Highways Agency

• 1 introduction
• 2 data collection
• 3 route functions
• 4 route objectives
• 5 route problems
• 6 route actions

5 route problems

5 ROUTE PROBLEMS

5.1 Introduction

In order to ensure that the M55 meets and continues to satisfy the route objectives over the next ten years, an investigation has been carried out to identify problems on the route. This investigation assessed the current measured, and forecasted performance of the route by the use of performance indicators for the five main Highways Agency policy objective categories.The performance criteria are, in general, set nationally to enable standardisation of assessment between all Route Management Strategies but, where appropriate, local route specific criteria have been used.

The performance assessment can be found in detail, in the Route Performance Framework Report. The framework formed the basis of the problem identification for the route, and has been included in this document in Appendix C. The problems, which have been identified on the M55 are summarised below, and illustrated on the Problem Identification Framework, included in Appendix A.

5.2 Economy

5.2.1 Congestion at junctions 1 and 3

Two main factors with respect to the economy objective are, to 'maintain journey times', and to 'minimise traffic disruption'. A major determinant of the reliability of journey times is the ease at which junctions can be negotiated. Queuing, therefore at motorway junctions was seen as an important aspect of the route and included in the Performance Framework.

As part of the initial data collection exercise, surveys of queuing on off slip roads were carriedout in order to get a basic measure of the current situation, and establish if there are any safety implications with traffic queuing far enough back that it may start to impact on the motorway. The surveys were also used to enable an analysis of junction performance in ten years time, using forecast flows to be calibrated.

Current traffic flows and the geometric parameters of the junctions were used to produce an estimation of future traffic queues on exit slip roads. Growth factors were derived from the predicted vehicle queues during the next ten years. These growth factors were then used to factor up the measured queues.

From the investigations and analysis carried out, it was concluded that while queuing at these junctions was not at present, a significant problem, it would become so over the next ten years. This is particularly the case with regard to Junction 1, where problems do occasionally occur at present, and is likely to become a significant problem, early on during the ten year period.

5.3 Safety

5.3.1 Parking at Junction 1

The central island of the roundabout under the bridge at Junction 1 of the M55 has a diameter of approximately 80 metres, and is bisected by a section of carriageway. This carriageway allows abnormal load vehicles using the A6, which is a designated abnormal load route, to pass through the roundabout without having to negotiate the circulatory carriageway. Private vehicles are however using the central island as a car park during the daytime, and are using the central carriageway for access to and egress from the area.

During various traffic surveys which have been carried out along the route, it has been noted that as many as thirty vehicles are using the area at any time during the day. These vehicles also tend to enter and exit the area during busy peak times. In so doing, these vehicles are carrying out a hazardous manoeuvre on the roundabout during its busiest times.

Whilst gates are situated at the southern end of the central carriageway, these gates are never closed, and it is very likely that if they were, drivers would still attempt to access the area by other means.

Consultation with Lancashire County Council has highlighted that the road running through the roundabout, which is designed for use by oversize vehicles, cannot be used for that purpose because the road regularly has vehicles parked on it, which would obstruct the passage of any abnormal load vehicles.

Lancashire Constabulary has raised various points regarding parking in that area. Vehicles joining the circulatory carriageway are causing a hazard; potential fire to any of the vehicles could cause severe damage to the motorway structures and there is also the possibility of terrorist attack to a structure.

From the point of view of the vehicle owners, it should be noted that these people seem to be attempting to alleviate congestion in Preston by car sharing or using other forms of transport. However, in this situation the detrimental aspects previously stated far outweigh any benefits from relieving congestion by car sharing.

5.3.2 'Weaving Traffic' between M55 Junction 1 and M6

Junction 1 of the M55 is situated less than half a kilometre from the slip roads linking the M55 to the M6. It has been highlighted that it is common for vehicles passing between Junction 1 and the M6 link roads to 'weave' between the lanes at excessive speed.

An example of this would be vehicles joining the M55 Eastbound at Junction 1 and changing to the right hand lanes to continue towards the M6 Southbound On-Slip while vehicles alreadyon the M55 Eastbound travelling at high speed changing to the left hand lanes just beyond Junction 1 to continue towards the M6 North On-Slip. A similar situation occurs on theWestbound Section between the M6 and Junction 1. The weaving is also having an effect on the M6 entry slip roads, particularly southbound.

Investigation into the situation formed one of the Action Studies for the route. Weaving lengths were assessed against TD 22/92 which sets out the design standards and methodology for the geometric layout of grade separated junctions. A full assessment could not be carried out as weaving flows were not known and could not be measured during the period of the Action Study, but it is clear that the westbound carriageway weaving length is below the absolute minimum required by the standards. The eastbound carriageway layout is within the current design standards, with the weaving length being above the absolute minimum permitted.

The horizontal geometry of the link roads from the M55 to the M6 has also been checked against the current highway design standards (DMRB Vol. 6 Section 1), and found to comply with an 85kph design speed.

Currently, there are not an excessive number of accidents in this section, but concerns have been raised during the RMS Seminar that driving conditions can be hazardous at peak times. Predictions of traffic growth in the area do however highlight the need to carry out further investigation into the potential of future problems.

5.3.3 Incident Response Plan

An Incident Response Plan is a document, which provides detailed procedures of how the emergency services are utilised in the event of a major incident. The plan will indicate procedures to follow dependant upon the location, and scale of the incident. A Highway specific Incident Response Plan will contain procedures such as Route Diversion Strategies, which form an essential element towards the safe operation of a route following a major incident. It will also include details of the motorway construction and operation, such as for example, the locations of drainage outfalls, which may be of use to the emergency services.

The Highways Agency has therefore identified the provision of an Incident Response Plan as an important part of managing the route. Whilst the emergency services do have their own generic incident response plans, the Highways Agency does not have a documented plan, specific to the M55, which addresses its concerns and requirements.

5.4 Environment

4.4.1 Protection to watercourses

It has been identified that there is a poor level of protection to watercourses running under and adjacent to the M55 route. At present the carriageway runoff, which could include fuel and oil from vehicles, in the event of spillage outfalls directly into the adjacent streams.

The level of protection is based upon the measures taken to separate carriageway drainage from the local watercourses. This could range from the highway draining directly into a treatment works, which offers high protection, to the highway drainage outfalling directly into an adjacent stream, as is currently the case. An acceptable level of protection would be satisfied by the installation of fuel interceptors, which would be placed in the drainage system directly upstream from any outfalls.

Investigation into the area has highlighted that none of the watercourses in the area have been classed as being environmentally sensitive, nevertheless, if the motorway was constructed under current guidelines, measures for protection would have to be put in place.

It is not envisaged that the watercourses are under significant threat, but there is always a risk of a major incident occurring, which may have a detrimental effect on the environment.

5.4.2 Noise Levels on Section 3

Section 3 of the M55 motorway that runs relatively close to the residential area of Fulwood, in the north of Preston.

During the formulation of the Route Performance Framework it was identified that Section 3 on the route has a significantly higher Performance Indicator Noise Severity Score than the other sections. This can be attributed to the higher traffic flow levels on this section; that the route is elevated from the M6 to Junction 1; and that there are more houses in the vicinity of the motorway here than on the other two sections.

The noise assessment indicated that when anticipated traffic growth over the next ten years is considered, noise levels in this area would still only be classed as moderate. However the margin of error associated with the analysis techniques is such that there is a possibility that noise levels could reach unacceptable levels during the strategy period.

It is important to note that investigation of traffic noise complaints in the area showed that none had been made to the Local Authority. Although we believe the noise levels will not become a major problem during the next ten years, the situation should be monitored at regular periods and a more detailed assessment made as to the levels of noise experienced adjacent to Junction 1.

5.5 Accessibility

5.5.1 Pedestrian crossing facilities at junctions 3 and 4

There are many rural footpaths in the Fylde area, which existed before the motorway was constructed. During construction some of the footpaths were severed, these have either been tied into an adjacent road crossing, or incorporated into underpasses along the route.

There are two locations where footpaths now require pedestrians to negotiate major motorway junctions, these are at junction 3 and 4. In both cases no specific provision has been made for pedestrians who would have to wait for gaps in the traffic in order to cross slip roads. During the course of the Strategy it has been reported that pedestrian movements around these junctions can be quite difficult at times due to the need to cross the top of busy slip roads.

5.6 Integration

5.6.1 Compatibility between motorway and local signing

Integration between forms of transport, and the role of the motorway as a part of a wider transport network has become very high on the list of Highways Agency objectives. This can take various forms, including park and ride schemes, strategic placement of car parks, and improving interfaces between road and rail.

Schemes such as these can be of great benefit in reducing congestion in town centres, and lowering journey times. However these schemes can only work effectively, if they are properly advertised, and their benefits made aware to as large an audience as possible.

From investigation of the signing in the area, it seems apparent that possibilities for modal shift are available but are not being used to their full potential.

During periods of high traffic volumes, in particular during football matches and other key events, the central routes into Blackpool i.e. Yeadon Way, from the M55 can become heavily congested. The introduction of additional motorway based communications on the westbound carriageway would enable the incoming traffic to be diverted along alternative routes to avoid this central congestion.

During Blackpool Illuminations many routes in and around Blackpool can become heavily congested, as traffic makes its way around the town in order to view the illuminations, which extend along the length of Blackpool promenade (A584). It has been identified that the routes taken by tourists visiting the Illuminations arriving from the M55 could be better signed to avoid or reduce congestion in the area.