Hambleton Local Plan Examination

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Matter 4 – Site Allocations (Par 2 Allocations)

Issue 1 – Site Allocations Methodology Issue 3 – Northallerton Area Sites

September 2020 Prepared on behalf of Cecil M Yuill Limited and Miller Homes Limited

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Matter 4 – Site Allocations (Part 2 Allocations)

Issue 1 – Site Allocations Methodology

Q1. Is the approach taken to the assessment and selection of allocated residential sites, as summarised in response to the Inspectors’ Initial Questions, justified? Does the submitted evidence demonstrate that the sites have been selected based on a robust, consistent and objective approach? Are the reasons for selecting some sites and rejecting others clear and justified?

1.1 It is not considered that the approach taken to the assessment of allocated residential sites is justified. There are many inconsistencies and anomalies evident throughout the process which has resulted in the allocation of unsuitable housing sites in the District. These principally relate to:

• Inconsistent use of site selection methodology; • Differing reasons given for the omission of potential housing sites; and • Anomalies between site assessments and allocations.

1.2 There are numerous examples of the above. However, of specific interest to Cecil M Yuill/Miller Homes is the consideration of their site comprising ‘Land to the Rear of 70 Boroughbridge Road, Northallerton’ (Site ref: N/123/005) as a potential housing allocation.

Inconsistent use of Site Selection Methodology

1.3 The ‘Site Selection Methodology and Results’ (SD23) document outlines the stages of the methodology applied to each site. This initially comprised 3 stages with these being:

Stage 1 - Initial sift of sites;

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Stage 2 - Sites are appraised against the Local Plan Sustainability Objectives; and Stage 3 - Sites are considered in terms of deliverability and viability

1.4 Following the application of Stages 1-3 above, the site was identified by Hambleton Council as a Preferred Site within their Preferred Options Consultation Document published in October 2016 (see Site Plan at Appendix 1) for a preferred yield of 100 dwellings, in order to achieve a lower-density development to reflect the nature and location of the site. For clarification, the site assessment conclusion was that:

“Whilst the site is open and prominent and is a fairly extensive extension of this part of the settlement, the site is preferred for a lower density development which retains significant open space in order to provide a suitable landscape buffer as the site is a key gateway to the town.”

1.5 As a result, In 2018, an additional Stage 4 was introduced which ‘ensures that the sites proposed to be allocated are in line with the Local Plan’s vision and spatial distribution strategy and are the most appropriate sites to be taken forward’. It was ultimately considered by the Council that the site did not meet the requirements set by Stage 4 and, as a result, was not carried forward by the Council as a formal housing allocation within the Publication Draft Plan. The reason stated for this decision, as highlighted in the Site Selection Methodology and Results (SD23), was as follows:

‘NYCC require two points of access for sites of this size, which is unlikely to be achievable. Impact on form and character of Northallerton mean that other sites are preferable.’

1.6 It is considered that the reason outlined above is not relevant to the site’s assessment against the Local Plan’s vision and spatial distribution strategy. In addition, this assessment is at odds with the Council’s earlier assessment of the site, as highlighted above.

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1.7 This highlights the inconsistency in the application of the site selection methodology. The Stage 4 assessment related to the alignment of sites with the Plan’s vision and spatial strategy and yet this resulted in it being discounted on the grounds of highways and ‘impact on the form and character of Northallerton’, the latter of which had already been considered as acceptable by virtue of a lower yield and landscape buffer to the south. The Schedule of Omission Sites (CD11) then advises that site ref: N/123/005 was discounted due to ‘identified highway access and capacity issues’ with no reference to impact on form/character.

Anomalies between site assessments and allocations

1.8 It is clear from scrutiny of site assessments that anomalies exist between site assessments and certain sites allocated for housing. With specific reference to Northallerton, the site at Winton Road, Northallerton (site ref: NOR1) has been allocated for a gross quantum of 650 dwellings.

1.9 The sustainability appraisal of the site is contained in the ‘Sustainability Appraisal Site Assessments Northallerton Area’ report(LP04.3). In terms of the relative sustainability of the site, the following site characteristics can be noted (with traffic light rating):

• There are poor or no links to footpaths, cycle routes and the public transport network (Red);

• The site is in a highly sensitive location, where harm caused by development cannot be mitigated (Red);

• Of the 11 service/facilities listed, the site has poor access to 8 (8 Red, 3 Amber)).

1.10 Site NOR1 also requires further scrutiny in the context of the site assessment carried out for site ref: N/123/005 (Land to Rear of 70 Boroughbridge Road, Northallerton).

1.11 In this regard, the following is noted when the same 3 criteria are applied, as listed above for site NOR1:

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• There are limited links to footpaths, cycle routes and/or the public transport network, with the potential to connect to a network (Amber);

• The site is in a highly sensitive location, where harm caused by development cannot be mitigated (Red);

• Of the 11 service/facilities listed, the site has poor access to 5 (5 Red, 5 Amber, 1 Green).

1.12 The Council has previously confirmed with site N/123/005 that any visual impact can be satisfactorily mitigated against through reducing the size of the site and introducing a landscape buffer along its southern edge (these contradictions have already been referenced above). The effectiveness of this, and the overall suitability of the site to accommodate housing, is detailed in our response to Q12.

1.13 Not only does site N/123/005 score better than Site NOR1 against the criteria listed above, it is also the case that the former site in the control of Cecil M Yuill/Miller Homes score either as well or better than Site NOR 1 against every single assessment criteria.

1.14 In light of the above, Cecil M Yuill/Miller Homes are at a loss to understand why site N/123/005 has not been allocated for housing. The allocation of circa 100 units on this site could potentially reduce the quantum of housing on site NOR1 which would go some way to reducing the issues that the site clearly has which presently should prevent its allocation for housing.

Q2. How did the process and methodology for allocating residential sites differ from proposed employment sites?

No comment.

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Q3. How was the settlement hierarchy used to inform the site allocation process? For example, did the Council identify a level of growth for each settlement that the Local Plan policies then seek to achieve?

3.1 With reference to the Council’s response at Paragraph 17 of the Inspector’s Initial Questions for Examination, there is no evidence to indicate that the Council identified a specific level of growth required for each settlement which would then form the basis of Local Plan policies.

3.2 Instead, the Council has confirmed that ‘establishing the scale of growth to be proposed for each settlement in accordance with the preferred spatial strategy developed through an iterative assessment process. This has taken into account land availability, site specific characteristics and constraints, the outcome of sustainability appraisal and alignment with the spatial strategy itself.’

3.3 In other words, unless the Council can shed some light on it, rather than confirm a quantum of growth required for each settlement (if any), inversely the level of growth appears to have been largely dictated by the site assessment process and the identification of what the Council considers to be appropriate housing sites for settlements across the district.

Q4. Are the allocations also commensurate with the size of settlements and the services and facilities that are available?

It is considered that Northallerton has not been allocated an appropriate quantum of housing across the Plan period. As part of our response to Matter 3, we have questioned the inappropriateness of Northallerton’s position in the settlement hierarchy, within which it has been defined as a Market Town alongside Thirsk, Easingwold, Bedale and Stokesley in the settlement hierarchy which doesn’t reflect the town’s role as the District’s main centre with a population of 16,832, compared to Thirsk, the next largest Service Centre tier settlement of the remaining four, with a population of 4,998. This can be addressed, as highlighted in part

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JW Planning Ltd of our response to Matter 3, through the re-distribution of a quantum of housing currently allocated to the Service/Secondary Villages, together with accommodating an uplift in the overall housing requirement and the additional sites required by virtue of the folly of relying on longstanding commitments to contribute fully to housing delivery, as identified in our response to Matters 2 and 5.

Q5. In determining whether a village should be subject to additional growth, how did the Council take into account the level of existing services, facilities and public transport provision?

5.1 No comment

Q6. How were site constraints, such as transport, flooding, landscape character, heritage and mineral safeguarding taken into account as part of the site allocation process?

6.1 A high level assessment of constraints was undertaken at Preferred Options stage which served to flag up potential issues which would either preclude the site from development or would need to be addressed as part of any proposed development on the site. However, there is no evidence beyond this stage that such potential constraints underwent closer scrutiny.

Q7. Where mitigation is required, how was this determined and is it adequately reflected in relevant Local Plan policies?

7.1 With specific reference to site allocation NOR1, it is apparent that mitigation measures required are not defined as the scale of any potential issue likely to require mitigation has not been fully investigated.

7.2 Of particular concern is a key issue of the impact of traffic generated by development of this size which triggers the need for highway improvements. However, the scale and nature of these improvements cannot be confirmed until detailed modelling of the local road network has been undertaken by North Yorkshire County Council (NYCC). A

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series of improvements are listed as potentially being required, which appear to be extensive with more potentially being required.

7.3 Other unknowns include the biodiversity and archaeological value of the site and its drainage capacity.

7.4 In light of the above it is considered, with specific reference to allocated site NOR1, that significant levels of mitigation will be required with any development on the site. However, Local Plan policy cannot adequately address these as there are too many unknowns which may impact on the deliverability of the site. As highlighted in our response to Q12, through site assessment work already carried out on the site to identify and propose mitigation of potential site constraints, N/123/005 has been demonstrated to be fully deliverable straightaway.

Q8. Are the allocated sites in accessible locations with good access to everyday facilities by a range of means of transport? In the response to the Inspectors’ Initial Questions, the Council state that in most cases, many accessibility deficiencies could be addressed through developer’s contributions and off-site improvements. Is the Plan sufficiently clear about where such deficiencies exist and what mitigation is required to address them?

8.1 As highlighted in our response to Issue 1 Q1, allocated site NOR1 has been identified by a sustainability appraisal site assessment as possessing ‘poor or no links to footpaths, cycle routes and the public transport network’ with also ‘poor access to adequate leisure facilities, recreational activities, health services, education and training opportunities’. Reference is made to the possibility of this increased population attracting services and facilities to the site. It is our view that a site of this size could possibly sustain a small local centre which would provide a limited offer for residents. Indeed, the Council are looking to put an upper limit of 200sqm of A1 uses on the site which indicates the small scale of any new facilities.

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8.2 In light of the above, it is considered that allocated site NOR1 is poorly related to a range of means of transport and services and facilities required by new residents. As such, other more sustainable sites should be allocated for housing to accommodate at least some of the overall housing numbers apportioned to site NOR1.

Q9. How did the Council consider minerals safeguarding areas as part of the site allocation process? Where sites are allocated for development within mineral safeguarding areas, what implications, if any, does this have for the deliverability of housing?

9.1 No comment

Q10. A number of housing allocations are located in the North Yorkshire Green Infrastructure Corridor. How was this taken into account as part of the site allocations process?

10.1 No comment.

Q11. Was the site selection process robust? Was an appropriate selection of potential sites assessed, and were appropriate criteria taken into account?

11.1 For the reasons highlighted in our response to Issue 1 Q1, it is not considered that the site selection was robust or consistent. As a result of this it is our view that the sites allocated do not provide the balance of deliverable sites required by the Plan’s spatial strategy. Not only are sites allocated who have scored poorly against the Council’s site sustainability assessment, an appropriate balance of sites required by para 5.9 of the Publication Draft Plan and para 67 of the NPPF has not been achieved.

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Q12. Are the site allocations, including proposed site boundaries, justified, effective and consistent with national planning policy?

12.1 For the reasons highlighted in our response to earlier questions with Matter 4, together with our response to Matter 5, it is not considered that the current site allocations are justified, effective and consistent with national planning policy.

12.2 Our concerns relate specifically to Northallerton. It is considered that, for the reasons highlighted earlier in our response to Matter 4 and our response to Matters 2 and 5, the allocation of the single site (site NOR1) is neither justified nor effective. For clarification, the principal reasons comprise:

• There are doubts over the deliverability of the housing numbers predicted from this site. Aside from the issues that need to be addressed, particularly the need for traffic modelling prior to any commencement of development, ongoing focus on locating housing to the north of Northallerton may also be a constraint to housing delivery. The delivery of housing on NOR1 would sit alongside the delivery of the North Northallerton LDF allocation which may restrict supply from NOR1. It is clear, in order to provide increased choice and flexibility, that other housing allocations need to be identified in Northallerton to provide a greater degree of certainty that the housing required will be delivered, particularly in the first 5 years, which is considered significant given the questions raised in our response to Matter 5 over the presence of a 5 year supply.

• The allocation of a single housing site in Northallerton is contrary to both the Plan’s spatial strategy and the NPPF. In terms of the former, para 3.29 confirms that the spatial strategy seeks to ensure ‘choice and diversity in the market’, while para 67 requires local authorities to ‘identify a sufficient supply and mix of sites.’

• There are doubts as to whether site NOR1 will be able to deliver the levels of affordable housing required from the site. Para 5.8 of the Publication Draft Plan highlights the issue with affordable housing delivery from large sites:

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‘This brings considerable challenges as larger strategic housing developments are often required to provide significant levels of infrastructure impacting on viability and, in turn the percentage of affordable housing that can be delivered. In rural areas, many developers submit housing schemes that are small-scale and therefore fall below the threshold where affordable housing can be required. Both these issues have had a significant impact on affordable housing delivery in recent years. To help address these issues the strategy of the Local Plan is to provide a balanced package of housing allocations.’

• Site NOR1 scored poorly against the site sustainability assessment carried out for all potential housing sites. Indeed, site N/123/005, on the southern edge of Northallerton, scored either as well or better against every single assessment criteria.

12.3 In order to ensure that housing allocations for Northallerton are justified and effective, other sites need to be identified which are fully deliverable, in accordance with Annex 2 of the NPPF. Site N/123/005, which comprises land to the rear of 70 Boroughbridge Road, Northallerton is a prime site for allocation. In Miller Homes the site has a willing developer. In addition, as already confirmed through a suite of reports commissioned by Cecil M Yuill (see Appendix 2), the site is fully developable for circa 100 units. This would enable the delivery of 100 dwellings, include a policy compliant level of affordable housing within the first 5 years and, in doing so, comprise a more balanced, flexible approach to housing provision in Northallerton, offering increased choice for consumers in Northallerton, in accordance with the Plan’s overarching spatial strategy. This would ensure that the Plan was made sound.

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Issue 2 –Development Requirements

No comment

Issue 3 – Northallerton Area Sites

NOR1 – Winton Road, Northallerton

Q1. What is the most up-to-date position regarding approved development on the site?

No comment.

Q2. What is the justification for suggested modification M78? Is this necessary for soundness?

It is unclear as to the reasons for the reduction in the housing yield from site NOR1. However, given the problems identified with the site, as highlighted within our response to Matter 4 and 5, a reduction in housing numbers with these reallocated to site N/123/005 would be welcomed.

Q3. Is the scale of development proposed and the site area justified?

See our response to Issue 1 Q1, Q7, Q8 and Q12.

Q4. The development requirements state that a proposal 'may' include neighbourhood facilities. Is it clear to decision-makers, developers and local communities what is required?

No comment

Q5. What is the justification for limiting any retail uses to below 200 square metres? Would this restriction apply to the overall level of floorspace provided or in any individual unit?

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No comment

Q6. The development requirements state that highway improvements will be needed, with the scale and nature of improvements confirmed following detailed modelling. Is there sufficient certainty and clarity over what improvements will be necessary and whether they will be effective in mitigating the transport impacts of the development? Is the allocation justified and effective in these circumstances?

See our response to Issue 1 Q7.

Q7. What is the justification for suggested modification M79? Is this necessary for soundness?

No comment

Q8. Is it clear to decision-makers, developers and local communities how and when the new school will be provided?

No comment

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APPENDIX 1

SITE N/123/005 LOCATION PLAN

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APPENDIX 2

WORK CARRIED OUT TO DEMONSTRATE SITE N/123/005 IS DELIVERABLE

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Land to the west of Boroughbridge Road, Romanby Cecil M Yuill & Miller Homes

LANDSCAPE STATEMENT Rev. A

September 2019

Philip Barker CMLI

Glenkemp Ltd., Design Works, William Street, Felling, Tyne & Wear, N E10 0JP. 0191 495 2495 / [email protected]

Principal Contact:

Philip Barker BA(Hons) MPhil CMLI Director, Glenkemp Ltd.

Job No.: 1534.3 Client: Cecil M Yuill & Miller Homes

Document issue schedule:

Date Status Revision Author Checked

11.09.19 First draft PB QV 17.09.19 Final version PB DP

. Land to the west of Boroughbridge Road, Romanby Landscape Statement

CONTENTS

1.0 Introduction 2.0 Site Landscape Context 3.0 Visual Profile 4.0 Key Potential Landscape and Visual Effects and Mitigation Strategy 5.0 Conclusions

Figures: Figure 1 – Site location plan Figures 2a – d Site photographs

1.0 Introduction

1.1 Glenkemp has been commissioned by Cecil M Yuill and Miller Homes to provide a landscape statement summarizing the findings of a high level assessment of the anticipated landscape and visual effects arising from a proposed residential development on the southern edge of Romanby, Northallerton. The statement is to be submitted to Hambleton District Council as part of a representation by the joint client in response to the opportunity for the public to comment on the Draft Local Plan. 1.2 This statement is based on a desk top study and a visual site survey undertaken in early September when leaf cover was at its maximum level.

2.0 Site Landscape Context (see Figure 1)

2.1 The c. 7.7ha site comprises part of a large field currently in arable production, immediately to the south of the existing settlement edge running on an east – west alignment between the A684 (Ainderby Road) to the west and the A167 (Boroughbridge Road) to the east. 2.2 The proposed development site is defined to the north by fencing and shrub / tree cover along the rear gardens of a single row of residential properties on the south side of the A684; and to the east by the A167 and a hedge running along the highway boundary. The southern boundary is currently undefined by any features on site, running across the existing field roughly in line with the isolated property at Newsham Grange which marks the south west corner of the proposed site. Similarly, the western site boundary is undefined on the ground but connects Newsham Grange with existing properties to the north. The field is open in character and contains no landscape

Glenkemp Ltd. 2 September 2019 Land to the west of Boroughbridge Road, Romanby Landscape Statement

features other than those noted above on the site boundaries. There is little variation in levels across the proposed development site. 2.3 The site does not lie within a designated landscape. The nearest listed structure is Howden Bridge c. 500m to the west but this has no visual connection with the site. There are no public footpaths or bridleways within the site or in close proximity to it. The site lies outside the areas of ‘Proposed Local Green Infrastructure Corridors’ or ‘Distinctive Landscape Setting’ as defined in the Northallerton, Brompton & Romanby Draft Landscape and Open Space Strategy document (2016) 2.4 While there are no landscape features of value within the site, the hedgerow trees along the boundary shared with the A167 make a notable contribution to an informal avenue of hedgerow trees either side of the A167 on its approach to the town. These mature trees create a characterful gateway into the settlement which is of local value. 2.5 The site lies within the National Character Area (NCA) NCA24: Vale of Mowbray, but a more detailed assessment of local landscape character undertaken by Landcare in 2008 assessed the area of the site as lying within a transition zone between two landscape types. However, both are similar in that the related landscapes are large scale and open; vegetation cover comprises woodland / shelterbelts, tree clumps and hedgerow / individual trees, and isolated farms / buildings are notable. 2.6 The openness of the site and its setting to the south is of local value in that it provides an attractive setting to the settlement edge and facilitates long distance views west to higher ground within the Yorkshire Dales National Park.

3.0 Visual Profile (see Figures 2a – 2d) 3.1 In general terms, despite the open character of the rural landscape to the south of Romanby, the visual profile of the proposed development site is restricted by a combination of topography and vegetation cover. It is only visible to any notable degree from the roads approaching Northallerton from the south west and the south, these being the A684 and the A167 respectively.

A167 (Boroughbridge Road): 3.2 Residential properties on the southern edge of the town only come into view at a point near the access track to Southfield, but they have a low visual profile with rooftops and a small number of elevations being visible through breaks both in the garden boundary vegetation and in the roadside hedge. This generates a soft visual character to the settlement edge. Built development on the settlement edge to the east of the A167 has an even lower visual profile. As noted above, the informal avenue of hedgerow trees

Glenkemp Ltd. 3 September 2019 Land to the west of Boroughbridge Road, Romanby Landscape Statement

either side of the road corridor forms a characterful gateway at the point of the town’s entrance sign.

A684 (Ainderby Road): 3.3 When approaching the town from the south west, a very small number of properties on the edge of Romanby first come into view through breaks in the tree cover, at the crest of a shallow ridge just east of Howden Bridge. Again, the settlement has a very low visual profile until one is almost within it. 3.4 The proposed development site comes into view at a point adjacent to the Northallerton name sign in the road verge but is inconspicuous as it is largely hidden by the canopies of large mature trees spaced at regular intervals along the track leading to Newsham Grange. However, it does contribute to the general rural setting of Romanby.

A684 / A167 roundabout: 3.5 From this roundabout, views south along the A167 road corridor reveal open countryside communicating a sense of the town’s strong rural setting. 3.6 Properties along the south side of Ainderby Road will have direct extensive open views (where garden vegetation permits) across the local rural landscape to the south of the site.

4.0 Key Potential Landscape and Visual Effects and Mitigation Strategy. 4.1 The proposed site’s potential for accommodating residential development was assessed by Hambleton District Council in the document ‘Preferred Options Consultation Part 2, Preferred Sites – Northallerton Sub Area (October 2016) – site reference N/123/005. The assessment concluded that: While the site is open and prominent and is a fairly extensive extension of this part of the settlement, the site is preferred for a low density development which retains significant open space in order to provide a suitable landscape buffer as the site is a key gateway into the town. It is worth noting that the southern boundary of the site assessed in the above report extended slightly further south than that currently proposed. 4.2 The southern boundary of the proposed development site is drawn so as not to encroach further south than Newsham Grange itself, and the two southernmost properties on the A167 road corridor. This boundary line is not defined on the ground by any landscape features.

Glenkemp Ltd. 4 September 2019 Land to the west of Boroughbridge Road, Romanby Landscape Statement

Landscape effects: 4.3 There would be no adverse effects on any landscape features within the site, and, if appropriate tree protection measures are put in place, it should be possible to avoid any adverse effects on the avenue trees on the eastern site boundary, thereby keeping this informal gateway feature in tact. 4.4 In terms of landscape character, this would change dramatically for the site itself but the perception of the loss of openness would dissipate quickly with distance from the site. Without appropriate mitigation, the visual profile of the settlement’s southern edge would increase, accompanied by a greater contrast between urban development and its rural setting, although the locations from which this change would be discernable would be limited.

Visual effects: 4.5 New built development within the site would generate a settlement edge with a greater visual profile, in albeit brief views from the A167 on the approach from the south. This would be in contrast to the character of the low visual profile of existing properties on the settlement edge both to the west and to the east of the road corridor. Although the new houses would be clearly visible, the sense of openness of the surrounding countryside would remain until one draws level with the north eastern corner of the site. 4.6 In longer distance views from the access to Southfield, any increase in the height of the hedgerow (currently maintained at c.1.5m high) to the north of Southfield would assist in screening the band of new housing in the landscape. Strong new hedge planting with hedgerow trees along the site’s southern boundary would help successfully integrate the new development into its rural setting in views gained from the road north of the existing hedgerow referred to above. It is noted that existing mature tree and shrub cover along the rear gardens of existing properties on the southern settlement boundary is very successful in integrating the built development into the rural scene, and there is no reason why this effect could not be re-created on a new settlement edge given time. 4.7 Setting back the development footprint from the A167 road corridor together with buffer planting to the eastern edge of any new development footprint, would help maintain the visual character of this gateway with its dominant ‘avenue ’trees. It would also prevent the new development intruding into the views of open countryside gained from the roundabout when looking south. 4.8 Existing properties on Ainderby Road would lose views across a rural landscape to the south, and the two properties on the east side to the A167 overlooking the site would

Glenkemp Ltd. 5 September 2019 Land to the west of Boroughbridge Road, Romanby Landscape Statement

lose long distance views of high ground within the North Yorkshire National Park to the west. 4.9 On the approach along the A684, new development on the proposed site would not be very intrusive within the broader landscape in brief views from the road. However, it is important that a southern edge to the new development is legible in the view so as to communicate the new limit to the settlement in the context of its rural setting. Otherwise the town could be interpreted as spreading much further south that it actually does. 4.10 Restricting the western boundary of any new development footprint to an alignment east of Newsham Grange would help reduce the visual profile of any new housing in the landscape on the approach from the west. However, native screen planting on the sloping ground to the north of Newsham Grange would ultimately completely screen any new development in views from the road corridor.

5.0 Conclusions 5.1 Residential development on the proposed development site has the potential to increase the visual profile of the southern settlement boundary and thereby change to a moderate degree, the visual character of the settlement within its rural setting. The locations from which this change in visual character would be experienced are limited, as would be the duration of such views. However, they would be experienced on the approaches into the settlement which are important for defining a sense of arrival and an overall impression of the character of the settlement in question. 5.2 With the exception of the loss of views out across open countryside for existing neighbouring properties, it is considered that sensitive masterplanning of the development footprint together with appropriate planting, could mitigate in full any potentially notable adverse landscape and visual effects.

Glenkemp Ltd. 6 September 2019 Land to the west of Boroughbridge Road, Romanby Landscape Statement

Figure 1 – Site Location Plan

Glenkemp Ltd. 7 September 2019 Land to the west of Boroughbridge Road, Romanby Landscape Statement

Figure 2a-d – Site Photographs

2ai – View north towards the site from the A167 at the access road to Southfield.

2aii - View north-west towards the site from the A167 at the access road to Southfield.

Glenkemp Ltd. 8 September 2019 Land to the west of Boroughbridge Road, Romanby Landscape Statement

2b – View north-west into the site from the A167 north of the town name sign.

2c – View east from the A684 near the town name sign.

Glenkemp Ltd. 9 September 2019 Land to the west of Boroughbridge Road, Romanby Landscape Statement

2d – View south from the A167 / A684 roundabout.

Glenkemp Ltd. 10 September 2019

Land West of Boroughbridge Road, Romanby Ecology Overview

For Cecil M Yuill Ltd and Miller Homes

September 2019

GSL Ecology, Coniston, 4 Holeyn Hall Rd, Wylam, Northumberland, NE41 8BB Tel: 0191 6070668 email: [email protected] (GSL Ecology is a trading form of Graeme Smart Ltd Consultant Ecologists) Land West of Boroughbridge Rd, Romanby. Ecology Overview

Document Control

Project: Land West of Boroughbridge Road, Romanby

Client: Cecil M Yuill Ltd and Miller Homes

Job Number:

Document Checking:

Prepared by: Graeme Smart Signed:

Checked by: Jane Smart Signed:

Issue Date Status

1 9/9/19 DRAFT

2 13/9/19 REVIEW

3 13/9/19 FINAL/ISSUE

Graeme Smart Ltd accepts no responsibility or liability for the use which is made of this document other than by the Client for the purpose for which it was originally commissioned and prepared.

Ownership of all deliverables arising from any work undertaken by GSL remains solely with GSL until all invoices relating to the work undertaken have been paid in full.

Aerial imagery is reproduced under licence (Google Earth Pro)

GSL Ecology, Coniston, 4 Holeyn Hall Rd, Wylam, Northumberland, NE41 8BB Tel: 0191 6070668 Page 2 of 16 email: [email protected] (GSL Ecology is a trading form of Graeme Smart Ltd Consultant Ecologists) Land West of Boroughbridge Rd, Romanby. Ecology Overview

Contents Page 1.0 Introduction ...... 4 2.0 Background ...... 4 3.0 Ecology Overview ...... 5 3.1 Statutory Designated Sites ...... 5

3.2 Non-Statutory Designated Sites ...... 5

3.3 Priority Habitats ...... 6

3.4 Historic Records of Protected or Notable Species ...... 6

3.5 Ecological Features on Site Identified by Survey ...... 6

4.0 Potential Ecological Impacts and Avoidance, Mitigation or Compensation Options . 9 5.0 Opportunities for Biodiversity Enhancement ...... 12 6.0 Summary and Conclusions ...... 12

Tables Table 1. Historic Records of Protected and Notable Species within 2km ...... 6 Table 2. Potential Impacts and Avoidance, Mitigation, and Compensation Options...... 9

Appendices Appendix A – Figures ...... 13

GSL Ecology, Coniston, 4 Holeyn Hall Rd, Wylam, Northumberland, NE41 8BB Tel: 0191 6070668 Page 3 of 16 email: [email protected] (GSL Ecology is a trading form of Graeme Smart Ltd Consultant Ecologists) Land West of Boroughbridge Rd, Romanby. Ecology Overview

1.0 Introduction

GSL Ecology was commissioned by Cecil M Yuill Ltd and Miller Homes to provide an Overview of the Ecological Interest of a proposed site for residential development (of approximately 100 houses) to the west of Boroughbridge Rd on the southern edge of Romanby, hereafter referred to as “the site”. Fig 1 shows the location of the site.

This document was commissioned to identify whether any ecological impacts would result from the proposed development that would prevent the development being fully deliverable. This document is to be submitted to Hambleton District Council as part of representations in response to invitation to comment on the Draft Local Plan.

2.0 Background

This overview is based on a number of ecological assessments and surveys that have been undertaken over recent years.

A Preliminary Ecological Appraisal (PEA) was first undertaken in 2017 accordance with industry standard best practice current at that time as defined in Guidelines for Preliminary Ecological Appraisal (2nd Edition) published by the Chartered Institute of Ecology and Environmental Management (CIEEM, 2017). The PEA consisted of a Desk Study, Consultation with the local biological Records centre and a site survey.

The PEA was updated by site survey in 2019. The 2017 PEA identified that the following additional Phase 2 surveys were required to fully assess the ecological interest and value of the site:

• Breeding Bird Surveys • Bat Activity Transect and Automatic detector surveys.

Breeding Bird Surveys using methodology based on standard territory (registration) mapping techniques as detailed in Bibby et al. (2007) were undertaken in 2017.

Breeding Bird Surveys have been repeated in 2019. Bat Activity Transect and Automatic detector surveys compliant with the industry standard best practice (Collins J; 2016; Bat Conservation Trust’s Bat Surveys for Professional Ecologists: Good Practice Guidelines 3rd Edition.) were undertaken in 2017. Bat activity Transect and Automatic Detector Surveys have been repeated in 2019.

GSL Ecology, Coniston, 4 Holeyn Hall Rd, Wylam, Northumberland, NE41 8BB Tel: 0191 6070668 Page 4 of 16 email: [email protected] (GSL Ecology is a trading form of Graeme Smart Ltd Consultant Ecologists)

Land West of Boroughbridge Rd, Romanby. Ecology Overview

3.0 Ecology Overview 3.1 Statutory Designated Sites

The site does not lie within the SSSI Impact Risk Zone for any Site Designated for its Biodiversity Interest which identify where a particular type of development may result in negative impacts on a nearby SSSI, SPA or SAC. (See Fig 2).

• The nearest SAC is the North York Moors approximately 11km to the east. • The nearest SPA is the North York Moors approximately 11km to the east. • The nearest SSSI is the North York Moors approximately 11km to the east. • The nearest National Nature Reserve (NNR) is Duncombe Park, near Helmsley, approximately 25km to the southeast.

The nearest Local Nature Reserve (LNR) is Nosterfield, which comprises 150 acres of wet grassland and open water situated between the Rivers Ure and Swale, is approximately 15km to the southwest, The distance of the site from the Nosterfield LNR means that residential development on the site is unlikely to result in significant additional recreational visits to the LNR and therefore would not have a significant impact on the LNR.

The proximity of the site to Statutory Designated Sites, NNRs or LNRs does not therefore preclude residential development on the site.

3.2 Non-Statutory Designated Sites

The Local biological Records Centre (NEYEDC) identified the presence of a SINC1 on the west side of a dismantled railway approximately 1.2km to the southeast of the site (SINC SE39-02). Aerial imagery shows ponds, dense and scattered scrub, and grassland within the SINC boundary. No public rights of way serve SINC SE39-02 and it is considered that this, and the distance of the SINC from the site, mean that residential development on the site will not result in additional recreational pressure or negative impacts on SINC SE39-02. There are no other SINCs within 2km of the site.

The proximity of the site to Non-statutory Designated Sites does not therefore preclude residential development on the site.

1 Site of importance for Nature Conservation

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Land West of Boroughbridge Rd, Romanby. Ecology Overview

3.3 Priority Habitats

Ancient Semi-Natural Woodland The nearest area of ancient semi natural woodland is Sigston Wood which is 5.9km to the east as shown in Fig 2 However, the distance between the site and this woodland means that it is not accessible by foot directly from the site. Therefore residential development on the site would not result in a significant increase in recreational pressures on Sigston Woods.

The proximity of the site to Ancient Semi-Natural Woodland Sites does not therefore preclude residential development on the site.

3.4 Historic Records of Protected or Notable Species

The data search return provided by NEYEDC in 2017 provided very limited data and only included the four records of protected and notable species within 2km of the site set out in Table 1. None of these is within the site boundary. Table 1. Historic Records of Protected and Notable Species within 2km Scientific Common Taxonomic Grid Observation Dated Name Name group Reference Type Tyria Cinnabar jacobaeae moth insect - moth SE3694 24/07/2010 field record Erinaceus terrestrial europaeus Hedgehog mammal SE3594 15/05/2002 dead on road Erinaceus terrestrial europaeus Hedgehog mammal SE3792 15/05/2002 dead on road Pipistrellus Common terrestrial pipistrellus Pipistrelle mammal SE3656593157 07/07/2014 None

Historic records of protected or notable species within the vicinity of the site do not therefore preclude residential development on the site.

3.5 Ecological Features on Site Identified by Survey

The predominant habitat type within the site is arable land. The site itself is approximately 7Ha in size and is the northern part of a single arable field which is approximately 18Ha in size in total and planted with cereals (in both 2017 and 2019).

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Land West of Boroughbridge Rd, Romanby. Ecology Overview

View of Site (looking north/northwest towards houses on northern boundary)

The field itself is of limited ecological value with the exception of the habitat it provides for Brown hare and for ground nesting birds (See Section 4 below). The site is bounded to the north by the boundary hedges of the gardens of the houses to the north. These are of varied species ranging from hawthorn dominated species-poor sections reminiscent of agricultural hedges to ornamental laurel sections and Leyland cypress.

The eastern boundary of the site is bounded by a farm hedgerow which has Hawthorn, Hazel, Blackthorn, Field maple, Ash, Elder, and Sycamore within a 30m section along with hedgerow tees (Sycamore) and an associated (dry) ditch and which therefore categorises as Important under the criteria set out in the Hedgerow Regulations 1997.

The southern boundary of the site is not defined by any boundary feature. The bat surveys carried out have identified that the northern and eastern boundary hedges on the site are used as foraging areas and commuting routes by bats though the range of bat species present is limited to locally common species including Common pipistrelle, Soprano pipistrelle, and occasional use by Myotis species.

There are no bat roosts on site.

The bird surveys carried out have identified that the northern and eastern boundary hedges on the site provide nesting habitat used by a range of scrub and tree nesting bird species and the central arable field is used by ground nesting bird species.

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Land West of Boroughbridge Rd, Romanby. Ecology Overview

The important ecological receptors2 identified on site are therefore:

• The Important hedgerow on the eastern boundary of the site. • The nesting habitat provided by the boundary hedgerows and the bird species nesting there. • The nesting habitat provided by the arable field areas and the ground-nesting bird species nesting there. • The bat foraging areas and commuting routes on the eastern and northern boundaries of the site and the bat species using them. • Brown hares using the arable field area

2 Ecological receptor: a species, habitat, ecological feature or designated site that could receive impacts as a result of a proposal

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Land West of Boroughbridge Rd, Romanby. Ecology Overview

4.0 Potential Ecological Impacts and Avoidance, Mitigation or Compensation Options

Potential negative impacts on the important ecological receptors identified above are set out in table ?? below along with the means by which those impacts can be avoided, mitigated or compensated for.

Table 2. Potential Impacts and Avoidance, Mitigation, and Compensation Options. Potential Negative Impact Potential Avoidance, Mitigation or Compensation Options

Loss of Important hedgerow on the AVOID: Retain hedgerow. (This has already been eastern boundary of the site implemented within the scheme proposal – See IDPartnership Northern Sketch Site Layout)

Loss of bird nesting habitat in AVOID: Retain hedgerows. (This has already been hedgerows on site boundaries implemented within the scheme proposal – See IDPartnership Northern Sketch Site Layout)

Increased predation of scrub and tree MITIGATE: Retain existing hedgerows and increase nesting bird species by domestic pets availability of nesting habitat by appropriate scrub and tree planting within landscape design. (This has already been implemented within the scheme proposal – See IDPartnership Northern Sketch Site Layout)

Loss of bird nesting habitat for ground- As with all residential development on greenfield sites nesting species. (including the North Northallerton Scheme) it is not possible to avoid loss of ground nesting bird habitat due to residential development.

While the loss of approximately 7Ha of arable field habitat at this site is not considered significant in the context of the availability of large areas of similar habitat to the south, south east and west of the site, negative impacts could be compensated for off-site if required by the LPA. (COMPENSATE)

Potential options include supporting sympathetic land management for this species at other sites within Hambleton District/North Yorkshire; partnership working with, or financial support of, conservation organisations to enable sympathetic land management for this species on their existing sites or for purchase of additional land to facilitate this; direct land purchase.

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Increased predation of ground-nesting As with all residential development on greenfield sites bird species in adjacent (off-site) fields (including the North Northallerton Scheme) it is not by domestic pets. possible to avoid or fully mitigate increased predation of ground-nesting bird species in adjacent (off-site) areas by domestic pets.

However, negative impacts could be compensated for off-site if required by the LPA. (COMPENSATE)

Potential options include supporting sympathetic land management for ground-nesting birds at other sites within Hambleton District/North Yorkshire; partnership working with, or financial support of, conservation organisations to enable sympathetic land management for ground-nesting birds on their existing sites or for purchase of additional land to facilitate this; direct land purchase.

Loss of bat foraging habitat and AVOID: Retain hedgerow. (This has already been commuting routes on the eastern and implemented within the scheme proposal – See northern boundaries of the site. IDPartnership Northern Sketch Site Layout)

Disturbance to bat foraging habitat and AVOID: By the use of buffer planting (This has already commuting routes on the eastern and been implemented within the scheme proposal – See northern boundaries of the site due to IDPartnership Northern Sketch Site Layout). increased lighting, potentially leading to abandonment AVOID: By the use of a bat-sensitive lighting scheme in accordance with the guidance in ILP Guidance Note 08/18, Bats and Artificial Lighting in the UK. Bats and the Built Environment Series. ILP/BCT 2018.

Loss of arable field habitat suitable for As with all residential development on greenfield sites supporting Brown hares. (including the North Northallerton Scheme) it is not possible to avoid loss of habitat suitable for supporting Brown hares.

Potential options include supporting sympathetic land management for this species at other sites within Hambleton District/North Yorkshire; partnership working

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Land West of Boroughbridge Rd, Romanby. Ecology Overview

with, or financial support of, conservation organisations to enable sympathetic land management for this species on their existing sites or for purchase of additional land to facilitate this; direct land purchase.

Increased predation and disturbance As with all residential development on greenfield sites (preventing breeding) of Brown hares in (including the North Northallerton Scheme) it is not adjacent (off-site) fields by domestic possible to avoid or fully mitigate increased predation pets. and disturbance of ground mammals in adjacent (off- site) area by domestic pets.

However, negative impacts could be compensated for off-site if required by the LPA. (COMPENSATE)

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Land West of Boroughbridge Rd, Romanby. Ecology Overview

5.0 Opportunities for Biodiversity Enhancement

Residential development on the site provides the following opportunities for biodiversity enhancement:

• Increased diversity of plant species in areas of the site where monoculture arable crop is replaced by landscape planting of locally appropriate native species. Associated increase in invertebrate diversity • Increased availability of nesting habitat for scrub and tree nesting bird species where monoculture arable crop is replaced by landscape planting of locally appropriate native species of trees and shrubs. • Potential for increased availability of nesting opportunities for hole-nesting species of birds by incorporation of bird nesting features within buildings on site. It is anticipated that the LPA would require bird nesting provision to be incorporated into a proportion of the buildings on site. • Potential for increased availability of bat roost opportunities within the local area by incorporation of bat roost features within buildings on site. It is anticipated that the LPA would require bat roost features to be incorporated into a proportion of the buildings on site.

6.0 Summary and Conclusions

The site is of relatively limited ecological value as the majority of the site area consists of intensively managed arable land.

Valuable ecological features present on the site have been identified by desk study and site surveys including Phase 2 surveys for bats and breeding birds.

Where important ecological features could be impacted by residential development, negative impacts on these features can be adequately avoided, mitigated or compensated for.

Some impact avoidance and on-site mitigation measures have already been incorporated into the Sketch Site Design produced by IDPartnership Northern, demonstrating their deliverability. Others can only be finalised at the detailed design stage of any residential scheme (e.g. a bat-sensitive lighting scheme)

It is not possible to avoid or adequately mitigate some impacts (on ground nesting birds and Brown hare) by on-site measures. However, this is common to all sites in the district where residential development is proposed on greenfield sites, including the North Northallerton scheme (where there is currently a resolution to grant planning permission for a mixed-use scheme). Where impacts at the site cannot be avoided or adequately mitigated for by on-site measures, they can be compensated for by off-site measures.

There are therefore no ecology or biodiversity issues that make residential development on the site undeliverable.

Residential development on the site does also provide some opportunities for biodiversity enhancement as set out in Section 5 above.

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Appendix A – Figures

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Legend: Site

Fig 1: Site Location

Project: Land West of Boroughbridge Road, Romanby. Ecology Overview

Client: Cecil M Yuill/ Miller Homes

Date: 13/919 Revision: 1

Legend: Site SSSI Impact Risk Zone Special Protection Area Special Area of Conservation SSSI National Nature Reserve Local Nature Reserve Ancient Woodland

Fig 2: Site Proximity to Statutory and Non-Statutory Designated Sites

Project: Land West of Boroughbridge Road, Romanby. Ecology Overview

Client: Cecil M Yuill/ Miller Homes

Date: 13/9/19 Revision: 1

Scale: 1:225000 @ A4

Land West of Boroughbridge Road, Romanby

Transport Appraisal Client: Cecil M Yuill Ltd and Miller Homes

i-Transport Ref: JW/VE/ITM15354-001A R

Date: 17 September 2019

i-Transport – Basingstoke | London | Manchester | Leeds www.i-transport.co.uk

Land West of Boroughbridge Road, Romanby

Transport Appraisal

Client: Cecil M Yuill Ltd and Miller Homes

i-Transport Ref: JW/VE/ITM15354-001A R

Date: 17 September 2019

i-Transport LLP Centurion House 129 Deansgate Manchester M3 3WR

Tel: 0161 830 2172 Fax: 0161 830 2173

www.i-transport.co.uk

COPYRIGHT The contents of this document must not be copied or reproduced in whole or in part without the written consent of i-Transport LLP

Quality Management

Report No. Comments Date Author Authorised ITM15354-001 R Draft 13/09/19 Jon Wilkinson Vanessa Eggleston ITM15354-001A R Final 17/09/19 Jon Wilkinson Vanessa Eggleston

File Ref: Z:\Projects\15354ITM Newsham Grange, Romanby\Admin\Report and Tech Notes\ITM15354-001A R Transport Appraisal.docx

Land West of Boroughbridge Road, Romanby Transport Appraisal

Contents

SECTION 1 Introduction 1 SECTION 2 Transport Policy Context 3 SECTION 3 Development Proposals 9 SECTION 4 Sustainability and Accessibility 13 SECTION 5 Development Traffic Flows and Assessment of Potential Impacts 20 SECTION 6 Summary and Conclusions 27

Figures

FIGURE 3.1 Site Location Plan FIGURE 4.1 Walking Catchment FIGURE 4.2 Cycling Catchment FIGURE 4.3 Key Facilities Plan

Appendices

APPENDIX A. Indicative Masterplan APPENDIX B. Site Access Plan APPENDIX C. TRICS Outputs APPENDIX D. Development Trip Distribution APPENDIX E. Development Traffic Flows APPENDIX F. Site Access Capacity Assessment

Date: 17 September 2019 Ref: JW/VE/ITM15354-001A R Land West of Boroughbridge Road, Romanby Transport Appraisal

SECTION 1 Introduction

1.1 Local Plan Review

1.1.1 Hambleton District Council (HDC) is currently undertaking a review of its Local Plan which will guide development in the District to 2035. The Council has now prepared its Publication Draft Local Plan (PDLP) and has launched a consultation on the document.

1.1.2 HDC’s consultation document, dated July 2019, includes a long term vision for the Borough, objectives and strategic policies that reflect the Council’s corporate ambitions. The PDLP also sets out details of sites it proposes for allocation to deliver the Council’s development strategy up to 2035.

1.1.3 The period for comments will run from 30 July 2019 and close on 17 September 2019 and this Transport Appraisal is submitted in response to the Council’s consultation on the PDLP.

1.2 Cecil M Yuill Ltd and Miller Homes Land Interests

1.2.1 Cecil M Yuill Ltd, as land owner, and Miller Homes, as house builder, have interest in land at to the west of the A167 Boroughbridge Road. Following an initial masterplan exercise, the site is considered capable of delivering a residential development comprising c.100 new dwellings, accessed via the A167 Boroughbridge Road.

1.2.2 This appraisal demonstrates that the site could provide a sustainable residential development, located close to existing facilities and services in Romanby and Northallerton, and close to sustainable transport networks offering good linkages to the town centre.

1.3 Report Structure

1.3.1 This transport appraisal considers the key transport and highways related aspects of the sustainable development proposals.

1.3.2 The background to the consideration of sites by HDC and the overall policy position, focussing on transport, is set out in Section 2. Section 3 explains the development proposals. The key ‘tests’ of the National Planning Policy Framework (NPPF) paragraphs 108 and 109 are then considered: Section 4 shows that the site will be accessible and sustainable; Section 5 outlines

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the broad scale of traffic impacts and demonstrates that a safe and satisfactory access can be provided to the site.

1.3.3 This report concludes that the proposed residential development would represent a sustainable development within the context of the NPPF and would assist in the delivery of the Borough’s housing needs.

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SECTION 2 Transport Policy Context

2.1 Introduction

2.1.1 This section considers both national and local policy related to transport and development and, in particular, how this frames the consideration of development proposals at the plan-making stage of the planning process

2.2 National Planning Policy Framework (NPPF) – February 2019

2.2.1 The Government published its replacement National Planning Policy Framework (NPPF) on 24 July 2018, with this updated in February 2019.

2.2.2 Paragraph 11 of the NPPF sets out the presumption in favour of sustainable development noting that at plan-making stage, local planning authorities should positively seek opportunities to meet the development needs of an area

2.2.3 The specific transport policies of the Framework are contained within Chapter 9.

2.2.4 Paragraph 102 of the NPPF emphasises the need to consider transport issues from the earliest stages of plan-making and development proposals, so that:

“a) the potential impacts of development on transport networks can be addressed;

b) opportunities from existing or proposed transport infrastructure, and changing transport technology and usage, are realised – for example in relation to the scale, location or density of development that can be accommodated;

c) opportunities to promote walking, cycling and public transport use are identified and pursued;

d) the environmental impacts of traffic and transport infrastructure can be identified, assessed and taken into account - including appropriate opportunities for avoiding and mitigating any adverse effects, and for net environmental gains; and

e) patterns of movement, streets, parking and other transport considerations are integral to the design of schemes, and contribute to making high quality places.”

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2.2.5 Paragraph 103 notes that:

“The planning system should actively manage patterns of growth in support of these objectives. Significant development should be focussed on locations which are or can be made sustainable, through limiting the need to travel and offering a genuine choice of travel modes. This can help reduce congestion and emissions and improve air quality and public health. However, opportunities to maximise sustainable transport solutions will vary between urban and rural areas, and this should be taken into account in both plan-making and decision-making.”

2.2.6 Paragraph 104 sets out important principles of planning policies, noting these should (amongst others):

“a) support an approximate mix of uses across an area, and within larger scale sites, to minimise the number and length of journeys needed for employment, shopping, leisure, education and other activities;

b) be prepared with the active involvement of local highways authorities, other transport infrastructure providers and operators and neighbouring councils, so that strategies and investments for supporting sustainable transport and development patterns are aligned;

c) identify and protect, where there is robust evidence, sites and routes which could be critical in developing infrastructure to widen transport choice and realise opportunities for large scale development;

d) provide for high quality walking and cycling networks and supporting facilities such as cycle parking drawing on Local Cycling and Walking Infrastructure Plans);”

2.2.7 Paragraph 108 sets out the key ‘tests’ for the consideration of the transport aspects of development, stating that:

“In assessing sites that may be allocated for development in plans, or specific applications for development, it should be ensured that:

a) Appropriate opportunities to promote sustainable transport modes can be – or have been – taken up, given the type of development and its location;

b) safe and suitable access to the site can be achieved for all users; and

c) any significant impacts from the development on the transport network (in terms of capacity and congestion), or on highway safety, can be cost effectively mitigated to an acceptable degree.”

2.2.8 Importantly, paragraph 109 goes on to state that:

“Development should only be prevented or refused on highways grounds if there would be unacceptable impact on highway safety, or the residual cumulative impacts on the road network would be severe.”

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2.2.9 Paragraph 110 notes that applications (and by extension development schemes) should:

“a) give priority first to pedestrian and cycle movements, both within the scheme and with neighbouring areas; and second – so far as is possible – to facilitating access to high quality public transport, with layouts that maximise the catchment area for bus and other public transport services, and appropriate facilities that encourage public transport use;

b) address the needs of people with disabilities and reduced mobility in relation to all modes of transport;

c) create places that are safe, secure and attractive – which minimise the scope for conflicts between pedestrians, cyclists and vehicles, avoid unnecessary street clutter, and respond to local character and design standards;

d) allow for the efficient delivery of goods, and access by service and emergency vehicles; and

e) be designed to enable charging of plug-in and other ultra-low emission vehicles in safe, accessible and convenient locations.”

2.2.10 This transport appraisal will demonstrate that the proposals will facilitate and maximise the use of sustainable travel modes. This report includes details on the sustainability of the site, proposed access arrangements and traffic impacts.

2.2.11 Planning Practice Guidance (PPG) sets out further guidance on how the policies in the Framework should be applied and this has been considered in the preparation of this transport appraisal.

2.3 Hambleton Local Plan

2.3.1 Hambleton District Council (HDC) is in the process of preparing its Local Plan, setting out the vision and objectives for the Borough over the period to 2035. The Local Plan is currently at Publication Draft stage, which follows an earlier Preferred Options stage, and is supported by a suite of evidence-based documents.

2.3.2 These documents have been reviewed to establish the key transport policies and proposals relevant to the promotion of the land at Boroughbridge Road, Romanby.

Transport Related Issues (May 2016)

2.3.3 As part of the evidence base, HDC commissioned a study to consider the transport issues associated with the updating of the Local Plan, considering the development requirements of the District up to and including 2035.

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2.3.4 The Transport Related Issues document followed the release of an Issues and Options Consultation of the Local Plan (February 2016) and considered a series of options for the allocation of development across the District. The Council’s study considered the transport implications associated with each option and the resultant report, prepared by WSP Parsons Brinckerhoff was published in May 2016.

2.3.5 The study considered a number of Local Plan spatial development scenarios and concluded that a dispersed approach of some nature would be preferable in terms of potential impact on the strategic transport network and the detailed accessibility appraisal concluded that Northallerton, Thirsk and Bedale are the preferred locations in terms of the promotion of sustainable development. Indeed, the study identified Northallerton as the most accessible of the key service centres in the Borough by “a significant margin”, based on an appraisal of the accessibility of the town to transport corridors, public transport services and facilities including education, retail and employment.

Preferred Options Consultation (October 2016)

2.3.6 Following its Issues and Options stage, the Council published its ‘Local Plan Preferred Options Consultation’ report for Hambleton, dated October 2016.

2.3.7 The Preferred Options report set out details of preferred sites proposed for allocation, setting out why sites were considered suitable for consideration and why other sites had been discounted. The Preferred Options report proposed a number of residential sites within Romanby and Northallerton.

2.3.8 The Preferred Options report identified the site west of Boroughbridge Road, Romanby as a preferred site for allocation, identifying a potential capacity of 100 dwellings as a “part preferred site”, with up to 85 additional dwellings possible on the site (Site Ref. N/123/005). Access was noted as being possible from the A167 Boroughbridge Road in the report. The Council has therefore previously confirmed that the site would represent a sustainable location for residential development.

2.3.9 The current proposals for the site therefore accord with the Council’s assessment of the site, delivering c.100 dwellings on the site, with access taken from the A167 Boroughbridge Road.

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Hambleton Local Plan Publication Draft

2.3.10 HDC has now prepared the ‘Publication Draft Local Plan’ (PDLP) document, produced in July 2019, and the document has been released for consultation.

2.3.11 The PDLP document now includes a single proposed residential allocation in the Northallerton and Romanby area at Winton Road. This proposed allocation site comprises 840 dwellings, of which 200 dwellings are already committed.

2.3.12 Additional sites are proposed for allocation for employment, retail and recreation within Northallerton and Romanby in the PDLP.

2.3.13 The PDLP consultation document does not include the proposed Land West of Boroughbridge Road development site as a proposed residential allocation. In its updated assessment of the earlier proposed site allocations, the Council has discounted the proposed Boroughbridge Road site on the basis that it would require two points of access.

2.3.14 However, as set out in this report, the development of a site of c.100 dwellings could be adequately served by a single point of access. The proposals for the site include a single vehicular access onto Boroughbridge Road, with a separate pedestrian access, and a second pedestrian / cycle / emergency vehicle access to the west of the site onto Ainderby Road / Lees Lane.

2.3.15 The PDLP also notes that with regard to transport and accessibility, junction improvements may be required as a result of the allocations proposed in the Plan. However, the scale and nature of these improvements has not been identified and the Council notes that North Yorkshire County Council (NYCC) will need to conduct detailed modelling of the local road network to determine any potential requirements. It is noted that any such requirements would be incorporated within a review of the Plan, no more than five years from the date of its adoption.

2.3.16 The Plan also notes that the use of sustainable transport modes should be supported, with opportunities provided for people to use public transport, walking and cycling. As set out later in this report, the proposals for Land West of Boroughbridge Road are well located in terms of access to key services and facilities and will encompass a range of sustainable travel measures, promoting the use of walking, cycling and public transport.

2.3.17 This document demonstrates that the proposed development on Land West of Boroughbridge Road, Romanby would provide a sustainable residential development, consistent with the

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Council’s earlier appraisal of the development site, the site can be adequately accessed from a single point of access and that the development site would not have a significant impact upon the surrounding highway network.

2.3.18 This report concludes that a development of c.100 dwellings on the site could assist in the District’s delivery of housing, in a manner consistent with the principles of the NPPF and the aims and objectives of the Local Plan.

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SECTION 3 Development Proposals

3.1 Site Location

3.1.1 The site is located to the south-west of the built development of Romanby and Northallerton. The location of the site is shown on Figure 3.1.

Figure 3.1: Site Location Plan

3.1.2 Given its position, the site is well related to the settlements of Romanby and Northallerton. The site is bounded by residential dwellings accessed from the A684 Lees Lane to the north, the A167 Boroughbridge Road to the east and open fields to the south and west.

3.1.3 The proposed development site is c.5.5 hectares in size and currently comprises agricultural land.

3.1.4 The A167 Boroughbridge Road is c.6m in width along the site frontage and is subject to a 30mph speed limit for the majority of the site frontage. The speed limit changes from 30mph to 60mph (national speed limit) along the site frontage, c.170m to the south of the A167 / A684 roundabout).

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3.2 Proposed Development

3.2.1 Masterplanning for the proposed development is currently underway, with the current illustrative masterplan presented in Appendix A. The site is expected to comprise c.100 dwellings, with access onto the A167 Boroughbridge Road and an additional pedestrian / cycle / emergency vehicle connection to A684 Lees Lane.

3.2.2 The development will include a mix of dwellings and will incorporate affordable housing provision. The development will incorporate parking provision for residents and visitors, taking account of the opportunities available for sustainable travel amongst future residents of the site.

3.2.3 The site is proposed to provide vehicular access from the A167 Boroughbridge Road, approximately in the centre of the site frontage, c.120m south of the A167 / A684 roundabout.

3.2.4 The proposed development will be set back from Boroughbridge Road, with an area of green space located adjacent to the existing highway. The proposed development will then be arranged around a central area of greenspace, with appropriate landscaping provided between the development and the existing dwellings to the north, and also along the southern boundary of the site.

3.2.5 The design and layout of internal roads within the site will focus on creating street and place design, with pedestrians and cyclists having priority. Street design will follow the principles of MfS and ‘Living Streets’. Speed limits will be low with an appropriate hierarchy developed, making it the norm to travel slowly within the site, which will also be designed for the mobility impaired with account taken of ‘Inclusive Mobility’ requirements.

3.2.6 The development will include a mix of dwellings and will incorporate affordable housing provision.

3.2.7 The development masterplan also includes an additional pedestrian / cycle and emergency vehicle access to the rear of the site onto Ainderby Road / Lees Lane. As set out later in this report, this access provides ease of access to the existing bus services that pass along Lees Lane / Ainderby Road to the north-west of the site and to additional facilities within Romanby, promoting good connectivity and permeability for pedestrians and cyclists.

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3.2.8 Based on the above it is considered that the design philosophy of the masterplan will encourage sustainable travel with local trip making, contributing to the site forming sustainable development in the context of the NPPF.

3.3 Proposed Access Arrangements

3.3.1 As outlined above, the development is proposed to be served via a single point of access onto the A167 Boroughbridge Road, on the eastern boundary of the site.

3.3.2 Whilst the Department for Transport’s Manual for Streets (MfS) document, which sets out the principles for street design, has moved away from a number-driven approach when determining the number of accesses required to serve a potential scale of development, for a development of c.100 dwellings a single point of access is considered acceptable to deliver a safe and satisfactory means of access to the site.

3.3.3 MfS indicates that a carriageway width of 5.5m can accommodate two large goods vehicles passing each other. Given the residential nature of the site and the very low levels of large goods vehicles expected to use the site, an access width of 5.5m is considered appropriate to serve the proposed scale of development.

3.3.4 Footway provision will be provided from the A167 Boroughbridge Road to the north-eastern corner of the site, through the proposed area of green space, as shown on the masterplan. The proposed footway delivers a segregated pedestrian access into the site, away from the vehicular access, and on the key pedestrian desire line, up to the point of the first dwellings within the site. The principle of separating pedestrian provision from the highway is considered acceptable within the Council’s residential design guidance (dated 1998).

3.3.5 The proposed footway will run along the northern side of the proposed access road, again reflecting key pedestrian desire lines into and out of the site. Once within the site, footways will be provided on both sides of the internal access road.

3.3.6 Pedestrian crossing locations, in the form of dropped kerbs with tactile paving as required, will be provided within the site to allow safe crossing of the internal road to access the dwellings and footway provision to the south of the carriageway. The potential access arrangement is presented in i-Transport Drawing No. ITM15354-GA-001 Rev A, in Appendix B. The capacity of the proposed access is considered in Section 5.4 of this report.

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3.3.7 The visibility requirements at the access are for splays of 43m, based upon the current speed limit along the A167 within the vicinity of the access, in line with the MfS guidance, with a minor arm setback of 2.4m. The visibility splays are presented in i-Transport Drg. ITM15354-GA-001 Rev A, in Appendix B, and demonstrate that the visibility splay requirements can be accommodated within the existing verge along the A167 and also that the splays are contained within the extent of the 30mph section of the A167 Boroughbridge Road.

3.3.8 The proposed development will provide a new footway connection from the site onto the A167 Boroughbridge Road via the proposed area of green space as outlined above, with the existing footway between this connection and the A167 / A684 roundabout widened to 2.0m as part of the development scheme.

3.3.9 As outlined above, an additional pedestrian / cycle / emergency vehicle connection from the site to the A684 Lees Lane via Ainderby Road, to the north west of the site, will also be provided.

3.3.10 North Yorkshire County Council has a Residential Design Guide, prepared in 1998, pre-dating MfS and other current guidance. Notwithstanding this, the Council’s guidance notes that carriageway widths of 5.5m, with 2m footways is an appropriate level of provision for a development of c.100 dwellings. The Council’s guidance also notes that access roads should be aligned perpendicular to the major road at junctions and also that the proposed design speed for internal residential roads should be 20mph.

3.3.11 The proposed access therefore accords with the principles set out in the NPPF and with the Council’s guidance and will provide a safe and satisfactory means of access to the site.

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SECTION 4 Sustainability and Accessibility

4.1 Introduction

4.1.1 As outlined above, the NPPF and the draft Local Plan advocate the development of sites which have good access to key services and facilities and which promote the use of sustainable travel modes. This section of the report provides an audit of the existing walking, cycling and public transport facilities within the vicinity of the site.

Active Travel

Walking

4.1.2 A narrow, largely unsurfaced and overgrown, footway is present along the western side of the A167 Boroughbridge Road. This footway extends along the site frontage up to the existing field access, with a grass verge between the footway and the carriageway. There are no footways present south of the existing field access or to the east of the A167 Boroughbridge Road.

4.1.3 The existing footway is relatively narrow along the site frontage at c.1.0m, but increases in width to c.1.8m north of the site towards the A167 / A684 roundabout. Street lighting is provided along the length of the site frontage and to the A167 / A684 roundabout.

4.1.4 Uncontrolled pedestrian crossing facilities are provided on the A684 Lees Lane arm and the northern A167 Boroughbridge Road arm of the A167 / A684 roundabout. These facilities connect into the wider footway network, providing connections to the surrounding residential areas in Romanby and Northallerton town centre. Footway provision to the north of the A167 / A684 roundabout towards facilities in Romanby and Northallerton are present on both sides of the carriageway and are of an appropriate width.

4.1.5 The Institute of Highways and Transportation’s (IHT) guidance document, ‘Providing for Journeys on Foot’ (2000), states that “walking accounts for over a quarter of all journeys and four fifths of journeys less than one mile”. This guidance also suggests an acceptable walking distance of up to 2km for a range of journey purposes, including commuting and walking to school. Figure 4.1 below illustrates 1km (10-15 minutes’ walk) and 2km (20-30 minutes’ walk) walking catchments from the site.

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Figure 4.1: Walking Catchment

4.1.6 This shows that the majority of Romanby is within 1km of the site, and parts of Northallerton are within 2km, including Northallerton railway station and the edge of the town centre.

4.1.7 It is proposed that the existing footway between the footway connection into the north-eastern corner of the site and the A167 / A684 roundabout be widened to 2.0m in width and an additional pedestrian access to the site will also be provided to the north west of the site to the A684 Lees Lane to help promote walking to local facilities from the site.

Cycling

4.1.8 There is no dedicated cycling infrastructure within the immediate vicinity of the site.

4.1.9 In terms of cycle distances, DfT Local Transport note 2/08 ‘Cycle Infrastructure Design’ notes that many utility cycle journeys are under three miles (c.5km) but that for commuter journeys a trip distance over 5 miles (c.8km) is not uncommon. Figure 4.2 below illustrates a 5km cycling catchment from the site, considered to represent an acceptable cycling distance.

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Figure 4.2: Cycling Catchment

4.1.10 This figure shows that all of Romanby and Northallerton, along with a few village in the area, are within 5km of the site.

4.1.11 Details of the existing cycling environment will be investigated in detail at the planning application stage and, where necessary, any potential improvements implemented in line with development coming forward.

Public Transport

Bus

4.1.12 The nearest existing bus stops to the site are located on the A167 Boroughbridge Road and Harewood Lane, north of the A167 / A684 roundabout and also on Ainderby Road, to the north- west of the site.

4.1.13 It is proposed to provide a pedestrian connection to the north west of the site onto Ainderby Road / A684 Lees Lane, which would bring the walking distance to the Ainderby Road bus stops from the centre of the developed site to c.350m, equivalent to a c.4 minute walk. The northbound bus stop on Ainderby Road provides a bus shelter.

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4.1.14 The northbound bus stop on the A167 Boroughbridge Road also provides a bus shelter, while the other bus stops in the area are all flagpole stops. The bus stops on the A167 are located c.500m north of the proposed site access, equivalent to a c.6-minute walk.

4.1.15 These bus stops on the A167 Boroughbridge Road, Harewood Lane and Ainderby Road are served by a number of bus buses travelling to Northallerton, including the town centre, and Bedale, with a c.30 minute frequency on a typical day (Monday to Saturday). The existing bus route is illustrated on Figure 4.3 below.

4.1.16 The proximity and frequency of buses to the site has the potential to encourage residents to travel by bus to/from the site.

Rail

4.1.17 Northallerton railway station is located c.1km north of the site access and can be accessed by foot or by cycling via the A167 Boroughbridge Road. A summary of the train timetables which stop at the Northallerton railway station is presented in Table 4.1.

Table 4.1: Rail Frequency to Destinations – Northallerton Station

Frequency (No. of Trains)

Monday - Friday Route/Destinations Saturday Sunday AM Peak PM Peak (0700-1900) (0700-1900) (0700-1000) (1600-1900)

Northallerton - Newcastle 6 6 23 14

Northallerton - Middlesbrough 2 3 13 7

Northallerton – London Kings Cross 4 4 12 10

Northallerton – Manchester Airport 3 4 16 9

Northallerton – Liverpool Lime Street 2 3 10 10

Northallerton – Glasgow 0 1 0 1

4.1.18 Northallerton railway station is therefore considered to provide good connections to a number of destinations, with an average of two services per hour to Newcastle and an hourly service to Middlesbrough, London and Manchester.

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4.1.19 The proximity of the site to Northallerton rail station, at c.1km away, and number of services to key destinations has the potential to encourage residents to use the rail station, particularly as a method of commuting to work and for retail / leisure trips.

Overview/Key Facilities

4.1.20 Figure 4.3 outlines the site location in relation to a number of key local facilities and services.

Figure 4.3: Key Facilities Plan

4.1.21 The distance from the site access to the key destinations in the local area are set out in Table 4.2 below.

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Table 4.2 Distance to Key Facilities

Use Name Distance1 and Mode Romanby Primary School 850m – Walk/Cycle Broomfield School 1.9km – Walk/Cycle Primary School Applegarth Primary School 1.8km – Walk/Cycle Alverton Community Primary School 3.2km – Bus/Cycle Secondary School Northallerton School & Sixth Form 2km – Walk/Bus/Cycle College Health Well Pharmacy 450m – Walk/Cycle Mayford House Surgery 450m – Walk/Cycle Orchard House Dental Care 1.1km – Walk/Cycle Mowbray House Surgery 1.4km – Walk/Cycle Friarage Hospital 2.5km – Bus/Cycle North Yorkshire Dental Care 2.4km Bus/Cycle Comfort Dental 2.4km Bus/Cycle Retail and Leisure Co-op Food 450m – Walk/Cycle Nisa Local/Esso Garage 780m – Walk/Cycle McColl’s/Post Office 1.1km Walk/Cycle Northallerton Library 1.7km – Walk/Cycle Northallerton Post Office 2km – Walk/Bus/Cycle Tesco Superstore 2km – Walk/Bus/Cycle Northallerton Town Centre 2km – Walk/Bus/Cycle Asda 2.4km – Bus/Cycle Sainsbury’s 2.6km – Bus/Cycle

1 Distances measured from the site access on the A167 Boroughbridge Road

Accessibility to Education

4.1.22 There are three primary schools within a 2km walk of the site, with the nearest school located 850m to the north of the site in Romanby. There are currently footways along the western side of the A167 Boroughbridge Road, with uncontrolled crossing facilities at the A167 / A684 roundabout. There is a very good prospect of trips to the primary schools being made on foot as data from the National Travel Survey shows that 82% of pupils walk to primary school, where the primary school is located within less than 1 mile (1.6km).

4.1.23 The site is c.2km from Northallerton School & Sixth Form College High School, located to the south east of Northallerton town centre and can be accessed via the A167 Boroughbridge Road, Racecourse Lane and Grammar School Lane. The National Travel Survey shows that 51% of

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pupils walk to secondary school, where the secondary school is between 1 and 2 miles (1.6- 3.2km)

4.1.24 The accessibility of the site to education facilities is therefore considered to be good.

Accessibility to Health Facilities

4.1.25 The nearest medical centre is Mayford House Surgery, with an associated Well pharmacy, located to the west of Boroughbridge Road, some 450m to the north of the site in Romanby. Friarage Hospital is located c.2.4km from the site, to the north east of Northallerton town centre. Existing bus service 73, which operates on a half hourly frequency, stops on High Street, c.400m walk from the Hospital.

4.1.26 The accessibility to local health facilities is therefore also considered to be good, with these catering for the needs of residents on the site.

Accessibility to Retail and Leisure Facilities

4.1.27 There are existing retail and leisure facilities in Romanby including local food stores (Co-op, Nisa ad McColl’s), community hall, leisure park, churches and public house. All of these facilities are within 2km (c.25minute walk) of the site and can therefore be easily accessed by walking or cycling.

4.1.28 Northallerton, including the town centre to the north east of the site provides additional shopping and leisure opportunities including three supermarkets, a wide range of shops, library, cafés / restaurants and a leisure centre.

4.1.29 These retail and leisure facilities can be accessed by a range of sustainable modes of travel. The accessibility of the site to the retail and leisure facilities is therefore also concluded to be good.

Summary

4.1.30 In conclusion, a range of facilities and services will be available locally within Romanby and Northallerton for future residents, within walking and/or cycling distance. Buses already serve Northallerton from the A167 Boroughbridge Road and Ainderby Road, and therefore provide a further choice of mode of travel.

4.1.31 It is therefore concluded that the site is sustainable and accessible via a range of travel modes and will therefore be in accordance with the NPPF policies and objectives for the Local Plan.

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SECTION 5 Development Traffic Flows and Assessment of Potential Impacts

5.1 Trip Generation

Trip generation rates for the proposed development have been derived from the TRICS database using the ‘Houses Privately Owned’ category for sites in Great Britain, between 50 and 250 dwellings. The trip generation rates and the resultant generated traffic flows are shown in Table 5.1 below for the morning and evening peak network hours, with the full outputs included in Appendix B.

Table 5.1: Trip Rates and Generation – Peak Hours (100 dwellings)

Peak Hour Direction Trip Rate (per No. Trips unit) Arrival 0.098 11 AM Peak Departure 0.332 33 Total 0.430 43 Arrival 0.300 30 PM Peak Departure 0.154 15 Total 0.454 45

The development could therefore be expected to generate c.40 - 45 vehicular trips in the peak network hours.

These development trips include all potential car journey purposes associated with the development in the network peak hours. TEMPro has been used to identify the potential journey purposes travelled by residents, based on the Middle Super Output Area (MSOA) Hambleton 004, which covers Northallerton and parts of Romanby. The trips by purpose for the morning and evening peak periods have been calculated, for the proportions at the end of Local Plan period (2035), with the results presented in Table 5.2.

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Table 5.2: Journey Purposes of Car Travel

Trip Purpose Proportion of Trips (Two-Way Trips) AM Peak Period PM Peak Period Work 54% (23) 34% (16) Employer’s business 7% (3) 5% (2) Education 6% (3) 2% (1) Shopping 16% (7) 18% (8) Personal business 9% (4) 9% (4) Recreation/Social 3% (2) 8% (4) Visiting friends/relatives 4% (2) 22% (10) Holiday/day trips 1% (0 1% (1) Total 100% 100%

5.1.4 Considering the above and the analysis presented earlier in this report related to facilities and services, there is clearly significant potential for many of the peak hour trips to be made locally and by active travel modes rather than the car e.g. to the nearby primary and secondary schools or local shops. In the AM and PM peak periods, 39% and 61% of trips respectively are made for reasons other than journeys to work or on employer’s business.

5.1.5 A Travel Plan would be produced to the support the development, which will primarily identify the delivery of ‘soft’ measures to encourage the use of sustainable modes amongst residents of the site, in preference to single-occupancy car trips.

5.1.6 The potential for the increased use of sustainable travel modes and the effects of the Travel Plan have not been taken into account within the following appraisal and therefore the traffic flows used in the assessment are concluded to be robust.

5.2 Trip Distribution and Assignment

5.2.1 The above total generated trips have been disaggregated by journey purpose and the distribution of each trip type considered as follows:

• Work: using census journey to work travel patterns.

• Employer’s business: distributed to the main towns and cities (e.g. 50% of trips are distributed to Northallerton town centre, reflecting current working patterns and likely destinations).

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• Education: distributed to primary (67% of school car trips) and secondary schools (33% of school car trips) within Northallerton and Romanby, with the schools nearest the site having the highest proportion of trips. This split in school related car trips is based on the trips to school by journey length from the National Travel Survey for school trips under 2 miles.

• Shopping: split 50/50 food and non-food (based on NTS) and then distributed to nearby supermarkets / shopping areas.

• Other purposes: distributed to the main towns and cities.

Journey to Work Distribution

The potential routes for journey to work car trips within Romanby and Northallerton and beyond have been derived using 2011 Census journey to work patterns from the local area, using the Hambleton 004 MSOA, which includes Northallerton and parts of Romanby.

Table 5.3 shows the general distribution of trips taken from the 2011 Census journey to work.

Table 5.3: 2011 Census Journey to Work Trip Distribution

Destination/District Proportion of Trips Northallerton Town Centre 42% Rest of Hambleton Borough 27% Harrogate 7% Middlesbrough 4% Richmondshire 4% Darlington 4% Stockton-on-Tees 3% Other 9% Total 100%

The site is well located to benefit from connections to the A1(M) via the A684 Lees Lane and trips to the south, via the A167 Boroughbridge Road, therefore avoiding journeys around Northallerton town centre.

The journey to work trips have been assigned to these destinations using the fastest routes based on Google mapping/journey time software. The resultant routing on the road network surrounding the site is presented in Table 5.4.

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Table 5.4: Journey to Work Route Assignment

Location Proportion AM Peak PM Peak (Two-way Trips) (Two-way Trips) Northallerton Town Centre 41.8% 10 6 A167 Boroughbridge Road (South) 17.2% 4 3 A684 (West) 14.6% 3 2 A684 Stokesley Road (North) 10.6% 2 2 A168 (South) 8.5% 2 1 A167 (North) 4.3% 1 1 B6271 Moor Lane 2.7% 1 0 Sandy Bank (East) 0.3% 0 0 Total 100.0% 23 16

5.2.6 A significant proportion of the journeys to work are locally based, with c.42% associated with trips to Northallerton town centre. With the location of the site and the sustainable modes of travel available, as well as the measures to be brought forward as part of the Travel Plan for the site, there is the potential for some of these trips to be taken by sustainable modes, therefore resulting in lower flows than those outlined above.

5.2.7 The details of the journey to work development traffic flow distribution on the local road network surrounding the site are given on Appendix C.

Other Journey Purpose Distribution

5.2.8 As set out above, the distribution for all other journey purposes are based on the scale and proximity of the destinations. The details of the remaining journey purpose trip distribution methodology are set out in Appendix C.

Trip Assignments

5.2.9 The traffic flows, by journey purpose, on the local road network generated by the proposed development are presented in Appendix D.

5.2.10 The development traffic flows across the wider highway network in and around Romanby and Northallerton show that traffic is spread around the highway network, reflecting the many routes and destinations available. The overall traffic flow assignment across the highway network is summarised in Table 5.5.

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Table 5.5: Overall Development Trip Assignment (Two-Way)

Location AM Peak PM Peak Northallerton Town Centre 18 21 A167 Boroughbridge Road (South) 7 8 A684 (West) 3 2 A684 Stokesley Road (North) 4 6 A168 (South) 2 2 A167 (North) 2 3 B6271 Moor Lane 1 0 Sandy Bank (East) 0 0 Other Local Destinations 6 3 Total 43 45

5.3 Development Impacts

5.3.1 On-site observations and an appraisal of background journey time data shows that the highway network within the vicinity of the site currently operates within its capacity.

5.3.2 The Draft Local Plan includes a number of key junctions within Northallerton and Romanby – these are largely the junctions around the town centre.

5.3.3 The Local Plan also notes that there is the potential need for improvements to be made to several junctions within Northallerton, both to accommodate future background traffic growth and also the traffic associated with proposed Local Plan allocations. However, as outlined in Section 2 of this report, the Council notes that the detailed traffic modelling required to determine the potential scale and location of any such improvements has not yet been conducted by NYCC and therefore the need for, scale of and delivery of such improvements is as yet undetermined.

5.3.4 Notwithstanding this, Table 5.6 below presents the expected additional traffic by the proposed development at each of the key junctions outlined in the Draft Local Plan and also the key junctions adjacent to the proposed development site.

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Table 5.6: Development Trip Assignment – Key Junctions (Total Inflow)

Junction Location AM Peak PM Peak Friarage Street / East Road / Bullamoor Road roundabout 4 6 A167 / A168 / B1333 / East Road roundabout 25 32 A167 / Darlington Road / B6271 Yafforth Road roundabout 2 3 High Street / Romanby Road signalised junction 21 24 Friarage Street / Brompton Road roundabout 4 6 A167 East Road / The Link junction 4 6 High Street / B1333 / Friarage Street roundabout 3 3 A167 Boroughbridge Road / A684 Lees Lane roundabout 36 38 A167 / Mill Lane / Racecourse Lane / Malpas Road 30 34 roundabout

5.3.5 Overall it is shown that the development would generate approximately one additional vehicle trip every two minutes at the local junctions between the site and Northallerton town centre, with fewer than 10 peak hour trips (i.e. one vehicle every six minutes) at junctions beyond.

5.3.6 It is therefore considered that the proposed development is not expected to have a significant impact, and certainly none which would be severe, across the surrounding highway network.

5.3.7 Further consideration will be given to the potential impacts of the proposals at the following junctions and locations within a Transport Assessment, as part of the subsequent preparation of a planning application for the development:

• A167 / A168 / B1333 / East Road roundabout

• High St (B1333)/ Romanby Road signalised junction

• A167 Boroughbridge Road / A684 Lees Lane roundabout

• A167 / Mill Lane / Racecourse Lane / Malpas Road roundabout; and

• Level crossing on the A167 Boroughbridge Road.

5.4 Capacity of Site Access

5.4.1 The capacity of the proposed site access junction has been assessed, based upon the expected development traffic generation outlined above and details of existing and forecast future background traffic levels on the adjacent A167 Boroughbridge Road.

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Background Traffic

5.4.2 Existing traffic flows, derived from a link count along the A167 Boroughbridge Road, have been obtained from available DfT data. This link count was carried out on Thursday 23rd May 2016 at a location c.2km south of the site and the resultant peak hour traffic flows are reproduced in Table 5.7 below.

Table 5.7: A167 Boroughbridge Road Link Count (Passenger Car Units)

Direction of Travel AM Peak PM Peak Northbound 207 258 Southbound 215 190

5.4.3 The 2016 traffic flows have been factored to 2035 traffic levels (consistent with the end of the Local Plan period), based upon traffic growth factors derived from TEMPro for the local area. The growth factors from 2016 to 2035 for Hambleton District are c.17% in each peak hour and these have been applied to the above traffic flows to derive future year baseline traffic levels on the A167.

Operational Capacity Assessment

5.4.4 The operation of the potential site access arrangement on the A167 Boroughbridge Road, shown on i-Transport Drg. 15354-GA-001 Rev A in Appendix B has been assessed using PICADY software. As above, the assessment has been conducted assuming 2035 traffic levels.

5.4.5 The expected development traffic has been used, based on the trip generation and assignments as presented in Section 5.2.

5.4.6 The results of the capacity assessment of the A167 Boroughbridge Road priority controlled site access T-junction are presented in Appendix F and summarised in the Table 5.7 below.

Table 5.7: Site Access Capacity Assessment Results – 2035 Traffic Flows

Movement AM Peak Hour PM Peak Hour Max RFC Max Queue Max RFC Max Queue Site Access 0.06 0 0.03 0 A167 (Southbound) 0.02 0 0.06 0

5.4.7 The assessment results demonstrate that the site access will operate comfortably within capacity.

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SECTION 6 Summary and Conclusions

6.1 Summary

6.1.1 This report has considered the transport and highways implication of land promoted by Cecil M Yuill Ltd and Miller Homes, capable of accommodating 100 new dwellings, accessed via the A167 Boroughbridge Road.

6.1.2 The site is being promoted for allocation within the emerging Hambleton District Local Plan – the Council is currently consulting upon the Publication Draft Local Plan document.

6.1.3 The proposed development site was previously proposed for allocation as a housing site within the Council’s Preferred Options Local Plan, with the Council concluding that the site would represent a sustainable location for residential development.

6.1.4 Within its consideration of sites to be proposed for allocation within the Local Plan Publication Draft, the Council has subsequently discounted the Boroughbridge Road site on the basis that it required two points of access to the site.

6.1.5 However, as detailed in this report a single point of access is considered appropriate for the size of development proposed and the proposals also include a pedestrian / cycle / emergency vehicle access to the north-west of the site. This report has demonstrated that the proposed access via Boroughbridge Road would provide an appropriate means of access to the site.

6.1.6 This report has considered the transport implications of the development of the site within the context of the three key ‘tests’ set out in the NPPF, namely to demonstrate that the site can be accessed safely and satisfactorily, that the site can be accessed by sustainable travel modes with good access to a range of key facilities, and that the impacts of the development-generated traffic would not be severe.

6.1.7 It has been demonstrated that Romanby and Northallerton have a range of facilities and services providing for day-to-day needs. These include facilities and services within walking distance of the site, including primary and secondary schools, local food stores, health facilities including a GP surgery, dentist and pharmacy, a post office and library. Frequent bus services are available to Northallerton and Bedale, serving stops close to the site. Northallerton rail station is c.1km to the north of the site with connections to a range of destinations including Newcastle,

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Middlesbrough, London and Manchester. It is concluded that the site is sustainably located, with good access to services by a range of travel modes.

6.1.8 A principal access to the site is proposed off the A167 Boroughbridge Road. A feasibility level design of the access has been produced and the capacity assessed, demonstrating that the proposed access will operate satisfactorily and well within its capacity. A pedestrian / cycle / emergency vehicle connection to the north west of the site onto Ainderby Road / A684 Lees Lane is also proposed. It is concluded that the site can be safely and satisfactorily accessed by all users.

6.1.9 An initial appraisal of the potential impacts of the development-generated traffic has shown that the impacts across the surrounding highway network would not be significant, with increases in traffic of c.one additional vehicle trip every two minutes across the network as a whole.

6.1.10 Many trips are destined locally, including Northallerton town centre, offering the potential for increased use of sustainable travel modes, and the location of the site to the south of the town, with access to the A167 and the A684 Lees Lane allowing traffic to bypass the town centre for trips to the west and the south.

6.2 Conclusions

6.2.1 The development of the site will fully accord with the NPPF objective related to sustainable travel, with opportunities for such modes to be taken up by residents at the site.

6.2.2 It is also concluded that satisfactory access can be provided in accordance with the NPPF. The development impact on the local road network has been assessed and demonstrates that the traffic impacts of development will not be severe, as set out in NPPF.

6.2.3 Overall, it is therefore concluded that the site on land west of Boroughbridge Road, Romanby is suitable for allocation within the Local Plan and will form a highly sustainable development.

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APPENDIX A. Indicative Masterplan

APPENDIX B. Site Access Plan

SITE BOUNDARY 2m FOOTWAY TO 70 A19/A684 ROUNDABOUT

2.4m x 43m VISIBILITY SPLAY

OPEN GREEN SPACE

FOR INTERAL LAYOUT SEE IDP Lodge DRAWING N81:2841 -001-D2

EXISTING SPEED LIMIT CHANGE 30/60mph

POTENTIAL TO REINFORCE 2.4m x 43m GATEWAY FEATURE AT VISIBILITY SPLAY 30 SPEED LIMIT CHANGE

SITE BOUNDARY

SCALE BAR @ 1:500

0 5 10 25 50 17.09.19A JB SITE ACCESS & FOOTWAY RELOCATED JW VE DRAWING ISSUED FOR FEASIBILITY CONSIDERATION AND PLANNING CLIENT: REPRODUCED FROM THE ORDNANCE PURPOSES ONLY. DRAWING NOT TO BE USED FOR CONSTRUCTION. REV DATE BY DESCRIPTION APDCHK SURVEY MAP WITH THE PERMISSION OF THE I-TRANSPORT LLP ACCEPT NO RESPONSIBILITY FOR ERRORS MADE BY CECIL M. YUILL LTD & MILLER HOMES CONTROLLER OF HER MAJESTY'S OTHERS IN SCALING FROM THIS DRAWING. MEASUREMENTS SHOULD BE STATUS: STATIONERY OFFICE. LICENCE No. 100044286. TAKEN FROM FIGURED DIMENSIONS ONLY. CDM REQUIREMENTS © CROWN COPYRIGHT RESERVED. CONSIDERED AT FEASIBILITY STAGE ONLY. FURTHER CONSIDERATION FOR INFORMATION REQUIRED BY DETAILED DESIGN TEAM. TITLE: DRAWN: CHECKED: APPROVED:

POTENTIAL ACCESS ARRANGMENTS JB JW JW

PROJECT No: SCALE @ A3: DATE:

PROJECT: ITM15354 1:500 09.09.19 Centurion House, 129 Deansgate Tel: 0161 830 2172 Manchester, M3 3WR NEWSHAM GRANGE, ROMANBY DRAWING No: REV:

www.i-transport.co.uk ITM15354-GA-001 A Z:\Projects\15354ITM Newsham Grange, Romanby\Tech\Acad\i-Transport Drawings\Working Drawings\GA\ITM15354-GA-001A.dwg Drawings\Working Romanby\Tech\Acad\i-Transport Newsham Grange, Z:\Projects\15354ITM

APPENDIX C. TRICS Outputs

Calculation Reference: AUDIT-236602-190905-0950 TRIP RATE CALCULATION SELECTION PARAMETERS:

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

Selected regions and areas: 02 SOUTH EAST SC SURREY 1 days WS WEST SUSSEX 3 days 04 EAST ANGLIA SF SUFFOLK 1 days 06 WEST MIDLANDS SH SHROPSHIRE 1 days ST STAFFORDSHIRE 1 days 07 YORKSHIRE & NORTH LINCOLNSHIRE SY SOUTH YORKSHIRE 1 days 09 NORTH DH DURHAM 1 days 11 SCOTLAND FA FALKIRK 1 days

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

Secondary Filtering selection:

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

Parameter: Number of dwellings Actual Range: 50 to 248 (units: ) Range Selected by User: 50 to 250 (units: )

Parking Spaces Range: All Surveys Included

Percentage of dwellings privately owned: All Surveys Included

Public Transport Provision: Selection by: Include all surveys

Date Range: 01/01/11 to 09/05/19

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

Selected survey days: Tuesday 1 days Wednesday 4 days Thursday 5 days

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

Selected survey types: Manual count 10 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) 4 Edge of Town 6

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

Selected Location Sub Categories: Residential Zone 10

This data displays the number of surveys per location sub-category within the selected set. The location sub-categories consist of Commercial Zone, Industrial Zone, Development Zone, Residential Zone, Retail Zone, Built-Up Zone, Village, Out of Town, High Street and No Sub Category. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Thursday 05/09/19 Page 2 i-Transport LLP Deansgate Manchester Licence No: 236602

Secondary Filtering selection:

Use Class: C 3 10 days

This data displays the number of surveys per Use Class classification within the selected set. The Use Classes Order 2005 has been used for this purpose, which can be found within the Library module of TRICS®.

Population within 1 mile: 5,001 to 10,000 4 days 10,001 to 15,000 3 days 15,001 to 20,000 1 days 20,001 to 25,000 1 days 25,001 to 50,000 1 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 2 days 125,001 to 250,000 2 days 250,001 to 500,000 1 days

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

Car ownership within 5 miles: 0.6 to 1.0 2 days 1.1 to 1.5 8 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 6 days

This data displays the number of surveys within the selected set that were undertaken at sites with Travel Plans in place, and the number of surveys that were undertaken at sites without Travel Plans.

PTAL Rating: No PTAL Present 10 days

This data displays the number of selected surveys with PTAL Ratings. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Thursday 05/09/19 Page 3 i-Transport LLP Deansgate Manchester Licence No: 236602

LIST OF SITES relevant to selection parameters

1 DH-03-A-01 SEMI DETACHED DURHAM GREENFIELDS ROAD BISHOP AUCKLAND

Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 5 0 Survey date: TUESDAY 28/03/17 Survey Type: MANUAL 2 FA-03-A-02 MIXED HOUSES FALKIRK ROSEBANK AVENUE & SPRINGFIELD DRIVE FALKIRK

Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 6 1 Survey date: WEDNESDAY 29/05/13 Survey Type: MANUAL 3 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 4 SF-03-A-07 MIXED HOUSES SUFFOLK FOXHALL ROAD IPSWICH

Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 7 3 Survey date: THURSDAY 09/05/19 Survey Type: MANUAL 5 SH-03-A-05 SEMI-DETACHED/TERRACED SHROPSHIRE SANDCROFT TELFORD SUTTON HILL Edge of Town Residential Zone Total Number of dwellings: 5 4 Survey date: THURSDAY 24/10/13 Survey Type: MANUAL 6 ST-03-A-07 DETACHED & SEMI-DETACHED STAFFORDSHIRE BEACONSIDE STAFFORD MARSTON GATE Edge of Town Residential Zone Total Number of dwellings: 2 4 8 Survey date: WEDNESDAY 22/11/17 Survey Type: MANUAL 7 SY-03-A-01 SEMI DETACHED HOUSES SOUTH YORKSHIRE A19 BENTLEY ROAD DONCASTER BENTLEY RISE Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 5 4 Survey date: WEDNESDAY 18/09/13 Survey Type: MANUAL 8 WS-03-A-04 MIXED HOUSES WEST SUSSEX HILLS FARM LANE HORSHAM BROADBRIDGE HEATH Edge of Town Residential Zone Total Number of dwellings: 1 5 1 Survey date: THURSDAY 11/12/14 Survey Type: MANUAL TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Thursday 05/09/19 Page 4 i-Transport LLP Deansgate Manchester Licence No: 236602

LIST OF SITES relevant to selection parameters (Cont.)

9 WS-03-A-08 MIXED HOUSES WEST SUSSEX ROUNDSTONE LANE ANGMERING

Edge of Town Residential Zone Total Number of dwellings: 1 8 0 Survey date: THURSDAY 19/04/18 Survey Type: MANUAL 10 WS-03-A-10 MIXED HOUSES WEST SUSSEX TODDINGTON LANE LITTLEHAMPTON WICK Edge of Town Residential Zone Total Number of dwellings: 7 9 Survey date: WEDNESDAY 07/11/18 Survey Type: MANUAL

This section provides a list of all survey sites and days in the selected set. For each individual survey site, it displays a unique site reference code and site address, the selected trip rate calculation parameter and its value, the day of the week and date of each survey, and whether the survey was a manual classified count or an ATC count.

MANUALLY DESELECTED SITES

Site Ref Reason for Deselection HC-03-A-20 Flats KC-03-A-03 Flats WS-03-A-09 Flats TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Thursday 05/09/19 Page 5 i-Transport LLP Deansgate Manchester Licence No: 236602

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 10 112 0.099 10 112 0.298 10 112 0.397 08:00 - 09:00 10 112 0.098 10 112 0.332 10 112 0.430 09:00 - 10:00 10 112 0.142 10 112 0.161 10 112 0.303 10:00 - 11:00 10 112 0.125 10 112 0.153 10 112 0.278 11:00 - 12:00 10 112 0.130 10 112 0.153 10 112 0.283 12:00 - 13:00 10 112 0.168 10 112 0.137 10 112 0.305 13:00 - 14:00 10 112 0.169 10 112 0.171 10 112 0.340 14:00 - 15:00 10 112 0.150 10 112 0.190 10 112 0.340 15:00 - 16:00 10 112 0.246 10 112 0.167 10 112 0.413 16:00 - 17:00 10 112 0.254 10 112 0.153 10 112 0.407 17:00 - 18:00 10 112 0.300 10 112 0.154 10 112 0.454 18:00 - 19:00 10 112 0.235 10 112 0.147 10 112 0.382 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 2.116 2.216 4.332

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

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Thursday 05/09/19 Page 6 i-Transport LLP Deansgate Manchester Licence No: 236602

The survey data, graphs and all associated supporting information, contained within the TRICS Database are published by TRICS Consortium Limited ("the Company") and the Company claims copyright and database rights in this published work. The Company authorises those who possess a current TRICS licence to access the TRICS Database and copy the data contained within the TRICS Database for the licence holders' use only. Any resulting copy must retain all copyrights and other proprietary notices, and any disclaimer contained thereon.

The Company accepts no responsibility for loss which may arise from reliance on data contained in the TRICS Database. [No warranty of any kind, express or implied, is made as to the data contained in the TRICS Database.]

Parameter summary

Trip rate parameter range selected: 50 - 248 (units: ) Survey date date range: 01/01/11 - 09/05/19 Number of weekdays (Monday-Friday): 10 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 1 Surveys manually removed from selection: 3

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 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Thursday 05/09/19 Page 7 i-Transport LLP Deansgate Manchester Licence No: 236602

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 10 112 0.004 10 112 0.004 10 112 0.008 08:00 - 09:00 10 112 0.004 10 112 0.004 10 112 0.008 09:00 - 10:00 10 112 0.004 10 112 0.004 10 112 0.008 10:00 - 11:00 10 112 0.001 10 112 0.001 10 112 0.002 11:00 - 12:00 10 112 0.005 10 112 0.004 10 112 0.009 12:00 - 13:00 10 112 0.004 10 112 0.004 10 112 0.008 13:00 - 14:00 10 112 0.003 10 112 0.003 10 112 0.006 14:00 - 15:00 10 112 0.003 10 112 0.003 10 112 0.006 15:00 - 16:00 10 112 0.010 10 112 0.009 10 112 0.019 16:00 - 17:00 10 112 0.003 10 112 0.004 10 112 0.007 17:00 - 18:00 10 112 0.004 10 112 0.002 10 112 0.006 18:00 - 19:00 10 112 0.003 10 112 0.004 10 112 0.007 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.048 0.046 0.094

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Thursday 05/09/19 Page 8 i-Transport LLP Deansgate Manchester Licence No: 236602

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 10 112 0.001 10 112 0.000 10 112 0.001 08:00 - 09:00 10 112 0.002 10 112 0.002 10 112 0.004 09:00 - 10:00 10 112 0.003 10 112 0.002 10 112 0.005 10:00 - 11:00 10 112 0.000 10 112 0.001 10 112 0.001 11:00 - 12:00 10 112 0.003 10 112 0.001 10 112 0.004 12:00 - 13:00 10 112 0.003 10 112 0.004 10 112 0.007 13:00 - 14:00 10 112 0.004 10 112 0.001 10 112 0.005 14:00 - 15:00 10 112 0.001 10 112 0.005 10 112 0.006 15:00 - 16:00 10 112 0.002 10 112 0.003 10 112 0.005 16:00 - 17:00 10 112 0.001 10 112 0.001 10 112 0.002 17:00 - 18:00 10 112 0.000 10 112 0.000 10 112 0.000 18:00 - 19:00 10 112 0.001 10 112 0.001 10 112 0.002 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.021 0.021 0.042

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Thursday 05/09/19 Page 9 i-Transport LLP Deansgate Manchester Licence No: 236602

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 10 112 0.000 10 112 0.000 10 112 0.000 08:00 - 09:00 10 112 0.000 10 112 0.000 10 112 0.000 09:00 - 10:00 10 112 0.000 10 112 0.000 10 112 0.000 10:00 - 11:00 10 112 0.000 10 112 0.000 10 112 0.000 11:00 - 12:00 10 112 0.002 10 112 0.002 10 112 0.004 12:00 - 13:00 10 112 0.000 10 112 0.000 10 112 0.000 13:00 - 14:00 10 112 0.000 10 112 0.000 10 112 0.000 14:00 - 15:00 10 112 0.001 10 112 0.001 10 112 0.002 15:00 - 16:00 10 112 0.000 10 112 0.000 10 112 0.000 16:00 - 17:00 10 112 0.000 10 112 0.000 10 112 0.000 17:00 - 18:00 10 112 0.000 10 112 0.000 10 112 0.000 18:00 - 19:00 10 112 0.000 10 112 0.000 10 112 0.000 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.003 0.003 0.006

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Thursday 05/09/19 Page 10 i-Transport LLP Deansgate Manchester Licence No: 236602

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 10 112 0.004 10 112 0.011 10 112 0.015 08:00 - 09:00 10 112 0.000 10 112 0.020 10 112 0.020 09:00 - 10:00 10 112 0.000 10 112 0.004 10 112 0.004 10:00 - 11:00 10 112 0.004 10 112 0.003 10 112 0.007 11:00 - 12:00 10 112 0.004 10 112 0.002 10 112 0.006 12:00 - 13:00 10 112 0.003 10 112 0.004 10 112 0.007 13:00 - 14:00 10 112 0.001 10 112 0.000 10 112 0.001 14:00 - 15:00 10 112 0.004 10 112 0.002 10 112 0.006 15:00 - 16:00 10 112 0.014 10 112 0.004 10 112 0.018 16:00 - 17:00 10 112 0.007 10 112 0.007 10 112 0.014 17:00 - 18:00 10 112 0.008 10 112 0.003 10 112 0.011 18:00 - 19:00 10 112 0.013 10 112 0.005 10 112 0.018 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.062 0.065 0.127

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Thursday 05/09/19 Page 11 i-Transport LLP Deansgate Manchester Licence No: 236602

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 10 112 0.115 10 112 0.438 10 112 0.553 08:00 - 09:00 10 112 0.122 10 112 0.545 10 112 0.667 09:00 - 10:00 10 112 0.173 10 112 0.222 10 112 0.395 10:00 - 11:00 10 112 0.166 10 112 0.208 10 112 0.374 11:00 - 12:00 10 112 0.178 10 112 0.198 10 112 0.376 12:00 - 13:00 10 112 0.232 10 112 0.188 10 112 0.420 13:00 - 14:00 10 112 0.241 10 112 0.235 10 112 0.476 14:00 - 15:00 10 112 0.208 10 112 0.262 10 112 0.470 15:00 - 16:00 10 112 0.410 10 112 0.228 10 112 0.638 16:00 - 17:00 10 112 0.387 10 112 0.221 10 112 0.608 17:00 - 18:00 10 112 0.442 10 112 0.219 10 112 0.661 18:00 - 19:00 10 112 0.351 10 112 0.214 10 112 0.565 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 3.025 3.178 6.203

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Thursday 05/09/19 Page 12 i-Transport LLP Deansgate Manchester Licence No: 236602

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 10 112 0.018 10 112 0.038 10 112 0.056 08:00 - 09:00 10 112 0.030 10 112 0.083 10 112 0.113 09:00 - 10:00 10 112 0.032 10 112 0.038 10 112 0.070 10:00 - 11:00 10 112 0.037 10 112 0.039 10 112 0.076 11:00 - 12:00 10 112 0.025 10 112 0.027 10 112 0.052 12:00 - 13:00 10 112 0.042 10 112 0.031 10 112 0.073 13:00 - 14:00 10 112 0.027 10 112 0.035 10 112 0.062 14:00 - 15:00 10 112 0.047 10 112 0.042 10 112 0.089 15:00 - 16:00 10 112 0.083 10 112 0.039 10 112 0.122 16:00 - 17:00 10 112 0.059 10 112 0.040 10 112 0.099 17:00 - 18:00 10 112 0.042 10 112 0.029 10 112 0.071 18:00 - 19:00 10 112 0.042 10 112 0.040 10 112 0.082 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.484 0.481 0.965

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Thursday 05/09/19 Page 13 i-Transport LLP Deansgate Manchester Licence No: 236602

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 10 112 0.000 10 112 0.008 10 112 0.008 08:00 - 09:00 10 112 0.000 10 112 0.010 10 112 0.010 09:00 - 10:00 10 112 0.000 10 112 0.007 10 112 0.007 10:00 - 11:00 10 112 0.000 10 112 0.004 10 112 0.004 11:00 - 12:00 10 112 0.001 10 112 0.004 10 112 0.005 12:00 - 13:00 10 112 0.004 10 112 0.009 10 112 0.013 13:00 - 14:00 10 112 0.004 10 112 0.001 10 112 0.005 14:00 - 15:00 10 112 0.004 10 112 0.003 10 112 0.007 15:00 - 16:00 10 112 0.011 10 112 0.005 10 112 0.016 16:00 - 17:00 10 112 0.009 10 112 0.002 10 112 0.011 17:00 - 18:00 10 112 0.007 10 112 0.001 10 112 0.008 18:00 - 19:00 10 112 0.008 10 112 0.000 10 112 0.008 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.048 0.054 0.102

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Thursday 05/09/19 Page 14 i-Transport LLP Deansgate Manchester Licence No: 236602

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 10 112 0.002 10 112 0.004 10 112 0.006 08:00 - 09:00 10 112 0.000 10 112 0.003 10 112 0.003 09:00 - 10:00 10 112 0.000 10 112 0.002 10 112 0.002 10:00 - 11:00 10 112 0.000 10 112 0.000 10 112 0.000 11:00 - 12:00 10 112 0.000 10 112 0.001 10 112 0.001 12:00 - 13:00 10 112 0.000 10 112 0.004 10 112 0.004 13:00 - 14:00 10 112 0.000 10 112 0.002 10 112 0.002 14:00 - 15:00 10 112 0.001 10 112 0.000 10 112 0.001 15:00 - 16:00 10 112 0.005 10 112 0.000 10 112 0.005 16:00 - 17:00 10 112 0.002 10 112 0.000 10 112 0.002 17:00 - 18:00 10 112 0.000 10 112 0.000 10 112 0.000 18:00 - 19:00 10 112 0.003 10 112 0.000 10 112 0.003 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.013 0.016 0.029

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Thursday 05/09/19 Page 15 i-Transport LLP Deansgate Manchester Licence No: 236602

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 10 112 0.000 10 112 0.000 10 112 0.000 08:00 - 09:00 10 112 0.000 10 112 0.000 10 112 0.000 09:00 - 10:00 10 112 0.000 10 112 0.000 10 112 0.000 10:00 - 11:00 10 112 0.000 10 112 0.000 10 112 0.000 11:00 - 12:00 10 112 0.000 10 112 0.000 10 112 0.000 12:00 - 13:00 10 112 0.000 10 112 0.000 10 112 0.000 13:00 - 14:00 10 112 0.000 10 112 0.000 10 112 0.000 14:00 - 15:00 10 112 0.001 10 112 0.000 10 112 0.001 15:00 - 16:00 10 112 0.000 10 112 0.000 10 112 0.000 16:00 - 17:00 10 112 0.000 10 112 0.000 10 112 0.000 17:00 - 18:00 10 112 0.000 10 112 0.000 10 112 0.000 18:00 - 19:00 10 112 0.000 10 112 0.000 10 112 0.000 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.001 0.000 0.001

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Thursday 05/09/19 Page 16 i-Transport LLP Deansgate Manchester Licence No: 236602

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 10 112 0.002 10 112 0.012 10 112 0.014 08:00 - 09:00 10 112 0.000 10 112 0.012 10 112 0.012 09:00 - 10:00 10 112 0.000 10 112 0.009 10 112 0.009 10:00 - 11:00 10 112 0.000 10 112 0.004 10 112 0.004 11:00 - 12:00 10 112 0.001 10 112 0.004 10 112 0.005 12:00 - 13:00 10 112 0.004 10 112 0.013 10 112 0.017 13:00 - 14:00 10 112 0.004 10 112 0.003 10 112 0.007 14:00 - 15:00 10 112 0.006 10 112 0.003 10 112 0.009 15:00 - 16:00 10 112 0.016 10 112 0.005 10 112 0.021 16:00 - 17:00 10 112 0.011 10 112 0.002 10 112 0.013 17:00 - 18:00 10 112 0.007 10 112 0.001 10 112 0.008 18:00 - 19:00 10 112 0.011 10 112 0.000 10 112 0.011 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.062 0.068 0.130

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Thursday 05/09/19 Page 17 i-Transport LLP Deansgate Manchester Licence No: 236602

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 10 112 0.138 10 112 0.500 10 112 0.638 08:00 - 09:00 10 112 0.153 10 112 0.660 10 112 0.813 09:00 - 10:00 10 112 0.205 10 112 0.274 10 112 0.479 10:00 - 11:00 10 112 0.207 10 112 0.254 10 112 0.461 11:00 - 12:00 10 112 0.207 10 112 0.231 10 112 0.438 12:00 - 13:00 10 112 0.280 10 112 0.237 10 112 0.517 13:00 - 14:00 10 112 0.272 10 112 0.272 10 112 0.544 14:00 - 15:00 10 112 0.265 10 112 0.309 10 112 0.574 15:00 - 16:00 10 112 0.524 10 112 0.277 10 112 0.801 16:00 - 17:00 10 112 0.464 10 112 0.270 10 112 0.734 17:00 - 18:00 10 112 0.499 10 112 0.252 10 112 0.751 18:00 - 19:00 10 112 0.417 10 112 0.260 10 112 0.677 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 3.631 3.796 7.427

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Thursday 05/09/19 Page 18 i-Transport LLP Deansgate Manchester Licence No: 236602

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

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 10 112 0.059 10 112 0.224 10 112 0.283 08:00 - 09:00 10 112 0.065 10 112 0.239 10 112 0.304 09:00 - 10:00 10 112 0.085 10 112 0.106 10 112 0.191 10:00 - 11:00 10 112 0.078 10 112 0.103 10 112 0.181 11:00 - 12:00 10 112 0.082 10 112 0.094 10 112 0.176 12:00 - 13:00 10 112 0.096 10 112 0.093 10 112 0.189 13:00 - 14:00 10 112 0.098 10 112 0.087 10 112 0.185 14:00 - 15:00 10 112 0.100 10 112 0.127 10 112 0.227 15:00 - 16:00 10 112 0.166 10 112 0.098 10 112 0.264 16:00 - 17:00 10 112 0.171 10 112 0.098 10 112 0.269 17:00 - 18:00 10 112 0.207 10 112 0.105 10 112 0.312 18:00 - 19:00 10 112 0.174 10 112 0.106 10 112 0.280 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 1.381 1.480 2.861

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Thursday 05/09/19 Page 19 i-Transport LLP Deansgate Manchester Licence No: 236602

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

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 10 112 0.024 10 112 0.021 10 112 0.045 08:00 - 09:00 10 112 0.013 10 112 0.013 10 112 0.026 09:00 - 10:00 10 112 0.024 10 112 0.021 10 112 0.045 10:00 - 11:00 10 112 0.027 10 112 0.025 10 112 0.052 11:00 - 12:00 10 112 0.018 10 112 0.028 10 112 0.046 12:00 - 13:00 10 112 0.029 10 112 0.014 10 112 0.043 13:00 - 14:00 10 112 0.032 10 112 0.037 10 112 0.069 14:00 - 15:00 10 112 0.019 10 112 0.021 10 112 0.040 15:00 - 16:00 10 112 0.029 10 112 0.032 10 112 0.061 16:00 - 17:00 10 112 0.017 10 112 0.022 10 112 0.039 17:00 - 18:00 10 112 0.026 10 112 0.012 10 112 0.038 18:00 - 19:00 10 112 0.010 10 112 0.005 10 112 0.015 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.268 0.251 0.519

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Thursday 05/09/19 Page 20 i-Transport LLP Deansgate Manchester Licence No: 236602

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

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 10 112 0.000 10 112 0.002 10 112 0.002 08:00 - 09:00 10 112 0.000 10 112 0.003 10 112 0.003 09:00 - 10:00 10 112 0.000 10 112 0.002 10 112 0.002 10:00 - 11:00 10 112 0.002 10 112 0.000 10 112 0.002 11:00 - 12:00 10 112 0.001 10 112 0.000 10 112 0.001 12:00 - 13:00 10 112 0.001 10 112 0.001 10 112 0.002 13:00 - 14:00 10 112 0.000 10 112 0.000 10 112 0.000 14:00 - 15:00 10 112 0.000 10 112 0.000 10 112 0.000 15:00 - 16:00 10 112 0.000 10 112 0.000 10 112 0.000 16:00 - 17:00 10 112 0.002 10 112 0.001 10 112 0.003 17:00 - 18:00 10 112 0.002 10 112 0.000 10 112 0.002 18:00 - 19:00 10 112 0.001 10 112 0.001 10 112 0.002 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.009 0.010 0.019

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Thursday 05/09/19 Page 21 i-Transport LLP Deansgate Manchester Licence No: 236602

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

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 10 112 0.010 10 112 0.003 10 112 0.013 08:00 - 09:00 10 112 0.004 10 112 0.004 10 112 0.008 09:00 - 10:00 10 112 0.009 10 112 0.006 10 112 0.015 10:00 - 11:00 10 112 0.015 10 112 0.010 10 112 0.025 11:00 - 12:00 10 112 0.008 10 112 0.014 10 112 0.022 12:00 - 13:00 10 112 0.013 10 112 0.009 10 112 0.022 13:00 - 14:00 10 112 0.017 10 112 0.020 10 112 0.037 14:00 - 15:00 10 112 0.008 10 112 0.012 10 112 0.020 15:00 - 16:00 10 112 0.008 10 112 0.007 10 112 0.015 16:00 - 17:00 10 112 0.007 10 112 0.010 10 112 0.017 17:00 - 18:00 10 112 0.004 10 112 0.006 10 112 0.010 18:00 - 19:00 10 112 0.002 10 112 0.004 10 112 0.006 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.105 0.105 0.210

APPENDIX D. Development Trip Distribution

Journey to Work Trips

Journey to Work AM Peak PM Peak Ref Destination Proportion Arrive Depart 2-Way Arrive Depart 2-Way A A167 Boroughbridge Road 17% 1 3 4 2 1 3 B A684 Stokesly Road 11% 1 2 2 1 1 2 C A684 (West) 15% 1 3 3 1 1 2 D A167 (North) 4% 0 1 1 0 0 1 E A168 (South) 8% 0 2 2 1 0 1 F Sandy Bank 0% 0 0 0 0 0 0 G Northallerton TC 42% 2 7 10 4 2 6 H B6271 Moor Lane 3% 0 0 1 0 0 0 Total 5 18 23 10 5 16

Z:\Projects\15354ITM Newsham Grange, Romanby\Tech\Excel\Distribution of Trips Employer Business Trips

Employer Business AM Peak PM Peak Ref Destination Proportion Arrive Depart 2-Way Arrive Depart 2-Way Northallerton 5 50% 0 1 1 1 0 1 Town Centre Harrogate 15% 0 0 0 0 0 0 Darlington 10% 0 0 0 0 0 0 Middlesbrough 15% 0 0 0 0 0 0 York 10% 0 0 0 0 0 0 Total 1 2 3 1 1 2

Z:\Projects\15354ITM Newsham Grange, Romanby\Tech\Excel\Distribution of Trips Education Trips

Education Split 67% Primary 33% Secondary

Primary School Trips AM Peak PM Peak Ref Destination Proportion Arrive Depart 2-Way Arrive Depart 2-Way 1 Romanby Primary 60% 0 1 1 0 0 0 2 Broomfield School 15% 0 0 0 0 0 0 3 Applegarth Primary 15% 0 0 0 0 0 0 4 Alverton Community 10% 0 0 0 0 0 0 Total 0 1 2 0 0 1

Secondary School Trips AM Peak PM Peak Ref Destination Proportion Arrive Depart 2-Way Arrive Depart 2-Way 1 Northallerton School 100% 0 1 1 0 0 0 Total 0 1 1 0 0 0

Education Total 1 2 3 1 0 1

Z:\Projects\15354ITM Newsham Grange, Romanby\Tech\Excel\Distribution of Trips Shopping Trips

Shopping Split 50% Food 50% Non-Food

Food Trips AM Peak PM Peak Ref Destination Proportion Arrive Depart 2-Way Arrive Depart 2-Way 1 Co-op (Romanby) 15% 0 0 1 0 0 1 Tesco Superstore 4 40% 0 1 1 1 1 2 (Northallerton) 6 Asda (Northallerton) 5% 0 0 0 0 0 0 Sainsbury's 7 40% 0 1 1 1 1 2 (Northallerton) Total 1 3 3 3 1 4

Non-Food Trips AM Peak PM Peak Ref Destination Proportion Arrive Depart 2-Way Arrive Depart 2-Way Northallerton Town 5 50% 0 1 2 1 1 2 Centre Harrogate 15% 0 0 1 0 0 1 Darlington 10% 0 0 0 0 0 0 Middlesbrough 15% 0 0 1 0 0 1 York 10% 0 0 0 0 0 0 Total 1 3 3 3 1 4

Shopping Total 2 5 7 5 3 8

Z:\Projects\15354ITM Newsham Grange, Romanby\Tech\Excel\Distribution of Trips Personal Business / Recreation / Social / Visiting / Holiday / Day Trips

Employer Business AM Peak PM Peak Ref Destination Proportion Arrive Depart 2-Way Arrive Depart 2-Way Northallerton Town 5 50% 1 3 4 6 3 9 Centre Harrogate 15% 0 1 1 2 1 3 Darlington 10% 0 1 1 1 1 2 Middlesbrough 15% 0 1 1 2 1 3 York 10% 0 1 1 1 1 2 Total 2 6 7 12 6 19

Z:\Projects\15354ITM Newsham Grange, Romanby\Tech\Excel\Distribution of Trips

APPENDIX E. Development Traffic Flows

2 3 4 6

1 0

3 3

18 21

25 32

1 0 30 2 34 2

0 0

32 KEY: 35 Site Boundary Northallerton Town Centre 36 38 10 AM Peak Hour Two-Way Flow 10 PM Peak Hour Two-Way Flow 4 43 Site Access 3 2 45 2

2 2

Centurion House, 129 Deansgate, Manchester, M3 3WR Tel: 0161 830 2172 7 Fax: 0161 830 2173 8 www.i-transport.co.uk

TITLE: NEWSHAM GRANGE, ROMANBY TWO-WAY DEVELOPMENT TRAFFIC FLOWS (TOTAL TRIPS)

FILE REF: REV: 0m 500m 1km FIGURE No: ITM15354 - FIGURE 1 Indicative Scale Bar Reproduced from ordnance survey by the permission of the controller of her majestys stationery office. Crown copyright. All rights reserved. Licence number 100022432 1 1 2 2

1 0

10 6

13 9

1 0 15 2 10 1

0 0

KEY: Site Boundary Northallerton Town Centre 19 12 10 AM Peak Hour Two-Way Flow 10 PM Peak Hour Two-Way Flow 4 23 Site Access 3 2 15 2

2 1

Centurion House, 129 Deansgate, Manchester, M3 3WR Tel: 0161 830 2172 4 Fax: 0161 830 2173 3 www.i-transport.co.uk

TITLE: NEWSHAM GRANGE, ROMANBY TWO-WAY DEVELOPMENT TRAFFIC FLOWS (JOURNEY TO WORK TRIPS)

2 1

2 0 1 0

KEY: Site Boundary Northallerton Town Centre 2 1 10 AM Peak Hour Two-Way Flow 10 PM Peak Hour Two-Way Flow 3 Site Access 2

0 0

Centurion House, 129 Deansgate, Manchester, M3 3WR Tel: 0161 830 2172 1 Fax: 0161 830 2173 1 www.i-transport.co.uk

TITLE: NEWSHAM GRANGE, ROMANBY TWO-WAY DEVELOPMENT TRAFFIC FLOWS (EMPLOYER BUSINESS TRIPS) FILE REF: REV: 0m 500m 1km FIGURE No: ITM15354 - FIGURE 1 Indicative Scale Bar Reproduced from ordnance survey by the permission of the controller of her majestys stationery office. Crown copyright. All rights reserved. Licence number 100022432 0 0

0 0

1 0 0 0

2 1 KEY: Site Boundary Northallerton Town Centre 2 1 10 AM Peak Hour Two-Way Flow 10 PM Peak Hour Two-Way Flow 2 Site Access 1

Centurion House, 129 Deansgate, Manchester, M3 3WR Tel: 0161 830 2172 Fax: 0161 830 2173 www.i-transport.co.uk

TITLE: NEWSHAM GRANGE, ROMANBY TWO-WAY DEVELOPMENT TRAFFIC FLOWS (PRIMARY SCHOOL TRIPS) FILE REF: REV: 0m 500m 1km FIGURE No: ITM15354 - FIGURE 1 Indicative Scale Bar Reproduced from ordnance survey by the permission of the controller of her majestys stationery office. Crown copyright. All rights reserved. Licence number 100022432 1 0

1 0

KEY: Site Boundary Northallerton Town Centre 1 0 10 AM Peak Hour Two-Way Flow 10 PM Peak Hour Two-Way Flow 1 Site Access 0

Centurion House, 129 Deansgate, Manchester, M3 3WR Tel: 0161 830 2172 Fax: 0161 830 2173 www.i-transport.co.uk

TITLE: NEWSHAM GRANGE, ROMANBY TWO-WAY DEVELOPMENT TRAFFIC FLOWS (SECONDARY SCHOOL TRIPS) FILE REF: REV: 0m 500m 1km FIGURE No: ITM15354 - FIGURE 1 Indicative Scale Bar Reproduced from ordnance survey by the permission of the controller of her majestys stationery office. Crown copyright. All rights reserved. Licence number 100022432 0 1 0 2

1 2

2 4

3 4 KEY: Site Boundary Northallerton Town Centre 10 AM Peak Hour Two-Way Flow 10 PM Peak Hour Two-Way Flow 3 Site Access 4

Centurion House, 129 Deansgate, Manchester, M3 3WR Tel: 0161 830 2172 Fax: 0161 830 2173 www.i-transport.co.uk

TITLE: NEWSHAM GRANGE, ROMANBY TWO-WAY DEVELOPMENT TRAFFIC FLOWS (FOOD SHOPPING TRIPS) FILE REF: REV: 0m 500m 1km FIGURE No: ITM15354 - FIGURE 1 Indicative Scale Bar Reproduced from ordnance survey by the permission of the controller of her majestys stationery office. Crown copyright. All rights reserved. Licence number 100022432 1 0 1 0

1 2

2 3

2 0 3 0

2 3 KEY: Site Boundary Northallerton Town Centre 10 AM Peak Hour Two-Way Flow 10 PM Peak Hour Two-Way Flow 3 Site Access 4

0 0

Centurion House, 129 Deansgate, Manchester, M3 3WR 1 Tel: 0161 830 2172 1 Fax: 0161 830 2173 www.i-transport.co.uk

TITLE: NEWSHAM GRANGE, ROMANBY TWO-WAY DEVELOPMENT TRAFFIC FLOWS (NON-FOOD SHOPPING TRIPS) FILE REF: REV: 0m 500m 1km FIGURE No: ITM15354 - FIGURE 1 Indicative Scale Bar Reproduced from ordnance survey by the permission of the controller of her majestys stationery office. Crown copyright. All rights reserved. Licence number 100022432 1 1 3 2

4 10

6 15

6 0 16 1

KEY: Site Boundary

6 Northallerton Town Centre 16 10 AM Peak Hour Two-Way Flow 10 PM Peak Hour Two-Way Flow 7 Site Access 19

0 1

Centurion House, 129 Deansgate, Manchester, M3 3WR 1 Tel: 0161 830 2172 3 Fax: 0161 830 2173 www.i-transport.co.uk

TITLE: NEWSHAM GRANGE, ROMANBY TWO-WAY DEVELOPMENT TRAFFIC FLOWS (PERSONAL TRIPS) FILE REF: REV: 0m 500m 1km FIGURE No: ITM15354 - FIGURE 1 Indicative Scale Bar Reproduced from ordnance survey by the permission of the controller of her majestys stationery office. Crown copyright. All rights reserved. Licence number 100022432

APPENDIX F. Site Access Capacity Assessment

Generated on 13/09/2019 10:30:05 using Junctions 9 (9.5.0.6896)

Junctions 9 PICADY 9 - Priority Intersection Module Version: 9.5.0.6896 © Copyright TRL Limited, 2018 For sales and distribution information, program advice and maintenance, contact TRL: +44 (0)1344 379777 [email protected] www.trlsoftware.co.uk The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution

Filename: A167 _ Site Access.j9 Path: Z:\Projects\15354ITM Newsham Grange, Romanby\Tech\Junction Assessments\Picady Report generation date: 13/09/2019 10:30:01

»2035 With Development , AM »2035 With Development , PM

Summary of junction performance

AM PM Junction Junction Q (PCU) Delay (s) RFC LOS Res Cap Q (PCU) Delay (s) RFC LOS Res Cap Delay (s) Delay (s) 2035 With Development

Stream B-AC 0.1 7.30 0.07 A 347 % 0.0 7.35 0.03 A 320 % 0.64 0.61 Stream C-AB 0.0 5.19 0.02 A [Stream B-AC] 0.1 5.49 0.06 A [Stream B-AC]

Values shown are the highest values encountered over all time segments. Delay is the maximum value of Av. delay per arriving vehicle. Junction LOS and Junction Delay are demand-weighted Av.s. Res Cap indicates the amount by which network flow could be increased before a user-definable threshold (see Analysis Options) is met.

File summary

File Description

Title A167 / Site Access Location Romanby Site number Date 13/09/2019 Version Status (new file) Identifier LH Client Cecil M. Yuill Ltd and Miller Homes Jobnumber ITM15354 Enumerator I-TRANSPORT\ManchesterHotdesk Description A167/Site Access Option

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

Analysis Options Vehicle Calculate Q Calculate detailed Calculate residual Residual capacity RFC Av. Delay Q threshold length (m) Percentiles queueing delay capacity criteria type Threshold threshold (s) (PCU) 5.75 ü Delay 0.85 36.00 20.00

1 Generated on 13/09/2019 10:30:05 using Junctions 9 (9.5.0.6896)

Demand Set Summary Time Period Traffic Start time Finish time Time segment Run ID Scenario name Description name profile type (HH:mm) (HH:mm) length (min) automatically Uses 2016 DfT count and growthed D1 2035 With Development AM ONE HOUR 08:00 09:30 15 to 2035. Based on 100 units. ü Uses 2016 DfT count and growthed D2 2035 With Development PM ONE HOUR 17:00 18:30 15 to 2035. Based on 100 units. ü

Analysis Set Details ID Include in report Network flow scaling factor (%) Network capacity scaling factor (%) A1 ü 100.000 100.000

2 Generated on 13/09/2019 10:30:05 using Junctions 9 (9.5.0.6896)

2035 With Development , AM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions Junction Name Junction type Major road direction Use circulating lanes Junction Delay (s) Junction LOS 1 Site Access T-Junction Two-way 0.64 A

Junction Network Options Driving side Lighting Res Cap (%) First arm reaching threshold Left Normal/unknown 347 Stream B-AC

Arms

Arms Arm Name Description Arm type A A167 South Major B Site Access Minor C A167 North Major

Major Arm Geometry Arm Width of carriageway (m) Has kerbed central reserve Has right turn bay Visibility for right turn (m) Blocks? Blocking queue (PCU) C 6.25 105.0 ü 0.00 Geometries for Arm C are measured opposite Arm B. Geometries for Arm A (if relevant) are measured opposite Arm D.

Minor Arm Geometry Arm Minor arm type Lane width (m) Visibility to left (m) Visibility to right (m) B One lane 2.75 17 17

Slope / Intercept / Capacity

Priority Intersection Slopes and Intercepts Slope Slope Slope Slope Intercept Junction Stream for for for for (PCU/hr) A-B A-C C-A C-B 1 B-A 479 0.086 0.218 0.137 0.312 1 B-C 618 0.094 0.237 - - 1 C-B 635 0.243 0.243 - - The slopes and intercepts shown above do NOT include any corrections or adjustments. Streams may be combined, in which case capacity will be adjusted. Values are shown for the first time segment only; they may differ for subsequent time segments.

Traffic Demand

Demand Set Details Time Period Traffic Start time Finish time Time segment Run ID Scenario name Description name profile type (HH:mm) (HH:mm) length (min) automatically Uses 2016 DfT count and growthed D1 2035 With Development AM ONE HOUR 08:00 09:30 15 to 2035. Based on 100 units. ü

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Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) ü ü HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Profile type Use O-D data Av. Demand (PCU/hr) Scaling Factor (%) A ONE HOUR ü 209 100.000 B ONE HOUR ü 33 100.000 C ONE HOUR ü 223 100.000

Origin-Destination Data Demand (PCU/hr) To A B C A 0 2 207 From B 5 0 28 C 215 8 0

Vehicle Mix HV %s To A B C A 0 0 1 From B 0 0 0 C 2 0 0

Results

Results Summary for whole modelled period Av. Demand Total Junction Stream Max RFC Max Delay (s) Max Q (PCU) Max LOS (PCU/hr) Arrivals (PCU) B-AC 0.07 7.30 0.1 A 30 45 C-AB 0.02 5.19 0.0 A 10 15 C-A 194 292 A-B 2 3 A-C 190 285

Main Results for each time segment

08:00 - 08:15 Total Demand Junction Capacity Throughput Start queue End queue Unsignalised Stream RFC Delay (s) (PCU/hr) Arrivals (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) level of service B-AC 25 6 550 0.045 25 0.0 0.0 6.857 A C-AB 8 2 705 0.011 8 0.0 0.0 5.188 A C-A 160 40 160 A-B 2 0.38 2 A-C 156 39 156

08:15 - 08:30

4 Generated on 13/09/2019 10:30:05 using Junctions 9 (9.5.0.6896)

08:15 - 08:30 Total Demand Junction Capacity Throughput Start queue End queue Unsignalised Stream RFC Delay (s) (PCU/hr) Arrivals (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) level of service B-AC 30 7 541 0.055 30 0.0 0.1 7.037 A C-AB 10 2 719 0.014 10 0.0 0.0 5.100 A C-A 191 48 191 A-B 2 0.45 2 A-C 186 47 186

08:30 - 08:45 Total Demand Junction Capacity Throughput Start queue End queue Unsignalised Stream RFC Delay (s) (PCU/hr) Arrivals (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) level of service B-AC 36 9 530 0.069 36 0.1 0.1 7.298 A C-AB 13 3 739 0.018 13 0.0 0.0 4.984 A C-A 233 58 233 A-B 2 0.55 2 A-C 228 57 228

08:45 - 09:00 Total Demand Junction Capacity Throughput Start queue End queue Unsignalised Stream RFC Delay (s) (PCU/hr) Arrivals (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) level of service B-AC 36 9 530 0.069 36 0.1 0.1 7.298 A C-AB 13 3 739 0.018 13 0.0 0.0 4.988 A C-A 233 58 233 A-B 2 0.55 2 A-C 228 57 228

09:00 - 09:15 Total Demand Junction Capacity Throughput Start queue End queue Unsignalised Stream RFC Delay (s) (PCU/hr) Arrivals (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) level of service B-AC 30 7 541 0.055 30 0.1 0.1 7.038 A C-AB 10 2 719 0.014 10 0.0 0.0 5.107 A C-A 191 48 191 A-B 2 0.45 2 A-C 186 47 186

09:15 - 09:30 Total Demand Junction Capacity Throughput Start queue End queue Unsignalised Stream RFC Delay (s) (PCU/hr) Arrivals (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) level of service B-AC 25 6 550 0.045 25 0.1 0.0 6.860 A C-AB 8 2 705 0.011 8 0.0 0.0 5.193 A C-A 160 40 160 A-B 2 0.38 2 A-C 156 39 156

5 Generated on 13/09/2019 10:30:05 using Junctions 9 (9.5.0.6896)

2035 With Development , PM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions Junction Name Junction type Major road direction Use circulating lanes Junction Delay (s) Junction LOS 1 Site Access T-Junction Two-way 0.61 A

Junction Network Options Driving side Lighting Res Cap (%) First arm reaching threshold Left Normal/unknown 320 Stream B-AC

Traffic Demand

Demand Set Details Time Period Traffic Start time Finish time Time segment Run ID Scenario name Description name profile type (HH:mm) (HH:mm) length (min) automatically Uses 2016 DfT count and growthed D2 2035 With Development PM ONE HOUR 17:00 18:30 15 to 2035. Based on 100 units. ü

Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) ü ü HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Profile type Use O-D data Av. Demand (PCU/hr) Scaling Factor (%) A ONE HOUR ü 263 100.000 B ONE HOUR ü 16 100.000 C ONE HOUR ü 215 100.000

Origin-Destination Data Demand (PCU/hr) To A B C A 0 5 258 From B 3 0 13 C 190 25 0

Vehicle Mix HV %s To A B C A 0 0 2 From B 0 0 0 C 2 0 0

6 Generated on 13/09/2019 10:30:05 using Junctions 9 (9.5.0.6896)

Results

Results Summary for whole modelled period Av. Demand Total Junction Stream Max RFC Max Delay (s) Max Q (PCU) Max LOS (PCU/hr) Arrivals (PCU) B-AC 0.03 7.35 0.0 A 15 22 C-AB 0.06 5.49 0.1 A 31 46 C-A 166 249 A-B 5 7 A-C 237 355

Main Results for each time segment

17:00 - 17:15 Total Demand Junction Capacity Throughput Start queue End queue Unsignalised Stream RFC Delay (s) (PCU/hr) Arrivals (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) level of service B-AC 12 3 533 0.023 12 0.0 0.0 6.911 A C-AB 24 6 683 0.035 24 0.0 0.0 5.480 A C-A 138 35 138 A-B 4 0.94 4 A-C 194 49 194

17:15 - 17:30 Total Demand Junction Capacity Throughput Start queue End queue Unsignalised Stream RFC Delay (s) (PCU/hr) Arrivals (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) level of service B-AC 14 4 522 0.028 14 0.0 0.0 7.087 A C-AB 30 7 693 0.043 30 0.0 0.1 5.450 A C-A 163 41 163 A-B 4 1 4 A-C 232 58 232

17:30 - 17:45 Total Demand Junction Capacity Throughput Start queue End queue Unsignalised Stream RFC Delay (s) (PCU/hr) Arrivals (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) level of service B-AC 18 4 508 0.035 18 0.0 0.0 7.346 A C-AB 39 10 708 0.055 39 0.1 0.1 5.413 A C-A 198 49 198 A-B 6 1 6 A-C 284 71 284

17:45 - 18:00 Total Demand Junction Capacity Throughput Start queue End queue Unsignalised Stream RFC Delay (s) (PCU/hr) Arrivals (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) level of service B-AC 18 4 508 0.035 18 0.0 0.0 7.346 A C-AB 39 10 708 0.055 39 0.1 0.1 5.417 A C-A 198 49 198 A-B 6 1 6 A-C 284 71 284

7 Generated on 13/09/2019 10:30:05 using Junctions 9 (9.5.0.6896)

18:00 - 18:15 Total Demand Junction Capacity Throughput Start queue End queue Unsignalised Stream RFC Delay (s) (PCU/hr) Arrivals (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) level of service B-AC 14 4 522 0.028 14 0.0 0.0 7.088 A C-AB 30 7 693 0.043 30 0.1 0.1 5.460 A C-A 163 41 163 A-B 4 1 4 A-C 232 58 232

18:15 - 18:30 Total Demand Junction Capacity Throughput Start queue End queue Unsignalised Stream RFC Delay (s) (PCU/hr) Arrivals (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) level of service B-AC 12 3 533 0.023 12 0.0 0.0 6.912 A C-AB 24 6 683 0.035 24 0.1 0.0 5.489 A C-A 138 35 138 A-B 4 0.94 4 A-C 194 49 194