MALTKILN VILLAGE, HARROGATE Transportation Report

Oakgate Group PLC MALTKILN VILLAGE, HARROGATE Transportation Report

70026065.01 MARCH 2018 CONFIDENTIAL

Oakgate Group PLC MALTKILN VILLAGE, HARROGATE Transportation Report

TYPE OF DOCUMENT (VERSION) CONFIDENTIAL

PROJECT NO. 70026065 OUR REF. NO. 70026065.01

DATE: MARCH 2018

WSP Three White Rose Office Park Millshaw Park Lane Leeds LS11 0DL Phone: +44 113 395 6200 Fax: +44 113 395 6201 WSP.com

QUALITY CONTROL

Issue/revision First issue Revision 1 Revision 2 Revision 3 Remarks Final Date March 2018 Prepared by Ben Handley

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Checked by Chris Appleton

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Authorised by Simon Pratt

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Project number 70026065

Report number 70026065.01 File reference

Maltkiln Village, Harrogate WSP Project No.: 70026065 | Our Ref No.: 70026065.01 March 2018 Oakgate Group PLC

CONTENTS

1 INTRODUCTION 1

1.1 OVERVIEW 1 1.2 STRUCTURE OF REPORT 1

2 POLICY BACKGROUND 3

2.1 NATIONAL PLANNING POLICY FRAMEWORK 3 2.2 NYCC LOCAL TRANSPORT PLAN 4 3 2.3 HARROGATE DISTRICT LOCAL PLAN 3 2.4 HARROGATE DISTRICT LOCAL PLAN CORE STRATEGY 4 2.5 EMERGING HARROGATE DISTRICT LOCAL PLAN 4

3 EXISTING CONDITIONS 5

3.1 SURROUNDING HIGHWAY NETWORK 5 3.2 PERSONAL INJURY COLLISON RECORDS 5

4 SUSTAINABLE TRANSPORT PROVISION 6

4.2 WALKING AND CYCLING 6 4.3 EXISTING PUBLIC TRANSPORT PROVISION 7 4.4 PROPOSED PUBLIC TRANSPORT PROVISION 9 4.5 LOCAL FACILITIES 11 4.6 SUMMARY 11

5 DEVELOPMENT PROPOSALS 12

5.1 PROPOSED DEVELOPMENT 12 5.2 PROPOSED ACCESSES 12 5.3 ROAD HIERARCHY 13

6 TRIP GENERATION AND DISTRIBUTION 14

Maltkiln Village, Harrogate WSP Project No.: 70026065 | Our Ref No.: 70026065.01 March 2018 Oakgate Group PLC

6.1 INTRODUCTION 14 6.2 DEVELOPMENT TRAFFIC GENERATION 14 6.3 DEVELOPMENT TRAFFIC DISTRIBUTION AND ASSIGNMENT 16 6.4 MODAL SHIFT 17

7 DEVELOPMENT IMPACTS 19

7.1 INTRODUCTION 19 7.2 SITE ACCESS 20

8 SUMMARY AND CONCLUSION 22

TABLES Table 1 - IHT Recommended Walking Distances 6 Table 2 - Journey Times to/from Cattal Station 7 Table 3 - Average Total Person Trip Rates and Generation 14 Table 4 - National Statistics Mode Split Data for Harrogate 016 (2011 Census) - Ward of Residents 14 Table 5 - Trip Generation by Mode - 3000 Residential Units 15 Table 6 - TRICS 85th Percentile Total Person Trip Rates and Generation 15 Table 7 - National Statistics Mode Split Data for Harrogate 016 (2011 Census) - Ward of Workplace 15 Table 8 - Trip Generation by Mode – 6,500m2 Employment Floor Space 16 Table 9 - Total Trip Generation 16 Table 10 - 2011 Census Data - Travel to Work - Harrogate 016 MSOA 17 Table 11 - Adjusted Residential Mode Split Data 18 Table 12 - Resultant Trip Generation by Mode 18 Table 13 - Development Traffic Flows 19 Table 14 - Summary of Junctions 9 Results - 2035 Predicted Flows 21

FIGURES Figure 1 – View of Cattal Railway Station from Level Crossing 8

WSP Maltkiln Village, Harrogate March 2018 Project No.: 70026065 | Our Ref No.: 70026065.01 Oakgate Group PLC

APPENDICES Appendix A Appendix B Appendix C Appendix D Appendix E Appendix F Appendix G Appendix H Appendix I Appendix J Appendix K Appendix L Appendix M Appendix N Appendix O Appendix P Appendix Q Appendix R Appendix S Appendix T Appendix U

Maltkiln Village, Harrogate WSP Project No.: 70026065 | Our Ref No.: 70026065.01 March 2018 Oakgate Group PLC

1 INTRODUCTION

1.1 OVERVIEW 1.1.1. WSP have been commissioned by Oakgate Group PLC to prepare a Transportation Report for a site at Cattal, in North Yorkshire, which is being promoted for residential development allocation with supporting land uses. The proposed site will be referred to herein this report as ‘Maltkiln Village’. Harrogate Borough Council (HBC) is the local planning authority and North Yorkshire County Council (NYCC) is the local highway authority. 1.1.2. The site is located around Cattal Railway Station to the south of the A59 within the borough of Harrogate. Relative to this parcel of land, Harrogate town centre is located c.14.5km to the west of the site and York city centre is c.16.5km to the east. The site benefits from good access to the Strategic Road Network (SRN) via the A1(M) Junction 47 which connects with the A59 to the north-west, enabling convenient access to surrounding major settlements. 1.1.3. The site is bound to the north by the A59, while to the east, south and west it is bound by farmland. The settlement of Cattal is located to the south and Kirk Hammerton to the east. The location of the site is illustrated in Appendix A. 1.1.4. The site has potential to deliver up to 3,000 new homes plus up to 6,500m2 of employment floor space, complemented by a new primary school, an extra care facility, a petrol filling station and retail/leisure uses which will maximise opportunities for travel by sustainable modes within the site and minimise the need for journeys to be made off-site. 1.1.5. It is proposed that the development will be accessed via a new purpose built roundabout arrangement which will replace the existing A59/Station Road/Gilsforth Hill crossroads. To the east of Station Road, a secondary access will also be provided on the A59 York Road in the form of a ghost island priority controlled junction. Cattal Street, to the south, will be realigned through the development site to avoid ‘rat running’ of traffic. Cattal Railway Station is also proposed to be significantly upgraded as part of the proposals along with a park and ride facility for commuter use. 1.1.6. This Transportation Report sets out the existing accessibility of the site by a range of non-car modes as well as potential improvements in order to enhance sustainable travel options, accessibility to a range of key services in Harrogate, Knaresborough, Boroughbridge and York, etc. and the potential impact of the site on the surrounding highway network. 1.1.7. The Locally-Led Garden Villages, Towns and Cities prospectus published in March 2016 by the Department for Communities and Local Government with the Homes and Communities Agency was produced to support the Government’s most ambitious housing programme for more than a generation, doubling the housing budget in order to meet the ambition of delivering a million new homes over the life of this Parliament. 1.1.8. As part of this, and to ensure that strong communities are at the heart of new development, the initiative was part of the Government’s manifesto commitment to provide local authorities with the autonomy to promote and deliver locally-led garden cities and towns. 1.1.9. This approach will ensure that Maltkiln Village delivers the real and important benefits that people rightly expect are secured from the outset: Quality design supported by innovative technology; Local employment opportunities; Accessible green space near homes; and A high quality public realm. 1.1.10. The guidance note highlights the importance of good quality design in achieving sustainable outcomes. It also defines the importance of the Village proposition being aligned with the strategic priorities of the local area and the ability to deliver continued growth in the medium to long term. 1.2 STRUCTURE OF REPORT 1.2.1. As well as considering the sustainability and accessibility of the site, the report also considers potential impact of development generated traffic upon the local highway network. The report therefore covers the following:

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Section 2 – Outlines the relevant national, regional and local transport and planning policy context for the site and the surrounding area. Section 3 – Provides a description of the adjacent highway network surrounding the site and a review of the personal injury collision records. Section 4 – Examines the accessibility of the site by non-car travel modes, considers the accessibility of a range of key services and facilities and identifies potential improvements to existing infrastructure in order to improve the accessibility of the site. Section 5 – Describes the site location and development proposals with regard to the proposed quantum of development, the indicative layout of the site and the proposed means of access to the site. Section 6 – Summarises the assessment parameters and trip rates that have been adopted within this report to consider the impact of the development proposals. Section 7 – Examines the impact of development traffic on the local highway network and presents the results of the future year junction assessments to determine the anticipated impact of the proposals. The report summary and conclusions are drawn together in Section 8.

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2 POLICY BACKGROUND

2.1 NATIONAL PLANNING POLICY FRAMEWORK 2.1.1. The NPPF set out the Government’s planning policies for England with the aim of contributing to the achievement of sustainable development. There are three dimensions to sustainable development, which are economic, social and environmental. At the heart of the NPPF is a presumption in favour of sustainable development. 2.1.2. The NPPF also notes that: “In preparing Local Plans, local planning authorities should therefore support a pattern of development which, where reasonable to do so, facilitates the use of sustainable modes of transport.” (Paragraph 30) “Plans and decisions should ensure developments that generate significant movement are located where the need to travel will be minimised and the use of sustainable transport modes can be maximised.” (Paragraph 34) “For larger scale residential developments in particular, planning policies should promote a mix of uses in order to provide opportunities to undertake day-to-day activities including working on site. Where practical, particularly within large-scale developments, key facilities such as primary schools and local shops should be located within walking distance of most properties.” (Paragraph 34) 2.1.3. Section 4 of this report highlights the existing sustainable transport provision within the vicinity of the site and demonstrates that the proposed development will be well located in terms of its proximity to key services and to offer the opportunity to use sustainable travel modes. 2.2 NYCC LOCAL TRANSPORT PLAN 4 2.2.1. The current NYCC Local Transport Plan 4 (2016 to 2045) sets out NYCC’s current transport objectives and vision for the region. The five key objectives within LTP4 are: Economic Growth – Contributing to economic growth by delivering reliable and efficient transport networks and services; Road Safety – Improving road and transport safety; Access to Services – Improving equality of opportunity by facilitating access to services; Environment and Climate Change – Managing the adverse impact of transport on the environment; and Healthier Travel – Promoting healthier travel opportunities. 2.2.2. In 2014, HBC withdrew its 'Sites and Policies development plan document' (DPD) from examination after a planning inspector concluded that issues with low housing and employment figures could not be resolved by making modifications to the document. Following an examination hearing in April, Inspector Phillip Ware wrote to the Council expressing concerns that the proposed provision of 390 homes a year in the submitted DPD fell "considerably short" of meeting the Council's objectively assessed need and that the evidence on which employment land figures had been based could not be considered up-to-date. No concern was raised with regards to sites allocated within the DPD and where possible the core strategies and measures to promote sustainability set out within the DPD should still be taken into account. 2.3 HARROGATE DISTRICT LOCAL PLAN 2.3.1. The current Local Plan was adopted in 2001 with “saved” alterations in 2004 and 2007. The Council’s main objectives in relation to transport are as follows: To take measures to reduce road traffic congestion. To promote a safe and attractive traffic environment and seek to reduce conflict between pedestrians and other modes of transport. To ensure an adequate provision of public parking facilities throughout the district. To encourage public transport services in rural and urban areas. To encourage walking and cycling. To retain and develop the existing rail network. To promote transportation that will lead to improvements in air quality due to a reduction in traffic emissions.

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To take measures to reduce the use of, and reliance on, the private motor car. 2.3.2. The Harrogate District Local Plan Transportation Policy T22A: Measures to promote cycling, which is the only saved policy relevant to the planning application, states: “The safety, attractiveness and convenience of cycling will be enhanced by the introduction of cycle routes, facilities and safety measures. These will be designed to safeguard the convenience and safety of all users, especially pedestrians, where dual use in envisaged. Measures proposed include: In Harrogate and Knaresborough a network of cycle routes are identified in the Harrogate and Knaresborough cycling implementation plan. Routes along former railway lines will be safeguarded for cycle paths. Detailed cycling studies for Ripon and Boroughbridge will be undertaken during the plan period.” 2.4 HARROGATE DISTRICT LOCAL PLAN CORE STRATEGY 2.4.1. The Harrogate District Local Plan Core Strategy adopted in February 2009 emphasises the importance of integration between transport and spatial planning and also the integration between the Local Plan and other policy documents, in particular the NYCC Local Transport Plan. The Core Strategy Objectives relating to travel are as follows: CS14 – To retain and improve access for all, particularly those disadvantaged groups, to key services of health, education, employment, food shopping, community facilities and recreation. CS15 – To integrate development and transport provision and locate development where it is accessible to key services and facilities and a range of transport modes. CS16 – To improve the provision of bus and rail services and facilities, pedestrian and cycle networks, community transport schemes, park and ride and traffic management measures, which reduces traffic congestion, with priority given to Harrogate and Knaresborough. 2.5 EMERGING HARROGATE DISTRICT LOCAL PLAN 2.5.1. HBC is holding a six week consultation on its draft local plan between 26th January 2018 and 9th March 2018. The draft local plan includes: Policies to guide development Sites for new homes and jobs Options for a new settlement for the district Allocations for Local Green Space Development limits for settlements

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3 EXISTING CONDITIONS

3.1 SURROUNDING HIGHWAY NETWORK 3.1.1. The A59 connects Harrogate to York via Knaresborough and forms part of the northern boundary of the allocation site. Station Road/Cattal Street runs from the A59 York Road southbound bisecting the site. The Harrogate railway line, which is served by Northern rail, runs east to west and separates the northern/southern parcels areas of the allocation site (which effectively forms four quadrants intersected by this highways and rail infrastructure). 3.1.2. The A59 York Road, within the vicinity of the site is a single carriageway two-way distributor road. The A59 intersects with Station Road (north of the site), with Station Road forming two minor arms, that require traffic to give way to the A59 mainline. The intersection forms a four arm priority controlled crossroads junction, with two ghost island right turn holding lanes providing storage for vehicles performing manoeuvres from the A59 onto Station Road to both the north and south respectively. To the north of the A59, Station Road becomes Gilsforth Hill. In the vicinity of the site, the A59 York Road, Station Road/Cattal Street and Gilsforth Hill are all derestricted in nature (and, therefore, subject to the national speed limit of 60mph) with no street lighting present. 3.1.3. To the south of the A59 York Road, Station Road is a narrow single carriageway two-way local access road with a footway to the eastern side. Station Road has a 7.5 tonne weight restriction (except for access) 250 yards south of the intersection with the A59. Station Road provides access the main settlement of Cattal as well as Cattal Railway Station and The Victoria public house. Station Road crosses over the railway line by way of a level crossing where it becomes Cattal Street. To the south of the main settlement of Cattal, Cattal Street provided a route to Tockwith and other settlements. The speed limit reduces to 30mph, on the approaches to Cattal. To the south of Cattal, the route to Tockwith crosses the River Nidd via a weak bridge which has shuttle working facilitated by the use of traffic signals. 3.1.4. To the south of the A59 York Road, Station Road meets Gilsthwaite Lane by way of a simple priority controlled junction. Gilsthwaite Lane is a narrow single carriageway two-way road with no footway provision. To the south of Gilsthwaite Lane, Station Road continues to Cattal Railway Station. The eastern footway also continues south to the railway station and The Victoria public house. To the south of the railway station, Cattal Street meets Stephenson’s Lane by way of another simple priority controlled junction. Stephenson’s Lane is also a narrow country lane with no footway provision. 3.1.5. To the east of Station Road/Cattal Street, Gilsthwaite Lane passes under the railway via a single track low bridge. To the south of the railway line, Gilsthwaite Lane connects with Stephenson’s Lane by way of a simple priority controlled junction. Stephenson’s Lane connects with Kirk Hammerton to the east. The surrounding highway network described above is shown at Appendix B. 3.1.6. The A59 York Road provides access to the A1(M) at Junction 47 by way of a grade-separated roundabout junction to the north-west of the site. It is understood that Local Enterprise Partnership (LEP) funding has been secure to deliver an improvement scheme at the junction, which will improve capacity at the intersection by signalising this roundabout and the A59/A168 ‘T’ junction (with a linked system of control). 3.1.7. The development site is well located in terms of its access onto the local and strategic highways networks. 3.2 PERSONAL INJURY COLLISON RECORDS 3.2.1. It is not considered necessary provide a detailed personal injury collision (PIC) assessment for this stage of the Local Plan site allocation process. However, the available collision data has been analysed and there have been four collisions at the A59 York Road/Station Road priority controlled crossroads junction in the last five years. Three of these collisions have been recorded as ‘slight’ and one as ‘serious’ in severity. 3.2.2. The review of the PIC records for the past five years on the surrounding road network in the vicinity of the Maltkiln Village site indicates that the number of collisions recorded does not represent areas of concern from a road safety perspective. 3.2.3. Further afield, there have been collisions along the A59 corridor to the east and west of the site. A fatal collision was recorded at the A59 York Road/Kirk Hammerton Lane/York Road priority crossroads junction. These junction layouts on high speed roads are not ideal because of the number of conflicting manoeuvres and the potential for vehicles overtaking on the A59 mainline.

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4 SUSTAINABLE TRANSPORT PROVISION

4.1.1. As identified in Section 2 previously, the Government’s objectives set out in the NPPF are to ensure that new developments are provided in sustainable locations, where the need to travel is minimised and the use of sustainable modes can be maximised. 4.1.2. Whilst the site is accessible by rail, consideration has also been given to potential improvements to existing provision of other sustainable modes in order to maximise the accessibility of the site. 4.1.3. Whilst not required at this stage a Travel Plan would also be provided for the site which will encourage the use of alternative modes of travel. This is anticipated to reduce the overall travel demands of the site, particularly trips by single occupancy vehicles. 4.1.4. The Travel Plan and masterplan will present an integrated approach to design quality, sustainability (notably from a transport perspective) and how the primary objectives are aligned to deliver a truly exemplar and self- sustaining new community that is responsive to the wider strategic aims of the local area. 4.1.5. Travel by non-car modes will be encouraged at the site and, as outlined in Section 5, the proposals include pedestrian and cycle connections across the site, linking into the surrounding facilities. 4.1.6. This section outlines the existing walking, cycling and public transport facilities within the vicinity of the allocation site and describes the accessibility in terms of its proximity to key services and destinations. It also provides an assessment of the potential improvements that could be provided to existing public transport access in order to maximise the accessibility of the site by non-car modes. 4.2 WALKING AND CYCLING 4.2.1. Walking is one of the simplest, easiest and cheapest ways to get around. Good quality, lit walkways and footpaths are available around the application site, providing safe and convenient routes to public transport and local facilities. 4.2.2. As stated above, walking has traditionally been recognised as a significant mode of travel when accessing local services and has the greatest potential to substitute for short car-borne trips (i.e. those which involve journeys of less than 2km). This is consistent with advice contained in the Institution of Highways and Transportation published ‘Guidelines for Providing for Journeys on Foot’ which sets out suggested maximum walking distances to/from new development for the purposes of commuting and other journeys. The recommendations provided within this guidance are replicated at Table 1 of this report.

Table 1 - IHT Recommended Walking Distances Trip Purpose Commuting/School Other Journeys Desirable Maximum Distance 500m 400m Acceptable Maximum Distance 1,000m 800m Preferred Maximum Distance 2,000m 1,200m

4.2.3. These potential walking and cycling catchments have been used in the consideration of the accessibility of the site set out below. 4.2.4. Walking is recognised as the most important mode of travel at a local level and it offers the greatest potential to replace short car trips, particularly under two kilometres. Appendix C shows the two kilometre walking catchment area from the centre of the site, including the key facilities in the locality. Due to the limited footway provision in the locality, the only areas that are accessible on foot are Cattal Railway Station, The Victoria public house and the residential estate to the north of the A59 York Road which is accessed from Station Road/Gilsforth Hill. 4.2.5. Informal bus stops are located on Station Road at Cattal Railway Station. The site layout will provide pedestrian links to these bus stops and the railway station.

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4.2.6. Any Public Rights of Way (PRoW) across the site with either be maintained, diverted or distinguished if necessary through the appropriated legal process. 4.2.7. Cycling has the potential to substitute for short car trips, particularly less than five kilometres. As such, all areas and facilities within a reasonable walking distance can also be considered to be within a reasonable cycling distance. Appendix D shows a 5.0 kilometre cycling catchment area from the centre of the site. It can be seen that, in addition to the employment, shopping/leisure and education facilities that are accessible on foot, the five kilometre cycle catchment area also includes Whixley, Green Hammerton, Kirk Hammerton, Cattal, Tockwith, Hunsingore, Hopperton and Allerton Mauleverer. 4.2.8. There are no local or national cycle routes in the vicinity of the site. The proposed development will be designed to encourage cycling with off road cycle paths between the various uses. Cycleways will also be provided along the new road network on the primary routes. The secondary roads will be designed to reduce vehicle speeds and will be conducive to cycling. 4.3 EXISTING PUBLIC TRANSPORT PROVISION

BUS 4.3.1. The number 3 bus service stops on Station Road at Cattal Railway Station which is effectively located adjacent to the centre of the allocation site. The service also stops in the centre of Cattal to the south. The route of the number 3 service is from Hunsingore to Boroughbridge via Green Hammerton. The service also stops at Nun Monkton, Kirk Hammerton, Whixley, Little Ouseburn and Great Ouseburn. The operator (Atkinson) runs one service per day on Tuesdays only. RAIL 4.3.2. Cattal Railway Station is located approximately 1.6km north of the village of Cattal, and 500m south of the A59 York to Harrogate road. The station is on the York – Harrogate – Leeds railway line (Harrogate Line), served by an hourly train in each direction. 4.3.3. The Harrogate line is a low speed, low capacity section of railway. The factors affecting the line speeds and capacity include: Several single line sections, (Poppleton to Hammerton, and Cattal to Knaresborough) that are controlled by a series of ‘Gateboxes’ and a Token Block Signalling system. Trains running in opposite directions can only pass on the double line sections between Skelton Junction and Poppleton, Hammerton and Cattal, and beyond Knaresborough. The timetable is planned to accommodate this restricted working. However, delays to one service will quickly have an impact on other services, as trains have to wait on double-line sections until the single-line section is clear before proceeding. A large number of footpath and farm ‘User-Worked’ level crossings (UWC) meaning there are long sections of reduced line speed. 4.3.4. Journey Times to/from Cattal Station are presented in Table 2 below.

Table 2 - Journey Times to/from Cattal Station JOURNEY DURATION Cattal to York 20 – 23 minutes York to Cattal 16 minutes Cattal to Harrogate 17 minutes Harrogate to Cattal 20 minutes Cattal to Leeds 52 – 55 minutes Leeds to Cattal 54 minutes

4.3.5. Despite the nature of the line, demand for rail travel is high for commuters into York, Harrogate and Leeds. Cattal and neighbouring station Hammerton are the two least used stations on the route, with the smallest

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catchments. Cattal saw footfall of just under 60,000 in 2014-15, although this increased from 57,000 in 2013- 14, and from 53,000 in 2010-11; thus reflecting the general trend for increased patronage across the country in the last 5 years. 4.3.6. This annual usage approximately equates to 80-90 users a day (assuming all users make a return journey). This may seem low, but in a total catchment of less than 1,000, it is nearing 10% of the population choosing rail travel. The national average is 2%. 4.3.7. It is expected that many of these passengers travel in the morning and evening peaks. During these periods, frequency is increased from 1 train per hour (tph) to 2tph. 4.3.8. The station at Cattal is a 2-platform station, with the only route to access or cross between the platforms via the level crossing at the west end of the platforms, as illustrated in Figure 1 below.

Figure 1 – View of Cattal Railway Station from Level Crossing

4.3.9. The passenger facilities available at the station include: Poster Boards – 2 per platform; Lighting; Cycle Parking on York-bound platform (22 spaces); and Waiting Shelters and Seating (minimal). 4.3.10. There is evidence of car parking for the station in ‘The Victoria’ pub car park. Facilities that are notably absent, even for a station of this size, are: Ticket Vending Machine. Customer Information Screens or Public Address. Customer Help Point. 4.3.11. The Level Crossing is a Manually Controlled Gate (MCG), operated by the Signaller/Gatekeeper from the adjacent Gatebox (see Figure 1 above). Gates sit in the ‘open’ position when there are no trains expected, blocking access to the railway and allowing free passage of road users. As trains are reported, the gates are manually ‘closed’, blocking the roadway to allow train(s) to pass. For Network Rail, this is an expensive mode of operation, as a Signaller/Gatekeeper is positioned at every station and other MCGs along the section (9 in total).

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4.4 PROPOSED PUBLIC TRANSPORT PROVISION BUS 4.4.1. The primary road layout will be designed to accommodate the route of the number 3 service. Although the level crossing will be removed, a bus stop will be provided as close to the Railway Station as possible with a pedestrian route provided. 4.4.2. The internal road layout will be designed to facilitate bus penetration. As part of any future planning application, discussion will be held with local bus operators in order to understand if a new bus service is commercially viable. 4.4.3. A shuttle bus providing a quicker route to the station could be provided by the developer. This would reduce journey times for residents who are beyond the preferred 800 metre walking distance to the station. RAIL Re-signalling and Re-control 4.4.4. Following the opening of the Route Operating Centre in York in September 2014, Network Rail have been delivering a programme of works to Re-control what will eventually be the entirety of the London North Eastern Route Signalling system for operation from the York centre. The Harrogate Line Re-signalling and Re-control project is due to be delivered in 2019-20. The aims of this project are to: Modernise the signalling system along the line of route; Reduce operating costs by removing local signal boxes and consolidate all operations to the ROC; and Upgrade or close a number of Level Crossings (road and footpath) along the route, to improve safety and reduce operating costs. 4.4.5. The signal box and level crossing at Cattal will be included in this project. With a modern signalling system, the line should also see capacity improvements and journey time savings to benefit passengers. Frequency and Journey Time Improvements 4.4.6. As part of the North Yorkshire LEP Local Growth Deal, funding has been allocated to increasing frequency and reducing journey times on the Harrogate Line over and above what will be achieved by the Re-signalling and Re-control. The aims of this project are to increase service frequency, improve journey times and improve reliability/service performance. Considerations for Housing Development 4.4.7. With the proposal to construct 3,000 residential units and other land uses within the proximity of Cattal Station, consideration should be given to the impact that this will have on the rail provision in the area, alongside any further potential improvements to the service and facilities to accommodate the increased number of passengers. Likely Increase in Demand 4.4.8. Using the average persons per household data for the Ribston Ward (containing Cattal) from the 2011 census, the likely increase in population will be 3,000 x 2.37 = 7,110. Using an assumption that 15% of these people will choose rail as their preferred mode of transport, this will generate an additional 1,000 rail travellers per day. It can be assumed that travel patterns for these additional travellers will follow the pattern of current travellers, with higher numbers of passengers travelling to and from Harrogate and York during peak periods. Capacity on Trains 4.4.9. Observations indicate that peak time trains are nearing capacity as they arrive at key destinations of York and Harrogate. Whilst there is still some further scope for demand increase at all stations along the route, as passenger numbers continue to increase, this spare capacity will be absorbed. Station patronage data indicates that loading increases closer to the end destination (i.e. at Poppleton for journeys into York and at Knaresborough and Starbeck for journeys into Harrogate). Should train loading at Cattal increase two-fold or even three-fold, there is an increasing risk that train services will reach capacity before arriving at Poppleton or Starbeck over time, creating a journey detriment to those passengers. This detriment is in the form of perception of quality relating to crowding and the likelihood of getting a seat.

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4.4.10. Over time, it will therefore become essential to consider enhancing the service, either by increasing the frequency of services in the peak, or increasing capacity on trains (3 or 4 car stock, rather than the 2-car Class 14x or 15x that currently operate the route). Increasing capacity on trains could require platform lengthening, not just at Cattal, but at all stations along the route. The Network Rail Re-signalling and subsequent NYCC project should support the required increase in frequency, but may not fully meet the requirement. Station Facilities 4.4.11. As a minimum, the housing development would require provision of the facilities identified earlier as being notably absent. Countrywide, train operators and local authorities are now investing in station facilities to bring all stations to a consistent standard of facility based on their station category. Cattal Station is currently a Category F (Small Unstaffed Station) and should have the following facilities as a minimum: Access x Street Directional Signs from main road(s). x Station Signs. x Totem Pole. x Cycle Parking – 4 racks. x Car Parking. Information x Real-time information on screens and audible announcements (CIS and PA). x Help-Point (Emergency and Information). x Train Service/Timetable Posters. x Local Onward Travel Information Board. x Other useful information, including engineering works, contact details. Facilities x Ticket Vending machine. x Adequate Lighting. x A shelter or canopy on each platform. x Seating – 8 seats per platform. 4.4.12. Based purely on the estimated passenger numbers calculated above, the category of the station could arguably be changed to a Category E station, providing a part-time staffed facility for ticket sales and information. In addition, the following additional facilities could also be considered: Access x Cycle Parking for 5% of joining passengers. x Car Parking for 15% of joining passengers. x Bus and Taxi provision (information as a minimum). Facilities x Ticket Office and Staff Accommodation. x Additional Seating – up to 12 seats per platform. x Enhancements to the CIS and PA provision. Safety & Security x CCTV coverage for station platforms. Level Crossings 4.4.13. All housing developments that are likely to affect the volume of traffic using a level crossing (road, cycle and pedestrian) are required to undertake an updated Level Crossing Risk Assessment as part of securing Planning Permission. It is likely that the current level crossing type (MCG) would be found to be inadequate for the significantly increased volume of traffic associated with 3,000 new homes. However, if Network Rail proceeds with their Re-signalling and Re-control project on programme, the upgraded MCG crossing with obstacle detection should be adequate, and will be in situ prior to any houses being constructed and occupied.

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4.5 LOCAL FACILITIES 4.5.1. Kirk Hammerton C of E Primary School is the nearest educational provision to the site. Green Hammerton C of E Primary School is also located nearby to the north of the A59. Green Hammerton also has a post office, a GP surgery, a community hall, a social club and a church. 4.6 SUMMARY 4.6.1. The development site is within a reasonable walking and cycling distance of Cattal Railway Station. The layout will include pedestrian/cycle routes to the station from each of the residential zones in order to enhance the accessibility of the site. A number of settlement and employment destinations including Marston Business Park are within a reasonable cycling distance. 4.6.2. The site will include primary education, employment, extra care, retail and leisure/recreation facilities. All these facilities and amenities will be accessible via sustainable modes of transport, thereby helping to reduce the demand for external trips on the surrounding highway network 4.6.3. The upgrading of Cattal Railway Station as well as the LEP Local Growth Funding to improve the Harrogate line and frequency of service will enhance the accessibility of the site by sustainable modes. It is envisaged that with this investment in rail infrastructure and the proximity of the site to the station, an aspirational modal shift of 15% away from the private car will be achievable. 4.6.4. Overall, it is concluded that a range of key facilities and services, including employment, retail, leisure, health and education uses are readily accessible within the Maltkiln Village development proposals. It is therefore considered that the location of the site is consistent with national and local policy objectives.

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5 DEVELOPMENT PROPOSALS

5.1 PROPOSED DEVELOPMENT 5.1.1. The current draft masterplan for the site is for the provision of a residential led mixed use development. It is assumed that the site could accommodate up to 3,000 residential units and 6500m2 of employment floor space. The proposals will be complemented by ancillary uses including a primary school, extra care facility, a petrol filling station and a local centre with leisure/retail uses. 5.1.2. The development would also include provision of appropriate open space and development infrastructure. This will include major and minor junctions, a hierarchy of primary and secondary internal roads and pedestrian/cycle linkage between the various elements. 5.1.3. Cattal Railway Station will be upgraded as part of the development proposals. A 60 to 75 space car park will be located close to the station for commuter parking. As part the proposals, the level crossing on Station Road will be removed and two alternative vehicular routes will be provided to the east and west of the Railway Station, in the form of new road bridges over the railway line. A new footbridge will be provided at the station in order to allow pedestrians and cyclists to access each platform. 5.1.4. It is anticipated that the site would be developed over a number of phases extending from the A59 York Road towards the south of site. 5.1.5. The development site is c.168.5 hectares split across four parcels. The north-eastern parcel is located to the north of the railway line with frontages onto the A59 York Road and Gilsthwaite Lane. The south-eastern parcel is located to the south of the railway line with frontages onto Gilsthwaite Lane and Cattal Street. Stephenson’s Lane runs through this parcel and will be stopped-up between Cattal Street and Gilsthwaite Lane as part of the development proposals. 5.1.6. The south-western parcel is located on the opposite side of Cattal Lane to the south of the railway line. To the north of the railway line is the north-western parcel with frontages onto the A59 York Road and Station Road. There is an access road to an existing property which runs across the two western parcels from Station Road. The access road crosses the railway line via a single-track bridge. This access road will be removed as part of the development proposals as there is another access to the property from Cattal Street. 5.1.7. The proposed primary roads will be subject to a 30mph speed limit while the secondary roads will be subject to a blanket 20mph speed limit. 5.1.8. The site will provide a hierarchy of roads which branch off the main spine road to provide access to the residential developments plots. The internal road network will be designed in accordance with Manual for Streets (MfS) to encourage vehicles to travel at an appropriate speed throughout the development. The proposed speed limits will be achieved through the adoption of appropriate design standards based on the primary function of the street and will include a reduction in forward visibility at junctions to achieve appropriate vehicle speeds to create environments which are attractive to pedestrians and cyclists. 5.2 PROPOSED ACCESSES 5.2.1. The current access proposals for the development are for the provision of two new purpose built junctions on the A59 York Road. The main access to the development will be a five arm roundabout located at the existing A59/Station Road/Gilsforth Hill priority crossroads junction. 5.2.2. To the east of Station Road and the proposed roundabout, a secondary access will be provided on the A59 York Road in the form of a ghost island priority controlled junction. Cattal Street, to the south of the development site, will be realigned through the site to avoid ‘rat running’. 5.2.3. It is proposed to reduce the existing speed limit on the A59 York Road to 40mph both east and west of the development. This reflects the change in highway characteristic once the proposed development is completed changing this section of road from a rural cross roads junction to a semi-rural/urban setting with new roundabout access junction. On this basis, the two junctions have been designed in accordance with a 70kph design speed base on guidance within the Design Manual for Roads and Bridges (DMRB). 5.2.4. The proposed amendments to the highway layout on the A59 corridor include; two new junctions and a reduction in the speed limit to 40 mph, these amendments will result in a beneficial impact on highway safety.

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5.2.5. Given the limited pedestrian demand around on the A59 York Road junction, there will be no need for pedestrian footway provision at the new roundabout junction or ghost island priority controlled junction. 5.2.6. The primary and secondary roads within the site will include footway/cycleway provision. In addition, off-road pedestrian/cycle routes will be provided across the development on desire lines in order to ensure the permeability of the site is maximised and movements by sustainable modes are encouraged. 5.3 ROAD HIERARCHY 5.3.1. A primary road, the south-western arm of the proposed roundabout, will provide primary access into the western parcel of the site. The road will serve the west of the development as well as providing a new route to Cattal. The route will pass over the railway line via a new bridge structure and connect with Cattal Street south of the railway line, which will have been realigned through the south of the site to avoid ‘rat running’. A series of secondary access roads in the form of simple priority controlled junctions will be provided into the two western parcels from both sides of the main spine road. 5.3.2. Station Road, the south arm of the proposed roundabout, will provide the primary access route into the eastern parcel of the site. A secondary access road will pass over the railway line via a new bridge structure and connect the north-eastern and south-eastern parcels of the site. Cattal Street will been realigned through the south-eastern parcel of the site to avoid ‘rat running’. A series of secondary access roads in the form of simple priority controlled junctions will be provided into the two western parcels from both sides of the main spine road. 5.3.3. Gilsthwaite Lane will be widened in order to provide the main access into the north-eastern parcel by way of two simple priority controlled junctions. Gilsthwaite Lane currently passes under the railway line by way of a single-track bridge structure with a height limit. This will be stopped-up to prohibit vehicles whilst maintaining pedestrian and cycle access. 5.3.4. The primary route serving the north-eastern parcel will also provide secondary points of access in north- western parcel by way of priority controlled junctions to both sides. The illustrative masterplan showing the proposed road hierarchy is attached at Appendix E.

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6 TRIP GENERATION AND DISTRIBUTION

6.1 INTRODUCTION 6.1.1. This section of the report sets out a number of assumptions that have been adopted in order to identify the likely trip generation of the proposals and determine the potential impact of the development proposals on the surrounding network. 6.1.2. An assessment of the traffic generated by non-car modes, as well as vehicle trips, has been carried out in order to identify potential demand for access by alternative modes, particularly public transport. 6.2 DEVELOPMENT TRAFFIC GENERATION 6.2.1. An assessment of the potential residential trip generation of the site has been carried out based on information from the TRICS database for residential and employment uses. Average total person trip rates have been obtained and local mode split information for the Harrogate 016 Middle Layer Super Output Area (MSOA) from 2011 census data has been used to determine trips by individual modes. 6.2.2. A separate assessment of the other ancillary uses has not been carried out as it is assumed that these would not generate significant numbers of off-site trips in their own right and would reduce the requirement for off-site trips from the residential and employment elements. RESIDENTIAL 6.2.3. The traffic generation associated with up to 3,000 residential units has been assessed below in Tables 3 to 5. The TRICS data for houses privately owned is attached at Appendix F.

Table 3 - Average Total Person Trip Rates and Generation AM PM Arrivals Departures Arrivals Departures Trip Rates 0.219 0.736 0.568 0.349 Trip Generation 3000 Units 657 2208 1704 1047

Source: TRICS

6.2.4. Details of the initial mode splits adopted for the residential element of the assessment are summarised in Table 4 based on local 2011 census journey to work information.

Table 4 - National Statistics Mode Split Data for Harrogate 016 (2011 Census) - Ward of Residents MODE PERCENTAGE Train 3% Motorcycle 1% Bus, Minibus or Coach 1% Driving a Car or Van* 82% Passenger in a Car or Van 5% Bicycle 2% On Foot 7% TOTAL PERSON TRIPS 100%

*Car driver includes taxis, as these are additional car trips on the road network

6.2.5. The total trip generation by mode associated with 3,000 residential units is presented below.

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Table 5 - Trip Generation by Mode - 3000 Residential Units MODE AM PEAK PM PEAK Arrivals Departures Arrivals Departures Train 17 55 43 26 Motorcycle 5 17 13 8 Bus, Minibus or Coach 7 22 17 11 Driving a Car or Van* 509 1710 1320 811 Passenger in a Car or 29 97 75 46 Van Bicycle 12 42 32 20 On Foot 46 154 119 73 TOTAL PERSON 624 2208 1704 1047 TRIPS**

*Car driver includes taxis, as these are additional car trips on the road network

6.2.6. The overall trips by mode in Table 5 differ from the predicted person trips in Table 3 as a reduction in off-site vehicle trips has been applied to the vehicle trip generations to take account of the potential for linked trips within the site as a result of the proposed non-residential uses including the school(s) and local centre. EMPLOYMENT 6.2.7. The traffic generation associated with up to 6,500m2 of B1 employment floor space has been assessed below in Tables 6 to 7. The TRICS data for B1 Office is attached at Appendix G.

Table 6 - TRICS 85th Percentile Total Person Trip Rates and Generation AM PM Arrivals Departures Arrivals Departures Trip Rates 2.05 0.16 0.14 1.96 Trip Generation 133 10 9 127 6,500m2

Source: TRICS

6.2.8. Details of the initial mode splits adopted for the employment element of the assessment are summarised in Table 7 based on local 2011 census journey to work information.

Table 7 - National Statistics Mode Split Data for Harrogate 016 (2011 Census) - Ward of Workplace MODE PERCENTAGE Train 1% Motorcycle 1% Bus, Minibus or Coach 2% Driving a Car or Van* 80% Passenger in a Car or Van 8% Bicycle 2% On Foot 6% TOTAL PERSON TRIPS 100%

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*Car driver includes taxis, as these are additional car trips on the road network

6.2.9. The model split data presented in Table 7 has been applied to the 85th percentile trip rates in Table 6 to give total person trip generation by mode associated with 6,500m2 of employment floor space is presented below.

Table 8 - Trip Generation by Mode – 6,500m2 Employment Floor Space MODE AM PEAK PM PEAK Arrivals Departures Arrivals Departures Pedestrian 8 1 1 7 Bicycle 3 0 0 3 Motorcycle 1 0 0 1 Car Driver* 101 8 7 96 Car Passenger 10 1 1 10 Bus 2 0 0 2 Train 1 0 0 1 TOTAL PERSON 127 10 9 121 TRIPS**

*Car driver includes taxis, as these are additional car trips on the road network

6.2.10. The total trips by mode for the employment and residential elements of the proposed development are set out below in Table 9. Table 9 - Total Trip Generation

MODE AM PEAK PM PEAK Arrivals Departures Arrivals Departures Pedestrian 54 155 119 80 Bicycle 15 42 33 23 Motorcycle 6 17 13 9 Car Driver* 610 1718 1327 907 Car Passenger 39 98 76 56 Bus 9 23 17 13 Train 18 56 43 27 TOTAL PERSON 751 2107 1628 1116 TRIPS

*Car driver includes taxis, as these are additional car trips on the road network

6.2.11. The overall trips by mode in Table 9 differ from the predicted person trips in Table 3 and Table 6 as a 5% reduction in off-site vehicle trips has been applied to the vehicle trip generations to take account of the potential for linked trips within the site as a result of the proposed non-residential uses including the school(s) and local centre. 6.3 DEVELOPMENT TRAFFIC DISTRIBUTION AND ASSIGNMENT 6.3.1. Development traffic distribution has been undertaken based upon existing (2011) travel to work data for the Harrogate 016 MSOA, in which the site is situated. This method uses Office of National Statistics data and can be considered a robust approach.

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6.3.2. Journey routes to and from the site have been determined for each MSOA OD pair. The 2011 MSOA census data is summarised in Table 10. A copy of the gravity model which shows how the distribution has been derived is attached at Appendix H.

Table 10 - 2011 Census Data - Travel to Work - Harrogate 016 MSOA DESTINATION DISTRIBUTION A59 York Road (East) 22% A59 York Road (West) 30% A1(M) Southbound 26% A1(M) Northbound 11% Cattal Moor Lane 2% OX Moor Lane 9% TOTAL 100%

6.3.3. The resultant traffic distribution patterns for arrival and departures are shown at Appendix I. These proportions have been applied to the total development traffic generation and the resultant development traffic assignment is shown at Appendix J. CATTAL RAILWAY STATION CAR PARK 6.3.4. In addition to the proposals to upgrade Cattal Railway Station, a 60 – 75 space car park will be provided which will enable residents living in the area to use the station as a parkway and commute to destinations such as Harrogate, York and Leeds. This will reduce vehicle trips to these destinations as well as on the SRN. 6.3.5. In order to include the vehicle trips to the site associated with the proposed station car park, 50 morning peak arrivals and 50 evening peak departures have been allowed for within the assessment. This is considered robust given that the majority of commuter trips are likely to travel to and from the station outside of the peak hour periods. 6.3.6. Further consideration of the potential development traffic flows on the surrounding highway network is provided in Section 7. 6.4 MODAL SHIFT 6.4.1. Given the scale of the development proposed is considered vital that an exemplar Travel Plan is produced with a package of ambitious but realistic measures. The delivery of a successful Travel Plan a comprehensive package of soft and hard measures can result model of shifts to sustainable travel modes of 20%. 6.4.2. As described above, a reduction in trips off-site of 5% has been applied on the basis that a number of trips will be internal given the level of employment floor space and ancillary uses including education. 6.4.3. A large proportion of future residents will work in York, Harrogate and Leeds city centre, as well as locations close to railway stations on these routes. As described above, the proposals involve upgrading Cattal Railway Station. The upgrading of the station and the LEP Local Growth Funding secured by NYCC for increased frequency of services could result in a 15% model shift from private car to rail. 6.4.4. The revised modal split which takes account of the shift from private car to rail is shown below in Table 11 and the resultant trips by mode are in Table 12.

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Table 11 - Adjusted Residential Mode Split Data MODE PERCENTAGE Pedestrian 18% Bicycle 1% Motorcycle 1% Car Driver* 67% Car Passenger 5% Bus 2% Train 7% TOTAL PERSON TRIPS 100%

*Car driver includes taxis, as these are additional car trips on the road network

Table 12 - Resultant Trip Generation by Mode

MODE AM PEAK PM PEAK Arrivals Departures Arrivals Departures Pedestrian 46 154 119 73 Bicycle 12 42 32 20 Motorcycle 5 17 13 8 Car Driver* 415 1395 1077 662 Car Passenger 29 97 75 46 Bus 7 22 17 11 Train 112 378 291 179 TOTAL PERSON 626 2105 1625 998 TRIPS

*Car driver includes taxis, as these are additional car trips on the road network

6.4.5. The revised development traffic flow diagrams with the 20% reduction to take account of internal linked trips (5%) and modal shift (15%) are attached at Appendix K.

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7 DEVELOPMENT IMPACTS

7.1 INTRODUCTION 7.1.1. This section of the report considers the potential impacts of the proposed Maltkiln Village site on the surrounding highway network including both the local road network and adjacent strategic highway network. 7.1.2. The assignment of development traffic during peak periods, based on the assumptions in Section 6, have been considered on the surrounding network in order to identify locations where the development traffic may result in a material impact and where further detailed assessment and mitigation measures may be required. 7.1.3. The additional development trips on adjacent links on the A59 York Road, A1(M) and Cattal Street are summarised in Table 13 below. The trips include the 20% as outlined in Section 6.

Table 13 - Development Traffic Flows LINKS AM PEAK PM PEAK Arrivals Departures TOTAL Arrivals Departures TOTAL A59 York Road (E) 133 306 439 236 185 421 A59 York Road (W) 374 935 1309 722 535 1257 A1(M) South 133 360 493 278 195 473 A1(M) North 71 153 224 118 98 216 Cattal Moor Lane 9 23 32 18 13 31 Ox Moor Lane 50 135 185 104 73 177

7.1.4. The development traffic flows generated by 3,000 homes and 6,500m2 of employment floor space are predicted to result in a significant increase in traffic on both the A59 corridor and J47 of the A1 (M) to the west and north of the site. 7.1.5. Based on the predicted development traffic flows and their distribution onto the surrounding network it is likely that the Maltkiln Village site would need to provide significant highway infrastructure improvements in order to accommodate the predicted levels of development traffic on the A59 corridor and potentially consider the capacity of the A1(M) J47. 7.1.6. It should be noted that the potential modal shift from private car to rail will reduce the impact of the development on the surrounding road network. 7.1.7. LEP Local Growth Funding has been secured to improve the A1(M) Junction 47. The scheme design comprises the following: Traffic signal control on all approaches; Widening on all approaches in order to accommodate left turn flares on both diverge slips, and to increase the length of both right turn flares on the A59 approaches; and Three lane circulatory carriageway at both the north-east and south-west corners of the junction, in order to reduce conflict between exiting and queuing vehicles. Widening is needed to accommodate the introduction of a third lane. 7.1.8. To complement the work to J47 NYCC is proposing to fund nearby complementary works: The introduction of linked traffic signals on the A59 at the junction with the A168 Link Road including islands which are proposed to house the required signal infrastructure. Minimal kerbline changes are also proposed at the junction to accommodate the improvements. 7.1.9. NYCC are also considering further long term improvements to the junction to provide additional capacity beyond the 2035 plan period.

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7.2 SITE ACCESS 7.2.1. In order to assess the suitability of the proposed five arm roundabout on the A59, which will provide access to the development, a fully classified turning count survey was undertaken at the existing A59/Station Road/Gilsforth Hill priority crossroads junction, on Monday 5th March 2018 from 07:00 to 10:00 and 16:00 to 19:00. The raw data from the above surveys is provided in Appendix L and has been converted into Passenger Car Units (PCUs). Taking into account the total traffic flow across this junction, the turning count data indicates that the weekday AM network peak hour is 07:15-08:15 and the weekday PM network peak hour is 16:45 to 17:45. The existing trips through the junction are shown on the traffic diagrams at Appendix M. 7.2.2. As described in Section 6, the proposed roundabout will also provide a route to Cattal Railway Station as well as a through route to the settlement of Cattal. The total existing vehicle trips are shown on the traffic diagrams at Appendix N. 7.2.3. In order to provide a future year assessment, the existing traffic flows have been growthed to 2035 based on the Local Plan period. The traffic has been growthed using TEMPRO with local NTM factors. The 2035 Base vehicle trips are shown on the traffic diagrams at Appendix O. 7.2.4. In order to fully assess the residential development trips, the site has been split into the four parcels as described in Section 5. It has been assumed that each parcel will deliver the following number of residential units: Parcel 1 (north-east) – 600 units Parcel 2 (south-east) – 950 units Parcel 3 (south-west) – 750 units Parcel 4 (north-west) – 700 units 7.2.5. The residential vehicle trips associate with the four parcels have been assigned to the roundabout junction based on the gravity model and the arm they will use to enter the A59 from the roundabout. The AM and PM peak hour flows associated with each parcel are shown on the traffic diagrams at Appendix P. The combined residential traffic flows through the proposed roundabout are attached at Appendix Q. It should be noted that these flows include the 20% reduction as described in Section 6. It should also be noted that although some trips to/from Parcel 1 would use the proposed priority controlled junction directly onto the A59, all development related trips have been assigned to the main roundabout for the purposes of this assessment. 7.2.6. The employment trips associated with the proposed 6,500m2 floor space have assigned to the proposed roundabout in the same manner as the residential element. The employment traffic flows are shown on the diagrams at Appendix R. The total development related vehicle movements through the proposed roundabout junction are attached at Appendix S. 7.2.7. The total development traffic flows at Appendix S have added to the 2035 Base flows at Appendix O, resulting in the 2035 Predicted traffic flows through the proposed roundabout junction on the A59 which are attached at Appendix T. 7.2.8. A model of the proposed five-arm roundabout junction has been built using ARCADY which is a module within the JUNCTIONS 9 software package. The junction has been modelled using the ‘ONE HOUR’ profile which provides a synthesised 12.5% mid-peak surge in the demand flows. 7.2.9. A summary of the results are provided in Table 14 and the full JUNCTIONS 9 output is attached at Appendix U.

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Table 14 - Summary of Junctions 9 Results - 2035 Predicted Flows ARM 2035 PREDICTED AM PEAK 2035 PREDICTED PM PEAK

Max RFC Max Queue Max RFC Max Queue

1 – Station Road 0.58 1 0.50 1

2 – Site Access 0.64 2 0.24 0 (South-west) 3 – A59 York Road 0.76 3 0.83 5 (West) 4 – Gilsforth Hill 0.32 1 0.21 0

5 – A59 York Road 0.66 2 0.67 2 (East)

7.2.10. The results show that even based on a number of robust assumptions, the proposed site access junction operates within the RFC threshold of 0.85 for the design of new roundabouts in the design year of 2035. As previously noted, residents within the north-eastern parcel will also be able to access the A59 via a ghost island priority controlled junction which will reduce trips through the new roundabout.

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8 SUMMARY AND CONCLUSION

8.1.1. WSP has been commissioned by Oakgate Group PLC to prepare a Transportation Report which considers the highways issues raised by the proposal to allocate the ‘Maltkiln Village’ site at Cattal, in North Yorkshire, which is being promoted for residential development along with other supporting land uses. HBC is the local planning authority and NYCC is local the highway authority. 8.1.2. The site is located around Cattal Railway Station to the south of the A59 within the borough of Harrogate. Relative to this parcel of land, Harrogate town centre is located c.14.5km to the west of the site and York city centre is c.16.5km to the east. The site benefits from good access to the SRN via the A1(M) J47 which connects with the A59 to the north-west, enabling convenient access to Leeds. 8.1.3. The site is bound to the north by the A59, while to the east, south and west it is bound by open farmland. The settlement of Cattal is located to the south and Kirk Hammerton to the east. 8.1.4. The site has potential to deliver up to 3,000 new homes plus up to 6,500m2 of employment floor space, complemented by a new primary school, an extra care facility, a petrol filling station and retail/leisure uses which will maximise opportunities for travel by sustainable modes within the site and minimise the need for journeys to be made off-site. 8.1.5. The current access proposals for the development are for the provision of two new purpose built junctions on the A59 York Road. The main access to the development will be a five arm roundabout located at the existing A59/Station Road/Gilsforth Hill priority crossroads junction. To the east of Station Road and the proposed roundabout, a secondary access will be provided on the A59 York Road in the form of a ghost island priority controlled junction. Cattal Street, to the south of the development site, will also be realigned through the site to avoid ‘rat running’. 8.1.6. It is proposed to reduce the existing speed limit on the A59 York Road to 40mph to the east and west of the development. On this basis, the two junctions have been designed in accordance with a 70kph design speed base on guidance within the DMRB. 8.1.7. The proposed amendments to the highway layout on the A59 corridor include; two new junctions and a reduction in the speed limit to 40 mph, these amendments will result in a beneficial impact on highway safety. 8.1.8. Cattal Railway Station will be upgraded as part of the development proposals. A 60 to 75 space car park will be located close to the station for commuter parking. As part the proposals, the level crossing on Station Road will be removed and two alternative vehicular routes will be provided to the east and west of the Railway Station, in the form of new road bridges over the railway line. A new footbridge will be provided at the station in order to allow pedestrians and cyclists to access each platform. 8.1.9. The development would also include provision of appropriate open space and development infrastructure. This will include major and minor junctions, a hierarchy of primary and secondary internal roads and pedestrian/cycle linkage between the various elements. 8.1.10. Whilst not required at this stage a Travel Plan would also be provided for the site which will encourage the use of alternative modes of travel. This is anticipated to reduce the overall travel demands of the site, particularly trips by single occupancy vehicles. 8.1.11. The Travel Plan and masterplan will present an integrated approach to design quality, sustainability (notably from a transport perspective) and how the primary objectives are aligned to deliver a truly exemplar and self- sustaining new community that is responsive to the wider strategic aims of the local area. 8.1.12. The development site is within a reasonable walking and cycling distance of Cattal Railway Station. A number of settlement and employment destinations including Marston Business Park are within a reasonable cycling distance. 8.1.13. The site will include primary education, employment, extra care, retail and leisure/recreation facilities. All these facilities and amenities will be accessible via sustainable modes of transport, thereby helping to reduce the demand for external trips on the surrounding highway network 8.1.14. The upgrading of Cattal Railway Station as well as the LEP Local Growth funding to improve the Harrogate line and frequency of service will enhance the accessibility of the site by sustainable modes.

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8.1.15. It is concluded that a range of key facilities and services, including employment, retail, leisure, health and education uses are readily accessible within the Maltkiln Village development proposals. It is therefore considered that the location of the site is consistent with national and local policy objectives. 8.1.16. Given the scale of the development proposed, it is considered vital that an exemplar Travel Plan is produced with a holistic package of ambitious but realistic measures. The delivery of a successful Travel Plan with a comprehensive package of soft and hard measures can result a model of shift to sustainable travel modes of 20%. 8.1.17. A reduction in trips off-site of 5% has been applied on the basis that a number of trips will be internal given the level of employment floor space and ancillary uses including education. 8.1.18. A large proportion of future residents will work in York, Harrogate and Leeds city centre, as well as locations close to railway stations on these routes. The sustainable transport strategy for the site is to upgrade Cattal Railway Station. This along with the LEP Local Growth funding secured by NYCC for improvements to the Harrogate Line and increased frequency of services could deliver a 15% model shift from private car to rail. It is acknowledged that this is ambitious, however, it is considered necessary to deliver a sustainable development in this location. 8.1.19. The appropriateness of the proposed site access roundabout has been assessed based on a number of robust assumptions. The modelling demonstrates that a suitable form of access can be delivered on the A59 corridor to serve the quantum of development proposed. However, it is acknowledged that the modal shift target from the private car to rail will be required for the site to be sustainable in transport terms which is considered achievable through the delivery of an exemplar Travel Plan and the rail infrastructure enhancements outlined above. 8.1.20. An assessment of the potential impact of the development has been carried out based on local mode split information and residential/employment trip rates. Development traffic has also been distributed based on local journey to work census data for the local area. 8.1.21. The assessment demonstrates that there is likely to be a significant increase in traffic on the surrounding network in particular on the A59 and at the adjacent junction with the A1(M). 8.1.22. However, it is concluded that with appropriate highways mitigation where highway capacity constraints are identified, there should be no overriding highways and transportation reasons preventing the local planning and highway authority from recognising that the proposals are acceptable and that the site is suitable for a housing allocation.

Maltkiln Village, Harrogate WSP Project No.: 70026065 | Our Ref No.: 70026065.01 March 2018 Oakgate Group PLC Page 23 of 24

Appendix A

SITE LOCATION PLAN

File: Drawn By: Date Modified: c C o o p n y t r a i g i n h s t

O r a d n n d a

n c d e a

t S a u b r a v s e e y

d a r i t g a h

C 2 r 0 o 1 w 6 n . 0 0 . 1 0 . 2 0 . 3 0 . 4 K i l o m e t r e s F T I I G T L U E R : E S

N I o K T : E e

A L P O y P C E A N S T D I i O t I e X N

B A

P o L u A n N d a r y

Appendix B

SURROUNDING HIGHWAY NETWORK

: d e i f i d o Key M

A168 e t a D Site Boundary Motorway : y Primary Road B B6265 n w a r D

A168

A59

A1(M)

TITLE: SURROUNDING HIGHWAY NETWORK

FIGURE No:

Contains Ordnance Survey data © Crown copyright and database right 2016. 0 0.5 1 1.5 2 APPENDIX D : e l Kilometres i F

Appendix C

WALK CATCHMENT PLAN

File: Drawn By: Date Modified: c C o o p n y t r a i g i n h s t

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t S a u b r a v s e e y

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C 2 r 0 o 1 w 6 n . 0 0 . 3 0 . 6 0 . 9 1 . 2 K i l o m e t r e s W K a F T e I I l G T k y L U

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Appendix D

CYCLE CATCHMENT PLAN

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e e t r t t e r r s e e ) s s ) )

Appendix E

ILLUSTRATIVE MASTERPLAN

SITE AREA (ha) c.168.5ha

TOTAL COMMUNITY USE c.2.6ha AREA (ha) TOTAL EMPLOYMENT USE c.5.0ha AREA TOTAL GREEN c.60.9ha INFRASTRUCTURE AREA (ha) TOTAL RESIDENTIAL c.100.0ha DEVELOPMENT AREA (ha) TOTAL NO. DWELLINGS c. 3000 @30DPH

11 03

06 05 09

04 07

Site Boundary Mixed Use Area Potential Employment Area Car Park Primary School Extra Care Scheme & Retirement Homes Self Build Housing Area Potential Site for Commercial Nursery Potential Site Access Potential Pedestrian / Cycle Routes Existing Railway Station Existing Railway Line Potential SUDS

Reproduction from the Ordnance Survey Map with 1. Whixley crossroads replaced by a new roundabout on the A59 The scaling of this drawing cannot be assured the permission of the Controller of HMSO. Crown Copyright Reserved. Licence No. 100019279. 2. New Primary School 3. New Village Centre and new station car park located next to Cattal Station and the Victoria Inn Project 4. A GP surgery, convenience store, cafe and multi purpose activity rooms and retirement homes Maltkiln Village will be provided as part of an Extra Care scheme within the new Village Centre 5. Existing level crossing closed and replaced with new bridge for pedestrian and cycle access only

Drawing Title 6. New road bridge over the railway 7. New road bridge over the railway Illustrative Masterplan 8. Village Green Planning Master Planning & Urban Design Architecture Landscape Planning & Design Project Services Date Scale Drawn by Check by 9. Sport pitches Environmental & Sustainability Assessment Graphic Design 1:12500@A3 KW SW 10. Village Park 19.02.18 bartonwillmore.co.uk 11. Community Growing Areas Project No Drawing No Revision 12. Employment use up to a maximum of 5ha Offices at Reading London Bristol Cambridge Cardiff Ebbsfleet Edinburgh Leeds Solihull 27919 01 02 13. Potential relocation site for the commercial nursery 14. Cattal Street to be diverted through the Site to avoid ‘rat running’

Appendix F

RESIDENTIAL AVERAGE TOTAL

PERSON TRIP RATES

Calculation Reference: AUDIT-100304-161219-1250 TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 03 - RESIDENTIAL Category : A - HOUSES PRIVATELY OWNED MULTI-MODAL VEHICLES

Selected regions and areas: 01 GREATER LONDON HO HOUNSLOW 1 days KI KINGSTON 2 days SK SOUTHWARK 1 days WE WESTMINSTER 1 days 02 SOUTH EAST ES EAST SUSSEX 1 days EX ESSEX 1 days HC HAMPSHIRE 1 days SC SURREY 1 days WS WEST SUSSEX 2 days 03 SOUTH WEST DC DORSET 1 days DV DEVON 3 days SM SOMERSET 1 days 04 EAST ANGLIA CA CAMBRIDGESHIRE 1 days NF NORFOLK 3 days SF SUFFOLK 2 days 05 EAST MIDLANDS LN LINCOLNSHIRE 1 days 06 WEST MIDLANDS SH SHROPSHIRE 4 days ST STAFFORDSHIRE 1 days WK WARWICKSHIRE 2 days 07 YORKSHIRE & NORTH LINCOLNSHIRE NE NORTH EAST LINCOLNSHIRE 1 days NY NORTH YORKSHIRE 5 days SY SOUTH YORKSHIRE 1 days 08 NORTH WEST CH CHESHIRE 4 days GM GREATER MANCHESTER 1 days MS MERSEYSIDE 1 days 09 NORTH CB CUMBRIA 2 days TW TYNE & WEAR 1 days

This section displays the number of survey days per TRICS® sub-region in the selected set TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Monday 19/12/16 Page 2 WSP STREET NAME TOWN/CITY Licence No: 100304

Filtering Stage 2 selection:

This data displays the chosen trip rate parameter and its selected range. Only sites that fall within the parameter range are included in the trip rate calculation.

Parameter: Number of dwellings Actual Range: 6 to 432 (units: ) Range Selected by User: 6 to 491 (units: )

Public Transport Provision: Selection by: Include all surveys

Date Range: 01/01/08 to 12/11/15

This data displays the range of survey dates selected. Only surveys that were conducted within this date range are included in the trip rate calculation.

Selected survey days: Monday 8 days Tuesday 10 days Wednesday 8 days Thursday 13 days Friday 7 days

This data displays the number of selected surveys by day of the week.

Selected survey types: Manual count 46 days Directional ATC Count 0 days

This data displays the number of manual classified surveys and the number of unclassified ATC surveys, the total adding up to the overall number of surveys in the selected set. Manual surveys are undertaken using staff, whilst ATC surveys are undertaking using machines.

Selected Locations: Suburban Area (PPS6 Out of Centre) 26 Edge of Town 20

This data displays the number of surveys per main location category within the selected set. The main location categories consist of Free Standing, Edge of Town, Suburban Area, Neighbourhood Centre, Edge of Town Centre, Town Centre and Not Known.

Selected Location Sub Categories: Development Zone 1 Residential Zone 39 No Sub Category 6

This data displays the number of surveys per location sub-category within the selected set. The location sub-categories consist of Commercial Zone, Industrial Zone, Development Zone, Residential Zone, Retail Zone, Built-Up Zone, Village, Out of Town, High Street and No Sub Category.

Filtering Stage 3 selection:

Use Class: C 1 1 days C 3 44 days

This data displays the number of surveys per Use Class classification within the selected set. The Use Classes Order 2005 has been used for this purpose, which can be found within the Library module of TRICS®. TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Monday 19/12/16 Page 3 WSP STREET NAME TOWN/CITY Licence No: 100304

Filtering Stage 3 selection (Cont.):

Population within 1 mile: 1,001 to 5,000 5 days 5,001 to 10,000 10 days 10,001 to 15,000 11 days 15,001 to 20,000 6 days 20,001 to 25,000 5 days 25,001 to 50,000 7 days 50,001 to 100,000 1 days 100,001 or More 1 days

This data displays the number of selected surveys within stated 1-mile radii of population.

Population within 5 miles: 5,001 to 25,000 4 days 25,001 to 50,000 5 days 50,001 to 75,000 4 days 75,001 to 100,000 11 days 100,001 to 125,000 4 days 125,001 to 250,000 7 days 250,001 to 500,000 5 days 500,001 or More 6 days

This data displays the number of selected surveys within stated 5-mile radii of population.

Car ownership within 5 miles: 0.5 or Less 1 days 0.6 to 1.0 16 days 1.1 to 1.5 29 days

This data displays the number of selected surveys within stated ranges of average cars owned per residential dwelling, within a radius of 5-miles of selected survey sites.

Travel Plan: Yes 4 days No 42 days

This data displays the number of surveys within the selected set that were undertaken at sites with Travel Plans in place, and the number of surveys that were undertaken at sites without Travel Plans. TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Monday 19/12/16 Page 4 WSP STREET NAME TOWN/CITY Licence No: 100304

LIST OF SITES relevant to selection parameters

1 CA-03-A-04 DETACHED CAMBRIDGESHIRE

THORPE PARK ROAD PETERBOROUGH Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 9 Survey date: TUESDAY 18/10/11 Survey Type: MANUAL 2 CB-03-A-03 SEMI DETACHED CUMBRIA HAWKSHEAD AVENUE

WORKINGTON Edge of Town Residential Zone Total Number of dwellings: 4 0 Survey date: THURSDAY 20/11/08 Survey Type: MANUAL 3 CB-03-A-04 SEMI DETACHED CUMBRIA MOORCLOSE ROAD SALTERBACK WORKINGTON Edge of Town No Sub Category Total Number of dwellings: 8 2 Survey date: FRIDAY 24/04/09 Survey Type: MANUAL 4 CH-03-A-05 DETACHED CHESHIRE SYDNEY ROAD SYDNEY CREWE Edge of Town Residential Zone Total Number of dwellings: 1 7 Survey date: TUESDAY 14/10/08 Survey Type: MANUAL 5 CH-03-A-06 SEMI-DET./BUNGALOWS CHESHIRE CREWE ROAD

CREWE Suburban Area (PPS6 Out of Centre) No Sub Category Total Number of dwellings: 1 2 9 Survey date: TUESDAY 14/10/08 Survey Type: MANUAL 6 CH-03-A-08 DETACHED CHESHIRE WHITCHURCH ROAD BOUGHTON HEATH CHESTER Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 1 Survey date: TUESDAY 22/05/12 Survey Type: MANUAL 7 CH-03-A-09 TERRACED HOUSES CHESHIRE GREYSTOKE ROAD HURDSFIELD MACCLESFIELD Edge of Town Residential Zone Total Number of dwellings: 2 4 Survey date: MONDAY 24/11/14 Survey Type: MANUAL 8 DC-03-A-08 BUNGALOWS DORSET HURSTDENE ROAD CASTLE LANE WEST BOURNEMOUTH Edge of Town Residential Zone Total Number of dwellings: 2 8 Survey date: MONDAY 24/03/14 Survey Type: MANUAL TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Monday 19/12/16 Page 5 WSP STREET NAME TOWN/CITY Licence No: 100304

LIST OF SITES relevant to selection parameters (Cont.)

9 DV-03-A-01 TERRACED HOUSES DEVON BRONSHILL ROAD

TORQUAY Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 3 7 Survey date: WEDNESDAY 30/09/15 Survey Type: MANUAL 10 DV-03-A-02 HOUSES & BUNGALOWS DEVON MILLHEAD ROAD

HONITON Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 1 6 Survey date: FRIDAY 25/09/15 Survey Type: MANUAL 11 DV-03-A-03 TERRACED & SEMI DETACHED DEVON LOWER BRAND LANE

HONITON Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 7 0 Survey date: MONDAY 28/09/15 Survey Type: MANUAL 12 ES-03-A-02 PRIVATE HOUSING EAST SUSSEX SOUTH COAST ROAD

PEACEHAVEN Edge of Town Residential Zone Total Number of dwellings: 3 7 Survey date: FRIDAY 18/11/11 Survey Type: MANUAL 13 EX-03-A-01 SEMI-DET. ESSEX MILTON ROAD CORRINGHAM STANFORD-LE-HOPE Edge of Town Residential Zone Total Number of dwellings: 2 3 7 Survey date: TUESDAY 13/05/08 Survey Type: MANUAL 14 GM-03-A-10 DETACHED/SEMI GREATER MANCHESTER BUTT HILL DRIVE P R E S T W I C H MANCHESTER Edge of Town Residential Zone Total Number of dwellings: 2 9 Survey date: WEDNESDAY 12/10/11 Survey Type: MANUAL 15 HC-03-A-17 HOUSES & FLATS HAMPSHIRE CANADA WAY

LIPHOOK Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 3 6 Survey date: THURSDAY 12/11/15 Survey Type: MANUAL TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Monday 19/12/16 Page 6 WSP STREET NAME TOWN/CITY Licence No: 100304

LIST OF SITES relevant to selection parameters (Cont.)

16 HO-03-A-01 MIXED HOUSING HOUNSLOW THORNBURY ROAD

OSTERLEY Suburban Area (PPS6 Out of Centre) Development Zone Total Number of dwellings: 8 2 Survey date: TUESDAY 16/09/14 Survey Type: MANUAL 17 KI-03-A-01 DETACHED KINGSTON COOMBE RISE

KINGSTON UPON THAMES Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 2 Survey date: THURSDAY 24/06/10 Survey Type: MANUAL 18 KI-03-A-02 DETACHED KINGSTON WOLSEY CLOSE

KINGSTON UPON THAMES Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 2 0 Survey date: THURSDAY 24/06/10 Survey Type: MANUAL 19 LN-03-A-03 SEMI DETACHED LINCOLNSHIRE ROOKERY LANE BOULTHAM LINCOLN Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 2 2 Survey date: TUESDAY 18/09/12 Survey Type: MANUAL 20 MS-03-A-03 DETACHED MERSEYSIDE BEMPTON ROAD OTTERSPOOL LIVERPOOL Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 5 Survey date: FRIDAY 21/06/13 Survey Type: MANUAL 21 NE-03-A-02 SEMI DETACHED & DETACHED NORTH EAST LINCOLNSHIRE HANOVER WALK

SCUNTHORPE Edge of Town No Sub Category Total Number of dwellings: 4 3 2 Survey date: MONDAY 12/05/14 Survey Type: MANUAL 22 NF-03-A-01 SEMI DET. & BUNGALOWS NORFOLK YARMOUTH ROAD

CAISTER-ON-SEA Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 2 7 Survey date: TUESDAY 16/10/12 Survey Type: MANUAL TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Monday 19/12/16 Page 7 WSP STREET NAME TOWN/CITY Licence No: 100304

LIST OF SITES relevant to selection parameters (Cont.)

23 NF-03-A-02 HOUSES & FLATS NORFOLK DEREHAM ROAD

NORWICH Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 9 8 Survey date: MONDAY 22/10/12 Survey Type: MANUAL 24 NF-03-A-03 DETACHED HOUSES NORFOLK HALING WAY

THETFORD Edge of Town Residential Zone Total Number of dwellings: 1 0 Survey date: WEDNESDAY 16/09/15 Survey Type: MANUAL 25 NY-03-A-06 BUNGALOWS & SEMI DET. NORTH YORKSHIRE HORSEFAIR

BOROUGHBRIDGE Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 1 5 Survey date: FRIDAY 14/10/11 Survey Type: MANUAL 26 NY-03-A-08 TERRACED HOUSES NORTH YORKSHIRE NICHOLAS STREET

YORK Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 2 1 Survey date: MONDAY 16/09/13 Survey Type: MANUAL 27 NY-03-A-09 MIXED HOUSING NORTH YORKSHIRE GRAMMAR SCHOOL LANE

NORTHALLERTON Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 5 2 Survey date: MONDAY 16/09/13 Survey Type: MANUAL 28 NY-03-A-10 HOUSES AND FLATS NORTH YORKSHIRE BOROUGHBRIDGE ROAD

RIPON Edge of Town No Sub Category Total Number of dwellings: 7 1 Survey date: TUESDAY 17/09/13 Survey Type: MANUAL 29 NY-03-A-11 PRIVATE HOUSING NORTH YORKSHIRE HORSEFAIR

BOROUGHBRIDGE Edge of Town Residential Zone Total Number of dwellings: 2 3 Survey date: WEDNESDAY 18/09/13 Survey Type: MANUAL TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Monday 19/12/16 Page 8 WSP STREET NAME TOWN/CITY Licence No: 100304

LIST OF SITES relevant to selection parameters (Cont.)

30 SC-03-A-04 DETACHED & TERRACED SURREY HIGH ROAD

BYFLEET Edge of Town Residential Zone Total Number of dwellings: 7 1 Survey date: THURSDAY 23/01/14 Survey Type: MANUAL 31 SF-03-A-04 DETACHED & BUNGALOWS SUFFOLK NORMANSTON DRIVE

LOWESTOFT Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 7 Survey date: TUESDAY 23/10/12 Survey Type: MANUAL 32 SF-03-A-05 DETACHED HOUSES SUFFOLK VALE LANE

BURY ST EDMUNDS Edge of Town Residential Zone Total Number of dwellings: 1 8 Survey date: WEDNESDAY 09/09/15 Survey Type: MANUAL 33 SH-03-A-03 DETATCHED SHROPSHIRE SOMERBY DRIVE BICTON HEATH SHREWSBURY Edge of Town No Sub Category Total Number of dwellings: 1 0 Survey date: FRIDAY 26/06/09 Survey Type: MANUAL 34 SH-03-A-04 TERRACED SHROPSHIRE ST MICHAEL'S STREET

SHREWSBURY Suburban Area (PPS6 Out of Centre) No Sub Category Total Number of dwellings: 1 0 8 Survey date: THURSDAY 11/06/09 Survey Type: MANUAL 35 SH-03-A-05 SEMI-DETACHED/TERRACED SHROPSHIRE SANDCROFT SUTTON HILL TELFORD Edge of Town Residential Zone Total Number of dwellings: 5 4 Survey date: THURSDAY 24/10/13 Survey Type: MANUAL 36 SH-03-A-06 BUNGALOWS SHROPSHIRE ELLESMERE ROAD

SHREWSBURY Edge of Town Residential Zone Total Number of dwellings: 1 6 Survey date: THURSDAY 22/05/14 Survey Type: MANUAL TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Monday 19/12/16 Page 9 WSP STREET NAME TOWN/CITY Licence No: 100304

LIST OF SITES relevant to selection parameters (Cont.)

37 SK-03-A-01 SEMI DET. & TERRACED SOUTHWARK TIMBER POND ROAD

CANADA WATER Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 5 Survey date: THURSDAY 23/10/08 Survey Type: MANUAL 38 SM-03-A-01 DETACHED & SEMI SOMERSET WEMBDON ROAD NORTHFIELD BRIDGWATER Edge of Town Residential Zone Total Number of dwellings: 3 3 Survey date: THURSDAY 24/09/15 Survey Type: MANUAL 39 ST-03-A-05 TERRACED & DETACHED STAFFORDSHIRE WATERMEET GROVE ETRURIA STOKE-ON-TRENT Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 4 Survey date: WEDNESDAY 26/11/08 Survey Type: MANUAL 40 SY-03-A-01 SEMI DETACHED HOUSES SOUTH YORKSHIRE A19 BENTLEY ROAD BENTLEY RISE DONCASTER Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 5 4 Survey date: WEDNESDAY 18/09/13 Survey Type: MANUAL 41 TW-03-A-02 SEMI-DETACHED TYNE & WEAR WEST PARK ROAD

GATESHEAD Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 6 Survey date: MONDAY 07/10/13 Survey Type: MANUAL 42 WE-03-A-01 PRINCES MEWS WESTMINSTER HEREFORD ROAD

NOTTING HILL Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 8 Survey date: THURSDAY 15/10/09 Survey Type: MANUAL 43 WK-03-A-01 TERRACED/SEMI/DET. WARWICKSHIRE ARLINGTON AVENUE

LEAMINGTON SPA Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 6 Survey date: FRIDAY 21/10/11 Survey Type: MANUAL TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Monday 19/12/16 Page 10 WSP STREET NAME TOWN/CITY Licence No: 100304

LIST OF SITES relevant to selection parameters (Cont.)

44 WK-03-A-02 BUNGALOWS WARWICKSHIRE NARBERTH WAY POTTERS GREEN COVENTRY Edge of Town Residential Zone Total Number of dwellings: 1 7 Survey date: THURSDAY 17/10/13 Survey Type: MANUAL 45 WS-03-A-04 MIXED HOUSES WEST SUSSEX HILLS FARM LANE BROADBRIDGE HEATH HORSHAM Edge of Town Residential Zone Total Number of dwellings: 1 5 1 Survey date: THURSDAY 11/12/14 Survey Type: MANUAL 46 WS-03-A-05 TERRACED & FLATS WEST SUSSEX UPPER SHOREHAM ROAD

SHOREHAM BY SEA Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 4 8 Survey date: WEDNESDAY 18/04/12 Survey Type: MANUAL

This section provides a list of all survey sites and days in the selected set. For each individual survey site, it displays a unique site reference code and site address, the selected trip rate calculation parameter and its value, the day of the week and date of each survey, and whether the survey was a manual classified count or an ATC count. TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Monday 19/12/16 Page 11 WSP STREET NAME TOWN/CITY Licence No: 100304

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL VEHICLES Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 46 56 0.074 46 56 0.263 46 56 0.337 08:00 - 09:00 46 56 0.133 46 56 0.371 46 56 0.504 09:00 - 10:00 46 56 0.142 46 56 0.167 46 56 0.309 10:00 - 11:00 46 56 0.136 46 56 0.158 46 56 0.294 11:00 - 12:00 46 56 0.146 46 56 0.148 46 56 0.294 12:00 - 13:00 46 56 0.162 46 56 0.158 46 56 0.320 13:00 - 14:00 46 56 0.157 46 56 0.146 46 56 0.303 14:00 - 15:00 46 56 0.155 46 56 0.170 46 56 0.325 15:00 - 16:00 46 56 0.263 46 56 0.199 46 56 0.462 16:00 - 17:00 46 56 0.281 46 56 0.170 46 56 0.451 17:00 - 18:00 46 56 0.314 46 56 0.169 46 56 0.483 18:00 - 19:00 46 56 0.222 46 56 0.156 46 56 0.378 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 2.185 2.275 4.460

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 6 - 432 (units: ) Survey date date range: 01/01/08 - 12/11/15 Number of weekdays (Monday-Friday): 46 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 1 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Monday 19/12/16 Page 12 WSP STREET NAME TOWN/CITY Licence No: 100304

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL TAXIS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 46 56 0.004 46 56 0.003 46 56 0.007 08:00 - 09:00 46 56 0.005 46 56 0.005 46 56 0.010 09:00 - 10:00 46 56 0.003 46 56 0.003 46 56 0.006 10:00 - 11:00 46 56 0.003 46 56 0.003 46 56 0.006 11:00 - 12:00 46 56 0.002 46 56 0.002 46 56 0.004 12:00 - 13:00 46 56 0.001 46 56 0.001 46 56 0.002 13:00 - 14:00 46 56 0.001 46 56 0.001 46 56 0.002 14:00 - 15:00 46 56 0.004 46 56 0.003 46 56 0.007 15:00 - 16:00 46 56 0.006 46 56 0.006 46 56 0.012 16:00 - 17:00 46 56 0.004 46 56 0.004 46 56 0.008 17:00 - 18:00 46 56 0.003 46 56 0.003 46 56 0.006 18:00 - 19:00 46 56 0.002 46 56 0.002 46 56 0.004 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.038 0.036 0.074

Parameter summary

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL OGVS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 46 56 0.002 46 56 0.001 46 56 0.003 08:00 - 09:00 46 56 0.002 46 56 0.002 46 56 0.004 09:00 - 10:00 46 56 0.004 46 56 0.003 46 56 0.007 10:00 - 11:00 46 56 0.004 46 56 0.003 46 56 0.007 11:00 - 12:00 46 56 0.004 46 56 0.003 46 56 0.007 12:00 - 13:00 46 56 0.004 46 56 0.005 46 56 0.009 13:00 - 14:00 46 56 0.002 46 56 0.003 46 56 0.005 14:00 - 15:00 46 56 0.001 46 56 0.003 46 56 0.004 15:00 - 16:00 46 56 0.001 46 56 0.001 46 56 0.002 16:00 - 17:00 46 56 0.001 46 56 0.001 46 56 0.002 17:00 - 18:00 46 56 0.001 46 56 0.001 46 56 0.002 18:00 - 19:00 46 56 0.000 46 56 0.000 46 56 0.000 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.026 0.026 0.052

Parameter summary

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL PSVS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 46 56 0.000 46 56 0.000 46 56 0.000 08:00 - 09:00 46 56 0.000 46 56 0.000 46 56 0.000 09:00 - 10:00 46 56 0.000 46 56 0.000 46 56 0.000 10:00 - 11:00 46 56 0.000 46 56 0.000 46 56 0.000 11:00 - 12:00 46 56 0.001 46 56 0.001 46 56 0.002 12:00 - 13:00 46 56 0.000 46 56 0.000 46 56 0.000 13:00 - 14:00 46 56 0.000 46 56 0.000 46 56 0.000 14:00 - 15:00 46 56 0.000 46 56 0.000 46 56 0.000 15:00 - 16:00 46 56 0.000 46 56 0.000 46 56 0.000 16:00 - 17:00 46 56 0.000 46 56 0.000 46 56 0.000 17:00 - 18:00 46 56 0.000 46 56 0.000 46 56 0.000 18:00 - 19:00 46 56 0.000 46 56 0.000 46 56 0.000 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.001 0.001 0.002

Parameter summary

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL CYCLISTS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 46 56 0.004 46 56 0.017 46 56 0.021 08:00 - 09:00 46 56 0.002 46 56 0.016 46 56 0.018 09:00 - 10:00 46 56 0.002 46 56 0.007 46 56 0.009 10:00 - 11:00 46 56 0.004 46 56 0.009 46 56 0.013 11:00 - 12:00 46 56 0.004 46 56 0.003 46 56 0.007 12:00 - 13:00 46 56 0.006 46 56 0.004 46 56 0.010 13:00 - 14:00 46 56 0.005 46 56 0.003 46 56 0.008 14:00 - 15:00 46 56 0.004 46 56 0.004 46 56 0.008 15:00 - 16:00 46 56 0.015 46 56 0.005 46 56 0.020 16:00 - 17:00 46 56 0.014 46 56 0.005 46 56 0.019 17:00 - 18:00 46 56 0.017 46 56 0.009 46 56 0.026 18:00 - 19:00 46 56 0.010 46 56 0.006 46 56 0.016 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.087 0.088 0.175

Parameter summary

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL VEHICLE OCCUPANTS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 46 56 0.084 46 56 0.327 46 56 0.411 08:00 - 09:00 46 56 0.170 46 56 0.547 46 56 0.717 09:00 - 10:00 46 56 0.167 46 56 0.220 46 56 0.387 10:00 - 11:00 46 56 0.167 46 56 0.201 46 56 0.368 11:00 - 12:00 46 56 0.185 46 56 0.192 46 56 0.377 12:00 - 13:00 46 56 0.208 46 56 0.202 46 56 0.410 13:00 - 14:00 46 56 0.199 46 56 0.185 46 56 0.384 14:00 - 15:00 46 56 0.199 46 56 0.213 46 56 0.412 15:00 - 16:00 46 56 0.410 46 56 0.267 46 56 0.677 16:00 - 17:00 46 56 0.408 46 56 0.235 46 56 0.643 17:00 - 18:00 46 56 0.406 46 56 0.219 46 56 0.625 18:00 - 19:00 46 56 0.285 46 56 0.215 46 56 0.500 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 2.888 3.023 5.911

Parameter summary

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL PEDESTRIANS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 46 56 0.022 46 56 0.069 46 56 0.091 08:00 - 09:00 46 56 0.044 46 56 0.153 46 56 0.197 09:00 - 10:00 46 56 0.048 46 56 0.064 46 56 0.112 10:00 - 11:00 46 56 0.046 46 56 0.054 46 56 0.100 11:00 - 12:00 46 56 0.038 46 56 0.032 46 56 0.070 12:00 - 13:00 46 56 0.040 46 56 0.030 46 56 0.070 13:00 - 14:00 46 56 0.039 46 56 0.040 46 56 0.079 14:00 - 15:00 46 56 0.044 46 56 0.051 46 56 0.095 15:00 - 16:00 46 56 0.137 46 56 0.072 46 56 0.209 16:00 - 17:00 46 56 0.090 46 56 0.045 46 56 0.135 17:00 - 18:00 46 56 0.076 46 56 0.037 46 56 0.113 18:00 - 19:00 46 56 0.057 46 56 0.044 46 56 0.101 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.681 0.691 1.372

Parameter summary

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL BUS/TRAM PASSENGERS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 46 56 0.001 46 56 0.009 46 56 0.010 08:00 - 09:00 46 56 0.002 46 56 0.007 46 56 0.009 09:00 - 10:00 46 56 0.001 46 56 0.007 46 56 0.008 10:00 - 11:00 46 56 0.003 46 56 0.005 46 56 0.008 11:00 - 12:00 46 56 0.004 46 56 0.005 46 56 0.009 12:00 - 13:00 46 56 0.006 46 56 0.005 46 56 0.011 13:00 - 14:00 46 56 0.005 46 56 0.001 46 56 0.006 14:00 - 15:00 46 56 0.003 46 56 0.004 46 56 0.007 15:00 - 16:00 46 56 0.004 46 56 0.003 46 56 0.007 16:00 - 17:00 46 56 0.007 46 56 0.003 46 56 0.010 17:00 - 18:00 46 56 0.010 46 56 0.003 46 56 0.013 18:00 - 19:00 46 56 0.009 46 56 0.001 46 56 0.010 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.055 0.053 0.108

Parameter summary

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL TOTAL RAIL PASSENGERS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 46 56 0.000 46 56 0.012 46 56 0.012 08:00 - 09:00 46 56 0.001 46 56 0.011 46 56 0.012 09:00 - 10:00 46 56 0.000 46 56 0.004 46 56 0.004 10:00 - 11:00 46 56 0.001 46 56 0.002 46 56 0.003 11:00 - 12:00 46 56 0.000 46 56 0.000 46 56 0.000 12:00 - 13:00 46 56 0.001 46 56 0.003 46 56 0.004 13:00 - 14:00 46 56 0.002 46 56 0.001 46 56 0.003 14:00 - 15:00 46 56 0.001 46 56 0.002 46 56 0.003 15:00 - 16:00 46 56 0.002 46 56 0.003 46 56 0.005 16:00 - 17:00 46 56 0.003 46 56 0.001 46 56 0.004 17:00 - 18:00 46 56 0.005 46 56 0.001 46 56 0.006 18:00 - 19:00 46 56 0.009 46 56 0.002 46 56 0.011 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.025 0.042 0.067

Parameter summary

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL COACH PASSENGERS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 46 56 0.000 46 56 0.000 46 56 0.000 08:00 - 09:00 46 56 0.000 46 56 0.002 46 56 0.002 09:00 - 10:00 46 56 0.000 46 56 0.000 46 56 0.000 10:00 - 11:00 46 56 0.000 46 56 0.000 46 56 0.000 11:00 - 12:00 46 56 0.002 46 56 0.000 46 56 0.002 12:00 - 13:00 46 56 0.000 46 56 0.000 46 56 0.000 13:00 - 14:00 46 56 0.000 46 56 0.000 46 56 0.000 14:00 - 15:00 46 56 0.000 46 56 0.000 46 56 0.000 15:00 - 16:00 46 56 0.000 46 56 0.000 46 56 0.000 16:00 - 17:00 46 56 0.000 46 56 0.000 46 56 0.000 17:00 - 18:00 46 56 0.000 46 56 0.000 46 56 0.000 18:00 - 19:00 46 56 0.000 46 56 0.000 46 56 0.000 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.002 0.002 0.004

Parameter summary

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL PUBLIC TRANSPORT USERS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 46 56 0.001 46 56 0.021 46 56 0.022 08:00 - 09:00 46 56 0.003 46 56 0.020 46 56 0.023 09:00 - 10:00 46 56 0.002 46 56 0.010 46 56 0.012 10:00 - 11:00 46 56 0.004 46 56 0.006 46 56 0.010 11:00 - 12:00 46 56 0.005 46 56 0.006 46 56 0.011 12:00 - 13:00 46 56 0.007 46 56 0.009 46 56 0.016 13:00 - 14:00 46 56 0.007 46 56 0.002 46 56 0.009 14:00 - 15:00 46 56 0.004 46 56 0.005 46 56 0.009 15:00 - 16:00 46 56 0.006 46 56 0.005 46 56 0.011 16:00 - 17:00 46 56 0.010 46 56 0.004 46 56 0.014 17:00 - 18:00 46 56 0.015 46 56 0.004 46 56 0.019 18:00 - 19:00 46 56 0.018 46 56 0.004 46 56 0.022 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.082 0.096 0.178

Parameter summary

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL TOTAL PEOPLE Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 46 56 0.111 46 56 0.434 46 56 0.545 08:00 - 09:00 46 56 0.219 46 56 0.736 46 56 0.955 09:00 - 10:00 46 56 0.219 46 56 0.301 46 56 0.520 10:00 - 11:00 46 56 0.220 46 56 0.271 46 56 0.491 11:00 - 12:00 46 56 0.233 46 56 0.233 46 56 0.466 12:00 - 13:00 46 56 0.260 46 56 0.245 46 56 0.505 13:00 - 14:00 46 56 0.251 46 56 0.231 46 56 0.482 14:00 - 15:00 46 56 0.250 46 56 0.273 46 56 0.523 15:00 - 16:00 46 56 0.568 46 56 0.349 46 56 0.917 16:00 - 17:00 46 56 0.522 46 56 0.288 46 56 0.810 17:00 - 18:00 46 56 0.513 46 56 0.269 46 56 0.782 18:00 - 19:00 46 56 0.371 46 56 0.269 46 56 0.640 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 3.737 3.899 7.636

Parameter summary

Appendix G

AVERAGE TRIP RATES - B1 OFFICE

TOTAL PEOPLE

Calculation Reference: AUDIT-100304-161219-1225 TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 02 - EMPLOYMENT Category : A - OFFICE MULTI-MODAL VEHICLES

Selected regions and areas: 02 SOUTH EAST ES EAST SUSSEX 1 days HC HAMPSHIRE 1 days KC KENT 3 days SC SURREY 2 days 04 EAST ANGLIA SF SUFFOLK 1 days 07 YORKSHIRE & NORTH LINCOLNSHIRE WY WEST YORKSHIRE 1 days 08 NORTH WEST LC LANCASHIRE 1 days 09 NORTH DH DURHAM 2 days TW TYNE & WEAR 3 days

This section displays the number of survey days per TRICS® sub-region in the selected set

Filtering Stage 2 selection:

This data displays the chosen trip rate parameter and its selected range. Only sites that fall within the parameter range are included in the trip rate calculation.

Parameter: Gross floor area Actual Range: 186 to 15975 (units: sqm) Range Selected by User: 0 to 16000 (units: sqm)

Public Transport Provision: Selection by: Include all surveys

Date Range: 01/01/08 to 26/11/15

This data displays the range of survey dates selected. Only surveys that were conducted within this date range are included in the trip rate calculation.

Selected survey days: Monday 4 days Tuesday 8 days Thursday 2 days Friday 1 days

This data displays the number of selected surveys by day of the week.

Selected survey types: Manual count 15 days Directional ATC Count 0 days

Selected Locations: Suburban Area (PPS6 Out of Centre) 8 Edge of Town 7

Selected Location Sub Categories: Industrial Zone 4 Commercial Zone 4 Residential Zone 6 Built-Up Zone 1 TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Monday 19/12/16 Page 2 WSP STREET NAME TOWN/CITY Licence No: 100304

Filtering Stage 3 selection:

Use Class: B 1 15 days

Population within 1 mile: 1,001 to 5,000 1 days 5,001 to 10,000 4 days 10,001 to 15,000 6 days 15,001 to 20,000 2 days 25,001 to 50,000 2 days

This data displays the number of selected surveys within stated 1-mile radii of population.

Population within 5 miles: 25,001 to 50,000 1 days 75,001 to 100,000 4 days 100,001 to 125,000 1 days 125,001 to 250,000 3 days 250,001 to 500,000 5 days 500,001 or More 1 days

This data displays the number of selected surveys within stated 5-mile radii of population.

Car ownership within 5 miles: 0.5 or Less 1 days 0.6 to 1.0 7 days 1.1 to 1.5 7 days

This data displays the number of selected surveys within stated ranges of average cars owned per residential dwelling, within a radius of 5-miles of selected survey sites.

Travel Plan: Yes 7 days No 8 days

LIST OF SITES relevant to selection parameters

1 DH-02-A-01 RPMI OFFICES DURHAM BRINKBURN ROAD

DARLINGTON Suburban Area (PPS6 Out of Centre) Residential Zone Total Gross floor area: 3 3 7 2 sqm Survey date: FRIDAY 05/11/10 Survey Type: MANUAL 2 DH-02-A-02 CONSTRUCTION COMPANY DURHAM DURHAM ROAD BOWBURN NEAR DURHAM Edge of Town Industrial Zone Total Gross floor area: 2 0 0 0 sqm Survey date: TUESDAY 27/11/12 Survey Type: MANUAL 3 ES-02-A-11 HOUSING COMPANY EAST SUSSEX THE SIDINGS ORE VALLEY HASTINGS Suburban Area (PPS6 Out of Centre) Residential Zone Total Gross floor area: 1 8 6 sqm Survey date: TUESDAY 17/11/15 Survey Type: MANUAL 4 HC-02-A-10 DIY CO. HQ HAMPSHIRE TEMPLAR'S WAY HAMPSHIRE CORP. PARK CHANDLER'S FORD Edge of Town Commercial Zone Total Gross floor area: 1 5 9 7 5 sqm Survey date: MONDAY 20/10/08 Survey Type: MANUAL 5 KC-02-A-06 LAND REGISTRY KENT FOREST ROAD CAMDEN PARK TUNBRIDGE WELLS Edge of Town Residential Zone Total Gross floor area: 5 6 7 7 sqm Survey date: TUESDAY 01/12/09 Survey Type: MANUAL 6 KC-02-A-07 KCC HIGHWAYS REG. KENT KAVELIN WAY HENWOOD IND. ESTATE ASHFORD Edge of Town Commercial Zone Total Gross floor area: 2 5 2 5 sqm Survey date: MONDAY 05/12/11 Survey Type: MANUAL 7 KC-02-A-08 KCC HIGHWAYS REG. OFFICE KENT ST MICHAEL'S CLOSE CLAY WOOD AYLESFORD Edge of Town Industrial Zone Total Gross floor area: 3 1 6 8 sqm Survey date: MONDAY 28/11/11 Survey Type: MANUAL TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Monday 19/12/16 Page 4 WSP STREET NAME TOWN/CITY Licence No: 100304

LIST OF SITES relevant to selection parameters (Cont.)

8 LC-02-A-09 OFFICES LANCASHIRE FURTHERGATE

BLACKBURN Suburban Area (PPS6 Out of Centre) Built-Up Zone Total Gross floor area: 2 6 0 0 sqm Survey date: TUESDAY 04/06/13 Survey Type: MANUAL 9 SC-02-A-15 ACCOUNTANTS SURREY BOXGROVE ROAD

GUILDFORD Suburban Area (PPS6 Out of Centre) Residential Zone Total Gross floor area: 1 8 9 6 sqm Survey date: TUESDAY 05/10/10 Survey Type: MANUAL 10 SC-02-A-17 PHARMACEUTICALS SURREY ST GEORGE'S AVENUE THE HEATH WEYBRIDGE Suburban Area (PPS6 Out of Centre) Residential Zone Total Gross floor area: 1 0 2 9 3 sqm Survey date: TUESDAY 18/10/11 Survey Type: MANUAL 11 SF-02-A-01 COUNCIL OFFICES SUFFOLK BEETONS WAY

BURY ST. EDMUNDS Suburban Area (PPS6 Out of Centre) Industrial Zone Total Gross floor area: 8 0 0 0 sqm Survey date: MONDAY 27/09/10 Survey Type: MANUAL 12 TW-02-A-03 DEVELOPMENT AGENCY TYNE & WEAR KINGFISHER BOULEVARD LEMINGTON NEWCASTLE UPON TYNE Edge of Town Commercial Zone Total Gross floor area: 6 4 8 0 sqm Survey date: THURSDAY 11/12/08 Survey Type: MANUAL 13 TW-02-A-04 HOUSING CO. TYNE & WEAR EARLSWAY TEAM VALLEY TRAD. EST. GATESHEAD Edge of Town Industrial Zone Total Gross floor area: 2 5 0 0 sqm Survey date: TUESDAY 29/09/09 Survey Type: MANUAL 14 TW-02-A-05 TELEVISION CO. TYNE & WEAR DELTA BANK ROAD METRO RIVERSIDE PARK GATESHEAD Suburban Area (PPS6 Out of Centre) Commercial Zone Total Gross floor area: 1 5 0 0 sqm Survey date: TUESDAY 29/09/09 Survey Type: MANUAL TRICS 7.3.3 240916 B17.41 (C) 2016 TRICS Consortium Ltd Monday 19/12/16 Page 5 WSP STREET NAME TOWN/CITY Licence No: 100304

LIST OF SITES relevant to selection parameters (Cont.)

15 WY-02-A-03 OFFICE WEST YORKSHIRE VICTORIA ROAD HEADINGLEY LEEDS Suburban Area (PPS6 Out of Centre) Residential Zone Total Gross floor area: 2 6 9 6 sqm Survey date: THURSDAY 17/06/10 Survey Type: MANUAL

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE MULTI-MODAL VEHICLES Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 00:30 00:30 - 01:00 01:00 - 01:30 01:30 - 02:00 02:00 - 02:30 02:30 - 03:00 03:00 - 03:30 03:30 - 04:00 04:00 - 04:30 04:30 - 05:00 05:00 - 05:30 05:30 - 06:00 06:00 - 06:30 06:30 - 07:00 07:00 - 07:30 15 4370 0.276 15 4370 0.032 15 4370 0.308 07:30 - 08:00 15 4370 0.630 15 4370 0.084 15 4370 0.714 08:00 - 08:30 15 4370 0.996 15 4370 0.119 15 4370 1.115 08:30 - 09:00 15 4370 1.071 15 4370 0.125 15 4370 1.196 09:00 - 09:30 15 4370 0.761 15 4370 0.149 15 4370 0.910 09:30 - 10:00 15 4370 0.429 15 4370 0.185 15 4370 0.614 10:00 - 10:30 15 4370 0.247 15 4370 0.139 15 4370 0.386 10:30 - 11:00 15 4370 0.162 15 4370 0.156 15 4370 0.318 11:00 - 11:30 15 4370 0.157 15 4370 0.153 15 4370 0.310 11:30 - 12:00 15 4370 0.156 15 4370 0.165 15 4370 0.321 12:00 - 12:30 15 4370 0.185 15 4370 0.270 15 4370 0.455 12:30 - 13:00 15 4370 0.270 15 4370 0.301 15 4370 0.571 13:00 - 13:30 15 4370 0.288 15 4370 0.226 15 4370 0.514 13:30 - 14:00 15 4370 0.288 15 4370 0.175 15 4370 0.463 14:00 - 14:30 15 4370 0.198 15 4370 0.177 15 4370 0.375 14:30 - 15:00 15 4370 0.165 15 4370 0.256 15 4370 0.421 15:00 - 15:30 15 4370 0.133 15 4370 0.290 15 4370 0.423 15:30 - 16:00 15 4370 0.175 15 4370 0.299 15 4370 0.474 16:00 - 16:30 15 4370 0.143 15 4370 0.563 15 4370 0.706 16:30 - 17:00 15 4370 0.124 15 4370 0.668 15 4370 0.792 17:00 - 17:30 15 4370 0.130 15 4370 1.196 15 4370 1.326 17:30 - 18:00 15 4370 0.061 15 4370 0.783 15 4370 0.844 18:00 - 18:30 15 4370 0.040 15 4370 0.450 15 4370 0.490 18:30 - 19:00 15 4370 0.018 15 4370 0.211 15 4370 0.229 19:00 - 19:30 19:30 - 20:00 20:00 - 20:30 20:30 - 21:00 21:00 - 21:30 21:30 - 22:00 22:00 - 22:30 22:30 - 23:00 23:00 - 23:30 23:30 - 24:00 Total Rates: 7.103 7.172 1 4.275

Parameter summary

Trip rate parameter range selected: 186 - 15975 (units: sqm) Survey date date range: 01/01/08 - 26/11/15 Number of weekdays (Monday-Friday): 15 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 2 Surveys manually removed from selection: 0

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE MULTI-MODAL TAXIS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 00:30 00:30 - 01:00 01:00 - 01:30 01:30 - 02:00 02:00 - 02:30 02:30 - 03:00 03:00 - 03:30 03:30 - 04:00 04:00 - 04:30 04:30 - 05:00 05:00 - 05:30 05:30 - 06:00 06:00 - 06:30 06:30 - 07:00 07:00 - 07:30 15 4370 0.005 15 4370 0.005 15 4370 0.010 07:30 - 08:00 15 4370 0.012 15 4370 0.012 15 4370 0.024 08:00 - 08:30 15 4370 0.008 15 4370 0.008 15 4370 0.016 08:30 - 09:00 15 4370 0.009 15 4370 0.009 15 4370 0.018 09:00 - 09:30 15 4370 0.012 15 4370 0.014 15 4370 0.026 09:30 - 10:00 15 4370 0.020 15 4370 0.017 15 4370 0.037 10:00 - 10:30 15 4370 0.005 15 4370 0.008 15 4370 0.013 10:30 - 11:00 15 4370 0.002 15 4370 0.002 15 4370 0.004 11:00 - 11:30 15 4370 0.009 15 4370 0.009 15 4370 0.018 11:30 - 12:00 15 4370 0.006 15 4370 0.006 15 4370 0.012 12:00 - 12:30 15 4370 0.002 15 4370 0.002 15 4370 0.004 12:30 - 13:00 15 4370 0.000 15 4370 0.000 15 4370 0.000 13:00 - 13:30 15 4370 0.008 15 4370 0.008 15 4370 0.016 13:30 - 14:00 15 4370 0.003 15 4370 0.002 15 4370 0.005 14:00 - 14:30 15 4370 0.005 15 4370 0.005 15 4370 0.010 14:30 - 15:00 15 4370 0.005 15 4370 0.005 15 4370 0.010 15:00 - 15:30 15 4370 0.008 15 4370 0.009 15 4370 0.017 15:30 - 16:00 15 4370 0.009 15 4370 0.006 15 4370 0.015 16:00 - 16:30 15 4370 0.005 15 4370 0.008 15 4370 0.013 16:30 - 17:00 15 4370 0.002 15 4370 0.002 15 4370 0.004 17:00 - 17:30 15 4370 0.009 15 4370 0.008 15 4370 0.017 17:30 - 18:00 15 4370 0.005 15 4370 0.006 15 4370 0.011 18:00 - 18:30 15 4370 0.003 15 4370 0.003 15 4370 0.006 18:30 - 19:00 15 4370 0.002 15 4370 0.002 15 4370 0.004 19:00 - 19:30 19:30 - 20:00 20:00 - 20:30 20:30 - 21:00 21:00 - 21:30 21:30 - 22:00 22:00 - 22:30 22:30 - 23:00 23:00 - 23:30 23:30 - 24:00 Total Rates: 0.154 0.156 0.310

Parameter summary

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE MULTI-MODAL OGVS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 00:30 00:30 - 01:00 01:00 - 01:30 01:30 - 02:00 02:00 - 02:30 02:30 - 03:00 03:00 - 03:30 03:30 - 04:00 04:00 - 04:30 04:30 - 05:00 05:00 - 05:30 05:30 - 06:00 06:00 - 06:30 06:30 - 07:00 07:00 - 07:30 15 4370 0.003 15 4370 0.000 15 4370 0.003 07:30 - 08:00 15 4370 0.003 15 4370 0.003 15 4370 0.006 08:00 - 08:30 15 4370 0.000 15 4370 0.002 15 4370 0.002 08:30 - 09:00 15 4370 0.002 15 4370 0.000 15 4370 0.002 09:00 - 09:30 15 4370 0.005 15 4370 0.005 15 4370 0.010 09:30 - 10:00 15 4370 0.005 15 4370 0.005 15 4370 0.010 10:00 - 10:30 15 4370 0.008 15 4370 0.008 15 4370 0.016 10:30 - 11:00 15 4370 0.002 15 4370 0.000 15 4370 0.002 11:00 - 11:30 15 4370 0.011 15 4370 0.008 15 4370 0.019 11:30 - 12:00 15 4370 0.006 15 4370 0.012 15 4370 0.018 12:00 - 12:30 15 4370 0.002 15 4370 0.002 15 4370 0.004 12:30 - 13:00 15 4370 0.003 15 4370 0.003 15 4370 0.006 13:00 - 13:30 15 4370 0.002 15 4370 0.003 15 4370 0.005 13:30 - 14:00 15 4370 0.003 15 4370 0.003 15 4370 0.006 14:00 - 14:30 15 4370 0.003 15 4370 0.002 15 4370 0.005 14:30 - 15:00 15 4370 0.000 15 4370 0.000 15 4370 0.000 15:00 - 15:30 15 4370 0.003 15 4370 0.005 15 4370 0.008 15:30 - 16:00 15 4370 0.005 15 4370 0.003 15 4370 0.008 16:00 - 16:30 15 4370 0.006 15 4370 0.005 15 4370 0.011 16:30 - 17:00 15 4370 0.003 15 4370 0.003 15 4370 0.006 17:00 - 17:30 15 4370 0.000 15 4370 0.003 15 4370 0.003 17:30 - 18:00 15 4370 0.000 15 4370 0.000 15 4370 0.000 18:00 - 18:30 15 4370 0.002 15 4370 0.000 15 4370 0.002 18:30 - 19:00 15 4370 0.000 15 4370 0.000 15 4370 0.000 19:00 - 19:30 19:30 - 20:00 20:00 - 20:30 20:30 - 21:00 21:00 - 21:30 21:30 - 22:00 22:00 - 22:30 22:30 - 23:00 23:00 - 23:30 23:30 - 24:00 Total Rates: 0.077 0.075 0.152

Parameter summary

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE MULTI-MODAL PSVS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 00:30 00:30 - 01:00 01:00 - 01:30 01:30 - 02:00 02:00 - 02:30 02:30 - 03:00 03:00 - 03:30 03:30 - 04:00 04:00 - 04:30 04:30 - 05:00 05:00 - 05:30 05:30 - 06:00 06:00 - 06:30 06:30 - 07:00 07:00 - 07:30 15 4370 0.002 15 4370 0.002 15 4370 0.004 07:30 - 08:00 15 4370 0.002 15 4370 0.002 15 4370 0.004 08:00 - 08:30 15 4370 0.003 15 4370 0.002 15 4370 0.005 08:30 - 09:00 15 4370 0.005 15 4370 0.002 15 4370 0.007 09:00 - 09:30 15 4370 0.002 15 4370 0.002 15 4370 0.004 09:30 - 10:00 15 4370 0.002 15 4370 0.002 15 4370 0.004 10:00 - 10:30 15 4370 0.002 15 4370 0.002 15 4370 0.004 10:30 - 11:00 15 4370 0.002 15 4370 0.002 15 4370 0.004 11:00 - 11:30 15 4370 0.002 15 4370 0.002 15 4370 0.004 11:30 - 12:00 15 4370 0.002 15 4370 0.002 15 4370 0.004 12:00 - 12:30 15 4370 0.003 15 4370 0.003 15 4370 0.006 12:30 - 13:00 15 4370 0.003 15 4370 0.003 15 4370 0.006 13:00 - 13:30 15 4370 0.002 15 4370 0.002 15 4370 0.004 13:30 - 14:00 15 4370 0.003 15 4370 0.003 15 4370 0.006 14:00 - 14:30 15 4370 0.002 15 4370 0.002 15 4370 0.004 14:30 - 15:00 15 4370 0.002 15 4370 0.002 15 4370 0.004 15:00 - 15:30 15 4370 0.002 15 4370 0.002 15 4370 0.004 15:30 - 16:00 15 4370 0.002 15 4370 0.002 15 4370 0.004 16:00 - 16:30 15 4370 0.002 15 4370 0.002 15 4370 0.004 16:30 - 17:00 15 4370 0.002 15 4370 0.002 15 4370 0.004 17:00 - 17:30 15 4370 0.000 15 4370 0.002 15 4370 0.002 17:30 - 18:00 15 4370 0.002 15 4370 0.002 15 4370 0.004 18:00 - 18:30 15 4370 0.000 15 4370 0.002 15 4370 0.002 18:30 - 19:00 15 4370 0.002 15 4370 0.002 15 4370 0.004 19:00 - 19:30 19:30 - 20:00 20:00 - 20:30 20:30 - 21:00 21:00 - 21:30 21:30 - 22:00 22:00 - 22:30 22:30 - 23:00 23:00 - 23:30 23:30 - 24:00 Total Rates: 0.051 0.051 0.102

Parameter summary

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE MULTI-MODAL CYCLISTS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 00:30 00:30 - 01:00 01:00 - 01:30 01:30 - 02:00 02:00 - 02:30 02:30 - 03:00 03:00 - 03:30 03:30 - 04:00 04:00 - 04:30 04:30 - 05:00 05:00 - 05:30 05:30 - 06:00 06:00 - 06:30 06:30 - 07:00 07:00 - 07:30 15 4370 0.005 15 4370 0.002 15 4370 0.007 07:30 - 08:00 15 4370 0.018 15 4370 0.003 15 4370 0.021 08:00 - 08:30 15 4370 0.035 15 4370 0.000 15 4370 0.035 08:30 - 09:00 15 4370 0.032 15 4370 0.000 15 4370 0.032 09:00 - 09:30 15 4370 0.006 15 4370 0.000 15 4370 0.006 09:30 - 10:00 15 4370 0.005 15 4370 0.000 15 4370 0.005 10:00 - 10:30 15 4370 0.000 15 4370 0.002 15 4370 0.002 10:30 - 11:00 15 4370 0.002 15 4370 0.000 15 4370 0.002 11:00 - 11:30 15 4370 0.002 15 4370 0.000 15 4370 0.002 11:30 - 12:00 15 4370 0.002 15 4370 0.000 15 4370 0.002 12:00 - 12:30 15 4370 0.000 15 4370 0.000 15 4370 0.000 12:30 - 13:00 15 4370 0.000 15 4370 0.002 15 4370 0.002 13:00 - 13:30 15 4370 0.002 15 4370 0.002 15 4370 0.004 13:30 - 14:00 15 4370 0.003 15 4370 0.005 15 4370 0.008 14:00 - 14:30 15 4370 0.002 15 4370 0.002 15 4370 0.004 14:30 - 15:00 15 4370 0.000 15 4370 0.000 15 4370 0.000 15:00 - 15:30 15 4370 0.000 15 4370 0.005 15 4370 0.005 15:30 - 16:00 15 4370 0.002 15 4370 0.003 15 4370 0.005 16:00 - 16:30 15 4370 0.005 15 4370 0.006 15 4370 0.011 16:30 - 17:00 15 4370 0.000 15 4370 0.011 15 4370 0.011 17:00 - 17:30 15 4370 0.000 15 4370 0.026 15 4370 0.026 17:30 - 18:00 15 4370 0.000 15 4370 0.029 15 4370 0.029 18:00 - 18:30 15 4370 0.000 15 4370 0.011 15 4370 0.011 18:30 - 19:00 15 4370 0.000 15 4370 0.003 15 4370 0.003 19:00 - 19:30 19:30 - 20:00 20:00 - 20:30 20:30 - 21:00 21:00 - 21:30 21:30 - 22:00 22:00 - 22:30 22:30 - 23:00 23:00 - 23:30 23:30 - 24:00 Total Rates: 0.121 0.112 0.233

Parameter summary

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE MULTI-MODAL VEHICLE OCCUPANTS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 00:30 00:30 - 01:00 01:00 - 01:30 01:30 - 02:00 02:00 - 02:30 02:30 - 03:00 03:00 - 03:30 03:30 - 04:00 04:00 - 04:30 04:30 - 05:00 05:00 - 05:30 05:30 - 06:00 06:00 - 06:30 06:30 - 07:00 07:00 - 07:30 15 4370 0.305 15 4370 0.024 15 4370 0.329 07:30 - 08:00 15 4370 0.693 15 4370 0.066 15 4370 0.759 08:00 - 08:30 15 4370 1.080 15 4370 0.084 15 4370 1.164 08:30 - 09:00 15 4370 1.167 15 4370 0.104 15 4370 1.271 09:00 - 09:30 15 4370 0.812 15 4370 0.160 15 4370 0.972 09:30 - 10:00 15 4370 0.455 15 4370 0.198 15 4370 0.653 10:00 - 10:30 15 4370 0.275 15 4370 0.149 15 4370 0.424 10:30 - 11:00 15 4370 0.177 15 4370 0.168 15 4370 0.345 11:00 - 11:30 15 4370 0.174 15 4370 0.166 15 4370 0.340 11:30 - 12:00 15 4370 0.178 15 4370 0.197 15 4370 0.375 12:00 - 12:30 15 4370 0.191 15 4370 0.299 15 4370 0.490 12:30 - 13:00 15 4370 0.313 15 4370 0.334 15 4370 0.647 13:00 - 13:30 15 4370 0.330 15 4370 0.262 15 4370 0.592 13:30 - 14:00 15 4370 0.340 15 4370 0.191 15 4370 0.531 14:00 - 14:30 15 4370 0.241 15 4370 0.207 15 4370 0.448 14:30 - 15:00 15 4370 0.180 15 4370 0.270 15 4370 0.450 15:00 - 15:30 15 4370 0.128 15 4370 0.328 15 4370 0.456 15:30 - 16:00 15 4370 0.172 15 4370 0.316 15 4370 0.488 16:00 - 16:30 15 4370 0.156 15 4370 0.616 15 4370 0.772 16:30 - 17:00 15 4370 0.130 15 4370 0.712 15 4370 0.842 17:00 - 17:30 15 4370 0.108 15 4370 1.335 15 4370 1.443 17:30 - 18:00 15 4370 0.053 15 4370 0.853 15 4370 0.906 18:00 - 18:30 15 4370 0.040 15 4370 0.494 15 4370 0.534 18:30 - 19:00 15 4370 0.017 15 4370 0.227 15 4370 0.244 19:00 - 19:30 19:30 - 20:00 20:00 - 20:30 20:30 - 21:00 21:00 - 21:30 21:30 - 22:00 22:00 - 22:30 22:30 - 23:00 23:00 - 23:30 23:30 - 24:00 Total Rates: 7.715 7.760 1 5.475

Parameter summary

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE MULTI-MODAL PEDESTRIANS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 00:30 00:30 - 01:00 01:00 - 01:30 01:30 - 02:00 02:00 - 02:30 02:30 - 03:00 03:00 - 03:30 03:30 - 04:00 04:00 - 04:30 04:30 - 05:00 05:00 - 05:30 05:30 - 06:00 06:00 - 06:30 06:30 - 07:00 07:00 - 07:30 15 4370 0.011 15 4370 0.000 15 4370 0.011 07:30 - 08:00 15 4370 0.040 15 4370 0.002 15 4370 0.042 08:00 - 08:30 15 4370 0.093 15 4370 0.003 15 4370 0.096 08:30 - 09:00 15 4370 0.110 15 4370 0.017 15 4370 0.127 09:00 - 09:30 15 4370 0.075 15 4370 0.027 15 4370 0.102 09:30 - 10:00 15 4370 0.050 15 4370 0.027 15 4370 0.077 10:00 - 10:30 15 4370 0.047 15 4370 0.037 15 4370 0.084 10:30 - 11:00 15 4370 0.029 15 4370 0.075 15 4370 0.104 11:00 - 11:30 15 4370 0.041 15 4370 0.050 15 4370 0.091 11:30 - 12:00 15 4370 0.038 15 4370 0.076 15 4370 0.114 12:00 - 12:30 15 4370 0.113 15 4370 0.214 15 4370 0.327 12:30 - 13:00 15 4370 0.244 15 4370 0.221 15 4370 0.465 13:00 - 13:30 15 4370 0.177 15 4370 0.145 15 4370 0.322 13:30 - 14:00 15 4370 0.200 15 4370 0.104 15 4370 0.304 14:00 - 14:30 15 4370 0.130 15 4370 0.059 15 4370 0.189 14:30 - 15:00 15 4370 0.053 15 4370 0.049 15 4370 0.102 15:00 - 15:30 15 4370 0.031 15 4370 0.043 15 4370 0.074 15:30 - 16:00 15 4370 0.034 15 4370 0.043 15 4370 0.077 16:00 - 16:30 15 4370 0.014 15 4370 0.072 15 4370 0.086 16:30 - 17:00 15 4370 0.029 15 4370 0.061 15 4370 0.090 17:00 - 17:30 15 4370 0.011 15 4370 0.105 15 4370 0.116 17:30 - 18:00 15 4370 0.008 15 4370 0.050 15 4370 0.058 18:00 - 18:30 15 4370 0.005 15 4370 0.029 15 4370 0.034 18:30 - 19:00 15 4370 0.005 15 4370 0.005 15 4370 0.010 19:00 - 19:30 19:30 - 20:00 20:00 - 20:30 20:30 - 21:00 21:00 - 21:30 21:30 - 22:00 22:00 - 22:30 22:30 - 23:00 23:00 - 23:30 23:30 - 24:00 Total Rates: 1.588 1.514 3.102

Parameter summary

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE MULTI-MODAL BUS/TRAM PASSENGERS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 00:30 00:30 - 01:00 01:00 - 01:30 01:30 - 02:00 02:00 - 02:30 02:30 - 03:00 03:00 - 03:30 03:30 - 04:00 04:00 - 04:30 04:30 - 05:00 05:00 - 05:30 05:30 - 06:00 06:00 - 06:30 06:30 - 07:00 07:00 - 07:30 15 4370 0.009 15 4370 0.000 15 4370 0.009 07:30 - 08:00 15 4370 0.014 15 4370 0.000 15 4370 0.014 08:00 - 08:30 15 4370 0.061 15 4370 0.000 15 4370 0.061 08:30 - 09:00 15 4370 0.066 15 4370 0.000 15 4370 0.066 09:00 - 09:30 15 4370 0.031 15 4370 0.000 15 4370 0.031 09:30 - 10:00 15 4370 0.017 15 4370 0.000 15 4370 0.017 10:00 - 10:30 15 4370 0.008 15 4370 0.000 15 4370 0.008 10:30 - 11:00 15 4370 0.008 15 4370 0.000 15 4370 0.008 11:00 - 11:30 15 4370 0.003 15 4370 0.002 15 4370 0.005 11:30 - 12:00 15 4370 0.000 15 4370 0.000 15 4370 0.000 12:00 - 12:30 15 4370 0.006 15 4370 0.003 15 4370 0.009 12:30 - 13:00 15 4370 0.000 15 4370 0.005 15 4370 0.005 13:00 - 13:30 15 4370 0.000 15 4370 0.006 15 4370 0.006 13:30 - 14:00 15 4370 0.005 15 4370 0.005 15 4370 0.010 14:00 - 14:30 15 4370 0.002 15 4370 0.015 15 4370 0.017 14:30 - 15:00 15 4370 0.000 15 4370 0.006 15 4370 0.006 15:00 - 15:30 15 4370 0.000 15 4370 0.003 15 4370 0.003 15:30 - 16:00 15 4370 0.003 15 4370 0.003 15 4370 0.006 16:00 - 16:30 15 4370 0.000 15 4370 0.017 15 4370 0.017 16:30 - 17:00 15 4370 0.002 15 4370 0.050 15 4370 0.052 17:00 - 17:30 15 4370 0.000 15 4370 0.059 15 4370 0.059 17:30 - 18:00 15 4370 0.000 15 4370 0.076 15 4370 0.076 18:00 - 18:30 15 4370 0.000 15 4370 0.029 15 4370 0.029 18:30 - 19:00 15 4370 0.000 15 4370 0.003 15 4370 0.003 19:00 - 19:30 19:30 - 20:00 20:00 - 20:30 20:30 - 21:00 21:00 - 21:30 21:30 - 22:00 22:00 - 22:30 22:30 - 23:00 23:00 - 23:30 23:30 - 24:00 Total Rates: 0.235 0.282 0.517

Parameter summary

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE MULTI-MODAL TOTAL RAIL PASSENGERS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 00:30 00:30 - 01:00 01:00 - 01:30 01:30 - 02:00 02:00 - 02:30 02:30 - 03:00 03:00 - 03:30 03:30 - 04:00 04:00 - 04:30 04:30 - 05:00 05:00 - 05:30 05:30 - 06:00 06:00 - 06:30 06:30 - 07:00 07:00 - 07:30 15 4370 0.005 15 4370 0.000 15 4370 0.005 07:30 - 08:00 15 4370 0.003 15 4370 0.000 15 4370 0.003 08:00 - 08:30 15 4370 0.015 15 4370 0.000 15 4370 0.015 08:30 - 09:00 15 4370 0.023 15 4370 0.000 15 4370 0.023 09:00 - 09:30 15 4370 0.021 15 4370 0.002 15 4370 0.023 09:30 - 10:00 15 4370 0.006 15 4370 0.000 15 4370 0.006 10:00 - 10:30 15 4370 0.000 15 4370 0.003 15 4370 0.003 10:30 - 11:00 15 4370 0.000 15 4370 0.000 15 4370 0.000 11:00 - 11:30 15 4370 0.000 15 4370 0.005 15 4370 0.005 11:30 - 12:00 15 4370 0.002 15 4370 0.000 15 4370 0.002 12:00 - 12:30 15 4370 0.003 15 4370 0.002 15 4370 0.005 12:30 - 13:00 15 4370 0.002 15 4370 0.000 15 4370 0.002 13:00 - 13:30 15 4370 0.003 15 4370 0.000 15 4370 0.003 13:30 - 14:00 15 4370 0.003 15 4370 0.000 15 4370 0.003 14:00 - 14:30 15 4370 0.000 15 4370 0.000 15 4370 0.000 14:30 - 15:00 15 4370 0.000 15 4370 0.003 15 4370 0.003 15:00 - 15:30 15 4370 0.002 15 4370 0.005 15 4370 0.007 15:30 - 16:00 15 4370 0.000 15 4370 0.008 15 4370 0.008 16:00 - 16:30 15 4370 0.000 15 4370 0.011 15 4370 0.011 16:30 - 17:00 15 4370 0.000 15 4370 0.018 15 4370 0.018 17:00 - 17:30 15 4370 0.000 15 4370 0.012 15 4370 0.012 17:30 - 18:00 15 4370 0.000 15 4370 0.014 15 4370 0.014 18:00 - 18:30 15 4370 0.002 15 4370 0.012 15 4370 0.014 18:30 - 19:00 15 4370 0.000 15 4370 0.000 15 4370 0.000 19:00 - 19:30 19:30 - 20:00 20:00 - 20:30 20:30 - 21:00 21:00 - 21:30 21:30 - 22:00 22:00 - 22:30 22:30 - 23:00 23:00 - 23:30 23:30 - 24:00 Total Rates: 0.090 0.095 0.185

Parameter summary

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE MULTI-MODAL COACH PASSENGERS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 00:30 00:30 - 01:00 01:00 - 01:30 01:30 - 02:00 02:00 - 02:30 02:30 - 03:00 03:00 - 03:30 03:30 - 04:00 04:00 - 04:30 04:30 - 05:00 05:00 - 05:30 05:30 - 06:00 06:00 - 06:30 06:30 - 07:00 07:00 - 07:30 15 4370 0.000 15 4370 0.000 15 4370 0.000 07:30 - 08:00 15 4370 0.000 15 4370 0.000 15 4370 0.000 08:00 - 08:30 15 4370 0.000 15 4370 0.000 15 4370 0.000 08:30 - 09:00 15 4370 0.000 15 4370 0.000 15 4370 0.000 09:00 - 09:30 15 4370 0.000 15 4370 0.000 15 4370 0.000 09:30 - 10:00 15 4370 0.000 15 4370 0.000 15 4370 0.000 10:00 - 10:30 15 4370 0.000 15 4370 0.000 15 4370 0.000 10:30 - 11:00 15 4370 0.000 15 4370 0.000 15 4370 0.000 11:00 - 11:30 15 4370 0.000 15 4370 0.000 15 4370 0.000 11:30 - 12:00 15 4370 0.000 15 4370 0.000 15 4370 0.000 12:00 - 12:30 15 4370 0.000 15 4370 0.006 15 4370 0.006 12:30 - 13:00 15 4370 0.005 15 4370 0.000 15 4370 0.005 13:00 - 13:30 15 4370 0.000 15 4370 0.000 15 4370 0.000 13:30 - 14:00 15 4370 0.003 15 4370 0.003 15 4370 0.006 14:00 - 14:30 15 4370 0.000 15 4370 0.000 15 4370 0.000 14:30 - 15:00 15 4370 0.000 15 4370 0.000 15 4370 0.000 15:00 - 15:30 15 4370 0.000 15 4370 0.000 15 4370 0.000 15:30 - 16:00 15 4370 0.000 15 4370 0.000 15 4370 0.000 16:00 - 16:30 15 4370 0.000 15 4370 0.000 15 4370 0.000 16:30 - 17:00 15 4370 0.000 15 4370 0.000 15 4370 0.000 17:00 - 17:30 15 4370 0.000 15 4370 0.000 15 4370 0.000 17:30 - 18:00 15 4370 0.000 15 4370 0.000 15 4370 0.000 18:00 - 18:30 15 4370 0.000 15 4370 0.000 15 4370 0.000 18:30 - 19:00 15 4370 0.000 15 4370 0.000 15 4370 0.000 19:00 - 19:30 19:30 - 20:00 20:00 - 20:30 20:30 - 21:00 21:00 - 21:30 21:30 - 22:00 22:00 - 22:30 22:30 - 23:00 23:00 - 23:30 23:30 - 24:00 Total Rates: 0.008 0.009 0.017

Parameter summary

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE MULTI-MODAL PUBLIC TRANSPORT USERS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 00:30 00:30 - 01:00 01:00 - 01:30 01:30 - 02:00 02:00 - 02:30 02:30 - 03:00 03:00 - 03:30 03:30 - 04:00 04:00 - 04:30 04:30 - 05:00 05:00 - 05:30 05:30 - 06:00 06:00 - 06:30 06:30 - 07:00 07:00 - 07:30 15 4370 0.014 15 4370 0.000 15 4370 0.014 07:30 - 08:00 15 4370 0.017 15 4370 0.000 15 4370 0.017 08:00 - 08:30 15 4370 0.076 15 4370 0.000 15 4370 0.076 08:30 - 09:00 15 4370 0.088 15 4370 0.000 15 4370 0.088 09:00 - 09:30 15 4370 0.052 15 4370 0.002 15 4370 0.054 09:30 - 10:00 15 4370 0.023 15 4370 0.000 15 4370 0.023 10:00 - 10:30 15 4370 0.008 15 4370 0.003 15 4370 0.011 10:30 - 11:00 15 4370 0.008 15 4370 0.000 15 4370 0.008 11:00 - 11:30 15 4370 0.003 15 4370 0.006 15 4370 0.009 11:30 - 12:00 15 4370 0.002 15 4370 0.000 15 4370 0.002 12:00 - 12:30 15 4370 0.009 15 4370 0.011 15 4370 0.020 12:30 - 13:00 15 4370 0.006 15 4370 0.005 15 4370 0.011 13:00 - 13:30 15 4370 0.003 15 4370 0.006 15 4370 0.009 13:30 - 14:00 15 4370 0.011 15 4370 0.008 15 4370 0.019 14:00 - 14:30 15 4370 0.002 15 4370 0.015 15 4370 0.017 14:30 - 15:00 15 4370 0.000 15 4370 0.009 15 4370 0.009 15:00 - 15:30 15 4370 0.002 15 4370 0.008 15 4370 0.010 15:30 - 16:00 15 4370 0.003 15 4370 0.011 15 4370 0.014 16:00 - 16:30 15 4370 0.000 15 4370 0.027 15 4370 0.027 16:30 - 17:00 15 4370 0.002 15 4370 0.069 15 4370 0.071 17:00 - 17:30 15 4370 0.000 15 4370 0.072 15 4370 0.072 17:30 - 18:00 15 4370 0.000 15 4370 0.090 15 4370 0.090 18:00 - 18:30 15 4370 0.002 15 4370 0.041 15 4370 0.043 18:30 - 19:00 15 4370 0.000 15 4370 0.003 15 4370 0.003 19:00 - 19:30 19:30 - 20:00 20:00 - 20:30 20:30 - 21:00 21:00 - 21:30 21:30 - 22:00 22:00 - 22:30 22:30 - 23:00 23:00 - 23:30 23:30 - 24:00 Total Rates: 0.331 0.386 0.717

Parameter summary

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE MULTI-MODAL TOTAL PEOPLE Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 00:30 00:30 - 01:00 01:00 - 01:30 01:30 - 02:00 02:00 - 02:30 02:30 - 03:00 03:00 - 03:30 03:30 - 04:00 04:00 - 04:30 04:30 - 05:00 05:00 - 05:30 05:30 - 06:00 06:00 - 06:30 06:30 - 07:00 07:00 - 07:30 15 4370 0.334 15 4370 0.026 15 4370 0.360 07:30 - 08:00 15 4370 0.767 15 4370 0.070 15 4370 0.837 08:00 - 08:30 15 4370 1.284 15 4370 0.087 15 4370 1.371 08:30 - 09:00 15 4370 1.397 15 4370 0.121 15 4370 1.518 09:00 - 09:30 15 4370 0.944 15 4370 0.189 15 4370 1.133 09:30 - 10:00 15 4370 0.532 15 4370 0.226 15 4370 0.758 10:00 - 10:30 15 4370 0.330 15 4370 0.191 15 4370 0.521 10:30 - 11:00 15 4370 0.215 15 4370 0.243 15 4370 0.458 11:00 - 11:30 15 4370 0.220 15 4370 0.223 15 4370 0.443 11:30 - 12:00 15 4370 0.220 15 4370 0.273 15 4370 0.493 12:00 - 12:30 15 4370 0.313 15 4370 0.523 15 4370 0.836 12:30 - 13:00 15 4370 0.563 15 4370 0.561 15 4370 1.124 13:00 - 13:30 15 4370 0.511 15 4370 0.415 15 4370 0.926 13:30 - 14:00 15 4370 0.554 15 4370 0.307 15 4370 0.861 14:00 - 14:30 15 4370 0.374 15 4370 0.284 15 4370 0.658 14:30 - 15:00 15 4370 0.233 15 4370 0.328 15 4370 0.561 15:00 - 15:30 15 4370 0.160 15 4370 0.383 15 4370 0.543 15:30 - 16:00 15 4370 0.211 15 4370 0.372 15 4370 0.583 16:00 - 16:30 15 4370 0.174 15 4370 0.722 15 4370 0.896 16:30 - 17:00 15 4370 0.160 15 4370 0.853 15 4370 1.013 17:00 - 17:30 15 4370 0.119 15 4370 1.538 15 4370 1.657 17:30 - 18:00 15 4370 0.061 15 4370 1.022 15 4370 1.083 18:00 - 18:30 15 4370 0.046 15 4370 0.575 15 4370 0.621 18:30 - 19:00 15 4370 0.021 15 4370 0.238 15 4370 0.259 19:00 - 19:30 19:30 - 20:00 20:00 - 20:30 20:30 - 21:00 21:00 - 21:30 21:30 - 22:00 22:00 - 22:30 22:30 - 23:00 23:00 - 23:30 23:30 - 24:00 Total Rates: 9.743 9.770 1 9.513

Parameter summary

Appendix H

GRAVITY MODEL

Number of Residents Route E - Ox Route F - Cattal Moor Place of Work %age Route A - A59 (East) Route B - A1(M) (North) Route C - A59 (West) Route D - A1(M) (South) Total working in MSOA Moor Lane (West) Lane (South) E02002331 : Leeds 002 224 11% 2% 9% E02006875 : Leeds 111 125 6% 6% E02005775 : Harrogate 015 89 4% 4% E02002784 : York 013 80 4% 4% E02005773 : Harrogate 013 66 3% 3% E02005772 : Harrogate 012 61 3% 3% E02002782 : York 011 60 3% 2% 1% E02005765 : Harrogate 005 59 3% 3% E02005777 : Harrogate 017 59 3% 3% E02005763 : Harrogate 003 48 2% 2% E02005780 : Harrogate 020 47 2% 2% E02005769 : Harrogate 009 45 2% 2% E02002777 : York 006 43 2% 2% E02005779 : Harrogate 019 41 2% 2% E02005759 : Hambleton 010 26 1% 1% E02002334 : Leeds 005 26 1% 1% E02005809 : Selby 001 25 1% 1% 0% E02002780 : York 009 24 1% 1% E02005753 : Hambleton 004 19 1% 1% E02005778 : Harrogate 018 19 1% 1% E02005760 : Hambleton 011 18 1% 1% E02005762 : Harrogate 002 18 1% 1% E02005767 : Harrogate 007 18 1% 0% 0% E02005774 : Harrogate 014 18 1% 1% E02002788 : York 017 17 1% 1% E02005781 : Harrogate 021 17 1% 1% E02002794 : York 023 16 1% 1% E02005764 : Harrogate 004 16 1% 1% E02002392 : Leeds 063 16 1% 1% E02002787 : York 016 15 1% 1% E02002776 : York 005 14 1% 1% E02002781 : York 010 14 1% 1% E02005766 : Harrogate 006 13 1% 1% E02002790 : York 019 12 1% 1% E02002793 : York 022 12 1% 1% E02006876 : Leeds 112 12 1% 1% E02002384 : Leeds 055 11 1% 1% E02002416 : Leeds 087 11 1% 1% E02005758 : Hambleton 009 10 1% 1% E02005768 : Harrogate 008 10 1% 1% E02005812 : Selby 004 10 1% 1% E02002404 : Leeds 075 10 1% 1% E02002411 : Leeds 082 10 1% 1% E02002420 : Leeds 091 10 1% 1% E02002791 : York 020 9 0% 0% E02005757 : Hambleton 008 9 0% 0% E02005813 : Selby 005 9 0% 0% E02002221 : Bradford 039 9 0% 0% E02002356 : Leeds 027 9 0% 0% E02002359 : Leeds 030 9 0% 0% E02002414 : Leeds 085 9 0% 0% E02002450 : Wakefield 013 9 0% 0% E02002792 : York 021 8 0% 0% E02005810 : Selby 002 8 0% 0% 0% E02002330 : Leeds 001 8 0% 0% E02002335 : Leeds 006 8 0% 0% E02002351 : Leeds 022 8 0% 0% E02002402 : Leeds 073 8 0% 0% E02002451 : Wakefield 014 8 0% 0% E02002778 : York 007 7 0% 0% E02005785 : Richmondshire 004 7 0% 0% E02005794 : Ryedale 007 7 0% 0% E02002393 : Leeds 064 7 0% 0% E02002789 : York 018 6 0% 0% E02005770 : Harrogate 010 6 0% 0% E02002228 : Bradford 046 6 0% 0% 0% E02002363 : Leeds 034 6 0% 0% E02002452 : Wakefield 015 6 0% 0% E02002559 : Darlington 001 5 0% 0% E02002783 : York 012 5 0% 0% E02005756 : Hambleton 007 5 0% 0% E02005761 : Harrogate 001 5 0% 0% E02005771 : Harrogate 011 5 0% 0% E02002239 : Bradford 057 5 0% 0% E02002336 : Leeds 007 5 0% 0% E02002371 : Leeds 042 5 0% 0% E02002379 : Leeds 050 5 0% 0% E02002390 : Leeds 061 5 0% 0% E02002424 : Leeds 095 5 0% 0% E02006861 : Leeds 110 5 0% 0% E02002439 : Wakefield 002 5 0% 0% E02002454 : Wakefield 017 5 0% 0% E02002456 : Wakefield 019 5 0% 0% E02002774 : York 003 4 0% 0% E02002779 : York 008 4 0% 0% E02002795 : York 024 4 0% 0% E02005811 : Selby 003 4 0% 0% E02002226 : Bradford 044 4 0% 0% 0% E02002235 : Bradford 053 4 0% 0% 0% E02002265 : Calderdale 022 4 0% 0% E02002272 : Kirklees 002 4 0% 0% E02002345 : Leeds 016 4 0% 0% E02002348 : Leeds 019 4 0% 0% E02002358 : Leeds 029 4 0% 0% E02002366 : Leeds 037 4 0% 0% E02002400 : Leeds 071 4 0% 0% E02002403 : Leeds 074 4 0% 0% E02002419 : Leeds 090 4 0% 0% E02002442 : Wakefield 005 4 0% 0% E02002465 : Wakefield 028 4 0% 0% E02002548 : Stockton-on-Tees 014 3 0% 0% E02006841 : Gateshead 027 3 0% 0% E02002687 : East Riding of Yorkshire 004 3 0% 0% E02002692 : East Riding of Yorkshire 009 3 0% 0% E02002696 : East Riding of Yorkshire 013 3 0% 0% E02006892 : East Riding of Yorkshire 045 3 0% 0% E02002680 : Kingston upon Hull 029 3 0% 0% E02002772 : York 001 3 0% 0% E02002785 : York 014 3 0% 0% E02005746 : Craven 005 3 0% 0% E02005818 : Selby 010 3 0% 0% E02001579 : Rotherham 002 3 0% 0% E02002184 : Bradford 002 3 0% 0% E02002230 : Bradford 048 3 0% 0% E02002268 : Calderdale 025 3 0% 0% E02002299 : Kirklees 029 3 0% 0% E02002333 : Leeds 004 3 0% 0% E02002399 : Leeds 070 3 0% 0% E02002406 : Leeds 077 3 0% 0% E02002417 : Leeds 088 3 0% 0% E02002431 : Leeds 102 3 0% 0% E02002447 : Wakefield 010 3 0% 0% E02002473 : Wakefield 036 3 0% 0% E02004920 : North Hertfordshire 012 3 0% 0% E02002496 : Middlesbrough 001 2 0% 0% E02003965 : Allerdale 001 2 0% 0% E02001146 : Rochdale 015 2 0% 0% E02002691 : East Riding of Yorkshire 008 2 0% 0% E02002701 : East Riding of Yorkshire 018 2 0% 0% E02002707 : East Riding of Yorkshire 024 2 0% 0% E02002773 : York 002 2 0% 0% E02005747 : Craven 006 2 0% 0% E02005754 : Hambleton 005 2 0% 0% E02005755 : Hambleton 006 2 0% 0% E02005816 : Selby 008 2 0% 0% E02001513 : Barnsley 005 2 0% 0% E02001552 : Doncaster 014 2 0% 0% E02001553 : Doncaster 015 2 0% 0% E02001566 : Doncaster 028 2 0% 0% E02002186 : Bradford 004 2 0% 0% E02002201 : Bradford 019 2 0% 0% E02002338 : Leeds 009 2 0% 0% E02002343 : Leeds 014 2 0% 0% E02002344 : Leeds 015 2 0% 0% E02002352 : Leeds 023 2 0% 0% E02002353 : Leeds 024 2 0% 0% E02002367 : Leeds 038 2 0% 0% E02002373 : Leeds 044 2 0% 0% E02002391 : Leeds 062 2 0% 0% E02002398 : Leeds 069 2 0% 0% E02002409 : Leeds 080 2 0% 0% E02002410 : Leeds 081 2 0% 0% E02002412 : Leeds 083 2 0% 0% E02002422 : Leeds 093 2 0% 0% E02002425 : Leeds 096 2 0% 0% E02002429 : Leeds 100 2 0% 0% E02002432 : Leeds 103 2 0% 0% E02002461 : Wakefield 024 2 0% 0% E02005848 : Bassetlaw 014 2 0% 0% E02006129 : Cannock Chase 012 2 0% 0% E02001839 : Birmingham 013 2 0% 0% E02000970 : Westminster 011 2 0% 0% E02003458 : Wokingham 020 2 0% 0% E02006578 : Crawley 004 2 0% 0% Total 1995 100% 22% 11% 30% 26% 10% 2% 100%

Maltkiln Village, Harrogate Appendix H Gravity Model

Appendix I

RESULTANT TRAFFIC

DISTRIBUTION

A1(M) North

11% 30% 30% 11%

67% 67%

A59 A59 A59

11% 11% 30% 30% 67% 22% 22% 22% 26% 26% 67% 22%

26%

88%

A1(M) 88% South

Site Access

12% 88% 88%

12% 12% 12%

Cattal Steet

10% 10%

Ox Moor Lane

10% 10%

2% 2% 2%

Cattal Moor Lane

Maltkiln Village, Harrogate Appendix I Distribution

Appendix J

DEVELOPMENT TRIPS - WIDER

NETWORK

A1(M)

145 398 198 82

884 436

A59 A59 A59

188 114 515 287 1144 375 153 289 441 233 634 218

157

341

1168 A1(M) 536 South

Site Access

73 1512 798 159 206 109

Cattal Steet

128 59

Ox Moor Lane

165 87

10 28 15

Cattal Moor Key

Into Out

AM PM AM PM

Maltkiln Village, Harrogate Appendix J Development Trips - Wider Network

Appendix K

DEVELOPMENT TRIPS - WIDER

NETWORK (20% REDUCTION)

A1(M)

118 325 170 71

722 374

A59 A59 A59

153 98 421 242 935 306 133 236 360 195 535 185

133

278

954 A1(M) 454 South

Site Access

62 1235 667 130 168 91

Cattal Steet

104 50

Ox Moor Lane

135 73

9 23 13

Cattal Moor Key

Into Out

AM PM AM PM

Maltkiln Village, Harrogate Appendix K Development Trips - Wider Network (20% Reduction)

Appendix L

RAW TRAFFIC SURVEY DATA

Site: A59 York Road/Station Road A: A59 York

Day: Monday B: Station Road (South) - From Cattal

Date: 5 March 2018 C: A59 Harrogate

Weather: Fine & Misty AM/Fine & Clear PM D: Station Road (North) - From Whixley

A - B A - C A - D

Time Car LGV OGVI 0GV2 P/C M/C PSV Total Car LGV OGVI 0GV2 P/C M/C PSV Total Car LGV OGVI 0GV2 P/C M/C PSV Total 07:00 5 3 0 0 0 0 0 8 164 20 0 5 0 0 0 189 0 0 0 0 0 0 0 0 07:15 4 0 0 1 0 0 0 5 171 32 1 3 0 1 0 208 0 0 0 0 0 0 0 0 07:30 4 1 0 0 0 0 0 5 159 31 4 5 0 0 0 199 1 0 0 0 0 0 0 1 07:45 6 3 0 0 0 0 0 9 160 17 3 3 0 1 1 185 0 0 0 0 0 0 0 0 08:00 3 2 0 0 0 0 2 7 131 20 3 1 0 1 1 157 2 0 0 0 0 0 1 3 08:15 5 0 0 1 0 0 0 6 126 20 7 3 0 0 0 156 1 0 0 0 0 0 0 1 08:30 1 0 0 0 0 0 0 1 100 17 4 6 0 0 0 127 2 1 0 0 0 0 0 3 08:45 7 0 0 0 0 0 0 7 66 13 5 5 0 0 2 91 0 1 0 0 0 0 0 1 09:00 3 2 0 1 0 0 0 6 74 20 4 4 0 0 1 103 0 0 0 0 0 0 0 0 09:15 5 1 0 0 0 0 0 6 72 17 9 9 0 0 0 107 1 0 0 0 0 0 0 1 09:30 3 1 1 0 0 0 0 5 71 18 4 9 0 0 0 102 0 0 0 0 0 0 0 0 09:45 6 2 0 0 0 0 0 8 64 17 3 5 0 0 1 90 0 0 0 0 0 0 0 0

Total 52 15 1 3 0 0 2 73 1358 242 47 58 0 3 6 1714 7 2 0 0 0 0 1 10

A - B A - C A - D

Time Car LGV OGVI 0GV2 P/C M/C PSV Total Car LGV OGVI 0GV2 P/C M/C PSV Total Car LGV OGVI 0GV2 P/C M/C PSV Total 16:00 4 1 0 0 0 0 0 5 96 26 4 3 0 0 1 130 1 1 0 0 0 0 0 2 16:15 5 1 0 0 0 0 1 7 127 22 3 11 0 0 3 166 2 0 0 0 0 0 0 2 16:30 5 2 1 0 0 0 0 8 116 19 2 7 0 0 0 144 4 0 0 0 0 0 0 4 16:45 4 0 0 0 0 0 0 4 135 30 4 2 0 1 2 174 2 0 0 0 0 0 0 2 17:00 2 2 0 0 0 0 0 4 120 22 0 4 0 0 0 146 5 0 0 0 0 0 0 5 17:15 6 2 0 0 0 0 0 8 124 15 1 6 0 0 1 147 0 0 0 0 0 0 0 0 17:30 4 0 0 0 0 0 0 4 157 15 0 2 0 0 0 174 1 0 0 0 0 0 0 1 17:45 3 1 1 0 0 0 0 5 119 9 4 1 0 0 0 133 2 0 0 0 0 0 0 2 18:00 8 1 0 0 0 1 0 10 134 9 0 3 0 1 1 148 3 0 0 0 0 0 0 3 18:15 1 0 0 0 0 0 0 1 105 6 1 4 0 1 0 117 4 0 0 0 0 0 0 4 18:30 0 0 0 0 0 0 0 0 128 8 0 0 0 0 0 136 2 0 0 0 0 0 0 2 18:45 4 0 0 0 0 0 0 4 71 5 0 1 0 0 1 78 3 0 0 0 0 0 0 3

Total 46 10 2 0 0 1 1 60 1432 186 19 44 0 3 9 1693 29 1 0 0 0 0 0 30

Page 1 of 3 B - A B - C B - D

Time Car LGV OGVI 0GV2 P/C M/C PSV Total Car LGV OGVI 0GV2 P/C M/C PSV Total Car LGV OGVI 0GV2 P/C M/C PSV Total 07:00 1 0 0 0 0 0 0 1 1 0 0 0 0 0 2 3 4 1 0 0 0 0 1 6 07:15 0 0 0 0 0 0 0 0 8 1 0 1 0 0 0 10 1 0 0 0 0 0 0 1 07:30 1 1 0 0 0 0 0 2 10 0 0 0 0 0 1 11 2 0 0 0 0 0 0 2 07:45 2 0 0 0 0 0 0 2 13 2 1 0 0 0 0 16 5 0 0 0 0 0 0 5 08:00 3 1 0 0 0 0 0 4 10 1 0 0 0 0 1 12 2 0 0 0 0 0 0 2 08:15 1 4 0 0 0 1 0 6 13 2 0 0 0 0 1 16 4 3 1 0 0 0 1 9 08:30 5 0 0 1 0 0 0 6 7 0 0 0 0 0 0 7 1 0 0 0 0 0 1 2 08:45 3 2 0 0 0 0 0 5 8 0 0 1 0 0 0 9 4 0 0 0 0 0 0 4 09:00 3 0 1 0 0 0 1 5 8 3 0 0 0 0 0 11 4 0 0 0 0 0 0 4 09:15 3 0 0 0 0 0 0 3 2 4 1 0 0 0 0 7 3 1 1 0 0 0 0 5 09:30 2 3 0 0 0 0 0 5 6 4 0 0 0 0 0 10 5 2 0 0 0 0 0 7 09:45 2 2 0 0 0 0 0 4 2 1 2 0 0 0 0 5 3 0 0 0 0 0 0 3

Total 26 13 1 1 0 1 1 43 88 18 4 2 0 0 5 117 38 7 2 0 0 0 3 50

16:00 12 1 0 0 0 0 0 13 24 4 0 0 0 0 0 28 11 5 0 0 0 0 0 16 16:15 7 0 0 0 0 0 0 7 5 3 2 0 0 0 1 11 11 1 0 0 0 0 0 12 16:30 7 3 0 0 0 0 0 10 15 2 0 0 0 0 1 18 12 2 1 0 0 0 0 15 16:45 5 2 0 0 0 0 0 7 8 4 1 0 0 0 0 13 3 1 0 0 0 0 0 4 17:00 5 2 0 0 0 0 0 7 17 3 0 0 0 0 0 20 6 2 0 0 0 0 0 8 17:15 5 3 0 0 0 0 0 8 14 1 0 0 0 0 0 15 11 0 0 0 0 0 0 11 17:30 3 1 0 0 0 0 0 4 12 1 0 0 0 0 0 13 10 1 0 0 0 0 0 11 17:45 2 0 0 0 0 0 0 2 8 2 1 0 0 0 0 11 3 0 0 0 2 0 0 5 18:00 4 0 0 0 0 0 0 4 13 0 0 1 0 0 0 14 5 1 0 0 0 0 0 6 18:15 1 0 0 0 0 0 0 1 9 1 0 0 1 0 0 11 9 1 0 0 0 0 0 10 18:30 2 0 0 0 0 0 0 2 3 0 0 0 0 0 0 3 5 1 0 0 0 0 0 6 18:45 1 0 0 0 0 0 0 1 2 1 0 0 0 0 0 3 1 0 0 0 0 0 0 1

Total 54 12 0 0 0 0 0 66 130 22 4 1 1 0 2 160 87 15 1 0 2 0 0 105

C - A C - B C - D

Time Car LGV OGVI 0GV2 P/C M/C PSV Total Car LGV OGVI 0GV2 P/C M/C PSV Total Car LGV OGVI 0GV2 P/C M/C PSV Total 07:00 110 22 6 4 0 0 0 142 13 0 0 0 1 0 1 15 4 0 0 0 0 0 0 4 07:15 164 25 6 3 2 1 1 202 15 2 0 0 0 0 0 17 7 4 0 0 0 0 0 11 07:30 174 31 7 4 0 1 0 217 5 3 0 0 0 0 0 8 6 3 1 0 0 0 0 10 07:45 156 27 4 7 0 1 0 195 18 4 0 0 0 0 0 22 11 3 1 0 0 0 0 15 08:00 160 28 3 7 0 0 2 200 13 3 0 0 0 0 1 17 19 2 1 0 0 0 0 22 08:15 156 22 3 9 0 1 3 194 7 2 0 0 0 0 0 9 9 0 0 0 0 0 1 10 08:30 117 12 5 9 0 1 1 145 7 0 0 0 0 0 0 7 7 1 0 0 0 0 0 8 08:45 115 29 5 8 0 0 0 157 10 1 0 1 0 0 0 12 9 3 0 0 0 0 0 12 09:00 98 21 9 7 0 1 0 136 5 4 1 0 0 0 0 10 5 1 0 0 0 0 0 6 09:15 105 24 7 8 0 0 2 146 5 2 0 0 0 0 1 8 12 1 0 0 0 0 0 13 09:30 116 27 7 7 0 0 0 157 6 1 0 0 0 0 0 7 9 4 0 0 0 0 0 13 09:45 96 23 6 6 0 0 1 132 5 3 1 1 0 0 0 10 5 1 0 0 0 0 0 6

Total 1567 291 68 79 2 6 10 2023 109 25 2 2 1 0 3 142 103 23 3 0 0 0 1 130

16:00 108 21 2 3 0 0 1 135 11 3 0 0 0 0 0 14 15 0 0 0 0 0 0 15 16:15 102 18 4 5 0 0 3 132 10 3 0 1 0 0 1 15 11 2 0 0 0 0 0 13 16:30 131 23 4 1 0 0 0 159 9 4 0 0 0 0 0 13 11 7 0 0 1 0 0 19 16:45 148 25 5 5 0 1 0 184 12 6 0 0 0 0 1 19 15 2 0 0 0 0 0 17 17:00 125 23 1 1 0 2 1 153 11 3 0 0 0 0 1 15 28 3 0 0 0 0 0 31 17:15 135 24 0 3 0 1 1 164 19 0 0 0 0 0 0 19 27 1 1 0 0 1 0 30 17:30 142 13 1 1 0 0 4 161 6 1 0 0 0 0 0 7 14 3 0 0 0 0 0 17 17:45 145 11 1 8 0 0 0 165 8 0 0 0 0 0 0 8 26 3 0 0 0 0 0 29 18:00 122 13 2 1 0 1 0 139 4 2 0 0 0 0 0 6 24 4 0 0 0 0 0 28 18:15 116 8 2 3 0 0 0 129 11 1 0 0 0 0 1 13 27 0 0 0 0 0 0 27 18:30 90 4 1 2 0 0 0 97 5 0 0 0 0 0 0 5 14 2 0 0 0 0 0 16 18:45 94 5 1 5 0 0 0 105 7 0 0 0 1 0 0 8 8 0 0 0 0 0 0 8

Total 1458 188 24 38 0 5 10 1723 113 23 0 1 1 0 4 142 220 27 1 0 1 1 0 250

Page 2 of 3 D - A D - B D - C

Time Car LGV OGVI 0GV2 P/C M/C PSV Total Car LGV OGVI 0GV2 P/C M/C PSV Total Car LGV OGVI 0GV2 P/C M/C PSV Total 07:00 3 1 0 0 0 0 0 4 4 2 0 0 0 0 0 6 12 3 0 0 0 0 0 15 07:15 3 0 0 0 0 0 0 3 6 1 0 0 0 0 0 7 14 2 1 0 0 0 0 17 07:30 4 0 0 0 0 0 0 4 5 1 0 0 0 0 0 6 21 0 0 0 0 0 0 21 07:45 1 0 0 0 0 0 1 2 4 0 0 0 0 0 0 4 10 2 0 0 0 0 0 12 08:00 1 0 0 0 0 0 0 1 14 1 0 0 1 0 0 16 14 0 0 0 0 0 0 14 08:15 2 0 0 0 0 0 0 2 9 1 0 0 0 0 0 10 20 0 0 0 0 0 0 20 08:30 2 0 0 0 0 0 0 2 7 4 1 0 0 0 0 12 14 0 0 0 0 0 0 14 08:45 2 0 0 0 0 0 0 2 4 2 0 0 0 0 0 6 7 0 0 0 0 0 0 7 09:00 2 0 0 0 0 0 0 2 8 2 1 0 0 0 0 11 12 0 1 0 0 0 0 13 09:15 2 0 0 0 0 0 0 2 4 0 0 0 0 0 0 4 9 1 0 0 0 0 0 10 09:30 0 0 0 0 0 0 0 0 2 3 0 0 0 0 0 5 7 1 0 0 0 0 0 8 09:45 2 0 0 0 0 0 0 2 0 1 0 0 0 0 0 1 7 2 0 0 0 0 0 9

Total 24 1 0 0 0 0 1 26 67 18 2 0 1 0 0 88 147 11 2 0 0 0 0 160

16:00 1 0 0 0 0 0 1 2 5 0 0 0 1 0 0 6 14 0 0 0 0 0 0 14 16:15 2 1 0 0 0 0 0 3 8 0 0 0 0 0 0 8 15 2 0 0 0 0 0 17 16:30 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 3 12 1 0 0 0 0 0 13 16:45 1 0 1 0 0 0 0 2 1 0 0 0 0 0 0 1 4 0 0 0 0 0 0 4 17:00 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 2 7 0 0 0 0 0 0 7 17:15 0 1 0 0 0 0 0 1 7 1 0 0 0 0 0 8 8 1 0 0 0 0 0 9 17:30 1 0 0 0 0 0 0 1 6 0 0 0 0 0 0 6 20 1 0 0 0 0 0 21 17:45 1 0 0 0 0 0 0 1 1 0 0 0 0 0 0 1 14 0 0 0 0 0 0 14 18:00 2 0 0 0 0 0 0 2 1 0 0 0 0 0 0 1 6 2 0 0 0 0 0 8 18:15 0 0 0 0 0 0 0 0 6 0 0 0 0 0 0 6 3 1 0 0 0 0 0 4 18:30 3 0 0 0 0 0 0 3 1 1 0 0 0 0 0 2 7 1 0 0 0 1 0 9 18:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 0 0 0 0 0 0 5

Total 11 2 1 0 0 0 1 15 40 2 0 0 1 0 1 44 115 9 0 0 0 1 0 125

Page 3 of 3

Appendix M

EXISTING TRAFFIC FLOWS

Gilsforth Hill

95 60 41 18 5 682 851 65 32 11 62 65

A59 (W) A59 (E)

C 5 8 A 53 10 8 770 664 62 34 26 29 20

Station Road

Key

AM Peak 07:15-08:15

PM Peak 16:45-17:45

Maltkiln Village, Harrogate Appendix M 2018 Existing Traffic Flows

Appendix N

STATION CAR PARK TRIPS

Gilsforth Hill

A59 (W) A59 (E)

Site 30 20 Access Station Road

Key

Into Out AM PM AM PM

Maltkiln Village, Harrogate Station Car Park Trips - Proposed Site Access Roundabout Appendix N

Appendix O

2035 TRAFFIC FLOWS

Gilsforth Hill

114 72 49 22 6 816 1018 78 38 13 74 78

A59 (W) A59 (E)

6 10 63 12 10 921 795 74 41 31 35 24

Station Road

AM 1.196

PM 1.197

Maltkiln Village, Harrogate Appendix O 2035 Base Traffic Flows

Appendix P

RESIDENTIAL TRIPS

Gilsforth Hill

143 55

A59 (W) A59 (E)

18 47

186 61 Site 88 29 Access Station Road

Key

Into Out AM PM AM PM

Plot 1

ARR DEP Two way

AM Peak 83 279 362

PM Peak 215 132 348

20% Reduction Applied

Maltkiln Village, Harrogate Appendix P.1 Residential Trips for Plot 1 - Proposed Site Access Roundabout Gilsforth Hill

227 88

A59 (W) A59 (E)

88 74

294 96 Site 140 46 Access Station Road

Key

Into Out AM PM AM PM

Plot 2

ARR DEP Two way

AM Peak 131 442 573

PM Peak 341 210 550

20% Reduction Applied

Maltkiln Village, Harrogate Appendix P.2 Residential Trips for Plot 2 - Proposed Site Access Roundabout Gilsforth Hill

179 69

A59 (W) A59 (E)

232 76 110 36

69 59

Site Access Station Road

Key

Into Out AM PM AM PM

Plot 3

ARR DEP Two way

AM Peak 104 349 453

PM Peak 269 165 435

20% Reduction Applied

Maltkiln Village, Harrogate Appendix P.3 Residential Trips for Plot 3 - Proposed Site Access Roundabout Gilsforth Hill

33 13

134 52

A59 (W) A59 (E)

173 57 82 27

17 44

4 11

13 14 Site 33 7 Access Station Road

Key

Into Out AM PM AM PM

Plot 4

ARR DEP Two way

AM Peak 97 326 422

PM Peak 251 154 406

20% Reduction Applied

Maltkiln Village, Harrogate Appendix P.4 Residential Trips for Plot 4 - Proposed Site Access Roundabout

Appendix Q

TOTAL RESIDENTIAL TRIPS

Gilsforth Hill

404 156

313 121

A59 (W) A59 (E)

406 133 192 63

86 103

110 132

493 171 Site 261 81 Access Station Road

Key

Into Out AM PM AM PM

Maltkiln Village, Harrogate Appendix Q Total Residential Trips - Proposed Site Access Roundabout

Appendix R

EMPLOYMENT TRIPS

Gilsforth Hill

5 67

A59 (W) A59 (E)

22 2

5 2 Site 64 21 Access Station Road

Key

Into Out AM PM AM PM

Maltkiln Village, Harrogate Employment Trips- Proposed Site Access Roundabout Appendix R

Appendix S

TOTAL DEVELOPMENT TRIPS

Gilsforth Hill

409 253

313 121

A59 (W) A59 (E)

406 133 192 63

86 103

152 134

498 173 Site 356 122 Access Station Road

Key

Into Out AM PM AM PM

Maltkiln Village, Harrogate Appendix S Total Development Trips - Proposed Site Access Roundabout

Appendix T

PREDICTED 2035 TRAFFIC FLOWS

Gilsforth Hill

114 72 816 1018 0 49 0 22 6 483 331 0 78 0 38 13 313 121 0 0

A59 (W) A59 (E)

0 0 406 0 133 0 0 6 10 192 0 63 0 0 921 795 86 103 187 158

0 562 12 183 0 Site 0 430 41 153 0 Access Station Road

Maltkiln Village, Harrogate Appendix T 2035 Predicted Traffic Flows - Proposed Site Access Roundabout

Appendix U

JUNCTIONS 9 OUTPUT - PROPOSED

ROUNDABOUT ACCESS

Generated on 07/03/2018 10:55:33 using Junctions 9 (9.0.2.5947)

Junctions 9 ARCADY 9 - Roundabout Module Version: 9.0.2.5947 © Copyright TRL Limited, 2017 For sales and distribution information, program advice and maintenance, contact TRL: +44 (0)1344 770558 [email protected] www.trlsoftware.co.uk The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution

Filename: Proposed Access 05032018 BH.j9 Path: \\uk.wspgroup.com\central data\Projects\700260xx\70026065 - Cattal Station Masterplan\D Design and Analysis\Development\ARCADY\BH 2018 Report generation date: 07/03/2018 10:55:08

»(Default Analysis Set) - 2035 Predicted Traffic Flows, AM »(Default Analysis Set) - 2035 Predicted Traffic Flows, PM

Summary of junction performance

AM PM Queue (PCU) Delay (s) RFC LOS Queue (PCU) Delay (s) RFC LOS A1 - 2035 Predicted Traffic Flows

1 - Station Road 1.4 6.04 0.58 A 1.0 5.22 0.50 A 2 - Site Access 1.7 10.72 0.64 B 0.3 3.97 0.24 A 3 - A59 (W) 3.1 6.77 0.76 A 4.7 9.20 0.83 A 4 - Gilsforth Hill 0.5 12.19 0.32 B 0.3 11.19 0.21 B 5 - A59 (E) 1.9 5.18 0.66 A 2.0 6.31 0.67 A

There are warnings associated with one or more model runs - see the 'Data Errors and Warnings' tables for each Analysis or Demand Set.

Values shown are the highest values encountered over all time segments. Delay is the maximum value of average delay per arriving vehicle.

File summary

File Description

Title (untitled) Location Site number Date 13/12/2016 Version Status (new file) Identifier Client Jobnumber Enumerator ukgdm002 Description

Units Distance units Speed units Traffic units input Traffic units results Flow units Average delay units Total delay units Rate of delay units m kph PCU PCU perHour s -Min perMin

1 Generated on 07/03/2018 10:55:33 using Junctions 9 (9.0.2.5947)

The junction diagram reflects the last run of Junctions.

Analysis Options Calculate Queue Percentiles Calculate residual capacity RFC Threshold Average Delay threshold (s) Queue threshold (PCU) 0.85 36.00 20.00

Demand Set Summary ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) D1 2035 Predicted Traffic Flows AM ONE HOUR 07:15 08:45 15 D2 2035 Predicted Traffic Flows PM ONE HOUR 16:45 18:15 15

Analysis Set Details ID Name Network flow scaling factor (%) A1 (Default Analysis Set) 100.000

2 Generated on 07/03/2018 10:55:33 using Junctions 9 (9.0.2.5947)

(Default Analysis Set) - 2035 Predicted Traffic Flows, AM

Data Errors and Warnings Severity Area Item Description HV% is zero for all movements / time segments. Vehicle Mix matrix should be completed whether working in Warning Vehicle Mix PCUs or Vehs.

Junction Network

Junctions Junction Name Junction Type Arm order Junction Delay (s) Junction LOS 1 Proposed New Roundabout Access Standard Roundabout 1, 2, 3, 4, 5 6.86 A

Junction Network Options Driving side Lighting Left Normal/unknown

Arms

Arms Arm Name Description 1 Station Road 2 Site Access 3 A59 (W) 4 Gilsforth Hill 5 A59 (E)

Roundabout Geometry V - Approach road half- E - Entry l' - Effective flare R - Entry D - Inscribed circle PHI - Conflict (entry) Exit Arm width (m) width (m) length (m) radius (m) diameter (m) angle (deg) only 1 - Station Road 7.30 8.00 10.0 25.0 40.0 15.0 2 - Site Access 7.30 8.00 10.0 25.0 40.0 15.0 3 - A59 (W) 7.30 8.00 10.0 25.0 40.0 15.0 4 - Gilsforth Hill 3.65 8.00 10.0 25.0 40.0 15.0 5 - A59 (E) 7.30 8.00 10.0 25.0 40.0 15.0

Slope / Intercept / Capacity

Roundabout Slope and Intercept used in model Arm Final slope Final intercept (PCU/hr) 1 - Station Road 0.827 2533 2 - Site Access 0.827 2533 3 - A59 (W) 0.827 2533 4 - Gilsforth Hill 0.672 1759 5 - A59 (E) 0.827 2533 The slope and intercept shown above include any corrections and adjustments.

3 Generated on 07/03/2018 10:55:33 using Junctions 9 (9.0.2.5947)

Traffic Demand

Demand Set Details ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) D1 2035 Predicted Traffic Flows AM ONE HOUR 07:15 08:45 15

Vehicle mix source PCU Factor for a HV (PCU) HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Use O-D data Average Demand (PCU/hr) Scaling Factor (%) 1 - Station Road ü 757 100.000 2 - Site Access ü 539 100.000 3 - A59 (W) ü 1542 100.000 4 - Gilsforth Hill ü 129 100.000 5 - A59 (E) ü 1200 100.000

Origin-Destination Data Demand (PCU/hr) To 1 - Station Road 2 - Site Access 3 - A59 (W) 4 - Gilsforth Hill 5 - A59 (E) 1 - Station Road 0 0 562 12 183 2 - Site Access 0 0 406 0 133 From 3 - A59 (W) 331 121 0 72 1018 4 - Gilsforth Hill 38 0 78 0 13 5 - A59 (E) 187 86 921 6 0

Vehicle Mix Heavy Vehicle Percentages To 1 - Station Road 2 - Site Access 3 - A59 (W) 4 - Gilsforth Hill 5 - A59 (E) 1 - Station Road 0 0 0 0 0 2 - Site Access 0 0 0 0 0 From 3 - A59 (W) 0 0 0 0 0 4 - Gilsforth Hill 0 0 0 0 0 5 - A59 (E) 0 0 0 0 0

Results

Results Summary for whole modelled period Arm Max RFC Max delay (s) Max Queue (PCU) Max LOS 1 - Station Road 0.58 6.04 1.4 A 2 - Site Access 0.64 10.72 1.7 B 3 - A59 (W) 0.76 6.77 3.1 A 4 - Gilsforth Hill 0.32 12.19 0.5 B 5 - A59 (E) 0.66 5.18 1.9 A

4 Generated on 07/03/2018 10:55:33 using Junctions 9 (9.0.2.5947)

Main Results for each time segment

07:15 - 07:30 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 - Station Road 570 909 1781 0.320 568 0.5 2.965 A 2 - Site Access 406 1322 1439 0.282 404 0.4 3.473 A 3 - A59 (W) 1161 251 2325 0.499 1157 1.0 3.071 A 4 - Gilsforth Hill 97 1340 858 0.113 97 0.1 4.723 A 5 - A59 (E) 903 426 2180 0.414 901 0.7 2.807 A

07:30 - 07:45 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 - Station Road 681 1088 1633 0.417 680 0.7 3.772 A 2 - Site Access 485 1582 1225 0.396 484 0.6 4.850 A 3 - A59 (W) 1386 300 2285 0.607 1384 1.5 3.987 A 4 - Gilsforth Hill 116 1603 681 0.170 116 0.2 6.360 A 5 - A59 (E) 1079 510 2111 0.511 1077 1.0 3.477 A

07:45 - 08:00 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 - Station Road 833 1331 1433 0.582 831 1.4 5.957 A 2 - Site Access 593 1934 933 0.636 589 1.7 10.339 B 3 - A59 (W) 1698 366 2230 0.761 1691 3.1 6.609 A 4 - Gilsforth Hill 142 1959 442 0.321 141 0.5 11.910 B 5 - A59 (E) 1321 623 2018 0.655 1318 1.9 5.118 A

08:00 - 08:15 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 - Station Road 833 1334 1429 0.583 833 1.4 6.040 A 2 - Site Access 593 1940 929 0.639 593 1.7 10.721 B 3 - A59 (W) 1698 368 2229 0.762 1698 3.1 6.772 A 4 - Gilsforth Hill 142 1966 437 0.325 142 0.5 12.189 B 5 - A59 (E) 1321 625 2016 0.655 1321 1.9 5.181 A

08:15 - 08:30 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 - Station Road 681 1094 1628 0.418 683 0.7 3.820 A 2 - Site Access 485 1590 1218 0.398 489 0.7 4.964 A 3 - A59 (W) 1386 302 2283 0.607 1393 1.6 4.072 A 4 - Gilsforth Hill 116 1613 675 0.172 117 0.2 6.471 A 5 - A59 (E) 1079 513 2108 0.512 1082 1.1 3.519 A

08:30 - 08:45 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 - Station Road 570 914 1777 0.321 571 0.5 2.989 A 2 - Site Access 406 1329 1434 0.283 407 0.4 3.507 A 3 - A59 (W) 1161 252 2324 0.499 1163 1.0 3.105 A 4 - Gilsforth Hill 97 1347 853 0.114 97 0.1 4.763 A 5 - A59 (E) 903 429 2178 0.415 905 0.7 2.831 A

5 Generated on 07/03/2018 10:55:33 using Junctions 9 (9.0.2.5947)

(Default Analysis Set) - 2035 Predicted Traffic Flows, PM

Data Errors and Warnings Severity Area Item Description HV% is zero for all movements / time segments. Vehicle Mix matrix should be completed whether working in Warning Vehicle Mix PCUs or Vehs.

Junction Network

Junctions Junction Name Junction Type Arm order Junction Delay (s) Junction LOS 1 Proposed New Roundabout Access Standard Roundabout 1, 2, 3, 4, 5 7.40 A

Junction Network Options Driving side Lighting Left Normal/unknown

Traffic Demand

Demand Set Details ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) D2 2035 Predicted Traffic Flows PM ONE HOUR 16:45 18:15 15

Vehicle mix source PCU Factor for a HV (PCU) HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Use O-D data Average Demand (PCU/hr) Scaling Factor (%) 1 - Station Road ü 624 100.000 2 - Site Access ü 255 100.000 3 - A59 (W) ü 1726 100.000 4 - Gilsforth Hill ü 77 100.000 5 - A59 (E) ü 1066 100.000

Origin-Destination Data Demand (PCU/hr) To 1 - Station Road 2 - Site Access 3 - A59 (W) 4 - Gilsforth Hill 5 - A59 (E) 1 - Station Road 0 0 430 41 153 2 - Site Access 0 0 192 0 63 From 3 - A59 (W) 483 313 0 114 816 4 - Gilsforth Hill 22 0 49 0 6 5 - A59 (E) 158 103 795 10 0

Vehicle Mix

6 Generated on 07/03/2018 10:55:33 using Junctions 9 (9.0.2.5947)

Heavy Vehicle Percentages To 1 - Station Road 2 - Site Access 3 - A59 (W) 4 - Gilsforth Hill 5 - A59 (E) 1 - Station Road 0 0 0 0 0 2 - Site Access 0 0 0 0 0 From 3 - A59 (W) 0 0 0 0 0 4 - Gilsforth Hill 0 0 0 0 0 5 - A59 (E) 0 0 0 0 0

Results

Results Summary for whole modelled period Arm Max RFC Max delay (s) Max Queue (PCU) Max LOS 1 - Station Road 0.50 5.22 1.0 A 2 - Site Access 0.24 3.97 0.3 A 3 - A59 (W) 0.83 9.20 4.7 A 4 - Gilsforth Hill 0.21 11.19 0.3 B 5 - A59 (E) 0.67 6.31 2.0 A

Main Results for each time segment

16:45 - 17:00 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 - Station Road 470 953 1745 0.269 468 0.4 2.818 A 2 - Site Access 192 1109 1616 0.119 191 0.1 2.528 A 3 - A59 (W) 1299 200 2367 0.549 1295 1.2 3.342 A 4 - Gilsforth Hill 58 1371 837 0.069 58 0.1 4.616 A 5 - A59 (E) 803 650 1995 0.402 800 0.7 3.006 A

17:00 - 17:15 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 - Station Road 561 1140 1590 0.353 560 0.5 3.494 A 2 - Site Access 229 1327 1436 0.160 229 0.2 2.983 A 3 - A59 (W) 1552 240 2334 0.665 1549 2.0 4.564 A 4 - Gilsforth Hill 69 1640 656 0.105 69 0.1 6.128 A 5 - A59 (E) 958 778 1889 0.507 957 1.0 3.855 A

17:15 - 17:30 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 - Station Road 687 1393 1381 0.497 685 1.0 5.161 A 2 - Site Access 281 1622 1191 0.236 280 0.3 3.950 A 3 - A59 (W) 1900 293 2290 0.830 1890 4.6 8.764 A 4 - Gilsforth Hill 85 2002 413 0.205 84 0.3 10.930 B 5 - A59 (E) 1174 949 1748 0.672 1170 2.0 6.186 A

7 Generated on 07/03/2018 10:55:33 using Junctions 9 (9.0.2.5947)

17:30 - 17:45 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 - Station Road 687 1398 1377 0.499 687 1.0 5.219 A 2 - Site Access 281 1627 1187 0.236 281 0.3 3.971 A 3 - A59 (W) 1900 294 2290 0.830 1900 4.7 9.203 A 4 - Gilsforth Hill 85 2012 406 0.209 85 0.3 11.194 B 5 - A59 (E) 1174 954 1744 0.673 1174 2.0 6.313 A

17:45 - 18:00 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 - Station Road 561 1147 1584 0.354 563 0.6 3.530 A 2 - Site Access 229 1334 1430 0.160 230 0.2 3.002 A 3 - A59 (W) 1552 241 2334 0.665 1563 2.0 4.732 A 4 - Gilsforth Hill 69 1654 647 0.107 70 0.1 6.243 A 5 - A59 (E) 958 785 1884 0.509 962 1.0 3.925 A

18:00 - 18:15 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 - Station Road 470 958 1740 0.270 471 0.4 2.837 A 2 - Site Access 192 1115 1611 0.119 192 0.1 2.539 A 3 - A59 (W) 1299 201 2366 0.549 1303 1.2 3.396 A 4 - Gilsforth Hill 58 1379 832 0.070 58 0.1 4.655 A 5 - A59 (E) 803 654 1992 0.403 804 0.7 3.036 A

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