Former Goldthorpe Colliery Proposed Residential Development Transport Assessment October 2017 (Initial Issue)
Prepared on behalf of Sir Robert Ogden CBE LLD
Optima Highways and Transportation Consultancy Ltd Atlas House, 31 King Street, Leeds LS1 2HL Tel: 0113 245 1679 Fax: 0113 245 9042 www.optimahighways.com
Quality Management
Former Goldthorpe Colliery - Transport Assessment Project No: 13058 File reference O:\Former Goldthorpe Colliery\TEXT\REPORTS\171005 Former Goldthorpe Colliery TA.Docx Issue/revision Initial Issue Revision 1 Revision 2 Revision 3 Remarks For Client Date 5th October 2017 Prepared by C Regan
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Content page
1. Introduction ...... 1 2. Existing Site Conditions ...... 3 3. Development Proposals and Access Strategy...... 8 4. Site Accessibility and Measures to Influence Travel Behaviour ...... 10 5. Trip Generations and Distributions ...... 15 6. Identification of Impacts and Mitigation ...... 18 7. Summary and Conclusions ...... 23 IMAGES Image 1.1 Extract of Strategic Site Location Plan ...... 1 Image 2.1 Extract of Local Site Location Plan ...... 3 Image 4.1 Extract of Pedestrian Accessibility Plan ...... 10 Image 4.2 Extract of Cycle Accessibility Plan...... 12 TABLES Table 2.1 Doncaster Road Bus Service Summary ...... 4 Table 2.2 High Street/Jackson Street Bus Service Summary ...... 5 Table 2.3 Summary of Traffic Surveys ...... 6 Table 2.4 Personal Injury Accident Analysis ...... 6 Table 5.1 Proposed Total Vehicular Average Weekday Trip Rates ...... 15 Table 5.2 Proposed AM Total Vehicular Weekday Trip Rates and Generations ...... 15 Table 5.3 Proposed PM Total Vehicular Weekday Trip Rates and Generations ...... 15 Table 5.4 Vehicular Trip Rates using TRICS 7.4.1 ...... 16 Table 5.5 Proposed Residential Vehicular Distribution - Route Assignment Summary ...... 17 Table 6.1 Doncaster Road/Kingsmark Way/Nora Street AM and PM 2017 Count ...... 20 Table 6.2 Doncaster Road/Kingsmark Way/Nora Street AM and PM 2022 Base ...... 20 Table 6.3 Doncaster Road/Kingsmark Way/Nora Street AM and PM 2022 Design ...... 20 Table 6.4 High Street/Doncaster Road Signals 2017 Count Flows ...... 21 Table 6.5 High Street/Doncaster Road Signals 2022 Base Flows ...... 21 Table 6.6 High Street/Doncaster Road Signals 2022 Design Flows ...... 22
FIGURES Figure 1 Site Location Plan – Strategic Figure 2 Site Location Plan – Local Figure 3 Pedestrian Accessibility Plan Figure 4 Cycle Accessibility Plan
Former Goldthorpe Colliery – Proposed Residential Development
TRAFFIC FLOW FIGURES Figure 10a 2017 AM Peak Hour Traffic Count (07:30-08:30) Figure 11a 2017 PM Peak Hour Traffic Count (16:45-17:45) Figure 12a Census Distribution Figure 13a AM Development Trips Figure 14a PM Development Trips Figure 15a AM Committed Development (Phase 1) Figure 16a PM Committed Development (Phase 1) Figure 17a 2022 AM Peak Hour Growthed Traffic Count Figure 18a 2022 PM Peak Hour Growthed Traffic Count Figure 19a 2022 AM Base Traffic Flows Figure 20a 2022 PM Base Traffic Flows Figure 21a 2022 AM Design Traffic Flows Figure 22a 2022 PM Design Traffic Flows
APPENDICES Appendix A Kingsmark Way/Doncaster Way Existing Highway Layout Appendix B Accident Data Appendix C Architects Masterplan Appendix D Dearne Cycle Walk Plan Appendix E TRICS Output Appendix F Census Distribution Spreadsheet Appendix G Junction Modelling Outputs Appendix H Queue Length Survey Information Appendix I High Street/Doncaster Road Existing Highway Layout
Former Goldthorpe Colliery – Proposed Residential Development
Former Goldthorpe Colliery 1. Introduction
1.1.1 This Transport Assessment (TA) has been undertaken by Optima to consider the highways and transportation issues raised by an outline planning application for residential development on land formerly occupied by the now defunct Goldthorpe Colliery. The Site is located to the south of Doncaster Road, Goldthorpe. The location of the Site is shown on Figures 1 and 2 for the strategic and local highway networks respectively. An extract of the Site in relation to the wider highway network is shown in Image 1.1.
Image 1.1 Extract of Strategic Site Location Plan
1.1.2 The proposed development, which is also referred to as the Site within this report, comprises up to 125 residential dwellings. Further details of the development proposals are provided in Chapter 3 and shown on the architect’s masterplan in Appendix A. 1.1.3 The site was part of a previous application for the wider redevelopment of the colliery (application reference B/04/2330/DE) which was granted permission in October 2005. A further application (reference 2013/1330) was granted permission in April 2014. 1.1.4 The Phase 1 development for the colliery Site was for a total of 321 dwellings of which 247 dwellings have already built out (at the time of the traffic surveys). Construction of the remaining 74 units is continuing on Site. 1.1.5 The proposed application shows a decrease of 65 units in comparison with the previous 190 unit scheme which gained planning consent in October 2005, but remains the same as the application which received consent in April 2014.
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1.1.6 This report sets out the transport issues relating to the proposed development and identifies what measures will be provided to accommodate the anticipated transport impacts of the scheme. The TA considers the sustainability of the Site, reviewing the provision for, and quality of, facilities and connections to and from the surrounding areas. It covers a variety of topics and the document structure is as follows: • Chapter 2 – describes the Site and the existing transport conditions; • Chapter 3 – defines the development proposals including the access strategy; • Chapter 4 – describes the accessibility of the Site by non-car modes including accessibility to local facilities/services; • Chapter 5 – sets out the trip generation and distribution methodologies applied in the assessments of the highway network; • Chapter 6 – provides a commentary of the assessments that have been undertaken to determine the impact of the development on the highway network; and • Chapter 7 – highlights the conclusions of the report.
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Former Goldthorpe Colliery 2. Existing Site Conditions
2.1.1 This chapter describes the Site and considers the existing conditions on the surrounding highway network for a range of transport modes. It includes a review of traffic count information and accident data.
2.2 EXISTING SITE 2.2.1 The proposed brownfield land Site, which was formally occupied by Goldthorpe Colliery, is located on land to the south of Doncaster Road and an area of allotments. The Site is located in Goldthorpe in the Dearne Valley and is situated approximately 15km south-east of Barnsley. The location of the proposed Site is shown on Figures 1 and 2 in relation to the strategic and local highway networks. An extract of Figure 2 is shown in Image 2.1.
Image 2.1 Extract of Local Site Location Plan
2.3 EXISTING LOCAL HIGHWAY NETWORK 2.3.1 Vehicular access to the proposed Site is via Kingsmark Way which has an average carriageway width of 6.8m and approximate footway widths of 1.8m to either side. Kingsmark Way connects to Doncaster Road via a simple priority T-Junction. Both Kingsmark Way and Doncaster Road are subject to a 30mph speed limit. 2.3.2 The existing layout of the Kingsmark Way/Doncaster Road junction is shown on the drawing attached at Appendix B. This drawing shows visibility splays with a setback distance of 2.4m and a 43m splay which is in excess of the requirement for a 30mph speed limit. As such the visibility from this junction is appropriate for the speed limit of the road. 2.3.3 Doncaster Road generally has a carriageway width of 7.0m and provides access to the main centre of Goldthorpe 500m to the west, and the A635 to the east. It should be noted that the dwellings fronting Doncaster Road and Beever Street have parking bays available. Doncaster Road is subject to a 30mph speed limit along its length.
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2.3.4 Beever Street which connects to the western boundary of the Site has a carriageway width of 7.6m with footway widths of 1.5m to either side. Beever Street is lit and connects to Doncaster Road via a priority junction. 2.3.5 The A635 Dearne Valley Parkway aligns east-west and provides access to Barnsley to the west and Doncaster to the east. The A635 corridor is subject to the national speed limit between Hickleton to the east and to Cathilll Services on the A635 Barnsley Road to the west. The junction of the A635 Dearne Valley Parkway and Doncaster Road is in the form of a ghost island priority junction. 2.3.6 The B6098 High Street meets with Doncaster Road at a signalised crossroads some 500m to the west of Kingsmark Way. The signalised junction incorporates a pedestrian only phase on a demand only basis. The junction has recently been upgraded to include for a signalised arm to the Horse and Groom Pub due to previous safety concern regarding vehicles exiting during the pedestrian only phase.
2.4 EXISTING PEDESTRIAN AND CYCLE FACILITIES 2.4.1 The town centre of Goldthorpe is within an approximate 10 minute walk time, or 5 minute cycle time from the centre of the Site. Numerous local amenities/facilities are available in Goldthorpe Centre. 2.4.2 A local cycle route running north to south is available along Lockwood Road and connects to Barrowfield Road, in Thurnscoe. Furthermore many of the local roads such as Beever Street, Lockwood Road and High Street are lightly trafficked and facilitate access for pedestrians and cyclists alike into, and around the town centre. 2.4.3 BC Footpath 17 runs past the Site and connects to Barnburgh Lane to the South.
2.5 EXISTING BUS SERVICES/FACILITIES 2.5.1 The nearest bus stops are located on Doncaster Road approximately 500m northeast from the centre of the Site. The bus stops are located at a midpoint between the junction of Doncaster Road/Kingsmark Way and Doncaster Road/Pickhill’s Avenue – both have a pole and plate. 2.5.2 A summary of the service routing past the bus stops on Doncaster Road (bus stop references 37051161 westbound and 37050267 eastbound) is provided in Table 2.1.
Table 2.1 Doncaster Road Bus Service Summary
Service Route Service Frequency* Days of Operation 2 per hour Mon-Fri Barnsley Interchange - Billingley - Goldthorpe - X19 2 per hour Sat Scawsby - Doncaster Frenchgate Interchange 1 per hour Sun *One-way Frequency 2.5.3 During the weekday and Saturday the X19 provides an overall hourly frequency of 2 buses in each direction i.e. 4 bus services per hour two-way. These services operate for the vast majority of the day commencing between 05:36 to 22:12. 2.5.4 On a Sunday the service provides an overall hourly frequency of 1 bus in each direction i.e. 2 bus services per hour two-way.
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2.5.5 In addition to the services on Doncaster Road, further frequent services to a wide range of destinations are available on High Street/Jackson Street some 900m west of the Site. These services are shown in Table 2.2.
Table 2.2 High Street/Jackson Street Bus Service Summary
Service Route Service Frequency Days of Operation
Rotherham Interchange – Swinton – 3 per day Mon-Fri 208 Mexborough – Bolton-upon-Dearne – 3 per day Sat Goldthorpe 3 per day Sun 2 per day Mon-Fri Goldthorpe – Thurnscoe – Middlecliffe - 216 2 per day Sat Grimethorpe 2 per day Sun Barnsley – Ardsley – Goldthorpe – Bolton- 2 per hour Mon-Fri 218 upon-Dearne –– Mexborough – Swinton – 2 per hour Sat Rawmarsh– Rotherham Interchange - Sun Barnsley – Middlecliffe – Thurnscoe – 1 per hour Mon-Fri 219 Goldthorpe – Barnburgh – Doncaster 1 per hour Sat Frenchgate Interchange 1 per hour Sun Barnsley – Middlecliffe – Thurnscoe – 1 per hour Mon-Fri 219a Goldthorpe – Barnburgh – Doncaster 1 per hour Sat Frenchgate Interchange - Sun 2 per hour Mon-Fri Barnsley – Wombwell – Brampton – Bolton- 226 2 per hour Sat upon-Dearne – Goldthorpe – Thurnscoe 1 per hour Sun 1 in am and 1 in pm Mon-Fri 407 Thurnscoe – Dearne – Goldthorpe – Dearne - Sat School Bus ALC - Sun 1 in am and 1 in pm Mon-Fri 647 Goldthorpe – Bolton-upon-Dearne – Wath - Sat School Bus upon Dearne (Comprehensive School) - Sun
2.5.6 These additional bus services provide regular connections to the interchanges in Barnsley, Rotherham and Doncaster in addition to local towns such as Bolton-upon-Dearne, Thurnscoe and Wombwell. Further connections to the rest of the region and beyond are available from Barnsley, Rotherham and Doncaster.
2.6 RAIL FACILITIES 2.6.1 Goldthorpe Train Station is located approximately 1.3km to the northwest of the Site. The station provides an hourly connection to Leeds via Wakefield Westgate. Wakefield Westgate is an approximate twenty six minute journey time from Goldthorpe Station and the onward journey time to Leeds is a further 22 minutes. Additional hourly services are provided to Sheffield with a 34 minute journey time. 2.6.2 The station benefits from seating, shelters, a help point, timetable information and ramp access.
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2.7 EXISTING TRAFFIC COUNTS 2.7.1 Fully classified turning counts have been undertaken at three locations on the local highway network. A summary of the surveys is provided in Table 2.3.
Table 2.3 Summary of Traffic Surveys
Location Type Date Undertaken Assessment Periods 1. Doncaster Road/Nora Fully Classified Tuesday 13th June 07:00-10:00 & 16:00- Way/Doncaster Road/Kingsmark Way Manual Turning Count 2017 19:00 2. A635 Dearne Valley Parkway/A635 Fully Classified Tuesday 13th June 07:00-10:00 & 16:00- Doncaster Road/Doncaster Road Manual Turning Count 2017 19:00 3. Doncaster Road/High Fully Classified Tuesday 13th June 07:00-10:00 & 16:00- Street/Barnsley Road Manual Turning Count 2017 19:00
2.7.2 The traffic count surveys have identified the existing weekday morning and evening peak hour periods as follows: • Weekday AM Peak – 07:30 to 08:30; and • Weekday PM Peak - 16:45 to 17:45. 2.7.3 The surveyed AM and PM existing traffic flows are shown on Figures 10a and 11a.
2.8 EXISTING ACCIDENT DATA ANALYSIS 2.8.1 Personal injury accident data has been obtained for the highway network in the vicinity of the Site for the most recently available five year period between 1st January 2011 and 31st December 2015 (latest available from Barnsley Council). The study area includes Doncaster Road from its junctions with High Street to the west to the A635 to the east. The accident data, including a location plan, obtained from BMDC is attached at Appendix C. 2.8.2 For the five year period, there have been a total of 24 personal injury accidents within the study area – five of which were classified as serious, the remainder being slight in nature. 2.8.3 No fatal accidents have been recorded within the study area and only one accident has been recorded close to the junction of Kingsmark Way/Doncaster Road. 2.8.4 A summary of the accidents is shown in Table 2.4.
Table 2.4 Personal Injury Accident Analysis
2011 2012 2013 2014 2015 Total Slight 6 6 1 6 0 19 Serious 2 2 1 0 0 5 Fatal 0 0 0 0 0 0 Total 8 8 2 6 0 24
2.8.5 The majority of the accidents that occurred within the surrounding area of the Site were due to drivers failing to look properly, poor manoeuvres or turns and speeds exceeding that of the speed limit.
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2.8.6 Other factors include: careless driving, failure to judge another person’s path or speed and driver being impaired by drugs (illicit or medical). 2.8.7 Whilst any accident is regrettable, no accident trends or significant clusters have been identified within the study area over a 5 year period. The low incidence of accidents over a five year period combined with a number of causal factors and a variety of locations within the study area, lead to the conclusion that there are no specific concerns relating to either existing or future highway safety.
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Former Goldthorpe Colliery 3. Development Proposals and Access Strategy
3.1.1 This section of the report provides details of the development scheme including the proposed access for vehicles, pedestrians and cyclists. As the scheme is an outline application, the on-site details are indicative only.
3.2 THE DEVELOPMENT PROPOSALS 3.2.1 The proposed application is shown on the Architects Masterplan attached at Appendix A and comprises: • Up to 125 Residential Dwellings; and • Associated Parking, Landscaping and Infrastructure Works.
3.3 PREVIOUS PERMISSION 3.3.1 The previous application on the Site in 2005 was for up to 190 residential units, whilst the 2014 application was for 125 units. Both applications were approved. The main point of access for the previous applications was taken from the existing roundabout at the southern extent of Kingsmark Way and this is not proposed to alter.
3.4 VEHICULAR ACCESS 3.4.1 Access into the Site is proposed to be taken from the existing roundabout at the southern end of Kingsmark Way. This roundabout is currently built, but is currently provided without a central island. The phase one construction is still on going and the junction is not currently utilised as a roundabout due to the missing central island. A stub road which the Phase 2 Site will utilise is already built. The Site will connect to the stub road and the layout will provide appropriate turning facilities internally to allow for refuse vehicles and other heavies to turn and exit the Site in a forward gear.
3.5 KINGSMARK ROAD 3.5.1 The Site is proposed to access via Kingsmark Road which has a carriageway of some 6.8m in width, with 1.8m footways to either side. Kingsmark Road extends for some 300m south from Doncaster Road to the access roundabout and has speed humps at regular intervals along its length. Kingsmark Way connects to Doncaster Road via a simple priority T-Junction. Both Kingsmark Way and Doncaster Road are subject to a 30mph speed limit. The visibility from this junction is appropriate for the speed limit of the road.
3.6 PROPOSED PEDESTRIAN/CYCLE ACCESS 3.6.1 The Masterplan contained in Appendix A shows several access points into the proposed development by foot onto Kingsmark Way and onto Beever Street. 3.6.2 As identified in Manual for Streets (MfS) pedestrian routes should be direct and accord with pedestrian desire lines as much as possible. The proposed layout meets with these requirements in that the links bring pedestrians to existing facilities in the nearby area from where schools and facilities can be easily accessed. 3.6.3 Internally the Site layout and any shared surfaces will ensure that vehicle speeds will be kept to a minimum, therefore making the bicycle an attractive form of transport when travelling through the Site. Whilst for the majority of trips, travelling through the Site will comprise a small section of
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the overall journey distance, it is important to recognise that good design of the internal layout will act as a further incentive for cycling. 3.6.4 All of the proposed residential units will have the facility to securely store one or more bicycles.
3.7 PARKING 3.7.1 Parking on site will accord with the BC Supplementary Planning Document on Parking (March 2012) with one space provided for 1 and 2 bedroom dwellings and 2 spaces provided for 3+ bedroom dwellings. Parking for visitors can be safely accommodated either on individual driveways, dedicated visitor bays or on-street. 3.7.2 The proposed provision of spaces on and off curtilage will ensure that the demand for parking on Site will not affect the local highway network operation or safety.
3.8 SERVICING 3.8.1 The internal residential layout has been designed to ensure that the servicing requirements of the development can be comfortably accommodated. Fire tenders are also able to get within 45.0m of the ground floor of all dwellings included as specified as a requirement in Section 6.7 of MfS.
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Former Goldthorpe Colliery 4. Site Accessibility and Measures to Influence Travel Behaviour
4.1.1 This chapter describes the accessibility of the Site by non-car modes.
4.2 ACCESSIBILITY BY FOOT 4.2.1 As described in the previous chapter the measures proposed which will positively influence trips by foot include: • Several boundary connections with the existing highway network to facilitate trips in all directions from (and through) the Site; and • Numerous internal links and pedestrian routes. 4.2.2 It should be noted that the above measures will not only benefit new residents of the development Site but also existing residents living on surrounding estates. For example the connection through the Site to Beever Street will improve access for residents of the existing and approved developments to the town centre and the Train Station. 4.2.3 The residential design guide “Manual for Streets” (MfS) advises that “walkable neighbourhoods are typically characterised by having a range of facilities within ten minutes (up to about 800m) walking distance of residential areas…” (ref para 4.4.1). However, this is not regarded as an upper limit in MfS and reference is also made to walking offering “the greatest potential to replace short car trips, particularly those under 2km”. The acceptability of walking trips up to 2km (an approximate 25 minute walk time) is also supported in the IHT document “Providing for Journeys on Foot”. 4.2.4 Using GIS Network Analyst software typical walk times (up to 25 mins) to specific local facilities situated in close proximity to the proposed Site are shown on Figure 3, an extract of the Pedestrian Accessibility Plan is shown in Image 4.1.
Image 4.1 Extract of Pedestrian Accessibility Plan
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4.2.5 This figure demonstrates that: • The nearest primary school (Dearne Goldthorpe Primary School) is within a 5 minute walk distance of the centre of the Site, whilst a further two primary schools are within a 20 minute walk; • The nearest secondary school (Dearne Advanced Learning Centre on Goldthorpe Road) is approximately an 18 minute walk distance. This incorporates the Dearne Leisure Centre within the grounds; • Goldthorpe Centre can be reached within a 5 minute walk of the Site where numerous shops/facilities can be found. As well as providing convenient services to local residents the majority of these facilities also provide accessible employment opportunities; and • There are also a number of other employment/businesses located close to the centre in the Fields End Business Park within approximately a 15-20 minute walk north of the Site and Goldthorpe Industrial Estate within approximately 20-25 minute walk to the south west of the Site. 4.2.6 It is therefore concluded that the proposed Site will provide excellent accessibility by foot to a wide range of services and facilities – all within a 5 to 20 minute walk. 4.2.7 Furthermore the Travel Plan will have a positive influence on the sustainable travel choices made by residents of the development Site.
4.3 ACCESSIBILITY BY CYCLE 4.3.1 As described in the previous chapter the measures proposed which will positively influence cycle trips include: • Several boundary connections with the existing highway network to facilitate trips in all directions from the Site which would provide a more convenient/attractive route to the Train Station, shops and facilities to the northwest of the Site ; and • Numerous internal links and cycle routes. 4.3.2 It should be noted that all of the above measures will not only benefit new residents of the development Site but also existing residents living on surrounding estates. 4.3.3 Doncaster Road (west of Beever Street) and Beever Street are classified as advisory cycle routes on Barnsley Council’s Cycle Map and connect the Site to Goldthorpe, Bolton upon Dearne and local centres of employment. To the south of the Site the Trans Pennine Trail Route 62 can be accessed via Adwick upon Dearne within an 18 minute cycle ride time. 4.3.4 An acceptable and comfortable distance for general cycling trips is considered to be up to 5 kilometres as referred to in Local Transport Note 2/08 (published by the DfT). However, the same guidance also refers to commuting cycle trips up to 8km. 4.3.5 Using GIS Network Analyst software typical walk times (up to 25 mins) to specific local facilities situated in close proximity to the proposed Site are shown on Figure 4. An extract of the cycle accessibility plan is shown in Image 4.2.
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Image 4.2 Extract of Cycle Accessibility Plan
4.3.6 This figure demonstrates that: • Goldthorpe Train Station is within a 5 minute cycle west of the Site; • Thurnscoe is within a 15 minute cycle from the Site; • Bolton-upon Dearne is within a 15 minute cycle south west of the Site; and • Mexborough, Wath-upon-Dearne are within a 20-30 minute cycle south of the Site. 4.3.7 The Dearne Cycle Walk Plan in Appendix D shows the following: • All of the numerous shops and facilities within Goldthorpe town centre including schools, healthcare and food stores can be reached within a 5 minute cycle of the Site; and • Goldthorpe Industrial Estate and Fields End Business Park are within a 12 minute cycle time where numerous additional employment opportunities are available. 4.3.8 It is therefore concluded that the proposed Site will provide excellent accessibility by cycle to a vast range of local services and facilities within a ten minute cycle ride as well as significant employment opportunities beyond the immediate local area including Bolton upon Dearne and Thurnscoe.
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4.3.9 Furthermore the Travel Plan will have a positive influence on the sustainable travel choices made by residents of the development Site.
4.4 ACCESSIBILITY BY BUS 4.4.1 Additional boundary connections to the existing highway network to the west of the Site into Beever Street will facilitate trips to the bus stops on Doncaster Road. This will have a positive influence on trips by bus. 4.4.2 Typical walk times from the nearest bus stops to and through the proposed Site are as follows: • The northern boundary of the Site is within an approximate 275m distance of the Doncaster Road bus stops; • The centre of the Site is within 450m distance from the existing Doncaster Road bus stops, which equates to just over a 5 minute walk; and • The vast majority of the Site is within a 550m walk distance of a bus stop. 4.4.3 Indicative journey times from the Doncaster Road bus stops, (taken from timetable information) to the following destinations are as follows: • Barnsley Interchange/Barnsley Town Centre – within a 23 minute journey time on average; and • Doncaster Frenchgate Interchange/Doncaster City Centre – just under a 30 minute journey time on average. 4.4.4 Therefore a regular bus service from the Doncaster Road stops will provide residents with access to interchanges in Barnsley and Doncaster via a number of other towns and villages in the Dearne Valley. Both of the above principle destinations (as well as others) provides accessibility to significant further employment opportunities beyond Goldthorpe and the immediate local area. 4.4.5 It is therefore concluded that the proposed Site will provide accessibility by bus to a range of local services and facilities as well as to wider employment opportunities. 4.4.6 Furthermore the Travel Plan will have a positive influence on the sustainable travel choices made by residents of the development Site.
4.5 ACCESSIBILITY BY RAIL 4.5.1 The Site is located approximately 1.3km to the west of the Site which is an approximate 16 minute walk or a 5 minute cycle. 4.5.2 Goldthorpe Train Station provides hourly connections to Leeds via Wakefield Westgate. Additional hourly services are provided to Sheffield. Regular national and regional connections for long distance commuting and leisure journeys can be accessed via these stations. 4.5.3 Indicative journey times from Goldthorpe rail station, (taken from timetable information) to the following destinations are as follows: • Wakefield Centre – a 26 minute journey time on average; • Leeds City Centre – an approximate 48 minute journey time; and • Sheffield City Centre – an approximate 34 minute journey time.
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4.5.4 The stations at Wakefield provide frequent onward connections to Manchester, Leeds, Sheffield, London and Edinburgh amongst other destinations. 4.5.5 Therefore the regular rail services from Goldthorpe station will provide residents with direct access to Wakefield, Leeds and Sheffield City Centres. Each of the above principle destinations (as well as others) provides accessibility to significant further employment opportunities beyond Goldthorpe and the immediate local area. 4.5.6 It is therefore concluded that the proposed Site will provide accessibility by rail to a vast range of services, facilities and employment opportunities.
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5. Trip Generations and Distributions
5.1 INTRODUCTION 5.1.1 This chapter sets out the trip generations and distribution methodologies associated with the proposed development Site. The trip generations and distributions were agreed through the application in 2014.
5.2 VEHICULAR TRIP GENERATIONS 5.2.1 Trip rates were determined and agreed for the Site using the TRICS database (version 6.12.2) to establish total vehicular trip rates. The time periods selected are the weekday morning (08:00- 09:00) and evening (17:00-18:00) peak hour periods. Survey sites within the database were chosen using the following parameters: • Land use Residential/Houses Privately Owned selected; • Vehicular trip rates selected; • Surveys undertaken in the last five full calendar years; • London & Irish sites excluded; • Suburban and Edge of Town Sites included; and • Range of households between 50 and 300 selected 5.2.2 The process yielded 22 surveys completed at representative sites and the TRICS outputs for these have been attached at Appendix E for information. The resulting weekday peak hour total vehicular trip rates are shown in Table 5.1.
Table 5.1 Proposed Total Vehicular Average Weekday Trip Rates
Total Vehicular Trip Rates (per unit) Time Period Arrivals Departures Total AM 08:00 - 09:00 0.156 0.409 0.565 PM 17:00 – 18:00 0.380 0.240 0.620
5.2.3 The total vehicular trip rates shown in Table 5.1 have been multiplied by 125 (the proposed number of dwellings) to give the total vehicular trip generations as shown in Tables 5.2 and 5.3 for the AM and PM peaks respectively.
Table 5.2 Proposed AM Total Vehicular Weekday Trip Rates and Generations Arrivals Departures Total Trip Rate 0.156 0.409 0.565 Trip Generation 20 51 71
Table 5.3 Proposed PM Total Vehicular Weekday Trip Rates and Generations
Arrivals Departures Total Trip Rate 0.380 0.240 0.620 Trip Generation 48 30 78
5.2.4 Updated vehicular trip rates have been determined using a later version (7.4.1) of the TRICs database and are shown in Table 5.4 and attached in Appendix E.
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Table 5.4 Vehicular Trip Rates using TRICS 7.4.1
Total Vehicular Trip Rates (per unit) Time Period Arrivals Departures Total AM 08:00 - 09:00 0.130 0.349 0.479 PM 17:00 – 18:00 0.332 0.169 0.501
5.2.5 Table 5.4 shows that the trip rates have decreased in the period since the previous application was approved. This could be due to increased home working, flexible working times or an ageing population which travels outside the peaks. In order to provide a robust assessment of the development impact, the previously approved trips rates will be utilised with the trip generations shown in Tables 5.2 and 5.3.
5.3 TRIP DISTRIBUTION AND ASSIGNMENT 5.3.1 The traffic distribution of the proposed development has been assessed based on local travel patterns contained within the 2011 census data, this information has been obtained from www.nomisweb.co.uk. This data has been updated from the 2001 census data used within the 2014 planning application. 5.3.2 Application of the journey to work data from the census is considered to be an appropriate base for determining the peak hour distribution, on the basis that the majority of residential morning and evening peak hour trips will be journeys to and from work. 5.3.3 The proposed development is located within the Barnsley 022 super output area (SOA). 5.3.4 The travel to work data for all of the residents who travel to work by car has been summarised at Appendix F. The travel to work by car information (raw data) that was originally interrogated included destinations across the United Kingdom i.e. the raw data had multiple destinations that had no recording of trips between Dearne South and that particular destination. Therefore the Spreadsheet has been amended to only include wards in the UK that served as a journey to work destination for residents of Barnsley 022 as recorded in the 2011 Census. 5.3.5 The origins/destinations for the resident population living within the existing super output area have been interrogated in order to establish the geographic distribution of all journey to work by car driver trips. 5.3.6 It is then necessary to assign the distributions to the surrounding local highway network utilising one of the following routes: • A635 (East); • B6098 (South); • A635 (West); • B6411 Lidget Lane; • Barrowfield Road; and • Nicolas Lane. 5.3.7 The assignment process produces the proposed vehicular distributions summarised in Table 5.5. These distributions are to be applied to both the AM and PM peak hour development generated trips.
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Table 5.5 Proposed Residential Vehicular Distribution - Route Assignment Summary
A635 B6098 A635 B6411 Barrowfield Nicolas Total (East) (South) (West) Lidget Lane Road Lane
25.6% 29.3% 37.3% 1.5% 2.9% 3.5% 100%
5.3.8 The distribution of trips as shown in Table 5.5 can then be assigned onto the local highway network and a visual representation is shown on Figure 12a. To illustrate the specific distribution and routing of traffic to and from the development site, the values shown on Figure 12a have been applied to the trip generations in Tables 5.2 and 5.3 to produce the following residential trip generation diagrams: • Figure 13a - Proposed Weekday AM Peak Development Flows; and • Figure 14a - Proposed Weekday PM Peak Development Flows. 5.3.9 The distributions as detailed above validate well against existing traffic movements at the three junctions counted and as such the proposed routing of traffic through the network is deemed to represent a realistic scenario.
17 Transport Assessment Sir Robert Ogden
Former Goldthorpe Colliery
6. Identification of Impacts and Mitigation
6.1 INTRODUCTION 6.1.1 A preliminary scope/extent of the highway network to be tested has been sent to Highway officers at BMBC prior to submission of the TA. This scope was based on existing distributions as set out in Chapter 5. At the point of writing this TA, no comments have been received from BMBC on the scope of assessment and therefore the scope has not been altered. 6.1.2 The scope of junctions to be assessed was based on the number of development trips routing through adjacent junctions and these are shown in Figures 13a and 14a. These figures show that the development has an impact on the following junctions: • Kingsmark Way/Doncaster Road; and • High Street/Doncaster Road. 6.1.3 This chapter describes the impact of the development trips on the above junctions and identifies any potential mitigation works required. The junctions have been tested for the following assessment scenarios: • 2017 AM and PM Counts i.e. existing scenario; • 2022 AM and PM Base Scenario (growthed traffic flows and committed development flows); and • 2022 AM and PM Design Scenario (Base scenario plus development trips). 6.1.4 The assessments as identified do not include for an assessment including the effect of the Travel Plan on vehicular trip generations from the Site and therefore provide a robust assessment of the highway network.
6.2 PEAK HOUR TRAFFIC COUNT 6.2.1 As referred to in Chapter 2, the traffic surveys identified the following existing weekday peak hour periods: • Weekday AM Peak – 07:30 to 08:30; and • Weekday PM Peak - 16:45 to 17:45. 6.2.2 The traffic count flows for these periods are shown on Figures 10a and 11a for the morning and evening peak hours respectively and will be used to validate the junction models against the recorded queue lengths.
6.3 BASE TRAFFIC FLOWS
Consented Development Flows 6.3.1 BMBC have not advised of any consented development Sites which should be taken into account in the assessments. Notwithstanding this, the adjacent Phase 1 Site is still under construction and therefore the flows associated with the remainder of the Site will be taken into account. 6.3.2 A total of 247 out of 321 units were built out when the traffic surveys were undertaken. As such the remaining units have been taken into account using the trip generations and distributions
18 Transport Assessment Sir Robert Ogden
Former Goldthorpe Colliery
identified in Chapter 6. The flows associated with the consented Phase 1 Site are shown on Figures 15a and 16a.
Future Assessment Year and Traffic Growth 6.3.3 In accordance with the DfT guidelines on the preparation of Transport Assessments it is necessary to test the capacity of the highway network for ’a minimum of 5 years post registration of the application’. However, in consideration of a future year assessment it is also important to recognise the likely future build out of the scheme. A design year of 2022 has therefore been proposed as this would provide an appropriate timescale in which the development would be built out and occupied. 6.3.4 Background traffic growth rates, between 2017 and 2022, have been obtained from TEMPRO v7 and these values are as follows: • AM peak hour growth of 1.0448; and • PM peak hour growth of 1.0397. 6.3.5 Applying the identified growth rates to the 2017 traffic counts shown in Figures 10a and 11a produces the 2022 growthed count traffic flows shown on Figures 17a and 18a for the morning and evening peak hours respectively. 6.3.6 Adding the consented phase 1 committed development trips shown in Figures 15a and 16a to the 2022 growthed traffic flows (Figures 17a and 18a) produces the 2022 Base traffic flows and these are shown diagrammatically on Figures 19a and 20a for the morning and evening peak hours respectively.
6.4 DESIGN TRAFFIC FLOWS 6.4.1 Adding the proposed development trips shown in Figures 13a and 14a to the 2022 Base traffic flows (Figures 19a and 20a) produces the design traffic flows and these are shown diagrammatically on Figures 21a and 22a for the morning and evening peak hours respectively. 6.4.2 It should be noted that these design traffic flows are considered to be robust for the following reasons: • The TEMPRO traffic growth calculations did not take account of any discount associated with the proposed and consented development and therefore an element of double counting may occur; • The higher TRICS trip rates utilised in the previous application have been utilised rather than the lower updated values; and • No discount has been applied to the development trip generations to allow for the effect of the proposed Travel Plan.
6.5 OPERATIONAL ASSESSMENT OF HIGHWAY NETWORK 6.5.1 This section describes the junction capacity assessments which have been undertaken for the proposed residential scheme. Full software output data can be found at Appendix G.
Existing Doncaster Road/Kingsmark Way/Nora Street priority junction 6.5.2 The existing layout of the Doncaster Road/Kingsmark Way/Nora Street priority junction is shown on the drawing contained in Appendix B and has been modelled as a 4 arm RL staggered
19 Transport Assessment Sir Robert Ogden
Former Goldthorpe Colliery
junction using the PICADY function within the TRL computer program JUNCTIONS 9. The junction has initially been modelled for the AM and PM peak hours with surveyed traffic flows and the results are summarised in Table 6.1.
Table 6.1 Doncaster Road/Kingsmark Way/Nora Street AM and PM 2017 Count
AM PM Movement RFC Mean Q Recorded Q RFC Mean Q Recorded Q Doncaster Road east 0.21 0 0 0.11 0 0 Kingsmark Way 0.00 0 0 0.01 0 0 Doncaster Road west 0.02 0 0 0.04 0 0 Nora Street 0.04 0 0 0.10 0 0 All Queue values are in PCUs 6.5.3 The results in Table 6.1 show that the existing junction with the count flows is operating well within capacity in both the AM and PM peak periods. The above results reflect the queue survey data (Appendix H) and on site observations. It is considered that the model is representative of existing conditions. 6.5.4 The junction has then been modelled for the 2022 base situation and the results of the assessment for the AM and PM base peak hour periods are summarised in Table 6.2.
Table 6.2 Doncaster Road/Kingsmark Way/Nora Street AM and PM 2022 Base
AM PM Movement RFC Mean Q RFC Mean Q Doncaster Road east 0.28 0 0.15 0 Kingsmark Way 0.00 0 0.01 0 Doncaster Road west 0.02 0 0.04 0 Nora Street 0.06 0 0.15 0 All Queue values are in PCUs 6.5.5 The results in Table 6.2 demonstrate that the junction when modelled in the 2022 base situation will continue to operate well within capacity with traffic growth and committed developments. All of the predicted RFC values at the junction are significantly below the desired threshold of 0.85. 6.5.6 The final assessment of the junction is completed for the design scenario i.e. the 2022 base traffic added to the predicted development traffic. The results are given in Table 6.3.
Table 6.3 Doncaster Road/Kingsmark Way/Nora Street AM and PM 2022 Design
AM PM Movement RFC Mean Q RFC Mean Q Doncaster Road east 0.38 0 0.20 0 Kingsmark Way 0.00 0 0.01 0 Doncaster Road west 0.02 0 0.04 0 Nora Street 0.08 0 0.22 0 All Queue values are in PCUs 6.5.7 The results in Table 6.3 show that the existing junction is predicted to continue to operate well below the desired RFC threshold of 0.85 with the addition of the proposed development trips. The junction assessment has confirmed that the existing junction arrangement can comfortably accommodate the additional traffic resulting from the development.
20 Transport Assessment Sir Robert Ogden
Former Goldthorpe Colliery
High Street/Doncaster Road Signalised Crossroads 6.5.8 The existing signalised junction arrangements are shown on the drawing attached in Appendix I and has been modelled as a 4 arm signalised crossroads using the LINSIG V3 software. The junction currently operates under VA control and has a short cycle time which is extended through vehicular and pedestrian demand. The junction operates a demand dependent pedestrian only phase which has been modelled as being demanded every second cycle in the AM and PM peaks with a cycle length of 90s. The pub access was demanded once in the PM peak and as such the model has not run this stage as the time lost to this stage has been more than covered with the time lost in running the pedestrian stage every other cycle. The junction has been modelled using the signal information provided by Barnsley Council, on site observations, RR67 saturation flows and validated against recorded queue lengths. 6.5.9 The operation of the junction with the existing AM and PM 2017 peak hour counts has been modelled and the results are summarised in Table 6.4.
Table 6.4 High Street/Doncaster Road Signals 2017 Count Flows
Traffic AM PM Traffic Stream Stream Recorded Recorded Description DoS (%) Q (PCU’s) DoS (%) Q (PCU’s) No. MMQ MMQ 1/1 Barnsley Road 54.5% 7 7 61.8% 9 10 2/1 Doncaster Road 54.3% 6 4 61.4% 7 5 3/1 High Street 54.7% 4 1 61.8% 6 2
6.5.10 It can be seen from the summary results contained in Table 6.4 that the junction operates below the desired practical capacity (90% DoS) on all arms of the junction. 6.5.11 The modelled queues are reflective of those recorded on site by an independent survey company and therefore the model is deemed to be representative of the existing situation. 6.5.12 The junction has then been modelled using the 2022 base traffic and the results are shown in Table 6.5.
Table 6.5 High Street/Doncaster Road Signals 2022 Base Flows
Traffic AM PM Stream Traffic Stream Description No. DoS (%) Q (PCU’s) DoS (%) Q (PCU’s) 1/1 Barnsley Road 59.8% 8 66.4% 10 2/1 Doncaster Road 58.8% 7 66.5% 7 3/1 High Street 58.2% 4 66.7% 7
6.5.13 The results in Table 6.5 demonstrate that the junction when modelled in the 2022 base situation will continue to operate well within the desired capacity (90%) with traffic growth and committed developments. 6.5.14 The final assessment of the capacity of the junction is for the 2022 (with development) design scenario and the results for the 2022 Design scenario are shown in Table 6.6.
21 Transport Assessment Sir Robert Ogden
Former Goldthorpe Colliery
Table 6.6 High Street/Doncaster Road Signals 2022 Design Flows
Traffic AM PM Stream Traffic Stream Description No. DoS (%) Q (PCU’s) DoS (%) Q (PCU’s) 1/1 Barnsley Road 63.4% 9 71.3% 11 2/1 Doncaster Road 62.6% 8 69.9% 8 3/1 High Street 62.5% 5 71.3% 8
6.5.15 The results in Table 6.6 demonstrate that the junction when modelled in the 2022 design situation will continue to operate well within the desired capacity (90%) with the addition of development traffic.
22 Transport Assessment Sir Robert Ogden
Former Goldthorpe Colliery
7. Summary and Conclusions
7.1.1 This report has addressed the highways and transport issues raised by the proposed development of up to 125 dwellings on brownfield land formerly occupied by the Goldthorpe Colliery. 7.1.2 The report has identified what measures will be taken to deal with the anticipated impacts of the scheme proposals and has defined what improvements and initiatives will be implemented to improve accessibility to the Site by all modes of travel. 7.1.3 The site was part of a previous application for the wider redevelopment of the colliery (application reference B/04/2330/DE) which was granted permission in October 2005. A further application (reference 2013/1330) was granted permission in April 2014 for 125 dwellings on the Site. 7.1.4 Vehicular access into the Site is proposed from an existing roundabout junction at the southern extent of Kingsmark Way. Kingsmark Way connects with Doncaster Road and forms a priority T junction. It has been demonstrated that the existing Kingsmark Way/Doncaster Road junction is able to accommodate the proposed level of consented and proposed development traffic through an analysis of the capacity of the junction and through an overview of the geometric standards and a review of accident data. 7.1.5 Pedestrian access to the proposed development would also take place via the proposed Site access. Additional pedestrian access into the Site will be provided via Beever Street to the west of the Site. This would provide a link between the Site and Goldthorpe Centre. 7.1.6 It has been demonstrated that the Site has excellent accessibility to local facilities and public transport. Goldthorpe Centre has numerous shops, facilities and schools which are all within a short walk distance of the Site. There are bus services on Doncaster Road and Goldthorpe rail station is also within close proximity. Future residents of the Site will therefore have various options to access the Site sustainably. 7.1.7 A review of the personal injury accident data has been undertaken for the study area, which has shown that there are no specific accident concerns. This conclusion is based on the infrequency and random nature/location of accidents over the most recently available five year period. 7.1.8 The proposed development trip generations have been established through an interrogation of the TRICS database, whilst the distributions have been established through a census analysis. 7.1.9 Junction assessments have been undertaken across the network using industry standard software. These capacity assessments have demonstrated that all junctions within the study network are able to accommodate the proposed development. 7.1.10 From the work undertaken it is concluded that there are no reasons on highways or transport grounds why the development Site should not be granted planning permission for residential purposes.
23 Transport Assessment Sir Robert Ogden
Former Goldthorpe Colliery
Figures
Transport Assessment Sir Robert Ogden
KEY ¯ ^_ Site Location
^_
TITLE Former Goldthorpe Colliery Proposed Residential Development Site Location Plan - Strategic
SCALE @ A3 1:25,000
FIGURE 1
Atlas House 31 King Street Leeds LS1 2HL Tel: 0113 245 Path: O:\Former Goldthorpe Colliery\DRAWINGS\GIS\ARCEDITOR\Site Location Plan - Strategic.mxd Path: O:\Former Goldthorpe Colliery\DRAWINGS\GIS\ARCEDITOR\Site Location Plan - Local.mxd ¯ TITLE SCALE @ A3 @ SCALE Former Goldthorpe Colliery Goldthorpe Former Site Location Plan - Local - Plan Location Site Proposed Residential Proposed Development KEY FIGURE 2 FIGURE ^_ 1:10,000 Tel:245 0113 2HL LS1 Leeds King Street 31 Atlas House Site Location Site Path: O:\Former Goldthorpe Colliery\DRAWINGS\GIS\ARCEDITOR\Pedestrian Accessibility.mxd ¯ All Rights Reserved Rights All Inc. ESRI 1999-2010 (C) Copyright 10.0 Analyst Network using created Isochrones on Foot' Journeys for 'Providing in Standard IHT = (2km) Mins *25 TITLE SCALE @ A3 @ SCALE Pedestrian Accessibility Plan Accessibility Pedestrian Former Goldthorpe Colliery Goldthorpe Former (Walk 4.8kph) Speed Accessibility Pedestrian KEY ^_ Proposed Residential Proposed JY ¹½ ¹» Development FIGURE 3 FIGURE 20-25 Minutes 20-25 Minutes 15-20 Minutes 10-15 Minutes 5-10 Minutes 0-5 Station Train Goldthorpe TownCentre Goldthorpe GPs Dentists Nurseries Pharmacies School Secondary School Primary Stores Food Location Site 1:8,798 Tel:245 0113 2HL LS1 Leeds King Street 31 Atlas House KEY ¯ ^_ Site Location
Goldthorpe Train Station
Cycle Accessibility (Cycle Speed 16kph)
0-5 Minutes
5-10 Minutes
10-15 Minutes
15-20 Minutes THURNSCOE 20-25 Minutes
25-30 Minutes
DARFIELD ^_
BARNBURGH
BOLTON UPON DEARNE
TITLE WATH UPON DEARNE Former Goldthorpe Colliery Proposed Residential Development Cycle Accessibility Plan MEXBOROUGH SCALE @ A3 1:40,000
FIGURE 7 *19 mins (5km) = LTN 2/08 Standard for General Cycling.
**30 mins (8km) = LTN 2/08 Standard for Commuting Atlas House Isochrones generated using Network 31 King Street Analyst 10.0 Copyright (C) 1999-2010 Leeds LS1 2HL ESRI Inc. All Rights Reserved Tel: 0113 245 Path: O:\Former Goldthorpe Colliery\DRAWINGS\GIS\ARCEDITOR\CycleAccessibility.mxd 97 850 A635 Dearne Valley Parkway 4 24 A635 Doncaster Road
639 87 25 74 116 8 Nora Street 0 0
Doncaster Road 0 6 0 0 0 0 81 5 66 6 0 2 12 236 0 23 Barnsley Road Doncaster Road
90 10 2 0 49 86 150 2 71 0 31 139 10 6 2 2 0 1 13 1
Kingsmark Way
B6098 High Street Development Site
0 Total Vehicles 0 Total Heavy Vehicles
Project: Former Goldthorpe Colliery Figure: 2017 AM Peak Hour Traffic Count (07:30-08:30) 10a
\\O\Former Goldthorpe Colliery\ANALYSIS\SPREADSHEETS 70 722 A635 Dearne Valley Parkway 1 37 A635 Doncaster Road
734 45 19 82 100 3 Nora Street 0 7
Doncaster Road 0 7 0 0 0 4 107 6 112 15 0 2 7 244 0 58 Barnsley Road Doncaster Road
108 5 6 0 75 128 136 0 43 0 12 99 4 6 2 0 0 0 46 0
Kingsmark Way
B6098 High Street Development Site
0 Total Vehicles 0 Total Heavy Vehicles
Project: Former Goldthorpe Colliery Figure: 2017 PM Peak Hour Traffic Count (16:45-17:45) 11a
\\O\Former Goldthorpe Colliery\ANALYSIS\SPREADSHEETS A635 Dearne Valley Parkway 2% A635 Doncaster Road
2% 26% 26% Nora Street
Doncaster Road
44% 73% Barnsley Road Doncaster Road
44% 29% 29% 73% 27% 27%
Kingsmark Way
B6098 High Street Development Site
0 Total Vehicles 0 Total Heavy Vehicles
Project: Former Goldthorpe Colliery Figure: Census Distribution 12a
\\O\Former Goldthorpe Colliery\ANALYSIS\SPREADSHEETS A635 Dearne Valley Parkway 0 A635 Doncaster Road
1 13 5 Nora Street
Doncaster Road
8 13 Barnsley Road Doncaster Road
23 5 15 38 14 5
Kingsmark Way
B6098 High Street Development Site
Trip Rates 125 Houses Arrival 0.146 Departure 0.413 0 Total Vehicles Trip Generation 0 Total Heavy Vehicles Arrival 18 Departure 52
Project: Former Goldthorpe Colliery Figure: AM Development Trips 13a
\\O\Former Goldthorpe Colliery\ANALYSIS\SPREADSHEETS A635 Dearne Valley Parkway 1 A635 Doncaster Road
0 7 13 Nora Street
Doncaster Road
23 38 Barnsley Road Doncaster Road
12 15 8 20 8 14
Kingsmark Way
B6098 High Street Development Site
Trip Rates 125 Houses Arrival 0.421 Departure 0.223 0 Total Vehicles Trip Generation 0 Total Heavy Vehicles Arrival 53 Departure 28
Project: Former Goldthorpe Colliery Figure: PM Development Trips 14a
\\O\Former Goldthorpe Colliery\ANALYSIS\SPREADSHEETS A635 Dearne Valley Parkway 0 A635 Doncaster Road
0 8 3 Nora Street
Doncaster Road
5 8 Barnsley Road Doncaster Road
13 3 9 22 8 3
Kingsmark Way
B6098 High Street Development Site
Trip Rates 74 Houses Arrival 0.146 Departure 0.413 0 Total Vehicles Trip Generation 0 Total Heavy Vehicles Arrival 11 Departure 31
Project: Former Goldthorpe Colliery Figure: AM COMMITTED DEVELOPMENT (PHASE 1) 15a
\\O\Former Goldthorpe Colliery\ANALYSIS\SPREADSHEETS A635 Dearne Valley Parkway 0 A635 Doncaster Road
0 4 8 Nora Street
Doncaster Road
14 23 Barnsley Road Doncaster Road
7 9 5 12 4 8
Kingsmark Way
B6098 High Street Development Site
Trip Rates 74 Houses Arrival 0.421 Departure 0.223 0 Total Vehicles Trip Generation 0 Total Heavy Vehicles Arrival 31 Departure 17
Project: Former Goldthorpe Colliery Figure: PM COMMITTED DEVELOPMENT (PHASE 1) 16a
\\O\Former Goldthorpe Colliery\ANALYSIS\SPREADSHEETS 101 888 A635 Dearne Valley Parkway 4 25 A635 Doncaster Road
668 91 26 77 121 8 Nora Street 0 0
Doncaster Road 0 6 0 0 0 0 85 5 69 6 0 2 13 247 0 24 Barnsley Road Doncaster Road
94 10 2 0 51 90 157 2 74 0 32 145 10 6 2 2 0 1 14 1
Kingsmark Way
B6098 High Street Development Site
0 Total Vehicles 1.0448 Growth Rate 0 Total Heavy Vehicles
Project: Former Goldthorpe Colliery Figure: 2022 AM Peak Hour Growthed Traffic Count 17a
\\O\Former Goldthorpe Colliery\ANALYSIS\SPREADSHEETS 73 751 A635 Dearne Valley Parkway 1 38 A635 Doncaster Road
763 47 20 85 104 3 Nora Street 0 7
Doncaster Road 0 7 0 0 0 4 111 6 116 16 0 2 7 254 0 60 Barnsley Road Doncaster Road
112 5 6 0 78 133 141 0 45 0 12 103 4 6 2 0 0 0 48 0
Kingsmark Way
B6098 High Street Development Site
0 Total Vehicles 1.0397 Growth Rate 0 Total Heavy Vehicles
Project: Former Goldthorpe Colliery Figure: 2022 PM Peak Hour Growthed Traffic Count 18a
\\O\Former Goldthorpe Colliery\ANALYSIS\SPREADSHEETS 101 888 A635 Dearne Valley Parkway 4 25 A635 Doncaster Road
668 91 27 85 124 8 Nora Street 0 0
Doncaster Road 0 6 0 0 0 0 89 5 69 6 0 2 13 247 0 32 Barnsley Road Doncaster Road
107 10 2 0 51 93 166 2 96 0 41 145 10 6 2 2 0 1 17 1
Kingsmark Way
B6098 High Street Development Site
0 Total Vehicles 0 Total Heavy Vehicles
Project: Former Goldthorpe Colliery Figure: 2022 AM Base Traffic Flows 19a
\\O\Former Goldthorpe Colliery\ANALYSIS\SPREADSHEETS 73 751 A635 Dearne Valley Parkway 1 39 A635 Doncaster Road
763 47 20 89 112 3 Nora Street 0 7
Doncaster Road 0 7 0 0 0 4 125 6 116 16 0 2 7 254 0 83 Barnsley Road Doncaster Road
119 5 6 0 78 142 146 0 57 0 17 103 4 6 2 0 0 0 56 0
Kingsmark Way
B6098 High Street Development Site
0 Total Vehicles 0 Total Heavy Vehicles
Project: Former Goldthorpe Colliery Figure: 2022 PM Base Traffic Flows 20a
\\O\Former Goldthorpe Colliery\ANALYSIS\SPREADSHEETS 101 888 A635 Dearne Valley Parkway 4 26 A635 Doncaster Road
668 91 27 98 129 8 Nora Street 0 0
Doncaster Road 0 6 0 0 0 0 97 5 69 6 0 2 13 247 0 45 Barnsley Road Doncaster Road
130 10 2 0 51 98 181 2 134 0 55 145 10 6 2 2 0 1 21 1
Kingsmark Way
B6098 High Street Development Site
0 Total Vehicles 0 Total Heavy Vehicles
Project: Former Goldthorpe Colliery Figure: 2022 AM Design Traffic Flows 21a
\\O\Former Goldthorpe Colliery\ANALYSIS\SPREADSHEETS 73 751 A635 Dearne Valley Parkway 1 40 A635 Doncaster Road
763 47 20 97 125 3 Nora Street 0 7
Doncaster Road 0 7 0 0 0 4 148 6 116 16 0 2 7 254 0 121 Barnsley Road Doncaster Road
132 5 6 0 78 158 154 0 77 0 25 103 4 6 2 0 0 0 71 0
Kingsmark Way
B6098 High Street Development Site
0 Total Vehicles 0 Total Heavy Vehicles
Project: Former Goldthorpe Colliery Figure: 2022 PM Design Traffic Flows 22a
\\O\Former Goldthorpe Colliery\ANALYSIS\SPREADSHEETS Former Goldthorpe Colliery
Appendices
Transport Assessment Sir Robert Ogden
Former Goldthorpe Colliery
Appendix A Architects Masterplan
Transport Assessment Sir Robert Ogden
Former Goldthorpe Colliery
Appendix B Kingsmark Way/Doncaster Way Existing Highway Layout
Transport Assessment Sir Robert Ogden
Former Goldthorpe Colliery
Appendix C Accident Data
Transport Assessment Sir Robert Ogden
Selected Range of Accidents between dates 01/01/2011 and 31/12/2015 B-00587-14B-00150-14 Selected using Manual Selection B-00931-12 B-00617-11 B-00228-12 B-00216-14 B-00858-11 C-01324-12 B-00157-11 B-00134-11 B-00470-13 B-00351-11 B-00968-12 B-00679-12
B-00122-11
B-00579-11
B-01033-12 B-00076-12 B-00917-11 B-00516-14
B-00387-13
B-00135-12 B-00093-14
B-00983-14
All rights reserved. Rotherham MBC Licence No. 100019587. SCALE 1 : 8300 South Yorkshire LTP Partnership Licence No. 100019587 2017 DATE 30/06/2017 Selected map area DRWG No. DRN BY TRAFFMAP INTERMEDIATE ACCIDENT REPORT Run on: 30/ 06/2017 AccsMap - Accident Analysis System
Details of Personal Injury Accidents for Period - 01/01/2011 to 31/12/2015 (60) months Selection: Notes: Selected using Build Query : Local_auth = 'Barnsley' Chloe Regan - Optima
Vehicles Casualties Police Ref. Day Location Description Veh No / Type / Manv / Dir / Class Sex / Age / Sev Date Road No. 2nd Road No. Time Grid Ref. D/L R.S.C Weather Speed
Account of Accident Causation Factor:
B-00122-11 Tuesday BARNSLEY RD GOLDTHORPE J/W Veh 1 Taxi Stopping 0 to 0 Ped F 2 Slight 01/02/2011 WHITWORTH RD R1: A 635 1150hrs R2: U E 446,207 Dry N 404,381 Fine without high winds 30 mph Causation Factor: Participant: Confidence: 1st: Failed to look properly Casualty 1 Very Likely 2nd: Failed to judge vehicles path or speed Casualty 1 Very Likely 3rd: Careless/Reckless/In a hurry Casualty 1 V1 TV ALONG A635 TW GOLDTHORPE CENTRE FROM DIRC OF DONCASTER RD. AS V1 APP JCT YOUNG CHILD SUDDENLY RAN INTO RD INTO PATH OF V1.
B-00134-11 Sunday BARNSLEY RD GOLDTHORPE J/W Veh 1 Car Going ahead 0 to 0 Ped M 39 Serious 06/02/2011 LOCKWOOD RD R1: A 635 1420hrs R2: U E 446,292 Dry N 404,397 Fine with high winds 30 mph
PED STATES HE WAS CROSING RD USING PEDESTRIAN LIGHT CONTROLLED XING WHEN V1 STRUCK HIS R ARM.
B-00157-11 Sunday LOCKWOOD RD GOLDTHORPE AT Veh 1 Car Going ahead LH bend N to S 13/02/2011 J/W MAIN ST Veh 2 M/C < 125 cc Turning right E to N Dri M 13 Slight R1: U 1035hrs Veh 2 M/C < 125 cc Turning right E to N M 13 Serious R2: U E 446,279 Wet/Damp N 404,458 Raining without high winds 30 mph Causation Factor: Participant: Confidence: 1st: Other Vehicle 2 Very Likely V1 TR DOWN RD WHEN V2 EMERGED FROM JCT INTO PATH OF V1 AND COLL OCC.
Registered to: South Yorkshire LTP Partnership 1 TRAFFMAP INTERMEDIATE ACCIDENT REPORT Run on: 30/ 06/2017 AccsMap - Accident Analysis System
Details of Personal Injury Accidents for Period - 01/01/2011 to 31/12/2015 (60) months Selection: Notes: Selected using Build Query : Local_auth = 'Barnsley' Chloe Regan - Optima
Vehicles Casualties Police Ref. Day Location Description Veh No / Type / Manv / Dir / Class Sex / Age / Sev Date Road No. 2nd Road No. Time Grid Ref. D/L R.S.C Weather Speed
Account of Accident Causation Factor:
B-00351-11 Monday KELLY ST GOLDTHORPE AT J/W Veh 1 Car Stopping S to N Dri F 23 Slight 11/04/2011 KING ST Veh 2 Car Turning right W to S R1: U 1700hrs R2: U E 446,075 Dry N 404,478 Fine without high winds 30 mph Causation Factor: Participant: Confidence: 1st: Poor turn or manoevre Vehicle 2 Possible V1 WAITING AT JCT TO EXIT KELLY ST, V2 CAME FROM LEFT ON WRONG SIDE OF CARR TO TURN INTO KELLY ST AND COLL WITH V1.
B-00579-11 Wednesday BARNSLEY RD GOLDTHORPE Veh 1 Car Wait go ahead held up W to E Dri M 18 Slight 22/06/2011 Veh 2 Car Going ahead W to E R1: A 635 1215hrs
E 446,159 Dry N 404,366 Fine without high winds 30 mph Causation Factor: Participant: Confidence: 1st: Failed to look properly Vehicle 2 Possible V1 STATIONARY AT TRAFFICS LIGHTS WHEN V2 COLL WITH REAR OF V1
B-00617-11 Tuesday DONCASTER RD GOLDTHORPE J/W Veh 1 Car O/take on n/side S to N Dri M 18 Slight 05/07/2011 BARNSLEY RD Veh 2 Goods < 3.5t Turning left E to S R1: A 635 1811hrs Veh 3 Car Going ahead SW to N R2: A 635 E 447,061 Dry N 404,731 Fine without high winds 30 mph Causation Factor: Participant: Confidence: 1st: Exceeding speed limit Vehicle 1 Very Likely 2nd: Loss of control Vehicle 1 Very Likely 3rd: Careless/Reckless/In a hurry Vehicle 1 V1 SEES V3 & ACCELERATES AWAY. DRIVER LOSES CONTROL ON BEND & SPINS 180 DEGREES & COLL WITH F/O/S OF V2.
Registered to: South Yorkshire LTP Partnership 2 TRAFFMAP INTERMEDIATE ACCIDENT REPORT Run on: 30/ 06/2017 AccsMap - Accident Analysis System
Details of Personal Injury Accidents for Period - 01/01/2011 to 31/12/2015 (60) months Selection: Notes: Selected using Build Query : Local_auth = 'Barnsley' Chloe Regan - Optima
Vehicles Casualties Police Ref. Day Location Description Veh No / Type / Manv / Dir / Class Sex / Age / Sev Date Road No. 2nd Road No. Time Grid Ref. D/L R.S.C Weather Speed
Account of Accident Causation Factor:
B-00858-11 Wednesday DONCASTER RD GOLDTHORPE AT Veh 1 Car Wait to turn left SW to N Dri M 65 Slight 07/09/2011 J/W DEARNE VALLEY PARKWAY Veh 2 Car Going ahead SW to N R1: A 635 1035hrs R2: U E 447,065 Wet/Damp N 404,726 Raining without high winds 60 mph Causation Factor: Participant: Confidence: 1st: Failed to look properly Vehicle 2 Possible V1 WAITING AT JCT TO ENTER CARR, V2 FOLLOWING FAILED TO REACT IN TIME AND COLL WITH REAR OF V1 THEN LEFT SCENE.
B-00917-11 Monday DONCASTER RD GOLDTHORPE 20 Veh 1 M/C < 125 cc Going ahead W to E Dri M 30 Slight 26/09/2011 MTS FROM NORA ST Veh 2 Goods < 3.5t Starting W to E R1: A 635 1730hrs R2: U E 446,705 Dry N 404,516 Fine without high winds 30 mph Causation Factor: Participant: Confidence: 1st: Failed to look properly Vehicle 2 Very Likely 2nd: Failed to judge other persons path or speed Vehicle 2 Very Likely 3rd: Poor turn or manoevre Vehicle 2 Possible 4th: Exceeding speed limit Vehicle 1 Possible V1 PASSING PARKED VEH'S WHEN V2 PULLED OUT IN FRONT OF V1 CAUSING HIM TO COLL WITH REAR OF V2.
B-00076-12 Friday BARNSLEY RD GOLDTHORPE Veh 1 Bus/coach Starting 0 to W Ped F 65 Slight 27/01/2012 R1: B 6098 1150hrs
E 446,122 Dry N 404,347 Fine without high winds 30 mph Causation Factor: Participant: Confidence: 1st: Failed to look properly Vehicle 1 Possible 2nd: Failed to judge other persons path or speed Vehicle 1 Possible 3rd: Passing too close to cyclist, horse rider or pedestrian Vehicle 1 Possible 4th: Failed to judge vehicles path or speed Casualty 1 Possible 5th: Careless/Reckless/In a hurry Casualty 1 Very Likely PED GOING TO CATCH BUS BUT BUS ARRIVED BEFORE SHE REACHED HER STOP, BUS SET OFF BUT PED BANGED ON WINDOW AND FELL TO GROUND
Registered to: South Yorkshire LTP Partnership 3 TRAFFMAP INTERMEDIATE ACCIDENT REPORT Run on: 30/ 06/2017 AccsMap - Accident Analysis System
Details of Personal Injury Accidents for Period - 01/01/2011 to 31/12/2015 (60) months Selection: Notes: Selected using Build Query : Local_auth = 'Barnsley' Chloe Regan - Optima
Vehicles Casualties Police Ref. Day Location Description Veh No / Type / Manv / Dir / Class Sex / Age / Sev Date Road No. 2nd Road No. Time Grid Ref. D/L R.S.C Weather Speed
Account of Accident Causation Factor:
B-00135-12 Saturday FREDERICK STREET GOLDTHORPE Veh 1 Pedal cycle Going ahead N to S Dri M 44 Slight 11/02/2012 Veh 2 Car Turning left N to E R1: U 1150hrs R2: U E 446,228 Dry N 404,131 Fine without high winds 30 mph Causation Factor: Participant: Confidence: 1st: Failed to look properly Vehicle 2 Very Likely V2 BEGAN TO OVERTAKE V1 AND AS V2 TURNED LEFT HE KNOCKED RIDER FROM V1.
B-00228-12 Friday DONCASTER RD GOLDTHORPE Veh 1 Car Starting S to N Dri M 48 Serious 09/03/2012 Veh 2 Car Going ahead E to W FSP M 21 Slight R1: A 635 1815hrs Veh 2 Car Going ahead E to W Dri M 29 Serious R2: U Darkness: street lights present E 447,069 Dryand lit N 404,715 Fine without high winds 60 mph Causation Factor: Participant: Confidence: 1st: Failed to look properly Vehicle 1 Very Likely V1 EMERGED FROM JCT INTO PATH OF V2 AND COLL OCC.
B-00679-12 Sunday DONCATER RD GOLDTHORPE AT J/W Veh 1 Car Turning right N to S Ped F 32 Slight 22/07/2012 CO OPERATIVE ST Veh 1 Car Turning right N to S Ped F 37 Slight R1: U 0050hrs R2: U Darkness: street lights present E 446,399 Dryand lit N 404,418 Fine without high winds 30 mph Causation Factor: Participant: Confidence: 1st: Careless/Reckless/In a hurry Vehicle 1 Very Likely 2nd: Poor turn or manoevre Vehicle 1 Very Likely VEH TURNS INTO JCT AND COLL WITH PEDS CORSSING RD.
Registered to: South Yorkshire LTP Partnership 4 TRAFFMAP INTERMEDIATE ACCIDENT REPORT Run on: 30/ 06/2017 AccsMap - Accident Analysis System
Details of Personal Injury Accidents for Period - 01/01/2011 to 31/12/2015 (60) months Selection: Notes: Selected using Build Query : Local_auth = 'Barnsley' Chloe Regan - Optima
Vehicles Casualties Police Ref. Day Location Description Veh No / Type / Manv / Dir / Class Sex / Age / Sev Date Road No. 2nd Road No. Time Grid Ref. D/L R.S.C Weather Speed
Account of Accident Causation Factor:
B-00931-12 Tuesday DEARNE VALLEY PARKWAY Veh 1 M/C > 500 cc Going ahead E to W Dri M 57 Slight 16/10/2012 GOLDTHORPE J/W DONCASTER RD Veh 2 Goods < 3.5t Turning right S to E R1: A 635 1615hrs R2: U E 447,066 Dry N 404,734 Fine with high winds 60 mph Causation Factor: Participant: Confidence: 1st: Failed to look properly Vehicle 1 Very Likely VEH1 MCYCLE TV ALG A635 T/WARDS BARNSLEY. VEH2 LGV PULLS OUT OF DONCASTER RD TURNING R T/WARDS DONCASTER. VEH1 SWERVES TO TRY & MISS VEH2 BUT STILL COLL REAR NEARSIDE VEH2
B-00968-12 Saturday MARKET STREET GOLDTHORPE Veh 1 Other Non-M/vehTurning left NE to S Ped F 76 Slight 27/10/2012 DONCASTER ROAD R1: U 0915hrs R2: U E 446,347 Dry N 404,406 Fine without high winds 30 mph Causation Factor: Participant: Confidence: 1st: Dazzling sun Vehicle 1 Very Likely 2nd: Failed to look properly Vehicle 1 Possible 3rd: Failed to look properly Casualty 1 PEDN XING MARKET ST WHEN MOBILITY SCOOTER COMES AROUND CORNER AND COLL OCCURS.
B-01033-12 Saturday DONCASTER RD GOLDTHORPE AT Veh 1 Car Going ahead NE to SW Dri M 22 Slight 10/11/2012 J/W PICKHILLS AVE R1: A 635 1545hrs R2: U E 446,887 Dry N 404,559 Fine without high winds 30 mph Causation Factor: Participant: Confidence: 1st: Impaired by drugs (illicit or medicinal) Vehicle 1 Very Likely DRIVER LOST CONTROL COLL WITH GARDEN WALL, BOUNCED OFF WALL AND ACC RD.
Registered to: South Yorkshire LTP Partnership 5 TRAFFMAP INTERMEDIATE ACCIDENT REPORT Run on: 30/ 06/2017 AccsMap - Accident Analysis System
Details of Personal Injury Accidents for Period - 01/01/2011 to 31/12/2015 (60) months Selection: Notes: Selected using Build Query : Local_auth = 'Barnsley' Chloe Regan - Optima
Vehicles Casualties Police Ref. Day Location Description Veh No / Type / Manv / Dir / Class Sex / Age / Sev Date Road No. 2nd Road No. Time Grid Ref. D/L R.S.C Weather Speed
Account of Accident Causation Factor:
C-01324-12 Saturday QUEEN STREET GOLDTHORPE, Veh 1 Car Going ahead E to W Ped M 21 Serious 01/12/2012 ROTHERHAM J/W WHITWORTH STREET R1: U 1705hrs R2: U Darkness: street lights present E 446,190 Dryand lit N 404,446 Unknown 30 mph Causation Factor: Participant: Confidence: 1st: Careless/Reckless/In a hurry Vehicle 1 Very Likely 2nd: Poor turn or manoevre Vehicle 1 Very Likely 3rd: Failed to judge other persons path or speed Vehicle 1 VEH 1 MCAR TV ON ELIZABETH STREET J/W QUEEN ST AND WHITWORTH ST. HEADING WESTERLY DIRC. CAS 1 PED XING QUEEN ST. VEH 1 ATTEMPTS TURN LT BUT NO ENTRY SIGN. VEH 1 COLL CAS 1ON N/S.
B-00387-13 Tuesday BARNSLEY RD GOLDTHORPE Veh 1 Car Going ahead E to W 09/07/2013 Veh 2 Car Wait to turn right E to N Dri M 53 Slight R1: B 6098 1010hrs R2: U Daylight:street lights present E 446,045 Dry N 404,328 Unknown 30 mph Causation Factor: Participant: Confidence: 1st: Failed to judge other persons path or speed Vehicle 1 Very Likely V1 TV BARNSLEY RD COLL INTO REAR OF A STAT V2 WHICH WAS WAITING TO TURN RT.
B-00470-13 Friday DONCASTER RD GOLDTHORPE J/W Veh 1 Car Turning right SW to SE 09/08/2013 COOPERATIVE ST Veh 2 M/C < 125 cc Going ahead NE to SW Dri M 23 Serious R1: U 2240hrs R2: U Darkness: street lights present E 446,397 Dryand lit N 404,428 Fine without high winds 30 mph Causation Factor: Participant: Confidence: 1st: Failed to look properly Vehicle 1 Very Likely VEH1 ATTEMPTING TO TURN R FROM DONCASTER RD ONTO CO-OPERATIVE ST FAILS TO GIVE WAY TO VEH2 WHICH IS HEADING DOWN DONCASTER RD IN THE OPP DIRC
Registered to: South Yorkshire LTP Partnership 6 TRAFFMAP INTERMEDIATE ACCIDENT REPORT Run on: 30/ 06/2017 AccsMap - Accident Analysis System
Details of Personal Injury Accidents for Period - 01/01/2011 to 31/12/2015 (60) months Selection: Notes: Selected using Build Query : Local_auth = 'Barnsley' Chloe Regan - Optima
Vehicles Casualties Police Ref. Day Location Description Veh No / Type / Manv / Dir / Class Sex / Age / Sev Date Road No. 2nd Road No. Time Grid Ref. D/L R.S.C Weather Speed
Account of Accident Causation Factor:
B-00093-14 Saturday ACCESS ROAD GOLDTHORPE 41 MTS Veh 1 Car Going ahead RH bend W to S Ped M 74 Slight 25/01/2014 JACKSON STREET R1: U 1800hrs Darkness: no street lighting E 446,161 Wet/Damp N 404,327 Fine without high winds 20 mph Causation Factor: Participant: Confidence: 1st: Failed to look properly Vehicle 1 Very Likely 2nd: Careless/Reckless/In a hurry Vehicle 1 Possible 3rd: Pedestrian wearing dark clothing at night Casualty 1 VEH TV FROM LEADLY ST TW JACKSON ST NEG SHART BEND COLL WITH PEDN WALKING IN MIDDLE OF RD.
B-00150-14 Friday DEARNE VALLEY PARKWAY Veh 1 Car Going ahead W to E Dri F 24 Slight 07/02/2014 BARNSLEY J/W DONCASTER ROAD Veh 2 Car Parked 0 to 0 R1: A 635 1510hrs R2: U Daylight:street lights present E 447,057 Dry N 404,753 Fine without high winds 60 mph Causation Factor: Participant: Confidence: 1st: Failed to look properly Vehicle 1 Very Likely 2nd: Distraction outside vehicle Vehicle 1 Very Likely DR VH2 M/CAR TRV EB STOPS ON A635 TO ASSIST IN ANOTHER RTC ON OPP SIDE OF RD (B/149/14) WHILST VH2 IS UNOCCUPIED IT IS SRTUCK VY VH1 M/CAR TRV BHND
B-00216-14 Wednesday DONCASTER ROAD BARNSLEY J/W Veh 1 Car Going ahead E to W FSP M 69 Slight 05/03/2014 DONCASTER ROAD Veh 1 Car Going ahead E to W Dri F 68 Slight R1: A 635 0955hrs Veh 2 Taxi Starting S to N FSP M 25 Slight R2: U Daylight:street lights present E 447,064 Dry N 404,736 Fine without high winds 60 mph Causation Factor: Participant: Confidence: 1st: Failed to look properly Vehicle 2 Very Likely V1 WAS TRAV TWDS BARNSLEY, AS IT PASSED THE JUNCTION V2 PULLED OUT FAILED TO SEE V1 AND COLLIDED WITH ITS N/S
Registered to: South Yorkshire LTP Partnership 7 TRAFFMAP INTERMEDIATE ACCIDENT REPORT Run on: 30/ 06/2017 AccsMap - Accident Analysis System
Details of Personal Injury Accidents for Period - 01/01/2011 to 31/12/2015 (60) months Selection: Notes: Selected using Build Query : Local_auth = 'Barnsley' Chloe Regan - Optima
Vehicles Casualties Police Ref. Day Location Description Veh No / Type / Manv / Dir / Class Sex / Age / Sev Date Road No. 2nd Road No. Time Grid Ref. D/L R.S.C Weather Speed
Account of Accident Causation Factor:
B-00516-14 Monday BARNSLEY ROAD GOLDTHORPE J/W Veh 1 Car Stopping W to E 02/06/2014 HIGH STREET Veh 2 Car Wait go ahead held up W to E R1: B 6098 1525hrs Veh 3 Car Wait go ahead held up W to E Dri F 41 Slight R2: U Daylight:street lights present E 446,162 Dry N 404,367 Fine without high winds 30 mph Causation Factor: Participant: Confidence: 1st: Stationary or parked vehicle Vehicle 1 Very Likely 2nd: Exceeding speed limit Vehicle 1 Very Likely 3rd: Failed to look properly Vehicle 1 Very Likely 4th: Careless/Reckless/In a hurry Vehicle 1 Very Likely 5th: Sudden braking Vehicle 1 Very Likely 6th: Defective brakes Vehicle 1 Very Likely V2 AND V3 STATIONED AT TRAFFIC LIGHTS O/S POLICE STATION. V1 COLLIDES WITH V3 CAUSING IT TO COLLIDE WITH REAR OF V2.
B-00587-14 Saturday DONCASTER ROAD GOLDTHORPE 10 Veh 1 Car Going ahead E to W Dri M 19 Slight 28/06/2014 MTS DONCASTER ROAD Veh 2 Car Turning right S to E R1: A 635 1430hrs R2: U Daylight:street lights present E 447,058 Dry N 404,742 Fine without high winds 60 mph Causation Factor: Participant: Confidence: 1st: Failed to look properly Vehicle 2 Very Likely VEH1 TV FROM DIRC OF HICKLETON ALONG DUAL C/WAY. VEH2 PULLED OUT OF CENTRAL RESERVATION TURNING RT IN FRONT OF VEH1. VEH1 SWERVED AROUND BACK OF VEH2 WHICH TURN RT AND AWAY. VEH1 LOST CONTROL COLL WITH CENTRAL RESERVATION.
Registered to: South Yorkshire LTP Partnership 8 TRAFFMAP INTERMEDIATE ACCIDENT REPORT Run on: 30/ 06/2017 AccsMap - Accident Analysis System
Details of Personal Injury Accidents for Period - 01/01/2011 to 31/12/2015 (60) months Selection: Notes: Selected using Build Query : Local_auth = 'Barnsley' Chloe Regan - Optima
Vehicles Casualties Police Ref. Day Location Description Veh No / Type / Manv / Dir / Class Sex / Age / Sev Date Road No. 2nd Road No. Time Grid Ref. D/L R.S.C Weather Speed
Account of Accident Causation Factor:
B-00983-14 Saturday FREDERICK STREET GOLDTHORPE 2 Veh 1 Car Going ahead W to E 04/10/2014 MTS HIGH STREET Veh 2 Pedal cycle Going ahead NWto SE Dri M 6 Slight R1: U 1515hrs R2: B 6098 Daylight:street lights present E 446,229 Dry N 404,134 Fine without high winds 30 mph Causation Factor: Participant: Confidence: 1st: Cyclist entering road from pavement Vehicle 2 Very Likely 2nd: Failed to look properly Vehicle 2 Very Likely 3rd: Careless/Reckless/In a hurry Vehicle 2 Very Likely 4th: Stationary or parked vehicle Vehicle 2 Very Likely A YOUNGSTER ( C1 / V2 ) HAS RIDDEN A PUSHBIKE BETWEEN PARKED VEHICLES INTO THE ROAD AND BEEN STRUCK BY ONCOMING V1
Registered to: South Yorkshire LTP Partnership 9 Former Goldthorpe Colliery
Appendix D Dearne Cycle Walk Plan
Transport Assessment Sir Robert Ogden
Former Goldthorpe Colliery
Appendix E TRICS Output
Transport Assessment Sir Robert Ogden
TRICS 7.4.1 050617 B17.52 (C) 2017 TRICS Consortium Ltd Monday 26/06/17 Page 1 Optima Highways and Transportation King Street Leeds Licence No: 750701
Calculation Reference: AUDIT-750701-170626-0611 TRIP RATE CALCULATION SELECTION PARAMETERS:
Land Use : 03 - RESIDENTIAL Category : A - HOUSES PRIVATELY OWNED VEHICLES
Selected regions and areas: 02 SOUTH EAST HC HAMPSHIRE 1 days SC SURREY 1 days WS WEST SUSSEX 1 days 03 SOUTH WEST DV DEVON 2 days 04 EAST ANGLIA NF NORFOLK 1 days 06 WEST MIDLANDS SH SHROPSHIRE 2 days 07 YORKSHIRE & NORTH LINCOLNSHIRE NY NORTH YORKSHIRE 3 days SY SOUTH YORKSHIRE 1 days 09 NORTH CB CUMBRIA 1 days 11 SCOTLAND FA FALKIRK 1 days
This section displays the number of survey days per TRICS® sub-region in the selected set
Secondary Filtering 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: 52 to 161 (units: ) Range Selected by User: 50 to 300 (units: )
Public Transport Provision: Selection by: Include all surveys
Date Range: 01/01/09 to 29/11/16
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 3 days Tuesday 2 days Wednesday 2 days Thursday 4 days Friday 3 days
This data displays the number of selected surveys by day of the week.
Selected survey types: Manual count 14 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) 9 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 11 No Sub Category 3 TRICS 7.4.1 050617 B17.52 (C) 2017 TRICS Consortium Ltd Monday 26/06/17 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.
Secondary Filtering selection:
Use Class: C 3 14 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 2 days 5,001 to 10,000 5 days 10,001 to 15,000 4 days 15,001 to 20,000 1 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: 5,001 to 25,000 3 days 25,001 to 50,000 3 days 75,001 to 100,000 4 days 100,001 to 125,000 2 days 125,001 to 250,000 1 days 250,001 to 500,000 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 2 days 1.1 to 1.5 12 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: Yes 2 days No 12 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.
PTAL Rating: No PTAL Present 14 days
This data displays the number of selected surveys with PTAL Ratings. TRICS 7.4.1 050617 B17.52 (C) 2017 TRICS Consortium Ltd Monday 26/06/17 Page 3 Optima Highways and Transportation King Street Leeds Licence No: 750701
LIST OF SITES relevant to selection parameters
1 CB-03-A-04 SEMI DETACHED CUMBRIA MOORCLOSE ROAD SALTERBACK WORKINGTON Edge of Town No Sub Category Total Number of dwellings: 8 2 Survey date: FRIDAY 24/04/09 Survey Type: MANUAL 2 DV-03-A-02 HOUSES & BUNGALOWS DEVON MILLHEAD ROAD
HONITON Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 1 6 Survey date: FRIDAY 25/09/15 Survey Type: MANUAL 3 DV-03-A-03 TERRACED & SEMI DETACHED DEVON LOWER BRAND LANE
HONITON Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 7 0 Survey date: MONDAY 28/09/15 Survey Type: MANUAL 4 FA-03-A-02 MIXED HOUSES FALKIRK ROSEBANK AVENUE & SPRINGFIELD DRIVE
FALKIRK Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 1 6 1 Survey date: WEDNESDAY 29/05/13 Survey Type: MANUAL 5 HC-03-A-18 HOUSES & FLATS HAMPSHIRE CANADA WAY
LIPHOOK Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 6 2 Survey date: TUESDAY 29/11/16 Survey Type: MANUAL 6 NF-03-A-02 HOUSES & FLATS NORFOLK DEREHAM ROAD
NORWICH Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 9 8 Survey date: MONDAY 22/10/12 Survey Type: MANUAL 7 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 TRICS 7.4.1 050617 B17.52 (C) 2017 TRICS Consortium Ltd Monday 26/06/17 Page 4 Optima Highways and Transportation King Street Leeds Licence No: 750701
LIST OF SITES relevant to selection parameters (Cont.)
8 NY-03-A-09 MIXED HOUSING NORTH YORKSHIRE GRAMMAR SCHOOL LANE
NORTHALLERTON Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of dwellings: 5 2 Survey date: MONDAY 16/09/13 Survey Type: MANUAL 9 NY-03-A-10 HOUSES AND FLATS NORTH YORKSHIRE BOROUGHBRIDGE ROAD
RIPON Edge of Town No Sub Category Total Number of dwellings: 7 1 Survey date: TUESDAY 17/09/13 Survey Type: MANUAL 10 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 11 SH-03-A-04 TERRACED SHROPSHIRE ST MICHAEL'S STREET
SHREWSBURY Suburban Area (PPS6 Out of Centre) No Sub Category Total Number of dwellings: 1 0 8 Survey date: THURSDAY 11/06/09 Survey Type: MANUAL 12 SH-03-A-05 SEMI-DETACHED/TERRACED SHROPSHIRE SANDCROFT SUTTON HILL TELFORD Edge of Town Residential Zone Total Number of dwellings: 5 4 Survey date: THURSDAY 24/10/13 Survey Type: MANUAL 13 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 14 WS-03-A-04 MIXED HOUSES WEST SUSSEX HILLS FARM LANE BROADBRIDGE HEATH HORSHAM Edge of Town Residential Zone Total Number of dwellings: 1 5 1 Survey date: THURSDAY 11/12/14 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 7.4.1 050617 B17.52 (C) 2017 TRICS Consortium Ltd Monday 26/06/17 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 14 90 0.069 14 90 0.277 14 90 0.346 08:00 - 09:00 14 90 0.130 14 90 0.349 14 90 0.479 09:00 - 10:00 14 90 0.145 14 90 0.160 14 90 0.305 10:00 - 11:00 14 90 0.135 14 90 0.172 14 90 0.307 11:00 - 12:00 14 90 0.136 14 90 0.153 14 90 0.289 12:00 - 13:00 14 90 0.166 14 90 0.145 14 90 0.311 13:00 - 14:00 14 90 0.168 14 90 0.159 14 90 0.327 14:00 - 15:00 14 90 0.144 14 90 0.165 14 90 0.309 15:00 - 16:00 14 90 0.225 14 90 0.153 14 90 0.378 16:00 - 17:00 14 90 0.255 14 90 0.164 14 90 0.419 17:00 - 18:00 14 90 0.332 14 90 0.169 14 90 0.501 18:00 - 19:00 14 90 0.209 14 90 0.150 14 90 0.359 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 2.114 2.216 4.330
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: 52 - 161 (units: ) Survey date date range: 01/01/09 - 29/11/16 Number of weekdays (Monday-Friday): 14 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 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 7.4.1 050617 B17.52 (C) 2017 TRICS Consortium Ltd Monday 26/06/17 Page 6 Optima Highways and Transportation King Street Leeds Licence No: 750701
This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.4.1 050617 B17.52 (C) 2017 TRICS Consortium Ltd Monday 26/06/17 Page 7 Optima Highways and Transportation King Street Leeds Licence No: 750701
This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.4.1 050617 B17.52 (C) 2017 TRICS Consortium Ltd Monday 26/06/17 Page 8 Optima Highways and Transportation King Street Leeds Licence No: 750701
This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. Former Goldthorpe Colliery
Appendix F Census Distribution Spreadsheet
Transport Assessment Sir Robert Ogden
B6411 place of work : 2011 super Driving a B6098 A635 Barrowfield Nicolas % A635 East Lidget output area - middle layer car or van South West Road Lane Lane Barnsley 002 13 1.10% 1.10% Barnsley 003 3 0.20% 0.20% Barnsley 004 3 0.20% 0.20% Barnsley 005 11 0.90% 0.90% Barnsley 006 13 1.10% 1.10% Barnsley 007 6 0.50% 0.50% Barnsley 008 6 0.50% 0.50% Barnsley 010 5 0.40% 0.40% Barnsley 011 3 0.20% 0.20% Barnsley 012 26 2.10% 2.10% Barnsley 013 55 4.50% 4.50% Barnsley 014 54 4.40% 1.50% 2.90% Barnsley 015 39 3.20% 3.20% Barnsley 017 9 0.70% 0.70% Barnsley 019 5 0.40% 0.40% Barnsley 020 10 0.80% 0.80% Barnsley 021 10 0.80% 0.80% Barnsley 022 109 8.80% 5.90% 2.90% Barnsley 023 25 2.00% 2.00% Barnsley 025 19 1.50% 1.00% 0.50% Barnsley 026 29 2.30% 2.30% Barnsley 028 8 0.60% 0.60% Barnsley 029 4 0.30% 0.30% Barnsley 030 5 0.40% 0.40% Bassetlaw 001 6 0.50% 0.50% Bradford 039 3 0.20% 0.20% Cheshire East 039 4 0.30% 0.30% Doncaster 002 4 0.30% 0.30% Doncaster 003 3 0.20% 0.20% Doncaster 004 7 0.60% 0.60% Doncaster 005 9 0.70% 0.70% Doncaster 007 9 0.70% 0.70% Doncaster 008 5 0.40% 0.40% Doncaster 009 10 0.80% 0.80% Doncaster 010 3 0.20% 0.20% Doncaster 013 5 0.40% 0.40% Doncaster 014 4 0.30% 0.30% Doncaster 015 8 0.60% 0.60% Doncaster 016 4 0.30% 0.30% Doncaster 018 5 0.40% 0.40% Doncaster 020 22 1.80% 1.80% Doncaster 021 4 0.30% 0.30% Doncaster 022 47 3.80% 3.80% Doncaster 025 3 0.20% 0.20% Doncaster 026 3 0.20% 0.20% Doncaster 027 3 0.20% 0.20% Doncaster 028 18 1.50% 1.50% Doncaster 029 3 0.20% 0.20% Doncaster 030 7 0.60% 0.60% Doncaster 031 18 1.50% 1.50% Doncaster 032 7 0.60% 0.60% Doncaster 033 5 0.40% 0.40% Doncaster 034 6 0.50% 0.50% Doncaster 038 3 0.20% 0.20% Kirklees 057 7 0.60% 0.60% Leeds 070 3 0.20% 0.10% 0.10% Leeds 093 3 0.20% 0.10% 0.10% Leeds 111 10 0.80% 0.40% 0.40% Leeds 112 6 0.50% 0.20% 0.20% North East Lincolnshire 003 5 0.40% 0.40% North Lincolnshire 010 3 0.20% 0.20% North Lincolnshire 020 3 0.20% 0.20% Rotherham 001 55 4.50% 4.50% Rotherham 002 143 11.60% 11.60% Rotherham 003 21 1.70% 1.70% Rotherham 004 3 0.20% 0.20% Rotherham 006 3 0.20% 0.20% Rotherham 008 12 1.00% 1.00% Rotherham 009 7 0.60% 0.60% Rotherham 010 3 0.20% 0.20% Rotherham 013 3 0.20% 0.10% 0.10% Rotherham 014 10 0.80% 0.40% 0.40% Rotherham 016 8 0.60% 0.30% 0.30% Rotherham 017 32 2.60% 1.30% 1.30% Rotherham 018 18 1.50% 1.50% Rotherham 020 5 0.40% 0.20% 0.20% Rotherham 023 13 1.10% 1.10% Rotherham 025 10 0.80% 0.80% Rotherham 028 8 0.60% 0.60% Rotherham 031 3 0.20% 0.20% Selby 010 3 0.20% 0.20% Sheffield 004 4 0.30% 0.30% Sheffield 005 6 0.50% 0.50% Sheffield 008 3 0.20% 0.20% Sheffield 014 4 0.30% 0.20% 0.20% Sheffield 018 20 1.60% 0.80% 0.80% Sheffield 022 12 1.00% 0.50% 0.50% Sheffield 027 4 0.30% 0.20% 0.20% Sheffield 036 3 0.20% 0.10% 0.10% Sheffield 040 3 0.20% 0.10% 0.10% Sheffield 042 3 0.20% 0.10% 0.10% Sheffield 063 3 0.20% 0.20% Sheffield 073 8 0.60% 0.60% Sheffield 074 6 0.50% 0.50% Wakefield 002 4 0.30% 0.30% Wakefield 008 3 0.20% 0.20% Wakefield 013 3 0.20% 0.20% Wakefield 014 7 0.60% 0.60% Wakefield 016 3 0.20% 0.20% Wakefield 017 3 0.20% 0.20% Wakefield 019 4 0.30% 0.20% 0.20% Wakefield 024 3 0.20% 0.10% 0.10% Wakefield 027 5 0.40% 0.20% 0.20% Wakefield 043 4 0.30% 0.20% 0.20% Wakefield 044 9 0.70% 0.40% 0.40% Total 1235 100.00% 25.60% 29.30% 37.30% 1.50% 2.90% 3.50% Former Goldthorpe Colliery
Appendix G Junction Modelling Outputs
Transport Assessment Sir Robert Ogden
Full Input Data And Results Full Input Data And Results
User and Project Details Project: Former Goldthorpe Colliery Title: High St/Doncaster Rd Signals Location: Goldthorpe File name: Existing.lsg3x Author: SJP Company: Optima Address: Notes:
Network Layout Diagram
High Street/Doncaster Rd Signals D
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Arm 1 - Barnsley Road Arm 6 - Doncaster Road Exit A B Arm 5 - Barnsley Road Exit Arm 2 - Doncaster Road
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Full Input Data And Results
Phase Diagram
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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 9 9 Full Input Data And Results
Phase Intergreens Matrix Starting Phase
A B C D E
A - 6 6 5 9
Terminating B 6 - 6 7 8 Phase C 6 6 - 5 8 D 5 5 6 - 8
E 9 9 9 9 -
Phases in Stage Stage No. Phases in Stage
1 A
2 B
3 C
4 D
5 E
Stage Diagram 1 Min >= 7 2 Min >= 7 3 Min >= 7 4 Min >= 7 5 Min >= 9 D D D D D
A A A A A E E E E E B B B B B
C C C C C
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 6 6 5 9
From 2 6 6 7 8 Stage 3 6 6 5 8 4 5 5 6 8
5 9 9 9 9
Full Input Data And Results Give-Way Lane Input Data Junction: High Street/Doncaster Rd Signals
There are no Opposed Lanes in this Junction
Full Input Data And Results Lane Input Data Junction: High Street/Doncaster Rd Signals
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 Inf Ahead 1/1 Arm 7 (Barnsley U A 2 3 60.0 Geom - 4.00 0.00 Y 15.00 Right Road) Arm 8 Inf Left
Arm 5 Inf Ahead 2/1 Arm 7 (Doncaster U B 2 3 60.0 Geom - 3.10 0.00 Y 15.00 Left Road) Arm 8 Inf Right
Arm 5 11.00 Left
3/1 Arm 6 U C 2 3 60.0 Geom - 4.00 0.00 Y 15.00 (High Street) Right
Arm 8 Inf Ahead
4/1 U D 2 3 60.0 User 1800 - - - - - (Pub)
5/1 (Barnsley U 2 3 60.0 Inf ------Road Exit) 6/1 (Doncaster U 2 3 60.0 Inf ------Road Exit)
7/1 (High Street U 2 3 60.0 Inf ------Exit)
8/1 U 2 3 60.0 Inf ------(Pub Exit)
Traffic Flow Groups Flow Group Start Time End Time Duration Formula
1: 'AM COUNT' 07:45 08:45 01:00
2: 'PM COUNT' 16:45 17:45 01:00
3: '2022 AM BASE' 07:45 08:45 01:00
4: '2022 PM BASE' 16:45 17:45 01:00
5: '2022 AM DESIGN' 07:45 08:45 01:00
6: '2022 PM DESIGN' 16:45 17:45 01:00 Full Input Data And Results
Scenario 1: 'AM COUNT' (FG1: 'AM COUNT', Plan 1: 'AM PEAK') Traffic Flows, Desired Desired Flow : Destination
A B C D Tot.
A 0 81 248 0 329
B 100 0 152 0 252 Origin C 55 88 0 0 143
D 0 0 0 0 0
Tot. 155 169 400 0 724
Traffic Lane Flows Scenario 1: Lane AM COUNT
Junction: High Street/Doncaster Rd Signals
1/1 329
2/1 252
3/1 143
4/1 0
5/1 155
6/1 169
7/1 400
8/1 0 Full Input Data And Results
Lane Saturation Flows Junction: High Street/Doncaster Rd Signals 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 Ahead Inf 24.6 % 1/1 4.00 0.00 Y Arm 7 Right 15.00 75.4 % 1874 1874 (Barnsley Road) Arm 8 Left Inf 0.0 %
Arm 5 Ahead Inf 39.7 % 2/1 3.10 0.00 Y Arm 7 Left 15.00 60.3 % 1815 1815 (Doncaster Road) Arm 8 Right Inf 0.0 %
Arm 5 Left 11.00 38.5 % 3/1 4.00 0.00 Y Arm 6 Right 15.00 61.5 % 1809 1809 (High Street) Arm 8 Ahead Inf 0.0 %
4/1 This lane uses a directly entered Saturation Flow 1800 1800 (Pub Lane 1)
5/1 Infinite Saturation Flow Inf Inf (Barnsley Road Exit Lane 1) 6/1 Infinite Saturation Flow Inf Inf (Doncaster Road Exit Lane 1) 7/1 Infinite Saturation Flow Inf Inf (High Street Exit Lane 1) 8/1 Infinite Saturation Flow Inf Inf (Pub Exit Lane 1)
Scenario 2: 'PM COUNT' (FG2: 'PM COUNT', Plan 2: 'PM PEAK') Traffic Flows, Desired Desired Flow : Destination
A B C D Tot.
A 0 111 251 0 362
B 113 0 136 0 249 Origin C 81 130 0 0 211
D 0 0 0 0 0
Tot. 194 241 387 0 822
Full Input Data And Results
Traffic Lane Flows Scenario 2: Lane PM COUNT
Junction: High Street/Doncaster Rd Signals
1/1 362
2/1 249
3/1 211
4/1 0
5/1 194
6/1 241
7/1 387
8/1 0
Lane Saturation Flows Junction: High Street/Doncaster Rd Signals
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 Ahead Inf 30.7 % 1/1 4.00 0.00 Y Arm 7 Right 15.00 69.3 % 1884 1884 (Barnsley Road) Arm 8 Left Inf 0.0 %
Arm 5 Ahead Inf 45.4 % 2/1 3.10 0.00 Y Arm 7 Left 15.00 54.6 % 1825 1825 (Doncaster Road) Arm 8 Right Inf 0.0 %
Arm 5 Left 11.00 38.4 % 3/1 4.00 0.00 Y Arm 6 Right 15.00 61.6 % 1809 1809 (High Street) Arm 8 Ahead Inf 0.0 %
4/1 This lane uses a directly entered Saturation Flow 1800 1800 (Pub Lane 1)
5/1 Infinite Saturation Flow Inf Inf (Barnsley Road Exit Lane 1)
6/1 Infinite Saturation Flow Inf Inf (Doncaster Road Exit Lane 1)
7/1 Infinite Saturation Flow Inf Inf (High Street Exit Lane 1)
8/1 Infinite Saturation Flow Inf Inf (Pub Exit Lane 1)
Full Input Data And Results
Scenario 3: '2022 AM BASE' (FG3: '2022 AM BASE', Plan 1: 'AM PEAK') Traffic Flows, Desired Desired Flow : Destination
A B C D Tot.
A 0 89 260 0 349
B 117 0 168 0 285 Origin C 57 95 0 0 152
D 0 0 0 0 0
Tot. 174 184 428 0 786
Traffic Lane Flows Scenario 3: Lane 2022 AM BASE
Junction: High Street/Doncaster Rd Signals
1/1 349
2/1 285
3/1 152
4/1 0
5/1 174
6/1 184
7/1 428
8/1 0 Full Input Data And Results
Lane Saturation Flows Junction: High Street/Doncaster Rd Signals 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 Ahead Inf 25.5 % 1/1 4.00 0.00 Y Arm 7 Right 15.00 74.5 % 1875 1875 (Barnsley Road) Arm 8 Left Inf 0.0 %
Arm 5 Ahead Inf 41.1 % 2/1 3.10 0.00 Y Arm 7 Left 15.00 58.9 % 1818 1818 (Doncaster Road) Arm 8 Right Inf 0.0 %
Arm 5 Left 11.00 37.5 % 3/1 4.00 0.00 Y Arm 6 Right 15.00 62.5 % 1809 1809 (High Street) Arm 8 Ahead Inf 0.0 %
4/1 This lane uses a directly entered Saturation Flow 1800 1800 (Pub Lane 1)
5/1 Infinite Saturation Flow Inf Inf (Barnsley Road Exit Lane 1) 6/1 Infinite Saturation Flow Inf Inf (Doncaster Road Exit Lane 1) 7/1 Infinite Saturation Flow Inf Inf (High Street Exit Lane 1) 8/1 Infinite Saturation Flow Inf Inf (Pub Exit Lane 1)
Scenario 4: '2022 PM BASE' (FG4: '2022 PM BASE', Plan 2: 'PM PEAK') Traffic Flows, Desired Desired Flow : Destination
A B C D Tot.
A 0 129 261 0 390
B 124 0 146 0 270 Origin C 84 144 0 0 228
D 0 0 0 0 0
Tot. 208 273 407 0 888
Full Input Data And Results
Traffic Lane Flows Scenario 4: Lane 2022 PM BASE
Junction: High Street/Doncaster Rd Signals
1/1 390
2/1 270
3/1 228
4/1 0
5/1 208
6/1 273
7/1 407
8/1 0
Lane Saturation Flows Junction: High Street/Doncaster Rd Signals
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 Ahead Inf 33.1 % 1/1 4.00 0.00 Y Arm 7 Right 15.00 66.9 % 1889 1889 (Barnsley Road) Arm 8 Left Inf 0.0 %
Arm 5 Ahead Inf 45.9 % 2/1 3.10 0.00 Y Arm 7 Left 15.00 54.1 % 1826 1826 (Doncaster Road) Arm 8 Right Inf 0.0 %
Arm 5 Left 11.00 36.8 % 3/1 4.00 0.00 Y Arm 6 Right 15.00 63.2 % 1810 1810 (High Street) Arm 8 Ahead Inf 0.0 %
4/1 This lane uses a directly entered Saturation Flow 1800 1800 (Pub Lane 1)
5/1 Infinite Saturation Flow Inf Inf (Barnsley Road Exit Lane 1)
6/1 Infinite Saturation Flow Inf Inf (Doncaster Road Exit Lane 1)
7/1 Infinite Saturation Flow Inf Inf (High Street Exit Lane 1)
8/1 Infinite Saturation Flow Inf Inf (Pub Exit Lane 1)
Full Input Data And Results
Scenario 5: '2022 AM DESIGN' (FG5: '2022 AM DESIGN', Plan 1: 'AM PEAK') Traffic Flows, Desired Desired Flow : Destination
A B C D Tot.
A 0 97 260 0 357
B 140 0 183 0 323 Origin C 57 100 0 0 157
D 0 0 0 0 0
Tot. 197 197 443 0 837
Traffic Lane Flows Scenario 5: Lane 2022 AM DESIGN
Junction: High Street/Doncaster Rd Signals
1/1 357
2/1 323
3/1 157
4/1 0
5/1 197
6/1 197
7/1 443
8/1 0 Full Input Data And Results
Lane Saturation Flows Junction: High Street/Doncaster Rd Signals 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 Ahead Inf 27.2 % 1/1 4.00 0.00 Y Arm 7 Right 15.00 72.8 % 1878 1878 (Barnsley Road) Arm 8 Left Inf 0.0 %
Arm 5 Ahead Inf 43.3 % 2/1 3.10 0.00 Y Arm 7 Left 15.00 56.7 % 1822 1822 (Doncaster Road) Arm 8 Right Inf 0.0 %
Arm 5 Left 11.00 36.3 % 3/1 4.00 0.00 Y Arm 6 Right 15.00 63.7 % 1810 1810 (High Street) Arm 8 Ahead Inf 0.0 %
4/1 This lane uses a directly entered Saturation Flow 1800 1800 (Pub Lane 1)
5/1 Infinite Saturation Flow Inf Inf (Barnsley Road Exit Lane 1) 6/1 Infinite Saturation Flow Inf Inf (Doncaster Road Exit Lane 1) 7/1 Infinite Saturation Flow Inf Inf (High Street Exit Lane 1) 8/1 Infinite Saturation Flow Inf Inf (Pub Exit Lane 1)
Scenario 6: '2022 PM DESIGN' (FG6: '2022 PM DESIGN', Plan 2: 'PM PEAK') Traffic Flows, Desired Desired Flow : Destination
A B C D Tot.
A 0 152 261 0 413
B 137 0 154 0 291 Origin C 84 160 0 0 244
D 0 0 0 0 0
Tot. 221 312 415 0 948
Full Input Data And Results
Traffic Lane Flows Scenario 6: Lane 2022 PM DESIGN
Junction: High Street/Doncaster Rd Signals
1/1 413
2/1 291
3/1 244
4/1 0
5/1 221
6/1 312
7/1 415
8/1 0
Lane Saturation Flows Junction: High Street/Doncaster Rd Signals
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 Ahead Inf 36.8 % 1/1 4.00 0.00 Y Arm 7 Right 15.00 63.2 % 1895 1895 (Barnsley Road) Arm 8 Left Inf 0.0 %
Arm 5 Ahead Inf 47.1 % 2/1 3.10 0.00 Y Arm 7 Left 15.00 52.9 % 1828 1828 (Doncaster Road) Arm 8 Right Inf 0.0 %
Arm 5 Left 11.00 34.4 % 3/1 4.00 0.00 Y Arm 6 Right 15.00 65.6 % 1811 1811 (High Street) Arm 8 Ahead Inf 0.0 %
4/1 This lane uses a directly entered Saturation Flow 1800 1800 (Pub Lane 1)
5/1 Infinite Saturation Flow Inf Inf (Barnsley Road Exit Lane 1)
6/1 Infinite Saturation Flow Inf Inf (Doncaster Road Exit Lane 1)
7/1 Infinite Saturation Flow Inf Inf (High Street Exit Lane 1)
8/1 Infinite Saturation Flow Inf Inf (Pub Exit Lane 1)
Scenario 1: 'AM COUNT' (FG1: 'AM COUNT', Plan 1: 'AM PEAK') Stage Sequence Diagram 1 Min: 7 2 Min: 7 3 Min: 7 5 Min: 9 1 Min: 7 2 Min: 7
A A E B B
C 6 39s 6 16s 6 8s 8 9s 9 17s 6 28s Full Input Data And Results 3 Min: 7
C 6 16s
Stage Timings Stage 1 2 3 5 1 2 3
Duration 39 16 8 9 17 28 16
Change Point 0 45 67 81 98 124 158
Signal Timings Diagram
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180
0 45 67 81 98 124 158 1 6 : 39 2 6 : 16 3 6 : 8 5 8 : 9 1 9 : 17 2 6 : 28 3 6 : 16
A A B B C C Phases D D E E
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180
Time in cycle (sec)
Full Input Data And Results Network Layout Diagram
High Street/Doncaster Rd Signals D PRC: 64.5 % Total Traffic Delay: 7.5 pcuHr
Ave. Route Delay Per Ped: 0.0 s/Ped 1
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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: High St/Doncaster Rd - - N/A ------54.7% Signals
High Street/Doncaster Rd - - N/A ------54.7% Signals
Barnsley Road 1/1 Ahead Right U N/A N/A A 2 56 - 329 1874 604 54.5% Left
Doncaster 2/1 Road Ahead U N/A N/A B 2 44 - 252 1815 464 54.3% Left Right
High Street Left 3/1 U N/A N/A C 2 24 - 143 1809 261 54.7% Right Ahead
Pub Right Left 4/1 U N/A N/A D 0 0 - 0 1800 0 0.0% Ahead
Barnsley Road 5/1 U N/A N/A - - - - 155 Inf Inf 0.0% Exit
Doncaster 6/1 U N/A N/A - - - - 169 Inf Inf 0.0% Road Exit
7/1 High Street Exit U N/A N/A - - - - 400 Inf Inf 0.0%
8/1 Pub Exit U N/A N/A - - - - 0 Inf Inf 0.0%
Ped Link: P1 Ped All Red - N/A - E 1 9 - 0 - 0 0.0% Full Input Data And Results Rand + Storage Area Mean Turners When Turners In Uniform Total Av. Delay Max. Back Rand + Leaving Turners In Oversat Uniform Max Item Arriving (pcu) Unopposed Intergreen Delay Delay Per PCU of Uniform Oversat (pcu) Gaps (pcu) Delay Delay Queue (pcu) (pcu) (pcuHr) (pcuHr) (s/pcu) Queue (pcu) Queue (pcu) (pcuHr) (pcuHr) (pcu)
Network: High St/Doncaster Rd - - 0 0 0 5.8 1.8 0.0 7.5 - - - - Signals
High Street/Doncaster Rd - - 0 0 0 5.8 1.8 0.0 7.5 - - - - Signals
1/1 329 329 - - - 2.3 0.6 - 2.9 31.6 6.7 0.6 7.3
2/1 252 252 - - - 2.0 0.6 - 2.6 37.6 5.8 0.6 6.4
3/1 143 143 - - - 1.4 0.6 - 2.0 51.0 3.5 0.6 4.1
4/1 0 0 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
5/1 155 155 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 169 169 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
7/1 400 400 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
8/1 0 0 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
Ped Link: P1 0 0 ------
C1 PRC for Signalled Lanes (%): 64.5 Total Delay for Signalled Lanes (pcuHr): 7.54 Cycle Time (s): 180 PRC Over All Lanes (%): 64.5 Total Delay Over All Lanes(pcuHr): 7.54
Full Input Data And Results Scenario 2: 'PM COUNT' (FG2: 'PM COUNT', Plan 2: 'PM PEAK') Stage Sequence Diagram 1 Min: 7 2 Min: 7 3 Min: 7 5 Min: 9 1 Min: 7 2 Min: 7
A A E B B
C 6 33s 6 18s 6 8s 8 9s 9 21s 6 20s 3 Min: 7
C 6 24s
Stage Timings Stage 1 2 3 5 1 2 3
Duration 33 18 8 9 21 20 24
Change Point 0 39 63 77 94 124 150
Signal Timings Diagram
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180
0 39 63 77 94 124 150 1 6 : 33 2 6 : 18 3 6 : 8 5 8 : 9 1 9 : 21 2 6 : 20 3 6 : 24
A A B B C C Phases D D E E
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180
Time in cycle (sec)
Full Input Data And Results Network Layout Diagram
High Street/Doncaster Rd Signals D PRC: 45.7 % Total Traffic Delay: 9.2 pcuHr
Ave. Route Delay Per Ped: 0.0 s/Ped 1
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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: High St/Doncaster Rd - - N/A ------61.8% Signals
High Street/Doncaster Rd - - N/A ------61.8% Signals
Barnsley Road 1/1 Ahead Right U N/A N/A A 2 54 - 362 1884 586 61.8% Left
Doncaster 2/1 Road Ahead U N/A N/A B 2 38 - 249 1825 406 61.4% Left Right
High Street Left 3/1 U N/A N/A C 2 32 - 211 1809 342 61.8% Right Ahead
Pub Right Left 4/1 U N/A N/A D 0 0 - 0 1800 0 0.0% Ahead
Barnsley Road 5/1 U N/A N/A - - - - 194 Inf Inf 0.0% Exit
Doncaster 6/1 U N/A N/A - - - - 241 Inf Inf 0.0% Road Exit
7/1 High Street Exit U N/A N/A - - - - 387 Inf Inf 0.0%
8/1 Pub Exit U N/A N/A - - - - 0 Inf Inf 0.0%
Ped Link: P1 Ped All Red - N/A - E 1 9 - 0 - 0 0.0% Full Input Data And Results Rand + Storage Area Mean Turners When Turners In Uniform Total Av. Delay Max. Back Rand + Leaving Turners In Oversat Uniform Max Item Arriving (pcu) Unopposed Intergreen Delay Delay Per PCU of Uniform Oversat (pcu) Gaps (pcu) Delay Delay Queue (pcu) (pcu) (pcuHr) (pcuHr) (s/pcu) Queue (pcu) Queue (pcu) (pcuHr) (pcuHr) (pcu)
Network: High St/Doncaster Rd - - 0 0 0 6.8 2.4 0.0 9.2 - - - - Signals
High Street/Doncaster Rd - - 0 0 0 6.8 2.4 0.0 9.2 - - - - Signals
1/1 362 362 - - - 2.7 0.8 - 3.5 34.4 7.7 0.8 8.5
2/1 249 249 - - - 2.2 0.8 - 3.0 43.0 5.9 0.8 6.7
3/1 211 211 - - - 2.0 0.8 - 2.8 47.3 5.2 0.8 6.0
4/1 0 0 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
5/1 194 194 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 241 241 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
7/1 387 387 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
8/1 0 0 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
Ped Link: P1 0 0 ------
C1 PRC for Signalled Lanes (%): 45.7 Total Delay for Signalled Lanes (pcuHr): 9.21 Cycle Time (s): 180 PRC Over All Lanes (%): 45.7 Total Delay Over All Lanes(pcuHr): 9.21
Full Input Data And Results Scenario 3: '2022 AM BASE' (FG3: '2022 AM BASE', Plan 1: 'AM PEAK') Stage Sequence Diagram 1 Min: 7 2 Min: 7 3 Min: 7 5 Min: 9 1 Min: 7 2 Min: 7
A A E B B
C 6 35s 6 20s 6 7s 8 9s 9 19s 6 26s 3 Min: 7
C 6 17s
Stage Timings Stage 1 2 3 5 1 2 3
Duration 35 20 7 9 19 26 17
Change Point 0 41 67 80 97 125 157
Signal Timings Diagram
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180
0 41 67 80 97 125 157 1 6 : 35 2 6 : 20 3 6 : 7 5 8 : 9 1 9 : 19 2 6 : 26 3 6 : 17
A A B B C C Phases D D E E
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180
Time in cycle (sec)
Full Input Data And Results Network Layout Diagram
High Street/Doncaster Rd Signals D PRC: 50.4 % Total Traffic Delay: 8.5 pcuHr
Ave. Route Delay Per Ped: 0.0 s/Ped 1
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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: High St/Doncaster Rd - - N/A ------59.8% Signals
High Street/Doncaster Rd - - N/A ------59.8% Signals
Barnsley Road 1/1 Ahead Right U N/A N/A A 2 54 - 349 1875 583 59.8% Left
Doncaster 2/1 Road Ahead U N/A N/A B 2 46 - 285 1818 485 58.8% Left Right
High Street Left 3/1 U N/A N/A C 2 24 - 152 1809 261 58.2% Right Ahead
Pub Right Left 4/1 U N/A N/A D 0 0 - 0 1800 0 0.0% Ahead
Barnsley Road 5/1 U N/A N/A - - - - 174 Inf Inf 0.0% Exit
Doncaster 6/1 U N/A N/A - - - - 184 Inf Inf 0.0% Road Exit
7/1 High Street Exit U N/A N/A - - - - 428 Inf Inf 0.0%
8/1 Pub Exit U N/A N/A - - - - 0 Inf Inf 0.0%
Ped Link: P1 Ped All Red - N/A - E 1 9 - 0 - 0 0.0% Full Input Data And Results Rand + Storage Area Mean Turners When Turners In Uniform Total Av. Delay Max. Back Rand + Leaving Turners In Oversat Uniform Max Item Arriving (pcu) Unopposed Intergreen Delay Delay Per PCU of Uniform Oversat (pcu) Gaps (pcu) Delay Delay Queue (pcu) (pcu) (pcuHr) (pcuHr) (s/pcu) Queue (pcu) Queue (pcu) (pcuHr) (pcuHr) (pcu)
Network: High St/Doncaster Rd - - 0 0 0 6.3 2.1 0.0 8.5 - - - - Signals
High Street/Doncaster Rd - - 0 0 0 6.3 2.1 0.0 8.5 - - - - Signals
1/1 349 349 - - - 2.5 0.7 - 3.3 33.9 7.6 0.7 8.3
2/1 285 285 - - - 2.3 0.7 - 3.0 37.7 6.4 0.7 7.1
3/1 152 152 - - - 1.5 0.7 - 2.2 52.4 3.8 0.7 4.4
4/1 0 0 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
5/1 174 174 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 184 184 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
7/1 428 428 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
8/1 0 0 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
Ped Link: P1 0 0 ------
C1 PRC for Signalled Lanes (%): 50.4 Total Delay for Signalled Lanes (pcuHr): 8.48 Cycle Time (s): 180 PRC Over All Lanes (%): 50.4 Total Delay Over All Lanes(pcuHr): 8.48
Full Input Data And Results Scenario 4: '2022 PM BASE' (FG4: '2022 PM BASE', Plan 2: 'PM PEAK') Stage Sequence Diagram 1 Min: 7 2 Min: 7 3 Min: 7 5 Min: 9 1 Min: 7 2 Min: 7
A A E B B
C 6 33s 6 19s 6 9s 8 9s 9 21s 6 19s 3 Min: 7
C 6 23s
Stage Timings Stage 1 2 3 5 1 2 3
Duration 33 19 9 9 21 19 23
Change Point 0 39 64 79 96 126 151
Signal Timings Diagram
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180
0 39 64 79 96 126 151 1 6 : 33 2 6 : 19 3 6 : 9 5 8 : 9 1 9 : 21 2 6 : 19 3 6 : 23
A A B B C C Phases D D E E
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180
Time in cycle (sec)
Full Input Data And Results Network Layout Diagram
High Street/Doncaster Rd Signals D PRC: 35.0 % Total Traffic Delay: 10.4 pcuHr
Ave. Route Delay Per Ped: 0.0 s/Ped 1
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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: High St/Doncaster Rd - - N/A ------66.7% Signals
High Street/Doncaster Rd - - N/A ------66.7% Signals
Barnsley Road 1/1 Ahead Right U N/A N/A A 2 54 - 390 1889 588 66.4% Left
Doncaster 2/1 Road Ahead U N/A N/A B 2 38 - 270 1826 406 66.5% Left Right
High Street Left 3/1 U N/A N/A C 2 32 - 228 1810 342 66.7% Right Ahead
Pub Right Left 4/1 U N/A N/A D 0 0 - 0 1800 0 0.0% Ahead
Barnsley Road 5/1 U N/A N/A - - - - 208 Inf Inf 0.0% Exit
Doncaster 6/1 U N/A N/A - - - - 273 Inf Inf 0.0% Road Exit
7/1 High Street Exit U N/A N/A - - - - 407 Inf Inf 0.0%
8/1 Pub Exit U N/A N/A - - - - 0 Inf Inf 0.0%
Ped Link: P1 Ped All Red - N/A - E 1 9 - 0 - 0 0.0% Full Input Data And Results Storage Rand + Rand + Mean Turners When Turners In Uniform Area Total Av. Delay Max. Back Leaving Turners In Oversat Oversat Max Item Arriving (pcu) Unopposed Intergreen Delay Uniform Delay Per PCU of Uniform (pcu) Gaps (pcu) Delay Queue Queue (pcu) (pcu) (pcuHr) Delay (pcuHr) (s/pcu) Queue (pcu) (pcuHr) (pcu) (pcu) (pcuHr)
Network: High St/Doncaster Rd - - 0 0 0 7.5 2.9 0.0 10.4 - - - - Signals
High Street/Doncaster Rd - - 0 0 0 7.5 2.9 0.0 10.4 - - - - Signals
1/1 390 390 - - - 2.9 1.0 - 3.9 36.0 8.8 1.0 9.8
2/1 270 270 - - - 2.4 1.0 - 3.4 45.1 6.4 1.0 7.4
3/1 228 228 - - - 2.2 1.0 - 3.1 49.5 5.6 1.0 6.6
4/1 0 0 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
5/1 208 208 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 273 273 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
7/1 407 407 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
8/1 0 0 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
Ped Link: P1 0 0 ------
C1 PRC for Signalled Lanes (%): 35.0 Total Delay for Signalled Lanes (pcuHr): 10.42 Cycle Time (s): 180 PRC Over All Lanes (%): 35.0 Total Delay Over All Lanes(pcuHr): 10.42
Full Input Data And Results Scenario 5: '2022 AM DESIGN' (FG5: '2022 AM DESIGN', Plan 1: 'AM PEAK') Stage Sequence Diagram 1 Min: 7 2 Min: 7 3 Min: 7 5 Min: 9 1 Min: 7 2 Min: 7
A A E B B
C 6 33s 6 23s 6 7s 8 9s 9 19s 6 26s 3 Min: 7
C 6 16s
Stage Timings Stage 1 2 3 5 1 2 3
Duration 33 23 7 9 19 26 16
Change Point 0 39 68 81 98 126 158
Signal Timings Diagram
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180
0 39 68 81 98 126 158 1 6 : 33 2 6 : 23 3 6 : 7 5 8 : 9 1 9 : 19 2 6 : 26 3 6 : 16
A A B B C C Phases D D E E
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180
Time in cycle (sec)
Full Input Data And Results Network Layout Diagram
High Street/Doncaster Rd Signals D PRC: 42.0 % Total Traffic Delay: 9.3 pcuHr
Ave. Route Delay Per Ped: 0.0 s/Ped 1
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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: High St/Doncaster Rd - - N/A ------63.4% Signals
High Street/Doncaster Rd - - N/A ------63.4% Signals
Barnsley Road 1/1 Ahead Right U N/A N/A A 2 52 - 357 1878 563 63.4% Left
Doncaster 2/1 Road Ahead U N/A N/A B 2 49 - 323 1822 516 62.6% Left Right
High Street Left 3/1 U N/A N/A C 2 23 - 157 1810 251 62.5% Right Ahead
Pub Right Left 4/1 U N/A N/A D 0 0 - 0 1800 0 0.0% Ahead
Barnsley Road 5/1 U N/A N/A - - - - 197 Inf Inf 0.0% Exit
Doncaster 6/1 U N/A N/A - - - - 197 Inf Inf 0.0% Road Exit
7/1 High Street Exit U N/A N/A - - - - 443 Inf Inf 0.0%
8/1 Pub Exit U N/A N/A - - - - 0 Inf Inf 0.0%
Ped Link: P1 Ped All Red - N/A - E 1 9 - 0 - 0 0.0% Full Input Data And Results Storage Rand + Rand + Mean Turners When Turners In Uniform Area Total Av. Delay Max. Back Leaving Turners In Oversat Oversat Max Item Arriving (pcu) Unopposed Intergreen Delay Uniform Delay Per PCU of Uniform (pcu) Gaps (pcu) Delay Queue Queue (pcu) (pcu) (pcuHr) Delay (pcuHr) (s/pcu) Queue (pcu) (pcuHr) (pcu) (pcu) (pcuHr)
Network: High St/Doncaster Rd - - 0 0 0 6.8 2.5 0.0 9.3 - - - - Signals
High Street/Doncaster Rd - - 0 0 0 6.8 2.5 0.0 9.3 - - - - Signals
1/1 357 357 - - - 2.7 0.9 - 3.6 36.0 8.1 0.9 9.0
2/1 323 323 - - - 2.5 0.8 - 3.4 37.3 7.2 0.8 8.0
3/1 157 157 - - - 1.6 0.8 - 2.4 55.4 3.9 0.8 4.7
4/1 0 0 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
5/1 197 197 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 197 197 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
7/1 443 443 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
8/1 0 0 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
Ped Link: P1 0 0 ------
C1 PRC for Signalled Lanes (%): 42.0 Total Delay for Signalled Lanes (pcuHr): 9.34 Cycle Time (s): 180 PRC Over All Lanes (%): 42.0 Total Delay Over All Lanes(pcuHr): 9.34
Full Input Data And Results Scenario 6: '2022 PM DESIGN' (FG6: '2022 PM DESIGN', Plan 2: 'PM PEAK') Stage Sequence Diagram 1 Min: 7 2 Min: 7 3 Min: 7 5 Min: 9 1 Min: 7 2 Min: 7
A A E B B
C 6 27s 6 20s 6 9s 8 9s 9 26s 6 19s 3 Min: 7
C 6 23s
Stage Timings Stage 1 2 3 5 1 2 3
Duration 27 20 9 9 26 19 23
Change Point 0 33 59 74 91 126 151
Signal Timings Diagram
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180
0 33 59 74 91 126 151 1 6 : 27 2 6 : 20 3 6 : 9 5 8 : 9 1 9 : 26 2 6 : 19 3 6 : 23
A A B B C C Phases D D E E
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180
Time in cycle (sec)
Full Input Data And Results Network Layout Diagram
High Street/Doncaster Rd Signals D PRC: 26.2 % Total Traffic Delay: 11.7 pcuHr
Ave. Route Delay Per Ped: 0.0 s/Ped 1
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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: High St/Doncaster Rd - - N/A ------71.3% Signals
High Street/Doncaster Rd - - N/A ------71.3% Signals
Barnsley Road 1/1 Ahead Right U N/A N/A A 2 53 - 413 1895 579 71.3% Left
Doncaster 2/1 Road Ahead U N/A N/A B 2 39 - 291 1828 416 69.9% Left Right
High Street Left 3/1 U N/A N/A C 2 32 - 244 1811 342 71.3% Right Ahead
Pub Right Left 4/1 U N/A N/A D 0 0 - 0 1800 0 0.0% Ahead
Barnsley Road 5/1 U N/A N/A - - - - 221 Inf Inf 0.0% Exit
Doncaster 6/1 U N/A N/A - - - - 312 Inf Inf 0.0% Road Exit
7/1 High Street Exit U N/A N/A - - - - 415 Inf Inf 0.0%
8/1 Pub Exit U N/A N/A - - - - 0 Inf Inf 0.0%
Ped Link: P1 Ped All Red - N/A - E 1 9 - 0 - 0 0.0% Full Input Data And Results Storage Rand + Rand + Mean Turners When Turners In Uniform Area Total Av. Delay Max. Back Leaving Turners In Oversat Oversat Max Item Arriving (pcu) Unopposed Intergreen Delay Uniform Delay Per PCU of Uniform (pcu) Gaps (pcu) Delay Queue Queue (pcu) (pcu) (pcuHr) Delay (pcuHr) (s/pcu) Queue (pcu) (pcuHr) (pcu) (pcu) (pcuHr)
Network: High St/Doncaster Rd - - 0 0 0 8.1 3.6 0.0 11.7 - - - - Signals
High Street/Doncaster Rd - - 0 0 0 8.1 3.6 0.0 11.7 - - - - Signals
1/1 413 413 - - - 3.2 1.2 - 4.4 38.5 9.6 1.2 10.9
2/1 291 291 - - - 2.6 1.1 - 3.7 46.1 6.9 1.1 8.0
3/1 244 244 - - - 2.4 1.2 - 3.6 52.6 6.4 1.2 7.6
4/1 0 0 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
5/1 221 221 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 312 312 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
7/1 415 415 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
8/1 0 0 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
Ped Link: P1 0 0 ------
C1 PRC for Signalled Lanes (%): 26.2 Total Delay for Signalled Lanes (pcuHr): 11.71 Cycle Time (s): 180 PRC Over All Lanes (%): 26.2 Total Delay Over All Lanes(pcuHr): 11.71
Former Goldthorpe Colliery
Appendix H Queue Length Survey Information
Transport Assessment Sir Robert Ogden
DATE: TUESDAY 13th JUNE 2017 QUEUE SURVEY LOCATION: PUB ACCESS / DONCASTER ROAD / HIGH STREET / BARNSLEY ROAD
PUB ACCESS DONCASTER ROAD HIGH STREET BARNSLEY ROAD
Spot Queue LANE 1 (N/S) LANE 1 (N/S) LANE 1 (N/S) LANE 1 (N/S) Length at 5 min intervals (end of QUEU QUEU QUEU QUEU LIGHT HEAVI LIGHT HEAVI LIGHT HEAVI LIGHT HEAVI E E E E red) S ES S ES S ES S ES LENGT LENGT LENGT LENGT 7:00 0 0 0 3 0 17 0 0 0 1 0 6 7:05 0 0 0 1 0 6 1 0 6 1 0 6 7:10 0 0 0 1 0 6 2 0 11 1 0 6 7:15 0 0 0 1 0 6 3 0 17 2 0 11 7:20 0 0 0 2 0 11 2 0 11 2 1 26 7:25 0 0 0 4 0 22 1 0 6 2 0 11 7:30 0 0 0 4 0 22 1 0 6 4 0 22 7:35 0 0 0 4 0 22 0 0 0 4 0 22 7:40 0 0 0 2 0 11 1 0 6 4 0 22 7:45 0 0 0 4 0 22 1 0 6 5 0 28 7:50 0 0 0 2 0 11 2 0 11 9 1 65 7:55 0 0 0 3 0 17 2 0 11 7 0 39 8:00 0 0 0 4 0 22 5 0 28 2 0 11 8:05 0 0 0 5 0 28 1 0 6 4 0 22 8:10 0 0 0 6 0 33 0 0 0 11 0 61 8:15 0 0 0 7 0 39 2 0 11 19 0 105 8:20 0 0 0 5 0 28 0 0 0 5 0 28 8:25 0 0 0 0 0 0 1 0 6 3 0 17 8:30 0 0 0 5 0 28 8 0 44 12 1 81 8:35 0 0 0 3 0 17 8 0 44 9 0 50 8:40 0 0 0 6 0 33 0 0 0 8 0 44 8:45 0 0 0 7 0 39 0 0 0 11 0 61 8:50 0 0 0 3 0 17 0 0 0 3 0 17 8:55 1 0 6 7 0 39 0 0 0 11 0 61 9:00 0 0 0 2 0 11 0 0 0 5 0 28 9:05 0 0 0 4 0 22 1 0 6 11 0 61 9:10 0 0 0 7 0 39 0 0 0 9 0 50 9:15 0 0 0 2 0 11 0 0 0 6 1 48 9:20 0 0 0 5 0 28 0 0 0 11 1 76 9:25 0 0 0 2 0 11 1 0 6 3 0 17 9:30 0 0 0 1 0 6 0 0 0 9 0 50 9:35 1 0 6 3 0 17 7 0 39 8 0 44 9:40 0 0 0 7 0 39 0 0 0 3 0 17 9:45 0 0 0 2 0 11 5 0 28 11 0 61 9:50 0 0 0 4 0 22 0 0 0 10 0 55 9:55 0 0 0 5 0 28 0 0 0 19 0 105
16:00 0 0 0 0 0 0 0 0 0 0 0 0 16:05 0 0 0 0 0 0 0 0 0 0 0 0 16:10 0 0 0 0 0 0 0 0 0 0 0 0 16:15 0 0 0 1 0 6 1 0 6 9 0 50 16:20 0 0 0 4 0 22 4 0 22 6 0 33 16:25 0 0 0 4 0 22 1 0 6 4 0 22 16:30 0 0 0 3 0 17 0 0 0 4 0 22 16:35 0 0 0 2 0 11 0 0 0 3 1 32 16:40 0 0 0 7 0 39 2 0 11 2 1 26 16:45 0 0 0 8 0 44 1 0 6 9 0 50 16:50 0 0 0 4 1 37 2 0 11 5 0 28 16:55 0 0 0 2 0 11 0 0 0 8 0 44 17:00 1 0 6 3 0 17 0 0 0 5 0 28 17:05 0 0 0 6 0 33 4 0 22 14 0 77 17:10 0 0 0 9 0 50 0 0 0 21 0 116 17:15 0 0 0 4 0 22 8 0 44 21 1 131 17:20 0 0 0 7 0 39 0 0 0 12 1 81 17:25 0 0 0 4 0 22 6 0 33 2 0 11 17:30 0 0 0 4 0 22 0 0 0 9 0 50 17:35 0 0 0 2 0 11 0 0 0 3 0 17 17:40 0 0 0 6 0 33 3 0 17 5 0 28 17:45 0 0 0 2 1 26 6 0 33 3 0 17 17:50 0 0 0 2 1 26 0 0 0 3 0 17 17:55 0 0 0 3 0 17 0 0 0 3 0 17 18:00 0 0 0 3 0 17 8 0 44 3 1 32 18:05 0 0 0 8 0 44 0 0 0 4 1 37 18:10 0 0 0 8 0 44 0 0 0 7 0 39 18:15 0 0 0 3 0 17 0 0 0 3 0 17 18:20 0 0 0 2 0 11 0 0 0 1 0 6 18:25 0 0 0 2 0 11 2 0 11 6 0 33 18:30 0 0 0 3 0 17 0 0 0 3 0 17 18:35 0 0 0 2 0 11 0 0 0 3 0 17 18:40 0 0 0 7 0 39 2 0 11 3 0 17 18:45 0 0 0 8 0 44 0 0 0 3 0 17 18:50 0 0 0 3 0 17 0 0 0 4 0 22 18:55 0 0 0 0 0 0 0 0 0 3 0 17 DATE: TUESDAY 13th JUNE 2017 QUEUE SURVEY LOCATION: NORA STREET / DONCASTER ROAD / KINGSMARK WAY
DONCASTER ROAD DONCASTER ROAD NORA STREET KINGSMARK WAY (EAST) (WEST)
Spot Queue LANE 1 (N/S) LANE 1 (N/S) LANE 1 (N/S) LANE 1 (N/S) Length at 5 min QUEU QUEU QUEU QUEU LIGHT HEAVI LIGHT HEAVI LIGHT HEAVI LIGHT HEAVI intervals E E E E S ES S ES S ES S ES LENGT LENGT LENGT LENGT 7:00 0 0 0 0 0 0 0 0 0 0 0 0 7:05 0 0 0 0 0 0 0 0 0 0 0 0 7:10 0 0 0 0 0 0 0 0 0 0 0 0 7:15 0 0 0 0 0 0 0 0 0 0 0 0 7:20 0 0 0 0 0 0 0 0 0 0 0 0 7:25 0 0 0 0 0 0 0 0 0 0 0 0 7:30 0 0 0 0 0 0 0 0 0 0 0 0 7:35 0 0 0 0 0 0 0 0 0 0 0 0 7:40 0 0 0 0 0 0 0 0 0 0 0 0 7:45 0 0 0 0 0 0 0 0 0 0 0 0 7:50 0 0 0 0 0 0 0 0 0 0 0 0 7:55 0 0 0 0 0 0 0 0 0 0 0 0 8:00 0 0 0 0 0 0 0 0 0 0 0 0 8:05 0 0 0 0 0 0 1 0 6 0 0 0 8:10 0 0 0 0 0 0 0 0 0 0 0 0 8:15 0 0 0 0 0 0 0 0 0 0 0 0 8:20 0 0 0 0 0 0 1 0 6 0 0 0 8:25 0 0 0 0 0 0 0 0 0 0 0 0 8:30 0 0 0 0 0 0 0 0 0 0 0 0 8:35 0 0 0 0 0 0 0 0 0 0 0 0 8:40 0 0 0 0 0 0 0 0 0 0 0 0 8:45 0 0 0 0 0 0 0 0 0 0 0 0 8:50 0 0 0 0 0 0 0 0 0 0 0 0 8:55 0 0 0 0 0 0 0 0 0 0 0 0 9:00 0 0 0 0 0 0 0 0 0 0 0 0 9:05 0 0 0 0 0 0 0 0 0 0 0 0 9:10 0 0 0 0 0 0 0 0 0 0 0 0 9:15 0 0 0 0 0 0 1 0 6 0 0 0 9:20 0 0 0 0 0 0 1 0 6 0 0 0 9:25 0 0 0 0 0 0 0 0 0 0 0 0 9:30 0 0 0 0 0 0 0 0 0 0 0 0 9:35 0 0 0 0 0 0 0 0 0 0 0 0 9:40 0 0 0 0 0 0 0 0 0 0 0 0 9:45 0 0 0 0 0 0 0 0 0 0 0 0 9:50 0 0 0 0 0 0 0 0 0 0 0 0 9:55 0 0 0 0 0 0 0 0 0 0 0 0
16:00 0 0 0 0 0 0 0 0 0 0 0 0 16:05 0 0 0 0 0 0 0 0 0 0 0 0 16:10 0 0 0 0 0 0 0 0 0 0 0 0 16:15 0 0 0 0 0 0 0 0 0 0 0 0 16:20 0 0 0 0 0 0 0 0 0 0 0 0 16:25 0 0 0 0 0 0 0 0 0 0 0 0 16:30 0 0 0 0 0 0 0 0 0 0 0 0 16:35 0 0 0 0 0 0 0 0 0 0 0 0 16:40 0 0 0 0 0 0 1 0 6 0 0 0 16:45 0 0 0 0 0 0 0 0 0 0 0 0 16:50 0 0 0 0 0 0 0 0 0 0 0 0 16:55 0 0 0 0 0 0 0 0 0 0 0 0 17:00 0 0 0 0 0 0 0 0 0 0 0 0 17:05 0 0 0 0 0 0 0 0 0 0 0 0 17:10 0 0 0 0 0 0 0 0 0 0 0 0 17:15 0 0 0 0 0 0 1 0 6 0 0 0 17:20 0 0 0 0 0 0 0 0 0 0 0 0 17:25 0 0 0 0 0 0 0 0 0 0 0 0 17:30 0 0 0 0 0 0 0 0 0 0 0 0 17:35 0 0 0 0 0 0 0 0 0 0 0 0 17:40 0 0 0 0 0 0 0 0 0 0 0 0 17:45 0 0 0 0 0 0 0 0 0 0 0 0 17:50 0 0 0 0 0 0 0 0 0 0 0 0 17:55 0 0 0 0 0 0 0 0 0 0 0 0 18:00 0 0 0 0 0 0 0 0 0 0 0 0 18:05 0 0 0 0 0 0 0 0 0 0 0 0 18:10 0 0 0 0 0 0 0 0 0 0 0 0 18:15 0 0 0 0 0 0 0 0 0 0 0 0 18:20 0 0 0 0 0 0 0 0 0 0 0 0 18:25 0 0 0 0 0 0 0 0 0 0 0 0 18:30 0 0 0 0 0 0 0 0 0 0 0 0 18:35 0 0 0 0 0 0 0 0 0 0 0 0 18:40 0 0 0 0 0 0 0 0 0 0 0 0 18:45 0 0 0 0 0 0 0 0 0 0 0 0 18:50 0 0 0 0 0 0 0 0 0 0 0 0 18:55 0 0 0 0 0 0 0 0 0 0 0 0 Former Goldthorpe Colliery
Appendix I High Street/Doncaster Road Existing Highway Layout
Transport Assessment Sir Robert Ogden