traffic engineering and transport planning

Philip Parker Planning Services Ltd

Proposed Residential Development Land South of Racecourse Road, , North Transport Assessment July 2016

Armstrong House, The Flemingate Centre, Armstrong Way, Beverley. HU17 0NZ

 01482 679 911  info@local -transport -projects.co.uk  www.local -transport -projects.co.uk Registered No . 5295328 Philip Parker Planning Services Ltd

Proposed Residential Development Land South of Racecourse Road, East Ayton , Transport Assessment July 2016

Client Commission Client: Philip Parker Planning Services Ltd Date Commissioned: May 2016 Commissioned By: Philip Parker Order No: -

LTP Quality Control Job No: LTP/16/2326 File Ref: Racecourse Road, East Ayton TA - Draft Issue 1 Issue Revision Description Originated Checked Date - - Final Issue RD SW 08/07/2016 1 - Draft for Client Comment RD SW 07 /0 6/2016 Authorised for Issue: AM

LTP PROJECT TEAM As part of our commitment to quality the following team of transport professionals was assembled specifically for the delivery o f this project. Relevant qualifications are shown and CV’s are available upon request to demonstrate our experience and credentials.

Team Member LTP Designation Qualifications

Andy Mayo Director (Project Manager) BA(Hons) MSc FIHE MCIHT CMILT

Steven Windass Principal Transport Planner BSc (Hons) MSc(Eng) MCIHT MIHE

Ryan Dyson Transport Planner MPlan (Hons) MCIHT MIHE MTPS

Dominic Saunderson Transport Planner BSc (Hons)

The contents of this document must not be copied or reproduced, in whole or in part, without the written consent of Local Transport Projects Ltd.

Document Control www.local-transport-projects.co.uk Proposed Residential Development Land South of Racecourse Road, East Ayton Transport Assessment

PROPOSED RESIDENTIAL DEVELOPMENT AT LAND SOUTH OF RACECOURSE ROAD, EAST AYTON, NORTH YORKSHIRE TRANSPORT ASSESSMENT

CONTENTS 1.0 INTRODUCTION ...... 4 1.1 Background ...... 4 1.2 Scope ...... 4 1.3 Site Location & Existing Use ...... 6 1.4 Planning History ...... 6 1.5 Committed Development ...... 7 1.6 Development Proposals & Access Arrangements ...... 8 1.7 Proposed Residential Car Parking Arrangements ...... 10 2.0 SITE ASSESSMENT ...... 11 2.1 Introduction ...... 11 2.2 Local Highway Network ...... 11 2.3 Pedestrian Provision ...... 12 2.4 Cycle Provision ...... 15 2.5 Public Transport Provision ...... 16 2.6 Sustainable Access Summary ...... 18 2.7 Air Quality Management Area (AQMA) ...... 18 3.0 ROAD CASUALTY APPRAISAL ...... 19 3.1 Collision Record ...... 19 3.2 Casualties ...... 20 3.3 Collision Conditions ...... 20 3.4 Collision Times ...... 21 3.5 Road Safety Impact ...... 21 4.0 TRIP GENERATION ...... 23 4.1 Baseline Traffic Flows ...... 23 4.2 Peak Hours ...... 23 4.3 Proposed Traffic Generation ...... 24 4.4 Modal Split & Person Trip Generation ...... 25 5.0 TRAFFIC IMPACT ...... 27 5.1 Committed Developments ...... 27 5.2 Assessment Scenarios ...... 27 5.3 Traffic Distribution & Assignment ...... 28 5.4 Impact at Local Junctions ...... 29 5.5 Main Street/Seamer Road/Racecourse Road Junction Capacity Assessment...... 30 5.6 Stepney Road/Stepney Drive/Sandybed Lane Junction Capacity Assessment ...... 32 5.7 Capacity of Proposed Vehicular Access ...... 33 5.8 Impact on Local Highway Network ...... 33 6.0 CONCLUSIONS ...... 35 7.0 REFERENCES ...... 37

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APPENDICES

Appendix 1 – Proposed Site Layout Plan Appendix 2 – Road Casualty Data Appendix 3 – Local Traffic Flow Data Appendix 4 – TRICS Outputs Appendix 5 – Person Trip Generation Appendix 6 - Traffic Growth Details Appendix 7 – Projected Traffic Distribution Appendix 8 – Network Diagrams Appendix 9 – ARCADY Outputs Appendix 10 – PICADY Output

TABLES

Table 1: Key Trip Attractors by Foot...... 13 Table 2: East Ayton Bus Services ...... 17 Table 3: Collision History ...... 19 Table 4: Casualty Road User Groups ...... 20 Table 5: Collision Conditions ...... 20 Table 6: Collisions by Time of Year ...... 21 Table 7: Collisions by Day and Time ...... 21 Table 8: Projected Vehicle Trip Generation ...... 24 Table 9: Projected Person Trip Generation ...... 25 Table 10: Projected Modal Trip Generation ...... 25 Table 11: Projected Vehicle Trip Generation ...... 27 Table 12: Gravity Model Results ...... 29 Table 13: Predicted Traffic Impact: Local Junctions ...... 30 Table 14: ARCADY Assessment: Main Street/Seamer Road/Racecourse Road ...... 31 Table 15: ARCADY Assessment: Stepney Road/Stepney Drive/Sandybed Lane ...... 32 Table 16: PICADY Modelling Assessment: Proposed Site Access ...... 33

FIGURES

Figure 1: Site Location ...... 6 Figure 2: Site Allocation ...... 7 Figure 3: Indicative Land Ownership Split (HA30) ...... 7 Figure 4: Existing PRoW Footpath ...... 15 Figure 5: PIC Study Area ...... 19 Figure 6: Gravity Model Zones ...... 29

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PHOTOS

Photo 1: Racecourse Road Southern Verge ...... 9 Photo 1: A170 (Racecourse Road) ...... 11 Photo 2: B1261 / A170 Junction ...... 12 Photo 3: Racecourse Road ...... 14 Photo 4: Main Street Pedestrian Crossing ...... 14 Photo 5: Bus Stops on Racecourse Road ...... 16 Photo 6: Eastbound Bus Stop on B1261 Seamer Road ...... 17

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1.0 INTRODUCTION

1.1 Background

1.1.1 Local Transport Projects Ltd (LTP) has been commissioned by Philip Parker Planning Services Ltd to produce a Transport Assessment (TA) in support of a planning application which seeks to provide a residential development at land located to the south of Racecourse Road in East Ayton, North Yorkshire. 1.1.2 The current proposals are seeking consent for a development comprising of up to 70 dwellings, to be accessed via a new priority T-junction connecting with Racecourse Road. 1.1.3 The application site forms the majority of the ‘HA30 ’ site, which Scarborough Borough Council (SBC) has identified to be allocated for residential use within their forthcoming Local Plan (SBC, 2016).

1.2 Scope

1.2.1 The scope of this TA is based on the Government’s latest national planning policy, ‘National Planning Policy Framework’ (DCLG, 2012), and the accompanying ‘Planning Practice Guidance’ (DCLG, 2014), as outlined below:  Introduction & Description of Proposals: o Description of the development site, including location and existing access arrangements; o Summary of any relevant planning and/or allocation history for the site; o Description of the proposed development including site layout, pedestrian/cycle facilities and proposed access arrangements.  Site Assessment: o Site assessments to determine existing traffic conditions, such as posted speed limits, road restrictions, highway geometry, on-street parking restrictions and any other relevant features of the local area; o Assessment of the sustainable transport infrastructure (pedestrian, cycle and public transport) local to the site; o Identification of the baseline traffic situation and the level of existing traffic at key locations during peak periods, with AM and PM peak hour count data obtained at the following junctions:  Main Street/Seamer Road/Racecourse Road mini roundabout; and  Stepney Road/Stepney Drive/Sandybed Lane roundabout.  Road Casualty Appraisal: Examination of road collision records (5 year study period) and assessment of the road safety impact of the proposed development on the local highway network.

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 Traffic Impact: o Calculation of the projected trip generation for the proposed residential development utilising data from comparable sites within the latest TRICS database. These projections will include consideration of the trip generation potential of the site for all modes of travel, not just vehicular traffic; o Predicted distribution of the vehicle trips generated by the site onto the local highway network, utilising a gravity model based on travel to work patterns; o Calculation of the predicted growth in network traffic over the assessment period; o Consideration of any relevant consented developments within the local area and any committed changes to the surrounding highway network; o Development of a network model to assess the likely impact of the proposed development on vehicles, pedestrians, cyclists, road safety and the general surrounding infrastructure. This involves assessing the traffic generation of the proposals against the existing traffic flows on the local highway network; o AM and PM peak hour junction capacity assessments at key local junctions including:  Main Street/Seamer Road/Racecourse Road mini roundabout; and  Stepney Road/Stepney Drive/Sandybed Lane roundabout.  Access, Parking & Internal Layout: o Description on the proposed access arrangements and internal layout of the site, including consideration of the proposed parking provision; and o Assessment of the most appropriate junction arrangement to serve the development site, based on the relevant design standards and including a junction capacity assessment.  Conclusions: Conclusions summarising the outcomes of the TA, including a commentary on the suitability of the proposals in terms of traffic impact and road safety. 1.2.2 This report has been prepared in accordance with the above scope and reference has been made to the following documents where appropriate:  Scarborough Borough Draft Local Plan (SBC, 2016);  Planning Practice Guidance (DCLG, 2014);  National Planning Policy Framework (DCLG, 2012);  North Yorkshire County Council LTP3 (3 rd Local Transport Plan) (NYCC, 2011);  Manual for Streets 2: Wider Application of the Principles (CIHT, 2010);  Guidance on Transport Assessment (DfT, 2007a);  Manual for Streets (DfT, 2007b);  Transport Issues and Development Guide (NYCC, 2003); and  Residential Highway Design Guide (NYCC, 1999). traffic engineering and transport planning Page 5 of 37 Proposed Residential Development Land South of Racecourse Road, East Ayton Transport Assessment

1.3 Site Location & Existing Use

1.3.1 The application site is located to the east of the village of East Ayton, which lies approximately 1km west of Scarborough town centre in North Yorkshire. 1.3.2 The proposed development site is bound by Racecourse Road (A170) to the north with undeveloped agricultural fields currently forming the remaining southern, eastern and western boundaries. The approximate site boundary, within the context of the village of East Ayton, is highlighted in Figure 1. Figure 1: Site Location

Source Imagery: Copyright Google Earth Pro (License Key-JCPMR5M58LXF2GE) 1.3.3 It is understood that the site is currently used for agricultural purposes, with negligible existing traffic generation. 1.3.4 There is an existing gated access to the site connecting with Racecourse Road to the north of the site, located centrally within the site frontage.

1.4 Planning History

1.4.1 It is understood that there have been no relevant recent planning applications at the site. 1.4.2 The proposals relate to a portion of the HA30 site (‘ Land to south of Racecourse Road, East Ayton’ ) designated for housing in Scarborough Borough Council’s (SBC) latest draft Local Plan (SBC,2015a). The approximate extents of the HA30 site are shown within Figure 2:

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Figure 2: Site Allocation

Source Imagery: SBC, 2016

1.5 Committed Development

1.5.1 This TA has been commissioned by Philip Parker Planning Services Ltd on behalf of the owners of the majority of the HA30 site. Their ownership extends to approximately two thirds of the overall area of the HA30 site, as identified as parcel ‘A’ in Figure 3. The remaining portion of the site (B) is within 3 rd party ownership. Figure 3: Indicative Land Ownership Split (HA30)

B A

Source Imagery: Contains Ordnance Survey Data 2016 traffic engineering and transport planning Page 7 of 37 Proposed Residential Development Land South of Racecourse Road, East Ayton Transport Assessment

1.5.2 An outline planning application ( 15/02665/OL ) was submitted in late 2015 to SBC by another party for residential development (of 40 dwellings) on land identified as parcel ‘B’ . This has recently been afforded planning consent, subject to conditions. 1.5.3 It was proposed within the approved application that access to the parcel ‘B’ development would be by way of a ghost island priority controlled T-junction onto Racecourse Road located at the north-eastern extent of the site. As there is a ghost island and right turn lane for the existing junction of Broadlands Drive located opposite the site, alterations to existing road markings were proposed to accommodate the right turn lane for the new development access. 1.5.4 As part of the approved development, a footway will be provided between the site access and the existing footway on Racecourse Road to the west. Improved pedestrian infrastructure, via the provision of dropped crossing points and tactile paving on the route between the site and the village primary school, were also proposed. 1.5.5 The cumulative impact of this committed development has been considered within this TA in Section 5.

1.6 Development Proposals & Access Arrangements

1.6.1 The proposals for the remaining, and larger, section of the HA30 site, involve the development of the site to accommodate up to 70 residential dwellings. This TA is based upon the proposals outlined in the site plan attached as Appendix 1. 1.6.2 The development is expected to be phased over a number of years and would include a range of dwelling types and sizes. It is understood that some affordable housing would be provided as part of the development. Open green space, amenity/play space and recreational facilities would also be provided at the site as part of the development proposals. 1.6.3 It is acknowledged that the development application is currently seeking outline planning consent, therefore the proposed site layout and access arrangements shown in Appendix 1 are subject to change, with further consultation as part of the detailed reserved matters stage. 1.6.4 Proposed Vehicle Access Arrangements – The proposed residential development is to be predominantly served by a single vehicular access point, connecting with Racecourse Road to the north of the site. The internal access road is to serve a number of dwellings directly, with additional connecting cul-de-sacs and shared driveways providing access to other properties. 1.6.5 The proposed main access junction is to be a priority T-junction with a ghost island right turn lane, consistent with existing nearby junctions in the area. Racecourse Road will be widened to 9.0m within the frontage of the site, with 3.0m traffic lanes in each direction and 3.0m ghost island right lanes provided. All localised widening will be provided within land under ownership of the client and the adopted public highway.

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1.6.6 A number of additional private drives are to be provided from the southern side of Racecourse Road serving a small proportion of the development. It is understood that this frontage development has been requested by Scarborough Borough Council, the Local Planning Authority. 1.6.7 It is noted that the detailed design of the development proposals will look to ensure that the required visibility splays at the proposed access junction and private drives, which on-site surveying indicates should be achievable, are maintained and not obstructed by changes to the site frontage. 1.6.8 Proposed Pedestrian & Cyclist Access Arrangements – The proposed site layout plan included as Appendix 1 identifies that pedestrians will be able to access the residential development from the main vehicular access. As part of the development, footways are to be provided alongside the proposed vehicular access road which will ensure that the site connects with existing pedestrian infrastructure on Racecourse Road. 1.6.9 Currently, no footway is provided on the southern side of Racecourse Road along the northern frontage of the site. As part of the development proposals, it is proposed to provide a continuous 2.0m wide footway on the southern side of Racecourse Road, within the highway verge, between the sit e’s vehicular access point and along the northern site frontage, connecting with either the footway proposed as part of the adjacent committed development or existing provision to the west. Photo 1: Racecourse Road Southern Verge

1.6.10 The exact design and location of any highways works, such as the construction of access point and footway provision, are to be determined in consultation with NYYC Highways and other key stakeholders. The proposed works will be subject to detailed design and technical approval stages. It is expected that a suitable Section 278 Agreement will need to be completed between the Applicant and NYYC, allowing the required modifications to the public highway to be made. traffic engineering and transport planning Page 9 of 37 Proposed Residential Development Land South of Racecourse Road, East Ayton Transport Assessment

1.6.11 Cyclists are to access the site on-carriageway using the access roads provided from Racecourse Road, this accords with the principles outlined within ‘Manual for Streets’ (MfS), which advises that “ cyclists should generally be accommodated on the carriageway ” (Df T, 2007b). As the site access road is to cater for development traffic only and is to be designed to control vehicle speeds to appropriate levels, it is considered that there is no requirement to provide dedicated cycle lanes within the site. MfS outlines that “ in areas with low traffic volumes and speeds, there should not be any need for dedicated cycle lanes on the street ” (DfT, 2007b). It is under stood that appropriate space will be provided within the curtilage of each dwelling to store bicycles.

1.7 Proposed Residential Car Parking Arrangements

1.7.1 Parking arrangements at the site are to vary according to dwelling type. Parking arrangements that are likely to be used include integral garages, single/double garages, driveway areas and potentially some on-street parking areas. It is expected that all of the proposed dwellings are to be provided with at least 1 off-street car parking space, with several spaces and garages for larger units. Parking provision at the site is expected to be provided in accordance with NY CC’s parking standards.

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2.0 SITE ASSESSMENT

2.1 Introduction

2.1.1 This section provides a summary of the transport infrastructure local to the application site and the opportunities for sustainable modes of travel to/from the proposed residential development. An assessment of the local highway network in the vicinity of the development site is provided below.

2.2 Local Highway Network

2.2.1 As identified, the proposed residential development site is to be accessed by all modes via a junction with Racecourse Road on the northern boundary of the site. Racecourse Road forms part of the A170, which is a strategic route for NYCC, representing the main route through East/West Ayton and linking with Scarborough. 2.2.2 In the vicinity of the site Racecourse Road has a carriageway width of approximately 8.0m-9.5m with a 1.5m wide footway to the north and wide verge to the south. 2.2.3 The existing posted speed limit on Racecourse Road within the frontage of the site is 40mph. To the west, towards the village centre, this lowers a 30mph limit approximately 130m west of the proposed site access location. To the east of Betton Farm Business Park, Racecourse Road becomes derestricted (60mph) approximately 500m east of the proposed site access location. Photo 2: A170 (Racecourse Road)

2.2.4 Racecourse Road connects with Main Street and Seamer Road by way of a mini- roundabout junction approximately 500m to the west of the application site.

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Photo 3: B1261 / A170 Junction

2.2.5 To the north of the site, Racecourse Road extends to the town of Scarborough meeting the four-armed Stepney Road/Sandybed Lane/Stepney Lane roundabout. Routes to the majority of amenities within Scarborough are available via this roundabout, particularly Scarborough Sixth Form College and Scarborough and District Hospital which are located nearby.

2.3 Pedestrian Provision

2.3.1 Guidance from Chartered Institution of Highways & Transportation (CIHT) suggests a preferred maximum walking distance of 2km for a number of trips, including commuting and school trips (IHT, 2000). The proposed development site is located within a reasonable walking distance (up to 2km) of various facilities within East Ayton, as shown within Table 1:

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Table 1: Key Trip Attractors by Foot

Approx. Trip Attractor Route Walking Distance Education East Ayton Community Racecourse Road - Moor Lane 600m Primary School Employment and Retail Sites Walkers Fish and Chip Racecourse Road - Main Street 850m Restaurant and Tea Room Convenience Store, Petrol Racecourse Road - Main Street 850m Station and Post Office Forge Valley Inn Racecourse Road - Main Street – Pickering Road 1.2km Services and Amenities East Ayton Dental Racecourse Road 550m Practice Ayton Sports Association Racecourse Road – Carr Lane 900m Ayton Village Hall Racecourse Road - Main Street - Wilson’s Lane 1km Derwent Valley Bridge Racecourse Road - Main Street – Pickering Road 1.1km Community Library West Ayton Surgery Racecourse Road – Main Road – Pickering Road 1.5km

*Walking distances are approximate (measured along footways, rather than as the crow flies) and have been measured from the approximate location of the proposed site access junction on Racecourse Road. 2.3.2 Table 1 demonstrates that the application site is well located to generate a number of walking trips to nearby employment, retail and leisure sites. The proximity of East Ayton Community Primary School, in particular, is likely to have a positive impact on the number of regular journeys which can be made on foot from the site. 2.3.3 Assuming an average walking pace of 1.4 metres per second (IHE, 2000), the majority of the destinations listed within Table 1 could be reached within a 30-minute walk (it is reasonable to suggest that some commuters may walk at a quicker than average walking pace). It is therefore considered that walking is likely to form an attractive mode of travel for residents of the proposed development site. 2.3.4 As part of the development proposals, a footway of 2.0m in width will be provided on the southern side of Racecourse Road within the frontage of the site. Footways will also be provided alongside the main spine road within the site and a number of footpaths will be provided throughout the development to allow for good pedestrian permeability. 2.3.5 By being located next to an established residential area, subject to the aforementioned improvement works, the application site is well connected to existing pedestrian networks. The pedestrian infrastructure within East Ayton is generally well developed.

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Photo 4: Racecourse Road

2.3.6 The local footways are also complemented by crossing facilities, such as the pelican crossing on Main Street, which provides a pedestrian crossing point and enables access to amenities, including the convenience store and post office. Photo 5: Main Street Pedestrian Crossing

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2.3.7 The Local Plan states that “the site (HA30) has a Public Right of Way which must be incorporated into the development or kept clear of obstruction until such time as an alternative route has been provided and confirmed by order” . This Public Right of Way (PRoW) is footpath #30.6/2/1 and it provides a connection between Racecourse Road and Seamer Road, via Lonsdale Place. Although unclear within the NYCC Online Definitive Mapping, Figure 4 was provided by NYCC officers as part of a local planning application and is available on the SBC planning portal. Figure 4: Existing PRoW Footpath

Source Imagery: BGH,2015 2.3.8 It is understood that appropriate provision for the PRoW would be provided for within the development of the adjacent site. If so, it is likely to result in an attractive route between Racecourse Road and Seamer Road. 2.3.9 Walking is a potentially attractive mode of travel within the town of East Ayton, particularly given its relatively flat terrain, close proximity to key trip attractors and connections to existing pedestrian networks.

2.4 Cycle Provision

2.4.1 Cycling is a low cost and healthy alternative to car use, which can substitute for short car trips, or can form part of a longer journey by public transport. The DfT state that “in common with other modes, many utility cycle journeys are under three miles (5km), although, for commuter journeys, a trip distance of over five miles (8km) is not uncommon ” (DfT, 2008). 2.4.2 All local trip attractors listed within Table 1 are located within a short cycle ride of the site and Seamer Rail Station is approximately 6km (20 minutes) from the development site.

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2.5 Public Transport Provision

2.5.1 As identified, the application site is highly accessible on foot and by bicycle for trips to local services and amenities. However, travel by bus is expected to form a popular travel mode at the site, particularly for longer trips to the larger local employment areas, including at Scarborough. 2.5.2 A regular bus service is important in providing a service for those without a car or as an alternative to the car. Advice within ‘Guidelines for Public Transport in Development’ (IHT, 1999) states that the generally acceptable maximum distance that a bus stop should be located from a development site is 400m. 2.5.3 There are bus stops on Racecourse Road, an approximately 100m walk north of the proposed site access, although service provision from these is limited. Photo 6: Bus Stops on Racecourse Road

2.5.4 There are also eastbound and westbound bus stops on Seamer Road, an approximately 700m walk south of the proposed site access. The eastbound stop has a shelter, whilst both are provided with lay-by facilities and full timetable information. 2.5.5 Although outside the recommended 400m, it is felt that 700m still represents a reasonable walking distance, particularly given the number and frequency of services available from these stops and the continuous footway provision to/from the site.

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Photo 7: Eastbound Bus Stop on B1261 Seamer Road

2.5.6 In addition to public bus services, it is understood that there are also dedicated buses serving local educational establishments accessible from the aforementioned stops. 2.5.7 The bus services accommodated by the stops local to the site are outlined within Table 2 Table 2: East Ayton Bus Services

Monday to Saturday Route No. Route Daytime Frequency Services from Seamer Road (within 700m walk) Scarborough – Seamer – East Ayton – Pickering – - 128 Every Hour Hutton Buscel – East Ayton – Scarborough Hospital – Scarborough Railway 8 2 Journeys per day Station 357 S - East Ayton – St Augustines RC High School Term Time 386 S - East Ayton – St Martins CE School Term Time 392 S - East Ayton – Scalby School Term Time Services from Racecourse Road (100m walk) 350 S East Ayton – Graham School Term Time 383 S East Ayton – Scarborough 6 th Form College - Yorkshire Coast College Term Time

2.5.8 In terms of commuter travel and for leisure trips, the 128 route, which runs from Scarborough to Helmsley stopping at East Ayton approximately every hour, from 08:23 through to 20:18 Monday to Saturday, has potential to provide for a number of journeys to/from Scarborough with a journey time between East Ayton and Scarborough Railway Station of under 20 minutes.

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2.5.9 There is no rail station in East Ayton, the nearest stations are at Seamer and Scarborough, approximately 6km and 9km from the site respectively. However, service provision at both stations is good, with direct and frequent trains to/from local, regional and national destinations, including Scarborough, and Manchester. In addition to work-related trips the proposed development could also be expected to generate a number of leisure trips, to regional shopping centres for example.

2.6 Sustainable Access Summary

2.6.1 The application site is well located to generate trips by sustainable modes, with walking and bus use likely to be the key sustainable modes of travel. The facilities and amenities available within the village of East Ayton are within an easy walking distance of the site. Scarborough town centre is a 20 minute bus journey away from the town with buses operating at appropriate times for commuting.

2.7 Air Quality Management Area (AQMA)

2.7.1 The proposed development site is not within a region declared by SBC as an Air Quality Management Area (AQMA).

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3.0 ROAD CASUALTY APPRAISAL

3.1 Collision Record

3.1.1 Personal Injury Collision (PIC) data for the highway network local to the proposed development site for the most recent available five year study period (01/07/2010 to 30/06/2015) was obtained from SBC, via the TA for the adjacent site (Ref 15/02665/OL), for analysis. A total of 7 collisions occurred within the study area, which includes Racecourse Road, and the Main Street/Seamer Road mini-roundabout. The study area is shown in Figure 5 and the location of the collisions are indicated on the plan attached as Appendix 2 (BGH,2015). Figure 5: PIC Study Area

3.1.2 A total of 9 casualties resulted from the 7 recorded injury collisions during the study period. Table 3 below outlines the collision history of the study area: Table 3: Collision History

Year 1 2 3 4 5 From 01/07/10 01/07/11 01/07/12 01/07/13 01/07/14 Total To 30/06/11 30/06/12 30/06/13 30/06/14 30/06/15 Fatal ------Serious ------Slight 1 1 4 - 1 7 Total 1 1 4 - 1 7

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3.1.3 The collision records show that the number of collisions per year peaked in the third year of the study period, with a single collision having occurred in the most recent year and none the year before. There were no KSI (Killed or Seriously Injured) collisions, therefore the severity ratio of the study collisions is 0%.

3.2 Casualties

3.2.1 Table 4 below provides a breakdown of the casualties according to the mode of travel and age group: Table 4: Casualty Road User Groups

Age (years) 16 to 21 to 26 to 46 to Road User Group 0 to 15 66 + Total % 20 25 45 65 Car/Taxi/LGV Driver - 1 1 3 1 - 6 67% Car/Taxi/LGV Passenger ------Powered Two-Wheeler (PTW) - - - 1 - - 1 11% Pedestrian 1 - - - - - 1 11% Pedal-cyclist - - - - 1 - 1 11% Total 1 1 1 4 2 - 9 % 11% 11% 11% 44% 22% -

3.2.2 Table 4 shows that the majority of casualties were vehicle drivers (67%). Nearly half of the casualties were aged 26-45 years, with a single casualty under 15 years.

3.3 Collision Conditions

3.3.1 Table 5 below summarises the collisions by road surface, weather and lighting conditions: Table 5: Collision Conditions

Road Surface Collisions % Dry 5 71% Wet/Damp 1 14% Frost/Ice 1 14% Weather Collisions % Fine 7 100% Lighting Condition Collisions % Daylight 5 71% Dark – not street lit 2 29%

3.3.2 As illustrated in Table 5, the majority of collisions did not occur with adverse road surface, weather or lighting conditions.

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3.4 Collision Times

3.4.1 Table 6 below summarises the collisions by the time of year: Table 6: Collisions by Time of Year

Time of Year Collisions % Winter (Dec-Feb) 4 57% Spring (Mar -May) 2 29% Summer (Jun-Aug) - - Autumn (Sep-Nov) 1 14%

3.4.2 Table 6 shows that more than half of the collisions occurred in winter, whilst there were no incidents in summer. 3.4.3 Table 7 below summarises the collisions by day of week and also the time of day: Table 7: Collisions by Day and Time

Morning Lunch Afternoon Evening Night (06:00- (11:00- (14:00- (19:00- (01:00- Total % 11:00) 14:00) 19:00) 01:00) 06:00) Monday ------Tuesday - - - - 1 1 14% Wednesday - - 1 - - 1 14% Thursday 1 - - 1 - 2 29% Friday - - 3 - - 3 43% Saturday ------Sunday ------Total 1 - 4 1 1 7 % 14% - 57% 14% 14%

3.4.4 Table 7 highlights that no collisions occurred on a weekend, with the highest proportion of collisions occurring on Friday. The highest proportion of recorded collisions occurred during the afternoon period.

3.5 Road Safety Impact

3.5.1 A total of 7 collisions, resulting in 9 casualties, have occurred within the study area along Racecourse Road (A170) during the 5 year study period. Analysis of the study collisions has not revealed any identifiable existing collision issues associated with the expected movements of the proposed development, and therefore it is considered that there are no existing road safety issues pertinent to the development of the site. No collisions have been recorded within the immediate vicinity of the proposed site access location on Racecourse Road.

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3.5.2 If the proposed access junction and internal roads of the proposed development are designed with due consideration to road safety, with appropriate highway design features incorporated into the detailed design of any schemes affecting the highway, then the proposals should not have a detrimental road safety impact on the local transport network and should not adversely affect the safety of pedestrians and cyclists.

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4.0 TRIP GENERATION

4.1 Baseline Traffic Flows

4.1.1 Turning count data for the Main Street/Seamer Road/Racecourse Road and Stepney Road/Stepney Drive/Sandybed Lane roundabouts was collected on Thursday 8 th October 2015 as part of the TA for a local proposed development (BGH, 2015). 4.1.2 As these surveys are relatively recent and provide a consistent basis for assessment, this survey data has been adopted as the baseline situation in this TA. 4.1.3 It is understood that during pre-application discussions for the aforementioned local development, NYCC officers raised concerns about undertaking traffic surveys in October given an understanding that the average daily and peak hour flows are believed to be typically higher in the summer months given the attraction of the area as a popular tourist destination. At the request of NYCC officers, the existing weekday evening peak hour flows were factored up by 8%. 4.1.4 Whilst within normal variations in flow, to provide a robust assessment within this TA, a 5% seasonality factor has been applied to the baseline AM peak flows, with the same 8% factor applied to the baseline PM peak flows. 4.1.5 The peak hour vehicle flows are summarised on the network diagrams included as Appendix 3.

4.2 Peak Hours

4.2.1 It is understood that the baseline surveys indicated that the network peak hours for the local highway network are weekday 07:45-08:45 (AM) and 16:30-17:30 (PM), based on the total number of movements recorded across the study junctions (BGH, 2015). These periods reflect the ‘worst -case’ scenario in terms of network traffic flow s, therefore the traffic impact of the proposals has been assessed against these periods. 4.2.2 The traffic peak hours of the proposed residential development are expected to be 08:00-09:00 (AM) and 17:00-18:00 (PM), which are the typical peak hours for residential development. The TRICS data that has been utilised to project the proposed traffic generation is only detailed to the hour, unlike the traffic survey data obtained across the local highway network, which is detailed to 15 minute periods. There is therefore a 15-30 minute offset between the development and network peak hours, and although it could be expected that the development traffic generation during the network peak hours would be slightly lower than during the development peaks, the difference is expected to be minimal. 4.2.3 Therefore for the purposes of this assessment, the predicted traffic generation of the proposals during the development peak hours has been applied to the traffic projections for the network peak hours.

traffic engineering and transport planning Page 23 of 37 Proposed Residential Development Land South of Racecourse Road, East Ayton Transport Assessment

4.3 Proposed Traffic Generation

4.3.1 The TRICS database is a nationally recognised collection of traffic counts and trip generation statistics for calculating trip rates at development sites. The TRICS database (v7.2.4) has been interrogated to find suitable data to assist in projecting the trip generation of the proposed residential development. 4.3.2 In order to derive reflective trip rates, vehicle trip generation statistics within the ‘Houses Privately Owned’ category (03-A) of the TRICS database have been interrogated. To ensure that only trip generation statistics for comparable sites were used in calculations, the TRICS sites were filtered to the following criteria:  Survey type: Multi-modal sites;  Size: 50 to 150 dwellings;  Location type: Edge of Town only;  Regions: only, excluding Greater London sites;  Weekday survey data only (exclusion of Saturday and Sunday surveys); and  Recent survey data only (exclusion of surveys undertaken prior to 01/01/07). 4.3.3 As there were less than 20 comparable sites in the database after filtering (6 survey sites), mean trip rates (as weighted and calculated by the TRICS software) have been used to project the vehicle trip generation of the proposed development, in accordance with good practice guidelines (JMP, 2013). Details of the site selection and trip rates taken from the TRICS database are attached in full within Appendix 4, with the projected vehicle trip rates and generation shown in Table 8: Table 8: Projected Vehicle Trip Generation

Development AM Peak Development PM Peak

Residential Development Arrivals Departures Arrivals Departures

Vehicle Trip Rates (per dwelling) 0.162 0.403 0.367 0.137

Vehicle Trips (70 dwellings) 11 28 26 10

4.3.4 The trip generation projections indicate that the proposed development could generate 39 two-way vehicle trip movements during the AM peak hour (08:00-09:00), with 36 during the PM peak hour (17:00-18:00). 4.3.5 The above vehicle trip generation projections are considered to represent robust projections and may, for the following reasons, overestimate potential vehicle trip generation at the site:

Page 24 of 37 www.local-transport-projects.co.uk Proposed Residential Development Land South of Racecourse Road, East Ayton Transport Assessment

 The vehicle trip generation projections relate to the maximum number of dwellings that could possibly be provided at the site (70). The actual number of dwellings to be provided could be less than this 70 figure. In addition, the provision of the proposed development is likely to be phased over a number of years and, as such, the resultant vehicle trip generation at the site would also be phased; and  Although some affordable housing is to be provided at the site, the vehicle trip generation projections assume that the site would solely consist of private owner occupied housing. It is likely that vehicle trip rates associated with an entirely private housing development could be higher than projections that include a combination of private and affordable housing provision.

4.4 Modal Split & Person Trip Generation

4.4.1 The TRICS sites utilised to predict the traffic generation of the proposed development (see Section 4.3) contain multi-modal information, therefore the person trip generation of the site has been predicted based on the person trip rates derived from the comparable TRICS sites, summarised in Table 9 and shown in full as Appendix 5: Table 9: Projected Person Trip Generation

Development AM Peak Development PM Peak

Residential Development Arrivals Departures Arrivals Departures

Person Trip Rates (per dwelling) 0.237 0.723 0.561 0.191

Person Trips (70 dwellings) 17 51 39 13

4.4.2 The modal split of the proposed development has been predicted based on travel pattern information from the comparable residential development sites in the TRICS database, with the number of trips generated by each mode projected utilising the total person trip generation for the site, as summarised in Table 10: Table 10: Projected Modal Trip Generation

Daily (07:00 -19:00) Person Trips Modal Split Two -Way Trips Vehicle Drivers 67.5% 348

Vehicle Passengers 20.9% 107

Vehicle Occupants Sub-Total 88.4% 455

Pedestrians 9.1% 47

Cyclists 1.8% 10

Public Transport Users 0.7% 4

TOTAL 100% 516

* The total may not represent the sum of its parts due to rounding traffic engineering and transport planning Page 25 of 37 Proposed Residential Development Land South of Racecourse Road, East Ayton Transport Assessment

4.4.3 These modal split predictions indicate that almost a third of person trips (32.5%) generated by the development would be expected to be made by sustainable modes (pedestrian, cycle, public transport, car share). 4.4.4 It is noted that journey to work data from the 2011 National Census could be utilised to predict the modal split of trips generated by the site, however this dataset only represents commuting trips and does not account for journey purposes associated with other trips generated by residential sites, with varying modal splits across different journey purposes and time periods. It is therefore considered to be more representative to base the modal split projections for the proposed residential development on recorded trip generation data from comparable sites within the TRICS database.

Page 26 of 37 www.local-transport-projects.co.uk Proposed Residential Development Land South of Racecourse Road, East Ayton Transport Assessment

5.0 TRAFFIC IMPACT

5.1 Committed Developments

5.1.1 One committed development within the vicinity of the site has been taken into account as part of the traffic impact analysis of this TA. 5.1.2 Land South of Racecourse Road (15/02665/OL) - An outline planning application for a residential development on the southern side of Racecourse Road, adjacent to the development site under consideration within this TA, was submitted to SBC on 23 rd December 2015. The application was supported by a TA (BGH, 2015). Whilst the TA assessed the impact of a 60 dwelling development, it is understood that the approved application itself would only provide a 40 dwelling development. 5.1.3 It is considered appropriate to recognise the vehicle flows expected to be generated by the development of this site, assigning similar projected trip rates as to those identified in Section 4.3. Table 11: Projected Vehicle Trip Generation

Development AM Peak Development PM Peak

Residential Development Arrivals Departures Arrivals Departures

Vehicle Trip Rates (per dwelling) 0.162 0.403 0.367 0.137

Vehicle Trips (40 dwellings) 6 16 15 5

5.1.4 It is understood that there are no committed changes to highway infrastructure local to the site that should be taken into account within this TA.

5.2 Assessment Scenarios

5.2.1 The proposals have been tested against the following weekday AM and PM peak hour traffic flow scenarios:  2016 Baseline - Traffic flows recorded and observed during the October 2015 traffic survey, with growthing to 2016;  2021 Do Nothing - ‘201 5 Existing’ network traffic flows, with growthing to 2021 and the addition of traffic associated with the committed development (ref: 15/02665/OL ); and  2021 With Application Site - ‘2021 Do Nothing’ with the addition of the traffic associated with the proposed residential development (up to 70 dwellings). 5.2.2 The traffic impact of the proposals is typically assessed against the predicted traffic flows 5 years after registration of the planning application, in accordance with guidance from the DfT with respect to the local highway network (DfT, 2007a). At the time of producing this TA, it is assumed that the associated development application will be submitted in 2016, therefore the proposals for the application site (70 dwellings) have been assessed against a horizon year of 2021. traffic engineering and transport planning Page 27 of 37 Proposed Residential Development Land South of Racecourse Road, East Ayton Transport Assessment

5.2.3 The network traffic flows at 2021 have been predicted using the DfT’s ‘National Traffic Model’ (NTM) and ‘National Trip End Model’ (NTEM). The growth factor obtained from the NTM has been adjusted to reflect local circumstances from the NTEM, using TEMPro software (Trip End Model Presentation Programme), see Appendix 6. In accordance with the DfT’s ‘Transport Analysis Guidance’ (TAG) (DfT, 2014), the underlying NTEM growth forecasts for households and jobs have also been adjusted to reflect the local development traffic that has been explicitly incorporated into the traffic projections of this TA, in order to avoid double-counting the associated traffic flows.

5.3 Traffic Distribution & Assignment

5.3.1 The distribution of projected traffic associated with the application site (and committed development) has been predicted utilising a gravity model based upon commuting patterns of existing residents within the local Scarborough 13 Middle Layer Super Output Area (MSOA). ‘Location of usual residence and place of work by method of travel to work’ data from the 2011 National Census (ONS, 2014) shows the proportion of local residents travelling to each workplace destination (MSOAs and local authority/district) by mode of travel. 5.3.2 This trip distribution data has been combined with a subjective assessment of route choice (traffic assignment) to determine the likely distribution of traffic associated with the proposals across the highway network. The predicted traffic assignment has been undertaken utilising journey planning tools to help determine the relative attractiveness of alternative routes, with consideration of influences such as the location and size of settlements and employment areas within each workplace destination, existing directional traffic signing strategy at local junctions and known existing traffic conditions on the relevant routes. The detailed calculations of the gravity model are attached as Appendix 7, with the results summarised in Table 12.

Page 28 of 37 www.local-transport-projects.co.uk Proposed Residential Development Land South of Racecourse Road, East Ayton Transport Assessment

Table 12: Gravity Model Results

Zone Route Initial Direction at Site Access Distribution Split A) A170 Main Street 20% To/from west B) B1261 Seamer Road 29% C) A170 Racecourse Road/Stepney Road To/from east 51 %

Direction at Roundabout C1 – Stepney Drive To/from north 12% C2 – Stepney Road To/from east 38% C3 – Sandybed Lane To/from south 1%

5.3.3 The gravity model results indicate that there is expected to be an approximate 49% split to/from the west at the site access (Zones A and B) and 51% to/from the east (Zone C), with the routes illustrated in Figure 6. Figure 6: Gravity Model Zones

Source Imagery: Copyright Google Earth Pro (License Key-JCPMR5M58LXF2GE)

5.4 Impact at Local Junctions

5.4.1 The DfT has previously issued guidance that transport assessment of development impacts could be based on a threshold of “30 two -way peak hour vehicle trips” (DfT, 2007a). This guidance acknowledged that this threshold was not to be applied rigidly, but rather that it provided “a useful point of reference from which to commence discussions” .

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5.4.2 This national DfT guidance has now been superseded (although not officially cancelled) and replaced with the ‘National Planning Policy Framework’ (NPPF) (DCLG, 2012) and its accompanying ‘Planning Practice Guidance’ (PPG) (DCLG, 2014). NPPF and PPG require that transport assessment is undertaken for “developments that generate significant amounts of movement” , although this is not defined. It is therefore acknowledged that there is no set threshold for assessment within the current national planning policy. In determining whether the proposed development is expected to have a material impact on the local highway network, the traffic projections for the proposed development (see Section 4.3) have been compared against the current and previous Government guidance. 5.4.3 The predicted increase in traffic across the local highway network as a result of each development scenario is illustrated in the network diagrams attached as Appendix 8 and is summarised in Table 17. Table 13: Predicted Traffic Impact: Local Junctions

Proposed Route Development Trips Junction 1 - Main Street/Seamer +19 AM Road/Racecourse Road Junction 2 - Stepney Road/Stepney +20 Drive/Sandybed Lane

Junction 1 - Main Street/Seamer +18 PM Road/Racecourse Road Junction 2 - Stepney Road/Stepney +18 Drive/Sandybed Lane

5.4.4 It is considered that a maximum hourly traffic increase of 20 two-way vehicle trips (AM peak hour) at the Stepney Road/Stepney Drive/Sandybed Lane roundabout does not represent a significant amount of movement. The impact of the proposals at junctions further afield is expected to be even lower due to the distribution of development traffic across available routes.

5.5 Main Street/Seamer Road/Racecourse Road Junction Capacity Assessment

5.5.1 In order to assess the ability of the Main Street/Seamer Road/Racecourse Road mini- roundabout to accommodate the traffic associated with the proposed residential development, a roundabout capacity assessment has been undertaken using ARCADY modelling software, which is a software package produced by TRL that provides an industry standard method for assessing roundabout capacity, queuing and delay. 5.5.2 A key indicator from the modelling results is the Ratio of Flow to Capacity (RFC). An RFC of 100% would reflect a traffic stream operating at capacity, with a target RFC of 85% typically adopted to allow for a 15% deviation from absolute capacity to account for day-to-day variation.

Page 30 of 37 www.local-transport-projects.co.uk Proposed Residential Development Land South of Racecourse Road, East Ayton Transport Assessment

5.5.3 The input parameters used to create the ARCADY model have been obtained using an Ordnance Survey plan of the mini-roundabout and for consistency the same geometries have been adopted as within the TA for the adjacent development (BGH, 2015) which was previously accepted by NYCC. The existing and projected future peak hour traffic flows have been assessed against the existing roundabout layout, with network diagrams summarising the vehicle flows associated with the assessed scenarios included as Appendix 8. The results of the modelling assessments are summarised within Table 14, with the complete modelling output included as Appendix 9. Table 14: ARCADY Assessment: Main Street/Seamer Road/Racecourse Road

2021 With 2016 Baseline 2021 Do Nothing Development Peak Arm Max. Max. Max. Max. Max. Max. RFC End Q RFC End Q RFC End Q Seamer Road 54% 1.3 59% 1.6 60% 1.6

AM Main Street 77% 3.5 82% 4.7 82% 4.8 Racecourse Road 54% 1.3 60% 1.6 62% 1.7 OVERALL (busiest arm) 77% 3.5 82% 4.7 82% 4.8 Seamer Road 69% 2.4 77% 3.4 78% 3.6

PM Main Street 86% 6.4 93% 10.8 94% 11.6 Racecourse Road 66% 2.1 71% 2.6 72% 2.7 OVERALL (busiest arm) 86% 6.4 93% 10.8 94% 11.6

5.5.4 The capacity assessments results shown in Table 14 indicate that the existing Main Street/Seamer Road/Racecourse Road mini-roundabout is expected to operate within 100% capacity in 2021 with the proposed development in place, although it is acknowledged that the RFC level on the Main Street arm is expected to exceed the target 85% level during the PM peak hour. 5.5.5 There were known issues with the previous version of the software used for the assessment (ARCADY 7), as confirmed by Transport Research Laboratory (TRL), the producers of the software. The issues particularly relate to the mini-roundabout model, which was known to under-estimate capacity for traffic streams that behave like a priority movement, primarily due to a lack of deflection; which is the case for some movements at the mini-roundabout in question. 5.5.6 TRL have released a new version of ARCADY modelling software (Junctions 9), which incorporates a revised mini-roundabout model. The modelling results presented within Table 14 are taken from the new Junctions 9 model; however, further discussions with TRL have revealed that it is suspected that the new model still may not fully reflect the existing operation of some mini-roundabouts, such as the one in question, with higher than expected RFC results.

traffic engineering and transport planning Page 31 of 37 Proposed Residential Development Land South of Racecourse Road, East Ayton Transport Assessment

5.5.7 As an existing junction in an urban environment, a value of RFC up to 100% is considered to be acceptable. Furthermore, the modelling results show that the maximum RFC increases between the ‘2021 Do Nothing’ and ‘2021 With Development’ scenarios on the Main Street arm is just 1% during the PM peak hour, which is not considered to be a significant increase. 5.5.8 It is considered that the predicted level of increased traffic flow associated with the proposed development would not be expected to significantly affect the operation of the roundabout, with only minimal increases in delay expected.

5.6 Stepney Road/Stepney Drive/Sandybed Lane Junction Capacity Assessment

5.6.1 In order to assess the ability of the Stepney Road/Stepney Drive/Sandybed Lane roundabout to accommodate the traffic associated with the proposed residential development, a junction capacity assessment has been undertaken using ARCADY. 5.6.2 Once again, the input parameters used to create the ARCADY model have been obtained using an Ordnance Survey plan of the mini-roundabout and for consistency the same geometries have been adopted as within the TA for the adjacent development (BGH, 2015) which was previously accepted by NYCC. 5.6.3 Existing and projected future peak hour traffic flows have been assessed against the existing layout of the roundabout, the results of which are shown in full within the complete modelling output (see Appendix 9), and are summarised in Table 15: Table 15: ARCADY Assessment: Stepney Road/Stepney Drive/Sandybed Lane

2021 With 2021 Existing 2021 Do Nothing Development Peak Arm Max. Max. Max. Max. Max. Max. RFC End Q RFC End Q RFC End Q Stepney Road East 45% 0.9 49% 1.0 50% 1.1 Sandybed Lane 21% 0.3 23% 0.3 23% 0.3 AM Stepney Road West 74% 3.0 80% 4.2 81% 4.5 Stepney Drive 81% 4.3 88% 6.8 88% 7.1 OVERALL (busiest arm) 81% 4.3 88% 6.8 88% 7.1 Stepney Road East 60% 1.6 66% 2.1 67% 2.2 Sandybed Lane 17% 0.2 19% 0.3 19% 0.3 PM Stepney Road West 76% 3.3 81% 4.5 81% 4.6 Stepney Drive 96% 14.3 105% 33.6 105% 34.7 OVERALL (busiest arm) 96% 14.3 105% 33.6 105% 34.7

5.6.4 The capacity assessment results shown in Table 15 indicate that the Stepney Drive arm of the roundabout currently operates over the 85% RFC threshold, and is expected to be exacerbated in future years.

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5.6.5 The 2021 With Development scenario shows that the overall increase on other arms is nominal (up to 2%), with no increase in RFC expected for the Stepney Drive arm between the 2021 Do Nothing and 2021 With Development scenarios. It is therefore considered that the impact of the proposals at the junction is minimal.

5.7 Capacity of Proposed Vehicular Access

5.7.1 The proposals include the provision of a single priority T-junction with a ghost island right turn lane providing access to the residential development site on Racecourse Road. In order to assess the ability of single highway access to accommodate the traffic associated with the proposed residential development, a junction capacity assessment has been undertaken using PICADY modelling software (Priority Intersection Capacity and DelaY), a software package produced by TRL that provides an industry standard method for assessing capacity, queuing and delay at priority junctions. 5.7.2 The input parameters used to create the PICADY model have been obtained using scaled aerial imagery, and suitable assumptions regarding the design of the access. 5.7.3 The results of the modelling assessments are summarised within Table 16, with the complete modelling output included as Appendix 10. Table 16: PICADY Modelling Assessment: Proposed Site Access

2021 With Development Peak Arm Max. Max. RFC End Q Movement from Racecourse Road 9 0.1 AM Movement from Proposed Site Access 1 0 OVERALL (busiest arm) 9% 0.1 Movement from Racecourse Road 3% 0 PM Movement from Proposed Site Access 3% 0 OVERALL (busiest arm) 3% 0

5.7.4 The modelling results indicate that the maximum RFC during the peak hours are likely to be 3%, which is significantly below the threshold where congestion could be expected (85%).

5.8 Impact on Local Highway Network

5.8.1 Although the results of the junction capacity assessments show that the Main Street/Seamer Road/Racecourse Road and Stepney Road/Stepney Drive/Sandybed Lane roundabouts would be expected to operate near to or above capacity during the future year Do Nothing scenario, most notably during the PM peak hour, the proposed development would be expected to have a minimal impact on the operation of these junctions.

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5.8.2 Based on the assessments detailed in this TA, it is therefore considered that the proposed development should only have a relatively minor impact on the operation of the local highway network. Therefore, as the impact of the proposals is not expected to be severe, the proposals are considered to be in accordance with the ‘National Planning Policy Framework’ (DCLG, 2012), which states that “development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe” .

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6.0 CONCLUSIONS

6.1.1 This TA provides a detailed appraisal of all transport aspects associated with proposals for a residential development of up to 70 dwellings at a site to be accessed via Racecourse Road, East Ayton. 6.1.2 The proposed residential development is to be served by a single vehicular access point, in the form of a priority T-junction connecting with Racecourse Road to the north of the site. As part of the development proposals, it is proposed to provide a continuous 2.0m wide footway on the southern side of Racecourse Road. Footways are also to be provided alongside the proposed vehicular access road. 6.1.3 The proposed development site is situated in a good location to make use of the existing pedestrian infrastructure in the surrounding area, with various local amenities within a reasonable walking distance of the site, including the village shop and primary school. Pedestrian routes throughout the local area are generally provided by well-lit and surfaced footways, with a network of footways providing good pedestrian connectivity. The site is located within a manageable cycle ride of the entire built-up area of East Ayton, accessible within a 2km cycle of the site. 6.1.4 There are bus stops located south-west of the proposed site on Racecourse Road and Seamer Road. The Seamer Road bus stop accommodates the #128 service bus operated by EYMS, which runs from Scarborough to Helmsley stopping at East Ayton approximately every hour, from 08:23 through to 20:18 Monday to Saturday, and therfore has potential to provide for a number of journeys to/from Scarborough with a journey time between East Ayton and Scarborough Railway Station of under 20 minutes. Services are also provided between the village and a number of secondary and further education establishments. 6.1.5 A road casualty study showed that 7 PICs occurred within the study area around the proposed development site during the 5 year study period. Analysis of the study collisions has not revealed any identifiable existing collision issues associated with the expected movements generated by the proposed development, therefore it is considered that there are no existing road safety issues pertinent to the development of the site. If the proposed access junctions and internal roads of the proposed development are designed with due consideration to road safety, then the proposals should not have a detrimental road safety impact on the local transport network and should not adversely affect the safety of pedestrians and cyclists. 6.1.6 The vehicle trip generation of the proposed development has been projected using the nationally recognised TRICS database. These traffic projections indicate that the proposed development could generate 39 two-way vehicle trips during the AM peak hour, with 36 during the PM peak. Modal split predictions for the site indicate that almost a third of person trips generated by the development would be expected to be made by sustainable modes (pedestrian, cycle, public transport, car share).

traffic engineering and transport planning Page 35 of 37 Proposed Residential Development Land South of Racecourse Road, East Ayton Transport Assessment

6.1.7 The traffic impact of the proposals has been assessed against the predicted traffic flows 5 years after registration of the planning application (2021). The distribution of projected traffic associated with the proposed development has been predicted utilising a gravity model based upon commuting patterns of existing residents within the local ‘Scarborough 13’ MSOA. The expected distribution from the development would see approximately 49% of development traffic utilising the Main Street/Seamer Road/Racecourse Road junction (to the south) and 51% utilising the A170 to the north. 6.1.8 In order to assess the impact of the proposed development on key local junctions, ARCADY assessments have been undertaken for both the AM and PM peak hour at the Main Street/Seamer Road/Racecourse Road and Stepney Road/Stepney Drive/Sandybed Lane roundabouts. This assessment demonstrated that the predicted level of increased traffic flow associated with the proposed development would be expected to have a minimal effect on the operation of the roundabouts. 6.1.9 Based on the traffic generation projections of this TA, it is considered that the proposed development should only have a relatively minor impact on the operation of the highway network. Therefore, as the impact of the proposals it not expected to be severe, the proposed development is in accordance with the ‘National Planning Policy Framework’ (DCLG, 2012), which states that “development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe ”. 6.1.10 It is concluded from the assessments of this TA that the proposed development would not be expected to have a detrimental impact in road safety, traffic and highway terms.

Page 36 of 37 www.local-transport-projects.co.uk Proposed Residential Development Land South of Racecourse Road, East Ayton Transport Assessment

7.0 REFERENCES BGH (Bryan G Hall), 2015. Land South of Racecourse Road, East Ayton. CIHT (Chartered Institution of Highways and Transportation), 2010. Manual for Streets 2: Wider Application of the Principles. DCLG (Department for Communities and Local Government), 2014. Planning Practice Guidance (ID: 42). DCLG, 2012. National Planning Policy Framework . DfT, 2007a. Guidance on Transport Assessment . DfT, 2007b. Manual for Streets . DfT, 2002. Inclusive Mobility . IHT (Institution of Highways and Transportation), 2000. Guidelines for Providing for Journeys on Foot . IHT, 1999. Guidelines for Public Transport in Development . JMP, 2013. TRICS Good Practice Guide 2013 . NYCC (North Yorkshire County Council), 2011. 3rd Local Transport Plan 2011-2016 . NYCC, 2003. Transport Issues and Development: A Guide . NYCC, 1999. Residential Highway Design Guide: Second Edition . SBC (Scarborough Borough Council), 2016. Draft Scarborough Borough Local Plan (May 2016 ).

traffic engineering and transport planning Page 37 of 37 Appendix 1 – Proposed Site Layout Plan

traffic engineering and transport planning Appendix 1 d a o R e rs u o c e c a R - 0 17 A

Key

11 - House Type A (4 Bed house)

01 - House Type B (3 Bed house) d oa e R rs 22 - House Type C (3 Bed Semi house) ou ec ac - R 70 11 - House Type C (3 Bed house) A1

06 - House Type E (2 Bed house) Blue arrows indicate potential Plot 13 Plot 12 01 - House Type D (4 Bed house) Plot 11 Plot 15 cycle path access points Plot 10 Plot 9 Plot 16 Plot 8

Plot 7 Plot 6 Red arrow indicates potential Plot 5 Plot 14 Plot 4 Plot 17 Plot 3 emergency access points Plot 2 Plot 18 Plot 1 13 - Terrace House Type E (2 Bed house)

08 - House Type F (2 Bed bungalow) Plot 21

Plot 19 oad R Plot 22 06 - Bungalow Type G (3 Bed bungalow) se Plot 99 Plot 20 our c Plot 26 ace Plot 98 Plot 23 Plot 27 R 20 - Bungalow Type H (2 Bedroom semi) - Plot 49 Plot 52 Plot 53 Plot 54 0 Plot 24 7 Plot 48 1 Plot 50 A Plot 47 Plot 51 Plot 46 Plot 28

Plot 45 Plot 25 Total 99 Dwellings Plot 44 Plot 29 it Plot 35 im Plot 38 Plot 32 L Plot 43 Plot 30 t Plot 37 Plot 36 en Plot 42 pm Plot 31 Plot 34 lo Plot 41 Plot 92 Plot 93 ve De Plot 40 Plot 33 Plot 39

Plot 89 Plot 90 Plot 91

Plot 55

Plot 56 Plot 71 C PlotZone 57 A Plot 88 POS Plot 70 Plot 94 Plot 95 Plot 96 Plot 97 Plot 72 Plot 58 B

POS Plot 73 Plot 69 A 28/05/16 LH Highway changes Plot 87 Plot 74 Plot 68 4.2Ha  20/05/16 LH 1st Draft Plot 59 REV DATE BY DESCRIPTION OF CHANGES Plot 75 Plot 67

Plot 83 Plot 76 Plot 66 Plot 60 Plan Prepared By:

Plot 82 Plot 77 Plot 65 Plot 61 Liam Horner - Richard Dixon Plot 81 Plot 78 Plot 64

Plot 62 Plot 86 Plot 85 Plot 84 Plot 80 Plot 79 Plot 63 Richard Dixon Associates Zone C Architectural, Surveying & Engineering ServicesLtd 13.8Ha

Richard Dixon FRICS C.Build E FCABE Chartered Building Surveyor & Chartered Building Engineer

Green arrows indicate future SOUTHLANDS C COPYRIGHT 73 Cardigan Road Mobile 07764 573 811 Zone B Telephone (01262) 603 501 potential access points BRIDLINGTON

East Yorkshire Email - [email protected] YO15 3JU 1.80Ha Client

LocationMessrs R, J and C Coverdal e

B 1 261 Land South Of Racecourse Road East Ayton Se Scarborough amer Road North Yorkshire YO25 9HU

Drawing Title

Illustrative Site Layout Plan

Se amer Road

Scale 1:1250 ( @ A1 ) 1:2500 ( @ A3 )

Client P.D. T.P. FPO B.R. Builder Other File Seam er R Job. No. Drawing. No. Revision oadB Illustrative Site Layout Plan 1:1250 1261 1506Q 15. A Appendix 2 – Road Casualty Data

Appendix 2 www.local-transport-projects.co.uk

Appendix 3 – Local Traffic Flow Data

traffic engineering and transport planning Appendix 3 Existing Network Flows (2015) AM Peak (07:45-08:45) Stepney Drive PM Peak (16:30-17:30) Seasonality Factor 5.0% AM PCU Seasonality Factor 8.0% PM 448 438 645 53 30 333 300 475 98 41 33 45

Stepney Road (A170) Stepney Road (A170) 502 516 Racecourse Road (A170) 25 28 61 72 70 187 273 477 445 361 461 27 51 57 78 62 303 258 Sandybed Lane 331 414 72 54 Proposed Development Site

Main Street (A170) 281 65 Adjacent Development Site 322 90

Seamer Road Appendix 4 –TRICS Outputs

Appendix 4 www.local-transport-projects.co.uk TRICS 7.3.1 280316 B17.33 (C) 2016 TRICS Consortium Ltd Wednesday 08/06/16 2 326 Racecourse Road Page 1 Local Transport Projects Beverley East Yorkshire Licence No: 342901

Calculation Reference: AUDIT-342901-160608-0612 TRIP RATE CALCULATION SELECTION PARAMETERS:

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

Selected regions and areas: 02 SOUTH EAST SC SURREY 1 days 06 WEST MIDLANDS SH SHROPSHIRE 1 days 07 YORKSHIRE & NORTH LINCOLNSHIRE NY NORTH YORKSHIRE 1 days 09 NORTH CB CUMBRIA 1 days

This section displays the number of survey days per TRICS® sub-region in the selected set

Filtering Stage 2 selection:

This data displays the chosen trip rate parameter and its selected range. Only sites that fall within the parameter range are included in the trip rate calculation.

Parameter: Number of dwellings Actual Range: 54 to 82 (units: ) Range Selected by User: 50 to 150 (units: )

Public Transport Provision: Selection by: Include all surveys

Date Range: 01/01/08 to 28/09/15

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: Tuesday 1 days Thursday 2 days Friday 1 days

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

Selected survey types: Manual count 4 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: Edge of Town 4

This data displays the number of surveys per main location category within the selected set. The main location categories consist of Free Standing, Edge of Town, Suburban Area, Neighbourhood Centre, Edge of Town Centre, Town Centre and Not Known.

Selected Location Sub Categories: Residential Zone 2 No Sub Category 2

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. TRICS 7.3.1 280316 B17.33 (C) 2016 TRICS Consortium Ltd Wednesday 08/06/16 2 326 Racecourse Road Page 2 Local Transport Projects Beverley East Yorkshire Licence No: 342901

Filtering Stage 3 selection:

Use Class: C 3 4 days

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

Population within 1 mile: 5,001 to 10,000 3 days 10,001 to 15,000 1 days

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

Population within 5 miles: 25,001 to 50,000 2 days 75,001 to 100,000 1 days 100,001 to 125,000 1 days

This data displays the number of selected surveys within stated 5-mile radii of population.

Car ownership within 5 miles: 0.6 to 1.0 1 days 1.1 to 1.5 3 days

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

Travel Plan: No 4 days

This data displays the number of surveys within the selected set that were undertaken at sites with Travel Plans in place, and the number of surveys that were undertaken at sites without Travel Plans. TRICS 7.3.1 280316 B17.33 (C) 2016 TRICS Consortium Ltd Wednesday 08/06/16 2 326 Racecourse Road Page 3 Local Transport Projects Beverley East Yorkshire Licence No: 342901

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 NY-03-A-10 HOUSES AND FLATS NORTH YORKSHIRE ROAD

RIPON Edge of Town No Sub Category Total Number of dwellings: 7 1 Survey date: TUESDAY 17/09/13 Survey Type: MANUAL 3 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 4 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

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 7.3.1 280316 B17.33 (C) 2016 TRICS Consortium Ltd Wednesday 08/06/16 2 326 Racecourse Road Page 4 Local Transport Projects Beverley East Yorkshire Licence No: 342901

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

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 4 70 0.097 4 70 0.291 4 70 0.388 08:00 - 09:00 4 70 0.162 4 70 0.403 4 70 0.565 09:00 - 10:00 4 70 0.151 4 70 0.191 4 70 0.342 10:00 - 11:00 4 70 0.144 4 70 0.187 4 70 0.331 11:00 - 12:00 4 70 0.176 4 70 0.194 4 70 0.370 12:00 - 13:00 4 70 0.176 4 70 0.183 4 70 0.359 13:00 - 14:00 4 70 0.180 4 70 0.191 4 70 0.371 14:00 - 15:00 4 70 0.201 4 70 0.176 4 70 0.377 15:00 - 16:00 4 70 0.270 4 70 0.169 4 70 0.439 16:00 - 17:00 4 70 0.313 4 70 0.183 4 70 0.496 17:00 - 18:00 4 70 0.367 4 70 0.137 4 70 0.504 18:00 - 19:00 4 70 0.270 4 70 0.158 4 70 0.428 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 2.507 2.463 4.970

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 54 - 82 (units: ) Survey date date range: 01/01/08 - 28/09/15 Number of weekdays (Monday-Friday): 4 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 1

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 7.3.1 280316 B17.33 (C) 2016 TRICS Consortium Ltd Wednesday 08/06/16 2 326 Racecourse Road Page 8 Local Transport Projects Beverley East Yorkshire Licence No: 342901

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

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 4 70 0.112 4 70 0.417 4 70 0.529 08:00 - 09:00 4 70 0.237 4 70 0.723 4 70 0.960 09:00 - 10:00 4 70 0.209 4 70 0.309 4 70 0.518 10:00 - 11:00 4 70 0.191 4 70 0.259 4 70 0.450 11:00 - 12:00 4 70 0.270 4 70 0.255 4 70 0.525 12:00 - 13:00 4 70 0.248 4 70 0.255 4 70 0.503 13:00 - 14:00 4 70 0.270 4 70 0.263 4 70 0.533 14:00 - 15:00 4 70 0.288 4 70 0.237 4 70 0.525 15:00 - 16:00 4 70 0.442 4 70 0.241 4 70 0.683 16:00 - 17:00 4 70 0.511 4 70 0.270 4 70 0.781 17:00 - 18:00 4 70 0.561 4 70 0.191 4 70 0.752 18:00 - 19:00 4 70 0.381 4 70 0.219 4 70 0.600 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 3.720 3.639 7.359

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 54 - 82 (units: ) Survey date date range: 01/01/08 - 28/09/15 Number of weekdays (Monday-Friday): 4 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 1

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. Projected Traffic Generation 70 dwellings Projected Traffic Generation 40 dwellings

Vehicle Trip Rates (per dwelling) Vehicle Trips Vehicle Trip Rates (per dwelling) Vehicle Trips

Time IN OUT TOTAL IN OUT TOTAL Time IN OUT TOTAL IN OUT TOTAL 07:00-08:00 0.097 0.291 0.388 7 20 27 07:00-08:00 0.097 0.291 0.388 4 12 16 08:00-09:00 0.162 0.403 0.565 11 28 39 AM Peak 08:00-09:00 0.162 0.403 0.565 6 16 22 AM Peak 09:00-10:00 0.151 0.191 0.342 11 13 24 09:00-10:00 0.151 0.191 0.342 6 8 14 10:00-11:00 0.144 0.187 0.331 10 13 23 10:00-11:00 0.144 0.187 0.331 6 7 13 11:00-12:00 0.176 0.194 0.370 12 14 26 11:00-12:00 0.176 0.194 0.370 7 8 15 12:00-13:00 0.176 0.183 0.359 12 13 25 12:00-13:00 0.176 0.183 0.359 7 7 14 13:00-14:00 0.180 0.191 0.371 13 13 26 13:00-14:00 0.180 0.191 0.371 7 8 15 14:00-15:00 0.201 0.176 0.377 14 12 26 14:00-15:00 0.201 0.176 0.377 8 7 15 15:00-16:00 0.270 0.169 0.439 19 12 31 15:00-16:00 0.270 0.169 0.439 11 7 18 16:00-17:00 0.313 0.183 0.496 22 13 35 16:00-17:00 0.313 0.183 0.496 13 7 20 17:00-18:00 0.367 0.137 0.504 26 10 36 PM Peak 17:00-18:00 0.367 0.137 0.504 15 5 20 PM Peak 18:00-19:00 0.270 0.158 0.428 19 11 30 18:00-19:00 0.270 0.158 0.428 11 6 17

TOTAL 2.507 2.463 4.970 176 172 348 TOTAL 2.507 2.463 4.970 101 98 199 TRICS v7.3.1, MM, Mean 03-A, 50 to 150 dwells, England only (exc. GL), Edge of Town, exc. Sat/Sun, 07+ (6) TRICS v7.3.1, MM, Mean 03-A, 50 to 150 dwells, England only (exc. GL), Edge of Town, exc. Sat/Sun, 07+ (6)

Local Transport Projects Ltd Appendix 5 – Person Trip Generation

traffic engineering and transport planning Appendix 5 TRICS 7.3.1 280316 B17.33 (C) 2016 TRICS Consortium Ltd Wednesday 08/06/16 2 326 Racecourse Road Page 8 Local Transport Projects Beverley East Yorkshire Licence No: 342901

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

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 4 70 0.112 4 70 0.417 4 70 0.529 08:00 - 09:00 4 70 0.237 4 70 0.723 4 70 0.960 09:00 - 10:00 4 70 0.209 4 70 0.309 4 70 0.518 10:00 - 11:00 4 70 0.191 4 70 0.259 4 70 0.450 11:00 - 12:00 4 70 0.270 4 70 0.255 4 70 0.525 12:00 - 13:00 4 70 0.248 4 70 0.255 4 70 0.503 13:00 - 14:00 4 70 0.270 4 70 0.263 4 70 0.533 14:00 - 15:00 4 70 0.288 4 70 0.237 4 70 0.525 15:00 - 16:00 4 70 0.442 4 70 0.241 4 70 0.683 16:00 - 17:00 4 70 0.511 4 70 0.270 4 70 0.781 17:00 - 18:00 4 70 0.561 4 70 0.191 4 70 0.752 18:00 - 19:00 4 70 0.381 4 70 0.219 4 70 0.600 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 3.720 3.639 7.359

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 54 - 82 (units: ) Survey date date range: 01/01/08 - 28/09/15 Number of weekdays (Monday-Friday): 4 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 1

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. Projected Person Trip Generation

Person Trip Rates (per dwelling) Person Trips

Time IN OUT TOTAL IN OUT TOTAL 07:00-08:00 0.112 0.417 0.529 8 29 37 08:00-09:00 0.237 0.723 0.960 17 51 68 09:00-10:00 0.209 0.309 0.518 15 22 37 10:00-11:00 0.191 0.259 0.450 13 18 31 11:00-12:00 0.270 0.255 0.525 19 18 37 12:00-13:00 0.248 0.255 0.503 17 18 35 13:00-14:00 0.270 0.263 0.533 19 18 37 14:00-15:00 0.288 0.237 0.525 20 17 37 15:00-16:00 0.442 0.241 0.683 31 17 48 16:00-17:00 0.511 0.270 0.781 36 19 55 17:00-18:00 0.561 0.191 0.752 39 13 52 18:00-19:00 0.381 0.219 0.600 27 15 42

TOTAL 3.720 3.639 7.359 261 255 516 TRICS v7.3.1, MM, Mean 03-A, 50 to 150 dwells, England only (exc. GL), Edge of Town, exc. Sat/Sun, 07+ (6)

Projected Modal Split

Proportion of Vehicle Trips

Time IN OUT TOTAL 07:00-08:00 86.6% 69.8% 73.3% 08:00-09:00 68.4% 55.7% 58.9% 09:00-10:00 72.2% 61.8% 66.0% 10:00-11:00 75.4% 72.2% 73.6% 11:00-12:00 65.2% 76.1% 70.5% 12:00-13:00 71.0% 71.8% 71.4% 13:00-14:00 66.7% 72.6% 69.6% 14:00-15:00 69.8% 74.3% 71.8% 15:00-16:00 61.1% 70.1% 64.3% 16:00-17:00 61.3% 67.8% 63.5% 17:00-18:00 65.4% 71.7% 67.0% 18:00-19:00 70.9% 72.1% 71.3%

TOTAL 67.4% 67.7% 67.5%

Projected Modal Trip Generation

12-Hour (07:00-19:00) Mode Split IN OUT TOTAL Vehicle Drivers 67.5% 176 172 348 Vehicle Passengers 20.9% 54 53 107 Vehicle Occupants Sub-Total 88.4% 230 225 455

Pedestrian 9.1% 24 23 47 Pedal-cycle 1.8% 5 5 10 Public Transport 0.7% 2 2 4 11.6% 31 30 61

Total Person Trips 100% 261 255 516 TRICS v7.3.1, MM, Mean 03-A, 50 to 150 dwells, England only (exc. GL), Edge of Town, exc. Sat/Sun, 07+ (6)

Local Transport Projects Ltd TRICS 7.3.1 280316 B17.33 (C) 2016 TRICS Consortium Ltd Wednesday 08/06/16 2 326 Racecourse Road Page 1 Local Transport Projects Beverley East Yorkshire Licence No: 342901

Time Range/Peak Period Selection Direction: Totals / Use All Times Appendix 6 -Traffic Growth Details

Appendix 6 www.local-transport-projects.co.uk Traffic Growth Forecasts Traffic Growth Forecasts

Base Year: 2015 Base Year: 2015 Assessment Year: 2021 Assessment Year: 2016 Period (years): 6 Period (years): 1 Area Type: Urban Area Type: Urban Road Type: Principal Road Type: Principal Area Served: N/A Area Served: N/A Region Data Set Version: Yorkshire & Humber YH v6.2 Region Data Set Version: Yorkshire & Humber YH v6.2 Software Version: TEMPRO v6.2 Software Version: TEMPRO v6.2 NTM Version: AF09 NTM Version: AF09 NTEM Version: v6.2 NTEM Version: v6.2 Area: Scarborough Rural Area: Scarborough Rural

Factor Households (HH) Jobs Factor Households (HH) Jobs Base Year Unadjusted 12140 8854 Base Year Unadjusted 12140 8854 Forecast Year Unadjusted 12669 9091 Forecast Year Unadjusted 12140 8854 Growth Unadjusted 529 237 Growth Unadjusted 0 0 Committed Developments 40 0 Committed Developments 0 Do Nothing Adjusted 12629 9091 Do Nothing Adjusted 12140 8854 Proposed Development 70 0 Proposed Development 0 Do Something Adjusted 12559 9091 Do Something Adjusted 12140 8854

Scenario Weekday AM Peak Period (07:00-09:59) Weekday PM Peak Period (16:00-18:59) Scenario Weekday AM Peak Period (07:00-09:59) Weekday PM Peak Period (16:00-18:59) Unadjusted 1.0796 1.0807 Unadjusted 1.0138 1.0143 Unadjusted Growth Factor: 1.4% 1.4% Do Nothing 1.0778 1.0789 Adjusted Growth Factor: 7.8% 7.9%

Do Something (70) 1.0748 1.0756 Adjusted Growth Factor: 7.5% 7.6%

Local Transport Projects Ltd Appendix 7 – Projected Traffic Distribution

traffic engineering and transport planning Appendix 7 Proposed Trip Distribution & Assignment - Gravity Model

Origin MSOA: Scarborough 013

Stage 1: Trip Distribution Taxi or or Taxi minicab car a Driving van or in Passenger van or car a Motorcycle, or scooter moped Bicycle foot On Other Trip Vehicle Generating Mode % Area of Area Workplace Type Area people All Works or at mainly home from Undergroun metro, d, or rail light tram Train minibus Bus, coach or Scarborough 013 MSOA 460 0 0 0 10 0 292 36 5 21 92 4 297 17.16% Scarborough 009 MSOA 284 0 0 0 8 1 245 20 2 5 3 0 248 14.33% Scarborough 006 MSOA 236 0 0 0 24 1 177 17 4 3 10 0 182 10.51% Scarborough 010 MSOA 244 0 0 1 34 0 167 25 4 2 10 1 171 9.88% Scarborough 008 MSOA 147 0 0 0 10 0 117 12 1 2 5 0 118 6.82% Scarborough 011 MSOA 131 0 0 0 2 0 107 7 3 8 4 0 110 6.35% 002 MSOA 93 0 0 0 5 0 79 6 2 0 0 1 81 4.68% Scarborough 012 MSOA 102 0 0 0 0 0 75 6 2 5 14 0 77 4.45% Ryedale 008 MSOA 70 0 0 1 3 0 56 8 1 0 1 0 57 3.29% Ryedale 004 MSOA 58 0 0 0 1 0 47 5 5 0 0 0 52 3.00% Scarborough 014 MSOA 56 0 0 0 0 0 51 4 0 1 0 0 51 2.95% York LA 61 0 0 9 1 0 48 0 0 0 2 1 48 2.77% Scarborough 005 MSOA 51 0 0 0 1 0 44 6 0 0 0 0 44 2.54% East Riding of Yorkshire MSOA 51 0 0 0 1 0 43 6 0 0 1 0 43 2.48% Scarborough 004 MSOA 45 0 0 0 0 0 40 2 0 0 3 0 40 2.31% Ryedale 007 MSOA 25 0 0 0 0 0 19 5 0 0 1 0 19 1.10% Scarborough 001 MSOA 22 0 0 0 0 0 19 1 0 0 2 0 19 1.10% Hambleton MSOA 20 0 0 0 0 0 17 1 0 1 1 0 17 0.98% Leeds LA 23 0 0 5 0 0 15 2 1 0 0 0 16 0.92% Ryedale 001 MSOA 18 0 0 0 0 0 16 2 0 0 0 0 16 0.92% Scarborough 007 MSOA 19 0 0 0 4 0 12 1 1 0 1 0 13 0.75% Scarborough 003 MSOA 16 0 0 0 2 0 12 0 0 0 2 0 12 0.69%

TOTAL: 1,731 100% Stage 2: Traffic assignment for each O-D pair Area of Workplace Area Type A B C C1 C2 C3 Total Scarborough 013 MSOA 50% 50% 0% 0% 0% 0% 100% Scarborough 009 MSOA 0% 0% 100% 45% 45% 10% 100% Scarborough 006 MSOA 0% 0% 100% 10% 90% 0% 100% Scarborough 010 MSOA 0% 15% 85% 0% 85% 0% 100% Scarborough 008 MSOA 0% 0% 100% 0% 100% 0% 100% Scarborough 011 MSOA 0% 50% 50% 50% 100% Ryedale 002 MSOA 0% 100% 0% 0% 0% 0% 100% Scarborough 012 MSOA 0% 60% 40% 40% 100% Ryedale 008 MSOA 60% 40% 0% 0% 0% 0% 100% Ryedale 004 MSOA 35% 65% 0% 0% 0% 0% 100% Scarborough 014 MSOA 0% 60% 40% 40% 100% York LA 50% 50% 0% 0% 0% 0% 100% Scarborough 005 MSOA 0% 0% 100% 70% 30% 100% East Riding of Yorkshire MSOA 90% 10% 0% 0% 0% 0% 100% Scarborough 004 MSOA 45% 10% 45% 45% 100% Ryedale 007 MSOA 50% 50% 0% 0% 0% 0% 100% Scarborough 001 MSOA 50% 0% 50% 50% 100% Hambleton MSOA 70% 0% 30% 30% 100% Leeds LA 50% 50% 0% 0% 0% 0% 100% Ryedale 001 MSOA 100% 0% 0% 0% 0% 0% 100% Scarborough 007 MSOA 0% 0% 100% 50% 50% 100% Scarborough 003 MSOA 50% 0% 50% 50% 100%

Stage 3: Total zonal distribution of traffic Area of Workplace Area Type A B C C1 C2 C3 Total Scarborough 013 MSOA 8.6% 8.6% 0.0% 0.0% 0.0% 0.0% 17.16% Scarborough 009 MSOA 0.0% 0.0% 14.3% 6.4% 6.4% 1.4% 14.33% Scarborough 006 MSOA 0.0% 0.0% 10.5% 1.1% 9.5% 0.0% 10.51% Scarborough 010 MSOA 0.0% 1.5% 8.4% 0.0% 8.4% 0.0% 9.88% Scarborough 008 MSOA 0.0% 0.0% 6.8% 0.0% 6.8% 0.0% 6.82% Scarborough 011 MSOA 0.0% 3.2% 3.2% 0.0% 3.2% 0.0% 6.35% Ryedale 002 MSOA 0.0% 4.7% 0.0% 0.0% 0.0% 0.0% 4.68% Scarborough 012 MSOA 0.0% 2.7% 1.8% 0.0% 1.8% 0.0% 4.45% Ryedale 008 MSOA 2.0% 1.3% 0.0% 0.0% 0.0% 0.0% 3.29% Ryedale 004 MSOA 1.1% 2.0% 0.0% 0.0% 0.0% 0.0% 3.00% Scarborough 014 MSOA 0.0% 1.8% 1.2% 0.0% 1.2% 0.0% 2.95% York LA 1.4% 1.4% 0.0% 0.0% 0.0% 0.0% 2.77% Scarborough 005 MSOA 0.0% 0.0% 2.5% 1.8% 0.8% 0.0% 2.54% East Riding of Yorkshire MSOA 2.2% 0.2% 0.0% 0.0% 0.0% 0.0% 2.48% Scarborough 004 MSOA 1.0% 0.2% 1.0% 1.0% 0.0% 0.0% 2.31% Ryedale 007 MSOA 0.5% 0.5% 0.0% 0.0% 0.0% 0.0% 1.10% Scarborough 001 MSOA 0.5% 0.0% 0.5% 0.5% 0.0% 0.0% 1.10% Hambleton MSOA 0.7% 0.0% 0.3% 0.3% 0.0% 0.0% 0.98% Leeds LA 0.5% 0.5% 0.0% 0.0% 0.0% 0.0% 0.92% Ryedale 001 MSOA 0.9% 0.0% 0.0% 0.0% 0.0% 0.0% 0.92% Scarborough 007 MSOA 0.0% 0.0% 0.8% 0.4% 0.4% 0.0% 0.75% Scarborough 003 MSOA 0.3% 0.0% 0.3% 0.3% 0.0% 0.0% 0.69%

Sub-Total: 20% 29% 52% 12% 38% 1% 100%

Local Transport Projects Ltd Appendix 8 – Network Diagrams

Appendix 8 www.local-transport-projects.co.uk 2016 'Do Nothing' 2015 to 2016 growth rate: 1.4% AM AM Peak (07:45-08:45) 2015 to 2016 growth rate: 1.4% PM Stepney Drive PM Peak (16:30-17:30) Unadjusted Growth Factor: PCU 454 444 654 54 31 337 304 482 99 42 34 46

Stepney Road (A170) Stepney Road (A170) 509 523 Racecourse Road (A170) 25 28 62 73 71 190 277 484 451 366 468 27 51 58 79 62 308 262 Sandybed Lane 335 419 73 55 Proposed Development Site

Main Street (A170) 285 66 Adjacent Development Site 326 91

Seamer Road Committed Development Arrivals 6 AM AM Peak (07:45-08:45) Departures 16 Stepney Drive PM Peak (16:30-17:30) Vehicles Arrivals 15 1 2 2 PM Departures 5 2 6 1 0 0

Stepney Road (A170) Stepney Road (A170)

7 3 Racecourse Road (A170)

0 2 6 3 1 0 3 8 Sandybed Lane 3 1 8 8 5 1 2 3 Proposed Development Site

Main Street (A170) 2 Adjacent Development Site 4

Seamer Road Proposed Development (Distribution) AM Peak (07:45-08:45) Stepney Drive PM Peak (16:30-17:30) % 12% 12% 12% 0% 0% 38% 38% 12% 0% 0% 1% 1%

49% 49% Stepney Road (A170) Stepney Road (A170)

49% 49% Racecourse Road (A170) 51%51% 0%0% 1% 0% 0% 38%38% 20% 20% 1% 0% 0% 0% 0% 0%0% 51%51% 49%51% 49% 51% Sandybed Lane 20% 20% 49% 51% 29% 29% 49% 51% Proposed Development Site

Main Street (A170) 0% 29% 0% 29%

Seamer Road Proposed Development Arrivals 11 AM AM Peak (07:45-08:45) Departures 28 Stepney Drive PM Peak (16:30-17:30) Vehicles Arrivals 26 1 3 3 PM Departures 10 4 11 1 0 0

13 5 Stepney Road (A170) Stepney Road (A170)

Racecourse Road (A170) 6 13 0 4 10 5 2 0 14 14 5 5 Sandybed Lane 6 2 8 3 Proposed Development Site

Main Street (A170) 3 Adjacent Development Site 8

Seamer Road Baseline Network Flows (2021) 2015 to 2021 growth rate: 7.8% AM AM Peak (07:45-08:45) 2015 to 2021 growth rate: 7.9% PM Stepney Drive PM Peak (16:30-17:30) Do Nothing Adjusted Growth Factor PCU 484 472 696 57 33 359 323 512 106 44 36 49

Stepney Road (A170) Stepney Road (A170) 542 556 Racecourse Road (A170) 27 30 66 78 75 202 295 515 480 389 498 29 55 62 84 66 327 278 Sandybed Lane 357 446 78 58 Proposed Development Site

Main Street (A170) 303 70 Adjacent Development Site 347 97

Seamer Road Baseline Network Flows (2021) 2015 to 2021 growth rate: 7.5% AM AM Peak (07:45-08:45) 2015 to 2021 growth rate: 7.6% PM Stepney Drive PM Peak (16:30-17:30) Do Something Adjusted Growth Factor PCU 482 471 694 57 33 358 323 511 105 44 36 48

Stepney Road (A170) Stepney Road (A170) 540 554 Racecourse Road (A170) 27 30 66 77 75 201 294 514 479 388 496 29 55 62 84 66 327 278 Sandybed Lane 356 445 78 58 Proposed Development Site

Main Street (A170) 303 70 Adjacent Development Site 346 96

Seamer Road 2021 With Development AM Peak (07:45-08:45) Stepney Drive PM Peak (16:30-17:30) 484 476 699 57 33 364 340 513 105 44 36 48

543 562 13 5 Stepney Road (A170) Stepney Road (A170)

Racecourse Road (A170) 391 504 613 2730 66 77 75 207310 522482 295562 8466 327278 1414 5 5 Sandybed Lane 365 448 91 62 Proposed Development Site

Main Street (A170) 303 75 346 108

Seamer Road Appendix 9 – ARCADY Outputs

traffic engineering and transport planning Appendix 9 Generated on 08/06/2016 14:12:20 using Junctions 9 (9.0.1.4646)

Junctions 9 ARCADY 9 - Roundabout Module Version: 9.0.1.4646 [] © Copyright TRL Limited, 2016 For sales and distribution information, program advice and maintenance, contact TRL: Tel: +44 (0)1344 770758 email: [email protected] Web: http://www.trlsoftware.co.uk The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution

Filename: Main Street Seamer Road Racecourse Road Roundabout.j9 Path: Z:\Projects\2326 Racecourse Road East Ayton\Part 3 - Transport Assessment\Reference\Junctions 9\Junction 1 Main Street Report generation date: 08/06/2016 14:11:30

»2016 Existing, AM »2016 Existing, PM »2021 (Do Nothing), AM »2021 (Do Nothing), PM »2021 (With Development), AM »2021 (With Development), PM

Summary of junction performance

AM PM Network Network Queue Delay Junction Queue Delay Junction RFC LOS Residual RFC LOS Residual (PCU) (s) Delay (s) (PCU) (s) Delay (s) Capacity Capacity 2016 Existing 1.3 12.01 0.54 B 2.4 19.45 0.69 C 1 - Seamer Road 16 % 4 % 2 - Main Street 3.5 16.49 0.77 C 13.76 6.4 27.75 0.86 D 21.98 [2 - Main Street] [2 - Main Street] 3 - Racecourse Road 1.3 10.48 0.54 B 2.1 14.55 0.66 B 2021 (Do Nothing) 1.6 13.78 0.59 B 3.4 25.93 0.77 D 1 - Seamer Road 9 % -3 % 2 - Main Street 4.7 21.13 0.82 C 16.84 10.8 44.54 0.93 E 32.34 [2 - Main Street] [2 - Main Street] 3 - Racecourse Road 1.6 12.08 0.60 B 2.6 17.63 0.71 C 2021 (With Development) 1.6 14.10 0.60 B 3.6 27.16 0.78 D 1 - Seamer Road 9 % -4 % 2 - Main Street 4.8 21.45 0.82 C 17.18 11.6 47.94 0.94 E 34.30 [2 - Main Street] [2 - Main Street] 3 - Racecourse Road 1.7 12.63 0.62 B 2.7 17.95 0.72 C

Values shown are the highest values encountered over all time segments. Delay is the maximum value of average delay per arriving vehicle. Junction LOS and Junction Delay are demand -weighted averages. Network Residual Capacity indicates the amount by which network flow could be increased before a user -definable threshold (see Analysis Options) is met.

1 Generated on 08/06/2016 14:12:20 using Junctions 9 (9.0.1.4646)

File summary

File Description

Title Main Street Seamer Road Racecourse Road Location East Ayton Site number Date 29/04/2016 Version Status (new file) Identifier Client Jobnumber Enumerator LTP\ryand Description

Units Distance units Speed units Traffic units input Traffic units results Flow units Average delay units Total delay units Rate of delay units m kph PCU PCU perHour s -Min perMin

Analysis Options Mini - Calculate Residual Queue Vehicle Calculate Queue Calculate detailed RFC Average Delay roundabout residual capacity criteria threshold length (m) Percentiles queueing delay Threshold threshold (s) model capacity type (PCU) JUNCTIONS 9 5.75 ü Delay 0.85 36.00 20.00

Demand Set Summary Time Period Traffic profile Start time Finish time Time segment length Run ID Scenario name name type (HH:mm) (HH:mm) (min) automatically D1 2016 Existing AM ONE HOUR 07:30 09:00 15 ü D2 2016 Existing PM ONE HOUR 16:15 17:45 15 ü D3 2021 (Do Nothing) AM ONE HOUR 07:30 09:00 15 ü D4 2021 (Do Nothing) PM ONE HOUR 16:15 17:45 15 ü D5 2021 (With Development) AM ONE HOUR 07:30 09:00 15 ü D6 2021 (With Development) PM ONE HOUR 16:15 17:45 15 ü

Analysis Set Details ID Include in report Network flow scaling factor (%) Network capacity scaling factor (%) A1 ü 100.000 100.000

2 Generated on 08/06/2016 14:12:20 using Junctions 9 (9.0.1.4646)

2016 Existing, AM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions Junction Name Junction Type Arm order Junction Delay (s) Junction LOS 1 Seamer Road Main Street Racecourse Road Mini -roundabout 1,2,3 13.76 B

Junction Network Options Driving side Lighting Road surface In London Network residual capacity (%) First arm reaching threshold Left Normal/unknown Normal/unknown 16 2 - Main Street

Arms

Arms Arm Name Description 1 Seamer Road 2 Main Street 3 Racecourse Road

Mini Roundabout Geometry Kerbed Approach road Minimum approach Entry Effective flare Distance to Entry corner kerb Gradient over Arm central half -width (m) road half -width (m) width (m) length (m) next arm (m) line distance (m) 50m (%) island 1 - Seamer Road 4.15 4.15 4.15 0.0 20.00 17.00 0.0 ü 2 - Main Street 4.00 4.00 4.70 12.0 19.00 13.00 0.0 ü 3 - Racecourse Road 3.65 3.65 7.50 8.0 13.00 3.00 0.0

Slope / Intercept / Capacity

Roundabout Slope and Intercept used in model Arm Final slope Final intercept (PCU/hr) 1 - Seamer Road 0.591 934 2 - Main Street 0.549 1063 3 - Racecourse Road 0.672 1021 The slope and intercept shown above include any corrections and adjustments.

Traffic Demand

Demand Set Details ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) Run automatically D1 2016 Existing AM ONE HOUR 07:30 09:00 15 ü

Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) ü ü HV Percentages 2.00

3 Generated on 08/06/2016 14:12:20 using Junctions 9 (9.0.1.4646)

Demand overview (Traffic) Arm Linked arm Profile type Use O -D data Average Demand (PCU/hr) Scaling Factor (%) 1 - Seamer Road ONE HOUR ü 351 100.000 2 - Main Street ONE HOUR ü 713 100.000 3 - Racecourse Road ONE HOUR ü 408 100.000

Origin-Destination Data Demand (PCU/hr) To 1 - Seamer Road 2 - Main Street 3 - Racecourse Road 1 - Seamer Road 0 285 66 From 2 - Main Street 262 0 451 3 - Racecourse Road 73 335 0

Vehicle Mix Heavy Vehicle Percentages To 1 - Seamer Road 2 - Main Street 3 - Racecourse Road 1 - Seamer Road 10 10 10 From 2 - Main Street 10 10 10 3 - Racecourse Road 10 10 10

Results

Results Summary for whole modelled period Average Demand Total Junction Arm Max RFC Max delay (s) Max Queue (PCU) Max LOS (PCU/hr) Arrivals (PCU) 1 - Seamer Road 0.54 12.01 1.3 B 322 483 2 - Main Street 0.77 16.49 3.5 C 654 981 3 - Racecourse Road 0.54 10.48 1.3 B 374 562

Main Results for each time segment

07:30 - 07:45 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 264 66 250 786 0.336 262 250 0.0 0.6 7.527 A 2 - Main Street 537 134 49 1036 0.518 532 463 0.0 1.2 7.787 A 3 - Racecourse Road 307 77 196 889 0.345 305 386 0.0 0.6 6.752 A

07:45 - 08:00 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 316 79 300 756 0.417 315 300 0.6 0.8 8.945 A 2 - Main Street 641 160 59 1031 0.622 639 556 1.2 1.8 10.032 B 3 - Racecourse Road 367 92 235 863 0.425 366 463 0.6 0.8 7.952 A

4 Generated on 08/06/2016 14:12:20 using Junctions 9 (9.0.1.4646)

08:00 - 08:15 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 386 97 367 717 0.539 385 366 0.8 1.3 11.845 B 2 - Main Street 785 196 72 1024 0.767 779 680 1.8 3.4 15.746 C 3 - Racecourse Road 449 112 286 828 0.542 447 565 0.8 1.3 10.341 B

08:15 - 08:30 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 386 97 369 716 0.540 386 369 1.3 1.3 12.006 B 2 - Main Street 785 196 73 1023 0.767 785 683 3.4 3.5 16.495 C 3 - Racecourse Road 449 112 288 827 0.543 449 569 1.3 1.3 10.481 B

08:30 - 08:45 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 316 79 303 755 0.418 317 304 1.3 0.8 9.088 A 2 - Main Street 641 160 60 1031 0.622 647 560 3.5 1.9 10.506 B 3 - Racecourse Road 367 92 238 861 0.426 369 469 1.3 0.8 8.079 A

08:45 - 09:00 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 264 66 253 784 0.337 265 253 0.8 0.6 7.640 A 2 - Main Street 537 134 50 1036 0.518 539 468 1.9 1.2 8.019 A 3 - Racecourse Road 307 77 198 887 0.346 308 391 0.8 0.6 6.849 A

5 Generated on 08/06/2016 14:12:20 using Junctions 9 (9.0.1.4646)

2016 Existing, PM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions Junction Name Junction Type Arm order Junction Delay (s) Junction LOS 1 Seamer Road Main Street Racecourse Road Mini -roundabout 1,2,3 21.98 C

Junction Network Options Driving side Lighting Road surface In London Network residual capacity (%) First arm reaching threshold Left Normal/unknown Normal/unknown 4 2 - Main Street

Traffic Demand

Demand Set Details ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) Run automatically D2 2016 Existing PM ONE HOUR 16:15 17:45 15 ü

Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) ü ü HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Profile type Use O -D data Average Demand (PCU/hr) Scaling Factor (%) 1 - Seamer Road ONE HOUR ü 417 100.000 2 - Main Street ONE HOUR ü 792 100.000 3 - Racecourse Road ONE HOUR ü 474 100.000

Origin-Destination Data Demand (PCU/hr) To 1 - Seamer Road 2 - Main Street 3 - Racecourse Road 1 - Seamer Road 0 326 91 From 2 - Main Street 308 0 484 3 - Racecourse Road 55 419 0

Vehicle Mix Heavy Vehicle Percentages To 1 - Seamer Road 2 - Main Street 3 - Racecourse Road 1 - Seamer Road 10 10 10 From 2 - Main Street 10 10 10 3 - Racecourse Road 10 10 10

6 Generated on 08/06/2016 14:12:20 using Junctions 9 (9.0.1.4646)

Results

Results Summary for whole modelled period Average Demand Total Junction Arm Max RFC Max delay (s) Max Queue (PCU) Max LOS (PCU/hr) Arrivals (PCU) 1 - Seamer Road 0.69 19.45 2.4 C 383 574 2 - Main Street 0.86 27.75 6.4 D 727 1090 3 - Racecourse Road 0.66 14.55 2.1 B 435 652

Main Results for each time segment

16:15 - 16:30 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 314 78 313 749 0.419 311 271 0.0 0.8 8.973 A 2 - Main Street 596 149 68 1026 0.581 590 556 0.0 1.5 8.970 A 3 - Racecourse Road 357 89 230 866 0.412 354 429 0.0 0.8 7.683 A

16:30 - 16:45 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 375 94 375 712 0.526 373 325 0.8 1.2 11.627 B 2 - Main Street 712 178 81 1019 0.699 708 667 1.5 2.4 12.597 B 3 - Racecourse Road 426 107 275 835 0.510 425 514 0.8 1.1 9.605 A

16:45 - 17:00 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 459 115 458 663 0.692 455 394 1.2 2.3 18.580 C 2 - Main Street 872 218 99 1009 0.864 858 814 2.4 5.9 24.302 C 3 - Racecourse Road 522 130 334 796 0.655 518 624 1.1 2.0 14.070 B

17:00 - 17:15 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 459 115 461 661 0.694 459 399 2.3 2.4 19.453 C 2 - Main Street 872 218 100 1008 0.865 870 820 5.9 6.4 27.750 D 3 - Racecourse Road 522 130 338 793 0.658 522 632 2.0 2.1 14.555 B

17:15 - 17:30 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 375 94 380 710 0.528 379 332 2.4 1.3 12.158 B 2 - Main Street 712 178 83 1018 0.700 727 676 6.4 2.7 14.223 B 3 - Racecourse Road 426 107 283 831 0.513 430 527 2.1 1.2 9.961 A

7 Generated on 08/06/2016 14:12:20 using Junctions 9 (9.0.1.4646)

17:30 - 17:45 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 314 78 317 747 0.420 316 275 1.3 0.8 9.227 A 2 - Main Street 596 149 69 1025 0.581 601 564 2.7 1.6 9.418 A 3 - Racecourse Road 357 89 234 864 0.413 358 436 1.2 0.8 7.865 A

8 Generated on 08/06/2016 14:12:20 using Junctions 9 (9.0.1.4646)

2021 (Do Nothing), AM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions Junction Name Junction Type Arm order Junction Delay (s) Junction LOS 1 Seamer Road Main Street Racecourse Road Mini -roundabout 1,2,3 16.84 C

Junction Network Options Driving side Lighting Road surface In London Network residual capacity (%) First arm reaching threshold Left Normal/unknown Normal/unknown 9 2 - Main Street

Traffic Demand

Demand Set Details ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) Run automatically D3 2021 (Do Nothing) AM ONE HOUR 07:30 09:00 15 ü

Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) ü ü HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Profile type Use O -D data Average Demand (PCU/hr) Scaling Factor (%) 1 - Seamer Road ONE HOUR ü 375 100.000 2 - Main Street ONE HOUR ü 759 100.000 3 - Racecourse Road ONE HOUR ü 443 100.000

Origin-Destination Data Demand (PCU/hr) To 1 - Seamer Road 2 - Main Street 3 - Racecourse Road 1 - Seamer Road 0 303 72 From 2 - Main Street 278 0 481 3 - Racecourse Road 83 360 0

Vehicle Mix Heavy Vehicle Percentages To 1 - Seamer Road 2 - Main Street 3 - Racecourse Road 1 - Seamer Road 10 10 10 From 2 - Main Street 10 10 10 3 - Racecourse Road 10 10 10

9 Generated on 08/06/2016 14:12:20 using Junctions 9 (9.0.1.4646)

Results

Results Summary for whole modelled period Average Demand Total Junction Arm Max RFC Max delay (s) Max Queue (PCU) Max LOS (PCU/hr) Arrivals (PCU) 1 - Seamer Road 0.59 13.78 1.6 B 344 516 2 - Main Street 0.82 21.13 4.7 C 696 1045 3 - Racecourse Road 0.60 12.08 1.6 B 407 610

Main Results for each time segment

07:30 - 07:45 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 282 71 269 775 0.364 280 269 0.0 0.6 7.958 A 2 - Main Street 571 143 54 1034 0.553 566 495 0.0 1.3 8.375 A 3 - Racecourse Road 334 83 207 881 0.378 331 412 0.0 0.7 7.161 A

07:45 - 08:00 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 337 84 323 743 0.454 336 323 0.6 0.9 9.697 A 2 - Main Street 682 171 65 1028 0.664 679 594 1.3 2.1 11.255 B 3 - Racecourse Road 398 100 249 853 0.467 397 495 0.7 0.9 8.655 A

08:00 - 08:15 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 413 103 394 701 0.589 410 394 0.9 1.5 13.510 B 2 - Main Street 836 209 79 1020 0.819 826 726 2.1 4.5 19.507 C 3 - Racecourse Road 488 122 303 817 0.597 485 602 0.9 1.6 11.836 B

08:15 - 08:30 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 413 103 396 700 0.590 413 397 1.5 1.6 13.782 B 2 - Main Street 836 209 79 1020 0.819 835 730 4.5 4.7 21.130 C 3 - Racecourse Road 488 122 306 815 0.598 488 608 1.6 1.6 12.080 B

08:30 - 08:45 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 337 84 326 741 0.455 340 329 1.6 0.9 9.914 A 2 - Main Street 682 171 65 1027 0.664 692 600 4.7 2.3 12.129 B 3 - Racecourse Road 398 100 254 850 0.468 401 504 1.6 1.0 8.860 A

10 Generated on 08/06/2016 14:12:20 using Junctions 9 (9.0.1.4646)

08:45 - 09:00 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 282 71 272 773 0.365 283 273 0.9 0.6 8.107 A 2 - Main Street 571 143 54 1033 0.553 575 501 2.3 1.4 8.701 A 3 - Racecourse Road 334 83 211 879 0.379 335 419 1.0 0.7 7.293 A

11 Generated on 08/06/2016 14:12:20 using Junctions 9 (9.0.1.4646)

2021 (Do Nothing), PM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions Junction Name Junction Type Arm order Junction Delay (s) Junction LOS 1 Seamer Road Main Street Racecourse Road Mini -roundabout 1,2,3 32.34 D

Junction Network Options Driving side Lighting Road surface In London Network residual capacity (%) First arm reaching threshold Left Normal/unknown Normal/unknown -3 2 - Main Street

Traffic Demand

Demand Set Details ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) Run automatically D4 2021 (Do Nothing) PM ONE HOUR 16:15 17:45 15 ü

Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) ü ü HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Profile type Use O -D data Average Demand (PCU/hr) Scaling Factor (%) 1 - Seamer Road ONE HOUR ü 448 100.000 2 - Main Street ONE HOUR ü 845 100.000 3 - Racecourse Road ONE HOUR ü 506 100.000

Origin-Destination Data Demand (PCU/hr) To 1 - Seamer Road 2 - Main Street 3 - Racecourse Road 1 - Seamer Road 0 347 101 From 2 - Main Street 327 0 518 3 - Racecourse Road 59 447 0

Vehicle Mix Heavy Vehicle Percentages To 1 - Seamer Road 2 - Main Street 3 - Racecourse Road 1 - Seamer Road 10 10 10 From 2 - Main Street 10 10 10 3 - Racecourse Road 10 10 10

12 Generated on 08/06/2016 14:12:20 using Junctions 9 (9.0.1.4646)

Results

Results Summary for whole modelled period Average Demand Total Junction Arm Max RFC Max delay (s) Max Queue (PCU) Max LOS (PCU/hr) Arrivals (PCU) 1 - Seamer Road 0.77 25.93 3.4 D 411 617 2 - Main Street 0.93 44.54 10.8 E 775 1163 3 - Racecourse Road 0.71 17.63 2.6 C 464 696

Main Results for each time segment

16:15 - 16:30 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 337 84 333 737 0.458 334 287 0.0 0.9 9.737 A 2 - Main Street 636 159 75 1022 0.622 629 592 0.0 1.8 9.912 A 3 - Racecourse Road 381 95 243 857 0.445 377 461 0.0 0.9 8.201 A

16:30 - 16:45 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 403 101 400 697 0.577 401 345 0.9 1.5 13.239 B 2 - Main Street 760 190 90 1014 0.749 754 710 1.8 3.1 14.950 B 3 - Racecourse Road 455 114 292 824 0.552 453 553 0.9 1.3 10.612 B

16:45 - 17:00 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 493 123 488 646 0.764 486 415 1.5 3.2 23.828 C 2 - Main Street 930 233 110 1003 0.927 906 864 3.1 9.2 34.261 D 3 - Racecourse Road 557 139 351 785 0.710 552 665 1.3 2.5 16.673 C

17:00 - 17:15 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 493 123 492 643 0.767 493 423 3.2 3.4 25.932 D 2 - Main Street 930 233 111 1002 0.928 924 873 9.2 10.8 44.541 E 3 - Racecourse Road 557 139 358 780 0.714 557 678 2.5 2.6 17.632 C

17:15 - 17:30 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 403 101 406 694 0.580 410 359 3.4 1.6 14.286 B 2 - Main Street 760 190 92 1013 0.750 789 724 10.8 3.5 19.587 C 3 - Racecourse Road 455 114 305 815 0.558 460 576 2.6 1.4 11.281 B

13 Generated on 08/06/2016 14:12:20 using Junctions 9 (9.0.1.4646)

17:30 - 17:45 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 337 84 338 734 0.460 340 293 1.6 1.0 10.106 B 2 - Main Street 636 159 77 1021 0.623 643 602 3.5 1.9 10.641 B 3 - Racecourse Road 381 95 249 853 0.446 383 471 1.4 0.9 8.457 A

14 Generated on 08/06/2016 14:12:20 using Junctions 9 (9.0.1.4646)

2021 (With Development), AM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions Junction Name Junction Type Arm order Junction Delay (s) Junction LOS 1 Seamer Road Main Street Racecourse Road Mini -roundabout 1,2,3 17.18 C

Junction Network Options Driving side Lighting Road surface In London Network residual capacity (%) First arm reaching threshold Left Normal/unknown Normal/unknown 9 2 - Main Street

Traffic Demand

Demand Set Details Time Period Traffic profile Start time Finish time Time segment length Run ID Scenario name name type (HH:mm) (HH:mm) (min) automatically D5 2021 (With Development) AM ONE HOUR 07:30 09:00 15 ü

Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) ü ü HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Profile type Use O -D data Average Demand (PCU/hr) Scaling Factor (%) 1 - Seamer Road ONE HOUR ü 378 100.000 2 - Main Street ONE HOUR ü 760 100.000 3 - Racecourse Road ONE HOUR ü 456 100.000

Origin-Destination Data Demand (PCU/hr) To 1 - Seamer Road 2 - Main Street 3 - Racecourse Road 1 - Seamer Road 0 303 75 From 2 - Main Street 278 0 482 3 - Racecourse Road 91 365 0

Vehicle Mix Heavy Vehicle Percentages To 1 - Seamer Road 2 - Main Street 3 - Racecourse Road 1 - Seamer Road 10 10 10 From 2 - Main Street 10 10 10 3 - Racecourse Road 10 10 10

15 Generated on 08/06/2016 14:12:20 using Junctions 9 (9.0.1.4646)

Results

Results Summary for whole modelled period Average Demand Total Junction Arm Max RFC Max delay (s) Max Queue (PCU) Max LOS (PCU/hr) Arrivals (PCU) 1 - Seamer Road 0.60 14.10 1.6 B 347 520 2 - Main Street 0.82 21.45 4.8 C 697 1046 3 - Racecourse Road 0.62 12.63 1.7 B 418 628

Main Results for each time segment

07:30 - 07:45 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 285 71 273 773 0.368 282 275 0.0 0.6 8.029 A 2 - Main Street 572 143 56 1033 0.554 567 499 0.0 1.3 8.409 A 3 - Racecourse Road 343 86 207 881 0.390 341 415 0.0 0.7 7.288 A

07:45 - 08:00 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 340 85 327 741 0.459 339 330 0.6 0.9 9.824 A 2 - Main Street 683 171 67 1026 0.666 680 599 1.3 2.1 11.331 B 3 - Racecourse Road 410 102 249 853 0.480 409 499 0.7 1.0 8.880 A

08:00 - 08:15 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 416 104 400 698 0.596 414 402 0.9 1.6 13.803 B 2 - Main Street 837 209 82 1018 0.822 827 731 2.1 4.5 19.756 C 3 - Racecourse Road 502 126 303 817 0.614 499 607 1.0 1.7 12.345 B

08:15 - 08:30 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 416 104 402 697 0.598 416 406 1.6 1.6 14.101 B 2 - Main Street 837 209 83 1018 0.822 836 735 4.5 4.8 21.448 C 3 - Racecourse Road 502 126 306 815 0.616 502 613 1.7 1.7 12.630 B

08:30 - 08:45 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 340 85 330 739 0.460 342 336 1.6 1.0 10.055 B 2 - Main Street 683 171 68 1026 0.666 693 605 4.8 2.3 12.236 B 3 - Racecourse Road 410 102 254 850 0.482 413 508 1.7 1.0 9.107 A

16 Generated on 08/06/2016 14:12:20 using Junctions 9 (9.0.1.4646)

08:45 - 09:00 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 285 71 276 771 0.369 286 279 1.0 0.7 8.184 A 2 - Main Street 572 143 57 1032 0.554 576 505 2.3 1.4 8.740 A 3 - Racecourse Road 343 86 211 879 0.391 345 422 1.0 0.7 7.429 A

17 Generated on 08/06/2016 14:12:20 using Junctions 9 (9.0.1.4646)

2021 (With Development), PM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions Junction Name Junction Type Arm order Junction Delay (s) Junction LOS 1 Seamer Road Main Street Racecourse Road Mini -roundabout 1,2,3 34.30 D

Junction Network Options Driving side Lighting Road surface In London Network residual capacity (%) First arm reaching threshold Left Normal/unknown Normal/unknown -4 2 - Main Street

Traffic Demand

Demand Set Details Time Period Traffic profile Start time Finish time Time segment length Run ID Scenario name name type (HH:mm) (HH:mm) (min) automatically D6 2021 (With Development) PM ONE HOUR 16:15 17:45 15 ü

Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) ü ü HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Profile type Use O -D data Average Demand (PCU/hr) Scaling Factor (%) 1 - Seamer Road ONE HOUR ü 454 100.000 2 - Main Street ONE HOUR ü 849 100.000 3 - Racecourse Road ONE HOUR ü 510 100.000

Origin-Destination Data Demand (PCU/hr) To 1 - Seamer Road 2 - Main Street 3 - Racecourse Road 1 - Seamer Road 0 346 108 From 2 - Main Street 327 0 522 3 - Racecourse Road 62 448 0

Vehicle Mix Heavy Vehicle Percentages To 1 - Seamer Road 2 - Main Street 3 - Racecourse Road 1 - Seamer Road 10 10 10 From 2 - Main Street 10 10 10 3 - Racecourse Road 10 10 10

18 Generated on 08/06/2016 14:12:20 using Junctions 9 (9.0.1.4646)

Results

Results Summary for whole modelled period Average Demand Total Junction Arm Max RFC Max delay (s) Max Queue (PCU) Max LOS (PCU/hr) Arrivals (PCU) 1 - Seamer Road 0.78 27.16 3.6 D 417 625 2 - Main Street 0.94 47.94 11.6 E 779 1169 3 - Racecourse Road 0.72 17.95 2.7 C 468 702

Main Results for each time segment

16:15 - 16:30 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 342 85 334 736 0.464 338 290 0.0 0.9 9.851 A 2 - Main Street 639 160 80 1019 0.627 632 592 0.0 1.8 10.052 B 3 - Racecourse Road 384 96 243 857 0.448 380 469 0.0 0.9 8.251 A

16:30 - 16:45 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 408 102 401 697 0.586 406 347 0.9 1.5 13.497 B 2 - Main Street 763 191 97 1010 0.755 758 710 1.8 3.2 15.330 C 3 - Racecourse Road 458 115 292 824 0.556 457 562 0.9 1.3 10.710 B

16:45 - 17:00 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 500 125 489 645 0.775 492 418 1.5 3.4 24.763 C 2 - Main Street 935 234 117 999 0.936 908 864 3.2 9.8 36.026 E 3 - Racecourse Road 562 140 350 785 0.715 557 676 1.3 2.6 16.932 C

17:00 - 17:15 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 500 125 493 643 0.778 499 425 3.4 3.6 27.155 D 2 - Main Street 935 234 119 998 0.937 927 873 9.8 11.6 47.936 E 3 - Racecourse Road 562 140 357 780 0.719 561 689 2.6 2.7 17.954 C

17:15 - 17:30 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 408 102 407 693 0.589 416 363 3.6 1.6 14.655 B 2 - Main Street 763 191 99 1009 0.756 795 724 11.6 3.7 20.796 C 3 - Racecourse Road 458 115 306 815 0.563 464 588 2.7 1.5 11.430 B

19 Generated on 08/06/2016 14:12:20 using Junctions 9 (9.0.1.4646)

17:30 - 17:45 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Seamer Road 342 85 339 734 0.466 344 296 1.6 1.0 10.243 B 2 - Main Street 639 160 82 1018 0.628 646 602 3.7 1.9 10.835 B 3 - Racecourse Road 384 96 249 853 0.450 386 479 1.5 0.9 8.516 A

20 Generated on 08/06/2016 14:13:41 using Junctions 9 (9.0.1.4646)

Junctions 9 ARCADY 9 - Roundabout Module Version: 9.0.1.4646 [] © Copyright TRL Limited, 2016 For sales and distribution information, program advice and maintenance, contact TRL: Tel: +44 (0)1344 770758 email: [email protected] Web: http://www.trlsoftware.co.uk The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution

Filename: Stepney Road Stepney Drive Sandybed Lane.j9 Path: Z:\Projects\2326 Racecourse Road East Ayton\Part 3 - Transport Assessment\Reference\Junctions 9\Junction 2 Stepney Road Report generation date: 08/06/2016 14:13:24

»2016 Existing, AM »2016 Existing, PM »2021 (Do Nothing), AM »2021 (Do Nothing), PM »2021 (With Development), AM »2021 (With Development), PM

Summary of junction performance

AM PM Network Network Queue Delay Junction Queue Delay Junction RFC LOS Residual RFC LOS Residual (PCU) (s) Delay (s) (PCU) (s) Delay (s) Capacity Capacity 2016 Existing

1 - Stepney Road East 0.9 9.82 0.45 A 1.6 14.80 0.60 B 6 % -7 % 2 - Sandybed Lane 0.3 4.75 0.21 A 0.2 5.38 0.17 A 15.01 32.22 3 - Stepney Road West 3.0 12.83 0.74 B [4 - Stepney 3.3 13.45 0.76 B [4 - Stepney Drive] Drive] 4 - Stepney Drive 4.3 23.62 0.81 C 14.3 66.76 0.96 F 2021 (Do Nothing)

1 - Stepney Road East 1.0 11.02 0.49 B 2.1 17.50 0.66 C 0 % -13 % 2 - Sandybed Lane 0.3 5.02 0.23 A 0.3 5.68 0.19 A 20.74 57.93 3 - Stepney Road West 4.2 16.57 0.80 C [4 - Stepney 4.5 17.45 0.81 C [4 - Stepney Drive] Drive] 4 - Stepney Drive 6.8 35.90 0.88 E 33.6 133.30 1.05 F 2021 (With Development)

1 - Stepney Road East 1.1 11.09 0.50 B 2.2 18.25 0.67 C -1 % -13 % 2 - Sandybed Lane 0.3 5.03 0.23 A 0.3 5.73 0.19 A 21.53 59.23 3 - Stepney Road West 4.5 17.46 0.81 C [4 - Stepney 4.6 17.62 0.81 C [4 - Stepney Drive] Drive] 4 - Stepney Drive 7.1 37.28 0.88 E 34.7 136.86 1.05 F

Values shown are the highest values encountered over all time segments. Delay is the maximum value of average delay per arriving vehicle. Junction LOS and Junction Delay are demand -weighted averages. Network Residual Capacity indicates the amount by which network flow could be increased before a user -definable threshold (see Analysis Options) is met.

1 Generated on 08/06/2016 14:13:41 using Junctions 9 (9.0.1.4646)

File summary

File Description

Title (untitled) Location Site number Date 23/05/2016 Version Status (new file) Identifier Client Jobnumber Enumerator LTP\RyanD Description

Units Distance units Speed units Traffic units input Traffic units results Flow units Average delay units Total delay units Rate of delay units m kph PCU PCU perHour s -Min perMin

Analysis Options Vehicle Calculate Queue Calculate detailed Calculate residual Residual capacity RFC Average Delay Queue threshold length (m) Percentiles queueing delay capacity criteria type Threshold threshold (s) (PCU) 5.75 ü Delay 0.85 36.00 20.00

Demand Set Summary Time Period Traffic profile Start time Finish time Time segment length Run ID Scenario name name type (HH:mm) (HH:mm) (min) automatically D1 2016 Existing AM ONE HOUR 07:30 09:00 15 ü D2 2016 Existing PM ONE HOUR 16:15 17:45 15 ü D3 2021 (Do Nothing) AM ONE HOUR 07:30 09:00 15 ü D4 2021 (Do Nothing) PM ONE HOUR 16:15 17:45 15 ü D5 2021 (With Development) AM ONE HOUR 07:30 09:00 15 ü D6 2021 (With Development) PM ONE HOUR 16:15 17:45 15 ü

Analysis Set Details ID Include in report Network flow scaling factor (%) Network capacity scaling factor (%) A1 ü 100.000 100.000

2 Generated on 08/06/2016 14:13:41 using Junctions 9 (9.0.1.4646)

2016 Existing, AM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions Junction Name Junction Type Arm order Junction Delay (s) Junction LOS 1 Stepney Road Stepney Drive Sandybed Lane Standard Roundabout 1,2,3,4 15.01 C

Junction Network Options Driving side Lighting Network residual capacity (%) First arm reaching threshold Left Normal/unknown 6 4 - Stepney Drive

Arms

Arms Arm Name Description 1 Stepney Road East 2 Sandybed Lane 3 Stepney Road West 4 Stepney Drive

Roundabout Geometry V - Approach road half - E - Entry l' - Effective flare R - Entry D - Inscribed circle PHI - Conflict (entry) Exit Arm width (m) width (m) length (m) radius (m) diameter (m) angle (deg) only 1 - Stepney Road East 4.10 4.10 0.0 7.0 26.0 46.0 2 - Sandybed Lane 4.00 5.40 14.0 19.0 26.0 27.0 3 - Stepney Road West 3.80 4.70 7.0 17.0 26.0 40.0 4 - Stepney Drive 3.50 3.70 12.0 18.0 26.0 34.0

Slope / Intercept / Capacity

Roundabout Slope and Intercept used in model Arm Final slope Final intercept (PCU/hr) 1 - Stepney Road East 0.484 1061 2 - Sandybed Lane 0.632 1545 3 - Stepney Road West 0.563 1286 4 - Stepney Drive 0.531 1096

The slope and intercept shown above include any corrections and adjustments.

Traffic Demand

Demand Set Details ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) Run automatically D1 2016 Existing AM ONE HOUR 07:30 09:00 15 ü

Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) ü ü HV Percentages 2.00

3 Generated on 08/06/2016 14:13:41 using Junctions 9 (9.0.1.4646)

Demand overview (Traffic) Arm Linked arm Profile type Use O -D data Average Demand (PCU/hr) Scaling Factor (%) 1 - Stepney Road East ONE HOUR ü 294 100.000 2 - Sandybed Lane ONE HOUR ü 206 100.000 3 - Stepney Road West ONE HOUR ü 794 100.000 4 - Stepney Drive ONE HOUR ü 623 100.000

Origin-Destination Data Demand (PCU/hr) To 1 - Stepney Road East 2 - Sandybed Lane 3 - Stepney Road West 4 - Stepney Drive 1 - Stepney Road East 0 79 190 25 From 2 - Sandybed Lane 71 0 62 73 3 - Stepney Road West 304 46 0 444 4 - Stepney Drive 42 99 482 0

Vehicle Mix Heavy Vehicle Percentages To 1 - Stepney Road East 2 - Sandybed Lane 3 - Stepney Road West 4 - Stepney Drive 1 - Stepney Road East 10 10 10 10 From 2 - Sandybed Lane 10 10 10 10 3 - Stepney Road West 10 10 10 10 4 - Stepney Drive 10 10 10 10

Results

Results Summary for whole modelled period Average Demand Total Junction Arm Max RFC Max delay (s) Max Queue (PCU) Max LOS (PCU/hr) Arrivals (PCU) 1 - Stepney Road East 0.45 9.82 0.9 A 270 405 2 - Sandybed Lane 0.21 4.75 0.3 A 189 284 3 - Stepney Road West 0.74 12.83 3.0 B 729 1093 4 - Stepney Drive 0.81 23.62 4.3 C 572 858

Main Results for each time segment

07:30 - 07:45 Total Junction Circulating Throughput Start End Capacity Throughput Delay Arm Demand Arrivals flow RFC (exit side) queue queue LOS (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 221 55 468 834 0.265 220 312 0.0 0.4 6.431 A 2 - Sandybed Lane 155 39 520 1217 0.127 154 167 0.0 0.2 3.726 A 3 - Stepney Road West 598 149 127 1215 0.492 594 548 0.0 1.1 6.331 A 4 - Stepney Drive 469 117 315 929 0.505 465 405 0.0 1.1 8.447 A

4 Generated on 08/06/2016 14:13:41 using Junctions 9 (9.0.1.4646)

07:45 - 08:00 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 264 66 561 789 0.335 264 374 0.4 0.5 7.529 A 2 - Sandybed Lane 185 46 624 1151 0.161 185 201 0.2 0.2 4.098 A 3 - Stepney Road West 714 178 152 1201 0.594 712 657 1.1 1.6 8.058 A 4 - Stepney Drive 560 140 377 896 0.625 557 486 1.1 1.8 11.599 B

08:00 - 08:15 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 324 81 681 731 0.443 322 456 0.5 0.9 9.673 A 2 - Sandybed Lane 227 57 759 1066 0.213 226 245 0.2 0.3 4.717 A 3 - Stepney Road West 874 219 186 1182 0.740 869 800 1.6 3.0 12.421 B 4 - Stepney Drive 686 171 461 852 0.805 677 593 1.8 4.1 21.579 C

08:15 - 08:30 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 324 81 689 727 0.445 324 459 0.9 0.9 9.821 A 2 - Sandybed Lane 227 57 767 1061 0.214 227 246 0.3 0.3 4.747 A 3 - Stepney Road West 874 219 186 1182 0.740 874 807 3.0 3.0 12.834 B 4 - Stepney Drive 686 171 463 850 0.807 685 597 4.1 4.3 23.618 C

08:30 - 08:45 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 264 66 573 783 0.337 266 378 0.9 0.6 7.667 A 2 - Sandybed Lane 185 46 635 1144 0.162 186 204 0.3 0.2 4.131 A 3 - Stepney Road West 714 178 152 1201 0.594 719 668 3.0 1.6 8.320 A 4 - Stepney Drive 560 140 381 894 0.626 570 491 4.3 1.9 12.543 B

08:45 - 09:00 Total Junction Circulating Throughput Start End Capacity Throughput Delay Arm Demand Arrivals flow RFC (exit side) queue queue LOS (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 221 55 475 831 0.267 222 315 0.6 0.4 6.516 A 2 - Sandybed Lane 155 39 528 1212 0.128 155 169 0.2 0.2 3.747 A 3 - Stepney Road West 598 149 127 1215 0.492 600 555 1.6 1.1 6.466 A 4 - Stepney Drive 469 117 318 928 0.506 472 409 1.9 1.1 8.751 A

5 Generated on 08/06/2016 14:13:41 using Junctions 9 (9.0.1.4646)

2016 Existing, PM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions Junction Name Junction Type Arm order Junction Delay (s) Junction LOS 1 Stepney Road Stepney Drive Sandybed Lane Standard Roundabout 1,2,3,4 32.22 D

Junction Network Options Driving side Lighting Network residual capacity (%) First arm reaching threshold Left Normal/unknown -7 4 - Stepney Drive

Traffic Demand

Demand Set Details ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) Run automatically D2 2016 Existing PM ONE HOUR 16:15 17:45 15 ü

Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) ü ü HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Profile type Use O -D data Average Demand (PCU/hr) Scaling Factor (%) 1 - Stepney Road East ONE HOUR ü 367 100.000 2 - Sandybed Lane ONE HOUR ü 136 100.000 3 - Stepney Road West ONE HOUR ü 825 100.000 4 - Stepney Drive ONE HOUR ü 739 100.000

Origin-Destination Data Demand (PCU/hr) To 1 - Stepney Road East 2 - Sandybed Lane 3 - Stepney Road West 4 - Stepney Drive 1 - Stepney Road East 0 62 277 28 From 2 - Sandybed Lane 58 0 27 51 3 - Stepney Road West 337 34 0 454 4 - Stepney Drive 31 54 654 0

Vehicle Mix Heavy Vehicle Percentages To 1 - Stepney Road East 2 - Sandybed Lane 3 - Stepney Road West 4 - Stepney Drive 1 - Stepney Road East 10 10 10 10 From 2 - Sandybed Lane 10 10 10 10 3 - Stepney Road West 10 10 10 10 4 - Stepney Drive 10 10 10 10

6 Generated on 08/06/2016 14:13:41 using Junctions 9 (9.0.1.4646)

Results

Results Summary for whole modelled period Average Demand Total Junction Arm Max RFC Max delay (s) Max Queue (PCU) Max LOS (PCU/hr) Arrivals (PCU) 1 - Stepney Road East 0.60 14.80 1.6 B 337 505 2 - Sandybed Lane 0.17 5.38 0.2 A 125 187 3 - Stepney Road West 0.76 13.45 3.3 B 757 1136 4 - Stepney Drive 0.96 66.76 14.3 F 678 1017

Main Results for each time segment

16:15 - 16:30 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 276 69 552 793 0.348 274 318 0.0 0.6 7.595 A 2 - Sandybed Lane 102 26 714 1094 0.094 102 112 0.0 0.1 3.990 A 3 - Stepney Road West 621 155 103 1229 0.506 617 714 0.0 1.1 6.425 A 4 - Stepney Drive 556 139 321 926 0.601 550 398 0.0 1.6 10.361 B

16:30 - 16:45 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 330 82 662 740 0.446 329 382 0.6 0.9 9.597 A 2 - Sandybed Lane 122 31 856 1004 0.122 122 134 0.1 0.2 4.489 A 3 - Stepney Road West 742 185 123 1217 0.609 739 855 1.1 1.7 8.247 A 4 - Stepney Drive 664 166 385 892 0.745 659 478 1.6 3.0 16.567 C

16:45 - 17:00 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 404 101 785 680 0.594 401 465 0.9 1.6 14.055 B 2 - Sandybed Lane 150 37 1025 898 0.167 149 162 0.2 0.2 5.289 A 3 - Stepney Road West 908 227 150 1202 0.756 902 1024 1.7 3.2 12.951 B 4 - Stepney Drive 814 203 469 847 0.961 781 583 3.0 11.2 45.695 E

17:00 - 17:15 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 404 101 805 671 0.602 404 468 1.6 1.6 14.799 B 2 - Sandybed Lane 150 37 1045 885 0.169 150 164 0.2 0.2 5.383 A 3 - Stepney Road West 908 227 151 1201 0.756 908 1043 3.2 3.3 13.446 B 4 - Stepney Drive 814 203 472 846 0.962 801 587 11.2 14.3 66.763 F

17:15 - 17:30 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 330 82 709 717 0.460 333 387 1.6 1.0 10.361 B 2 - Sandybed Lane 122 31 903 975 0.125 123 139 0.2 0.2 4.648 A 3 - Stepney Road West 742 185 124 1217 0.610 748 902 3.3 1.8 8.554 A 4 - Stepney Drive 664 166 389 890 0.746 708 483 14.3 3.5 25.830 D

7 Generated on 08/06/2016 14:13:41 using Junctions 9 (9.0.1.4646)

17:30 - 17:45 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 276 69 566 787 0.351 278 322 1.0 0.6 7.802 A 2 - Sandybed Lane 102 26 730 1084 0.094 103 114 0.2 0.1 4.035 A 3 - Stepney Road West 621 155 103 1228 0.506 624 729 1.8 1.1 6.578 A 4 - Stepney Drive 556 139 324 924 0.602 564 403 3.5 1.7 11.183 B

8 Generated on 08/06/2016 14:13:41 using Junctions 9 (9.0.1.4646)

2021 (Do Nothing), AM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions Junction Name Junction Type Arm order Junction Delay (s) Junction LOS 1 Stepney Road Stepney Drive Sandybed Lane Standard Roundabout 1,2,3,4 20.74 C

Junction Network Options Driving side Lighting Network residual capacity (%) First arm reaching threshold Left Normal/unknown 0 4 - Stepney Drive

Traffic Demand

Demand Set Details ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) Run automatically D3 2021 (Do Nothing) AM ONE HOUR 07:30 09:00 15 ü

Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) ü ü HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Profile type Use O -D data Average Demand (PCU/hr) Scaling Factor (%) 1 - Stepney Road East ONE HOUR ü 315 100.000 2 - Sandybed Lane ONE HOUR ü 219 100.000 3 - Stepney Road West ONE HOUR ü 852 100.000 4 - Stepney Drive ONE HOUR ü 663 100.000

Origin-Destination Data Demand (PCU/hr) To 1 - Stepney Road East 2 - Sandybed Lane 3 - Stepney Road West 4 - Stepney Drive 1 - Stepney Road East 0 84 204 27 From 2 - Sandybed Lane 75 0 66 78 3 - Stepney Road West 329 49 0 474 4 - Stepney Drive 44 106 513 0

Vehicle Mix Heavy Vehicle Percentages To 1 - Stepney Road East 2 - Sandybed Lane 3 - Stepney Road West 4 - Stepney Drive 1 - Stepney Road East 10 10 10 10 From 2 - Sandybed Lane 10 10 10 10 3 - Stepney Road West 10 10 10 10 4 - Stepney Drive 10 10 10 10

9 Generated on 08/06/2016 14:13:41 using Junctions 9 (9.0.1.4646)

Results

Results Summary for whole modelled period Average Demand Total Junction Arm Max RFC Max delay (s) Max Queue (PCU) Max LOS (PCU/hr) Arrivals (PCU) 1 - Stepney Road East 0.49 11.02 1.0 B 289 434 2 - Sandybed Lane 0.23 5.02 0.3 A 201 301 3 - Stepney Road West 0.80 16.57 4.2 C 782 1173 4 - Stepney Drive 0.88 35.90 6.8 E 608 913

Main Results for each time segment

07:30 - 07:45 Total Junction Circulating Throughput Start End Capacity Throughput Delay Arm Demand Arrivals flow RFC (exit side) queue queue LOS (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 237 59 498 819 0.289 235 335 0.0 0.4 6.759 A 2 - Sandybed Lane 165 41 555 1195 0.138 164 178 0.0 0.2 3.840 A 3 - Stepney Road West 641 160 135 1210 0.530 637 584 0.0 1.2 6.844 A 4 - Stepney Drive 499 125 339 917 0.545 494 433 0.0 1.3 9.263 A

07:45 - 08:00 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 283 71 597 772 0.367 282 401 0.4 0.6 8.085 A 2 - Sandybed Lane 197 49 665 1125 0.175 197 214 0.2 0.2 4.265 A 3 - Stepney Road West 766 191 162 1195 0.641 763 701 1.2 1.9 9.100 A 4 - Stepney Drive 596 149 406 881 0.677 592 519 1.3 2.2 13.549 B

08:00 - 08:15 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 347 87 720 712 0.487 345 489 0.6 1.0 10.757 B 2 - Sandybed Lane 241 60 806 1036 0.233 241 260 0.2 0.3 4.976 A 3 - Stepney Road West 938 235 198 1175 0.798 930 849 1.9 4.0 15.610 C 4 - Stepney Drive 730 182 495 834 0.876 714 633 2.2 6.1 29.874 D

08:15 - 08:30 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 347 87 733 706 0.491 347 493 1.0 1.0 11.024 B 2 - Sandybed Lane 241 60 817 1029 0.234 241 263 0.3 0.3 5.024 A 3 - Stepney Road West 938 235 198 1175 0.798 937 860 4.0 4.2 16.566 C 4 - Stepney Drive 730 182 498 832 0.878 727 637 6.1 6.8 35.899 E

08:30 - 08:45 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 283 71 617 762 0.372 285 407 1.0 0.7 8.332 A 2 - Sandybed Lane 197 49 684 1113 0.177 197 219 0.3 0.2 4.325 A 3 - Stepney Road West 766 191 162 1195 0.641 775 719 4.2 2.0 9.602 A 4 - Stepney Drive 596 149 411 878 0.679 614 526 6.8 2.4 15.866 C

10 Generated on 08/06/2016 14:13:41 using Junctions 9 (9.0.1.4646)

08:45 - 09:00 Total Junction Circulating Throughput Start End Capacity Throughput Delay Arm Demand Arrivals flow RFC (exit side) queue queue LOS (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 237 59 507 815 0.291 238 339 0.7 0.5 6.871 A 2 - Sandybed Lane 165 41 564 1189 0.139 165 181 0.2 0.2 3.868 A 3 - Stepney Road West 641 160 136 1210 0.530 644 593 2.0 1.3 7.041 A 4 - Stepney Drive 499 125 342 915 0.546 503 438 2.4 1.4 9.731 A

11 Generated on 08/06/2016 14:13:41 using Junctions 9 (9.0.1.4646)

2021 (Do Nothing), PM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions Junction Name Junction Type Arm order Junction Delay (s) Junction LOS 1 Stepney Road Stepney Drive Sandybed Lane Standard Roundabout 1,2,3,4 57.93 F

Junction Network Options Driving side Lighting Network residual capacity (%) First arm reaching threshold Left Normal/unknown -13 4 - Stepney Drive

Traffic Demand

Demand Set Details ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) Run automatically D4 2021 (Do Nothing) PM ONE HOUR 16:15 17:45 15 ü

Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) ü ü HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Profile type Use O -D data Average Demand (PCU/hr) Scaling Factor (%) 1 - Stepney Road East ONE HOUR ü 397 100.000 2 - Sandybed Lane ONE HOUR ü 146 100.000 3 - Stepney Road West ONE HOUR ü 882 100.000 4 - Stepney Drive ONE HOUR ü 788 100.000

Origin-Destination Data Demand (PCU/hr) To 1 - Stepney Road East 2 - Sandybed Lane 3 - Stepney Road West 4 - Stepney Drive 1 - Stepney Road East 0 66 301 30 From 2 - Sandybed Lane 62 0 29 55 3 - Stepney Road West 361 36 0 485 4 - Stepney Drive 33 57 698 0

Vehicle Mix Heavy Vehicle Percentages To 1 - Stepney Road East 2 - Sandybed Lane 3 - Stepney Road West 4 - Stepney Drive 1 - Stepney Road East 10 10 10 10 From 2 - Sandybed Lane 10 10 10 10 3 - Stepney Road West 10 10 10 10 4 - Stepney Drive 10 10 10 10

12 Generated on 08/06/2016 14:13:41 using Junctions 9 (9.0.1.4646)

Results

Results Summary for whole modelled period Average Demand Total Junction Arm Max RFC Max delay (s) Max Queue (PCU) Max LOS (PCU/hr) Arrivals (PCU) 1 - Stepney Road East 0.66 17.50 2.1 C 364 546 2 - Sandybed Lane 0.19 5.68 0.3 A 134 201 3 - Stepney Road West 0.81 17.45 4.5 C 809 1214 4 - Stepney Drive 1.05 133.30 33.6 F 723 1085

Main Results for each time segment

16:15 - 16:30 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 299 75 588 776 0.385 296 341 0.0 0.7 8.209 A 2 - Sandybed Lane 110 27 765 1062 0.104 109 118 0.0 0.1 4.157 A 3 - Stepney Road West 664 166 110 1224 0.542 659 765 0.0 1.3 6.941 A 4 - Stepney Drive 593 148 343 914 0.649 585 426 0.0 2.0 11.781 B

16:30 - 16:45 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 357 89 703 720 0.495 355 408 0.7 1.1 10.807 B 2 - Sandybed Lane 131 33 916 966 0.136 131 142 0.1 0.2 4.739 A 3 - Stepney Road West 793 198 132 1212 0.654 790 915 1.3 2.0 9.312 A 4 - Stepney Drive 708 177 411 878 0.807 700 511 2.0 4.1 21.225 C

16:45 - 17:00 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 437 109 805 671 0.652 433 495 1.1 2.0 16.449 C 2 - Sandybed Lane 161 40 1070 869 0.185 160 169 0.2 0.2 5.582 A 3 - Stepney Road West 971 243 161 1196 0.812 962 1069 2.0 4.4 16.309 C 4 - Stepney Drive 868 217 501 830 1.045 800 622 4.1 21.1 72.447 F

17:00 - 17:15 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 437 109 823 662 0.660 437 500 2.0 2.1 17.500 C 2 - Sandybed Lane 161 40 1088 858 0.187 161 171 0.2 0.3 5.681 A 3 - Stepney Road West 971 243 162 1195 0.812 970 1087 4.4 4.5 17.450 C 4 - Stepney Drive 868 217 505 828 1.048 818 627 21.1 33.6 133.298 F

17:15 - 17:30 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 357 89 818 665 0.537 360 419 2.1 1.3 13.120 B 2 - Sandybed Lane 131 33 1026 897 0.146 132 152 0.3 0.2 5.174 A 3 - Stepney Road West 793 198 133 1212 0.654 802 1025 4.5 2.1 9.892 A 4 - Stepney Drive 708 177 417 875 0.810 819 518 33.6 5.9 82.084 F

13 Generated on 08/06/2016 14:13:41 using Junctions 9 (9.0.1.4646)

17:30 - 17:45 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 299 75 610 765 0.391 301 345 1.3 0.7 8.582 A 2 - Sandybed Lane 110 27 790 1046 0.105 110 121 0.2 0.1 4.231 A 3 - Stepney Road West 664 166 111 1224 0.543 667 789 2.1 1.3 7.155 A 4 - Stepney Drive 593 148 347 912 0.650 608 431 5.9 2.1 13.640 B

14 Generated on 08/06/2016 14:13:41 using Junctions 9 (9.0.1.4646)

2021 (With Development), AM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions Junction Name Junction Type Arm order Junction Delay (s) Junction LOS 1 Stepney Road Stepney Drive Sandybed Lane Standard Roundabout 1,2,3,4 21.53 C

Junction Network Options Driving side Lighting Network residual capacity (%) First arm reaching threshold Left Normal/unknown -1 4 - Stepney Drive

Traffic Demand

Demand Set Details Time Period Traffic profile Start time Finish time Time segment length Run ID Scenario name name type (HH:mm) (HH:mm) (min) automatically D5 2021 (With Development) AM ONE HOUR 07:30 09:00 15 ü

Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) ü ü HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Profile type Use O -D data Average Demand (PCU/hr) Scaling Factor (%) 1 - Stepney Road East ONE HOUR ü 318 100.000 2 - Sandybed Lane ONE HOUR ü 218 100.000 3 - Stepney Road West ONE HOUR ü 864 100.000 4 - Stepney Drive ONE HOUR ü 662 100.000

Origin-Destination Data Demand (PCU/hr) To 1 - Stepney Road East 2 - Sandybed Lane 3 - Stepney Road West 4 - Stepney Drive 1 - Stepney Road East 0 84 207 27 From 2 - Sandybed Lane 75 0 66 77 3 - Stepney Road West 340 48 0 476 4 - Stepney Drive 44 105 513 0

Vehicle Mix Heavy Vehicle Percentages To 1 - Stepney Road East 2 - Sandybed Lane 3 - Stepney Road West 4 - Stepney Drive 1 - Stepney Road East 10 10 10 10 From 2 - Sandybed Lane 10 10 10 10 3 - Stepney Road West 10 10 10 10 4 - Stepney Drive 10 10 10 10

15 Generated on 08/06/2016 14:13:41 using Junctions 9 (9.0.1.4646)

Results

Results Summary for whole modelled period Average Demand Total Junction Arm Max RFC Max delay (s) Max Queue (PCU) Max LOS (PCU/hr) Arrivals (PCU) 1 - Stepney Road East 0.50 11.09 1.1 B 292 438 2 - Sandybed Lane 0.23 5.03 0.3 A 200 300 3 - Stepney Road West 0.81 17.46 4.5 C 793 1189 4 - Stepney Drive 0.88 37.28 7.1 E 607 911

Main Results for each time segment

07:30 - 07:45 Total Junction Circulating Throughput Start End Capacity Throughput Delay Arm Demand Arrivals flow RFC (exit side) queue queue LOS (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 239 60 496 820 0.292 238 343 0.0 0.4 6.777 A 2 - Sandybed Lane 164 41 557 1193 0.138 163 177 0.0 0.2 3.842 A 3 - Stepney Road West 650 163 134 1211 0.537 645 586 0.0 1.3 6.943 A 4 - Stepney Drive 498 125 346 913 0.546 493 433 0.0 1.3 9.331 A

07:45 - 08:00 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 286 71 595 772 0.370 285 411 0.4 0.6 8.113 A 2 - Sandybed Lane 196 49 668 1123 0.174 196 212 0.2 0.2 4.268 A 3 - Stepney Road West 777 194 161 1196 0.649 774 703 1.3 2.0 9.314 A 4 - Stepney Drive 595 149 415 876 0.679 591 520 1.3 2.2 13.723 B

08:00 - 08:15 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 350 88 718 713 0.491 349 501 0.6 1.0 10.813 B 2 - Sandybed Lane 240 60 809 1034 0.232 240 257 0.2 0.3 4.980 A 3 - Stepney Road West 951 238 197 1176 0.809 942 852 2.0 4.3 16.335 C 4 - Stepney Drive 729 182 506 828 0.880 713 633 2.2 6.3 30.711 D

08:15 - 08:30 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 350 88 730 707 0.495 350 505 1.0 1.1 11.090 B 2 - Sandybed Lane 240 60 820 1027 0.234 240 260 0.3 0.3 5.030 A 3 - Stepney Road West 951 238 197 1175 0.809 951 863 4.3 4.5 17.458 C 4 - Stepney Drive 729 182 509 826 0.883 726 638 6.3 7.1 37.284 E

08:30 - 08:45 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 286 71 616 762 0.375 287 418 1.1 0.7 8.370 A 2 - Sandybed Lane 196 49 687 1111 0.176 196 217 0.3 0.2 4.331 A 3 - Stepney Road West 777 194 161 1196 0.650 786 722 4.5 2.1 9.882 A 4 - Stepney Drive 595 149 421 873 0.682 614 527 7.1 2.5 16.224 C

16 Generated on 08/06/2016 14:13:41 using Junctions 9 (9.0.1.4646)

08:45 - 09:00 Total Junction Circulating Throughput Start End Capacity Throughput Delay Arm Demand Arrivals flow RFC (exit side) queue queue LOS (PCU/hr) (PCU/hr) (s) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 239 60 506 816 0.294 240 347 0.7 0.5 6.890 A 2 - Sandybed Lane 164 41 566 1187 0.138 164 180 0.2 0.2 3.871 A 3 - Stepney Road West 650 163 135 1210 0.537 654 596 2.1 1.3 7.155 A 4 - Stepney Drive 498 125 350 911 0.547 503 439 2.5 1.4 9.815 A

17 Generated on 08/06/2016 14:13:41 using Junctions 9 (9.0.1.4646)

2021 (With Development), PM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions Junction Name Junction Type Arm order Junction Delay (s) Junction LOS 1 Stepney Road Stepney Drive Sandybed Lane Standard Roundabout 1,2,3,4 59.23 F

Junction Network Options Driving side Lighting Network residual capacity (%) First arm reaching threshold Left Normal/unknown -13 4 - Stepney Drive

Traffic Demand

Demand Set Details Time Period Traffic profile Start time Finish time Time segment length Run ID Scenario name name type (HH:mm) (HH:mm) (min) automatically D6 2021 (With Development) PM ONE HOUR 16:15 17:45 15 ü

Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) ü ü HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Profile type Use O -D data Average Demand (PCU/hr) Scaling Factor (%) 1 - Stepney Road East ONE HOUR ü 406 100.000 2 - Sandybed Lane ONE HOUR ü 146 100.000 3 - Stepney Road West ONE HOUR ü 884 100.000 4 - Stepney Drive ONE HOUR ü 789 100.000

Origin-Destination Data Demand (PCU/hr) To 1 - Stepney Road East 2 - Sandybed Lane 3 - Stepney Road West 4 - Stepney Drive 1 - Stepney Road East 0 66 310 30 From 2 - Sandybed Lane 62 0 29 55 3 - Stepney Road West 364 36 0 484 4 - Stepney Drive 33 57 699 0

Vehicle Mix Heavy Vehicle Percentages To 1 - Stepney Road East 2 - Sandybed Lane 3 - Stepney Road West 4 - Stepney Drive 1 - Stepney Road East 10 10 10 10 From 2 - Sandybed Lane 10 10 10 10 3 - Stepney Road West 10 10 10 10 4 - Stepney Drive 10 10 10 10

18 Generated on 08/06/2016 14:13:41 using Junctions 9 (9.0.1.4646)

Results

Results Summary for whole modelled period Average Demand Total Junction Arm Max RFC Max delay (s) Max Queue (PCU) Max LOS (PCU/hr) Arrivals (PCU) 1 - Stepney Road East 0.67 18.25 2.2 C 373 559 2 - Sandybed Lane 0.19 5.73 0.3 A 134 201 3 - Stepney Road West 0.81 17.62 4.6 C 811 1217 4 - Stepney Drive 1.05 136.86 34.7 F 724 1086

Main Results for each time segment

16:15 - 16:30 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 306 76 588 776 0.394 303 343 0.0 0.7 8.329 A 2 - Sandybed Lane 110 27 773 1057 0.104 109 118 0.0 0.1 4.177 A 3 - Stepney Road West 666 166 110 1224 0.544 660 772 0.0 1.3 6.959 A 4 - Stepney Drive 594 149 345 913 0.651 586 425 0.0 2.0 11.845 B

16:30 - 16:45 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 365 91 703 720 0.507 363 411 0.7 1.1 11.055 B 2 - Sandybed Lane 131 33 925 961 0.137 131 142 0.1 0.2 4.770 A 3 - Stepney Road West 795 199 132 1212 0.656 792 924 1.3 2.0 9.350 A 4 - Stepney Drive 709 177 414 877 0.809 701 510 2.0 4.2 21.459 C

16:45 - 17:00 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 447 112 805 671 0.666 443 498 1.1 2.1 17.089 C 2 - Sandybed Lane 161 40 1079 864 0.186 160 169 0.2 0.2 5.628 A 3 - Stepney Road West 973 243 161 1196 0.814 964 1078 2.0 4.4 16.440 C 4 - Stepney Drive 869 217 504 829 1.048 799 621 4.2 21.6 73.806 F

17:00 - 17:15 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 447 112 822 663 0.675 447 503 2.1 2.2 18.249 C 2 - Sandybed Lane 161 40 1097 852 0.189 161 171 0.2 0.3 5.728 A 3 - Stepney Road West 973 243 162 1195 0.814 973 1096 4.4 4.6 17.616 C 4 - Stepney Drive 869 217 508 826 1.051 816 626 21.6 34.7 136.857 F

17:15 - 17:30 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 365 91 822 663 0.551 368 422 2.2 1.4 13.594 B 2 - Sandybed Lane 131 33 1038 889 0.148 132 152 0.3 0.2 5.225 A 3 - Stepney Road West 795 199 133 1212 0.656 804 1037 4.6 2.2 9.942 A 4 - Stepney Drive 709 177 420 873 0.812 824 517 34.7 6.1 86.510 F

19 Generated on 08/06/2016 14:13:41 using Junctions 9 (9.0.1.4646)

17:30 - 17:45 Total Junction Circulating Throughput Start End Capacity Throughput Arm Demand Arrivals flow RFC (exit side) queue queue Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) (PCU) (PCU/hr) (PCU/hr) (PCU) (PCU) 1 - Stepney Road East 306 76 612 764 0.400 308 348 1.4 0.7 8.731 A 2 - Sandybed Lane 110 27 799 1041 0.106 110 121 0.2 0.1 4.257 A 3 - Stepney Road West 666 166 111 1224 0.544 669 798 2.2 1.3 7.178 A 4 - Stepney Drive 594 149 349 911 0.652 610 430 6.1 2.1 13.800 B

20 Appendix 10 – PICADY Output

Appendix 10 www.local-transport-projects.co.uk Generated on 08/06/2016 14:15:12 using Junctions 9 (9.0.1.4646)

Junctions 9 PICADY 9 - Priority Intersection Module Version: 9.0.1.4646 [] © Copyright TRL Limited, 2016 For sales and distribution information, program advice and maintenance, contact TRL: Tel: +44 (0)1344 770758 email: [email protected] Web: http://www.trlsoftware.co.uk The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution

Filename: Junction 3 Site Access.j9 Path: Z:\Projects\2326 Racecourse Road East Ayton\Part 3 - Transport Assessment\Reference\Junctions 9\Junction 3 Site Access Report generation date: 08/06/2016 14:14:52

»2021 (With Development), AM »2021 (With Development), PM

Summary of junction performance

AM PM Queue Delay Junction Network Residual Queue Delay Junction Network Residual RFC LOS RFC LOS (Veh) (s) Delay (s) Capacity (Veh) (s) Delay (s) Capacity 2021 (With Development)

Stream B -AC 0.1 10.89 0.09 B 110 % 0.0 11.15 0.03 B 98 % 0.34 0.19 Stream C -AB 0.0 6.36 0.01 A [Stream B -AC] 0.0 6.87 0.03 A [Stream B -AC]

Values shown are the highest values encountered over all time segments. Delay is the maximum value of average delay per arriving vehicle. Junction LOS and Junction Delay are demand -weighted averages. Network Residual Capacity indicates the amount by which network flow could be increased before a user -definable threshold (see Analysis Options) is met.

File summary

File Description

Title (untitled) Location Site number Date 01/06/2016 Version Status (new file) Identifier Client Jobnumber Enumerator LTP\RyanD Description

Units Distance units Speed units Traffic units input Traffic units results Flow units Average delay units Total delay units Rate of delay units m kph Veh Veh perHour s -Min perMin

Analysis Options Vehicle Calculate Queue Calculate detailed Calculate residual Residual capacity RFC Average Delay Queue threshold length (m) Percentiles queueing delay capacity criteria type Threshold threshold (s) (PCU) 5.75 ü Delay 0.85 36.00 20.00

1 Generated on 08/06/2016 14:15:12 using Junctions 9 (9.0.1.4646)

Demand Set Summary Time Period Traffic profile Start time Finish time Time segment length Run ID Scenario name name type (HH:mm) (HH:mm) (min) automatically D1 2021 (With Development) AM ONE HOUR 07:30 09:00 15 ü D2 2021 (With Development) PM ONE HOUR 16:15 17:45 15 ü

Analysis Set Details ID Include in report Network flow scaling factor (%) Network capacity scaling factor (%) A1 ü 100.000 100.000

2 Generated on 08/06/2016 14:15:12 using Junctions 9 (9.0.1.4646)

2021 (With Development), AM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions Junction Name Junction Type Major road direction Junction Delay (s) Junction LOS 1 Site Access T-Junction Two -way 0.34 A

Junction Network Options Driving side Lighting Network residual capacity (%) First arm reaching threshold Left Normal/unknown 110 Stream B -AC

Arms

Arms Arm Name Description Arm type A Racecourse Road (East) Major B Proposed Site Access Minor C Racecourse Road (West) Major

Major Arm Geometry Width of Has kerbed central Has right Width for right Visibility for right Blocking queue Arm Blocks? carriageway (m) reserve turn bay turn (m) turn (m) (PCU) C - Racecourse Road (West) 9.00 ü 3.00 200.0 ü 5.00 Geometries for Arm C are measured opposite Arm B. Geometries for Arm A (if relevant) are measured opposite Arm D.

Minor Arm Geometry Arm Minor arm type Lane width (m) Visibility to left (m) Visibility to right (m) B - Proposed Site Access One lane 2.75 43 43

Slope / Intercept / Capacity

Priority Intersection Slopes and Intercepts Slope Slope Slope Slope Intercept Junction Stream for for for for (Veh/hr) A-B A-C C-A C-B 1 B-A 500 0.079 0.200 0.126 0.286 1 B-C 635 0.085 0.214 - - 1 C-B 750 0.253 0.253 - - The slopes and intercepts shown above do NOT include any corrections or adjustments. Streams may be combined, in which case capacity will be adjusted. Values are shown for the first time segment only; they may differ for subsequent time segments.

Traffic Demand

Demand Set Details Time Period Traffic profile Start time Finish time Time segment length Run ID Scenario name name type (HH:mm) (HH:mm) (min) automatically D1 2021 (With Development) AM ONE HOUR 07:30 09:00 15 ü

3 Generated on 08/06/2016 14:15:12 using Junctions 9 (9.0.1.4646)

Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) ü ü HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Profile type Use O -D data Average Demand (Veh/hr) Scaling Factor (%) A - Racecourse Road (East) ONE HOUR ü 397 100.000 B - Proposed Site Access ONE HOUR ü 28 100.000 C - Racecourse Road (West) ONE HOUR ü 567 100.000

Origin-Destination Data Demand (Veh/hr) To A - Racecourse Road (East) B - Proposed Site Access C - Racecourse Road (West) A - Racecourse Road (East) 0 6 391 From B - Proposed Site Access 14 0 14 C - Racecourse Road (West) 562 5 0

Vehicle Mix Heavy Vehicle Percentages To A - Racecourse Road (East) B - Proposed Site Access C - Racecourse Road (West) A - Racecourse Road (East) 10 10 10 From B - Proposed Site Access 10 10 10 C - Racecourse Road (West) 10 10 10

Results

Results Summary for whole modelled period Average Demand Total Junction Stream Max RFC Max delay (s) Max Queue (Veh) Max LOS (Veh/hr) Arrivals (Veh) B-AC 0.09 10.89 0.1 B 26 39 C-AB 0.01 6.36 0.0 A 5 7 C-A 516 774 A-B 6 8 A-C 359 538

Main Results for each time segment

07:30 - 07:45 Total Demand Junction Capacity Throughput Start queue End queue Stream RFC Delay (s) LOS (Veh/hr) Arrivals (Veh) (Veh/hr) (Veh/hr) (Veh) (Veh) B-AC 21 5 410 0.051 21 0.0 0.1 9.252 A C-AB 4 1 606 0.006 4 0.0 0.0 5.975 A C-A 423 106 423 A-B 5 1 5 A-C 294 74 294

4 Generated on 08/06/2016 14:15:12 using Junctions 9 (9.0.1.4646)

07:45 - 08:00 Total Demand Junction Capacity Throughput Start queue End queue Stream RFC Delay (s) LOS (Veh/hr) Arrivals (Veh) (Veh/hr) (Veh/hr) (Veh) (Veh) B-AC 25 6 390 0.065 25 0.1 0.1 9.871 A C-AB 4 1 592 0.008 4 0.0 0.0 6.131 A C-A 505 126 505 A-B 5 1 5 A-C 352 88 352

08:00 - 08:15 Total Demand Junction Capacity Throughput Start queue End queue Stream RFC Delay (s) LOS (Veh/hr) Arrivals (Veh) (Veh/hr) (Veh/hr) (Veh) (Veh) B-AC 31 8 361 0.085 31 0.1 0.1 10.881 B C-AB 6 1 571 0.010 5 0.0 0.0 6.362 A C-A 619 155 619 A-B 7 2 7 A-C 430 108 430

08:15 - 08:30 Total Demand Junction Capacity Throughput Start queue End queue Stream RFC Delay (s) LOS (Veh/hr) Arrivals (Veh) (Veh/hr) (Veh/hr) (Veh) (Veh) B-AC 31 8 361 0.085 31 0.1 0.1 10.887 B C-AB 6 1 571 0.010 6 0.0 0.0 6.362 A C-A 619 155 619 A-B 7 2 7 A-C 430 108 430

08:30 - 08:45 Total Demand Junction Capacity Throughput Start queue End queue Stream RFC Delay (s) LOS (Veh/hr) Arrivals (Veh) (Veh/hr) (Veh/hr) (Veh) (Veh) B-AC 25 6 390 0.065 25 0.1 0.1 9.878 A C-AB 4 1 592 0.008 5 0.0 0.0 6.132 A C-A 505 126 505 A-B 5 1 5 A-C 352 88 352

08:45 - 09:00 Total Demand Junction Capacity Throughput Start queue End queue Stream RFC Delay (s) LOS (Veh/hr) Arrivals (Veh) (Veh/hr) (Veh/hr) (Veh) (Veh) B-AC 21 5 410 0.051 21 0.1 0.1 9.264 A C-AB 4 1 606 0.006 4 0.0 0.0 5.975 A C-A 423 106 423 A-B 5 1 5 A-C 294 74 294

5 Generated on 08/06/2016 14:15:12 using Junctions 9 (9.0.1.4646)

2021 (With Development), PM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions Junction Name Junction Type Major road direction Junction Delay (s) Junction LOS 1 Site Access T-Junction Two -way 0.19 A

Junction Network Options Driving side Lighting Network residual capacity (%) First arm reaching threshold Left Normal/unknown 98 Stream B -AC

Traffic Demand

Demand Set Details Time Period Traffic profile Start time Finish time Time segment length Run ID Scenario name name type (HH:mm) (HH:mm) (min) automatically D2 2021 (With Development) PM ONE HOUR 16:15 17:45 15 ü

Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) ü ü HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Profile type Use O -D data Average Demand (Veh/hr) Scaling Factor (%) A - Racecourse Road (East) ONE HOUR ü 517 100.000 B - Proposed Site Access ONE HOUR ü 10 100.000 C - Racecourse Road (West) ONE HOUR ü 556 100.000

Origin-Destination Data Demand (Veh/hr) To A - Racecourse Road (East) B - Proposed Site Access C - Racecourse Road (West) A - Racecourse Road (East) 0 13 504 From B - Proposed Site Access 5 0 5 C - Racecourse Road (West) 543 13 0

Vehicle Mix Heavy Vehicle Percentages To A - Racecourse Road (East) B - Proposed Site Access C - Racecourse Road (West) A - Racecourse Road (East) 10 10 10 From B - Proposed Site Access 10 10 10 C - Racecourse Road (West) 10 10 10

6 Generated on 08/06/2016 14:15:12 using Junctions 9 (9.0.1.4646)

Results

Results Summary for whole modelled period Average Demand Total Junction Stream Max RFC Max delay (s) Max Queue (Veh) Max LOS (Veh/hr) Arrivals (Veh) B-AC 0.03 11.15 0.0 B 9 14 C-AB 0.03 6.87 0.0 A 12 18 C-A 498 747 A-B 12 18 A-C 462 694

Main Results for each time segment

16:15 - 16:30 Total Demand Junction Capacity Throughput Start queue End queue Stream RFC Delay (s) LOS (Veh/hr) Arrivals (Veh) (Veh/hr) (Veh/hr) (Veh) (Veh) B-AC 8 2 391 0.019 7 0.0 0.0 9.375 A C-AB 10 2 583 0.017 10 0.0 0.0 6.275 A C-A 409 102 409 A-B 10 2 10 A-C 379 95 379

16:30 - 16:45 Total Demand Junction Capacity Throughput Start queue End queue Stream RFC Delay (s) LOS (Veh/hr) Arrivals (Veh) (Veh/hr) (Veh/hr) (Veh) (Veh) B-AC 9 2 367 0.024 9 0.0 0.0 10.041 B C-AB 12 3 564 0.021 12 0.0 0.0 6.514 A C-A 488 122 488 A-B 12 3 12 A-C 453 113 453

16:45 - 17:00 Total Demand Junction Capacity Throughput Start queue End queue Stream RFC Delay (s) LOS (Veh/hr) Arrivals (Veh) (Veh/hr) (Veh/hr) (Veh) (Veh) B-AC 11 3 334 0.033 11 0.0 0.0 11.149 B C-AB 14 4 538 0.027 14 0.0 0.0 6.875 A C-A 598 149 598 A-B 14 4 14 A-C 555 139 555

17:00 - 17:15 Total Demand Junction Capacity Throughput Start queue End queue Stream RFC Delay (s) LOS (Veh/hr) Arrivals (Veh) (Veh/hr) (Veh/hr) (Veh) (Veh) B-AC 11 3 334 0.033 11 0.0 0.0 11.151 B C-AB 14 4 538 0.027 14 0.0 0.0 6.875 A C-A 598 149 598 A-B 14 4 14 A-C 555 139 555

7 Generated on 08/06/2016 14:15:12 using Junctions 9 (9.0.1.4646)

17:15 - 17:30 Total Demand Junction Capacity Throughput Start queue End queue Stream RFC Delay (s) LOS (Veh/hr) Arrivals (Veh) (Veh/hr) (Veh/hr) (Veh) (Veh) B-AC 9 2 367 0.024 9 0.0 0.0 10.045 B C-AB 12 3 564 0.021 12 0.0 0.0 6.514 A C-A 488 122 488 A-B 12 3 12 A-C 453 113 453

17:30 - 17:45 Total Demand Junction Capacity Throughput Start queue End queue Stream RFC Delay (s) LOS (Veh/hr) Arrivals (Veh) (Veh/hr) (Veh/hr) (Veh) (Veh) B-AC 8 2 391 0.019 8 0.0 0.0 9.382 A C-AB 10 2 583 0.017 10 0.0 0.0 6.276 A C-A 409 102 409 A-B 10 2 10 A-C 379 95 379

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