APPENDIX 4 – FEBRUARY 2019 SUBMISSION
1 February 2019 Crowthorne House Our Ref: 08.166/VR Nine Mile Ride Wokingham Berkshire Francis Whitaker RG40 3GZ Dacorum Borough Council, T 01344 753220 The Forum, F 01344 753221 Marlowes,
Hemel Hempstead, Hertfordshire HP1 1DN
Dear Francis,
Proposals for the Allocation of Land at Shendish Manor
I write on behalf of W Lamb Ltd who represent the owners of landholdings at Fairfields and Shendish Manor, Hemel Hempstead (‘land at Shendish’). The landowners control a significant area of land to the south of Hemel Hempstead, south of Apsley Railway Station up to the A41 (see Appendix 1A which outlines the site with a red line).
On behalf of W Lamb Ltd, we last promoted the site for allocation through our representations to the Dacorum Borough Council Issues and Options Local Plan Consultation in December 2017. Since September 2018, we have mobilised a new Project Team, and the proposal has changed from that which was submitted in December 2017.
The purpose of this letter is to identify these changes for your attention within the context of the wider issues and proposals put forward in our representations, which remain appropriate for consideration through the Council’s Local Plan preparation process.
Green Belt
We are now proposing a much reduced area for Green Belt release that broadly matches the “refined sub area” (D-S3) identified for further consideration in the Council’s Stage 2 Green Belt Review (the Stage 2 Study).
This reflects the conclusion in the Stage 2 study that this further refined sub-area does not compromise the ability of the wider Green Belt to meet its purposes.
We have taken particular note of the conclusion on page 131 of the Stage 2 Study that this area must not be viewed in isolation and “any potential inclusion of this part of the site in further work should be weighed up against heritage considerations such as essential setting and significance, also encompassing a more detailed examination of landscape, ecological, heritage and the designed, functional and visual setting for Shendish and its parklands”.
Boyer Planning Ltd. Registered Office: Crowthorne House, Nine Mile Ride, Wokingham, Berkshire RG40 3GZ. Registered in England No. 2529151. VAT 587443501. Offices at Bristol, Cardiff, Colchester, London, Midlands and Wokingham.
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We have carried out the detailed further work suggested on heritage, landscape and ecology to ensure that these considerations are compatible with the conclusion of the Stage 2 study that, this more limited area can be released without detriment to the Green Belt purposes.
This has resulted in a more rounded and complete assessment to justify removal of the refined D-S3 parcel from the Green Belt.
A key part of the case for the removal of this site from the Green Belt is its exceptional accessibility. You will be aware of the provisions of NPPF paragraph 138 which states that where Green Belt release is necessary “plans should give first consideration to land which has been previously developed and / or is well served by public transport”.
A fundamentally important asset of the site is that it immediately adjoins Apsley railway station and therefore has exceptional accessibility with considerable potential to promote a “modal shift” and promote sustainable travel. The site is also served by local bus services along London Road which are located directly outside the proposed site access. New residents will be able to take up a number of significant opportunities for sustainable travel. The site is therefore in a uniquely sustainable and accessible location.
We have also been keen to respond positively to the statement in NPPF para 138 that plans “should also set out ways in which the impact of removing land from the Green Belt can be offset through compensatory improvements to the environmental quality and accessibility of remaining Green Belt land”.
We have therefore defined a development area and suggested allocation boundary that will incorporate the existing historic tree clumps and tree belts, and will be designed to enhance the openness and setting of the land adjacent to the site that remains in the Green Belt.
Developable / Allocation Area
The developable area of the site broadly matches the area we have proposed for Green Belt release and the definition of this area is based on detailed technical assessments (as set out below). The proposed allocation area has been based on detailed consideration of how topography, landscape and the setting of historic assets combine to dictate a logical development boundary.
The site is accessible via a proposed principal access off London Road and two secondary access points off Rucklers Lane.
We identified a similar development area in our December 2017 representations but we have now extended this slightly to include the field adjacent to the west of Fairfields House as this additional land is well contained by a strong vegetated boundary. This area that we are proposing for allocation in the Local Plan will accommodate approximately 500 homes. Appendix 1 identifies and defines this area.
Sites of this scale are necessary to reduce the Plan’s reliance on major strategic sites that have major infrastructure requirements and long lead in times as well as protracted build out periods. Our client’s site is available and deliverable and can make a contribution to the Council’s 5 year land supply. We are keen to demonstrate this through the submission of further information including a trajectory for the delivery of the site.
Allocation of the site would therefore add diversity to the Council’s housing land supply and ensure greater overall deliverability of homes within the Plan period.
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Illustrative Masterplan and Development Area
Appendix 1 shows the proposed development areas and green infrastructure design for the site. A green buffer is proposed around the western boundary of the site to enhance the openness and setting of the land remaining in the Green Belt to the west.
Technical Assessments
A suite of technical assessments have been produced to support the conclusion that the site is suitable for the allocation of approximately 500 homes. Below is a list of the technical assessments and a full copy of each report is enclosed for your information and assessment:
Ecological Appraisal, prepared by Hankinson Duckett Associates Arboricultural Walkover Survey, prepared by Hankinson Duckett Associates Heritage Desk-Based Assessment, prepared by Cotswold Archaeology Transport Appraisal, prepared by i-Transport Environmental Noise and Vibration Assessment, prepared by AIRO Preliminary Landscape Appraisal, prepared by Capita Drainage and Utilities Assessment, prepared by Glanville Illustrative Masterplan, prepared by Bluepencil Designs
A summary of the technical assessments above and an overview of the preliminary development proposals is provided as Appendix 2 to this letter.
Conclusion Land at Shendish Manor offers a deliverable proposal for around 500 homes as a sustainable urban extension. A range of technical assessments have been undertaken which have informed a detailed masterplan for the site, which combine to demonstrate its sustainability credentials, and that the scale of development promoted is both realistic and achievable.
We will be making a formal submission to the Borough Council once the Regulation 19 Consultation is launched in due course, but in the meantime I trust that the above summary and enclosed detailed information is of interest and can be taken into account in the Council’s site selection work. Please do not hesitate to contact me if you have any queries or would like to discuss any aspect of this submission in further detail.
Yours sincerely
Vanessa Rowell Senior Planner
Tel: 01344 753 089 Email: [email protected]
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APPENDIX 1A - RED LINE BOUNDARY
Key Red Line boundary
NORTH Existing Buildings
Project: Shendish Manor, Hemel Hempstead Client: W. Lamb Ltd Drawing Title: Red Line Boundary Plan 001A Drawing Number: 18010-01OPA Date: 15.01.2019 Scale: 1:5000@A3
w: bluepencildesigns.com t: 01621841053 Page 5 of 12
APPENDIX 1B - DEVELOPMENT AREA PLAN
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APPENDIX 1C – CONSTRAINTS PLAN
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APPENDIX 2 - SUMMARY OF TECHNICAL ASSESSMENTS
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Ecology Appraisal
The report concludes that beyond the normal requirements to avoid impacts on protected species and maintain key elements of the habitat resource of the site, there appears to be no overriding nature conservation constraints that would preclude the proposed allocation of the proposed area.
There are no habitats of International, National, Regional or County nature conservation importance within the site itself.
The site broadly comprises two distinct habitat areas. The northern area of the site is dominated by an existing golf course comprised of amenity and rough grassland, scrub, woodland and scattered trees bordered by woodland and treelines. The southern area of the site is dominated by a series of rough grassland fields with scattered trees and scrub areas of broadleaved woodland. The existing areas of highest ecological value within the proposed development area will be retained, enhanced and protected as part of the development.
Located outside the site is the Roughdown Common SSSI, located approximately 980m to the north of the site at its closest point. It is not expected that residential development within the land proposed for allocation would result in any adverse impact on this designated site and the planning authority would not be expected to consult Natural England.
Habitat Ecological Value
2.5ha area of woodland, District Value associated with Hen’s Head Wood and Cock’s Head Wood located in the north of the site
Veteran Trees High Local Value
network of other woodland, Moderate Local Value treelines, scattered trees, hedgerow, scrub and species- rich grassland habitats across the site
Rough species-poor semi- Low Local Value improved grassland fields
Large pond located in the south Moderate Local Value of the site
Rough species-poor, semi- Low Local Value improved grassland fields in the south of the site and the patches of rough species-poor, semi- improved grassland scattered across the golf course
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Arboricultural Walkover Survey
The Arboricultural Survey demonstrates that there are the following number of trees in each retention category on the site:
10 Category A Trees 95 Category B Trees 40 Category C Trees 2 Category U Trees
Heritage Desk-Based Assessment
No buried archaeological remains have been recorded within the Site and there is no specific potential for significant remains to occur within the site. However there is potential for the presence of some buried archaeological remains to occur. The site lies within an area of archaeological potential, to the west of an Archaeological Alert Area.
The site lies approximately 300m to the east of the Grade II Listed Shendish House and an associated locally registered park and garden. The proposed development will not alter any of the important parts of the setting of the Grade II Listed Shendish House that contribute to the asset’s significance. It is considered that the proposed development will alter the setting of the locally registered park and garden, to a limited degree, through the loss of part of its wider parkland setting. This harm can be mitigated by a retention of historic tree clumps within the site and through strengthening the tree belt within the site that defines the historic approach towards the gardens and house.
Transport Appraisal
The Transport Appraisal concluded that a development of 500 dwellings on the site is deliverable in transport terms as specified by paragraph 108 of the NPPF:
1 – The opportunities for sustainable travel can be appropriately taken up;
2- Safe and acceptable access can be provided for all users; and
3- The residual impact on the transport network (in terms of capacity and congestion), and on highway safety will be acceptable.
Sustainable Travel
The site is an exceptionally accessible location and provides many opportunities for sustainable travel. Paragraph 138 of the NPPF 2018 states:
“Where it has been concluded that it is necessary to release Green Belt land for development, plans should give first consideration to land which has been previously- developed and/or is well-served by public transport.”
The site is located within a reasonable walking distance of a wide range of everyday facilities and services. Residents will have excellent opportunities to travel on foot or by bicycle to access these facilities instead of using a car.
The site is located adjacent to Apsley railway station (with currently a short walk via the London Road access or the PROW network to the north). The rail station provides frequent and direct rail services towards London Euston. In addition, local bus services are accessible from the bus stops
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directly outside of the site access on London Road, providing access to services towards Hemel Hempstead, Watford, Maple Cross and Aylesbury.
Access
Vehicular access to the site is readily achievable via the existing Shendish Manor driveway, which will be improved to provide a suitable carriageway width to accommodate two way traffic and a footway for pedestrians. The existing ‘pinch-point’ on the rail bridge will remain, with signal controlled shuttle working that will offer ample capacity to safely accommodate two-way movement. Vehicular access is also achievable at two points via Rucklers Lane.
The vehicular access points will of course be capable of being safely used by pedestrians and cyclists.
In addition, connectivity across the rail line between the site and nearby facilities and services will be provided via two existing rail footbridges, and a potential new connection direct to/via Apsley rail station (subject to detailed discussions and agreement with Network Rail).
All proposed vehicular and pedestrian accesses are shown on Image 3.1 in the Transport Appraisal.
Traffic Impact
The likely trip generation of the 500 units has been estimated using the TRICS database for private houses and local 2011 Census data. The 500 units are estimated to generate some 260 (two-way) trips during the morning peak hour and circa 250 (two-way) vehicle trips in the evening peak hour.
The likely distribution of vehicles from the proposed development onto the local highway network has been undertaken using a population based gravity model (for non-work purpose trips) and the 2011 Census journey to work data (for work/ business purpose trips).
Operational assessments of the junctions have been undertaken for the future year scenario, with the future junction layouts. The junction modelling reveals the London Road and Rucklers Lane site accesses will both operate in the future “with development” scenario with ample capacity during the morning and evening peak hours.
The proposed signalised shuttle working over the rail bridge across the site access will also operate with minimal queueing and delays. The results demonstrate a maximum queue of two vehicles during the peak hours with ample space capacity.
The operational assessments for the London Road/Nash Mills/Rucklers Lane junction has also been undertaken ‘without development’ and ‘with development’. The results demonstrate the junction is operating at its theoretical capacity in the peak hours. The ‘with development’ impact is arguably less than severe (and is therefore acceptable). Notwithstanding this, mitigation options have been considered.
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Three potential mitigation options have been assessed:
Option A) Re-configuration of the signals, with Rucklers Lane becoming an unsignalled priority junction; Option B) Double mini-roundabout layout; and Option C) Widening of the London Road (N) arm.
All options have merit and offer the opportunity for an overall improvement of the operation of the junction ‘with development’ compared to existing conditions. It is noted that these layouts are indicative at this stage and will be developed in consultation with Hertfordshire County Council as matters progress, e.g. through the planning application process. It is however clear that there is the opportunity to improve the junction.
Environmental Noise and Vibration Assessment The proposed site allocation is mainly exposed to sound from rail traffic on the Westcoast Mainline railway.
The initial site risk assessment shows the site to be low to medium risk.
Preliminary Landscape Appraisal The Preliminary Landscape Appraisal surveys the wider Shendish Manor site, and concludes that there are 8 Landscape Character Sub-Areas. The area proposed for both allocation and Green Belt release is within the following Landscape Character Sub-Areas and these have the following landscape value and sensitivity:
Sub-Area Landscape Value Sensitivity Overall Score
1 Shendish Attractive local landscape in Strong topographical feature/ High (due to Manor Golf good condition/not strong landscape pattern formed parkland Course designated (although by golf course/visually prominent character) (East) proximity to Manor)/ high slopes reducing to east/human ranging to level of recreational value/ influence with golf course but moderate Moderate to High tranquil (lower slopes) susceptibility to change due in Area 1a. Lower slopes (Area 1a) moderate to golf course use and visual sensitivity due to lower visual prominence, open character prominence, greater containment by topography and boundary and weaker relationship with parkland landscape of rest of golf course.
2 Land off Not designated/ no Absence of strong topographical Moderate Ruckler’s Lane recreational value/ not rare/ feature/ semi enclosed parcel/ due to Moderate susceptibility as adjacent to urban fringe. urban ability to absorb some fringe. change.
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3 Fairfields Not designated/ no Human scale/ complex small High (due to recreational value/ attractive scale landscape pattern/ property and grounds to Fairfields tranquil. grounds) property/ High susceptibility ranging to Lower slopes (Area 3a) and well to change due to existing moderate contained area west of landscape pattern. west of Fairfields moderate sensitivity Fairfields and due to less visual prominence on southern and proximity to Rucklers Lane. boundary in Area 3a
Drainage and Utilities Assessment
The design of the proposed scheme includes features to reduce flood and pollution risks and to promote sustainable drainage practice. Utilities are present on the site and these may require diverting or deepening unless they can be accommodated by the development proposals.
Land at Shendish, Apsley
Transport Appraisal Client: W Lamb Ltd
i-Transport Ref: JCB/MD/AT/ITB14236-001D
Date: 29 January 2019
i-Transport – Basingstoke | London | Manchester | Leeds www.i-transport.co.uk
Land at Shendish, Apsley
Transport Appraisal
Client: W Lamb Ltd
i-Transport Ref: JCB/MD/AT/ITB14236-001D
Date: 29 January 2019
i-Transport LLP 85 Gresham Street London EC2V 7NQ
Tel: 020 3705 9215
www.i-transport.co.uk
COPYRIGHT The contents of this document must not be copied or reproduced in whole or in part without the written consent of i-Transport LLP
Quality Management
Report No. Comments Date Author Authorised ITB14236-001D Final – Local Plan Submission 29/01/2019 MD/AT James Bevis
File Ref: L:\PROJECTS\14000 SERIES\14236 - Land at Shendish, Apsley, Hemel Hempstead\Admin\Report and Tech Notes\ITL14236-001D Transport Appraisal.docx
Land at Shendish, Apsley Transport Appraisal
Contents
SECTION 1 INTRODUCTION 1 SECTION 2 OPPORTUNITIES FOR SUSTAINABLE TRAVEL 4 SECTION 3 ACCESS STRATEGY 15 SECTION 4 TRAFFIC IMPACT 24 SECTION 5 SUMMARY AND CONCLUSIONS 39
Figures
FIGURE 2.1 Local Accessibility Plan FIGURE 3.1 Access Strategy FIGURE 4.1 Development Assignment – AM Peak Hour FIGURE 4.2 Development Assignment – PM Peak Hour
Drawings
ITB14236-GA-001 Proposed Access Arrangements – No. 68 Rucklers Lane ITB14236-GA-002 Proposed Access Arrangements – No.26 Rucklers Lane ITB14236-GA-012 Parking Beat Survey – Wednesday 5th December 2018 ITB14236-GA-013 Parking Beat Survey – Thursday 6th December 2018 ITB14236-GA-015 Proposed Access Arrangements – Shuttle Working Arrangements ITB14236-GA-014 Proposed Access Arrangements – Shendish Manor Access
Appendices
APPENDIX A. Network Rail Meeting Note APPENDIX B. TRICS Report – Private Housing APPENDIX C. TRICS Report – Mixed Private/ Affordable Housing APPENDIX D. Gravity Model APPENDIX E. Combined Residential Distribution APPENDIX F. Residential Assignment APPENDIX G. Operational Assessment Results APPENDIX H. London Road/ Rucklers Lane/ Nash Mills Lane Improvement Sketches
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SECTION 1 INTRODUCTION
1.1 Overview
1.1.1 W Lamb Ltd has appointed i-Transport to provide highways and transport advice in relation to
their site at Shendish, Apsley. The site extent is shown in Image 1.1.
Image 1.1: Site Location
1.1.2 The site is located within Dacorum Borough Council (DBC) and Hertfordshire County Council (HCC) are the local highway authority. It is proposed to promote the site, for a mixed use,
residential led development of some 500 dwellings, through DBC’s emerging Local Plan.
1.1.3 This report assesses the opportunities to access existing infrastructure, services and facilities by non-car modes; potential access options to serve the site; and provides an initial assessment of
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the traffic impact of the proposed development and the opportunities for off-site highways mitigation.
1.2 Policy Context
1.2.1 This transport appraisal assesses the site against national planning policy. Paragraph 108 of the National Planning Policy Framework (NPPF) identifies the ‘three key transport tests’, which are
summarised as follows:
1 Will the opportunities for sustainable travel be appropriately taken up, given the type of development and its location?
2 Will safe and acceptable access be provided for all users?
3 Can the residual impact on the transport network (in terms of capacity and congestion), or on highway safety, be cost effectively mitigated to an acceptable degree?
1.2.2 NPPF Paragraph 109 goes on to say that:
“Development should only be prevented or refused on highways grounds if there would be an unacceptable impact on highway safety, or the residual cumulative impacts on the road network would be severe”.
1.3 Previous Access and Transport Appraisals
1.3.1 Previous transport appraisals of the site were undertaken by WSP in 2011 and 2015. These reports included a review of the key transport matters to be considered with development of the site. It is noted that those appraisals were produced based on a larger quantum of residential units (up to 900 dwellings), compared to the current emerging proposal.
1.3.2 Whilst those reports have been used as a starting point, this note updates that work considerably given the time that has elapsed as well as the reduced quantum of development.
1.4 Structure
1.4.1 This transport appraisal considers the transport suitability of the site for a residential development of circa 500 residential units. In particular, it considers the site against the ‘three
key transport tests’ set out in paragraph 108 of the revised NPPF. The remainder of this note is therefore structured as follows:
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• Section 2 – Opportunities for Sustainable Travel. This section provides an assessment of the opportunities to connect with, and link to, existing infrastructure, including a review of local committed development schemes;
• Section 3 – Potential Access Options. This section identifies the potential location of vehicle and pedestrian access points into the site;
• Section 4 – Traffic Impact. This section provides a high-level review of the likely transport impacts of the 500 units; and
• Section 5 – Summary and Conclusions.
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SECTION 2 OPPORTUNITIES FOR SUSTAINABLE TRAVEL
2.1 Overview
2.1.1 This section sets out the opportunities for future residents of the site to travel by sustainable
travel modes, and therefore considers the first transport test, i.e. Will the opportunities for sustainable travel be appropriately taken up, given the type of development and its location?
2.1.2 This section considers the opportunities for walking, cycling and public transport use as well as
an assessment of the facilities and services in the vicinity of the site; and likely travel
characteristics of future residents based on the 2011 Census data.
2.2 Site Location
2.2.1 The site is located circa 2.5km south of Hemel Hempstead and some 500m south-west of the Apsley Mills Retail Park. The site is bound to the north east by the West Coast Main Line railway line, Rucklers Lane to the south, the A41 to the west and Harrier Close to the north.
2.3 Walking and Cycling Opportunities
Walking
2.3.1 Access to Apsley and Hemel Hempstead is currently possible via the existing Shendish Manor
driveway, which leads onto the A4251 London Road. This provides access to the local bus stops and Apsley railway station. There is currently no dedicated footway provision along this route, which operates as a ‘shared surface’.
2.3.2 On the A4251 London Road, northwards from the Shendish Manor access, footways are present
on both sides of the carriageway, leading to Apsley Mills retail park to the north. South of the
access there is a narrow footway on the eastern side of London Road that leads to the junction at Nash Mills Lane / Rucklers Lane.
2.3.3 At the junction between Rucklers Lane/London Road there is a pedestrian refuge island to the south of Rucklers Lane, which aids pedestrians traveling towards Aspley from Rucklers Lane. These provide a direct connection to the footways present on both sides of Rucklers Lane.
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Public Rights of Way (PRoW)
2.3.4 There are a number of Public Rights of Way (PRoW) in the vicinity of the site. These include a footpath that runs along the eastern border of Shendish Manor, west of the site and via Rucklers
Lane. Another path runs north east through the northern end of the site. The local PRoWs in
the vicinity of the site are illustrated in Image 2.1:
Image 2.1: Local Public Rights of Way
Source: Hertfordshire County Council Definitive Map
Cycling
2.3.5 The Grand Union Canal Towpath is located approximately 500m from the Shendish Manor site entrance and provides access to Hemel Hempstead town centre, which is a circa 15-minute cycle ride from the site. Cyclists are able to travel northbound, via the National Cycle Route 57, from the towpath.
2.3.6 In addition, the Dacorum Borough Local Plan (2017) proposes a cycle route through Two Waters, Apsley and Nash Mills, on the eastern side of the Grand Union Canal.
2.4 Public Transport
Rail
2.4.1 Apsley railway station is located approximately 750m north of the existing London Road site entrance, approximately a nine-minute walk via London Road. Aspley railway station is served
by West Midland Trains, with services routing between Tring and London Euston. The station also serves direct trains to Birmingham during the peak periods and stops at Watford Junction,
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for links to the London Overground services. A summary of the train services is provided in Table 2.1.
Table 2.1: Summary of Rail Services – Apsley Railway Station
Destination Journey Time Typical Frequency Off-Peak Peak London Euston 30 mins 2 per hour 3 per hour
Tring 14 mins 2 per hour 3 per hour
Watford Junction 8 mins 2 per hour 3 per hour
Birmingham New Street 2 hours No direct service 2 services AM Peak 3 services PM Peak
Source: National Rail website accessed in November 2018
Bus
2.4.2 The closest bus stops to the site are located directly outside of the Shendish Manor access. These bus stops provide access to a number of services that serve destinations including Hemel
Hempstead, Tring, Watford, Kings Langley and Watford. All of these services stop at Apsley railway station. A summary of the bus services available, and their typical daytime headway, is
provided in Table 2.2.
Table 2.2: Summary of Local Bus Services
Bus Route Typical Daytime Headway Service Mon-Fri Saturday Sunday 500 Aylesbury – Tring – Hemel Every 30 mins Every 30 mins No service Hempstead – Watford 520 Hemel Hempstead – Watford Every 30 mins Every 30 mins No service
H19 Kings Langley – Hemel Two per day* - - Hempstead
Source: Travelinesoutheast, accessed November 2018 *: Tuesday and Thursdays only
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Local Facilities
2.4.3 The National Travel Survey data identifies the mode share of journeys of different lengths. The data identifies that the vast majority (81%) of trips up to one mile (1.6km) are undertaken on
foot. The data also shows that 31% of journeys between 1 and 2 miles will be on foot, i.e. a significant proportion of people are prepared to walk for journeys of up to 2 miles (3.2km). With regards to cycling, 8km is an acceptable cycling distance (ref: DMRB TA 91/05 Provision For Non- Motorised Users).
2.4.4 On this basis, the following walking and cycling distances have been used in this assessment:
• 1.6km – a comfortable walking distance where most people (circa 81%) will walk;
• 3.2km – an acceptable walking distance where walking is a realistic alternative to car use and where some people (circa 31%) are still prepared to walk; and
• 8km – an acceptable cycling distance.
2.4.5 A review of the local facilities in the vicinity of the site has been undertaken and is summarised
in Table 2.3, which also provides walking and cycling journey times.
Table 2.3: Local Facilities
Destination Approximate Walking Time Cycling Time Distance (minutes) (minutes) Employment Westside Hemel 250m 3 1 Apsley One 250m 3 1 Apsley Mills Retail Park 800m 10 3 Paradise Industrial Estate 2,400m 29 10 Hemel Hempstead Town Centre 3,000m 36 12 Education Nash Mills CofE Primary School 950m 11 4 Aspley Local Pre-School 1,200m 14 5 Abbot’s Hill School 1,300m 15 5 Kings Langley Primary School 1,800m 21 7 Kings Langley Secondary School 2,100m 25 8 Kings Park Industrial Estate 2,200m 26 9 Leisure JJK Personal Training 750m 9 3
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Destination Approximate Walking Time Cycling Time Distance (minutes) (minutes) Apsley Marina 900m 11 4 Kings Langley Football Club 1,100m 13 4 Everyone Active 2,700m 32 11 The Snow Centre 2,800m 33 11 Cineworld Hemel Hempstead 2,900m 35 12 Retail Apsley Mills Retail Park 800m 11 4 Sainsbury’s Superstore 1,100m 13 4 Halfords 1,800m 21 7 Daventry Retail Park 1,800m 21 7 Aldi 2,000m 24 8 Riverside Shopping Centre 2,800m 33 11 Tesco Extra 3,100m 37 13 Health Lincoln House Surgery 700m 8 3 Lloyds Pharmacy 1,100m 13 4 Aspley Dental Practice 1,500m 18 6 Hemel Hempstead Hospital 3,400m 40 14
Source: Consultant’s Measurements Note: Distances calculated from the Shendish Manor entrance. Walk journey times assumes a walk speed of 1.4m/s. Cycle journey time assumes an average cycling speed of 16km/h. Key:
Within 1.6km – comfortable walking distance
Within 3.2km – acceptable walking distance
Within 8km – acceptable cycling distance
2.4.6 Table 2.3 demonstrates a very good range of everyday services and facilities within an ‘acceptable walking distance’ from the site, with the majority within a ‘comfortable walking distance’. The site is therefore within a sustainable location for future residents to travel to a
number of services on foot or by bicycle.
2.4.7 Figure 2.1 illustrates the location of the public transport infrastructure and location of the local facilities in relation to the site, and an extract is reproduced below in Image 2.2:
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Image 2.2: Local Facilities
2.5 Local Travel Characteristics
2.5.1 The site is located within the 2011 Census Middle Super Output Area (MSOA) ‘Dacorum 022’. Future residents are likely to have very similar travel patterns to residents already contained with
this MSOA. The MSOA boundary is shown at Image 2.3:
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Image 2.3: Middle Super Output Area (MSOA) Dacorum 022
Source: 2011 Census
Method of Travel to Work
2.5.2 The method of travel to work data has been extracted from the 2011 Census for residents in the local area. The Census data illustrates circa 70% of residents travel by private car, with a further 15% traveling by public transport and some 9% walking or cycling. The full data is re-produced
in Table 2.4.
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Table 2.4: Method of Travel to Work – MSOA Dacorum 022
Mode Count % Driving a Car or Van 1,662 70% Train 283 12% On Foot 202 8% Passenger in a Car or Van 92 4% Bus, Minibus, Coach 43 2% Underground, metro, light rail 31 1% Bicycle 31 1% Motorcycle, scooter 16 1% Other 14 1% Taxi 8 0% Total 2,382 100% Source: QS701EW Method of Travel to Work Dacorum 022. Note: Excludes those who work from home and not in employment.
2.5.3 A comparison of the mode share data for the Dacorum MSOA 022 against Hemel Hempstead town and the wider Dacorum borough has been undertaken using the 2011 Census data and is
summarised in Table 2.5.
Table 2.5: Method of Travel to Work – Hemel Hempstead and Dacorum Comparison
Mode Dacorum MSOA Hemel Dacorum 022 Hempstead Borough Driving a Car or Van 70% 69% 68% Train 12% 6% 9% On Foot 8% 11% 11% Passenger in a Car or Van 4% 6% 5% Bus, Minibus, Coach 2% 4% 3% Underground, metro, light rail 1% 1% 1% Bicycle 1% 1% 1% Motorcycle, scooter 1% 1% 1% Other 1% 1% 1% Taxi 0% 1% 0% Total 100% 100% 100% Source: QS701EW Method of Travel to Work Dacorum 022, Hemel Hempstead (MSOAs 007,008,010,011,013,015,016,017,018,019 & 020) and Dacorum Borough. Note: Excludes those who work from home and not in employment.
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2.5.4 Table 2.5 demonstrates similar mode share proportions when compared to Hemel Hempstead town and the wider Dacorum borough. It is however noted that the residents of the MSOA 022 are more likely to travel by public transport (including train, bus or underground) compared to
residents with Hemel Hempstead and those in the wider borough.
2.6 Existing Traffic Flows
2.6.1 A suite of traffic surveys were undertaken on the local highway network during November 2018. The surveys consisted of the following:
Classified Turning Counts and Queue Length Surveys
2.6.2 Classified turning counts and queue length surveys were undertaken on Tuesday 6th November
2018 between 0700-1000 and 1600-1900 at the following junctions:
• Shendish Manor Site Access/ A4251;
• A4251 London Road/ Rucklers Lane/ A4251 Hempstead Road /Nash Mills Road; and
• Pilling Site Access/ Rucklers Lane.
Automatic Traffic Counters
2.6.3 In addition, two Automatic Traffic Counters (ATCs) were placed for a period of seven days, recording traffic volumes, speeds and classifications at the following locations:
• Shendish Manor Site Access (circa 60m west of the A4251 London Road); and
• Rucklers Lane (close to no. 108).
Parking Beat Surveys
2.6.4 A parking beat survey was undertaken across two week nights (Wednesday 5th December and Thursday 6th December 2018) and recorded the number of vehicles parked along Rucklers Lane
from its junction with the A4251 to the Roundwood junction between the hours of 0100-0500. The survey also recorded the location of the parked cars within the study area. The survey was undertaken in accordance with the industry standard ‘Lambeth Methodology’ for calculating
parking stress. The study area was broken down by a total of five zones.
2.6.5 A summary of the total parking space capacity within the study area, broken down by legal and illegal parking, and the highest recorded occupancy across the two nights is summarised in
Table 2.6.
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Table 2.6: Rucklers Lane Parking Beat Stress (5th & 6th December 2018)
Total Available Parking Areas Wednesday 5th and Thursday 6th Parking [1] Stress [2] Zone Legal Parking Illegal Parking No. Occupied Parking Stress No. Parked Illegally 1 23 8 24 104%3 0 2 44 16 32 73% 0 3 48 16 18 37% 0 4 30 17 16 53% 0 5 49 17 17 35% 0 Total 194 74 106 52% 0
Source: Intelligent Data and Consultant’s Estimates. Notes: 1: Spaces based on assumption of 5 m per vehicle 2: Calculation based on the highest recorded occupancy across both evenings.
3: Parking stress calculation of over 100% as a result of the unmarked carriageway being rounded down after being divided into a 5m space.
2.6.6 The parking survey demonstrates there is a total of 194 legal parking spaces along Rucklers Lane. It is noted that all of these spaces are unrestricted. There are also approximately 74 ‘illegal spaces’ along Rucklers Lane which include spaces across driveways or dropped kerbs. It is noted
that across both survey days, no vehicles were parked illegally, with all parking occurring along the unrestricted sections of Rucklers Lane.
2.6.7 The location of the parked vehicles observed during the parking surveys, across each evening, is illustrated on drawing numbers ITB14236-GA-012 and ITB14236-GA-013 for Zones 1-4. The
plans demonstrate the following:
• There are sufficient intervisible passing areas along Rucklers Lane. The longest distance in which cars are parked along both sides of the carriageway is approximately 51m;
• The effective width of the carriageway, when vehicles are parked on both sides of
Rucklers Lane, is approximately 3.4-3.9m (taken from the OS mapping). It is noted that the plans illustrate vehicles parked fully on the carriageway, whereas on-site observations suggest the majority of parked vehicles, particularly in Zones 1 & 2, park on the footway thereby increasing the effective width of Rucklers Lane;
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• The highest parking stress occurs in Zone 1 (the area closest to the A4251 junction), with parking stresses of circa 100%;
• The parking stress reduces further west along Rucklers Lane; and
• Across the survey area, the peak parking stress was just over 50%.
2.7 Summary
2.7.1 The site is located within a reasonable walking distance of a wide range of everyday facilities and services. Residents will have excellent opportunities to travel on foot or by bicycle to access
these facilities instead of using a car.
2.7.2 The site is located adjacent to Apsley railway station (with currently a short walk via the London
Road access or the PROW network to the north). The rail station provides frequent and direct rail services towards London Euston. In addition, local bus services are accessible from the bus stops directly outside of the site access on London Road, providing access to services towards Hemel Hempstead, Watford, Maple Cross and Aylesbury.
2.7.3 The local travel characteristics of existing residents in the local area demonstrate a good take up
of sustainable travel modes, with one quarter of travel by public transport or by active modes (i.e. walking and cycling). A comparison of the mode share of residents within the local area, compared to residents of Hemel Hempstead town and Dacorum borough, reveals a similar car-
driver mode share, with local residents much more likely to travel by public transport, compared to the wider area.
2.7.4 On this basis, the site is in an accessible location and is suitable for residential development in transport sustainability terms. New residents will be able to appropriately take up the
opportunities for sustainable travel. Section 3 of this report sets out the proposed access strategy to help maximise these opportunities.
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SECTION 3 ACCESS STRATEGY
3.1 Overview
3.1.1 This section of the Transport Appraisal sets out how the second key transport test can be met,
i.e. – Will safe and acceptable access be provided for all users?
3.2 Proposed Strategy
3.2.1 The proposed access strategy is illustrated in Figure 3.1 with an extract reproduced below:
Image 3.1: Access Strategy
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3.2.2 The following is proposed:
• Principal vehicular access via the existing Shendish Manor driveway access from London Road);
• Secondary vehicular access from Rucklers Lane:
▪ At the location of the existing Piilings Bodyshop site; and/or
▪ At the location of no. 68 Rucklers Lane.
• Pedestrian access via the existing public footpath connection from the northern part of
the site to London Road via St Marys Church;
• Pedestrian access via the public footpath in the northern part of the site that provides a connection with Edward Court to the north, and across the railway line to Kents Avenue to the east; and
• There is also the opportunity to provide a connection with the existing footbridge at Apsley rail station which is broadly at the same level as the site. Subject to agreeing matters with Network Rail, this would provide a direct connection from the site to the station and would also provide for further pedestrian connectivity across the rail line.
3.3 Vehicular Access Arrangements
Introduction
3.3.1 The proposed access arrangements will need to be delivered in accordance with the requirements of both Roads in Hertfordshire (RiH) and Manual for Streets (MfS). The proposed vehicular access arrangements are summarised below.
Shendish Manor
3.3.2 It is proposed that the existing Shendish Manor access from London Road will be upgraded to a traffic signalised junction. The new junction will be designed with a 1.8m footway on the southern side of the carriageway, providing a connection to the existing footways on London
Road and access to the local bus stops. An extract of the proposed arrangement is illustrated in
Image 3.2.
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Image 3.2: London Road Signal Junction
3.3.3 The existing access road will be widened to provide a 4.8m carriageway width with a 1.8m footway on the southern side of the road. This footway will continue across the existing rail bridge, reducing to a width of 1.5m on the bridge, where the carriageway is currently pinched
to single track ‘shuttle’ working.
3.3.4 The residual carriageway width on the bridge (3.1m) is adequate for one vehicle to pass at a time (including refuse vehicles and fire tenders) and it is therefore proposed to introduce signal
controls to avoid vehicles meeting on the bridge and one needing to reverse to ‘give way’ (a
situation that currently occurs on occasion). It is noted that additional emergency vehicle access is also achievable via the potential access points on to Rucklers Lane (see below). An extract of
the proposed shuttle working arrangements are illustrated in Image 3.3.
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Image 3.3: Rail Bridge Shuttle Working
3.3.5 The capacity of the proposed signal junction with London Road, and the proposed signal controlled shuttle working arrangement, is set out in Section 4 of this note and this demonstrates
that both will operate within capacity with minimal queuing or delay.
3.3.6 Drawing ITB14236-GA-014 sets out the proposed signal controlled access with London Road, and drawing ITB14236-GA-015 shows the proposed shuttle working across the existing rail
bridge.
Rucklers Lane
3.3.7 There are two potential access locations on to Rucklers Lane – at the Pilling Bodyshop site workshop (no. 26 Rucklers Lane) and/or circa 275m to the west at no. 68 Rucklers Lane.
3.3.8 The accesses are shown in drawings ITB14236-GA-001 and ITB14236-GA-002 and the following
geometry is proposed:
• 5.5m wide carriageways;
• 43m visibility splays, in accordance with a 30mph design speed (noting that the speed limit is 30mph);
• 2.0m footways on both sides; and
• 10m radius, to allow for a refuse vehicle to enter and exit.
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Image 3.4: Rucklers Lane Access – Pillings Bodyshop
Image 3.5: Rucklers Lane Access – No. 68
3.3.9 There is a notable amount of existing on-street parking on both sides of Rucklers Lane in the vicinity of the proposed Pillings Bodyshop access. The proposed access via the Pillings Bodyshop is likely to displace some 10 cars (including a number of vehicles on the southern side of the Rucklers Lane which will need to be displaced to provide for refuse vehicle movements into and
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out of the site), based on the results of the local parking surveys. Due to the higher parking stress within the vicinity of this access (Zone 1 of the parking beat survey), there is an opportunity to provide off-street parking spaces, accessed off the site access road, for the existing residents
along Rucklers Lane. This would mitigate the impact of the displaced cars.
3.3.10 The on-street parking within the vicinity of No. 68 (Zone 3 of the parking beat survey) observed a maximum of three vehicles parking within the vicinity of the proposed access arrangements. As set out in Table 2.6, there is ample capacity within this Zone with a maximum parking stress
of 37%. Therefore, the three displaced vehicles can be accommodated elsewhere on-street
within the same Zone, based on the available parking capacities, without the need for on-street parking controls.
3.4 Pedestrian/Cyclist Access Arrangements
3.4.1 As set out in Section 2 of this report, there is an excellent range of facilities and services to the east of the site, on the opposite side of the rail line.
3.4.2 In addition to pedestrians/cyclists being able to use the proposed vehicular access points set out above, connectivity across the rail line on the key pedestrian desire lines will be
accommodated by two existing rail footbridges, and there is an opportunity to provide a connection to/via Apsley Rail station. A meeting with Network Rail was undertaken on Tuesday
4th December, which discussed the following points:
• Network rail explained the Access for All programme, for which Apsley station has put forwards a bid for circa £4 million in November 2018. This would be likely to include the provision of lifts at the station to all platforms;
• Whilst there are various existing alternative routes between the site and the station there is an opportunity to provide a direct connection. Furthermore, the level of the eastern
boundary of the site is very similar to the level of the walkway on the existing station
footbridge;
• The link would not only provide direct connections for the 500 new homes but would also benefit existing residents in the local area; and
• An agreement in principle with Network Rail, subject to agreeing and undertaking
design matters and costs, that a connection could be achieved.
3.4.3 The notes of that meeting are included in Appendix A.
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3.5 Parking
Car Ownership
3.5.1 The level of local car ownership rates for the MSOA 022, has been obtained from the 2011 Census data. The data demonstrates that the car ownership level for the area is 1.57 cars per
household. A summary of the car ownership data is outlined in Table 3.1.
Table 3.1: Local Car Ownership Data – MSOA Dacorum 022
Car or Van Availability Households Cars No car or van 253 0 1 car or van 818 818 2 cars or vans 793 1,586 3 cars or vans 190 570 4 or more cars or vans 81 373 Total 2,135 3,347 Car ownership 1.57
Source: 2011 Census Car or Van Availability (QS416EW) for usual residents of MSOA Dacorum 022
3.5.2 The 2011 Census data has been examined further to obtain the car ownership rates for both houses and flats/maisonettes within the MSOA. A summary of the number of cars or vans available to houses and flats/maisonettes and subsequent car ownership levels is provided in
Tables 3.2 and 3.3 respectively.
Table 3.2: Accommodation Type by Car or Van Availability – Houses
Car or Van Availability Households Cars No car or van 130 0 1 car or van 624 624 2 or more cars or vans 1,003 2,384 Total 1,757 3,008 Car Ownership for Houses 1.71
Source: 2011 Census Accommodation type by car or van availability (LC4415EW) for usual residents of Dacorum MSOA 022
Note
1: 2.38 is the car ownership level per dwelling for households with 2 or more cars or vans in the MSOA 022 Dacorum
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Table 3.3: Accommodation Type by Car or Van Availability – Flats/ Maisonettes
Car or Van Availability Households Cars No car or van 123 0 1 car or van 194 194 2 or more cars or vans 61 145 Total 378 339 Car Ownership for Flats 0.90
Source: 2011 Census Accommodation type by car or van availability (LC4415EW) for usual residents of Dacorum MSOA 022
Note
1: 2.38 is the car ownership level per dwelling for households with 2 or more cars or vans in the MSOA 022 Dacorum
3.5.3 Therefore, the car ownership level for houses within the MSOA is 1.71 cars per unit and 0.90 cars per unit for flats/maisonettes within the area.
Parking Standards
3.5.4 The current parking standards for developments within DBC is set out in DBC’s Local Plan
adopted in April 2004. The maximum residential car parking standards, and cycle parking
standards are summarised in Table 3.4.
Table 3.4: Dacorum Borough Council Parking Standards
Dwelling Type Maximum Car Parking Cycle Parking Standards Standards 1 bedroom 1.25 spaces 1 long-term space per unit if no garage or shed provided 2 bedrooms 1.5 spaces 3 bedrooms 2.25 spaces 4 or more bedrooms 3 spaces
Source: Dacorum Local Plan, Appendix 5 (April 2004)
3.5.5 The parking standards state that reduced provision may be acceptable for high-density
residential proposals in appropriate locations.
3.6 Summary
3.6.1 Vehicular access to the site is readily achievable via the existing Shendish Manor driveway, which will be improved to provide a suitable carriageway width to accommodate two vehicles and a
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footway for pedestrians. The existing ‘pinch-point’ on the rail bridge will remain, with signal controlled shuttle working that will offer ample capacity to safely accommodate two-way movement. Vehicular access is also achievable at two points via Rucklers Lane.
3.6.2 The vehicular access will of course be capable of being safely used by pedestrians and cyclists. In addition, connectivity across the rail line between the site and nearby facilities and services will be provided via two existing rail footbridges, and a potential new connection to/via Apsley rail station.
3.6.3 Therefore, safe and acceptable access can be achieved for all modes in line with the second of the three ‘key tests’.
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SECTION 4 TRAFFIC IMPACT
4.1 Overview
4.1.1 This section of the report sets out an initial appraisal of the likely traffic impact of 500 dwellings
on the site, and potential mitigation options. This section therefore considers the third transport test, i.e. Is the residual traffic impact, cumulative with other developments, likely to be acceptable (i.e. not ‘severe’)?
4.2 Road Safety
4.2.1 A review of Crashmap.co.uk, illustrates there have been no accidents recorded on the Shendish Manor site access over the last five years. The data also demonstrates two accidents have been
recorded on Rucklers Lane and four accidents at the London Road/Rucklers Lane/Nash Mills Lane junction. All of these accidents were slight in severity.
4.2.2 This location of these accidents is illustrated in Images 4.1 and 4.2.
Image 4.1: CrashMap Extract 1
Source: CrashMap
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Image 4.2: CrashMap Extract 2
Source: CrashMap
4.2.3 The overall number and pattern of accidents does not suggest any particular highway safety issues in the vicinity of the site.
4.3 Observed Traffic Flows
Existing Traffic Flows
4.3.1 The observed peak hours of the local highway network, identified using the classified turning counts, are as follows:
• Morning peak hour: 0815-0915; and
• Evening peak hour: 1600-1700.
4.3.2 A summary of the total junction flows is provided in Table 4.1.
Table 4.1: Summary of Total Junction Flows
Morning Peak Hour Evening Peak Hour Shendish Manor Site Access/ A4251 1,370 1,266
A4251 London Road/ Rucklers Lane/ A4251 2,029 1,802 Hempstead Road /Nash Mills Road Pilling Site Access/ Rucklers Lane 167 130
Source: Intelligent Data and Consultant’s Estimates
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4.3.3 The observed traffic flows are illustrated on Figures 4.1 and 4.2 for the morning and evening peak hours respectively.
4.4 Traffic Growth
4.4.1 Analysis of traffic data from the Department for Transport (DfT) website has been undertaken to measure historic traffic growth on the A4251 within the vicinity of the site. This shows that traffic
flows on the highway network in the local area have remained relatively flat, i.e. there is no
measurable increase in traffic in the 17 year period between 2000 and 2017– see Graph 4.1.
Graph 4.1: A4251 Traffic 2000-2017
A4251 Annual Average Daily Traffic: 2000-2017 18000
17000
16000
15000
14000
13000 AADT (vehicles)
12000
11000
10000 2017 2011 2013 2015 2007 2012 2001 2010 2003 2014 2016 2005 2002 2000 2008 2004 2006 2009 Year
Source: DfT
4.4.2 The ‘with development’ traffic impact assessment in this report has assumed historic levels of
background traffic growth, i.e. no traffic growth has been applied.
4.5 Trip Generation
4.5.1 The likely trip generation of the 500 units has been assessed based on surveys of similar sites in similar locations contained within the TRICS trip generation database. For a robust assessment, the trip generation of the scheme has been estimated using comparable private housing
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schemes within the TRICS database. The sites have been selected using the following filtering parameters:
• Sites in England, excluding Greater London;
• Sub-urban and edge of town locations;
• Weekday surveys only; and
• Sites within 3km of a railway station.
4.5.2 The full TRICS data report is included in Appendix B.
Vehicular Trip Rates
4.5.3 The resulting vehicular trip rates and trip generation, based on 500 dwellings, for the morning
and evening weekday peak hours and a 12-hour day (0700-1900) is summarised in Table 4.2.
Table 4.2: Vehicular Trip Rates and Trip Generation – 500 Units
Time Vehicular Trip Rates (per dwelling) Vehicular Trip Generation (500 Period dwellings) In Out Two-Way In Out Two-Way 0800-0900 0.122 0.399 0.521 61 200 261 1700-1800 0.335 0.169 0.504 168 85 253 0700-1900 2.266 2.364 4.630 1,133 1,182 2,315
Source: TRICS and Consultant’s Estimates
4.5.4 Table 4.2 demonstrates that a proposed development of 500 dwellings is likely to generate circa 260 (two-way) vehicular trips in the morning peak hour and some 250 (two-way) in the evening peak hour. The vehicular trip generation of the proposal is therefore likely to be circa four vehicles every minute in the peak hours.
Multi-Modal Trip Rates
4.5.5 The multi-modal trip generation of the proposed development has been derived using 2011
Census (method of travel to work data – see Table 2.4) and the vehicular trip rates above. The multi-modal trip generation is summarised in Table 4.3, again based on 500 units.
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Table 4.3: Multi-Modal Trip Generation – 500 Units
Mode AM Peak Hour PM Peak Hour 12 Hour Two-Way Two-Way Two-Way Car Driver 261 252 2,315 Train 45 43 397 On Foot 30 29 265 Passenger in a Car or Van 15 14 132 Bus, Minibus, Coach 7 7 66 Underground, metro, light rail 4 4 33 Bicycle 4 4 33 Motorcycle, scooter 4 4 33 Other 4 4 33 Taxi 0 0 0 Total 372 360 3,307
4.5.6 Table 4.3 demonstrates that a proposed development of 500 dwellings is likely to generate up
to 370 (two-way) total person trips in the peak hours. Of which some 55 will via public transport and 35 by ‘active modes’.
4.6 Trip Rate Comparison
WSP Trip Rates
4.6.1 A comparison of the trip rates contained within the most recent WSP report is set out below. It
is noted that the WSP trip rates are based on mixed private/affordable housing sites. The likely
trip generation of 500 units, using the WSP trip rates, is outlined in Table 4.4.
Table 4.4: Trip Rate Comparison – WSP Report
Time Period Vehicular Trip Rates (per dwelling) Vehicular Trip Generation (500 dwellings) In Out Two-Way In Out Two-Way 0800-0900 0.116 0.321 0.437 58 161 219 1700-1800 0.257 0.141 0.398 129 71 199 0700-1900 1.831 1.912 3.743 916 956 1,872
Source: WSP Report
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Mixed Private/ Affordable Housing
4.6.2 A review of the TRICS database for similar mixed private/ affordable housing schemes has been undertaken to provide a comparable comparison to the WSP trip rates. The resultant trip rates
and subsequent trip generation of 500 units is summarised in Table 4.5. The full TRICS report is provided at Appendix C. The trip rates have been filtered based on the similar parameters as the private housing sites.
Table 4.5: Trip Rate Comparison – Private/Affordable Mixed Housing
Time Period Vehicular Trip Rates (per dwelling) Vehicular Trip Generation (500 dwellings) In Out Two-Way In Out Two-Way 0800-0900 0.133 0.350 0.483 67 175 242 1700-1800 0.258 0.104 0.362 129 52 181 0700-1900 1.798 1.856 3.654 899 928 1,827
Source: TRICS and Consultant’s Estimates
4.6.3 Tables 4.2 to 4.5 demonstrate the following:
• The private housing trip rates result in the higher trip generation; and
• The WSP mixed private/affordable housing trip rates are lower in the morning peak hour, compared to the i-Transport private/affordable trip rates, but higher in the evening peak hour.
4.6.4 For a robust assessment, the private housing trip rates derived by i-Transport have therefore
been used in this assessment, i.e. the traffic flow figures set out in Table 4.2 have been used.
4.7 Development Traffic Distribution and Assignment
Traffic Distribution
4.7.1 The distribution of development traffic has been derived by disaggregating work-based journeys in the peak hours (more likely to be longer distances) from non-work journeys (more
likely to be local). The trip purpose for peak hour car journeys has been derived using National Travel Survey (NTS) data. The NTS trip purpose data has been extracted for car drivers only, taken from the recent 2017 dataset. The proportion of peak hour trips by journey purpose, for
car drivers only, is summarised in Table 4.6.
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Table 4.6: Proportion of Peak Hour Trips by Journey Purpose (Car Driver Only)
Trip Purpose AM Peak Hour PM Peak Hour Commuting/ Business 39% 45% All other journey purposes 61% 55% Total 100% 100%
Source: Car driver trip start time by trip purpose (Monday to Friday only): Great Britain, 2013/17, National Travel Survey, DfT, 2018
4.7.2 The distribution of commuting/work trips is based on 2011 Census journey to work data (i.e.
where local people who already live in the area currently work); and the remaining trips have
been distributed using a population based gravity model (which is a standard method).
Commuting/ Business Trips – 2011 Census Travel to Work Data
4.7.3 The site is located within the MSOA Dacorum 022. The data from this MSOA has been used to derive the likely workplace destinations for future residents of the site using the dataset
‘WU03EW – Location of usual residence and place of work by method of travel to work’.
4.7.4 A summary of the top car driver destinations is summarised in Table 4.7.
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Table 4.7: Top Car Driver Destinations – 2011 Census Travel to Work Data
Count % Watford 162 12% Dacorum MSOA 022 8 6% Dacorum MSOA 013 80 6% St Albans 59 4% Dacorum MSOA 015 57 4% Dacorum MSOA 018 49 4% Hillingdon 40 3% Three Rivers 001 38 3% Harrow 37 3% Dacorum MSOA 021 27 2% Hatfield 23 2% Three Rivers MSOA 002 22 2% North Watford 22 2% Slough 20 1% All other destinations 624 46% Total 1,343 100%
Source: Car driver only
All Other Trips – Gravity Model
4.7.5 In order to assess the likely distribution for all other trips, a P/T2 gravity model with a maximum 40-minute drive time from the site has been derived using population data from the 2011
Census. Journey times have been estimated using journey planning software from the Google Maps Directions facility using an 8am weekday start time.
4.7.6 A summary of the gravity model used in the assessment is provided in Table 4.8. The full gravity
model output is attached at Appendix D.
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Table 4.8: Gravity Model – All Other Trips
Destination % Destination Split
St Albans 7.2% Hemel Hempstead 73.6% Watford 2.5% Luton 2.6% Hatfield 2.4% Berkhamstead 7.6% Harpenden 2.3% Tring 1.7% Total 100%
Source: Consultant’s Estimates
Combined Distribution
4.7.7 The combined residential trip distribution for each destination is provided in the Table at Appendix E.
4.8 Development Assignment
4.8.1 The development trips have been assigned to the destinations outlined above using Google
Maps for a weekday morning. The resultant assignment routes for each destination are outlined
in Appendix F.
4.8.2 The distribution of vehicles from the site accesses (i.e. from London Road or Rucklers Lane) assumes the following:
• 66% via the London Road access; and
• 34% via the Rucklers Lane access.
4.8.3 This has been estimated based on the emerging development areas plan.
4.8.4 The resultant development assignment, based on the traffic generation of 500 units using the
private housing trip rates, is provided in Figures 4.3 and 4.4.
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4.9 With Development Traffic Flows
4.9.1 The resultant development assignment of the 500 dwellings has been distributed onto the local highway network and added to observed flows to create the ‘with development’ scenario. These
are shown on Figures 4.5 and 4.6.
Proportional Impact
4.9.2 The proportional increase in traffic flows as a result of the development compared 2018
observed flows is summarised in Table 4.9.
Table 4.9: Proportional Increase in Total Junction Traffic Flows
Junction Total Peak Hour Traffic Flows (PCUs) Morning Peak Hour Evening Peak Hour 2018 2018 % 2018 2018 % Observed With Increase Observed With Increase Dev’t Dev’t Shendish Manor Site Access/ 1,370 1,577 15.1% 1,266 1,465 15.7% A4251
A4251 London Road/ Rucklers 2,029 2,221 9.5% 1,802 1,990 10.4% Lane/ A4251 Hempstead Road /Nash Mills Road Pilling Site Access/ Rucklers 167 256 53.3% 130 216 66.2% Lane
Source: Consultant’s Estimates
4.9.3 Table 4.9 demonstrates the site access off Rucklers Lane will experience the greatest impact as a result of the development, with an increase of up to 66% in flows during the network peak hours (albeit this is because it carries relatively low levels of movement at the moment). The site
access off London Road will experience increases in flows, during the peak hours, of up to 16% and the London Road/ Nash Mills/Hempstead Road junction will experience circa 10% increase
in the peak hours.
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4.10 Traffic Impact Assessment
Operational Assessments
4.10.1 The operation of local junctions ‘without development’ and ‘with development’ has been assessed using LinSIG (signalised junction) and Junctions 9 (priority junctions) software. These are industry standard software packages that model capacity, queuing and delay at junctions.
4.10.2 The results from LinSIG indicate degree of saturation, the mean maximum queue and the average delay per ‘passenger car unit’ (PCU). Degree of saturation is a measure of how close
the approach is to capacity, and is the ratio of flow to capacity. For example, a value of 100% means that junction capacity is reached. A modelled value of 90% is often used to denote a
junction at practical capacity as this accounts for the variability between real world performance versus the predictive empirical equations used in the traffic model.
4.10.3 Similarly, the results from JUNCTIONS 9 indicate the maximum ratio of flow to capacity (RFC), the likely (mean maximum) traffic queues, and the average delay per vehicle. RFC is a measure
of how close the approach is to capacity. For example, a value of 1.0 means the junction capacity is reached. A modelled value of 0.85 is often used to denote a junction at practical capacity in
Junctions 9. The modelling set out below is based on the ‘One Hour’ traffic flow profile which models a peak within the peak hour, unless stated otherwise.
Assessment Scenarios
4.10.4 The junctions and assessment scenarios tested are summarised below:
• Shendish Manor Site Access/ A4251 – ‘with development’ (improved access);
• Site Access/ Rucklers Lane – ‘with development’ (improved access); and
• A4251 London Road/ Rucklers Lane/ A4251 Hempstead Road /Nash Mills Road –
‘without development’ and ‘with development’.
4.10.5 The full set of operational assessment results are provided at Appendix G, with a summary of
the operational assessment results for each junction provided in Tables 4.10 to 4.17 below.
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Shendish Manor Site Access/ A4251
Table 4.10: Operational Assessments – Shendish Manor Site Access/ A4251 – Future Layout
AM Peak Period PM Peak Period
Deg/ Mean Delay Deg/ Mean Delay Saturation Max (s/PCU) Saturation Max (s/PCU) Queue Queue (PCUs) (PCUs) With Development London Road (N) 50.8% 8 14 72.0% 13 17 London Road (S) 75.8% 16 19 50.0% 7 12 Site Access 70.1% 4 59 44.9% 2 50
Source: LinSIG
4.10.6 The proposed site access (improved to a signalised junction) is anticipated to operate within capacity with minimal queueing and delays at the junction in both the network peak hours.
Site Access/ Rucklers Lane
Table 4.11: Operational Assessments – Site Access/ Rucklers Lane – Future Layout
AM Peak Period PM Peak Period
RFC Queue Delay RFC Queue Delay (PCUs) (s/PCU) (PCUs) (s/PCU) With Development Site Access 0.13 <1 7 0.06 <1 7 Rucklers Lane 0.04 0 6 0.10 <1 6
Source: Junctions 9
4.10.7 Similar to the site access on London Road, the Rucklers Lane site access junction will operate in the future with development scenario with ample capacity in both the network peak hours.
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A4251 London Road/ Rucklers Lane/ A4251 Hempstead Road /Nash Mills Road
Table 4.12: Operational Assessments – Existing Layout
AM Peak Period PM Peak Period
Deg/ Mean Delay Deg/ Mean Delay Saturation Max (s/PCU) Saturation Max (s/PCU) Queue Queue (PCUs) (PCUs) Without Development London Road (N) 89.7% 23 68 88.7% 29 50 Nash Mills Lane 96.1% 32 80 91.8% 20 86 Hempstead Road 92.4% 18 51 92.5% 11 69 Rucklers Lane 76.1% 4 122 49.9% 2 92 With Development London Road (N) 104.5% 45 175 102.2% 50 128 Nash Mills Lane 105.1% 52 179 100.9% 30 141 Hempstead Road 94.4% 20 52 102.6% 24 137 Rucklers Lane 99.7% 12 204 76.3% 5 123
Source: LinSIG
4.10.8 The operational assessment results of the London Road / Nash Mills / Rucklers Lane junction demonstrate the junction in the 2018 observed scenario is broadly at its theoretical capacity,
with queueing on all arms and delays of up to two minutes in the peak hours.
4.10.9 The addition of the development traffic is likely to result in increased queuing and delay. Whilst the impacts are arguably ‘less than severe’, there is the opportunity for development of the site
to assist with off-site highway improvements as set out below.
Mitigation Options
4.10.10 A review of potential improvements (within the highway boundary and allowing for other physical constraints at the junction) has been undertaken. Three initial potential improvement
schemes have been produced and the initial sketches are provided at Appendix H. These include the following:
• Option A) Re-configuration of the signals, with Rucklers Lane becoming an unsignalled priority junction;
• Option B) Double mini-roundabout layout; and
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• Option C) Widening of the London Road (N) arm.
4.11 The three potential improvement schemes offer an opportunity for an overall improvement of the operation of the junction and initial modelling work confirms that this is the case. It is noted
that these layouts are indicative at this stage and will be developed in consultation with Hertfordshire County Council as matters progress, e.g. through the planning application process.
Proposed shuttle working on existing driveway over the rail overbridge
4.11.1 A capacity assessment scenarios of the proposed signalised shuttle working across the rail
overbridge (improved working) along the site access has also been undertaken and is
summarised in Table 4.16.
Table 4.16: Operational Assessments – Proposed Shuttle Working
AM Peak Period PM Peak Period
Deg/ Mean Delay Deg/ Mean Delay Saturation Max (s/PCU) Saturation Max (s/PCU) Queue Queue (PCUs) (PCUs) With Development Eastbound 16.6% 2 15 14.9% 2 29 Westbound 15.9% 2 32 14.8% 2 17
Source: LinSIG
4.11.2 The signalised shuttle working over the rail overbridge is expected to operate with ample
capacity in the network peak hours, with a maximum queue of two vehicles and minimal delays.
4.12 Summary
4.12.1 A review of DfT annual average daily traffic data on the A4251 shows no historic traffic growth
for the period between 2000 and 2017. Therefore, based on this empirical data, the ‘without development’ and ‘with development’ traffic analysis in this report therefore does not apply traffic growth to the observed 2018 traffic flows.
4.12.2 The likely trip generation of the 500 units has been estimated using the TRICS database for private houses and local 2011 Census data. The 500 units are estimated to generate some 260 (two-way) trips during the morning peak hour and circa 250 (two-way) vehicle trips in the evening peak hour. A comparison between the trip rates used within this assessment and those
Date: 29 January 2019 Ref: JCB/MD/AT/ITB14236-001D Page: 37
Land at Shendish, Apsley Transport Appraisal
used within the WSP report demonstrates the private housing trip rate used is a robust assessment of the likely trip generation.
4.12.3 The likely distribution of vehicles from the proposed development onto the local highway
network has been undertaken using a population based gravity model (for non-work purpose trips) and the 2011 Census journey to work data (for work/ business purpose trips).
4.12.4 Operational assessments of the junctions have been undertaken for the future year scenario, with the future junction layouts. The junction modelling reveals the London Road and Rucklers
Lane site accesses will both operate in the future with development scenario with ample capacity during the morning and evening peak hours.
4.12.5 The proposed signalised shuttle working over the rail bridge across the site access will also operate with minimal queueing and delays. The results demonstrate a maximum queue of two
vehicles during the peak hours with ample space capacity.
4.12.6 The operational assessments for the London Road/Nash Mills/Rucklers Lane junction have also been undertaken ‘without development’ and ‘with development’. The results demonstrate the junction is operating at its theoretical capacity in the peak hours. The ‘with development’ impact
is arguably less than severe (and is therefore acceptable). Notwithstanding this, mitigation options have been considered.
4.13 Three potential mitigation options have been identified:
• Option A) Re-configuration of the signals, with Rucklers Lane becoming an unsignalled priority junction;
• Option B) Double mini-roundabout layout; and
• Option C) Widening of the London Road (N) arm.
4.14 It is noted that these layouts are indicative at this stage and will be developed in consultation
with Hertfordshire County Council as matters progress, e.g. through the planning application process. It is however clear that there is the opportunity to improve the junction to mitigate impacts and improve the operation of the junction.
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Land at Shendish, Apsley Transport Appraisal
SECTION 5 SUMMARY AND CONCLUSIONS
5.1 Summary
Introduction
5.1.1 W Lamb Ltd has appointed i-Transport to provide highways and transport advice in relation to their site at Shendish, Apsley. It is proposed to promote the site, for a mixed use, residential led development of some 500 dwellings, through DBC’s emerging Local Plan.
5.1.2 This transport appraisal assesses the site against the following three ‘key transport tests’, which
are summarised as follows (ref: para 108 of the NPPF):
1 Will the opportunities for sustainable travel be appropriately taken up, given the type of development and its location?
2 Will safe and acceptable access be provided for all users?
3 Can the residual impact on the transport network (in terms of capacity and congestion), or on highway safety, be cost effectively mitigated to an acceptable degree?
Sustainable Travel
5.1.3 The site is located within a reasonable walking distance of a range of everyday facilities and
services. Residents will have excellent opportunities to travel on foot or by bicycle to access these facilities instead of using a car.
5.1.4 The site is located adjacent to Apsley railway station (with currently a short walk via the London Road access or the PROW network to the north). The rail station provides frequent and direct
rail services towards London Euston. In addition, local bus services are accessible from the bus stops directly outside of the site access on London Road, providing access to services towards
Hemel Hempstead, Watford, Maple Cross and Aylesbury.
5.1.5 The local travel characteristics of existing residents in the local area demonstrate a good take up
of sustainable travel modes, with one quarter of travel by public transport or by active modes (i.e. walking and cycling). Further, a comparison of the mode share of the local area with Hemel Hempstead town and the wider Dacorum borough reveals residents of the local area are more
likely to travel by public transport.
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Land at Shendish, Apsley Transport Appraisal
5.1.6 On this basis, the site is in an accessible location and is suitable for residential development in transport sustainability terms. New residents will be able to appropriately take up the opportunities for sustainable travel.
Access
5.1.7 Vehicular access to the site is readily achievable via the existing Shendish Manor driveway, which will be improved to provide a suitable carriageway width to accommodate two vehicles and a footway for pedestrians. The existing ‘pinch-point’ on the rail bridge will remain, with signal
controlled shuttle working that will offer ample capacity to safely accommodate two-way
movement.
5.1.8 Vehicular access is also achievable at two points via Rucklers Lane. A review of the likely impact of the proposed access arrangements on Rucklers Lane on the on-street parking capacity reveals
there may be some displacement of parked vehicles, as a result of the Pillings Bodyshop access. There is an opportunity to create some off-street parking on the Pillings Bodyshop access to accommodate the displaced on-street vehicles.
5.1.9 The vehicular access will be capable of being safely used by pedestrians and cyclists. In addition,
connectivity across the rail line between the site and nearby facilities and services will be provided via two existing rail footbridges, and a potential new connection to/via Apsley rail station.
Traffic Impact
5.1.10 A review of DfT annual average daily traffic data on the A4251 shows no historic traffic growth for the period between 2000 and 2017. Therefore, based on this empirical data, the ‘without development’ and ‘with development’ traffic analysis in this report therefore does not apply traffic growth to the observed 2018 traffic flows.
5.1.11 The likely trip generation of the 500 units has been estimated using the TRICS database for private houses and local 2011 Census data. The 500 units are estimated to generate some 260 (two-way) trips during the morning peak hour and circa 250 (two-way) vehicle trips in the
evening peak hour. A comparison between the trip rates used within this assessment and those used within the WSP report demonstrates the private housing trip rate used is a robust assessment of the likely trip generation.
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Land at Shendish, Apsley Transport Appraisal
5.1.12 The likely distribution of vehicles from the proposed development onto the local highway network has been undertaken using a population based gravity model (for non-work purpose trips) and 2011 Census Journey to Work data (for work/ business purpose trips).
5.1.13 Operational assessments of the junctions have been undertaken for the future year scenario, with the future junction layouts. The junction modelling reveals the London Road and Rucklers Lane site accesses will both operate in the future with development scenario with ample capacity during the morning and evening peak hours.
5.1.14 The proposed signalised shuttle working over the rail bridge across the site access will also operate with minimal queueing and delays. The results demonstrate a maximum queue of two vehicles during the peak hours with ample space capacity.
5.1.15 The operational assessments for the London Road/Nash Mills/Rucklers Lane junction have also
been undertaken ‘without development’ and ‘with development’. The results demonstrate the junction is operating at its theoretical capacity in the peak hours. The ‘with development’ impact is arguably less than severe and is therefore acceptable. Notwithstanding this, mitigation options have been considered.
5.2 Three potential mitigation options have been assessed:
• Option A) Re-configuration of the signals, with Rucklers Lane becoming an unsignalled priority junction;
• Option B) Double mini-roundabout layout; and
• Option C) Widening of the London Road (N) arm.
5.3 All options have merit and offer the opportunity for an overall improvement of the operation of the junction ‘with development’ compared to existing conditions. It is noted that these layouts are indicative at this stage and will be developed in consultation with Hertfordshire County
Council as matters progress, e.g. through the planning application process. It is however clear that there is the opportunity to improve the junction.
5.4 Conclusion
5.4.1 Against this background, development of circa 500 dwellings on the site is deliverable in transport terms (ref: para 108 of the NPPF):
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Land at Shendish, Apsley Transport Appraisal
1 The opportunities for sustainable travel can be appropriately taken up;
2 Safe and acceptable access can provided for all users; and
3 The residual impact on the transport network (in terms of capacity and congestion), and
on highway safety, will be acceptable.
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FIGURES
A4251 LONDON ROAD
53 16 8 79
SITE ACCESS
24 27
A4251 LONDON PILLING ROAD SITE ACCESS BODYSHOP
27 9 32 47 0 0 68 0 0 0 24 0 68 16 NASH MILLS LANE RUCKLERS LANE RUCKLERS LANE
21 0 14 1 21 5 10 0 7 0
85 Gresham Street, London, EC2V 7NQ Tel: 020 3705 9215 KEY www.i-transport.co.uk TOTAL A4251 LONDON ROAD 500 = VEHICLES LAND AT SHENDISH, APSLEY (PCUs)
Figure 4.1
Total Development Assignment AM Peak Hour A4251 LONDON ROAD
21 42 22 35
SITE ACCESS
69 11
A4251 LONDON PILLING ROAD SITE ACCESS BODYSHOP
11 22 15 19 0 0 29 0 0 0 10 1 29 8 NASH MILLS LANE RUCKLERS LANE RUCKLERS LANE
57 0 37 0 57 16 30 0 19 0
85 Gresham Street, London, EC2V 7NQ Tel: 020 3705 9215 KEY www.i-transport.co.uk TOTAL A4251 LONDON ROAD 500 = VEHICLES LAND AT SHENDISH, APSLEY (PCUs)
Figure 4.2
Total Development Assignment PM Peak Hour
DRAWINGS
5.50m
2.00m Rucklers Green
2.00m 68
R10.00m R10.00m 2.4m x 43m VISIBILITY SPLAY
70 87
82 2.4m x 43m VISIBILITY SPLAY
KEY 101 HIGHWAY BOUNDARY
SITE BOUNDARY 115
94 REPRODUCED FROM THE ORDNANCE SURVEY DRAWING ISSUED FOR FEASIBILITY CONSIDERATION AND PLANNING PURPOSES ONLY. DRAWING MAP WITH THE PERMISSION OF THE NOT TO BE USED FOR CONSTRUCTION. I-TRANSPORT LLP ACCEPT NO RESPONSIBILITY FOR CONTROLLER OF HER MAJESTY'S STATIONERY ERRORS MADE BY OTHERS IN SCALING FROM THIS DRAWING. MEASUREMENTS SHOULD BE SCALE BAR @ 1:500 OFFICE. LICENCE No. 100044286. TAKEN FROM FIGURED DIMENSIONS ONLY. CDM REQUIREMENTS CONSIDERED AT FEASIBILITY © CROWN COPYRIGHT RESERVED. STAGE ONLY. FURTHER CONSIDERATION REQUIRED BY DETAILED DESIGN TEAM. 0 5 10 25 50 TITLE: SCALE @ A3: CHECKED: APPROVED: LANE 1:500 GM JCB
PROPOSED SITE ACCESS, 68 RUCKLERS LANE FILE REF: DRAWN: DATE: JMc 07.11.18
PROJECT: CLIENT: DRAWING No: REV DATE BY DESCRIPTION CHK APD 85 Gresham Street, London, EC2V 7NQ Tel: 0203 705 9215 ITL14236-GA-001 STATUS: LAND AT SHENDISH, APSLEY W LAMB LTD PROJECT No: REV: www.i-transport.co.uk FOR INFORMATION ITL14236 L:\PROJECTS\14000 SERIES\14236 - Land at Shendish, Apsley, Hemel Hempstead\Tech\Acad\i-Transport Drawings\Working Drawings\GA\ITL14236-GA-001-004.dwg TCB 2 LB
10 Works 3 to 1 22
18 Track 5.50m
2.00m
11
2.4m x 43m VISIBILITY SPLAY 11a R10.00m 15
2.00m
R10.00m26 19
32
32a 2.4m x 43m VISIBILITY SPLAY 31 34
El Sub Sta 41
Shelter 42 KEY 42a HIGHWAY BOUNDARY 79.8m SITE BOUNDARY 44
REPRODUCED FROM THE ORDNANCE SURVEY DRAWING ISSUED FOR FEASIBILITY CONSIDERATION AND PLANNING PURPOSES ONLY. DRAWING MAP WITH THE PERMISSION OF THE NOT TO BE USED FOR CONSTRUCTION. I-TRANSPORT LLP ACCEPT NO RESPONSIBILITY FOR
CONTROLLER OF HER MAJESTY'S STATIONERY ERRORS MADE BY OTHERS IN SCALING FROM THIS DRAWING.51 MEASUREMENTS SHOULD BE SCALE BAR @ 1:500 OFFICE. LICENCE No. 100044286. TAKEN FROM FIGURED DIMENSIONS ONLY. CDM REQUIREMENTS CONSIDERED AT FEASIBILITY © CROWN COPYRIGHT RESERVED. STAGE ONLY. FURTHER CONSIDERATION REQUIRED BY DETAILED DESIGN TEAM. 0 5 10 25 50 46 TITLE: SCALE @ A3: CHECKED: APPROVED: 1:500 GM JCB
PROPOSED SITE ACCESS, 26 RUCKLERS LANE FILE REF: DRAWN: DATE: JMc 07.11.18 RUCKLERS LANE PROJECT: CLIENT: DRAWING No: REV DATE BY DESCRIPTION CHK APD 85 Gresham Street, London, EC2V 7NQ Tel: 0203 705 9215 ITL14236-GA-002 STATUS: LAND AT SHENDISH, APSLEY W LAMB LTD PROJECT No: REV: www.i-transport.co.uk FOR INFORMATION ITL14236 \\itrans-lonsrv\data\PROJECTS\14000 SERIES\14236 - Land at Shendish, Apsley, Hemel Hempstead\Tech\Acad\i-Transport Drawings\Working Drawings\GA\ITL14236-GA-001-004.dwg 20 LONDON ROAD
S10
S Gantry No1414 3.10m Shendish Edge NETWORK RAIL LONDON ROAD S4
S2 DISABLED
1.50m
NETWORK RAIL 4.80m
5.50m 7
1.80m
SHENDISH EDGE Nos. 1 - 28
1.80m
HIGHTREES
KEY 83.9m HIGHWAY BOUNDARY
High Trees GARAGE
YEW COTTAGE
S3 REPRODUCED FROM THE ORDNANCE SURVEY DRAWING ISSUED FOR FEASIBILITY CONSIDERATION AND PLANNING PURPOSES ONLY. DRAWING MAP WITH THE PERMISSION OF THE NOT TO BE USED FOR CONSTRUCTION. I-TRANSPORT LLP ACCEPT NO RESPONSIBILITY FOR CONTROLLER OF HER MAJESTY'S STATIONERY ERRORS MADE BY OTHERS IN SCALING FROM THIS DRAWING. MEASUREMENTS SHOULD BE SCALE BAR @ 1:500 OFFICE. LICENCE No. 100044286. TAKEN FROM FIGURED DIMENSIONS ONLY. CDM REQUIREMENTS CONSIDERED AT FEASIBILITY © CROWN COPYRIGHT RESERVED. STAGE ONLY. FURTHER CONSIDERATION REQUIRED BY DETAILED DESIGN TEAM. 0 5 10 25 50 TITLE: SCALE @ A3: CHECKED: APPROVED: 1:500 MD JCB
RAIL OVERBRIDGE - SHUTTLE WORKING ARRANGEMENT FILE REF: DRAWN: DATE: ITL14236 JMc 14.01.19
PROJECT: CLIENT: DRAWING No: REV DATE BY DESCRIPTION CHK APD 85 Gresham Street, London, EC2V 7NQ Tel: 0203 705 9215 ITL14236-GA-015 STATUS: LAND AT SHENDISH, APSLEY W LAMB LTD PROJECT No: REV: www.i-transport.co.uk FOR INFORMATION ITL14236 - L:\PROJECTS\14000 SERIES\14236 - Land at Shendish, Apsley, Hemel Hempstead\Tech\Acad\i-Transport Drawings\Working Drawings\GA\ITL14236-GA-15.dwg Shendish Edge LONDON ROAD
7 KEY HIGHWAY BOUNDARY JUNCTION INTERVISIBILITY
83.9m 1 High Trees Large Car (2006)
2.40m
Shendish
Springwood Lodge 1
RIDGEWAY
77.6m
CLOSE
REPRODUCED FROM THE ORDNANCE SURVEY DRAWING ISSUED FOR FEASIBILITY CONSIDERATION AND PLANNING PURPOSES ONLY. DRAWING MAP WITH THE PERMISSION OF THE NOT TO BE USED FOR CONSTRUCTION. I-TRANSPORT LLP ACCEPT NO RESPONSIBILITY FOR CONTROLLER OF HER MAJESTY'S STATIONERY ERRORS MADE BY OTHERS IN SCALING FROM THIS DRAWING. MEASUREMENTS SHOULD BE SCALE BAR @ 1:500 OFFICE. LICENCE No. 100044286. TAKEN FROM FIGURED DIMENSIONS ONLY. CDM REQUIREMENTS CONSIDERED AT FEASIBILITY
© CROWN COPYRIGHT RESERVED. STAGE ONLY. FURTHER CONSIDERATION REQUIRED BY DETAILED DESIGN TEAM. 0 5 10 25 50 TITLE: 5 SCALE @ A3: CHECKED: APPROVED: 1:500 MD JCB
PROPOSED SITE ACCESS WITH SIGALISED CROSSING, LONDON ROAD FILE REF: DRAWN: DATE: ITL14236 JMc 14.01.19
PROJECT: CLIENT: DRAWING No: REV DATE BY DESCRIPTION CHK APD 85 Gresham Street, London, EC2V 7NQ Tel: 0203 705 9215 ITL14236-GA-014 STATUS: LAND AT SHENDISH, APSLEY - REFUSE TRACKING W LAMB LTD PROJECT No: REV: www.i-transport.co.uk FOR INFORMATION ITL14236 - L:\PROJECTS\14000 SERIES\14236 - Land at Shendish, Apsley, Hemel Hempstead\Tech\Acad\i-Transport Drawings\Working Drawings\GA\ITL14236-GA-014.dwg PROPOSED SITE ENTRANCE TCB 2 (PILLING BODYSHOP) LB
Estate Car (2006) Estate Car (2006) Estate Car (2006)
10 Estate Car (2006) Works Estate Car (2006) 3 to 1
22 Estate Car (2006) Estate Car (2006)
Estate Car (2006) Track 18
Estate Car (2006) 11
Estate Car (2006) 11a
Estate Car (2006) 15
Estate Car (2006) Estate Car (2006)
Estate Car (2006) 26 Estate Car (2006) Estate Car (2006) Estate Car (2006)
Estate Car (2006) Estate Car (2006) 19
Estate Car (2006) Estate Car (2006)
Estate Car (2006) 32 Estate Car (2006) Estate Car (2006)
32a Estate Car (2006) Estate Car (2006) 31 34 Estate Car (2006)
Estate Car (2006) Estate Car (2006)
ZONE 1 El Sub Sta
Estate Car (2006) 41
Estate Car (2006) Shelter 42 Estate Car (2006) Estate Car (2006)
42a Estate Car (2006) Estate Car (2006) 79.8mEstate Car (2006) 44 Estate Car (2006) Estate Car (2006) Estate Car (2006) El Sub Sta Estate Car (2006)
Estate Car (2006) Estate Car (2006) 51 Estate Car (2006) Estate Car (2006) 46 Estate Car (2006) Estate Car (2006) 52 Estate Car (2006) PROPOSED SITE Estate Car (2006) Estate Car (2006) Estate Car (2006) Estate Car (2006) Estate Car (2006) ENTRANCE (No. 68) Hall Estate Car (2006) RUCKLERS LANE Estate Car (2006) Estate Car (2006)
ZONE 2 Estate Car (2006)
Rucklers GreenEstate Car (2006)
Estate Car (2006) 68 Estate Car (2006) Estate Car (2006) Estate Car (2006) Estate Car (2006) Estate Car (2006) Estate Car (2006) 70
Estate Car (2006) Estate Car (2006)
Estate Car (2006) Estate Car (2006) 87 Estate Car (2006) Estate Car (2006) 82 Estate Car (2006) Estate Car (2006) Estate Car (2006)
Estate Car (2006) Estate Car (2006) 101
Estate Car (2006) ZONE 3
Estate Car (2006) 115
94 Estate Car (2006)
Estate Car (2006) LANE
Estate Car (2006)
Estate Car (2006) SCALE BAR @ 1:1250 RUCKLERS 125 ZONE 4 0 10 25 50 100 125
REPRODUCED FROM THE ORDNANCE SURVEY DRAWING ISSUED FOR FEASIBILITY CONSIDERATION AND PLANNING PURPOSES ONLY. MAP WITH THE PERMISSION OF THE DRAWING NOT TO BE USED FOR CONSTRUCTION. I-TRANSPORT LLP ACCEPT NO RESPONSIBILITY LEGALLY PARKED CONTROLLER OF HER MAJESTY'S STATIONERY FOR ERRORS MADE BY OTHERS IN SCALING FROM THIS DRAWING. MEASUREMENTS SHOULD BE CAR OFFICE. LICENCE No. 100044286. TAKEN FROM FIGURED DIMENSIONS ONLY. CDM REQUIREMENTS CONSIDERED AT FEASIBILITY Estate Car (2006) © CROWN COPYRIGHT RESERVED. STAGE ONLY. FURTHER CONSIDERATION REQUIRED BY DETAILED DESIGN TEAM.
TITLE: DRAWN: CHECKED: APPROVED: OVERNIGHT PARKING BEAT SURVEY RW MD JCB WEDNESDAY 5TH DECEMBER 2018 SCALE @ A3: DATE: 1:1250 03.01.2019
PROJECT: CLIENT: PROJECT No: REV DATE BY DESCRIPTION CHK APD 85 Gresham Street, London, EC2V 7NQ Tel: 0203 705 9215 ITL14236 STATUS: LAND AT SHENDISH, APSLEY W LAMB LTD DRAWING No: FOR INFORMATION REV: www.i-transport.co.uk ITL14236-GA-012 - PROPOSED SITE ENTRANCE TCB 2 (PILLING BODYSHOP) LB
Estate Car (2006)
Estate Car (2006)
10 Estate Car (2006) Works 3 to 1 Estate Car (2006) Estate Car (2006) 22 Estate Car (2006)
Estate Car (2006)
Track 18
Estate Car (2006)
11 Estate Car (2006) 11a Estate Car (2006)
Estate Car (2006) Estate Car (2006) 15
Estate Car (2006) Estate Car (2006) 26 Estate Car (2006) Estate Car (2006)
Estate Car (2006) Estate Car (2006)
Estate Car (2006) Estate Car (2006) 19
Estate Car (2006) Estate Car (2006) 32 Estate Car (2006) Estate Car (2006)
Estate Car (2006) Estate Car (2006) 32a Estate Car (2006)
34 Estate Car (2006) 31 Estate Car (2006) Estate Car (2006)
Estate Car (2006) Estate Car (2006) El Sub Sta
Estate Car (2006) ZONE 1
Estate Car (2006) 41 Shelter 42 Estate Car (2006)
42a Estate Car (2006) 79.8m Estate Car (2006) 44 Estate Car (2006) El Sub Sta Estate Car (2006)
Estate Car (2006) Estate Car (2006) 51 46 Estate Car (2006) Estate Car (2006) 52 Estate Car (2006) Estate Car (2006) PROPOSED SITE Estate Car (2006) Estate Car (2006) Estate Car (2006) Estate Car (2006) Estate Car (2006) ENTRANCE (No. 68) Hall RUCKLERSEstate Car (2006) LANE Estate Car (2006) Estate Car (2006)
Estate Car (2006) Estate Car (2006) Estate Car (2006) ZONE 2 Rucklers Green
68 Estate Car (2006) Estate Car (2006) Estate Car (2006) Estate Car (2006) Estate Car (2006) Estate Car (2006)
70
Estate Car (2006)
Estate Car (2006) Estate Car (2006) 87 Estate Car (2006) 82 Estate Car (2006) Estate Car (2006) Estate Car (2006)
Estate Car (2006) 101
Estate Car (2006) Estate Car (2006) ZONE 3 Estate Car (2006)
Estate Car (2006) 115
94 Estate Car (2006)
Estate Car (2006)
Estate Car (2006) LANE Estate Car (2006)
Estate Car (2006)
RUCKLERS 125 SCALE BAR @ 1:1250 ZONE 4 0 10 25 50 100 125
REPRODUCED FROM THE ORDNANCE SURVEY DRAWING ISSUED FOR FEASIBILITY CONSIDERATION AND PLANNING PURPOSES ONLY. LEGALLY PARKED MAP WITH THE PERMISSION OF THE DRAWING NOT TO BE USED FOR CONSTRUCTION. I-TRANSPORT LLP ACCEPT NO RESPONSIBILITY CONTROLLER OF HER MAJESTY'S STATIONERY FOR ERRORS MADE BY OTHERS IN SCALING FROM THIS DRAWING. MEASUREMENTS SHOULD BE CAR OFFICE. LICENCE No. 100044286. TAKEN FROM FIGURED DIMENSIONS ONLY. CDM REQUIREMENTS CONSIDERED AT FEASIBILITY © CROWN COPYRIGHT RESERVED. STAGE ONLY. FURTHER CONSIDERATION REQUIRED BY DETAILED DESIGN TEAM.
TITLE: DRAWN: CHECKED: APPROVED: OVERNIGHT PARKING BEAT SURVEY RW MD JCB THURSDAY 6TH DECEMBER 2018 SCALE @ A3: DATE: 1:1250 03.01.2019
PROJECT: CLIENT: PROJECT No: REV DATE BY DESCRIPTION CHK APD 85 Gresham Street, London, EC2V 7NQ Tel: 0203 705 9215 ITL14236 STATUS: LAND AT SHENDISH, APSLEY W LAMB LTD DRAWING No: FOR INFORMATION REV: www.i-transport.co.uk ITL14236-GA-013 -
APPENDIX A. Network Rail Meeting Note
i-Transport LLP 85 Gresham Street, London, EC2V 7NQ
Tel: 020 3705 9215
Notes of Meeting
Project No: ITB14236 Project Title: Land at Shendish, Apsley Date: 4 December 2018 Venue: 85 Gresham Street, London, EC2V 7NQ
Attendees
Jack Pickering Network Rail (JP) James Bevis i-Transport (JCB) Melanie Dobson i-Transport (MD) Alice Twyning i-Transport (AT)
Item Actions
1.0 Overview
1.1 i-Transport are providing transport and highways advice for the emerging development proposals on the land west of Apsley railway station, north of Rucklers Lane, as a future residential development for some 500 dwellings. The site is being
promoted through the emerging Dacorum Local Plan.
1.2 The purpose of the meeting was to discuss the potential opportunity to provide a pedestrian link from the proposed site direct to Apsley railway station, linking in with the existing internal pedestrian footbridge across the platforms.
1.3 JP set out that Apsley station accommodates circa 600,000 passengers per year. The current franchise, operated by London Northwestern Railway, is due to expire in 2026. Due to the location of the site on the network, and its location, any construction involving closure of the station/line is likely to be expensive.
2.0 Access for All
2.1 JP explained the Access for All programme, whereby stations can bid for funding from central Government to improve accessibility at stations. The Access for All funding operates on a five year cycle, so the next rounds of bids – if there is a further cycle –
will be in 2023.
2.2 JP stated that Apsley station has put forward a bid for circa £4 million as part of the Access for All bid in November 2018. This is likely to include the provision of lifts at the station to all platforms.
2.3 The successful bids for the Access for All will be announced in February/March 2019. NR
3.0 Development Site
3.1 The site is currently Green Belt and being promoted as a residential allocation in the emerging draft Dacorum Local Plan. JP asked a copy of the plan showing the site area. i-T
i-Transport – Basingstoke | Manchester | London | Leeds www.i-transport.co.uk
4 December 2018 Page 2 of 2
Item Actions
3.2 JCB explained the current status of the site, and the work i-Transport is currently undertaking. This work includes trip generation estimates including additional rail i-T patronage. i-Transport will send a summary across to JP.
3.3 Whilst there are various existing alternative routes between the site and the station, there is an opportunity to provide a direct connection. The level of the eastern boundary of the site is very similar to the level of the walkway on the existing station footbridge.
3.4 It was noted that the link would not only provide direct connections for the 500 new
homes, but would benefit existing residents in the local area (e.g. including the permitted Bovis Housing scheme to the north).
3.5 Whilst ideally such a connection would also provide a link through the station for non- rail users (perhaps similar to Guildford), that is likely to be operationally difficult/costly.
3.6 At this (early) stage, i-Transport are seeking a letter from Network Rail that sets out in JP / i-T principle a connection could be achieved subject to agreeing design matters and costs. JP was happy to provide such a letter following receipt of the plan and trip generation work.
3.7 There may be merit in undertaking some feasibility appraisals / preliminary design work / cost estimates in due course, noting the early stage that the development is at. JP Network Rail are able to assist with such studies and JP will provide some initial thoughts on these, including likely costs.
3.8 It may be sensible to see what happens with the Accessibility for All bid before doing such work. It may be that the development could provide a connection to a new bridge if that bid is successful for example.
Circulation
• JP, JCB, MD & AT. Author
Melanie Dobson
i-Transport – Basingstoke | Manchester | London | Leeds www.i-transport.co.uk
APPENDIX B. TRICS Report – Private Housing
TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Friday 26/10/18 Page 2 i-Transport LLP 4 Lombard Street London Licence No: 236603
Calculation Reference: AUDIT-236603-181026-1042 TRIP RATE CALCULATION SELECTION PARAMETERS:
Land Use : 03 - RESIDENTIAL Category : A - HOUSES PRIVATELY OWNED MULTI-MODAL VEHICLES
Selected regions and areas: 02 SOUTH EAST ES EAST SUSSEX 1 days KC KENT 2 days WS WEST SUSSEX 3 days 03 SOUTH WEST DV DEVON 1 days 06 WEST MIDLANDS ST STAFFORDSHIRE 1 days 07 YORKSHIRE & NORTH LINCOLNSHIRE NE NORTH EAST LINCOLNSHIRE 1 days
This section displays the number of survey days per TRICS® 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: 110 to 805 (units: ) Range Selected by User: 100 to 805 (units: )
Public Transport Provision: Selection by: Include all surveys
Date Range: 01/01/10 to 19/04/18
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: Monday 2 days Wednesday 2 days Thursday 3 days Friday 2 days
This data displays the number of selected surveys by day of the week.
Selected survey types: Manual count 9 days Directional ATC Count 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: Suburban Area (PPS6 Out of Centre) 2 Edge of Town 7
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 8 No Sub Category 1
This data displays the number of surveys per location sub-category within the selected set. The location sub-categories consist of Commercial Zone, Industrial Zone, Development Zone, Residential Zone, Retail Zone, Built-Up Zone, Village, Out of Town, High Street and No Sub Category. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Friday 26/10/18 Page 3 i-Transport LLP 4 Lombard Street London Licence No: 236603
Secondary Filtering selection:
Use Class: C 3 9 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 1 days 10,001 to 15,000 6 days 15,001 to 20,000 1 days 20,001 to 25,000 1 days
This data displays the number of selected surveys within stated 1-mile radii of population.
Population within 5 miles: 5,001 to 25,000 1 days 50,001 to 75,000 2 days 75,001 to 100,000 3 days 125,001 to 250,000 3 days
This data displays the number of selected surveys within stated 5-mile radii of population.
Car ownership within 5 miles: 0.6 to 1.0 2 days 1.1 to 1.5 7 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 3 days No 6 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 9 days
This data displays the number of selected surveys with PTAL Ratings. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Friday 26/10/18 Page 4 i-Transport LLP 4 Lombard Street London Licence No: 236603
LIST OF SITES relevant to selection parameters
1 DV-03-A-02 HOUSES & BUNGALOWS DEVON MILLHEAD ROAD HONITON
Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 1 6 Survey date: FRIDAY 25/09/15 Survey Type: MANUAL 2 ES-03-A-03 MIXED HOUSES & FLATS EAST SUSSEX SHEPHAM LANE POLEGATE
Edge of Town Residential Zone Total Number of dwellings: 2 1 2 Survey date: MONDAY 11/07/16 Survey Type: MANUAL 3 KC-03-A-04 SEMI-DETACHED & TERRACED KENT KILN BARN ROAD AYLESFORD DITTON Edge of Town Residential Zone Total Number of dwellings: 1 1 0 Survey date: FRIDAY 22/09/17 Survey Type: MANUAL 4 KC-03-A-06 MIXED HOUSES & FLATS KENT MARGATE ROAD HERNE BAY
Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 3 6 3 Survey date: WEDNESDAY 27/09/17 Survey Type: MANUAL 5 NE-03-A-02 SEMI DETACHED & DETACHED NORTH EAST LINCOLNSHIRE HANOVER WALK SCUNTHORPE
Edge of Town No Sub Category Total Number of dwellings: 4 3 2 Survey date: MONDAY 12/05/14 Survey Type: MANUAL 6 ST-03-A-07 DETACHED & SEMI-DETACHED STAFFORDSHIRE BEACONSIDE STAFFORD MARSTON GATE Edge of Town Residential Zone Total Number of dwellings: 2 4 8 Survey date: WEDNESDAY 22/11/17 Survey Type: MANUAL 7 WS-03-A-04 MIXED HOUSES WEST SUSSEX HILLS FARM LANE HORSHAM BROADBRIDGE HEATH Edge of Town Residential Zone Total Number of dwellings: 1 5 1 Survey date: THURSDAY 11/12/14 Survey Type: MANUAL 8 WS-03-A-06 MIXED HOUSES WEST SUSSEX ELLIS ROAD WEST HORSHAM S BROADBRIDGE HEATH Edge of Town Residential Zone Total Number of dwellings: 8 0 5 Survey date: THURSDAY 02/03/17 Survey Type: MANUAL TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Friday 26/10/18 Page 5 i-Transport LLP 4 Lombard Street London Licence No: 236603
LIST OF SITES relevant to selection parameters (Cont.)
9 WS-03-A-08 MIXED HOUSES WEST SUSSEX ROUNDSTONE LANE ANGMERING
Edge of Town Residential Zone Total Number of dwellings: 1 8 0 Survey date: THURSDAY 19/04/18 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.
MANUALLY DESELECTED SITES
Site Ref Reason for Deselection DH-03-A-02 >3km from railway station ES-03-A-04 >3km from railway station KC-03-A-07 >3km from railway station NY-03-A-06 >3km from railway station TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Friday 26/10/18 Page 6 i-Transport LLP 4 Lombard Street London Licence No: 236603
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL VEHICLES Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS 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 9 291 0.086 9 291 0.302 9 291 0.388 08:00 - 09:00 9 291 0.122 9 291 0.399 9 291 0.521 09:00 - 10:00 9 291 0.152 9 291 0.160 9 291 0.312 10:00 - 11:00 9 291 0.123 9 291 0.154 9 291 0.277 11:00 - 12:00 9 291 0.136 9 291 0.152 9 291 0.288 12:00 - 13:00 9 291 0.152 9 291 0.152 9 291 0.304 13:00 - 14:00 9 291 0.159 9 291 0.155 9 291 0.314 14:00 - 15:00 9 291 0.157 9 291 0.187 9 291 0.344 15:00 - 16:00 9 291 0.254 9 291 0.178 9 291 0.432 16:00 - 17:00 9 291 0.271 9 291 0.171 9 291 0.442 17:00 - 18:00 9 291 0.335 9 291 0.169 9 291 0.504 18:00 - 19:00 9 291 0.319 9 291 0.185 9 291 0.504 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 2.266 2.364 4.630
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It 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. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Friday 26/10/18 Page 7 i-Transport LLP 4 Lombard Street London Licence No: 236603
The survey data, graphs and all associated supporting information, contained within the TRICS Database are published by TRICS Consortium Limited ("the Company") and the Company claims copyright and database rights in this published work. The Company authorises those who possess a current TRICS licence to access the TRICS Database and copy the data contained within the TRICS Database for the licence holders' use only. Any resulting copy must retain all copyrights and other proprietary notices, and any disclaimer contained thereon.
The Company accepts no responsibility for loss which may arise from reliance on data contained in the TRICS Database. [No warranty of any kind, express or implied, is made as to the data contained in the TRICS Database.]
Parameter summary
Trip rate parameter range selected: 110 - 805 (units: ) Survey date date range: 01/01/10 - 19/04/18 Number of weekdays (Monday-Friday): 9 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 0 Surveys manually removed from selection: 4
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. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Friday 26/10/18 Page 8 i-Transport LLP 4 Lombard Street London Licence No: 236603
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL TAXIS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS 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 9 291 0.001 9 291 0.001 9 291 0.002 08:00 - 09:00 9 291 0.003 9 291 0.002 9 291 0.005 09:00 - 10:00 9 291 0.002 9 291 0.001 9 291 0.003 10:00 - 11:00 9 291 0.003 9 291 0.003 9 291 0.006 11:00 - 12:00 9 291 0.002 9 291 0.002 9 291 0.004 12:00 - 13:00 9 291 0.001 9 291 0.002 9 291 0.003 13:00 - 14:00 9 291 0.001 9 291 0.001 9 291 0.002 14:00 - 15:00 9 291 0.003 9 291 0.003 9 291 0.006 15:00 - 16:00 9 291 0.006 9 291 0.006 9 291 0.012 16:00 - 17:00 9 291 0.003 9 291 0.004 9 291 0.007 17:00 - 18:00 9 291 0.002 9 291 0.001 9 291 0.003 18:00 - 19:00 9 291 0.002 9 291 0.002 9 291 0.004 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.029 0.028 0.057
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It 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. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Friday 26/10/18 Page 9 i-Transport LLP 4 Lombard Street London Licence No: 236603
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL OGVS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS 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 9 291 0.000 9 291 0.000 9 291 0.000 08:00 - 09:00 9 291 0.000 9 291 0.001 9 291 0.001 09:00 - 10:00 9 291 0.002 9 291 0.001 9 291 0.003 10:00 - 11:00 9 291 0.003 9 291 0.004 9 291 0.007 11:00 - 12:00 9 291 0.002 9 291 0.002 9 291 0.004 12:00 - 13:00 9 291 0.002 9 291 0.003 9 291 0.005 13:00 - 14:00 9 291 0.002 9 291 0.001 9 291 0.003 14:00 - 15:00 9 291 0.001 9 291 0.002 9 291 0.003 15:00 - 16:00 9 291 0.002 9 291 0.002 9 291 0.004 16:00 - 17:00 9 291 0.002 9 291 0.000 9 291 0.002 17:00 - 18:00 9 291 0.000 9 291 0.001 9 291 0.001 18:00 - 19:00 9 291 0.000 9 291 0.000 9 291 0.000 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.016 0.017 0.033
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It 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. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Friday 26/10/18 Page 10 i-Transport LLP 4 Lombard Street London Licence No: 236603
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL PSVS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS 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 9 291 0.000 9 291 0.000 9 291 0.000 08:00 - 09:00 9 291 0.000 9 291 0.000 9 291 0.000 09:00 - 10:00 9 291 0.000 9 291 0.000 9 291 0.000 10:00 - 11:00 9 291 0.000 9 291 0.000 9 291 0.000 11:00 - 12:00 9 291 0.000 9 291 0.000 9 291 0.000 12:00 - 13:00 9 291 0.000 9 291 0.000 9 291 0.000 13:00 - 14:00 9 291 0.000 9 291 0.000 9 291 0.000 14:00 - 15:00 9 291 0.000 9 291 0.000 9 291 0.000 15:00 - 16:00 9 291 0.000 9 291 0.000 9 291 0.000 16:00 - 17:00 9 291 0.000 9 291 0.000 9 291 0.000 17:00 - 18:00 9 291 0.000 9 291 0.000 9 291 0.000 18:00 - 19:00 9 291 0.000 9 291 0.000 9 291 0.000 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.000 0.000 0.000
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It 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. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Friday 26/10/18 Page 11 i-Transport LLP 4 Lombard Street London Licence No: 236603
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL CYCLISTS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS 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 9 291 0.005 9 291 0.007 9 291 0.012 08:00 - 09:00 9 291 0.003 9 291 0.006 9 291 0.009 09:00 - 10:00 9 291 0.000 9 291 0.001 9 291 0.001 10:00 - 11:00 9 291 0.001 9 291 0.002 9 291 0.003 11:00 - 12:00 9 291 0.002 9 291 0.002 9 291 0.004 12:00 - 13:00 9 291 0.003 9 291 0.003 9 291 0.006 13:00 - 14:00 9 291 0.002 9 291 0.003 9 291 0.005 14:00 - 15:00 9 291 0.002 9 291 0.002 9 291 0.004 15:00 - 16:00 9 291 0.003 9 291 0.005 9 291 0.008 16:00 - 17:00 9 291 0.006 9 291 0.009 9 291 0.015 17:00 - 18:00 9 291 0.011 9 291 0.008 9 291 0.019 18:00 - 19:00 9 291 0.007 9 291 0.005 9 291 0.012 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.045 0.053 0.098
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It 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. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Friday 26/10/18 Page 12 i-Transport LLP 4 Lombard Street London Licence No: 236603
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL VEHICLE OCCUPANTS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS 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 9 291 0.107 9 291 0.436 9 291 0.543 08:00 - 09:00 9 291 0.142 9 291 0.669 9 291 0.811 09:00 - 10:00 9 291 0.183 9 291 0.221 9 291 0.404 10:00 - 11:00 9 291 0.154 9 291 0.199 9 291 0.353 11:00 - 12:00 9 291 0.172 9 291 0.209 9 291 0.381 12:00 - 13:00 9 291 0.199 9 291 0.208 9 291 0.407 13:00 - 14:00 9 291 0.220 9 291 0.210 9 291 0.430 14:00 - 15:00 9 291 0.214 9 291 0.252 9 291 0.466 15:00 - 16:00 9 291 0.423 9 291 0.240 9 291 0.663 16:00 - 17:00 9 291 0.436 9 291 0.251 9 291 0.687 17:00 - 18:00 9 291 0.494 9 291 0.245 9 291 0.739 18:00 - 19:00 9 291 0.456 9 291 0.266 9 291 0.722 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 3.200 3.406 6.606
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It 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. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Friday 26/10/18 Page 13 i-Transport LLP 4 Lombard Street London Licence No: 236603
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL PEDESTRIANS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS 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 9 291 0.013 9 291 0.026 9 291 0.039 08:00 - 09:00 9 291 0.017 9 291 0.094 9 291 0.111 09:00 - 10:00 9 291 0.039 9 291 0.036 9 291 0.075 10:00 - 11:00 9 291 0.032 9 291 0.031 9 291 0.063 11:00 - 12:00 9 291 0.024 9 291 0.022 9 291 0.046 12:00 - 13:00 9 291 0.023 9 291 0.023 9 291 0.046 13:00 - 14:00 9 291 0.025 9 291 0.025 9 291 0.050 14:00 - 15:00 9 291 0.035 9 291 0.045 9 291 0.080 15:00 - 16:00 9 291 0.106 9 291 0.037 9 291 0.143 16:00 - 17:00 9 291 0.066 9 291 0.029 9 291 0.095 17:00 - 18:00 9 291 0.051 9 291 0.035 9 291 0.086 18:00 - 19:00 9 291 0.032 9 291 0.034 9 291 0.066 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.463 0.437 0.900
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It 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. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Friday 26/10/18 Page 14 i-Transport LLP 4 Lombard Street London Licence No: 236603
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL BUS/TRAM PASSENGERS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS 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 9 291 0.000 9 291 0.010 9 291 0.010 08:00 - 09:00 9 291 0.000 9 291 0.015 9 291 0.015 09:00 - 10:00 9 291 0.001 9 291 0.009 9 291 0.010 10:00 - 11:00 9 291 0.002 9 291 0.002 9 291 0.004 11:00 - 12:00 9 291 0.001 9 291 0.003 9 291 0.004 12:00 - 13:00 9 291 0.003 9 291 0.002 9 291 0.005 13:00 - 14:00 9 291 0.004 9 291 0.003 9 291 0.007 14:00 - 15:00 9 291 0.004 9 291 0.003 9 291 0.007 15:00 - 16:00 9 291 0.017 9 291 0.004 9 291 0.021 16:00 - 17:00 9 291 0.013 9 291 0.005 9 291 0.018 17:00 - 18:00 9 291 0.011 9 291 0.001 9 291 0.012 18:00 - 19:00 9 291 0.004 9 291 0.001 9 291 0.005 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.060 0.058 0.118
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It 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. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Friday 26/10/18 Page 15 i-Transport LLP 4 Lombard Street London Licence No: 236603
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL TOTAL RAIL PASSENGERS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS 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 9 291 0.001 9 291 0.005 9 291 0.006 08:00 - 09:00 9 291 0.000 9 291 0.003 9 291 0.003 09:00 - 10:00 9 291 0.000 9 291 0.002 9 291 0.002 10:00 - 11:00 9 291 0.000 9 291 0.002 9 291 0.002 11:00 - 12:00 9 291 0.000 9 291 0.002 9 291 0.002 12:00 - 13:00 9 291 0.000 9 291 0.002 9 291 0.002 13:00 - 14:00 9 291 0.001 9 291 0.001 9 291 0.002 14:00 - 15:00 9 291 0.001 9 291 0.000 9 291 0.001 15:00 - 16:00 9 291 0.004 9 291 0.000 9 291 0.004 16:00 - 17:00 9 291 0.002 9 291 0.000 9 291 0.002 17:00 - 18:00 9 291 0.005 9 291 0.000 9 291 0.005 18:00 - 19:00 9 291 0.002 9 291 0.000 9 291 0.002 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.016 0.017 0.033
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It 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. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Friday 26/10/18 Page 16 i-Transport LLP 4 Lombard Street London Licence No: 236603
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL COACH PASSENGERS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS 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 9 291 0.000 9 291 0.000 9 291 0.000 08:00 - 09:00 9 291 0.000 9 291 0.000 9 291 0.000 09:00 - 10:00 9 291 0.000 9 291 0.000 9 291 0.000 10:00 - 11:00 9 291 0.000 9 291 0.000 9 291 0.000 11:00 - 12:00 9 291 0.000 9 291 0.000 9 291 0.000 12:00 - 13:00 9 291 0.000 9 291 0.000 9 291 0.000 13:00 - 14:00 9 291 0.000 9 291 0.000 9 291 0.000 14:00 - 15:00 9 291 0.000 9 291 0.000 9 291 0.000 15:00 - 16:00 9 291 0.001 9 291 0.000 9 291 0.001 16:00 - 17:00 9 291 0.000 9 291 0.000 9 291 0.000 17:00 - 18:00 9 291 0.000 9 291 0.000 9 291 0.000 18:00 - 19:00 9 291 0.000 9 291 0.000 9 291 0.000 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.001 0.000 0.001
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It 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. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Friday 26/10/18 Page 17 i-Transport LLP 4 Lombard Street London Licence No: 236603
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL PUBLIC TRANSPORT USERS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS 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 9 291 0.001 9 291 0.016 9 291 0.017 08:00 - 09:00 9 291 0.000 9 291 0.019 9 291 0.019 09:00 - 10:00 9 291 0.001 9 291 0.011 9 291 0.012 10:00 - 11:00 9 291 0.002 9 291 0.004 9 291 0.006 11:00 - 12:00 9 291 0.001 9 291 0.005 9 291 0.006 12:00 - 13:00 9 291 0.003 9 291 0.004 9 291 0.007 13:00 - 14:00 9 291 0.005 9 291 0.004 9 291 0.009 14:00 - 15:00 9 291 0.005 9 291 0.003 9 291 0.008 15:00 - 16:00 9 291 0.021 9 291 0.004 9 291 0.025 16:00 - 17:00 9 291 0.015 9 291 0.005 9 291 0.020 17:00 - 18:00 9 291 0.016 9 291 0.001 9 291 0.017 18:00 - 19:00 9 291 0.006 9 291 0.001 9 291 0.007 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.076 0.077 0.153
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It 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. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Friday 26/10/18 Page 18 i-Transport LLP 4 Lombard Street London Licence No: 236603
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL TOTAL PEOPLE Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS 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 9 291 0.126 9 291 0.485 9 291 0.611 08:00 - 09:00 9 291 0.163 9 291 0.788 9 291 0.951 09:00 - 10:00 9 291 0.224 9 291 0.270 9 291 0.494 10:00 - 11:00 9 291 0.190 9 291 0.237 9 291 0.427 11:00 - 12:00 9 291 0.198 9 291 0.238 9 291 0.436 12:00 - 13:00 9 291 0.228 9 291 0.238 9 291 0.466 13:00 - 14:00 9 291 0.252 9 291 0.242 9 291 0.494 14:00 - 15:00 9 291 0.256 9 291 0.303 9 291 0.559 15:00 - 16:00 9 291 0.553 9 291 0.287 9 291 0.840 16:00 - 17:00 9 291 0.524 9 291 0.294 9 291 0.818 17:00 - 18:00 9 291 0.572 9 291 0.288 9 291 0.860 18:00 - 19:00 9 291 0.502 9 291 0.306 9 291 0.808 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 3.788 3.976 7.764
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It 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. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Friday 26/10/18 Page 19 i-Transport LLP 4 Lombard Street London Licence No: 236603
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL CARS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS 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 9 291 0.057 9 291 0.238 9 291 0.295 08:00 - 09:00 9 291 0.091 9 291 0.314 9 291 0.405 09:00 - 10:00 9 291 0.108 9 291 0.124 9 291 0.232 10:00 - 11:00 9 291 0.085 9 291 0.106 9 291 0.191 11:00 - 12:00 9 291 0.097 9 291 0.107 9 291 0.204 12:00 - 13:00 9 291 0.104 9 291 0.104 9 291 0.208 13:00 - 14:00 9 291 0.115 9 291 0.105 9 291 0.220 14:00 - 15:00 9 291 0.109 9 291 0.127 9 291 0.236 15:00 - 16:00 9 291 0.180 9 291 0.113 9 291 0.293 16:00 - 17:00 9 291 0.201 9 291 0.122 9 291 0.323 17:00 - 18:00 9 291 0.259 9 291 0.126 9 291 0.385 18:00 - 19:00 9 291 0.253 9 291 0.138 9 291 0.391 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 1.659 1.724 3.383
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It 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. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Friday 26/10/18 Page 20 i-Transport LLP 4 Lombard Street London Licence No: 236603
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL LGVS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS 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 9 291 0.022 9 291 0.031 9 291 0.053 08:00 - 09:00 9 291 0.019 9 291 0.023 9 291 0.042 09:00 - 10:00 9 291 0.023 9 291 0.017 9 291 0.040 10:00 - 11:00 9 291 0.017 9 291 0.020 9 291 0.037 11:00 - 12:00 9 291 0.020 9 291 0.025 9 291 0.045 12:00 - 13:00 9 291 0.023 9 291 0.020 9 291 0.043 13:00 - 14:00 9 291 0.024 9 291 0.028 9 291 0.052 14:00 - 15:00 9 291 0.018 9 291 0.024 9 291 0.042 15:00 - 16:00 9 291 0.024 9 291 0.024 9 291 0.048 16:00 - 17:00 9 291 0.018 9 291 0.017 9 291 0.035 17:00 - 18:00 9 291 0.034 9 291 0.015 9 291 0.049 18:00 - 19:00 9 291 0.019 9 291 0.014 9 291 0.033 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.261 0.258 0.519
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It 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. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Friday 26/10/18 Page 21 i-Transport LLP 4 Lombard Street London Licence No: 236603
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL MOTOR CYCLES Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS 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 9 291 0.000 9 291 0.002 9 291 0.002 08:00 - 09:00 9 291 0.000 9 291 0.002 9 291 0.002 09:00 - 10:00 9 291 0.000 9 291 0.000 9 291 0.000 10:00 - 11:00 9 291 0.001 9 291 0.000 9 291 0.001 11:00 - 12:00 9 291 0.000 9 291 0.000 9 291 0.000 12:00 - 13:00 9 291 0.000 9 291 0.001 9 291 0.001 13:00 - 14:00 9 291 0.000 9 291 0.000 9 291 0.000 14:00 - 15:00 9 291 0.001 9 291 0.001 9 291 0.002 15:00 - 16:00 9 291 0.001 9 291 0.000 9 291 0.001 16:00 - 17:00 9 291 0.002 9 291 0.001 9 291 0.003 17:00 - 18:00 9 291 0.003 9 291 0.001 9 291 0.004 18:00 - 19:00 9 291 0.001 9 291 0.001 9 291 0.002 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.009 0.009 0.018
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It 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. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Friday 26/10/18 Page 22 i-Transport LLP 4 Lombard Street London Licence No: 236603
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL Servicing Vehicles Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS 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 9 291 0.013 9 291 0.005 9 291 0.018 08:00 - 09:00 9 291 0.011 9 291 0.007 9 291 0.018 09:00 - 10:00 9 291 0.015 9 291 0.010 9 291 0.025 10:00 - 11:00 9 291 0.011 9 291 0.012 9 291 0.023 11:00 - 12:00 9 291 0.012 9 291 0.015 9 291 0.027 12:00 - 13:00 9 291 0.010 9 291 0.011 9 291 0.021 13:00 - 14:00 9 291 0.014 9 291 0.016 9 291 0.030 14:00 - 15:00 9 291 0.008 9 291 0.016 9 291 0.024 15:00 - 16:00 9 291 0.011 9 291 0.010 9 291 0.021 16:00 - 17:00 9 291 0.007 9 291 0.006 9 291 0.013 17:00 - 18:00 9 291 0.005 9 291 0.007 9 291 0.012 18:00 - 19:00 9 291 0.004 9 291 0.006 9 291 0.010 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.121 0.121 0.242
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It 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.
APPENDIX C. TRICS Report – Mixed Private/ Affordable Housing
TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Wednesday 31/10/18 Page 1 i-Transport LLP 4 Lombard Street London Licence No: 236603
Calculation Reference: AUDIT-236603-181031-1028 TRIP RATE CALCULATION SELECTION PARAMETERS:
Land Use : 03 - RESIDENTIAL Category : M - MIXED PRIVATE/AFFORDABLE HOUSING VEHICLES
Selected regions and areas: 02 SOUTH EAST HC HAMPSHIRE 2 days SC SURREY 1 days WS WEST SUSSEX 2 days
This section displays the number of survey days per TRICS® 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: 214 to 500 (units: ) Range Selected by User: 200 to 800 (units: )
Public Transport Provision: Selection by: Include all surveys
Date Range: 01/01/10 to 21/03/18
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 1 days Wednesday 3 days Thursday 1 days
This data displays the number of selected surveys by day of the week.
Selected survey types: Manual count 5 days Directional ATC Count 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: Suburban Area (PPS6 Out of Centre) 2 Edge of Town 3
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 4 No Sub Category 1
This data displays the number of surveys per location sub-category within the selected set. The location sub-categories consist of Commercial Zone, Industrial Zone, Development Zone, Residential Zone, Retail Zone, Built-Up Zone, Village, Out of Town, High Street and No Sub Category.
Secondary Filtering selection:
Use Class: C 3 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®. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Wednesday 31/10/18 Page 2 i-Transport LLP 4 Lombard Street London Licence No: 236603
Secondary Filtering selection (Cont.):
Population within 1 mile: 5,001 to 10,000 1 days 10,001 to 15,000 1 days 15,001 to 20,000 1 days 20,001 to 25,000 2 days
This data displays the number of selected surveys within stated 1-mile radii of population.
Population within 5 miles: 50,001 to 75,000 2 days 125,001 to 250,000 3 days
This data displays the number of selected surveys within stated 5-mile radii of population.
Car ownership within 5 miles: 0.6 to 1.0 1 days 1.1 to 1.5 3 days 1.6 to 2.0 1 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 5 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. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Wednesday 31/10/18 Page 3 i-Transport LLP 4 Lombard Street London Licence No: 236603
LIST OF SITES relevant to selection parameters
1 HC-03-M-06 HOUSES & FLATS HAMPSHIRE HUNTS POND ROAD NEAR FAREHAM TITCHFIELD Edge of Town Residential Zone Total Number of dwellings: 3 2 8 Survey date: WEDNESDAY 04/11/15 Survey Type: MANUAL 2 HC-03-M-07 MIXED HOUSES & FLATS HAMPSHIRE ALDERMASTON ROAD BASINGSTOKE
Edge of Town No Sub Category Total Number of dwellings: 2 3 6 Survey date: TUESDAY 21/03/17 Survey Type: MANUAL 3 SC-03-M-06 HOUSES & FLATS SURREY ST ANNE'S DRIVE REDHILL
Edge of Town Residential Zone Total Number of dwellings: 5 0 0 Survey date: WEDNESDAY 11/12/13 Survey Type: MANUAL 4 WS-03-M-04 HOUSES & FLATS WEST SUSSEX SUMMERSDALE ROAD CHICHESTER
Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 2 1 4 Survey date: THURSDAY 08/05/14 Survey Type: MANUAL 5 WS-03-M-16 MIXED FLATS & HOUSES WEST SUSSEX BROYLE ROAD CHICHESTER
Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 2 5 2 Survey date: WEDNESDAY 21/03/18 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.
MANUALLY DESELECTED SITES
Site Ref Reason for Deselection ES-03-M-11 >3km from a rail station SC-03-M-02 >3km from a rail station TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Wednesday 31/10/18 Page 4 i-Transport LLP 4 Lombard Street London Licence No: 236603
TRIP RATE for Land Use 03 - RESIDENTIAL/M - MIXED PRIVATE/AFFORDABLE HOUSING VEHICLES Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS 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 5 306 0.061 5 306 0.253 5 306 0.314 08:00 - 09:00 5 306 0.133 5 306 0.350 5 306 0.483 09:00 - 10:00 5 306 0.121 5 306 0.142 5 306 0.263 10:00 - 11:00 5 306 0.105 5 306 0.123 5 306 0.228 11:00 - 12:00 5 306 0.104 5 306 0.116 5 306 0.220 12:00 - 13:00 5 306 0.110 5 306 0.126 5 306 0.236 13:00 - 14:00 5 306 0.107 5 306 0.110 5 306 0.217 14:00 - 15:00 5 306 0.116 5 306 0.152 5 306 0.268 15:00 - 16:00 5 306 0.230 5 306 0.146 5 306 0.376 16:00 - 17:00 5 306 0.208 5 306 0.121 5 306 0.329 17:00 - 18:00 5 306 0.258 5 306 0.104 5 306 0.362 18:00 - 19:00 5 306 0.245 5 306 0.113 5 306 0.358 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 1.798 1.856 3.654
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It 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. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Wednesday 31/10/18 Page 5 i-Transport LLP 4 Lombard Street London Licence No: 236603
The survey data, graphs and all associated supporting information, contained within the TRICS Database are published by TRICS Consortium Limited ("the Company") and the Company claims copyright and database rights in this published work. The Company authorises those who possess a current TRICS licence to access the TRICS Database and copy the data contained within the TRICS Database for the licence holders' use only. Any resulting copy must retain all copyrights and other proprietary notices, and any disclaimer contained thereon.
The Company accepts no responsibility for loss which may arise from reliance on data contained in the TRICS Database. [No warranty of any kind, express or implied, is made as to the data contained in the TRICS Database.]
Parameter summary
Trip rate parameter range selected: 214 - 500 (units: ) Survey date date range: 01/01/10 - 21/03/18 Number of weekdays (Monday-Friday): 5 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 2 Surveys manually removed from selection: 2
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. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Wednesday 31/10/18 Page 6 i-Transport LLP 4 Lombard Street London Licence No: 236603
TRIP RATE for Land Use 03 - RESIDENTIAL/M - MIXED PRIVATE/AFFORDABLE HOUSING TAXIS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS 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 5 306 0.002 5 306 0.001 5 306 0.003 08:00 - 09:00 5 306 0.011 5 306 0.012 5 306 0.023 09:00 - 10:00 5 306 0.003 5 306 0.003 5 306 0.006 10:00 - 11:00 5 306 0.003 5 306 0.003 5 306 0.006 11:00 - 12:00 5 306 0.003 5 306 0.004 5 306 0.007 12:00 - 13:00 5 306 0.003 5 306 0.004 5 306 0.007 13:00 - 14:00 5 306 0.003 5 306 0.001 5 306 0.004 14:00 - 15:00 5 306 0.003 5 306 0.003 5 306 0.006 15:00 - 16:00 5 306 0.012 5 306 0.013 5 306 0.025 16:00 - 17:00 5 306 0.003 5 306 0.003 5 306 0.006 17:00 - 18:00 5 306 0.003 5 306 0.003 5 306 0.006 18:00 - 19:00 5 306 0.002 5 306 0.001 5 306 0.003 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.051 0.051 0.102
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It 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. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Wednesday 31/10/18 Page 7 i-Transport LLP 4 Lombard Street London Licence No: 236603
TRIP RATE for Land Use 03 - RESIDENTIAL/M - MIXED PRIVATE/AFFORDABLE HOUSING OGVS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS 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 5 306 0.000 5 306 0.000 5 306 0.000 08:00 - 09:00 5 306 0.001 5 306 0.000 5 306 0.001 09:00 - 10:00 5 306 0.001 5 306 0.002 5 306 0.003 10:00 - 11:00 5 306 0.001 5 306 0.001 5 306 0.002 11:00 - 12:00 5 306 0.001 5 306 0.002 5 306 0.003 12:00 - 13:00 5 306 0.001 5 306 0.001 5 306 0.002 13:00 - 14:00 5 306 0.000 5 306 0.001 5 306 0.001 14:00 - 15:00 5 306 0.003 5 306 0.003 5 306 0.006 15:00 - 16:00 5 306 0.000 5 306 0.000 5 306 0.000 16:00 - 17:00 5 306 0.000 5 306 0.000 5 306 0.000 17:00 - 18:00 5 306 0.000 5 306 0.000 5 306 0.000 18:00 - 19:00 5 306 0.000 5 306 0.000 5 306 0.000 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.008 0.010 0.018
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It 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. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Wednesday 31/10/18 Page 8 i-Transport LLP 4 Lombard Street London Licence No: 236603
TRIP RATE for Land Use 03 - RESIDENTIAL/M - MIXED PRIVATE/AFFORDABLE HOUSING CYCLISTS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS 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 5 306 0.004 5 306 0.019 5 306 0.023 08:00 - 09:00 5 306 0.005 5 306 0.020 5 306 0.025 09:00 - 10:00 5 306 0.007 5 306 0.010 5 306 0.017 10:00 - 11:00 5 306 0.005 5 306 0.003 5 306 0.008 11:00 - 12:00 5 306 0.003 5 306 0.004 5 306 0.007 12:00 - 13:00 5 306 0.005 5 306 0.005 5 306 0.010 13:00 - 14:00 5 306 0.008 5 306 0.008 5 306 0.016 14:00 - 15:00 5 306 0.005 5 306 0.005 5 306 0.010 15:00 - 16:00 5 306 0.011 5 306 0.004 5 306 0.015 16:00 - 17:00 5 306 0.009 5 306 0.005 5 306 0.014 17:00 - 18:00 5 306 0.019 5 306 0.009 5 306 0.028 18:00 - 19:00 5 306 0.008 5 306 0.003 5 306 0.011 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.089 0.095 0.184
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It 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. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Wednesday 31/10/18 Page 9 i-Transport LLP 4 Lombard Street London Licence No: 236603
TRIP RATE for Land Use 03 - RESIDENTIAL/M - MIXED PRIVATE/AFFORDABLE HOUSING CARS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS 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 5 306 0.048 5 306 0.225 5 306 0.273 08:00 - 09:00 5 306 0.102 5 306 0.320 5 306 0.422 09:00 - 10:00 5 306 0.101 5 306 0.125 5 306 0.226 10:00 - 11:00 5 306 0.084 5 306 0.100 5 306 0.184 11:00 - 12:00 5 306 0.084 5 306 0.092 5 306 0.176 12:00 - 13:00 5 306 0.090 5 306 0.110 5 306 0.200 13:00 - 14:00 5 306 0.093 5 306 0.097 5 306 0.190 14:00 - 15:00 5 306 0.099 5 306 0.131 5 306 0.230 15:00 - 16:00 5 306 0.201 5 306 0.116 5 306 0.317 16:00 - 17:00 5 306 0.188 5 306 0.101 5 306 0.289 17:00 - 18:00 5 306 0.233 5 306 0.092 5 306 0.325 18:00 - 19:00 5 306 0.230 5 306 0.106 5 306 0.336 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 1.553 1.615 3.168
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It 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. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Wednesday 31/10/18 Page 10 i-Transport LLP 4 Lombard Street London Licence No: 236603
TRIP RATE for Land Use 03 - RESIDENTIAL/M - MIXED PRIVATE/AFFORDABLE HOUSING LGVS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS 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 5 306 0.010 5 306 0.024 5 306 0.034 08:00 - 09:00 5 306 0.016 5 306 0.016 5 306 0.032 09:00 - 10:00 5 306 0.016 5 306 0.010 5 306 0.026 10:00 - 11:00 5 306 0.016 5 306 0.019 5 306 0.035 11:00 - 12:00 5 306 0.014 5 306 0.018 5 306 0.032 12:00 - 13:00 5 306 0.015 5 306 0.012 5 306 0.027 13:00 - 14:00 5 306 0.011 5 306 0.011 5 306 0.022 14:00 - 15:00 5 306 0.012 5 306 0.014 5 306 0.026 15:00 - 16:00 5 306 0.016 5 306 0.015 5 306 0.031 16:00 - 17:00 5 306 0.016 5 306 0.018 5 306 0.034 17:00 - 18:00 5 306 0.019 5 306 0.009 5 306 0.028 18:00 - 19:00 5 306 0.012 5 306 0.006 5 306 0.018 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.173 0.172 0.345
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It 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. TRICS 7.5.3 121018 B18.48 Database right of TRICS Consortium Limited, 2018. All rights reserved Wednesday 31/10/18 Page 11 i-Transport LLP 4 Lombard Street London Licence No: 236603
TRIP RATE for Land Use 03 - RESIDENTIAL/M - MIXED PRIVATE/AFFORDABLE HOUSING MOTOR CYCLES Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS 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 5 306 0.001 5 306 0.003 5 306 0.004 08:00 - 09:00 5 306 0.001 5 306 0.002 5 306 0.003 09:00 - 10:00 5 306 0.000 5 306 0.003 5 306 0.003 10:00 - 11:00 5 306 0.001 5 306 0.001 5 306 0.002 11:00 - 12:00 5 306 0.001 5 306 0.002 5 306 0.003 12:00 - 13:00 5 306 0.000 5 306 0.000 5 306 0.000 13:00 - 14:00 5 306 0.000 5 306 0.001 5 306 0.001 14:00 - 15:00 5 306 0.001 5 306 0.001 5 306 0.002 15:00 - 16:00 5 306 0.001 5 306 0.001 5 306 0.002 16:00 - 17:00 5 306 0.002 5 306 0.000 5 306 0.002 17:00 - 18:00 5 306 0.003 5 306 0.000 5 306 0.003 18:00 - 19:00 5 306 0.001 5 306 0.000 5 306 0.001 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.012 0.014 0.026
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It 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.
APPENDIX D. Gravity Model
Gravity Model
Destinations within 40 minute drive Time (Mins) Population P/T P/T^2 % of Total St Albans 20 21,164 1058 53 7.2% Hemel Hempstead 10 53,841 5384 538 73.6% Watford 30 16,401 547 18 2.5% Luton 35 23,274 665 19 2.6% Hatfield 40 28,055 701 18 2.4% Berkhamstead 18 18,015 1001 56 7.6% Harpenden 30 15,434 514 17 2.3% Tring 20 5,078 254 13 1.7% 181,262 10124.5 731.5 100.0%
APPENDIX E. Combined Residential Distribution
Combined Distribution and Assignment - AM
Destination Work Trips Non-Work Trips Combined Watford (Central) 5% 2% 6% E02004877 : Dacorum 022 Kings Langley 2% 2% E02004868 : Dacorum 013 Maylands 2% 2% St Albans 2% 4% 6% E02004870 : Dacorum 015 Hemel Hempstead 2% 45% 47%
E02004873 : Dacorum 018 Apsley 1% 1% Hillingdon 1% 1% E02004956 : Three Rivers 001 Abbots Langley 1% 1% Harrow 1% 1% E02004876 : Dacorum 021 Bovingdon/Chipperfield 1% 1%
Hatfield 1% 1% 2%
E02004957 : Three Rivers 002 Warner Bros. Studios Leavesden 1% 1% North Watford 1% 1% Slough 1% 1% Bushey 1% 1% Welwyn 1% 1% Aylesbury Vale 1% 1% E02004958 : Three Rivers 003 Chandler's Cross 0% 0% E02004864 : Dacorum 009 Berkhamsted 0% 5% 5% E02004905 : Hertsmere 010 Elstree 0% 0% E02004959 : Three Rivers 004 Royal Masonic School for Girls 0% 0% Chiltern Chesham and North of Chesham 0% 0% E02004943 : St Albans 020 Bricket Wood 0% 0% E02004961 : Three Rivers 006 Croxley Green 0% 0% E02004966 : Three Rivers 011 Batchwood 0% 0% E02004872 : Dacorum 017 Leverstock Green 0% 0% E02004962 : Three Rivers 007 Rickmansworth 0% 0% Edgeware 0% 0% Brent 0% 0% E02004874 : Dacorum 019 Jarman Park 0% 0% E02004875 : Dacorum 020 Nash Mills 0% 0% Westminster 0% 0% E02003278 : Luton 021 Capability Green business Park 0% 0% Ealing 0% 0% Chiltern South of Amersham 0% 0% Milton Keynes 0% 0% Stevenage 0% 0% Gerrards Cross 0% 0% High Wycombe 0% 0% Leighton Buzzard 0% 0% E02004869 : Dacorum 014 Berkhamsted 0% 0% Borehamwood 0% 0% Hounslow 0% 0% E02004857 : Dacorum 002 Tring 0% 1% 1% E02004862 : Dacorum 007 Grovehill 0% 0% E02004863 : Dacorum 008 Highfield 0% 0% E02004865 : Dacorum 010 Gadebridge 0% 0% E02004903 : Hertsmere 008 Berrygrove 0% 0% Harpenden 0% 1% 2% E02004929 : St Albans 006 Redbourn 0% 0% E02004964 : Three Rivers 009 Maple Cross 0% 0% Runnymede 0% 0% Broxbourne 0% 0% E02004861 : Dacorum 006 Northchurch 0% 0% E02004867 : Dacorum 012 Berkhamsted 0% 0% E02004930 : St Albans 007 Sandridge 0% 0% E02004960 : Three Rivers 005 Chorleywood 0% 0% Harringey 0% 0% North Finchley 0% 0% E02004896 : Hertsmere 001 Potters Bar 0% 0% Baldock 0% 0% E02004942 : St Albans 019 Ventura Park 0% 0% E02004968 : Watford 001 Woodside Stadium 0% 0% Garston 0% 0% Windsor and Maidenhead 0% 0% E02003688 : South Bucks 001 Beaconsfield/Maidenhead 0% 0% E02003694 : South Bucks 007 Beaconsfield/Maidenhead 0% 0% E02003637 : Central Bedfordshire 019 Toddington 0% 0% E02003271 : Luton 014 London Luton Airport 0% 0% Brentwood 0% 0% Harlow 0% 0% E02004856 : Dacorum 001 Great Gaddesden 0% 0% E02004859 : Dacorum 004 Wigginton 0% 0% E02004866 : Dacorum 011 Warners End 0% 0% E02004899 : Hertsmere 004 Shenley 0% 0% E02004900 : Hertsmere 005 Radlett 0% 0% E02004920 : North Hertfordshire 012 Hitchin 0% 0% Camden 0% 0% Islington 0% 0% Mill Hill (Barnet) 0% 0% Bracknell Forest 0% 0% Wokingham 0% 0% Mole Valley 0% 0% Newcastle upon Tyne 0% 0% Northampton 0% 0% Sandwell 0% 0% E02003644 : Central Bedfordshire 026 Houghton Regis 0% 0% E02003275 : Luton 018 Luton Railway Station 0% 2% 2% E02004534 : Epping Forest 008 Waltham Abbey 0% 0% E02004858 : Dacorum 003 Tring 0% 0% E02004871 : Dacorum 016 Chaulden 0% 0% E02004993 : Welwyn Hatfield 014 Welham Green 0% 0% Hackney 0% 0% Hammersmith and Fulham 0% 0% Lewisham 0% 0% Barking and Dagenham 0% 0% E02000059 : Barnet 036 West Hendon 0% 0% E02000062 : Barnet 039 Brent Cross 0% 0% Richmond upon Thames 0% 0% Sutton 0% 0% West Berkshire 0% 0% Surrey Heath 0% 0% Wiltshire 0% 0% Manchester 0% 0% Sefton 0% 0% Blaby 0% 0% North West Leicestershire 0% 0% South Northamptonshire 0% 0% Wellingborough 0% 0% E02003604 : Central Bedfordshire 006 Biggleswade 0% 0% E02003605 : Central Bedfordshire 007 Cranfield 0% 0% E02003607 : Central Bedfordshire 009 Millbrook Technology Park 0% 0% E02003647 : Central Bedfordshire 029 Dunstable 0% 0% E02003650 : Central Bedfordshire 032 Whipsnade 0% 0% E02003651 : Central Bedfordshire 033 Caddington 0% 0% E02003261 : Luton 004 Warden Hill 0% 0% E02003264 : Luton 007 Barnfield College 0% 0% E02003265 : Luton 008 Butterfield Business Park 0% 0% E02003268 : Luton 011 Challney High School 0% 0% E02003269 : Luton 012 Stopsley High School 0% 0% E02003276 : Luton 019 Dallow Downs 0% 0% E02003277 : Luton 020 Farley Hill 0% 0% Thurrock 0% 0% Chelmsford 0% 0% E02004535 : Epping Forest 009 Waltham Abbey 0% 0% E02004538 : Epping Forest 012 Loughton 0% 0% E02004894 : East Hertfordshire 017 Hornsmill 0% 0% E02004910 : North Hertfordshire 002 Royston 0% 0% E02004923 : North Hertfordshire 015 Knebworth 0% 0% E02004941 : St Albans 018 London Colney 0% 0% E02004965 : Three Rivers 010 Carpenders Park 0% 0% E02004967 : Three Rivers 012 Carpenders Park 0% 0% E02004995 : Welwyn Hatfield 016 Cuffley 0% 0% Kensington and Chelsea 0% 0% Lambeth 0% 0% Southwark 0% 0% Tower Hamlets 0% 0% Wandsworth 0% 0% E02000024 : Barnet 001 High Barnet 0% 0% E02000031 : Barnet 008 Whetstone 0% 0% E02000033 : Barnet 010 Brunswick Park 0% 0% E02000037 : Barnet 014 Edgwarebury Park 0% 0% E02000038 : Barnet 015 Friern Barnet 0% 0% E02000051 : Barnet 028 East Finchley 0% 0% E02000056 : Barnet 033 Hampstead Garden Suburb 0% 0% E02000061 : Barnet 038 Golders Green 0% 0% E02000279 : Enfield 003 Enfield Lock 0% 0% E02000280 : Enfield 004 Crews Hill 0% 0% E02000285 : Enfield 009 Enfield 0% 0% E02000287 : Enfield 011 Hadley Wood 0% 0% E02000309 : Enfield 033 Edmonton 0% 0% Havering 0% 0% Merton 0% 0% Portsmouth 0% 0% Reading 0% 0% Chiltern Great Missenden 0% 0% Eastbourne 0% 0% Hastings 0% 0% East Hampshire 0% 0% Eastleigh 0% 0% Hart 0% 0% Dartford 0% 0% E02005959 : South Oxfordshire 002 Stanton St John 0% 0% E02005969 : South Oxfordshire 012 Wallingford 0% 0% E02005970 : South Oxfordshire 013 Didcot 0% 0% Vale of White Horse 0% 0% Elmbridge 0% 0% Guildford 0% 0% Spelthorne 0% 0% Crawley 0% 0% Mid Sussex 0% 0% Bath and North East Somerset 0% 0% Poole 0% 0% South Gloucestershire 0% 0% Sedgemoor 0% 0% Total 39% 61% 100% Combined Distribution and Assignment - PM
Destination Work Trips Non-Work Trips Combined Watford (Central) 5% 1% 7% E02004877 : Dacorum 022 Kings Langley 3% 3% E02004868 : Dacorum 013 Maylands 3% 3% St Albans 2% 4% 6% E02004870 : Dacorum 015 Hemel Hempstead 2% 40% 42%
E02004873 : Dacorum 018 Apsley 2% 2% Hillingdon 1% 1% E02004956 : Three Rivers 001 Abbots Langley 1% 1% Harrow 1% 1% E02004876 : Dacorum 021 Bovingdon/Chipperfield 1% 1%
Hatfield 1% 1% 2%
E02004957 : Three Rivers 002 Warner Bros. Studios Leavesden 1% 1% North Watford 1% 1% Slough 1% 1% Bushey 1% 1% Welwyn 1% 1% Aylesbury Vale 1% 1% E02004958 : Three Rivers 003 Chandler's Cross 1% 1% E02004864 : Dacorum 009 Berkhamsted 1% 4% 5% E02004905 : Hertsmere 010 Elstree 1% 1% E02004959 : Three Rivers 004 Royal Masonic School for Girls 0% 0% Chiltern Chesham and North of Chesham 0% 0% E02004943 : St Albans 020 Bricket Wood 0% 0% E02004961 : Three Rivers 006 Croxley Green 0% 0% E02004966 : Three Rivers 011 Batchwood 0% 0% E02004872 : Dacorum 017 Leverstock Green 0% 0% E02004962 : Three Rivers 007 Rickmansworth 0% 0% Edgeware 0% 0% Brent 0% 0% E02004874 : Dacorum 019 Jarman Park 0% 0% E02004875 : Dacorum 020 Nash Mills 0% 0% Westminster 0% 0% E02003278 : Luton 021 Capability Green business Park 0% 0% Ealing 0% 0% Chiltern South of Amersham 0% 0% Milton Keynes 0% 0% Stevenage 0% 0% Gerrards Cross 0% 0% High Wycombe 0% 0% Leighton Buzzard 0% 0% E02004869 : Dacorum 014 Berkhamsted 0% 0% Borehamwood 0% 0% Hounslow 0% 0% E02004857 : Dacorum 002 Tring 0% 1% 1% E02004862 : Dacorum 007 Grovehill 0% 0% E02004863 : Dacorum 008 Highfield 0% 0% E02004865 : Dacorum 010 Gadebridge 0% 0% E02004903 : Hertsmere 008 Berrygrove 0% 0% Harpenden 0% 1% 1% E02004929 : St Albans 006 Redbourn 0% 0% E02004964 : Three Rivers 009 Maple Cross 0% 0% Runnymede 0% 0% Broxbourne 0% 0% E02004861 : Dacorum 006 Northchurch 0% 0% E02004867 : Dacorum 012 Berkhamsted 0% 0% E02004930 : St Albans 007 Sandridge 0% 0% E02004960 : Three Rivers 005 Chorleywood 0% 0% Harringey 0% 0% North Finchley 0% 0% E02004896 : Hertsmere 001 Potters Bar 0% 0% Baldock 0% 0% E02004942 : St Albans 019 Ventura Park 0% 0% E02004968 : Watford 001 Woodside Stadium 0% 0% Garston 0% 0% Windsor and Maidenhead 0% 0% E02003688 : South Bucks 001 Beaconsfield/Maidenhead 0% 0% E02003694 : South Bucks 007 Beaconsfield/Maidenhead 0% 0% E02003637 : Central Bedfordshire 019 Toddington 0% 0% E02003271 : Luton 014 London Luton Airport 0% 0% Brentwood 0% 0% Harlow 0% 0% E02004856 : Dacorum 001 Great Gaddesden 0% 0% E02004859 : Dacorum 004 Wigginton 0% 0% E02004866 : Dacorum 011 Warners End 0% 0% E02004899 : Hertsmere 004 Shenley 0% 0% E02004900 : Hertsmere 005 Radlett 0% 0% E02004920 : North Hertfordshire 012 Hitchin 0% 0% Camden 0% 0% Islington 0% 0% Mill Hill (Barnet) 0% 0% Bracknell Forest 0% 0% Wokingham 0% 0% Mole Valley 0% 0% Newcastle upon Tyne 0% 0% Northampton 0% 0% Sandwell 0% 0% E02003644 : Central Bedfordshire 026 Houghton Regis 0% 0% E02003275 : Luton 018 Luton Railway Station 0% 1% 1% E02004534 : Epping Forest 008 Waltham Abbey 0% 0% E02004858 : Dacorum 003 Tring 0% 0% E02004871 : Dacorum 016 Chaulden 0% 0% E02004993 : Welwyn Hatfield 014 Welham Green 0% 0% Hackney 0% 0% Hammersmith and Fulham 0% 0% Lewisham 0% 0% Barking and Dagenham 0% 0% E02000059 : Barnet 036 West Hendon 0% 0% E02000062 : Barnet 039 Brent Cross 0% 0% Richmond upon Thames 0% 0% Sutton 0% 0% West Berkshire 0% 0% Surrey Heath 0% 0% Wiltshire 0% 0% Manchester 0% 0% Sefton 0% 0% Blaby 0% 0% North West Leicestershire 0% 0% South Northamptonshire 0% 0% Wellingborough 0% 0% E02003604 : Central Bedfordshire 006 Biggleswade 0% 0% E02003605 : Central Bedfordshire 007 Cranfield 0% 0% E02003607 : Central Bedfordshire 009 Millbrook Technology Park 0% 0% E02003647 : Central Bedfordshire 029 Dunstable 0% 0% E02003650 : Central Bedfordshire 032 Whipsnade 0% 0% E02003651 : Central Bedfordshire 033 Caddington 0% 0% E02003261 : Luton 004 Warden Hill 0% 0% E02003264 : Luton 007 Barnfield College 0% 0% E02003265 : Luton 008 Butterfield Business Park 0% 0% E02003268 : Luton 011 Challney High School 0% 0% E02003269 : Luton 012 Stopsley High School 0% 0% E02003276 : Luton 019 Dallow Downs 0% 0% E02003277 : Luton 020 Farley Hill 0% 0% Thurrock 0% 0% Chelmsford 0% 0% E02004535 : Epping Forest 009 Waltham Abbey 0% 0% E02004538 : Epping Forest 012 Loughton 0% 0% E02004894 : East Hertfordshire 017 Hornsmill 0% 0% E02004910 : North Hertfordshire 002 Royston 0% 0% E02004923 : North Hertfordshire 015 Knebworth 0% 0% E02004941 : St Albans 018 London Colney 0% 0% E02004965 : Three Rivers 010 Carpenders Park 0% 0% E02004967 : Three Rivers 012 Carpenders Park 0% 0% E02004995 : Welwyn Hatfield 016 Cuffley 0% 0% Kensington and Chelsea 0% 0% Lambeth 0% 0% Southwark 0% 0% Tower Hamlets 0% 0% Wandsworth 0% 0% E02000024 : Barnet 001 High Barnet 0% 0% E02000031 : Barnet 008 Whetstone 0% 0% E02000033 : Barnet 010 Brunswick Park 0% 0% E02000037 : Barnet 014 Edgwarebury Park 0% 0% E02000038 : Barnet 015 Friern Barnet 0% 0% E02000051 : Barnet 028 East Finchley 0% 0% E02000056 : Barnet 033 Hampstead Garden Suburb 0% 0% E02000061 : Barnet 038 Golders Green 0% 0% E02000279 : Enfield 003 Enfield Lock 0% 0% E02000280 : Enfield 004 Crews Hill 0% 0% E02000285 : Enfield 009 Enfield 0% 0% E02000287 : Enfield 011 Hadley Wood 0% 0% E02000309 : Enfield 033 Edmonton 0% 0% Havering 0% 0% Merton 0% 0% Portsmouth 0% 0% Reading 0% 0% Chiltern Great Missenden 0% 0% Eastbourne 0% 0% Hastings 0% 0% East Hampshire 0% 0% Eastleigh 0% 0% Hart 0% 0% Dartford 0% 0% E02005959 : South Oxfordshire 002 Stanton St John 0% 0% E02005969 : South Oxfordshire 012 Wallingford 0% 0% E02005970 : South Oxfordshire 013 Didcot 0% 0% Vale of White Horse 0% 0% Elmbridge 0% 0% Guildford 0% 0% Spelthorne 0% 0% Crawley 0% 0% Mid Sussex 0% 0% Bath and North East Somerset 0% 0% Poole 0% 0% South Gloucestershire 0% 0% Sedgemoor 0% 0% Total 45% 55% 100%
APPENDIX F. Residential Assignment
Combined Distribution and Assignment - AM
Destination Work Trips Non-Work Trips Combined Routes Watford (Central) 5% 2% 6% 100% 6% A4251 (SB) A4251 (SB) A4251 (SB) A41 (S) - - - E02004877 : Dacorum 022 Kings Langley 2% 2% 100% 2% A4251 (SB) A4251 (SB) A4251 (SB) - - - - E02004868 : Dacorum 013 Maylands 2% 2% 100% 2% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (N) Belswains Lane Barnacres Road A414 (E) St Albans 2% 4% 6% 100% 6% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (N) Bunkers Lane A4147 (E) - E02004870 : Dacorum 015 Hemel Hempstead 2% 45% 47% 50% 23% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (N) Belswains Lane Belswains Lane St Albans Hill 50% 23% A4251 (NB) A414 (E) A414 (E) X E02004873 : Dacorum 018 Apsley 1% 1% 100% 1% A4251 (NB) X X X Hillingdon 1% 1% 100% 1% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02004956 : Three Rivers 001 Abbots Langley 1% 1% 100% 1% A4251 (SB) A4251 (SB) A4251 (SB) X-E - - - Harrow 1% 1% 100% 1% A4251 (SB) A4251 (SB) A4251 (SB) A41 (S) - - - E02004876 : Dacorum 021 Bovingdon/Chipperfield 1% 1% 50% 0% A4251 (NB) A4251 (NB) B4505 X 50% 0% A4251 (SB) Rucklers Lane X-N - - - - Hatfield 1% 1% 2% 33% 1% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (N) Belswains Lane Barnacres Road A414 (E) 33% 1% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (N) Bunkers Lane A4147 (E) - 33% 1% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004957 : Three Rivers 002 Warner Bros. Studios Leavesden 1% 1% 100% 1% A4251 (SB) A4251 (SB) A4251 (SB) A41 (S) - - - North Watford 1% 1% 100% 1% A4251 (SB) A4251 (SB) A4251 (SB) A41 (S) - - - Slough 1% 1% 100% 1% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Bushey 1% 1% 100% 1% A4251 (SB) A4251 (SB) A4251 (SB) A41 (S) - - - Welwyn 1% 1% 100% 1% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (N) Bunkers Lane A4147 (E) - Aylesbury Vale 1% 1% 100% 1% A4251 (NB) A414 (W) A41 (W) X E02004958 : Three Rivers 003 Chandler's Cross 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) A41 (S) - - - E02004864 : Dacorum 009 Berkhamsted 0% 5% 5% 100% 5% A4251 (NB) A414 (W) A41 (W) X E02004905 : Hertsmere 010 Elstree 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) A41 (S) - - - E02004959 : Three Rivers 004 Royal Masonic School for Girls 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Chiltern Chesham and North of Chesham 0% 0% 100% 0% A4251 (NB) A414 (W) A41 (W) X E02004943 : St Albans 020 Bricket Wood 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004961 : Three Rivers 006 Croxley Green 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02004966 : Three Rivers 011 Batchwood 0% 0% 100% 0% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (N) Bunkers Lane A4147 (E) - E02004872 : Dacorum 017 Leverstock Green 0% 0% 100% 0% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (N) Belswains Lane Barnacres Road - E02004962 : Three Rivers 007 Rickmansworth 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Edgeware 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Brent 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004874 : Dacorum 019 Jarman Park 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) X E02004875 : Dacorum 020 Nash Mills 0% 0% 100% 0% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (S) - - - Westminster 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02003278 : Luton 021 Capability Green business Park 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) Ealing 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Chiltern South of Amersham 0% 0% 100% 0% A4251 (NB) A4251 (NB) B4505 X Milton Keynes 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) Stevenage 0% 0% 100% 0% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (N) Bunkers Lane A4147 (E) - Gerrards Cross 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - High Wycombe 0% 0% 100% 0% A4251 (NB) A414 (W) A41 (W) X Leighton Buzzard 0% 0% 100% 0% A4251 (NB) A414 (E) A4146 X E02004869 : Dacorum 014 Berkhamsted 0% 0% 100% 0% A4251 (NB) A414 (W) A41 (W) X Borehamwood 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Hounslow 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02004857 : Dacorum 002 Tring 0% 1% 1% 100% 1% A4251 (NB) A414 (W) A41 (W) X E02004862 : Dacorum 007 Grovehill 0% 0% 100% 0% A4251 (NB) A414 (E) A4146 X E02004863 : Dacorum 008 Highfield 0% 0% 100% 0% A4251 (NB) A414 (E) A4146 X E02004865 : Dacorum 010 Gadebridge 0% 0% 100% 0% A4251 (NB) A414 (E) A4146 X E02004903 : Hertsmere 008 Berrygrove 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) A41 (S) - - - Harpenden 0% 1% 2% 100% 2% A4251 (NB) A414 (E) A4146 X E02004929 : St Albans 006 Redbourn 0% 0% 100% 0% A4251 (NB) A414 (E) A4146 X E02004964 : Three Rivers 009 Maple Cross 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Runnymede 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Broxbourne 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004861 : Dacorum 006 Northchurch 0% 0% 100% 0% A4251 (NB) A414 (W) A41 (W) X E02004867 : Dacorum 012 Berkhamsted 0% 0% 100% 0% A4251 (NB) A414 (W) A41 (W) X E02004930 : St Albans 007 Sandridge 0% 0% 100% 0% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (N) Bunkers Lane A4147 (E) - E02004960 : Three Rivers 005 Chorleywood 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Harringey 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - North Finchley 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004896 : Hertsmere 001 Potters Bar 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Baldock 0% 0% 100% 0% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (N) Bunkers Lane A4147 (E) - E02004942 : St Albans 019 Ventura Park 0% 0% 100% 0% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (N) Bunkers Lane A4147 (E) - E02004968 : Watford 001 Woodside Stadium 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) A41 (S) - - - Garston 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) A41 (S) - - - Windsor and Maidenhead 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02003688 : South Bucks 001 Beaconsfield/Maidenhead 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02003694 : South Bucks 007 Beaconsfield/Maidenhead 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02003637 : Central Bedfordshire 019 Toddington 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003271 : Luton 014 London Luton Airport 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) Brentwood 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Harlow 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004856 : Dacorum 001 Great Gaddesden 0% 0% 100% 0% A4251 (NB) A414 (E) X X E02004859 : Dacorum 004 Wigginton 0% 0% 100% 0% A4251 (NB) A414 (W) A41 (W) X E02004866 : Dacorum 011 Warners End 0% 0% 100% 0% A4251 (NB) A4251 (NB) X X E02004899 : Hertsmere 004 Shenley 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004900 : Hertsmere 005 Radlett 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004920 : North Hertfordshire 012 Hitchin 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) Camden 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Islington 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Mill Hill (Barnet) 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Bracknell Forest 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Wokingham 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Mole Valley 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Newcastle upon Tyne 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) Northampton 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) Sandwell 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003644 : Central Bedfordshire 026 Houghton Regis 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003275 : Luton 018 Luton Railway Station 0% 2% 2% 100% 2% A4251 (NB) A414 (E) A414 (E) M1 (N) E02004534 : Epping Forest 008 Waltham Abbey 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004858 : Dacorum 003 Tring 0% 0% 100% 0% A4251 (NB) A414 (W) A41 (W) X E02004871 : Dacorum 016 Chaulden 0% 0% 100% 0% A4251 (NB) A4251 (NB) X X E02004993 : Welwyn Hatfield 014 Welham Green 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Hackney 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Hammersmith and Fulham 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Lewisham 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Barking and Dagenham 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02000059 : Barnet 036 West Hendon 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000062 : Barnet 039 Brent Cross 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Richmond upon Thames 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Sutton 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - West Berkshire 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Surrey Heath 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Wiltshire 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Manchester 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) Sefton 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) Blaby 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) North West Leicestershire 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) South Northamptonshire 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) Wellingborough 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003604 : Central Bedfordshire 006 Biggleswade 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003605 : Central Bedfordshire 007 Cranfield 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003607 : Central Bedfordshire 009 Millbrook Technology Park 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003647 : Central Bedfordshire 029 Dunstable 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003650 : Central Bedfordshire 032 Whipsnade 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003651 : Central Bedfordshire 033 Caddington 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003261 : Luton 004 Warden Hill 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003264 : Luton 007 Barnfield College 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003265 : Luton 008 Butterfield Business Park 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003268 : Luton 011 Challney High School 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003269 : Luton 012 Stopsley High School 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003276 : Luton 019 Dallow Downs 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003277 : Luton 020 Farley Hill 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) Thurrock 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Chelmsford 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004535 : Epping Forest 009 Waltham Abbey 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004538 : Epping Forest 012 Loughton 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004894 : East Hertfordshire 017 Hornsmill 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004910 : North Hertfordshire 002 Royston 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004923 : North Hertfordshire 015 Knebworth 0% 0% 100% 0% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (N) Bunkers Lane A4147 (E) - E02004941 : St Albans 018 London Colney 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004965 : Three Rivers 010 Carpenders Park 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) A41 (S) - - - E02004967 : Three Rivers 012 Carpenders Park 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) A41 (S) - - - E02004995 : Welwyn Hatfield 016 Cuffley 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Kensington and Chelsea 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Lambeth 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Southwark 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Tower Hamlets 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Wandsworth 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000024 : Barnet 001 High Barnet 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000031 : Barnet 008 Whetstone 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000033 : Barnet 010 Brunswick Park 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000037 : Barnet 014 Edgwarebury Park 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000038 : Barnet 015 Friern Barnet 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000051 : Barnet 028 East Finchley 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000056 : Barnet 033 Hampstead Garden Suburb 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000061 : Barnet 038 Golders Green 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000279 : Enfield 003 Enfield Lock 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000280 : Enfield 004 Crews Hill 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000285 : Enfield 009 Enfield 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000287 : Enfield 011 Hadley Wood 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000309 : Enfield 033 Edmonton 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Havering 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Merton 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Portsmouth 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Reading 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Chiltern Great Missenden 0% 0% 100% 0% A4251 (NB) A414 (W) A41 (W) X Eastbourne 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Hastings 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - East Hampshire 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Eastleigh 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Hart 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Dartford 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02005959 : South Oxfordshire 002 Stanton St John 0% 0% 100% 0% A4251 (NB) A414 (W) A41 (W) X E02005969 : South Oxfordshire 012 Wallingford 0% 0% 100% 0% A4251 (NB) A414 (W) A41 (W) X E02005970 : South Oxfordshire 013 Didcot 0% 0% 100% 0% A4251 (NB) A414 (W) A41 (W) X Vale of White Horse 0% 0% 100% 0% A4251 (NB) A414 (W) A41 (W) X Elmbridge 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Guildford 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Spelthorne 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Crawley 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Mid Sussex 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Bath and North East Somerset 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Poole 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - South Gloucestershire 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Sedgemoor 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Combined Distribution and Assignment - PM
Destination Work Trips Non-Work Trips Combined Routes Watford (Central) 5% 1% 7% 100% 7% A4251 (SB) A4251 (SB) A4251 (SB) A41 (S) - - - E02004877 : Dacorum 022 Kings Langley 3% 3% 100% 3% A4251 (SB) A4251 (SB) A4251 (SB) - - - - E02004868 : Dacorum 013 Maylands 3% 3% 100% 3% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (N) Belswains Lane Barnacres Road A414 (E) St Albans 2% 4% 6% 100% 6% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (N) Bunkers Lane A4147 (E) - E02004870 : Dacorum 015 Hemel Hempstead 2% 40% 42% 50% 21% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (N) Belswains Lane Belswains Lane St Albans Hill 50% 21% A4251 (NB) A414 (E) A414 (E) X E02004873 : Dacorum 018 Apsley 2% 2% 100% 2% A4251 (NB) X X X Hillingdon 1% 1% 100% 1% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02004956 : Three Rivers 001 Abbots Langley 1% 1% 100% 1% A4251 (SB) A4251 (SB) A4251 (SB) X-E - - - Harrow 1% 1% 100% 1% A4251 (SB) A4251 (SB) A4251 (SB) A41 (S) - - - E02004876 : Dacorum 021 Bovingdon/Chipperfield 1% 1% 50% 0% A4251 (NB) A4251 (NB) B4505 X 50% 0% A4251 (SB) Rucklers Lane X-N - - - - Hatfield 1% 1% 2% 33% 1% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (N) Belswains Lane Barnacres Road A414 (E) 33% 1% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (N) Bunkers Lane A4147 (E) - 33% 1% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004957 : Three Rivers 002 Warner Bros. Studios Leavesden 1% 1% 100% 1% A4251 (SB) A4251 (SB) A4251 (SB) A41 (S) - - - North Watford 1% 1% 100% 1% A4251 (SB) A4251 (SB) A4251 (SB) A41 (S) - - - Slough 1% 1% 100% 1% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Bushey 1% 1% 100% 1% A4251 (SB) A4251 (SB) A4251 (SB) A41 (S) - - - Welwyn 1% 1% 100% 1% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (N) Bunkers Lane A4147 (E) - Aylesbury Vale 1% 1% 100% 1% A4251 (NB) A414 (W) A41 (W) X E02004958 : Three Rivers 003 Chandler's Cross 1% 1% 100% 1% A4251 (SB) A4251 (SB) A4251 (SB) A41 (S) - - - E02004864 : Dacorum 009 Berkhamsted 1% 4% 5% 100% 5% A4251 (NB) A414 (W) A41 (W) X E02004905 : Hertsmere 010 Elstree 1% 1% 100% 1% A4251 (SB) A4251 (SB) A4251 (SB) A41 (S) - - - E02004959 : Three Rivers 004 Royal Masonic School for Girls 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Chiltern Chesham and North of Chesham 0% 0% 100% 0% A4251 (NB) A414 (W) A41 (W) X E02004943 : St Albans 020 Bricket Wood 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004961 : Three Rivers 006 Croxley Green 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02004966 : Three Rivers 011 Batchwood 0% 0% 100% 0% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (N) Bunkers Lane A4147 (E) - E02004872 : Dacorum 017 Leverstock Green 0% 0% 100% 0% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (N) Belswains Lane Barnacres Road - E02004962 : Three Rivers 007 Rickmansworth 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Edgeware 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Brent 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004874 : Dacorum 019 Jarman Park 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) X E02004875 : Dacorum 020 Nash Mills 0% 0% 100% 0% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (S) - - - Westminster 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02003278 : Luton 021 Capability Green business Park 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) Ealing 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Chiltern South of Amersham 0% 0% 100% 0% A4251 (NB) A4251 (NB) B4505 X Milton Keynes 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) Stevenage 0% 0% 100% 0% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (N) Bunkers Lane A4147 (E) - Gerrards Cross 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - High Wycombe 0% 0% 100% 0% A4251 (NB) A414 (W) A41 (W) X Leighton Buzzard 0% 0% 100% 0% A4251 (NB) A414 (E) A4146 X E02004869 : Dacorum 014 Berkhamsted 0% 0% 100% 0% A4251 (NB) A414 (W) A41 (W) X Borehamwood 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Hounslow 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02004857 : Dacorum 002 Tring 0% 1% 1% 100% 1% A4251 (NB) A414 (W) A41 (W) X E02004862 : Dacorum 007 Grovehill 0% 0% 100% 0% A4251 (NB) A414 (E) A4146 X E02004863 : Dacorum 008 Highfield 0% 0% 100% 0% A4251 (NB) A414 (E) A4146 X E02004865 : Dacorum 010 Gadebridge 0% 0% 100% 0% A4251 (NB) A414 (E) A4146 X E02004903 : Hertsmere 008 Berrygrove 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) A41 (S) - - - Harpenden 0% 1% 1% 100% 1% A4251 (NB) A414 (E) A4146 X E02004929 : St Albans 006 Redbourn 0% 0% 100% 0% A4251 (NB) A414 (E) A4146 X E02004964 : Three Rivers 009 Maple Cross 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Runnymede 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Broxbourne 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004861 : Dacorum 006 Northchurch 0% 0% 100% 0% A4251 (NB) A414 (W) A41 (W) X E02004867 : Dacorum 012 Berkhamsted 0% 0% 100% 0% A4251 (NB) A414 (W) A41 (W) X E02004930 : St Albans 007 Sandridge 0% 0% 100% 0% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (N) Bunkers Lane A4147 (E) - E02004960 : Three Rivers 005 Chorleywood 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Harringey 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - North Finchley 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004896 : Hertsmere 001 Potters Bar 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Baldock 0% 0% 100% 0% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (N) Bunkers Lane A4147 (E) - E02004942 : St Albans 019 Ventura Park 0% 0% 100% 0% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (N) Bunkers Lane A4147 (E) - E02004968 : Watford 001 Woodside Stadium 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) A41 (S) - - - Garston 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) A41 (S) - - - Windsor and Maidenhead 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02003688 : South Bucks 001 Beaconsfield/Maidenhead 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02003694 : South Bucks 007 Beaconsfield/Maidenhead 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02003637 : Central Bedfordshire 019 Toddington 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003271 : Luton 014 London Luton Airport 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) Brentwood 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Harlow 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004856 : Dacorum 001 Great Gaddesden 0% 0% 100% 0% A4251 (NB) A414 (E) X X E02004859 : Dacorum 004 Wigginton 0% 0% 100% 0% A4251 (NB) A414 (W) A41 (W) X E02004866 : Dacorum 011 Warners End 0% 0% 100% 0% A4251 (NB) A4251 (NB) X X E02004899 : Hertsmere 004 Shenley 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004900 : Hertsmere 005 Radlett 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004920 : North Hertfordshire 012 Hitchin 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) Camden 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Islington 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Mill Hill (Barnet) 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Bracknell Forest 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Wokingham 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Mole Valley 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Newcastle upon Tyne 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) Northampton 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) Sandwell 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003644 : Central Bedfordshire 026 Houghton Regis 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003275 : Luton 018 Luton Railway Station 0% 1% 1% 100% 1% A4251 (NB) A414 (E) A414 (E) M1 (N) E02004534 : Epping Forest 008 Waltham Abbey 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004858 : Dacorum 003 Tring 0% 0% 100% 0% A4251 (NB) A414 (W) A41 (W) X E02004871 : Dacorum 016 Chaulden 0% 0% 100% 0% A4251 (NB) A4251 (NB) X X E02004993 : Welwyn Hatfield 014 Welham Green 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Hackney 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Hammersmith and Fulham 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Lewisham 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Barking and Dagenham 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02000059 : Barnet 036 West Hendon 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000062 : Barnet 039 Brent Cross 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Richmond upon Thames 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Sutton 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - West Berkshire 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Surrey Heath 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Wiltshire 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Manchester 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) Sefton 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) Blaby 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) North West Leicestershire 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) South Northamptonshire 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) Wellingborough 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003604 : Central Bedfordshire 006 Biggleswade 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003605 : Central Bedfordshire 007 Cranfield 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003607 : Central Bedfordshire 009 Millbrook Technology Park 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003647 : Central Bedfordshire 029 Dunstable 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003650 : Central Bedfordshire 032 Whipsnade 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003651 : Central Bedfordshire 033 Caddington 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003261 : Luton 004 Warden Hill 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003264 : Luton 007 Barnfield College 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003265 : Luton 008 Butterfield Business Park 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003268 : Luton 011 Challney High School 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003269 : Luton 012 Stopsley High School 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003276 : Luton 019 Dallow Downs 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) E02003277 : Luton 020 Farley Hill 0% 0% 100% 0% A4251 (NB) A414 (E) A414 (E) M1 (N) Thurrock 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Chelmsford 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004535 : Epping Forest 009 Waltham Abbey 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004538 : Epping Forest 012 Loughton 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004894 : East Hertfordshire 017 Hornsmill 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004910 : North Hertfordshire 002 Royston 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004923 : North Hertfordshire 015 Knebworth 0% 0% 100% 0% A4251 (SB) A4251 (SB) Red Lion Lane Lower Road (N) Bunkers Lane A4147 (E) - E02004941 : St Albans 018 London Colney 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02004965 : Three Rivers 010 Carpenders Park 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) A41 (S) - - - E02004967 : Three Rivers 012 Carpenders Park 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) A41 (S) - - - E02004995 : Welwyn Hatfield 016 Cuffley 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Kensington and Chelsea 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Lambeth 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Southwark 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Tower Hamlets 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Wandsworth 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000024 : Barnet 001 High Barnet 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000031 : Barnet 008 Whetstone 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000033 : Barnet 010 Brunswick Park 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000037 : Barnet 014 Edgwarebury Park 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000038 : Barnet 015 Friern Barnet 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000051 : Barnet 028 East Finchley 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000056 : Barnet 033 Hampstead Garden Suburb 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000061 : Barnet 038 Golders Green 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000279 : Enfield 003 Enfield Lock 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000280 : Enfield 004 Crews Hill 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000285 : Enfield 009 Enfield 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000287 : Enfield 011 Hadley Wood 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - E02000309 : Enfield 033 Edmonton 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Havering 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Merton 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Portsmouth 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Reading 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Chiltern Great Missenden 0% 0% 100% 0% A4251 (NB) A414 (W) A41 (W) X Eastbourne 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - Hastings 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - East Hampshire 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Eastleigh 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Hart 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Dartford 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (C) - - - E02005959 : South Oxfordshire 002 Stanton St John 0% 0% 100% 0% A4251 (NB) A414 (W) A41 (W) X E02005969 : South Oxfordshire 012 Wallingford 0% 0% 100% 0% A4251 (NB) A414 (W) A41 (W) X E02005970 : South Oxfordshire 013 Didcot 0% 0% 100% 0% A4251 (NB) A414 (W) A41 (W) X Vale of White Horse 0% 0% 100% 0% A4251 (NB) A414 (W) A41 (W) X Elmbridge 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Guildford 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Spelthorne 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Crawley 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Mid Sussex 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Bath and North East Somerset 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Poole 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - South Gloucestershire 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Sedgemoor 0% 0% 100% 0% A4251 (SB) A4251 (SB) A4251 (SB) M25 (AC) - - - Total 45% 55% 100% 100%
APPENDIX G. Operational Assessment Results
Full Input Data And Results Full Input Data And Results
User and Project Details Project: ITB14236 Shendish Manor Title: A4251 London Rd / Site Access proposed signals Location: Aspley, Herts
Additional detail:
File name: A4251 London Rd_Site Access.lsg3x
Author: al
Company:
Address: Full Input Data And Results
Network Layout Diagram
Full Input Data And Results
Phase Diagram
A
E
D
C
B
Phase Input Data Phase Name Phase Type Assoc. Phase Street Min Cont Min A Traffic 7 7
B Traffic 7 7 C Traffic 7 7
D Pedestrian 6 6
E Dummy 3 3
Phase Intergreens Matrix Starting Phase
A B C D E
A - - 6 6 3
Terminating B - - 6 6 3 Phase C 6 6 - 5 3
D 7 7 7 - 3 E 2 2 2 2 -
Phases in Stage Stage No. Phases in Stage 1 A B 2 D
3 C
4 E Full Input Data And Results
Stage Diagram 1 Min >= 7 2 Min >= 6 3 Min >= 7 4 Min >= 3 A A A A E E E E
D D D D
C C C C
B B B B
Phase Delays Term. Stage Start Stage Phase Type Value Cont value There are no Phase Delays defined
Prohibited Stage Change To Stage 1 2 3 4
1 6 6 3 From 2 7 7 3 Stage 3 6 5 3
4 2 2 2
Full Input Data And Results Give-Way Lane Input Data Junction: A4251 London Rd / Site Access proposed signals
Max Flow Min Flow Non-Blocking Max Turns when when Opposing Opp. Lane Opp. Right Turn Right Turn Lane Movement Storage RTF in Intergreen Giving Way Giving Way Lane Coeff. Mvmnts. Storage (PCU) Move up (s) (PCU) (PCU) (PCU/Hr) (PCU/Hr) 1/1 6/1 (Right) 1439 0 2/1 1.09 All 1.50 1.50 0.50 2 1.50 (London Rd (N))
Full Input Data And Results Lane Input Data Junction: A4251 London Rd / Site Access proposed signals
Def User Physical Sat Lane Turning Lane Start End Saturation Nearside Lane Phases Length Flow Width Gradient Turns Radius Type Disp. Disp. Flow Lane (PCU) Type (m) (m) (PCU/Hr) Arm 5 Inf 1/1 Ahead (London O A 2 3 60.0 Geom - 3.50 0.00 Y Arm 6 Rd (N)) 10.00 Right
Arm 4 Inf 2/1 Ahead (London U B 2 3 60.0 Geom - 3.50 0.00 Y Arm 6 Rd (S)) 10.00 Left
Arm 4 7.00 3/1 Left (Site U C 2 3 60.0 Geom - 3.00 0.00 Y Arm 5 Access) 10.00 Right
4/1 U 2 3 60.0 Inf ------(N Exit)
5/1 U 2 3 60.0 Inf ------(S Exit)
6/1 (Site U 2 3 60.0 Inf ------Access Exit)
Traffic Flow Groups Flow Group Start Time End Time Duration Formula 1: '2036 AM With Development' 08:15 09:15 01:00
2: '2036 PM With Development' 16:00 17:00 01:00
Scenario 1: '1' (FG1: '2036 AM With Development', Plan 1: 'Peds every') Traffic Flows, Desired Desired Flow : Destination
A B C Tot.
A 0 538 31 569
Origin B 813 0 38 851
C 63 94 0 157
Tot. 876 632 69 1577
Full Input Data And Results
Traffic Lane Flows Scenario 1: Lane 1
Junction: A4251 London Rd / Site Access proposed signals
1/1 569
2/1 851
3/1 157
4/1 876
5/1 632
6/1 69
Lane Saturation Flows Junction: A4251 London Rd / Site Access proposed signals
Lane Turning Nearside Allowed Turning Sat Flow Flared Sat Flow Lane Width Gradient Radius Lane Turns Prop. (PCU/Hr) (PCU/Hr) (m) (m)
1/1 Arm 5 Ahead Inf 94.6 % 3.50 0.00 Y 1949 1949 (London Rd (N)) Arm 6 Right 10.00 5.4 %
2/1 Arm 4 Ahead Inf 95.5 % 3.50 0.00 Y 1952 1952 (London Rd (S)) Arm 6 Left 10.00 4.5 %
3/1 Arm 4 Left 7.00 40.1 % 3.00 0.00 Y 1629 1629 (Site Access) Arm 5 Right 10.00 59.9 %
4/1 Infinite Saturation Flow Inf Inf (N Exit Lane 1)
5/1 Infinite Saturation Flow Inf Inf (S Exit Lane 1)
6/1 Infinite Saturation Flow Inf Inf (Site Access Exit Lane 1)
Scenario 2: '2' (FG2: '2036 PM With Development', Plan 1: 'Peds every') Traffic Flows, Desired Desired Flow : Destination
A B C Tot.
A 0 776 47 823
Origin B 487 0 78 565
C 30 48 0 78
Tot. 517 824 125 1466
Full Input Data And Results
Traffic Lane Flows Scenario 2: Lane 2
Junction: A4251 London Rd / Site Access proposed signals
1/1 823
2/1 565
3/1 78
4/1 517
5/1 824
6/1 125
Lane Saturation Flows Junction: A4251 London Rd / Site Access proposed signals
Lane Turning Nearside Allowed Turning Sat Flow Flared Sat Flow Lane Width Gradient Radius Lane Turns Prop. (PCU/Hr) (PCU/Hr) (m) (m)
1/1 Arm 5 Ahead Inf 94.3 % 3.50 0.00 Y 1948 1948 (London Rd (N)) Arm 6 Right 10.00 5.7 %
2/1 Arm 4 Ahead Inf 86.2 % 3.50 0.00 Y 1925 1925 (London Rd (S)) Arm 6 Left 10.00 13.8 %
3/1 Arm 4 Left 7.00 38.5 % 3.00 0.00 Y 1630 1630 (Site Access) Arm 5 Right 10.00 61.5 %
4/1 Infinite Saturation Flow Inf Inf (N Exit Lane 1)
5/1 Infinite Saturation Flow Inf Inf (S Exit Lane 1)
6/1 Infinite Saturation Flow Inf Inf (Site Access Exit Lane 1)
Scenario 1: '1' (FG1: '2036 AM With Development', Plan 1: 'Peds every') Stage Sequence Diagram 1 Min: 7 2 Min: 6 3 Min: 7 A
D
C
B 6 45s 6 6s 7 10s
Stage Timings Stage 1 2 3
Duration 45 6 10
Change Point 0 51 63 Full Input Data And Results
Signal Timings Diagram
0 10 20 30 40 50 60 70 80
0 51 63 1 6 : 45 2 6 : 6 3 7 : 10
A A B B C C Phases D D E E
0 10 20 30 40 50 60 70 80
Time in cycle (sec)
Full Input Data And Results
Network Layout Diagram
Full Input Data And Results Network Results Lane Lane Controller Position In Arrow Num Total Green Arrow Demand Sat Flow Capacity Deg Sat Item Full Phase Description Type Stream Filtered Route Phase Greens (s) Green (s) Flow (pcu) (pcu/Hr) (pcu) (%)
Network: A4251 London Rd / Site - - N/A ------75.8% Access proposed signals
A4251 London Rd / Site Access - - N/A ------75.8% proposed signals
London Rd (N) 1/1 O N/A N/A A 1 45 - 569 1949 1121 50.8% Ahead Right
London Rd (S) 2/1 U N/A N/A B 1 45 - 851 1952 1122 75.8% Ahead Left
Site Access 3/1 U N/A N/A C 1 10 - 157 1629 224 70.1% Left Right
4/1 N Exit U N/A N/A - - - - 876 Inf Inf 0.0%
5/1 S Exit U N/A N/A - - - - 632 Inf Inf 0.0%
Site Access 6/1 U N/A N/A - - - - 69 Inf Inf 0.0% Exit
Storage Rand + Mean Turners When Turners In Uniform Area Total Av. Delay Max. Back Rand + Leaving Turners In Oversat Max Item Arriving (pcu) Unopposed Intergreen Delay Uniform Delay Per PCU of Uniform Oversat (pcu) Gaps (pcu) Delay Queue (pcu) (pcu) (pcuHr) Delay (pcuHr) (s/pcu) Queue (pcu) Queue (pcu) (pcuHr) (pcu) (pcuHr)
Network: A4251 London Rd / Site - - 31 0 0 6.1 3.2 0.1 9.4 - - - - Access proposed signals
A4251 London Rd / Site Access - - 31 0 0 6.1 3.2 0.1 9.4 - - - - proposed signals
1/1 569 569 31 0 0 1.6 0.5 0.1 2.3 14.2 7.6 0.5 8.1
2/1 851 851 - - - 3.0 1.6 - 4.6 19.4 14.2 1.6 15.7
3/1 157 157 - - - 1.4 1.1 - 2.6 58.9 3.3 1.1 4.4
4/1 876 876 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
5/1 632 632 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 69 69 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0 Full Input Data And Results C1 PRC for Signalled Lanes (%): 18.7 Total Delay for Signalled Lanes (pcuHr): 9.40 Cycle Time (s): 80 PRC Over All Lanes (%): 18.7 Total Delay Over All Lanes(pcuHr): 9.40
Full Input Data And Results Scenario 2: '2' (FG2: '2036 PM With Development', Plan 1: 'Peds every') Stage Sequence Diagram 1 Min: 7 2 Min: 6 3 Min: 7 A
D
C
B 6 43s 6 6s 7 7s
Stage Timings Stage 1 2 3
Duration 43 6 7
Change Point 0 49 61
Signal Timings Diagram
0 10 20 30 40 50 60 70
0 49 61 1 6 : 43 2 6 : 6 3 7 : 7
A A B B C C Phases D D E E
0 10 20 30 40 50 60 70
Time in cycle (sec)
Full Input Data And Results
Network Layout Diagram
Full Input Data And Results Network Results Lane Lane Controller Position In Arrow Num Total Green Arrow Demand Sat Flow Capacity Deg Sat Item Full Phase Description Type Stream Filtered Route Phase Greens (s) Green (s) Flow (pcu) (pcu/Hr) (pcu) (%)
Network: A4251 London Rd / Site - - N/A ------72.0% Access proposed signals
A4251 London Rd / Site Access - - N/A ------72.0% proposed signals
London Rd (N) 1/1 O N/A N/A A 1 43 - 823 1948 1143 72.0% Ahead Right
London Rd (S) 2/1 U N/A N/A B 1 43 - 565 1925 1129 50.0% Ahead Left
Site Access 3/1 U N/A N/A C 1 7 - 78 1630 174 44.9% Left Right
4/1 N Exit U N/A N/A - - - - 517 Inf Inf 0.0%
5/1 S Exit U N/A N/A - - - - 824 Inf Inf 0.0%
Site Access 6/1 U N/A N/A - - - - 125 Inf Inf 0.0% Exit
Storage Rand + Mean Turners When Turners In Uniform Area Total Av. Delay Max. Back Rand + Leaving Turners In Oversat Max Item Arriving (pcu) Unopposed Intergreen Delay Uniform Delay Per PCU of Uniform Oversat (pcu) Gaps (pcu) Delay Queue (pcu) (pcu) (pcuHr) Delay (pcuHr) (s/pcu) Queue (pcu) Queue (pcu) (pcuHr) (pcu) (pcuHr)
Network: A4251 London Rd / Site - - 47 0 0 4.6 2.2 0.0 6.9 - - - - Access proposed signals
A4251 London Rd / Site Access - - 47 0 0 4.6 2.2 0.0 6.9 - - - - proposed signals
1/1 823 823 47 0 0 2.5 1.3 0.0 3.9 16.9 12.1 1.3 13.4
2/1 565 565 - - - 1.4 0.5 - 1.9 12.3 6.7 0.5 7.2
3/1 78 78 - - - 0.7 0.4 - 1.1 50.1 1.5 0.4 1.9
4/1 517 517 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
5/1 824 824 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 125 125 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0 Full Input Data And Results C1 PRC for Signalled Lanes (%): 25.0 Total Delay for Signalled Lanes (pcuHr): 6.86 Cycle Time (s): 75 PRC Over All Lanes (%): 25.0 Total Delay Over All Lanes(pcuHr): 6.86
Generated on 06/12/2018 17:00:25 using Junctions 9 (9.5.0.6896)
Junctions 9 PICADY 9 - Priority Intersection Module Version: 9.5.0.6896 © Copyright TRL Limited, 2018 For sales and distribution information, program advice and maintenance, contact TRL: +44 (0)1344 379777 [email protected] www.trlsoftware.co.uk 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: Ruckler Lane Site Access.j9 Path: L:\PROJECTS\14000 SERIES\14236 - Land at Shendish, Apsley, Hemel Hempstead\Tech\Junction Assessments\Junctions 9 Report generation date: 06/12/2018 17:00:07
»2018 Observed + Development, AM »2018 Observed + Development, PM
Summary of junction performance
AM PM Queue 95% Queue Delay Network Residual Queue 95% Queue Delay Network Residual RFC LOS RFC LOS (PCU) (PCU) (s) Capacity (PCU) (PCU) (s) Capacity 2018 Observed + Development
Stream B-AC 0.2 0.5 7.29 0.13 A 419 % 0.1 0.5 6.61 0.06 A 485 %
Stream C-AB 0.0 0.5 5.61 0.04 A [Stream B-AC] 0.1 0.5 5.96 0.10 A [Stream C-AB]
There are warnings associated with one or more model runs - see the 'Data Errors and Warnings' tables for each Analysis or Demand Set.
Values shown are the highest values encountered over all time segments. Delay is the maximum value of average delay per arriving vehicle. 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 Location Site number Date 19/11/2018 Version Status (new file) Identifier Client Jobnumber Enumerator I-TRANSPORT\londonhotdesk 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 Generated on 06/12/2018 17:00:25 using Junctions 9 (9.5.0.6896)
Analysis Options Vehicle Calculate Queue Calculate detailed Calculate residual Residual capacity RFC Average Delay Queue threshold length (m) Percentiles queueing delay capacity criteria type Threshold threshold (s) (PCU) 5.75 ü ü Delay 0.85 36.00 20.00
Demand Set Summary Time Period Traffic profile Start time Finish time Time segment length Run ID Scenario name name type (HH:mm) (HH:mm) (min) automatically D1 2018 Observed + Development AM ONE HOUR 08:00 09:30 15 ü D2 2018 Observed + Development PM ONE HOUR 15:45 17:15 15 ü
Analysis Set Details ID Include in report Network flow scaling factor (%) Network capacity scaling factor (%) A1 ü 100.000 100.000
2 Generated on 06/12/2018 17:00:25 using Junctions 9 (9.5.0.6896)
2018 Observed + Development, AM
Data Errors and Warnings Severity Area Item Description Arm C - Major arm For two-way major roads, please interpret results with caution if the total major carriageway width is less than Warning Major arm width geometry 6m. HV% is zero for all movements / time segments. Vehicle Mix matrix should be completed whether working in Warning Vehicle Mix PCUs or Vehs. If HV% at the junction is genuinely zero, please ignore this warning. Warning Queue variations Analysis Options Queue percentiles may be unreliable if the mean queue in any time segment is very low or very high.
Junction Network
Junctions Junction Name Junction type Major road direction Use circulating lanes Junction Delay (s) Junction LOS 1 Rucklers Lane Site Access T-Junction Two-way 2.69 A
Junction Network Options Driving side Lighting Network residual capacity (%) First arm reaching threshold Left Normal/unknown 419 Stream B-AC
Arms
Arms Arm Name Description Arm type A Rucklers Lane (W) Major B Site Access Minor C Rucklers Lane (E) Major
Major Arm Geometry Arm Width of carriageway (m) Has kerbed central reserve Has right turn bay Visibility for right turn (m) Blocks? Blocking queue (PCU) C 4.16 111.3 ü 0.00 Geometries for Arm C are measured opposite Arm B. Geometries for Arm A (if relevant) are measured opposite Arm D.
Minor Arm Geometry Arm Minor arm type Lane width (m) Visibility to left (m) Visibility to right (m) B One lane 2.25 16 20
Slope / Intercept / Capacity
Priority Intersection Slopes and Intercepts Slope Slope Slope Slope Intercept Junction Stream for for for for (PCU/hr) A-B A-C C-A C-B 1 B-A 456 0.090 0.227 0.143 0.324 1 B-C 589 0.097 0.246 - - 1 C-B 638 0.267 0.267 - - The slopes and intercepts shown above do NOT include any corrections or adjustments. Streams may be combined, in which case capacity will be adjusted. Values are shown for the first time segment only; they may differ for subsequent time segments.
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