MOLEYNES MEAD, ELLERSLIE LANE, BEXHILL-ON-SEAplanweb01.rother.gov.uk/OcellaWeb/viewDocument?file=dv_pl...Moleynes Mead, Ellerslie Lane, Bexhill-on-Sea iii RLTE/13/1865 August 2014

Vat Registration No. 771 9821 04 • Registered in England No. 4237910.

Registered office: The Old Stables, Fry’s Yard, Bridge Street, Godalming,

Surrey GU7 1HP

MOLEYNES MEAD, ELLERSLIE LANE, BEXHILL-ON-SEA

Proposed Residential Development

Transport Statement

Prepared on behalf of RLT Engineering Consultants Limited

Acting For Orbit Homes Limited

RLTE/13/1865

August 2014

Moleynes Mead, Ellerslie Lane, Bexhill-on-Sea iRLTE/13/1865 August 2014

DOCUMENT CONTROL Project: Moleynes Mead, Ellerslie Lane, Bexhill-on-Sea Proposed Residential Development Document: Transport Statement Client: RLT Engineering Consultants Limited Acting For Orbit Homes Limited Reference: RLTE/13/1865 Document Checking:

Author: AMW

Date:

08/08/2014

Checked by: SAJ

Date:

08/08/2014

Approved by: CMB

Date:

08/08/2014 Status:

Issue Date Status Issued by

1. 25/10/2013 1st Draft PMR

2. 12/12/2013 Final PMR

3. 08/08/2014 Final CMB

4.

5.

6.

7.

© Copyright Russell Giles Partnership Limited 2014 No part of this publication may be reproduced by any means without the prior permission of Russell Giles Partnership Limited.

Moleynes Mead, Ellerslie Lane, Bexhill-on-Sea iiRLTE/13/1865 August 2014

CONTENTS 1 INTRODUCTION ........................................................................................................... 1

1.1 Scope of Transport Statement .......................................................................... 1

1.2 Background Context .......................................................................................... 2

1.3 Report Structure ................................................................................................. 2

2 POLICY REVIEW .......................................................................................................... 4

2.1 Introduction ........................................................................................................ 4

2.2 National Policy ................................................................................................... 4

2.3 Local Policy ........................................................................................................ 5

2.4 Summary ............................................................................................................. 9

3 BASELINE CONDITIONS ........................................................................................... 10

3.1 Introduction ...................................................................................................... 10

3.2 Site Location and Context ............................................................................... 10

3.3 Local Highway Network ................................................................................... 11

3.4 Accessibility Credentials ................................................................................. 11

3.5 Highway Safety Study ...................................................................................... 15

3.6 Traffic Survey Data .......................................................................................... 16

3.7 Summary ........................................................................................................... 17

4 DEVELOPMENT PROPOSALS .................................................................................. 18

4.1 Description of Proposed Development ........................................................... 18

4.2 Proposed Access Arrangements .................................................................... 18

4.3 Proposed Parking Arrangements .................................................................... 19

4.4 Proposed Delivery and Servicing Arrangements ........................................... 20

5 TRAFFIC GENERATION ASSESSMENT, ASSIGNMENT AND IMPACT .................. 21

5.1 Introduction ...................................................................................................... 21

5.2 Existing Site Operation .................................................................................... 21

5.3 Proposed Site Operation ................................................................................. 22

5.4 Net Impact ......................................................................................................... 23

5.5 Local Highway Impact ...................................................................................... 24

6 TRAVEL PLANNING INITIATIVES ............................................................................. 25

6.1 Introduction ...................................................................................................... 25

6.2 Aims and Objectives ........................................................................................ 25

6.3 Measures and Initiatives .................................................................................. 26

6.4 Management ..................................................................................................... 28

7 SUMMARY AND CONCLUSIONS .............................................................................. 29

Moleynes Mead, Ellerslie Lane, Bexhill-on-Sea iiiRLTE/13/1865 August 2014

PLANS Plan 01 Site Location and Accessibility Plan DRAWINGS 2013/1865/001 Proposed Vehicular Access APPENDICES Appendix A PIA Summary Report Appendix B Traffic Survey Data Appendix C Proposed Site Layout Plan Appendix D Car Parking Demand Calculation Appendix E Refuse Vehicle Swept Path Drawings Appendix F TRICS Output – Houses Privately Owned Appendix G TRICS Output – Mixed Private / Non – Private Housing Appendix H Flow Diagrams Appendix I PICADY Junction Capacity Assessments (Existing and Proposed)

Moleynes Mead, Ellerslie Lane, Bexhill-on-Sea 1RLTE/13/1865 August 2014

1 INTRODUCTION

1.1 Scope of Transport Statement

1.1.1 Russell Giles Partnership (RGP) is instructed by RLT Engineering Consultants Limited acting for Orbit Homes Limited (‘the applicants’) to provide transport and highways advice in association with a development proposal involving the demolition of all existing buildings and construction of 35 residential units (Use Class C3) on land at Moleynes Mead, Ellerslie Lane, Bexhill-on-Sea.

1.1.2 The application site is located on the western side of Ellerslie Lane, within an established residential area on the north-western periphery of Bexhill-on-Sea and as a consequence benefits from being accessible by the more sustainable modes of transport including frequent public transport services, walking and cycling. In addition, the accessibility credentials of the proposed development are further enhanced by the presence of several essential facilities and services located within reasonable walking distance of the site.

1.1.3 The suitability of the land at Moleynes Mead to support a residential development is outlined in Rother District Council’s (RDC’s) ‘Strategic Housing Land Availability Assessment (SHLAA) Part 2 – Settlement Maps and Tables’. More specifically the report states that the site (Reference BX64) is situated partially within the development boundary and is “reasonably located in terms of access to services”.

1.1.4 The development proposals involve the demolition of all existing buildings and construction of 35 residential units together with the creation of a new vehicular access located off the eastern side of Fryatts Way, associated car parking and landscaping. As part of the development proposals, the existing vehicular / pedestrian access situated off the western side of Ellerslie Lane will be retained to provide a private road serving 3 of the proposed 35 residential units.

1.1.5 This Transport Statement has been prepared in accordance with relevant national and local planning policies including the National Planning Policy Framework (NPPF), the Rother District Local Plan and emerging Core Strategy. Further to this reference has been made to East Sussex County Council’s (ESCC’s) ‘Transport Assessments, Transport Statements and Transport Reports Guidance for Development Proposals in East Sussex’ (October 2009) and ‘Parking Demand Tool Guidance’.

1.1.6 The principal focus of the report is to establish the likely traffic generation and impact of the development proposals in comparison with the site’s existing use. A detailed assessment of the suitability of the proposed site layout including delivery and servicing arrangements has been undertaken by the scheme architect (CHBC Architects) and RGP.


1.1.7 It is concluded that the development proposals have the potential to generate a moderate increase in vehicular traffic when compared to the site’s existing operation. Notwithstanding this, the potential increase in vehicular traffic will be mitigated through the implementation of a Travel Plan Statement, primarily aimed at encouraging future residents to adopt sustainable travel patterns and behaviour for various journey purposes.

1.2 Background Context

1.2.1 A planning application (Reference RR/2014/226/P) involving the redevelopment of land to support 44 residential units (Use Class C3), together with accesses, estate roads, associated parking and amenity space was submitted to Rother District Council (RDC) on 24th January 2014.

1.2.2 However, on 10th April 2014, the application was refused planning consent by RDC for a number of reasons. With regards to transport planning and highways, it was stated that “insufficient information has been provided to enable the proposal to be assessed fully from a highway safety, capacity and accessibility perspective. On this basis of the information provided the application fails to accord with Policies GD1 (iii) of the Rother District Local Plan (2006) and TR3 of the Rother District Council – Core Strategy.”

1.2.3 On this basis and in light of comments raised by the Highways Officer at ESCC on 31st March 2014 with regard to traffic impact, car parking provision, internal road layout and accessibility, the development proposals have been amended. This Transport Statement has therefore been prepared to accompany the revised development proposals comprised of 35 residential units.

1.3 Report Structure

1.3.1 The remainder of this Transport Statement is comprised of the following sections:

(i) Section 2 provides a review of various current national and local planning policies to demonstrate how the transport related aspects of the development proposals fully accord with the core principles;

(ii) Section 3 describes the baseline conditions including the site’s accessibility by various travel modes to key services and journey destinations;

(iii) Section 4 considers the principal design aspects of the development proposals including access, parking, serving and delivery arrangements;

(iv) Section 5 assesses the vehicular trip generating potential of the development proposals and its associated impact on the local highway network;


(v) Section 6 sets out a strategy for encouraging future residents and visitors to adopt sustainable travel patterns and behaviour, primarily through the preparation / implementation of a Residential Travel Plan; and

(vi) Section 7 presents a summary of the main conclusions.


2 POLICY REVIEW

2.1 Introduction

2.1.1 This section of the report provides a review of current and emerging national and local planning policies to ensure that the development proposals are consistent with the underlying principles and objectives.

2.2 National Policy

National Planning Policy Framework (March 2012)

2.2.1 The National Planning Policy Framework (NPPF) details the Government’s strategic planning policies for development and growth within England. It sets out a presumption in favour of sustainable development and urges local planning authorities to support proposals that facilitate the use of sustainable modes of transport. The document broadly covers all aspects of planning policy and those relevant to transport are detailed below:

2.2.2 Paragraph 32 states “all developments that generate significant amounts of movement should be supported by a Transport Statement or Transport Assessment. Plans and decisions should take account of whether:

(i) the opportunities for sustainable transport modes have been taken up depending on the nature and location of the site, to reduce the need for major transport infrastructure;

(ii) safe and suitable access to the site can be achieved for all people; and

(iii) improvements can be undertaken within the transport network that cost effectively limit the significant impacts of the development. Development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe.”


2.2.3 Furthermore, Paragraph 35 recommends “Plans should protect and exploit opportunities for the use of sustainable transport modes for the movement of goods of people. Therefore, developments should be located and designed where practical to:

(i) accommodate the efficient delivery of goods and supplies;

(ii) give priority to pedestrian and cycle movements, and have access to high quality public transport facilities;

(iii) create safe and secure layouts which minimise conflicts between traffic and cyclists or pedestrians, avoiding street clutter and where appropriate establishing home zones;

(iv) incorporate facilities for charging plug-in and other ultra-low emission vehicles; and

(v) consider the needs of people with disabilities by all modes of transport.”

2.3 Local Policy

Rother District Council Local Plan ‘Saved Policies’ (2006)

2.3.1 Local planning policies relevant to the development proposals are contained in Rother District Council’s Local Plan ‘Saved Policies’ and emerging The vision statement, as outlined in Chapter 2: Context and Vision is:

“to provide a high quality of life based on vibrant and inclusive communities, access to a wide range of jobs and respect for the built and natural environment. Development and change should contribute to this vision, and thereby to the Community Strategy, in a positive and sustainable manner, properly supported by the necessary infrastructure, services and community facilities.”

2.3.2 Policy DS1 – ‘Development Principles’ states “In determining whether development is appropriate in a particular location, proposals should accord with the following principles:

“

(i) priority is given to making the best use of urban land, especially through the re-use of previously developed land/buildings: and from a transport perspective…..


(ii) it ensures a good level of accessibility to a range of services and jobs by public transport, recognising that opportunities are more limited in rural areas.”

2.3.3 Policy GD1 – ‘General Development Criteria’ sets out a number of key principles for new developments. In particular, from a transport planning and highways perspective new development proposals are required to demonstrate that:

“

(i) It meets the needs of future occupiers, including providing appropriate amenities and the provision of appropriate means of access for disabled users; and

(ii) It provides for adequate and safe access by all relevant modes of transport, appropriate parking provision, in accordance with Policy TR3 and does not result in unacceptable traffic or transport conditions.”

2.3.4 Policy HG4 – ‘Principles of Sustainable Residential Environments’ states: “New housing developments will be permitted where their layout and design provides sustainable residential environments, including by demonstrating the following principles:

(i) Creation of a strong sense of place that relates well to the existing street pattern;

(ii) Provision of linkages to existing development, especially to local services;

(iii) Priority to pedestrians in highway design and ready access to bus services;

(iv) The visual and amenity impact of parked cars is minimised, while still providing adequate provision in accordance with Policy TR3; and

(v) Informal surveillance of open areas and transport corridors is encouraged.”

2.3.5 Policy TR2 – ‘Improvements to Sustainable Transport’ states “All development shall, wherever reasonably practicable, be carried out in a location and manner which will promote more sustainable travel choice. Applications for planning permission may be required to demonstrate how the proposed development will promote sustainable travel choice.”


2.3.6 Policy TR3 – ‘Provision of Parking Facilities’ states “Planning permission will be granted for development where the provision for parking accords with the following principles which will be elaborated upon in the form of a Supplementary Planning Document. Proposed development shall:

(i) Meet the residual needs of the development for off-street parking, having full regard to the potential for access by means other than the car and to any safety, congestion or amenity impacts of a reliance on parking off-site whether on-street or off-street;

(ii) Not exceed maximum parking standards adopted by the District Planning Authority unless a need for additional provision is identified in a transport assessment which includes the measures to be taken to minimise the need for parking;

(iii) Provide for reduced parking provision where requisite, accessibility to jobs, services and facilities exists or will be provided as a result of the development, including any off-site measures;

(iv) Have regard to travel plans, and transport assessments that will be required for developments that have significant transport implications;

(v) Include an adequate number of parking spaces designed and signed for disabled people;

(vi) Include adequate and secure cycle parking provision.”

Rother District Council Proposed Submission Core Strategy (August 2011)

2.3.7 The main Transport Objectives, as outlined in Section 18 ‘Transport and Accessibility’ of the Core Strategy are to:

“

(i) improve connectivity between Rother and the wider South East region, both along the coast and towards London;

(ii) achieve a re-balancing of the transport system in favour of sustainable modes as a means of access to employment, health services, recreation and community facilities; and

(iii) maximise transport choice and otherwise provide for efficient and safe movement, in both urban and rural areas.”


2.3.8 Policy TR2: ‘Integrated Transport’ states: “Improvements in the provision and use sustainable transport will be achieved through:

(i) maximising the best and most effective use of the existing transport network and facilitating enhancements with priority given to improving bus, community transport and rail network;

(ii) the promotion of public transport patronage and associated infrastructure;

(iii) supporting the provision of a high quality cycle network to encourage a modal shift away from the car;

(iv) improvements to the pedestrian environment and wider public realm to encourage integration between different modes of transport, employment areas and settlement centres;

(v) promotion of road safety through education and design; and

(vi) safeguarding sites and routes with the potential to contribute towards the provision of an efficient and sustainable public transport network.”

2.3.9 Policy TR3: ‘Access and New Development’ states:

“New development should minimise the need to travel and support good access to employment, services and communities facilities, as well as ensure adequate, safe access arrangements. Development will be permitted where mitigation against transport impacts which may arise from that development or cumulatively with other proposals is provided. This will be achieved through the submission of a Transport Assessment, Transport Statement or Travel Plan, and where it is appropriate through:

(i) ensuring that new developments in their design and layout prioritise the needs of pedestrians, cyclists and minimise the distance to local public transport nodes;

(ii) working with the relevant agencies to seek funding for contributions for improvements to local infrastructure needed to facilitate highway capacity and safety and / or public transport accessibility and capacity, where this is necessary to serve the new development; and

(iii) provision of electric vehicles charging infrastructure.”


2.3.10 Policy TR4: ‘Car Parking’ – “Planning permission will be granted for development where the provision for parking accords with the following principles which will be elaborated upon in the form of Supplementary Planning Document. Proposed development shall:

(i) meet the residual needs of the development for off-street parking having taking into consideration localised circumstances and having full regard to the potential for access by means other than the car, and to any safety, congestion or amenity impacts of a reliance on parking off-site whether on-street or off-street;

(ii) provide for reduced parking provision where a high level of accessibility to jobs, services and facilities exists, or will be provided as a result of the development, including any offsite measures;

(iii) ensure that the approved parking provision is retained for the future where that would be necessary to prevent harm to the safety or free-flow of the highway;

(iv) include a number of parking spaces designed and signed for disabled people; and

(v) provide for commuted payments towards providing and / or managing off-site parking, including on-street parking, where this is justified to meet the needs of the development.”

2.4 Summary

2.4.1 The review demonstrates that the development proposals fully accord with the principal aims and objectives contained within the existing and emerging national and local planning policy documents. Most notably, the proposed development is located adjacent to an existing residential development, which benefits from being accessible by local public transport services as well as the extensive network of footways, providing opportunities for sustainable travel behaviour amongst future end-users.

2.4.2 Furthermore, when this review is considered in light of the development proposals outlined in Section 4 of the report, which most notably incorporate several design features aimed at providing a safe environment for pedestrians and cyclists, as well as car parking provision in accordance with the set standards, it is clear that the proposals comply with the principle aims of the NPPF and local policies set out in Rother District Council’s Local Plan (‘Saved Policies’) and Core Strategy.


3 BASELINE CONDITIONS

3.1 Introduction

3.1.1 This section of the report provides an overview of the baseline conditions including a description of the site’s location, the existing provision of transport infrastructure / services by mode, the results of two traffic surveys and a study of highway safety.

3.2 Site Location and Context

3.2.1 The application site, known as ‘Moleynes Mead’ is located adjacent to the western side of Ellerslie Lane, within an established residential area on the north-western periphery of Bexhill-on-Sea. The site boundaries are formed by Ellerslie Lane to the east, and detached residential dwellings bordering Fryatts Way (a residential cul-de-sac) and Ellerslie Lane to the north, south and west.

3.2.2 The surrounding area is comprised of a mixture of land uses, with residential dwellings to the east, open land including Broad Oak Park to the south-west and leisure (i.e. Highwoods Golf Course) to the north-west. Plan 01 attached highlights the location of the site in context with the local area and highway network.

3.2.3 The 1.59 Ha site is comprised of a large six bedroom detached residential dwelling, 15 stables, a separate swimming pool building, paddocks together with ancillary car parking and landscaping. It is understood that the existing site solely operates as a private residence. Vehicular access to Moleynes Mead is via an access point located off Ellerslie Lane, which benefits from having adequate visibility to the north and south (see Figures 3.1 and 3.2).

Figure 3.1: View of Ellerslie Lane looking south from the access to Moleynes Mead

Figure 3.2: View of Ellerslie Lane looking north from the access to Moleynes Mead


3.3 Local Highway Network

3.3.1 Ellerslie Lane is classified as an ‘Urban Residential Road’, which within the vicinity of the site is subject to a 30 mph speed restriction. As well as facilitating direct access to Turkey Road and the A269 Ninfield Road to the north, Ellerslie Lane via Deerswood Lane and Broadoak Lane to the south connects with the A259 Little Common Road. The A259 is classified as a Primary Route, which aside from providing access to Eastbourne intersects with the A27 forming part of the Trunk Road Network at Pevensey to the west. To the east, the A259 bisects Bexhill, and heads in a north-easterly direction, providing access to Hastings, Winchelsea, Rye and Folkestone.

3.4 Accessibility Credentials

Walking and Cycling

3.4.1 Walking and cycling play a vital role in healthy and active lifestyles and if convenient and safe links are available there is significant opportunity to reduce the need for short journeys to be undertaken by private car, thus reducing the level of traffic on the surrounding highway network.

3.4.2 Within the vicinity of the site, wide lit footways are present on either side of Fryatts Way, providing access to Concorde Close and the western side of Ellerslie Lane (see Photograph 3). Approximately 200 metres to the south of the site’s access, lit footways are present along both sides of Ellerslie Lane. These extend southwards connecting with Summer Hill Road and Knebworth Road, which together with a pedestrian refuge near the junction of the A259 Little Common Road and Knebworth Road provides a safe and attractive walking route for pedestrians accessing the range of amenities / services within Bexhill town centre.

3.4.3 While it is noted that Ellerslie Lane, for the majority of its length from the junction of Fryatts Way to Turkey Road does not directly benefit from having dedicated footways, the highway verge on the western side, within the vicinity of the site is of sufficient width to accommodate pedestrians. Indeed, as shown in Figures 3.3 and 3.4, the highway verge appears to be well worn from the movement of existing residents.


Figure 3.3: Pedestrian footway present along the eastern side of Fryatts Way.

Figure 3.4: Highway verge located on the western side of Ellerslie Lane, adjacent to the site’s eastern boundary.

3.4.4 The Chartered Institute of Highways and Transportation’s (CIHT) publication ‘Providing for Journeys on Foot’ (2000) states that the average length of a walk journey is 1 kilometre. It further recommends a preferred maximum walking distance of 2 kilometres for commuting / school journeys and 1.2 kilometres for other journey destinations. As indicated on Plan 01 attached, there are numerous educational, leisure, health care, employment and retail opportunities accessible on-foot within this distance threshold.

3.4.5 With the exception of a short section of shared foot / cycleway, which runs along Gunter’s Lane and Turkey Road, approximately 980 metres to the north-east of the site and the Downs and Weald section of National Cycle Network Route 2 (St Austell to Dover), there is a limited provision of dedicated cycling infrastructure within Bexhill-on-Sea.

3.4.6 Notwithstanding this, Ellerslie Lane and the surrounding road network is subject to low vehicle speeds and is also lightly trafficked in nature; conditions which are conducive to cycling. Furthermore, NCN Route 2, which can be accessed via W Parade, approximately 2.9 kilometres to the south of the site, provides an on-road cycling route to several local destinations including Westham / Pevensey and Eastbourne to the west and Hastings to the east.


3.4.7 With reference to the CIHT’s publication ‘Cycle Friendly Infrastructure’ (1996), it is suggested that reasonably fit individuals can comfortably cycle a distance of 8 kilometres to workplace destinations. With this in mind it is noted that the entire urban area of Bexhill-on-Sea and surrounding settlements of Collington, Crowhurst, Little Common, Norman’s Bay, Ninfield, Pevensey, Sidley and St Leonards are all accessible by cycle.

3.4.8 When the lightly trafficked nature of Ellerslie Lane is considered in combination with the short section of shared foot / cycleway along Turkey Road / Gunter’s Lane and NCN Route 2, it is reasonable to conclude that future residents will be able to cycle to and from the proposed residential development.

Bus

3.4.9 The nearest bus stops are located along the southern and northern side of Turkey Road, adjacent and opposite Greenways (a residential cul-de-sac), approximately 600 metres (10 minute walk-time) to the north of the site. Both stops are served by a total of 3 bus services (95, 96 and 98), which connect the site to a number of local destinations including Bexhill rail station / town centre, Battle, Hastings, Little Common and Sidley.

3.4.10 Additional bus stops are located on the northern side of the A259 Little Common Road, near the junction with Deerswood Lane, approximately 900 metres to the south-west of the site. A summary of all local bus services accessible from bus stops situated within short walking distance of the site is presented in Figure 3.5 below.

No. Route / Destinations Served Typical Daytime Frequency

Mon-Fri Sat Sun

11 Bexhill – Little Common - Bexhill Four Services

per day Four Services

per day N/A

95 Little Common - Bexhill - Sidley - Battle - Hastings

Conquest Hospital Every 30 minutes

Every 30 minutes

N/A

96 Little Common - Cooden - Bexhill Every 60 minutes

Every 60 minutes

N/A

97 Hooe - Sidley - Bexhill Three

Services per day

Three Services per

day N/A

98 Hastings – St Leonards – Bexhill – Sidley –

Herstmonceux – Hailsham – Polegate - Eastbourne

Every 30 minutes

Every 30 minutes

Every 60 minutes

320 Little Common - Bexhill - Claverham College One Service

per day N/A N/A

Figure 3.5: Summary of Local Bus Services

3.4.11 Interchange with mainline rail services available at Bexhill rail station can be achieved via bus services 11, 95, 96 and 98. Furthermore, bus service 11 and 98 provide access to several employment areas including the Beeching Road Industrial Estate and Conquest Hospital in Hastings.


Rail

3.4.12 Collington rail station is located at the southern end of Sutherland Avenue, approximately 1.9 kilometres to the south of the site. Similar to Bexhill rail station, frequent rail services operating to Ore via Hastings, Brighton via Eastbourne and Lewes and London Victoria are accessible from Collington.

3.4.13 In addition, Bexhill rail station is located along the southern side of Station Road, approximately 2.8 kilometres to the south-east of the site and provides access to rail services serving Ashford International via Hastings, Rye, Appledore and Ham Street. A summary of all rail services available from Bexhill rail station is presented in Figure 3.6 below.

Route/ Principal Destinations Served Typical Daytime Frequency

Mon – Fri Sat Sun

Bexhill to London Victoria via Collington – Cooden Beach – Pevensey & Westham – Hampden Park – Eastbourne – Polegate – Lewes – Haywards Heath – Gatwick Airport – East Croydon – Clapham Junction

1 train per hour 1 train per hour 1 train per hour

Bexhill to Brighton via Collington – Cooden Beach – Normans Bay – Pevensey & Westham – Hampden Park – Eastbourne – Hampden Park – Polegate – Berwick – Glynde – Lewes – Falmer – Moulsecoomb – London Road


Bexhill to Brighton via Eastbourne – Polegate - Lewes


Bexhill to Ashford International via St Leonards Warrior Square – Hastings – Three Oaks – Rye – Appledore – Ham Street


Bexhill to Ore via St Leonards Warrior Square - Hastings

2 trains per hour 2 trains per hour 1 train per hour

Figure 3.6: Summary of Rail Services from Bexhill Rail Station


Local Facilities and Services

3.4.14 The site is located within short walking distance of Sidley village centre, which contains a host of retail opportunities including a Co - op and Lidl food stores, post office, bakery and various takeaway outlets. As shown on Plan 01 attached and Figure 3.7 below, the site further benefits from being accessible to numerous convenience, educational, health care, retail and leisure facilities, the majority of which are within the CIHT’s recommended walking and cycling distance thresholds.

Type of Facility Name Distance Walk Journey

Time Cycle Journey

Time

Convenience One Stop Community Store (Turkey Road)

1.4 kilometre 18 minutes 6 minutes

Co-op (Ninfield Road) 2.0 kilometres 24 minutes 8 minutes

Education

Bexhill High School Nursery

1.2 kilometres 14 minutes 6 minutes

All Saints C of E Primary School

1.8 kilometre 22 minutes 7 minutes

King Offa Primary Academy


Bexhill Hill High School


Health Care

Sidley Surgery 1.4 kilometres 18 minutes 6 minutes

Collington Surgery 2.3 kilometres 27 minutes 8 minutes

New Image Dental Practice


Retail

Sidley Village Centre 1.9 kilometres 24 minutes 8 minutes

Lidl Foodstore 1.8 kilometres 22 minutes 7 minutes

Beeching Road Industrial Estate


Bexhill Town Centre 2.9 kilometres 36 minutes 12 minutes

Sports & Leisure Highwoods Golf

Course 450 metres 5 minutes N/A

Bexhill Leisure Centre 1.7 kilometres 20 minutes 6 minutes

Figure 3.7: Summary of Local Facilities

3.5 Highway Safety Study

3.5.1 For the purposes of establishing the level of highway safety within the area surrounding the application site, Personal Injury Accident (PIA) data for the five year period ending 31st August 2013 was obtained from Sussex Police. PIAs are classified as ‘slight’, ‘serious’ and ‘fatal’.

3.5.2 The study area for the PIA analysis encompassed the entire length of Ellerslie Lane and its junction with Turkey Road to the north, the residential cul-de-sacs of Fryatts Way and Concorde Close and the junctions of Ellerslie Lane, Broadoak Avenue and Broadoak Lane to the south, the entire length of Dearswood Lane, Knebworth Road and respected junctions with the A259 Little Common Road. A detailed summary of each PIA together with a copy of the study area is attached at Appendix A of this report.


3.5.3 As shown in Figure 3.8, a total of 3 PIAs were recorded over the five year period. All 3 were classified as ‘slight’ and occurred along the A259 Little Common Road. One of the PIAs involved a rear shunt collision between two vehicles travelling in a westerly direction along the A259 Little Common Road. From reviewing the description of the PIA it is suggested that the driver of one of the vehicles failed to look properly and judge the path and speed of the vehicle in front, once it had become stationary. The second incident occurred at the junction of the A259 Little Common Road / Broadoak Lane and involved a collision between two vehicles, one of which turned right out of Broadoak Lane into the oncoming path of another vehicle. The causation factor for this PIA was stated as ‘dazzling sun’. The remaining PIA involved a motorcyclist who when travelling westbound along the A259 Little Common Road lost control, resulting in the vehicle veering across the carriageway, mounting a pavement and colliding with a street light before crashing through a wooden gated fence.

No Accident

Reference Date Severity Location Causation Factor

1 0900113 01/05/2009 Slight A259 Little Common Road 29 M North of U White Hill

Avenue

Driver swerved and lost control

2 0902434 04/07/2009 Slight A259 Little Common Road M of U Knebworth Road

Driver failed to look properly and judge path

and speed of other vehicle

3 1004086 06/23/2010 Slight A259 Little Common Road

of U Broadoak Lane Driver dazzled by the sun

Figure 3.8: Summary of Recorded PIA’s within Study Area

3.5.4 As demonstrated in the review, none of the recorded PIAs were caused as a result of defects associated with the local highway. Moreover none of the recorded PIAs occurred within the vicinity of the site’s existing access off Ellerslie Lane.

3.6 Traffic Survey Data

3.6.1 It is generally accepted by Transport Planning practitioners that when assessing the potential traffic implications of a proposed residential development the critical periods are the weekday AM and PM peak hours. During these periods, the level of traffic associated with the development proposals as well as that on the local highway network is likely to be at its greatest.

3.6.2 To establish baseline flows and the distribution of traffic on the surrounding highway network, a 12 hour Manual Classified Turning Count (MCTC) survey of the junction of Fryatts Way / Ellerslie Lane together with a MCTC survey of the junction of the A259 Little Common Road / Broadoak Lane, between 07:00 – 10:00 and 15:00 – 19:00 was conducted by The Safety Forum (TSF) on Thursday 3rd October 2013. A summary of the MCTC surveys is presented in Figures 3.9 and 3.10, while a full copy of the results is attached at Appendix B of this report.


3.6.3 As shown in Figure 3.5, during the AM peak hour a greater proportion (3%) of traffic turns right out of Fryatts Way onto Ellerslie Lane as opposed to turning left and heading in a northerly direction towards the junction of Turkey Road. Additionally, during the PM peak hour approximately 5% of all vehicular traffic associated with the residential properties along Fryatts Way and Concorde Close turns left from Ellerslie Lane.

Movements AM Peak Hour (08:00 – 09:00)

PM Peak Hour (17:00 -18:00)

Count % Count %

Left out of Fryatts Way to Ellerslie Lane - North 0 0 1 1

Right in to Fryatts Way from Ellerslie - North 2 1 0 0

Through Traffic Northbound 96 52 45 45

Through Traffic Southbound 78 42 48 48 Left in from Ellerslie Lane - South 2 1 5 5

Right out of Fryatts Way to Ellerslie Lane - South 6 3 0 0 Total 184 100 99 100

Figure 3.9: Results of MCTC Survey at Junction of Fryatts Way / Ellerslie Lane

3.6.4 The results of the MCTC survey conducted at the junction of the A259 Little Common Road / Broadoak Lane reveal that during the AM peak hour, a greater proportion of vehicular traffic (3%) exiting Broadoak Lane turns right towards the nearby settlements of Little Common, Pevensey and Eastbourne, as opposed to turning left towards Bexhill and Hastings. It is also evident that a greater proportion of traffic travels in an eastbound direction.

Movements AM Peak Hour (08:00 – 09:00)

PM Peak Hour (17:00 -18:00)

Count % Count %

Left out of Broadoak Lane onto A259 Little Common Road - East 17 1 10 1

Right from A259 Little Common Road to Broadoak Lane 15 1 11 1

Through Traffic Eastbound 732 48 639 47 Through Traffic Westbound 671 44 625 46

Left in from A259 Little Common Road to Broadoak Lane 37 2 45 3

Right out of Broadoak Lane to A259 Little Common Road – West 39 3 17 1 Total 1511 100 1347 100

Figure 3.10: Results of MCTC Survey at Junction of A259 / Broadoak Lane

3.7 Summary

3.7.1 It is evident from the review of the baseline conditions that as a consequence of the site’s location, adjacent to an established residential area, the presence of nearby bus stops as well as the extensive network of pedestrian footways, provides potential for future end-users (i.e. residents and visitors) to travel by sustainable modes including public transport, walking and cycling. Furthermore, the review demonstrates that the site benefits from being well connected to a range of local convenience, educational, health care, leisure and retail opportunities situated within Sidley and Bexhill town centre, the majority of which are accessible on-foot.


4 DEVELOPMENT PROPOSALS

4.1 Description of Proposed Development

4.1.1 The development proposals involve the demolition of all existing buildings at Moleynes Mead to support the construction of 35 residential units, of which 13 (i.e. 37%) will be designated as affordable housing. A plan illustrating the proposed site layout is attached at Appendix C of this report.

4.1.2 The proposed mix of development is as follows:

(i) 5 x two bedroom terraced houses;

(ii) 10 x three bedroom terraced houses; and

(iii) 20 x four bedroom detached houses.

4.2 Proposed Access Arrangements

4.2.1 A new simple priority access will be created off the eastern side of Fryatts Way. The new access will be designed with 6 metre kerb radii and measure 5.5 metres in width, to accommodate the simultaneous entry and exit of vehicles Pedestrian footways connecting to the internal and existing network will be provided on either side of the proposed access.

4.2.2 In addition, the design incorporates a rumble strip to control the speed of vehicles on approach to the junction of the site’s access with Fryatts Way. Beyond this feature, the adjoining service road will be designed to reflect the shared surface principles, as outlined in the DfT’s Manual for Streets (MfS) guidance, with the aim of promoting a safe environment for other road users such as pedestrians and cyclists.

4.2.3 As shown on Drawing No. 2013/1865/001 visibility splays in accordance with the 30 mph posted speed limit for Fryatts Way (i.e. 2.4 metres X 43 metres), as specified in the DfT’s MfS guidance can be achieved either side of the proposed access and within the highway boundary. Notwithstanding this, since Fryatts Way forms a residential cul-de-sac of limited length, including a 90º bend, it is unlikely that vehicular traffic speeds will exceed 20 mph. Consequently, by designing the new access with visibility splays in excess of the set requirements, this will ensure car drivers have sufficient time to exit safely from the proposed access.

4.2.4 The existing access to Moleynes Mead will be retained as a private road, to serve 3 of the 35 proposed residential units.


4.3 Proposed Parking Arrangements

4.3.1 Parking standards relevant to the development proposals are set out in ESCC’s ‘Guidance for Parking at New Residential Development’ (2013). The approach for devising relevant parking standards is based on a calculation tool, which enables site specific determination of predicted parking demand through manually entering data including the location (ward), dwelling type (house or flat), size (number of bedrooms) and the way parking is provided (allocated or unallocated).

4.3.2 When entering the relevant inputs, the total parking demand for the proposed development is calculated to be 97 spaces, including 87 allocated to each residential unit and 10 unallocated (i.e. 7 for visitors and 3 for residents).

4.3.3 The proposed site layout plan illustrates that a total of 96 car parking spaces would be provided, of which 89 would be allocated to all of the residential units with the remaining 7 designated as visitor parking spaces. Given that this represents a shortfall of 1 parking space, this is considered acceptable, particularly since affordable units, which comprise 37% of the proposed development, generally exhibit lower car occupancy rates. A copy of the parking demand calculation is attached at Appendix D of this report.

4.3.4 Cycle parking standards for new residential developments, based on the size and type of each dwelling is set out in ESCC’s ‘Guidance for Parking at New Residential Developments’ (2013). As shown in Figure 4.1 below, for houses comprised of 3 or more bedrooms, the guidance recommends a total of 2 safe and secure cycle parking spaces are required. It is envisaged that sufficient space for cycles will be provided within the curtilage of each dwelling either in the form of garages or sheds.

Type of Dwelling Size Cycle Provision (per unit)

Flat 1 and 2 bedrooms 0.5 spaces if communal storage 1 space if no communal storage

Flat 3 bedrooms or more 1 space

House 1 and 2 bedrooms 1 space

House 3 bedrooms or more 2 spaces

Figure 4.1: Cycle Parking Standards


4.4 Proposed Delivery and Servicing Arrangements

4.4.1 In order to demonstrate that the access and internal layout of the proposed development can accommodate the movement of large vehicles in a safe and convenient manner, the swept-path of a large refuse truck and other anticipated vehicles have been tracked using AutoCAD software.

4.4.2 As shown on the drawings attached at Appendix E produced by RLT Engineering, there is a slight overrun of the opposing carriageway for refuse vehicles entering / exiting the site, although this is considered to be acceptable, particularly in the context of the advice contained in the DfT’s MfS’s guidance. Most notably, Paragraph 6.8.1 states “the design of local roads should accommodate service vehicles without allowing their requirements to dominate the layout. On streets with low traffic flows and speeds, it may be assumed that they will be able to use the full width of the carriageway to manoeuvre.”

4.4.3 On this basis it is concluded that a large refuse vehicle can safely manoeuvre throughout the proposed internal layout including the dedicated turning heads without impeding footways, private driveways and areas of soft landscaping. Further to this, the proposed layout is also considered to be acceptable to fire and rescue vehicles.


5 TRAFFIC GENERATION ASSESSMENT, ASSIGNMENT AND IMPACT

5.1 Introduction

5.1.1 This section of the report considers the existing and proposed operation of the application site in terms of traffic generation, assignment and impact.

5.2 Existing Site Operation

5.2.1 Following contact with the current owners it is understood that the site (Moleynes Mead) currently operates as a private residence with three occupants. In addition to the six bedroom property, the site is comprised of a separate building accommodating an indoor swimming pool located near to the western boundary, a total of 15 stables and an adjacent paddock. At present, a total of 9 horses are accommodated within the stables.

5.2.2 In order to establish the likely traffic generation and impact of the existing Moleynes Mead residential property, the 2013 TRICS database (b) v6.12.1 was interrogated to identify comparable sites under the land use category ’03 – Residential A – Houses Privately Owned’. To further ensure that the trip rates, based on comparable sites within the TRICS database were representative of the existing property, the following criterion was applied:

(i) Geographical Regions (England excluding Greater London);

(ii) Number of Dwellings (14 to 50);

(iii) Selected Survey Days (Weekdays); and

(iv) Selected Locations (Edge of Town and Neighbourhood Centres).

5.2.3 The anticipated traffic vehicular generation associated with the existing Moleynes Mead residential property is presented in Figure 5.1 below, while a full copy of the TRICS outputs is attached at Appendix F of this report. It is apparent that the existing property generates in the order of 5 vehicular movements throughout a typical day.

Time Period Vehicular Traffic Generation

Arrivals Departures Total

AM Peak Hour (08:00-09:00) 0 1 1

PM Peak Hour (17:00-18:00) 0 0 1

Daily (07:00-19:00) 2 2 5

Figure 5.1: Existing Vehicular Trip Generation – Moleynes Mead


5.3 Proposed Site Operation

5.3.1 As mentioned previously in Section 4 of the report, the proposals involve the redevelopment of land at Moleynes Mead to accommodate a total of 35 residential units (Use Class C3) comprised of a mixture of private (31) and affordable housing (13).

Proposed Traffic Generation

5.3.2 In order to establish the anticipated traffic generation and impact associated with the development proposals, the 2013 TRICS database (b) v6.12.1 was interrogated to identify comparable sites under the land use category ’03 – Residential M – Mixed Private / Non-Private Housing’. This category is considered appropriate since approximately 37% of the proposed development will be comprised of affordable housing. The following parameters were used to identify comparable sites:

(i) Geographical Regions (England excluding Greater London);

(ii) Number of Dwellings (14 to 250);

(iii) Selected Survey Days (Weekdays); and

(iv) Selected Locations (Edge of Town and Neighbourhood Centres).

5.3.3 The anticipated trip rates are presented in Figure 5.2 below while a full copy of the TRICS outputs are attached at Appendix G of this report.

Time Period Vehicular Trip Rates


AM Peak Hour (08:00-09:00) 0.143 0.336 0.479

PM Peak Hour (17:00-18:00) 0.412 0.19 0.602

Daily (07:00-19:00) 2.504 2.526 5.03

Figure 5.2: Proposed Vehicular Trip Rates – Residential Development

5.3.4 To establish the likely vehicular generation associated with the proposed development, the above trip rates were applied to the total number of residential units (35). As evident from Figure 5.3 below, at a point in time when the total number of proposed residential units become occupied, it is anticipated that the proposed development would generate in the region of 176 two-way vehicular trips per day, with a total of 17 during the AM peak hour (08:00 – 09:00) and 21 in the PM peak hour (17:00 – 18:00).


Time Period Vehicular Traffic Generation


AM Peak Hour (08:00-09:00) 5 12 17

PM Peak Hour (17:00-18:00) 14 7 21

Daily (07:00-19:00) 88 88 176

Figure 5.3: Proposed Vehicular Traffic Generation – Residential Development

Proposed Traffic Assignment

5.3.5 The results of the MCTC surveys, undertaken by TSF have been used as a basis for assigning all vehicular traffic associated with the development proposals onto the local highway network. Flow diagrams illustrating the distribution of vehicular traffic for the following six scenarios (AM Base, PM Base, AM Development, PM Development, AM Base + Development and PM Base + Development) are attached at Appendix G.

5.4 Net Impact

5.4.1 This section of the report presents the net impact by comparing the anticipated traffic generation of the development proposals (i.e. 35 residential units) with the existing operation of Moleynes Mead. Figure 5.4 demonstrates that the development proposals would lead to a moderate increase in the region of 171 vehicular movements per day when compared with the site’s existing operation. Throughout the AM and PM peak hour periods there would be an increase of circa 16 and 20 vehicular movements respectively, which when averaged, equates to 1 extra vehicular trip every 2 to 3 minutes. Consequently, the anticipated increase in vehicular trips is considered to be moderate.

Net Change Vehicular Generation


Existing Site Operation 2 2 5

Proposed Site Operation 88 88 176

Net Impact 86 86 171

Figure 5.4: Net Change in Vehicular Generation


5.5 Local Highway Impact

5.5.1 In order to examine the impact of the development proposals on the local highway network, particularly in regards to the Ellerslie Lane / Fryatts Way priority junction, a junction capacity assessment has been undertaken through use of the PICADY modelling software package.

5.5.2 PICADY assesses the current operational capacity of a junction in terms of the ‘Ratio of Flow to Capacity’ (RFC), the anticipated mean maximum queue lengths that are likely to be generated and the length of delays drivers may experience. It is noted that when an entry arm of a junction possesses an RFC value greater than 0.85 (i.e.1), queuing will occur, leading to an increase in average delays. Under these circumstances, the junction is considered to be operating at /over capacity. However, an RFC value less than 0.85 is generally considered to be indicative of a junction operating well within its theoretical capacity.

5.5.3 The main outputs (i.e. RFCs and Mean Maximum Queue Lengths) of the baseline junction capacity assessment for the existing and proposed scenarios, based on the 2013 traffic flows and the traffic generation of the development proposals being comprised of 44 residential units, are presented in Figures 5.5, while a complete copy of the PICADY outputs is attached at Appendix I of this report.

5.5.4 As shown in Figure 5.5, the maximum RFC values for the assessed junctions are substantially less than 0.85, indicating that there is no significant queuing or delay for both the existing and proposed scenarios. Furthermore, it is noteworthy that the proposed scenario is based on a total number of 44 residential units (as per previous scheme), as opposed to 35 being considered as part of the latest development proposals. On this basis the junction capacity assessment, which is considered to be robust clearly demonstrates that the existing Ellerslie Lane / Fryatts Way priority junction would not experience material queuing or delay on any arms and operates well within its theoretical capacity post development.

Scenarios AM Peak PM Peak

Max Queue Max RFC Max Queue Max RFC

2013 Existing Traffic 0.0 0.014 0.0 0.004

2013 Existing and Development Traffic 0.1 0.049 0.0 0.014

Figure 5.5: Ellerslie Lane / Fryatts Way Junction Capacity Assessment

5.5.5 The next section of the report describes how the estimated increase in vehicular traffic associated with the proposed residential development will be mitigated through the implementation of a Travel Plan Statement, aimed at encouraging future residents to adopt sustainable patterns and behaviour.


6 TRAVEL PLANNING INITIATIVES

6.1 Introduction

6.1.1 This section of the report sets out a long-term strategy for encouraging future residents at the proposed residential development to adopt sustainable travel patterns and behaviour.

6.1.2 It is noteworthy that within ESCC’s ‘Guidance on Travel Plans for New Development’ (September 2008), all residential development proposals (Use Class C3) comprised of 50 units are required to be accompanied by a Travel Plan Statement.

6.1.3 While the development proposals for Moleynes Mead are comprised of 35 residential units, which is below the specified threshold, to demonstrate ‘the applicants’ (Orbit Homes Limited) commitment towards enhancing the sustainable credentials of the site, prior to occupation a Travel Plan Statement will be prepared and then submitted to the Travel Plan Officer at ESCC for approval.

6.2 Aims and Objectives

6.2.1 Building on the site’s reasonable level of access to local facilities and public transport services, the main aim of the Travel Plan Statement will be to manage access to and from the proposed development with emphasis given to encouraging sustainable modes of travel (i.e. public transport, walking and cycling) as well as reducing the need for travel amongst future residents.

6.2.2 The principal objectives of the Travel Plan Statement are therefore:

(i) To reduce the proportion of new residents travelling by single occupancy vehicles (SOVs) for various journey purposes (emphasis on commuter trips) to and from the proposed residential development;

(ii) To identify a range of ‘hard’ (infrastructural) and ‘soft’ (behavioural) measures that will facilitate a reduction in vehicular traffic arising from the proposed residential development, thereby encouraging the use of sustainable modes;

(iii) To promote the financial, environmental and personal health benefits associated with the ‘active’ travel modes of walking and cycling; and

(iv) To promote the Travel Plan Statement and encourage new residents to participate within national travel awareness events such as ‘Bike / Walk and Liftshare’ week.


6.3 Measures and Initiatives

6.3.1 While the proposed measures are primarily tailored towards new residents at the proposed development, it is recognised that other end-users (i.e. visitors) will also benefit from the provision of new infrastructure and information, developed as part of the development proposals.

6.3.2 Research has demonstrated that modal shift away from single occupancy vehicles to more sustainable forms is more effective when targeting regular journeys, which are generally shorter in length. Furthermore, it is becoming increasingly recognised by both Transport Planning practitioners and academics that the event of home relocation provides a ‘window’ of opportunity for enabling previous habitual travel behaviour (i.e. private car use) to become momentarily broken. When this change in the situational context is combined with the provision of information on travel alternatives, new homeowners are more likely to be preconceived to changing their travel behaviour towards the use of sustainable modes such as public transport, walking and cycling.

Personalised Travel Planning (PTP)

6.3.3 A vital element, which underpins the strategy of the Travel Plan Statement, is to therefore encourage new households to consider the benefits of sustainable modes of travel prior to relocation, through the provision of information (i.e. public transport timetables and walk / cycle route maps) and incentives at or during the point of sale. To ensure prospective households are made aware of the site’s accessibility by a variety of travel modes and associated benefits, sales and marketing staff working on behalf of the ‘Developer’ (Orbit Homes Limited) will receive appropriate Travel Planning training.

Travel Information

6.3.4 In order to raise awareness of the Travel Plan Statement and associated measures, information pertaining to all sustainable travel modes will be provided to all new households in the form of a Travel Welcome Pack (TWP), which will include:

(i) An outline of the main aims / objectives and the role of individuals in achieving the aspirations of the Travel Plan Statement;

(ii) Details of the financial, environmental and personal health benefits associated with the ‘active’ travel modes of walking and cycling;

(iii) Public transport fares and maps showing the location of the nearest bus stops, Collington / Bexhill rail stations and up-to-date bus and rail service timetables;


(iv) Local walk and cycle route maps, location of local cycle retailers and weblinks to information on ESCC’s ‘Travel Choice’ website;

(v) ESCC’s ‘Travel Choice car share scheme (www.eastsussex.gov.uk/roadsandtransport/travelchoice/driving) and the national Liftshare database;

(vi) Details of local facilities / services within Bexhill town centre and Sidley Village centre; and

(vii) Contact details of the appointed Travel Plan Co-ordinator.

Car Sharing

6.3.5 Car sharing involves two or more people travelling together for all or part of a journey. It represents a relatively convenient, flexible and cost effective mode of travel if car sharers live and work in similar locations.

6.3.6 Liftshare is the UK’s largest car share database with nearly 500,000 registered members. Liftshare operate over 1,200 car share schemes throughout the UK and it is typical for 45% of registered members to be actively car sharing.

6.3.7 To encourage future residents to car share with individuals undertaking similar journeys, details of ESCC’s ‘Travel Choice’ scheme and Liftshare’s national car share database including information on how to register for free and identify suitable journey matches will be promoted within the TWPs.


Cycling

6.3.8 In addition to the provision of safe, secure cycle parking for each residential unit, the following initiatives will be promoted to encourage cycling for short journeys (i.e. distances under 5 kilometres):

(i) The appointed Travel Plan Co-ordinator will liaise with local cycle retailers on behalf of the Developer with the aim of negotiating discounts for residents purchasing cycles and accessories. Furthermore, some residents may be eligible to purchase a cycle through the ‘cycle-to-work’ scheme, although this will be dependent on their individual employer;

(ii) The Travel Plan Co-ordinator will set-up a Bicycle User Group (BUG) comprised of new households interested in promoting cycling, particularly in disseminating knowledge on local cycle routes and organising initiatives in conjunction with ‘National Bike Week’;

(iii) Information on cycle training classes (i.e. one-to-one and adult cycle training) will be provided within the TWPs, distributed to each household; and

(iv) In partnership with a local cycle retailer, the Travel Plan Co-ordinator will investigate the potential for organising a ‘bike doctor’ (maintenance) session for households at the proposed development.

6.4 Management

6.4.1 Prior to the proposed development becoming occupied, the Developer (Orbit Homes) will appoint a Travel Plan Co-ordinator to oversee the implementation of sustainable travel measures. It is envisaged that this role will be fulfilled by a member of the on-site Sales and Marketing Team.

6.4.2 The Travel Plan Co-ordinator will be responsible for undertaking the following key tasks:

(i) On-going promotion / marketing of the Travel Plan Statement and associated measures;

(ii) Organising delivery of TWPs and PTP to each household; and

(iii) Acting as the main point of contact for new households, ESCC’s Travel Plan Officer and other relevant stakeholders.


7 SUMMARY AND CONCLUSIONS

7.1.1 This Transport Statement has been prepared by RGP on behalf of RLT Engineering Consultants Limited acting for Orbit Homes Limited as part of a development proposal involving the demolition of all existing buildings and construction of 35 residential units at Moleynes Mead, Ellerslie Lane, Bexhill-on-Sea.

7.1.2 In summary the report demonstrates:

(i) The development proposals fully accord with the guiding principles contained in several current and emerging local and national planning policy documents;

(ii) The proposed development is located within an established residential area on the north-western periphery of Bexhill-on-Sea and thus benefits from being within short walking distance of several key amenities / services as well as frequent public transport services providing connections to a host of local and regional destinations;

(iii) The development proposals provide an appropriate level of car and cycle parking, in accordance with the anticipated level of demand derived from ESCC’s ‘Car Parking Demand Calculator’;

(iv) The development proposals will generate a moderate increase in vehicular traffic throughout a typical weekday and during the AM (08:00 – 09:00) and PM (17:00 – 18:00) peak hours;

(v) The moderate increase in vehicular traffic would not lead to any demonstrable harm on the local highway network with regards to capacity, safety and amenity;

(vi) Future residents of the proposed residential development will be encouraged to adopt sustainable travel patterns for all journey purposes through the preparation of a Travel Plan Statement comprised of a mixture of ‘hard’ infrastructural and ‘soft’ behavioural measures.

7.1.3 In light of the evidence presented within this report, RDC as the Local Planning Authority and ESCC as Local Highway Authority are respectfully requested to confirm that the development proposals are acceptable from a highway and transport planning perspective.

PLANS

Plan 01Job No:

Oct 2013Plan No:

Title:

Project:

Client:RLT Engineering Consultants Limited

acting for Orbit Homes Limited

Rev:Approved By:Checked By:Drawn By:

AMW PMR

Transport Planning and Infrastructure Design ConsultantsThe Old Stables, Fry’s Yard, Bridge Street,

Godalming, Surrey, GU7 1HPTel: 01483 861681 Fax: 01483 861682

www.rgp.co.uk

-

Date:13/1865

JAH

Site Location & Accessibility Plan

Moleynes Mead, Bexhill

NTSScale:

SITE LOCATION

RAIL STATION

RAILWAY

LOCAL BUS STOPS

CYCLE ROUTES

2KM WALK ISOCHRONE

EDUCATION

RETAIL

LEISURE

HEALTH CARE

LEGEND

RAIL TIMETABLEDestination Typical Frequency Calling Points

Hastings 3 trains per hour St Leonards Square

Ashford International 1 train per hour

St Leonards Square, Hastings, Three Oaks, Rye (Sussex), Appledore (Kent), Ham Street

Brighton 3 trains per hour

Collington, Cooden Beach, Normans Bay, Pevensey & Westham, Hampden Park (Sussex), Eastbourne, Polegate, Lewes, Falmer, Moulsecoomb,

London 3-4 trains per hour

Collington, Cooden Beach, Hampden Park (Sussex), Eastbourne, Polegate, Lewes, Haywards Heath, Gatwick Airport, East Croydon, Clapham Junction

Bexhill Rail Station

Collington Rail Station

Cooden Beach Rail Station

Towards Hastings, Ashford

Towards Eastbourne,

Lewes & Brighton

Recreation ground/ Bexhill Cricket Club

Egerton Park Rowing Social Club

Bowling Green

Cooden Beach Sports & Social Club

Little Common Recreation ground

Highwoods Golf Club

St Mary’s Recreation Ground

Football/Cricket Ground

Playing Field

Sidley United Football Club

Bowling/Recreation Ground

Bexhill Leisure Centre

St Richard’s Roman Catholic College

St Peter & St Paul C of E Primary School

Bexhill CollegeBattle Abbey Preparatory

School Nursery

St Mary Magdalen Catholic Primary School

St Mary’s School

King Offa Primary Academy

Little Common Primary School

Glenleigh Park Primary / Bexhill High School &

Nursery

Chantry Community Primary School

All Saints C of E Primary School Sidely Community Primary

& Nursery School

Charters Ancaster

Bexhill Hospital

Little Common Surgery

Collington Surgery

MHA Richmond Care Home

Retail incl. Aldi/Sainsburys & Co-op

Little Common Shopping Centre

Sidley Village Centre

De La Warr Pavillion

BUS TIMETABLE

Service Route Summary Typical Frequency Hours of Operation

11

Devonshire Rd, Bexhill Rail Station, Terminus Rd, Little

Common, Town Hall Square, Devonshire Rd, Bexhill Rail Station

Mon - Sat: 4 services Mon - Sat: 09:11 -16:13

13Devonshire Rd, Bexhill Rail

Station, Cooden Beach Station, Collington Ave, Bexhill Rail Station

Mon - Sat: 3 service only Mon-Fri: 08:50 - 14:55

98 Hastings, St Leonards, Pebsham, Bexhill, Sidley Mon - Sat: Every 30 mins Mon - Sat: 10:19 -17:43

99Silverhill, Hastings, St Leonards, Bexhill, Little Common, Pevensey

Bay, EastbourneMon-Sat: Every 20 mins Mon-: 06:16 - 19:32

023

Bexhill, St Leonards, Hastings, Battle, Hurst green, Flimwell,

Lamberhurst, Tunbridge Wells, Southborough, Eltham, Lewisham,

Walworth, London

Mon-Sat: 1 service only Mon-Fri: 07:35 – 10.50

T1 Sidley, Pebsham, Ravenside(bexhill tesco)

Mon/Weds/Thurs/Fri: 1 Service

Mon/Weds/Thurs/Fri: 09:45 – 12:00

SITE

DRAWINGS

FRYA

TTS

WAY

Ø150?

T37

T38

T39

T40T43

5500

R60

00

R6000

H

T

1

H

T

1

H

T

1

H

T

7

VISIBILITY SPLAYS 2.4 x 43METRES TO THE RIGHT

(LEADING TRAFFIC DIRECTION).

VISIBILITY SPLAYS 2.4 x 43METRES TO THE LEFT

(TRAILING TRAFFIC DIRECTION).

APPENDIX A

Produced by Sussex Safer Roads Partnership on behalf of Sussex Police

Broadoak Lane – Bexhill – RGP

Collision report 01/09/2008 – 31/08/2013 Date produced 03 October 2013

Data regarding personal injury collisions is recorded by Sussex Police in accordance with the DfT Stats 19 requirements. The data is subsequently used by Sussex Safer Roads Partnership for monitoring and planning. While every effort is made to ensure that this data is accurate, it is subject to change should further information become available.

This data may not be fully validated and while every effort is made to ensure its accuracy any statistics provided may not match those published elsewhere.

Sussex Safer Roads Partnership does not hold collision data either where there are no recorded casualties or the incident has not been reported to Sussex Police.

For further information:

web: www.sussexsaferroads.gov.uk

email: [email protected]

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RH

Track

Drain

TURKEY ROAD

18.7m

21.8m

El Sub Sta

El Sub Sta

FB

Drain

FB

FB

FB

Drain

Path (um)

FAIRFIELD CHASE

41.2m

33.8m

WHITE HILL AVENUE LB

6

4

10

50

9

170

2

58

16

35

1

54

11

School

High

Bexhill

125

174

186 1

129

64

11

19

16

12

21

20

11

66

2

68

250

1

161

252

143

Shelter

200

173

280

282

280a

Club House

169

196a

260

276

165

286

304 290

300

189

8

9

15

2

19

22

29a

47

29

23

31

20

19

46

38

21

9

36

52

46

50

26

44

13

4

1 5

33

32

25

12

24

11

21

46 29

40

42 2

11

21

1

22

37

6

45

1

31

7

11

3

11

1

55

31a 31

2

2

11

6

3

1 4

18

9

24

14

9

21

15

8 12

27

23

33

16

1

1

21a

2

5

11

7

10

15

20

21

10

11

1

16

13

8

25

4

14

2

Farm

Broadoak

1

6

PC

11

2

12

3

10a

6

5 1

11

315 79

2

to 31

Belmaine Court

4 to 910 to 15

80

Shelter

Richmond

111

Colley

1 to 6

Corner

7

20

21

12

12

18

11

1

9

6

109

8

1

1a

4

2

1 3

10

2

37a

7

2329

1234

24

41

24

2a

13

2b

2

22

3

6

3957

67

5337

5

59 1

55

15 11

1

171915

4

4

14

7

2

14

30

10

32(Hotel)

Hurchington

6

26

Manor

13

1

6

18

22

16

16

1

38

19

25a

25

31

5

36

1

32

4

20

8

36

332731

21

24

31

26

9

35

67

14

4

37

35

46

36

16

10a

6

46

12

1

10

2

11

38

39

56

53

4551

1

14

49

2

50

1

1

4

10

117

18

2

1

14

34

28

4042

52

38

46

1

2

19

9

26

9

11

WhitehillCourt

1 to 5

10

ElSub Sta

44

5

The Denbigh

6

Court

4

Denbigh

1

6

2 43

8

Shelter

5

1 to 8

Highwoods Court

39

1 to 14

Hill

Randolph

White

House

41

3

Pinewoods

Court

1 to 4

37

31

35a

35

21

8

27

18a

22

33a33

41

Gods Greenhouse

27 A

34

19

45

46

35

4

1

8a

Her Majesty's Office (c) Crown Copyright

DRAWING No.

DRAWN BY

DATE

SCALE

Colour coding by SEVERITY Fatal (0)Serious (0)Slight (3)

© Crown copyright. All rights reserved. 100019601.2013

Collision dataBroadoak Lane - Bexhill - RGP

01/09/2008 - 31/08/2013

03/10/20131 : 5500

TRAFFMAP INTERMEDIATE ACCIDENT REPORT Run on: 03/ 10/2013AccsMap - Accident Analysis System

(60) months

Notes:Selected using Manual SelectionSelection:

toDetails of Personal Injury Accidents for Period - 31/08/201301/09/2008

Police Ref. Location Description

Road No.

Grid Ref.

Day

Date

Time

D/L

R.S.C

Weather

Speed

Vehicles

Veh No / Type / Age / Manv / Dir / Class

Casualties

Sex / Age / Sev

Account of Accident

2nd Road No.

Causation Factor:

0900113 A259 LITTLE COMMON ROAD 29M NORTH OF U WHITE HILL AVE

572,360108,028

1 23Veh Other M/veh Go/ahead LH bend SE W Dri M Slightto23259R1: A

E

N

Wet/Damp

Fine without high winds

Darkness: street lights present

01/05/20092320 hrs

30 mph

Monday

Very LikelyVehicle 001Swerved1st:

Confidence:Participant:Causation Factor:

VEH TRAVELLING WESTBOUND (SOUTH SIDE) SINGLE OCCUPANT/DRIVER COLLIDED WITH NEARSIDE CURB VEH LOST DIRECTIONAL CONTROL AND VEERED ACROSS ROAD (TO NORTH SIDE) MOUNTED PAVEMENT AND REAR NEARSIDE OF VEH COLLIDED WITH STREET LIGHT BEFORE GOING THROUGH WOODENGATED FENCE AND VEH CAME TO STANDSTILL

0902434 A259 LITTLE COMMON ROAD m of U KNEBWORTH ROAD

572,784108,068

2Veh Car Wait go ahead held E Wto401 20Veh Car Go/head E W Dri F Slightto20259R1: A

E

N

Dry


04/07/20090858 hrs

40 mph

Tuesday

R2: U

Very LikelyVehicle 001Failed to look properly1st:


Very LikelyVehicle 001Failed to judge other persons path or speed2nd:Vehicle 001Exceeding speed limit3rd:

VEH 1 ON MAIN C/WAY TRAVELLING WEST IN DRY CLEAR CONDITIONS FAILED TO NOTICE VEH 2 HAD COME TO A STOP WHILE TRAVELLING IN SAME DIRECTION. VEH 1 DROVE INTO REAR OF VEH 2.

1004086 A259 LITTLE COMMON RD of U BROADOAK LANE

572,309108,104

2Veh Car Go/ahead RH bend W SEto321 68Veh Car Wait to turn right N W Dri F Slightto68259R1: A

E

N

Dry


06/23/20101816 hrs

40 mph

Wednesday

R2: U

Very LikelyVehicle 001Dazzling sun1st:


VEHICLE 1 BLACK HONDA ACCORD, HAS PULLED OUT OF BROADOAK LANE ONTO LITTLE COMMON ROAD A259, INTO ONCOMING PATH OF VEHICLE 2 SILVER CITREON PICASSO.

1West Sussex County CouncilRegistered to:

APPENDIX B

AM

TIME CARS LGV HEAVY TOTAL CARS LGV HEAVY TOTAL CARS LGV HEAVY TOTAL CARS LGV HEAVY TOTAL CARS LGV HEAVY TOTAL CARS LGV HEAVY TOTAL

07.00 - 07.15 1 0 0 1 0 0 0 0 81 32 2 115 125 43 7 175 2 0 0 2 2 0 0 2

07.15 - 07.30 2 0 0 2 1 0 0 1 98 30 5 133 120 33 7 160 0 1 0 1 9 1 0 10

07.30 - 07.45 3 0 0 3 1 0 0 1 134 42 5 181 167 38 8 213 6 1 0 7 3 0 0 3

07.45 - 08.00 2 1 0 3 0 0 0 0 151 31 8 190 153 33 4 190 2 0 0 2 8 0 0 8

08.00 - 08.15 3 0 0 3 1 3 0 4 152 30 9 191 141 26 7 174 3 1 0 4 4 0 1 5

08.15 - 08.30 6 0 0 6 4 2 0 6 152 24 9 185 127 27 2 156 9 1 0 10 10 2 0 12

08.30 - 08.45 5 2 0 7 0 0 0 0 131 28 13 172 154 26 5 185 9 4 0 13 16 0 0 16

08.45 - 09.00 1 0 0 1 5 0 0 5 140 34 10 184 124 24 8 156 8 2 0 10 6 0 0 6

09.00 - 09.15 4 1 0 5 5 0 0 5 139 31 11 181 131 35 14 180 7 1 0 8 3 0 0 3

09.15 - 09.30 2 1 0 3 3 0 0 3 92 24 5 121 130 26 10 166 7 1 0 8 12 1 0 13

09.30 - 09.45 6 0 0 6 0 1 0 1 86 20 8 114 109 22 10 141 2 1 0 3 8 1 0 9

09.45 - 10.00 6 0 0 6 5 1 0 6 107 21 13 141 109 22 5 136 9 1 0 10 9 1 0 10

41 5 0 46 25 7 0 32 1463 347 98 1908 1590 355 87 2032 64 14 0 78 90 6 1 97

PM


16.00 - 16.15 1 0 0 1 1 1 0 2 118 27 3 148 126 27 7 160 4 1 0 5 2 0 0 2

16.15 - 16.30 5 0 0 5 3 0 0 3 104 33 4 141 121 20 5 146 11 1 0 12 4 2 0 6

16.30 - 16.45 1 1 0 2 4 0 0 4 146 33 8 187 117 33 8 158 7 1 0 8 4 2 0 6

16.45 - 17.00 6 2 0 8 0 0 0 0 145 37 2 184 138 21 2 161 6 2 0 8 4 1 0 5

17.00 - 17.15 2 1 0 3 5 0 0 5 116 35 1 152 129 17 2 148 11 1 0 12 2 2 0 4

17.15 - 17.30 3 1 0 4 2 0 0 2 126 4 6 136 161 20 0 181 11 3 0 14 4 0 0 4

17.30 - 17.45 1 0 0 1 2 0 0 2 149 24 1 174 132 19 3 154 8 0 0 8 1 1 0 2

17.45 - 18.00 2 0 0 2 2 0 0 2 151 23 3 177 121 20 1 142 11 0 0 11 6 1 0 7

18.00 - 18.15 4 0 0 4 2 0 0 2 160 20 5 185 151 10 2 163 16 1 0 17 6 1 0 7

18.15 - 18.30 0 1 0 1 4 0 0 4 158 19 0 177 138 15 3 156 6 2 0 8 8 0 0 8

18.30 - 18.45 0 0 0 0 1 0 0 1 128 19 3 150 106 8 1 115 7 0 0 7 7 0 0 7

18.45 - 19.00 3 1 0 4 2 0 0 2 113 17 1 131 116 14 4 134 7 0 0 7 10 0 0 10

28 7 0 35 28 1 0 29 1614 291 37 1942 1556 224 38 1818 105 12 0 117 58 10 0 68

MOLEYNES MEAD - BEXHILL

THURSDAY 3RD OCTOBER 2013

BROADOAK LANE/LITTLE COMMON ROAD A259

LEFT OUT TO LITTLE COMMON ROAD - EAST RIGHT IN - A259 TO BROADOAK LANE LEFT IN - A259 TO BROADOAK LANE RIGHT OUT TO LITTLE COMMON ROAD - WEST

RIGHT OUT TO LITTLE COMMON ROAD - WEST

THROUGH TRAFFIC - EASTBOUND

THROUGH TRAFFIC - EASTBOUND

THROUGH TRAFFIC - WESTBOUND

THROUGH TRAFFIC - WESTBOUND

BROADOAK LANE/LITTLE COMMON ROAD A259

LEFT OUT TO LITTLE COMMON ROAD - EAST RIGHT IN - A259 TO BROADOAK LANE LEFT IN - A259 TO BROADOAK LANE

AM


07.00 - 07.15 0 0 0 0 1 0 0 1 4 2 0 6 2 0 0 2 1 0 0 1 0 0 0 0

07.15 - 07.30 0 0 0 0 0 0 0 0 7 1 0 8 4 0 0 4 0 0 0 0 1 0 0 1

07.30 - 07.45 0 0 0 0 0 0 0 0 17 2 0 19 2 2 0 4 0 0 0 0 0 0 0 0

07.45 - 08.00 0 0 0 0 0 0 0 0 14 4 0 18 8 0 0 8 0 0 0 0 0 0 0 0

08.00 - 08.15 0 0 0 0 0 0 0 0 20 2 0 22 9 0 0 9 0 0 0 0 0 0 0 0

08.15 - 08.30 0 0 0 0 1 0 0 1 22 4 0 26 23 4 0 27 0 0 0 0 3 0 0 3

08.30 - 08.45 0 0 0 0 0 0 0 0 21 1 0 22 23 0 0 23 0 0 0 0 0 0 0 0

08.45 - 09.00 0 0 0 0 1 0 0 1 22 4 0 26 19 0 0 19 2 0 0 2 3 0 0 3

09.00 - 09.15 2 0 0 2 1 0 0 1 14 2 0 16 11 1 0 12 1 0 0 1 2 0 0 2

09.15 - 09.30 0 0 0 0 0 0 0 0 12 2 0 14 4 0 0 4 0 1 0 1 0 0 0 0

09.30 - 09.45 1 0 0 1 0 0 0 0 11 0 0 11 13 0 0 13 0 0 0 0 1 1 0 2

09.45 - 10.00 0 0 0 0 0 0 0 0 13 1 0 14 7 1 0 8 0 0 0 0 1 0 0 1

3 0 0 3 4 0 0 4 177 25 0 202 125 8 0 133 4 1 0 5 11 1 0 12

PM


16.00 - 16.15 0 0 0 0 0 0 0 0 10 0 0 10 9 1 0 10 0 0 0 0 0 0 0 0

16.15 - 16.30 2 1 0 3 0 0 0 0 7 0 0 7 14 1 0 15 0 0 0 0 1 0 0 1

16.30 - 16.45 0 0 0 0 1 0 0 1 9 2 0 11 17 5 0 22 0 0 0 0 0 0 0 0

16.45 - 17.00 0 0 0 0 0 0 0 0 7 1 0 8 24 3 0 27 1 0 0 1 1 0 0 1

17.00 - 17.15 0 0 0 0 0 0 0 0 9 1 0 10 14 2 0 16 4 0 0 4 0 0 0 0

17.15 - 17.30 0 0 0 0 0 0 0 0 8 2 0 10 10 1 0 11 0 0 0 0 0 0 0 0

17.30 - 17.45 0 0 0 0 0 0 0 0 17 0 0 17 13 2 0 15 0 0 0 0 0 0 0 0

17.45 - 18.00 1 0 0 1 0 0 0 0 8 0 0 8 5 1 0 6 1 0 0 1 0 0 0 0

18.00 - 18.15 0 0 0 0 0 0 0 0 11 1 0 12 13 0 0 13 0 0 0 0 0 0 0 0

18.15 - 18.30 0 0 0 0 0 0 0 0 6 0 0 6 17 0 0 17 1 0 0 1 0 0 0 0

18.30 - 18.45 0 0 0 0 0 0 0 0 5 0 0 5 10 0 0 10 2 0 0 2 1 0 0 1

18.45 - 19.00 1 0 0 1 0 0 0 0 9 0 0 9 12 1 0 13 0 0 0 0 0 0 0 0

4 1 0 5 1 0 0 1 106 7 0 113 158 17 0 175 9 0 0 9 3 0 0 3

RIGHT OUT TO ELLERSLIE LANE - SOUTH

FRYATT'S WAY/ ELLERSLIE LANE

LEFT IN FROM ELLERSLIE LANE - SOUTH RIGHT OUT TO ELLERSLIE LANE - SOUTHLEFT OUT TO ELLERSLIE LANE - NORTH RIGHT IN FROM ELLERSLIE LANE - NORTH THROUGH TRAFFIC - NORTHBOUND THROUGH TRAFFIC - SOUTHBOUND

MOLEYNES MEAD - BEXHILL

THURSDAY 3RD OCTOBER 2013

LEFT OUT TO ELLERSLIE LANE - NORTH RIGHT IN FROM ELLERSLIE LANE - NORTH THROUGH TRAFFIC - NORTHBOUND

FRYATT'S WAY/ ELLERSLIE LANE

LEFT IN FROM ELLERSLIE LANE - SOUTHTHROUGH TRAFFIC - SOUTHBOUND

APPENDIX C

APPENDIX D

perunit Total per

unit Total

1 A Houses 6 4 7 3+ 21 0.03 0.20 0.20 1.40 22.60 361 55752 B Houses 6 4 2 3+ 6 0.03 0.06 0.20 0.40 6.46 361 55753 C Houses 6 4 7 3+ 21 0.03 0.20 0.20 1.40 22.60 361 55754 D Houses 5 3 2 3+ 6 0.02 0.04 0.20 0.40 6.44 440 66955 E Houses 6 4 3 3+ 9 0.03 0.09 0.20 0.60 9.69 361 55756 F Houses 6 4 1 3+ 3 0.03 0.03 0.20 0.20 3.23 361 55757 G Houses 5 3 8 2 16 0.09 0.72 0.20 1.60 18.32 440 66958 H Houses 4 2 5 1 5 0.28 1.38 0.20 1.00 7.38 394 3864

IJKLMNOPQRS

35 87 2.72 7.00 96.72

STAGE2

STAGE1

Pleaseinputtheunittype,numberofbedrooms,numberofunitsofthattypeandnumberofallocatedparkingspaces

TotalDemand

Pleaseinputthewardnameforyourdevelopmentlocationbydoubleclickingintheboxorclickboxandusethedropdownmenutotherightofthebox.ThespreadsheetwillautomaticallyshowtheDistrictandWardofthislocation.Ifthewardisnotknownpleaserefertohttp://www.neighbourhood.statistics.gov.uk/dissemination/andinputpostcodeorsearchonMapviewer.WhereCensusdatacontainssmallsamplesforcertainsizeddwellingsthisishighlightedinredif<20,andgreenif<50intheTotalDemandcolumn.Insuchcases,otherwardsshouldbeselectedtoachieveahighersamplesize,thetoolallowsfor3wards.Ifthereisstillalowsamplethenthetoolwillautomaticallychoosedistrict/boroughdata.

1.072

TotalParkingDemandforDevelopment

DEVELOPMENTMIX

1.057

EASTSUSSEXCOUNTYCOUNCILCAROWNERSHIPPARKINGDEMANDTOOL

HabitableRooms(Per

Unit)

Total

AllocatedNo.

Bedrooms(PerUnit)

ALLOCATEDPARKING

TheParkingDemandToolshouldbeuseEastSussexCountyCouncilResidentialPGuidance.ThetoolusesCensus2001CarvalidatedHouseholdSurvey2011CarOwTempropredictedgrowthto2026topredevelopmentparkingdemand.ThetoolistandardbutaguidetotheexpectedleveFormoreinformationpleaserefertothedocumentorcontactclaire.warwick@ea

PARKINGDEMAND

UnallocatedforVisitors

Spaces(PerUnit)

No.ofUnits(Total)

GUIDANCENOT

District

Ref.

StStephens

UnitType

DistrictTemproFactor2011‐2026

UnallocatedforResidents

Ward2

WardTemproFactor2011‐2026

District

Ward3

District

Rother

Ward1

APPENDIX E

37.2m

10.82

2.27 6.1

FTA Design REFUSE Vehicle 10.82Overall Length 10.820mOverall Width 2.450mOverall Body Height 3.764mMin Body Ground Clearance 0.316mTrack Width 2.470mLock to Lock Time 3.00sKerb to Kerb Turning Radius 9.450m

9.57

1.29 5.24

8.68

1.52 3.81

ISO 9001

RLT EngineeringConsultants Ltd

Civil and StructuralConsulting Engineers

2 St Peter's CourtMiddleborough

Colchester, Essex,CO1 1WD

T: 01206 768655F: 01206 768656

E:

37.2m

10.82

2.27 6.1

FTA Design REFUSE Vehicle 10.82Overall Length 10.820mOverall Width 2.450mOverall Body Height 3.764mMin Body Ground Clearance 0.316mTrack Width 2.470mLock to Lock Time 3.00sKerb to Kerb Turning Radius 9.450m

9.57

1.29 5.24

8.68

1.52 3.81

ISO 9001

RLT EngineeringConsultants Ltd

Civil and StructuralConsulting Engineers

2 St Peter's CourtMiddleborough

Colchester, Essex,CO1 1WD

T: 01206 768655F: 01206 768656

E:

APPENDIX F

TRICS 2013(b)v6.12.2 240913 B16.06 (C) 2013 JMP Consultants Ltd on behalf of the TRICS Consortium Wednesday 23/10/13

Residential Trip Rates Houses Privately Owned Page 1

RGP Fry's Yard Godalming Licence No: 728001

TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 03 - RESIDENTIAL

Category : A - HOUSES PRIVATELY OWNED

VEHICLES

Selected regions and areas:

02 SOUTH EAST

ES EAST SUSSEX 1 days

05 EAST MIDLANDS

DS DERBYSHIRE 1 days

LE LEICESTERSHIRE 1 days

06 WEST MIDLANDS

SH SHROPSHIRE 1 days

WO WORCESTERSHIRE 1 days

07 YORKSHIRE & NORTH LINCOLNSHIRE

NY NORTH YORKSHIRE 1 days

08 NORTH WEST

CH CHESHIRE 1 days

GM GREATER MANCHESTER 1 days

09 NORTH

CB CUMBRIA 1 days

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

Filtering Stage 2 selection:

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

are included in the trip rate calculation.

Parameter: Number of dwellings

Actual Range: 10 to 48 (units: )

Range Selected by User: 6 to 50 (units: )

Public Transport Provision:

Selection by: Include all surveys

Date Range: 01/01/05 to 23/10/12

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:

Tuesday 4 days

Wednesday 1 days

Thursday 2 days

Friday 2 days

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

Selected survey types:

Manual count 9 days

Directional ATC Count 0 days

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

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

undertaking using machines.

Selected Locations:

Edge of Town 8

Neighbourhood Centre (PPS6 Local Centre) 1

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 6

No Sub Category 3




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.


Use Class:

C 3 9 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:

1,001 to 5,000 2 days

5,001 to 10,000 2 days

10,001 to 15,000 3 days

15,001 to 20,000 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 2 days

25,001 to 50,000 1 days

75,001 to 100,000 2 days

100,001 to 125,000 2 days

250,001 to 500,000 1 days

500,001 or More 1 days


Car ownership within 5 miles:

0.6 to 1.0 2 days

1.1 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.

Travel Plan:

Yes 1 days

No 8 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.




LIST OF SITES relevant to selection parameters

1 CB-03-A-03 SEMI DETACHED CUMBRIA

HAWKSHEAD AVENUE

WORKINGTON

Edge of Town

Residential Zone

Total Number of dwellings: 4 0

Survey date: THURSDAY 20/11/08 Survey Type: MANUAL

2 CH-03-A-05 DETACHED CHESHIRE

SYDNEY ROAD

SYDNEY

CREWE

Edge of Town

Residential Zone


Survey date: TUESDAY 14/10/08 Survey Type: MANUAL

3 DS-03-A-01 SEMI D./TERRACED DERBYSHIRE

THE AVENUE

HOLMESDALE

DRONFIELD

Neighbourhood Centre (PPS6 Local Centre)

Residential Zone


Survey date: THURSDAY 22/06/06 Survey Type: MANUAL

4 ES-03-A-02 PRIVATE HOUSING EAST SUSSEX

SOUTH COAST ROAD

PEACEHAVEN

Edge of Town

Residential Zone


Survey date: FRIDAY 18/11/11 Survey Type: MANUAL

5 GM-03-A-10 DETACHED/SEMI GREATER MANCHESTER

BUTT HILL DRIVE

P R E S T W I C H

MANCHESTER

Edge of Town

Residential Zone


Survey date: WEDNESDAY 12/10/11 Survey Type: MANUAL

6 LE-03-A-01 DETACHED LEICESTERSHIRE

REDWOOD AVENUE

MELTON MOWBRAY

Edge of Town

Residential Zone



7 NY-03-A-07 DETACHED & SEMI DET. NORTH YORKSHIRE

CRAVEN WAY

BOROUGHBRIDGE

Edge of Town

No Sub Category






LIST OF SITES relevant to selection parameters (Cont.)

8 SH-03-A-03 DETATCHED SHROPSHIRE

SOMERBY DRIVE

BICTON HEATH

SHREWSBURY

Edge of Town

No Sub Category


Survey date: FRIDAY 26/06/09 Survey Type: MANUAL

9 WO-03-A-02 SEMI DETACHED WORCESTERSHIRE

MEADOWHILL ROAD

REDDITCH

Edge of Town

No Sub Category



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.




TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED

VEHICLES

Calculation factor: 1 DWELLS

BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS

No. Ave. Trip No. Ave. Trip No. Ave. Trip

Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate

00:00 - 01:00

01:00 - 02:00

02:00 - 03:00

03:00 - 04:00

04:00 - 05:00

05:00 - 06:00

06:00 - 07:00

9 26 0.072 9 26 0.247 9 26 0.31907:00 - 08:00

9 26 0.145 9 26 0.430 9 26 0.57508:00 - 09:00

9 26 0.183 9 26 0.204 9 26 0.38709:00 - 10:00

9 26 0.102 9 26 0.149 9 26 0.25110:00 - 11:00

9 26 0.170 9 26 0.187 9 26 0.35711:00 - 12:00

9 26 0.132 9 26 0.094 9 26 0.22612:00 - 13:00

9 26 0.153 9 26 0.136 9 26 0.28913:00 - 14:00

9 26 0.179 9 26 0.166 9 26 0.34514:00 - 15:00

9 26 0.264 9 26 0.204 9 26 0.46815:00 - 16:00

9 26 0.400 9 26 0.204 9 26 0.60416:00 - 17:00

9 26 0.409 9 26 0.204 9 26 0.61317:00 - 18:00

9 26 0.234 9 26 0.128 9 26 0.36218:00 - 19:00

19:00 - 20:00

20:00 - 21:00

21:00 - 22:00

22:00 - 23:00

23:00 - 24:00

Total Rates: 2.443 2.353 4.796

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: 10 - 48 (units: )

Survey date date range: 01/01/05 - 23/10/12

Number of weekdays (Monday-Friday): 9

Number of Saturdays: 0

Number of Sundays: 0

Surveys manually removed from selection: 1

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate

calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum

survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of

surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of

the standard filtering procedure are displayed.




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.



















OGVS






00:00 - 01:00

01:00 - 02:00

02:00 - 03:00

03:00 - 04:00

04:00 - 05:00

05:00 - 06:00

06:00 - 07:00

9 26 0.000 9 26 0.000 9 26 0.00007:00 - 08:00

9 26 0.009 9 26 0.009 9 26 0.01808:00 - 09:00

9 26 0.004 9 26 0.004 9 26 0.00809:00 - 10:00

9 26 0.004 9 26 0.004 9 26 0.00810:00 - 11:00

9 26 0.000 9 26 0.004 9 26 0.00411:00 - 12:00

9 26 0.009 9 26 0.004 9 26 0.01312:00 - 13:00

9 26 0.000 9 26 0.000 9 26 0.00013:00 - 14:00

9 26 0.000 9 26 0.000 9 26 0.00014:00 - 15:00

9 26 0.000 9 26 0.004 9 26 0.00415:00 - 16:00

9 26 0.000 9 26 0.000 9 26 0.00016:00 - 17:00

9 26 0.004 9 26 0.000 9 26 0.00417:00 - 18:00

9 26 0.000 9 26 0.000 9 26 0.00018:00 - 19:00

19:00 - 20:00

20:00 - 21:00

21:00 - 22:00

22:00 - 23:00

23:00 - 24:00

Total Rates: 0.030 0.029 0.059






the table.







Parameter summary





































PSVS






00:00 - 01:00

01:00 - 02:00

02:00 - 03:00

03:00 - 04:00

04:00 - 05:00

05:00 - 06:00

06:00 - 07:00

9 26 0.000 9 26 0.000 9 26 0.00007:00 - 08:00

9 26 0.000 9 26 0.000 9 26 0.00008:00 - 09:00

9 26 0.000 9 26 0.000 9 26 0.00009:00 - 10:00

9 26 0.000 9 26 0.000 9 26 0.00010:00 - 11:00

9 26 0.000 9 26 0.000 9 26 0.00011:00 - 12:00

9 26 0.000 9 26 0.000 9 26 0.00012:00 - 13:00

9 26 0.000 9 26 0.000 9 26 0.00013:00 - 14:00

9 26 0.000 9 26 0.000 9 26 0.00014:00 - 15:00

9 26 0.000 9 26 0.000 9 26 0.00015:00 - 16:00

9 26 0.000 9 26 0.000 9 26 0.00016:00 - 17:00

9 26 0.000 9 26 0.000 9 26 0.00017:00 - 18:00

9 26 0.000 9 26 0.000 9 26 0.00018:00 - 19:00

19:00 - 20:00

20:00 - 21:00

21:00 - 22:00

22:00 - 23:00

23:00 - 24:00

Total Rates: 0.000 0.000 0.000






the table.







Parameter summary





































CYCLISTS






00:00 - 01:00

01:00 - 02:00

02:00 - 03:00

03:00 - 04:00

04:00 - 05:00

05:00 - 06:00

06:00 - 07:00

9 26 0.009 9 26 0.026 9 26 0.03507:00 - 08:00

9 26 0.004 9 26 0.026 9 26 0.03008:00 - 09:00

9 26 0.000 9 26 0.004 9 26 0.00409:00 - 10:00

9 26 0.004 9 26 0.009 9 26 0.01310:00 - 11:00

9 26 0.004 9 26 0.000 9 26 0.00411:00 - 12:00

9 26 0.013 9 26 0.004 9 26 0.01712:00 - 13:00

9 26 0.004 9 26 0.004 9 26 0.00813:00 - 14:00

9 26 0.000 9 26 0.000 9 26 0.00014:00 - 15:00

9 26 0.004 9 26 0.000 9 26 0.00415:00 - 16:00

9 26 0.021 9 26 0.021 9 26 0.04216:00 - 17:00

9 26 0.017 9 26 0.004 9 26 0.02117:00 - 18:00

9 26 0.013 9 26 0.000 9 26 0.01318:00 - 19:00

19:00 - 20:00

20:00 - 21:00

21:00 - 22:00

22:00 - 23:00

23:00 - 24:00

Total Rates: 0.093 0.098 0.191






the table.







Parameter summary

































APPENDIX G


Trip Rates Residential Page 1


TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 03 - RESIDENTIAL

Category : M - MIXED PRIVATE/NON-PRIVATE HOUSING

VEHICLES

Selected regions and areas:

02 SOUTH EAST

ES EAST SUSSEX 1 days

08 NORTH WEST

LC LANCASHIRE 1 days

09 NORTH

CB CUMBRIA 1 days

DH DURHAM 1 days

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


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

are included in the trip rate calculation.

Parameter: Number of dwellings

Actual Range: 39 to 82 (units: )

Range Selected by User: 14 to 250 (units: )

Public Transport Provision:

Selection by: Include all surveys

Date Range: 01/01/05 to 19/11/12

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 days

Wednesday 3 days

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

Selected survey types:

Manual count 4 days

Directional ATC Count 0 days

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

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

undertaking using machines.

Selected Locations:

Edge of Town 2

Neighbourhood Centre (PPS6 Local 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 1

Village 2

No Sub Category 1

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.





Use Class:

C 3 4 days

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

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

Population within 1 mile:

1,000 or Less 1 days

1,001 to 5,000 1 days

5,001 to 10,000 1 days

10,001 to 15,000 1 days


Population within 5 miles:

25,001 to 50,000 2 days

75,001 to 100,000 2 days


Car ownership within 5 miles:

0.6 to 1.0 2 days

1.1 to 1.5 2 days

This data displays the number of selected surveys within stated ranges of average cars owned per residential dwelling,

within a radius of 5-miles of selected survey sites.

Travel Plan:

Yes 1 days

No 3 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.




LIST OF SITES relevant to selection parameters

1 CB-03-M-03 SEMI-DETACHED CUMBRIA

MOORCLOSE ROAD

SALTERBECK

WORKINGTON

Edge of Town

No Sub Category


Survey date: MONDAY 20/06/05 Survey Type: MANUAL

2 DH-03-M-02 SEMI DET. & DETACHED DURHAM

PUDSEY WALK

DARLINGTON

Edge of Town

Residential Zone



3 ES-03-M-01 HOUSES & FLATS EAST SUSSEX

A26 CROWBOROUGH RD

FIVE ASH DOWN VILLAGE

NEAR UCKFIELD


Village



4 LC-03-M-03 MIXED HOUSES LANCASHIRE

HIGH ROAD

HALTON

NEAR LANCASTER


Village



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.

MANUALLY DESELECTED SITES

Site Ref Reason for Deselection

LE-03-M-01 Large urban centre with good level of public transport accessibility

RE-03-M-01 Large urban centre benefitting from good level of public transport accessibility




TRIP RATE for Land Use 03 - RESIDENTIAL/M - MIXED PRIVATE/NON-PRIVATE HOUSING

VEHICLES






00:00 - 01:00

01:00 - 02:00

02:00 - 03:00

03:00 - 04:00

04:00 - 05:00

05:00 - 06:00

06:00 - 07:00

4 69 0.069 4 69 0.264 4 69 0.33307:00 - 08:00

4 69 0.120 4 69 0.344 4 69 0.46408:00 - 09:00

4 69 0.141 4 69 0.210 4 69 0.35109:00 - 10:00

4 69 0.156 4 69 0.156 4 69 0.31210:00 - 11:00

4 69 0.159 4 69 0.163 4 69 0.32211:00 - 12:00

4 69 0.134 4 69 0.214 4 69 0.34812:00 - 13:00

4 69 0.178 4 69 0.163 4 69 0.34113:00 - 14:00

4 69 0.221 4 69 0.192 4 69 0.41314:00 - 15:00

4 69 0.257 4 69 0.163 4 69 0.42015:00 - 16:00

4 69 0.359 4 69 0.207 4 69 0.56616:00 - 17:00

4 69 0.435 4 69 0.207 4 69 0.64217:00 - 18:00

4 69 0.275 4 69 0.243 4 69 0.51818:00 - 19:00

19:00 - 20:00

20:00 - 21:00

21:00 - 22:00

22:00 - 23:00

23:00 - 24:00

Total Rates: 2.504 2.526 5.030






the table.







Parameter summary





































OGVS






00:00 - 01:00

01:00 - 02:00

02:00 - 03:00

03:00 - 04:00

04:00 - 05:00

05:00 - 06:00

06:00 - 07:00

4 69 0.004 4 69 0.004 4 69 0.00807:00 - 08:00

4 69 0.000 4 69 0.000 4 69 0.00008:00 - 09:00

4 69 0.000 4 69 0.000 4 69 0.00009:00 - 10:00

4 69 0.000 4 69 0.000 4 69 0.00010:00 - 11:00

4 69 0.007 4 69 0.007 4 69 0.01411:00 - 12:00

4 69 0.000 4 69 0.000 4 69 0.00012:00 - 13:00

4 69 0.011 4 69 0.011 4 69 0.02213:00 - 14:00

4 69 0.004 4 69 0.004 4 69 0.00814:00 - 15:00

4 69 0.000 4 69 0.000 4 69 0.00015:00 - 16:00

4 69 0.007 4 69 0.004 4 69 0.01116:00 - 17:00

4 69 0.000 4 69 0.004 4 69 0.00417:00 - 18:00

4 69 0.000 4 69 0.000 4 69 0.00018:00 - 19:00

19:00 - 20:00

20:00 - 21:00

21:00 - 22:00

22:00 - 23:00

23:00 - 24:00

Total Rates: 0.033 0.034 0.067






the table.







Parameter summary





































PSVS






00:00 - 01:00

01:00 - 02:00

02:00 - 03:00

03:00 - 04:00

04:00 - 05:00

05:00 - 06:00

06:00 - 07:00

4 69 0.000 4 69 0.000 4 69 0.00007:00 - 08:00

4 69 0.000 4 69 0.000 4 69 0.00008:00 - 09:00

4 69 0.000 4 69 0.000 4 69 0.00009:00 - 10:00

4 69 0.000 4 69 0.000 4 69 0.00010:00 - 11:00

4 69 0.000 4 69 0.000 4 69 0.00011:00 - 12:00

4 69 0.000 4 69 0.000 4 69 0.00012:00 - 13:00

4 69 0.000 4 69 0.000 4 69 0.00013:00 - 14:00

4 69 0.000 4 69 0.000 4 69 0.00014:00 - 15:00

4 69 0.000 4 69 0.000 4 69 0.00015:00 - 16:00

4 69 0.000 4 69 0.000 4 69 0.00016:00 - 17:00

4 69 0.000 4 69 0.000 4 69 0.00017:00 - 18:00

4 69 0.000 4 69 0.000 4 69 0.00018:00 - 19:00

19:00 - 20:00

20:00 - 21:00

21:00 - 22:00

22:00 - 23:00

23:00 - 24:00

Total Rates: 0.000 0.000 0.000






the table.







Parameter summary





































CYCLISTS






00:00 - 01:00

01:00 - 02:00

02:00 - 03:00

03:00 - 04:00

04:00 - 05:00

05:00 - 06:00

06:00 - 07:00

4 69 0.011 4 69 0.025 4 69 0.03607:00 - 08:00

4 69 0.000 4 69 0.036 4 69 0.03608:00 - 09:00

4 69 0.000 4 69 0.000 4 69 0.00009:00 - 10:00

4 69 0.000 4 69 0.000 4 69 0.00010:00 - 11:00

4 69 0.004 4 69 0.000 4 69 0.00411:00 - 12:00

4 69 0.000 4 69 0.007 4 69 0.00712:00 - 13:00

4 69 0.000 4 69 0.004 4 69 0.00413:00 - 14:00

4 69 0.007 4 69 0.000 4 69 0.00714:00 - 15:00

4 69 0.011 4 69 0.011 4 69 0.02215:00 - 16:00

4 69 0.014 4 69 0.011 4 69 0.02516:00 - 17:00

4 69 0.036 4 69 0.011 4 69 0.04717:00 - 18:00

4 69 0.018 4 69 0.000 4 69 0.01818:00 - 19:00

19:00 - 20:00

20:00 - 21:00

21:00 - 22:00

22:00 - 23:00

23:00 - 24:00

Total Rates: 0.101 0.105 0.206






the table.







Parameter summary

































APPENDIX H

96

0

0 IN 0

1 OUT 1

0

0 2 78

6

85

2 96

CLIENT

PROJECT

NUMBER

2013/1865/001

APPLICATION SITE

TITLE: RLT Engineering Limited Acting for Orbit Homes Limited

AM Peak (08:00‐09:00) ‐ Base 2013Moleynes Mead, Ellerslie Lane, Bexhill‐on‐

Sea

Ellerslie Lane

Ellerslie Lane

Fryatts Way

45

0

1 IN 0

0 OUT 0

1

1 0 48

0

48

5 45

CLIENT

PROJECT

NUMBER

2013/1865/002

APPLICATION SITE


PM Peak (17:00‐18:00) ‐ Base 2013Moleynes Mead, Ellerslie Lane, Bexhill‐on‐

Sea

Ellerslie Lane

Ellerslie Lane

Fryatts Way

0

0

5 IN 0

11 12 OUT 1

4 1

0 2 1

11

12

2 1

CLIENT

PROJECT

NUMBER

2013/1865/003

APPLICATION SITE


AM Peak (08:00‐09:00) ‐ Dev 2013Moleynes Mead, Ellerslie Lane, Bexhill‐on‐

Sea

Ellerslie Lane

Ellerslie Lane

Fryatts Way

6

0

14 IN 0

6 7 OUT 1

12 2

6 0 1

0

1

12 2

CLIENT

PROJECT

NUMBER

2013/1865/004

APPLICATION SITE


PM Peak (17:00‐18:00) ‐ Dev 2013Moleynes Mead, Ellerslie Lane, Bexhill‐on‐

Sea

Ellerslie Lane

Ellerslie Lane

Fryatts Way

96

0

5 IN 0

11 12 OUT 1

4 1

0 4 79

17

97

4 97

CLIENT

PROJECT

NUMBER

2013/1865/005

APPLICATION SITE


AM Peak (08:00‐09:00) ‐ Base + DevMoleynes Mead, Ellerslie Lane, Bexhill‐on‐

Sea

Ellerslie Lane

Ellerslie Lane

Fryatts Way

52

0

14 IN 0

6 7 OUT 1

12 2

7 0 49

0

50

17 47

CLIENT

PROJECT

NUMBER

2013/1865/006

APPLICATION SITE


PM Peak (17:00‐18:00) ‐ Base + DevMoleynes Mead, Ellerslie Lane, Bexhill‐on‐

Sea

Ellerslie Lane

Ellerslie Lane

Fryatts Way

APPENDIX I

--------------------------------------------------------------------------------TRL TRL VIEWER 2.0 AD s:\.. \Fryatts Way - Ellerslie Lane\Existing AM Peak 2014.vpo - Page 1-------------------------------------------------------------------------------- TRL LIMITED (C) COPYRIGHT 2001 CAPACITIES, QUEUES, AND DELAYS AT 3 OR 4-ARM MAJOR/MINOR PRIORITY JUNCTIONS PICADY 4.1 ANALYSIS PROGRAM RELEASE 3.0 (MAY 2001) ADAPTED FROM PICADY/3 WHICH IS CROWN COPYRIGHT BY PERMISSION OF THE CONTROLLER OF HMSO -------------------------------------------------------- FOR SALES AND DISTRIBUTION INFORMATION, PROGRAM ADVICE AND MAINTENANCE CONTACT: TRL SOFTWARE BUREAU TEL: CROWTHORNE (01344) 770758, FAX: 770864 EMAIL: [email protected] -------------------------------------------------------- THE USER OF THIS COMPUTER PROGRAM FOR THE SOLUTION OF AN ENGINEERING PROBLEM IS IN NO WAY RELIEVED OF HIS RESPONSIBILITY FOR THE CORRECTNESS OF THE SOLUTION Run with file:- "s:\Projects\2013 Projects (1800-1964)\1865 Moleynes Mead, Bexhill\Junction Assessements\ Fryatts Way - Ellerslie Lane\Existing AM Peak 2014.vpi"(drive-on-the-left ) at 17:03:57 on Wednesday, 2 April 2014 RUN TITLE ********* Existing AM Peak 2014 .MAJOR/MINOR JUNCTION CAPACITY AND DELAY *************************************** INPUT DATA ---------- MAJOR ROAD (ARM C) --------------------- MAJOR ROAD (ARM A) I I I I I I MINOR ROAD (ARM B) ARM A IS Ellerslie Lane (South) ARM B IS Fryatts Way ARM C IS Ellerslie Lane (North) STREAM LABELLING CONVENTION --------------------------- STREAM A-B CONTAINS TRAFFIC GOING FROM ARM A TO ARM B STREAM B-AC CONTAINS TRAFFIC GOING FROM ARM B TO ARM A AND TO ARM C ETC.

--------------------------------------------------------------------------------TRL TRL VIEWER 2.0 AD s:\.. \Fryatts Way - Ellerslie Lane\Existing AM Peak 2014.vpo - Page 2-------------------------------------------------------------------------------- GEOMETRIC DATA -------------- ---------------------------------------------------------------- I DATA ITEM I MINOR ROAD B I ---------------------------------------------------------------- I TOTAL MAJOR ROAD CARRIAGEWAY WIDTH I ( W ) 6.54 M. I I CENTRAL RESERVE WIDTH I (WCR ) 0.00 M. I I I I I MAJOR ROAD RIGHT TURN - WIDTH I (WC-B) 2.20 M. I I - VISIBILITY I (VC-B) 113.0 M. I I - BLOCKS TRAFFIC I YES I I I I I MINOR ROAD - VISIBILITY TO LEFT I (VB-C) 21.0 M. I I - VISIBILITY TO RIGHT I (VB-A) 20.0 M. I I - LANE 1 WIDTH I (WB-C) - I I - LANE 2 WIDTH I (WB-A) - I I - WIDTH AT 0 M FROM JUNC. I 8.80 M. I I - WIDTH AT 5 M FROM JUNC. I 3.70 M. I I - WIDTH AT 10 M FROM JUNC. I 2.67 M. I I - WIDTH AT 15 M FROM JUNC. I 2.67 M. I I - WIDTH AT 20 M FROM JUNC. I 2.67 M. I I - LENGTH OF FLARED SECTION I 1 VEHS I ----------------------------------------------------------------

TRAFFIC DEMAND DATA ------------------- TIME PERIOD BEGINS 07.45 AND ENDS 09.15 LENGTH OF TIME PERIOD - 90 MINUTES. LENGTH OF TIME SEGMENT - 15 MINUTES. DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA ----------------------------------------------------------------------------- I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED I FALLING I PEAK I OF PEAK I PEAK I ----------------------------------------------------------------------------- I ARM A I 15.00 I 45.00 I 75.00 I 1.23 I 1.84 I 1.23 I I ARM B I 15.00 I 45.00 I 75.00 I 0.08 I 0.11 I 0.08 I I ARM C I 15.00 I 45.00 I 75.00 I 1.00 I 1.50 I 1.00 I -----------------------------------------------------------------------------

----------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS (VEH/HR) I I I (PERCENTAGE OF H.V.S) I I -------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ----------------------------------------------------------- I 07.45 - 09.15 I I I I I I I ARM A I 0.000 I 0.020 I 0.980 I I I I 0.0 I 2.0 I 96.0 I I I I ( 0.0)I ( 0.1)I ( 0.0)I I I I I I I I I ARM B I 1.000 I 0.000 I 0.000 I I I I 6.0 I 0.0 I 0.0 I I I I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I ARM C I 0.975 I 0.025 I 0.000 I I I I 78.0 I 2.0 I 0.0 I I I I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I ----------------------------------------------------------- TURNING PROPORTIONS ARE CALCULATED FROM TURNING COUNT DATA THE PERCENTAGE OF HEAVY VEHICLES VARIES OVER TURNING MOVEMENTS

--------------------------------------------------------------------------------TRL TRL VIEWER 2.0 AD s:\.. \Fryatts Way - Ellerslie Lane\Existing AM Peak 2014.vpo - Page 3-------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------- I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAYI I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) I I 07.45-08.00 I I B-C 0.00 10.11 0.000 0.0 0.0 0.0 I I B-A 0.08 8.09 0.009 0.0 0.0 0.1 I I C-AB 0.03 11.00 0.002 0.0 0.0 0.0 I I C-A 0.97 I I A-B 0.03 I I A-C 1.20 I I I -------------------------------------------------------------------------------------------------

------------------------------------------------------------------------------------------------- I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAYI I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) I I 08.00-08.15 I I B-C 0.00 10.05 0.000 0.0 0.0 0.0 I I B-A 0.09 8.01 0.011 0.0 0.0 0.2 I I C-AB 0.03 11.07 0.003 0.0 0.0 0.0 I I C-A 1.16 I I A-B 0.03 I I A-C 1.43 I I I -------------------------------------------------------------------------------------------------




------------------------------------------------------------------------------------------------- I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAYI I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) I I 09.00-09.15 I I B-C 0.00 10.11 0.000 0.0 0.0 0.0 I I B-A 0.08 8.09 0.009 0.0 0.0 0.1 I I C-AB 0.03 11.00 0.002 0.0 0.0 0.0 I I C-A 0.97 I I A-B 0.03 I I A-C 1.20 I I I ------------------------------------------------------------------------------------------------- *WARNING* NO MARGINAL ANALYSIS OF CAPACITIES AS MAJOR ROAD BLOCKING MAY OCCUR

--------------------------------------------------------------------------------TRL TRL VIEWER 2.0 AD s:\.. \Fryatts Way - Ellerslie Lane\Existing AM Peak 2014.vpo - Page 4-------------------------------------------------------------------------------- QUEUE FOR STREAM B-C ------------------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.0 08.15 0.0 08.30 0.0 08.45 0.0 09.00 0.0 09.15 0.0

QUEUE FOR STREAM B-A ------------------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.0 08.15 0.0 08.30 0.0 08.45 0.0 09.00 0.0 09.15 0.0

QUEUE FOR STREAM C-AB ------------------------- TIME SEGMENT NO. OF ENDING VEHICLES IN QUEUE 08.00 0.0 08.15 0.0 08.30 0.0 08.45 0.0 09.00 0.0 09.15 0.0

QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- --------------------------------------------------------------------------- I STREAM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I----------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I --------------------------------------------------------------------------- I B-C I 0.0 I 0.0 I 0.0 I 0.00 I 0.0 I 0.00 I I B-A I 8.2 I 5.5 I 1.0 I 0.13 I 1.0 I 0.13 I I C-AB I 3.1 I 2.1 I 0.3 I 0.09 I 0.3 I 0.09 I I C-A I 106.6 I 71.1 I I I I I I A-B I 2.7 I 1.8 I I I I I I A-C I 131.6 I 87.8 I I I I I --------------------------------------------------------------------------- I ALL I 252.3 I 168.2 I 1.3 I 0.01 I 1.3 I 0.01 I --------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD . * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD. * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. END OF JOB ****** PICADY 4 run completed.============================================= end of file ===============================================

[Printed at 17:05:58 on 02/04/2014]

--------------------------------------------------------------------------------TRL TRL VIEWER 2.0 AD s:\.. \Fryatts Way - Ellerslie Lane\Existing PM Peak 2014.vpo - Page 1-------------------------------------------------------------------------------- TRL LIMITED (C) COPYRIGHT 2001 CAPACITIES, QUEUES, AND DELAYS AT 3 OR 4-ARM MAJOR/MINOR PRIORITY JUNCTIONS PICADY 4.1 ANALYSIS PROGRAM RELEASE 3.0 (MAY 2001) ADAPTED FROM PICADY/3 WHICH IS CROWN COPYRIGHT BY PERMISSION OF THE CONTROLLER OF HMSO -------------------------------------------------------- FOR SALES AND DISTRIBUTION INFORMATION, PROGRAM ADVICE AND MAINTENANCE CONTACT: TRL SOFTWARE BUREAU TEL: CROWTHORNE (01344) 770758, FAX: 770864 EMAIL: [email protected] -------------------------------------------------------- THE USER OF THIS COMPUTER PROGRAM FOR THE SOLUTION OF AN ENGINEERING PROBLEM IS IN NO WAY RELIEVED OF HIS RESPONSIBILITY FOR THE CORRECTNESS OF THE SOLUTION Run with file:- "s:\Projects\2013 Projects (1800-1964)\1865 Moleynes Mead, Bexhill\Junction Assessements\ Fryatts Way - Ellerslie Lane\Existing PM Peak 2014.vpi"(drive-on-the-left ) at 10:28:08 on Thursday, 3 April 2014 RUN TITLE ********* Existing PM Peak 2014 .MAJOR/MINOR JUNCTION CAPACITY AND DELAY *************************************** INPUT DATA ---------- MAJOR ROAD (ARM C) --------------------- MAJOR ROAD (ARM A) I I I I I I MINOR ROAD (ARM B) ARM A IS Ellerslie Lane (South) ARM B IS Fryatts Way ARM C IS Ellerslie Lane (North) STREAM LABELLING CONVENTION --------------------------- STREAM A-B CONTAINS TRAFFIC GOING FROM ARM A TO ARM B STREAM B-AC CONTAINS TRAFFIC GOING FROM ARM B TO ARM A AND TO ARM C ETC.

--------------------------------------------------------------------------------TRL TRL VIEWER 2.0 AD s:\.. \Fryatts Way - Ellerslie Lane\Existing PM Peak 2014.vpo - Page 2-------------------------------------------------------------------------------- GEOMETRIC DATA -------------- ---------------------------------------------------------------- I DATA ITEM I MINOR ROAD B I ---------------------------------------------------------------- I TOTAL MAJOR ROAD CARRIAGEWAY WIDTH I ( W ) 6.54 M. I I CENTRAL RESERVE WIDTH I (WCR ) 0.00 M. I I I I I MAJOR ROAD RIGHT TURN - WIDTH I (WC-B) 2.20 M. I I - VISIBILITY I (VC-B) 113.0 M. I I - BLOCKS TRAFFIC I YES I I I I I MINOR ROAD - VISIBILITY TO LEFT I (VB-C) 21.0 M. I I - VISIBILITY TO RIGHT I (VB-A) 20.0 M. I I - LANE 1 WIDTH I (WB-C) - I I - LANE 2 WIDTH I (WB-A) - I I - WIDTH AT 0 M FROM JUNC. I 8.80 M. I I - WIDTH AT 5 M FROM JUNC. I 3.70 M. I I - WIDTH AT 10 M FROM JUNC. I 2.67 M. I I - WIDTH AT 15 M FROM JUNC. I 2.67 M. I I - WIDTH AT 20 M FROM JUNC. I 2.67 M. I I - LENGTH OF FLARED SECTION I 1 VEHS I ----------------------------------------------------------------


----------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS (VEH/HR) I I I (PERCENTAGE OF H.V.S) I I -------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ----------------------------------------------------------- I 16.45 - 18.15 I I I I I I I ARM A I 0.000 I 0.100 I 0.900 I I I I 0.0 I 5.0 I 45.0 I I I I ( 0.0)I ( 0.1)I ( 0.0)I I I I I I I I I ARM B I 0.000 I 0.000 I 1.000 I I I I??????? I??????? I??????? I I I I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I ARM C I 0.960 I 0.040 I 0.000 I I I I 48.0 I 2.0 I 0.0 I I I I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I ----------------------------------------------------------- TURNING PROPORTIONS ARE CALCULATED FROM TURNING COUNT DATA THE PERCENTAGE OF HEAVY VEHICLES VARIES OVER TURNING MOVEMENTS

--------------------------------------------------------------------------------TRL TRL VIEWER 2.0 AD s:\.. \Fryatts Way - Ellerslie Lane\Existing PM Peak 2014.vpo - Page 3-------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------- I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAYI I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) I I 16.45-17.00 I I B-C 0.01 10.83 0.001 0.0 0.0 0.0 I I B-A 0.00 7.87 0.000 0.0 0.0 0.0 I I C-AB 0.03 10.90 0.002 0.0 0.0 0.0 I I C-A 0.60 I I A-B 0.06 I I A-C 0.56 I I I -------------------------------------------------------------------------------------------------






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[Printed at 10:28:38 on 03/04/2014]

--------------------------------------------------------------------------------TRL TRL VIEWER 2.0 AD s:\.. \Fryatts Way - Ellerslie Lane\Existing AM Peak with Dev 2014.vpo - Page 1-------------------------------------------------------------------------------- TRL LIMITED (C) COPYRIGHT 2001 CAPACITIES, QUEUES, AND DELAYS AT 3 OR 4-ARM MAJOR/MINOR PRIORITY JUNCTIONS PICADY 4.1 ANALYSIS PROGRAM RELEASE 3.0 (MAY 2001) ADAPTED FROM PICADY/3 WHICH IS CROWN COPYRIGHT BY PERMISSION OF THE CONTROLLER OF HMSO -------------------------------------------------------- FOR SALES AND DISTRIBUTION INFORMATION, PROGRAM ADVICE AND MAINTENANCE CONTACT: TRL SOFTWARE BUREAU TEL: CROWTHORNE (01344) 770758, FAX: 770864 EMAIL: [email protected] -------------------------------------------------------- THE USER OF THIS COMPUTER PROGRAM FOR THE SOLUTION OF AN ENGINEERING PROBLEM IS IN NO WAY RELIEVED OF HIS RESPONSIBILITY FOR THE CORRECTNESS OF THE SOLUTION Run with file:- "s:\Projects\2013 Projects (1800-1964)\1865 Moleynes Mead, Bexhill\Junction Assessements\ Fryatts Way - Ellerslie Lane\Existing AM Peak with Dev 2014.vpi"(drive-on-the-left ) at 11:20:38 on Friday, 4 April 2014 RUN TITLE ********* Existing + Development AM Peak 2014 .MAJOR/MINOR JUNCTION CAPACITY AND DELAY *************************************** INPUT DATA ---------- MAJOR ROAD (ARM C) --------------------- MAJOR ROAD (ARM A) I I I I I I MINOR ROAD (ARM B) ARM A IS Ellerslie Lane (South) ARM B IS Fryatts Way ARM C IS Ellerslie Lane (North) STREAM LABELLING CONVENTION --------------------------- STREAM A-B CONTAINS TRAFFIC GOING FROM ARM A TO ARM B STREAM B-AC CONTAINS TRAFFIC GOING FROM ARM B TO ARM A AND TO ARM C ETC.

--------------------------------------------------------------------------------TRL TRL VIEWER 2.0 AD s:\.. \Fryatts Way - Ellerslie Lane\Existing AM Peak with Dev 2014.vpo - Page 2-------------------------------------------------------------------------------- GEOMETRIC DATA -------------- ---------------------------------------------------------------- I DATA ITEM I MINOR ROAD B I ---------------------------------------------------------------- I TOTAL MAJOR ROAD CARRIAGEWAY WIDTH I ( W ) 6.54 M. I I CENTRAL RESERVE WIDTH I (WCR ) 0.00 M. I I I I I MAJOR ROAD RIGHT TURN - WIDTH I (WC-B) 2.20 M. I I - VISIBILITY I (VC-B) 113.0 M. I I - BLOCKS TRAFFIC I YES I I I I I MINOR ROAD - VISIBILITY TO LEFT I (VB-C) 21.0 M. I I - VISIBILITY TO RIGHT I (VB-A) 20.0 M. I I - LANE 1 WIDTH I (WB-C) - I I - LANE 2 WIDTH I (WB-A) - I I - WIDTH AT 0 M FROM JUNC. I 8.80 M. I I - WIDTH AT 5 M FROM JUNC. I 3.70 M. I I - WIDTH AT 10 M FROM JUNC. I 2.67 M. I I - WIDTH AT 15 M FROM JUNC. I 2.67 M. I I - WIDTH AT 20 M FROM JUNC. I 2.67 M. I I - LENGTH OF FLARED SECTION I 1 VEHS I ----------------------------------------------------------------



--------------------------------------------------------------------------------TRL TRL VIEWER 2.0 AD s:\.. \Fryatts Way - Ellerslie Lane\Existing AM Peak with Dev 2014.vpo - Page 3-------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------- I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAYI I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) I I 07.45-08.00 I I B-C 0.00 10.04 0.000 0.0 0.0 0.0 I I B-A 0.26 8.07 0.033 0.0 0.0 0.5 I I C-AB 0.07 11.00 0.006 0.0 0.0 0.1 I I C-A 0.99 I I A-B 0.06 I I A-C 1.21 I I I -------------------------------------------------------------------------------------------------






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[Printed at 11:21:13 on 04/04/2014]

--------------------------------------------------------------------------------TRL TRL VIEWER 2.0 AD s:\.. \Fryatts Way - Ellerslie Lane\Existing PM Peak with Dev 2014.vpo - Page 1-------------------------------------------------------------------------------- TRL LIMITED (C) COPYRIGHT 2001 CAPACITIES, QUEUES, AND DELAYS AT 3 OR 4-ARM MAJOR/MINOR PRIORITY JUNCTIONS PICADY 4.1 ANALYSIS PROGRAM RELEASE 3.0 (MAY 2001) ADAPTED FROM PICADY/3 WHICH IS CROWN COPYRIGHT BY PERMISSION OF THE CONTROLLER OF HMSO -------------------------------------------------------- FOR SALES AND DISTRIBUTION INFORMATION, PROGRAM ADVICE AND MAINTENANCE CONTACT: TRL SOFTWARE BUREAU TEL: CROWTHORNE (01344) 770758, FAX: 770864 EMAIL: [email protected] -------------------------------------------------------- THE USER OF THIS COMPUTER PROGRAM FOR THE SOLUTION OF AN ENGINEERING PROBLEM IS IN NO WAY RELIEVED OF HIS RESPONSIBILITY FOR THE CORRECTNESS OF THE SOLUTION Run with file:- "s:\Projects\2013 Projects (1800-1964)\1865 Moleynes Mead, Bexhill\Junction Assessements\ Fryatts Way - Ellerslie Lane\Existing PM Peak with Dev 2014.vpi"(drive-on-the-left ) at 11:21:53 on Friday, 4 April 2014 RUN TITLE ********* Existing + Development PM Peak 2014 .MAJOR/MINOR JUNCTION CAPACITY AND DELAY *************************************** INPUT DATA ---------- MAJOR ROAD (ARM C) --------------------- MAJOR ROAD (ARM A) I I I I I I MINOR ROAD (ARM B) ARM A IS Ellerslie Lane (South) ARM B IS Fryatts Way ARM C IS Ellerslie Lane (North) STREAM LABELLING CONVENTION --------------------------- STREAM A-B CONTAINS TRAFFIC GOING FROM ARM A TO ARM B STREAM B-AC CONTAINS TRAFFIC GOING FROM ARM B TO ARM A AND TO ARM C ETC.

--------------------------------------------------------------------------------TRL TRL VIEWER 2.0 AD s:\.. \Fryatts Way - Ellerslie Lane\Existing PM Peak with Dev 2014.vpo - Page 2-------------------------------------------------------------------------------- GEOMETRIC DATA -------------- ---------------------------------------------------------------- I DATA ITEM I MINOR ROAD B I ---------------------------------------------------------------- I TOTAL MAJOR ROAD CARRIAGEWAY WIDTH I ( W ) 6.54 M. I I CENTRAL RESERVE WIDTH I (WCR ) 0.00 M. I I I I I MAJOR ROAD RIGHT TURN - WIDTH I (WC-B) 2.20 M. I I - VISIBILITY I (VC-B) 113.0 M. I I - BLOCKS TRAFFIC I YES I I I I I MINOR ROAD - VISIBILITY TO LEFT I (VB-C) 21.0 M. I I - VISIBILITY TO RIGHT I (VB-A) 20.0 M. I I - LANE 1 WIDTH I (WB-C) - I I - LANE 2 WIDTH I (WB-A) - I I - WIDTH AT 0 M FROM JUNC. I 8.80 M. I I - WIDTH AT 5 M FROM JUNC. I 3.70 M. I I - WIDTH AT 10 M FROM JUNC. I 2.67 M. I I - WIDTH AT 15 M FROM JUNC. I 2.67 M. I I - WIDTH AT 20 M FROM JUNC. I 2.67 M. I I - LENGTH OF FLARED SECTION I 1 VEHS I ----------------------------------------------------------------



--------------------------------------------------------------------------------TRL TRL VIEWER 2.0 AD s:\.. \Fryatts Way - Ellerslie Lane\Existing PM Peak with Dev 2014.vpo - Page 3-------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------- I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAYI I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) I I 16.45-17.00 I I B-C 0.10 10.79 0.009 0.0 0.0 0.1 I I B-A 0.01 8.64 0.001 0.0 0.0 0.0 I I C-AB 0.00 9.50 0.000 0.0 0.0 0.0 I I C-A 0.61 I I A-B 0.29 I I A-C 0.59 I I I -------------------------------------------------------------------------------------------------






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[Printed at 11:22:13 on 04/04/2014]

Documents

MOLEYNES MEAD, ELLERSLIE LANE, BEXHILL-ON-SEAplanweb01.rother.gov.uk/OcellaWeb/viewDocument?file=dv_pl...Moleynes Mead, Ellerslie Lane, Bexhill-on-Sea iii RLTE/13/1865 August 2014