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Pinewood Studios Ltd PROJECT PINEWOOD Savell Bird & Axon • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • part of the WYG group Pinewood Studios Ltd PROJECT PINEWOOD PROOF OF EVIDENCE OF DAVID ROBERT BIRD ON TRANSPORT ISSUES VOLUME 2 – FIGURES & APPENDICES Appeal Ref: AAP/N410/A/10/2126663, AAP/N410/A/10 /2126665; AAP/N410/A/10/2126667;3 25 February 2011 Transport Planning Specialists • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • Academy House, 36 Poland Street, London, W1F 7LU Tel: +44(0)20 7580 8844 Fax: +44(0)20 7580 8818 Email: [email protected] www.sbax.co.uk WYG Environment Planning Transport Ltd Registered in England Number: 3050297 Registered office: Arndale Court, Otley Road, Headingley, Leeds, LS6 2UJ Savell Bird & Axon • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • part of the WYG group VOLUME 2 – FIGURES & APPENDICES Contents FIGURES Figure 1: Site Location Figure 2: Bus Route 58 Figure 3: Road Names & key Junctions Figure 4: Proposed Site Access Arrangements Figure 5: Seven Hills Road/Denham Road Proposed Junction Signalisation Figure 6: Seven Hills Road Proposed Widening Scheme Figure 7: Five Points Roundabout Original Signalised Junction Layout (May 2009) Figure 8: Five Points Roundabout Alternative Signalised Junction Layout (February 2011) Figure 9: Pedestrian Isochrones Figure 10: Cycling Isochrones Figure 11: Improvements to Pedestrian and Cycle Routes Figure 12: Proposed Bus Route Enhancements Figure 13: Five Points Roundabout Pinewood Masterplan Secured Scheme (Granted 2006) APPENDICES Appendix A: Traffic Flow Graphs Appendix B: Information from Kings Hill, Kent Appendix C: Note on Sustainable Towns Appendix D: Framework Travel Plan Appendix E: Note on Sustainable Transport Measures Appendix F: Note on Traffic Growth Assumptions Appendix G: Sensitivity Test Traffic Flow Diagrams Appendix H: LINSIG Assessments of Five Points Roundabout Appendix I: Highways Agency Note Accepting Principle of Peak Spreading i Figures Site Site Figure 1: Site Location Figure 2: Bus Route 58 Five Points Roundabout Figure 3: Road Names and Key Junctions Figure 4: Proposed Site Access Arrangements Figure 5: Denham Road/Seven Hills Road – Proposed Signalised Junction Figure 6: Seven Hills Road Proposed Widening Figure 7: Five Points Roundabout – Original Signalised Junction Layout in TA (May 2009) Figure 8: Five Points Roundabout – Alternative Signalised Junction Layout (Feb 2011) Figure 9: Pedestrian Isochrones Figure 10 : Cycling Isochrones Upgraded public footpath Figure 11 : Improvements to Pedestrian and Cycling Routes Figure 12 : Proposed Bus Route Enhancements Figure 13 : Five Points Roundabout - Pinewood Masterplan Secured Scheme (Granted 2006) Appendix A Pinewood Road Pinewood Road Northbound ATC 600 500 400 300 Count 200 100 0 0000 0200 0400 0600 0800 1000 1200 1400 1600 1800 2000 2200 Time Pinewood Road Southbound ATC 500 400 300 Count 200 100 0 0000 0200 0400 0600 0800 1000 1200 1400 1600 1800 2000 2200 Time Pinewood Road Total ATC 900 800 700 600 500 400 Count 300 200 100 0 0 0 00 0000 0200 04 060 0800 1000 1200 1400 160 1800 2000 2200 Time Wood Lane 35 30 25 20 Wood Lane Northbound ATC Count15 10 5 0 0000 0200 0400 40 0600 35 30 0800 25 Wood Lane Southbound ATC Count20 1000 15 10 1200 5 Time 0 1400 0000 1600 0200 1800 0400 2000 80 0600 2200 70 60 0800 50 Count40 1000 30 Wood Lane Total ATC 20 10 1200 There appears to be some missing data from the Wood Time 0 hourly flows will be zero in either direction at an 1400 0000 1600 0200 1800 0400 2000 0600 2200 0800 1000 1200 Time 1400 y time during the day. Denham Road Lane surveys as it 16is considered00 unlikely that 1800 2000 2200 1600 1400 1200 1000 Denham Road Northbound ATC Count800 600 400 200 0 0000 0200 0400 1400 0600 1200 1000 Denham Road Southbound0800 ATC 800 Count 600 1000 400 200 1200 Time 0 1400 0000 1600 0200 1800 0400 2000 3000 0600 2200 2500 2000 0800 1500 Count Denham Road Total 10ATC00 1000 500 1200 Time 0 1400 0000 1600 0200 1800 0400 2000 0600 2200 0800 1000 1200 Time 1400 Uxbridge Road 1600 1800 2000 2200 14 12 10 Uxbridge Road Eastbound ATC Count 8 6 4 2 0 0000 0200 0400 1600 0600 1400 1200 0800 1000 Uxbridge Road Westbound ATC Count800 1000 600 400 1200 200 Time 1400 0 1600 0000 0200 1800 0400 2000 0600 1600 2200 1400 0800 1200 1000 1000 Count800 Uxbridge Road Total ATC 600 1200 400 Time 200 1400 0 1600 1800 0000 2000 0200 Total 2200 0400 0600 0800 1000 1200 Time 1400 1600 1800 2000 Total 2200 1000 800 600 Slough Road Northbound ATC Count 400 Slough Road 200 0 0000 0200 0400 800 0600 700 600 0800 500 Slough Road Southbound ATC Count400 300 1000 200 100 1200 Time 0 1400 0000 1600 0200 1800 0400 2000 1400 0600 2200 1200 1000 0800 800 Count 1000 600 Slough Road Total ATC 400 1200 200 Time 0 1400 1600 0000 0200 1800 0400 2000 0600 2200 0800 1000 1200 Time 1400 1600 1800 2000 2200 Appendix B Appendix C Ref: 83554/N68 23 rd March 2010 Note on Sustainable Travel Towns Background 1. Darlington, Peterborough and Worcester were designated ‘Sustainable Travel Towns’ as part of a 5 year DfT project from 2004 – 2009, to demonstrate the effect that a sustained package of ‘Smarter Choice’ measures can have when coupled with infrastructure improvements. 2. The three towns shared £10m of revenue funding with building and improvement works funded by LTP capital funding, bringing the total spent to £15m. Each town implemented a large-scale Smarter Choice Programme. All three programmes promoted bus use, cycling and walking and less single-occupancy car use. However, complementary measures to reduce or reallocate road space to match the reduction in car use were not included. 3. This note reviews the report titled ‘The Effects of Smarter Choice Programmes in the Sustainable Travel Towns: Summary Report,’ published in February 2010. It summarises the key findings from each town, the strategies employed to deliver the results and the lessons learnt for future programmes. Key Findings by Mode 4. The success of the programmes was measured by individual surveys with over 4,000 respondents in each town. The results of these surveys across all three towns are outlined below: • Car use: Car driver trips by residents fell 9% per person and car driver distance reduced by 5-7% (against a 1% fall in other comparable towns); • Bus use: Bus trips per person grew by 10-22% compared with a fall of 0.5% in other medium-sized towns; • Cycling: The number of cycle trips per person grew between 26-30%, whilst cycling declined in other urban areas; • Walking: The number of walking trips per person grew by 10-13%, against a national trend of decline; and • Travel Demand: The total number of trips per head reduced slightly. 5. The resultant change in mode shares in each of the three Sustainable Travel Towns is shown in Table 1 below. Darlington Peterborough Worcester Mode 2004 2008 2004 2008 2004 2008 Walking 25% 29% 22% 25% 25% 28% Bicycle 1% 3% 5% 6% 3% 3% Motorcycle 0% 0% 1% 0% 0% 0% Car as 41% 37% 43% 39% 45% 42% driver Car as 21% 19% 23% 22% 21% 20% passenger Bus 10% 10% 5% 7% 5% 6% Other 2% 2% 1% 1% 1% 1% Public Transport TOTAL 100% 100% 100% 100% 100% 100% Table 1: Sustainable Travel Towns: Change in mode share 6. Other data was collected to compare against the travel survey results. This included counts of bus passengers and automatic and manual counts of cyclists, pedestrians and vehicles at selected locations within the town. This data is discussed in the following paragraphs, along with the travel survey results. Car Use 7. Car driver trips per person reduced by 8-10% in Peterborough and Worcester and by 7-10% in Darlington. There was greater variation in the reduction in distance travelled ranging from a 7-10% reduction in Peterborough, a 6-7% reduction in Darlington and a 3% reduction in Worcester. 8. Traffic count data showed variable results with an overall reduction of 2% and more substantial reductions of 7-8% in inner areas. The difference can be explained by population growth in Peterborough and Worcester; employment growth in Darlington; journeys in the towns by non-residents; and possibly some induced traffic (i.e. new traffic due to greater available road space). Bus Use 9. In Peterborough and Worcester overall bus use in the town increased between 2004/05 and 2008/09 by between 36-43% and 17-27% respectively. In Peterborough about half of the growth is because of service restructuring, better information and integrated tickets and service enhancements. A further quarter of this growth can be attributed to personal travel planning. In Worcester, the mean reasons for the increase include marketing and fare initiatives, improvements to routes and personalised travel planning. 10. In Darlington, overall bus use in the town declined during the same period. This can be explained by competition between two major bus operators which meant it was difficult for the local authority to encourage bus use. Cycling 11. Increases in cycling varied between the three towns. The household survey showed that in terms of trips per person, growth was between 10-17% in Peterborough, 11- 23% in Worcester and 89-113% in Darlington. Distance travelled increased between 76-112% in Darlington. 12. The higher level of growth in cycling in Darlington can be explained by Darlington being designated a Cycling Demonstration Town during the same period. This growth in cycling can be attributed to soft travel planning measures such as cycling events and initiatives and also to cycle infrastructure improvements. Walking 13. The household survey suggests that in terms of the number of trips per person, growth in walking varied between 9% and 20% across all three towns.
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