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Central Bedfordshire need to find the other £28 million with work starting next january. But a bypass, its development creation road serving 3,600 houses and 2,800 jobs. So a 40mph estate road in the end.
An unfortunate typo?A303Chris wrote: ↑Wed Oct 20, 2021 11:46Government has confirmed £32.7 million towards the cost of it
The project ... will see the construction of a new 2.75-mile road link between Junction 11a of the M11 and the A6, forming a north-western bypass for Luton.
It would have been good to see a GSJ at the A6 (not sure what the best priority would be though) and in a fantasy layout a high-level flyover at J11A.
J11a will be pretty comical, with a solitary bridge for the main junction surrounded by a halo of bridges for local roads. In a more logical world the local roads would go directly into the main junction so they didn't need their own bridges, and the additional structures would be to freeflow major movements. The Texans have their heads on straight with a basic GSJ layout that can then be upgraded with further flyovers as required.
A more modest suggestion is that there should be a segregated left turn for M1sb to A6 link road, bypassing the J11a dumbbell. They have instead provided a SLT so traffic for the freight interchange can bypass the new roundabout. This is idiotic as J11a movement will clearly be far busier. It brings to mind the SLT out of the Nexus development near M5 Junction 25, which is so much of a hindrance to the main flows that Highway England now propose to remove it before it has even been opened. Another development site-centric design disaster in the making.
The railway bridge also has only two lanes eastbound, which is bound to become a pinchpoint. Should be 2 from the dumbbell+1 from the SLT.
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Alas, if I say "north to A6 link road" there's a good chance that people will read it as meaning northbound, so prevalent is the error of saying "[cardinal direction]" when what's meant is "[cardinal direction]bound".
The ideal rule would indeed be a total ban on using "bound" directions when referring to junctions, but as this would require a sabristic dictatorship that is sadly absent , I'm using the second-best rule of specifying "bound" when you mean "bound".
I haven't seen any analysis of the expected traffic flows for each of the movements. It would be interesting.jackal wrote: ↑Sun Oct 24, 2021 11:55J11a will be pretty comical, with a solitary bridge for the main junction surrounded by a halo of bridges for local roads. In a more logical world the local roads would go directly into the main junction so they didn't need their own bridges, and the additional structures would be to freeflow major movements.
For the existing A5 Dunstable northern bypass the main turning movement must be to / from M1 south. For the proposed road to the existing A6, it's not so obvious. The new road is essentially a local development route, not primarily aimed at longer distance through traffic, so I would have thought that flows straight across J11a to / from the A5 won't be that high. I expect a lot of northern Luton traffic will use J11a to / from M1 north, not so much to M1 south (for which in most cases J11 will still be still quicker). On the other hand I would think that Central Beds villages traffic using the new road will mainly be to / from M1 south. The other complicating factor as you say is the tangle of roundabouts and flyovers connecting the Woodside relief road (A5505). There must already be a lot of turning traffic M1 north to / from A5505 (which will increase when all the development is complete) and M1 south to / from A5505 -> B5790 -> B579 and minor roads for the villages.
So it's not obvious which free flows would be best to provide, but probably M1 south / A5 west will be the highest flow of the turning movements, but this would not be easy as there is so much physically in the way.
EDIT : I am using cardinal directions as per the suggestions in the previous posts eg. north means north, it does not mean northbound .