Independent Regeneration (Penrhys) Limited Proposed Residential Development, Penrhys Transport Statement
Hyder Consu lting (UK) Limited 2212959 HCL House Fortran Road St Mellons Business Park St Mellons Cardiff CF3 0EY United Kingdom Tel: +44 (0)870 000 3001 Fax: +44 (0)870 000 3901 www.hyderconsulting.com
Independent Regeneration (Penrhys) Limited Proposed Residential Development, Penrhys Transport Statement
Author Dan Hammond
Checker Dan Hammond
Approver Janice Hughes
Report No 0001-UA002262-UP23R-02
Final Issue Date 21 st February 2012
This report has been prepared for Independent Regeneration (Penrhys) Limited in accordance with the terms and conditions of appointment for the preparation of a Transport Statement for a proposed residential development in Penrhys dated February 2012. Hyder Consulting (UK) Limited (2212959 ) cannot accept any responsibility for any use of or reliance on the contents of this report by any third party.
Proposed Residential Development, Penrhys Transport Statement
CONTENTS
1 Introduction ...... 1 1.1 Background ...... 1 1.2 The Site ...... 1 1.3 Surrounding Land Uses ...... 1 1.4 Proposed Development ...... 2 1.5 Scoping with the Highway Authority ...... 3 1.6 Assessment Methodology ...... 3 1.7 Report Structure ...... 3 2 Policy Context ...... 4 2.1 Introduction ...... 4 2.2 National Policy ...... 4 2.3 Regional Policy ...... 7 2.4 Chapter Summary ...... 9 3 Baseline Conditions – Local Area ...... 10 3.1 Introduction ...... 10 3.2 Local Area Demographic Profile ...... 10 3.3 Local Facilities ...... 12 3.4 Local Highway Network ...... 12 3.5 Current Travel Behaviour ...... 13 3.6 Review of Accident Data ...... 14 3.7 Chapter Summary ...... 16 4 Baseline Conditions – Accessibility ...... 17 4.1 Introduction ...... 17 4.2 Walking Routes ...... 17 4.3 Cycling ...... 18 4.4 Bus Network ...... 19 4.5 Rail Services ...... 21 4.6 Chapter Summary ...... 22 5 Proposed Development ...... 23 5.1 Introduction ...... 23 5.2 Masterplan Design ...... 23 5.3 Access Arrangements ...... 25 5.4 Parking Provision ...... 25 5.5 Forecast Mode Splits ...... 26
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5.6 Forecast Traffic Generations ...... 26 5.7 Traffic Impact ...... 28 5.8 Chapter Summary ...... 28 6 Framework Travel Plan ...... 29 6.1 Introduction ...... 29 6.2 Objectives ...... 29 6.3 Targets ...... 29 6.4 Travel Plan Measures ...... 29 6.5 Management ...... 31 6.6 Marketing & Consultation ...... 31 6.7 Area Wide Travel Plan Forum ...... 32 6.8 Monitoring ...... 32 6.9 Review ...... 32 6.10 Reporting ...... 33 6.11 Action Plan ...... 33 7 Transport Implementation Strategy ...... 34 7.1 Introduction ...... 34 7.2 Context ...... 34 7.3 Introduction ...... 34 7.4 Measures ...... 34 8 Construction Traffic ...... 35 9 Summary & Conclusions ...... 36
FIGURES
Figure 1.1: Site location plan
Figure 3.1: Age of population
Figure 3.2: Plot of accidents by location and severity
Figure 3.3: A profile of personal injury accidents
Figure 4.1: Walk accessibility from the proposed development
Figure 4.2: Local cycle routes
Figure 4.3: Cycle accessibility from the proposed development
Figure 4.4: Accessibility of bus stops from the proposed development
Figure 5.1: Indicative Masterplan
Figure 5.2: Proposed distribution of dwellings by tenure
Figure 5.3: Spatial vision for Penrhys
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TABLES
Table 3.1: Summary of ‘travel to work’ statistics
Table 3.2: Distance travelled to work
Table 3.3: Car ownership statistics
Table 3.4: Accessibility of local amenities
Table 3.5: Travel to work statistics (working resident population)
Table 4.1: Summary of bus services
Table 4.2: Summary of rail services from Ystrad Station (towards Cardiff)
Table 4.3: Summary of rail services from Ystrad Station (towards Treherbert)
Table 5.1: Comparison of travel mode shares
Table 5.2: Applied vehicle trip rates and forecast traffic generations (107 residential dwellings)
Table 5.3: Applied vehicle trip rates and forecast traffic generations (60-bed care home)
Table 5.4: Total forecast traffic generations
APPENDICES
Appendix A Scoping Correspondence with RCT Borough Council Appendix B Personal Injury Accident Data Appendix C TRICS Output Files
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1 Introduction
1.1 Background
This Transport Statement has been prepared by Hyder Consulting to support an outline planning application that is to be submitted by Independent Regeneration (Penrhys) Limited for the proposed delivery of up to 107 residential units on land adjacent to Heol Pendyrus, Penrhys. Consideration is also given to the intended future delivery of a 60-bed residential care home on a separate (currently vacant) land parcel within the Penrhys estate.
The proposals represent an important component of delivering residential development within the county of Rhondda Cynon Taf (RCT). In doing so, the proposed residential development would contribute to the wider strategic vision for the Penrhys area in facilitating its role as a key settlement within the Borough.
1.2 The Site
The development site is located within the north-eastern extent of the existing Penrhys estate, as shown in Figure 1.1 . At present there are 326 properties in Penrhys, of which 270 are owned by RCT Homes. Some 10% of RCT Homes’ dwellings are currently empty with 10 long-term voids that have fallen into a state of disrepair.
Figure 1.1: Site location plan
Site Heol Pendyrus
YRRS
LRS B4512 Penrhys Rd
A4233 Standard Terrace TBS B4278 Ynyscynon Road
TRS
YRRS = Ystrad Rhondda Railway Station, LRS = Llwynypia Railway Station, TBS = Tonypandy Railway Station, TRS = Tonypandy Railway Station
1.3 Surrounding Land Uses
The Penrhys estate was first developed in the mid to late 1960’s as a new modern council housing development. When it was officially opened in 1968, it consisted of 951 houses which,
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at the time, represented the largest public-sector housing venture in Wales. Today, Penrhys represents one of the most deprived areas of the UK, with a high proportion of social housing and unemployment. It is however considered that the development proposal could be the catalyst for regeneration through the construction of quality and attractive housing.
Penrhys is served by the B4512 linking it to the A4058 at Ystrad to the west and to the A4233 and Tylorstown to the east. The nearest railway station to Penrhys is at Ystrad, which is located approximately 2.7km to the west of the development site.
The development site is located approximately 2.5km to the east of the central area of Tylorstown, and 6.5km north-west of Porth and 12.2km north-west of Pontypridd respectively. The predominant land uses in the vicinity of the subject site includes existing residential dwellings and open recreational space / fields. Penrhys Primary School, located approximately 350m to the south of the centre of the subject site, is also accessible via the Heol Pendyrus carriageway (for movements on foot).
At present, no houses occupy the development site, and the total population of Penrhys is estimated to amount to 792 inhabitants.
1.4 Proposed Development
The scheme produced by Independent Regeneration (Penrhys) Limited would provide for up to 107 dwellings, thereby representing a gross density of 25.5 dph for the 4.2 ha site. Furthermore, an indication of house typology is also provided and it is anticipated that final mix would be determined by what is appropriate for Penrhys and by market demand.
At this stage, it is envisaged that the proposed residential development would consist of 58 detached houses, 20 detached bungalows, 11 terraced houses, 8 semi-detached houses and 10 sheltered accommodation units. In addition, it is intended that the residential dwellings would be delivered in up to 5 phases, and it is intended that the first residents would move in towards the end of spring 2013 (subject to the granting of planning permission). It is understood that subsequent phases would be brought forward over a period of 12-18 months (e.g. up until autumn 2014).
It is intended that vehicular access to the proposed residential dwellings would be via a series of priority-controlled junctions with the existing Heol Pendyrus carriageway. The vehicular access junctions (and pedestrian / cycle access points) would be implemented as part of the development proposal.
All access junctions that would serve the proposed residential development will be implemented in accordance with the highway authority’s latest design guides. Furthermore, there would be provision for an appropriate number of car parking spaces, whilst the development would both cater for, and promote, cycle movements through the provision of cycle parking facilities.
A demand has been identified for various types of care provision by the Local Authority and the Local Health Board. Independent Regeneration and RCT Homes aim to develop a cluster of health care facilities within Penrhys as part of the wider regeneration proposals. As part of this development vision, a care home project will be brought forward as soon as possible in order to meet the demands of the Local Authority and to act as a catalyst for regeneration within Penrhys.
Although the provision of a care home is not included within the Outline Planning Application Phase 1 development site (upon which this Transport Statement is based), it does form part of Independent Regeneration's overall regeneration proposals and is included within the Spatial Vision for Penrhys. In order to ensure that Phase 1 is developed as part of a wider regeneration
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strategy, the likely transport impact of a care home has been considered as part of this Transport Statement. The care home would comprise up to 60 bed spaces and would be accessed via a newly-created priority junction with either Heol Pendyrus or Heol-Y-Waun.
1.5 Scoping with the Highway Authority
It is understood that email dialogue has taken place between representatives from the client team and officers from the highway authority, Rhondda Cynon Taf County Borough Council (hereafter referred to as RCT), namely Mr Souren Zeinali (Highway Development & Adoptions Manager). Indeed, in an email dated 5 th January 2012 it was confirmed by Mr Zeinali that “the preparation of a Transport Statement report, in conjunction with reference to planning obligations set out in relevant SPG documents could suffice.” A copy of the email correspondence referred to in the foregoing is included in Appendix A of this report.
1.6 Assessment Methodology
This Transport Statement is based on the findings of site visits and in consideration of current guidance and the requirements of relevant transport policies.
The guidance that has been referenced is contained within the Department for Communities and Local Government (DCLG) and the Department for Transport’s (DfT, 2007) ‘Guidance on Transport Assessments’, Planning Policy Guidance Note (PPG) 13: Transport, the Institution of Highways and Transportation’s (IHT, 2000) ‘Guidelines for Providing for Journeys on Foot’ and the IHT (1999) ‘Guidelines for Planning for Public Transport in Developments’ documents. Full regard has also been given to the guidance set out within Technical Advice Note 18: Transport (TAN18) as part of ensuring a comprehensive approach to assessment.
The purpose of this report is to provide a robust assessment of the transportation impacts of the proposed development and to identify appropriate mitigation measures, where required, to provide safe access to the site by various modes of travel. A number of key transport issues will be addressed within this report and will include site accessibility to sustainable modes of transport, the number of vehicle trips that could be generated by the proposed residential development and the provision of parking for both cars and bicycles.
In terms of the content of the report, this Transport Statement forms an appraisal of the traffic and transportation issues associated with the development proposal. The Transport Statement establishes the travel demands generated by the development proposal and assesses how these demands could be accommodated within the existing transport infrastructure.
1.7 Report Structure
This Transport Statement follows the structure identified below:
Chapter 2 – outlines the policy context of the residential development proposal;
Chapter 3 – provides a description of the existing conditions at the subject site and the surrounding area;
Chapter 4 – explores the existing multi-modal accessibility of the subject site;
Chapter 5 – outlines the development proposal for the site, provides an indication of forecast travel behaviour and associated traffic generations;
Chapter 6 – sets out a Framework Travel Plan for the proposed residential development;
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Chapter 7 – demonstrates how the development could positively contribute to overarching policy objectives in the form of a Transport Implementation Strategy;
Chapter 8 – suggests a strategy for managing traffic movements during the construction phase; and
Chapter 9 – concludes with an overall summary.
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2 Policy Context
2.1 Introduction
This chapter provides an overview of the relevant planning and policy documents at national, regional and local levels. These documents are referred to in other chapters of this report where relevant.
2.2 National Policy
Planning Policy Wales: Edition 2 (June 2010)
The Planning Policy Wales (PPW) sets out the land use planning policies of the Welsh Assembly Government. It is supplemented by a series of Technical Advice Notes (TANs).
Chapter 8 (Transport) of PPW identifies choice in transport and secure accessibility as important in supporting sustainable development and tackling the causes of climate change. The application of a transport hierarchy that prioritises the needs of pedestrians, cyclists and public transport users’ forms part of an integrated approach to land use planning that can assist in achieving the following key transport objectives:
reducing the need to travel, especially by private car, by locating development where there is good access by public transport, walking and cycling;
locating development near other related uses to encourage multi-purpose trips and reduce the length of journeys;
improving accessibility by walking, cycling and public transport;
ensuring that transport is accessible to all, taking into account the needs of disabled and other less mobile people;
promoting walking and cycling;
supporting the provision of high quality public transport;
supporting traffic management measures;
supporting sustainable travel options in rural areas;
supporting necessary infrastructure improvements; and
ensuring that, as far as possible, transport infrastructure does not contribute to land take, urban sprawl or neighbourhood severance.
Chapter 9 (Housing) endorses these principles by indicating that residential development should be easily accessible, whilst recognising that there may be limitations to what can be achieved in rural areas.
Decision making on planning applications is expected to take account of accessibility, the impact of travel demand on the environment and safety, and the measures taken to promote sustainable forms of transport.
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Planning Policy Wales (Chapter 9, Housing)
This chapter highlights the requirement to promote sustainable residential environment by avoiding large housing areas of monotonous character and make appropriate provision for affordable housing. In relation to transport, local authorities should promote development that is easily accessible by public transport, cycling and walking; however the document recognises that limitations may emerge in rural and isolated locations.
Technical Advice Note 18 – Transport (March 2007)
The Advice Note elaborates on the relationship between land use planning and transport infrastructure by outlining a range of key principles that should be adopted in ensuring that residential development can create a basis for sustainable travel patterns. These include the following:
promote housing development at locations with good access by walking and cycling to primary and secondary schools and public transport stops, and by all modes to employment, further and higher education, services, shopping and leisure, or where such access will be provided as part of the scheme or is a firm proposal in the Regional Transport Plan (RTP);
ensure that significant new housing schemes contain ancillary uses including local shops, and services and, where appropriate, local employment;
include policies and standards on density, and parking to achieve higher residential densities in places with good public transport accessibility and capacity;
encourage residential layouts that incorporate traffic management proposals such as home zones, calming measures and 20mph zones and where appropriate, layouts that allow public transport to pass through easily; and
require layouts and densities, which maximise the opportunity for residents to walk and cycle to local facilities and public transport stops.
Transport Assessments should be secured for developments that generate significant levels of movement or are likely to have a significant effect on patterns of movement. The document presents a table of thresholds for different land uses to be used for guidance in determining whether a Transport Assessment is needed in support of a development proposal.
Wales Spatial Plan (July 2008)
The 2008 update to the Wales Spatial Plan (WSP) sets out the planning agenda at a spatial level. There are five guiding themes which underpin the national vision:
building sustainable communities;
promoting a sustainable economy;
valuing the environment;
achieving sustainable accessibility; and
respecting distinctiveness.
These reinforce the importance of access to job opportunities and public services and concentrating new housing growth around public transport, walking and cycling networks. For Proposed Residential Development, Penrhys Transport Statement Page 5
the South East Wales – Capital Region, the need for a fully integrated high quality transport system is seen as necessary to its role as a city region.
National Transport Plan (July 2009)
In informing the strategic priorities of the NTP, the Wales Transport Strategy identifies a range of outcomes that should be achieved over the longer term. These include the need for improved connectivity and reliability across networks. The following key principles are identified as critical to the future transport policy agenda:
achieving a more effective and efficient transport system;
achieving greater use of the more sustainable and healthy forms of travel;
minimising demands on the transport system; and
reducing the impact of transport on greenhouse gas emissions.
A Walking and Cycling Action Plan for Wales 2009 - 2013 (February 2009)
The Action Plan is focused on achieving a change in behaviour that results in higher levels of walking and cycling. In the context of new development, the plan contains a number of actions that are geared towards encouraging sustainable travel through raising awareness and providing improved infrastructure. These include the following:
travel planning projects;
high standards of technical excellence in infrastructure provision;
safe walking and cycling routes to high quality facilities at public transport interchanges;
safe, traffic free walking and cycling routes to workplaces and key destinations within communities;
use of route/destination signage;
appropriate use of 20mph zones; and
high quality cycle parking and storage facilities.
Implementation of these actions is expected to contribute towards the achievement of the following headline targets for walking and cycling:
increase the number of people who walk to work to 20% (from baseline of 10.3% in 2007);
triple the percentage of adults whose main mode of travel to work is cycling (from baseline of 1.4% in 2007);
increase the number of people undertaking walking for recreation to 50% (from baseline of 40% in 2004/05); and
double the percentage of adults cycling for recreation (from baseline of 5% in 2004/05).
The Manual for Streets (MfS) provides guidance on the design of residential streets. It seeks to draw a distinction between the functions of roads and streets, placing an emphasis on the more varied activities commonly prevalent within residential areas. It highlights how design should
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take account of a user hierarchy, where the movement patterns of pedestrians and cyclists should be afforded the highest priority. Street design should naturally encourage low traffic speeds and parking layouts should aim to ensure that space is used efficiently.
2.3 Regional Policy
Regional Transport Plan (September 2009)
The Regional Transport Plan, prepared by the South East Wales Transport Alliance (SEWTA), has been approved by the Welsh Government and is founded on a vision framed around the following key priorities:
develop the economy, through improving connectivity for business and freight, making transport more effective and efficient, providing access to employment, education, shopping and leisure, and by improving transport integration;
promote social inclusion and equality, by providing a transport system that is safe, accessible, and affordable to all sections of the community; and
protect the environment, by minimising transport emissions and consumption of resources and energy, by promoting walking, cycling, quality public transport, modal shift and minimising demand on the transport system.
The strategy outlines the activities and interventions that would form part of a balanced approach to tackling the key priorities.
Rhondda Cynon Taf Deposit Draft Local Development Plan 2006 – 2021
The vision of the Local Development Plan (LDP) stems from the vision for Rhondda Cynon Taf (RCT) outlined in the RCT Community Strategy (2010-2020) which states that:
“Rhondda Cynon Taf will be a County Borough of Opportunity. That means working together to enable individuals and communities to achieve their full potential, in terms of both their work and social life.”
The LDP outlines four key objective areas; sustainable communities, achieving potential, providing a better quality of life, and developing and protecting the area for future generations. Penrhys falls within the Northern Strategy Area where emphasis is placed on building strong and sustainable communities. This is defined by Policy CS 1 – Development in the North with it being anticipated this goal will be achieved by:
1. Promoting residential and commercial development in locations which will support and reinforce the roles of Principal Towns and Key Settlements;
2. Providing high quality, affordable accommodation that promotes diversity in the residential market;
3. Ensuring the removal and remediation of dereliction by promoting the re-use of under used and previously developed land and buildings;
4. Promoting large scale regeneration schemes in the Principal Town of Aberdare and in the Key Settlements of Mountain Ash, Ferndale and Treorchy;
5. Promoting accessibility by securing investment in new roads, public transport improvements, walking and cycling;
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6. Encouraging a strong, diverse economy which supports traditional employment and promotes new forms of employment in the leisure and tourism sectors;
7. Protecting the cultural identity of the Strategy Area by protecting historic built heritage and the natural environment;
8. Promoting and enhancing transport infrastructure services to support growth and investment; and
9. Reducing daily out commuting by private car and promoting sustainable forms of travel.
Policy NSA 12 relates to development within and adjacent to Settlement Boundaries, permitting development in the Northern Strategy Area where it can be demonstrated that:
1. The proposed development does not adversely affect the provision of open space;
2. The proposed development does not adversely affect the highway network and is accessible to local services by a range of modes of transport, on foot or by cycle;
3. The proposed development does not adversely affect the provision of car parking in the surrounding area; and
4. Where sites are contaminated or subject to land instability, adequate remediation can be achieved.
Rhondda Cynon Taf (Supplementary Guidance Document) Access, Circulation & Parking
Travel Plans have a significant role to play in achieving a reduction in road traffic by enabling organisations to manage their travel needs and encourage more sustainable modes of travel. A Travel Plan is a package of measures designed to reduce car use (especially single occupancy vehicles) from new developments by supporting alternative modes of transport and reducing the need to travel in the first place.
Key elements of a Travel Plan should include:
The setting of short and medium term targets for different modes;
The identification of enforcement measures, if targets are not met;
The appointment of a Travel Plan Coordinator (TPC);
Establishing a car sharing register and priority parking spaces for car sharers;
Public transport enhancements;
All targets for parking reductions should be clearly quantified and related to specific time periods; and
The monitoring of plans at least on an annual basis, and review every three years.
Travel plans will also be required for developments that are likely to have significant transport implications, which include:
“Developments where a Travel Plan would help address a particular local traffic problem (key corridor or junctions), which might otherwise have to be refused on local traffic grounds, for
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example, where overspill parking might occur from developments with low or nil off-street parking provision.”
A Travel Plan should include the provision of up-to-date information about public transport services, timetables, and opportunities for car sharing (e.g. via a car share website). However, additional measures may also be sought, including provision of designated car share parking spaces, discount vouchers/ passes for public transport, or financial contributions towards shuttle buses and park and ride schemes.
Once planning permission has been granted, the Travel Plan will provide the ongoing management tool for implementing the necessary transport measures to the site over the long term and may require a nominated TPC. It may also be beneficial to liaise with SEWTA’s car share coordinator.
Monitoring progress in achieving targets to ensure compliance with planning obligations is one of the main purposes of monitoring Travel Plans. More generally, monitoring should provide regular information about how the plan is working in practice and whether it needs to be adjusted. Where monitoring reveals problems, there should be an opportunity to review the plan and to take remedial action. Ultimately, if monitoring shows that a plan is failing and no action is taken to address this, enforcement proceedings may be needed.
Relying solely on the provision of infrastructure to meet the demands resulting from additional development throughout the County Borough would involve significant investment, particularly in terms of road network improvements. Travel Plans can help reduce this demand but they must be robust, implemented and enforced.
The continued implementation and adherence to the Travel Plan is key in encouraging modal shift and reducing single occupancy journeys.
2.4 Chapter Summary
The objectives for the proposed residential development reflect prevailing national and regional policies taken from documents listed throughout this chapter. The development proposal will seek to fulfil the objectives of the policy documents noted in this chapter by providing an accessible and sustainable environment for pedestrians, cyclists, public transport users and vehicles alike.
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3 Baseline Conditions – Local Area
3.1 Introduction
This chapter focuses upon the existing conditions at the subject site, throughout Penrhys and the surrounding area. This work has been undertaken through site visits, audit work in the area and desktop-based analysis.
3.2 Local Area Demographic Profile
When established in 1968, Penrhys was the largest public sector housing project in Wales, with 951 dwellings. Over the past 40 years, due to poor housing type, reputation and low demand, the community has subsequently declined, which led to the demolition of significant areas of housing.
The Penrhys estate currently has an estimated population of 792 residents, with approximately 289 occupied dwellings (average of 2.7 persons per dwelling). At present, there are 326 properties of which 270 are owned by RCT Homes. Around 10% of RCT Homes’ dwellings are empty and, if these conditions continue, then further demolition is likely if there is no positive housing regeneration intervention.
The age population of Penrhys (shown in Figure 3.1 ) is noticeably young and the average age (35 years) is much younger than the norm within the valley communities. The remaining community within Penrhys is very settled, but there is limited scope for housing progression or other options for those that wish to stay, progress and improve their potential in their community.
Figure 3.1: Age of population
12% 27%
23%
38%
0-15 16-44 45-64 65+
The Penrhys estate is located within the Tylorstown ward within the County Borough of Rhondda Cynon Taff (RCT). Table 3.1 shows the breakdown of ‘method of travel to work’ for the residential population of the Tylorstown ward against 2001 Census data gathered for RCT and Wales.
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Table 3.1: Summary of ‘travel to work’ statistics Mode(s) Tylorstown RCT Wales Works from home 4% 4% 6% Train 0% 1% 1% Bus, minibus or coach 1% 2% 3% Driving a car or van 9% 30% 34% Passenger in a car or van 2% 6% 5% Bicycle 0% 0% 1% On foot 4% 6% 6% Not currently working 80% 51% 44% Total 100% 100% 100% Source: 2001 Census data
Table 3.1 shows that the majority (80%) of Tylorstown residents are not currently working, whilst 4% mainly work at or from home. The proportion (80%) of Tylorstown residents who are not currently working is far higher than corresponding proportions for RCT (51%) and Wales (44%) respectively. Table 3.2: Distance travelled to work Distance travelled Tylorstown RCT Wales Works from home 8% 7% 10% Less than 2km 13% 18% 22% 2km to less than 5km 23% 17% 19% 5km to less than 10km 17% 19% 19% 10km and over 40% 39% 31% Total 100% 100% 100% Source: 2001 Census data
It can be seen from Table 3.2 that the majority (40%) of the working population of the Tylorstown ward travel more than 10km to their place of work, meaning that 60% travel less than 10km (which is considered to be a realistic distance for travel by bus). Furthermore, some 36% of the working population travel less than 5km to their place of work, which is a distance that could be covered by bicycle. Table 3.3 provides a summary of household car ownership levels for the Tylorstown ward, RCT, and Wales.
Table 3.3: Car ownership statistics Number of cars / vans Tylorstown RCT Wales No car or van 44% 32% 26% 1 car or van 42% 45% 46% 2 cars or vans 11% 19% 23% 3 cars or vans 2% 3% 4% 4 or more cars or vans 0% 1% 1% Total 100% 100% 100% Source: 2001 Census data
It can be seen from Table 3.3 that 44% of the residents of the Penrhys estate do not currently own a car, whilst 42% own one car, 11% own two cars and 2 % own three cars. The current level of non-car ownership within Penrhys is higher than corresponding levels for RCT and Wales and is considered to be representative of the current demographic profile of the estate at present. Proposed Residential Development, Penrhys Transport Statement Page 11
3.3 Local Facilities
The majority of the area surrounding the subject site is residential in nature, although a number of ‘local amenities’ are within close proximity. Table 3.4 provides an indication of some of the amenities that could be accessed from the subject site (i.e. by future residents) by either walk (w) or cycle (c) modes.
Table 3.4: Accessibility of local amenities Amenity Post code Road Distance Travel time by mode Penrhys Primary School CF43 3PL Heol Ioan 0.35km W = 4 min, C = 1 min Pontygwaith Primary School CF43 3LY Graig Stret 2.4km W = 29 min, C = 9 min Ysgol Hen Felin CF41 7SZ Gelligaled Park 2.4km W = 29 min, C = 9 min Coleg Morgannwg CF40 2TQ Turberville Street 2.7km W = 32 min, C = 10 min Duke of York Hotel CF43 3BS East Road 2.9km W = 35 min, C = 11 min The Gelligaled Inn CF41 7RQ Gelligaled Road 2.4km W = 29 min, C = 9 min Woodys Store / Post Office CF43 3NS Heol Ioan 0.6km W = 7 min, C = 2 min Costcutter store CF43 3LD Llewellyn Street 2.2km W = 26 min, C = 8 min Asda Tonypandy CF40 2YQ Colliers Way 5.9km W = 70 min, C = 22 min Pontygwaith Community Centre CF43 3LD Llewellyn Street 2.2km W = 26 min, C = 8 min Health Centre CF41 7RG Trafalgar Terrace 2.4km W = 29 min, C = 9 min Shappards Chemists CF43 4RR High Street 4.3km W = 51 min, C = 16 min Ystrad Post Office CF41 7RH Gelligaled Road 2.4km W = 29 min, C = 9 min Ferndale Library CF43 4RR High Street 4.3km W = 51 min, C = 16 min Llanfair Uniting Church CF43 3NW Heol y Waun 0.3km W = 4 min, C = 1 min Pendyrus Road bus stop N/A Pendyrus Road 0.25km W = 3 min, C = 1 min Penrhys Rd roundabout bus stop N/A Penrhys Road 0.7km W = 8 min, C = 3 min Ystrad Rhondda Railway CF41 7SR Brook Street 2.7km W = 32 min, C = 10 min
It can be seen from Table 3.4 that the development site lies within a realistic walking/cycling distance of a number of local amenities (based on average walk and cycle speeds of 1.4 and 4.4 metres per second respectively). These include a number of health and food retail facilities, whilst the nearby settlements of Tylorstown, Stanleytown, Pontygwaith and Ystrad provide a range of local services and are accessible on foot, bicycle and bus from the development site.
With regards to sustainable travel, walking is often regarded as the most important mode of travel at the local level and offers the greatest potential to replace short car trips, particularly under 2km. In addition, cycling has potential to substitute for short car trips, particularly those under 5km and to form part of a longer journey by public transport. Subsequently, an indication of 2km and 5km walk and cycle distances is provided in Chapter 4 of this report.
3.4 Local Highway Network
Set out in the following is a description of the local highway network that currently surrounds and would ultimately serve the proposed residential development.
Heol Pendyrus The proposed residential dwellings would ultimately be accessible via Heol Pendyrus, which is a 7m wide carriageway that essentially operates as a distributor road around the perimeter of the estate and serves a number of existing residential side roads via priority-controlled junctions. Images of the Heol Pendyrus carriageway are provided in photographs 4.1 and 4.2 below.
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Photographs 4.1 & 4.2: The Heol Pendyrus carriageway
The carriageway comprises single lanes in each direction and generally operates under a 30mph speed limit. The carriageway is largely lit, although there is an absence of footways.
Heol-Tir-Gwaidd Heol-Tir-Gwaidd converges with the Heol Pendyrus carriageway via a priority-controlled junction (although the junction is currently ‘stopped up’ through the placement of boulders at this location). The carriageway extends in a west to east direction between its convergence with Heol-Y-Waun and Heol Pendyrus respectively. The carriageway is street-lit, and the surface is generally in a good state of repair. There is however an absence of footways and/or cycle lane provision at present.
Heol-Y-Waun The Heol-Y-Waun carriageway converges with the Heol Pendyrus carriageway via a priority- controlled junction (although the junction is currently ‘stopped up’ through the placement of boulders at this location). Images of the carriageway are provided in photographs 4.3 and 4.4.
Photographs 4.3 & 4.4: The Heol-Y-Waun carriageway
3.5 Current Travel Behaviour
An indication of the potential travel mode choices of future residents has been obtained from the latest (2001) census data, and Table 3.5 provides a summary of mode choices for the journey to work amongst the working population of Penrhys.
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Table 3.5: Travel to work statistics (working resident population) Travel mode(s) Tylorstown RCT Wales Works from home 7% 6% 10% Train 1% 3% 1% Bus, minibus or coach 9% 6% 5% Taxi or minicab 1% 0% 1% Driving a car or van 53% 62% 61% Passenger in a car or van 18% 12% 9% Motorcycle / moped 0% 1% 1% Bicycle 0% 1% 1% On foot 10% 10% 10% Other 0% 0% 1% Total 100% 100% 100% Source: 2001 Census data
Table 3.5 shows that the majority (53%) of working residents of the Tylorstown ward currently travel to work as a car/van driver, followed by car/van passenger (18%), on foot (10%), bus passenger (9%) and ‘works from home’ (7%).
3.6 Review of Accident Data
This section analyses personal injury accidents (PIA) that were recorded in the vicinity of subject site in the period between 01/01/2007 and 31/10/2011. A plot of the location and severity of accidents within the vicinity of the site in shown in Figure 3.2 below
Figure 3.2: Plot of accidents by location and severity
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The PIA data has been analysed to identify whether there are any accident trends in the defined PIA area, and it can be seen from reference to Figure 3.2 that a total of 4 accidents were recorded over the latest 5-year period. A summary of the PIAs data recorded between 2007 and 2011 throughout the study area shows that:
A total of 4 accidents were recorded, resulting in 5 casualties;
There were no ‘serious’ or ‘fatal’ accidents recorded in the study area over the latest 5-year period;
All of the 4 accidents involved motor vehicle driver / riders, two of which also involved pedestrians. There were no cyclist casualties, and no child or old age pensioner pedestrian causalities;
Of the 4 accidents, 3 occurred during morning ‘daylight’ hours, whilst the remaining accident took place at 16:30 (afternoon ‘daylight’ hour) in early September 2009; and
The road surface was ‘dry’ at the time of two of the accidents, and either wet or damp at the time of the remaining two accidents.
A profile of accidents recorded between 2007 and 2011 is presented in Figure 3.3, which shows that a single accident took place during 2007, whilst 3 took place in 2009 (during the months of March, September and November respectively). Furthermore, it can be seen from reference to Figure 3.3 that no accidents were recorded during either 2010 or 2011. A copy of the PIA data is included in Appendix B.
Figure 3.3: A profile of personal injury accidents 4
3
2
1 Numberaccidents of
0 2007 2008 2009 2010 2011
Year
Slight
Accident Summary
It would appear that the frequency and type of accidents in the search area over the latest 5- year period could not be considered unusual, and there is no discernable causation or trends of accidents. It is therefore considered that any changes to conditions arising from the proposed residential (and future care home) development is not likely to give rise to any increase in accidents.
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3.7 Chapter Summary
This chapter has demonstrated that the proposed development represents an opportunity to locate modern residential properties (and a future care home) within an established urban area that is already connected to existing centres of activity by walk, cycle and public transport travel options.
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4 Baseline Conditions – Accessibility
4.1 Introduction
This chapter explores the ‘existing’ conditions surrounding the subject site, and includes a description of the local transport network available for travel by foot, bicycle, bus and car.
4.2 Walking Routes
In terms of the site’s wider context, current best practice guidance suggests that 2km represents an acceptable distance for pedestrians to walk to work or nearby facilities and amenities.
When assessing the accessibility of a site for pedestrians and the proximity of local facilities, an average walking speed of 1.4m/s can be assumed, which equates to approximately 400m in 5 minutes, or 3mph (Source: The Institution of Highway and Transportation (IHT) publication ‘Guidelines for Providing Journeys on Foot, 2000).
Figure 4.1 below illustrates existing 400m, 800m, 1.2km and 2km walk distances from the centre of the development site. This assessment has been undertaken based on available pedestrian links and routes. There are no known public rights of way in the immediate vicinity of the site.
Figure 4.1: Walk accessibility from the proposed development
It can be seen from reference to Figure 4.1 that a 2km walking distance is achievable on foot to/from the Station Road area of Ferndale to the north, Penrhys Isaf to the south, the Danycoed carriageway (within the settlement of Ystrad) to the west and Stanleytown to the east. It can also be seen from reference to Figure 4.1 that Penrhys Primary School is within a 400m walking distance of the centre of the subject site, and the footways that would be introduced as part of the development proposal would facilitate pedestrian movements between the two sites.
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A number of existing bus stops in place along Heol Pendyrus can be accessed in walk times of approximately 5 minutes (or 400m) from the subject site.
4.3 Cycling
Cycling has potential to substitute for short car trips, particularly those less than 5km, and to form part of a longer journey by public transport. This distance equates to a journey time of some 18 minutes and almost extends as far as Maerdy (to the north-west), Porth (to the south- east) and Tonypandy (to the south-west). Figure 4.2 below provides an overview of existing on- road and traffic-free cycle routes that can be accessed from the subject site.
Figure 4.2: Local cycle routes
Site
As can be seen from Figure 4.2 , a ‘linking’ route, which comprises both on-road and traffic-free cycle provision, passes through the nearby settlement of Ferndale as it extends between Pontypridd (routes 4 and 8, to the south-east) and Maerdy (route 47, to the north-west).
Whilst there is currently an absence of existing cycle infrastructure in the immediate surroundings of the subject site, site visits indicate that cyclists currently travel throughout the Penrhys estate on the existing highway network. Furthermore, by virtue of the fact that a review of accident data has shown that there is no pattern of accidents involving cyclists, the road network local to the application site is suitable for the use of cyclists.
Figure 4.3 below illustrates the extent of cycle accessibility within 5km (or approximately 20 minutes) of the subject site.
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Figure 4.3: Cycle accessibility from the proposed development
It can be seen from reference to Figure 4.3 (which includes a 5km cycle distance isochrone) that the subject site is accessible by bicycle from as far afield as Maerdy (to the north-west), Porth (to the south-east), Tonypandy (to the south-west) and Treorchy (to the west). Furthermore, Ystrad Railway Station can be reached within a 10 minute cycle journey of the site, thereby allowing for linked (sustainable) journeys to destinations further afield (e.g. Cardiff).
4.4 Bus Network
The Institution of Highways and Transportation (IHT) defines public transport accessibility as “how far a location is from the public transport network and the level of service of that network”. Bus services operating close to the subject site are accessible from bus stops in both directions located on Heol Pendyrus. The aforementioned bus stop is within the IHT (2000) ‘Guidelines for Providing for Journey on Foot’ acceptable (800m) walking distances to bus stops. A summary of existing bus routes that serve the bus stops located on Heol Pendyrus is shown in Table 4.1.
Table 4.1: Summary of bus services
Service Operator Origin Via Destination Freq (Mon-Fri) Ynyshir, Stanleytown, 3 journeys 155 Stagecoach Porth Ferndale Pontygwaith, daily Tylorstown, Penrhys roundabout Ferndale, Every 30 171 Stagecoach Maerdy Penrhys estate , Clydach Vale minutes. 07:26 Ystrad Rhondda RS, to 17:47 Tonypandy BS RS = Railway Station, BS = Bus Station
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Table 4.1: Summary of bus services (continued)
Service Operator Origin Via Destination Freq (Mon-Fri) Ferndale, 06:07, 07:36, Aberdare Penrhys roundabout , 08:36, 08:51, 172 Stagecoach Porthcawl BS Sarn Sainsbury’s, 09:36 then Pow Hospital, hourly until Bridgend BS 17:36, 18:43
Thomas Ystrad Penrhys roundabout , 07:49, then 902 Maerdy Coaches Rhondda Tylorstown, every hour Ferndale, until 17:49 RS = Railway Station, BS = Bus Station
It can be seen from reference to Table 4.1 that four existing bus services either route into the Penrhys estate or via the bus stops located on Penrhys roundabout, which is within an 800m walking distance of the centre of the subject site. It is important to note that the number 902 service routes between Penrhys Road roundabout and Ystrad Railway Station every hour between 07:49 and 17:49. The journey between the two aforementioned bus stops takes approximately 5 minutes, in addition to a walk time of approximately 8 minutes for pedestrian movements between the centre of the subject site and the Penrhys roundabout bus stop. Detailed in Figure 4.4 below is an indication of existing bus stops sited within the vicinity of the development site.
Figure 4.4: Accessibility of bus stops from the proposed development
Bus stops
It can be seen from reference to Figure 4.4 that four existing bus stops are located within 400m of the centre of the subject site (an ‘acceptable’ walking distance according to the IHT (2000) ‘Guidelines for Providing Journeys on Foot’), whilst a further three bus stops are located within 800m of the centre of the subject site (which represents a ‘desirable’ walking distance according to the IHT (2000) ‘Guidelines for Providing Journeys on Foot’). Images of existing bus stops Proposed Residential Development, Penrhys Transport Statement Page 20
located adjacent to Pendyrus Road (within 250m) and the Penrhys Road roundabout (within 700m) are provided in photographs 5.1 and 5.2 respectively. To this end, the Penrhys Community Minibus service is available to organised groups which could also serve (and benefit) the proposed care home.
Photographs 5.1 & 5.2: Local bus stops
4.5 Rail Services
The nearest rail station is located at Ystrad, which is positioned approximately 2.7km (to the west) from the centre of the subject site and can be accessed via road (for vehicular and cycle- based movements) and bus (the 902 service). The station is located on the Rhondda Line and Table 4.2 and Table 4.3 below summarises the travel time and hourly frequencies to destinations by rail.
Table 4.2: Summary of rail services from Ystrad Station (towards Cardiff) Destination(s) AM services (07:00-10:00) *PM services (16:00-19:00) Freq (per hr) Journey time Freq (per hr) Journey time Tonypandy 2 5 minutes 2 5 minutes Porth 2 10 minutes 2 12 minutes Pontypridd 2 19 minutes 2 22 minutes Taffs Well 2 30 minutes 2 32 minutes Cardiff Central 2 54 minutes 2 55 minutes *PM services represent the return journey
It can be seen from reference to Table 4.2 that two services per hour currently operate between Ystrad Railway Station and local destinations / employment / retail centres such as Tonypandy, Porth, Pontypridd, Taffs Well and Cardiff during the morning (07:00-10:00) and evening (16:00- 19:00) periods. Cardiff can be reached within a 54 minute train journey which some future residents of the proposed development could be willing to undertake.
It is important to recognise that Cardiff Central railway station represents an interchange between the rest of South and West Wales, and other major British cities. Arriva Trains Wales operate services to West Wales, Holyhead, Crewe and Manchester, as well as the South Wales Valley Lines. First Great Western runs intercity services to Bristol and London, and regional services to Bath, Taunton, Southampton and Portsmouth, whilst CrossCountry operates trains to Gloucester, Birmingham, Nottingham and Manchester. Set out in Table 4.3 is a summary of rail services between Ystrad and Treherbert stations.
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Table 4.3: Summary of rail services from Ystrad Station (towards Treherbert) Destination(s) AM services (07:00-10:00) *PM services (16:00-19:00) Freq (per hr) Journey time Freq (per hr) Journey time Ton Pentre 2 2 minutes 2 3 minutes Treorchy 2 5 minutes 2 9 minutes Ynyswen 2 8 minutes 2 11 minutes Treherbert 2 14 minutes 2 13 minutes *PM services represent the return journey
It can be seen from reference to Table 4.3 that two services per hour currently operate between Ystrad Railway Station and local destinations / employment / retail centres such as Ton Pentre, Treorchy, Ynyswen and Treherbert during the morning (07:00-10:00) and evening (16:00-19:00) periods.
To this end, it is considered that the subject site benefits from a reasonable level of rail accessibility, although cycle and motorised modes (e.g. the existing 902 bus service) are required for the interconnecting journey between the railway station and the site, given that they are beyond the widely recognised ‘maximum’ walk distance threshold of 1.2km for commuting journeys according to the IHT (2000) ‘Guidelines for Providing Journeys on Foot’.
4.6 Chapter Summary
This chapter has demonstrated that delivery of a residential scheme (inclusive of a 60-bed care home) would provide the opportunity to locate modern properties within an established urban area that is connected to existing centres of activity (including Pontypridd and Cardiff) by a wide range of travel modes including walking, cycling, bus and rail services.
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5 Proposed Development
5.1 Introduction
This chapter describes the development proposal for the subject site, including the development content, access arrangements and on-site parking provision. This chapter also sets out the applied vehicle trip rates and estimated traffic volumes that could be generated by the proposed residential development.
5.2 Masterplan Design
The development proposal centres upon the delivery of 107 residential dwellings on vacant land adjacent to the Heol Pendyrus carriageway. It is envisaged that the development would be delivered over 5 phases, whereby the first phase of properties would be occupied sometime during early spring 2013 (subject to the granting of planning permission). A concept masterplan has been developed for the site, which is illustrated in Figure 5.1 .
Figure 5.1: Indicative Masterplan
Proposed Proposed residential care home site site
The Indicative Masterplan shown in Figure 5.1 clearly illustrates the proposed boundary between the developable area, existing residential dwellings and other land parcels throughout the Penrhys estate that could be brought forward for development in the future. Figure 5.1 also sets out an indicative road layout with development parcels and areas of green space and footways that connect into existing external pedestrian infrastructure (although there is a general absence of footways throughout the estate at present). In developing the concept masterplan, it has been demonstrated that the full provision of 107 units could be achieved at
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densities that are in accordance with RCT’s standards. It can be seen from reference to Figure 5.2 below that the proposed residential development would comprise 107 dwellings which would consist of 58 detached houses, 20 detached bungalows, 11 terraced houses, 8 semi-detached houses and 10 sheltered accommodation units.
Figure 5.2: Proposed distribution of dwellings by tenure
Heol Pendyrus
Heol Pendyrus
As outlined in Section 1.4 of this report, demand has been identified for various types of care provision by the Local Authority and the Local Health Board. Independent Regeneration and RCT Homes aim to develop a cluster of health care facilities within Penrhys as part of the wider regeneration proposals.
As part of this development vision, a care home project will be brought forward as soon as possible in order to meet the demands of the Local Authority and to act as a catalyst for regeneration within Penrhys. Furthermore, whilst the provision of a care home is not included within the Outline Planning Application Phase 1 development site (upon which this Transport Statement is based), it does form part of Independent Regeneration's overall regeneration proposals and is included within the Spatial Vision for Penrhys (as shown in Figure 5.3 below).
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Figure 5.3: Spatial vision for Penrhys
Proposed care home site
5.3 Access Arrangements
The proposed residential development would be accessed via a series of priority-controlled jucntions with the Heol Pendyrus carriageway, which would be implemneted as part of the development proposal (as shown in Figure 5.2 ). Furthermore, it is intended that the proposed care home would be accessed via a newly-created priority junction that would converge with either Heol Pendyrus or Heol-Y-Waun.
It is intended that pedestrians and cyclists would be accommodated via 2m wide footways (on at least one side of the internal carriageways). Furthermore, when footpaths emerge onto a Heol Pendyrus (local distributor road) or onto the general road network, facilities to ensure safe crossing movements (such as tactile paving and anti-skid surface treatments) would be implemented.
At this stage, the proposed site accesses have not been subject to Stage 1 Road Safety Audit, although there is nothing to suggest that a safe access solution which meets all relevant design criteria cannot be satisfactorily achieved. In addition, the proposed residential development would enable future access by refuse, delivery, maintenance and emergency services vehicles.
5.4 Parking Provision
At this stage the concept masterplan is not sufficiently detailed to illustrate car parking provision. However, any forthcoming planning application would demonstrate that parking would be provided in line with the standards required by RCT. In addition, sheltered and secure cycle parking would be provided in accordance with the ‘Code for Sustainable Homes Requirements’. Moreover, parking provision for the care home would be in accordance with prevailing parking standards required by the highway authority.
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5.5 Forecast Mode Splits
The TRICS database (version TRICS 2012(a) v6.9.1) is an industry-recognised tool for deriving travel and traffic demand forecasts. The database has been interrogated for residential sites that are comparable to the development proposal in terms of location, accessibility and scale.
In addition, the TRICS database enables users to determine the travel mode splits for selected residential sites where multi-modal surveys have been carried out. Trip rates, and associated modal splits, have been derived from TRICS using Land Use Category 03 – Residential and Sub-Land Use Category K – Mixed Private Housing. Sites were chosen on the basis of being comparable to the subject site and the proposed development mix.
Table 5.1 summarises the mode share data obtained from the TRICS database for analogous residential sites, together with a summary of ‘travel to work statistics’ which are representative of the working population of Penrhys (extrapolated from the 2001 Census data, excluding ‘not currently working’ or ‘working from home’). The TRICS output data is included in Appendix C.
Table 5.1: Comparison of travel mode shares AM Peak Data PM Peak Data 12-Hr Data Travel mode(s) Census TRICS Census TRICS Census TRICS Pedestrian 24.4% 29.6% 24.4% 21.7% 24.4% 27.5% Cyclist 1.0% 1.9% 1.0% 8.7% 1.0% 4.1% Public Transport User 4.3% 3.7% 4.3% 2.2% 4.3% 2.0% Single Veh Occ 55.5% 64.8% 55.5% 67.4% 55.5% 66.4% Car passenger 14.1% 0.0% 14.1% 0.0% 14.1% 0.0% Other 0.8% 0.0% 0.8% 0.0% 0.8% 0.0% Total 100% 100% 100% 100% 100% 100% Vehicle users 69.6% 64.8% 69.6% 67.4% 69.6% 66.4% Difference / factor(s) -4.8% 104.8% -2.2% 102.2% -3.2% 103.2%
Table 5.1 reveals that the proportion of vehicle users amongst the working population of Penrhys is slightly higher than the corresponding proportions relevant to analogous TRICS sites for the morning peak hour (4.8%) , evening peak hour (2.2%) and 12-hour period (3.2%) respectively. The factors highlighted in red in Table 5.1 have been applied to the vehicle trip rate values obtained from the TRICS database (summarised in Table 5.2 ) in order to calculate the likely traffic generations that could be associated with the proposed residential development at Penrhys. All trips associated with the proposed care home would be vehicle-based.
5.6 Forecast Traffic Generations
Set out in the following is an indication of the likely traffic volumes that could be generated by the proposed residential dwellings (107 units) and care home (60 beds) land uses.
Residential Dwellings
Set out in Table 5.2 is a summary of the vehicle trip rates that were extrapolated from the TRICS database for the analogous residential sites. Table 5.2 also presents the ‘factored’ vehicle trip rates to reflect the findings discussed in the preceding section (and Table 5.1 ), along with an estimation of development traffic generations during the morning (08:00-09:00) and evening (17:00-18:00) peak hours, along with the 12-hour period from 07:00-19:00.
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Table 5.2: Applied vehicle trip rates and forecast traffic generations (107 residential dwellings)
Trip rates / time AM Peak Hour PM Peak Hour 12 Hour (7am to 7pm) period(s) IN OUT TOT IN OUT TOT IN OUT TOT Original trip rates 0.152 0.384 0.536 0.291 0.087 0.378 1.875 1.893 3.768 Factored trip rates 0.159 0.402 0.561 0.297 0.089 0.386 1.935 1.954 3.889 Traffic generations 17 43 60 32 10 42 207 209 416 *Factored trip rates – reflect the ‘growth’ factors summarised in Table 5.1 The salient points to note from Table 5.2 are as follows:
delivery of 107 residential dwellings is forecast to generate 60 two-way vehicle trips during the morning (08:00-09:00) peak hour;
delivery of 107 residential dwellings is forecast to generate 42 two-way vehicle trips during the evening (17:00-18:00) peak hour; and
delivery of 107 residential dwellings is forecast to generate 416 two-way vehicle trips between the hours of 07:00 and 19:00.
Residential Care Home
The TRICS database also includes trip rate information for a number of care home sites located throughout the UK. Detailed in Table 5.3 is a summary of the vehicle trip rate data that has been obtained from the TRICS database for similar residential care homes, along with an indication of the estimated traffic volumes that could be generated by a 60-bed care home development. The TRICS output data is included in Appendix C .
Table 5.3: Applied vehicle trip rates and forecast traffic generations (60-bed care home)
Trip rates / time AM Peak Hour PM Peak Hour 12 Hour (7am to 7pm) period(s) IN OUT TOT IN OUT TOT IN OUT TOT Vehicle trip rates 0.051 0.088 0.139 0.066 0.081 0.147 1.035 1.080 2.115 Traffic generations 8 5 13 4 5 9 62 65 127
The pertinent points to note from Table 5.3 are as follows:
delivery of a 60-bed care home is forecast to generate 13 two-way vehicle trips during the morning (08:00-09:00) peak hour;
delivery of a 60-bed care home is forecast to generate 9 two-way vehicle trips during the evening (17:00-18:00) peak hour; and
delivery of a 60-bed care home is forecast to generate 127 two-way vehicle trips between the hours of 07:00 and 19:00.
Overall Traffic Generations
Set out in Table 5.4 is a summary of the estimated traffic volumes that could be generated following the proposed delivery of 107 residential dwellings and a 60-bed care home development at the selected sites. The estimated traffic generations included in Table 5.4 have been taken from Table 5.2 (residential dwellings) and Table 5.3 (60-bed care home) respectively.
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Table 5.4: Total forecast traffic generations
Trip rates / time AM Peak Hour PM Peak Hour 12 Hour (7am to 7pm) period(s) IN OUT TOT IN OUT TOT IN OUT TOT Residential units (107) 17 43 60 32 10 42 207 209 416 Care home (60 beds) 8 5 13 4 5 9 62 65 127 Total 25 48 73 36 15 51 269 274 543
The main points to note from Table 5.4 are as follows:
delivery of 107 residential dwellings and a 60-bed care home is forecast to generate 73 two- way vehicle trips during the morning (08:00-09:00) peak hour;
delivery of 107 residential dwellings and a 60-bed care home is forecast to generate 51 two- way vehicle trips during the evening (17:00-18:00) peak hour; and
delivery of 107 residential dwellings and a 60-bed care home is forecast to generate 543 two-way vehicle trips between the hours of 07:00 and 19:00.
5.7 Traffic Impact
On the basis of the traffic generation calculations presented in the preceding section, it is considered that there would be no significant traffic impact on the local highway network in relation to the proposed residential dwellings and care home development. Furthermore, it is considered that the existing highway and non-car transport networks are appropriate for the type and scale of the development proposals. Consequently, this Transport Statement does not include a modelling assessment of junctions on the local highway network.
5.8 Chapter Summary
This chapter has provided an overview of the residential development proposal for the subject site, including the development content, access arrangements and on-site parking provision. Furthermore, in order to ensure that Phase 1 is developed as part of a wider regeneration strategy, the likely transport impact of a care home has been considered within this Transport Statement.
Whilst it has been estimated that the proposed 107 residential units and 60-bed care home could generate in the order of 73 and 51 two-way vehicle trips during the morning (08:00-09:00) and evening (17:00-18:00) peak hours respectively, no account has been taken of the potential levels of (un)employment and car ownership amongst future residents when making these calculations.
It is important to recognise that properties have been demolished in recent times (and not replaced) which has reduced the number of dwellings from 951 (in 1968) to 326 (at present), of which approximately 43 are either empty or represent long-term voids that have fallen into a state of disrepair. Furthermore, the loss of residential properties (and residents) over recent years will, of course, have had a direct impact on the (reduced) volume of traffic that is generated throughout Penrhys.
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6 Framework Travel Plan
6.1 Introduction
This Framework Travel Plan chapter has been prepared in accordance with Travel Plan guidance issued by the Department for Transport (DfT) and provides a strategy from which a final Travel Plan could be devised.
This Travel Plan Framework chapter is directed at reducing unnecessary or unsustainable car travel made by future residents of the development proposals. In addition, the final Travel Plan would include modal shift targets to reflect the findings of travel surveys that would be conducted within 6 months of full occupation of the proposed residential properties.
6.2 Objectives
The main objectives of the Travel Plan would be to:
increase awareness of the advantages and availability of sustainable modes and highlight the alternative modes of transport available to future residents;
introduce a package of physical and management measures that would facilitate travel by sustainable modes amongst future residents; and
reduce unnecessary or unsustainable use of the car for the journey to work.
The Travel Plan would also aim to encourage future residents to adopt more sustainable travel patterns.
6.3 Targets
It is difficult or often not possible to set definite targets for travel to/from the site before residents’ travel patterns are known, as in this case.
Once the travel survey results have been analysed, targets would be set according to the monitoring programme set out in Section 6.8 of this report. Targets would be set for the first 12 months until the first monitoring survey is undertaken. Targets would then be set every two years after that and revised where necessary once the third and fifth monitoring surveys are undertaken. A shorter, snapshot, survey would also be undertaken during this time. The main target would be to reduce dependency on the private car. Other targets would include increasing levels of public transport patronage, and increasing walking and cycling modal splits.
All targets would be set and revised in consultation with RCT’s Travel Plan Officers.
6.4 Travel Plan Measures
This section has been divided into two. The first section covers the measures which would be put in place before the site is occupied. The second section outlines measures which may be appropriate for implementation once baseline travel patterns have been established.
This list is by no means exhaustive, but represents those measures which, at this stage, are seen as most applicable to this site and most likely to achieve success.
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A copy of the Framework Travel Plan and a travel information notice board will be placed within the sales office and would also be available via a dedicated internet site. The notice board would provide accessibility information for the site, as discussed below.
Timetables and route maps for public transport, particularly buses. This should include isochrone maps showing schedules journey times and timetable information which correspond to typical working hours (e.g. 09:00-17:00, Monday to Friday);
Contact numbers (including text code to relevant bus stops) for public transport operators;
Local taxi company details;
Cycling and walking maps for the local area and the contact details of local and national cycling organisations, such as SUSTRANS;
Web details for any community travel sites and community forum sites; and
Details of car share websites.
This list is not exhaustive and any information within reason which the Council requests can be accommodated.
Walking
Future residents will be encouraged to walk to/from work through the introduction of an improved pedestrian environment as part of the development proposal. In addition, an information pack will identify safe walk routes in the area and could help to establish uptake of this mode.
Cycling
Cycle parking will be provided in convenient, secure and covered locations. Cycle parking provision will be kept under review, and increased if it does not meet demand.
The information pack will provide information to staff on safe cycle routes in the area and promote the use of cycling.
Car Sharing
Information on notice boards and via an internet site will encourage the use of car sharing amongst future residents.
Car Club
It is suggested that consideration is given (alongside officers from RCT) to the potential introduction of a Car Club that would provide an opportunity for pay-as-you-go motoring to future residents throughout Penrhys. The cars would be located in reserved on-street parking bays throughout the estate and could be booked online or by phone. City Car Club has been successfully launched in Cardiff, with cars located throughout the city centre and surrounding areas.
Public Transport
It has been established that the nearest bus stops to the subject site are located on Heol Pendyrus, in addition to bus stops located at Penrhys Road roundabout.
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Clearly displaying the Traveline telephone number and website information in relevant locations would help inform future residents of the public transport options available to them. There could also be scope for future negotiations with local bus companies and RCT Council regarding the potential offer of “free weekly trial” passes to try and instill in future residents the habit of using public transport.
6.5 Management
It is anticipated that the Travel Plan will be managed at a strategic level by a member of RCT Homes’ Estates Department. They will be designated as a Travel Plan Coordinator (TPC) for the existing estate and the proposed dwellings. The appointment of a TPC is one of the most important aspects of any Travel Plan. The TPC will be responsible for all aspects of the Travel Plan. Their primary functions would be as follows:
Liaison with the local planning and highway authority;
Liaison with local bus companies with a view to maintenance and possible enhancement of services;
Setting up the car sharing scheme;
Organisation of travel surveys;
Investigate, develop and promote sustainable transport measures to future residents;
Monitor and review progress of the Travel Plan and produce associated reports; and
Maintenance of all necessary systems, data and paperwork.
Increasing the travel awareness of future residents so that they can make informed travel choices is seen as a key role of the TPC. This may be achieved through means such as publicity information, workshops and other suitable media. The TPC will be given sufficient time and resources to effectively undertake their duties and implement the Travel Plan. The TPC should work closely with Travel Plan Officers at RCT and the Welsh Government and seek to promote council-supported initiatives.
The TPC will be appointed prior to first occupation of the proposed residential dwellings. His/her contact details will be passed to RCT’s / Welsh Government Officers upon their appointment.
6.6 Marketing & Consultation
All residents will be made aware of the existence of the Framework Travel Plan, together with its objectives in enhancing the environment and the role of individuals in achieving these objectives will be explained.
A Welcome Pack will be prepared and distributed to all existing and future residents, and will contain sustainable transport information and any other relevant transport information. In addition, contact details of the TPC will be advertised in the event that residents wish to discuss specific matters directly.
The following could be used as a means of disseminating information to residents to promote events/campaigns/promotions/services/initiatives:
Notice boards;
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Newsletters;
Welcome packs;
Leaflet drops; and
Internet / Intranet (where applicable)
Information will also be posted in prominent (communal) locations to increase awareness of the Travel Plan and the initiatives contained within it.
6.7 Area Wide Travel Plan Forum
It may be possible for residents, businesses and other interested local groups to form a Travel Plan Forum that would cover Penrhys and surrounding settlements. Setting up such a forum would allow all parties to discuss which area-wide measures they feel would be most effective in achieving a modal shift towards sustainable travel. Such a forum would require the support of RCT Council.
6.8 Monitoring
The Travel Plan and resident travel will be monitored on an initial 5-year cycle. The first three monitoring surveys will be undertaken at Years 1, 3 and 5, on the first, third and fifth anniversaries of the initial baseline travel survey.
As noted in Section 6.1 of this report, the baseline travel survey will be undertaken 6 months after occupation of the first phase of residential properties. This baseline survey represents the start of the travel plan for monitoring purposes and is known as Year 0.
If targets are not being met the Travel Plan will continue to be monitored for a further 4 years, i.e. Year 7 and Year 9, bringing the total monitoring period to 9 years. However, it is envisaged that the monitoring programme will help to identify what is causing the target to not be met. Rectifying problems could involve implementing more or different measures or adjusting targets to more realistic levels.
The monitoring will be undertaken in-house by the TPC using an approved questionnaire. The exact requirements for the monitoring and baseline surveys will be finalised with RCT Council.
6.9 Review
It is anticipated that the Travel Plan review would involve two stages. The first would encompass a basic review of targets and measures at Years 1 and 3. The first two monitoring surveys will show whether targets are being met and whether the measures implemented are having the desired effect on the travel behavior of residents. These reviews can highlight areas which need to be addressed before the fuller 5 year review.
The second stage would involve the TPC undertaking a full and comprehensive review of the Travel Plan at Year 5 once the third monitoring survey has been undertaken and the results analysed. This review will involve completely updating the Travel Plan document to take into account changes to transport availability, resident changes, changes in travel patterns, and revisions to targets and measures. Any on-going monitoring of measure uptake, for example use of the car share scheme, will be included within the review.
Proposed Residential Development, Penrhys Transport Statement Page 32
6.10 Reporting
The TPC will compile a Monitoring Report at Years 1, 3 and 5 outlining the results of the monitoring survey and review. The report will also incorporate the results of on-going monitoring throughout the preceding period. The report will be issued to RCT and retained for record. The monitoring report will include the following aspects:
Resident and home address;
A summary of the Travel Plan;
How and when monitoring information was gathered;
Whether travel patterns are meeting objectives and targets; and
Proposals to further develop the Travel Plan and make revisions to measures and targets if targets are not being met.
6.11 Action Plan
The full Travel Plan would include an Action Plan which would identify measures to be included at the site design stage (in terms of on-site infrastructure) in addition to those required for the continued support of both new and existing residents. It is envisaged that the Action Plan will evolve with the Travel Plan and would reflect the outcome of regular discussions between the TPC and officers from RCT.
Proposed Residential Development, Penrhys Transport Statement Page 33
7 Transport Implementation Strategy
7.1 Introduction
In accordance with TAN 18, this chapter is intended to draw together the elements of a Transport Implementation Strategy (TIS) as part of demonstrating how the proposed development could contribute positively to overarching policy objectives.
7.2 Context
The policy context set out in Chapter 2 of this report highlighted the importance of sustainability in national and regional policy guidance. This has provided a key guiding principle in the overall conception of the development proposal, and in the context of how the proposals aim to minimise the need to travel.
7.3 Introduction
The TIS is underpinned by the following overarching objectives:
to reduce the need to travel;
to achieve accessibility and convenience by walking, cycling and public transport;
to provide necessary supporting infrastructure;
to promote social inclusion, including integration with existing communities;
to promote healthy lifestyles; and
to create conditions that provide safety and security for all.
7.4 Measures
The package of measures proposed as part of maximising the success of the planned development and achieving the objectives include the following:
the provision of high quality pedestrian/cycle linkages;
the use of internal road arrangements that prioritise pedestrians and cyclists and contain motor vehicle speeds to 20mph;
appropriate re-routeing of public footpaths;
the provision of cycle parking facilities;
maximising opportunities for bus travel;
hold discussions with the highway authority and local bus operators regarding the provision of improved passenger waiting facilities at bus stops; and
the provision of dedicated crossing facilities throughout the proposed development.
Proposed Residential Development, Penrhys Transport Statement Page 34
8 Construction Traffic
The traffic related to the construction phase of development would comprise:
the transport of personnel engaged in the works; and
the delivery of materials and equipment.
It is anticipated that majority of the vehicular activity would occur outside the highway peak periods and would be reduced by the earthworks utilising site won material, rather than requiring deliveries by road.
Heavy loads, potentially including dumper trucks and cranes will need to be brought to the site. In addition, quantities of building materials will need to be delivered to the site on an intermittent basis throughout the construction period. The number of HGV deliveries of building materials is expected to vary during the construction programme; resulting in peaks and troughs during the overall time period. However, in general, HGV movements associated with the proposed construction are not expected to present any capacity problems on the road network due to the minimal trips per hour made by such vehicles. Therefore the associated vehicles are expected to have limited impact on local communities during the construction of the proposed development.
The impact of construction traffic on the network is not expected to cause undue inconvenience to other road users. However, in order to ensure that construction activity is minimised it is recommended that the contractor produces a Traffic Management Plan in consultation with officers from RCT. The plan will address the following:
Traffic signage and signalling necessary for the direction and control of approaches to the site;
Suitable routes for materials and for the transport of employees to and from the site.
An emphasis on limiting the use of the private car for travel to/from the site;
Details of any operations, which will obstruct public roads in a way that restricts the free passage of vehicles; and
Timing of operations and procedures will be discussed with the Highway Authorities prior to the commencement of construction works.
With the appropriate traffic management procedures in place, the impacts arising from construction of the residential development would be minimised.
Proposed Residential Development, Penrhys Transport Statement Page 35
9 Summary & Conclusions
The key findings of this Transport Statement can be summarised as follows:
the development site is well placed in relation to a range of existing transport networks;
planning and transport policy at all levels supports new residential development that promotes sustainable travel patterns;
the development proposals have been founded on the concept of ‘walkable neighbourhoods’ to enable future residents and the wider Penrhys community to access local amenities and services within a reasonable walking distance (which includes walking to nearby bus stops for onward travel);
the approach afforded to development design and connectivity would serve to minimise the proportion of travel by future residents that is dependent on the use of a car;
whilst it has been estimated that the proposed residential development could generate in the order of 73 and 51 two-way vehicle trips during the morning (08:00-09:00) and evening (17:00-18:00) peak hours respectively, no account has been taken of the potential levels of (un)employment and car ownership amongst future residents in the calculations;
a significant number of properties have been demolished in recent times (and not replaced) which has reduced the number of occupied dwellings from 951 (in 1968) to circa 283 at present (2012). Furthermore, the loss of residential properties (and residents) over recent years will, of course, have had a direct impact on the (reduced) volume of traffic that is generated throughout Penrhys;
it is considered that the impact of traffic generated by the development proposal could be accommodated without the need for external highway improvements; and
an Action Plan will evolve as part of the Travel Plan process to ensure that effective measures are implemented to both promote and facilitate travel by non-car modes. The Travel Plan would be discussed at appropriate time intervals between the TPC and officers from RCT.
On this basis it is concluded that there are no unacceptable highway or transport implications associated with this development proposal.
Proposed Residential Development, Penrhys Transport Statement Page 36
Appendix A Scoping Correspondence with RCT Borough Council
Page 1 of 2 From: Zeinali, Souren [[email protected]] Sent: 05 January 2012 17:49 To: Andrew Freeguard Cc: Jones, Tim (Highways) Subject: RE: Transport Study - Penrhys Attachments: Section F Guidance Notes Pre Plan Plan Apps.doc
Andrew, Noted and confirm that 110 dwellings would require a TA. However, bearing in mind the site history , it may be that a Transport Statement (TS) in conjunction with the planning obligations as set out in the relevant SPG could suffice. With regard to the scoping agenda for a TA, please see attached.
Regards
Souren Zeinali BSc MSc CEng MCIHT MIEI FIHE Highways Development & Adoptions Manager, Environmental Services, Rhondda Cynon Taff County Borough Council Sardis House, Sardis Road, Pontypridd, CF37 1DU Tel: 01443 494866 Fax: 01443 494852 email:[email protected]
From: Andrew Freeguard [mailto:[email protected]] Sent: 05 January 2012 16:40 To: Zeinali, Souren Subject: Transport Study - Penrhys
Hi Souren,
You maybe aware that RCT Homes hopes to redevelop the eastern part of Penrhys with a private developer and provide around 110 new homes for below market sale. I am aware that a proposed development of 50 homes or more should have a transport study as part of the planning process.
I was wondering if that was really necessary in the case of Penrhys, as I see it 110 new homes would have a negligible impact on a site that has seen 700 homes demolished over the last 25 years. I ask this as a full transport study will cost me around £6K (that’s what I’ve been quoted).
If I have to undertake a study, I was wondering if you would be kind enough to set the scope of the study that I will need to commission to satisfy the Planners and to keep costs to minimum.
Hope you can assist.
Regards,
Andrew
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Andrew Freeguard Community Regeneration and New Business Manager file://C:\Users\dh29904\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\... 17/02/2012 Appendix B Personal Injury Accident Data
Accidents between dates 01/01/2007 and 31/12/2011
Ref Acc Class Date Year Season Casualties Time 20386329 Slight 02/09/2009 2009 Autumn 1 1630 Afternoon 17280161 Slight 07/07/2007 2007 Summer 1 0900 Morning 20393780 Slight 08/03/2009 2009 Spring 1 1010 Morning 20490630 Slight 14/11/2009 2009 Autumn 2 1140 Morning
Cycles Peds Children OAPs Weather Surface Causation 0 1 0 0 Raining without high winds Dry Pedestrian in carriageway 0 1 0 0 Raining without high winds Dry Pedestrian in carriageway 0 0 0 0 Raining with high winds Wet / damp Vehicle pulled off at give-way line into path of approaching vehicle 0 0 0 0 Raining without high winds Wet / damp Vehicle proceeding normally along the carriageway, struck another vehicle on bend 0 2 0 0
Total number of accidents: 4 Severity Count Percentage Slight 4 100% Serious 0 0% Fatal 0 0% Total 4 100%
Year Fatal Serious Slight Total Percentage 2007 0 0 1 1 25% 2008 0 0 0 0 0% 2009 0 0 3 3 75% 2010 0 0 0 0 0% 2011 0 0 0 0 0% Total 0 0 4 4 100%
Season Count Percentage Spring 1 25% Summer 1 25% Autumn 2 50% Winter 0 0% Total 4 100%
Time Count Percentage Morning 3 75% Afternoon 1 25% Evening 0 0% Night 0 0% Total 4 100%
Road surface Count Percentage Dry 2 50% Wet / damp 2 50% Total 4 100%
Causation Count Percentage Ped in carriageway 2 50% Failed to give way 1 25% Lost control on a bend 1 25% Total 4 100% Appendix C TRICS Output Files
TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 1 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301
TRIP RATE CALCULATION SELECTION PARAMETERS:
Land Use : 03 - RESIDENTIAL Category : K - MIXED PRIVATE HOUSING MULTI-MODAL VEHICLES
Selected regions and areas: 04 EAST ANGLIA NF NORFOLK 1 days SF SUFFOLK 1 days 05 EAST MIDLANDS LN LINCOLNSHIRE 1 days 06 WEST MIDLANDS ST STAFFORDSHIRE 1 days WO WORCESTERSHIRE 1 days 10 WALES CF CARDIFF 1 days
Filtering Stage 2 selection:
Parameter: Number of dwellings Range: 51 to 103 (units: )
Public Transport Provision: Selection by: Include all surveys
Date Range: 01/01/00 to 26/11/11
Selected survey days: Monday 1 days Tuesday 1 days Wednesday 2 days Friday 2 days
Selected survey types: Manual count 6 days Directional ATC Count 0 days
Selected Locations: Town Centre 1 Suburban Area (PPS6 Out of Centre) 4 Edge of Town 1
Selected Location Sub Categories: Residential Zone 4 Built-Up Zone 2
Filtering Stage 3 selection:
Use Class: C 3 6 days
Population within 1 mile: 15,001 to 20,000 1 days 20,001 to 25,000 2 days 25,001 to 50,000 3 days TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 2 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301
Filtering Stage 3 selection (Cont.):
Population within 5 miles: 100,001 to 125,000 1 days 125,001 to 250,000 3 days 250,001 to 500,000 2 days
Car ownership within 5 miles: 0.6 to 1.0 3 days 1.1 to 1.5 3 days
Travel Plan: Not Known 2 days No 4 days TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 3 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301
LIST OF SITES relevant to selection parameters
1 CF-03-K-01 TERRACED/FLATS, CARDIFF CARDIFF BISHOPS ROAD LLANDAFF NORTH CARDIFF Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 8 4 Survey date: MONDAY 08/10/07 Survey Type: MANUAL 2 LN-03-K-01 TERRACED/FLATS, LINCOLN LINCOLNSHIRE DE WINT AVENUE
LINCOLN Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 5 6 Survey date: WEDNESDAY 18/05/05 Survey Type: MANUAL 3 NF-03-K-01 TERRACED/FLATS, NORWICH NORFOLK COSLANY STREET
NORWICH Town Centre Built-Up Zone Total Number of dwellings: 5 1 Survey date: FRIDAY 03/11/00 Survey Type: MANUAL 4 SF-03-K-01 TERRACED/FLATS, IPSWICH SUFFOLK GROVE LANE
IPSWICH Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 9 9 Survey date: FRIDAY 29/09/00 Survey Type: MANUAL 5 ST-03-K-02 TERRACED/FLATS, STOKE STAFFORDSHIRE CHASEWATER DRIVE FORD GREEN STOKE-ON-TRENT Edge of Town Residential Zone Total Number of dwellings: 7 3 Survey date: WEDNESDAY 26/11/08 Survey Type: MANUAL 6 WO-03-K-03 TERRACED/FLATS, WORCESTER WORCESTERSHIRE TALLOW HILL
WORCESTER Suburban Area (PPS6 Out of Centre) Built-Up Zone Total Number of dwellings: 1 0 3 Survey date: TUESDAY 03/06/03 Survey Type: MANUAL TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 4 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301
TRIP RATE for Land Use 03 - RESIDENTIAL/K - MIXED PRIVATE HOUSING 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 0 0 0.000 0 0 0.000 0 0 0.000 01:00 - 02:00 0 0 0.000 0 0 0.000 0 0 0.000 02:00 - 03:00 0 0 0.000 0 0 0.000 0 0 0.000 03:00 - 04:00 0 0 0.000 0 0 0.000 0 0 0.000 04:00 - 05:00 0 0 0.000 0 0 0.000 0 0 0.000 05:00 - 06:00 0 0 0.000 0 0 0.000 0 0 0.000 06:00 - 07:00 0 0 0.000 0 0 0.000 0 0 0.000 07:00 - 08:00 6 78 0.073 6 78 0.212 6 78 0.285 08:00 - 09:00 6 78 0.086 6 78 0.313 6 78 0.399 09:00 - 10:00 6 78 0.129 6 78 0.127 6 78 0.256 10:00 - 11:00 6 78 0.086 6 78 0.124 6 78 0.210 11:00 - 12:00 6 78 0.097 6 78 0.097 6 78 0.194 12:00 - 13:00 6 78 0.103 6 78 0.101 6 78 0.204 13:00 - 14:00 6 78 0.116 6 78 0.122 6 78 0.238 14:00 - 15:00 6 78 0.114 6 78 0.127 6 78 0.241 15:00 - 16:00 6 78 0.182 6 78 0.120 6 78 0.302 16:00 - 17:00 6 78 0.200 6 78 0.114 6 78 0.314 17:00 - 18:00 6 78 0.238 6 78 0.137 6 78 0.375 18:00 - 19:00 6 78 0.236 6 78 0.152 6 78 0.388 19:00 - 20:00 0 0 0.000 0 0 0.000 0 0 0.000 20:00 - 21:00 0 0 0.000 0 0 0.000 0 0 0.000 21:00 - 22:00 0 0 0.000 0 0 0.000 0 0 0.000 22:00 - 23:00 0 0 0.000 0 0 0.000 0 0 0.000 23:00 - 24:00 0 0 0.000 0 0 0.000 0 0 0.000 Total Rates: 1.660 1.746 3.406
Parameter summary
Trip rate parameter range selected: 51 - 103 (units: ) Survey date date range: 01/01/00 - 26/11/11 Number of weekdays (Monday-Friday): 6 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 0 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 5 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 6 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 7 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 8 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301
TRIP RATE for Land Use 03 - RESIDENTIAL/K - MIXED PRIVATE HOUSING 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 0 0 0.000 0 0 0.000 0 0 0.000 01:00 - 02:00 0 0 0.000 0 0 0.000 0 0 0.000 02:00 - 03:00 0 0 0.000 0 0 0.000 0 0 0.000 03:00 - 04:00 0 0 0.000 0 0 0.000 0 0 0.000 04:00 - 05:00 0 0 0.000 0 0 0.000 0 0 0.000 05:00 - 06:00 0 0 0.000 0 0 0.000 0 0 0.000 06:00 - 07:00 0 0 0.000 0 0 0.000 0 0 0.000 07:00 - 08:00 6 78 0.009 6 78 0.011 6 78 0.020 08:00 - 09:00 6 78 0.006 6 78 0.009 6 78 0.015 09:00 - 10:00 6 78 0.009 6 78 0.004 6 78 0.013 10:00 - 11:00 6 78 0.006 6 78 0.004 6 78 0.010 11:00 - 12:00 6 78 0.002 6 78 0.000 6 78 0.002 12:00 - 13:00 6 78 0.006 6 78 0.006 6 78 0.012 13:00 - 14:00 6 78 0.009 6 78 0.006 6 78 0.015 14:00 - 15:00 6 78 0.002 6 78 0.009 6 78 0.011 15:00 - 16:00 6 78 0.004 6 78 0.002 6 78 0.006 16:00 - 17:00 6 78 0.000 6 78 0.002 6 78 0.002 17:00 - 18:00 6 78 0.000 6 78 0.000 6 78 0.000 18:00 - 19:00 6 78 0.000 6 78 0.000 6 78 0.000 19:00 - 20:00 0 0 0.000 0 0 0.000 0 0 0.000 20:00 - 21:00 0 0 0.000 0 0 0.000 0 0 0.000 21:00 - 22:00 0 0 0.000 0 0 0.000 0 0 0.000 22:00 - 23:00 0 0 0.000 0 0 0.000 0 0 0.000 23:00 - 24:00 0 0 0.000 0 0 0.000 0 0 0.000 Total Rates: 0.053 0.053 0.106
Parameter summary
Trip rate parameter range selected: 51 - 103 (units: ) Survey date date range: 01/01/00 - 26/11/11 Number of weekdays (Monday-Friday): 6 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 0 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 9 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 10 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 11 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 12 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301
TRIP RATE for Land Use 03 - RESIDENTIAL/K - MIXED PRIVATE HOUSING 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 0 0 0.000 0 0 0.000 0 0 0.000 01:00 - 02:00 0 0 0.000 0 0 0.000 0 0 0.000 02:00 - 03:00 0 0 0.000 0 0 0.000 0 0 0.000 03:00 - 04:00 0 0 0.000 0 0 0.000 0 0 0.000 04:00 - 05:00 0 0 0.000 0 0 0.000 0 0 0.000 05:00 - 06:00 0 0 0.000 0 0 0.000 0 0 0.000 06:00 - 07:00 0 0 0.000 0 0 0.000 0 0 0.000 07:00 - 08:00 6 78 0.000 6 78 0.000 6 78 0.000 08:00 - 09:00 6 78 0.002 6 78 0.002 6 78 0.004 09:00 - 10:00 6 78 0.000 6 78 0.000 6 78 0.000 10:00 - 11:00 6 78 0.000 6 78 0.000 6 78 0.000 11:00 - 12:00 6 78 0.000 6 78 0.000 6 78 0.000 12:00 - 13:00 6 78 0.000 6 78 0.000 6 78 0.000 13:00 - 14:00 6 78 0.000 6 78 0.000 6 78 0.000 14:00 - 15:00 6 78 0.000 6 78 0.000 6 78 0.000 15:00 - 16:00 6 78 0.000 6 78 0.000 6 78 0.000 16:00 - 17:00 6 78 0.002 6 78 0.000 6 78 0.002 17:00 - 18:00 6 78 0.000 6 78 0.000 6 78 0.000 18:00 - 19:00 6 78 0.000 6 78 0.000 6 78 0.000 19:00 - 20:00 0 0 0.000 0 0 0.000 0 0 0.000 20:00 - 21:00 0 0 0.000 0 0 0.000 0 0 0.000 21:00 - 22:00 0 0 0.000 0 0 0.000 0 0 0.000 22:00 - 23:00 0 0 0.000 0 0 0.000 0 0 0.000 23:00 - 24:00 0 0 0.000 0 0 0.000 0 0 0.000 Total Rates: 0.004 0.002 0.006
Parameter summary
Trip rate parameter range selected: 51 - 103 (units: ) Survey date date range: 01/01/00 - 26/11/11 Number of weekdays (Monday-Friday): 6 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 0 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 13 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 14 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 15 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 16 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301
TRIP RATE for Land Use 03 - RESIDENTIAL/K - MIXED PRIVATE HOUSING 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 0 0 0.000 0 0 0.000 0 0 0.000 01:00 - 02:00 0 0 0.000 0 0 0.000 0 0 0.000 02:00 - 03:00 0 0 0.000 0 0 0.000 0 0 0.000 03:00 - 04:00 0 0 0.000 0 0 0.000 0 0 0.000 04:00 - 05:00 0 0 0.000 0 0 0.000 0 0 0.000 05:00 - 06:00 0 0 0.000 0 0 0.000 0 0 0.000 06:00 - 07:00 0 0 0.000 0 0 0.000 0 0 0.000 07:00 - 08:00 6 78 0.011 6 78 0.024 6 78 0.035 08:00 - 09:00 6 78 0.002 6 78 0.019 6 78 0.021 09:00 - 10:00 6 78 0.004 6 78 0.006 6 78 0.010 10:00 - 11:00 6 78 0.000 6 78 0.002 6 78 0.002 11:00 - 12:00 6 78 0.000 6 78 0.000 6 78 0.000 12:00 - 13:00 6 78 0.004 6 78 0.009 6 78 0.013 13:00 - 14:00 6 78 0.002 6 78 0.006 6 78 0.008 14:00 - 15:00 6 78 0.002 6 78 0.000 6 78 0.002 15:00 - 16:00 6 78 0.024 6 78 0.021 6 78 0.045 16:00 - 17:00 6 78 0.017 6 78 0.028 6 78 0.045 17:00 - 18:00 6 78 0.045 6 78 0.006 6 78 0.051 18:00 - 19:00 6 78 0.013 6 78 0.004 6 78 0.017 19:00 - 20:00 0 0 0.000 0 0 0.000 0 0 0.000 20:00 - 21:00 0 0 0.000 0 0 0.000 0 0 0.000 21:00 - 22:00 0 0 0.000 0 0 0.000 0 0 0.000 22:00 - 23:00 0 0 0.000 0 0 0.000 0 0 0.000 23:00 - 24:00 0 0 0.000 0 0 0.000 0 0 0.000 Total Rates: 0.124 0.125 0.249
Parameter summary
Trip rate parameter range selected: 51 - 103 (units: ) Survey date date range: 01/01/00 - 26/11/11 Number of weekdays (Monday-Friday): 6 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 0 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 17 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 18 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 19 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 20 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301
TRIP RATE for Land Use 03 - RESIDENTIAL/K - MIXED PRIVATE HOUSING 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 0 0 0.000 0 0 0.000 0 0 0.000 01:00 - 02:00 0 0 0.000 0 0 0.000 0 0 0.000 02:00 - 03:00 0 0 0.000 0 0 0.000 0 0 0.000 03:00 - 04:00 0 0 0.000 0 0 0.000 0 0 0.000 04:00 - 05:00 0 0 0.000 0 0 0.000 0 0 0.000 05:00 - 06:00 0 0 0.000 0 0 0.000 0 0 0.000 06:00 - 07:00 0 0 0.000 0 0 0.000 0 0 0.000 07:00 - 08:00 6 78 0.092 6 78 0.245 6 78 0.337 08:00 - 09:00 6 78 0.109 6 78 0.408 6 78 0.517 09:00 - 10:00 6 78 0.152 6 78 0.142 6 78 0.294 10:00 - 11:00 6 78 0.103 6 78 0.157 6 78 0.260 11:00 - 12:00 6 78 0.120 6 78 0.118 6 78 0.238 12:00 - 13:00 6 78 0.129 6 78 0.133 6 78 0.262 13:00 - 14:00 6 78 0.163 6 78 0.152 6 78 0.315 14:00 - 15:00 6 78 0.137 6 78 0.161 6 78 0.298 15:00 - 16:00 6 78 0.262 6 78 0.165 6 78 0.427 16:00 - 17:00 6 78 0.266 6 78 0.170 6 78 0.436 17:00 - 18:00 6 78 0.288 6 78 0.178 6 78 0.466 18:00 - 19:00 6 78 0.273 6 78 0.204 6 78 0.477 19:00 - 20:00 0 0 0.000 0 0 0.000 0 0 0.000 20:00 - 21:00 0 0 0.000 0 0 0.000 0 0 0.000 21:00 - 22:00 0 0 0.000 0 0 0.000 0 0 0.000 22:00 - 23:00 0 0 0.000 0 0 0.000 0 0 0.000 23:00 - 24:00 0 0 0.000 0 0 0.000 0 0 0.000 Total Rates: 2.094 2.233 4.327
Parameter summary
Trip rate parameter range selected: 51 - 103 (units: ) Survey date date range: 01/01/00 - 26/11/11 Number of weekdays (Monday-Friday): 6 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 0 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 21 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 22 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 23 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 24 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301
TRIP RATE for Land Use 03 - RESIDENTIAL/K - MIXED PRIVATE HOUSING 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 0 0 0.000 0 0 0.000 0 0 0.000 01:00 - 02:00 0 0 0.000 0 0 0.000 0 0 0.000 02:00 - 03:00 0 0 0.000 0 0 0.000 0 0 0.000 03:00 - 04:00 0 0 0.000 0 0 0.000 0 0 0.000 04:00 - 05:00 0 0 0.000 0 0 0.000 0 0 0.000 05:00 - 06:00 0 0 0.000 0 0 0.000 0 0 0.000 06:00 - 07:00 0 0 0.000 0 0 0.000 0 0 0.000 07:00 - 08:00 6 78 0.017 6 78 0.043 6 78 0.060 08:00 - 09:00 6 78 0.047 6 78 0.161 6 78 0.208 09:00 - 10:00 6 78 0.030 6 78 0.099 6 78 0.129 10:00 - 11:00 6 78 0.047 6 78 0.062 6 78 0.109 11:00 - 12:00 6 78 0.056 6 78 0.049 6 78 0.105 12:00 - 13:00 6 78 0.045 6 78 0.039 6 78 0.084 13:00 - 14:00 6 78 0.045 6 78 0.082 6 78 0.127 14:00 - 15:00 6 78 0.084 6 78 0.052 6 78 0.136 15:00 - 16:00 6 78 0.146 6 78 0.103 6 78 0.249 16:00 - 17:00 6 78 0.114 6 78 0.084 6 78 0.198 17:00 - 18:00 6 78 0.103 6 78 0.034 6 78 0.137 18:00 - 19:00 6 78 0.067 6 78 0.036 6 78 0.103 19:00 - 20:00 0 0 0.000 0 0 0.000 0 0 0.000 20:00 - 21:00 0 0 0.000 0 0 0.000 0 0 0.000 21:00 - 22:00 0 0 0.000 0 0 0.000 0 0 0.000 22:00 - 23:00 0 0 0.000 0 0 0.000 0 0 0.000 23:00 - 24:00 0 0 0.000 0 0 0.000 0 0 0.000 Total Rates: 0.801 0.844 1.645
Parameter summary
Trip rate parameter range selected: 51 - 103 (units: ) Survey date date range: 01/01/00 - 26/11/11 Number of weekdays (Monday-Friday): 6 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 0 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 25 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 26 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 27 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 28 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301
TRIP RATE for Land Use 03 - RESIDENTIAL/K - MIXED PRIVATE HOUSING 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 0 0 0.000 0 0 0.000 0 0 0.000 01:00 - 02:00 0 0 0.000 0 0 0.000 0 0 0.000 02:00 - 03:00 0 0 0.000 0 0 0.000 0 0 0.000 03:00 - 04:00 0 0 0.000 0 0 0.000 0 0 0.000 04:00 - 05:00 0 0 0.000 0 0 0.000 0 0 0.000 05:00 - 06:00 0 0 0.000 0 0 0.000 0 0 0.000 06:00 - 07:00 0 0 0.000 0 0 0.000 0 0 0.000 07:00 - 08:00 6 78 0.000 6 78 0.002 6 78 0.002 08:00 - 09:00 6 78 0.000 6 78 0.032 6 78 0.032 09:00 - 10:00 6 78 0.002 6 78 0.004 6 78 0.006 10:00 - 11:00 6 78 0.000 6 78 0.009 6 78 0.009 11:00 - 12:00 6 78 0.000 6 78 0.004 6 78 0.004 12:00 - 13:00 6 78 0.011 6 78 0.009 6 78 0.020 13:00 - 14:00 6 78 0.004 6 78 0.006 6 78 0.010 14:00 - 15:00 6 78 0.011 6 78 0.004 6 78 0.015 15:00 - 16:00 6 78 0.000 6 78 0.002 6 78 0.002 16:00 - 17:00 6 78 0.004 6 78 0.000 6 78 0.004 17:00 - 18:00 6 78 0.017 6 78 0.000 6 78 0.017 18:00 - 19:00 6 78 0.002 6 78 0.000 6 78 0.002 19:00 - 20:00 0 0 0.000 0 0 0.000 0 0 0.000 20:00 - 21:00 0 0 0.000 0 0 0.000 0 0 0.000 21:00 - 22:00 0 0 0.000 0 0 0.000 0 0 0.000 22:00 - 23:00 0 0 0.000 0 0 0.000 0 0 0.000 23:00 - 24:00 0 0 0.000 0 0 0.000 0 0 0.000 Total Rates: 0.051 0.072 0.123
Parameter summary
Trip rate parameter range selected: 51 - 103 (units: ) Survey date date range: 01/01/00 - 26/11/11 Number of weekdays (Monday-Friday): 6 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 0 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 29 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 30 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 31 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 32 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301
TRIP RATE for Land Use 03 - RESIDENTIAL/K - MIXED PRIVATE HOUSING 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 0 0 0.000 0 0 0.000 0 0 0.000 01:00 - 02:00 0 0 0.000 0 0 0.000 0 0 0.000 02:00 - 03:00 0 0 0.000 0 0 0.000 0 0 0.000 03:00 - 04:00 0 0 0.000 0 0 0.000 0 0 0.000 04:00 - 05:00 0 0 0.000 0 0 0.000 0 0 0.000 05:00 - 06:00 0 0 0.000 0 0 0.000 0 0 0.000 06:00 - 07:00 0 0 0.000 0 0 0.000 0 0 0.000 07:00 - 08:00 6 78 0.120 6 78 0.313 6 78 0.433 08:00 - 09:00 6 78 0.159 6 78 0.620 6 78 0.779 09:00 - 10:00 6 78 0.189 6 78 0.251 6 78 0.440 10:00 - 11:00 6 78 0.150 6 78 0.230 6 78 0.380 11:00 - 12:00 6 78 0.176 6 78 0.172 6 78 0.348 12:00 - 13:00 6 78 0.189 6 78 0.189 6 78 0.378 13:00 - 14:00 6 78 0.215 6 78 0.247 6 78 0.462 14:00 - 15:00 6 78 0.234 6 78 0.217 6 78 0.451 15:00 - 16:00 6 78 0.431 6 78 0.292 6 78 0.723 16:00 - 17:00 6 78 0.401 6 78 0.281 6 78 0.682 17:00 - 18:00 6 78 0.453 6 78 0.219 6 78 0.672 18:00 - 19:00 6 78 0.354 6 78 0.245 6 78 0.599 19:00 - 20:00 0 0 0.000 0 0 0.000 0 0 0.000 20:00 - 21:00 0 0 0.000 0 0 0.000 0 0 0.000 21:00 - 22:00 0 0 0.000 0 0 0.000 0 0 0.000 22:00 - 23:00 0 0 0.000 0 0 0.000 0 0 0.000 23:00 - 24:00 0 0 0.000 0 0 0.000 0 0 0.000 Total Rates: 3.071 3.276 6.347
Parameter summary
Trip rate parameter range selected: 51 - 103 (units: ) Survey date date range: 01/01/00 - 26/11/11 Number of weekdays (Monday-Friday): 6 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 0 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 33 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 34 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 14/02/12 Page 35 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 Table 1: Comaprison of Travel Mode Split Data - 2001 Census v TRICS AM Data PM Data 12-Hr Data Mode(s) Census TRICS Census TRICS Census TRICS Pedestrian 24.4% 29.6% 24.4% 21.7% 24.4% 27.5% Cyclist 1.0% 1.9% 1.0% 8.7% 1.0% 4.1% Public Transport User 4.3% 3.7% 4.3% 2.2% 4.3% 2.0% Single Veh Occ 55.5% 64.8% 55.5% 67.4% 55.5% 66.4% Car passenger 14.1% 0.0% 14.1% 0.0% 14.1% 0.0% Other 0.8% 0.0% 0.8% 0.0% 0.8% 0.0% Total 100% 100% 100% 100% 100% 100% Vehicle users 69.6% 64.8% 69.6% 67.4% 69.6% 66.4% Difference -4.8% 104.8% -2.2% 102.2% -3.2% 103.2% TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 21/02/12 Page 1 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301
TRIP RATE CALCULATION SELECTION PARAMETERS:
Land Use : 05 - HEALTH Category : L - CARE HOME VEHICLES
Selected regions and areas: 05 EAST MIDLANDS DS DERBYSHIRE 1 days NR NORTHAMPTONSHIRE 1 days 09 NORTH DH DURHAM 1 days
Filtering Stage 2 selection:
Parameter: Number of residents Range: 35 to 58 (units: )
Public Transport Provision: Selection by: Include all surveys
Date Range: 01/01/00 to 14/07/11
Selected survey days: Monday 1 days Wednesday 1 days Thursday 1 days
Selected survey types: Manual count 3 days Directional ATC Count 0 days
Selected Locations: Edge of Town Centre 1 Suburban Area (PPS6 Out of Centre) 2
Selected Location Sub Categories: Residential Zone 3
Filtering Stage 3 selection:
Use Class: C 2 2 days
Population within 1 mile: 1,001 to 5,000 1 days 25,001 to 50,000 2 days
Population within 5 miles: 75,001 to 100,000 1 days 125,001 to 250,000 1 days 250,001 to 500,000 1 days
Car ownership within 5 miles: 0.6 to 1.0 2 days 1.1 to 1.5 1 days TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 21/02/12 Page 2 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301
Filtering Stage 3 selection (Cont.):
Travel Plan: No 3 days TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 21/02/12 Page 3 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301
LIST OF SITES relevant to selection parameters
1 DH-05-L-01 CARE CENTRE, DARLINGTON DURHAM TRINITY MEWS PIERREMONT DARLINGTON Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of residents: 3 5 Survey date: WEDNESDAY 10/11/10 Survey Type: MANUAL 2 DS-05-L-01 CARE HOME, DERBY DERBYSHIRE DOUGLAS STREET ROSE HLL DERBY Edge of Town Centre Residential Zone Total Number of residents: 4 3 Survey date: THURSDAY 14/07/11 Survey Type: MANUAL 3 NR-05-L-01 CARE HOME/HOSPITAL,N'MPTON NORTHAMPTONSHIRE ST MATTHEWS PARADE KINGSLEY PARK NORTHAMPTON Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of residents: 5 8 Survey date: MONDAY 24/11/08 Survey Type: MANUAL TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 21/02/12 Page 4 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301
TRIP RATE for Land Use 05 - HEALTH/L - CARE HOME VEHICLES Calculation factor: 1 RESIDE BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days RESIDE Rate Days RESIDE Rate Days RESIDE Rate 00:00 - 01:00 0 0 0.000 0 0 0.000 0 0 0.000 01:00 - 02:00 0 0 0.000 0 0 0.000 0 0 0.000 02:00 - 03:00 0 0 0.000 0 0 0.000 0 0 0.000 03:00 - 04:00 0 0 0.000 0 0 0.000 0 0 0.000 04:00 - 05:00 0 0 0.000 0 0 0.000 0 0 0.000 05:00 - 06:00 0 0 0.000 0 0 0.000 0 0 0.000 06:00 - 07:00 0 0 0.000 0 0 0.000 0 0 0.000 07:00 - 08:00 3 45 0.132 3 45 0.088 3 45 0.220 08:00 - 09:00 3 45 0.051 3 45 0.088 3 45 0.139 09:00 - 10:00 3 45 0.081 3 45 0.059 3 45 0.140 10:00 - 11:00 3 45 0.140 3 45 0.051 3 45 0.191 11:00 - 12:00 3 45 0.110 3 45 0.125 3 45 0.235 12:00 - 13:00 3 45 0.081 3 45 0.132 3 45 0.213 13:00 - 14:00 3 45 0.132 3 45 0.081 3 45 0.213 14:00 - 15:00 3 45 0.088 3 45 0.118 3 45 0.206 15:00 - 16:00 3 45 0.044 3 45 0.110 3 45 0.154 16:00 - 17:00 3 45 0.051 3 45 0.096 3 45 0.147 17:00 - 18:00 3 45 0.066 3 45 0.081 3 45 0.147 18:00 - 19:00 3 45 0.059 3 45 0.051 3 45 0.110 19:00 - 20:00 2 39 0.205 2 39 0.141 2 39 0.346 20:00 - 21:00 2 39 0.026 2 39 0.128 2 39 0.154 21:00 - 22:00 0 0 0.000 0 0 0.000 0 0 0.000 22:00 - 23:00 0 0 0.000 0 0 0.000 0 0 0.000 23:00 - 24:00 0 0 0.000 0 0 0.000 0 0 0.000 Total Rates: 1.266 1.349 2.615
Parameter summary
Trip rate parameter range selected: 35 - 58 (units: ) Survey date date range: 01/01/00 - 14/07/11 Number of weekdays (Monday-Friday): 3 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 0 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 21/02/12 Page 5 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 21/02/12 Page 6 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 21/02/12 Page 7 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 21/02/12 Page 8 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301
TRIP RATE for Land Use 05 - HEALTH/L - CARE HOME TAXIS Calculation factor: 1 RESIDE BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days RESIDE Rate Days RESIDE Rate Days RESIDE Rate 00:00 - 01:00 0 0 0.000 0 0 0.000 0 0 0.000 01:00 - 02:00 0 0 0.000 0 0 0.000 0 0 0.000 02:00 - 03:00 0 0 0.000 0 0 0.000 0 0 0.000 03:00 - 04:00 0 0 0.000 0 0 0.000 0 0 0.000 04:00 - 05:00 0 0 0.000 0 0 0.000 0 0 0.000 05:00 - 06:00 0 0 0.000 0 0 0.000 0 0 0.000 06:00 - 07:00 0 0 0.000 0 0 0.000 0 0 0.000 07:00 - 08:00 3 45 0.000 3 45 0.000 3 45 0.000 08:00 - 09:00 3 45 0.007 3 45 0.007 3 45 0.014 09:00 - 10:00 3 45 0.015 3 45 0.015 3 45 0.030 10:00 - 11:00 3 45 0.015 3 45 0.000 3 45 0.015 11:00 - 12:00 3 45 0.007 3 45 0.022 3 45 0.029 12:00 - 13:00 3 45 0.015 3 45 0.015 3 45 0.030 13:00 - 14:00 3 45 0.007 3 45 0.000 3 45 0.007 14:00 - 15:00 3 45 0.000 3 45 0.007 3 45 0.007 15:00 - 16:00 3 45 0.000 3 45 0.000 3 45 0.000 16:00 - 17:00 3 45 0.000 3 45 0.000 3 45 0.000 17:00 - 18:00 3 45 0.007 3 45 0.007 3 45 0.014 18:00 - 19:00 3 45 0.007 3 45 0.007 3 45 0.014 19:00 - 20:00 2 39 0.000 2 39 0.000 2 39 0.000 20:00 - 21:00 2 39 0.000 2 39 0.000 2 39 0.000 21:00 - 22:00 0 0 0.000 0 0 0.000 0 0 0.000 22:00 - 23:00 0 0 0.000 0 0 0.000 0 0 0.000 23:00 - 24:00 0 0 0.000 0 0 0.000 0 0 0.000 Total Rates: 0.080 0.080 0.160
Parameter summary
Trip rate parameter range selected: 35 - 58 (units: ) Survey date date range: 01/01/00 - 14/07/11 Number of weekdays (Monday-Friday): 3 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 0 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 21/02/12 Page 9 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 21/02/12 Page 10 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 21/02/12 Page 11 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 21/02/12 Page 12 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301
TRIP RATE for Land Use 05 - HEALTH/L - CARE HOME OGVS Calculation factor: 1 RESIDE BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days RESIDE Rate Days RESIDE Rate Days RESIDE Rate 00:00 - 01:00 0 0 0.000 0 0 0.000 0 0 0.000 01:00 - 02:00 0 0 0.000 0 0 0.000 0 0 0.000 02:00 - 03:00 0 0 0.000 0 0 0.000 0 0 0.000 03:00 - 04:00 0 0 0.000 0 0 0.000 0 0 0.000 04:00 - 05:00 0 0 0.000 0 0 0.000 0 0 0.000 05:00 - 06:00 0 0 0.000 0 0 0.000 0 0 0.000 06:00 - 07:00 0 0 0.000 0 0 0.000 0 0 0.000 07:00 - 08:00 3 45 0.000 3 45 0.000 3 45 0.000 08:00 - 09:00 3 45 0.007 3 45 0.007 3 45 0.014 09:00 - 10:00 3 45 0.000 3 45 0.000 3 45 0.000 10:00 - 11:00 3 45 0.000 3 45 0.000 3 45 0.000 11:00 - 12:00 3 45 0.000 3 45 0.000 3 45 0.000 12:00 - 13:00 3 45 0.000 3 45 0.000 3 45 0.000 13:00 - 14:00 3 45 0.000 3 45 0.000 3 45 0.000 14:00 - 15:00 3 45 0.000 3 45 0.000 3 45 0.000 15:00 - 16:00 3 45 0.000 3 45 0.000 3 45 0.000 16:00 - 17:00 3 45 0.000 3 45 0.000 3 45 0.000 17:00 - 18:00 3 45 0.000 3 45 0.000 3 45 0.000 18:00 - 19:00 3 45 0.000 3 45 0.000 3 45 0.000 19:00 - 20:00 2 39 0.000 2 39 0.000 2 39 0.000 20:00 - 21:00 2 39 0.000 2 39 0.000 2 39 0.000 21:00 - 22:00 0 0 0.000 0 0 0.000 0 0 0.000 22:00 - 23:00 0 0 0.000 0 0 0.000 0 0 0.000 23:00 - 24:00 0 0 0.000 0 0 0.000 0 0 0.000 Total Rates: 0.007 0.007 0.014
Parameter summary
Trip rate parameter range selected: 35 - 58 (units: ) Survey date date range: 01/01/00 - 14/07/11 Number of weekdays (Monday-Friday): 3 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 0 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 21/02/12 Page 13 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 21/02/12 Page 14 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 21/02/12 Page 15 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 21/02/12 Page 16 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301
TRIP RATE for Land Use 05 - HEALTH/L - CARE HOME PSVS Calculation factor: 1 RESIDE BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days RESIDE Rate Days RESIDE Rate Days RESIDE Rate 00:00 - 01:00 0 0 0.000 0 0 0.000 0 0 0.000 01:00 - 02:00 0 0 0.000 0 0 0.000 0 0 0.000 02:00 - 03:00 0 0 0.000 0 0 0.000 0 0 0.000 03:00 - 04:00 0 0 0.000 0 0 0.000 0 0 0.000 04:00 - 05:00 0 0 0.000 0 0 0.000 0 0 0.000 05:00 - 06:00 0 0 0.000 0 0 0.000 0 0 0.000 06:00 - 07:00 0 0 0.000 0 0 0.000 0 0 0.000 07:00 - 08:00 3 45 0.000 3 45 0.000 3 45 0.000 08:00 - 09:00 3 45 0.000 3 45 0.000 3 45 0.000 09:00 - 10:00 3 45 0.000 3 45 0.000 3 45 0.000 10:00 - 11:00 3 45 0.000 3 45 0.000 3 45 0.000 11:00 - 12:00 3 45 0.000 3 45 0.000 3 45 0.000 12:00 - 13:00 3 45 0.000 3 45 0.000 3 45 0.000 13:00 - 14:00 3 45 0.000 3 45 0.000 3 45 0.000 14:00 - 15:00 3 45 0.000 3 45 0.000 3 45 0.000 15:00 - 16:00 3 45 0.000 3 45 0.000 3 45 0.000 16:00 - 17:00 3 45 0.000 3 45 0.000 3 45 0.000 17:00 - 18:00 3 45 0.000 3 45 0.000 3 45 0.000 18:00 - 19:00 3 45 0.000 3 45 0.000 3 45 0.000 19:00 - 20:00 2 39 0.000 2 39 0.000 2 39 0.000 20:00 - 21:00 2 39 0.000 2 39 0.000 2 39 0.000 21:00 - 22:00 0 0 0.000 0 0 0.000 0 0 0.000 22:00 - 23:00 0 0 0.000 0 0 0.000 0 0 0.000 23:00 - 24:00 0 0 0.000 0 0 0.000 0 0 0.000 Total Rates: 0.000 0.000 0.000
Parameter summary
Trip rate parameter range selected: 35 - 58 (units: ) Survey date date range: 01/01/00 - 14/07/11 Number of weekdays (Monday-Friday): 3 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 0 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 21/02/12 Page 17 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 21/02/12 Page 18 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 21/02/12 Page 19 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 21/02/12 Page 20 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301
TRIP RATE for Land Use 05 - HEALTH/L - CARE HOME CYCLISTS Calculation factor: 1 RESIDE BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days RESIDE Rate Days RESIDE Rate Days RESIDE Rate 00:00 - 01:00 0 0 0.000 0 0 0.000 0 0 0.000 01:00 - 02:00 0 0 0.000 0 0 0.000 0 0 0.000 02:00 - 03:00 0 0 0.000 0 0 0.000 0 0 0.000 03:00 - 04:00 0 0 0.000 0 0 0.000 0 0 0.000 04:00 - 05:00 0 0 0.000 0 0 0.000 0 0 0.000 05:00 - 06:00 0 0 0.000 0 0 0.000 0 0 0.000 06:00 - 07:00 0 0 0.000 0 0 0.000 0 0 0.000 07:00 - 08:00 3 45 0.000 3 45 0.007 3 45 0.007 08:00 - 09:00 3 45 0.000 3 45 0.007 3 45 0.007 09:00 - 10:00 3 45 0.000 3 45 0.000 3 45 0.000 10:00 - 11:00 3 45 0.000 3 45 0.000 3 45 0.000 11:00 - 12:00 3 45 0.000 3 45 0.000 3 45 0.000 12:00 - 13:00 3 45 0.000 3 45 0.000 3 45 0.000 13:00 - 14:00 3 45 0.000 3 45 0.000 3 45 0.000 14:00 - 15:00 3 45 0.000 3 45 0.000 3 45 0.000 15:00 - 16:00 3 45 0.000 3 45 0.000 3 45 0.000 16:00 - 17:00 3 45 0.000 3 45 0.000 3 45 0.000 17:00 - 18:00 3 45 0.000 3 45 0.000 3 45 0.000 18:00 - 19:00 3 45 0.000 3 45 0.000 3 45 0.000 19:00 - 20:00 2 39 0.000 2 39 0.000 2 39 0.000 20:00 - 21:00 2 39 0.000 2 39 0.000 2 39 0.000 21:00 - 22:00 0 0 0.000 0 0 0.000 0 0 0.000 22:00 - 23:00 0 0 0.000 0 0 0.000 0 0 0.000 23:00 - 24:00 0 0 0.000 0 0 0.000 0 0 0.000 Total Rates: 0.000 0.014 0.014
Parameter summary
Trip rate parameter range selected: 35 - 58 (units: ) Survey date date range: 01/01/00 - 14/07/11 Number of weekdays (Monday-Friday): 3 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 0 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 21/02/12 Page 21 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 21/02/12 Page 22 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301 TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 21/02/12 Page 23 Hyder Consulting St Mellons Business Park Cardiff Licence No: 111301