manchester piccadilly traffic survey report · manchester piccadilly traffic survey report...

May 2014

MANCHESTER PICCADILLY TRAFFIC

SURVEY REPORT

Network Rail

Draft

Manchester Piccadilly TrafficSurvey Report

Prepared forNetwork Rail

Prepared byParsons Brinckerhoff

Manchester Technology CentreOxford RoadManchester

M1 7ED www.pbworld.com

http://www.pbworld.com/

DOCUMENT HISTORY AND STATUS

Document control

Prepared by James Collins and SamFleming

Checked by(technical) James Shanks

Approved by Sean Ford Checked by(quality assurance) Sean Ford

Revision details

Version Date Pagesaffected Comments

1.0 May 2014 Issued for client review

Manchester Piccadilly Traffic SurveyReport

NHE_127523-8460-COL-C1-RTR-W-000047 Prepared by Parsons BrinckerhoffMay 2014 for Network Rail

CONTENTSPage

1 Introduction 8

2 Survey methodology 92.2 Survey Locations 92.3 Survey Date, Time and Weather 11

3 Manual Classified count Survey Results and Analysis 133.1 Pedestrians 133.2 Cycling 173.3 Highway Traffic not including Cyclists 18

4 Automatic number plate recognition Survey Results and Analysis 214.1 Survey Method 214.2 AM Peak 214.3 Inter Peak 214.4 PM Peak 22

5 Automatic Traffic Count survey results and analysis 245.1 Site 1: Taxi Rank Exit Road 245.2 Site 2: Drop / Pickup Zone Exit Lane 265.3 Site 3: Station Entry Lane 285.4 Site 4: Fairfield Street 30



1 INTRODUCTION

1.1.1 Parsons Brinckerhoff has been appointed by Network Rail to assist with the deliveryof the Oxford Road and Piccadilly Capacity Scheme, to be located in the city ofManchester.

1.1.2 The Scheme forms part of a wider range of projects to increase rail capacity, knownas the Northern Hub. The aim of the Northern Hub is to stimulate economic growthby improving the rail network in the north of England and to meet expected growingdemand for rail travel over the next 30 - 60 years. Although the Scheme is part of awider package of projects within the Northern Hub, this Scheme is a standaloneproject, for which funding for its delivery has been secured.

1.1.3 The project consists of the delivery of two new platforms at Piccadilly Station and there-alignment and extension of platforms at Oxford Road Station.

1.1.4 Traffic surveys were requested during stakeholder consultation with Manchester CityCouncil (MCC) and Transport for Greater Manchester (TfGM) on the 19th November2013. Both MCC and TfGM requested that surveys were undertaken to provide adetailed understanding of the traffic conditions at Manchester Piccadilly Station.Movements along Fairfield Street and the operation of the Taxi Rank were consideredto be key areas.

1.1.5 Prior to commissioning the surveys a survey scoping note was issued to MCC andTfGM and the methodology was agreed.

1.1.6 Nationwide Data Collection undertook the surveys during the week commencing the3rd February 2014.

1.1.7 The purpose of this report is to describe the survey methodology and to provide aninitial analysis of the survey results. This report will support the TransportAssessment submitted as part of the Scheme TWAO application.



2 SURVEY METHODOLOGY

2.1.1 Three types of survey were commissioned in order to build up a detailedunderstanding of traffic movements through the area.

Automatic Traffic Counts (ATC’s)

2.1.2 Automatic Traffic Counts were included in order to provide an hourly and weeklyprofile of vehicle movements. This was required to ensure that any peak vehiclemovements at the station across the week (including weekends) could be identified.

2.1.3 The ATC survey was undertaken between 3rd February and 9th February 2014.

Manual Classified Counts

2.1.4 Manual Classified Turning Counts were undertaken to provide detailed analysis ofturning movements at key junctions in the area. The counts were classified in orderto allow pedestrian and cycle movements through the study area to be identified.

2.1.5 The Manual Classified Counts were undertaken on the 4th February 2014.

Automatic Number Plate Recognition (ANPR)

2.1.6 ANPR surveys were undertaken to identify movements through the study area and toidentify routes to and from the taxi rank.

2.1.7 The ANPR surveys were undertaken on the same day as the Manual ClassifiedCounts (4th February 2014).

2.2 Survey Locations

2.2.1 20 survey locations were identified for the Manchester Piccadilly Station Area. Figure2-1 shows the location of the Automatic Number Plate Recognition (ANPR) andTurning Count survey sites with Figure 2-2 showing the ATC locations.



Traffic Survey Type

Automatic Number Plate Recognition Site (ANPR)

Turning Counts

Image: (C) 2013 Inforterra Ltd & Bluesky (C) 2013 Google



Figure 2-1 – Overview of ANPR and Turning Count Locations

Traffic Survey Type

Automatic Traffic Count (ATC) Site

Figure 2-2 – Overview of ATC Locations

2.2.2 The locations were chosen for the following reasons:

To assess the movement of taxis in and around the station and through thestation’s taxi rank. This will help to determine the impact of moving the taxirank to the north of the station;

To assess the movements of vehicles parking within the station car park, inorder to assess the impact of moving the car park to the north of the station;and

To determine the traffic flow in the local area in order to assess impact ofroad closures during the construction phase of development.

2.3 Survey Date, Time and Weather

2.3.1 The survey took place on Tuesday 4th February 2014, on a neutral day during schooland university term time.

2.3.2 The weather on the survey day was overcast. The sunrise was at 7:49am and thesunset at 4:57pm.

2.3.3 The survey took place between 6:00am and 9:00pm.

2.3.4 ATC Surveys were undertaken continuously from Tuesday 4th February 2014 toMonday 10th February 2014.




3 MANUAL CLASSIFIED COUNT SURVEY RESULTS AND ANALYSIS

3.1 Pedestrians

3.1.1 The turning count survey recorded a high number of pedestrians in the area aroundManchester Piccadilly Station, particularly to the north of the Station. A high numberof pedestrians were observed crossing Ducie Street throughout the day, butparticularly at AM and PM peak. The survey has identified the pedestrian and cyclepeak hours as:

AM Peak Hour: 0800 - 0900;

Inter-Peak: 1215 - 1315; and

PM Peak Hour: 1645 - 1745.

3.1.2 An overview of observed pedestrian flows at Manchester Piccadilly Station can beseen in Appendix A (Figure A1). The majority of the pedestrian crossing movementstake place on Ducie Street, Auburn Street, Station Approach, London Road, FairfieldStreet and Altrincham Street. The number of pedestrians crossing to the east ofManchester Piccadilly Station is relatively low. This includes Baring Street, TravisStreet and Temperance Street.

3.1.3 Ducie Street has been identified as the junction with the highest level of observedpedestrians. The observed flows are shown in Figure 3-1. The highest number ofobserved pedestrians was 1576 and this was observed southbound across DucieStreet during the PM peak. This was followed by 1462 northbound across DucieStreet during the AM peak and 942 Northbound crossings during the inter-peak.

Figure 3-1 – London Road / Ducie Street Pedestrian Crossings

3.1.4 Figure 3-2 shows the second busiest intersection at Manchester Piccadilly Station.The highest number of pedestrians per hour at this junction was observed to be 850.This was observed at the controlled crossing on Fairfield Street, travelling northboundto the east of London Road during the PM peak. The second highest number ofpedestrians per hour, 698, was observed at the controlled crossing on London Road,travelling eastbound to the south of Fairfield Street, at the PM peak. Thirdly, 692



pedestrians were observed crossing London Road travelling westbound north ofFairfield Street during the AM peak.

Figure 3-2 – London Road/Fairfield Street Pedestrian Crossings

3.1.5 Figures 3-3, 3-4 and 3-5 detail the observed crossing movements at less busyintersections surrounding Manchester Piccadilly Station. Notably, there were 158, 124and 163 pedestrians observed crossing northbound across Altrincham Street, west ofLondon Road, during the AM peak, inter-peak and PM peak respectively. Eastboundand westbound pedestrian crossings during the AM peak across the taxi and shortstay parking entrance off Fairfield Street were observed to be 113 and 166respectively.

Figure 3-3 – London Road/Altrincham Street Pedestrian Crossings



Figure 3-4 – Fairfield Street/Baring Street Pedestrian Crossings

Figure 3-5 – Fairfield Street/Travis Street/Temperance Street PedestrianCrossings

3.1.6 Figures 3-6 and 3-7 provide a visual representation of the AM and PM peakpedestrian crossing movements. Movements of over 50 at each peak hour are shownonly. Figure 3-6 shows the main AM peak movement was observed to be northboundfrom Manchester Piccadilly Station, using Station Approach, heading north acrossDucie Street, to Piccadilly. A significant number of pedestrian movements wereobserved at the London Road / Fairfield Street junction, with the majority travellingwestbound across London Road.

3.1.7 Figure 3-7 shows the main PM peak movement is southbound, towards ManchesterPiccadilly Station, crossing Ducie Street from Piccadilly to Station Approach. Theopposite direction also has a significant number of movements as does the LondonRoad / Fairfield Street junction, with the majority of movements at this junctioncrossing westbound across London Road and northbound across Fairfield Street,towards Manchester Piccadilly Station.



Key

No. of PedestrianCrossings

50

2000

Figure 3-6 – AM Peak Hour Observed Pedestrian Desire Lines




KeyNo. of PedestrianCrossings

50

2000

Figure 3-7 – PM Peak Hour Observed Pedestrian Desire Lines

3.2 Cycling

3.2.1 A low number of cycle trips were observed on the immediate highway networksurrounding Manchester Piccadilly Station. The cycle counts can be seen in AppendixA (Figure A2). As the number of cycle trips was low, this report does not providefurther detail on cycle movements.




3.3 Highway Traffic not including Cyclists

3.3.1 The traffic survey indicates a high number of vehicles are using the area aroundManchester Piccadilly Station. In particular, a high number of vehicles were found tobe using London Road and Fairfield Street in variable directions at all peak hours.The survey has identified the traffic peak hours as:

AM Peak Hour: 0900 - 1000;

Inter-Peak: 1145 - 1245; and

PM Peak Hour: 1645 - 1745.

3.3.2 An overview of the traffic flows can be seen in Appendix C.

3.3.3 Figure 3-8 shows high traffic levels travelling eastbound on Auburn Street towardsDucie Street with the maximum being 426 during the PM peak. Other high trafficroutes include southbound on London Road, across the Auburn Road/Ducie Streetjunction, with a maximum 386 vehicles during the PM peak, and Ducie Street, turningonto London Road, with a maximum peak of 234 during the PM peak Hour. Otherroutes involve less significant traffic levels.

Figure 3-8: London Road / Ducie Street Traffic Flows

3.3.4 Figure 3-9 shows high traffic flows continue in both directions along London Roadwith a maximum southbound peak of 687 during the PM peak, and northbound peakof 549 during the AM peak. Traffic flows are also high in both directions along FairfieldStreet with peaks of 453 eastbound during the PM peak and 331 westbound duringthe AM peak.



Figure 3-9: London Road / Fairfield Street Traffic Flows

3.3.5 Figure 3-10 shows traffic levels are high on London Road in both directions, at itsjunction with Altrincham Street, with an AM peak of 666 vehicles travelling northboundand 861 vehicles travelling southbound during the PM Peak. In comparison, relativelylow levels of traffic enter Altrincham Street from London Road, whilst minimal vehiclesexit Altrincham Street onto London Road.

Figure 3-10: London Road / Altrincham Street Traffic Flows

3.3.6 Figures 3-11 and 3-12 show traffic levels are high throughout Fairfield Street, withpeaks between 137 and 561 eastbound and 155 and 404 westbound.

3.3.7 Figure 3-11 shows there are a significant number of vehicles turning out of PiccadillyStation and onto Fairfield Street. This includes 228 turning westbound during the AMpeak and 220 turning westbound during the inter-peak. There are also high numbersof vehicles turning into Piccadilly from travelling westbound along Fairfield Street. Thisincludes a peak of 275 during the AM peak and 225 during the inter-peak. Trafficflows are high at the AM peak and inter-peak travelling northbound along BaringStreet and turning westbound along Fairfield Street. This includes 178 during the AMpeak and 166 during the inter-peak.

3.3.8 Figure 3-12 shows traffic flows turning from Fairfield Street (eastbound) onto TravisStreet (northbound) are high. These flows peak between 146 and 259. Flows on otherroutes (except in both directions along Fairfield Street) are less significant.



Figure 3-11: Fairfield Street / Piccadilly Station Traffic Flows

Figure 3-12: Fairfield Street / Travis Street Traffic Flows



4 AUTOMATIC NUMBER PLATE RECOGNITION SURVEY RESULTS ANDANALYSIS

4.1 Survey Method

4.1.1 ANPR cameras captured vehicles entering or exiting the road network cordon aroundPiccadilly Station. The ANPR camera locations are shown in Figure 2-1.

4.1.2 This data was used to identify routes used by individual vehicles in and aroundPiccadilly Station and its associated car parking and taxi drop-off facility.

4.2 AM Peak

4.2.1 Figure 4-1 shows all routes where over 100 vehicles were recorded by the ANPRcameras during the AM Peak Hour.

Figure 4-1: Manchester Piccadilly Station - Most Frequent AM Peak TrafficMovements

4.3 Inter Peak

4.3.1 Figure 4-2 shows all routes where over 100 vehicles were recorded by the ANPRcameras during the inter-peak.




Figure 4-2: Manchester Piccadilly Station - Most Frequent Inter-Peak TrafficMovements

4.4 PM Peak

4.4.1 Figure 4-3 shows all routes where over 100 vehicles were recorded by the ANPRcameras during the PM peak hour.




Figure 4-3: Manchester Piccadilly Station - Most Frequent PM Peak TrafficMovements




5 AUTOMATIC TRAFFIC COUNT SURVEY RESULTS AND ANALYSIS

5.1 Site 1: Taxi Rank Exit Road

5.1.1 Figures 5-1, 5-2 and 5-3 show Site 1 - Taxi Rank Exit Lane average weekday,Saturday and Sunday hourly flows.

5.1.2 Figure 5-1 shows that the average weekday has very little traffic between 0000 and0800. At 0800 the traffic spikes, reaching 180 vehicles per hour (AM peak) by 0900.The traffic steadily decreases between 1000 and 1500 to an inter-peak low of 74vehicles. The traffic then begins to steadily rise, increasing to 131 at 1900 (PM peak)before falling in the evening to minimal overnight levels.

Figure 5-1: Taxi Rank Exit Lane - Average Weekday Hourly Flow

5.1.3 On Saturday, Figure 5-2 shows that traffic levels are low until a morning spike at1100. From then, there is a steady increase in traffic, reaching a maximum level of180 at 1900. Traffic flows then decrease with another increase at 2300 beforedeclining into the night.



Figure 5-2: Taxi Rank Exit Lane – Saturday Hourly Flow

5.1.4 On Sunday, Figure 5-3 shows a similar pattern of traffic levels to Saturday. The trafficlevel is low from 0000 to 1100. From thereon, traffic increases steadily reaching amaximum level of 189 at 2100.

Figure 5-3: Taxi Rank Exit Lane – Sunday Hourly Flow



5.2 Site 2: Drop / Pickup Zone Exit Lane

5.2.1 Figures 5-4, 5-5 and 5-6 show Site 1 – Drop / Pickup Zone Exit Lane averageweekday, Saturday and Sunday hourly flows.

5.2.2 Figure 4-4 shows that there is a low traffic flow on the average weekday between00:00 and 05:00. There is then an increase to 109 vehicles per hour by 06:00,representing a peak for AM drop-offs. This rate stays relatively stable reachinganother peak of 124 at 1500, before decreasing.

Figure 5-4: Drop / Pickup Zone Exit Lane – Average Weekday Hourly Flow

5.2.3 On Saturday, Figure 5-5 shows that Saturday vehicle flows are low between 0000 and0400 before increasing to higher levels, peaking at 153 at 1100 and then steadyingbefore reaching a PM peak of 126 at 1700. Traffic flow levels decrease to 59 by 2300.



Figure 5-5: Drop / Pickup Zone Exit Lane – Saturday Hourly Flow

5.2.4 On Sunday, Figure 5-6 shows traffic levels are low between 0000 and 0700 beforeincreasing to an AM peak of 154 at 1100. Traffic levels remain steady thereon up tothe PM peak of 149 at 1700. Traffic flow levels decrease to 63 by 2300.

Figure 5-6: Drop / Pickup Zone Exit Lane – Sunday Hourly Flow



5.3 Site 3: Station Entry Lane

5.3.1 Figures 5-7, 5-8 and 5-9 show Site 3 – Station Entry Lane average weekday,Saturday and Sunday hourly flows.

5.3.2 Figure 5-7 shows that there is a low traffic flow on the average weekday between0000 and 0600. This level then increases to 296 vehicles per hour at 0900, with highlevels of traffic continuing to be experienced until a second peak of 300 at 1900.Traffic flow levels then decrease to low levels.

Figure 5-7: Station Entry Lane - Average Weekday Hourly Flow

5.3.3 Figure 5-8 shows Saturday traffic flow levels are low between 0000 and 0700. Theythen increase to an AM peak of 311 at 1100, with a decrease to 228 at 1500, beforeincreasing to a PM peak of 378 at 1900. Traffic flow levels decrease from there.



Figure 5-8: Station Entry Lane - Saturday Hourly Flow

5.3.4 Figure 5-8 shows a more steady increase in traffic on Sunday from 0700, reaching apeak of 363 at 1900, before decreasing to low levels.

Figure 5-9: Station Entry Lane – Sunday Hourly Flow



5.4 Site 4: Fairfield Street

5.4.1 Figures 5-10 to 5-15 show the eastbound and westbound Site 4 – Fairfield Streetaverage weekday, Saturday and Sunday hourly flows.

5.4.2 Figures 5-10 and 5-11 show the eastbound and westbound weekday traffic flows.Both directions show low traffic flows from 00:00 to 06:00. Traffic flow levels thenincrease to respective eastbound and westbound AM peaks of 468 vehicles per hourat 09:00 and 620 at 08:00. Traffic flow levels then stay at similar levels until PM peaksof 497 at 17:00 and 464 at 16:00. Traffic levels then gradually decrease beforereturning to lower levels at 00:00.

Figure 5-10: Fairfield Street Eastbound – Average Weekday Hourly Flow



Figure 5-11: Fairfield Street Westbound – Average Weekday Hourly Flow

5.4.3 Figures 5-12 and 5-13 show eastbound and westbound Saturday hourly flows. Theyshow that high traffic flows can be seen throughout the day. The minimum level is 187at 0600 and 123 at 0600 respectively. The peaks are 467 and 471, both at 1900. Thechange between the minimum and peak and vice versa is fairly steady.

Figure 5-12: Fairfield Street Eastbound – Saturday Hourly Flow

Figure 5-13: Fairfield Street Westbound – Saturday Hourly Flow



5.4.4 Figures 5-14 and 5-15 show eastbound and westbound Sunday hourly flows. Theyshow the traffic flow levels are relatively high throughout the day with lower levelsbetween 05:00 and 08:00. The peak eastbound flow is 469 at 1900 whereas there aretwo peaks on the westbound of 394 at 1400 and 380 at 1900.

Figure 5-14: Fairfield Street Eastbound – Sunday Hourly Flow

Figure 5-15: Fairfield Street Westbound – Sunday Hourly Flow



- 33 -

Appendix ASurvey Flow Diagrams



- 35 -

Figure A1: Pedestrian Crossing Counts at Manchester Piccadilly Station



- 36 -

Figure A2: Cycle Counts at Manchester Piccadilly Station



- 37 -

Figure A3: Traffic Counts at Manchester Piccadilly Station

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