08 02:58 12 Hour 02:49 02:38 02:42 03:17 03:09 02:58 Max Closure 07:01 05:55 07:38 07:58 07:48 07:11 Table 3-5 shows the average duration of level crossing closure to be approximately 2min 40secs per instance for the A605 and 3min for Funtham s Lane. The key observation is the consistent duration of average closure irrespective of day and time period, and that the Funtham s Lane level crossing was consistently down for 20 seconds longer. The other observation is that despite the consistent average level of closure the maximum duration of closure is consistently some 2.5 times greater than the average closure. This probably occurs when two trains pass in close succession, as it is understood that Network Rail will tend to keep the barriers down between two trains in quick succession for operational safety reasons. It is considered that the survey results from Day 1 for the A605 King s Dyke Level Crossing are representative of typical traffic conditions and should be used in subsequent calculations of the overall cost of delay Traffic Delay A simple formula to calculate the overall average traffic delay is as follows: Delay = (Total number of vehicles * Average level crossing closure * percent duration closed) / 2. = 10,441 vehicles * 02:49 * 28% / 2 = 4,117 vehicle minutes delay per day = 68 vehicle hours delay per day = 0.38 minutes per vehicle per day However, this formula makes no allowance for the traffic delays caused by the clearance time and that vehicles might still be joining the back of the queue as the front of the queue starts to clear so that they too encounter delay, as shown in Figure 3-2 below. This shows the observed level crossing closure at the A605 King s Dyke Level Crossing as experienced on Day 1 during the AM peak hour. Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

15 Figure 3-2 Level Crossing Delay during the AM peak Hour Level crossing open and closure is shown as the blue line, whist vehicle delay is the red line. Standard traffic signal formulae can be used to calculate the actual vehicle delay, as given by: Where: Delay = R^2 * AR / (1-P) Vehicle-Hours R AR P DR = Red time = Arrival Rate = Arrival Rate divided by Departure Rate = Departure Rate (Saturation Flow) The departure rate is assumed to be 1,650 vehicles per hour 1, given the presence of the level crossing and railway track itself, which effectively acts as a traffic calming feature. This formula can equally be applied to level crossing delay. In this instance the vehicle delay per closure has been calculated using this expression and summed over the full 12 hours of observation. Additional delay might occur if the queue is not cleared before the start of the next level crossing closure cycle, as shown in Figure 3-3 below, which shows such an event happening later on in the Day 1 observation at the A605 King s Dyke Level Crossing. 1 A typical departure rate at a set of traffic signals, but TRL (Traffic Research Laboratory) advise reducing this figure by up to 25% if a traffic calming feature is present. Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

16 Figure 3-3 Level Crossing Delay initial queue not clearing Using spread sheet calculations the actual sum of vehicle delay has been calculated and is summarised in Table 3-6 below. Table 3-6 Level Crossing Average Delay per vehicle A605 Funtham s Lane Time Period Day1 Day 2 Day 3 Day1 Day 2 Day 3 (mm:ss) (mm:ss) (mm:ss) (mm:ss) (mm:ss) (mm:ss) AM (8-9am) 00:44 00:34 00:51 00:33 00:36 00:19 PM (5-6pm) 01:02 01:05 01:08 00:48 00:35 00:41 Off Peak 00:50 00:39 00:46 00:37 00:34 00:30 12 Hour 00:51 00:41 00:49 00:38 00:34 00:30 Table 3-6 shows an average 41 seconds delay per vehicle over a 12 hour day experienced at the A605 King s Dyke level crossing and 38 seconds at Funtham s Lane. Table 3-7 below shows the total vehicle hour delay per closure. Note this table is shown in terms of hours and minutes (hh:mm). Table 3-7 Level Crossing Total Vehicle Hour Delay per Closure A605 Funtham s Lane Day1 Day 2 Day 3 Day1 Day 2 Day 3 Time Period (hh:mm) (hh:mm) (hh:mm) (hh:mm) (hh:mm) (hh:mm) AM (8-9am) 01:46 01:45 03:44 00:04 00:05 00:05 PM (5-6pm) 02:21 02:52 02:56 00:05 00:06 00:04 Off Peak 02:04 01:24 01:46 00:06 00:06 00:05 12 Hour 02:04 01:34 01:58 00:06 00:06 00:05 Table 3-7 shows an overall 2 vehicle hour delay per closure at the A605 King s Dyke level crossing and an average 6 vehicle minute delay at Funtham s Lane (reduced due to the decrease in traffic flow and lower delay per closure). Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

17 3.2. North Bank Closure During January the North Bank was frequently flooded, and Peterborough City Council took the opportunity to undertake traffic surveys at the western end of Stanground, with the survey on the A605 east of its junction with the B1095. The result of this traffic survey is compared in Table 3-8 with the Site 1 Day 1 Survey reported previously in Table 3-1. Peterborough City Council also took the opportunity in March 2013 to undertake a survey of traffic flows actually using North Bank. The result of this traffic survey is compared in Table 3-9 with the change in traffic flows reported in Table 3-8 as a consequence of its closure. Table 3-8 North Bank Closure Impact on the A605 Traffic Flow Time Period A605 King s Dyke Level Crossing North Bank Increase in Traffic Using A605 when North Bank EB WB Total EB WB Total EB WB Total AM (8-9am) , , PM (5-6pm) , , Off Peak 4, ,329 5,927 6,294 12,221 1,739 2,153 3,892 12hr (7am-7pm) 5, ,441 7,265 7,767 15,032 2,008 2,583 4,591 Although the traffic surveys were undertaken on different days, Table 3-8 does appear to show the North Bank closure caused a 4,591 vehicle increase in traffic along the A605 as a direct result. However, this increase in traffic does match the subsequent surveys on North Bank Peterborough City Council when it reopened. Table 3-9 Impact of North Bank Closure on A605 Traffic Compared with North Bank (when open) Time Period Increase in Traffic Using A605 when North Bank North Bank Open Traffic Using North bank Difference EB WB Total EB WB Total EB WB Total AM (8-9am) PM (5-6pm) Off Peak 1,739 2,153 3,892 1,845 1,822 3, hr (7am-7pm) 2,008 2,583 4,591 2,325 2,502 4, Table 3-9 shows a close correlation between the observed traffic flows using North Bank and the increase in traffic using the A605 when it was closed; the key difference being a loss of 344 vehicles westbound during the AM peak and 238 vehicles eastbound despite an overall loss of just 236 vehicles over a full 12 hour period. This loss in traffic will have been due to the capacity constraint and increased congestion at both the King s Dyke Level Crossing and the B1095 (Horsey Toll) junction, as a direct result of the increased traffic flows. This increased traffic flow on the A605, as a direct consequence of North Bank being closed, has been added to the observed King s Dyke Level survey data to enable the impact on level crossing traffic delays to be calculated and compared, as shown in Table 3-10 below. Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

18 Table 3-10 Level Crossing Traffic Impact as a Consequence of North Bank Closure Time Period Traffic Flow North Bank Open Average Delay Per Vehicle Vehicle Delay Per Closure Total Delay Traffic Flow North Bank Average Delay Per Vehicle Vehicle Delay Per Closure Total Delay Veh (mm:ss) (hh:mm) Veh.Hr Veh (mm:ss) (hh:mm) Veh.Hr AM (8-9am) 1,025 00:44 01: ,674 04:20 17: PM (5-6pm) 1,087 01:02 02: ,598 03:35 11: Off Peak 8,329 00:50 02: ,996 01:19 04: hr (7am-7pm) 10,441 00:51 02: ,268 01:53 06: Table 3-10 shows the estimated delays increasing from 2 vehicle hours to over 6 vehicle hours per closure as a direct result of the North Bank closure, and delays per vehicle increasing to an average of 3 to 4 minutes per vehicle during the peak hour and 1 minute off peak. It is noted that North Bank has been completely closed to traffic over 11 separate occasions and for 55 days over the 12 month period between 1 st April 2012 to 1 st April 2013, representing 15% of the overall time. Table 3-11 shows the actual closures over this period. Table 3-11 North Bank Closures 1 st April 2012 to 1 st April 2013 Closure Date Days 1 30 th April 2012 to 1 st May rd May 2012 to 8 th May th May 2012 to 20 th May th October 2012 to 20 th October rd November 2012 to 3 rd December th December th December 2012 to 18 th December nd December 2012 to 4 th January th January 2013 to 4 th February th February 2012 to 18 th February Train Services Traffic surveys recorded 71 closures of the King s Dyke level crossing on a typical weekday. Inspection of the time tables show the following train services passing through across the level crossing Birmingham to Stansted Airport once an hour each weekday; Liverpool to Norwich - every hour; Peterborough to Ipswich - every 2 hours; and Various freight. Table 3-12 shows the typical train frequencies at Whittlesea Station 2 for a typical weekday. Table 3-12 Train Frequencies Whittlesea Station 2 The railway station in Whittlesey is referred to by Network Rail as Whittlesea station for historic reasons Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

19 Time Period Passenger Train Freight Train Running Number of Trains Freight Train Timetabled but Not Running Total Trains Running on a Typical Day (Freight & Passenger) Level Crossing Closure AM (8-9am) PM (5-6pm) Off Peak hr (7am-7pm) hr Not Observed Table 3-12 shows a considerable difference between the numbers of freight trains timetabled (117) and actually running (44) on a typical weekday. The number of trains running on a typical weekday over a typical 12-hour period is 82 compared to an observed 72 closures of the level crossing; the difference being due to daily variations in freight trains actually operating and the level crossing being down to allow 2 trains to pass in each direction. Overall there are typically 120 trains per day crossing the level crossing. An assessment has been undertaken to calculate the impact of increasing level crossing closures using the Highway Capacity Manual (2000) formula for traffic signal delay, taking account of random arrivals and over capacity delays. Table 3-13 shows the impact of increasing level crossing closures based on survey data for the AM peak hour on Day 1 of the surveys, and Figure 3-4 shows this graphically. Table 3-13 Delay per Vehicle with Increasing Level Crossing Closures per Hour Closures Per Hour Vehicle Delay per Vehicle (mm:ss) 1 00: : : : : : : : : : : :01 Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

20 Figure 3-4 Level Crossing Delay per Vehicle Impact of Increasing Crossing Closures Delay per Vehicle (mm:ss) 02:18 02:01 01:44 01:26 01:09 00:52 00:35 00:17 00:00 Delay per Vehicle Number of Closures Per Hour Delay Figure 3-4 shows the delay per vehicle growing exponentially with increasing numbers of closures per hour, as the likelihood of vehicles being caught by the barriers for more than one closure increases Rail Growth The implementation of better intra-regional train services for the East of England and an increase in freight movements on the Felixstowe Nuneaton Corridor has meant that the level crossing is increasingly closed to road traffic and is causing difficulties in terms of congestion. Work is currently underway to complete the upgrades of the Ipswich to Peterborough section of the Felixstowe to Nuneaton Strategic Freight Route. Once this is completed in 2014 the frequency and length of freight trains will increase further. The Train Operating Companies also have aspirations to increase the frequency of passenger services on the line. Additional trains will result in more and longer level crossing closures, increasing congestion and delays. Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

21 4. Traffic Growth Traffic is forecast to grow based on a number of factors as follows: Increased population; Increased jobs; and Increasing propensity to use cars. The Government publish a TEMPRO forecasting tool which takes account of the first two items, jobs and housing, which can then be used to forecast traffic growth taking account of increasing propensity to use cars and increased trip length. This forecasting tool is segmented down to administrative areas, such as Fenland and Whittlesey, and reflects the population and housing growth policies in those areas. Increasing population and jobs will cause a minimum increase in traffic generation, which if not readily accommodated on the existing transport infrastructure will itself impede population and employment growth. Essentially, if the transport infrastructure is inadequate then the additional population and jobs will shift elsewhere, where the transport infrastructure is adequate to accommodate such growth. Table 4-1 shows the TEMPRO 3 car driver forecast for Fenland and Whittlesey, using TEMPRO dataset 6.2. Table 4-1 TEMRO Car Driver Forecasts Fenland and Whittlesey (Indices 2013 = 100) Year Fenland Whittlesey Table 4-1 shows an expected 5% increase in traffic between 2013 and 2017 (the potential opening date of a solution) due purely to anticipated growth in housing and jobs. The impact of traffic growth on level crossing delay per closure has been calculated and the results reported in Table 4-2 below. It should be noted that the results are based on the level crossing closures observed on Day 1 of the traffic surveys, and take no account of the likely increase in the frequency of level crossing closures as a result of a potential increase in the number of passenger and freight trains. Table 4-2 Year Traffic Delay Impact of Traffic Growth on Traffic Delay Traffic Flow North Bank Open Average Delay per vehicle (mm:ss) Vehicle Delay Per Closure (hh:mm) Traffic Flow North Bank Closes Average delay per vehicle ((mm:ss) Vehicle Delay Per Closure (hh:mm) ,441 00: ,441 00: ,964 00: ,666 02: ,201 00: ,434 04: ,311 01: ,021 06: Table 4-2 clearly shows an escalating increase in vehicle hour delay per closure, from 2 vehicle hours to potentially 30 vehicle hours per closure by 2037 if the housing and employment growth takes place as forecasted coupled with a North Bank closure. 3 TEMPRO is a National traffic forecasting tool issued by the DfT which reflects local planning policy at local level in term of population and job growth. Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

22 5. Level Crossing Closure Solutions The original 1990s scheme to enable the closure of the King s Dyke Level crossing provided for a bridge across the railway that ran to the north of the A605 (as indicated in Figure 1-2). However, the land on which it would sit has since been developed as part of the McCain s chip factory. Two alternative solutions are presented below: Option A; and Option B. Option A would run to the south of the A605, and Option B is based on Option A but includes a link to the industrial area on the northern side of the railway, which would allow the level crossing across Funtham s Lane to be closed. These options are shown in Figure 5-1 and Figure 5-2 respectively. Figure 5-1 Option A - Potential Bridge Option - Outline Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

23 Figure 5-2 Option B - Potential Bridge Option with Northern Link Road - Outline Whilst technically feasible it is noted that option A and B would occupy existing commercial and residential properties Cost The construction costs have been estimated at December 2012 prices for Option A and Option B. Allowances were made for risk, systemic optimism bias (OB) and for outstanding preparation and supervision of the works. Costs were then allocated by the year in which they would be incurred. The present day (December 2012) scheme costs are shown below in Table 5-1, which also shows the total outturn costs. This table shows an estimated scheme cost of 13.5m at current prices and 15.0m outturn. An allowance has been made within the cost estimate for a link road to the industrial area north of the railway, which would enable a second level crossing at Funtham s Lane to also be closed. The estimated cost of this link road is 1.8m (including OB and risk allowance). Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

24 Table 5-1 Scheme Costs (2012 Prices) Cost Estimate ( ) Item Option A Option B Preparation 599, ,500 Land Costs 400, ,000 Utility 400, ,000 Construction 4,581,250 5,212,500 Supervision 274, ,750 Quantified Risk Allowance 885,000 1,106,250 Total 7,140,875 8,207,000 65% Optimism Bias 4,641,569 5,334,550 Total (2012 price) 11,782,444 13,541,550 Total (Outturn) 13,209,737 14,994,915 Table 5-2 below shows the cost expenditure profile for Option B, summarised by Works, Preparation and Supervision Costs, profiled over a three year period and assuming a nominal 2.5% per annum inflation, including Optimum Bias. It is assumed that land and utility costs will be incurred as part of the Construction Costs during 2014/15. Note: a notional land cost of 0.5m has been assumed because of the potential loss of commercial land with an on-line scheme. Table 5-2 Scheme Costs Outturn (2012 Prices,,000) Item /2017 Total Preparation ,370 Construction 1,848 5,486 5,623 12,958 Supervision Total 677 2,542 5,815 5,961 14, Risk Assessment In accordance with Government advice a project risk register was developed when the project was initiated. The aim of the register is to develop a clear view of risks associated with the scheme and to evaluate the factors that could have a detrimental effect. The risk register was based on the following documents: Department for Transport: Transport Analysis Guidance (TAG) Unit 3.9.3; and, Treasury Taskforce Private Finance Technical Note No 5: How to construct a Public Sector Comparator. The key areas that were identified in relation to the project are: Permissions and Policy; Economic and Procurement; Design; Construction; Performance; Environmental and Integration; and Network Rail. Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

25 Permission and Policy Risk: Cambridgeshire County Council and its partners would work closely with the Planning Authority, Environment Agency and other statutory bodies to ensure the scheme meets their aspirations for the area e.g. Green Grid. Consultation with stakeholders and feedback from the public will be reflected in the design to ensure that the scheme reflects the needs of the local community. Economic / Procurement: It is considered that Early Contractor Involvement (ECI) would reduce the risk of cost overrun by selection of appropriate design and construction methods. The method of procurement is to be evaluated. Design: Best practice project management procedures will be applied so as to reduce the risk of programme over-run during the design stage. The scheme would carry a full CDM requirement and a CDM Co-ordinator would need to be appointed. Registers would be maintained to document the design process. Construction: There is a risk of damage to plant and injury to personnel from working with or adjacent to live services. The contact will therefore be established with the Statutory Authorities responsible and contact will continue through the final design and construction stages. Full design details will be supplied to affected organisations in order that appropriate and necessary measures are taken to divert or protect plant and highway users. Since the scheme would generate a surplus of material to be disposed off-site there is a risk that associated costs will be underestimated. Due consideration is being given to reusing materials locally e.g. landscaping and land-forming and partnering arrangements are to be considered for local usage as landfill site cover and restoration material. There is a risk that more distant disposal opportunities will be needed with a corresponding increase in transport and environmental cost. Unforeseen ground conditions represent a considerable risk to major construction schemes. Comprehensive ground investigation and analysis of data will be undertaken, with due consideration within the final design. Performance: There is a risk that operating and maintenance costs will be higher than expected. Existing costs have been considered for highways with similar attributes. The design considers appropriate safety measures to mitigate potential concerns highlighted through safety advice and staged safety audits. Acts of vandalism are considered to be of low consequence, however, due consideration will be given throughout the design and construction process, to the safety of highway users. Environmental and Integration: Environmental, ecological and archaeological studies will be undertaken and the findings will form a key part of the design process. It is possible that additional site measures will be required though these should be minimal due to the comprehensive nature of the studies undertaken. Borehole studies will be undertaken with piezometers placed to monitor groundwater trends. The risk of pollution to groundwater is considered low and full co-operation with the Environment Agency will address this issue. It is envisaged that the risks will reduce further during the life of the project and as more information becomes available. This will give more certainty as far as costs are concerned Cost Summary In summary, the estimated costs for Option B are as follows:. Present Day cost = m Scheme outturn Cost = m Note: The scheme costs allow for a link to the industrial area north of the railway would also be provided which will enable a second level crossing at Funtham s Lane to also be closed. Note: Land costs may be avoided if a scheme could be developed on-line. This would require the development of the Link Road as a temporary diversion during the construction of an on-line bridge. Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

26 6. Economic Evaluation The economic assessment of the project is an evaluation of the benefits likely to be received by road users set against the costs incurred by Government. This evaluation follows the principles set out by the Treasury in its Green Book and is undertaken in accordance with the approach set out by the Department for Transport in its web-based Transport Analysis Guidance (WebTAG 3.5) Value for Money A Value for Money (VfM) assessment is produced to ensure value for money in spending. An initial VfM can be calculated based upon the Benefit Cost Ratio (BCR) of the scheme. The Department of Transport categorise VfM as: Poor VfM if the BCR is less than 1.0 Low VfM if the BCR is between 1.0 and 1.5 Medium VfM if the BCR is between 1.5 and 2.0 High VfM is the BCR is between 2.0 and 4.0 Very High VfM if the BCR is greater than 4.0 An initial value for money exercise has been undertaken using an excel spread sheet to discount the benefits and costs over a 60 year life to 2010 base at 2010 prices Benefits The key benefit of a King s Dyke level crossing replacement would be saving the current cost of delay. Other benefits, which have not been quantified at this stage of the study include: Road / Rail safety benefits. There have been several high profile road accidents at level crossings, some of which have involved fatalities. Network rail have a programme of replacing existing level crossings with alternative facilitates, and are enhancing their strategy to reduce level crossing risk by closing level crossings or otherwise replacing them with bridges or underpasses where feasible. On average there are seven pedestrian and two to three vehicle occupant fatalities per year (excluding suicides) on Network Rail s level crossings. Disruption due to level crossing failures. On occasions level crossings fail, and when they do the barriers are effectively locked down to traffic. There was a recent incident, which occurred on the 20 th December 2012, when the King s Dyke Level Crossing failed and was closed for over an hour. At this time there was effectively no other route between Whittlesey and Peterborough due to the closure of the B1040 and North Bank because of flooding. This alone raises issues of resilience. Operation Costs. Network Rail incurs substantial ongoing operational costs, both to maintain and operate the level crossing in a safer manor. Network Rail has reported 4 the closure of 600 crossings saving 158 million in whole life operational costs, which is equivalent to a whole life cost saving of 0.25m per crossing. The savings at King s Dyke at are expected to be considerably higher due to the current need to have on-site attendance Cost of Delay The economic cost of delay to road traffic has been calculated for the year 2017 using the DfT s latest value of time for 2017, which is per hour per vehicle at 2010 market prices. The overall cost of delay calculates at over 0.5m per annum, which is money lost to society. Table 6-1 and Table 6-2 show the economic impact of the King s Dyke Level Crossing on traffic delays, with and without North Bank open. 4 Level crossings risk reduction in CP5 Supporting document Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

27 Table 6-1 Economic Impact North Bank Open (2017 value of time) Time Period Flow in Time Period Time Delay Hours Per Day Total Hour Delay Per Day Assessed Days Per Annum Total Hour Delay Per Annum Veh (mm:ss) (hh:mm) Veh.Hr Veh.Hr Hours Total Value of Time Per Annum AM (8-9am) 1,076 00: ,511 52,880 PM (5-6pm) 1,141 01: ,300 79,819 Off Peak 8,746 00: , ,717 12hr (7am-7pm) 10,964 00: , ,416 Table 6-2 Economic Impact North Bank (2017 value of time) Time Period Flow in Time Period Time Delay Hours Per Day Total Hour Delay Per Day Assessed Days Per Annum Total Hour Delay Per Annum Total Value of Time Per Annum Veh (mm:ss) (hh:mm) Veh.Hr Veh.Hr Hours AM (8-9am) 1,758 05: , ,764 PM (5-6pm) 1,678 04: , ,289 Off Peak 12,230 01: ,649 1,169,395 12hr (7am-7pm) 15,666 02: ,022 2,289,447 Table 6-1 shows the economic impact of King s Dyke Level Crossing on traffic delays equivalent to 600,000 per annum. The figure of 2.2m per annum for when North Bank is closed is equivalent to 8,000 per day. It is noted that North Bank has been completely closed for 55 days in the last 12 months (1 st April 2012 to 1 st April 2013), representing 15% of the overall time Year Whole Life Assessment A 60 year whole life assessment of the cost of delay has been undertaken using excel spreadsheet techniques, and the results are reported in Table 6-3 below. Table 6-3 Year Economic Impact - Whole Life Assessment at 2010 Market Price North Bank Open North Bank Undiscounted Discounted to 2010 Undiscounted Discounted to , ,022 2,289,447 1,799, , ,427 5,821,544 3,243, ,215, ,332 11,606,294 4,584, ,339,500 24,882, ,356, ,266,804 Table 6-3 shows the whole life cost of delay varies between 25m and 210m (at 2010 prices discounted to 2010 prices) depending on whether the North Bank route is open or closed. Based on a one month closure per annum the economic cost of the King s Dyke level crossing is therefore 40m in terms of traffic delay, However, the cost of unreliability is much greater than the simple proportion of time North Bank is closed, as it will affect the decision making process of relocating houses and jobs to Whittlesey and thus will impact the wider economic activity of Whittlesey. Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

28 6.3. Costs Treatment of Costs The costs reported in Table 5-2 for Option B have been used to assess the economic benefits of the scheme, which have been discounted back to 2010 and at 2010 Market Prices. On this basis, the Net Present Value of Cost is 12.4m. At this stage it takes no account of the likely savings in the level crossing operational costs that would otherwise be incurred by Network Rail Long Term Road User Benefits The benefits that would be expected to accrue to road users over the long term were the scheme to be in place, as opposed to the Do-Minimum situation, have been evaluated using an excel spreadsheet. This has applied values of time savings discounted to a 60 year stream of benefits to the present value year (defined by the DfT as 2010) and expresses the benefits in 2010 market prices. The long term road user benefits as output by the excel spreadsheet are 25M (discounted to 2010 at 2010 market prices) assuming North Bank open, increasing to 210m if closed. Assuming North Bank is closed for 15% of the time (based on the last 12 months records) the overall BCR would be Economics Summary The overall economic results are set out in Table 6-4. This shows the King s Dyke Level Crossing bridge replacement scheme has a Benefit Cost Ratio of between 2.01 and 4.24 (High to Very High VfM), depending on the status of North Bank. The scheme would have an overall net present value of benefits of 12.5m to 40.3m and a broad transport budget of 12.4m (at 2010 market prices discounted to 2010). Transport Economic Efficiency (TEE) Shows the transport benefits to users of transport and benefits to private sector transport providers. It also includes entries for the disbenefits (delays, increased vehicle operating costs and increased numbers of accidents) to transport users caused by construction and maintenance. The results are summed to give the total Net Present Value (NPV) of non-government benefits. It is important to note that benefits to business and consumers are restricted to those benefits that are calculable from changes within the transport system. They do not include reliability benefits, benefits due to changes in land use or values, productivity and so on arising from a transport proposal. Analysis of Monetised Costs and Benefits (AMCB) Presents summary statistics, such as NPV and BCR. These statistics draw on the results presented in the Public Accounts and Transport Economic Efficiency table, and, where appropriate, any other analyses that provide a monetised estimate of benefit. This table includes a warning that, where there are significant benefits or disbenefits that have not been monetised, the summary statistics presented may not be a good indicator of value for money and should not be used alone in taking decisions. These benefits take no account of: Road / rail safety benefits; Disruption due to level crossing failures; Level crossing operation costs; or Increasing freight and passenger trains. Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

29 Table 6-4 Transport Efficiency Table - Whole Life Assessment at 2010 Market Price Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

30 7. Summary An assessment of the King s Dyke level crossing has been undertaken to determine: What are the existing problems at the level crossing? Whether a replacement of the level crossing feasible? What would a replacement cost? Would it be value for money? As part of the study traffic surveys have been undertaken over three separate days which has shown a consistency in traffic surveys and confidence in their use within an economic assessment Existing problems The A605 between Whittlesey and Peterborough carries over 12,000 vehicles per day. At the current time there are some 120 train movements across the level crossing, resulting in an overall level crossing barrier downtime of between 8 and 25 minutes in any hour. This causes significant delay to traffic travelling to and from Peterborough, with a typical average delay of 45 seconds per vehicle Furthermore, future plans by the rail industry to increase the number of movements along the line could see the number of trains using the crossing increase, increasing the existing traffic delays further. The situation is exacerbated in the winter months when local flooding causes an alternative route into Peterborough via the North Bank to be closed for long periods of time, thus putting an additional 5,000 vehicles a day through King s Dyke for long periods of time and doubling the average delay per vehicle. Overall, the level crossing causes significant journey time unreliability, which is constraining the planned growth of Whittlesey in terms of being an attractive place to live and work Solution A solution to the existing problems would be to bridge the A605 across the railway, allowing existing level crossing to be closed. It might also be possible to take the opportunity to close the existing Funtham s Lane level crossing. Analysis has shown: A bridge structure across the railway is technically feasible but would potentially require third party land; The cost of a bridge would be approximately 15m; Such a scheme would offer high to very value for money in straight economic sense; It would offer a Benefit Cost Ratios of between 2.01 and 4.24, depending on the status of North Bank; and The scheme would have an overall net present value of benefits of 12.5m to 40.3m and a broad transport budget of 12.4 m (at 2010 market prices discounted to 2010). This study has demonstrated that a bridge to replace and close the existing King s Dyke level crossing offers very good value for money and is a financially worthwhile scheme. It is recommended that more detailed investigation is undertaken to define the preferred option. Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

31 7.3. Next Stage of Assessment If the study is to be taken forward the next stages should include the development of an Option Appraisals Report to select the preferred option through a transparent and systematic process. The report would contribute to a better understanding of the current and future situation in terms of current transport and other policies, current travel demand and levels. The report would cover the following issues: Geographic Context Socio-economic and demographic characteristics Land use and environmental characteristics - Agricultural - Landscape - Business - Townscape - Biodiversity - Archaeological - Water (including contamination and flood risk) - Air Quality Transport Characteristics - Road network - Travel time - Traffic Growth The potential options would be sifted and assessed against the criteria from the five cases model, and a preferred option selected. The five case criteria includes: Strategic case Evidence to demonstrate the intervention is consistent with and will contribute to local, regional and national goals and objectives; Value for money Evidence to demonstrate the likely benefits and disbenefits of the intervention against likely costs, in the context of the Governments Goal; Delivery Case Evidence to demonstrate how the promoter will deliver the intervention to time and budget; Financial Case Evidence to demonstrate how the intervention is affordable and financially sustainable Commercial case Evidence to demonstrate the intervention can be procured. As part of the process, dialogue would be opened with Network Rail, to determine their processes in terms of railway line possessions (necessary as part of the construction process) and to determine any potential contributions. Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

32 Appendices

33 Appendix A. Scheme Cost Option A Option B Item Description Unit Cost Cost Contract Works 1.0 Preliminaries sum 663, , Site Clearance sum 120, , Fencing sum 75,000 93, Safety Fencing Sum 125, , Drainage sum 300, , Earthworks sum 912, , Pavements sum 1,100,000 1,375, Kerbs, Footways and paved areas sum 340, , Traffic Signs & Road Markings sum 50,000 62, Street Lighting sum 120, , Structural Concrete sum 625, , Landscaping 150, ,000 Contract Works Sub-total 4,581,250 5,212,500 Design Costs (Stage 1 and 2) 12% 549, ,500 land Costs 400, ,000 Utility 400, ,000 Network Rail 50,000 50,000 Supervision Fees (Stage 3) 6% 274, ,750 Total 6,255,875 7,100,750 Risk Allowance Item 885,000 1,106,250 Optimism Bias 65% 4,641,569 5,334,550 Total 11,782,444 13,541,550 Outturn Cost (,000) 13,209,737 14,994,915 Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

34 Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

35 Appendix B. Traffic Survey Data Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

36 Table A1 Traffic Count King s Dyke Level Crossing Time Period Half Hour Starting Day 1 Day 2 Day 3 EB WB Total EB WB Total EB WB Total 07:00: :30: :00: :30: :00: :30: :00: :30: :00: :30: :00: :30: :00: :30: :00: :30: :00: :30: :00: :30: :00: :30: :00: :30: Total 5,257 5,184 10, , ,267 Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

37 Table A2 Traffic Count Funtham s Lane Level Crossing Time Period Half Hour Starting Day 1 Day 2 Day 3 EB WB Total EB WB Total EB WB Total 07:00: :30: :00: :30: :00: :30: :00: :30: :00: :30: :00: :30: :00: :30: :00: :30: :00: :30: :00: :30: :00: :30: :00: :30: Total Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

38 Table A3 Level Crossing Queue and Delay King s Dyke Level Crossing Hour Starting Number of Closures Day 1 Day 2 Day 3 Total (hh:mm:ss) % Number of Closures Total (hh:mm:ss) % Number of Closures Total (hh:mm:ss) % :16:31 28% 6 00:16:36 28% 7 00:15:00 25% :18:55 32% 6 00:15:34 26% 4 00:11:48 20% :17:45 30% 8 00:19:22 32% 7 00:17:42 30% :12:52 21% 4 00:08:09 14% 5 00:14:34 24% :19:46 33% 7 00:16:42 28% 9 00:25:31 43% :08:07 14% 3 00:08:23 14% 6 00:14:09 24% :16:14 27% 6 00:15:17 25% 7 00:19:12 32% :16:48 28% 7 00:19:37 33% 6 00:19:39 33% :16:17 27% 7 00:17:35 29% 7 00:17:18 29% :16:37 28% 7 00:19:46 33% 5 00:16:49 28% :21:49 36% 7 00:22:47 38% 7 00:20:32 34% :20:54 35% 7 00:20:19 34% 7 00:18:35 31% Table A4 Level Crossing Queue and Delay Funtham s Lane Hour Starting Number of Closures Day 1 Day 2 Day 3 Total (hh:mm:ss) % Number of Closures Total (hh:mm:ss) % Number of Closures Total (hh:mm:ss) % :19:34 33% 6 00:17:08 29% 6 00:14:24 24% :19:22 32% 6 00:20:16 34% 4 00:12:41 21% :23:04 38% 8 00:23:54 40% 7 00:20:14 34% :14:51 25% 4 00:10:19 17% 5 00:15:51 26% :25:08 42% 5 00:21:15 35% 9 00:31:19 52% :09:30 16% 3 00:10:48 18% 5 00:14:38 24% :19:04 32% 6 00:19:31 33% 7 00:21:44 36% :15:00 25% 7 00:19:55 33% 6 00:19:34 33% :17:25 29% 7 00:18:04 30% 7 00:17:59 30% :15:33 26% 6 00:21:35 36% 5 00:14:15 24% :26:27 44% 6 00:19:29 32% 8 00:23:14 39% :24:40 41% 8 00:25:02 42% 6 00:16:51 28% Atkins Kings Dyke Level Crossing Replacement - Initial Investigation Version June

39 Contact name: Dave Boddy Atkins Ltd except where stated otherwise. The Atkins logo, Carbon Critical Design and the strapline Plan Design Enable are trademarks of Atkins Ltd.

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