Hoover Site, Pentrebach Strategic Transport Assessment

October 2018

Mott MacDonald Mott MacDonald House 8-10 Sydenham Road Croydon CR0 2EE United Kingdom

T +44 (0)20 8774 2000 F +44 (0)20 8681 5706 mottmac.com

Hoover Site, Pentrebach

367590KC03 1 B P:\Cardiff\ERA\ITD\Projects\367590 BNI Cardiff Metro\Task Order 044 Hoover Site\03 Strategic TransportReports\Hoover Transport Assessment Assessment v4.docx Mott MacDonald

October 2018

Mott MacDonald Group Limited. Registered in England and Wales no. 1110949. Registered office: Mott MacDonald House, 8-10 Sydenham Road, Croydon CR0 2EE, United Kingdom

Mott MacDonald | Hoover Site, Pentrebach Strategic Transport Assessment

Issue and Revision Record

Revision Date Originator Checker Approver Description A Aug 2018 M Henderson S Arthur DRAFT for comment. B Oct 2018 M Henderson S Arthur D Chaloner FINAL issue

Document reference: 367590KC03 | 1 | B

Information class: Standard

This document is issued for the party which commissioned it and for specific purposes connected with the above- captioned project only. It should not be relied upon by any other party or used for any other purpose.

We accept no responsibility for the consequences of this document being relied upon by any other party, or being used for any other purpose, or containing any error or omission which is due to an error or omission in data supplied to us by other parties.

This document contains confidential information and proprietary intellectual property. It should not be shown to other parties without consent from us and from the party which commissioned it.

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367590KC03 | 1 | B | October 2018 P:\Cardiff\ERA\ITD\Projects\367590 BNI Cardiff Metro\Task Order 044 Hoover Site\03 Reports\Hoover Transport Assessment v4.docx Mott MacDonald | Hoover Site, Pentrebach Strategic Transport Assessment

Contents

1 Introduction 1

2 The Development Site 2

3 Development Proposals 6

4 Existing Traffic Flows 9

5 Development Trips 11

6 Traffic Growth 18

7 Strategic Highway Assessment 20

8 Walking, Cycling & Public Transport 25

9 Summary and Conclusion 27

Appendices 29

A. Hoover Site Development Masterplan 30

B. Network Diagrams 31

1 Introduction

1.1 Overview

Mott MacDonald has been appointed by Transport for Wales to undertake a strategic transport assessment for the redevelopment of the former Hoover site in Pentrebach, Merthyr Tydfil.

The Merthyr Tydfil Replacement ‘Deposit’ Local Development Plan (2016-2031) seek to address a projected population decline by encouraging a sustainable level of population growth by directing development to Merthyr Tydfil and, in particular, to the ‘Hoover Strategic Regeneration Area’.

An emerging development framework and masterplan sets out future development opportunity for the Hoover site and surrounding land in Pentrebach. This transport assessment has been prepared as a standalone review of the masterplan proposals.

The report considers development trips and highlights potential ‘hot spots’ where congestion may occur on the local highway network as a result of the proposals. It should be considered in relation to the masterplan, development framework and design principles produced by The Urbanists.

1.2 Report Structure

This Strategic Transport Assessment covers the following: ● Section 2 considers the development location and provides information on the existing transport conditions and local highway network; ● Section 3 sets out development proposals; ● Section 4 provides a summary of the traffic surveys and existing traffic flows at key roads and junctions serving the development site; ● Section 5 forecasts trip generation and distribution, and details the methodology used for assessing the impact of development traffic on the local highway network; ● Section 6 forecasts background traffic growth for the future years 2021 and 2031. ● Section 7 provides a high-level assessment of the impact of development traffic on the local highway network; ● Section 8 reviews the development proposals in relation to walking, cycling and public transport; ● Section 9 presents the conclusions of this report and recommends the next steps.

2 The Development Site

2.1 Site Description The proposed area of development is located towards the south of Merthyr Tydfil, adjacent to the river Taff, and consists of a number of land parcels across Ysgubor Newydd, Abercanaid and Pentrebach.

The location and site boundary is outlined in Figure 1. It includes a mixture of existing development, greenfield and brownfield land.

Figure 1: Site Location

Source: Mott MacDonald

2.2 Local Highway Network The site is broadly defined by four roads that border the development on all sides and include:

● the A470, a dual carriageway and key trunk road that connects Cardiff, Merthyr Tydfil and Brecon to mid and north Wales. ● the A4102, a single two-lane local road that passes north of the site and provides a direct connection from the A470 into Merthyr Tydfil town centre. ● the A4054 (Plymouth Street, Pentrebach Road and Merthyr Road) is a single two-lane local road, to the east of the site, which runs in a north-south direction parallel to the A470; and

● The A4060, a trunk road that is two-lane southbound, and one-lane north bound between the A470 and the A4054. It then continues as dual carriageway as far as the Heads of the Valley Road (A465). In terms of location the site is well positioned in relation to the Strategic Highway Network, which provides direct access to major destinations in south east of Wales and beyond.

There are five key junctions connecting the above-mentioned roads, all of which take the form of a roundabout:

● A4054 / A4102 / Lower High Street / High Street ● A4054 (Pentrebach Rd) / Unnamed Rd (bridge to Abercanaid) / Hoover Access Rd (gated) / A4054 (Merthyr Rd) / Triangle Business Park Rd ● A4054 (Merthyr Rd) / A4060(n) / A4054 (Cardiff Rd) / A4060(s) ● A470(n) / A4060 / A470(s) ● A470(n) / A4102 / A470(s)

2.3 Public Transport

2.3.1 Rail The development site is adjacent to the Merthyr Line and forms part of the wider Valleys Line network. Pentrebach Station is located within the development boundary, towards the southern edge of the site. Merthyr Tydfil Station is approximately 1.5km north, from the centre of the development site.

Merthyr Tydfil Station is the terminus of the Merthyr Line, which connects Merthyr Tydfil to Cardiff. Pentrebach Station is the next calling point with a journey time to Merthyr Station of approximately three minutes. From Monday to Saturday the stations receive a half hourly service, which then decreases to an hourly service in the evenings. On a Sunday there is one train every two hours. The journey time to Cardiff Central is approximately one hour.

2.3.2 Bus Bus stops are located along the A4054 (Plymouth St and Merthyr Rd) at regular intervals. Depending on where, within the site boundary, the walking distance to a stop varies between 500m-1500m.

A summary of the core services from the stops located on the A4054 is provided in Table 1 and the bus stops and routes are shown in Figure 2.

Table 1: Summary of Bus Services Service Route Details Frequency Frequency Operator No. (Mon-Sat) (Sun) 78/79 Merthyr Tydfil –Treharris – 1 bph Merthyr Tydfil to Pontypridd No service SC Pontypridd 1 bph Merthyr Tydfil to Treharris. 78 Pontypridd – Treharris – 1 bph Pontypridd to Merthyr Tydfil No service SC Merthyr Tydfil 1 bph Treharris to Merthyr Tydfil 81 Bryngolau – Merthyr Tydfil 3 bph No service SC 81 Merthyr Tydfil – Bryngolau 3 bph No service SC 82 Merthyr Tydfil – Mount View 1 bph No service SC 82 Mount View – Merthyr Tydfil 1 bph No service SC E79 Merthyr Tydfil –Treharris 5 evening services after 17:30. Freq. No service NAT and route variable. S79 Merthyr Tydfil – Treharris – Sun/BH service only. 5 per day. NAT Bedlinog Irregular freq. S79 Bedlinog – Merthyr Tydfil – Sun/BH service only. 5 per day. NAT Treharris Irregular freq. S80 Merthyr Tydfil – Treharris Sun/BH service only. NAT S80 Treharris – Merthyr Tydfil Sun/BH service only. NAT X4 Abergavenny – Brynmawr – 2 bph No service SC Ebbw Vale – Merthyr Tydfil – Cardiff X4 Cardiff – Merthyr Tydfil – 2 bph No service SC Ebbw Vale – Brynmawr Abergavenny T4 Newton – Llandrindod Wells – 2 bph between Merthyr and Cardiff. No service SC Builth Wells – Brecon – 5 per day to Newtown. south of Merthyr Tydfil - Cardiff Merthyr T4 Cardiff – Merthyr Tydfil – 2 bph between Cardiff and Merthyr. No service SC Brecon – Builth Wells – 4 per day from Newtown. south of Llandrindod Wells – Newton- Merthyr Source: Traveline Cymru, 2018 NAT = New Adventure Travel, Stagecoach = SC, bph = buses per hour

Figure 2: Bus Stop Locations

Source: Mott MacDonald (All bus services passing the site use Plymouth St and Merthyr Rd).

2.4 Active Travel Under the Active Travel (Wales) Act (2013) Local Authorities are required to map existing and proposed active travel routes. Figure 3 is an excerpt from the Merthyr Tydfil County Borough Council Active Travel Map, showing the active travel routes in the vicinity of the Hoover site.

Figure 3: Existing and Proposed Active Travel Routes

Source: Merthyr Tydfil County Borough Council

3 Development Proposals

3.1 Merthyr Tydfil Replacement Local Development Plan 2016 – 2031 Merthyr Tydfil County Borough Council is preparing a replacement Local Development Plan. The Deposit Plan sets out the aims for delivering sustainable development and the Hoover site allocation is considered a strategic regeneration area. Information included in the Deposit Plan and of relevance to this transport assessment includes:

● The Replacement LDP spatial strategy focuses on regeneration opportunities at the ‘Hoover Strategic Regeneration Area’ (HSRA) at Abercanaid/Pentrebach and the development of other smaller sites across the County Borough. ● A significant proportion of housing, new employment and local retail provision is to be located at the ‘Hoover Strategic Regeneration Area’ which will form a key part of the ‘South Wales Metro’ proposals. ● The focus of the LDP Strategy on the HSRA at Abercanaid/Pentrebach aims to ensure the regeneration of a significant brownfield site in Merthyr Tydfil that has been largely vacant for nearly 10 years. The regeneration of the site would build on opportunities provided by planned sustainable transport improvements, in particular improved train service frequency, improvements to Pentrebach station, park and ride facilities and potential future new metro station to the north of the HSRA. By focusing future development opportunities at the HSRA the Plan seeks to ensure the redevelopment of the former Hoover Factory site delivers on sustainable placemaking principles.

3.2 Masterplan A Framework Masterplan has been developed for the site by The Urbanists (planning and design consultants). The framework plan and supporting principles are provided in Appendix A and an overview of the masterplan in Figure 4.

The Masterplan includes:

● 441 residential units, to be located on the Hoover site (east of the river) between railway line and Merthyr Road, covering a total area of approximately 9.06 ha. ● three future development/opportunity sites (Dragon Parc, Triangle Land and Gethin Tip) located west of the river on brown and greenfield land, with a combined area of approximately 18.35 ha. ● 6.99 ha of employment land, of which sites A, B, C and D will be located west of the river (towards the north of the site) around existing employment. Site E is located east of the river and the proposed residential development, on the opposite side of Merthyr Road. ● 400 sqm of convenience retail space is proposed, the focus of which will be in the Triangle Land and the southern area of the Dragon Parc, which is envisaged to be the heart of the development. ● a site immediately south of the existing bridge and east of the railway line, which has been identified as a possible future Metro station. ● an 82-space Park & Ride car park and improvements to the existing Pentrebach Rail Station. ● 4.01 ha of open space (such as equipped play areas, teen provision and formal sport).

Figure 4: Hoover Site Masterplan

Source: The Urbanists

3.3 Site Access

3.3.1 Vehicles Access Access to the development site (west of the Taff river) can only be gained via an existing highway bridge, which spans the river and railway, and connects into the five-arm roundabout junction with the A4054.

The bridge is a single lane two-way carriageway, with shared footway/cycleway provision on both sides. On the western side of the river the bridge leads directly into a smaller four-arm roundabout, providing access to existing development and Abercanaid village.

The masterplan proposes that the existing bridge will continue to provide the sole vehicular access to the development west of the river.

East of the river the masterplan proposes to service the main residential development via the Hoover Access Road, which is currently gated at the roundabout junction with the A4054. The road will take the form of a residential boulevard passing through the housing (running parallel with the river) before re-joining with the A4054 (Merthyr Rd) at the main Hoover entrance.

A third vehicle access is proposed for Employment Site (E) only, forming a new priority junction with the A4054 (Merthyr Rd), approximately 200m south of the five-arm roundabout

3.3.2 Pedestrians & Cyclists The masterplan (Figure 4) indicates good connectivity and permeability between different aspects of the development.

In addition to vehicular access the plan shows a north-south footway through a green area of the site, between residential properties and the River Taff, which links to Pentrebach Station and the existing footbridge at the southern end of the site.

Two new footbridges are proposed linking the east and west of the site, the first to be located close to the Triangle Land and the second opposite the potential Metro station.

The masterplan identifies key routes and corridors, which tie in with the existing and proposed active travel routes proposed by Merthyr Tydfil County Borough Council (Figure 3).

In summary the masterplan includes:

● a well-overlooked Active Travel Route within a green corridor in a north-south direction provides appropriate screening and buffer space towards the railway line. ● pedestrian and cycle movement through shared spaces and play streets with integral landscaping. ● a river corridor, with enhanced access for residential and visitors. ● making the Taff corridor an accessible feature of the area. ● opening up the riverside to create an accessible and pedestrian-friendly movement corridor. ● scope for a suspended footway to the western bank of river (viability concern).

4 Existing Traffic Flows

4.1 Surveys Several traffic surveys were undertaken on the surrounding highway network in the vicinity of the masterplan site, in May 2018. These include junction turning counts at five key roundabouts and automatic traffic counts (ATCs) at four locations.

All surveys were commissioned by Mott MacDonald and undertaken by Tracsis.

4.1.1 Junction Turning Counts (JTC) Junction Turning Counts were collected on Tuesday the 22nd May 2018 for a twelve-hour period between 07:00 and 19:00. The survey locations are listed in Table 2 and shown in Figure 5.

Table 2: Hoover Site Junction Turning Count Locations Ref No. Survey Location Junction Type 1 Lower High Street / High Street / A4102 / A4054 Roundabout 2 Pentrebach Road / Triangle Business Park Road / Merthyr Road / Unnamed Roundabout Road (S) / Unnamed Road (N) 3 A4054 (N) / A4060 (N) / A4060 (S) / A4054 (S) Roundabout 4 A4060 / A470 (S) / Unnamed Road / A470 (N) Roundabout 5 A4102 / A470 (S) / Unnamed Road / A470 (N) Roundabout Source: Mott MacDonald

4.1.2 Automatic Traffic Counts (ATC) Automatic traffic count collected data was collected in the four locations listed in Table 3 for one full week beginning Monday 21st May 2018, recording 24-hour two-way flows. Figure 5 shows the ATC locations.

Table 3: Hoover Site Automatic Traffic Count Locations Ref No. Survey Location 1 Merthyr Road 2 Pentrebach Road 3 A4102 4 A4054 Source: Mott MacDonald

Figure 5: Traffic Survey Locations

Source: Mott MacDonald

4.2 Network Peak Analysis of the traffic count data established that the AM and PM network peaks occur at 08:00- 09:00 and 16:30-17:30 respectively.

4.3 Base Traffic Flows The peak hour traffic flows as recorded by the surveys are shown on network diagrams in Appendix B. The following sheets provide the AM and PM peak flows:

● 2018 Base Traffic Flows. AM Peak 08:00-09:00 ● 2018 Base Traffic Flows. PM Peak 16:30-17:30

5 Development Trips

5.1 Overview This section of the report estimates the number of trips generated by the development proposals, how many of these trips will be made by private car (or van) and how they will distribute across the local highway network.

Due to the mixed-use nature of the development, assumptions have been made on land-use categories and the level of internal trips. Internal trips are when trips stay within the development site and do not travel on the local highway network, for example it is conceivable that some residents may live and work on the development site, or trips between leisure and retail maybe linked.

5.2 Land Use Assumptions The Land Budget Plan (Appendix A) identifies each section of the masterplan as residential or employment and specifies the number of residential units or area of employment. In addition, the Hoover factory site is divided into sub-sections of different types of housing.

In line with the requirements set out in the Merthyr Tydfil LDP it is assumed that 10% of the residential development will be affordable housing.

For the purpose of selecting appropriate trip generation rates, the employment sites are assumed to be business parks. This is considered to provide a robust estimation of the traffic generated.

5.3 Trip Generation Estimated person trip generation rates for each land use were extracted from the TRICS database, based on the area of employment land or type of housing units. Table 4 presents the expected residential trip rates for each land use category.

Table 4: Development site person trips rates TRICS AM AM AM PM PM PM land use (Arr) (Dep) (Total) (Arr) (Dep) (Total) categories Private Houses 0.223 0.77 0.98 0.584 0.306 0.864 Affordable Houses 0.342 1.184 1.526 0.667 0.57 1.237 Private Flats 0.198 0.521 0.666 0.3 0.211 1.237 Affordable Flats 0.264 0.412 0.676 0.385 0.291 0.609 Business Park 1.612 0.205 1.826 0.176 1.184 1.315 Source: Mott MacDonald Trip rates are per dwelling or per 100sqm

The appropriate trips rates have been used to estimate the number of person trips for each development plot, which are presented in Table 5.

Table 5: Development site person trips generated Site Area Land Use AM AM PM PM (100sqm) (Arr) (Dep) (Arr) (Dep) or number of units

Future Employment Site A 233 02B Business Park 375 47 41 275

Future Employment Site B 166 02B Business Park 267 34 29 196

Future Employment Site C 29 02B Business Park 46 5 5 34

Future Employment Site D 126 02B Business Park 203 25 22 149

Future Employment Site E 145 02B Business Park 233 29 25 171

Former Hoover 03C Flats privately Factory Zone 1 44 owned 8 22 13 9

03D Affordable/Local 22 Authority Flats 5 9 8 6

Former Hoover 03A Houses privately Factory Zone 2 87 owned 19 66 50 26

03C Flats privately 40 owned 7 20 12 8

Former Hoover 03A Houses privately Factory Zone 3 62 owned 13 47 36 18

03B Affordable/Local 22 Authority Houses 7 26 14 12

Former Hoover 03A Houses privately Factory Zone 4 104 owned 23 80 60 31

Former Hoover 03A Houses privately Factory Zone 5 60 owned 13 46 35 18

Triangle Land 03A Houses privately 14 owned 3 10 8 4

03B Affordable/Local 2 Authority Houses 1 2 1 1

Gethin Tip 03A Houses privately 40 owned 8 30 23 12

03B Affordable/Local 5 Authority Houses 1 5 3 2

Dragon Park 03A Houses privately 247 owned 55 190 144 75

03B Affordable/Local 28 Authority Houses 9 33 18 15 Source: Mott MacDonald

For the proposed Park and Ride, it is assumed that all 85 spaces are occupied during the day and that 75% of users arrive within the AM peak and depart within the PM peak. This adds a total of 64 vehicles to the network in each peak period.

Insufficient information is available to forecast trip rates for the proposed future Metro station. It has therefore been excluded from the trip generation exercise. If there is no associated parking with the potential Metro station, it is unlikely to generate additional vehicle trips. However, it is likely to alter the mode split of trips to and from this area of Merthyr Tydfil.

The total person trips generated by the developments within the masterplan area are presented in Table 6.

Table 6: Total person trip generation AM Arrival AM Departure PM Arrival PM Departure Residential 169 560 412 229 Employment 1127 143 123 828 Park and Ride 64 0 0 64 Total 1360 703 535 1120 Source: Mott MacDonald

5.4 Existing Mode of Travel The 2011 Census has been used to give an indication of how people travel. Census data relating to journey to work (QS701EW - Method of travel to work) has been obtained for Merthyr Tydfil and is provided in Table 7 below.

Table 7: Census Journey to Work data 2011 (Merthyr Tydfil) Method of Travel to Work 2011 Census

Work mainly at or from home 2.5%

Underground, metro, light rail, tram 0%

Train 2%

Bus, minibus or coach 7%

Taxi 1%

Motorcycle, scooter or moped 0%

Driving a car or van 66%

Passenger in a car or van 11%

Bicycle 0%

On foot 10%

Other 0.5% Source: Census 2011

The data indicates that the predominant mode of travel is by car, with 77% of people driving or being a passenger in a car or van.

With the potential for a new Metro Station and the site being located close to Pentrebach Rail Station, it can be expected that the development proposals will likely achieve a more sustainable mode split.

5.5 Trip Reduction The masterplan is for mixed use develop and includes, residential, employment, retail and leisure. It is therefore assumed that a proportion of the trips will be internal and linked trips, for those who live and work in the development area. A reduction of 5% has been applied to the trip generation estimates to account for this.

A further 5% reduction has been applied to account for mode shift from car use to public transport because of the sustainable location and the proposed Metro station.

5.6 Vehicle trips The person trips for the development proposals (Table 6) were reduced to account for internal trips and improved sustainable travel provision. The person trips have then been converted into vehicle trips based on the travel to work mode split in Table 7. The resulting forecast development vehicle trips are provided in Table 8.

Table 8: Total vehicle trip generation AM Arrival AM Departure PM Arrival PM Departure Residential 109 359 265 146 Employment 777 99 85 571 Park and Ride 64 0 0 64 Total 950 458 349 781 Source: Mott MacDonald

5.7 Journey to Work Origin/Destination The distribution of development vehicles trips has been based on 2011 Census data. The ‘Location of usual residence and place of work’ datasets have been used to provide an indication of where people who live in Merthyr Tydfil usually work, and conversely where people who work in Merthyr Tydfil usually live.

Table 9 provides a summary of the main origins/destination in relation to the development site and is used as the basis for distributing vehicle trips to and from the site.

Table 9: Direction of Traffic to/from Development Site Direction Main Destinations % Split

North Brecon, mid Wales 20%

Northern Merthyr Tydfil 5%

Central Merthyr Tydfil 5%

South Aberfan, Merthyr Vale, Cardiff, M4 corridor 20%

East Heads of the Valleys (East), Monmouthshire 20%

West Heads of the Valleys (West), Neath, Swansea 30% Source: Mott MacDonald

5.8 Trip Distribution For the purpose of distributing traffic, the development areas were split into five zones, corresponding to their entry point on to the local road network. Zones 1 and 2 are employment areas and Zones 3-5 are residential. The zones are shown in Figure 6.

Figure 6: Development Zones

Source: Mott MacDonald

Route choice is based on primary routes and has been informed by local knowledge and internet journey planners.

The trips arriving at and departing from each zone were allocated to the most appropriate route between the zone and the destinations obtained from the census origin/destination data. The nature of the surrounding highway network means that there are broadly four main directions that traffic may take from the site. These are shown in Table 10 and the routes illustrated in Figure 8.

Table 10:Direction of Traffic to/from Development Site Direction Main Destinations % Split Route to/from site

North Brecon, mid Wales 20% Plymouth St - A4102 - A470(N)

Northern Merthyr Tydfil 5% Plymouth St - A4054

Central Merthyr Tydfil 5% Plymouth St - Lower High Street

South Aberfan, Merthyr Vale, Cardiff, M4 corridor 20% Merthyr Rd - A4060 - A470(S)

East Heads of the Valleys (East), Monmouthshire 20% Merthyr Rd - A4060

West Heads of the Valleys (West), Neath, Swansea 30% Plymouth St - A4102 - A470(N) Source: Mott MacDonald

Figure 7: Route taken by development traffic

Source: Mott MacDonald

The impact of the development traffic on each of the key road links is shown in a series of network diagrams, which are included as Appendix B. The proportional distribution on to the network and vehicle numbers generated by each zone, and the total traffic flows generated by all zones combined, are presented on the following sheets:

● Zone 1 Traffic Distribution. AM Peak 08:00-09:00 ● Zone 1 Traffic Distribution. PM Peak 16:30-17:30 ● Zone 1 Traffic Flows. AM Peak 08:00-09:00 ● Zone 1 Traffic Flows. PM Peak 16:30-17:30 ● Zone 2 Traffic Distribution. AM Peak 08:00-09:00 ● Zone 2 Traffic Distribution. PM Peak 16:30-17:30 ● Zone 2 Traffic Flows. AM Peak 08:00-09:00 ● Zone 2 Traffic Flows. PM Peak 16:30-17:30 ● Zone 3 Traffic Distribution. AM Peak 08:00-09:00 ● Zone 3 Traffic Distribution. PM Peak 16:30-17:30 ● Zone 3 Traffic Flows. AM Peak 08:00-09:00 ● Zone 3 Traffic Flows. PM Peak 16:30-17:30 ● Zone 4 Traffic Distribution. AM Peak 08:00-09:00 ● Zone 4 Traffic Distribution. PM Peak 16:30-17:30 ● Zone 4 Traffic Flows. AM Peak 08:00-09:00 ● Zone 4 Traffic Flows. PM Peak 16:30-17:30 ● Zone 5 Traffic Distribution. AM Peak 08:00-09:00 ● Zone 5 Traffic Distribution. PM Peak 16:30-17:30 ● Zone 5 Traffic Flows. AM Peak 08:00-09:00 ● Zone 5 Traffic Flows. PM Peak 16:30-17:30 ● Total Development Flows. AM Peak 08:00-09:00 ● Total Development Flows. PM Peak 16:30-17:30

6 Traffic Growth

6.1 Overview It is envisaged that development of the masterplan could start to take place by 2020. Future year traffic flows have therefore been calculated for 2021 (an assumed opening year) and 2031 (design year). The flows are based on the 2018 base traffic flows with the following adjustment:

● Application of National Trip End Model 7.2 trip end growth combined with National Transport Model (NTM) traffic growth forecasts. This section provides details of the TEMPro growth factors used and the calculation of committed development traffic flows. The resultant future year do minimum traffic flows are shown in Appendix B for each of the five junctions under consideration.

6.2 TEMPro Growth Factors TEMPro 7.2 was used to obtain traffic growth factors for the Merthyr Tydfil TEMPro zone, as shown in Figure 8. Growth rates for the entire Merthyr Tydfil authority were used as a robust estimate because they are slightly higher than Merthyr Tydfil 005, the zone local to the development.

Figure 8: Location of Area Merthyr Tydfil TEMPro v7.2

Source: Mott MacDonald

Using the 2018 base year, local growth factors were extracted for 2021 and 2031. The factors show growth expected rates of 4% - 5% by 2021 and approximately 14% by 2031.

All the TEMPro growth factors used are presented in Table 11.

Table 11: Growth Factors Opening Year 2021 Design Year 2031 AM Peak 1.05 1.14 PM Peak 1.04 1.14 Source: Mott MacDonald

The forecast background traffic flows, excluding the proposed development, for the peak hour in 2021 and 2031 are provided in Appendix B, on the following sheets:

● 2021 Background Traffic Flows. AM Peak 08:00-09:00 ● 2021 Background Traffic Flows. PM Peak 16:30-17:30 ● 2031 Background Traffic Flows. AM Peak 08:00-09:00 ● 2031 Background Traffic Flows. PM Peak 16:30-17:30 The total expected peak hour traffic flows on each link in 2021 and 2031 are presented on the following sheets in Appendix B, which add the forecast development traffic to these background traffic flows:

● 2021 Background + Development Traffic Flows. AM Peak 08:00-09:00 ● 2021 Background + Development Traffic Flows. PM Peak 16:30-17:30 ● 2031 Background + Development Traffic Flows. AM Peak 08:00-09:00 ● 2031 Background + Development Traffic Flows. PM Peak 16:30-17:30

7 Strategic Highway Assessment

7.1 Overview & Methodology To understand the potential impact of development traffic on the local highway network, this assessment considers the capacity of highway links and the percentage impact at key junctions.

Junction capacity analysis and modelling does not form part of the scope of this transport assessment. However, consideration has been given to key junctions that are likely to be significantly impacted by development traffic. These junctions have been highlighted so that further studies or specific junction modelling can be undertaken to identify appropriate mitigating measures or improvement works.

Although it is unlikely, for the purposes of this assessment, it has been assumed that the masterplan site will be fully developed and occupied by 2021. In addition, the future year 2031 has also been assessed.

7.2 Links The Design Manual for Roads and Bridges has been used for peak hour carriageway capacity classifications, with each road being assigned a capacity level based on the relevant criteria.

An indication of capacities based on road type is provided in Figure 9 as contained in the Design Manual for Roads and Bridges (DMRB) TA 79/99. The capacity can be used as a guide for urban roads and is defined as the maximum sustainable flow of traffic passing in one hour, under favourable road and traffic conditions.

Figure 9: Urban Link Capacities

Source: Design Manual for Roads and Bridges (DMRB) TA 79/99

TA 46/97 provides guidance on rural roads and carriageway capacity can be estimated using the following relationship:

Capacity = [A – B x Pk%H]

Pk%H is the percentage of heavy vehicles in the peak hour. A and B are parameters dependant on road standard;

A B Single Carriageway 1380 15.0 Dual Carriageway 2100 20.0 Motorway 2300 25.0

A summary of the forecast traffic flows compared to the theoretical capacity is provided in Table 12. Flows highlighted in orange indicate roads that are operating between 90% and 100% of their theoretical capacity and are likely to suffer from congestion during busy periods. Flows highlighted in red are above 100% of their link capacity.

Table 12: Theoretical and Forecast Traffic Flows on Key Links No. Road Capacity Road 2018 2021 2031 Lanes Type (DMRB) AM PM AM PM AM PM A470 south of A4060 2 DAP1 4080 42.1% 38.0% 47.0% 41.2% 51.0% 44.9% (northbound) A470 south of A4060 2 DAP1 4080 37.1% 39.6% 41.1% 45.0% 44.7% 48.8% (southbound) A470 (northbound) 2 DAP1 4080 28.6% 27.8% 29.9% 29.1% 32.7% 31.8% A470 (southbound) 2 DAP1 4080 22.2% 25.8% 23.2% 27.0% 25.4% 29.5% A470 north of A4102 2 DAP1 4080 13.6% 31.6% 20.1% 41.9% 21.4% 45.0% (northbound) A470 north of A4102 2 DAP1 4080 26.2% 26.6% 35.1% 32.3% 37.7% 34.8% (southbound) A4120 (northbound) 1 UAP2 1470 38.9% 51.0% 65.6% 61.6% 69.4% 66.5% A4120 (southbound) 1 UAP2 1470 26.1% 46.1% 43.7% 72.9% 46.2% 77.3% High St / Plymouth St / Pentrebach Rd 1 UAP3 1530 43.5% 58.0% 64.1% 89.2% 68.3% 94.7% (northbound) High St / Plymouth St / Pentrebach Rd 1 UAP3 1530 32.2% 79.9% 62.4% 97.7% 65.5% 105.4% (southbound) Merthyr Road (northbound) 1 UAP2 1470 28.4% 28.6% 45.9% 43.9% 48.7% 46.6% Merthyr Road (southbound) 1 UAP2 1470 46.3% 49.5% 58.2% 64.5% 62.7% 69.2% A4060 (northbound) 1 UAP2 1650 48.3% 52.6% 57.9% 58.7% 62.5% 63.7% A4060 (southbound) 2 UAP2 3300 25.9% 24.8% 30.0% 30.3% 32.5% 32.7% A4060 north of A4054 2 UAP2 3200 14.1% 12.3% 16.3% 14.2% 17.6% 15.4% (northbound)

A4060 north of A4054 2 UAP2 3200 8.8% 13.1% 13.0% 15.6% 13.8% 16.8% (southbound) A4054 (northbound) 1 UAP2 1470 37.5% 47.3% 39.2% 49.4% 42.8% 54.0%

A4054 1 UAP2 1470 37.7% 51.0% 39.5% 53.3% 43.1% 58.2% (southbound) Source: Mott MacDonald DAP = Dual All Purpose (Rural); UAP = Urban All Purpose

High Street/Plymouth Street/Pentrebach Road is forecast to reach 100% capacity by 2031, this link is used by a large proportion of the development traffic and is subject to the greatest impact. The link has expected flows of more than 90% of its capacity in the PM peak heading southbound by 2021. By 2031 the demand is above 90% northbound and above 100% southbound.

Other links experiencing significant traffic flows include the A4210, which is expected to exceed 60% northbound and 70% southbound by 2021, reaching 67% and 77% respectively by 2031. Traffic flow on the Merthyr Road southbound will exceed 60% of its’ capacity by 2021 and reach 69% by 2031. The A4060 northbound will exceed 60% of its capacity by 2031.

7.3 Junctions Traffic data at five key junctions, connecting the highway links, has been recorded for a typical weekday. Table 13 to Table 17 summarise the peak hour turning movements and the percentage impact of development traffic.

These should be tested in terms of their operational capacity in future studies.

Table 13: Junction 1 - Lower High St/A4102/A4054/High St Approach Arm Flow 2018 2021 2031 AM PM AM PM AM PM

Lower High St 863 965 947 1027 1030 1119

High Street 666 887 981 1364 1045 1449

A4102 572 750 1094 906 1149 978

A4054 491 675 558 724 605 788

Total 2592 3277 3580 4020 3829 4335

% Increase from 2018 - - 38% 23% 48% 32% Source: Mott MacDonald

Table 14: Junction 2 - Triangle Business Park Road/Merthyr Road/Hoover Factory/Unnamed Road/Pentrebach Road Approach Arm Flow 2018 2021 2031 AM PM AM PM AM PM

Triangle Business Park Rd 126 422 132 441 144 482

Merthyr Road 418 420 779 645 819 685

Hoover Factory 0 4 143 64 143 64

Unnamed Road 201 304 452 837 471 866

Pentrebach Road 492 1222 1110 1495 1157 1612

Total 1237 2372 2615 3481 2734 3709

% Increase from 2018 - - 111% 47% 121% 56% Source: Mott MacDonald

Table 15: Junction 3 - A4060/A4054/Merthyr Road Approach Arm Flow 2018 2021 2031 AM PM AM PM AM PM

A4060 southbound 281 418 468 498 495 538

A4060 northbound 797 868 1007 968 1084 1052

A4054 767 715 802 747 876 816

Merthyr Road 680 727 856 947 921 1017

Total 2525 2728 3133 3161 3375 3423

% Increase from 2018 24% 16% 34% 25% Source: Mott MacDonald

Table 16: Junction 4 - A4060/A470/Unnamed Road Approach Arm Flow 2018 2021 2031 AM PM AM PM AM PM

A4060 856 817 992 1000 1074 1078

A470 (S) northbound 1721 1562 1973 1694 2139 1844

Unnamed Road 6 41 6 43 7 47

A470 (N) southbound 906 1054 947 1101 1034 1203

Total 3489 3474 3919 3837 4254 4171

% Increase from 2018 12% 10% 22% 20% Source: Mott MacDonald

Table 17: Junction 5 - A4120/A470/Unnamed Road Approach Arm Flow 2018 2021 2031 AM PM AM PM AM PM

A4120 383 677 642 1072 679 1137

A470 (S) northbound 1167 1136 1220 1187 1333 1296

Unnamed Road 0 0 0 0 0 0

A470 (N) southbound 1068 1087 1563 1317 1666 1422

Total 2618 2900 3426 3576 3677 3855

% Increase from 2018 31% 23% 40% 33% Source: Mott MacDonald

Table 13 to Table 17 show that the greatest impact is expected on the Junction 2 (Triangle Business Park Road/Merthyr Road/Hoover Factory/Unnamed Road/Pentrebach Road), which is used by a large proportion of the development traffic. The flow increase is particularly significant in the AM peak, increasing by 111% by 2021 and 121% by 2031.

8 Walking, Cycling & Public Transport

8.1 Overview The masterplan framework and design principles (Appendix A) recognises the importance of sustainable transport. The design proposals include active streets, generous landscaping and key green links, which connect the site internally and improve access to existing transport services and infrastructure.

8.2 Walking and Cycling

The masterplan proposes an extensive walking and cycling network within the development site, which integrates well with existing routes the Active Travel improvements proposed by Merthyr Tydfil County Borough Council.

The proposed Landscape Strategy and Urban Design Principles proposes: ● active streets and space that prioritise pedestrian and cycle movement through shared space; ● pedestrian and cycle-friendly environment that links to the surrounding areas and connects the site across the river, including wayfinding to the Taff and Trevithick Trails and new footbridges; ● making the Taff river corridor accessible and a pedestrian friendly environment; and ● an Active Travel Route within a green corridor in north-south direction that provides appropriate screening and buffer space to the railway line.

The above measures will provide a high quality active travel network, with good permeability throughout the site, providing opportunity for sustainable travel within the site and links to existing walking and cycling routes.

8.3 Park and Ride The development proposals include improving the setting of the existing Pentrebach Station, including an 85-space rail Park and Ride facility. Park and Ride provision will increase access to public transport for those who do not live within walking distance of the rail stations and has the potential to encourage mode shift. Those who currently travel for their entire journey by car (between Cardiff and Merthyr Tydfil) may make use of the Park and Ride facility.

Providing a Park and Ride will also have a negative effect on the local road network close to the station and proposed access to the car park, including the A4060, A4054 and Merthyr Road. The opportunity to park may also encourage rail users (who would otherwise have walked) to drive to the station.

8.4 New Metro Station The masterplan and development framework identify the potential for a new Metro Station and considers that the integration of the Metro could act as a catalyst for development. A possible location for the new station is proposed towards the north east of the site, immediately south of the bridge over the river Taff.

The Merthyr line, and both the Merthyr Tydfil and Pentrebach Stations are being considered for core enhancements as part of the South Wales Metro. A new Metro station at the proposed location would provide excellent access to the Metro network for the development site and would likely increase the proportion of residents and employees using rail.

The impact on travel behaviour due to the Metro and any potential new station could be significant. Not only could the Metro provide accessible and continent travel for residents and employees within the proposed development, depending on the frequency and capacity of the Metro it could also attract users from wider areas of Merthyr Tydfil.

To understand the likely and full impact of a new Metro station in this location further details would be required, and a specific variable demand modelling exercise undertaken to predict and quantify changes to the local transport network.

9 Summary and Conclusion

9.1 Summary An emerging development framework and masterplan has been produced for the redevelopment of the former Hoover site and surrounding land in Pentrebach, Merthyr Tydfil. This document has been prepared as a standalone review and high-level transport assessment of the masterplan proposals.

Located between the A470 and the A4060 and close to the A465, the site is well positioned in relation to the Strategic Highway Network, which provides direct access to major destinations in south east of Wales and beyond.

The masterplan framework recognises the importance of sustainable transport and includes active streets, generous landscaping and key green links, which will provide a high quality active travel network, with good permeability throughout the site.

Pentrebach Rail Station forms part of the masterplan and proposals include for a new Park & Ride car park. Located within the masterplan boundary and close to the to the proposed housing and employment sites, the station would provide a viable alternative to travel by private car. In addition, Merthyr Town Centre, Merthyr Rail Station and bus stops along the A4054 are located within acceptable walking and cycling distances of the development site.

The masterplan and development framework identify the potential for a new Metro Station and it is considered that the integration of the Metro could act as a catalyst for development. The Merthyr line (and both the Merthyr Tydfil and Pentrebach Stations) are being considered for core enhancements as part of the South Wales Metro.

The impact on travel behaviour due to the Metro and any potential new station could be significant. Not only could the Metro provide accessible and continent travel for residents and employees within the proposed masterplan development, depending on the frequency and capacity it could also attract users from a wider catchment. Due to proximity, price, reliability, and journey time, an increased number of commuters may choose to travel by rail.

Highway analysis and junction modelling does not form part of this assessment. However, to understand the potential impact of development traffic consideration has been given to key highway links and junctions.

Vehicle trips associated with the masterplan development have been forecast using the software TRiCS and land-use assumptions from the masterplan. Traffic has been distributed across the local highway network using census information and existing travel patterns. Due to the mixed-use nature it is very likely that some residents may live and work within the masterplan site, or trips between work, leisure, retail and home maybe linked. To reflect this and to account for modal shift from car to public transport, due to the good accessibility to bus and rail infrastructure, a percentage reduction has been applied to the trip generation estimates.

This assessment has demonstrated that that the A4054 (High Street, Plymouth Street, Merthyr Road) would be used by a large proportion of the development traffic and is likely to be significantly impacted. With development traffic the road is forecast to be at capacity by 2021 and over capacity by 2031. In addition, both the A4210, A4060 and Merthyr Road, are shown to be reaching 70%, 60% and 69% capacity respectively by 2031.

The increase in traffic, as a result of the development, is likely to have a material impact on all five junctions considered in this assessment. Each junction will be subject to at least a 10% increase in total vehicles by 2021 and 20% by 2031. Due to the single point of access (via the existing bridge) to the development site west of the river, and the main access road to the proposed residential area, the five-arm roundabout (Pentrebach Road/Merthyr Road/Triangle Business Park Road/Bridge to Abercanaid/Hoover Access) will be subject to a significant increase in traffic. If the site is fully developed and occupied, the number of vehicles using the roundabout will double by 2021 and 2031.

9.2 Conclusion and Recommendations The site is well positioned in terms of access to the highway network, with good road links to local and major destinations across south east Wales.

The development proposals provide sustainable travel opportunity, with improved links to existing and proposed walking and cycling routes. The location of the development provides quick and convenient access to existing public transport infrastructure, which serves the Merthyr to Cardiff corridor.

A Travel Plan should be agreed at an early stage and developed in parallel with the masterplan and design process, to maximise accessibility by all modes of travel.

Further information and variable demand modelling is required to understand the full impact of the proposed Metro Station and Park & Ride at Pentrebach Station, which could have a significant impact on the development travel patterns and mode of travel.

Key junctions and highway links have been identified for further analysis. Additional studies or specific junction modelling should be undertaken to identify appropriate mitigating measures or improvement works.

Appendices

A. Hoover Site Development Masterplan 30 B. Network Diagrams 31

A. Hoover Site Development Masterplan

B. Network Diagrams

mottmac.com

367590KC03 | 1 | B | October 2018 P:\Cardiff\ERA\ITD\Projects\367590 BNI Cardiff Metro\Task Order 044 Hoover Site\03 Reports\Hoover Transport Assessment v4.docx KEY:

Future Employment Site

Future Redevelopment/Opportunity Sites

Zone 1 - Gateways: High Density, Apartments

Zone 2 - Merthyr Road: High Density, Townhouses and Apartments

Zone 3 - Inner Terraces: High Density, Terraced Housing

Zone 4 - Spine Road: Medium Density, Semi-detached/Detached Housing

Zone 5 - Green Edge: Lower Density, Detached/Semi-detached Housing

Land to be safe-guarded for future Metro station

Improvements and Park & Ride at existing Pentrebach Station Future Employment Site A

Future Employment Site B (around existing employment uses)

Future Employment Site C * where existing flood risks can be made acceptable

Potential for existing building to be re-used

Future Employment Site D

Future Metro Station

Zone 1A Existing Employment

Future Employment Site E

NEAP Zone 4

Existing Employment

Zone 2

Existing Employment

DRAGON PARC Future Redevelopment / Opportunity Site

Zone 3 Zone 2

Zone 4

Zone 5 LEAP

Zone 2

Zone 3 Zone 4

TRIANGLE LAND Future Redevelopment / Opportunity Site Zone Zone 5 1B

Zone 4

Zone 1C

Park & Ride

GETHIN TIP Future Redevelopment / Opportunity Site

Drawing Title: Land Budget Plan Revision: B Drawing Number: UG1725 - URB - UD - SK - 010 Scale: 1:2500 @ A1 N Project: Pentrebach Date: 29.05.18 Existing retail park

Existing residential area Future Employment Site

Development Parcel around existing employment uses

Future Employment Site

Potential for existing building to be re-used

Existing light industrial uses

Future Employment Site

Trevithick Trail

Potential Metro Station

Trail

Traff

Existing Employment

Footbridge

Future Employment Site

NEAP

Existing Employment

Existing residential area Future Redevelopment / Opportunity Site

Existing commercial and employment uses

LEAP

River

Taff

Corridor

Footbridge

Future Redevelopment / Opportunity Site

Community Hub Existing residential area

Small Retail Unit with Residential above

Park and Ride 85 spaces

Improved Existing Station Existing residential area Existing residential area

Future Redevelopment / Existing Opportunity Site Footbridge

Drawing Title: Development Framework Revision: B Drawing Number: UG1725 - URB - UD - GA - 001 Scale: 1:2500 @ A1 N Project: Pentrebach Date: 31.05.18 Distinctive Streetscape Sustainable Living Create a legible and attractive streetscape: v The River as a feature Create a distinctive and unique environment that can act as a flagship • Distinctive character areas through street hierarchy, built form, development in the area in terms of sustainability: Make the Taff corridor an accessible feature of the area: landscaping and boundary treatments • PV/Solar thermal systems, rainwater harvesting and optimised • Open up the riverside and create an accessible and pedestri- • Include a variety of built form and housetypes to create an refuse/recycling an-friendly movement corridor along it interesting roofline • Passivhaus standards and adaptability for future needs • Positively adress the river with development • Potential for a mixture of traditional and contemporary archi- • Re-use of existing employment buildings • Bring the River setting ‘into’ the site through incorporating tectural styles • Potential for district heating (subject to future uses): Combined water features/SUDS/watercourses in the public realm Heat and Power (CHP), Combined Cooling, Heat and Power (CCHP), connection to nearby systems

Creating Connections

Pedestrian and cycle-friendly environment that links to the surrounding areas and connects the site across the river: • Footbridges to establish links across the river • Improved connections and wayfinding to the Taff and Trevithick Generous Landscaping Trails Develop a landscape-led approach that contributes to the sense • Improve setting of roundabouts to the West of place in the development: • The river corridor as strong green spine that filters into the development • Retain and integrate existing green infrastructure • Distinctive formal and informal planting to support character areas • Provide natural areas of play and recreation

Active Streets and Spaces

Create streets and spaces that are usable and enjoyable for residents and visitors alike: • Centre of activity around a local community hub and small retail use - potential for a focal civic square with street furniture • Prioritise pedestrian and cycle movement through shared spaces and play streets with integral landscaping • Maximise natural surveillance over public spaces and streets

Transport-oriented Development

Integrate the Metro as catalyst for development: • Improve the setting of the existing Pentrebach Station and include a Park & Ride • Potential to include a second Metro station to the North • Provide a well-overlooked Active Travel Route within a green corridor in north-sourth direction that provides appropriate Reflecting the Site’s Heritage screening and buffer space towards the railway line • Potential for higher densities and reduced parking due to ac- Draw on the rich history of the site and reflect it in the development: cess to sustainable transport • Potential to reflect the Hoover Factory frontage and signage in the built form (e.g. a gateway feature at the Park and Ride, in the architectural style of the apartments) • Potential to draw on historic terraced building form and create a contemporary adaptation • Potential to include historic artefacts and reflect cultural heritage within the landscape and public realm

Drawing Title: Urban Design Principles Revision: A Drawing Number: UG1725 - UD - SK - 90 - 011 Scale: n/a @ A1 Project: Pentrebach Date: 31.05.18

A 343 321 199 Hoover Site 132 225 2018 Base Traffic Flows 134 AM Peak 8:00-9:00 D 1 A4054 24 B 4 ATC Site 196 220 156 200 C 312 4 Junction Turning Count Site 130 No survey data collected 506 3 481

286 D 2 1 705 362 422 A4120 A 185 1 197

A 0 4 91 2 248 147 0 5 0 C 105 47 49 B 0 368 799 0 2 86 B E 35 1 0 4 A 0 D D 0 B 0 307 0

C 324 86 0 2 6 C 0 0

418 0 749 1 798 0 680

0 0

D 126 263 291 0 639

202 335 65 131 3 14 301

665 102 30 B

551 4 555

147 A D 743 1 78 14 763 16

4 1 1 5 B C 630 1067 19 A 265 420 280 Hoover Site 179 328 2018 Base Traffic Flows 168 PM Peak 16:30-17:30 D 1 A4054 57 B 4 ATC Site 214 283 253 231 C 396 4 Junction Turning Count Site 203 No survey data collected 638 3 629

383 D 2 0 821 266 388 A4120 A 458 0 219

A 0 10 664 0 317 231 0 5 0 C 146 90 68 B 305 831 0 0 2 175 B E 242 0 0 5 A 2 D D 1 B 1 399 0

C 357 54 0 1 8 C 0 0

420 0 680 1 752 0 727

0 0

D 179 281 267 0 709

289 120 89 93 3 40 502

534 300 34 B

695 4 750

124 A D 928 0 160 0 657 2

14 7 20 11 B C 602 949 0 A 359 336 208 Hoover Site 138 235 2021 Background Traffic Flows 140 AM Peak 8:00-9:00 D 1 A4054 25 B 4 ATC Site 205 230 163 209 C 326 4 Junction Turning Count Site 136 No survey data collected 530 3 503

299 D 2 1 737 379 441 A4120 A 193 1 206

A 0 4 95 2 259 154 0 5 0 C 110 49 51 B 0 385 836 0 0 0 0 2 90 B E 37 1 0 4 0 A 0 D 0 D 0 0 B 0 0 321 0 0 C 0 339 90 0 2 6 C 0 0 0 0 0

437 0 784 21 834 0 711

0 0

D 132 275 304 0 668

211 350 68 137 3 15 315

695 107 31 B

576 4 580

154 A D 777 1 82 15 798 17

4 1 1 5 B C 659 1116 20 A 277 439 293 Hoover Site 187 343 2021 Background Traffic Flows 176 PM Peak 16:30-17:30 D 1 A4054 60 B 4 ATC Site 224 296 264 241 C 414 4 Junction Turning Count Site 212 No survey data collected 666 3 657

400 D 2 0 858 278 405 A4120 A 479 0 229

A 0 10 694 0 331 241 0 5 0 C 153 94 71 B 319 868 0 0 0 0 2 183 B E 253 0 0 5 0 A 2 D 0 D 1 0 B 1 0 417 0 0 C 0 373 56 0 1 8 C 0 0 0 0 0

439 0 710 21 786 0 760

0 0

D 187 294 279 0 741

302 125 93 97 3 42 525

558 313 36 B

726 4 784

130 A D 970 0 167 0 687 2

15 7 21 11 B C 629 992 0 A 392 367 227 Hoover Site 151 257 2031 Background Traffic Flows 153 AM Peak 8:00-9:00 D 1 A4054 27 B 4 ATC Site 224 251 178 228 C 356 4 Junction Turning Count Site 148 No survey data collected 578 3 550

326 D 2 1 805 413 482 A4120 A 211 1 225

A 0 5 104 2 283 168 0 5 0 C 120 54 56 B 0 420 912 0 0 0 0 2 98 B E 40 1 0 5 0 A 0 D 0 D 0 0 B 0 0 351 0 0 C 0 370 98 0 2 7 C 0 0 0 0 0

477 0 856 21 911 0 776

0 0

D 144 300 332 0 730

231 383 74 150 3 16 344

759 116 34 B

629 4 633

168 A D 848 1 89 16 871 18

5 1 1 6 B C 719 1218 22 A 302 479 319 Hoover Site 204 374 2031 Background Traffic Flows 192 PM Peak 16:30-17:30 D 1 A4054 65 B 4 ATC Site 244 323 289 264 C 452 4 Junction Turning Count Site 232 No survey data collected 728 3 717

437 D 2 0 937 304 442 A4120 A 523 0 250

A 0 11 758 0 362 264 0 5 0 C 167 103 78 B 348 948 0 0 0 0 2 200 B E 276 0 0 6 0 A 2 D 0 D 1 0 B 1 0 455 0 0 C 0 407 62 0 1 9 C 0 0 0 0 0

479 0 776 21 858 0 830

0 0

D 204 321 305 0 809

330 137 102 106 3 46 573

609 342 39 B

793 4 856

141 A D 1059 0 183 0 750 2

16 8 23 13 B C 687 1083 0 A Hoover Site 5% Zone 1 Traffic Distribution 5% AM Peak 8:00-9:00 D 1 A4054 4 ATC Site B 50% 5% 4 Junction Turning Count Site C 5% 50% No survey data collected

50% 3 50%

60% D 2 50% 60% A4120 A 50%

A 60% 5 Zone 1 C 60%

40% B 100% 2 B E

A D D B 100% 40%

C 40% C

40% 40% 21 40% 40%

D 20% 20% 40%

20% 3

20% B 4

A D 20%

B C 20% A Hoover Site 5% Zone 1 Traffic Distribution 5% PM Peak 16:30-17:30 D 1 A4054 4 ATC Site B 50% 5% 4 Junction Turning Count Site C 5% 50% No survey data collected

50% 3 50%

60% D 2 50% 60%

A 50%

A 60% 5 Zone 1 C 60%

40% B 100% 2 B E

A D D B 100% 40%

C 40% C

40% 40% 21 40% 40%

D 20% 20% 40%

20% 3

20% B 4

A D 20%

B C 20% A 18 Hoover Site

18 Zone 1 Traffic Flows AM Peak 8:00-9:00 D 1 A4054 B 4 ATC Site 178 4 C 4 4 Junction Turning Count Site 39 No survey data collected 178 3 39

214 D 2 178 47 A4120 A 39

A 214 5 Zone 1 in out C 357 78 47

31 B 78 2 B E

A D D B 357 31

C 143 C

143 31 21 143 31

D 16 143

71 3

71 B 4

A D 16

B C 71 A 3 Hoover Site

3 Zone 1 Traffic Flows PM Peak 16:30-17:30 D 1 A4054 B 4 ATC Site 34 23 C 23 4 Junction Turning Count Site 226 No survey data collected 34 3 226

40 D 2 34 271 A4120 A 226

A 40 5 Zone 1 in out C 67 452 271

181 B 452 2 B E

A D D B 67 181

C 27 C

27 181 21 27 181

D 90 27

13 3

13 B 4

A D 90

B C 13 20% A Hoover Site 5% Zone 2 Traffic Distribution 5% AM Peak 8:00-9:00 D 1 A4054 4 ATC Site B 50% 5% 4 Junction Turning Count Site C 5% 50% No survey data collected

50% 3 50%

60% D 2 50% 60% A4120 A 50%

A 60% 5

B 2 B E

A D D B 60% Zone 2

C 60% C 60% 40%

40% 40% 21 40% 40%

D 20% 20% 40%

20% 3

20% B 4

A D 20%

B C 20% A Hoover Site 5% Zone 2 Traffic Distribution 5% PM Peak 16:30-17:30 D 1 A4054 4 ATC Site B 50% 5% 4 Junction Turning Count Site C 5% 50% No survey data collected

50% 3 50%

60% D 2 50% 60% A4120 A 50%

A 60% 5

B 2 B E

A D D B 60% Zone 2

C 60% C 60% 40%

40% 40% 1 40% 40%

D 20% 20% 40%

20% 3

20% B 4

A D 20%

B C 20% A 8 Hoover Site

8 Zone 2 Traffic Flows AM Peak 8:00-9:00 D 1 A4054 B 4 ATC Site 81 1 C 1 4 Junction Turning Count Site 10 No survey data collected 81 3 10

97 D 2 81 12 A4120 A 10

A 97 5

B 2 B E

A D D B Zone 2 97 in out 161 21 C 12 C 12 8

64 8 1 64 8

D 4 4 64

32 3

32 B 4

A D 4

B C 32 A 1 Hoover Site

1 Zone 2 Traffic Flows PM Peak 16:30-17:30 D 1 A4054 B 4 ATC Site 9 6 C 6 4 Junction Turning Count Site 59 No survey data collected 9 3 59

11 D 2 9 71 A4120 A 59

A 11 5

B 2 B E

A D D B Zone 2 11 in out 18 118 C 71 C 71 47

7 47 1 7 47

D 24 24 7

4 3

4 B 4

A D 24

B C 4 A Hoover Site 5% Zone 3 Traffic Distribution 5% AM Peak 8:00-9:00 A4054 D 1 4 ATC Site B 50% 5% 4 Junction Turning Count Site C 5% 50% No survey data collected

50% 3 50%

60% D 2 50% 60% A4120 A 50%

A 60% 5

B 2 B E

A 60% D D B 40% 40%

C 40% C

Zone 3 40% 40% 21 40% 40%

D 20% 20% 40%

20% 3

20% B 4

A D 20%

B C 20% A Hoover Site 5% Zone 3 Traffic Distribution 5% PM Peak 16:30-17:30 A4054 D 1 4 ATC Site B 50% 5% 4 Junction Turning Count Site C 5% 50% No survey data collected

50% 3 50%

60% D 2 50% 60% A4120 A 50%

A 60% 5

B 2 B E

A 60% D D B 40% 40%

C 40% C

Zone 3 40% 40% 21 40% 40%

D 20% 20% 40%

20% 3

20% B 4

A D 20%

B C 20% A 2 Hoover Site

2 Zone 3 Traffic Flows AM Peak 8:00-9:00 D 1 A4054 B 4 ATC Site 72 2 C 7 4 Junction Turning Count Site 72 No survey data collected 22 3 72

27 D 2 22 86 A4120 A 72

A 86 5

B 2 B E

A 86 D D B 57 57

C 18 C

Zone 3 in out 45 143 18 57 21 18 57

D 29 29 18

9 3

9 B 4

A D 29

B C 9 A 5 Hoover Site

5 Zone 3 Traffic Flows PM Peak 16:30-17:30 D 1 A4054 B 4 ATC Site 52 3 C 3 4 Junction Turning Count Site 30 No survey data collected 52 3 30

0 D 2 52 36 A4120 A 30

A 62 5

B 2 B E

A 36 D D B 24 24

C 41 C

Zone 3 in out 104 59 41 24 21 41 24

D 12 12 41

21 3

21 B 4

A D 12

B C 21 A Hoover Site 5% Zone 4 Traffic Distribution 5% AM Peak 8:00-9:00 A4054 D 1 4 ATC Site B 50% 5% 4 Junction Turning Count Site C 5% 50% No survey data collected

50% 3 50%

60% D 2 50% 60% A4120 A 50%

A 60% 5

B 2 B E

A D D B 60%

C 60% C

60% 60% 21 60% 60%

60% 40%

D 20% 20% 40%

Zone 4 A

20% 3

20% B 4

A D 20%

B C 20% A Hoover Site 5% Zone 4 PM Traffic Distribution 5% PM Peak 16:30-16:30 A4054 D 1 4 ATC Site B 50% 5% 4 Junction Turning Count Site C 5% 50% No survey data collected

50% 3 50%

60% D 2 50% 60% A4120 A 50%

A 60% 5

B 2 B E

A D D B 60%

C 60% C

60% 60% 21 60% 60%

60% 40%

D 20% 20% 40%

Zone 4 A

20% 3

20% B 4

A D 20%

B C 20% A 1 Hoover Site

1 Zone 4 Traffic Flows AM Peak 8:00-9:00 D 1 A4054 B 4 ATC Site 12 4 C 4 4 Junction Turning Count Site 39 No survey data collected 12 3 39

14 D 2 12 46 A4120 A 39

A 14 5

B 2 B E

A D D B 14

C 46 C

46 14 21 46 14 0

46 31

D 15 15 10 Zone 4 in out A 24 77

B 4

A D 15

B C A 3 Hoover Site

3 Zone 4 Traffic Flows PM Peak 16:30-17:30 D 1 A4054 B 4 ATC Site 28 2 C 2 4 Junction Turning Count Site 16 No survey data collected 28 3 16

33 D 2 28 19 A4120 A 16

A 33 5

B 2 B E

A D D B 33

C 19 C

19 33 21 19 33 0

19 13

D 6 6 22 Zone 4 in out A 56 32

B 4

A D 6

B C A Hoover Site 5% Zone 5 Traffic Distribution 5% AM Peak 8:00-9:00 D 1 A4054 ATC Site B 4 50% 5% Junction Turning Count Site C 5% 4 50% No survey data collected

50% 3 50%

60% D 2 50% 60% A4120 A 50%

A 60% 5

C 60%

40% B 2 B E

A D 50% D B 40% 50% C 50% 40% C

50% Zone 5 40% 40% 21 40% 40%

D 20% 20% 40%

20% 3

20% B 4

A D 20%

B C 20% A Hoover Site 5% Zone 5 Traffic Distribution 5% PM Peak 16:30-17:30 D 1 A4054 4 ATC Site B 5% 4 Junction Turning Count Site C 5% 50% No survey data collected

50% 3 50%

10% D 2 50% 60%

A 50%

A 60% 5

C 60%

40% B 2 B E

A D 50% D B 40% 50% C 50% 40% C

50% Zone 5 40% 40% 21 40% 40%

D 20% 20% 40%

20% 3

20% B 4

A D 20%

B C 20% A 2 Hoover Site

2 Zone 5 Traffic Flows AM Peak 8:00-9:00 D 1 A4054 B 4 ATC Site 24 8 C 8 4 Junction Turning Count Site 82 No survey data collected 24 3 82

28 D 2 24 98 A4120 A 82

A 28 5

C 98

65 B 2 B E

A D 24 D B 65 24 C 24 19 C

82 Zone 5 in out 47 163 19 65 21 19 65

D 33 19

9 3

9 B 4

A D 33

B C 9 A 6 Hoover Site

6 Zone 5 Traffic Flows PM Peak 16:30-17:30 D 1 A4054 B 4 ATC Site 0 3 C 3 4 Junction Turning Count Site 33 No survey data collected 59 3 33

12 D 2 59 40 A4120 A 33

A 71 5

C 40

27 B 2 B E

A D 59 D B 27 59 C 59 48 C

59 Zone 5 in out 119 67 48 27 21 48 27

D 13 48

24 3

24 B 4

A D 13

B C 24 A 0 0 32 Hoover Site 0 32 Total Development Traffic Flows 0 AM Peak 8:00-9:00 D 1 A4054 0 B 4 ATC Site 0 0 366 19 C 24 4 Junction Turning Count Site 241 No survey data collected 317 3 241

380 D 2 0 0 317 290 A4120 A 241 0 0

A 0 0 242 86 111 0 0 5 0 Zone 1 C 145 0 97 B 0 0 0 0 0 160 0 2 0 B E 0 0 0 0 0 A 86 D 24 D 0 0 B 57 380 168 97 Zone 2 24 C ### 18 162 59 0 0 C 12 0 0 ### 8 Zone 5 Zone 3 226 64 177 21 290 14 162

46 31

D 0 97 48 Zone 4 10 244

122 0 0 0 3 0 0

0 122 0 B

0 4 0

0 A D 0 0 0 0 97 0

0 0 0 0 B C 122 0 0 A 0 0 18 Hoover Site 0 18 Total Development Traffic Flows 0 PM Peak 16:30-17:30 D 1 A4054 0 B 4 ATC Site 0 0 122 36 C 36 4 Junction Turning Count Site 364 No survey data collected 182 3 364

96 D 2 0 0 182 437 A4120 A 364 0 0

A 0 0 112 62 44 0 0 5 0 Zone 1 C 312 0 208 B 0 0 0 0 0 452 0 2 0 B E 0 0 0 0 0 A 36 D 59 D 0 0 B 24 127 265 11 Zone 2 59 C ### 41 74 90 0 0 C 71 0 0 59 47 Zone 5 Zone 3 135 7 312 21 142 33 279

19 13

D 0 146 42 Zone 4 22 123

61 0 0 0 3 0 0

0 61 0 B

0 4 0

0 A D 0 0 0 0 146 0

0 0 0 0 B C 61 0 0 A 359 336 240 Hoover Site 138 267 2021 Background + Development Traffic Flows 140 AM Peak 8:00-9:00 D 1 A4054 25 B 4 ATC Site 205 230 530 228 C 350 4 Junction Turning Count Site 377 No survey data collected 847 3 745

679 D 2 1 737 696 731 A4120 A 435 1 206

A 0 4 338 88 371 154 0 5 0 Zone 1 C 255 49 148 B 0 385 836 0 0 160 0 2 90 B E 37 1 0 4 0 A 86 D 24 D 0 0 B 57 380 489 97 Zone 2 24 C ### 357 252 59 2 6 C 12 0 0 ### 8 Zone 5 Zone 3 663 64 960 21 1124 14 873

46 31

D 132 372 353 Zone 4 10 912

333 350 68 137 3 15 315

695 229 31 B

576 4 580

154 A D 777 1 82 15 894 17

4 1 1 5 B C 781 1116 20 A 277 439 311 Hoover Site 187 361 2021 Background + Development Traffic Flows 176 PM Peak 16:30-17:30 D 1 A4054 60 B 4 ATC Site 224 296 386 278 C 450 4 Junction Turning Count Site 577 No survey data collected 848 3 ###

496 D 2 0 858 460 843 A4120 A 843 0 229

A 0 10 806 62 375 241 0 5 0 Zone 1 C 464 94 279 B 319 868 0 0 0 452 0 2 183 B E 253 0 0 5 0 A 38 D 59 D 1 0 B 25 127 682 11 Zone 2 59 C ### 414 131 90 1 8 C 71 0 0 59 47 Zone 5 Zone 3 574 7 1023 21 928 33 1038

19 13

D 187 439 321 Zone 4 22 864

363 125 93 97 3 42 525

558 375 36 B

726 4 784

130 A D 970 0 167 0 832 2

15 7 21 11 B C 691 992 0 A ### 367 259 Hoover Site 151 289 2031 Background + Development Traffic Flows 153 AM Peak 8:00-9:00 D 1 A4054 27 B 4 ATC Site 224 251 545 248 C 380 4 Junction Turning Count Site 390 No survey data collected 895 3 791

707 D 2 1 805 730 771 A4120 A 453 1 225

A 0 5 346 88 394 168 0 5 0 Zone 1 C 265 54 153 B 0 420 912 0 0 160 0 2 98 B E 40 1 0 5 0 A 86 D 24 D 0 0 B 57 380 519 97 Zone 2 24 C ### 388 260 59 2 7 C 12 0 0 ### 8 Zone 3 703 64 1032 21 1201 14 939

46 31

D 144 397 380 10 974

353 383 74 150 3 16 344

759 238 34 B

629 4 633

168 A D 848 1 89 16 968 18

5 1 1 6 B C 841 1218 22 A 302 479 338 Hoover Site 204 392 2031 Background + Development Traffic Flows 192 PM Peak 16:30-17:30 D 1 A4054 65 B 4 ATC Site 244 323 411 300 C 488 4 Junction Turning Count Site 596 No survey data collected 909 3 1082

533 D 2 0 937 485 880 A4120 A 887 0 250

A 0 11 869 62 406 264 0 5 0 Zone 1 C 478 103 285 B 348 948 0 0 0 452 0 2 200 B E 276 0 0 6 0 A 38 D 59 D 1 0 B 25 127 720 11 Zone 2 59 C ### 449 136 90 1 9 C 71 0 0 59 47 Zone 3 614 7 1088 21 1000 33 ###

19 13

D 204 466 347 22 932

391 137 102 106 3 46 573

609 404 39 B

793 4 856

141 A D ### 0 183 0 895 2

16 8 23 13 B C 748 1083 0