Proposed Asda Store at Marsh Lane, Hayle Full T… · · 2011-02-20Proposed Asda Store at Marsh Lane, Hayle ... 1 7 Oct 2010 Original issue ... (Jubb), as part of the pre- application

2 East Pool, Tolvaddon Energy Park, Camborne, TR14 0HX, UK.

Tel: 01209 719037 Fax: 0870 838 1078

E-mail: [email protected] www.hydrockbywaysandhighways.com

Proposed Asda Store at Marsh Lane, Hayle

Transport Assessment Prepared by

Tim Jopling & James McKechnie

for Asda Ltd

Hydrock Byways & Highways Ref: HBH10093

November 2010

Asda Transport Assessment HBH10093

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DOCUMENT CONTROL SHEET

Issued by: Hydrock Byways & Highways Limited 2 East Pool Tolvaddon Energy Park Camborne TR14 0HX

Tel: 01209 719037 Fax: 0870 838 1078 www.hydrockbywaysandhighways.com

Client: Asda Ltd Project: Proposed Asda Store at Marsh Lane, Hayle Title: Transport Assessment Status: Second Issue Date: November 2010 Document Production Record

Issue Number: 2 Name Signature

Prepared Tim Jopling

Checked James McKechnie

Approved Jon Pearson

Document Revision Record

Issue number Date Revision Details

1 7 Oct 2010 Original issue

2 30 Nov 2010 Second issue, addressing HA comments

Hydrock Byways & Highways Limited has prepared this report in accordance with the instructions of the above named Client for their sole and specific use. Any third parties who may use the information contained herein do so at their own risk.


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CONTENTS 1.0 Introduction and Scope of Assessment .....................................................................................3

1.1 Introduction .....................................................................................................................................3 1.2 Scope of Assessment .....................................................................................................................4

2.0 Transport Policy............................................................................................................................5 2.1 Overview .........................................................................................................................................5 2.2 National Policy ................................................................................................................................5 2.3 Regional Policy ...............................................................................................................................9 2.4 Local Policy.....................................................................................................................................9

3.0 Development Proposal ...............................................................................................................12 3.1 Site Location .................................................................................................................................12 3.2 Layout ...........................................................................................................................................12 3.3 Access Arrangement.....................................................................................................................13 3.4 Parking Provision ..........................................................................................................................14

4.0 Existing Sustainable Transport Access ...................................................................................15 4.1 Travel Plan....................................................................................................................................15 4.2 Pedestrian Accessibility ................................................................................................................15 4.3 Cycle Accessibility.........................................................................................................................16 4.4 Public Transport Accessibility .......................................................................................................17 4.5 Current Accessibility Summary .....................................................................................................18

5.0 Surrounding Highway Network .................................................................................................20 5.1 Background...................................................................................................................................20 5.2 Key Junctions................................................................................................................................20

6.0 Accident Data Analysis...............................................................................................................23 6.1 Identifying Relevant Data ..............................................................................................................23 6.2 General Discussion.......................................................................................................................23 6.3 Analysis of KSI incidents...............................................................................................................24 6.4 Further Analysis ............................................................................................................................26 6.5 Unfamiliarity of layout....................................................................................................................27 6.6 Summary.......................................................................................................................................28

7.0 Existing Traffic Flows.................................................................................................................29 7.1 Overview .......................................................................................................................................29 7.2 SRN Traffic Flows .........................................................................................................................29 7.3 Further Assumptions relating to Traffic Volumes..........................................................................30 7.4 Traffic Distribution to / from the Proposed Hayle RFC Site in Carwin Rise ..................................30 7.5 Relocated Hayle RFC Traffic Impact Summary............................................................................32

8.0 Future Year Assessment ............................................................................................................33 8.1 Introduction ...................................................................................................................................33 8.2 Background Traffic Growth ...........................................................................................................33 8.3 Seasonality....................................................................................................................................34 8.4 Committed Development ..............................................................................................................35

9.0 Trip Generation ...........................................................................................................................38 9.1 Criteria for Modal Assessment......................................................................................................38 9.2 Food Retail Development .............................................................................................................38 9.3 Transferred, Pass-By and Diverted Trips......................................................................................39 9.4 Overall Trip Generation.................................................................................................................43 9.5 Cumulative Impact ........................................................................................................................44 9.6 Sensitivity Test ..............................................................................................................................45

10.0 Traffic Impact ..............................................................................................................................47 10.1 A30 Loggans Moor Roundabout ...................................................................................................47 10.2 ARCADY Assessment: Existing Layout ........................................................................................47 10.3 LinSig3 model of ING Hayle Harbour partial signalisation scheme ..............................................48 10.4 LinSig3 model of proposed “Throughabout” junction....................................................................50 10.5 Carwin Rise Double Mini Roundabouts ........................................................................................52

11.0 Construction Traffic Management Plan....................................................................................53 12.0 Summary and Conclusion..........................................................................................................54


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12.1 Summary.......................................................................................................................................54 12.2 Conclusion ....................................................................................................................................55

APPENDICES

Appendix A - Site Location and Existing Site Conditions - DWG No.HBH10093/D03

Appendix B - Proposed Site Layout - Dwg No.HBH10093/D05

Appendix C - Proposed Access Improvement on Marsh Lane – DWG No.HBH10093/D06

Appendix D - Walking Isochrone Map

Appendix E - Bus Timetables

Appendix F - Train Timetables

Appendix G - Accident Data and Analysis Tables

Appendix H - Traffic Count Data

Appendix I - Hayle RFC Traffic Diagram

Appendix J - Hayle RFC HA Response Letter

Appendix K - Derived Traffic Diagrams

Appendix L - WCSP Shoppers Survey Data

Appendix M - TRICS data

Appendix N - Loggans Moor “Throughabout” Design - DWG No.HBH10093/D07


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1.0 Introduction and Scope of Assessment

1.1 Introduction

1.1.1 This Transport Assessment has been prepared by Hydrock Byways & Highways Ltd to

identify the transportation and highway issues associated with a proposed food retail

development situated to the east of the A30 on the North East periphery of Hayle.

1.1.2 The proposed development site, known as Memorial Park, is the current home of Hayle

Rugby Football Club, and occupies a Brownfield site of 3.1 hectares. Situated to the

immediate north of the proposed development, is West Cornwall Retail Park which is home

to a number of high street brands namely M & S, Boots, Next and Costa Coffee. Along the

site’s western boundary, the A30 (T) is aligned in a north-south direction providing a strategic

highway link between Exeter and the far west of Cornwall.

1.1.3 A Site Location Plan is presented in Appendix A as DWG No.HBH10093/D03 to the rear of

this document.

1.1.4 The proposal under consideration is to develop the current rugby club site into a food

supermarket with a gross floor area of 5,057sqm (57,857sq.ft), and a sales area of

approximately 2787sqm (30,000sq.ft). The southern plot is earmarked for 1,573sqm

(16,932sq ft) of B2 small scale industrial use. For this size of development a Transport

Assessment (TA) is required in compliance with Department for Transport (DfT) Guidance

on Transport Assessment.

1.1.5 Given the site’s proximity to the A30 (T), there is a requirement to consider the impact on the

Strategic Road Network (SRN). The Highways Agency (HA) is the body charged by the

Secretary of State for Transport to manage the SRN and its development control policies are

set out in DfT Circular 02/07 Planning and the Strategic Road Network. Following best

practice, the developer has sought scoping pre-application advice from both Cornwall

Council (CC) as Local Highway Authority and the Highway’s Agency. The following

documents were submitted by the developers consultants at that time (Jubb), as part of the

pre- application process: - Transport Scoping Study (C9280 – Rep01_A , March 2009)

1.1.6 Discussions with the HA and CC were subsequently held to follow up the issues raised in

response to the submission, and to seek agreement on the methodology and principles to be

adopted in establishing the impact of the proposed scheme. Following further dialogue a

draft Transport Assessment (C9280 – TAR01_B) was submitted for review prior to the

application being lodged.

1.1.7 The first draft of this TA addressed the comments received from the HA and CC with regard

to the Jubb documents submitted previously. A meeting was held with both authorities on

22nd

October 2010 and this was followed by a letter from the HA setting out its comments in

relation to the TA.

1.1.8 This second issue of the TA addresses all matters raised by the authorities to date.


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1.2 Scope of Assessment

1.2.1 Following the discussions outlined above and in compliance with relevant guidance this

report addresses:

• national, regional and local policies;

• The application site and development proposal;

• The site location and adjacent local highway network;

• The existing non-car infrastructure (Non-Motorised User Audit);

• Accident analysis;

• the assessment area and existing traffic;

• Predicted traffic growth;

• development traffic;

• the likely operational impact of the development traffic upon the surrounding highway

network;

• the proposed measures to promote sustainable travel;

• a summary of the proposed Travel Plan and outline of the planned Construction

Traffic Management Plan.


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2.0 Transport Policy

2.1 Overview

2.1.1 The policy framework surrounding the proposed development forms an integral part of this

Transport Assessment. Within the national, regional and local context, the following

planning and transport policies have been reviewed:

• White Paper - The Future of Transport: A Network for 2030 (DfT, 2004)

• Delivering a Sustainable Transport System (DfT, 2008)

• Planning Policy Guidance 13: Transport (DfT, 2001)

• DfT Circular 02/07: Planning and the Strategic Road Network (SRN)

• Guidance on Transport Assessment (DfT, 2007)

• Cornwall Structure Plan 2004

• Cornwall Local Transport Plan 2006 - 2011

• Penwith Local Plan Revised 2007

2.1.2 Current transport policies at national, regional and local levels are built around the central

themes of long-term sustainable development, sustained investment in transport and

improved accessibility. Policy promotes economic growth through the provision of an

efficient and reliable transport system, reduction in traffic congestion, improvements in

highway safety, and enhancements in accessibility for all highway users, particularly by

non-car modes.

2.1.3 The key objective of the transport strategy for Asda is to deliver a sustainable and safe

transport regime that will facilitate the successful operation of the store and provide

benefits to the wider community.

2.2 National Policy

White Paper: The Future of Transport: A Network for 2030

2.2.1 This White Paper was published by the Department for Transport (DfT) in June 2004. It is a

long term strategy for a modern, efficient and sustainable transport system backed up by

sustained high levels of investment up to a planning year of 2030.

2.2.2 The document unveils a strategic framework for the development of transport infrastructure

and examines the factors that will shape travel and transport over the next thirty years and

sets out how the Government will respond to the increasing demand for travel, maximising

the benefits of transport while minimising the negative impact on people and the

environment. The White Paper highlights the importance of a sustainable transport system

in the nation’s economy and people’s day to day life and states that:


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“We need a transport network that can meet the challenges of a growing economy and the

increasing demand for travel, but can also achieve our environmental objectives. This means

coherent transport networks with:

• the road network providing a more reliable and freer-flowing service for both personal

travel and freight, with people able to make informed choices about how and when

they travel;

• the rail network providing a fast, reliable and efficient service, particularly for

interurban journeys and commuting into large urban areas;

• bus services that are reliable, flexible, convenient and tailored to local needs;

• making walking and cycling a real alternative for local trips; and

• ports and airports providing improved international and domestic links.”

Delivering a Sustainable Transport System: Consultation on Planning for 2014 and

beyond (DfT, 2008)

2.2.3 This document sets out the implementation process for the goals and policies that were set

out in Towards a Sustainable Transport System (DfT, 2007) which were developed from

the Eddington Study. These goals are high level indicative targets from which local policies

need to be developed:

• To support national economic competitiveness and growth, by delivering reliable and

efficient transport networks;

• To reduce transport’s emissions of carbon dioxide and other greenhouse gases, with

the desired outcome of tackling climate change;

• To contribute to better safety, security and health and longer life expectancy by

reducing the risk of death, injury or illness arising from transport, and by promoting

travel modes that are beneficial to health;

• To promote greater equality of opportunity for all citizens, with the desired out come

of achieving a fairer society;

• To improve quality of life for transport users and non-transport users, and to promote

a healthy natural environment

Policy Planning Guidance Note PPG13 Transport

2.2.4 A revised Planning Policy Guidance Note PPG 13 was published in March 2001. It details

the Government policy and guidance on how to integrate planning and transport by

promoting sustainable transport and reducing the need to travel, especially by car.

2.2.5 The Guidance states that development proposals must be located and designed in ways


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which reduce both the need to travel and the reliance on the private car. It realises that all

land uses generate travel demand, but the importance is to ensure developments

comprising jobs, Retail, leisure and services offer a realistic choice of access by public

transport, walking and cycling.

2.2.6 The document recommends that proposals should, where possible:

• Promote sustainable transport choices by offering a realistic choice of access by

public transport, walking and cycling;

• Reflect parking policies alongside other planning and transport measures to reduce

the reliance on the car for work and other journeys;

• Improve walking and cycling facilities creating a more attractive environment for

pedestrians and cyclists;

• Improve the attractiveness of urban areas and allow for the efficient use of land.

2.2.7 The development proposal ensures the aims of PPG13 are fully integrated within the

overall scheme.

DfT Circular 02/07: Planning and the Strategic Road Network (SRN)

2.2.8 Circular 02/07 was published in February 2007 to replace the guidance in Circular 04/2001,

“Control of Development Affecting Trunk Roads and Agreements with Developers under

Section 278 of The Highways Act 1980” to address issues arising from development

affecting strategic roads in England.

2.2.9 The circular explains the role of the Highways Agency in all stages of the planning process

with Government Offices, regional and local planning authorities, local highway / transport

authorities, public transport providers and developers, to ensure national and regional aims

and objectives can be aligned and met.

2.2.10 The Circular:

• sets out how the Highways Agency will take part in the development of Regional

Spatial Strategies (RSS) and Local Development Frameworks (LDFs) from the

earliest stages;

• encourages the Agency and Regional Planning Bodies (RPBs) and Local Planning

Authorities (LPAs) to work together to ensure effective participation in the preparation

of regional and local sustainable development policy; and

• describes how the Agency will deal with planning applications.

A key element of Circular 02/07 is:

“it is Government transport policy, wherever possible, to look for alternatives to building new roads, by reducing the impact of road users on each other and the environment, improving


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road performance through better network management and making smarter journey choices easier.”

Furthermore paragraphs 36-37 state:

“Where the provision of extra capacity is needed to provide for overall forecast demand

throughout the Review Period … capacity improvements may be agreed, subject to

environmental and deliverability considerations. These improvements will normally be

provided, at the expense of the developer ... (and need to)… ensure that local conditions on

the strategic road network will be no worse throughout the Review Period with the

development than if it had not taken place.”

And:

“regardless of the status of the road, developers will be required to ensure that their

proposals comply in all respects with design standards and other requirements. Where there

would be physical changes to the network, schemes must be submitted to road safety and

non-motorised user audit procedures. The Secretary of State may direct that planning

permission not be granted for any planning application which fails to meet these

requirements or which, for any other reason, raises significant safety concerns.”

Guidance on Transport Assessment (GTA)

GTA provides a detailed explanation of the process of developing a Transport Assessment

(TA) and Travel Plan (TP); it addresses, inter alia:

• When a TA is necessary;

What level of assessment is required; and,

• The best practice for compiling a TA.

2.2.11 The document emphasises that when preparing a TA the following considerations should

be taken into account:

(i) - Encouraging sustainable access

• Reducing the need to travel, especially by car;

• Improving sustainable transport choices – making it easier and safer for people to

access jobs, Retail, leisure facilities and services etc by public transport, walking and

cycling;

• Other measures which may assist in influencing travel behaviour, i.e. achieving

reductions in car usage by measures such as car sharing.

(ii) Managing the existing network

• Making the best possible use of existing transport infrastructure;


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• Managing access to the highway network.

(iii) Mitigating residual impacts

• Through improvements to the local public transport network, and walking and cycling

facilities;

• Through minor physical improvements to existing roads;

• Through provision of new or expanded roads.

2.2.12 The content and philosophy underpinning the Transport Assessment is to be discussed,

adjusted and agreed with the Local Planning and Highway Authority to ensure a full

understanding of development traffic implications on the local and strategic highway

network.

2.3 Regional Policy

2.3.1 Regional Policy no longer has any weight within the planning process.

2.4 Local Policy

Cornwall Structure Plan 2004

2.4.1 The Structure Plan sets out policies to guide changes in development and transport in

Cornwall over the next 10-15 years. These policies are used by local councils as a basis

for making planning decisions and for drawing up more detailed plans.

2.4.2 The guidance set out in the plan that is relevant to the proposed site is explained below.

2.4.3 Development and transport should contribute to a more effective, more environmentally

friendly and safer transport system. Transport priorities and provision will:

• support and be fully integrated with the land-use strategy;

• maintain and enhance the Strategic Public Transport Network (SPTN), and develop

other alternatives to the private car to provide access to jobs, services and facilities;

• seek to reduce the adverse effects of transport upon health and the natural and built

environment;

• support economic and social well-being by enabling the efficient and effective

movement of people and goods within Cornwall and between Cornwall and the rest

of the United Kingdom and Europe by rail, road, sea and air; and

• maintain and enhance highway infrastructure to improve environmental conditions

and road safety.


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Cornwall County Council Local Transport Plan 2006 - 2011

2.4.4 The former County Council’s Local Transport Plan for 2006-2011 (LTP2) was published

and adopted in 2005, to replace the previous submission in 2000.

2.4.5 The Plan sets out the way forward in transport aspects for the wider public and

government. As well as reflecting the changes in government priorities and policies, it

takes into account the social, economic and environmental issues specific to Cornwall.

2.4.6 The headline objectives of the LTP2 are to:

• Improve access to key services and facilities in Cornwall;

• Improve local safety for all who travel in Cornwall;

• Reduce the growth of traffic congestion and transport related air pollution;

• Improve public transport in Cornwall;

• Manage, maintain and improve the efficiency and effectiveness of the transport

network;

• Provide opportunities for travel choice;

• Influence travel behaviour by raising awareness of the impact of transport on the

environment and the health benefits of walking and cycling; and

• Reduce the impact of transport on Cornwall's natural, historic and built environment.

2.4.7 New guidance has been published upon which consultation is ongoing to inform the

production of the next Local Transport Plan – LTP3. This follows the principles established

within Delivering a Sustainable Transport System referred to above.

Penwith Local Plan Revised 2007

2.4.8 The Penwith Local Plan was originally saved within the Local Development Framework for

a period of 3 years from the date of commencement of the relevant section of the 2004 Act,

i.e. until 27 September 2007. However, following formal application by the Council, the

Secretary of State has issued a Direction, dated 19 September 2007, ensuring that certain

policies, specified in an accompanying Schedule, are now saved and their use extended

pending progress and adoption of new Development Plan Documents, at which time they

will be superseded.

2.4.9 The plan sets out that the design and layout of the development should:

• Make provision for walking and cycling which is safe, convenient and attractive and

include secure cycle parking facilities;


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• Make provision for the needs of disabled people, persons with restricted mobility and

those with young children in terms of movement to, from and within the site; and

• Seek to maximise public transport opportunities.

2.4.10 The plan also states that: Proposals for development will only be permitted where the safe

movement of traffic can be accommodated without the need for alteration to the proposed

access of roads leading to the site that would have significant adverse effect on the

character and amenity of the surrounding area.

2.4.11 The guidelines will be taken into account in the design and layout of the store.

Penwith Local Development Framework

2.4.12 The Local Development and its core strategies are currently in the process of being

developed and the above policies that have been included for the Penwith Local Plan have

been saved as part of the LDF.

2.4.13 Since the revocation of regional planning policy / guidance the requirement for local

government to generate LDF documents has not been removed, it has been refocused to

reflect local need and aspiration.


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3.0 Development Proposal

3.1 Site Location

3.1.1 The site is currently home to Hayle RFC and occupies an area of 3.1ha. The site is located

on the northern periphery of Hayle, adjoining the A30 (T) Hayle Bypass.

3.1.2 The site comprises the main lit rugby field, with ancillary training areas to the south and a

clubhouse / changing facilities lie on the eastern boundary. To the south across Nanpusker

Road lie agricultural holdings; to the east is Hayle Industrial Park; and to the north the

West Cornwall Retail Park. The proposed development will therefore be constructed on a

brownfield site separated from the nearest significant settlement of Hayle by the

carriageway of the A30 (T). The A30 (T) provides a link between Penzance and Exeter.

Exeter is the nearest location where the Strategic Road Network (SRN) is carried by a full

motorway.

3.1.3 The proposed development will be accessed off Marsh Lane. Marsh Lane was formally a

typical rural route connecting the village of Angarrack with Hayle. In the last couple of

decades the north eastern end of Marsh Lane has undergone significant changes. These

changes are associated with the construction of a large roundabout junction, known as

Loggans Moor, which provides for efficient movement between the SRN A30 (T) and local

roads towards Hayle in the west and Connor Downs in the east.

3.1.4 Along with the changes associated with the SRN there has been local development growth

in and around Hayle that over the past decade or so has significantly altered the nature of

Hayle as an attractor. These changes are broadly considered as regenerative for the area,

however, regeneration per se, may not have been a significant driver for any given

development that has been delivered during the past 10 – 15 years.

3.1.5 Perhaps the most significant recent development in the Hayle area is the West Cornwall

Shopping Park (WCSP). This retail development houses mid- to high-prestige brand

names that may not have been attracted to high street locations in the centre of Hayle

itself. The existence of the WCSP ensures that Hayle has a year round attraction for

residents of west Cornwall as well as tourists during the tourist season. To the east of the

WCSP there is a relatively recent Pub / Motel development and drive thru’ fast food

restaurant, these facilities relate to the location of the SRN as much as they do the

proximity of Hayle

3.2 Layout

3.2.1 Following the relocation of Hayle Rugby Club, the proposed development will see the

construction of:

• A food superstore of 5057 sqm (57,857 sq feet) gross floor area, with a sales area of

approximately 2787sqm (30,000sq.ft);

• A 6 pump Petrol Filling Station;

and


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• Small Business Park (B1 / B2) with a total floor space of 1,573sqm (16,932sq ft).

3.1.4 A development layout plan is included within Appendix B as Dwg No.HBH10093/D05.

3.3 Access Arrangement

3.3.1 The main vehicular access into the development site is directly off the existing Marsh Lane

4-arm roundabout. It is proposed to widen the Marsh Lane carriageway as it approaches

the site from the Loggans Moor roundabout, the existing Marsh Lane roundabout junction

will be remodelled to provide additional capacity to facilitate the Asda traffic impacts. The

principle of this arrangement has been agreed with the Local Highway Authority and will

require the improvement works be carried out under Section 278 of the Highways Act

1980. A drawing showing the proposed improvement on Marsh Lane is shown in

Appendix C as DWG No.HBH10093/D06.

3.3.2 In order to adequately serve the development, the existing access approach, within the site

curtilage, will be improved to provide a road width of 6.5 metres with a 2 metre wide

footpath on the northern side. A bus layby is proposed that is centrally located to provide

sustainable access to both the proposed development and the existing retail and industrial

uses. This does not preclude the proposed free bus service between Asda and Hayle town

centre from entering the Asda site to embark / disembark shoppers in close proximity to the

store entrance. This is an important consideration for less able bodied shoppers using the

service.

3.3.3 Alongside other developments in the vicinity, the proposed store will require improvements

to the A30 Loggans Moor roundabout junction. This junction will ensure that it remains

capacity efficient beyond 2020, the last year for which modeling has been undertaken, in

accordance with Circular 02/2007. There are three key alterations proposed:

1. Conversion to a “Throughabout” by the provision of a lane from the A30 (T) westbound

entry arm that circumvents the roundabout gyratory system by forming a section of

carriageway through the centre of the island that links to the Hayle entry arm of Carwin

Rise (western arm).

2. The junction will be signalised to control vehicle flows using MOVA control, this will

increase capacity, reduce the potential for conflicts as well as providing positive control

to the highway authorities.

3. In concert with the signalisation at grade pedestrian / cycle crossing facilities will be

constructed to aid vulnerable users to travel between Carwin Rise (eastern arm), Marsh

Lane and Carwin Rise (western arm).

3.3.4 The proposed junction improvement has been modelled using LINSIG3 using traffic flows

incorporating significant growth on all arms. The improved junction has been shown to be

capacity efficient with committed development and background growth, The details of this

modeling are presented later in this report.


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3.3.5 It is accepted that the proposed development will have some impact at the St Erth gyratory

junction. This has not been modelled for two reasons: the proposed development’s impact

on the St Erth junction is not anticipated to be significant; and secondly, it is known that the

St Erth gyratory will need an improvement to facilitate the delivery of the Cornwall Council

“Park & Ride” scheme at St Erth. This being the case presenting analysis based on the

existing highway layout is not useful. The proposed Asda store can be consented with a

planning condition / S106 obligation imposed requiring contributions towards the necessary

Cornwall Council improvement scheme, and relevant impact data will be presented at that

time. This accords with the approach commonly taken by the HA regarding developments

impacting upon the Strategic Road Network elsewhere in the region.

3.4 Parking Provision

3.4.1 Limiting the scale of parking provision is often an effective tool in managing demand

generated by development, and subsequently is often favoured by planning authorities.

3.4.2 Parking levels for food retail are consistent between PPG13 and Cornwall Council’s

maximum parking standard. These all establish a level of 1 space per 14 sqm of Gross

Floor Area (GFA). This results in a provision of 344 standard parking bays, with a further

18 marked as Parent / Child bays and suitably located with direct access to a segregated

walkway. Parental Parking spaces are wider to improve access for car seats, pushchairs

and prams.

3.4.3 There will be a Disabled parking provision of 19 spaces and these will be marked and

located to comply with the relevant legislation / guidance. Disabled parking spaces are

provided at a rate equal to 5% of total parking numbers and are in addition to the identified

maximum parking standard.

3.4.4 To encourage an uptake in cycling, sheltered and secured cycle storage will be installed at

locations which are convenient for users and where constant surveillance is present. The

cycle parking provision will comply with standards at 4% of total parking.

3.4.5 The B1 / B2 Business Park will have 52 standard parking bays and 9 appropriately located

and marked disabled parking bays.

3.4.6 The proposed level of parking has been assessed and is consistent with the likely

accumulation of vehicles associated with all elements of the development, during weekday,

weekend and seasonal scenarios.


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4.0 Existing Sustainable Transport Access

4.1 Travel Plan

4.1.1 A Travel Plan will be implemented at the proposed development, in line with prevailing

policy and best practice.

4.1.2 DfT Guidance on Transport Assessment allows for the discounting of vehicle trips from the

overall trip generation of the development, on the basis of Travel Plan targets. Whilst, in

the interests of robustness, no such discounting has been applied in this instance, it is

highly probable that the meaningful measures proposed in the Travel Plan will have a

significant effect in terms of minimising the transport impact of the development.

4.1.3 The Travel Plan has been prepared as a separate document, to be reviewed alongside this

Transport Assessment. Key Travel Plan measures include:

• Free bus service from the centre of Hayle

• Car Share parking bays and Guaranteed Lift Home scheme

• Provision of walking maps

• Cycling information

4.1.4 Travel Plan Targets for the opening year include:

• 15% Single Occupancy Vehicle (SOV) reduction in comparison with Census data for

the adjacent Wards

• Car share target of 9% of equivalent SOV trips

• 6% increase in walking and cycling mode share

4.2 Pedestrian Accessibility

4.2.1 PPG13 (March 2001) states in paragraph 75:-

“Walking is the most important mode of travel at the local level and offers the greatest potential to replace car trips, particularly under 2 kilometres.”

4.2.2 A significant proportion of residential areas in Hayle are within 2km of the development

site. Accessibility across the A30 (T) is provided via a footbridge link to the West Cornwall

Shopping Park. On the western side of the A30 (T) carriageway the footbridge access is

via a small residential cul-de-sac which is on the previous alignment of Marsh Lane and is

therefore still known as such. This connects to Guildford Road providing access to Hayle

in the north, via the double mini-roundabout junction of Carwin Rise and Penmare Terrace

and Fraddam and Helston in the south. Guildford Road also provides access to an

established industrial estate and via a number of local roads aligned northeast to


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southwest the majority of Hayle.

4.2.3 The pedestrian route on Guildford Road to the overbridge has recently been improved and

provides a link to the Guildford Road industrial estate and north towards the Lidl

supermarket. Low traffic volumes, appropriate traffic speeds and drop kerbs allow

opportunities for crossing.

4.2.4 The A30 (T) overbridge provides a currently vital crossing of the SRN and affords the

opportunity for colleagues and shoppers to access the store. Whilst the bridge is not

compliant with the requirements of the Disability Discrimination Act (DDA), it has shallow

sloped steps and is very well used by West Cornwall Shopping Park staff and the general

public. It is considered that the existing facility is attractive to users, demonstrated by the

number of pedestrians utilising the bridge on a daily basis. It is also probable that the

bridge was a material consideration in the granting of planning permission for the West

Cornwall Shopping Park.

4.2.5 A shared footway / cycleway from the bridge extends around the southern side of the A30

(T) Loggans Moor roundabout crossing the splitter island at the Marsh Lane arm of the

roundabout. The footway / cycleway continues to the pedestrian entrance of the fast-food

outlet on the eastern arm of Carwin Rise.

4.2.6 An audit of pedestrian routes from Hayle to the proposed site was undertaken. A Walking

Isochrone map is presented in Appendix D showing the actual walking distances between

locations within Hayle and the proposed store. The distances will be very similar whether

users are on the existing overbridge route or utilising the proposed at grade route.

4.2.7 The key pedestrian access route radiates along Penmare Terrace towards Copperhouse.

Penmare Terrace, or the B3301, provides the main vehicular route into Hayle, and has

footpaths along both sides of the road. Formal and informal crossing points exist along its

length and it enables pedestrians to walk safely through the north/west of the town.

4.2.8 It is proposed to construct a new length of footway / cycleway, integrated into an improved

Loggans Moor junction, effectively linking the development site to the east end of Hayle

where it will tie into the existing pedestrian facilities. A major advantage of this

improvement over the existing A30 (T) overbridge, is it will be at grade and therefore more

accessible for mobility impaired vulnerable users.

4.3 Cycle Accessibility

4.3.1 PPG13 (March 2001) states in paragraph 78:-

“Cycling also has potential to substitute for short car trips; particularly those under 5km, and to form part of a longer journey by public transport.”

4.3.2 The centre of Hayle, as well as outlying settlements such as Gwithian and Connor Downs,

are located within a 5 kilometre cycle distance from the application site. It should be noted

that there is currently no cycle provision within the immediate surrounding highway

network, although as mentioned above it is proposed to construct a new length of footway /

cycleway providing an effective link towards Hayle.


17

4.3.3 There is also a section of cycle route adjacent to the site, this is shown in Figure 2 below,

also shown are routes in and around Hayle. Hayle itself has a linear form with many back

streets that have limited width and constrained road geometry, this acts as de-facto traffic

calming, enhancing pedestrian and cycling conditions compliant with the recommendation

of the DfT “Manual for Streets”.

Figure 2 – Public Rights of Way and Cycle Routes – Hayle

4.4 Public Transport Accessibility

4.4.1 There are bus stops on the B3301 Carwin Rise (service X18), west of the Loggans Moor

roundabout, outside the Lidl store and at the junction to B3301 Loggans Road. Further

services can be boarded on Loggans Road (services 14/18) with seasonally added

services also operating through Loggans Road.

4.4.2 These stops are within a walking distance of approximately 250 metres from the edge of

the proposed development site which is within the target walking distance (up to about

800m or within 10 minutes) that Manual for Streets states can be comfortably accessed on

foot.

4.4.3 Currently the closest bus stop to access the footbridge is on Guildford Road, approximately

350m from the site. The 515 service operates at this stop, providing a loop service within

the town.

4.4.4 As part of the comprehensive development at Hayle Harbour, new town services will link

proposed housing development with the employment opportunities at Hayle Industrial

Estate and the adjoining WCSP. A local consortium has prepared a business plan for

such a service, and Asda would support such an initiative. Further public transport

enhancements are discussed later in this report, and include a dedicated Asda hopper

service from Hayle town centre.

4.4.5 The routes that serve these bus stops are detailed in Table 4.1 below. This table provides


18

a summary of the existing bus services and the frequencies that serve the bus stops.

Table 4.1 – Bus Services at Carwin Rise

MON-SAT EVENINGS SUN BUS

SERVICES ROUTE

Approximate Bus Frequency

14 & 14A St Ives – Truro via Hayle, Camborne, Redruth and RCH

Hourly

3 journeys/day

(St Ives to Camborne)

2 Hourly

18, 18A, 18B & X18

Penzance/Camborne – Truro via Hayle, Camborne, Redruth and RCH

10 minutes (hourly

Penzance – Truro)

Hourly (Penzance – Camborne)

and (Camborne –

Truro)

2 Hourly Penzance – Camborne, Hourly Camborne – Truro

501 Newquay – St. Ives 3-4 journeys M-F (until 30

Oct 09) -

2 journeys (until 30 Oct 09)

502 Hayle Towans – Hayle - Carbis Bay - St Ives

Hourly Hourly

515 Gwithian - Penzance via Hayle, St Erth and Marazion

3-4 journeys - -

Source: www.cornwallpublictransport.info/bus_timetables.asp

4.4.6 Services 14, 14A, 18, 18A, 18B & X18 are provided by First while services 501, 502 and

515 are provided by Western Greyhound. More details of these bus stop locations,

journeys and services are provided by the Cornwall Public Transport Information website

and are attached to this Transport Assessment as Appendix E.

4.4.7 Hayle railway station is situated at the heart of the town, approximately 2.5km to the west

of the site, which would be a 30 minute walk or a 10 minute cycle (using the DfT identified

average walking speed of 80m per minute and the cycling speed of 240m per minute).

Whilst it is unlikely to be a popular means of accessing the development, rail may be

attractive to certain users – particularly staff – perhaps as part of a linked trip using other

sustainable modes.

4.4.8 There are regular rail services between Penzance and Redruth (via Hayle) throughout the

day and during the evening from Monday to Friday, and at weekends.

4.4.9 Regular main-line rail services operate between Penzance and London and the rest of the

country by First Great Western and Cross-Country.

4.4.10 Details of these journeys and services are provided in the South West Trains timetables

which are attached to this Transport Assessment as Appendix F.

4.5 Current Accessibility Summary

4.5.1 In summary, the proposed development site is accessible by a range of transport modes

other than the private car. The development site is currently accessible by foot, and is

within reach of bus stops on the B3301 Carwin Rise / Loggans Road and Guildford Road,

providing frequent services throughout the week.

4.5.2 The town of Hayle is likely to benefit from further enhancements to the walking and cycling


19

infrastructure and also road based public transport provision. These anticipated

improvements are associated with developments occurring within the built area of Hayle as

well as the specific improvements proposed to accompany the Asda store.


20

5.0 Surrounding Highway Network

5.1 Background

5.1.1 Any consideration of the proposed development requires an assessment of both the local

highway network and the Strategic Road Network. The proposed development site relates

most obviously to Hayle; however its geographic range of attraction extends well beyond

this. Residents of the Camborne Pool and Redruth (CPR) conurbation would find an Asda

store at Hayle more attractive than their current nearest Asda, located at Penryn in south

Cornwall. The residents of towns such as St Ives and Penzance, to the north and west of

the site respectively would also find an Asda at Hayle attractive, but many of these trips

would be linked with existing workday journeys. The attraction of the development is

addressed later in the report with reference to the Retail Impact Assessment (RIA).

5.1.2 Residents of the CPR conurbation have a choice of two road routes to the site. The most

direct route would be to utilise the A30 (T). There is an alternative route carried by the

A3047 / C750 which extends between the CPR conurbation and Hayle via Connor Downs.

This route used to carry the A30 and is therefore of relatively high quality compared to

many roads in Cornwall. This route can be more convenient, particularly in the peak tourist

season when the A30 (T) can become congested.

5.1.3 Residents coming from St Ives or its surrounding environs are limited to local road routes

in and around St Ives, although once at St Erth a choice of a local road route or use of the

SRN does present itself. Residents coming from the Penzance area are effectively

restricted to the utilising the A30 between Penzance and St Erth. Coming from the west or

north of Penzance, one is restricted to the local road network as the SRN terminates at

Penzance.

5.1.4 Consideration of Marsh Lane, the road from which the site is directly accessed, requires

that the road be viewed as having two quite distinct functions. Between the Loggans Moor

Roundabout and Marsh Lane roundabout the road is clearly designed to accommodate

relatively high traffic volumes. The current proposal will include further widening of this

section which will naturally increase the capacity further still. Turning east at the Marsh

Lane roundabout, towards Angarrack the carriageway gradually alters in character.

5.1.5 Initially, covering a stretch of about 90 metres from the Marsh Lane roundabout, the

carriageway is similar to the north / south aligned carriageway, this 90 metre stretch serves

the industrial estate to the east of the proposed development site. Following the industrial

estate access Marsh Lane returns to its previous rural road layout, i.e. narrow, varying

alignment and with no footway provision for most of its length.

5.2 Key Junctions

Marsh Lane and A30 (T) Loggans Moor Roundabouts

5.2.1 Marsh Lane roundabout has four arms and connects the site access to Marsh Lane, and

the West Cornwall Shopping Park. To the east, the road meets with Grist Lane which

serves to access the village of Angarrack, whilst the northern arm links to the Loggans


21

Moor roundabout.

5.2.2 Marsh Lane is recorded as the U6033 and as previously stated, in recent years has seen

its northern section realigned and altered from a largely rural road to a distributor road

serving the industrial estate to the east of the rugby club, the rugby club itself, and most

recently, and in many respects relating to the present character of Marsh Lane most

significantly, the West Cornwall Shopping Park.

5.2.3 At its northern end, Marsh Lane has a junction with the A30 (T) and Carwin Rise. The

junction is formed as a large high capacity five arm roundabout (known as Loggans Moor

roundabout). Carwin Rise forms the western and eastern arms of the roundabout, whilst

the A30 (T) has arms aligned approximately north / south; Marsh Lane is located at the

south eastern side of the junction.

5.2.4 Loggans Moor junction experiences queuing and delay during times of network peak

demand. This has led to the design of an improvement scheme in relation to the consented

ING Hayle Harbour redevelopment, as well as the requirement for modeling of

development proposals in the vicinity of Loggans Moor and the identification of appropriate

measures to mitigate their traffic impact.

5.2.5 Carwin Rise, is a classified, numbered county road (C750). Heading east, towards

Camborne, Carwin Rise is a two-way, single carriageway road of a minimum width of 6.8m.

The C750 is notable as the former A30 (T) route, its character reflects this and it is

sometimes required to carry strategic traffic if the current A30 (T) is closed between the

Treswithian Interchange in the east and the Loggans Moor roundabout junction.

5.2.6 The A30 (T) is an arterial traffic route generally running east / west through Cornwall and

links the County to the UK motorway network at Junction 31 of the M5, south of Exeter in

Devon.

5.2.7 There is a mini-roundabout approximately 80m from the Loggans Moor roundabout on

Carwin Rise that serves Loggans Moor Inn, the Premier Inn (Motel) and the McDonald’s

fast-food outlet. Within a short distance past the mini-roundabout there is the entrance to

the Shell petrol filling station with the Travel Lodge hotel and redundant Little Chef

restaurant to the rear.

5.2.8 The section of Carwin Rise from the Loggans Moor roundabout to the mini-roundabout is lit

with a good standard of lighting set back from the carriageway edge and is subject to the

national speed limit of 60mph. This section accommodates a shared footway / cycleway on

the southern side of Carwin Rise outside the McDonald’s food outlet as far as the

pedestrian / cycle access to those premises.

5.2.9 Further along Carwin Rise, beyond the mini roundabout, the road is still subject to the

national speed limit. This length of public highway has no footways and is unlit beyond the

petrol filling station, reflecting this road’s previous role as part of the SRN.

5.2.10 On the western side of the Loggans Moor roundabout junction, Carwin Rise takes on an

urban character associated with the gateway to Hayle. Carwin Rise extends for a distance

of approximately 190 metres from Loggans Moor, over this length Carwin Rise is subject to


22

a 30 mph speed limit. Ribbon development on both sides of the carriageway is evident

beyond the junction of Carwin Rise with Penmare Terrace to the west.

5.2.11 The A30 (T) extends from the Loggans Moor roundabout westwards, skirting the built area

of Hayle. The A30 (T) is a high capacity single carriageway with a section of two lane

carriageway on the westbound uphill section from the Loggans Moor roundabout. There is

a similar section of two lane carriageway on the eastbound side. These two lane sections

are intended to ensure that slower vehicles, such as HGV’s and cars towing caravans, do

not adversely affect the free flow of traffic.

5.2.12 At the western end of this section, the nature of the A30 (T) changes and the A 30 (T) is

carried by the historic A30 route, which is single carriageway and runs through several

villages, with changing speed limits to reflect the fact that pedestrians and local vehicle

traffic travel along and across the A30. This section extends between St Erth and the

Newtown roundabout to the north east of Longrock.

St Erth Gyratory

5.2.13 The interface of the high capacity carriageway and the historic A30 is formed by the St Erth

gyratory junction. This junction has 4 arms, two of which are the high capacity A30 (T).

The remaining two arms are formed by the B3074 St Ives road and the B3301 towards

Hayle.

5.2.14 The B3074 is the main vehicular route to Carbis Bay and St Ives. The nature of this route

is dictated by the level of ribbon development along much of its length and the topography

through which it passes. The road is often narrow and has significant changes in

alignment over relatively short distances.

5.2.15 The B3301 is on the alignment of the old A30 and runs through the centre of Hayle. The

section of the B3301 in the immediate vicinity of the St Erth gyratory junction reflects it

former usage as the A30. There is a section of dual carriageway that extends from the St

Erth gyratory for a distance of approximately 400m, this section incorporates the historic

junction with the B3074 St Ives road. This junction is still operational. The westbound dual

carriageway incorporates a right turn facility constructed to Trunk Road standards at the

time.

5.2.16 There is a perception that the St Erth gyratory is not operating within capacity during peak

periods. This situation will be exacerbated by the proposed St Erth Park and Ride. To

accommodate this and the anticipated background growth, Cornwall Council is in the

process of designing an improvement that will provide the required additional capacity.

5.2.17 The size and layout of the St Erth gyratory is a function not just of the anticipated vehicle

flows at the time of its design, but also the requirement to provide appropriate over-bridges

for the St Erth to St Ives branchline. This remains relevant to the consideration of the

viability of any alterations to the layout of the St Erth junction. Given that Cornwall Council

is addressing the complex issues involved in providing a capacity improvement at the St

Erth gyratory, it is considered unnecessary to test the impact of the proposed development

at this junction in advance of a design solution coming forward from Cornwall Council.


23

6.0 Accident Data Analysis

6.1 Identifying Relevant Data

6.1.1 In order to assess the surrounding highway network operation in terms of safety the local

highway authority was approached to provide 5 year accident data, including incidents

resulting in damage only. The LHA provided the latest data available, in line with the

requirements of DfT Guidance on Transport Assessment. Two factors should be noted:

1. The Accident Data includes the A30 (T), which is not controlled by the LHA but by the Highways Agency.

2. Due to the nature of the proposed development, a very large area has been examined, and this area includes the high capacity / high volume A30 (T). Due to this there are a significant number of incidents to examine.

6.1.2 Although the accident data is five year data, it is considered that the most relevant data is

the latest 3 year period available, specifically the data between 01/01/2007 to 31/12/2009.

When the data for the period 01/01/2005 to 31/12/2006 is excluded, the number of

recorded incidents falls from a total of 126 to 77. This is proportional to the overall number

of accidents within the 5 year period, meaning that the 3 year data is likely to identify all

significant trends.

6.1.3 An in depth analysis of the injury incidents within this group of 77 follows below. All other

incidents will be assessed for common causal factors. Should any be identified at clusters

sites an examination of this / these site(s) will be presented.

6.2 General Discussion

6.2.1 Of the incidents occurring within the assessment period, 41 resulted in slight injuries being

sustained and the total number of people receiving a slight injury was 51. The number of

incidents resulting in serious injury being sustained is recorded as 5; the number of people

sustaining a serious injury was also 5. There are two incidents recorded in which fatalities

occurred, again the number of fatalities is two.

6.2.2 Of the incidents identified above it should be noted that a number of incidents resulted in

more than one injury category being sustained. For instance, one of the fatality incidents

also resulted in a serious and a slight injury occurring. This accounts for the fact that in

total 43 injury incidents are recorded in the relevant 3 year period.

6.2.3 34 incidents were damage only. This proportion of damage only incidents is, judging from

experience, relatively low. That is to say, a more usual pattern for any given accident data

plot would be for a considerably greater proportion of damage only incidents. If one were

to venture a possible explanation for this apparent anomaly, it is possibly a function of the

relatively high speeds that can be maintained on the main roads, and in many cases

carried through the two large roundabout junctions.

6.2.4 As relatively high speed is a defining characteristic of the SRN it is not surprising that

occasionally incidents will occur that have a greater negative outcome than on roads where

speed is more constrained either by the roads purpose, i.e. urban 30 mph routes, or


24

through alignment / carriageway width, i.e. derestricted rural road. It is also true that

vehicle volumes are an important consideration.

6.2.5 Having acknowledged the apparently high ratio of injury incidents occurring in the analysis

area, it is informative to consider some of the statistics involved within the chosen accident

plot data.

6.2.6 The length of Trunk Road covered by the accident plot is approximately 5.5km. In 2009

the average daily number of vehicles recorded on this section of the A30 (t) was 23114,

these figures equate to 127,127 vehicle km a day on the analysed section. Multiplying this

figure by 365 gives a yearly vehicle km figure of 46,401,355, over 3 years that equates to

139,209,065 vehicle kilometres.

6.2.7 Comparing these figures to DfT Road Safety statistics would indicate that the recorded

incidents, both Killed / Seriously Injured and Minor injuries are well within what might be

expected at any location across the UK.

DfT KSI rate per 1000k km 6 - Per 1390k km 8

HBH10093 Accident plot KSI rate per 1390k km

7 - Per 1000k km 5

DfT Slight rate per 1000k km 39 - Per 1390k km 54

HBH10093 Accident plot Slight rate per 1390k km

38 - Per 1000k km 27

6.2.8 Turning to specific injury incidents, many of the “slight” injuries result from typical

roundabout junction incidents, specifically rear end shunts and failure to give way, i.e.

emerging in to the circulatory traffic stream with insufficient gap.

6.3 Analysis of KSI incidents

6.3.1 A more in depth examination is warranted of those incidents that resulted in serious or fatal

injuries being sustained. Of those in the serious category it would seem fair to say that

loss of control, either due to excessive speed for the prevailing conditions, or simply

through a lack of skill or judgement, was a major causal factor.

6.3.2 Of the two incidents resulting in fatalities, one is of the same type as the serious incidents,

i.e. it is apparent that excessive speed for the prevailing conditions resulted in the death of

a motorcyclist. The second fatal incident is less readily assigned a causal factor, the victim

was a cyclist / pedestrian struck by a vehicle driven by a foreign visitor, details on the

police STATS19 are insufficient to draw any particular conclusion. It is known that the

foreign driver was charged with causing death by dangerous driving but it is not known if a

conviction followed.

6.3.3 Examining the accident record for patterns such as monthly prevalence, seasonal

increases in severity etc indicates that the summer months of June, July and August are

clearly more active than the 3 months of the year either side of the summer peak season.

December and January also display relatively high incident rates, being equal in number to

the two most significant summer months but with a lesser severity associated with the


25

events. This data is presented in graphical form at Appendix G.

6.3.4 The assignment of severity is based on a simple weighting of each accident outcome.

That is incidents resulting in a slight injury are given a value of “1” for each slight injury

sustained, incidents resulting in serious injury are given a value of “2” for each serious

injury sustained and incidents resulting in fatalities are given a value of “3” for each fatality

recorded. The assignment of these values is not intended to reflect any level of emotional,

social or capital cost; it is fully understood that the difference between a slight injury and a

fatal accident could only be truly assessed on a scale of magnitudes, not a simple

arithmetic progression.

6.3.5 On examination of the charts generated from the accident data and addressing the most

serious incidents in the first instance, it is apparent that both recorded fatalities occurred in

the month of July and during daylight hours.

6.3.6 As discussed previously one of these incidents resulted in the death of a motorcyclist. It is

known that the motorcyclist had obtained speeds in excess of twice the national speed limit

in places, immediately prior to the incident. At the time of the collision the motorcyclist was

travelling at or slightly above the speed limit, had initiated an overtaking manoeuvre and

was possibly accelerating rapidly, during this manoeuvre a vehicle pulled into the path of

the motorcyclist. The motorcyclist was either “clipped” by this vehicle or swerved to avoid

it; consequently the motorcyclist collided with an oncoming van. It is apparent that there

was a failure of observation on the part of the driver who pulled out in to the path of the

motorcyclist, however, ultimately the actions of the motorcyclist are considered to be the

main causal factor determining the severity of this incident.

6.3.7 The actions of the motorcyclist were inappropriate for the public highway and it would

seem that neither other road users or the highway layout were significant factors relative to

the decisions taken by the motorcyclist.

6.3.8 The second fatal incident is very much less clear cut. As stated above the STATS 19

police reporting is not terribly clear. The fatally injured party was a vulnerable road user

and the driver who struck him was charged with causing death by dangerous driving.

Information gleaned from a Devon and Cornwall police force yearly review document

indicates that the fatal injury involved 3 vehicles and a pedestrian who was trying to cross

the A30 at St Erth. This section of the A30 is single carriageway and subject to a 40 mph

limit. The incident occurred in close proximity to a local junction and this may have had

some influence in this situation. With the available data it is not possible to identify a

scenario that explains this incident.

6.3.9 A further double fatality is known to have occurred in February 2010. This incident is not

yet recorded in the LHA accident plots and its precise location may not fall within the area

of interest chosen for this analysis. Notwithstanding this, the Coroners verdict was one of

“accidental death” on both victims. The Coroner stated that the cause of the accident was

a total mystery. The police stated that none of the vehicles involved were defective and no

drivers tested positive for substance abuse.

6.3.10 Of the incidents resulting in serious injury two involved motorcycles, and arguably both

were inexperienced riders. One of these incidents is recorded as a loss of control resulting


26

in the affected vehicle crossing the centreline and colliding with an oncoming vehicle. The

other occurred at night and involved a failure to give way. Two further incidents involving

car drivers are recorded as loss of control, notably both were in wet conditions. A further

serious injury was sustained in the incident in which the motorcyclist described in the fatal

category died.

6.3.11 Given the evidence suggesting that the lengths of road within the accident plot examined

operate in a manner that compares well in safety terms to what may reasonable be

anticipated from national road accident statistics, it seems reasonable to suggest that the

highway network surrounding the proposed development site does not suffer from any

infrastructure or capacity weakness that would be considered in and of itself, dangerous.

The seasonal peak is considered to be a function of traffic volumes and relatively high

levels of driver uncertainty due to being unfamiliar with the highway network. The

December / January peak is possibly related to adverse weather conditions.

6.3.12 The Cornwall Council accident plot, STATS 19 summary and the charts indicating the

prevalence of incidents across the analysed network when compared to factors such as

day of the week, time of day etc are presented in Appendix G to the rear of this document.

6.4 Further Analysis

6.4.1 The Highways Agency has asked for a further analysis of the accident data presented in

the draft TA and for a conclusion relating to the proposed development and associated

highway improvements to be drawn in relation to existing and future road safety. This

appears to be at odds with the Agency’s approach to other development proposals in the

Hayle area, whose minimal assessment of accidents and causality has not been raised as

an issue by the Agency; however, the requested analysis is presented below.

6.4.2 The analysis above includes the most recently available accident data over a significant

stretch of the SRN and local junctions in the vicinity of the proposed development. There

is also an analysis of the accident rates along the corridor examined compared with

average rates across the UK for similar lengths of road and traffic volumes.

6.4.3 The KSI category incidents are subject to more in depth appraisal and in these cases an

attempt has been made to identify causal factors.

6.4.4 It has been suggested that the Loggans Moor roundabout is considered by the Agency to

be an accident black spot. It is not known with certainty if this is the case, nevertheless, it

would seem reasonable to assume that any junction that provides an interface between

two arms of high speed SRN and several local routes, including high speed local routes,

will experience a certain background level of road collision incidents.

6.4.5 The UK government is not pursuing a “vision zero” philosophy and it must therefore be the

case that some level of accident rate is anticipated. This is not to say that attempts to

reduce such incidents are unnecessary and should of course be a major factor in

considering the acceptability of development or in any proposed highway improvements.

6.4.6 Given the above considerations, it is assumed that the Agency is seeking an appraisal of

the proposed “throughabout” junction. It is very difficult to predict with certainty the positive


27

safety effects that will result from the “throughabout”. However, we feel that the proposed

junction will address some of the patterns of causality identified above, and this view is

supported by guidance as well as the engineering objectives of the proposed improvement.

Safety Appraisal of Throughabout Design

6.4.7 Design Manual for Roads and Bridges (DMRB) Volume 6, Section 2, Part 8 TA 86/03 –

Chapter 3, describes signalised roundabouts and identifies the additional control of driver

behaviour that stems from signalisation. Specifically:-

“Traffic signals control driver behaviour by dictating how a vehicle proceeds through the

junction. The controlled platooning of traffic around and through a junction has the effect

of limiting vehicle speeds, improving lane discipline and reducing the need for weaving.”

6.4.8 Paragraph 3.53 describes “throughabout” junctions:-

“..., these junctions separate conflicts into a series of simple nodes and the control strategy

will aim to provide the most efficient signal co-ordination.”

6.4.9 The design of the proposed improvement was informed by the testing of several scenarios,

including traditional roundabout improvements, i.e. lane widening, additional lanes etc,

standard signalisation, with accompanying lane alterations and priority route throughabout

solutions. The submitted proposal has proven to be the most efficient in capacity terms

and will provide a meaningful highway gain, i.e. improved capacity and control, of SRN

traffic.

6.4.10 Whilst any submitted design will undergo Road Safety Audit (RSA) preliminary assessment

by our partner consultants, JCT, has considered the safety of the design as well as its

operational efficiency in terms of capacity.

6.4.11 The process of RSA does not guarantee that a new / re-engineered junction will be safer

than the previous / existing junction; however it is reasonable to suggest that the proposed

alteration of Loggans Moor junction from an uncontrolled, high speed roundabout to a

signalised throughabout design will all things being equal, result in a highway safety gain.

6.5 Unfamiliarity of layout

6.5.1 A major criticism of throughabout designs is that the relative rareness of these junction

types may lead to driver confusion on approach. The introduction of signals will controll

drivers’ approach and entry to the junction; the throughabout design also entails signing

and lining alterations, these will further inform drivers on their approach and whilst

negotiating the junction. There is reason to believe that the current roundabout does

experience a level of accidents resulting from tourist indecision; it is therefore likely that

additional formalised driver information will lead to a reduction in these “uncertainty”

incidents.


28

6.6 Summary

6.6.1 Whilst it may be desirable to present a quantitative safety assessment of the proposed

throughabout design when compared to the existing uncontrolled roundabout at Loggans

Moor, there is insufficient data readily available to draw from. However, on the basis of

current guidance and experience elsewhere, a cogent argument can be made for

anticipating a measurable highway gain in terms of safety at Loggans Moor as a result of

re-engineering the junction as a signal controlled throughabout.

6.6.2 The addition of signals will also provide the HA with a greater level of control, this control

will be adjustable through time, on a seasonal basis if required. The signal installation will

be MOVA controlled, in compliance with the HA’s prevailing policies.

6.6.3 The throughabout design will remove circulatory traffic from a large part of the junction, this

will provide greater opportunities for vulnerable users to negotiate their way safely through

the junction, and significantly at crossing points on the various arms of the junction.

6.6.4 In summary, we are confident that the proposal has a high potential to deliver not only

additional capacity but an improved safety record.


29

7.0 Existing Traffic Flows

7.1 Overview

7.1.1 In order to fully understand the problems, constraints and opportunities relating to the

surrounding highway network, assessment periods of Weekday AM and PM Peak, and

Saturday Peak for both a neutral month and seasonally affected month were agreed with

Cornwall Council and the Highways Agency.

7.1.2 The following traffic information was subsequently utilised in developing traffic flow models:

• Yearly ATC Data at Connor’s Down along A30 - Highways Agency’s Traffic Flow

Database System (TRADS2);

• Local Traffic Surveys organised in March 2009 and August 2009 and presented in

Appendix H.

7.2 SRN Traffic Flows

7.2.1 The proposed development site is situated close to Loggans Moor roundabout, and year

round data from the Highways Agency TRADS database has been examined.

Junction / Link Traffic Surveys

7.2.2 In order to understand the prevailing travel pattern on the extent of highway network under

consideration, weekday and Saturday turning count data for the following locations has

been obtained:

Table 7.1 Junction Turning Counts

Location Date Survey Period

Marsh Lane Roundabout

28/03/09 Sat

31/03/09 Tue

10:00 – 14:00

08:00 – 12:00 &

15:00 – 18:00

A30 Loggans Moor Roundabout

28/03/09 Sat

31/03/09 Tue

12/08/09 Tue

13/08/09 Wed

10:00 - 14:00

08:00 – 18:00

B3301 Penmare Terrace Double Roundabout

28/03/09 Sat

31/03/09 Tue

12/08/09 Tue

13/08/09 Wed

10:00 – 14:00

08:00 -12:00 &

15:00 – 18:00

A30 (T) St Erth Gyratory

28/03/09 Sat

31/03/09 Tue

10:00 – 14:00

08:00 – 12:00 &

15:00 – 18:00


30

7.3 Further Assumptions relating to Traffic Volumes

7.3.1 There are numerous ways of identifying traffic flows that exist at any point on a network;

equally there are a variety of ways of identifying the probable growth of those flows, either

as a seasonal factor or as a result of background growth over a given number of years.

Whatever decisions are made regarding data gathering and subsequent data manipulation,

assumptions are required and caveats issued. In the current case the proposals position

relative to local and strategic roads makes the identification of base traffic figures,

potentially problematic.

7.3.2 The Highways Agency, the operators of the Strategic Road Network do not undertake

counts of the specific junctions required for this assessment as a matter of course; the HA

does collect passing data for locations on their network in reasonable proximity to the

proposed development site. This data is informative but is limited in its usefulness due to

giving no indication of movements through junctions. Whilst it is possible to compare flow

figures on either side of a given junction, to identify a net loss or net gain in volume, there

is no data as to turning proportions at the interceding junction.

7.3.3 In this instance, having examined the HA data, it has been decided that the information

relating to flows is useful in as far as it gives some indication of hourly flow variation and

seasonal flow increases, but ultimately reliance on junction turning counts for base data is

more informative. It is accepted that a one day turning count is a “snap shot” and may not

be representative of any other day through the year, however this is considered unlikely

and the HA data provides a reasonable comparator to ensure that a specific count is within

a normal range, at least as far as the SRN is concerned.

7.3.4 The situation is the same for Saturday flows, in order to identify a base flow for the

proposed developments impact during the Saturday peak, a junction turning count has

been utilised. The requirement to examine this peak stems from the relatively high impact

anticipated by the proposed land use on Saturdays.

7.3.5 The classified turning counts, show that the peak flow on Saturday is very similar to the

weekday local highway network PM peak. It should also be noted that the SRN AM peak

is an hour later than the local highway peak. The proposed store Saturday peak, which

coincides with the SRN Saturday absolute peak, is generally similar to the weekday 17:00

to 18:00 period on the SRN.

7.3.6 A Seasonal factor for traffic has been identified by reference to a Cornwall Council

document, “Annual Report of Traffic and Collision Statistics 2008 - Table 13 Indices of

Seasonal Variations in Cornwall (1997 – 2007)”. The seasonal figure is 1.3, this figure is

county wide rather than specific to west Cornwall, but is considered likely to broadly reflect

the situation experienced in Hayle and should therefore be acceptable for the current

purpose. In terms of the A30, this seasonal uplift is overly robust – seasonality factors for

the A30 (T) are addressed later in this report.

7.4 Traffic Distribution to / from the Proposed Hayle RFC Site in Carwin Rise

7.4.1 Information from Hayle Rugby club indicates that an average of 55 vehicles will be

generated by a home match. It is assumed that the visiting team and any of their


31

supporters will arrive in a single coach and will utilise the westbound A30 (T) to access the

site and the eastbound A30 (T) when leaving the site, passing through Loggans Moor in

both directions. Thus, one related vehicle is accounted for.

7.4.2 According to Hayle RFC, 75% of players are resident in Hayle, it is assumed that these

players will utilise the B3301 Carwin Rise, currently they will exit the Loggans Moor

roundabout at Marsh Lane; to access the proposal site they will exit the roundabout and

rejoin the B3301 Carwin Rise. The Hayle squad will consist of 15 players, 7 substitutes,

coach and physiotherapist, a total of 24 persons. Therefore, it is assumed that 18 people

will access the proposal site utilising the B3301 passing through Loggans Moor. It has also

been assumed that these people, in the absence of any travel planning measures, will all

travel individually. Thus, 18 vehicles are accounted for.

7.4.3 It is assumed that Hayle supporters will operate in a similar manner to the squad, i.e. 75%

of them will enter and exit Loggans Moor on the B3301. As 19 of the average 55 vehicles

are accounted for, it follows that 75% of the remaining 36 (55 – 19) vehicles, that is 27

vehicles, can be assigned to the B3301 route. This leaves 9 vehicles unaccounted for.

7.4.4 It is considered unlikely that any of these vehicles will travel westbound on the A30 (T), due

to the lack of junctions between Camborne and Hayle. However, it is not possible to

assign these vehicles even tentatively, as we have been given no information regarding

player or supporter locations beyond the 75% from Hayle mentioned above.

Consequently, three scenarios will be presented. In all three scenarios the major

redistribution of vehicles through Loggans Moor remains unaltered, that is, 45 vehicles will

follow the B3301 through the roundabout as opposed to entering on the western B3301

arm and exiting on the U6033 Marsh Lane, and vice versa when leaving the existing rugby

club.

7.4.5 In the first scenario, it is assumed that the remaining 9 vehicles originate from the east of

Hayle, specifically Connor Downs, this being the case these vehicles will currently impact

upon the Loggans Moor junction, whereas to access the proposal site these vehicles will

no longer impact the Loggans Moor junction, this may be considered a highway gain. It

must be appreciated that 9 vehicles, or 18 two way trips equates to 0.5% of the average

A30 (T) two way flows in the afternoon and early evening Saturday peaks, that is the hours

ending at 14:00 and 17:00, as recorded by the Highways Agency between 01/09/05 and

07/09/09.

7.4.6 In the second scenario, it is assumed that the 9 vehicles will all originate on the A30 (T)

eastbound entry to Loggans Moor and exit on the B3301 eastern arm. If this reflects the

current situation, these vehicles will be exiting on the U6033 Marsh Lane.

7.4.7 In the third scenario, it is assumed that the unassigned 9 vehicles enter Loggans Moor in

equal proportions from the westbound and eastbound A30 (T). On leaving the proposed

site the vehicles will follow the reverse route.

7.4.8 In scenarios 2 and 3, the absolute vehicular impact on Loggans Moor is exactly as the

current situation. A persuasive argument, can be made that the eastern arm of the B3301

is a less challenging access / egress at the Loggans Moor junction than the U6033 Marsh

Lane route. The recent retail park development accessed off the U6033 Marsh Lane has


32

made this once relatively little used junction point a far more critical location.

7.4.9 The distribution of traffic has been shown on a series a diagrams under Appendix I -

Traffic Flow Diagrams.

7.5 Relocated Hayle RFC Traffic Impact Summary

7.5.1 Notwithstanding any concerns regarding capacity or gap acceptance times associated with

the redistribution of Rugby club trips at Loggans Moor, it is important to note that the

impact of the rugby club occurs outside of the summer peak. The traffic volumes on the

A30 (T) passing through Loggans Moor during the rugby season, September to April, are

on average, only 74% of the August peak. This being the case it would seem reasonable

to assume that Loggans Moor roundabout has sufficient design integrity to accommodate a

minor redistribution of existing trips associated with the relocation of the Hayle Rugby Club

grounds.

7.5.2 The Highways Agency letter confirming its acceptance of the traffic impact of the proposed

redistribution of Hayle rugby clubs trips which was essentially the same argument

presented in this chapter can be found in Appendix J of this Transport Assessment.


33

8.0 Future Year Assessment

8.1 Introduction

8.1.1 The anticipated completion year for the proposed development is 2012 / 13. A design year

of 2020 (ten years after planning registration) is proposed, to accord with DfT Circular 02 /

2007 Planning and the Strategic Road Network.

8.2 Background Traffic Growth

8.2.1 To estimate the traffic growth, TEMPRO (Trip End Model Presentation Program) v.6.2 has

been used. TEMPRO is designed by the Department for Transport for fast and efficient

access to the national trip end model AF09 dataset projections of growth in travel demand.

8.2.2 Growth adjustments are applied to base year traffic flow to reflect the rising traffic demand

resulting from greater wealth, increased working population, increased employment

potential, and increased car ownership amongst other factors. The effect of the current

recession has not been accounted for, therefore it is reasonable to suggest that the

identified TEMPRO rates represent a worst case scenario.

8.2.3 Data from the Highways Agency’s traffic counters on the A30 between Hayle and

Camborne would tend to support this view, showing a decrease in traffic volumes over

recent years, as shown in Table 8.1 below.

Table 8.1 – TRADS-derived A30 Growth Rates

Mean

Neutral % of 2010 Summer % of 2010

2006 25406 100.3% 28610 104.6%

2007 26359 104.1% 29304 107.1%

2008 25541 100.8% 28271 103.4%

2009 25786 101.8% 28372 103.7%

2010 25331 100.0% 27354 100.0%

8.2.4 The TEMPRO growth rates which would growth background (2009) traffic to the Opening

Year 2012 and Design Year 2020 are summarised in Table 8.2 below.


34

Table 8.2 – Growth Factors

Local Growth Rate

Period

AM PM SAT

2009 - 2012 1.0279 1.0274 Set at 0.82 of weekday AM Peak.

2012 - 2020 1.1208 1.1221 Set at 0.82 of weekday AM Peak.

8.2.5 These rates are based on a variety of assumptions relating to policy objectives, economic

and social forecasting, including household demand and relocation. The current economic

climate, in policy terms is likely to be a significant factor for at least 5 years. Whilst in

planning terms 5 years is a relatively short period it is difficult to judge what the resulting

future economic situation will be in terms of employment sectors and regional attraction.

8.2.6 The effect of this current uncertainty and its future outcomes is that it is entirely possible,

as suggested above, that the identified growth rates are greater than will be achieved over

the modeled period. The drive towards a more balanced economy with greater resilience

may imply slower but steadier growth, as opposed to the rapid growth experienced during

the last decade.

8.2.7 However, it is likely that areas in Cornwall, due to the level of inward investment

encouraged through the European Union grant funding schemes, will see comparatively

greater growth than other areas in the country that have not benefitted from the same level

of funding. It is known for instance that a major regeneration scheme for Hayle Harbour

has gained a planning consent, this in itself could possibly account for the TEMPRO

growth figure suggested.

8.2.8 It is currently unclear as to what proportion of TEMPRO growth is accounted for by the

Hayle Harbour scheme, therefore it is necessary to caveat the above insofar as the

consented development at Hayle Harbour is assumed to be additional to the background

growth identified by the TEMPRO programme.

8.2.9 In reality, this represents double-counting of trips – the consented development is at least

partially covered by the TEMPRO growth factor but the difficulty in identifying that factor is

such that the decision to add consented development to the base plus TEMPRO growth

factor is the only robust way to proceed. It therefore is essential to remember that all traffic

growth figures are very much worst case scenarios.

8.2.10 The growth rates presented in Table 8.2 above are derived from the latest available

dataset and are some 3.5% lower for 2009-12 and 9% lower for 2012-20 than predicted in

the earlier dataset used in the first iteration of this report.

8.3 Seasonality

8.3.1 TRADS data shown in Table 8.1 above indicates an average seasonal growth factor


35

between 2006-10 of 10.5%, with a maximum annual growth factor of 12.6% in 2006 and a

minimum factor of 8.0% occurring in 2010.

8.3.2 As noted in paragraph 7.3.6 above, a seasonality factor of 30% has been applied on the

basis of Cornwall Council data. Whilst this may be applicable in relation to the local

highway network, this level of growth is overly robust in relation to the A30.

8.4 Committed Development

8.4.1 In line with DfT Guidance on Transport Assessment, specific committed development has

been identified in addition to the wider growth. The estimated committed development

traffic and its associated highway enhancement will be included as part of the projection for

future year baseline conditions. In this instance, the planned Hayle Harbour Scheme which

has an outline consent.

8.4.2 Despite this outline consent, the details of any full permission for the Hayle Harbour

scheme remains subject to uncertainty in the current market conditions. The timing of any

scheme is currently unclear, and as time progresses the true nature of the proposal is

subject to change - most recently with aspirations for a food store on South Quay.

Weekday AM and PM Peak

8.4.3 To ensure the consistency of the impact assessment, the estimated external traffic

generation of Hayle Harbour Development for both Weekday AM and PM Peak were

obtained from the Buro Happold Technical Note – Vehicle Traffic Generation, dated 30th

October 2008.

8.4.4 Based upon the vehicle trip rates agreed for each identified land-use, and internalisation

assumptions for trips within Hayle, the following external traffic generation is anticipated

from the Hayle Harbour development.

Table 8.3 – Residual Development Traffic on A30 (T).

8.4.5 The resultant net traffic increase will be added to the study network in addition to the

background traffic growth following the manner below.


36

• The directional distribution was obtained from the Buro Happold documentation and

applied as follows:

– 60% traveling northbound via Loggans Moor

– 32% heading south through St Erth Gyratory

– 8% follows B3302 towards Helston

• The assignment of vehicle movements at each individual junction will be in

accordance with the prevailing turning movements interpreted from the 2009

March/August traffic survey.

Saturday Peak 11:00-12:00

8.4.6 As no Saturday Peak Analysis was required for the Hayle Harbour development, the

following assumption has been applied to replicate a Saturday traffic demand for this

identified committed development. The Saturday flows have been generated by reference

to the National Travel Survey 2009. This indicates that the Saturday driving peak is 82% of

the average weekday AM peak. Whilst this assumption is clearly very wide ranging, being

a nationally relevant figure, it does have the advantage of simplicity and is considered to

result in flows that are consistent with experience.

8.4.7 The methodology has the advantage that it can be applied to all car journeys regardless of

purpose, therefore to apply the assumption only requires that one knows the average AM

peak impact at the locations that one wishes to identify a Saturday peak for. Whilst the

derived figure is applied to traffic flows on the surrounding network the supermarket

arrivals and departures are based on TRICS figures specifically generated from Saturday

datasets.

8.4.8 The chosen methodology results in a proportionally higher number of trips being

associated with shopping on Saturdays than on week days, this is considered to be

consistent with experience.

Seasonal Variation

8.4.9 For modeling purposes, it is assumed that Hayle Harbour development traffic will stay

consistent across the year, so no variation is built into the neutral and August months. In

fact, the level of traffic is likely to be lower in an August scenario to account for the reduced

trip making associated with the employment and residential element of the development.

Development Phasing

8.4.10 For a regeneration scheme of such a scale, four construction phases were identified over a

period of nine years. The anticipated opening year for the first phase of the Hayle Harbour

Development is 2011 and a design year of 2018 was subsequently proposed. Given the

scheme’s current progress, it now appears unlikely that these timescales will be achieved,

meaning that the full quantum of Hayle Harbour traffic may not actually arise within the


37

assessment horizons relevant to the Asda proposal.

8.4.11 However to deliver a robust impact assessment, relevant testing scenarios assume the site

is fully completed in terms of generated traffic.

8.4.12 The derived traffic flows are within Appendix K.


38

9.0 Trip Generation

9.1 Criteria for Modal Assessment

9.1.1 Pre-planning consultations with Cornwall Council, and subsequent discussions with the

Highways Agency, indicated that a multi-modal assessment, which quantified the number

of person trips by mode and period, would be preferable. Notwithstanding this request, this

document as a Transport Assessment for a development of the type and location

proposed, it is apparent that the major impact will be vehicular.

9.1.2 It is important that the development strives to be as sustainable as possible from the outset

and to this end the proposal will deliver improved access for pedestrians and cyclists from

Hayle to the development site. The colleagues employed at the site will be subject to the

influence of robust Travel Plans, and measures such as parking restraint and free bus

services from Hayle will enhance the effectiveness of the Travel Plan for colleagues and

shoppers alike. The free bus service will provide a convenient and sustainable choice for

residents of Hayle to access the site.

9.1.3 Nevertheless, in the interests of meeting the requirements of the Highway Authorities, we

have undertaken an assessment using TRICS multi-modal data. Whilst the proposed

improvements to access by sustainable modes, and the implementation of Travel Plans,

will result in a more sustainable modal split than is forecast by TRICS, we have based our

assessment on the TRICS data for robustness.

9.2 Food Retail Development

9.2.1 As agreed with Cornwall Council, the following traffic surveys were organised to gather

supporting information:

• Automatic Traffic Count (ATC) Surveys at Atlantic Village Asda, Bideford;

• Shoppers Interview Survey at West Cornwall Shopping Park; and

• Multi-modal traffic survey at the Asda Store in Penryn.

9.2.2 Having analysed the data collected the relevance of the Atlantic Village Asda site and the

Penryn Asda site is not considered high. The shoppers’ survey at the West Cornwall

Shopping Park data is useful in as far as it confirms the methodology adopted in the

preparation of this Transport Assessment. The raw data and resulting analysis is

presented in Appendix L to the rear of this document.

9.2.3 Whilst the data collected at the Asda store in Penryn is informative, insofar as the site is

now included in the TRICS database, the location and surrounding highway network are

dissimilar to the situation at the proposed Marsh Lane, Hayle site. The fact that it is an

established store in Cornwall is not considered sufficient similarity to justify basing the

proposed stores trip rates on the Penryn site.

9.2.4 The Penryn store is “out of town” as opposed to edge of town, it is considerably greater in

size, has no direct relationship to the Strategic Road Network, and its relationship to the


39

CPR conurbation is very much less direct than would be the case for a site in Hayle.

Seasonal variation will be a factor in south Cornwall; however, the Penryn store’s location

is such that tourists are unlikely to pass the store in anything like the same number as

would occur at Hayle. Consequently, in line with the DfT’s Guidance on Transport

Assessment, it is considered that the trip rates from the combined TRICS sites chosen will,

in this case be more relevant.

9.3 Transferred, Pass-By and Diverted Trips

Overview

9.3.1 As a general rule, research would suggest that as little as 20% of the anticipated impact

from a food retail store will be entirely new to the highway network surrounding the

development site.

9.3.2 In this case, the client is a retailer that is locally under represented in the market place.

There are other “household names” in the same sector whose presence across west

Cornwall is far greater, and therefore the attractiveness of each of these stores is diluted by

ease of access to a local representative. Asda have a major store in south Cornwall at

Penryn and another store in central Cornwall at St Austell. Conversely, the leading

competitor in their sector has three stores within the CPR conurbation alone, as well as

stores in St Austell, Truro, Falmouth, Helston, Carbis Bay and Penzance. Clearly the

attraction of any one of these stores is likely to be far more geographically constrained.

9.3.3 It is reasonable to assume that the availability of an Asda store with such good road links

to the CPR conurbation, not just the SRN link but also the local highway network linkages

that are considered to be very good compared to the links between CPR and Penryn /

Falmouth, will attract a certain number of trips which currently either stay within CPR,

which is well served by this type of development, or travel to Penryn. Similarly the potential

for attracting Hayle residents who usually do their shopping in Penzance or Carbis Bay is

considered relatively high. Again, this is due to the specific scarcity of brand availability but

also perhaps due to the relatively poor road links between Penzance and Hayle and St Ives

and Hayle. This is not to say that the A30 (T) between Penzance and Hayle is of a poor

standard, either in terms of design or condition but rather that capacity constraints are

more readily experienced on this route particularly during the peak tourist season. The

distribution of trips to the store is addressed in greater detail below.

9.3.4 This may be considered a factor as research in the retail field suggests that store loyalty

runs at between 72 – 75%, that is to say respondents in a telephone survey agreed that

they regularly spend that amount of the total grocery spend at the same store. This in turn

suggests that this accounts for their major shopping trip.

9.3.5 As previously suggested the A30 (T) between Hayle and Penzance, whilst not a major

impediment to choice for shoppers it is a sufficient disincentive to justify the use of a store

on the edge of Hayle for those shoppers who currently travel westwards for grocery

shopping purposes. The availability of existing food retailers in Penzance and St Ives is

likely to be a disincentive to residents of these areas to travel


40

9.3.6 Taking in to consideration the under representation of the Asda brand in Cornwall, the data

relating to store loyalty, the lack of similar existing provision in or directly adjacent to Hayle,

the results of the West Cornwall Shopping Park survey and the significant changes in the

nature of the A30 (T), the proposed Asda store in Hayle is likely to:

• Concentrate Hayle grocery shopping trips that currently go to existing stores in the

CPR conurbation and Penzance, removing unnecessary trips from the A30;

• Enhance Hayle as a retail and tourist centre with a year round attraction greater than

it currently has;

• Reduce the use of the A30 (T) for grocery shopping trips between Hayle and

Penzance, certainly during the peak tourist season and as store loyalty is generated,

all year round.

Retail Impact Assessment (RIA)

9.3.7 An RIA for the Asda development has been prepared by RPS. It seeks to evaluate the

proposed foodstore against national and local retail planning policies and to consider the

retail justification and the implications of the proposed development on established trading

patterns and the vitality and viability of designated town centres.

9.3.8 The RIA indicates that trade will transfer to the store from the following locations:

• Hayle – 23.1%

• St Ives – 11.1%

• Penzance – 34.0%

• Helston – 1.2%

• Camborne-Pool-Redruth (CPR) – 30.6%

9.3.9 These transferred trips will include journeys originating in the locations shown above and,

importantly, the diversion of shopping trips from Hayle which would previously have

involved travelling to towns further afield. The RIA indicates that Hayle currently loses 49%

of such trips, and the Asda store will assist in retaining these locally.

9.3.10 Detailed analysis of the RIA indicates that 66.2% of current convenience shopping trips

from Hayle to Penzance will be retained in Hayle due to the Asda store. The corresponding

figure for CPR is 78.6%.

9.3.11 With reference to the trips transferred within Hayle, a proportion of these are accounted for

by current visits to Marks & Spencer on West Cornwall Retail Park. £1.8m business per

year will be transferred from the convenience food element of Marks & Spencer to Asda.

Following the methodology outlined below, this equates to 254 vehicle trips per day that

are already accessing Marsh Lane.


41

Transferred Trips

9.3.12 The RIA indicates the level of financial clawback from destinations in the West Cornwall

area which will result from the new Asda store. We have investigated the average level of

spend at the convenience stores which Asda will be competing with locally; in this way, it is

possible to derive the equivalent number of trips by reference to the financial amount

clawed-back from other locations.

9.3.13 Dividing the average daily turnover of the proposed Asda store by the total number of store

visits predicted using a TRICS multi-modal analysis of arrivals by all modes gives an

average spend per-visit of £12.58. Spending information for supermarkets is not readily

available, due to its commercial sensitivity; however, research by The Grocer magazine

indicates that per-visit convenience store spend tends to average between £5 - £10,

depending upon store location and whether promotional items prompt the visit.

9.3.14 Based on the above, we have utilized the figure of £12.58 per visit as a robust estimate

which will result in the discounting of fewer trips than would be the case for the lower

figures proposed by The Grocer.

9.3.15 To further ensure robustness, we have discounted only 1-way trips from Hayle, rather than

assuming that outward and return journeys could occur within each peak hour, or adding

the returning trips from the previous hour.

9.3.16 Having identified the annual and daily trips clawed-back from outside of Hayle from

background traffic on the network, we have used TRICS multimodal ‘vehicle’ trip data to

derive the equivalent number of vehicle trips per peak hour.

9.3.17 The analysis set out below indicates how these trips have been discounted from the

network when assessing the impact of the development.

Distribution of Transferred Trips

9.3.18 We have combined our local knowledge with reference to TA79/99 Traffic Capacity of

Urban Roads, Part 5 of the COBA Manual Speeds on Links, and reference to routing

software within Google Earth in order to establish the most likely distribution of trips from

Hayle to St Ives, Penzance and CPR. The resulting distribution of trips onto the A30 is

shown in Table 9.1 below:

Table 9.1 Distribution of current Hayle-based supermarket trips onto A30

To A30 St Erth rbt A30 Loggans Moor

rbt

St Ives

0% (85% via B3301 link to

A3074) 15%

Penzance 85% 15%

CPR 5% 95%

9.3.19 When applied to the clawed-back trips, the following assignment results:


42

Table 9.2 Weekday AM peak

Eastbound Westbound 2-way

Carwin Rise W 84 0 84

A30 CPR 60 0 60

Marsh Lane 14 0 14

A30 Hayle Bypass 4 14 17

A30 Pz 0 67 67

Nut Lane 0 3 3

Griggs Hill 0 61 61

B3101 Link to A3074 0 19 19

Table 9.3 Weekday PM Peak



A30 CPR 89 0 89

Marsh Lane 21 0 21


A30 Pz 0 99 99

Nut Lane 0 5 5

Griggs Hill 0 90 90

B3101 Link to A3074 0 28 28

Table 9.4 Weekend Peak Hour (1100-1200)



A30 CPR 98 0 98

Marsh Lane 23 0 23


A30 Pz 0 109 109

Nut Lane 0 6 6

Griggs Hill 0 99 99

B3101 Link to A3074 0 31 31

9.3.20 These trips can be discounted from background traffic in all ‘with development’ scenarios.

Pass-By and Diverted Trips

9.3.21 In the interests of robustness, we have not made further reductions to the trip generation of

the site on the basis of Diverted trips. Similarly, no Pass-By trips have been accounted for

on Marsh Lane itself.

9.3.22 Given the location of the proposed development, it is considered that a significant

proportion of Pass-By trips will occur. We have assumed a pass-by proportion of 30%,


43

which has been deducted from the overall trip generation of the site.

9.3.23 This compares with the 30% pass-by ratio assumed in the TA for the adjacent Sainsburys

site, and also for the Hayle Morrisons proposal.

9.4 Overall Trip Generation

9.4.1 The development trip generation has been based on TRICS multi-modal data for

comparable sites. TRICS output files are attached in Appendix M of this report.

9.4.2 Modal splits for the development have been derived from the multimodal TRICS runs used

to establish the vehicular trip generation. The cumulative superstore / B2 mode share s

shown in Table 9.5 below:

Table 9.5 Cumulative Modal Splits

Arr Dep 2-way %

People 6840 6786 13626

Car / Car Share

6079 6057 12137 89.07%

Cyclists 30 32 62 0.45%

Pedestrians 663 625 1288 9.45%

Public Transport

68 71 139 1.02%

9.4.3 It is considered that the accessibility of the site is likely to bring about a higher cycle mode

share than predicted by TRICS, and that the proposed public transport improvements and

incentives for shoppers will generate a significant improvement upon the bus mode share

currently resulting from the TRICS analysis. In particular the dedicated hopper bus

between Hayle town centre and Asda will have a significant impact in terms of increasing

public transport modal share.

9.4.4 The vehicular trip rates and overall generation are summarized in Table 9.6 below. Multi-

modal Superstore data has been selected using only those sites with Petrol Filling

Stations, the trip generation of which is consequently included within the following figures:

Table 9.6 Food Superstore (weekday) - TRICS Multi-modal Vehicular Trip Rate / Trips

Arr Dep 2-way Arr Dep 2-way

0800-0900

4.345 2.838 7.183 240 157 397

1700-1800

6.38 6.921 13.301 353 383 736

Daily 78.765 78.424 157.19 4356 4338 8694

Table 9.7 Food Superstore (Saturday) - TRICS Multi-modal Vehicular Trip Rate / Trips


1100-1200

6.978 6.632 13.61 386 367 753

Daily 67.875 68.355 136.23 3754 3781 7535


44

Table 9.8 B2 Industrial (Weekday) - TRICS Multi-modal Vehicular Trip Rate / Trips


0800-0900

0.903 0.146 1.049 14 2 17

1700-1800

0.024 0.854 0.878 0 13 14

Daily 3.389 3.806 7.195 53 60 113

9.4.5 No Saturday information is available for B2 Industrial units, due to the nature of the land

use.

Table 9.9 Total (weekday) - TRICS Multi-modal Vehicular Trip Rate / Trips

Arr Dep 2-way

0800-0900

255 159 414

1700-1800

353 396 749

Daily 4410 4397 8807

Table 9.10 Total (Saturday) - TRICS Multi-modal Vehicular Trip Rate / Trips

Arr Dep 2-way

1100-1200

386 367 753

Daily 3754 3781 7535

9.5 Cumulative Impact

9.5.1 Tables 9.11, 9.12 and 9.13 below, show the cumulative effect of Asda and B2 Industrial

trips, with Transferred and Pass-By trips offset against the development trip generation:

Table 9.11 Weekday AM Peak

Link 2012 2020 Transferred Pass-By Asda B2 Base + Devt Inc % 2020 +Devt Inc %

Carwin Rise W E/B 783 880 -84 -46 155 2 809 3.4% 906 3.0%

W/B 585 652 0 -30 101 0 656 12.1% 723 10.9%

A30 CPR E/B 1341 1541 -60 -3 10 1 1289 -3.8% 1489 -3.3%

W/B 1093 1249 0 -5 16 8 1112 1.8% 1268 1.5%

Carwin Rise E E/B 268 306 0 0 0 0 268 0.1% 306 0.0%

W/B 407 464 0 0 0 1 408 0.3% 465 0.3%

Marsh Lane E/B 227 256 -14 0 240 14 467 105.7% 496 93.8%

W/B 113 131 0 0 157 2 272 140.7% 290 121.4%

A30 Hayle Bypass E/B 665 770 -4 -21 70 2 712 7.1% 817 6.1%

W/B 640 739 -14 -14 46 0 658 2.9% 757 2.5%

Table 9.12 Weekday PM peak

Link Base 2020 Transferred Pass-By Asda B2 Base + Devt Inc % 2020 +Devt Inc %

Carwin Rise W E/B 694 764 -124 -68 227 0 729 5.1% 799 4.6%

W/B 836 941 0 -74 247 2 1011 21.0% 1116 18.6%

A30 CPR E/B 1179 1343 -89 -8 25 6 1114 -5.5% 1278 -4.9%

W/B 1304 1494 0 -7 23 0 1320 1.2% 1510 1.1%

Carwin Rise E E/B 423 482 0 0 0 1 424 0.3% 483 0.3%

W/B 407 466 0 0 0 0 407 0.0% 466 0.0%


45

Marsh Lane E/B 287 327 -21 0 353 0 619 115.7% 659 101.5%

W/B 322 371 0 0 383 13 718 123.0% 767 106.7%

A30 Hayle Bypass E/B 794 917 -5 -31 102 0 861 8.4% 984 7.3%

W/B 796 919 -20 -33 111 3 857 7.6% 980 6.6%

Table 9.13 Weekend Peak

Link Base 2020 Transferred Pass-By Asda B2 Base + Devt Inc % 2020 +Devt Inc %

Carwin Rise W E/B 642 722 -136 -75 249 0 680 5.9% 760 5.3%

W/B 480 535 0 -71 236 0 645 34.5% 700 31.0%

A30 CPR E/B 1100 1264 -98 -7 24 0 1018 -7.4% 1182 -6.4%

W/B 896 1024 0 -8 25 0 914 2.0% 1042 1.7%

Carwin Rise E E/B 220 251 0 0 0 0 220 0.0% 251 0.0%

W/B 334 380 0 0 0 0 334 0.0% 380 0.0%

Marsh Lane E/B 186 210 -23 0 386 0 549 195.0% 573 172.9%

W/B 93 107 0 0 367 0 460 396.1% 474 341.6%

A30 Hayle Bypass E/B 545 631 -6 -34 112 0 618 13.3% 704 11.5%

W/B 525 606 -22 -32 107 0 577 10.0% 659 8.7%

9.5.2 Accounting for the 30% pass-by supermarket trips, the resulting development trip rates and

generation are:

Table 9.14 Weekday 30% Pass By Outcomes

TRICS Less 30% Supermarket

Pass-By


0800-0900

255 159 414 182 112 295

1700-1800

353 396 749 247 281 529

Daily 4410 4397 8807 3103 3096 6199

Table 9.15 Saturday 30% Pass By Outcomes

TRICS Less 30% Supermarket

Pass-By


1100-1200

386 367 753 270 257 527

Daily 3754 3781 7535 2628 2647 5274

9.6 Sensitivity Test

9.6.1 The initial draft of this TA, presented to the County Council and the Highways Agency for

discussion, presented an extremely robust trip generation, which took no account of

transferred and pass-by trips. The TA also presented an infrastructure solution for A30

Loggans Moor roundabout which was capacity-efficient for a 2020 future year, compliant

with the requirements of DfT Circular 02/2007.

9.6.2 Following helpful discussions with the Highways Agency, we have progressed our initial

analysis to take account of transferred and pass-by trips, as presented above.

9.6.3 The comparative trip generations proposed in the first draft TA and this document are

shown in Tables 9.16 and 9.17 below:


46

Table 9.16 Weekday

Previous TA Current TA With 30% Pass-By

Arr Dep 2-way Arr Dep 2-

way % Reduction Arr Dep 2-

way % Reduction

0800-0900 321 243 564 255 159 414 26.6% 182 112 294 47.9%

1700-1800 527 571 1098 353 396 749 31.8% 247 281 528 51.9%

Daily 5863

5869

11732

4410

4397 8807 24.9%

3103

3096 6199 47.2%

Table 9.17 Weekend

Previous TA Current TA With 30% Pass-By

Arr Dep 2-way Arr Dep 2-

way % Reduction Arr Dep 2-

way % Reduction

1100-1200 540 525 1065 386 367 753 29.3% 270 257 527 50.5%

Daily 5856

5883

11739

3754

3781 7535 35.8%

2628

2647 5275 55.1%

9.6.4 The above takes no account of the transferred trips clawed-back from other settlements in

the West Cornwall area, and is consequently a robust worst-case, particularly considering

linkages between Asda and other retail units already present on West Cornwall Retail

Park. In the absence of this additional reduction, the revised traffic generation figures are

approximately 50% of those modeled to date.

9.6.5 It is also of note that the traffic modeling associated with the previous analysis made use of

earlier TEMPRO data. The latest TEMPRO dataset proposes growth factors for 2009-2012

which are around 3.5% lower than the earlier figures. The corresponding 2010-2020

growth factor is around 9% lower than previously proposed. However, this reduction in

background growth has also not been taken into account in the junction analysis which

follows later in this report.

9.6.6 We are consequently of the view that the proposed highway solution is based upon a

robust sensitivity test, and would provide sufficient capacity to accommodate the proposed

development, in order to meet with the requirements of DfT Circular 02/2007. Our client

would be content to agree to the imposition of a planning condition / S106 obligation to the

effect that the proposed solution, or an alternative solution to the satisfaction of the

Highway Authorities, would be implemented prior to first occupation of the proposed

development. This is the methodology adopted by the Highways Agency with regard to the

approved ING Hayle Harbour scheme and many other developments regionally.


47

10.0 Traffic Impact

10.1 A30 Loggans Moor Roundabout

10.1.1 Three sets of modeling have been undertaken by Hydrock Byways & Highways and our

partner consultants JCT:

• ARCADY modeling of the existing Loggans Moor layout – to establish a base case

for comparison purposes

• LinSig3 modeling of the approved Loggans Moor partial-signalisation scheme,

associated with the ING Hayle Harbour development – for comparison purposes

• LinSig3 modeling of the proposed “Throughabout” design – to assess junction

performance with background traffic growth, committed development traffic and

Asda store trips

10.2 ARCADY Assessment: Existing Layout

10.2.1 The existing roundabout is priority controlled, as such it was deemed appropriate to

undertake modeling using the ARCADY 6 programme.

10.2.2 The geometric parameters used in the modeling are summarised in Table 10.1 below:

Table 10.1 ARCADY PARAMETERS

10.2.3 The geometric layout was examined with respect to the given base flows and it was

assumed that where for a given approach multiple entry lanes exist traffic flow will largely

be balanced. It was therefore considered unnecessary to undertake intercept corrections.

10.2.4 The results arising from this approach have subsequently been compared with surveyed

queuing data. It is apparent that the ARCADY model under-predicts queuing and the

outputs should be considered to be an overestimation of capacity. Given that large-scale

alterations are proposed to the junction in the near future, there is little merit in undertaking

extensive survey work to further refine the calibration of the ARCADY model, however it

remains useful for comparison purposes.

10.2.5 The results of the ARCADY modeling are summarised in Table 10.2 below:


48

Table 10.2 ARCADY results

It is apparent that, without works to the junction, A30 Loggans Moor roundabout would be unable

to accommodate background growth, ING Hayle Harbour traffic and Asda trips in the opening year

of 2012.

10.3 LinSig3 model of ING Hayle Harbour partial signalisation scheme

10.3.1 We have modelled this layout using LinSig3, and modelled the highest peak period flow

groups, i.e.

• AM 2020 Seasonal Base + ING

• PM 2020 Seasonal Base + ING

10.3.2 Parameters for the priority approaches have been derived using the relevant geometric

data, similar to that used in the ARCADY assessment discussed above. Saturation flows of


49

signalled lanes have been set at 1900 pcu/hr and all conflicting intergreens have been set

as 5 seconds.

10.3.3 The results of the LinSig3 modeling are summarised in Tables 10.3 and 10.4 below:

Table 10.3 LinSig3 results for proposed ING Loggans Moor layout – 2020 AM peak (seasonal)

Table 10.4 - LinSig3 results for proposed ING Loggans Moor layout – 2020 PM peak (seasonal)

10.3.4 It is apparent that, in a worst-case scenario, the ING scheme generally operates at or

within capacity on all arms except for Carwin Rise (West) on the approach to the

roundabout from Hayle. This arm is likely to be severely overcapacity, with around 870m of

queuing into Hayle.

10.3.5 It is considered that this arm would be likely to be sensitive to traffic demand in other

scenarios, and that the resultant queues could potentially have impacts which may include

blocking of the mini-roundabouts / potential signalised junction on Carwin Rise into Hayle,

with attendant queuing back to the A30, and re-routing of northbound trips from Hayle onto

the A30 via St Erth junction.


50

10.4 LinSig3 model of proposed “Throughabout” junction

10.4.1 The proposed layout is shown in Appendix N on Dwg No.HBH10093/D07. The

“Throughabout” assumes that 3 of the five arms (and associated internals) be signalled

and that two of the arms remain under priority control. Although, the design does give

pseudo signal control to the Carwin Rise West arm via signal control of the internal for the

“Throughabout” node.

10.4.2 With regard to modeling assumptions, in line with best practice for modeling signalised

roundabouts a uniform Saturation Flow of 1900 PCU/hr has been used throughout (except

Carwin Rise – see below). For signaled nodes without pedestrian facilities intergreens of 5

seconds have been assumed. For signaled nodes with pedestrians intergreens have been

calculated with respect to TAL 1/06 and TAL 5/05.

10.4.3 Due to the close proximity of stop lines no Platoon Dispersion has been modeled. As is

common with roundabout models some lanes display “Sliver Queues” in some scenarios,

where these were identified a De-Sliver factor of 1.0 PCU was applied.

10.4.4 Special attention was paid to the give way entries for Carwin Rise East and West in that it

is recognised that they will at some point in the cycle certainly be unopposed (during the

upstream interstages) and that drivers will be able to discharge at a higher flow rate than

the 1000PCU/hr usually assumed for a roundabout give way. As such the entry lanes were

coded to give way to the upstream lanes at an unopposed maximum flow of 1000PCU/hr

with a slope coefficient of 0.33 when opposed by upstream traffic, but to have an

unopposed saturation flow of 1600PCU/hr during the upstream interstage periods. 1600

PCU/hr being chosen as a conservative saturation flow.

10.4.5 Signal timings were based on a 60 second cycle time. Signal timings were optimised

interactively to maximise capacity, minimise queuing and ensure good progression.

10.4.6 The results of this modeling are summarized in Tables 10.5 below:


51

Table 10.5 LinSig3 results – “Throughabout”

10.4.7 The “Throughabout” junction operates well within capacity in all non-seasonal scenarios,

including 2020 peak hours.

10.4.8 In the seasonal scenarios, the A30 southern arm is overcapacity in the 2012 summer PM

peak, and the 2020 summer AM and PM peaks. However, similar impacts have been

accepted in relation to the ING Hayle Harbour development and it is considered that there

is no meaningful net operational disbenefit in comparison with the ING scheme. Indeed,

the ING scheme appears to have the potential to cause queuing back to the A30 for

vehicles travelling into Hayle, and would be likely to result in significant re-routing to the

A30 St Erth junction, which would in itself add to the loading on the southern A30 arm at

Loggans Moor.

10.4.9 In line with the requirements of Guidance on Transport Assessment and DfT Circular

02/2007, it is considered inappropriate to over provide capacity solely in order to cater for

unusual levels of demand during summer peaks. The level of seasonal demand in

Cornwall is such that the undesirable environmental impact of providing infrastructure to

cater for summer traffic must be balanced against the time-limited nature of this peak

demand.

10.4.10 The analysis is very much a ‘worst-case’ with no discounting from TEMPRO growth in

relation to the Hayle Harbour development, and with no reflection of the likely reduction in

summer Hayle Harbour trips. Also, Asda traffic has been assumed to be new to the

network, with no account given to pass-by or transferred trips. On this basis, it is certain

that the proposed improvement will accommodate the traffic arising from the proposed

Asda development without capacity problems in any scenario.


52

10.4.11 The fuller signalisation of Loggans Moor proposed in relation to the Asda development is

considered to be likely to reduce existing accident rates, offering betterment in safety terms

over both the existing layout and the proposed ING solution.

10.4.12 Overall, it is concluded that the proposed “Throughabout” at least offers a nil-detriment

solution at Loggans Moor in comparison with the infrastructure scheme associated with

extant consents in the Hayle area.

10.5 Carwin Rise Double Mini Roundabouts

10.5.1 The Highways Agency raised concerns regarding the level of traffic growth predicted on

Carwin Rise (west) in future years. We are aware that the Hayle Harbour scheme has an

obligation through its S106 agreement to provide a signalised junction at the existing

double-mini roundabouts at Carwin Rise / Guildford Road / Loggans Road junction should

excessive queuing occur back towards the A30.

10.5.2 On this basis, Asda would be content to make a proportional contribution to these works in

mitigation of any impacts that arise as a consequence of the proposed development.

10.5.3 It should be noted, as set out in the trip generation analysis above, that the proportional

impact on Carwin Rise would be dramatically reduced when transferred and pass-by trips

are taken into account. Consequently, we are of the view that the uplift in traffic demand

which will result from these proposals is unlikely to require physical works to the existing

arrangement.


53

11.0 Construction Traffic Management Plan

11.1.1 As part of this application, Cornwall Council has asked that consideration be given to the

construction traffic arising from the scheme.

11.1.2 A supermarket of this size is a relative straightforward construction exercise, being similar

to an industrial outlet, with additional detailing and internal fit out. It would be anticipated

that the store could be constructed within a 9 month period.

11.1.3 The planned construction site is away from residential areas and has a large quantum of

available land within which contractor’s parking, materials and deliveries can be managed

away from the existing highway network. All vehicles will be able to enter and leave site in

a forward gear.

11.1.4 The exact nature and volume of movements will be determined upon the appointment of

any contractor, but the proximity to the A30 provides direct and uncomplicated access to

the site. However, the final Construction Management Plan will contain a commitment to

avoid peak hour trips on the A30 wherever possible.

11.1.5 The site area is currently predominantly Greenfield and therefore the potential exists for the

transfer of mud onto the highway. During relevant construction phases, vehicle washing

and road sweeping will be undertaken. These measures will include but are not limited to:-

• Use of an approved mechanical road sweeper to clean the site of any mud or debris

deposited by site vehicles within the vicinity of the site. The road sweeper is to be

available whenever needed and will be properly used and maintained.

• Provision of wheel washing on all site exits and lorry jet washing facilities

• Adequate sheeting of vehicles carrying waste materials

• Measures will be taken to ensure that mud and debris is not swept into gullies.

• The removal of waste products from site will be minimised by onsite re-use and

recycling of excess materials wherever possible. The removal of waste will be

covered by a site waste plan.


54

12.0 Summary and Conclusion

12.1 Summary

12.1.1 In order to deliver a robust impact study, the methodology adopted within this Transport

Assessment has been developed with due regard to the DfT’s Guidance on Transport

Assessment and Circular 02/07 Planning and the Strategic Road Network. Consultation

with Cornwall Council and the Highways Agency has been undertaken, their views have

been considered and, where possible, their specific requests have been met.

12.1.2 The Transport Assessment has assessed the accessibility of this application site and

carried out a detailed study to establish the likely impact of the development. The proposed

highway infrastructure and sustainable transport solutions are commensurate with the

scale and impact of the proposal.

12.1.3 The proposal will enable the relocation and hence upgrading of the local rugby club to

provide a stronger community resource and add value to the town. Similarly the addition of

three new incubator units for employment will provide and support the local economy and

contribute towards the goal of improving the area’s skills base, employment and income

levels.

12.1.4 The report concludes that:

• The proposed development complies with national, regional and local transport

policy objectives.

• The store will enable local residents to reduce their distance travelled to undertake

food shopping and help retain trade within Hayle, reducing leakage to Penzance and

Camborne/Pool/Redruth. This will reduce the impact of traffic on the SRN and its

junctions at those locations.

• The application site is positioned within the vicinity of strategic highway network with

the ability to provide enhanced connections to bus services.

• The Design of the proposed development will facilitate:

� an adequate and safe parking environment;

� an access junction suitable for all road users

� considered routes for pedestrians and cyclists

� enhanced local public transport provision

12.1.5 The modelled junctions have shown that capacity is being reached through the study area,

taking account of background growth and committed development. Appropriate infrastructure

enhancements are subsequently proposed to enhance the capacity and efficiency of the

transport system, bringing benefits in comparison with the existing Loggans Moor

roundabout layout and other approved schemes at that location.


55

12.1.6 The introduction of the Development Travel Plan will assist in

� Minimising the need to travel by the private car, particularly as a single

occupant.

� Building a partnership approach between the Travel Plan management team

and the Planning Authority (Cornwall Council), to influence the travel

behaviours of colleagues and as far as possible shoppers utilising the

proposed development.

� Encouraging safe and viable alternatives to single occupant vehicles for

access to the proposed development.

� Identifying pragmatic travel initiatives to encourage non-car modes of travel

and car-sharing, based on a continual appraisal of travel patterns to the site.

� Generating fewer vehicle trips than would otherwise have been the case;

thereby reducing the potential for congestion, particularly important given the

site’s position relative to the SRN.

� Causing a reduction in overall vehicle mileage and an associated reduction in

environmental pollution, particularly greenhouse gas emissions, such as

CO2.

� Improving safety for vulnerable road users such as pedestrians and cyclists.

� Compliance with government and LHA guidance to reduce traffic emissions

and congestion and promote sustainable travel within new development and

between new development and its surrounding environs.

� Promoting healthy lifestyles and generate and maintain a vibrant community.

12.1.5 The proposed Asda store will increase retail opportunities in Hayle, rebalance the current

retail pattern and therefore support healthy growth within the local economy.

12.2 Conclusion

12.2.1 In terms of the likely traffic impact, the proposal will have a measurable effect on both the

local and strategic road networks. Left unaddressed, this impact would undoubtedly cause

significant capacity problems, most notably at the A30 Loggans Moor roundabout.

However, the proposal provides for a significant improvement of this junction that will

ensure it remains capacity efficient beyond the last year of assessment, i.e. 2020. This is

so even with significant committed development within the built area of Hayle and a robust

allowance being made for as yet unidentified development in Hayle and the surrounding

area.

12.2.2 The accident record has been examined for the relevant junctions covered in this Transport

Assessment and the A30 (T) between St Erth and approximately 100 metres east of

Loggans Moor. The accident data is broadly as would be expected from the length and


56

type of road and junctions covered. That is to say there is no particular reason to assume

that the existing highway layout is a particular factor in any of the KSI incidents recorded.

12.2.3 In conclusion, given that the regeneration of Hayle is ongoing, and taking account of the

anticipated increase in households within the town, it is apparent that Hayle will become a

more locally significant population centre. This factor, in conjunction with Hayle’s

relationship to the A30 (T), major population centres to its west, east and north and its own

attractiveness as a tourist location due to the direct access it has to a significant stretch of

beach / coastline, will undoubtedly increase the importance of the town in west Cornwall.

12.2.4 The provision of a major food store to supply the local inhabitants is a key requirement of a

growing town. The built form and existing constraints on the local highway within Hayle

precludes the provision of such a facility within the confines of the existing town.

Consequently, any such proposed development will need to be on the edge of the existing

settlement boundary. Local knowledge would suggest that due to a combination of

drainage and topographical issues, the scope for such a development is extremely limited

on the western side of the town. The existence of the West Cornwall Shopping Park and a

brownfield site served off the same access to the east of Hayle is a clearly advantageous

situation. That our client is relatively under represented in Cornwall compared to other

retailers in the same market, is seen as a further advantage for Hayle, increasing the likely

attraction to and therefore viability of, both the store itself and Hayle in general.

12.2.5 The traffic data presented in this document demonstrates that the proposed food store can

be accommodated within the surrounding highway network following improvements to the

Marsh Lane and Loggans Moor junctions that will be delivered with the store. Additionally

the proposal will be constructed and operated in as sustainable manner as possible. A

free shoppers’ bus will operate from Hayle to the store, the store will be a hub for internet

shopping delivery services and a robust Travel Plan with measures aimed at store

colleagues and shoppers will be in place from the first day of operation.

12.2.6 It is therefore considered that the proposed Asda food store on the proposed site adjacent

to the existing West Cornwall Shopping Park can be delivered appropriately in terms of its

likely transport impacts, and that its proposed location is the most suitable for Hayle given

the constraints that affect other locations in and around the town.


APPENDIX A

APPENDIX A

Proposed Development Location and Existing Site Conditions DWG No.HBH10093/D03


APPENDIX B

APPENDIX B

Proposed Development Layout DWG No.HBH10093/D05


APPENDIX C

APPENDIX C

Proposed Access Road Improvement on Marsh Lane DWG No.HBH10093/D06


APPENDIX D

APPENDIX D

Walking Isochrone Map


APPENDIX E

APPENDIX E

Bus Service Timetables

Mondays to Fridays (except Public Holidays) from 4 January 2010

Service Number 18 18 18 18 18 18 18 14 18 14 18 18 18 14 18 18 18 18 14 18 18 18 PENZANCE Bus Station — — — — — — — — — — 0715 — 0740 — 0800 — — — — — — 0920 Long Rock Mexico Inn — — — — — — — — — — 0721 — 0746 — 0806 — — — — — — 0926 Crowlas, Star Inn — — — — — — — — — — 0726 — 0751 — 0811 — — — — — — 0931 St Erth Station — — — — — — — — — — 0730 — 0755 — 0815 — — — — — — 0935 St Erth Village Bridge — — — — — — — — 0706 — — — — — — — — — — — — — Hayle St Michaels Hospital — — — — — — — — 0708 — — — — — — — — — — — — — ST IVES Malakoff — — — — — — — 0645 — — — — — 0753 — — — — 0853 — — — Carbis Bay, Longstone Cross — — — — — — — 0651 — — — — — 0759 — — — — 0859 — — — Lelant opp Post Office — — — — — — — 0654 — — — — — 0802 — — — — 0902 — — — Hayle Viaduct — — — — — — — 0701 0711 0721 0735 0743 0800 0810 0820 — — — 0910 — — 0940 Copperhouse opp Post Office — — — — — — — 0703 0713 0723 0737 0745 0802 0812 0822 — — — 0912 — — 0942 Connor Downs — — — — — — — 0713 0723 0733 0747 0755 0812 0822 0832 — — — 0922 — — 0952 CAMBORNE Bus Station arr — — — — — — — 0723 0733 0743 0757 0805 0822 0832 0842 — — — 0932 — — 1002 CAMBORNE Bus Station dep 0605 0620 0630 0640 0655 0710 0720 0725 0745 0745 0800 0810 0825 0835 0845 0900 0915 0925 0935 0945 0955 1005 Tuckingmill 0610 0625 0635 0645 0700 0715 0725 0730 0740 0750 0805 0815 0830 0840 0850 0905 0920 0930 0940 0950 1000 1010 Pool Cornwall College 0612 0627 0637 0647 0702 0717 0727 0732 0742 0752 0807 0817 0832 0842 0852 0907 0922 0932 0942 0952 1002 1012 REDRUTH opp Station arr 0621 0636 0646 0656 0711 0726 0736 0741 0751 0801 0816 0826 0841 0851 0901 0916 0931 0941 0951 1001 1011 1021 REDRUTH opp Station dep 0624 0639 0649 0659 0714 0729 0739 0744 0754 0804 0819 0829 0844 0854 0904 0919 0934 0944 0954 1004 1014 1025 Mount Ambrose 0629 0644 0654 0704 0719 0734 0744 0749 0759 0809 0824 0834 0849 0859 0909 0924 0939 0949 0959 1009 1019 1029 Scorrier Fox and Hounds 0631 0646 0656 0706 0721 0736 0746 0751 0801 0811 0826 0836 0851 0901 0911 0926 0941 0951 1001 1011 1021 1031 Chacewater, Kings Head 0635 0650 0700 0710 0725 0740 0750 0755 0805 0815 0830 0840 0855 0905 0915 0930 0945 0955 1005 1015 1025 1035 Threemilestone Post Office 0640 0655 0705 0715 0730 0745 0755 0800 0810 0820 0835 0845 0900 0910 0920 0935 0950 1000 1010 1020 1030 1040 RCH Layby Main Road 0644 0659 0709 0719 0734 0749 0759 0805 0815 0825 0840 0850 0905 0914 0924 0939 0954 1004 1014 1024 1034 1044 TRURO Rail Station 0651 0706 0716 0726 0741 0756 0806 0815 0825 0835 0848 0858 0913 0921 0931 0946 1001 1011 1021 1031 1041 1051 TRURO Bus Station 0657 0712 0722 0732 0747 0802 0812 0822 0832 0842 0855 0905 0920 0927 0937 0952 1007 1017 1027 1037 1047 1057

St Ives - Truro via Hayle, Camborne, Redruth and RCH Penzance - Trurovia St Erth Village, Hayle, Camborne, Redruth and RCH

14 14A18 18A 18B

Continues on next pageCodes - This journey stops at, or passes close to a railway station

Easy Access


Service Number 18 18 14 18 18 18 18 18 14 18 18 18 18 14A 14 18 18 18 18 14 18 18 Codes SD SV SD SV PENZANCE Bus Station — — — — — 20 — — — — — 1520 — — — — — 1620* 1630 — — 1720 Long Rock Mexico Inn — — — — — 26 — — — — — 1526 — — — — — 1636 1636 — — 1726 Crowlas Star Inn — — — — — 31 — — — — — 1531 — — — — — 1641 1641 — — 1731 St Erth opp Station Main Road — — — — — 35 — — — — — 1535 — — — — — 1645 1645 — — 1735 ST IVES Malakoff — — 53 — — — — — 1453 — — — — 1542 1553 — — — — 1653 — — Carbis Bay, Longstone Cross — — 59 — — — — — 1459 — — — — 1548 1559 — — — — 1659 — — Lelant opp Post Office — — 02 — — — — — 1502 — — — — 1551 1602 — — — — 1702 — — St Erth Station Main Road — — — — — — — — — — — — — 1554 — — — — — — — — St Erth Village Bridge — — — — — — — — — — — — — 1557 — — — — — — — — Hayle St Michaels Hospital — — — — — — — — — — — — — 1604 — — — — — — — — Hayle Viaduct — — 10 — — 40 — — 1510 — — 1540 — 1606 1610 — — 1650 1650 1710 — 1740 Copperhouse opp Post Office — — 12 — — 42 — — 1512 — — 1542 — 1608 1612 — — 1652 1652 1712 — 1742 Connor Downs — — 22 — — 52 — — 1522 — — 1552 — 1618 1622 — — 1702 1702 1722 — 1752 CAMBORNE Bus Station arr — — 32 — — 02 — — 1532 — — 1602 — 1630 1632 — — 1712 1712 1732 — 1802 CAMBORNE Bus Station dep 15 25 35 45 55 05 1515 1525 1535 1545 1555 1605 1620 1635 1635 1650 1705 1720 1720 1735 1750 1805 Tuckingmill 20 30 40 50 00 10 1520 1530 1540 1550 1600 1610 1625 1640 1640 1655 1710 1725 1725 1740 1755 1810 Pool Cornwall College 22 32 42 52 02 12 1522 1532 1542 1552 1602 1612 1627 1642 1642 1657 1712 1727 1727 1742 1757 1812 REDRUTH opp Station arr 31 41 51 01 11 21 1531 1541 1551 1601 1611 1621 1636 1651 1651 1706 1721 1736 1736 1751 1806 1821 REDRUTH opp Station dep 34 44 54 04 14 24 1534 1544 1554 1604 1614 1624 1639 1654 1654 1709 1724 1739 1739 1754 1809 1824 Mount Ambrose 39 49 59 09 19 29 1539 1549 1559 1609 1619 1629 1644 1659 1659 1714 1729 1744 1744 1759 1814 1829 Scorrier Fox and Hounds 41 51 01 11 21 31 1541 1551 1601 1611 1621 1631 1646 1701 1701 1716 1731 1746 1746 1801 1816 1831 Chacewater Kings Head 45 55 05 15 25 35 1545 1555 1605 1615 1625 1635 1650 1705 1705 1720 1735 1750 1750 1805 1820 1835 Threemilestone Post Office 50 00 10 20 30 40 1550 1600 1610 1620 1630 1640 1655 1710 1710 1725 1740 1755 1755 1810 1825 1840 RCH Layby Main Road 54 04 14 24 34 44 1554 1604 1614 1624 1634 1644 1659 1714 1714 1729 1744 1759 1759 1814 1829 1844 TRURO Rail Station 01 11 21 31 41 51 1601 1611 1621 1631 1641 1651 1706 1721 1721 1736 1751 1806 1806 1821 1836 1851 TRURO Bus Station 07 17 27 37 47 57 1607 1617 1627 1637 1647 1657 1712 1727 1727 1742 1757 1812 1812 1827 1842 1857

Continues on next pageCodesSD - This journey runs on school days only SV - This journey runs on Mondays to Fridays in school holidays only

- This journey stops at, or passes close to a railway station CD - This journey runs on college only* - This journey runs via Penwith College at 1628

For other buses between Camborne Redruth and Truro please see service 40 timetable.


14 14A18 18A 18B

Easy Access

Part of this service is financially supported by Cornwall Council

until

thenat

theseminspasteachhour


Service Number 14A 18 14 18B 18B 18 14 18A 18 18B 14B 18A 18 14 PENZANCE Bus Station — 1800 — 1840 — 1940 — — 2040 — 2140 — 2240 — Long Rock Mexico Inn — 1806 — 1845 — 1945 — — 2045 — 2145 — 2245 — Crowlas, Star Inn — 1811 — 1850 — 1950 — — 2050 — 2150 — 2250 — St Erth opp Station Main Road — 1815 — 1854 — 1954 — — 2054 — 2154 — 2254 — ST IVES Malakoff 1745 — 1845 — — — 1945 — — — — — — 2330 Carbis Bay, Longstone Cross 1751 — 1851 — — — 1951 — — — — — — 2336 Lelant opp Post Office 1754 — 1854 — — — 1954 — — — — — — 2339 St Erth Village Bridge — — — 1857 — — — — — — 2157 — — — Hayle St Michaels Hospital — — — 1902 — — — — — — 2202 — — — Hayle Viaduct 1801 1820 1901 1904 — 1959 2001 — 2059 — 2204 — 2259 2342 Copperhouse opp Post Office 1803 1822 1903 1906 — 2001 2003 — 2101 — 2206 — 2301 2344 Connor Downs 1812 1832 1912 1915 — 2010 2012 — 2110 — 2215 — 2310 2353 CAMBORNE Bus Station arr 1820 1842 1920 1923 — 2018 2020 — 2118 — 2223 — 2318 0001 CAMBORNE Bus Station dep 1825 — — — 1925 — — 2025 — 2125 — 2225 2325 — Tuckingmill 1829 — — — 1929 — — 2029 — 2129 — 2229 2329 — Pool Cornwall College 1831 — — — 1931 — — 2031 — 2131 — 2231 2331 — REDRUTH opp Station arr 1839 — — — 1939 — — 2039 — 2139 — 2239 2339 — REDRUTH opp Station dep 1840 — — — 1940 — — 2040 — 2140 — 2240 — — Mount Ambrose — — — — 1942 — — — — 2145 — — — — Sandy Lane 1843 — — — — — — 2043 — — — 2243 — — Lanner Post Office 1847 — — — — — — 2047 — — — 2247 — — Carharrack 1852 — — — — — — 2052 — — — 2252 — — Scorrier Fox and Hounds — — — — 1949 — — — — 2149 — — — — Tolgullow — — — — 1953 — — — — 2153 — — — — St Day 1855 — — — 1955 — — 2055 — 2155 — 2255 — — Crofthandy 1857 — — — 1957 — — 2057 — 2157 — 2257 — — Chacewater opp Kings Head 1902 — — — 2002 — — 2102 — 2202 — 2302 — — Threemilestone Post Office 1908 — — — 2008 — — 2108 — 2208 — 2308 — — RCH Layby Main Road 1912 — — — 2012 — — 2112 — 2212 — 2312 — — TRURO Rail Station 1919 — — — 2019 — — 2119 — 2219 — 2319 — — TRURO Bus Station 1925 — — — 2025 — — 2125 — 2225 — 2325 — —

Codes

- This journey stops at, or passes close to a railway station

Continues on next page

St Ives - Truro via Hayle, Camborne, Redruth and RCH

Penzance - Trurovia St Erth Village, Hayle, Camborne, Redruth and RCH

14 14A18 18A 18B Easy

Access

Part of this service is financially supported by

Cornwall Council


Service Number 14 18 14 18 14 14 18 18 18 14 18 18 18 18 18 14 18 18 18 18 14 Codes SD SV TRURO Bus Station — — — — 0700 0700 0715 0730 0745 0800 0810 0820 0835 0845 0855 0905 0915 0925 0935 0950 1005 TRURO opp Rail Station — — — — 0706 0706 0721 0737 0752 0806 0817 0827 0841 0851 0901 0911 0921 0931 0941 0956 1011 opp RCH Layby Main Road — — — — 0712 0712 0727 0744 0759 0814 0824 0834 0847 0857 0907 0917 0927 0937 0947 1002 1017 Threemilestone Post Office — — — — 0715 0715 0731 0748 0803 0818 0828 0838 0850 0900 0910 0920 0930 0940 0950 1005 1020 Chacewater, Kings Head — — — — 0719 0719 0735 0752 0807 0822 0832 0842 0854 0904 0914 0924 0934 0944 0954 1009 1024 Scorrier opp Fox and Hounds — — — — 0723 0723 0739 0756 0811 0826 0836 0846 0858 0908 0918 0928 0938 0948 0958 1013 1028 Mount Ambrose — — — — 0725 0725 0741 0758 0813 0828 0838 0848 0900 0910 0920 0930 0940 0950 1000 1015 1030 REDRUTH Station arr — — — — 0730 0730 0746 0803 0818 0833 0843 0853 0905 0915 0925 0935 0945 0955 1005 1020 1035 REDRUTH Station dep — — — — 0732 0732 0750 0808 0823 0838 0847 0857 0907 0917 0927 0937 0947 0957 1007 1022 1037 Pool opp Cornwall College — — — — 0740 0740 0758 0818 0833 0848 0858 0908 0915 0925 0935 0945 0955 1005 1015 1030 1045 Tuckingmill — — — — 0742 0742 0800 0820 0835 0850 0900 0910 0917 0927 0937 0947 0957 1007 1017 1032 1047 CAMBORNE Bus Station arr — — — — 0750 0750 0808 0830 0845 0900 0910 0920 0925 0935 0945 0955 1005 1015 1025 1040 1055 CAMBORNE Bus Station dep 0605 0650 0705 0715 0750 0755 0810 — — 0900 — — 0930 — — 1000 — — 1030 — 1100 Connor Downs 0616 0701 0716 0726 0801 0806 0821 — — 0911 — — 0941 — — 1011 — — 1041 — 1111 Copperhouse Post Office 0626 0711 0726 0736 0811 0816 0831 — — 0921 — — 0951 — — 1021 — — 1051 — 1121 Hayle Foundry Square 0628 0713 0728 0738 0813 0818 0833 — — 0923 — — 0953 — — 1023 — — 1053 — 1123 Hayle opp St Michaels Hospital — — — — 0815 — — — — — — — — — — — — — — — — St Erth Village Bridge — — — — 0822 — — — — — — — — — — — — — — — — Lelant Post Office 0635 — 0735 — 0828 0825 — — — 0930 — — — — — 1030 — — — — 1130 Carbis Bay, Longstone Cross 0638 — 0738 — 0831 0828 — — — 0933 — — — — — 1033 — — — — 1133 ST IVES Malakoff 0644 — 0744 — 0837 0834 — — — 0939 — — — — — 1039 — — — — 1139 St Erth Station Main Road — 0716 — 0741 — — 0836 — — — — — 0956 — — — — — 1056 — — Crowlas opp Star Inn — 0720 — 0745 — — 0840 — — — — — 1000 — — — — — 1100 — — Long Rock Mexico Inn — 0725 — 0750 — — 0845 — — — — — 1005 — — — — — 1105 — — Penwith College — — — — — — 0855 — — — — — — — — — — — — — — PENZANCE Bus Station — 0731 — 0756 — — 0900 — — — — — 1014 — — — — — 1114 — —


Truro - St Ives via RCH, Redruth, Camborne and HayleTruro - Penzancevia RCH, Redruth, Camborne, Hayle and St Erth Village

14 14A18 18A 18B

Easy Access

CodesSD - This journey runs on school days only SV - This journey runs on Mondays to Fridays in school holidays only



Service Number 18 18 18 18 18 14 18 18 18 18 18 14 18 18 18 18 14 18 18B 18 18 18 Codes TRURO Bus Station 15 25 35 45 55 05 1515 1525 1535 1545 1555 1605 1615 1625 1635 1645 1700 1715 — 1725 1735 1750 TRURO opp Rail Station 21 31 41 51 01 11 1521 1531 1541 1551 1601 1611 1621 1631 1641 1651 1706 1721 — 1731 1741 1756 opp RCH Layby Main Road 27 37 47 57 07 17 1527 1537 1547 1557 1607 1617 1627 1637 1647 1657 1712 1727 — 1737 1747 1802 Threemilestone Post Office 30 40 50 00 10 20 1530 1540 1550 1600 1610 1620 1630 1640 1650 1700 1715 1730 — 1740 1750 1805 Chacewater, Kings Head 34 44 54 04 14 24 1534 1544 1554 1604 1614 1624 1634 1644 1654 1704 1719 1734 — 1744 1754 1809 Scorrier opp Fox and Hounds 38 48 58 08 18 28 1538 1548 1558 1608 1618 1628 1638 1648 1658 1708 1723 1738 — 1748 1758 1813 Mount Ambrose 40 50 00 10 20 30 1540 1550 1600 1610 1620 1630 1640 1650 1700 1710 1725 1740 — 1750 1800 1815 REDRUTH Station arr 45 55 05 15 25 35 1545 1555 1605 1615 1625 1635 1645 1655 1705 1715 1730 1745 — 1755 1805 1820 REDRUTH Station dep 47 57 07 17 27 37 1547 1557 1607 1617 1627 1637 1647 1657 1707 1717 1732 1747 — 1757 1807 1822 Pool opp Cornwall College 55 05 15 25 35 45 1555 1605 1615 1625 1635 1645 1655 1705 1715 1725 1740 1755 — 1805 1815 1830 Tuckingmill 57 07 17 27 37 47 1557 1607 1617 1627 1637 1647 1657 1707 1717 1727 1742 1757 — 1807 1817 1832 CAMBORNE Bus Station arr 05 15 25 35 45 55 1605 1615 1625 1635 1645 1655 1705 1715 1725 1735 1750 1805 — 1815 1825 1840 CAMBORNE Bus Station dep — — 30 — — 00 — — 1630 — — 1700 1710 — — 1740 1755 — 1805 — 1830 1845 Connor Downs — — 41 — — 11 — — 1641 — — 1711 1721 — — 1751 1806 — 1816 — 1841 1856 Copperhouse Post Office — — 51 — — 21 — — 1651 — — 1730 1728 — — 1801 1816 — 1821 — 1851 1906 Hayle Foundry Square — — 53 — — 23 — — 1653 — — 1723 1730 — — 1803 1818 — 1823 — 1853 1908 Hayle opp St Michaels Hospital — — — — — — — — — — — — — — — — — — 1825 — — — St Erth Village Bridge — — — — — — — — — — — — — — — — — — 1831 — — — Lelant Post Office — — — — — 30 — — — — — 1730 — — — — 1825 — — — — — Carbis Bay, Longstone Cross — — — — — 33 — — — — — 1733 — — — — 1828 — — — — — ST IVES Malakoff — — — — — 39 — — — — — 1739 — — — — 1834 — — — — — St Erth Station Main Road — — 56 — — — — — 1656 — — — 1735 — — 1806 — — 1833* — 1858 1913 Crowlas opp Star Inn — — 00 — — — — — 1700 — — — 1739 — — 1810 — — 1837 — 1902 1917 Long Rock Mexico Inn — — 05 — — — — — 1705 — — — 1744 — — 1815 — — 1842 — 1907 1922 PENZANCE Bus Station — — 14 — — — — — 1714 — — — 1750 — — 1824 — — 1848 — 1913 1928




14 14A18 18A 18B

Easy Access

until

thenat


Codes* - Time opposite St Erth Railway Station on St Erth Road



Service Number 14 18 18 18A 18 18 18A 18B 18B 18 14B 14 18B 18 Codes TRURO Bus Station 1805 1820 1835 1845 — 1905 1945 — 2045 — 2145 — 2245 2345 TRURO opp Rail Station 1811 1826 1841 1851 — 1911 1951 — 2051 — 2151 — 2251 2351 opp RCH Layby Main Road 1817 1832 1847 1856 — 1916 1956 — 2056 — 2156 — 2256 2356 Threemilestone Post Office 1820 1835 1850 1859 — 1919 1959 — 2059 — 2159 — 2259 2359 Chacewater, Kings Head 1824 1839 1854 1905 — 1925 2005 — 2105 — 2205 — 2305 0005 Crofthandy — — — 1910 — — 2010 — 2110 — 2210 — 2310 — St Day — — — 1912 — — 2012 — 2112 — 2212 — 2312 — Tolgullow — — — — — — — — 2114 — — — 2314 — Scorrier opp Fox and Hounds 1828 1843 1858 — — 1929 — — 2118 — — — 2318 0009 Carharrack — — — 1915 — — 2015 — — — 2215 — — — Lanner Post Office — — — 1920 — — 2020 — — — 2220 — — — Sandy Lane — — — 1924 — — 2024 — — — 2224 — — — Mount Ambrose 1830 1845 1900 — — 1931 — — 2122 — — — 2322 0011 REDRUTH Station arr 1835 1850 1905 1927 — 1936 2027 — 2127 — 2227 — 2327 0016 REDRUTH Station dep 1837 1852 1907 1927 — 1936 2027 — 2127 — 2227 — 2327 0016 Pool opp Cornwall College 1845 1900 1915 1935 — 1944 2035 — 2135 — 2235 — 2335 0024 Tuckingmill 1847 1902 1917 1937 — 1946 2037 — 2137 — 2237 — 2337 0026 CAMBORNE Bus Station arr 1855 1910 1925 1942 — 1951 2042 — 2142 — 2242 — 2342 0031 CAMBORNE Bus Station dep 1900 — — — 1952 — — 2052 — 2152 — 2252 — — Connor Downs 1911 — — — 2002 — — 2102 — 2202 — 2302 — — Copperhouse Post Office 1921 — — — 2011 — — 2111 — 2211 — 2311 — — Hayle Foundry Square 1923 — — — 2013 — — 2113 — 2213 — 2313 — — Hayle opp St Michaels Hospital — — — — — — — 2115 — — — — — — St Erth Village Bridge — — — — — — — 2120 — — — — — — Lelant Post Office 1930 — — — — — — — — — — 2316 — — Carbis Bay, Longstone Cross 1933 — — — — — — — — — — 2319 — — ST IVES Malakoff 1939 — — — — — — — — — — 2327 — — St Erth Station Main Road — — — — 2018 — — 2123* — 2218 — — — — Crowlas opp Star Inn — — — — 2022 — — 2127 — 2222 — — — — Long Rock Mexico Inn — — — — 2027 — — 2132 — 2227 — — — — PENZANCE Bus Station — — — — 2033 — — 2138 — 2233 — — — —


Truro - St Ives via RCH, Redruth, Camborne and Hayle

Truro - Penzancevia RCH, Redruth, Camborne, Hayle and St Erth Village

14 14A18 18A 18B Easy

Access

Codes - This journey stops

at, or passes close to a railway station

* - Time opp St Erth Railway Station on St Erth Road


Part of this service is financially supported by

Cornwall Council

Saturdays (except Public Holidays) from 9 January 2010

Service Number 18 18 18 18 14 18 18 18 14 18 18 18 14 18 18 18 14 18 18 18 14 PENZANCE Bus Station — — — — — — 0715 — — 0800 — — — — 0920 — — — 20 — — Long Rock Mexico Inn — — — — — — 0721 — — 0806 — — — — 0926 — — — 26 — — Crowlas, Star Inn — — — — — — 0726 — — 0811 — — — — 0931 — — — 31 — — St Erth Station — — — — — — 0730 — — 0815 — — — — 0935 — — — 35 — — St Erth Village Bridge — — — — — 0706 — — — — — — — — — — — — — — — Hayle St Michaels Hospital — — — — — 0708 — — — — — — — — — — — — — — — ST IVES Malakoff — — — — 0648 — — — 0748 — — — 0853 — — then — 53 — — — 1553 Carbis Bay, Longstone Cross — — — — 0654 — — — 0754 — — — 0859 — — at — 59 — — — 1559 Lelant opp Post Office — — — — 0657 — — — 0757 — — — 0902 — — these — 02 — — — 1602 Hayle Viaduct — — — — 0705 0711 0735 — 0805 0820 — — 0910 — 0940 mins — 10 — 40 — 1610 Copperhouse opp Post Office — — — — 0707 0713 0737 — 0807 0822 — — 0912 — 0942 past — 12 — 42 until — 1612 Connor Downs — — — — 0717 0723 0747 — 0817 0832 — — 0922 — 0952 the — 22 — 52 — 1622 CAMBORNE Bus Station arr — — — — 0727 0733 0757 — 0827 0842 — — 0932 — 1002 hour — 32 — 02 — 1632 CAMBORNE Bus Station dep 0605 0630 0700 0715 0730 0735 0800 0815 0830 0845 0905 0920 0935 0950 1005 20 35 50 05 1620 1635 Tuckingmill 0610 0635 0705 0720 0735 0740 0805 0820 0835 0850 0910 0925 0940 0955 1010 25 40 55 10 1625 1640 Pool Cornwall College 0612 0637 0707 0722 0737 0742 0807 0822 0837 0852 0912 0927 0942 0957 1012 27 42 57 12 1627 1642 REDRUTH opp Station arr 0621 0646 0716 0731 0746 0751 0816 0831 0846 0901 0921 0936 0951 1006 1021 36 51 06 21 1636 1651 REDRUTH opp Station dep 0624 0649 0719 0734 — 0754 0819 0834 0849 0904 0924 0939 0954 1009 1024 39 54 09 24 1639 1654 Mount Ambrose 0629 0654 0724 0739 — 0759 0824 0839 0854 0909 0929 0944 0959 1014 1029 44 59 14 29 1644 1659 Scorrier Fox and Hounds 0631 0656 0726 0741 — 0801 0826 0841 0856 0911 0931 0946 1001 1016 1031 46 01 16 31 1646 1701 Chacewater, Kings Head 0635 0700 0730 0745 — 0805 0830 0845 0900 0915 0935 0950 1005 1020 1035 50 05 20 35 1650 1705 Threemilestone Post Office 0640 0705 0735 0750 — 0810 0835 0850 0905 0920 0940 0955 1010 1025 1040 55 10 25 40 1655 1710 RCH Layby Main Road 0644 0709 0739 0754 — 0815 0840 0855 0909 0924 0944 0959 1014 1029 1044 59 14 29 44 1659 1714 TRURO Rail Station 0651 0716 0746 0801 — 0825 0848 0903 0916 0931 0951 1006 1021 1036 1051 06 21 36 51 1706 1721 TRURO Bus Station 0657 0722 0752 0807 — 0832 0855 0910 0922 0937 0957 1012 1027 1042 1057 12 27 42 57 1712 1727


14 14A18 18A 18B

Continues on next pageCodes - This journey stops at, or passes close to a railway station

Easy Access

until

thenat



Service Number 18 18 18 14 18 14A 14 18B 18B 18 14 18A 18 18B 18B 18A 18 14 PENZANCE Bus Station — 1620 — — 1720 — — 1840 — 1940 — — 2040 — 2140 — 2240 — Long Rock Mexico Inn — 1626 — — 1726 — — 1845 — 1945 — — 2045 — 2145 — 2245 — Crowlas, Star Inn — 1631 — — 1731 — — 1850 — 1950 — — 2050 — 2150 — 2250 — St Erth opp Station Main Road — 1635 — — 1735 — — 1854 — 1954 — — 2054 — 2154 — 2254 — ST IVES Malakoff — — — 1653 — 1745 1845 — — — 1945 — — — — — — 2330 Carbis Bay, Longstone Cross — — — 1659 — 1751 1851 — — — 1951 — — — — — — 2336 Lelant opp Post Office — — — 1702 — 1754 1854 — — — 1954 — — — — — — 2339 St Erth Village Bridge — — — — — — — 1857 — — — — — — 2157 — — — Hayle St Michaels Hospital — — — — — — — 1902 — — — — — — 2202 — — — Hayle Viaduct — 1640 — 1710 1740 1801 1901 1904 — 1959 2001 — 2059 — 2204 — 2259 2342 Copperhouse opp Post Office — 1642 — 1712 1742 1803 1903 1906 — 2001 2003 — 2101 — 2206 — 2301 2344 Connor Downs — 1652 — 1722 1752 1812 1912 1915 — 2010 2012 — 2110 — 2215 — 2310 2353 CAMBORNE Bus Station arr — 1702 — 1732 1802 1820 1920 1923 — 2018 2020 — 2118 — 2223 — 2318 0001 CAMBORNE Bus Station dep 1650 1705 1720 1735 1805 1825 — — 1925 — — 2025 — 2125 — 2225 2325 — Tuckingmill 1655 1710 1725 1740 1810 1829 — — 1929 — — 2029 — 2129 — 2229 2329 — Pool Cornwall College 1657 1712 1727 1742 1812 1831 — — 1931 — — 2031 — 2131 — 2231 2331 — REDRUTH opp Station arr 1706 1721 1736 1751 1821 1839 — — 1939 — — 2039 — 2139 — 2239 2339 — REDRUTH opp Station dep 1709 1724 1739 1754 1824 1840 — — 1940 — — 2040 — 2140 — 2240 — — Mount Ambrose 1714 1729 1744 1759 1829 — — — 1942 — — — — 2145 — — — — Sandy Lane — — — — — 1843 — — — — — 2043 — — — 2243 — — Lanner Post Office — — — — — 1847 — — — — — 2047 — — — 2247 — — Carharrack — — — — — 1852 — — — — — 2052 — — — 2252 — — Scorrier Fox and Hounds 1716 1731 1746 1801 1831 — — — 1949 — — — — 2149 — — — — Tolgullow — — — — — — — — 1953 — — — — 2153 — — — — St Day — — — — — 1855 — — 1955 — — 2055 — 2155 — 2255 — — Crofthandy — — — — — 1857 — — 1957 — — 2057 — 2157 — 2257 — — Chacewater opp Kings Head 1720 1735 1750 1805 1835 1902 — — 2002 — — 2102 — 2202 — 2302 — — Threemilestone Post Office 1725 1740 1755 1810 1840 1908 — — 2008 — — 2108 — 2208 — 2308 — — RCH Layby Main Road 1729 1744 1759 1814 1844 1912 — — 2012 — — 2112 — 2212 — 2312 — — TRURO Rail Station 1736 1751 1806 1821 1851 1919 — — 2019 — — 2119 — 2219 — 2319 — — TRURO Bus Station 1742 1757 1812 1827 1857 1925 — — 2025 — — 2125 — 2225 — 2325 — —

St Ives - Truro via Hayle, Camborne, Redruth and RCH

Penzance - Trurovia St Erth Village, Hayle, Camborne, Redruth and RCH

14 14A18 18A 18B Easy

Access

Codes - This journey stops at, or passes close to a railway station




Service Number 14 14 18 14 18 18 14 18 18 14 18 18 18 18 14 18 18 18 18 14 18 18 18 TRURO Bus Station — — — 0700 — 0730 0800 0825 0840 0905 20 35 50 05 1520 1535 1550 1605 1620 1635 1650 TRURO opp Rail Station — — — 0706 — 0737 0806 0831 0846 0911 26 41 56 11 1526 1541 1556 1611 1626 1641 1656 Opp RCH Layby Main Road — — — 0712 — 0744 0814 0837 0852 0917 32 47 02 17 1532 1547 1602 1617 1632 1647 1702 Threemilestone Post Office — — — 0715 — 0748 0818 0840 0855 0920 35 50 05 20 1535 1550 1605 1620 1635 1650 1705 Chacewater, Kings Head — — — 0719 — 0752 0822 0844 0859 0924 39 54 09 24 1539 1554 1609 1624 1639 1654 1709 Scorrier opp Fox and Hounds — — — 0724 — 0756 0826 0848 0903 0929 43 58 13 28 1543 1558 1613 1628 1643 1658 1713 Mount Ambrose — — — 0726 — 0758 0828 0850 0905 0931 45 00 15 30 1545 1600 1615 1630 1645 1700 1715 REDRUTH Station arr — — — 0730 — 0803 0833 0855 0910 0935 then 50 05 20 35 1550 1605 1620 1635 1650 1705 1720 REDRUTH Station dep — — — 0732 0750 0808 0838 0857 0912 0937 at 52 07 22 37 1552 1607 1622 1637 1652 1707 1722 Pool opp Cornwall College — — — 0740 0758 0818 0848 0907 0920 0945 these 00 15 30 45 until 1600 1615 1630 1645 1700 1715 1730 Tuckingmill — — — 0742 0800 0820 0850 0909 0922 0947 mins 02 17 32 47 1602 1617 1632 1647 1702 1717 1732 CAMBORNE Bus Station arr — — — 0750 0808 0830 0900 0915 0930 0955 past 10 25 40 55 1610 1625 1640 1655 1710 1725 1740 CAMBORNE Bus Station dep 0605 0705 0715 0755 0808 — 0900 0920 — 1000 the — 30 — 00 — 1630 — 1700 — 1730 — Connor Downs 0616 0716 0726 0806 0819 — 0911 0931 — 1011 hour — 41 — 11 — 1641 — 1711 — 1741 — Copperhouse Post Office 0626 0726 0736 0816 0829 — 0921 0941 — 1021 — 51 — 21 — 1651 — 1721 — 1751 — Hayle Foundry Square 0628 0728 0738 0818 0831 — 0923 0943 — 1023 — 53 — 23 — 1653 — 1723 — 1753 — Lelant Post Office 0635 0735 — 0825 — — 0930 — — 1030 — — — 30 — — — 1730 — — — Carbis Bay, Longstone Cross 0638 0738 — 0828 — — 0933 — — 1033 — — — 33 — — — 1733 — — — ST IVES Malakoff 0644 0744 — 0834 — — 0939 — — 1039 — — — 39 — — — 1739 — — — St Erth Station Main Road — — 0741 — 0836 — — 0946 — — — 56 — — — 1656 — — — 1756 — Crowlas opp Star Inn — — 0745 — 0840 — — 0950 — — — 00 — — — 1700 — — — 1800 — Long Rock Mexico Inn — — 0750 — 0845 — — 0955 — — — 05 — — — 1705 — — — 1805 — PENZANCE Bus Station — — 0756 — 0900 — — 1004 — — — 14 — — — 1714 — — — 1814 —


14 14A18 18A 18B


Easy Access

until

thenat




Service Number 14 18 18 18 14 18 18A 18 18 18A 18B 18B 18 14B 14 18B 18 TRURO Bus Station 1705 1720 1735 1750 1805 1825 1845 — 1905 1945 — 2045 — 2145 — 2245 2345 TRURO opp Rail Station 1711 1726 1741 1756 1811 1831 1851 — 1911 1951 — 2051 — 2151 — 2251 2351 Opp RCH Layby Main Road 1717 1732 1747 1802 1817 1837 1856 — 1916 1956 — 2056 — 2156 — 2256 2356 Threemilestone Post Office 1720 1735 1750 1805 1820 1840 1859 — 1919 1959 — 2059 — 2159 — 2259 2359 Chacewater, Kings Head 1724 1739 1754 1809 1824 1844 1905 — 1925 2005 — 2105 — 2205 — 2305 0005 Crofthandy — — — — — — 1910 — — 2010 — 2110 — 2210 — 2310 — St Day — — — — — — 1912 — — 2012 — 2112 — 2212 — 2312 — Tolgullow — — — — — — — — — — — 2114 — — — 2314 — Scorrier opp Fox and Hounds 1728 1743 1758 1813 1828 1848 — — 1929 — — 2118 — — — 2318 0009 Carharrack — — — — — — 1915 — — 2015 — — — 2215 — — — Lanner Post Office — — — — — — 1920 — — 2020 — — — 2220 — — — Sandy Lane — — — — — — 1924 — — 2024 — — — 2224 — — — Mount Ambrose 1730 1745 1800 1815 1830 1850 — — 1931 — — 2122 — — — 2322 0011 REDRUTH Station arr 1735 1750 1805 1820 1835 1855 1927 — 1936 2027 — 2127 — 2227 — 2327 0016 REDRUTH Station dep 1737 1752 1807 1822 1837 1857 1927 — 1936 2027 — 2127 — 2227 — 2327 0016 Pool opp Cornwall College 1745 1800 1815 1830 1845 1905 1935 — 1944 2035 — 2135 — 2235 — 2335 0024 Tuckingmill 1747 1802 1817 1832 1847 1907 1937 — 1946 2037 — 2137 — 2237 — 2337 0026 CAMBORNE Bus Station arr 1755 1810 1825 1840 1855 1915 1942 — 1951 2042 — 2142 — 2242 — 2342 0031 CAMBORNE Bus Station dep 1800 — 1830 1845 1900 — — 1952 — — 2052 — 2152 — 2252 — — Connor Downs 1811 — 1841 1856 1911 — — 2002 — — 2102 — 2202 — 2302 — — Copperhouse Post Office 1821 — 1851 1906 1921 — — 2011 — — 2111 — 2211 — 2311 — — Hayle Foundry Square 1823 — 1853 1908 1923 — — 2013 — — 2113 — 2213 — 2313 — — Hayle opp St Michaels Hospital — — — — — — — — — — 2115 — — — — — — St Erth Village Bridge — — — — — — — — — — 2120 — — — — — — Lelant Post Office 1830 — — — 1930 — — — — — — — — — 2316 — — Carbis Bay, Longstone Cross 1833 — — — 1933 — — — — — — — — — 2319 — — ST IVES Malakoff 1839 — — — 1939 — — — — — — — — — 2327 — — opp St Erth Station, St Erth Road — — — — — — — — — — 2123 — — — — — — St Erth Station Main Road — — 1856 1911 — — — 2018 — — — — 2218 — — — — Crowlas opp Star Inn — — 1900 1915 — — — 2022 — — 2127 — 2222 — — — — Long Rock Mexico Inn — — 1905 1920 — — — 2027 — — 2132 — 2227 — — — — PENZANCE Bus Station — — 1914 1929 — — — 2033 — — 2138 — 2233 — — — —

Truro - St Ives via RCH, Redruth, Camborne and Hayle

Truro - Penzancevia RCH, Redruth, Camborne, Hayle and St Erth Village

14 14A18 18A 18B Easy

Access




Service Number 18B 14B 18B 18B 14B 18B 18B 14B 18B 18B 14B 18B 18B 14B 18B 18B 14B 18B 88B 88B 88B Codes A A A PENZANCE Bus Station — — 0935 — — 1135 — — 1335 — — 1535 — — 1735 — — 1935 — — — Long Rock Mexico Inn — — 0940 — — 1140 — — 1340 — — 1540 — — 1740 — — 1940 — — — Crowlas Star Inn — — 0945 — — 1145 — — 1345 — — 1545 — — 1745 — — 1945 — — — St Erth Station — — 0949 — — 1149 — — 1349 — — 1549 — — 1749 — — 1949 — — — St Erth Village Bridge — — 0952 — — 1152 — — 1352 — — 1552 — — 1752 — — 1952 — — — Hayle St Michaels Hospital — — 0956 — — 1156 — — 1356 — — 1556 — — 1756 — — 1956 — — — ST IVES Malakoff — — — — 1046 — — 1246 — — 1446 — — 1646 — — 1846 — — — — Carbis Bay Longstone Cross — — — — 1052 — — 1252 — — 1452 — — 1652 — — 1852 — — — — Lelant Post Office — — — — 1055 — — 1255 — — 1455 — — 1655 — — 1855 — — — — Hayle Viaduct — — 0958 — 1058 1158 — 1258 1358 — 1458 1558 — 1658 1758 — 1858 1958 — — — Copperhouse Post Office — — 1000 — 1100 1200 — 1300 1400 — 1500 1600 — 1700 1800 — 1900 2000 — — — Connor Downs — — 1008 — 1108 1208 — 1308 1408 — 1508 1608 — 1708 1808 — 1908 2008 — — — CAMBORNE Bus Station arr — — 1020 — 1120 1220 — 1320 1420 — 1520 1620 — 1720 1820 — 1920 2020 — — — CAMBORNE Bus Station dep 0822 0922 — 1022 1122 — 1222 1322 — 1422 1522 — 1622 1722 — 1822 — — — — — Tuckingmill 0826 0926 — 1026 1126 — 1226 1326 — 1426 1526 — 1626 1726 — 1826 — — — — — Pool Cornwall College 0828 0928 — 1028 1128 — 1228 1328 — 1428 1528 — 1628 1728 — 1828 — — — — — REDRUTH Station arr 0836 0936 — 1036 1136 — 1236 1336 — 1436 1536 — 1636 1736 — 1836 — — — — — REDRUTH Station dep 0837 0937 — 1037 1137 — 1237 1337 — 1437 1537 — 1637 1737 — 1837 — — — — — Sandy Lane — 0940 — — 1140 — — 1340 — — 1540 — — 1740 — — — — — — — Lanner Post Office — 0944 — — 1144 — — 1344 — — 1544 — — 1744 — — — — — — — Mount Ambrose 0842 — — 1042 — — 1242 — — 1442 — — 1642 — — 1842 — — — — — Scorrier Fox & Hounds 0846 — — 1046 — — 1246 — — 1446 — — 1646 — — 1846 — — — — — Tolgullow 0850 — — 1050 — — 1250 — — 1450 — — 1650 — — 1850 — — — — — Carharrack — 0949 — — 1149 — — 1349 — — 1549 — — 1749 — — — — — — — St Day 0852 0952 — 1052 1152 — 1252 1352 — 1452 1552 — 1652 1752 — 1852 — — — — — Crofthandy 0854 0954 — 1054 1154 — 1254 1354 — 1454 1554 — 1654 1754 — 1854 — — — — — Chacewater Kings Head 0859 0959 — 1059 1159 — 1259 1359 — 1459 1559 — 1659 1759 — 1859 — — — — — Threemilestone Post Office 0905 1005 — 1105 1205 — 1305 1405 — 1505 1605 — 1705 1805 — 1905 — — 2108 2208 2318 RCH Layby Main Road 0908 1008 — 1108 1208 — 1308 1408 — 1508 1608 — 1708 1808 — 1908 — — 2115* 2215* 2325* TRURO Rail Station 0915 1015 — 1115 1215 — 1315 1415 — 1515 1615 — 1715 1815 — 1915 — — 2123 2223 2333 TRURO Bus Station 0921 1021 — 1121 1221 — 1321 1421 — 1521 1621 — 1721 1821 — 1921 — — 2127 2227 2337

St Ives - Trurovia Camborne, Redruth, Lanner, Threemilestone and RCH

Penzance - Trurovia Camborne, Redruth, Lanner, Threemilestone and RCH

14B18B

CodesA - This journey operates via Malabar

- This journey stops at, or passes close to a railway station * - Time at RCH Main Entrance, serves Layby next

For other Sunday services between Truro and Threemilestone please see service 88B timetable

Sundays and Public Holidays from 3 January 2010


Easy Access

Service Number 14B 18B 18B 14B 18B 18B 14B 18B 18B 14B 18B 18B 14B 18B 18B 14B 18B 18B 88B 88B 88B Codes A A A TRURO Bus Station — 0945 — 1045 1145 — 1245 1345 — 1445 1545 — 1645 1745 — 1845 1945 — 2050 2150 2300 TRURO Rail Station — 0951 — 1051 1151 — 1251 1351 — 1451 1551 — 1651 1751 — 1851 1951 — 2054 2154 2304 opp RCH Layby Main Road — 0957 — 1057 1157 — 1257 1357 — 1457 1557 — 1657 1757 — 1857 1957 — 2100 2200 2310 Threemilestone Post Office — 1000 — 1100 1200 — 1300 1400 — 1500 1600 — 1700 1800 — 1900 2000 — 2105 2205 2315 Chacewater Kings Head — 1006 — 1106 1206 — 1306 1406 — 1506 1606 — 1706 1806 — 1906 2006 — — — — Crofthandy — 1011 — 1111 1211 — 1311 1411 — 1511 1611 — 1711 1811 — 1911 2011 — — — — St Day — 1013 — 1113 1213 — 1313 1413 — 1513 1613 — 1713 1813 — 1913 2013 — — — — Tolgullow — 1015 — — 1215 — — 1415 — — 1615 — — 1815 — — 2015 — — — — Scorrier Fox & Hounds — 1019 — — 1219 — — 1419 — — 1619 — — 1819 — — 2019 — — — — Mount Ambrose — 1023 — — 1223 — — 1423 — — 1623 — — 1823 — — 2023 — — — — Carharrack — — — 1116 — — 1316 — — 1516 — — 1716 — — 1916 — — — — — Lanner Post Office — — — 1121 — — 1321 — — 1521 — — 1721 — — 1921 — — — — — Sandy Lane — — — 1125 — — 1325 — — 1525 — — 1725 — — 1925 — — — — — REDRUTH Station arr — 1028 — 1128 1228 — 1323 1428 — 1528 1628 — 1728 1828 — 1928 2028 — — — — REDRUTH Station dep — 1029 — 1129 1229 — 1329 1429 — 1529 1629 — 1729 1829 — 1929 2029 — — — — Pool Cornwall College — 1037 — 1137 1237 — 1337 1437 — 1537 1637 — 1737 1837 — 1937 2037 — — — — Tuckingmill — 1039 — 1139 1239 — 1339 1439 — 1539 1639 — 1739 1839 — 1939 2039 — — — — CAMBORNE Bus Station arr — 1044 — 1144 1244 — 1344 1444 — 1544 1644 — 1744 1844 — 1944 2044 — — — — CAMBORNE Bus Station dep 0950 — 1050 1150 — 1250 1350 — 1450 1550 — 1650 1750 — 1850 — — 2050 — — — Connor Downs 0958 — 1058 1158 — 1258 1358 — 1458 1558 — 1658 1758 — 1858 — — 2058 — — — Copperhouse Post Office 1007 — 1107 1207 — 1307 1407 — 1507 1607 — 1707 1807 — 1907 — — 2107 — — — Hayle Foundry Square 1009 — 1109 1209 — 1309 1409 — 1509 1609 — 1709 1809 — 1909 — — 2109 — — — Lelant Post Office 1012 — — 1212 — — 1412 — — 1612 — — 1812 — — — — — — — — Carbis Bay Longstone Cross 1015 — — 1215 — — 1415 — — 1615 — — 1815 — — — — — — — — ST IVES Malakoff 1021 — — 1221 — — 1421 — — 1621 — — 1821 — — — — — — — — Hayle St Michaels Hospital — — 1111 — — 1311 — — 1511 — — 1711 — — 1911 — — 2111 — — — St Erth Village Bridge — — 1116 — — 1316 — — 1516 — — 1716 — — 1916 — — 2116 — — — St Erth Station — — 1119 — — 1319 — — 1519 — — 1719 — — 1919 — — 2119 — — — Crowlas Star Inn — — 1123 — — 1323 — — 1523 — — 1723 — — 1923 — — 2123 — — — Long Rock Mexico Inn — — 1128 — — 1328 — — 1528 — — 1728 — — 1928 — — 2128 — — — PENZANCE Bus Station — — 1133 — — 1333 — — 1533 — — 1733 — — 1933 — — 2133 — — —

Truro - St Ivesvia RCH, Threemilestone, Lanner, Redruth and Camborne

Truro - Penzancevia RCH, Threemilestone, Lanner, Redruth and Camborne

14B18BSundays and Public Holidays from 3 January 2010

Easy Access

CodesA - This journey operates via Malabar


For other Sunday services between Truro and Threemilestone please see service 88B timetable


Penzance Bus StationPenzance GreenmarketPenzance Alexandra Inn

Mounts Bay SchoolNewlyn CoombeNewlyn Bridge

Gwavas CrossroadsSheffield

Lamorna TurnSt Buryan

Crows-an-WraSennen Cove

Sennen First & LastSea View Holiday Park

TreenPorthcurnoLands End

SSDD SSSSHH SSDD SSSSHH0840 1240 1505 1525 17400843 1243 1508 1528 17430847 1247 --- 1532 1747--- --- 1520 --- ------ --- 1527 --- ---

0849 1249 1534 1534 17490852 1252 1537 1537 17520855 1255 1540 1540 17550859 1259 1544 1544 1759

0656 0706 0906 1306 1551 1551 1806--- --- --- 1313 --- --- r--- --- --- 1322 --- --- r--- --- --- 1327 --- ------ --- --- 1328 --- ---

0703 0713 0913 --- 1558 15580709 0719 0919 --- 1604 16040724 0734 0934 1334 1619 1619

Lands EndPorthcurno

TreenSea View Holiday Park

Sennen First & LastSennen CoveCrows-an-Wra

St BuryanLamorna Turn

SheffieldGwavas Crossroads

Newlyn BridgeNewlyn Coombe

Mounts Bay SchoolPenzance Alexandra InnPenzance Town Centre

Penzance Bus Station

SSDD SSSSHH0725 0735 0935 1335 1620--- --- --- 1350 ------ --- --- 1356 ---

0729 0739 0939 --- 16240730 0740 0940 --- 16250737 0747 0947 --- 16320746 0756 0956 --- 16410753 0803 1003 1403 16480800 0810 1010 1410 16550804 0814 1014 1414 16590807 0817 1017 1417 17020810 0820 1020 1420 17050817 --- --- --- ---0824 --- --- --- ------ 0822 1022 1422 1707

0830 0825 1025 1425 17100835 0830 1030 1430 1715

Penzance St Buryan Lands End & backnormally double deck buses offering great views - for other buses between Penzance and Lands End, see times for the 504

Monday to Saturday buses (sorry, no Sunday buses on the 501)

� �

need more information? click on wweesstteerrnnggrreeyyhhoouunndd..ccoomm

or give us a call on 0011663377 887711 887711

the

501

rr this bus stops here to drop off only, on request to the driverSSDD this bus runs on Schooldays onlySSSSHH this bus runs every Saturday, and on Mondays to Fridays during school holidays only

nnoottee

ss

Gwithian VillageAtlantic Holiday Park

St Ives Bay Holiday ParkLoggans Estate

Hayle LidlLoggans Fish ShopDracaena Crescent

Prospect PlaceHayle Towans

Copperhouse Post OfficeHayle Foundry Square

Penpol AvenueQueensway Health Centre

Trevithick CrescentHayle Comprehensive School

St Michaels HospitalSt Erth Village Post Office

St Erth StationGwallon

Wheal RodneyMarazion Surgery

Marazion TrevennaMarazion Square

Long RockPenzance outside Tesco

Penzance Bus Station

0820 1105 15300821 1106 15310823 1108 15330824 1109 15340825 0840 1110 1140 1535--- 0841 1111 1141 ------ 0842 1112 1142 ------ 0843 1113 1143 ------ 0849 --- 1149 ---

0827 0855 1115 1155 15450830 0859 1119 1159 1549--- 0902 1122 1202 ------ 0905 1125 1205 ------ 0907 1127 1207 ---

0832 0908 1128 1208 ---0910 1210 15500915 1215 15550918 1218 15580926 1226 16060927 1227 16070928 1228 16080929 1229 16090932 1232 16120936 1236 16160939 1239 16190942 1242 1622

the

515

rr this bus stops here to drop off only, on request to the driver

Penzance Bus Station Stand APenzance outside Tesco

Long RockMarazion SquareMarazion TrevennaMarazion Surgery

Wheal RodneyGwallon

St Erth StationSt Erth Village Post Office

St Michaels HospitalPenpol Avenue

Queensway Health CentreTrevithick Crescent

Hayle Comprehensive SchoolHayle Viaduct

Copperhouse Post OfficeHayle TowansProspect Place

Dracaena CrescentLoggans Fish Shop

Hayle LidlLoggans Estate

St Ives Bay Holiday ParkAtlantic Holiday Park

Gwithian Village

1000 1430 16301003 1433 16331006 1436 16361010 1440 16401011 1441 16411013 1443 16431014 1444 16441015 1445 16451023 1453 16531026 1456 16561031 1501 17011033 1123 1503 17031036 1126 1506 1706

0833 1038 1128 1508 1708--- 1039 1129 1509 1709

0836 1041 1131 1511 17110838 1045 1135 1515 1715--- 1049 --- --- ------ 1056 1136 1516 1716--- 1057 1137 1517 1717--- 1059 1139 1519 1719

0840 1100 1140 1520 17201101 1521 r1102 1522 r1104 1524 r1105 1525 r

Gwithian Hayle St Erth Marazion Penzance & back

Monday to Saturday buses (sorry, no Sunday buses on the 515)

� ��

nnoottee

ss need more information? click on wweesstteerrnnggrreeyyhhoouunndd..ccoomm

or give us a call on 0011663377 887711 887711


APPENDIX F

APPENDIX F

Train Service Timetable

Bold Denotes a through serviceLight Denotes a connecting servicePink Operates on certain days onlyGW Service operated by First Great Westernz This station has short platforms and cannot

accommodate the full length of some trains.Please listen for announcements regardingwhich section of the train to alight from

t Minimum connection time where different fromthe standard 5 minutes

T Interchange with the London Undergrounda Arrival timec Previous night. Connection departs on

Monday to Friday nights onlyd Departure timee Previous night. Connection departs Sunday

nights only. Change at St Erthf 4 minutes later on Tuesdays to Fridays from

16 Novemberg 2 minutes later from 5 July until 3 Septemberh Until 2 July and from 6 September change at

Plymouth and St Erth. From 5 July until 3 September change at Par and St Erth

j Until 2 July depart 1239. From 5 July changeat Par and St Erth

k 6 minutes later from 5 July until 3 Septemberm 3 minutes later from 5 July until 3 Septembern Applies until 2 July and from 6 Septemberp Previous nightq Applies from 5 July until 3 Septemberr 3 minutes later until 2 July and from

6 Septembert Change at Plymouth and St Erthv 3 minutes earlier on Mondaysx Service stops on request. Passengers wishing

to alight must inform the conductor.Passengers wishing to board must give anappropriate hand signal to the driver

y 9 minutes earlier until 2 July and from 6 September

aa 7 minutes earlier until 2 July and from 6 September

ab 5 minutes earlier until 2 July and from 6 September

ac Until 2 July and from 6 September change atSt Erth and Plymouth

ad 6 minutes earlier until 2 July and from 6 September

af 4 minutes earlier until 2 July and from 6 September

ag Change at St Erth and Plymouth until 2 Julyand from 6 September. Change at St Erth andPar from 5 July until 3 September

ah Change at St Erth and Exeter St Davids onMondays to Thursdays. Change at St Erth andTaunton on Fridays

aj 3 minutes earlier until 2 July and from 6 September

ak 5 minutes earlier from 5 July until 3 Septemberbj Arrives 2342 on Fridaysce Change at St Erthsp Change at St Erth and Plymouth

OperatorNotesFacilitiesLondon Paddington T tdPlymouth dTruro zdPenzance dSt Erth zdLelant Saltings dLelant dCarbis Bay dSt Ives a

GW

•

•

•

06370645

•

0648x06530659

GW

•

•

•

06480714

•

0717x07220727

GW

2345c0550070907380801

•

0804x08090814

GW

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GW

•

•

•

•

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•

09470952

GW

•

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•

•

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GW

•

•

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•

10501055

GW

•

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•

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1124

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•

•

•

•

11411144

•

11501155

GW

•

•

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114112111214

•

•

1224

GW

•

10421201

•

12411244

•

12501255

GW

073011201232125413111314

•

•

1324

GW

•

•

•

•

13411344

•

13501355

GW

•

•

•

•

14111414

•

•

1424

GW

0906h1228j1356k140014411444

•

14501455

GW

1006131214241449m15111514

•

•

1524

GW

•

•

•

•

15411544

•

15501555

GW

•

•

•

•

16111614

•

•

1624

GW

•

•

•

16001641

•

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GW

120615121624164417111714

•

•

1724

GW

•

•

•

•

1741•

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GW

•

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•

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GW

1306q1631q1747q

•

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GW

•

•

•

•

19111914

•

•

1925

PENZANCE AND ST ERTH TO ST IVES – THE ST IVES BAY LINE

MONDAYS TO FR

IDAYS

SATURDAYS UNTIL 4 S

EPTEMBER


GW

1406175519091913r1941

•

1944x19491958

GW

•

•

•

•

20112014

•

•

2024

GW

15061843195820162041

•

2044x20492055

GW

160619502100

•

213621392141x21462150


GW

•

•

•

06370645

•

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GW

•

•

•

06500714

•

0717x07220727

GW

2345p0550070907180801

•

0804x08090814

GW

•

•

•

0857090509090911x09160920

GW

•

•

•

•

09380941

•

09470952

GW

•

08160936095510111014

•

•

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GW

•

•

•

•

10411044

•

10501055

GW

•

•

•

105911111114

•

•

1124

GW

•

09241039

•

11411144

•

11501155

GW

•

•

•

115812111214

•

•

1224

GW

•

10331155

•

12411244

•

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GW

073011231234130013111314

•

•

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GW

•

•

•

•

13411344

•

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GW

•

•

•

•

14111414

•

•

1424

GW

090612301340140014411444

•

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GW

100613161428144915111514

•

•

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GW

•

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•

15411544

•

15501555

GW

•

•

•

155116111614

•

•

1624

GW

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GW

120615121625164517111714

•

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GW

•

•

•

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GW

1306ce1628ce1737ce1850185819021904x19091913

GW

1406175219161906195019531955x20002004

GW

1506t18542007

•

204820512053x20582102


GW

1606192820412132214621472149x21542200

GENERAL INFORMATION

This timetable shows the full service betweenPenzance and St Erth to St Ives –The St Ives Bay Line.

Engineering work may affect the services in thistimetable, particularly at weekends. Please checkbefore travelling by visitingwww.firstgreatwestern.co.uk or by telephoningNational Rail Enquiries on 08457 48 49 50 (24 hours,calls may be recorded).

On Bank Holidays we normally operate an amendedservice, full details of which will be made available atstations and on our website.

For further information about travelling with us pleasepick up a copy of Travelling with First GreatWestern, available at all staffed stations.

Information correct at time of going to press (March2010). For the most up-to-date timetable informationplease create a bespoke timetable atwww.firstgreatwestern.co.uk/printtimetable or callNational Rail Enquiries on 08457 48 49 50 (24 hours,calls may be recorded).

The Devon and Cornwall Rail Partnership The Devon and Cornwall Rail Partnership worksto promote travel on rural branch lines in Devonand Cornwall and seeks improvements toservices and facilities across the region. Pleasevisit www.carfreedaysout.com or call 01752 233 094 for further information.

NOTES AND SYMBOLS

THE ST IVES BAY LIN

E

SATURDAYS FR

OM 11 S

EPTEMBER


GW

•

•

•

06370645

•

0648x06530659

GW

•

•

064106500714

•

0717x07220727

GW

2345p0550070907350801

•

0804x08090814

GW

•

0628ce0739ce0857090509090911x09160920

GW

•

•

•

•

09380941

•

09470952

GW

•

08160936094310111014

•

•

1024

GW

•

•

•

100010411044

•

10501055

GW

•

•

•

105911111114

•

•

1124

GW

•

09201041

•

11411144

•

11501155

GW

•

09511111114912111214

•

•

1224

GW

•

10331155

•

12411244

•

12501255

GW

073011241236130013111314

•

•

1324

GW

•

•

•

•

13411344

•

13501355

GW

•

•

•

•

14111414

•

•

1424

GW

0906t12301354140014411444

•

14501455

GW

100613131426144915111514

•

•

1524

GW

•

•

•

•

15411544

•

15501555

GW

•

13581524155116111614

•

•

1624

GW

•

•

•

•

164116441646x16511655

GW

120615111624164317111714

•

17211726

GW

•

160317241739175918021804x18091813

GW

1306ce1628ce1737ce1850185819021904x19091913

GW

1406175219161906195019531955x20002004

GW

150619002013

•

204820512053x20582102


GW

•

190720252132214621472149x21542200


GW

•

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0845085308570859x09040909

GW

•

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09270931

•

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0941

GW

•

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093010001004

•

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1014

GW

•

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094710301033

•

10391044

GW

•

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11111114

•

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1124

GW

•

09151040105911411144

•

11501155

GW

•

•

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114012111214

•

•

1224

GW

•

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•

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GW

•

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•

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1324

GW

•

•

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•

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•

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GW

080012151331135014111414

•

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SUNDAYS UNTIL 5 S

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Celebrating 175 years

First Great W

estern is pleased to help celeb

rate 175 years of railway

develop

ment and p

rogress, build

ing on the vision of the original G

reat Western R

ailway com

pany.

For more inform

ation

First G

reat Western C

usto

mer S

ervicesFor tickets, inform

ation, real-time up

dates and offers visit

ww

w.firstg

reatwestern

.co.u

k or call us on 08

457 00

0 125W

e are open 070

0 – 2200 d

aily

Natio

nal R

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qu

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ww

.natio

nalrail.co

.uk

08

457 48 49 50For train tim

es and fares D

aily, 24 hours, calls may b

e recorded

Pa

sseng

er Fo

cus

ww

w.p

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gerfo

cus.o

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vice on issues that affect your journey call 0

30

0 123 2350

365523/02

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SUNDAYS UNTIL 5 S

EPT

SUNDAYS FR

OM 12 S

EPT

Train Times

6 September 2010to 11 December 2010

Plymouth to Penzance

Penzance

St. Erth

Helston &

Falmouth

Looe

Truro

St Austell

Par

Liskeard

Bodmin Parkway

St. Ives

Redruth

& Eden Project

Newquay

& Wadebridge

& Padstow

Gunnislake

Plymouth

This timetable shows the full service from Plymouth to Penzancewith connections from London, Birmingham, Bristol and Exeter andto and from all Cornish branch lines.

A summary of services on the Cornish branch lines can be foundon pages 34 and 36.

There are 40 timetables covering all of our routes. Please see posters at stations or visitwww.firstgreatwestern.co.uk/whichtimetable

Engineering work may affect the services in this timetable,particularly at weekends. Please check before travelling by visitingwww.firstgreatwestern.co.uk or by telephoning National Rail Enquiries on 08457 48 49 50 (24 hours, calls may be recorded).

On Bank Holidays we normally operate an amended service, full details of which will be made available at stations and on our website.

For further information about travelling with us please pick up acopy of Travelling with First Great Western from your neareststaffed station.

Information correct at time of going to press (March 2010). For themost up-to-date timetable information please create a bespoketimetable at www.firstgreatwestern.co.uk/printtimetable orcall National Rail Enquiries on 08457 48 49 50 (24 hours, calls maybe recorded).

The Devon and Cornwall Rail Partnership The Devon and Cornwall Rail Partnership works to promote travelon rural branch lines in Devon and Cornwall and seeksimprovements to services and facilities across the region. Pleasevisit www.carfreedaysout.com or call 01752 233 094 for furtherinformation.

General Information

The information in this timetable was as accurate aspossible when printed.

Front cover map for illustrative purposes only.

OperatorNotesFacilitiesLondon Paddington T tdReading 7dBirmingham New Street wdBristol Temple Meads 0dTaunton dExeter St Davids 6dNewton Abbot dTotnes zdIvybridge zdPlymouth dDevonport zdDockyard dKeyham dGunnislake aSt Budeaux Ferry Road dSaltash zdSt Germans zdMenheniot zdLiskeard z 6dLooe aBodmin Parkway zdWadebridge Bus Station & aPadstow Old Railway Station & aLostwithiel zdPar zdNewquay aSt Austell zdThe Eden Project & aTruro zdPenryn aFalmouth Docks aRedruth zdHelston, Coinagehall Street & aCamborne zdHayle zdSt Erth zdSt Ives aPenzance a

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PLYMOUTH TO PENZANCEMONDAYS TO FRIDAYS

3

For standard notes and symbols see inside back cover

a Arrival timed Departure timep Previous nightu Stops to pick up onlyx Service stops on request. Passengers

wishing to alight must inform theconductor. Passengers wishing to boardmust give an appropriate hand signal tothe driver

MO Service operates Mondays onlyMX Service operates Tuesdays to Fridays onlyNR The Night Riviera


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4


a Arrival timec On Tuesdays to Fridays from 16 November

this train starts at Weston-super-Mare. Aconnecting service is available from Bristol Temple Meads departing at 0436

d Departure timee Change at Bristol Temple Meads and

Exeter St Davidsx Service stops on request. Passengers


MV The Merchant Venturer


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a Arrival timed Departure timeu Stops to pick up onlyx Service stops on request. Passengers


CR The Cornish RivieraRD The Royal Duchy


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a Arrival timed Departure timeu Stops to pick up onlyGH The Golden Hind


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a Arrival timed Departure timef Fridays only. On Mondays to Thursdays

passengers should change at Plymouthg Stops to pick up only. Fridays only. On

Mondays to Thursdays passengers shouldchange at Plymouth

h Change at Taunton and Plymouth onMondays to Thursdays and Taunton onlyon Fridays

x Service stops on request. Passengerswishing to alight must inform theconductor. Passengers wishing to boardmust give an appropriate hand signal tothe driver

SATURDAYS PLYMOUTH TO PENZANCE

9



a Arrival timed Departure timej From 20 November this train starts at

Weston-super-Mare at 0549. A connectingservice is available from Bristol Temple Meads departing at 0440

p Previous nightx Service stops on request. Passengers


NR The Night Riviera

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SUNDAYS PLYMOUTH TO PENZANCE

14





A Runs until 19 SeptemberB Runs from 26 September

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a Arrival timed Departure timem Runs until 17 Octobern Departs 1 hour later until 17 Octoberx Service stops on request. Passengers




16



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17



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a Arrival timed Departure time

OperatorNotesFacilitiesPenzance dSt Ives dSt Erth zdHayle zdCamborne zdHelston, Coinagehall Street &dRedruth zdFalmouth Docks dPenryn dTruro zdThe Eden Project &dSt Austell zdNewquay dPar zdLostwithiel zdPadstow Old Railway Station &dWadebridge Bus Station &dBodmin Parkway zdLooe dLiskeard z 6dMenheniot zdSt Germans zdSaltash zdSt Budeaux Ferry Road dGunnislake dKeyham dDockyard dDevonport zdPlymouth aIvybridge z aTotnes z aNewton Abbot aExeter St Davids 6 aTaunton aBristol Temple Meads 0 aBirmingham New Street w aReading 7 aLondon Paddington T t a

PENZANCE TO PLYMOUTH MONDAYS TO FRIDAYS

18




GH The Golden Hind

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a Arrival timed Departure timeq On Mondays to Thursdays passengers

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to Thursdays. Change at Taunton onFridays

x Service stops on request. Passengerswishing to alight must inform theconductor. Passengers wishing to boardmust give an appropriate hand signal tothe driver

RD The Royal Duchy


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SATURDAYS PENZANCE TO PLYMOUTH

23



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a Arrival timed Departure timet Arrives 1 hour earlier until 17 Octoberx Service stops on request. Passengers


A Runs until 19 SeptemberB Runs from 26 SeptemberD Runs from 24 October


29



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a Arrival timed Departure times Stops to set down onlyx Service stops on request. Passengers



CORNISH BRANCH LINE SERVICES

32

PLYMOUTH TO GUNNISLAKE – THE TAMAR VALLEY LINE

GUNNISLAKE TO PLYMOUTH

LISKEARD TO LOOE – THE LOOE VALLEY LINE

approximate journey time 45 minutes


See Timetable 36 for the full service on this route



* This train was not confirmed at time of going to press.Customers are advised to check before travelling.

Mondays to FridaysSaturdaysSundays until 19 SeptSundays from 26 Sept

Mondays to FridaysSaturdaysSundays until 19 SeptSundays from 26 Sept

LOOE TO LISKEARD

PAR TO NEWQUAY – THE ATLANTIC COAST LINEapproximate journey time 52 minutes

Mondays to FridaysSaturdays






NEWQUAY TO PAR

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No Sunday services between September and May





33

TRURO TO FALMOUTH DOCKS – THE MARITIME LINE approximate journey time 25 minutes

Mondays to FridaysSaturdaysSundays




FALMOUTH DOCKS TO TRURO






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34



ST ERTH TO ST IVES – THE ST IVES BAY LINE





ST IVES TO ST ERTH





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NOTES

35

Bold Denotes a through serviceLight Denotes a connecting servicePink Operates on certain days onlyGW Service operated by First Great WesternXC Service operated by CrossCountry. Bicycle reservations compulsory$ Seat reservations recommended© Service operated by Voyager train; Service operated by High Speed Train. Unless otherwise indicated, bicycle

reservations are recommendedt Bicycle reservations compulsory1 First Class accommodation available] Seat reservations available@ Train conveys Sleeping Cars with Standard Class berths only. Advance

reservation is essential+ An Express Café is available for all or part of journey, serving a wide range of

hot and cold snacks and beverages+ A Travelling Chef is available providing freshly cooked light meals and snacks,

served at-seat in First Class, or available from the Express Café.| An at-seat catering service is provided for all or part of journey+ A restaurant for First Class ticket holders (also Standard Class ticket holders

if accommodation is available) and an Express Café service is available for allor part of journey serving a wide range of hot and cold snacks and beverages

T Interchange with the London Undergroundt Minimum connection time where different from the standard 5 minutesz This station has short platforms and cannot accommodate the full length of

some trains. Please listen for announcements regarding which section of thetrain to alight from

& Bus service. We are not able to convey heavy luggage, prams, bicycles ordogs (except guide dogs) on bus services

a Arrival timed Departure timee Change at Bristol Temple Meads and Exeter St Davidsp Previous nights Stops to set down onlyu Stops to pick up onlyx Service stops on request. Passengers wishing to alight must inform the

conductor. Passengers wishing to board must give an appropriate handsignal to the driver

MO Service operates Mondays onlyMX Service operates Tuesdays to Fridays only

Named trainsCR The Cornish RivieraGH The Golden HindMV The Merchant VenturerNR The Night RivieraRD The Royal Duchy

Monday to Friday always runs

OutwardGW GW GW GW GW GW GW GW GW GW GW GW

1 2 2 1 3 2 1 1 3 4 5

Hayle dep. 14:22 14:23 14:55 15:37 15:37 16:55 17:50 17:50 19:16 19:18 19:19 19:20

Penzance arr. 14:39 14:39 15:12 15:52 15:54 17:12 18:06 18:07 19:34 19:35 19:35 19:37

Duration 0:17 0:16 0:17 0:15 0:17 0:17 0:16 0:17 0:18 0:17 0:16 0:17

Changes 0 0 0 0 0 0 0 0 0 0 0 0

Seating Class

Catering

Your personal journey from Hayle to PenzanceValid from Friday 8 October 2010 to Friday 31 December 2010

Dated 8 October 2010 at 14:09 The information printed here is only valid at date and time of printing.Routes, Availability and Fares are subject to these provisions. 1

http://www.nationalrail.co.uk

Key1 Runs until 10/12/2010

2 Starts running on 13/12/2010

3 Runs on 13/12/2010-24/12/2010, 31/12/2010

4 Runs between 28/12/2010 and 30/12/2010

5 Only runs on 27/12/2010

Notes and symbols.

Slow train.

Change train.

By request only stops.

Scheduled bus service.

Replacement bus service.

Walk.

Underground.

Tram.

Ferry.

Seating Class.

Standard Class only.

First Class available.

Sleeper Class.

Sleeper service.

Standard Class only.

First Class available.

First Class only.

Catering Code.

Buffet.

Hot food available.

Trolley service.

Restaurant.

Restaurant for First Class passengers.

Meal included for First Class passengers.

Wheelchair only reservations.

Train Operating Companies

GW First Great Western.

ALERT ME - SMS Text Alerts

Be aware of any changes to your selected journeys by SMS Text Alert.

You can choose to receive an alert for a single journey or frequent alerts for regular journeys.

Click the 'ALERT ME' button on the Timetable Results page of the Journey Planner.

A maximum of 2 alerts will be sent per journey. You will only be charged for the first alert (25p) and a second alert willonly be sent if your train is cancelled.

Call Train Tracker™ on 0871 200 4950

Find out live train times for today and train timetables for the next three months.

TrainTracker™ uses speech recognition and then speaks the information to you.

(Calls to TrainTracker™ cost 10p a minute from a BT landline. Charges from other operators may vary.)

Text departure and time to 8 49 50

Send a text to immediately find out when your next train is due to depart (e.g. send 'dep swindon' to 8 49 50)

(TrainTracker™ texts cost 25p for each successful response, plus usual text costs as charged by your operator)

Your personal journey from Hayle to PenzanceValid from Friday 8 October 2010 to Friday 31 December 2010

Dated 8 October 2010 at 14:09 The information printed here is only valid at date and time of printing.Routes, Availability and Fares are subject to these provisions. 2

http://www.nationalrail.co.uk


APPENDIX G

APPENDIX G

Accident Data and Analysis Tables

0

2

4

6

8

10

12

14

16

18

20

By Severity

Jan Feb March April May June July Aug Sept Oct Nov Dec

0

1

2

3

4

5

6

7

8

9

Month

Inci

dent

s

Jan Feb March April May June July Aug Sept Oct Nov Dec

Time Jan Feb March April May June July Aug Sept Oct Nov Dec00:00:00 2.0001:00:0002:00:0003:00:0004:00:0005:00:0006:00:00 1.0007:00:00 1.00 1.0008:00:00 2.00 1.00 1.0009:00:00 1.00 1.00 1.00 1.0010:00:00 1.00 1.0011:00:0012:00:00 1.00 3.00 1.0013:00:00 3+2+1 1.00 4.0014:00:00 1.0015:00:00 3.00 1.00 1.0016:00:00 1.00 2+1+1 3+2 2.00 2.00 1.0017:00:00 1.0018:00:00 2.00 1.0019:00:00 1.0020:00:00 1.00 2+1 4.0021:00:0022:00:0023:00:00 1.00

Total 8.00 1.00 1.00 1.00 4.00 7.00 18.00 9.00 4.00 2.00 1.00 10.00

Incidents 5.00 1.00 1.00 1.00 2.00 5.00 6.00 7.00 4.00 2.00 1.00 8.00

Slight = 1.00Serious = 2.00Fatal = 3.00

Project: Diagram Title:

Proposed Retail Development, Loggans Moor, Hayle Accidents by severity, month and time of day

Time Period:24 hours and Month of Year

Date: Diagram No.: Figure: Produced by:Aug-10 HBH10093/04 1 TGJ

0.00

2.00

4.00

6.00

8.00

10.00

12.00

14.00

16.00

00:00

:0001

:00:00

02:00

:0003

:00:00

04:00

:0005

:00:00

06:00

:0007

:00:00

08:00

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10:00

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:00:00

12:00

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:00:00

14:00

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:00:00

16:00

:0017

:00:00

18:00

:0019

:00:00

20:00

:0021

:00:00

22:00

:0023

:00:00

Time

Inci

dent

s


APPENDIX H

APPENDIX H Traffic Count Data

Hayle - Manual Traffic Survey, Tuesday 31st March 2009Produced by The Paul Castle Consultancy

Junction: (4) Griggs Hill / A30 / Nut Lane

Approach: Griggs Hill

TIME P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL0800 - 0815 0 0 8 3 0 0 0 11 0 0 34 10 0 0 0 44 0 0 4 4 0 0 1 90815 - 0830 0 0 9 2 0 0 0 11 0 1 38 9 0 0 0 48 0 1 3 3 0 0 0 70830 - 0845 0 0 14 3 0 0 0 17 0 0 37 7 0 0 0 44 0 0 6 3 0 0 0 90845 - 0900 0 0 9 2 0 0 0 11 0 1 45 7 0 0 0 53 0 0 5 2 0 0 0 7

Hourly Total 0 0 40 10 0 0 0 50 0 2 154 33 0 0 0 189 0 1 18 12 0 0 1 320900 - 0915 0 0 18 2 0 0 0 20 0 0 26 10 0 0 0 36 0 0 8 3 0 0 0 110915 - 0930 0 0 17 2 0 0 2 21 0 0 21 6 0 0 0 27 0 0 7 2 0 0 0 90930 - 0945 0 0 17 3 1 1 0 22 0 0 18 8 1 0 0 27 0 0 5 2 1 0 0 80945 - 1000 0 0 21 2 1 0 0 24 0 0 17 7 1 0 0 25 0 0 6 1 0 0 0 7

Hourly Total 0 0 73 9 2 1 2 87 0 0 82 31 2 0 0 115 0 0 26 8 1 0 0 351000 - 1015 0 0 17 4 0 1 0 22 0 0 19 6 0 0 2 27 0 0 4 1 0 0 0 51015 - 1030 0 0 17 4 1 1 0 23 0 0 20 7 1 1 0 29 0 0 4 3 0 0 0 71030 - 1045 0 0 14 3 2 0 0 19 0 0 26 5 1 1 0 33 0 0 5 2 1 0 0 81045 - 1100 0 0 17 4 0 0 0 21 0 0 26 6 0 0 1 33 0 0 7 2 0 0 0 9

Hourly Total 0 0 65 15 3 2 0 85 0 0 91 24 2 2 3 122 0 0 20 8 1 0 0 291100 - 1115 1 0 14 2 0 0 0 17 0 0 30 4 0 0 0 34 0 0 8 2 0 0 0 101115 - 1130 0 0 15 3 0 0 0 18 0 0 25 3 0 0 3 31 0 0 8 2 0 0 0 101130 - 1145 0 0 12 3 1 0 0 16 0 0 23 2 1 0 0 26 0 0 8 2 1 0 0 111145 - 1200 0 0 12 2 0 0 0 14 0 0 20 2 0 0 0 22 0 0 7 2 0 0 0 9

Hourly Total 1 0 53 10 1 0 0 65 0 0 98 11 1 0 3 113 0 0 31 8 1 0 0 40

Session Total 1 0 231 44 6 3 2 287 0 2 425 99 5 2 6 539 0 1 95 36 3 0 1 136

1500 - 1515 0 0 15 4 0 1 1 21 0 0 21 5 0 0 1 27 0 0 8 2 0 0 1 111515 - 1530 0 1 15 4 0 0 0 20 1 1 23 6 0 0 0 31 0 0 9 2 0 0 0 111530 - 1545 0 0 17 3 1 0 0 21 0 0 24 3 1 0 0 28 0 0 9 1 0 0 0 101545 - 1600 0 0 16 5 0 2 0 23 0 0 20 5 0 0 0 25 0 0 7 2 0 0 0 9

Hourly Total 0 1 63 16 1 3 1 85 1 1 88 19 1 0 1 111 0 0 33 7 0 0 1 411600 - 1615 0 0 20 3 0 0 0 23 0 0 21 2 0 0 0 23 0 0 6 1 0 0 0 71615 - 1630 0 0 18 3 1 0 0 22 0 0 18 5 2 0 0 25 0 0 7 2 0 0 2 111630 - 1645 0 0 16 4 1 0 0 21 0 0 22 4 1 0 0 27 0 0 9 2 0 0 0 111645 - 1700 0 2 16 4 0 0 0 22 0 0 24 9 2 0 0 35 0 0 10 0 0 0 0 10

Hourly Total 0 2 70 14 2 0 0 88 0 0 85 20 5 0 0 110 0 0 32 5 0 0 2 391700 - 1715 0 0 15 3 0 0 0 18 0 0 26 5 0 0 0 31 0 0 11 2 0 0 0 131715 - 1730 0 0 14 3 0 0 0 17 0 0 22 4 1 0 0 27 0 0 8 1 1 0 0 101730 - 1745 0 0 13 3 0 0 0 16 0 1 19 3 0 0 0 23 0 0 6 1 0 0 2 91745 - 1800 0 0 15 3 0 0 0 18 0 0 23 4 0 1 0 28 0 0 8 2 0 0 0 10

Hourly Total 0 0 57 12 0 0 0 69 0 1 90 16 1 1 0 109 0 0 33 6 1 0 2 42

Session Total 0 3 190 42 3 3 1 242 1 2 263 55 7 1 1 330 0 0 98 18 1 0 5 122

To A30 (East) To A30 (South) To Nut Lane



Approach: A30 (East)


Hourly Total 0 0 300 118 29 6 0 453 0 0 38 37 6 3 2 86 0 0 28 16 1 4 0 490900 - 0915 0 0 72 27 5 1 0 105 0 0 25 8 0 0 1 34 0 0 20 3 0 2 0 250915 - 0930 0 1 90 36 6 0 0 133 0 0 25 7 0 2 1 35 0 0 17 4 0 0 2 230930 - 0945 0 0 91 39 2 0 1 133 0 0 22 8 2 0 0 32 0 0 16 4 2 0 1 230945 - 1000 0 1 90 32 4 1 1 129 0 0 26 7 1 0 0 34 0 0 18 3 1 0 0 22

Hourly Total 0 2 343 134 17 2 2 500 0 0 98 30 3 2 2 135 0 0 71 14 3 2 3 931000 - 1015 0 0 75 24 1 3 1 104 0 0 23 8 2 0 0 33 0 0 18 4 1 0 0 231015 - 1030 0 0 90 21 4 3 0 118 0 0 22 5 2 0 0 29 0 0 14 3 1 0 0 181030 - 1045 0 0 81 21 2 6 0 110 0 0 15 5 2 0 0 22 0 0 12 2 1 2 0 171045 - 1100 0 0 85 21 7 2 0 115 0 0 17 5 1 0 0 23 0 0 10 3 1 0 0 14

Hourly Total 0 0 331 87 14 14 1 447 0 0 77 23 7 0 0 107 0 0 54 12 4 2 0 721100 - 1115 0 0 77 16 5 0 0 98 0 0 16 7 1 0 0 24 0 0 8 2 1 0 0 111115 - 1130 0 0 85 16 2 0 0 103 0 0 22 9 1 0 0 32 0 0 11 3 0 3 0 171130 - 1145 0 0 95 16 1 2 0 114 0 0 35 9 1 0 0 45 0 0 11 2 3 1 0 171145 - 1200 0 0 96 16 3 2 0 117 0 0 38 12 3 0 0 53 0 0 14 4 0 1 0 19

Hourly Total 0 0 353 64 11 4 0 432 0 0 111 37 6 0 0 154 0 0 44 11 4 5 0 64

Session Total 0 2 1327 403 71 26 3 1832 0 0 324 127 22 5 4 482 0 0 197 53 12 13 3 278

1500 - 1515 0 0 84 19 3 0 0 106 0 0 34 5 5 0 0 44 0 0 16 4 0 2 0 221515 - 1530 0 2 96 21 8 1 0 128 0 0 33 4 3 3 0 43 0 0 15 4 0 0 0 191530 - 1545 0 0 98 18 4 3 0 123 0 0 32 5 1 0 0 38 0 0 15 3 0 0 0 181545 - 1600 0 2 104 16 2 0 0 124 0 0 33 6 2 0 0 41 0 0 17 4 0 0 0 21

Hourly Total 0 4 382 74 17 4 0 481 0 0 132 20 11 3 0 166 0 0 63 15 0 2 0 801600 - 1615 0 1 111 18 3 4 1 138 0 0 31 6 0 1 0 38 0 0 18 3 0 1 0 221615 - 1630 0 0 113 14 2 1 0 130 0 0 36 4 0 0 0 40 0 0 17 3 0 0 0 201630 - 1645 0 0 110 16 4 0 0 130 0 0 42 6 1 0 3 52 0 0 19 3 0 0 0 221645 - 1700 0 1 110 25 5 1 6 148 0 1 44 1 0 0 0 46 0 0 18 2 0 0 1 21

Hourly Total 0 2 444 73 14 6 7 546 0 1 153 17 1 1 3 176 0 0 72 11 0 1 1 851700 - 1715 0 0 104 22 2 0 0 128 0 0 42 4 1 0 0 47 0 0 18 2 0 0 0 201715 - 1730 0 0 95 17 0 1 1 114 0 0 34 5 1 0 2 42 0 0 19 2 0 0 1 221730 - 1745 0 0 94 19 2 0 0 115 0 0 27 4 1 0 0 32 0 0 18 2 0 0 0 201745 - 1800 0 0 107 17 1 0 1 126 0 0 29 4 1 0 0 34 0 0 20 3 0 0 0 23

Hourly Total 0 0 400 75 5 1 2 483 0 0 132 17 4 0 2 155 0 0 75 9 0 0 1 85

Session Total 0 6 1226 222 36 11 9 1510 0 1 417 54 16 4 5 497 0 0 210 35 0 3 2 250

To A30 (South) To Nut Lane To Griggs Hill



Approach: A30 (South)


Hourly Total 0 0 163 67 5 0 16 251 0 0 152 24 2 0 2 180 0 6 361 64 22 10 1 4640900 - 0915 0 0 34 16 0 0 0 50 0 0 25 7 0 0 0 32 0 0 82 15 6 4 0 1070915 - 0930 0 0 31 15 2 0 0 48 0 0 21 5 2 0 4 32 0 0 79 19 4 3 0 1050930 - 0945 0 0 24 12 1 0 0 37 0 0 18 7 2 0 2 29 0 0 86 25 2 5 0 1180945 - 1000 0 0 21 12 2 0 1 36 0 0 13 7 2 0 0 22 0 0 77 24 4 3 2 110

Hourly Total 0 0 110 55 5 0 1 171 0 0 77 26 6 0 6 115 0 0 324 83 16 15 2 4401000 - 1015 0 0 23 9 2 0 1 35 0 0 17 7 1 0 1 26 0 1 85 23 3 4 1 1171015 - 1030 0 0 27 9 1 0 0 37 0 0 16 4 1 0 0 21 0 1 91 20 2 5 0 1191030 - 1045 0 0 30 7 1 0 0 38 0 0 22 3 1 1 0 27 0 0 95 17 2 4 0 1181045 - 1100 0 0 34 7 1 0 0 42 0 0 18 3 1 0 0 22 0 0 86 16 3 4 0 109

Hourly Total 0 0 114 32 5 0 1 152 0 0 73 17 4 1 1 96 0 2 357 76 10 17 1 4631100 - 1115 0 0 43 10 1 0 0 54 0 0 20 3 1 0 1 25 0 0 81 18 3 2 2 1061115 - 1130 0 0 44 12 1 0 0 57 0 0 20 4 1 0 0 25 0 0 79 14 3 2 0 981130 - 1145 1 0 51 13 1 0 0 66 0 0 17 3 1 0 0 21 0 0 82 19 3 1 2 1071145 - 1200 0 0 53 14 5 0 4 76 0 3 20 5 0 0 0 28 0 0 84 23 3 2 0 112

Hourly Total 1 0 191 49 8 0 4 253 0 3 77 15 3 0 1 99 0 0 326 74 12 7 4 423

Session Total 1 0 578 203 23 0 22 827 0 3 379 82 15 1 10 490 0 8 1368 297 60 49 8 1790

1500 - 1515 0 0 51 10 1 0 1 63 0 0 24 6 0 0 0 30 0 0 80 21 5 1 2 1091515 - 1530 0 0 53 8 1 0 2 64 0 0 26 8 0 0 0 34 0 2 79 26 8 0 0 1151530 - 1545 0 0 50 5 1 0 0 56 0 0 20 5 0 0 0 25 0 0 97 25 7 0 2 1311545 - 1600 0 0 39 8 2 0 2 51 0 0 22 6 0 0 1 29 0 0 98 24 7 0 1 130

Hourly Total 0 0 193 31 5 0 5 234 0 0 92 25 0 0 1 118 0 2 354 96 27 1 5 4851600 - 1615 0 0 33 7 1 0 3 44 0 0 20 3 1 0 0 24 0 0 107 30 7 2 4 1501615 - 1630 0 0 42 12 2 1 3 60 0 0 24 6 0 1 0 31 0 0 104 25 3 0 0 1321630 - 1645 0 0 55 11 2 0 1 69 0 1 23 4 0 0 0 28 0 0 99 25 4 2 3 1331645 - 1700 0 1 70 4 0 2 0 77 0 0 27 3 0 0 0 30 0 2 95 42 2 0 0 141

Hourly Total 0 1 200 34 5 3 7 250 0 1 94 16 1 1 0 113 0 2 405 122 16 4 7 5561700 - 1715 0 1 61 12 1 0 1 76 0 0 25 4 0 0 0 29 0 1 103 26 3 0 1 1341715 - 1730 0 0 57 10 1 0 2 70 0 2 30 4 0 0 0 36 0 0 93 22 1 2 1 1191730 - 1745 0 0 50 9 1 1 1 62 1 3 34 6 0 0 0 44 0 0 103 20 1 0 0 1241745 - 1800 0 0 50 11 1 0 1 63 0 0 34 6 0 0 1 41 0 0 107 22 2 2 0 133

Hourly Total 0 1 218 42 4 1 5 271 1 5 123 20 0 0 1 150 0 1 406 90 7 4 2 510

Session Total 0 2 611 107 14 4 17 755 1 6 309 61 1 1 2 381 0 5 1165 308 50 9 14 1551

To Nut Lane To Griggs Hill To A30 (East)



Approach: Nut Lane


Hourly Total 0 0 32 8 0 0 8 48 0 0 78 10 0 3 6 97 0 0 308 37 0 0 2 3470900 - 0915 0 0 11 2 0 0 0 13 0 2 35 3 1 0 0 41 0 0 49 13 0 0 2 640915 - 0930 0 0 8 1 0 0 0 9 0 0 33 4 0 0 0 37 0 0 42 9 0 0 0 510930 - 0945 0 0 6 1 0 0 2 9 0 0 31 3 0 0 0 34 0 0 35 8 0 0 2 450945 - 1000 0 0 5 1 0 0 0 6 0 0 30 2 1 1 0 34 0 0 24 7 1 0 1 33

Hourly Total 0 0 30 5 0 0 2 37 0 2 129 12 2 1 0 146 0 0 150 37 1 0 5 1931000 - 1015 0 0 6 1 0 0 0 7 0 0 30 4 1 0 0 35 0 0 26 9 1 0 2 381015 - 1030 0 0 5 1 0 0 0 6 0 0 28 4 2 0 1 35 0 0 35 7 1 0 0 431030 - 1045 0 0 6 2 0 0 0 8 0 0 26 4 2 0 0 32 0 0 43 9 0 0 0 521045 - 1100 0 1 6 2 0 0 0 9 0 0 23 5 1 0 0 29 0 0 42 7 1 0 0 50

Hourly Total 0 1 23 6 0 0 0 30 0 0 107 17 6 0 1 131 0 0 146 32 3 0 2 1831100 - 1115 0 0 5 1 0 0 0 6 0 0 20 5 0 0 0 25 0 0 51 8 0 0 0 591115 - 1130 0 0 6 1 0 0 0 7 0 0 25 6 1 0 0 32 0 0 44 10 1 0 3 581130 - 1145 0 0 5 1 0 0 0 6 0 0 28 6 0 0 0 34 0 0 46 6 0 0 0 521145 - 1200 0 0 7 2 0 0 0 9 0 0 29 9 2 0 0 40 0 2 47 9 2 0 0 60

Hourly Total 0 0 23 5 0 0 0 28 0 0 102 26 3 0 0 131 0 2 188 33 3 0 3 229

Session Total 0 1 108 24 0 0 10 143 0 2 416 65 11 4 7 505 0 2 792 139 7 0 12 952

1500 - 1515 0 0 8 3 0 0 1 12 0 0 33 5 1 0 1 40 0 2 51 13 1 0 1 681515 - 1530 0 0 9 2 0 0 0 11 0 0 30 5 1 0 2 38 0 1 49 11 0 0 1 621530 - 1545 0 0 8 1 0 0 0 9 0 0 35 9 1 2 0 47 0 0 51 10 1 0 0 621545 - 1600 0 0 9 2 0 0 0 11 0 0 39 7 3 0 1 50 0 0 47 8 1 0 1 57

Hourly Total 0 0 34 8 0 0 1 43 0 0 137 26 6 2 4 175 0 3 198 42 3 0 3 2491600 - 1615 0 0 9 1 0 0 0 10 0 0 44 8 2 0 0 54 0 0 46 11 4 0 0 611615 - 1630 0 0 8 2 0 0 0 10 0 0 40 8 1 0 0 49 0 0 43 11 1 0 2 571630 - 1645 0 0 9 2 0 0 0 11 0 0 38 6 1 0 0 45 0 0 50 10 2 0 0 621645 - 1700 0 0 9 1 0 0 0 10 0 0 33 5 0 0 0 38 0 0 52 18 0 0 0 70

Hourly Total 0 0 35 6 0 0 0 41 0 0 155 27 4 0 0 186 0 0 191 50 7 0 2 2501700 - 1715 0 0 11 2 0 0 0 13 0 0 36 8 1 0 0 45 0 0 48 11 0 0 0 591715 - 1730 0 0 7 2 0 0 0 9 0 0 32 8 0 0 1 41 0 1 49 15 2 0 0 671730 - 1745 0 0 6 2 0 0 0 8 0 0 25 10 0 0 0 35 0 0 41 12 0 0 0 531745 - 1800 0 0 8 3 0 0 1 12 0 0 27 7 0 0 0 34 0 0 42 14 1 1 1 59

Hourly Total 0 0 32 9 0 0 1 42 0 0 120 33 1 0 1 155 0 1 180 52 3 1 1 238

Session Total 0 0 101 23 0 0 2 126 0 0 412 86 11 2 5 516 0 4 569 144 13 1 6 737

To Griggs Hill To A30 (East) To A30 (South)

Hayle - Manual Traffic Survey, Tuesday 31st March 200913 J3 MarcJ3 J3 RugbJ3 J3 N/A 7 2 ## FALSE FALSE FALSE FALSE

Produced by The Paul Castle Consultancy

Junction: (3) March Lane / Rugby Club / Retail Park

Vehicle Class:

Start Time:

End Time:

660 31 287

483 NORTH

15 266

1 41

1

0 18 1

Note: The above diagram represents the Junction surveyed, although may not be the exactlayout of the actual location.

Important This spreadsheet & Interactive Vehicle Flow Diagram was produced based on specificNote: parameters. Consequently, alteration to the spreadsheet format or it's properties

may result in malfunction.

The PCC Interactive Vehicle Flow Diagram system is produced and owned by THE PAUL CASTLE CONSULTANCY LTDand is Copyright (C) 1999 - 2007 The Paul Castle Consultancy Ltd. Any reproduction in whole or in part is strictly prohibited.For any information regarding PCC Interactive Vehicle Flow Diagram, please contact THE PAUL CASTLE CONSULTANCY LTD.

March Lane (East)Retail Park

March Lane

(North)

Rug

by C

lub

ALL CLASSES

1) 0800

1) 1200

Peak Hour



Approach: March Lane (North)

TIME P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL0800 - 0815 0 1 15 9 0 0 0 25 0 0 4 1 0 0 0 5 0 5 4 0 0 0 0 9 00815 - 0830 0 0 19 9 1 0 0 29 0 0 3 1 0 0 0 4 0 0 9 0 0 0 0 9 00830 - 0845 0 0 24 7 0 0 0 31 0 0 2 2 0 0 0 4 0 0 6 1 0 0 0 7 10845 - 0900 0 0 17 4 0 0 0 21 0 0 2 1 0 0 0 3 0 0 17 1 0 0 0 18 0

Hourly Total 0 1 75 29 1 0 0 106 0 0 11 5 0 0 0 16 0 5 36 2 0 0 0 43 10900 - 0915 0 0 12 2 0 0 0 14 0 0 1 0 0 0 0 1 0 0 44 1 0 0 0 45 00915 - 0930 0 0 11 2 0 0 0 13 0 0 0 0 0 0 0 0 0 0 41 2 0 0 0 43 10930 - 0945 0 0 9 4 0 0 0 13 0 0 1 1 0 0 0 2 0 0 37 5 1 0 0 43 00945 - 1000 0 0 11 2 0 0 0 13 0 0 1 0 0 0 0 1 0 0 45 2 0 0 0 47 2

Hourly Total 0 0 43 10 0 0 0 53 0 0 3 1 0 0 0 4 0 0 167 10 1 0 0 178 31000 - 1015 0 0 12 3 1 0 0 16 0 0 2 0 0 0 0 2 0 0 32 1 0 0 0 33 11015 - 1030 0 0 14 4 0 0 0 18 0 0 1 0 0 0 0 1 0 0 48 2 0 0 0 50 01030 - 1045 0 0 11 8 0 0 0 19 0 0 2 0 0 0 0 2 0 0 56 1 0 0 0 57 01045 - 1100 0 0 12 4 1 0 0 17 0 0 2 0 0 0 0 2 0 0 58 1 0 0 0 59 0

Hourly Total 0 0 49 19 2 0 0 70 0 0 7 0 0 0 0 7 0 0 194 5 0 0 0 199 11100 - 1115 0 0 10 5 0 0 0 15 0 0 0 0 0 0 0 0 0 0 54 4 0 0 0 58 01115 - 1130 0 0 10 3 0 0 0 13 0 0 1 0 0 0 0 1 0 0 60 4 0 0 0 64 11130 - 1145 0 0 11 2 0 0 0 13 0 0 1 0 0 0 0 1 0 0 57 5 0 0 0 62 01145 - 1200 0 0 14 3 0 0 0 17 0 0 2 0 0 0 0 2 0 0 50 6 0 0 0 56 0

Hourly Total 0 0 45 13 0 0 0 58 0 0 4 0 0 0 0 4 0 0 221 19 0 0 0 240 1

Session Total 0 1 212 71 3 0 0 287 0 0 25 6 0 0 0 31 0 5 618 36 1 0 0 660 6

1500 - 1515 0 0 19 4 0 0 0 23 0 0 0 0 0 0 0 0 0 0 43 3 0 0 0 46 11515 - 1530 0 0 17 7 0 0 0 24 0 0 1 0 0 0 0 1 0 0 51 4 0 0 0 55 01530 - 1545 0 0 20 5 0 0 0 25 0 0 0 0 0 0 0 0 0 0 54 3 0 0 0 57 11545 - 1600 0 0 17 4 1 0 0 22 0 0 0 0 0 0 0 0 0 0 45 1 0 0 0 46 0

Hourly Total 0 0 73 20 1 0 0 94 0 0 1 0 0 0 0 1 0 0 193 11 0 0 0 204 21600 - 1615 0 0 19 4 0 0 0 23 0 0 1 0 0 0 0 1 0 0 48 2 0 0 0 50 11615 - 1630 0 0 20 3 0 0 0 23 0 0 0 0 0 0 0 0 0 0 56 2 0 0 0 58 01630 - 1645 0 0 14 3 0 0 0 17 0 0 1 0 0 0 0 1 0 0 48 2 0 0 0 50 01645 - 1700 0 0 11 1 1 0 0 13 0 0 1 0 0 0 0 1 0 0 39 1 0 0 0 40 0

Hourly Total 0 0 64 11 1 0 0 76 0 0 3 0 0 0 0 3 0 0 191 7 0 0 0 198 11700 - 1715 0 0 13 0 0 0 0 13 0 0 0 0 0 0 0 0 0 0 43 0 0 0 0 43 01715 - 1730 0 0 10 1 0 0 0 11 0 0 1 0 0 0 0 1 0 0 48 1 0 0 0 49 01730 - 1745 0 1 10 1 0 0 0 12 0 0 0 0 0 0 0 0 0 2 44 0 1 0 0 47 11745 - 1800 0 0 11 2 0 0 0 13 0 0 0 0 0 0 0 0 0 0 44 1 0 0 0 45 0

Hourly Total 0 1 44 4 0 0 0 49 0 0 1 0 0 0 0 1 0 2 179 2 1 0 0 184 1

Session Total 0 1 181 35 2 0 0 219 0 0 5 0 0 0 0 5 0 2 563 20 1 0 0 586 4

Left to March Lane (East) S/B to Rugby Club Right to Retail Park U-Turns



Approach: March Lane (East)


Hourly Total 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 57 27 1 1 0 860900 - 0915 0 0 0 0 0 0 0 0 0 0 4 0 0 0 0 4 0 0 11 1 0 0 0 120915 - 0930 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 0 0 12 3 0 0 0 150930 - 0945 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 9 3 0 0 0 120945 - 1000 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 0 0 12 4 0 0 0 16

Hourly Total 0 0 0 0 0 0 0 0 0 0 9 0 0 0 0 9 0 0 44 11 0 0 0 551000 - 1015 0 0 0 0 0 0 0 0 0 0 3 1 0 0 0 4 0 0 10 6 0 0 0 161015 - 1030 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 3 0 0 13 4 0 0 0 171030 - 1045 0 0 0 0 0 0 0 0 0 0 4 0 0 0 0 4 0 0 14 4 0 0 0 181045 - 1100 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 3 0 0 9 4 0 0 0 13

Hourly Total 0 0 0 0 0 0 0 0 0 0 13 1 0 0 0 14 0 0 46 18 0 0 0 641100 - 1115 0 0 0 0 0 0 0 0 1 0 3 2 0 0 0 6 0 0 5 5 0 0 0 101115 - 1130 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 0 0 8 3 0 0 0 111130 - 1145 0 0 0 0 0 0 0 0 0 0 4 0 0 0 0 4 0 1 14 4 0 0 0 191145 - 1200 0 0 1 0 0 0 0 1 0 0 4 1 0 0 0 5 0 0 17 4 0 0 0 21

Hourly Total 0 0 1 0 0 0 0 1 1 0 13 3 0 0 0 17 0 1 44 16 0 0 0 61

Session Total 0 0 1 0 0 0 0 1 1 0 36 4 0 0 0 41 0 1 191 72 1 1 0 266

1500 - 1515 0 0 0 0 0 0 0 0 1 0 3 0 0 0 0 4 1 0 18 3 0 0 0 221515 - 1530 0 0 0 0 0 0 0 0 0 1 2 0 0 0 0 3 0 0 27 5 0 0 0 321530 - 1545 0 0 0 0 0 0 0 0 0 0 3 1 0 0 0 4 0 0 31 11 0 0 0 421545 - 1600 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 3 0 0 25 7 0 0 0 32

Hourly Total 0 0 0 0 0 0 0 0 1 1 11 1 0 0 0 14 1 0 101 26 0 0 0 1281600 - 1615 0 0 1 0 0 0 0 1 0 0 3 0 0 0 0 3 0 0 18 3 1 0 0 221615 - 1630 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 20 6 0 0 0 261630 - 1645 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 0 0 21 5 0 0 0 261645 - 1700 0 0 0 0 0 0 0 0 0 0 2 1 0 0 0 3 0 0 20 5 0 0 0 25

Hourly Total 0 0 1 0 0 0 0 1 0 0 8 1 0 0 0 9 0 0 79 19 1 0 0 991700 - 1715 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 19 3 0 0 0 221715 - 1730 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 3 0 0 17 5 0 0 0 221730 - 1745 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 1 0 16 4 0 0 0 211745 - 1800 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 3 0 0 19 5 0 0 0 24

Hourly Total 0 0 0 0 0 0 0 0 0 0 9 0 0 0 0 9 1 0 71 17 0 0 0 89

Session Total 0 0 1 0 0 0 0 1 1 1 28 2 0 0 0 32 2 0 251 62 1 0 0 316

Left to Rugby Club W/B to Retail Park Right to March Lane (North)



Approach: Rugby Club


Hourly Total 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 1 0 0 0 0 10900 - 0915 0 0 0 0 0 0 0 0 0 0 4 0 0 0 0 4 0 0 0 0 0 0 0 00915 - 0930 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 00930 - 0945 0 0 0 0 0 0 0 0 0 0 4 0 0 0 0 4 0 0 0 0 0 0 0 00945 - 1000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Hourly Total 0 0 0 0 0 0 0 0 0 0 10 0 0 0 0 10 0 0 0 0 0 0 0 01000 - 1015 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01015 - 1030 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01030 - 1045 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 01045 - 1100 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0

Hourly Total 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 2 0 0 0 0 0 0 0 01100 - 1115 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01115 - 1130 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 01130 - 1145 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 3 0 0 0 0 0 0 0 01145 - 1200 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Hourly Total 0 0 0 0 0 0 0 0 0 0 5 0 0 0 0 5 0 0 0 0 0 0 0 0

Session Total 0 0 0 0 0 0 0 0 0 0 16 2 0 0 0 18 0 0 1 0 0 0 0 1

1500 - 1515 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 01515 - 1530 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 01530 - 1545 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 01545 - 1600 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Hourly Total 0 0 0 0 0 0 0 0 0 0 4 0 0 0 0 4 0 0 0 0 0 0 0 01600 - 1615 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 01615 - 1630 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 01630 - 1645 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 11645 - 1700 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 0 0 1 0 0 0 0 1

Hourly Total 0 0 0 0 0 0 0 0 0 0 5 0 0 0 0 5 0 0 2 0 0 0 0 21700 - 1715 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 3 0 0 0 0 0 0 0 01715 - 1730 0 0 0 0 0 0 0 0 0 0 3 1 0 0 0 4 0 0 0 0 0 0 0 01730 - 1745 0 0 1 0 0 0 0 1 0 0 2 1 0 0 0 3 0 0 0 0 0 0 0 01745 - 1800 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 0

Hourly Total 0 0 1 0 0 0 0 1 0 0 10 2 0 0 0 12 0 0 0 0 0 0 0 0

Session Total 0 0 1 0 0 0 0 1 0 0 19 2 0 0 0 21 0 0 2 0 0 0 0 2

Left to Retail Park N/B to March Lane (North) Right to March Lane (East)



Approach: Retail Park


Hourly Total 0 0 15 3 0 0 0 18 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 00900 - 0915 0 0 26 3 0 0 0 29 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 00915 - 0930 0 0 23 4 0 0 0 27 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00930 - 0945 0 0 28 8 0 0 0 36 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 00945 - 1000 0 0 31 3 0 0 0 34 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Hourly Total 0 0 108 18 0 0 0 126 1 0 2 0 0 0 0 3 0 0 0 0 0 0 0 01000 - 1015 0 0 35 2 0 0 0 37 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 11015 - 1030 0 0 32 2 0 0 0 34 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01030 - 1045 0 0 32 3 0 0 0 35 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 01045 - 1100 0 0 32 4 0 0 0 36 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0

Hourly Total 0 0 131 11 0 0 0 142 0 0 2 0 0 0 0 2 0 0 1 0 0 0 0 11100 - 1115 0 0 43 3 0 0 0 46 0 0 4 1 0 0 0 5 0 0 0 0 0 0 0 01115 - 1130 0 0 42 2 0 0 0 44 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01130 - 1145 0 0 49 1 0 0 0 50 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 01145 - 1200 0 1 56 0 0 0 0 57 0 0 1 1 0 0 0 2 0 0 0 0 0 0 0 0

Hourly Total 0 1 190 6 0 0 0 197 0 0 7 2 0 0 0 9 0 0 0 0 0 0 0 0

Session Total 0 1 444 38 0 0 0 483 1 0 12 2 0 0 0 15 0 0 1 0 0 0 0 1

1500 - 1515 0 0 38 1 0 0 0 39 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 01515 - 1530 0 0 42 0 0 0 0 42 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 01530 - 1545 0 0 48 1 0 0 0 49 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01545 - 1600 0 0 57 2 0 0 0 59 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Hourly Total 0 0 185 4 0 0 0 189 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 01600 - 1615 0 0 53 2 0 0 0 55 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01615 - 1630 0 0 46 2 0 0 0 48 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 01630 - 1645 0 0 50 3 0 0 0 53 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01645 - 1700 0 0 54 3 0 0 0 57 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0

Hourly Total 0 0 203 10 0 0 0 213 0 0 3 0 0 0 0 3 0 0 0 0 0 0 0 01700 - 1715 0 1 52 3 0 0 0 56 0 1 2 0 0 0 0 3 0 0 0 0 0 0 0 01715 - 1730 0 0 47 4 0 0 0 51 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 01730 - 1745 0 0 41 5 0 0 0 46 0 0 4 0 0 0 0 4 0 0 0 0 0 0 0 01745 - 1800 0 0 43 4 0 0 0 47 0 0 1 1 0 0 0 2 0 0 0 0 0 0 0 0

Hourly Total 0 1 183 16 0 0 0 200 0 1 9 1 0 0 0 11 0 0 0 0 0 0 0 0

Session Total 0 1 571 30 0 0 0 602 0 1 14 1 0 0 0 16 0 0 0 0 0 0 0 0

Left to March Lane (North) E/B to March Lane (East) Right to Rugby Club

Hayle - Queue Length Survey, Tuesday 31st March 2009Produced by The Paul Castle Consultancy

Junction: (1) A30 / Carwin Rise / Marsh Lane

TIME Lane 1 Lane 2 Lane 1 Lane 2 Lane 1 Lane 2 Lane 1 Lane 2 Lane 1 Lane 20800 - 0815 4 5 1 3 1 1 2 1 2 20815 - 0830 5 8 3 4 1 2 1 0 1 20830 - 0845 5 11 3 4 2 2 1 0 3 30845 - 0900 5 10 4 6 1 1 0 0 2 30900 - 0915 5 8 2 4 3 4 1 0 2 20915 - 0930 6 9 1 3 3 3 2 0 2 10930 - 0945 5 10 2 3 2 3 3 0 2 30945 - 1000 5 10 2 2 2 1 3 0 2 41000 - 1015 4 6 1 2 3 2 3 1 3 41015 - 1030 6 9 2 3 0 0 1 0 2 31030 - 1045 6 13 1 3 0 0 1 0 3 51045 - 1100 4 8 2 3 2 1 2 0 5 71100 - 1115 3 5 3 4 1 0 2 0 4 31115 - 1130 4 6 3 5 1 1 0 1 2 31130 - 1145 4 6 2 5 1 2 2 0 3 31145 - 1200 5 9 2 3 1 2 2 0 4 41200 - 1215 6 11 3 1 2 3 3 0 4 51215 - 1230 5 6 2 2 2 4 1 1 5 71230 - 1245 3 5 2 3 5 4 2 0 6 51245 - 1300 3 3 1 4 4 3 3 1 6 61300 - 1315 4 5 1 3 3 2 1 0 4 41315 - 1330 4 5 2 2 3 2 0 0 2 31330 - 1345 4 5 3 1 3 1 0 0 2 31345 - 1400 5 6 3 2 2 1 1 0 4 31400 - 1415 4 6 2 2 6 13 1 0 6 61415 - 1430 5 9 4 3 5 7 1 0 7 51430 - 1445 4 3 5 4 3 4 2 1 6 81445 - 1500 6 11 3 3 5 9 1 0 3 41500 - 1515 7 11 5 3 4 8 2 0 3 21515 - 1530 6 12 4 3 3 5 2 0 4 41530 - 1545 6 12 2 2 5 7 3 0 3 31545 - 1600 5 8 3 2 6 9 3 0 3 31600 - 1615 8 16 3 4 4 10 3 1 3 51615 - 1630 6 21 4 5 3 4 3 0 5 61630 - 1645 8 25+ 4 5 5 10 3 1 6 71645 - 1700 8 25+ 6 5 6 10 3 0 6 71700 - 1715 6 16 3 2 4 6 3 0 4 51715 - 1730 7 14 6 5 6 11 2 0 5 51730 - 1745 8 20 5 3 5 9 2 0 5 71745 - 1800 6 11 4 6 3 6 2 0 4 4

Carwin Rise (West)A30 (North) Carwin Road (East) Marsh Lane A30 (South)

Hayle - Manual Traffic Survey, Tuesday 31st March 20096 J1 A30 NJ1 J1 Mars J1 J1 C 7 1 FALSE ## FALSE ## FALSE ## 10 0 0



Vehicle Class:

Start Time:

End Time:

2592 1303 1406

1482

515

2637 721

259

471

466 249

1300 1219

493

645

1333 686 663





4011

A30 (N

orth)

Carwin Rise (West) Carwin Rise (East)

Marsh Lane

A30

(Sou

th)

3835

ALL CLASSES

1) 0800

1) 1800

Peak Hour



Approach:A30 (North)

TIME P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL0800 - 0815 0 0 16 1 0 1 0 18 0 4 13 2 0 0 0 19 0 0 73 8 12 4 0 97 0 1 36 13 1 1 0 520815 - 0830 0 2 30 7 1 0 0 40 0 0 19 5 1 0 0 25 0 0 81 35 7 2 0 125 0 0 43 15 1 1 1 610830 - 0845 0 0 36 4 1 0 0 41 0 0 20 5 0 0 0 25 0 0 76 31 3 2 0 112 0 1 57 14 2 2 1 770845 - 0900 0 0 35 7 0 0 3 45 0 0 25 3 0 0 0 28 0 0 32 34 2 0 1 69 0 0 72 12 3 1 0 88

Hourly Total 0 2 117 19 2 1 3 144 0 4 77 15 1 0 0 97 0 0 262 108 24 8 1 403 0 2 208 54 7 5 2 2780900 - 0915 0 1 16 5 1 0 0 23 0 0 25 2 0 0 0 27 0 0 67 27 3 3 1 101 0 1 49 14 1 0 1 660915 - 0930 0 0 21 4 1 1 0 27 0 0 26 2 0 0 0 28 0 0 78 31 6 2 3 120 0 1 35 4 0 1 0 410930 - 0945 0 0 21 5 0 0 0 26 0 0 23 5 1 0 0 29 0 0 70 34 6 0 3 113 0 0 35 15 3 0 1 540945 - 1000 0 0 13 4 2 0 0 19 0 0 26 2 0 0 0 28 0 0 76 24 4 0 0 104 0 1 32 8 2 0 0 43

Hourly Total 0 1 71 18 4 1 0 95 0 0 100 11 1 0 0 112 0 0 291 116 19 5 7 438 0 3 151 41 6 1 2 2041000 - 1015 0 0 17 4 1 0 0 22 0 0 17 2 1 0 0 20 0 0 56 20 4 3 1 84 0 0 35 9 2 4 0 501015 - 1030 0 2 19 3 1 0 0 25 0 0 30 2 0 0 0 32 0 0 74 16 7 3 0 100 0 0 36 6 3 1 1 471030 - 1045 0 2 27 3 1 0 0 33 0 0 31 5 0 0 0 36 0 0 60 21 3 5 0 89 0 1 43 13 2 1 2 621045 - 1100 0 0 22 5 0 0 0 27 0 0 30 2 1 0 0 33 0 0 59 18 7 2 0 86 0 1 37 11 1 0 2 52

Hourly Total 0 4 85 15 3 0 0 107 0 0 108 11 2 0 0 121 0 0 249 75 21 13 1 359 0 2 151 39 8 6 5 2111100 - 1115 0 0 24 5 2 0 0 31 0 0 32 5 0 0 0 37 0 0 59 20 5 0 0 84 1 0 46 15 2 0 0 641115 - 1130 0 1 24 4 2 0 0 31 0 0 33 3 0 0 0 36 0 0 56 15 2 1 0 74 1 0 39 8 2 0 0 501130 - 1145 0 1 25 6 0 0 0 32 0 0 33 4 0 0 0 37 0 0 71 18 4 4 0 97 0 0 40 9 3 1 1 541145 - 1200 0 0 29 3 1 0 0 33 0 0 29 3 0 0 0 32 0 0 78 20 6 2 0 106 0 2 51 7 2 0 0 62

Hourly Total 0 2 102 18 5 0 0 127 0 0 127 15 0 0 0 142 0 0 264 73 17 7 0 361 2 2 176 39 9 1 1 2301200 - 1215 0 0 28 2 1 0 0 31 0 0 41 1 1 0 0 43 0 0 65 10 4 6 2 87 0 0 61 10 1 0 0 721215 - 1230 0 0 25 3 1 0 1 30 0 3 29 2 0 0 0 34 0 0 63 10 1 8 0 82 0 0 54 8 1 0 0 631230 - 1245 0 0 23 5 1 0 0 29 0 0 33 2 0 0 0 35 0 0 57 10 4 3 0 74 0 1 54 6 2 0 0 631245 - 1300 0 0 25 2 1 0 0 28 0 0 19 2 0 0 0 21 0 0 54 11 3 6 0 74 0 2 43 8 2 0 0 55

Hourly Total 0 0 101 12 4 0 1 118 0 3 122 7 1 0 0 133 0 0 239 41 12 23 2 317 0 3 212 32 6 0 0 2531300 - 1315 0 4 33 4 4 0 0 45 0 0 36 4 0 0 0 40 0 0 62 11 2 0 0 75 0 0 46 7 0 0 0 531315 - 1330 0 0 29 5 1 0 0 35 0 0 29 4 1 0 0 34 0 0 59 10 2 6 1 78 0 0 49 9 1 0 0 591330 - 1345 0 0 27 2 0 0 0 29 0 0 37 4 0 0 0 41 0 3 50 12 2 1 0 68 0 3 55 9 0 0 2 691345 - 1400 0 1 30 6 2 0 0 39 0 0 38 3 0 0 0 41 0 0 55 11 2 3 0 71 0 0 51 9 0 0 0 60

Hourly Total 0 5 119 17 7 0 0 148 0 0 140 15 1 0 0 156 0 3 226 44 8 10 1 292 0 3 201 34 1 0 2 2411400 - 1415 0 0 27 6 4 0 0 37 0 0 42 5 0 0 0 47 0 0 57 12 3 4 0 76 0 0 46 6 1 0 0 531415 - 1430 0 2 29 3 0 0 0 34 0 0 37 1 0 0 0 38 0 1 67 14 2 3 0 87 0 1 55 10 2 0 0 681430 - 1445 0 0 24 4 2 0 0 30 0 0 23 2 0 0 0 25 0 0 47 12 2 2 0 63 0 3 41 9 2 0 0 551445 - 1500 0 4 42 9 2 0 0 57 0 0 25 3 0 0 0 28 0 0 62 13 2 4 0 81 0 4 56 8 0 0 5 73

Hourly Total 0 6 122 22 8 0 0 158 0 0 127 11 0 0 0 138 0 1 233 51 9 13 0 307 0 8 198 33 5 0 5 2491500 - 1515 0 0 28 7 1 0 0 36 0 0 28 3 0 0 0 31 0 0 66 18 6 2 0 92 2 3 43 9 1 2 0 601515 - 1530 0 2 31 2 0 0 0 35 0 0 35 4 0 0 0 39 0 2 78 17 10 1 0 108 0 1 51 5 1 3 1 621530 - 1545 0 2 32 4 0 0 0 38 0 0 32 3 0 0 0 35 0 0 73 15 4 3 0 95 0 1 57 8 1 1 0 681545 - 1600 0 0 27 4 0 0 2 33 0 0 28 2 0 0 0 30 0 2 82 15 3 0 0 102 0 0 51 7 2 4 0 64Hourly Total 0 4 118 17 1 0 2 142 0 0 123 12 0 0 0 135 0 4 299 65 23 6 0 397 2 5 202 29 5 10 1 2541600 - 1615 0 2 32 6 1 0 0 41 0 0 34 3 0 0 0 37 0 0 89 21 3 5 1 119 1 0 67 11 1 1 0 811615 - 1630 0 1 33 5 4 0 0 43 0 0 39 2 0 0 0 41 0 0 102 12 2 0 0 116 0 4 61 8 1 1 0 751630 - 1645 0 0 33 5 0 0 0 38 0 0 33 2 0 0 0 35 0 0 106 15 4 1 3 129 0 2 72 7 1 0 1 831645 - 1700 0 0 44 7 2 0 0 53 0 0 28 1 1 0 0 30 0 2 110 17 3 0 6 138 0 1 75 10 0 0 3 89

Hourly Total 0 3 142 23 7 0 0 175 0 0 134 8 1 0 0 143 0 2 407 65 12 6 10 502 1 7 275 36 3 2 4 3281700 - 1715 0 1 36 6 0 1 0 44 0 0 27 0 0 0 0 27 0 0 94 20 2 0 1 117 0 3 58 11 1 0 0 731715 - 1730 0 2 40 5 1 0 0 48 0 0 34 1 0 0 0 35 0 0 101 14 2 1 1 119 0 2 81 8 2 1 0 941730 - 1745 0 3 43 7 2 0 0 55 0 1 32 1 1 0 0 35 0 0 94 17 2 0 0 113 1 0 94 10 0 2 0 1071745 - 1800 0 1 37 4 1 2 0 45 0 0 28 1 0 0 0 29 0 0 96 13 1 0 0 110 0 2 57 8 2 1 0 70

Hourly Total 0 7 156 22 4 3 0 192 0 1 121 3 1 0 0 126 0 0 385 64 7 1 2 459 1 7 290 37 5 4 0 344

TOTAL 0 34 1133 183 45 5 6 1406 0 8 1179 108 8 0 0 1303 0 10 2855 702 152 92 24 3835 6 42 2064 374 55 29 22 2592

To Carwin Rise (East) To Marsh Lane To A30 (South) To Carwin Rise (West)



Approach:Carwin Rise (East)


Hourly Total 0 0 11 5 0 0 0 16 0 0 30 18 7 0 1 56 0 1 21 11 2 0 0 35 0 3 198 23 2 1 7 2340900 - 0915 0 0 5 0 0 0 0 5 0 0 13 5 0 0 0 18 0 1 8 2 0 0 0 11 0 1 27 6 0 0 0 340915 - 0930 0 0 4 0 0 0 0 4 0 0 14 4 0 0 0 18 0 0 6 1 0 0 0 7 0 0 22 4 1 0 0 270930 - 0945 0 0 5 1 0 0 0 6 0 0 16 4 0 0 0 20 0 0 8 2 0 0 0 10 0 0 27 4 0 0 0 310945 - 1000 0 0 5 0 0 0 0 5 0 0 13 4 1 0 0 18 0 1 6 2 0 0 0 9 0 1 18 5 1 0 0 25

Hourly Total 0 0 19 1 0 0 0 20 0 0 56 17 1 0 0 74 0 2 28 7 0 0 0 37 0 2 94 19 2 0 0 1171000 - 1015 0 0 4 0 0 0 0 4 0 0 16 3 0 0 0 19 0 1 9 2 0 0 0 12 0 0 18 3 0 0 0 211015 - 1030 0 0 6 1 0 0 0 7 0 0 15 3 0 0 0 18 0 0 9 2 0 0 0 11 0 0 28 4 0 0 0 321030 - 1045 0 0 6 1 0 0 0 7 0 0 13 3 0 0 0 16 0 0 8 3 0 0 0 11 0 3 25 5 0 0 0 331045 - 1100 0 0 7 1 0 0 0 8 0 0 13 4 1 0 0 18 0 0 9 2 0 0 0 11 0 1 26 6 1 0 0 34

Hourly Total 0 0 23 3 0 0 0 26 0 0 57 13 1 0 0 71 0 1 35 9 0 0 0 45 0 4 97 18 1 0 0 1201100 - 1115 0 0 6 1 0 0 0 7 0 0 11 2 2 0 0 15 0 0 11 2 1 0 0 14 0 0 27 4 2 0 1 341115 - 1130 0 0 7 1 0 0 0 8 0 0 16 6 0 0 0 22 0 0 10 4 0 0 0 14 0 0 22 6 1 0 0 291130 - 1145 0 0 6 0 0 0 0 6 0 0 14 3 0 0 0 17 0 0 9 2 0 0 0 11 0 0 19 8 0 0 0 271145 - 1200 0 0 6 0 0 0 0 6 0 0 16 4 0 0 0 20 0 0 10 2 2 0 0 14 0 1 21 2 2 0 0 26

Hourly Total 0 0 25 2 0 0 0 27 0 0 57 15 2 0 0 74 0 0 40 10 3 0 0 53 0 1 89 20 5 0 1 1161200 - 1215 0 0 8 1 0 0 0 9 0 0 12 2 0 0 0 14 0 0 12 3 0 0 0 15 0 0 23 4 2 0 0 291215 - 1230 0 0 7 0 0 0 0 7 0 0 17 2 1 0 0 20 0 0 13 2 0 0 0 15 0 0 23 3 2 0 0 281230 - 1245 0 0 6 1 0 0 0 7 0 0 13 3 1 1 0 18 0 1 13 1 0 0 0 15 0 0 23 6 1 0 0 301245 - 1300 0 0 6 0 0 0 0 6 0 0 17 2 0 0 0 19 0 1 12 1 0 0 0 14 0 0 23 2 2 0 2 29

Hourly Total 0 0 27 2 0 0 0 29 0 0 59 9 2 1 0 71 0 2 50 7 0 0 0 59 0 0 92 15 7 0 2 1161300 - 1315 0 0 9 1 0 0 0 10 0 0 15 3 2 0 0 20 0 0 11 2 0 0 0 13 0 0 26 4 2 0 0 321315 - 1330 0 0 7 2 0 0 0 9 0 0 11 2 0 0 0 13 0 0 9 1 0 0 0 10 0 0 34 3 2 0 0 391330 - 1345 0 0 8 0 0 0 0 8 0 0 13 2 0 0 0 15 0 0 14 1 0 0 0 15 0 0 33 4 0 0 0 371345 - 1400 0 0 7 1 0 0 0 8 0 0 12 2 0 0 0 14 0 0 8 1 0 0 0 9 0 2 40 3 3 0 0 48

Hourly Total 0 0 31 4 0 0 0 35 0 0 51 9 2 0 0 62 0 0 42 5 0 0 0 47 0 2 133 14 7 0 0 1561400 - 1415 0 0 9 1 0 0 0 10 0 0 12 4 0 0 0 16 0 0 10 2 0 0 0 12 0 0 27 6 0 0 0 331415 - 1430 0 0 8 0 0 0 0 8 0 0 11 2 0 0 0 13 0 0 10 2 0 0 0 12 0 0 33 7 1 0 0 411430 - 1445 0 0 6 0 0 0 0 6 0 0 13 2 0 0 1 16 0 0 12 1 0 0 0 13 0 0 28 6 0 0 0 341445 - 1500 0 0 7 1 0 0 0 8 0 0 13 3 0 0 0 16 0 0 12 3 0 0 0 15 0 0 34 3 2 0 0 39


Hourly Total 0 0 21 0 0 0 0 21 0 0 74 9 2 0 1 86 0 1 55 5 0 0 1 62 0 2 138 17 5 0 0 1621700 - 1715 0 0 6 0 0 0 0 6 0 0 19 2 0 0 0 21 0 1 11 2 0 0 0 14 0 0 26 8 0 0 0 341715 - 1730 0 0 6 0 0 0 0 6 0 0 17 5 0 0 1 23 0 0 13 4 0 0 0 17 0 0 40 7 0 2 0 491730 - 1745 0 0 6 0 0 0 0 6 0 0 16 2 0 0 0 18 0 0 16 1 0 0 0 17 0 0 44 7 0 0 0 511745 - 1800 0 0 4 0 0 0 0 4 0 0 18 3 1 0 1 23 0 0 14 1 0 0 0 15 0 0 30 4 2 0 2 38

Hourly Total 0 0 22 0 0 0 0 22 0 0 70 12 1 0 2 85 0 1 54 8 0 0 0 63 0 0 140 26 2 2 2 172

TOTAL 0 0 237 22 0 0 0 259 0 0 573 123 19 1 5 721 0 9 424 76 5 0 1 515 0 20 1221 191 35 3 12 1482

To Marsh Lane To A30 (South) To Carwin Rise (West) To A30 (North)



Approach:Marsh Lane


Hourly Total 0 0 9 10 1 1 0 21 0 0 8 5 0 0 0 13 0 0 51 13 0 0 0 64 0 0 5 3 0 0 0 80900 - 0915 0 0 10 1 0 0 0 11 0 0 6 1 0 0 0 7 0 0 22 2 0 0 0 24 0 0 3 0 0 0 0 30915 - 0930 0 0 11 3 0 0 0 14 0 0 6 1 0 0 0 7 0 0 18 2 0 0 0 20 0 0 3 1 0 0 0 40930 - 0945 0 0 13 4 0 0 0 17 0 0 7 2 0 0 0 9 0 0 18 4 0 0 0 22 0 0 3 1 0 0 0 40945 - 1000 0 0 15 3 0 0 0 18 0 0 7 1 0 0 0 8 0 0 21 2 0 0 0 23 0 0 2 1 0 0 0 3

Hourly Total 0 0 49 11 0 0 0 60 0 0 26 5 0 0 0 31 0 0 79 10 0 0 0 89 0 0 11 3 0 0 0 141000 - 1015 0 0 15 3 0 0 0 18 0 0 9 2 0 0 0 11 0 0 17 2 0 0 0 19 0 0 5 1 0 0 0 61015 - 1030 0 0 13 2 0 0 0 15 0 0 7 1 0 0 0 8 0 0 22 3 0 0 0 25 0 0 3 0 0 0 0 31030 - 1045 0 0 11 2 0 0 0 13 0 0 10 1 0 0 0 11 0 0 22 4 0 0 0 26 0 0 4 0 0 0 0 41045 - 1100 0 0 10 2 0 0 0 12 0 0 7 2 0 0 0 9 0 0 20 4 0 0 0 24 0 0 4 1 0 0 0 5

Hourly Total 0 0 49 9 0 0 0 58 0 0 33 6 0 0 0 39 0 0 81 13 0 0 0 94 0 0 16 2 0 0 0 181100 - 1115 0 0 9 2 0 0 0 11 0 0 14 2 0 0 0 16 0 0 21 4 0 0 0 25 0 0 4 0 0 0 0 41115 - 1130 0 0 15 2 0 0 0 17 0 0 11 1 0 0 0 12 0 0 21 2 0 0 0 23 0 0 6 0 0 0 0 61130 - 1145 0 0 22 1 0 0 0 23 0 0 11 1 0 0 0 12 0 0 27 2 0 0 0 29 0 1 6 1 0 0 0 81145 - 1200 0 0 24 2 0 0 0 26 0 0 13 1 0 0 0 14 0 1 28 1 0 0 0 30 0 0 8 0 0 0 0 8

Hourly Total 0 0 70 7 0 0 0 77 0 0 49 5 0 0 0 54 0 1 97 9 0 0 0 107 0 1 24 1 0 0 0 261200 - 1215 0 0 15 2 0 0 0 17 0 0 14 2 0 0 0 16 0 0 30 3 1 0 0 34 0 0 6 0 0 0 0 61215 - 1230 0 0 17 3 0 0 0 20 0 0 14 3 0 0 0 17 0 0 24 4 0 0 0 28 0 0 7 1 0 0 0 81230 - 1245 0 0 19 1 0 0 0 20 0 2 18 0 0 0 0 20 0 0 32 1 1 0 0 34 0 0 8 0 0 0 0 81245 - 1300 0 0 20 4 0 0 0 24 0 0 15 3 0 0 0 18 0 0 33 5 0 0 0 38 0 0 8 1 0 0 0 9

Hourly Total 0 0 71 10 0 0 0 81 0 2 61 8 0 0 0 71 0 0 119 13 2 0 0 134 0 0 29 2 0 0 0 311300 - 1315 0 0 16 1 0 0 0 17 0 2 12 1 0 0 0 15 0 0 28 3 0 0 0 31 0 0 8 0 0 0 0 81315 - 1330 0 0 14 1 0 0 0 15 0 0 12 1 0 0 0 13 0 0 31 3 2 0 0 36 0 0 7 2 0 0 0 91330 - 1345 0 0 11 2 0 0 0 13 0 0 12 2 0 0 0 14 0 0 28 5 1 0 0 34 0 0 6 1 0 0 0 71345 - 1400 0 0 10 1 0 0 0 11 0 0 11 1 0 0 0 12 0 0 36 2 0 0 0 38 0 0 5 1 0 0 0 6

Hourly Total 0 0 51 5 0 0 0 56 0 2 47 5 0 0 0 54 0 0 123 13 3 0 0 139 0 0 26 4 0 0 0 301400 - 1415 0 0 12 2 0 0 0 14 0 0 10 1 0 0 0 11 0 0 31 2 0 0 0 33 0 0 6 1 0 0 0 71415 - 1430 0 0 13 1 0 0 0 14 0 0 9 1 0 0 0 10 0 0 31 2 0 0 0 33 0 0 3 0 0 0 0 31430 - 1445 0 0 14 2 0 0 0 16 0 0 13 1 0 0 0 14 0 0 35 7 0 0 0 42 0 0 9 1 0 0 0 101445 - 1500 0 0 16 3 0 0 0 19 0 0 14 1 0 0 0 15 0 0 37 3 1 0 0 41 0 0 11 1 0 0 0 12


Hourly Total 0 0 69 5 0 0 0 74 0 0 53 8 0 0 0 61 0 0 141 12 1 0 0 154 0 0 25 4 0 0 0 291700 - 1715 0 0 21 1 0 0 0 22 0 1 14 1 0 0 0 16 0 0 30 3 0 0 0 33 0 0 9 1 0 0 0 101715 - 1730 0 0 14 2 0 0 0 16 0 0 11 2 0 0 0 13 0 0 36 6 0 0 0 42 0 0 6 0 0 0 0 61730 - 1745 0 0 11 2 0 0 0 13 1 0 12 1 0 0 0 14 0 0 30 7 0 0 0 37 0 0 7 0 0 0 0 71745 - 1800 0 0 17 3 0 0 0 20 0 0 13 1 0 0 0 14 0 0 28 4 0 0 0 32 0 0 6 1 0 0 0 7

Hourly Total 0 0 63 8 0 0 0 71 1 1 50 5 0 0 0 57 0 0 124 20 0 0 0 144 0 0 28 2 0 0 0 30

TOTAL 0 0 562 81 1 1 0 645 2 5 430 56 0 0 0 493 0 1 1079 132 7 0 0 1219 0 1 222 26 0 0 0 249

To A30 (South) To Carwin Rise (West) To A30 (North) To Carwin Rise (East)



Approach:A30 (South)

TIME P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL P/CYCLE M/CYCLE CAR LGV OGV1 OGV2 BUS TOTAL0800 - 0815 0 0 8 6 1 0 1 16 0 2 105 9 6 2 0 124 0 0 4 3 0 0 1 8 0 2 4 3 0 0 0 90815 - 0830 0 1 10 2 2 1 0 16 0 0 112 14 3 4 0 133 0 0 7 2 0 0 0 9 0 0 5 2 0 0 0 70830 - 0845 0 0 15 6 1 0 0 22 0 0 100 12 4 2 2 120 0 0 8 2 1 0 0 11 0 0 5 2 0 0 0 70845 - 0900 0 1 7 3 2 0 0 13 0 0 80 14 2 4 2 102 0 0 5 3 0 0 1 9 0 0 4 1 0 0 0 5Hourly Total 0 2 40 17 6 1 1 67 0 2 397 49 15 12 4 479 0 0 24 10 1 0 2 37 0 2 18 8 0 0 0 280900 - 0915 0 0 26 5 2 0 0 33 0 1 84 12 3 4 0 104 0 1 9 2 2 0 0 14 0 0 15 1 0 0 0 160915 - 0930 0 0 24 3 0 0 0 27 0 0 80 17 4 3 2 106 0 0 11 3 0 0 0 14 0 0 15 1 0 0 0 160930 - 0945 0 0 25 7 0 1 0 33 0 0 88 19 3 4 0 114 0 0 10 2 0 0 0 12 0 0 11 2 0 0 0 130945 - 1000 0 0 23 7 1 2 0 33 0 0 81 19 3 2 2 107 0 0 6 3 1 1 0 11 0 0 17 1 0 0 0 18

Hourly Total 0 0 98 22 3 3 0 126 0 1 333 67 13 13 4 431 0 1 36 10 3 1 0 51 0 0 58 5 0 0 0 631000 - 1015 0 1 32 9 1 2 0 45 0 0 65 18 3 3 1 90 0 0 18 3 1 0 0 22 0 0 18 1 0 0 0 191015 - 1030 0 1 23 6 0 1 0 31 0 0 84 17 4 5 0 110 0 0 11 3 0 0 0 14 0 0 17 2 0 0 0 191030 - 1045 0 0 25 5 1 0 0 31 0 0 74 14 5 4 0 97 0 0 17 2 0 0 0 19 0 0 19 2 0 0 0 211045 - 1100 0 0 26 4 0 2 0 32 0 0 71 18 4 2 0 95 0 0 11 3 0 0 0 14 0 0 19 1 0 0 0 20

Hourly Total 0 2 106 24 2 5 0 139 0 0 294 67 16 14 1 392 0 0 57 11 1 0 0 69 0 0 73 6 0 0 0 791100 - 1115 0 0 27 3 0 0 0 30 0 0 60 18 2 0 2 82 0 0 10 2 0 0 0 12 0 0 15 2 0 0 0 171115 - 1130 1 0 26 6 0 0 0 33 0 0 63 12 4 3 0 82 0 0 13 3 1 0 0 17 0 0 18 2 0 0 0 201130 - 1145 0 0 26 4 1 0 0 31 0 0 64 18 3 2 1 88 0 0 14 3 0 0 1 18 0 0 17 2 0 0 0 191145 - 1200 0 0 28 10 0 0 0 38 0 0 60 17 3 2 0 82 0 0 18 4 2 0 0 24 0 0 19 4 0 0 0 23

Hourly Total 1 0 107 23 1 0 0 132 0 0 247 65 12 7 3 334 0 0 55 12 3 0 1 71 0 0 69 10 0 0 0 791200 - 1215 0 0 30 11 0 0 0 41 0 0 61 16 4 4 0 85 0 0 15 2 0 0 0 17 0 0 20 1 1 0 0 221215 - 1230 0 0 30 8 1 0 0 39 0 2 50 17 3 5 0 77 0 0 15 3 2 0 0 20 0 0 16 2 0 0 0 181230 - 1245 0 1 26 5 0 2 0 34 0 0 52 17 5 6 0 80 0 0 13 3 0 0 0 16 0 0 15 2 0 0 0 171245 - 1300 0 0 29 7 0 0 0 36 0 0 66 14 5 6 3 94 0 0 15 2 0 0 0 17 0 0 13 2 0 0 0 15

Hourly Total 0 1 115 31 1 2 0 150 0 2 229 64 17 21 3 336 0 0 58 10 2 0 0 70 0 0 64 7 1 0 0 721300 - 1315 0 2 23 3 0 1 0 29 0 0 55 20 4 2 0 81 0 0 16 2 2 1 0 21 0 0 20 2 0 0 0 221315 - 1330 0 0 22 5 1 0 0 28 0 0 58 19 3 3 1 84 0 0 14 4 0 0 0 18 0 0 14 2 1 0 1 181330 - 1345 0 0 22 4 0 0 0 26 0 2 56 23 5 1 1 88 0 0 11 1 0 0 0 12 0 0 15 3 0 0 0 181345 - 1400 0 0 18 6 0 0 0 24 0 0 68 15 3 2 0 88 0 0 8 5 0 0 0 13 0 0 13 1 0 0 0 14

Hourly Total 0 2 85 18 1 1 0 107 0 2 237 77 15 8 2 341 0 0 49 12 2 1 0 64 0 0 62 8 1 0 1 721400 - 1415 0 0 23 5 0 0 1 29 0 0 57 12 4 2 1 76 0 0 11 5 0 0 0 16 0 0 19 4 0 0 0 231415 - 1430 0 0 21 4 0 0 0 25 0 0 67 19 2 3 0 91 0 0 12 1 0 0 0 13 0 0 15 1 0 0 0 161430 - 1445 0 0 25 6 0 1 0 32 0 0 63 19 3 1 0 86 0 0 15 2 0 1 2 20 0 0 15 3 0 0 0 181445 - 1500 0 0 23 7 0 0 0 30 0 0 62 11 2 3 0 78 0 0 19 7 1 0 0 27 0 0 11 1 0 0 0 12

Hourly Total 0 0 92 22 0 1 1 116 0 0 249 61 11 9 1 331 0 0 57 15 1 1 2 76 0 0 60 9 0 0 0 691500 - 1515 1 0 30 7 0 1 0 39 0 0 63 18 5 1 4 91 0 0 18 3 1 0 0 22 0 0 17 2 0 0 0 191515 - 1530 0 0 29 6 0 0 0 35 0 3 68 21 10 0 2 104 0 0 13 3 0 0 0 16 0 0 14 4 0 0 0 181530 - 1545 0 0 37 6 2 1 0 46 0 0 71 23 8 1 2 105 0 0 20 4 0 0 0 24 0 0 18 3 0 0 0 211545 - 1600 0 0 36 7 2 1 0 46 0 0 86 22 5 1 2 116 0 0 16 6 1 0 0 23 0 0 17 2 1 0 0 20

Hourly Total 1 0 132 26 4 3 0 166 0 3 288 84 28 3 10 416 0 0 67 16 2 0 0 85 0 0 66 11 1 0 0 781600 - 1615 0 0 44 6 1 0 0 51 0 0 92 30 7 2 4 135 0 0 17 4 1 0 0 22 0 0 19 2 0 0 0 211615 - 1630 0 0 34 4 1 0 0 39 0 0 91 26 4 0 0 121 0 0 16 4 1 0 0 21 0 0 19 2 0 0 0 211630 - 1645 0 0 34 3 0 0 1 38 0 0 93 27 6 1 2 129 0 0 13 3 0 0 0 16 0 0 14 2 0 0 0 161645 - 1700 0 0 29 12 0 0 0 41 0 4 89 34 2 1 0 130 0 0 17 4 0 0 0 21 0 0 11 1 0 0 0 12

Hourly Total 0 0 141 25 2 0 1 169 0 4 365 117 19 4 6 515 0 0 63 15 2 0 0 80 0 0 63 7 0 0 0 701700 - 1715 0 1 35 7 1 0 0 44 0 0 79 27 2 0 0 108 0 0 23 2 1 0 0 26 0 0 14 0 0 0 0 141715 - 1730 0 0 26 8 0 1 0 35 0 0 90 20 1 1 3 115 0 0 13 5 0 0 0 18 0 0 12 1 0 0 0 131730 - 1745 0 0 29 7 0 0 0 36 0 0 88 24 0 0 0 112 0 0 14 2 1 0 0 17 0 0 11 0 0 0 0 111745 - 1800 0 0 36 10 0 0 0 46 0 0 80 17 2 2 0 101 0 0 18 4 0 0 0 22 0 0 14 1 0 0 0 15

Hourly Total 0 1 126 32 1 1 0 161 0 0 337 88 5 3 3 436 0 0 68 13 2 0 0 83 0 0 51 2 0 0 0 53

TOTAL 2 8 1042 240 21 17 3 1333 0 14 2976 739 151 94 37 4011 0 1 534 124 19 3 5 686 0 2 584 73 3 0 1 663

To Carwin Rise (West) To A30 (North) To Carwin Rise (East) To Marsh Lane



Approach:Carwin Rise (West)


Hourly Total 0 1 342 48 6 8 3 408 0 1 23 10 0 0 0 34 0 0 17 8 0 0 0 25 0 0 63 35 4 4 0 1060900 - 0915 1 1 63 6 0 0 0 71 0 2 7 1 1 0 0 11 0 0 12 0 0 0 0 12 0 0 29 5 2 0 0 360915 - 0930 0 0 46 11 1 0 0 58 0 0 7 1 0 0 0 8 0 0 8 1 0 0 0 9 0 1 28 11 0 0 0 400930 - 0945 0 0 46 9 0 2 2 59 0 0 7 2 0 0 0 9 0 0 8 2 0 0 0 10 0 1 27 8 0 0 0 360945 - 1000 0 1 45 9 2 1 0 58 0 0 4 2 0 0 0 6 0 0 11 1 0 0 0 12 0 0 31 10 1 1 0 43

Hourly Total 1 2 200 35 3 3 2 246 0 2 25 6 1 0 0 34 0 0 39 4 0 0 0 43 0 2 115 34 3 1 0 1551000 - 1015 0 1 34 9 1 0 0 45 0 0 9 2 0 0 0 11 0 0 8 1 0 0 0 9 0 0 31 10 0 0 0 411015 - 1030 0 1 45 11 1 1 0 59 0 2 6 1 0 0 0 9 0 0 10 1 0 0 0 11 0 0 23 9 1 1 0 341030 - 1045 0 3 48 3 2 3 1 60 0 0 9 1 0 0 0 10 0 0 13 1 0 0 0 14 0 0 24 2 1 2 0 291045 - 1100 1 0 56 6 5 1 0 69 0 0 9 2 0 0 0 11 0 0 16 1 0 0 0 17 0 0 29 3 1 0 0 33

Hourly Total 1 5 183 29 9 5 1 233 0 2 33 6 0 0 0 41 0 0 47 4 0 0 0 51 0 0 107 24 3 3 0 1371100 - 1115 0 0 50 5 2 0 0 57 0 0 9 1 0 0 0 10 0 0 11 1 0 0 0 12 0 0 24 2 1 0 0 271115 - 1130 0 0 44 4 2 1 0 51 0 0 10 2 0 0 0 12 0 0 14 1 0 0 0 15 0 0 29 4 0 2 0 351130 - 1145 0 0 46 12 0 0 1 59 0 1 11 2 0 0 0 14 0 0 13 1 0 0 0 14 0 0 34 5 1 0 0 401145 - 1200 0 0 39 4 2 0 0 45 0 0 12 1 0 0 0 13 0 0 12 2 0 0 0 14 0 0 31 7 0 0 0 38

Hourly Total 0 0 179 25 6 1 1 212 0 1 42 6 0 0 0 49 0 0 50 5 0 0 0 55 0 0 118 18 2 2 0 1401200 - 1215 0 0 42 12 2 0 0 56 0 0 10 2 0 0 0 12 0 0 16 1 0 0 0 17 0 0 23 8 1 0 0 321215 - 1230 0 0 41 11 2 0 0 54 0 0 11 2 1 0 0 14 0 0 13 1 0 0 0 14 0 0 30 6 1 1 0 381230 - 1245 0 1 44 11 2 0 0 58 0 1 11 2 0 0 0 14 0 0 14 1 0 0 0 15 0 0 25 5 1 0 0 311245 - 1300 0 0 47 10 2 0 0 59 0 0 13 2 0 0 0 15 0 0 10 1 0 0 0 11 0 0 28 5 1 0 0 34

Hourly Total 0 1 174 44 8 0 0 227 0 1 45 8 1 0 0 55 0 0 53 4 0 0 0 57 0 0 106 24 4 1 0 1351300 - 1315 0 0 44 9 0 0 0 53 0 3 13 1 0 0 0 17 0 2 15 2 0 0 0 19 0 2 25 3 0 0 0 301315 - 1330 0 1 46 8 2 0 0 57 0 1 8 2 0 0 0 11 0 0 9 2 0 0 0 11 0 0 20 4 0 0 0 241330 - 1345 0 0 38 11 1 0 3 53 0 0 7 1 0 0 0 8 0 0 10 1 0 0 0 11 0 0 15 5 0 1 0 211345 - 1400 0 1 48 8 3 0 0 60 0 1 7 2 0 0 0 10 0 0 9 1 0 0 0 10 0 0 14 5 0 0 0 19

Hourly Total 0 2 176 36 6 0 3 223 0 5 35 6 0 0 0 46 0 2 43 6 0 0 0 51 0 2 74 17 0 1 0 941400 - 1415 0 0 43 9 4 0 0 56 0 0 10 4 0 0 0 14 0 0 14 2 0 0 0 16 0 0 21 6 0 0 0 271415 - 1430 0 0 56 13 2 0 0 71 0 0 9 1 0 0 0 10 0 0 10 0 0 0 0 10 0 0 21 3 0 0 0 241430 - 1445 0 2 56 12 1 0 0 71 0 0 14 1 0 0 0 15 0 0 13 1 0 0 0 14 0 0 27 5 0 1 0 331445 - 1500 0 0 56 8 1 0 0 65 0 1 14 5 1 0 0 21 0 0 8 1 0 0 0 9 0 0 23 6 0 0 0 29

Hourly Total 0 2 211 42 8 0 0 263 0 1 47 11 1 0 0 60 0 0 45 4 0 0 0 49 0 0 92 20 0 1 0 1131500 - 1515 0 1 46 13 1 1 0 62 0 0 13 2 0 0 0 15 0 0 11 1 0 0 0 12 0 0 28 7 1 1 0 371515 - 1530 0 2 68 8 0 1 2 81 0 0 12 2 0 0 0 14 0 0 14 2 0 0 0 16 0 0 36 7 1 2 0 461530 - 1545 0 1 58 10 1 0 1 71 0 0 16 3 0 0 0 19 0 0 16 1 0 0 0 17 0 0 36 6 2 0 0 441545 - 1600 0 0 58 12 1 2 0 73 0 0 11 3 0 0 0 14 0 0 11 1 0 0 0 12 0 1 32 6 0 0 0 39

Hourly Total 0 4 230 43 3 4 3 287 0 0 52 10 0 0 0 62 0 0 52 5 0 0 0 57 0 1 132 26 4 3 0 1661600 - 1615 0 4 63 13 3 0 1 84 0 0 12 2 0 0 0 14 0 0 12 1 0 0 0 13 0 0 35 6 0 2 0 431615 - 1630 0 0 55 16 1 2 1 75 0 0 8 2 0 0 0 10 0 0 12 1 0 0 0 13 0 0 29 6 0 0 0 351630 - 1645 0 2 67 14 1 1 0 85 0 0 9 2 0 0 0 11 0 0 11 1 0 0 0 12 0 0 32 6 1 0 0 391645 - 1700 0 1 48 13 1 1 0 64 0 0 10 1 0 0 0 11 0 0 6 0 0 0 0 6 0 0 22 4 0 0 0 26

Hourly Total 0 7 233 56 6 4 2 308 0 0 39 7 0 0 0 46 0 0 41 3 0 0 0 44 0 0 118 22 1 2 0 1431700 - 1715 0 2 44 14 1 0 0 61 0 0 12 1 0 0 0 13 0 0 9 0 0 0 0 9 0 0 30 6 1 0 0 371715 - 1730 0 0 46 13 0 0 0 59 0 0 8 1 0 0 0 9 0 0 7 0 0 0 0 7 0 0 18 4 0 0 1 231730 - 1745 0 0 44 16 0 1 0 61 0 0 8 1 0 0 0 9 0 2 6 0 0 0 0 8 0 0 16 2 0 0 0 181745 - 1800 0 0 40 9 0 0 0 49 0 0 10 3 0 0 0 13 0 0 9 1 0 0 0 10 0 0 26 7 0 0 0 33

Hourly Total 0 2 174 52 1 1 0 230 0 0 38 6 0 0 0 44 0 2 31 1 0 0 0 34 0 0 90 19 1 0 1 111

TOTAL 2 26 2102 410 56 26 15 2637 0 13 379 76 3 0 0 471 0 4 418 44 0 0 0 466 0 5 1015 239 22 18 1 1300

To A30 (North) To Carwin Rise (East) To Marsh Lane To A30 (South)

Hayle - Manual Traffic Survey, Tuesday 31st March 200913 J4 GriggJ4 J4 A30 J4 J4 N/A 7 2 ## FALSE FALSE FALSE FALSE



Vehicle Class:

Start Time:

End Time:

136 539 287

143 NORTH

505 278

952 482

1832

827 490 1790





A30 (East)Nut Lane

Griggs H

ill

A30

(Sou

th)

ALL CLASSES

1) 0800

1) 1200

Peak Hour

Hayle - Manual Traffic Survey, Saturday 28th March 2009Produced by The Paul Castle Consultancy


Approach: Griggs Hill


Hourly Total 0 0 81 9 0 0 0 90 0 0 73 11 2 0 0 86 0 0 44 5 0 0 0 491100 - 1115 0 0 11 1 1 0 0 13 0 0 13 2 0 0 0 15 0 0 7 1 0 0 0 81115 - 1130 0 0 13 1 0 0 0 14 0 0 16 1 0 0 1 18 0 0 7 1 0 0 0 81130 - 1145 0 0 10 0 0 0 0 10 0 1 14 0 1 1 0 17 0 0 7 0 0 0 0 71145 - 1200 0 0 12 1 0 0 0 13 0 0 18 1 0 0 0 19 0 0 7 1 0 0 0 8

Hourly Total 0 0 46 3 1 0 0 50 0 1 61 4 1 1 1 69 0 0 28 3 0 0 0 311200 - 1215 0 0 9 2 2 0 0 13 0 0 18 2 1 0 1 22 0 0 6 1 0 0 0 71215 - 1230 0 0 11 2 0 0 0 13 0 0 18 3 0 0 0 21 0 0 7 1 0 0 0 81230 - 1245 0 0 13 3 0 0 0 16 0 0 17 4 0 0 0 21 0 0 9 1 0 0 0 101245 - 1300 0 0 15 2 0 0 0 17 0 0 17 2 0 0 0 19 0 0 8 1 0 0 0 9

Hourly Total 0 0 48 9 2 0 0 59 0 0 70 11 1 0 1 83 0 0 30 4 0 0 0 341300 - 1315 0 0 16 1 0 0 0 17 0 0 19 1 0 0 0 20 0 0 7 0 0 0 0 71315 - 1330 0 0 18 1 0 0 0 19 0 0 21 2 0 0 0 23 0 0 8 1 0 0 0 91330 - 1345 0 0 20 1 0 0 1 22 0 0 24 4 0 0 1 29 0 0 9 1 0 0 0 101345 - 1400 0 0 18 1 0 0 0 19 0 0 23 3 0 0 0 26 0 0 8 0 0 0 0 8

Hourly Total 0 0 72 4 0 0 1 77 0 0 87 10 0 0 1 98 0 0 32 2 0 0 0 34

TOTAL 0 0 247 25 3 0 1 276 0 1 291 36 4 1 3 336 0 0 134 14 0 0 0 148

To A30 (East) To A30 (South) To Nut Lane



Approach: A30 (East)


Hourly Total 0 0 315 55 1 2 3 376 0 0 176 14 1 1 0 192 0 0 51 8 0 0 0 591100 - 1115 0 0 101 15 0 0 0 116 0 0 39 2 0 0 0 41 0 0 13 1 0 0 0 141115 - 1130 0 0 102 14 0 1 0 117 0 0 43 6 1 0 0 50 0 0 17 1 0 0 0 181130 - 1145 0 0 106 9 0 1 1 117 0 0 39 6 0 0 0 45 0 0 17 2 0 0 0 191145 - 1200 0 1 107 18 0 0 0 126 0 0 32 5 0 0 0 37 0 0 14 1 0 0 0 15

Hourly Total 0 1 416 56 0 2 1 476 0 0 153 19 1 0 0 173 0 0 61 5 0 0 0 661200 - 1215 0 0 107 15 2 0 1 125 0 0 35 2 0 0 0 37 0 0 11 2 0 0 0 131215 - 1230 0 0 119 11 1 0 2 133 0 0 36 3 1 1 0 41 0 0 14 2 0 0 0 161230 - 1245 0 0 111 8 5 0 0 124 0 0 55 4 1 0 0 60 0 0 20 4 0 1 0 251245 - 1300 0 0 131 8 1 0 0 140 0 0 54 1 0 0 0 55 0 0 22 2 0 0 0 24

Hourly Total 0 0 468 42 9 0 3 522 0 0 180 10 2 1 0 193 0 0 67 10 0 1 0 781300 - 1315 0 0 127 10 0 0 0 137 0 0 56 1 0 0 0 57 0 0 21 2 0 0 0 231315 - 1330 0 0 126 12 2 0 0 140 0 0 48 2 0 0 0 50 0 0 20 2 0 0 0 221330 - 1345 0 1 129 10 0 0 0 140 0 0 43 2 0 0 0 45 0 0 21 2 0 0 1 241345 - 1400 0 1 123 0 0 0 2 126 0 1 45 0 0 0 0 46 0 0 19 0 0 0 0 19

Hourly Total 0 2 505 32 2 0 2 543 0 1 192 5 0 0 0 198 0 0 81 6 0 0 1 88

TOTAL 0 3 1704 185 12 4 9 1917 0 1 701 48 4 2 0 756 0 0 260 29 0 1 1 291

To A30 (South) To Nut Lane To Griggs Hill



Approach: A30 (South)


Hourly Total 0 0 188 20 2 1 1 212 0 0 54 15 0 0 4 73 0 0 393 51 4 4 4 4561100 - 1115 0 0 59 10 0 0 0 69 0 0 22 5 0 0 0 27 0 0 113 19 1 0 0 1331115 - 1130 0 0 64 9 0 0 0 73 0 0 25 2 0 0 1 28 0 0 119 17 0 0 0 1361130 - 1145 0 0 69 12 0 0 0 81 0 0 29 3 0 0 0 32 0 0 123 16 1 0 0 1401145 - 1200 0 0 63 8 1 0 0 72 0 0 24 3 0 0 0 27 0 0 116 17 0 1 0 134

Hourly Total 0 0 255 39 1 0 0 295 0 0 100 13 0 0 1 114 0 0 471 69 2 1 0 5431200 - 1215 0 0 55 7 1 2 1 66 0 0 23 3 0 0 1 27 0 0 108 20 2 2 0 1321215 - 1230 0 0 61 6 0 0 0 67 0 0 24 4 0 0 0 28 0 0 107 15 0 0 2 1241230 - 1245 0 0 60 5 0 0 1 66 0 0 23 5 0 0 1 29 0 0 106 6 1 0 1 1141245 - 1300 0 0 49 4 0 0 0 53 0 0 22 5 0 0 1 28 0 0 105 12 1 0 0 118

Hourly Total 0 0 225 22 1 2 2 252 0 0 92 17 0 0 3 112 0 0 426 53 4 2 3 4881300 - 1315 0 0 46 2 0 0 0 48 0 0 22 4 0 0 0 26 0 0 104 14 0 0 0 1181315 - 1330 0 0 47 3 0 0 0 50 0 0 20 4 0 0 1 25 0 0 100 11 2 0 1 1141330 - 1345 0 0 47 4 0 0 1 52 0 0 21 2 0 0 1 24 0 2 102 6 0 2 0 1121345 - 1400 0 0 51 4 0 0 0 55 0 0 21 5 0 0 0 26 0 0 102 7 1 0 0 110

Hourly Total 0 0 191 13 0 0 1 205 0 0 84 15 0 0 2 101 0 2 408 38 3 2 1 454

TOTAL 0 0 859 94 4 3 4 964 0 0 330 60 0 0 10 400 0 2 1698 211 13 9 8 1941

To Nut Lane To Griggs Lane To A30 (East)



Approach: Nut Lane


Hourly Total 0 0 35 7 0 0 0 42 0 0 220 23 0 1 0 244 0 2 189 31 1 0 0 2231100 - 1115 0 0 8 1 0 0 0 9 0 0 48 2 1 0 0 51 0 0 61 15 1 0 1 781115 - 1130 0 0 8 1 0 0 0 9 0 0 45 4 0 0 0 49 0 0 52 8 0 1 0 611130 - 1145 0 0 9 2 0 0 0 11 0 0 38 4 0 0 0 42 0 4 53 6 0 0 0 631145 - 1200 0 0 8 1 0 0 0 9 0 0 35 5 0 0 0 40 0 1 60 7 0 0 0 68

Hourly Total 0 0 33 5 0 0 0 38 0 0 166 15 1 0 0 182 0 5 226 36 1 1 1 2701200 - 1215 0 0 7 1 0 0 0 8 0 0 29 2 1 0 0 32 0 0 65 8 0 0 1 741215 - 1230 0 0 8 2 0 0 0 10 0 0 36 4 0 0 0 40 0 0 63 6 0 0 0 691230 - 1245 0 0 10 3 0 0 0 13 0 0 46 5 0 1 0 52 0 0 57 7 0 0 0 641245 - 1300 0 0 11 2 0 0 0 13 0 0 47 3 0 0 0 50 0 0 53 7 0 0 0 60

Hourly Total 0 0 36 8 0 0 0 44 0 0 158 14 1 1 0 174 0 0 238 28 0 0 1 2671300 - 1315 0 0 10 1 0 0 0 11 0 0 50 4 0 1 0 55 0 0 60 11 0 0 2 731315 - 1330 0 0 9 2 0 0 0 11 0 0 44 3 0 0 0 47 0 0 53 8 0 0 0 611330 - 1345 0 0 9 1 0 0 0 10 0 1 39 2 0 0 0 42 0 2 47 8 0 0 0 571345 - 1400 0 0 8 1 0 0 0 9 0 0 40 1 0 0 0 41 0 2 51 13 0 1 1 68

Hourly Total 0 0 36 5 0 0 0 41 0 1 173 10 0 1 0 185 0 4 211 40 0 1 3 259

TOTAL 0 0 140 25 0 0 0 165 0 1 717 62 2 3 0 785 0 11 864 135 2 2 5 1019

To Griggs Hill To A30 (East) To A30 (South)

Hayle - Manual Traffic Survey, Saturday 28th March 200913 J3 MarsJ3 J3 RugbJ3 J3 N/A 7 1 ## FALSE FALSE FALSE FALSE


Junction: (3) Marsh Lane / Rugby Club / Retail Park

Vehicle Class:

Start Time:

End Time:

1059 116 369

901 NORTH

54 345

1 36

15

11 29 2





Marsh Lane (East)Retail Park

Marsh Lane

(North)

Rug

by C

lub

ALL CLASSES

1) 1000

1) 1400

Peak Hour



Approach: Marsh Lane (North)


Hourly Total 0 0 105 6 0 0 0 111 0 0 15 0 0 0 0 15 0 0 319 15 0 0 1 335 461100 - 1115 0 0 12 3 0 0 0 15 0 0 1 0 0 0 0 1 0 0 55 4 0 0 0 59 91115 - 1130 0 1 20 2 0 0 0 23 0 0 2 0 0 0 0 2 0 0 73 2 0 0 0 75 81130 - 1145 0 0 19 3 0 0 0 22 0 0 2 0 0 0 0 2 0 0 58 1 0 0 0 59 151145 - 1200 0 0 21 1 0 0 0 22 0 1 1 1 0 0 0 3 0 0 48 4 0 0 0 52 20

Hourly Total 0 1 72 9 0 0 0 82 0 1 6 1 0 0 0 8 0 0 234 11 0 0 0 245 521200 - 1215 0 0 14 1 0 0 0 15 0 0 5 0 0 0 0 5 0 0 56 1 0 0 0 57 381215 - 1230 0 0 20 2 0 0 0 22 0 0 7 0 0 0 0 7 0 0 66 0 0 0 0 66 491230 - 1245 0 0 18 0 0 0 0 18 0 0 2 0 0 0 0 2 0 0 57 3 0 0 0 60 191245 - 1300 0 0 25 2 0 0 1 28 0 0 11 1 0 0 0 12 0 0 47 0 0 0 3 50 26

Hourly Total 0 0 77 5 0 0 1 83 0 0 25 1 0 0 0 26 0 0 226 4 0 0 3 233 1321300 - 1315 0 0 31 1 0 0 0 32 0 0 11 4 0 0 0 15 0 0 40 6 0 0 0 46 281315 - 1330 0 0 19 1 0 0 1 21 0 0 21 4 0 0 0 25 0 0 57 1 0 0 1 59 251330 - 1345 0 0 14 0 0 0 0 14 0 0 13 0 0 0 0 13 0 0 68 1 0 0 0 69 331345 - 1400 0 0 25 1 0 0 0 26 0 0 13 1 0 0 0 14 0 0 69 3 0 0 0 72 36

Hourly Total 0 0 89 3 0 0 1 93 0 0 58 9 0 0 0 67 0 0 234 11 0 0 1 246 122

TOTAL 0 1 343 23 0 0 2 369 0 1 104 11 0 0 0 116 0 0 1013 41 0 0 5 1059 352

Left to Marsh Lane (East) S/B to Rugby Club Right to Retail Park U-Turns



Approach: Marsh Lane (East)


Hourly Total 0 0 1 0 0 0 0 1 0 0 9 3 0 0 0 12 0 0 66 7 1 0 0 74 31100 - 1115 0 0 1 0 0 0 0 1 0 0 1 0 0 0 0 1 0 0 18 2 0 0 0 20 01115 - 1130 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 23 4 0 0 0 27 01130 - 1145 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 14 2 0 0 0 16 01145 - 1200 0 0 0 0 0 0 0 0 0 0 4 0 0 0 0 4 0 0 18 5 0 0 0 23 1

Hourly Total 0 0 1 0 0 0 0 1 0 0 7 0 0 0 0 7 0 0 73 13 0 0 0 86 11200 - 1215 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 2 0 0 29 0 0 0 0 29 01215 - 1230 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 0 1 28 3 0 0 0 32 01230 - 1245 0 0 3 0 0 0 0 3 0 0 2 0 0 0 0 2 0 0 12 2 0 0 0 14 01245 - 1300 0 0 4 0 0 0 0 4 0 0 2 0 0 0 0 2 0 0 17 2 0 0 0 19 0

Hourly Total 0 0 7 0 0 0 0 7 0 0 7 1 0 0 0 8 0 1 86 7 0 0 0 94 01300 - 1315 0 0 2 0 0 0 0 2 0 0 1 0 0 0 0 1 0 0 24 1 0 0 1 26 01315 - 1330 0 0 2 0 0 0 0 2 0 0 5 0 0 0 0 5 0 0 22 2 0 0 0 24 01330 - 1345 0 0 1 0 0 0 0 1 0 0 2 0 0 0 0 2 0 0 19 2 0 0 0 21 01345 - 1400 0 0 1 0 0 0 0 1 0 0 1 0 0 0 0 1 0 0 19 1 0 0 0 20 1

Hourly Total 0 0 6 0 0 0 0 6 0 0 9 0 0 0 0 9 0 0 84 6 0 0 1 91 1

TOTAL 0 0 15 0 0 0 0 15 0 0 32 4 0 0 0 36 0 1 309 33 1 0 1 345 5

Left to Rugby Club W/B to Retail Park Right to Marsh Lane (North) U-Turns



Approach: Rugby Club


Hourly Total 0 0 1 0 0 0 0 1 0 0 5 0 0 0 0 5 0 0 0 0 0 0 0 01100 - 1115 0 0 1 0 0 0 0 1 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 01115 - 1130 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 01130 - 1145 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 11145 - 1200 0 0 1 0 0 0 0 1 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0

Hourly Total 0 0 2 0 0 0 0 2 0 0 3 0 0 0 0 3 0 0 1 0 0 0 0 11200 - 1215 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01215 - 1230 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 01230 - 1245 0 0 1 0 0 0 0 1 0 0 4 0 0 0 0 4 0 0 0 0 0 0 0 01245 - 1300 0 0 1 0 0 0 0 1 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 0

Hourly Total 0 0 4 0 0 0 0 4 0 0 8 0 0 0 0 8 0 0 0 0 0 0 0 01300 - 1315 0 0 2 0 0 0 0 2 0 0 3 0 0 0 0 3 0 0 1 0 0 0 0 11315 - 1330 0 0 1 0 0 0 0 1 0 0 5 0 0 0 0 5 0 0 0 0 0 0 0 01330 - 1345 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 3 0 0 0 0 0 0 0 01345 - 1400 0 0 1 0 0 0 0 1 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 0

Hourly Total 0 0 4 0 0 0 0 4 0 0 13 0 0 0 0 13 0 0 1 0 0 0 0 1

TOTAL 0 0 11 0 0 0 0 11 0 0 29 0 0 0 0 29 0 0 2 0 0 0 0 2

Left to Retail Park N/B to Marsh Lane (North) Right to Marsh Lane (East)



Approach: Retail Park


Hourly Total 0 0 214 1 0 0 0 215 0 0 21 1 0 0 0 22 0 0 0 0 0 0 0 01100 - 1115 0 0 53 1 0 0 0 54 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 01115 - 1130 0 0 51 2 0 0 0 53 0 0 3 1 0 0 0 4 0 0 1 0 0 0 0 11130 - 1145 0 0 60 2 0 0 0 62 0 0 5 0 0 0 0 5 0 0 0 0 0 0 0 01145 - 1200 0 0 55 3 0 0 0 58 0 0 3 0 0 0 0 3 0 0 0 0 0 0 0 0

Hourly Total 0 0 219 8 0 0 0 227 0 0 13 1 0 0 0 14 0 0 1 0 0 0 0 11200 - 1215 0 0 61 2 0 0 0 63 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 01215 - 1230 0 0 54 1 0 0 0 55 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 01230 - 1245 0 0 48 1 0 0 0 49 0 0 3 0 0 0 0 3 0 0 0 0 0 0 0 01245 - 1300 0 0 40 5 0 0 0 45 0 0 5 0 0 0 0 5 0 0 0 0 0 0 0 0

Hourly Total 0 0 203 9 0 0 0 212 0 0 11 0 0 0 0 11 0 0 0 0 0 0 0 01300 - 1315 0 0 55 2 0 0 0 57 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 01315 - 1330 0 0 64 2 0 0 0 66 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 01330 - 1345 0 0 59 2 0 0 0 61 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 01345 - 1400 0 0 60 3 0 0 0 63 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 0

Hourly Total 0 0 238 9 0 0 0 247 0 0 7 0 0 0 0 7 0 0 0 0 0 0 0 0

TOTAL 0 0 874 27 0 0 0 901 0 0 52 2 0 0 0 54 0 0 1 0 0 0 0 1

Left to Marsh Lane (North) E/B to Marsh Lane (East) Right to Rugby Club

Hayle - Queue Length Survey, Saturday 28th March 2009Produced by The Paul Castle Consultancy


TIME Lane 1 Lane 2 Lane 1 Lane 2 Lane 1 Lane 2 Lane 1 Lane 2 Lane 1 Lane 21000 - 1015 9 5 3 2 2 0 2 0 3 41015 - 1030 11 4 2 2 1 0 2 0 3 61030 - 1045 12 5 4 2 3 1 1 1 6 41045 - 1100 9 4 4 4 0 0 2 0 5 81100 - 1115 10 4 2 2 0 0 0 1 4 41115 - 1130 13 5 2 2 0 0 2 0 4 41130 - 1145 15 4 3 4 2 1 0 0 3 51145 - 1200 15 4 4 3 2 0 1 1 4 31200 - 1215 16 4 6 6 2 1 3 0 4 51215 - 1230 20+ 5 5 6 3 1 1 0 4 61230 - 1245 15 5 5 6 1 0 0 0 4 41245 - 1300 17 5 7 7 1 0 0 1 2 31300 - 1315 20+ 5 6 7 3 2 2 1 2 61315 - 1330 18 6 5 6 2 1 0 0 4 51330 - 1345 15 6 5 8 1 0 0 0 4 31345 - 1400 18 6 6 7 2 0 0 0 3 5

Carwin Rise (West)A30 (North) Carwin Rise (East) Marsh Lane A30 (South)

Hayle - Manual Traffic Survey, Saturday 28th March 20096 J1 A30 NJ1 J1 Mars J1 J1 C 7 1 FALSE ## FALSE ## FALSE ## 4 0 0



Vehicle Class:

Start Time:

End Time:

1095 819 615

566

255

1168 346

197

298

390 184

691 701

311

431

650 378 490





Carwin Rise (East)

Marsh Lane

A30

(Sou

th)

1498

1485

A30 (N

orth)

Carwin Rise (West)

ALL CLASSES

1) 1000

1) 1400

Peak Hour



Approach:A30 (North)


Hourly Total 0 0 96 10 0 0 0 106 0 0 188 10 0 0 0 198 0 0 253 43 2 1 3 302 0 0 162 30 4 0 11 2071100 - 1115 0 0 25 6 0 0 0 31 0 0 32 2 0 0 0 34 0 0 79 10 0 0 0 89 0 1 52 10 0 2 1 661115 - 1130 0 0 35 2 0 0 0 37 0 0 46 1 0 0 0 47 0 0 84 10 0 0 0 94 0 0 61 5 2 0 3 711130 - 1145 0 0 39 3 0 0 0 42 0 0 43 1 0 0 0 44 0 0 86 6 0 0 1 93 0 0 70 3 0 0 1 741145 - 1200 0 1 43 3 0 0 0 47 0 1 36 3 0 0 0 40 0 1 76 16 0 0 0 93 0 0 59 10 2 0 2 73

Hourly Total 0 1 142 14 0 0 0 157 0 1 157 7 0 0 0 165 0 1 325 42 0 0 1 369 0 1 242 28 4 2 7 2841200 - 1215 0 0 39 4 0 0 0 43 0 0 43 3 0 0 0 46 0 0 64 14 2 0 0 80 0 2 65 12 0 0 2 811215 - 1230 0 0 44 1 0 0 0 45 0 0 69 1 0 0 0 70 0 0 92 4 2 1 3 102 0 1 78 3 0 0 0 821230 - 1245 0 0 46 1 0 0 0 47 0 0 45 1 0 0 0 46 0 0 103 5 2 1 0 111 0 0 65 5 0 0 1 711245 - 1300 0 0 45 2 0 0 0 47 0 0 50 1 0 0 4 55 0 0 108 2 1 0 0 111 0 0 70 3 0 0 0 73

Hourly Total 0 0 174 8 0 0 0 182 0 0 207 6 0 0 4 217 0 0 367 25 7 2 3 404 0 3 278 23 0 0 3 3071300 - 1315 0 0 41 3 2 0 0 46 0 0 48 4 0 0 0 52 0 0 103 6 0 0 0 109 0 0 73 4 2 0 0 791315 - 1330 0 0 43 3 0 0 0 46 0 0 58 3 0 0 2 63 0 0 107 8 1 0 0 116 0 0 80 4 0 0 2 861330 - 1345 0 0 32 3 0 0 0 35 0 0 55 1 0 0 0 56 0 0 95 6 0 0 1 102 0 0 57 6 0 0 0 631345 - 1400 0 0 41 2 0 0 0 43 0 0 66 2 0 0 0 68 0 1 93 0 0 0 2 96 0 1 61 6 0 0 1 69

Hourly Total 0 0 157 11 2 0 0 170 0 0 227 10 0 0 2 239 0 1 398 20 1 0 3 423 0 1 271 20 2 0 3 297

TOTAL 0 1 569 43 2 0 0 615 0 1 779 33 0 0 6 819 0 2 1343 130 10 3 10 1498 0 5 953 101 10 2 24 1095

To Carwin Rise (East) To Marsh Lane To A30 (South) To Carwin Rise (West)



Approach:Carwin Rise (East)


Hourly Total 0 0 48 2 0 0 0 50 0 0 66 8 0 0 0 74 0 0 43 8 0 0 0 51 0 0 124 13 0 0 0 1371100 - 1115 0 0 7 1 0 0 0 8 0 0 15 3 0 0 0 18 0 0 9 3 0 0 0 12 0 0 28 3 0 0 0 311115 - 1130 0 1 10 1 0 0 0 12 0 0 19 4 0 0 0 23 0 0 10 2 0 0 0 12 0 0 29 3 0 0 0 321130 - 1145 0 0 8 1 0 0 0 9 0 0 14 4 0 0 0 18 0 0 14 2 0 0 0 16 0 0 28 4 0 0 0 321145 - 1200 0 0 8 1 0 0 0 9 0 0 15 4 0 0 0 19 0 0 12 3 0 0 0 15 0 0 27 4 0 0 0 31

Hourly Total 0 1 33 4 0 0 0 38 0 0 63 15 0 0 0 78 0 0 45 10 0 0 0 55 0 0 112 14 0 0 0 1261200 - 1215 0 0 14 0 0 0 0 14 0 0 20 1 0 0 0 21 0 1 20 1 0 0 0 22 0 0 33 4 0 0 0 371215 - 1230 0 0 12 1 0 0 0 13 0 0 14 3 0 0 0 17 0 0 13 2 0 0 0 15 0 0 22 2 0 0 0 241230 - 1245 0 0 10 1 0 0 0 11 0 0 23 3 2 0 0 28 0 0 16 3 0 0 0 19 0 0 33 5 0 0 0 381245 - 1300 0 0 13 0 0 0 0 13 0 0 29 2 0 0 0 31 0 0 19 2 0 0 0 21 0 0 41 2 0 0 0 43

Hourly Total 0 0 49 2 0 0 0 51 0 0 86 9 2 0 0 97 0 1 68 8 0 0 0 77 0 0 129 13 0 0 0 1421300 - 1315 0 0 14 1 0 0 0 15 0 0 28 1 0 0 0 29 0 0 21 1 0 0 0 22 0 0 39 4 1 0 0 441315 - 1330 0 0 13 1 0 0 0 14 0 0 22 3 1 0 0 26 0 0 18 2 0 0 0 20 0 0 37 2 0 0 3 421330 - 1345 0 0 11 1 0 0 0 12 0 1 18 2 0 0 0 21 0 0 10 2 0 0 0 12 0 0 29 6 0 0 1 361345 - 1400 0 0 16 1 0 0 0 17 0 0 21 0 0 0 0 21 0 0 15 3 0 0 0 18 0 0 35 4 0 0 0 39

Hourly Total 0 0 54 4 0 0 0 58 0 1 89 6 1 0 0 97 0 0 64 8 0 0 0 72 0 0 140 16 1 0 4 161

TOTAL 0 1 184 12 0 0 0 197 0 1 304 38 3 0 0 346 0 1 220 34 0 0 0 255 0 0 505 56 1 0 4 566

To Marsh Lane To A30 (South) To Carwin Rise (West) To A30 (North)



Approach:Marsh Lane


Hourly Total 0 0 87 5 0 0 0 92 0 0 54 2 0 0 0 56 0 0 156 4 1 0 0 161 0 0 30 1 0 0 0 311100 - 1115 0 0 22 1 0 0 0 23 0 0 12 1 0 0 0 13 0 0 40 1 0 0 0 41 0 0 7 0 0 0 0 71115 - 1130 0 0 22 2 0 0 0 24 0 0 16 2 0 0 0 18 0 0 36 2 0 0 0 38 0 0 9 0 0 0 0 91130 - 1145 0 0 22 1 0 0 0 23 0 0 18 1 0 0 0 19 0 0 39 2 0 0 0 41 0 0 9 1 0 0 0 101145 - 1200 0 0 23 2 0 0 0 25 0 0 19 2 0 0 0 21 0 0 37 5 0 0 0 42 0 0 12 2 0 0 0 14

Hourly Total 0 0 89 6 0 0 0 95 0 0 65 6 0 0 0 71 0 0 152 10 0 0 0 162 0 0 37 3 0 0 0 401200 - 1215 0 0 29 1 0 0 0 30 0 0 29 1 0 0 0 30 0 0 49 1 0 0 0 50 0 0 19 1 0 0 0 201215 - 1230 0 0 32 3 0 0 0 35 0 1 28 2 0 0 0 31 0 0 51 3 0 0 0 54 0 0 17 1 0 0 0 181230 - 1245 0 0 23 1 0 0 0 24 0 0 16 1 0 0 0 17 0 0 33 2 0 0 0 35 0 0 10 0 0 0 0 101245 - 1300 0 0 25 2 0 0 0 27 0 0 15 2 0 0 0 17 0 0 34 2 0 0 0 36 0 0 11 1 0 0 0 12

Hourly Total 0 0 109 7 0 0 0 116 0 1 88 6 0 0 0 95 0 0 167 8 0 0 0 175 0 0 57 3 0 0 0 601300 - 1315 0 0 31 2 0 0 0 33 0 0 23 0 0 0 0 23 0 0 43 2 0 0 1 46 0 0 12 0 0 0 0 121315 - 1330 0 0 29 2 0 0 0 31 0 0 24 1 0 0 0 25 0 0 49 2 0 0 0 51 0 0 12 1 0 0 0 131330 - 1345 0 0 32 2 0 0 0 34 0 0 18 1 0 0 0 19 0 0 50 3 0 0 0 53 0 0 11 1 0 0 0 121345 - 1400 0 0 30 0 0 0 0 30 0 0 20 2 0 0 0 22 0 0 50 3 0 0 0 53 0 0 14 2 0 0 0 16

Hourly Total 0 0 122 6 0 0 0 128 0 0 85 4 0 0 0 89 0 0 192 10 0 0 1 203 0 0 49 4 0 0 0 53

TOTAL 0 0 407 24 0 0 0 431 0 1 292 18 0 0 0 311 0 0 667 32 1 0 1 701 0 0 173 11 0 0 0 184

To A30 (South) To Carwin Rise (West) To A30 (North) To Carwin Rise (East)



Approach:A30 (South)


Hourly Total 0 0 122 23 0 1 0 146 0 0 358 46 2 4 4 414 0 0 72 5 2 0 0 79 0 0 142 8 0 0 0 1501100 - 1115 0 0 34 5 0 0 0 39 0 0 101 12 3 0 0 116 0 0 15 3 0 0 0 18 0 0 23 2 0 0 0 251115 - 1130 0 0 39 7 0 0 0 46 0 0 87 12 0 0 0 99 0 0 23 2 0 0 0 25 0 0 27 1 0 0 0 281130 - 1145 0 0 40 6 0 0 0 46 0 0 88 8 0 0 0 96 0 0 20 5 0 0 0 25 0 0 23 2 0 0 0 251145 - 1200 0 0 38 7 0 0 0 45 0 0 77 10 1 1 0 89 0 0 26 3 0 0 0 29 0 0 23 3 0 0 0 26

Hourly Total 0 0 151 25 0 0 0 176 0 0 353 42 4 1 0 400 0 0 84 13 0 0 0 97 0 0 96 8 0 0 0 1041200 - 1215 0 0 38 11 0 2 0 51 0 0 61 9 3 0 0 73 0 0 23 4 2 0 0 29 0 0 25 0 0 0 0 251215 - 1230 0 0 35 6 0 0 0 41 0 0 65 8 0 0 2 75 0 0 21 3 0 0 0 24 0 0 32 3 0 0 0 351230 - 1245 0 0 38 7 0 0 0 45 0 0 79 8 0 1 1 89 0 0 25 1 0 0 0 26 0 0 24 1 0 0 0 251245 - 1300 0 0 37 5 0 0 0 42 0 0 79 7 2 0 0 88 0 0 25 4 0 0 0 29 0 0 25 1 0 0 0 26

Hourly Total 0 0 148 29 0 2 0 179 0 0 284 32 5 1 3 325 0 0 94 12 2 0 0 108 0 0 106 5 0 0 0 1111300 - 1315 0 0 41 3 0 0 0 44 0 0 79 11 0 1 0 91 0 0 23 2 0 0 0 25 0 0 27 3 0 0 0 301315 - 1330 0 0 38 3 0 0 0 41 0 0 76 8 0 0 0 84 0 0 21 2 2 0 0 25 0 0 27 2 0 0 0 291330 - 1345 0 0 29 2 0 1 0 32 0 0 82 5 0 1 2 90 0 3 19 1 0 0 0 23 0 0 31 1 0 0 0 321345 - 1400 0 0 29 3 0 0 0 32 0 0 77 4 0 0 0 81 0 0 21 0 0 0 0 21 0 0 32 2 0 0 0 34

Hourly Total 0 0 137 11 0 1 0 149 0 0 314 28 0 2 2 346 0 3 84 5 2 0 0 94 0 0 117 8 0 0 0 125

TOTAL 0 0 558 88 0 4 0 650 0 0 1309 148 11 8 9 1485 0 3 334 35 6 0 0 378 0 0 461 29 0 0 0 490

To Carwin Rise (West) To A30 (North) To Carwin Rise (East) To Marsh Lane



Approach:Carwin Rise (West)


Hourly Total 0 0 249 28 3 0 3 283 0 0 51 3 0 0 0 54 0 0 103 5 0 0 1 109 0 0 136 22 0 2 1 1611100 - 1115 0 0 74 7 3 0 2 86 0 0 12 3 0 0 0 15 0 0 15 2 0 0 0 17 0 0 38 5 0 0 0 431115 - 1130 0 0 62 4 0 0 0 66 0 0 15 1 0 0 0 16 0 0 20 1 0 0 0 21 0 0 38 5 1 1 0 451130 - 1145 0 0 67 4 0 0 0 71 0 0 16 3 0 0 0 19 0 0 19 1 0 0 0 20 0 0 38 5 0 1 0 441145 - 1200 0 0 66 4 1 0 1 72 0 0 22 2 0 0 0 24 0 0 20 2 0 0 0 22 0 0 40 4 0 0 0 44

Hourly Total 0 0 269 19 4 0 3 295 0 0 65 9 0 0 0 74 0 0 74 6 0 0 0 80 0 0 154 19 1 2 0 1761200 - 1215 0 0 69 4 0 0 3 76 0 0 26 3 0 0 0 29 0 0 29 1 0 0 0 30 0 0 42 4 0 0 0 461215 - 1230 0 0 58 3 0 0 0 61 0 0 18 1 2 0 0 21 0 0 24 2 0 0 0 26 0 0 35 5 0 0 0 401230 - 1245 0 1 56 8 0 0 1 66 0 0 16 1 0 0 0 17 0 0 16 1 0 0 0 17 0 0 32 6 2 0 0 401245 - 1300 0 0 64 6 0 0 0 70 0 0 20 4 0 0 0 24 0 0 21 1 0 0 0 22 0 0 46 4 0 0 0 50

Hourly Total 0 1 247 21 0 0 4 273 0 0 80 9 2 0 0 91 0 0 90 5 0 0 0 95 0 0 155 19 2 0 0 1761300 - 1315 0 0 59 12 1 0 0 72 0 0 17 3 1 0 0 21 0 0 20 4 0 0 0 24 0 0 42 4 0 0 0 461315 - 1330 0 1 63 4 0 0 2 70 0 0 16 2 0 0 0 18 0 0 22 2 0 0 0 24 0 0 39 3 0 0 0 421330 - 1345 0 0 74 11 2 0 1 88 0 0 17 2 0 0 0 19 0 0 28 1 0 0 0 29 0 0 46 4 0 0 0 501345 - 1400 0 2 67 13 3 0 2 87 0 0 18 3 0 0 0 21 0 0 26 3 0 0 0 29 0 0 40 0 0 0 0 40

Hourly Total 0 3 263 40 6 0 5 317 0 0 68 10 1 0 0 79 0 0 96 10 0 0 0 106 0 0 167 11 0 0 0 178

TOTAL 0 4 1028 108 13 0 15 1168 0 0 264 31 3 0 0 298 0 0 363 26 0 0 1 390 0 0 612 71 3 4 1 691

To A30 (North) To Carwin Rise (East) To Marsh Lane To A30 (South)

Hayle - Manual Traffic Survey, Saturday 28th March 200913 J4 GriggJ4 J4 A30 J4 J4 N/A 7 1 ## FALSE FALSE FALSE FALSE



Vehicle Class:

Start Time:

End Time:

148 336 276

165 NORTH

785 291

1019 756

1917

964 400 1941





A30 (East)Nut Lane

Griggs H

ill

A30

(Sou

th)

ALL CLASSES

1) 1000

1) 1400

Peak Hour


APPENDIX I

APPENDIX I Hayle RFC Traffic Diagram


APPENDIX J

APPENDIX J Hayle RFC HA Response Letter


APPENDIX K

APPENDIX K Derived Traffic Diagrams used to inform Modeling

A30 Westbound

0 0 0 0

0000

Carwin Rise Eastbound Carwin Rise Westbound

0000

0 0 0 0

A30 Eastbound 0 0 0 0

Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2012 Base + Consented Flows AM

Time Period:AM Peak 08:00 - 09:00


A30 Westbound

278 403 97 144

4083425

106


234355616

67 479 37 28


Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2009 Surveyed Flows AM



A30 Westbound

344 459 126 192

2304434

111


172638522

161 436 83 53

A30 Eastbound 71 57 144 30

Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2009 Surveyed Flows PM

Time Period:PM Peak 17:00 - 18:00


TEMPRO 1.07

A30 Westbound

297 430 103 154

4353627

113


250376017

71 511 39 30


Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2012 TEMPRO Flows AM



TEMPRO 1.06

A30 Westbound

366 488 134 204

2454736

118


183679023

171 464 88 56

A30 Eastbound 76 61 153 32

Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2012 TEMPRO Flows PM



TEMPRO 1.24

A30 Westbound

344 498 120 178

5044231

131


289436920

83 592 46 35


Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2020 TEMPRO Flows AM



TEMPRO 1.23

A30 Westbound

424 566 155 237

2835442

137


21278

10527

198 537 102 65

A30 Eastbound 87 70 177 37

Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2020 TEMPRO Flows PM



Seasonal 1.30

A30 Westbound

385 559 135 200

5664735

147


324497822

93 664 51 39


Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2012 Seasonal Base AM



Seasonal 1.30

A30 Westbound

476 635 174 265

3186147

153


23887

11830

223 603 115 73

A30 Eastbound 98 79 199 41

Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2012 Seasonal Base PM



Seasonal 1.30

A30 Westbound

447 648 156 231

6565540

170


376569026

108 770 59 45

A30 Eastbound 34 21 103 13

Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2020 Seasonal Base AM



Seasonal 1.30

A30 Westbound

551 735 202 308

3687054

178


27610113635

258 698 133 85

A30 Eastbound 114 91 231 48

Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2020 Seasonal Base PM



A30 Westbound

109 0 0 0

77305015


04300

14 0 0 0


Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle Committed Development AM



A30 Westbound

112 0 0 0

134523824


04400

15 0 0 0


Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle Committed Development PM



A30 Westbound

406 430 103 154

5126677

128


250806017

85 511 39 30


Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2012 Base + ING Flows AM



A30 Westbound

478 488 134 204

3799974

142


1831119023

186 464 88 56

A30 Eastbound 76 61 153 32

Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2012 Base + ING Flows PM



A30 Westbound

453 498 120 178

5817281

146


289866920

97 592 46 35


Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2020 Base + ING Flows AM



A30 Westbound

536 566 155 237

41710680

161


21212210527

213 537 102 65

A30 Eastbound 87 70 177 37

Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2020 Base + ING Flows PM



A30 Westbound

494 559 135 200

6437785

162


324927822

107 664 51 39


Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2012 Seasonal + ING Flows AM



A30 Westbound

588 635 174 265

45211385

177


23813111830

238 603 115 73

A30 Eastbound 98 79 199 41

Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2012 Seasonal + ING Flows PM



A30 Westbound

556 648 156 231

7338590

185


376999026

122 770 59 45

A30 Eastbound 34 21 103 13

Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2020 Seasonal + ING Flows AM



A30 Westbound

663 735 202 308

50212292

202


27614513635

273 698 133 85

A30 Eastbound 114 91 231 48

Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2020Seasonal + ING Flows PM



X = Departures

X = Arrivals A30 Westbound

0 0 127 0

00

640


000

21

0 0 0 72


Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle Development Flows AM



X = Departures

X = Arrivals A30 Westbound

0 0 185 0

00

1180


000

31

0 0 0 143

A30 Eastbound 157 135 194 36

Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle Development Flows PM



Seasonal 1.27

A30 Westbound

0 0 161 0

00

810


000

27

0 0 0 91

A30 Eastbound 79 55 109 15

Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle Development Seasonal AM Flows



Seasonal 1.27

A30 Westbound

0 0 235 0

00

1500


000

39

0 0 0 182

A30 Eastbound 199 171 246 46

Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle Development Seasonal PM Flows



A30 Westbound

406 430 230 154

51266

141128


250806038

85 511 39 102

A30 Eastbound 84 57 154 21

Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2012 + Development Flows AM



A30 Westbound

478 488 319 204

37999

192142


1831119054

186 464 88 199

A30 Eastbound 233 196 347 68

Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2012 + Development Flows PM



A30 Westbound

453 498 247 178

58172

145146


289866941

97 592 46 107

A30 Eastbound 88 59 165 22

Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2020 + Development Flows AM



A30 Westbound

536 566 340 237

417106198161


21212210558

213 537 102 208

A30 Eastbound 244 205 371 73

Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2020 + Development Flows PM



A30 Westbound

494 559 296 200

64377

166162


324927849

107 664 51 130

A30 Eastbound 108 73 198 26

Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2012 + Seasonal All Flows AM



A30 Westbound

588 635 409 265

452113235177


23813111870

238 603 115 255

A30 Eastbound 298 250 445 87

Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2012 + Seasonal All Flows PM



A30 Westbound

556 648 317 231

73385

171185


376999052

122 770 59 136

A30 Eastbound 112 76 212 28

Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2020 + Seasonal All Flows AM



A30 Westbound

663 735 437 308

502122242202


27614513675

273 698 133 267

A30 Eastbound 313 263 477 94

Marsh Lane / Site


Proposed Retail Development, Loggans Moor, Hayle 2020 + Seasonal All Flows PM



B3301 Griggs Hill

32 189 50

4897

347

A3047 Nut Lane A30 Westbound

4986

453

251 180 464

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle 2009 Surveyed Flows AM



B3301 Griggs Hill

42 109 69

42155238


85155483

271 150 510

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle 2009 Surveyed Flows PM



TEMPRO 1.07

B3301 Griggs Hill

34 202 53

51103370


5292

483

268 192 495

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle 2012 TEMPRO Flows AM



TEMPRO 1.06

B3301 Griggs Hill

45 116 73

45165253


90165514

288 160 542

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle 2012 TEMPRO Flows PM



TEMPRO 1.24

B3301 Griggs Hill

40 234 62

59120429


61106560

310 223 574

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle 2020 TEMPRO Flows AM



TEMPRO 1.23

B3301 Griggs Hill

52 134 85

52191293


105191595

334 185 628

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle 2020 TEMPRO Flows PM



TEMPRO 1.07

Seasonal 1.30B3301 Griggs Hill

44 262 69

67135481


68119628

348 250 643

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle 2012 TEMPRO + Seasonal Flows AM



TEMPRO 1.06


58 151 95

58214329


118214668

375 207 705

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle 2012 TEMPRO + Seasonal PM



TEMPRO 1.24


49 289 76

73148530


75131692

384 275 709

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle 2020 TEMPRO + Seasonal Flows AM



TEMPRO 1.23


67 175 111

67248381


136248774

434 240 817

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle 2020 TEMPRO + Seasonal Flows PM



B3301 Griggs Hill

12 108 13

9110


99

21

0 113 23

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle Committed Development AM



B3301 Griggs Hill

17 156 18

10110


111125

0 182 24

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle Committed Development PM



TEMPRO 1.07

B3301 Griggs Hill

46 310 66

60114370


61101504

268 305 518

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle 2012 TEMPRO + ING Flows AM



TEMPRO 1.06

B3301 Griggs Hill

62 272 91

55176253


101176539

288 342 566

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle 2012 TEMPRO + ING Flows PM



TEMPRO 1.24

B3301 Griggs Hill

52 342 75

68131429


70115581

310 336 597

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle 2020 TEMPRO + ING Flows AM



TEMPRO 1.23

B3301 Griggs Hill

84 331 129

77259381


147259799

434 422 841

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle 2020 TEMPRO + ING Flows PM



TEMPRO 1.07


56 370 82

76146481


77128649

348 363 666

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle 2012 Committed + Seasonal Flows AM



TEMPRO 1.06


75 307 113

68225329


129225693

375 389 729

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle 2012 Committed + Seasonal PM



TEMPRO 1.24


61 397 89

82159530


84140713

384 388 732

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle 2012 Committed + Seasonal Flows AM



TEMPRO 1.23


84 331 129

77259381


147259799

434 422 841

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle 2020 Committed + Seasonal Flows PM



B3301 Griggs Hill

0 0 5

0100


59

47

0 0 50

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle Development Flows AM



B3301 Griggs Hill

0 0 14

0300


1832

101

0 0 99

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle Development Flows PM



Seasonal 1.27

B3301 Griggs Hill

0 0 6

0130


61160

0 0 64

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle Seasonal Development Flows AM



Seasonal 1.27

B3301 Griggs Hill

0 0 18

0380


2341

128

0 0 126

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle Seasonal Development Flows PM



TEMPRO 1.07

B3301 Griggs Hill

46 310 71

60124370


66110551

268 305 568

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle 2012 TEMPRO + ING + Dev AM



TEMPRO 1.06

B3301 Griggs Hill

62 272 105

55206253


119208640

288 342 665

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle 2012 TEMPRO + ING + Dev PM



TEMPRO 1.24

B3301 Griggs Hill

52 342 80

68141429


75124628

310 336 647

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle 2020 TEMPRO + ING + Dev AM



TEMPRO 1.23

B3301 Griggs Hill

84 331 143

77289381


165291900

434 422 940

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle 2020 TEMPRO + ING + Dev PM



TEMPRO 1.07


56 370 89

76158481


83140709

348 363 730

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle 2012 Committed + Seasonal + SDev Flows AM



TEMPRO 1.06


75 307 131

68263329


151266821

375 389 855

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle 2012 Committed + Seasonal + SDev Flows PM



TEMPRO 1.24


61 397 96

82172530


90152773

384 388 796

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle 2020 Committed + Seasonal + SDev Flows AM



TEMPRO 1.23


84 331 146

77297381


170300927

434 422 967

A30 Eastbound


Proposed Retail Development impact at St Erth Gyratory, Hayle 2020 Committed + Seasonal + SDev Flows PM




APPENDIX L

APPENDIX L WCSP Shoppers Survey

Western Cornwall Retail Park - Customers’ Interview Survey

1.1.1 In order to gain a full picture of the prevailing Retail demand, retail catchment area

and journey purposes at the neighbouring West Cornwall Retail Park, a shopper’s

interview survey was conducted on:

• Friday 22nd of May 2009 between 10:00-18:00

• Saturday 23rd of May 2009 between 09:00-13:00

1.1.2 with the following questions:

Table 9.1 Shoppers Interview Survey

1.1.3 During the 2-day survey, 6 enumerators were positioned at the main entrance of

each individual store interviewing 975 customers. The collected journey information

was interpreted and tabulated as follows:

Friday Survey – 22nd of May 2009

1.1.4 On Friday 22nd of May, a total of 602 shoppers were interviewed of which 153 were

identified as tourists, leaving approximately 75% of the respondents as local i.e.

considered to be residents in the area. The purposes of these recorded journeys are

further broken down as follows:

Table 9.2 Friday Survey – Journey Purposes

1.1.5 21% of these local based trips originated within the Hayle area, and a further 65%

were from Camborne/Redruth, St. Ives, or Penzance. The origin/ home address of

the recorded journeys are illustrated within Appendix G.

Saturday Survey – 23rd of May 2009

1.1.6 On Saturday the 23rd of May, a total of 373 visitors were interviewed of which 24%

were identified as tourist associated with the remaining 285 journeys made by local

shoppers. A detailed break-down of the reported journeys are summarised as follow:

Table 9.3 Saturday Survey – Journey Purpose

1.1.7 Similar to Friday’s Survey, over 80% of these local based trips originated within the

Hayle area Camborne/Redruth, St. Ives, or Penzance with approximately 26%

originating in Hayle. The origin/ home address of the recorded journeys are illustrated

within Appendix G.

1.1.8 During the 2-day survey, a total of 203 customers, recorded as living in Hayle and St

Ives area, responded that:

• 55% remained local for their regular food Retail with the remaining split 50/50

between Penzance and Camborne area.

• Approximately 74% of the journeys had the sole purpose of Retail, whilst, the

remaining percentage are evenly split between work related and other Retail

trips.

1.1.9 The Shoppers’ Interview Survey reveals that:

• As a result of tourism, the number of visitors to the retail park increased by

30-35%.

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APPENDIX M

APPENDIX M Multi Modal TRICS Datasets

TRICS 2010(b)v6.6.2 280910 B14.41 (C) 2010 JMP Consultants Ltd on behalf of the TRICS Consortium Friday 26/11/10

Superstore Multimodal Page 1

BYWAYS & HIGHWAYS LTD TOLVADDON ENERGY PARK CAMBORNE Licence No: 540501

TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 01 - RETAIL

Category : A - FOOD SUPERSTORE

MULTI-MODAL VEHICLES

Selected regions and areas:

03 SOUTH WEST

GS GLOUCESTERSHIRE 1 days

05 EAST MIDLANDS

LE LEICESTERSHIRE 1 days

NT NOTTINGHAMSHIRE 1 days

06 WEST MIDLANDS

SH SHROPSHIRE 1 days

10 WALES

CF CARDIFF 1 days

17 ULSTER (NORTHERN IRELAND)

AN ANTRIM 1 days

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

Filtering Stage 2 selection:

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

are included in the trip rate calculation.

Parameter: Gross floor area

Range: 4212 to 7950 (units: sqm)

Public Transport Provision:

Selection by: Include all surveys

Date Range: 01/01/02 to 08/07/10

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:

Thursday 1 days

Friday 5 days

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

Selected survey types:

Manual count 6 days

Directional ATC Count 0 days

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

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

undertaking using machines.

Selected Locations:

Suburban Area (PPS6 Out of Centre) 3

Edge of Town 3

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:

Commercial Zone 1

Residential Zone 2

Built-Up Zone 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:

A 1 6 days

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

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

Population within 1 mile:

5,001 to 10,000 1 days

15,001 to 20,000 1 days

20,001 to 25,000 2 days

25,001 to 50,000 2 days

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

Population within 5 miles:

75,001 to 100,000 1 days

125,001 to 250,000 1 days

250,001 to 500,000 4 days


Car ownership within 5 miles:

0.6 to 1.0 3 days

1.1 to 1.5 3 days

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

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

Petrol filling station:

Excluded from count or no filling station 0 days

Included in the survey count 6 days

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

of surveys that do not.

Travel Plan:

No 6 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 AN-01-A-01 TESCO, BELFAST ANTRIM

KNOCKNAGONEY ROAD

KNOCKNAGONEY

BELFAST

Edge of Town

Residential Zone

Total Gross floor area: 6 9 4 5 sqm

Survey date: FRIDAY 03/10/03 Survey Type: MANUAL

2 CF-01-A-02 MORRISONS, CARDIFF CARDIFF

TY-GLAS ROAD

LLANISHEN

CARDIFF

Suburban Area (PPS6 Out of Centre)

Built-Up Zone



3 GS-01-A-03 SAINSBURYS, GLOUCESTER GLOUCESTERSHIRE

BARNETT WAY

BARNWOOD

GLOUCESTER

Edge of Town

Commercial Zone



4 LE-01-A-01 SAINSBURYS, LEICESTER LEICESTERSHIRE

GLEN ROAD

OADBY

LEICESTER

Edge of Town

Residential Zone



5 NT-01-A-04 SAINSBURYS, NOTTINGHAM NOTTINGHAMSHIRE

NOTTINGHAM ROAD

ARNOLD

NOTTINGHAM


Built-Up Zone



6 SH-01-A-02 MORRISONS, SHREWSBURY SHROPSHIRE

WHITCHURCH ROAD

DITHERINGTON

SHREWSBURY


No Sub Category


Survey date: THURSDAY 11/06/09 Survey Type: MANUAL

This section provides a list of all survey sites and days in the selected set. For each individual survey site, it displays a

unique site reference code and site address, the selected trip rate calculation parameter and its value, the day of the week

and date of each survey, and whether the survey was a manual classified count or an ATC count.




TRIP RATE for Land Use 01 - RETAIL/A - FOOD SUPERSTORE


Calculation factor: 100 sqm

BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS

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

Time Range Days GFA Rate Days GFA Rate Days GFA Rate

0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00

6 6225 2.150 6 6225 1.713 6 6225 3.86307:00 - 08:00

6 6225 4.345 6 6225 2.838 6 6225 7.18308:00 - 09:00

6 6225 5.928 6 6225 4.241 6 6225 10.16909:00 - 10:00

6 6225 6.230 6 6225 5.625 6 6225 11.85510:00 - 11:00

6 6225 6.447 6 6225 6.367 6 6225 12.81411:00 - 12:00

6 6225 6.803 6 6225 6.752 6 6225 13.55512:00 - 13:00

6 6225 6.335 6 6225 6.522 6 6225 12.85713:00 - 14:00

6 6225 5.850 6 6225 6.120 6 6225 11.97014:00 - 15:00

6 6225 6.144 6 6225 6.351 6 6225 12.49515:00 - 16:00

6 6225 6.404 6 6225 6.262 6 6225 12.66616:00 - 17:00

6 6225 6.380 6 6225 6.921 6 6225 13.30117:00 - 18:00

6 6225 5.928 6 6225 6.610 6 6225 12.53818:00 - 19:00

6 6225 4.530 6 6225 5.248 6 6225 9.77819:00 - 20:00

6 6225 3.033 6 6225 3.767 6 6225 6.80020:00 - 21:00

6 6225 1.925 6 6225 2.439 6 6225 4.36421:00 - 22:00

2 5403 0.333 2 5403 0.648 2 5403 0.98122:00 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00

Total Rates: 7 8.765 7 8.424 157.189

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: 4212 - 7950 (units: sqm)

Survey date date range: 01/01/02 - 08/07/10

Number of weekdays (Monday-Friday): 6

Number of Saturdays: 0

Number of Sundays: 0

Surveys manually removed from selection: 0

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

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

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

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

the standard filtering procedure are displayed.





MULTI-MODAL OGVS






0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00

6 6225 0.035 6 6225 0.035 6 6225 0.07007:00 - 08:00

6 6225 0.032 6 6225 0.024 6 6225 0.05608:00 - 09:00

6 6225 0.046 6 6225 0.037 6 6225 0.08309:00 - 10:00

6 6225 0.019 6 6225 0.027 6 6225 0.04610:00 - 11:00

6 6225 0.037 6 6225 0.027 6 6225 0.06411:00 - 12:00

6 6225 0.040 6 6225 0.016 6 6225 0.05612:00 - 13:00

6 6225 0.021 6 6225 0.029 6 6225 0.05013:00 - 14:00

6 6225 0.019 6 6225 0.016 6 6225 0.03514:00 - 15:00

6 6225 0.027 6 6225 0.027 6 6225 0.05415:00 - 16:00

6 6225 0.016 6 6225 0.024 6 6225 0.04016:00 - 17:00

6 6225 0.011 6 6225 0.019 6 6225 0.03017:00 - 18:00

6 6225 0.032 6 6225 0.008 6 6225 0.04018:00 - 19:00

6 6225 0.011 6 6225 0.013 6 6225 0.02419:00 - 20:00

6 6225 0.008 6 6225 0.016 6 6225 0.02420:00 - 21:00

6 6225 0.005 6 6225 0.005 6 6225 0.01021:00 - 22:00

2 5403 0.009 2 5403 0.009 2 5403 0.01822:00 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00

Total Rates: 0.368 0.332 0.700






the table.







Parameter summary
















MULTI-MODAL PSVS






0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00

6 6225 0.013 6 6225 0.029 6 6225 0.04207:00 - 08:00

6 6225 0.016 6 6225 0.021 6 6225 0.03708:00 - 09:00

6 6225 0.024 6 6225 0.024 6 6225 0.04809:00 - 10:00

6 6225 0.037 6 6225 0.027 6 6225 0.06410:00 - 11:00

6 6225 0.013 6 6225 0.027 6 6225 0.04011:00 - 12:00

6 6225 0.029 6 6225 0.027 6 6225 0.05612:00 - 13:00

6 6225 0.021 6 6225 0.027 6 6225 0.04813:00 - 14:00

6 6225 0.016 6 6225 0.019 6 6225 0.03514:00 - 15:00

6 6225 0.019 6 6225 0.027 6 6225 0.04615:00 - 16:00

6 6225 0.043 6 6225 0.016 6 6225 0.05916:00 - 17:00

6 6225 0.021 6 6225 0.016 6 6225 0.03717:00 - 18:00

6 6225 0.013 6 6225 0.016 6 6225 0.02918:00 - 19:00

6 6225 0.013 6 6225 0.011 6 6225 0.02419:00 - 20:00

6 6225 0.008 6 6225 0.008 6 6225 0.01620:00 - 21:00

6 6225 0.005 6 6225 0.008 6 6225 0.01321:00 - 22:00

2 5403 0.000 2 5403 0.000 2 5403 0.00022:00 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00

Total Rates: 0.291 0.303 0.594






the table.







Parameter summary
















MULTI-MODAL CYCLISTS






0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00

6 6225 0.024 6 6225 0.027 6 6225 0.05107:00 - 08:00

6 6225 0.035 6 6225 0.021 6 6225 0.05608:00 - 09:00

6 6225 0.035 6 6225 0.027 6 6225 0.06209:00 - 10:00

6 6225 0.027 6 6225 0.043 6 6225 0.07010:00 - 11:00

6 6225 0.043 6 6225 0.032 6 6225 0.07511:00 - 12:00

6 6225 0.048 6 6225 0.059 6 6225 0.10712:00 - 13:00

6 6225 0.035 6 6225 0.035 6 6225 0.07013:00 - 14:00

6 6225 0.019 6 6225 0.032 6 6225 0.05114:00 - 15:00

6 6225 0.037 6 6225 0.040 6 6225 0.07715:00 - 16:00

6 6225 0.067 6 6225 0.054 6 6225 0.12116:00 - 17:00

6 6225 0.048 6 6225 0.056 6 6225 0.10417:00 - 18:00

6 6225 0.019 6 6225 0.046 6 6225 0.06518:00 - 19:00

6 6225 0.029 6 6225 0.037 6 6225 0.06619:00 - 20:00

6 6225 0.029 6 6225 0.027 6 6225 0.05620:00 - 21:00

6 6225 0.011 6 6225 0.021 6 6225 0.03221:00 - 22:00

2 5403 0.000 2 5403 0.000 2 5403 0.00022:00 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00

Total Rates: 0.506 0.557 1.063






the table.







Parameter summary
















MULTI-MODAL VEHICLE OCCUPANTS






0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00

6 6225 2.554 6 6225 1.920 6 6225 4.47407:00 - 08:00

6 6225 5.264 6 6225 3.363 6 6225 8.62708:00 - 09:00

6 6225 7.764 6 6225 5.055 6 6225 12.81909:00 - 10:00

6 6225 8.798 6 6225 7.582 6 6225 16.38010:00 - 11:00

6 6225 8.969 6 6225 8.720 6 6225 17.68911:00 - 12:00

6 6225 8.934 6 6225 9.205 6 6225 18.13912:00 - 13:00

6 6225 8.428 6 6225 8.765 6 6225 17.19313:00 - 14:00

6 6225 7.944 6 6225 8.254 6 6225 16.19814:00 - 15:00

6 6225 8.873 6 6225 8.929 6 6225 17.80215:00 - 16:00

6 6225 9.106 6 6225 8.795 6 6225 17.90116:00 - 17:00

6 6225 8.966 6 6225 9.620 6 6225 18.58617:00 - 18:00

6 6225 8.554 6 6225 9.555 6 6225 18.10918:00 - 19:00

6 6225 6.934 6 6225 8.037 6 6225 14.97119:00 - 20:00

6 6225 4.493 6 6225 5.700 6 6225 10.19320:00 - 21:00

6 6225 2.715 6 6225 3.684 6 6225 6.39921:00 - 22:00

2 5403 0.453 2 5403 0.953 2 5403 1.40622:00 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00

Total Rates: 108.749 108.137 216.886






the table.







Parameter summary
















MULTI-MODAL PEDESTRIANS






0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00

6 6225 0.182 6 6225 0.094 6 6225 0.27607:00 - 08:00

6 6225 0.530 6 6225 0.377 6 6225 0.90708:00 - 09:00

6 6225 0.854 6 6225 0.519 6 6225 1.37309:00 - 10:00

6 6225 1.100 6 6225 0.905 6 6225 2.00510:00 - 11:00

6 6225 0.958 6 6225 0.819 6 6225 1.77711:00 - 12:00

6 6225 2.244 6 6225 1.855 6 6225 4.09912:00 - 13:00

6 6225 1.443 6 6225 1.716 6 6225 3.15913:00 - 14:00

6 6225 0.669 6 6225 0.728 6 6225 1.39714:00 - 15:00

6 6225 0.865 6 6225 0.731 6 6225 1.59615:00 - 16:00

6 6225 0.846 6 6225 0.792 6 6225 1.63816:00 - 17:00

6 6225 0.672 6 6225 0.677 6 6225 1.34917:00 - 18:00

6 6225 0.664 6 6225 0.731 6 6225 1.39518:00 - 19:00

6 6225 0.466 6 6225 0.602 6 6225 1.06819:00 - 20:00

6 6225 0.222 6 6225 0.316 6 6225 0.53820:00 - 21:00

6 6225 0.193 6 6225 0.217 6 6225 0.41021:00 - 22:00

2 5403 0.046 2 5403 0.185 2 5403 0.23122:00 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00

Total Rates: 1 1.954 1 1.264 2 3.218






the table.







Parameter summary
















MULTI-MODAL PUBLIC TRANSPORT USERS






0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00

6 6225 0.037 6 6225 0.021 6 6225 0.05807:00 - 08:00

6 6225 0.070 6 6225 0.048 6 6225 0.11808:00 - 09:00

6 6225 0.137 6 6225 0.075 6 6225 0.21209:00 - 10:00

6 6225 0.120 6 6225 0.112 6 6225 0.23210:00 - 11:00

6 6225 0.129 6 6225 0.131 6 6225 0.26011:00 - 12:00

6 6225 0.129 6 6225 0.206 6 6225 0.33512:00 - 13:00

6 6225 0.091 6 6225 0.080 6 6225 0.17113:00 - 14:00

6 6225 0.142 6 6225 0.150 6 6225 0.29214:00 - 15:00

6 6225 0.099 6 6225 0.137 6 6225 0.23615:00 - 16:00

6 6225 0.086 6 6225 0.094 6 6225 0.18016:00 - 17:00

6 6225 0.083 6 6225 0.072 6 6225 0.15517:00 - 18:00

6 6225 0.056 6 6225 0.043 6 6225 0.09918:00 - 19:00

6 6225 0.005 6 6225 0.048 6 6225 0.05319:00 - 20:00

6 6225 0.005 6 6225 0.035 6 6225 0.04020:00 - 21:00

6 6225 0.027 6 6225 0.021 6 6225 0.04821:00 - 22:00

2 5403 0.000 2 5403 0.000 2 5403 0.00022:00 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00

Total Rates: 1.216 1.273 2.489






the table.







Parameter summary
















MULTI-MODAL TOTAL PEOPLE






0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00

6 6225 2.798 6 6225 2.062 6 6225 4.86007:00 - 08:00

6 6225 5.898 6 6225 3.810 6 6225 9.70808:00 - 09:00

6 6225 8.790 6 6225 5.676 6 6225 14.46609:00 - 10:00

6 6225 10.045 6 6225 8.642 6 6225 18.68710:00 - 11:00

6 6225 10.099 6 6225 9.703 6 6225 19.80211:00 - 12:00

6 6225 11.354 6 6225 11.325 6 6225 22.67912:00 - 13:00

6 6225 9.997 6 6225 10.597 6 6225 20.59413:00 - 14:00

6 6225 8.774 6 6225 9.164 6 6225 17.93814:00 - 15:00

6 6225 9.874 6 6225 9.836 6 6225 19.71015:00 - 16:00

6 6225 10.104 6 6225 9.735 6 6225 19.83916:00 - 17:00

6 6225 9.769 6 6225 10.425 6 6225 20.19417:00 - 18:00

6 6225 9.293 6 6225 10.375 6 6225 19.66818:00 - 19:00

6 6225 7.435 6 6225 8.725 6 6225 16.16019:00 - 20:00

6 6225 4.750 6 6225 6.077 6 6225 10.82720:00 - 21:00

6 6225 2.945 6 6225 3.944 6 6225 6.88921:00 - 22:00

2 5403 0.500 2 5403 1.138 2 5403 1.63822:00 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00

Total Rates: 122.425 121.234 243.659






the table.







Parameter summary













Superstore Multimodal Sat TRICS Page 1



Land Use : 01 - RETAIL

Category : A - FOOD SUPERSTORE



02 SOUTH EAST

EX ESSEX 1 days

03 SOUTH WEST

CW CORNWALL 1 days

DC DORSET 1 days

05 EAST MIDLANDS

LN LINCOLNSHIRE 1 days

NR NORTHAMPTONSHIRE 1 days

07 YORKSHIRE & NORTH LINCOLNSHIRE

NY NORTH YORKSHIRE 1 days

10 WALES

MM MONMOUTHSHIRE 1 days

11 SCOTLAND

EA EAST AYRSHIRE 1 days

SR STIRLING 1 days

17 ULSTER (NORTHERN IRELAND)

DE DERRY 1 days









Date Range: 01/01/02 to 08/07/10




Saturday 10 days



Manual count 10 days





Selected Locations:


Edge of Town 7



Not Known.


Commercial Zone 1

Development Zone 1

Retail Zone 2

No Sub Category 6








Use Class:

A 1 10 days




1,001 to 5,000 3 days

5,001 to 10,000 2 days

10,001 to 15,000 2 days

15,001 to 20,000 2 days

20,001 to 25,000 1 days



5,001 to 25,000 2 days

25,001 to 50,000 1 days

50,001 to 75,000 3 days

75,001 to 100,000 1 days

100,001 to 125,000 1 days

125,001 to 250,000 2 days



0.6 to 1.0 1 days

1.1 to 1.5 7 days

1.6 to 2.0 2 days



Petrol filling station:

Excluded from count or no filling station 0 days

Included in the survey count 10 days

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

of surveys that do not.

Travel Plan:

No 10 days







1 CW-01-A-09 ASDA, PENRYN CORNWALL

KERNICK ROAD

PENRYN

Edge of Town

No Sub Category


Survey date: SATURDAY 23/05/09 Survey Type: MANUAL

2 DC-01-A-18 MORRISONS, WEYMOUTH DORSET

DORCHESTER ROAD

WEYMOUTH

Edge of Town

No Sub Category



3 DE-01-A-02 ASDA, COLERAINE DERRY

RING ROAD

COLERAINE

Edge of Town

No Sub Category



4 EA-01-A-01 MORRISONS, KILMARNOCK EAST AYRSHIRE

WEST LANGLANDS ST.

KILMARNOCK


No Sub Category



5 EX-01-A-02 CO-OP, COLCHESTER ESSEX

PEARTREE ROAD

STANWAY

COLCHESTER


Retail Zone



6 LN-01-A-06 SAINSBURYS, LINCOLN LINCOLNSHIRE

TRITTON ROAD

LINCOLN

Edge of Town

Commercial Zone



7 MM-01-A-01 WAITROSE, ABERGAVENNY MONMOUTHSHIRE

VALLEYS RD

ABERGAVENNY

Edge of Town

No Sub Category






LIST OF SITES relevant to selection parameters (Cont.)

8 NR-01-A-02 SAINSBURYS, NORTHAMPTON NORTHAMPTONSHIRE

WEEDON ROAD

SIXFIELDS

NORTHAMPTON


Development Zone



9 NY-01-A-04 MORRISONS, BOROUGHBRIDGE NORTH YORKSHIRE

WETHERBY ROAD

BOROUGHBRIDGE

Edge of Town

No Sub Category



10 SR-01-A-01 MORRISONS, STIRLING STIRLING

IAN URQUHART WAY

STIRLING

Edge of Town

Retail Zone
















0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00

10 6757 1.329 10 6757 0.799 10 6757 2.12807:00 - 08:00

10 6757 3.474 10 6757 2.275 10 6757 5.74908:00 - 09:00

10 6757 5.108 10 6757 4.101 10 6757 9.20909:00 - 10:00

10 6757 6.410 10 6757 5.528 10 6757 11.93810:00 - 11:00

10 6757 6.978 10 6757 6.632 10 6757 13.61011:00 - 12:00

10 6757 6.664 10 6757 6.471 10 6757 13.13512:00 - 13:00

10 6757 6.382 10 6757 6.442 10 6757 12.82413:00 - 14:00

10 6757 6.259 10 6757 6.274 10 6757 12.53314:00 - 15:00

10 6757 6.210 10 6757 6.275 10 6757 12.48515:00 - 16:00

10 6757 5.775 10 6757 6.801 10 6757 12.57616:00 - 17:00

10 6757 4.970 10 6757 5.889 10 6757 10.85917:00 - 18:00

10 6757 3.704 10 6757 4.823 10 6757 8.52718:00 - 19:00

10 6757 2.485 10 6757 3.110 10 6757 5.59519:00 - 20:00

10 6757 1.282 10 6757 1.783 10 6757 3.06520:00 - 21:00

6 6783 0.845 6 6783 1.152 6 6783 1.99721:00 - 22:00

0 0 0.000 0 0 0.000 0 0 0.00022:00 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00

Total Rates: 6 7.875 6 8.355 136.230






the table.







Parameter summary
















MULTI-MODAL TAXIS






0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00

10 6757 0.015 10 6757 0.015 10 6757 0.03007:00 - 08:00

10 6757 0.024 10 6757 0.022 10 6757 0.04608:00 - 09:00

10 6757 0.027 10 6757 0.025 10 6757 0.05209:00 - 10:00

10 6757 0.021 10 6757 0.015 10 6757 0.03610:00 - 11:00

10 6757 0.034 10 6757 0.031 10 6757 0.06511:00 - 12:00

10 6757 0.044 10 6757 0.027 10 6757 0.07112:00 - 13:00

10 6757 0.038 10 6757 0.052 10 6757 0.09013:00 - 14:00

10 6757 0.047 10 6757 0.058 10 6757 0.10514:00 - 15:00

10 6757 0.047 10 6757 0.041 10 6757 0.08815:00 - 16:00

10 6757 0.036 10 6757 0.031 10 6757 0.06716:00 - 17:00

10 6757 0.022 10 6757 0.021 10 6757 0.04317:00 - 18:00

10 6757 0.019 10 6757 0.024 10 6757 0.04318:00 - 19:00

10 6757 0.015 10 6757 0.024 10 6757 0.03919:00 - 20:00

10 6757 0.003 10 6757 0.004 10 6757 0.00720:00 - 21:00

6 6783 0.000 6 6783 0.005 6 6783 0.00521:00 - 22:00

0 0 0.000 0 0 0.000 0 0 0.00022:00 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00

Total Rates: 0.392 0.395 0.787






the table.







Parameter summary
















MULTI-MODAL OGVS






0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00

10 6757 0.021 10 6757 0.019 10 6757 0.04007:00 - 08:00

10 6757 0.024 10 6757 0.025 10 6757 0.04908:00 - 09:00

10 6757 0.016 10 6757 0.025 10 6757 0.04109:00 - 10:00

10 6757 0.025 10 6757 0.021 10 6757 0.04610:00 - 11:00

10 6757 0.003 10 6757 0.004 10 6757 0.00711:00 - 12:00

10 6757 0.019 10 6757 0.021 10 6757 0.04012:00 - 13:00

10 6757 0.009 10 6757 0.009 10 6757 0.01813:00 - 14:00

10 6757 0.012 10 6757 0.007 10 6757 0.01914:00 - 15:00

10 6757 0.013 10 6757 0.004 10 6757 0.01715:00 - 16:00

10 6757 0.015 10 6757 0.010 10 6757 0.02516:00 - 17:00

10 6757 0.007 10 6757 0.009 10 6757 0.01617:00 - 18:00

10 6757 0.004 10 6757 0.004 10 6757 0.00818:00 - 19:00

10 6757 0.006 10 6757 0.006 10 6757 0.01219:00 - 20:00

10 6757 0.000 10 6757 0.004 10 6757 0.00420:00 - 21:00

6 6783 0.000 6 6783 0.002 6 6783 0.00221:00 - 22:00

0 0 0.000 0 0 0.000 0 0 0.00022:00 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00

Total Rates: 0.174 0.170 0.344






the table.







Parameter summary
















MULTI-MODAL PSVS






0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00

10 6757 0.007 10 6757 0.006 10 6757 0.01307:00 - 08:00

10 6757 0.024 10 6757 0.019 10 6757 0.04308:00 - 09:00

10 6757 0.025 10 6757 0.030 10 6757 0.05509:00 - 10:00

10 6757 0.028 10 6757 0.021 10 6757 0.04910:00 - 11:00

10 6757 0.028 10 6757 0.033 10 6757 0.06111:00 - 12:00

10 6757 0.021 10 6757 0.021 10 6757 0.04212:00 - 13:00

10 6757 0.021 10 6757 0.030 10 6757 0.05113:00 - 14:00

10 6757 0.028 10 6757 0.021 10 6757 0.04914:00 - 15:00

10 6757 0.021 10 6757 0.027 10 6757 0.04815:00 - 16:00

10 6757 0.019 10 6757 0.018 10 6757 0.03716:00 - 17:00

10 6757 0.022 10 6757 0.019 10 6757 0.04117:00 - 18:00

10 6757 0.013 10 6757 0.013 10 6757 0.02618:00 - 19:00

10 6757 0.004 10 6757 0.010 10 6757 0.01419:00 - 20:00

10 6757 0.001 10 6757 0.001 10 6757 0.00220:00 - 21:00

6 6783 0.000 6 6783 0.000 6 6783 0.00021:00 - 22:00

0 0 0.000 0 0 0.000 0 0 0.00022:00 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00

Total Rates: 0.262 0.269 0.531






the table.







Parameter summary






















0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00

10 6757 0.006 10 6757 0.006 10 6757 0.01207:00 - 08:00

10 6757 0.021 10 6757 0.012 10 6757 0.03308:00 - 09:00

10 6757 0.024 10 6757 0.025 10 6757 0.04909:00 - 10:00

10 6757 0.030 10 6757 0.021 10 6757 0.05110:00 - 11:00

10 6757 0.037 10 6757 0.025 10 6757 0.06211:00 - 12:00

10 6757 0.041 10 6757 0.053 10 6757 0.09412:00 - 13:00

10 6757 0.031 10 6757 0.028 10 6757 0.05913:00 - 14:00

10 6757 0.064 10 6757 0.034 10 6757 0.09814:00 - 15:00

10 6757 0.028 10 6757 0.068 10 6757 0.09615:00 - 16:00

10 6757 0.033 10 6757 0.028 10 6757 0.06116:00 - 17:00

10 6757 0.027 10 6757 0.022 10 6757 0.04917:00 - 18:00

10 6757 0.024 10 6757 0.025 10 6757 0.04918:00 - 19:00

10 6757 0.016 10 6757 0.016 10 6757 0.03219:00 - 20:00

10 6757 0.012 10 6757 0.010 10 6757 0.02220:00 - 21:00

6 6783 0.000 6 6783 0.012 6 6783 0.01221:00 - 22:00

0 0 0.000 0 0 0.000 0 0 0.00022:00 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00

Total Rates: 0.394 0.385 0.779






the table.







Parameter summary






















0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00

10 6757 1.680 10 6757 0.912 10 6757 2.59207:00 - 08:00

10 6757 4.887 10 6757 2.831 10 6757 7.71808:00 - 09:00

10 6757 7.637 10 6757 5.633 10 6757 13.27009:00 - 10:00

10 6757 10.323 10 6757 8.395 10 6757 18.71810:00 - 11:00

10 6757 11.812 10 6757 10.822 10 6757 22.63411:00 - 12:00

10 6757 11.198 10 6757 10.755 10 6757 21.95312:00 - 13:00

10 6757 11.118 10 6757 11.085 10 6757 22.20313:00 - 14:00

10 6757 11.150 10 6757 10.921 10 6757 22.07114:00 - 15:00

10 6757 10.897 10 6757 10.789 10 6757 21.68615:00 - 16:00

10 6757 10.200 10 6757 11.871 10 6757 22.07116:00 - 17:00

10 6757 8.480 10 6757 10.339 10 6757 18.81917:00 - 18:00

10 6757 6.269 10 6757 8.384 10 6757 14.65318:00 - 19:00

10 6757 4.076 10 6757 5.282 10 6757 9.35819:00 - 20:00

10 6757 2.085 10 6757 3.090 10 6757 5.17520:00 - 21:00

6 6783 1.238 6 6783 2.180 6 6783 3.41821:00 - 22:00

0 0 0.000 0 0 0.000 0 0 0.00022:00 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00

Total Rates: 113.050 113.289 226.339






the table.







Parameter summary






















0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00

10 6757 0.055 10 6757 0.022 10 6757 0.07707:00 - 08:00

10 6757 0.148 10 6757 0.102 10 6757 0.25008:00 - 09:00

10 6757 0.250 10 6757 0.173 10 6757 0.42309:00 - 10:00

10 6757 0.334 10 6757 0.296 10 6757 0.63010:00 - 11:00

10 6757 0.352 10 6757 0.326 10 6757 0.67811:00 - 12:00

10 6757 0.391 10 6757 0.342 10 6757 0.73312:00 - 13:00

10 6757 0.389 10 6757 0.337 10 6757 0.72613:00 - 14:00

10 6757 0.352 10 6757 0.342 10 6757 0.69414:00 - 15:00

10 6757 0.337 10 6757 0.275 10 6757 0.61215:00 - 16:00

10 6757 0.303 10 6757 0.354 10 6757 0.65716:00 - 17:00

10 6757 0.229 10 6757 0.292 10 6757 0.52117:00 - 18:00

10 6757 0.184 10 6757 0.237 10 6757 0.42118:00 - 19:00

10 6757 0.189 10 6757 0.244 10 6757 0.43319:00 - 20:00

10 6757 0.068 10 6757 0.084 10 6757 0.15220:00 - 21:00

6 6783 0.044 6 6783 0.066 6 6783 0.11021:00 - 22:00

0 0 0.000 0 0 0.000 0 0 0.00022:00 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00

Total Rates: 3.625 3.492 7.117






the table.







Parameter summary
















MULTI-MODAL BUS/TRAM PASSENGERS






0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00

10 6757 0.015 10 6757 0.004 10 6757 0.01907:00 - 08:00

10 6757 0.047 10 6757 0.016 10 6757 0.06308:00 - 09:00

10 6757 0.049 10 6757 0.037 10 6757 0.08609:00 - 10:00

10 6757 0.059 10 6757 0.024 10 6757 0.08310:00 - 11:00

10 6757 0.081 10 6757 0.065 10 6757 0.14611:00 - 12:00

10 6757 0.115 10 6757 0.081 10 6757 0.19612:00 - 13:00

10 6757 0.068 10 6757 0.075 10 6757 0.14313:00 - 14:00

10 6757 0.089 10 6757 0.096 10 6757 0.18514:00 - 15:00

10 6757 0.052 10 6757 0.081 10 6757 0.13315:00 - 16:00

10 6757 0.033 10 6757 0.062 10 6757 0.09516:00 - 17:00

10 6757 0.019 10 6757 0.052 10 6757 0.07117:00 - 18:00

10 6757 0.013 10 6757 0.040 10 6757 0.05318:00 - 19:00

10 6757 0.001 10 6757 0.004 10 6757 0.00519:00 - 20:00

10 6757 0.003 10 6757 0.006 10 6757 0.00920:00 - 21:00

6 6783 0.000 6 6783 0.000 6 6783 0.00021:00 - 22:00

0 0 0.000 0 0 0.000 0 0 0.00022:00 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00

Total Rates: 0.644 0.643 1.287






the table.







Parameter summary
















MULTI-MODAL COACH PASSENGERS






0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00

10 6757 0.000 10 6757 0.000 10 6757 0.00007:00 - 08:00

10 6757 0.000 10 6757 0.000 10 6757 0.00008:00 - 09:00

10 6757 0.000 10 6757 0.000 10 6757 0.00009:00 - 10:00

10 6757 0.000 10 6757 0.000 10 6757 0.00010:00 - 11:00

10 6757 0.001 10 6757 0.001 10 6757 0.00211:00 - 12:00

10 6757 0.000 10 6757 0.000 10 6757 0.00012:00 - 13:00

10 6757 0.000 10 6757 0.000 10 6757 0.00013:00 - 14:00

10 6757 0.000 10 6757 0.000 10 6757 0.00014:00 - 15:00

10 6757 0.000 10 6757 0.000 10 6757 0.00015:00 - 16:00

10 6757 0.000 10 6757 0.000 10 6757 0.00016:00 - 17:00

10 6757 0.000 10 6757 0.000 10 6757 0.00017:00 - 18:00

10 6757 0.034 10 6757 0.012 10 6757 0.04618:00 - 19:00

10 6757 0.000 10 6757 0.022 10 6757 0.02219:00 - 20:00

10 6757 0.000 10 6757 0.000 10 6757 0.00020:00 - 21:00

6 6783 0.000 6 6783 0.000 6 6783 0.00021:00 - 22:00

0 0 0.000 0 0 0.000 0 0 0.00022:00 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00

Total Rates: 0.035 0.035 0.070






the table.







Parameter summary






















0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00

10 6757 0.015 10 6757 0.004 10 6757 0.01907:00 - 08:00

10 6757 0.047 10 6757 0.016 10 6757 0.06308:00 - 09:00

10 6757 0.049 10 6757 0.037 10 6757 0.08609:00 - 10:00

10 6757 0.059 10 6757 0.024 10 6757 0.08310:00 - 11:00

10 6757 0.083 10 6757 0.067 10 6757 0.15011:00 - 12:00

10 6757 0.115 10 6757 0.081 10 6757 0.19612:00 - 13:00

10 6757 0.068 10 6757 0.075 10 6757 0.14313:00 - 14:00

10 6757 0.089 10 6757 0.096 10 6757 0.18514:00 - 15:00

10 6757 0.052 10 6757 0.081 10 6757 0.13315:00 - 16:00

10 6757 0.033 10 6757 0.062 10 6757 0.09516:00 - 17:00

10 6757 0.019 10 6757 0.052 10 6757 0.07117:00 - 18:00

10 6757 0.047 10 6757 0.052 10 6757 0.09918:00 - 19:00

10 6757 0.001 10 6757 0.027 10 6757 0.02819:00 - 20:00

10 6757 0.003 10 6757 0.006 10 6757 0.00920:00 - 21:00

6 6783 0.000 6 6783 0.000 6 6783 0.00021:00 - 22:00

0 0 0.000 0 0 0.000 0 0 0.00022:00 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00

Total Rates: 0.680 0.680 1.360






the table.







Parameter summary






















0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00

10 6757 1.755 10 6757 0.944 10 6757 2.69907:00 - 08:00

10 6757 5.103 10 6757 2.962 10 6757 8.06508:00 - 09:00

10 6757 7.960 10 6757 5.868 10 6757 13.82809:00 - 10:00

10 6757 10.746 10 6757 8.735 10 6757 19.48110:00 - 11:00

10 6757 12.284 10 6757 11.239 10 6757 23.52311:00 - 12:00

10 6757 11.745 10 6757 11.232 10 6757 22.97712:00 - 13:00

10 6757 11.606 10 6757 11.526 10 6757 23.13213:00 - 14:00

10 6757 11.655 10 6757 11.393 10 6757 23.04814:00 - 15:00

10 6757 11.315 10 6757 11.214 10 6757 22.52915:00 - 16:00

10 6757 10.569 10 6757 12.315 10 6757 22.88416:00 - 17:00

10 6757 8.756 10 6757 10.705 10 6757 19.46117:00 - 18:00

10 6757 6.524 10 6757 8.698 10 6757 15.22218:00 - 19:00

10 6757 4.283 10 6757 5.569 10 6757 9.85219:00 - 20:00

10 6757 2.168 10 6757 3.191 10 6757 5.35920:00 - 21:00

6 6783 1.283 6 6783 2.258 6 6783 3.54121:00 - 22:00

0 0 0.000 0 0 0.000 0 0 0.00022:00 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00

Total Rates: 117.752 117.849 235.601






the table.







Parameter summary













Multimodal B2 TRICS Page 1



Land Use : 02 - EMPLOYMENT

Category : C - INDUSTRIAL UNIT



03 SOUTH WEST

BR BRISTOL CITY 1 days

11 SCOTLAND

HI HIGHLAND 1 days









Date Range: 01/01/02 to 12/11/09




Monday 1 days

Wednesday 1 days



Manual count 2 days





Selected Locations:


Edge of Town 1



Not Known.


Industrial Zone 2








Use Class:

B 2 2 days




1,001 to 5,000 1 days

25,001 to 50,000 1 days



5,001 to 25,000 1 days

250,001 to 500,000 1 days



0.6 to 1.0 1 days

1.1 to 1.5 1 days



Travel Plan:

No 2 days







1 BR-02-C-01 MECH. ENGINEERS, BRISTOL BRISTOL CITY

NOVERS HILL

BEDMINSTER

BRISTOL


Industrial Zone


Survey date: MONDAY 19/10/09 Survey Type: MANUAL

2 HI-02-C-01 DAIRY, NAIRN HIGHLAND

TOM SEMPLE ROAD

BALMAKEITH BUSINESS PK

NAIRN

Edge of Town

Industrial Zone


Survey date: WEDNESDAY 24/05/06 Survey Type: MANUAL







TRIP RATE for Land Use 02 - EMPLOYMENT/C - INDUSTRIAL UNIT







0 0 0.000 0 0 0.000 0 0 0.00000:00 - 00:30

0 0 0.000 0 0 0.000 0 0 0.00000:30 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 01:30

0 0 0.000 0 0 0.000 0 0 0.00001:30 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 02:30

0 0 0.000 0 0 0.000 0 0 0.00002:30 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 03:30

0 0 0.000 0 0 0.000 0 0 0.00003:30 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 04:30

0 0 0.000 0 0 0.000 0 0 0.00004:30 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 05:30

0 0 0.000 0 0 0.000 0 0 0.00005:30 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 06:30

0 0 0.000 0 0 0.000 0 0 0.00006:30 - 07:00

2 2050 0.146 2 2050 0.049 2 2050 0.19507:00 - 07:30

2 2050 0.244 2 2050 0.073 2 2050 0.31707:30 - 08:00

2 2050 0.366 2 2050 0.024 2 2050 0.39008:00 - 08:30

2 2050 0.537 2 2050 0.122 2 2050 0.65908:30 - 09:00

2 2050 0.171 2 2050 0.220 2 2050 0.39109:00 - 09:30

2 2050 0.244 2 2050 0.146 2 2050 0.39009:30 - 10:00

2 2050 0.220 2 2050 0.268 2 2050 0.48810:00 - 10:30

2 2050 0.146 2 2050 0.122 2 2050 0.26810:30 - 11:00

2 2050 0.146 2 2050 0.049 2 2050 0.19511:00 - 11:30

2 2050 0.122 2 2050 0.073 2 2050 0.19511:30 - 12:00

2 2050 0.024 2 2050 0.098 2 2050 0.12212:00 - 12:30

2 2050 0.146 2 2050 0.146 2 2050 0.29212:30 - 13:00

2 2050 0.024 2 2050 0.122 2 2050 0.14613:00 - 13:30

2 2050 0.244 2 2050 0.195 2 2050 0.43913:30 - 14:00

2 2050 0.146 2 2050 0.073 2 2050 0.21914:00 - 14:30

2 2050 0.073 2 2050 0.098 2 2050 0.17114:30 - 15:00

2 2050 0.098 2 2050 0.171 2 2050 0.26915:00 - 15:30

2 2050 0.122 2 2050 0.171 2 2050 0.29315:30 - 16:00

2 2050 0.073 2 2050 0.244 2 2050 0.31716:00 - 16:30

2 2050 0.073 2 2050 0.293 2 2050 0.36616:30 - 17:00

2 2050 0.000 2 2050 0.683 2 2050 0.68317:00 - 17:30

2 2050 0.024 2 2050 0.171 2 2050 0.19517:30 - 18:00

2 2050 0.000 2 2050 0.146 2 2050 0.14618:00 - 18:30

2 2050 0.000 2 2050 0.049 2 2050 0.04918:30 - 19:00

0 0 0.000 0 0 0.000 0 0 0.00019:00 - 19:30

0 0 0.000 0 0 0.000 0 0 0.00019:30 - 20:00

0 0 0.000 0 0 0.000 0 0 0.00020:00 - 20:30

0 0 0.000 0 0 0.000 0 0 0.00020:30 - 21:00

0 0 0.000 0 0 0.000 0 0 0.00021:00 - 21:30

0 0 0.000 0 0 0.000 0 0 0.00021:30 - 22:00

0 0 0.000 0 0 0.000 0 0 0.00022:00 - 22:30

0 0 0.000 0 0 0.000 0 0 0.00022:30 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 23:30

0 0 0.000 0 0 0.000 0 0 0.00023:30 - 24:00

Total Rates: 3.389 3.806 7.195






the table.













Parameter summary
























Parameter summary
















MULTI-MODAL OGVS






0 0 0.000 0 0 0.000 0 0 0.00000:00 - 00:30

0 0 0.000 0 0 0.000 0 0 0.00000:30 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 01:30

0 0 0.000 0 0 0.000 0 0 0.00001:30 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 02:30

0 0 0.000 0 0 0.000 0 0 0.00002:30 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 03:30

0 0 0.000 0 0 0.000 0 0 0.00003:30 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 04:30

0 0 0.000 0 0 0.000 0 0 0.00004:30 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 05:30

0 0 0.000 0 0 0.000 0 0 0.00005:30 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 06:30

0 0 0.000 0 0 0.000 0 0 0.00006:30 - 07:00

2 2050 0.024 2 2050 0.000 2 2050 0.02407:00 - 07:30

2 2050 0.000 2 2050 0.024 2 2050 0.02407:30 - 08:00

2 2050 0.000 2 2050 0.000 2 2050 0.00008:00 - 08:30

2 2050 0.024 2 2050 0.024 2 2050 0.04808:30 - 09:00

2 2050 0.024 2 2050 0.049 2 2050 0.07309:00 - 09:30

2 2050 0.098 2 2050 0.049 2 2050 0.14709:30 - 10:00

2 2050 0.073 2 2050 0.073 2 2050 0.14610:00 - 10:30

2 2050 0.098 2 2050 0.049 2 2050 0.14710:30 - 11:00

2 2050 0.024 2 2050 0.000 2 2050 0.02411:00 - 11:30

2 2050 0.024 2 2050 0.000 2 2050 0.02411:30 - 12:00

2 2050 0.024 2 2050 0.073 2 2050 0.09712:00 - 12:30

2 2050 0.049 2 2050 0.000 2 2050 0.04912:30 - 13:00

2 2050 0.024 2 2050 0.000 2 2050 0.02413:00 - 13:30

2 2050 0.024 2 2050 0.049 2 2050 0.07313:30 - 14:00

2 2050 0.049 2 2050 0.024 2 2050 0.07314:00 - 14:30

2 2050 0.000 2 2050 0.024 2 2050 0.02414:30 - 15:00

2 2050 0.049 2 2050 0.024 2 2050 0.07315:00 - 15:30

2 2050 0.024 2 2050 0.073 2 2050 0.09715:30 - 16:00

2 2050 0.049 2 2050 0.073 2 2050 0.12216:00 - 16:30

2 2050 0.000 2 2050 0.024 2 2050 0.02416:30 - 17:00

2 2050 0.000 2 2050 0.024 2 2050 0.02417:00 - 17:30

2 2050 0.000 2 2050 0.073 2 2050 0.07317:30 - 18:00

2 2050 0.000 2 2050 0.024 2 2050 0.02418:00 - 18:30

2 2050 0.000 2 2050 0.000 2 2050 0.00018:30 - 19:00

0 0 0.000 0 0 0.000 0 0 0.00019:00 - 19:30

0 0 0.000 0 0 0.000 0 0 0.00019:30 - 20:00

0 0 0.000 0 0 0.000 0 0 0.00020:00 - 20:30

0 0 0.000 0 0 0.000 0 0 0.00020:30 - 21:00

0 0 0.000 0 0 0.000 0 0 0.00021:00 - 21:30

0 0 0.000 0 0 0.000 0 0 0.00021:30 - 22:00

0 0 0.000 0 0 0.000 0 0 0.00022:00 - 22:30

0 0 0.000 0 0 0.000 0 0 0.00022:30 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 23:30

0 0 0.000 0 0 0.000 0 0 0.00023:30 - 24:00

Total Rates: 0.681 0.753 1.434






the table.













Parameter summary
























Parameter summary






















0 0 0.000 0 0 0.000 0 0 0.00000:00 - 00:30

0 0 0.000 0 0 0.000 0 0 0.00000:30 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 01:30

0 0 0.000 0 0 0.000 0 0 0.00001:30 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 02:30

0 0 0.000 0 0 0.000 0 0 0.00002:30 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 03:30

0 0 0.000 0 0 0.000 0 0 0.00003:30 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 04:30

0 0 0.000 0 0 0.000 0 0 0.00004:30 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 05:30

0 0 0.000 0 0 0.000 0 0 0.00005:30 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 06:30

0 0 0.000 0 0 0.000 0 0 0.00006:30 - 07:00

2 2050 0.000 2 2050 0.000 2 2050 0.00007:00 - 07:30

2 2050 0.024 2 2050 0.000 2 2050 0.02407:30 - 08:00

2 2050 0.024 2 2050 0.024 2 2050 0.04808:00 - 08:30

2 2050 0.000 2 2050 0.000 2 2050 0.00008:30 - 09:00

2 2050 0.000 2 2050 0.000 2 2050 0.00009:00 - 09:30

2 2050 0.000 2 2050 0.000 2 2050 0.00009:30 - 10:00

2 2050 0.000 2 2050 0.000 2 2050 0.00010:00 - 10:30

2 2050 0.000 2 2050 0.000 2 2050 0.00010:30 - 11:00

2 2050 0.000 2 2050 0.000 2 2050 0.00011:00 - 11:30

2 2050 0.000 2 2050 0.000 2 2050 0.00011:30 - 12:00

2 2050 0.000 2 2050 0.000 2 2050 0.00012:00 - 12:30

2 2050 0.000 2 2050 0.000 2 2050 0.00012:30 - 13:00

2 2050 0.000 2 2050 0.000 2 2050 0.00013:00 - 13:30

2 2050 0.000 2 2050 0.000 2 2050 0.00013:30 - 14:00

2 2050 0.000 2 2050 0.024 2 2050 0.02414:00 - 14:30

2 2050 0.000 2 2050 0.000 2 2050 0.00014:30 - 15:00

2 2050 0.000 2 2050 0.000 2 2050 0.00015:00 - 15:30

2 2050 0.000 2 2050 0.024 2 2050 0.02415:30 - 16:00

2 2050 0.000 2 2050 0.000 2 2050 0.00016:00 - 16:30

2 2050 0.000 2 2050 0.024 2 2050 0.02416:30 - 17:00

2 2050 0.049 2 2050 0.000 2 2050 0.04917:00 - 17:30

2 2050 0.000 2 2050 0.000 2 2050 0.00017:30 - 18:00

2 2050 0.000 2 2050 0.000 2 2050 0.00018:00 - 18:30

2 2050 0.000 2 2050 0.000 2 2050 0.00018:30 - 19:00

0 0 0.000 0 0 0.000 0 0 0.00019:00 - 19:30

0 0 0.000 0 0 0.000 0 0 0.00019:30 - 20:00

0 0 0.000 0 0 0.000 0 0 0.00020:00 - 20:30

0 0 0.000 0 0 0.000 0 0 0.00020:30 - 21:00

0 0 0.000 0 0 0.000 0 0 0.00021:00 - 21:30

0 0 0.000 0 0 0.000 0 0 0.00021:30 - 22:00

0 0 0.000 0 0 0.000 0 0 0.00022:00 - 22:30

0 0 0.000 0 0 0.000 0 0 0.00022:30 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 23:30

0 0 0.000 0 0 0.000 0 0 0.00023:30 - 24:00

Total Rates: 0.097 0.096 0.193






the table.













Parameter summary






















0 0 0.000 0 0 0.000 0 0 0.00000:00 - 00:30

0 0 0.000 0 0 0.000 0 0 0.00000:30 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 01:30

0 0 0.000 0 0 0.000 0 0 0.00001:30 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 02:30

0 0 0.000 0 0 0.000 0 0 0.00002:30 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 03:30

0 0 0.000 0 0 0.000 0 0 0.00003:30 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 04:30

0 0 0.000 0 0 0.000 0 0 0.00004:30 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 05:30

0 0 0.000 0 0 0.000 0 0 0.00005:30 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 06:30

0 0 0.000 0 0 0.000 0 0 0.00006:30 - 07:00

2 2050 0.171 2 2050 0.049 2 2050 0.22007:00 - 07:30

2 2050 0.244 2 2050 0.073 2 2050 0.31707:30 - 08:00

2 2050 0.366 2 2050 0.049 2 2050 0.41508:00 - 08:30

2 2050 0.634 2 2050 0.146 2 2050 0.78008:30 - 09:00

2 2050 0.195 2 2050 0.220 2 2050 0.41509:00 - 09:30

2 2050 0.293 2 2050 0.146 2 2050 0.43909:30 - 10:00

2 2050 0.268 2 2050 0.268 2 2050 0.53610:00 - 10:30

2 2050 0.171 2 2050 0.122 2 2050 0.29310:30 - 11:00

2 2050 0.268 2 2050 0.122 2 2050 0.39011:00 - 11:30

2 2050 0.146 2 2050 0.073 2 2050 0.21911:30 - 12:00

2 2050 0.024 2 2050 0.195 2 2050 0.21912:00 - 12:30

2 2050 0.220 2 2050 0.220 2 2050 0.44012:30 - 13:00

2 2050 0.024 2 2050 0.195 2 2050 0.21913:00 - 13:30

2 2050 0.341 2 2050 0.244 2 2050 0.58513:30 - 14:00

2 2050 0.244 2 2050 0.073 2 2050 0.31714:00 - 14:30

2 2050 0.073 2 2050 0.146 2 2050 0.21914:30 - 15:00

2 2050 0.098 2 2050 0.268 2 2050 0.36615:00 - 15:30

2 2050 0.122 2 2050 0.293 2 2050 0.41515:30 - 16:00

2 2050 0.073 2 2050 0.244 2 2050 0.31716:00 - 16:30

2 2050 0.098 2 2050 0.512 2 2050 0.61016:30 - 17:00

2 2050 0.000 2 2050 0.829 2 2050 0.82917:00 - 17:30

2 2050 0.024 2 2050 0.171 2 2050 0.19517:30 - 18:00

2 2050 0.000 2 2050 0.146 2 2050 0.14618:00 - 18:30

2 2050 0.000 2 2050 0.049 2 2050 0.04918:30 - 19:00

0 0 0.000 0 0 0.000 0 0 0.00019:00 - 19:30

0 0 0.000 0 0 0.000 0 0 0.00019:30 - 20:00

0 0 0.000 0 0 0.000 0 0 0.00020:00 - 20:30

0 0 0.000 0 0 0.000 0 0 0.00020:30 - 21:00

0 0 0.000 0 0 0.000 0 0 0.00021:00 - 21:30

0 0 0.000 0 0 0.000 0 0 0.00021:30 - 22:00

0 0 0.000 0 0 0.000 0 0 0.00022:00 - 22:30

0 0 0.000 0 0 0.000 0 0 0.00022:30 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 23:30

0 0 0.000 0 0 0.000 0 0 0.00023:30 - 24:00

Total Rates: 4.097 4.853 8.950






the table.













Parameter summary






















0 0 0.000 0 0 0.000 0 0 0.00000:00 - 00:30

0 0 0.000 0 0 0.000 0 0 0.00000:30 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 01:30

0 0 0.000 0 0 0.000 0 0 0.00001:30 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 02:30

0 0 0.000 0 0 0.000 0 0 0.00002:30 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 03:30

0 0 0.000 0 0 0.000 0 0 0.00003:30 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 04:30

0 0 0.000 0 0 0.000 0 0 0.00004:30 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 05:30

0 0 0.000 0 0 0.000 0 0 0.00005:30 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 06:30

0 0 0.000 0 0 0.000 0 0 0.00006:30 - 07:00

2 2050 0.000 2 2050 0.000 2 2050 0.00007:00 - 07:30

2 2050 0.024 2 2050 0.000 2 2050 0.02407:30 - 08:00

2 2050 0.024 2 2050 0.000 2 2050 0.02408:00 - 08:30

2 2050 0.000 2 2050 0.000 2 2050 0.00008:30 - 09:00

2 2050 0.000 2 2050 0.000 2 2050 0.00009:00 - 09:30

2 2050 0.000 2 2050 0.000 2 2050 0.00009:30 - 10:00

2 2050 0.000 2 2050 0.000 2 2050 0.00010:00 - 10:30

2 2050 0.000 2 2050 0.000 2 2050 0.00010:30 - 11:00

2 2050 0.000 2 2050 0.000 2 2050 0.00011:00 - 11:30

2 2050 0.000 2 2050 0.000 2 2050 0.00011:30 - 12:00

2 2050 0.000 2 2050 0.024 2 2050 0.02412:00 - 12:30

2 2050 0.024 2 2050 0.000 2 2050 0.02412:30 - 13:00

2 2050 0.049 2 2050 0.000 2 2050 0.04913:00 - 13:30

2 2050 0.000 2 2050 0.000 2 2050 0.00013:30 - 14:00

2 2050 0.000 2 2050 0.000 2 2050 0.00014:00 - 14:30

2 2050 0.000 2 2050 0.000 2 2050 0.00014:30 - 15:00

2 2050 0.000 2 2050 0.000 2 2050 0.00015:00 - 15:30

2 2050 0.000 2 2050 0.000 2 2050 0.00015:30 - 16:00

2 2050 0.000 2 2050 0.000 2 2050 0.00016:00 - 16:30

2 2050 0.024 2 2050 0.000 2 2050 0.02416:30 - 17:00

2 2050 0.000 2 2050 0.049 2 2050 0.04917:00 - 17:30

2 2050 0.000 2 2050 0.024 2 2050 0.02417:30 - 18:00

2 2050 0.000 2 2050 0.000 2 2050 0.00018:00 - 18:30

2 2050 0.000 2 2050 0.000 2 2050 0.00018:30 - 19:00

0 0 0.000 0 0 0.000 0 0 0.00019:00 - 19:30

0 0 0.000 0 0 0.000 0 0 0.00019:30 - 20:00

0 0 0.000 0 0 0.000 0 0 0.00020:00 - 20:30

0 0 0.000 0 0 0.000 0 0 0.00020:30 - 21:00

0 0 0.000 0 0 0.000 0 0 0.00021:00 - 21:30

0 0 0.000 0 0 0.000 0 0 0.00021:30 - 22:00

0 0 0.000 0 0 0.000 0 0 0.00022:00 - 22:30

0 0 0.000 0 0 0.000 0 0 0.00022:30 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 23:30

0 0 0.000 0 0 0.000 0 0 0.00023:30 - 24:00

Total Rates: 0.145 0.097 0.242






the table.













Parameter summary
















MULTI-MODAL BUS/TRAM PASSENGERS






0 0 0.000 0 0 0.000 0 0 0.00000:00 - 00:30

0 0 0.000 0 0 0.000 0 0 0.00000:30 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 01:30

0 0 0.000 0 0 0.000 0 0 0.00001:30 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 02:30

0 0 0.000 0 0 0.000 0 0 0.00002:30 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 03:30

0 0 0.000 0 0 0.000 0 0 0.00003:30 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 04:30

0 0 0.000 0 0 0.000 0 0 0.00004:30 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 05:30

0 0 0.000 0 0 0.000 0 0 0.00005:30 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 06:30

0 0 0.000 0 0 0.000 0 0 0.00006:30 - 07:00

2 2050 0.000 2 2050 0.000 2 2050 0.00007:00 - 07:30

2 2050 0.000 2 2050 0.000 2 2050 0.00007:30 - 08:00

2 2050 0.049 2 2050 0.000 2 2050 0.04908:00 - 08:30

2 2050 0.000 2 2050 0.000 2 2050 0.00008:30 - 09:00

2 2050 0.000 2 2050 0.000 2 2050 0.00009:00 - 09:30

2 2050 0.000 2 2050 0.000 2 2050 0.00009:30 - 10:00

2 2050 0.000 2 2050 0.000 2 2050 0.00010:00 - 10:30

2 2050 0.000 2 2050 0.000 2 2050 0.00010:30 - 11:00

2 2050 0.000 2 2050 0.000 2 2050 0.00011:00 - 11:30

2 2050 0.000 2 2050 0.000 2 2050 0.00011:30 - 12:00

2 2050 0.000 2 2050 0.000 2 2050 0.00012:00 - 12:30

2 2050 0.000 2 2050 0.000 2 2050 0.00012:30 - 13:00

2 2050 0.000 2 2050 0.000 2 2050 0.00013:00 - 13:30

2 2050 0.000 2 2050 0.000 2 2050 0.00013:30 - 14:00

2 2050 0.000 2 2050 0.000 2 2050 0.00014:00 - 14:30

2 2050 0.000 2 2050 0.000 2 2050 0.00014:30 - 15:00

2 2050 0.000 2 2050 0.000 2 2050 0.00015:00 - 15:30

2 2050 0.000 2 2050 0.000 2 2050 0.00015:30 - 16:00

2 2050 0.000 2 2050 0.000 2 2050 0.00016:00 - 16:30

2 2050 0.000 2 2050 0.000 2 2050 0.00016:30 - 17:00

2 2050 0.000 2 2050 0.049 2 2050 0.04917:00 - 17:30

2 2050 0.000 2 2050 0.000 2 2050 0.00017:30 - 18:00

2 2050 0.000 2 2050 0.000 2 2050 0.00018:00 - 18:30

2 2050 0.000 2 2050 0.000 2 2050 0.00018:30 - 19:00

0 0 0.000 0 0 0.000 0 0 0.00019:00 - 19:30

0 0 0.000 0 0 0.000 0 0 0.00019:30 - 20:00

0 0 0.000 0 0 0.000 0 0 0.00020:00 - 20:30

0 0 0.000 0 0 0.000 0 0 0.00020:30 - 21:00

0 0 0.000 0 0 0.000 0 0 0.00021:00 - 21:30

0 0 0.000 0 0 0.000 0 0 0.00021:30 - 22:00

0 0 0.000 0 0 0.000 0 0 0.00022:00 - 22:30

0 0 0.000 0 0 0.000 0 0 0.00022:30 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 23:30

0 0 0.000 0 0 0.000 0 0 0.00023:30 - 24:00

Total Rates: 0.049 0.049 0.098






the table.













Parameter summary






















0 0 0.000 0 0 0.000 0 0 0.00000:00 - 00:30

0 0 0.000 0 0 0.000 0 0 0.00000:30 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 01:30

0 0 0.000 0 0 0.000 0 0 0.00001:30 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 02:30

0 0 0.000 0 0 0.000 0 0 0.00002:30 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 03:30

0 0 0.000 0 0 0.000 0 0 0.00003:30 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 04:30

0 0 0.000 0 0 0.000 0 0 0.00004:30 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 05:30

0 0 0.000 0 0 0.000 0 0 0.00005:30 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 06:30

0 0 0.000 0 0 0.000 0 0 0.00006:30 - 07:00

2 2050 0.000 2 2050 0.000 2 2050 0.00007:00 - 07:30

2 2050 0.000 2 2050 0.000 2 2050 0.00007:30 - 08:00

2 2050 0.049 2 2050 0.000 2 2050 0.04908:00 - 08:30

2 2050 0.000 2 2050 0.000 2 2050 0.00008:30 - 09:00

2 2050 0.000 2 2050 0.000 2 2050 0.00009:00 - 09:30

2 2050 0.000 2 2050 0.000 2 2050 0.00009:30 - 10:00

2 2050 0.000 2 2050 0.000 2 2050 0.00010:00 - 10:30

2 2050 0.000 2 2050 0.000 2 2050 0.00010:30 - 11:00

2 2050 0.000 2 2050 0.000 2 2050 0.00011:00 - 11:30

2 2050 0.000 2 2050 0.000 2 2050 0.00011:30 - 12:00

2 2050 0.000 2 2050 0.000 2 2050 0.00012:00 - 12:30

2 2050 0.000 2 2050 0.000 2 2050 0.00012:30 - 13:00

2 2050 0.000 2 2050 0.000 2 2050 0.00013:00 - 13:30

2 2050 0.000 2 2050 0.000 2 2050 0.00013:30 - 14:00

2 2050 0.000 2 2050 0.000 2 2050 0.00014:00 - 14:30

2 2050 0.000 2 2050 0.000 2 2050 0.00014:30 - 15:00

2 2050 0.000 2 2050 0.000 2 2050 0.00015:00 - 15:30

2 2050 0.000 2 2050 0.000 2 2050 0.00015:30 - 16:00

2 2050 0.000 2 2050 0.000 2 2050 0.00016:00 - 16:30

2 2050 0.000 2 2050 0.000 2 2050 0.00016:30 - 17:00

2 2050 0.000 2 2050 0.049 2 2050 0.04917:00 - 17:30

2 2050 0.000 2 2050 0.000 2 2050 0.00017:30 - 18:00

2 2050 0.000 2 2050 0.000 2 2050 0.00018:00 - 18:30

2 2050 0.000 2 2050 0.000 2 2050 0.00018:30 - 19:00

0 0 0.000 0 0 0.000 0 0 0.00019:00 - 19:30

0 0 0.000 0 0 0.000 0 0 0.00019:30 - 20:00

0 0 0.000 0 0 0.000 0 0 0.00020:00 - 20:30

0 0 0.000 0 0 0.000 0 0 0.00020:30 - 21:00

0 0 0.000 0 0 0.000 0 0 0.00021:00 - 21:30

0 0 0.000 0 0 0.000 0 0 0.00021:30 - 22:00

0 0 0.000 0 0 0.000 0 0 0.00022:00 - 22:30

0 0 0.000 0 0 0.000 0 0 0.00022:30 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 23:30

0 0 0.000 0 0 0.000 0 0 0.00023:30 - 24:00

Total Rates: 0.049 0.049 0.098






the table.













Parameter summary






















0 0 0.000 0 0 0.000 0 0 0.00000:00 - 00:30

0 0 0.000 0 0 0.000 0 0 0.00000:30 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 01:30

0 0 0.000 0 0 0.000 0 0 0.00001:30 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 02:30

0 0 0.000 0 0 0.000 0 0 0.00002:30 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 03:30

0 0 0.000 0 0 0.000 0 0 0.00003:30 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 04:30

0 0 0.000 0 0 0.000 0 0 0.00004:30 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 05:30

0 0 0.000 0 0 0.000 0 0 0.00005:30 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 06:30

0 0 0.000 0 0 0.000 0 0 0.00006:30 - 07:00

2 2050 0.171 2 2050 0.049 2 2050 0.22007:00 - 07:30

2 2050 0.293 2 2050 0.073 2 2050 0.36607:30 - 08:00

2 2050 0.463 2 2050 0.073 2 2050 0.53608:00 - 08:30

2 2050 0.634 2 2050 0.146 2 2050 0.78008:30 - 09:00

2 2050 0.195 2 2050 0.220 2 2050 0.41509:00 - 09:30

2 2050 0.293 2 2050 0.146 2 2050 0.43909:30 - 10:00

2 2050 0.268 2 2050 0.268 2 2050 0.53610:00 - 10:30

2 2050 0.171 2 2050 0.122 2 2050 0.29310:30 - 11:00

2 2050 0.268 2 2050 0.122 2 2050 0.39011:00 - 11:30

2 2050 0.146 2 2050 0.073 2 2050 0.21911:30 - 12:00

2 2050 0.024 2 2050 0.220 2 2050 0.24412:00 - 12:30

2 2050 0.244 2 2050 0.220 2 2050 0.46412:30 - 13:00

2 2050 0.073 2 2050 0.195 2 2050 0.26813:00 - 13:30

2 2050 0.341 2 2050 0.244 2 2050 0.58513:30 - 14:00

2 2050 0.244 2 2050 0.098 2 2050 0.34214:00 - 14:30

2 2050 0.073 2 2050 0.146 2 2050 0.21914:30 - 15:00

2 2050 0.098 2 2050 0.268 2 2050 0.36615:00 - 15:30

2 2050 0.122 2 2050 0.317 2 2050 0.43915:30 - 16:00

2 2050 0.073 2 2050 0.244 2 2050 0.31716:00 - 16:30

2 2050 0.122 2 2050 0.537 2 2050 0.65916:30 - 17:00

2 2050 0.049 2 2050 0.927 2 2050 0.97617:00 - 17:30

2 2050 0.024 2 2050 0.195 2 2050 0.21917:30 - 18:00

2 2050 0.000 2 2050 0.146 2 2050 0.14618:00 - 18:30

2 2050 0.000 2 2050 0.049 2 2050 0.04918:30 - 19:00

0 0 0.000 0 0 0.000 0 0 0.00019:00 - 19:30

0 0 0.000 0 0 0.000 0 0 0.00019:30 - 20:00

0 0 0.000 0 0 0.000 0 0 0.00020:00 - 20:30

0 0 0.000 0 0 0.000 0 0 0.00020:30 - 21:00

0 0 0.000 0 0 0.000 0 0 0.00021:00 - 21:30

0 0 0.000 0 0 0.000 0 0 0.00021:30 - 22:00

0 0 0.000 0 0 0.000 0 0 0.00022:00 - 22:30

0 0 0.000 0 0 0.000 0 0 0.00022:30 - 23:00

0 0 0.000 0 0 0.000 0 0 0.00023:00 - 23:30

0 0 0.000 0 0 0.000 0 0 0.00023:30 - 24:00

Total Rates: 4.389 5.098 9.487






the table.













Parameter summary













APPENDIX N

APPENDIX N Loggans Moor “Throughabout” Design

DWG No.HBH10093/D07