Current & Future Transport Planning Techniques

Transcription

1 Current & Future Transport Planning Techniques Hydrock RTPI SW 22 nd May 2018

2 Presentation Content Our background who we are / what we do / where we work Transport Planning a quick summary Transport Assessments / Statements Sustainability / Travel Plans Highways England Microsimulation modelling Future Transport

3 Our Background

4 Contacts James McKechnie Director, Transportation Location: Taunton / National jamesmckechnie@hydrock.com Mark Rowe Associate, Transportation Location: Camborne markrowe@hydrock.com Mark Pearce Consultant, Transportation Location: Camborne markpearce@hydrock.com

5 Hydrock is a multidisciplinary engineering consultancy founded in staff operating from 20 UK offices

6 Transportation within a multi-disciplinary practice: BPE (M&E) Structural Engineering Transportation Infrastructure & Civils Land Quality Geotechnics Environmental Flood Risk Nuclear Management Consultancy

7 Transport Planning for Developments A quick summary

8 Feasibility / appraisal Key milestones (up to planning submission) Preapplication discussions Consultation and stakeholder engagement Transport Planning inputs Design / assessment Planning Application submission

9 Further consultation Appeal if refusal? Key milestones (post submission) Transport Planning inputs Decision notice Reserved matters Detailed Design

10 Transportation deliverables Transport Statements / Assessments Travel Planning Site access design Input to layout design Swept path analysis Junction modelling Microsimulation Sustainability products Road Safety Audit Construction Traffic Management Plans

11 Transportation deliverables Transport Statements / Assessments Travel Planning Site access design Input to layout design Swept path analysis Junction modelling Microsimulation Sustainability Road Safety Audit Construction Traffic Management Plans

12 Transport Assessment

13 Transport Assessment Typically includes: Review of existing conditions Personal injury accident analysis Site accessibility and sustainability Access design Site layout design/manoeuvrability Parking provision Trip generation/assignment Impact assessment Review of local/national policy

14 Transport Assessment (TA) / Transport Statement (TS) When do we need one? Superseded Guidance on Transport Assessment (GTA) still = a rule of thumb. E.g.: A1 non-food: 800-1,500 sqm = TS / 1,500 sqm+ = TA B1: 1,500-2,500 sqm = TS / 2,500 sqm+ = TA C3: units = TS / 80+ units = TA

15 Transport Assessment Accident Analysis

16 Transport Assessment Access design:

17 Transport Assessment Site layout Car parking requirements Cycle parking requirements Road widths/geometries/hierarchy Public transport requirements Pedestrian/cycling provision Movement strategies

18 Transport Assessment Movement Strategy

19 Transport Assessment Swept path analysis

20 Transport Assessment Trip Generation/Assignment How many trips AM / PM peakhour trips would 100 houses on the edge of a Devon town typically generate?

21 Transport Assessment Trip Generation/Assignment How many trips AM / PM peakhour trips would 100 houses on the edge of a Devon town typically generate? TRICS database tells us that a typical trip generation would be trips per unit = trips per peak hour.

22 Transport Assessment Trip Generation/Assignment How many trips AM / PM peakhour trips would 100 houses on the edge of a Devon town typically generate? TRICS database tells us that a typical trip generation would be trips per unit = trips per peak hour. Common public misperception based on assumed 2-3 vehicles per household = trips per hour.

23 Transport Assessment Trip Generation/Assignment

24 Transport Assessment Traffic Growth - TEMPRO Trip End Model Presentation Program Department for Transport. What might it include?

25 Transport Assessment Traffic Growth - TEMPRO Trip End Model Presentation Program Department for Transport. What might it include? Population Employment Housing Car ownership Trip rates / ends

26 Transport Assessment Traffic Growth - TEMPRO Trip End Model Presentation Program Department for Transport. What might it include? Population Employment Housing Car ownership Trip rates / ends Based on National Trip End Model (NTEM) up to 2051

27 Transport Assessment TEMPRO usage / issues Growth applied to observed base year traffic. What issues might we encounter regarding: Population? Employment? Housing? Car ownership? Trip rates?

28 Transport Assessment TEMPRO usage / issues Common issues in application: Employment adjustment for net jobs created. Housing adjustment for predicted new homes. Double counting development trips added to TEMPRO growth predictions, but the site may already be included in TEMPRO. Car ownership in the future? Trip rates changes in working patterns?

29 Transport Assessment TEMPRO DfT caveats The forecasts should not be viewed as what we think will actually happen in the future, or what we want the future to look like. The forecasts are what may happen, based on current understanding of how people make travel choices, the expected path of key drivers of travel demand and assuming no change in government policy beyond that already announced DfT Road Transport Forecasts, 2013

30 Transport Assessment Have we reached peak car? Devon County Council (DCC) research by Hannah Clark. Studies of Barnstaple, Tiverton, Exeter & Newton Abbot.

31 By Hannah Clark, Devon County Council (DCC))

32 Transport Assessment Have we reached peak car? TEMPro risks: Over-provision of capacity. Adverse impact on viability. Inflated Benefit Cost Ratios for public schemes poor funding decisions. Incentivising car travel.

33 Transport Assessment What are the causes? Have we reached peak car?

34 Transport Assessment Have we reached peak car? What are the causes?: Recession but only part of the picture Connectivity digital Roads at capacity? Increasing sustainability / generational differences Poor historic modelling Peak car?

35 Transport Assessment Junction Capacity Modelling

36 Transport Assessment Is the impact acceptable? National Planning Policy Framework (NPPF) paragraph 32: TA / TS needed for all developments that generate significant amounts of movement. Opportunities for sustainable access to be taken up. Safe & suitable access for all people. Development only to be prevented where the residual cumulative impacts are severe.

37 Policy: Is there a severe impact? No NPPF definition. What does case-law say? A range of decisions: One extra vehicle per hour = severe? Surely not Queuing limited to a side road, so not severe? NPPF Requirements

38 Policy: Is there a severe impact? Common themes: Impacts on emergency vehicles Public transport reliability Slip-road queues extending back onto a high-speed link Useful Decisions: Hartford, Cheshire Morpeth, Northumberland NPPF Requirements

39 Policy: Is there a severe impact? Adverse impact does not necessarily equal severe An extra minute of queuing at a key junction accepted 25% increase in local journey times - accepted it is not the aim of policy to protect the convenience of commuting car drivers NPPF Requirements

40 Highways England

41 Highways England s (HE) role: Highway Authority for the Trunk Road network all of England s motorways and much of the principal road network. Government-owned company. Support the sustainability of the UK economy. To ensure the safe and efficient operation of the Trunk Road network. To work with local authorities and developers to enable growth.

42 HE s policy position: Key documents: NPPF / NPPG DfT Circular 02/2013 The Strategic Road Network and the Delivery of Sustainable Development The Strategic Road Network: Planning for the Future a guide to working with Highways England on planning matters

43 HE s requirements: Allocated sites should not require full assessment at application stage. Sustainable Transport measures come first offsetting trip-making. Non-severe impacts / mitigation upon first occupation of the development. Further assessment for information only the greater of 10 years postregistration or end of Local Plan period.

44 Issues of Interpretation: Circular 02/2013 is unclear with regard to the severity test it largely refers to within / exceedance of capacity, albeit severe is mentioned. A lack of clarity, forcing together the previous nil detriment approach with the NPPF. NPPF has primacy. As previously what is severe? Safety is paramount for HE but that is not the same as nil detriment.

45 Taking a different view from HE: Planning for the Future provides useful context and local contacts. Early engagement with HE is key. Escalation procedures involve Regional Director / Senior Officers / Chief Exec. No Power of Direction now. BUT Any LPA wishing to go against HE Recommendation must refer the matter to the Secretary of State (Power of Direction retained) quasi inspectoral process involving only SoS and LPA.

46 Sustainability / Travel Plans

47 Sustainability What does it mean? Has to be considered in the round, as per NPPF economic, social, environmental. Context is key NPPF clear that expectations are lower (realistic) for rural sites. NPPF definition of sustainable transport modes: Any efficient, safe and accessible means of transport with overall low impact on the environment, including walking and cycling, low and ultra low emission vehicles, car sharing and public transport.

48 We do not have to provide access for everyone by all modes. We do have to provide access for all by reasonable modes. Not all trips have to be car-free e.g. Inspectors decisions re supermarket weekly shops by car. Sustainability

49 Sustainability Walking distances Standard distances quoted include 800m walkable neighbourhood and <2km to replace car trips (Manual for Streets). Intermediate distances in Providing for Journeys on Foot (CIHT). BUT TA91/05 states 3.2km can easily be walked by most people.

50 Standard distances quoted include 5km (dating from PPG13). BUT TA91/05 and LTN02/08 state that 8km can easily be cycled by most people. Sustainability Cycling distances LTN02/08 experienced cyclists will cycle far further for whatever journey purpose.

51 Travel Plans Do they work? Policy expectation that Travel Plans will be secured / delivered. GTA provides indicative triggers. Starting-point for assessment manage-down and then mitigate residual demand. Generally secured via s106. Monitoring variable some LPAs / LHAs have teams, some do not, some outsource. Good Travel Plans, implemented, managed and monitored, can lead to 10-15% reductions in Single Occupancy car trips. Area-wide benefits?

52 Vissim Vehicular Microsimulation

53 What is Microsimulation? Statistical models, shareable input / output reporting. Model the interactions between individual vehicles. Different driver behaviours / vehicle characteristics for each type of vehicle. Animated video format. Model technology upgrades e.g. Autonomous Vehicles.

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55 What we use microsimulation for Demonstrate the realistic impact of any proposed scheme Ideal tool for representing multi modal transport hubs e.g. airports, railway stations. Different scenarios can be tested to optimise operation. Map and graph outputs - easy to understand results for non-technical stakeholders 3D buildings can be imported into the model to present full 3D networks as well as heat / density maps and Virtual Reality environments.

56 Viswalk Pedestrian Simulation

57 What is Pedestrian Simulation? Modelling human walking behaviour. The ability for the modelled pedestrian to make decisions in reaction to events. Integration through Vissim - interaction between pedestrians and vehicles, modelling of a full trip through all modes.

58 Urban Design and Masterplanning Vissim and Viswalk when used together can model the realistic interactions between pedestrians and vehicles. Allowing modelled person movements to make intelligent choices based on the shortest time to/from the destination. Ability to test and confirm the actual impact of assigning space back to noncar modes.

59 Uses for Microsimulation/ Pedestrian Simulation Urban Public Spaces Shared Streets Congested Networks Cycleways Airports Transport Hubs High Occupancy Buildings Stadiums Event Halls Railway Stations

60 Public Transport Hubs Vissim/Viswalk can model the complete journey through an airport for both passengers and luggage from arrival through to departure. Includes security, passport checks, luggage checks, check in and moving around the airport. Cafés and restaurants can be modelled, as well as calling times which provide a variable arrival system for the gates. Connecting transport systems, such as car parks, buses and monorails.

61 Evacuation Fire, security incidents, emergency response Exit choice models / exit blocking Emergency vehicle routes, hydrant placement

62 Stadiums/Events Viswalk can model tens of thousands of pedestrians at any one time. Impacts of queues and dwell times including queueing for car parks/toilets/entry gates etc. Simulates arrival by any mode of travel. Viswalk simulations can inform environmental impact assessments. Option testing to provide a cost benefit analysis.

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64 Future Transport

65 Key Areas Vehicle and Infrastructure: Ownership / Shared Mobility Connectivity Automation Power A unified approach to place-making.

66 When? Appetite for ownership already changing leasing / car-club / Uber etc. Smart technologies already in the vehicle fleet and infrastructure developing fast. Autonomous vehicle trials in Greenwich, Milton Keynes, Bristol predictions of AVs on the network by early 2020s and potential for widespread AV use Connected vehicle trials underway.

67 Added Value Not just the same system but with better efficiency / safety. Value comes from all of the elements e.g. fuelling (environmental benefits), storage / movement of energy, shared mobility and place-making. A car is mobile for?% of the time? Images Farrells

68 Not just the same system but with better efficiency / safety. Value comes from all of the elements e.g. fuelling (environmental benefits), storage / movement of energy, shared mobility and place-making. A car is mobile for 3% of the time. High % of urban land used for parking A1 use of a parking space = 15 x return of parking use per-area. Parking review / consolidation / disposals already happening. We need a vision future-proofing development for the long-term.

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70 Contacts James McKechnie Director, Transportation Location: Taunton / National jamesmckechnie@hydrock.com Mark Rowe Associate, Transportation Location: Camborne markrowe@hydrock.com Mark Pearce Consultant, Transportation Location: Camborne markpearce@hydrock.com