ALDI FOOD STORES POOL ROAD, NEWTOWN TRANSPORT …...Aldi Stores Limited Pool Road, Newtown Transport Assessment 472-01/TA01 5 1.2.12 The framework Travel Plan that accompanies the

ALDI FOOD STORES

POOL ROAD, NEWTOWN

TRANSPORT ASSESSMENT

PREPARED ON BEHALF OF:

ALDI STORES LIMITED

10 King Street

Newcastle under Lyme

ST5 1EL

Aldi Stores Limited

Pool Road, Newtown Transport Assessment

CONTENTS

INTRODUCTION .................................................................... 1 1.0

THE DEVELOPMENT SITE ................................................... 7 2.0

THE PROPOSED DEVELOPMENT ......................................12 3.0

BASELINE TRAFFIC CONDITIONS .....................................16 4.0

DEVELOPMENT TRIP ATTRACTION, ASSIGNMENT AND 5.0DISTRIBUTION .....................................................................19

IMPACT OF DEVELOPMENT PROPOSALS ON THE 6.0OPERATIONAL PERFORMANCE OF THE LOCAL HIGHWAY NETWORK ..........................................................25

SUMMARY AND CONCLUSIONS ........................................28 7.0

FIGURES

2-1 SITE LOCATION PLAN (IN TEXT)

4-1 2019 SURVEY TRAFFIC FLOWS

4-2 2024 BASE TRAFFIC FLOWS

5-1 NEW/ TRANSFERRED DEVELOPMENT TRIP DISTRIBUTION

5-2 NEW/ TRANSFERRED DEVELOPMENT TRIP ASSIGNMENT

5-3 PASS BY DEVELOPMENT TRIP DISTRIBUTION

5-4 PASS BY DEVELOPMENT TRIP ASSIGNMENT

5-5 TOTAL DEVELOPMENT TRIP ASSIGNMENT

5-6 2024 BASE PLUS DEVELOPMENT TRAFFIC FLOWS

TABLES

4-1 PROPOSED GROWTH FACTORS (POWYS 008)

4-2 SUMMARY OF PERSONAL INJURY COLLISIONS

5-1 DISCOUNT FOODSTORE TRIP RATES PER 100 SQM GFA

5-2 DISCOUNT FOODSTORE VEHICULAR TRIP ATTRACTION

5-3 FOOD STORE TRIP TYPES

5-4 FOODSTORE TRIP TYPES USED IN ANALYSIS

5-5 VEHICLE TRIP ATTRACTION BY TRIP TYPE – AVERAGE TRIP

RATES

6-1 WERN DDU LANE/ PROPOSED SITE ACCESS – PICADY

RESULTS

6-2 POOL ROAD/ WERN DDU LANE – PICADY RESULTS

Aldi Stores Limited


APPENDICES

A SITE LAYOUT

B GENERAL ACCESS ARRANGEMENT AND SWEPT PATH

AUTOTRACK ANALYSIS

C FRAMEWORK TRAVEL PLAN

D TRAFFIC COUNT DATA

E TRICS DATA

F WERN DDU LANE/ PROPOSED SITE ACCESS – MODEL

OUTPUTS

G POOL ROAD/ WERN DDU LANE – MODEL OUTPUTS

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INTRODUCTION 1.0

1.1 Background

1.1.1 This Transport Assessment has been prepared by Cameron Rose Associates

on behalf of Aldi Stores Limited in order to examine the highway and

transportation issues associated with the proposed development on land

occupied by Greenhous Ford Newtown off Pool Road in Newtown, Powys.

1.1.2 The site area comprises 7,592 sqm (1.87 acres). The proposed scheme is for

full planning permission for a new Aldi food store, associated parking, access,

servicing and landscaping at Greenhous Fore Newtown, Pool Rd, Newtown

SY16 3AH.

1.1.3 The development proposals include the provision of an Aldi food store with a

Gross External Area (GEA) of 1,862 sqm. The proposed parking provision for

the development is 104 spaces, including six disabled, nine parent and child,

five motorcycle and two Electric Vehicle parking spaces.

1.1.4 This Transport Assessment has been prepared to support the planning

application for the proposed development and includes an analysis of the

existing transport provision within the vicinity of the site, including sustainable

transport facilities, traffic flows and the operation of the existing highway

network. This Assessment considers the adequacy of this existing and

consented provision to accommodate the future demands associated with the

application proposals.

1.1.5 Details of the pedestrian and vehicular access arrangements, quantum of car

and cycle parking and servicing arrangements are set out in this report,

together with a detailed assessment of the potential traffic impact of the

development proposals on the surrounding local highway network.

1.1.6 Pre-application discussions have been held with highway officers at Powys

Council, who have agreed the proposed study area.

1.1.7 This report concludes that the proposed development can be accommodated

without detriment to the operational capacity or safety of the local highway

network and that it can be readily accessed by sustainable modes.

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1.2 Policy Context

1.2.1 The development proposals have been considered in the context of the

following national policies and guidance:

Planning Policy Wales (PPW) Edition 10 2018

1.2.2 In relation to Transport PPW states in Paragraph 4.1.1 that:

‘The planning system should enable people to access jobs and services

through shorter, more efficient and sustainable journeys, by walking, cycling

and public transport’:

1.2.3 The delivery of this objective could be supported through a modal shift to

walking, cycling and public transport. Paragraph 4.1.9 of the PPW states that

sustainable transport can be supported by facilitating developments which:

• ‘are sited in the right locations, where they can be easily accessed by

sustainable modes of travel and without the need for a car;

• are designed in a way which integrates them with existing land uses

and neighbourhoods; and

• make it possible for all short journeys within and beyond the

development to be easily made by walking and cycling’.

1.2.4 It is considered that the site is situated in a sustainable location, which is

evident by the recent planning approval for residential development on the

neighbouring site. The proximity of a number of existing and proposed

residential developments will enable the development to be easily accessed

by sustainable modes of travel and without the need for a car. It is therefore

considered that the development proposals accord with the transport policies

outlined within PPW.

Planning Policy Wales, Technical Advice Note 18: Transport

1.2.5 Technical Advisory Note (TAN) 18 provides detailed guidance on

implementing the transport objectives contained in PPW.

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1.2.6 Paragraph 2.3 of TAN 18 focuses on integrating land use planning and

transport and suggests that integration can help in achieving wider

sustainable objectives by:

• ‘Promoting resource and travel efficient settlement patters;

• Ensuring new development is located where there is, or will be, good

access by public transport, walking and cycling thereby minimising the

need for travel and fostering social inclusion;

• Managing parking provision;

• Ensuring that new development and major alterations to existing

developments include appropriate provision for pedestrians (including

those with special access and mobility requirements), cycling, public

transport, and traffic management and parking/ servicing;

• Encouraging the location of development near other related uses to

encourage multi-purpose trips;

• Promoting cycling and walking;

• Supporting the provision of high quality, inclusive public transport;

• Supporting provision of a reliable and efficient freight network;

• Promoting the location of warehousing and manufacturing

developments to facilitate the use of rail and sea transport for freight;

• Encouraging good quality design of streets that provide a safe public

realm and a distinct sense of place; and

• Ensuring that transport infrastructure or service improvements

necessary to serve new development allow existing transport networks

to continue to perform their identified functions’.

1.2.7 Chapter 9 and Annex D of TAN 18 refer to the preparation of Transport

Assessments in relation to development and paragraph D.2 outlines the

following aims of producing a Transport Assessment:

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472-01/TA01 4

• Understand the transport impacts of the development;

• Clearly communicate the impacts to assist the decision making

process;

• Demonstrate the development is sited in a location that will produce a

desired and predicted output (for example in terms of target modal

split);

• Mitigate negative transport impacts through the design process and

secure through planning conditions or obligations; and

• Maximise the accessibility of the development by non-car modes’.

1.2.8 The remainder of this report will outline how the development proposals meet

the objectives of TAN 18. A Framework Travel Plan is also included as an

Appendix to this report, which outlines mitigation measures and initiatives to

encourage sustainable travel.

Active Travel (Wales) Act (2013)

1.2.9 The Act requires local authorities to continuously improve facilities and routes

for pedestrians and cyclists and to prepare maps identifying current and

potential future routes for their use. The Act also requires new road schemes

(including road improvement schemes) to consider the needs of pedestrians

and cyclists at design stage.

1.2.10 Powys County Council's Active Travel Team has been successful in securing

£950,000 from the Welsh Government's Active Travel Fund to improve active

travel facilities in Newtown and Presteigne.

1.2.11 The council has received £550,000 for the first phase of its active travel plans

for Newtown, to fund a bridge built over the River Severn linking the Canal

Road and Pool Road in the town for pedestrians and cyclists.

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1.2.12 The framework Travel Plan that accompanies the planning application

outlines Aldi’s corporate commitment to promoting sustainable modes of

travel and ways in which the development can ensure access to the site is

promoted for pedestrians and cyclists in line with Powys County Council’s

Active Travel Policy.

The Powys Unitary Development Plan (UDP) 2001 – 2016

1.2.13 The Powys UDP guides development in Powys. It provides a policy

framework for positive forward planning, proposals and allocations for future

developments and the basis on which consistent development control

decisions can be made.

1.2.14 The plan recognises the need to provide an efficient and enhanced public

transport system serving the inherited settlement pattern and, through the

Sustainable Strategic Settlement Hierarchy, facilitate progressive changes so

as to allow the development of a sustainable transport system.

1.2.15 It also contains a suite of transport policies that support sustainable transport

including SP6 – Development and Transport, GP1 – Development Control,

GP2 – Planning Obligations, GP4 – Highway and Parking Requirements and

Policies T1 through to T13 which address a range of transport issues within

Powys.

Powys One Plan: A Single Delivery Plan for Powys (2014 – 2017)

1.2.16 The Powys One Plan is the County Council’s Single Integrated Plan. The

Local Government (Wales) Measure 2009 placed a duty on each local

authority to prepare a Community Strategy for promoting and improving the

economic, social and environmental wellbeing of their area, and contributing

to the achievement of sustainable development.

1.2.17 Powys County Council has worked with the Local Service Board to

incorporate its own improvement plan (the “Powys Change Plan”) to produce

the Powys One Plan. This has been done so that strategic partners can

better work together for the good of the county. A coherent plan enables

residents to find out what is planned and the expected results when the

priorities are achieved.

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1.2.18 The Plan sets out priorities for improvement to guide the work of strategic

partners for integrated health and adult social care, children and young

people, transforming learning and skills and for stronger, safer and

economically viable communities, financially balanced and fit for purpose

public services. It identifies a need for improved passenger transport services

so that they are affordable, accessible and efficient.

1.3 Structure

1.3.1 The structure of the report herein is set out as follows:

• Section 2.0 considers the location of the development site, the local

highway network and the existing infrastructure provision for

sustainable modes of transport;

• Section 3.0 sets out the details of the development proposals, site

access, parking provision and servicing arrangements;

• Section 4.0 presents the baseline conditions of the local highway

network;

• Section 5.0 deals with the potential trip attraction of the proposed

development considering the various trip types;

• Section 6.0 considers the impact on the operational performance of

the local highway network for a future assessment year, with and

without the development in operations; and

• Section 7.0 provides a summary and conclusion to the report derived

from the analysis presented in the above chapters.

1.3.2 The report has been prepared solely in connection with the proposed

development as stated above. As such, no responsibility is accepted to any

third party for all or any part of this report, or in connection with any other

development.

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THE DEVELOPMENT SITE 2.0

2.1 Site Location and Surrounding Area



servicing and landscaping at the site of the Greenhous Fore Newtown, Pool

Rd, Newtown SY16 3AH.

2.1.2 The site is bounded to the north by Pool Road, to the east by an access road

to the industrial estate to the south by industrial/ commercial units and to the

west by Wern Ddu Lane.

2.1.3 The A483/ A489 Trunk Roads at Newtown form part of the north-south and

east-west transport corridors linking areas such as Mid Wales and the West

Midlands in England. Prior to the opening of the Newtown Bypass in early

2019, Newtown was a pinch point on the network and the junction of the

A483(T) and A489(T) regularly suffered from traffic congestion.

2.1.4 The Newton Bypass is approximately 6.5 km in length and comprises

approximately 5.8 km of Wide Single 2+1 Road. This provides two lanes in

one direction and one lane in the opposite direction.

2.1.5 Since the opening of the Newtown Bypass traffic and congestion through the

centre of Newtown has significantly reduced.

2.1.6 The location of the site in relation to the local highway network is illustrated in

Figure 2-1.

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Figure 2-1: Site Location

2.2 Local Highway Network

2.2.1 As confirmed by the local Highway Authority during pre-application

discussions, the Transport Assessment will consider the following junctions.

• Wern Ddu Lane/ Proposed Site Access – priority controlled junction;

and

• Pool Road/ Wern Ddu Lane – ghost island priority controlled junction.

2.2.2 The A483(T) Pool Road is a single carriageway road, with a shared footway/

cycle-way to either side of the carriageway. The speed limit of the road

changes from 30 mph to 40 mph approximately 240 metres to the east of the

Pool Road/ Wern Ddu Lane junction.

2.2.3 Wern Ddu Lane is a single carriageway road subject to a 30 mph speed limit.

Footways are provided along both sides of the carriageway. Parking

restrictions are present along the length of Wern Ddu Lane.

2.3 Accessibility by Sustainable Modes

2.3.1 This section provides an appraisal of the existing sustainable transport

networks surrounding the proposed site, with due regard to the following:

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• walking and cycling network; and

• public transport network.

Walking and Cycling

2.3.2 The Institution of Highway and Transportation (IHT) document entitled

‘Guidance for Journeys of Foot’ (2000) suggests ‘acceptable’ walking

distances for different journey purposes. They suggest that walking distances

for pedestrians without mobility impairment, for commuting and education, are

up to 500 metres as a desirable distance, up to 1,000 metres as an

acceptable distance and 2,000 metres as the preferred maximum. The

document recognises that:

‘… that it is not always possible to achieve ideal results in all situations due to

site constrains, costs or other practicalities and that compromises must

sometimes, rightly, be made’ (Para 1.10).

2.3.3 The document goes on to advise that some 80% of walking journeys in urban

areas are less than 1.0 mile long and that the average length is 1.0 kilometres

(0.6 miles) and that this differs little by age or sex. (Source: IHT document,

Providing for Journeys on Foot, Para. 3.30).

2.3.4 An acceptable cycle distance is considered to be up to five kilometres.

Although now superseded PPG13 notes that:

‘Cycling also has the potential to substitute for short car trips, particularly

those under 5km and to form part of a longer journey by public transport.’

(Para. 77)

2.3.5 The Department for Transport (DfT) Local Transport Note 2/08 also states

that many utility cycle journeys are under three miles, although for

commuters, a trip distance of over five miles is not uncommon. (Para. 1.5.1)

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2.3.6 In the vicinity of the proposed development, there is a shared footway/ cycle-

way to either side of the carriageway. This route connects to a number of

cycle routes within Newtown. This is illustrated on Powys Active Travel

existing route maps for walking and cycling for Newtown. The map shows

clear pedestrian and cycle routes from the site into Newtown town centre and

to key destinations including the bus station, railway station and local schools.

2.3.7 An Integrated Network Map has also been developed for Newtown through

comprehensive stakeholder engagement and it reflects the routes and

developments Powys residents/ stakeholders asked for. Although the route

maps have been approved by Welsh Government for publication; the routes

are aspirational at this stage and there is no guarantee that the council will be

able to get the funding or grants it needs to construct them. The maps

identity Pool Road (P-NE-1-004), adjacent to the site and the industrial

access road (P-NE-A-007) as Integrated Networks for Walking.

2.3.8 Generally, the topography of the local area is conducive to cycling. Powys

Council has established a network of cycle routes throughout the borough to

encourage this mode of travel.

2.3.9 With regards to formal cycle facilities, there is a designated local cycle route

along Pool Road which links the site with the town centre and beyond. The

majority of the route is off road in the form of a shared footway/ cycleway.

Within the town centre the majority of the route is along advisory cycle routes.

2.3.10 A suitable level of street lighting is present throughout the area. Generally,

the pedestrian/ cycle facilities encourage movement on foot/ cycle within the

vicinity of the development site and provide adequate links to the nearest bus

stops and neighbouring residential developments, thus encouraging

sustainable travel to the store.

Public Transport

Bus Services

2.3.11 Guidance published by the Institute of Highways and Transportation ‘Planning

for Public Transport in Developments’ (1999) recommends that the maximum

walking distance to a bus stop should be 400 metres, equating to an

approximate five minute walk.

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2.3.12 The closest bus stop to the development site is located just outside of the

recommending walking distance at 450 metres. Services stopping at this stop

include:

• T12: Machynlleth - Newtown - Welshpool - Oswestry – Wrexham –

which offers a 120 minute headway service Monday to Saturday

daytimes; and

• X75: Rhayader - Llanidloes - Newtown - Welshpool – Shrewsbury -

which offers 120 minute headway service Monday to Saturday

daytimes.

Rail Services

2.3.13 The closest railway station to the development is Newtown Railway Station,

located approximately 1.2 kilometres to the south west of the site. Newtown’s

railway station is connected to the national rail system on the Cambrian Line.

2.3.14 Trains run from here westwards to Machynlleth and then either Aberystwyth

or Pwllheli via Barmouth and eastwards to Shrewsbury & Birmingham

International. There is a two-hourly service each way – on weekdays and

Saturdays there are also some additional Shrewsbury to Aberystwyth

services during the mornings and evenings. On Sundays there is a two-

hourly service on the Shrewsbury – Aberystwyth axis, but only a limited

service along the coast to/ from Pwllheli (three in summer and one in winter).

2.4 Summary

2.4.1 The Travel Plan for the Aldi foodstore would include measures to encourage

staff and customers to use public transport. A Framework Travel Plan is

included in Appendix C.

2.4.2 Overall it is evident that the site is accessible to pedestrians, cyclists and

users of public transport. The proposed development will include measures

to promote the use of such sustainable modes of transport.

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THE PROPOSED DEVELOPMENT 3.0

3.1 Overview



the development is 104 spaces, including six disabled, nine parent and child,

five motorcycle and two Electric Vehicle parking spaces.. The development

will also be accompanied by 12 cycle parking spaces in the form of six

Sheffield type stands.

3.1.2 The proposed site layout for the development is attached in Appendix A.

3.2 Proposed Means of Access

Customer Access

3.2.1 The existing vehicular access off the A483(T) Pool Road and the two

accesses off Wern Ddu Lane will be permanently closed and footway

reinstated.

3.2.2 Customer access and egress to the development site is proposed via a newly

formed priority controlled junction off Wern Ddu Lane, approximately 30

metres south of the A483(T) Pool Road. The new bell mouth will be

constructed with six metre radii and tactile paving.

3.2.3 In addition a secondary egress will be provided to the north eastern end of the

site, out onto the Industrial Estate Road. This egress only will be designed to

encourage a left turn out through kerb alignment.

3.2.4 The vehicle access locations are illustrated in drawing 472-01/GA-01 Rev A

attached in Appendix B.

Service Vehicles Access

3.2.5 A separate service vehicle access will be provided from the access road on

the north eastern boundary of the site.

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3.2.6 During pre-application discussions with Powys Council, it was identified to us

that a new boundary wall had been constructed on the Industrial Estate

access road from which the proposal is to take the service yard access. It is

understood that this boundary wall does not a consent associated with it.

3.2.7 The local Highway Authority raised concerns that the new boundary wall

resulted in a reduction in the forward visibility around the bend. However our

site observations have identified that the forward visibility around the bend

has not been reduced due to the wall; as the wall sits entirely within land

outwith the public highway.

3.2.8 Notwithstanding this, we have site measured visibility splays for right turning

HGV’s turning in to the proposed service yard. It should be noted that this

measurement is different than that used for bend stopping sight distances

(SSD) as the measurement is taken 0.1 metres from and to the centre line

and not 0.1 metres from and to the channel line, as the SSD of interest is that

of approaching vehicles not stopped vehicles on the same side of the

carriageway located at a point around the bend.

3.2.9 SSD measurements are presented in Appendix B drawing 472-01/GA-02

Rev A demonstrate that the forward visibility and thus the SSD is 38.8 metres

from the egress kerb line tangent and 35.8 metres from the point at which

HGV’s will start the turn into the service yard from the Industrial Estate access

road.

3.2.10 These SSD measurements can be reversed engineered to establish the

acceptable approach speeds for the light and heavy vehicles. Reference is

accordingly made to pages 72 and 73 of Manual for Streets 2. From this the

following approach speed functions have been derived:

• SSD = 38.8 metres = 27 mph and 29 mph approach speeds for

heavies and lights respectively; and

• SSD = 35.8 metres = 26 mph and 27 mph approach speeds for

heavies and lights respectively

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3.2.11 The speed of range of 26 mph and 29 mph is consistent with site

observations of vehicles approaching this bend. Accordingly, the SSD

available at this location is acceptable for the proposed service yard access.

Pedestrian Access

3.2.12 Pedestrian access will be via the main vehicular access off Wern Ddu Lane.

Designated pedestrian routes within the application site will provide safe

routes for pedestrians to move through the car park. This is illustrated in

drawing 472-01/GA-01 attached in Appendix B.

3.3 Car and Cycle Parking Provision

3.3.1 The proposed Aldi foodstore will also provide 104 spaces, including six

disabled, nine parent and child, five motorcycle and two Electric Vehicle

parking spaces..

3.3.2 Powys County Council have requested that reference be made to the ‘CSS

Wales Parking Standards (2014)’ state a car parking provision for

Supermarkets & Superstores (predominantly food) of:

• Operation – three commercial vehicle spaces; and

• Non-operational - one space per 14 sqm equating.

3.3.3 This equates to the provision of 133 non-operational spaces and three

commercial vehicle operational spaces.

3.3.4 Disabled parking provision for car parks associated with shopping areas,

leisure or recreational facilities and places open to the general public is 6% of

the total car park capacity (to include both employees and visitors). Based on

the provision of 103 car parking spaces this equates to the provision of six

disabled parking spaces.

3.3.5 Cycle parking should be provided at a minimum level of one space per 150

sqm. This equates to the provision of 12 cycle parking spaces.

3.3.6 Additionally motorcycle parking will also be required at a minimum standard of

5% of total parking provision i.e. five spaces based on the provision of 104

car parking spaces.

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3.3.7 The site layout has been designed in a cycle friendly way; ensuring

permeability for pedestrians and cyclists. The design of the stores car park

will encourage low traffic speeds, enhancing safety for pedestrians and

cyclists.

3.3.8 A framework Travel Plan accompanies this planning application and includes

cycle specific measures, including: on-site infrastructure, connecting with the

existing off-site infrastructure, sustainable travel initiatives and monitoring and

targets. The framework Travel Plan also gives due consideration to Powys

County Council’s Active Travel Policy.

3.3.9 The level of cycle parking proposed is anticipated to increase the

attractiveness of cycling as a mode of transport to customers and employees

of the site. Secure staff lockers will also be provided. The location of cycle

parking is illustrated in the site layout plan contained in Appendix A.

3.4 Servicing

3.4.1 A separate service vehicle access is proposed from the access road on the

north eastern boundary of the site.

3.4.2 Approximately four 16.5 metre articulated service vehicles would access the

site per day, in association with the proposed discount food store. In addition

to a daily milk delivery and bin collection via rigid vehicle.

3.4.3 A track plot analysis of a 16.5 metre refrigerated articulated vehicle has been

undertaken using AutoTrack, a specialist computer package that allows

designers to assess the swept path of different vehicles as they negotiate

path alignments. The swept path of these vehicles to and from the site

service ramp is satisfactory, as demonstrated in drawing 472-01/ATR-01 Rev

A attached in Appendix B.

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BASELINE TRAFFIC CONDITIONS 4.0

4.1 Introduction

4.1.1 This section provides an appraisal of the transport network surrounding the

proposed development site, including the baseline traffic flows on the study

area network and an analysis of accident records for the local highway

network.

4.1.2 The study area, which was agreed with the local Highway Authority during

pre-application discussions, includes the following junction surrounding the

site:

• Wern Ddu Lane/ Proposed Site Access – priority controlled junction;

and


4.1.3 The following sections therefore present the methodology adopted to

establish baseline conditions within the agreed study area.

4.2 Baseline Traffic Flows

4.2.1 Peak hour traffic flows have been derived from independent manual turning

counts undertaken on Friday 13 September and Saturday 14 September

2019 at the junctions of:


Surveys were undertaken for a Weekday AM (0730 – 1000), PM (1430 –

1800) and Saturday (1030 – 1400) peak periods.

4.2.2 Analysis of the data has determined that the peak hours are 0830 – 0930

during the Weekday AM peak, 1615 – 1715 during the Weekday PM peak

and 1045 – 1145 during the Saturday peak. The full survey results are

attached in Appendix D. The resulting turning flows at the junction are

illustrated in Figure 4-1.

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4.3 Assessment Years

4.3.1 The 2019 survey traffic flows will be growthed to a design year five years after

application registration, 2024.

4.3.2 Growth factors will be applied to the surveyed traffic flows to calculate 2024

base traffic flows. This will be undertaken using TEMPRO 7 NTM AF15

Dataset with adjusted local growth for the Powys 008 super output area

(E02000104), which encompasses the development site. The growth factors

are presented in Table 4-1

Table 4-1: Proposed Growth Factors (Powys 008)

Growth Period AM Weekday Peak Periods

PM Weekday Peak Period

Saturday Peak Period

2019 – 2024 1.0443 1.0417 1.0432

4.3.3 The resulting 2024 (design year) baseline traffic flows is illustrated in Figure

4-2.

4.4 Personal Injury Accident Data

4.4.1 Personal Injury Accident data has been obtained from the Crash Map website

(www.crashmap.co.uk) for the proposed study area for the most recent five

year period for which data is complete (from the time of reviewing). The

collisions have been reviewed in Table 4-2.

Table 4-2: Summary of Personal Injury Collisions

Location Slight Serious Fatal

Pool Road – along the site frontage 0 1 0 Total 0 1 0

4.4.2 In total for the study area under consideration one personal injury accidents

were recorded. The accident was recorded as serious in severity.

4.4.3 The accident occurred along the frontage of the proposed development site

on Pool Road. The accident occurred during wet weather conditions with

high winds. The incident involved three vehicles; two of which were waiting to

proceed normally but were held up; the third vehicle collided with the rear of

one vehicle, which in turn collided with the rear of the other.

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4.4.4 The personal injury accident data would suggest that there is no particular

trend or pattern of road accidents in the vicinity of the site resulting from any

deficiencies in the local road network, or the operation of the site.

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DEVELOPMENT TRIP ATTRACTION, ASSIGNMENT AND DISTRIBUTION 5.0

5.1.1 The traffic attraction of the proposed foodstore has been estimated on the

basis of comparable survey data contained within the TRICS database.

Survey data for discount foodstores has been used to assess the likely traffic

attraction of the proposed development.

5.1.2 The average trip rates are summarised below in Table 5-1, the full calculation

and output from TRICS is attached in Appendix E.

Table 5-1: Discount Foodstore Trip Rates per 100 sqm GFA

Trip Rate Peak Period Arrivals Departures Two-Way

Average

AM Peak (0800 – 0900)

1.062 0.616 1.678

PM Peak (1700 – 1800)

3.169 3.720 6.889

Saturday Peak (1100 – 1200)

6.983 6.779 13.762

5.1.3 The quantum of traffic attracted by the 1,862 sqm GFA Aldi foodstore, based

on these trip rates, is summarised in Table 5-2.

Table 5-2: Discount Foodstore Vehicular Trip Attraction

Trip Rate Peak Period Arrivals Departures Two-Way

Average

AM Peak (0800 – 0900)

20 11 31

PM Peak (1700 – 1800)

59 69 128

Saturday Peak (1100 – 1200)

130 126 256

5.1.4 The trip attraction of the proposed foodstore is anticipated to be 31 two-way

trips in the Weekday AM, 128 two-way trips during Weekday PM peak hour

and 256 in the Saturday peak hour.

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472-01/TA01 20

5.2 Trips Types

5.2.1 It is widely accepted that, the total number of trips attracted to a new retail

development are not comprised wholly of new trips to the local highway

network. Many of the trips may in fact already exist on the network, albeit at

another location, or where a visit to the store will be incorporated into an

existing pattern of travel behaviour. The following vehicular trip types have

been identified in association with new retail developments (Guidance on

Transport Assessment, DfT, 2007):

• New Trips: Trips that do not appear anywhere on the road network

prior to the opening of the development.

• Pass-by Trips: Trips which are already present on the road network

directly adjacent to the point of access to the site, which will turn into

the site.

• Linked Trips: Trips that will have multiple destinations either within the

proposed development site, between both the development site and

existing adjacent sites, or between the development site and an

established town centre.

• Diverted Trips: Trips which are already present on the local road

network but not the road from which the site access is taken and will

divert from their existing use to access the site.

• Transferred Trips: Trips which are already present on the local road

network, accessing similar sites in close proximity to the proposed

development. Slightly different from diverted trips, these wholly

transfer from using an existing development to a new one, i.e.

shoppers switching to a new food store that is more conveniently

located for them.

5.2.2 The importance of non-primary trips, i.e. Pass-by, Linked, Diverted and

Transferred trips are emphasised by retailers who suggest that they rely

heavily on these trip types in order to survive.

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472-01/TA01 21

5.2.3 The premise of non-primary trips is one that is particularly true in locations

where the highway network experiences peak hour congestion as customers

are unlikely to embark on a single purpose home based trip to undertake food

shopping at these times. During the hours of peak traffic demand on the local

highway network, it is likely that the majority of customers to the proposed

food store, who travel by car, would have already been present on the local

highway network.

5.2.4 The TRICS Research Report 14/1: Pass-By & Diverted Trips presents

updated research on the proportion of trip types. Those relevant to the

proposed Aldi food store include:

• Commercial research carried out by Somerfield and Tesco and

reiterated in the TRICS research paper 14-1, have presented a

correlation between the proximity of a store to a town centre and the

propensity for store customers to visit other shops within a town

centre;

• TRICS research paper 14-1 also states that as a store’s proximity to a

town centre increases, the potential percentage of pass-by trips also

increases; and

• Stores with a GFA of 4,000 sqm or less are more likely to act as

convenience stores, whilst those with a GFA higher than 4,000 sqm

are more likely to act as comparison stores. Convenience stores are

more likely to produce pass-by trips.

5.2.5 The research goes on to state that having given due consideration to these

parameters, the development should develop an appropriate percentage of

pass-by and diverted trips, following usual best practice.

5.2.6 Best practice research presented within TRICS Report 95/2 suggests the

following peak hour proportions of retail trip types.

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472-01/TA01 22

Table 5-3: Food store Trip Types

Trip Type Weekday Peak Hour

Proportions Saturday Peak

Hour Proportions

New/ Transferred Trips 25 - 60% 50 – 90%

Pass-By Trips 5 – 30% 5 – 10%

Diverted Trips 20 – 45% 5 - 40%

5.2.7 In terms of the TRICS Research Report 14/1, the proposed store is classed

as a convenience store which will offer an opportunity for Pass-By trips to be

made to the food store. Given the extent of the study area no account has

been made of diverted trips.

5.2.8 The proportion of pass-by trips is influenced by the local network and thus for

the purpose of this analysis, pass-by trips are considered to be those trips

which are already travelling on Pool Road.

5.2.9 Based on the information presented above, the following proportions of each

trip type have been adopted in this analysis for both the weekday and

Saturday scenarios.

Table 5-4: Foodstore Trip Types Used in Analysis

Trip Type Weekday Peak Hour

Proportions Saturday Peak

Hour Proportions

New/ Transferred Trips 70% 90% Pass-By Trips 30% 10%

5.2.10 The resulting trip attraction for each trip type are summarised in Table 5-5.

Table 5-5: Vehicle Trip Attraction by Trip Type – Average Trip Rates

Peak Trip Type Proportion Trip Attraction (Average)

Arrivals Departures Two-Way

AM Peak

New/ Transferred 70% 14 8 22 Pass-by 30% 6 3 9

Total 100% 20 11 31

PM Peak

New/ Transferred 70% 41 48 90 Pass-by 30% 18 21 38

Total 100% 59 69 128

Saturday Peak

New/ Transferred 90% 117 113 230

Pass-by 10% 13 13 26 Total 100% 130 126 256

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472-01/TA01 23

5.3 Trip Distribution and Assignment

5.3.1 As detailed in Table 5-4, the trips generated by the Aldi are split into New,

and Pass-by Trips. The distribution associated with each trip type is detailed

below.

5.3.2 For robustness, the assessment distributes all departing traffic via the Wern

Du Lane egress and not the secondary egress via the Industrial Estate Road.

New/ Transferred Retail Trips Distribution

5.3.3 The distribution of New/ Transferred trips is based on existing turning

proportions, determined by the survey traffic counts.

5.3.4 The distribution of New/ Transferred trips is shown in Figure 5-1. The

assignment of the proposed development traffic in these proportions is

illustrated in Figure 5-2.

Pass by Retail Trip Distribution

5.3.5 Given that the anticipated catchment of the proposed development will be

local, it is likely that a proportion of trips to the development, in the peak

hours, will be Pass-by Trips made by people already travelling along Gresford

Road. These trips effectively comprise trips which will turn into the proposed

development on their way to/ from other destinations. This would therefore

represent a discount to traffic downstream of the site access for the duration

of the Pass-by Trip to the development, but the trip is subsequently added

back to the network once the visit has ended. Thus no reduction will be made

to the traffic on the local highway network outside of the site access junction.

Albeit that the possible trip timeline is extended beyond the highway network

peak hours.

5.3.6 The distribution of Pass-by trips is shown in Figure 5-3. The assignment of

the proposed development traffic in these proportions is illustrated in Figure

5-4.

Summary

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472-01/TA01 24

5.3.7 The total proposed development traffic is illustrated in Figure 5-5 and the

2024 Base plus Committed plus Development traffic flows are illustrated in

Figure 5-6.

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472-01/TA01 25

IMPACT OF DEVELOPMENT PROPOSALS ON THE OPERATIONAL 6.0

PERFORMANCE OF THE LOCAL HIGHWAY NETWORK

6.1 Introduction

6.1.1 The following capacity assessments will demonstrate that the impact of this

level of traffic would not be material on the operational performance of the

local highway network.

6.2 Junction Capacity Assessments

6.2.1 Capacity assessments have been undertaken for a Weekday AM, PM and

Saturday peak period (unless otherwise stated). Assessments have been

undertaken for the following junction, as agreed with Wrexham County

Borough Council, using the software noted:

• Wern Ddu Lane/ Proposed Site Access – PICADY; and

• Pool Road/ Wern Ddu Lane – PICADY.

6.2.2 PICADY presents results as Ratio of Flow to Capacity (RFC) and

corresponding likely traffic queues. RFC values between 0.00 and 0.85 are

generally accepted as representing stable and acceptable operating

conditions. Values between 0.85 and unity represent variable operation (i.e.

possible queues building up at the junction during the period under

consideration and increases in vehicular delay moving through the junction).

Wern Ddu Lane/ Proposed Site Access

6.2.3 The results of the PICADY assessment are set out in Appendix F and

summarised in Table 6-1.

Table 6-1: Wern Ddu Lane/ Proposed Site Access – PICADY Results

Scenario Arm AM Peak

Hour PM Peak

Hour Saturday

Peak Hour

RFC Q RFC Q RFC Q

2024 Base + Development

Site Access 0.02 0 0.12 0 0.31 1

Wern Ddu Lane (s) 0.00 0 0.00 0 0.00 0

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472-01/TA01 26

6.2.4 The operational capacity assessments demonstrate that the site access is

sufficient to accommodate development traffic, for a future assessment year.

The maximum Ratio of Flow to Capacity (RFC) occurs on the site access arm

during the Saturday peak period of 0.31 with one pcu associated queue.

6.2.5 It is therefore considered that the proposed site access is sufficient to

accommodate the development proposals.

Pool Road/ Wern Ddu Lane

6.2.6 The results of the PICADY assessment are set out in Appendix G and

summarised in Table 6-2.

Table 6-2: Pool Road/ Wern Ddu Lane – PICADY Results

Scenario Arm AM Peak

Hour PM Peak

Hour Saturday

Peak Hour

RFC Q RFC Q RFC Q

2019 Survey

Wern Ddu Lane - left 0.11 0 0.22 0 0.32 1

Wern Ddu Lane - right 0.10 0 0.16 0 0.21 0

Pool Road (w) 0.16 0 0.22 0 0.30 0

2024 Base



Pool Road (w) 0.17 0 0.23 0 0.32 1

2024 Base + Development



Pool Road (w) 0.18 0 0.27 0 0.45 1

6.2.7 The operational capacity assessments demonstrate that the junction is

sufficient to accommodate development traffic, for a future assessment year.

The maximum Ratio of Flow to Capacity (RFC) occurs on the Wern Ddu Lane

- left arm during the Saturday peak period of 0.55 with one pcu associated

queue.

6.2.8 It is therefore considered that the development proposals would not have a

material impact on the operational performance of the junction.

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472-01/TA01 27

6.3 Summary

6.3.1 The results of the operational capacity assessments presented above,

demonstrate that the proposed development will have a minimal impact on

the operational performance of the highway network.

6.3.2 It is therefore considered that in operational capacity terms, the proposed

development will not have a material impact on the operational performance

of the local highway network.

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472-01/TA01 28

SUMMARY AND CONCLUSIONS 7.0

7.1 Summary

7.1.1 This report has examined the highway and transportation matters associated

with the proposed development on land occupied by Greenhous Ford

Newtown off Pool Road in Newtown, Powys.



servicing and landscaping at Greenhous Fore Newtown, Pool Rd, Newtown

SY16 3AH.



the development 104 spaces, including six disabled, nine parent and child,

five motorcycle and two Electric Vehicle parking spaces..

7.1.4 The existing vehicular access off the A483(T) Pool Road and the two

accesses off Wern Ddu Lane will be permanently closed and footway

reinstated.

7.1.5 Customer access to the development site is proposed via a newly formed

priority controlled junction off Wern Ddu Lane, approximately 30 metres south

of the A483(T) Pool Road. The new bell mouth will be constructed with six

metre radii and tactile paving.

7.1.6 In addition a secondary egress will be provided to the north eastern end of the

site, out onto the Industrial Estate Road. This egress only will be designed to

encourage a left turn out through kerb alignment

7.1.7 A separate service vehicle access will be provided from the access road on

the north eastern boundary of the site.

7.1.8 The proposed Aldi store will provide local residents with a discount food retail

store, enhancing the community’s existing food retail choices and reducing

the need to travel for food shopping. The proposed development will reduce

the need to travel, especially by car, by providing retail opportunities within a

reasonable walking and cycling distance of residential areas.

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472-01/TA01 29

7.1.9 The proposed scheme would influence travel behaviour by incorporating

facilities to encourage sustainable trip movements, including on site cycle

parking and changing and locker facilities for staff. A Framework Travel Plan

has been developed for the site which describes the strategy through which

initiatives will be adopted in order to encourage the use of sustainable modes

of transport to the site.

7.1.10 The majority of car trips to the development will not be new to the network,

but rather pass-by or transferred trips, there is likely to be an overall vehicle

kilometre saving given the more convenient location of the stores to the

catchment. Such a reduction in travel distance will effectively improve

upstream and downstream capacity dependent on travel direction.

7.1.11 The impacts of the proposals have been assessed across an agreed study

area network which includes the junction of:

• Wern Ddu Lane/ Proposed Site Access; and

• Pool Road/ Wern Ddu Lane.

7.1.12 The report includes an assessment of the operational performance of the

highway network, with the addition of development traffic. The junction

capacity assessments undertaken indicate that the junction concerned, will

operate within acceptable limits for the future assessment years, following the

development of the site.

7.2 Conclusions

7.2.1 This report has demonstrated how the proposed development promotes

accessibility by all modes of travel, in particular public transport, cycling and

walking by virtue of its sustainable location and the physical infrastructure that

would be put in place i.e. cycle parking at the front of the store, as well as the

Travel Plan which would be used to influence travel behaviour.

7.2.2 It has also been demonstrated how the development would reduce the need

to travel, especially by car with regard to the element of pass-by, diverted and

transferred trips – i.e. the majority of vehicular trips to the proposed

development would not be new trips on the network and may well be shorter

given the more convenient location of the store to the catchment.

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472-01/TA01 30

7.2.3 The impacts of residual trips from the proposed development have been

assessed and it is evident that these would not have a material impact on the

operational performance and safety of the local highway network.

7.2.4 It is concluded that there are no overriding reasons preventing the Local

Planning Authority from recognising that the proposal is acceptable with

regard to the local highway network.

FIGURES

2019 Survey Traffic Flows Figure 4-1

35

48

61

123

56172

234

59

237

57

280

98

249

92

304

129

340

169

96

171

228

151

186

267

Site Location

A483(T) Pool Road

A483(T) Pool Road

Wern Ddu Lane

AM Peak (0800 - 0900)

PM Peak (1630 - 1730)

Key

Saturday Peak (1130 - 1230)

2024 Base Traffic Flows Figure 4-2

37

50

64

128

58179

244

62

247

59

292

102

260

96

317

134

355

176

0

0

100

178

0238

158

194

0

0

279 0

0

0

0

0

0

0

Site Location

A483(T) Pool Road

A483(T) Pool Road

Wern Ddu Lane

AM Peak (0800 - 0900)

PM Peak (1630 - 1730)

Key


New and Transferred Development Trip Distribution Figure 5-1

36%

28%

64%

72%

25%75%

48% 44% 45%

52%56%55%

100%

100%

100%

100% 100% 100%

Site Location

A483(T) Pool Road

A483(T) Pool Road

Wern Ddu Lane

AM Peak (0800 - 0900)

PM Peak (1630 - 1730)

Key


New and Transferred Development Trip Assignment Figure 5-2

3

13

5

35

2885

7 18 53

72364

14

41

117

8 48 113

Site Location

A483(T) Pool Road

A483(T) Pool Road

Wern Ddu Lane

AM Peak (0800 - 0900)

PM Peak (1630 - 1730)

Key


Pass-by Development Trip Distribution Figure 5-3

52%

56%

48%

44%

55%45%

-48%

48%

-44%

44%

-45%

45%

-52%

52%

-56%

56%

-55%

55%

100%

100%

100%

100% 100% 100%

Site Location

A483(T) Pool Road

A483(T) Pool Road

Wern Ddu Lane

AM Peak (0800 - 0900)

PM Peak (1630 - 1730)

Key


Pass-by Development Trip Assignment Figure 5-4

2

12

1

9

76

-3

3

-8

8

-6

6

-3

3

-10

10

-7

7

6

18

13

3 21 13

Site Location

A483(T) Pool Road

A483(T) Pool Road

Wern Ddu Lane

AM Peak (0800 - 0900)

PM Peak (1630 - 1730)

Key


Total Development Trip Assignment Figure 5-5

3

14

6

35

2886

0

7

0

18

0

53

-1

8

-1

24

-1

65

0

0

0

15

42

118

9

0

49

0

114

0

Site Location

A483(T) Pool Road

A483(T) Pool Road

Wern Ddu Lane

AM Peak (0800 - 0900)

PM Peak (1630 - 1730)

Key


2024 Base plus Development Traffic Flows Figure 5-6

40

64

69

163

87265

244

69

246

78

292

156

260

104

316

158

354

241

0

0

100

178

0238

158

194

15

42

279 118

9

0

49

0

114

0

Site Location

A483(T) Pool Road

A483(T) Pool Road

Wern Ddu Lane

AM Peak (0800 - 0900)

PM Peak (1630 - 1730)

Key


APPENDICES

APPENDIX A

SITE LAYOUT PLAN

APPENDIX B

GENERAL ACCESS ARRANGEMENT AND AUTOTRACK SWEPT

PATH ANALYSIS

APPENDIX C

FRAMEWORK TRAVEL PLAN

PROPOSED ALDI FOODSTORE

POOL ROAD, NEWTOWN

FRAMEWORK TRAVEL PLAN

PREPARED ON BEHALF OF:

ALDI STORES LIMITED

10 King Street

Newcastle under Lyme

ST5 1EL

Aldi Stores Limited

Pool Road, Newtown Framework Travel Plan

CONTENTS

INTRODUCTION .................................................................... 1 1.0

DEVELOPMENT PROPOSALS ............................................. 2 2.0

PROPOSED TRAVEL PLAN INITIATIVES ............................ 3 3.0

IMPLEMENTATION AND REVIEW ........................................ 7 4.0

TARGETS - STAFF ...............................................................10 5.0

CONCLUSIONS ....................................................................11 6.0

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472-01/Appendix C 1

INTRODUCTION 1.0

1.1.1 This Framework Travel Plan has been produced by Cameron Rose

Associates on behalf of Aldi Stores Limited, in support of their application for

the erection of a new Aldi foodstore, with associated car parking and service

facilities. The proposed Aldi foodstore would be single storey with a gross

external area of 1,862 sqm and located off Pool Road, Newtown. This

document is relevant to both staff and customers of the proposed

development and will suggest initiatives to maximise the sustainable transport

opportunities of the site and will, prior to trading, be developed as a stand-

alone document.

1.1.2 This Framework Travel Plan sets out the overall outcomes, targets and

indicators for the site. Aldi will administer the Plan centrally. The Travel Plan

will be consistent with the wider targets and requirements set out in the

Interim Travel Plan. The Travel Plan will be completed within six months of

occupation of the site, to allow time for travel characteristic surveys to be

undertaken and suitable consultation with Powys County Council.

1.1.3 The Travel Plan will be produced with reference to the Welsh Governments

Active Travel Action Plan. It aims to encourage more people to walk and

cycle more often for more journeys. It also sets out measures to monitor

progress in order to increase the uptake of active travel modes.

Aldi Stores Limited


472-01/Appendix C 2

DEVELOPMENT PROPOSALS 2.0



the development is 111 spaces, including six disabled and nine parent and

child parking spaces. The development will also be accompanied by 12 cycle

parking spaces in the form of six Sheffield type stands.

2.1.2 The proposed site layout is included as Appendix A to the Transport

Assessment (TA).

2.1.3 The existing highway infrastructure has been discussed in Section 3.0 of the

TA and the full details of the development proposal in Section 3.0. The

development proposal includes provision for on-site cycle parking for staff and

customers, changing and locker facilities will also be provided for staff.

2.1.4 The proposed development would provide retail opportunity within a

reasonable walking and cycling distance of large residential catchment areas,

reducing the need for these residents to travel further for their food and non-

food shopping needs. Bus services to a range of local destinations can be

accessed within a short walk of the site, with services operating from Pool

Road.

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472-01/Appendix C 3

PROPOSED TRAVEL PLAN INITIATIVES 3.0

3.1.1 The primary source of traffic generation and therefore greatest opportunity for

modal shift is customers. It is clear however, that the end users cannot

dictate their customers’ choice of transport but can seek to influence it by

provision of adequate facilities and information.

3.1.2 Features of the development proposal that would encourage non-car trips to

the site include:

• Bus services to a number of local destinations are available within a

short walking distance of the site;

• 12 cycle parking spaces, through the provision of six Sheffield loop

stands. In addition to four cycle parking lockers for use by staff at the

store;

• Changing and locker facilities would be provided for staff;

• Reinstatement of footways on Pool Road and Wern Ddu Lane

• The proposed foodstore is located adjacent to other retail and leisure

uses, this provides scope for a high level of linked trips on foot

between the units and will therefore provide a reduction in overall

travel and car use; and

• Pedestrian and cycle links from the store to the local highway network.

3.2 Other Initiatives

3.2.1 Staff and customers will be encouraged to use sustainable forms of transport

such as walking, cycling and bus travel to access the store by the provision of

appropriate facilities and providing the relevant information on-site.

3.2.2 To further encourage travel to the site by modes other than the private car,

Aldi will consider other modal initiatives including:

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472-01/Appendix C 4

3.3 Cycling

3.3.1 Cycling is a key mode of sustainable transport and it is therefore important to

encourage cycling as part of the sites Travel Plan; this will be achieved by

implementing the initiatives detailed below;

• The provision of safe and convenient cycle parking facilities for

shoppers as described above;

• Provision for in-store cycle storage facilities for employees; and

• Bicycles and cycling equipment is regularly available as ‘special

purchases’ within Aldi stores. This provides a good opportunity for

staff and customers alike to purchase bicycles at greatly discounted

rates thus encouraging this mode of transport.

3.4 Walking

3.4.1 The pedestrian environment has to be such that it provides pedestrians with

safe and convenient routes to and from their origin/ destinations. To

encourage this mode of transport, Aldi will provide the following:

• Direct pedestrian links within the site by means of suitable footpaths

and pedestrian crossings;

• Reinstatement of footways on Pool Road and Wern Ddu Lane; and

• The provision of adequate street lighting and lighting within the site to

provide pedestrians with a well-lit environment hence enhancing

safety and encouraging pedestrian movements.

3.5 Car Sharing Scheme

3.5.1 The availability of car sharing schemes is limited in the case of food and non-

food retail, as the stores cannot dictate car sharing among customers and

employee numbers are small. Nevertheless employees from the store will be

supported and encouraged to car-share if another member of staff lives close

by.

Aldi Stores Limited


472-01/Appendix C 5

3.5.2 The Travel Plan Co-ordinator will promote the use of car sharing amongst

employees and will promote national car sharing schemes such as Lift Share

(www.liftshare.com). These schemes will be promoted to employees upon

commencement of employment and continually promoted through

promotional material displayed on notice boards. This information will be

provided by the Travel Plan Co-ordinator within three months of the stores

opening and continually monitored to ensure the information provided is up to

date.

3.6 Servicing

3.6.1 Aldi service deliveries are carried out in such a way as to minimise vehicle

kilometres travelled. Each store receives an average of four deliveries by

articulated lorry per day, in addition to a milk delivery and bin collection via

rigid vehicle. This is substantially lower than the delivery pattern associated

with larger food superstores.

3.6.2 The articulated vehicles operate from a central distribution centre. Each lorry

delivers to a number of stores in a specific circuit and in this way minimises

vehicle kilometres and therefore reduces emissions.

3.6.3 Deliveries to the store will aim to arrive outside of the established highway

peak periods namely 0800 - 0900 during the morning and 1515 – 1615 during

the evening

3.7 Provision of Information

3.7.1 Each new member of staff will be briefed on all aspects of the Travel Plan as

part of their staff induction. In this way, each new member of staff will be

aware of the advantages, accessibility and convenience of non-car modes of

transport to and from the site, given its location and therefore abundance of

public transport alternatives.

3.7.2 If the message is to be portrayed to staff and customers that sustainable

forms of transport are preferable to the private car, then it is essential that

adequate information is available; to this end:

• Bus stop location, timetable information and route plans will be

provided;

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472-01/Appendix C 6

• The above information will be provided to new employees as part of

the staff induction process;

• Information on the beneficial effects of cycling on both health and the

environment will be provided in the form of leaflets to all staff; and

• Copies of relevant cycle maps will be provided, thus encouraging

sustainable forms of transport.

3.7.3 The Travel Plan Co-ordinator will be responsible for co-ordinating the Travel

Plan across the site and ensuring that the information is up to date and

located in the appropriate location.

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472-01/Appendix C 7

IMPLEMENTATION AND REVIEW 4.0

4.1.1 In order to establish an effective Travel Plan, a coherent understanding of

staff travel patterns and attitudes to travel will need to be collected. A Travel

Plan Co-ordinator will be appointed who will be responsible for on-going

monitoring and annual surveys. Information gathered will be submitted to

Powys County Council.

4.1.2 A Travel Plan Co-ordinator will be appointed prior to the opening of the store,

to implement the Travel Plan and to promote the aims and objectives of the

Plan amongst employees and visitors of the site. The Travel Plan Co-

ordinator will play a key role in the promotion of the Plan across the site and

in the delivery of the Plan measures.

4.1.3 The Final Travel Plan will set out specific details on the role of the Travel Plan

Co-ordinator.

4.1.4 The Travel Plan Co-ordinator will oversee the overall operation of the Travel

Plan and be responsible for monitoring the effectiveness of the Plan and

liaising with Powys County Council.

4.1.5 The Travel Plan Co-ordinator will be responsible for the preparation of the

Final Travel Plan and will be required to develop and implement the Travel

Plan and to monitor the effectiveness of the Plan.

4.1.6 Powys County Council will be notified of the name of the Travel Plan Co-

ordinator upon their appointment and similarly the Travel Plan Co-ordinator

will be advised of the names of the relevant contact details at the various

organisations with whom they will be required to consult, including Powys

County Council’s Travel Planning officers, public transport operators and

other key stakeholders.

4.1.7 It is envisaged that the Travel Plan Co-ordinators role will be fulfilled by the

Store Manager. The contact details of the Store Manager will be provided to

Powys County Council, prior to the stores opening.

4.1.8 The Travel Plan Co-ordinator will be the first point of contact for employees,

visitors and other outside organisations in all matters regarding the detailed

Travel Plan that will be developed.

Aldi Stores Limited


472-01/Appendix C 8

4.1.9 The general responsibilities of the Travel Plan Co-ordinator will include:

• Implementing Travel Plan measures across the site and for ensuring

that these measures are realistic and achievable, through continued

review and assessment of their success;

• Developing, managing and implementing the Travel Plan strategy so

that effective sustainable transport solutions can be achieved;

• On-going review and assessment of the Travel Plan to determine if

objectives are being achieved and initiating new measures when

required. The Travel Plan Co-ordinator will also be expected to

update the Travel Plan to ensure their success;

• Ensuring that all employees and visitors have good travel information

and are made aware of all of the travel choices they have available to

them, to promote sustainable travel;

• To use effective marketing and awareness-raising schemes to assist

in the promotion of the Travel Plan and sustainable travel across the

site; and

• To work together with the local highway authority to ensure that the

management and monitoring of the Travel Plan is efficiently and

effectively undertaken and that the Travel Plan measures are being

delivered.

4.1.10 The Travel Plan will be implemented and monitored as set below:

• Within three months of development occupation a final travel plan and

staff travel survey pro-forma will be agreed;

• Initial staff travel survey will also be undertaken at this time and

reported to Powys County Council within two months (this information

will be gathered after this time to ensure representative data once staff

have established themselves in to their new travel routine); and

Aldi Stores Limited


472-01/Appendix C 9

• Annually thereafter for a period of five year after occupation the staff

travel survey will be undertaken and reported to Powys County

Council within two months of survey completion.

4.2 Summary of Framework for Implementation

4.2.1 There are a number of elements of the Travel Plan which will need to be

submitted, agreed and implemented at different timescales.

4.2.2 The following table therefore summarises the key areas of implementation

and sets the framework which will form the basis of the agreement between

Aldi and Powys County Council.

Table 4.1: Framework for Implementation

Item/Measure Timescale

Agreement of Framework Travel Plan

Prior to issue of planning permission

Infrastructure measures (upgrade pedestrian/ cycle access, cycle

parking) to be implemented

Prior to occupation of the development

Appointment of Travel Plan Co-ordinator

3 months prior to occupation of the development

Occupier to be notified of Travel Plan obligations

Upon occupation

Issue Final Travel Plan (including details of staff travel patterns) to

Powys County Council for approval

3 months post occupation of the development

Undertake staff travel surveys Within 3 months of opening of foodstore. Then annually for a

period of five years. Issue Travel Plan with staff travel

patterns and set targets Within 2 months of

undertaking surveys

Issue ‘Employee Travel Packs’ to all employees

At commencement of employment

Develop/ promote car-share scheme

Within travel packs & on notice boards.

Period of formal monitoring of Travel Plan by the Developer

5 years from Occupation of the Development

Aldi Stores Limited


472-01/Appendix C 10

TARGETS - STAFF 5.0

5.1.1 Travel Plan targets will be formally set following the initial employee surveys

and updated annually. The Travel Plan Co-ordinator will liaise with the

Council to set suitable targets.

5.1.2 Travel Plans evolve over time and adapt to changing conditions. As the staff

travel patterns may be liable to change over time, it will be necessary to carry

out reviews of staff travel behaviour. The results from these reviews will

enable the Travel Plan initiatives to be adapted as necessary.

5.1.3 It should be recognised that a genuine modal shift ultimately relates to an

individual choosing an alternative means of travel to the private car rather

than any apparent modal shifts caused by staff turnover (i.e. a cyclist

replaced by a car driver or vice versa). Specific circumstances will be taken

into account at the time of the annual reviews.

Aldi Stores Limited


472-01/Appendix C 11

CONCLUSIONS 6.0

6.1.1 To achieve the target set out within this Travel Plan, Aldi will encourage its

employees and customers alike, to take into account the benefits of

sustainable forms of transport that are available to them given the highly

accessible location of the site.

6.1.2 Aldi will undertake local infrastructure improvements to further enhance

sustainable transport options in the vicinity of the site. This, allied with

progressive management practices and the provision of adequate

information, will influence and encourage staff and customers to choose

sustainable transport options in preference to the private car.

6.1.3 The Travel Plan will seek to achieve significant reductions in car usage for

journeys to and from the store. This will produce resultant benefits in terms of

air quality and emissions and will also significantly reduce car parking

demand and traffic generation associated with the development.

APPENDIX D

TRAFFIC COUNT DATA

LIGHT VEHICLES

Left Right Right Straight on Left Straight on

073015 0 9 42 3 42

07458 10 12 64 9 50

08008 8 13 43 8 35

081513 2 17 52 13 48

083016 8 14 56 13 69

084515 4 22 51 10 45

090015 10 17 50 17 52

091515 9 35 48 19 58

093022 12 26 39 7 39

0945 27 7 37 52 16 52


143030 16 28 56 17 55

144533 15 43 50 14 55

150031 18 23 60 14 52

151540 16 28 59 13 52

153023 15 16 58 9 45

154522 12 31 67 5 52

160028 12 24 63 21 53

161527 8 21 77 11 59

163021 12 36 63 15 52

164537 13 43 73 13 54

170036 15 27 75 18 58

171537 12 30 60 9 46

173037 18 21 54 21 64

1745 32 9 28 54 14 45

Pool Road WestPool Road EastWern DduTIME

Hr Beginning

TIME

Hr Beginning

Wern Ddu Pool Road East Pool Road West

NEWTOWN, POWYS

HEAVY VEHICLES


07300 0 1 5 0 4

07450 1 0 3 0 3

08000 0 0 4 0 1

08150 1 0 3 0 3

08300 0 0 4 0 3

08450 1 1 9 0 2

09000 0 0 5 0 0

09150 1 1 4 0 0

09300 0 0 2 1 2

0945 1 1 2 2 0 2


14300 0 0 2 1 1

14450 0 1 6 0 0

15000 0 0 1 0 1

15150 0 0 1 0 2

15300 0 0 0 0 0

15450 0 0 3 0 4

16000 0 0 2 0 2

16150 0 0 5 0 4

16300 0 0 1 0 1

16450 0 0 1 0 1

17001 0 1 1 0 1

17150 0 0 0 0 1

17300 0 0 1 0 1

1745 0 0 0 1 0 5

TIME

Hr Beginning


TIME

Hr Beginning


NEWTOWN, POWYS

LIGHT VEHICLES


1030 46 13 24 96 60 60

1045 41 18 44 67 26 63

1100 50 11 41 90 18 65

1115 38 12 36 102 22 67

1130 43 15 48 81 31 84

1145 45 15 32 73 31 40

1200 43 19 28 68 18 68

1215 51 23 39 89 19 66

1230 39 17 43 85 19 85

1245 46 15 40 69 14 71

1300 42 14 28 70 19 72

1315 44 11 34 71 16 45

1330 35 22 26 63 10 50

1345 36 10 31 64 14 47

TIME

Hr Beginning


NEWTOWN, POWYS

HEAVY VEHICLES


1030 0 0 0 0 0 0

1045 0 0 0 2 0 1

1100 0 0 0 1 1 1

1115 0 0 0 2 0 1

1130 0 0 0 2 0 0

1145 0 0 0 2 0 4

1200 0 0 0 2 0 0

1215 0 0 0 0 0 0

1230 0 0 0 0 0 0

1245 0 0 0 0 0 0

1300 0 0 0 2 0 1

1315 0 0 0 0 0 0

1330 0 0 0 0 0 2

1345 0 0 0 1 0 0

TIME

Hr Beginning


NEWTOWN, POWYS

APPENDIX E

TRICS DATA

TRICS 7.2.1 240315 B17.12 (C) 2015 TRICS Consortium Ltd Tuesday 31/03/15

Page 1

i-Transport LLP Deansgate Manchester Licence No: 236602

Calculation Reference: AUDIT-236602-150331-0324

TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 01 - RETAIL

Category : C - DISCOUNT FOOD STORES

VEHICLES

Selected regions and areas:

02 SOUTH EAST

KC KENT 1 days

03 SOUTH WEST

DC DORSET 1 days

05 EAST MIDLANDS

NR NORTHAMPTONSHIRE 1 days

06 WEST MIDLANDS

SH SHROPSHIRE 1 days

07 YORKSHIRE & NORTH LINCOLNSHIRE

NY NORTH YORKSHIRE 1 days

08 NORTH WEST

MS MERSEYSIDE 2 days

10 WALES

GW GWYNEDD 1 days

PS POWYS 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

Actual Range: 1150 to 1900 (units: sqm)

Range Selected by User: 865 to 1900 (units: sqm)

Public Transport Provision:

Selection by: Include all surveys

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

This data displays the range of survey dates selected. Only surveys that were conducted within this date range are

included in the trip rate calculation.

Selected survey days:

Monday 2 days

Tuesday 4 days

Wednesday 2 days

Friday 1 days

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

Selected survey types:

Manual count 9 days

Directional ATC Count 0 days

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

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

undertaking using machines.

Selected Locations:

Edge of Town Centre 4

Suburban Area (PPS6 Out of Centre) 3

Edge of Town 1

Neighbourhood Centre (PPS6 Local Centre) 1

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

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

Not Known.

Selected Location Sub Categories:

Industrial Zone 1

Commercial Zone 1

Residential Zone 2

Built-Up Zone 1

No Sub Category 4


Page 2


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

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

of Town, High Street and No Sub Category.


Use Class:

Not Known 1 days

A 1 8 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 2 days

10,001 to 15,000 2 days

15,001 to 20,000 1 days

25,001 to 50,000 4 days

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

Population within 5 miles:

5,001 to 25,000 2 days

25,001 to 50,000 1 days

50,001 to 75,000 1 days

100,001 to 125,000 1 days

125,001 to 250,000 1 days

250,001 to 500,000 1 days

500,001 or More 2 days


Car ownership within 5 miles:

0.6 to 1.0 2 days

1.1 to 1.5 7 days

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

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

Petrol filling station:

Included in the survey count 0 days

Excluded from count or no filling station 9 days

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

of surveys that do not.

Travel Plan:

Yes 1 days

No 8 days

This data displays the number of surveys within the selected set that were undertaken at sites with Travel Plans in place,

and the number of surveys that were undertaken at sites without Travel Plans.


Page 3


LIST OF SITES relevant to selection parameters

1 DC-01-C-02 LIDL DORSET

POOLE ROAD

BRANKSOME

BOURNEMOUTH

Suburban Area (PPS6 Out of Centre)

Commercial Zone

Total Gross floor area: 1 3 3 4 sqm

Survey date: TUESDAY 15/07/08 Survey Type: MANUAL

2 GW-01-C-01 LIDL GWYNEDD

HIGH STREET

BANGOR

Edge of Town Centre

No Sub Category


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

3 KC-01-C-02 ALDI KENT

WELL ROAD

MAIDSTONE

Edge of Town Centre

Built-Up Zone



4 MS-01-C-02 ALDI MERSEYSIDE

SMITHDOWN ROAD

WAVERTREE

LIVERPOOL

Neighbourhood Centre (PPS6 Local Centre)

Residential Zone


Survey date: MONDAY 18/06/07 Survey Type: MANUAL

5 MS-01-C-03 ALDI MERSEYSIDE

LAUREL ROAD

ELM PARK

LIVERPOOL


Residential Zone


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

6 NR-01-C-01 ALDI NORTHAMPTONSHIRE

DALTON ROAD

CORBY

Edge of Town

Industrial Zone


Survey date: WEDNESDAY 19/11/08 Survey Type: MANUAL

7 NY-01-C-02 LIDL NORTH YORKSHIRE

STATION ROAD

THIRSK

Edge of Town Centre

No Sub Category




Page 4


LIST OF SITES relevant to selection parameters (Cont.)

8 PS-01-C-01 ALDI POWYS

RICH WAY

BRECON

Edge of Town Centre

No Sub Category


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

9 SH-01-C-01 LIDL SHROPSHIRE

CASTLE STREET

HADLEY

TELFORD


No Sub Category



This section provides a list of all survey sites and days in the selected set. For each individual survey site, it displays a

unique site reference code and site address, the selected trip rate calculation parameter and its value, the day of the week

and date of each survey, and whether the survey was a manual classified count or an ATC count.


Page 5


TRIP RATE for Land Use 01 - RETAIL/C - DISCOUNT FOOD STORES

VEHICLES

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

00:00 - 01:00

01:00 - 02:00

02:00 - 03:00

03:00 - 04:00

04:00 - 05:00

05:00 - 06:00

06:00 - 07:00

5 1430 0.294 5 1430 0.084 5 1430 0.37807:00 - 08:00

9 1371 1.062 9 1371 0.616 9 1371 1.67808:00 - 09:00

9 1371 2.586 9 1371 1.986 9 1371 4.57209:00 - 10:00

9 1371 3.720 9 1371 3.218 9 1371 6.93810:00 - 11:00

9 1371 4.036 9 1371 3.769 9 1371 7.80511:00 - 12:00

9 1371 3.858 9 1371 4.125 9 1371 7.98312:00 - 13:00

9 1371 3.453 9 1371 3.599 9 1371 7.05213:00 - 14:00

9 1371 4.036 9 1371 3.736 9 1371 7.77214:00 - 15:00

9 1371 3.801 9 1371 3.842 9 1371 7.64315:00 - 16:00

9 1371 3.566 9 1371 3.672 9 1371 7.23816:00 - 17:00

9 1371 3.169 9 1371 3.720 9 1371 6.88917:00 - 18:00

9 1371 2.594 9 1371 2.942 9 1371 5.53618:00 - 19:00

9 1371 1.094 9 1371 1.653 9 1371 2.74719:00 - 20:00

4 1395 0.484 4 1395 0.735 4 1395 1.21920:00 - 21:00

1 1407 0.142 1 1407 0.498 1 1407 0.64021:00 - 22:00

22:00 - 23:00

23:00 - 24:00

Total Rates: 3 7.895 3 8.195 7 6.090

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

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

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

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

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

the table.

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

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

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

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

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

rates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 1150 - 1900 (units: sqm)

Survey date date range: 01/01/07 - 27/11/12

Number of weekdays (Monday-Friday): 9

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.


Page 1


Calculation Reference: AUDIT-236602-150331-0353

TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 01 - RETAIL

Category : C - DISCOUNT FOOD STORES

VEHICLES

Selected regions and areas:

03 SOUTH WEST

BR BRISTOL CITY 1 days

06 WEST MIDLANDS

HE HEREFORDSHIRE 1 days

09 NORTH

CB CUMBRIA 1 days

10 WALES

SW SWANSEA 1 days

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


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

are included in the trip rate calculation.

Parameter: Gross floor area

Actual Range: 969 to 1219 (units: sqm)

Range Selected by User: 865 to 1900 (units: sqm)

Public Transport Provision:

Selection by: Include all surveys

Date Range: 01/01/02 to 27/11/12

This data displays the range of survey dates selected. Only surveys that were conducted within this date range are

included in the trip rate calculation.

Selected survey days:

Saturday 4 days

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

Selected survey types:

Manual count 4 days

Directional ATC Count 0 days

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

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

undertaking using machines.

Selected Locations:

Edge of Town Centre 1

Suburban Area (PPS6 Out of Centre) 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:

Industrial Zone 1

Residential Zone 2

Built-Up Zone 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.


Page 2



Use Class:

A 1 4 days

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

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

Population within 1 mile:

10,001 to 15,000 1 days

20,001 to 25,000 1 days

25,001 to 50,000 2 days


Population within 5 miles:

50,001 to 75,000 1 days

75,001 to 100,000 1 days

125,001 to 250,000 1 days

250,001 to 500,000 1 days


Car ownership within 5 miles:

0.6 to 1.0 3 days

1.1 to 1.5 1 days

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

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

Petrol filling station:

Included in the survey count 0 days

Excluded from count or no filling station 4 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 4 days

This data displays the number of surveys within the selected set that were undertaken at sites with Travel Plans in place,

and the number of surveys that were undertaken at sites without Travel Plans.


Page 3


LIST OF SITES relevant to selection parameters

1 BR-01-C-01 LIDL BRISTOL CITY

LAWRENCE HILL

LAWRENCE HILL

BRISTOL


Industrial Zone


Survey date: SATURDAY 17/05/03 Survey Type: MANUAL

2 CB-01-C-01 ALDI CUMBRIA

KINGSTOWN ROAD

KINGSTOWN

CARLISLE


Residential Zone



3 HE-01-C-01 ALDI HEREFORDSHIRE

EIGN STREET

HEREFORD

Edge of Town Centre

Built-Up Zone



4 SW-01-C-01 LIDL SWANSEA

PENTREGETHIN ROAD

PEN-LAN

SWANSEA


Residential Zone

Total Gross floor area: 9 6 9 sqm


This section provides a list of all survey sites and days in the selected set. For each individual survey site, it displays a

unique site reference code and site address, the selected trip rate calculation parameter and its value, the day of the week

and date of each survey, and whether the survey was a manual classified count or an ATC count.

MANUALLY DESELECTED SITES

Site Ref Reason for Deselection

CP-01-C-01 KWIK SAVE

NY-01-C-01 NETTO

NY-01-C-01 NETTO


Page 4


TRIP RATE for Land Use 01 - RETAIL/C - DISCOUNT FOOD STORES

VEHICLES

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

00:00 - 01:00

01:00 - 02:00

02:00 - 03:00

03:00 - 04:00

04:00 - 05:00

05:00 - 06:00

06:00 - 07:00

3 1147 0.261 3 1147 0.116 3 1147 0.37707:00 - 08:00

4 1103 1.791 4 1103 0.839 4 1103 2.63008:00 - 09:00

4 1103 4.942 4 1103 4.171 4 1103 9.11309:00 - 10:00

4 1103 6.416 4 1103 5.668 4 1103 12.08410:00 - 11:00

4 1103 6.983 4 1103 6.779 4 1103 13.76211:00 - 12:00

4 1103 6.801 4 1103 6.642 4 1103 13.44312:00 - 13:00

4 1103 6.642 4 1103 6.983 4 1103 13.62513:00 - 14:00

4 1103 6.824 4 1103 6.506 4 1103 13.33014:00 - 15:00

4 1103 5.622 4 1103 6.348 4 1103 11.97015:00 - 16:00

4 1103 4.829 4 1103 5.214 4 1103 10.04316:00 - 17:00

4 1103 3.174 4 1103 4.353 4 1103 7.52717:00 - 18:00

4 1103 0.998 4 1103 1.474 4 1103 2.47218:00 - 19:00

19:00 - 20:00

20:00 - 21:00

21:00 - 22:00

22:00 - 23:00

23:00 - 24:00

Total Rates: 5 5.283 5 5.093 110.376

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: 969 - 1219 (units: sqm)

Survey date date range: 01/01/02 - 27/11/12

Number of weekdays (Monday-Friday): 0

Number of Saturdays: 4

Number of Sundays: 0

Surveys manually removed from selection: 2

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.

APPENDIX F

WREN DDU LANE/ SITE ACCESS – MODEL OUTPUTS

Junctions 8 PICADY 8 - Priority Intersection Module

Version: 8.0.2.316 [14 Feb 2013] © Copyright TRL Limited, 2019

For sales and distribution information, program advice and maintenance, contact TRL: Tel: +44 (0)1344 770758 E-mail: [email protected] Web: http://www.trlsoftware.co.uk

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

Filename: Wern Ddu Ln_Site Access.arc8 Path: D:\Cameron Rose Associates\Projects\472_Aldi, Newtown\ANALYSIS\PICADY Report generation date: 17/09/2019 16:06:59

Summary of junction performance

AM

Queue (PCU) Delay (s) RFC LOS

A1 - 2024 Base plus Development

Stream B-AC 0.02 7.91 0.02 A

Stream C-AB 0.00 0.00 0.00 A

Stream C-A - - - -

Stream A-B - - - -

Stream A-C - - - -

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

"D7 - 2024 Base plus Development, AM " model duration: 07:45 - 09:15 "D8 - 2024 Base plus Development, PM" model duration: 16:15 - 17:45 "D9 - 2024 Base plus Development, Saturday" model duration: 11:15 - 12:45

Run using Junctions 8.0.2.316 at 17/09/2019 16:06:41

File summary

File Description

Title Wern Ddu Lane/ Site Access

Location Newtown

Site Number

Date 17/09/2019

Version

Status

Identifier

Client Aldi

Jobnumber 472

Enumerator Cameron Rose Associates

Description

Analysis Options

Vehicle Length (m)

Do Queue Variations

Calculate Residual Capacity

Residual Capacity Criteria Type

RFC Threshold

Average Delay Threshold (s)

Queue Threshold (PCU)

5.75 N/A 0.85 36.00 20.00

Units

Distance Units

Speed Units

Traffic Units Input

Traffic Units Results

Flow Units

Average Delay Units

Total Delay Units

Rate Of Delay Units

m kph PCU PCU perHour s -Min perMin

(Default Analysis Set) - 2024 Base plus Development, AM

Data Errors and Warnings No errors or warnings

Analysis Set Details

Name Description Locked Network Flow Scaling Factor (%) Reason For Scaling Factors

(Default Analysis Set) 100.000

Demand Set Details

Name Scenario

Name

Time Period Name

Description Traffic Profile Type

Model Start Time (HH:mm)

Model Finish Time

(HH:mm)

Model Time

Period Length (min)

Time Segment Length (min)

Single Time

Segment Only

Locked

2024 Base plus Development,

AM

2024 Base plus

Development AM

ONE HOUR

07:45 09:15 90 15

Junction Network

Junctions

Name Junction Type Major Road Direction Arm Order Junction Delay (s) Junction LOS

(untitled) T-Junction Two-way A,B,C 7.91 A

Junction Network Options

Driving Side Lighting

Left Normal/unknown

Arms

Arms

Arm Name Description Arm Type

A Wern Ddu Lane (n) Major

B Site Access Minor

C Wern Ddu Lane (s) Major

Major Arm Geometry

Arm Width of

carriageway (m) Has kerbed

central reserve Width of kerbed

central reserve (m) Has right turn bay

Width For Right Turn

(m)

Visibility For Right Turn (m)

Blocks? Blocking

Queue (PCU)

C 7.31 0.00 2.20 34.00 � 1.00

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

Minor Arm Geometry

Arm Minor Arm Type

Lane Width

(m)

Lane Width (Left) (m)

Lane Width (Right)

(m)

Width at give-way (m)

Width at 5m (m)

Width at 10m

(m)

Width at 15m

(m)

Width at 20m

(m)

Estimate Flare

Length

Flare Length (PCU)

Visibility To Left

(m)

Visibility To Right

(m)

B One lane

3.60 � 20 16

Pedestrian Crossings

Arm Crossing Type

A None

B None

C None

Slope / Intercept / Capacity

Priority Intersection Slopes and Intercepts

Junction Stream Intercept (PCU/hr)

Slope for A-B

Slope for A-C

Slope for C-A

Slope for C-B

1 B-A 521.386 0.090 0.226 0.142 0.323

1 B-C 672.094 0.097 0.246 - -

1 C-B 593.653 0.217 0.217 - -

The slopes and intercepts shown above do NOT include any corrections or adjustments. Streams may be combined, in which case capacity will be adjusted. Values are shown for the first time segment only; they may differ for subsequent time segments.

Traffic Flows

Demand Set Data Options

Default Vehicle

Mix

Vehicle Mix

Varies Over Time

Vehicle Mix

Varies Over Turn

Vehicle Mix

Varies Over Entry

Vehicle Mix Source

PCU Factor for a HV

(PCU)

Default Turning

Proportions

Estimate from

entry/exit counts

Turning Proportions Vary Over

Time


Turn


Entry

� � HV

Percentages 2.00 � �

Entry Flows

General Flows Data

Arm Profile Type Use Turning Counts Average Demand Flow (PCU/hr) Flow Scaling Factor (%)

A ONE HOUR � 172.69 100.000

B ONE HOUR � 9.00 100.000

C ONE HOUR � 100.25 100.000

Turning Proportions

Turning Counts or Proportions (PCU/hr) - Junction 1 (for whole period)

To

From

A B C

A 0.000 15.000 157.689

B 9.000 0.000 0.000

C 100.253 0.000 0.000

Turning Proportions (PCU) - Junction 1 (for whole period)

To

From

A B C

A 0.00 0.09 0.91

B 1.00 0.00 0.00

C 1.00 0.00 0.00

Vehicle Mix

Average PCU Per Vehicle - Junction 1 (for whole period)

To

From

A B C

A 1.000 1.000 1.000

B 1.000 1.000 1.000

C 1.000 1.000 1.000

Heavy Vehicle Percentages - Junction 1 (for whole period)

To

From

A B C

A 0.000 0.000 0.000

B 0.000 0.000 0.000

C 0.000 0.000 0.000

Results

Results Summary for whole modelled period

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

B-AC 0.02 7.91 0.02 A

C-AB 0.00 0.00 0.00 A

C-A - - - -

A-B - - - -

A-C - - - -

Main Results for each time segment

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

Stream Total Demand

(PCU/hr) Entry Flow (PCU/hr)

Pedestrian Demand (Ped/hr)

Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-AC 6.78 6.72 0.00 482.76 0.014 0.01 7.562 A

C-AB 0.00 0.00 0.00 860.57 0.000 0.00 0.000 A

C-A 75.48 75.48 0.00 - - - - -

A-B 11.29 11.29 0.00 - - - - -

A-C 118.72 118.72 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-AC 8.09 8.08 0.00 475.26 0.017 0.02 7.705 A

C-AB 0.00 0.00 0.00 854.21 0.000 0.00 0.000 A

C-A 90.13 90.13 0.00 - - - - -

A-B 13.48 13.48 0.00 - - - - -

A-C 141.76 141.76 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-AC 9.91 9.89 0.00 464.89 0.021 0.02 7.912 A

C-AB 0.00 0.00 0.00 845.38 0.000 0.00 0.000 A

C-A 110.38 110.38 0.00 - - - - -

A-B 16.52 16.52 0.00 - - - - -

A-C 173.62 173.62 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-AC 9.91 9.91 0.00 464.89 0.021 0.02 7.912 A

C-AB 0.00 0.00 0.00 845.38 0.000 0.00 0.000 A

C-A 110.38 110.38 0.00 - - - - -

A-B 16.52 16.52 0.00 - - - - -

A-C 173.62 173.62 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-AC 8.09 8.11 0.00 475.26 0.017 0.02 7.707 A

C-AB 0.00 0.00 0.00 854.21 0.000 0.00 0.000 A

C-A 90.13 90.13 0.00 - - - - -

A-B 13.48 13.48 0.00 - - - - -

A-C 141.76 141.76 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-AC 6.78 6.79 0.00 482.76 0.014 0.01 7.562 A

C-AB 0.00 0.00 0.00 860.57 0.000 0.00 0.000 A

C-A 75.48 75.48 0.00 - - - - -

A-B 11.29 11.29 0.00 - - - - -

A-C 118.72 118.72 0.00 - - - - -

(Default Analysis Set) - 2024 Base plus Development, PM





Demand Set Details

Name Scenario

Name

Time Period Name



Model Finish Time

(HH:mm)

Model Time

Period Length (min)


Single Time

Segment Only

Locked


PM

2024 Base plus

Development PM

ONE HOUR

16:15 17:45 90 15

Junction Network

Junctions





Left Normal/unknown

Arms

Arms



B Site Access Minor


Major Arm Geometry

Arm Width of





(m)


Blocks? Blocking

Queue (PCU)

C 7.31 0.00 2.20 34.00 � 1.00


Minor Arm Geometry

Arm Minor Arm Type

Lane Width

(m)


Lane Width (Right)

(m)


Width at 5m (m)

Width at 10m

(m)

Width at 15m

(m)

Width at 20m

(m)

Estimate Flare

Length

Flare Length (PCU)

Visibility To Left

(m)

Visibility To Right

(m)

B One lane

3.60 � 20 16


Arm Crossing Type

A None

B None

C None




Slope for A-B

Slope for A-C

Slope for C-A

Slope for C-B

1 B-A 521.386 0.090 0.226 0.142 0.323

1 B-C 672.094 0.097 0.246 - -

1 C-B 593.653 0.217 0.217 - -


Traffic Flows


Default Vehicle

Mix

Vehicle Mix

Varies Over Time

Vehicle Mix

Varies Over Turn

Vehicle Mix

Varies Over Entry

Vehicle Mix Source

PCU Factor for a HV

(PCU)

Default Turning

Proportions

Estimate from

entry/exit counts


Time


Turn


Entry

� � HV


Entry Flows

General Flows Data


A ONE HOUR � 235.76 100.000

B ONE HOUR � 49.00 100.000

C ONE HOUR � 178.13 100.000

Turning Proportions


To

From

A B C

A 0.000 42.000 193.756

B 49.000 0.000 0.000

C 178.131 0.000 0.000


To

From

A B C

A 0.00 0.18 0.82

B 1.00 0.00 0.00

C 1.00 0.00 0.00

Vehicle Mix


To

From

A B C

A 1.000 1.000 1.000

B 1.000 1.000 1.000

C 1.000 1.000 1.000


To

From

A B C

A 0.000 0.000 0.000

B 0.000 0.000 0.000

C 0.000 0.000 0.000

Results



B-AC 0.12 9.30 0.14 A

C-AB 0.00 0.00 0.00 A

C-A - - - -

A-B - - - -

A-C - - - -



Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-AC 36.89 36.55 0.00 466.44 0.079 0.09 8.361 A

C-AB 0.00 0.00 0.00 848.59 0.000 0.00 0.000 A

C-A 134.11 134.11 0.00 - - - - -

A-B 31.62 31.62 0.00 - - - - -

A-C 145.87 145.87 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-AC 44.05 43.97 0.00 455.77 0.097 0.11 8.739 A

C-AB 0.00 0.00 0.00 839.83 0.000 0.00 0.000 A

C-A 160.14 160.14 0.00 - - - - -

A-B 37.76 37.76 0.00 - - - - -

A-C 174.18 174.18 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-AC 53.95 53.82 0.00 441.03 0.122 0.14 9.294 A

C-AB 0.00 0.00 0.00 827.63 0.000 0.00 0.000 A

C-A 196.13 196.13 0.00 - - - - -

A-B 46.24 46.24 0.00 - - - - -

A-C 213.33 213.33 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-AC 53.95 53.95 0.00 441.03 0.122 0.14 9.300 A

C-AB 0.00 0.00 0.00 827.63 0.000 0.00 0.000 A

C-A 196.13 196.13 0.00 - - - - -

A-B 46.24 46.24 0.00 - - - - -

A-C 213.33 213.33 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-AC 44.05 44.17 0.00 455.77 0.097 0.11 8.750 A

C-AB 0.00 0.00 0.00 839.83 0.000 0.00 0.000 A

C-A 160.14 160.14 0.00 - - - - -

A-B 37.76 37.76 0.00 - - - - -

A-C 174.18 174.18 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-AC 36.89 36.98 0.00 466.44 0.079 0.09 8.383 A

C-AB 0.00 0.00 0.00 848.59 0.000 0.00 0.000 A

C-A 134.11 134.11 0.00 - - - - -

A-B 31.62 31.62 0.00 - - - - -

A-C 145.87 145.87 0.00 - - - - -

(Default Analysis Set) - 2024 Base plus Development, Saturday





Demand Set Details

Name Scenario

Name

Time Period Name



Model Finish Time

(HH:mm)

Model Time

Period Length (min)


Single Time

Segment Only

Locked


Saturday

2024 Base plus

Development Saturday

ONE HOUR

11:15 12:45 90 15

Junction Network

Junctions


(untitled) T-Junction Two-way A,B,C 12.97 B



Left Normal/unknown

Arms

Arms



B Site Access Minor


Major Arm Geometry

Arm Width of





(m)


Blocks? Blocking

Queue (PCU)

C 7.31 0.00 2.20 34.00 � 1.00


Minor Arm Geometry

Arm Minor Arm Type

Lane Width

(m)


Lane Width (Right)

(m)


Width at 5m (m)

Width at 10m

(m)

Width at 15m

(m)

Width at 20m

(m)

Estimate Flare

Length

Flare Length (PCU)

Visibility To Left

(m)

Visibility To Right

(m)

B One lane

3.60 � 20 16


Arm Crossing Type

A None

B None

C None




Slope for A-B

Slope for A-C

Slope for C-A

Slope for C-B

1 B-A 521.386 0.090 0.226 0.142 0.323

1 B-C 672.094 0.097 0.246 - -

1 C-B 593.653 0.217 0.217 - -


Traffic Flows


Default Vehicle

Mix

Vehicle Mix

Varies Over Time

Vehicle Mix

Varies Over Turn

Vehicle Mix

Varies Over Entry

Vehicle Mix Source

PCU Factor for a HV

(PCU)

Default Turning

Proportions

Estimate from

entry/exit counts


Time


Turn


Entry

� � HV


Entry Flows

General Flows Data


A ONE HOUR � 396.53 100.000

B ONE HOUR � 114.00 100.000

C ONE HOUR � 237.85 100.000

Turning Proportions


To

From

A B C

A 0.000 118.000 278.534

B 114.000 0.000 0.000

C 237.850 0.000 0.000


To

From

A B C

A 0.00 0.30 0.70

B 1.00 0.00 0.00

C 1.00 0.00 0.00

Vehicle Mix


To

From

A B C

A 1.000 1.000 1.000

B 1.000 1.000 1.000

C 1.000 1.000 1.000


To

From

A B C

A 0.000 0.000 0.000

B 0.000 0.000 0.000

C 0.000 0.000 0.000

Results



B-AC 0.31 12.97 0.45 B

C-AB 0.00 0.00 0.00 A

C-A - - - -

A-B - - - -

A-C - - - -



Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-AC 85.83 84.87 0.00 440.47 0.195 0.24 10.097 B

C-AB 0.00 0.00 0.00 817.57 0.000 0.00 0.000 A

C-A 179.07 179.07 0.00 - - - - -

A-B 88.84 88.84 0.00 - - - - -

A-C 209.70 209.70 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-AC 102.48 102.19 0.00 424.76 0.241 0.31 11.150 B

C-AB 0.00 0.00 0.00 802.47 0.000 0.00 0.000 A

C-A 213.82 213.82 0.00 - - - - -

A-B 106.08 106.08 0.00 - - - - -

A-C 250.40 250.40 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-AC 125.52 125.00 0.00 403.04 0.311 0.44 12.922 B

C-AB 0.00 0.00 0.00 781.33 0.000 0.00 0.000 A

C-A 261.88 261.88 0.00 - - - - -

A-B 129.92 129.92 0.00 - - - - -

A-C 306.67 306.67 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-AC 125.52 125.50 0.00 403.04 0.311 0.45 12.968 B

C-AB 0.00 0.00 0.00 781.33 0.000 0.00 0.000 A

C-A 261.88 261.88 0.00 - - - - -

A-B 129.92 129.92 0.00 - - - - -

A-C 306.67 306.67 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-AC 102.48 102.98 0.00 424.76 0.241 0.32 11.207 B

C-AB 0.00 0.00 0.00 802.47 0.000 0.00 0.000 A

C-A 213.82 213.82 0.00 - - - - -

A-B 106.08 106.08 0.00 - - - - -

A-C 250.40 250.40 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-AC 85.83 86.14 0.00 440.47 0.195 0.25 10.170 B

C-AB 0.00 0.00 0.00 817.57 0.000 0.00 0.000 A

C-A 179.07 179.07 0.00 - - - - -

A-B 88.84 88.84 0.00 - - - - -

A-C 209.70 209.70 0.00 - - - - -

APPENDIX G

POOL ROAD/ WREN DDU LANE – MODEL OUTPUTS

Junctions 8 PICADY 8 - Priority Intersection Module

Version: 8.0.2.316 [14 Feb 2013] © Copyright TRL Limited, 2019

For sales and distribution information, program advice and maintenance, contact TRL: Tel: +44 (0)1344 770758 E-mail: [email protected] Web: http://www.trlsoftware.co.uk

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

Filename: Pool Rd_Wern Ddu Ln.arc8 Path: D:\Cameron Rose Associates\Projects\472_Aldi, Newtown\ANALYSIS\PICADY Report generation date: 17/09/2019 14:59:04

Summary of junction performance

AM

Queue (PCU) Delay (s) RFC LOS

A1 - 2019 Survey

Stream B-C 0.12 6.53 0.11 A

Stream B-A 0.12 10.88 0.10 B

Stream C-AB 0.19 6.62 0.16 A

Stream C-A - - - -

Stream A-B - - - -

Stream A-C - - - -

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

"D1 - 2019 Survey, AM " model duration: 07:45 - 09:15 "D2 - 2019 Survey, PM" model duration: 16:15 - 17:45 "D3 - 2019 Survey, Saturday" model duration: 11:15 - 12:45 "D4 - 2024 Base, AM" model duration: 07:45 - 09:15 "D5 - 2024 Base, PM" model duration: 16:15 - 17:45 "D6 - 2024 Base, Saturday" model duration: 11:15 - 12:45 "D7 - 2024 Base plus Development, AM" model duration: 07:45 - 09:15 "D8 - 2024 Base plus Development, PM" model duration: 16:15 - 17:45 "D9 - 2024 Base plus Development, Saturday" model duration: 11:15 - 12:45

Run using Junctions 8.0.2.316 at 17/09/2019 14:58:21

File summary

File Description

Title A483 Pool Road/ Wern Ddu Lane

Location Newtown

Site Number

Date 17/09/2019

Version

Status

Identifier

Client Aldi

Jobnumber 472

Enumerator Cameron Rose Associates

Description

Analysis Options

Vehicle Length (m)

Do Queue Variations

Calculate Residual Capacity

Residual Capacity Criteria Type

RFC Threshold

Average Delay Threshold (s)

Queue Threshold (PCU)

5.75 N/A 0.85 36.00 20.00

Units

Distance Units

Speed Units

Traffic Units Input

Traffic Units Results

Flow Units

Average Delay Units

Total Delay Units

Rate Of Delay Units

m kph PCU PCU perHour s -Min perMin

(Default Analysis Set) - 2019 Survey, AM





Demand Set Details

Name Scenario

Name

Time Period Name


Model Start Time

(HH:mm)

Model Finish Time

(HH:mm)

Model Time Period Length (min)

Time Segment

Length (min)

Single Time Segment

Only Locked

2019 Survey,

AM

2019 Survey

AM ONE

HOUR 07:45 09:15 90 15

Junction Network

Junctions





Left Normal/unknown

Arms

Arms


A A483 Pool Road (e) Major

B Wern Ddu Lane Minor

C A483 Pool Road (w) Major

Major Arm Geometry

Arm Width of





(m)


Blocks? Blocking

Queue (PCU)

C 6.00 0.00 � 3.00 180.00 � 7.00


Minor Arm Geometry

Arm Minor Arm Type

Lane Width

(m)


Lane Width (Right)

(m)


Width at 5m (m)

Width at 10m

(m)

Width at 15m

(m)

Width at 20m

(m)

Estimate Flare

Length

Flare Length (PCU)

Visibility To Left

(m)

Visibility To Right

(m)

B

One lane plus flare

10.00 5.50 4.55 3.68 3.68 � 1.00 31 60


Arm Crossing Type

A None

B None

C None




Slope for A-B

Slope for A-C

Slope for C-A

Slope for C-B

1 B-A 511.275 0.093 0.235 0.148 0.336

1 B-C 714.397 0.110 0.277 - -

1 C-B 737.252 0.286 0.286 - -


Traffic Flows


Default Vehicle

Mix

Vehicle Mix

Varies Over Time

Vehicle Mix

Varies Over Turn

Vehicle Mix

Varies Over Entry

Vehicle Mix Source

PCU Factor for a HV

(PCU)

Default Turning

Proportions

Estimate from

entry/exit counts


Time


Turn


Entry

� � HV


Entry Flows

General Flows Data


A ONE HOUR � 293.00 100.000

B ONE HOUR � 96.00 100.000

C ONE HOUR � 341.00 100.000

Turning Proportions


To

From

A B C

A 0.000 59.000 234.000

B 35.000 0.000 61.000

C 249.000 92.000 0.000


To

From

A B C

A 0.00 0.20 0.80

B 0.36 0.00 0.64

C 0.73 0.27 0.00

Vehicle Mix


To

From

A B C

A 1.000 1.000 1.000

B 1.000 1.000 1.000

C 1.000 1.000 1.000


To

From

A B C

A 0.000 0.000 0.000

B 0.000 0.000 0.000

C 0.000 0.000 0.000

Results



B-C 0.11 6.53 0.12 A

B-A 0.10 10.88 0.12 B

C-AB 0.16 6.62 0.19 A

C-A - - - -

A-B - - - -

A-C - - - -



Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 45.92 45.62 0.00 650.07 0.071 0.08 5.953 A

B-A 26.35 26.08 0.00 414.47 0.064 0.07 9.262 A

C-AB 69.26 68.81 0.00 674.24 0.103 0.11 5.942 A

C-A 187.46 187.46 0.00 - - - - -

A-B 44.42 44.42 0.00 - - - - -

A-C 176.17 176.17 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 54.84 54.77 0.00 636.80 0.086 0.09 6.185 A

B-A 31.46 31.39 0.00 395.53 0.080 0.09 9.884 A

C-AB 82.71 82.59 0.00 662.01 0.125 0.14 6.211 A

C-A 223.85 223.85 0.00 - - - - -

A-B 53.04 53.04 0.00 - - - - -

A-C 210.36 210.36 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 67.16 67.05 0.00 618.29 0.109 0.12 6.528 A

B-A 38.54 38.42 0.00 369.30 0.104 0.12 10.876 B

C-AB 101.29 101.12 0.00 645.10 0.157 0.18 6.616 A

C-A 274.15 274.15 0.00 - - - - -

A-B 64.96 64.96 0.00 - - - - -

A-C 257.64 257.64 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 67.16 67.16 0.00 618.16 0.109 0.12 6.532 A

B-A 38.54 38.53 0.00 369.28 0.104 0.12 10.883 B

C-AB 101.29 101.29 0.00 645.10 0.157 0.19 6.619 A

C-A 274.15 274.15 0.00 - - - - -

A-B 64.96 64.96 0.00 - - - - -

A-C 257.64 257.64 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 54.84 54.94 0.00 636.59 0.086 0.09 6.192 A

B-A 31.46 31.58 0.00 395.51 0.080 0.09 9.896 A

C-AB 82.71 82.87 0.00 662.01 0.125 0.14 6.217 A

C-A 223.85 223.85 0.00 - - - - -

A-B 53.04 53.04 0.00 - - - - -

A-C 210.36 210.36 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 45.92 46.00 0.00 649.69 0.071 0.08 5.965 A

B-A 26.35 26.43 0.00 414.43 0.064 0.07 9.279 A

C-AB 69.26 69.38 0.00 674.24 0.103 0.12 5.952 A

C-A 187.46 187.46 0.00 - - - - -

A-B 44.42 44.42 0.00 - - - - -

A-C 176.17 176.17 0.00 - - - - -

(Default Analysis Set) - 2019 Survey, PM





Demand Set Details

Name Scenario

Name

Time Period Name


Model Start Time

(HH:mm)

Model Finish Time

(HH:mm)


Time Segment

Length (min)

Single Time Segment

Only Locked

2019 2019 PM ONE 16:15 17:45 90 15

Survey, PM

Survey HOUR

Junction Network

Junctions





Left Normal/unknown

Arms

Arms





Major Arm Geometry

Arm Width of





(m)


Blocks? Blocking

Queue (PCU)

C 6.00 0.00 � 3.00 180.00 � 7.00


Minor Arm Geometry

Arm Minor Arm Type

Lane Width

(m)


Lane Width (Right)

(m)


Width at 5m (m)

Width at 10m

(m)

Width at 15m

(m)

Width at 20m

(m)

Estimate Flare

Length

Flare Length (PCU)

Visibility To Left

(m)

Visibility To Right

(m)

B

One lane plus flare

10.00 5.50 4.55 3.68 3.68 � 1.00 31 60


Arm Crossing Type

A None

B None

C None




Slope for A-B

Slope for A-C

Slope for C-A

Slope for C-B

1 B-A 496.728 0.090 0.229 0.144 0.327

1 B-C 733.013 0.112 0.284 - -

1 C-B 737.252 0.286 0.286 - -


Traffic Flows


Default Vehicle

Mix

Vehicle Mix

Varies Over Time

Vehicle Mix

Varies Over Turn

Vehicle Mix

Varies Over Entry

Vehicle Mix Source

PCU Factor for a HV

(PCU)

Default Turning

Proportions

Estimate from

entry/exit counts


Time


Turn


Entry

� � HV


Entry Flows

General Flows Data


A ONE HOUR � 294.00 100.000

B ONE HOUR � 171.00 100.000

C ONE HOUR � 433.00 100.000

Turning Proportions


To

From

A B C

A 0.000 57.000 237.000

B 48.000 0.000 123.000

C 304.000 129.000 0.000


To

From

A B C

A 0.00 0.19 0.81

B 0.28 0.00 0.72

C 0.70 0.30 0.00

Vehicle Mix


To

From

A B C

A 1.000 1.000 1.000

B 1.000 1.000 1.000

C 1.000 1.000 1.000


To

From

A B C

A 0.000 0.000 0.000

B 0.000 0.000 0.000

C 0.000 0.000 0.000

Results



B-C 0.22 7.39 0.28 A

B-A 0.16 12.84 0.19 B

C-AB 0.22 7.16 0.28 A

C-A - - - -

A-B - - - -

A-C - - - -



Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 92.60 91.95 0.00 660.94 0.140 0.16 6.321 A

B-A 36.14 35.73 0.00 386.37 0.094 0.10 10.256 B

C-AB 97.12 96.45 0.00 674.03 0.144 0.17 6.227 A

C-A 228.87 228.87 0.00 - - - - -

A-B 42.91 42.91 0.00 - - - - -

A-C 178.43 178.43 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 110.57 110.40 0.00 645.24 0.171 0.21 6.729 A

B-A 43.15 43.03 0.00 364.23 0.118 0.13 11.199 B

C-AB 115.97 115.79 0.00 661.76 0.175 0.21 6.592 A

C-A 273.29 273.29 0.00 - - - - -

A-B 51.24 51.24 0.00 - - - - -

A-C 213.06 213.06 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 135.43 135.14 0.00 622.48 0.218 0.28 7.381 A

B-A 52.85 52.64 0.00 333.21 0.159 0.19 12.822 B

C-AB 142.03 141.76 0.00 644.79 0.220 0.28 7.153 A

C-A 334.71 334.71 0.00 - - - - -

A-B 62.76 62.76 0.00 - - - - -

A-C 260.94 260.94 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 135.43 135.42 0.00 622.26 0.218 0.28 7.393 A

B-A 52.85 52.84 0.00 333.14 0.159 0.19 12.843 B

C-AB 142.03 142.03 0.00 644.79 0.220 0.28 7.159 A

C-A 334.71 334.71 0.00 - - - - -

A-B 62.76 62.76 0.00 - - - - -

A-C 260.94 260.94 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 110.57 110.85 0.00 644.90 0.171 0.21 6.746 A

B-A 43.15 43.35 0.00 364.15 0.119 0.14 11.228 B

C-AB 115.97 116.24 0.00 661.76 0.175 0.21 6.601 A

C-A 273.29 273.29 0.00 - - - - -

A-B 51.24 51.24 0.00 - - - - -

A-C 213.06 213.06 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 92.60 92.78 0.00 660.42 0.140 0.16 6.343 A

B-A 36.14 36.26 0.00 386.22 0.094 0.10 10.290 B

C-AB 97.12 97.30 0.00 674.03 0.144 0.17 6.243 A

C-A 228.87 228.87 0.00 - - - - -

A-B 42.91 42.91 0.00 - - - - -

A-C 178.43 178.43 0.00 - - - - -

(Default Analysis Set) - 2019 Survey, Saturday





Demand Set Details

Name Scenario

Name

Time Period Name


Model Start Time

(HH:mm)

Model Finish Time

(HH:mm)



Single Time Segment

Only Locked

2019 Survey,

Saturday

2019 Survey

Saturday ONE

HOUR 11:15 12:45 90 15

Junction Network

Junctions





Left Normal/unknown

Arms

Arms





Major Arm Geometry

Arm Width of





(m)


Blocks? Blocking

Queue (PCU)

C 6.00 0.00 � 3.00 180.00 � 7.00


Minor Arm Geometry

Arm Minor Arm Type

Lane Width

(m)


Lane Width (Right)

(m)


Width at 5m (m)

Width at 10m

(m)

Width at 15m

(m)

Width at 20m

(m)

Estimate Flare

Length

Flare Length (PCU)

Visibility To Left

(m)

Visibility To Right

(m)

B

One lane plus flare

10.00 5.50 4.55 3.68 3.68 � 1.00 31 60


Arm Crossing Type

A None

B None

C None




Slope for A-B

Slope for A-C

Slope for C-A

Slope for C-B

1 B-A 490.643 0.089 0.226 0.142 0.323

1 B-C 740.800 0.114 0.287 - -

1 C-B 737.252 0.286 0.286 - -


Traffic Flows


Default Vehicle

Mix

Vehicle Mix

Varies Over Time

Vehicle Mix

Varies Over Turn

Vehicle Mix

Varies Over Entry

Vehicle Mix Source

PCU Factor for a HV

(PCU)

Default Turning

Proportions

Estimate from

entry/exit counts


Time


Turn


Entry

� � HV


Entry Flows

General Flows Data


A ONE HOUR � 378.00 100.000

B ONE HOUR � 228.00 100.000

C ONE HOUR � 509.00 100.000

Turning Proportions


To

From

A B C

A 0.000 98.000 280.000

B 56.000 0.000 172.000

C 340.000 169.000 0.000


To

From

A B C

A 0.00 0.26 0.74

B 0.25 0.00 0.75

C 0.67 0.33 0.00

Vehicle Mix


To

From

A B C

A 1.000 1.000 1.000

B 1.000 1.000 1.000

C 1.000 1.000 1.000


To

From

A B C

A 0.000 0.000 0.000

B 0.000 0.000 0.000

C 0.000 0.000 0.000

Results



B-C 0.32 8.81 0.46 A

B-A 0.21 15.85 0.27 C

C-AB 0.30 8.33 0.43 A

C-A - - - -

A-B - - - -

A-C - - - -



Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 129.49 128.51 0.00 650.52 0.199 0.25 6.884 A

B-A 42.16 41.63 0.00 356.38 0.118 0.13 11.420 B

C-AB 127.23 126.28 0.00 655.96 0.194 0.24 6.783 A

C-A 255.97 255.97 0.00 - - - - -

A-B 73.78 73.78 0.00 - - - - -

A-C 210.80 210.80 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 154.62 154.32 0.00 629.84 0.246 0.32 7.565 A

B-A 50.34 50.16 0.00 328.56 0.153 0.18 12.923 B

C-AB 151.93 151.65 0.00 640.19 0.237 0.31 7.366 A

C-A 305.65 305.65 0.00 - - - - -

A-B 88.10 88.10 0.00 - - - - -

A-C 251.71 251.71 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 189.38 188.84 0.00 598.35 0.317 0.46 8.779 A

B-A 61.66 61.31 0.00 288.91 0.213 0.27 15.767 C

C-AB 186.10 185.63 0.00 618.42 0.301 0.43 8.308 A

C-A 374.32 374.32 0.00 - - - - -

A-B 107.90 107.90 0.00 - - - - -

A-C 308.29 308.29 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 189.38 189.36 0.00 597.93 0.317 0.46 8.811 A

B-A 61.66 61.65 0.00 288.72 0.214 0.27 15.850 C

C-AB 186.10 186.09 0.00 618.42 0.301 0.43 8.326 A

C-A 374.32 374.32 0.00 - - - - -

A-B 107.90 107.90 0.00 - - - - -

A-C 308.29 308.29 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 154.62 155.15 0.00 629.28 0.246 0.33 7.603 A

B-A 50.34 50.68 0.00 328.34 0.153 0.18 12.980 B

C-AB 151.93 152.38 0.00 640.19 0.237 0.31 7.388 A

C-A 305.65 305.65 0.00 - - - - -

A-B 88.10 88.10 0.00 - - - - -

A-C 251.71 251.71 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 129.49 129.80 0.00 649.82 0.199 0.25 6.926 A

B-A 42.16 42.35 0.00 356.05 0.118 0.14 11.484 B

C-AB 127.23 127.52 0.00 655.96 0.194 0.24 6.818 A

C-A 255.97 255.97 0.00 - - - - -

A-B 73.78 73.78 0.00 - - - - -

A-C 210.80 210.80 0.00 - - - - -

(Default Analysis Set) - 2024 Base, AM





Demand Set Details

Name Scenario

Name

Time Period Name


Model Start Time

(HH:mm)

Model Finish Time

(HH:mm)


Time Segment

Length (min)

Single Time Segment

Only Locked

2024 Base, AM

2024 Base AM ONE

HOUR 07:45 09:15 90 15

Junction Network

Junctions





Left Normal/unknown

Arms

Arms





Major Arm Geometry

Arm Width of





(m)


Blocks? Blocking

Queue (PCU)

C 6.00 0.00 � 3.00 180.00 � 7.00


Minor Arm Geometry

Arm Minor Arm Type

Lane Width

(m)


Lane Width (Right)

(m)


Width at 5m (m)

Width at 10m

(m)

Width at 15m

(m)

Width at 20m

(m)

Estimate Flare

Length

Flare Length (PCU)

Visibility To Left

(m)

Visibility To Right

(m)

B One lane plus

10.00 5.50 4.55 3.68 3.68 � 1.00 31 60

flare


Arm Crossing Type

A None

B None

C None




Slope for A-B

Slope for A-C

Slope for C-A

Slope for C-B

1 B-A 511.275 0.093 0.235 0.148 0.336

1 B-C 714.397 0.110 0.277 - -

1 C-B 737.252 0.286 0.286 - -


Traffic Flows


Default Vehicle

Mix

Vehicle Mix

Varies Over Time

Vehicle Mix

Varies Over Turn

Vehicle Mix

Varies Over Entry

Vehicle Mix Source

PCU Factor for a HV

(PCU)

Default Turning

Proportions

Estimate from

entry/exit counts


Time


Turn


Entry

� � HV


Entry Flows

General Flows Data


A ONE HOUR � 305.98 100.000

B ONE HOUR � 100.25 100.000

C ONE HOUR � 356.11 100.000

Turning Proportions


To

From

A B C

A 0.000 61.614 244.366

B 36.551 0.000 63.702

C 260.031 96.076 0.000


To

From

A B C

A 0.00 0.20 0.80

B 0.36 0.00 0.64

C 0.73 0.27 0.00

Vehicle Mix


To

From

A B C

A 1.000 1.000 1.000

B 1.000 1.000 1.000

C 1.000 1.000 1.000


To

From

A B C

A 0.000 0.000 0.000

B 0.000 0.000 0.000

C 0.000 0.000 0.000

Results



B-C 0.11 6.62 0.13 A

B-A 0.11 11.16 0.12 B

C-AB 0.17 6.72 0.20 A

C-A - - - -

A-B - - - -

A-C - - - -



Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 47.96 47.64 0.00 647.13 0.074 0.08 6.002 A

B-A 27.52 27.23 0.00 410.16 0.067 0.07 9.394 A

C-AB 72.33 71.85 0.00 671.45 0.108 0.12 5.998 A

C-A 195.76 195.76 0.00 - - - - -

A-B 46.39 46.39 0.00 - - - - -

A-C 183.97 183.97 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 57.27 57.19 0.00 633.20 0.090 0.10 6.250 A

B-A 32.86 32.78 0.00 390.37 0.084 0.09 10.065 B

C-AB 86.37 86.25 0.00 658.68 0.131 0.15 6.287 A

C-A 233.76 233.76 0.00 - - - - -

A-B 55.39 55.39 0.00 - - - - -

A-C 219.68 219.68 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 70.14 70.02 0.00 613.71 0.114 0.13 6.619 A

B-A 40.24 40.11 0.00 362.95 0.111 0.12 11.146 B

C-AB 105.78 105.60 0.00 641.02 0.165 0.20 6.722 A

C-A 286.30 286.30 0.00 - - - - -

A-B 67.84 67.84 0.00 - - - - -

A-C 269.05 269.05 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 70.14 70.14 0.00 613.58 0.114 0.13 6.623 A

B-A 40.24 40.24 0.00 362.93 0.111 0.12 11.155 B

C-AB 105.78 105.78 0.00 641.02 0.165 0.20 6.725 A

C-A 286.30 286.30 0.00 - - - - -

A-B 67.84 67.84 0.00 - - - - -

A-C 269.05 269.05 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 57.27 57.38 0.00 632.97 0.090 0.10 6.257 A

B-A 32.86 32.98 0.00 390.35 0.084 0.09 10.076 B

C-AB 86.37 86.55 0.00 658.68 0.131 0.15 6.293 A

C-A 233.76 233.76 0.00 - - - - -

A-B 55.39 55.39 0.00 - - - - -

A-C 219.68 219.68 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 47.96 48.04 0.00 646.73 0.074 0.08 6.015 A

B-A 27.52 27.60 0.00 410.12 0.067 0.07 9.412 A

C-AB 72.33 72.45 0.00 671.45 0.108 0.12 6.010 A

C-A 195.76 195.76 0.00 - - - - -

A-B 46.39 46.39 0.00 - - - - -

A-C 183.97 183.97 0.00 - - - - -

(Default Analysis Set) - 2024 Base, PM





Demand Set Details

Name Scenario Time Description Traffic Model Start Model Finish Model Time Time Single Time Locked

Name Period Name

Profile Type

Time (HH:mm)

Time (HH:mm)

Period Length (min)

Segment Length (min)

Segment Only

2024 Base, PM

2024 Base PM ONE

HOUR 16:15 17:45 90 15

Junction Network

Junctions





Left Normal/unknown

Arms

Arms





Major Arm Geometry

Arm Width of





(m)


Blocks? Blocking

Queue (PCU)

C 6.00 0.00 � 3.00 180.00 � 7.00


Minor Arm Geometry

Arm Minor Arm Type

Lane Width

(m)


Lane Width (Right)

(m)


Width at 5m (m)

Width at 10m

(m)

Width at 15m

(m)

Width at 20m

(m)

Estimate Flare

Length

Flare Length (PCU)

Visibility To Left

(m)

Visibility To Right

(m)

B

One lane plus flare

10.00 5.50 4.55 3.68 3.68 � 1.00 31 60


Arm Crossing Type

A None

B None

C None




Slope for A-B

Slope for A-C

Slope for C-A

Slope for C-B

1 B-A 496.728 0.090 0.229 0.144 0.327

1 B-C 733.013 0.112 0.284 - -

1 C-B 737.252 0.286 0.286 - -

The slopes and intercepts shown above do NOT include any corrections or adjustments.

Streams may be combined, in which case capacity will be adjusted. Values are shown for the first time segment only; they may differ for subsequent time segments.

Traffic Flows


Default Vehicle

Mix

Vehicle Mix

Varies Over Time

Vehicle Mix

Varies Over Turn

Vehicle Mix

Varies Over Entry

Vehicle Mix Source

PCU Factor for a HV

(PCU)

Default Turning

Proportions

Estimate from

entry/exit counts


Time


Turn


Entry

� � HV


Entry Flows

General Flows Data


A ONE HOUR � 306.26 100.000

B ONE HOUR � 178.13 100.000

C ONE HOUR � 451.06 100.000

Turning Proportions


To

From

A B C

A 0.000 59.377 246.883

B 50.002 0.000 128.129

C 316.677 134.379 0.000


To

From

A B C

A 0.00 0.19 0.81

B 0.28 0.00 0.72

C 0.70 0.30 0.00

Vehicle Mix


To

From

A B C

A 1.000 1.000 1.000

B 1.000 1.000 1.000

C 1.000 1.000 1.000


To

From A B C

A 0.000 0.000 0.000

B 0.000 0.000 0.000

C 0.000 0.000 0.000

Results



B-C 0.23 7.57 0.29 A

B-A 0.17 13.29 0.20 B

C-AB 0.23 7.30 0.30 A

C-A - - - -

A-B - - - -

A-C - - - -



Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 96.46 95.78 0.00 657.70 0.147 0.17 6.398 A

B-A 37.64 37.21 0.00 381.67 0.099 0.11 10.439 B

C-AB 101.17 100.46 0.00 671.39 0.151 0.18 6.297 A

C-A 238.41 238.41 0.00 - - - - -

A-B 44.70 44.70 0.00 - - - - -

A-C 185.87 185.87 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 115.19 115.00 0.00 641.16 0.180 0.22 6.840 A

B-A 44.95 44.82 0.00 358.53 0.125 0.14 11.470 B

C-AB 120.80 120.62 0.00 658.61 0.183 0.22 6.690 A

C-A 284.69 284.69 0.00 - - - - -

A-B 53.38 53.38 0.00 - - - - -

A-C 221.94 221.94 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 141.07 140.77 0.00 616.98 0.229 0.29 7.554 A

B-A 55.05 54.82 0.00 326.05 0.169 0.20 13.260 B

C-AB 147.96 147.66 0.00 640.94 0.231 0.30 7.293 A

C-A 348.66 348.66 0.00 - - - - -

A-B 65.38 65.38 0.00 - - - - -

A-C 271.82 271.82 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 141.07 141.07 0.00 616.74 0.229 0.29 7.567 A

B-A 55.05 55.05 0.00 325.97 0.169 0.20 13.287 B

C-AB 147.96 147.95 0.00 640.94 0.231 0.30 7.301 A

C-A 348.66 348.66 0.00 - - - - -

A-B 65.38 65.38 0.00 - - - - -

A-C 271.82 271.82 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 115.19 115.48 0.00 640.79 0.180 0.22 6.856 A

B-A 44.95 45.17 0.00 358.44 0.125 0.15 11.501 B

C-AB 120.80 121.09 0.00 658.61 0.183 0.23 6.700 A

C-A 284.69 284.69 0.00 - - - - -

A-B 53.38 53.38 0.00 - - - - -

A-C 221.94 221.94 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 96.46 96.65 0.00 657.15 0.147 0.17 6.426 A

B-A 37.64 37.78 0.00 381.51 0.099 0.11 10.479 B

C-AB 101.17 101.36 0.00 671.39 0.151 0.18 6.316 A

C-A 238.41 238.41 0.00 - - - - -

A-B 44.70 44.70 0.00 - - - - -

A-C 185.87 185.87 0.00 - - - - -

(Default Analysis Set) - 2024 Base, Saturday





Demand Set Details

Name Scenario

Name

Time Period Name


Model Start Time

(HH:mm)

Model Finish Time

(HH:mm)



Single Time Segment

Only Locked

2024 Base,

Saturday 2024 Base Saturday

ONE HOUR

11:15 12:45 90 15

Junction Network

Junctions





Left Normal/unknown

Arms

Arms





Major Arm Geometry

Arm Width of





(m)


Blocks? Blocking

Queue (PCU)

C 6.00 0.00 � 3.00 180.00 � 7.00


Minor Arm Geometry

Arm Minor Arm Type

Lane Width

(m)


Lane Width (Right)

(m)


Width at 5m (m)

Width at 10m

(m)

Width at 15m

(m)

Width at 20m

(m)

Estimate Flare

Length

Flare Length (PCU)

Visibility To Left

(m)

Visibility To Right

(m)

B

One lane plus flare

10.00 5.50 4.55 3.68 3.68 � 1.00 31 60


Arm Crossing Type

A None

B None

C None




Slope for A-B

Slope for A-C

Slope for C-A

Slope for C-B

1 B-A 490.643 0.089 0.226 0.142 0.323

1 B-C 740.800 0.114 0.287 - -

1 C-B 737.252 0.286 0.286 - -


Traffic Flows


Default Vehicle

Mix

Vehicle Mix

Varies Over Time

Vehicle Mix

Varies Over Turn

Vehicle Mix

Varies Over Entry

Vehicle Mix Source

PCU Factor for a HV

(PCU)

Default Turning

Proportions

Estimate from

entry/exit counts


Time


Turn


Entry

� � HV


Entry Flows

General Flows Data


A ONE HOUR � 394.33 100.000

B ONE HOUR � 237.85 100.000

C ONE HOUR � 530.99 100.000

Turning Proportions


To

From

A B C

A 0.000 102.234 292.096

B 58.419 0.000 179.430

C 354.688 176.301 0.000


To

From

A B C

A 0.00 0.26 0.74

B 0.25 0.00 0.75

C 0.67 0.33 0.00

Vehicle Mix


To

From

A B C

A 1.000 1.000 1.000

B 1.000 1.000 1.000

C 1.000 1.000 1.000


To

From

A B C

A 0.000 0.000 0.000

B 0.000 0.000 0.000

C 0.000 0.000 0.000

Results



B-C 0.34 9.18 0.50 A

B-A 0.23 16.76 0.30 C

C-AB 0.32 8.59 0.46 A

C-A - - - -

A-B - - - -

A-C - - - -



Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 135.08 134.04 0.00 646.16 0.209 0.26 7.015 A

B-A 43.98 43.42 0.00 350.32 0.126 0.14 11.709 B

C-AB 132.73 131.72 0.00 652.45 0.203 0.25 6.901 A

C-A 267.03 267.03 0.00 - - - - -

A-B 76.97 76.97 0.00 - - - - -

A-C 219.91 219.91 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 161.30 160.97 0.00 624.15 0.258 0.34 7.767 A

B-A 52.52 52.31 0.00 321.09 0.164 0.19 13.394 B

C-AB 158.50 158.19 0.00 636.00 0.249 0.33 7.529 A

C-A 318.85 318.85 0.00 - - - - -

A-B 91.91 91.91 0.00 - - - - -

A-C 262.59 262.59 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 197.56 196.95 0.00 590.08 0.335 0.50 9.128 A

B-A 64.32 63.92 0.00 279.27 0.230 0.29 16.685 C

C-AB 194.15 193.64 0.00 613.32 0.317 0.46 8.568 A

C-A 390.48 390.48 0.00 - - - - -

A-B 112.56 112.56 0.00 - - - - -

A-C 321.60 321.60 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 197.56 197.54 0.00 589.58 0.335 0.50 9.182 A

B-A 64.32 64.31 0.00 279.04 0.231 0.30 16.762 C

C-AB 194.15 194.14 0.00 613.32 0.317 0.46 8.588 A

C-A 390.48 390.48 0.00 - - - - -

A-B 112.56 112.56 0.00 - - - - -

A-C 321.60 321.60 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 161.30 161.89 0.00 623.49 0.259 0.35 7.810 A

B-A 52.52 52.91 0.00 320.83 0.164 0.20 13.455 B

C-AB 158.50 158.99 0.00 636.00 0.249 0.34 7.554 A

C-A 318.85 318.85 0.00 - - - - -

A-B 91.91 91.91 0.00 - - - - -

A-C 262.59 262.59 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 135.08 135.43 0.00 645.40 0.209 0.27 7.065 A

B-A 43.98 44.19 0.00 349.96 0.126 0.15 11.783 B

C-AB 132.73 133.04 0.00 652.45 0.203 0.26 6.937 A

C-A 267.03 267.03 0.00 - - - - -

A-B 76.97 76.97 0.00 - - - - -

A-C 219.91 219.91 0.00 - - - - -

(Default Analysis Set) - 2024 Base plus Development, AM





Demand Set Details

Name Scenario

Name

Time Period Name



Model Finish Time

(HH:mm)

Model Time

Period Length (min)


Single Time

Segment Only

Locked


AM

2024 Base plus

Development AM

ONE HOUR

07:45 09:15 90 15

Junction Network

Junctions





Left Normal/unknown

Arms

Arms





Major Arm Geometry

Arm Width of





(m)


Blocks? Blocking

Queue (PCU)

C 6.00 0.00 � 3.00 180.00 � 7.00


Minor Arm Geometry

Arm Minor Arm Type

Lane Width

(m)


Lane Width (Right)

(m)


Width at 5m (m)

Width at 10m

(m)

Width at 15m

(m)

Width at 20m

(m)

Estimate Flare

Length

Flare Length (PCU)

Visibility To Left

(m)

Visibility To Right

(m)

B

One lane plus flare

10.00 5.50 4.55 3.68 3.68 � 1.00 31 60


Arm Crossing Type

A None

B None

C None




Slope for A-B

Slope for A-C

Slope for C-A

Slope for C-B

1 B-A 511.514 0.093 0.235 0.148 0.336

1 B-C 714.090 0.109 0.277 - -

1 C-B 737.252 0.286 0.286 - -


Traffic Flows


Default Vehicle

Mix

Vehicle Mix

Varies Over Time

Vehicle Mix

Varies Over Turn

Vehicle Mix

Varies Over Entry

Vehicle Mix Source

PCU Factor for a HV

(PCU)

Default Turning

Proportions

Estimate from

entry/exit counts


Time


Turn


Entry

� � HV


Entry Flows

General Flows Data


A ONE HOUR � 312.76 100.000

B ONE HOUR � 109.25 100.000

C ONE HOUR � 363.32 100.000

Turning Proportions


To

From

A B C

A 0.000 68.881 243.882

B 39.983 0.000 69.270

C 259.515 103.809 0.000


To

From

A B C

A 0.00 0.22 0.78

B 0.37 0.00 0.63

C 0.71 0.29 0.00

Vehicle Mix


To

From

A B C

A 1.000 1.000 1.000

B 1.000 1.000 1.000

C 1.000 1.000 1.000


To

From

A B C

A 0.000 0.000 0.000

B 0.000 0.000 0.000

C 0.000 0.000 0.000

Results



B-C 0.12 6.74 0.14 A

B-A 0.12 11.41 0.14 B

C-AB 0.18 6.86 0.22 A

C-A - - - -

A-B - - - -

A-C - - - -



Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 52.15 51.80 0.00 645.19 0.081 0.09 6.065 A

B-A 30.10 29.79 0.00 407.98 0.074 0.08 9.511 A

C-AB 78.15 77.63 0.00 669.99 0.117 0.13 6.072 A

C-A 195.38 195.38 0.00 - - - - -

A-B 51.86 51.86 0.00 - - - - -

A-C 183.61 183.61 0.00 - - - - -


Stream Total Demand Entry Flow Pedestrian Demand Capacity RFC End Queue Delay LOS

(PCU/hr) (PCU/hr) (Ped/hr) (PCU/hr) (PCU) (s)

B-C 62.27 62.19 0.00 630.81 0.099 0.11 6.331 A

B-A 35.94 35.85 0.00 387.66 0.093 0.10 10.230 B

C-AB 93.32 93.19 0.00 656.94 0.142 0.16 6.384 A

C-A 233.30 233.30 0.00 - - - - -

A-B 61.92 61.92 0.00 - - - - -

A-C 219.24 219.24 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 76.27 76.14 0.00 610.58 0.125 0.14 6.734 A

B-A 44.02 43.88 0.00 359.52 0.122 0.14 11.400 B

C-AB 114.30 114.09 0.00 638.89 0.179 0.22 6.856 A

C-A 285.73 285.73 0.00 - - - - -

A-B 75.84 75.84 0.00 - - - - -

A-C 268.52 268.52 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 76.27 76.27 0.00 610.43 0.125 0.14 6.738 A

B-A 44.02 44.02 0.00 359.49 0.122 0.14 11.410 B

C-AB 114.30 114.29 0.00 638.89 0.179 0.22 6.861 A

C-A 285.73 285.73 0.00 - - - - -

A-B 75.84 75.84 0.00 - - - - -

A-C 268.52 268.52 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 62.27 62.40 0.00 630.56 0.099 0.11 6.339 A

B-A 35.94 36.08 0.00 387.64 0.093 0.10 10.243 B

C-AB 93.32 93.52 0.00 656.94 0.142 0.17 6.393 A

C-A 233.30 233.30 0.00 - - - - -

A-B 61.92 61.92 0.00 - - - - -

A-C 219.24 219.24 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 52.15 52.24 0.00 644.76 0.081 0.09 6.078 A

B-A 30.10 30.19 0.00 407.91 0.074 0.08 9.534 A

C-AB 78.15 78.29 0.00 669.99 0.117 0.13 6.084 A

C-A 195.38 195.38 0.00 - - - - -

A-B 51.86 51.86 0.00 - - - - -

A-C 183.61 183.61 0.00 - - - - -

(Default Analysis Set) - 2024 Base plus Development, PM





Demand Set Details

Name Scenario

Name

Time Period Name



Model Finish Time

(HH:mm)

Model Time

Period Length (min)


Single Time

Segment Only

Locked


PM

2024 Base plus

Development PM

ONE HOUR

16:15 17:45 90 15

Junction Network

Junctions





Left Normal/unknown

Arms

Arms





Major Arm Geometry

Arm Width of





(m)


Blocks? Blocking

Queue (PCU)

C 6.00 0.00 � 3.00 180.00 � 7.00


Minor Arm Geometry

Arm Minor Arm Type

Lane Width

(m)


Lane Width (Right)

(m)


Width at 5m (m)

Width at 10m

(m)

Width at 15m

(m)

Width at 20m

(m)

Estimate Flare

Length

Flare Length (PCU)

Visibility To Left

(m)

Visibility To Right

(m)

B

One lane plus flare

10.00 5.50 4.55 3.68 3.68 � 1.00 31 60


Arm Crossing Type

A None

B None

C None




Slope for A-B

Slope for A-C

Slope for C-A

Slope for C-B

1 B-A 496.942 0.091 0.229 0.144 0.327

1 B-C 732.738 0.112 0.284 - -

1 C-B 737.252 0.286 0.286 - -


Traffic Flows


Default Vehicle

Mix

Vehicle Mix

Varies Over Time

Vehicle Mix

Varies Over Turn

Vehicle Mix

Varies Over Entry

Vehicle Mix Source

PCU Factor for a HV

(PCU)

Default Turning

Proportions

Estimate from

entry/exit counts


Time


Turn


Entry

� � HV


Entry Flows

General Flows Data


A ONE HOUR � 324.22 100.000

B ONE HOUR � 227.13 100.000

C ONE HOUR � 474.09 100.000

Turning Proportions


To

From

A B C

A 0.000 77.776 246.445

B 64.037 0.000 163.093

C 316.115 157.980 0.000


To

From

A B C

A 0.00 0.24 0.76

B 0.28 0.00 0.72

C 0.67 0.33 0.00

Vehicle Mix


To

From

A B C

A 1.000 1.000 1.000

B 1.000 1.000 1.000

C 1.000 1.000 1.000


To

From

A B C

A 0.000 0.000 0.000

B 0.000 0.000 0.000

C 0.000 0.000 0.000

Results



B-C 0.30 8.55 0.42 A

B-A 0.23 14.94 0.29 B

C-AB 0.27 7.80 0.37 A

C-A - - - -

A-B - - - -

A-C - - - -



Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 122.79 121.86 0.00 649.95 0.189 0.23 6.806 A

B-A 48.21 47.63 0.00 373.64 0.129 0.15 11.021 B

C-AB 118.94 118.08 0.00 667.53 0.178 0.21 6.543 A

C-A 237.99 237.99 0.00 - - - - -

A-B 58.55 58.55 0.00 - - - - -

A-C 185.54 185.54 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 146.62 146.34 0.00 630.59 0.233 0.30 7.431 A

B-A 57.57 57.37 0.00 348.08 0.165 0.20 12.374 B

C-AB 142.02 141.78 0.00 654.00 0.217 0.27 7.025 A

C-A 284.18 284.18 0.00 - - - - -

A-B 69.92 69.92 0.00 - - - - -

A-C 221.55 221.55 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 179.57 179.09 0.00 600.97 0.299 0.42 8.526 A

B-A 70.51 70.14 0.00 311.60 0.226 0.29 14.887 B

C-AB 173.95 173.56 0.00 635.31 0.274 0.37 7.790 A

C-A 348.04 348.04 0.00 - - - - -

A-B 85.63 85.63 0.00 - - - - -

A-C 271.34 271.34 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 179.57 179.56 0.00 600.56 0.299 0.42 8.551 A

B-A 70.51 70.49 0.00 311.44 0.226 0.29 14.940 B

C-AB 173.95 173.94 0.00 635.31 0.274 0.37 7.802 A

C-A 348.04 348.04 0.00 - - - - -

A-B 85.63 85.63 0.00 - - - - -

A-C 271.34 271.34 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 146.62 147.09 0.00 630.03 0.233 0.31 7.463 A

B-A 57.57 57.92 0.00 347.91 0.165 0.20 12.431 B

C-AB 142.02 142.40 0.00 654.00 0.217 0.28 7.043 A

C-A 284.18 284.18 0.00 - - - - -

A-B 69.92 69.92 0.00 - - - - -

A-C 221.55 221.55 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 122.79 123.07 0.00 649.22 0.189 0.24 6.847 A

B-A 48.21 48.42 0.00 373.37 0.129 0.15 11.087 B

C-AB 118.94 119.18 0.00 667.53 0.178 0.22 6.569 A

C-A 237.99 237.99 0.00 - - - - -

A-B 58.55 58.55 0.00 - - - - -

A-C 185.54 185.54 0.00 - - - - -

(Default Analysis Set) - 2024 Base plus Development, Saturday





Demand Set Details

Name Scenario

Name

Time Period Name



Model Finish Time

(HH:mm)

Model Time

Period Length (min)


Single Time

Segment Only

Locked


Saturday

2024 Base plus

Development Saturday

ONE HOUR

11:15 12:45 90 15

Junction Network

Junctions


(untitled) T-Junction Two-way A,B,C 15.29 C



Left Normal/unknown

Arms

Arms





Major Arm Geometry

Arm Width of





(m)


Blocks? Blocking

Queue (PCU)

C 6.00 0.00 � 3.00 180.00 � 7.00


Minor Arm Geometry

Arm Minor Arm Type

Lane Width

(m)


Lane Width (Right)

(m)


Width at 5m (m)

Width at 10m

(m)

Width at 15m

(m)

Width at 20m

(m)

Estimate Flare

Length

Flare Length (PCU)

Visibility To Left

(m)

Visibility To Right

(m)

B

One lane plus flare

10.00 5.50 4.55 3.68 3.68 � 1.00 31 60


Arm Crossing Type

A None

B None

C None




Slope for A-B

Slope for A-C

Slope for C-A

Slope for C-B

1 B-A 490.792 0.089 0.226 0.142 0.323

1 B-C 740.609 0.114 0.287 - -

1 C-B 737.252 0.286 0.286 - -


Traffic Flows


Default Vehicle

Mix

Vehicle Mix

Varies

Vehicle Mix

Varies

Vehicle Mix

Varies

Vehicle Mix Source

PCU Factor for a

Default Turning

Proportions

Estimate from

entry/exit




Over Time

Over Turn

Over Entry

HV (PCU)

counts Time Turn Entry

� � HV


Entry Flows

General Flows Data


A ONE HOUR � 447.17 100.000

B ONE HOUR � 351.85 100.000

C ONE HOUR � 595.15 100.000

Turning Proportions


To

From

A B C

A 0.000 155.524 291.644

B 86.722 0.000 265.128

C 354.140 241.010 0.000


To

From

A B C

A 0.00 0.35 0.65

B 0.25 0.00 0.75

C 0.60 0.40 0.00

Vehicle Mix


To

From

A B C

A 1.000 1.000 1.000

B 1.000 1.000 1.000

C 1.000 1.000 1.000


To

From

A B C

A 0.000 0.000 0.000

B 0.000 0.000 0.000

C 0.000 0.000 0.000

Results



B-C 0.55 15.22 1.21 C

B-A 0.42 27.80 0.72 D

C-AB 0.45 10.85 0.79 B

C-A - - - -

A-B - - - -

A-C - - - -



Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 199.60 197.75 0.00 624.68 0.320 0.46 8.397 A

B-A 65.29 64.30 0.00 324.30 0.201 0.25 13.794 B

C-AB 181.46 179.90 0.00 641.11 0.283 0.39 7.779 A

C-A 266.60 266.60 0.00 - - - - -

A-B 117.09 117.09 0.00 - - - - -

A-C 219.57 219.57 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 238.34 237.55 0.00 591.50 0.403 0.66 10.147 B

B-A 77.96 77.48 0.00 285.43 0.273 0.37 17.284 C

C-AB 216.73 216.19 0.00 622.55 0.348 0.53 8.845 A

C-A 318.30 318.30 0.00 - - - - -

A-B 139.81 139.81 0.00 - - - - -

A-C 262.18 262.18 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 291.91 289.84 0.00 530.57 0.550 1.18 14.823 B

B-A 95.48 94.16 0.00 225.89 0.423 0.70 27.062 D

C-AB 265.95 264.92 0.00 597.51 0.445 0.79 10.789 B

C-A 389.32 389.32 0.00 - - - - -

A-B 171.24 171.24 0.00 - - - - -

A-C 321.11 321.11 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 291.91 291.79 0.00 527.99 0.553 1.21 15.224 C

B-A 95.48 95.40 0.00 224.68 0.425 0.72 27.801 D

C-AB 265.95 265.92 0.00 597.51 0.445 0.79 10.855 B

C-A 389.32 389.32 0.00 - - - - -

A-B 171.24 171.24 0.00 - - - - -

A-C 321.11 321.11 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 238.34 240.42 0.00 589.04 0.405 0.69 10.386 B

B-A 77.96 79.29 0.00 284.29 0.274 0.39 17.670 C

C-AB 216.73 217.74 0.00 622.55 0.348 0.54 8.916 A

C-A 318.30 318.30 0.00 - - - - -

A-B 139.81 139.81 0.00 - - - - -

A-C 262.18 262.18 0.00 - - - - -


Stream Total Demand



Capacity (PCU/hr)

RFC End Queue

(PCU) Delay

(s) LOS

B-C 199.60 200.46 0.00 623.03 0.320 0.48 8.538 A

B-A 65.29 65.81 0.00 323.33 0.202 0.26 14.009 B

C-AB 181.46 182.03 0.00 641.11 0.283 0.40 7.851 A

C-A 266.60 266.60 0.00 - - - - -

A-B 117.09 117.09 0.00 - - - - -

A-C 219.57 219.57 0.00 - - - - -

Documents

ALDI FOOD STORES POOL ROAD, NEWTOWN TRANSPORT …...Aldi Stores Limited Pool Road, Newtown Transport Assessment 472-01/TA01 5 1.2.12 The framework Travel Plan that accompanies the