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Comparisons have referred to Closure 2 when no traffic was able to access the A36 north of Limpley Stoke. However, the report does recognise that the differences between closure 1 and closure 2 could be marked and, as a consequence, some comparisons between closure 1 and closure 2 are also included within this report. Appendix A refers to press releases issued by the Highways Agency in August, October and November 2002, in relation to the closure period. The Highways Agency, in conjunction with Atkins Highways and Transportation (who are the agents for this maintenance area contract), announced the planned diversionary routes in August 2002.
Vehicles would be diverted off the A36 at Warminster on to the A350 towards Chippenham and on towards junction 17 of the M4 or via the A4 towards Bath. Southbound vehicles were advised to use this route in reverse. Strategic diversion signs were in place on the A36 and the M4 well in advance of the route choice decision point. For traffic which had inadvertently used junction 18 and the A46, they were again signed away from Bath and the A36 Limpley Stoke via the A420.
The Monitoring Programme recognised that although strategic diversionary routes and local diversionary routes would be advertised. both strategic and local traffic are more aware of opportunities for routing via less suitable routes and as such the monitoring programme sought to capture all possible alternative movements. The Monitoring Programme was conducted at the behest of Government Office and WPS by the local authorities.
These counters were installed immediately prior to the closure and collected only several days worth of information from the before period. Figures 4.1 and 4.2 detail the location of these counting sites for the local authorities. Best Service of Google Adwords, The local authorities generally adopt their own individual site numbering systems and these have been appended to the plans to allow ease of reference to the tabulations detailed in Appendix B which refer to the data collected both before and during the closure period.4
These count sites provided both volumetric axle counts as well as classifying vehicles into two distinct categories, those vehicles under or over 5.2 metres in length. The information provided (0700 – 1900) by the local authorities was disaggregate to allow interpretation for the 12 hour time period. Data is also available for the AM and PM peak periods. For the purposes of the interrogation of this data.
The Terms of Reference for this study, which are detailed in Appendix A of this Commissioning Report. define a number of stages and, in common with our tender, we concur that they are sufficiently discrete for them to be followed within the study. The main deliverables for this study are detailed below. These reports will be supported through plans, tables and other information, which assists in gaining a full and thorough appreciation of each report’s main outputs. The reports are. The study area has expanded beyond that detailed in our response to the Terms of Reference.
We are comfortable with the expanded remit, but it represents a variation to our proposal and as such, additional work on the A37. on the A350 south of Warminster and on the A31/A35 will be considered in addition to our tendered approach. Having discussed the relevant issues with DCC and GOSW, we fully appreciate the rationale for this expansion and look forward to meeting all of the councils’ aspirations for this study. This Report sets out the methodology for this study, which has been confirmed through discussions with GOD and through an improved opportunity to consider existing data sources and models, which exist within the study area.
It confirms the Study programme and timetable and identifies changes to our approach over and above those detailed in our formal tender submitted to GOSW. This early stage of the study will undertake a thorough review of all of the available transport data available from councils, from the DfT, from GOSW, from the Highways Agency and determine whether it is still applicable to the study. The review will look at strategic data specifically for road and rail movements within the axis of interest in particular focusing on environmental data, Social Media Marketing Services origin and destination data.
The study will depend upon timely cooperation from councils and this has been extended thus far. The complex mix of models, data and their respective formats will need to be understood and this challenge is underway. We recognised at the tender stage that additional survey work would be required. At that time we were uncertain as to the quality and quantity of available data within the study area and we have taken advantage of this ‘window of opportunity’ to confirm this requirement and to target those roads where we feel more data will be informative. Given that September and October are neutral months and that this study is due to report in the spring of 2003,