transport statement - ribble valley · 2017. 1. 3. · transport statement project: land at hammond...

TRANSPORTSTATEMENT

PROJECT: LANDATHAMMONDGROUND,READ

FILEREFERENCE: SK21549

DATE: 16thDECEMBER2016

SUBJECT: PROPOSED50UNITRESIDENTIALDEVELOPMENT

161216/SK21549/TS/READ 1/11

1.0 INTRODUCTION

1.1 ThisTransportStatement(TS)hasbeenproducedbySKTransportPlanningLimited(SKTP)toconsider the traffic and transport matters pertaining to partial redevelopment of theHammondGroundlandinRead.Thesitelocationisshownonplan1.

1.2 Thedevelopmentproposals look toprovide50residentialunits,withassociatedroadsandPublicOpenSpace(POS),inahighlysustainablelocationimmediatelyadjacenttothevillagesettlementboundary.Theproposedhousingmixwouldincludestarterhomesandaffordablebungalowscateringtotheneedsoffirsttimebuyersandtheover55agegroup.

1.3 A previous application (planning application 3/2016/0421) for 50 residential units was

submittedinDecember2015.Theschemewasanoutlineapplicationfor50residentialunits(including30bungalowsfortheover55’s),withassociatedroads,publicopenspaceandanewpond.ThisapplicationwasrefusedplanningpermissioninJuly2016onthreematters.TherewasnoobjectionfromLancashireCountyCouncil(ashighwayauthority)totheproposalsandnohighways,trafficortransportreasonforrefusal.Acopyofthehighwayauthority’sformalcommentsonthepreviousapplicationisprovidedinappendixa.

1.4 ThesiteislocatedimmediatelytothenorthoftheA671WhalleyRoad,onthewesternedgeof the village of Read. The site benefits from its southernboundary abutting the adjacentpublichighway,aswellastheeasternboundarybeingadjacenttoresidentialdevelopmentaccessedviaGeorgeLane.

1.5 ThesitebenefitsfromanexistingvehicularaccessontotheA671WhalleyRoad.Afieldgate

accessandhardstandingareaisprovidedalongthesouthernboundaryofthesite,oppositetheribbonofresidentialdevelopmentonthesouthsideofthishighway.

1.6 WhalleyRoadbenefitsfroma30mphspeedlimitthroughReadvillageincreasingto40mphas

motoristsexitthevillageatthesouth-easterncornerofthesite.FurthercommentaryontrafficflowandvehiclespeedsonthisrouteisprovidedlaterinthisTS.

1.7 Withthesitebeinglocatedimmediatelyadjacenttoexistingresidentialdevelopmentinthe

village it is considered to be a logical extension to provide additional housing in thesouth/easternpartofthesite,tomeettheCouncil’shousingrequirements.

1.8 It isalsonotedthatthesiteformedpartofawiderdevelopmentsiteidentifiedinboththe

2009 and 2013 SHLAAs and was included as a site suitable for development. The sitessustainability scorewas 83 out of 100, confirming that the site iswell located in termsofproximitytocommercial,socialandcommunityfacilitieswithinappropriatecatchmentareas.

1.9 This TS provides a review of the accessibility of the latest iteration of the residential

developmentproposalsinsustainabletransportterms.Italsoconsiderstheabilitytoprovideanappropriatevehicularaccesstothedevelopmentsite,toastandardthatwouldbeeligibleforadoptionbytheLocalHighwayAuthority(inthisinstanceLancashireCountyCouncil).Notethat the vehicular access arrangements from the public highway are identical to thosepreviouslypromotedandagreedaspartofplanningapplication3/2016/0421.

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161216/SK21549/TS/READ 2/11

2.0 THESUSTAINABLECREDENTIALSOFTHESITE

2.1 Withthesitebeinglocatedimmediatelyadjacenttothevillagethesitebenefitsfrombeing

welllocatedtoencouragesustainabletraveltoandfromthesite.Withthesouthernboundaryof the site abutting the A671 Whalley Road continuous pedestrian links are providedeastwardsintothevillage,allowingaccesstoarangeoflocaldestinations.

2.2 Thedocuments‘PPG13–BestPracticeGuidance’and‘CreatingGrowth,CuttingCarbon’statethatwalkingoffersthegreatestpotentialforreplacingshortcartrips,particularlyforjourneysunder2km.TheIHTdocument,‘GuidelinesforProvidingforJourneysonFoot’providesfurtherdetailsonrecommendedwalkingdistances,theseareshownintable2.1.

Commuting/School(m) Elsewhere(m)

Desirable 500 400

Acceptable 1000 800

PreferredMaximum 2000 1200Table2.1:IHTAcceptableWalkingDistances

2.3 Apedestrianwalkingcatchmentplanhasbeenproducedtodemonstratetheaccessibilityofthesitebyfoot.Thecatchment,attachedasplan3,showsa2kmwalkdistancefromthesite.

2.4 Table2.2providesasummaryofarangeoflocalamenitiesandservicesandtheirrespective

walkdistancesandcycletimesfromtheedgeandcentreoftheapplicationsite.

HammondGround,ReadAmenities/Services Location/Address

FromVehicularAccess(km)

FromSite

Centre(km)

WalkTimefromCentre(mins)

Recreation&LeisureFacilities

SimonstoneTennisClubCourts OffCarltonAvenue, 1.43 1.50 18.8

ReadCricketClub WorthallsRoad,BB127PB 0.40 0.47 5.9

ReadAFC OffWorthallsRoad,BB127PB 0.63 0.70 8.8

Children'sRecreationGroundOffWorthallsRoad,BB127PB

0.48 0.55 6.9

ReadAllotments OffWorthallsroad,BB127PB 0.42 0.49 6.1

SimonstoneVillageHall SchoolLane,BB127HR 1.20 1.27 15.9

WhalleyGolfCourse ClerkHillRoad,BB79DR 2.70 2.77 34.6

PadihamLeisureCentre ParkRoad,BB128ED 3.60 3.67 45.9

GreatHarwoodGolfClub OffWhalleyRoad,BB6 3.08 3.15 39.4

TheStorkHotelandPublicHouse WhalleyRoad,BB127NZ 0.59 0.66 8.3

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161216/SK21549/TS/READ 3/11

HammondGround,ReadAmenities/Services Location/Address

FromVehicularAccess(km)

FromSite

Centre(km)

WalkTimefromCentre(mins)

Read&SimonstoneConstitutionalClub WhalleyRoad,BB127PB 0.38 0.45 5.6

TheGameCockPublicHouse&Restaurant 8WhalleyRoad,BB67UH 2.13 2.20 27.5

Education

PrimarySchool–ReadSt.John’sCofE StraitsLane,BB127PE 0.47 0.54 6.8

PrimarySchool–SimonstoneSt.Peter'sCofE SchoolLane,BB127HR 1.20 1.27 28.4

PrimarySchool-St.Leonard'sCofE MoorLane,BB128HT 3.30 3.37 42.1

SecondarySchool-ShuttleworthCollege BurnleyRoad,BB128ST 4.31 4.38 54.8RetailLocalConvenience–SelectConvenience WhalleyRoad,BB127NZ 0.57 0.64 8.0

LocalConvenience–Offlicence 116WhalleyRoad,BB127PN 0.23 0.30 3.8

ReadandSimonstonePharmacy 90WhalleyRoad,BB127PN 0.31 0.38 4.8

Supermarket–Tesco,GreatHarwood QueenStreet,BB67AU 4.61 4.68 58.5

LocalServicesFairmoreMedicalCentre StationRoad,BB128EA 3.54 3.61 45.1

TheTerraceDentalPractice 61churchstreet,BB128JH 2.88 2.95 36.9

PostOffice WhalleyRoad,BB127NZ 0.57 0.64 8.0EmploymentAreasFriendshipMill WhalleyRoad,BB127PN 0.16 0.23 2.9

AlthamIndustrialEstate MetcalfDrive,BB55TU 2.41 2.48 31.0

ShuttleworthMeadBusinessPark Meadway,BB127NG 2.90 2.97 37.1

AlthamBusinessEstate AlthamLane,BB55YE 2.80 2.87 35.9

PublicTransport

Nearestbusstops Read,byJubileeStreet 0.22 0.29 3.6

Table2.2:LocalAmenitiestotheProposedDevelopment

2.5 Whilstmanyofthelocalservicesandamenitiesarewithintherecommendedwalkdistances,

it is noted that a number fall outside of the desirable catchments. The IHT document,GuidelinesforProvidingforJourneysonFootisclearthattheguidelinescontainedwithinitaretosetoutbestpractice.Theguidancestates:

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161216/SK21549/TS/READ 4/11

‘Itisfullyrecognisedthatitwillnotalwaysbepossibletoachieveidealresultsinallsituationsduetositeconstraints,costsorotherpracticalities.Compromisesmustsometimes,rightly,bemade.’1

2.6 WiththeIHTguidanceinmindtable2.2demonstratesthatthesiteisappropriatelylocatedto

allowarangeoflocaltripsonfoot.

2.7 Thelocationofexistingcycleroutesandresidentialstreetssuitableforcycletripsareshownonplan2.ItisnotedthatthesiteislocatedclosetotheproposedRibbleValleycycleroute.Thesitealsobenefitsfrombeingimmediatelyadjacenttoanestablishedresidentialarea,withtheseroutesbeingconducivetocycling.

2.8 DfTguidancestatesthatcyclinghasthepotentialtosubstituteforcartripsunder5kmandto

formpartofawiderpublictransporttrip.A5kmcyclingcatchmentisshownonplan3andcoversallthemajordestinationsinReadandalsofurtherafieldtothewestofPadiham.

2.9 Plan2demonstratesthatthesitebenefitsfrombeinglocatedwithinappropriatewalkingand

cycling distances to local amenities, aswell as employment areas and thewestern sideofPadiham. It is noted that the highway authority did not disagree with the sustainablecredentialsofthesitewhenconsideringplanningapplication3/2016/0421.Noobjectionsonthesustainablelocationofthesiteareincludedinthehighwayauthority’sformalresponseprovidedinappendixa.

AccessibilitybyPublicTransport

2.10 ThenearestbusstopstothesitearelocatedontheA671WhalleyRoad,adjacenttoJubileeStreet.Thebusstopsare locatedcirca250mfromtheproposedsiteaccessonto theA671WhalleyRoad.

2.11 TheIHTdocument,‘PlanningforPublicTransportinDevelopments’,statesthat400m(afive-minutewalktime)isanacceptablewalkingdistancetolocalbusservices.Theexistingstopsarewellwithinthis400mwalkdistance.

2.12 Plan2andtable2.3showstheroutesandfrequenciesofbusesservingthelocalbusstops.

Table2.3confirmsthatthesitebenefitsfromafrequentbusserviceroutingpastthesite;theserviceroutesto/fromColneandClitheroe,andhasthepotentialtoallowend-occupiersoftheproposeddevelopmentanalternativetotheprivatecarforlocaltrips.

1 Guidelines for Providing Journeys on Foot (2000), The Institution of Highways and Transportation

TRANSPORTSTATEMENT





161216/SK21549/TS/READ 5/11

Service FirstWeekdayBus

AverageWeekdayDaytimeFrequency

LastWeekdayBus Route

M20724

2busesperhour2228 Clitheroe–Padiham–

Burnley-Colne

0634 2122 Colne–Burnley–Padiham-Clitheroe

Table2.3:ExistingBusServices

2.13 BasedonthefindingsinthissectionoftheTSitisconsideredthattheproposedresidentialdevelopmenthasacceptablelevelsofexistingbusservicespastthesite.

2.14 TheinformationcontainedwithinthissectionoftheTSconfirmsthattheidentificationofthesiteinthe2009and2013SHLAAsasbeingsuitablefordevelopmentwascorrect.Thesitehasgoodwalking,cyclingandpublictransport linkstoarangeof localfacilities. Inadditionthehighwayauthorityhasendorsedthesustainablecredentialsofthesitethroughthepreviousplanningapplication.LocalHighwayNetwork

2.15 The highway network in the study area is shown onplan 1. The A671Whalley Road is astrategicroutewhichlinksPadihamtotheeastwiththeA59tothenorth-west.Itisaclassifiedroadandbenefitsfroma30mphspeedlimitthroughReadvillage.

2.16 Onthesouthernboundaryofthesitethespeedlimitchangesfrom30mphto40mph.Asimpletraffic-calmingschemetoslowtrafficasitentersthevillageisprovidedalongthedevelopmentsite’ssouthernboundary.

2.17 ThissectionoftheA671WhalleyRoadbenefitsfromstandardstreetlightingandfootwayson

both sides of the carriageway. The carriageway is sevenmetres wide along the southernboundary of the site. As mentioned earlier in this TS on the south side ofWhalley Roadresidentialpropertieshavedirectfrontageaccessontothisclassifiedroad.Furthereasttherearenumerousexamplesofresidentialstreetsjoiningthisrouteviasimplepriorityjunctions.

2.18 Toascertaintheexistingvehiclespeedsonthissectionoftheadoptedhighwayanautomatic

trafficcounterwasplacedclosetothesiteaccesstorecordtwo-wayvehiclemovementsandspeeds.Thesurveywasundertakenbetweenthe27thJuneandthe3rdJuly2015.

2.19 Asummaryofthe85thpercentilevehiclespeedsareprovidedintable2.4.

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161216/SK21549/TS/READ 6/11

Eastbound Westbound7dayAverageSpeed(mph) 33.5 37.97Day85thPercentileSpeed

(mph) 39.7 43.47Day85thPercentileWetWeatherSpeed(mph) 37.3 41

Figure2.4:SummaryofVehicleSpeedsontheA671WhalleyRoad2.20 The count demonstrates that the recorded 85th percentile vehicle speeds are close to the

40mphspeedlimitalongthesitefrontage. It isnotedthattherecordedvehiclespeedsarehigherfortrafficexitingthevillagefromthe30mphspeedlimit.

2.21 Whencommentingonthepreviousplanningapplicationthehighwaysdevelopmentcontrolsection of Lancashire County Council requested that the applicant pay for the TrafficRegulationOrder(TRO)torelocatethechangeinspeedlimitfromtheeastofthesitetothewestofthesite,withtheseworkstobecarriedoutunderaS278agreementwithLancashireCountyCouncil.

2.22 Therequestwentontohighlightthatthespeedlimitreviewshouldalsoconsiderarelocation

ofthe40mphto50mphspeedlimitchange.Thisspeedlimitreviewwouldpotentiallyreducevehicle speeds past the site access by introducing a gateway feature before the newsettlementboundary. Theapplicanthas considered thehighwayauthority’s request and iscontenttomeetthecostsoftheTROandspeedlimitreviewprocess.

2.23 Forclarificationitisrequestedthatthehighwayauthorityconfirmthataspartofanyformal

commentstothisapplicationthatthedevelopmentproposalsaspresentedarenotreliantonthespeedlimitchangetobeimplementedforthedevelopmenttoproceed.

2.24 WithregardtoexistingtrafficvolumesonWhalleyRoadtable2.5providesasummaryoftherecordedtwo-waytrafficflowsontheroute.

DataSummary(24hourflows) Eastbound Westbound Two-WayFlows27/06/15 6089 6014 12,10328/06/15 5328 4801 10,12929/06/15 6951 6524 13,47530/06/15 7195 6779 13,97401/07/15 7530 6919 14,44902/07/15 7134 6823 13,95703/07/15 7293 7334 14,627

7DayAverage 13,245

Table2.5:SummaryofDailyTrafficonA458adjacenttotheSiteAccess

2.25 Table2.5confirmsthattheaveragedailytwo-waytrafficontheA458is13,245vehicles.WithregardtotrafficvolumesintheAMpeak(0800to0900hours)andPMpeak(1700to1800hours)table2.6providesasummaryofthepeakperiodtrafficflows.

TRANSPORTSTATEMENT





161216/SK21549/TS/READ 7/11

DataSummary Eastbound Westbound Two-WayFlowsAMPeak 570 448 1,018PMPeak 553 579 1,132

Table2.6:SummaryofDailyTrafficonA458adjacenttotheSiteAccess

2.26 Table 2.6 confirms that during the AM and PM peak periods Whalley Road currentlyaccommodatescirca1,000to1,100two-wayvehiclemovementsineachpeakhour.

HistoricCollisionPatterns

2.27 LancashireCountyCouncil’sMARIOdatabasehasbeeninterrogatedtoreviewhistoriccollisionrecordsalongthedevelopmentsitefrontage.AnextractfromtheMariodatabaseisprovidedinfigure2.1.

2.28 Theextract confirms thatwhilst therehavebeen recorded collisionson theWhalleyRoadwithinthevillage(andwithinthe30mphspeedlimit)nocollisionshavebeenrecordedalongthesitefrontagewherethedevelopmentaccessisproposed.

Figure2.1:LancashireCountyCouncilMARIOCollisionData

2.29 InadditiontotheMARIOdatabasetheCrashmapwebsitehasbeencheckedtoinvestigatetheseverity of the collisions recorded in theMARIO database. An extract from the Crashmapwebsiteisprovidedinfigure2.2.

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161216/SK21549/TS/READ 8/11

Figure2.2:CrashmapCollisionData

2.30 NotethatthepatternofcollisionsalongthesitefrontageisidenticalbetweentheMARIOandCrashmapdatabases.TheCrashmapdataconfirmsthatthefourcollisionsatthewesternendofthevillageonWhalleyRoadwereall‘slight’innature.Whilstallcollisionsareregrettableitisnotedthattherehavebeennocollisionsalongthesitefrontageinthelastfiveyears.Intheirresponsetothepreviousplanningapplicationthelocalhighwayauthorityagreedthat:“...thehighwaynetworksurroundingthesiteisconsideredtohaveagoodaccidentrecordandindicatesthereisnounderlyingissuewhichtheproposeddevelopmentwouldexacerbate.”

DevelopmentTripGeneration

2.31 The final residential development will be for 50 residential bungalows, with a proportionavailable as starter homes and the remainder for over 55 residential accommodation. TheTRICSdatabasehasbeeninterrogatedtoconsiderthevehicularmovementsassociatedwiththeabovedevelopment.

MixedPrivate/AffordableHousingTripRates Arrivals Departures Total

AMPeak 0.122 0.320 0.442PMPeak 0.203 0.146 0.349

Table2.6:MixedPrivate/AffordableHousingTripRates(TRICS)

MixedPrivate/AffordableHousingTripRates Arrivals Departures Total

AMPeak 6 16 22PMPeak 10 7 17

Table2.7:MixedPrivate/AffordableHousingTwo-WayVehicleMovements(50Units)

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161216/SK21549/TS/READ 9/11

2.32 Tables2.6and2.7confirmthata50residentialunitschemewouldbeexpectedtogenerate

between22and17two-wayvehiclemovementsintheAMandPMpeaksrespectively.TheTRICSoutputisprovidedinappendixb.

2.33 WhencomparedtotheexistingtrafficflowsontheWhalleyRoad(circa1,000to1,100two-wayvehiclemovementsineachpeakhour)thedevelopmentwillgenerateacircatwopercentincreaseintrafficflowsontheadjacentpublichighway.Suchanincrease iswellwithintheday-to-dayvariationofflowonthehighwaynetwork,andassuchthedevelopmentproposalswillhavenomaterialimpactonthehighwaynetwork.Thispositionwasagreedwiththelocalhighwayauthority,whoconfirmedintheirwrittenresponsetothepreviousapplication:

“TheHighwayDevelopmentControlSectionisoftheopinionthatthedevelopmentshouldhaveanegligibleimpactonhighwaycapacityintheimmediatevicinityofthesite.”

DevelopmentJunctionModelling2.34 Todemonstratethatthedevelopmentwillnothaveanymaterialimpactonthesurrounding

highwaynetworktheproposedvehicularaccesstothedevelopmenthasbeenmodellingusingPICADY.

2.35 Themodelledtrafficflowsareshowninfigures2.3and2.4,withthemodellingoutputsforthe

AMandPMpeakprovidedinappendicescanddrespectively.Asummaryofthemodellingoutputsisprovidedintable2.8.

Figure2.3:AMPeakNewDevelopmentJunctionModelledFlows

7 (44%) 9 (56%)

3 (56%)

570 (56%) (44%)

3 (44%)

448 (44%) (44%)

Development Access

Whalley Road (West)

Whalley Road (East)

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161216/SK21549/TS/READ 10/11

Figure2.4:PMPeakNewDevelopmentJunctionModelledFlows

TimePeriod RFC StartQueue(Veh)

EndQueue(Veh)

MeanArrivingVehicleDelay(min)

AMPeak(0800-0900)

DevelopmentAccesstoWhalleyRoad 0.052 0.04 0.05 0.19

WhalleyRoadEasttoWhalleyRoadWest/DevelopmentAccess

0.010 0.01 0.01 0.08

PMPeak(1700-1800)

DevelopmentAccesstoWhalleyRoad 0.028 0.03 0.03 0.20

WhalleyRoadEasttoWhalleyRoadWest/DevelopmentAccess

0.018 0.02 0.02 0.07

Table2.8:SummaryofPICADYModellingOutputs

2.36 Table2.8confirmsthattheproposednewpriorityjunctionontotheWhalleyRoadwilloperate

well within accepted capacity thresholds and will have nomaterial effect on the existingoperationonthissectionofthepublicallyadoptedhighway.

2.37 With regard to an appropriate access onto the Whalley Road to access the proposeddevelopmentaGeneralArrangement(GA)drawinghasbeenprepared.Thiscanbefoundinappendixe.Theaccesshasasix-metre-widecarriageway,sixmetrejunctionradiiandvisibilitysplaysof2.4mby120minboththeleadingandtrailingtrafficdirections.

2.38 TheGAdrawingprovided inappendixeshowsthat thedevelopmentcanbeappropriately

served from theWhalley Road. This access arrangement and visibility splayswas deemedacceptable by the highway authority when they commented on the previous planningapplication.

4 (51%) 4 (49%)

5 (49%)

553 (49%) (44%)

5 (51%)

579 (51%) (44%)

Development Access

Whalley Road (West)

Whalley Road (East)

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161216/SK21549/TS/READ 11/11

3.0 CONCLUSIONS3.1 ThisTShasbeenproducedbySKTPtoprovideareviewoftrafficandtransportmattersrelating

totheproposed50-unitresidentialdevelopmentsiteontheHammondGroundlandinRead.3.2 ThereviewconfirmsthatanappropriateaccesscanbedeliveredfromtheA671WhalleyRoad

to thedevelopment site. In addition, thequantumofdevelopment and theexisting trafficflowsonWhalleyRoadconfirmthattheproposeddevelopmentwillnothaveamaterialimpactonthehighwaynetwork,andtheimpactwillnotbe‘severe’,thetestlaidoutintheNationalPlanningPolicyFramework.

3.3 The site has also been shown to be sustainably located to allow end occupiers of the

developmenttowalk,cycleorusepublictransporttoaccesslocaldestinations.Thesitefallswithin400mofexistingbusstops,andexistingservicesprovideappropriatelevelsofaccesstodestinationssuchasBurnleyandClitheroe.

3.4 Alltrafficandtransportmattersrelatingtotheapplicationsitebeingdevelopedforresidential

development were considered and agreed with Lancashire County Council (as highwayauthority)aspartofplanningapplication3/2016/0421.ThisTSproposesthesamenumberofresidentialunitsonthesiteandthesameaccessstrategy.Therehasbeennomaterialchangestotheperformanceoftheadjacenthighwaynetwork,bothintermsofvehiclemovementsorcollisionrates.

3.5 BasedonthefindingsinthisTStherearenotrafficandtransportreasonswhythedevelopment

shouldnotsecureaplanningconsent,subjecttoappropriateplanningconditions.

APPENDIX A

Phil Barrett, Director of Community Services Lancashire County Council, PO Box 100, County Hall, Preston, PR1 0LD www.lancashire.gov.uk

Ribble Valley Borough Council Church Walk, Clitheroe, BB7 2RA

Phone: 0300 123 6780

Email: [email protected]

Your ref:

Our ref: LHS/CS/3/2016/0421

Date: 27th June 2016

For the attention of Adam Birkett. Proposal: Outline residential development for 50 units (33 bungalows and 17 houses)

including reserved matters for access at Hammond Ground, Read. Location: Hammond Ground Whalley Road Read BB12 7QN Grid Ref: 376346 - 434559

With regard to your letter dated the 20th May 2016. The site was visited on the 7th June 2016 at 11:30 The Highway Development Control Section does not have any objections in principle to the proposed residential development for 50 units providing the recommendations in this report are provided regarding sight lines and the recommended changes to the speed orders fronting the site. The Highway Development Control Section understands the current planning application is concerned with the principle and access to the site only and as such only provisional highway comments have been made in this report regarding the internal layout of the site. The proposed development is to provide 50 dwellings on undeveloped land on the western edge of Read, with a new access on to Whalley Road. Whalley Road is classified as the A671 road and is categorised as a strategic road with a speed limit of 40mph fronting the site access. The speed limit reduces to 30mp at the eastern boundary of the site. The planning application is for less than 50 new dwellings and as such the applicant does not need to provide a full Transport Assessment or Travel Plan and the applicant has provided a Transport Statement by SK Transport Planning, dated 27th April 2016. From or mapping system "Mapzone" and observations on site, the proposed development does not affect any public rights of way. As part of the Transport Statement by SK Transport Planning a traffic survey was carried out between the 27th June 2016 and 3rd July 2015. The survey indicates the average daily traffic flow is 12,245 two-way traffic movements with a peak flow of 1,018 two-way traffic movements during the morning peak period between 8am and

2

9pm and 1,132 two-way traffic movements during the evening peak period between 5pm and 6pm. A traffic survey was carried out by Lancashire County Council between the 10th December 2013 and 16th December 2013, located at the change of speed limit on the eastern boundary of the site. The Transport Statement by SK Transport Planning survey has very similar am and pm peak period recordings as the Lancashire County Council survey. TRICS is the national standard system used to predict trip generation and analysis of various types of development and the Transport Statement by SK Transport Planning has provided a TRICS report in Appendix A. The Highway Development Control Section is of the opinion that the provided TRICS results are low and expect persons over 55 to be less reliant on car ownership and less visitors visiting the site. Using a basic TRICS assessment for small housing developments the Highway Development Control Section estimates the development will generate an estimated 325 two-way daily traffic movements with a peak flow of 30 two-way traffic movements during the morning and evening peak period. This equates to only one additional vehicle movement on Whalley Road every two minutes. The Highway Development Control Section is of the opinion that the development should have a negligible impact on highway capacity in the immediate vicinity of the site. The Lancashire County Councils five year data base for Personal Injury Accident (PIA) was checked on the 7th June 2016. The data based indicates there has not been any reported incidents near the proposed site access. The five year data base for Personal Injury Accident (PIA), shows there has been one speed related incident at the junction with Whalley Road and Church Street. Whilst any accident is regrettable, the highway network surrounding the site is considered to have a good accident record and indicates there is no underlying issue which the proposed development would exacerbate. Following discussions with our traffic Section, the Highway Development Control Section is of the opinion that applicant should pay to relocate the change of speed limits from the east of the site to the west of the site and these works to be carried out under a section 278 agreement with Lancashire county Council. As part of the change in speed limits changes to the 40/50 speed limit will also need to be considered to provide an acceptable buffer to enforce the 30mph speed limit. The change in the two speed limit areas can be done under one order. The relocated change in speeds would potentially reduce speeds fronting the site access by forming a gateway feature before the new settlement boundary. PICADY is a nationally recognised calculation for assessing the capacity and operation of simple junctions. Appendix B and C of the Transport Statement by SK

3

Transport Planning successfully demonstrates that the new site access with Whalley Road will all work within acceptable limits. As part of the Transport Statement by SK Transport Planning, the applicant has carried out an acceptable traffic study, which indicates 85th percentile traffic speeds are 37.3mph in an east bound direction and 41mph in a west bound direction Using the basic formula for calculating Stopping Sight Distances (SSD) based on the figures in table 10.1 from Manual for Streets 2 and the 85th percentile speed of 41mph the sight lines of 2.4 x 107m to be provided in both direction. Appendix D of the Transport Statement by SK Transport Planning, shows the sight lines of 2.4x120m are fully achievable in both directions. The Highway Development Control Section is of the opinion that the proposed location and geometry of the shown site access is acceptable. The new site access and associated off-site works (change in speed limits) will need to be constructed under a section 278 agreement of the 1980 Highways Act. The Highway Authority hereby reserves the right to provide the highway works within the highway associated with this proposal. Provision of the highway works includes design, procurement of the work by contract and supervision of the works. The applicant is advised to contact the Community Services before works begin on site. Further information and advice can be found at www.lancashire.gov.uk and search for 278 agreement. The National Planning Policy Framework directs in paragraph 32 states "Development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe". The Highway Development Control Section is of the opinion that the proposed development should have a negligible impact on highway safety and capacity in the immediate vicinity of the site. The Highway Development Control Section has written to the Lancashire County Council Public Transportation Officer regarding possible section 106 contributions towards bus services and upgrading facilities for services serving this site. Details of the Lancashire County Council Public Transportation Officer comments will be forwarded as soon as practically possible. The Highway Development Control Section recommends the local planning authority attaches conditions requiring an agreement between the applicant and the local highway authority under Section 38 of the Highways Act 1980 or the constitution and details of a Private Management and Maintenance Company confirming funding, management and maintenance regimes Reason: - To ensure that the estate streets serving the development are completed and thereafter maintained to an acceptable standard in the interest of residential / highway safety; to ensure a satisfactory appearance to the highways infrastructure serving the development; and to safeguard the visual amenities of the locality and users of the highway. The reasoning for the above recommendation is based on the "draft planning conditions for adoption of new roads" by the Department of Transport.

4

The Highway Development Control Section has made the following provisional generic comments regarding the internal layout of the site and the applicant is advised to consider these comments as part of any reserved matters planning application:-

1. The sustainable transport linking the site to be 3.5m wide shared access cycle paths.

2. The internal spine road is to be designed as a 20mph road with better use of horizontal deflection, rather than vertical deflection. Typically the speed reducing features to be at a maximum of 75m centres.

3. The Joint Lancashire Structure Plan and the recommends the following individual off-road parking provision: -

• One-bedroom properties to have 100% parking.

• Two to three bedroom properties to have 200% parking.

• Four to five bedroom properties to have 300% parking. 4. The minimum internal single garage size to be 6x3m and this includes integral

garages. 5. It is recommended that all private drives fronting garages to be a minimum of

6m long and this must not include any of the required 2m wide service verge. The drive length can be reduced to 5.5m if roller shutters are fitted and conditioned as part of the planning decision. The recommended distance of 6m is based on the length of a large family car (Ford Mondeo Estate 4.58m long), clearance at the rear of the car (200mm), overhang of the garage door.

6. Remove all trees within the sight lines of 2.0 x 25m (particularly the trees at the second access).

7. The footpath at the second access is to follow the kerb line. 8. A turning head is required to allow refuse vehicle and emergency vehicles to

turn within the site for the following reasons: -

• The maximum distance a refuse vehicle should reverse is 12m, from Manual for streets and BS5930: 2005.

• Fire and rescue Services Section should not have to reverse more than 20m from the end of an access road. From Manual for streets and diagram 24 of Approved Document B (Fire Safety).

Additional considerations when locating the turning head are:-

• 25m is the maximum distance a two wheeled refuse container is to be transported to the refuse wagon. From Manual for streets and BS5930: 2005.

• A resident should not be required to carry the waste more than 30m to the refuse storage point. From Manual for streets and BS5930: 2005.

• A fire appliance needs to be able to approach to a point within 45m of a suitable entrance to any dwelling. From Manual for Streets and section 11.2 of Approved Document B (Fire Safety).

Prove the turning head layout by swept path analysis for a twin axel refuse vehicle or alternatively provide a prescribed "Access Way" turning head from Lancashire County Council Residential Design Guide.

5

The following generic general comments regarding the future highway adoption under a section 38 agreement with Lancashire County Council are to be considered as part of any future reserved matters application, where the applicant would wish to offer the road for adoption. Where the recommendations below are not implemented the highways may not be suitable for adoption. Further guidelines regarding highway adoptable layout can be found on the Lancashire County Council Residential Road Design Guide and the construction of the highway to be to the Lancashire County Council Specification for Estate Roads 2011 edition:-

1. Where serving up to 20 properties the new shared access carriageway to vary in width between 4.1 and 6m to allow passing and additional occasional parking a minor percentage of the road to be 4.1m wide. From Lancashire County Council Residential Design Guide.

2. Where serving 20 to 30 properties the new shared access carriageway to vary in width between 4.5 and 6m to allow passing and additional occasional parking a minor percentage of the road to be 4.5m wide. From Lancashire County Council Residential Design Guide.

3. The turning head to be designed as a type 5D access way From Lancashire County Council Residential Design Guide, or to be proved by swept path analysis for a twin axel refuse vehicle.

4. A service verge is required on both sides of the new carriageway. A 2m wide service verge is required for locating statutory undertakes equipment and should be provided where buildings front onto the road. The minimum width of the remaining service verge can be reduced to 0.5m providing no street lighting. If street lighting is required on the narrow service verge the minimum width is 800mm. From Lancashire County Council Residential Design Guide. Please note - the car parking spaces must not be over the service verge area.

5. All trees should be removed from the service verge, as they are not permitted within the adoptable highway. From Lancashire County Council Residential Design Guide. The trees would only be permitted within the adoptable highway if a section 96 agreement of the 1980 Highways Act is entered with the district authority. The principle of the agreement would need to be agreed fully with the district authority before the section 38 agreement is entered.

6. A 2.0m wide footway to be provided on both sides of the shared access roads and to continue a minimum of 2m past the rumble strip.

The Highway Development Control Section recommends the following conditions as part of the formal planning decision: - 1. For the full period of construction, facilities shall be available on site for the

cleaning of the wheels of vehicles leaving the site and such equipment shall be used as necessary to prevent mud and stones being carried onto the highway. The roads adjacent to the site shall be mechanically swept as required during the full construction period. Reason; To prevent stones and mud being carried onto the public highway to the detriment of road safety.

6

2. The layout of the development shall include provisions to enable vehicles to enter and leave the highway in forward gear and such provisions shall be laid out in accordance with the approved plan and the vehicular turning space shall be laid out and be available for use before the development is brought into use and maintained thereafter. Reason: Vehicles reversing to and from the highway are a hazard to other road users, for residents and construction vehicles.

3. The new estate road for the development shall be constructed in accordance with the Lancashire County Council Specification for Construction of Estate Roads to at least base course level up to the entrance of the site compound before any development takes place within the site and shall be further extend before any development commences fronting the new access road. Reason: To ensure that satisfactory access is provided to the site before the development hereby permitted becomes operative.

4. No part of the development shall be commenced until / Before the access is used for vehicular purposes / Before the development hereby permitted becomes operative the visibility splays measuring 2.4 metres by 120 metres in both directions to be provided, measured along the centre line of the proposed new road from the continuation of the nearer edge of the existing carriageway of Whalley Road, to the satisfaction of the Local Planning Authority. The land within these splays shall be maintained thereafter, free from obstructions such as walls, fences, trees, hedges, shrubs, ground growth or other structures within the splays in excess of 1.0 metre in height above the height at the centre line of the adjacent carriageway. Reason: To ensure adequate visibility at the street junction or site access in the interest of highway safety in accordance with Quality of Development Policy and Transport Policy in the Local Plan.

5. No part of the development hereby approved shall commence until a scheme for the construction of the site access and the off-site works of highway improvement has been submitted to, and approved by, the Local Planning Authority in consultation with the Highway Authority as part of a section 278 agreement, under the Highways Act 1980. Reasons: In order to satisfy the Local Planning Authority and Highway Authority that the final details of the highway scheme/works are acceptable before work commences on site and to enable all construction traffic to enter and leave the premises in a safe manner without causing a hazard to other road users.

6. Prior to the start of the development, a joint survey shall be carried out between the developer and the planning authority (in conjunction with the highway authority) to determine the condition of Whalley Road A similar survey shall be carried out within one month of the completion of the last house, and the developer shall make good any damage to Whalley Road to return it to the pre-construction situation. Reason; To maintain the construction of Whalley Road in the interest of highway safety.

7

7. A Traffic Management Plan for the construction works, to be approved in writing by the planning department before any works begin on site and to include:-

• The parking of vehicles of site operatives and visitors;

• Loading and unloading of plant and materials used in the construction of the development;

• Storage of such plant and materials;

• Wheel washing facilities;

• Periods when plant and materials trips should not be made to and from the site (mainly peak hours but the developer to identify times when trips of this nature should not be made)

• Routes to be used by vehicles carrying plant and materials to and from the site;

• Measures to ensure that construction and delivery vehicles do not impede access to adjoining properties.

Reason: to protect existing road users. 8. No development shall be commenced until an Estate Street Phasing and

Completion Plan has been submitted to and approved in writing by the Local Planning Authority. The Estate Street Phasing and Completion Plan shall set out the development phases and the standards that estate streets serving each phase of the development will be completed. The Estate Street Phasing and Completion Plan shall set out dates for entering of the section 38 agreement of the Highways Act 1980 and/or the establishment of a private management and Maintenance Company. Reason: -To ensure that the estate streets serving the development are completed and thereafter maintained to an acceptable standard in the interest of residential financial security and highway safety; to ensure a satisfactory appearance to the highways infrastructure serving the development; and to safeguard the visual amenities of the locality and users of the highway.

9. No development shall be commenced until the estate street fronting the property has been completed in accordance with the Estate Street Development Plan. Reasons: - To ensure that the estate streets serving the development are completed and maintained to the approved standard, and are available for use by the occupants, and other users of the development, in the interest of highway safety; to ensure a satisfactory appearance to the highways infrastructure serving the approved development; and to safeguard the visual amenities of the locality and users of the highway, in accordance with Policies X, Y and Z of the Development Plan.

10. No development shall be commenced until details of the proposed arrangements for future management and maintenance of the proposed streets within the development have been submitted to and approved by the local planning authority. [The streets shall thereafter be maintained in accordance with the approved management and maintenance details until such time as an agreement has been entered into under section 38 of the Highways Act 1980 or a private management and Maintenance Company has been established].

8

11. No development shall be commenced until full engineering, drainage, street lighting and constructional details of the streets proposed for adoption have been submitted to and approved in writing by the Local Planning Authority. The development shall, thereafter, be constructed in accordance with the approved details, unless otherwise agreed in writing with the Local Planning Authority. Reason: In the interest of highway safety; to ensure a satisfactory appearance to the highways infrastructure serving the approved development; and to safeguard the visual amenities of the locality and users of the highway in accordance with Policies [X, Y and Z] of the Development Plan.

If you have any questions please do not hesitate to contact me. Yours sincerely Stewart Gailey Highway Development Control Engineer

Desirable Stopping Sight Distances (SSD) calculation 41 mph

Speed (v) 41 mph 65.6 km/h 18.22222 m/s (v)

t = 2 seconds

d = 0.25 g = 2.4525 m/s²

SSD = vt + v²/2d

= 36.44444 + 332.0494 / 4.905

= 36.44444 + 67.6961

= 104 m

Bonnet length = 2.4 m

Y distance = 107 m

APPENDIX B

TRICS 7.2.2 160615 B17.20 (C) 2015 TRICS Consortium Ltd Wednesday 02/09/15 Page 1SK Transport Planning Ltd Albion Wharf Manchester Licence No: 443201

Calculation Reference: AUDIT-443201-150902-0937TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 03 - RESIDENTIALCategory : M - MIXED PRIVATE/AFFORDABLE HOUSINGVEHICLES

Selected regions and areas:01 GREATER LONDON

HD HILLINGDON 1 daysNH NEWHAM 1 daysWF WALTHAM FOREST 1 days

02 SOUTH EASTES EAST SUSSEX 2 daysHC HAMPSHIRE 1 daysKC KENT 1 daysSC SURREY 3 daysWS WEST SUSSEX 5 days

03 SOUTH WESTBR BRISTOL CITY 1 daysDV DEVON 1 days

05 EAST MIDLANDSLE LEICESTERSHIRE 1 days

07 YORKSHIRE & NORTH LINCOLNSHIRENY NORTH YORKSHIRE 1 days

08 NORTH WESTMS MERSEYSIDE 3 days

09 NORTHDH DURHAM 1 days

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

Filtering Stage 2 selection:

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

Parameter: Number of dwellingsActual Range: 14 to 500 (units: )Range Selected by User: 14 to 200 (units: )

Public Transport Provision:Selection by: Include all surveys

Date Range: 01/01/07 to 27/01/15

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

Selected survey days:Monday 4 daysTuesday 4 daysWednesday 5 daysThursday 7 daysFriday 3 days

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

Selected survey types:Manual count 23 daysDirectional ATC Count 0 days

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

Selected Locations:Suburban Area (PPS6 Out of Centre) 12Edge of Town 11


This data displays the number of surveys per main location category within the selected set. The main location categoriesconsist of Free Standing, Edge of Town, Suburban Area, Neighbourhood Centre, Edge of Town Centre, Town Centre andNot Known.

Selected Location Sub Categories:Residential Zone 22No Sub Category 1

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

Filtering Stage 3 selection:

Use Class: C 3 23 days

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

Population within 1 mile:1,001 to 5,000 4 days5,001 to 10,000 4 days10,001 to 15,000 2 days15,001 to 20,000 2 days20,001 to 25,000 5 days25,001 to 50,000 5 days50,001 to 100,000 1 days

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

Population within 5 miles:5,001 to 25,000 2 days25,001 to 50,000 1 days50,001 to 75,000 1 days75,001 to 100,000 4 days100,001 to 125,000 3 days125,001 to 250,000 6 days250,001 to 500,000 3 days500,001 or More 3 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 2 days0.6 to 1.0 6 days1.1 to 1.5 14 days1.6 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:Not Known 1 daysYes 12 daysNo 10 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.


TRIP RATE for Land Use 03 - RESIDENTIAL/M - MIXED PRIVATE/AFFORDABLE HOUSINGVEHICLESCalculation factor: 1 DWELLSBOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALSNo. Ave. Trip No. Ave. Trip No. Ave. Trip

Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate00:00 - 01:0001:00 - 02:0002:00 - 03:0003:00 - 04:0004:00 - 05:0005:00 - 06:0006:00 - 07:00

23 110 0.077 23 110 0.212 23 110 0.28907:00 - 08:0023 110 0.122 23 110 0.320 23 110 0.44208:00 - 09:0023 110 0.128 23 110 0.161 23 110 0.28909:00 - 10:0023 110 0.122 23 110 0.143 23 110 0.26510:00 - 11:0023 110 0.126 23 110 0.120 23 110 0.24611:00 - 12:0023 110 0.117 23 110 0.134 23 110 0.25112:00 - 13:0023 110 0.120 23 110 0.130 23 110 0.25013:00 - 14:0023 110 0.117 23 110 0.145 23 110 0.26214:00 - 15:0023 110 0.203 23 110 0.146 23 110 0.34915:00 - 16:0023 110 0.211 23 110 0.150 23 110 0.36116:00 - 17:0023 110 0.255 23 110 0.137 23 110 0.39217:00 - 18:0023 110 0.240 23 110 0.132 23 110 0.37218:00 - 19:00

19:00 - 20:0020:00 - 21:0021:00 - 22:0022:00 - 23:0023:00 - 24:00

Total Rates: 1.838 1.930 3.768

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

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey daysthat 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 statedtime period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the statedcalculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP* FACT. Triprates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 14 - 500 (units: )Survey date date range: 01/01/07 - 27/01/15Number of weekdays (Monday-Friday): 23Number of Saturdays: 0Number of Sundays: 0Surveys manually removed from selection: 4

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip ratecalculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximumsurvey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set ofsurveys are show. Finally, the number of survey days that have been manually removed from the selected set outside ofthe standard filtering procedure are displayed.

APPENDIX C

Run Analysis

Arm Names and Flow Scaling Factors

Stream Labelling Convention

Stream A-B contains traffic going from A to B etc.

Run Information

PICADYGUI Version: 5.1 AD

Analysis Program Release: 4.0 (SEPT 2008)

© Copyright TRL Limited, 2008 Adapted from PICADY/3 which is Crown Copyright by permission of the controller of HMSO

For sales and distribution information, program advice and maintenance, contact:TRL Limited

Crowthorne HouseNine Mile Ride

Wokingham, Berks.RG40 3GA, UK

Tel: +44 (0)1344 770758Fax:+44 (0)1344 770864E-mail: [email protected]

Web: www.trlsoftware.co.uk

The user of this computer program for the solution of an engineering problem is in no way relieved of their responsibility for the correctness of the solution

Parameter ValuesFile Run C:\Hammond Ground PICADY AM Peak.vpiDate Run 27 April 2016Time Run 12:15:35Driving Side Drive On The Left

Arm Arm Name Flow Scaling Factor(%)

Arm A Whalley Road (West) 100Arm B Development Access 100Arm C Whalley Road (East) 100

Parameter ValuesRun Title Hammond Ground, ReadLocation Read, LancsDate 13 April 2016Enumerator Michael [PROBOOK]Job Number SK21549Status CompletedClient Trustees of Hammond GroundDescription -

Page 1 of 9

27/04/2016file:///C:/Hammond%20Ground%20PICADY%20AM%20Peak.htm

Errors and Warnings

Geometric Data

Geometric Parameters

Slope and Intercept Values

Note: Streams may be combined in which case capacity will be adjusted These values do not allow for any site-specific corrections

Parameter ValuesWarning No Errors Or Warnings

Parameter Minor Arm BMajor Road Carriageway Width (m) 7.00Major Road Kerbed Central Reserve Width (m) 0.00Major Road Right Turning Lane Width (m) 2.20Minor Road First Lane Width (m) 3.00Minor Road Visibility To Right (m) 60Minor Road Visibility To Left (m) 60Major Road Right Turn Visibility (m) 120Major Road Right Turn Blocks Traffic Yes

Stream

Interceptfor

StreamB-A

SlopeforA-B

SlopeforA-C

SlopeforC-A

SlopeforC-B

B-A 526.828 0.092 0.232 0.146 0.331B-C 661.709 0.097 0.245 - -C-B 643.456 0.238 0.238 - -

Page 2 of 9


Junction Diagram

Demand Data

Modelling Periods

ODTAB Turning Counts

Demand Set: Hammond Ground, ReadModelling Period: 07:45-09:15

Parameter Period Duration(min)

Segment Length(min)

First Modelling Period 07:45-09:15 90 15

From/To Arm A Arm B Arm CArm A 0.0 3.0 570.0Arm B 7.0 0.0 9.0Arm C 448.0 3.0 0.0

Page 3 of 9


ODTAB Synthesised Flows


Heavy Vehicles Percentages


Default proportions of heavy vehicles are used

Arm Rising Time Rising Flow(veh/min) Peak Time Peak Flow

(veh/min) Falling Time Falling Flow(veh/min)

Arm A 08:00 7.162 08:30 10.744 09:00 7.162Arm B 08:00 0.200 08:30 0.300 09:00 0.200Arm C 08:00 5.637 08:30 8.456 09:00 5.637

From/To Arm A Arm B Arm CArm A - 10.0 10.0Arm B 10.0 - 10.0Arm C 10.0 10.0 -

Page 4 of 9


Queue Diagrams

Demand Set: Sum of Demand Sets for Modelling Period: 07:45 - 09:15 Modelling Period: 07:45-09:15 View Extent: 40m

Queue Interval 1: 07:45-08:00 Queue Interval 2: 08:00-08:15



Page 5 of 9


Capacity Graph

Demand Set: Sum of Demand Sets for Modelling Period: 07:45 - 09:15Modelling Period: 07:45-09:15

Page 6 of 9


RFC Graph


Start Queue Graph


End Queue Graph


Delay Graph


Page 7 of 9


Queues & Delays


Segment Stream Demand(veh/min)

Capacity(veh/min) RFC

Ped.Flow

(ped/min)

Start Queue(veh)

End Queue(veh)

Geometric Delay

(veh.min/segment)

Delay(veh.min/segment)

Mean ArrivingVehicle Delay(min)

07:45-08:00

B-AC 0.20 6.77 0.030 - 0.00 0.03 - 0.4 0.15C-AB 0.07 11.87 0.006 - 0.00 0.01 - 0.1 0.08C-A 5.59 - - - - - - - -A-B 0.04 - - - - - - - -A-C 7.15 - - - - - - - -



Ped.Flow

(ped/min)

Start Queue(veh)

End Queue(veh)

Geometric Delay

(veh.min/segment)



08:00-08:15

B-AC 0.24 6.31 0.038 - 0.03 0.04 - 0.6 0.16C-AB 0.09 12.30 0.007 - 0.01 0.01 - 0.1 0.08C-A 6.67 - - - - - - - -A-B 0.04 - - - - - - - -A-C 8.54 - - - - - - - -



Ped.Flow

(ped/min)

Start Queue(veh)

End Queue(veh)

Geometric Delay

(veh.min/segment)



08:15-08:30

B-AC 0.29 5.67 0.052 - 0.04 0.05 - 0.8 0.19C-AB 0.13 12.89 0.010 - 0.01 0.01 - 0.2 0.08C-A 8.15 - - - - - - - -A-B 0.06 - - - - - - - -A-C 10.46 - - - - - - - -



Ped.Flow

(ped/min)

Start Queue(veh)

End Queue(veh)

Geometric Delay

(veh.min/segment)



08:30-08:45

B-AC 0.29 5.67 0.052 - 0.05 0.05 - 0.8 0.19C-AB 0.13 12.89 0.010 - 0.01 0.01 - 0.2 0.08C-A 8.15 - - - - - - - -A-B 0.06 - - - - - - - -A-C 10.46 - - - - - - - -

Page 8 of 9


Entry capacities marked with an '(X)' are dominated by a pedestrian crossing in that time segment.In time segments marked with a '(B)', traffic leaving the junction may block back from a crossing so impairing normal operation of the junction.Delays marked with '##' could not be calculated.

Overall Queues & Delays

Queueing Delay Information Over Whole Period


Delay is that occurring only within the time period.Inclusive delay includes delay suffered by vehicles which are still queuing after the end of the time period.These will only be significantly different if there is a large queue remaining at the end of the time period.

PICADY 5 Run Successful



Ped.Flow

(ped/min)

Start Queue(veh)

End Queue(veh)

Geometric Delay

(veh.min/segment)



08:45-09:00

B-AC 0.24 6.31 0.038 - 0.05 0.04 - 0.6 0.16C-AB 0.09 12.30 0.007 - 0.01 0.01 - 0.1 0.08C-A 6.67 - - - - - - - -A-B 0.04 - - - - - - - -A-C 8.54 - - - - - - - -



Ped.Flow

(ped/min)

Start Queue(veh)

End Queue(veh)

Geometric Delay

(veh.min/segment)



09:00-09:15

B-AC 0.20 6.77 0.030 - 0.04 0.03 - 0.5 0.15C-AB 0.07 11.87 0.006 - 0.01 0.01 - 0.1 0.08C-A 5.59 - - - - - - - -A-B 0.04 - - - - - - - -A-C 7.15 - - - - - - - -

Stream Total Demand(veh)

Total Demand(veh/h)

Queueing Delay(min)

Queueing Delay(min/veh)

Inclusive Delay(min)

Inclusive Delay(min/veh)

B-AC 22.0 14.7 3.7 0.2 3.7 0.2C-AB 8.5 5.7 0.7 0.1 0.7 0.1C-A 612.2 408.2 - - - -A-B 4.1 2.8 - - - -A-C 784.6 523.0 - - - -All 1431.5 954.3 4.4 0.0 4.4 0.0

Page 9 of 9


APPENDIX D

Run Analysis

Arm Names and Flow Scaling Factors

Stream Labelling Convention

Stream A-B contains traffic going from A to B etc.

Run Information

PICADYGUI Version: 5.1 AD

Analysis Program Release: 4.0 (SEPT 2008)

© Copyright TRL Limited, 2008 Adapted from PICADY/3 which is Crown Copyright by permission of the controller of HMSO

For sales and distribution information, program advice and maintenance, contact:TRL Limited

Crowthorne HouseNine Mile Ride

Wokingham, Berks.RG40 3GA, UK

Tel: +44 (0)1344 770758Fax:+44 (0)1344 770864E-mail: [email protected]

Web: www.trlsoftware.co.uk

The user of this computer program for the solution of an engineering problem is in no way relieved of their responsibility for the correctness of the solution

Parameter ValuesFile Run C:\Hammond Ground PICADY PM Peak.vpiDate Run 27 April 2016Time Run 12:19:31Driving Side Drive On The Left

Arm Arm Name Flow Scaling Factor(%)

Arm A Whalley Road (West) 100Arm B Development Access 100Arm C Whalley Road (East) 100

Parameter ValuesRun Title Hammond Ground, ReadLocation Read, LancsDate 13 April 2016Enumerator Michael [PROBOOK]Job Number SK21549Status CompletedClient Trustees of Hammond GroundDescription -

Page 1 of 9

27/04/2016file:///C:/Hammond%20Ground%20PICADY%20PM%20Peak.htm

Errors and Warnings

Geometric Data

Geometric Parameters

Slope and Intercept Values

Note: Streams may be combined in which case capacity will be adjusted These values do not allow for any site-specific corrections

Parameter ValuesWarning No Errors Or Warnings

Parameter Minor Arm BMajor Road Carriageway Width (m) 7.00Major Road Kerbed Central Reserve Width (m) 0.00Major Road Right Turning Lane Width (m) 2.20Minor Road First Lane Width (m) 3.00Minor Road Visibility To Right (m) 60Minor Road Visibility To Left (m) 60Major Road Right Turn Visibility (m) 120Major Road Right Turn Blocks Traffic Yes

Stream

Interceptfor

StreamB-A

SlopeforA-B

SlopeforA-C

SlopeforC-A

SlopeforC-B

B-A 526.828 0.092 0.232 0.146 0.331B-C 661.709 0.097 0.245 - -C-B 643.456 0.238 0.238 - -

Page 2 of 9


Junction Diagram

Demand Data

Modelling Periods

ODTAB Turning Counts


Parameter Period Duration(min)

Segment Length(min)

First Modelling Period 16:45-18:15 90 15

From/To Arm A Arm B Arm CArm A 0.0 5.0 553.0Arm B 4.0 0.0 4.0Arm C 579.0 5.0 0.0

Page 3 of 9


ODTAB Synthesised Flows


Heavy Vehicles Percentages


Default proportions of heavy vehicles are used

Arm Rising Time Rising Flow(veh/min) Peak Time Peak Flow

(veh/min) Falling Time Falling Flow(veh/min)

Arm A 17:00 6.975 17:30 10.462 18:00 6.975Arm B 17:00 0.100 17:30 0.150 18:00 0.100Arm C 17:00 7.300 17:30 10.950 18:00 7.300

From/To Arm A Arm B Arm CArm A - 10.0 10.0Arm B 10.0 - 10.0Arm C 10.0 10.0 -

Page 4 of 9


Queue Diagrams

Demand Set: Sum of Demand Sets for Modelling Period: 16:45 - 18:15 Modelling Period: 16:45-18:15 View Extent: 40m




Page 5 of 9


Capacity Graph


Page 6 of 9


RFC Graph


Start Queue Graph


End Queue Graph


Delay Graph


Page 7 of 9


Queues & Delays




Ped.Flow

(ped/min)

Start Queue(veh)

End Queue(veh)

Geometric Delay

(veh.min/segment)



16:45-17:00

B-AC 0.10 6.46 0.016 - 0.00 0.02 - 0.2 0.16C-AB 0.13 12.92 0.010 - 0.00 0.01 - 0.2 0.08C-A 7.20 - - - - - - - -A-B 0.06 - - - - - - - -A-C 6.94 - - - - - - - -



Ped.Flow

(ped/min)

Start Queue(veh)

End Queue(veh)

Geometric Delay

(veh.min/segment)



17:00-17:15

B-AC 0.12 5.97 0.020 - 0.02 0.02 - 0.3 0.17C-AB 0.17 13.52 0.013 - 0.01 0.01 - 0.2 0.07C-A 8.58 - - - - - - - -A-B 0.07 - - - - - - - -A-C 8.29 - - - - - - - -



Ped.Flow

(ped/min)

Start Queue(veh)

End Queue(veh)

Geometric Delay

(veh.min/segment)



17:15-17:30

B-AC 0.15 5.26 0.028 - 0.02 0.03 - 0.4 0.20C-AB 0.25 14.32 0.017 - 0.01 0.02 - 0.3 0.07C-A 10.47 - - - - - - - -A-B 0.09 - - - - - - - -A-C 10.15 - - - - - - - -



Ped.Flow

(ped/min)

Start Queue(veh)

End Queue(veh)

Geometric Delay

(veh.min/segment)



17:30-17:45

B-AC 0.15 5.26 0.028 - 0.03 0.03 - 0.4 0.20C-AB 0.25 14.32 0.018 - 0.02 0.02 - 0.3 0.07C-A 10.47 - - - - - - - -A-B 0.09 - - - - - - - -A-C 10.15 - - - - - - - -

Page 8 of 9


Entry capacities marked with an '(X)' are dominated by a pedestrian crossing in that time segment.In time segments marked with a '(B)', traffic leaving the junction may block back from a crossing so impairing normal operation of the junction.Delays marked with '##' could not be calculated.

Overall Queues & Delays

Queueing Delay Information Over Whole Period


Delay is that occurring only within the time period.Inclusive delay includes delay suffered by vehicles which are still queuing after the end of the time period.These will only be significantly different if there is a large queue remaining at the end of the time period.

PICADY 5 Run Successful



Ped.Flow

(ped/min)

Start Queue(veh)

End Queue(veh)

Geometric Delay

(veh.min/segment)



17:45-18:00

B-AC 0.12 5.97 0.020 - 0.03 0.02 - 0.3 0.17C-AB 0.17 13.52 0.013 - 0.02 0.01 - 0.2 0.07C-A 8.58 - - - - - - - -A-B 0.07 - - - - - - - -A-C 8.29 - - - - - - - -



Ped.Flow

(ped/min)

Start Queue(veh)

End Queue(veh)

Geometric Delay

(veh.min/segment)



18:00-18:15

B-AC 0.10 6.46 0.016 - 0.02 0.02 - 0.2 0.16C-AB 0.13 12.92 0.010 - 0.01 0.01 - 0.2 0.08C-A 7.20 - - - - - - - -A-B 0.06 - - - - - - - -A-C 6.94 - - - - - - - -

Stream Total Demand(veh)

Total Demand(veh/h)

Queueing Delay(min)

Queueing Delay(min/veh)

Inclusive Delay(min)

Inclusive Delay(min/veh)

B-AC 11.0 7.3 1.9 0.2 1.9 0.2C-AB 16.5 11.0 1.4 0.1 1.4 0.1C-A 787.3 524.9 - - - -A-B 6.9 4.6 - - - -A-C 761.2 507.4 - - - -All 1582.9 1055.3 3.3 0.0 3.3 0.0

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APPENDIX E

transport statement - ribble valley · 2017. 1. 3. · transport statement project: land at hammond...

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