DEVELOPMENT OF LAND OFF
KINGSCLERE ROAD, OVERTON,
HAMPSHIRE
TRANSPORT ASSESSMENT
DEVELOPMENT OF LAND OFF
KINGSCLERE ROAD, OVERTON, HAMPSHIRE
TRANSPORT ASSESSMENT
29 September 2015
Our Ref: DA/NJC/sb/JNY8595-01
RPS 20 Western Avenue Milton Park Abingdon Oxon OX14 4SH
Tel: 01235 432190 Fax: 01235 834698 Email: [email protected]
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QUALITY MANAGEMENT
Prepared by: Nicola Clay
Authorised by: David Archibald
Date: 29 September 2015
Project Number/Document DA/NJC/sb/JNY8595-01a Reference:
COPYRIGHT © RPS
The material presented in this report is confidential. This report has been prepared for the exclusive use of Dandara Limited and shall not be distributed or made available to any other company or person without the knowledge and written consent of RPS.
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CONTENTS
1 INTRODUCTION ...... 1 2 POLICY AND GUIDANCE ...... 4 3 EXISTING SITUATION ...... 9 4 PROPOSED DEVELOPMENT ...... 16 5 DEVELOPMENT TRAFFIC ...... 20 6 TRAFFIC DEMAND ASSESSMENT ...... 23 7 MITIGATION ...... 28 8 SUMMARY AND CONCLUSIONS ...... 30
FIGURES FIGURE 1 – SITE LOCATION FIGURE 2 – PIA DATA PLOT FIGURE 3 – EXISTING BUS SERVICES FIGURE 4 – PIA LOCATION PLAN
APPENDICES APPENDIX 1 – ILLUSTRATIVE MASTERPLAN APPENDIX 2 – PRE-APPLICATION CONSULTATION CORRESPONDENCE APPENDIX 3 – ATC DATA APPENDIX 4 – MCC AND QUEUE LENGTH SURVEY DATA APPENDIX 5 – EXISTING PEAK HOUR TRAFFIC FLOWS APPENDIX 6 – LINSIG ASSESSMENT OUTPUT REPORT APPENDIX 7 – PERSONAL INJURY ACCIDENT DATA REPORT APPENDIX 8 – DRAWING JNY8595-01: PROPOSED ACCESS ARRANGEMENTS APPENDIX 9 – DRAWING JNY8595-03: PEDESTRIAN MOVEMENT PLAN APPENDIX 10 – ACCESS AND MOVEMENT PLAN APPENDIX 11 – DRAWING JNY8595-02: REFUSE TRACKING APPENDIX 12 – TRICS OUTPUT REPORT APPENDIX 13 – DEVELOPMENT FLOWS APPENDIX 14 – TEMPRO APPENDIX 15 – COMMITTED PEAK HOUR FLOWS APPENDIX 16 – FUTURE YEAR 2020 TRAFFIC FLOWS APPENDIX 17 – PICADY RESULTS
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1 INTRODUCTION
Development Overview
1.1 This Transport Assessment has been prepared by RPS Planning and Development on behalf of Dandara Limited (the ‘Applicant’), in support of an Outline Planning Application for residential development on land to the west of Kingsclere Road, Overton, Hampshire (the ‘site’).
1.2 The site currently comprises arable land, situated between the Kingsclere Road and Court Drove (Figure 1). The Basingstoke Railway line runs east-west forming the site’s northern most boundary. South of the site is St Mary’s Church and the residential properties of Church Road. The site is located within the Local Planning Authority of Basingstoke and Deane Borough Council (BDBC).
1.3 The Applicant proposes development of up to 200 residential units, together with a home working hub (65sqm GFA), public open space, play space and pedestrian link to Overton Railway Station. Access to the development site is proposed from the existing access point located on Kingsclere Road (Figure 1). A site layout plan is attached at Appendix 1.
Pre-Application Consultations
1.4 A Scoping meeting was held (4th June 2014) with the Local Highway Authority (LHA) Hampshire County Council (HCC) to determine the scope of the Transport Assessment. HCC confirmed that a full Transport Assessment and accompanying Travel Plan would be required for the development. A copy of the Pre-Application Meeting Minutes is attached at Appendix 2.
1.5 The study area of the Transport Assessment was confirmed to include the site access junction with Kingsclere Road and the signalised junction of Kingsclere Road/B3400/Winchester Street (Overton cross roads).
1.6 HCC confirmed that the proposed trip generation methodology and TRICS site selections were appropriate for the proposed development. It was proposed that the distribution and assignment of development traffic would be based on the local ward Origin-Destination data for Method of Journey to Work. HCC considered that the proposed distribution and assignment of development traffic seemed reasonable based on the likely journey destinations. The distribution and assignment of development traffic was proposed.
1.7 HCC advised that in terms of local committed development, regard should be had for the Laverton Mill development, however it was considered unlikely that the traffic flows would affect the peak periods.
1.8 HCC confirmed that parking should be provided in accordance with BDBC guidance. Similarly, the internal road layout should accord with any guidance provided by BDBC.
1.9 With regard to transport contributions, HCC advised that the Hampshire contributions policy document remains current and therefore contributions should be based on the formulaic approach therein.
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1.10 A request for an EIA screening opinion was submitted to BDBC in January 2015 (ref: 15/00240/ENSC). The submission related to a residential development of the site, comprising up to 275 units. The SoS directed that an Environmental Statement would not be required to accompany this planning application. The conclusions of this decision determined that ‘no likely significant effects concerning impacts to existing highways are envisaged as a result of the proposal.’
1.11 A subsequent pre-application meeting was held with BDBC, during which the Highways Officer advised that the scheme layout should accord with the design principles of Manual for Streets and the HCC companion guide to Manual for Streets. BDBC advised that the scheme layout should take account of the profile of the site and that internal roads and footways should not exceed 1:12. As part of the pre-application response BDBC state that any future planning application would ‘have to be supported with a Transport Assessment and Travel Plan. Until a more detailed access arrangement and internal highway layout to a residential scheme is known, the LHA can only recommend that early consideration is given to the proposed means of drainage, the Residential Parking Standards and the storage/collection of waste and recycling’.
Scope of Transport Assessment
1.12 Following initial assessments the Transport Assessment has been confirmed to include the following junctions:
. Site access/Kingsclere Road (Overton)
. Kingsclere Road/B3400/Winchester Street (Overton)
1.13 The assessment (Section 6) has taken into consideration local background traffic growth to 5 years after the year of application (2020), together with identified committed developments in the locality of the development site. The future year 2020 has provided the baseline traffic flows against which the development traffic flows have been assessed.
1.14 Analysis has also been undertaken of existing road safety conditions for the study area. This has had regard to the latest 5 year accident statistics.
1.15 The following research has been undertaken in the preparation of this Transport Assessment:
. Review of local transport infrastructure and facilities;
. Analysis of existing traffic levels on the local highway network;
. Acquisition and analysis of existing road safety conditions and potential implication of the proposed development;
. Assessment of the operation and capacity of the identified junctions.
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Development Site History
1.16 An outline application was previously submitted (ref: BDB/44168) for residential development of 60 dwellings on the southern part of the site. This was refused in 2000, for reasons that was located outside the established settlement boundary, would have an adverse impact on the character of the area, the Conservation Area and adjacent listed buildings and, in the absence of any suitable agreements, would not contribute to affordable housing and local infrastructure. All these previous reasons for refusal have been addressed in this planning application.
1.17 The development site was assessed for its suitability to accommodate residential development under the BDBC Strategic Housing Land Availability Assessment (SHLAA), Report 10 (January 2015). The site reference is ‘OV003’ and is a category 1 site being considered ‘worthy of further consideration for inclusion as strategic allocations in the Local Plan.’
1.18 The conclusions of the SHLAA site appraisal have found the site to be (ref: appendix 4, SHLAA Report 10, August 2015):
‘available and may, in principle, be suitable and achievable, subject to further testing through the Local Plan process, although there are policy designations and landscape issues which need to be considered’
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2 POLICY AND GUIDANCE
2.1 The Government is seeking to reduce the increasing impacts on the environment associated with transportation though the delivery of national and local transportation policies. The overarching aim at each level is to reduce the need to travel, and the level of private car journeys that are generated.
National Planning Policy
2.2 The National Planning Policy Framework (NPPF), March 2012, replaces the former Planning Policy Guidance Notes and Statements 1 to 25 (PPG13: Transport inclusive). At the heart of the NPPF is a presumption in favour of sustainable development. Three roles of sustainable development are identified: economic, social and environmental.
2.3 A set of core land-use planning principles have been identified for plan and decision making purposes. Of these principles, it is identified that planning should: actively manage patterns of growth to make the fullest possible use of public transport, walking, cycling and focus significant development in locations which are or can be made sustainable.
2.4 The NPPF advises that transport has a role to play in facilitating sustainable development as well as contributing to wider sustainability and health objectives. The transport system needs to be balanced in favour of sustainable transport modes and to maximise use, however it is recognised that opportunities will vary from urban to rural areas.
2.5 Government transport policy is aimed at reducing the need to travel and the proportion of journeys made by private cars. To deliver a sustainable transport system, development should be located where the need to travel and journey length will be minimised and the use of sustainable transport can be maximised. Taking into consideration the proposed development, the following location design principles are relevant:
. To give priority to pedestrian/cycle movements and have access to high quality public transport facilities;
. Develop a layout which minimise conflicts between traffic and cyclists or pedestrians;
. Incorporate facilities for charging plug-in and other ultra-low emission vehicles; and
. Consider the needs of people with disabilities.
2.6 The NPPF advises that development should be approved unless any adverse impacts of doing so would significantly and demonstrably outweigh the benefits. In paragraph 32 of the document, it is stated that development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe.
2.7 National Planning Practice Guidance (NPPG), March 2014, provides web-based guidance in support of the NPPF. Previous guidance documents have been replaced by new guidance, with the intention of replacing other current guidance. With regard to whether to provide a Transport Assessment, Transport Statement or no assessment, the guidance states:
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“Local planning authorities, developers, relevant transport authorities, and neighbourhood planning organisations should agree what evaluation is needed in each instance.”
2.8 The guidance states that Transport Assessments/Statements and Travel Plans can positively contribute to;
“encouraging sustainable travel; lessening traffic generation and its detrimental impacts; reducing carbon emissions and climate impacts; creating accessible, connected, inclusive communities; improving health outcomes and quality of life; improving road safety; and reducing the need for new development to increase existing road capacity or provide new roads.”
2.9 The guidance states that Transport Assessments/Statements and Travel Plans should be proportionate to the size and scope of the proposed development, be tailored to particular local circumstances and be established at the earliest practicable stage of a development proposal.
2.10 The guidance continues by stating that these reports should be brought forward through collaborative ongoing working between the Local Planning Authority/Transport Authority, transport operators, Rail Network Operators, Highways Agency and other relevant bodies.
2.11 With regard to parking, the guidance moves away from the use of maximum parking guidance and states that:
“Maximum parking standards can lead to poor quality development and congested streets, local planning authorities should seek to ensure parking provision is appropriate to the needs of the development and not reduced below a level that could be considered reasonable”.
Local Guidance
2.12 The BDBC Local Plan covering the period 2011-2029 has been submitted to the Secretary of State, October 2014. Until such a time as the emerging Local Plan is adopted, the saved policies of the Adopted Local Plan (2001) remain current.
2.13 The Vision and overall objectives of the current Local Plan seek to ensure that the borough continues to grow and develop to provide facilities for residents, employees and the wider community, whilst continuing to protect and enhance its important natural assets and rich built and natural heritage. The objectives of the Local Plan are summarised as follows:
. Objective 1: To improve the economic, social and environmental well-being of residents, workers and visitors to the borough and to optimise quality of life
. Objective 2: The Council will work with partners and the community to ensure that necessary local services, facilities and infrastructure are retained to support local communities and are planned and provided in tandem with new housing and other development.
. Objective 3: The Plan will provide opportunities for decent homes, but identifying sustainable locations for up to an additional 8, 203 houses new dwellings between 2005
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and 2011. The Plan will also ensure that new residential development provides a mix of housing types and sizes, particularly affordable and key worker housing.
. Objective 4: the Plan promotes a strong and dynamic local economy to provide a range of jobs for local people mainly by identifying ad protecting key employment locations and encouraging the regeneration of appropriate employment sites for employment use and diversification of the rural economy.
. Objective 5: the Plan will protect and enhance the boroughs natural and built environment for the enjoyment of all, promoting opportunities to secure the regeneration and renewal of the built and natural environments
. Objective 6: Walking, cycling, the use of public transport and appropriate levels of car use will be promoted by ensuring that development is located in accessible locations, consistent with priorities in the Local transport Plan. Furthermore, in both urban and rural areas, alternative modes of transport to the car will be promoted through the development of safe, accessible and attractive transport networks, including securing directly related improvements from new development schemes.
. Objective 7: the council will strive to ensure that it maximises community
2.14 Policy E1 ‘Development Control’ focusses in maintain and securing high quality new development in the local borough:
‘proposals for new development will be permitted provided that they are of a high standard of design, make efficient use of land, respect the amenities of neighbouring occupiers, and do not result in in appropriate traffic generation or compromise highway safety. All development proposals should…iii. Not generate traffic of a type or amount inappropriate for roads, properties or settlements in the locality ad provide safe and convenient access for all potential users, integrating into existing movement networks and open spaces’
2.15 Policy A1 refers to parking for new development. The provision of parking will be ‘flexibly assessed, dependent on individual circumstances, using as a basis the car and other parking standards set out in the Council’s Parking Strategy and Standards Supplementary Planning
Guidance.’ Further reference has been made to the Parking SPG to inform the proposed level of car parking on-site.
2.16 To ensure that developments are situated in locations which encourage walking, cycling and use of public transport services new developments are subject to the requirements of saved Policy A2:
The Borough council will only grant planning permission for developments with vehicular and pedestrian generation implications where: i. cycling and walking infrastructure are integrated with the development and linked with surrounding networks; and ii. Development takes account of the needs of public transport.
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Elsewhere within the Plan area opportunities will be examined to improve provision for pedestrian, cyclists and to encourage the use of public transport including community transport in areas not serviced by conventional public transport. Additionally, the funding of local transport improvements will be sought in conjunction with new development where appropriate.
2.17 The BDBC Strategic Housing Land Availability Assessment (SHLAA), Report 10 (January 2015) considers the site for residential development. The site reference is ‘OV003’ and as a category 1 site is considered ‘worthy of further consideration for inclusion as strategic allocations in the Local Plan.’
2.18 The conclusions of the SHLAA site appraisal have found the site to be (ref: appendix 4, SHLAA Report 10, August 2015):
‘available and may, in principle, be suitable and achievable, subject to further testing through the Local Plan process, although there are policy designations and landscape issues which need to be considered’
2.19 Hampshire County Council is the Local Highway Authority (LHA) and has subsequently developed the Transport Strategy for the County, inclusive of Overton. The transport strategy is contained within the Third Hampshire Local Transport Plan (LTP3) covering the period 2011 – 2031. This was formally approved in February 2011 and is organised in two parts: a broad 20 year strategy and a 3 year Implementation Plan covering expenditure over the period April 2011 to March 2014. It can “provide the context to help this movement in ways that maximises opportunity, health and the value of time” in order to “help people maintain their quality of life and go about their daily business”.
2.20 The main priority is to “maintain Hampshire’s key transport resource: our highway network” as “roads and railways are the arteries on which Hampshire’s economy and prosperity depends”.
2.21 Hampshire County Council are passionate about keeping their transport network moving and endeavour to invest in sustainable transport improvements to offer and encourage “attractive” alternative modes of travel. They have identified that in the long term, the highway network is expected to exceed its capacity therefore, it is essential in “ensuring that a choice of attractive alternatives are available”.
2.22 Policies have been set out to deliver the vision for the region of South Hampshire, which is to create:
“a resilient, cost effective, fully-integrated sub-regional transport network, enabling economic growth whilst protecting and enhancing health, quality of life and environment”.
2.23 The principal challenges and relevant policy objectives for Hampshire are as follows:
. Ensuring that a high quality transport network is effectively maintained and managed and that the transport network supports and enables growth.
. Manage traffic to maximise the efficiency of existing network traffic.
. Improve and increase bus travel to reduce dependency on the private car for journeys on interurban corridors.
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. Apply manual for streets principles to support a better balance between traffic and community life.
. Invest in sustainable transport measures including walking, cycling and develop a high quality bus transport provision.
Census Travel Statistics
2.24 Reference has been made to the local ward travel data. Table 1 presents the current modal split for the method of Travel to Work for the local ward: Overton, Laverstoke and Steventon.
Table 1: Overton, Laverstoke and Steventon Ward 2011 Method of Travel to Work Data (Usual residents) Local Ward Region Country Authority Overton, Laverstoke Basingstoke South East England and and Deane Steventon Underground 0% 0% 0% 4% Train 9% 6% 8% 6% Bus, Minibus or Coach 4% 5% 5% 8% Taxi 0% 0% 0% 1% Motorcycle, Scooter or Moped 1% 1% 1% 1% Driving a Car or Van 70% 70% 65% 60% Passenger in a Car or Van 5% 5% 5% 5% Bicycle 1% 2% 3% 3% On Foot 9% 10% 12% 11% Other Method of Travel to Work 1% 1% 1% 1%
2.25 The modal split data indicates that the vast majority of ward residents will travel to work via private car, at a level commensurate with B&D but in excess of the south-east and national average. Notably, although less than 10% of the total, more residents of the ward travel to work via train than all comparable areas, indicating the importance of Overton railway station in
facilitating sustainable transport use.
Further Guidance
2.26 Further advice on the location and design credentials of the scheme have been considered with reference to the following documents:
. CIHT: Planning for Public Transport in Developments (1999);
. CIHT: Providing for Journeys on Foot (2000);
. Manual for Streets (2007);
. Manual for Streets 2 (September 2010);
. Hampshire Companion Document to Manual for Street (January 2010).
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3 EXISTING SITUATION
Site Location
3.1 The site is located to the northern side of Overton approximately 650m from the village centre. The site is situated east of the B2051, Kingsclere Road. It is bounded by a railway line on an embankment to the north, and paddocks immediately to the south, beyond which is St Mary’s Church and the village centre.
3.2 Part of the eastern boundary is faced by existing residential development, and the west by Overton C of E Primary School with a wooded belt leading onto Court Drove. The site slopes down from the western and eastern sides to the centre.
3.3 The B3051, Kingsclere Road provides a key link to the A339 for those travelling towards Newbury. Overton railway station is accessed from the B3051 approximately 800m north of the site. South of the site the B3051 forms part of the village’s central cross roads linking with the B3400 (east and west) and Winchester Street (south). The B3400 forms the main village through route, continuing east to Basingstoke and west to the A34.
3.4 North east of the site are residential areas around Overton railway station, with the residential areas of Church Road and Court Drove to the south and south west of the site. The nearest primary school is located a maximum 400m west of the site, on Court Drove. The village centre offers a selection of local shops and amenities (Figure 2), located circa 650m south of the site.
3.5 The nearest local large employment destination is Basingstoke, located approximately 8.5Km east of the site which is accessible via train from Overton railway station, with the journey taking 8 minutes. Overton Village supports the e La Rue business park approximately 1.5Km north east of the site. The business park at Kingsclere village is located approximately 9.9Km north of the site, with Andover and Winchester situated east and south of the site circa 18km an 29km respectively.
3.6 The site is conveniently located 850m from Overton railway station which provides frequent services to Basingstoke, London Waterloo, Andover, Salisbury and Exeter. Local bus services
operate from the bus stops on the Kingsclere Road (600m) and from the village centre (650m) to Basingstoke, Andover and Winchester. The site is therefore exceptionally well located to access public transport services.
Local Highway Network
3.7 Overton village is developed around the central cross roads of the B3400(w)/B3051/B3400(e)/ Winchester St. The B3400 provides a local principal road link between the A34 (west) and Basingstoke (east). The B3051 (Kingsclere Road) continues north to the village of Kingsclere linking with the A339 which provides access to Newbury (north) and Basingstoke (south). Winchester Street provides access to the A303 which provides links to the M3 Junction 8, A30 and A33 (west) or an alternative route to the A34 (east).
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3.8 Kingsclere Road is subject to a 30mph speed restriction, enforced on approach to the railway line and therefore well in advance of the residential area. There is some road surface treatment south of the site providing cautionary directions to drivers due to the increased activity associated with the side road junctions. The carriageway is approximately 6m wide facilitating two way traffic flow with street lighting present. There are footways to the eastside of the carriageway past the site frontage to Church Road. After the junction of Church Road/Kingsclere Road, the carriageway switches to the west-side of the carriageway, however no formal crossing point is provided here. Pedestrian crossings are provided in the form of dropped kerbs.
Access on Foot/Cycle
3.9 The development site is located approximately 600m north of the village centre. Pedestrian access to the village centre is provided via Kingsclere Road. An alternative route is available via Court Drove and Bridge Street, which are residential roads.
3.10 Pedestrian footways are present to the length of Kingsclere Road linking with the village centre and wider residential network. Vehicle speeds on Kingsclere Road and within the village are restricted to 30mph, such vehicle speeds are thus considered to encourage pedestrian movement. The profile of Kingsclere Road rises up from the village centre, towards the railway line at no more than a 6% incline, this is not considered to be impassable on foot.
3.11 There is a Public Right of Way (PROW) which runs east-west along the site’s southern-most boundary between Kingsclere Road and Court Drove. This route provides access to the local primary school situated on Court Drove. The PROW extends north-west of Kingsclere Road providing an alternative (seasonal) route to Overton railway station.
3.12 There is an informal crossing point situated south of the site on Kingsclere Road aligned with the PROW.
3.13 The village cross-roads provide a formal signalised crossing facility across Kingsclere Road and the B3400 with tactile paving. Footways are present to both sides of the carriageway through the High Street enabling safe access to all local facilities and amenities.
3.14 Manual for Streets (MfS) guidance considers that a walkable neighbourhood is one which has a
range of facilities within 10 minutes walking distance (up to 800m) of residential area, which residents can comfortably access on foot. It is stated that this shouldn’t be considered an upper limit, with previous government policy (PPG13) indicating that walking can replace short car trips of up to 2km. This is reflected in the IHT guidance ‘Providing for Journeys on Foot’ (2000), which recommends suitable maximum walking distances of up to 2km for key trip ends (Table 4 refers).
Table 2: Suggested Acceptable Walking Distances Commuting / Town School / Sight- Elsewhere Centres Seeing Desirable 200m 500m 400m
Acceptable 400m 1000m 800m Preferred Maximum 800m 2000m 1200m
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3.15 An assessment has been undertaken of local facilities and their proximity to the development to establish the potential walkability of the site. Table 5 provides a summary of key trip ends and their compliance with IHT guidance in terms of journey distance and times on foot.
Table 3: Journey Distance and Time to Key trip ends and Compliance with MfS and IHT guidance Within Within Distance Walk Preferred Cycle Preferred Facility Preferred Preferred (metres) Time Maximum Time Maximum Maximum Maximum Bus Stops 600 00:07:21 400 - - - Rail Station 850 00:10:24 800 - 02:38:58 5000 Rail station 700 00:08:34 800 02:10:55 5000 (via proposed link to Hill Meadow) Primary School 400 00:04:54 2000 01:14:48 5000 Village centre 650 00:07:58 800 02:01:34 5000 Co-Op Convenience Store 650 00:07:58 800 02:01:34 5000 Post Office 650 00:07:58 800 02:01:34 5000 GP Surgery 850 00:10:24 800 02:38:58 5000 Community Centre 600 00:07:21 800 00:00:00 5000 Pharmacy 650 00:07:58 800 02:01:34 5000 Distances are measured from the centre of the with the exception of the Primary School which is measured from the site access and access is ought via the existing public right of way.
3.16 Table 5 indicates that all the local facilities and amenities which residents would wish to access are situated within reasonable walking/cycling distance. Whilst the local bus stops and railway station are located slightly beyond the preferred maximum walking distance, they are not considered inaccessible on foot (Table 5). The creation of a pedestrian access via Hill Meadow would ensure that pedestrians can reach Overton railway station within the preferred maximum.
3.17 The local ward census data (Table 1) indicates the currently 9% of local residents travel to work by rail and on foot. The majority of the village residential areas lie south of the village centre and therefore journey distances to the railway station are much further than for North Field, for example the residential area of Pond Close is located some 2.3km from the rail way station. It is clear that the site is enviably located to encourage pedestrian and cycle journeys to key local services/amenities and public transport modes which is of critical importance in Overton where the majority of existing residents rely on their private car for key journeys.
3.18 Former government policy (PPG13) indicated that cycling can be an effective form of travel for journeys up to 5km. This is supported in more recent government lead research within the ‘Smarter Choices Programme’ which has proven that significant levels of modal shift can be achieved for journeys up to 5km. DMRB guidance suggests that a greater distance of 5 miles is achievable for cycling, particularly for leisure purposes.
3.19 Figure 2 provides an overview of Overton and the potential walking and cycling catchment of the development. This demonstrates that all of central Overton and the railway station is within easy cycling distance of the development.
3.20 When cycling to the village centre and railway station, the most direct option is via Kingsclere Road. This route is a restricted 30mph road overlooked by local residential properties. The route is uphill out of the village centre but not considered impassable. Cycle parking facilities are available within the village centre and at the railway station.
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3.21 The site benefits from being within the preferred maximum distance of 5km for identified local trip ends (Table 5 and Figure 2). The local road network supports this, offering conducive routes for cycling and would thereby facilitate the opportunity to travel by bicycle.
Bus services
3.22 The nearest bus stops are available on Kingsclere Road (Figure 3), served by the existing number 74 Overton shuttle Service. This service operates a circular service around the local community. Further bus stops are located at the village centre opposite the library, these bus stops are served by additional inter-urban services Andover, Basingstoke and Winchester.
3.23 The number 76 service offers the most frequent (30mins frequency) and direct service into Basingstoke and Andover. Services operate Monday-Sunday as summarised in Table 4. The number 86 also provides an hourly service to/from Winchester. Additional college services are available twice daily during term time only. It is anticipated that a key trip destination for employment and leisure purposes will be Basingstoke, which can be accessed via the services identified below. The local bus network is presented in Figure 3.
Table 4: Summary of Local Bus Services Mon-Fri Saturday Sunday Operating Typical Operating Typical Operating Typical No. Route Hours Frequency Hours Frequency Hours Frequency 74 Overton Shuttle * (TTH) 1000-1330 30mins 1000-1330 30mins N/A N/A 76 Basingstoke-Overton-Andover ** 0737-2330 30mins 0748-2330 30mins 0940-1740 60mins 86 Hatch Warren-Overton-Winchester ** 0650-1640 60mins 1040-1640 2hourly N/A N/A Twice Daily 86X Hatch Warren-Winchester ** 0747 & 1716 N/A N/A N/A N/A (col) Twice Daily 0802 & 1701 N/A N/A N/A N/A 676 Queen Marys College –Anna Valley ** (col) Key: * Bus Stop on Kingsclere Road ** Bus Stop in village centre col College Service Only
TTH Tuesday and Thursdays only
Rail Services
3.24 Overton railway station Railway station is located approximately 850m northwest of the site, this distance is measured from the centre of the site via the site access. Should a link be provided between the site and Hill Meadow this will be advantageous in reducing journey distance and time on foot to the railway station. The station is operated by South West trains and provides direct links to London Waterloo, Basingstoke, Andover, Salisbury and Exeter. Table 5 provides a summary of the service frequency available.
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Table 5: Summary of Rail Services Operating from Overton Railway Station Mon-Fri Saturday Sunday
Operating Typical Operating Typical Operating Typical No. Route Hours Frequency Hours Frequency Hours Frequency
Exeter-Basingstoke, Woking 20 0745-2300 Hourly 0745-2300 Hourly 0900-2300 Hourly and London Waterloo Salisbury-Basingstoke and 20 0545-1920 Hourly 0545-1920 Hourly 0750 Once daily London Waterloo
3.25 The frequent rail service provides convenient access to Basingstoke in 9 minutes, London Waterloo, Andover in 15 minutes and Salisbury in 30 minutes.
3.26 Overton railway station has secure cycle lockers for 4 cycles and a further 4 cycle-stand parking spaces. Car parking is available on site for 38 vehicles including 1 accessible parking space. The station is accessible on foot and via the community bus service on Tuesday and Thursdays.
Baseline Traffic Conditions
3.27 The study area of the Transport Assessment has been agreed with HCC as part of the transport scoping consultation. Subsequently ATC and MCC data has been collated at the following locations:
. Kingsclere Road north of the site access (ATC)
. B3400(w)/B3501/B3400(e)/Winchester St (MCC)
3.28 360 Surveys Limited undertook the ATC surveys during 12th June 2014 – 18th June 2014, with the MCC surveys of the Overton junction undertaken Thursday 12th June 2014 of the same week.
3.29 The local network peak hours correspond with the typical commuter peak hours of 0800-0900 and 1700-1800. A summary of the two way traffic flow on Kingsclere Road at the site entrance is provided in Table 6 for the AM and PM peak hours. The full surveys are attached at Appendix 3.
Table 6 – Existing Traffic Flows (2014) Kingsclere Road Direction Northbound Southbound 08:00-09:00 179 171 17:00-18:00 112 137
3.30 The MCC data has provided the traffic flows and turning movements at the Overton cross roads junction. The full survey results are attached at Appendix 4. Queue length surveys were also undertaken and are also attached at Appendix 4.
3.31 The existing traffic flows for the AM and PM peak hours are illustrated in Appendix 5.
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Existing Operational Capacity Assessment
3.32 An assessment has been undertaken of the exiting situation at the identified junction of:
. J1: Overton Cross Road - B3400(w)/B3501/B3400(e)/Winchester St
J1 – Overton Cross Roads
3.33 The Overton cross roads junction comprises a 4 arm signalised junction with the B3400 forming the main through route of traffic between the A34 and Basingstoke. The junction has been assessed using the industry standard software LINSIG3. The model has been developed using the parameters that HCC were able to provide: maximum green times checked against current timings, phase and stage details and intergreen times. The model assumes that each of the 4 arms runs in turn - based on observation of the junction, all-red pedestrian stage, the pedestrian stage runs in every cycle, making a 5-stage cycle, different fixed times have been established for each run, keeping green times within the maximum and overall cycle time such as to validate the queue outputs against the observed queues.
3.34 LINSIG refers to the analysis of the Degree of Saturation (DoS) and extent of vehicular queuing. The DoS represents the percentage of vehicular demand to capacity on each approach to the junction, with a value of 100% meaning that demand and capacity are equal. The results of the assessments are summarised in Table 7 below. The full output report is attached at Appendix 6.
Table 7 : LINSIG Results: Overton Cross Roads Existing Situation (2014) AM Peak 0800-0900 PM Peak 1700-1800 Deg Sat Ave Delay Deg Sat Ave Delay MMQ MMQ (%) (s/pcu) (%) (s/pcu) B3051 Kingsclere Road 88.7 11 116 70.8 5 75 B3400 London Road 88.2 17 82 89.0 12 76 Winchester Street 96.9 17 143 79.6 6 84 B3400 High Street 89.0 16 93 81.4 10 65
3.35 The LINSIG assessment indicates that the junction is operating at capacity during the AM peak hour with a DoS of 96.9% on the Winchester Street arm during the AM peak hour. During the PM peak hour the maximum DoS is 89% on the B3400 London Road arm. The existing situation has been tested assuming the pedestrian stage is called within each cycle based on its village centre location, the assessment results therefore provide a robust baseline.
Highway Safety
3.36 Personal Injury Accident (PIA) data has been obtained from Hampshire Constabulary for the latest available five year period inclusive of 1st July 2010 to 30th June 2015. The search area includes:
. B3051 Kingsclere Road from the crossroad junction with B3400 High Street to the priority ‘T’ junction with Hilltop Road;
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. Bridge Street from the crossroad junction with B3400 High Street and the priority ‘T’ junction with Church Road / Court Drove;
. B3400 High Street between the B3051 and Bridge Street junctions; and
. Church Road / Court Drove between junction with Kingsclere Road and the railway bridge.
3.37 The data output is attached at Appendix 7 which shows that over the three year time period only four incidents occurred, with one serious and three slight incidents. No fatal PIAs were recorded. Figure 4 provides an illustrative plan of the PIA locations.
3.38 The serious PIA took place at the priority crossroad junction between B3400/B3051/Winchester Street, when a police car and ambulance travelling at high speed braked hard to avoid a collision. A paramedic travelling in the back of the ambulance fell over sustaining injuries.
3.39 A slight incident took place at the priority crossroad junction between B3400 High Street/Bridge Street/Red Lion Lane, whereby a van driver travelling westbound failed to look properly whilst overtaking a pedal cyclist intending to turn onto Bridge Street. Another incident involved a car travelling westbound along Court Drove near the junction with Glebe Meadow that collided with a pedestrian that misplaced their footing and entered the carriageway. The remaining slight incident occurred along the B3400 High Street as a car travelling westbound disobeyed the school crossing patrol and struck a pedestrian on the carriageway.
3.40 The PIA data demonstrates that a significantly low number of incidents occurred during the selected time frame for the local highway network surrounding the site. Neither injury incident occurred in the vicinity of the main site access nor on Kingsclere Road. It is considered that both injury incidents were due to road user error and were not as a result of the highway layout. It is therefore not considered that the proposed development traffic would have a detrimental impact on local road safety.
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4 PROPOSED DEVELOPMENT
Overview of Development Proposals
4.1 Dandara Ltd proposes to develop land at North Field, Overton, Hampshire for residential use. It is anticipated that the development would comprise up to 200 new homes including a proportion of affordable housing (40%) with associated car parking, alongside a 150sqm home working hub public open space and play space. The working hub is proposed to serve the immediate community of North Fields and that of the village of Overton. The purpose of the working hub is to provide a location to facilitate home working providing a space to hold meetings and connect to the internet.
4.2 Vehicular access will be taken from the B3051 Kingsclere Road with a secondary emergency vehicle only access from Court Drove. A separate pedestrian link will be provided to Overton railway station.
4.3 Land has also been set-aside to the western part of the site for future school use. Whilst this may incorporate proposals to improve drop-off/pick-up conditions currently experienced on Court Drove, this will not be confirmed until Reserved Matters stage.
4.4 The Applicant is proposing a residential development of up to 200 new homes. This will comprise of a mix of 2, 3, 4 and 5 bed houses. It is proposed to allocate 40% of the development for affordable housing in line with local policy. Table 8 provides a summary of the indicative housing mix proposed but which is subject to change at Reserved Matters Stage. A copy of the illustrative Masterplan is attached at Appendix 1.
Table 8: Proposed Housing Mix Housing Type Affordable Private Total 1 bed apartment 8 3 11 2 bed apartment 10 10 20 2 bed house 36 34 70 3 bed house 20 49 69
4 bed house 6 24 30 Total 80 120 200
Site Access
4.5 It is proposed to access the site from the B3051 (Kingsclere Road) at the existing access point by way of a priority junction with right turn lane. It is proposed to access the site on the site frontage onto Kingsclere Road, where there is a 30mph speed limit. Visibility splays of 2.4m x 90m are achieved at the junction as demonstrated in Drawing JNY8595-01 attached at Appendix 8.
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4.6 A splitter island and pedestrian refuge is to be incorporated into the junction arrangement north of the access, this would enhance the speed restriction along this section of road deterring vehicles from overtaking at this point. A pedestrian movement plan is attached Appendix 9 which demonstrates the pedestrian routes north and south on Kingsclere road from the site access. A PICADY assessment (Section 5.0) has confirmed that the proposed access arrangements operate well within capacity.
4.7 A Stage 1 Road Safety Audit will be undertaken of this proposed access arrangements with the report findings submitted to the LHA under separate cover.
4.8 A separate Emergency Vehicle Access is also proposed from Court Drove (Appendix 1) at an existing agricultural access point which currently takes the form of an unmetalled farm track. This would also provide an additional pedestrian/cycle access point to the development, serving leisure trips predominantly. It is proposed that bollards would restrict general motor vehicle access and would be accessible to emergency vehicles only in the unlikely event of the Kingsclere Road access being blocked.
Internal Road Layout
4.9 The application is submitted in outline and therefore only the principles of access are to be determined at this stage. The internal road layout will be the subject of a separate Reserved Matters application. Notwithstanding this, an indicative layout has been prepared and has regard for the design principles of Manual for Streets (MfS). This approach seeks to place the needs of non-motorised transport users above those of the motorist. The site will therefore encourage safe pedestrian and cycle movements to enable residents to consider walking and cycling for short journeys.
4.10 The layout incorporates traffic calming in the form of pinch points and road deflection. Shared surface areas within the development will further enforce low speed restrictions.
4.11 In view of the site being situated on a slope, regard has been had for the profile of each internal road. To enable pedestrian accessibility throughout the site, each road is designed with a profile of no greater than 1:12 in accordance with HCC guidelines.
4.12 The southern section of the site has been prepared in detail, demonstrating the Applicant’s
commitment to a high quality design. You can refer here to the southern section which has been designed to full detail to show our commitment to a high quality design and layout. The southern section has been designed in accordance with the guidelines contained within Manual for Streets and the Hampshire Companion Guide. A minimum carriageway width of 5.5m has been advised for the main spine road and 4.8m for access roads. The minimum carriageway width of shared surface areas is recommended at 4.8m. Footpaths should be between 2 and 3m in width to enable two-way pedestrian movements.
Car and Cycle Parking
4.13 Car and cycle parking will be provided for each residential home in accordance with the maximum local BDBC standards. The typical provision of parking is detailed in Table 7 and 8 below.
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Table 9: BDBC Residential Car Parking Standards Type Outer Urban & Rural Settlements With more than Between 20% and No. of allocated spaces 50% spaces 50% spaces per dwelling allocated unallocated 1 bedroom 1.0 1.25 2 or 3 bedroom 1.5 1.75 4+ bedrooms 2.5 2.75
4.14 Unallocated visitor parking will typically be provided as on street parking throughout the development.
Table 10: BDBC Residential Cycle Parking Standards Long Stay Short Stay 1 bedroom 1.1 1.0 2 / 3 bedroom 2.0 1.0 4+ bedrooms 2.0 1.0
4.15 Long stay cycle parking, for houses, requires secure covered parking for residents’ cycles, such as within a garage or shed, with short stay provision by way of a secure loop attached to the house or garage. Purpose built cycle storage will be required for communal cycle parking on higher density / flatted schemes with provision for short stay parking provided in the form of the ‘Sheffield Stand’ or equivalent.
4.16 The Working Hub is proposed to serve the immediate community and Overton and therefore it is anticipated that it would be accessed on foot or cycle. Parking for 4 bicycles is to be provided adjacent to the Working Hub and 2 car parking spaces.
Accessibility
Pedestrian/Cycle Access
4.17 The site is well located for accessing local amenities and facilities on foot, with many located within 800m (10 minute walk) of the site (Table 3). The existing footways and crossing points are considered to offer suitable routes to identified trip ends. The PROW south of the site provides direct access to the local primary school, with those north west of the site providing an alternative (seasonal) route to the Railway Station. The existing PROW is promoted to be improved, by widening and resurfacing on land controlled by Dandara, subject to the agreement of Hampshire County Council, secured through a S106 agreement
4.18 As part of the development, new pedestrian and cycle linkages are proposed onto Court Drove and with a separate foot link through to Hill Meadow. The link with Hill Meadow would provide a convenient route to Overton railway station and the bus stops on Kingsclere Road. Three links are proposed onto Court Drove, the most southerly provides access to the primary school with the two northerly links providing access to the AONB as illustrated in Appendix 10.
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4.19 These links would enhance the permeability of the site, linking with the existing pedestrian network. The link to Hill Meadow will provide a convenient and direct link to the rail station and bus stops. Regard has been had for the local key trip ends and these have informed the locations of the access points which form part of the illustrative Masterplan (Appendix 1).
4.20 A new footway is proposed north of the site access linking with the existing pedestrian crossing point. As part of the site access arrangements, a pedestrian crossing would be provided north of the access. The proposed infrastructure would ensure safe pedestrian movements across the Kingsclere Road. It is demonstrated in Drawing JNY8595.03 (Appendix 9) that pedestrians would be able access the footpaths north and south of Kingsclere Road conveniently from the site access.
Access by Local Bus and Rail Services
4.21 To encourage and maximise the opportunities for travel by public bus services, new developments are required to be ‘located so that public transport trips involve a walking distance of less than 400m to the nearest bus stop or 800m to the nearest railway station’ (ref: paragraph 5.21 Planning for Public Transport in developments, IHT 1999).
4.22 The nearest bus stops to the development are located on Kingsclere Road to the south of Hill Meadow. These are approximately 600m from the centre of the site, via the main site access and 300m via the proposed link to Hill Meadow. The bus stops on Kingsclere Road are served by the community shuttle service every Tuesday and Thursday (Table 4). More frequent services are available from bus stops located approximately 650m from the site in the village centre (Figure 3.1). These bus stops provide access more frequent urban and inter-urban bus services, 7 days a week (Figure 3.2) to Basingstoke, Andover and Winchester.
4.23 The site benefits from being located approximately 700m south west of Overton railway station via Hill Meadow. Pedestrian access can be sought via Kingsclere Road and the PROW or Kingsclere Road and Hilltop. Residents would therefore have access to an excellent level of public transport services.
4.24 The local 2011 census data (Table 1) which reported that 18% of trips to work are undertaken by rail and on foot. It is therefore considered that the site is well located to optimise the use of existing public transport modes by future residents thus reducing the reliance on private car use
which is a notable characteristic of Overton resident’s current choice of transport modes.
Refuse Collection and Servicing
4.25 Refuse collection points would be located so that residents should not have to carry waste more than 30m and waste collection vehicles are able to be within 25m of the storage point (Ref: Manual for Streets).
4.26 The site layout has undergone an Auto-Track assessment to ensure that a large refuse vehicle can enter and exit the site in forward gear. The assessment also demonstrates that the site layout enables a refuse vehicle to manoeuvre within the site, as illustrated in Drawing JNY8595- 02 attached at Appendix 11.
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5 DEVELOPMENT TRAFFIC
Development Trip Generation
5.1 The desire to travel and the mode of transport selected for a given journey is influenced by a number of factors including, for example: site location; accessibility by public transport; accessibility by other modes of travel to shops, schools and other facilities; car ownership and other socio-economic factors. Consequently, trip generation and the mode of travel can vary considerably.
5.2 A search was undertaken of the TRICS database applying specific search criteria similar to that listed below:
. Land-Use: Residential
. Housing Type: Private Housing
. Sub Category: Detached, Houses and Flats
. Number of units: 10 – 300 units
Average no. Units = 165
. Situation: ‘Suburban Area’
. Sub category: ‘Residential zone/out of town’
. Location: Sites in Greater London, Scotland, Ireland
and Northern Ireland excluded
. Travel Plan: No
. Survey days: Weekday (Monday – Friday)
5.1 The TRICS database has provided trip rates for residential developments of a similar size and characteristics. The trip rates are presented in Table 11 with the resulting trip generation for 200 units alongside. The full TRICS report is attached at Appendix 12. These trip rates were agreed with HCC (Appendix 2). A comparative assessment of these trip rates with that of the recently consented Overton Hill (ref: 13/00197/OUT) Application indicates similarity between the trip rates also.
Table 11: TRICS Trip Rates/dwelling and Trip Generation for 200 Residential Units Trip Rate/Dwelling Trip Generation (200 units)
Arrivals Departures Two Way Arrivals Departures Two Way
08:00-09:00 0.126 0.456 0.582 25 91 116 17:00-18:00 0.409 0.200 0.609 82 40 122 07:00-19:00 2.500 2.594 5.094 500 519 1019
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Trip Distribution and Assignment
5.2 Travel patterns for the site are anticipated to reflect those of the current residents of Overton. An analysis of local census Origin-Destination data was undertaken for the Overton, Laverstoke and Steventon ward. The data indicates that 16% of the development traffic would travel northbound and 84% would travel southbound at the site access. HCC agreed that this would seem reasonable based on the likely journey destinations (Appendix 2).
5.3 Based on these proportions, the assignment of development traffic at the site access is presented in Table 12.
Table 12: Development Traffic Assignment at Site Access
Assignment Arrivals Departures Northbound (B-C) 4 15 08:00-09:00 Southboundv (B-A) 21 77 Northbound (B-C) 13 6 17:00-18:00 Southboundv (B-A) 69 34
5.4 The distribution and subsequent assignment of development traffic elsewhere on the network is based on the observed turning movements reported during the MCC surveys. The development access is located on the B3051 (Kingsclere Road), therefore turning proportions are based on traffic flows to/from the Kingsclere Road presented in Table 13.
Table 13: B3400/Winchester Road/Kingsclere Road -Traffic turning proportions – Kingsclere Road Traffic Movements Arrivals Departures West (B3400) 17% 12% 0800-0900 East (B3400) 31% 41% South (Winchester Rd) 52% 47% Arrivals Departures West (B3400) 21% 28% 0800-0900 East (B3400) 41% 41%
South (Winchester Rd) 38% 31%
5.5 The resulting assignment of development traffic at the Overton cross roads junction is presented in and illustrated in Appendix 13. The development traffic flows are considered to be relatively low.
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Table 14: B3400/Winchester Road/Kingsclere Road – Development Traffic Assignment Arrivals Departures
West (B3400) 2 11 0800-0900 East (B3400) 7 31 South (Winchester Rd) 12 34 West (B3400) 11 8 1700-1800 East (B3400) 27 9
South (Winchester Rd) 31 17
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6 TRAFFIC DEMAND ASSESSMENT
Future Year Baseline
6.1 It is anticipated that the development could be completed and occupied by the end of 2020. In accordance with best practice, growth factors should be applied to the baseline traffic flows using NTM central forecast and adjusted to reflect local conditions using TEMPRO. This is to assess the future impact of the development for a year when the development should be built out and operational.
6.2 Growth rates for the operational year of 2020 have been obtained for the AM and PM peak for the local area of Overton (Appendix 14). These are listed below:
2015 - 2020 AM Peak 1.091 PM Peak 1.092
6.3 A review of any committed development in the area with associated traffic generation affecting the highway network during the peak hours has been undertaken. One development site was identified, ‘Overton Hill’ planning reference: 13/00197/OUT. The development traffic flows have been extracted from the approved Transport Assessment and have formed part of the future year assessments. The committed Development Traffic flows are reproduced at Appendix 15.
6.4 The future baseline traffic flows without and with committed and proposed development traffic flows are presented in Appendix 16.
Operational Assessment
Site Access
6.5 The site access/B3051 junction has been tested for the future year scenarios using the PICADY9 software. The results of the assessment are attached at Appendix 17 and summarised in Table 15 below. PICADY is the industry standard software for assessment of simple priority T-junctions. The threshold of ratio flow capacity (RFC) is typically measured against a theoretical capacity of 1.0.
Table 15 – PICADY Assessment Site Access/B3051 Future Year 2020 + Development Traffic (200 units) Morning Peak (08:00-09:00) Evening Peak (17:00-18:00) Av. Delay Av. Delay Arm End Queue End Queue RFC per veh RFC per veh (veh) (veh) (sec) (sec) Site 0.224 1 10 0.094 1 8 Access B3051(n) 0.007 0 6 0.023 0 6
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6.6 The operational assessment has found that the proposed site access junction would operate with sufficient spare capacity. A maximum RFC of 0.224 is reported, occurring during the AM peak hour and 0.094 during the PM peak hour on the site access arm. Queueing of no more than 1 vehicle is anticipated on the Kingsclere Road. No impact on through flow of traffic is therefore anticipated.
J1: Overton Cross Roads
6.7 A future year (2020) baseline assessment has been undertaken and compared with that of the future year with development traffic scenario. The results of the LINSIG assessment are summarised in Table 16 to 18 with the full reports attached at Appendix 6. The following assessments have been undertaken:
. Future Year 2020
. Future Year 2020 + Committed Development
. Future Year 2020 + Proposed Development
. Future Year 2020 + Committed Development + Proposed Development
6.8 The assessments have been based on the existing maximum green times provided by HCC and that the pedestrian crossing is called on each cycle, presenting a worst case scenario.
Table 16: LINSIG Assessment Overton Cross Roads Future Year 2020 Baseline AM Peak 0800-0900 PM Peak 1700-1800
Ave Deg Sat Deg Sat Ave Delay MMQ Delay MMQ (%) (%) (s/pcu) (s/pcu) B3051 Kingsclere Road 96.7 14 155 77.3 6 83 B3400 London Road 95.8 22 110 97.5 17 113 Winchester Street 105.5 25 235 87.1 8 101 B3400 High Street 96.7 20 125 87.1 12 79
6.9 For the 2020 baseline (Table 16), a maximum DoS of 105% is anticipated during the AM peak
hour on the Winchester Street Arm and 87% on the B3400 London Road and Winchester Street arms during the PM peak hour.
6.10 Table 17 presents the results of the future year 2020 + committed development traffic based on a cycle time which would maintain the current maximum green times and same cycle time as the 2020 baseline model. This scenario is essentially the future year consented scenario if the Overton Hill residential development is built out.
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Table 17: LINSIG Assessment Overton Cross Roads Future Year 2020 Baseline plus Committed Development AM Peak 0800-0900 PM Peak 1700-1800
Ave Deg Sat Deg Sat Ave Delay MMQ Delay MMQ (%) (%) (s/pcu) (s/pcu) B3051 Kingsclere Road 97.2 15 158 79.1 6 86 B3400 London Road 102.8 32 173 101.8 22 152 Winchester Street 106.6 27 251 90.1 8 112 B3400 High Street 98.7 22 140 93.4 14 95
6.11 This sets out that if the Overton Hill residential development is built out, as consented, then the traffic it would generate would result in an increase to the DoS’s and queue lengths with the junction operating in excess of capacity during the AM and PM peak hours. This is a consented scenario without the consideration of this proposal.
6.12 Table 188 presents the results of the future year 2020 + proposed development traffic based on a cycle time which would maintain the current maximum green times.
Table 18: LINSIG Assessment Overton Cross Roads Future Year 2020 + Proposed Development AM Peak 0800-0900 PM Peak 1700-1800
Ave Deg Sat Deg Sat Ave Delay MMQ Delay MMQ (%) (%) (s/pcu) (s/pcu) B3051 Kingsclere Road 118.2 41 417 94.9 10 140 B3400 London Road 100.6 27 148 105.4 27 197 Winchester Street 109.4 31 281 100.8 13 179 B3400 High Street 101.3 25 166 92.6 13 92
6.13 As can be seen, the proposed development would have a similar effect to the consented development and the junction would operate in a similar manner to that when Overton Hill is considered. Overton Hill has received planning consent and it was considered that its impact at this junction was acceptable. On this basis, the impact of this proposal on the junction should also be considered acceptable.
6.14 The following table (Table 199) presents the results of the future year 2020 + committed + proposed development traffic based a cycle time which would maintain the current maximum green times.
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Table 19: LINSIG Assessment Overton Cross Roads Future Year 2020 Baseline + Committed + Proposed Development Traffic (200 units) AM Peak 0800-0900 PM Peak 1700-1800
Ave Deg Sat Deg Sat Ave Delay MMQ Delay MMQ (%) (%) (s/pcu) (s/pcu) B3051 Kingsclere Road 118.6 41 422 96.8 10 152 B3400 London Road 107.8 40 244 109.7 35 255 Winchester Street 110.6 32 296 103.8 16 211 B3400 High Street 103.5 28 193 95.1 15 103
6.15 With the addition of the committed development (Overton Hill) over and above this proposal, the DoS’s and queue lengths would further increase over and above those when only considering this proposal.
6.16 The above assessments have been undertaken assuming the pedestrian phase is called every cycle, which reduces the amount of overall green time to vehicles and represents a worst case in terms of the junction performance. Furthermore, the LINSIG3 software assumes a fixed cycle time and green times throughout each period as it is not sophisticated enough to model the changing phase times cycle-by-cycle. This further represents a worst case in terms of the junction performance.
6.17 The modelled saturation flows at the junction are at the lower end of typical conditions to ensure a worst case scenario, particularly in comparison to previous modelling of the junction that has been accepted. Given that each arm operates separately, the lane widths are effectively increased to ‘local’ vehicles that regularly pass through the junction, thus resulting in increased saturation flows. This has not been accounted for and further represents a worst case in terms of the junction performance
6.18 In addition, the modelling has been undertaken without any optimisation of the junction. Adjustments to the phase green times and cycle time has proven to improve the performance of the junction however, this is not presented.
6.19 It is also noted that the assessments have been undertaken without consideration to the Travel Plan which seeks to promote sustainable travel and reduce single occupancy vehicle trips. If the targets set out in the Travel Plan were to be considered then this would improve the performance of the junction. The targets have not been considered in the above and therefore, the assessments are further a worst case assessment.
Link Impact
6.20 To quantify the impact of the increase in traffic flow on the main through route, B3400, a review of the proportional increase in flows following the addition of the development traffic for the future year 2020 +committed development has been calculated. The traffic increases in both directions are presented for the AM and PM peak hours in Table 20.
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Table 20: B3400/Winchester Road/Kingsclere Road- Proportional Increase in Traffic Flows Following addition of development Traffic AM: 0800-0900 PM: 1700-1800 East West East West B3400 4% 2% 5% 3%
6.21 The projected increase in traffic flows on the B3400 for both peak periods as a result of the development traffic are no more than 5% during both the AM and PM peak hour.
6.22 The IEMA Guidelines for Environmental Assessment provide guidance based upon knowledge and experience of environmental effects of traffic. Increases of less than 30% generally result in imperceptible changes in the environmental effects of traffic. At a simple level, the guidance considers that projected changes in total traffic flow of less than 10% create no discernible environmental effect. The results of the Transport Assessment have corroborated the conclusions of the Screening Opinion, that ‘no likely significant effects concerning impacts to existing highways are envisaged as a result of the proposal.’
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7 MITIGATION
7.1 This Transport Assessment has demonstrated that the impact of the development traffic on the operation of the local highway network is not severe. Notwithstanding this, Government transport policy recognises that our quality of life depends upon transport and ease of access to jobs, shopping, leisure facilities and services. This requires a safe, efficient and integrated transport system. Government policy seeks, wherever possible, solutions that reduce the impact of road users on each other and the environment and improve road performance through better network management and facilitating smarter journey choices.
7.2 An interim Travel Plan has been prepared and is submitted as part of this application to accord with HCC requirements (Appendix 2). The Travel Plan will aim to achieve a reduction in overall car trips generated by the development. A final Travel Plan will be prepared should outline planning permission be granted, to include targets once a baseline travel survey has been undertaken of the development.
7.3 The Travel Plan will be coordinated by a Travel Plan Coordinator (TPC). The TPC would operate the Travel Plan for the monitoring period.
7.4 A number of measures are proposed for implementation as part of the Travel Plan. These measures are intended to raise awareness and encourage travel by the available sustainable travel modes. These suggested measures include:
. Travel Information Pack for each household distributed at the time of occupation. This would contain all promotional materials, maps, timetables and travel vouchers, providing an introduction to the Travel Plan and the local area;
. Subsidised bus vouchers for use on local bus services, for each 1st occupant of each household;
. Subsidised cycle vouchers (towards purchase or accessories), for each 1st occupant of each household;
. Community website to contain all travel information as well as further community information. This would supplement the Travel Information Pack and provide an interactive resource and would be updated regularly;
. Personalised Travel Planning will be offered to residents;
. Promotion of car sharing;
. Provision of all bus and rail maps and timetables;
. Provision of walking and cycling maps and where possible journey times/distance to key destinations would be included;
. Information upon the health benefits of walking and cycling and the environmental benefits of reducing car use.
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7.5 The progress of the Travel Plan towards achieving the modal shift targets will be monitored biannually in consultation with HCC. A subsequent review will follow each monitoring period to ensure that the Travel Plan remains effective over the lifetime of the plan.
Construction Traffic Management Plan
7.6 A Construction Traffic Management Plan (CTMP) would be prepared as a condition of planning permission. Construction vehicles would be routed on strategic routes wherever possible to minimise any potential impact. In view of the land available within the development site, construction vehicles would park on-site within an identified compound. Further details regarding construction vehicles would be provided within the CTMP.
Off-site Enhancement Measures
7.7 The site is located within suitable walking and cycling distance of the railway station. Currently cycle parking is provided for a limited number of bicycles. In order to enhance access to the station from the site, the Applicant would welcome further discussions with the LHA with regard to contributions towards improving the cycle facilities at the station.
7.8 Applicant would look to upgrade the existing PRoW ‘in agreement with all other interested parties including landowners and the Local Authority’ to accommodate cyclists. Such an improvement would enable through cycle movements between Court Drove and Kingsclere Road, facilitating convenient access to the primary school.
7.9 The foregoing enhancement measures would be the subject of approval with the LHA and secured by Section 106 agreement.
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8 SUMMARY AND CONCLUSIONS
Summary
8.1 The Applicant is seeking planning permission for a residential development of up to 200 dwellings with 40% allocated for affordable housing in line with local policy.
8.2 The vehicular access to the site will be sought via the existing access point on Kingsclere Road (B3051). An emergency vehicular only access is proposed on the western boundary of the site onto Court Drove at the point of an existing agricultural access point which takes the form of an unmetalled farm track.
8.3 The Application is submitted in Outline with all matters reserved other than access. A section of the development however is submitted in detail, as identified in Appendix 1. Notwithstanding this, the internal layout and site access arrangement have been designed in compliance with national and local deign guidance including pre-application engagement with HCC and BDBC. The internal road layout has a road design speed of 20mph incorporating traffic calming and shared surface areas, taking into consideration the design principal of the Manual for Streets.
8.4 Parking is to be provided on site in accordance with BDBC residential parking standards. For those 11 properties which are submitted in detail, the full parking provisions are compliant with local policy.
8.5 The site location is considered to be sustainable in terms of accessibility by sustainable travel modes, notably rail and travel on foot. It has been demonstrated that many of the local facilities and key trip ends are within a reasonable walking and/or cycling distance. Frequent local and inter-urban bus services are accessible from the village centre and Overton railway station.
8.6 Personal injury accident data has been procured for the surrounding area. This data has identified a total of 4 incidents in the latest 5 year period available to 30th June 2015. A total of 4 PIAs were reported of which 3 resulted in slight injury and 1 resulted in serious injury. The incidents are considered to have resulted from driver error and not as result of any highway safety issues.
8.7 The Transport Assessment study area includes the B2051/B3400(n)/Winchester St/B3400(w) and the proposed Site Access Road/Kingsclere Road. The local transport conditions have been surveyed by way of Automatic Traffic Surveys (ATC) and Manual Classified Counts (MCC).
8.8 The MCC surveys reported that the local network peak hours occur between 0800-0900 and 1700-1800. These periods coincide with the typical morning and evening commuter peak hour.
8.9 The existing cross roads junctions is controlled by traffic signals, a LINSIG analysis has subsequently been undertaken. The findings of this assessment have reported that the junction is currently operating at capacity during the AM and peak hours.
8.10 The development trip generation has been calculated from trip rates derived from the TRICs database as agreed with HCC. It is anticipated that the development would generate peak vehicle movements of 116 during the AM peak hour (0800-0900) and 122 movements during the PM peak hour (1700-1800).
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8.11 Based on a build out rate of 75 dwellings per annum it is anticipated that the development would be constructed over a period of 3 years and occupied within a period of 4 years. A future baseline year for assessment 5 years after the application of development has therefore been identified: 2020.
8.12 The development is anticipated to be built out and occupied following a 4 year period, following planning consent. As such background traffic growth factors have been applied to the network for a future year of 2020. These have been derived from the National Transport Model and adjusted for local conditions using TEMPRO.
8.13 Consideration has also been given to committed development in the local area. The Overton Hill development has been identified and the traffic flows incorporated into the future year (2020) baseline.
8.14 Operational assessments have been undertaken of the village crossroads for the future baseline year 2020 without and with development traffic. These initial assessments found the effect of development upon the performance of the junction to be similar to that for the Overton Hill residential development, which was granted planning consent.
8.15 The modelling assumes the pedestrian stage is called at every cycle to ensure that he model reflects the village centre location and the assessments have been undertaken on very much a worst case assessment.
8.16 The proposed site access junction operates with sufficient spare capacity during both the AM and PM peak hours for the future baseline scenario with development traffic. Maximum queues of no more than 1 vehicle are calculated on Kingsclere Road. Therefore no impact is anticipated on through traffic.
8.17 The increase in traffic flows on the main through route (B3400) following the addition of development traffic is considered to be negligible, with a maximum increase of 5% B3400 (east), during the PM peak hour.
8.18 The development will be supported by a Travel plan. This will seek to achieve vehicle trips of equal to and less than those predicted for the AM, PM and daily situations through promoting and encouraging sustainable travel choices.
8.19 The Applicant has also acknowledged that the local railway station could benefit from improved cycle parking/storage as well as the upgrading of the existing PROW to accommodate cyclists. The Applicant is therefore willing to enter into further discussion regarding these enhancement measures to further encourage residents to access the station and local trip ends by bicycle.
Concluding Comments
8.20 In the context of accessibility this Transport Assessment has demonstrated that the proposed development site is well located to access local facilities and amenities on foot/cycle with the local rail and bus services offering convenient access to key employment destinations.
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8.21 The results of the Transport Assessment have corroborated the conclusions of the Screening Opinion, that ‘no likely significant effects concerning impacts to existing highways are envisaged as a result of the proposal.’ It is therefore not anticipated that the development would cause a severe impact to the operation or safety of the local highway network and there are no transport of highways reasons for not permitting development.
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FIGURES
Figure 1 – Site Location
Figure 2 – PIA Data Plot
Figure 3 – Existing Bus Services
Figure 4 – PIA Location Plan
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O:\7689 Newbury Tech Support\Tech\Drawings\7689-0670-02.dwg Crown Copyright, Allrights reserved.2015 LicenseNumber 0100031673 Drwg. No: Date: SEPT 2015 JNY8595 Drawn: Scale: 1:12,500 AVG Rev: Checked: - NC NORTH FIELD,OVERTON SITE LOCATIONPLAN Transport Figure No: Project: Title: 1 O:\7689 Newbury Tech Support\Tech\Drawings\7689-0671-02.dwg Crown Copyright, Allrights reserved.2015 LicenseNumber 0100031673 KEY: Bridleway Footpath Recreation centre Doctors surgery Pharmacy Library Overton CofEPrimarySchool Community centre Supermarket 400m and800mbuffers Drwg. No: Date: SEPT 2015 JNY8595 Drawn: Scale: 1:10,000 AVG Rev: Checked: - NC LOCAL AMENITIESAND WALKWAY/CYCLEPLAN NORTH FIELD,OVERTON Transport Figure No: Project: Title: 2 O:\7689 Newbury Tech Support\Tech\Drawings\7689-0672-02.dwg Crown Copyright, Allrights reserved.2015 LicenseNumber 0100031673 KEY: x Bus stop Bus service Bus route Drwg. No: Date: SEPT 2015 JNY8595 Drawn: Scale: 1:12,500 AVG Rev: Checked: - NC NORTH FIELD,OVERTON LOCAL BUSSERVICES Transport Figure No: Project: Title: 3 O:\7689 Newbury Tech Support\Tech\Drawings\7689-0673-01.dwg Crown Copyright, Allrights reserved.2015 LicenseNumber 0100031673 Accident involving: KEY Severity ofaccident: Serious injury Slight injury Study area Pedal cyclistcasualty Pedestrian casualty Vehicle casualty Drwg. No: Date: SEPT 2015 JNY8595 Drawn: Scale: 1:12,500 AVG Rev: Checked: - NC NORTH FIELD,OVERTON Transport PIA PLAN Figure No: Project: Title: 4
APPENDICES
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APPENDIX 1 – ILLUSTRATIVE MASTERPLAN
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8
3 4
4 4 Landscape Feature 5 1 High Point - public open space with expansive views of St Mary’s Church and Overton
2 The Valley - a linear semi-formal flexible public park 7 aligned to focus views to St Mary’s Church
3 The Community Green- the location for children’s play 4 and a kickabout area localized adjacent to the public footpath 6 4 Green Corridor - a striking pedestrian corridor stepping 1 down the slope and establishing a direct, non vehicular 3 route between Foxdown and Overton Primary School 5 5 Countryside Edge - a naturalistic and flowing swathe of 2 parkland with wildflower grassland and native tree and shrub planting, allowing development to assimilate into 9 the landscape 8 2 Landscape Function
2 1 Children’s Local Equipped Area for Play (400m2 with 20m 3 buffer)
5 2 2 Children’s Kickabout area (1600m2) 4 5 3 Wildflower grassland to site periphery 2 4 Native tree planting to site periphery 8 2 5 Fruit trees within Green Corridor 2 4 6 Terraced High Point seating 5 7 Benches/ Bins to encourage social interaction 4 4 2 8 Woodland copse to reflect local small woodland blocks 3 5 9 Area for potential future school use (i.e. parent drop-off or 2 2 playground)
9 Movement 1 Primary Vehicular access 2 Internal Streets 7 3 Outer lanes 4 3 Shared surfaces (block paving or bound gravel) 3 2 3 5 2 Pedestrian leisure paths 6 7 Existing public footpath 2 5 5 7 Pedestrian link to Overton Train Station 2 5 4 4 8 Pedestrian link to Overton Primary School 9 Pedestrian link to AONB via Court Drove 5 8 5 2 Drainage 2 1 Swale
2 2 Soakaway 2 3 Permeable paving (to include private driveways and 4 Views out to St Mary’s Church and Overton shared surfaces)
4 Culvert
1 5 Pumping station, partly hidden by landscape mounding / 1 planting 8 4 Urban Design 3 Views out to St Mary’s Church and Overton 1 Large detached dwellings, with deep, well planted 2 1 gardens to frame the Community Green 3 9 2 Varied plot widths and building forms along internal streets to create variety and reflect street patterns of 1 Overton 3 1 2 3 Building groupings to create variety and frame shared 5 surface Green Corridor crossings 8 4 4 Semi-formal building forms framing The Valley 4 6 5 Informal cottages and bungalows to the Countryside Edge - to allow assimilation with the landscape context
Area to be designed to a detailed specification
N SCALE 1:1,000 5 15
0m 10 25 50
DE_159_001_C Ref Dandara Client Northfield, Overton Project Illustrative Landscape Masterplan Title 1:1000@A1 Scale
APPENDIX 2 – PRE-APPLICATION CONSULTATION CORRESPONDENCE
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Nicola Clay
From: Drury, Holly
Hi Nicola
Apologies for the delay in coming back to you on these minutes. I am happy that these minutes reflect our discussions.
There is a typo though it should refer to Laverstoke Mill in the committed development section.
Kind Regards Holly Holly Drury BSc (Hons) MSc MCIHT MSoRSA Engineer – Highways Development Planning Strategic Transport 01962 826996 (HPSN 826996)
From: Nicola Clay [mailto:[email protected]] Sent: 05 June 2014 11:44 To: Drury, Holly; Clifton, Ben Subject: MEETING RECORD- HCC Transport Scoping Meeting 04-06-2014
Holly and Ben,
Thank you for your time yesterday to discuss the scope of the Transport Assessment for the SHLAA site OV003 ‘Churchfields’, Overton.
I attach a draft copy of our meeting minutes. If you could advise as to whether these provide a true reflection of our discussions or any amendments you wish making, ahead of issuing a final copy.
Kind Regards
Nicola
Nicola Clay
Senior Transport Planner Stuart Michael Associates Limited Coombe House Coombe Square Thatcham Berkshire RG19 4JF
Tel: (01635) 867711 Website: www.stuartmichael.co.uk
1 MEETING RECORD PROJECT: Churchfields, Overton JOB NUMBER: 4789
SUBJECT: Transport Scoping Meeting DATE & TIME: 04-06-2014 @ 15:00
VENUE: HCC Offices, Winchester
PRESENT: Holly Drury (HCC) Ben Clifton (HCC) Nicola Clay (SMA/RPS) DISTRIBUTION: Holly Drury (HCC) Ben Clifton (HCC) Nicola Clay (SMA/RPS) Tim Parfitt (Dandara) Rachel Allwood (Dandara) John Richards (Daniel Watney) ACTION 1.0 Site Access 1.1 SMA informed HCC that the development proposals would comprise of Proposed Development of at least 150 residential units ion land to the west of Kingsclere Road, Overton. The SHLAA site reference for the site being OV003 and that it is considered as a possible development site within the SHLAA. 1.2 Site access to be taken from Kingsclere Road current proposals for a right hand turn lane. HCC advised that the propose junction arrangement would need to support a 30mph traffic calming zone. Currently traffic speeds are often in excess of 30mph along this section and therefore HCC are seeking to reduce speeds. 1.3 HCC informed SMA that junction improvements are proposed by HCC at the Church Road/Kingsclere Road junction south of the proposed site access point. The improvements are likely to take the form of a speed table and pinch points on the Kingsclere Road, but are yet to be confirmed. 1.4 Pedestrian and Cycle access to the site was considered. It was agreed that the most appropriate points to provide ped/cycle access to the site and as such integration with the local network would be at the site access and also onto Court Drove. 1.5 HCC advised that the indicated off-road route to the station could be a PROW and SMA therefore there maybe be limitations in upgrading this to provide access to the station. SMA to look into this and/or identify an alternative all weather route to the station. 1.6 A PROW runs along the sites southern boundary, HCC indicted hat there could be improvement works planned for this route. 2.0 PARKING 3.1 HCC confirmed that parking should be provided in accordance with BDBC SMA guidance. Similarly the internal layout should accord with BDBC guidance. SMA
-1-
P:\JNY8595 - Churchfields, Overton\Admin\Misc\Meeting minutes\MEETING RECORD- HCC Transport Scoping Meeting 04-06- 2014.doc will contact BDBC to address such matters. 3.0 TRIP GENERATION AND DISTRIBUTION 3.1 SMA propose to apply trip rates derived from the TRICS database, for sites of a similar, quantum and accessibility credentials. A selection of 5 sites has been included in the assessment.
SMA advised that they had run a separate trip rate assessment looking at one site within the TRICS database that was the most reflective of the proposed development site and this resulted in a lower trip rate. SMA therefore considerers that the proposed trip rates offer a robust assessment. HCC agreed that the proposed trip rates seemed reasonable in light of the site location.
3.4 SMA has undertaken analysis of the ward travel flow census data to determine the distribution and assignment of traffic at the site access. The data indicates a split of 16% northbound and 84% southbound. HCC considered that this would seem reasonable based on the likely journey destinations. 3.5 With regard to committed/allocated development in the area HCC advised that reference to the Laverton Mill development would be worthy of note in the TA but that it is unlikely the traffic flows would affect the peak periods. 5.0 JUNCTION CAPACITY ASSESSMENT 5.1 In the first instance HCC requested that the following junctions should be assessed: Proposed site access/Kingsclere Road Kingsclere Road/B3400/Winchester Street junction 5.2 Subject to the distribution and quantum of development traffic at the cross roads HCC may request further analysis of the following junctions: Whitchurch: B3400/Newbury Rd/Winchester Rd/Bell St Basingstoke: B3400/Roman Way 5.3 SMA queried the issue of the current closure of Kingsclere Road due to the rail way bridge improvement works and how this might impact upon baseline survey data. SMA has already acquired 2011 ATC data for the Kingsclere Road to undertake the site access assessment.
In the first instance HCC agreed to review internal data collection files to establish HCC whether any recent data collection has been undertaken at the B3400 cross roads.
Should historical data not be available it was agreed that a survey of the cross roads should be undertaken with the flows on the Kingsclere Road arm cross referenced with that of the ATC data (growthed to 2014) and adjusted accordingly if necessary. 5.4 Identified junction improvements in the vicinity of the site include those at the
-2-
P:\JNY8595 - Churchfields, Overton\Admin\Misc\Meeting minutes\MEETING RECORD- HCC Transport Scoping Meeting 04-06- 2014.doc Church Road/Kingsclere Road junction. Should an assessment of the B3400 (Worting Road)/Roman Way roundabout be undertaken, this is to be upgraded as part of a forthcoming residential development 6.0 TRANSPORT CONTRIBUTIONS 6.1 HCC confirmed that the Hampshire contributions policy document remains current and therefore contributions should be based on the formulaic approach contained within. 7.0 TRAVEL PLAN 7.1 HCC confirmed that in view of the site being in excess of 80 units a Travel Plan HCC would be required. HCC are to confirm the level of monitoring that would be required for a sit of 150 units.
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P:\JNY8595 - Churchfields, Overton\Admin\Misc\Meeting minutes\MEETING RECORD- HCC Transport Scoping Meeting 04-06- 2014.doc
APPENDIX 3 – ATC DATA
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Overton ATC, Kingsclere Road
Channel 1 - Northbound Vehicle Flow Week 1
12/06/2014 13/06/2014 14/06/2014 15/06/2014 16/06/2014 17/06/2014 18/06/2014 Hr Ending Thursday Friday Saturday Sunday Monday Tuesday Wednesday 5 Day Ave 7 Day Ave 12511233234 2102920212 3003500001 4201001011 5000000000 61514211691213 10 7 70 46 14 2 60 61 58 59 44 8 103 103 36 2 85 106 84 96 74 9 183 167 33 14 178 189 177 179 134 10 121 127 68 40 122 109 131 122 103 11 87 71 66 51 75 77 75 77 72 12 50 59 81 71 54 55 53 54 60 13 63 73 83 81 50 52 57 59 66 14 58 75 53 91 57 64 59 63 65 15 70 75 76 58 55 54 58 62 64 16 92 103 60 81 82 80 68 85 81 17 119 103 63 70 111 107 102 108 96 18 112 103 74 62 119 117 110 112 100 19 66 80 60 63 90 80 78 79 74 20 39 77 66 49 48 65 40 54 55 21 44 54 40 39 43 68 51 52 48 22 46 30 25 24 31 37 23 33 31 23 26 34 12 13 10 13 8 18 17 24 14 12 9 0 6 8 5 98
7-19 1124 1139 753 684 1078 1090 1052 1097 989 6-22 1323 1346 898 798 1260 1321 1224 1295 1167 6-24 1363 1392 919 811 1276 1342 1237 1322 1191 0-24 1383 1411 928 838 1297 1355 1253 1340 1209
Vehicle Flow (Channel 1)
1600
1400
1200
1000
800
600
400
200
Number of Vehicles 0-24 0 6-24 12/06/2014 6-22 13/06/2014 14/06/2014 15/06/2014 7-19 16/06/2014 17/06/2014 18/06/2014 Date
7-19 6-22 6-24 0-24 Overton ATC, Kingsclere Road
Channel 1 - Northbound Average Speed Week 1
12/06/2014 13/06/2014 14/06/2014 15/06/2014 16/06/2014 17/06/2014 18/06/2014 Hr Ending Thursday Friday Saturday Sunday Monday Tuesday Wednesday 1 30.5 35.8 37.0 34.2 42.0 31.7 38.5 - 2 38.0 - 37.0 34.7 40.0 - 40.5 - 3 - - 39.3 36.4 - - - - 4 34.5 - 18.0 - - 54.0 - - 5------6 40.4 41.5 39.5 34.0 40.3 40.8 37.8 - 7 35.8 38.6 35.8 37.5 40.0 37.3 41.5 - 8 34.7 36.5 36.6 36.0 36.8 35.2 37.1 - 9 33.2 34.4 38.3 34.4 33.3 34.7 33.1 - 10 32.5 35.4 36.0 33.7 35.1 34.6 34.5 - 11 32.5 34.9 33.9 36.1 35.7 34.9 36.1 - 12 34.3 35.0 35.5 33.3 32.9 34.6 32.6 - 13 33.7 34.1 33.5 34.9 36.8 33.8 37.0 - 14 35.3 36.4 37.6 36.1 34.1 34.0 34.2 - 15 35.7 37.6 31.5 35.7 34.0 34.4 34.9 - 16 31.8 33.8 36.6 36.0 34.2 32.7 32.4 - 17 33.0 35.4 31.5 34.9 35.1 33.3 34.6 - 18 33.7 33.8 36.2 34.7 34.0 34.6 33.8 - 19 35.9 35.8 37.6 35.3 35.4 34.4 35.7 - 20 36.5 33.8 35.1 36.2 37.1 32.7 37.3 - 21 33.9 34.3 34.5 36.2 35.3 31.7 33.4 - 22 34.1 33.3 39.0 35.5 36.3 34.8 35.9 - 23 37.6 34.1 31.1 36.4 36.6 34.6 34.9 - 24 36.9 37.2 39.7 - 30.5 35.6 34.6 -
10-12 33.2 34.9 34.7 34.5 34.5 34.8 34.7 - 14-16 33.5 35.4 33.7 35.9 34.1 33.4 33.6 - 0-24 34.0 35.2 35.2 35.3 35.2 34.3 35.0 -
7 Day Ave 34.8
Channel 1 - Northbound 85th Percentile
12/06/2014 13/06/2014 14/06/2014 15/06/2014 16/06/2014 17/06/2014 18/06/2014 Hr Ending Thursday Friday Saturday Sunday Monday Tuesday Wednesday 1 32.3 39.8 - 45.1 49.3 36.8 43.1 - 2 - - 38.4 43.8 45.6 - 44.4 - 3 - - 47.1 41.6 - - - - 436.3------5------6 45.0 45.2 39.9 - 43.8 44.8 42.0 - 7 44.0 45.0 41.1 39.3 46.2 46.0 47.9 - 8 41.7 44.0 44.0 38.1 45.0 43.0 45.0 - 9 39.7 42.0 43.4 39.1 39.5 42.0 40.6 - 10 39.0 43.0 43.0 40.3 42.0 42.0 42.0 - 11 42.1 39.5 41.3 41.0 42.0 40.0 44.0 - 12 40.7 43.0 44.0 41.0 40.1 42.0 39.2 - 13 39.7 41.0 39.7 41.0 42.7 41.0 41.6 - 14 40.5 42.0 44.0 43.0 42.6 41.0 41.3 - 15 43.0 43.0 39.0 41.0 40.0 40.0 40.0 - 16 39.0 40.0 45.0 42.0 44.0 38.2 42.9 - 17 40.0 41.0 37.7 40.0 41.5 39.1 41.0 - 18 40.4 40.0 45.0 40.9 42.3 39.6 42.0 - 19 41.5 42.0 45.0 41.7 41.0 40.0 41.5 - 20 44.0 40.6 42.0 42.0 45.0 39.4 45.0 - 21 40.0 43.0 40.0 44.6 41.7 38.0 39.0 - 22 41.0 42.0 45.0 39.6 42.5 42.0 40.7 - 23 45.3 40.1 40.0 41.0 48.0 38.2 46.6 - 24 40.1 41.4 48.6 - 35.0 43.6 37.0 -
10-12 42.1 39.5 41.3 41.0 42.0 40.0 44.0 - 14-16 40.0 41.0 40.8 42.0 42.0 40.0 40.3 - 0-24 41.0 42.0 43.0 42.0 43.0 41.0 43.0 -
7 Day Ave 42.0 Overton ATC, Kingsclere Road
Channel 1 - Northbound Speed Summary Week 1
12/06/2014 13/06/2014 14/06/2014 15/06/2014 16/06/2014 17/06/2014 18/06/2014 Speed (MPH) Thursday Friday Saturday Sunday Monday Tuesday Wednesday 0-30 333 272 187 144 283 296 294 31-45 1002 1068 691 655 939 988 895 46-60 48 71 50 39 75 71 64 61-0000000
TOTAL 1383 1411 928 838 1297 1355 1253
Speed Summary (MPH)
100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0% 12/06/2014 13/06/2014 14/06/2014Date 15/06/2014 16/06/2014 17/06/2014 18/06/2014
0-30 31-45 46-60 61- Overton ATC, Kingsclere Road
Channel 1 - Northbound Vehicle Class Week 1
Classes Car / LGV / OGV1 / Bus OGV2 TOTAL Day / Time Caravan - 1 - 2,3,5,6,7,12 - 4,8,9,10,11,13 - 1-13 12/06/2014 7-19 1092 30 2 1124 6-22 1289 32 2 1323 6-24 1326 35 2 1363 0-24 1343 38 2 1383 13/06/2014 7-19 1100 37 2 1139 6-22 1302 42 2 1346 6-24 1347 43 2 1392 0-24 1366 43 2 1411 14/06/2014 7-19 738 15 0 753 6-22 881 16 1 898 6-24 902 16 1 919 0-24 910 17 1 928 15/06/2014 7-19 679 4 1 684 6-22 793 4 1 798 6-24 806 4 1 811 0-24 833 4 1 838 16/06/2014 7-19 1037 37 4 1078 6-22 1218 38 4 1260 6-24 1234 38 4 1276 0-24 1255 38 4 1297 17/06/2014 7-19 1061 28 1 1090 6-22 1290 30 1 1321 6-24 1311 30 1 1342 0-24 1324 30 1 1355 18/06/2014 7-19 1011 37 4 1052 6-22 1183 37 4 1224 6-24 1195 38 4 1237 0-24 1211 38 4 1253
Average 7-19 960 27 2 989 6-22 1137 28 2 1167 6-24 1160 29 2 1191 0-24 1177 30 2 1209
Total Vehicle Class Distribution
0% 3%
97% Overton ATC, Kingsclere Road
Channel 2 - Southbound Vehicle Flow Week 1
12/06/2014 13/06/2014 14/06/2014 15/06/2014 16/06/2014 17/06/2014 18/06/2014 Hr Ending Thursday Friday Saturday Sunday Monday Tuesday Wednesday 5 Day Ave 7 Day Ave 1345511123 2402720323 3203300001 4010100000 5200002011 68 6 3 2 137 1610 8 735259 5 26282528 22 8 107 99 34 13 105 96 102 102 79 9 181 167 66 22 163 159 187 171 135 10 138 126 70 72 132 138 132 133 115 11 78 58 87 61 42 40 48 53 59 12 70 57 78 100 73 51 70 64 71 13 49 87 77 70 47 54 41 56 61 14 60 63 63 70 49 39 44 51 55 15 53 74 60 63 56 58 48 58 59 16 77 98 64 81 58 78 57 74 73 17 106 108 64 64 97 95 103 102 91 18 148 141 57 45 126 134 137 137 113 19 75 85 56 56 91 102 88 88 79 20 45 75 65 47 62 72 56 62 60 21 37 30 30 35 39 54 45 41 39 22 33 32 20 16 17 15 17 23 21 23 19 16 10 14 5 19 3 12 12 24 9 13 15 1 1 2 1 56
7-19 1142 1163 776 717 1039 1044 1057 1089 991 6-22 1292 1325 900 820 1183 1213 1200 1243 1133 6-24 1320 1354 925 835 1189 1234 1204 1260 1152 0-24 1339 1365 938 853 1205 1244 1224 1275 1167
Vehicle Flow (Channel 2)
1400
1200
1000
800
600
400
200
Number of Vehicles 0-24 0 6-24 12/06/2014 6-22 13/06/2014 14/06/2014 15/06/2014 7-19 16/06/2014 17/06/2014 18/06/2014 Date
7-19 6-22 6-24 0-24 Overton ATC, Kingsclere Road
Channel 2 - Southbound Average Speed Week 1
12/06/2014 13/06/2014 14/06/2014 15/06/2014 16/06/2014 17/06/2014 18/06/2014 Hr Ending Thursday Friday Saturday Sunday Monday Tuesday Wednesday 1 33.7 39.0 26.4 35.4 32.0 34.0 32.0 - 2 30.0 - 26.5 31.6 36.0 - 34.0 - 3 24.0 - 29.7 30.0 - - - - 4 - 31.0 - 32.0 - - - - 5 33.5 - - - - 33.5 - - 6 36.6 34.0 32.3 34.5 33.9 31.7 34.0 - 7 32.3 32.0 37.3 34.4 32.8 31.2 33.6 - 8 28.5 30.3 32.0 34.0 30.0 30.4 32.4 - 9 27.8 28.3 33.7 34.7 25.7 28.1 26.4 - 10 28.0 30.2 28.1 28.3 30.5 30.5 30.6 - 11 29.9 32.3 30.1 31.2 28.6 31.9 28.9 - 12 27.3 30.3 30.0 29.4 28.3 30.8 28.9 - 13 33.0 32.8 31.8 29.2 29.9 30.2 29.5 - 14 30.9 31.8 31.8 31.6 33.6 34.5 32.2 - 15 31.3 31.3 29.8 28.1 29.9 32.5 30.1 - 16 28.8 28.0 30.3 32.4 28.9 29.3 29.2 - 17 29.8 29.7 33.8 32.3 31.3 30.8 31.0 - 18 28.5 26.5 29.1 29.9 28.4 30.0 26.0 - 19 28.2 31.6 30.8 32.0 29.5 30.8 30.2 - 20 29.4 29.7 31.2 32.2 30.0 28.9 30.2 - 21 30.9 33.8 33.4 34.4 33.7 28.2 29.5 - 22 31.4 30.6 28.9 33.4 31.7 28.7 30.6 - 23 28.2 24.4 32.2 31.2 31.8 31.4 29.7 - 24 29.6 32.9 28.3 21.0 39.0 20.5 36.0 -
10-12 28.7 31.3 30.1 30.1 28.4 31.3 28.9 - 14-16 29.8 29.4 30.1 30.5 29.4 30.7 29.6 - 0-24 29.2 30.0 31.0 31.0 29.6 30.2 29.4 -
7 Day Ave 29.9
Channel 2 - Southbound 85th Percentile
12/06/2014 13/06/2014 14/06/2014 15/06/2014 16/06/2014 17/06/2014 18/06/2014 Hr Ending Thursday Friday Saturday Sunday Monday Tuesday Wednesday 1 34.4 43.2 29.8 38.4 - - - - 2 36.1 - 28.3 44.5 38.8 - 35.8 - 3 24.7 - 35.3 34.8 - - - - 4------5 34.6 - - - - 34.6 - - 6 39.0 37.0 34.1 38.4 38.4 36.3 39.8 - 7 40.0 40.4 39.8 36.2 38.3 39.9 39.4 - 8 36.1 39.0 38.1 38.4 38.4 39.0 40.9 - 9 38.0 37.0 39.3 38.9 35.0 37.0 36.1 - 10 35.5 38.0 36.3 36.0 37.0 38.0 37.0 - 11 38.5 40.5 38.0 39.0 36.9 40.0 37.0 - 12 35.0 39.0 39.5 37.2 34.0 39.5 34.7 - 13 40.0 40.0 39.0 38.7 40.0 38.0 37.0 - 14 40.0 39.7 39.7 39.0 41.0 41.3 40.0 - 15 39.0 39.0 39.0 39.7 37.0 40.5 39.0 - 16 37.0 36.0 39.0 40.0 36.5 38.5 37.0 - 17 37.0 39.0 43.0 39.0 40.0 39.0 38.0 - 18 36.0 35.0 37.0 37.4 38.3 38.0 37.6 - 19 39.0 39.0 35.0 40.0 39.0 39.0 40.0 - 20 36.0 37.9 41.0 38.1 36.9 35.4 37.0 - 21 39.6 40.0 39.7 44.0 39.0 36.1 39.4 - 22 39.0 39.0 34.2 40.0 36.0 34.0 38.6 - 23 33.3 33.0 38.7 38.1 38.0 35.0 36.0 - 24 33.8 38.4 33.8 - - 23.7 - -
10-12 38.5 40.5 38.0 39.0 36.9 40.0 37.0 - 14-16 38.0 37.4 39.0 40.0 37.0 39.8 37.4 - 0-24 38.0 38.4 39.0 39.0 38.0 38.0 39.0 -
7 Day Ave 39.0 Overton ATC, Kingsclere Road
Channel 2 - Southbound Speed Summary Week 1
12/06/2014 13/06/2014 14/06/2014 15/06/2014 16/06/2014 17/06/2014 18/06/2014 Speed (MPH) Thursday Friday Saturday Sunday Monday Tuesday Wednesday 0-30 600 573 349 318 526 505 537 31-45 725 774 572 520 665 727 683 46-60 14 18 17 15 14 12 4 61-0000000
TOTAL 1339 1365 938 853 1205 1244 1224
Speed Summary (MPH)
100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0% 12/06/2014 13/06/2014 14/06/2014Date 15/06/2014 16/06/2014 17/06/2014 18/06/2014
0-30 31-45 46-60 61- Overton ATC, Kingsclere Road
Channel 2 - Southbound Vehicle Class Week 1
Classes Car / LGV / OGV1 / Bus OGV2 TOTAL Day / Time Caravan - 1 - 2,3,5,6,7,12 - 4,8,9,10,11,13 - 1-13 12/06/2014 7-19 1088 52 2 1142 6-22 1231 58 3 1292 6-24 1257 60 3 1320 0-24 1276 60 3 1339 13/06/2014 7-19 1112 49 2 1163 6-22 1272 51 2 1325 6-24 1300 52 2 1354 0-24 1310 53 2 1365 14/06/2014 7-19 754 18 4 776 6-22 876 20 4 900 6-24 901 20 4 925 0-24 914 20 4 938 15/06/2014 7-19 699 15 3 717 6-22 801 16 3 820 6-24 816 16 3 835 0-24 833 17 3 853 16/06/2014 7-19 1002 35 2 1039 6-22 1144 37 2 1183 6-24 1150 37 2 1189 0-24 1166 37 2 1205 17/06/2014 7-19 1005 38 1 1044 6-22 1169 43 1 1213 6-24 1189 44 1 1234 0-24 1197 46 1 1244 18/06/2014 7-19 1014 41 2 1057 6-22 1155 43 2 1200 6-24 1159 43 2 1204 0-24 1179 43 2 1224
Average 7-19 953 35 2 991 6-22 1093 38 2 1133 6-24 1110 39 2 1152 0-24 1125 39 2 1167
Total Vehicle Class Distribution
0% 3%
97%
APPENDIX 4 – MCC AND QUEUE LENGTH SURVEY DATA
rpsgroup.com/uk
Overton - Thursday 12th June 2014
Junction: Winchester Road/Kingsclere Road/A3400
Approach: Winchester Road
Left Turn Northbound Right Turn TIME Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL 0700 - 0715 4 0 0 4 14 0 0 14 20 0 0 20 0715 - 0730 4 0 0 4 16 0 0 16 24 0 0 24 0730 - 0745 1 0 0 1 16 0 0 16 26 0 0 26 0745 - 0800 6 1 1 8 28 0 0 28 33 0 0 33 Hourly Total 15 1 1 17 74 0 0 74 103 0 0 103 0800 - 0815 8 0 1 9 29 0 0 29 28 0 0 28 0815 - 0830 7 0 1 8 33 0 0 33 22 0 0 22 0830 - 0845 6 1 0 7 36 0 0 36 30 0 0 30 0845 - 0900 9 0 0 9 26 0 0 26 27 1 1 29 Hourly Total 30 1 2 33 124 0 0 124 107 1 1 109 0900 - 0915 5 0 0 5 21 0 0 21 22 0 0 22 0915 - 0930 3 0 0 3 25 0 0 25 24 1 0 25 0930 - 0945 5 1 0 6 21 0 0 21 17 0 0 17 0945 - 1000 3 0 0 3 18 0 0 18 17 0 0 17 Hourly Total 16 1 0 17 85 0 0 85 80 1 0 81 Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL TOTAL 61 3 3 67 283 0 0 283 290 2 1 293
Left Turn Northbound Right Turn TIME Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL 1600 - 1615 4 0 0 4 11 0 0 11 12 0 0 12 1615 - 1630 6 1 0 7 16 0 0 16 14 0 0 14 1630 - 1645 9 0 1 10 11 0 0 11 21 1 0 22 1645 - 1700 11 0 0 11 16 0 0 16 16 0 0 16 Hourly Total 30 1 1 32 54 0 0 54 63 1 0 64 1700 - 1715 14 0 0 14 15 0 0 15 17 0 0 17 1715 - 1730 11 0 0 11 10 0 0 10 14 0 0 14 1730 - 1745 7 0 0 7 9009 17 0 0 17 1745 - 1800 13 0 0 13 15 0 0 15 17 0 0 17 Hourly Total 45 0 0 45 49 0 0 49 65 0 0 65 1800 - 1815 7 0 0 7 10 0 0 10 12 0 0 12 1815 - 1830 8 0 0 8 9009 11 0 0 11 1830 - 1845 6 0 0 6 7007 6006 1845 - 1900 7 0 0 7 8008 7007 Hourly Total 28 0 0 28 34 0 0 34 36 0 0 36 Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL TOTAL 103 1 1 105 137 0 0 137 164 1 0 165 Overton - Thursday 12th June 2014
Junction: Winchester Road/Kingsclere Road/A3400
Approach: A3400 EB
Left Turn Eastbound Right Turn TIME Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL 0700 - 0715 3 0 0 3 43 1 0 44 2002 0715 - 0730 1 0 0 1 46 0 1 47 0000 0730 - 0745 2 0 0 2 54 1 0 55 2002 0745 - 0800 5 0 0 5 61 2 1 64 4116 Hourly Total 11 0 0 11 204 4 2 210 8 1 1 10 0800 - 0815 3 0 1 4 65 1 4 70 2013 0815 - 0830 4 0 0 4 63 0 2 65 9009 0830 - 0845 9 0 0 9 57 2 2 61 6017 0845 - 0900 9 0 0 9 54 1 1 56 81110 Hourly Total 25 0 1 26 239 4 9 252 25 1 3 29 0900 - 0915 5 0 0 5 53 0 0 53 5005 0915 - 0930 4 1 0 5 43 1 1 45 7007 0930 - 0945 6 0 0 6 42 0 0 42 5005 0945 - 1000 3 0 0 3 37 1 0 38 4105 Hourly Total 18 1 0 19 175 2 1 178 21 1 0 22 Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL TOTAL 54 1 1 56 618 10 12 640 54 3 4 61
Left Turn Eastbound Right Turn TIME Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL 1600 - 1615 3 0 0 3 43 1 1 45 8008 1615 - 1630 5 0 0 5 46 0 0 46 4004 1630 - 1645 7 0 0 7 44 1 1 46 16 1 0 17 1645 - 1700 6 1 0 7 56 0 1 57 12 0 0 12 Hourly Total 21 1 0 22 189 2 3 194 40 1 0 41 1700 - 1715 1 0 0 1 48 0 2 50 11 0 0 11 1715 - 1730 5 0 0 5 63 1 2 66 6006 1730 - 1745 7 0 0 7 54 1 0 55 11 0 0 11 1745 - 1800 5 0 0 5 48 1 1 50 8008 Hourly Total 18 0 0 18 213 3 5 221 36 0 0 36 1800 - 1815 4 0 0 4 50 0 0 50 7007 1815 - 1830 2 0 0 2 43 1 1 45 2002 1830 - 1845 3 0 0 3 36 0 1 37 5005 1845 - 1900 3 0 0 3 40 0 0 40 4004 Hourly Total 12 0 0 12 169 1 2 172 18 0 0 18 Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL TOTAL 51 1 0 52 571 6 10 587 94 1 0 95 Overton - Thursday 12th June 2014
Junction: Winchester Road/Kingsclere Road/A3400
Approach: Kingsclere Road
Left Turn Southbound Right Turn TIME Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL 0700 - 0715 6 0 0 6 12 0 0 12 5005 0715 - 0730 9 0 0 9 91010 5005 0730 - 0745 11 0 0 11 13 0 0 13 5005 0745 - 0800 18 0 0 18 17 0 0 17 9009 Hourly Total 44 0 0 44 51 1 0 52 24 0 0 24 0800 - 0815 21 0 0 21 21 0 0 21 11 0 0 11 0815 - 0830 14 0 0 14 19 0 0 19 3003 0830 - 0845 17 0 0 17 22 0 1 23 6006 0845 - 0900 28 0 0 28 27 0 0 27 10 0 0 10 Hourly Total 80 0 0 80 89 0 1 90 30 0 0 30 0900 - 0915 17 0 0 17 21 0 0 21 7007 0915 - 0930 11 0 0 11 15 0 0 15 2002 0930 - 0945 13 1 0 14 16 0 0 16 6006 0945 - 1000 13 0 0 13 11 0 0 11 4004 Hourly Total 54 1 0 55 63 0 0 63 19 0 0 19 Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL TOTAL 178 1 0 179 203 1 1 205 73 0 0 73
Left Turn Southbound Right Turn TIME Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL 1600 - 1615 8 0 0 8 18 0 0 18 6006 1615 - 1630 6 0 0 6 21 0 0 21 8008 1630 - 1645 9 0 0 9 13 0 0 13 7007 1645 - 1700 8 0 0 8 17 0 0 17 5005 Hourly Total 31 0 0 31 69 0 0 69 26 0 0 26 1700 - 1715 5 0 0 5 19 0 0 19 7007 1715 - 1730 11 0 0 11 15 0 0 15 10 0 0 10 1730 - 1745 11 0 0 11 16 0 0 16 7007 1745 - 1800 8 0 0 8 15 1 0 16 6006 Hourly Total 35 0 0 35 65 1 0 66 30 0 0 30 1800 - 1815 4 0 0 4 11 0 0 11 2002 1815 - 1830 2 0 0 2 14 0 0 14 5005 1830 - 1845 5 0 0 5 7007 3003 1845 - 1900 3 0 0 3 9009 3003 Hourly Total 14 0 0 14 41 0 0 41 13 0 0 13 Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL TOTAL 80 0 0 80 175 1 0 176 69 0 0 69 Overton - Thursday 12th June 2014
Junction: Winchester Road/Kingsclere Road/A3400
Approach: A3400 WB
Left Turn Westbound Right Turn TIME Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL 0700 - 0715 3 0 0 3 40 1 1 42 8008 0715 - 0730 1 0 0 1 51 1 0 52 4004 0730 - 0745 4 0 0 4 47 1 0 48 91010 0745 - 0800 4 0 1 5 63 2 1 66 12 0 0 12 Hourly Total 12 0 1 13 201 5 2 208 33 1 0 34 0800 - 0815 8 0 0 8 61 1 4 66 17 0 0 17 0815 - 0830 12 1 0 13 60 0 1 61 15 0 0 15 0830 - 0845 19 0 1 20 53 1 0 54 22 1 0 23 0845 - 0900 13 0 0 13 62 0 1 63 16 0 0 16 Hourly Total 52 1 1 54 236 2 6 244 70 1 0 71 0900 - 0915 11 0 0 11 51 1 0 52 12 1 0 13 0915 - 0930 5 0 0 5 43 2 1 46 7007 0930 - 0945 8 0 0 8 42 1 2 45 13 0 0 13 0945 - 1000 6 0 0 6 39 0 0 39 9009 Hourly Total 30 0 0 30 175 4 3 182 41 1 0 42 Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL TOTAL 94 1 2 97 612 11 11 634 144 3 0 147
Left Turn Westbound Right Turn TIME Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL 1600 - 1615 8 0 0 8 33 1 1 35 11 0 0 11 1615 - 1630 7 0 0 7 34 0 0 34 17 0 0 17 1630 - 1645 12 0 1 13 38 2 1 41 12 0 0 12 1645 - 1700 19 1 0 20 48 1 2 51 91010 Hourly Total 46 1 1 48 153 4 4 161 49 1 0 50 1700 - 1715 21 0 0 21 55 0 1 56 15 0 0 15 1715 - 1730 14 0 0 14 43 0 1 44 11 0 0 11 1730 - 1745 16 0 0 16 54 1 0 55 7007 1745 - 1800 20 0 0 20 56 0 1 57 10 0 0 10 Hourly Total 71 0 0 71 208 1 3 212 43 0 0 43 1800 - 1815 11 0 0 11 43 0 0 43 6006 1815 - 1830 13 0 0 13 46 0 1 47 5005 1830 - 1845 8 0 0 8 43 0 1 44 6006 1845 - 1900 6 0 0 6 39 1 0 40 3003 Hourly Total 38 0 0 38 171 1 2 174 20 0 0 20 Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL Lights HGV Bus/Coach TOTAL TOTAL 155 1 1 157 532 6 9 547 112 1 0 113 Overton - Thursday 12th June 2014
Junction: Winchester Road/Kingsclere Road/A3400
Queue Lengths (Vehicles) Queue Lengths (Vehicles) TIME Winchester Rd A3400 EB Kingsclere Rd A3400 WB TIME Winchester Rd A3400 EB Kingsclere Rd A3400 WB 700383316005559 705675516057975 710485816105658 715764316154846 720694716207768 7255857162565510 730876916306675 735 7 7 5 10 1635 6 9 9 7 740 9 15 4 5 1640 5 10 7 7 745 10 7 5 12 1645 3 6 5 6 750 12 12 6 8 1650 6 7 6 9 755786816554667 800 13 7 5 9 1700 5 8 8 7 805 15 12 4 15 1705 10 7 6 6 810 11 9 5 8 1710 5 5 4 12 815 10 6 10 10 1715 5 9 9 6 820 12 12 6 7 1720 3 7 10 7 825 10 7 5 8 1725 6 12 6 9 830 15 8 10 10 1730 7 8 7 10 835 10 15 9 6 1735 6 7 8 5 840 12 15 15 15 1740 4 6 6 6 845 15 20 12 10 1745 5 10 5 10 850 9 8 20 15 1750 6 7 6 6 855 10 12 20 10 1755 6 7 7 5 900 6 8 15 8 1800 8 8 7 6 905 8 15 14 9 1805 5 10 7 7 910 7 6 12 7 1810 7 7 5 10 915 6 7 12 10 1815 4 8 6 5 920567718206767 925 7 10 9 8 1825 5 5 7 6 930667618307746 935486518355464 940775718404748 945657618455557 950566518503434 955687318555557 1000574519003345
Queues Measured as Stationary and/or Slow Moving traffic less than 5mph (Maximum Observed in Period)
Queues are often longer the more the Pedestrian Crossings are activated (Especially 0815-0900)
APPENDIX 5 – EXISTING PEAK HOUR TRAFFIC FLOWS
rpsgroup.com/uk
2014 - Exisiting Flows 2014 - Distribution
0800-0900 B3051 - Kingsclere Rd 0800-0900 B3051 - Kingsclere Rd 200 221
307 0% 26 0% 0% 0% 12% 307 2% 252 30 90 80 15% 45% 40% 3% 29 B3400 - High St B3400 - London Rd B3400 - High St B3400 - London Rd
71 1% 441 32% 33 124 109 244 1% 369 56% 3% 0% 1% 54 2%
173 266
Winchester St Winchester St
B3051 - Kingsclere Rd B3051 - Kingsclere Rd 1700-1800 131 1700-1800
110
0% 18 0% 2% 0% 16% 275 1% 221 30 66 35 23% 50% 27% 287 0% 36 B3400 - High St B3400 - London Rd B3400 - High St B3400 - London Rd
43 1% 321 39% 45 49 65 212 0% 326 0% 0% 0% 71 0% 45%
173 159 Key Winchester St xx Total Vehicles Winchester St x% % HGV
APPENDIX 6 – LINSIG ASSESSMENT OUTPUT REPORT
rpsgroup.com/uk
Full Input Data And Results Full Input Data And Results
User and Project Details Project: Land off Kingsclere Road, Overton
Title:
Location:
File name: Overton X Roads peds every cycle (fixed).lsg3x Author: Pauline Pettitt Company: RPS Group Address: 20 Western Avenue, Milton Park, Abingdon OX14 4SH
Notes:
Network Layout Diagram
A
1 Unnamed Junction
1
5/
-
Kingsclere
5
1
rm
A
-B305
Arm 1
1/1
1
4/1 1 6/1 1
Arm 4-B3400 High S treet Arm 6 - D B Arm 8- Arm 2 - B3400 London
1 8/1 1 2/1
1
/1
t
3
tree
er S
hest
m7-
inc
Ar
-W
3
Arm
7/1
1
C Full Input Data And Results
Phase Diagram
B
E I
H C F A
G
D
Phase Input Data Phase Name Phase Type Assoc. Phase Street Min Cont Min
A Traffic 7 7
B Traffic 7 7
C Traffic 7 7 D Traffic 7 7
E Pedestrian 7 7
F Pedestrian 7 7
G Pedestrian 7 7
H Pedestrian 7 7 I Dummy 7 7 Full Input Data And Results
Phase Intergreens Matrix Starting Phase
A B C D E F G H I
A - 7 6 6 9 9 9 9 3
B 8 - 8 8 9 9 9 9 3
C 8 9 - 8 9 9 9 9 3
Terminating D 7 7 7 - 8 8 8 7 3 Phase E 3 3 3 3 - - - - 3
F 3 3 3 3 - - - - 3
G 3 3 3 3 - - - - 3
H 3 3 3 3 - - - - 3 I 2 2 2 2 2 2 2 2 -
Phases in Stage Stage No. Phases in Stage
1 A
2 EFGH 3 C
4 D
5 B
Stage Diagram 1 Min >= 7 2 Min >= 7 3 Min >= 7 4 Min >= 7 5 Min >= 7 B B B B B
E I E I E I E I E I C H F A C H F A C H F A C H F A C H F A G G G G G
D D D D D
Phase Delays Term. Stage Start Stage Phase Type Value Cont value
There are no Phase Delays defined
Prohibited Stage Change To Stage
1 2 3 4 5
1 9 6 6 7
From 2 3 3 3 3 Stage 3 8 9 8 9 4 7 8 7 7
5 8 9 8 8 Full Input Data And Results Give-Way Lane Input Data Junction: Unnamed Junction
There are no Opposed Lanes in this Junction Full Input Data And Results Lane Input Data Junction: Unnamed Junction
Def User Physical Sat Lane Turning Lane Start End Saturation Nearside Lane Phases Length Flow Width Gradient Turns Radius Type Disp. Disp. Flow Lane (PCU) Type (m) (m) (PCU/Hr)
Arm 6 6.70 Left 1/1 Arm 7 (B3051 U B 2 3 60.0 Geom - 2.45 0.00 Y Inf Ahead Kingsclere) Arm 8 8.90 Right
Arm 5 8.50 Right 2/1 Arm 7 (B3400 U A 2 3 60.0 Geom - 2.85 0.00 Y 6.00 Left London) Arm 8 Inf Ahead
Arm 5 Inf Ahead 3/1 Arm 6 (Winchester U D 2 3 60.0 Geom - 3.75 0.00 Y 14.80 Right Street) Arm 8 7.80 Left
Arm 5 5.20 Left 4/1 Arm 6 (B3400 High U C 2 3 60.0 Geom - 2.85 0.00 Y Inf Ahead Street) Arm 7 9.20 Right
5/1 U 2 3 60.0 Inf ------
6/1 U 2 3 60.0 Inf ------
7/1 U 2 3 60.0 Inf ------
8/1 U 2 3 60.0 Inf ------
Traffic Flow Groups Flow Group Start Time End Time Duration Formula
1: '2014 Existing AM' 08:00 09:00 01:00
2: '2014 Existing PM' 17:00 18:00 01:00
3: '2020 Baseline AM' 08:00 09:00 01:00 4: '2020 Baseline PM' 17:00 18:00 01:00
5: '2020 + Committed AM' 08:00 09:00 01:00
6: '2020 + Committed PM' 08:00 09:00 01:00
7: '2020 Baseline + Committed + 200 units AM' 08:00 09:00 01:00
8: '2020 Baseline + Committed + 200 units PM' 17:00 18:00 01:00 9: '2020 + 200 units AM' 08:00 09:00 01:00
10: '2020 + 200 units PM' 17:00 18:00 01:00 Full Input Data And Results
Scenario 1: '2014 Existing AM' (FG1: '2014 Existing AM', Plan 1: 'Network Control Plan 1') Traffic Flows, Desired Desired Flow : Destination
A B C D Tot.
A 0 80 91 30 201
B 72 0 56 252 380 Origin C 124 111 0 36 271
D 27 265 33 0 325
Tot. 223 456 180 318 1177
Traffic Lane Flows Scenario 1: Lane 2014 Existing AM Junction: Unnamed Junction
1/1 201
2/1 380
3/1 271
4/1 325
5/1 223
6/1 456
7/1 180
8/1 318 Full Input Data And Results Lane Saturation Flows Junction: Unnamed Junction Lane Turning Nearside Allowed Turning Sat Flow Flared Sat Flow Lane Width Gradient Radius Lane Turns Prop. (PCU/Hr) (PCU/Hr) (m) (m)
Arm 6 Left 6.70 39.8 % 1/1 2.45 0.00 Y Arm 7 Ahead Inf 45.3 % 1669 1669 (B3051 Kingsclere) Arm 8 Right 8.90 14.9 %
Arm 5 Right 8.50 18.9 % 2/1 2.85 0.00 Y Arm 7 Left 6.00 14.7 % 1775 1775 (B3400 London) Arm 8 Ahead Inf 66.3 %
Arm 5 Ahead Inf 45.8 % 3/1 3.75 0.00 Y Arm 6 Right 14.80 41.0 % 1865 1865 (Winchester Street) Arm 8 Left 7.80 13.3 %
Arm 5 Left 5.20 8.3 % 4/1 2.85 0.00 Y Arm 6 Ahead Inf 81.5 % 1826 1826 (B3400 High Street) Arm 7 Right 9.20 10.2 %
5/1 Infinite Saturation Flow Inf Inf
6/1 Infinite Saturation Flow Inf Inf 7/1 Infinite Saturation Flow Inf Inf
8/1 Infinite Saturation Flow Inf Inf
Scenario 2: '2014 Existing PM' (FG2: '2014 Existing PM', Plan 1: 'Network Control Plan 1') Traffic Flows, Desired Desired Flow : Destination
A B C D Tot.
A 0 35 67 30 132
B 43 0 71 216 330 Origin C 49 65 0 45 159
D 18 229 36 0 283
Tot. 110 329 174 291 904 Full Input Data And Results Traffic Lane Flows Scenario 2: Lane 2014 Existing PM
Junction: Unnamed Junction
1/1 132
2/1 330
3/1 159
4/1 283
5/1 110
6/1 329
7/1 174
8/1 291
Lane Saturation Flows Junction: Unnamed Junction
Lane Turning Nearside Allowed Turning Sat Flow Flared Sat Flow Lane Width Gradient Radius Lane Turns Prop. (PCU/Hr) (PCU/Hr) (m) (m)
Arm 6 Left 6.70 26.5 % 1/1 2.45 0.00 Y Arm 7 Ahead Inf 50.8 % 1695 1695 (B3051 Kingsclere) Arm 8 Right 8.90 22.7 %
Arm 5 Right 8.50 13.0 % 2/1 2.85 0.00 Y Arm 7 Left 6.00 21.5 % 1765 1765 (B3400 London) Arm 8 Ahead Inf 65.5 %
Arm 5 Ahead Inf 30.8 % 3/1 3.75 0.00 Y Arm 6 Right 14.80 40.9 % 1816 1816 (Winchester Street) Arm 8 Left 7.80 28.3 %
Arm 5 Left 5.20 6.4 % 4/1 2.85 0.00 Y Arm 6 Ahead Inf 80.9 % 1829 1829 (B3400 High Street) Arm 7 Right 9.20 12.7 %
5/1 Infinite Saturation Flow Inf Inf 6/1 Infinite Saturation Flow Inf Inf
7/1 Infinite Saturation Flow Inf Inf
8/1 Infinite Saturation Flow Inf Inf Full Input Data And Results
Scenario 3: '2020 Baseline AM' (FG3: '2020 Baseline AM', Plan 1: 'Network Control Plan 1') Traffic Flows, Desired Desired Flow : Destination
A B C D Tot.
A 0 87 99 33 219
B 78 0 61 274 413 Origin C 135 121 0 39 295
D 29 288 36 0 353
Tot. 242 496 196 346 1280
Traffic Lane Flows Scenario 3: Lane 2020 Baseline AM
Junction: Unnamed Junction
1/1 219
2/1 413
3/1 295
4/1 353
5/1 242
6/1 496
7/1 196
8/1 346
Lane Saturation Flows Junction: Unnamed Junction
Lane Turning Nearside Allowed Turning Sat Flow Flared Sat Flow Lane Width Gradient Radius Lane Turns Prop. (PCU/Hr) (PCU/Hr) (m) (m)
Arm 6 Left 6.70 39.7 % 1/1 2.45 0.00 Y Arm 7 Ahead Inf 45.2 % 1669 1669 (B3051 Kingsclere) Arm 8 Right 8.90 15.1 %
Arm 5 Right 8.50 18.9 % 2/1 2.85 0.00 Y Arm 7 Left 6.00 14.8 % 1775 1775 (B3400 London) Arm 8 Ahead Inf 66.3 %
Arm 5 Ahead Inf 45.8 % 3/1 3.75 0.00 Y Arm 6 Right 14.80 41.0 % 1865 1865 (Winchester Street) Arm 8 Left 7.80 13.2 %
Arm 5 Left 5.20 8.2 % 4/1 2.85 0.00 Y Arm 6 Ahead Inf 81.6 % 1826 1826 (B3400 High Street) Arm 7 Right 9.20 10.2 %
5/1 Infinite Saturation Flow Inf Inf
6/1 Infinite Saturation Flow Inf Inf
7/1 Infinite Saturation Flow Inf Inf
8/1 Infinite Saturation Flow Inf Inf Full Input Data And Results
Scenario 4: '2020 Baseline PM' (FG4: '2020 Baseline PM', Plan 1: 'Network Control Plan 1') Traffic Flows, Desired Desired Flow : Destination
A B C D Tot.
A 0 38 73 33 144
B 47 0 78 236 361 Origin C 54 71 0 49 174
D 20 249 39 0 308
Tot. 121 358 190 318 987
Traffic Lane Flows Scenario 4: Lane 2020 Baseline PM
Junction: Unnamed Junction
1/1 144
2/1 361
3/1 174
4/1 308
5/1 121
6/1 358
7/1 190
8/1 318 Full Input Data And Results Lane Saturation Flows Junction: Unnamed Junction Lane Turning Nearside Allowed Turning Sat Flow Flared Sat Flow Lane Width Gradient Radius Lane Turns Prop. (PCU/Hr) (PCU/Hr) (m) (m)
Arm 6 Left 6.70 26.4 % 1/1 2.45 0.00 Y Arm 7 Ahead Inf 50.7 % 1694 1694 (B3051 Kingsclere) Arm 8 Right 8.90 22.9 %
Arm 5 Right 8.50 13.0 % 2/1 2.85 0.00 Y Arm 7 Left 6.00 21.6 % 1764 1764 (B3400 London) Arm 8 Ahead Inf 65.4 %
Arm 5 Ahead Inf 31.0 % 3/1 3.75 0.00 Y Arm 6 Right 14.80 40.8 % 1817 1817 (Winchester Street) Arm 8 Left 7.80 28.2 %
Arm 5 Left 5.20 6.5 % 4/1 2.85 0.00 Y Arm 6 Ahead Inf 80.8 % 1828 1828 (B3400 High Street) Arm 7 Right 9.20 12.7 %
5/1 Infinite Saturation Flow Inf Inf
6/1 Infinite Saturation Flow Inf Inf 7/1 Infinite Saturation Flow Inf Inf
8/1 Infinite Saturation Flow Inf Inf
Scenario 5: '2020 + Comm AM' (FG5: '2020 + Committed AM', Plan 1: 'Network Control Plan 1') Traffic Flows, Desired Desired Flow : Destination
A B C D Tot.
A 0 88 99 33 220
B 82 0 68 293 443 Origin C 135 124 0 39 298
D 29 296 36 0 361
Tot. 246 508 203 365 1322 Full Input Data And Results Traffic Lane Flows Scenario 5: Lane 2020 + Comm AM
Junction: Unnamed Junction
1/1 220
2/1 443
3/1 298
4/1 361
5/1 246
6/1 508
7/1 203
8/1 365
Lane Saturation Flows Junction: Unnamed Junction
Lane Turning Nearside Allowed Turning Sat Flow Flared Sat Flow Lane Width Gradient Radius Lane Turns Prop. (PCU/Hr) (PCU/Hr) (m) (m)
Arm 6 Left 6.70 40.0 % 1/1 2.45 0.00 Y Arm 7 Ahead Inf 45.0 % 1668 1668 (B3051 Kingsclere) Arm 8 Right 8.90 15.0 %
Arm 5 Right 8.50 18.5 % 2/1 2.85 0.00 Y Arm 7 Left 6.00 15.3 % 1774 1774 (B3400 London) Arm 8 Ahead Inf 66.1 %
Arm 5 Ahead Inf 45.3 % 3/1 3.75 0.00 Y Arm 6 Right 14.80 41.6 % 1864 1864 (Winchester Street) Arm 8 Left 7.80 13.1 %
Arm 5 Left 5.20 8.0 % 4/1 2.85 0.00 Y Arm 6 Ahead Inf 82.0 % 1828 1828 (B3400 High Street) Arm 7 Right 9.20 10.0 %
5/1 Infinite Saturation Flow Inf Inf 6/1 Infinite Saturation Flow Inf Inf
7/1 Infinite Saturation Flow Inf Inf
8/1 Infinite Saturation Flow Inf Inf Full Input Data And Results
Scenario 6: '2020 + Comm PM' (FG6: '2020 + Committed PM', Plan 1: 'Network Control Plan 1') Traffic Flows, Desired Desired Flow : Destination
A B C D Tot.
A 0 41 73 33 147
B 49 0 82 246 377 Origin C 54 77 0 49 180
D 20 266 39 0 325
Tot. 123 384 194 328 1029
Traffic Lane Flows Scenario 6: Lane 2020 + Comm PM
Junction: Unnamed Junction
1/1 147
2/1 377
3/1 180
4/1 325
5/1 123
6/1 384
7/1 194
8/1 328
Lane Saturation Flows Junction: Unnamed Junction
Lane Turning Nearside Allowed Turning Sat Flow Flared Sat Flow Lane Width Gradient Radius Lane Turns Prop. (PCU/Hr) (PCU/Hr) (m) (m)
Arm 6 Left 6.70 27.9 % 1/1 2.45 0.00 Y Arm 7 Ahead Inf 49.7 % 1690 1690 (B3051 Kingsclere) Arm 8 Right 8.90 22.4 %
Arm 5 Right 8.50 13.0 % 2/1 2.85 0.00 Y Arm 7 Left 6.00 21.8 % 1764 1764 (B3400 London) Arm 8 Ahead Inf 65.3 %
Arm 5 Ahead Inf 30.0 % 3/1 3.75 0.00 Y Arm 6 Right 14.80 42.8 % 1816 1816 (Winchester Street) Arm 8 Left 7.80 27.2 %
Arm 5 Left 5.20 6.2 % 4/1 2.85 0.00 Y Arm 6 Ahead Inf 81.8 % 1832 1832 (B3400 High Street) Arm 7 Right 9.20 12.0 %
5/1 Infinite Saturation Flow Inf Inf
6/1 Infinite Saturation Flow Inf Inf
7/1 Infinite Saturation Flow Inf Inf
8/1 Infinite Saturation Flow Inf Inf Full Input Data And Results
Scenario 7: '2020 + Comm + Dev AM' (FG7: '2020 Baseline + Committed + 200 units AM', Plan 1: 'Network Control Plan 1') Traffic Flows, Desired Desired Flow : Destination
A B C D Tot.
A 0 119 134 44 297
B 89 0 68 293 450 Origin C 147 124 0 39 310
D 32 296 36 0 364
Tot. 268 539 238 376 1421
Traffic Lane Flows Scenario 7: Lane 2020 + Comm + Dev AM
Junction: Unnamed Junction
1/1 297
2/1 450
3/1 310
4/1 364
5/1 268
6/1 539
7/1 238
8/1 376 Full Input Data And Results Lane Saturation Flows Junction: Unnamed Junction Lane Turning Nearside Allowed Turning Sat Flow Flared Sat Flow Lane Width Gradient Radius Lane Turns Prop. (PCU/Hr) (PCU/Hr) (m) (m)
Arm 6 Left 6.70 40.1 % 1/1 2.45 0.00 Y Arm 7 Ahead Inf 45.1 % 1669 1669 (B3051 Kingsclere) Arm 8 Right 8.90 14.8 %
Arm 5 Right 8.50 19.8 % 2/1 2.85 0.00 Y Arm 7 Left 6.00 15.1 % 1771 1771 (B3400 London) Arm 8 Ahead Inf 65.1 %
Arm 5 Ahead Inf 47.4 % 3/1 3.75 0.00 Y Arm 6 Right 14.80 40.0 % 1869 1869 (Winchester Street) Arm 8 Left 7.80 12.6 %
Arm 5 Left 5.20 8.8 % 4/1 2.85 0.00 Y Arm 6 Ahead Inf 81.3 % 1824 1824 (B3400 High Street) Arm 7 Right 9.20 9.9 %
5/1 Infinite Saturation Flow Inf Inf
6/1 Infinite Saturation Flow Inf Inf 7/1 Infinite Saturation Flow Inf Inf
8/1 Infinite Saturation Flow Inf Inf
Scenario 8: '2020 + Comm + Dev PM' (FG8: '2020 Baseline + Committed + 200 units PM', Plan 1: 'Network Control Plan 1') Traffic Flows, Desired Desired Flow : Destination
A B C D Tot.
A 0 50 90 40 180
B 76 0 82 246 404 Origin C 84 77 0 49 210
D 31 258 39 0 328
Tot. 191 385 211 335 1122 Full Input Data And Results Traffic Lane Flows Scenario 8: Lane 2020 + Comm + Dev PM
Junction: Unnamed Junction
1/1 180
2/1 404
3/1 210
4/1 328
5/1 191
6/1 385
7/1 211
8/1 335
Lane Saturation Flows Junction: Unnamed Junction
Lane Turning Nearside Allowed Turning Sat Flow Flared Sat Flow Lane Width Gradient Radius Lane Turns Prop. (PCU/Hr) (PCU/Hr) (m) (m)
Arm 6 Left 6.70 27.8 % 1/1 2.45 0.00 Y Arm 7 Ahead Inf 50.0 % 1691 1691 (B3051 Kingsclere) Arm 8 Right 8.90 22.2 % Arm 5 Right 8.50 18.8 % 2/1 2.85 0.00 Y Arm 7 Left 6.00 20.3 % 1753 1753 (B3400 London) Arm 8 Ahead Inf 60.9 %
Arm 5 Ahead Inf 40.0 % 3/1 3.75 0.00 Y Arm 6 Right 14.80 36.7 % 1839 1839 (Winchester Street) Arm 8 Left 7.80 23.3 %
Arm 5 Left 5.20 9.5 % 4/1 2.85 0.00 Y Arm 6 Ahead Inf 78.7 % 1815 1815 (B3400 High Street) Arm 7 Right 9.20 11.9 %
5/1 Infinite Saturation Flow Inf Inf
6/1 Infinite Saturation Flow Inf Inf
7/1 Infinite Saturation Flow Inf Inf
8/1 Infinite Saturation Flow Inf Inf Full Input Data And Results
Scenario 9: '2020 + Dev AM' (FG9: '2020 + 200 units AM', Plan 1: 'Network Control Plan 1') Traffic Flows, Desired Desired Flow : Destination
A B C D Tot.
A 0 118 134 44 296
B 85 0 61 274 420 Origin C 147 121 0 39 307
D 32 288 36 0 356
Tot. 264 527 231 357 1379
Traffic Lane Flows Scenario 9: Lane 2020 + Dev AM
Junction: Unnamed Junction
1/1 296
2/1 420
3/1 307
4/1 356
5/1 264
6/1 527
7/1 231
8/1 357
Lane Saturation Flows Junction: Unnamed Junction
Lane Turning Nearside Allowed Turning Sat Flow Flared Sat Flow Lane Width Gradient Radius Lane Turns Prop. (PCU/Hr) (PCU/Hr) (m) (m)
Arm 6 Left 6.70 39.9 % 1/1 2.45 0.00 Y Arm 7 Ahead Inf 45.3 % 1669 1669 (B3051 Kingsclere) Arm 8 Right 8.90 14.9 %
Arm 5 Right 8.50 20.2 % 2/1 2.85 0.00 Y Arm 7 Left 6.00 14.5 % 1772 1772 (B3400 London) Arm 8 Ahead Inf 65.2 %
Arm 5 Ahead Inf 47.9 % 3/1 3.75 0.00 Y Arm 6 Right 14.80 39.4 % 1870 1870 (Winchester Street) Arm 8 Left 7.80 12.7 %
Arm 5 Left 5.20 9.0 % 4/1 2.85 0.00 Y Arm 6 Ahead Inf 80.9 % 1823 1823 (B3400 High Street) Arm 7 Right 9.20 10.1 %
5/1 Infinite Saturation Flow Inf Inf
6/1 Infinite Saturation Flow Inf Inf
7/1 Infinite Saturation Flow Inf Inf
8/1 Infinite Saturation Flow Inf Inf Full Input Data And Results
Scenario 10: '2020 + Dev PM' (FG10: '2020 + 200 units PM', Plan 1: 'Network Control Plan 1') Traffic Flows, Desired Desired Flow : Destination
A B C D Tot.
A 0 47 90 40 177
B 74 0 78 236 388 Origin C 84 71 0 49 204
D 31 249 39 0 319
Tot. 189 367 207 325 1088
Traffic Lane Flows Scenario 10: Lane 2020 + Dev PM
Junction: Unnamed Junction
1/1 177
2/1 388
3/1 204
4/1 319
5/1 189
6/1 367
7/1 207
8/1 325 Full Input Data And Results Lane Saturation Flows Junction: Unnamed Junction Lane Turning Nearside Allowed Turning Sat Flow Flared Sat Flow Lane Width Gradient Radius Lane Turns Prop. (PCU/Hr) (PCU/Hr) (m) (m)
Arm 6 Left 6.70 26.6 % 1/1 2.45 0.00 Y Arm 7 Ahead Inf 50.8 % 1695 1695 (B3051 Kingsclere) Arm 8 Right 8.90 22.6 %
Arm 5 Right 8.50 19.1 % 2/1 2.85 0.00 Y Arm 7 Left 6.00 20.1 % 1753 1753 (B3400 London) Arm 8 Ahead Inf 60.8 %
Arm 5 Ahead Inf 41.2 % 3/1 3.75 0.00 Y Arm 6 Right 14.80 34.8 % 1840 1840 (Winchester Street) Arm 8 Left 7.80 24.0 %
Arm 5 Left 5.20 9.7 % 4/1 2.85 0.00 Y Arm 6 Ahead Inf 78.1 % 1813 1813 (B3400 High Street) Arm 7 Right 9.20 12.2 %
5/1 Infinite Saturation Flow Inf Inf
6/1 Infinite Saturation Flow Inf Inf 7/1 Infinite Saturation Flow Inf Inf
8/1 Infinite Saturation Flow Inf Inf
Scenario 1: '2014 Existing AM' (FG1: '2014 Existing AM', Plan 1: 'Network Control Plan 1') Stage Sequence Diagram 1 Min: 7 2 Min: 7 3 Min: 7 4 Min: 7 5 Min: 7 B
E
A H F C G
D 8 33s 9 7s 3 27s 8 20s 7 18s
Stage Timings Stage 1 2 3 4 5
Duration 33 7 27 20 18
Change Point 53 94 110 0 28 Full Input Data And Results
Signal Timings Diagram
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140
0 28 53 94 110 4 8:20 5 7:18 1 8:33 2 9:7 3 3:27
A A B B C C D D E E Phases F F G G H H I I
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140
Time in cycle (sec) Full Input Data And Results Network Layout Diagram Full Input Data And Results
A
1 Unnamed Junction PRC: -7.6 % Total Traffic Delay: 34.3 pcuHr
re
le
0
B 3 m5-
r 4 3051 Kingsc 28 A 110 B
- 2 140 5
Arm 1 94 1 53
1 C1
C 1 1
Arm 4 -B3400High Street Arm 6 - D B Arm 8- Arm 2 - B3400 London
1 1 A
1
t
e
e Full Input Data And Results
Network Results Lane Lane Controller Position In Arrow Total Green Arrow Demand Sat Flow Capacity Deg Sat Item Full Phase Num Greens Description Type Stream Filtered Route Phase (s) Green (s) Flow (pcu) (pcu/Hr) (pcu) (%)
Network - - N/A ------96.9%
Unnamed - - N/A ------96.9% Junction
B3051 1/1 Kingsclere Left U N/A N/A B 1 18 - 201 1669 227 88.7% Ahead Right
B3400 London 2/1 U N/A N/A A 1 33 - 380 1775 431 88.2% Right Left Ahead
Winchester 3/1 Street Ahead U N/A N/A D 1 20 - 271 1865 280 96.9% Right Left
B3400 High 4/1 Street Left U N/A N/A C 1 27 - 325 1826 365 89.0% Ahead Right
5/1 U N/A N/A - - - - 223 Inf Inf 0.0%
6/1 U N/A N/A - - - - 456 Inf Inf 0.0%
7/1 U N/A N/A - - - - 180 Inf Inf 0.0%
8/1 U N/A N/A - - - - 318 Inf Inf 0.0% Full Input Data And Results Rand + Mean Turners When Turners In Uniform Storage Area Total Av. Delay Max. Back of Rand + Leaving Turners In Oversat Max Item Arriving (pcu) Unopposed Intergreen Delay Uniform Delay Per PCU Uniform Oversat (pcu) Gaps (pcu) Delay Queue (pcu) (pcu) (pcuHr) Delay (pcuHr) (pcuHr) (s/pcu) Queue (pcu) Queue (pcu) (pcuHr) (pcu)
Network - - 0 0 0 18.1 16.2 0.0 34.3 - - - -
Unnamed - - 0 0 0 18.1 16.2 0.0 34.3 - - - - Junction
1/1 201 201 - - - 3.3 3.2 - 6.5 116.0 7.6 3.2 10.8
2/1 380 380 - - - 5.4 3.3 - 8.7 82.3 14.1 3.3 17.4
3/1 271 271 - - - 4.5 6.3 - 10.8 143.3 10.5 6.3 16.8
4/1 325 325 - - - 4.9 3.5 - 8.4 92.7 12.3 3.5 15.7
5/1 223 223 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 456 456 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
7/1 180 180 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
8/1 318 318 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
C1 PRC for Signalled Lanes (%): -7.6 Total Delay for Signalled Lanes (pcuHr): 34.32 Cycle Time (s): 140 PRC Over All Lanes (%): -7.6 Total Delay Over All Lanes(pcuHr): 34.32 Full Input Data And Results Scenario 2: '2014 Existing PM' (FG2: '2014 Existing PM', Plan 1: 'Network Control Plan 1') Stage Sequence Diagram 1 Min: 7 2 Min: 7 3 Min: 7 4 Min: 7 5 Min: 7 B
E
A H F C G
D 8 20s 9 7s 3 18s 8 10s 7 10s
Stage Timings Stage 1 2 3 4 5
Duration 20 7 18 10 10
Change Point 6 34 50 71 89
Signal Timings Diagram
0 10 20 30 40 50 60 70 80 90 100
6 34 50 71 89 1 8:20 2 9:7 3 3:18 4 8:10 5 7:10
A A B B C C D D E E Phases F F G G H H I I
0 10 20 30 40 50 60 70 80 90 100
Time in cycle (sec) Full Input Data And Results Network Layout Diagram Full Input Data And Results
A
1 Unnamed Junction PRC: 1.1 % Total Traffic Delay: 18.5 pcuHr
re
le
6 89 B 5
m5-
r 3051 Kingsc 4
A
B
- 100 1 71
Arm 1 3 2 34
50
1 C1
C 1 1
Arm 4 -B3400High Street Arm 6 - D B Arm 8- Arm 2 - B3400 London
1 1 A
1
t
e
e Full Input Data And Results
Network Results Lane Lane Controller Position In Arrow Total Green Arrow Demand Sat Flow Capacity Deg Sat Item Full Phase Num Greens Description Type Stream Filtered Route Phase (s) Green (s) Flow (pcu) (pcu/Hr) (pcu) (%)
Network - - N/A ------89.0%
Unnamed - - N/A ------89.0% Junction
B3051 1/1 Kingsclere Left U N/A N/A B 1 10 - 132 1695 186 70.8% Ahead Right
B3400 London 2/1 U N/A N/A A 1 20 - 330 1765 371 89.0% Right Left Ahead
Winchester 3/1 Street Ahead U N/A N/A D 1 10 - 159 1816 200 79.6% Right Left
B3400 High 4/1 Street Left U N/A N/A C 1 18 - 283 1829 348 81.4% Ahead Right
5/1 U N/A N/A - - - - 110 Inf Inf 0.0%
6/1 U N/A N/A - - - - 329 Inf Inf 0.0%
7/1 U N/A N/A - - - - 174 Inf Inf 0.0%
8/1 U N/A N/A - - - - 291 Inf Inf 0.0% Full Input Data And Results Rand + Mean Turners When Turners In Uniform Storage Area Total Av. Delay Max. Back of Rand + Leaving Turners In Oversat Max Item Arriving (pcu) Unopposed Intergreen Delay Uniform Delay Per PCU Uniform Oversat (pcu) Gaps (pcu) Delay Queue (pcu) (pcu) (pcuHr) Delay (pcuHr) (pcuHr) (s/pcu) Queue (pcu) Queue (pcu) (pcuHr) (pcu)
Network - - 0 0 0 10.1 8.5 0.0 18.5 - - - -
Unnamed - - 0 0 0 10.1 8.5 0.0 18.5 - - - - Junction
1/1 132 132 - - - 1.6 1.2 - 2.7 74.7 3.5 1.2 4.7
2/1 330 330 - - - 3.5 3.5 - 7.0 76.2 8.9 3.5 12.4
3/1 159 159 - - - 1.9 1.8 - 3.7 84.0 4.3 1.8 6.1
4/1 283 283 - - - 3.1 2.1 - 5.1 65.0 7.5 2.1 9.5
5/1 110 110 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 329 329 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
7/1 174 174 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
8/1 291 291 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
C1 PRC for Signalled Lanes (%): 1.1 Total Delay for Signalled Lanes (pcuHr): 18.55 Cycle Time (s): 100 PRC Over All Lanes (%): 1.1 Total Delay Over All Lanes(pcuHr): 18.55 Full Input Data And Results Scenario 3: '2020 Baseline AM' (FG3: '2020 Baseline AM', Plan 1: 'Network Control Plan 1') Stage Sequence Diagram 1 Min: 7 2 Min: 7 3 Min: 7 4 Min: 7 5 Min: 7 B
E
A H F C G
D 8 33s 9 7s 3 27s 8 20s 7 18s
Stage Timings Stage 1 2 3 4 5
Duration 33 7 27 20 18
Change Point 35 76 92 122 10
Signal Timings Diagram
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140
10 35 76 92 122 5 7:18 1 8:33 2 9:7 3 3:27 4 8:20
A A B B C C D D E E Phases F F G G H H I I
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140
Time in cycle (sec) Full Input Data And Results Network Layout Diagram Full Input Data And Results
A
1 Unnamed Junction PRC: -17.2 % Total Traffic Delay: 53.6 pcuHr
re
le
10 122 B 4
m5-
r
3051 Kingsc
A
B 5
- 3 140 35
Arm 1 92 2 1
76
1 C1
C 1 1
Arm 4 -B3400High Street Arm 6 - D B Arm 8- Arm 2 - B3400 London
1 1 A
1
t
e
e Full Input Data And Results
Network Results Lane Lane Controller Position In Arrow Num Total Green Arrow Demand Sat Flow Capacity Deg Sat Item Full Phase Description Type Stream Filtered Route Phase Greens (s) Green (s) Flow (pcu) (pcu/Hr) (pcu) (%)
Network - - N/A ------105.5%
Unnamed - - N/A ------105.5% Junction
B3051 1/1 Kingsclere Left U N/A N/A B 1 18 - 219 1669 227 96.7% Ahead Right
B3400 London 2/1 U N/A N/A A 1 33 - 413 1775 431 95.8% Right Left Ahead
Winchester 3/1 Street Ahead U N/A N/A D 1 20 - 295 1865 280 105.5% Right Left
B3400 High 4/1 Street Left U N/A N/A C 1 27 - 353 1826 365 96.7% Ahead Right
5/1 U N/A N/A - - - - 242 Inf Inf 0.0%
6/1 U N/A N/A - - - - 496 Inf Inf 0.0%
7/1 U N/A N/A - - - - 196 Inf Inf 0.0%
8/1 U N/A N/A - - - - 346 Inf Inf 0.0% Full Input Data And Results Rand + Turners When Turners In Uniform Storage Area Total Av. Delay Max. Back of Rand + Mean Max Leaving Turners In Oversat Item Arriving (pcu) Unopposed Intergreen Delay Uniform Delay Per PCU Uniform Oversat Queue (pcu) Gaps (pcu) Delay (pcu) (pcu) (pcuHr) Delay (pcuHr) (pcuHr) (s/pcu) Queue (pcu) Queue (pcu) (pcu) (pcuHr)
Network - - 0 0 0 21.2 32.4 0.0 53.6 - - - -
Unnamed - - 0 0 0 21.2 32.4 0.0 53.6 - - - - Junction
1/1 219 219 - - - 3.7 5.8 - 9.4 154.8 8.5 5.8 14.2
2/1 413 413 - - - 6.0 6.6 - 12.6 109.8 15.8 6.6 22.4
3/1 295 280 - - - 6.1 13.2 - 19.3 235.1 12.1 13.2 25.3
4/1 353 353 - - - 5.4 6.8 - 12.3 125.2 13.5 6.8 20.4
5/1 235 235 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 490 490 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
7/1 196 196 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
8/1 344 344 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
C1 PRC for Signalled Lanes (%): -17.2 Total Delay for Signalled Lanes (pcuHr): 53.56 Cycle Time (s): 140 PRC Over All Lanes (%): -17.2 Total Delay Over All Lanes(pcuHr): 53.56 Full Input Data And Results Scenario 4: '2020 Baseline PM' (FG4: '2020 Baseline PM', Plan 1: 'Network Control Plan 1') Stage Sequence Diagram 1 Min: 7 2 Min: 7 3 Min: 7 4 Min: 7 5 Min: 7 B
E
A H F C G
D 8 20s 9 7s 3 18s 8 10s 7 10s
Stage Timings Stage 1 2 3 4 5
Duration 20 7 18 10 10
Change Point 0 28 44 65 83
Signal Timings Diagram
0 10 20 30 40 50 60 70 80 90 100
0 28 44 65 83 1 8:20 2 9:7 3 3:18 4 8:10 5 7:10
A A B B C C D D E E Phases F F G G H H I I
0 10 20 30 40 50 60 70 80 90 100
Time in cycle (sec) Full Input Data And Results Network Layout Diagram Full Input Data And Results
A
1 Unnamed Junction PRC: -8.3 % Total Traffic Delay: 26.3 pcuHr
re
le
0
B 5
m5- 83
r
3051 Kingsc
A
B 1
- 4 100 28
Arm 1 2 65 3
44
1 C1
C 1 1
Arm 4 -B3400High Street Arm 6 - D B Arm 8- Arm 2 - B3400 London
1 1 A
1
t
e
e Full Input Data And Results
Network Results Lane Lane Controller Position In Arrow Total Green Arrow Demand Sat Flow Capacity Deg Sat Item Full Phase Num Greens Description Type Stream Filtered Route Phase (s) Green (s) Flow (pcu) (pcu/Hr) (pcu) (%)
Network - - N/A ------97.5%
Unnamed - - N/A ------97.5% Junction
B3051 1/1 Kingsclere Left U N/A N/A B 1 10 - 144 1694 186 77.3% Ahead Right
B3400 London 2/1 U N/A N/A A 1 20 - 361 1764 370 97.5% Right Left Ahead
Winchester 3/1 Street Ahead U N/A N/A D 1 10 - 174 1817 200 87.1% Right Left
B3400 High 4/1 Street Left U N/A N/A C 1 18 - 308 1828 347 88.7% Ahead Right
5/1 U N/A N/A - - - - 121 Inf Inf 0.0%
6/1 U N/A N/A - - - - 358 Inf Inf 0.0%
7/1 U N/A N/A - - - - 190 Inf Inf 0.0%
8/1 U N/A N/A - - - - 318 Inf Inf 0.0% Full Input Data And Results Rand + Mean Turners When Turners In Uniform Storage Area Total Av. Delay Max. Back of Rand + Leaving Turners In Oversat Max Item Arriving (pcu) Unopposed Intergreen Delay Uniform Delay Per PCU Uniform Oversat (pcu) Gaps (pcu) Delay Queue (pcu) (pcu) (pcuHr) Delay (pcuHr) (pcuHr) (s/pcu) Queue (pcu) Queue (pcu) (pcuHr) (pcu)
Network - - 0 0 0 11.2 15.1 0.0 26.3 - - - -
Unnamed - - 0 0 0 11.2 15.1 0.0 26.3 - - - - Junction
1/1 144 144 - - - 1.7 1.6 - 3.3 82.9 3.9 1.6 5.5
2/1 361 361 - - - 3.9 7.4 - 11.4 113.3 9.9 7.4 17.4
3/1 174 174 - - - 2.1 2.8 - 4.9 101.1 4.7 2.8 7.5
4/1 308 308 - - - 3.4 3.3 - 6.7 78.6 8.3 3.3 11.6
5/1 121 121 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 358 358 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
7/1 190 190 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
8/1 318 318 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
C1 PRC for Signalled Lanes (%): -8.3 Total Delay for Signalled Lanes (pcuHr): 26.29 Cycle Time (s): 100 PRC Over All Lanes (%): -8.3 Total Delay Over All Lanes(pcuHr): 26.29 Full Input Data And Results Scenario 5: '2020 + Comm AM' (FG5: '2020 + Committed AM', Plan 1: 'Network Control Plan 1') Stage Sequence Diagram 1 Min: 7 2 Min: 7 3 Min: 7 4 Min: 7 5 Min: 7 B
E
A H F C G
D 8 33s 9 7s 3 27s 8 20s 7 18s
Stage Timings Stage 1 2 3 4 5
Duration 33 7 27 20 18
Change Point 23 64 80 110 138
Signal Timings Diagram
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140
23 64 80 110 138 7:18 1 8:33 2 9:7 3 3:27 4 8:20 5
A A B B C C D D E E Phases F F G G H H I I
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140
Time in cycle (sec) Full Input Data And Results Network Layout Diagram Full Input Data And Results
A
1 Unnamed Junction PRC: -18.4 % Total Traffic Delay: 65.8 pcuHr
re
le
138
B 4 23
m5- 5
r
3051 Kingsc
A 110 B
- 140 3 1
Arm 1 2
80 64
1 C1
C 1 1
Arm 4 -B3400High Street Arm 6 - D B Arm 8- Arm 2 - B3400 London
1 1 A
1
t
e
e Full Input Data And Results
Network Results Lane Lane Controller Position In Arrow Num Total Green Arrow Demand Sat Flow Capacity Deg Sat Item Full Phase Description Type Stream Filtered Route Phase Greens (s) Green (s) Flow (pcu) (pcu/Hr) (pcu) (%)
Network - - N/A ------106.6%
Unnamed - - N/A ------106.6% Junction
B3051 1/1 Kingsclere Left U N/A N/A B 1 18 - 220 1668 226 97.2% Ahead Right
B3400 London 2/1 U N/A N/A A 1 33 - 443 1774 431 102.8% Right Left Ahead
Winchester 3/1 Street Ahead U N/A N/A D 1 20 - 298 1864 280 106.6% Right Left
B3400 High 4/1 Street Left U N/A N/A C 1 27 - 361 1828 366 98.7% Ahead Right
5/1 U N/A N/A - - - - 246 Inf Inf 0.0%
6/1 U N/A N/A - - - - 508 Inf Inf 0.0%
7/1 U N/A N/A - - - - 203 Inf Inf 0.0%
8/1 U N/A N/A - - - - 365 Inf Inf 0.0% Full Input Data And Results Rand + Turners When Turners In Uniform Storage Area Total Av. Delay Max. Back of Rand + Mean Max Leaving Turners In Oversat Item Arriving (pcu) Unopposed Intergreen Delay Uniform Delay Per PCU Uniform Oversat Queue (pcu) Gaps (pcu) Delay (pcu) (pcu) (pcuHr) Delay (pcuHr) (pcuHr) (s/pcu) Queue (pcu) Queue (pcu) (pcu) (pcuHr)
Network - - 0 0 0 23.0 42.8 0.0 65.8 - - - -
Unnamed - - 0 0 0 23.0 42.8 0.0 65.8 - - - - Junction
1/1 220 220 - - - 3.7 6.0 - 9.7 158.3 8.5 6.0 14.5
2/1 443 431 - - - 7.3 14.0 - 21.3 173.1 17.7 14.0 31.7
3/1 298 280 - - - 6.4 14.4 - 20.8 251.1 12.9 14.4 27.3
4/1 361 361 - - - 5.6 8.4 - 14.0 139.8 13.9 8.4 22.4
5/1 235 235 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 500 500 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
7/1 201 201 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
8/1 355 355 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
C1 PRC for Signalled Lanes (%): -18.4 Total Delay for Signalled Lanes (pcuHr): 65.78 Cycle Time (s): 140 PRC Over All Lanes (%): -18.4 Total Delay Over All Lanes(pcuHr): 65.78 Full Input Data And Results Scenario 6: '2020 + Comm PM' (FG6: '2020 + Committed PM', Plan 1: 'Network Control Plan 1') Stage Sequence Diagram 1 Min: 7 2 Min: 7 3 Min: 7 4 Min: 7 5 Min: 7 B
E
A H F C G
D 8 20s 9 7s 3 18s 8 10s 7 10s
Stage Timings Stage 1 2 3 4 5
Duration 20 7 18 10 10
Change Point 0 28 44 65 83
Signal Timings Diagram
0 10 20 30 40 50 60 70 80 90 100
0 28 44 65 83 1 8:20 2 9:7 3 3:18 4 8:10 5 7:10
A A B B C C D D E E Phases F F G G H H I I
0 10 20 30 40 50 60 70 80 90 100
Time in cycle (sec) Full Input Data And Results Network Layout Diagram Full Input Data And Results
A
1 Unnamed Junction PRC: -13.1 % Total Traffic Delay: 33.6 pcuHr
re
le
0
B 5
m5- 83
r
3051 Kingsc
A
B 1
- 4 100 28
Arm 1 2 65 3
44
1 C1
C 1 1
Arm 4 -B3400High Street Arm 6 - D B Arm 8- Arm 2 - B3400 London
1 1 A
1
t
e
e Full Input Data And Results
Network Results Lane Lane Controller Position In Arrow Num Total Green Arrow Demand Sat Flow Capacity Deg Sat Item Full Phase Description Type Stream Filtered Route Phase Greens (s) Green (s) Flow (pcu) (pcu/Hr) (pcu) (%)
Network - - N/A ------101.8%
Unnamed - - N/A ------101.8% Junction
B3051 1/1 Kingsclere Left U N/A N/A B 1 10 - 147 1690 186 79.1% Ahead Right
B3400 London 2/1 U N/A N/A A 1 20 - 377 1764 370 101.8% Right Left Ahead
Winchester 3/1 Street Ahead U N/A N/A D 1 10 - 180 1816 200 90.1% Right Left
B3400 High 4/1 Street Left U N/A N/A C 1 18 - 325 1832 348 93.4% Ahead Right
5/1 U N/A N/A - - - - 123 Inf Inf 0.0%
6/1 U N/A N/A - - - - 384 Inf Inf 0.0%
7/1 U N/A N/A - - - - 194 Inf Inf 0.0%
8/1 U N/A N/A - - - - 328 Inf Inf 0.0% Full Input Data And Results Rand + Turners When Turners In Uniform Storage Area Total Av. Delay Max. Back of Rand + Mean Max Leaving Turners In Oversat Item Arriving (pcu) Unopposed Intergreen Delay Uniform Delay Per PCU Uniform Oversat Queue (pcu) Gaps (pcu) Delay (pcu) (pcu) (pcuHr) Delay (pcuHr) (pcuHr) (s/pcu) Queue (pcu) Queue (pcu) (pcu) (pcuHr)
Network - - 0 0 0 12.0 21.5 0.0 33.6 - - - -
Unnamed - - 0 0 0 12.0 21.5 0.0 33.6 - - - - Junction
1/1 147 147 - - - 1.8 1.7 - 3.5 85.9 4.0 1.7 5.7
2/1 377 370 - - - 4.5 11.5 - 16.0 152.3 10.7 11.5 22.1
3/1 180 180 - - - 2.2 3.4 - 5.6 111.8 4.9 3.4 8.3
4/1 325 325 - - - 3.6 4.9 - 8.5 94.5 8.8 4.9 13.8
5/1 122 122 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 384 384 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
7/1 193 193 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
8/1 324 324 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
C1 PRC for Signalled Lanes (%): -13.1 Total Delay for Signalled Lanes (pcuHr): 33.58 Cycle Time (s): 100 PRC Over All Lanes (%): -13.1 Total Delay Over All Lanes(pcuHr): 33.58 Full Input Data And Results Scenario 7: '2020 + Comm + Dev AM' (FG7: '2020 Baseline + Committed + 200 units AM', Plan 1: 'Network Control Plan 1') Stage Sequence Diagram 1 Min: 7 2 Min: 7 3 Min: 7 4 Min: 7 5 Min: 7 B
E
A H F C G
D 8 32s 9 7s 3 26s 8 20s 7 20s
Stage Timings Stage 1 2 3 4 5
Duration 32 7 26 20 20
Change Point 0 40 56 85 113
Signal Timings Diagram
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140
0 40 56 85 113 1 8:32 2 9:7 3 3:26 4 8:20 5 7:20
A A B B C C D D E E Phases F F G G H H I I
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140
Time in cycle (sec) Full Input Data And Results Network Layout Diagram Full Input Data And Results
A
1 Unnamed Junction PRC: -31.8 % Total Traffic Delay: 110.3 pcuHr
re
le
0
B 5
m5-
r 113
3051 Kingsc
A 1
B
- 4 140 40 2
Arm 1 3 85 56
1 C1
C 1 1
Arm 4 -B3400High Street Arm 6 - D B Arm 8- Arm 2 - B3400 London
1 1 A
1
t
e
e Full Input Data And Results
Network Results Lane Lane Controller Position In Arrow Num Total Green Arrow Demand Sat Flow Capacity Deg Sat Item Full Phase Description Type Stream Filtered Route Phase Greens (s) Green (s) Flow (pcu) (pcu/Hr) (pcu) (%)
Network - - N/A ------118.6%
Unnamed - - N/A ------118.6% Junction
B3051 1/1 Kingsclere Left U N/A N/A B 1 20 - 297 1669 250 118.6% Ahead Right
B3400 London 2/1 U N/A N/A A 1 32 - 450 1771 417 107.8% Right Left Ahead
Winchester 3/1 Street Ahead U N/A N/A D 1 20 - 310 1869 280 110.6% Right Left
B3400 High 4/1 Street Left U N/A N/A C 1 26 - 364 1824 352 103.5% Ahead Right
5/1 U N/A N/A - - - - 268 Inf Inf 0.0%
6/1 U N/A N/A - - - - 539 Inf Inf 0.0%
7/1 U N/A N/A - - - - 238 Inf Inf 0.0%
8/1 U N/A N/A - - - - 376 Inf Inf 0.0% Full Input Data And Results Rand + Turners When Turners In Uniform Storage Area Total Av. Delay Max. Back of Rand + Mean Max Leaving Turners In Oversat Item Arriving (pcu) Unopposed Intergreen Delay Uniform Delay Per PCU Uniform Oversat Queue (pcu) Gaps (pcu) Delay (pcu) (pcu) (pcuHr) Delay (pcuHr) (pcuHr) (s/pcu) Queue (pcu) Queue (pcu) (pcu) (pcuHr)
Network - - 0 0 0 30.6 79.7 0.0 110.3 - - - -
Unnamed - - 0 0 0 30.6 79.7 0.0 110.3 - - - - Junction
1/1 297 250 - - - 8.6 26.2 - 34.8 421.9 14.9 26.2 41.1
2/1 450 417 - - - 9.0 21.5 - 30.5 243.9 18.8 21.5 40.3
3/1 310 280 - - - 6.6 18.9 - 25.5 296.0 13.2 18.9 32.1
4/1 364 352 - - - 6.4 13.1 - 19.5 192.7 14.6 13.1 27.7
5/1 246 246 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 499 499 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
7/1 211 211 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
8/1 344 344 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
C1 PRC for Signalled Lanes (%): -31.8 Total Delay for Signalled Lanes (pcuHr): 110.27 Cycle Time (s): 140 PRC Over All Lanes (%): -31.8 Total Delay Over All Lanes(pcuHr): 110.27 Full Input Data And Results Scenario 8: '2020 + Comm + Dev PM' (FG8: '2020 Baseline + Committed + 200 units PM', Plan 1: 'Network Control Plan 1') Stage Sequence Diagram 1 Min: 7 2 Min: 7 3 Min: 7 4 Min: 7 5 Min: 7 B
E
A H F C G
D 8 20s 9 7s 3 18s 8 10s 7 10s
Stage Timings Stage 1 2 3 4 5
Duration 20 7 18 10 10
Change Point 0 28 44 65 83
Signal Timings Diagram
0 10 20 30 40 50 60 70 80 90 100
0 28 44 65 83 1 8:20 2 9:7 3 3:18 4 8:10 5 7:10
A A B B C C D D E E Phases F F G G H H I I
0 10 20 30 40 50 60 70 80 90 100
Time in cycle (sec) Full Input Data And Results Network Layout Diagram Full Input Data And Results
A
1 Unnamed Junction PRC: -21.9 % Total Traffic Delay: 58.0 pcuHr
re
le
0
B 5
m5- 83
r
3051 Kingsc
A
B 1
- 4 100 28
Arm 1 2 65 3
44
1 C1
C 1 1
Arm 4 -B3400High Street Arm 6 - D B Arm 8- Arm 2 - B3400 London
1 1 A
1
t
e
e Full Input Data And Results
Network Results Lane Lane Controller Position In Arrow Num Total Green Arrow Demand Sat Flow Capacity Deg Sat Item Full Phase Description Type Stream Filtered Route Phase Greens (s) Green (s) Flow (pcu) (pcu/Hr) (pcu) (%)
Network - - N/A ------109.7%
Unnamed - - N/A ------109.7% Junction
B3051 1/1 Kingsclere Left U N/A N/A B 1 10 - 180 1691 186 96.8% Ahead Right
B3400 London 2/1 U N/A N/A A 1 20 - 404 1753 368 109.7% Right Left Ahead
Winchester 3/1 Street Ahead U N/A N/A D 1 10 - 210 1839 202 103.8% Right Left
B3400 High 4/1 Street Left U N/A N/A C 1 18 - 328 1815 345 95.1% Ahead Right
5/1 U N/A N/A - - - - 191 Inf Inf 0.0%
6/1 U N/A N/A - - - - 385 Inf Inf 0.0%
7/1 U N/A N/A - - - - 211 Inf Inf 0.0%
8/1 U N/A N/A - - - - 335 Inf Inf 0.0% Full Input Data And Results Rand + Turners When Turners In Uniform Storage Area Total Av. Delay Max. Back of Rand + Mean Max Leaving Turners In Oversat Item Arriving (pcu) Unopposed Intergreen Delay Uniform Delay Per PCU Uniform Oversat Queue (pcu) Gaps (pcu) Delay (pcu) (pcu) (pcuHr) Delay (pcuHr) (pcuHr) (s/pcu) Queue (pcu) Queue (pcu) (pcu) (pcuHr)
Network - - 0 0 0 14.9 43.0 0.0 58.0 - - - -
Unnamed - - 0 0 0 14.9 43.0 0.0 58.0 - - - - Junction
1/1 180 180 - - - 2.2 5.4 - 7.6 151.8 5.0 5.4 10.3
2/1 404 368 - - - 6.2 22.4 - 28.7 255.4 12.2 22.4 34.7
3/1 210 202 - - - 2.9 9.4 - 12.3 210.5 6.0 9.4 15.5
4/1 328 328 - - - 3.6 5.8 - 9.4 103.4 8.9 5.8 14.7
5/1 181 181 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 382 382 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
7/1 204 204 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
8/1 311 311 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
C1 PRC for Signalled Lanes (%): -21.9 Total Delay for Signalled Lanes (pcuHr): 57.95 Cycle Time (s): 100 PRC Over All Lanes (%): -21.9 Total Delay Over All Lanes(pcuHr): 57.95 Full Input Data And Results Scenario 9: '2020 + Dev AM' (FG9: '2020 + 200 units AM', Plan 1: 'Network Control Plan 1') Stage Sequence Diagram 1 Min: 7 2 Min: 7 3 Min: 7 4 Min: 7 5 Min: 7 B
E
A H F C G
D 8 32s 9 7s 3 26s 8 20s 7 20s
Stage Timings Stage 1 2 3 4 5
Duration 32 7 26 20 20
Change Point 0 40 56 85 113
Signal Timings Diagram
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140
0 40 56 85 113 1 8:32 2 9:7 3 3:26 4 8:20 5 7:20
A A B B C C D D E E Phases F F G G H H I I
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140
Time in cycle (sec) Full Input Data And Results Network Layout Diagram Full Input Data And Results
A
1 Unnamed Junction PRC: -31.4 % Total Traffic Delay: 91.9 pcuHr
re
le
0
B 5
m5-
r 113
3051 Kingsc
A 1
B
- 4 140 40 2
Arm 1 3 85 56
1 C1
C 1 1
Arm 4 -B3400High Street Arm 6 - D B Arm 8- Arm 2 - B3400 London
1 1 A
1
t
e
e Full Input Data And Results
Network Results Lane Lane Controller Position In Arrow Num Total Green Arrow Demand Sat Flow Capacity Deg Sat Item Full Phase Description Type Stream Filtered Route Phase Greens (s) Green (s) Flow (pcu) (pcu/Hr) (pcu) (%)
Network - - N/A ------118.2%
Unnamed - - N/A ------118.2% Junction
B3051 1/1 Kingsclere Left U N/A N/A B 1 20 - 296 1669 250 118.2% Ahead Right
B3400 London 2/1 U N/A N/A A 1 32 - 420 1772 418 100.6% Right Left Ahead
Winchester 3/1 Street Ahead U N/A N/A D 1 20 - 307 1870 281 109.4% Right Left
B3400 High 4/1 Street Left U N/A N/A C 1 26 - 356 1823 352 101.3% Ahead Right
5/1 U N/A N/A - - - - 264 Inf Inf 0.0%
6/1 U N/A N/A - - - - 527 Inf Inf 0.0%
7/1 U N/A N/A - - - - 231 Inf Inf 0.0%
8/1 U N/A N/A - - - - 357 Inf Inf 0.0% Full Input Data And Results Rand + Turners When Turners In Uniform Storage Area Total Av. Delay Max. Back of Rand + Mean Max Leaving Turners In Oversat Item Arriving (pcu) Unopposed Intergreen Delay Uniform Delay Per PCU Uniform Oversat Queue (pcu) Gaps (pcu) Delay (pcu) (pcu) (pcuHr) Delay (pcuHr) (pcuHr) (s/pcu) Queue (pcu) Queue (pcu) (pcu) (pcuHr)
Network - - 0 0 0 27.2 64.8 0.0 91.9 - - - -
Unnamed - - 0 0 0 27.2 64.8 0.0 91.9 - - - - Junction
1/1 296 250 - - - 8.5 25.7 - 34.2 416.5 14.8 25.7 40.5
2/1 420 418 - - - 6.4 10.8 - 17.2 147.8 16.4 10.8 27.3
3/1 307 280 - - - 6.4 17.6 - 24.0 281.1 13.0 17.6 30.6
4/1 356 352 - - - 5.8 10.6 - 16.4 166.3 14.0 10.6 24.6
5/1 250 250 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 495 495 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
7/1 210 210 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
8/1 345 345 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
C1 PRC for Signalled Lanes (%): -31.4 Total Delay for Signalled Lanes (pcuHr): 91.91 Cycle Time (s): 140 PRC Over All Lanes (%): -31.4 Total Delay Over All Lanes(pcuHr): 91.91 Full Input Data And Results Scenario 10: '2020 + Dev PM' (FG10: '2020 + 200 units PM', Plan 1: 'Network Control Plan 1') Stage Sequence Diagram 1 Min: 7 2 Min: 7 3 Min: 7 4 Min: 7 5 Min: 7 B
E
A H F C G
D 8 20s 9 7s 3 18s 8 10s 7 10s
Stage Timings Stage 1 2 3 4 5
Duration 20 7 18 10 10
Change Point 0 28 44 65 83
Signal Timings Diagram
0 10 20 30 40 50 60 70 80 90 100
0 28 44 65 83 1 8:20 2 9:7 3 3:18 4 8:10 5 7:10
A A B B C C D D E E Phases F F G G H H I I
0 10 20 30 40 50 60 70 80 90 100
Time in cycle (sec) Full Input Data And Results Network Layout Diagram Full Input Data And Results
A
1 Unnamed Junction PRC: -17.1 % Total Traffic Delay: 46.4 pcuHr
re
le
0
B 5
m5- 83
r
3051 Kingsc
A
B 1
- 4 100 28
Arm 1 2 65 3
44
1 C1
C 1 1
Arm 4 -B3400High Street Arm 6 - D B Arm 8- Arm 2 - B3400 London
1 1 A
1
t
e
e Full Input Data And Results
Network Results Lane Lane Controller Position In Arrow Num Total Green Arrow Demand Sat Flow Capacity Deg Sat Item Full Phase Description Type Stream Filtered Route Phase Greens (s) Green (s) Flow (pcu) (pcu/Hr) (pcu) (%)
Network - - N/A ------105.4%
Unnamed - - N/A ------105.4% Junction
B3051 1/1 Kingsclere Left U N/A N/A B 1 10 - 177 1695 186 94.9% Ahead Right
B3400 London 2/1 U N/A N/A A 1 20 - 388 1753 368 105.4% Right Left Ahead
Winchester 3/1 Street Ahead U N/A N/A D 1 10 - 204 1840 202 100.8% Right Left
B3400 High 4/1 Street Left U N/A N/A C 1 18 - 319 1813 344 92.6% Ahead Right
5/1 U N/A N/A - - - - 189 Inf Inf 0.0%
6/1 U N/A N/A - - - - 367 Inf Inf 0.0%
7/1 U N/A N/A - - - - 207 Inf Inf 0.0%
8/1 U N/A N/A - - - - 325 Inf Inf 0.0% Full Input Data And Results Rand + Turners When Turners In Uniform Storage Area Total Av. Delay Max. Back of Rand + Mean Max Leaving Turners In Oversat Item Arriving (pcu) Unopposed Intergreen Delay Uniform Delay Per PCU Uniform Oversat Queue (pcu) Gaps (pcu) Delay (pcu) (pcu) (pcuHr) Delay (pcuHr) (pcuHr) (s/pcu) Queue (pcu) Queue (pcu) (pcu) (pcuHr)
Network - - 0 0 0 13.5 32.8 0.0 46.4 - - - -
Unnamed - - 0 0 0 13.5 32.8 0.0 46.4 - - - - Junction
1/1 177 177 - - - 2.2 4.7 - 6.9 139.8 4.9 4.7 9.6
2/1 388 368 - - - 5.3 16.0 - 21.2 197.2 11.3 16.0 27.3
3/1 204 202 - - - 2.6 7.6 - 10.1 178.7 5.7 7.6 13.3
4/1 319 319 - - - 3.5 4.6 - 8.1 91.7 8.7 4.6 13.3
5/1 185 185 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 366 366 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
7/1 203 203 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
8/1 313 313 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
C1 PRC for Signalled Lanes (%): -17.1 Total Delay for Signalled Lanes (pcuHr): 46.38 Cycle Time (s): 100 PRC Over All Lanes (%): -17.1 Total Delay Over All Lanes(pcuHr): 46.38
APPENDIX 7 – PERSONAL INJURY ACCIDENT DATA REPORT
rpsgroup.com/uk
TRAFFMAP INTERPRETED LISTING Run on: 17/ 09/2015 AccsMap - Accident Analysis System
Accidents between dates 01/07/2010 and 30/06/2015 (60) months Selection: Notes: Selected using Pre-defined Query : ; Refined using Accidents within selected Polygons -HC - RPU Statistics Request ("JP - Overton RPS") Selected Polygon:JP - Overton RPS
120074220 23/02/2012 Time 0835 Vehicles 1 Casualties 1 Slight E: 451471 N: 149677 First Road: U Road Type Single carriageway Speed limit: 30 Junction Detail: Not within 20m of junction Crossing: Control School crossing pat Facilities: None within 50m Road surface Dry Daylight Fine without high winds Special Conditions at Site None Carriageway Hazards: None Place accident reported: Elsewhere DfT Special Projects:
Causation Factor: Participant: Confidence: 1st: Disobeyed pedestrian crossing facility Vehicle 1 Very Likely 2nd: Failed to look properly Vehicle 1 Possible 3rd: Careless/Reckless/In a hurry Vehicle 1 4th: 5th: 6th:
VEH 1 (CAR) TRAVELLING W ALONG HIGH STREET, DISOBEYED SCHOOL CROSSING PATROL, REVVED ENGINE AND AS PASSED COLLIDED WITH CROSSING POLE WHICH CAS 1 (PEDESTRIAN) STANDING IN MIDDLE OF ROAD WAS HOLDING. Occurred on HIGH STREET OUTSIDE NUMBER 10, BASINGSTOKE, HAMPSHIRE
Vehicle Reference 1 Car Going ahead other Vehicle movement from E to W No tow / articulation Leaving the main road On main carriageway No skidding, jack-knifing or overturning Location at impact Not at, or within 20M of Jct First impact Front Hit vehicle: Hit object in road None Off road: None Did not leave carr Age of Driver 25 Male Hit and run Breath test Driver not contacted Left hand drive: No
Casualty Reference: 1 Vehicle: 1 Age: 59 Female Pedestrian Severity: Slight Not a pupil Seatbelt Not Applicable Cycle helmet: Not a cyclist
In cent carr Standing still
Movement U/K
Registered to: Hampshire Police 1 TRAFFMAP INTERPRETED LISTING Run on: 17/ 09/2015 AccsMap - Accident Analysis System
Accidents between dates 01/07/2010 and 30/06/2015 (60) months Selection: Notes: Selected using Pre-defined Query : ; Refined using Accidents within selected Polygons -HC - RPU Statistics Request ("JP - Overton RPS")
120444555 14/11/2012 Time 1544 Vehicles 1 Casualties 1 Slight E: 451262 N: 149956 First Road: U Road Type Single carriageway Speed limit: 30 Junction Detail: T & Stag Jct Give way or controlled Unclassified Crossing: Control None Facilities: None within 50m Road surface Wet/Damp Daylight Fine without high winds Special Conditions at Site None Carriageway Hazards: None Place accident reported: At scene DfT Special Projects:
Causation Factor: Participant: Confidence: 1st: Other Casualty 1 Very Likely 2nd: 3rd: 4th: 5th: 6th:
VEH 1 (CAR) TRAVELLING W ALONG COURT DROVE HAD PAST JUNCTION WITH GLEBE MEADOW THEN HAS COLLIDED ON ITS NEARSIDE WITH CAS 1 (PEDESTIRAN) THAT HAD FALLEN INTO THE ROAD. CAS 1 HAD TRIPPED AND FALLING INTO ROAD. Occurred on COURT DROVE AT JUNCTION WITH GLEBE MEADOW, OVERTON, HAMPSHIRE
Vehicle Reference 1 Car Going ahead other Vehicle movement from E to W No tow / articulation Leaving the main road On main carriageway No skidding, jack-knifing or overturning Location at impact Cleared junction or waiting/parke First impact Nearside Hit vehicle: Hit object in road None Off road: None Did not leave carr Age of Driver 69 Male Not hit and run Breath test Negative Left hand drive: No
Casualty Reference: 1 Vehicle: 1 Age: 4 Male Pedestrian Severity: Slight Not a pupil Seatbelt Not Applicable Cycle helmet: Not a cyclist
In carr not crossing E bound
Movement U/K
Registered to: Hampshire Police 2 TRAFFMAP INTERPRETED LISTING Run on: 17/ 09/2015 AccsMap - Accident Analysis System
Accidents between dates 01/07/2010 and 30/06/2015 (60) months Selection: Notes: Selected using Pre-defined Query : ; Refined using Accidents within selected Polygons -HC - RPU Statistics Request ("JP - Overton RPS")
130337547 05/09/2013 Time 1936 Vehicles 2 Casualties 1 Slight E: 451361 N: 149676 First Road: B 3400 Road Type Single carriageway Speed limit: 30 Junction Detail: Crossroads Give way or controlled Unclassified Crossing: Control None Facilities: None within 50m Road surface Dry Darkness: street lights present and lit Fine without high winds Special Conditions at Site None Carriageway Hazards: None Place accident reported: Elsewhere DfT Special Projects:
Causation Factor: Participant: Confidence: 1st: Poor turn or manoevre Vehicle 1 Very Likely 2nd: Aggressive driving Vehicle 1 Very Likely 3rd: 4th: 5th: 6th:
VEH 1 (VAN) TRAVELLING W ALONG B3400 HIGH STREET, OVERTAKES VEH 2 (P/CYCLE) WHO IS INDICATING TO TURN RIGHT INTO BRIDGE STREET AND COLLIDES. Occurred on B3400 HIGH STREET AT JUNCTION WITH BRIDGE STREET, OVERTON, HAMPSHIRE
Vehicle Reference 1 Van or Goods 3.5 tonnes mgw and under Overtaking moving vehicle O/S Vehicle movement from E to W No tow / articulation Leaving the main road On main carriageway No skidding, jack-knifing or overturning Location at impact Mid Junction - on roundabout or m First impact Front Hit vehicle: Hit object in road None Off road: None Did not leave carr Age of Driver 49 Male Not hit and run Breath test Driver not contacted Left hand drive: No
Vehicle Reference 2 Pedal Cycle Turning right Vehicle movement from E to N No tow / articulation Leaving the main road On main carriageway No skidding, jack-knifing or overturning Location at impact Mid Junction - on roundabout or m First impact Back Hit vehicle: Hit object in road None Off road: None Did not leave carr Age of Driver 67 Male Not hit and run Breath test Not applicable Left hand drive: No
Casualty Reference: 1 Vehicle: 2 Age: 67 Male Driver/rider Severity: Slight Not a pupil Seatbelt Not Applicable Cycle helmet: Not known
Registered to: Hampshire Police 3 TRAFFMAP INTERPRETED LISTING Run on: 17/ 09/2015 AccsMap - Accident Analysis System
Accidents between dates 01/07/2010 and 30/06/2015 (60) months Selection: Notes: Selected using Pre-defined Query : ; Refined using Accidents within selected Polygons -HC - RPU Statistics Request ("JP - Overton RPS")
110213372 23/05/2011 Time 0400 Vehicles 2 Casualties 1 Serious E: 451534 N: 149682 First Road: B 3400 Road Type Single carriageway Speed limit: 30 Junction Detail: Crossroads Automatic traffic signal Unclassified Crossing: Control None Facilities: None within 50m Road surface Dry Darkness: street lights present and lit Fine without high winds Special Conditions at Site None Carriageway Hazards: None Place accident reported: Elsewhere DfT Special Projects:
Causation Factor: Participant: Confidence: 1st: Emergency vehicle on call Vehicle 1 Possible 2nd: Emergency vehicle on call Vehicle 2 Possible 3rd: 4th: 5th: 6th:
VEH 1 (POLICE CAR) TRAVELLING W ALONG B3400 LONDON ROAD, TURNS LEFT INTO WINCHESTER STREET. VEH 2 (AMBULANCE) TRAVELLING N ALONG WINCHESTER STREET INTENDING TO TURN RIGHT ONTO B3400. BOTH DRIVERS BRAKE HARD AND PARAMEDIC IN REAR OF VEH 2 FALLS. Occurred on B3400 LONDON ROAD AT JUNCTION WITH WINCHESTER STREET, BASINGSTOKE, HAMPSHIRE
Vehicle Reference 1 Car Turning left Vehicle movement from E to S No tow / articulation Leaving the main road On main carriageway No skidding, jack-knifing or overturning Location at impact Leaving main road First impact Did not impact Hit vehicle: Hit object in road None Off road: None Did not leave carr Age of Driver 31 Male Not hit and run Breath test Driver not contacted Left hand drive:
Vehicle Reference 2 Other motor vehicle Turning left Vehicle movement from S to E No tow / articulation Leaving the main road On main carriageway No skidding, jack-knifing or overturning Location at impact Entering main road First impact Did not impact Hit vehicle: Hit object in road None Off road: None Did not leave carr Age of Driver 56 Male Not hit and run Breath test Driver not contacted Left hand drive:
Casualty Reference: 1 Vehicle: 2 Age: 58 Male Passenger Severity: Serious Not a pupil Seatbelt Not Applicable Cycle helmet:
Back seat
Registered to: Hampshire Police 4 TRAFFMAP INTERPRETED LISTING Run on: 17/ 09/2015 AccsMap - Accident Analysis System
Accidents between dates 01/07/2010 and 30/06/2015 (60) months Selection: Notes: Selected using Pre-defined Query : ; Refined using Accidents within selected Polygons -HC - RPU Statistics Request ("JP - Overton RPS")
Accidents involving: Casualties:
Fatal Serious Slight Total Fatal Serious Slight Total Motor vehicles Vehicle driver only (excluding 0 1 2 3 0 0 0 0 2-wheels) Passenger 0 1 0 1 2-wheeled motor 0 0 0 0 vehicles Motorcycle rider 0 0 0 0
Cyclist Pedal cycles 0 0 1 1 0 0 1 1 Pedestrian 0 0 2 2 Horses & other 0 0 0 0 Other 0 0 0 0
Total Total 0 1 3 4 0 1 3 4
Registered to: Hampshire Police 5
APPENDIX 8 – DRAWING JNY8595-01: PROPOSED ACCESS ARRANGEMENTS
rpsgroup.com/uk
NOTES 1. This drawing has been prepared in accordance with the scope of 536¶V appointment with its client and is subject to the terms and conditions of that appointment. RPS accepts no liability for any use of this document other than by its client and only for the purposes for which it was prepared and provided. 2. If received electronically it is the recipients responsibility to print to correct scale. Only written dimensions should be used.
KingsclereK I NRoad G S C L E R E R O A D
Tie into existing 6.2m carriageway
2.4m x 90m Visibility splay (actual)
Proposed uncontrolled pedestrian crossing & 2m wide refuge island
Proposed 2m wide footway 2.5m
3m
3m
R10m Proposed uncontrolled pedestrian crossing
5.5m Rev Description Date Initial Checked Proposed site access
R10m
Proposed 2m wide footway 9/28/2015 12:52 PM
20 Milton Park Plotted Date: Abingdon, Oxfordshire, OX14 4SH. T: +44(0)1235 432 190 E: [email protected] F: +44(0)1235 834 698
2.4m x 90m Visibility splay Client Dandara Limited (actual)
Proposed footway to tie Project into existing back of footway
Title Proposed Access Arrangements Tie into existing 6.2m Priority Junction with Right Turn carriageway Lane
Status Drawn By Checked by
Project Number Date Created Kingsclere Road Scale @ A1 K I N G S C L E R E R O A D 1:500
Drawing Number Rev P:\JNY8595 - CHURCHFIELDS, OVERTON\HIGHWAYS\DRAWINGS\JNY8595-01 PROPOSED ACCESS ARRANGEMENTS (RIGHT TURN LANE).DWG c 2015 RPS Group rpsgroup.com Drawing Ref: Crown Copyright, All rights reserved. RPS Group license number 0100039993
APPENDIX 9 – DRAWING JNY8595-03: PEDESTRIAN MOVEMENT PLAN
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NOTES 1. This drawing has been prepared in accordance with the scope of 536¶V appointment with its client and is subject to the terms and conditions of that appointment. RPS accepts no liability for any use of this document other than by its client and only for the purposes for which it was prepared and provided. 2. If received electronically it is the recipients responsibility to print to correct scale. Only written dimensions should be used.
KEY
Northbound pedestrian route
Southbound pedestrian route
Rev Description Date Initial Checked 9/28/2015 12:51 PM 9/28/2015 N Plotted Date: Plotted
20 Milton Park Abingdon, Oxfordshire, OX14 4SH. T: +44(0)1235 432 190 E: [email protected] F: +44(0)1235 834 698
Client Dandara Limited
Project North Field, Overton
Title Pedestrian Movement Plan
Status Drawn By Checked by PRELIMINARY HSS NC
Project Number Scale @ A3 Date Created JNY8595 1:500 28/09/2015
Drawing Number Rev JNY8595-03 P:\JNY8595 - CHURCHFIELDS, OVERTON\HIGHWAYS\DRAWINGS\JNY8595-03 - PEDESTRIAN MOVEMENTS PLAN.DWG MOVEMENTS - PEDESTRIAN OVERTON\HIGHWAYS\DRAWINGS\JNY8595-03 - CHURCHFIELDS, P:\JNY8595
c 2015 RPS Group rpsgroup.com Drawing Ref: Drawing Crown Copyright, All rights reserved. RPS Group license number 0100039993
APPENDIX 10 – ACCESS AND MOVEMENT PLAN
rpsgroup.com/uk
KEY
K
I
N
G
S
C
Site boundary L
E
R
E
R
O
Primary access A
D
Foot / cycle linkage
Emergency access (incl. footpath link)
Main footpath link (pedestrian only)
Alignment of primary movement route
Alignment of secondary movement route
Alignment of tertiary movement route
Alignment of footpath route
Alignment of cycle route (via proposed improvements to PRoW)
* The precise alignment of movement routes will be subject to variation and will only be fixed at reserved matter application stage. Only the point of access and its arrangement is fixed at this stage.
JOB NO: LHG57438 REV: Note: CLIENT: ACCESS AND MOVEMENT PARAMETER This drawing and schedule is based on the information supplied by others, the accuracy of which we cannot MCBAINS COOPER CONSULTING guarantee. DATE: 29.09.2015 X XX.XX.XXXX NOTE No consultation has taken place with the planning authority and as such the above proposal should not be used 120 OLD BROAD STREET, BEECHWOOD, GROVE PARK, PLAN as a basis for fi nancial or commercial transactions. LONDON EC2N1AR WALTHAM ROAD, SCALE: Approx 1:2000@A3 TELEPHONE: 020 7786 7900 MAIDENHEAD SL63LW LAND AT OVERTON, HAMPSHIRE FACSIMILE 020 7786 7999 TELEPHONE: 01628 854300 A3 FACSIMILE:01628 854321 SCALE APPROX 1:2000 K
I
N
G
S
C
L
E
R
E
R
O
A KEY D
Site boundary
Net residential developable area
(to include housing
and gardens) - 6.65 Ha
Zone for strategic landscaping, retained
vegetation, planting, open space,
and NEAP/LAP
(see separate G.I. plan) - 8.52 Ha
Service Roads - 2.23 Ha
Land to be gifted to school - 0.19 Ha
Non-residential Land Use - 0.01 Ha
Tot. Site Area: 17.6 Ha
Note: JOB NO: LHG57438 REV: This drawing and schedule is based on the information supplied by others, the accuracy of which we cannot CLIENT: MCBAINS COOPER CONSULTING LAND USE PARAMETER PLAN guarantee. DATE: 29.09.2015 X XX.XX.XXXX NOTE No consultation has taken place with the planning authority and as such the above proposal should not be used 120 OLD BROAD STREET, BEECHWOOD, GROVE PARK, LAND AT OVERTON as a basis for fi nancial or commercial transactions. LONDON EC2N1AR WALTHAM ROAD, SCALE: Approx 1:2000@A3 TELEPHONE: 020 7786 7900 MAIDENHEAD SL63LW HAMPSHIRE FACSIMILE 020 7786 7999 TELEPHONE: 01628 854300 A3 FACSIMILE:01628 854321 SCALE APPROX 1:2000 K
I
N
G
S
C
L
E
R
E
R
O
A
D
KEY
Site boundary
Development up to 1 storey (6.0m to ridge).
Development up to 1.5 storey (7.5m to ridge).
Development up to 2 storey (9.0m to ridge).
No built development
Note: JOB NO: LHG57438 REV: This drawing and schedule is based on the information supplied by others, the accuracy of which we cannot CLIENT: MCBAINS COOPER CONSULTING BUILDING HEIGHTS PARAMETER PLAN guarantee. DATE: 29.09.2015 X XX.XX.XXXX NOTE No consultation has taken place with the planning authority and as such the above proposal should not be used 120 OLD BROAD STREET, BEECHWOOD, GROVE PARK, LAND AT OVERTON, as a basis for fi nancial or commercial transactions. LONDON EC2N1AR WALTHAM ROAD, SCALE: APPROX1:2000@A3 TELEPHONE: 020 7786 7900 MAIDENHEAD SL63LW HAMPSHIRE FACSIMILE 020 7786 7999 TELEPHONE: 01628 854300 A3 FACSIMILE:01628 854321 SCALE APPROX 1:2000
APPENDIX 11 – DRAWING JNY8595-02: REFUSE TRACKING
rpsgroup.com/uk
ACCESS NOTES 1. This drawing has been prepared in accordance with the scope of 536¶V appointment with its client and is subject to the terms and conditions of that appointment. RPS accepts no liability for any use of this document other than by its client and only for the purposes for which it was prepared and provided. 2. If received electronically it is the recipients responsibility to print to correct scale. Only written dimensions should be used. 3. Vehicle Profile:
10.98
1.665 4.815 1.385
Phoenix 2 One-Pass (with Elite 6x4 chassis) Overall Length 10.980m Overall Width 2.500m Overall Body Height 3.751m Min Body Ground Clearance 0.304m
n Track Width 2.500m
n Lock to Lock Time 4.00s
Kerb to Kerb Turning Radius 9.000m n
n n
n 7
10 11
8 9 n
n
n n
n n
n n
6
5
n
n
n
n
1-4
Kingsclere Road
EGRESS
Rev Description Date Initial Checked
n
n n
n 20 Milton Park n
n Abingdon, Oxfordshire, OX14 4SH. 9/28/2015 12:53 PM 7 T: +44(0)1235 432 190 E: [email protected] F: +44(0)1235 834 698 10 11
8 9 n Plotted Date:
n
n n Client Dandara Limited
n n
n n Project North Field, Overton
6 Title Onsite Vehicle Swept Path 5 Assessment n
n
n
n
1-4
Kingsclere Road
Status Drawn By Checked by PRELIMINARY HSS NC Project Number Scale @ A1 Date Created JNY8595 NTS 18/09/2015
Drawing Number Rev JNY8595-02 P:\JNY8595 - CHURCHFIELDS, OVERTON\HIGHWAYS\DRAWINGS\JNY8595-02 REV ONSITE VEHICLE SWEPT PATH LAYOUT.DWG c 2015 RPS Group rpsgroup.com Drawing Ref: Crown Copyright, All rights reserved. RPS Group license number 0100039993
APPENDIX 12 – TRICS OUTPUT REPORT
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TRICS 2013(a)v6.11.2 010413 B15.47 (C) 2013 JMP Consultants Ltd on behalf of the TRICS Consortium Monday 19/05/14 4789 - Churchfields, Overton Page 1 OFF-LINE VERSION Stuart Michael Associates Coombe Square Thatcham Licence No: 812401
TRIP RATE CALCULATION SELECTION PARAMETERS:
Land Use : 03 - RESIDENTIAL Category : A - HOUSES PRIVATELY OWNED MULTI-MODAL VEHICLES
Selected regions and areas: 04 EAST ANGLIA SF SUFFOLK 1 days 05 EAST MIDLANDS LN LINCOLNSHIRE 1 days 06 WEST MIDLANDS WO WORCESTERSHIRE 1 days 07 YORKSHIRE & NORTH LINCOLNSHIRE NY NORTH YORKSHIRE 1 days 09 NORTH TV TEES VALLEY 1 days
This section displays the number of survey days per TRICS® sub-region in the selected set
Filtering Stage 2 selection:
This data displays the chosen trip rate parameter and its selected range. Only sites that fall within the parameter range are included in the trip rate calculation.
Parameter: Number of dwellings Actual Range: 101 to 232 (units: ) Range Selected by User: 100 to 300 (units: )
Public Transport Provision: Selection by: Include all surveys
Date Range: 01/01/05 to 22/09/12
This data displays the range of survey dates selected. Only surveys that were conducted within this date range are included in the trip rate calculation.
Selected survey days: Monday 1 days Tuesday 1 days Thursday 2 days Friday 1 days
This data displays the number of selected surveys by day of the week.
Selected survey types: Manual count 5 days Directional ATC Count 0 days
This data displays the number of manual classified surveys and the number of unclassified ATC surveys, the total adding up to the overall number of surveys in the selected set. Manual surveys are undertaken using staff, whilst ATC surveys are undertaking using machines.
Selected Locations: Suburban Area (PPS6 Out of Centre) 2 Edge of Town 3
This data displays the number of surveys per main location category within the selected set. The main location categories consist of Free Standing, Edge of Town, Suburban Area, Neighbourhood Centre, Edge of Town Centre, Town Centre and Not Known.
Selected Location Sub Categories: Residential Zone 2 Out of Town 1 No Sub Category 2 TRICS 2013(a)v6.11.2 010413 B15.47 (C) 2013 JMP Consultants Ltd on behalf of the TRICS Consortium Monday 19/05/14 4789 - Churchfields, Overton Page 2 OFF-LINE VERSION Stuart Michael Associates Coombe Square Thatcham Licence No: 812401
This data displays the number of surveys per location sub-category within the selected set. The location sub-categories consist of Commercial Zone, Industrial Zone, Development Zone, Residential Zone, Retail Zone, Built-Up Zone, Village, Out of Town, High Street and No Sub Category.
Filtering Stage 3 selection:
Use Class: C 3 5 days
This data displays the number of surveys per Use Class classification within the selected set. The Use Classes Order 2005 has been used for this purpose, which can be found within the Library module of TRICS®.
Population within 1 mile: 1,001 to 5,000 1 days 5,001 to 10,000 1 days 10,001 to 15,000 1 days 15,001 to 20,000 2 days
This data displays the number of selected surveys within stated 1-mile radii of population.
Population within 5 miles: 5,001 to 25,000 1 days 50,001 to 75,000 1 days 75,001 to 100,000 2 days 100,001 to 125,000 1 days
This data displays the number of selected surveys within stated 5-mile radii of population.
Car ownership within 5 miles: 0.6 to 1.0 3 days 1.1 to 1.5 2 days
This data displays the number of selected surveys within stated ranges of average cars owned per residential dwelling, within a radius of 5-miles of selected survey sites.
Travel Plan: No 5 days
This data displays the number of surveys within the selected set that were undertaken at sites with Travel Plans in place, and the number of surveys that were undertaken at sites without Travel Plans. TRICS 2013(a)v6.11.2 010413 B15.47 (C) 2013 JMP Consultants Ltd on behalf of the TRICS Consortium Monday 19/05/14 4789 - Churchfields, Overton Page 3 OFF-LINE VERSION Stuart Michael Associates Coombe Square Thatcham Licence No: 812401
LIST OF SITES relevant to selection parameters
1 LN-03-A-01 MIXED HOUSES LINCOLNSHIRE BRANT ROAD BRACEBRIDGE LINCOLN Edge of Town Residential Zone Total Number of dwellings: 1 5 0 Survey date: TUESDAY 15/05/07 Survey Type: MANUAL 2 NY-03-A-06 BUNGALOWS & SEMI DET. NORTH YORKSHIRE HORSEFAIR
BOROUGHBRIDGE Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 1 5 Survey date: FRIDAY 14/10/11 Survey Type: MANUAL 3 SF-03-A-03 MIXED HOUSES SUFFOLK BARTON HILL FORNHAM ST MARTIN BURY ST EDMUNDS Edge of Town Out of Town Total Number of dwellings: 1 0 1 Survey date: MONDAY 15/05/06 Survey Type: MANUAL 4 TV-03-A-01 HOUSES & FLATS TEES VALLEY POWLETT ROAD
HARTLEPOOL Suburban Area (PPS6 Out of Centre) No Sub Category Total Number of dwellings: 2 2 5 Survey date: THURSDAY 14/04/05 Survey Type: MANUAL 5 WO-03-A-06 DET./TERRACED WORCESTERSHIRE ST GODWALDS ROAD ASTON FIELDS BROMSGROVE Edge of Town No Sub Category Total Number of dwellings: 2 3 2 Survey date: THURSDAY 30/06/05 Survey Type: MANUAL
This section provides a list of all survey sites and days in the selected set. For each individual survey site, it displays a unique site reference code and site address, the selected trip rate calculation parameter and its value, the day of the week and date of each survey, and whether the survey was a manual classified count or an ATC count.
MANUALLY DESELECTED SITES
Site Ref Reason for Deselection CH-03-A-06 Bus provision too high LN-03-A-02 Bus provision too high SH-03-A-04 Bus provision too high WO-03-A-03 Bus provision too high TRICS 2013(a)v6.11.2 010413 B15.47 (C) 2013 JMP Consultants Ltd on behalf of the TRICS Consortium Monday 19/05/14 4789 - Churchfields, Overton Page 4 OFF-LINE VERSION Stuart Michael Associates Coombe Square Thatcham Licence No: 812401
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL VEHICLES Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 5 165 0.057 5 165 0.290 5 165 0.347 08:00 - 09:00 5 165 0.126 5 165 0.456 5 165 0.582 09:00 - 10:00 5 165 0.171 5 165 0.199 5 165 0.370 10:00 - 11:00 5 165 0.147 5 165 0.193 5 165 0.340 11:00 - 12:00 5 165 0.165 5 165 0.146 5 165 0.311 12:00 - 13:00 5 165 0.187 5 165 0.180 5 165 0.367 13:00 - 14:00 5 165 0.204 5 165 0.169 5 165 0.373 14:00 - 15:00 5 165 0.180 5 165 0.181 5 165 0.361 15:00 - 16:00 5 165 0.272 5 165 0.182 5 165 0.454 16:00 - 17:00 5 165 0.318 5 165 0.196 5 165 0.514 17:00 - 18:00 5 165 0.409 5 165 0.200 5 165 0.609 18:00 - 19:00 5 165 0.264 5 165 0.202 5 165 0.466 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 2.500 2.594 5.094
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.
To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.
Parameter summary
Trip rate parameter range selected: 101 - 232 (units: ) Survey date date range: 01/01/05 - 22/09/12 Number of weekdays (Monday-Friday): 5 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 4
This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 2013(a)v6.11.2 010413 B15.47 (C) 2013 JMP Consultants Ltd on behalf of the TRICS Consortium Monday 19/05/14 4789 - Churchfields, Overton Page 5 OFF-LINE VERSION Stuart Michael Associates Coombe Square Thatcham Licence No: 812401
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL OGVS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 5 165 0.002 5 165 0.001 5 165 0.003 08:00 - 09:00 5 165 0.005 5 165 0.004 5 165 0.009 09:00 - 10:00 5 165 0.002 5 165 0.002 5 165 0.004 10:00 - 11:00 5 165 0.006 5 165 0.004 5 165 0.010 11:00 - 12:00 5 165 0.001 5 165 0.004 5 165 0.005 12:00 - 13:00 5 165 0.006 5 165 0.005 5 165 0.011 13:00 - 14:00 5 165 0.001 5 165 0.005 5 165 0.006 14:00 - 15:00 5 165 0.001 5 165 0.002 5 165 0.003 15:00 - 16:00 5 165 0.001 5 165 0.000 5 165 0.001 16:00 - 17:00 5 165 0.002 5 165 0.001 5 165 0.003 17:00 - 18:00 5 165 0.000 5 165 0.002 5 165 0.002 18:00 - 19:00 5 165 0.000 5 165 0.000 5 165 0.000 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.027 0.030 0.057
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.
To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.
Parameter summary
Trip rate parameter range selected: 101 - 232 (units: ) Survey date date range: 01/01/05 - 22/09/12 Number of weekdays (Monday-Friday): 5 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 4
This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 2013(a)v6.11.2 010413 B15.47 (C) 2013 JMP Consultants Ltd on behalf of the TRICS Consortium Monday 19/05/14 4789 - Churchfields, Overton Page 6 OFF-LINE VERSION Stuart Michael Associates Coombe Square Thatcham Licence No: 812401
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL PSVS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 5 165 0.000 5 165 0.000 5 165 0.000 08:00 - 09:00 5 165 0.000 5 165 0.000 5 165 0.000 09:00 - 10:00 5 165 0.000 5 165 0.000 5 165 0.000 10:00 - 11:00 5 165 0.000 5 165 0.000 5 165 0.000 11:00 - 12:00 5 165 0.000 5 165 0.000 5 165 0.000 12:00 - 13:00 5 165 0.000 5 165 0.000 5 165 0.000 13:00 - 14:00 5 165 0.000 5 165 0.000 5 165 0.000 14:00 - 15:00 5 165 0.000 5 165 0.000 5 165 0.000 15:00 - 16:00 5 165 0.000 5 165 0.000 5 165 0.000 16:00 - 17:00 5 165 0.000 5 165 0.000 5 165 0.000 17:00 - 18:00 5 165 0.000 5 165 0.000 5 165 0.000 18:00 - 19:00 5 165 0.000 5 165 0.000 5 165 0.000 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.000 0.000 0.000
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.
To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.
Parameter summary
Trip rate parameter range selected: 101 - 232 (units: ) Survey date date range: 01/01/05 - 22/09/12 Number of weekdays (Monday-Friday): 5 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 4
This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 2013(a)v6.11.2 010413 B15.47 (C) 2013 JMP Consultants Ltd on behalf of the TRICS Consortium Monday 19/05/14 4789 - Churchfields, Overton Page 7 OFF-LINE VERSION Stuart Michael Associates Coombe Square Thatcham Licence No: 812401
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL CYCLISTS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 5 165 0.000 5 165 0.004 5 165 0.004 08:00 - 09:00 5 165 0.005 5 165 0.010 5 165 0.015 09:00 - 10:00 5 165 0.001 5 165 0.002 5 165 0.003 10:00 - 11:00 5 165 0.001 5 165 0.006 5 165 0.007 11:00 - 12:00 5 165 0.005 5 165 0.001 5 165 0.006 12:00 - 13:00 5 165 0.001 5 165 0.006 5 165 0.007 13:00 - 14:00 5 165 0.004 5 165 0.004 5 165 0.008 14:00 - 15:00 5 165 0.000 5 165 0.000 5 165 0.000 15:00 - 16:00 5 165 0.009 5 165 0.004 5 165 0.013 16:00 - 17:00 5 165 0.010 5 165 0.005 5 165 0.015 17:00 - 18:00 5 165 0.010 5 165 0.011 5 165 0.021 18:00 - 19:00 5 165 0.013 5 165 0.005 5 165 0.018 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.059 0.058 0.117
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.
To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.
Parameter summary
Trip rate parameter range selected: 101 - 232 (units: ) Survey date date range: 01/01/05 - 22/09/12 Number of weekdays (Monday-Friday): 5 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 4
This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 2013(a)v6.11.2 010413 B15.47 (C) 2013 JMP Consultants Ltd on behalf of the TRICS Consortium Monday 19/05/14 4789 - Churchfields, Overton Page 8 OFF-LINE VERSION Stuart Michael Associates Coombe Square Thatcham Licence No: 812401
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL VEHICLE OCCUPANTS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 5 165 0.060 5 165 0.349 5 165 0.409 08:00 - 09:00 5 165 0.159 5 165 0.688 5 165 0.847 09:00 - 10:00 5 165 0.199 5 165 0.255 5 165 0.454 10:00 - 11:00 5 165 0.176 5 165 0.235 5 165 0.411 11:00 - 12:00 5 165 0.199 5 165 0.174 5 165 0.373 12:00 - 13:00 5 165 0.227 5 165 0.225 5 165 0.452 13:00 - 14:00 5 165 0.250 5 165 0.220 5 165 0.470 14:00 - 15:00 5 165 0.231 5 165 0.231 5 165 0.462 15:00 - 16:00 5 165 0.461 5 165 0.253 5 165 0.714 16:00 - 17:00 5 165 0.443 5 165 0.282 5 165 0.725 17:00 - 18:00 5 165 0.525 5 165 0.271 5 165 0.796 18:00 - 19:00 5 165 0.332 5 165 0.294 5 165 0.626 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 3.262 3.477 6.739
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.
To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.
Parameter summary
Trip rate parameter range selected: 101 - 232 (units: ) Survey date date range: 01/01/05 - 22/09/12 Number of weekdays (Monday-Friday): 5 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 4
This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 2013(a)v6.11.2 010413 B15.47 (C) 2013 JMP Consultants Ltd on behalf of the TRICS Consortium Monday 19/05/14 4789 - Churchfields, Overton Page 9 OFF-LINE VERSION Stuart Michael Associates Coombe Square Thatcham Licence No: 812401
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL PEDESTRIANS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 5 165 0.010 5 165 0.030 5 165 0.040 08:00 - 09:00 5 165 0.018 5 165 0.131 5 165 0.149 09:00 - 10:00 5 165 0.019 5 165 0.029 5 165 0.048 10:00 - 11:00 5 165 0.028 5 165 0.022 5 165 0.050 11:00 - 12:00 5 165 0.015 5 165 0.023 5 165 0.038 12:00 - 13:00 5 165 0.022 5 165 0.026 5 165 0.048 13:00 - 14:00 5 165 0.018 5 165 0.019 5 165 0.037 14:00 - 15:00 5 165 0.022 5 165 0.019 5 165 0.041 15:00 - 16:00 5 165 0.079 5 165 0.030 5 165 0.109 16:00 - 17:00 5 165 0.050 5 165 0.038 5 165 0.088 17:00 - 18:00 5 165 0.043 5 165 0.017 5 165 0.060 18:00 - 19:00 5 165 0.023 5 165 0.015 5 165 0.038 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.347 0.399 0.746
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.
To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.
Parameter summary
Trip rate parameter range selected: 101 - 232 (units: ) Survey date date range: 01/01/05 - 22/09/12 Number of weekdays (Monday-Friday): 5 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 4
This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 2013(a)v6.11.2 010413 B15.47 (C) 2013 JMP Consultants Ltd on behalf of the TRICS Consortium Monday 19/05/14 4789 - Churchfields, Overton Page 10 OFF-LINE VERSION Stuart Michael Associates Coombe Square Thatcham Licence No: 812401
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL PUBLIC TRANSPORT USERS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 5 165 0.000 5 165 0.011 5 165 0.011 08:00 - 09:00 5 165 0.001 5 165 0.009 5 165 0.010 09:00 - 10:00 5 165 0.001 5 165 0.000 5 165 0.001 10:00 - 11:00 5 165 0.002 5 165 0.001 5 165 0.003 11:00 - 12:00 5 165 0.001 5 165 0.002 5 165 0.003 12:00 - 13:00 5 165 0.004 5 165 0.002 5 165 0.006 13:00 - 14:00 5 165 0.004 5 165 0.002 5 165 0.006 14:00 - 15:00 5 165 0.002 5 165 0.000 5 165 0.002 15:00 - 16:00 5 165 0.009 5 165 0.001 5 165 0.010 16:00 - 17:00 5 165 0.005 5 165 0.000 5 165 0.005 17:00 - 18:00 5 165 0.005 5 165 0.000 5 165 0.005 18:00 - 19:00 5 165 0.005 5 165 0.004 5 165 0.009 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.039 0.032 0.071
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.
To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.
Parameter summary
Trip rate parameter range selected: 101 - 232 (units: ) Survey date date range: 01/01/05 - 22/09/12 Number of weekdays (Monday-Friday): 5 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 4
This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 2013(a)v6.11.2 010413 B15.47 (C) 2013 JMP Consultants Ltd on behalf of the TRICS Consortium Monday 19/05/14 4789 - Churchfields, Overton Page 11 OFF-LINE VERSION Stuart Michael Associates Coombe Square Thatcham Licence No: 812401
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED MULTI-MODAL TOTAL PEOPLE Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 5 165 0.069 5 165 0.394 5 165 0.463 08:00 - 09:00 5 165 0.183 5 165 0.837 5 165 1.020 09:00 - 10:00 5 165 0.221 5 165 0.287 5 165 0.508 10:00 - 11:00 5 165 0.208 5 165 0.264 5 165 0.472 11:00 - 12:00 5 165 0.220 5 165 0.200 5 165 0.420 12:00 - 13:00 5 165 0.254 5 165 0.259 5 165 0.513 13:00 - 14:00 5 165 0.276 5 165 0.245 5 165 0.521 14:00 - 15:00 5 165 0.255 5 165 0.250 5 165 0.505 15:00 - 16:00 5 165 0.557 5 165 0.288 5 165 0.845 16:00 - 17:00 5 165 0.508 5 165 0.324 5 165 0.832 17:00 - 18:00 5 165 0.582 5 165 0.299 5 165 0.881 18:00 - 19:00 5 165 0.373 5 165 0.317 5 165 0.690 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 3.706 3.964 7.670
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.
To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.
Parameter summary
Trip rate parameter range selected: 101 - 232 (units: ) Survey date date range: 01/01/05 - 22/09/12 Number of weekdays (Monday-Friday): 5 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 4
This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed.
APPENDIX 13 – DEVELOPMENT FLOWS
rpsgroup.com/uk
Proposed Development Traffic
0800-0900 B3051 - Kingsclere Rd 77
21
2 11 34 31 231 B3400 - High St B3400 - London Rd
11 7 7 12
34 12
Winchester St
B3051 - Kingsclere Rd 1700-1800 34
69
11 8179 11 9 B3400 - High St B3400 - London Rd
82727 31
17
31 Winchester St
APPENDIX 14 – TEMPRO
rpsgroup.com/uk
Dataset Version: 62 Dataset Version: 62 Result Type:Trip ends by time period Result Type:Trip ends by time period Base Year: 2014 Base Year: 2014 Future Year: 2020 Future Year: 2020 Trip PurposeAll Group: purposes Trip PurposeAll Group: purposes Time Period:Weekday AM peak period (0700 - 0959) Time Period:Weekday PM peak period (1600 - 1859) Trip End Type:Origin/Destination Trip End Type:Origin/Destination AlternativeNo Assumptions applied: AlternativeNo Assumptions applied:
Growth Factor Growth Factor Area Description All purposes Area Description All purposes Level Name Origin Destination Level Name Origin Destination 24UB8 Overton nr Basingstoke1.0399 1.049 24UB8 Overton nr Basingstoke1.0489 1.0435
Base Year - Future Year Base Year - Future Year Area Description All purposes Area Description All purposes Level Name Origin Destination Level Name Origin Destination 24UB8 Overton nr Basingstoke48 42 24UB8 Overton nr Basingstoke53 58
Base Year Base Year Area Description All purposes Area Description All purposes Level Name Origin Destination Level Name Origin Destination 24UB8 Overton nr Basingstoke1191 866 24UB8 Overton nr Basingstoke1075 1331
Future Year Future Year Area Description All purposes Area Description All purposes Level Name Origin Destination Level Name Origin Destination 24UB8 Overton nr Basingstoke1238 908 24UB8 Overton nr Basingstoke1128 1389
Level Area Local Growth Figure Level Area Local Growth Figure 24UB8 Overton nr Basingstoke1.090614 24UB8 Overton nr Basingstoke1.092442
APPENDIX 15 – COMMITTED PEAK HOUR FLOWS
rpsgroup.com/uk
Committed Development - Overton Hill
0800-0900 B3051 - Kingsclere Rd
0 8001 0 B3400 - High St B3400 - London Rd
4 003 19 7
Winchester St
B3051 - Kingsclere Rd 1700-1800
0 17 0 0 3 0 B3400 - High St B3400 - London Rd 2 006 10 4
Winchester St
APPENDIX 16 – FUTURE YEAR 2020 TRAFFIC FLOWS
rpsgroup.com/uk
2020 + Committed + Proposed Development (200 units)
0800-0900 B3051 - Kingsclere Rd 296
266
2% 0% 31 0% 0% 0% 4% 711 2% 283 44 133 119 963 345 3% 32 524 B3400 - High St B3400 - London Rd
365 88 1% 439 36 147 122 285 1% 3% 0% 1% 66 2%
230 305
Winchester St
B3051 - Kingsclere Rd 1700-1800 180
191
3% 0% 31 0% 2% 0% 660 1% 258 40 89 50 5% 329 0% 39 386 785 B3400 - High St B3400 - London Rd
331 76 1% 399 49 84 77 242 0% 0% 0% 0% 82 0%
210 Key 210 xx Total Vehicles Winchester St x% % HGV 2020 + Committed Development
0800-0900 B3051 - Kingsclere Rd 219
245
0% 28 0% 0% 0% 697 2% 283 33 98 88 925 343 3% 32 493 B3400 - High St B3400 - London Rd
354 81 1% 432 36 135 122 285 1% 3% 0% 1% 66 2%
196 293
Winchester St 2014-2020: #REF!
B3051 - Kingsclere Rd 1700-1800 146
122
0% 20 0% 2% 0% 641 1% 258 33 72 41 749 317 0% 39 377 B3400 - High St B3400 - London Rd
324 49 1% 372 49 54 77 242 0% 0% 0% 0% 82 0%
193 180 Key xx Total Vehicles Winchester St x% % HGV 2020 + Proposed Development
0800-0900 B3051 - Kingsclere Rd 0
0
0% 31 0% 0% 0% 2% 275 44 133 118 337 3% 32 512 B3400 - High St B3400 - London Rd
346 84 1% 409 36 147 119 266 1% 3% 0% 1% 59 2%
223 302
Winchester St
B3051 - Kingsclere Rd 1700-1800 0
0
0% 31 0% 2% 0% 1% 241 40 89 47 312 0% 39 360 0 B3400 - High St B3400 - London Rd
321 74 1% 383 49 84 71 232 0% 0% 0% 0% 78 0% 0
89
84 Winchester St 2014-2020: 1.09061442 2020 Baseline Data
0800-0900 B3051 - Kingsclere Rd 218
241
0% 28 0% 0% 0% 670 2% 275 33 98 87 883 335 3% 32 481 B3400 - High St B3400 - London Rd
335 77 1% 402 36 135 119 266 1% 3% 0% 1% 59 2%
189 290
Winchester St 2014-2020: 1.0924418
B3051 - Kingsclere Rd 1700-1800 143
120
0% 20 0% 2% 0% 614 1% 241 33 72 38 707 300 0% 39 351 B3400 - High St B3400 - London Rd
314 47 1% 356 49 54 71 232 0% 0% 0% 0% 78 0%
189 174 Key xx Total Vehicles Winchester St x% % HGV
APPENDIX 17 – PICADY RESULTS
rpsgroup.com/uk
Generated on 17/09/2015 09:20:17 using Junctions 9 (9.0.0.4211)
Junctions 9 PICADY 9 - Priority Intersection Module Version: 9.0.0.4211 [] © Copyright TRL Limited, 2015 For sales and distribution information, program advice and maintenance, contact TRL: Tel: +44 (0)1344 770758 email: [email protected] Web: http://www.trlsoftware.co.uk The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution
Filename: Proposed Site Access (2020 Assessment).j9 Path: P:\JNY8595 - Churchfields, Overton\Transport\Picady\Proposed Access Report generation date: 17/09/2015 09:20:05
»2020 + 200 Units, AM »2020 + 200 Units, PM
Summary of junction performance
AM PM Queue (Veh) Delay (s) RFC LOS Queue (Veh) Delay (s) RFC LOS 2020 + 200 Units Stream B-AC 0.3 10.27 0.22 B 0.1 8.48 0.09 A Stream C-A Stream C-B 0.0 6.03 0.01 A 0.0 6.05 0.02 A Stream A-B Stream A-C
Values shown are the highest values encountered over all time segments. Delay is the maximum value of average delay per arriving vehicle.
File summary
File Description
Title Churchfields Site Access Location Overton Site number Date 16/09/2015 Version Status Identifier Client Jobnumber JNY8595 Enumerator EUR"pauline.pettitt Description
Units
Distance units Speed units Traffic units input Traffic units results Flow units Average delay units Total delay units Rate of delay units m kph Veh Veh perHour s -Min perMin
1 Generated on 17/09/2015 09:20:17 using Junctions 9 (9.0.0.4211)
Analysis Options
Vehicle length Calculate Queue Calculate detailed queueing Calculate residual RFC Average Delay Queue threshold (m) Percentiles delay capacity Threshold threshold (s) (PCU) 5.75 0.85 36.00 20.00
Demand Set Summary
Time Period Traffic profile Model start time Model finish time Time segment length Run Scenario name name type (HH:mm) (HH:mm) (min) automatically 2020 + 200 AM ONE HOUR 07:45 09:15 15 Units ü 2020 + 200 PM ONE HOUR 16:45 18:15 15 Units ü
2 Generated on 17/09/2015 09:20:17 using Junctions 9 (9.0.0.4211)
2020 + 200 Units, AM
Data Errors and Warnings No errors or warnings
Analysis Set Details
ID Include in report Network flow scaling factor (%) Network capacity scaling factor (%) A1 ü 100.000 100.000
Junction Network
Junctions
Junction Name Junction Type Major road direction Junction Delay (s) Junction LOS 1 - Site Access Site Access T-Junction Two-way 1.89 A
Junction Network Options
Driving side Lighting Left Normal/unknown
Arms
Arms
Arm Name Description Arm type A Kingsclere Road (s) Major B Site Access Minor C Kingsclere Road (n) Major
Major Arm Geometry
Width of Has kerbed central Has right turn Width for right Visibility for right Blocking queue Arm Blocks? carriageway (m) reserve bay turn (m) turn (m) (PCU) C - Kingsclere 6.00 2.50 120.0 - Road (n) ü Geometries for Arm C are measured opposite Arm B. Geometries for Arm A (if relevant) are measured opposite Arm D.
Minor Arm Geometry
Arm Minor arm type Lane width (m) Visibility to left (m) Visibility to right (m) B - Site Access One lane 3.50 24 19
3 Generated on 17/09/2015 09:20:17 using Junctions 9 (9.0.0.4211)
Slope / Intercept / Capacity
Priority Intersection Slopes and Intercepts
Slope Slope Slope Slope Intercept Junction Stream for for for for (Veh/hr) A-B A-C C-A C-B 1 B-A 519.484 0.095 0.239 0.150 0.342 1 B-C 667.730 0.102 0.259 - - 1 C-B 664.466 0.257 0.257 - - The slopes and intercepts shown above do NOT include any corrections or adjustments. Streams may be combined, in which case capacity will be adjusted. Values are shown for the first time segment only; they may differ for subsequent time segments.
Traffic Demand
Demand Set Details
Time Period Traffic profile Model start time Model finish time Time segment length Run ID Scenario name name type (HH:mm) (HH:mm) (min) automatically 2020 + 200 D3 AM ONE HOUR 07:45 09:15 15 Units ü
Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) ü ü HV Percentages 2.00
Demand overview (Traffic)
Arm Linked arm Profile type Use O-D data Average Demand (Veh/hr) Scaling Factor (%) A - Kingsclere Road (s) ONE HOUR ü 216.00 100.000 B - Site Access ONE HOUR ü 92.00 100.000 C - Kingsclere Road (n) ONE HOUR ü 191.00 100.000
Origin-Destination Data
Demand (Veh/hr) Proportions
To To A - C - A - C - B - Site B - Site Kingsclere Kingsclere Kingsclere Kingsclere Access Access Road (s) Road (n) Road (s) Road (n) A - A - Kingsclere 0.000 21.000 195.000 Kingsclere 0.00 0.10 0.90 From Road (s) From Road (s) B - Site B - Site 77.000 0.000 15.000 0.84 0.00 0.16 Access Access C - C - Kingsclere 187.000 4.000 0.000 Kingsclere 0.98 0.02 0.00 Road (n) Road (n)
4 Generated on 17/09/2015 09:20:17 using Junctions 9 (9.0.0.4211)
Vehicle Mix
Heavy Vehicle proportion Average PCU Per Veh
To To A - C - A - C - B - Site B - Site Kingsclere Kingsclere Kingsclere Kingsclere Access Access Road (s) Road (n) Road (s) Road (n) A - A - Kingsclere 0 0 4 Kingsclere 1.000 1.000 1.040 From Road (s) From Road (s) B - Site B - Site 0 0 0 1.000 1.000 1.000 Access Access C - C - Kingsclere 3 0 0 Kingsclere 1.030 1.000 1.000 Road (n) Road (n)
Results
Results Summary for whole modelled period
Stream Max RFC Max delay (s) Max Queue (Veh) Max LOS Average Demand (Veh/hr) Total Junction Arrivals (Veh) B-AC 0.22 10.27 0.3 B 84.42 126.63 C-A 171.59 257.39 C-B 0.01 6.03 0.0 A 3.67 5.51 A-B 19.27 28.90 A-C 178.94 268.40
Main Results for each time segment
Main results: (07:45-08:00)
Bypass Start Total Demand Junction Junction Capacity Throughput End queue Delay Stream demand RFC queue LOS (Veh/hr) demand (Veh/hr) Arrivals (Veh) (Veh/hr) (Veh/hr) (Veh) (s) (Veh/hr) (Veh) B-AC 69.26 69.26 17.32 0.00 479.59 0.144 68.59 0.0 0.2 8.745 A C-A 140.78 140.78 35.20 0.00 140.78 C-B 3.01 3.01 0.75 0.00 621.09 0.005 2.99 0.0 0.0 5.823 A A-B 15.81 15.81 3.95 0.00 15.81 A-C 146.81 146.81 36.70 0.00 146.81
5 Generated on 17/09/2015 09:20:17 using Junctions 9 (9.0.0.4211)
Main results: (08:00-08:15)
Bypass Start Total Demand Junction Junction Capacity Throughput End queue Delay Stream demand RFC queue LOS (Veh/hr) demand (Veh/hr) Arrivals (Veh) (Veh/hr) (Veh/hr) (Veh) (s) (Veh/hr) (Veh) B-AC 82.71 82.71 20.68 0.00 468.00 0.177 82.53 0.2 0.2 9.335 A C-A 168.11 168.11 42.03 0.00 168.11 C-B 3.60 3.60 0.90 0.00 612.67 0.006 3.59 0.0 0.0 5.909 A A-B 18.88 18.88 4.72 0.00 18.88 A-C 175.30 175.30 43.83 0.00 175.30
Main results: (08:15-08:30)
Bypass Start Total Demand Junction Junction Capacity Throughput End queue Delay Stream demand RFC queue LOS (Veh/hr) demand (Veh/hr) Arrivals (Veh) (Veh/hr) (Veh/hr) (Veh) (s) (Veh/hr) (Veh) B-AC 101.29 101.29 25.32 0.00 451.96 0.224 101.00 0.2 0.3 10.249 B C-A 205.89 205.89 51.47 0.00 205.89 C-B 4.40 4.40 1.10 0.00 601.03 0.007 4.40 0.0 0.0 6.033 A A-B 23.12 23.12 5.78 0.00 23.12 A-C 214.70 214.70 53.67 0.00 214.70
Main results: (08:30-08:45)
Bypass Start Total Demand Junction Junction Capacity Throughput End queue Delay Stream demand RFC queue LOS (Veh/hr) demand (Veh/hr) Arrivals (Veh) (Veh/hr) (Veh/hr) (Veh) (s) (Veh/hr) (Veh) B-AC 101.29 101.29 25.32 0.00 451.96 0.224 101.29 0.3 0.3 10.265 B C-A 205.89 205.89 51.47 0.00 205.89 C-B 4.40 4.40 1.10 0.00 601.03 0.007 4.40 0.0 0.0 6.033 A A-B 23.12 23.12 5.78 0.00 23.12 A-C 214.70 214.70 53.67 0.00 214.70
Main results: (08:45-09:00)
Bypass Start Total Demand Junction Junction Capacity Throughput End queue Delay Stream demand RFC queue LOS (Veh/hr) demand (Veh/hr) Arrivals (Veh) (Veh/hr) (Veh/hr) (Veh) (s) (Veh/hr) (Veh) B-AC 82.71 82.71 20.68 0.00 468.00 0.177 82.98 0.3 0.2 9.358 A C-A 168.11 168.11 42.03 0.00 168.11 C-B 3.60 3.60 0.90 0.00 612.67 0.006 3.60 0.0 0.0 5.910 A A-B 18.88 18.88 4.72 0.00 18.88 A-C 175.30 175.30 43.83 0.00 175.30
Main results: (09:00-09:15)
Bypass Start Total Demand Junction Junction Capacity Throughput End queue Delay Stream demand RFC queue LOS (Veh/hr) demand (Veh/hr) Arrivals (Veh) (Veh/hr) (Veh/hr) (Veh) (s) (Veh/hr) (Veh) B-AC 69.26 69.26 17.32 0.00 479.58 0.144 69.45 0.2 0.2 8.781 A C-A 140.78 140.78 35.20 0.00 140.78 C-B 3.01 3.01 0.75 0.00 621.09 0.005 3.02 0.0 0.0 5.826 A A-B 15.81 15.81 3.95 0.00 15.81 A-C 146.81 146.81 36.70 0.00 146.81
6 Generated on 17/09/2015 09:20:17 using Junctions 9 (9.0.0.4211)
2020 + 200 Units, PM
Data Errors and Warnings No errors or warnings
Analysis Set Details
ID Include in report Network flow scaling factor (%) Network capacity scaling factor (%) A1 ü 100.000 100.000
Junction Network
Junctions
Junction Name Junction Type Major road direction Junction Delay (s) Junction LOS 1 - Site Access Site Access T-Junction Two-way 1.04 A
Junction Network Options [same as above]
Arms
Arms [same as above]
Major Arm Geometry [same as above]
Minor Arm Geometry [same as above]
Slope / Intercept / Capacity [same as above]
Traffic Demand
Demand Set Details
Time Period Traffic profile Model start time Model finish time Time segment length Run ID Scenario name name type (HH:mm) (HH:mm) (min) automatically 2020 + 200 D4 PM ONE HOUR 16:45 18:15 15 Units ü
Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) ü ü HV Percentages 2.00
7 Generated on 17/09/2015 09:20:17 using Junctions 9 (9.0.0.4211)
Demand overview (Traffic)
Arm Linked arm Profile type Use O-D data Average Demand (Veh/hr) Scaling Factor (%) A - Kingsclere Road (s) ONE HOUR ü 192.00 100.000 B - Site Access ONE HOUR ü 40.00 100.000 C - Kingsclere Road (n) ONE HOUR ü 163.00 100.000
Origin-Destination Data
Demand (Veh/hr) Proportions
To To A - C - A - C - B - Site B - Site Kingsclere Kingsclere Kingsclere Kingsclere Access Access Road (s) Road (n) Road (s) Road (n) A - A - Kingsclere 0.000 69.000 123.000 Kingsclere 0.00 0.36 0.64 From Road (s) From Road (s) B - Site B - Site 34.000 0.000 6.000 0.85 0.00 0.15 Access Access C - C - Kingsclere 150.000 13.000 0.000 Kingsclere 0.92 0.08 0.00 Road (n) Road (n)
Vehicle Mix
Heavy Vehicle proportion Average PCU Per Veh
To To A - C - A - C - B - Site B - Site Kingsclere Kingsclere Kingsclere Kingsclere Access Access Road (s) Road (n) Road (s) Road (n) A - A - Kingsclere 0 0 2 Kingsclere 1.000 1.000 1.020 From Road (s) From Road (s) B - Site B - Site 0 0 0 1.000 1.000 1.000 Access Access C - C - Kingsclere 2 0 0 Kingsclere 1.020 1.000 1.000 Road (n) Road (n)
8 Generated on 17/09/2015 09:20:17 using Junctions 9 (9.0.0.4211)
Results
Results Summary for whole modelled period
Stream Max RFC Max delay (s) Max Queue (Veh) Max LOS Average Demand (Veh/hr) Total Junction Arrivals (Veh) B-AC 0.09 8.48 0.1 A 36.70 55.06 C-A 137.64 206.46 C-B 0.02 6.05 0.0 A 11.93 17.89 A-B 63.32 94.97 A-C 112.87 169.30
Main Results for each time segment
Main results: (16:45-17:00)
Bypass Start Total Demand Junction Junction Capacity Throughput End queue Delay Stream demand RFC queue LOS (Veh/hr) demand (Veh/hr) Arrivals (Veh) (Veh/hr) (Veh/hr) (Veh) (s) (Veh/hr) (Veh) B-AC 30.11 30.11 7.53 0.00 490.53 0.061 29.85 0.0 0.1 7.811 A C-A 112.93 112.93 28.23 0.00 112.93 C-B 9.79 9.79 2.45 0.00 626.78 0.016 9.72 0.0 0.0 5.834 A A-B 51.95 51.95 12.99 0.00 51.95 A-C 92.60 92.60 23.15 0.00 92.60
Main results: (17:00-17:15)
Bypass Start Total Demand Junction Junction Capacity Throughput End queue Delay Stream demand RFC queue LOS (Veh/hr) demand (Veh/hr) Arrivals (Veh) (Veh/hr) (Veh/hr) (Veh) (s) (Veh/hr) (Veh) B-AC 35.96 35.96 8.99 0.00 481.38 0.075 35.90 0.1 0.1 8.080 A C-A 134.85 134.85 33.71 0.00 134.85 C-B 11.69 11.69 2.92 0.00 619.46 0.019 11.67 0.0 0.0 5.922 A A-B 62.03 62.03 15.51 0.00 62.03 A-C 110.57 110.57 27.64 0.00 110.57
Main results: (17:15-17:30)
Bypass Start Total Demand Junction Junction Capacity Throughput End queue Delay Stream demand RFC queue LOS (Veh/hr) demand (Veh/hr) Arrivals (Veh) (Veh/hr) (Veh/hr) (Veh) (s) (Veh/hr) (Veh) B-AC 44.04 44.04 11.01 0.00 468.74 0.094 43.95 0.1 0.1 8.473 A C-A 165.15 165.15 41.29 0.00 165.15 C-B 14.31 14.31 3.58 0.00 609.34 0.023 14.29 0.0 0.0 6.049 A A-B 75.97 75.97 18.99 0.00 75.97 A-C 135.43 135.43 33.86 0.00 135.43
9 Generated on 17/09/2015 09:20:17 using Junctions 9 (9.0.0.4211)
Main results: (17:30-17:45)
Bypass Start Total Demand Junction Junction Capacity Throughput End queue Delay Stream demand RFC queue LOS (Veh/hr) demand (Veh/hr) Arrivals (Veh) (Veh/hr) (Veh/hr) (Veh) (s) (Veh/hr) (Veh) B-AC 44.04 44.04 11.01 0.00 468.73 0.094 44.04 0.1 0.1 8.476 A C-A 165.15 165.15 41.29 0.00 165.15 C-B 14.31 14.31 3.58 0.00 609.34 0.023 14.31 0.0 0.0 6.049 A A-B 75.97 75.97 18.99 0.00 75.97 A-C 135.43 135.43 33.86 0.00 135.43
Main results: (17:45-18:00)
Bypass Start Total Demand Junction Junction Capacity Throughput End queue Delay Stream demand RFC queue LOS (Veh/hr) demand (Veh/hr) Arrivals (Veh) (Veh/hr) (Veh/hr) (Veh) (s) (Veh/hr) (Veh) B-AC 35.96 35.96 8.99 0.00 481.37 0.075 36.05 0.1 0.1 8.085 A C-A 134.85 134.85 33.71 0.00 134.85 C-B 11.69 11.69 2.92 0.00 619.46 0.019 11.71 0.0 0.0 5.922 A A-B 62.03 62.03 15.51 0.00 62.03 A-C 110.57 110.57 27.64 0.00 110.57
Main results: (18:00-18:15)
Bypass Start Total Demand Junction Junction Capacity Throughput End queue Delay Stream demand RFC queue LOS (Veh/hr) demand (Veh/hr) Arrivals (Veh) (Veh/hr) (Veh/hr) (Veh) (s) (Veh/hr) (Veh) B-AC 30.11 30.11 7.53 0.00 490.50 0.061 30.18 0.1 0.1 7.822 A C-A 112.93 112.93 28.23 0.00 112.93 C-B 9.79 9.79 2.45 0.00 626.78 0.016 9.80 0.0 0.0 5.836 A A-B 51.95 51.95 12.99 0.00 51.95 A-C 92.60 92.60 23.15 0.00 92.60
10
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