Proposed Residential Development at Lands at Stoney Hill Road, Rathcoole, Co

Proposed Residential Development at lands at Stoney Hill Road, Rathcoole, Co. Dublin

Traffic and Transport Assessment

Romeville Developments Ltd

Project number: 60578132 PR305837-ACM-XX-XX-RP-TR-00-0001

May 2020 Proposed Residential Development at lands at Stoney Hill Road, Rathcoole, Co. Dublin Project number: 60578132 Quality information

Prepared by Checked by Verified By Verified by

Zachary Cave Jacqueline Haley Mick Dunne Mick Dunne Traffic Planner/Engineer Principal Transport Engineer Regional Director Regional Director

Revision History

Revision Revision date Details Authorized Name Position

1 16/08/2019 Draft for Design MD Mick Dunne Regional Director Team Review

2 09/10/2019 Draft for Design MD Mick Dunne Regional Director Team Review

3 11/10/2019 Issued to Pre-App MD Mick Dunne Regional Director

4 31/03/2020 Draft for Design MD Mick Dunne Regional Director Team Review

5 05/05/2020 Draft for Design MD Mick Dunne Regional Director Team Review

6 28/05/2020 Final MD Mick Dunne Regional Director

Distribution List

# Hard Copies PDF Required Association / Company Name

0 1 Robert Keran, Virtus Gareth Stanley, Romeville Developments Ltd

Prepared for: Romeville Developments Ltd

Prepared by: AECOM Ireland Limited 4th Floor Adelphi Plaza Georges Street Upper Dun Laoghaire Co. Dublin A96 T927 Ireland

T: +353 1 238 3100 aecom.com

This document has been prepared by AECOM Ireland Limited (“AECOM”) for sole use of our client (the “Client”) in accordance with generally accepted consultancy principles, the budget for fees and the terms of reference agreed between AECOM and the Client. Any information provided by third parties and referred to herein has not been checked or verified by AECOM, unless otherwise expressly stated in the document. No third party may rely upon this document without the prior and express written agreement of AECOM.

Prepared for: Romeville Developments Ltd Z:\UKI\IEDBL2\Jobs\PR- 305837_Stoney_Hill_Road,_Rathcoole\400_Technical\404_CE\01_Traffic\05_Reports\PR305837- AECOM ACM-XX-XX-RP-TR-00-0001 TTA\PR305837-ACM-XX-XX-RP-TR-00-0001 TTA.docx Proposed Residential Development at lands at Stoney Hill Road, Rathcoole, Co. Dublin Project number: 60578132 Executive Summary This Traffic and Transport Assessment (TTA) has been prepared by AECOM to accompany an application for a proposed 204 unit residential development on a site located to the east of Stoney Hill Road, Rathcoole, Co. Dublin. A small portion of land for the provision of a creche facility is located within the Peyton Residential Estate located to the west of the existing roundabout north of Stoney Hill Road. Proposed Development The development will consist of the provision of :

· 204 no. residential units comprising 123 no. houses, 53 apartments and 28 duplexes; · A creche building of 639.2 sq.m plus an outdoor play area of 624.31 sq.m located on an existing undeveloped portion of the Peyton site located to the west of Stoney Hill Road. · The subject site will benefit from the provision of two number vehicle access locations from Stoney Hill Road:

─ The northern vehicle access will take the form of a priority controlled junction providing access to/from the apartment block.

─ The southern site access will again take the form or a priority controlled junction and will provide access to the remainder of the site. · The development also includes 365 car parking spaces (355 residential and 10 at the crèche). · The provision of 119 no bicycle parking spaces (comprising of 99 no. spaces at the residential site and 20 no. spaces at the creche). Pre Application Consultation AECOM has undertaken Pre Application Consultations (PAC) with the following parties:

South Dublin County Council AECOM has completed Pre-Application Consultation (PAC) with South Dublin County Council as detailed below:-

· May and June 2018, consultations with South Dublin County Council (SDCC) in relation to the roads layouts; and · 29th April 2019, AECOM met with SDCC Roads Officers to discuss the emerging SHD scheme. The key items discussed were the road layouts, access junctions, home zones and DMURS. An Bord Pleanála Record of Meeting ABP– 305677-19 A Section 5 PAC was undertaken on the 27th of November 2019 with representatives of An Bord Pleanála (Tom Rabbette, Sarah Moran and Ciaran Hand), the design team (Gareth Stanley, Colin Stanley, Robert Kieran, John Kirwan, Arthur O’Brien, Paul Urwin, Linda Doyle, Michael Dunne, Matteo Iannucci and Jacqueline Haley ) and South Dublin County Council (Fiona Redmond, Suzanne O’Toole, William Purcell, Ronan Toft and Oisin Egan). Record of Meeting Ref: ABP-305677-19.

The key items on the agenda were as follows:

1. Principle of development of RES-N zoned lands 2. Residential design and layout, landscape and visual impacts 3. Roads and traffic impacts 4. Site Services and flood risk 5. Childcare Provision 6. Ecology and bats impacts 7. Any other matters.

Prepared for: Romeville Developments Ltd Z:\UKI\IEDBL2\Jobs\PR- 305837_Stoney_Hill_Road,_Rathcoole\400_Technical\404_CE\01_Traffic\05_Reports\PR305837- AECOM ACM-XX-XX-RP-TR-00-0001 TTA\PR305837-ACM-XX-XX-RP-TR-00-0001 TTA.docx Proposed Residential Development at lands at Stoney Hill Road, Rathcoole, Co. Dublin Project number: 60578132 ABP Notice of Pre-Application Consultation Opinion Following receipt of the ABP Opinion, AECOM note that the following item relates to Traffic & Transportation. AECOM has sought to address this specific issues, details of which are included below:-

“Principle of Development of RES-N Zoned lands

Further consideration/justification of the documents as they relate to the requirement for development at RES-N zoned lands to be ‘in accordance with approved area plans’ and in the context of the Draft Masterplan prepared by South Dublin County Council for the RES-N zoned lands to the east of the development site, as presented to Council on 14th October 2019, or any future Masterplan prepared by South Dublin County Council for the RES-N zoned lands at this location.

This consideration should have particular regard to the following matters:

· The alignment, layout and function of the spine road running through the site from the vehicular access on Stoney Hill Road and connecting to the lands to the east, with regard to (i) the indicative roads layout to the east of the site; (ii) the projected traffic volumes likely to be generated by the development of the remainder of the RES-N zoned lands, including the school site and (iii) compliance with DMURS. · The provision of vehicular, pedestrian and cycle connections between the proposed development and future development to the east and the avoidance of any 'ransom strips’.” “Design and Layout of Residential Development

· The provision of safe and accessible pedestrian and cycle connections throughout the development with particular regard for connections to Stoneyhill Road, to Rathcoole Park, to the linear park at the southern end of the site and between public open spaces within the development”. Accordingly, in order to address the aforementioned items, AECOM have prepared a dedicated Access Strategy Report which is to be read in conjunction with this TTA.

In relation to ‘alignment, layout and function of the spine road’ and ‘(iii) compliance with DMURS’, these items are addressed within the separate DMURS Statement of Compliance has been submitted with the planning application.

The item raised in relation to “projected traffic volumes likely to be generated by the development of the remainder of the RES-N zoned lands, including the school site” is addressed within this Traffic & Transport Assessment submitted with the planning application. Area Plan The subject development lands are located adjacent to SDCC zoned RES-N lands, for which SDCC have prepared a draft Masterplan. The Masterplan has yet to be published however, at this preliminary stage it is expected the SDCC Masterplan lands can accommodate up to 400 residential units and a school.

As detailed within the Area Plan submitted with the planning application, the design of the subject development proposals have taken cognisance of the potential access from the subject site to access these SDCC lands. Planning History In 2018, the applicant submitted two separate planning applications on the respective lands, which can be summarised as follows:

- SDCC Ref No. S18A/0413, comprising 85 houses; and

- SDCC Ref No. S18A/0364, comprising 48 houses and 39 apartments.

The above applications were both at Further Information (FI) stage. The applicant had issued a draft response to SDCC for comment in March 2019. However, the applicant has since chosen to withdraw the two planning applications and submit an application to An Bord Pleanála (ABP) via the Strategic Housing Development (SHD) route. Proposed Site Access The subject site will benefit from the provision of two number vehicle access locations from Stoney Hill Road as illustrated on Figure 2.1:

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· The northern vehicle access will take the form of a priority controlled junction providing access to/from the apartment block. The corner radii will be 6m, to control the speed at which vehicles can enter and exit the junction. · The southern site access will again take the form or a priority controlled junction and will provide access to the remainder of the site. Similar to the central access, the corner radii will be 6m to control the speed at which vehicles can enter/exit the site. The provision of a raised entry treatments at each of the site access junctions informs drivers that they are entering into an area where pedestrians may be present and as such, they must adjust their driving styles accordingly.

Vehicle access to the proposed creche facility will be provided via a new priority controlled junction with the Peyton estate access road. The corner radii will be 4m, to control the speed at which vehicles can enter and exit the junction.

Refer to AECOM drawing PR305837-ACM-01-00-DR-CE-10-0001 submitted with the planning application for further details of the site access junctions. Proposed Roads Layout The adopted design approach successfully achieves the appropriate balance between the functional requirements of different network users whilst enhancing the sense of place. The subject development proposes a hierarchy of internal streets (Figure 3.1) which include:-

· Local streets (Access Road 1) which are 5.5m wide, acting as the main spine route through the development, connecting with Stoney Hill Road. This Access Road can be extended at some point in the future to facilitate vehicle access to the South Dublin County Council RES-N zoned lands. · Local Streets which are 5m wide (Access Road 4) branching off the 5.5m wide spine route, providing access to residential dwellings located at the northern extents of the site. · A local Streets which is 4.8m wide leading to Access Road 5 which operates with a shared surface carriageway whereby pedestrians/cyclists/vehicles share the carriageway in this low speed environment. · Local Streets/Homezones (Access Roads 2 & 3, and western section of Access Road 4) which are 4.8m wide operating with a shared surface carriageway whereby pedestrians/cyclists/vehicles share the carriageway in this low speed environment. The proposed roads layout can be seen in AECOM drawing: PR305837-ACM-01-00-DR-CE-10-0001. Proposed Car Parking It is proposed to provide 365 no. car parking spaces (which includes 10 number parking spaces for the creche) to accommodate the parking requirements for the entire development. The car parking strategy for the proposed development is detailed within this report. Proposed Cycle Parking The proposed cycle parking is based on the requirements set out in the SDCC Development Plan whilst also taking cognisance of the requirements of the Design standards for New Apartments Guidelines. The proposed number of cycle spaces provided is 99 no. spaces for the residential site and 20 no. spaces for the creche facility. Accessibility The proposed development is situated within a good location to benefit from existing and emerging sustainable travel facilities and infrastructure such as the emerging BusConnects scheme. Bus services are available from the Main Street in Rathcoole, which is within 550m walking distance of the north western boundary of the site, connecting the site to numerous local destinations including Dublin City Centre.

Prepared for: Romeville Developments Ltd Z:\UKI\IEDBL2\Jobs\PR- 305837_Stoney_Hill_Road,_Rathcoole\400_Technical\404_CE\01_Traffic\05_Reports\PR305837- AECOM ACM-XX-XX-RP-TR-00-0001 TTA\PR305837-ACM-XX-XX-RP-TR-00-0001 TTA.docx Proposed Residential Development at lands at Stoney Hill Road, Rathcoole, Co. Dublin Project number: 60578132 Table of Contents

1. Introduction ...... 8 Background ...... 8 Pre Application Consultation ...... 9 1.2.1 South Dublin County Council ...... 9 1.2.2 An Bord Pleanála Record of Meeting ABP– 305677-19 ...... 9 1.2.3 ABP Notice of Pre-Application Consultation Opinion ...... 9 Scope ...... 10 Methodology ...... 10 Structure of the Report ...... 11 2. Receiving Environment ...... 12 Introduction ...... 12 Location ...... 12 Previous Planning Submissions ...... 13 2.3.1 Land Use Zoning ...... 15 Existing Transportation Infrastructure ...... 16 2.4.1 Background ...... 16 2.4.2 Existing Pedestrian/ Cycling Environment ...... 16 2.4.3 Public Transport - Bus ...... 17 2.4.4 Public Transport – Heavy Rail ...... 17 2.4.5 Public Transport – LUAS ...... 18 Emerging Transportation Infrastructure ...... 19 2.5.1 Cycle Network Proposals ...... 19 2.5.2 Bus Network Proposals - BusConnects ...... 20 2.5.3 Local Road Proposals ...... 21 2.5.4 Timescales ...... 21 Existing Site Access ...... 21 Road Collision Statistics ...... 22 Existing Conditions Summary ...... 22 3. Proposed Development ...... 23 Introduction ...... 23 Proposed Development ...... 23 Site Access ...... 23 3.3.1 Vehicles ...... 23 3.3.2 Pedestrian/Cycle Access & Permeability ...... 24 Internal Roads Layout ...... 25 Access to SDCC RES-N zoned lands...... 27 Internal Pedestrian/Cycle Routes ...... 28 Servicing ...... 29 Visibility Splays ...... 29 Parking Strategy ...... 29 3.9.1 Standard Vehicle Parking...... 29 3.9.2 Visitor Parking ...... 31 3.9.3 Mobility Impaired Parking...... 31 3.9.4 Electric Vehicle Parking ...... 31 3.9.5 Cycle Parking ...... 32 3.9.6 Parking Restrictions...... 32 4. Trip Generation and Distribution ...... 34 Introduction ...... 34

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Traffic Surveys ...... 34 4.2.1 Proposed Development Trip Generation ...... 35 4.2.2 SDCC RES-N Zoned Lands ...... 35 4.2.2.1SDCC RES-N Zoned Lands Development Phasing ...... 35 4.2.3 Committed Development ...... 36 4.2.4 Trip Distribution & Assignment ...... 36 4.2.4.1Subject Development ...... 36 4.2.4.2SDCC RES-N Zoned Lands ...... 36 Traffic Growth ...... 37 Assessment Scope ...... 37 4.4.1 Assessment Scenarios ...... 37 4.4.2 Assessment Periods ...... 37 Network Impact ...... 37 4.5.1 Subject Development ...... 38 4.5.2 SDCC RES-N Zoned Lands ...... 39 5. Network Analysis ...... 40 Introduction ...... 40 Junction 2 – Main Street / Stoney Lane ...... 41 5.2.1 Junction 2 – Main Street / Stoney Lane Sensitivity Test ...... 43 Junction 3 – Stoney Hill Road / Stoney Lane Roundabout ...... 44 5.3.1 Junction 3 – Stoney Hill Road / Stoney Lane Roundabout Sensitivity Test ...... 47 Junction 4 – Stoney Hill Road / Apartment Site Access ...... 47 5.4.1 Junction 4 – Stoney Hill Road / Apartment Site Access – Sensitivity Test ...... 48 Junction 5 – Stoney Hill Road / Southern Site Access ...... 49 5.5.1 Junction 5 – Stoney Hill Road / Southern Site Access – Sensitivity Test ...... 49 Junction Analysis Summary ...... 50 5.6.1 Junction 2 ...... 50 5.6.2 Junctions 3, 4 & 5 ...... 50 6. Construction Traffic Management Plan ...... 52 Policy Guidance ...... 52 Indicative Construction Programme & Phasing ...... 52 Construction Route ...... 52 Parking ...... 53 Mitigation Measures ...... 53 Hours of Operation ...... 53 Traffic Management Measures ...... 53 7. Mobility Management Plan ...... 55 General ...... 55 Objectives ...... 55 Monitoring ...... 55 8. Summary & Conclusion ...... 58 Summary ...... 58 Conclusion ...... 58 Appendix A Traffic Flows ...... 61 Appendix B TRICS ...... 62 Appendix C Junctions 9 Output ...... 63

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1. Introduction

Background AECOM has been commissioned by Romeville Developments Ltd. to prepare a Traffic and Transport Assessment in support of a planning application submission to South Dublin County Council (SDCC) for 204 residential units on lands to the east of Stoney Hill Road and a creche to the west of the Stoney Hill Roundabout in Rathcoole, Co. Dublin.

The lands on which the proposed development will be constructed are primarily greenfield, whilst the north western section of the site is currently occupied by residential dwellings which are to be demolished as part of this development.

Figure 1.1 – Proposed Site Layout (Source: AECOM Drawing PR305837-ACM-01-00-DR-CE-10-0001)

The report has been produced to assess the potential traffic and transport implications of the proposed development upon the local transportation system. Having regard to the future development of the SDCC RES-N zoned lands as located to the east of the subject site, this TTA also includes estimates of the entire landholding’s development

During the development of this report, traffic turning count surveys have been commissioned specifically for this assessment, with the objective of providing background information relating to existing traffic movement patterns across the local road network. This information has been supplemented with data obtained from site audits of the local road network, subsequently enabling the identification of existing local travel characteristics and an appreciation of the local receiving environment from a transportation perspective.

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1.2.1 South Dublin County Council AECOM have undertaken extensive consultations with SDCC roads department to date in relation to the proposed scheme, during May 2018 and again in June 2018. Most recently, AECOM met with Willie Purcell and Robert Roche (SDCC) on 29th April 2019 to discuss the emerging SHD scheme. The meeting was somewhat of a workshop to review the emerging site layout from a traffic and transport perspective. The key items discussed are as follows:

- Proposed road geometry and road levels;

- Site access locations;

- Home zones and shared surface details; and

- DMURS requirements.

1.2.2 An Bord Pleanála Record of Meeting ABP– 305677-19 A Section 5 PAC was undertaken on the 27th of November 2019 with representatives of An Bord Pleanála (Tom Rabbette, Sarah Moran and Ciaran Hand), the design team (Gareth Stanley, Colin Stanley, Robert Kieran, John Kirwan, Arthur O’Brien, Paul Urwin, Linda Doyle, Michael Dunne, Matteo Iannucci and Jacqueline Haley ) and South Dublin County Council (Fiona Redmond, Suzanne O’Toole, William Purcell, Ronan Toft and Oisin Egan). Record of Meeting Ref: ABP-305677-19.

The key items on the agenda were as follows:

8. Principle of development of RES-N zoned lands 9. Residential design and layout, landscape and visual impacts 10. Roads and traffic impacts 11. Site Services and flood risk 12. Childcare Provision 13. Ecology and bats impacts 14. Any other matters.

1.2.3 ABP Notice of Pre-Application Consultation Opinion Following receipt of the ABP Opinion, AECOM note that the following item relates to Traffic & Transportation. AECOM has sought to address this specific issues, details of which are included below:-

“Principle of Development of RES-N Zoned lands

This consideration should have particular regard to the following matters:

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Compliance with DMURS is demonstrated within the accompanying DMURS Statement of Compliance, whilst the item raised in relation to “projected traffic volumes likely to be generated by the development of the remainder of the RES-N zoned lands, including the school site” is addressed within this Traffic & Transport Assessment submitted with the planning application.

Scope The purpose of this TTA is to quantify the existing transport environment and to detail the results of assessment work undertaken to identify the potential level of any transport impact generated as a result of the residential development.

The scope of the assessment covers transport and related sustainability issues including means of vehicular access, pedestrian, cyclist and local public transport connections. The principal objective of the report is to quantify any level of impact across the local road network and subsequently ascertain both the existing and future operational performance of the local road network.

Methodology Our approach to the study accords with policy and guidance both at a national and local level. Accordingly, the adopted methodology responds to best practices, current and emerging guidance, exemplified by a series of publications, all of which advocate this method of analysis. Key publications consulted include: -

· South Dublin County Development Plan (2016 – 2022); · Design Manual for Urban Roads and Streets, DMURS, May 2019 (Dept of Transport, Tourism and Sport/ Dept of Environment, Community & Local Govt); · Geometric Design of Junctions (priority junctions, direct accesses, roundabouts, grade separated and compact grade separated junctions), DN-GEO-03060, (TII, June 2017); · PE-PDV-02045 Traffic and Transport Assessment Guidelines (May 2014), Transport Infrastructure Ireland; · Greater Dublin Area Cycle Network Plan (National Transport Authority); · National Cycle Manual (National Transport Authority, 2011); and · Transport for Ireland Dublin Area Train and Tram Services (Transport for Ireland). Our methodology incorporated a number of key inter-related stages, including: -

· Site Audit: A site audit was undertaken to quantify existing road network issues and identify local infrastructure characteristics, in addition to establishing the level of accessibility to the site in terms of walking, cycling and public transport. An inventory of the local road network was also developed during this stage of the assessment. · Traffic Counts: Traffic counts were undertaken and analysed with the objective of establishing local traffic characteristics in the immediate area of the proposed development. · Trip Generation: A trip generation exercise has been carried out to establish the potential level of vehicle trips generated by the proposed residential development and also the potential future development of the SDCC RES-N zoned lands. · Trip Distribution: Based upon both the existing traffic characteristics and the network layout in addition to the spatial/land use configuration and density of the urban structure across the catchment area of the development, a distribution exercise has been undertaken to assign site generated vehicle trips across the local road network. · Network Impact: in accordance with the Institute of Highways and Transportation; Traffic Impact Assessment guidelines, the specific level of influence generated by the proposed residential development upon the local road network was ascertained and the junctions which required assessment in greater detail were identified. · Network Assessment: Drawing upon the findings of the previous stages, an operational assessment of the local road network has been undertaken to evaluate the performance of the key local junctions following the implementation and occupation of the proposed development.

Prepared for: Romeville Developments Ltd Z:\UKI\IEDBL2\Jobs\PR- 305837_Stoney_Hill_Road,_Rathcoole\400_Technical\404_CE\01_Traffic\05_Reports\PR305837- AECOM ACM-XX-XX-RP-TR-00-0001 TTA\PR305837-ACM-XX-XX-RP-TR-00-0001 TTA.docx 10 Proposed Residential Development at lands at Stoney Hill Road, Rathcoole, Co. Dublin Project number: 60578132 Structure of the Report As introduced above, this TTA seeks to clarify the potential level of influence generated by the proposed development upon the local road network and subsequently ascertain the existing and future operational performance of the local transport system. The structure of the report responds to the various stages of this exercise including the key tasks summarised below:

· Section 2 of this report describes the existing conditions at the subject site location and the surrounding area; · Section 3 provides a summary of the proposed development itself, including the proposed Parking Strategy; · Section 4 provides a summary of the vehicle trip generation, vehicle distribution, and network assignment exercise is detailed, in addition to quantifying the potential level of impact, as generated by the subject proposals and the potential development of the SDCC RES-N zoned lands , upon key junctions across the local road network. · The operational performance of the proposed site access junctions and adjacent local junctions for a range of different development/traffic scenarios following the commissioning of the development proposals are investigated and reported within Section 5; · Section 6 reviews the construction management requirements; · Section 7 outlines the mobility management plan for perspective residents of the site; · Finally, a summary of our appraisal together with the main conclusions of the assessment are provided in Section 8.

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Introduction This chapter includes a review of the existing baseline conditions of the site including public transport, walking and cycling facilities and the current operation of the surrounding public network. AECOM undertook numerous site audits to identify the existing conditions in the vicinity of the site. The findings from AECOM’s analysis are presented within this chapter.

Location The proposed site is situated in the southern environs of Rathcoole Village, approximately 500m from the Main Street, and located approximately 14.5 km from Dublin City Centre. The subject site is located approximately 1km from the N7 Southbound and 1.3km from the N7 Northbound.

The proposed residential development is bounded by farmlands to the east and south, the Stoney Hill Road along its western boundary and by Rathcoole Park residential settlement along the northern boundary.

The proposed creche facility is bounded by the Peyton Estate to the west and south, to the east by the Stoney Hill Road / Stoney Lane Roundabout and residential dwellings to the north. Figure 2.1 below shows the developments location in relation to Dublin City and Figure 2.2 showing the surrounding environs of the proposed development.

The posted speed limit along the Stoney Hill Road is 50km/hr in the vicinity of the subject site. There are also traffic calming measures along the Stoney Hill Road in the form of road humps to ensure vehicle speeds remain low.

Site Location

Figure 2.1 – Development location in relation to Dublin City Centre (Source: Google Maps)

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To Dublin City Centre

To Saggart

To Naas Rathcoole

Main Street

Stoney Lane Location of Proposed Creche

Rathcoole Peyton Park Estate Indicative Site Location Stoney Hill Road

To Kilteel

Figure 2.2 – Existing Site Layout (Source: Google Maps)

Previous Planning Submissions In 2018, the applicant submitted two separate planning applications on the respective lands, which can be summarised as follows (Figure 2.4):

- SDCC Ref No. S18A/0413, 85 houses; and

- SDCC Ref No. S18A/0364, 48 houses and 39 apartments.

The above applications were both at Further Information (FI) stage. The applicant had issued a draft response to SDCC for comment in March 2019. The applicant has since chosen to withdraw the two planning applications and submit an application to An Bord Pleanála (ABP) via the Strategic Housing Development (SHD) route.

There was an application put forward for the construction of two no. houses which was refused three times (Planning Ref: SD13A/0171, SD14A/0040 and SD15A/0166) but was later granted permission under another application (Planning Ref: SD15A/0166).

In relation to the creche site located in Peyton Housing estate, a previous planning application was approved (Planning Ref: 09A/0384). This application resulted in changes to the residential and apartment unit numbers, but no changes were proposed at the creche facility.

The eastern part of the site was previously part of a planning application for 54 units in 2008 (Planning Ref: SD08A/0858. This application was refused in part due to transportation related issues. The proposed access arrangement to the development was to be provided via a roundabout and spur from a proposed distributor road as detailed in the Rathcoole 2002 Local Area Plan, which had no start date for construction and therefore the development was deemed premature in nature. The proposed access arrangements for this development are shown in Figure 2.3 below.

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Figure 2.3 – Planning Ref:SD08A/0858, Proposed Access Arrangements & Distributor Road

Figure 2.4 below indicated the previous planning applications applicable to the site.

Key: SD18A/0413 SD18A/0364 SD15A/0238 SD13A/0171 SD09A/0384 SD08A/0858

Figure 2.4 – Previous Planning Applications on the Development Site (Source: Google Maps)

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The zoning objective of ‘RES’ is ‘To protect and/or improve residential amenity’.

The subject development lands are located adjacent to SDCC zoned RES-N lands, for which SDCC have prepared a draft Masterplan. The Masterplan has yet to be published however, at this preliminary stage it is expected the SDCC Masterplan lands can accommodate up to 400 residential units and a school.

SDCC RES-N Zoned lands

Subject Site

Figure 2.5 – Site Zoning (Source: South Dublin County Development Plan)

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2.4.1 Background An important stage in the development of a Traffic and Transport Assessment is the identification and appreciation of the local network’s existing transport conditions and vehicle movement characteristics.

An audit of the local road network has therefore been undertaken to establish the existing transport conditions and vehicle movement patterns across the existing network.

2.4.2 Existing Pedestrian/ Cycling Environment In the vicinity of the subject site there are shared pedestrian/cycle routes along both sides of Stoney Hill Road which are segregated from vehicular traffic by grass verges, The shared pedestrian/cycle route on the eastern side of the road terminates at the existing site access location, however the pedestrian footpath continues north to the Rathcoole Park junction and subsequently the Stoney Hill Road/Stoney Lane roundabout junction.

Figures 2.6 to 2.10 below show the existing pedestrian/cycle network in the vicinity of the site.

Figure 2.6 – Northbound Approach to Stoney Figure 2.9 – View from Rathcoole Park Towards Hill Road Site

Figure 2.7 – Southbound along Stoney Hill Road Figure 2.10 – View from Rathcoole Park Entrance Towards Stoney Hill Lane / Stoney Road Roundabout

Figure 2.8 – Northbound along Stoney Hill Lane

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2.4.3 Public Transport - Bus As graphically illustrated in Figure 2.11 below the site is situated to benefit from bus transport connections allowing residents of the subject site to travel by this sustainable mode. The closest bus stops to the site are located on Main Street approximately 550 meters north of the site. These bus stops are served by Dublin Bus Routes 69 and 69X, as detailed in Table 2.1 below:

Table 2.1 – Existing Bus Services Route Monday to Location Route Description Saturday Sunday Operator No. Friday Rathcoole, Hawkins Street 69 Every Hour Every Hour 10 times a day Dublin Bus Main St (Dublin) – Rathcoole Rathcoole, Hawkins Street 69X Once a day N/A N/A Dublin Bus Main St (Dublin)– Rathcoole

Barrack Court, Stop 4557

Indicative Site Location

Figure 2.11 – Bus Stops in the Vicinity of the site (Source: www.journeyplanner.transportforireland.ie)

2.4.4 Public Transport – Heavy Rail The closest railway station to the site is Hazelhatch and Celbridge, located 8.5km to the north of the development. It provides services east to Dublin Heuston and Dublin Grand Canal Dock; westward to Portlaoise and southwards to Waterford.

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To Heuston Station

Celbridge & Hazelhatch Station

8.5km

Site Location

Figure 2.12 – Celbridge and Hazelhatch Station location (Source: journeyplanner.transportforireland.ie)

2.4.5 Public Transport – LUAS The Dublin Luas is accessible approximately 3.3 km east of the site, which is within a comfortable cycling distance. The Saggart LUAS stop is a terminal stop for the red line and provides high frequency services into Dublin City Centre, at a very high average daytime frequency of one every 6 to 7 minutes. Figure 2.13 below shows the location of the stop in relation to the proposed development with Figure 2.14 showing the Red Line Route to Dublin City Centre.

Saggart Luas Terminal N7

Indicative Site Location

Figure 2.13 – Saggart Luas Stop

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Saggart LUAS Terminal

Site Location

Figure 2.14 – Luas Red Line Route (Source: www.journeyplanner.transportforireland)

Emerging Transportation Infrastructure

2.5.1 Cycle Network Proposals In the vicinity of the subject site there are no proposed infrastructure upgrades planned but there are upgrades planned through Rathcoole Village along the Main Street. Figure 2.15 below shows the proposed cycle network upgrades as part of the Cycle Network Plan for the Greater Dublin Area.

Site Location

Figure 2.15 – Proposed Cycle Network Upgrades (Source: www.nationaltransport.ie)

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· “Services to be arranged along seven cross-city super-frequent spines · Dramatic increase in the numbers of orbital services · Increase in the number of all-day high-frequency services · Move to a simplified two-fare system · A new route numbering system”. “Under the proposals, the level of bus service will increase by 27%. This includes services on 11 brand-new orbital routes that will operate on a 15-minute frequency or better, in the north, south and west of the network area.”

Figure 2.16 & 2.17 below indicate the existing and the proposed bus service midday frequencies in the vicinity of the subject site, prior to and after the BusConnects network redesign.

Indicative Site Location

Figure 2.16: Existing Public Transport Services (weekday midday frequency) (Extract of Map 1 - https://busconnects.ie/initiatives/dublin-area-bus-network-redesign-maps/)

Indicative Site Location

Figure 2.17: Proposed Public Transport Services (weekday midday frequency) (Extract of Dublin West Outer Map - https://busconnects.ie/initiatives/dublin-area-bus-network-redesign-maps/)

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Under the BusConnects proposals, the following route will be available within walking distance of the subject site on Main Street in Rathcoole:-

· “Local Route 242, replaces today's hourly Route 69. It ends at Saggart Luas Station, but runs every 30 minutes rather than hourly, and every 15 minutes at peak times.” The subject site is ideally located to benefit from the enhanced accessibility levels delivered by the BusConnects proposals.

2.5.3 Local Road Proposals The South Dublin County Development Plan 2016-2022, has outlined long-term road network proposals which will be phased ‘according to need’ and ‘may be brought forward for construction at an earlier date, subject to funding being available’. In the general vicinity of the subject site the following is proposed (Figure 2.18):-

· Western Dublin Orbital Route (south) – New road from Boherboy to Tootenhill – Link between the N81 and the N4 with a by-pass function around Rathcoole and Saggart.

Long Term Roads Proposal

Subject Site

Figure 2.18: SDCC Infrastructure Objectives (extract Map 8 SDCC Development Plan)

2.5.4 Timescales The implementation of the above cycle, public transport and road infrastructure schemes by the local authority will be subject to further design, public consultation, approval, and importantly availability of funding and resources.

Existing Site Access At present there is one vehicular access to the subject site from Stoney Hill Road. This access point serves the existing residential dwellings on the site.

Figure 2.19 – Existing Site Access

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Traffic collision data was obtained for the period 2005 – 2016, which is the most recent data available from the RSA website. It should be noted that information relating to reported incidents for the years 2017, 2018, 2019 and 2020 is not yet available on the Road Safety Authority (RSA) website. The RSA records detail only those occasions where the incident was officially recorded such as the Garda being present to formally record details of the incident.

The incidents are categorised into class of severity, which includes minor serious and fatal collisions. The collision locations are shown in Figure 2.20 below. Upon inspection it can be seen that there have been no reported collisions along the Stoney Hill Road in the vicinity of the subject site over the most recent twelve year period.

Indicative Site Location

Figure 2.20 – Collision Record within the vicinity of the subject site (source: www.rsa.ie)

Existing Conditions Summary The subject site is ideally positioned within the urban environment to maximise access to/from the site utilising sustainable forms of travel including walking, cycling and public transport.

The sites proximity to public transport interchanges on Main St in Rathcoole (circa 550m walking distance) further enhances the sustainability characteristics of the site.

The subject site is ideally located to benefit from the enhanced accessibility levels delivered by the emerging BusConnects bus network improvements with the provision of a bus service through Rathcoole with a 15 minute peak hour frequency (30 minute off peak).

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Introduction This chapter details the proposed development with regard to the transportation elements which includes the internal roads layout, proposed pedestrian/cycling infrastructure and parking provisions within the development area.

Proposed Development The proposed development comprises a 204 unit residential development on a site located to the east of Stoney Hill Road, Rathcoole, Co. Dublin. A small portion of land for the provision of a creche facility is located within the Peyton Residential Estate located to the west of the existing roundabout north of Stoney Hill Road. The proposed schedule of accommodation is shown in Table 3.1 below.

Further details of the development proposals including the site layout and transport network arrangements are illustrated in the architects’ scheme drawings as submitted with this planning application.

Table 3.1 – Proposed Schedule of Accommodation

Unit Type No. of Bedrooms/GFA Quantum Total 3 111 units Houses 123 Units 4 12 Units 2 10 Units Duplexes 28 Units 3 18 Units 1 10 Units Apartments 2 33 Units 53 Units 3 10 Units Creche 639sqm 1 building -

Site Access

3.3.1 Vehicles The subject site will benefit from the provision of two number vehicle access locations from Stoney Hill Road as illustrated on Figure 3.1 below:

· The northern vehicle access will take the form of a priority controlled junction providing access to/from the apartment block. The corner radii will be 6m, to control the speed at which vehicles can enter and exit the junction. · The southern site access will again take the form or a priority controlled junction and will provide access to the remainder of the site. Similar to the central access, the corner radii will be 6m to control the speed at which vehicles can enter/exit the site. The location of the vehicle site access junctions has been derived from the existing levels on site and the necessity to minimise cut and fill. Furthermore, the existing vehicle access located at the north western boundary of the site, which currently serves the residential dwellings on the site (which are to be demolished as part of the scheme), will be upgraded and reserved for the use of pedestrians and cyclists only, to provide them with a direct convenient link to Rathcoole Village as detailed in Section 3.3.2 below.

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The provision of a raised entry treatments at each of the site access junctions informs drivers that they are entering into an area where pedestrians may be present and as such, they must adjust their driving styles accordingly.

The proposed access locations can be seen in AECOM drawing: PR305837-ACM-01-00-DR-CE-10-0001. Figure 3.1 below shows the vehicle access arrangements with the proposed development.

Creche Access

Proposed Vehicle Site Access

Figure 3.1 – Proposed Vehicle Access Arrangements (AECOM Drawing: PR305837-ACM-01-00-DR-CE-10- 0001)

3.3.2 Pedestrian/Cycle Access & Permeability The subject site will be highly accessible to pedestrians and cyclists from the adjacent Stoney Hill Road. The proposed development achieves filtered permeability, primarily for walking and cycling at three locations along Stoney Hill Road (Figure 3.2);-

· There is a pedestrian/cycle only access provided to the north of the site providing a direct route between the subject site and Rathcoole Village This route leads to unit numbers 131-135, and subsequently Access Road 4 and the apartment block. · At the apartment block access junction, pedestrians are provided with dedicated footways along both sides of the access route; · At the southern site access junction, pedestrians are provided with a dedicated footway along the northern side of the access route. In addition along the southern side of the route, there is a pedestrian access which connects with the linear path which travels along the southern extents of the site. The arrangement at the two site access junctions includes the provision of uncontrolled crossing points with associated tactile paving and dropped kerbs to allow pedestrians and cyclists to continue their journey along the Stoney Hill Road. Whilst the arrangement at the creche site access junction includes the provision of uncontrolled crossing points with associated tactile paving and dropped kerbs to allow pedestrians to continue their journey along the Peyton access road.

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The internal pedestrian routes within the site were derived from the location of the apartment block, residential dwellings and associated facilities. This has led to the creation of pedestrian routes that lead to/from and around the development and ties into the existing pedestrian facilities along Stoney Hill Road. Figure 4.1 below indicates the pedestrian routes within and around the subject site.

Pedestrians are given priority within the internal site layout to ensure desire lines within the site are accommodated providing a good level of service and ensures the risk of vehicle/pedestrian conflict with vehicles is minimised.

The alignment and layout of the pedestrian routes along Access Roads 1&4 can facilitate future extension to enable pedestrian access to the SDCC RES-N zoned lands at a later date.

Pedestrian/Cycle Access

Pedestrian Access

Figure 3.2 – Pedestrian/Cycle Access Locations (AECOM Drawing: PR305837-ACM-01-00-DR-CE-10-0001)

Internal Roads Layout The adopted design approach successfully achieves the appropriate balance between the functional requirements of different network users whilst enhancing the sense of place. The subject development proposes a hierarchy of internal streets (Figure 3.3) which include:-

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These features include:

· Access Road 1 which is the main spine route through the development (and can be extended to serve the SDCC RES-N zoned lands at a later date) incorporates; horizontal deflections in the vicinity of Access Roads 2 & 3, a vertical deflection in the form of a raised table between units 82 and 59, and a vertical deflection in the form of a flat top ramp at the eastern extents of the route. These features will ensure that vehicle speeds will remain low in this residential environment. · Access Road 4 which branches off Access Road 1 incorporates a horizontal deflection in the vicinity unit 142, and also a vertical deflection at the entrance to the Homezone area to the west. · Access Roads 2, 3 & 5 incorporate vertical deflections in the form of raised entries at their respective entrances from Access Road 1, thereby informing drivers that they are entering an area where pedestrians are expected to be present. The proposed roads layout can be seen in AECOM drawing: PR305837-ACM-01-00-DR-CE-10-0001, with an extract shown in Figure 3.3 below.

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5.5m wide Spine Route Can be extended 5m wide Access Route to access RES-N zoned lands at a later date 4.8m wide Homezone

Figure 3.3 – Hierarchy of Internal Streets (AECOM Drawing: PR305837-ACM-01-00-DR-CE-10-0001)

Access to SDCC RES-N zoned lands The subject development lands are located adjacent to SDCC zoned RES-N lands (Figure 3.4), for which SDCC have prepared a draft Masterplan. The Masterplan has yet to be published however, at this preliminary stage it is expected the SDCC Masterplan lands can accommodate up to 400 residential units and a school.

· Access Road 1 can be extended some point in the future to facilitate vehicle access to the SDCC RES-N zoned lands. · The pedestrian routes at the eastern extents of the site can be extended in the future to facilitate vehicle access to the SDCC RES-N zoned lands.

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SDCC RES-N Zoned lands

Subject Site

Figure 3.4 – Site Zoning (Source: South Dublin County Development Plan)

Internal Pedestrian/Cycle Routes The internal pedestrian routes within the site were derived from the location of the apartment block, residential dwellings and associated facilities. This has led to the creation of pedestrian routes that lead to/from and around the development and ties into the existing pedestrian facilities along Stoney Hill Road. Figure 3.5 below indicates the pedestrian routes within and around the subject site.

Figure 3.5 indicates the routes that cyclists can take around the site. In addition to the routes indicates, cyclists can also make use of the pedestrian paths indicated, should they choose to walk their bicycles along them.

The alignment and layout of the pedestrian/cycle routes along Access Roads 1&4 can facilitate future extension to enable pedestrian access to the SDCC RES-N zoned lands at a later date.

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Can be extended to access RES-N zoned lands at a later date

Figure 3.5 – Internal Pedestrian & Cycle Routes (AECOM Drawing: PR305837-ACM-01-00-DR-CE-10-0001)

Servicing An AutoTrack analysis has been carried out at the site access junctions and the internal junctions and turning areas within the site to demonstrate their capability to cater for a 10.2m long refuse lorry. The results of the analysis show that the site access junctions can accommodate servicing vehicles accessing, exiting and travelling through the site. This is illustrated in AECOM drawing no. PR305837-ACM-01-00-DR-CE-10-0103.

Visibility Splays In accordance with DMURS a sightline of 45m is required having regard to the speed limit along Stoney Hill Road (50km/h), from each site access at a setback of 2.4m. These visibility splay requirements are achieved for all the site accesses, as illustrated in AECOM drawing PR305837-ACM-01-00-DR-CE-10-0101.

Parking Strategy

3.9.1 Standard Vehicle Parking In order to determine the appropriate quantum of vehicle parking for the proposed residential development, reference has been made to the following guidance:-

· Chapter 4 of Sustainable Urban Housing: Design Standards For New Apartments Guidelines For Planning Authorities, as published by the Department of Housing, Planning and Local Government (DHPLG), March 2018; and · Table 11.23 of the current South Dublin Council County Development Plan (2016-2022); Sustainable Urban Housing: Design Standards for New Apartments, Guidelines for Planning Authorities Department of Housing, Planning and Local Government (DHPLG) The Department of Housing, Planning and Local Government has recently published (March 2018) new guidance ‘Sustainable Urban Housing: Design Standards for New Apartments’ (SUHDS). In relation to car parking, within ‘Peripheral and/or Less Accessible Urban Locations’ the document states ‘As a benchmark guideline for apartments

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in relatively peripheral or less accessible urban locations, one car parking space per unit, together with an element of visitor parking, such as one space for every 3-4 apartments, should generally be required.’

Accordingly, the subject site, can be classified as an ‘Peripheral and/or Less Accessible Urban Location’ as it is located within greater than 400m walking distance of a bus stop and the existing bus services in the area are not of a high frequency (60 minute peak hour service).

AECOM believe parking provision for the proposed development should be provided to take cognisance of the Department of Housing, Planning and Local Government SUHDS guidance as referred to above whereby ‘as a benchmark guideline for apartments in relatively peripheral or less accessible urban locations, one parking space per unit, together with an element of visitor parking such as one space for every 3-4 apartments, should generally be required’.

South Dublin County Development Plan 2016-2022 The South Dublin County Development Plan 2016-2022 states the following in relation to car parking:-

· ‘It is the policy of Council to take a balanced approach to the provision of car parking with the aim of meeting the needs of businesses and communities whilst promoting a transition towards more sustainable forms of transportation.’ · ‘Tables 11.23 and 11.24 set out the Maximum Parking rates for non-residential and residential development. Parking rates are divided into two main categories:

─ Zone 1: General rate applicable throughout the County. ─ Zone 2 (Non Residential): More restrictive rates for application within town and village centres, within 800 metres of a Train or Luas station and within 400 metres of a high quality bus service (including proposed services that have proceeded to construction).

─ Zone 2 (Residential): More restrictive rates for application within town and village centres, within 400 metres of a high quality public transport service 5 (includes a train station, Luas station or bus stop with a high quality service)’ (5 A high frequency route is where buses operate with a minimum 10 minute frequency at peak times and a 20 minute off-peak frequency.). The Development Plan goes on to say:

‘The number of spaces provided for any particular development should not exceed the maximum provision. The maximum provision should not be viewed as a target and a lower rate of parking may be acceptable subject to:

· The proximity of the site to public transport and the quality of the transport service it provides. (This should be clearly outlined in a Design Statement submitted with a planning application), · The proximity of the development to services that fulfil occasional and day to day needs, · The existence of a robust and achievable Workforce Management or Mobility Management Plan for the development, · The ability of people to fulfil multiple needs in a single journey, · The levels of car dependency generated by particular uses within the development, · The ability of residents to live in close proximity to the workplace, · Peak hours of demand and the ability to share spaces between different uses, · Uses for which parking rates can be accumulated, and · The ability of the surrounding road network to cater for an increase in traffic.’ With regard to the proposed development schedule, the associated SDCC and DHPLG car parking requirements and are outlined in Tables 3.2 below.

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Table 3.2 – SDCC/DHPLG Vehicle Parking Requirements & Development Parking Provision

SDCC Maximum Parking Standard (Zone 1) Description Quantum Development Parking Provision Parking Required MAXIMUM Parking Per Unit (Zone 1) Permitted Houses 3 Bed Houses 111 Units 2 spaces per unit 222 222

4 Bed Houses 12 Units 2 spaces per unit 24 24

Duplexes 2 bed duplex 10 units 1.25 spaces per unit 13 13

3 bed duplex 18 units 1.5 spaces per unit 27 27

Sub-total 286 286

DHPLG Description Quantum Requirement Quantity Development Parking Provision

Apartments over 2 bed apartment 10 Units 1 spaces per unit 10 10 Duplexes 3 bed Apartment 4 Units 1 spaces per unit 4 4

Apartment Block 1 bed apartment 10 Units 1 spaces per unit 10 10

2 bed apartment 23 Units 1 spaces per unit 23 23

3 bed Apartment 6 Units 1 spaces per unit 6 6

Sub-total 53 53

Visitor Parking 1 per 3-4 Apartment units 13-18 13 Mobility Impaired 3 Parking Sub Total 339 355 6 1 space per Creche 6 10 Classrooms classroom Total 345 365

In regard to the residential elements of the subject development, the development proposals include the provision of 339 number parking spaces. This meets both the SDCC and DHPLG car parking requirements for the proposed development. A total of 13 visitor parking spaces and 3 mobility impaired parking spaces have also been provided, bringing the total number of parking spaces on the residential site to 355.

In regard to the creche element of the subject development the proposed development provides 10 number spaces, inclusive of 1 mobility impaired space. This provision is slightly in excess of the requirements of the South Dublin County Development Plan, however AECOM believe this parking quantum is appropriate given the peripheral location of the site.

We believe this level of car parking is acceptable given the sites public transport accessibility and considering the DHPLG guidelines requirements for apartments within peripheral locations.

3.9.2 Visitor Parking The subject development includes 13 no. visitor parking spaces.

3.9.3 Mobility Impaired Parking The subject development includes 3 no. mobility impaired parking spaces within the located within the residential site, and 1 no. mobility impaired parking space located at the creche.

3.9.4 Electric Vehicle Parking Four number electric vehicle charging spaces have been provided within the apartment block parking area representing 10% of the apartment block parking provision.

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Table 3.3 – SDCC Development Plan & DHPLG Cycle Parking Requirements & Development Parking Provision

SDCC Cycle Parking Standard DHPLG Requirements Description Short Stay Long Stay Short Stay Long Stay

Apartment 1 space per 10 apartments 1 space per 5 apartments 1 space per 2 units 1 space per bedroom

Creche 1 per 10 children 1 per 5 staff N/A N/A

Table 3.4 – Cycle Parking Requirements & Development Provision

SDCC Cycle Parking DHPLG Requirement Development Provision Requirement Description Quantum Short Long Short Long Short Long Total Total Total Stay Stay Stay Stay Stay Stay 1 bedroom 10 Units 1 2 3 5 10 15 Apartment 2 bedroom 23 Units 2 4 6 11 46 57 12 87 99 Apartment 3 bedroom 6 Units 1 1 2 3 18 21 Apartment Sub total 4 6 11 19 74 93 12 87 99 50 Creche children/20 5 4 9 N/A N/A N/A 20 staff Totals 9 10 20 19 74 93 119

The houses and duplex units all benefit from the provision of rear/side accesses therefore these residents can park/store their bicycles within their own property boundary.

In reference to Table 3.4 above, the proposals include the provision of a total of 99 bicycle spaces for the apartment block 20 bicycle parking spaces for the creche facility (119 in total) on-site within the development. The SDCC bicycle parking standards are considered to be ‘minimum’ standards, whereas the DHPLG requirements are considered to be the preferred level of provision in situations where on-site car parking has been substantially or completely removed as permitted in certain situations by the corresponding DHPLG car parking guidance.

Accordingly, the design approach in regard to the specification of bicycle parking on-site, in the context of the sites’ accessibility characteristics (including the proposed car parking provision), is considered to appropriate and is above the SDCC cycle parking standards.

AECOM considers the proposed cycle parking provision to be appropriate when cognisance is given to the accessibility of the site to the existing and proposed walking and cycling facilities in the surrounding area.

It is proposed within the Mobility Management Plan to monitor the usage of the cycle stands following the opening of the proposed development. Should demand meet the proposed level of cycle parking, the management company will allocate additional cycle parking for the development i.e. increasing the number of cycle stands. There is ample space to add more cycle stands following a review of the demand.

3.9.6 Parking Restrictions Perspective residents of the apartment block will be made aware of the car parking arrangements. The management company will be responsive for enforcing the above arrangement. This will include measures such as the following:

· Regular car registration checks against assigned parking space and clamping enforcements. · Internal warning signs to be erected to warn visitors of parking restrictions in place.

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· Letters to be sent to all residents informing them of the agreed car parking strategy. · Discouraging the parking on public streets.

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Introduction The following paragraphs present the process by which the potential level of vehicle trips, associated with the future residential development have been generated and subsequently assigned across the local road network.

Traffic Surveys In order to establish the existing local road networks traffic characteristics and subsequently enable the identification of the potential impact of the proposed residential development, traffic surveys were commissioned in May 2018.

The aforementioned traffic surveys (weekday classified junction turning counts) were conducted by Irish Traffic Surveys over two number survey periods from 07:00-09:30 and 16:00-18:30 on Tuesday the 15th of May 2018 at the following locations (Figure 4.1):- 1 Main Street / R120 Fitzmaurice Road

2 Stoney Lane / Main Street

3 Stoney Hill Road / Peyton Avenue / Stoney Lane / Greenogue Drive / Mullally’s Lane

In addition, an Automatic Traffic Count (ATC) was also undertaken on Stoney Hill Road (refer to Figure 4.1), to record the two way vehicular traffic movements passing the site. This ATC survey was carried out over a 24 hour period from the 10th of May 2018 to 18th of May 2018

Junction 2 – Stoney Junction 1 –Main Lane / Main Street Street / R120

Junction 3 – Stoney Hill Road / Peyton Avenue / Stoney Lane / Greenogue Drive / Mullally’s lane

ATC Survey

Figure 4.1 – Traffic Survey Locations (Source: Bing Maps) The traffic survey established that the local AM and PM peak hours occur between 08:00 – 09:00 and 16:30 – 17:30 respectively. The recorded 2018 peak hour traffic flows are presented within Appendix A.

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A summary of the adopted trip rates is provided in Table 4.1 below, whilst Table 4.2 demonstrates the potential peak hour traffic generation based upon the development schedule. The TRICS output data has been appended in Appendix B.

Table 4.1 – Proposed Development Trip Rates

AM Peak Hour (08:00 – 09:00) PM Peak Hour (17:30 – 18:30) Development Element Arrivals Departures Arrivals Departures Residential 0.103 0.313 0.272 0.151 Creche 3.466 2.634 1.208 1.811 Table 4.2 – Proposed Development Traffic Generations

AM Peak Hour (08:00 – 09:00) PM Peak Hour (17:30 – 18:30) Development Element No of Units/GFA Arrivals Departures Arrivals Departures Residential 204 Units 21 64 55 31 Creche 466 Sqm 22 17 8 12 43 81 63 42 Peak Hour Totals 124 105

Table 4.2 demonstrates that the anticipated trip generations associated with the development is 124 and 105 trips respectively during the morning (08:00 – 09:00) and evening (17:30 – 18:30) peak hour periods.

4.2.2 SDCC RES-N Zoned Lands As previously mentioned, the subject development lands are located adjacent to SDCC zoned RES-N lands, for which SDCC have prepared a draft Masterplan. The Masterplan has yet to be published however, at this preliminary stage it is expected the SDCC Masterplan lands can accommodate up to 400 residential units and a school.

4.2.2.1 SDCC RES-N Zoned Lands Development Phasing For the purposes of this assessment AECOM have assumed that the SDCC RES-N Zoned lands development will be complete and occupied by the future horizon year of 2037. To estimate the potential level of vehicle trips that could be generated by the residential aspect of the SDCC development, we have utilised the same trip rate to that applied to the subject development. To estimate the potential level of vehicle trips that could be generated by the school aspect of the SDCC development, have again made of the reference to TRICS database.

A summary of the adopted trip rates and resulting traffic generation for 2026 and 2036 are shown in Tables 4.3 and 4.4 below.

Table 4.3 – SDCC RES-N Zoned Lands Development Trip Rates

AM Peak Hour (08:00 – 09:00) PM Peak Hour (17:30 – 18:30) Development Element Arrivals Departures Arrivals Departures Residential 0.103 0.313 0.272 0.151 School 0.262 0.190 0.013 0.021

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Table 4.4 – Proposed Development Traffic Generations

AM Peak Hour (08:00 – 09:00) PM Peak Hour (17:30 – 18:30) Development Element No of Units/GFA Arrivals Departures Arrivals Departures Residential 400 Units 41 125 109 60 School 800 pupils assumed 126 91 6 10 167 216 115 70 Peak Hour Totals 383 185 AECOM have assumed 50% of vehicle traffic travelling to/from the school will travel from within the SDCC development lands and 10% will travel from the areas to the north east via potential permeable connections to the SDCC lands via Coolamber Drive and Coolamber Road. Accordingly the School figures within Table 4.4 have been discounted by 60%.

4.2.3 Committed Development AECOM have reviewed the South Dublin County Council online planning files and have determined there are no significant local committed developments within the area of influence of the subject site that would generate a notable impact upon the local road network serving the subject site within the adopted 2037 design year.

4.2.4 Trip Distribution & Assignment 4.2.4.1 Subject Development The distribution of subject development traffic as proposed by AECOM is based upon the surveyed traffic movements at the nearby key local junctions.

Whilst the planning regulations envision that the creche will solely serve the residents of the subject development, in reality this may not always be the case. As such in order to provide a robust assessment it has been assumed that 20% of the traffic generation to/from the creche element of the development will originate from the local road network external to the subject site, 15% of which will originate from the nearby Peyton residential settlement. The remaining 80% will originate from the subject residential development.

4.2.4.2 SDCC RES-N Zoned Lands As detailed within the Area Plan submitted with the planning application, the design of the subject development proposals have taken cognisance of the potential access from the subject site to access these SDCC lands whereby Access Road 1 can be extended some point in the future to facilitate vehicle access to the SDCC RES-N zoned lands.

In addition, it is envisaged that the main access to the SDCC RES-N zoned lands will be via the Stoney Hill Road / Stoney Lane Roundabout. As per the ABP Notice of Pre-Application Consultation Opinion, in order to address the item raised in relation to “projected traffic volumes likely to be generated by the development of the remainder of the RES-N zoned lands, including the school site”, AECOM have prepared a preliminary design for potential upgrades to the Stoney Hill Road / Stoney Lane Roundabout, that could be implemented by SDCC at some point in the future to facilitate access to the SDCC lands. Note the potential upgrades to this roundabout do not form part of this application, they are included purely for information purposes to demonstrate how SDCC could access the zoned lands.

Refer to AECOM drawing PR305837-ACM-04-00-DR-CE-00-0001 submitted with the planning application for details of the preliminary layout of the Stoney Hill Road / Stoney Lane Roundabout.

AECOM have assumed that 20% of vehicles travelling to/from the SDCC RES-N zoned lands will travel through the subject site via Access Road 1. The remaining 80% will utilise the potential access via the Stoney Hill Road / Stoney Lane Roundabout . Beyond this, the distribution is based upon the surveyed traffic movements at the nearby key local junctions.

AECOM have assumed the following distribution for the school traffic as outlined within Table 4.4 above:

· 1% will travel to/from Greenogue Drive;

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· 30% will travel to/from the south via Stoney Hill Road · 5% will travel from the Peyton Estate · 64% will travel from the north via Stoney Lane.

Traffic Growth The TTA adopts an Opening Design Year of 2022. In accordance with TII Guidance, Future Design years (+5 and +15 years) of 2027 and 2037 will therefore be adopted.

The Transport Infrastructure Ireland (TII) ‘Project Appraisal Guidelines for National Roads Unit 5.3 – Travel Demand Projections (May 2019)’ sets out growth rates for forecasting future year traffic for use in scheme modelling and appraisal. It is noted that in respect of Rathcoole, which is in the ‘Dublin Metropolitan Area’, the growth during the period 2016 – 2030 is set at 1.0162% per annum for medium growth, reducing to 0.51% per annum from 2030 – 2040 (LV rates used).

The development has assessed the opening year of the development (2022) and the two horizon year assessments (2022 and 2037), as per the TII Traffic Assessment Guidelines. The assessment years used for this assessment are as follows:-

· 2018 to 2022 – 1.0664 (or 6.6%); · 2018 to 2027 – 1.1556 (or 15.56%); and · 2018 to 2037 – 1.2429 (or 24.29%).

Assessment Scope

4.4.1 Assessment Scenarios Three different traffic scenarios have been assessed, namely:- (A) the ‘Base’ (Do- Nothing) traffic characteristics; (B) the ‘Post Development’ (Do-Something) traffic characteristics; and (C) Sensitivity Test i.e. the ‘Post Development’ (Do Something) traffic in addition to the SDCC RES-N zoned lands development.

The ‘Base’ traffic scenario takes into account the existing flows travelling across the network. The proposed development traffic flows are then added to the network’s ‘Base’ traffic flows to establish the new ‘Post Development’ traffic flows.

In summary the following scenarios are considered:- Do Nothing: · A1 – 2022 Base Flows; · A2 – 2027 Base Flows; and · A3 – 2037 Base Flows. Do Something: · B1 - 2022 Do Nothing (A1) + Proposed Development Flows; · B2 - 2027 Do Nothing (A2) + Proposed Development Flows; · B3 - 2037 Do Nothing (A3) + Proposed Development Flows. Do Something Sensitivity Test: · C1 - 2037 Do Something (B3) + SDCC RES-N zoned lands Potential Development Flows;

4.4.2 Assessment Periods The AM and PM peak hour flows have been identified as occurring between 08:00 – 09:00 and 16:30 – 17:30, respectively.

Network Impact The TII ‘Traffic and Transport Assessment Guidelines’ states that the impact of a proposed development upon the local road network is considered material when the level of traffic it generates surpasses 10% and 5% on normal and congested networks, respectively. When such levels of impact are generated a more detailed assessment should be undertaken to ascertain the specific impact upon the networks operational performance.

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Given the sites’ location and surrounding road network, it has been assumed that the TII requirement for this development is that if the proposed development has a 5% or greater impact during the peak periods then the junction will be assessed.

Junction 2 – Stoney Junction 1 –Main Lane / Main Street Street / R120

Junction 3 – Stoney Hill Road / Stoney Lane Roundabout

Indicative Site Location

Figure 4.2 – Key Local Junctions

4.5.1 Subject Development In reference to Figure 4.2 above, Table 4.5 below details the amount of two-way vehicle trips to/from the proposed development site that will travel through the key offsite junctions in the 2037 design year as result of the subject development.

Table 4.5 – Increase in Vehicle Trips Generated at Key Local Junctions -2037 Horizon Year

· Junction 2: Stoney Lane / Main Street · Junction 3: Stoney Hill Road / Stoney Lane Roundabout

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Accordingly, in order to determine if these aforementioned junctions, in addition to the subject site proposed access/egress junctions, will cater for the predicted level of traffic generation, a traffic model of the junctions will be analysed for the schemes 2022 opening year and subsequent 2027 and 2037 future design years.

It should be noted that the significant % increase on junction 3, is due to the relatively low existing levels of traffic that travel through the roundabout.

4.5.2 SDCC RES-N Zoned Lands In reference to Figure 4.2 above, Table 4.6 below details the amount of two-way vehicle trips to/from the proposed development site in addition to the amount of two-way vehicle trips to/from the SDCC RES-N zoned lands that will travel through the key offsite junctions in the 2037 design year as result of the subject development and the SDCC RES-N development.

Table 4.6 – Increase in Vehicle Trips Generated at Key Local Junctions -2037 Horizon Year

The traffic models created to assess the subject development impact will also be assessed for the 2037 future design year, with the inclusion of the SDCC RES-N zoned lands potential development traffic.

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Introduction The operational assessment of the local road network has been undertaken using the Transport Research Laboratory (TRL) computer package Junctions 9 for roundabout and priority controlled junctions. When considering roundabouts and priority controlled junctions, a Ratio of Flow to Capacity (RFC) of greater than 85% (0.85) would indicate a junction to be approaching capacity, as operation above this RFC value is poor and deteriorates quickly.

A 90-minute Weekday AM and PM period has been simulated, from 07:45 - 09:15 and 17:15 – 18:45, respectively. Traffic flows were entered using an Origin-Destination table for the peak hours.

In order to determine if the key off site junctions, as indicated in Figure 5.1 will cater for the predicted level of traffic generation associated with the subject development proposals, traffic models of these junctions were analysed for the schemes 2022 opening year and subsequent 2027 and 2037 future design years.

In addition, in order to undertake a worst case sensitivity assessment and to determine if the aforementioned junctions will cater for the predicted traffic generation associated with the development of the SDCC RES-N zoned lands, traffic models of these junctions were also analysed for the schemes 2037 future design year.

Junction 2

Junction 3

Junction 4

Indicative Site Location Junction 5

Figure 5.1 – Junctions Analysed (Source: Bing Maps)

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During the 2018 PM peak hour, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.38 (38%), with a corresponding queue of 0.7 pcus will occur on the Stoney Lane arm of the junction.

Table 5.1 – Junction 2 traffic modelling outputs

AM PM Junction Stream Queue Queue RFC RFC (PCU) (PCU) Stoney Lane 2 0.65 0.7 0.38 Main Street (E) 0 0.01 0 0.03 2018 Baseline Car Park 0 0.02 0 0.04 Main Street (W) 0 0.03 0.3 0.11

2022 Opening Year

During the 2022 AM peak hour, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.71 (71%), with a corresponding queue of 2.5 pcus will occur on the Stoney Lane arm of the junction.

With the inclusion of the subject development traffic, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) will increase by 0.17, whilst the corresponding maximum queue will increase by 3.8 pcus.

During the 2022 PM peak hour, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.42 (42%), with a corresponding queue of 0.8 pcus will occur on the Stoney Lane arm of the junction.

With the inclusion of the subject development traffic, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) will increase by 0.06, whilst the corresponding maximum queue will increase by 0.2 pcus.

Table 5.2 – Junction 2 traffic modelling outputs

AM PM Junction Stream Queue Queue RFC RFC (PCU) (PCU) Stoney Lane 2.5 0.71 0.8 0.42 Main Street (E) 0 0.02 0.0 0.03 2022 Do Nothing Car Park 0 0.02 0.1 0.05 Main Street (W) 0.1 0.04 0.3 0.12 Stoney Lane 6.3 0.88 1.0 0.48 Main Street (E) 0.0 0.02 0.0 0.03 2022 Do Something Car Park 0.0 0.02 0.1 0.05 Main Street (W) 0.1 0.05 0.4 0.14

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2027 Future Year

During the 2027 AM peak hour, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.79 (79%), with a corresponding queue of 3.8 pcus will occur on the Stoney Lane arm of the junction.

With the inclusion of the subject development traffic, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) will increase by 0.19, whilst the corresponding maximum queue will increase by 8 pcus.

During the 2027 PM peak hour, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.49 (49%), with a corresponding queue of 1.0 pcus will occur on the Stoney Lane arm of the junction.

Table 5.3 – Junction 2 traffic modelling outputs

AM PM Junction Stream Queue Queue RFC RFC (PCU) (PCU) Stoney Lane 3.8 0.79 1.0 0.49 Main Street (E) 0.0 0.02 0.1 0.04 2027 Do Nothing Car Park 0.0 0.02 0.1 0.05

Main Street (W) 0.1 0.04 0.4 0.14

Stoney Lane 11.8 0.98 1.3 0.55 Main Street (E) 0.0 0.02 0.1 0.04 2027 Do Something Car Park 0.0 0.02 0.1 0.06 Main Street (W) 0.1 0.06 0.5 0.16

2037 Future Year

During the 2037 AM peak hour, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.89 (89%), with a corresponding queue of 6.5 pcus will occur on the Stoney Lane arm of the junction.

During the 2037 PM peak hour, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.57 (57%), with a corresponding queue of 1.4 pcus will occur on the Stoney Lane arm of the junction.

With the inclusion of the subject development traffic, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) will increase by 0.07, whilst the corresponding maximum queue will increase by 0.4 pcus.

The full output data is included in Appendix C.

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Table 5.4 – Junction 2 traffic modelling outputs

AM PM Junction Stream Queue Queue RFC RFC (PCU) (PCU) Stoney Lane 6.5 0.89 1.4 0.57 Main Street (E) 0.0 0.02 0.1 0.04 2037 Do Nothing Car Park 0.0 0.03 0.1 0.06 Main Street (W) 0.1 0.05 0.5 0.16 Stoney Lane 23.5 1.08 1.8 0.64 Main Street (E) 0.0 0.02 0.1 0.04 2037 Do Something Car Park 0.0 0.03 0.1 0.06 Main Street (W) 0.1 0.06 0.6 0.18

The junction simulation results reveal that the AM peak period is the critical period for Junction 2, whereby the junction operates above capacity during the 2037 assessment year with a maximum recorded RFC value of 89% in the Do Nothing Scenario.

With the inclusion of the development traffic, the junction operates above capacity during the 2022, 2027 and 2037 assessment years with a maximum recorded RFC value of 108% (during 2037). AECOM believe these results are consistent with the AM and PM peak travel demands (i.e. in the AM peak period the majority of vehicles are travelling northbound towards Rathcoole, whilst in the PM peak the directional split of vehicles is more balanced).

It should be noted that on-site observations have revealed that the delays that are currently experienced at this junction are short lived and only occur at peak times, with the junction operating with significant capacity at all other times.

5.2.1 Junction 2 – Main Street / Stoney Lane Sensitivity Test 2037 Future Year – Sensitivity Test

With the inclusion of the subject development traffic and the traffic arising from the SDCC RES-N zoned lands, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) will increase by 0.76, whilst the corresponding maximum queue will increase by 160.9 pcus.

With the inclusion of the subject development traffic and the traffic arising from the SDCC RES-N zoned lands, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) will increase by 0.21, whilst the corresponding maximum queue will increase by 1.9 pcus.

The full output data is included in Appendix C.

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Table 5.5 – Junction 2 traffic modelling outputs – Sensitivity Test

AM PM Junction Stream Queue Queue RFC RFC (PCU) (PCU) Stoney Lane 6.5 0.89 1.4 0.57 Main Street (E) 0.0 0.02 0.1 0.04 2037 Do Nothing Car Park 0.0 0.03 0.1 0.06 Main Street (W) 0.1 0.05 0.5 0.16 Stoney Lane 167.4 1.65 3.3 0.78 Main Street (E) 0.0 0.02 0.1 0.05 2037 Do Something Car Park 0.0 0.03 0.1 0.06 Main Street (W) 0.5 0.16 0.9 0.23

With the inclusion of the development traffic and the traffic arising from the SDCC RES-N zoned lands, the junction operates above capacity during the 2037 assessment year with a maximum recorded RFC value of 165% (during 2037) and a corresponding vehicle queue of 167.4 pcus during the AM peak period.

Although the junction is operating above capacity during the AM peak period only, the lengthy vehicle queue would suggest that before development proceeds on the SDCC RES-N zoned lands, mitigation measures will be required at Junction 2 to manage the flow of traffic and subsequent queues experienced at the junction.

Junction 3 – Stoney Hill Road / Stoney Lane Roundabout 2018 Existing Scenario During the 2018 AM peak hour, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.13 (13%), with a corresponding queue of 0.2 pcus will occur on the Stoney Hill Road arm of the junction.

During the 2018 PM peak hour, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.17 (17%), with a corresponding queue of 0.2 pcus will occur on the Stoney Lane arm of the junction.

Table 5.6 – Junction 3 traffic modelling outputs

AM PM Junction Stream Queue Queue RFC RFC (PCU) (PCU) Stoney Hill Road 0.2 0.13 0.0 0.03 Peyton Estate 0.1 0.11 0.0 0.04

2018 Baseline Stoney Lane 0.0 0.04 0.2 0.17 Greenogue Dr. 0.0 0.01 0.0 0.02 Unnamed Lane 0.0 0.00 0.0 0.00

2022 Opening Year

During the 2022 AM peak hour, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.14 (14%), with a corresponding queue of 0.2 pcus will occur on the Stoney Lane arm of the junction.

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During the 2022 PM peak hour, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.18 (18%), with a corresponding queue of 0.2 pcus will occur on the Stoney Lane arm of the junction.

With the inclusion of the subject development traffic, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) will increase by 0.03, whilst the corresponding maximum queue will increase by 0.1 pcus.

Table 5.7 – Junction 3 traffic modelling outputs

AM PM Junction Stream Queue Queue RFC RFC (PCU) (PCU) Stoney Hill Road 0.2 0.14 0.0 0.03

Peyton Estate 0.1 0.12 0.0 0.04

2022 Do Nothing Stoney Lane 0.1 0.05 0.2 0.18 Greenogue Dr. 0.0 0.01 0.0 0.02 Unnamed Lane 0.0 0.00 0.0 0.00 Stoney Hill Road 0.3 0.21 0.1 0.05 Peyton Estate 0.2 0.14 0.1 0.05 2022 Do Stoney Lane 0.1 0.07 0.3 0.21 Something Greenogue Dr. 0.0 0.01 0.0 0.02 Unnamed Lane 0.0 0.00 0.0 0.00

2027 Future Year

During the 2027 AM peak hour, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.15 (15%), with a corresponding queue of 0.2 pcus will occur on the Stoney Lane arm of the junction.

During the 2027 PM peak hour, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.19 (19%), with a corresponding queue of 0.2 pcus will occur on the Stoney Lane arm of the junction.

With the inclusion of the subject development traffic, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) will increase by 0.03, whilst there will be no increase to the corresponding maximum queue.

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Table 5.8 – Junction 3 traffic modelling outputs

AM PM Junction Stream Queue Queue RFC RFC (PCU) (PCU) Stoney Hill Road 0.2 0.15 0.0 0.04

Peyton Estate 0.2 0.13 0.1 0.04 2027 Do Nothing Stoney Lane 0.1 0.05 0.3 0.19 Greenogue Dr. 0.0 0.01 0.0 0.02 Unnamed Lane 0.0 0.00 0.0 0.00 Stoney Hill Road 0.3 0.22 0.1 0.05 Peyton Estate 0.2 0.15 0.1 0.06 2027 Do Stoney Lane 0.1 0.07 0.3 0.22 Something Greenogue Dr. 0.0 0.01 0.0 0.02 Unnamed Lane 0.0 0.00 0.0 0.00

2037 Future Year

During the 2037 AM peak hour, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.16 (16%), with a corresponding queue of 0.2 pcus will occur on the Stoney Hill Road arm of the junction.

During the 2037 PM peak hour, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.21 (21%), with a corresponding queue of 0.3 pcus will occur on the Stoney Lane arm of the junction.

With the inclusion of the subject development traffic, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) will increase by 0.03, whilst there will be no increase to the corresponding maximum queue.

The full output data is included in Appendix C.

Table 5.9 – Junction 3 traffic modelling outputs

AM PM Junction Stream Queue Queue RFC RFC (PCU) (PCU) Stoney Hill Road 0.2 0.16 0.0 0.04 Peyton Estate 0.2 0.14 0.1 0.05 2037 Do Nothing Stoney Lane 0.1 0.05 0.3 0.21 Greenogue Dr. 0.0 0.02 0.0 0.02 Unnamed Lane 0.0 0.00 0.0 0.00 Stoney Hill Road 0.3 0.23 0.1 0.06 Peyton Estate 0.2 0.16 0.1 0.06 2037 Do Stoney Lane 0.1 0.08 0.3 0.24 Something Greenogue Dr. 0.0 0.02 0.0 0.02 Unnamed Lane 0.0 0.00 0.0 0.00 The junction simulation results reveal that the junction will operate well within capacity for the 2022, 2027 and 2037 assessment years during both the Do Nothing and Do Something Scenarios, with the highest RFC recorded as 22% during the 2037 AM Peak Period.

Prepared for: Romeville Developments Ltd Z:\UKI\IEDBL2\Jobs\PR- 305837_Stoney_Hill_Road,_Rathcoole\400_Technical\404_CE\01_Traffic\05_Reports\PR305837- AECOM ACM-XX-XX-RP-TR-00-0001 TTA\PR305837-ACM-XX-XX-RP-TR-00-0001 TTA.docx 46 Proposed Residential Development at lands at Stoney Hill Road, Rathcoole, Co. Dublin Project number: 60578132 5.3.1 Junction 3 – Stoney Hill Road / Stoney Lane Roundabout Sensitivity Test 2037 Future Year – Sensitivity Test

With the inclusion of the subject development traffic and the traffic arising from the SDCC RES-N zoned lands, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) will increase by 0.15, whilst the corresponding maximum queue will increase by 0.3 pcus.

With the inclusion of the subject development traffic and the traffic arising from the SDCC RES-N zoned lands, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) will increase by 0.10, whilst the corresponding maximum queue will increase by 0.2 pcus.

The full output data is included in Appendix C.

Table 5.10 – Junction 3 traffic modelling outputs – Sensitivity Test

2037 Do Peyton Estate 0.3 0.20 0.1 0.06 Something Stoney Lane 0.3 0.23 0.5 0.31 Unnamed Lane 0.2 0.16 0.1 0.06

With the inclusion of the development traffic and the traffic arising from the SDCC RES-N zoned lands, the junction simulation results reveal that the junction will continue to operate well within capacity for the 2037 assessment year, with the highest RFC recorded as 31% during the 2037 AM and PM Peak Periods.

Junction 4 – Stoney Hill Road / Apartment Site Access 2022 Opening Year

During the 2022 “Do Something” AM peak hour, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.04 (4%) with no corresponding queue will occur on the Site Access arm of the junction.

For the 2022 “Do Something” PM peak hour, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.01 (1%), with no corresponding queue, will occur on the Site Access arm of the junction.

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2027 Future Year

During the 2027 “Do Something” AM peak hour, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.04 (4%) with no corresponding queue will occur on the Site Access arm of the junction.

For the 2027 “Do Something” PM peak hour, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.01 (1%), with no corresponding queue, will occur on the Site Access arm of the junction.

2037 Future Year

During the 2037 “Do Something” AM peak hour, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.04 (4%) with no corresponding queue will occur on the Site Access arm of the junction.

For the 2037 “Do Something” PM peak hour, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.01 (1%), with no corresponding queue, will occur on the Site Access arm of the junction.

The full output data is included in Appendix C.

Table 5.11 – Junction 4 traffic modelling outputs

AM PM Junction Stream Queue Queue RFC RFC (PCU) (PCU) Site Access 0.0 0.04 0.0 0.01 2022 Do Something Stoney Hill Road 0.0 0.00 0.0 0.01 (S) Site Access 0.0 0.04 0.0 0.01 2027 Do Something Stoney Hill Road 0.0 0.00 0.0 0.01 (S) Site Access 0.0 0.04 0.0 0.01 2037 Do Something Stoney Hill Road 0.0 0.00 0.0 0.01 (S)

The junction simulation results (Table 5.11) that the junction will operate well within capacity for the 2022, 2027 and 2037 assessment years with the highest RFC recorded as 4% during the AM Peak Period.

5.4.1 Junction 4 – Stoney Hill Road / Apartment Site Access – Sensitivity Test 2037 Future Year – Sensitivity Test

During the AM peak period, with the inclusion of the subject development traffic and the traffic arising from the SDCC RES-N zoned lands, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.04 (4%) with no corresponding queue, will occur on the Site Access arm of the junction.

During the PM peak period, with the inclusion of the subject development traffic and the traffic arising from the SDCC RES-N zoned lands, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.01 (1%) with no corresponding queue, will occur on the Site Access arm of the junction.

Table 5.12 – Junction 4 traffic modelling outputs Sensitivity Test

AM PM Junction Stream Queue Queue RFC RFC (PCU) (PCU) Site Access 0.0 0.04 0.0 0.01 2037 Do Something Stoney Hill Road 0.0 0.00 0.0 0.01 (S)

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During the 2022 “Do Something” AM peak hour, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.15 (15%) with a corresponding queue of 0.2 pcus will occur on the Site Access arm of the junction.

For the 2022 “Do Something” PM peak hour, with the inclusion of the subject development traffic, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.06 (6%), with a corresponding queue of 0.1 pcus will occur on both the Site Access arm of the junction.

2027 Future Year

During the 2027 “Do Something” AM peak hour, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.15 (15%) with a corresponding queue of 0.2 pcus , will occur on the Site Access arm of the junction.

For the 2027 “Do Something” PM peak hour, with the inclusion of the subject development traffic, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.06 (6%) with a corresponding queue of 0.1 pcus, will occur on both the Site Access arm of the junction.

2037 Future Year

During the 2037 “Do Something” AM peak hour, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.15 (15%) with a corresponding queue of 0.2 pcus , will occur on the Site Access arm of the junction.

For the 2037 “Do Something” PM peak hour, with the inclusion of the subject development traffic, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.06, with a corresponding queue of 0.1 pcus, will occur on both the Site Access arm of the junction.

The full output data is included in Appendix C.

Table 5.13 – Junction 5 traffic modelling outputs

AM PM Junction Stream Queue Queue RFC RFC (PCU) (PCU) Site Access 0.2 0.15 0.1 0.06 2022 Do Something Stoney Hill Road 0.0 0.00 0.1 0.05 (S) Site Access 0.2 0.15 0.1 0.06 2027 Do Something Stoney Hill Road 0.0 0.00 0.1 0.05 (S) Site Access 0.2 0.15 0.1 0.06 2037 Do Something Stoney Hill Road 0.0 0.00 0.1 0.05 (S)

The junction simulation results (Table 5.13) that the junction will operate well within capacity for the 2022, 2027 and 2037 assessment years with the highest RFC recorded as 13% during the 2027 & 2037 AM Peak Periods.

5.5.1 Junction 5 – Stoney Hill Road / Southern Site Access – Sensitivity Test 2037 Future Year – Sensitivity Test

During the AM peak period, with the inclusion of the subject development traffic and the traffic arising from the SDCC RES-N zoned lands, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.21 (21%) with a corresponding queue of 0.3 pcus, will occur on the Site Access arm of the junction.

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During the PM peak period, with the inclusion of the subject development traffic and the traffic arising from the SDCC RES-N zoned lands, the junction simulation model results indicate the maximum ratio of demand to capacity (RFC) of 0.09 (9%) with a corresponding queue of 0.1 pcus, will occur on the Site Access arm of the junction.

Table 5.14 – Junction 4 traffic modelling outputs Sensitivity Test

AM PM Junction Stream Queue Queue RFC RFC (PCU) (PCU) Site Access 0.3 0.21 0.1 0.09 2037 Do Something Stoney Hill Road 0.0 0.00 0.1 0.07 (S)

Junction Analysis Summary

5.6.1 Junction 2 The junction simulation results reveal that the AM peak period is the critical period for Junction 2, whereby the junction operates above capacity during the 2037 assessment year with a maximum recorded RFC value of 89% in the Do Nothing Scenario. With the inclusion of the development traffic, the junction operates above capacity during the 2022, 2027 and 2037 assessment years with a maximum recorded RFC value of 108% (during 2037). AECOM believe these results are consistent with the AM and PM peak travel demands (i.e. in the AM peak period the majority of vehicles are travelling northbound towards Rathcoole, whilst in the PM peak the directional split of vehicles is more balanced). It should be noted that on-site observations have revealed that the delays that are currently experienced at this junction are short lived and only occur at peak times, with the junction operating with significant capacity at all other times.

With the inclusion of the traffic arising from the SDCC RES-N zoned lands, the junction operates above capacity during the 2037 assessment year with a maximum recorded RFC value of 165% and a corresponding vehicle queue of 167.4 pcus during the AM peak period. Although the junction is operating above capacity during the AM peak period only, the lengthy vehicle queue would suggest that before development proceeds on the SDCC RES- N zoned lands, mitigation measures will be required at Junction 2 to manage the flow of traffic and subsequent queues experienced at the junction.

5.6.2 Junctions 3, 4 & 5 The junction analysis of Junctions 3, 4 & 5 has revealed that the junctions will operate with significant reserve capacity during the schemes 2022 opening year and subsequent 2027 and 2037 future design years with the addition of the subject residential development traffic.

In addition, the worst case sensitivity assessment reveals the junctions will continue to operate with reserve capacity with the predicted traffic generation associated with SDCC RES-N zoned lands development for the 2037 future design year.

A summary of the junction analysis maximum RFC and queue lengths for each junctions and associated development scenario is include in Table 5.15 below.

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Table 5.15 – Junction Analysis Summary Junction Junction 2 Junction 3 Junction 4 Junction 5 Main St/Stoney Stoney hill Apartment Site Main Site Access Lane Rd/Stoney Lane Access Year Scenario Period Max Max Max Max Max Max Max Max Queue RFC Queue RFC Queue RFC Queue RFC AM 2.0 0.65 0.2 0.13 - - - - Base

2018 PM 0.7 0.38 0.2 0.17 - - - - AM 2.5 0.71 0.2 0.14 - - - - Do Nothing PM 0.8 0.42 0.2 0.18 - - - -

2022 AM 6.3 0.88 0.3 0.21 0.0 0.04 0.2 0.15 So Something PM 1.0 0.48 0.3 0.21 0.0 0.01 0.1 0.06 AM 3.8 0.79 0.2 0.15 - - - - Do Nothing PM 1.0 0.49 0.3 0.19 - - - -

2027 AM 11.8 0.98 0.3 0.22 0.0 0.04 0.2 0.15 So Something PM 1.3 0.55 0.3 0.22 0.0 0.01 0.1 0.06 AM 6.5 0.89 0.2 0.16 - - - - Do Nothing PM 1.4 0.57 0.3 0.21 - - - -

2037 AM 23.5 1.08 0.3 0.23 0.0 0.04 0.2 0.15 So Something PM 1.8 0.64 0.3 0.24 0.0 0.01 0.1 0.06 2037 AM Do Something + SDCC RES- 167.4 1.65 0.5 0.31 0.0 0.04 0.3 0.21 N Zoned Lands PM Sensitivity Test 3.3 0.78 0.5 0.31 0.0 0.01 0.1 0.09

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This chapter of the report deals directly with the impacts of construction of the subject development. As with any construction project, the contractor will be required to prepare a comprehensive traffic management plan for the construction phase. The purpose of such a plan is to outline measures to manage the expected construction traffic activity during the construction period.

This chapter will provide an overview of the likely routing of construction vehicles, based on a most likely scenario of construction. It should be noted that the impacts of the construction will be temporary, and it will be the contractor’s responsibility to prepare a Traffic Management Plan for the approval of South Dublin County Council in advance of any works.

Policy Guidance Guidance for the temporary control of traffic at road works to facilitate the safety of the public during the works is provided below:

· Traffic Signs Manual Chapter 8 Temporary Traffic Measures and Sign Roadworks (2008); · Addendum Transport Chapter 8, Temporary Traffic Measures and Sign Roadworks (2008); · Traffic Management Guidelines, Department of Transport (2003); · Requirements of South Dublin County Council.

Indicative Construction Programme & Phasing The construction programme is expected to require 18 - 24 months (approximately) to complete from occupation of the site. The development will be constructed in four phases as follows:

Phase 1: · Construction of 46 units to the south-west of the residential development Phase 2: · Construction of 50 units to the south-east of the residential development · Construction of creche facility Phase 3: · Construction of 69 units to the north-east of the residential development Phase 4: · Construction of apartment block containing 39 units to the north-west of the residential development Please refer to C+W O’Brien drawing No. 17-098-113 submitted with the planning application for more information on the phasing of the development.

Construction Route To minimise construction impacts upon the surrounding road network, it is recommended that all construction traffic accesses and exits the site from the N7 travelling down the R120 Regional Road and Main Street turning left onto the Stoney Lane then either turning right at the Stoney Hill Road / Stoney Lane Roundabout to access the creche or continuing straight to access the residential part of the development.

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R120 Main Street

Stoney Lane

Creche Site

Stoney Hill Road Indicative Site Location

Figure 6.1 – Proposed Construction Traffic Route (Source: Bing Maps)

Parking All contractors vehicles will park within the development site area, it is recommended that as park of the construction management plan the contactor designates an area within the confines of the site dedicated to operative car parking. There will be no parking permitted on the surrounding road network or estate roads by the contractor or site operatives.

Mitigation Measures A construction management plan will be developed by the contractor prior to the commencement of work on site and will be prepared in consultation with South Dublin County Council.

Construction debris particularly site clearance, spoil removal and dirty water run off can have a significant impact on footpaths and roads adjoining a construction site, if not adequately dealt with.

Hours of Operation Site development and building works shall be carried out between the hours of operation recommended by SDCC to safeguard the residential amenities of properties in the vicinity. The typical hours of operation are as follows:

· Monday to Friday, 8am – 7pm, Saturdays 8am – 2pm and no works on Sundays or Public holidays.

Traffic Management Measures Below is a list of the proposed traffic management measures to be adopted during the construction works. Please note that this is not an exhaustive list, and that it will be the appointed contractor’s responsibility to prepare a detailed construction management plan.

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· Warning signs / Advanced warning signs will be installed at appropriate locations in advance of the construction access locations; · Construction and delivery vehicles will be instructed to use only the approved and agreed means of access; and movement of construction vehicles will be restricted to these designated routes; · Appropriate vehicles will be used to minimise environmental impacts from transporting construction material, for example the use of dust covers on trucks carrying dust producing material; · Speed limits of construction vehicles to be managed by appropriate signage, to promote low vehicular speeds within the site; · Parking of site vehicles will be managed and will not be permitted on public road, unless proposed within a designated area that is subject to traffic management measures and agreed with SDCC; · A road sweeper will be employed to clean the public roads adjacent to the site of any residual debris that may be deposited on the public roads leading away from the construction works; · On site wheel washing will be undertaken for construction trucks and vehicles to remove any debris prior to leaving the site, to remove any potential debris on the local roads; · All vehicles will be suitably serviced and maintained to avoid any leaks or spillage of oil, petrol or diesel. Spill kits will be available on site. All scheduled maintenance carried out off-site will not be carried out on the public highway; and · Safe and secure pedestrian facilities are to be provided where construction works obscure any existing pedestrian footways. Alternative pedestrian facilities will be provided in these instances, supported by physical barriers to segregate traffic and pedestrian movements, and to be identified by appropriate signage. Pedestrian facilities will cater for vulnerable users including mobility impaired persons. The mitigation measures will therefore ensure that the presence of construction traffic will not lead to any significant environmental degradation or safety concerns in the vicinity of the proposed works. Furthermore, it is in the interests of the construction programme that deliveries, particularly concrete deliveries are not unduly hampered by traffic congestion, and as a result continuous review of haulage routes, delivery timings and access arrangements will be undertaken as construction progresses to ensure smooth operation.

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General This section will present an overview of the Mobility Management Measures for the proposed development. A review of the key measures and policies outlined in the existing SDCC Development Plan (2016 – 2022) has been undertaken.

Upon completion of the development, when the scheme is occupied it is recommended that an updated Mobility Management Plan is undertaken in unison with travel surveys for residents, staff and visitors, which will inform travel targets for site users.

Objectives The objectives of this section are as follows:

· To discourage private car as a means of travel to and from the development; · To increase and facilitate the number of people choosing to walk, cycle or travel by public transport to the development; · To work with SDCC, the National Transport Authority and public transport providers to support and encourage resident and staff up take; · To develop an integrated and unified public transport, private vehicle, business fleet management and suppliers of commercial services to the development; and · To liaise and co-operate with adjacent developments in relation to a coordinated approach to Mobility Management between the various employment areas. · To achieve the above targets, measures have been proposed for the specific modes of transport. These are based on existing infrastructure and public transport systems. These objectives are preliminary and will be further developed in the light of ongoing monitoring as the proposed development is occupied and information becomes available on future travel behaviour of residents and staff. It is recommended that an Action Plan Coordinator is appointed, as someone who will take ownership of implementing the measures. Table 7.1 overleaf presents a list of recommended measures and actions.

Monitoring A critical part of any MMP is ongoing monitoring. It is proposed that an initial evaluation of the operation of the plan will take place one year into the operation.

On occupation of the development it would be proposed to undertake travel attitude surveys to establish baseline modal split of residents and staff. This would assist considerably in the setting of appropriate trip rate and modal share targets for the development.

An after study should then be undertaken following the operation of the MMP for a reasonable period of time. The two datasets could then be compared to review what changes are necessary after implementation of the various infrastructural measures and initiatives.

Campaigns and promotions would be run throughout the year to maintain public awareness of modes of travel other than the car and the benefits accrued to both the individual and the environment.

The occupiers of the proposed development will be encouraged to continually monitor the MMP initiatives in order to maximise on their success. Monitoring results could be included in the annual report or a separate environmental report. The results will also be forwarded to SDCC at intervals to be determined by agreement.

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Table 7.1 – Recommended Mobility Management Measures and Actions

Walking

Responsibility / Initiatives Timescale Ownership

Provision of details on how to access the site on foot. Details would include safe walking routes and location of the nearest bus stops/rail station for perspective residents. Promote walking events / lunchtime walks for perspective residents. This will be established Provide quarterly ‘How to Travel’ newsletter via email to The Action Plan within 3 months of residents. Co-ordinator occupation. Distribute travel maps, leaflets and timetables, ensuring consistent accessible formats, health information for walking routes, signposting to website / apps. Provide umbrella for residents of development (in the apartment blocks) on wet days.

Cycling

Responsibility / Initiatives Timescale Ownership

Establish a Resident Bicycle User Group. Advertising the Bike to Work scheme for residents. Encourage establishment of a cycling club / society. Provision for cyclist equipment i.e. pump, allen keys, lights, puncture repairs. Display maps of local cycle network on resident notice boards. This will be established The Action Plan within 3 months of Participate in national cycle week. Co-ordinator occupation. Survey and monitor cycle parking occupancy. Install good quality cycle parking provision on site – as stated previously a total of 99 no. spaces are provided for the residential site and 20 no. spaces are provided for the creche facility.

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Public Transport

Responsibility Initiatives Timescale / Ownership

Provision of public transport maps and timetables in prominent locations on site. Information should be kept up to date. This information could also be available online. Provision of information to residents on savings that can be made by using Leap Card and details on where Leap Cards can be purchased. Re-advertise and promote the Tax saver monthly and annual commuter tickets for public transport to staff of the development. The Action This will be established Display a local area map with public transport stops / route Plan Co- within 3 months of numbers marked. ordinator occupation. Publicize real time passenger information apps and websites where relevant. Publicize door-to-door multi modal journey planner website Liaise with public transport operators regarding service frequencies to the residential development. Provide attractive, good quality walking routes to the existing public transport infrastructure

Car Sharing

Responsibility Initiatives Timescale / Ownership

Encouragement of residents and visitors of the development to use other modes of travel other than private car.

Where it is necessary for car use to travel to and from work, The Action This will be established residents and staff (of the apartment blocks) should be made Plan Co- within 3 months of aware of other people who are either within close proximity of ordinator occupation. their homes (for staff) or on their route into work (for residents). Hold a coffee morning / launch event for potential car sharers

Construction Phase

Responsibility Initiatives Timescale / Ownership

The Contractor Provide a preliminary Construction Traffic Management Plan to This will be established / SDCC Roads provide detailed mitigation of construction traffic associated with and agreed prior to & Traffic the proposed development. construction. Department

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Summary This Traffic and Transport Assessment has been undertaken to quantify the potential influence of the proposed development along the Stoney Hill Road, upon the operational performance of the local area road network.

Our methodology incorporated a number of key inter-related stages, including:-

· Site Audit; · Planning File Review; · Policy Review; · Traffic Surveys; · Trip Generation, Distribution and Assignment; · Network Impact; and · Network Assessment.

Conclusion The principal findings that can be drawn from this TTA are as follows:

· The subject site is ideally positioned within the urban environment to maximise access to/from the site utilising sustainable forms of travel including walking, cycling and public transport. The sites proximity to public transport interchanges on Main St in Rathcoole (circa 550m walking distance) further enhances the sustainability characteristics of the site. · The assessment has demonstrated that the subject site is accessible by public transport with Bus interchanges located within 550m walking distance on Main Street in Rathcoole. Bus services operate along this route with a 60 minute peak hour frequency. · The subject site is ideally located to benefit from the enhanced accessibility levels delivered by the emerging BusConnects bus network improvements which will include the provision of Local Route 242 which will operate with a 15 minute peak hour frequency (30 minute off peak) and will be accessible to the subject site within 550m walking distance on Main street. · The subject site will benefit from the provision of two number vehicle access locations from Stoney Hill Road:

─ The northern vehicle access will take the form of a priority controlled junction providing access to/from the apartment block. The corner radii will be 6m, to control the speed at which vehicles can enter and exit the junction.

─ The southern site access will again take the form or a priority controlled junction and will provide access to the remainder of the site. Similar to the northern access, the corner radii will be 6m to control the speed at which vehicles can enter/exit the site.

─ The provision of a raised entry treatments at each of the site access junctions informs drivers that they are entering into an area where pedestrians may be present and as such, they must adjust their driving styles accordingly. · Vehicle access to the proposed creche facility will be provided via a new priority controlled junction with the Peyton estate access road. The corner radii will be 4m, to control the speed at which vehicles can enter and exit the junction. · The subject site will be highly accessible to pedestrians and cyclists from the adjacent Stoney Hill Road. The proposed development achieves filtered permeability, primarily for walking and cycling at three locations along Stoney Hill Road:-

Prepared for: Romeville Developments Ltd Z:\UKI\IEDBL2\Jobs\PR- 305837_Stoney_Hill_Road,_Rathcoole\400_Technical\404_CE\01_Traffic\05_Reports\PR305837- AECOM ACM-XX-XX-RP-TR-00-0001 TTA\PR305837-ACM-XX-XX-RP-TR-00-0001 TTA.docx 58 Proposed Residential Development at lands at Stoney Hill Road, Rathcoole, Co. Dublin Project number: 60578132

─ There is a pedestrian/cycle only access provided to the north of the site providing a direct route between the subject site and Rathcoole Village This route leads to unit numbers 131-135, and subsequently Access Road 4 and the apartment block.

─ At the apartment block access junction, pedestrians are provided with dedicated footways along both sides of the access route;

─ At the southern site access junction, pedestrians are provided with a dedicated footway along the northern side of the access route. In addition along the southern side of the route, there is a pedestrian access which connects with the linear path which travels along the southern extents of the site. · The alignment and layout of the pedestrian routes along Access Roads 1&4 can facilitate future extension to enable pedestrian access to the SDCC RES-N zoned lands at a later date. · As detailed within the Area Plan submitted with the planning application, the design of the subject development proposals have taken cognisance of the potential access from the subject site to access these SDCC lands whereby Access Road 1 can be extended some point in the future to facilitate vehicle access to the SDCC RES-N zoned lands. · The subject development proposals seek to comply with the South Dublin County Council and DHPLG cycle and vehicle parking standards. We believe the level of car parking is acceptable given the sites public transport accessibility and considering the DHPLG guidelines requirements for apartments within peripheral locations. · The trip generation, assignment and network assessment exercise has demonstrated that the subject development proposals will generate nominal impacts across the local road network. · The resulting percentage increase in traffic flows as a result of the traffic generated by the subject development is established as being below the 10% threshold at the following junctions:-

─ Junction 1: Main Street / R120 Fitzmaurice Road · It can be seen that the subject development (Phase 1, 2 & 3) would result in the following predicted impacts during the 2037 Future Year (Opening Year +15): - Table 7.1 – Increase in Vehicle Trips Generated at Key Local Junctions - 2037 Horizon Year

AM Peak Hour PM Peak Hour Existing New Vehicle New Vehicle Two-Way Existing Two-Way Location Trips % Increase Trips % Increase Vehicle Vehicle Trips (Two-way) (Two-way) Trips Junction 1 2765 65 2.4% 2569 30 1.2% Junction 2 1222 80 6.5% 1555 38 2.5% Junction 3 358 111 31.0% 276 54 19.5% · The junction analysis of Junction 2 reveals that the AM peak period is the critical period, whereby the junction operates above capacity during the 2037 assessment year with a maximum recorded RFC value of 89% in the Do Nothing Scenario. With the inclusion of the development traffic, the junction operates above capacity during the 2022, 2027 and 2037 assessment years with a maximum recorded RFC value of 108% (during 2037). AECOM believe these results are consistent with the AM and PM peak travel demands (i.e. in the AM peak period the majority of vehicles are travelling northbound towards Rathcoole, whilst in the PM peak the directional split of vehicles is more balanced). It should be noted that on-site observations have revealed that the delays that are currently experienced at this junction are short lived and only occur at peak times, with the junction operating with significant capacity at all other times. With the inclusion of the traffic arising from the SDCC RES-N zoned lands, the junction operates above capacity during the 2037 assessment year with a maximum recorded RFC value of 165% and a corresponding vehicle queue of 167.4 pcus during the AM peak period. Although the junction is operating above capacity during the AM peak period only, the lengthy vehicle queue would suggest that before development proceeds on the SDCC RES-N zoned lands, mitigation measures will be required at Junction 2 to manage the flow of traffic and subsequent queues experienced at the junction. · The junction analysis of Junctions 3, 4 & 5 has revealed that the junctions will operate with significant reserve capacity during the schemes 2022 opening year and subsequent 2027 and 2037 future design years with the addition of the subject residential development traffic. In addition, the worst case sensitivity assessment reveals the junctions will continue to operate with reserve capacity with the predicted traffic generation associated with SDCC RES-N zoned lands development for the 2037 future design year. · A mitigation strategy has been identified which includes a package of measures/initiatives aimed at reducing the impact of the development on the surrounding local road network.

Prepared for: Romeville Developments Ltd Z:\UKI\IEDBL2\Jobs\PR- 305837_Stoney_Hill_Road,_Rathcoole\400_Technical\404_CE\01_Traffic\05_Reports\PR305837- AECOM ACM-XX-XX-RP-TR-00-0001 TTA\PR305837-ACM-XX-XX-RP-TR-00-0001 TTA.docx 59 Proposed Residential Development at lands at Stoney Hill Road, Rathcoole, Co. Dublin Project number: 60578132

In conclusion, it is considered that the impact on the surrounding road network, as a result of the proposed development along the Stoney Hill Road will be nominal. This is based on the anticipated levels of traffic generated by the development proposals, the existing and future road infrastructure and the information and analysis summarised in the above report. It is concluded that there are no traffic or transportation related reasons that should prevent the granting of planning permission for the proposed development.

Prepared for: Romeville Developments Ltd Z:\UKI\IEDBL2\Jobs\PR- 305837_Stoney_Hill_Road,_Rathcoole\400_Technical\404_CE\01_Traffic\05_Reports\PR305837- AECOM ACM-XX-XX-RP-TR-00-0001 TTA\PR305837-ACM-XX-XX-RP-TR-00-0001 TTA.docx 60 Proposed Residential Development at lands at Stoney Hill Road, Rathcoole, Co. Dublin Project number: 60578132 Appendix A Traffic Flows

2 2 4 2 8 387 193 4 141 328 499 497 2 0 5 618 814 0 176 546 30 11 2 2 Junction 2 Junction 1 5 7 4 1 39 8 189 189 453 148 226 34 2 77 38 134 341 360

78 46 1 13 22 7 1 5 34 86 0 1 0 0 0 3 7 13 Junction 3 0 0 3 1 0 0 5 132 14 0 0 0 2 34 0 0 0 0 2 1 0 0

47 13

Northern Access

151 36

47 13

Apartment Access

151 36

47 13

Southern Access .

151 36 Key: AM Peak Hour PM Peak Hour Figure 2 2022 Do Nothing

2 2 4 2 8 413 206 4 150 349 532 530 2 0 5 659 868 0 188 583 32 12 2 2 Junction 2 Junction 1 5 7 4 1 41 9 201 201 483 158 241 36 2 82 40 142 363 384

83 49 1 14 24 7 1 6 36 91 0 1 0 0 0 3 7 14 Junction 3 0 0 4 1 0 0 6 140 15 0 0 0 2 36 0 0 0 0 2 1 0 0

50 14

Northern Access

161 38

50 14

Apartment Access

161 38

50 14

Southern Access . GR = 1.066392

161 38 Key: AM Peak Hour PM Peak Hour Figure 3 2027 Do Nothing

2 2 5 2 9 447 223 5 163 378 577 574 2 0 6 714 940 0 204 631 35 13 2 2 Junction 2 Junction 1 6 8 5 1 44 9 218 218 523 171 261 39 2 89 43 154 394 416

90 53 1 15 26 8 1 6 39 99 0 1 0 0 0 3 8 15 Junction 3 0 0 4 1 0 0 6 152 16 0 0 0 2 39 0 0 0 0 2 1 0 0

54 15

Northern Access

174 42

54 15

Apartment Access

174 42

54 15

Southern Access . GR = 1.155614

174 42 Key: AM Peak Hour PM Peak Hour Figure 4 2037 Do Nothing

2 2 5 2 9 481 240 5 175 407 620 618 2 0 6 768 1011 0 219 679 37 14 2 2 Junction 2 Junction 1 6 9 5 1 48 10 234 234 563 184 281 42 2 96 47 166 423 447

97 57 1 16 27 9 1 7 42 106 0 1 0 0 0 4 9 16 Junction 3 0 0 4 1 0 0 7 163 17 0 0 0 2 42 0 0 0 0 2 1 0 0

58 17

Northern Access

187 45

58 17

Apartment Access

187 45

58 17

Southern Access . GR = 1.242926

187 45 Key: AM Peak Hour PM Peak Hour Figure 5 % Distribution Subject Site - Residential

12% 15% 10% 19% 62% 24% 8% 21% Junction 2 Junction 1

16% 76% 13% 30% 71% 35% 47% 25%

43% 92%

Junction 3

92% 43%

43% 0% 92% 0%

Northern Access

0% 0% 92% 0% 0% 0% 43% 0%

35% 8% 0% 74% 18% 0%

Apartment Access

18% 8% 74% 0% 2% 2% 11% 35% 0% 11%

11% 35% 2% 74%

Southern Access .

74% 35% 2% 7% 7% 46% 11% 46% Key: Arrival Departure AM Peak Hour 7% 74% PM Peak Hour 46% 0% Figure 6 % Distribution Subject Site - Creche

1% 1% 1% 2% 3% 1% 1% 1%

Junction 2 Junction 1

1% 4% 2% 3% 4% 4% 3% 3%

5% 5% 5% 5%

80% 80% Junction 3

80% 80%

15% travel to/from within Peyton Estate

80% 0% 80% 0%

Northern Access

0% 0% 80% 80%

65% 15% 65% 15%

Apartment Access

15% 15% 65% 65%

65% 65%

Southern Access .

65% 65%

Key: Arrival Departure AM Peak Hour 0% 65% PM Peak Hour 0% 0% Figure 7 New Trips Subject Site Residential

4 9 6 6 39 5 4 4

Junction 2 Junction 1

10 49 4 9 15 20 10 14

24 19

Junction 3

59 13

24 0 19 0

Northern Access

0 0% 59 0 0 0% 13 0

19 5 0 16 4 0

Apartment Access

11 3 47 0 0 1 3 11 0 6

3 19 1 16 Arrivals Departures AM 21 64 PM 55 31 Southern Access .

47 11 0 1 4 14 6 25 Key: Arrival Departure AM Peak Hour 1 47 PM Peak Hour 25 0 Figure 8 New Trips Subject Site - Creche

0 0 0 0 1 0 0 0

Junction 2 Junction 1

0 1 0 0 1 0 1 0

0 1 1 1

9 13 Junction 3

18 6

15% travel to/from within Peyton Estate

9 0 13 0

Northern Access

0 0% 18 6

7 2 11 3

Apartment Access

3 1 14 5

7 11 Arrivals Departures AM 22 17 PM 8 12 Southern Access .

14 5

Key: Arrival Departure AM Peak Hour 0 14 PM Peak Hour 0 0 Figure 9 Total New Trips Subject Site

0 0 0 0 0 4 9 0 6 0 0 0 0 0 0 6 40 0 5 0 4 5 0 0 Junction 2 Junction 1 0 0 0 0 10 0 49 0 0 0 0 4 0 10 16 20 10 14

0 24 0 0 1 19 0 0 1 1 0 0 0 0 9 13 0 0 Junction 3 0 0 0 0 0 0 18 59 0 0 0 0 6 13 0 0 0 0 0 0 0 0

33 0 33 0

Northern Access

0 0 76 0 0 0 19 0

27 6 27 6

Apartment Access

15 4 62 0 1 3 16 6

3 27 1 27

Southern Access .

62 16 0 1 4 14 6 25 Key: AM Peak Hour PM Peak Hour Figure 10 2022 Do Something - Residential Site Only

2 2 4 2 8 416 215 4 156 349 532 530 2 0 5 665 908 0 193 583 36 17 2 2 Junction 2 Junction 1 5 7 4 1 51 9 250 201 483 158 241 41 2 92 56 162 374 398

84 73 1 14 25 27 1 6 37 92 0 1 0 0 9 17 7 14 Junction 3 0 0 4 1 0 0 23 199 15 0 0 0 8 50 0 0 0 0 2 1 0 0

83 0 47 0

Northern Access

0 0 237 0 0 0 58 0

77 6 41 6

Apartment Access

15 4 223 0 1 3 54 6

53 27 15 27

Southern Access .

62 16 161 1 4 14 44 25 Key: AM Peak Hour PM Peak Hour Figure 11 2027 Do Something - Residential Site Only

2 2 5 2 9 451 232 5 169 378 577 574 2 0 6 720 980 0 209 631 39 18 2 2 Junction 2 Junction 1 6 8 5 1 55 9 267 218 523 171 261 44 2 99 59 174 404 430

91 77 1 15 27 27 1 6 40 100 0 1 0 0 9 17 8 15 Junction 3 0 0 4 1 0 0 24 211 16 0 0 0 8 53 0 0 0 0 2 1 0 0

88 0 48 0

Northern Access

0 0 251 0 0 0 61 0

81 6 42 6

Apartment Access

15 4 236 0 1 3 57 6

58 27 16 27

Southern Access .

62 16 175 1 4 14 48 25 Key: AM Peak Hour PM Peak Hour Figure 12 2037 Do Something - Residential Site Only

2 2 5 2 9 485 249 5 181 407 620 618 2 0 6 774 1051 0 224 679 42 19 2 2 Junction 2 Junction 1 6 9 5 1 58 10 284 234 563 184 281 47 2 105 62 186 434 462

97 81 1 16 29 28 1 7 43 107 0 1 0 0 9 17 9 16 Junction 3 0 0 4 1 0 0 24 222 17 0 0 0 9 56 0 0 0 0 2 1 0 0

92 0 49 0

Northern Access

0 0 264 0 0 0 64 0

85 6 43 6

Apartment Access

15 4 249 0 1 3 61 6

62 27 18 27

Southern Access .

62 16 188 1 4 14 51 25 Key: AM Peak Hour PM Peak Hour Figure 13 2027 Base Flows Redistributed

2 2 5 2 9 447 223 5 163 378 577 574 2 0 6 714 940 0 204 631 35 13 2 2 Junction 2 Junction 1 6 8 5 1 44 9 218 218 523 171 261 39 2 89 43 154 394 416

90 53 1 15 26 8 1 6 Greenogue Dr 39 99 0 1 16 0 0 12 0 3 Junction 3 Masterplan Lands

15 23 6 152 16 0 1 17 2 1 2 39 0 0 0 0 10 16 4 1

54 0 15 0

Northern Access

0 0 174 0 0 0 42 0

54 0 15 0

Apartment Access

0 0 174 0 0 0 42 0

54 0 15 0

Southern Access .

0 0 174 0 0 0 42 0 Key: AM Peak Hour PM Peak Hour Figure 14 2037 Base Flows Redistributed

2 2 5 2 9 481 240 5 175 407 620 618 2 0 6 768 1011 0 219 679 37 14 2 2 Junction 2 Junction 1 6 9 5 1 48 10 234 234 563 184 281 42 2 96 47 166 423 447

97 57 1 16 27 9 1 7 Greenogue Dr 42 106 0 1 17 0 0 13 0 4 Junction 3 Masterplan Lands

16 25 7 163 17 0 1 19 2 1 2 42 0 0 0 0 11 17 4 1

58 0 17 0

Northern Access

0 0 187 0 0 0 45 0

58 0 17 0

Apartment Access

0 0 187 0 0 0 45 0

58 0 17 0

Southern Access .

0 0 187 0 0 0 45 0 Key: AM Peak Hour PM Peak Hour Figure 15 2027 Do Something Redistributed

2 2 5 2 9 451 232 5 169 378 577 574 2 0 6 720 980 0 209 631 39 18 2 2 Junction 2 Junction 1 6 8 5 1 55 9 267 218 523 171 261 44 2 99 59 174 404 430

91 77 1 15 27 27 1 6 Greenogue Dr 40 100 0 1 16 0 0 0 12 0 9 17 Junction 3 Masterplan Lands

15 23 0 0 24 211 16 0 1 17 2 1 8 53 0 0 0 0 10 16 4 1

88 0 48 0

Northern Access

0 0 251 0 0 0 61 0

81 6 42 6

Apartment Access

15 4 236 0 1 3 57 6

58 0 16 27

Southern Access .

62 16 175 1 4 14 48 25 Key: AM Peak Hour PM Peak Hour Figure 16 2037 Do Something Redistributed

2 2 5 2 9 485 249 5 181 407 620 574 2 0 6 774 1051 0 224 679 42 19 2 2 Junction 2 Junction 1 6 9 5 1 58 10 284 234 563 184 281 47 2 105 62 186 434 462

97 81 1 16 29 28 1 7 Greenogue Dr 43 107 0 1 17 0 0 0 13 0 9 17 Junction 3 Masterplan Lands

16 25 0 0 24 222 17 0 1 19 2 1 9 56 0 0 0 0 11 17 4 1

92 0 49 0

Northern Access

0 0 264 0 0 0 64 0

85 6 43 6

Apartment Access

15 4 249 0 1 3 61 6

62 0 18 27

Southern Access .

62 16 188 1 4 14 51 25 Key: AM Peak Hour PM Peak Hour Figure 17% Distribution Masterplan Site - Residential

12% 15% 10% 19% 62% 24% 8% 21%

Junction 2 Junction 1

16% 76% 13% 30% 71% 35% 47% 25%

9% 35% 18% 74% Greenogue Dr

Junction 3 Masterplan Lands

18% 6% 80% 80% 80% 80% 9% 45% 74% 35% 6% 45%

45% 9% 6% 18%

Northern Access

18% 6% 9% 45%

9% 45% 18% 6%

Apartment Access

18% 6% 9% 45%

45% 9% 6% 18%

Southern Access .

18% 9% 6% 2% 2% 11% 45% 11% Key: Arrival Departure AM Peak Hour 2% 18% PM Peak Hour 11% 0% Figure 18 Distribution Masterplan Site - Residential

7 18 1083% 11 77 10 9 9

Junction 2 Junction 1

20 96 8 18 29 38 19 2763%

9 38 8 30 Greenogue Dr

Junction 3 Masterplan Lands

23 3 87 33 100 48 5 49 92 21 8 27

27 9 8 8

Northern Access

23 3 5 49

9 27 8 8

Apartment Access

23 3 5 49

27 9 8 8 Arrivals Departures AM 41 125 PM 109 60 Southern Access .

23 5 3 1 2 7 49 12 Key: Arrival Departure AM Peak Hour 1 23 PM Peak Hour 12 0 Figure 19 % Distribution Masterplan Site - School

17% 10% 15% 27% 43% 17% 12% 15%

Junction 2 Junction 1

11% 53% 20% 44% 49% 52% 32% 38%

64% 64% Greenogue Dr

1% 5% 5% 1%

Junction 3 Masterplan Lands

1% 1% 30% 99% 99% 99% 99% 30% 5% 5% 64% 64% 30% 30%

30% 30%

Northern Access

30% 30%

Apartment Access

30% 30%

Southern Access .

30% 30% Key: Arrival Departure AM Peak Hour 0% 0% PM Peak Hour 0% 0% Figure 20 Masterplan Site - School

1 9 88% 2 39 21 1 19

Junction 2 Junction 1

10 48 1 3 62 3 41 225%

4 80 Greenogue Dr

0 0 6 1

Junction 3 Masterplan Lands

1 0 38 6 125 90 8 2 5 0 58 3 27 4

1 27

Northern Access

38 2

1 27

Apartment Access

38 2

4 27 Arrivals Departures AM 126 91 PM 6 10 Southern Access .

38 2 Key: Arrival Departure AM Peak Hour 0 0 PM Peak Hour 0 0 Figure 21 2027 Do Something including SDCC Masterplan

2 2 5 2 9 459 260 5 180 378 577 574 2 0 6 733 1097 0 240 631 48 45 2 2

Junction 2 Junction 1 6 8 5 1 84 9 411 218 523 171 261 53 2 120 150 216 464 460

91 87 43 15 27 35 112 6 Greenogue Dr 40 100 0 1 16 0 0 6 12 1 9 17 Junction 3 Masterplan Lands

15 23 1 0 24 234 16 40 94 175 193 57 8 58 0 51 5 0 161 40 39 33

125 0 91 0

Northern Access

0 0 314 0 0 0 117 0

127 6 85 6

Apartment Access

15 4 299 0 1 3 114 6

89 9 52 34

Southern Access .

85 21 215 2 6 21 99 38 Key: Arrival Departure AM Peak Hour 2 85 PM Peak Hour 38 0 Figure 22 2037 Do Something including SDCC Masterplan

2 2 5 2 9 493 277 5 193 407 620 574 2 0 6 787 1168 0 256 679 51 46 2 2

Junction 2 Junction 1 6 9 5 1 87 10 428 234 563 184 281 56 2 126 153 227 494 491

97 91 43 16 29 36 112 7 Greenogue Dr 43 107 0 1 17 0 0 6 13 1 9 17 Junction 3 Masterplan Lands

16 25 1 0 24 245 17 40 58 94 176 193 57 9 61 0 51 5 0 162 42 40 33

129 0 92 0

Northern Access

0 0 327 0 0 0 120 0

131 6 86 6

Apartment Access

15 4 313 0 1 3 117 6

93 9 53 34

Southern Access .

85 21 228 2 6 21 102 38 Key: Arrival Departure AM Peak Hour 2 85 PM Peak Hour 38 0 Proposed Residential Development at lands at Stoney Hill Road, Rathcoole, Co. Dublin Project number: 60578132 Appendix B TRICS

Prepared for: Romeville Developments Ltd Z:\UKI\IEDBL2\Jobs\PR- 305837_Stoney_Hill_Road,_Rathcoole\400_Technical\404_CE\01_Traffic\05_Reports\PR305837- AECOM ACM-XX-XX-RP-TR-00-0001 TTA\PR305837-ACM-XX-XX-RP-TR-00-0001 TTA.docx 62 TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 1 AECOM Clarence Street West Belfast Licence No: 204602

Calculation Reference: AUDIT-204602-190812-0803 TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 03 - RESIDENTIAL Category : K - MIXED PRIV HOUS (FLATS AND HOUSES) VEHICLES

Selected regions and areas: 02 SOUTH EAST ES EAST SUSSEX 1 days HC HAMPSHIRE 1 days WS WEST SUSSEX 2 days 04 EAST ANGLIA CA CAMBRIDGESHIRE 2 days 05 EAST MIDLANDS DS DERBYSHIRE 1 days 06 WEST MIDLANDS ST STAFFORDSHIRE 1 days 07 YORKSHIRE & NORTH LINCOLNSHIRE NE NORTH EAST LINCOLNSHIRE 1 days 08 NORTH WEST GM GREATER MANCHESTER 1 days 09 NORTH CB CUMBRIA 2 days 10 WALES CO CONWY 1 days 13 MUNSTER CR CORK 2 days 14 LEINSTER KK KILKENNY 2 days 15 GREATER DUBLIN DL DUBLIN 3 days 17 ULSTER (NORTHERN IRELAND) DE DERRY 1 days

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

Secondary Filtering selection:

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

Parameter: Number of dwellings Actual Range: 15 to 618 (units: ) Range Selected by User: 15 to 788 (units: )

Parking Spaces Range: All Surveys Included

Percentage of dwellings privately owned: All Surveys Included

Public Transport Provision: Selection by: Include all surveys

Date Range: 01/01/11 to 23/05/19

This data displays the range of survey dates selected. Only surveys that were conducted within this date range are included in the trip rate calculation.

Selected survey days: Monday 3 days Tuesday 7 days Wednesday 3 days Thursday 5 days Friday 3 days

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

Selected survey types: Manual count 21 days Directional ATC Count 0 days

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

Selected Locations: Suburban Area (PPS6 Out of Centre) 11 Edge of Town 10

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: Industrial Zone 3 Residential Zone 18 TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 2 AECOM Clarence Street West Belfast Licence No: 204602

This data displays the number of surveys per location sub-category within the selected set. The location sub-categories consist of Commercial Zone, Industrial Zone, Development Zone, Residential Zone, Retail Zone, Built-Up Zone, Village, Out of Town, High Street and No Sub Category.

Secondary Filtering selection:

Use Class: C 3 21 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 6 days 10,001 to 15,000 5 days 15,001 to 20,000 1 days 20,001 to 25,000 2 days 25,001 to 50,000 6 days 50,001 to 100,000 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 7 days 50,001 to 75,000 1 days 75,001 to 100,000 3 days 100,001 to 125,000 1 days 125,001 to 250,000 4 days 250,001 to 500,000 1 days 500,001 or More 4 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 11 days 1.1 to 1.5 9 days 1.6 to 2.0 1 days

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

Travel Plan: Yes 3 days No 18 days

This data displays the number of surveys within the selected set that were undertaken at sites with Travel Plans in place, and the number of surveys that were undertaken at sites without Travel Plans.

PTAL Rating: No PTAL Present 21 days

This data displays the number of selected surveys with PTAL Ratings. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 3 AECOM Clarence Street West Belfast Licence No: 204602

TRIP RATE for Land Use 03 - RESIDENTIAL/K - MIXED PRIV HOUS (FLATS AND HOUSES) 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 21 116 0.061 21 116 0.231 21 116 0.292 08:00 - 09:00 21 116 0.103 21 116 0.313 21 116 0.416 09:00 - 10:00 21 116 0.118 21 116 0.162 21 116 0.280 10:00 - 11:00 21 116 0.111 21 116 0.138 21 116 0.249 11:00 - 12:00 21 116 0.112 21 116 0.117 21 116 0.229 12:00 - 13:00 21 116 0.128 21 116 0.130 21 116 0.258 13:00 - 14:00 21 116 0.178 21 116 0.163 21 116 0.341 14:00 - 15:00 21 116 0.150 21 116 0.159 21 116 0.309 15:00 - 16:00 21 116 0.182 21 116 0.138 21 116 0.320 16:00 - 17:00 21 116 0.214 21 116 0.132 21 116 0.346 17:00 - 18:00 21 116 0.281 21 116 0.148 21 116 0.429 18:00 - 19:00 21 116 0.262 21 116 0.153 21 116 0.415 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 1.900 1.984 3.884

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. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 4 AECOM Clarence Street West Belfast Licence No: 204602

The survey data, graphs and all associated supporting information, contained within the TRICS Database are published by TRICS Consortium Limited ("the Company") and the Company claims copyright and database rights in this published work. The Company authorises those who possess a current TRICS licence to access the TRICS Database and copy the data contained within the TRICS Database for the licence holders' use only. Any resulting copy must retain all copyrights and other proprietary notices, and any disclaimer contained thereon.

The Company accepts no responsibility for loss which may arise from reliance on data contained in the TRICS Database. [No warranty of any kind, express or implied, is made as to the data contained in the TRICS Database.]

Parameter summary

Trip rate parameter range selected: 15 - 618 (units: ) Survey date date range: 01/01/11 - 23/05/19 Number of weekdays (Monday-Friday): 21 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 0 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 5 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 6 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 7 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 8 AECOM Clarence Street West Belfast Licence No: 204602

TRIP RATE for Land Use 03 - RESIDENTIAL/K - MIXED PRIV HOUS (FLATS AND HOUSES) TAXIS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 21 116 0.002 21 116 0.002 21 116 0.004 08:00 - 09:00 21 116 0.003 21 116 0.004 21 116 0.007 09:00 - 10:00 21 116 0.009 21 116 0.009 21 116 0.018 10:00 - 11:00 21 116 0.005 21 116 0.005 21 116 0.010 11:00 - 12:00 21 116 0.006 21 116 0.007 21 116 0.013 12:00 - 13:00 21 116 0.004 21 116 0.004 21 116 0.008 13:00 - 14:00 21 116 0.005 21 116 0.005 21 116 0.010 14:00 - 15:00 21 116 0.007 21 116 0.005 21 116 0.012 15:00 - 16:00 21 116 0.004 21 116 0.005 21 116 0.009 16:00 - 17:00 21 116 0.007 21 116 0.005 21 116 0.012 17:00 - 18:00 21 116 0.007 21 116 0.006 21 116 0.013 18:00 - 19:00 21 116 0.007 21 116 0.007 21 116 0.014 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.066 0.064 0.130

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. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 9 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 10 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 11 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 12 AECOM Clarence Street West Belfast Licence No: 204602

TRIP RATE for Land Use 03 - RESIDENTIAL/K - MIXED PRIV HOUS (FLATS AND HOUSES) OGVS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 21 116 0.001 21 116 0.001 21 116 0.002 08:00 - 09:00 21 116 0.001 21 116 0.000 21 116 0.001 09:00 - 10:00 21 116 0.002 21 116 0.002 21 116 0.004 10:00 - 11:00 21 116 0.002 21 116 0.002 21 116 0.004 11:00 - 12:00 21 116 0.002 21 116 0.002 21 116 0.004 12:00 - 13:00 21 116 0.002 21 116 0.002 21 116 0.004 13:00 - 14:00 21 116 0.002 21 116 0.002 21 116 0.004 14:00 - 15:00 21 116 0.002 21 116 0.002 21 116 0.004 15:00 - 16:00 21 116 0.001 21 116 0.001 21 116 0.002 16:00 - 17:00 21 116 0.000 21 116 0.000 21 116 0.000 17:00 - 18:00 21 116 0.001 21 116 0.000 21 116 0.001 18:00 - 19:00 21 116 0.000 21 116 0.000 21 116 0.000 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.016 0.014 0.030

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. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 13 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 14 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 15 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 16 AECOM Clarence Street West Belfast Licence No: 204602

TRIP RATE for Land Use 03 - RESIDENTIAL/K - MIXED PRIV HOUS (FLATS AND HOUSES) PSVS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 21 116 0.000 21 116 0.000 21 116 0.000 08:00 - 09:00 21 116 0.000 21 116 0.000 21 116 0.000 09:00 - 10:00 21 116 0.000 21 116 0.000 21 116 0.000 10:00 - 11:00 21 116 0.000 21 116 0.000 21 116 0.000 11:00 - 12:00 21 116 0.000 21 116 0.000 21 116 0.000 12:00 - 13:00 21 116 0.001 21 116 0.001 21 116 0.002 13:00 - 14:00 21 116 0.001 21 116 0.000 21 116 0.001 14:00 - 15:00 21 116 0.000 21 116 0.000 21 116 0.000 15:00 - 16:00 21 116 0.001 21 116 0.001 21 116 0.002 16:00 - 17:00 21 116 0.000 21 116 0.000 21 116 0.000 17:00 - 18:00 21 116 0.000 21 116 0.000 21 116 0.000 18:00 - 19:00 21 116 0.000 21 116 0.000 21 116 0.000 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.003 0.002 0.005

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. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 17 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 18 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 19 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 20 AECOM Clarence Street West Belfast Licence No: 204602

TRIP RATE for Land Use 03 - RESIDENTIAL/K - MIXED PRIV HOUS (FLATS AND HOUSES) CYCLISTS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 21 116 0.008 21 116 0.021 21 116 0.029 08:00 - 09:00 21 116 0.011 21 116 0.029 21 116 0.040 09:00 - 10:00 21 116 0.005 21 116 0.005 21 116 0.010 10:00 - 11:00 21 116 0.006 21 116 0.006 21 116 0.012 11:00 - 12:00 21 116 0.006 21 116 0.004 21 116 0.010 12:00 - 13:00 21 116 0.008 21 116 0.003 21 116 0.011 13:00 - 14:00 21 116 0.005 21 116 0.005 21 116 0.010 14:00 - 15:00 21 116 0.009 21 116 0.004 21 116 0.013 15:00 - 16:00 21 116 0.013 21 116 0.011 21 116 0.024 16:00 - 17:00 21 116 0.011 21 116 0.008 21 116 0.019 17:00 - 18:00 21 116 0.016 21 116 0.009 21 116 0.025 18:00 - 19:00 21 116 0.012 21 116 0.005 21 116 0.017 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.110 0.110 0.220

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. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 21 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 22 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 23 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 1 AECOM Clarence Street West Belfast Licence No: 204602

Calculation Reference: AUDIT-204602-190812-0832 TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 04 - EDUCATION Category : D - NURSERY VEHICLES

Selected regions and areas: 02 SOUTH EAST ES EAST SUSSEX 1 days 03 SOUTH WEST WL WILTSHIRE 1 days 04 EAST ANGLIA CA CAMBRIDGESHIRE 1 days 05 EAST MIDLANDS DS DERBYSHIRE 1 days LE LEICESTERSHIRE 1 days LN LINCOLNSHIRE 1 days NR NORTHAMPTONSHIRE 1 days 06 WEST MIDLANDS WK WARWICKSHIRE 1 days 09 NORTH TV TEES VALLEY 1 days TW TYNE & WEAR 2 days 10 WALES BG BRIDGEND 1 days 11 SCOTLAND DU DUNDEE CITY 1 days SR STIRLING 1 days 12 CONNAUGHT RO ROSCOMMON 1 days 15 GREATER DUBLIN DL DUBLIN 1 days 17 ULSTER (NORTHERN IRELAND) DE DERRY 1 days

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

Secondary Filtering selection:

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

Parameter: Gross floor area Actual Range: 150 to 1300 (units: sqm) Range Selected by User: 120 to 2350 (units: sqm)

Parking Spaces Range: All Surveys Included

Public Transport Provision: Selection by: Include all surveys

Date Range: 01/01/11 to 21/05/19

This data displays the range of survey dates selected. Only surveys that were conducted within this date range are included in the trip rate calculation.

Selected survey days: Monday 3 days Tuesday 3 days Wednesday 3 days Thursday 3 days Friday 5 days

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

Selected survey types: Manual count 17 days Directional ATC Count 0 days

Selected Locations: Suburban Area (PPS6 Out of Centre) 8 Edge of Town 7 Neighbourhood Centre (PPS6 Local Centre) 1 Free Standing (PPS6 Out of Town) 1

Selected Location Sub Categories: Industrial Zone 2 Residential Zone 14 No Sub Category 1 TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 2 AECOM Clarence Street West Belfast Licence No: 204602

Secondary Filtering selection:

Use Class: D 1 17 days

Population within 1 mile: 1,001 to 5,000 3 days 5,001 to 10,000 2 days 10,001 to 15,000 1 days 15,001 to 20,000 3 days 20,001 to 25,000 1 days 25,001 to 50,000 5 days 50,001 to 100,000 1 days 100,001 or More 1 days

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

Population within 5 miles: 5,001 to 25,000 2 days 50,001 to 75,000 1 days 75,001 to 100,000 4 days 125,001 to 250,000 4 days 250,001 to 500,000 5 days 500,001 or More 1 days

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

Car ownership within 5 miles: 0.5 or Less 1 days 0.6 to 1.0 4 days 1.1 to 1.5 11 days 2.1 to 2.5 1 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 17 days

PTAL Rating: No PTAL Present 17 days

TRIP RATE for Land Use 04 - EDUCATION/D - NURSERY VEHICLES Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA 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 2 328 0.152 2 328 0.000 2 328 0.152 07:00 - 08:00 17 424 1.719 17 424 0.860 17 424 2.579 08:00 - 09:00 17 424 3.466 17 424 2.634 17 424 6.100 09:00 - 10:00 17 424 1.705 17 424 1.553 17 424 3.258 10:00 - 11:00 17 424 0.513 17 424 0.347 17 424 0.860 11:00 - 12:00 17 424 0.624 17 424 0.485 17 424 1.109 12:00 - 13:00 17 424 1.220 17 424 1.483 17 424 2.703 13:00 - 14:00 17 424 0.901 17 424 1.248 17 424 2.149 14:00 - 15:00 17 424 0.804 17 424 0.763 17 424 1.567 15:00 - 16:00 17 424 0.984 17 424 1.206 17 424 2.190 16:00 - 17:00 17 424 1.497 17 424 1.636 17 424 3.133 17:00 - 18:00 17 424 2.232 17 424 2.828 17 424 5.060 18:00 - 19:00 16 441 0.184 16 441 0.793 16 441 0.977 19:00 - 20:00 1 400 0.000 1 400 0.000 1 400 0.000 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 1 6.001 1 5.836 3 1.837

Parameter summary

Trip rate parameter range selected: 150 - 1300 (units: sqm) Survey date date range: 01/01/11 - 21/05/19 Number of weekdays (Monday-Friday): 17 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 0 Surveys manually removed from selection: 0

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 7 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 8 AECOM Clarence Street West Belfast Licence No: 204602

TRIP RATE for Land Use 04 - EDUCATION/D - NURSERY TAXIS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA 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 2 328 0.000 2 328 0.000 2 328 0.000 07:00 - 08:00 17 424 0.028 17 424 0.028 17 424 0.056 08:00 - 09:00 17 424 0.069 17 424 0.042 17 424 0.111 09:00 - 10:00 17 424 0.014 17 424 0.042 17 424 0.056 10:00 - 11:00 17 424 0.028 17 424 0.028 17 424 0.056 11:00 - 12:00 17 424 0.014 17 424 0.014 17 424 0.028 12:00 - 13:00 17 424 0.028 17 424 0.028 17 424 0.056 13:00 - 14:00 17 424 0.000 17 424 0.000 17 424 0.000 14:00 - 15:00 17 424 0.042 17 424 0.028 17 424 0.070 15:00 - 16:00 17 424 0.000 17 424 0.014 17 424 0.014 16:00 - 17:00 17 424 0.000 17 424 0.000 17 424 0.000 17:00 - 18:00 17 424 0.014 17 424 0.014 17 424 0.028 18:00 - 19:00 16 441 0.000 16 441 0.000 16 441 0.000 19:00 - 20:00 1 400 0.000 1 400 0.000 1 400 0.000 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.237 0.238 0.475

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. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 9 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 10 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 11 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 12 AECOM Clarence Street West Belfast Licence No: 204602

TRIP RATE for Land Use 04 - EDUCATION/D - NURSERY OGVS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA 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 2 328 0.000 2 328 0.000 2 328 0.000 07:00 - 08:00 17 424 0.014 17 424 0.014 17 424 0.028 08:00 - 09:00 17 424 0.000 17 424 0.000 17 424 0.000 09:00 - 10:00 17 424 0.042 17 424 0.042 17 424 0.084 10:00 - 11:00 17 424 0.028 17 424 0.014 17 424 0.042 11:00 - 12:00 17 424 0.014 17 424 0.028 17 424 0.042 12:00 - 13:00 17 424 0.042 17 424 0.042 17 424 0.084 13:00 - 14:00 17 424 0.014 17 424 0.014 17 424 0.028 14:00 - 15:00 17 424 0.000 17 424 0.000 17 424 0.000 15:00 - 16:00 17 424 0.000 17 424 0.000 17 424 0.000 16:00 - 17:00 17 424 0.014 17 424 0.014 17 424 0.028 17:00 - 18:00 17 424 0.014 17 424 0.014 17 424 0.028 18:00 - 19:00 16 441 0.000 16 441 0.000 16 441 0.000 19:00 - 20:00 1 400 0.000 1 400 0.000 1 400 0.000 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.182 0.182 0.364

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. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 13 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 14 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 15 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 16 AECOM Clarence Street West Belfast Licence No: 204602

TRIP RATE for Land Use 04 - EDUCATION/D - NURSERY PSVS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA 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 2 328 0.000 2 328 0.000 2 328 0.000 07:00 - 08:00 17 424 0.000 17 424 0.000 17 424 0.000 08:00 - 09:00 17 424 0.014 17 424 0.014 17 424 0.028 09:00 - 10:00 17 424 0.000 17 424 0.000 17 424 0.000 10:00 - 11:00 17 424 0.000 17 424 0.000 17 424 0.000 11:00 - 12:00 17 424 0.000 17 424 0.000 17 424 0.000 12:00 - 13:00 17 424 0.000 17 424 0.000 17 424 0.000 13:00 - 14:00 17 424 0.000 17 424 0.000 17 424 0.000 14:00 - 15:00 17 424 0.000 17 424 0.000 17 424 0.000 15:00 - 16:00 17 424 0.000 17 424 0.000 17 424 0.000 16:00 - 17:00 17 424 0.000 17 424 0.000 17 424 0.000 17:00 - 18:00 17 424 0.000 17 424 0.000 17 424 0.000 18:00 - 19:00 16 441 0.000 16 441 0.000 16 441 0.000 19:00 - 20:00 1 400 0.000 1 400 0.000 1 400 0.000 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.014 0.014 0.028

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. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 17 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 18 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 19 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 20 AECOM Clarence Street West Belfast Licence No: 204602

TRIP RATE for Land Use 04 - EDUCATION/D - NURSERY CYCLISTS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA 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 2 328 0.000 2 328 0.000 2 328 0.000 07:00 - 08:00 17 424 0.042 17 424 0.000 17 424 0.042 08:00 - 09:00 17 424 0.111 17 424 0.069 17 424 0.180 09:00 - 10:00 17 424 0.000 17 424 0.000 17 424 0.000 10:00 - 11:00 17 424 0.000 17 424 0.000 17 424 0.000 11:00 - 12:00 17 424 0.000 17 424 0.000 17 424 0.000 12:00 - 13:00 17 424 0.042 17 424 0.014 17 424 0.056 13:00 - 14:00 17 424 0.028 17 424 0.042 17 424 0.070 14:00 - 15:00 17 424 0.000 17 424 0.000 17 424 0.000 15:00 - 16:00 17 424 0.000 17 424 0.028 17 424 0.028 16:00 - 17:00 17 424 0.014 17 424 0.028 17 424 0.042 17:00 - 18:00 17 424 0.028 17 424 0.069 17 424 0.097 18:00 - 19:00 16 441 0.000 16 441 0.000 16 441 0.000 19:00 - 20:00 1 400 0.000 1 400 0.000 1 400 0.000 20:00 - 21:00 1 400 0.000 1 400 0.000 1 400 0.000 21:00 - 22:00 1 400 0.000 1 400 0.000 1 400 0.000 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.265 0.250 0.515

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. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 21 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 22 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.2 250719 B19.14 Database right of TRICS Consortium Limited, 2019. All rights reserved Monday 12/08/19 Page 23 AECOM Clarence Street West Belfast Licence No: 204602

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.4 141219 B19.28 Database right of TRICS Consortium Limited, 2019. All rights reserved Friday 06/03/20 Page 1 AECOM Clarence Street West Belfast Licence No: 204602

Calculation Reference: AUDIT-204602-200306-0300 TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 04 - EDUCATION Category : A - PRIMARY VEHICLES

Selected regions and areas: 01 GREATER LONDON EN ENFIELD 2 days KI KINGSTON 1 days NH NEWHAM 1 days 02 SOUTH EAST HC HAMPSHIRE 1 days 03 SOUTH WEST BR BRISTOL CITY 1 days 05 EAST MIDLANDS DS DERBYSHIRE 1 days LE LEICESTERSHIRE 1 days NR NORTHAMPTONSHIRE 1 days 06 WEST MIDLANDS WM WEST MIDLANDS 1 days 07 YORKSHIRE & NORTH LINCOLNSHIRE NE NORTH EAST LINCOLNSHIRE 1 days WY WEST YORKSHIRE 2 days 08 NORTH WEST CH CHESHIRE 1 days GM GREATER MANCHESTER 1 days LC LANCASHIRE 1 days MS MERSEYSIDE 1 days 09 NORTH TW TYNE & WEAR 1 days 10 WALES CF CARDIFF 1 days MT MERTHYR TYDFIL 1 days 11 SCOTLAND DU DUNDEE CITY 1 days EB CITY OF EDINBURGH 1 days FA FALKIRK 1 days SR STIRLING 1 days 12 CONNAUGHT RO ROSCOMMON 1 days 13 MUNSTER LI LIMERICK 1 days 14 LEINSTER LU LOUTH 1 days 15 GREATER DUBLIN DL DUBLIN 2 days

This section displays the number of survey days per TRICS® sub-region in the selected set TRICS 7.6.4 141219 B19.28 Database right of TRICS Consortium Limited, 2019. All rights reserved Friday 06/03/20 Page 2 AECOM Clarence Street West Belfast Licence No: 204602

Secondary Filtering selection:

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

Parameter: Number of pupils Actual Range: 82 to 1020 (units: ) Range Selected by User: 79 to 1020 (units: )

Parking Spaces Range: All Surveys Included

Public Transport Provision: Selection by: Include all surveys

Date Range: 01/01/11 to 20/06/19

This data displays the range of survey dates selected. Only surveys that were conducted within this date range are included in the trip rate calculation.

Selected survey days: Monday 10 days Tuesday 5 days Wednesday 3 days Thursday 7 days Friday 4 days

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

Selected survey types: Manual count 29 days Directional ATC Count 0 days

Selected Locations: Suburban Area (PPS6 Out of Centre) 14 Edge of Town 15

Selected Location Sub Categories: Residential Zone 27 No Sub Category 2

Secondary Filtering selection:

Use Class: D 1 29 days

Population within 1 mile: 1,001 to 5,000 4 days 5,001 to 10,000 3 days 10,001 to 15,000 4 days 15,001 to 20,000 8 days 20,001 to 25,000 2 days 25,001 to 50,000 6 days 50,001 to 100,000 2 days

This data displays the number of selected surveys within stated 1-mile radii of population. TRICS 7.6.4 141219 B19.28 Database right of TRICS Consortium Limited, 2019. All rights reserved Friday 06/03/20 Page 3 AECOM Clarence Street West Belfast Licence No: 204602

Secondary Filtering selection (Cont.):

Population within 5 miles: 5,000 or Less 1 days 5,001 to 25,000 1 days 25,001 to 50,000 1 days 50,001 to 75,000 2 days 75,001 to 100,000 2 days 125,001 to 250,000 5 days 250,001 to 500,000 12 days 500,001 or More 5 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 15 days 1.1 to 1.5 14 days

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

Travel Plan: Yes 3 days No 26 days

PTAL Rating: No PTAL Present 25 days 1a (Low) Very poor 1 days 1b Very poor 1 days 2 Poor 2 days

This data displays the number of selected surveys with PTAL Ratings. TRICS 7.6.4 141219 B19.28 Database right of TRICS Consortium Limited, 2019. All rights reserved Friday 06/03/20 Page 4 AECOM Clarence Street West Belfast Licence No: 204602

LIST OF SITES relevant to selection parameters

1 BR-04-A-01 PRIMARY SCHOOL BRISTOL CITY SCHOOL CLOSE BRISTOL WHITCHURCH Edge of Town Residential Zone Total Number of pupils: 2 0 8 Survey date: TUESDAY 22/09/15 Survey Type: MANUAL 2 CF-04-A-01 PRIMARY SCHOOL CARDIFF AEL-Y-BRYN CARDIFF LLANEDEYRN Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of pupils: 1 9 4 Survey date: FRIDAY 05/05/17 Survey Type: MANUAL 3 CH-04-A-01 PRIMARY SCHOOL CHESHIRE WESTON GROVE CHESTER UPTON Edge of Town Residential Zone Total Number of pupils: 2 1 9 Survey date: MONDAY 17/11/14 Survey Type: MANUAL 4 DL-04-A-01 PRIMARY SCHOOL DUBLIN LONG MILE ROAD DUBLIN WALKINSTOWN Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of pupils: 3 6 0 Survey date: WEDNESDAY 28/09/11 Survey Type: MANUAL 5 DL-04-A-02 PRIMARY SCHOOLS (2) DUBLIN BALGRIFFIN PARK DUBLIN BALGRIFFIN Edge of Town No Sub Category Total Number of pupils: 7 0 2 Survey date: MONDAY 19/10/15 Survey Type: MANUAL 6 DS-04-A-01 PRIMARY SCHOOL DERBYSHIRE VICARAGE ROAD DERBY MICKLEOVER Edge of Town Residential Zone Total Number of pupils: 3 8 7 Survey date: THURSDAY 25/06/15 Survey Type: MANUAL 7 DU-04-A-01 PRIMARY SCHOOL DUNDEE CITY FALKLAND CRESCENT DUNDEE BROUGHTY FERRY Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of pupils: 4 1 2 Survey date: MONDAY 21/05/12 Survey Type: MANUAL 8 EB-04-A-01 PRIMARY SCHOOL CITY OF EDINBURGH MAGDALENE DRIVE EDINBURGH

Edge of Town Residential Zone Total Number of pupils: 2 1 4 Survey date: MONDAY 23/04/18 Survey Type: MANUAL 9 EN-04-A-01 PRIMARY SCHOOL ENFIELD CUCKOO HALL LANE EDMONTON

Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of pupils: 1 8 0 Survey date: WEDNESDAY 16/05/12 Survey Type: MANUAL TRICS 7.6.4 141219 B19.28 Database right of TRICS Consortium Limited, 2019. All rights reserved Friday 06/03/20 Page 5 AECOM Clarence Street West Belfast Licence No: 204602

LIST OF SITES relevant to selection parameters (Cont.)

10 EN-04-A-02 PRIMARY SCHOOL ENFIELD GOAT LANE ENFIELD

Edge of Town Residential Zone Total Number of pupils: 5 6 5 Survey date: TUESDAY 17/11/15 Survey Type: MANUAL 11 FA-04-A-03 PRIMARY SCHOOL FALKIRK GLENDEVON DRIVE FALKIRK MADDISTON Edge of Town Residential Zone Total Number of pupils: 4 5 2 Survey date: MONDAY 03/06/13 Survey Type: MANUAL 12 GM-04-A-01 PRIMARY SCHOOL GREATER MANCHESTER ROCH MILLS CRESCENT ROCHDALE

Edge of Town Residential Zone Total Number of pupils: 4 5 7 Survey date: TUESDAY 20/10/15 Survey Type: MANUAL 13 HC-04-A-05 PRIMARY SCHOOL HAMPSHIRE HAVANT ROAD HAYLING ISLAND

Edge of Town Residential Zone Total Number of pupils: 5 5 0 Survey date: MONDAY 30/11/15 Survey Type: MANUAL 14 KI-04-A-01 PRIMARY SCHOOL KINGSTON COOMBE HILL LANE WEST NEW MALDEN

Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of pupils: 7 2 0 Survey date: THURSDAY 20/06/19 Survey Type: MANUAL 15 LC-04-A-05 PRIMARY SCHOOL LANCASHIRE NEWTON STREET BLACKBURN

Suburban Area (PPS6 Out of Centre) No Sub Category Total Number of pupils: 4 7 2 Survey date: WEDNESDAY 28/09/16 Survey Type: MANUAL 16 LE-04-A-02 PRIMARY SCHOOL LEICESTERSHIRE BEAUFORT WAY LEICESTER OADBY Edge of Town Residential Zone Total Number of pupils: 3 8 0 Survey date: THURSDAY 30/10/14 Survey Type: MANUAL 17 LI-04-A-01 PRIMARY SCHOOL LIMERICK CORBALLY ROAD LIMERICK

Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of pupils: 8 0 0 Survey date: FRIDAY 24/06/11 Survey Type: MANUAL 18 LU-04-A-02 PRIMARY SCHOOL LOUTH BRYANSTOWN DROGHEDA BRYANSTOWN MANOR Edge of Town Residential Zone Total Number of pupils: 1 0 2 0 Survey date: FRIDAY 19/06/15 Survey Type: MANUAL TRICS 7.6.4 141219 B19.28 Database right of TRICS Consortium Limited, 2019. All rights reserved Friday 06/03/20 Page 6 AECOM Clarence Street West Belfast Licence No: 204602

LIST OF SITES relevant to selection parameters (Cont.)

19 MS-04-A-02 PRIMARY SCHOOL MERSEYSIDE BOOKER AVENUE LIVERPOOL ALVERTON Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of pupils: 2 6 4 Survey date: THURSDAY 13/06/13 Survey Type: MANUAL 20 MT-04-A-01 PRIMARY SCHOOL MERTHYR TYDFIL BRECON ROAD MERTHYR TYDFIL

Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of pupils: 1 8 4 Survey date: FRIDAY 18/10/13 Survey Type: MANUAL 21 NE-04-A-01 PRIMARY SCHOOL NORTH EAST LINCOLNSHIRE SUNNINGDALE ROAD SCUNTHORPE

Edge of Town Residential Zone Total Number of pupils: 1 4 7 Survey date: TUESDAY 20/05/14 Survey Type: MANUAL 22 NH-04-A-01 PRIMARY SCHOOL NEWHAM HOSKINS CLOSE BECKTON

Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of pupils: 4 2 2 Survey date: MONDAY 18/11/13 Survey Type: MANUAL 23 NR-04-A-03 PRIMARY SCHOOL NORTHAMPTONSHIRE BOOTH LANE NORTH NORTHAMPTON

Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of pupils: 4 0 0 Survey date: THURSDAY 24/03/16 Survey Type: MANUAL 24 RO-04-A-01 PRIMARY SCHOOL ROSCOMMON WARREN ROAD BOYLE

Edge of Town Residential Zone Total Number of pupils: 8 2 Survey date: THURSDAY 25/09/14 Survey Type: MANUAL 25 SR-04-A-01 PRIMARY SCHOOL STIRLING PULLAR AVENUE STIRLING BRIDGE OF ALLAN Edge of Town Residential Zone Total Number of pupils: 3 8 6 Survey date: MONDAY 16/06/14 Survey Type: MANUAL 26 TW-04-A-01 PRIMARY SCHOOL TYNE & WEAR GLYNWOOD GARDENS GATESHEAD

Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of pupils: 2 6 0 Survey date: MONDAY 07/10/13 Survey Type: MANUAL 27 WM-04-A-02 PRIMARY SCHOOL WEST MIDLANDS HAZEL ROAD BIRMINGHAM RUBERY Edge of Town Residential Zone Total Number of pupils: 2 3 4 Survey date: TUESDAY 10/11/15 Survey Type: MANUAL TRICS 7.6.4 141219 B19.28 Database right of TRICS Consortium Limited, 2019. All rights reserved Friday 06/03/20 Page 7 AECOM Clarence Street West Belfast Licence No: 204602

LIST OF SITES relevant to selection parameters (Cont.)

28 WY-04-A-01 PRIMARY SCHOOL WEST YORKSHIRE SHAKESPEARE AVENUE LEEDS

Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of pupils: 3 7 0 Survey date: THURSDAY 19/09/13 Survey Type: MANUAL 29 WY-04-A-02 PRIMARY SCHOOL WEST YORKSHIRE TOWN STREET LEEDS

Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of pupils: 6 2 1 Survey date: MONDAY 19/10/15 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 7.6.4 141219 B19.28 Database right of TRICS Consortium Limited, 2019. All rights reserved Friday 06/03/20 Page 8 AECOM Clarence Street West Belfast Licence No: 204602

TRIP RATE for Land Use 04 - EDUCATION/A - PRIMARY VEHICLES Calculation factor: 1 PUPILS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days PUPILS Rate Days PUPILS Rate Days PUPILS 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 29 402 0.044 29 402 0.014 29 402 0.058 08:00 - 09:00 29 402 0.262 29 402 0.190 29 402 0.452 09:00 - 10:00 29 402 0.044 29 402 0.062 29 402 0.106 10:00 - 11:00 29 402 0.011 29 402 0.010 29 402 0.021 11:00 - 12:00 29 402 0.016 29 402 0.013 29 402 0.029 12:00 - 13:00 29 402 0.022 29 402 0.022 29 402 0.044 13:00 - 14:00 29 402 0.035 29 402 0.034 29 402 0.069 14:00 - 15:00 29 402 0.072 29 402 0.041 29 402 0.113 15:00 - 16:00 29 402 0.121 29 402 0.190 29 402 0.311 16:00 - 17:00 29 402 0.030 29 402 0.061 29 402 0.091 17:00 - 18:00 29 402 0.018 29 402 0.029 29 402 0.047 18:00 - 19:00 28 410 0.007 28 410 0.012 28 410 0.019 19:00 - 20:00 1 1020 0.000 1 1020 0.000 1 1020 0.000 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.682 0.678 1.360

Parameter summary

Trip rate parameter range selected: 82 - 1020 (units: ) Survey date date range: 01/01/11 - 20/06/19 Number of weekdays (Monday-Friday): 29 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 0 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. Proposed Residential Development at lands at Stoney Hill Road, Rathcoole, Co. Dublin Project number: 60578132 Appendix C Junctions 9 Output

Prepared for: Romeville Developments Ltd Z:\UKI\IEDBL2\Jobs\PR- 305837_Stoney_Hill_Road,_Rathcoole\400_Technical\404_CE\01_Traffic\05_Reports\PR305837- AECOM ACM-XX-XX-RP-TR-00-0001 TTA\PR305837-ACM-XX-XX-RP-TR-00-0001 TTA.docx 63 2022 Without Junction 2 - Stream B-ACD 2.5 0.71 0.8 0.42 Junctions 9 Junction 2 - Stream A-BCD 0.0 0.02 0.0 0.03 ARCADY 9 - Roundabout Module Junction 2 - Stream D-ABC 0.0 0.02 0.1 0.05 PICADY 9 - Priority Intersection Module Junction 2 - Stream C-ABD 0.1 0.04 0.3 0.12 Junction 3 - Arm 1 0.2 0.14 0.0 0.03 Version: 9.0.1.4646 [] © Copyright TRL Limited, 2020 Junction 3 - Arm 2 0.1 0.12 0.0 0.04 For sales and distribution information, program advice and maintenance, contact TRL: Junction 3 - Arm 3 0.1 0.05 0.2 0.18 Tel: +44 (0)1344 770758 email: [email protected] Web: http://www.trlsoftware.co.uk Junction 3 - Arm 4 0.0 0.01 0.0 0.02 The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the Junction 3 - Arm 5 0.0 0.00 0.0 0.00 correctness of the solution Junction 4 - Stream B-AC 0.0 0.00 0.0 0.00 Junction 4 - Stream C-AB 0.0 0.00 0.0 0.00 Junction 5 - Stream B-AC 0.0 0.00 0.0 0.00 Filename: Stoney Hill Model Rev3.j9 Path: C:\Users\Zac.Cave\Desktop\Stoneyhill Junction 5 - Stream C-AB 0.0 0.00 0.0 0.00 Report generation date: 31/03/2020 10:38:10 Junction 6 - Stream B-AC 0.0 0.00 0.0 0.00 Junction 6 - Stream C-AB 0.0 0.00 0.0 0.00 2027 Without Junction 2 - Stream B-ACD 3.8 0.79 1.0 0.49 »2018 Baseline, AM Junction 2 - Stream A-BCD 0.0 0.02 0.1 0.04 »2018 Baseline, PM Junction 2 - Stream D-ABC 0.0 0.02 0.1 0.05 »2022 Without , AM Junction 2 - Stream C-ABD 0.1 0.04 0.4 0.14 »2022 Without, PM Junction 3 - Arm 1 0.2 0.15 0.0 0.04 »2027 Without , AM Junction 3 - Arm 2 0.2 0.13 0.1 0.04 »2027 Without, PM Junction 3 - Arm 3 0.1 0.05 0.3 0.19 »2037 Without , AM Junction 3 - Arm 4 0.0 0.01 0.0 0.02 »2037 Without, PM Junction 3 - Arm 5 0.0 0.00 0.0 0.00 »2022 With, AM Junction 4 - Stream B-AC 0.0 0.00 0.0 0.00 »2022 With, PM Junction 4 - Stream C-AB 0.0 0.00 0.0 0.00 »2027 With, AM Junction 5 - Stream B-AC 0.0 0.00 0.0 0.00 »2027 With, PM Junction 5 - Stream C-AB 0.0 0.00 0.0 0.00 »2037 With, AM Junction 6 - Stream B-AC 0.0 0.00 0.0 0.00 »2037 With, PM Junction 6 - Stream C-AB 0.0 0.00 0.0 0.00 2037 Without Junction 2 - Stream B-ACD 6.5 0.89 1.4 0.57 Summary of junction performance Junction 2 - Stream A-BCD 0.0 0.02 0.1 0.04 Junction 2 - Stream D-ABC 0.0 0.03 0.1 0.06 AM PM Junction 2 - Stream C-ABD 0.1 0.05 0.5 0.16 Queue (PCU) RFC Queue (PCU) RFC Junction 3 - Arm 1 0.2 0.16 0.0 0.04 2018 Baseline Junction 3 - Arm 2 0.2 0.14 0.1 0.05 Junction 3 - Arm 3 0.1 0.05 0.3 0.21 Junction 2 - Stream B-ACD 2.0 0.65 0.7 0.38 Junction 3 - Arm 4 0.0 0.02 0.0 0.02 Junction 2 - Stream A-BCD 0.0 0.01 0.0 0.03 Junction 3 - Arm 5 0.0 0.00 0.0 0.00 Junction 2 - Stream D-ABC 0.0 0.02 0.0 0.04 Junction 2 - Stream C-ABD 0.0 0.03 0.3 0.11 Junction 4 - Stream B-AC 0.0 0.00 0.0 0.00 Junction 4 - Stream C-AB 0.0 0.00 0.0 0.00 Junction 3 - Arm 1 0.2 0.13 0.0 0.03 Junction 3 - Arm 2 0.1 0.11 0.0 0.04 Junction 5 - Stream B-AC 0.0 0.00 0.0 0.00 Junction 3 - Arm 3 0.0 0.04 0.2 0.17 Junction 5 - Stream C-AB 0.0 0.00 0.0 0.00 Junction 3 - Arm 4 0.0 0.01 0.0 0.02 Junction 6 - Stream B-AC 0.0 0.00 0.0 0.00 Junction 3 - Arm 5 0.0 0.00 0.0 0.00 Junction 6 - Stream C-AB 0.0 0.00 0.0 0.00 Junction 4 - Stream B-AC 0.0 0.00 0.0 0.00 2022 With Junction 4 - Stream C-AB 0.0 0.00 0.0 0.00 Junction 2 - Stream B-ACD 6.3 0.88 1.0 0.48 Junction 5 - Stream B-AC 0.0 0.00 0.0 0.00 Junction 2 - Stream A-BCD 0.0 0.02 0.0 0.03 Junction 5 - Stream C-AB 0.0 0.00 0.0 0.00 Junction 2 - Stream D-ABC 0.0 0.02 0.1 0.05 Junction 6 - Stream B-AC 0.0 0.00 0.0 0.00 Junction 2 - Stream C-ABD 0.1 0.05 0.4 0.14 Junction 6 - Stream C-AB 0.0 0.00 0.0 0.00 Junction 3 - Arm 1 0.3 0.21 0.1 0.05

Junction 3 - Arm 2 0.2 0.14 0.1 0.05 Junction 3 - Arm 3 0.1 0.07 0.3 0.21 Version Junction 3 - Arm 4 0.0 0.01 0.0 0.02 Status (new file) Junction 3 - Arm 5 0.0 0.00 0.0 0.00 Identifier Client Junction 4 - Stream B-AC 0.0 0.00 0.0 0.00 Jobnumber Junction 4 - Stream C-AB 0.0 0.00 0.0 0.00 Enumerator EU\Zac.Cave Junction 5 - Stream B-AC 0.2 0.15 0.1 0.06 Description Junction 5 - Stream C-AB 0.0 0.00 0.1 0.05 Junction 6 - Stream B-AC 0.0 0.04 0.0 0.01 Junction 6 - Stream C-AB 0.0 0.00 0.0 0.01 Units 2027 With Distance Speed Traffic units Traffic units Flow Average delay Total delay Rate of delay Junction 2 - Stream B-ACD 11.8 0.98 1.3 0.55 units units input results units units units units Junction 2 - Stream A-BCD 0.0 0.02 0.1 0.04 m kph PCU PCU perHour s -Min perMin Junction 2 - Stream D-ABC 0.0 0.02 0.1 0.06 Junction 2 - Stream C-ABD 0.1 0.06 0.5 0.16 Analysis Options Junction 3 - Arm 1 0.3 0.22 0.1 0.05 Vehicle Calculate Queue Calculate detailed Calculate residual RFC Average Delay Queue length (m) Percentiles queueing delay capacity Threshold threshold (s) threshold (PCU) Junction 3 - Arm 2 0.2 0.15 0.1 0.06 5.75 0.85 36.00 20.00 Junction 3 - Arm 3 0.1 0.07 0.3 0.22 Junction 3 - Arm 4 0.0 0.01 0.0 0.02 Junction 3 - Arm 5 0.0 0.00 0.0 0.00 Demand Set Summary Time Traffic Time Junction 4 - Stream B-AC 0.0 0.00 0.0 0.00 Scenario Start time Finish time Run Relationship ID Period profile segment Relationship name (HH:mm) (HH:mm) automatically type Junction 4 - Stream C-AB 0.0 0.00 0.0 0.00 name type length (min) Junction 5 - Stream B-AC 0.2 0.15 0.1 0.06 ONE D1 2018 Baseline AM 07:45 09:15 15 ü Junction 5 - Stream C-AB 0.0 0.00 0.1 0.05 HOUR ONE Junction 6 - Stream B-AC 0.0 0.04 0.0 0.01 D2 2018 Baseline PM 17:15 18:45 15 ü HOUR Junction 6 - Stream C-AB 0.0 0.00 0.0 0.01 ONE D3 Proposed Trips AM 07:45 09:15 15 2037 With HOUR ONE Junction 2 - Stream B-ACD 23.5 1.08 1.8 0.64 D4 Proposed Trips PM 17:15 18:45 15 HOUR Junction 2 - Stream A-BCD 0.0 0.02 0.1 0.04 ONE Junction 2 - Stream D-ABC 0.0 0.03 0.1 0.06 D5 2022 Without AM 07:45 09:15 15 ü Simple D1*1.0664 HOUR Junction 2 - Stream C-ABD 0.1 0.06 0.6 0.18 ONE D6 2022 Without PM 17:15 18:45 15 ü Simple D2*1.0664 Junction 3 - Arm 1 0.3 0.23 0.1 0.06 HOUR ONE Junction 3 - Arm 2 0.2 0.16 0.1 0.06 D7 2027 Without AM 07:45 09:15 15 ü Simple D1*1.1556 HOUR Junction 3 - Arm 3 0.1 0.08 0.3 0.24 ONE Junction 3 - Arm 4 0.0 0.02 0.0 0.02 D8 2027 Without PM 17:15 18:45 15 ü Simple D2*1.1556 HOUR Junction 3 - Arm 5 0.0 0.00 0.0 0.00 ONE D9 2037 Without AM 07:45 09:15 15 ü Simple D1*1.2489 Junction 4 - Stream B-AC 0.0 0.00 0.0 0.00 HOUR Junction 4 - Stream C-AB 0.0 0.00 0.0 0.00 ONE D10 2037 Without PM 17:15 18:45 15 ü Simple D2*1.2489 HOUR Junction 5 - Stream B-AC 0.2 0.15 0.1 0.06 ONE Junction 5 - Stream C-AB 0.0 0.00 0.1 0.05 D11 2022 With AM 07:45 09:15 15 ü Simple D3+D5 HOUR Junction 6 - Stream B-AC 0.0 0.04 0.0 0.01 ONE D12 2022 With PM 17:15 18:45 15 ü Simple D4+D6 Junction 6 - Stream C-AB 0.0 0.00 0.0 0.01 HOUR ONE D13 2027 With AM 07:45 09:15 15 ü Simple D3+D7 There are warnings associated with one or more model runs - see the 'Data Errors and Warnings' tables for each Analysis or Demand Set. HOUR ONE D14 2027 With PM 17:15 18:45 15 ü Simple D4+D8 Values shown are the highest values encountered over all time segments. Delay is the maximum value of average delay per arriving vehicle. HOUR ONE D15 2037 With AM 07:45 09:15 15 ü Simple D3+D9 File summary HOUR ONE D16 2037 With PM 17:15 18:45 15 ü Simple D4+D10 File Description HOUR

Title (untitled) Analysis Set Details Location ID Include in report Network flow scaling factor (%) Network capacity scaling factor (%) Site number A1 ü 100.000 100.000 Date 06/08/2019 2 2.60 3.50 7.0 16.6 34.4 21.2 2018 Baseline, AM 3 3.00 4.50 1.8 6.7 34.4 36.0 4 3.30 3.50 0.9 6.0 34.4 27.2 Data Errors and Warnings 5 2.50 3.80 2.2 15.9 34.4 38.2 Severity Area Item Description Demand Set D11 - 2022 With, Warning Demand Set relationships are chained. This may slow down the file. Major Arm Geometry Relationship AM Width of carriageway Has kerbed central Has right turn Visibility for right Blocking queue Junction Arm Blocks? (m) reserve bay turn (m) (PCU) A 6.00 0.0 ü 0.00 2 Junction Network C 6.00 49.0 ü 0.00 4 C 6.00 100.0 ü 0.00 Junctions 5 C 6.00 100.0 ü 0.00 Major road Arm Junction Delay Junction Junction Name Junction Type 6 C 6.00 100.0 ü 0.00 direction order (s) LOS Geometries for Arm C are measured opposite Arm B. Geometries for Arm A (if relevant) are measured opposite Arm D. 2 Main street / Stoney Lane Crossroads Two-way 6.97 A Standard 3 Stoney Hill Road / Stoney Lane 1,2,3,4,5 4.13 A Roundabout Minor Arm Geometry Stoney Hill Road / Northern Junction Arm Minor arm type Lane width (m) Visibility to left (m) Visibility to right (m) 4 T-Junction Two-way 0.00 A Access B One lane 3.00 49 49 2 Stoney Hill Road / Southern 5 T-Junction Two-way 0.00 A D One lane 2.50 49 49 Access 4 B One lane 3.00 49 49 Stoney Hill Road / Apartment 6 T-Junction Two-way 0.00 A Access 5 B One lane 3.00 49 49 6 B One lane 3.00 49 49 Junction Network Options Driving side Lighting Slope / Intercept / Capacity Left Normal/unknown Roundabout Slope and Intercept used in model Junction Arm Final slope Final intercept (PCU/hr) Arms 1 0.583 1292 2 0.517 1001 3 3 0.456 911 Arms 4 0.464 927 Junction Arm Name Description Arm type 5 0.469 857 A Main Street (Eastern Approach) Major The slope and intercept shown above include any corrections and adjustments. B Stoney Lane Minor 2 C Main Street (Western Approach) Major Priority Intersection Slopes and Intercepts D Car Park Minor Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope Intercept Junction Stream for for for for for for for for for for for for 1 Stoney Hill Road (Southern Approach) (PCU/hr) A-B A-C A-D B-A B-C B-D C-A C-B C-D D-A D-B D-C 2 Peyton Estate 2 A-D 574 ------0.222 0.318 0.222 - - - 3 3 Stoney Lane (Northern Approach) 2 B-A 518 0.094 0.238 0.238 - - - 0.150 0.340 - 0.238 0.238 0.119 4 Greenogue Dr 2 B-C 655 0.100 0.254 ------5 Unnamed Lane 2 B-D, nearside lane 518 0.094 0.238 0.238 - - - 0.150 0.340 0.150 - - - A Stoney Hill Road (Northern Approach) Major 2 B-D, offside lane 518 0.094 0.238 0.238 - - - 0.150 0.340 0.150 - - - 4 B Proposed Northern Access Minor 2 C-B 602 0.233 0.233 0.333 ------C Stoney Hill Road (Southern Approach) Major 2 D-A 622 ------0.241 - 0.095 - - - A Stoney Hill Road (Northern Approach) Major 2 D-B, nearside lane 492 0.142 0.142 0.323 - - - 0.226 0.226 0.090 - - - 5 B Proposed Southern Access Minor 2 D-B, offside lane 492 0.142 0.142 0.323 - - - 0.226 0.226 0.090 - - - C Stoney Hill Road (Southern Approach) Major 2 D-C 492 - 0.142 0.323 0.113 0.226 0.226 0.226 0.226 0.090 - - - A Stoney Hill Road (Northern Approach) Major 6 B Proposed Southern Access Minor Priority Intersection Slopes and Intercepts C Stoney Hill Road (Southern Approach) Major Slope Slope Slope Slope Intercept Junction Stream for for for for (PCU/hr) Roundabout Geometry A-B A-C C-A C-B 4 B-A 518 0.094 0.238 0.150 0.340 PHI - Conflict V - Approach road E - Entry l' - Effective flare R - Entry D - Inscribed circle Exit Junction Arm (entry) angle 4 B-C 655 0.100 0.254 - - half-width (m) width (m) length (m) radius (m) diameter (m) only (deg) 4 C-B 632 0.245 0.245 - - 3 1 3.00 4.55 11.8 24.7 34.4 20.4

Priority Intersection Slopes and Intercepts Demand (PCU/hr) Slope Slope Slope Slope Intercept Junction Stream for for for for (PCU/hr) A-B A-C C-A C-B To 5 B-A 518 0.094 0.238 0.150 0.340 A B C D Junction 2 5 B-C 655 0.100 0.254 - - A 0 38 189 5 5 C-B 632 0.245 0.245 - - From B 189 0 39 8 C 497 11 0 2 Priority Intersection Slopes and Intercepts D 5 0 2 0 Slope Slope Slope Slope Intercept Junction Stream for for for for (PCU/hr) A-B A-C C-A C-B Demand (PCU/hr) 6 B-A 518 0.094 0.238 0.150 0.340 6 B-C 655 0.100 0.254 - - To 6 C-B 632 0.245 0.245 - - 1 2 3 4 5 The slopes and intercepts shown above do NOT include any corrections or adjustments. Streams may be combined, in which case capacity will be adjusted. Junction 3 1 0 5 132 14 0 Values are shown for the first time segment only; they may differ for subsequent time segments. 2 3 0 86 1 0 From 3 7 22 0 5 1 4 3 0 7 0 0 Traffic Demand 5 0 0 2 0 0

Demand Set Details Demand (PCU/hr) Scenario Time Period Traffic profile Start time Finish time Time segment length Run ID name name type (HH:mm) (HH:mm) (min) automatically D1 2018 Baseline AM ONE HOUR 07:45 09:15 15 ü To Junction 4 A B C A 0 0 13 Default vehicle mix Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) From B 0 0 0 ü ü ü HV Percentages 2.00 C 151 0 0

Demand overview (Traffic) Junction Arm Linked arm Profile type Use O-D data Average Demand (PCU/hr) Scaling Factor (%) Demand (PCU/hr) A ONE HOUR ü 232 100.000 B ONE HOUR ü 236 100.000 To 2 C ONE HOUR ü 510 100.000 Junction 5 A B C A 0 0 13 D ONE HOUR ü 7 100.000 From B 0 0 0 1 ONE HOUR ü 151 100.000 C 151 0 0 2 ONE HOUR ü 90 100.000 3 3 ONE HOUR ü 35 100.000 4 ONE HOUR ü 10 100.000 Demand (PCU/hr) 5 ONE HOUR ü 2 100.000 To A ONE HOUR ü 13 100.000 Junction 6 A B C 4 B ONE HOUR ü 0 100.000 A 0 0 13 C ONE HOUR ü 151 100.000 From B 0 0 0 A ONE HOUR ü 13 100.000 C 151 0 0 5 B ONE HOUR ü 0 100.000 C ONE HOUR ü 151 100.000 A ONE HOUR ü 13 100.000 Vehicle Mix 6 B ONE HOUR ü 0 100.000 C ONE HOUR ü 151 100.000

Origin-Destination Data 4 0.01 4.40 0.0 A 9 14 Heavy Vehicle Percentages 5 0.00 0.00 0.0 A 0 0

To A B C D Results Summary for whole modelled period Junction 2 Average A 10 10 10 10 Max Queue Total Junction Junction Stream Max RFC Max delay (s) Max LOS Demand (PCU) Arrivals (PCU) From B 10 10 10 10 (PCU/hr) C 10 10 10 10 B-ACD 0.65 28.11 2.0 D 217 325 D 10 10 10 10 A-BCD 0.01 6.52 0.0 A 7 11 A-B 34 52 A-C 171 257 Heavy Vehicle Percentages 2 D-ABC 0.02 9.76 0.0 A 6 10 C-ABD 0.03 4.92 0.0 A 22 33 To C-D 2 3 1 2 3 4 5 C-A 444 666 Junction 3 1 10 10 10 10 10 B-AC 0.00 0.00 0.0 A 0 0 2 10 10 10 10 10 From C-AB 0.00 0.00 0.0 A 0 0 3 10 10 10 10 10 4 C-A 139 208 4 10 10 10 10 10 A-B 0 0 5 10 10 10 10 10 A-C 12 18 B-AC 0.00 0.00 0.0 A 0 0 Heavy Vehicle Percentages C-AB 0.00 0.00 0.0 A 0 0 5 C-A 139 208 To A-B 0 0 Junction 4 A B C A-C 12 18 A 10 10 10 B-AC 0.00 0.00 0.0 A 0 0 From B 10 10 10 C-AB 0.00 0.00 0.0 A 0 0 C 10 10 10 6 C-A 139 208 A-B 0 0 A-C 12 18 Heavy Vehicle Percentages

To Junction 5 A B C A 10 10 10 From B 10 10 10 C 10 10 10 2018 Baseline, PM Heavy Vehicle Percentages Data Errors and Warnings Severity Area Item Description To Demand Set D11 - 2022 With, A B C Warning Demand Set relationships are chained. This may slow down the file. Junction 6 Relationship AM A 10 10 10 From B 10 10 10 C 10 10 10 Junction Network

Junctions Results Major road Arm Junction Delay Junction Junction Name Junction Type direction order (s) LOS Results Summary for whole modelled period 2 Main street / Stoney Lane Crossroads Two-way 2.26 A Average Standard Max Queue Total Junction 3 Stoney Hill Road / Stoney Lane 1,2,3,4,5 4.72 A Junction Arm Max RFC Max delay (s) Max LOS Demand Roundabout (PCU) Arrivals (PCU) (PCU/hr) Stoney Hill Road / Northern 4 T-Junction Two-way 0.00 A 1 0.13 3.57 0.2 A 139 208 Access Stoney Hill Road / Southern 3 2 0.11 4.86 0.1 A 83 124 5 T-Junction Two-way 0.00 A Access 3 0.04 4.58 0.0 A 32 48

Stoney Hill Road / Apartment 6 T-Junction Two-way 0.00 A Demand (PCU/hr) Access

To Junction Network Options 1 2 3 4 5 Driving side Lighting Junction 3 1 0 2 34 0 0 Left Normal/unknown 2 0 0 34 0 0 From 3 46 78 0 13 1 4 1 0 13 0 0 Traffic Demand 5 0 0 1 0 0

Demand Set Details Scenario Time Period Traffic profile Start time Finish time Time segment length Run Demand (PCU/hr) ID name name type (HH:mm) (HH:mm) (min) automatically

D2 2018 Baseline PM ONE HOUR 17:15 18:45 15 ü To Junction 4 A B C Default vehicle mix Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) A 0 0 47 From ü ü ü HV Percentages 2.00 B 0 0 0 C 36 0 0 Demand overview (Traffic) Junction Arm Linked arm Profile type Use O-D data Average Demand (PCU/hr) Scaling Factor (%) Demand (PCU/hr) A ONE HOUR ü 594 100.000

B ONE HOUR ü 113 100.000 To 2 C ONE HOUR ü 531 100.000 Junction 5 A B C D ONE HOUR ü 14 100.000 A 0 0 47 From 1 ONE HOUR ü 36 100.000 B 0 0 0 C 36 0 0 2 ONE HOUR ü 34 100.000 3 3 ONE HOUR ü 138 100.000 4 ONE HOUR ü 14 100.000 Demand (PCU/hr) 5 ONE HOUR ü 1 100.000 A ONE HOUR ü 47 100.000 To Junction 6 A B C 4 B ONE HOUR ü 0 100.000 A 0 0 47 C ONE HOUR ü 36 100.000 From B 0 0 0 A ONE HOUR ü 47 100.000 C 36 0 0 5 B ONE HOUR ü 0 100.000 C ONE HOUR ü 36 100.000 A ONE HOUR ü 47 100.000 Vehicle Mix 6 B ONE HOUR ü 0 100.000 Heavy Vehicle Percentages C ONE HOUR ü 36 100.000

To A B C D Junction 2 Origin-Destination Data A 10 10 10 10 Demand (PCU/hr) From B 10 10 10 10 C 10 10 10 10 To D 10 10 10 10 A B C D Junction 2 A 0 134 453 7 From B 77 0 34 2 C 499 30 0 2 D 8 2 4 0 A-C 407 610 Heavy Vehicle Percentages D-ABC 0.04 11.49 0.0 B 13 19 C-ABD 0.11 5.46 0.3 A 66 99 To C-D 2 3 1 2 3 4 5 C-A 420 629 Junction 3 1 10 10 10 10 10 B-AC 0.00 0.00 0.0 A 0 0 2 10 10 10 10 10 From C-AB 0.00 0.00 0.0 A 0 0 3 10 10 10 10 10 4 C-A 33 50 4 10 10 10 10 10 A-B 0 0 5 10 10 10 10 10 A-C 43 65 B-AC 0.00 0.00 0.0 A 0 0 Heavy Vehicle Percentages C-AB 0.00 0.00 0.0 A 0 0 5 C-A 33 50 To A-B 0 0 Junction 4 A B C A-C 43 65 A 10 10 10 B-AC 0.00 0.00 0.0 A 0 0 From B 10 10 10 C-AB 0.00 0.00 0.0 A 0 0 C 10 10 10 6 C-A 33 50 A-B 0 0 A-C 43 65 Heavy Vehicle Percentages

To Junction 5 A B C A 10 10 10 From B 10 10 10 C 10 10 10 2022 Without , AM Heavy Vehicle Percentages Data Errors and Warnings To Severity Area Item Description Demand Set D11 - 2022 With, Junction 6 A B C Warning Demand Set relationships are chained. This may slow down the file. Relationship AM A 10 10 10 From B 10 10 10 C 10 10 10 Junction Network

Junctions Results Major road Arm Junction Delay Junction Junction Name Junction Type direction order (s) LOS Results Summary for whole modelled period 2 Main street / Stoney Lane Crossroads Two-way 8.49 A Average Standard Max Queue Total Junction 3 Stoney Hill Road / Stoney Lane 1,2,3,4,5 4.18 A Junction Arm Max RFC Max delay (s) Max LOS Demand Roundabout (PCU) Arrivals (PCU) (PCU/hr) Stoney Hill Road / Northern 4 T-Junction Two-way 0.00 A 1 0.03 3.31 0.0 A 33 50 Access Stoney Hill Road / Southern 2 0.04 4.23 0.0 A 31 47 5 T-Junction Two-way 0.00 A Access 3 3 0.17 5.21 0.2 A 127 190 Stoney Hill Road / Apartment 4 0.02 4.67 0.0 A 13 19 6 T-Junction Two-way 0.00 A Access 5 0.00 0.00 0.0 A 0 0

Demand Set Details Demand (PCU/hr) Time Traffic Time Scenario Start time Finish time Run Relationship ID Period profile segment Relationship name (HH:mm) (HH:mm) automatically type name type length (min) To ONE Junction 4 A B C D5 2022 Without AM 07:45 09:15 15 ü Simple D1*1.0664 HOUR A 0 0 14 From B 0 0 0 Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) C 161 0 0 ü ü HV Percentages 2.00

Demand (PCU/hr) Demand overview (Traffic) Junction Arm Linked arm Profile type Use O-D data Average Demand (PCU/hr) Scaling Factor (%) To A ONE HOUR ü 247 100.000 Junction 5 A B C B ONE HOUR 252 100.000 ü A 0 0 14 2 From C ONE HOUR ü 544 100.000 B 0 0 0 D ONE HOUR ü 7 100.000 C 161 0 0 1 ONE HOUR ü 161 100.000 2 ONE HOUR ü 96 100.000 Demand (PCU/hr) 3 3 ONE HOUR ü 37 100.000

4 ONE HOUR ü 11 100.000 To 5 ONE HOUR ü 2 100.000 Junction 6 A B C A ONE HOUR ü 14 100.000 A 0 0 14 From 4 B ONE HOUR ü 0 100.000 B 0 0 0 C ONE HOUR ü 161 100.000 C 161 0 0 A ONE HOUR ü 14 100.000 5 B ONE HOUR ü 0 100.000 C ONE HOUR ü 161 100.000 Vehicle Mix A ONE HOUR ü 14 100.000 Heavy Vehicle Percentages 6 B ONE HOUR ü 0 100.000 C ONE HOUR ü 161 100.000 To A B C D Junction 2 A 0 10 10 10 Origin-Destination Data From B 10 0 10 10 C 10 10 0 10 Demand (PCU/hr) D 10 0 10 0

To A B C D Heavy Vehicle Percentages Junction 2 A 0 41 202 5 From B 202 0 42 9 To C 530 12 0 2 1 2 3 4 5 D 5 0 2 0 Junction 3 1 0 10 10 10 0 2 10 0 10 10 0 From 3 10 10 0 10 10 Demand (PCU/hr) 4 10 0 10 0 0 5 0 0 10 0 0 To 1 2 3 4 5 Junction 3 1 0 5 141 15 0 Heavy Vehicle Percentages 2 3 0 92 1 0 From 3 7 23 0 5 1 To 4 3 0 7 0 0 Junction 4 A B C 5 0 0 2 0 0 A 0 0 10 From B 0 0 0 C 10 0 0 A-B 0 0 A-C 13 19 Heavy Vehicle Percentages

To Junction 5 A B C A 0 0 10 From B 0 0 0 C 10 0 0 2022 Without, PM Heavy Vehicle Percentages Data Errors and Warnings To Severity Area Item Description A B C Demand Set D11 - 2022 With, Junction 6 Warning Demand Set relationships are chained. This may slow down the file. A 0 0 10 Relationship AM From B 0 0 0 C 10 0 0 Junction Network

Results Junctions Major road Arm Junction Delay Junction Junction Name Junction Type direction order (s) LOS Results Summary for whole modelled period 2 Main street / Stoney Lane Crossroads Two-way 2.51 A Average Max Queue Total Junction Standard Junction Arm Max RFC Max delay (s) Max LOS Demand 3 Stoney Hill Road / Stoney Lane 1,2,3,4,5 4.77 A (PCU) Arrivals (PCU) Roundabout (PCU/hr) Stoney Hill Road / Northern 4 T-Junction Two-way 0.00 A 1 0.14 3.61 0.2 A 148 222 Access 2 0.12 4.93 0.1 A 88 132 Stoney Hill Road / Southern 5 T-Junction Two-way 0.00 A 3 3 0.05 4.60 0.1 A 34 51 Access Stoney Hill Road / Apartment 4 0.01 4.41 0.0 A 10 15 6 T-Junction Two-way 0.00 A Access 5 0.00 0.00 0.0 A 0 0

2 ONE HOUR ü 36 100.000 Demand (PCU/hr) 3 ONE HOUR ü 147 100.000 4 ONE HOUR ü 15 100.000 To 5 ONE HOUR ü 1 100.000 Junction 6 A B C A 0 0 50 A ONE HOUR ü 50 100.000 From B 0 0 0 4 B ONE HOUR ü 0 100.000 C 38 0 0 C ONE HOUR ü 38 100.000 A ONE HOUR ü 50 100.000 5 B ONE HOUR ü 0 100.000 C ONE HOUR ü 38 100.000 Vehicle Mix A ONE HOUR ü 50 100.000 Heavy Vehicle Percentages 6 B ONE HOUR ü 0 100.000 To C ONE HOUR ü 38 100.000 A B C D Junction 2 A 0 10 10 10 From B 10 0 10 10 Origin-Destination Data C 10 10 0 10 Demand (PCU/hr) D 10 10 10 0

To Heavy Vehicle Percentages A B C D Junction 2 A 0 143 483 7 To From B 82 0 36 2 1 2 3 4 5 C 532 32 0 2 Junction 3 1 0 10 10 0 0 D 9 2 4 0 2 0 0 10 0 0 From 3 10 10 0 10 10 Demand (PCU/hr) 4 10 0 10 0 0 5 0 0 10 0 0 To 1 2 3 4 5 Heavy Vehicle Percentages Junction 3 1 0 2 36 0 0 2 0 0 36 0 0 From To 3 49 83 0 14 1 Junction 4 A B C 4 1 0 14 0 0 A 0 0 10 5 0 0 1 0 0 From B 0 0 0 C 10 0 0 Demand (PCU/hr)

Heavy Vehicle Percentages To Junction 4 A B C To A 0 0 50 From Junction 5 A B C B 0 0 0 A 0 0 10 C 38 0 0 From B 0 0 0 C 10 0 0 Demand (PCU/hr)

Heavy Vehicle Percentages To Junction 5 A B C To A 0 0 50 From Junction 6 A B C B 0 0 0 A 0 0 10 C 38 0 0 From B 0 0 0 C 10 0 0 Results Junctions Major road Arm Junction Delay Junction Junction Name Junction Type direction order (s) LOS Results Summary for whole modelled period 2 Main street / Stoney Lane Crossroads Two-way 11.88 B Average Max Queue Total Junction Standard Junction Arm Max RFC Max delay (s) Max LOS Demand 3 Stoney Hill Road / Stoney Lane 1,2,3,4,5 4.24 A (PCU) Arrivals (PCU) Roundabout (PCU/hr) Stoney Hill Road / Northern 4 T-Junction Two-way 0.00 A 1 0.03 3.33 0.0 A 35 53 Access 2 0.04 4.24 0.0 A 33 50 Stoney Hill Road / Southern 5 T-Junction Two-way 0.00 A 3 3 0.18 5.28 0.2 A 135 203 Access 4 0.02 4.70 0.0 A 14 21 Stoney Hill Road / Apartment 6 T-Junction Two-way 0.00 A Access 5 0.00 0.00 0.0 A 0 0

Results Summary for whole modelled period Junction Network Options Driving side Lighting Average Max Queue Total Junction Junction Stream Max RFC Max delay (s) Max LOS Demand Left Normal/unknown (PCU) Arrivals (PCU) (PCU/hr) B-ACD 0.42 21.76 0.8 C 111 166 A-BCD 0.03 4.89 0.0 A 21 31 Traffic Demand A-B 128 192 A-C 433 649 2 Demand Set Details D-ABC 0.05 12.04 0.1 B 14 21 Time Traffic Time Scenario Start time Finish time Run Relationship C-ABD 0.12 5.41 0.3 A 75 113 ID Period profile segment Relationship name (HH:mm) (HH:mm) automatically type C-D 2 3 name type length (min) C-A 443 664 ONE D7 2027 Without AM 07:45 09:15 15 ü Simple D1*1.1556 HOUR B-AC 0.00 0.00 0.0 A 0 0 C-AB 0.00 0.00 0.0 A 0 0 4 C-A 35 53 Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) A-B 0 0 ü ü HV Percentages 2.00 A-C 46 69 B-AC 0.00 0.00 0.0 A 0 0 Demand overview (Traffic) C-AB 0.00 0.00 0.0 A 0 0 Junction Arm Linked arm Profile type Use O-D data Average Demand (PCU/hr) Scaling Factor (%) 5 C-A 35 53 A ONE HOUR ü 268 100.000 A-B 0 0 B ONE HOUR ü 273 100.000 A-C 46 69 2 C ONE HOUR ü 589 100.000 B-AC 0.00 0.00 0.0 A 0 0 D ONE HOUR ü 8 100.000 C-AB 0.00 0.00 0.0 A 0 0 1 ONE HOUR ü 174 100.000 6 C-A 35 53 2 ONE HOUR 104 100.000 A-B 0 0 ü A-C 46 69 3 3 ONE HOUR ü 40 100.000 4 ONE HOUR ü 12 100.000 5 ONE HOUR ü 2 100.000 A ONE HOUR ü 15 100.000 4 B ONE HOUR ü 0 100.000 C ONE HOUR ü 174 100.000 A ONE HOUR ü 15 100.000 2027 Without , AM 5 B ONE HOUR ü 0 100.000 C ONE HOUR ü 174 100.000 Data Errors and Warnings A ONE HOUR ü 15 100.000 Severity Area Item Description 6 B ONE HOUR ü 0 100.000 Demand Set D11 - 2022 With, Warning Demand Set relationships are chained. This may slow down the file. C ONE HOUR ü 174 100.000 Relationship AM

Junction Network Origin-Destination Data

Demand (PCU/hr) Heavy Vehicle Percentages

To To A B C D A B C D Junction 2 Junction 2 A 0 44 218 6 A 0 10 10 10 From B 218 0 45 9 From B 10 0 10 10 C 574 13 0 2 C 10 10 0 10 D 6 0 2 0 D 10 0 10 0

Demand (PCU/hr) Heavy Vehicle Percentages

To To 1 2 3 4 5 1 2 3 4 5 Junction 3 1 0 6 153 16 0 Junction 3 1 0 10 10 10 0 2 3 0 99 1 0 2 10 0 10 10 0 From From 3 8 25 0 6 1 3 10 10 0 10 10 4 3 0 8 0 0 4 10 0 10 0 0 5 0 0 2 0 0 5 0 0 10 0 0

Demand (PCU/hr) Heavy Vehicle Percentages

To To Junction 4 A B C Junction 4 A B C A 0 0 15 A 0 0 10 From From B 0 0 0 B 0 0 0 C 174 0 0 C 10 0 0

Demand (PCU/hr) Heavy Vehicle Percentages

To To Junction 5 A B C Junction 5 A B C A 0 0 15 A 0 0 10 From From B 0 0 0 B 0 0 0 C 174 0 0 C 10 0 0

Demand (PCU/hr) Heavy Vehicle Percentages

To To Junction 6 A B C Junction 6 A B C A 0 0 15 A 0 0 10 From From B 0 0 0 B 0 0 0 C 174 0 0 C 10 0 0

Vehicle Mix Results

Results Summary for whole modelled period Average Max Queue Total Junction Junction Arm Max RFC Max delay (s) Max LOS Demand (PCU) Arrivals (PCU) (PCU/hr) 1 0.15 3.67 0.2 A 160 240 3 2 0.13 5.04 0.2 A 95 143 3 0.05 4.62 0.1 A 37 56 4 0.01 4.42 0.0 A 11 16 Stoney Hill Road / Apartment 6 T-Junction Two-way 0.00 A 5 0.00 0.00 0.0 A 0 0 Access

Results Summary for whole modelled period Junction Network Options Driving side Lighting Average Max Queue Total Junction Junction Stream Max RFC Max delay (s) Max LOS Demand Left Normal/unknown (PCU) Arrivals (PCU) (PCU/hr) B-ACD 0.79 48.51 3.8 E 250 375 A-BCD 0.02 6.46 0.0 A 9 13 Traffic Demand A-B 40 60 A-C 198 296 2 Demand Set Details D-ABC 0.02 10.52 0.0 B 7 11 Time Traffic Time Scenario Start time Finish time Run Relationship C-ABD 0.04 4.74 0.1 A 29 43 ID Period profile segment Relationship name (HH:mm) (HH:mm) automatically type C-D 2 3 name type length (min) C-A 510 765 ONE D8 2027 Without PM 17:15 18:45 15 ü Simple D2*1.1556 HOUR B-AC 0.00 0.00 0.0 A 0 0 C-AB 0.00 0.00 0.0 A 0 0 4 C-A 160 240 Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) A-B 0 0 ü ü HV Percentages 2.00 A-C 14 21 B-AC 0.00 0.00 0.0 A 0 0 Demand overview (Traffic) C-AB 0.00 0.00 0.0 A 0 0 Junction Arm Linked arm Profile type Use O-D data Average Demand (PCU/hr) Scaling Factor (%) 5 C-A 160 240 A ONE HOUR ü 686 100.000 A-B 0 0 B ONE HOUR ü 131 100.000 A-C 14 21 2 C ONE HOUR ü 614 100.000 B-AC 0.00 0.00 0.0 A 0 0 D ONE HOUR ü 16 100.000 C-AB 0.00 0.00 0.0 A 0 0 1 ONE HOUR ü 42 100.000 6 C-A 160 240 A-B 0 0 2 ONE HOUR ü 39 100.000 A-C 14 21 3 3 ONE HOUR ü 159 100.000 4 ONE HOUR ü 16 100.000 5 ONE HOUR ü 1 100.000 A ONE HOUR ü 54 100.000 4 B ONE HOUR ü 0 100.000 C ONE HOUR ü 42 100.000 A ONE HOUR ü 54 100.000 2027 Without, PM 5 B ONE HOUR ü 0 100.000 C ONE HOUR ü 42 100.000 Data Errors and Warnings A ONE HOUR ü 54 100.000 Severity Area Item Description 6 B ONE HOUR ü 0 100.000 Demand Set D11 - 2022 With, Warning Demand Set relationships are chained. This may slow down the file. C ONE HOUR ü 42 100.000 Relationship AM

Junction Network Origin-Destination Data Demand (PCU/hr) Junctions Major road Arm Junction Delay Junction To Junction Name Junction Type direction order (s) LOS A B C D Junction 2 2 Main street / Stoney Lane Crossroads Two-way 2.97 A A 0 155 523 8 Standard 3 Stoney Hill Road / Stoney Lane 1,2,3,4,5 4.84 A From B 89 0 39 2 Roundabout C 577 35 0 2 Stoney Hill Road / Northern 4 T-Junction Two-way 0.00 A D 9 2 5 0 Access Stoney Hill Road / Southern 5 T-Junction Two-way 0.00 A Access

Demand (PCU/hr) Heavy Vehicle Percentages

To To 1 2 3 4 5 1 2 3 4 5 Junction 3 1 0 2 39 0 0 Junction 3 1 0 10 10 0 0 2 0 0 39 0 0 2 0 0 10 0 0 From From 3 53 90 0 15 1 3 10 10 0 10 10 4 1 0 15 0 0 4 10 0 10 0 0 5 0 0 1 0 0 5 0 0 10 0 0

Demand (PCU/hr) Heavy Vehicle Percentages

To To Junction 4 A B C Junction 4 A B C A 0 0 54 A 0 0 10 From From B 0 0 0 B 0 0 0 C 42 0 0 C 10 0 0

Demand (PCU/hr) Heavy Vehicle Percentages

To To Junction 5 A B C Junction 5 A B C A 0 0 54 A 0 0 10 From From B 0 0 0 B 0 0 0 C 42 0 0 C 10 0 0

Demand (PCU/hr) Heavy Vehicle Percentages

To To Junction 6 A B C Junction 6 A B C A 0 0 54 A 0 0 10 From From B 0 0 0 B 0 0 0 C 42 0 0 C 10 0 0

Vehicle Mix Results Heavy Vehicle Percentages Results Summary for whole modelled period Average To Max Queue Total Junction Junction Arm Max RFC Max delay (s) Max LOS Demand (PCU) Arrivals (PCU) A B C D (PCU/hr) Junction 2 A 0 10 10 10 1 0.04 3.36 0.0 A 38 57 From B 10 0 10 10 2 0.04 4.27 0.1 A 36 54 C 10 10 0 10 3 3 0.19 5.38 0.3 A 146 220 D 10 10 10 0 4 0.02 4.74 0.0 A 15 22 5 0.00 0.00 0.0 A 0 0

Results Summary for whole modelled period Average Max Queue Total Junction Junction Stream Max RFC Max delay (s) Max LOS Demand (PCU) Arrivals (PCU) (PCU/hr) B-ACD 0.49 26.41 1.0 D 120 180 2 A-BCD 0.04 4.77 0.1 A 25 37 A-B 138 207 A-C 467 701 Demand Set Details D-ABC 0.05 12.88 0.1 B 15 22 Time Traffic Time Scenario Start time Finish time Run Relationship ID Period profile segment Relationship C-ABD 0.14 5.34 0.4 A 89 133 name (HH:mm) (HH:mm) automatically type name type length (min) C-D 2 3 ONE D9 2037 Without AM 07:45 09:15 15 ü Simple D1*1.2489 C-A 472 708 HOUR B-AC 0.00 0.00 0.0 A 0 0

C-AB 0.00 0.00 0.0 A 0 0 Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) 4 C-A 38 57 ü ü HV Percentages 2.00 A-B 0 0 A-C 50 75 Demand overview (Traffic) B-AC 0.00 0.00 0.0 A 0 0 Junction Arm Linked arm Profile type Use O-D data Average Demand (PCU/hr) Scaling Factor (%) C-AB 0.00 0.00 0.0 A 0 0 A ONE HOUR ü 290 100.000 5 C-A 38 57 B ONE HOUR ü 295 100.000 A-B 0 0 2 A-C 50 75 C ONE HOUR ü 637 100.000 B-AC 0.00 0.00 0.0 A 0 0 D ONE HOUR ü 9 100.000 C-AB 0.00 0.00 0.0 A 0 0 1 ONE HOUR ü 189 100.000 6 C-A 38 57 2 ONE HOUR ü 112 100.000 A-B 0 0 3 3 ONE HOUR ü 44 100.000 A-C 50 75 4 ONE HOUR ü 12 100.000 5 ONE HOUR ü 2 100.000 A ONE HOUR ü 16 100.000 4 B ONE HOUR ü 0 100.000 C ONE HOUR ü 189 100.000 A ONE HOUR ü 16 100.000 5 B ONE HOUR ü 0 100.000 2037 Without , AM C ONE HOUR ü 189 100.000 A ONE HOUR ü 16 100.000 Data Errors and Warnings 6 B ONE HOUR ü 0 100.000 Severity Area Item Description C ONE HOUR ü 189 100.000 Demand Set D11 - 2022 With, Warning Demand Set relationships are chained. This may slow down the file. Relationship AM

Origin-Destination Data Junction Network Demand (PCU/hr)

Junctions To Major road Arm Junction Delay Junction Junction Name Junction Type A B C D direction order (s) LOS Junction 2 A 0 47 236 6 2 Main street / Stoney Lane Crossroads Two-way 19.02 C From B 236 0 49 10 Standard 3 Stoney Hill Road / Stoney Lane 1,2,3,4,5 4.31 A Roundabout C 621 14 0 2 Stoney Hill Road / Northern D 6 0 2 0 4 T-Junction Two-way 0.00 A Access Stoney Hill Road / Southern 5 T-Junction Two-way 0.00 A Access Demand (PCU/hr) Stoney Hill Road / Apartment 6 T-Junction Two-way 0.00 A Access To 1 2 3 4 5 Junction Network Options Junction 3 1 0 6 165 17 0 Driving side Lighting 2 4 0 107 1 0 From Left Normal/unknown 3 9 27 0 6 1 4 4 0 9 0 0 5 0 0 2 0 0 Traffic Demand

Demand (PCU/hr) Heavy Vehicle Percentages To Junction 4 A B C To A 0 0 16 Junction 5 A B C From B 0 0 0 A 0 0 10 From C 189 0 0 B 0 0 0 C 10 0 0

Demand (PCU/hr) Heavy Vehicle Percentages To Junction 5 A B C To A 0 0 16 Junction 6 A B C From B 0 0 0 A 0 0 10 From C 189 0 0 B 0 0 0 C 10 0 0

Demand (PCU/hr)

To Results Junction 6 A B C A 0 0 16 Results Summary for whole modelled period From Average B 0 0 0 Max Queue Total Junction Junction Arm Max RFC Max delay (s) Max LOS Demand (PCU) Arrivals (PCU) C 189 0 0 (PCU/hr) 1 0.16 3.73 0.2 A 173 260 2 0.14 5.15 0.2 A 103 155 Vehicle Mix 3 3 0.05 4.65 0.1 A 40 60 4 0.02 4.44 0.0 A 11 17 Heavy Vehicle Percentages 5 0.00 0.00 0.0 A 0 0

To A B C D Results Summary for whole modelled period Junction 2 Average A 0 10 10 10 Max Queue Total Junction Junction Stream Max RFC Max delay (s) Max LOS Demand (PCU) Arrivals (PCU) From B 10 0 10 10 (PCU/hr) C 10 10 0 10 B-ACD 0.89 78.24 6.5 F 270 406 D 10 0 10 0 A-BCD 0.02 6.42 0.0 A 10 15 A-B 43 64 A-C 213 320 Heavy Vehicle Percentages 2 D-ABC 0.03 11.06 0.0 B 8 12 C-ABD 0.05 4.64 0.1 A 33 50 To C-D 2 3 1 2 3 4 5 C-A 549 823 Junction 3 1 0 10 10 10 0 B-AC 0.00 0.00 0.0 A 0 0 2 10 0 10 10 0 From C-AB 0.00 0.00 0.0 A 0 0 3 10 10 0 10 10 4 C-A 173 260 4 10 0 10 0 0 A-B 0 0 5 0 0 10 0 0 A-C 15 22 B-AC 0.00 0.00 0.0 A 0 0 Heavy Vehicle Percentages C-AB 0.00 0.00 0.0 A 0 0 5 C-A 173 260

To A-B 0 0 Junction 4 A B C A-C 15 22 A 0 0 10 B-AC 0.00 0.00 0.0 A 0 0 From B 0 0 0 6 C-AB 0.00 0.00 0.0 A 0 0 C 10 0 0 C-A 173 260 A-B 0 0 2 ONE HOUR ü 42 100.000 A-C 15 22 3 ONE HOUR ü 172 100.000 4 ONE HOUR ü 17 100.000 5 ONE HOUR ü 1 100.000 A ONE HOUR ü 59 100.000 4 B ONE HOUR ü 0 100.000 C ONE HOUR ü 45 100.000 A ONE HOUR ü 59 100.000 2037 Without, PM 5 B ONE HOUR ü 0 100.000 C ONE HOUR ü 45 100.000 Data Errors and Warnings A ONE HOUR ü 59 100.000 Severity Area Item Description 6 B ONE HOUR ü 0 100.000 Demand Set D11 - 2022 With, Warning Demand Set relationships are chained. This may slow down the file. Relationship AM C ONE HOUR ü 45 100.000

Junction Network Origin-Destination Data Demand (PCU/hr) Junctions Major road Arm Junction Delay Junction Junction Name Junction Type To direction order (s) LOS A B C D 2 Main street / Stoney Lane Crossroads Two-way 3.72 A Junction 2 A 0 167 566 9 Standard 3 Stoney Hill Road / Stoney Lane 1,2,3,4,5 4.92 A Roundabout From B 96 0 42 2 Stoney Hill Road / Northern C 623 37 0 2 4 T-Junction Two-way 0.00 A Access D 10 2 5 0 Stoney Hill Road / Southern 5 T-Junction Two-way 0.00 A Access Stoney Hill Road / Apartment Demand (PCU/hr) 6 T-Junction Two-way 0.00 A Access

To Junction Network Options 1 2 3 4 5 Driving side Lighting Junction 3 1 0 2 42 0 0 Left Normal/unknown 2 0 0 42 0 0 From 3 57 97 0 16 1 4 1 0 16 0 0 Traffic Demand 5 0 0 1 0 0

Demand Set Details Demand (PCU/hr) Time Traffic Time Scenario Start time Finish time Run Relationship ID Period profile segment Relationship name (HH:mm) (HH:mm) automatically type name type length (min) To ONE D10 2037 Without PM 17:15 18:45 15 ü Simple D2*1.2489 Junction 4 A B C HOUR A 0 0 59 From B 0 0 0 Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) C 45 0 0 ü ü HV Percentages 2.00

Demand overview (Traffic) Demand (PCU/hr) Junction Arm Linked arm Profile type Use O-D data Average Demand (PCU/hr) Scaling Factor (%) To A ONE HOUR ü 742 100.000 Junction 5 A B C B ONE HOUR ü 141 100.000 2 A 0 0 59 C ONE HOUR ü 663 100.000 From B 0 0 0 D ONE HOUR ü 17 100.000 C 45 0 0 3 1 ONE HOUR ü 45 100.000

Demand (PCU/hr) Results

To Results Summary for whole modelled period Junction 6 A B C Average Max Queue Total Junction Junction Arm Max RFC Max delay (s) Max LOS Demand A 0 0 59 (PCU) Arrivals (PCU) From (PCU/hr) B 0 0 0 1 0.04 3.38 0.0 A 41 62 C 45 0 0 2 0.05 4.30 0.1 A 39 58 3 3 0.21 5.49 0.3 A 158 237 4 0.02 4.78 0.0 A 16 24 Vehicle Mix 5 0.00 0.00 0.0 A 0 0 Heavy Vehicle Percentages Results Summary for whole modelled period Average To Max Queue Total Junction Junction Stream Max RFC Max delay (s) Max LOS Demand A B C D (PCU) Arrivals (PCU) Junction 2 (PCU/hr) A 0 10 10 10 B-ACD 0.57 34.06 1.4 D 129 194 From B 10 0 10 10 A-BCD 0.04 4.64 0.1 A 30 45 C 10 10 0 10 A-B 149 223 D 10 10 10 0 A-C 502 754 2 D-ABC 0.06 13.94 0.1 B 16 24 C-ABD 0.16 5.27 0.5 A 106 159 Heavy Vehicle Percentages C-D 2 3 C-A 501 751 To B-AC 0.00 0.00 0.0 A 0 0 1 2 3 4 5 C-AB 0.00 0.00 0.0 A 0 0 Junction 3 1 0 10 10 0 0 4 C-A 41 62 2 0 0 10 0 0 From A-B 0 0 3 10 10 0 10 10 A-C 54 81 4 10 0 10 0 0 B-AC 0.00 0.00 0.0 A 0 0 5 0 0 10 0 0 C-AB 0.00 0.00 0.0 A 0 0 5 C-A 41 62 Heavy Vehicle Percentages A-B 0 0 A-C 54 81 To B-AC 0.00 0.00 0.0 A 0 0 Junction 4 A B C C-AB 0.00 0.00 0.0 A 0 0 A 0 0 10 6 C-A 41 62 From B 0 0 0 A-B 0 0 C 10 0 0 A-C 54 81

Heavy Vehicle Percentages

To Junction 5 A B C A 0 0 10 From B 0 0 0 2022 With, AM C 10 0 0 Data Errors and Warnings Heavy Vehicle Percentages Severity Area Item Description Demand Set D11 - 2022 With, Warning Demand Set relationships are chained. This may slow down the file. Relationship AM To Junction 6 A B C A 0 0 10 From B 0 0 0 Junction Network C 10 0 0 Junctions Demand (PCU/hr) Major road Arm Junction Delay Junction Junction Name Junction Type direction order (s) LOS To 2 Main street / Stoney Lane Crossroads Two-way 19.86 C A B C D Standard 3 Stoney Hill Road / Stoney Lane 1,2,3,4,5 4.29 A Junction 2 Roundabout A 0 57 202 5 Stoney Hill Road / Northern From B 251 0 52 9 4 T-Junction Two-way 0.00 A Access C 530 17 0 2 Stoney Hill Road / Southern 5 T-Junction Two-way 2.13 A D 5 0 2 0 Access Stoney Hill Road / Apartment 6 T-Junction Two-way 0.44 A Access Demand (PCU/hr)

Junction Network Options To Driving side Lighting 1 2 3 4 5 Left Normal/unknown Junction 3 1 0 23 200 15 0 2 16 0 93 1 0 From 3 26 24 0 5 1 Traffic Demand 4 3 0 7 0 0 5 0 0 2 0 0 Demand Set Details Time Traffic Time Scenario Start time Finish time Run Relationship ID Period profile segment Relationship Demand (PCU/hr) name (HH:mm) (HH:mm) automatically type name type length (min) ONE D11 2022 With AM 07:45 09:15 15 ü Simple D3+D5 To HOUR Junction 4 A B C A 0 0 47 Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) From B 0 0 0 ü ü HV Percentages 2.00 C 237 0 0

Demand overview (Traffic) Junction Arm Linked arm Profile type Use O-D data Average Demand (PCU/hr) Scaling Factor (%) Demand (PCU/hr) A ONE HOUR ü 263 100.000 To B ONE HOUR ü 311 100.000 2 Junction 5 A B C C ONE HOUR ü 549 100.000 A 0 27 15 D ONE HOUR ü 7 100.000 From B 62 0 4 1 ONE HOUR 238 100.000 ü C 161 1 0 2 ONE HOUR ü 110 100.000 3 3 ONE HOUR ü 57 100.000 Demand (PCU/hr) 4 ONE HOUR ü 11 100.000 5 ONE HOUR ü 2 100.000 To A ONE HOUR ü 47 100.000 Junction 6 A B C 4 B ONE HOUR ü 0 100.000 A 0 6 41 From C ONE HOUR ü 237 100.000 B 15 0 1 A ONE HOUR ü 42 100.000 C 223 0 0 5 B ONE HOUR ü 66 100.000 C ONE HOUR ü 162 100.000 A ONE HOUR ü 47 100.000 Vehicle Mix 6 B ONE HOUR ü 16 100.000 C ONE HOUR ü 223 100.000

Origin-Destination Data

4 0.01 4.50 0.0 A 10 15 Heavy Vehicle Percentages 5 0.00 0.00 0.0 A 0 0

To A B C D Results Summary for whole modelled period Junction 2 Average A 0 7 10 10 Max Queue Total Junction Junction Stream Max RFC Max delay (s) Max LOS Demand (PCU) Arrivals (PCU) From B 8 0 8 10 (PCU/hr) C 10 7 0 10 B-ACD 0.88 71.26 6.3 F 285 428 D 10 0 10 0 A-BCD 0.02 6.40 0.0 A 8 12 A-B 51 77 A-C 183 274 Heavy Vehicle Percentages 2 D-ABC 0.02 10.24 0.0 B 7 10 C-ABD 0.05 4.83 0.1 A 35 53 To C-D 2 3 1 2 3 4 5 C-A 466 700 Junction 3 1 0 2 7 10 0 B-AC 0.00 0.00 0.0 A 0 0 2 2 0 10 10 0 From C-AB 0.00 0.00 0.0 A 0 0 3 3 10 0 10 10 4 C-A 217 326 4 10 0 10 0 0 A-B 0 0 5 0 0 10 0 0 A-C 43 65 B-AC 0.15 8.59 0.2 A 61 91 Heavy Vehicle Percentages C-AB 0.00 5.21 0.0 A 1 2 5 C-A 148 221 To A-B 25 37 Junction 4 A B C A-C 14 20 A 0 0 3 B-AC 0.04 7.83 0.0 A 15 22 From B 0 0 0 C-AB 0.00 0.00 0.0 A 0 0 C 7 0 0 6 C-A 205 307 A-B 6 8 A-C 37 56 Heavy Vehicle Percentages

To Junction 5 A B C A 0 0 9 From B 0 0 0 C 10 0 0 2022 With, PM Heavy Vehicle Percentages Data Errors and Warnings Severity Area Item Description To Demand Set D11 - 2022 With, A B C Warning Demand Set relationships are chained. This may slow down the file. Junction 6 Relationship AM A 0 0 3 From B 0 0 0 C 7 0 0 Junction Network

Junctions Results Major road Arm Junction Delay Junction Junction Name Junction Type direction order (s) LOS Results Summary for whole modelled period 2 Main street / Stoney Lane Crossroads Two-way 2.94 A Average Standard Max Queue Total Junction 3 Stoney Hill Road / Stoney Lane 1,2,3,4,5 4.79 A Junction Arm Max RFC Max delay (s) Max LOS Demand Roundabout (PCU) Arrivals (PCU) (PCU/hr) Stoney Hill Road / Northern 4 T-Junction Two-way 0.00 A 1 0.21 3.80 0.3 A 218 328 Access Stoney Hill Road / Southern 3 2 0.14 5.19 0.2 A 101 151 5 T-Junction Two-way 2.06 A Access 3 0.07 4.60 0.1 A 53 79 Stoney Hill Road / Apartment 6 T-Junction Two-way 0.56 A Demand (PCU/hr) Access

To Junction Network Options 1 2 3 4 5 Driving side Lighting Junction 3 1 0 8 49 0 0 Left Normal/unknown 2 9 0 37 0 0 From 3 73 83 0 14 1 4 1 0 14 0 0 Traffic Demand 5 0 0 1 0 0

Demand Set Details Time Traffic Time Demand (PCU/hr) Scenario Start time Finish time Run Relationship ID Period profile segment Relationship name (HH:mm) (HH:mm) automatically type name type length (min) To ONE D12 2022 With PM 17:15 18:45 15 ü Simple D4+D6 HOUR Junction 4 A B C A 0 0 83 From B 0 0 0 Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) C 57 0 0 ü ü HV Percentages 2.00

Demand overview (Traffic) Demand (PCU/hr) Junction Arm Linked arm Profile type Use O-D data Average Demand (PCU/hr) Scaling Factor (%) A ONE HOUR ü 653 100.000 To B ONE HOUR ü 135 100.000 Junction 5 A B C 2 A 0 27 53 C ONE HOUR ü 570 100.000 From B 16 0 14 D ONE HOUR ü 15 100.000 C 44 25 0 1 ONE HOUR ü 57 100.000 2 ONE HOUR ü 46 100.000 3 3 ONE HOUR ü 171 100.000 Demand (PCU/hr) 4 ONE HOUR ü 15 100.000 To 5 ONE HOUR ü 1 100.000 Junction 6 A B C A ONE HOUR ü 83 100.000 A 0 6 77 4 B ONE HOUR ü 0 100.000 From B 4 0 3 C ONE HOUR ü 57 100.000 C 54 6 0 A ONE HOUR ü 80 100.000 5 B ONE HOUR ü 30 100.000 C ONE HOUR ü 69 100.000 Vehicle Mix A ONE HOUR ü 83 100.000 Heavy Vehicle Percentages 6 B ONE HOUR ü 7 100.000

C ONE HOUR ü 60 100.000 To A B C D Junction 2 A 0 9 10 10 Origin-Destination Data From B 9 0 9 10 C 10 9 0 10 Demand (PCU/hr) D 10 10 10 0

To A B C D Junction 2 A 0 163 483 7 From B 92 0 40 2 C 532 36 0 2 D 9 2 4 0

A-C 433 649 Heavy Vehicle Percentages D-ABC 0.05 12.15 0.1 B 14 21 C-ABD 0.14 5.45 0.4 A 85 128 To C-D 2 3 1 2 3 4 5 C-A 437 655 Junction 3 1 0 2 7 0 0 B-AC 0.00 0.00 0.0 A 0 0 2 0 0 10 0 0 From C-AB 0.00 0.00 0.0 A 0 0 3 7 10 0 10 10 4 C-A 53 79 4 10 0 10 0 0 A-B 0 0 5 0 0 10 0 0 A-C 76 114 B-AC 0.06 7.03 0.1 A 28 41 Heavy Vehicle Percentages C-AB 0.05 5.91 0.1 A 25 37 5 C-A 39 59 To A-B 25 37 Junction 4 A B C A-C 49 73 A 0 0 6 B-AC 0.01 6.77 0.0 A 6 10 From B 0 0 0 C-AB 0.01 5.66 0.0 A 6 9 C 6 0 0 6 C-A 49 74 A-B 6 8 A-C 71 106 Heavy Vehicle Percentages

To Junction 5 A B C A 0 0 9 From B 0 0 0 C 9 0 0 2027 With, AM Heavy Vehicle Percentages Data Errors and Warnings To Severity Area Item Description Demand Set D11 - 2022 With, Junction 6 A B C Warning Demand Set relationships are chained. This may slow down the file. Relationship AM A 0 0 6 From B 0 0 0 C 7 0 0 Junction Network

Junctions Results Major road Arm Junction Delay Junction Junction Name Junction Type direction order (s) LOS Results Summary for whole modelled period 2 Main street / Stoney Lane Crossroads Two-way 33.36 D Average Standard Max Queue Total Junction 3 Stoney Hill Road / Stoney Lane 1,2,3,4,5 4.37 A Junction Arm Max RFC Max delay (s) Max LOS Demand Roundabout (PCU) Arrivals (PCU) (PCU/hr) Stoney Hill Road / Northern 4 T-Junction Two-way 0.00 A 1 0.05 3.28 0.1 A 53 79 Access Stoney Hill Road / Southern 2 0.05 4.24 0.1 A 42 64 5 T-Junction Two-way 2.03 A Access 3 3 0.21 5.44 0.3 A 157 236 Stoney Hill Road / Apartment 4 0.02 4.79 0.0 A 14 21 6 T-Junction Two-way 0.42 A Access 5 0.00 0.00 0.0 A 0 0

Junction Network Options Results Summary for whole modelled period Driving side Lighting Average Max Queue Total Junction Left Normal/unknown Junction Stream Max RFC Max delay (s) Max LOS Demand (PCU) Arrivals (PCU) (PCU/hr) B-ACD 0.48 24.08 1.0 C 123 185 2 A-BCD 0.03 4.82 0.0 A 21 32 Traffic Demand A-B 146 219 Demand Set Details Demand (PCU/hr) Time Traffic Time Scenario Start time Finish time Run Relationship ID Period profile segment Relationship name (HH:mm) (HH:mm) automatically type name type length (min) To ONE Junction 4 A B C D13 2027 With AM 07:45 09:15 15 ü Simple D3+D7 HOUR A 0 0 48 From B 0 0 0 Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) C 250 0 0 ü ü HV Percentages 2.00

Demand (PCU/hr) Demand overview (Traffic) Junction Arm Linked arm Profile type Use O-D data Average Demand (PCU/hr) Scaling Factor (%) To A ONE HOUR ü 284 100.000 Junction 5 A B C B ONE HOUR 332 100.000 ü A 0 27 16 2 From C ONE HOUR ü 594 100.000 B 62 0 4 D ONE HOUR ü 8 100.000 C 174 1 0 1 ONE HOUR ü 251 100.000 2 ONE HOUR ü 118 100.000 Demand (PCU/hr) 3 3 ONE HOUR ü 60 100.000

4 ONE HOUR ü 12 100.000 To 5 ONE HOUR ü 2 100.000 Junction 6 A B C A ONE HOUR ü 48 100.000 A 0 6 42 From 4 B ONE HOUR ü 0 100.000 B 15 0 1 C ONE HOUR ü 250 100.000 C 236 0 0 A ONE HOUR ü 43 100.000 5 B ONE HOUR ü 66 100.000 C ONE HOUR ü 175 100.000 Vehicle Mix A ONE HOUR ü 48 100.000 Heavy Vehicle Percentages 6 B ONE HOUR ü 16 100.000 C ONE HOUR ü 236 100.000 To A B C D Junction 2 A 0 7 10 10 Origin-Destination Data From B 8 0 8 10 C 10 7 0 10 Demand (PCU/hr) D 10 0 10 0

To A B C D Heavy Vehicle Percentages Junction 2 A 0 60 218 6 From B 267 0 55 9 To C 574 18 0 2 1 2 3 4 5 D 6 0 2 0 Junction 3 1 0 2 7 10 0 2 2 0 10 10 0 From 3 3 10 0 10 10 Demand (PCU/hr) 4 10 0 10 0 0 5 0 0 10 0 0 To 1 2 3 4 5 Junction 3 1 0 24 212 16 0 Heavy Vehicle Percentages 2 16 0 100 1 0 From 3 27 26 0 6 1 To 4 3 0 8 0 0 Junction 4 A B C 5 0 0 2 0 0 A 0 0 3 From B 0 0 0 C 7 0 0

A-B 6 8 A-C 39 58 Heavy Vehicle Percentages

To Junction 5 A B C A 0 0 9 From B 0 0 0 C 10 0 0 2027 With, PM Heavy Vehicle Percentages Data Errors and Warnings To Severity Area Item Description A B C Demand Set D11 - 2022 With, Junction 6 Warning Demand Set relationships are chained. This may slow down the file. A 0 0 3 Relationship AM From B 0 0 0 C 7 0 0 Junction Network

Results Junctions Major road Arm Junction Delay Junction Junction Name Junction Type direction order (s) LOS Results Summary for whole modelled period 2 Main street / Stoney Lane Crossroads Two-way 3.55 A Average Max Queue Total Junction Standard Junction Arm Max RFC Max delay (s) Max LOS Demand 3 Stoney Hill Road / Stoney Lane 1,2,3,4,5 4.87 A (PCU) Arrivals (PCU) Roundabout (PCU/hr) Stoney Hill Road / Northern 4 T-Junction Two-way 0.00 A 1 0.22 3.87 0.3 A 231 346 Access 2 0.15 5.31 0.2 A 108 162 Stoney Hill Road / Southern 5 T-Junction Two-way 1.98 A 3 3 0.07 4.63 0.1 A 55 83 Access Stoney Hill Road / Apartment 4 0.01 4.51 0.0 A 11 16 6 T-Junction Two-way 0.54 A Access 5 0.00 0.00 0.0 A 0 0

Junction Network Options Results Summary for whole modelled period Driving side Lighting Average Max Queue Total Junction Junction Stream Max RFC Max delay (s) Max LOS Demand Left Normal/unknown (PCU) Arrivals (PCU) (PCU/hr) B-ACD 0.98 121.45 11.8 F 304 457 A-BCD 0.02 6.36 0.0 A 9 13 Traffic Demand A-B 54 81 A-C 198 296 2 Demand Set Details D-ABC 0.02 10.74 0.0 B 7 11 Time Traffic Time Scenario Start time Finish time Run Relationship C-ABD 0.06 4.74 0.1 A 40 60 ID Period profile segment Relationship name (HH:mm) (HH:mm) automatically type C-D 2 3 name type length (min) ONE C-A 503 755 D14 2027 With PM 17:15 18:45 15 ü Simple D4+D8 HOUR B-AC 0.00 0.00 0.0 A 0 0 C-AB 0.00 0.00 0.0 A 0 0 Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) 4 C-A 230 345 HV Percentages 2.00 A-B 0 0 ü ü A-C 44 66 B-AC 0.15 8.64 0.2 A 61 91 Demand overview (Traffic) C-AB 0.00 5.18 0.0 A 1 2 Junction Arm Linked arm Profile type Use O-D data Average Demand (PCU/hr) Scaling Factor (%) 5 C-A 160 240 A ONE HOUR ü 706 100.000 A-B 25 37 B ONE HOUR ü 145 100.000 2 A-C 15 22 C ONE HOUR ü 618 100.000 B-AC 0.04 7.87 0.0 A 15 22 D ONE HOUR ü 16 100.000 6 C-AB 0.00 0.00 0.0 A 0 0 3 1 ONE HOUR ü 61 100.000 C-A 217 326 2 ONE HOUR ü 49 100.000 Demand (PCU/hr) 3 ONE HOUR ü 183 100.000 4 ONE HOUR ü 16 100.000 To 5 ONE HOUR ü 1 100.000 Junction 6 A B C A 0 6 81 A ONE HOUR ü 87 100.000 From B 4 0 3 4 B ONE HOUR ü 0 100.000 C 58 6 0 C ONE HOUR ü 61 100.000 A ONE HOUR ü 84 100.000 5 B ONE HOUR ü 30 100.000 C ONE HOUR ü 73 100.000 Vehicle Mix A ONE HOUR ü 87 100.000 Heavy Vehicle Percentages 6 B ONE HOUR ü 7 100.000 To C ONE HOUR ü 64 100.000 A B C D Junction 2 A 0 9 10 10 From B 9 0 9 10 Origin-Destination Data C 10 9 0 10 Demand (PCU/hr) D 10 10 10 0

To Heavy Vehicle Percentages A B C D Junction 2 A 0 175 523 8 To From B 99 0 43 2 1 2 3 4 5 C 577 39 0 2 Junction 3 1 0 3 7 0 0 D 9 2 5 0 2 0 0 10 0 0 From 3 7 10 0 10 10 Demand (PCU/hr) 4 10 0 10 0 0 5 0 0 10 0 0 To 1 2 3 4 5 Heavy Vehicle Percentages Junction 3 1 0 8 52 0 0 2 9 0 40 0 0 From To 3 77 90 0 15 1 Junction 4 A B C 4 1 0 15 0 0 A 0 0 6 5 0 0 1 0 0 From B 0 0 0 C 7 0 0 Demand (PCU/hr)

Heavy Vehicle Percentages To Junction 4 A B C To A 0 0 87 From Junction 5 A B C B 0 0 0 A 0 0 9 C 61 0 0 From B 0 0 0 C 9 0 0 Demand (PCU/hr)

Heavy Vehicle Percentages To Junction 5 A B C To A 0 27 57 From Junction 6 A B C B 16 0 14 A 0 0 6 C 48 25 0 From B 0 0 0 C 7 0 0

Results Junctions Major road Arm Junction Delay Junction Junction Name Junction Type direction order (s) LOS Results Summary for whole modelled period 2 Main street / Stoney Lane Crossroads Two-way 58.07 F Average Max Queue Total Junction Standard Junction Arm Max RFC Max delay (s) Max LOS Demand 3 Stoney Hill Road / Stoney Lane 1,2,3,4,5 4.46 A (PCU) Arrivals (PCU) Roundabout (PCU/hr) Stoney Hill Road / Northern 4 T-Junction Two-way 0.00 A 1 0.05 3.31 0.1 A 56 83 Access 2 0.06 4.27 0.1 A 45 68 Stoney Hill Road / Southern 5 T-Junction Two-way 1.94 A 3 3 0.22 5.55 0.3 A 168 253 Access 4 0.02 4.84 0.0 A 15 22 Stoney Hill Road / Apartment 6 T-Junction Two-way 0.40 A Access 5 0.00 0.00 0.0 A 0 0

Results Summary for whole modelled period Junction Network Options Driving side Lighting Average Max Queue Total Junction Junction Stream Max RFC Max delay (s) Max LOS Demand Left Normal/unknown (PCU) Arrivals (PCU) (PCU/hr) B-ACD 0.55 30.00 1.3 D 133 199 A-BCD 0.04 4.70 0.1 A 25 38 Traffic Demand A-B 156 234 A-C 467 700 2 Demand Set Details D-ABC 0.06 13.02 0.1 B 15 22 Time Traffic Time Scenario Start time Finish time Run Relationship C-ABD 0.16 5.38 0.5 A 100 150 ID Period profile segment Relationship name (HH:mm) (HH:mm) automatically type C-D 2 3 name type length (min) C-A 465 697 ONE D15 2037 With AM 07:45 09:15 15 ü Simple D3+D9 HOUR B-AC 0.00 0.00 0.0 A 0 0 C-AB 0.00 0.00 0.0 A 0 0 4 C-A 56 83 Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) A-B 0 0 ü ü HV Percentages 2.00 A-C 80 120 B-AC 0.06 7.05 0.1 A 28 41 Demand overview (Traffic) C-AB 0.05 5.90 0.1 A 25 37 Junction Arm Linked arm Profile type Use O-D data Average Demand (PCU/hr) Scaling Factor (%) 5 C-A 42 63 A ONE HOUR ü 306 100.000 A-B 25 37 B ONE HOUR ü 354 100.000 A-C 53 79 2 C ONE HOUR ü 642 100.000 B-AC 0.01 6.79 0.0 A 6 10 D ONE HOUR ü 9 100.000 C-AB 0.01 5.66 0.0 A 6 9 1 ONE HOUR ü 266 100.000 6 C-A 52 79 2 ONE HOUR 126 100.000 A-B 6 8 ü A-C 75 112 3 3 ONE HOUR ü 64 100.000 4 ONE HOUR ü 12 100.000 5 ONE HOUR ü 2 100.000 A ONE HOUR ü 49 100.000 4 B ONE HOUR ü 0 100.000 C ONE HOUR ü 265 100.000 A ONE HOUR ü 44 100.000 2037 With, AM 5 B ONE HOUR ü 66 100.000 C ONE HOUR ü 190 100.000 Data Errors and Warnings A ONE HOUR ü 49 100.000 Severity Area Item Description 6 B ONE HOUR ü 16 100.000 Demand Set D11 - 2022 With, Warning Demand Set relationships are chained. This may slow down the file. C ONE HOUR ü 251 100.000 Relationship AM

Junction Network Origin-Destination Data Demand (PCU/hr) Heavy Vehicle Percentages

To To A B C D A B C D Junction 2 Junction 2 A 0 63 236 6 A 0 7 10 10 From B 285 0 59 10 From B 8 0 8 10 C 621 19 0 2 C 10 7 0 10 D 6 0 2 0 D 10 0 10 0

Demand (PCU/hr) Heavy Vehicle Percentages

To To 1 2 3 4 5 1 2 3 4 5 Junction 3 1 0 24 224 17 0 Junction 3 1 0 2 7 10 0 2 17 0 108 1 0 2 2 0 10 10 0 From From 3 28 28 0 6 1 3 3 10 0 10 10 4 4 0 9 0 0 4 10 0 10 0 0 5 0 0 2 0 0 5 0 0 10 0 0

Demand (PCU/hr) Heavy Vehicle Percentages

To To Junction 4 A B C Junction 4 A B C A 0 0 49 A 0 0 3 From From B 0 0 0 B 0 0 0 C 265 0 0 C 7 0 0

Demand (PCU/hr) Heavy Vehicle Percentages

To To Junction 5 A B C Junction 5 A B C A 0 27 17 A 0 0 9 From From B 62 0 4 B 0 0 0 C 189 1 0 C 10 0 0

Demand (PCU/hr) Heavy Vehicle Percentages

To To Junction 6 A B C Junction 6 A B C A 0 6 43 A 0 0 4 From From B 15 0 1 B 0 0 0 C 251 0 0 C 7 0 0

Vehicle Mix Results

Results Summary for whole modelled period Average Max Queue Total Junction Junction Arm Max RFC Max delay (s) Max LOS Demand (PCU) Arrivals (PCU) (PCU/hr) 1 0.23 3.94 0.3 A 244 366 3 2 0.16 5.44 0.2 A 116 174 3 0.08 4.66 0.1 A 58 88

4 0.02 4.52 0.0 A 11 17 Stoney Hill Road / Apartment 6 T-Junction Two-way 0.51 A 5 0.00 0.00 0.0 A 0 0 Access

Results Summary for whole modelled period Junction Network Options Driving side Lighting Average Max Queue Total Junction Junction Stream Max RFC Max delay (s) Max LOS Demand Left Normal/unknown (PCU) Arrivals (PCU) (PCU/hr) B-ACD 1.08 213.93 23.5 F 325 487 A-BCD 0.02 6.32 0.0 A 10 15 Traffic Demand A-B 57 86 A-C 213 320 2 Demand Set Details D-ABC 0.03 11.37 0.0 B 8 12 Time Traffic Time Scenario Start time Finish time Run Relationship C-ABD 0.06 4.64 0.1 A 46 69 ID Period profile segment Relationship name (HH:mm) (HH:mm) automatically type C-D 2 3 name type length (min) C-A 541 811 ONE D16 2037 With PM 17:15 18:45 15 ü Simple D4+D10 HOUR B-AC 0.00 0.00 0.0 A 0 0 C-AB 0.00 0.00 0.0 A 0 0 4 C-A 243 364 Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) A-B 0 0 ü ü HV Percentages 2.00 A-C 45 68 B-AC 0.15 8.70 0.2 A 61 91 Demand overview (Traffic) C-AB 0.00 5.13 0.0 A 1 2 Junction Arm Linked arm Profile type Use O-D data Average Demand (PCU/hr) Scaling Factor (%) 5 C-A 173 259 A ONE HOUR ü 762 100.000 A-B 25 37 B ONE HOUR ü 155 100.000 A-C 16 24 2 C ONE HOUR ü 667 100.000 B-AC 0.04 7.91 0.0 A 15 22 D ONE HOUR ü 17 100.000 C-AB 0.00 0.00 0.0 A 0 0 1 ONE HOUR ü 64 100.000 6 C-A 230 345 A-B 6 8 2 ONE HOUR ü 52 100.000 A-C 40 60 3 3 ONE HOUR ü 196 100.000 4 ONE HOUR ü 17 100.000 5 ONE HOUR ü 1 100.000 A ONE HOUR ü 92 100.000 4 B ONE HOUR ü 0 100.000 C ONE HOUR ü 64 100.000 A ONE HOUR ü 89 100.000 2037 With, PM 5 B ONE HOUR ü 30 100.000 C ONE HOUR ü 76 100.000 Data Errors and Warnings A ONE HOUR ü 92 100.000 Severity Area Item Description 6 B ONE HOUR ü 7 100.000 Demand Set D11 - 2022 With, Warning Demand Set relationships are chained. This may slow down the file. C ONE HOUR ü 67 100.000 Relationship AM

Junction Network Origin-Destination Data Demand (PCU/hr) Junctions Major road Arm Junction Delay Junction To Junction Name Junction Type direction order (s) LOS A B C D Junction 2 2 Main street / Stoney Lane Crossroads Two-way 4.59 A A 0 187 566 9 Standard 3 Stoney Hill Road / Stoney Lane 1,2,3,4,5 4.96 A From B 106 0 46 2 Roundabout C 623 41 0 2 Stoney Hill Road / Northern 4 T-Junction Two-way 0.00 A D 10 2 5 0 Access Stoney Hill Road / Southern 5 T-Junction Two-way 1.91 A Access Demand (PCU/hr) Heavy Vehicle Percentages

To To 1 2 3 4 5 1 2 3 4 5 Junction 3 1 0 8 55 0 0 Junction 3 1 0 3 7 0 0 2 9 0 43 0 0 2 0 0 10 0 0 From From 3 81 97 0 16 1 3 7 10 0 10 10 4 1 0 16 0 0 4 10 0 10 0 0 5 0 0 1 0 0 5 0 0 10 0 0

Demand (PCU/hr) Heavy Vehicle Percentages

To To Junction 4 A B C Junction 4 A B C A 0 0 92 A 0 0 6 From From B 0 0 0 B 0 0 0 C 64 0 0 C 7 0 0

Demand (PCU/hr) Heavy Vehicle Percentages

To To Junction 5 A B C Junction 5 A B C A 0 27 62 A 0 0 9 From From B 16 0 14 B 0 0 0 C 51 25 0 C 9 0 0

Demand (PCU/hr) Heavy Vehicle Percentages

To To Junction 6 A B C Junction 6 A B C A 0 6 86 A 0 0 7 From From B 4 0 3 B 0 0 0 C 61 6 0 C 7 0 0

Vehicle Mix Results Heavy Vehicle Percentages Results Summary for whole modelled period Average To Max Queue Total Junction Junction Arm Max RFC Max delay (s) Max LOS Demand (PCU) Arrivals (PCU) A B C D (PCU/hr) Junction 2 A 0 9 10 10 1 0.06 3.35 0.1 A 59 88 From B 9 0 9 10 2 0.06 4.30 0.1 A 48 72 C 10 9 0 10 3 3 0.24 5.66 0.3 A 180 270 D 10 10 10 0 4 0.02 4.88 0.0 A 16 24 5 0.00 0.00 0.0 A 0 0

Results Summary for whole modelled period Average Max Queue Total Junction Junction Stream Max RFC Max delay (s) Max LOS Demand (PCU) Arrivals (PCU) (PCU/hr) B-ACD 0.64 40.35 1.8 E 142 214 2 A-BCD 0.04 4.58 0.1 A 31 46 A-B 166 249

A-C 502 753 D-ABC 0.06 14.11 0.1 B 16 24 C-ABD 0.18 5.33 0.6 A 118 177 C-D 2 3 C-A 492 738 B-AC 0.00 0.00 0.0 A 0 0 C-AB 0.00 0.00 0.0 A 0 0 4 C-A 59 88 A-B 0 0 A-C 84 126 B-AC 0.06 7.07 0.1 A 28 41 C-AB 0.05 5.90 0.1 A 25 37 5 C-A 45 67 A-B 25 37 A-C 57 85 B-AC 0.01 6.81 0.0 A 6 10 C-AB 0.01 5.65 0.0 A 6 9 6 C-A 55 83 A-B 6 8 A-C 79 118 Site number Junctions 9 Date 06/08/2019 Version ARCADY 9 - Roundabout Module Status (new file) PICADY 9 - Priority Intersection Module Identifier Version: 9.0.1.4646 [] Client © Copyright TRL Limited, 2020 Jobnumber For sales and distribution information, program advice and maintenance, contact TRL: Enumerator EU\Zac.Cave Tel: +44 (0)1344 770758 email: [email protected] Web: http://www.trlsoftware.co.uk Description 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

Units Distance Speed Traffic units Traffic units Flow Average delay Total delay Rate of delay Filename: 31.03.2020 Stoney Hill Model 2037 Masterplan.j9 units units input results units units units units Path: Z:\UKI\IEDBL2\Jobs\PR- m kph PCU PCU perHour s -Min perMin 305837_Stoney_Hill_Road,_Rathcoole\400_Technical\404_CE\01_Traffic\05_Reports\PR305837- ACM-XX-XX-RP-TR-00-0001 TTA\Junction Assessments Report generation date: 31/03/2020 12:37:15 Analysis Options Vehicle Calculate Queue Calculate detailed Calculate residual RFC Average Delay Queue length (m) Percentiles queueing delay capacity Threshold threshold (s) threshold (PCU) 5.75 0.85 36.00 20.00

»2037 DS + Masterplan, AM Demand Set Summary »2037 DS + Masterplan, PM Time Period Traffic profile Start time Finish time Time segment Run ID Scenario name name type (HH:mm) (HH:mm) length (min) automatically D1 2037 DS + Masterplan AM ONE HOUR 07:45 09:15 15 ü Summary of junction performance D2 2037 DS + Masterplan PM ONE HOUR 17:15 18:45 15 ü

AM PM Analysis Set Details Queue (PCU) RFC Queue (PCU) RFC ID Include in report Network flow scaling factor (%) Network capacity scaling factor (%) 2037 DS + Masterplan A1 ü 100.000 100.000 Junction 2 - Stream B-ACD 167.4 1.65 3.3 0.78 Junction 2 - Stream A-BCD 0.0 0.02 0.1 0.05 Junction 2 - Stream D-ABC 0.0 0.03 0.1 0.06 Junction 2 - Stream C-ABD 0.5 0.16 0.9 0.23 2037 DS + Masterplan, AM Junction 3 - Arm 1 0.5 0.31 0.1 0.11 Junction 3 - Arm 2 0.3 0.20 0.1 0.06 Data Errors and Warnings Junction 3 - Arm 3 0.3 0.23 0.5 0.31 No errors or warnings Junction 3 - Arm 5 0.2 0.16 0.1 0.06 Junction 4 - Stream B-AC 0.0 0.00 0.0 0.00 Junction 4 - Stream C-AB 0.0 0.00 0.0 0.00 Junction Network Junction 5 - Stream B-AC 0.3 0.21 0.1 0.09 Junction 5 - Stream C-AB 0.0 0.00 0.1 0.07 Junctions Major road Arm Junction Delay Junction Junction 6 - Stream B-AC 0.0 0.04 0.0 0.01 Junction Name Junction Type direction order (s) LOS Junction 6 - Stream C-AB 0.0 0.00 0.0 0.01 2 Main street / Stoney Lane Crossroads Two-way 498.25 F Junction 7 - Stream B-AC 0.0 0.04 0.0 0.04 Standard 3 Stoney Hill Road / Stoney Lane 1,2,3,5 5.02 A Junction 7 - Stream C-AB 0.0 0.00 0.0 0.00 Roundabout Stoney Hill Road / Northern 4 T-Junction Two-way 0.00 A Values shown are the highest values encountered over all time segments. Delay is the maximum value of average delay per arriving vehicle. Access Stoney Hill Road / Southern 5 T-Junction Two-way 2.42 A File summary Access Stoney Hill Road / Apartment 6 T-Junction Two-way 0.35 A File Description Access Greenogue Dr / Masterplan 7 T-Junction Two-way 0.34 A access Title (untitled) Location Junction Network Options

Driving side Lighting 6 B One lane 3.00 49 49 Left Normal/unknown 7 B One lane 2.75 49 49

Slope / Intercept / Capacity Arms Roundabout Slope and Intercept used in model Arms Junction Arm Final slope Final intercept (PCU/hr) Junction Arm Name Description Arm type 1 0.583 1292 2 0.517 1001 A Main Street (Eastern Approach) Major 3 B Stoney Lane Minor 3 0.456 911 2 5 0.634 1474 C Main Street (Western Approach) Major The slope and intercept shown above include any corrections and adjustments. D Car Park Minor 1 Stoney Hill Road (Southern Approach) Priority Intersection Slopes and Intercepts 2 Peyton Estate Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope 3 Intercept 3 Stoney Lane (Northern Approach) Junction Stream for for for for for for for for for for for for (PCU/hr) 5 Masterplan Site Access A-B A-C A-D B-A B-C B-D C-A C-B C-D D-A D-B D-C A Stoney Hill Road (Northern Approach) Major 2 A-D 574 ------0.222 0.318 0.222 - - - 4 B Proposed Northern Access Minor 2 B-A 518 0.094 0.238 0.238 - - - 0.150 0.340 - 0.238 0.238 0.119 C Stoney Hill Road (Southern Approach) Major 2 B-C 655 0.100 0.254 ------A Stoney Hill Road (Northern Approach) Major 2 B-D, nearside lane 518 0.094 0.238 0.238 - - - 0.150 0.340 0.150 - - - 5 B Proposed Southern Access Minor 2 B-D, offside lane 518 0.094 0.238 0.238 - - - 0.150 0.340 0.150 - - - C Stoney Hill Road (Southern Approach) Major 2 C-B 602 0.233 0.233 0.333 ------2 D-A 622 ------0.241 - 0.095 - - - A Stoney Hill Road (Northern Approach) Major 2 D-B, nearside lane 492 0.142 0.142 0.323 - - - 0.226 0.226 0.090 - - - 6 B Proposed Southern Access Minor 2 D-B, offside lane 492 0.142 0.142 0.323 - - - 0.226 0.226 0.090 - - - C Stoney Hill Road (Southern Approach) Major 2 D-C 492 - 0.142 0.323 0.113 0.226 0.226 0.226 0.226 0.090 - - - A Masterplan Access Road (Western Approach) Major 7 B Greenogue Drive Minor C Masterplan Access Road (Eastern Approach) Major Priority Intersection Slopes and Intercepts Slope Slope Slope Slope Intercept Junction Stream for for for for (PCU/hr) Roundabout Geometry A-B A-C C-A C-B PHI - Conflict 4 B-A 518 0.094 0.238 0.150 0.340 V - Approach road E - Entry l' - Effective flare R - Entry D - Inscribed circle Exit Junction Arm (entry) angle half-width (m) width (m) length (m) radius (m) diameter (m) only 4 B-C 655 0.100 0.254 - - (deg) 4 C-B 632 0.245 0.245 - - 1 3.00 4.55 11.8 24.7 34.4 20.4 2 2.60 3.50 7.0 16.6 34.4 21.2 3 Priority Intersection Slopes and Intercepts 3 3.00 4.50 1.8 6.7 34.4 36.0 Slope Slope Slope Slope Intercept 5 3.60 4.97 7.6 366.7 34.4 17.9 Junction Stream for for for for (PCU/hr) A-B A-C C-A C-B Major Arm Geometry 5 B-A 518 0.094 0.238 0.150 0.340 Width of carriageway Has kerbed central Has right turn Visibility for right Blocking queue 5 B-C 655 0.100 0.254 - - Junction Arm Blocks? (m) reserve bay turn (m) (PCU) 5 C-B 632 0.245 0.245 - - A 6.00 0.0 ü 0.00 2 C 6.00 49.0 ü 0.00 Priority Intersection Slopes and Intercepts Slope Slope Slope Slope 4 C 6.00 100.0 ü 0.00 Intercept Junction Stream for for for for (PCU/hr) 5 C 6.00 100.0 ü 0.00 A-B A-C C-A C-B 6 C 6.00 100.0 ü 0.00 6 B-A 518 0.094 0.238 0.150 0.340 6 B-C 655 0.100 0.254 - - 7 C 6.00 45.0 ü 0.00 Geometries for Arm C are measured opposite Arm B. Geometries for Arm A (if relevant) are measured opposite Arm D. 6 C-B 632 0.245 0.245 - -

Minor Arm Geometry Priority Intersection Slopes and Intercepts Slope Slope Slope Slope Junction Arm Minor arm type Lane width (m) Visibility to left (m) Visibility to right (m) Intercept Junction Stream for for for for (PCU/hr) B One lane 3.00 49 49 A-B A-C C-A C-B 2 D One lane 2.50 49 49 7 B-A 505 0.092 0.232 0.146 0.332 4 B One lane 3.00 49 49 7 B-C 638 0.098 0.247 - - 5 B One lane 3.00 49 49 7 C-B 600 0.232 0.232 - - The slopes and intercepts shown above do NOT include any corrections or adjustments. Streams may be combined, in which case capacity will be adjusted. Demand (PCU/hr) Values are shown for the first time segment only; they may differ for subsequent time segments. To 1 2 3 5 Junction 3 Traffic Demand 1 0 24 245 57 From 2 17 0 107 7 Demand Set Details 3 36 29 0 119 Time Period Traffic profile Start time Finish time Time segment Run 5 40 5 162 0 ID Scenario name name type (HH:mm) (HH:mm) length (min) automatically D1 2037 DS + Masterplan AM ONE HOUR 07:45 09:15 15 ü Demand (PCU/hr)

Default vehicle mix Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) To ü ü ü HV Percentages 2.00 Junction 4 A B C A 0 0 92 Demand overview (Traffic) From B 2 0 0 Junction Arm Linked arm Profile type Use O-D data Average Demand (PCU/hr) Scaling Factor (%) C 327 0 0 A ONE HOUR ü 393 100.000 B ONE HOUR ü 525 100.000 2 C ONE HOUR ü 622 100.000 Demand (PCU/hr) D ONE HOUR ü 8 100.000 To 1 ONE HOUR ü 326 100.000 Junction 5 A B C 2 ONE HOUR ü 131 100.000 3 A 0 34 53 3 ONE HOUR 184 100.000 From ü B 85 0 6 5 ONE HOUR ü 207 100.000 C 228 2 0 A ONE HOUR ü 92 100.000 4 B ONE HOUR ü 2 100.000 Demand (PCU/hr) C ONE HOUR ü 327 100.000 A ONE HOUR 87 100.000 ü To 5 B ONE HOUR ü 91 100.000 Junction 6 A B C C ONE HOUR ü 230 100.000 A 0 6 86 From A ONE HOUR ü 92 100.000 B 15 0 1 6 B ONE HOUR ü 16 100.000 C 313 0 0 C ONE HOUR ü 313 100.000 A ONE HOUR ü 201 100.000 Demand (PCU/hr) 7 B ONE HOUR ü 14 100.000 C ONE HOUR ü 194 100.000 To Junction 7 A B C A 0 25 176 From Origin-Destination Data B 13 0 1 C 193 1 0 Demand (PCU/hr)

To A B C D Vehicle Mix Junction 2 A 0 153 234 6 Heavy Vehicle Percentages From B 428 0 87 10 C 574 46 0 2 To D 6 0 2 0 A B C D Junction 2 A 10 10 10 10 From B 10 10 10 10 C 10 10 10 10 D 10 10 10 10

Heavy Vehicle Percentages Results Summary for whole modelled period Average Max Queue Total Junction Junction Stream Max RFC Max delay (s) Max LOS Demand (PCU) Arrivals (PCU) To (PCU/hr) 1 2 3 5 B-ACD 1.65 1467.63 167.4 F 482 723 Junction 3 1 10 10 10 10 A-BCD 0.02 5.87 0.0 A 11 17 From 2 10 10 10 10 A-B 138 207 3 10 10 10 10 A-C 211 317 2 5 10 10 10 10 D-ABC 0.03 12.39 0.0 B 7 11 C-ABD 0.16 5.18 0.5 A 108 161 C-D 2 2 Heavy Vehicle Percentages C-A 462 692 B-AC 0.00 0.00 0.0 A 0 0 To C-AB 0.00 0.00 0.0 A 0 0 Junction 4 A B C 4 C-A 300 450 A 10 10 10 From A-B 0 0 B 10 10 10 A-C 84 127 C 10 10 10 B-AC 0.21 10.70 0.3 B 84 125 C-AB 0.00 5.45 0.0 A 3 4 Heavy Vehicle Percentages 5 C-A 208 313 A-B 31 47

To A-C 49 73 Junction 5 A B C B-AC 0.04 9.13 0.0 A 15 22 A 10 10 10 C-AB 0.00 0.00 0.0 A 0 0 From B 10 10 10 6 C-A 287 431 C 10 10 10 A-B 6 8 A-C 79 118 B-AC 0.04 9.45 0.0 A 13 19 Heavy Vehicle Percentages C-AB 0.00 5.97 0.0 A 1 2 7 C-A 177 265 To A-B 23 34 Junction 6 A B C A-C 162 242 A 10 10 10 From B 10 10 10 C 10 10 10

Heavy Vehicle Percentages

To 2037 DS + Masterplan, PM Junction 7 A B C A 10 10 10 From Data Errors and Warnings B 10 10 10 No errors or warnings C 10 10 10

Junction Network Results Junctions Major road Arm Junction Delay Junction Results Summary for whole modelled period Junction Name Junction Type direction order (s) LOS Average Max Queue Total Junction Junction Arm Max RFC Max delay (s) Max LOS Demand 2 Main street / Stoney Lane Crossroads Two-way 7.76 A (PCU) Arrivals (PCU) (PCU/hr) Standard 3 Stoney Hill Road / Stoney Lane 1,2,3,5 5.11 A 1 0.31 4.90 0.5 A 299 449 Roundabout Stoney Hill Road / Northern 2 0.20 6.68 0.3 A 120 180 4 T-Junction Two-way 0.00 A 3 Access 3 0.23 5.93 0.3 A 169 253 Stoney Hill Road / Southern 5 T-Junction Two-way 2.19 A 5 0.16 3.33 0.2 A 190 285 Access Stoney Hill Road / Apartment 6 T-Junction Two-way 0.37 A Demand (PCU/hr) Access Greenogue Dr / Masterplan 7 T-Junction Two-way 0.81 A access To A B C D Junction 2 Junction Network Options A 0 227 563 9 Driving side Lighting From B 126 0 56 2 Left Normal/unknown C 620 51 0 2 D 9 2 5 0

Traffic Demand Demand (PCU/hr)

Demand Set Details To Time Period Traffic profile Start time Finish time Time segment Run ID Scenario name 1 2 3 5 name type (HH:mm) (HH:mm) length (min) automatically Junction 3 1 0 9 61 51 D2 2037 DS + Masterplan PM ONE HOUR 17:15 18:45 15 ü From 2 9 0 43 0 3 91 97 0 59 Default vehicle mix Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU) 5 33 0 42 0 ü ü ü HV Percentages 2.00

Demand (PCU/hr) Demand overview (Traffic) Junction Arm Linked arm Profile type Use O-D data Average Demand (PCU/hr) Scaling Factor (%) To A ONE HOUR ü 799 100.000 Junction 4 A B C B ONE HOUR ü 184 100.000 2 A 0 0 129 From C ONE HOUR ü 673 100.000 B 0 0 0 D ONE HOUR ü 16 100.000 C 120 0 0 1 ONE HOUR ü 121 100.000 2 ONE HOUR ü 52 100.000 3 Demand (PCU/hr) 3 ONE HOUR ü 247 100.000

5 ONE HOUR ü 75 100.000 To A ONE HOUR ü 129 100.000 Junction 5 A B C 4 B ONE HOUR ü 0 100.000 A 0 9 93 From C ONE HOUR ü 120 100.000 B 21 0 21 A ONE HOUR ü 102 100.000 C 102 38 0 5 B ONE HOUR ü 42 100.000 C ONE HOUR ü 140 100.000 Demand (PCU/hr) A ONE HOUR ü 137 100.000 6 B ONE HOUR ü 7 100.000 To C ONE HOUR ü 123 100.000 Junction 6 A B C A 0 6 131 A ONE HOUR ü 110 100.000 From B 4 0 3 7 B ONE HOUR ü 17 100.000 C 117 6 0 C ONE HOUR ü 57 100.000

Demand (PCU/hr) Origin-Destination Data To Junction 7 A B C A 0 16 94 From B 17 0 0 C 57 0 0

Vehicle Mix

Heavy Vehicle Percentages Results Summary for whole modelled period Average Max Queue Total Junction Junction Arm Max RFC Max delay (s) Max LOS Demand (PCU) Arrivals (PCU) To (PCU/hr) A B C D 1 0.11 3.70 0.1 A 111 167 Junction 2 A 10 10 10 10 2 0.06 4.62 0.1 A 48 72 3 From B 10 10 10 10 3 0.31 6.50 0.5 A 227 340 C 10 10 10 10 5 0.06 3.16 0.1 A 69 103 D 10 10 10 10 Results Summary for whole modelled period Average Max Queue Total Junction Heavy Vehicle Percentages Junction Stream Max RFC Max delay (s) Max LOS Demand (PCU) Arrivals (PCU) (PCU/hr) To B-ACD 0.78 63.50 3.3 F 169 253 1 2 3 5 A-BCD 0.05 4.50 0.1 A 34 51 Junction 3 1 10 10 10 10 A-B 201 301 From 2 10 10 10 10 A-C 498 748 2 3 10 10 10 10 D-ABC 0.06 14.46 0.1 B 15 22 5 10 10 10 10 C-ABD 0.23 5.56 0.9 A 147 220 C-D 2 2 C-A 469 704 Heavy Vehicle Percentages B-AC 0.00 0.00 0.0 A 0 0 C-AB 0.00 0.00 0.0 A 0 0 To 4 C-A 110 165 A B C Junction 4 A-B 0 0 A 10 10 10 From A-C 118 178 B 10 10 10 B-AC 0.09 8.16 0.1 A 39 58 C 10 10 10 C-AB 0.07 6.30 0.1 A 41 61 5 C-A 88 132

Heavy Vehicle Percentages A-B 8 12 A-C 85 128

To B-AC 0.01 7.77 0.0 A 6 10 C-AB 0.01 6.00 0.0 A 7 10 Junction 5 A B C A 10 10 10 6 C-A 106 159 From B 10 10 10 A-B 6 8 C 10 10 10 A-C 120 180 B-AC 0.04 8.78 0.0 A 16 23 C-AB 0.00 0.00 0.0 A 0 0 Heavy Vehicle Percentages 7 C-A 52 78 A-B 15 22 To A-C 86 129 Junction 6 A B C A 10 10 10 From B 10 10 10 C 10 10 10

Heavy Vehicle Percentages

To Junction 7 A B C A 10 10 10 From B 10 10 10 C 10 10 10

Results Proposed Residential Development at lands at Stoney Hill Road, Rathcoole, Co. Dublin Project number: 60578132