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Contents
6 route actions
6 ROUTE ACTIONS
6.1 Economy
6.1.1 Congestion at junctions 1 and 3
A three stage Action Plan has been formulated in order to address this problem.
Stage 1 - A prediction of traffic flows in the forthcoming years has highlighted the fact that excessive queuing is likely to occur during the next ten years, with Junction 1 being worse than Junction 3. Further monitoring of the slip roads should be carried out in order to assess the extent of this queuing, and to be able to more accurately predict the instant at which this may become excessive. Monitoring of traffic flows and queuing will allow comparisons to be made between actual and predicted flows, this will then allow a more accurate prediction of when and where problems will start to occur.
Stage 2 - As the necessity to improve the junction capacities becomes apparent, different methods of alleviating excessive queuing, by various means will be assessed and reports will be produced outlining the feasibility of each method.
Stage 3 - The final stage incorporates the design of the most suitable solution to the problem followed by its implementation on site.
Continued monitoring of the situation will be necessary, during and after any work is undertaken to ensure that the problems have been properly addressed and alleviated to an acceptable level.
6.2 Safety
6.2.1 Parking at Junction 1
It is apparent from discussions with Lancashire County Council and Lancashire Constabulary that neither organisation favours the use of the roundabout as a parking area. As the current situation has various security issues, the prohibition of parking under the structure at Junction 1 has been classified in the RMS as a high priority action.
Any action taken with respect to this area would have to be implemented by Lancashire County Council, after consultation with Lancashire Constabulary. The role of the Highways Agency would be to monitor the situation, liase with the relevant authorities, and encourage the closure of the area to private vehicles.
Subsequent to any action by the local authorities, the surrounding area should be monitored to ensure that the problem has not been moved to another unsuitable place nearby.
6.2.2 Broughton Interchange to M6 'Weaving Traffic'
Even though there are not an excessive number of accidents in this area, it is believed that with increased traffic flows in the future, the situation is likely to get worse. Therefore the action to alleviate the current situation of weaving traffic has been given high priority in the RMS.
The first stage of any action would be to undertake a full study of vehicle movements to establish the full extent of the problem. This study would comprise traffic movements from Junction 1 of the M55, through to entry onto the M6 either north or southbound. lane discipline, maximum and minimum speeds, accidents, and congestion would all be investigated.
Along with the traffic study, investigation would be carried out into the geometry of the junction and link roads to the M6. The increased traffic volume since construction may mean that certain relaxations in design standards which were allowed, would not be acceptable today.
Once a full understanding of the problem had been achieved, a list of practical solutions would be drawn up. Each solution would be assessed on its merits and comparisons of costs and benefits would be carried out.
The main problem associated with weaving in this area is the large differences in speeds of the vehicles as they move amongst each other. At present there is an advisory speed limit of 50 mph on the link roads between the M6 and the east of Junction 1. One possible solution to the problem would to make the current advisory speed limit mandatory, with the possibility of encompassing the whole of Junction 1 within this reduced speed limit length.
After a list of solutions has been drawn up, a feasibility study would then be undertaken, with practicality and costs being investigated.
The second stage of the action would be to implement any solutions, which had been recommended from the study. The effects of any implementations would then be studied during the remainder of the RMS at review stage to monitor that the intended results had been achieved.
6.2.3 Incident Response Plan
A route Incident Response Plan is a document that the Highways Agency are very keen to have in place for the M55. It will encompass the current undocumented plans of the emergency services, with information regarding diversion routes, environmental issues and any constraints, which are particular to the M55.
The Highways Agency is currently in the process of producing a documented Incident Response Plan. This will involve consultation with various organisations including, the emergency services, the Environment Agency, and the utility providers in the area. The production of the document shall be monitored, with a programme of completion, approval, and issue to be agreed upon. On completion, the Plan will be reviewed at set intervals, and revised when necessary.
6.3 Environment
6.3.1 Protection to watercourses
The lack of protection to watercourses is not seen to be a major problem, as the watercourses in the area have not been designated as environmentally sensitive. However, as the situation does not comply with current guidelines for new construction, the steps to be taken to increase protection have been classed as high priority for the purposes of the RMS.
The first stage of any action would be to carry out an identification exercise into the outfall locations on the route, analyse their condition, and develop an understanding of the highway drainage system.
A study is then required to ascertain the feasibility of the measures required to improve the protection to watercourses along the route. These measures, such as the installation of fuel interceptors, would be discussed and a comprehensive plan of construction, and costs made.
The final stage of the process would be to programme and implement the recommendations previously identified.
The emergency services would then be advised of any measures taken and the route Incident Response Plan would be revised accordingly.
6.3.2 Noise Levels at Section 3
This action is not seen as a high priority, as at present there have been no complaints to the local authority due to high noise levels from the motorway. Noise levels on the route have not so far been found to cause a disturbance to nearby residents, and predictions made from analysis carried out during the RMS have not highlighted any serious problems expected during the next ten years.
Due to the limited types of noise survey that can be carried out because of the time restraints of this RMS, it is recommended that, a more detailed noise survey should be carried out in the area. Using any new data obtained, more accurate predictions could be made for the noise levels in ten years time. This would allow a more realistic assessment of the likelihood of disturbance to residents adjacent to the M55.
Once accurate data has been obtained from the area, it is recommended that the levels are monitored. The frequency of the monitoring will be determined after the initial readings have been analysed.
If, following a more detailed examination of the noise levels they are found to increase beyond acceptable levels, and complaints are received, it will be necessary to investigate methods to attenuate the noise.
6.4 Accessibility
6.4.1 Improve pedestrian crossing facilities at Junctions 3 and 4
Even though it is believed that the lack of facilities for pedestrians at these junctions needs to be addressed, there is no evidence of any problems associated with pedestrians getting into difficulty. Therefore, this action has been designated as low priority at this stage. A study would firstly be undertaken to assess the scale of the problem. This would involve ascertaining how many people cross the junctions on foot, and how many of these people have concerns on this matter.
Once a more accurate appreciation of the scale of the problem has been achieved, a list of possible solutions would be drawn up, with an appropriate cost benefit analysis. After the best, most efficient solution to the problem had been decided upon, design and implementation would then take place.
6.5 Integration
6.5.1 Introduction
In order to increase the level of integration between forms of transport, and to help ease traffic flow and knowledge, it is recommended the situation be tackled in two parts. Firstly to implement the motorway communications upgrade already planned for the M55, and secondly to consider enhancements to improve integration with the local signing in and around the town.
6.5.2 Provision of new motorway communications system on M55
The National Motorway Communications System Contract 2 (NMCS2) in Lancashire is a currently programmed Highways Agency scheme, which involves replacing and upgrading the existing motorway communications system. Implementation of this scheme on the M55 is due to begin on site in April 2004.
Preparation work for the scheme is largely complete, but a review of the installation requirements may still take place prior to work beginning on site if necessary. Any review could be used to establish any further installation requirements on the M55 in addition to the provisions made in the current scheme.
6.5.3 Compatibility of NMCS2 with local signing strategy for Blackpool.
It is perceived that the current situation approaching Blackpool is not especially bad, given the large number of people that visit the area throughout the year. However, it is also apparent that the opportunity for an area wide signing strategy, which encompasses the motorway and Blackpool is not being fully utilised.
The first stage would be to investigate the current compatibility, and identify the areas where improvements could be made most efficiently. This should be done by liasing with Blackpool Borough Council on any future proposals that they have.
Any further investigation into the local signing strategy should take into account the new motorway communications due for completion in 2005.
The second stage would be to review the possible usage of the NMCS2 in relation to the local signing strategy. This may involve the possibility of directing traffic to certain car parks depending on capacity, or away from the town centre, at times of acute congestion.
The final stage would be the implementation of any actions deemed suitable followed by monitoring to establish whether the signing strategy was having the desired effect.
