Contentsapps.nuneatonandbedworth.gov.uk/BT_NBBC_Planning/planning... · 2015-08-26 · Contents . 1 INTRODUCTION ... \Projects\W150000\W151834 - Lidl - Nuneaton - Hinckley Road\Word\R01-CR-151834-15_08_07

$Page 1: Contentsapps.nuneatonandbedworth.gov.uk/BT_NBBC_Planning/planning... · 2015-08-26 · Contents . 1 INTRODUCTION ... \Projects\W150000\W151834 - Lidl - Nuneaton - Hinckley Road\Word\R01-CR-151834-15_08_07$

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Contents

1 INTRODUCTION ........................................................................................................... 1

2 EXISTING CONDITIONS ................................................................................................. 2

Site Details .................................................................................................................. 2

Existing/Extant Use ...................................................................................................... 2

Census Data ....................................................................................................... 3

Site Access ................................................................................................................... 4

Walking ....................................................................................................................... 4

Cycling ............................................................................................................... 6

Bus Services ....................................................................................................... 8

Rail Services ..................................................................................................... 11

Local Highway Network ............................................................................................. 12

Higham Lane .................................................................................................... 12

Hydes Pastures .......................................................................................................... 12

Hinckley Road (A47) ................................................................................................... 13

Existing Traffic Flows ................................................................................................. 13

Summary ................................................................................................................... 14

3 DEVELOPMENT PROPOSALS ....................................................................................... 16

Development Composition ........................................................................................ 16

Pedestrian/Cycling Facilities ...................................................................................... 17

Vehicular Access ........................................................................................................ 17

Parking ...................................................................................................................... 18

Internal Highway Layout ............................................................................................ 19

Servicing .................................................................................................................... 19

4 TRAFFIC ANALYSIS ..................................................................................................... 21

Background Traffic Growth ........................................................................................ 21

Committed Development........................................................................................... 24

Traffic Generation ...................................................................................................... 24

Extant/Permitted Use ................................................................................................ 26

Trip Type Assessment ................................................................................................ 27

Distribution ............................................................................................................... 29

Effect on the Network ................................................................................................ 31

Junction Capacity Analysis ......................................................................................... 32

Summary ......................................................................................................... 33

Forecast Parking Utilisation ....................................................................................... 33

5 SUMMARY AND CONCLUSIONS .................................................................................. 35

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Summary ................................................................................................................... 35

Conclusion ................................................................................................................. 36

Figures

Figure 2.1 - Site Location

Figure 2.2 - Location of PRoW

Figure 2.3 - 15 and 30 minute indicative walking isochrones

Figure 2.4 - National Cycle Route 32

Figure 2.5 - 15 and 30 minute indicative cycling isochrones

Figure 2.6 - Local Bus Stops

Figure 2.7 - Existing Bus Services

Figure 3.1 - Proposed Site Plan

Figure 3.2 - Proposed Site Access Drawing

Figure 4.1-4.2 - 2016 Traffic Flows

Figure 4.3-4.4 - 2021 Traffic Flows

Figure 4.5-4.6 - AM and PM Traffic Distribution

Figure 4.7 - Forecast Parking Utilisation

Appendices

Appendix A - Traffic Surveys

Appendix B - Proposed Site Plan

Appendix C - Proposed Site Access Drawing

Appendix D - Swept Path Analysis

Appendix E - TEMPro Summary

Appendix F - TRICS Output

Appendix G - PICADY Output

Appendix H - ARCADY Output

Lidl Nuneaton, Transport Statement 1

H:\Projects\W150000\W151834 - Lidl - Nuneaton - Hinckley Road\Word\R01-CR-151834-15_08_07 - Transport

Statement.docx

August 2015

1 INTRODUCTION

1.1 Vectos is retained by Lidl UK GmbH to provide traffic and transportation advice in support of

a planning application for the development on land currently used as a Ford dealership, to a

Lidl store on Hydes Pastures, Nuneaton.

1.2 It is proposed to redevelop the site to accommodate a Lidl food retail store with a gross

external area (GEA) of 2556m2 (2458m2 GIA) and associated car parking and servicing

facilities.

1.3 This Transport Statement has been prepared to assess:

The site’s accessibility by sustainable modes of transport;

The trip attraction associated with the proposed redevelopment of the site and

potential effect on the adjoining local highway network;

The proposed access arrangements to the site, including junction capacity assessment

based on traffic surveys for the weekday AM and PM peak periods; and

The servicing arrangements and parking provision within the site.

1.4 The scope of this Transport Assessment has been agreed with the traffic and transportation

officers within Warwickshire County Council (agreed with Ben Nailing on 2nd July).

1.5 The structure of the report is as follows:

Section 2: sets out the existing conditions;

Section 3: provides details of the development proposals;

Section 4: details the forecast vehicular trip attraction to the proposal and provides

comment on the effect on the:

adjacent highway;

the utilisation of the car park;

the proposed servicing arrangements; and

Section 5: Provides a summary and conclusions.



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2 EXISTING CONDITIONS

Site Details

2.1 The proposed development is located approximately 1.3km to the north east of Nuneaton

town centre. The site is bound to the north by residential development, to the east by Hydes

Pastures, to the south by Hinckley Road and to the west by rear gardens of residential

dwellings on Southfield Close.

2.2 The location of the site is shown in Figure 2.1.

Figure 2.1 – Site Location

Existing/Extant Use

2.3 The site is currently occupied by Allen Ford car dealership and showroom with Gross Internal

Floor Area of 1624.56m2.



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August 2015

2.4 The site is ideally located to meet the convenience shopping needs in this area due to its

location within a residential settlement and catchment. It will cater mainly for food and

convenience shopping needs, as well as the ‘top-up’ shopping requirements to a significant

walk-in catchment population. There will also, due to the location of the site, be an element

of pass-by and linked trips.

Census Data

2.5 The observed mode split for journeys to the Super Output Area ‘Nuneaton and Bedworth

001’ has been taken from the 2011 Census data, and is summarised in Table 2.2.

Table 2.2 – Method of Travel to Work (2011 Census)

Mode Mode Split

(travel to work)

Work Mainly at or From Home 0%

Train 1%

Bus, Minibus or Coach 3%

Taxi 0%

Motorcycle, Scooter or Moped 0%

Driving a Car or Van 69%

Passenger in a Car or Van 7%

Bicycle 2%

On Foot 17%

Other Method of Travel to Work 0%

Total 100%

2.6 The data summarised in Table 2.2 illustrates that those who currently work in the ‘Nuneaton

and Bedworth 001’ area, currently travel to work with a relatively high proportion of car

drivers (69%). However, this area also sees a high proportion of people travelling to work on

foot (17%) and as passengers (7%). Evidentially, walking is a major form of transport in this

area (behind the private vehicle), and so identifying the good walking routes and linkages are

paramount.



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August 2015

Site Access

2.7 The site is currently accessed from Hydes Pastures via a priority T-junction. Pedestrian access

to the site is provided via a footpath on Hydes Pastures which leads into the site. Cyclists are

accommodated on road in the vicinity of the site.

Walking

2.8 One of the main factors demonstrating the suitability of a development site is its accessibility

by non-car modes of transport. This helps to reduce the reliance on the use of the private car

as well as promoting the aims of ‘smarter’ travel choices.

2.9 Hydes Pastures is the natural access point to the site. The road currently provides footways

on both sides of the carriageway, and through excellent pedestrian provision on Higham

Lane and Hinkley Road, links are provided to the neighbouring communities. These lit

footways are all a good width and are in a good state of repair. In part a number of the

footways also include a grassed verge segregating it from the carriageway.

2.10 There are some PRoW in the local vicinity to the site. In addition to these, the nature of the

local road network encourages accessibility by foot and cycle; furthermore they offer ideal

pedestrian links via informal footways. There are a number of existing footways that serve

the site providing access to the local residential catchment area. In addition, there are a

number of informal pedestrian crossing points (build outs, dropped kerbs and tactile paving)

along the junctions in the vicinity of the site.

2.11 The local PRoW are shown in Figure 2.2 below.



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August 2015

Figure 2.2 – Location of PRoW

2.12 The propensity for people to walk or cycle depends on individual preferences and

circumstances. These circumstances might include, for instance, the purpose of the journey,

the attractiveness of, and activity along, the route, the weather, and the cost of alternatives.

2.13 The thrust of land use and transport policy is to promote and encourage the choice of

walking and cycling above all else where travel needs to occur. Therefore, it is both

reasonable to assume that walking is a viable and growing means of travel, and that new

development, such as this one, should be designed to promote and encourage it. Section 3

explains the design principles for the site.

2.14 In practice, the distance that any individual is likely to choose to walk depends on that

individual and the circumstances, but it is fair to assume that over time, given current

policies to encourage community, the propensity for individuals to walk, and to walk further,

will increase.

Site



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August 2015

2.15 Figure 2.3 shows the 15 minute and 30 minute walking isochrones for the site.

Figure 2.3 – 15 (purple) & 30 (green) minute indicative walking isochrones

Cycling

2.16 The area is served by good quality pedestrian routes and through attractive and active

environment, the local streets are conducive to cycling.

2.17 The existing cycle infrastructure within this area of Nuneaton is good, with much of Higham

Lane being classified as an ‘advisory’ cycle route to the north. National Cycle Route 52 is

located nearby to the west of the site, this runs from Warwick, through Coventry and links

with NCR 6 just west of Loughborough. The local cycle provision is illustrated in Figure 2.4.

Figure 2.4 National Cycle Route 52



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August 2015

2.18 In practice, the distance that any individual is likely to choose to cycle depends on that

individual and the circumstances, but it is fair to assume that over time, given current

policies to encourage community, the propensity for individuals to cycle, and to cycle

further, will increase.

2.19 Figure 2.5 shows the 15 & 30 minute cycling isochrones for the site.

Figure 2.5 – 15 (red) & 30 (blue) indicative cycling isochrones

Site



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August 2015

Bus Services

2.20 The site is well served in terms of public transport services, in particular bus services.

2.21 The site is served by four local bus stops, located between 90m and 225m from the centre of

the site. These bus stops are shown in Figure 2.6.

Figure 2.6 – Local Bus Stops



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August 2015

2.22 Figure 2.7 shows the existing bus services operating in and from Nuneaton.

Figure 2.7 – Existing Bus Services



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August 2015

2.23 A summary of the existing bus services is shown in Table 2.1. The 6 and 55 serve the nearest

two bus stops, and services 1, 7, 10, 48 and 158 serve the 2 remaining nearby bus stops. A

summary of these bus services is provided in Table 2.1.

Table 2.1 – Summary of Existing Bus Services in the Vicinity of the Site

Service Route Frequency

Mon-Fri Sat Sun

1

Earl Shilton - Nuneaton Every 30 minutes Every 30

minutes -

Nuneaton - Earl Shilton Every 30 minutes Every 30

minutes

6

Hinkley - Dadlington - Stoke Golding -

Nuneaton Every hour Every hour -

Nuneaton - Stoke Golding - Dadlington -

Hinkley Every hour Every hour



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August 2015

7

Burbage - Nuneaton via Hinkley Every 30 minutes Every 30

minutes -

Nuneaton - Burbage via Hinkley Every 30 minutes Every 30

minutes

10

(Hinkley) - Nuneaton - Grove Farm Every 10 minutes Every 10

minutes

Every 30

minutes

Grove Farm - Nuneaton - (Hinkley) - (Earl

Shilton) Every 10 minutes

Every 10

minutes

Every 30

minutes

48

Atherstone/ Leicester- Coventry via

Nuneaton Every 20 minutes

Every 20

minutes Every hour

Coventry - Atherstone/ Leicester via


Every 20

minutes Every hour

55

Nuneaton - Coventry via Bedworth Approx every 30

minutes

Every 20 - 30

minutes -

Coventry - Nuneaton via Bedworth Every 30 minutes Every 30

minutes

158

Leicester - Earl Shilton - Barwell - Hinkley -


Every 30

minutes Every hour

Nuneaton - Hinkley - Barwell - Earl

Shilton - Leicester

Every 20 - 30

minutes

Every 30 - 40

minutes Every hour

2.24 The bus frequency and therefore attractiveness within suitable walking distance from the

site here is considered to be good.

Rail Services

2.25 The nearest Rail station is Nuneaton station which is located approximately 700m to the

west of the site, and provides frequent services to Birmingham, Leicester, Cambridge, Crewe,

and London Euston; as well as many local stations on these lines.

2.26 Train operating from Nuneaton rail station run services to London Euston every hour, to

Birmingham New Street approximately every 30 minutes, and to Leicester and Coventry

every hour. More local stations are served on a more regular basis, encompassing Rugby to

the south, and Atherstone to the immediate north.



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August 2015

Local Highway Network

Higham Lane

2.27 Higham Lane provides a link between Hinkley Road to the south, and the A5 to the north of

Nuneaton. This lit, single carriageway road is subject to a 30 mph speed limit in the vicinity of

the site, and becomes 40 mph to the north as the nature of the area becomes less

residential.

2.28 Currently there exist footways along both sides of the carriageway for a good length of

Higham Lane within the bounds of the built-up area, with footways separated from the

carriageway via a grass verge on much of the western side of the carriageway.

2.29 An informal crossing is provided across Higham Road immediately before the mini-

roundabout junction with Hinkley Road, which consists of a central island and benefits from

dropped kerbs. Continuous pedestrian linkages are provided through dropped kerbs and

some tactile paving along the length of Higham Lane.

2.30 Two bus stops are provided on Higham Lane within close proximity to the site. These are

‘opposite’ and ‘adjacent’ to Ferndale Close.

Hydes Pastures

2.31 Hydes Pastures joins Higham Lane at a priority T-junction whereby Higham Lane has priority.

This lit street forms the sole access to the recent residential development adjacent to the

site.

2.32 As a result of the recent residential development, Hydes Pastures is currently in the process

of being adopted by Warwickshire County Council. We understand following discussions

with the Engineering Manager in the Council that the developer and the Council have a

signed legal agreement in place and that the highway adoption will follow within the next

few months once the snagging process is completed.



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August 2015

2.33 Footways of generous width are provided on either side of the carriageway, thereby

continuing the good pedestrian provision on Higham Lane, past the site, and into the new

residential development.

2.34 Hydes Pastures is subject to a 30 mph speed limit, continued from Higham Lane.

Hinckley Road (A47)

2.35 Hinckley Road boarders the southern edge of the site, whilst Higham Lane connects to it via a

mini-roundabout.

2.36 Old Hinckley Road connects the A444 to the west, to the A4254 to the east where it becomes

The Long Shoot (A57) at a roundabout.

2.37 Hinckley Road is single carriageway in the vicinity of the site and is subject to a 30 mph speed

limit.

2.38 Two bus stops are existent on either side of the mini-roundabout junction with Higham Lane,

the eastbound stop benefits from a dedicated layby, shelter and timetable. Similarly the

westbound stop is equipped with a shelter, bin and timetable.

2.39 Footways are provided on both sides of the carriageway and for the most part these are

separated from the carriageway by grass verges. These footways also have the advantage of

lighting. A signalised pedestrian crossing is provided to the east of the junction with Higham

Lane, providing safe and easy connectivity for pedestrians.

Existing Traffic Flows

2.40 Following a site visit, it was apparent that there were Severn Trent Water road works on

Higham Lane north of Hydes Pastures and the local highway authority advised that these

road works could skew the traffic data.

2.41 However and in order to understand the existing traffic demand from the site, a traffic

survey was undertaken on Wednesday 8th July at the Site Access/Hydes Pastures junction



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August 2015

and the Hydes Pastures/Higham Lane junction. The full traffic surveys are included at

Appendix A.

2.42 In addition survey data was procured from Warwickshire County Council (WCC) for the

Higham Lane/Hinckley Road junction. This survey was undertaken on Thursday 12th March

2015. The survey results are also included at Appendix A.

2.43 A comparison between the northbound and southbound traffic flows on Higham Lane from

each set of surveys, shows that there are discrepancies in the flows between the Higham

Lane/Hydes Pastures and Higham Lane/Hinckley Road junctions. This is expected and would

naturally be the case in traffic levels recorded on different days.

2.44 In the AM peak, there is a discrepancy of 40 vehicles travelling northbound between the

junctions and a discrepancy of 85 vehicles travelling southbound. In the PM peak, there is a

discrepancy of 10 vehicles travelling northbound and 153 vehicles travelling southbound.

This suggests that there is a daily variation of traffic on Higham Lane.

2.45 For robustness, the highest recorded volumes of traffic in both directions on Higham

Lanehave been used within the assessment.

Summary

2.46 There are currently good pedestrian and cycle networks in the vicinity of the site. The site is

also located in close proximity to a number of residential developments in the surrounding

area which means that the site is in walking distance to a large residential catchment. The

location of the site will benefit customers and employees.

2.47 There are bus stops located within 225m of the site which provide services to a number of

destinations including Nuneaton, Burbage, Hinkley, Coventry, Leicester and Bedworth. There

are currently 36 services per hour in both directions. The site is also located within 700m of

the site with rail services to Birmingham, Leicester, Cambridge, Crewe and London Euston,

stopping at local stations along the route.



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August 2015

2.48 As demonstrated in this chapter, the site is located in a highly sustainable location and can

be easily accessed by a number of sustainable modes.



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3 DEVELOPMENT PROPOSALS

Development Composition

3.1 It is proposed to change the existing use of the site from car dealership/showroom to A1

discount food retail with a GEA of 2,556m2. At the time of writing this report the site was

fully occupied by the car dealership with full operational traffic associated with its use.

3.2 A copy of the proposed site plan including access and parking arrangements is shown in

Figure 3.1 and a scale drawing is attached at Appendix B.

Figure 3.1 – Proposed Site Plan



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August 2015

Pedestrian/Cycling Facilities

3.3 The existing pedestrian and cycling facilities in the vicinity of the site are considered to be

very good. The location of the site is extremely well placed in terms of accessibility and

connects with the existing pedestrian and cycling network immediately adjacent to the site.

3.4 Long and short term cycle parking will be provided on site for the use of employees and

customers in a safe, secure and convenient location within the car park in close proximity to

the store entrance of the site as shown in Figure 3.1.

Vehicular Access

3.5 The site will be accessed by customers and service vehicles via the existing access from

Hydes Pastures. This will be the only point of access to the site.

3.6 The proposed access arrangements are shown in Figure 3.2 and a scale drawing is contained

at Appendix C. The junction has been widened to cater for the swept path of delivery

vehicles which in turn has improved upon the existing visibility from the site.

Figure 3.2 – Proposed Site Access



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August 2015

Parking

3.7 The parking provision on the site will be in accordance with Nuneaton and Bedworth’s

Supplementary Planning Guidance, Car Parking Standards (March 2008). The parking

standards are summarised in Table 3.1.

Table 3.1 – Nuneaton and Bedworth Maximum Car Parking Standards

Use Car parking standard

A1 Shops

Shop under 1000sqm 1 space per 40 sqm

Non food shop over 1000sqm 1 space per 25 sqm

Food shop over 1000sqm 1 space per 15 sqm

3.8 Based on the maximum parking standards as set out in Table 3.1, a total of 160 car parking

spaces would be permitted at the site.



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3.9 As part of the development proposals, a total of 134 car parking spaces are proposed. These

include 6 disabled car parking spaces and 6 parent and child parking spaces. In line with the

sustainable nature of the site, with regard to proximity to residential properties and bus

stops, the proposed level of paring on the site is considered sufficient to meet the demands

3.10 Cycle parking will also be provided at the site for employees and customers.

Internal Highway Layout

3.11 The proposed internal site layout is shown in Figure 3.1 and has been designed to make the

most efficient use of the space whilst having regard to the safe access, circulation and

parking within the site.

Servicing

3.12 Servicing of the site will take place in the north western corner of the site. Servicing vehicles

will enter the site via the site access from Hydes Pastures, manoeuvre through the car park

and reverse into the service bay. On exit, the servicing vehicle will drive in forward gear from

the service bay, through the car park and out of the site via the site access onto Hydes

Pastures.

3.13 Appendix D includes the swept path analysis for the site and shows how the largest 16.5m

Articulated Vehicle anticipated for this type of development can be accommodated by the

proposed servicing arrangements.

3.14 With regard to servicing of the Lidl food store, Lidl as a multi-national operator, have full

control over their supply chain and have the infrastructure, expertise and logistics network in

place to allow efficient multi-platform operations and cross docking of goods at nationwide

centralised depots. For this reason deliveries can be confined to a minimal number and

undertaken in an adept manner, so that all servicing is both efficient and effective and can

fully control all servicing requirements. Lidl food stores of this size receive 1 delivery per day

or infrequently where peak periods in demand dictate otherwise e.g. Christmas period, a



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maximum of 2 deliveries per day, which are scheduled to arrive at different times during the

day i.e. 1 delivery in the morning and 1 delivery in the afternoon.

3.15 For these reasons the provision of one service bay is considered more than sufficient to meet

the requirements of the forecast servicing arrangements of the site and is in line with other

existing Lidl stores in the UK.

3.16 In the majority of instances, deliveries to the store will be undertaken at off-peak highway

hours when traffic levels are relatively light. In other words, it is unlikely that deliveries will

be undertaken in the weekday AM or PM peak hour.

3.17 Instead of the main depot delivery returning empty, on their return journey, Lidl vehicles

remove food waste and recyclable materials, thereby reducing the number of servicing trips.

This also reduces fuel usage, vehicle mileage and overall lowers servicing trips.



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4 TRAFFIC ANALYSIS

4.1 This section examines the forecast effect of the proposed development traffic on the local

highway network. The scope of the operational assessment has been agreed with

Warwickshire County Council, and accordingly the potential effects of the development

traffic has been assessed at the following junctions:

Proposed Site Access / Hydes Pastures;

Hydes Pastures / Higham Lane; and

Hinckley Road / Higham Lane.

Background Traffic Growth

4.2 National Traffic Model (NTM) background traffic growth factors have been applied to the

observed 2015 traffic data for the Weekday AM and PM peak periods to reflect the potential

traffic flows on this part of the highway network in the opening year (2016) and design year

(2021). The full NTM summary is provided in Appendix E.

4.3 The background opening year (2016) and design year (2021) traffic flows for the weekday

AM and PM peak periods are shown in Figures 4.1 – 4.2 and 4.3 – 4.4.



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Figure 4.1 – 2016 Opening Year Traffic Flows – AM

Figure 4.2 – 2016 Opening Year Traffic Flows – PM

14

0

Higham Lane

5 516

0 8

6 13

3

22

22 293

615

Higham Lane

274

437 178

187

694

Hinckley Road Hinckley Road

87

582

2016 AM Vehicles

Site

4

0

Higham Lane

1 357

0 2

18 21

10

7

18 369

534

Higham Lane

377

357 176

272

686


104

532

2016 PM Vehicles

Site



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Figure 4.3 – 2021 Future Year Traffic Flows – AM

Figure 4.4 – 2021 Future Year Traffic Flows – PM

15

0

Higham Lane

5 545

0 9

6 14

3

24

24 309

650

Higham Lane

290

462 188

198

733


92

614

2021 AM Vehicles

Site

4

0

Higham Lane

1 377

0 2

19 22

11

7

19 389

564

Higham Lane

398

377 186

288

724


110

561

2021 PM Vehicles

Site



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Committed Development

4.4 There are no committed development schemes included in the assessment.

Traffic Generation

4.5 Vehicle trip rates for the proposed development have been based on trips derived from the

TRICS database for the corresponding land use. TRICS is a database of trip generation data

from a wide variety of land uses (retail, employment, leisure etc.) across the UK. Traffic

surveys are carried out to measure how many people travel to a site, by what mode, at what

time of day. The purpose of the database is to provide an estimate of likely trip generation

to/from a new development, by comparing it with trip generation from existing comparative

sites.

4.6 The TRICS derived trip rates for a typical Friday are shown in Table 4.1 and the detailed TRICS

data sets are shown in Appendix F.

4.7 The corresponding TRICS derived trip generation for the proposed development is shown in

Table 4.2.



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Table 4.1 – TRICS Derived Trip Rates – A1 Discount Food Store (per m2) – Weekday

Time Range Arrivals Departures Totals

07:00-08:00 0.315 0.096 0.411

08:00-09:00 0.969 0.592 1.561

09:00-10:00 2.109 1.508 3.617

10:00-11:00 3.293 2.728 6.021

11:00-12:00 3.141 2.961 6.102

12:00-13:00 2.961 3.096 6.057

13:00-14:00 2.701 2.773 5.474

14:00-15:00 3.652 3.428 7.08

15:00-16:00 3.491 3.679 7.17

16:00-17:00 2.997 3.195 6.192

17:00-18:00 2.791 3.446 6.237

18:00-19:00 2.082 2.414 4.496

19:00-20:00 0.897 1.301 2.198

20:00-21:00 0.266 0.39 0.656

21:00-22:00 0.143 0.392 0.535

Daily 31.808 31.999 63.807



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Table 4.2 – TRICS Derived Trip Generations – A1 Discount Food Store (per m2) – Weekday (2556m2)

Time Range Arrivals Departures Totals Average veh Movements per

minute

07:00-08:00 8 2 11 1

08:00-09:00 25 15 40 1

09:00-10:00 54 39 92 2

10:00-11:00 84 70 154 3

11:00-12:00 80 76 156 3

12:00-13:00 76 79 155 3

13:00-14:00 69 71 140 2

14:00-15:00 93 88 181 3

15:00-16:00 89 94 183 3

16:00-17:00 77 82 158 3

17:00-18:00 71 88 159 3

18:00-19:00 53 62 115 2

19:00-20:00 23 33 56 1

20:00-21:00 7 10 17 1

21:00-22:00 4 10 14 1

Daily 813 818 1631

Extant/Permitted Use

4.8 As the site has an existing permitted use it has been considered appropriate to reflect the

likely trip generation from this permitted use and hence to derive the net effect of the

development proposals with regard to trip generation. Understanding the trip generation of

the existing site has been achieved by surveying the existing movements to/from the site.

This can be achieved because the site is still in operation.

4.9 A survey of the site access junction was undertaken on Wednesday 8th July 2015. The

recorded ins and outs from the site access are shown in Table 4.3. Because the critical period

on the network is the Friday PM peak, surveys were not undertaken on a weekend.

Table 4.3 – Trip Generation of Existing Site



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Time Period Arrivals Departures Combined

AM Peak (08:00-09:00) 22 6 28

PM Peak (17:00-18:00) 7 18 25

4.10 The net increase in trip attraction between the permitted and proposed use has been

undertaken with the outcomes shown in Table 4.4.

Table 4.4 – Net change in Development Trips

Time Period Arrivals Departures Combined

AM Peak (08:00-09:00) 3 9 12

PM Peak (17:00-18:00) 64 70 134

4.11 The information shown in Table 4.4 indicates that the proposed development of a Lidl store

will generate an additional 12 two way vehicle trips in the AM peak and an additional 134

two way vehicle trips in the PM peak above the existing trip generation of the car showroom.

4.12 This results in an additional vehicle every 6 minutes in the AM peak and 3 additional vehicles

per minute in the PM peak.

4.13 It should be noted that the development trips in Table 4.4 have yet to be discounted based

on a trip type assessment.

Trip Type Assessment

4.14 Given the site’s location to a number of primary and secondary distributor roads, it is

considered that a high proportion of vehicular trips to the store will be ‘pass-by, diverted or

transferred’ trips and therefore not newly generated trips on the local highway network.

4.15 The basis of this reduction in newly generated trips is substantiated by the widely accepted

research into ‘pass-by, diverted or transferred’ trips including that undertaken by Kamali and

Crow (1989) and MacIver and Dickinson (1992). The research demonstrates that a significant

proportion of trips attracted to a new retail development are likely to visit the store as part

of an existing trip i.e. they will already be passing the development and hence to not

constitute a new trip. The research stated that:



Statement.docx

August 2015

‘if a development is located near to a strategic commuting route (which the proposed Lidl

Store is) the major roads may be largely unaffected by the introduction of a store’.

4.16 It further went on to conclude that:

‘in most circumstances 10% or less of the total trips are completely new and in practice the

value is so small it can be discounted.’

4.17 A proportion of trips to a new food store will also comprise ‘transferred trips’, which can be

classified as trips made to another food store (e.g. ASDA in the town centre) that have been

transferred to the new development.

4.18 On this basis, we consider that during the peak periods, it would be realistic to assume that a

large proportion of trips associated with the development of a food store in this location

would already be on the highway network in the vicinity of the site.

4.19 Based on the widely accepted principles detailed above, regarding trip type proportions to

new food stores, it is considered that new trips to the food store would account for 10% of

total trips to the site on a weekday.

4.20 A judgement has therefore been made that only a small proportion of trips to the site should

be classified as ‘new’ trips. On this basis, the foregoing assessment has been based on the

trip type proportions shown in Table 4.5.

Table 4.5 – Trip Type Proportions

Trip Type Weekday PM Peak

Linked Pass by 30%

Linked Diverted 20%

Transferred 40%

New 10%

4.21 Table 4.6 shows the weekday AM and PM Peak hour forecast trip generation to the site

based on the trip type proportions identified in Table 4.5.

Table 4.6 – Forecast Two-Way Trip Generations by Trip Type



Statement.docx

August 2015

Trip Type Weekday AM Peak Weekday PM Peak

Linked Pass by 12 46

Linked Diverted 8 31

Transferred 15 61

New 4 15

4.22 However, in order to undertake a robust capacity assessment and to ensure network

resilience, the trips have only been discounted by 30% in the weekday AM and PM peaks to

account for ‘linked pass by’ trips for use within the junction capacity assessments.

4.23 The trip generation based on the discount of ‘linked pass by’ trips is shown in Table 4.7.

Table 4.7 – Forecast Two-way Trip Generation – Proposed Use

Arrivals Departures Totals

AM Peak (08:00-09:00) 2 6 8

PM Peak (17:00-18:00) 45 49 94

Distribution

4.24 The vehicle movements generated from the proposed development have been assigned

onto the local highway network using the observed traffic flow data from the Hydes Pastures

/ Higham Lane junction and the Higham Lane / Hinckley Road junction to reflect the potential

origins and destinations of journeys undertaken by employees and customers of the site.

4.25 The distribution is shown in Figures 4.5 to 4.6.

Figure 4.5 – Traffic Distribution – AM Peak



Statement.docx

August 2015

Figure 4.6 – Traffic Distribution – PM Peak

0%

0%

Higham Lane

19% 0%

0% 38%

100% 62%

0%

100%

81% 0%

62%

Higham Lane

81%

44% 18%

56%

0%


26%

0%

Distribution AM

Site

0%

0%

Higham Lane

5% 0%

0% 9%

100% 91%

0%

100%

95% 0%

91%

Higham Lane

95%

61% 30%

69%

0%


26%

0%

Distribution PM

Site



Statement.docx

August 2015

Effect on the Network

4.26 The effect of the proposed development on the network has been based on the proportions

of new, linked diverted and transferred trips, which for assessment purposes are considered

to be additional trips to this specific part of the highway network.

4.27 Based on the forecast traffic generation detailed in Table 4.7 and the development traffic

distributions shown in Figures 4.5 and 4.6, the effect of the proposed development during

the opening year (2016) is shown in Tables 4.8-4.9.

Table 4.8 – Forecast Development Traffic Impact – Weekday AM Peak

Link

Total

Background

Traffic

Development

Traffic

(Vehicles)

Development

Traffic - %

Change

Higham Lane (n) 908 3 0.3%

Higham Lane (s) 930 6 0.6%

Hinckley Road (e) 1555 2 0.1%

Hinckley Road (w) 1929 4 0.2%

Table 4.9 – Forecast Development Traffic Impact – Weekday PM Peak

Link

Total

Background

Traffic

Development

Traffic

(Vehicles)

Development

Traffic - %

Change

Higham Lane (n) 884 7 0.8%

Higham Lane (s) 920 87 9.5%

Hinckley Road (e) 1500 27 1.8%

Hinckley Road (w) 1854 61 3.3%

4.28 Based on the proportional impact of development traffic summarised in Tables 4.8–4.9,

there is forecast to be a negligible increase in traffic across the local network with relatively

small increases in vehicle movements during the peak periods assessed. Moreover, the effect

of the development in the forecast year (2021) would be less than that shown in Tables 4.8 –

4.9 due to the application of background traffic growth.



Statement.docx

August 2015

Junction Capacity Analysis

4.29 Operational capacity assessments have been undertaken at the Hydes Pastures / Higham

Lane junction, and the Hinckley Road/ Higham Lane mini-roundabout for the forecast design

year, 5 years after opening i.e. 2021.

4.30 Due to the low traffic generations associated with the proposed site and the fact that it is an

existing access to a car showroom/garage, it has not been considered necessary to assess the

capacity of the Site Access / Hydes Pastures junction.

4.31 The operational analyses have been undertaken during the weekday AM and PM peak

periods whereby the background traffic flows passing the site are at their highest for the

Design Year (2021) with the addition of the development traffic on the highway network as

shown in Figures 4.3-4.4.

4.32 It should be noted that an assessment has not been undertaken during the likely opening

year (2016) with the addition of development traffic as if the junction operates within

capacity in the design year, then it will inevitably operate within capacity during the opening

year as there will be fewer traffic movements at the junction.

4.33 PICADY and ARCADY have been used to model traffic conditions on the proposed site access

and existing mini-roundabout. PICADY and ARCADY are computer programmes that forecast

capacities, queues and delays at priority junctions and roundabouts respectively.

4.34 The results from the analysis of the site access junction based on the forecast effect of

proposed development on the local highway network and inclusion of background traffic

growth is summarised in Table 4.10 in terms of Ratio of Flow Capacity (RFC) and maximum

vehicle queue lengths. The PICADY outputs are provided in Appendix G.

Table 4.10 - Hydes Pastures / Higham Lane - PICADY Outputs (Design Year 2021 with Development)

Link

Reference

AM 2021 PM 2021

Max RFC

Queue Length

(veh) Max RFC

Queue Length

(veh)



Statement.docx

August 2015

B - C 0.02 0 0.01 0

B - A 0.06 1 0.24 1

C - AB 0.02 0 0.01 0

Link Names – A= Higham Lane (s), B = Hydes Pastures, C = Higham Lane (n)

4.35 The results for the Hydes Pastures / Higham Lane junction in the Design Year 2021 with

Development scenario show that the maximum RFC modelled at this junction is 0.24 with

one vehicle queuing and is forecast to occur during the weekday PM peak period.

4.36 The results from the analysis of the Hinckley Road/ Higham Lane junction based on the same

principles described above, show that in the Design Year 2021 with Development scenario

there will be a maximum of one additional car added to the predicted queue on two arms in

the PM peak only. The ARCADY outputs are provided in Appendix H.

Summary

4.37 The operational analysis has confirmed that in the Design Year (2021), the addition of the

development traffic to the local highway network has a negligible impact in capacity terms.

4.38 Based on the forecast level of trip attraction to the site, the level of impact of the proposed

development is considered to be negligible.

Forecast Parking Utilisation

4.39 Figure 4.7 shows the forecast parking utilisation for the site based on a provision of 134 car

parking spaces and demonstrates that the proposed parking provision is sufficient for the

forecast trip attraction to the site.

Figure 4.7 - Forecast Car Parking Utilisation



Statement.docx

August 2015

4.40 The forecast car parking utilisation shows that there is sufficient capacity at the proposed car

park to accommodate customers using the store.

0

20

40

60

80

100

120

140

160

Ve

hic

les

Time

Parking Accumulation - Weekday

ParkingAccumulation

Car parkcapacity



Statement.docx

August 2015

5 SUMMARY AND CONCLUSIONS

Summary

5.1 This Transport Statement has assessed the effect in traffic demand and parking utilisation for

the proposed redevelopment from Car Show Room / Garage to A1 Food Retail.

5.2 The development of the site accords with national Planning Policy in regard to access by

sustainable transport modes.

5.3 There are a number of benefits to the proposed development from a transportation

perspective including:

The retail offering and location of the site to a number of primary and secondary

distributor roads, will result in a significant proportion of vehicular trips to the store

being either ‘pass-by’, ‘linked’ and ‘diverted’ trips and therefore not newly generated

trips on the highway network;

The highly sustainable location of the site within an existing residential community

makes it an attractive option for the resident population to walk/cycle to the site;

Cycle parking will be provided within the site in safe, secure and convenient locations

encouraging both employees and customers to cycle to the site; and

The site is located within 100m of a number of bus stops and pedestrian footways

providing an ideal location, for customers and employees to travel to the site by these

sustainable modes.

5.4 The proposed car parking provision has been shown to be suitable for the requirements of

the site, and is within WCC’s maximum parking standards for food retail developments.

5.5 The operational analysis of Hydes Pastures / Higham Lane and Hinckley Road/ Higham Lane

junctions shows that the forecast traffic generation as a result of the proposals will be able

to be suitable accommodated by the local highway network without any adverse effects i.e.

additional traffic congestion and resultant queuing.



Statement.docx

August 2015

Conclusion

5.6 In conclusion, based on the information provided in the foregoing, there should be no reason

from a transportation viewpoint why planning consent relating to the proposed

redevelopment should not be granted.

APPENDIX A

Traffic Surveys

signal surveys

SURVEY CONTROL

Client: Vectos

Client Contact: Matt Thomas

Survey Location: Nuneaton

Date(s) of Survey: Wednesday 8 July 2015

Notes:

On Site Supervisor: David Cheng

Data Checking: Richard Adams

Survey Reference: 2015.102 Nuneaton

Status: Final

Date of Issue: 14 July 2015

DRAWING TITLE

DRAWN BY DATE REF

TRAFFIC MOVEMENT REFERENCE

DC FIGURE 1JUL 2015SCALE

NTS

N

JOB TITLE

2015.102 NUNEATON

signal surveysTraffic Counts and Car Park Surveys

Parkway House, Palatine Road, Northenden, Manchester, M22 4DB

Tel 0161 998 4226 Fax 0161 998 1189

JUNCTION 1

HydesPastures

4 3

1 2

56

7

10

8

1211

9

HighamLane

FordAccess/Egress

HighamLane

signal surveys

LV HV LV HV LV HV LV HV LV HV LV HV LV HV LV HV LV HV LV HV LV HV LV HV LV HV LV HV

0700 0 0 52 4 13 0 1 0 0 0 2 0 1 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0

0715 2 0 73 1 29 3 1 0 1 0 0 0 0 0 3 0 0 0 0 0 0 0 1 0 3 0 0 0

0730 2 0 93 2 36 2 3 0 2 0 2 0 0 0 5 0 2 0 1 0 0 0 3 0 5 0 3 0

0745 2 0 118 1 35 4 4 1 3 0 3 1 0 1 6 0 1 0 0 0 0 0 4 1 6 0 1 0

0800 1 1 113 3 59 1 4 0 5 1 1 0 1 1 4 0 1 0 0 0 0 0 4 1 4 0 1 0

0815 1 0 130 1 66 4 7 0 2 0 2 0 1 0 6 0 2 0 0 0 0 0 2 0 6 0 2 0

0830 1 0 131 4 82 2 4 0 0 0 3 0 0 0 4 0 0 0 0 0 0 0 3 0 4 0 0 0

0845 1 0 125 3 71 4 7 0 5 0 2 0 0 0 8 0 3 0 0 0 0 0 4 0 8 0 3 0

0900 1 0 107 4 41 4 6 0 3 0 2 0 1 0 5 0 3 0 0 0 0 0 1 0 5 0 3 0

0915 1 0 69 1 33 1 3 1 3 0 1 0 0 0 4 1 0 0 0 0 0 0 3 0 4 1 0 0

0930 0 0 72 2 44 2 1 0 4 0 0 0 0 0 1 0 4 0 0 0 0 0 0 0 1 0 4 0

0945 0 0 56 4 31 5 2 0 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1

1000 0 0 2 0 1 0 0 0 0 0 3 0 2 0 1 0

1015 1 0 1 0 3 0 0 0 0 0 0 0 1 0 3 0

1030 1 0 2 0 3 0 0 0 0 0 0 0 2 0 3 0

1045 0 0 1 1 2 0 0 0 0 0 1 0 1 1 2 0

1100 1 0 3 0 2 0 0 0 0 0 0 0 3 0 2 0

1115 0 0 0 0 2 0 0 0 0 0 1 0 0 0 2 0

1130 0 1 3 0 1 1 0 0 0 0 2 0 3 0 1 1

1145 0 0 1 0 3 0 0 0 0 0 0 0 1 0 3 0

1200 4 0 4 0 2 0 0 0 0 0 0 0 4 0 2 0

1215 2 0 2 0 4 0 0 0 0 0 2 0 2 0 4 0

1230 1 0 2 0 4 0 0 0 0 0 1 0 2 0 4 0

1245 0 0 3 0 3 0 0 0 0 0 1 0 3 0 3 0

1300 0 0 6 0 2 0 0 0 0 0 2 0 6 0 2 0

1315 2 0 2 0 5 0 0 0 0 0 1 0 2 0 5 0

1330 1 0 0 0 1 0 0 0 0 0 1 0 0 0 1 0

1345 0 0 5 0 4 0 0 0 0 0 0 0 5 0 4 0

1400 1 0 3 0 4 0 0 0 0 0 0 0 3 0 4 0

1415 3 0 3 0 3 0 0 0 0 0 0 0 3 0 3 0

1430 1 0 2 0 5 0 0 0 0 0 2 0 2 0 5 0

1445 0 0 5 0 3 0 0 0 0 0 1 0 5 0 3 0

1500 1 0 3 0 3 0 0 0 0 0 1 0 3 0 3 0

1515 2 0 3 0 3 0 0 0 0 0 0 0 3 0 3 0

1530 4 0 4 0 6 0 0 0 0 0 2 0 4 0 6 0

Time Beginning

Higham Lane/Hydes Pastures/Ford Access-Egress - Wednesday 8 July 2015

1 2 3 4 5 6 7 8 IN OUT9 10 11 12

signal surveys

1545 2 0 2 0 3 0 0 0 0 0 0 0 2 0 3 0

1600 3 0 84 0 74 1 2 0 3 0 3 0 1 0 4 0 4 0 0 0 0 0 1 0 4 0 4 0

1615 0 0 71 1 73 2 1 0 7 0 4 0 0 0 1 0 8 0 0 0 0 0 3 0 1 0 8 0

1630 2 0 89 2 88 2 8 0 4 0 4 0 3 0 8 0 6 0 0 0 0 0 2 0 8 0 6 0

1645 0 0 87 2 73 1 7 0 1 0 2 0 2 0 5 0 2 0 0 0 0 0 0 0 5 0 2 0

1700 0 0 97 2 91 3 3 0 6 0 0 0 1 0 1 0 5 0 0 0 0 0 0 0 1 0 5 0

1715 1 0 79 3 103 0 5 0 4 0 1 0 3 0 2 0 5 0 0 0 0 0 0 0 2 0 5 0

1730 0 0 80 0 81 2 4 0 6 0 1 0 2 0 2 0 3 0 0 0 0 0 4 0 2 0 3 0

1745 0 0 88 4 83 1 6 0 5 0 0 0 4 0 2 0 5 0 0 0 0 0 0 0 2 0 5 0

1800 2 0 66 0 75 1 0 0 3 0 1 0 1 0 1 0 3 0 0 0 0 0 0 0 1 0 3 0

1815 0 0 59 3 61 0 4 0 1 0 0 0 4 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0

1830 0 0 60 0 62 1 1 0 2 0 0 0 1 0 0 0 1 0 0 0 0 0 1 0 0 0 1 0

1845 0 0 88 5 85 1 7 0 5 0 0 0 3 0 3 0 4 0 0 0 0 0 2 0 3 0 4 0

138 2 136 2

12 hour turning count

AM peak

PM peak

APPENDIX B

Proposed Site Plan

Hydes Pastures

Hig

ham

Lan

e

Hinckley Road

Lidl Foodstore

Sub sta.

Trolley and cycle store

APPENDIX C

Proposed Site Access Drawing

2

15

50

Gas Gov

82.7m

SM

HINCKLEY ROAD

El Sub Sta

18

1

HIGH

AM LA

NE

26

SM

22

82.6m

47

46

45

44

43

42

41

40

39

38

37

36

35

34

33

32

31

30

29

28

27

26

25

24

23

22

21

20

19

18

17

16

15

14

13

12

11

10

98

76

54

71085092

2

117

71

70

69

68

67

66

65

64

99

98

97

96

95

94

93

92106

105

104

103

129

128

127

116

115

114

84

83

85

88

89

90

91

107

108

109

110

111112

113

81

80

79

78

77

76

75

74

73

72

1

3

12587

86

118

119

120

121

122

123

82

48495051

63

100

101

102

130

131

132

133

134

124

126

5253

5455

5657

5859

60

6162

2.4m x 31.5m

visibility splay

2.4m x 46.5m

achievable visibility splay

HE

W151834/A/02

.

1:500 at A3

MT 30.6.15

. . . . .

Lidl

Hinckley Road

Nuneaton

Existing Highway Arrangement

1.

2.

This is not a construction drawing and is intended for illustrative purposes only.

Existing white lining is indicative only.

DRAWING NUMBER:

SCALES:

DRAWN: CHECKED:

REVISION:

DATE:

DRAWING TITLE:

PROJECT:

CLIENT:

REV. DETAILS DRAWN DATECHECKED

Notes:

NOTE: THE PROPERTY OF THIS DRAWING AND DESIGN IS VESTED IN VECTOS (SOUTH) LTD.

IT MUST NOT BE COPIED OR REPRODUCED IN ANY WAY WITHOUT THEIR PRIOR WRITTEN CONSENT.

10th Floor, Helmont House, Churchill Way, Cardiff CF10 2HE

t: 02920 720 860 e: [email protected]

transport planning specialists

Ordnance Survey © Crown copyright .

All rights reserved. Licence No. 100052073.

2015

APPENDIX D

Swept Path Analysis

2

15

Gas Gov

82.7m

SM

HINCKLEY ROAD

El Sub Sta

1

HIGH

AM LA

NE

26

SM

22

82.6m

47

46

45

44

43

42

41

40

39

38

37

36

35

34

33

32

31

30

29

28

27

26

25

24

23

22

21

20

19

18

17

16

15

14

13

12

11

10

98

76

54

71085092

2

117

71

70

69

68

67

66

65

64

99

98

97

96

95

94

93

92106

105

104

103

129

128

127

116

115

114

84

83

85

88

89

90

91

107

108

109

110

111112

113

81

80

79

78

77

76

75

74

73

72

1

3

12587

86

118

119

120

121

122

123

82

48495051

63

100

101

102

130

131

132

133

134

124

126

5253

5455

5657

5859

60

6162

FTA Design A

rticulate

d Vehicle (1

998)

HE

W151834/AT/B01

.

1:500 at A3

MT 30.6.15

. . . . .

Lidl

Hinckley Road

Nuneaton

Entry and Servicing Manoeuvre

using a 16.5m FTA Design

Articulated Vehicle

1.

2.



DRAWING NUMBER:

SCALES:

DRAWN: CHECKED:

REVISION:

DATE:

DRAWING TITLE:

PROJECT:

CLIENT:


Notes:








2015

2

15

Gas Gov

82.7m

SM

HINCKLEY ROAD

El Sub Sta

1

HIGH

AM LA

NE

26

SM

22

82.6m

47

46

45

44

43

42

41

40

39

38

37

36

35

34

33

32

31

30

29

28

27

26

25

24

23

22

21

20

19

18

17

16

15

14

13

12

11

10

98

76

54

71085092

2

117

71

70

69

68

67

66

65

64

99

98

97

96

95

94

93

92106

105

104

103

129

128

127

116

115

114

84

83

85

88

89

90

91

107

108

109

110

111112

113

81

80

79

78

77

76

75

74

73

72

1

3

12587

86

118

119

120

121

122

123

82

48495051

63

100

101

102

130

131

132

133

134

124

126

5253

5455

5657

5859

60

6162

F

T

A

D

e

s

ig

n

A

rtic

u

la

te

d

V

e

h

ic

le

(1

9

9

8

)

HE

W151834/AT/B01

.

1:500 at A3

MT 30.6.15

. . . . .

Lidl

Hinckley Road

Nuneaton

Exit Manoeuvre using a 16.5m

FTA Design Articulated Vehicle

1.

2.



DRAWING NUMBER:

SCALES:

DRAWN: CHECKED:

REVISION:

DATE:

DRAWING TITLE:

PROJECT:

CLIENT:


Notes:








2015

APPENDIX E

TEMPro Summary

Period Level Area Weekday AM peak Weekday PM peak

2015‐2016 44UC3 Nuneaton 1.012272733 1.012625003

2015‐2021 44UC3 Nuneaton 1.068665746 1.069400405

APPENDIX F

TRICS Output

TRICS 7.2.2 160615 B17.20 (C) 2015 TRICS Consortium Ltd Monday 20/07/15

Page 1

Vectos Churchill Way Cardiff Licence No: 152302

Calculation Reference: AUDIT-152302-150720-0709TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 01 - RETAILCategory : C - DISCOUNT FOOD STORESMULTI-MODAL VEHICLES

Selected regions and areas:

02 SOUTH EAST

KC KENT 1 days06 WEST MIDLANDS

SH SHROPSHIRE 1 days07 YORKSHIRE & NORTH LINCOLNSHIRE

NY NORTH YORKSHIRE 1 days08 NORTH WEST

MS MERSEYSIDE 1 days10 WALES

GW GWYNEDD 1 daysPS POWYS 1 days

11 SCOTLAND

HI HIGHLAND 1 daysPK PERTH & KINROSS 1 days

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

Filtering Stage 2 selection:

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

are included in the trip rate calculation.

Parameter: Gross floor areaActual Range: 1150 to 1900 (units: sqm)Range Selected by User: 900 to 1900 (units: sqm)

Public Transport Provision:Selection by: Include all surveys

Date Range: 01/01/07 to 27/11/12

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 1 daysTuesday 4 daysWednesday 2 daysFriday 1 days

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

Selected survey types:

Manual count 8 daysDirectional ATC Count 0 days

This data displays the number of manual classified surveys and the number of unclassified ATC surveys, the total adding

up to the overall number of surveys in the selected set. Manual surveys are undertaken using staff, whilst ATC surveys are

undertaking using machines.

Selected Locations:

Edge of Town Centre 6Suburban Area (PPS6 Out of Centre) 2

This data displays the number of surveys per main location category within the selected set. The main location categories

consist of Free Standing, Edge of Town, Suburban Area, Neighbourhood Centre, Edge of Town Centre, Town Centre and

Not Known.

Selected Location Sub Categories:

Residential Zone 1Retail Zone 2Built-Up Zone 1No Sub Category 4


Page 2


This data displays the number of surveys per location sub-category within the selected set. The location sub-categories

consist of Commercial Zone, Industrial Zone, Development Zone, Residential Zone, Retail Zone, Built-Up Zone, Village, Out

of Town, High Street and No Sub Category.

Filtering Stage 3 selection:

Use Class:

Not Known 1 days A 1 7 days

This data displays the number of surveys per Use Class classification within the selected set. The Use Classes Order 2005

has been used for this purpose, which can be found within the Library module of TRICS®.

Population within 1 mile:

5,001 to 10,000 3 days10,001 to 15,000 1 days15,001 to 20,000 2 days25,001 to 50,000 2 days

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

Population within 5 miles:

5,001 to 25,000 3 days25,001 to 50,000 2 days100,001 to 125,000 1 days125,001 to 250,000 1 days500,001 or More 1 days

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

Car ownership within 5 miles:

0.6 to 1.0 1 days1.1 to 1.5 7 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.

Petrol filling station:

Included in the survey count 0 daysExcluded from count or no filling station 8 days

This data displays the number of surveys within the selected set that include petrol filling station activity, and the number

of surveys that do not.

Travel Plan:

Yes 1 daysNo 7 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.


Page 3


LIST OF SITES relevant to selection parameters

1 GW-01-C-01 LIDL GWYNEDD

HIGH STREET

BANGOREdge of Town CentreNo Sub CategoryTotal Gross floor area: 1 3 1 0 sqm

Survey date: FRIDAY 10/07/09 Survey Type: MANUAL

2 HI-01-C-01 LIDL HIGHLAND

CAMANACHD CRESCENT

FORT WILLIAMEdge of Town CentreRetail ZoneTotal Gross floor area: 1 2 8 5 sqm

Survey date: TUESDAY 19/05/09 Survey Type: MANUAL

3 KC-01-C-02 ALDI KENT

WELL ROAD

MAIDSTONEEdge of Town CentreBuilt-Up ZoneTotal Gross floor area: 1 4 0 7 sqm


4 MS-01-C-03 ALDI MERSEYSIDE

LAUREL ROADELM PARKLIVERPOOLSuburban Area (PPS6 Out of Centre)Residential ZoneTotal Gross floor area: 1 1 6 5 sqm

Survey date: WEDNESDAY 20/06/07 Survey Type: MANUAL

5 NY-01-C-02 LIDL NORTH YORKSHIRE

STATION ROAD

THIRSKEdge of Town CentreNo Sub CategoryTotal Gross floor area: 1 5 2 7 sqm


6 PK-01-C-01 ALDI PERTH & KINROSS

GLASGOW ROAD

PERTHEdge of Town CentreRetail ZoneTotal Gross floor area: 1 4 0 0 sqm

Survey date: WEDNESDAY 11/05/11 Survey Type: MANUAL

7 PS-01-C-01 ALDI POWYS

RICH WAY

BRECONEdge of Town CentreNo Sub CategoryTotal Gross floor area: 1 1 5 0 sqm

Survey date: MONDAY 15/09/08 Survey Type: MANUAL


Page 4


LIST OF SITES relevant to selection parameters (Cont.)

8 SH-01-C-01 LIDL SHROPSHIRE

CASTLE STREETHADLEYTELFORDSuburban Area (PPS6 Out of Centre)No Sub CategoryTotal Gross floor area: 1 9 0 0 sqm


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.


Page 5


TRIP RATE for Land Use 01 - RETAIL/C - DISCOUNT FOOD STORESMULTI-MODAL VEHICLES

Calculation factor: 100 sqm

BOLD print indicates peak (busiest) period

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

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

5 1460 0.315 5 1460 0.096 5 1460 0.41107:00 - 08:008 1393 0.969 8 1393 0.592 8 1393 1.56108:00 - 09:008 1393 2.109 8 1393 1.508 8 1393 3.61709:00 - 10:008 1393 3.293 8 1393 2.728 8 1393 6.02110:00 - 11:008 1393 3.141 8 1393 2.961 8 1393 6.10211:00 - 12:008 1393 2.961 8 1393 3.096 8 1393 6.05712:00 - 13:008 1393 2.701 8 1393 2.773 8 1393 5.47413:00 - 14:008 1393 3.652 8 1393 3.428 8 1393 7.08014:00 - 15:008 1393 3.491 8 1393 3.679 8 1393 7.17015:00 - 16:008 1393 2.997 8 1393 3.195 8 1393 6.19216:00 - 17:008 1393 2.791 8 1393 3.446 8 1393 6.23717:00 - 18:008 1393 2.082 8 1393 2.414 8 1393 4.49618:00 - 19:008 1393 0.897 8 1393 1.301 8 1393 2.19819:00 - 20:004 1411 0.266 4 1411 0.390 4 1411 0.65620:00 - 21:002 1404 0.143 2 1404 0.392 2 1404 0.53521:00 - 22:00

22:00 - 23:0023:00 - 24:00

Total Rates: 3 1.808 3 1.999 6 3.807

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just

above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus

departures). Within each of these main columns are three sub-columns. These display the number of survey days where

count data is included (per time period), the average value of the selected trip rate calculation parameter (per time

period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of

the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days

that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals

(whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated

time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated

calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip

rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 1150 - 1900 (units: sqm)Survey date date range: 01/01/07 - 27/11/12Number of weekdays (Monday-Friday): 8Number of Saturdays: 0Number of Sundays: 0Surveys 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.


Page 6


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.


Page 7







Page 8







Page 9


TRIP RATE for Land Use 01 - RETAIL/C - DISCOUNT FOOD STORESMULTI-MODAL TAXIS





5 1460 0.000 5 1460 0.000 5 1460 0.00007:00 - 08:008 1393 0.009 8 1393 0.009 8 1393 0.01808:00 - 09:008 1393 0.009 8 1393 0.009 8 1393 0.01809:00 - 10:008 1393 0.054 8 1393 0.036 8 1393 0.09010:00 - 11:008 1393 0.036 8 1393 0.045 8 1393 0.08111:00 - 12:008 1393 0.027 8 1393 0.036 8 1393 0.06312:00 - 13:008 1393 0.054 8 1393 0.054 8 1393 0.10813:00 - 14:008 1393 0.045 8 1393 0.045 8 1393 0.09014:00 - 15:008 1393 0.054 8 1393 0.054 8 1393 0.10815:00 - 16:008 1393 0.045 8 1393 0.036 8 1393 0.08116:00 - 17:008 1393 0.045 8 1393 0.036 8 1393 0.08117:00 - 18:008 1393 0.018 8 1393 0.036 8 1393 0.05418:00 - 19:008 1393 0.009 8 1393 0.009 8 1393 0.01819:00 - 20:004 1411 0.000 4 1411 0.000 4 1411 0.00020:00 - 21:002 1404 0.000 2 1404 0.000 2 1404 0.00021:00 - 22:00

22:00 - 23:0023:00 - 24:00

Total Rates: 0.405 0.405 0.810






the table.







Parameter summary








Page 10







Page 11







Page 12







Page 13


TRIP RATE for Land Use 01 - RETAIL/C - DISCOUNT FOOD STORESMULTI-MODAL OGVS





5 1460 0.000 5 1460 0.000 5 1460 0.00007:00 - 08:008 1393 0.027 8 1393 0.036 8 1393 0.06308:00 - 09:008 1393 0.027 8 1393 0.018 8 1393 0.04509:00 - 10:008 1393 0.018 8 1393 0.027 8 1393 0.04510:00 - 11:008 1393 0.018 8 1393 0.018 8 1393 0.03611:00 - 12:008 1393 0.009 8 1393 0.009 8 1393 0.01812:00 - 13:008 1393 0.027 8 1393 0.027 8 1393 0.05413:00 - 14:008 1393 0.027 8 1393 0.027 8 1393 0.05414:00 - 15:008 1393 0.009 8 1393 0.000 8 1393 0.00915:00 - 16:008 1393 0.000 8 1393 0.009 8 1393 0.00916:00 - 17:008 1393 0.000 8 1393 0.000 8 1393 0.00017:00 - 18:008 1393 0.000 8 1393 0.000 8 1393 0.00018:00 - 19:008 1393 0.000 8 1393 0.000 8 1393 0.00019:00 - 20:004 1411 0.000 4 1411 0.000 4 1411 0.00020:00 - 21:002 1404 0.000 2 1404 0.000 2 1404 0.00021:00 - 22:00

22:00 - 23:0023:00 - 24:00

Total Rates: 0.162 0.171 0.333






the table.







Parameter summary








Page 14







Page 15







Page 16







Page 17


TRIP RATE for Land Use 01 - RETAIL/C - DISCOUNT FOOD STORESMULTI-MODAL PSVS





5 1460 0.000 5 1460 0.000 5 1460 0.00007:00 - 08:008 1393 0.000 8 1393 0.000 8 1393 0.00008:00 - 09:008 1393 0.000 8 1393 0.000 8 1393 0.00009:00 - 10:008 1393 0.000 8 1393 0.000 8 1393 0.00010:00 - 11:008 1393 0.000 8 1393 0.000 8 1393 0.00011:00 - 12:008 1393 0.000 8 1393 0.000 8 1393 0.00012:00 - 13:008 1393 0.000 8 1393 0.000 8 1393 0.00013:00 - 14:008 1393 0.000 8 1393 0.000 8 1393 0.00014:00 - 15:008 1393 0.009 8 1393 0.000 8 1393 0.00915:00 - 16:008 1393 0.000 8 1393 0.009 8 1393 0.00916:00 - 17:008 1393 0.009 8 1393 0.009 8 1393 0.01817:00 - 18:008 1393 0.000 8 1393 0.000 8 1393 0.00018:00 - 19:008 1393 0.000 8 1393 0.000 8 1393 0.00019:00 - 20:004 1411 0.000 4 1411 0.000 4 1411 0.00020:00 - 21:002 1404 0.000 2 1404 0.000 2 1404 0.00021:00 - 22:00

22:00 - 23:0023:00 - 24:00

Total Rates: 0.018 0.018 0.036






the table.







Parameter summary








Page 18







Page 19







Page 20







Page 21


TRIP RATE for Land Use 01 - RETAIL/C - DISCOUNT FOOD STORESMULTI-MODAL CYCLISTS





5 1460 0.000 5 1460 0.000 5 1460 0.00007:00 - 08:008 1393 0.018 8 1393 0.027 8 1393 0.04508:00 - 09:008 1393 0.063 8 1393 0.072 8 1393 0.13509:00 - 10:008 1393 0.036 8 1393 0.036 8 1393 0.07210:00 - 11:008 1393 0.054 8 1393 0.018 8 1393 0.07211:00 - 12:008 1393 0.045 8 1393 0.045 8 1393 0.09012:00 - 13:008 1393 0.063 8 1393 0.063 8 1393 0.12613:00 - 14:008 1393 0.054 8 1393 0.054 8 1393 0.10814:00 - 15:008 1393 0.063 8 1393 0.045 8 1393 0.10815:00 - 16:008 1393 0.090 8 1393 0.099 8 1393 0.18916:00 - 17:008 1393 0.099 8 1393 0.117 8 1393 0.21617:00 - 18:008 1393 0.018 8 1393 0.009 8 1393 0.02718:00 - 19:008 1393 0.018 8 1393 0.027 8 1393 0.04519:00 - 20:004 1411 0.000 4 1411 0.018 4 1411 0.01820:00 - 21:002 1404 0.000 2 1404 0.000 2 1404 0.00021:00 - 22:00

22:00 - 23:0023:00 - 24:00

Total Rates: 0.621 0.630 1.251






the table.







Parameter summary








Page 22







Page 23







Page 24







Page 25


TRIP RATE for Land Use 01 - RETAIL/C - DISCOUNT FOOD STORESMULTI-MODAL VEHICLE OCCUPANTS





5 1460 0.370 5 1460 0.123 5 1460 0.49307:00 - 08:008 1393 1.176 8 1393 0.700 8 1393 1.87608:00 - 09:008 1393 2.746 8 1393 1.902 8 1393 4.64809:00 - 10:008 1393 4.496 8 1393 3.607 8 1393 8.10310:00 - 11:008 1393 4.469 8 1393 4.191 8 1393 8.66011:00 - 12:008 1393 4.235 8 1393 4.585 8 1393 8.82012:00 - 13:008 1393 3.715 8 1393 3.975 8 1393 7.69013:00 - 14:008 1393 5.196 8 1393 5.088 8 1393 10.28414:00 - 15:008 1393 5.662 8 1393 5.537 8 1393 11.19915:00 - 16:008 1393 4.469 8 1393 4.792 8 1393 9.26116:00 - 17:008 1393 4.424 8 1393 4.944 8 1393 9.36817:00 - 18:008 1393 3.410 8 1393 3.877 8 1393 7.28718:00 - 19:008 1393 1.382 8 1393 1.911 8 1393 3.29319:00 - 20:004 1411 0.372 4 1411 0.478 4 1411 0.85020:00 - 21:002 1404 0.143 2 1404 0.143 2 1404 0.28621:00 - 22:00

22:00 - 23:0023:00 - 24:00

Total Rates: 4 6.265 4 5.853 9 2.118






the table.







Parameter summary








Page 26







Page 27







Page 28







Page 29


TRIP RATE for Land Use 01 - RETAIL/C - DISCOUNT FOOD STORESMULTI-MODAL PEDESTRIANS





5 1460 0.178 5 1460 0.041 5 1460 0.21907:00 - 08:008 1393 0.395 8 1393 0.251 8 1393 0.64608:00 - 09:008 1393 0.888 8 1393 0.808 8 1393 1.69609:00 - 10:008 1393 1.463 8 1393 1.193 8 1393 2.65610:00 - 11:008 1393 1.481 8 1393 1.355 8 1393 2.83611:00 - 12:008 1393 1.436 8 1393 1.534 8 1393 2.97012:00 - 13:008 1393 1.193 8 1393 1.220 8 1393 2.41313:00 - 14:008 1393 1.113 8 1393 1.167 8 1393 2.28014:00 - 15:008 1393 1.445 8 1393 1.364 8 1393 2.80915:00 - 16:008 1393 1.382 8 1393 1.346 8 1393 2.72816:00 - 17:008 1393 1.149 8 1393 1.310 8 1393 2.45917:00 - 18:008 1393 0.969 8 1393 1.211 8 1393 2.18018:00 - 19:008 1393 0.476 8 1393 0.476 8 1393 0.95219:00 - 20:004 1411 0.018 4 1411 0.106 4 1411 0.12420:00 - 21:002 1404 0.000 2 1404 0.000 2 1404 0.00021:00 - 22:00

22:00 - 23:0023:00 - 24:00

Total Rates: 1 3.586 1 3.382 2 6.968






the table.







Parameter summary








Page 30







Page 31







Page 32







Page 33


TRIP RATE for Land Use 01 - RETAIL/C - DISCOUNT FOOD STORESMULTI-MODAL BUS/TRAM PASSENGERS





5 1460 0.041 5 1460 0.000 5 1460 0.04107:00 - 08:008 1393 0.072 8 1393 0.036 8 1393 0.10808:00 - 09:008 1393 0.170 8 1393 0.135 8 1393 0.30509:00 - 10:008 1393 0.305 8 1393 0.278 8 1393 0.58310:00 - 11:008 1393 0.197 8 1393 0.206 8 1393 0.40311:00 - 12:008 1393 0.242 8 1393 0.287 8 1393 0.52912:00 - 13:008 1393 0.179 8 1393 0.206 8 1393 0.38513:00 - 14:008 1393 0.108 8 1393 0.144 8 1393 0.25214:00 - 15:008 1393 0.260 8 1393 0.179 8 1393 0.43915:00 - 16:008 1393 0.144 8 1393 0.224 8 1393 0.36816:00 - 17:008 1393 0.072 8 1393 0.117 8 1393 0.18917:00 - 18:008 1393 0.054 8 1393 0.063 8 1393 0.11718:00 - 19:008 1393 0.009 8 1393 0.027 8 1393 0.03619:00 - 20:004 1411 0.000 4 1411 0.000 4 1411 0.00020:00 - 21:002 1404 0.000 2 1404 0.000 2 1404 0.00021:00 - 22:00

22:00 - 23:0023:00 - 24:00

Total Rates: 1.853 1.902 3.755






the table.







Parameter summary








Page 34







Page 35







Page 36







Page 37


TRIP RATE for Land Use 01 - RETAIL/C - DISCOUNT FOOD STORESMULTI-MODAL TOTAL RAIL PASSENGERS





5 1460 0.000 5 1460 0.000 5 1460 0.00007:00 - 08:008 1393 0.072 8 1393 0.072 8 1393 0.14408:00 - 09:008 1393 0.000 8 1393 0.000 8 1393 0.00009:00 - 10:008 1393 0.000 8 1393 0.000 8 1393 0.00010:00 - 11:008 1393 0.018 8 1393 0.018 8 1393 0.03611:00 - 12:008 1393 0.036 8 1393 0.036 8 1393 0.07212:00 - 13:008 1393 0.009 8 1393 0.009 8 1393 0.01813:00 - 14:008 1393 0.000 8 1393 0.000 8 1393 0.00014:00 - 15:008 1393 0.027 8 1393 0.027 8 1393 0.05415:00 - 16:008 1393 0.000 8 1393 0.000 8 1393 0.00016:00 - 17:008 1393 0.009 8 1393 0.009 8 1393 0.01817:00 - 18:008 1393 0.000 8 1393 0.000 8 1393 0.00018:00 - 19:008 1393 0.000 8 1393 0.000 8 1393 0.00019:00 - 20:004 1411 0.000 4 1411 0.000 4 1411 0.00020:00 - 21:002 1404 0.000 2 1404 0.000 2 1404 0.00021:00 - 22:00

22:00 - 23:0023:00 - 24:00

Total Rates: 0.171 0.171 0.342






the table.







Parameter summary








Page 38







Page 39







Page 40







Page 41


TRIP RATE for Land Use 01 - RETAIL/C - DISCOUNT FOOD STORESMULTI-MODAL COACH PASSENGERS





5 1460 0.000 5 1460 0.000 5 1460 0.00007:00 - 08:008 1393 0.000 8 1393 0.000 8 1393 0.00008:00 - 09:008 1393 0.000 8 1393 0.000 8 1393 0.00009:00 - 10:008 1393 0.000 8 1393 0.000 8 1393 0.00010:00 - 11:008 1393 0.000 8 1393 0.000 8 1393 0.00011:00 - 12:008 1393 0.000 8 1393 0.000 8 1393 0.00012:00 - 13:008 1393 0.000 8 1393 0.000 8 1393 0.00013:00 - 14:008 1393 0.000 8 1393 0.000 8 1393 0.00014:00 - 15:008 1393 0.054 8 1393 0.000 8 1393 0.05415:00 - 16:008 1393 0.000 8 1393 0.054 8 1393 0.05416:00 - 17:008 1393 0.036 8 1393 0.036 8 1393 0.07217:00 - 18:008 1393 0.000 8 1393 0.000 8 1393 0.00018:00 - 19:008 1393 0.000 8 1393 0.000 8 1393 0.00019:00 - 20:004 1411 0.000 4 1411 0.000 4 1411 0.00020:00 - 21:002 1404 0.000 2 1404 0.000 2 1404 0.00021:00 - 22:00

22:00 - 23:0023:00 - 24:00

Total Rates: 0.090 0.090 0.180






the table.







Parameter summary








Page 42







Page 43







Page 44







Page 45


TRIP RATE for Land Use 01 - RETAIL/C - DISCOUNT FOOD STORESMULTI-MODAL PUBLIC TRANSPORT USERS





5 1460 0.041 5 1460 0.000 5 1460 0.04107:00 - 08:008 1393 0.144 8 1393 0.108 8 1393 0.25208:00 - 09:008 1393 0.170 8 1393 0.135 8 1393 0.30509:00 - 10:008 1393 0.305 8 1393 0.278 8 1393 0.58310:00 - 11:008 1393 0.215 8 1393 0.224 8 1393 0.43911:00 - 12:008 1393 0.278 8 1393 0.323 8 1393 0.60112:00 - 13:008 1393 0.188 8 1393 0.215 8 1393 0.40313:00 - 14:008 1393 0.108 8 1393 0.144 8 1393 0.25214:00 - 15:008 1393 0.341 8 1393 0.206 8 1393 0.54715:00 - 16:008 1393 0.144 8 1393 0.278 8 1393 0.42216:00 - 17:008 1393 0.117 8 1393 0.162 8 1393 0.27917:00 - 18:008 1393 0.054 8 1393 0.063 8 1393 0.11718:00 - 19:008 1393 0.009 8 1393 0.027 8 1393 0.03619:00 - 20:004 1411 0.000 4 1411 0.000 4 1411 0.00020:00 - 21:002 1404 0.000 2 1404 0.000 2 1404 0.00021:00 - 22:00

22:00 - 23:0023:00 - 24:00

Total Rates: 2.114 2.163 4.277






the table.







Parameter summary








Page 46







Page 47







Page 48







Page 49


TRIP RATE for Land Use 01 - RETAIL/C - DISCOUNT FOOD STORESMULTI-MODAL TOTAL PEOPLE





5 1460 0.589 5 1460 0.164 5 1460 0.75307:00 - 08:008 1393 1.732 8 1393 1.086 8 1393 2.81808:00 - 09:008 1393 3.868 8 1393 2.916 8 1393 6.78409:00 - 10:008 1393 6.299 8 1393 5.115 8 1393 11.41410:00 - 11:008 1393 6.219 8 1393 5.788 8 1393 12.00711:00 - 12:008 1393 5.994 8 1393 6.488 8 1393 12.48212:00 - 13:008 1393 5.160 8 1393 5.474 8 1393 10.63413:00 - 14:008 1393 6.470 8 1393 6.452 8 1393 12.92214:00 - 15:008 1393 7.511 8 1393 7.152 8 1393 14.66315:00 - 16:008 1393 6.084 8 1393 6.515 8 1393 12.59916:00 - 17:008 1393 5.788 8 1393 6.533 8 1393 12.32117:00 - 18:008 1393 4.451 8 1393 5.160 8 1393 9.61118:00 - 19:008 1393 1.884 8 1393 2.441 8 1393 4.32519:00 - 20:004 1411 0.390 4 1411 0.602 4 1411 0.99220:00 - 21:002 1404 0.143 2 1404 0.143 2 1404 0.28621:00 - 22:00

22:00 - 23:0023:00 - 24:00

Total Rates: 6 2.582 6 2.029 124.611






the table.







Parameter summary








Page 50







Page 51







Page 52






APPENDIX G

PICADY Output

Junctions 9

PICADY 9 - Priority Intersection Module

Version: 9.0.0.4211 []

© Copyright TRL Limited, 2015

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

Tel: +44 (0)1344 770758 email: [email protected] Web: http://www.trlsoftware.co.uk

The users of this computer program for the solution of an engineering problem are in

no way relieved of their responsibility for the correctness of the solution

Filename: Hydes Pastures - Higham Lane.j9 Path: H:\Projects\W150000\W151834 - Lidl - Nuneaton - Hinckley Road\Modelling Report generation date: 12/08/2015 16:22:31

»2021 + Development, AM

»2021 + Development, PM

Summary of junction performance

AM PM

Queue (PCU) Delay (s) RFC LOS Queue (PCU) Delay (s) RFC LOS

2021 + Development

Stream B-C 0.0 6.39 0.02 A 0.0 6.21 0.01 A

Stream B-A 0.1 12.31 0.06 B 0.3 15.49 0.24 C

Stream C-AB 0.0 4.57 0.02 A 0.0 4.45 0.01 A

Stream C-A

Stream A-B

Stream A-C

There are warnings associated with one or more model runs - see the 'Data Errors and Warnings' tables for each Analysis or Demand Set.

Values shown are the highest values encountered over all time segments. Delay is the maximum value of average delay per arriving vehicle.

File summary

File Description

Title (untitled)

Location

Site number

Date 20/07/2015

Version

mailto:[email protected]

http://www.trlsoftware.co.uk/

Status (new file)

Identifier

Client

Jobnumber

Enumerator VECTOS"ellen.axon

Description

Units Distance

units

Speed

units

Traffic units

input

Traffic units

results Flow units

Average delay

units

Total delay

units

Rate of delay

units

m kph Veh PCU perHour s -Min perMin

Analysis Options Vehicle

length (m)

Calculate Queue

Percentiles

Calculate detailed

queueing delay

Calculate residual

capacity

RFC

Threshold

Average Delay

threshold (s)

Queue threshold

(PCU)

5.75

0.85 36.00 20.00

Demand Set Summary

Scenario name Time Period

name

Traffic profile

type

Model start time

(HH:mm)

Model finish time

(HH:mm)

Time segment

length (min)

Run

automatically

2021 +

Development AM

ONE

HOUR 07:45 09:15 15

2021 +

Development PM

ONE

HOUR 16:45 18:15 15

2021 + Development, AM

Data Errors and Warnings

Severity Area Item Description

Warning Minor arm

flare

Arm B -

Minor arm

geometry

Is flare very short? Estimated flare length is zero but has

been increased to 1 because a zero flare length is not

allowed.

Warning Queue

variations

Analysis

Options

Queue percentiles may be unreliable if the mean queue

in any time segment is very low or very high.

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

A1 100.000 100.000

Junction Network

Junctions Junction Name Junction Type Major road direction Junction Delay (s) Junction LOS

1 untitled T-Junction Two-way 0.38 A

Junction Network Options Driving side Lighting

Left Normal/unknown

Arms

Arms Arm Name Description Arm type

A Higham Lane (s)

Major

B Hydes Pastures

Minor

C Higham Lane (n)

Major

Major Arm Geometry

Arm Width of carriageway

(m)

Has kerbed central

reserve

Has right turn

bay

Visibility for right turn

(m) Blocks?

Blocking queue

(PCU)

C 7.40

83.0 0.00

Geometries for Arm C are measured opposite Arm B. Geometries for Arm A (if relevant) are measured opposite Arm D.

Minor Arm Geometry

Arm Minor arm

type

Width at

give-way

(m)

Width at

5m (m)

Width at

10m (m)

Width at

15m (m)

Width at

20m (m)

Estimate

flare length

Flare

length

(PCU)

Visibility to

left (m)

Visibility to

right (m)

B

One

lane

plus

flare

10.00 4.30 3.00 3.00 3.00 1.00 18 17

Slope / Intercept / Capacity

Priority Intersection Slopes and Intercepts

Junction Stream Intercept

(PCU/hr)

Slope

for

A-B

Slope

for

A-C

Slope

for

C-A

Slope

for

C-B

1 B-A 524.314 0.090 0.227 0.143 0.324

1 B-C 761.715 0.110 0.277 - -

1 C-B 622.029 0.226 0.226 - - The slopes and intercepts shown above do NOT include any corrections or adjustments.

Streams may be combined, in which case capacity will be adjusted.

Values are shown for the first time segment only; they may differ for subsequent time segments.

Traffic Demand

Demand Set Details

ID Scenario name

Time

Period

name

Traffic profile

type

Model start time

(HH:mm)

Model finish

time (HH:mm)

Time segment

length (min)

Run

automatically

D1 2021 +

Development AM

ONE

HOUR 07:45 09:15 15

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

HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Profile type Use O-D data Average Demand (Veh/hr) Scaling Factor (%)

A

ONE HOUR 334.00 100.000

B

ONE HOUR 29.00 100.000

C

ONE HOUR 642.00 100.000

Origin-Destination Data

Demand (Veh/hr)

To

From

A B C

A 0.000 25.000 309.000

B 18.000 0.000 11.000

C 636.000 6.000 0.000

Proportions

To

From

A B C

A 0.00 0.07 0.93

B 0.62 0.00 0.38

C 0.99 0.01 0.00

Vehicle Mix

Heavy Vehicle proportion

To

From

A B C

A 0 0 4

B 8 0 13

C 2 20 0

Average PCU Per Veh

To

From

A B C

A 1.000 1.000 1.040

B 1.080 1.000 1.130

C 1.020 1.200 1.000

Results

Results Summary for whole modelled period

Stream Max

RFC

Max delay

(s)

Max Queue

(PCU)

Max 95th percentile

Queue (PCU)

Max

LOS

Average Demand

(PCU/hr)

Total Junction Arrivals

(PCU)

B-C 0.02 6.39 0.0 0.5 A 11.41 17.11

B-A 0.06 12.31 0.1 0.5 B 17.84 26.76

C-

AB 0.02 4.57 0.0 0.5 A 15.23 22.84

C-A

586.66 879.98

A-B

22.94 34.41

A-C

294.89 442.33

Main Results for each time segment

Main results: (07:45-08:00)

Stream

Total

Demand

(PCU/hr)

Junction

demand

(PCU/hr)

Junction

Arrivals

(PCU)

Bypass

demand

(PCU/hr)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End

queue

(PCU)

Delay (s) LOS

B-C 9.36 9.36 2.34 0.00 686.16 0.014 9.30 0.0 0.0 6.009 A

B-A 14.64 14.64 3.66 0.00 396.38 0.037 14.47 0.0 0.0 10.176 B

C-

AB 10.77 10.77 2.69 0.00 880.27 0.012 10.71 0.0 0.0 4.567 A

C-A 483.04 483.04 120.76 0.00

483.04

A-B 18.82 18.82 4.71 0.00

18.82

A-C 241.94 241.94 60.48 0.00

241.94


Stream

Total

Demand

(PCU/hr)

Junction

demand

(PCU/hr)

Junction

Arrivals

(PCU)

Bypass

demand

(PCU/hr)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End

queue

(PCU)

Delay (s) LOS

B-C 11.17 11.17 2.79 0.00 671.03 0.017 11.16 0.0 0.0 6.164 A

B-A 17.48 17.48 4.37 0.00 371.53 0.047 17.43 0.0 0.1 10.978 B

C-

AB 14.43 14.43 3.61 0.00 926.35 0.016 14.41 0.0 0.0 4.333 A

C-A 575.23 575.23 143.81 0.00

575.23

A-B 22.47 22.47 5.62 0.00

22.47

A-C 288.90 288.90 72.22 0.00

288.90


Stream

Total

Demand

(PCU/hr)

Junction

demand

(PCU/hr)

Junction

Arrivals

(PCU)

Bypass

demand

(PCU/hr)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End

queue

(PCU)

Delay (s) LOS

B-C 13.69 13.69 3.42 0.00 649.83 0.021 13.67 0.0 0.0 6.393 A

B-A 21.40 21.40 5.35 0.00 337.19 0.063 21.33 0.1 0.1 12.306 B

C-

AB 20.45 20.45 5.11 0.00 986.60 0.021 20.42 0.0 0.0 4.051 A

C-A 701.73 701.73 175.43 0.00

701.73

A-B 27.53 27.53 6.88 0.00

27.53

A-C 353.82 353.82 88.46 0.00

353.82


Stream

Total

Demand

(PCU/hr)

Junction

demand

(PCU/hr)

Junction

Arrivals

(PCU)

Bypass

demand

(PCU/hr)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End

queue

(PCU)

Delay (s) LOS

B-C 13.69 13.69 3.42 0.00 649.79 0.021 13.69 0.0 0.0 6.394 A

B-A 21.40 21.40 5.35 0.00 337.18 0.063 21.40 0.1 0.1 12.311 B

C-

AB 20.46 20.46 5.11 0.00 986.61 0.021 20.46 0.0 0.0 4.035 A

C-A 701.72 701.72 175.43 0.00

701.72

A-B 27.53 27.53 6.88 0.00

27.53

A-C 353.82 353.82 88.46 0.00

353.82


Stream

Total

Demand

(PCU/hr)

Junction

demand

(PCU/hr)

Junction

Arrivals

(PCU)

Bypass

demand

(PCU/hr)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End

queue

(PCU)

Delay (s) LOS

B-C 11.17 11.17 2.79 0.00 670.97 0.017 11.19 0.0 0.0 6.165 A

B-A 17.48 17.48 4.37 0.00 371.52 0.047 17.55 0.1 0.1 10.987 B

C-

AB 14.44 14.44 3.61 0.00 926.37 0.016 14.47 0.0 0.0 4.291 A

C-A 575.21 575.21 143.80 0.00

575.21

A-B 22.47 22.47 5.62 0.00

22.47

A-C 288.90 288.90 72.22 0.00

288.90


Stream

Total

Demand

(PCU/hr)

Junction

demand

(PCU/hr)

Junction

Arrivals

(PCU)

Bypass

demand

(PCU/hr)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End

queue

(PCU)

Delay (s) LOS

B-C 9.36 9.36 2.34 0.00 686.06 0.014 9.37 0.0 0.0 6.011 A

B-A 14.64 14.64 3.66 0.00 396.36 0.037 14.68 0.1 0.0 10.189 B

C-

AB 10.81 10.81 2.70 0.00 880.30 0.012 10.83 0.0 0.0 4.543 A

C-A 483.00 483.00 120.75 0.00

483.00

A-B 18.82 18.82 4.71 0.00

18.82

A-C 241.94 241.94 60.48 0.00

241.94

Queue Variation Results for each time segment

Queue Variation results: (07:45-08:00)

Stream Mean

(PCU)

Q05

(PCU)

Q50

(PCU)

Q90

(PCU)

Q95

(PCU)

Percentile

message

Marker

message

Probability of reaching

or exceeding marker

Probability of

exactly reaching

marker

B-C 0.02 0.00 0.00 0.51 0.54

N/A N/A

B-A 0.04 0.00 0.00 0.49 0.51

N/A N/A

C-

AB 0.02 0.00 0.00 0.50 0.52

N/A N/A

C-A

A-B

A-C


Stream Mean

(PCU)

Q05

(PCU)

Q50

(PCU)

Q90

(PCU)

Q95

(PCU)

Percentile

message

Marker

message


or exceeding marker

Probability of

exactly reaching

marker

B-C 0.02 0.00 0.00 0.51 0.54

N/A N/A

B-A 0.05 0.00 0.00 0.49 0.52

N/A N/A

C-

AB 0.02 0.00 0.00 0.49 0.52

N/A N/A

C-A

A-B

A-C


Stream Mean

(PCU)

Q05

(PCU)

Q50

(PCU)

Q90

(PCU)

Q95

(PCU)

Percentile

message

Marker

message


or exceeding marker

Probability of

exactly reaching

marker

B-C 0.02 0.00 0.00 0.51 0.54

N/A N/A

B-A 0.07 0.00 0.00 0.50 0.53

N/A N/A

C-

AB 0.03 0.00 0.00 0.49 0.51

N/A N/A

C-A

A-B

A-C


Stream Mean

(PCU)

Q05

(PCU)

Q50

(PCU)

Q90

(PCU)

Q95

(PCU)

Percentile

message

Marker

message


or exceeding marker

Probability of

exactly reaching

marker

B-C 0.02 0.00 0.00 0.51 0.54

N/A N/A

B-A 0.07 0.00 0.00 0.49 0.51

N/A N/A

C-

AB 0.03 0.00 0.00 0.49 0.51

N/A N/A

C-A

A-B

A-C


Stream Mean

(PCU)

Q05

(PCU)

Q50

(PCU)

Q90

(PCU)

Q95

(PCU)

Percentile

message

Marker

message


or exceeding marker

Probability of

exactly reaching

marker

B-C 0.02 0.00 0.00 0.51 0.54

N/A N/A

B-A 0.05 0.00 0.00 0.49 0.51

N/A N/A

C-

AB 0.02 0.00 0.00 0.49 0.52

N/A N/A

C-A

A-B

A-C


Stream Mean

(PCU)

Q05

(PCU)

Q50

(PCU)

Q90

(PCU)

Q95

(PCU)

Percentile

message

Marker

message


or exceeding marker

Probability of

exactly reaching

marker

B-C 0.02 0.00 0.00 0.51 0.54

N/A N/A

B-A 0.04 0.00 0.00 0.49 0.51

N/A N/A

C-

AB 0.02 0.00 0.00 0.50 0.52

N/A N/A

C-A

A-B

A-C

2021 + Development, PM


Severity Area Item Description

Warning Minor arm

flare

Arm B -

Minor arm

geometry

Is flare very short? Estimated flare length is zero but has

been increased to 1 because a zero flare length is not

allowed.

Warning Queue

variations

Analysis

Options

Queue percentiles may be unreliable if the mean queue

in any time segment is very low or very high.


A1 100.000 100.000

Junction Network

Junctions Junction Name Junction Type Major road direction Junction Delay (s) Junction LOS

1 untitled T-Junction Two-way 1.08 A

Junction Network Options [same as above]

Arms

Arms [same as above]

Major Arm Geometry [same as above]

Minor Arm Geometry [same as above]

Slope / Intercept / Capacity [same as above]

Traffic Demand

Demand Set Details

ID Scenario name

Time

Period

name

Traffic profile

type

Model start time

(HH:mm)

Model finish

time (HH:mm)

Time segment

length (min)

Run

automatically

D2 2021 +

Development PM

ONE

HOUR 16:45 18:15 15


HV Percentages 2.00


A

ONE HOUR 451.00 100.000

B

ONE HOUR 73.00 100.000

C

ONE HOUR 544.00 100.000


Demand (Veh/hr)

To

From

A B C

A 0.000 62.000 389.000

B 67.000 0.000 6.000

C 541.000 3.000 0.000

Proportions

To

From

A B C

A 0.00 0.14 0.86

B 0.92 0.00 0.08

C 0.99 0.01 0.00

Vehicle Mix


To

From

A B C

A 0 0 2

B 8 0 0

C 3 0 0

Average PCU Per Veh

To

From

A B C

A 1.000 1.000 1.020

B 1.080 1.000 1.000

C 1.030 1.000 1.000

Results

Results Summary for whole modelled period

Stream Max

RFC

Max delay

(s)

Max Queue

(PCU)

Max 95th percentile

Queue (PCU)

Max

LOS

Average Demand

(PCU/hr)

Total Junction Arrivals

(PCU)

B-C 0.01 6.21 0.0 0.5 A 5.51 8.26

B-A 0.24 15.49 0.3 1.5 C 66.40 99.60

C-

AB 0.01 4.45 0.0 203.5 A 5.95 8.93

C-A

508.13 762.19

A-B

56.89 85.34

A-C

364.09 546.14



Stream

Total

Demand

(PCU/hr)

Junction

demand

(PCU/hr)

Junction

Arrivals

(PCU)

Bypass

demand

(PCU/hr)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End

queue

(PCU)

Delay (s) LOS

B-C 4.52 4.52 1.13 0.00 648.72 0.007 4.49 0.0 0.0 5.587 A

B-A 54.48 54.48 13.62 0.00 391.86 0.139 53.79 0.0 0.2 11.478 B

C-

AB 4.22 4.22 1.06 0.00 824.26 0.005 4.20 0.0 0.0 4.449 A

C-A 417.55 417.55 104.39 0.00

417.55

A-B 46.68 46.68 11.67 0.00

46.68

A-C 298.72 298.72 74.68 0.00

298.72


Stream

Total

Demand

(PCU/hr)

Junction

demand

(PCU/hr)

Junction

Arrivals

(PCU)

Bypass

demand

(PCU/hr)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End

queue

(PCU)

Delay (s) LOS

B-C 5.39 5.39 1.35 0.00 623.79 0.009 5.39 0.0 0.0 5.820 A

B-A 65.05 65.05 16.26 0.00 366.14 0.178 64.82 0.2 0.2 12.883 B

C-

AB 5.64 5.64 1.41 0.00 862.28 0.007 5.63 0.0 0.0 4.263 A

C-A 498.00 498.00 124.50 0.00

498.00

A-B 55.74 55.74 13.93 0.00

55.74

A-C 356.70 356.70 89.17 0.00

356.70


Stream

Total

Demand

(PCU/hr)

Junction

demand

(PCU/hr)

Junction

Arrivals

(PCU)

Bypass

demand

(PCU/hr)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End

queue

(PCU)

Delay (s) LOS

B-C 6.61 6.61 1.65 0.00 586.30 0.011 6.60 0.0 0.0 6.209 A

B-A 79.67 79.67 19.92 0.00 330.59 0.241 79.25 0.2 0.3 15.441 C

C-

AB 7.98 7.98 2.00 0.00 913.07 0.009 7.97 0.0 0.0 4.043 A

C-A 608.84 608.84 152.21 0.00

608.84

A-B 68.26 68.26 17.07 0.00

68.26

A-C 436.86 436.86 109.22 0.00

436.86


Stream

Total

Demand

(PCU/hr)

Junction

demand

(PCU/hr)

Junction

Arrivals

(PCU)

Bypass

demand

(PCU/hr)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End

queue

(PCU)

Delay (s) LOS

B-C 6.61 6.61 1.65 0.00 585.97 0.011 6.61 0.0 0.0 6.213 A

B-A 79.67 79.67 19.92 0.00 330.59 0.241 79.66 0.3 0.3 15.491 C

C-

AB 7.99 7.99 2.00 0.00 913.07 0.009 7.99 0.0 0.0 4.047 A

C-A 608.84 608.84 152.21 0.00

608.84

A-B 68.26 68.26 17.07 0.00

68.26

A-C 436.86 436.86 109.22 0.00

436.86


Stream

Total

Demand

(PCU/hr)

Junction

demand

(PCU/hr)

Junction

Arrivals

(PCU)

Bypass

demand

(PCU/hr)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End

queue

(PCU)

Delay (s) LOS

B-C 5.39 5.39 1.35 0.00 623.38 0.009 5.40 0.0 0.0 5.827 A

B-A 65.05 65.05 16.26 0.00 366.14 0.178 65.46 0.3 0.2 12.947 B

C-

AB 5.64 5.64 1.41 0.00 862.29 0.007 5.65 0.0 0.0 4.273 A

C-A 498.00 498.00 124.50 0.00

498.00

A-B 55.74 55.74 13.93 0.00

55.74

A-C 356.70 356.70 89.17 0.00

356.70


Stream

Total

Demand

(PCU/hr)

Junction

demand

(PCU/hr)

Junction

Arrivals

(PCU)

Bypass

demand

(PCU/hr)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End

queue

(PCU)

Delay (s) LOS

B-C 4.52 4.52 1.13 0.00 648.22 0.007 4.52 0.0 0.0 5.592 A

B-A 54.48 54.48 13.62 0.00 391.85 0.139 54.72 0.2 0.2 11.542 B

C-

AB 4.23 4.23 1.06 0.00 824.27 0.005 4.24 0.0 0.0 4.454 A

C-A 417.54 417.54 104.38 0.00

417.54

A-B 46.68 46.68 11.67 0.00

46.68

A-C 298.72 298.72 74.68 0.00

298.72

Queue Variation Results for each time segment


Stream Mean

(PCU)

Q05

(PCU)

Q50

(PCU)

Q90

(PCU)

Q95

(PCU)

Percentile

message

Marker

message


or exceeding marker

Probability of

exactly reaching

marker

B-C 0.01 0.00 0.00 0.45 0.48

N/A N/A

B-A 0.17 0.00 0.00 0.49 0.51

N/A N/A

C-

AB 0.01 0.00 0.00 0.46 0.48

N/A N/A

C-A

A-B

A-C


Stream Mean

(PCU)

Q05

(PCU)

Q50

(PCU)

Q90

(PCU)

Q95

(PCU)

Percentile

message

Marker

message


or exceeding marker

Probability of

exactly reaching

marker

B-C 0.01 0.00 0.00 0.45 0.48

N/A N/A

B-A 0.23 0.00 0.00 0.49 0.51

N/A N/A

C-

AB 0.01 0.00 0.00 0.46 0.48

N/A N/A

C-A

A-B

A-C


Stream Mean

(PCU)

Q05

(PCU)

Q50

(PCU)

Q90

(PCU)

Q95

(PCU)

Percentile

message

Marker

message

Probability of

reaching or

exceeding marker

Probability of

exactly reaching

marker

B-C 0.01 0.00 0.00 0.45 0.48

N/A N/A

B-A 0.34 0.00 0.00 0.50 0.53

N/A N/A

C-

AB 0.01 >199 >199 >199 >199

N/A N/A

C-A

A-B

A-C


Stream Mean

(PCU)

Q05

(PCU)

Q50

(PCU)

Q90

(PCU)

Q95

(PCU)

Percentile

message

Marker

message


or exceeding marker

Probability of

exactly reaching

marker

B-C 0.01 0.00 0.00 0.45 0.48

N/A N/A

B-A 0.34 0.00 0.00 1.20 1.55

N/A N/A

C-

AB 0.01 0.00 0.00 0.46 0.48

N/A N/A

C-A

A-B

A-C


Stream Mean

(PCU)

Q05

(PCU)

Q50

(PCU)

Q90

(PCU)

Q95

(PCU)

Percentile

message

Marker

message


or exceeding marker

Probability of

exactly reaching

marker

B-C 0.01 0.00 0.00 0.45 0.48

N/A N/A

B-A 0.24 0.00 0.00 0.49 0.51

N/A N/A

C-

AB 0.01 0.00 0.00 0.46 0.48

N/A N/A

C-A

A-B

A-C


Stream Mean

(PCU)

Q05

(PCU)

Q50

(PCU)

Q90

(PCU)

Q95

(PCU)

Percentile

message

Marker

message


or exceeding marker

Probability of

exactly reaching

marker

B-C 0.01 0.00 0.00 0.45 0.48

N/A N/A

B-A 0.18 0.00 0.00 0.49 0.51

N/A N/A

C-

AB 0.01 0.00 0.00 0.46 0.48

N/A N/A

C-A

A-B

A-C

APPENDIX H

ARCADY Output

Junctions 9

ARCADY 9 - Roundabout Module

Version: 9.0.0.4211 []

© Copyright TRL Limited, 2015

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

Tel: +44 (0)1344 770758 email: [email protected] Web: http://www.trlsoftware.co.uk

The users of this computer program for the solution of an engineering problem are in

no way relieved of their responsibility for the correctness of the solution

Filename: Higham Lane - Hinkley Road - Version 2.j9 Path: H:\Projects\W150000\W151834 - Lidl - Nuneaton - Hinckley Road\Modelling Report generation date: 12/08/2015 16:19:38

»2016 Base, AM

»2016 Base, PM

»2021 Future Year, AM

»2021 Future Year, PM

»2021 + Development, AM

»2021 + Development, PM

»2015 Base, AM

»2015 Base, PM

Summary of junction performance

AM PM

Queue (Veh) Delay (min) RFC LOS Queue (Veh) Delay (min) RFC LOS

2016 Base

Arm A 1.6 0.13 0.62 A 1.2 0.11 0.56 A

Arm B 2.4 0.14 0.71 A 3.0 0.17 0.75 B

Arm C 2.1 0.19 0.69 B 1.4 0.15 0.59 A

2021 Future Year

Arm A 1.9 0.15 0.66 A 1.4 0.12 0.59 A

Arm B 2.9 0.17 0.75 B 3.8 0.21 0.80 B

Arm C 2.8 0.24 0.74 B 1.7 0.17 0.64 B

2021 + Development

Arm A 1.9 0.15 0.66 A 1.6 0.13 0.61 A

Arm B 2.9 0.17 0.75 B 4.5 0.24 0.82 B

Arm C 2.8 0.24 0.75 B 2.2 0.20 0.69 B

2015 Base

Arm A 1.5 0.12 0.60 A 1.2 0.10 0.55 A

Arm B 2.0 0.13 0.67 A 2.7 0.16 0.74 A

mailto:[email protected]

http://www.trlsoftware.co.uk/

Arm C 2.0 0.19 0.67 B 1.4 0.14 0.58 A

Values shown are the highest values encountered over all time segments. Delay is the maximum value of average delay per arriving vehicle.

File summary

File Description

Title (untitled)

Location

Site number

Date 03/08/2015

Version

Status (new file)

Identifier

Client

Jobnumber

Enumerator VECTOS"ellen.axon

Description

Units Distance

units

Speed

units

Traffic units

input

Traffic units

results Flow units

Average delay

units

Total delay

units

Rate of delay

units

m kph Veh Veh perHour min -Min perMin

Analysis Options Vehicle

length (m)

Calculate Queue

Percentiles

Calculate detailed

queueing delay

Calculate residual

capacity

RFC

Threshold

Average Delay

threshold (min)

Queue

threshold (PCU)

5.75

0.85 0.60 20.00

Demand Set Summary

Scenario name Time Period

name

Traffic profile

type

Model start time

(HH:mm)

Model finish time

(HH:mm)

Time segment

length (min)

Run

automatically

2016 Base AM ONE

HOUR 07:45 09:15 15

2016 Base PM ONE

HOUR 16:45 18:15 15

2021 Future

Year AM

ONE

HOUR 07:45 09:15 15

2021 Future

Year PM

ONE

HOUR 16:45 18:15 15

2021 +

Development AM

ONE

HOUR 07:45 09:15 15

2021 + PM ONE 16:45 18:15 15

Development HOUR

2015 Base AM ONE

HOUR 07:45 09:15 15

2015 Base PM ONE

HOUR 16:45 18:15 15

2016 Base, AM

Data Errors and Warnings No errors or warnings


A1 100.000 100.000

Junction Network

Junctions Junction Name Junction Type Arm order Junction Delay (min) Junction LOS

1 untitled Standard Roundabout A,B,C 0.15 A

Junction Network Options Driving side Lighting

Left Normal/unknown

Arms

Arms Arm Name Description

A Hinkley Road East

B Hinkley Road West

C Higham Lane

Capacity Options Arm Minimum capacity (PCU/hr) Maximum capacity (PCU/hr) Assume flat start profile Initial queue (PCU)

A 0.00 99999.00

0.00

B 0.00 99999.00

0.00

C 0.00 99999.00

0.00

Roundabout Geometry

Arm V - Approach road

half-width (m)

E - Entry

width (m)

l' - Effective flare

length (m)

R - Entry

radius (m)

D - Inscribed circle

diameter (m)

PHI - Conflict (entry)

angle (deg)

Exit

only

A 4.00 6.10 16.1 340.0 22.0 72.0

B 6.00 6.00 0.0 11.0 22.0 72.0

C 3.70 8.70 10.7 10.7 22.0 72.0

Slope / Intercept / Capacity

Roundabout Slope and Intercept used in model

Arm Final slope Final intercept (PCU/hr)

A 0.590 1495.302

B 0.560 1480.308

C 0.543 1402.909 The slope and intercept shown above include any corrections and adjustments.

Traffic Demand

Demand Set Details

ID Scenario

name

Time Period

name

Traffic profile

type

Model start time

(HH:mm)

Model finish time

(HH:mm)

Time segment

length (min)

Run

automatically

D1 2016

Base AM

ONE

HOUR 07:45 09:15 15


HV Percentages 2.00


A

ONE HOUR 682.00 100.000

B

ONE HOUR 909.00 100.000

C

ONE HOUR 615.00 100.000


Demand (Veh/hr)

To

From

A B C

A 0.000 582.000 100.000

B 694.000 0.000 215.000

C 178.000 437.000 0.000

Proportions

To

From

A B C

A 0.00 0.85 0.15

B 0.76 0.00 0.24

C 0.29 0.71 0.00

Vehicle Mix


To

From

A B C

A 0 0 0

B 0 0 0

C 0 0 0

Average PCU Per Veh

To

From

A B C

A 1.000 1.000 1.000

B 1.000 1.000 1.000

C 1.000 1.000 1.000

Results

Results Summary for whole modelled period Arm Max RFC Max delay (min) Max Queue (Veh) Max LOS Average Demand (Veh/hr) Total Junction Arrivals (Veh)

A 0.62 0.13 1.6 A 625.82 938.72

B 0.71 0.14 2.4 A 834.11 1251.17

C 0.69 0.19 2.1 B 564.33 846.50



Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 513.45 128.36 327.02 1302.31 0.394 510.86 652.94 0.0 0.6 0.076 A

B 684.34 171.09 74.91 1438.35 0.476 680.75 762.97 0.0 0.9 0.079 A

C 463.00 115.75 519.74 1120.48 0.413 460.22 235.92 0.0 0.7 0.090 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 613.10 153.28 391.81 1264.07 0.485 611.96 782.22 0.6 0.9 0.092 A

B 817.17 204.29 89.73 1430.04 0.571 815.51 914.04 0.9 1.3 0.097 A

C 552.87 138.22 622.62 1064.57 0.519 551.41 282.62 0.7 1.1 0.117 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 750.90 187.72 478.23 1213.07 0.619 748.26 955.82 0.9 1.6 0.128 A

B 1000.83 250.21 109.72 1418.85 0.705 996.79 1116.78 1.3 2.3 0.141 A

C 677.13 169.28 761.03 989.36 0.684 673.03 345.48 1.1 2.1 0.187 B


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 750.90 187.72 481.01 1211.43 0.620 750.81 959.93 1.6 1.6 0.130 A

B 1000.83 250.21 110.09 1418.64 0.705 1000.69 1121.74 2.3 2.4 0.143 A

C 677.13 169.28 764.00 987.74 0.686 676.94 346.78 2.1 2.1 0.193 B


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 613.10 153.28 395.79 1261.72 0.486 615.72 788.17 1.6 1.0 0.093 A

B 817.17 204.29 90.28 1429.74 0.572 821.19 921.23 2.4 1.4 0.099 A

C 552.87 138.22 626.96 1062.21 0.520 557.00 284.51 2.1 1.1 0.120 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 513.45 128.36 330.10 1300.49 0.395 514.64 658.27 1.0 0.7 0.076 A

B 684.34 171.09 75.46 1438.04 0.476 686.09 769.28 1.4 0.9 0.080 A

C 463.00 115.75 523.81 1118.26 0.414 464.56 237.74 1.1 0.7 0.092 A

2016 Base, PM


No errors or warnings


A1 100.000 100.000

Junction Network




Arms


Capacity Options [same as above]

Roundabout Geometry [same as above]


Traffic Demand

Demand Set Details

ID Scenario

name

Time Period

name

Traffic profile

type

Model start time

(HH:mm)

Model finish time

(HH:mm)

Time segment

length (min)

Run

automatically

D2 2016

Base PM

ONE

HOUR 16:45 18:15 15


HV Percentages 2.00


A

ONE HOUR 639.00 100.000

B

ONE HOUR 966.00 100.000

C

ONE HOUR 533.00 100.000


Demand (Veh/hr)

To

From

A B C

A 0.000 532.000 107.000

B 686.000 0.000 280.000

C 176.000 357.000 0.000

Proportions

To

From

A B C

A 0.00 0.83 0.17

B 0.71 0.00 0.29

C 0.33 0.67 0.00

Vehicle Mix


To

From

A B C

A 0 0 0

B 0 0 0

C 0 0 0

Average PCU Per Veh

To

From

A B C

A 1.000 1.000 1.000

B 1.000 1.000 1.000

C 1.000 1.000 1.000

Results


A 0.56 0.11 1.2 A 586.36 879.54

B 0.75 0.17 3.0 B 886.42 1329.63

C 0.59 0.15 1.4 A 489.09 733.64



Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 481.07 120.27 267.29 1337.56 0.360 478.84 645.35 0.0 0.6 0.070 A

B 727.26 181.81 80.18 1435.39 0.507 723.19 665.95 0.0 1.0 0.084 A

C 401.27 100.32 513.57 1123.83 0.357 399.07 289.80 0.0 0.6 0.083 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 574.45 143.61 320.26 1306.30 0.440 573.57 773.13 0.6 0.8 0.082 A

B 868.41 217.10 96.04 1426.51 0.609 866.36 797.78 1.0 1.5 0.107 A

C 479.16 119.79 615.24 1068.58 0.448 478.15 347.16 0.6 0.8 0.101 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 703.55 175.89 391.45 1264.29 0.556 701.72 944.37 0.8 1.2 0.106 A

B 1063.59 265.90 117.50 1414.49 0.752 1058.08 975.67 1.5 2.9 0.166 A

C 586.84 146.71 751.39 994.60 0.590 584.43 424.19 0.8 1.4 0.145 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 703.55 175.89 393.01 1263.36 0.557 703.51 948.88 1.2 1.2 0.107 A

B 1063.59 265.90 117.80 1414.32 0.752 1063.34 978.71 2.9 3.0 0.171 B

C 586.84 146.71 755.13 992.56 0.591 586.76 426.02 1.4 1.4 0.148 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 574.45 143.61 322.55 1304.95 0.440 576.26 779.64 1.2 0.8 0.083 A

B 868.41 217.10 96.49 1426.26 0.609 873.94 802.31 3.0 1.6 0.110 A

C 479.16 119.79 620.62 1065.66 0.450 481.56 349.81 1.4 0.8 0.103 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 481.07 120.27 269.48 1336.27 0.360 481.98 650.86 0.8 0.6 0.070 A

B 727.26 181.81 80.71 1435.10 0.507 729.44 670.75 1.6 1.0 0.085 A

C 401.27 100.32 518.01 1121.42 0.358 402.33 292.14 0.8 0.6 0.084 A

2021 Future Year, AM



A1 100.000 100.000

Junction Network


1 untitled Standard Roundabout A,B,C 0.18 B


Arms





Traffic Demand

Demand Set Details

ID Scenario name Time Period

name

Traffic profile

type

Model start time

(HH:mm)

Model finish time

(HH:mm)

Time segment

length (min)

Run

automatically

D3 2021 Future

Year AM

ONE

HOUR 07:45 09:15 15


HV Percentages 2.00


A

ONE HOUR 719.00 100.000

B

ONE HOUR 960.00 100.000

C

ONE HOUR 650.00 100.000


Demand (Veh/hr)

To

From

A B C

A 0.000 614.000 105.000

B 733.000 0.000 227.000

C 188.000 462.000 0.000

Proportions

To

From

A B C

A 0.00 0.85 0.15

B 0.76 0.00 0.24

C 0.29 0.71 0.00

Vehicle Mix


To

From

A B C

A 0 0 0

B 0 0 0

C 0 0 0

Average PCU Per Veh

To

From

A B C

A 1.000 1.000 1.000

B 1.000 1.000 1.000

C 1.000 1.000 1.000

Results


A 0.66 0.15 1.9 A 659.77 989.65

B 0.75 0.17 2.9 B 880.91 1321.37

C 0.74 0.24 2.8 B 596.45 894.68



Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 541.30 135.33 345.58 1291.35 0.419 538.44 689.41 0.0 0.7 0.079 A

B 722.74 180.68 78.63 1436.26 0.503 718.73 805.39 0.0 1.0 0.083 A

C 489.35 122.34 548.78 1104.70 0.443 486.21 248.58 0.0 0.8 0.097 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 646.37 161.59 414.03 1250.96 0.517 645.01 825.90 0.7 1.1 0.099 A

B 863.02 215.76 94.19 1427.54 0.605 861.02 964.84 1.0 1.5 0.106 A

C 584.34 146.08 657.42 1045.66 0.559 582.51 297.79 0.8 1.2 0.129 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 791.63 197.91 504.54 1197.55 0.661 788.26 1008.31 1.1 1.9 0.145 A

B 1056.98 264.24 115.12 1415.83 0.747 1051.68 1177.69 1.5 2.8 0.162 A

C 715.66 178.92 803.00 966.55 0.740 709.84 363.79 1.2 2.7 0.229 B


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 791.63 197.91 508.42 1195.25 0.662 791.50 1013.76 1.9 1.9 0.148 A

B 1056.98 264.24 115.59 1415.56 0.747 1056.75 1184.33 2.8 2.9 0.167 B

C 715.66 178.92 806.87 964.45 0.742 715.31 365.46 2.7 2.8 0.240 B


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 646.37 161.59 419.56 1247.70 0.518 649.73 833.74 1.9 1.1 0.101 A

B 863.02 215.76 94.88 1427.16 0.605 868.34 974.41 2.9 1.6 0.108 A

C 584.34 146.08 663.01 1042.62 0.560 590.29 300.21 2.8 1.3 0.134 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 541.30 135.33 349.22 1289.21 0.420 542.74 695.57 1.1 0.7 0.081 A

B 722.74 180.68 79.26 1435.91 0.503 724.87 812.69 1.6 1.0 0.085 A

C 489.35 122.34 553.47 1102.15 0.444 491.32 250.66 1.3 0.8 0.099 A

2021 Future Year, PM



A1 100.000 100.000

Junction Network




Arms





Traffic Demand

Demand Set Details

ID Scenario name Time Period

name

Traffic profile

type

Model start time

(HH:mm)

Model finish time

(HH:mm)

Time segment

length (min)

Run

automatically

D4 2021 Future

Year PM

ONE

HOUR 16:45 18:15 15


HV Percentages 2.00


A

ONE HOUR 674.00 100.000

B

ONE HOUR 1019.00 100.000

C

ONE HOUR 563.00 100.000


Demand (Veh/hr)

To

From

A B C

A 0.000 561.000 113.000

B 724.000 0.000 295.000

C 186.000 377.000 0.000

Proportions

To

From

A B C

A 0.00 0.83 0.17

B 0.71 0.00 0.29

C 0.33 0.67 0.00

Vehicle Mix


To

From

A B C

A 0 0 0

B 0 0 0

C 0 0 0

Average PCU Per Veh

To

From

A B C

A 1.000 1.000 1.000

B 1.000 1.000 1.000

C 1.000 1.000 1.000

Results


A 0.59 0.12 1.4 A 618.47 927.71

B 0.80 0.21 3.8 B 935.05 1402.58

C 0.64 0.17 1.7 B 516.62 774.93



Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 507.42 126.86 282.18 1328.77 0.382 504.97 681.05 0.0 0.6 0.073 A

B 767.16 191.79 84.66 1432.88 0.535 762.61 702.49 0.0 1.1 0.089 A

C 423.86 105.96 541.83 1108.47 0.382 421.40 305.44 0.0 0.6 0.087 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 605.91 151.48 338.10 1295.77 0.468 604.89 815.88 0.6 0.9 0.087 A

B 916.06 229.02 101.41 1423.50 0.644 913.54 841.58 1.1 1.8 0.117 A

C 506.13 126.53 649.07 1050.20 0.482 504.91 365.88 0.6 0.9 0.110 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 742.09 185.52 412.97 1251.58 0.593 739.84 995.52 0.9 1.4 0.117 A

B 1121.94 280.48 124.04 1410.83 0.795 1114.39 1028.78 1.8 3.7 0.197 B

C 619.87 154.97 791.77 972.65 0.637 616.72 446.65 0.9 1.7 0.167 B


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 742.09 185.52 414.99 1250.39 0.593 742.03 1001.58 1.4 1.4 0.118 A

B 1121.94 280.48 124.40 1410.62 0.795 1121.51 1032.61 3.7 3.8 0.207 B

C 619.87 154.97 796.83 969.90 0.639 619.74 449.08 1.7 1.7 0.171 B


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 605.91 151.48 341.03 1294.04 0.468 608.13 824.57 1.4 0.9 0.088 A

B 916.06 229.02 101.96 1423.20 0.644 923.73 847.21 3.8 1.8 0.122 A

C 506.13 126.53 656.31 1046.26 0.484 509.29 369.38 1.7 1.0 0.112 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 507.42 126.86 284.69 1327.29 0.382 508.49 687.45 0.9 0.6 0.073 A

B 767.16 191.79 85.25 1432.55 0.536 769.87 707.93 1.8 1.2 0.091 A

C 423.86 105.96 546.99 1105.67 0.383 425.15 308.13 1.0 0.6 0.088 A

2021 + Development, AM



A1 100.000 100.000

Junction Network




Arms





Traffic Demand

Demand Set Details

ID Scenario name

Time

Period

name

Traffic profile

type

Model start time

(HH:mm)

Model finish

time (HH:mm)

Time segment

length (min)

Run

automatically

D5 2021 +

Development AM

ONE

HOUR 07:45 09:15 15


HV Percentages 2.00


A

ONE HOUR 720.00 100.000

B

ONE HOUR 961.00 100.000

C

ONE HOUR 653.00 100.000


Demand (Veh/hr)

To

From

A B C

A 0.000 614.000 106.000

B 733.000 0.000 228.000

C 189.000 464.000 0.000

Proportions

To

From

A B C

A 0.00 0.85 0.15

B 0.76 0.00 0.24

C 0.29 0.71 0.00

Vehicle Mix


To

From

A B C

A 0 0 0

B 0 0 0

C 0 0 0

Average PCU Per Veh

To

From

A B C

A 1.000 1.000 1.000

B 1.000 1.000 1.000

C 1.000 1.000 1.000

Results


A 0.66 0.15 1.9 A 660.68 991.03

B 0.75 0.17 2.9 B 881.83 1322.75

C 0.75 0.24 2.8 B 599.20 898.81



Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 542.05 135.51 347.07 1290.47 0.420 539.18 690.15 0.0 0.7 0.080 A

B 723.49 180.87 79.38 1435.84 0.504 719.47 806.87 0.0 1.0 0.083 A

C 491.61 122.90 548.78 1104.70 0.445 488.44 250.08 0.0 0.8 0.097 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 647.27 161.82 415.81 1249.91 0.518 645.90 826.79 0.7 1.1 0.099 A

B 863.92 215.98 95.09 1427.04 0.605 861.90 966.62 1.0 1.5 0.106 A

C 587.03 146.76 657.42 1045.66 0.561 585.18 299.58 0.8 1.3 0.130 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 792.73 198.18 506.65 1196.30 0.663 789.33 1009.34 1.1 1.9 0.146 A

B 1058.08 264.52 116.21 1415.21 0.748 1052.74 1179.77 1.5 2.8 0.163 A

C 718.97 179.74 802.97 966.57 0.744 713.02 365.97 1.3 2.7 0.231 B


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 792.73 198.18 510.61 1193.96 0.664 792.60 1014.86 1.9 1.9 0.149 A

B 1058.08 264.52 116.69 1414.94 0.748 1057.85 1186.52 2.8 2.9 0.168 B

C 718.97 179.74 806.87 964.45 0.745 718.59 367.67 2.7 2.8 0.243 B


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 647.27 161.82 421.45 1246.58 0.519 650.67 834.71 1.9 1.1 0.101 A

B 863.92 215.98 95.79 1426.65 0.606 869.28 976.32 2.9 1.6 0.109 A

C 587.03 146.76 663.04 1042.61 0.563 593.12 302.03 2.8 1.3 0.135 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 542.05 135.51 350.74 1288.31 0.421 543.50 696.34 1.1 0.7 0.081 A

B 723.49 180.87 80.02 1435.49 0.504 725.63 814.23 1.6 1.0 0.085 A

C 491.61 122.90 553.47 1102.15 0.446 493.61 252.17 1.3 0.8 0.099 A

2021 + Development, PM


No errors or warnings


A1 100.000 100.000

Junction Network




Arms





Traffic Demand

Demand Set Details

ID Scenario name

Time

Period

name

Traffic profile

type

Model start time

(HH:mm)

Model finish

time (HH:mm)

Time segment

length (min)

Run

automatically

D6 2021 +

Development PM

ONE

HOUR 16:45 18:15 15


HV Percentages 2.00

Demand overview (Traffic)

Arm Linked arm Profile type Use O-D data Average Demand (Veh/hr) Scaling Factor (%)

A

ONE HOUR 686.00 100.000

B

ONE HOUR 1050.00 100.000

C

ONE HOUR 609.00 100.000


Demand (Veh/hr)

To

From

A B C

A 0.000 561.000 125.000

B 724.000 0.000 326.000

C 201.000 408.000 0.000

Proportions

To

From

A B C

A 0.00 0.82 0.18

B 0.69 0.00 0.31

C 0.33 0.67 0.00

Vehicle Mix


To

From

A B C

A 0 0 0

B 0 0 0

C 0 0 0

Average PCU Per Veh

To

From

A B C

A 1.000 1.000 1.000

B 1.000 1.000 1.000

C 1.000 1.000 1.000

Results


A 0.61 0.13 1.6 A 629.49 944.23

B 0.82 0.24 4.5 B 963.50 1445.25

C 0.69 0.20 2.2 B 558.83 838.24



Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 516.46 129.11 305.29 1315.13 0.393 513.89 692.09 0.0 0.6 0.075 A

B 790.50 197.62 93.64 1427.86 0.554 785.60 725.55 0.0 1.2 0.093 A

C 458.49 114.62 541.69 1108.55 0.414 455.70 337.55 0.0 0.7 0.092 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 616.70 154.17 365.78 1279.43 0.482 615.58 829.07 0.6 0.9 0.090 A

B 943.93 235.98 112.17 1417.48 0.666 941.04 869.20 1.2 1.9 0.125 A

C 547.48 136.87 648.87 1050.31 0.521 545.98 404.34 0.7 1.1 0.119 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 755.30 188.83 446.38 1231.86 0.613 752.77 1010.52 0.9 1.6 0.125 A

B 1156.07 289.02 137.17 1403.47 0.824 1146.60 1061.99 1.9 4.3 0.226 B

C 670.52 167.63 790.61 973.28 0.689 666.29 493.16 1.1 2.1 0.193 B


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 755.30 188.83 449.06 1230.29 0.614 755.22 1017.91 1.6 1.6 0.126 A

B 1156.07 289.02 137.61 1403.22 0.824 1155.41 1066.67 4.3 4.5 0.240 B

C 670.52 167.63 796.68 969.99 0.691 670.29 496.34 2.1 2.2 0.200 B


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 616.70 154.17 369.65 1277.15 0.483 619.21 839.69 1.6 0.9 0.092 A

B 943.93 235.98 112.83 1417.11 0.666 953.68 876.03 4.5 2.0 0.132 A

C 547.48 136.87 657.58 1045.57 0.524 551.76 408.92 2.2 1.1 0.123 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 516.46 129.11 308.24 1313.39 0.393 517.62 699.09 0.9 0.7 0.075 A

B 790.50 197.62 94.32 1427.47 0.554 793.64 731.54 2.0 1.3 0.095 A

C 458.49 114.62 547.23 1105.54 0.415 460.09 340.72 1.1 0.7 0.093 A

2015 Base, AM



A1 100.000 100.000

Junction Network




Arms





Traffic Demand

Demand Set Details

ID Scenario

name

Time Period

name

Traffic profile

type

Model start time

(HH:mm)

Model finish time

(HH:mm)

Time segment

length (min)

Run

automatically

D7 2015

Base AM

ONE

HOUR 07:45 09:15 15


HV Percentages 2.00


A

ONE HOUR 661.00 100.000

B

ONE HOUR 871.00 100.000

C

ONE HOUR 608.00 100.000


Demand (Veh/hr)

To

From

A B C

A 0.000 575.000 86.000

B 686.000 0.000 185.000

C 176.000 432.000 0.000

Proportions

To

From

A B C

A 0.00 0.87 0.13

B 0.79 0.00 0.21

C 0.29 0.71 0.00

Vehicle Mix


To

From

A B C

A 0 0 0

B 0 0 0

C 0 0 0

Average PCU Per Veh

To

From

A B C

A 1.000 1.000 1.000

B 1.000 1.000 1.000

C 1.000 1.000 1.000

Results


A 0.60 0.12 1.5 A 606.55 909.82

B 0.67 0.13 2.0 A 799.24 1198.87

C 0.67 0.19 2.0 B 557.91 836.87



Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 497.64 124.41 323.30 1304.50 0.381 495.19 645.57 0.0 0.6 0.074 A

B 655.73 163.93 64.43 1444.22 0.454 652.44 754.06 0.0 0.8 0.075 A

C 457.73 114.43 513.86 1123.67 0.407 455.01 203.00 0.0 0.7 0.089 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 594.23 148.56 387.36 1266.70 0.469 593.18 773.39 0.6 0.9 0.089 A

B 783.01 195.75 77.18 1437.08 0.545 781.58 903.36 0.8 1.2 0.091 A

C 546.58 136.64 615.57 1068.40 0.512 545.17 243.18 0.7 1.0 0.114 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 727.77 181.94 472.91 1216.21 0.598 725.43 945.40 0.9 1.5 0.122 A

B 958.99 239.75 94.38 1427.44 0.672 955.73 1103.96 1.2 2.0 0.126 A

C 669.42 167.36 752.73 993.87 0.674 665.58 297.38 1.0 2.0 0.181 B


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 727.77 181.94 475.53 1214.67 0.599 727.70 948.96 1.5 1.5 0.123 A

B 958.99 239.75 94.68 1427.27 0.672 958.89 1108.55 2.0 2.0 0.128 A

C 669.42 167.36 755.22 992.51 0.674 669.26 298.35 2.0 2.0 0.185 B


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 594.23 148.56 391.10 1264.49 0.470 596.56 778.58 1.5 0.9 0.090 A

B 783.01 195.75 77.62 1436.83 0.545 786.25 910.04 2.0 1.2 0.093 A

C 546.58 136.64 619.25 1066.40 0.513 550.44 244.61 2.0 1.1 0.117 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 497.64 124.41 326.29 1302.74 0.382 498.73 650.57 0.9 0.6 0.075 A

B 655.73 163.93 64.89 1443.96 0.454 657.23 760.13 1.2 0.8 0.076 A

C 457.73 114.43 517.63 1121.62 0.408 459.22 204.48 1.1 0.7 0.091 A

2015 Base, PM



A1 100.000 100.000

Junction Network




Arms





Traffic Demand

Demand Set Details

ID Scenario

name

Time Period

name

Traffic profile

type

Model start time

(HH:mm)

Model finish time

(HH:mm)

Time segment

length (min)

Run

automatically

D8 2015

Base PM

ONE

HOUR 16:45 18:15 15


HV Percentages 2.00


A

ONE HOUR 628.00 100.000

B

ONE HOUR 946.00 100.000

C

ONE HOUR 527.00 100.000


Demand (Veh/hr)

To

From

A B C

A 0.000 525.000 103.000

B 677.000 0.000 269.000

C 174.000 353.000 0.000

Proportions

To

From

A B C

A 0.00 0.84 0.16

B 0.72 0.00 0.28

C 0.33 0.67 0.00

Vehicle Mix


To

From

A B C

A 0 0 0

B 0 0 0

C 0 0 0

Average PCU Per Veh

To

From

A B C

A 1.000 1.000 1.000

B 1.000 1.000 1.000

C 1.000 1.000 1.000

Results


A 0.55 0.10 1.2 A 576.26 864.40

B 0.74 0.16 2.7 A 868.07 1302.10

C 0.58 0.14 1.4 A 483.58 725.38



Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 472.79 118.20 264.31 1339.31 0.353 470.62 637.18 0.0 0.5 0.069 A

B 712.20 178.05 77.19 1437.07 0.496 708.31 657.75 0.0 1.0 0.082 A

C 396.75 99.19 506.90 1127.45 0.352 394.60 278.60 0.0 0.5 0.082 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 564.56 141.14 316.69 1308.41 0.431 563.72 763.35 0.5 0.8 0.080 A

B 850.43 212.61 92.46 1428.52 0.595 848.53 787.95 1.0 1.4 0.103 A

C 473.76 118.44 607.25 1072.92 0.442 472.79 333.74 0.5 0.8 0.100 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 691.44 172.86 387.13 1266.83 0.546 689.71 932.70 0.8 1.2 0.104 A

B 1041.57 260.39 113.12 1416.94 0.735 1036.66 963.72 1.4 2.7 0.156 A

C 580.24 145.06 741.88 999.76 0.580 577.95 407.90 0.8 1.4 0.141 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 691.44 172.86 388.61 1265.96 0.546 691.40 936.80 1.2 1.2 0.104 A

B 1041.57 260.39 113.40 1416.79 0.735 1041.37 966.61 2.7 2.7 0.160 A

C 580.24 145.06 745.25 997.93 0.581 580.16 409.52 1.4 1.4 0.144 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 564.56 141.14 318.86 1307.12 0.432 566.27 769.29 1.2 0.8 0.081 A

B 850.43 212.61 92.87 1428.28 0.595 855.34 792.25 2.7 1.5 0.106 A

C 473.76 118.44 612.12 1070.28 0.443 476.04 336.09 1.4 0.8 0.101 A


Arm

Total

Demand

(Veh/hr)

Junction

Arrivals

(Veh)

Circulating

flow

(Veh/hr)

Capacity

(Veh/hr) RFC

Throughput

(Veh/hr)

Throughput

(exit side)

(Veh/hr)

Start

queue

(Veh)

End

queue

(Veh)

Delay

(min) LOS

A 472.79 118.20 266.44 1338.06 0.353 473.66 642.45 0.8 0.6 0.069 A

B 712.20 178.05 77.69 1436.79 0.496 714.21 662.41 1.5 1.0 0.083 A

C 396.75 99.19 511.12 1125.16 0.353 397.77 280.78 0.8 0.5 0.083 A

Documents

Contentsapps.nuneatonandbedworth.gov.uk/BT_NBBC_Planning/planning... · 2015-08-26 · Contents . 1 INTRODUCTION ... \Projects\W150000\W151834 - Lidl - Nuneaton - Hinckley Road\Word\R01-CR-151834-15_08_07