ALDI FOOD STORES
BROUGHTON INDUSTRIAL ESTATE ROAD, BROUGHTON
TRANSPORT ASSESSMENT
PREPARED ON BEHALF OF:
ALDI STORES LIMITED
10 King Street
Newcastle under Lyme
ST5 1EL
Aldi Stores Limited Broughton Industrial Estate Road, Broughton Transport Assessment
CONTENTS
EXECUTIVE SUMMARY ...... 1 1.0 INTRODUCTION ...... 3 2.0 THE DEVELOPMENT SITE ...... 5 3.0 THE PROPOSED DEVELOPMENT ...... 12 4.0 BASELINE TRAFFIC CONDITIONS ...... 18 5.0 DEVELOPMENT TRIP ATTRACTION, ASSIGNMENT AND DISTRIBUTION ...... 23 6.0 IMPACT OF DEVELOPMENT PROPOSALS ON THE OPERATIONAL PERFORMANCE OF THE LOCAL HIGHWAY NETWORK ...... 31 7.0 SUMMARY AND CONCLUSIONS ...... 38
FIGURES 2-1 SITE LOCATION PLAN (IN TEXT) 2-2 LOCAL HIGHWAY NETWORK (IN TEXT) 2-3 WALKING & CYCLING ISOCHRONE 2-4 CHURCH ROAD TO BRETTON ROAD BRIDLEWAY (IN TEXT) 2-5 BUS STOPS IN THE VICINITY OF THE SITE (IN TEXT) 4-1 SURVEY TRAFFIC FLOWS 4-2 2018 WARREN HALL COMMITTED DEVELOPMENT TRAFFIC FLOWS (PHASE 1 & 2) 4-3 2025 WARREN HALL COMMITTED DEVELOPMENT TRAFFIC FLOWS (PHASE 1, 2 & 3) 4-4 RIVER LANE, SALTNEY COMMITTED DEVELOPMENT TRAFFIC FLOWS 4-5 HIGH STREET, SALTNEY RESIDENTIAL COMMITTED DEVELOPMENT TRAFFIC FLOWS 4-6 BROUGHTON PARK RESIDENTIAL COMMITTED DEVELOPMENT TRAFFIC FLOWS 4-7 COMPOUND SITE RESIDENTIAL COMMITTED DEVELOPMENT TRAFFIC FLOWS 4-8 RE-ASSIGNMENT OF TRAFFIC DUE TO NEW AIRBUS ACCESS COMMITTED DEVELOPMENT TRAFFIC FLOWS
Aldi Stores Limited Broughton Industrial Estate Road, Broughton Transport Assessment
4-9 BROUGHTON SHOPPING PARK – PROPOSED MULTIPLEX CINEMA & RESTAURANT COMMITTED DEVELOPMENT TRAFFIC FLOWS 4-10 2018 BASE PLUS COMMITTED DEVELOPMENT TRAFFIC FLOWS 4-11 2025 BASE PLUS COMMITTED DEVELOPMENT TRAFFIC FLOWS 5-1 NEW DEVELOPMENT TRIP DISTRIBUTION 5-2 NEW DEVELOPMENT TRIP ASSIGNMENT – AVERAGE TRIP RATES 5-3 NEW DEVELOPMENT TRIP ASSIGNMENT – 85TH PERCENTILE TRIP RATES 5-4 PASS BY DEVELOPMENT TRIP DISTRIBUTION 5-5 PASS BY DEVELOPMENT TRIP ASSIGNMENT – AVERAGE TRIP RATES 5-6 PASS BY DEVELOPMENT TRIP ASSIGNMENT – 85TH PERCENTILE TRIP RATES 5-7 DIVERTED DEVELOPMENT TRIP DISTRIBUTION 5-8 DIVERTED DEVELOPMENT TRIP ASSIGNMENT – AVERAGE TRIP RATES 5-9 DIVERTED DEVELOPMENT TRIP ASSIGNMENT – 85TH PERCENTILE TRIP RATES 5-10 TRANSFERRED DEVELOPMENT TRIP DISTRIBUTION 5-11 TRANSFERRED DEVELOPMENT TRIP ASSIGNMENT – AVERAGE TRIP RATES 5-12 TRANSFERRED DEVELOPMENT TRIP ASSIGNMENT – 85TH PERCENTILE TRIP RATES 5-13 TOTAL DEVELOPMENT TRIP ASSIGNMENT – AVERAGE TRIP RATES 5-14 TOTAL DEVELOPMENT TRIP ASSIGNMENT – 85TH PERCENTILE TRIP RATES 5-15 2018 BASE PLUS COMMITTED PLUS DEVELOPMENT TRAFFIC FLOWS – AVERAGE TRIP RATES 5-16 2018 BASE PLUS COMMITTED PLUS DEVELOPMENT TRAFFIC FLOWS – 85TH PERCENTILE TRIP RATES 5-17 2025 BASE PLUS COMMITTED PLUS DEVELOPMENT TRAFFIC FLOWS – AVERAGE TRIP RATES
Aldi Stores Limited Broughton Industrial Estate Road, Broughton Transport Assessment
5-18 2025 BASE PLUS COMMITTED PLUS DEVELOPMENT TRAFFIC FLOWS – 85TH PERCENTILE TRIP RATES
TABLES 2-1 BUS SERVICES AND FREQUENCIES 3-1 PREDICTED CAR PARK ACCUMULATION – WEEKDAY 3-2 PREDICTED CAR PARK ACCUMULATION – SATURDAY 4-1 BROUGHTON TRAFFIC STUDY REPORT BACKGROUND GROWTH FACTORS 5-1 DISCOUNT FOOD STORE VEHICULAR TRIP RATES 5-2 FOOD STORE VEHICULAR TRIP ATTRACTION 5-3 VEHICULAR TRIP ATTRACTION BY TRIP TYPE 6-1 SITE ACCESS/ BROUGHTON INDUSTRIAL ESTATE ROAD – PICADY RESULTS 6-2 R1: A5104 CHESTER ROAD/ BROUGHTON INDUSTRIAL ESTATE ROUNDABOUT – ARCADY RESULTS 6-3 R2: BROUGHTON INDUSTRIAL ESTATE ROAD/ SHOPPING PARK ROUNDABOUT – ARCADY RESULTS 6-4 R3: A55/ BROUGHTON INDUSTRIAL ESTATE ROAD ROUNDABOUT – ARCADY RESULTS
APPENDICES A DEVELOPMENT PROPOSALS B SITE ACCESS ARRANGEMENT AND SWEPT PATH AUTOTRACK ANALYSIS C INTERIM TRAVEL PLAN D PARKING ACCUMULATION CALCULATION E TRICS DATA F MODEL OUTPUTS
Aldi Stores Limited Broughton Industrial Estate Road, Broughton Transport Assessment
EXECUTIVE SUMMARY
This Transport Assessment has been prepared by Cameron Rose Associates on behalf of Aldi Stores Limited in order to examine the highway and transportation issues associated with the proposed discount neighbourhood food store, off Broughton Industrial Estate Road, Broughton.
The proposed development scheme involves the erection of a new Aldi neighbourhood food store, with associated car parking and service facilities. The proposed Aldi food store would be single storey with a gross external area of 1,843sqm.
It is proposed that access to the site would form a staggered junction with the Broughton Retail Park access. Dropped kerbs and tactile paving would be installed at the site access in accordance with design standards. The existing vehicular access point north of the proposed access would be closed and reinstated to pedestrian footway.
The proposed Aldi store will provide the existing and future local residents with a discount food retail store, enhancing the areas existing food retail choices and reducing the need to travel for food shopping. The proposed development will reduce the need to travel, especially by car, by providing retail opportunities within a reasonable walking and cycling distance of existing and future committed residential areas.
The location of the store benefits from its close proximity to employment uses on Chester Road. Frequent bus services are accessible within an acceptable walking distance.
The proposed scheme would influence travel behaviour by incorporating facilities to encourage sustainable trip movements, including on site cycle parking and changing and locker facilities for staff. An Interim Travel Plan has been developed for the site, which describes the strategy through which initiatives will be adopted in order to encourage the use of sustainable modes of transport to the site.
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A total of 132 customer car parking spaces, to include six disabled, nine parent and child spaces and three staff are proposed for the store. The level of parking is compliant with local planning policy. An assessment of the proposed parking provision demonstrates that the anticipated parking demand, associated with the proposed food store, can be accommodated on site and therefore there would be no overspill parking on the surrounding highway network.
The majority of vehicular trips to the proposed development would not be new trips on the network and are likely to result in an overall vehicle kilometre saving given the convenient location of the store to the catchment.
The report includes an assessment of the operational performance of the local highway network, with the addition of development traffic. The junction capacity assessments undertaken indicate that the junctions considered on the local highway network, will continue to operate within acceptable capacity limits for a future assessment year, following the development of the site.
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Aldi Stores Limited Broughton Industrial Estate Road, Broughton Transport Assessment
1.0 INTRODUCTION
1.1 Background
1.1.1 This Transport Assessment has been prepared by Cameron Rose Associates on behalf of Aldi Stores Limited, in order to examine the highway and transportation issues associated with the proposed Aldi neighbourhood food store.
1.1.2 This Transport Assessment has been prepared to support the planning application for the proposed development and includes an analysis of the existing transport provision within the vicinity of the site, including sustainable transport facilities, traffic flows and the operation of the existing highway network. This Assessment considers the adequacy of this existing provision to accommodate the future demands associated with the application proposals.
1.1.3 Details of the proposed pedestrian and vehicular access arrangements, quantum of car and cycle parking and servicing arrangements are set out in this report, together with a detailed assessment of the potential traffic impact of the development proposals on the surrounding local highway network.
1.1.4 The report has been prepared in line with Government guidance set out in the Department for Transports ‘Guidance on Transport Assessments’ (2007) and following scoping discussion held with highway officers at Flintshire County Council (FCC).
1.1.5 This report concludes that the proposed development can be accommodated without detriment to the operational capacity or safety of the local highway network and that it can be readily accessed by sustainable modes.
1.2 Structure
1.2.1 The structure of the report herein is set out as follows:
• Section 2.0 considers the location of the development site, the local highway network and the existing infrastructure provision for sustainable modes of transport;
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• Section 3.0 sets out the details of the development proposals, site access, parking provision and servicing arrangements;
• Section 4.0 presents the baseline conditions of the local highway network;
• Section 5.0 deals with the potential trip attraction of the proposed development considering the various trip types;
• Section 6.0 considers the operational performance of the local highway network for a future assessment year, with and without the development in operations; and
• Section 7.0 provides a summary and conclusion to the report derived from the analysis presented in the above chapters.
1.2.2 The report has been prepared solely in connection with the proposed development as stated above. As such, no responsibility is accepted to any third party for all or any part of this report, or in connection with any other development
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2.0 THE DEVELOPMENT SITE
2.1 Site Location and Surrounding Area
2.1.1 Broughton lies to the west of Chester and to the north of the A55 trunk road, which connects the M53 to the east of Chester with Holyhead to the west of Anglesey. Strategic access to Broughton village to/ from the A55 trunk road is afforded via the grade separated junctions at Broughton Interchange to the east of the settlement and at Warren Hall Interchange to the west
2.1.2 The site extends to 9,950sqm and is located south of the A5104 Chester Road/ Broughton Industrial Estate Road roundabout. The site, situated opposite Broughton Retail Park, is open and flat, with no buildings currently on the site. Access to the site is currently gained via a footway crossover from Broughton Industrial Estate Road.
2.1.3 An Airbus factory, a major employer in the vicinity of the site, is located off the same roundabout to the north of the proposal site. Residential uses surround the proposal site to the west. A dense border of trees at the southern and western edges of the site provides a strong buffer to the residential estate.
2.1.4 The location of the site in relation to the local highway network is illustrated in Figure 2-1.
Figure 2-1 – Site Location
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2.2 Local Highway Network
2.2.1 It has been agreed during scoping discussions with the local highway authority that this Transport Assessment should consider the following junctions.
• Site Access/ Broughton Industrial Estate Road;
• R1: A5104 Chester Road/ Broughton Industrial Estate Road Roundabout:
• R2: Broughton Industrial Estate Road/ Shopping Park Roundabout: and
• R3: A55/ Broughton Industrial Estate Road Roundabout.
2.2.2 The context of the local highway network is illustrated in Figure 2-2.
Figure 2-2 – Local Highway Network
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2.2.3 Broughton Industrial Estate Road is approximately 450 metres in length and links Junction R1 to the north and Junction R3 to the south. Broughton Industrial Estate Road is a single carriageway road of approximately 7.25 metres in width in the vicinity of the proposed site access. Footways are provided on both sides of the carriageway and the road is subject to a 30mph speed limit, by virtue of street lighting.
2.2.4 Junction R1 is a five arm roundabout junction with the A5104 Chester Road, the Airbus access point and the retail park service road. It is understood that some widening improvements are programmed for junction R1 to assist large service vehicles associated with the Airbus UK factory complex to the north. These improvements include the reduction of the radius of the main central island and some minor entry/ exit widening to the A5104 Chester Road approaches.
2.2.5 The A5104 Chester Road corridor operates as the main distributor road route through Broughton and provides local connections from Warren Hall to the west, towards Saltney and Chester in the east. The route speed limit has recently been reduced to 40mph operation through the main built up area of Broughton, including the proposal site frontage section and through the R1 roundabout.
2.2.6 Junction R2 is the intermediate junction on the Broughton Industrial Estate Road, which lies between R1 and R3. This junction provides access to Broughton Shopping Park.
2.2.7 Junction R3 is a three arm roundabout. The northern arm is the Broughton Industrial Estate Road, the eastern arm is the A55 slip road and the western arm is Chester Road which leads towards Broughton roundabout. Proposals also exist to provide a fourth arm at this junction to serve a new residential development, which is discussed further in the committed development section.
2.3 Accessibility by Sustainable Modes
2.3.1 This section provides an appraisal of the existing sustainable transport networks surrounding the proposed site, with due regard to the following:
• walking and cycling network; and 079-01/TA01 7
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• bus network.
Walking
2.3.2 The proposed development site lies within a 2km walking catchment of the whole of the Broughton residential area, which makes journeys to the food store on foot a viable option. The 2km walk catchment of the site is demonstrated in Figure 2-3.
2.3.3 Access to Broughton Retail Park is available within 40 metres of the proposal site, and Airbus UK is located approximately 200 metres to the north. It is anticipated that linked trips between the proposed food store and other retail outlets and the major employer in the area would be promoted due to their close proximity. Existing infrastructure including good footways and street lighting between the store and the retail/ employment uses are conducive to such journeys on foot.
2.3.4 Lit footways are provided along all major routes close to the site, including the A5104 Chester Road, Broughton Industrial Estate Road and Broughton Shopping Park access/ service road.
2.3.5 A signal controlled ‘Pegasus’ crossing is present on the Broughton Industrial Estate Road between Junction R2 and Junction R3. The crossing links to the existing Church Road - Bretton Road bridleway.
Figure 2-4: Church Road to Bretton Road Bridleway
2.3.6 Pedestrian crossing points are provided at the R1 junction via splitter islands on the approach links. The majority of these crossings have tactile paving and dropped kerbs present.
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2.3.7 As part of the development proposals for the Committed Development - Broughton Shopping Park, Flintshire Proposed Multiplex Cinema, Restaurants and Related Improvements, improvements are proposed to the existing off-site pedestrian facilities. These include the construction of a new footway along the southern side of the A5104 where there is a gap in the existing provision between Broughton Hall Road and R1 Roundabout.
2.4 Cycling
2.4.1 The whole of Broughton and the surrounding villages of Higher Kinnerton, Lower Kinnerton and Dodleston lie within a 5km cycle catchment of the site. Furthermore, the topography of the surrounding area is considered to be conducive to cycling. The 5km cycle catchment is illustrated in Figure 2-3.
Public Transport
2.4.2 Guidance published by the Institute of Highways and Transportation ‘Planning for Public Transport in Developments’ (1999) recommends that the maximum walking distance to a bus stop should be 400 metres, equating to an approximate five minute walk.
2.4.3 A total of six bus stops are located in the vicinity of the proposal site. Five of these stops are located within 400 metres of the proposed store. The closest bus stop to the development is located within Broughton Retail Park, approximately 200 metres from the proposal site access. The approximate location of all local bus stops in proximity to the site is shown in Figure 2-5.
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Aldi Stores Limited Broughton Industrial Estate Road, Broughton Transport Assessment
Figure 2-5: Bus Stops in the Vicinity of the Site
2.4.4 The routes and frequencies of the local bus services available in the immediate vicinity of the proposed food store are summarised in Table 2-1. All bus services outlined below can be accessed from the Broughton Retail Park bus stop with exception to the 4 and 11 services, which can only be accessed from Chester Road.
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Table 2-1: Bus Services and Headways Bus Frequency (minutes) Service Destination Mon – Fri Saturday Sunday Mold – Buckley – Penyfford – 3/ 3A 30 30 - Broughton – Chester Mold – Buckley – Harwarden – 4 30 30 - Broughton - Chester Connahs Quay – Broughton – X9 120 120 - Wrexham – Plas Madoc Holywell - Mold – Flint – Shotton – 11/ 11A 60 60 60 Mancot – Broughton – Chester Connahs Quay – Queensferry – 12 30 30 - Broughton - Chester X4 Mold – Buckley – Chester 60 60 - Leasowe/ Deesident Industrial 811 Irregular Irregular - Park - Broughton
2.4.5 As part of the development proposals for the consented Broughton Shopping Park Multiplex Cinema and Restaurants, two new bus stop lay-bys are proposed within the shopping park, to the west side of the Tesco store. These will each have the capacity to accommodate two full sized buses simultaneously off the adjacent highway. New shelters are also proposed at each bus stop lay-by. Real time service information will also be provided at the new bus stops, this is in addition to the existing display board that is located to the east side of the Tesco store.
2.4.6 These measures will further enhance the excellent level of bus service offered in the area.
2.4.7 The Travel Plan for the Aldi foodstore would include measures to encourage staff and customers to use public transport. An Interim Travel Plan is included in Appendix C.
2.5 Summary
2.5.1 Overall it is evident that the site is accessible to pedestrians, cyclists and users of public transport. The proposed development will include measures to promote the use of such sustainable modes of transport.
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Aldi Stores Limited Broughton Industrial Estate Road, Broughton Transport Assessment
3.0 THE PROPOSED DEVELOPMENT
3.1 Overview
3.1.1 The development proposals include the construction of an Aldi discount food store of approximately 1,843sqm Gross External Area, with enclosed service area and 132 car parking spaces (including six disabled, nine parent and child and three staff parking spaces) and stands to accommodate 10 bicycles.
3.1.2 The proposed site layout for the development is attached in Appendix A.
3.2 Proposed Means of Access
3.2.1 Vehicular access to the Aldi store would be gained via a new access point on Broughton Industrial Estate Road. The proposed access would form a staggered junction with the Broughton Retail Park access point. Dropped kerbs and tactile paving would be installed at the site access in accordance with design standards. The existing vehicular access point north of the proposed access would be closed and reinstated to pedestrian footway.
3.2.2 Pedestrians and cyclists would access the site from the same vehicular access point. In addition, a dedicated pedestrian access route will be provided from the A5104 Chester Road and the Broughton Retail Park, in close proximity to the A5104 Chester Road/ Broughton Industrial Estate Road Roundabout.
3.2.3 Visibility at the site access has been reviewed in the context of a 2.4m ‘X’ distance and a ‘Y’ distance of 43 metres based on Manual for Streets recommendations for a road operating under a 30mph speed limit. A general access arrangement is illustrated in drawing 079-01/GA-01 Rev D attached in Appendix B.
3.2.4 A swept path analysis of the largest vehicle that would use the proposed site access junction, a 16.5 metre articulated vehicle, is illustrated in drawing 079- 01/ATR-01 Rev A, attached in Appendix B. It is demonstrated that the site access junctions can suitably accommodate this size of vehicle.
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Aldi Stores Limited Broughton Industrial Estate Road, Broughton Transport Assessment
3.3 Accessibility Appraisal
3.3.1 As discussed earlier in the report, the proposal site offers a good level of accessibility by sustainable modes of transport, namely by walking, cycling, and public transport; for instance:
• The proposed development would provide retail opportunity within a reasonable walking and cycling distance of existing and future committed residential areas, reducing the need for these residents to travel further for their food shopping needs.
• Frequent bus services are accessible within an acceptable walking distance. The use of public transport will be promoted through the travel plan to employee at the site; and
• The proposed scheme would incorporate facilities to encourage sustainable trip movements, including on site cycle parking and changing and locker facilities for staff.
3.4 Parking
3.4.1 The proposed development would be supported by the provision of 132 car parking spaces, including six disabled, nine parent and child spaces and three staff parking spaces. This level of parking is compliant with Flintshire County Council Parking Standards which are set out in Local Planning Guidance Note No. 11.
3.4.2 The local parking standards state that the maximum car parking provision for at this site should be:
• food retail development - 1 space per 14 sqm GFA.
These standards suggest that a maximum of 132 car parking spaces may be provided at the site.
3.4.3 The standards also state that 10% of the car parking spaces should be provided to ‘mobility standard’. As detailed 15 spaces designed to mobility standard (included six disabled and nine parent and child spaces) would be provided, contributing approximately 11% of the total provision.
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3.4.4 Furthermore, the proposed development is supported by an Interim Travel Plan, which is attached as Appendix C. The Interim Travel Plan draws on features of the site, which encourage sustainable travel and supplements these with a range of measures and initiatives to be considered in the development of the Travel Plan that would further promote the use of sustainable methods of travel to users of the site.
3.4.5 The Interim Travel Plan describes the strategy through which initiatives will be adopted in order to encourage modal shift as well as detailing how these will be monitored.
3.4.6 It is stated in the Department for Transport document The Essential Guide to Travel Planning (March 2008), that:
‘Good travel plans have typically succeeded in cutting the number of people driving to work by 15%. This modest sounding percentage translates into a lot of car miles and congestion avoided..... The difference to congestion is proportionally more because the difference between a jammed road and a free-flowing one can be just a small amount of traffic that tips it over capacity. Travel Plans reduce traffic most during the key periods – the rush hour peaks’.
3.4.7 Although this 15% discount has not been applied to the vehicular trip attraction of the site detailed in Section 5.0, it is clear that thorough travel planning initiatives will have a significant effect on minimising the traffic associated with the development. In this regard the assessments undertaken for this report represent a robust case.
3.5 Car Park Capacity Assessment
3.5.1 An assessment of the potential accumulation within the car park of the proposed development has been undertaken based on the daily trip rate profiles of similar sites.
3.5.2 The total parking accumulation associated with the proposed development is summarised in Table 3-1 for the Friday and Table 3-2 for the Saturday assessment days. The derivation of the trip rates from which the accumulation has been calculated is detailed further in Section 5.0 and the parking accumulation calculation is attached in Appendix D. 079-01/TA01 14
Aldi Stores Limited Broughton Industrial Estate Road, Broughton Transport Assessment
Table 3-1: Predicted Car Park Accumulation – Weekday Trip Rates Trip Attraction Time Period Arr Dep Arr Dep Accumulation 07:00 - 08:00 0.000 0.000 0 0 21 08:00 - 09:00 0.737 0.316 14 6 29 09:00 - 10:00 4.910 3.087 90 57 62 10:00 - 11:00 5.840 4.885 108 90 80 11:00 - 12:00 6.175 6.485 114 120 74 12:00 - 13:00 6.311 6.609 116 122 69 13:00 - 14:00 6.386 5.245 118 97 90 14:00 - 15:00 6.782 7.278 125 134 81 15:00 - 16:00 6.274 6.187 116 114 82 16:00 - 17:00 6.410 7.229 118 133 67 17:00 - 18:00 5.059 6.125 93 113 48 18:00 - 19:00 4.128 4.623 76 85 38 19:00 - 20:00 1.962 3.037 36 56 19 20:00 - 21:00 0.335 1.368 6 25 0 Maximum No. of Cars 90 Parked at any Time
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Table 3-2: Predicted Car Park Accumulation – Saturday Trip Rates Trip Attraction Time Period Arr Dep Arr Dep Accumulation 07:00 - 08:00 0.261 0.116 5 2 18 08:00 - 09:00 1.745 0.932 32 17 33 09:00 - 10:00 5.176 4.250 95 78 50 10:00 - 11:00 7.411 6.150 137 113 73 11:00 - 12:00 8.304 8.050 153 148 78 12:00 - 13:00 7.813 7.829 144 144 77 13:00 - 14:00 8.099 8.116 149 150 77 14:00 - 15:00 8.476 8.296 156 153 80 15:00 - 16:00 7.256 7.886 134 145 69 16:00 - 17:00 6.208 7.223 114 133 50 17:00 - 18:00 3.268 4.602 60 85 25 18:00 - 19:00 1.118 1.742 21 32 14 19:00 - 20:00 1.111 1.889 20 35 0 20:00 - 21:00 0.000 0.000 0 0 0 Maximum No. of Cars 80 Parked at any Time
3.5.3 The analysis demonstrates that the maximum accumulation within the car park on a Friday and Saturday would be 90 and 80 vehicles respectively, leaving 42 and 52 spaces vacant to accommodate seasonal peaks without detriment to the local highway network.
3.5.4 It should be noted that this type of car park accumulation assessment is not of sufficient detail to determine exact numbers as it has been formulated from an average of trip rates derived from a small empirical dataset i.e. one hour as opposed to 15 minute time segments. Nevertheless the accumulation assessment provides a good overview of potential parking demand and demonstrates that this can be accommodated within the site car park and that there would be no overspill parking on the surrounding road network.
3.6 Cycle Parking
3.6.1 Covered cycle parking for up to 10 bicycles, in the form of five “Sheffield” type bicycle stands will also be provided at the redevelopment site adjacent to the store entrances to encourage their use. It is anticipated that this will increase the attractiveness of cycling as a mode of transport by customers and employees of the site. Secure staff lockers will also be provided.
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3.7 Servicing
3.7.1 Service vehicles would use the proposed customer access/ egress via the Broughton Industrial Estate Road. This is a common servicing arrangement that has been successfully implemented by Aldi Stores nationwide.
3.7.2 A track plot analysis of a 16.5m refrigerated articulated vehicle has been undertaken using AutoTrack, a specialist computer package that allows designers to assess the swept path of different vehicles as they negotiate path alignments. The swept path of these vehicles to and from the site service ramp is satisfactory, as demonstrated in drawing 079-01/ATR-01 attached in Appendix B.
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Aldi Stores Limited Broughton Industrial Estate Road, Broughton Transport Assessment
4.0 BASELINE TRAFFIC CONDITIONS
4.1 Introduction
4.1.1 This section provides an appraisal of the transport network surrounding the proposed development site, including the baseline traffic flows on the study area network.
4.1.2 The study area, which was agreed with the local highway authority during pre- application discussions, includes the following junctions surrounding the site:
• Site Access/ Broughton Industrial Estate Road;
• R1: A5104 Chester Road/ Broughton Industrial Estate Road Roundabout:
• R2: Broughton Industrial Estate Road/ Shopping Park Roundabout: and
• R3: A55/ Broughton Industrial Estate Road Roundabout.
4.1.3 The following sections therefore present the methodology adopted to establish baseline conditions within the agreed study area.
4.2 Baseline Traffic Flows
4.2.1 Broughton is the location of Airbus UK Ltd and employs approximately 6,000 staff on site. At shift changes, the inbound and outbound staff movements create a spike in vehicle activity, over short time periods. During these periods, delays can be experienced by drivers heading through the area. The intensification of traffic can affect the operational capacity of the junctions within the study area. This intensification of traffic lasts for a short period of time, typically a 10 – 15 minute period. Outside of these shift changes, traffic usually flows freely through the local highway network.
4.2.2 Traffic surveys were undertaken by an independent traffic consultancy at Junction R1 on Friday 8 November and Saturday 9 November 2013. The purpose of these surveys was to validate existing traffic count data obtained for Junction R1, R2 and R3.
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4.2.3 Existing Weekday traffic counts for each junction were taken from the Broughton Residential Planning Appeal, dated March 2011. These traffic counts were reproduced in the planning application for the Residential Development Compound Site. Traffic counts for a Saturday were taken from the Transport Assessment for the Broughton Shopping Park – Proposed Multiplex Cinema, Restaurants and Related Improvements planning application (May 2012). This data was approved by Flintshire County Council and detailed within Figure 7 of the Transport Assessment that accompanied the planning application.
4.2.4 All of the traffic data utilised in this assessment was collected following the opening of the east facing slip roads at the Warren Hall Interchange and therefore includes the effects of any re-distribution of local trips following this additional connection to the A55 trunk road.
4.2.5 A comparison of the two sets of survey data revealed that traffic flows during the Friday PM peak were lower at R1 Roundabout in the 2013 survey (1,799 vehicles) compared to the 2011 survey (2,113 vehicles). It is therefore proposed to use the 2011 surveys in the Weekday PM peak junction assessments for robustness.
4.2.6 A comparison of data for a Saturday peak revealed that the Saturday peak were higher at R1 Roundabout in the 2013 survey (1,974 vehicles) compared to the Transport Assessment for the Broughton Shopping Park – Proposed Multiplex Cinema, Restaurants and Related Improvements planning application (1,980 vehicles). It is therefore proposed to use the Multiplex Cinema data in the Saturday peak junction assessments for robustness.
4.2.7 The resulting peak hours recorded were 1630 – 1730 for the PM peak and 1200 – 1300 for the Saturday peak. The resulting turning flows at the junction are illustrated in Figure 4-1.
4.3 Committed Development Traffic Flows
4.3.1 During scoping discussions with Flintshire County Council the following Committed Developments had been identified as impacting on the study area detailed above:
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• Warren Hall Business Park: 76,350sqm of B1 office park and 120 bedroom hotel. The trip generation associated with this development have been obtained from the Warren Hall TA dated November 2004. The Weekday traffic counts have been taken from Figure 15 within the TA. It has been assumed that this development will not have a material impact during the Saturday peak hour. The resulting traffic flows are illustrated in Figure 4-2 for a 2018 assessment year, incorporating Phases One and Two and Figure 4-3 for a 2025 assessment year incorporating Phase One, Two and Three;
• River Lane, Saltney: 12.2 hectares of B1/ B2/ B8 employment development. The trip generation associated with this development have been obtained from the Mouchel/ FCC Corridor Study. The Weekday trip distribution is as per the Mouchel/ FCC Corridor Study. It has been assumed that this development will not have a material impact during the Saturday peak hour. The resulting traffic flows are illustrated in Figure 4-4;
• Residential Development, High Street Saltney: Up to 90 dwellings. The trip generation associated with this development have been obtained from the Saltney Mixed Use Development Transport Statement (January 2007). The Weekday and Saturday traffic counts have been taken from paragraph 4.1.10 within the TA. The resulting traffic flows are illustrated in Figure 4-5;
• Residential Development, Broughton Park: Up to 282 new residential dwellings adjacent to the A55 Broughton Interchange. The trip generation associated with this development have been obtained from the Broughton Park TA dated July 2004. The Weekday traffic counts have been taken from paragraph 4.1.6 within the TA. The Saturday trip rates have been taken from Appendix C of the TA. The resulting traffic flows are illustrated in Figure 4-6;
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Aldi Stores Limited Broughton Industrial Estate Road, Broughton Transport Assessment
• Residential Development Compound Site: 24 residential dwellings off Broughton Industrial Estate Road. The trip generation associated with this development have been obtained from the Compound Site TA dated February 2012. The Weekday traffic counts have been taken from Figure 4.2 within the TA. The Saturday peak hour trip generation have been based on the Saturday trip rates contained in the Broughton Park residential TA. The resulting traffic flows are illustrated in Figure 4-7;
• Airbus UK: New signal controlled access on A5104 to replace the existing Copse Lane site access. The delivery of this new eastern access junction is anticipated to lead to some local re-distribution of Airbus UK related HGV and staff movements. The trip generation associated with this development have been obtained from the Airbus UK North Factory Gate 3 TA, dated June 2011. The Weekday traffic counts have been taken from Figure 15b and 18b within the TA. It has been assumed that this development will not have a material impact during the Saturday peak hour. The resulting traffic flows are illustrated in Figure 4-8; and
• Chester Road, Broughton: New Cinema and Leisure Development. The trip generation associated with this development have been obtained from the New Cinema and Leisure Development TA dated July 2012. The Weekday and Saturday traffic counts have been taken from Figure TA24 within the TA. The resulting traffic flows are illustrated in Figure 4-9.
4.3.2 It is assumed that all committed development will be operational by 2018 with the exception of Warren Hall Business Park Phase Three which will be operational by 2025. The total combined base plus committed development traffic levels for the Weekday PM and Saturday peak periods for the 2018 and 2025 future assessment years are set out in Figures 4-10 and Figure 4-11 respectively.
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Aldi Stores Limited Broughton Industrial Estate Road, Broughton Transport Assessment
4.4 Assessment Years
4.4.1 To reflect the principles of the Flintshire County Council Broughton Traffic Study Analysis, future year assessments have been undertaken for both a 2018 and 2025 design year.
4.4.2 Given the level of committed developments in the area, it is not proposed to apply background traffic growth to observed traffic surveys. This approach has been agreed with Flintshire County Councils highway officers during scoping negotiations and represents a robust position, compared with Flintshire County Councils Broughton Traffic Study Report. The level of background traffic growth detailed within Broughton Traffic Study Report is highlighted in Table 4-1, which actually shows a small reduction in background traffic levels.
Table 4-1 – Broughton Traffic Study Report Background Traffic Growth Growth Period PM Peak Hour 2012 – 2018 0.960 2012– 2025 0.998
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5.0 DEVELOPMENT TRIP ATTRACTION, ASSIGNMENT AND DISTRIBUTION
5.1 Overview
5.1.1 An estimate of the vehicular trip attraction of the proposed use of the site has been based on trip rates derived from the TRICS database for the local highway networks Weekday PM and Saturday peak hours.
5.1.2 Travel demand associated with the proposed discount food store has been estimated based on gross floor area (GFA) using trip rates derived from the TRICS database.
5.1.3 The DfT’s ‘Guidance for Transport Assessments’ provides the following guidance regarding the use of TRICS for establishing trip rates to be used in Transport Assessments:
“If sites with comparable accessibility as well as scale and location cannot be found when using a standard database system, 85th percentile trip generation rates should be considered as a starting point for assessment of the baseline trip generation. The reasons for this are:
i) Since the level of public transport and non-car mode travel for sites within such trip database is often unknown, a true like for like comparison is unlikely to be achieved; and
ii) It is considered that the use of average trip rates with deductions for sustainability measures could result in overly optimistic trip rates for the proposed development.
5.1.4 In cases where the degree of comparability of source data sites to the development proposals is difficult to determine, it may be appropriate (in consultation with the appropriate highway authorities) to undertake a sensitivity analysis using both 85th percentile and average (50th percentile) trip rates to inform the process of the differences between these two assumptions.”
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5.1.5 Given the accessible location of the site and the good range of data available within the TRICS database for the proposed land uses, it is considered unlikely that such 85th percentile rates would occur in practice. Notwithstanding this, in order to ensure a robust assessment, 85th percentile trip attraction rates have also been included in this assessment as a sensitivity test.
5.1.6 TRICS data is contained in Appendix F.
5.2 Proposed Development Trip Attraction
5.2.1 The traffic generation of the proposed food store has been estimated on the basis of comparable survey data contained within the TRICS database. Survey data for discount food stores has been used to assess the likely traffic attraction of the proposed development.
5.2.2 The trip rates presented below consider the traffic attraction of the proposed store before the effects of pass-by, transferred or linked trips are taken into consideration.
Table 5-1: Discount Food Store Trip Rates per 100sqm GFA Trip Rate Peak Period Arrivals Departures Two-Way PM Peak 6.410 7.229 13.639 (1600 – 1700) Average Saturday Peak 8.099 8.116 16.215 (1300 – 1400) PM Peak 10.168 10.338 20.506 (1600 – 1700) 85th %tile Saturday Peak 11.089 10.335 21.424 (1300 – 1400)
5.2.3 The quantum of traffic attracted by the 1,843sqm Aldi food store, based on these trip rates, is summarised in Table 5-2.
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Table 5-2: Discount Food Store Vehicular Trip Attraction Trip Rate Peak Period Arrivals Departures Two-Way PM Peak (1600 – 118 133 251 1700) Average Saturday Peak 149 150 299 (1300 – 1400) PM Peak (1600 – 187 191 378 1700) 85th %tile Saturday Peak 204 190 395 (1300 – 1400)
5.2.4 The trip attraction of the proposed food store is anticipated to be 251 two-way trips in the Weekday PM peak hour and 299 in the Saturday peak hour (average trip rates). The 85th percentile trip rates have also been presented as a sensitivity test.
5.3 Retail Trip Types
5.3.1 It is widely accepted that, the total number of trips attracted to a new retail development are not comprised wholly of new trips to the local highway network. Many of the trips may in fact already exist on the network, albeit at another location, or where a visit to the store will be incorporated into an existing pattern of travel behaviour. The following vehicular trip types have been identified in association with new retail developments (Guidance on Transport Assessment, DfT, 2007):
• New Trips: Trips that do not appear anywhere on the road network prior to the opening of the development.
• Pass-by Trips: Trips which are already present on the road network directly adjacent to the point of access to the site, which will turn into the site.
• Linked Trips: Trips that will have multiple destinations either within the proposed development site, between both the development site and existing adjacent sites, or between the development site and an established town centre.
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• Diverted Trips: Trips which are already present on the local road network but not the road from which the site access is taken and will divert from their existing use to access the site.
• Transferred Trips: Trips which are already present on the local road network, accessing similar sites in close proximity to the proposed development. Slightly different from diverted trips, these wholly transfer from using an existing development to a new one, i.e. shoppers switching to a new food store that is more conveniently located for them.
5.3.2 The importance of non-primary trips, i.e. Pass-by, Linked, Diverted and Transferred trips are emphasised by retailers who suggest that they rely heavily on these trip types in order to survive.
5.3.3 The premise of non-primary trips is one that is particularly true in locations where the highway network experiences peak hour congestion as customers are unlikely to embark on a single purpose home based trip to undertake food shopping at these times. During the hours of peak traffic demand on the local highway network, it is likely that the majority of customers to the proposed food store, who travel by car, would have already been present on the local highway network.
5.3.4 It has been assumed that 10% of the vehicular total trips attracted to the proposed discount food store will be new trips on the network, i.e. trips that do not appear anywhere on the road network prior to the opening of the development (the TRICS research paper 95/2). The remaining 90% of total trips will be non-primary trips comprising pass-by, diverted and transferred trips from other retail units in the local area.
5.3.5 For a robust assessment it has been assumed that no linked trips will take place between the proposed food store and the surrounding retail units.
5.3.6 It is worth noting that discounting the total vehicular trips to the development, to account for non-primary trips, is not simply a case of deducting 90%, but rather redistributing the non-primary trips according to their likely origins and destinations, prior to the opening of the proposed food store.
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5.3.7 For the purpose of this assessment it has been assumed that:
• 10% of journeys will be new to the network;
• 15% of journeys will be pass-by trips that are already on the Broughton Industrial Estate Road;
• 25% of journeys will be diverted trips that are already on the A5104;
• 25% of journeys will be diverted trips that are already on the A55 Link Road/ A55 on-slip; and
• 25% of journeys will be existing trips to other supermarkets which will transfer to the new facility. These facilities include the Tesco supermarket at Broughton Shopping Park and Morrison’s and Asda in Saltney.
5.3.8 The resulting trip attraction for each trip type are summarised in Table 5-3.
Table 5-3: Vehicle Trip Attraction by Trip Type
Trip Attraction Trip Attraction 85th Peak Trip Type Proportion Average Percentile
Arr Dep Arr Dep New 10% 12 13 19 19 PM Peak Pass-by 15% 18 20 28 29 (1600 – Transferred 25% 30 33 47 48 1700) Diverted 50% 59 67 94 95 Total 100% 118 133 187 191 New 10% 15 15 20 19 Saturday Pass-by 15% 22 22 31 29 Peak Transferred 25% 37 37 51 48 (1100 – 1200) Diverted 50% 75 75 102 95 Total 100% 149 150 204 190
5.4 Trip Distribution and Assignment
5.4.1 As detailed in Table 5-3, the retail trips attracted to the development are split into New, Pass-by, Transferred and Diverted Trips. The distribution associated with each trip type is detailed below.
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New Retail Trips Distribution
5.4.2 The distribution of new trips on the local highway network has been based on existing turning proportions, based on the traffic flows illustrated in Figure 4- 1.
5.4.3 The distribution of New trips is shown in Figure 5-1. The assignment of the proposed development traffic in these proportions is illustrated in Figure 5-2 and Figure 5-3 for the average and 85th percentile trip rates respectively.
Pass by Retail Trip Distribution
5.4.4 Given that the anticipated catchment of the proposed development will be local, it is likely that a proportion of trips to the development, in the peak hours, will be Pass-by Trips made by people already travelling along the Broughton Industrial Estate Road. These trips effectively comprise trips which will turn into the proposed development on their way to/ from other destinations. This would therefore represent a discount to traffic downstream of the site access for the duration of the Pass-by Trip to the development, but the trip is subsequently added back to the network once the visit has ended. Thus no reduction has been made to the traffic on the local highway network outside of the site access junction. Albeit that the possible trip timeline is extended beyond the highway network peak hours.
5.4.5 The distribution of New trips is shown in Figure 5-4. The assignment of the proposed development traffic in these proportions is illustrated in Figure 5-5 and Figure 5-6 for the average and 85th percentile trip rates respectively.
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Aldi Stores Limited Broughton Industrial Estate Road, Broughton Transport Assessment
Diverted Retail Trip Distribution
5.4.6 It is likely that an element of car borne trips to the proposed food store, in the network peak hours, will be diverted trips from other routes. Given the location of the development in close proximity to the A5104 and A55 Slip/ Link Road, it is likely that an element of car borne trips to the food store will be diverted from these routes.
5.4.7 Diverted trips would account for 50% of the total vehicular trips associated with the proposed development. It is proposed for this assessment that based on existing turning proportions c. 50% of trips will be diverted from the A5104 and c. 50% of trips will be diverted from the A55 Slip/ Link Road.
5.4.8 The distribution of Diverted trips is shown in Figure 5-7. The assignment of the proposed development traffic in these proportions is illustrated in Figure 5-8 and Figure 5-9 for the average and 85th percentile trip rates respectively.
Transferred Retail Trip Distribution
5.4.9 As with the distribution of new trips, transferred trips have been distributed on the local highway network based on existing turning proportions, taking account of the location of other food stores greater than 1,000sqm.
5.4.10 Stores in the catchment area of the proposed Aldi food store include Tesco’s opposite the development site at Broughton Shopping Park and Morrison’s in Saltney.
5.4.11 For the purpose of this assessment it has been assumed that 30% of transferred trips currently travel to the Tesco’s at Broughton Shopping Park and the remaining 70% travel to supermarkets in Saltney and elsewhere. Trips assumed to be travelling to the Tesco, have been redistributed on the network. All other trips, for robustness, are assumed to be entirely new to the study area and therefore no discounting has been applied to account for trips previously made to these supermarkets.
5.4.12 The distribution of Transferred trips is shown in Figure 5-10. The assignment of the proposed development traffic in these proportions is illustrated in Figure 5-11 and Figure 5-12 for the average and 85th percentile trip rates respectively. 079-01/TA01 29
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Summary
5.4.13 The assignment of the total proposed development traffic on the local highway network is illustrated in Figure 5-13 and Figure 5-14 for the average and 85th percentile trip rates respectively.
5.4.14 The 2018 Base plus Committed plus Development traffic flows are illustrated in Figure 5-15 and Figure 5-16 for the average and 85th percentile trip rates respectively.
5.4.15 The 2025 Base plus Committed plus Development traffic flows are illustrated in Figure 5-17 and Figure 5-18 for the average and 85th percentile trip rates respectively.
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6.0 IMPACT OF DEVELOPMENT PROPOSALS ON THE OPERATIONAL PERFORMANCE OF THE LOCAL HIGHWAY NETWORK
6.1 Introduction
6.1.1 The following capacity assessments will demonstrate that the impact of this level of traffic would not be material on the operational performance of the local highway network.
6.2 Junction Capacity Assessments
6.2.1 Capacity assessments have been undertaken for a Weekday PM and Saturday peak period. Assessments have been undertaken for the following junctions, as agreed with Flintshire County Council, using the software noted:
• Site Access/ Broughton Industrial Estate Road;
• R1: A5104 Chester Road/ Broughton Industrial Estate Road Roundabout:
• R2: Broughton Industrial Estate Road/ Shopping Park Roundabout: and
• R3: A55/ Broughton Industrial Estate Road Roundabout.
Full model outputs are contained in Appendix G.
6.2.2 PICADY and ARCADY presents results as Ratio of Flow to Capacity (RFC) and corresponding likely traffic queues. RFC values between 0.00 and 0.85 are generally accepted as representing stable and acceptable operating conditions. Values between 0.85 and unity represent variable operation (i.e. possible queues building up at the junction during the period under consideration and increases in vehicular delay moving through the junction).
Site Access/ Broughton Industrial Estate Road
6.2.3 The results of the PICADY assessment are set out in Table 6-1.
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Table 6-1: Site Access/ Broughton Industrial Estate Road – PICADY Results
PM Peak Hour Saturday Peak Hour Scenario Arm RFC Queue RFC Queue 2018 Base + Site Access – left 0.13 0 0.15 0 Committed + Site Access - right 0.21 0 0.24 0 Development Broughton Industrial 0 0 (average) Estate Road – right turn 0.12 0.17 2025 Base + Site Access - left 0.13 0 0.15 0 Committed + Site Access - right 0.21 0 0.24 0 Development Broughton Industrial 0 0 (average) Estate Road – right turn 0.12 0.17 Site Access - left 0.20 0 0.20 0 2018 Base + Committed + Site Access - right 0.31 0 0.31 0 Broughton Industrial Development (85th) 0 0 Estate Road – right turn 0.19 0.23 Site Access - left 0.20 0 0.20 0 2025 Base + Committed + Site Access - right 0.31 0 0.31 0 Broughton Industrial Development (85th) 0 0 Estate Road – right turn 0.19 0.23
6.2.4 The results of the assessment show that the junction would operate within capacity with the addition of development traffic. The maximum RFC occurs in the Saturday Peak 2025 Base plus Committed plus Development (85th percentile trip rates) scenario – 0.31 with no associated queue.
6.2.5 The results of the assessment show that the site access could accommodate the development proposals, without detriment to the operational performance of the highway network.
R1: A5104 Chester Road/ Broughton Industrial Estate Road Roundabout:
6.2.6 The future operational performance of the R1 roundabout junction has been assessed using the analysis software ARCADY for a 2018 and 2025 assessment years. The ARCADY input data has been based on the modelling parameters identified by i-Transport at the Public Inquiry for the nearby Broughton Park residential development. It is understood that Flintshire County Council raised no objections to these model details. The results of the ARCADY assessment are set out in Table 6-2.
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Table 6-2: R1: A5104 Chester Road/ Broughton Industrial Estate Roundabout – ARCADY Results
Saturday Peak PM Peak Hour Scenario Arm Hour RFC Queue RFC Queue Airbus UK Access 0.16 0 0.22 0 A5104 (east) 0.74 3 0.48 1 2018 Base + Broughton Retail Park Service Road 0.25 0 0.21 0 Committed Broughton Industrial Estate Road 0.39 1 0.42 1 A5104 (west) 0.57 1 0.49 1 Airbus UK Access 0.16 0 0.22 0 A5104 (east) 0.74 3 0.48 1 2025 Base + Broughton Retail Park Service Road 0.25 0 0.21 0 Committed Broughton Industrial Estate Road 0.40 1 0.42 1 A5104 (west) 0.60 2 0.49 1 Airbus UK Access 0.17 0 0.24 0 2018 Base + A5104 (east) 0.76 3 0.50 1 Committed + Broughton Retail Park Service Road 0 0 Development 0.26 0.22 (average) Broughton Industrial Estate Road 0.47 1 0.50 1 A5104 (west) 0.59 1 0.51 1 Airbus UK Access 0.18 0 0.25 0 2025 Base + A5104 (east) 0.77 3 0.51 1 Committed + Broughton Retail Park Service Road 0 0 Development 0.26 0.22 (average) Broughton Industrial Estate Road 0.50 1 0.53 1 A5104 (west) 0.59 2 0.52 1 Airbus UK Access 0.16 0 0.22 0 2018 Base + A5104 (east) 0.74 3 0.47 1 Committed + Broughton Retail Park Service Road 0 0 Development 0.25 0.21 (85th) Broughton Industrial Estate Road 0.39 1 0.42 1 A5104 (west) 0.60 2 0.49 1 Airbus UK Access 0.18 0 0.24 0 2025 Base + A5104 (east) 0.76 3 0.50 1 Committed + Broughton Retail Park Service Road 0 0 Development 0.26 0.22 (85th) Broughton Industrial Estate Road 0.47 1 0.50 1 A5104 (west) 0.62 2 0.51 1
6.2.7 The results of the assessment show that the junction would operate within capacity with the addition of development traffic. The maximum RFC occurs in the PM Peak 2025 Base plus Committed plus Development (85th percentile trip rates) scenario – 0.76 with an associated queue of three pcus. There is no increase in queue when compared to the 2025 Base plus Committed scenario.
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R2: Broughton Industrial Estate Road/ Shopping Park Roundabout
6.2.8 The future operational performance of the R2 roundabout junction has been assessed using the analysis software ARCADY for a 2018 and 2025 assessment years. The ARCADY input data has been based on the modelling parameters identified by i-Transport at the Public Inquiry for the nearby Broughton Park residential development. It is understood that Flintshire County Council raised no objections to these model details. The results of the ARCADY assessment are set out in Table 6-3.
Table 6-3: R2: Broughton Industrial Estate Road/ Shopping Park Roundabout – ARCADY Results
Saturday Peak PM Peak Hour Scenario Arm Hour RFC Queue RFC Queue Broughton Industrial Estate Road (N) 0.43 1 0.39 1 2018 Base + Broughton Retail Park (E) 0.55 1 0.62 2 Committed Broughton Retail Park (SE) 0.09 0 0.16 0 Broughton Industrial Estate Road (S) 0.48 1 0.71 2 Broughton Industrial Estate Road (N) 0.43 1 0.39 1 2025 Base + Broughton Retail Park (E) 0.55 1 0.62 2 Committed Broughton Retail Park (SE) 0.09 0 0.16 0 Broughton Industrial Estate Road (S) 0.48 1 0.71 2 1 1 2018 Base + Broughton Industrial Estate Road (N) 0.48 0.47 Committed + Broughton Retail Park (E) 0.57 1 0.65 2 Development Broughton Retail Park (SE) 0.11 0 0.18 0 (average) Broughton Industrial Estate Road (S) 0.51 1 0.75 3 1 1 2025 Base + Broughton Industrial Estate Road (N) 0.48 0.47 Committed + Broughton Retail Park (E) 0.57 1 0.65 2 Development Broughton Retail Park (SE) 0.11 0 0.18 0 (average) Broughton Industrial Estate Road (S) 0.51 1 0.75 3 1 1 2018 Base + Broughton Industrial Estate Road (N) 0.51 0.49 Committed + Broughton Retail Park (E) 0.58 1 0.65 2 Development Broughton Retail Park (SE) 0.11 0 0.18 0 (85th) Broughton Industrial Estate Road (S) 0.53 1 0.77 3 1 1 2025 Base + Broughton Industrial Estate Road (N) 0.51 0.49 Committed + Broughton Retail Park (E) 0.58 1 0.65 2 Development Broughton Retail Park (SE) 0.11 0 0.18 0 (85th) Broughton Industrial Estate Road (S) 0.53 1 0.77 3
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6.2.9 The results of the assessment show that the junction would operate within capacity with the addition of development traffic. The maximum RFC occurs in the Saturday Peak 2025 Base plus Committed plus Development (85th percentile trip rates) scenario – 0.77 with an associated queue of three pcus. There is an increase in one pcu queue when compared to the 2025 Base plus Committed scenario.
R3: A55/ Broughton Industrial Estate Road Roundabout
6.2.10 The future operational performance of the R3 roundabout junction has been assessed using the analysis software ARCADY for a 2018 and 2025 assessment years. The ARCADY input data has been based on the modelling parameters identified by i-Transport at the Public Inquiry for the nearby Broughton Park residential development and includes the access to the consented residential development. It is understood that Flintshire County Council raised no objections to these model details. The results of the ARCADY assessment are set out in Table 6-4.
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Table 6-4: R3: A55/ Broughton Industrial Estate Road Roundabout – ARCADY Results
Saturday Peak PM Peak Hour Scenario Arm Hour RFC Queue RFC Queue Broughton Industrial Estate Road 0.84 5 0.72 3 2018 Base + A55 Slip 0.46 1 0.40 1 Committed Residential Access 0.08 0 0.07 0 Chester Road 0.53 1 0.51 1 Broughton Industrial Estate Road 0.84 5 0.72 3 2025 Base + A55 Slip 0.46 1 0.40 1 Committed Residential Access 0.08 0 0.07 0 Chester Road 0.53 1 0.51 1 7 3 2018 Base + Broughton Industrial Estate Road 0.88 0.76 Committed + A55 Slip 0.47 1 0.42 1 Development Residential Access 0.09 0 0.08 0 (average) Chester Road 0.54 1 0.53 1 7 3 2025 Base + Broughton Industrial Estate Road 0.88 0.76 Committed + A55 Slip 0.47 1 0.42 1 Development Residential Access 0.09 0 0.08 0 (average) Chester Road 0.54 1 0.53 1 8 3 2018 Base + Broughton Industrial Estate Road 0.90 0.77 Committed + A55 Slip 0.48 1 0.42 1 Development Residential Access 0.09 0 0.09 0 (85th) Chester Road 0.55 1 0.54 1 8 3 2025 Base + Broughton Industrial Estate Road 0.90 0.77 Committed + A55 Slip 0.48 1 0.42 1 Development Residential Access 0.09 0 0.09 0 (85th) Chester Road 0.55 1 0.54 1
6.2.11 The results of the assessment show that the junction would operate within capacity with the addition of development traffic. The maximum RFC occurs in the PM Peak 2025 Base plus Committed plus Development (85th percentile trip rates) scenario – 0.90 with an associated queue of eight pcus. There is an increase in three pcu queue when compared to the 2025 Base plus Committed scenario.
6.3 Summary
6.3.1 The junction capacity assessments undertaken indicate that the junctions considered on the local highway network, will continue to operate within acceptable capacity limits for a 2018 and 2025 future assessment years, following the development of the site.
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6.3.2 It is therefore considered that in operational capacity terms, the proposed development will not have a material impact on the operational performance of the local highway network.
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7.0 SUMMARY AND CONCLUSIONS
7.1 Summary
7.1.1 This report has examined the highway and transportation matters associated with the proposed discount neighbourhood food store, off Broughton Industrial Estate Road, Broughton.
7.1.2 The proposed development scheme involves the erection of a new Aldi neighbourhood food store, with associated car parking and service facilities. The proposed Aldi food store would be single storey with a gross external area of 1,843sqm.
7.1.3 The proposed Aldi store will provide the existing and future local residents with a discount food retail store, enhancing the community’s existing food retail choices and reducing the need to travel for food shopping. The proposed development will reduce the need to travel, especially by car, by providing retail opportunities within a reasonable walking and cycling distance of existing and future committed residential areas.
7.1.4 The proposed scheme would influence travel behaviour by incorporating facilities to encourage sustainable trip movements, including on site cycle parking and changing and locker facilities for staff. An Interim Travel Plan has been developed for the site which describes the strategy through which initiatives will be adopted in order to encourage the use of sustainable modes of transport to the site.
7.1.5 The majority of car trips to the development will not be new to the network, but rather transferred or linked trips, there is likely to be an overall vehicle kilometre saving given the more convenient location of the stores to the catchment. Such a reduction in travel distance will effectively improve upstream and downstream capacity dependent on travel direction.
7.1.6 An assessment of the proposed parking provision has demonstrated that the anticipated parking demand associated with the food store can be accommodated within the site car park and therefore there will be no overspill parking on the surrounding network.
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7.1.7 The impacts of the proposals have been assessed across an agreed study area network which includes the junctions of:
• Site Access/ Broughton Industrial Estate Road;
• R1: A5104 Chester Road/ Broughton Industrial Estate Road Roundabout:
• R2: Broughton Industrial Estate Road/ Shopping Park Roundabout: and
• R3: A55/ Broughton Industrial Estate Road Roundabout.
7.1.8 The results include an assessment of the operational performance of the highway network, with the addition of development traffic. The junction capacity assessments undertaken indicate that the junctions concerned, will operate within acceptable limits for the future assessment years, following the development of the site.
7.2 Conclusions
7.2.1 This report has demonstrated how the proposed development promotes accessibility by all modes of travel, in particular public transport, cycling and walking by virtue of its sustainable location and the physical infrastructure that would be put in place cycle parking and the front of the store, as well as the Travel Plan which would be used to influence travel behaviour.
7.2.2 It has also been demonstrated how the development would reduce the need to travel, especially by car with regard to the element of pass-by, diverted and transferred trips – i.e. the majority of vehicular trips to the proposed development would not be new trips on the network and may well be shorter given the more convenient location of the store to the catchment.
7.2.3 The impacts of residual trips from the proposed development have been assessed and it is evident that these would not have a significant impact on the operational performance and safety of the local highway network.
7.2.4 It is concluded that there are no overriding reasons preventing the Local Planning Authority from recognising that the proposal is acceptable with regard to the local highway network. 079-01/TA01 39
FIGURES
Airbus Access 0 78 66 27 30 A5104 Chester Road 33 67 16 24 0 1 A5104 Chester Road 436 272 2 3 247 108 329 339 168 174 211 176 118 94 R1 0 86 100 Broughton 0 1 Shopping Park (Tesco Access) 129 8 172 3 106 87 183 0 178 7 0 6 8
0 270 23 51 0 397 0 53 Broughton Shopping Park (Main Access) 0 0 120 143 573 657 2 6 R2
0 0 0 0 4 4 164 519 10 0 39 63 194 761 50 0 Broughton Shopping Park (Southern Access) 0 513 477 Chester 1 471 514 Road 603 307 87 392 0 1 A55 On-Slip
3 0 R3 387 402 290 224 Data Source Weekday R1 - Broughton Residential Appeal - March 2011 A55 Off-Slip R2 - Broughton Residential Appeal - March 2011 R3 - Broughton Residential Appeal - March 2011 Key Saturday PM Peak (1630 - 1730) R1 - Broughton Shopping Park – Proposed Multiplex Cinema, 2012 R2 - Broughton Shopping Park – Proposed Multiplex Cinema, 2012 Saturday Peak (1200 - 1300) R3 - Broughton Shopping Park – Proposed Multiplex Cinema, 2012
Survey Traffic Flows Figure 4-1 Airbus Access A5104 Chester Road
A5104 Chester Road 35
151
R1
Broughton Shopping Park (Tesco Access)
Broughton Shopping Park (Main Access)
R2
Broughton Shopping Park (Southern Access)
Chester Road
A55 On-Slip
R3
A55 Off-Slip Key
Source: November 2004 WDA TA PM Peak Saturday Peak
2018 Warren Hall Committed Development Traffic (Phases 1 & 2) Figure 4-2 Airbus Access A5104 Chester Road
A5104 Chester Road 43
195
R1
Broughton Shopping Park (Tesco Access)
Broughton Shopping Park (Main Access)
R2
Broughton Shopping Park (Southern Access)
Chester Road
A55 On-Slip
R3
A55 Off-Slip Key
Source: November 2004 WDA TA PM Peak Saturday Peak
2025 Warren Hall Committed Development Traffic (Phases 1, 2 & 3) Figure 4-3 Airbus Access A5104 Chester Road
A5104 Chester Road 35 10 9
R1
Broughton Shopping Park (Tesco Access) 8
10 Broughton Shopping Park (Main Access)
R2
8
Broughton Shopping Park (Southern Access)
Chester 10 Road
A55 On-Slip
R3 8
A55 Off-Slip Key
Source: Mouchel/ FCC Corridor Study PM Peak Saturday Peak
River Lane, Saltney Committed Development Traffic Flows Figure 4-4 Airbus Access A5104 Chester Road
A5104 Chester Road 3 6 1 2 6 5 2 4 R1
2 2 Broughton Shopping Park (Tesco Access) 2 2
2 1 Broughton Shopping Park (Main Access)
R2
2 2 Broughton Shopping Park (Southern Access) 2 Chester 1 Road
A55 On-Slip
R3 2 2
A55 Off-Slip Key
Source: Saltney Mixed Use Development TS (January 2007) PM Peak Saturday Peak
High Street, Saltney Residential Committed Development Traffic Figure 4-5 Flows Airbus Access A5104 Chester Road
A5104 Chester Road
49 20
R1
Broughton Shopping Park (Tesco Access) 23 22
20 49 Broughton Shopping Park (Main Access)
R2
23 22 Broughton Shopping Park (Southern Access)
20 Chester Road 49
A55 On-Slip 26 63
R3
50 21 A55 Off-Slip 29 23 24 Key 28 22 23 PM Peak Source: Trip demand based on 282 dwellings. Broughton Pk TA July 2004 Saturday Peak
Broughton Park Residential Committed Development Traffic Flows Figure 4-6 Airbus Access A5104 Chester Road
A5104 Chester Road
1 3
1 1 R1
Broughton Shopping Park (Tesco Access) 1 3 1 1
4 6 Broughton Shopping Park (Main Access)
R2
2 5 Broughton Shopping Park (Southern Access)
2 2 Chester Road 3 3 1
A55 On-Slip
R3 2 4
A55 Off-Slip Key
PM Peak Source: Compound Site TS (February 2012) Saturday Peak
Compound Site Residental Committed Development Traffic Flows Figure 4-7 Airbus Access A5104 Chester Road
A5104 Chester Road 4 2 23
-2 R1
1 Broughton Shopping Park (Tesco Access) -5 5 -1
Broughton Shopping Park (Main Access)
R2
Broughton Shopping Park (Southern Access)
Chester Road
A55 On-Slip
R3
A55 Off-Slip Key
Source: Figure 15b Axis Airbus UK TA (1153-01-01B) PM Peak Saturday Peak
Re-assignment of Traffic due to New Airbus Access Figure 4-8 Airbus Access A5104 Chester Road
A5104 Chester Road
7 19
30 11 R1
Broughton Shopping Park (Tesco Access) 10 8 21 17
49 19 Broughton Shopping Park (Main Access)
R2
18 38 17 18 37 46 Broughton Shopping Park (Southern Access) 30 7 Chester 14 3 Road 38 14
A55 On-Slip
R3 3 8
A55 Off-Slip Key
PM Peak Source: Broughton Shopping Park, Proposed Multiplex Cinema, Restaurants Saturday Peak & Related Improvements TA (May 2012)
Broughton Shopping Park - Proposed Multiplex Cinema, Figure 4-9 Restaurants and Related Improvements Development Traffic Flows Airbus Access 0 78 66 27 30 A5104 Chester Road 0 33 67 16 24 0 0 0 1 A5104 Chester Road 513 278 2 3 317 152 335 527 170 178 211 176 149 104 R1 0 0 0 0 89 102 Broughton 0 1 Shopping Park 105 87 (Tesco Access) 135 8 221 3 0 205 0 220 7 0 6 8
0 296 72 51 0 463 19 53 Broughton Shopping Park (Main Access) 0 0 120 143 573 657 2 6 R2
0 0 0 0 22 42 199 519 27 0 57 100 223 761 96 0 Broughton Shopping Park (Southern Access)
0 545 20 488 Chester Road 1 488 49 531 642 321 87 392 A55 On-Slip 26 63 0 1 R3 3 0 402 416 290 224 50 21 A55 Off-Slip 29 23 24 0 Key 28 22 23 0 PM Peak Saturday Peak
2018 Base plus Committed Development Traffic Flows Figure 4-10 Airbus Access 0 78 66 27 30 A5104 Chester Road 0 33 67 16 24 0 0 0 1 A5104 Chester Road 521 278 2 3 317 152 335 571 170 178 211 176 149 104 R1 0 0 0 0 89 102 Broughton 0 1 Shopping Park 105 87 (Tesco Access) 135 8 221 3 0 205 0 220 7 0 6 8
0 296 72 51 0 463 19 53 Broughton Shopping Park (Main Access) 0 0 120 143 573 657 2 6 R2
0 0 0 0 22 42 199 519 27 0 57 100 223 761 96 0 Broughton Shopping Park (Southern Access)
0 545 20 488 Chester Road 1 488 49 531 642 321 87 392 A55 On-Slip 26 63 0 1 R3 3 0 402 416 290 224 50 21 A55 Off-Slip 29 23 24 0 Key 28 22 23 0 PM Peak Saturday Peak
2025 Base plus Committed Development Traffic Flows Figure 4-11 Airbus Access 12% A5104 Chester Road 7% A5104 Chester Road
24% 19%
21% 9% R1
Broughton Shopping Park (Tesco Access) 17% 1% 23% 0% 26% 0% 25% 1% 1% 1%
52% 41% 52% 41% 48% 59%
59% 48% 37% 3% 7% 52% 0% 7% Broughton Shopping Park (Main Access)
25% 20%
R2
1% 1% 34% 27% Broughton Shopping Park (Southern Access) 19% 18% Chester 25% 27% Road 16% 15%
A55 On-Slip
R3 19% 11%
A55 Off-Slip Key
PM Peak Saturday Peak
New Development Trip Distribution Figure 5-1 Airbus Access 9 A5104 Chester Road 7 A5104 Chester Road
7 9
9 7 R1
Broughton Shopping Park (Tesco Access) 8 8 8 8 9 9 9 9 7 9
9 7 9 8 9 8
7 9 9 9 9 8 8 8 Broughton Shopping Park (Main Access)
7 9
R2
7 9 7 9 Broughton Shopping Park (Southern Access) 9 9 Chester 8 8 Road 9 7
A55 On-Slip
R3 7 9
A55 Off-Slip Key
PM Peak Saturday Peak
New Development Trip Assignment (Average) Figure 5-2 Airbus Access 12 A5104 Chester Road 11 A5104 Chester Road
11 12
12 11 R1
Broughton Shopping Park (Tesco Access) 11 11 11 11 11 11 11 11 11 12
12 11 11 11 11 11
11 12 11 11 11 11 11 11 Broughton Shopping Park (Main Access)
11 12
R2
11 12 11 12 Broughton Shopping Park (Southern Access) 11 11 Chester 11 11 Road 12 11
A55 On-Slip
R3 11 12
A55 Off-Slip Key
PM Peak Saturday Peak
New Development Trip Assignment (85th Percentile) Figure 5-3 Airbus Access A5104 Chester Road
A5104 Chester Road
R1
Broughton Shopping Park (Tesco Access)
52% -52% 41% -41% 48% 59% 52% 41%
59% -59% 48% -48% Broughton Shopping Park (Main Access)
R2
Broughton Shopping Park (Southern Access)
Chester Road
A55 On-Slip
R3
A55 Off-Slip Key
PM Peak Saturday Peak
Pass by Development Trip Distribution Figure 5-4 Airbus Access A5104 Chester Road
A5104 Chester Road
R1
Broughton Shopping Park (Tesco Access)
12 -12 7 -7 11 12 12 8
10 -10 11 -11 Broughton Shopping Park (Main Access)
R2
Broughton Shopping Park (Southern Access)
Chester Road
A55 On-Slip
R3
A55 Off-Slip Key
PM Peak Saturday Peak
Pass by Development Trip Assignment (Average) Figure 5-5 Airbus Access A5104 Chester Road
A5104 Chester Road
R1
Broughton Shopping Park (Tesco Access)
16 -16 12 -12 14 17 15 12
17 -17 15 -15 Broughton Shopping Park (Main Access)
R2
Broughton Shopping Park (Southern Access)
Chester Road
A55 On-Slip
R3
A55 Off-Slip Key
PM Peak Saturday Peak
Pass by Development Trip Assignment (85th Percentile) Figure 5-6 Airbus Access A5104 Chester Road
A5104 Chester Road -30% -22% 30% 22% -26% -22%
26% 22% R1
Broughton Shopping Park (Tesco Access) 30% 22% 22% 26%
48% 51% 48% 51% 52% 49%
49% 52% 52% 49% Broughton Shopping Park (Main Access)
R2
49% 52% Broughton Shopping Park (Southern Access) 25% 27% Chester 24% 25% Road 27% 25% -27% -25% A55 On-Slip
R3 24% 25% -24% -25%
A55 Off-Slip Key
PM Peak Saturday Peak
Diverted Development Trip Distribution Figure 5-7 Airbus Access A5104 Chester Road
A5104 Chester Road -18 -16 18 16 -19 -13
19 13 R1
Broughton Shopping Park (Tesco Access) 20 14 16 20
36 30 36 34 39 32
29 39 39 32 Broughton Shopping Park (Main Access)
R2
29 39 Broughton Shopping Park (Southern Access) 18 20 Chester 16 16 Road 20 15 -20 -15 A55 On-Slip
R3 14 18 -14 -18
A55 Off-Slip Key
PM Peak Saturday Peak
Diverted Development Trip Assignment (Average) Figure 5-8 Airbus Access A5104 Chester Road
A5104 Chester Road -28 -22 28 22 -27 -20
27 20 R1
Broughton Shopping Park (Tesco Access) 29 21 21 25
49 48 46 49 50 46
45 53 50 46 Broughton Shopping Park (Main Access)
R2
45 53 Broughton Shopping Park (Southern Access) 24 26 Chester 23 23 Road 28 23 -28 -23 A55 On-Slip
R3 22 25 -22 -25
A55 Off-Slip Key
PM Peak Saturday Peak
Diverted Development Trip Assignment (85th Percentile) Figure 5-9 Airbus Access 12% -1% A5104 Chester Road 7% -1% A5104 Chester Road
24% 19% -5% -4% -5% -6% 21% 9% R1
-5% -4% Broughton -1% -1% Shopping Park (Tesco Access) 16% 22% -6% -5% 25% 25% 1% 1%
52% -1% 41% -2% 52% 41% 48% 59%
59% -2% 48% -1% 48% -1% 59% -2% Broughton Shopping Park (Main Access)
-2% -1% -17% -19%
R2
59% -17% 48% -19% Broughton Shopping Park (Southern Access) 15% 14% Chester 20% 22% Road 17% 19%
A55 On-Slip
R3 24% 12%
A55 Off-Slip Key
PM Peak Saturday Peak
Transfer Development Trip Distribution Figure 5-10 Airbus Access 4 0 A5104 Chester Road 2 0 A5104 Chester Road
7 7 -2 -2 -2 -2 8 3 R1
-2 -2 Broughton 0 0 Shopping Park (Tesco Access) 5 7 -2 -2 10 9 0 1
20 0 12 -1 20 14 18 20
17 -1 18 0 18 0 20 -1 Broughton Shopping Park (Main Access)
-1 0 -5 -7
R2
17 -5 18 -7 Broughton Shopping Park (Southern Access) 6 5 Chester 7 7 Road 6 6
A55 On-Slip
R3 7 4
A55 Off-Slip Key
PM Peak Saturday Peak
Transfer Development Trip Assignment (Average) Figure 5-11 Airbus Access 6 0 A5104 Chester Road 3 0 A5104 Chester Road
11 10 -3 -2 -3 -3 11 4 R1
-3 -2 Broughton 0 0 Shopping Park (Tesco Access) 8 10 -3 -3 12 12 0 1
27 -1 19 -1 25 20 23 28
28 -1 24 -1 23 -1 28 -1 Broughton Shopping Park (Main Access)
-1 -1 -8 -10
R2
28 -8 24 -10 Broughton Shopping Park (Southern Access) 7 7 Chester 10 11 Road 9 9
A55 On-Slip
R3 11 6
A55 Off-Slip Key
PM Peak Saturday Peak
Transfer Development Trip Assignment (85th Percentile) Figure 5-12 Airbus Access 0 0 13 0 0 A5104 Chester Road 0 0 9 0 0 0 0 0 0 A5104 Chester Road -18 -16 0 0 32 32 -19 -13 -2 -2 -2 -2 36 22 R1 0 0 0 0 -2 -2 Broughton 0 0 Shopping Park -2 -2 (Tesco Access) 33 8 29 8 0 35 9 38 9 0 7 9
76 -12 57 -8 75 68 77 68
64 -11 76 -11 0 66 9 8 0 60 8 7 Broughton Shopping Park (Main Access) 0 0 6 8 -5 -7 0 0 R2
0 0 0 0 7 9 53 -5 0 0 0 0 65 -7 0 0 Broughton Shopping Park (Southern Access) 0 33 34 Chester 0 31 32 Road 36 27 -20 -15 0 0 A55 On-Slip
0 0 R3 28 32 -14 -18
A55 Off-Slip Key
PM Peak Saturday Peak
Total Development Trip Assignment (Average) Figure 5-13 Airbus Access 0 0 18 0 0 A5104 Chester Road 0 0 14 0 0 0 0 0 0 A5104 Chester Road -28 -22 0 0 51 44 -27 -20 -3 -2 -3 -3 49 36 R1 0 0 0 0 -3 -2 Broughton 0 0 Shopping Park -3 -3 (Tesco Access) 47 11 42 11 0 44 11 48 11 0 11 13
104 -17 90 -12 96 97 98 97
101 -17 104 -15 0 83 11 11 0 86 11 10 Broughton Shopping Park (Main Access) 0 0 10 11 -8 -10 0 0 R2
0 0 0 0 11 12 84 -8 0 0 0 0 90 -10 0 0 Broughton Shopping Park (Southern Access) 0 42 44 Chester 0 44 45 Road 49 43 -28 -23 0 0 A55 On-Slip
0 0 R3 45 43 -22 -25
A55 Off-Slip Key
PM Peak Saturday Peak
Total Development Trip Assignment (85th Percentile) Figure 5-14 Airbus Access 0 78 79 27 30 A5104 Chester Road 0 33 76 16 24 0 0 0 1 A5104 Chester Road 495 262 2 3 349 184 316 514 168 176 209 174 185 127 R1 0 0 0 0 87 100 Broughton 0 1 Shopping Park 103 85 (Tesco Access) 168 16 251 11 0 240 9 258 16 0 13 17
76 385 57 507 75 68 77 68
64 343 76 409 0 362 81 59 0 523 26 60 Broughton Shopping Park (Main Access) 0 0 126 151 568 650 2 6 R2
0 0 0 0 29 51 252 514 27 0 57 100 288 754 96 0 Broughton Shopping Park (Southern Access)
0 578 20 522 Chester Road 1 519 49 563 678 348 67 377 A55 On-Slip 26 63 0 1 R3 3 0 430 448 276 206 50 21 A55 Off-Slip 29 30 24 0 Key 28 31 23 0 PM Peak Saturday Peak
2018 Base plus Committed plus Development Traffic Flows Figure 5-15 (Average Trip Rates) Airbus Access 0 78 84 27 30 A5104 Chester Road 0 33 81 16 24 0 0 0 1 A5104 Chester Road 485 256 2 3 368 196 308 507 167 176 208 173 198 140 R1 0 0 0 0 86 100 Broughton 0 1 Shopping Park 102 84 (Tesco Access) 183 19 263 14 0 249 11 268 18 0 17 21
104 380 90 502 96 97 98 97
101 337 104 405 0 379 83 62 0 549 30 63 Broughton Shopping Park (Main Access) 0 0 130 154 565 647 2 6 R2
0 0 0 0 33 54 283 511 27 0 57 100 313 751 96 0 Broughton Shopping Park (Southern Access)
0 587 20 532 Chester Road 1 532 49 577 691 364 59 369 A55 On-Slip 26 63 0 1 R3 3 0 447 459 268 199 50 21 A55 Off-Slip 29 34 24 0 Key 28 34 23 0 PM Peak Saturday Peak
2018 Base plus Committed plus Development Traffic Flows (85th Figure 5-16 Percentile Trip Rates) Airbus Access 0 78 79 27 30 A5104 Chester Road 0 33 76 16 24 0 0 0 1 A5104 Chester Road 503 262 2 3 349 184 316 558 168 176 209 174 185 127 R1 0 0 0 0 87 100 Broughton 0 1 Shopping Park 103 85 (Tesco Access) 168 16 251 11 0 240 9 258 16 0 13 17
76 385 57 507 75 68 77 68
64 343 0 362 81 59 76 409 0 523 26 60 Broughton Shopping Park (Main Access) 0 0 126 151 568 650 2 6 R2
0 0 0 0 29 51 252 514 27 0 57 100 288 754 96 0 Broughton Shopping Park (Southern Access)
0 578 20 522 Chester Road 1 519 49 563 678 348 67 377 A55 On-Slip 26 63 0 1 R3 3 0 430 448 276 206 50 21 A55 Off-Slip 29 30 24 0 Key 28 31 23 0 PM Peak Saturday Peak
2025 Base plus Committed plus Development Traffic Flows Figure 5-17 (Average Trip Rates) Airbus Access 0 78 84 27 30 A5104 Chester Road 0 33 81 16 24 0 0 0 1 A5104 Chester Road 493 256 2 3 368 196 308 551 167 176 208 173 198 140 R1 0 0 0 0 86 100 Broughton 0 1 Shopping Park 102 84 (Tesco Access) 183 19 263 14 0 249 11 268 18 0 17 21
104 380 90 502 96 97 98 97
101 337 0 379 83 62 104 405 0 549 30 63 Broughton Shopping Park (Main Access) 0 0 130 154 565 647 2 6 R2
0 0 0 0 33 54 283 511 27 0 57 100 313 751 96 0 Broughton Shopping Park (Southern Access)
0 587 20 532 Chester Road 1 532 49 577 691 364 59 369 A55 On-Slip 26 63 0 1 R3 3 0 447 459 268 199 50 21 A55 Off-Slip 29 34 24 0 Key 28 34 23 0 PM Peak Saturday Peak
2025 Base plus Committed plus Development Traffic Flows (85th Figure 5-18 Percentile Trip Rates)
APPENDICES
APPENDIX A
DEVELOPMENT PROPOSALS
KEY New car park (HGV areas) to be 40mm (with 10mm size stone) mastic Asphalt on 60mm (with 20mm size aggregate) Asphalt concrete on 70mm (with 32mm size aggregate) road base Asphalt concrete on 290mm sub base MOT/1 hardcore.
New car park Carpark to be 30mm (with 10mm size stone) Mastic Asphalt on 60mm dense binder course macadam to BS4987 on 250mm sub base Dot type 1 hardcore.
Footpath to be 20mm (with 6mm size stone) Mastic Asphalt on 50mm dense binder course macadam to BS4987 on 100mm sub base Dot type 1 hardcore.
Service area to have 200mm thick concrete laid on Type 1 sub-base compacted in maximum layers 250mm thick. Landscaping specification in accordance Vector Design Concepts V0291B-L01
The trolley park/entrance area paved with 15mm thick external 'Argelith Feinsteinzeug R12' tiles on 5mm thick 'Ardex X7R' adhesive on 150mm thick reinforced concrete slab laid to falls. Prior to application of the tile adhesive, the slab concrete is to be mature and clean with a surface regularity of SR1. The concrete slab is to approved Structural Engineer's details, this concrete slab is on 50mm cover on minimum 1000 gauge Visqueen membrane on minimum 200 type 1 sub-base. Movement joints within the slab are to carry through the tiles above and these joints are to suit the tile setting out. The tile movement joint is to be installed directly above the slab movement joint. Note no diagonal cuts within the tiled apron to suit site levels. The surface preparation, adhesive mixing, application and grouting is to be in accordance with adhesive manufacturer's (Ardex UK Ltd) instructions. Concrete slab survey is to be carried out prior to tile laying to check if the surface regularity is SR1 standards. The slab should be cast and protected as necessary during the curing period for a suitable amount of time prior to tiling.
Maintenance access path to comprise of min 50mm deep 10mm white limestone chipping's on Terram 1000 and granular sub-base.
Existing trees to be removed
Existing site boundary line
Residential Boundary Line
1200mm high mortise post and rail fence refer to THP drawing 0291B-210 for details. NOTES:
Parking bay sizes 2.5m wide x 5.0m long
Incoming service routes TBC by utility connections.
Water Supply
BT Supply Electricity Supply
RK = Road Kerbs PK = Pin Kerb TP = Tactile Paving DK = Drop Kerbs FK = Flat Kerbs For kerb sectional details refer to THP drawing 0291BNES-210 Note:
For lighting column details, parking eye and specifications refer to SC Consulting drawing
For existing services details refer to Utility Connections drawing TBC
For boundary section drawings Refer to THP drawing
+??.??? Proposed Levels
+??.??? Existing Levels
Tactile Paving Specifications:
Crossing points - Marshalls Blister Tactile paving 400x400x50 colour buff product reference FL6081000
E 02-11-15 2no. staff parking bays JSM jsm removed to allow for bin cage to be sited externally. D 30-10-15 Additional parking area JSM jsm repositioned 1800mm East and 1500mm North to avoid existing tree. 1No. additional parking space added. C 26-10-15 Site plan amended to JSM jsm show additional parking in accordance with client request. Boundary treatment extents amended. B 24-06-15 Erosion mat omitted and JSM jsm replaced with gabion basket retaining wall. Aditional pedestrian path added to suit client request. A 05-06-15 Issued for Construction JSM jsm T2 28-04-15 Site plan updated to JSM jsm denote full length canopy with P&C spaces relocated to accommodate. Gate specification revised to manual rising arm, timber knee rail omitted in lieu of mortise post and rail. T1 02.04.15 Issued for Tender JSM jsm P2 09.03.15 Issued for Full Prelim. JSM jsm P1 30.01.15 Initial Preliminary Issue ASH ash
Rev Date Description Rev By Chk'd By
Project Title PROPOSED DEVELOPMENT
BROUGHTON INDUSTRIAL ESTATE BROUGHTON CHESTER
Client ALDI STORES LTD.
Status CONSTRUCTION
Scale 1:200 Drawing Size A0
Drawn By JSM Checked By jsm Date 01/15
Drawing Title PROPOSED SITE PLAN
Job-Dwg No 0291B NES - 201 Rev E
THE HARRIS PARTNERSHIP WAKEFIELD 2 St. Johns North, Wakefield, WF1 3QA t. 01924 291 800 f. 01924 290 072 THE HARRIS PARTNERSHIP MANCHESTER 2nd Floor, Carvers Warehouse, 77 Dale Street, Manchester, M1 2HG Proposed Site Plan - scale 1:200 t. 0161 238 8555 f. 0161 244 5809 THE HARRIS PARTNERSHIP MILTON KEYNES The Old Rectory, 79 High Street 0m 5m 10m 15m 20m Proposed Site Area = Newport Pagnell, MK16 8AB SCALE 1 : 200 t. 01908 211 577 f. 01908 211 722 SCALE 1 : 1 0m 10mm 20mm 30mm 40mm 50mm 60mm 70mm 80mm 90mm 100mm 2.46acres (9,950m²) THE HARRIS PARTNERSHIP READING 101 London Road, Reading, RG1 5BY A R C H I T E C T S t. 0118 950 7700 f. 0118 956 8642 www.harrispartnership.com
CAD file reference This drawing is copyright and may not be reproduced in whole or part without written authority. Do not scale off this drawing.
APPENDIX B
GENERAL ACCESS ARRANGEMENT AND SWEPT PATH AUTOTRACK ANALYSIS