Newlands Cross Upgrade EIS - European Investment Bank

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0 kilometres 2 Scale N.T.S Ordnance Survey Ireland Licence Number EN 0002806 c Government of Ireland 18 17 16 M4 28 N4 15 19 Coldcut Road To City Centre 29 20 21 Outer Ring Road Phase 2 14 Cloverhill Road To City Centre 30 Nangor Road To City Centre 22 42 1 31 Outer Ring Road Phase 1 43 25 Monastery Road 2 47 33 34 13 R113 Fonthill Road 48 44 24 Ballymount Interchange To City Centre 3 Newlands Cross Junction Greenhills Road 39 4 M50 40 Boot Road 5 26 6 R113 Belgard Road Outer Ring Road Phase 3 7 41 45 8 N82 46 N81 N7 49 12 Garter Lane 11 Legend Count Reference 9 27 27 Cordon Proposed Screen Lines M50 10 Traffic Count Locations Newlands Cross Upgrade Local Area Model: Validation and Forecasting Report D4556.20 May 2006 Figure 2
South Dublin County Council Newlands Cross Upgrade Traffic Modelling: Working Paper No. 2 Several AM peak site visits were carried out in order to gather information on the current network operation, particularly regarding staging arrangements and allocated green times at signal controlled junctions, queues and delays, journey times and AM peak operation at the Newlands Cross itself. This was complemented with information provided by SDCC on current settings at key signal controlled junctions in the study area. The above mentioned information was cross checked against the network coding in the DTO model. The coding for a number of junctions was updated to reflect any significant differences between current and modelled operation. Modifications of the original coding were however minor and mainly involved alterations to the lane usage, staging and/or signal timings of signal controlled junctions in the model. 2.3 Recalibration of Cordon Model to 2005 Conditions The DTO Strategic Model was calibrated to 2002 conditions and therefore recalibration to 2005 traffic conditions was required. A preliminary comparison between modelled and surveyed flows along the cordon and at key locations within the model confirmed this requirement further. Once the network audit and resulting changes to network coding were incorporated to the Local Area Model, a comparison between 08:00 to 09:00 surveyed and modelled flows still showed significant differences on a number of cordon links, reflecting important variations in traffic flows from 2002. The differences between modelled and surveyed traffic volumes were also important on a number of links and junctions within the study area and it was therefore decided that matrix estimation would be required. Additionally, it was noted that the 07:00 to 08:00 run was also showing significant differences in terms of traffic volumes and queues along the N7 and other links and junctions in the area. It was therefore decided to undertake matrix estimation for this period also. 07:00 to 08:00 cordon counts were used to produce a new matrix by means of a furnessing procedure. This had a satisfactory result, with modelled flows and queues deemed to be representative and reasonably close to those surveyed. The selected matrix estimation method for the 08:00 to 09:00 AM peak period was ME2 (provided in the SATURN ME2 module). The following data was used in this process: • A prior trip demand matrix (which for this particular case was the DTO’s 2002 Cordon Matrix); • Traffic count information: this comprised all cordon counts and turning counts at key junctions and links within the study area such as the R113, the N82, the Newlands Cross, the R113/N81 junction, the N82/N81 junction and the Fonthill Road/New Nangor Road junction. The matrix estimation process was constrained to avoid significant changes in the number demand trips to and from particular zones. The resulting changes in demand trips for each of the zones were monitored and deemed to be reasonable. The process resulted in satisfactory calibration of the model, with overall differences between modelled and surveyed flows through the cordon well below 5% and modelled key turning movements at the Newlands Cross Junction within ±10% of surveyed values 2.4 Trip Assignment Validation Traffic flow validation of the recalibrated Local Area Model was carried out to DMRB standards. The UK DETR demands that 85% traffic counts satisfy the following two conditions below: \\DUBNTS06\DUBLIN_JOBS\D4500-D4599\D4556\4) DESIGN\11\EIS\EIS CHAPTERS\CHAPTER 5 TRAFFIC AND TRANSPORT\APPENDIXA5.2 MODEL VALIDATION REPORT_ISSUE1_TEMP REV1.DOC Page 3 Arup Consulting Engineers 24 March 2006
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Kildare County Council South Dublin
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South Dublin County Council N7 Newl
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Page 259 and 260: South Dublin County Council N7 Newl
Page 288: PLATES
Page 292: APPENDIX A5 - TRAFFIC AND TRANSPORT
Page 295 and 296: South Dublin County Council Newland
Page 322: APPENDIX A8 - NOISE AND VIBRATION
Page 326: APPENDIX A9 - AIR QUALITY
Page 334: APPENDIX A11 - ECOLOGY
Page 340: APPENDIX A12 - ARCHAEOLOGY, ARCHITE
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