Land North of Ripon Way, Carlton Miniott Transport

LAND NORTH OF RIPON

WAY, CARLTON MINIOTT

TRANSPORT ASSESSMENT

ADDENDUM

SEPTEMBER 2020

REPORT NO 20624‐001

LAND NORTH OF RIPON WAY,

CARLTON MINIOTT

TRANSPORT ASSESSMENT

ADDENDUM

Berkeley DeVeer

Planning Issue Rev A Project no: 20624‐001 Date: September 2020

Andrew Moseley Associates 51A St Paul’s Street Leeds, LS1 2TE

www.amatp.co.uk

QUALITY MANAGEMENT

ISSUE/REVISION FIRST ISSUE REVISION 1 REVISION 2 REVISION 3

Remarks Planning Rev A

Date 24/09/20

Prepared by RW

Checked by ATM

Authorised by ATM

PRODUCTION TEAM

AMA

Director Andrew Moseley

Transport Planner Rosie Ward

TABLE OF CONTENTS

INTRODUCTION ...... 8

OVERVIEW ...... 8

REPORT STRUCTURE ...... 9

POLICY BACKGROUND ...... 10

NATIONAL POLICY ...... 10

LOCAL POLICY ...... 11

EXISTING CONDITIONS ...... 13

SITE LOCATION ...... 13

LOCAL HIGHWAY NETWORK ...... 13

TRAFFIC BASE FLOWS ...... 14

EXISTING JUNCTION CAPACITY ANALYSIS ...... 14

PERSONAL INJURY COLLISION RECORDS ...... 15

EXISTING SUSTAINABLE TRANSPORT PROVISION ...... 16

INTRODUCTION ...... 16

WALKING ACCESSIBILITY ...... 16

CYCLING ACCESSIBILITY ...... 17

PUBLIC TRANSPORT ...... 17

TRAVEL PATTERNS AND KEY DESTINATIONS ...... 18

SUMMARY ...... 19

DEVELOPMENT PROPOSALS...... 20

SITE LAYOUT PROPOSALS ...... 20

PROPOSED ACCESS AND SERVICING ARRANGEMENTS ...... 20

PARKING ...... 21

ASSESSMENT PARAMETERS ...... 22 4

Land North of Ripon Way, Carlton Miniott Project No 20624 Transport Assessment Addendum September 2020

INTRODUCTION ...... 22

ASSESSMENT YEARS ...... 22

TRAFFIC GROWTH ...... 22

COMMITTED DEVELOPMENT ...... 22

DEVELOPMENT TRAFFIC GENERATION ...... 23

DEVELOPMENT TRAFFIC DISTRIBUTION AND ASSIGMENT ...... 23

SUMMARY ...... 24

FUTURE DEVELOPMENT IMPACTS ...... 25

INTRODUCTION ...... 25

SUMMARY ...... 26

SUMMARY AND CONCLUSIONS ...... 27

Land North of Ripon Way, Carlton Miniott Project No 20624 Transport Assessment Addendum September 2020

T ABLES

Table 3‐1 Ripon Way / A61 Carlton Road Priority T‐junction – 2020 Existing Scenario Results ...... 14

Table 4‐1 Local Bus Services ...... 17

Table 4‐2 Leeds Station Direct Rail Services ...... 18

Table 6‐1 Hambleton 008 Traffic Growth Factors ...... 22

Table 6‐2 Proposed Development ‐ Vehicle Trip Rates and Generation ...... 23

Table 6‐3 Ripon Way / A61 Carlton Road Distribution ...... 23

Table 7‐1 Ripon Way / A61 Carlton Road Priority Mini‐Roundabout – 2025 Future Year Scenario Results ...... 25

F IGURES

Figure 1 – Site Location Plan

Figure 2 – 2020 Surveyed Base Flows

Figure 3 – 2km Walking Isochrone

Figure 4 – Public Rights of Way

Figure 5 – 5km Cycling Isochrone

Figure 6 – Cycle Route Plan

Figure 7 – Bus Stop Location Plan

Figure 8 – 2025 Base Flows

Figure 9 – Committed Development

Figure 10 – 2025 Base + Committed Development

Figure 11 – Traffic Distribution

Figure 12 – Assigned Development Flows

Figure 13 ‐ 2025 Base + Committed + Development Flows

Land North of Ripon Way, Carlton Miniott Project No 20624 Transport Assessment Addendum September 2020

A PPENDICES

Appendix A Site Layout

Appendix B Junction Modelling Results

Appendix C PIC Survey Area

Appendix D TRICS Data

Land North of Ripon Way, Carlton Miniott Project No 20624 Transport Assessment Addendum September 2020

INTRODUCTION

OVERVIEW

Andrew Moseley Associates (AMA) has been commissioned by Berkeley DeVeer to prepare a Transport Assessment (TA) Addendum in support of a planning application for a residential development of 71 dwellings located on land to the north of Ripon Way, Carlton Miniott.

The Local Planning Authority (LPA) is Hambleton District Council (HDC) and the Local Highway Authority (LHA) is North Yorkshire County Council (NYCC).

The site is currently grazing land and is situated to the north of the residential settlement of Carlton Miniott. The site is bound to the north by grazing land and later by Westfield House and a B2 Light Industrial unit; to the east by Carlton Road and later by gazing land and train line; to the south by residential dwellings accessed from Ripon Way; and to the west by Sandhutton Lane and a caravan park. The location of the site is illustrated in Figure 1.

Vehicular, walking and cycling access is proposed to the north of the application site via Ripon Way, as an extension of the existing residential street. Footways are proposed along both sides of the proposed access and will tie in with the existing footways present on Ripon Way tapering into a standard NYCC Road width within the proposed site. Details of the proposed site layout are attached at Appendix A.

This TA Addendum has been prepared with reference to the Department for Communities and Local Government National Planning Policy Framework (NPPF), Planning Practice Guidance (PPG).

This TA Addendum will demonstrate that the site is well served by existing transport provision and is accessible to a range of key services and facilities. The report will also demonstrate that the traffic generated by the proposals will not result in a detrimental impact on the surrounding road network.

Land North of Ripon Way, Carlton Miniott Project No 20624 Transport Assessment Addendum September 2020

REPORT STRUCTURE

The structure of the report is set out as follows;

 Section 2 outlines the policy background at a national and local level;

 Section 3 provides a description of the highway network surrounding the site, details of the existing traffic flows, a review of the personal injury accident records and the results of the baseline junction assessments;

 Section 4 examines the accessibility of the site by sustainable modes of travel and also considers the accessibility of a range of key services and facilities;

 Section 5 describes the site location development proposals with regard to the proposed quantum of development, means of access and parking provision;

 Section 6 summarises the assessment parameters and trips rates that have been adopted within this TA Addendum;

 Section 7 examines the impact of development traffic on the local highway network and presents the results of the future year junction assessments to determine the potential impact of the proposals; and

 Section 8 provides a summary of the TA Addendum.

Land North of Ripon Way, Carlton Miniott Project No 20624 Transport Assessment Addendum September 2020

POLICY BACKGROUND

NATIONAL POLICY

The National Planning Policy Framework (NPPF) came into effect in 2012. The document was designed to supersede and simplify previous national planning documents and their policies. A revised version of the NPPF was published in July 2018. The revision implements around 85 reforms announced previously through the Housing White Paper, the planning for the right homes in the right places consultation and the draft revised NPPF consultation.

The preparation of this TA is consistent with national transport policy guidance set out in the NPPF which advocates the submission of such documents to support applications for new developments which generate traffic movements.

The NPPF states under the subheading ‘Considering development proposals’ that:

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

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

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

c) any significant impacts from the development on the transport network (in terms of capacity and congestion), or on highway safety, can be cost effectively mitigated to an acceptable degree (Paragraph 108).

Development should only be prevented or refused on highways grounds if there would be an unacceptable impact on highway safety, or the residual cumulative impacts on the road network would be severe (Paragraph 109).

Within this context, applications for development should:

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

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

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

Land North of Ripon Way, Carlton Miniott Project No 20624 Transport Assessment Addendum September 2020

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

e) be designed to enable charging of plug‐in and other ultra‐low emission vehicles in safe, accessible and convenient locations (Paragraph 110).

All developments that will generate significant amounts of movement should be required to provide a travel plan, and the application should be supported by a transport statement or transport assessment so that the likely impacts of the proposal can be assessed Paragraph 111).’

Section 3 of this report highlights the existing sustainable travel modes within the vicinity of the site and demonstrates that the development will be well suited to this location.

Section 7 of this report assesses the traffic associated with the development on the surrounding road network and will identify mitigation measures where necessary to ensure that the impact of the development is not severe.

The Government’s objectives set out in the revised NPPF are to ensure that new developments are provided in sustainable locations, where the need to travel is minimised and the use of sustainable modes can be maximised.

LOCAL POLICY North Yorkshire Local Transport Plan (LTP4)

The Local Transport Plan (LTP) sets out North Yorkshire County Councils (NYCC) plans and strategies for maintaining and improving all aspects of the local transport system over the next 30 years. The LTP was approved by the county council in February 2016 and the objectives set out can be summarised as follows:

 Economic Growth ‐ Contributing to economic growth by delivering reliable and efficient transport networks and services;

 Road Safety ‐ Improving road and transport safety;

 Access to Services ‐ Improving equality of opportunity by facilitating access to services;

 Environment and Climate Change ‐ Managing the adverse impact of transport on the environment; and

 Healthier Travel ‐ Promoting healthier travel opportunities.

Land North of Ripon Way, Carlton Miniott Project No 20624 Transport Assessment Addendum September 2020

Hambleton District Council Core Strategy

The Core Strategy sets out Hambleton District Councils (HDC) plans and strategies for achieving sustainable development through a spatial planning approach. The document works in conjunction with North Yorkshire Local Transport Plan and was approved by the council and adopted in April 2007. The objectives set out can be summarised as follows:

 Promote sustainable Travel – To provide communities with sustainable forms of travel such as public transport, cycling and walking and to direct future developments to the most accessible locations;

 Support communities – Locate new developments in areas that enable access to key services to ensure sustainable communities;

 Economic growth – Mitigate environmental consequences to ensure;

 Healthier lifestyles – Provide and promote the use of facilities that ensure healthier lifestyles; and

 Transport needs – Support schemes that reduce the need to travel by private car.

Land North of Ripon Way, Carlton Miniott Project No 20624 Transport Assessment Addendum September 2020

EXISTING CONDITIONS

SITE LOCATION

The site is currently grazing land and is situated to the north of the residential settlement of Carlton Miniott.

The site is bound to the north by grazing land and later by Westfield House and a B2 Light Industrial unit; to the east by Carlton Road and later by gazing land and train line; to the south by residential dwellings accessed from Ripon Way; and to the west by Sandhutton Lane and a caravan park. The location of the site is illustrated in Figure 1.

LOCAL HIGHWAY NETWORK

Ripon Way, an existing residential street and spur, from which the site would be accessed to the south, is a two‐way residential street which forms a route through the existing adjacent residential development. Ripon Way currently forms a cul‐de‐sac to the north, from which the access point is proposed. Footways are provided along both sides of the residential road and is street lit.

Ripon Way runs in a north / south alignment providing access to a number of residential properties and residential streets. Approximately 400m to the south of the application site, Ripon Way forms a three‐armed mini‐roundabout with the A61 Carlton Road. The mini‐roundabout junction is subject to a 30mph speed restriction, is street lit and has footways present along both sides of each arm.

Forming the spinal route through the residential settlement of Carlton Miniott, the A61 is a single carriageway two‐way road which is subject to a 30mph speed restriction, is street lit and has footways present along both sides of the carriageway. Approximately 550m to the east and 250m to the west of the mini‐roundabout junction, the A61 increases in speed to a 40mph limit.

The A61 Carlton Road runs in an east / west alignment providing access to the residential settlement of Thirsk (c. 2.5km) in the east and to the A1(M) (c. 9km) in the west.

Approximately 3km to the east of the mini‐roundabout junction, the A61 forms a four‐armed priority roundabout with the A61 Long Street (N) / A170 Sutton Road (E) / A170 Barbeck (S). Footways are present along both sides of each arm of the roundabout.

Forming the southern arm to the priority roundabout junction, the A170 Barbeck is a single carriageway two‐way road which is subject to a 30mph speed restriction, later increasing to a 40mph speed limit. The A170 Barbeck carriageway runs in a north / south alignment providing access to a number of residential streets, the Thirsk Industrial Estate and later the A168 and A19.

Located approximately 700m to the south of Thirsk’s town centre, the A170 forms a priority roundabout junction with the A19 and the offslip / onslip for the A168 northbound carriageway. The A19 and the A168 are both dual carriageway two‐way roads with a central partition and form the bypass around the eastern extents of Thirsk. The A19 forms the northern section of the bypass providing access to areas such as Middlesbrough in the north and the A168 forms the southern section of the bypass providing vehicular access to the A1(M).

Forming the spinal road through the village of Carlton Miniott, the A61 continues in a westerly alignment providing access to the neighbouring residential settlements of Skipton‐on‐Swale and Baldersby before forming a grade separated roundabout junction with the A1(M) Junction 50. 13

Land North of Ripon Way, Carlton Miniott Project No 20624 Transport Assessment Addendum September 2020

The A1(M) forms part of the Strategic Road Network (SRN) At a strategic level the A1(M) runs in a north / south alignment providing access to areas such as Leeming Bar and Darlington in the north and to Boroughbridge and Wetherby in the south.

The site is considered to be well located to the local, regional and national highway networks.

TRAFFIC BASE FLOWS

Classified turning count surveys were undertaken at the mini‐roundabout junction on Thursday 17th September 2020 between the hours of 07:00 to 10:00 and 16:00 to 19:00 at the following junction;

 Ripon Way / A61 Carlton Road mini‐roundabout junction.

The resulting network peak hours were concluded to occur between 08:15 – 09:15 and 16:45 – 17:45 and as such were adopted as the network peak hours for the purposes of the capacity assessments these flows are shown in Figure 2.

EXISTING JUNCTION CAPACITY ANALYSIS

Set out below are the modelling results associated with the 2020 Base situation which have been validated against the queue surveys. The full detailed modelling output files are attached at Appendix B.

Ripon Way / A61 Carlton Road Priority T‐junction – Junction 9 Results

Table 3‐1 sets out the operational capacity at the Ripon Way / A61 Carlton Road Priority T‐junction.

Table 3‐1 Ripon Way / A61 Carlton Road Priority T‐junction – 2020 Existing Scenario Results

AM PEAK PM PEAK ARM

MAX RFC QUEUE (PCU’S) MAX RFC QUEUE (PCU’S)

2020 Base

Ripon Way 0.09 0 0.06 0

A61 Carlton Road (E) 0.39 1 0.42 1

A61 Carlton Road (W) 0.38 1 0.48 1

The modelling results of the 2020 Base situation show that the junction operates with minimal queuing and delays. The results have been validated against the queue surveys.

Land North of Ripon Way, Carlton Miniott Project No 20624 Transport Assessment Addendum September 2020

PERSONAL INJURY COLLISION RECORDS

Personal Injury Collision (PIC) data for the local highway network in the vicinity of the site for the period 2015 – 2019 has been obtained from Crashmap providing the latest 5 years accident data available.

The reviewed area of interest includes the entirety of Ripon Way and the Ripon Way / A61 Carlton Road mini‐roundabout junction located to the south of the application site. The PIC plot plan is provided in Appendix C of this report showing the collision study area in more detail.

A total of zero collisions were recorded across the length of the study area.

Land North of Ripon Way, Carlton Miniott Project No 20624 Transport Assessment Addendum September 2020

EXISTING SUSTAINABLE TRANSPORT PROVISION

INTRODUCTION

The Government’s objectives set out in the NPPF are to ensure that new developments are provided in sustainable locations, where the need to travel is minimised and the use of sustainable modes can be maximised.

The site has a good level of accessibility and access to sustainable modes of transport within a reasonable distance of the site.

This section outlines the existing walking, cycling and public transport facilities within the vicinity of the development site and describes the accessibility of the site in terms of its proximity to key services and destinations.

WALKING ACCESSIBILITY

Whilst superseded by the NPPF, the transport policies in the former PPG13 set out specific guidance related to walking:

“Walking is the most important mode of travel at the local level and offers the greatest potential to replace short car trips, particularly under 2 kilometres” (Para 74)

These potential walking catchments have been used in the consideration of the accessibility of the site set out below.

Walking is recognised as the most important mode of travel at a local level and it offers the greatest potential to replace short car trips, particularly under two kilometres. Figure 3 shows a 2km walking catchment area from the centre of the site. Its catchment includes the entirety of Carlton Miniott and the western extents of Thirsk. The local amenities and facilities within the area include Carlton Miniott Community Primary School, Thirsk Station and the Carlton Miniott Post Office.

It is therefore considered that access from the site to the surrounding facilities and services will be gained solely from the proposed access with Ripon Way. As detailed within Section 5, the development proposes a 2m wide footways along both sides of the access road connecting to the existing footway provision along Ripon Way. The development is therefore considered to be located within a sustainable location to a range of walkable destinations.

A review of the Public Rights of Way (PRoW) map identifies a footpath runs through the centre of the application site providing off‐road access between Sandhutton Lane in the north west and Thirsk train station in the south east. A plan provided at Figure 4, details the PRoWs within the vicinity of the site providing off‐road opportunities for pedestrians throughout Carlton Miniott and Thirsk.

The PRoW would be accommodated within the site on a suitable alignment. This will be formally agreed with NYCC at the appropriate stage of the planning process.

Land North of Ripon Way, Carlton Miniott Project No 20624 Transport Assessment Addendum September 2020

CYCLING ACCESSIBILITY

Whilst superseded by the NPPF, the transport policies in the former PPG13 set out specific guidance related to cycling:

“Cycling also has potential to substitute for short car trips, particularly those under 5 kilometres, and to form part of a longer journey by public transport” (Para 77)

Cycling has the potential to substitute for short car trips, particularly less than five kilometres. As such, all areas and facilities within a reasonable walking distance can also be considered to be within a reasonable cycling distance. Figure 5 shows a 5km cycling catchment area from the centre of the site which includes the entirety of Thirsk and the surrounding residential settlements of Breckenbrough, Thorpefield and Skipton‐on‐Swale. This provides potential for residents to travel to and from the site by cycle.

Within the vicinity of the proposed development site there is an on‐road cycle route which runs along the A61 Carlton Road connecting Thirsk rail station to Thirsk town centre. The on‐road cycle route also provides access to the National Cycle Route (NCR) 657 which provides sections off on‐road and traffic‐free through Thirsk town centre and destinations further afield such as Upsall in the north and Dalton in the south. The local cycle route plan is attached at Figure 6.

The development is therefore considered to be within a sustainable location to a range of cyclable destinations.

PUBLIC TRANSPORT

BUS SERVICES

Bus stops are situated outside of the recommended walking distance from the site. There are two bus stops situated approximately 600m from the farthest point within the application site (circa 450m from the access point on Ripon Way) and are located on the A61 Carlton Road.

Although these stops are beyond the generally recommended 400m distance, this guidance should not be slavishly followed as bus stop accessibility should be based on the quality of the routes to these stops, as well as the facilities and frequency of services available. Stops are directly accessible via existing footway provision, therefore given the site’s location these stops and services are considered to be feasible for use by those on site to travel to local and regional destinations.

The bus stop located within the vicinity of the site is shown on Figure 7 and details of the buses which serve it are provided in Table 4‐1.

Table 4‐1 Local Bus Services

SERVICE ROUTE MONDAY – FRIDAY SATURDAY SUNDAY

Northallerton ‐ Up to every two hours Up to every two hours 70 No Service Ripon (10:15 to 17:35) (10:15 to 17:35)

Thirsk ‐ Up to every two hours Up to every two hours 153 No Service Northallerton (10:40 to 14:00) (10:40 to 14:00)

Land North of Ripon Way, Carlton Miniott Project No 20624 Transport Assessment Addendum September 2020

As set out in Table 4‐1, the bus services within the vicinity of the site provide a cumulative frequency of approximately a bus per hour on Weekdays and Saturdays.

These buses provide access to the site from Thirsk, Northallerton and Ripon, as well as Northallerton rail station, providing a feasible means of access to and from the site by bus for commuting purposes.

RAIL SERVICES

The nearest rail station to the site (Thirsk) is located approximately 900m to the south east of the site and can be accessed by foot or cycle via the surrounding highway network of Carlton Miniott and therefore within acceptable walking distances for commuting and linked trip purposes.

Thirsk rail station is a local transport hub which is supplied with a ticket office, ticket machines, and a ramp for train access. The rail station is also equipped with cycle storage facilities for 44 spaces.

Details of the direct rail services are provided below in Table 4‐2.

Table 4‐2 Leeds Station Direct Rail Services

DESTINATION TRAIN OPERATOR MONDAY – FRIDAY SATURDAY SUNDAY

TransPennine Every hour to every Redcar Central Every hour Every hour Express two hours

Manchester TransPennine Every hour to every Every hour Every hour Airport Express two hours

TransPennine Every hour to every Middlesbrough Every hour Every hour Express two hours

London Kings Grand Central Every two to Every three to Every three to Cross Railway every three hours every four hours every four hours

Table 4‐2 demonstrates that Thirsk rail station provides frequent services to the nearby regional hubs of Middlesbrough, Manchester and Redcar, and also frequent services to London, providing access to regional employment destinations and ensures rail is a viable mode of transport from the site.

There is also the opportunity for future residents to access the site by dual modes of bus and bike.

TRAVEL PATTERNS AND KEY DESTINATIONS

The surrounding area has a range of services and facilities which can be accessed by future residents of the site. These are summarised below.

 Carlton Miniott ‐ has a range of facilities including a primary school, post office, pubs / restaurants and a train station within a 2km walking distance of the application site. The neighbouring settlement of Thirsk is home to a wider range of services and amenities which can be accessed by bicycle and public transport;

 Employment – there are a number of employment opportunities located throughout Thirsk and within a 5km distance of the proposed development site. These areas of employment include; Thirsk town centre and Thirsk Industrial Estate which are both within a reasonable cycling distance of the proposed site; 18

Land North of Ripon Way, Carlton Miniott Project No 20624 Transport Assessment Addendum September 2020

 Education provision – Carlton Miniott Community Primary School (c. 1.5km) is situated within the recommended 2km walking distance of the proposed development site. Additional educational facilities are located within the 5km cycling distance of the site including; Sowerby Community Primary Academy and Nursery (c. 3.1km); All Saints RC Primary School (c. 3.2km); Thirsk School & Sixth Form College (c. 3.5km); and Thirsk Community Primary School (c. 4km). All schools can be accessed via the existing footways present and pedestrian crossing facilities;

 Health facilities – several health facilities are located in Thirsk including GP practices, pharmacies, dentists and an optician which are situated within a 5km cycling distance of the site;

 Food shopping – A range of food shops are present in the neighbouring settlement of Thirsk, including Tesco Superstore which is located c. 2.5km to the south east of the site, which operates 24hrs everyday. The food stores located in Thirsk are within a suitable cycling distance from the application site and can also be accessed via bus services; and

 Recreation – A number of recreational facilities are located within a reasonable distance of the application site; Thirsk Athletic Sports & Social Club (c. 3km), Thirsk & Sowerby Leisure Centre (c. 3km), as well as a number of informal playing fields which are located within reasonable cycling distance of the proposed site access.

SUMMARY

Employment areas, education, health care and recreation facilities are all accessible to the site via walking, cycling and public transport services.

Overall, it is concluded that a range of key facilities and services, including employment, retail, health and education uses are readily accessible from the site. It is therefore considered that the location of the site is consistent with national and local policy objectives.

Land North of Ripon Way, Carlton Miniott Project No 20624 Transport Assessment Addendum September 2020

DEVELOPMENT PROPOSALS

SITE LAYOUT PROPOSALS

The development proposals are for 71 residential dwellings with associated parking, road layout, landscaping and access arrangements. A copy of the site layout is attached in Appendix A.

A breakdown of the proposed residential dwellings include:

Affordable Housing

 21 x two bedroom dwellings;

Open Market Housing

 18 x two bedroom dwellings;

 14 x three bedroom dwellings; and

 18 x four bedroom dwellings.

The site layout shows the hierarchy of access roads within the site and beyond the principal network of roads a number of shared surfaces and private drives provide access to individual properties.

The internal access roads would be designed to achieve low vehicle speeds within the site, incorporating appropriate changes in the road alignment which assist in providing a safe environment for pedestrians and cyclists including a network of footways and footpaths across the site in line with the NYCC Residential Design Guide.

PROPOSED ACCESS AND SERVICING ARRANGEMENTS

It is proposed that the site will be accessed to the south of the site via Ripon Way, an existing residential street and will be fully accessible by all modes of transport. The access plan is detailed in Appendix A.

It is proposed that the internal footways will be provided along both sides of the road which will connect into the existing facilities provided along Ripon Way.

The site will provide access to 71 dwellings containing a mixture of housing styles and sizes, therefore in line with the NYCC residential design guide, the access road is proposed with a 5.5m road width and 2 x 2m footways. Where shared surface streets are proposed suitable surface treatments and hard margins would be provided as detailed on the site layout.

The road width is maintained across the site providing footways on either side of the road (including enhanced areas of footway and landscaping as detailed on the plan), apart from those locations where private drives are proposed and would adopt the required NYCC standards.

Land North of Ripon Way, Carlton Miniott Project No 20624 Transport Assessment Addendum September 2020

The internal road network has been designed in accordance with Manual for Streets (MfS) to encourage vehicles to travel at an appropriate speed throughout the development. The proposed speed limits will be achieved through the adoption of appropriate design standards based on the primary function of the street and will include a reduction in forward visibility at junctions to achieve appropriate vehicle speeds to create environments which are attractive to pedestrians and cyclists.

PARKING

Parking for the residential units are provided on site in line with NYCC Highways policy’s ‘minimum’ standards as outlined in ‘NYCC Interim Parking Standards 2015’.

These are proposed as the following as part of this application:

 2‐Bedrooms and under – 1 space minimum; and

 3‐ Bedroom and over – 2 spaces minimum.

Where garages are provided as the spaces detailed above these would have minimal internal dimensions in line with NYCC requirements.

Secure cycle parking will be provided across the site. Where garages are proposed with (or within) a property this will accommodate the provision, those without garages will have secure cycle storage provided within the curtilage of the property.

It is considered that the proposed level of parking provides an appropriate balance between the need to promote sustainable modes of transport, meeting the needs of residents and minimising on‐street parking. The proposals have also taken into account the needs of refuse vehicles by providing turning heads at the end of cul‐de‐sacs to enable refuse vehicles to turn.

Land North of Ripon Way, Carlton Miniott Project No 20624 Transport Assessment Addendum September 2020

ASSESSMENT PARAMETERS

INTRODUCTION

This section sets out the methodology and parameters used in assessing the proposed development and its potential impact on the highway network.

ASSESSMENT YEARS

A horizon period of five years will be assessed after the lodging of the planning application to create a future year scenario of 2025.

TRAFFIC GROWTH

The National Traffic Model (NTM) within the TEMPRO software package has been interrogated to provide local growth factors for MSOA area ‘Hambleton 008’, the area best suited to the location of the development site. The resultant growth factors are set out in Table 6‐1.

Table 6‐1 Hambleton 008 Traffic Growth Factors PERIOD AM PEAK PM PEAK

2020 – 2025 1.076 1.073

These growth factors have been applied to the 2020 base flows. The resultant 2025 base flows are illustrated at Figure 8.

COMMITTED DEVELOPMENT

A review of the Inspectors Matters, Issues and Questions for the Hambleton Local Plan has identified the need to assess the cumulative impacts of developments in the area, specifying the site which this TA supports (CAM1) as well as a neighbouring parcel of land to the east of Thirsk train station (TIS1).

The TIS1 allocated parcel of land is located on “Land Rear Of 41, 69, 71, 67A and 69 Station Road Thirsk” for the development of 110 dwellings. Details regarding the trip generation and distribution on the local highway network are yet to be agreed by HBC and have therefore been based on the trip rates and distribution set out within this TA Addendum.

The resultant committed development traffic flows are detailed in Figure 9 and are considered as part of the future year capacity assessment to provide a 2025 baseline assessment period, Figure 10.

Land North of Ripon Way, Carlton Miniott Project No 20624 Transport Assessment Addendum September 2020

DEVELOPMENT TRAFFIC GENERATION

The vehicle based trip rates, set out within Table 6‐2, have been obtained from a similar sized development in a similar edge of town location. The TRICS trip rates are provided in Appendix D for the developments peak trip generations.

Based upon an understanding of the highway network, the weekday morning and evening peak hours are understood to be between 08:00 to 09:00 and 17:00 to 18:00. Details of the trip rates are attached at Appendix D.

The vehicle trip rates derived are summarised in Table 6‐2 and factored against the 71 dwellings.

Table 6‐2 Proposed Development ‐ Vehicle Trip Rates and Generation

AM PEAK PM PEAK

ARRIVALS DEPARTURES ARRIVALS DEPARTURES

Trip Rates 0.170 0.412 0.398 0.231

Trip Generation 12 29 28 16

Table 6‐2 demonstrates that the development proposals are forecast to generate the following vehicular trips during the highway network peak hours:

 AM Peak – 12 Arrivals and 29 Departures – 41 Two‐Way Trips; and

 PM Peak – 28 Arrivals and 16 Departures – 44 Two‐Way Trips.

DEVELOPMENT TRAFFIC DISTRIBUTION AND ASSIGMENT

Development traffic distribution has been undertaken based upon existing (2011) Nomis ‘Journey to Work Data’ for the ‘Hambleton 008 Middle Layer Super Output Area’ (MSOA), in which the site is situated. This method uses Office of National Statistics data and can be considered a robust approach.

The traffic distribution has been applied to the forecast trip generations to estimate the change in traffic flows on the highway network as a result of the development at the site. Consideration of the traffic distribution exercise shows the total change in traffic flows that is forecast on the road network as a result of the development proposals.

The distribution exercise is summarised in Table 6‐3 which considers traffic distribution at the roundabout junction which is assessed within this TA. A copy of the 2011 journey to work census data and a plan detailing the location of each MSOA is available upon request.

Table 6‐3 Ripon Way / A61 Carlton Road Distribution

DESTINATION PROPORTION

Carlton Road (E) 55%

Carlton Road (W) 45% 23

Land North of Ripon Way, Carlton Miniott Project No 20624 Transport Assessment Addendum September 2020

The AM and PM peak traffic distributions and are shown on the network diagram attached at Figure 11. These proportions have been applied to the total development traffic generation and the resultant development traffic assignment is shown in Figure 12.

SUMMARY

Trip distribution for the development has been derived based on a gravity model of ‘Hambleton 008 MSOA Journey to Work’ data to determine route choice and turning proportions. This is considered a robust method for assessing traffic movements to and from the site and where these trips may impact on the local highway network.

In summary, the trip generation and distribution methodology adopted in this TA is considered appropriate and robust.

Land North of Ripon Way, Carlton Miniott Project No 20624 Transport Assessment Addendum September 2020

FUTURE DEVELOPMENT IMPACTS

INTRODUCTION

This TA Addendum assesses the impact that the proposed residential development will have on the following junctions on the local highways network:

 Ripon Way / A61 Carlton Road Mini‐Roundabout junction.

As part of the TA Addendum, the following scenarios have been tested:

 2025 Base + Committed – (TEMPRO growth from 2020)

 2025 Base + Committed + Development (attached at Figure 13)

JUNCTIONS 9 software will be used to assess the capacity of the priority junction. This analyses the maximum Ratio of Flow to Capacity (RFC) values for the peak periods and the maximum queue length in passenger car units (PCUs).

The complete model outputs are provided in Appendix B and the findings from the scenarios are set out in this section.

Ripon Way / A61 Carlton Road Priority Mini‐Roundabout – Junction 9 Results

Table 7‐1 sets out the operational capacity at the Ripon Way / A61 Carlton Road priority mini‐ roundabout junction.

Table 7‐1 Ripon Way / A61 Carlton Road Priority Mini‐Roundabout – 2025 Future Year Scenario Results

AM PEAK PM PEAK ARM

MAX RFC QUEUE (PCU’S) MAX RFC QUEUE (PCU’S)

2025 Base + Committed

Ripon Way 0.10 0 0.07 0

A61 Carlton Road (E) 0.45 1 0.46 1

A61 Carlton Road (W) 0.42 1 0.54 1

2025 Base + Committed + Development

Ripon Way 0.15 0 0.10 0

A61 Carlton Road (E) 0.46 1 0.49 1

A61 Carlton Road (W) 0.43 1 0.57 1

Land North of Ripon Way, Carlton Miniott Project No 20624 Transport Assessment Addendum September 2020

The results show that in the 2025 Base scenario, the junction is predicted to operate with minimal queues and delay. This is anticipated to remain unchanged in the 2025 Base + Development scenario.

SUMMARY

The impact of the development generated traffic on the surrounding area has been shown to be minimal and it is therefore concluded that the proposals could be accommodated without resulting in a detrimental or severe impact upon the network.

Land North of Ripon Way, Carlton Miniott Project No 20624 Transport Assessment Addendum September 2020

SUMMARY AND CONCLUSIONS

Andrew Moseley Associates (AMA) has been commissioned by Berkeley DeVeer to prepare a Transport Assessment (TA) in support of a planning application for a residential development of 71 dwellings located on land to the north of Ripon Way, Carlton Miniott.

The Local Planning Authority (LPA) is Hambleton District Council (HDC) and the Local Highway Authority (LHA) is North Yorkshire County Council (NYCC).

Vehicular, walking and cycling access is proposed to the north of the application site via Ripon Way, an existing residential street. Footways are proposed along both sides of the proposed access and will tie in with the existing footways present on Ripon Way. Details of the proposed site layout are attached at Appendix A.

The report has shown that the development proposals will be accessible by a range of travel modes and have been developed to accord with current national and local transport policies, including those set out within the Hambleton District Council Core Strategy, the North Yorkshire Local Transport Plan 4 and the NPPF.

It is concluded that a range of key facilities and services, including retail, health and education uses, can be accessed from the site supporting residential development.

The development proposals based on 71 private dwellings are forecast to generate some 41 and 44 two‐way vehicle trips during the AM and PM peak hours respectively.

The impact of the development‐generated traffic on the surrounding area has been shown to be of a negligible impact on queuing and delay and it is therefore concluded that the development proposals could be accommodated without resulting in a significant detrimental impact upon the network. This is in line with the severe impact test within NPPF.

Overall it is considered that the site is in a suitable location for the proposed residential development and that there are no overriding highways or transport reasons that should prevent the granting of planning consent for the proposals.

Land North of Ripon Way, Carlton Miniott Project No 20624 Transport Assessment Addendum September 2020

F IGURES

Figure 1 – Site Location Plan

Figure 2 – 2020 Surveyed Base Flows

Figure 3 – 2km Walking Isochrone

Figure 4 – Public Rights of Way

Figure 5 – 5km Cycling Isochrone

Figure 6 – Cycle Route Plan

Figure 7 – Bus Stop Location Plan

Figure 8 – 2025 Base Flows

Figure 9 – Committed Development

Figure 10 – 2025 Base + Committed Development

Figure 11 – Traffic Distribution

Figure 12 – Assigned Development Flows

Figure 13 ‐ 2025 Base + Committed + Development Flows

Land North of Ripon Way, Carlton Miniott Project No 20624 Transport Assessment Addendum September 2020 Title: Site Location Plan Ripon Way, Carlton Miniott

Figure No: Figure 1 Ripon Way

PM 9 28 PM AM AM 27 30 23 14 353 287 A61 Carlton Road [W] A61 Carlton Road [E]

AM PM 18 31 288 302

Proposed Residential Development 24/09/2020 Land North of Ripon Way, Carlton Miniott AMA/20624 Base 2020 Figure 2 Title: 2km Walking Catchment Plan Ripon Way, Carlton Miniott

Figure No: Figure 3 Title: Public Rights of Way Ripon Way, Carlton Miniott

Figure No: Figure 4 Title: 5km Cycling Catchment Plan Ripon Way, Carlton Miniott

Figure No: Figure 5 Title: Local Cycle Network Plan Ripon Way, Carlton Miniott

Figure No: Figure 6 Title: Bus Stop Location Plan Ripon Way, Carlton Miniott

Figure No: Figure 7 Ripon Way

PM 9 30 PM AM AM 29 32 24 15 379 309 A61 Carlton Road [W] A61 Carlton Road [E]

AM PM 19 33 309 324

Proposed Residential Development 24/09/2020 Land North of Ripon Way, Carlton Miniott AMA/20624 Base 2025 Figure 8 Ripon Way

PM PM AM PM AM AM 45% 45% 45% 45% A61 Carlton Road [W] A61 Carlton Road A61 Carlton Road [E]

AM PM AM PM

45% 45% AM 45% 55% 55% 55% PM 45% 55%

TSI1

Proposed Residential Development 24/09/2020 Land North of Ripon Way, Carlton Miniott AMA/20624 Committed Development Distribution (TIS1 in the Hambleton Local Plan) Figure 9.1 Ripon Way

PM PM AM PM AM AM 20 8 20 8 A61 Carlton Road [W] A61 Carlton Road A61 Carlton Road [E]

AM PM AM PM

20 11 AM 20 25 10 24 PM 11 14

TSI1

Proposed Residential Development 24/09/2020 Land North of Ripon Way, Carlton Miniott AMA/20624 Committed Development Assignment (TIS1 in the Hambleton Local Plan) Figure 9.2 Ripon Way

PM 9 30 PM AM AM 29 32 24 15 398 317 A61 Carlton Road [W] A61 Carlton Road [E]

AM PM 19 33 330 335

Proposed Residential Development 24/09/2020 Land North of Ripon Way, Carlton Miniott AMA/20624 Base 2025 + Committed Development Figure 10 Ripon Way

PM 45% 55% PM AM AM 45% 55% 45% 45%

A61 Carlton Road [W] A61 Carlton Road [E]

AM PM 55% 55%

Proposed Residential Development 24/09/2020 Land North of Ripon Way, Carlton Miniott AMA/20624 Development Traffic Distribution Figure 11 Ripon Way

PM 7 9 PM AM AM 13 16 13 5

A61 Carlton Road [W] A61 Carlton Road [E]

AM PM 715

Proposed Residential Development 24/09/2020 Land North of Ripon Way, Carlton Miniott AMA/20624 Development Traffic Assignment Figure 12 Ripon Way

PM 16 39 PM AM AM 42 48 37 21 398 317 A61 Carlton Road [W] A61 Carlton Road [E]

AM PM 26 49 330 335

Proposed Residential Development 24/09/2020 Land North of Ripon Way, Carlton Miniott AMA/20624 Base 2025 + Committed + Development Traffic Figure 13

APPENDICES

Appendix A SITE LAYOUT

Appendix B JUNCTION MODELLING RESULTS

Appendix C PIC SURVEY AREA

Appendix D TRICS DATA

Appendix A

SITE LAYOUT

Appendix B

JUNCTION MODELLING RESULTS

Page 1 of 15

Junctions 9 ARCADY 9 - Roundabout Module Version: 9.0.2.5947 © Copyright TRL Limited, 2017 For sales and distribution information, program advice and maintenance, contact TRL: +44 (0)1344 770558 [email protected] www.trlsoftware.co.uk The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution

Filename: Ripon Way Mini-Roundabout.j9 Path: C:\Users\Andy\Dropbox\AMA Server\001 - Projects\20624 - Carlton Miniott\D Design and Analysis\Development\ARCADY Report generation date: 23/09/2020 13:46:09

»2020, AM »2020 , PM »2025 + Committed Development, AM »2025 + Committed Development, PM »2025 + Committed Development + Development Traffic, AM »2025 + Committed Development + Development Traffic, PM

Summary of junction performance

AM PM Queue (PCU) Delay (s) RFC LOS Queue (PCU) Delay (s) RFC LOS 2020 Arm 1 0.1 5.81 0.09 A 0.1 6.03 0.06 A Arm 2 0.6 6.82 0.39 A 0.7 7.06 0.42 A Arm 3 0.6 6.74 0.38 A 0.9 8.13 0.48 A 2025 + Committed Development Arm 1 0.1 6.05 0.10 A 0.1 6.37 0.07 A Arm 2 0.8 7.52 0.45 A 0.9 7.64 0.46 A Arm 3 0.7 7.21 0.42 A 1.2 9.20 0.54 A 2025 + Committed Development + Development Traffic Arm 1 0.2 6.40 0.15 A 0.1 6.58 0.10 A Arm 2 0.8 7.78 0.46 A 0.9 8.02 0.49 A Arm 3 0.8 7.38 0.43 A 1.3 9.82 0.57 A

There are warnings associated with one or more model runs - see the 'Data Errors and Warnings' tables for each Analysis or Demand Set.

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 (untitled) Location Site number Date 23/09/2020 Version Status (new file) Identifier Client Jobnumber Enumerator DESKTOP-8HI15DV\Andy 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 PCU PCU perHour s -Min perMin

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The junction diagram reflects the last run of Junctions.

Analysis Options Mini-roundabout model Calculate Queue Percentiles Calculate residual capacity RFC Threshold Average Delay threshold (s) Queue threshold (PCU) JUNCTIONS 9 0.85 36.00 20.00

Demand Set Summary Time Period Traffic profile Start time Finish time Time segment length ID Scenario name name type (HH:mm) (HH:mm) (min) D1 2020 AM ONE HOUR 08:00 09:30 15 D2 2020 PM ONE HOUR 16:30 18:00 15 D5 2025 + Committed Development AM ONE HOUR 08:00 09:30 15 D6 2025 + Committed Development PM ONE HOUR 16:30 18:00 15 D7 2025 + Committed Development + Development Traffic AM ONE HOUR 08:00 09:30 15 D8 2025 + Committed Development + Development Traffic PM ONE HOUR 16:30 18:00 15

Analysis Set Details ID Network flow scaling factor (%) A1 100.000

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2020, AM

Data Errors and Warnings Severity Area Item Description Mini-roundabout appears to have unbalanced flows and may behave like a priority junction; treat results Warning Mini-roundabout with caution. See User Guide for details.[Arms 2 and 3 have 91% of the total flow for the roundabout for one or more time segments] HV% is zero for all movements / time segments. Vehicle Mix matrix should be completed whether working Warning Vehicle Mix in PCUs or Vehs.

Junction Network

Junctions Junction Name Junction Type Arm order Junction Delay (s) Junction LOS 1 untitled Mini-roundabout 1, 2, 3 6.70 A

Junction Network Options Driving side Lighting Road surface In London Left Normal/unknown Normal/unknown

Arms

Arms Arm Name Description 1 Ripon Way 2 A61 Carlton Road (E) 3 A61 Carlton Road (W)

Mini Roundabout Geometry Approach road Minimum approach Entry Effective flare Distance to next Entry corner kerb Gradient over Kerbed Arm half-width (m) road half-width (m) width (m) length (m) arm (m) line distance (m) 50m (%) central island 1 3.22 3.22 3.56 2.4 8.72 5.94 0.0 2 3.00 3.00 3.00 0.0 13.17 12.18 0.0 3 2.50 2.50 3.93 0.8 9.98 7.71 0.0

Slope / Intercept / Capacity

Roundabout Slope and Intercept used in model Arm Final slope Final intercept (PCU/hr) 1 0.608 874 2 0.596 882 3 0.580 877 The slope and intercept shown above include any corrections and adjustments.

Traffic Demand

Demand Set Details ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) D1 2020 AM ONE HOUR 08:00 09:30 15

Vehicle mix source PCU Factor for a HV (PCU) HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Use O-D data Average Demand (PCU/hr) Scaling Factor (%) 1  57 100.000 2  306 100.000 3  301 100.000

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Origin-Destination Data Demand (PCU/hr) To 1 2 3 1 0 30 27 From 2 18 0 288 3 14 287 0

Vehicle Mix Heavy Vehicle Percentages To 1 2 3 1 0 0 0 From 2 0 0 0 3 0 0 0

Results

Results Summary for whole modelled period Arm Max RFC Max delay (s) Max Queue (PCU) Max LOS 1 0.09 5.81 0.1 A 2 0.39 6.82 0.6 A 3 0.38 6.74 0.6 A

Main Results for each time segment

08:00 - 08:15 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 43 215 743 0.058 43 0.1 5.136 A 2 230 20 870 0.265 229 0.4 5.602 A 3 227 13 869 0.261 225 0.3 5.580 A

08:15 - 08:30 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 51 258 717 0.071 51 0.1 5.403 A 2 275 24 868 0.317 275 0.5 6.066 A 3 271 16 867 0.312 270 0.4 6.025 A

08:30 - 08:45 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 63 315 682 0.092 63 0.1 5.809 A 2 337 30 865 0.390 336 0.6 6.806 A 3 331 20 865 0.383 331 0.6 6.727 A

08:45 - 09:00 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 63 316 682 0.092 63 0.1 5.813 A 2 337 30 864 0.390 337 0.6 6.822 A 3 331 20 865 0.383 331 0.6 6.743 A

09:00 - 09:15 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 51 259 717 0.071 51 0.1 5.411 A 2 275 24 868 0.317 276 0.5 6.090 A 3 271 16 867 0.312 271 0.5 6.048 A

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09:15 - 09:30 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 43 216 742 0.058 43 0.1 5.148 A 2 230 20 870 0.265 231 0.4 5.636 A 3 227 14 869 0.261 227 0.4 5.614 A

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2020 , PM

Data Errors and Warnings Severity Area Item Description Mini-roundabout appears to have unbalanced flows and may behave like a priority junction; treat results Warning Mini-roundabout with caution. See User Guide for details.[Arms 2 and 3 have 95% of the total flow for the roundabout for one or more time segments] HV% is zero for all movements / time segments. Vehicle Mix matrix should be completed whether working Warning Vehicle Mix in PCUs or Vehs.

Junction Network

Junctions Junction Name Junction Type Arm order Junction Delay (s) Junction LOS 1 untitled Mini-roundabout 1, 2, 3 7.55 A

Junction Network Options Driving side Lighting Road surface In London Left Normal/unknown Normal/unknown

Traffic Demand

Demand Set Details ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) D2 2020 PM ONE HOUR 16:30 18:00 15

Vehicle mix source PCU Factor for a HV (PCU) HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Use O-D data Average Demand (PCU/hr) Scaling Factor (%) 1  37 100.000 2  333 100.000 3  376 100.000

Origin-Destination Data Demand (PCU/hr) To 1 2 3 1 0 28 9 From 2 31 0 302 3 23 353 0

Vehicle Mix Heavy Vehicle Percentages To 1 2 3 1 0 0 0 From 2 0 0 0 3 0 0 0

Results

Results Summary for whole modelled period Arm Max RFC Max delay (s) Max Queue (PCU) Max LOS 1 0.06 6.03 0.1 A

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2 0.42 7.06 0.7 A 3 0.48 8.13 0.9 A

Main Results for each time segment

16:30 - 16:45 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 28 264 714 0.039 28 0.0 5.247 A 2 251 7 878 0.285 249 0.4 5.709 A 3 283 23 863 0.328 281 0.5 6.165 A

16:45 - 17:00 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 33 317 682 0.049 33 0.1 5.552 A 2 299 8 877 0.341 299 0.5 6.217 A 3 338 28 861 0.393 337 0.6 6.872 A

17:00 - 17:15 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 41 388 638 0.064 41 0.1 6.022 A 2 367 10 876 0.418 366 0.7 7.040 A 3 414 34 857 0.483 413 0.9 8.086 A

17:15 - 17:30 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 41 389 638 0.064 41 0.1 6.028 A 2 367 10 876 0.418 367 0.7 7.062 A 3 414 34 857 0.483 414 0.9 8.126 A

17:30 - 17:45 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 33 318 681 0.049 33 0.1 5.564 A 2 299 8 877 0.341 300 0.5 6.244 A 3 338 28 860 0.393 339 0.7 6.921 A

17:45 - 18:00 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 28 266 712 0.039 28 0.0 5.263 A 2 251 7 878 0.285 251 0.4 5.745 A 3 283 23 863 0.328 284 0.5 6.222 A

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2025 + Committed Development, AM

Junction Network

Junctions Junction Name Junction Type Arm order Junction Delay (s) Junction LOS 1 untitled Mini-roundabout 1, 2, 3 7.26 A

Junction Network Options Driving side Lighting Road surface In London Left Normal/unknown Normal/unknown

Traffic Demand

Demand Set Details ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) D5 2025 + Committed Development AM ONE HOUR 08:00 09:30 15

Vehicle mix source PCU Factor for a HV (PCU) HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Use O-D data Average Demand (PCU/hr) Scaling Factor (%) 1  61 100.000 2  349 100.000 3  332 100.000

Origin-Destination Data Demand (PCU/hr) To 1 2 3 1 0 32 29 From 2 19 0 330 3 15 317 0

Vehicle Mix Heavy Vehicle Percentages To 1 2 3 1 0 0 0 From 2 0 0 0 3 0 0 0

Results

Results Summary for whole modelled period Arm Max RFC Max delay (s) Max Queue (PCU) Max LOS 1 0.10 6.05 0.1 A

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2 0.45 7.52 0.8 A 3 0.42 7.21 0.7 A

Main Results for each time segment

08:00 - 08:15 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 46 237 730 0.063 46 0.1 5.261 A 2 263 22 869 0.302 261 0.4 5.902 A 3 250 14 868 0.288 248 0.4 5.790 A

08:15 - 08:30 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 55 285 701 0.078 55 0.1 5.569 A 2 314 26 867 0.362 313 0.6 6.499 A 3 298 17 867 0.344 298 0.5 6.323 A

08:30 - 08:45 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 67 348 662 0.101 67 0.1 6.047 A 2 384 32 863 0.445 383 0.8 7.489 A 3 366 21 865 0.423 365 0.7 7.190 A

08:45 - 09:00 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 67 349 662 0.101 67 0.1 6.052 A 2 384 32 863 0.445 384 0.8 7.516 A 3 366 21 865 0.423 366 0.7 7.213 A

09:00 - 09:15 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 55 286 700 0.078 55 0.1 5.578 A 2 314 26 867 0.362 315 0.6 6.531 A 3 298 17 867 0.344 299 0.5 6.354 A

09:15 - 09:30 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 46 239 729 0.063 46 0.1 5.275 A 2 263 22 869 0.302 263 0.4 5.948 A 3 250 14 868 0.288 250 0.4 5.832 A

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2025 + Committed Development, PM

Data Errors and Warnings Severity Area Item Description Mini-roundabout appears to have unbalanced flows and may behave like a priority junction; treat results Warning Mini-roundabout with caution. See User Guide for details.[Arms 2 and 3 have 95% of the total flow for the roundabout for one or more time segments] HV% is zero for all movements / time segments. Vehicle Mix matrix should be completed whether working Warning Vehicle Mix in PCUs or Vehs.

Junction Network

Junctions Junction Name Junction Type Arm order Junction Delay (s) Junction LOS 1 untitled Mini-roundabout 1, 2, 3 8.38 A

Junction Network Options Driving side Lighting Road surface In London Left Normal/unknown Normal/unknown

Traffic Demand

Demand Set Details ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) D6 2025 + Committed Development PM ONE HOUR 16:30 18:00 15

Vehicle mix source PCU Factor for a HV (PCU) HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Use O-D data Average Demand (PCU/hr) Scaling Factor (%) 1  39 100.000 2  368 100.000 3  422 100.000

Origin-Destination Data Demand (PCU/hr) To 1 2 3 1 0 30 9 From 2 33 0 335 3 24 398 0

Vehicle Mix Heavy Vehicle Percentages To 1 2 3 1 0 0 0 From 2 0 0 0 3 0 0 0

Results

Results Summary for whole modelled period Arm Max RFC Max delay (s) Max Queue (PCU) Max LOS 1 0.07 6.37 0.1 A

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2 0.46 7.64 0.9 A 3 0.54 9.20 1.2 A

Main Results for each time segment

16:30 - 16:45 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 29 297 693 0.042 29 0.0 5.420 A 2 277 7 878 0.315 275 0.5 5.952 A 3 318 25 862 0.368 315 0.6 6.554 A

16:45 - 17:00 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 35 357 657 0.053 35 0.1 5.787 A 2 331 8 877 0.377 330 0.6 6.573 A 3 379 30 859 0.441 379 0.8 7.473 A

17:00 - 17:15 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 43 437 609 0.071 43 0.1 6.363 A 2 405 10 876 0.462 404 0.8 7.610 A 3 465 36 856 0.543 463 1.2 9.134 A

17:15 - 17:30 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 43 438 608 0.071 43 0.1 6.373 A 2 405 10 876 0.462 405 0.9 7.640 A 3 465 36 856 0.543 465 1.2 9.203 A

17:30 - 17:45 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 35 359 656 0.053 35 0.1 5.801 A 2 331 8 877 0.377 332 0.6 6.609 A 3 379 30 859 0.441 381 0.8 7.545 A

17:45 - 18:00 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 29 300 691 0.042 29 0.0 5.439 A 2 277 7 878 0.315 278 0.5 6.002 A 3 318 25 862 0.368 319 0.6 6.633 A

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2025 + Committed Development + Development Traffic, AM

Data Errors and Warnings Severity Area Item Description Mini-roundabout appears to have unbalanced flows and may behave like a priority junction; treat results Warning Mini-roundabout with caution. See User Guide for details.[Arms 2 and 3 have 88% of the total flow for the roundabout for one or more time segments] HV% is zero for all movements / time segments. Vehicle Mix matrix should be completed whether working Warning Vehicle Mix in PCUs or Vehs.

Junction Network

Junctions Junction Name Junction Type Arm order Junction Delay (s) Junction LOS 1 untitled Mini-roundabout 1, 2, 3 7.45 A

Junction Network Options Driving side Lighting Road surface In London Left Normal/unknown Normal/unknown

Traffic Demand

Demand Set Details Time Period Traffic profile Start time Finish time Time segment length ID Scenario name name type (HH:mm) (HH:mm) (min) D7 2025 + Committed Development + Development Traffic AM ONE HOUR 08:00 09:30 15

Vehicle mix source PCU Factor for a HV (PCU) HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Use O-D data Average Demand (PCU/hr) Scaling Factor (%) 1  90 100.000 2  356 100.000 3  338 100.000

Origin-Destination Data Demand (PCU/hr) To 1 2 3 1 0 48 42 From 2 26 0 330 3 21 317 0

Vehicle Mix Heavy Vehicle Percentages To 1 2 3 1 0 0 0 From 2 0 0 0 3 0 0 0

Results

Results Summary for whole modelled period

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Arm Max RFC Max delay (s) Max Queue (PCU) Max LOS 1 0.15 6.40 0.2 A 2 0.46 7.78 0.8 A 3 0.43 7.38 0.8 A

Main Results for each time segment

08:00 - 08:15 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 68 237 730 0.093 67 0.1 5.429 A 2 268 31 863 0.310 266 0.4 6.009 A 3 254 19 865 0.294 253 0.4 5.862 A

08:15 - 08:30 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 81 285 701 0.115 81 0.1 5.804 A 2 320 38 860 0.372 319 0.6 6.656 A 3 304 23 863 0.352 303 0.5 6.426 A

08:30 - 08:45 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 99 348 662 0.150 99 0.2 6.387 A 2 392 46 855 0.459 391 0.8 7.746 A 3 372 29 860 0.433 371 0.8 7.350 A

08:45 - 09:00 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 99 349 662 0.150 99 0.2 6.395 A 2 392 46 855 0.459 392 0.8 7.779 A 3 372 29 860 0.433 372 0.8 7.377 A

09:00 - 09:15 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 81 286 700 0.116 81 0.1 5.814 A 2 320 38 860 0.372 321 0.6 6.694 A 3 304 23 863 0.352 305 0.5 6.458 A

09:15 - 09:30 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 68 239 729 0.093 68 0.1 5.450 A 2 268 32 863 0.310 269 0.5 6.060 A 3 254 20 865 0.294 255 0.4 5.905 A

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2025 + Committed Development + Development Traffic, PM

Data Errors and Warnings Severity Area Item Description Mini-roundabout appears to have unbalanced flows and may behave like a priority junction; treat results Warning Mini-roundabout with caution. See User Guide for details.[Arms 2 and 3 have 93% of the total flow for the roundabout for one or more time segments] HV% is zero for all movements / time segments. Vehicle Mix matrix should be completed whether working Warning Vehicle Mix in PCUs or Vehs.

Junction Network

Junctions Junction Name Junction Type Arm order Junction Delay (s) Junction LOS 1 untitled Mini-roundabout 1, 2, 3 8.82 A

Junction Network Options Driving side Lighting Road surface In London Left Normal/unknown Normal/unknown

Traffic Demand

Demand Set Details Time Period Traffic profile Start time Finish time Time segment length ID Scenario name name type (HH:mm) (HH:mm) (min) D8 2025 + Committed Development + Development Traffic PM ONE HOUR 16:30 18:00 15

Vehicle mix source PCU Factor for a HV (PCU) HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Use O-D data Average Demand (PCU/hr) Scaling Factor (%) 1  55 100.000 2  384 100.000 3  435 100.000

Origin-Destination Data Demand (PCU/hr) To 1 2 3 1 0 39 16 From 2 49 0 335 3 37 398 0

Vehicle Mix Heavy Vehicle Percentages To 1 2 3 1 0 0 0 From 2 0 0 0 3 0 0 0

Results

Results Summary for whole modelled period

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Arm Max RFC Max delay (s) Max Queue (PCU) Max LOS 1 0.10 6.58 0.1 A 2 0.49 8.02 0.9 A 3 0.57 9.82 1.3 A

Main Results for each time segment

16:30 - 16:45 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 41 297 693 0.060 41 0.1 5.520 A 2 289 12 875 0.330 287 0.5 6.104 A 3 327 37 855 0.383 325 0.6 6.756 A

16:45 - 17:00 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 49 357 657 0.075 49 0.1 5.924 A 2 345 14 874 0.395 345 0.6 6.795 A 3 391 44 851 0.459 390 0.8 7.793 A

17:00 - 17:15 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 61 437 609 0.099 60 0.1 6.564 A 2 423 18 872 0.485 422 0.9 7.977 A 3 479 54 845 0.566 477 1.3 9.727 A

17:15 - 17:30 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 61 438 608 0.100 61 0.1 6.578 A 2 423 18 872 0.485 423 0.9 8.017 A 3 479 54 845 0.567 479 1.3 9.817 A

17:30 - 17:45 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 49 359 656 0.075 50 0.1 5.942 A 2 345 14 874 0.395 346 0.7 6.843 A 3 391 44 851 0.460 393 0.9 7.884 A

17:45 - 18:00 Total Demand Circulating flow Capacity Throughput End queue Arm RFC Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU/hr) (PCU) 1 41 300 691 0.060 41 0.1 5.541 A 2 289 12 875 0.330 290 0.5 6.157 A 3 327 37 855 0.383 328 0.6 6.848 A

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Appendix C

PIC SURVEY AREA

Title: Accident Data Plot Ripon Way, Carlton Miniott

Figure No: Appendix B

Appendix D

TRICS DATA

Calculation Reference: AUDIT-750701-151204-1226 TRIP RATE CALCULATION SELECTION PARAMETERS:

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

Selected regions and areas: 02 SOUTH EAST SC SURREY 1 days 04 EAST ANGLIA SF SUFFOLK 2 days 05 EAST MIDLANDS LN LINCOLNSHIRE 2 days 06 WEST MIDLANDS WM WEST MIDLANDS 1 days 07 YORKSHIRE & NORTH LINCOLNSHIRE SY SOUTH YORKSHIRE 1 days 10 WALES CF CARDIFF 1 days 11 SCOTLAND AD ABERDEEN CITY 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: 54 to 230 (units: ) Range Selected by User: 40 to 4334 (units: )

Public Transport Provision: Selection by: Monday-Friday 0700-1000 Include days where PT not known: Yes Range: 15 to 60

Date Range: 01/01/07 to 11/12/14

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 2 days Tuesday 1 days Wednesday 2 days Thursday 2 days Friday 2 days

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

Selected survey types: Manual count 9 days Directional ATC Count 0 days

This data displays the number of manual classified surveys and the number of unclassified ATC surveys, the total adding up to the overall number of surveys in the selected set. Manual surveys are undertaken using staff, whilst ATC surveys are undertaking using machines.

Selected Locations: Suburban Area (PPS6 Out of Centre) 4 Edge of Town 5

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 9 TRICS 7.2.3 251015 B17.27 (C) 2015 TRICS Consortium Ltd Friday 04/12/15 Residential Page 2 Optima Highways and Transportation King Street Leeds Licence No: 750701

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 9 days

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

Population within 1 mile: 5,001 to 10,000 2 days 15,001 to 20,000 5 days 20,001 to 25,000 2 days

This data displays the number of selected surveys within stated 1-mile radii of population.

Population within 5 miles: 100,001 to 125,000 3 days 125,001 to 250,000 4 days 250,001 to 500,000 2 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 1 days 1.1 to 1.5 8 days

This data displays the number of selected surveys within stated ranges of average cars owned per residential dwelling, within a radius of 5-miles of selected survey sites.

Travel Plan: No 9 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 7.2.3 251015 B17.27 (C) 2015 TRICS Consortium Ltd Friday 04/12/15 Residential Page 3 Optima Highways and Transportation King Street Leeds Licence No: 750701

LIST OF SITES relevant to selection parameters

1 AD-03-A-01 SEMI-DETACHED ABERDEEN CITY SPRINGFIELD ROAD

ABERDEEN Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 5 9 Survey date: FRIDAY 18/05/12 Survey Type: MANUAL 2 CF-03-A-02 MIXED HOUSES CARDIFF DROPE ROAD

CARDIFF Edge of Town Residential Zone Total Number of dwellings: 1 9 6 Survey date: FRIDAY 05/10/07 Survey Type: MANUAL 3 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 4 LN-03-A-02 MIXED HOUSES LINCOLNSHIRE HYKEHAM ROAD

LINCOLN Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 8 6 Survey date: MONDAY 14/05/07 Survey Type: MANUAL 5 SC-03-A-04 DETACHED & TERRACED SURREY HIGH ROAD

BYFLEET Edge of Town Residential Zone Total Number of dwellings: 7 1 Survey date: THURSDAY 23/01/14 Survey Type: MANUAL 6 SF-03-A-01 SEMI DETACHED SUFFOLK A1156 FELIXSTOWE ROAD RACECOURSE IPSWICH Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 7 7 Survey date: WEDNESDAY 23/05/07 Survey Type: MANUAL 7 SF-03-A-02 SEMI DET./TERRACED SUFFOLK STOKE PARK DRIVE MAIDENHALL IPSWICH Edge of Town Residential Zone Total Number of dwellings: 2 3 0 Survey date: THURSDAY 24/05/07 Survey Type: MANUAL TRICS 7.2.3 251015 B17.27 (C) 2015 TRICS Consortium Ltd Friday 04/12/15 Residential Page 4 Optima Highways and Transportation King Street Leeds Licence No: 750701

LIST OF SITES relevant to selection parameters (Cont.)

8 SY-03-A-01 SEMI DETACHED HOUSES SOUTH YORKSHIRE A19 BENTLEY ROAD BENTLEY RISE DONCASTER Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 5 4 Survey date: WEDNESDAY 18/09/13 Survey Type: MANUAL 9 WM-03-A-03 MIXED HOUSING WEST MIDLANDS BASELEY WAY ROWLEYS GREEN COVENTRY Edge of Town Residential Zone Total Number of dwellings: 8 4 Survey date: MONDAY 24/09/07 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. TRICS 7.2.3 251015 B17.27 (C) 2015 TRICS Consortium Ltd Friday 04/12/15 Residential Page 5 Optima Highways and Transportation King Street Leeds Licence No: 750701

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED 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 9 123 0.091 9 123 0.300 9 123 0.391 08:00 - 09:00 9 123 0.170 9 123 0.412 9 123 0.582 09:00 - 10:00 9 123 0.176 9 123 0.229 9 123 0.405 10:00 - 11:00 9 123 0.152 9 123 0.211 9 123 0.363 11:00 - 12:00 9 123 0.204 9 123 0.181 9 123 0.385 12:00 - 13:00 9 123 0.215 9 123 0.185 9 123 0.400 13:00 - 14:00 9 123 0.185 9 123 0.186 9 123 0.371 14:00 - 15:00 9 123 0.182 9 123 0.197 9 123 0.379 15:00 - 16:00 9 123 0.294 9 123 0.198 9 123 0.492 16:00 - 17:00 9 123 0.311 9 123 0.193 9 123 0.504 17:00 - 18:00 9 123 0.398 9 123 0.231 9 123 0.629 18:00 - 19:00 9 123 0.274 9 123 0.214 9 123 0.488 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 2.652 2.737 5.389

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: 54 - 230 (units: ) Survey date date range: 01/01/07 - 11/12/14 Number of weekdays (Monday-Friday): 9 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.2.3 251015 B17.27 (C) 2015 TRICS Consortium Ltd Friday 04/12/15 Residential Page 6 Optima Highways and Transportation King Street Leeds Licence No: 750701

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

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 9 123 0.003 9 123 0.003 9 123 0.006 08:00 - 09:00 9 123 0.002 9 123 0.003 9 123 0.005 09:00 - 10:00 9 123 0.003 9 123 0.003 9 123 0.006 10:00 - 11:00 9 123 0.005 9 123 0.006 9 123 0.011 11:00 - 12:00 9 123 0.002 9 123 0.002 9 123 0.004 12:00 - 13:00 9 123 0.003 9 123 0.003 9 123 0.006 13:00 - 14:00 9 123 0.002 9 123 0.002 9 123 0.004 14:00 - 15:00 9 123 0.003 9 123 0.003 9 123 0.006 15:00 - 16:00 9 123 0.002 9 123 0.001 9 123 0.003 16:00 - 17:00 9 123 0.000 9 123 0.000 9 123 0.000 17:00 - 18:00 9 123 0.002 9 123 0.001 9 123 0.003 18:00 - 19:00 9 123 0.003 9 123 0.003 9 123 0.006 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.030 0.030 0.060

Parameter summary

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.2.3 251015 B17.27 (C) 2015 TRICS Consortium Ltd Friday 04/12/15 Residential Page 7 Optima Highways and Transportation King Street Leeds Licence No: 750701

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED 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 9 123 0.005 9 123 0.003 9 123 0.008 08:00 - 09:00 9 123 0.003 9 123 0.005 9 123 0.008 09:00 - 10:00 9 123 0.003 9 123 0.003 9 123 0.006 10:00 - 11:00 9 123 0.002 9 123 0.003 9 123 0.005 11:00 - 12:00 9 123 0.001 9 123 0.001 9 123 0.002 12:00 - 13:00 9 123 0.002 9 123 0.000 9 123 0.002 13:00 - 14:00 9 123 0.002 9 123 0.003 9 123 0.005 14:00 - 15:00 9 123 0.001 9 123 0.003 9 123 0.004 15:00 - 16:00 9 123 0.003 9 123 0.003 9 123 0.006 16:00 - 17:00 9 123 0.002 9 123 0.001 9 123 0.003 17:00 - 18:00 9 123 0.000 9 123 0.001 9 123 0.001 18:00 - 19:00 9 123 0.000 9 123 0.000 9 123 0.000 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.024 0.026 0.050

Parameter summary

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.2.3 251015 B17.27 (C) 2015 TRICS Consortium Ltd Friday 04/12/15 Residential Page 8 Optima Highways and Transportation King Street Leeds Licence No: 750701

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED 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 9 123 0.000 9 123 0.000 9 123 0.000 08:00 - 09:00 9 123 0.000 9 123 0.000 9 123 0.000 09:00 - 10:00 9 123 0.000 9 123 0.000 9 123 0.000 10:00 - 11:00 9 123 0.000 9 123 0.000 9 123 0.000 11:00 - 12:00 9 123 0.000 9 123 0.000 9 123 0.000 12:00 - 13:00 9 123 0.000 9 123 0.000 9 123 0.000 13:00 - 14:00 9 123 0.000 9 123 0.000 9 123 0.000 14:00 - 15:00 9 123 0.000 9 123 0.000 9 123 0.000 15:00 - 16:00 9 123 0.000 9 123 0.000 9 123 0.000 16:00 - 17:00 9 123 0.000 9 123 0.000 9 123 0.000 17:00 - 18:00 9 123 0.000 9 123 0.000 9 123 0.000 18:00 - 19:00 9 123 0.000 9 123 0.000 9 123 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

Parameter summary

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.2.3 251015 B17.27 (C) 2015 TRICS Consortium Ltd Friday 04/12/15 Residential Page 9 Optima Highways and Transportation King Street Leeds Licence No: 750701

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED 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 9 123 0.008 9 123 0.014 9 123 0.022 08:00 - 09:00 9 123 0.009 9 123 0.034 9 123 0.043 09:00 - 10:00 9 123 0.005 9 123 0.005 9 123 0.010 10:00 - 11:00 9 123 0.000 9 123 0.005 9 123 0.005 11:00 - 12:00 9 123 0.008 9 123 0.005 9 123 0.013 12:00 - 13:00 9 123 0.006 9 123 0.006 9 123 0.012 13:00 - 14:00 9 123 0.005 9 123 0.004 9 123 0.009 14:00 - 15:00 9 123 0.004 9 123 0.005 9 123 0.009 15:00 - 16:00 9 123 0.035 9 123 0.018 9 123 0.053 16:00 - 17:00 9 123 0.018 9 123 0.014 9 123 0.032 17:00 - 18:00 9 123 0.018 9 123 0.011 9 123 0.029 18:00 - 19:00 9 123 0.014 9 123 0.006 9 123 0.020 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.130 0.127 0.257

Parameter summary

Andrew Moseley Associates, 51A St Paul’s Street, Leeds, LS1 2TE

www.amatp.co.uk

[email protected] Address: 123 Building Name, Road, City, County, 1234

www.com panynam e.com 1-(XXX)-XXX-XXXX em ail@ com panynam e.com