transport for london surface transport · 2020. 11. 6. · traffic signal supplementary report...

Transport for London

Surface Transport

Management Systems Document - Form

Traffic Signal Supplementary Report (TSSR) – AMD Scheme Design and Impact Assessment

Document No: SQA-0569 - issue: 2

Traffic Signal Supplementary Report (TSSR)

Contents 1 Purpose ............................................................................................................... 2

2 Scheme Types ..................................................................................................... 2

3 Reference Documents ......................................................................................... 2

4 Document Reference ........................................................................................... 3

4.1 Document Control - for Scheme Submission ....................................................... 3

4.2 Scheme Reference .............................................................................................. 3

5 Scheme Summary (Promoter to complete this section) ....................................... 3

5.1 Scheme Overview ................................................................................................ 3

5.2 Site Works Breakdown ........................................................................................ 6

5.3 Information Supplied ............................................................................................ 7

5.4 Promoter Submission Details .............................................................................. 8

6 Scheme Assessment (To be completed by TI Signals) ....................................... 9

6.1 Data and Information ........................................................................................... 9

6.2 Signal Design ...................................................................................................... 9

6.3 Assessment Summary ......................................................................................... 9

7 Network Impact Assessment (To be completed by NP-NM) .............................. 17

7.1 Model Integrity ................................................................................................... 17

7.2 Network Impact Assessment ............................................................................. 18

7.3 Assessment Summary ....................................................................................... 24

8 Document Control .............................................................................................. 26

Appendix A – References ......................................................................................... 27

Appendix B – Comparative Performance Statistics .................................................. 35

SQA-0569 – issue 2 Page 1 of 54


Purpose

To provide the template for the client / promoter scheme proposal and the Asset Management Directorate (AMD) audit of signal design and network impact.

The template must be completed for all schemes planned for implementation on the Transport for London Road Network (TLRN) and Strategic Road Network (SRN) and where schemes on other roads impact the performance of the TLRN, SRN or bus operation.

The audit and assessment completed by AMD will be undertaken on schemes that are accepted traffic signal schemes and this document will provide a summary of the findings with recommendations, with respect to safe signal design and road network impact.

The Traffic Signal Supplementary Report (TSSR) will be initiated and submitted by the promoter (section 1). AMD Traffic Infrastructure (TI) Signals and Road Space Management (RSM) Outcomes Delivery (OD)will complete their assessment (Sections 2 and 3 respectively). It will then be returned to the promoter for them to submit to RSM’s Planned Interventions (PI) and Forward Planning Team (FPT), along with other supporting information.

Scheme Types

1. Minor works (usually not in carriageway) not effecting signal operation or capacity.

2. Isolated crossings (Pelican, Toucan, Puffin). 3. Crossing in a linked system (Pelican, Toucan, Puffin). 4. Modifications to existing signals to improve facilities 5. New junctions 6. Modernisation Programme. Notes: Type 1: A TSSR is generally not required for this type of scheme, however a road network impact assessment (Section 3) may be required for non-traffic signal schemes that could affect road capacity. A network impact assessment will require operational traffic modelling and must follow the Model Audit Process (MAP) – SQA-0184. Type 5: Justification will need to be provided for new signal installations.

Reference Documents

Document Number Document Title SQA-0064 Design Standards for Signal Schemes in London. SQA-0184 Model Audit Process (MAP) Overview. SQA-0448 Signal Design Review Sheet



cyclists and improved visibility in Vauxhall tunnels Harnessing rivers’ potential (no impact): No impact on rivers



6 Scheme Assessment (To be completed by TI Signals)

6.1 Data and Information Final Preliminary Design drawing of the proposed changes comprising:

Construction Package 60144895/5/CP5/DD/100-200 iss G 3 Years Accident Data for the period 2009-2012 SQA 448 with existing and proposed safety timings Proposed LINSIGs Base LINSIGs Queue Length surveys Manual Classified Counts

6.2 Signal Design Summary of the design / changes: A list of all Traffic Infrastructure PROposal drawings can be found in Appendix A

01/272 VAUXHALL BRIDGE ROAD - RAMPAYNE STREET The following traffic signal related changes to site are proposed:

• New ASL’s on all approaches • New Bus stop on A202 south-eastbound approach • Central median on the southeast arm repositioned • Removal of bus gate on north-westbound approach

The proposed operational arrangement for traffic signals is in essence the same as current site. 01/313 VAUXHALL BRIDGE ROAD - DRUMMOND GATE Major layout changes are proposed for the benefit of cyclists and pedestrians. Traffic signal related changes primarily consist of:

• New Toucan crossings / shared areas • Segregated uncontrolled bidirectional cycle track running through the site on

A202 as part of wider new Cycle Superhighway route. • Removal of splitter island replaced with new footway shared area space at

the north-west corner of junction The proposed operational arrangement for traffic signal mirrors the current site.

01/047 A202 VAUXHALL BRIDGE RD - BESSBOROUGH GARDENS - B236 JOHN ISLIP ST Major layout changes are proposed for the benefit of cyclists and pedestrians. Traffic signal related changes primarily consist of:

• New signal controlled segregated bi-directional cycle track running through the site on A202 as part of wider new Cycle Superhighway route. Note: In



the north-westbound direction for cyclist to continue on the Cycle Superhighway route they would be required to leave the track and proceed across the junction onto Drummond Gate at the next junction.

• New signal controlled pedestrian crossing with PCATS across Bessborough Gardens

The proposed signal operation adds an additional stage to run the new signal controlled cycle track movements and pedestrian crossing across Bessborough Gardens. All vehicular movements are held at a red signal in this new stage.

1/046 A202 VAUXHALL BRIDGE - MILLBANK - GROSVENOR ROAD - BESSBOROUGH GARDENS

Major layout changes are proposed for the benefit of cyclists. Traffic signal related changes primarily consisting of:

• New signal controlled segregated bi-directional cycle track running through the site on A202 Vauxhall Bridge – Bessborough Gardens as part of wider new Cycle Superhighway route.

• The left turn from Bessborough Gardens into Millbank has been banned. • New cycle lanes on the north-eastern footway allowing cyclists to cut across

the corner of the junction off-carriageway. This also provides a route for cyclist exiting the Cycle Superhighway and turning into Grosvenor Road.

The new signal controlled cycle track movements have been added to the existing signal staging to run in parallel with vehicle movements. Therefore proposed operational arrangement for traffic signals is in essence the same as current site with the exception of the banned left turn.

09/076 A3036 WANDSWORTH ROAD - A3036 ALBERT EMBANKMENT - VAUXHALL BRIDGE

Major layout changes are proposed for the benefit of cyclists. Traffic signal related changes primarily consist of:

• New signal controlled bidirectional cycle track running through Vauxhall Bridge to Kennington Lane

• New signalled cycle crossing point across Bridgefoot and across Albert Embankment

• The removal of all Toucan crossing facilities, which are now pedestrian only.

The new signal controlled cycle crossing over Bridgefoot results in a change in staging. The previously separately controlled left turn onto Vauxhall Bridge from Wandsworth Road is now incorporated into the staging for the rest of the junction.

09/335 A3036 ALBERT EMBANKMENT S/BND - VAUXHALL GYRATORY



Major layout changes are proposed for the benefit of cyclists. Traffic signal related changes primarily consist of:

• New signal controlled segregated bidirectional cycle track running through the site on Kennington Lane

• Removal of Toucan crossing facilities, which are now pedestrian only. The new signal controlled cycle track movements have been added to the existing signal staging to run in parallel with vehicle movements. Therefore proposed operational arrangement for traffic signals is in essence the same as current site with the exception of the banned left turn.

09/088 A203 SOUTH LAMBETH RD - A202 HARLEYFORD RD - A3204 KENNINGTON LANE

Major layout changes are proposed for the benefit of cyclists. Traffic signal related changes primarily consist of: • New signal controlled segregated bidirectional cycle track running through the

site on Kennington Lane and Harleyford Road. This also links into the existing off street bidirectional track on the east footway of South Lambeth Road.

• Toucan facilities are retained but are relocated due to major alterations to kerb lines.

• The current arrangement of two separate pedestrian crossings on Kennington Lane is retained to accommodate two different pedestrian desire lines.

The new signal controlled cycle track movements have been added to the existing signal staging to run in parallel with vehicle movements, however, a new stage is necessary due to pedestrian-cycle conflicts on Harleyford Road.

09/102 A202 A202 HARLEYFORD ROAD BY VAUXHALL GROVE

Layout changes are proposed for the benefit of cyclists and pedestrians. Traffic signal related changes primarily consist of: • New signal controlled segregated bidirectional cycle track running through the

site on Harleyford Road. • Conversion to Ped-X with PCATS

The new signal controlled cycle track movements have been added to the existing signal staging to run in parallel with vehicle movements.

09/198 & 09/317 A202 HARLEYFORD ROAD - A3204 DURHAM STREET

Layout changes are proposed for the benefit of cyclists and pedestrians. Traffic signal related changes primarily consist of:

• New segregated bidirectional cycle track running through the site on Harleyford Road. This by-passes the junction and there are no signalled crossings for pedestrians.



The signal operation will be as per existing.

09/199 HARLEYFORD ROAD BY KENNINGTON OVAL


• New signal controlled segregated bidirectional cycle track running through the site on Harleyford Road.

The new signal controlled cycle track movements have been added to the existing signal staging to run in parallel with vehicle movements. The Toucan crossing links the Cycle Superhighway to an existing LCN route on Kennington Oval.

09/296 A202 KENNINGTON OVAL BY SHREWSBURY HOUSE


• New signal controlled segregated bidirectional cycle track running through the site on Harleyford Road.

• Carriageway narrowing to accommodate the cycle tracks and provide additional space for the shared area on the northern footway.

The operation of the crossing will be as per existing.

09/410 DURHAM STREET PEDESTRIAN CROSSING O/S ST ANNE'S SCHOOL This is a new Ped-X type crossing with PCATS. The calculation for the justification of a crossing PV2 does not achieve the minimum value set out in SQA 0647. However, the relocation of the eastbound bus stop from Harleyford Road to close by the school entrance will create new demand, effectively transferring pedestrians to this revised location. Not providing a new crossing point could give rise to safety concerns, especially considering the proximity to the school and school alighters. A zebra crossing had been considered but is not appropriate at this location due to traffic volumes and vehicle types Additionally the crossing is provided in response to consultation feedback requesting improved crossing facilities and improved access to the school. Review of Safety Timings Draft SQA-448’s have been submitted as the designs have been in a state of constant change. The current design, including SQA-448, is currently undergoing T.I. safety checks. General traffic safety timings are appropriate for the proposals; however, as this is one of the first signalised segregated bidirectional cycle track facilities of its type in



London, there are uncertainties regarding cycle speeds and behaviour (see also section 7.2). This is of particular concern where cyclists turn off and onto the track. Engineering judgement has been used for safety times but it is recommended these timings are reviewed at commissioning and measures put in place to monitor post implementation. Alterations to timings due to this monitoring may affect network performance in the final scheme but are safety critical in nature. Safety Concerns • Crossing Widths

09/335 Albert Embankment S/Bnd – Vauxhall Gyratory The pedestrian crossing over Kennington Lane between the bus station and the island on Albert Embankment is increasing in distance to 19m and there is no pedestrian refuge island provided. This may present difficulties for pedestrians with severe mobility impairments if it is beyond the distance they can comfortably walk without stopping. A staggered facility is not an option due to the road layout.

09/088 South Lambeth Road – Harleyford Road – Kennington Lane

The pedestrian crossing over between the bus station and the island between Harleyford Road and Kennington Lane is increasing in distance to 18m and there is no pedestrian refuge island provided. This may present difficulties for pedestrians with severe mobility impairments if it is beyond the distance they can comfortably walk without stopping. A staggered facility is not an option due to the road layout.

• Footway Widths 09/198 & 09/317 A202 Harleyford Road - A3204 Durham Street

The proposed available footway depth of 1.2m on the South Western footway (behind the bus stop by-pass) is at the minimum guidance width for a footway. The cycle track has been reduced to 2.8m, below the 3.0m minimum, in order to achieve this. 01/272 A202 Vauxhall Bridge Road – Rampayne Street Due to limited footway space and street furniture it is not possible to locate a right hand sided push button for the pedestrian crossing across Rampayne Street north-eastern arm. The existing pole with push button on the left hand side of the crossing is retained. It is considered outside the scope of works to address this issue.



• Uncontrolled Pedestrian-Cyclist conflict

There is the question of how visually impaired pedestrians cross the cycle track. To be revisited once pending TfL design guidance (lead by TfL ODE department) is released regarding pedestrian crossing facilities across cycle tracks.

• Banned Left Turn from Beesborough Gardens

01/046 A202 Vauxhall Bridge / Millbank / Grosvenor Road / Bessborough Gardens

There was a significant safety concern regarding vehicles turning left from Bessborough Gardens approach and conflicting with cyclists. Even though this is a now proposed as a banned movement. The refuge island is placed here to discourage the left turn movement. Banned movements are also required to prevent cyclists on cycle track turning into conflicting adjacent vehicle lanes. TRO copies have been requested but not received as they are still in the process of advertising and consultation.

• Unc lear C y c le R outing

01/313 A 202 Vaux hall B ridg e R oad - D rummond G ate

It is difficult to determine a suitable signal arrangement for Drummond Gate approach as general traffic and cycle lane have differing routes after progressing beyond the stop line. Cyclists can either choose to follow the elephant footprints and join the off carriageway cycle track to go right or else leave the carriageway prior to the stop line and use the adjacent toucan crossing via shared area to go left. This may not be entirely clear or obvious and is difficult to clearly sign and signal under current standards. Therefore particular attention should be paid to monitoring and reviewing cyclists’ behaviour post implementation.

Full green signal aspects and NLT box signs are proposed which does not fully tie in with approach right turn arrow road markings for general traffic lanes. Furthermore a copy of TRO for this movement has yet to be received from client as requested, however it has been confirmed TRO’s are in process.

Review of Buildability and Maintainability including traffic management

Traffic signals works will require the complete replacement of all signal equipment and ducting networks at all sites except 01/272. The signalling equipment will be converted to Extra Low Voltage (ELV) in order to use low level cycle signals.



Due to small size of traffic signal islands between the bi-directional track and carriageway there is an increased probability for substandard clearance (by proxy through positional error) for installation and future maintenance. Any maintenance of these signals would require the full closure of either a carriageway lane or of the cycle track. Where the carriageway has been narrowed to a single lane, for example Harleyford Road, this may be a particular problem and routine maintenance may impact negatively on the operation of the network.

• 01/272 A202 Vauxhall Bridge Road – Rampayne Street The proposals require works to traffic signal equipment that is now beyond serviceable life. This may cause difficulties successfully installing and sourcing (as no longer in production) the new signal equipment to complete the installation. A complete signal controller and equipment refurbishment is considered outside the scope of the scheme.

Signal Legality

• L ow L ev el C yc le S ig nals . It is proposed to control segregated cycle only movements through the use of a small signal head, mounted at cyclists’ level. The consultant draft of TSRGD (2015) includes these as alternative to the high-level full cycle signal head however they are yet to be authorised.



7 Network Impact Assessment (To be completed by RSM OD)

7.1 Model Integrity Proposed LinSigs and VISSIM models for the year 2013 and 2016 have been developed by TfL to demonstrate the impact the Cycle Superhighway 5 (CS5) would have on the Inner Ring Road and to general traffic, buses, cyclists and pedestrians within the study area. The Inner Ring Road (IRR), within the study area, stretches from A3204 Kennington Lane to Vauxhall Bridge Road. The entire network is part of the TLRN. The junctions agreed to be modelled are as follows: • Region 20: J01/46, J01/47, J01/313, J01/272, P01/274, P01/314, P01/320,

P01/319 • Region 164: P09/197, P09/296, J09/199, J09/198, J09/317, P09/102, P09/322,

J09/308, J09/089, J09/088, J09/090, J09/338, J09/051, J09/091, J09/340, J09/086, J09/313, J09/342, J09/394, J09/341, J09/331, 09/076, J09/334, 09/335

• Region 262: J09/203, J09/254, P09/206 • Region 263: J09/036, J09/320, J09/321 A bi-directional cycle track (CS5) has been added between Harleyford Road and Vauxhall Bridge Road starting at 01/272 and ending at 09/296, near Oval. This has led to a lane being removed on the northside of R20 and on the gyratory, whereas a lane has been removed on the southside on Harleyford Road. CS5 splits at Drummond Gate (01/313). The proposal can be seen within Appendix A. Base LinSig models for Region 20 and 164, and a Base VISSIM model of this network were developed by TfL for the year 2013. RSM has approved all the AM and PM models using LMAP and VMAP Stage 2,3 and 5. The peak hour scenarios submitted are listed below:

• Weekday AM peak: R20 LinSig (0700-0800);

R164 LinSig (0700-0800);

VISSIM (0700-0900)

• Weekday PM peak: R20 LinSig (1730-1830);

R164 LinSig (1800-1900);

VISSIM (1800-1900)



7.2 Network Impact Assessment TfL has completed signal design (LinSig) and micro-simulation (VISSIM) modelling of Vauxhall Cross to gauge the likely impact of the scheme on buses, cyclists, pedestrians and general traffic. The Degree of Saturation (DoS), queue length and journey time results are shown within Appendix C, the results show a comparison between the Base (2013), Unmitigated (2013+CS5) and Mitigated (2016+CS5) schemes. The Unmitigated scheme design is the stand alone CSHR5(I) proposal built onto the 2013 base model (i.e. 2013 base flows for all road users). The mitigated scheme is the amalgamated impacts of the 21 Roads Modernisation Programme scheme implemented between 2014 and the end of 2016; allowing for cycle growth and the introduction of Queue Balancing. General Traffic LinSig models have been produced for all schemes for the AM and PM peak periods of Region 20 and 164. A summary of the Degree of Saturation (DoS) can be found within Appendix B: Table 1 and 2, whereas the queue lengths can found within Appendix B: Table 3 and 4 respectively. Analysis of the unmitigated scenario for R20 highlights the schemes impact at 01/46 with the inclusion of the cycle track. In the AM peak, Bessborough Gardens (Inner Ring Road (IRR)) SB show DoS values to be over 100%, however, in the PM peak DoS values exceed 100% at Millbank, Grosvenor Road and Bessborough Gardens (IRR) SB. As the junction is over capacity, this has caused the queue lengths to exceed their link length, with the highest queue length to be along Bessborough Gardens in the AM (61 pcus) and along Grosvenor Road in the PM (66 pcus). The mitigated scenario still shows high DoS at 01/46 even with the percentage change predicted from the 2016 ONE model. As cyclists are predicted to increase by 27% by 20161, this has significantly increased the number of cyclists along Grosvenor Road and Millbank. Also, a slight increase for general traffic has been predicted on Grosvenor Road, which was near/at capacity in the unmitigated model. Despite this, the mitigated model generally has lower DoS and queue lengths when compared to the unmitigated model. Results show that in the unmitigated scenario for R164, Harleyford Road and Durham Street will increase its DoS above 80% due to the removal of the bus lane/ traffic lane and inclusion of the cycle track on Harleyford Road. However, as the priority rules at Durham Street/Kennington Lane would be reversed, this would relieve the pressure on the gyratory and would slightly increase the queuing westbound on Kennington Lane by 0.5 PCUs in the AM and by 4.1 PCUs in the PM, inevitably affecting the Inner Ring Road.

1 Cycle growth has been increased by 9% annum, which is in keeping with SS&P policy guidelines to meet 2026 cycle growth targets and also reflects annual growth seen on key Thames river crossings.



The mitigated scenario shows Vauxhall Bridge Road EB (09/76) and Harleyford Road WB to become slightly worse in the AM Peak when compared to the unmitigated scenario. Despite this, the mitigated model generally has lower DoS and queue lengths when compared to the unmitigated model. VISSIM models have been produced for all schemes for the AM and PM peak periods. A summary of the traffic delay can be found within Appendix B: Table 5 and a map illustrating the general traffic journey time routes can be found within Appendix B: Figure A. Of note: • the eastbound queues from Bessborough Gardens (IRR) towards the Grosvenor

Road junction (01/46) would experience the severest degree of saturation (128% in the ‘am peak and 118% in the pm peak) and queuing delays throughout the scheme (c.400m);

• the southbound right turn on Millbank to Bessboroughn Gardens would experience saturation levels of approx 96% in the ‘am’ peak and 119% in the pm peak period; leading to queues of 165m in the ‘pm ‘peak;

• the eastbound queues from Vauxhall Bridge (IRR) towards the Albert Embankment/ Wandsworth Road junction experience the severest delays on the straightahead and left turn approach in the am peak with a queue delay of (c.200m);

Sixteen journey paths were incorporated into the model covering both Region 164 and 20; including the entire gyratory. Combining both south (R164) and north (R20) of the river unmitigated journey times, there is an average delay increase from the Base of 19% in the AM peak and a 1% increase in the PM peak. Whereas, the mitigated journey times showed an average delay increase from the Base of 19% in the AM Peak and 4% in the PM peak. Note: The mitigated increase in delay in the ‘am’ peak, is a result of capacity loss from the scheme proposals. The effect of a more complex traffic signal arrangement is required to provide segregated cycle facilities aswell as the associated green times required to service increased demands. The effect of Queue Balancing would have an impact on some links within the local area, notably outside the gyratory. The increase in journey time difference between the unmitigated and mitigated in the ‘pm’ peak is due to capacity loss on Vauxhall Bridge and the subsequent queuing on Bessborough Gardens and Millbank. Results show the delay between Harleyford Road and Vauxhall Bridge (near Rampayne Street) to increase in both the AM and PM peak in the unmitigated scenario. The AM peak shows a +55 seconds increase westbound and a +1 minute 10 seconds increase eastbound. Whereas, in the PM peak there is a +1 minute 7 seconds increase westbound and a +36 seconds increase eastbound. For the same route, the mitigated scenario shows a similar pattern, with the AM peak increasing by +1 minute 33 seconds westbound and +1 minutes 57 seconds eastbound. Whereas the PM peak increases by +1 minute 55 seconds westbound and +4 seconds eastbound.



The IRR, stretching from Kennington Cross to Vauxhall Bridge Road, also has traffic delays in the AM and PM peak for the unmitigated scenario. The AM peak shows a +1 minute 35 second increase westbound and a +1 minute 10 second increase eastbound. Whereas, in the PM peak there is a +2 minutes 23 second increase westbound and a +50 second increase eastbound. For the same route, the mitigated scenario shows a similar pattern, with the AM peak increasing by +2 minutes 1 second westbound and +1 minute 10 seconds eastbound. Whereas the PM peak increases by +3 minute 11 seconds westbound and +25 seconds eastbound. In summary, the Inner Ring Road would see a maximum increase of around 2 minutes in the unmitigated scenario and mitigated scenario. Between Harleyford Road and Vauxhall Bridge Road there might be a maximum increase of around 1 minute in the unmitigated scenario and around 2 minutes in mitigated model. The increase in delay in the mitigated scenario is due to a modelled increase of 27% in cyclists (9% projection for each year as agreed with surface and group planning) and the increase of general traffic on Grosvenor Road Wandsworth Road which were already over capacity. Due to the nature of the scheme, significant effort was made to ensure cyclist journey times were maintained or improved where possible. This contributed to some increases in journey times for general traffic. Buses A total of 23 bus routes have been validated within the Base VISSIM model using bus stop to bus stop data from Ibus. Analysis shows the pass rate for bus journey times (modelled to be within 15% of observed) is 74% in the AM peak (17 out of 23) and 91% in the PM peak (21 out of 23). Therefore, showing a true representation of what’s currently on-street. A summary of the bus delay can be found within Appendix B: Table 6 and a map illustrating the bus routes can be found within Appendix B: Figure B. The results table shows an overall delay change for some bus routes within VISSIM and the total delay change for all buses. For the AM peak the overall bus delay increases in the unmitigated scenario by +5.9% and +5.0% increase in the PM peak. Whereas the mitigated scenario shows an increase of +11.4% in the AM Peak and +3.0% increase in the PM peak. For the ‘am’ peak the increase would be higher in the mitigated situation, due to the Queue Balancing impacts on corridors such as Wandsworth Road and Nine Elms Lane. However, the results do not reflect the benefits Queue Balancing provides to other Road Modernisation Schemes within the Central area, that wouldsubstantially benefit from the introduction of Queue Balancing. On the whole, delay to buses increases inline with general traffic in the AM peak. Again this is due to the significant increase in modelled cyclist flow, the need to improve or maintain cyclist journey times in the scheme (due to agreed growth factoring). For those routes which run between Harleyford Road and Vauxhall Bridge near Rampayne Street (Bus routes: 185, 36, 436) there is a slight increase in delay within the unmitigated scenario. The AM peak shows buses travelling eastbound to have



an average delay of +23 seconds and westbound +1 minute 12 seconds. Whereas, in the PM peak buses travelling eastbound have an average delay of -13 seconds and westbound +53 seconds. The ‘mitigated’ scenario shows buses travelling eastbound in the AM Peak to have an average delay of +39 seconds eastbound and +1 minute 13 seconds westbound. Whereas, in the PM peak there is an average delay of -43 seconds eastbound and +1 minute 25 seconds westbound. The most delayed bus route within the unmitigated AM Peak model is the 344 NB (from Nine Elms to Albert Embankment) which increases by 1 minute 30 seconds. Whereas the 87 WB (Wandsworth Road to Millbank) is the highest in the mitigated model showing a +1 minute 59 second delay. This is due to the gyratory needing extra green time required to support the proposals. The PM peak models show 360 NB (Drummond Gate to Albert Embankment) to have the highest increase (+2 minutes 4 seconds) in the unmitigated model, whereas the delay on this route halves in the mitigated model meaning bus routes 185, 36, 436 WB might have the longest delay of +1 minute 25 seconds. Cyclists Six cycle routes have been placed within the VISSIM model to understand the impact the scheme has on the busiest cycle routes in the network. A summary of the cyclist delay can be found within Appendix B: Table 7 and a map illustrating the cycle routes can be found within Appendix B: Figure C. As the scheme is proposing the introduction of segregated cycle facilities, the behaviour of cycle performance becomes more important to accurately model. TfL has undertaken extensive on-street measures to measure cycle performance and replicated this within its VISSIM models. The results show that there is an average delay of +10.9% in the AM Peak and +5.3% in the PM Peak for the unmitigated scenario. Whilst the mitigated scenario, which increased cyclists by 27% and showed cyclists to increase by 1254 between the hours of 0700-0900 and by 539 cyclists between the hours of 1800-1900, shows an average delay of +11.9% in the AM peak and +4.8% in the PM peak. The cyclist movement has been well coordinated between 01/47 and 01/46 (North of the River) and 09/334, 09/335 and 09/88 (South of the River) in order to progress cyclists smoothly through the network with few stops. This has been extremely difficult as giving priority to cyclists would naturally have an impact on buses, general traffic as well as pedestrians. However, a good balance has been found for all modes and has led to some improvements for buses and general traffic travelling eastbound north of the river, as cyclists run with eastbound traffic at 01/46. This effort to maintain or improve cycle journey times has resulted in some increases to vehicular journey times. Due to the nature of the scheme, this was the approach that had to be taken.



The CS5 route runs between Oval and Drummond Gate and shows reductions westbound of around 30 seconds in the AM peak for mitigated and unmitigated scenarios. Cyclist journey times reduce by 36 seconds in the unmitigated scenario and by 43 seconds in the mitigated scenario along this route. This reduction is reflective of the 27% increase in modelled cyclists. The majority of the cyclist flow is travelling westbound into the city in the AM peak. There are slight increases in the eastbound direction journey time of less than 60 seconds. Both westbound and eastbound directions in the PM peak show cyclist delay below 50 seconds in the unmitigated and mitigated scenario. The majority of cyclist flow travels eastbound in the PM peak. Cyclist journey times increase by 24 seconds in the unmitigated scenario and by 35 seconds in the mitigated scenario along this route, and this is with the 27% increase in cyclist flow within the mitigated scenario. Overall, the highest cyclist delay is around 1 minute in the AM peak (mitigated scenario-Nine Elms to Drummond Gate) and less than 1 minute in the PM Peak (unmitigated scenario-SLR to Albert Embankment). This shows a very small increase in cyclist delay considering the complexity of the network, the improvement in provision and the significant increase in the number of cyclists. Pedestrians Seven key junctions have had their pedestrian wait times evaluated for all scenarios. A summary of the pedestrian wait times can be found within Appendix B: Table 8 and a map illustrating the junction locations can be found within Appendix B: Figure D. The cycle times have not varied between scenarios, therefore, Region 164 (South of the River) retains a cycle time of 96 seconds in the AM and PM peak. Whilst Region 20 (North of the River) retains a cycle time of 112 in the AM peak and 96 seconds in the PM peak. 09/198 shows a decrease in the pedestrian wait time by -26 seconds in the AM peak, and -36 seconds in the PM peak in the unmitigated model. This is due to a stage sequence change for 09/317 (a stream of 09/198) for left turners from Durham Street. This has improved coordination for pedestrians crossing and reduced their maximum and average wait times. For 01/313 there is one less crossing in the unmitigated model when compared to the base, which has resulted in a decrease in pedestrian wait times for both peaks. The results show little variation in pedestrian wait times between the unmitigated and mitigated scenario. The greatest increase between scenarios is 2 seconds, however there is no difference in wait times for a majority of key junctions. Generally the results show a reduction in pedestrian wait time on the key junctions within the network.



Network Performance: All Vehicles The table below provides network performance statistics generated from VISSIM for all vehicle types in the modelled area. The data indicates that overall delay in the area will increase by around 22% in the unmitigated scenario and by around 36% in the mitigated scenario with the introduction of CS5 (Inner). Vehicle speeds will on average drop by 10% in the unmitigated and by 20% in the mitigated scenario. Table A: Overall Network Performance

Parameter – All Vehicles Base Unmitigated Mitigated

AM (0700-0900)

PM (1800-1900)

AM (0700-0900)

PM (1800-1900)

AM (0700-0900

PM (1800-1900)

Average delay time/ vehicle (All vehicle types) (s) 127 122 175 130 208 133

Average speed (mph) (All vehicle types) (mph) 10.2 10 8.4 10 7 10

Flow Summary: All Vehicles The table below provides a flow summary for general traffic and cyclists for all three scenarios. As previously mentioned, cyclists have been increased by 27% in the mitigated model. Between 0700-0800 the cyclists increase by 477, between 0800-0900 by 777 and between 1800-1900 by 539. Bringing the total increase in the AM peak to 1254 cyclists. Table B: Network flows

Flow Base Unmitigated Mitigated

AM (0800-0900)

PM (1800-1900)

AM (0800-0900)

PM (1800-1900)

AM (0800-0900)

PM (1800-1900)

Number of vehicles 7443 7844 7443 7844 7166 7314 Number of cyclists 2878 1996 2878 1996 3655 2535

Network Summary The implementation of a segregated cycle facility is achievable and will benefit pedestrians and cyclists. However, the proposals would adversely impact on general traffic and some bus routes particularly in the AM peak. The Inner Ring Road would see a maximum increase of around 2 minutes in the unmitigated scenario and around 3 minutes in the mitigated scenario. Between Harleyford Road and Vauxhall Bridge Road there might be a maximum increase of around 1 minute in the unmitigated scenario and around 2 minutes in mitigated model. The increase in delay in the mitigated scenario is due to a modelled increase of 27% in cyclists and the increase of general traffic on Grosvenor Road, Wandsworth Road which were already over capacity. Due to the nature of the scheme, significant effort was made to ensure cyclist journey times were maintained or improved where possible. This contributed to some increases in journey times for general traffic. The increase of flow identified on certain links implies that further refinement of the queue balancing strategy maybe required. The ONE model is currently being updated with a revised queue balancing strategy based on the latest proposals for all schemes in London. The revised modelling will be used to refine the queue balancing strategy for CS5 (Inner) implementation. This should lead to improved journey times for general traffic on the Inner Ring Road.



8 Document Control

Issue Date Change Summary Author Checker Approver

1.0 05/02/15

Promoter and TI Complete

Andrew Meeason/

Jack Pulker

Felicity Luckett/ Aaron Rosser

2.0 06/02/15 OD Initial draft Claire Kennedy

Henry Cresser

3.0 10/02/15 PH Changes Claire Kennedy

Peter Hewitt

4.0 11/02/15

Final Issue - Draft Claire

Kennedy

Peter Hewitt/ Henry

Cresser

5.0 03/03/15

Final Issue – PH Changes Claire

Kennedy

Peter Hewitt/ Henry

Cresser

Richard Silvester

6.0 04/03/15

Final Issue – Minor amendments Claire

Kennedy

Peter Hewitt/ Henry

Cresser

Richard Silvester

7.0 06/03/15

Final Issue Claire

Kennedy

Peter Hewitt/ Henry

Cresser

Richard Silvester



Appendix A – Proposed Drawing Region 20



Region 164



G W:\21_CORRIDOR MANAGEMENT TEAM\21_Groups\164 - Vauxhall Cross\Schemes\CSH 5\LinSig\Proposed\Unmitigated 2013+CS5\R164\CS5 Cycle Track Alignment Option 4

R164 2013 CSH5 Option November 2014 – Opt 4 LMAP Stage 5 (R164) Unmitigated 020215

Claire Kennedy Proposed Unmitigated R164 AM LinSig Model Proposed Unmitigated R164 PM LinSig Model LMAP Stage 5 Report

H W:\21_CORRIDOR MANAGEMENT TEAM\21_Groups\164 - Vauxhall Cross\Schemes\CSH 5\VISSIM\CS5 Proposed VISSIM\CS5 Models\Opt 4

VX CS5 AM_R20_4_Proposed_1 VX CS5 PM_R20_4_Proposed_1 VMAP Stage 5 (Unmitigated)

Claire Kennedy Proposed Unmitigated AM VISSIM Model Proposed Unmitigated PM VISSIM Model VMAP Stage 5 Report

I W:\21_CORRIDOR MANAGEMENT TEAM\21_Groups\164 - Vauxhall Cross\Schemes\CSH 5\VISSIM\CS5 Proposed VISSIM\CS5 Models\Mitigated Modelling\LinSigs\Mitigated

R20 Proposed V9 revised_Jan 15 – Mitigated LMAP Stage 5 (R20) Mitigated 030215

Claire Kennedy Proposed Mitigated R20 AM LinSig Model Proposed Mitigated R20 PM LinSig Model LMAP Stage 5 Report

J W:\21_CORRIDOR MANAGEMENT TEAM\21_Groups\164 - Vauxhall Cross\Schemes\CSH 5\VISSIM\CS5 Proposed VISSIM\CS5 Models\Mitigated Modelling\LinSigs\Mitigated

R164 2013 CSH5 Opt Jan – Mitigated LMAP Stage 5 (R164) Mitigated 030215

Claire Kennedy Proposed Mitigated R164 AM LinSig Model Proposed Mitigated R164 PM LinSig Model LMAP Stage 5 Report

K W:\21_CORRIDOR MANAGEMENT TEAM\21_Groups\164 - Vauxhall Cross\Schemes\CSH 5\VISSIM\CS5 Proposed VISSIM\CS5 Models\Mitigated Modelling\VISSIM\Models

VX CS5 AM_CS5_Mitigated VX CS5 PM_CS5_Mitigated VMAP Stage 5 (Mitigated)

Claire Kennedy Proposed Mitigated AM VISSIM Model Proposed Mitigated PM VISSIM Model VMAP Stage 5 Report



Appendix B – Comparative Performance Statistics Table 1: Degree of Saturation (%) for Region 20: LinSigs

Jct No Road Name Direction Link Number (Base/ Proposed) AM (0700-0800) PM (17:30-18:30)

Base Unmitigated Mitigated Base Unmitigated Mitigated

01/46

Grosvenor Rd

SA+LT J3:11 / J3:10 82.0% 87.5% 74.1% 13.5% 15.3% 17.8%

SA J3:10 / J3:9 91.6% 85.5% 82.6% 89.2% 89.2% 91.0%

SA+RT J3:9 / J3:8 87.5% 98.5% 85.1% 93.4% 103.8% 104.1%

RT J3:8 / J3:7 97.2% 98.0% 83.0% 90.0% 97.4% 97.4%

Millbank

SA+RT J3:4 / J3:3 99.5% 89.3% 95.8% 97.5% 97.5% 79.2%

SA J3:5 / J3:4 95.7% 71.8% 82.3% 85.0% 77.3% 67.7%

SA+LT J3:6 / J3:5 48.4% 52.5% 59.3% 89.1% 162.0% 119.7%

Vauxhall Bridge Rd WB

LT J3:6 - 48.1% 47.7% - 40.8% 40.7%

LT J3:7 / J3:6 83.5% 38.6% 38.5% 72.2% 37.8% 37.7%

SA J3:7 / J3:6 98.4% 89.4% 82.9% 71.3% 91.1% 91.2%

SA+RT J3:7 / J3:6 98.6% 97.5% 90.7% 71.4% 90.5% 92.7%

Bessborough Gardens EB

SA J3:3 / - 87.0% - - 91.0% - -

SA J3:2 84.6% 114.2% 128.1% 92.0% 108.2% 91.3%

SA+RT J3:1 93.2% 120.8% 127.4% 90.3% 109.7% 117.8%

01/47

Bessborough Gardens WB

SA J4:5 / J4:4 24.3% 32.2% 34.5% 27.3% 23.5% 22.2%

SA J4:6 / J4:5 29.9% 37.1% 39.4% 34.2% 33.8% 31.8%

SA J4:7 / J4:6 45.2% 47.2% 50.2% 27.2% 26.7% 23.6%

John Islip St RT&LT J4:4 / J4:3 32.8% 43.6% 57.8% 37.2% 68.1% 55.7%

Vauxhall Bridge Road EB

SA&LT J4:3 / J4:2 43.1% 57.7% 55.9% 57.6% 62.4% 30.4%

SA J4:2 / J4:1 42.3% 30.8% 29.4% 44.0% 57.5% 64.3%

SA J4:1 / - 21.8% - - 35.4% - -

01/313

Drummond Gate RT&LT / LT J7:7 / J7:6 14.5% 16.7% 19.4% 27.1% 28.4% 20.7%

LT J7:5 14.3% 14.9% 16.4% 22.7% 23.7% 15.8%

Vauxhall Bridge Road WB

SA J7:4 / J7:3 64.7% 44.2% 47.2% 49.9% 38.8% 35.4%

SA J7:5 / J7:4 39.7% 42.7% 45.5% 48.6% 35.2% 26.3%

LT J7:9 / J7:8 35.5% 34.4% 36.7% 26.3% 30.9% 30.8%

Vauxhall Bridge Road EB SA: Bus Lane J7:3 / - 8.9% - - 36.4% - -

SA J7:2 53.2% 49.2% 46.2% 65.8% 50.6% 56.0%



SA J7:1 33.5% 37.5% 33.2% 73.1% 55.6% 63.5%

01/272

Rampayne Street SA&LT J5:8 10.9% 19.8% 15.5% 14.3% 23.7% 34.9%


SA J5:5 32.9% 25.9% 28.3% 20.3% 19.6% 18.0%

SA J5:6 16.7% 24.7% 27.2% 17.7% 18.6% 12.1%

SA: Bus Lane J5:7 3.8% 4.0% 4.0% 5.2% 44% 4.4%


SA: Bus Lane J5:3 6.2% 6.1% 6.6% 11.5% 12.1% 10.2%

SA J5:2 39.6% 33.4% 30.2% 41.9% 43.4% 18.7%

SA J5:1 20.1% 25.3% 22.8% 21.3% 22.8% 56.5%

01/274 Vauxhall Bridge Road EB

SA: Bus Lane J6:2 9.0% 7.4% 8.0% 8.9% 9.7% 8.3%

SA J6:1 74.0% 64.5% 58.2% 45.2% 49.7% 54.8%

Vauxhall Bridge Road WB SA J6:3 40.2% 35.0% 37.2% 32.9% 17.8% 14.5%



Table 2: Degree of Saturation (%) for Region 164: LinSigs

Jct No Road Name Direction Link Number (Base/Proposed) AM (0700-0800) PM (1800-1900)


09/76


SA&LT J6:8 86.6% 88.7% 101.7% 86.4% 65.5% 67.5%

SA J6:7 71.8% 61.9% 71.7% 61.8% 38.8% 38.7%

RT J6:6 52.7% 52.7% 52.7% 48.4% 52.7% 52.7%

Wandsworth Road NB

RT J6:4 43.3% 58.3% 57.0% 32.9% 79.9% 82.0%

SA&RT J6:5 54.4% - - 53.5% - -

SA - / J6:5 - 48.6% 48.6% - 67.9% 68.8%

LT J19:8 / J6:15 72.7% 52.6% 51.6% 52.5% 24.0% 19.5%

Bus Station SA J6:1 30.1% 81.6% 78.1% 17.0% 39.1% 40.2%

LT J6:2 3.9% 5.8% 5.9% 11.2% 11.6% 11.6%

09/335

Albert Embankment LT J19:1 / J18:2 68.6% 38.8% 36.4% 78.3% 35.2% 35.4%

Gyratory

SA J19:4 / J18:4 50.8% 58.7% 61.9% 42.2% 33.9% 35.9%

SA J19:3 / J18:5 29.1% 26.7% 27.6% 26.0% 50.9% 51.8%

SA - / J18:6 - 36.1% 41.2% - 35.9% 35.7%

09/88

Gyratory

SA J8:7 / J8:8 131.4% 49.8% 53.6% 45.1% 43.6% 48.0%

RT J8:6 / J8:3 38.3% 63.7% 66.8% 62.0% 62.7% 56.0%

RT - / J8:5 38.2% - - 40.7% - -

RT - / J8:4 25.1% - - 39.6% - -

Harleyford Road

LT J8:1 42.0% 71.9% 73.1% 63.3% 68.1% 73.4%

LT J8:2 95.0% 72.7% 73.5% 76.6% 67.3% 70.6%

LT - / J8:3 65.7% - - 69.1% - -

09/198

Durham Street LT J13:5 25.2% 39.3% 40.0% 48.1% 49.2% 49.3%

RT J13:1 101.9% 81.3% 79.5% 68.9% 85.2% 71.8%

Harleyford Road SA J13:2 74.9% 94.3% 96.8% 77.4% 76.5% 76.1%

SA: Bus Lane J13:3 / - 6.5% - - 7.4% - -

09/315 Durham Street SA - / J20:2 - 29.9% 30.5% - 37.4% 37.5%

SA - / J20:1 - 31.3% 29.8% - 34.6% 29.2%

09/102 Harleyford Road SA J11:1 46.8% 47.4% 48.1% 40.6% 42.1% 39.2%


SA: Bus Lane J14:3 / - 4.5% - - 4.7% - -

09/296 Harleyford Road SA J15:3 / J15:2 49.8% 87.3% 91.4% 98.8% 81.3% 80.8%



SA: Bus Lane J15:4 / - 4.6% - - 10.2% - -


SA: Bus Lane J12:4 / - 5.8% - - 6.5% - -

09/322 Kennington Lane SA J18:2 / J19:1 49.4% 50.7% 54.0% 48.7% 39.2% 41.5%

SA J18:1 / J19:2 9.6% 30.2% 30.6% 36.3% 37.3% 37.3%

09/308 Kennington Lane EB-SA J16:2 40.1% 57.3% 61.3% 69.8% 57.3% 47.3%

WB-SA J16:1 31.1% 35.6% 33.9% 61.6% 44.7% 33.6%

09/90

South Lambeth Road

SA J9:5 / J9:7 45.5% 67.9% 62.6% 33.2% 44.0% 36.5%

SA J9:6 / J9:8 52.4% 68.0% 62.0% 62.7% 44.8% 35.5%

SA J9:4 / J9:6 57.0% 66.4% 61.8% 50.0% 40.7% 34.8%

Gyratory SA J9:3 / J9:5 28.3% 29.3% 29.1% 43.2% 41.3% 41.8%

SA J9:2 / J9:3 48.8% 32.6% 32.5% 35.9% 23.7% 21.9%

Bus Station SA J9:10 7.3% 6.0% 5.5% 11.4% 6.8% 6.8%

09/91 Parry Street

SA&RT J10:2 70.5% 59.4% 56.3% 43.2% 27.9% 22.8%

SA&LT J10:3 47.3% 52.6% 51.4% 52.9% 46.2% 43.5%

Bus Station SA J10:1 35.0% 30.0% 30.3% 64.9% 45.2% 45.2%

09/86

Parry Street

SA J7:3 38.5% 36.4% 35.4% 31.8% 27.0% 25.6%

RT J7:1 95.0% 68.1% 64.6% 61.8% 42.5% 33.0%

RT J7:2 31.7% 34.8% 32.2% 19.9% 11.7% 6.6%

Wandsworth Road SA J7:4 92.5% 74.7% 78.6% 49.9% 47.2% 53.1%

LT J7:6 20.7% 20.7% 22.0% 9.0% 9.9% 11.6%

Nine Elms Lane LT J7:7 91.8% 87.3% 84.7% 75.6% 48.4% 48.0%



Table 3: Queue Length: Mean Max Queue (PCUs) for Region 20: LinSigs

Jct No Road Name Direction Link Number (Base/ Proposed) AM (0700-0800) PM (17:30-18:30)


01/46

Grosvenor Rd

SA+LT J3:11 / J3:10 7.5 8.3 6.8 0.9 0.9 1.1

SA J3:10 / J3:9 11.5 10.0 10.7 11.2 11.2 11.9

SA+RT J3:9 / J3:8 10.6 15.4 10.9 13.1 21.5 21.9

RT J3:8 / J3:7 14.1 13.9 9.5 11.1 13.9 13.9

Millbank

SA+RT J3:4 / J3:3 17.3 12.6 14.7 13.0 13.0 7.2

SA J3:5 / J3:4 9.6 6.0 6.7 7.2 6.2 5.3

SA+LT J3:6 / J3:5 3.0 3.1 3.1 10.7 66.1 28.6

Vauxhall Bridge Rd WB

LT J3:6 - 6.7 - - 3.6 3.5

LT J3:7 / J3:6 19.1 5.5 6.7 10.6 3.5 3.4

SA J3:7 / J3:6 27.1 21.6 18.8 10.2 14.8 14.3

SA+RT J3:7 / J3:6 34.4 32.1 24.7 11.1 15.9 16.7


SA J3:3 / - 11.8 - - 15.5 - -

SA J3:2 11.1 44.1 64.8 14.4 38.0 15.4

SA+RT J3:1 14.6 61.1 68.4 13.8 47.8 69.9

01/47


SA J4:5 / J4:4 0.4 5.1 8.8 5.9 5.4 4.9

SA J4:6 / J4:5 0.5 7.0 12.0 8.6 0.8 7.2

SA J4:7 / J4:6 8.7 12.8 15.9 6.4 5.9 4.9

John Islip St RT&LT J4:4 / J4:3 2.2 2.5 3.0 1.8 4.6 3.5


SA&LT J4:3 / J4:2 7.5 7.7 6.1 6.1 10.8 8.0

SA J4:2 / J4:1 10.3 2.4 2.4 5.4 14.5 17.3

SA J4:1 / - 5.8 - - 3.5 - -

01/313

Drummond Gate RT&LT / LT J7:7 / J7:6 1.4 1.1 1.3 1.8 1.9 1.3

LT J7:5 1.3 1.0 1.1 1.5 1.7 1.1


SA J7:4 / J7:3 6.4 10.2 11.3 5.8 5.4 4.6

SA J7:5 / J7:4 3.3 10.9 12.3 6.1 3.1 1.8

LT J7:9 / J7:8 2.2 1.7 1.4 0.8 1.1 1.1


SA: Bus Lane J7:3 0.6 - - 1.6 - -

SA J7:2 7.8 9.6 8.4 7.2 4.2 4.8

SA J7:1 3.8 8.1 6.8 9.1 5.1 6.1

01/272 Rampayne Street SA&LT J5:8 1.0 1.2 0.9 1.2 1.5 2.3




SA J5:5 4.6 0.6 0.4 0.4 3.3 3.0

SA J5:6 2.6 0.5 0.4 0.4 2.8 1.7

SA: Bus Lane J5:7 0.5 0.7 0.8 0.2 0.6 0.6


SA: Bus Lane J5:3 0.2 0.7 0.7 1.3 1.8 1.5

SA J5:2 7.7 5.0 4.3 4.8 8.5 3.0

SA J5:1 0.6 2.9 2.5 1.9 2.9 9.7

01/274 Vauxhall Bridge Road EB

SA: Bus Lane J6:2 0.7 0.6 0.7 0.8 1.1 0.9

SA J6:1 10.4 8.5 7.2 6.2 8.5 10.1

Vauxhall Bridge Road WB SA J6:3 5.3 3.2 3.6 0.1 2.0 1.6



Table 4: Queue Length: Mean Max Queue (PCUs) for Region 164: LinSigs

Jct No Road Name Direction Link Number (Base/Proposed) AM (0700-0800) PM (1800-1900)


09/76


SA&LT J6:8 19.2 19.5 36.7 21.6 15.1 15.9

SA J6:7 12.8 11.3 14.1 12.4 6.7 6.7

RT J6:6 3.3 3.5 3.5 3.4 3.5 3.5

Wandsworth Road NB

RT J6:4 8.5 10.6 9.5 5.8 12.2 12.6

SA&RT J6:5 7.5 - - 6.2 - -

SA J6:5 - 6.4 6.3 - 7.8 7.7

LT J19:8 / J6:15 13.2 13.2 12.7 7.0 1.6 1.7

Bus Station SA J6:1 3.6 7.8 7.2 1.5 6.0 5.8

LT J6:2 0.2 0.8 0.8 1.5 0.9 0.9

09/335

Albert Embankment LT J19:1 / J18:2 4.4 3.6 3.4 2.1 3.6 3.6

Gyratory

SA J19:4 / J18:4 9.0 5.4 5.5 9.4 9.8 10.5

SA J19:3 / J18:5 6.1 8.8 9.4 6.5 7.7 8.1

SA J18:6 - 11.1 13.8 - 10.9 10.9

09/88

Gyratory

SA J8:7 / J8:8 9.5 8.9 9.6 11.5 10.6 12.3

RT J8:6 / J8:3 9.2 8.1 8.5 7.6 8.2 7.7

RT J8:5 3.3 - - 0.9 - -

RT J8:4 2.9 - - 1.5 - -

Harleyford Road

LT J8:1 6.3 13.6 14.1 10.2 13.8 15.5

LT J8:2 22.9 15.0 15.1 12.0 13.1 14.5

LT J8:3 6.5 - - 10.6 - -

09/198

Durham Street LT J13:5 0.7 2.2 4.4 13.8 2.3 2.4

RT J13:1 26.3 11.0 11.1 10.5 16.5 11.9

Harleyford Road SA J13:2 19.9 26.3 31.8 19.7 4.1 4.0

SA: Bus Lane J13:3 0.6 - - 1.2 - -

09/315 Durham Street SA J20:2 - 5.5 4.7 - 0.7 0.7

SA J20:1 - 3.5 3.2 - 1.3 1.0

09/102 Harleyford Road SA J11:1 5.5 6.3 6.2 3.7 6.9 6.6


SA: Bus Lane J14:3 0.1 - - 0.2 - -

09/296 Harleyford Road SA J15:3 / J15:2 2.3 16.6 20.1 20.1 18.6 18.5



SA: Bus Lane J15:4 0.3 - - 0.5 - -


SA: Bus Lane J12:4 0.3 - - 0.4 - -

09/322 Kennington Lane SA J18:2 / J19:1 16.0 14.1 16.9 14.2 10.1 2.7

SA J18:1 / J19:2 0.1 4.1 6.3 11.0 13.5 12.7

09/308 Kennington Lane EB-SA J16:2 11.7 12.7 10.1 14.0 10.1 11.7

WB-SA J16:1 2.1 5.6 5.3 6.2 6.6 5.3

09/90

South Lambeth Road

SA J9:5 / J9:7 6.8 10.1 8.9 3.2 4.8 3.8

SA J9:6 / J9:8 8.4 9.9 8.7 6.7 4.8 3.6

SA J9:4 / J9:6 9.2 9.2 8.3 5.0 4.0 3.3

Gyratory SA J9:3 / J9:5 0.4 0.6 0.6 1.0 0.7 0.7

SA J9:2 / J9:3 5.6 0.3 0.4 6.2 0.2 0.1

Bus Station SA J9:10 0.0 0.0 0.0 0.1 0.0 0.0

09/91 Parry Street

SA&RT J10:2 8.8 13.3 12.3 3.1 2.1 1.7

SA&LT J10:3 10.1 6.6 5.9 12.6 7.6 7.1

Bus Station SA J10:1 2.5 2.4 2.4 5.2 3.5 3.5

09/86

Parry Street

SA J7:3 7.4 5.6 5.0 2.1 4.0 4.0

RT J7:1 24.3 11.3 10.5 7.8 5.6 4.5

RT J7:2 4.7 5.6 5.5 3.6 1.9 1.0

Wandsworth Road SA J7:4 9.0 7.6 8.2 4.2 4.0 4.6

LT J7:6 1.5 1.8 2.0 0.8 0.8 1.0

Nine Elms Lane LT J7:7 8.5 8.0 7.6 6.7 5.6 5.6



Table 5: Traffic: Average Journey Times (minutes:seconds): VISSIM

C urrent journeys

B as e Model – c urrent s ituation on s treet

P ropos ed C S 5 journey times (unmitig ated) –

November 2013

D ifferenc e between B as e and Unmitig ated

C S 5 2016 S ens itiv ity - Mitig ated

D ifferenc e between B as e and Mitig ated

D ifferenc e between Unmitig ated and Mitig ated

A M P M A M P M A M P M A M P M A M P M A M P M

(0700-0900) (1800-1900) (0700-0900) (1800-1900) (0700-0900) (1800-1900) (0700-0900) (1800-1900) (0700-0900) (1800-1900) (0700-0900) (1800-1900)

Wands worth R oad to A lbert E mbankment Northbound 02:22 02:28 02:21 02:24 -00:01 -00:04 02:46 02:35 00:24 00:07 00:25 00:11

Nine E lms to A lbert E mbankment Northbound 02:19 01:57 02:45 02:14 00:26 00:17 02:43 02:13 00:24 00:16 -00:02 -00:01

S outhbound 03:43 03:50 03:31 02:57 -00:12 -00:53 03:22 02:54 -00:21 -00:56 -00:08 -00:03

S outh L ambeth R oad to A lbert E mbankment Northbound 02:43 03:23 03:32 02:20 00:49 -01:03 03:10 02:15 00:27 -01:08 -00:22 -00:05

S outh L ambeth R oad to Vaux hall B ridg e Northbound 02:38 02:14 02:21 02:41 -00:16 00:27 02:57 02:43 00:19 00:29 00:35 00:02

E as tbound 01:30 02:23 02:29 01:41 00:58 -00:42 02:00 01:32 00:30 -00:51 -00:28 -00:09

Harley ford R d to Vaux hall B ridg e Wes tbound 03:23 03:20 03:30 03:00 00:06 -00:20 03:51 03:33 00:28 00:13 00:22 00:33

E as tbound 02:16 03:00 02:36 02:57 00:20 -00:02 02:31 03:00 00:15 00:00 -00:06 00:03

Harley ford R d to Nine E lms Wes tbound 03:36 03:49 04:07 03:29 00:31 -00:20 03:54 03:49 00:19 00:00 -00:12 00:20

E as tbound 04:13 05:23 05:14 03:42 01:01 -01:41 04:42 03:31 00:30 -01:52 -00:31 -00:11

K enning ton C ros s to Nine E lms Wes tbound 04:36 04:52 05:19 05:26 00:44 00:34 04:57 06:03 00:21 01:11 -00:23 -00:37

K enning ton C ros s to Vaux hall B ridg e Wes tbound 05:04 05:03 05:50 05:59 00:46 00:56 06:00 06:32 00:56 01:29 00:10 00:33

E as tbound 04:42 05:13 05:02 05:02 00:21 -00:12 04:48 05:34 00:07 00:21 -00:14 00:33

B ridg efoot to Vaux hall B ridg e R oad by Moreton S treet

Wes tbound 03:10 02:16 03:59 03:44 00:49 01:27 04:15 03:59 01:05 01:42 00:16 00:15

E as tbound 04:27 03:29 05:16 04:07 00:49 00:38 06:09 03:33 01:42 00:04 00:53 -00:34

G ros venor R oad to Millbank Northbound 03:02 02:22 05:17 03:02 02:16 00:40 04:29 04:25 01:27 02:03 -00:49 01:23

S outhbound 02:10 03:45 03:03 04:26 00:54 00:41 04:02 03:06 01:52 -00:40 00:58 -01:20

T otal: Harleyford R oad to Vaux hall B ridg e R oad by Moreton S treet

Wes tbound 06:33 05:36 07:29 06:43 00:55 01:07 08:07 07:32 01:33 01:55 00:38 00:49

E as tbound 06:43 06:28 07:53 07:04 01:10 00:36 08:39 06:33 01:57 00:04 00:47 -00:31

T otal: K enning ton C ros s to Vaux hall B ridg e (IR R )

Wes tbound 08:14 07:19 09:49 09:42 01:35 02:23 10:15 10:31 02:01 03:11 00:26 00:48

E as tbound 09:08 08:42 10:19 09:09 01:10 00:50 10:57 09:07 01:49 00:25 00:39 00:01



Table 6: Buses: Average Journey Times (minutes:seconds): VISSIM

C urrent journeys



November 2013






(0700-0900) (1800-1900) (0700-0900) (1800-1900) (0700-0900) (1800-1900) (0700-0900) (1800-1900) (0700-0900) (1800-1900) (0700-0900) (1800-1900)

R oute 185, 36, 436 (between K enning ton L ane and Vaux hall B ridg e R d v ia Drummond G ate)

Wes tbound 07:28 06:12 08:39 07:06 01:12 00:53 08:41 07:37 01:13 01:25 00:02 00:31

E as tbound 09:49 10:23 10:13 10:09 00:23 -00:13 10:28 09:39 00:39 -00:44 00:15 -00:30

R oute 360 (between D rummond G ate and A lbert E mbankment v ia Vaux hall B ridg e R oad)

Northbound 08:31 07:52 08:28 09:56 -00:03 02:04 08:53 08:50 00:22 00:58 00:25 -01:06

Wes tbound 08:40 06:49 08:43 08:00 00:03 01:11 08:57 08:12 00:17 01:23 00:14 00:12

R oute 87 (between Wands worth R d and Millbank v ia V aux hall B ridg e R d)

S outhbound 04:45 07:06 04:58 06:31 00:14 -00:35 05:12 06:41 00:27 -00:25 00:14 00:10

Wes tbound 06:59 05:58 08:20 06:02 01:21 00:04 08:58 06:29 01:59 00:31 00:38 00:27

R oute 2 (between Vaux hall B ridg e R oad and S outh L ambeth R oad)

E as tbound 08:54 08:03 08:48 09:21 -00:06 01:18 09:21 08:33 00:27 00:30 00:33 -00:48

Wes tbound 06:55 05:51 07:13 05:58 00:18 00:07 07:51 06:00 00:56 00:09 00:38 00:02

R oute 88 (between J ohn Is lip S t v ia Vaux hall B ridg e R d to S outh L ambeth R oad)

S outhbound 08:02 06:58 06:54 08:03 -01:07 01:05 07:57 07:16 -00:05 00:18 01:03 -00:47

Wes tbound 06:15 05:22 06:41 06:03 00:26 00:41 06:59 05:59 00:44 00:37 00:18 -00:04

R oute 196 (between K enning ton L ane v ia Harley ford R d and Vaux hall B ridg e R d)

S outhbound 06:14 06:25 06:48 06:52 00:34 00:27 06:45 07:26 00:31 01:01 -00:03 00:34

E as tbound 04:24 05:54 04:49 03:53 00:25 -02:01 05:25 04:08 01:01 -01:46 00:36 00:15

R oute 156 (A loop from Nine E lms to Nine E lms )

E as tbound 05:53 05:56 06:29 05:45 00:35 -00:11 06:18 05:38 00:25 -00:19 -00:11 -00:07

R oute 77 (Wands worth R d to A lbert E mbankment)

Northbound 04:51 05:34 06:14 05:59 01:24 00:25 06:17 06:02 01:26 00:28 00:03 00:03

S outhbound 05:52 05:41 06:05 05:02 00:12 -00:39 06:14 04:58 00:22 -00:44 00:09 -00:04

R oute C 10 (R eg enc y S t to R ampayne S t)

Northbound 05:14 05:34 05:58 05:33 00:44 -00:01 06:31 05:38 01:17 00:04 00:33 00:05

S outhbound 05:49 05:40 05:49 04:58 00:00 -00:42 06:00 04:59 00:11 -00:41 00:11 00:01



Table 7: Cyclists: Average Journey (minutes:seconds): VISSIM

C urrent journeys



November 2013






(0700-0900) (1800-1900) (0700-0900) (1800-1900) (0700-0900) (1800-1900) (0700-0900) (1800-1900) (0700-0900) (1800-1900) (0700-0900) (1800-1900)

O val to Drummond G ate J unc tion

Wes tbound 06:29 05:28 05:53 06:12 -00:36 00:44 05:47 05:48 -00:43 00:20 -00:06 -00:24

E as tbound 05:23 05:32 06:19 05:56 00:56 00:24 06:19 06:07 00:56 00:35 00:00 00:11

Nine E lms to Drummond G ate J unc tion

Wes tbound 03:22 04:05 00:43 04:15 00:53 00:10

E as tbound 05:18 04:38 -00:40 04:35 -00:43 -00:03

Nine E lms to A lbert E mbankment

Northbound 02:09 01:58 -00:10 01:56 -00:12 -00:02

S outhbound 02:40 02:59 00:19 02:56 00:16 -00:03

S outh L ambeth R oad to D rummond G ate J unc tion

Northbound 04:45 05:35 00:50 05:46 01:02 00:12

S outhbound 04:46 04:50 00:04 04:55 00:09 00:05

S outh L ambeth R oad to A lbert E mbankment

Northbound 02:58 03:59 01:02 04:02 01:04 00:03

S outhbound 01:51 02:23 00:31 02:28 00:37

00:05



Table 8: Pedestrian: Traffic signal cycle times and associated wait times (seconds): VISSIM

C urrent journeys



November 2013






(0700-0900) (1800-1900) (0700-0900) (1800-1900) (0700-0900) (1800-1900) (0700-0900) (1800-1900) (0700-0900) (1800-1900) (0700-0900) (1800-1900)

09/198 (D urham S treet/Harleyford R oad)

Max c yc le time 96 96 96 96 0 0 96 96 0 0 0 0

Max wait time 88 99 62 63 -26 -36 62 63 -26 -36 0 0

A vg wait time 42 52 28 29 -14 -22 29 29 -14 -22 0 0

09/88 (Harley ford R oad/K enning ton L ane)

Max c yc le time 96 96 96 96 0 0 96 96 0 0 0 0

Max wait time 100 101 96 99 -4 -2 98 97 -2 -4 2 -2

A vg wait time 53 54 49 52 -4 -2 51 50 -2 -4 2 -2

09/76 (Vaux hall B ridg e R oad)

Max c yc le time 96 96 96 96 0 0 96 96 0 0 0 0

Max wait time 107 109 96 98 -11 -11 95 98 -12 -11 -1 0

A vg wait time 59 61 50 53 -9 -8 49 53 -11 -8 -2 0

09/90 (S outh L ambeth R oad)

Max c yc le time 96 96 96 96 0 0 96 96 0 0 0 0

Max wait time 99 121 103 112 4 -9 103 112 4 -9 0 0

A vg wait time 52 74 57 64 5 -10 57 64 5 -10 0 0

09/86 (Wands worth R oad/Nine E lms )

Max c yc le time 96 96 96 96 0 0 96 96 0 0 0 0

Max wait time 111 120 112 114 1 -6 112 114 1 -6 0 0

A vg wait time 64 73 64 64 0 -9 64 66 0 -7 0 2

01/46 (D urham S treet/Harleyford R oad)

Max c yc le time 112 96 112 96 0 0 112 96 0 0 0 0

Max wait time 115 100 118 102 3 2 118 102 3 2 0 0

A vg wait time 60 52 63 55 3 3 63 55 4 3 1 0

01/313 (G ros venor R oad/Vaux hall B ridg e R oad)

Max c yc le time 56 48 56 48 0 0 56 48 0 0 0 0

Max wait time 87 50 73 48 -14 -2 75 48 -12 -2 2 0

A vg wait time 50 26 36 25 -14 -1 38 25 -12 -1 2 0



Figure A: General Traffic Journey Time Routes (the lines do not represent the route taken around the gyratory for some cases)

Number on Map Route

1 Wandsworth Road to Albert Embankment 2 Nine Elms to Albert Embankment

Albert Embankment to Nine Elms 3 South Lambeth Road to Albert Embankment 4 South Lambeth Road to Vauxhall Bridge Road

Vauxhall Bridge Road to South Lambeth Road 5 Harleyford Road to Vauxhall Bridge Road 6 Harleyford Road to Nine Elms

Nine Elms to Harleyford Road 7 Kennington Cross to Nine Elms 8 Kennington Cross to Vauxhall Bridge Road

Vauxhall Bridge Road to Kennington Cross 9 Bridgefoot to Vauxhall Bridge Road by Moreton Street (WB)

Vauxhall Bridge Road by Moreton Street to Bridgefoot (EB) 10 Grosvenor Road to Millbank (NB)

Millbank to Grosvenor Road (SB)



Figure B: Bus Routes Service 36/185/436 (EB)

Service 36/185/436 (WB)

Service 360 (EB/NB)

Service 360 (SB)



Service 87 (NB)

Service 2 (NB)

Service 87 (SB)

Service 2 (SB)



Service 88 (NB/WB)

Service 88 (SB)

Service 196 (NB/EB)

Service 196 (SB)



Service 156 (Loop)

Service 344 (NB)

Service 344 (SB)



Service 77 (NB)

Service 77 (SB)

C10 (WB)

C10 (EB)



Figure C: Cyclist Journey Time Routes

Number on Map Route

1 South Lambeth Road to Albert Embankment (AM Peak) Albert Embankment to South Lambeth Road (PM Peak)

2 South Lambeth Road to Drummond Gate Junction (AM Peak) Drummond Gate Junction to South Lambeth Road (PM Peak)

3 Nine Elms to Albert Embankment (AM Peak) Albert Embankment to Nine Elms (PM Peak)

4 Nine Elms to Drummond Gate Junction (AM Peak) Drummond Gate Junction to Nine Elms (PM Peak)

5 Drummond Gate Junction to Oval (AM and PM Peak) 6 Oval to Drummond Gate Junction (AM and PM Peak)



Figure D: Pedestrian Wait Time Locations

Number on Map Route

1 09/198 (Durham Street/Harleyford Road) 2 09/88 (Harleyford Road/Kennington Lane) 3 09/76 (Vauxhall Bridge Road) 4 09/90 (South Lambeth Road) 5 09/86 (Wandsworth Road/Nine Elms) 6 01/46 (Durham Street/Harleyford Road) 7 01/313 (Grosvenor Road/Vauxhall Bridge Road)
