Transport Assessment. Proposed Residential Development Land East of Cookson Way, Catterick. Client: White Acre Estates.

Transcription

1 Transport Assessment Proposed Residential Development Land East of Cookson Way, Catterick Client: White Acre Estates August 2017 Doc Ref: LB/17143/TA/02

2 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August 2017 Prepared by: Liam Bessell Checked by: Peter Todd Document Revision Control Revision Date Status Prepared By Approved By Draft LB PT Final LB PT Update LB PT Colwyn Chambers 19 York Street Manchester M2 3BA T: E: info@scptransport.co.uk W: This document has been prepared for the titled project or named part thereof and should not be relied upon or used for any other project without an independent check being carried out as to its suitability and prior written authority of SCP being obtained. SCP accepts no responsibility or liability for the consequence of this document being used for a purpose other than the purposes for which it was commissioned. Any person using or relying on the document for such other purposes agrees and will by such use or reliance be taken to confirm his agreement to indemnify SCP for all loss or damage resulting there from. SCP accepts no responsibility or liability for this document to any party other than the person by whom it was commissioned. Page i

3 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August 2017 CONTENTS 1.0 INTRODUCTION EXISTING CONDITIONS PROPOSED DEVELOPMENT PLANNING POLICY CONTEXT SUSTAINABLE TRANSPORT APPRAISAL FUTURE BASELINE TRAFFIC CONDITIONS TRIP GENERATION, DISTRIBUTION AND ASSIGNMENT HIGHWAY IMPACT SUMMARY AND CONCLUSIONS TRAFFIC FLOW FIGURES 1 SURVEYED TRAFFIC FLOWS - PCU GROWTHED SURVEYED FLOWS GROWTHED SURVEYED FLOWS 4 COMMITTED DEVELOPMENT - LAND AT FORMER CPM PIPE WORKS - PHASE 2 (LPA REF: 12/00669/OUT) 5 LAND AT FORMER CPM PIPE WORKS - PHASE 1 (LPA REF: 12/00227/AORM) 6 LAND AT FORMER CPM PIPE WORKS - PHASE 2 (LPA REF: 12/00669/OUT) 7 LAND AT ARRAS LINES/SOUR BECK (LPA REF: 15/00258/AORM) 8 LE CATEAU ROAD (LPA REF: 16/00145/OUT) 9 INPIPE SITE, CATTERICK ROAD (LPA REF: 15/00244/AORM) WITHOUT DEVELOPMENT BASELINE TRAFFIC FLOWS WITHOUT DEVELOPMENT BASELINE TRAFFIC FLOWS 12 TRIP DISTRIBUTION 13 TRAFFIC ASSIGNMENT WITH DEVELOPMENT ASSESSMENT TRAFFIC FLOWS WITH DEVELOPMENT ASSESSMENT TRAFFIC FLOWS APPENDICES A B C TRAFFIC SURVEY DATA PROPOSED SITE LAYOUT DRAWING NUMBER SCP/17143/F01 SITE ACCESS ARRANGEMENT Page ii

4 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August 2017 D E PROPOSED TRIP GENERATION CATTERICK ROAD / COOKSON WAY ARCADY ASSESSMENT Page iii

5 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August INTRODUCTION Overview 1.1 SCP have been appointed by White Acre Estates to provide specialist transport planning and engineering advice in support of an Outline Planning Application for a proposed residential development located to the east of Cookson Way, Catterick. 1.2 The proposed development will provide up to a maximum of 107 dwellings. Further details on the proposed development are provided later in Chapter 3 of this report. 1.3 This Transport Assessment (TA) has been prepared to support the planning application and has been developed in accordance with the now superseded Department for Transports (DfT s) March 2007 Guidance on Transport Assessment document and gives due regard to the National Planning Practice Guidance (NPPG). Pre-application scoping discussions have also taken place with North Yorkshire County Council (NYCC), as highway authority, in order to agree the general methodology and study area for the TA. 1.4 This report concludes that the proposed development of this site can be accommodated without detriment to the operational capacity or safety of the local highway network and that it can be readily accessed on foot, by bicycle and by local public transport services. Structure of Report 1.5 The structure of the TA is set out as follows:- Chapter 2 - describes in detail the site location and existing uses, surrounding area, local highway network, existing traffic conditions and road safety record; Chapter 3 defines the development proposals including the proposed access, servicing and car parking arrangements; Chapter 4 summarises the national, regional and local transport policies and describes how the proposed development accords with these; Chapter 5 considers the location of the site with regard to the existing local sustainable transport infrastructure; Chapter 6 describes the future baseline traffic conditions on the local highway network in relation to committed development traffic flows and traffic growth; Page 1

6 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August 2017 Chapter 7 estimates the number of multimodal trips generated by the development and distributes and assigns the vehicular trips on the local highway network; Chapter 8 presents an assessment of the impact of the development on the operational performance of the local highway network; and Chapter 9 provides summary and conclusions to this TA derived from the analysis presented in the above Chapters. Page 2

7 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August EXISTING CONDITIONS General 2.1 This Chapter provides a detailed description of the location of the site and composition, local highway network, existing traffic conditions and road safety record. Site Location and Composition 2.2 The application site has an area of approximately 4.1ha and comprises undeveloped land. The site is bounded by undeveloped land to the north, east and south, and residential dwellings to the west. 2.3 The location of the site in relation to the wider highway network is shown on Figure 2.1 below. Figure 2.1 Site Location Wider Highway Network Brompton on Swale Site Location Colburn Catterick Garrison Town Centre A1 Catterick Road Page 3

8 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August The location of the site in relation to the local highway network is shown on Figure 2.2 below. Figure 2.2 Site Location - Local Highway Network Key Application Site Boundary Public Right of Way Footpath/Footway Churchill Drive Cookson Way 20.10/4/1 Catterick Road 20.10/9/ /5/1 2.5 There are no Public Right of Ways (PROW) that run through the application site, however, PROW 20.10/9/1 is located to the southwest of the site and provides a link between Catterick Road and Maple Avenue. PROWs 20.10/5/1 and 20.10/4/1 run to the southeast of the site and provides links between Catterick Road and the village of Catterick via PROWs 20.10/4/1, 20.12/7/1 and 20.12/8/ Footways and footpaths are provided to the southwest of the site which provides links to the nearby local facilities. Further information on local facilities is provided in Chapter 5 of this report. 2.7 The link between Cookson Way and Blue Nile Way is a shared footway/cycleway Local Highway Network 2.8 Cookson Way is located to the southwest of the site and provides access to residential estate to the west of the site and the A6136 Catterick Road in the south. Page 4

9 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August Within the vicinity of the site, Cookson Way has a carriageway width of approximately 6.9m and benefits from a footway on its western side with a width of approximately 2.0m and a verge of varying widths. Cookson Way is subject to a mandatory 30mph speed limit and benefits from street lighting on both sides of the road Churchill Drive is located to the northwest of the site and is a residential cul-de-sac in nature. Churchill Drive has a carriageway width of approximately 5.5m and benefits from a footway on both sides of the road with widths of approximately 2.0m The Cookson Way / Churchill Drive roundabout directly abuts the western boundary of the site and is a priority controlled roundabout with two arms. The central island has a large block paved overrunabble area The A6136 Catterick Road is located to the south of the site and is a local distributor road in nature which provides a connection to Catterick Garrison in the southwest and the A1 in the east. In the vicinity of the site the surrounding land use along the A6136 Catterick Road contains a mixture of residential, retail, commercial and military buildings Within the vicinity of the site, the A6361 Catterick Road has a carriageway width of approximately 7.4m and benefits from a footway on its northern side with a width of approximately 2.0m. On the immediate approaches to the Cookway Way roundabout, The A6136 Catterick Road is subject to a mandatory 30mph speed limit and benefits from street lighting on both sides of the road. Approximately 60m east of the A6136 Catterick Road / Cookson Way roundabout, the speed limit along Catterick Road changes to the national speed limit The A6361 Catterick Road / Cookson Way junction is located to the southwest of the site and takes the form of a three-arm roundabout. All arms operate under priority control with two lane exits provided on the A6136 Catterick Road approaches and a single lane entry on the Cookson Way approach. A pedestrian refuge with dropped kerbs and tactile paving is provided on Cookson Way in order to further assist pedestrians. The layout of the junction is shown on Figure 2.3 below. Page 5

10 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August 2017 Figure Catterick Road / Cookson Way Junction Cookson Way Catterick Road Traffic Survey Data 2.15 In order to establish the existing traffic flow demand on the local network, manual classified turning count traffic flow surveys were undertaken on Thursday 30 th March 2017 between the hours of 07:00 to 10:00 and 15:00 to 19:00 at the Catterick Road / Cookson Way junction The AM / PM peak hours for the network were identified as being between 08:45 to 09:45 and 17:00 to 18:00. The raw traffic survey results are presented in Appendix A, with the peak hour traffic flows shown diagrammatically on Traffic Flow Figure 1. Page 6

11 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August 2017 Road Safety 2.17 The Planning Practice Guidance (PPG) Transport evidence bases in plan making and decision taking document states that, Critical locations on the road network with poor accident records should be identified. This is to determine if the proposed development will exacerbate existing problems or, if proposed, whether highway mitigation works or traffic management measures will help to alleviate the problems In order to identify critical locations on the network with a poor accident record, the personal injury accident data has been obtained from the DfT for the most recently available five year period ending 31 st December The location and severity of the accidents are shown below:- Figure 2.4 Road Safety Plan 4 Key Slight Accident Study Area Site Boundary Page 7

12 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August The key points to be taken from the 5-year accident record are as follows:- No accidents occurred along Cookson Way or within the residential estate to the west of the site; and Four accidents (average of just under 1 accident per year) occurred at the Catterick Road / Cookson Way junction, all of which were of slight severity Having regard to the low number of accidents which have occurred over the five year study period and their severity, the existing accident record does not represent a material concern in the context of the proposed development. Page 8

13 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August PROPOSED DEVELOPMENT Overview 3.1 The proposed residential development will provide up to 107 dwellings on land located to the east of Cookson Way, Catterick, as shown in the proposed site layout provided in Appendix B. 3.2 It should be noted that the planning application is for outline permission with means of access only to be determined at this stage, the masterplan is therefore indicative only. Proposed Access Arrangements 3.3 Vehicular access to the proposed development will be provided from the existing Cookson Way / Churchill Drive roundabout via the introduction of an additional eastern arm. The proposed access will provide a 6m wide carriageway, 8m junction radii and 2m wide footways on both sides of the road, as shown on drawing number SCP/17143/F01 presented in Appendix C. 3.4 Pedestrian / cycle access to the site will be provided from the same location as the vehicular access. In addition, a pedestrian footpath will also be provided alongside the northern, eastern and southern sections of the site boundary and link onto the footpath located to the northwest of the site, the footpath to the north of the site and the footway along Cookson Way to the southwest of the site in order to improve the permeability of the site. Internal Road Layout and Servicing 3.5 As the application is for outline permission only, the internal site layout and therefore servicing arrangements have not been developed in detail. However, the internal road network has been designed on a loop type arrangement so that the length of the existing cul-de-sac is not increased and should the access road for whatever reason become blocked, emergency vehicles will have an alternative route and still be able to access all parts of the site. 3.6 The internal road network will also be designed to ensure the movements of service and refuse vehicles will be accommodated without allowing their requirements to dominate the layout of the site. Swept path analysis has been undertaken of the site access and is shown in Appendix C. Page 9

14 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August 2017 Parking 3.7 Again, as the application is for outline permission only, the parking arrangements have not been developed in detail. The proposed development will provide an average of around 2 car parking spaces per dwelling across the site, contained in a mixture of driveway and garage spaces, which is in accordance with NYCC s maximum parking standards. Page 10

15 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August PLANNING POLICY CONTEXT Introduction 4.1 This Chapter provides a summary of relevant national, regional and local transport policies and provides a brief analysis of how the proposed development will contribute towards their aims and objectives. National Planning Policy Framework (NPPF) 4.2 NPPF was published in March 2012 by the Department for Communities and Local Government, replacing numerous planning policy statements (PPS) and guidance notes (PPG) including PPG13 Transport. The overall theme of the document is achieving sustainable development which applies to all aspects of planning, including transport. In particular: Transport policies have an important role to play in facilitating sustainable development but also in contributing to wider sustainability and health objectives. Smarter use of technologies can reduce the need to travel. The transport system needs to be balanced in favour of sustainable transport modes, giving people a real choice about how they travel. Encouragement should be given to solutions which support reductions in greenhouse gas emissions and reduce congestion. In preparing Local Plans, local planning authorities should therefore support a pattern of development which, where reasonable to do so, facilitates the use of sustainable modes of transport. 4.3 In reference to supporting documentation with planning applications: All developments that generate significant amounts of movement should be supported by a Transport Statement or Transport Assessment. Plans and decisions should take account of whether: the opportunities for sustainable transport modes have been taken up depending on the nature and location of the site, to reduce the need for major transport infrastructure; safe and suitable access to the site can be achieved for all people; and improvements can be undertaken within the transport network that cost effectively limit the significant impacts of the development. Development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe. Page 11

16 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August In reference to the planning of developments: Plans and decisions should ensure developments that generate significant movement are located where the need to travel will be minimised and the use of sustainable transport modes can be maximised. Plans should protect and exploit opportunities for the use of sustainable transport modes for the movement of goods or people. Therefore, developments should be located and designed where practical to: accommodate the efficient delivery of goods and supplies; give priority to pedestrian and cycle movements, and have access to high quality public transport facilities; create safe and secure layouts which minimise conflicts between traffic and cyclists or pedestrians, avoiding street clutter and where appropriate establishing home zones; incorporate facilities for charging plug-in and other ultra-low emission vehicles; and consider the needs of people with disabilities by all modes of transport. A key tool to facilitate this will be a Travel Plan. All developments which generate significant amounts of movement should be required to provide a Travel Plan. Planning policies should aim for a balance of land uses within their area so that people can be encouraged to minimise journey lengths for employment, shopping, leisure, education and other activities. For larger scale residential developments in particular, planning policies should promote a mix of uses in order to provide opportunities to undertake day-to-day activities including work on site. Where practical, particularly within large-scale developments, key facilities such as primary schools and local shops should be located within walking distance of most properties. North Yorkshire Local Transport Plan (LTP) The North Yorkshire LTP is a strategic plan for the development of transport within North Yorkshire over the period and outlines how transport will contribute to and support the longer-term aspirations of the borough. 4.6 To help deliver the above, a series of LTP objectives have been developed with the aim of helping to ensure that transport can make a positive contribution to the achievement of the priority goals within each area, and also where it would be likely to hinder achievement if under-performance is not addressed. The LTP s objectives are set out below: Page 12

17 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August 2017 Economic Growth - Contributing to economic growth by delivering reliable and efficient transport networks and services; Road Safety - Improving road and transport safety ; Access to Services - Improving equality of opportunity by facilitating access to services; Environment and Climate Change - Managing the adverse impact of transport on the environment; and Healthier Travel - Promoting healthier travel opportunities. The Richmondshire Local Plan : Core Strategy 4.7 Richmondshire District Council adopted its Core Strategy on 9 th December 2014 and seeks to achieve sustainable development through spatial planning. The Core Strategy is the first part of the Council s Local Plan, which needs to be supplemented by further detailed policies and guidance. 4.8 The Local Plan Core Strategy provides the local perspective on future development consistent with the current statutory development plan system. The Council responded to the expected abolition of Regional Spatial Strategies (RSS) by publishing its Local Strategy Statement (2011) setting a locally distinct strategic context for future development. 4.9 Policies SP1 SP5 and CP3 of the Policy Framework focus on the need for travel to be reduced and access to jobs and key services by sustainable forms of transport, such as public transport, walking and cycling, is made safer and easier. Consideration of the Application Site against Existing Policy Background 4.10 In general, the relevant transport policies set out above follow similar themes and promote common aims in respect of accessibility by non-car modes. These are to provide sustainable development with good access to encourage non-car modes of transport, to ensure that the highways impact of new developments is acceptable or mitigated against and to promote good site design with appropriate parking levels The accessibility Chapter of this TA demonstrates that the site is well within easy access to a good range of local facilities and is well located to take advantage of good frequency public transport services. The proposed development is therefore compliant with the aspirations of relevant transport planning policies and can specifically help contribute to their objectives. Page 13

18 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August SUSTAINABLE TRANSPORT APPRAISAL General 5.1 This Chapter presents a review of the accessibility of the site by walking, cycling and public transport modes. Policies to encourage travel by sustainable modes are developed further within the Interim Travel Plan for the development that accompanies this application. Pedestrians 5.2 The MfS states that walkable neighbourhoods are typically characterised by having a range of facilities within 10 minutes (up to about 800m) walking distance of residential areas which residents may access comfortably on foot. However, it goes on to state that this is not an upper limit and that walking offers the greatest potential to replace short car trips, particularly those under 2km. 5.3 The pedestrian accessibility of the development has been modelled using Geographical Information System (GIS) software to produce isochrones mapping. The purpose of the isochrones is to demonstrate the areas within an acceptable walk distance of the site, as shown on Figure 5.1 below:- Figure 5.1 Walk Accessibility Colburn Page 14

19 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August The above demonstrates that the site is within acceptable walking distance of a wide range of facilities including a Lidl (approximately 450m to the southwest of the site), Colburn Community Primary School (approximately 1.4km to the southwest of the site), pharmacy (approximately 1.0km to the southwest of the site) and health centre (approximately 800m to the southwest of the site). 5.5 Footways and footpaths are provided to the southwest of the site which provides links to the nearby local facilities. 5.6 As mentioned previously, pedestrian / cycle access to the site will be provided from the same location as the vehicular access. In addition, a pedestrian footpath will also be provided alongside the northern, eastern and southern boundaries of the site boundary with a connection provided onto the existing footpath located to the northwest of the site. 5.7 Generally, the topography of the area is conducive to walking with a well surfaced and street-lit footway provided along Cookson Way and Catterick Street, as well as on the main route into Catterick Garrison town centre with dropped kerb and tactile paving provided at most junctions in order to further assist pedestrians. Cyclists 5.8 Transport policy identifies that cycling represents a realistic and healthy option to use of the private car for making journeys up to 5km as a whole journey or as part of a longer journey by public transport. 5.9 Figure 5.2 illustrates the 5km cycle catchment area around the site, which is roughly equivalent to a 25 minute cycle time. The plan demonstrates that all of Colburn and the surrounding areas of Catterick Garrison, Brompton on Swale and Catterick are all located within 5km of the development. Page 15

20 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August 2017 Figure 5.2 Cycle Accessibility Brompton on Swale Colburn Catterick Catterick Garrison Scotton 5.10 A shared footway/cycleway is provided to the southwest of the site providing a link between Cookson Way and Blue Nile Way A shared footway/cycleway is also provided along the A6136 Catterick Road approximately 950m to the southwest of the site which provides a traffic free route towards Catterick Garrison town centre. Some sections of the cycle route are also segregated from pedestrians. Public Transport 5.12 The nearest bus stops to the site are located on the A6136 Catterick Road and Blue Nile Way to the south of the site. Services from these bus stops provide connections to Darlington, Easby, Catterick and Catterick Garrison, amongst others and are summarised in Table 5.1 below. Page 16

21 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August 2017 Table 5.1 Bus Service Analysis Bus Stop Average Service Headway (mins) Service Number Catterick Rd Blue Nile Wy Route Operator Mon-Fri Sat Sun Max x26 Darlington - Barton - Richmond - Catterick Garrison Arriva North East X54 Catterick - Hipswell - Catterick Garrison - Richmond - Easby Dales and District 2 services per day either way 2 services per day either way Figure 5.3 indicates a 60 minute public transport journey from the site. The time includes the walk to the bus stops and demonstrates that it is possible to reach areas such as Richmond, Scotch Corner and Barton, amongst others within an acceptable commute time. Figure 5.3 Public Transport Accessibility Barton Scotch Corner Richmond Downholme Catterick Scotton Page 17

22 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August FUTURE BASELINE TRAFFIC CONDITIONS Introduction 6.1 This Chapter describes the future baseline traffic conditions on the local highway network in relation to traffic growth and committed development traffic flows. Traffic Growth 6.2 Capacity assessments in this TA are undertaken for the anticipated year of opening (2018) and 5-years hence (2023), which has been agreed with NYCC and exceeds the recommended approach set out in in the DfT s Guidance on Transport Assessment document. 6.3 In order to quantify the level of background traffic growth that could occur on the local network between the date of the traffic surveys and the assessment years, National Traffic Model (NTM) growth factors, modified by TEMPRO local growth factors, have been used as summarised in Table 6.1 below:- Table 6.1 Traffic Growth Factors Period AM Peak PM Peak 2017 to to The above growth factors are applied to the surveyed traffic flow to obtain the 2018 and 2023 growthed surveyed traffic flows, as shown on Traffic Flow Figures 2 and 3. Committed Developments 6.5 The committed developments to be taken into account in this TA have been discussed with NYCC and include the following:- Land at Former CPM Pipe Works - Phase 1 (LPA Ref: 12/00227/AORM) dwellings; Land at Former CPM Pipe Works - Phase 2 (LPA Ref: 12/00669/OUT) dwellings and mixed use development; Land at Arras Lines/Sour Beck (LPA Ref: 15/00258/AORM) dwellings; Le Cateau Road (LPA Ref: 16/00145/OUT) MoD dwellings; and Inpipe Site, Catterick Road (LPA Ref: 15/00244/AORM) - 47 dwellings. Page 18

23 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August The traffic flows from the above developments have been obtained from the supporting TA s and are shown on Traffic Flow Figures 4 to 9. Future Baseline Traffic Flows 6.7 The 2018 and 2023 future baseline traffic flows are the sum of the growthed surveyed traffic flows plus the committed development flows and are shown on Traffic Flow Figures 10 and 11. Page 19

24 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August TRIP GENERATION, DISTRIBUTION AND ASSIGNMENT Introduction 7.1 This chapter provides an estimate the number of trips generated by the current and proposed uses of the site, along with the distribution and assignment of vehicular traffic for each use on the local highway network. Trip Generation Proposed Use 7.2 To estimate the trip generating potential of the proposed residential use of the site, the TRICS (V7.4.1) 2017 Database has been interrogated for surveys of residential developments similar to that proposed. 7.3 The TRICS outputs are presented in Appendix D with the trip rate summarised in Table 7.1 below:- Table 7.1 Residential Use Trip Rates (Trip Rate per Dwelling) Mode Weekday AM Peak Hour (08:00 to 09:00) Weekday PM Peak Hour (17:00 to 18:00) Arrivals Departures Arrivals Departures Vehicles Cyclists Pedestrians Public Transport The above trip rates have been applied to the proposed 107 dwellings to determine the multimodal trip generation for the development, as summarised in Table 7.2 below. Table 7.2 Proposed Residential Use Trip Generation Mode Weekday AM Peak Hour (08:00 to 09:00) Weekday PM Peak Hour (17:00 to 18:00) Arrivals Departures Arrivals Departures Vehicles Cyclists Pedestrians Public Transport Page 20

25 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August 2017 Trip Distribution and Assignment 7.5 Vehicular trips generated by the proposed residential development are distributed on the local highway network based on the observed proportions of the traffic at the Catterick Road / Cookson Way junction. 7.6 The proposed development distribution percentages and routes are shown diagrammatically on the Traffic Flow Figure 12 with the development traffic assignments shown on Traffic Flow Figure 13. Page 21

26 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August HIGHWAY IMPACT Introduction 8.1 This Chapter describes the impact of the additional trips generated by the proposed development on the operation of the local highway network. Assessment Methodology 8.2 Detailed capacity assessments have been undertaken using Junctions 9 (ARCADY) software. Junctions 9 models the results generated provide a Ratio to Flow capacity (RFC) along with an estimate of the likely traffic queues. RFC values between 0.00 and 0.85 are generally accepted as representing stable and acceptable operating conditions. Values between 0.85 and one and represents variable operation (i.e. possible queues building up at the junction during the period under consideration and increases in vehicular delay moving through the junction). RFC values in excess of one represents overloaded conditions (i.e. congested conditions). 8.3 Assessments have been undertaken in the 2023 with assessment traffic flows which are the sum of the growthed surveyed traffic flows, the traffic generated by the committed developments and the development flows. The 2018 and 2023 with development traffic flows are shown on Traffic Flow Figures 14 and 15. Catterick Road / Cookson Way Junction 8.4 ARCADY software has been used in the assessment of the existing Catterick Road / Cookson Way junction. The ARCADY results are presented in Appendix E with the results summarised in Table 8.1 below. Table 8.1 Catterick Road / Cookson Way Junction 2023 With Development ARCADY Results Movement AM PEAK PM PEAK (0800 to 0900) (1700 to 1800) RFC MMQ RFC MMQ Arm 1 Catterick Rd (W) Arm 2 Cookson Way Arm 3 Catterick Rd (E) Page 22

27 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August The above results clearly show that the existing layout of the Catterick Road / Cookson Way junction will operate well within its practical capacity in the future assessment year of 2023 with the proposed development in place, with minimal queuing and delay. Page 23

28 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August SUMMARY AND CONCLUSIONS 9.1 SCP have been appointed by White Acre Estates to provide specialist transport planning and engineering advice in support of an Outline Planning Application for a proposed residential development located to the east of Cookson Way, Catterick. 9.2 The application site has an area of approximately 4.1ha and comprises undeveloped land. The site is bounded by undeveloped land to the north, east and south, and residential dwellings to the west. 9.3 The proposed residential development will provide up to 107 dwellings, comprising a mix of 2, 3 and 4 bedroom houses. 9.4 Vehicular access to the proposed development will be provided from the existing Cookson Way / Churchill Drive roundabout via an additional eastern arm. The proposed access will provide a 6m wide carriageway, 8m junction radii and 2m wide footways on both sides of the road 9.5 Pedestrian / cycle access to the site will be provided from the same location as the vehicular access. In addition, a pedestrian footpath will also be provided alongside the norther, eastern and southern sections of the site boundary and link onto the footpath located to the northwest of the site, the footpath to the north of the site and the footway along Cookson Way to the southwest of the site in order to improve the permeability of the site. 9.6 The personal injury accident data for the most recently available five year period for the most recently available five year period has been reviewed and does not represent a material concern in the context of the proposed redevelopment. 9.7 The development is compliant with local, regional and national policy as it will promote sustainable modes of travel and reduce the number of car trips to local facilities. 9.8 It has been demonstrated that the development is sustainable with good accessibility to the site provided to those travelling by foot, bicycle and public transport. Policies to encourage travel by sustainable modes are developed further within the Interim Travel Plan that accompanies this application. 9.9 Detailed capacity assessments have been undertaken using Junctions 9 (ARCADY) software. The assessments show that the existing layout of the Catterick Road / Cookson Way junction will operate well within its practical capacity in the future assessment year of 2023 with the proposed development in place, with minimal queuing and delay. Page 24

29 Proposed Residential Development, Land East of Cookson Way, Catterick Transport Assessment August The proposed development is therefore commended for approval. Page 25

30 APPENDIX A

31 Catterick - Manual Traffic Survey, Thursday 30th March 2017 Junction: Cookson Way / Catterick Road (East) / Catterick Road (West) Approach: Cookson Way Left to Catterick Road (East) Right to Catterick Road (West) TIME CAR LGV OGV1 OGV2 BUS TOTAL CAR LGV OGV1 OGV2 BUS TOTAL Hourly Total Hourly Total Hourly Total TOTAL Hourly Total Hourly Total Hourly Total Hourly Total TOTAL

32 Catterick - Manual Traffic Survey, Thursday 30th March 2017 Junction: Cookson Way / Catterick Road (East) / Catterick Road (West) Approach: Catterick Road (East) Westbound to Catterick Road (West) Right to Cookson Way TIME CAR LGV OGV1 OGV2 BUS TOTAL CAR LGV OGV1 OGV2 BUS TOTAL Hourly Total Hourly Total Hourly Total TOTAL Hourly Total Hourly Total Hourly Total Hourly Total TOTAL

33 Catterick - Manual Traffic Survey, Thursday 30th March 2017 Junction: Cookson Road/ Catterick Road (East) / Catterick Road (West) Approach: Catterick Road (West) Left to Cookson Way Eastbound to Catterick Road (East) TIME CAR LGV OGV1 OGV2 BUS TOTAL CAR LGV OGV1 OGV2 BUS TOTAL Hourly Total Hourly Total Hourly Total TOTAL Hourly Total Hourly Total Hourly Total Hourly Total TOTAL

34 APPENDIX B

35

36 APPENDIX C

37

38 APPENDIX D

39 TRI CS B17.49 (C) 2017 TRICS Consortium Ltd Tuesday 11/ 04/ 17 Page 1 OFF- LI NE VERSI ON SCP Transport 19 York Street Manchester Licence No: TRI P RATE CALCULATI ON SELECTI ON PARAMETERS: Calculation Reference: AUDI T Land Use Category : 03 - RESIDENTIAL : A - HOUSES PRI VATELY OWNED MULTI -MODAL VEHI CLES Selected regions and areas: 02 SOUTH EAST SC SURREY 1 days WS WEST SUSSEX 1 days 06 WEST MI DLANDS SH SHROPSHI RE 1 days 07 YORKSHI RE & NORTH LI NCOLNSHI RE NY NORTH YORKSHI RE 1 days 09 NORTH CB CUMBRI A 1 days This section displays the number of survey days per TRI CS sub-region in the selected set Secondary Filtering selection: This data displays the chosen trip rate parameter and its selected range. Only sites that fall within the parameter range are included in the trip rate calculation. Parameter: Number of dwellings Actual Range: 54 to 151 (units: ) Range Selected by User: 50 to 200 (units: ) Public Transport Provision: Selection by: I nclude all surveys Date Range: 01/01/09 to 29/11/16 This data displays the range of survey dates selected. Only surveys that were conducted within this date range are included in the trip rate calculation. Selected survey days: Tuesday Thursday Friday 1 days 3 days 1 days This data displays the number of selected surveys by day of the week. Selected survey types: Manual count Directional ATC Count 5 days 0 days This data displays the number of manual classified surveys and the number of unclassified ATC surveys, the total adding up to the overall number of surveys in the selected set. Manual surveys are undertaken using staff, whilst ATC surveys are undertaking using machines. Selected Locations: Edge of Town 5 This data displays the number of surveys per main location category within the selected set. The main location categories consist of Free Standing, Edge of Town, Suburban Area, Neighbourhood Centre, Edge of Town Centre, Town Centre and Not Known. Selected Location Sub Categories: Residential Zone 3 No Sub Category 2 This data displays the number of surveys per location sub-category within the selected set. The location sub-categories consist of Commercial Zone, I ndustrial Zone, Development Zone, Residential Zone, Retail Zone, Built-Up Zone, Village, Out of Town, High Street and No Sub Category.

40 TRI CS B17.49 (C) 2017 TRICS Consortium Ltd Tuesday 11/ 04/ 17 Page 2 OFF- LI NE VERSI ON SCP Transport 19 York Street Manchester Licence No: Secondary Filtering selection: Use Class: C3 5 days This data displays the number of surveys per Use Class classification within the selected set. The Use Classes Order 2005 has been used for this purpose, which can be found within the Library module of TRICS. Population within 1 mile: 5,001 to 10,000 3 days 10,001 to 15,000 2 days This data displays the number of selected surveys within stated 1-mile radii of population. Population within 5 miles: 25,001 to 50,000 2 days 75,001 to 100,000 2 days 100,001 to 125,000 1 days This data displays the number of selected surveys within stated 5-mile radii of population. Car ownership within 5 miles: 0.6 to days 1.1 to days This data displays the number of selected surveys within stated ranges of average cars owned per residential dwelling, within a radius of 5-miles of selected survey sites. Travel Plan: Yes No 1 days 4 days This data displays the number of surveys within the selected set that were undertaken at sites with Travel Plans in place, and the number of surveys that were undertaken at sites without Travel Plans. PTAL Rating: No PTAL Present 5 days This data displays the number of selected surveys with PTAL Ratings.

41 TRI CS B17.49 (C) 2017 TRICS Consortium Ltd Tuesday 11/ 04/ 17 Page 3 OFF- LI NE VERSI ON SCP Transport 19 York Street Manchester Licence No: LIST OF SITES relevant to selection parameters 1 CB- 03- A- 04 SEMI DETACHED CUMBRI A MOORCLOSE ROAD SALTERBACK WORKI NGTON Edge of Town No Sub Category Total Number of dwellings: 82 Survey date: FRI DAY 24/ 04/ 09 Survey Type: MANUAL 2 NY- 03- A- 10 HOUSES AND FLATS NORTH YORKSHI RE BOROUGHBRIDGE ROAD RIPON Edge of Town No Sub Category Total Number of dwellings: 71 Survey date: TUESDAY 17/ 09/ 13 Survey Type: MANUAL 3 SC- 03- A- 04 DETACHED & TERRACED SURREY HIGH ROAD BYFLEET Edge of Town Residential Zone Total Number of dwellings: 71 Survey date: THURSDAY 23/ 01/ 14 Survey Type: MANUAL 4 SH- 03- A- 05 SEMI - DETACHED/ TERRACED SHROPSHI RE SANDCROFT SUTTON HILL TELFORD Edge of Town Residential Zone Total Number of dwellings: 54 Survey date: THURSDAY 24/ 10/ 13 Survey Type: MANUAL 5 WS- 03- A- 04 MI XED HOUSES WEST SUSSEX HILLS FARM LANE BROADBRIDGE HEATH HORSHAM Edge of Town Residential Zone Total Number of dwellings: 151 Survey date: THURSDAY 11/ 12/ 14 Survey Type: MANUAL This section provides a list of all survey sites and days in the selected set. For each individual survey site, it displays a unique site reference code and site address, the selected trip rate calculation parameter and its value, the day of the week and date of each survey, and whether the survey was a manual classified count or an ATC count.

42 TRI CS B17.49 (C) 2017 TRICS Consortium Ltd Tuesday 11/ 04/ 17 Page 4 OFF- LI NE VERSI ON SCP Transport 19 York Street Manchester Licence No: TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI -MODAL VEHI CLES Calculation factor: 1 DWELLS BOLD print indicates peak ( busiest) period ARRI VALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00-01:00 01:00-02:00 02:00-03:00 03:00-04:00 04:00-05:00 05:00-06:00 06:00-07:00 07:00-08: :00-09: :00-10: :00-11: :00-12: :00-13: :00-14: :00-15: :00-16: :00-17: :00-18: :00-19:00 19:00-20:00 20:00-21:00 21:00-22:00 22:00-23:00 23:00-24:00 Total Rates: This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). I t is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table. To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/ TRP* FACT. Trip rates are then rounded to 3 decimal places. Parameter summary Trip rate parameter range selected: (units: ) Survey date date range: 01/01/09-29/11/16 Number of weekdays (Monday-Friday): 5 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 0 Surveys manually removed from selection: 0 This section displays a quick summary of some of the data filtering selections made by the TRICS user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed.

43 TRI CS B17.49 (C) 2017 TRICS Consortium Ltd Tuesday 11/ 04/ 17 Page 5 OFF- LI NE VERSI ON SCP Transport 19 York Street Manchester Licence No: TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI -MODAL CYCLI STS Calculation factor: 1 DWELLS BOLD print indicates peak ( busiest) period ARRI VALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00-01:00 01:00-02:00 02:00-03:00 03:00-04:00 04:00-05:00 05:00-06:00 06:00-07:00 07:00-08: :00-09: :00-10: :00-11: :00-12: :00-13: :00-14: :00-15: :00-16: :00-17: :00-18: :00-19:00 19:00-20:00 20:00-21:00 21:00-22:00 22:00-23:00 23:00-24:00 Total Rates: This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). I t is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table. To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/ TRP* FACT. Trip rates are then rounded to 3 decimal places. Parameter summary Trip rate parameter range selected: (units: ) Survey date date range: 01/01/09-29/11/16 Number of weekdays (Monday-Friday): 5 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 0 Surveys manually removed from selection: 0 This section displays a quick summary of some of the data filtering selections made by the TRICS user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed.

44 TRI CS B17.49 (C) 2017 TRICS Consortium Ltd Tuesday 11/ 04/ 17 Page 6 OFF- LI NE VERSI ON SCP Transport 19 York Street Manchester Licence No: TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI -MODAL PEDESTRI ANS Calculation factor: 1 DWELLS BOLD print indicates peak ( busiest) period ARRI VALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00-01:00 01:00-02:00 02:00-03:00 03:00-04:00 04:00-05:00 05:00-06:00 06:00-07:00 07:00-08: :00-09: :00-10: :00-11: :00-12: :00-13: :00-14: :00-15: :00-16: :00-17: :00-18: :00-19:00 19:00-20:00 20:00-21:00 21:00-22:00 22:00-23:00 23:00-24:00 Total Rates: This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). I t is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table. To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/ TRP* FACT. Trip rates are then rounded to 3 decimal places. Parameter summary Trip rate parameter range selected: (units: ) Survey date date range: 01/01/09-29/11/16 Number of weekdays (Monday-Friday): 5 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 0 Surveys manually removed from selection: 0 This section displays a quick summary of some of the data filtering selections made by the TRICS user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed.

45 TRI CS B17.49 (C) 2017 TRICS Consortium Ltd Tuesday 11/ 04/ 17 Page 7 OFF- LI NE VERSI ON SCP Transport 19 York Street Manchester Licence No: TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI -MODAL PUBLI C TRANSPORT USERS Calculation factor: 1 DWELLS BOLD print indicates peak ( busiest) period ARRI VALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00-01:00 01:00-02:00 02:00-03:00 03:00-04:00 04:00-05:00 05:00-06:00 06:00-07:00 07:00-08: :00-09: :00-10: :00-11: :00-12: :00-13: :00-14: :00-15: :00-16: :00-17: :00-18: :00-19:00 19:00-20:00 20:00-21:00 21:00-22:00 22:00-23:00 23:00-24:00 Total Rates: This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). I t is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table. To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/ TRP* FACT. Trip rates are then rounded to 3 decimal places. Parameter summary Trip rate parameter range selected: (units: ) Survey date date range: 01/01/09-29/11/16 Number of weekdays (Monday-Friday): 5 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 0 Surveys manually removed from selection: 0 This section displays a quick summary of some of the data filtering selections made by the TRICS user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed.

46 APPENDIX E

47 Generated on 11/05/ :13:29 using Junctions 9 ( ) Junctions 9 ARCADY 9 - Roundabout Module Version: [] Copyright TRL Limited, 2017 For sales and distribution information, program advice and maintenance, contact TRL: Tel: +44 (0) software@trl.co.uk Web: The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution Filename: 17143_ARCADY_Catterick Rd.Cookson Wy.j9 Path: Z:\Job Library\2017\ Land East of Cookson Way, Catterick\Traffic Data\17143_ARCADY_Catterick Rd.Cookson Wy_Junctions 9 Report Report generation date: 11/05/ :13:09»2023 Base + Dev, AM»2023 Base + Dev, PM Summary of junction performance Queue ( PCU) Delay ( s) AM RFC LOS Junction Delay ( s) Netw ork Residual Capacity Queue ( PCU) Base + Dev Delay ( s) PM RFC LOS Arm A 144 % A Arm A A Arm A [ Arm 2] A Junction Delay ( s) 3.74 Netw ork Residual Capacity 137 % [ Arm 1] Values shown are the highest values encountered over all time segments. Delay is the maximum value of average delay per arriving vehicle. Junction LOS and Junction Delay are demand-weighted averages. Network Residual Capacity indicates the amount by which network flow could be increased before a user-definable threshold (see Analysis Options) is met. File summary File Description Title (untitled) Location Site number Date 18/04/2017 Version Status (new file) Identifier Client Jobnumber Enumerator SCP"Liam Bessell Description Units Distance units Speed units Traffic units input Traffic units results Flow units Average delay units Total delay units Rate of delay units m kph PCU PCU perhour s -Min permin 1

48 Generated on 11/05/ :13:29 using Junctions 9 ( ) Analysis Options Calculate Queue Percentiles Calculate residual capacity Residual capacity criteria type RFC Threshold Average Delay threshold (s) Queue threshold (PCU) ü Delay Demand Set Summary Scenario name Time Period name Traffic profile type Model start time (HH:mm) Model finish time (HH:mm) Time segment length (min) 2023 Base + Dev AM ONE HOUR 08:30 10: Base + Dev PM ONE HOUR 16:45 18:

49 Generated on 11/05/ :13:29 using Junctions 9 ( ) 2023 Base + Dev, AM Data Errors and Warnings No errors or warnings Analysis Set Details ID Network flow scaling factor (%) A Junction Network Junctions Junction Name Junction Type Junction Delay (s) Junction LOS 1 untitled Standard Roundabout 3.61 A Junction Network Options Driving side Lighting Network residual capacity (%) First arm reaching threshold Left Normal/unknown 144 Arm 2 Arms Arms Arm Name Description 1 Catterick Rd (W) 2 Cookson Wy 3 Catterick Rd (E) Capacity Options Arm Minimum capacity (PCU/hr) Maximum capacity (PCU/hr) Roundabout Geometry Arm V - Approach road halfwidth (m) E - Entry width (m) l' - Effective flare length (m) R - Entry radius (m) D - Inscribed circle diameter (m) PHI - Conflict (entry) angle (deg) Exit only 3

50 Generated on 11/05/ :13:29 using Junctions 9 ( ) Slope / Intercept / Capacity Roundabout Slope and Intercept used in model Arm Final slope Final intercept (PCU/hr) The slope and intercept shown above include any corrections and adjustments. Traffic Demand Demand Set Details ID Scenario name Time Period name Traffic profile type Model start time (HH:mm) Model finish time (HH:mm) Time segment length (min) D Base + Dev AM ONE HOUR 08:30 10:00 15 Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) ü ü HV Percentages 2.00 Demand overview (Traffic) Arm Linked arm Use O-D data Average Demand (PCU/hr) Scaling Factor (%) 1 ü ü ü Origin-Destination Data Demand (PCU/hr) From To Vehicle Mix Heavy Vehicle proportion From To

51 Generated on 11/05/ :13:29 using Junctions 9 ( ) Results Results Summary for whole modelled period Arm Max RFC Max delay (s) Max Queue (PCU) Max LOS A A A Main Results for each time segment Main results: (08:30-08:45) Arm Total Demand (PCU/hr) Circulating flow (PCU/hr) Capacity (PCU/hr) RFC Throughput (PCU/hr) End queue (PCU) Delay (s) LOS A A A Main results: (08:45-09:00) Arm Total Demand (PCU/hr) Circulating flow (PCU/hr) Capacity (PCU/hr) RFC Throughput (PCU/hr) End queue (PCU) Delay (s) LOS A A A Main results: (09:00-09:15) Arm Total Demand (PCU/hr) Circulating flow (PCU/hr) Capacity (PCU/hr) RFC Throughput (PCU/hr) End queue (PCU) Delay (s) LOS A A A Main results: (09:15-09:30) Arm Total Demand (PCU/hr) Circulating flow (PCU/hr) Capacity (PCU/hr) RFC Throughput (PCU/hr) End queue (PCU) Delay (s) LOS A A A Main results: (09:30-09:45) Arm Total Demand (PCU/hr) Circulating flow (PCU/hr) Capacity (PCU/hr) RFC Throughput (PCU/hr) End queue (PCU) Delay (s) LOS A A A Main results: (09:45-10:00) Arm Total Demand (PCU/hr) Circulating flow (PCU/hr) Capacity (PCU/hr) RFC Throughput (PCU/hr) End queue (PCU) Delay (s) LOS A A A 5

52 Generated on 11/05/ :13:29 using Junctions 9 ( ) 6

53 Generated on 11/05/ :13:29 using Junctions 9 ( ) 2023 Base + Dev, PM Data Errors and Warnings No errors or warnings Analysis Set Details ID Network flow scaling factor (%) A Junction Network Junctions Junction Name Junction Type Junction Delay (s) Junction LOS 1 untitled Standard Roundabout 3.74 A Junction Network Options [same as above] Arms Arms [same as above] Capacity Options [same as above] Roundabout Geometry [same as above] Slope / Intercept / Capacity [same as above] Traffic Demand Demand Set Details ID Scenario name Time Period name Traffic profile type Model start time (HH:mm) Model finish time (HH:mm) Time segment length (min) D Base + Dev PM ONE HOUR 16:45 18:15 15 Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) ü ü HV Percentages

54 Generated on 11/05/ :13:29 using Junctions 9 ( ) Demand overview (Traffic) Arm Linked arm Use O-D data Average Demand (PCU/hr) Scaling Factor (%) 1 ü ü ü Origin-Destination Data Demand (PCU/hr) From To Vehicle Mix Heavy Vehicle proportion From To Results Results Summary for whole modelled period Arm Max RFC Max delay (s) Max Queue (PCU) Max LOS A A A 8

55 Generated on 11/05/ :13:29 using Junctions 9 ( ) Main Results for each time segment Main results: (16:45-17:00) Arm Total Demand (PCU/hr) Circulating flow (PCU/hr) Capacity (PCU/hr) RFC Throughput (PCU/hr) End queue (PCU) Delay (s) LOS A A A Main results: (17:00-17:15) Arm Total Demand (PCU/hr) Circulating flow (PCU/hr) Capacity (PCU/hr) RFC Throughput (PCU/hr) End queue (PCU) Delay (s) LOS A A A Main results: (17:15-17:30) Arm Total Demand (PCU/hr) Circulating flow (PCU/hr) Capacity (PCU/hr) RFC Throughput (PCU/hr) End queue (PCU) Delay (s) LOS A A A Main results: (17:30-17:45) Arm Total Demand (PCU/hr) Circulating flow (PCU/hr) Capacity (PCU/hr) RFC Throughput (PCU/hr) End queue (PCU) Delay (s) LOS A A A Main results: (17:45-18:00) Arm Total Demand (PCU/hr) Circulating flow (PCU/hr) Capacity (PCU/hr) RFC Throughput (PCU/hr) End queue (PCU) Delay (s) LOS A A A Main results: (18:00-18:15) Arm Total Demand (PCU/hr) Circulating flow (PCU/hr) Capacity (PCU/hr) RFC Throughput (PCU/hr) End queue (PCU) Delay (s) LOS A A A 9

56 FIGURES