HERTFORDSHIRE COUNTY COUNCIL
Agenda Item No.
HIGHWAYS AND TRANSPORT PANEL
THURSDAY 15 NOVEMBER 2007 AT 10:00 AM
3
BALDOCK BYPASS: ONE YEAR ON
Report of the Director of Environment
Author: Sue Jackson
Tel: 01992 5588615
Executive Member:- Stuart Pile, Executive Member for Highways, Transport and
Rural Affairs
1.
Purpose of report
1.1
To inform the Panel of the key findings of the “Before and After” analysis of
the impact of the opening of the Baldock Bypass. A full copy of the Before
and After Study will be made available in the members room.
2.
Summary
2.1
The key findings of the Before and After study were reported to the North
Herts Joint Member Panel on October 15th 2007.
2.2
The assessment shows that all of the defined scheme objectives have been
met. The traffic levels within the town centre have reduced considerably on
the key London Road, High Street, Whitehorse Street and Royston Road
route.
2.3
The bypass and A505 in general appear to have attracted less traffic to the
corridor than originally forecast and there is no evidence of increased traffic
flow on the A602 corridor. There have however been local increases in traffic
flow between Letchworth and Hitchin on the B656 route with evidence that
local traffic is using this route to access the A507 and A1(M) north.
2.4
The Baldock town centre enhancement study is looking at options to
discourage this movement.
3.
Conclusion
3.1
The Panel is asked to consider the attached report which is for information
and any relevant discussion.
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4.
Background
4.1
The Baldock bypass opened to traffic on March 16th 2006. The scheme was
primarily proposed to relieve traffic congestion caused by three principal
roads converging in Baldock town centre, by providing a direct link between
the A1(m) and the A505.
4.2
Other scheme objectives included, improving environmental conditions,
improving conditions for the operation of public transport services through
Baldock and safety, particularly for pedestrians and cyclists in Baldock town
centre
4.3
Data was collected to measure traffic and environmental conditions prior to
scheme construction in 2003/ 04 and has been compared with that collected
one year after bypass opening in March 2007 in order to assess how far the
scheme objectives have been met.
4.4
The key findings of the Before and Analysis were presented to the North
Herts Joint Member Panel on October 15th 2007. The JMP noted the
contents of the report and gave a vote of thanks with regard to the work
carried out by officers in preparing the Before and After study.
5.
Traffic flow changes
5.1
The figures contained in Appendix 1 show the pre and post bypass traffic
levels on local roads within the Baldock and Letchworth area and in the wider
geographical area.
5.2
The bypass itself is carrying a two way flow of around 20,000 vehicles
between 0600 and 2200 hours.
5.3
The bypass has removed large volumes of traffic from the previous through
route in the town. In the northeast bound direction there has been a reduction
of between 55 – 64%.
5.4
In the southwest bound direction there has been a reduction in traffic flow of
up to 60%. South Way and Clothall Road have also benefited from reduced
traffic flows.
5.5
Certain traffic routes to the north and west of the town however, have
increased traffic volumes since the bypass opening. North Road has had an
increase in traffic of around 20% in each direction and the B656 to Hitchin
(Hitchin Street and Letchworth Road has also experienced increases along
with Norton Way and Weston Way).
5.6
Traffic volumes have decreased on Letchworth Gate , Radburn Way and
Baldock Lane indicating that traffic previously seeking alternative routes
between Letchworth and Baldock to avoid congestion on the old A505 may
now find it quicker and easier to travel on the B656 between the towns.
5.7
Analysis of traffic flow changes outside Baldock indicates that traffic has
increased by over 20% on the A505 corridor to the east of the town. Although
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there has been some increase in traffic between Baldock and Hitchin there is
no evidence of increased flows to the west of Hitchin.
5.8
On the A602 corridor there have been marginal increases in line with general
traffic growth over this period.
5.9
On the A507 corridor increases in traffic are evident both north and south of
Baldock , particularly during the peak periods. There is also evidence of
additional traffic feeding onto the A10 and A120 beyond Buntingford, although
given the distance from Baldock other factors may be influencing traffic flows
in these areas (such as the A10 Wadesmill bypass).
6.
Other Traffic Conditions
6.1
At the Hitchin Street / Whitehorse Street / High Street mini roundabout
queues have reduced, particularly on the Hitchin Street approach which
although experiencing higher traffic volumes now gives way to less traffic
turning right from High Street to Whitehorse Street and the journey time
surveys indicate that average delays on Hitchin Street have reduced by 30
seconds in the AM peak and 1 ½ minutes in the PM peak.
6.2
At the Whitehorse Street / Station Road / Clothall Road signals there has
been a reduction in queuing post bypass on all arms. This is most marked on
Royston Road where queues of over 200 vehicles were observed during
much of the PM peak prior to bypass opening. Queues had been reduced to
an average of 10 vehicles post bypass (with a maximum of 25 vehicles
recorded) in the March 2007 survey. This equates to a reduction in delay of
over 10 minutes on the approach to the junction and a comparison of journey
times along the bypass with the previous route using Royston Road /
Whitehorse Street / High Street indicates that the bypass has reduced
average journey times by over 15 minutes in the southwestbound direction
during the PM peak between The Firs and the Graveley interchange
7.
HGV Flows
7.1
Prior to the construction of the bypass a significant number of HGVs were
following the A505 route through central Baldock with HGVs making up over
10% of the traffic flow on some sections.
7.2
Since bypass opening the number of heavy goods traffic on Royston Road,
Whitehorse Street and High Street has fallen significantly (by over 70% at
some locations). This is higher than the equivalent decrease in general traffic
and illustrates that the bypass has been particularly successful in removing
HGV’s from the previous main route through the town centre.
7.3
On the bypass itself HGVs make up around 8% of the traffic flow. There have
been increases in the number of HGVs on the A505 corridor to the east of
Baldock and on the A507 corridor. These increases are however in line with
the general traffic flow increases and therefore the proportion of HGVs has
not changed.
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8.
Impact on surrounding towns / Villages
8.1
In Ashwell 16 hour traffic flows have reduced by 12% on the High Street
eastbound and 17% on Station Road southbound. The number of HGVs
travelling on these routes has also reduced by over 90% indicating that rat
running through the village has reduced as a result of the bypass.
8.2
Large reductions in traffic flow are evident during the peak hours. In the AM
peak 27% less vehicles were recorded at the monitoring points post bypass,
with the largest decreases recorded northbound on Station Road and
eastbound on the High Street. Although there is some evidence to suggest
that there is a small increase in traffic during the AM peak hour heading south
through Ashwell on Kingsland Way and Claybush Lane towards the A505 and
Baldock bypass this is more than counterbalanced by the flow decreases
elsewhere.
8.3
PM peak hour 20% less vehicles were recorded overall with the largest
reduction in flow recorded on Station Road southbound. A small increase in
traffic is evident travelling northbound along Claybush Lane and Kingsland
Way however, this is counterbalanced by decreases in flow elsewhere.
8.4
Although banning the right turn from London Road into the B197 towards
Graveley has resulted in a reallocation of flow through the junction, this does
not seem to have discouraged traffic from travelling southbound along the
B197 towards Stevenage with only marginal reductions in flow. 16 hour flows
have however decreased by around 11% in the northbound direction on the
B197 with higher percentage reductions in the peak hours. Ongoing
monitoring is underway to assess whether the recently introduced traffic
calming measures in Graveley village have had any further impact on traffic
flows.
8.5
It is difficult to discern impacts in other areas such as Wymondley and
Weston due to lack of directly comparable data.
9.
Impact on other modes
9.1
It is difficult to infer the impacts on buses due to lack of direct patronage data,
diversion of coaches and longer distance services onto the bypass and the
withdrawal of the Tesco’s bus services since 2003. There is however
evidence of increases of cycling within Baldock since bypass opening and
some increase in pedestrian movements on Royston Road and South Road.
10.
Accident data
10.1
In the year to mid March 2007 there were 6 less accidents recorded on key
routes in Baldock compared with the 3 year pre bypass average. In particular
the pre bypass clusters of slight accidents around the High Street / Hitchin
Street, Hitchin Street / Weston Way and High Street / South Road junctions
were no longer evident.
10.2
On the bypass itself there were 4 slight accidents up to mid March 2007.
However, in common with a number of other locations a cluster of accidents
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occurred in fog on 26th March 2007. Mitigation measures are now in place to
prevent similar accidents occurring in the future.
10.3
Prior to the completion of the A1(m) Junction 9 slip road schemes there was a
safety problem, particularly on the NB off slip. Modifications to the junction
were completed in December 2006 and indications so far are that queuing
and injury accidents have been reduced.
11.
Environmental Impacts
11.1
Traffic reductions on routes through the town have resulted in lower noise
levels and reductions in line with those calculated are evident at the Station
Road / Royston Road junction. There is a perception that on some roads
traffic is travelling faster resulting in higher levels of noise. Whilst some
vehicles, probably travelling in excess of the speed limit, may be more
noticeable, the overall noise level will have reduced.
11.2
It is considered that the noise mitigation measures associated with the bypass
have been successful.
11.3
A comparison of air pollution measurements indicates that so far there have
been reductions in Nitrogen Dioxide (NO2) concentrations at the sites on or
adjacent to Royston Road , Whitehorse Street and Clothall Road where traffic
reductions have occurred. In the western part of town however there has
been little change in N02 levels.
11.4
The bypass was designed to minimise visual intrusion with a good proportion
of the route either in a cutting or tunnel and planting of vegetation to provide
screening. The form and gradient of associated earthworks were also
designed to relate to the existing topography as far as possible.
11.5
The environmental impacts of the road scheme on the natural environment
have been greatly reduced with the successful translocation of chalk
grassland and common lizards. Fencing has prevented any road accidents
involving deer and badgers, the badger tunnels are being used and the local
badger population is thriving. Sown wild plants have established successfully
11.6
During bypass construction archaeologists excavated over 8 hectares of land.
Finds included a Bronze age barrow cemetery, the remains of a 13th century
leper hospital, evidence of a Bronze Age, Iron Age and Roman road plus
prehistoric stone tools and a buried Auroch skull. These findings and
artefacts are now held in the Baldock Museum.
11.7
A number of Rights of Way were affected by the bypass route. Two new
footbridges and underpasses were built and along with some minor diversions
this allowed reinstatement of all of the routes. There has also been
improvement of the bridleways in the vicinity of Letchworth Gate and Bygrave.
11.8
Pollution control measures have been incorporated into the drainage design
of the route to protect against contamination in the event of an accidental
chemical spillage from road vehicles. None of the water from the new road is
discharged into the area where drinking water is extracted.
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12.
Economic Impacts
12.1
The Land Registry data suggests that house prices in Baldock, North Herts
and Hertfordshire have generally been on the increase since 2004. Since the
opening of the bypass the impact on house prices appears inconclusive
(possibly due to the small sample size). In Baldock terraced house prices
have increased at a greater rate than in North Hertfordshire or Hertfordshire
as a whole, whilst detached and flat/maisonette prices have decreased.
13.
Financial Implications
13.1
There are no financial implications arising from this report.
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Baldock Bypass: One year on
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Appendix 1
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Baldock Bypass: One year on
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Appendix 1
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