TRANSPORT ASSESSMENT Proposed Development on Land At

TRANSPORT ASSESSMENT

for

Proposed Development on Land at Dysart Road, Grantham, NG31 7LY Grid Reference: 489404E, 335555N

Prepared on behalf of Constable Homes Ltd

September 2014 Reference: ST2000/TA-1409-Grantham Revision 0 This report has been prepared by Stomor Ltd. based upon information obtained from others. Stomor Ltd cannot be held responsible for inaccuracies in this information.

This report has been prepared for the Client for their sole and specific use. No professional liability or warranty shall be extended to other parties in connection with this report without the explicit written agreement of Stomor Ltd and payment of the appropriate fee.

Should the Client wish to pass copies of this report to others for information, the entire report should be copied.

Revision Author Checked by Issue Date 0 PNM DGS 30/09/14

Transport Assessment Dysart Road, Grantham

CONTENTS

1. Introduction Page 1

2. Existing Conditions Page 2

3. Proposed Development Page 10

4. Appraising the Impact of the Proposed Developments Page 12

5. Conclusions Page 18

APPENDICES

A Site Location Plan, Drawing ST-2000-6

B Highway Boundary Plan

C Bus Route Map Rail Maps Facilities Plan, Drawing ST-2000-Facilities-A Sustrans Map

D Existing Traffic Flow Diagrams

E Base Year Traffic Flow Diagram Trent Road / Dysart Road Junction - Drawing ST-2000-14

F Accident Data – 1st June 2009 to 31st May 2014

G Means of Access Plans, Drawings ST-2000-10 & ST-2000-05-A

H Copies of correspondence with the Highway Authority

I Traffic Generation Rates from Valley Road, Drawings ST-2000-16 & ST-2000-17

J TRICS Data

K Traffic in Base Year, Drawings ST-2000-18-B

L Traffic in Future Year, Drawings ST-2000-19-A & ST-2000-22

M Traffic Forecasting Summary SATURN model by Mouchel

N Site Access Junctions 8 Results

O Trent Road / Dysart Road Traffic Flow Diagrams with Development Traffic – Drawings ST-2000-21 & ST-2000-23

Ref: ST2000/TA-1409-Grantham-Rev 0 i

Transport Assessment Dysart Road, Grantham

P Indicative Layout of Mini Roundabout at Trent Road / Dysart Road Junction - Drawing ST-2000-24

Q Trent Road / Dysart Road Principal Junctions 8 Results

Ref: ST2000/TA-1409-Grantham-Rev 0 ii

Transport Assessment Dysart Road, Grantham

1. Introduction

1.1 Stomor Ltd have been commissioned by Constable Homes Ltd to prepare a Transport Assessment associated with proposed residential development on land at Dysart Road, Grantham.

1.2 The site is located on the western side of Grantham, to the north of Dysart Road. The western boundary of the site is close to the A1, but with no direct vehicular link from Dysart Road. The northern boundary abuts an existing watercourse, Barrowby Stream, and fields beyond. The southern and eastern boundaries abut existing residential development.

1.3 The site is currently used for agricultural purposes and is greenfield in nature with no existing development.

1.4 The proposal will consist of residential development comprising up to 250 units, and will be a mix of units including houses and flats, including private development and that built for a housing association.

1.5 A Site Location Plan, Drawing Number ST-2000-6 is provided in Appendix A, which shows the location and extent of the site under consideration.

1.6 Preliminary consultations have also been carried out with officers of Lincolnshire County Highways, who have not raised objections to the scheme in principle, subject to provision of a suitable Transport Assessment.

1.7 This Transport Assessment is provided in support of the forthcoming Constable Homes Ltd planning application for the site.

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2. Existing Conditions

2.1 Existing Site Information

2.1.1 The site covers an area of approximately 5.9 hectares. The main part of the site is arable land with a considerable slope from south to north of approximately 1 in 16.

2.1.2 Existing hedgerows run along most of the site boundaries. A presumed former field boundary still exists within the centre of the site, running from north to south, with large gaps and some fairly small trees.

2.1.3 The south east section of the site boundary directly abuts Dysart Road, but no formal vehicular access is currently available in this location.

2.1.4 The only site access available at present is an agricultural access which is located on the south west side of the site. This is accessed from Dysart Road to the south via an existing restricted byway and public Right Of Way (ROW) called Sheep Wash Lane.

2.1.5 No public footways or footpaths are in place within the site.

2.1.6 Within Grantham there are two designated Air Quality Management Areas (AQMA) which cover Wharf Road and the Bus Station, and the Brook Street/Manthorpe Road area, both in the town centre approximately 1.8km to the east of the site. Neither the site, nor the nearest air quality monitoring site on Meres Road (approximately 200m to the south), are in an AQMA.

2.1.7 The site is not currently or likely to be the subject of any abnormal load uses.

2.2 Local Highway Network

2.2.1 Dysart Road is an unclassified local distributor road running from east to west between Grantham Town Centre and the village of Barrowby. Grantham Town Centre is approximately 1.8km to the east of the site. Just to the south west of the site, Dysart Road passes over the A1 via a bridge with a weight limit if 7.5 tonnes except for buses. To the west of the bridge the road continues as ‘Low Road’, to Barrowby, to the north west of the site.

2.2.2 Dysart Road is approximately 6.1m wide in the vicinity of the site with a 1.8m wide footpath on each side. There is a 3m verge between the footway and the site boundary.

2.2.3 Dysart Road is lit and is on a bus route. Some on street parking occurs opposite along Dysart Road in the vicinity of houses on the south side of the road, close to the junction with Trent Road. The speed limit along Dysart Road is 30mph.

2.2.4 At its eastern end, Dysart Road passes underneath a railway bridge before approaching the junction with the A52 Sankt Augustin Way.

Ref: ST2000/TA-1409-Grantham-Rev 0 Page | 2 Transport Assessment Dysart Road, Grantham

2.2.5 Approximately 6m east of the south eastern corner of the site, on the northern side of Dysart Road is a convenience store and a food outlet. These two businesses are served by a forecourt directly feeding onto Dysart Road.

2.2.6 Opposite the site, there is a residential crescent known as Heathfield Road whose carriageway is approximately 5m wide, with grass verges and 1.8m wide footways to both sides. This has junctions on the south side of Dysart Road, with one approximately mid-way along the main site frontage, and the other about 90m to the east. Both junctions are simple tee junctions with bellmouths of approximately 10m radii. Heathfield Road is traffic calmed by means of speed humps and subject to a 20mph speed limit.

2.2.7 A small cul-de-sac known as ‘Sportsmans Row’ connects to Dysart Road on its north side approximately mid-way along the southern site boundary, which serves three dwellings. This cul- de-sac forms a simple tee junction with Dysart Road.

2.2.8 A further simple tee junction is located on the north side of Dysart Road about 63m east of the site. This junction serves Valley Road, which is a residential road approximately 5.5m wide with grass verges and 1.8m wide footways to each side. The junction bellmouth has radii of approximately 10m.

2.2.9 Trent Road connects with Dysart Road on its south side, approximately 150m east of the site. Trent Road is a 30mph unclassified local distributor road of approximately 1.7km in length and connects to the A607 Harlaxton Road to the south east. The road is approximately 7.3m in width with grass verges and 2m footways on both sides. Advisory cycle lanes are also present in the carriageway along most of its length. The connection with Dysart Road is a simple tee junction with the junction bellmouth having radii of approximately 10m.

2.2.10 An uncontrolled pedestrian crossing with a refuge island is present at the northern end of Trent Road. Trent Road connects to the A607 Harlaxton Road, and Springfield Road, via signal controlled crossroads. The road splits into two lanes at the junction to cater for traffic travelling from Trent Road to both directions along the A607 Harlaxton Road.

2.2.11 Traffic calming is present along Trent Road consisting of the advisory cycle lanes, mini roundabouts and red coloured surfacing to highlight pedestrian crossings, some junctions and mini-roundabouts. Parking was observed to occur within the cycle lanes and grass verge.

2.2.12 A school safety zone is situated approximately 700m along Trent Road from the junction with Dysart Road. The safety zone includes an advisory 20mph speed limit and parking restrictions in the form of single yellow lines and school keep clear road markings.

2.2.13 Harlaxton Road forms part of the A607 and runs from Grantham Town Centre to Harlaxton in the south west. The A607 itself connects Grantham to Melton Mowbray, connecting to the A1 to the south west of the latter town and continues to Leicester.

Ref: ST2000/TA-1409-Grantham-Rev 0 Page | 3 Transport Assessment Dysart Road, Grantham

2.2.14 Approximately 200m east of the site, Barrowby Gate connects to Dysart Road on its north side by a simple tee junction. Barrowby Gate is approximately 950m in length connecting Dysart Road to the A52 Barrowby Road. The road is approximately 5.5m in width with grass verges and 2m footways on both sides. The junction bellmouth has radii of approximately 10m.

2.2.15 Barrowby Gate is a 30mph unclassified local distributor road and incorporates a vehicle weight restriction of 7.5 tonnes except for access. It is approximately 7.3m wide. Vehicles tend to park on the street and within the grass verges. There are generally no parking restrictions along the road apart from double yellow lines located around junctions between Barrowby Gate and Gloucester Road and Barrowby Gate and Winchester Road.

2.2.16 Barrowby Gate connects to the A52 Barrowby Road and Pennine Way via a roundabout with an inscribed circle diameter of approximately 45m.

2.2.17 The A52 Barrowby Road runs from Grantham in the east to Barrowby in the west and connects directly to the A1 along its route. The A52 provides the most direct link from Grantham to Nottingham to the west.

2.2.18 Goodliff Road is a major access road that connects with Dysart Road to the north and Trent Road to the south, approximately 900m to the east of the site. Goodliff Road is approximately 7.5m wide including on-road cycle lanes, grass verges and 2m footways on both sides of the road. The junction between Dysart Road and Goddliff Road is a simple tee junction with bellmouth radii of approximately 10m. The junction incorporates double yellow lines around the bellmouth and along Dysart Road within the vicinity of the junction.

2.2.19 The A1 South is accessed from the site via Trent Road and the A607 Harlaxton Road, providing access to Stamford, Peterborough and London. The A1 North is accessed via Barrowby Gate and the A52 Barrowby Road, affording a route to Newark-on-Trent, Retford and also on to Lincoln.

2.2.20 Abutting the western boundary of the site is Sheep Wash Lane, a public Right of Way (ROW) Number 922 identified as a restricted byway. This connects Dysart Road at its southern end with the spur road to the A1 and A52 at the northern end, but is not available to normal vehicular traffic.

2.2.21 The Highway Boundary Plan is provided in Appendix B, identifying the areas of land maintainable at public expense in the vicinity of the site.

2.3 Potential Highway Improvements

2.3.1 The Transport Strategy for Grantham: 2007 to 2021 and beyond, identified the following as key elements of improvement to the existing transport infrastructure within the area: a) Make alternative ways to travel other than car use more attractive.

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b) Make the most of rail links to north and south by improving the accessibility of the railway station. c) Improving routes and access through and within the town by addressing the existing various barriers to movement (i.e. low bridges, the river, narrow streets, etc.). d) Catering for new developments by ensuring that a transport system is provided which can accommodate the growth in population. e) Short term improvements to include: i) Working with the local bus operators to improve the town’s bus service. ii) Full review and improvement to signing, particularly for parking and visitors coming to or through the town. iii) Review and improve walking and cycling routes. iv) Implement town centre traffic management schemes. v) Review bridge protection systems to prevent tall vehicles hitting the low bridges in Grantham. f) Possible east-west relief road, from the A52 to the A1, located to the south of Grantham. The road is proposed to cater for the large volume of HGVs that currently travel through the town centre. g) Possible link road between Pennine Way and Gonerby Road, proposed to provide a reduction in congestion within the town centre. h) Junction improvements have been identified as necessary only when the opportunity arises and when it can be shown to be the best use of funds in the long term.

2.3.2 The Fourth Local Transport Plan (LTP) for Lincolnshire 2013/14 to 2022/23 identified the Grantham Southern East-West Relief Road as something on the short to medium term horizon.

2.3.3 The Southern Quadrant Relief Road received conditional planning approval by South Kesteven District Council on 25th March 2013. The Transport Assessment for the relief road scheme identified 2016 as the opening year.

2.3.4 The site is identified in the South Kesteven District Council Strategic Housing Land Availability Assessment (SHLAA) of 2012 and update of 2013 as site number SK/GRA/17 (2). These documents comment that the site has good accessibility to amenities, good access to public transport and concludes that the site is suitable for residential development

2.4 Existing Public Transport Facilities

2.5 Bus Links

2.5.1 Bus Route 6 passes along Dysart Road in front of the site. Existing eastbound and westbound stops are located adjacent to the proposed site access and do not appear to have flags or shelters. Centrebus operated, route 6, provides an approximately hourly service into Grantham Town Centre along Dysart Road from approximately 07:19 to 18:10 hours Monday to Friday and 08:15 to 15:15 on Saturdays. To the west the service continues to Barrowby and Bottlesford.

Ref: ST2000/TA-1409-Grantham-Rev 0 Page | 5 Transport Assessment Dysart Road, Grantham

One school service in each direction a day is extended to Radcliffe on Trent and Grantham Kings School and is differentiated as the ‘X6’ service.

2.5.2 The SLE5 school service also calls at the stops adjacent to the site frontange entrance. This operates one journey in each direction between Long Bennington and William Robertson Academy, Welbourne.

2.5.3 A further bus service operates along Trent Road and Dysart Road, calling at the eastbound stop on Dysart Road approximately 300m to the east of the south eastern corner of the site. Bus Route Number 1 is a Grantham Town Service operating at a 20 minute frequency throughout the day Monday to Saturday, to the bus station in the town centre and onto further residential areas to the north east of the town. It is operated by Centrebus from approximately 07:14 to 18:44 hours Monday to Friday and 07:44 to 18:24 on Saturdays.

2.5.4 Grantham Bus station, approximately 1.8km to the east of the site serves a range of destinations within Lincolnshire and beyond.

2.5.5 A plan showing bus routes in Grantham is attached in Appendix C.

2.6 Rail Links

2.6.1 Grantham Railway Station is located approximately 2.0km from the site, within a reasonable distance by bicycle, and is located along Dysart Road towards the town centre. This station is on the East Coast Main Line from Edinburgh to London King Cross. It is also a hub in the East Midlands area, with direct connections to Nottingham and Sheffield.

2.6.2 Journey times to London Kings Cross from Grantham are from 1 hour 10 minutes while Nottingham and Sheffield are 35 minutes and 1 hour 35 minutes away respectively.

2.6.3 Plans of the main East Coast and local East Midlands Trains networks are included in Appendix C.

2.7 Pedestrians and Cyclists

2.7.1 Footways surrounding the site are generally at least 1.8m wide and along both sides of the local roads, with the exception of Dysart Road from a point about 50m to the west of the western end of Heathfield Road where the footway on the southern side of this road ends. There is no further residential development, or indeed any development, other than a commercial building which is accessed from the point at which the footway ends.

2.7.2 As previously described there is a public ROW abutting the western edge of the site called Sheep Wash Lane, providing access to the A52 to the north.

2.7.3 The nearest local shops are located abutting the south eastern corner of the site. Two shops are present at this location, a convenience store and a food takeaway.

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2.7.4 The local footways provide good links to the town centre, bus station and railway station via Dysart Road to the east as well as to the sports and recreation facilities south of the site on Trent Road. Within walking distance of the site (1.6km), other facilities include primary and secondary schools, a place of worship and several employment areas. A plan showing the local facilities is included in Appendix C.

2.7.5 The nearest cycle route to the site is Grantham Local Cycle Route 8, located on Trent Road, which is an on-carriageway cycle lane and in places a shared use footway/cycleway. Route 8 runs from Barrowby Road in the north along Barrowby Gate on a shared use footway/cycleway to the A607 Harlaxton Road in the south via the previously described Trent Road facilities. At the A607 Route 8 connects to the National Cycle Route 15 (Nottingham to Grantham) which runs south west to north east through the town and along the Grantham Canal approximately 1.6km south of the site.

2.7.6 A plan showing the local cycling facilities in included in Appendix C.

2.8 Current Traffic Flows on links and junctions within the Study Area

2.8.1 Classified traffic counts were carried out on Wednesday 21st March 2012 at the tee junctions between Dysart Road & Valley Road and Barrowby Gate & Valley Road. The counts were conducted during the AM peak period of 07:30hrs to 09:30hrs and the PM peak periods between 16:30hrs to 18:30hrs.

2.8.2 The raw traffic data was extracted, and summary sheets showing the resulting traffic flow diagrams were prepared. These diagrams show turning movements at the junction for the calculated peak hours on the network of 08:00hrs to 09:00hrs and 17:00hrs to 18:00hrs. This information is provided in Appendix D.

2.8.3 Classified traffic counts were carried out on Wednesday 10th September 2014 at the tee junction between Trent Road and Dysart Road. The counts were conducted during the AM peak period of 07:30hrs to 09:30hrs and the PM peak periods between 16:30hrs to 18:30hrs. Drawing ST- 2000-12 shows the summary of the movements in the 08:00hrs to 09:00hrs and 17:00hrs to 18:00hrs periods and is also provided in Appendix D.

2.8.4 Considering 2016 as the base year to be consistent with the SATURN modelling that has been carried out by Mouchel on behalf of Lincolnshire County Council, the data collected in 2012 and 2014 has been projected up to 2016 using the growth factors in the Tempro database. Stomor Ltd have referred to Tempro Version 6.2 East Midlands Region data for Lincolnshire, for the Grantham Area 32UG1. Inspection of the Origin and Destination trip rates show the following:-

Forecast Year AM Peak PM Peak 2012 – 2016 1.0339 1.0357 2014 - 2016 1.0166 1.0175

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2.8.5 For the purposes of the forthcoming analysis, the Tempro growth rate of 3.4% and 3.6% to the AM and PM peaks respectively will be added to 2012 traffic flows. Growth rates of 1.7% and 1.8% for the AM and PM peaks will be added to the 2014 traffic flows.

2.8.6 Drawing Number ST-2000-14 shows the background flows around the Trent Road junction projected to the 2016 base year and is attached in Appendix E.

2.8.7 The first table below shows the flows on Dysart Road adjacent to the junction with Valley Road. The second table below shows flows on Barrowby Gate, just south of Valley Road. The third table shows flows on Trent Road, just south of Dysart Road.

Dysart Road – West of Valley Road Eastbound Westbound Two-way

2016 Flows 08:00 – 09:00 hours 339 183 522

2016 Flows 17:00 – 18:00 hours 200 248 448

Barrowby Gate – South of Valley Rd Northbound Southbound Two-way

2016 Flows 08:00 – 09:00 hours 203 487 690

2016 Flows 17:00 – 18:00 hours 429 362 791

Trent Road – South of Dysart Road Northbound Southbound Two-way

2016 Flows 08:00 – 09:00 hours 238 390 628

2016 Flows 17:00 – 18:00 hours 378 325 703

2.8.8 DMRB Advice Note TA 79/99 ‘Traffic Capacity of Urban Roads’1 has been consulted, which gives an indication of flow capacities for different road categories. Based upon Tables 1 and 2 of this document, for Road Type UAP3 for Dysart Road, Barrowby Gate and Trent Road the two-way capacities are as follows:-

Flow Capacity One Way (60%) One Way (40%) Total Flow Dysart Road 900 600 1500 Width approximately 6.1m Barrowby Gate / Trent Road 1300 867 2167 Width approximately 7.3m

1 TA 79/99 ‘Traffic Capacity of Urban Roads’ – Design Manual for Roads and Bridges (DMRB) Advice Note, February 1999.

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2.8.9 From the above information, it can be seen that the current flows on the Dysart Road, Barrowby Gate and Trent Road lie well within the link capacity of these roads.

2.8.10 Surrounding junctions and associated node capacities will be addressed in later sections of this report.

2.9 Personal Injury Accident Records

2.9.1 The Lincolnshire Road Safety Partnership has identified one serious and six slight category Personal Injury Accidents (PIA) within the vicinity of the site on Dysart Road over a five year period from 1st June 2009 to 31st May 2014. Two further slight PIA were recorded, one at the southern end of Barrowby Gate and one at the northern end of Trent Road over the same period.

2.9.2 Copies of the accident records and plot are attached in Appendix F.

2.9.3 Analysis of the full non-confidential reports has shown that the serious category PIA occurred in July 2013 at approximately 08:00 hours. This involved a pedestrian crossing in front of a vehicle on Dysart Road near the junction of Barrowby Gate.

2.9.4 Three slight category incidents occurred at the junction between Dysart Road and Barrowby Gate. Two involved cyclists crossing Barrowby Gate being struck by southbound vehicles leaving Barrowby Gate, one in August 2013 at 08:30 hours and one in January 2014 at 10:00 hours. The third slight PIA involved a rear end shunt to two vehicles being struck by a westbound vehicle along Dysart Road in March 2013 at 14:40 hours.

2.9.5 Further west along Dysart Road between the A1 bridge and Heathfield Road a slight category incident occurred in February 2012 at about 17:00 hours. An eastbound vehicle crossed over the carriageway mounting the footway and collided with a cyclist causing minor injuries.

2.9.6 One slight category incident involved a vehicle reversing into a parked vehicle on Dysart Road in February 2014 at 18:00 hours.

2.9.7 At the junction of Dysart Road and Heathfield Road a slight category rear end shunt occurred on a wet road when an eastbound vehicle failed to stop before a queue of two vehicles. This happened in May 2013 at approximately 18:30 hours.

2.9.8 The slight PIA on Trent Road occurred at 19:45 hours in July 2012. A northbound vehicle collided with a vehicle reversing eastbound, with a third vehicle partially obscuring the inter- visibility between the vehicles.

2.9.9 The final slight category incident occurred on Barrowby Gate with two vehicles travelling in opposite directions colliding offside to offside after one skidded and lost control on a wet surface. This event happened in July 2010 at approximately 19:00 hours.

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3. Proposed Development

3.1.1 The proposed development will consist of up to 250 residential units located on existing farmland across most of the site, covering an area of approximately 4.9ha. The remaining area of approximately 1.0ha to the north will comprise a grassed area and retain the existing wetland adjacent to the Barrowby Stream. The existing intermittent hedge through the middle of the site is proposed to be retained. The pedestrian and vehicular access to the site is proposed to be onto Dysart Road to the south east of the site.

3.1.2 At the time of writing the site proposal is for 227 units, but 250 have been assumed for in this assessment to give a degree of flexibility and robustness. The units will be divided between private and housing association development. For robustness the higher trip generation rates associated with private development have been used.

3.1.3 The proposed road network within the development consists of major access roads interconnected with shared surface roads. The major access roads are of 5.5m width with 1.8m wide footways on both sides. The shared surface roads will interconnect to the major access road via loops or cul-de-sacs and are 5.5m in width with no footways on either side.

3.2 Means of Vehicular Access Appraisal

3.2.1 Inspection of the site and surrounding road network has identified that the most practicable location to provide a suitable means of access to the development site is from Dysart Road, about 95m west of Valley Road.

3.2.2 An initial access proposal was prepared, which has footways and verges on either side, and is shown on Drawing ST-2000-10 in Appendix G.

3.2.3 This drawing shows the following features:-

i. 5.5m wide access roads into site, with bellmouth radii of 10.5m. ii. 1.5m verges and 1.8m wide footways on either side. iii. Suitable vision lines for drivers exiting from development.

3.2.4 The above means of access drawing was forwarded to Lincolnshire County Council (LCC), the Highway Authority (HA), for their approval in principle on 8th July 2010, and their response was received on 15th July 2010.

3.2.5 In their response, the HA confirmed that a Transport Assessment would be required in due course to support the development proposals, which would include the final determination of the junction arrangement. They also acknowledged that although the internal road layout does not entirely conform to the design guide, some flexibility will be applied as the housing and roads layout is developed.

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3.2.6 Further correspondence seeking to clarify the highway works associated with the development was sent to the HA on 23rd July 2010, to which a response was received on the 9th September 2010. The HA confirmed that a simple tee junction may not be approved at this early stage, and that a more likely format would be a right turn facility. The HA have indicated that such a right turn facility, if appropriately engineered, could negate the necessity of an emergency access. A right turning facility would be more than capable of accommodating any traffic associated with the development.

3.2.7 A revised means of access drawing (ST-2000-05-A) was prepared, taking these comments into account. This is also included in Appendix G.

3.2.8 Correspondence with the HA can be found in Appendix H.

3.3 Anticipated Parking Requirements

3.3.1 The current development layout meets the Lincolnshire standard for major towns, which is:-

A maximum of on average 1.5 spaces per dwelling.

3.3.2 It has been demonstrated in previous sections of this report that public transport, cycle and pedestrian links are in close proximity, which confirms the sustainable credentials of this site. In this context, the parking provision is considered to be sufficient for the proposed use.

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4. Appraising the Impact of the Proposed Developments

4.1 Base Flows

4.1.1 Surveys show that existing flows on the local road network lie well within the geometric link capacity of these roads.

4.2 Assessment Periods

4.3.1 The weekday peak periods on the highway network have been generally identified from the traffic counts as:-

. 08:00 – 09:00 hrs . 17:00 – 18:00 hrs

4.3 Trip Generation

4.3.1 To determine the appropriate trip generation rates for the proposed 250 residential units, observations were made on the trip generation rates from Valley Road immediately east of the proposed development. Traffic counts were taken on Wednesday 21st March 2012 at both ends of this 96 dwelling development of houses which generated the rates in the table below. A summary of the observations in included in drawings ST-2000-16 and ST-2000-17 in Appendix I.

Trip Rate Per Dwelling IN OUT TOTAL Valley Road

08:00 - 09:00 hrs 0.208 0.448 0.656

17:00 - 18:00 hrs 0.375 0.177 0.552

4.3.2 These rates are comparable with information obtained from the TRICS database for sites containing privately owned houses between 10 and 491 units excluding Greater London, Monday to Friday. This database draws upon known information and actual traffic counts around the various regions and gives a reasonable representation based upon ‘real life’ studies, see Appendix J.

4.3.3 The trip generation rates in the table above have been agreed with Lincolnshire County Council (LCC) and give the following maximum two-way rates for residential development of up to 250 units of:-

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Proposed No of IN OUT TOTAL Trips

08:00 - 09:00 hrs 52 112 164 Predicted Traffic

17:00 - 18:00 hrs 94 44 138 Predicted Traffic

4.4 Traffic Distribution

4.4.1 With respect to the future distribution of the site development generated traffic, data from the Office for National Statistics (Neighbourhood Statistics) for the Grantham area has been reviewed, using the Earlsford Ward which lies immediately adjacent to the site to the south east. Dataset UV35 was used, which gives distance bands for people travelling to and from work who live in the Ward.

4.4.2 The distance bands used and associated percentages of persons travelling based upon the census data are as follows:-

Less than 2km - 46% (Based on 60% travelling by car)

2km – 5km - 20% (Based on 80% travelling by car)

5km – 10km - 8% (Based on 90% travelling by car)

10km – 20km - 6% (Based on 95% travelling by car)

20km – 30km - 5% (Based on 95% travelling by car)

30km – 40km - 8% (Based on 95% travelling by car)

40km – 60km - 4% ( Based on 95% travelling by car)

60km and over - 3% (Based on 90% travelling by car)

4.4.3 Based on the above, drawing ST-2000-18-B was prepared to show the assessed distribution of the development related flows for the AM and PM peak periods, both in and out, based on the distance bands described above and likely destinations both locally and further afield. This drawing is attached in Appendix K. At least three quarters of the traffic was considered to turn left from the development heading east or turn right into the site from the east in both the AM and PM peaks. Background traffic along Dysart Road in the base year of 2016 has also been added to this drawing.

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4.4.4 Development traffic flowing through the Dysart Road / Trent Road junction has been split according to the existing turning proportions at this junction.

4.5 Assessment Years and Growth

4.5.1 For the purposes of analysis, the base year has been set at 2016 and the future year at 2024 to be consistent with the updated SATURN model. In accordance with recommendations made in the Department of Transport Guidance on Transport Assessment 2007, a future assessment year (horizon year) should be set no less than five years from the registration of the planning application.

4.5.2 The growth in background traffic is commonly estimated by the application of the National Road Traffic Forecasts (NRTF) adjusted locally by the TEMPRO database.

4.5.3 Stomor Ltd have referred to Tempro Version 6.2 East Midlands Region data for Lincolnshire, for the Grantham Area 32UG1. Inspection of the Origin and Destination trip rates show the following:-

Tempro Growth Factors AM Peak PM Peak 2016 - 2024 1.0376 1.0431

4.5.4 For the purposes of the forthcoming analysis, the Tempro growth rates of 3.8% and 4.3% to the AM and PM peaks respectively will be added to the base year traffic flows to bring them to the future year.

4.5.5 Drawing Number ST-2000-19-A has been prepared, which shows the base year flows on Dysart Road projected to 2024; this plan is attached in Appendix L. Drawing Number ST-2000-22 illustrates the Dysart Road / Trent Road junction base year traffic flows projected to 2024 and is also attached in Appendix L.

4.6 Traffic Impact

4.6.1 The proposed development is expected to generate additional two way flows of 164 vehicles during the AM peak period and 138 vehicles during the evening PM peak period.

4.6.2 The projected Year 2024 future two way flow including development on Dysart Road to the east of the site access in the AM peak is 677 vehicles and in the PM peak is 588 vehicles. The link capacity of Dysart Road is 1500 vehicles, so it is well in excess of the future year flows.

4.6.3 LCC operate a SATURN traffic model for Grantham. Following instructions from the Client, Mouchel was commissioned via LCC Highways to test the impact of the proposed residential development on the surrounding highway network in the future year of 2024 against a scenario with no development in the future year. These two scenarios were also compared to the base year conditions with no development in 2016. These assessment years were agreed with LCC

Ref: ST2000/TA-1409-Grantham-Rev 0 Page | 14 Transport Assessment Dysart Road, Grantham

and take into account both the site and other committed developments; therefore they are considered robust.

4.6.4 The modelling exercise concluded that development traffic has limited impact on the queues and delays across the network. Increases in traffic are observed between the 2016 situation and the 2024 situation with development. However, there is generally very minor difference between the 2024 scenarios with and without the Dysart Road development. The modelling has indicated that on occasional journeys there will be slight improvements in journey times with the development as the mix of traffic releases some benefits on places on the network. Appendix M contains the technical summary produced by Mouchel on the modelling exercise.

4.6.5 More detailed analysis has been carried out on the site access and Trent Road / Dysart Road junctions using Junctions 8 using observed traffic flows projected to the assessment years.

4.6.6 The following table summarises the assessment of the site access priority tee junction with a right turn lane in the future year scenario for the AM and PM peak periods:-

Future Year (with Time Max. RFC Max Q ( Vehicles) Development) AM Peak Period 08:00hrs to 09:00hrs 0.24 0.31 PM Peak Period 17:00hrs to 18:00hrs 0.13 0.15

4.6.7 The Junctions 8 analysis for the projected traffic flows confirms that the junction deals with the predicted flows comfortably during the AM and PM peak periods, with minimal queuing. During the AM peak hour, the maximum nominal queue recorded was under 1 vehicle, with a maximum RFC value of 0.24 which is comfortably within the recommended 0.85. During the PM peak hour, the maximum nominal queue recorded was also under 1 vehicle, with a maximum RFC of 0.13 which also lies well within the recommended 0.85. The results of the Junctions 8 analysis are attached in Appendix N.

4.6.8 LCC have also confirmed that they require an assessment of the junction of Dysart Road and Trent Road; so this has been separately modelled. The development traffic has been added to the background traffic in the base year and is shown on Drawing Number ST-2000-21 and also the future year and is shown on Drawing Number ST-2000-23. Both these drawings are included in Appendix O.

4.6.9 The Trent Road / Dysart Road junction has been modelled in Junctions 8 for the base and future years with and excluding the development. The following table summarises the results:

Ref: ST2000/TA-1409-Grantham-Rev 0 Page | 15 Transport Assessment Dysart Road, Grantham

Time Max. RFC Max Q ( Vehicles) 2016 Base Year

(Background Flows) AM Peak Period 08:00hrs to 09:00hrs 0.54 1.15 PM Peak Period 17:00hrs to 18:00hrs 0.82 4.17 2016 Base Year

(with Development) AM Peak Period 08:00hrs to 09:00hrs 0.60 1.50 PM Peak Period 17:00hrs to 18:00hrs 0.91 7.75 2024 Future Year

(Background Flows) AM Peak Period 08:00hrs to 09:00hrs 0.56 1.29 PM Peak Period 17:00hrs to 18:00hrs 0.87 5.48 2024 Future Year

(with Development) AM Peak Period 08:00hrs to 09:00hrs 0.63 1.69 PM Peak Period 17:00hrs to 18:00hrs 0.96 11.34

4.6.10 The Junctions 8 analysis for the projected traffic flows confirms that the junction easily deals with the predicted flows during the AM peak period, with a maximum RFC of 0.63 and queue of less than 2 vehicles in the future year with development. The junction appears to already be approaching capacity in the base year, with an RFC of 0.82 and a queue of just over 4 vehicles with just the background traffic in the PM Peak period. Considering the future year with just the background traffic, the RFC is 0.87 and the maximum queue is between 5 and 6 vehicles on Trent Road.

4.6.11 Considering the base year with development the maximum RFC is 0.91 with a queue of approaching 8 vehicles in the PM Peak period. The future year with development generates an RFC of 0.96 and a queue of just over 11 vehicles on Trent Road. Therefore as the development would be expected to increase queueing at this junction, opportunities for improvements will be investigated to bring the RFC and queuing to pre-development levels.

4.6.12 On initial inspection it appears possible to introduce a mini roundabout at the junction of Trent Road and Dysart Road without significant major works. An indicative arrangement is shown on Drawing Number ST-2000-24 in Appendix P. Converting the priority junction to a mini roundabout has been modelled in Junctions 8. The analysis indicates that the maximum RFC in the PM Peak period with development traffic is 0.66 and the queue is just under two vehicles. This is well within the junction capacity and is an improvement on the existing situation. Junctions 8 analysis of the future year with development in the AM and PM peak periods as a tee

Ref: ST2000/TA-1409-Grantham-Rev 0 Page | 16 Transport Assessment Dysart Road, Grantham

junction and also the mini roundabout option in the PM peak period are included in Appendix Q. Other Junctions 8 results are available on request.

4.6.13 Therefore, it is anticipated that traffic associated with the proposed development can be accommodated within the surrounding road network, with the conversion of the Trent Road / Dysart Road Junction to a mini roundabout.

4.7 Non-car Trip Generation

4.7.1 In order to promote non-car use, footway links will be provided within the site, linking to adjacent footway systems and public transport links near to the site. A travel plan will be prepared to encourage the use of non-car modes and to set and monitor targets of their use.

4.7.2 In line with normal practice, the Highway Authority will seek a financial contribution toward maintaining and improving sustainable transport measures in the area.

4.8 Proposed Improvements to the Highway Network.

4.8.1 An existing utility cabinet is proposed to be relocated close to the proposed access onto Dysart Road to improve visibility to the west. Existing hedges and other vegetation in the vicinity of the access should be cut back to maximise visibility and provide this to the required standard. New planting will be introduced on the site which will mitigate the effects of any vegetation lost around the site of the proposed access onto Dysart Road.

4.8.2 The provision of more formalised bus stops on Dysart Road nearest to the site with easy access kerbs, flags and timetable information is proposed and would assist promoting the use of public transport. Subject to more detailed discussions between the local planning authority and highway authority, the provision of an eastbound bus stop on Dysart Road is also proposed. A shelter would be useful to those waiting to travel into Grantham town centre in inclement weather.

4.8.3 Other than the measures outlined above, no other improvements to the local highway network are considered necessary as a result of proposals to develop this site with 250 residential units.

Ref: ST2000/TA-1409-Grantham-Rev 0 Page | 17 Transport Assessment Dysart Road, Grantham

5. Conclusions

5.1 Stomor Ltd. has been commissioned by Constable Homes to prepare a Transport Assessment for the proposed development of land at Dysart Road, Grantham; which is currently agricultural greenfield land.

5.2 This Transport Assessment is provided in support of proposed development of the site with up to 250 new residential units.

5.3 The site covers a gross area of approximately 5.9ha.

5.4 The development site is reasonably well located in terms of sustainable transport with bus stops located within close proximity to the site, formal cycle routes within 200m and a comprehensive network of footways linking the site to a range of local facilities.

5.5 The proposed development will consist of residential units across most of the site, with an approximately 1ha green area to the north of the site associated with the existing adjacent watercourse.

5.6 The Highway Authority has identified that a right turn lane would be required on Dysart Road associated with the proposed access to facilitate turning into the development.

5.7 An existing utilities cabinet is proposed to be relocated and existing hedges and other vegetation around the access should be cut back, in order to maximise visibility from the proposed access.

5.8 Traffic modelling carried out by Mouchel for LCC, using SATURN and inspection of the existing traffic flows and observed capacity of the surrounding road network shows that the development traffic has limited impact on the queues and delays across the network. There is generally very minor difference between the 2024 scenarios with and without the Dysart Road development. The modelling has indicated that on occasional journeys there will be slight improvements in journey times with the development as the mix of traffic releases some benefits on places on the network.

5.9 More detailed analysis has been carried out on the site access and Trent Road / Dysart Road junctions using Junctions 8. The modelling of the site access has shown that a priority tee junction with a right turn lane will operate effectively in this location.

5.10 Junctions 8 modelling at the Trent Road / Dysart Road priority tee junction has indicated that it would perform satisfactorily in the AM peak period in the future year with development traffic. However, the queuing in the PM peak period would increase from approximately 5 to 11 vehicles and RFC increase from 0.87 to 0.96 on Trent Road.

5.11 Converting the Trent Road / Dysart Road junction to a mini roundabout was modelled with Junctions 8. The maximum RFC was reduced to 0.66 and queue length to just under 2 vehicles

Ref: ST2000/TA-1409-Grantham-Rev 0 Page | 18 Transport Assessment Dysart Road, Grantham

in the future year PM peak period with development traffic. This is within the junction capacity and is an improvement on the existing situation.

5.12 Therefore, no improvements to the local highway network other than those set out above are considered necessary as a result of proposals to develop this site.

5.13 The TA has taken a robust approach to assessing the development, using a higher level of units than current development layouts propose and considering base and future years of 2016 and 2024 respectively.

5.14 The site is well located in terms of local amenities, with shops, schools, sports and recreation facilities and employment areas within walking distance (1.6km). Therefore residential development of the site, providing up to 250 units, has the potential to be quite sustainable in relation to transport.

5.15 Overall the site is considered to be suitable for the proposed residential development in transport terms, considering its scale, proximity to local facilities and the surrounding road network.

Ref: ST2000/TA-1409-Grantham-Rev 0 Page | 19 APPENDIX A

SITE

Rev Description Date Drawn Checked Revisions

Registered Office: 32 Beehive Lane, Welwyn Garden City, Hertfordshire, AL7 4BQ

Design Office: 19 Walsworth Road, Hitchin, Herts, SG4 9SP Tel 01462 615433 Fax 01462 615425 Email [email protected] www.stomor.com

Project Land to the north of Dysart Road, Grantham, Lincs, NG31 7LY

Drawing Description Site Location Plan

Scale Date Drawn By Checked By 1:1250 6.7.10 DGS NJM

Client Architect

Constable Homes Ltd

Notes Drawing Do not scale off the drawing. Number Only written dimensions should be taken. Any discrepancies or errors should be brought ST-2000-6 to the attention of the engineer immediately. APPENDIX B

APPENDIX C

Leeds Scarborough

Wakefield Westgate York

Doncaster Cleethorpes

Gainsborough Grimsby Liverpool Manchester Meadowhall Town South Parkway Warrington Piccadilly Lea Road Sheffield Habrough Widnes Manchester Stockport Liverpool Oxford Road Dronfield Lime Street Chesterfield Saxilby Barnetby

Worksop Market Rasen Whitwell Alfreton Creswell Hykeham Lincoln Langwith-Whaley Thorns Swinderby Collingham Matlock Shirebrook Newark Mansfield Woodhouse Castle Skegness Matlock Bath Metheringham Mansfield Newark Cromford Sutton Parkway North Gate Whatstandwell Langley Havenhouse Mill Kirkby in Ashfield Rolleston Wainfleet Ambergate Ruskington Newstead Fiskerton Thorpe Culvert Belper Hucknall Bleasby Boston Hubberts Bridge Bulwell Thurgarton Duffield Swineshead Lowdham Heckington Stoke- Burton Joyce Rauceby Blythe Tutbury & Ancaster Sleaford Crewe Kidsgrove on-Trent Bridge Hatton Derby Beeston Carlton Elton &Bottesford Orston

Alsager Longport Longton Uttoxeter Peartree NetherfieldRadcliffeBinghamAslockton Nottingham Grantham Spondon Attenborough Long Eaton Spalding East Midlands Parkway Loughborough Barrow upon Soar Sileby Syston Oakham Stamford Ely Thetford Wymondham

Melton Brandon Attleborough Mowbray Peterborough Norwich Leicester Corby

Market Harborough

Kettering

Wellingborough

Limited Timetable service number 1 High-speed services from London St Pancras Bedford

2 Liverpool - Manchester - Sheffield - Nottingham - Norwich

Local services

3 Matlock - Derby - Nottingham Luton 4 Nottingham - Worksop 5 Derby - Stoke-on-Trent - Crewe 6 Peterborough - Lincoln - Doncaster 7 Nottingham - Skegness 8 Cleethorpes - Leicester Luton Airport Parkway

London St Pancras

www.projectmapping.co.uk 41 2 LEGEND 1 3 41 4 602

SITE 41 1

SCHOOLS/COLLEGES

3 3 6 RECREATIONAL FACILITIES

SHOPS/RETAIL 3 OUTLETS

EMPLOYMENT AREAS

EMERGENCY 41 SERVICES SITE 3 CYCLE ROUTES

BUS ROUTES

BUS STATION

1 6 7 BUS STOP (WITH SHELTER)

1 6 BUS STOP (WITHOUT 6 SHELTER)

RAILWAY STATION 21

1 7 8 9 RAILWAY LINE 55 1 1 4 7 26 DISTANCE CONTOURS 28

500m 1

7 1 1

1000m 7 A Plan updated 17.07.13 BID PNM 1 Rev Description Date Drawn Checked Revisions

Registered Office: 32 Beehive Lane, Welwyn Garden City, Hertfordshire, AL7 4BQ

Design Office: 19 Walsworth Road, Hitchin, Herts, SG4 9SP Tel 01462 615433 Fax 01462 615425 Email [email protected] www.stomor.com

Project

Grantham 28

Drawing Description

Facilities Plan 1500m

Scale Date Drawn By Checked By 9 1:10000@A3 02/02/12 LAF DGS

Client Architect

Constable Homes 8 55 9

Notes Drawing Number Grantham Bus Station Buses Do not scale off the drawing. Only written dimensions should be taken. 1 2 2A 3 4 5 6 7 8 9 24 26 27 Any discrepancies or errors should be brought ST-2000-Facilities Plan-A 28 55 to the attention of the engineer immediately. Sustrans (/) Join the movement

t=p&hl=en-GB) APPENDIX D

Advanced Transport Research Job Number & Name: 3048 Dysart Road Site 1 - Dysart Road/Valley Road Client: Stomor Flow Diagram Date: Wednesday 21 Mar 2012

Select Period 0800 Hourly Total

Valley Road 11 33

10 23

11 U-turn

316 E Dysart Road

328 341

177 168

Dysart Road C10

D 156

U-turn 2

3048 Dysart Road Site 1 Junction Count Wednesday 21st March 2012.xls\Flow Diagram Advanced Transport Research Job Number & Name: 3048 Dysart Road Site 1 - Dysart Road/Valley Road Client: Stomor Flow Diagram Date: Wednesday 21 Mar 2012

Select Period 1700 Hourly Total

Valley Road 21 7

11 U-turn

177 E Dysart Road

193 200

239 260

Dysart Road C16

D 226

U-turn 18

3048 Dysart Road Site 1 Junction Count Wednesday 21st March 2012.xls\Flow Diagram Advanced Transport Research Job Number & Name: 3048 Dysart Road Site 2 - Valley Road/Barrowby Gate Client: Stomor Flow Diagram Date: Wednesday 21 Mar 2012

Select Period 0800 Hourly Total

Barrowby Gate 201 476

7 469

Valley Road

2 194

Barrowby Gate 196 471

3048 Dysart Road Site 2 Junction Count Wednesday 21st March 2012.xls\Flow Diagram Advanced Transport Research Job Number & Name: 3048 Dysart Road Site 2 - Valley Road/Barrowby Gate Client: Stomor Flow Diagram Date: Wednesday 21 Mar 2012

Select Period 1700 Hourly Total

Barrowby Gate 413 353

7 346

Valley Road

8 406

Barrowby Gate 414 349

3048 Dysart Road Site 2 Junction Count Wednesday 21st March 2012.xls\Flow Diagram DATE: 10/09/2014

AM PEAK PERIOD 0800 - 0900

179(6) 300(9) 121(3) 350(10) 487 737 DYSART ROAD 187(3) 124(2) 387(10) 263(8) 63(1) 171(4)

234(5) 384(11)

618 TRENT ROAD

PM PEAK PERIOD 1700 - 1800

135(5) 209(5) 74(0) 408(8) 462 809 DYSART ROAD 253(4) 155(2) 401(5) 246(3) 98(2) 273(3)

371(5) 320(3)

Rev Description Date Drawn Checked Revisions

Registered Office: 691 32 Beehive Lane, Welwyn Garden City, Hertfordshire, AL7 4BQ

TRENT ROAD Design Office: 19 Walsworth Road, Hitchin, Herts, SG4 9SP Tel 01462 615433 Fax 01462 615425 Email [email protected] www.stomor.com

Project Land off Dysart Road, Grantham, Lincs

Drawing Description 10th September 2014 Traffic Flows AM and PM Peak Hours Dysart Road - Trent Road Junction

Scale Date Drawn By Checked By N.T.S 10.09.14 PNM DGS

Client Architect

Notes Drawing Do not scale off the drawing. Number Only written dimensions should be taken. Any discrepancies or errors should be brought ST-2000-12 to the attention of the engineer immediately. APPENDIX E

2016 BASE YEAR

AM PEAK PERIOD 0800 - 0900 2014-2016 Growth Factor 1.7%

182(6) 305(9) 123(3) 356(10) 495 749 DYSART ROAD 190(3) 126(2) 393(10) 267(8)

64(1) 174(4)

238(5) 390(11)

628 TRENT ROAD

PM PEAK PERIOD 1700 - 1800

2014-2016 Growth Factor 1.8%

137(5) 212(5) 75(0) 415(8) 470 823 DYSART ROAD 258(4) 158(2) 408(5) 250(3)

100(2) 278(3)

378(5) 325(3)

Rev Description Date Drawn Checked Revisions

Registered Office: 32 Beehive Lane, Welwyn Garden City, Hertfordshire, AL7 4BQ 703 Design Office: 19 Walsworth Road, Hitchin, Herts, SG4 9SP Tel 01462 615433 Fax 01462 615425 TRENT ROAD Email [email protected] www.stomor.com

Project Land off Dysart Road, Grantham, Lincs

Drawing Description Background Traffic Flows AM and PM Peak Hours Dysart Road - Trent Road Junction Base Year (2016)

Scale Date Drawn By Checked By N.T.S 10.09.14 PNM DGS

Client Architect

Notes Drawing Number Do not scale off the drawing. Only written dimensions should be taken. Any discrepancies or errors should be brought ST-2000-14 to the attention of the engineer immediately. APPENDIX F

3 3 3 4 2 3 2

1 1 1 1 1 1 1

0 5 7 3 0 6 5

4 1 1 3 9 6 7

8 9 4 1 3 7 7

2 0 2 0 0 1 1

B N N N N N N N

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s L

f d

o e

il il

lle o

o h

D .

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O r

f S

S in O

LINCOLNSHIRE ROAD SAFETY PARTNERSHIP

ACCIDENT REFERENCE: N039012 ------

Road Number : C374 GRID REF: 489495,335527 SPEED LIMIT: 30 Road 2 Number : D

PARISH : GRANTHAM DIVISION: DISTRICT: South

POLICE SECTOR : Grantham SEVERITY: Slight POLICE DIVISION : South

LOCATION : DYSART ROAD, GRANTHAM. 4895288 3353336. LOCATION AND DIRECTION OF TRAVEL CONFIRMED.

DESCRIPTION : V1 DROVE ONTO PAVEMENT AND GRASS VERGE ON THE WRONG SIDE OF THE ROAD, FOR APPROX 18M, TOWARDS A GROUP OF YOUTHS. V1 COLLIDED WITH ONE OF THE YOUTHS AND DROVE AWAY WITHOUT STOPPING. CASUALTY WAS KNOCKED OFF HIS PEDAL CYCLE, CAUSING MINOR INJURIES.

DATE : 12/02/2012 - Sunday TIME: 1700

NUMBER OF VEHICLES : 2 NUMBER OF CASUALTIES: 1

JUNCTION DETAIL : 'T' or Staggered Junction JUNCTION CONTROL: Give Way or Uncontrolled

WEATHER : Fine (Without High Wind)

LIGHT CONDITIONS : Daylight

SURFACE CONDITIONS: Wet or Damp

DID AN OFFICER ATTEND THE SCENE? Yes

PRE 2005 CONTRIBUTORY FACTORS

CONTRIBUTORY FACTOR 1: CONTRIBUTORY FACTOR 2: CONTRIBUTORY FACTOR 3:

2005+ CONTRIBUTORY FACTORS

1.V1 Very Likely Aggressive driving 2.'' 3.'' 4.'' 5.'' 6.''

VEHICLES:

1 Car Going ahead East To West No Skdng /Jck-Knfg /Ovrtrng Driver: Male 49 2 Pedal Cycle Parked Parked To Parked No Skdng /Jck-Knfg /Ovrtrng Driver: Male 17

CASUALTIES:

1 Driver 17 Male Slight In Vehicle 2

PAGE: 1 DATE PRINTED: 29/07/2014

CURRENT DATADATE: 31/05/2014

All Accidents TRUE POLYGON SELECTION

LINCOLNSHIRE ROAD SAFETY PARTNERSHIP

ACCIDENT REFERENCE: N090514 ------

Road Number : C374 GRID REF: 489263,335520 SPEED LIMIT: 30 Road 2 Number : X

PARISH : BARROWBY DIVISION: DISTRICT: South

POLICE SECTOR : Grantham SEVERITY: Slight POLICE DIVISION : South

LOCATION : GRANTHAM- C374 DYSART ROAD (GRID REFERENCE: E-4892552, N-3355514).

DESCRIPTION : V2 HAS BEEN PARKED AT THE SIDE OF THE ROAD WHEN V1 HAS ATTEMPTED TO MANOUVRE AROUND HIM. DURING THIS TIME BOTH VEHICLES HAVE COLLIDED, V2 REER O/S, V1 FRONT N/S.

DATE : 28/02/2014 - Friday TIME: 1800

NUMBER OF VEHICLES : 2 NUMBER OF CASUALTIES: 1

JUNCTION DETAIL : Other Junction JUNCTION CONTROL: Give Way or Uncontrolled

WEATHER : Fine (Without High Wind)

LIGHT CONDITIONS : Dark - Lit Street Lights

SURFACE CONDITIONS: Dry

DID AN OFFICER ATTEND THE SCENE? No

PRE 2005 CONTRIBUTORY FACTORS

CONTRIBUTORY FACTOR 1: CONTRIBUTORY FACTOR 2: CONTRIBUTORY FACTOR 3:

2005+ CONTRIBUTORY FACTORS

1.V1 Very Likely Poor turn or manoeuvre 2.V1 Very Likely Failed to look properly 3. 4. 5. 6.

VEHICLES:

1 Car Reversing East To West No Skdng /Jck-Knfg /Ovrtrng Driver: Not known 2 Car Parked Parked To Parked No Skdng /Jck-Knfg /Ovrtrng Driver: Male 60

CASUALTIES:

1 Veh Passenger 60 Female Slight In Vehicle 2

PAGE: 2 DATE PRINTED: 29/07/2014

CURRENT DATADATE: 31/05/2014

All Accidents TRUE POLYGON SELECTION

LINCOLNSHIRE ROAD SAFETY PARTNERSHIP

ACCIDENT REFERENCE: B213810 ------

Road Number : D GRID REF: 489665,335579 SPEED LIMIT: 30 Road 2 Number :

PARISH : GRANTHAM DIVISION: DISTRICT: South

POLICE SECTOR : Grantham SEVERITY: Slight POLICE DIVISION : South

LOCATION : GRANTHAM - UNCLASS BARROWBY GATE. (GRID REF 489645,335578).

DESCRIPTION : V1 APPEARS TO HAVE LOST CONTROL WHILST COMING AROUND A BEND, GOING INTO PATH OF V2 SIDEWAYS.

DATE : 26/07/2010 - Monday TIME: 1914

NUMBER OF VEHICLES : 2 NUMBER OF CASUALTIES: 1

JUNCTION DETAIL : Not at/within 20m of Junction. JUNCTION CONTROL:

WEATHER : Fine (Without High Wind)

LIGHT CONDITIONS : Daylight

SURFACE CONDITIONS: Wet or Damp

DID AN OFFICER ATTEND THE SCENE? Yes

PRE 2005 CONTRIBUTORY FACTORS

CONTRIBUTORY FACTOR 1: CONTRIBUTORY FACTOR 2: CONTRIBUTORY FACTOR 3:

2005+ CONTRIBUTORY FACTORS

1.V1 Very Likely Loss of control 2.V1 Possible Slippery road (due to weather) 3.V1 Very Likely Exceeding speed limit 4. 5. 6.

VEHICLES:

1 Car Going ahead left hand bend North To South Skidding Driver: Male 22 2 Car Going ahead South To North No Skdng /Jck-Knfg /Ovrtrng Driver: Male 38

CASUALTIES:

1 Driver 38 Male Slight In Vehicle 2

PAGE: 3 DATE PRINTED: 29/07/2014

CURRENT DATADATE: 31/05/2014

All Accidents TRUE POLYGON SELECTION

LINCOLNSHIRE ROAD SAFETY PARTNERSHIP

ACCIDENT REFERENCE: N241713 ------

Road Number : C374 GRID REF: 489673,335529 SPEED LIMIT: 30 Road 2 Number : D

PARISH : GRANTHAM DIVISION: DISTRICT: South

POLICE SECTOR : Grantham SEVERITY: Serious POLICE DIVISION : South

LOCATION : DYSART ROAD JUNCT WITH BARROWBYGATE, GRANTHAM. NO GRID REF

DESCRIPTION : PEDESTRIAN CROSSED ROAD, STEPPING INTO PATH OF V1. FOOT INJURY.

DATE : 11/07/2013 - Thursday TIME: 810

NUMBER OF VEHICLES : 1 NUMBER OF CASUALTIES: 1

JUNCTION DETAIL : 'T' or Staggered Junction JUNCTION CONTROL: Give Way or Uncontrolled

WEATHER : Fine (Without High Wind)

LIGHT CONDITIONS : Daylight

SURFACE CONDITIONS: Dry

DID AN OFFICER ATTEND THE SCENE? Yes

PRE 2005 CONTRIBUTORY FACTORS

CONTRIBUTORY FACTOR 1: CONTRIBUTORY FACTOR 2: CONTRIBUTORY FACTOR 3:

2005+ CONTRIBUTORY FACTORS

1.C1 Very Likely Failed to look properly (Pedestrian) 2. 3. 4. 5. 6.

VEHICLES:

1 Car Going ahead East To West No Skdng /Jck-Knfg /Ovrtrng Driver: Female 42

CASUALTIES:

1 Pedestrian 13 Female Serious In Vehicle 1

PAGE: 4 DATE PRINTED: 29/07/2014

CURRENT DATADATE: 31/05/2014

All Accidents TRUE POLYGON SELECTION

LINCOLNSHIRE ROAD SAFETY PARTNERSHIP

ACCIDENT REFERENCE: N177512 ------

Road Number : C471 GRID REF: 489622,335467 SPEED LIMIT: 30 Road 2 Number : X

PARISH : GRANTHAM DIVISION: DISTRICT: South

POLICE SECTOR : Grantham SEVERITY: Slight POLICE DIVISION : South

LOCATION : 347 TRENT ROAD, GRANTHAM. NO GRID REF.

DESCRIPTION : V1 APPROACHED PARKED, LARGE PICK-UP WHICH WAS OBSCURING PAVEMENT. V2 PULLED OUT FROM BEHINF PICK-UP, INTO ROAD AND WAS HIT BY V1.

DATE : 03/07/2012 - Tuesday TIME: 1945

NUMBER OF VEHICLES : 2 NUMBER OF CASUALTIES: 2

JUNCTION DETAIL : Other Junction JUNCTION CONTROL: Give Way or Uncontrolled

WEATHER : Fine (Without High Wind)

LIGHT CONDITIONS : Daylight

SURFACE CONDITIONS: Wet or Damp

DID AN OFFICER ATTEND THE SCENE? Yes

PRE 2005 CONTRIBUTORY FACTORS

CONTRIBUTORY FACTOR 1: CONTRIBUTORY FACTOR 2: CONTRIBUTORY FACTOR 3:

2005+ CONTRIBUTORY FACTORS

1.V2 Possible Failed to look properly 2.V2 Possible Aggressive driving 3.V2 Very Likely Stationary or parked vehicle(s) 4. 5. 6.

VEHICLES:

1 Car Stopping South To North No Skdng /Jck-Knfg /Ovrtrng Driver: Male 33 2 Car Reversing West To East No Skdng /Jck-Knfg /Ovrtrng Driver: Male 34

CASUALTIES:

1 Veh Passenger 5 Female Slight In Vehicle 1 2 Veh Passenger 20 Male Slight In Vehicle 2

PAGE: 5 DATE PRINTED: 29/07/2014

CURRENT DATADATE: 31/05/2014

All Accidents TRUE POLYGON SELECTION

LINCOLNSHIRE ROAD SAFETY PARTNERSHIP

ACCIDENT REFERENCE: N091513 ------

Road Number : C374 GRID REF: 489684,335531 SPEED LIMIT: 30 Road 2 Number : D

PARISH : GRANTHAM DIVISION: DISTRICT: South

POLICE SECTOR : Grantham SEVERITY: Slight POLICE DIVISION : South

LOCATION : DYSART ROAD JUNCT WITH BARROWBY GATE, GRANTHAM. 489255 335551

DESCRIPTION : V3 WAS WAITING TO TURN RIGHT INTO BARROWBY GATE. V1 WENT INTO REAR OF V2 WHICH THEN WENT INTO REAR OF V3.

DATE : 11/03/2013 - Monday TIME: 1440

NUMBER OF VEHICLES : 3 NUMBER OF CASUALTIES: 1

JUNCTION DETAIL : 'T' or Staggered Junction JUNCTION CONTROL: Give Way or Uncontrolled

WEATHER : Other

LIGHT CONDITIONS : Daylight

SURFACE CONDITIONS: Wet or Damp

DID AN OFFICER ATTEND THE SCENE? Yes

PRE 2005 CONTRIBUTORY FACTORS

CONTRIBUTORY FACTOR 1: CONTRIBUTORY FACTOR 2: CONTRIBUTORY FACTOR 3:

2005+ CONTRIBUTORY FACTORS

1.V1 Possible Failed to judge other person's path or speed 2. 3. 4. 5. 6.

VEHICLES:

1 Car Waitng to go ahead, held up East To West No Skdng /Jck-Knfg /Ovrtrng Driver: Male 18 2 Car Waiting to turn Right East To West No Skdng /Jck-Knfg /Ovrtrng Driver: Female 56 3 Car Waiting to turn Right East To North No Skdng /Jck-Knfg /Ovrtrng Driver: Female 62

CASUALTIES:

1 Driver 56 Female Slight In Vehicle 2

PAGE: 6 DATE PRINTED: 29/07/2014

CURRENT DATADATE: 31/05/2014

All Accidents TRUE POLYGON SELECTION

LINCOLNSHIRE ROAD SAFETY PARTNERSHIP

ACCIDENT REFERENCE: N176613 ------

Road Number : C374 GRID REF: 489549,335526 SPEED LIMIT: 30 Road 2 Number : D

PARISH : GRANTHAM DIVISION: DISTRICT: South

POLICE SECTOR : Grantham SEVERITY: Slight POLICE DIVISION : South

LOCATION : GRANTHAM - DYSART ROAD AT THE JUNCTION WITH HATFIELD ROAD. (GRID REF 489552, 3355514)

DESCRIPTION : VEHICLE 2 HAD TO BRAKE DUE TO A VEHICLE IN FRONT OF THEM INDICATING TO TURN OFF. VEHICLE 1 DID NOT STOP IN TIME AND HIT THE BACK OF VEHICLE 2 CAUSING DAMAGE TO BOTH VEHICLES.

DATE : 23/05/2013 - Thursday TIME: 1825

NUMBER OF VEHICLES : 2 NUMBER OF CASUALTIES: 2

JUNCTION DETAIL : 'T' or Staggered Junction JUNCTION CONTROL: Give Way or Uncontrolled

WEATHER : Raining (Without High Wind)

LIGHT CONDITIONS : Daylight

SURFACE CONDITIONS: Wet or Damp

DID AN OFFICER ATTEND THE SCENE? Yes

PRE 2005 CONTRIBUTORY FACTORS

CONTRIBUTORY FACTOR 1: CONTRIBUTORY FACTOR 2: CONTRIBUTORY FACTOR 3:

2005+ CONTRIBUTORY FACTORS

1.V1 Very Likely Failed to look properly 2.V2 Very Likely Sudden braking 3. 4. 5. 6.

VEHICLES:

1 Car Turning Right West To South No Skdng /Jck-Knfg /Ovrtrng Driver: Female 28 2 Car Going ahead West To East No Skdng /Jck-Knfg /Ovrtrng Driver: Male 35

CASUALTIES:

1 Veh Passenger 7 Female Slight In Vehicle 1 2 Veh Passenger 6 Female Slight In Vehicle 2

PAGE: 7 DATE PRINTED: 29/07/2014

CURRENT DATADATE: 31/05/2014

All Accidents TRUE POLYGON SELECTION

LINCOLNSHIRE ROAD SAFETY PARTNERSHIP

ACCIDENT REFERENCE: N284013 ------

Road Number : C374 GRID REF: 489674,335531 SPEED LIMIT: 30 Road 2 Number : D

PARISH : GRANTHAM DIVISION: DISTRICT: South

POLICE SECTOR : Grantham SEVERITY: Slight POLICE DIVISION : South

LOCATION : DYSART ROAD JUNCT WITH BARROWBY GATE, GRANTHAM. 489645 335578

DESCRIPTION : V1 TURNED LEFT FROM BARROWBY GATE AND CLIPPED V2 PEDAL CYCLE WHICH WAS TRAVELLING TOWARDS TOWN ON DYSART ROAD.

DATE : 05/08/2013 - Monday TIME: 835

NUMBER OF VEHICLES : 2 NUMBER OF CASUALTIES: 1

JUNCTION DETAIL : 'T' or Staggered Junction JUNCTION CONTROL: Give Way or Uncontrolled

WEATHER : Fine (Without High Wind)

LIGHT CONDITIONS : Daylight

SURFACE CONDITIONS: Wet or Damp

DID AN OFFICER ATTEND THE SCENE? Yes

PRE 2005 CONTRIBUTORY FACTORS

CONTRIBUTORY FACTOR 1: CONTRIBUTORY FACTOR 2: CONTRIBUTORY FACTOR 3:

2005+ CONTRIBUTORY FACTORS

1.V1 Possible Failed to look properly 2. 3. 4. 5. 6.

VEHICLES:

1 Car Turning Left North To East No Skdng /Jck-Knfg /Ovrtrng Driver: Male 65 2 Pedal Cycle Going ahead West To East No Skdng /Jck-Knfg /Ovrtrng Driver: Male 19

CASUALTIES:

1 Driver 19 Male Slight In Vehicle 2

PAGE: 8 DATE PRINTED: 29/07/2014

CURRENT DATADATE: 31/05/2014

All Accidents TRUE POLYGON SELECTION

LINCOLNSHIRE ROAD SAFETY PARTNERSHIP

ACCIDENT REFERENCE: N013314 ------

Road Number : C374 GRID REF: 489673,335528 SPEED LIMIT: 30 Road 2 Number : D

PARISH : GRANTHAM DIVISION: DISTRICT: South

POLICE SECTOR : Grantham SEVERITY: Slight POLICE DIVISION : South

LOCATION : DYSART ROAD, GRANTHAM AT JUNCTION WITH BARROWBY GATE, GRANTHAM. POLICE GRID REF: 4896450,3355788

DESCRIPTION : V001 HAS BEEN APPROACHING A T-JUNCTION WHEREAS THE CYCLIST HAS BEEN RIDING ACROSS THE TOP OF THE JUNCTION. V001 HAS PULLED OUT OF THE JUNCTION WITHOUT SEEING OR PAYING ATTENTION TO THE CYCLIST AND HAS COLLIDED IN A T-BONE FASHION CAUSING THE RIDER TO FALL OFF THE BIKE. THE LOW LYING SUN IS THE MAIN FACTOR INVOLVED IN THIS.

DATE : 13/01/2014 - Monday TIME: 1000

NUMBER OF VEHICLES : 2 NUMBER OF CASUALTIES: 1

JUNCTION DETAIL : 'T' or Staggered Junction JUNCTION CONTROL: Give Way or Uncontrolled

WEATHER : Fine With High Winds

LIGHT CONDITIONS : Daylight

SURFACE CONDITIONS: Wet or Damp

DID AN OFFICER ATTEND THE SCENE? Yes

PRE 2005 CONTRIBUTORY FACTORS

CONTRIBUTORY FACTOR 1: CONTRIBUTORY FACTOR 2: CONTRIBUTORY FACTOR 3:

2005+ CONTRIBUTORY FACTORS

1.V1 Possible Disobeyed Give Way or Stop sign or markings 2.V1 Very Likely Failed to look properly 3.V1 Very Likely Dazzling sun 4.V1 Possible Careless/Reckless/In a hurry 5. 6.

VEHICLES:

1 Car Starting South To West No Skdng /Jck-Knfg /Ovrtrng Driver: Male 66 2 Pedal Cycle Going ahead West To East No Skdng /Jck-Knfg /Ovrtrng Driver: Female 40

CASUALTIES:

1 Driver 40 Female Slight In Vehicle 2

PAGE: 9 DATE PRINTED: 29/07/2014

CURRENT DATADATE: 31/05/2014

All Accidents TRUE POLYGON SELECTION APPENDIX G

PROPOSED DEVELOPMENT SITE (Maximum 250 Units)

Note: The 300mm sw pipe does not run in straight line between manholes and has only Proposed 5.5m widebeen Access surveyed where invert Road,levels are shown.Should a more accurate survey be with 1.5m wide vergesrequired then further siteand investigation needs Approximate Site Boundary to be undertaken. 1.8m wide footways on each side Electricity Sub Station

Existing Cable TV Cabinets

Approximate line of Highway Boundary taken from LCC plan 4.5m x 90m Vision Splay R=10.5m R=10.5m

MH 3501 MH 4501 IL = ? IL = 78.81

FWS FWS FWS FWS FWS FWS FWS FWS FWS FWS FWS FWS FWS FWS FWS FWS FWS FWS

4.5m x 90m

Vision Splay 309 Rev Description LBDate Drawn Checked Existing Ash Revisions Registered Office: Tree to be 32 Beehive Lane, Welwyn Garden City, Existing utilities Hertfordshire, AL7 4BQ retained Design Office: control cabinet 19 Walsworth Road, Hitchin, Herts, SG4 9SP Tel 01462 615433 Fax 01462 615425 Email [email protected] www.stomor.com

(To be relocated to Project clear Vision splay) Land off Dysart Road, Grantham, Lincs

Drawing Description

Means of Access Plan

Scale Date Drawn By Checked By 1:500@A3 6.7.10 DGS NJM

Client Architect

Notes Drawing Do not scale off the drawing. Number Only written dimensions should be taken. Any discrepancies or errors should be brought to the attention of the engineer immediately. ST-2000-10 PROPOSED DEVELOPMENT SITE (Maximum 250 Units)

Existing Cable TV Cabinets

Approximate line of Highway Boundary taken from LCC plan 4.5m x 90m Vision Splay R=10.5m R=10.5m

4.5m x 90m VS 4.5m x 90m VS

3.0m 2.5m 3.0m

4.5m x 90m

Vision Splay A Ash tree note amended, tree to be309 removed. 29.09.14 PNM DGS Rev Description LBDate Drawn Checked Existing Ash Revisions Registered Office: Tree to be 32 Beehive Lane, Welwyn Garden City, Existing utilities Hertfordshire, AL7 4BQ removed Design Office: control cabinet 19 Walsworth Road, Hitchin, Herts, SG4 9SP Tel 01462 615433 Fax 01462 615425 Email [email protected] www.stomor.com

(To be relocated to Project clear Vision splay) Land off Dysart Road, Grantham, Lincs

Drawing Description Means of Access Plan Right Turn Lane Option

Scale Date Drawn By Checked By 1:500@A3 25.1.10 DGS NJM

Client Architect

19 Walsworth Road Hitchin Hertfordshire SG4 9SP

Tel: 01462 615433 Fax: 01462 615425

Email: [email protected] Web: www.stomor.com

Our Reference ST2000/100706-lcch

Mr Chris Tidswell Lincolnshire County Council Highways Division County Offices Annex C Eastgate Sleaford Lincs NG34 7EB

8th July 2010

Dear Sirs,

Re: Land to the north of Dysart Road, Grantham, Lincolnshire, NG31 7LY

Grid Reference :- 489404E, 335555N - Means of Access Proposals

I refer to our telephone conversation on 5th July 2010 in connection with the above land, and attach a 1/1250 scale site location plan showing our Client’s site. Our Clients wish to promote this site for possible future residential development, and we have been instructed to prepare a Technical Investigations Report including Access, Drainage and Services.

As discussed, the area of the site suitable for development would potentially accommodate up to 250 units, and we are seeking to identify suitable access arrangements and an internal adoptable road layout which would be acceptable to the Highway Authority. We acknowledge that further work such as a Transport Assessment will be required in due course, and this will be carried out in consultation with the Highway Authority when development proposals have been identified in greater detail, prior to any planning application being submitted.

Please find attached the following information for your consideration:-

a) Scheme architect’s Drawing Number CH011-02-01 – “Proposed Development Layout” b) Stomor Drawing Number ST-2000-10 – “Means of Access Plan” c) Classified Traffic Count information for Dysart Road adjacent to the site

Stomor Ltd: Registered Company No 6460779 Directors: Duncan Stoten BSc CEng MICE MIHT

d) Preliminary PICADY AM Peak Hour runs for proposed junction for Year 2012 and Horizon Year 2022 e) Radar speed data, collected in accordance with TA 22/81 “Vehicle Speed Measurement on All Purpose Roads”. (Please note that due to unforeseen circumstances, only 70 readings were taken on the westbound flow, rather than the normal 100.)

It can be seen that the preliminary development layout shows 233 houses and flats, which is served by 5.5m wide Major Access roads and 5.5m wide Shared Surface roads, which form a looped arrangement within the site.

The means of access proposed comprises a simple tee junction with 10.5m bellmouth radii, with a 5.5m wide road, with 1.5m wide verges and 1.8m wide footways. This is located at the centre of the available access corridor, which allows vision splays of 4.5m x 90m to be achieved in both directions within highway or the land.

The speed limit on Dysart Road along the site frontage is 30mph. The initial radar speed study as described above indicates that the 85th %ile wet weather speeds on Dysart Road are 33.5 mph eastbound and 34.5 mph westbound, indicating that a 90m ‘y’ distance is applicable to this location.

As mentioned above, an 07.30 to 09.30 AM peak classified traffic count was undertaken on Wednesday 7th July, to obtain a preliminary indication of traffic flows on Dysart Road adjacent to the site access corridor. This identifies flows of 270 vehicles eastbound towards the town, and 158 vehicles westbound towards the A1 bridge, in the 08.00 to 09.00 peak hour, giving an hourly two way flow of 428 vehicles. These flows are considered to be light in this vicinity, and well within the capacity of the 6.0m wide Dysart Road.

The initial PICADY runs have been carried out for Years 2012 and 2022, using NRTF high growth forecasts for the traffic on Dysart Road, and TRICS data for development traffic. At this stage, we have allowed residential trip generation rates of 0.2 in and 0.5 out for 250 units. These preliminary runs indicate that the junction proposed would cater for the envisaged flows fairly readily for the scenarios tested, with no significant queuing or delays being generated.

We are at the early stage of planning this potential development, and would welcome your views and comments with regard to these proposals, particularly in terms of access and internal road layout. This will hopefully allow us to progress with a scheme which would be acceptable to the Highway Authority in due course.

If you have any queries, or wish to discuss, please do not hesitate to give me a call. I would be happy to attend your offices if you consider that a meeting would be helpful to review the proposals and clarify your requirements.

Many thanks

Yours sincerely,

Duncan Stoten

19 Walsworth Road Hitchin Hertfordshire SG4 9SP

Tel: 01462 615433 Fax: 01462 615425

Email: [email protected] Web: www.stomor.com

Our Reference ST2000/100723-lcch

Mr Chris Tidswell Lincolnshire County Council Highways Division County Offices Annex C Eastgate Sleaford Lincs NG34 7EB

23rd July 2010

Dear Sirs,

Re: Land to the north of Dysart Road, Grantham, Lincolnshire, NG31 7LY

Grid Reference :- 489404E, 335555N - Means of Access Proposals

I refer to my letter dated 8th July 2010, and thank you for your recent reply dated 15th July 2010. Your comments on the proposals are noted, but perhaps I could have made clearer the background and purpose of my original enquiry.

My clients met with the South Kesteven DC planners, Karen Sinclair and Michael Nartley, to discuss the prospects for this site following the publication of the Inspectors Report and, as it transpired, immediately prior to adoption of the South Kesteven DC Core Strategy.

The outcome of that meeting was my clients were invited to submit to the Council a development appraisal that demonstrated that there were no encumbrances to bringing this site forward very early in the Plan process and one of the constituents was agreeing with the Highway Authority at least the principles of an acceptable vehicular access.

Our proposal is that this site, developed broadly in accord with the previously attached access layout plan ST-2000-10, could be satisfactorily accessed via a tee junction on Dysart Road.

It is agreed that as specified in your letter, a full Transport Assessment will be required in support of the proposals at this site, the scope of which must be agreed with your Authority. However, we

Stomor Ltd: Registered Company No 6460779 Directors: Duncan Stoten BSc CEng MICE MIHT

consider that it is important to determine a suitable means of access to serve the site at an early stage to include in our development appraisal, in order to provide some certainty in this respect before subsequent, more detailed work takes place in support of the proposal. To this end, we supplied the initial traffic counts, speed survey results, possible traffic generation and traffic growth, preliminary PICADY etc which we attached to our letter, to assist in your considerations.

As described in my letter, a means of access comprising a simple tee junction has been proposed, with 10.5m bellmouth radii and 5.5m wide access road. From the data supplied, it would appear that such a junction would cater for the traffic movements envisaged, particularly as the flows along Dysart Road in the peak hours are relatively modest at this location. I would be grateful if you could confirm that this arrangement would be acceptable in principle to serve a development of up to 250 units, subject to the more detailed analysis provided in the subsequent TA.

It would appear that an emergency access may be required for the development at this site. However, I would draw your attention to the network of looped roads included within our proposed internal highway layout on the site, which would allow a choice of alternative route for emergency vehicles should the need arise. In the light of this arrangement, I would conclude that this should obviate the need for a separate emergency access in this instance. I would be grateful if you could confirm that an emergency access will not be required if such looped arrangements are incorporated in the site layout.

As previously described, we are at the early stage of the planning process for this potential development, and wish to work with the Highway Authority to formulate an acceptable proposal, particularly in terms of access and internal road layout. This should allow us to progress the proposal with confidence that a scheme can be agreed with the Highway Authority in due course.

Yours sincerely,

Duncan Stoten

APPENDIX I

DATE : 21st March 2012

TIME 8:00 - 9:00 AM SITE 2

469(0) 7(0)

7(0)

2(0) BARROWBY GATE

194(0) 2(0) Estimated turning proportions applied to proposed development NOTE IN Valley Road serves a total of 96 Semi-Detached Dwellings 1 10+7+2=19

5% 95%

OUT

10 7+2+24=33 VALLEY ROAD

23% 77%

10(0) 24(0) Proposed site 1(0) 316(6)

DYSART 10(0) ROAD 156(0) SITE 1 Rev Description Date Drawn Checked Revisions

Registered Office: 32 Beehive Lane, Welwyn Garden City, Hertfordshire, AL7 4BQ

Design Office: 19 Walsworth Road, Hitchin, Herts, SG4 9SP Tel 01462 615433 Fax 01462 615425 Email [email protected] www.stomor.com

Project Land off Dysart Road, Grantham, Lincs

Drawing Description TRIP GENERATION Traffic Flows 0800 - 0900 Hours Dysart Road - Valley Road - Barrowby Gate Based upon the 96 houses along Valley Road Scale Date Drawn By Checked By N.T.S 05.04.12 LAF DGS In = 0.208 Out = 0.448 Client Architect

Constable Homes Two Way = 0.656

Notes Drawing Do not scale off the drawing. Number Only written dimensions should be taken. Any discrepancies or errors should be brought ST-2000-16 to the attention of the engineer immediately. DATE : 21st March 2012

TIME 17:00 - 18:00

SITE 2

346(2) 7(0)

7(0)

3(0) BARROWBY GATE

406(1) 8(0)

Estimated turning proportions applied to proposed development NOTE IN Valley Road serves a total of 96 Semi-Detached Dwellings 5 16+8+7=31

14% 86%

OUT

2 5+7+3=15 VALLEY ROAD

12% 88%

Proposed 2(0) 5(0) site 5(0) 177(2)

DYSART 16(0) ROAD 226(1) Rev Description Date Drawn Checked SITE 1 Revisions

Registered Office: 32 Beehive Lane, Welwyn Garden City, Hertfordshire, AL7 4BQ

Design Office: 19 Walsworth Road, Hitchin, Herts, SG4 9SP Tel 01462 615433 Fax 01462 615425 Email [email protected] www.stomor.com

Project Land off Dysart Road, Grantham, Lincs

TRIP GENERATION Drawing Description Traffic Flows 1700 - 1800 Hours Based upon the 96 houses along Valley Road Dysart Road - Valley Road - Barrowby Gate

Scale Date Drawn By Checked By In = 0.375 N.T.S 05.04.12 LAF DGS Out = 0.177 Client Architect Two Way = 0.552 Constable Homes

Notes Drawing Do not scale off the drawing. Number Only written dimensions should be taken. Any discrepancies or errors should be brought ST-2000-17 to the attention of the engineer immediately. APPENDIX J

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

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days HHOLDS Rate Days HHOLDS Rate Days HHOLDS Rate 00:00 - 01:00 1 90 0.022 1 90 0.000 1 90 0.022 01:00 - 02:00 1 90 0.000 1 90 0.000 1 90 0.000 02:00 - 03:00 1 90 0.000 1 90 0.000 1 90 0.000 03:00 - 04:00 1 90 0.011 1 90 0.022 1 90 0.033 04:00 - 05:00 1 90 0.000 1 90 0.000 1 90 0.000 05:00 - 06:00 1 90 0.011 1 90 0.033 1 90 0.044 06:00 - 07:00 1 90 0.011 1 90 0.111 1 90 0.122 07:00 - 08:00 43 127 0.076 43 127 0.273 43 127 0.349 08:00 - 09:00 43 127 0.161 43 127 0.422 43 127 0.583 09:00 - 10:00 43 127 0.179 43 127 0.219 43 127 0.398 10:00 - 11:00 43 127 0.152 43 127 0.186 43 127 0.338 11:00 - 12:00 43 127 0.192 43 127 0.177 43 127 0.369 12:00 - 13:00 43 127 0.210 43 127 0.189 43 127 0.399 13:00 - 14:00 43 127 0.183 43 127 0.182 43 127 0.365 14:00 - 15:00 43 127 0.197 43 127 0.193 43 127 0.390 15:00 - 16:00 43 127 0.288 43 127 0.221 43 127 0.509 16:00 - 17:00 43 127 0.326 43 127 0.213 43 127 0.539 17:00 - 18:00 43 127 0.393 43 127 0.236 43 127 0.629 18:00 - 19:00 43 127 0.311 43 127 0.251 43 127 0.562 19:00 - 20:00 1 90 0.133 1 90 0.200 1 90 0.333 20:00 - 21:00 1 90 0.144 1 90 0.144 1 90 0.288 21:00 - 22:00 1 90 0.133 1 90 0.056 1 90 0.189 22:00 - 23:00 1 90 0.122 1 90 0.022 1 90 0.144 23:00 - 24:00 1 90 0.056 1 90 0.033 1 90 0.089 Total Rates: 3.311 3.383 6.694

Parameter summary

Trip rate parameter range selected: 10 - 491 (units: ) Survey date date range: 01/01/00 - 13/05/08 Number of weekdays (Monday-Friday): 47 Number of Saturdays: 0 Number of Sundays: 0 Optional parameters used in selection: NO Surveys manually removed from selection: 0 APPENDIX K

BASE YEAR 2016

AM PEAK PERIOD 0800-0900

2012-2016 AM Growth Factor 3.4% for background flows along Dysart Road SITE ACCESS

112 x 0.23 = 26 112 x 0.77 = 86

DYSART ROAD DYSART ROAD W E 52 x 0.05 = 3 52 x 0.95 = 49

339 * 183 *

PM PEAK PERIOD 1700-1800

2012-2014 PM Growth Factor 3.6% for background flows along Dysart Road SITE ACCESS

44 x 0.12= 5 44 x 0.88 = 39

DYSART ROAD DYSART ROAD W E 94 x 0.14 = 13 94 x 0.86 = 81

200 * 248 *

B Base year date amended to 2016 08.09.14 PNM DGS A Added straight flow movements 17.07.13 BID PNM

Rev Description Date Drawn Checked Revisions

Registered Office: 32 Beehive Lane, Welwyn Garden City, Hertfordshire, AL7 4BQ

Design Office: 19 Walsworth Road, Hitchin, Herts, SG4 9SP Tel 01462 615433 Fax 01462 615425 Email [email protected] www.stomor.com

Project Land off Dysart Road, Grantham, Lincs

Drawing Description Development Generated Traffic - AM and PM Peak Hours - Base Year (2016)

Scale Date Drawn By Checked By N.T.S 17.04.12 LAF DGS

Client Architect *Background flows established from the Valley Road / Dysart Road Junction counts in 2012 (include 'U' turning vehicles) which have then be factored up.

Notes Drawing Number Do not scale off the drawing. Only written dimensions should be taken. Any discrepancies or errors should be brought ST-2000-18-B to the attention of the engineer immediately. APPENDIX L

FUTURE YEAR 2024

AM PEAK PERIOD 0800-0900

2016-2024 AM Growth Factor 3.8%

SITE ACCESS

112 x 0.23 = 26 112 x 0.77 = 86

DYSART ROAD DYSART ROAD W E 52 x 0.05 = 3 52 x 0.95 = 49

352 190

PM PEAK PERIOD 1700-1800

2016-2024 PM Growth Factor 4.3%

SITE ACCESS

44 x 0.12= 5 44 x 0.88 = 39

DYSART ROAD DYSART ROAD W E 94 x 0.14 = 13 94 x 0.86 = 81

209 259

A Future Year revised to 2024 12.09.14 PNM DGS Rev Description Date Drawn Checked Revisions

Registered Office: 32 Beehive Lane, Welwyn Garden City, Hertfordshire, AL7 4BQ

Design Office: 19 Walsworth Road, Hitchin, Herts, SG4 9SP Tel 01462 615433 Fax 01462 615425 Email [email protected] www.stomor.com

Project Land off Dysart Road, Grantham, Lincs

Drawing Description Development Generated Traffic - AM and PM Peak Hours - Future Year (2024)

Scale Date Drawn By Checked By N.T.S 30.07.13 PNM NJM

Client Architect

Notes Drawing Number Do not scale off the drawing. Only written dimensions should be taken. Any discrepancies or errors should be brought ST-2000-19-A to the attention of the engineer immediately. 2024 FUTURE YEAR

AM PEAK PERIOD 0800 - 0900 2016-2024 Growth Factor 3.8%

189(6) 317(9) 128(3) 370(10) 514 778 DYSART ROAD 197(3) 131(2) 408(10) 277(8) 66(1) 181(4)

247(5) 405(11)

652 TRENT ROAD

PM PEAK PERIOD 1700 - 1800

2016-2024 Growth Factor 4.3%

143(5) 221(5) 78(0) 433(8) 490 859 DYSART ROAD 269(4) 165(2) 426(5) 261(3) 104(2) 290(3)

394(5) 339(3)

Rev Description Date Drawn Checked Revisions

Registered Office: 32 Beehive Lane, Welwyn Garden City, Hertfordshire, AL7 4BQ

Design Office: 733 19 Walsworth Road, Hitchin, Herts, SG4 9SP Tel 01462 615433 Fax 01462 615425 TRENT ROAD Email [email protected] www.stomor.com Project Land off Dysart Road, Grantham, Lincs

Drawing Description Background Traffic Flows AM and PM Peak Hours Dysart Road - Trent Road Junction Future Year (2024)

Scale Date Drawn By Checked By N.T.S 12.09.14 PNM DGS

Client Architect

Notes Drawing Number Do not scale off the drawing. Only written dimensions should be taken. Any discrepancies or errors should be brought ST-2000-22 to the attention of the engineer immediately. APPENDIX M

Dysart Road Residential Development Traffic Modelling Report

Dysart Road, Residential Development

Traffic Modelling Report

September 2014

Dysart Road Residential Development Traffic Modelling Report

Document Control Sheet

Project Title Dysart Road Residential Development

Report Title Traffic Modelling Report

Revision A

Status Draft

Control Date 26/09/14

Document Ref: 1041746-DRG-REPTMODv0.1

Record of Issue

Issue Status Author Date Check Date Authorised Date A Draft A Ali 26/09/14 G Foulkes 26/09/14

Distribution

Organisation Contact Copies Lincolnshire County Council Karl Gibson Electronic

This Report is presented to Lincolnshire County Council in respect of the proposed Residential Development off Dysart Road in Grantham and may not be used or relied on by any other person or by the client in relation to any other matters not covered specifically by the scope of this Report.

Notwithstanding anything to the contrary contained in the Report, Mouchel Limited working as Lincolnshire County Council Highways Alliance is obliged to exercise reasonable skill, care and diligence in the performance of the services required by Lincolnshire County Council and Mouchel Limited shall not be liable except to the extent that it has failed to exercise reasonable skill, care and diligence, and this report shall be read and construed accordingly.

This Lincolnshire County Council Highways Alliance Report has been prepared by Mouchel Limited. No individual is personally liable in connection with the preparation of this Report. By receiving this Report and acting on it, the client or any other person accepts that no individual is personally liable whether in contract, tort, for breach of statutory duty or otherwise.

Dysart Road Residential Development Traffic Modelling Report

Contents

Document Control Sheet ...... ii

Contents ...... iii

Table of Figures ...... iv

Tables ...... v

1.1 Background ...... 1

1.2 Dysart Road Residential Development ...... 1

1.3 Modelled Scenarios ...... 1

1.4 Future Year Highway Networks ...... 2

1.5 Future Year Travel Demands ...... 3

1.5.1 Development Log ...... 3

1.5.2 Dysart Road Development Trip Generation ...... 4

1.6 Trip Distribution ...... 4

1.7 Trip Displacement ...... 4

1.8 Model Outputs ...... 5

1.9 Summary ...... 10

Appendix 1: Flow Difference Plots

Appendix 2: Summary of Junction Turning Flows

Appendix 3: Summary of Journey Time Distances

iii

Dysart Road Residential Development Traffic Modelling Report

Table of Figures

Figure 1-1 Site Location Plan ...... 1 Figure 1-2 Key Junction Locations ...... 6 Figure 1-3 Journey Time Routes ...... 8

Dysart Road Residential Development Traffic Modelling Report

Tables

Table 1-1 Summary of Network Improvement Schemes ...... 2 Table 1-2 Dysart Road Trip Rates and Trip Generations ...... 4 Table 1-3 Overall Network Performance Statistics ...... 5 Table 1-4 Key Junction Delays ...... 7 Table 1-5 Modelled Journey Times ...... 9

Dysart Road Residential Development Traffic Modelling Report

1.1 Background Mouchel was appointed under the Lincolnshire County Council Technical Services Partnership to investigate the impact of a proposed residential development located off Dysart Road in Grantham using the Grantham Traffic Model (GTM) on behalf of consultants Stomor.

This report provides a summary of the various scenarios that have been modelled and the highway network and traffic demand assumptions that have been adopted, and provides a summary of the GTM model outputs and the impact of the development on the highway network.

1.2 Dysart Road Residential Development The proposed residential development is located off Dysart Road to the west of Grantham, just to the west of Valley Road, close to the A1. The proposed site will be accessed from Dysart Road via a priority controlled junction. The development is projected to comprise of 250 dwellings. A site location plan is presented in Figure 1- 1 below.

Figure 1-1 Site Location Plan

1.3 Modelled Scenarios The scenarios to be modelled were agreed with Karl Gibson from Lincolnshire County Council and are presented below. The scenarios were modelled using the Grantham Traffic Model (GTM) developed using SATURN and validated to a Base Year of 2012, and covers the urban area of Grantham and surrounding areas in

Dysart Road Residential Development Traffic Modelling Report

detail. The scenarios were modelled for the AM peak (08:00-09:00) and PM peak (17:00-18:00) hours only;

1. Scenario 1 – 2016 – includes all committed developments developed by 2016, and also includes the Southern Quadrant Link Road and A1-B1174 Link Road and the scheme dependent developments;

2. Scenario 2 – 2024 – includes all committed developments developed by 2024, and also includes the Southern Quadrant Link Road and A1-B1174 Link Road and the scheme dependent developments;

3. Scenario 3 – 2024 – includes all committed developments developed by 2024, and also includes the Southern Quadrant Link Road and A1-B1174 Link Road and the scheme dependent developments, and also the proposed Dysart Road residential development.

The highway schemes and committed developments included in the scenarios are described further in the following sections.

1.4 Future Year Highway Networks The widening of Springfield Road to two lanes at Gainsborough Corner junction has been added to the Grantham 2012 road network to derive the Scenario 1 network. The Scenario 1 network also includes the Southern Quadrant Link Road (SQLR) which links the B1174 with the A52, the A1-B1174 link road and also the new access arrangements to the committed developments.

The Scenario 2 network is similar to Scenario 1 but includes the proposed Pennine Way Link Road between Barrowby Road (A52) and Gonerby Road (B1174), and is associated with the Poplar Farm development.

The Scenario 3 network is similar to Scenario 2 but includes the proposed priority controlled junction access to the Dysart Road development.

An overview of the network improvement schemes included in each scenario is presented in Table 1-1 below.

Table 1-1 Summary of Network Improvement Schemes Sc1 Sc2 Sc3 Network Improvement Scheme 2016 2024 2024 Bridge End Road/ London Road    junction improvements A1-B1174 Link Road    Southern Quadrant Link Road    Pennine Link Road    Dysart Road development access   

Dysart Road Residential Development Traffic Modelling Report

1.5 Future Year Travel Demands

1.5.1 Development Log As part of the planning application for the SQLR in 2012, forecasting models for an Opening Year of 2016 and Design Year of 2031 were developed using the GTM. These models included a number of built, proposed or planned employment and residential developments within the Grantham Urban Area that were identified in the development log, based on information obtained from Lincolnshire County Council. An updated version of the development log has been used as a basis for the latest forecasts.

For Scenario 1, the following committed developments were included:

4. Housing o Springfield Road o Impress Site, Springfield Road o Station Road o Kwiksave site o Beacon Lane o St Vincent Lodge o Rycroft Street o Bairds Malt o Station Approach – Stage 1 o Station Approach – Stage 2 & 3 o Greyfriars o Stonebridge House, Stonebridge Road o Land north of Peachwood Close o Southern Quadrant (200 dwellings at Valley North only)

5. Employment o South of Barrowby Road, east of A1 o North of Harlaxton Road, west of A1 o Old Quarry, Spittlegate Level o King 31 / Hampton Brook

Scenario 2 includes all of the above committed developments, but also includes the Poplar Farm East and Poplar Farm West residential developments and also Phase 1 (Valley North Residential and Employment North) and Phase 2 (Plateau North Residential and Employment South) of the Southern Quadrant development.

Scenario 3 includes all the developments in Scenario 2 but also the trips generated by the 250 dwellings at the Dysart Road residential development.

Dysart Road Residential Development Traffic Modelling Report

1.5.2 Dysart Road Development Trip Generation The trip rates for the Dysart Road development were taken from a letter sent by consultants Stomor to Karl Gibson (LCC) dated 19th April 2012. These trip rates were used to calculate morning and evening peak trip generations for the site based on 250 dwellings. The Dysart Road site trip rates and trip generations and presented in Table 1-2 below.

Table 1-2 Dysart Road Trip Rates and Trip Generations AM Peak PM Peak 08:00-09:00 17:00-18:00 Arr Dep Arr Dep Trip Rates 0.208 0.448 0.375 0.177 Generated Trips 52 112 94 44

1.6 Trip Distribution The distribution of the development traffic in the previous Grantham forecasting models was based on the travel patterns that were present in the synthetic matrix build, which itself was based on census results, including journey to work data for commuting trips. The trip distributions from a set of donor zones with similar land uses was then applied to the development trips. For the current forecasting scenarios, the same process was again adopted for the Dysart Road development trips as it provides an accurate way of forecasting trip distribution.

1.7 Trip Displacement Based on the parameters used in previous forecasting work undertaken using the Grantham SATURN model and with agreement from Karl Gibson (LCC), the following displacement trip parameters were used for the Dysart Road development;

Study Area = 50%; Buffer Area = 50%; External Area = 0%.

Dysart Road Residential Development Traffic Modelling Report

1.8 Model Outputs A number of model outputs were requested for the 3 scenarios. The required outputs are summarised below, and described further in the following paragraphs:

 Overall network performance;  Changes in traffic flows;  Peak hour turning flows at selected key junctions;  Delays at selected key junctions; and  Changes in journey time on selected routes.

The overall network performance statistics have been taken direct from the modelling output files. The results are presented in Table 1-3 below.

Table 1-3 Overall Network Performance Statistics

Scenario Network Performance Statistic 1 2 3 AM 3,632 4,256 4,255 Transient Queues (PCU Hours) PM 3,854 4,569 4,568 Over-Capacity Queues (PCU AM 10,495 11,284 11,248 Hours) PM 11,429 12,543 12,507 AM 42,433 44,744 44,721 Link Cruise Time (PCU Hours) PM 43,935 46,429 46,408 AM 56,561 60,284 60,224 Total Travel Time (PCU Hours) PM 59,217 63,541 63,483 AM 3,002,327 3,155,916 3,154,053 Travel Distance (PCU Km) PM 3,104,474 3,272,006 3,270,331 AM 53.1 52.4 52.4 Average Speed (KPH) PM 52.4 51.5 51.5 AM 70,897 75,027 75,027 Total Trips Loaded PM 73,337 77,828 77,827

Details of changes in traffic flows are presented in the form of flow difference plots which compare Scenario 3 (2024 Do-Something) with Scenario 2 (2024 Do- Minimum). These are presented in Appendix 1.

The key junctions for which peak hour turning flows and delays are required are summarise below and illustrated in Figure 1-2 below.

1. Dysart Road Development Access Junction;

2. Dysart Road/ Trent Road;

3. Dysart Road/ Barrowby Gate;

4. Pennine Way Roundabout;

Dysart Road Residential Development Traffic Modelling Report

5. Sankt Augustin Way/ Dysart Road;

6. Sankt Augustin Way/ Westgate/ Wharf Road;

7. Trent Road/ Harlaxton Road/ Springfield Road;

8. Gainsborough Corner

Figure 1-2 Key Junction Locations

The peak hour turning flows at the above junctions are presented in Appendix 2. Flow difference plots are also provided in Appendix 1.

The delays at the above junctions are presented as average delay per vehicle in seconds in Table 1-4 below.

Dysart Road Residential Development Traffic Modelling Report

Table 1-4 Key Junction Delays

Scenario Ref Junction 1 2 3 Dysart Road Development Access AM - - 4 1 Junction PM - - 3 AM 5 8 8 2 Dysart Road/Trent Road PM 7 15 14 AM 10 17 17 3 Dysart Road/ Barrowby Gate PM 6 9 11 AM 13 19 19 4 Pennine Way roundabout PM 14 18 18 AM 102 79 82 5 Sankt Augustin Way/ Dysart Road PM 51 63 64 Sankt Augustin Way / Westgate / AM 59 71 72 6 Wharf Road PM 61 88 90 Trent Rd/ Harlaxton Rd/ Springfield AM 43 49 49 7 Rd PM 40 44 44 AM 59 61 62 8 Gainsborough Corner PM 50 57 57

The journey time routes are those used in the development of Grantham’s traffic model. The six routes are shown in Figure 1-3 and are listed as:

1. A1 South to A1 North;

2. A607 Harlaxton Road to A607 Brook Street;

3. A52 Somerby Hill to A52 Great North Road;

4. A1 South to A1174 Great North Road;

5. Low Road to New Beacon Road;

6. A607 Harlaxton Road to A52 Somerby Hill.

A summary of the journeys times across the 3 scenarios is presented in Table 1-3, with the journey route lengths listed in Appendix 3.

Dysart Road Residential Development Traffic Modelling Report

Figure 1-3 Journey Time Routes

Route 1

Route 2

Route 3

Route 5

Route 6

Route 4

Dysart Road Residential Development Traffic Modelling Report

Table 1-5 Modelled Journey Times

Scenario 1 Scenario 2 Scenario 3 Route Direction AM PM AM PM AM PM NB 06:36 06:55 06:47 07:28 06:47 07:29 Route 1 SB 06:54 06:43 07:21 06:57 07:21 06:57 EB 16:58 13:42 16:16 15:46 16:26 15:51 Route 2 WB 13:25 12:27 15:03 12:44 15:05 12:49 NB 14:59 15:17 17:19 17:07 17:24 17:08 Route 3 SB 16:30 14:44 17:30 17:08 17:34 17:11 NB 20:17 19:44 20:47 21:06 20:52 21:09 Route 4 SB 21:06 20:56 22:47 20:50 22:50 20:51 EB 13:38 12:31 13:02 13:52 13:17 14:00 Route 5 WB 12:37 12:07 13:39 12:50 13:41 12:57 EB 11:29 12:15 11:47 13:28 11:54 13:29 Route 6 WB 09:59 09:50 12:05 10:32 12:06 10:34

Overall, journey time increase from Scenario 1 (at 2016) to the forecast years in Scenarios 2 and 3 (at 2024). Scenario 3 which includes the proposed development traffic associated with Dysart Road would witness journey times very similar to those without the proposed development (Scenario 2) in the same year.

Route 2 in the morning peak hour eastbound, at 2024 would witness some savings in journey time when compared with 2016, both with and without the proposed development; the proposed development is only marginally slower than the without scenario (Scenario 2), but would still be quicker than in 2016.

Route 3 in the morning peak hour northbound would experience increases of around 2 minutes (on 15 minutes in 2016).

Route 4’s journey times across all three scenarios southbound in the evening peak hour are all very similar.

Road 5 eastbound in the morning peak hour would experience a time saving from 2016; Scenario 3 with the proposed development would also be quicker than that forecast for 2016.

Route 6 would (as Route 3) experience relatively large increase in journey time for the morning peak hour in the westbound direction – some 2 minutes increases on the 10 minutes forecast for 2016.

Dysart Road Residential Development Traffic Modelling Report

1.9 Summary Mouchel was appointed by Lincolnshire County Council to investigate the impact of a proposed residential development of 250 dwellings off Dysart Road using the Grantham Traffic Model.

A number of traffic model outputs were requested for three scenarios; a 2016 scenario and a 2024 scenario without the proposed development, and a third scenario also at 2024 but including the proposed development. Assessments were made for the morning and evening peak hours.

All assessments included the Southern Quadrant Link Road.

The SATURN model for Grantham predicts that the proposed residential development on Dysart Road will increase traffic on the network overall, when compared to the Base (2016) scenario.

This increase in traffic will cause slight increases in queuing, congestion, travel times and travel distances across the network. Occasionally there will be journey time savings as the mix of traffic releases some benefit at places on the network.

Dysart Road Residential Development Traffic Modelling Report

Appendix 1: Flow Difference Plots

AM Peak: Scenario 3 – Scenario 2

PM Peak: Scenario 3 – Scenario 2

Dysart Road Residential Development Traffic Modelling Report

Appendix 2: Summary of Junction Turning Flows

Scenario 1 - Scenario 2 - Scenario 3 - 2016 DM 2024 DM 2024 DS AM PM AM PM AM PM Dysart Road Development Access Junction Dysart Road W Arm A Arm B 0 0 0 0 13 23 Arm C 0 0 0 0 419 458 Access Road Arm B Arm A 0 0 0 0 23 10 Arm C 0 0 0 0 89 35 Dysart Road E Arm C Arm A 0 0 0 0 461 344 Arm B 0 0 0 0 40 71

Dysart Road/Trent Road Dysart Road E Arm A Arm B 328 216 255 259 252 247 Arm C 159 219 401 264 406 291 Trent Road Arm B Arm A 192 298 214 313 207 295 Arm C 35 99 84 105 95 125 Dysart Road W Arm C Arm A 289 196 347 369 391 390 Arm B 85 40 92 91 117 103

Dysart Road/ Barrowby Gate Dysart Road W Arm A Arm B 141 303 219 451 242 444 Arm C 339 192 342 231 356 241 Barrowby Gate Arm B Arm A 322 242 307 298 300 306 Arm C 197 98 291 133 288 132 Dysart Road E Arm C Arm A 165 193 348 225 358 232 Arm B 77 167 104 196 103 213

Pennine Way roundabout Barrowby Road East Arm A Arm B 173 261 184 205 188 223 Arm C 382 558 485 489 485 481 Arm D 84 199 170 387 170 386 Barrowby Gate Arm B Arm A 97 105 41 105 50 114 Arm C 153 116 116 96 116 102 Arm D 33 78 136 248 147 249 Barrowby Road West Arm C Arm A 363 308 296 267 294 262 Arm B 111 130 84 97 83 98 Arm D 54 124 155 340 154 340 Pennine Way Arm D Arm A 187 112 318 197 312 196 Arm B 62 44 226 142 213 138 Arm C 160 81 418 258 433 265

Dysart Road Residential Development Traffic Modelling Report

Sankt Augustin Way/ Dysart Road A52 Sankt Augustin Way N Arm A Arm B 544 489 560 513 562 514 Arm C 0 0 0 0 0 0 Arm D 0 0 0 0 0 0 Dysart Road E Arm B Arm A 0 0 0 0 0 0 Arm C 0 0 0 0 0 0 Arm D 0 0 0 0 0 0 A52 Sankt Augustin Way S Arm C Arm A 425 671 504 733 504 732 Arm B 305 293 297 325 298 328 Arm D 335 385 392 369 398 377 Dysart Road W Arm D Arm A 33 91 61 98 61 94 Arm B 474 355 424 363 427 368 Arm C 0 0 0 0 0 0

Sankt Augustin Way / Westgate / Wharf Road A52 Sankt Augustin Way N Arm A Arm B 0 0 0 0 0 0 Arm C 0 0 0 0 0 0 Arm D 0 0 0 0 0 0 Arm E 0 0 0 0 0 0 Westgate Arm B Arm A 102 209 107 207 110 214 Arm C 0 0 0 0 0 0 Arm D 117 124 152 141 150 140 Arm E 308 370 385 350 384 353 A52 Wharf Road Arm C Arm A 248 383 307 394 312 395 Arm B 0 0 0 0 0 0 Arm D 25 19 52 30 52 30 Arm E 304 338 355 354 355 356 Station Road Arm D Arm A 129 196 184 221 184 221 Arm B 0 0 0 0 0 0 Arm C 0 0 0 0 0 0 Arm E 0 0 0 0 0 0 A607 Arm E Arm A 586 560 594 604 595 605 Arm B 0 0 0 0 0 0 Arm C 0 0 0 0 0 0 Arm D 0 0 0 0 0 0

Dysart Road Residential Development Traffic Modelling Report

Trent Rd/ Harlaxton Rd/ Springfield Rd Trent Road Arm A Arm B 58 40 49 36 48 36 Arm C 226 217 227 249 238 254 Arm D 51 48 53 47 54 47 Harlaxton Road N Arm B Arm A 65 93 56 81 55 80 Arm C 40 11 10 13 10 13 Arm D 381 342 542 363 544 368 Springfield Road Arm C Arm A 113 189 173 181 174 184 Arm B 44 20 68 37 66 39 Arm D 220 216 253 191 253 190 Harlaxton Road S Arm D Arm A 27 52 28 51 27 52 Arm B 437 316 485 436 489 434 Arm C 305 269 215 264 216 260

Gainsborough Corner A52 London Road Arm A Arm B 196 314 247 419 247 417 Arm C 245 268 343 284 343 289 Arm D 37 127 52 73 53 72 A52, Bridge End Road Arm B Arm A 222 200 353 211 352 211 Arm C 105 61 128 55 128 54 Arm D 184 189 246 266 247 267 B1174, S Parade Arm C Arm A 353 302 338 481 341 481 Arm B 58 118 25 115 26 114 Arm D 31 95 50 126 49 129 Springfield Road Arm D Arm A 197 79 176 96 179 98 Arm B 356 258 321 239 327 237 Arm C 100 109 147 155 149 155

Dysart Road Residential Development Traffic Modelling Report

Appendix 3: Summary of Journey Time Distances

AM Peak

SC_1 SC_2 SC_3 Route Description Direction Obs. Mod. Obs. Mod. Obs. Mod.

NB Route A1 South to A1 11.745 11.276 11.745 11.276 11.745 11.276 1 North SB 11.757 11.285 11.757 11.285 11.757 11.285

A607 Harlaxton EB Route 5.531 4.617 5.531 4.617 5.531 4.617 Rd to A607 2 Brook St WB 5.228 5.277 5.228 5.277 5.228 5.277

A52 Somerby Hill NB Route 7.676 7.641 7.676 7.641 7.676 7.641 to A52 Barrowby 3 Rd SB 7.789 7.782 7.789 7.782 7.789 7.782

A1 South to NB Route 10.243 9.983 10.243 9.983 10.243 9.983 B1174 Great 4 North Road SB 10.173 9.962 10.173 9.962 10.173 9.962

Low Road to EB Route 5.097 5.076 5.097 5.076 5.097 5.076 New Beacon 5 Road WB 5.203 5.208 5.203 5.208 5.203 5.208

A607 Harlaxton EB Route 5.373 5.363 5.373 5.363 5.373 5.363 Road to A52 6 Somerby Hill WB 5.357 5.363 5.357 5.363 5.357 5.363

Dysart Road Residential Development Traffic Modelling Report

PM Peak

SC_1 SC_2 SC_3 Route Description Direction Obs. Mod. Obs. Mod. Obs. Mod.

NB Route A1 South to A1 11.745 11.276 11.745 11.276 11.745 11.276 1 North SB 11.757 11.285 11.757 11.285 11.757 11.285

A607 Harlaxton EB Route 5.531 4.617 5.531 4.617 5.531 4.617 Rd to A607 2 Brook St WB 5.228 5.277 5.228 5.277 5.228 5.277

A52 Somerby Hill NB Route 7.676 7.641 7.676 7.641 7.676 7.641 to A52 Barrowby 3 Rd SB 7.789 7.782 7.789 7.782 7.789 7.782

A1 South to NB Route 10.243 9.983 10.243 9.983 10.243 9.983 B1174 Great 4 North Road SB 10.173 9.962 10.173 9.962 10.173 9.962

Low Road to EB Route 5.097 5.076 5.097 5.076 5.097 5.076 New Beacon 5 Road WB 5.203 5.208 5.203 5.208 5.203 5.208

A607 Harlaxton EB Route 5.373 5.363 5.373 5.363 5.373 5.363 Road to A52 6 Somerby Hill WB 5.357 5.363 5.357 5.363 5.357 5.363

APPENDIX N

Generated on 09/09/2014 08:48:36 using Junctions 8 (8.0.4.487)

Junctions 8 PICADY 8 - Priority Intersection Module Version: 8.0.4.487 [15039,24/03/2014] © Copyright TRL Limited, 2014 For sales and distribution information, program advice and maintenance, contact TRL: Tel: +44 (0)1344 770758 email: [email protected] Web: http://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: Site Access Analysis.arc8 Path: Z:\Stomor Ltd\2000 Projects\2000-Grantham\Junctions 8 Report generation date: 09/09/2014 08:48:34

« Scenario 3, AM Peak Future Year 2024 » Junction Network » Arms » Traffic Flows » Entry Flows » Turning Proportions » Vehicle Mix » Results

Summary of junction performance

AM Peak Future Year 2024 Queue (PCU) Delay (s) RFC LOS Scenario 3 Stream B-AC 0.31 9.19 0.24 A Stream C-AB 0.09 6.25 0.09 A Stream C-A - - - - Stream A-B - - - - Stream A-C - - - -

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

Run using Junctions 8.0.4.487 at 09/09/2014 08:48:34

1 Generated on 09/09/2014 08:48:36 using Junctions 8 (8.0.4.487)

File summary

Title Dysart Road, Grantham Location Site Access Site Number Date 09/09/2014 Version Status (new file) Identifier Client Jobnumber ST-2000 Enumerator info Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity Criteria RFC Average Delay Threshold Queue Threshold (m) Variations Capacity Type Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

Scenario 3, AM Peak Future Year 2024

Data Errors and Warnings No errors or warnings

Analysis Set Details

Roundabout Include In Use Specific Specific Network Flow Network Capacity Reason For Name Description Locked Capacity Model Report Demand Set(s) Demand Set(s) Scaling Factor (%) Scaling Factor (%) Scaling Factors N/A ü 100.000 100.000

Demand Set Details

Model Results Model Model Time Single Time Traffic Time For Scenario Start Finish Segment Time Run Use Name Period Description Profile Period Central Locked Relations Name Time Time Length Segment Automatically Relationship Name Type Length Hour (HH:mm) (HH:mm) (min) Only (min) Only Scenario AM 3, AM Peak Peak Scenario ONE Future 07:45 09:15 90 15 ü Future 3 HOUR Year Year 2024 2024

Junction Network

Junctions

Junction Name Junction Type Major Road Direction Arm Order Do Geometric Delay Junction Delay (s) Junction LOS 1 (untitled) T-Junction Two-way A,B,C 8.30 A

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Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arm Arm Name Description Arm Type A A Dysart Road West Major B B Site Access Minor C C Dysart Road East Major

Major Arm Geometry

Width of Has kerbed central Width of kerbed central Has right Width For Right Visibility For Right Blocking Queue Arm Blocks? carriageway (m) reserve reserve (m) turn bay Turn (m) Turn (m) (PCU) C 6.00 0.00 ü 2.50 250.00 ü 5.00 Geometries for Arm C are measured opposite Arm B. Geometries for Arm A (if relevant) are measured opposite Arm D.

Minor Arm Geometry

Minor Lane Lane Lane Width at Estimate Flare Width at Width at Width at Width at Visibility To Visibility To Arm Arm Width Width Width give-way Flare Length 5m (m) 10m (m) 15m (m) 20m (m) Left (m) Right (m) Type (m) (Left) (m) (Right) (m) (m) Length (PCU) One B 3.51 43 29 lane

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 531.432 0.097 0.245 0.154 0.350 1 B-C 674.983 0.103 0.262 - - 1 C-B 742.208 0.288 0.288 - - 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 Flows

Demand Set Data Options

PCU Estimate Default Vehicle Vehicle Vehicle Default Turning Turning Turning Vehicle Mix Factor from Vehicle Mix Varies Mix Varies Mix Varies Turning Proportions Proportions Proportions Source for a HV entry/exit Mix Over Time Over Turn Over Entry Proportions Vary Over Time Vary Over Turn Vary Over Entry (PCU) counts HV ü ü 2.00 ü ü Percentages

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Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) A ONE HOUR ü 355.00 100.000 B ONE HOUR ü 112.00 100.000 C ONE HOUR ü 239.00 100.000

Turning Proportions

Turning Counts / Proportions (PCU/hr) - Junction 1 (for whole period) To A B C A 0.000 3.000 352.000 From B 26.000 0.000 86.000 C 190.000 49.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period) To A B C A 0.00 0.01 0.99 From B 0.23 0.00 0.77 C 0.79 0.21 0.00

Vehicle Mix

Average PCU Per Vehicle - Junction 1 (for whole period) To A B C A 1.000 1.000 1.000 From B 1.000 1.000 1.000 C 1.000 1.000 1.000

Heavy Vehicle Percentages - Junction 1 (for whole period) To A B C A 0.0 0.0 0.0 From B 0.0 0.0 0.0 C 0.0 0.0 0.0

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Results

Results Summary for whole modelled period

Total Total Inclusive Max Max Average Average Rate Of Inclusive Total Max Max Junction Queueing Average Stream Delay Queue Demand Queueing Queueing Delay Queueing Delay RFC LOS Arrivals Delay (PCU- Queueing Delay (s) (PCU) (PCU/hr) Delay (s) (PCU-min/min) (PCU-min) (PCU) min) (s) B-AC 0.24 9.19 0.31 A 102.77 154.16 21.50 8.37 0.24 21.50 8.37 C-AB 0.09 6.25 0.09 A 44.96 67.44 6.74 5.99 0.07 6.74 5.99 C-A - - - - 174.35 261.52 - - - - - A-B - - - - 2.75 4.13 - - - - - A-C - - - - 323.00 484.50 - - - - -

Main Results for each time segment

Main results: (07:45-08:00)

Total Demand Junction Arrivals Entry Flow Pedestrian Demand Capacity Start Queue End Queue Delay Stream RFC LOS (PCU/hr) (PCU) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) (s) B-AC 84.32 21.08 83.61 0.00 553.62 0.152 0.00 0.18 7.648 A C-AB 36.89 9.22 36.66 0.00 665.35 0.055 0.00 0.06 5.725 A C-A 143.04 35.76 143.04 0.00 ------A-B 2.26 0.56 2.26 0.00 ------A-C 265.00 66.25 265.00 0.00 ------

Main results: (08:00-08:15)

Total Demand Junction Arrivals Entry Flow Pedestrian Demand Capacity Start Queue End Queue Delay Stream RFC LOS (PCU/hr) (PCU) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) (s) B-AC 100.69 25.17 100.49 0.00 537.45 0.187 0.18 0.23 8.235 A C-AB 44.05 11.01 43.99 0.00 650.43 0.068 0.06 0.07 5.936 A C-A 170.81 42.70 170.81 0.00 ------A-B 2.70 0.67 2.70 0.00 ------A-C 316.44 79.11 316.44 0.00 ------

Main results: (08:15-08:30)

Total Demand Junction Arrivals Entry Flow Pedestrian Demand Capacity Start Queue End Queue Delay Stream RFC LOS (PCU/hr) (PCU) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) (s) B-AC 123.31 30.83 122.98 0.00 514.89 0.239 0.23 0.31 9.178 A C-AB 53.95 13.49 53.87 0.00 629.81 0.086 0.07 0.09 6.250 A C-A 209.19 52.30 209.19 0.00 ------A-B 3.30 0.83 3.30 0.00 ------A-C 387.56 96.89 387.56 0.00 ------

5 Generated on 09/09/2014 08:48:36 using Junctions 8 (8.0.4.487)

Main results: (08:30-08:45)

Total Demand Junction Arrivals Entry Flow Pedestrian Demand Capacity Start Queue End Queue Delay Stream RFC LOS (PCU/hr) (PCU) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) (s) B-AC 123.31 30.83 123.31 0.00 514.88 0.240 0.31 0.31 9.193 A C-AB 53.95 13.49 53.95 0.00 629.81 0.086 0.09 0.09 6.250 A C-A 209.19 52.30 209.19 0.00 ------A-B 3.30 0.83 3.30 0.00 ------A-C 387.56 96.89 387.56 0.00 ------

Main results: (08:45-09:00)

Total Demand Junction Arrivals Entry Flow Pedestrian Demand Capacity Start Queue End Queue Delay Stream RFC LOS (PCU/hr) (PCU) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) (s) B-AC 100.69 25.17 101.00 0.00 537.43 0.187 0.31 0.23 8.256 A C-AB 44.05 11.01 44.13 0.00 650.43 0.068 0.09 0.07 5.937 A C-A 170.81 42.70 170.81 0.00 ------A-B 2.70 0.67 2.70 0.00 ------A-C 316.44 79.11 316.44 0.00 ------

Main results: (09:00-09:15)

Total Demand Junction Arrivals Entry Flow Pedestrian Demand Capacity Start Queue End Queue Delay Stream RFC LOS (PCU/hr) (PCU) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) (s) B-AC 84.32 21.08 84.53 0.00 553.58 0.152 0.23 0.18 7.680 A C-AB 36.89 9.22 36.95 0.00 665.35 0.055 0.07 0.06 5.728 A C-A 143.04 35.76 143.04 0.00 ------A-B 2.26 0.56 2.26 0.00 ------A-C 265.00 66.25 265.00 0.00 ------

Queueing Delay Results for each time segment

Queueing Delay results: (07:45-08:00)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Stream min) min/min) Vehicle (s) Service Service B-AC 2.57 0.17 7.648 A A C-AB 0.87 0.06 5.725 A A C-A - - - - - A-B - - - - - A-C - - - - -

Queueing Delay results: (08:00-08:15)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Stream min) min/min) Vehicle (s) Service Service B-AC 3.34 0.22 8.235 A A C-AB 1.08 0.07 5.936 A A C-A - - - - - A-B - - - - - A-C - - - - -

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Queueing Delay results: (08:15-08:30)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Stream min) min/min) Vehicle (s) Service Service B-AC 4.53 0.30 9.178 A A C-AB 1.40 0.09 6.250 A A C-A - - - - - A-B - - - - - A-C - - - - -

Queueing Delay results: (08:30-08:45)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Stream min) min/min) Vehicle (s) Service Service B-AC 4.68 0.31 9.193 A A C-AB 1.41 0.09 6.250 A A C-A - - - - - A-B - - - - - A-C - - - - -

Queueing Delay results: (08:45-09:00)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Stream min) min/min) Vehicle (s) Service Service B-AC 3.59 0.24 8.256 A A C-AB 1.10 0.07 5.937 A A C-A - - - - - A-B - - - - - A-C - - - - -

Queueing Delay results: (09:00-09:15)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Stream min) min/min) Vehicle (s) Service Service B-AC 2.79 0.19 7.680 A A C-AB 0.89 0.06 5.728 A A C-A - - - - - A-B - - - - - A-C - - - - -

7 Generated on 09/09/2014 08:46:55 using Junctions 8 (8.0.4.487)

Filename: Site Access Analysis.arc8 Path: Z:\Stomor Ltd\2000 Projects\2000-Grantham\Junctions 8 Report generation date: 09/09/2014 08:46:53

« Scenario 4, PM Peak Future Year 2024 » Junction Network » Arms » Traffic Flows » Entry Flows » Turning Proportions » Vehicle Mix » Results

Summary of junction performance

PM Peak Future Year 2024 Queue (PCU) Delay (s) RFC LOS Scenario 4 Stream B-AC 0.09 6.80 0.08 A Stream C-AB 0.15 6.18 0.13 A Stream C-A - - - - Stream A-B - - - - Stream A-C - - - -

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

Run using Junctions 8.0.4.487 at 09/09/2014 08:46:52

1 Generated on 09/09/2014 08:46:55 using Junctions 8 (8.0.4.487)

File summary

Title Dysart Road, Grantham Location Site Access Site Number Date 09/09/2014 Version Status (new file) Identifier Client Jobnumber ST-2000 Enumerator info Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity Criteria RFC Average Delay Threshold Queue Threshold (m) Variations Capacity Type Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

Scenario 4, PM Peak Future Year 2024

Data Errors and Warnings No errors or warnings

Analysis Set Details

Demand Set Details

Model Results Model Model Time Single Time Traffic Time For Scenario Start Finish Segment Time Run Use Name Period Description Profile Period Central Locked Relations Name Time Time Length Segment Automatically Relationship Name Type Length Hour (HH:mm) (HH:mm) (min) Only (min) Only Scenario PM 4, PM Peak Peak Scenario ONE Future 16:45 18:15 90 15 ü Future 4 HOUR Year Year 2024 2024

Junction Network

Junctions

Junction Name Junction Type Major Road Direction Arm Order Do Geometric Delay Junction Delay (s) Junction LOS 1 (untitled) T-Junction Two-way A,B,C 6.40 A

2 Generated on 09/09/2014 08:46:55 using Junctions 8 (8.0.4.487)

Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arm Arm Name Description Arm Type A A Dysart Road West Major B B Site Access Minor C C Dysart Road East Major

Major Arm Geometry

Minor Arm Geometry

Slope / Intercept / Capacity

Traffic Flows

Demand Set Data Options

3 Generated on 09/09/2014 08:46:55 using Junctions 8 (8.0.4.487)

Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) A ONE HOUR ü 222.00 100.000 B ONE HOUR ü 44.00 100.000 C ONE HOUR ü 340.00 100.000

Turning Proportions

Turning Counts / Proportions (PCU/hr) - Junction 1 (for whole period) To A B C A 0.000 13.000 209.000 From B 5.000 0.000 39.000 C 259.000 81.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period) To A B C A 0.00 0.06 0.94 From B 0.11 0.00 0.89 C 0.76 0.24 0.00

Vehicle Mix

Average PCU Per Vehicle - Junction 1 (for whole period) To A B C A 1.000 1.000 1.000 From B 1.000 1.000 1.000 C 1.000 1.000 1.000

Heavy Vehicle Percentages - Junction 1 (for whole period) To A B C A 0.0 0.0 0.0 From B 0.0 0.0 0.0 C 0.0 0.0 0.0

4 Generated on 09/09/2014 08:46:55 using Junctions 8 (8.0.4.487)

Results

Results Summary for whole modelled period

Total Total Inclusive Max Max Average Average Rate Of Inclusive Total Max Max Junction Queueing Average Stream Delay Queue Demand Queueing Queueing Delay Queueing Delay RFC LOS Arrivals Delay (PCU- Queueing Delay (s) (PCU) (PCU/hr) Delay (s) (PCU-min/min) (PCU-min) (PCU) min) (s) B-AC 0.08 6.80 0.09 A 40.38 60.56 6.58 6.52 0.07 6.58 6.52 C-AB 0.13 6.18 0.15 A 74.33 111.49 11.03 5.93 0.12 11.03 5.93 C-A - - - - 237.66 356.49 - - - - - A-B - - - - 11.93 17.89 - - - - - A-C - - - - 191.78 287.67 - - - - -

Main Results for each time segment

Main results: (16:45-17:00)

Total Demand Junction Arrivals Entry Flow Pedestrian Demand Capacity Start Queue End Queue Delay Stream RFC LOS (PCU/hr) (PCU) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) (s) B-AC 33.13 8.28 32.89 0.00 602.94 0.055 0.00 0.06 6.312 A C-AB 60.98 15.25 60.60 0.00 694.15 0.088 0.00 0.10 5.678 A C-A 194.99 48.75 194.99 0.00 ------A-B 9.79 2.45 9.79 0.00 ------A-C 157.35 39.34 157.35 0.00 ------

Main results: (17:00-17:15)

Total Demand Junction Arrivals Entry Flow Pedestrian Demand Capacity Start Queue End Queue Delay Stream RFC LOS (PCU/hr) (PCU) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) (s) B-AC 39.56 9.89 39.50 0.00 592.52 0.067 0.06 0.07 6.509 A C-AB 72.82 18.20 72.73 0.00 684.82 0.106 0.10 0.12 5.881 A C-A 232.84 58.21 232.84 0.00 ------A-B 11.69 2.92 11.69 0.00 ------A-C 187.89 46.97 187.89 0.00 ------

Main results: (17:15-17:30)

Total Demand Junction Arrivals Entry Flow Pedestrian Demand Capacity Start Queue End Queue Delay Stream RFC LOS (PCU/hr) (PCU) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) (s) B-AC 48.44 12.11 48.37 0.00 577.92 0.084 0.07 0.09 6.798 A C-AB 89.18 22.30 89.05 0.00 671.93 0.133 0.12 0.15 6.174 A C-A 285.16 71.29 285.16 0.00 ------A-B 14.31 3.58 14.31 0.00 ------A-C 230.11 57.53 230.11 0.00 ------

5 Generated on 09/09/2014 08:46:55 using Junctions 8 (8.0.4.487)

Main results: (17:30-17:45)

Total Demand Junction Arrivals Entry Flow Pedestrian Demand Capacity Start Queue End Queue Delay Stream RFC LOS (PCU/hr) (PCU) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) (s) B-AC 48.44 12.11 48.44 0.00 577.91 0.084 0.09 0.09 6.798 A C-AB 89.18 22.30 89.18 0.00 671.93 0.133 0.15 0.15 6.176 A C-A 285.16 71.29 285.16 0.00 ------A-B 14.31 3.58 14.31 0.00 ------A-C 230.11 57.53 230.11 0.00 ------

Main results: (17:45-18:00)

Total Demand Junction Arrivals Entry Flow Pedestrian Demand Capacity Start Queue End Queue Delay Stream RFC LOS (PCU/hr) (PCU) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) (s) B-AC 39.56 9.89 39.63 0.00 592.50 0.067 0.09 0.07 6.514 A C-AB 72.82 18.20 72.95 0.00 684.82 0.106 0.15 0.12 5.884 A C-A 232.84 58.21 232.84 0.00 ------A-B 11.69 2.92 11.69 0.00 ------A-C 187.89 46.97 187.89 0.00 ------

Main results: (18:00-18:15)

Total Demand Junction Arrivals Entry Flow Pedestrian Demand Capacity Start Queue End Queue Delay Stream RFC LOS (PCU/hr) (PCU) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) (s) B-AC 33.13 8.28 33.18 0.00 602.91 0.055 0.07 0.06 6.318 A C-AB 60.98 15.25 61.07 0.00 694.15 0.088 0.12 0.10 5.686 A C-A 194.99 48.75 194.99 0.00 ------A-B 9.79 2.45 9.79 0.00 ------A-C 157.35 39.34 157.35 0.00 ------

Queueing Delay Results for each time segment

Queueing Delay results: (16:45-17:00)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Stream min) min/min) Vehicle (s) Service Service B-AC 0.84 0.06 6.312 A A C-AB 1.42 0.10 5.678 A A C-A - - - - - A-B - - - - - A-C - - - - -

Queueing Delay results: (17:00-17:15)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Stream min) min/min) Vehicle (s) Service Service B-AC 1.05 0.07 6.509 A A C-AB 1.78 0.12 5.881 A A C-A - - - - - A-B - - - - - A-C - - - - -

6 Generated on 09/09/2014 08:46:55 using Junctions 8 (8.0.4.487)

Queueing Delay results: (17:15-17:30)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Stream min) min/min) Vehicle (s) Service Service B-AC 1.33 0.09 6.798 A A C-AB 2.28 0.15 6.174 A A C-A - - - - - A-B - - - - - A-C - - - - -

Queueing Delay results: (17:30-17:45)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Stream min) min/min) Vehicle (s) Service Service B-AC 1.36 0.09 6.798 A A C-AB 2.30 0.15 6.176 A A C-A - - - - - A-B - - - - - A-C - - - - -

Queueing Delay results: (17:45-18:00)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Stream min) min/min) Vehicle (s) Service Service B-AC 1.10 0.07 6.514 A A C-AB 1.80 0.12 5.884 A A C-A - - - - - A-B - - - - - A-C - - - - -

Queueing Delay results: (18:00-18:15)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Stream min) min/min) Vehicle (s) Service Service B-AC 0.89 0.06 6.318 A A C-AB 1.45 0.10 5.686 A A C-A - - - - - A-B - - - - - A-C - - - - -

7 APPENDIX O

2016 BASE YEAR WITH DEVELOPMENT TRAFFIC

AM PEAK PERIOD 0800 - 0900 2014-2016 Growth Factor 1.7%

182(6) + 52 60.0% 305(9) + 86 408(10) 123(3) + 34 40.0% 630 833 DYSART ROAD 190(3) + 49 126(2) + 32 425(10) 267(8) 66.3%

64(1) + 17 174(4) 33.7%

255(5) 424(11)

679 TRENT ROAD

PM PEAK PERIOD 1700 - 1800

2014-2016 Growth Factor 1.8%

137(5) + 25 64.6% 212(5) + 39 75(0) + 14 35.4% 440(8) 590 898 DYSART ROAD 358(4) + 81 158(2) + 50 458(5) 250(3) 61.2% 100(2) + 31 278(3) 38.8%

409(5) 339(3)

Rev Description Date Drawn Checked Revisions

Registered Office: 32 Beehive Lane, Welwyn Garden City, Hertfordshire, AL7 4BQ

Design Office: 748 19 Walsworth Road, Hitchin, Herts, SG4 9SP Tel 01462 615433 Fax 01462 615425 TRENT ROAD Email [email protected] www.stomor.com

Project Land off Dysart Road, Grantham, Lincs

Drawing Description Total Traffic Flows AM and PM Peak Hours Dysart Road - Trent Road Junction Key: Base Year (2016) including Development Traffic

Scale Date Drawn By Checked By Development Traffic: 41 N.T.S 16.09.14 PNM DGS Background Traffic: 123(5) Client Architect Total Traffic: 164(5) Turning Percentages: 40.0%

Notes Drawing Number Do not scale off the drawing. Only written dimensions should be taken. Any discrepancies or errors should be brought ST-2000-21 to the attention of the engineer immediately. 2024 FUTURE YEAR WITH DEVELOPMENT TRAFFIC

AM PEAK PERIOD 0800 - 0900 2016-2024 Growth Factor 3.8%

241(6) 403(9) 162(3) 422(10) 649 862 DYSART ROAD 246(3) 163(2) 440(10) 277(8) 83(1) 181(4)

264(5) 439(11)

703 TRENT ROAD

PM PEAK PERIOD 1700 - 1800

2016-2024 Growth Factor 4.3%

168(5) 260(5) 92(0) 458(8) 610 934 DYSART ROAD 350(4) 215(2) 476(5) 261(3) 135(2) 290(3)

425(5) 353(3)

Rev Description Date Drawn Checked Revisions

Registered Office: 32 Beehive Lane, Welwyn Garden City, Hertfordshire, AL7 4BQ

Design Office: 19 Walsworth Road, Hitchin, Herts, SG4 9SP 778 Tel 01462 615433 Fax 01462 615425 Email [email protected] www.stomor.com

TRENT ROAD Project Land off Dysart Road, Grantham, Lincs

Drawing Description Total Traffic Flows AM and PM Peak Hours Dysart Road - Trent Road Junction Future Year (2024) + Development

Scale Date Drawn By Checked By N.T.S 16.09.14 PNM DGS

Client Architect

Notes Drawing Number Do not scale off the drawing. Only written dimensions should be taken. Any discrepancies or errors should be brought ST-2000-23 to the attention of the engineer immediately. APPENDIX P

280

301

TRENT ROAD 81.9m

272 Nursery

264

287 DYSART ROAD 1:500@A3 Rev Drawing Description Notes Client Trent Road / Dysart Junction Project Land off Dysart Road, Grantham, Lincs Only written dimensions should be taken. to the attention of engineer immediately. Do not scale off the drawing. Any discrepancies or errors should be brought Description Scale 18.09.14 Date Revisions Architect Number Drawing PNM Drawn By 19 Walsworth Road, Hitchin, Herts, SG4 9SP Tel 01462 615433 Fax 615425 Email [email protected] www.stomor.com 32 Beehive Lane, Welwyn Garden City, Hertfordshire, AL7 4BQ ST-2000-24 Registered Office: Design Office: aeDanChecked Drawn Date DGS Checked By APPENDIX Q

Generated on 17/09/2014 09:30:44 using Junctions 8 (8.0.4.487)

Filename: Trent Road Dysart Road Analysis.arc8 Path: Z:\Stomor Ltd\2000 Projects\2000-Grantham\Junctions 8 Report generation date: 17/09/2014 09:30:42

« Scenario 7, AM Peak Future Year 2024 + Dev » Junction Network » Arms » Traffic Flows » Entry Flows » Turning Proportions » Vehicle Mix » Results

Summary of junction performance

AM Peak Future Year 2024 + Dev Queue (PCU) Delay (s) RFC LOS Scenario 7 Stream B-AC 1.69 21.53 0.63 C Stream C-AB 0.76 7.52 0.36 A Stream C-A - - - - Stream A-B - - - - Stream A-C - - - -

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

"D1 - Scenario 1, AM Peak Base Year 2016" model duration: 07:45 - 09:15 "D2 - Scenario 2, PM Peak Base Year 2016" model duration: 16:45 - 18:15 "D3 - Scenario 3, AM Peak Future Year 2024" model duration: 07:45 - 09:15 "D4 - Scenario 4, PM Peak Future Year 2024" model duration: 16:45 - 18:15 "D5 - Scenario 5, AM Peak Base Year 2016 + Dev" model duration: 07:45 - 09:15 "D6 - Scenario 6, PM Peak Base Year 2016 + Dev" model duration: 16:45 - 18:15 "D7 - Scenario 7, AM Peak Future Year 2024 + Dev " model duration: 07:45 - 09:15 "D8 - Scenario 8, PM Peak Future Year 2024 + Dev" model duration: 16:45 - 18:15

Run using Junctions 8.0.4.487 at 17/09/2014 09:30:42

File summary

1 Generated on 17/09/2014 09:30:44 using Junctions 8 (8.0.4.487)

File summary

Title Dysart Road, Grantham Location Dysart Road / Trent Road Junction Site Number Date 09/09/2014 Version Status (new file) Identifier Client Jobnumber ST-2000 Enumerator info Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity Criteria RFC Average Delay Threshold Queue Threshold (m) Variations Capacity Type Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

Scenario 7, AM Peak Future Year 2024 + Dev

Data Errors and Warnings No errors or warnings

Analysis Set Details

Demand Set Details

Model Results Model Model Time Single Time Traffic Time For Scenario Start Finish Segment Time Run Use Name Period Description Profile Period Central Locked Relations Name Time Time Length Segment Automatically Relationship Name Type Length Hour (HH:mm) (HH:mm) (min) Only (min) Only Scenario AM 7, AM Peak Peak Scenario Future ONE Future 07:45 09:15 90 15 ü 7 Year HOUR Year 2024 2024 + + Dev Dev

Junction Network

Junctions

Junction Name Junction Type Major Road Direction Arm Order Do Geometric Delay Junction Delay (s) Junction LOS 1 (untitled) T-Junction Two-way A,B,C 14.97 B

2 Generated on 17/09/2014 09:30:44 using Junctions 8 (8.0.4.487)

Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arm Arm Name Description Arm Type A A Dysart Road West Major B B Site Access Minor C C Dysart Road East Major

Major Arm Geometry

Width of Has kerbed central Width of kerbed central Has right Width For Right Visibility For Right Blocking Queue Arm Blocks? carriageway (m) reserve reserve (m) turn bay Turn (m) Turn (m) (PCU) C 6.10 0.00 2.20 250.00 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

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 600.636 0.109 0.275 0.173 0.393 1 B-C 769.046 0.117 0.297 - - 1 C-B 718.741 0.277 0.277 - - 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 Flows

Demand Set Data Options

3 Generated on 17/09/2014 09:30:44 using Junctions 8 (8.0.4.487)

Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) A ONE HOUR ü 440.00 100.000 B ONE HOUR ü 264.00 100.000 C ONE HOUR ü 403.00 100.000

Turning Proportions

Turning Counts / Proportions (PCU/hr) - Junction 1 (for whole period) To A B C A 0.000 277.000 163.000 From B 181.000 0.000 83.000 C 241.000 162.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period) To A B C A 0.00 0.63 0.37 From B 0.69 0.00 0.31 C 0.60 0.40 0.00

Vehicle Mix

Average PCU Per Vehicle - Junction 1 (for whole period) To A B C A 1.000 1.029 1.012 From B 1.022 1.000 1.012 C 1.025 1.019 1.000

Heavy Vehicle Percentages - Junction 1 (for whole period) To A B C A 0.0 2.9 1.2 From B 2.2 0.0 1.2 C 2.5 1.9 0.0

4 Generated on 17/09/2014 09:30:44 using Junctions 8 (8.0.4.487)

Results

Results Summary for whole modelled period

Total Total Inclusive Max Max Average Average Rate Of Inclusive Total Max Max Junction Queueing Average Stream Delay Queue Demand Queueing Queueing Delay Queueing Delay RFC LOS Arrivals Delay (PCU- Queueing Delay (s) (PCU) (PCU/hr) Delay (s) (PCU-min/min) (PCU-min) (PCU) min) (s) B-AC 0.63 21.53 1.69 C 242.25 363.38 94.89 15.67 1.05 94.91 15.67 C-AB 0.36 7.52 0.76 A 213.08 319.62 48.31 9.07 0.54 48.32 9.07 C-A - - - - 156.72 235.08 - - - - - A-B - - - - 254.18 381.27 - - - - - A-C - - - - 149.57 224.36 - - - - -

Main Results for each time segment

Main results: (07:45-08:00)

Total Demand Junction Arrivals Entry Flow Pedestrian Demand Capacity Start Queue End Queue Delay Stream RFC LOS (PCU/hr) (PCU) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) (s) B-AC 198.75 49.69 196.29 0.00 521.05 0.381 0.00 0.62 11.212 B C-AB 161.03 40.26 159.62 0.00 745.03 0.216 0.00 0.35 6.267 A C-A 142.37 35.59 142.37 0.00 ------A-B 208.54 52.14 208.54 0.00 ------A-C 122.71 30.68 122.71 0.00 ------

Main results: (08:00-08:15)

Total Demand Junction Arrivals Entry Flow Pedestrian Demand Capacity Start Queue End Queue Delay Stream RFC LOS (PCU/hr) (PCU) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) (s) B-AC 237.33 59.33 236.15 0.00 495.74 0.479 0.62 0.91 14.062 B C-AB 204.55 51.14 204.00 0.00 752.42 0.272 0.35 0.49 6.702 A C-A 157.74 39.43 157.74 0.00 ------A-B 249.02 62.25 249.02 0.00 ------A-C 146.53 36.63 146.53 0.00 ------

Main results: (08:15-08:30)

Total Demand Junction Arrivals Entry Flow Pedestrian Demand Capacity Start Queue End Queue Delay Stream RFC LOS (PCU/hr) (PCU) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) (s) B-AC 290.67 72.67 287.73 0.00 460.62 0.631 0.91 1.64 20.856 C C-AB 273.06 68.27 272.01 0.00 763.50 0.358 0.49 0.75 7.483 A C-A 170.65 42.66 170.65 0.00 ------A-B 304.98 76.25 304.98 0.00 ------A-C 179.47 44.87 179.47 0.00 ------

5 Generated on 17/09/2014 09:30:44 using Junctions 8 (8.0.4.487)

Main results: (08:30-08:45)

Total Demand Junction Arrivals Entry Flow Pedestrian Demand Capacity Start Queue End Queue Delay Stream RFC LOS (PCU/hr) (PCU) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) (s) B-AC 290.67 72.67 290.48 0.00 460.34 0.631 1.64 1.69 21.525 C C-AB 273.39 68.35 273.36 0.00 763.82 0.358 0.75 0.76 7.515 A C-A 170.32 42.58 170.32 0.00 ------A-B 304.98 76.25 304.98 0.00 ------A-C 179.47 44.87 179.47 0.00 ------

Main results: (08:45-09:00)

Total Demand Junction Arrivals Entry Flow Pedestrian Demand Capacity Start Queue End Queue Delay Stream RFC LOS (PCU/hr) (PCU) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) (s) B-AC 237.33 59.33 240.24 0.00 495.31 0.479 1.69 0.96 14.539 B C-AB 204.94 51.24 205.96 0.00 752.89 0.272 0.76 0.50 6.746 A C-A 157.35 39.34 157.35 0.00 ------A-B 249.02 62.25 249.02 0.00 ------A-C 146.53 36.63 146.53 0.00 ------

Main results: (09:00-09:15)

Total Demand Junction Arrivals Entry Flow Pedestrian Demand Capacity Start Queue End Queue Delay Stream RFC LOS (PCU/hr) (PCU) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) (s) B-AC 198.75 49.69 200.04 0.00 520.48 0.382 0.96 0.64 11.491 B C-AB 161.50 40.37 162.07 0.00 745.41 0.217 0.50 0.36 6.310 A C-A 141.90 35.48 141.90 0.00 ------A-B 208.54 52.14 208.54 0.00 ------A-C 122.71 30.68 122.71 0.00 ------

Queueing Delay Results for each time segment

Queueing Delay results: (07:45-08:00)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Stream min) min/min) Vehicle (s) Service Service B-AC 8.71 0.58 11.212 B B C-AB 5.20 0.35 6.267 A A C-A - - - - - A-B - - - - - A-C - - - - -

Queueing Delay results: (08:00-08:15)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Stream min) min/min) Vehicle (s) Service Service B-AC 12.98 0.87 14.062 B B C-AB 7.36 0.49 6.702 A A C-A - - - - - A-B - - - - - A-C - - - - -

6 Generated on 17/09/2014 09:30:44 using Junctions 8 (8.0.4.487)

Queueing Delay results: (08:15-08:30)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Stream min) min/min) Vehicle (s) Service Service B-AC 22.63 1.51 20.856 C C C-AB 11.32 0.75 7.483 A A C-A - - - - - A-B - - - - - A-C - - - - -

Queueing Delay results: (08:30-08:45)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Stream min) min/min) Vehicle (s) Service Service B-AC 25.10 1.67 21.525 C C C-AB 11.49 0.77 7.515 A A C-A - - - - - A-B - - - - - A-C - - - - -

Queueing Delay results: (08:45-09:00)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Stream min) min/min) Vehicle (s) Service Service B-AC 15.41 1.03 14.539 B B C-AB 7.55 0.50 6.746 A A C-A - - - - - A-B - - - - - A-C - - - - -

Queueing Delay results: (09:00-09:15)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Stream min) min/min) Vehicle (s) Service Service B-AC 10.07 0.67 11.491 B B C-AB 5.40 0.36 6.310 A A C-A - - - - - A-B - - - - - A-C - - - - -

7 Generated on 17/09/2014 09:33:32 using Junctions 8 (8.0.4.487)

Filename: Trent Road Dysart Road Analysis.arc8 Path: Z:\Stomor Ltd\2000 Projects\2000-Grantham\Junctions 8 Report generation date: 17/09/2014 09:33:30

« Scenario 8, PM Peak Future Year 2024 + Dev » Junction Network » Arms » Traffic Flows » Entry Flows » Turning Proportions » Vehicle Mix » Results

Summary of junction performance

PM Peak Future Year 2024 + Dev Queue (PCU) Delay (s) RFC LOS Scenario 8 Stream B-AC 11.34 91.94 0.96 F Stream C-AB 0.32 6.47 0.20 A Stream C-A - - - - Stream A-B - - - - Stream A-C - - - -

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

"D1 - Scenario 1, AM Peak Base Year 2016" model duration: 07:45 - 09:15 "D2 - Scenario 2, PM Peak Base Year 2016" model duration: 16:45 - 18:15 "D3 - Scenario 3, AM Peak Future Year 2024" model duration: 07:45 - 09:15 "D4 - Scenario 4, PM Peak Future Year 2024" model duration: 16:45 - 18:15 "D5 - Scenario 5, AM Peak Base Year 2016 + Dev" model duration: 07:45 - 09:15 "D6 - Scenario 6, PM Peak Base Year 2016 + Dev" model duration: 16:45 - 18:15 "D7 - Scenario 7, AM Peak Future Year 2024 + Dev" model duration: 07:45 - 09:15 "D8 - Scenario 8, PM Peak Future Year 2024 + Dev " model duration: 16:45 - 18:15

Run using Junctions 8.0.4.487 at 17/09/2014 09:33:30

File summary

1 Generated on 17/09/2014 09:33:32 using Junctions 8 (8.0.4.487)

File summary

Title Dysart Road, Grantham Location Dysart Road / Trent Road Junction Site Number Date 09/09/2014 Version Status (new file) Identifier Client Jobnumber ST-2000 Enumerator info Description

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity Criteria RFC Average Delay Threshold Queue Threshold (m) Variations Capacity Type Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

Scenario 8, PM Peak Future Year 2024 + Dev

Data Errors and Warnings No errors or warnings

Analysis Set Details

Demand Set Details

Model Results Model Model Time Single Time Traffic Time For Scenario Start Finish Segment Time Run Use Name Period Description Profile Period Central Locked Relations Name Time Time Length Segment Automatically Relationship Name Type Length Hour (HH:mm) (HH:mm) (min) Only (min) Only Scenario PM 8, PM Peak Peak Scenario Future ONE Future 16:45 18:15 90 15 ü 8 Year HOUR Year 2024 2024 + + Dev Dev

Junction Network

Junctions

Junction Name Junction Type Major Road Direction Arm Order Do Geometric Delay Junction Delay (s) Junction LOS 1 (untitled) T-Junction Two-way A,B,C 73.25 F

2 Generated on 17/09/2014 09:33:32 using Junctions 8 (8.0.4.487)

Junction Network Options

Driving Side Lighting Left Normal/unknown

Arms

Arm Arm Name Description Arm Type A A Dysart Road West Major B B Site Access Minor C C Dysart Road East Major

Major Arm Geometry

Width of Has kerbed central Width of kerbed central Has right Width For Right Visibility For Right Blocking Queue Arm Blocks? carriageway (m) reserve reserve (m) turn bay Turn (m) Turn (m) (PCU) C 6.10 0.00 2.20 250.00 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

Slope / Intercept / Capacity

Traffic Flows

Demand Set Data Options

3 Generated on 17/09/2014 09:33:32 using Junctions 8 (8.0.4.487)

Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) A ONE HOUR ü 476.00 100.000 B ONE HOUR ü 425.00 100.000 C ONE HOUR ü 260.00 100.000

Turning Proportions

Turning Counts / Proportions (PCU/hr) - Junction 1 (for whole period) To A B C A 0.000 261.000 215.000 From B 290.000 0.000 135.000 C 168.000 92.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period) To A B C A 0.00 0.55 0.45 From B 0.68 0.00 0.32 C 0.65 0.35 0.00

Vehicle Mix

Average PCU Per Vehicle - Junction 1 (for whole period) To A B C A 1.000 1.011 1.009 From B 1.010 1.000 1.015 C 1.030 1.000 1.000

Heavy Vehicle Percentages - Junction 1 (for whole period) To A B C A 0.0 1.1 0.9 From B 1.0 0.0 1.5 C 3.0 0.0 0.0

4 Generated on 17/09/2014 09:33:32 using Junctions 8 (8.0.4.487)

Results

Results Summary for whole modelled period

Total Total Inclusive Max Max Average Average Rate Of Inclusive Total Max Max Junction Queueing Average Stream Delay Queue Demand Queueing Queueing Delay Queueing Delay RFC LOS Arrivals Delay (PCU- Queueing Delay (s) (PCU) (PCU/hr) Delay (s) (PCU-min/min) (PCU-min) (PCU) min) (s) B-AC 0.96 91.94 11.34 F 389.99 584.98 401.55 41.19 4.46 401.69 41.20 C-AB 0.20 6.47 0.32 A 109.16 163.74 21.46 7.86 0.24 21.46 7.86 C-A - - - - 129.42 194.13 - - - - - A-B - - - - 239.50 359.25 - - - - - A-C - - - - 197.29 295.93 - - - - -

Main Results for each time segment

Main results: (16:45-17:00)

Total Demand Junction Arrivals Entry Flow Pedestrian Demand Capacity Start Queue End Queue Delay Stream RFC LOS (PCU/hr) (PCU) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) (s) B-AC 319.96 79.99 314.27 0.00 537.49 0.595 0.00 1.42 15.939 C C-AB 84.01 21.00 83.35 0.00 701.96 0.120 0.00 0.17 5.845 A C-A 111.73 27.93 111.73 0.00 ------A-B 196.49 49.12 196.49 0.00 ------A-C 161.86 40.47 161.86 0.00 ------

Main results: (17:00-17:15)

Total Demand Junction Arrivals Entry Flow Pedestrian Demand Capacity Start Queue End Queue Delay Stream RFC LOS (PCU/hr) (PCU) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) (s) B-AC 382.07 95.52 377.28 0.00 515.94 0.741 1.42 2.62 25.379 D C-AB 105.51 26.38 105.29 0.00 700.80 0.151 0.17 0.22 6.081 A C-A 128.23 32.06 128.23 0.00 ------A-B 234.63 58.66 234.63 0.00 ------A-C 193.28 48.32 193.28 0.00 ------

Main results: (17:15-17:30)

Total Demand Junction Arrivals Entry Flow Pedestrian Demand Capacity Start Queue End Queue Delay Stream RFC LOS (PCU/hr) (PCU) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) (s) B-AC 467.93 116.98 443.38 0.00 486.10 0.963 2.62 8.76 63.323 F C-AB 137.79 34.45 137.41 0.00 699.48 0.197 0.22 0.32 6.453 A C-A 148.47 37.12 148.47 0.00 ------A-B 287.37 71.84 287.37 0.00 ------A-C 236.72 59.18 236.72 0.00 ------

5 Generated on 17/09/2014 09:33:32 using Junctions 8 (8.0.4.487)

Main results: (17:30-17:45)

Total Demand Junction Arrivals Entry Flow Pedestrian Demand Capacity Start Queue End Queue Delay Stream RFC LOS (PCU/hr) (PCU) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) (s) B-AC 467.93 116.98 457.61 0.00 486.00 0.963 8.76 11.34 91.939 F C-AB 137.88 34.47 137.87 0.00 699.58 0.197 0.32 0.32 6.467 A C-A 148.39 37.10 148.39 0.00 ------A-B 287.37 71.84 287.37 0.00 ------A-C 236.72 59.18 236.72 0.00 ------

Main results: (17:45-18:00)

Total Demand Junction Arrivals Entry Flow Pedestrian Demand Capacity Start Queue End Queue Delay Stream RFC LOS (PCU/hr) (PCU) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) (s) B-AC 382.07 95.52 414.44 0.00 515.77 0.741 11.34 3.25 43.165 E C-AB 105.62 26.41 105.99 0.00 700.94 0.151 0.32 0.23 6.104 A C-A 128.11 32.03 128.11 0.00 ------A-B 234.63 58.66 234.63 0.00 ------A-C 193.28 48.32 193.28 0.00 ------

Main results: (18:00-18:15)

Total Demand Junction Arrivals Entry Flow Pedestrian Demand Capacity Start Queue End Queue Delay Stream RFC LOS (PCU/hr) (PCU) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (PCU) (s) B-AC 319.96 79.99 326.73 0.00 537.23 0.596 3.25 1.55 17.810 C C-AB 84.17 21.04 84.40 0.00 702.09 0.120 0.23 0.17 5.866 A C-A 111.58 27.89 111.58 0.00 ------A-B 196.49 49.12 196.49 0.00 ------A-C 161.86 40.47 161.86 0.00 ------

Queueing Delay Results for each time segment

Queueing Delay results: (16:45-17:00)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Stream min) min/min) Vehicle (s) Service Service B-AC 19.39 1.29 15.939 C B C-AB 2.48 0.17 5.845 A A C-A - - - - - A-B - - - - - A-C - - - - -

Queueing Delay results: (17:00-17:15)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Stream min) min/min) Vehicle (s) Service Service B-AC 35.16 2.34 25.379 D C C-AB 3.36 0.22 6.081 A A C-A - - - - - A-B - - - - - A-C - - - - -

6 Generated on 17/09/2014 09:33:32 using Junctions 8 (8.0.4.487)

Queueing Delay results: (17:15-17:30)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Stream min) min/min) Vehicle (s) Service Service B-AC 96.28 6.42 63.323 F E C-AB 4.81 0.32 6.453 A A C-A - - - - - A-B - - - - - A-C - - - - -

Queueing Delay results: (17:30-17:45)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Stream min) min/min) Vehicle (s) Service Service B-AC 152.36 10.16 91.939 F F C-AB 4.85 0.32 6.467 A A C-A - - - - - A-B - - - - - A-C - - - - -

Queueing Delay results: (17:45-18:00)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Stream min) min/min) Vehicle (s) Service Service B-AC 72.80 4.85 43.165 E D C-AB 3.42 0.23 6.104 A A C-A - - - - - A-B - - - - - A-C - - - - -

Queueing Delay results: (18:00-18:15)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Stream min) min/min) Vehicle (s) Service Service B-AC 25.56 1.70 17.810 C B C-AB 2.55 0.17 5.866 A A C-A - - - - - A-B - - - - - A-C - - - - -

7 Generated on 17/09/2014 16:02:41 using Junctions 8 (8.0.4.487)

Junctions 8 ARCADY 8 - Roundabout Module Version: 8.0.4.487 [15039,24/03/2014] © Copyright TRL Limited, 2014 For sales and distribution information, program advice and maintenance, contact TRL: Tel: +44 (0)1344 770758 email: [email protected] Web: http://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: Trent Road Dysart Road Mini Analysis.arc8 Path: Z:\Stomor Ltd\2000 Projects\2000-Grantham\Junctions 8 Report generation date: 17/09/2014 16:02:40

« (Default Analysis Set) - Scenario 1, PM Peak Future Year with Development » Junction Network » Arms » Traffic Flows » Entry Flows » Turning Proportions » Vehicle Mix » Results

Summary of junction performance

PM Peak Future Year with Development Queue (PCU) Delay (s) RFC LOS A1 - Scenario 1 Arm 1 1.62 11.26 0.62 B Arm 2 1.95 15.32 0.66 C Arm 3 0.79 10.04 0.44 B

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

"D1 - Scenario 1, PM Peak Future Year with Development " model duration: 16:45 - 18:15

Run using Junctions 8.0.4.487 at 17/09/2014 16:02:39

File summary

Title Mini Roundabout Analysis Location Trent Road / Dysart Road Junction Site Number Date 17/09/2014 Version Status (new file) Identifier Client Jobnumber ST-2000 Enumerator info Description

1 Generated on 17/09/2014 16:02:41 using Junctions 8 (8.0.4.487)

Analysis Options

Vehicle Length Do Queue Calculate Residual Residual Capacity Criteria RFC Average Delay Threshold Queue Threshold (m) Variations Capacity Type Threshold (s) (PCU) 5.75 N/A 0.85 36.00 20.00

Units

Distance Units Speed Units Traffic Units Input Traffic Units Results Flow Units Average Delay Units Total Delay Units Rate Of Delay Units m kph PCU PCU perHour s -Min perMin

(Default Analysis Set) - Scenario 1, PM Peak Future Year with Development

Data Errors and Warnings No errors or warnings

Analysis Set Details

Specific Network Flow Reason For Roundabout Include In Use Specific Network Capacity Name Description Demand Set Locked Scaling Factor Scaling Capacity Model Report Demand Set(s) Scaling Factor (%) (s) (%) Factors (Default ARCADY ü 100.000 100.000 Analysis Set)

Demand Set Details

Model Results Model Model Time Single Traffic Time For Scenario Time Period Start Finish Segment Time Run Use Name Description Profile Period Central Locked Name Name Time Time Length Segment Automatically Relationship Type Length Hour (HH:mm) (HH:mm) (min) Only (min) Only Scenario 1, PM Peak PM Peak Scenario Future Year ONE Future Year 16:45 18:15 90 15 ü 1 with HOUR with Development Development

Junction Network

Junctions

Junction Name Junction Type Arm Order Junction Delay (s) Junction LOS 1 (untitled) Mini-roundabout 1,2,3 12.47 B

Junction Network Options

Driving Side Lighting Road Surface In London Left Normal/unknown Normal/unknown

2 Generated on 17/09/2014 16:02:41 using Junctions 8 (8.0.4.487)

Arms

Arm Arm Name Description 1 1 (untitled) 2 2 (untitled) 3 3 (untitled)

Capacity Options

Arm Minimum Capacity (PCU/hr) Maximum Capacity (PCU/hr) Assume Flat Start Profile Initial Queue (PCU) 1 0.00 99999.00 0.00 2 0.00 99999.00 0.00 3 0.00 99999.00 0.00

Mini Roundabout Geometry

Approach road Minimum approach road Entry Effective flare Distance to next Entry corner kerb line Gradient over Kerbed central Arm half-width (m) half-width (m) width (m) length (m) arm (m) distance (m) 50m (%) island 1 3.05 3.05 5.46 2.30 8.80 4.96 0.00 2 3.65 3.65 5.57 2.11 8.70 6.19 0.00 3 3.05 3.05 3.05 0.00 14.80 14.80 0.00

Slope / Intercept / Capacity

Roundabout Slope and Intercept used in model

Arm Enter slope and intercept directly Entered slope Entered intercept (PCU/hr) Final Slope Final Intercept (PCU/hr) 1 (calculated) (calculated) 0.534 900.711 2 (calculated) (calculated) 0.562 837.849 3 (calculated) (calculated) 0.549 827.108 The slope and intercept shown above include any corrections and adjustments.

Traffic Flows

Demand Set Data Options

Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%) 1 ONE HOUR ü 476.00 100.000 2 ONE HOUR ü 425.00 100.000 3 ONE HOUR ü 260.00 100.000

3 Generated on 17/09/2014 16:02:41 using Junctions 8 (8.0.4.487)

Turning Proportions

Turning Counts / Proportions (PCU/hr) - Junction 1 (for whole period) To 1 2 3 1 0.000 261.000 215.000 From 2 290.000 0.000 135.000 3 168.000 92.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period) To 1 2 3 1 0.00 0.55 0.45 From 2 0.68 0.00 0.32 3 0.65 0.35 0.00

Vehicle Mix

Average PCU Per Vehicle - Junction 1 (for whole period) To 1 2 3 1 1.000 1.011 1.009 From 2 1.010 1.000 1.015 3 1.030 1.000 1.000

Heavy Vehicle Percentages - Junction 1 (for whole period) To 1 2 3 1 0.0 1.1 0.9 From 2 1.0 0.0 1.5 3 3.0 0.0 0.0

Results

Results Summary for whole modelled period

Inclusive Max Max Average Total Total Queueing Average Rate Of Inclusive Total Max Max Average Arm Delay Queue Demand Junction Delay (PCU- Queueing Queueing Delay Queueing Delay RFC LOS Queueing Delay (s) (PCU) (PCU/hr) Arrivals (PCU) min) Delay (s) (PCU-min/min) (PCU-min) (s) 1 0.62 11.26 1.62 B 436.79 655.18 98.47 9.02 1.09 98.49 9.02 2 0.66 15.32 1.95 C 389.99 584.98 111.77 11.46 1.24 111.80 11.47 3 0.44 10.04 0.79 B 238.58 357.87 50.64 8.49 0.56 50.65 8.49

4 Generated on 17/09/2014 16:02:41 using Junctions 8 (8.0.4.487)

Main Results for each time segment

Main results: (16:45-17:00)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 358.36 89.59 355.53 341.78 68.72 0.00 863.98 789.48 0.415 0.00 0.71 7.115 A 2 319.96 79.99 316.98 263.66 160.59 0.00 747.66 637.58 0.428 0.00 0.74 8.399 A 3 195.74 48.94 194.20 261.28 216.30 0.00 708.28 588.11 0.276 0.00 0.39 7.115 A

Main results: (17:00-17:15)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 427.91 106.98 426.78 410.44 82.51 0.00 856.61 789.48 0.500 0.71 0.99 8.437 A 2 382.07 95.52 380.70 316.52 192.77 0.00 729.59 637.58 0.524 0.74 1.09 10.396 B 3 233.73 58.43 233.19 313.69 259.77 0.00 684.40 588.11 0.342 0.39 0.52 8.122 A

Main results: (17:15-17:30)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 524.09 131.02 521.68 501.37 100.93 0.00 846.77 789.48 0.619 0.99 1.59 11.101 B 2 467.93 116.98 464.67 386.98 235.63 0.00 705.51 637.58 0.663 1.09 1.90 14.914 B 3 286.27 71.57 285.23 383.24 317.07 0.00 652.92 588.11 0.438 0.52 0.78 9.949 A

Main results: (17:30-17:45)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 524.09 131.02 523.99 504.12 101.28 0.00 846.58 789.48 0.619 1.59 1.62 11.265 B 2 467.93 116.98 467.75 388.59 236.68 0.00 704.93 637.58 0.664 1.90 1.95 15.322 C 3 286.27 71.57 286.23 385.26 319.17 0.00 651.77 588.11 0.439 0.78 0.79 10.035 B

Main results: (17:45-18:00)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 427.91 106.98 430.27 414.59 83.06 0.00 856.31 789.48 0.500 1.62 1.03 8.583 A 2 382.07 95.52 385.30 318.99 194.34 0.00 728.70 637.58 0.524 1.95 1.14 10.703 B 3 233.73 58.43 234.74 316.73 262.91 0.00 682.68 588.11 0.342 0.79 0.54 8.209 A

Main results: (18:00-18:15)

Total Junction Pedestrian Saturation Start End Entry Flow Exit Flow Circulating Capacity Delay Arm Demand Arrivals Demand Capacity RFC Queue Queue LOS (PCU/hr) (PCU/hr) Flow (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (Ped/hr) (PCU/hr) (PCU) (PCU) 1 358.36 89.59 359.56 346.19 69.46 0.00 863.58 789.48 0.415 1.03 0.73 7.234 A 2 319.96 79.99 321.44 266.62 162.41 0.00 746.64 637.58 0.429 1.14 0.77 8.594 A 3 195.74 48.94 196.31 264.51 219.34 0.00 706.61 588.11 0.277 0.54 0.39 7.200 A

5 Generated on 17/09/2014 16:02:41 using Junctions 8 (8.0.4.487)

Queueing Delay Results for each time segment

Queueing Delay results: (16:45-17:00)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 10.14 0.68 7.115 A A 2 10.62 0.71 8.399 A A 3 5.56 0.37 7.115 A A

Queueing Delay results: (17:00-17:15)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 14.32 0.95 8.437 A A 2 15.60 1.04 10.396 B B 3 7.60 0.51 8.122 A A

Queueing Delay results: (17:15-17:30)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 22.56 1.50 11.101 B B 2 26.49 1.77 14.914 B B 3 11.25 0.75 9.949 A A

Queueing Delay results: (17:30-17:45)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 24.09 1.61 11.265 B B 2 28.96 1.93 15.322 C B 3 11.80 0.79 10.035 B B

Queueing Delay results: (17:45-18:00)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 16.11 1.07 8.583 A A 2 18.08 1.21 10.703 B B 3 8.35 0.56 8.209 A A

Queueing Delay results: (18:00-18:15)

Queueing Total Delay (PCU- Queueing Rate Of Delay (PCU- Average Delay Per Arriving Unsignalised Level Of Signalised Level Of Arm min) min/min) Vehicle (s) Service Service 1 11.25 0.75 7.234 A A 2 12.02 0.80 8.594 A A 3 6.09 0.41 7.200 A A