PROPOSED DEVELOPMENT
MURDISHAW AVENUE, RUNCORN
TRANSPORT ASSESSMENT
PREPARED ON BEHALF OF:
ALDI STORES LIMITED
10 King Street
Newcastle under Lyme
ST5 1EL
Aldi Stores Limited Murdishaw Avenue Runcorn
Transport Assessment
CONTENTS
EXECUTIVE SUMMARY ................................................................................ 1
INTRODUCTION .................................................................... 3 1.0
THE DEVELOPMENT SITE ................................................... 6 2.0
THE PROPOSED DEVELOPMENT ......................................16 3.0
BASELINE TRAFFIC CONDITIONS .....................................22 4.0
DEVELOPMENT TRIP ATTRACTION, ASSIGNMENT AND 5.0DISTRIBUTION .....................................................................25
BASELINE ASSESSMENTS: OPERATIONAL 6.0PERFORMANCE OF THE LOCAL HIGHWAY NETWORK BASED ON THE EXISTING LAYOUT ..................................41
PROPOSED MITIGATION TO IMPROVE THE 7.0OPERATIONAL PERFORMANCE OF THE LOCAL HIGHWAY NETWORK ..........................................................45
SUMMARY AND CONCLUSIONS ........................................50 8.0
FIGURES
2-1 SITE LOCATION (IN TEXT)
2-2: WALKING CATCHMENT (IN TEXT)
2-3: CYCLING CATCHMENT (IN TEXT)
2-4 EXTRACT OF RUNCORN CYCLE MAP (IN TEXT)
4-1 2015 SURVEY TRAFFIC FLOWS
4-2 2021 BASE TRAFFIC FLOWS
5-1 NEW DEVELOPMENT TRIP DISTRIBUTION
5-2 NEW DEVELOPMENT TRIP ASSIGNMENT – AVERAGE TRIP
RATE
5-3 NEW DEVELOPMENT TRIP ASSIGNMENT – 85TH PERCENTILE
TRIP RATE
5-4 PASS BY DEVELOPMENT TRIP DISTRIBUTION
5-5 PASS BY DEVELOPMENT TRIP ASSIGNMENT – AVERAGE
TRIP RATE
5-6 PASS BY DEVELOPMENT TRIP ASSIGNMENT – 85TH
PERCENTILE TRIP RATE
5-7 DIVERTED DEVELOPMENT TRIP DISTRIBUTION
5-8 DIVERTED DEVELOPMENT TRIP ASSIGNMENT – AVERAGE
TRIP RATE
Aldi Stores Limited Murdishaw Avenue Runcorn
Transport Assessment
5-9 DIVERTED DEVELOPMENT TRIP ASSIGNMENT – 85TH
PERCENTILE TRIP RATE
5-10 TRANSFER DEVELOPMENT TRIP DISTRIBUTION
5-11 TRANSFER DEVELOPMENT TRIP ASSIGNMENT – AVERAGE
TRIP RATE
5-12 TRANSFER DEVELOPMENT TRIP ASSIGNMENT – 85TH
PERCENTILE TRIP RATE
5-13 TOTAL DEVELOPMENT TRIP ASSIGNMENT – AVERAGE TRIP
RATE
5-14 TOTAL DEVELOPMENT TRIP ASSIGNMENT – 85TH
PERCENTILE TRIP RATE
5-15 2021 BASE PLUS DEVELOPMENT TRAFFIC FLOWS –
AVERAGE TRIP RATES
5-16 2021 BASE PLUS DEVELOPMENT TRAFFIC FLOWS – 85TH
PERCENTILE TRIP RATES
TABLES
2-1 BUS SERVICES AND HEADWAYS
4-1 GROWTH FACTORS – RUNCORN (00ET1)
5-1 DISCOUNT FOOD STORE VEHICULAR TRIP RATES PER 100
SQM GFA
5-2 PROPOSED FOOD STORE VEHICULAR TRIP ATTRACTION
5-3 FOODSTORE TRIP TYPES
5-4 VEHICLE TRIP ATTRACTION BY TRIP TYPE – AVERAGE TRIP
RATES
5-5 VEHICLE TRIP ATTRACTION BY TRIP TYPE – 85TH
PERCENTILE TRIP RATES
5-6 PUB/ RESTAURANT TRIP RATES PER 100 SQM GFA
5-7 PUBLIC HOUSE VEHICULAR TRIP ATTRACTION
5-7 PUBLIC HOUSE VEHICLE TRIP ATTRACTION BY TRIP TYPE –
AVERAGE TRIP RATES
5-8 PUBLIC HOUSE VEHICLE TRIP ATTRACTION BY TRIP TYPE –
85TH PERCENTILE TRIP RATES
5-9 NON-FOOD RETAIL TRIP RATES PER 100 SQM GFA
5-10 NON FOOD RETAIL VEHICULAR TRIP ATTRACTION
5-11 NON FOOD RETAIL VEHICLE TRIP ATTRACTION BY TRIP
TYPE – AVERAGE TRIP RATES
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Transport Assessment
5-12 NON-FOOD RETAIL VEHICLE TRIP ATTRACTION BY TRIP
TYPE – 85TH PERCENTILE TRIP RATES
5-13 TOTAL VEHICLE TRIP ATTRACTION BY TRIP TYPE –
AVERAGE TRIP RATES
5-14 TOTAL VEHICLE TRIP ATTRACTION BY TRIP TYPE – 85TH
PERCENTILE TRIP RATES
6-1 MURDISHAW AVENUE/ SALTWOOD DRIVE – PICADY
RESULTS
6-2 MURDISHAW AVENUE/ NORTHWICH ROAD – PICADY
RESULTS
6-3 MURDISHAW AVENUE/ SOUTHERN EXPRESSWAY/ A533
CHESTER ROAD – ARCADY RESULTS
6-4 MURDISHAW AVENUE/ A56 CHESTER ROAD – PICADY
RESULTS
7-1 MURDISHAW AVENUE/ SALTWOOD DRIVE – PICADY
RESULTS
7-2 MURDISHAW AVENUE/ SITE ACCESS – PICADY RESULTS
7-3 MURDISHAW AVENUE/ NORTHWICH ROAD – PICADY
RESULTS
7-4 MURDISHAW AVENUE/ SOUTHERN EXPRESSWAY/ A533
CHESTER ROAD – ARCADY RESULTS
7-5 MURDISHAW AVENUE/ A56 CHESTER ROAD – PICADY
RESULTS
APPENDICES
A SITE LAYOUT
B GENERAL ACCESS ARRANGEMENT AND SWEPT PATH
AUTOTRACK ANALYSIS
C FRAMEWORK TRAVEL PLAN
D TRAFFIC COUNT DATA
E TEMPRO GROWTH FACTORS
F PERSONAL INJURY ACCIDENT DATA
G TRICS DATA
H MURDISHAW AVENUE/ SALTWOOD DRIVE – MODEL
OUTPUTS
I MURDISHAW AVENUE/ NORTHWICH ROAD – MODEL
OUTPUTS
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Transport Assessment
J MURDISHAW AVENUE/ SOUTHERN EXPRESSWAY/ A533
CHESTER ROAD – MODEL OUTPUTS
K MURDISHAW AVENUE/ A56 CHESTER ROAD – MODEL
OUTPUTS
L MURDISHAW AVENUE/ SALTWOOD DRIVE – MODEL
OUTPUTS
M MURDISHAW AVENUE/ SITE ACCESS – MODEL OUTPUTS
N MURDISHAW AVENUE/ NORTHWICH ROAD – MODEL
OUTPUTS
O MURDISHAW AVENUE/ SOUTHERN EXPRESSWAY/ A533
CHESTER ROAD – MODEL OUTPUTS
P MURDISHAW AVENUE/ A56 CHESTER ROAD – MODEL
OUTPUTS
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EXECUTIVE SUMMARY
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 redevelopment of a site off
Murdishaw Avenue, Runcorn.
The proposed development scheme involves the demolition of the Halton
Arms Public House, demolition and relocation of the club house used by
Runcorn Linnets Football Club and the construction of a mixed use
development comprising a foodstore (Use Class A1) for Aldi Stores Limited; a
retail terrace comprising up to three retail units (Use Class A1/A2/A3/D1); a
family pub restaurant (Use Class A4); and associated car parking, access,
landscaping and servicing.
The proposed Aldi foodstore would be single storey with a gross external area
of 1,931 sqm. The proposed public house would have a gross external area
of 567 sqm. The proposed non-food retail units would have a total gross
external area of 409 sqm. This element of the site will be accessed off
Murdishaw Avenue.
The development will also provide 254 car parking spaces (including 13
accessible, 12 parent and child spaces, four staff and nine motorcycle parking
spaces); in addition to 21 cycle parking spaces across the site.
The proposed club house will be accessed off Stockham Lane. There will be
no vehicular through route to retail units and public house. The proposed club
house would be single storey with a gross external area of 381 sqm. The car
parking for the club house and associated facilities will be provided in the form
of an unmarked car park on the former shale pitch. As per the existing
arrangement the car parking will be marshalled on match days. The marshal
will direct all cars onto the former shale pitch in order to maximise capacity.
The development site is located on land to the east of Murdishaw Avenue and
to the north of the A533 Runcorn Expressway, in Runcorn a town within the
Borough of Halton. The site is situated to the north and west of the M56
Motorway.
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The site is bounded to the north by Murdishaw Avenue and residential
properties beyond, Halton Sports Playing Fields to the east and Murdishaw
woods, to the south by the A533 Runcorn Expressway.
The proposed development site is currently occupied by the Halton Arms
public house and car parking associated with the club house used by the
Runcorn Linnets and Halton Baseball and Softball Clubs. Land use in the
immediate vicinity of the site is a mixture of residential and leisure.
The proposed development will provide local residents with a discount food
retail store, enhancing the areas existing food retail choices and reducing the
need to travel for food shopping. The development will also provide a new
family based public house, additional retail units and a replacement modern
club house for local sports clubs. The proposed development is within a
reasonable walking and cycling distance of residential areas.
Frequent bus services are accessible within an acceptable walking distance.
The development proposals will enhance connectivity to the store on foot and
by cycle.
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 proposed store, which describes the strategy
through which initiatives will be adopted in order to encourage the use of
sustainable modes of transport to the site.
The report includes an assessment of the operational performance of the
local highway network, with the addition of development traffic. The
assessments demonstrate that the proposed development would not have a
material impact on the operational performance of the highway network.
The report concludes that there are no overriding reasons preventing the
Local Planning Authority from recognising that the development proposal is
acceptable with regard to the impact on the local highway network.
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INTRODUCTION 1.0
1.1 Background
1.1.1 Cameron Rose Associates, on behalf of Aldi Stores Limited, have been asked
to provide transport planning and highways advice in order to examine the
highway and transportation issues associated with the proposed
development, on land off Murdishaw Avenue, Runcorn.
1.1.2 The proposed development scheme involves the demolition of the Halton
Arms Public House, demolition and relocation of the club house used by the
Runcorn Linnets and Halton Baseball and Softball Clubs and the construction
of a mixed use development comprising a foodstore (Use Class A1) for Aldi
Stores Limited; a retail terrace comprising up to three retail units (Use Class
A1/A2/A3/D1); a family pub restaurant (Use Class A4); and associated car
parking, access, landscaping and servicing.
1.1.3 The proposed Aldi foodstore would be single storey with a gross external area
of 1,931 sqm. The proposed public house would have a gross external area
of 567 sqm. The proposed non-food retail units would have a total gross
external area of 409 sqm. This element of the site will be accessed off
Murdishaw Avenue.
1.1.4 The development will also provide 254 car parking spaces (including 13
accessible, 12 parent and child spaces, four staff and nine motorcycle parking
spaces); in addition to 21 cycle parking spaces across the site.
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1.1.5 The proposed club house will be accessed off Stockham Lane. There will be
no vehicular through route to retail units and public house. The proposed
club house would be single storey with a gross external area of 381 sqm.
The car parking for the club house and associated facilities will be provided in
the form of an unmarked car park on the former shale pitch. As per the
existing arrangement the car parking will be marshalled on match days. The
marshal will direct all cars onto the former shale pitch in order to maximise
capacity. 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
provision to accommodate the future demands associated with the application
proposals.
1.1.6 Details of the proposed 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.
1.1.7 In order to accommodate the proposed development on the local highway
network a package of off-site highway works are proposed, which are detailed
in full within this document.
1.1.8 This Transport Assessment has been prepared to support the planning
application and has been developed in accordance with the now superseded
Department for Transports ‘Guidance on Transport Assessments’ (2007) and
gives due regard to the National Planning Practice Guidance ‘Transport
Evidence in Plan Making’ document.
1.1.9 This report concludes that with the proposed mitigation measures in place,
the development scheme 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.
1.2 Structure
1.2.1 The structure of the report herein is set out as follows:
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• 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 operational performance of the local
highway network for a future assessment year, with and without the
development in operations;
• Section 7.0 considers the operational performance of the local
highway network with the package of off-site highway works proposed;
and
• Section 8.0 provides a summary and conclusion to the report derived
from the analysis presented in the above chapters.
1.2.2 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
2.1.1 The development site is located on land to the east of Murdishaw Avenue and
to the north of the A533 Runcorn Expressway, in Runcorn a town within the
Borough of Halton. The site is situated to the north and west of the M56
Motorway.
2.1.2 The site is bounded to the north by Murdishaw Avenue and residential
properties beyond, Halton Sports Playing Fields to the east and Murdishaw
woods, to the south by the A533 Runcorn Expressway.
2.1.3 The proposed development site is currently occupied by the Halton Arms
public house and car parking associated with the club house used by the
Runcorn Linnets and Halton Baseball and Softball Club. Land use in the
immediate vicinity of the site is a mixture of residential and leisure.
2.1.4 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
2.1.5 The site is currently accessed by all modes via a priority controlled junction off
the Murdishaw Avenue, approximately 180 metres north of the junction with
the A533 Southern Expressway.
2.2 Local Highway Network
2.2.1 The Transport Assessment considers the following junctions.
• Murdishaw Avenue/ Saltwood Drive – three arm priority controlled
junction;
• Murdishaw Avenue/ Site Access – three arm priority controlled
junction;
• Murdishaw Avenue/ Northwich Road – three arm priority controlled
junction;
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• Murdishaw Avenue/ Southern Expressway/ A533 Chester Road –
three arm roundabout junction; and
• Murdishaw Avenue/ A56 Chester Road – three arm priority controlled
junction.
2.2.2 Murdishaw Avenue is a single carriageway road subject to a 30 mph speed
limit. On the approach to the junction with the A533 Southern Expressway,
Murdishaw Avenue flares to a two lane approach. Footways are present on
the eastern side of the carriage with a grass verge separating them from the
carriageway. On the western side of the carriageway a grass verge is
present between the junction with the A533 Southern Expressway and
Saltwood Drive. To the north of Saltwood Drive a footway is present.
2.2.3 Traffic calming in the form of speed cushions is present along the length of
Murdishaw Avenue. There are no existing formal pedestrian crossing
facilities.
2.2.4 Northwich Road and Saltwood Drive are single carriageway roads subject to
a 20 mph speed limit. Both form priority controlled T-junctions with
Murdishaw Avenue.
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:
• walking and cycling network; and
• public transport network.
Walking
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:
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… 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’.
2.3.3 The document goes on to advise that some 80% of walking journeys in urban
areas are less than 1.6 kilometres (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.
2.3.4 Figure 2-2 indicates a two kilometre walking catchment from the development
site. The catchment encompasses a large residential area including
Murdishaw, Brookvale and Palace Fields. This will make journeys on foot
between local residential areas and the site a viable option. The proximity of
these areas to the site also make commuter based walking trips to and from
the site a realistic option.
Figure 2-2: Walking Catchment
2.3.5 The walking catchment also encompasses a number of bus stops and
Runcorn East train station.
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2.3.6 Footways are present on the eastern side of Murdishaw Avenue with a grass
verge separating them from the carriageway. On the western side of
Murdishaw Avenue a grass verge is present between the junction with the
A533 Southern Expressway and Saltwood Drive.
2.3.7 In general, all footways within the vicinity of the site are of good quality and
are of acceptable width, with dropped kerbs provided at crossing points. A
suitable level of street lighting is present throughout the area. Generally, the
pedestrian facilities encourage movement on foot within the vicinity of the
development site and provide adequate links to the nearest rail station
(Runcorn East) and the Brookvale bus stops, thus encouraging sustainable
travel to the proposed site.
2.4 Cycling
2.4.1 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.’
2.4.2 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.
2.4.3 Figure 2-3 illustrates a five kilometre cycle catchment, which equates to
around a 25 minute journey, travelling at a leisurely cycle speed of 12
kilometres per hour. The catchment illustrates that the majority of Runcorn
and parts of Frodsham are accessible.
2.4.4 This catchment indicates that cycling could be seen as a viable form of
commutable transport for those working on-site and living in the surrounding
residential areas. Thus the location of the proposed development would
provide the opportunity for employees and visitors/ customers to access the
site by bicycle.
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Figure 2-3: Cycling Catchment
2.4.5 An extract of the Runcorn cycle map is illustrated in Figure 2-4. The plan
illustrates cycle facilities/ routes present in the vicinity of the development site.
This includes National Cycle Network Route 562 to the south of the
development site, a route which connects Southport with Aston to the south of
Runcorn via Burscough, Wigan, St Helens and Widnes.
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Figure 2-4: Extract of Runcorn Cycle Map
Public Transport
Bus Services
2.4.6 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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2.4.7 Bus stops are located within a 400 metre walking distance on Murdishaw
Avenue; however these stops are served by a limited service C76. The
Brookvale and Halton High bus stops, which are located approximately 500
metres from the development site, offer a more frequent bus service.
2.4.8 The Brookvale and Halton High bus stops are located on the segregated
busway transit system serving all parts of the town. The busway comprises
an exclusive bus track, in the form of a ‘figure-eight’, which serves residential
and industrial areas of the town and ‘crosses’ at the town centre. The
alignment of the route and the location of stops were designed so that 90% of
the working population were within a 500 metres of the nearest bus stop.
2.4.9 There are a considerable number of bus routes serving the development site
via these stops. These routes provide a good service to destinations
including Runcorn, Warrington, Widnes, Stockton and Liverpool. The routes
and frequencies of the bus services operating in close proximity of the site are
summarised in Table 2-1.
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Table 2-1: Bus Services and Headways
Service Destination Bus Headways (minutes)
Mon – Fri Saturday Sunday
1 Runcorn Busway Circular clockwise, anti-clockwise
5 10 12
14A
Murdishaw – Runcorn – Widnes – Liverpool via Runcorn
Shopping Centre, Hough Green, Childwall, Wavertree
15 15 30
61/ 61A Widnes Prescott – Huyton –
Liverpool via Farnworth, Rainhill, Whiston, Wavertree
15 15 60
62
Warrington – Murdishaw – Runcorn – Widnes via Stockton
Heath, Runcorn Shopping Centre, Runcorn High St Bus
Station
30 30 60
62A
Warrington – Sci-Tech – Murdishaw – Runcorn –
Widnes via Stockton Heath, Sandymoor, Runcorn Shopping
Centre
30 30 60
66
One Service: Mondays - Moore - Widnes via Windmill Hill Avenue - Marina Village - Halton Hospital -
Runcorn Shopping Centre - Halton Village and Runcorn High Street
Tuesdays - Windmill Hill - Runcorn Shopping Centre - Moore - Northwich
Fridays - Moore - Stockton Heath - Warrington
- -
79C Murdishaw - Runcorn - Widnes -
Hough Green - Belle Vale - Liverpool
15 15 30
110 Murdishaw - Runcorn - Widnes -
Penketh - Warrington 20 20 30
200
Runcorn Station - Murdishaw - o2 - Daresbury Park - Sci-Tech
Daresbury - Manor Park - Runcorn East
30 - -
X1 Windmill Hill - Runcorn East -
Murdishaw - Runcorn Shopping Centre - Liverpool
30 30 1
Rail Services
2.4.10 The nearest railway station to the development site is Runcorn East Station,
which is located approximately 1.5 kilometres north of the development site.
Runcorn East railway station serves the eastern suburbs of Runcorn in
Cheshire and offers trains to Warrington and Manchester and to Chester and
North Wales.
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2.4.11 The Institute of Highways and Transportation ‘Planning for Public Transport in
Developments’ (1999) recommends that the maximum walking distance to a
railway station is 800 metres. Although outside of the recommended walking
distance, it is considered that the railway station would be an acceptable
mode of travel for employees at the proposed store.
2.4.12 Runcorn East is served by the hourly Arriva Trains Wales service to
Manchester Piccadilly via Warrington Bank Quay. In the other direction
services run to Chester, with most trains continuing along the North Wales
Coast Line to Llandudno.
2.4.13 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.
2.5 Summary
2.5.1 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
3.1.1 The proposed development scheme involves the demolition of the Halton
Arms Public House, demolition and relocation of the club house and the
construction of a mixed use development comprising a foodstore (Use Class
A1) for Aldi Stores Limited; a retail terrace comprising up to three retail units
(Use Class A1/A2/A3/D1); a family pub restaurant with managers
accommodation (Use Class A4); and associated car parking, access,
landscaping and servicing.
3.1.2 The proposed development scheme involves the demolition of the Halton
Arms Public House, demolition and relocation of the club house used by the
Runcorn Linnets and Halton Baseball and Softball Clubs and the construction
of a mixed use development comprising a foodstore (Use Class A1) for Aldi
Stores Limited; a retail terrace comprising up to three retail units (Use Class
A1/A2/A3/D1); a family pub restaurant (Use Class A4); and associated car
parking, access, landscaping and servicing.
3.1.3 The proposed Aldi foodstore would be single storey with a gross external area
of 1,931 sqm. The proposed public house would have a gross external area
of 567 sqm to ground floor, with additional amenity and managers
accommodation at first floor. The proposed non-food retail units would have
a total gross external area of 409 sqm. This element of the site will be
accessed off Murdishaw Avenue.
3.1.4 The development will also provide 254 car parking spaces (including 13
accessible, 12 parent and child spaces, four staff and nine motorcycle parking
spaces); in addition to 21 cycle parking spaces across the site.
3.1.5 The proposed site layout for the development is attached in Appendix A.
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3.2 Proposed Means of Access
Vehicular Access
3.2.1 In terms of vehicular access to the development site, an existing priority
access is located off the eastern side of Murdishaw Avenue midway along the
site frontage. It is proposed that this access will be upgraded to provide
access to the site via a priority controlled T-junction with ghost island right
turn facility.
3.2.2 Access to the proposed club house will be via Stockham Lane.
Pedestrian Accessibility
3.2.3 Numerous pedestrian access points are proposed into the site from both
Murdishaw Avenue and Stockham Lane. These include access from
Murdishaw Avenue at a location adjacent to Saltwood Drive, to the north of
the proposed public house and adjacent to Northwich Road.
3.2.4 No vehicular through route is proposed between the retail/ leisure
development and the proposed club house. Pedestrian access will be
provided at several locations (three in total) as illustrated in the site layout
enclosed in Appendix A.
3.2.5 It is proposed that a pedestrian crossing point in the form of a raised
staggered zebra crossing should be provided on Murdishaw Avenue to the
south of the proposed site access and a pedestrian refuge on Murdishaw
Avenue to the south of Saltwood Drive.
Off Site Highway Works
3.2.6 In order to accommodate the proposed development on the local highway
network a package of off-site highway works are proposed. These include:
• widening of Murdishaw Avenue from its junction with Saltwood Drive
to its junction with the A533 Southern Expressway, to provide two
running lanes;
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• alteration to the junction radii on the exit to Murdishaw Avenue at the
junction of the A533 Southern Expressway/ Murdishaw Avenue
roundabout. The purpose of which is to reduce speeds of vehicles
exiting the roundabout onto Murdishaw Avenue;
• provision of a raised staggered zebra crossing on Murdishaw Avenue
to the south of Northwich Road; and
• provision of pedestrian refuge on Murdishaw Avenue to the south of
Saltwood Drive.
3.2.7 The proposed site access arrangement and off-site highway works are
illustrated in drawing numbers 235-01/GA-01 Rev B, 235-01/GA-02 Rev B
and 235-01/GA-03 contained in Appendix B.
3.3 Accessibility Appraisal
3.3.1 As discussed earlier in the report, the proposal site offers a good level of
accessibility by sustainable modes of transport, namely by walking, cycling,
and public transport; for instance:
• The proposed development would provide a retail opportunity within a
reasonable walking and cycling distance of existing residential areas,
reducing the need for these residents to travel further for their food
shopping needs;
• Frequent bus services are accessible within an acceptable walking
distance. The use of public transport will be promoted through the
travel plan to employees at the site;
• The proposed scheme would incorporate facilities to encourage
sustainable trip movements, including the provision of pedestrian
crossing facilities, on site cycle parking and changing and locker
facilities for staff.
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3.4 Parking
3.4.1 The proposed Aldi foodstore will include 152 car parking spaces (including
eight accessible, seven parent and child spaces and four staff parking
spaces); in addition to three motorcycle parking spaces and 12 cycle parking
spaces.
3.4.2 The proposed public house and three non-food retail units will include 102 car
parking spaces (including five accessible and five parent and child spaces); in
addition to six motorcycle parking spaces and nine cycle parking spaces.
3.4.3 Halton Borough Council’s parking standards, as set out in the UDP and state
that a minimum of 10% of total capacity should be allocated as accessible
spaces i.e. 25 spaces based on 254 car parking spaces. No less than half of
these spaces shall be signed as being for the exclusive use of disabled
people i.e. it is proposed to allocate 13 of the 25 accessible spaces for
disabled use.
3.5 Cycle Parking
3.5.1 Based upon the standards contained within the UDP, cycle parking provision
should be provided at a level of:
• A1 Shop - Food Retail - one space per 180 sqm Gross Floor Area;
• A3/ A4 Food & Drink –Pub/ Restaurant – one space per 50 sqm
public floor space; and
• A1 Shop – Non-Food Retail – one space per 200 sqm Gross Floor
Area.
This equates to a minimum cycle parking provision of 20 cycle parking
spaces.
3.5.2 Cycle parking for up to 21 bicycles will be provided at the development. The
level of 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.
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3.5.3 The location of cycle parking is illustrated in the site layout plan contained in
Appendix A. The cycle parking benefits from being under the building
canopy. The location of the cycle parking also benefits from natural
surveillance. In the case of the cycle parking located at the proposed Aldi
foodstore the cycle parking benefits from its location alongside a glazed
section of the proposed store. This is therefore an ideal location for
employee/ customer cycle parking.
3.6 Servicing
3.6.1 The servicing arrangement of each of the proposed uses is detailed below:
Aldi Servicing
3.6.2 As is common practice in Aldi foodstores, service vehicles would use the
main access off Murdishaw Avenue.
3.6.3 Approximately four 16.5 metre articulated service vehicles would access the
site per day, in association with the proposed discount foodstore. In addition
to a daily milk delivery and bin collection via rigid vehicle.
3.6.4 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 235-01/ATR-01
attached in Appendix B.
Public House
3.6.5 The deliveries would be scheduled to arrive at quiet trading periods. Food
deliveries to the site would be made three times per week on Mondays,
Wednesdays and Fridays or Tuesdays, Thursdays and Saturdays. Deliveries
are made by transit sized vehicles.
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3.6.6 Drink deliveries are made once a week by 16.5 metre articulated brewers
dray. General waste would be collected twice per week, with glass collection
once a week. Dry mixed recycling would be collected twice a week. General
supplies would be dealt with every fortnight by rigid HGV. In addition, there
would be infrequent deliveries by vans and transit van sized vehicles for ad
hoc deliveries of goods that are sold within the pub/ restaurant.
3.6.7 Goods vehicles are typically parked for between 15 minutes to one hour. The
duration of stay depends upon the range and quantity of products to be
delivered.
3.6.8 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 235-01/ATR-02
attached in Appendix B.
Non-Food Retail Unit
3.6.9 Service vehicles would use the main access off Murdishaw Avenue. The
goods are expected to be delivered by articulated lorry, between 13.5 metre
to 16.5 metre in length. This is typically parked for between 15 minutes to
one hour. The duration of stay depends upon the range and quantity of
products to be delivered.
3.6.10 A track plot analysis of a 12 metre ridged 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 235-01/ATR-03 attached in Appendix B.
Club House
3.6.11 The deliveries associated with the club house will be infrequent and are
expected to be car or van by club house members, when needed.
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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 includes the following junctions surrounding the site:
• Murdishaw Avenue/ Saltwood Drive – three arm priority controlled
junction;
• Murdishaw Avenue/ Site Access – three arm priority controlled
junction;
• Murdishaw Avenue/ Northwich Road – three arm priority controlled
junction;
• Murdishaw Avenue/ Southern Expressway/ A533 Chester Road –
three arm roundabout junction; and
• Murdishaw Avenue/ A56 Chester Road – three arm priority controlled
junction.
4.1.3 The following sections therefore present the methodology adopted to
establish baseline conditions within the study area.
4.2 Baseline Traffic Flows
4.2.1 Peak hour traffic flows have been derived from independent manual turning
counts undertaken by PCC Traffic on Friday 24 and Saturday 25 April 2015 at
the junctions detailed above.
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4.2.2 Surveys were undertaken for a Weekday AM (0730 – 0930), Weekday PM
(1500 – 1830) and Saturday (1030 – 1400) peak periods. Analysis of the
data has determined that the peak hours are 0745 – 0845 during the
Weekday AM peak, 1645 – 1745 during the Weekday PM peak and 1245 –
1345 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.
4.3 Assessment Years
4.3.1 The base traffic has been growthed for assessment to a design year five
years after application registration, 2021.
4.3.2 The TEMPRO database has been interrogated to obtain growth factors for
Runcorn (00ET1) – Urban All, using the default planning assumptions.
TEMPRO outputs are contained in Appendix E. The resulting growth factors
for the AM, PM and Saturday peak periods are shown in Table 4-1.
Table 4-1: Growth Factors – Runcorn (00ET1)
Growth Period
AM Peak Hour
PM Peak Hour
Saturday Peak Hour
2015– 2021 1.1032 1.1054 1.1073
4.3.3 The growth factors presented above, have been applied to the surveyed
traffic flows. The resulting 2021 (design year) baseline traffic flows are
illustrated in Figure 4-2.
4.4 Personal Injury Accident Data
4.4.1 Personal Injury Accident data has been obtained from Halton Borough
Council for the proposed study area for the most recent three year period for
which data is complete (from the time of ordering). A copy of the data is
included in Appendix F.
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4.4.2 Seven personal injury accidents were recorded within the study area during
this period, all of which were recorded as slight in severity. Six accidents
were recorded at or on the approach to the junction of Murdishaw Avenue/
Southern Expressway/ A533 Chester Road. Three of the accidents at this
location involved motorcycles/ scooters. All other accidents involved vehicle
accidents. Four accidents were attributed to loss of control due to slippery
road conditions or speed. One was attributed to an inexperienced rider and
one to a junction overshoot.
4.4.3 One accident was recorded on Murdishaw Avenue, between the junction with
Barnfield Avenue and Stockham Lane. The accident was recorded as slight
in severity and resulted from a rear shunt between vehicles.
4.4.4 No accidents were recorded in the vicinity of the site access or along the
boundary of the proposed development.
4.4.5 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 Development Trip Attraction
5.1.1 The trip attraction of each of the proposed land uses will be examined in turn
in the following section. The trip generation associated with the proposed
club house is expected to be in line with the base traffic flows during the peak
periods assessed; therefore no further analysis has been undertaken in
subsequent sections.
5.1.2 An estimate of the vehicular trip attraction of the proposed use of the site has
been based on trip rates derived from the TRICS database for the local
highway networks Weekday AM, PM peak and Saturday peak hours.
5.1.3 Travel demand associated with the proposed uses has been estimated based
on gross floor area (GFA) using trip rates derived from the TRICS database.
5.1.4 The DfT’s ‘Guidance for Transport Assessments’ provides the following
guidance regarding the use of TRICS for establishing trip rates to be used in
Transport Assessments:
“If sites with comparable accessibility as well as scale and location cannot be
found when using a standard database system, 85th percentile trip generation
rates should be considered as a starting point for assessment of the baseline
trip generation. The reasons for this are:
i) Since the level of public transport and non-car mode travel for sites within
such trip database is often unknown, a true like for like comparison is unlikely
to be achieved; and
ii) It is considered that the use of average trip rates with deductions for
sustainability measures could result in overly optimistic trip rates for the
proposed development.
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5.1.5 In cases where the degree of comparability of source data sites to the
development proposals is difficult to determine, it may be appropriate (in
consultation with the appropriate highway authorities) to undertake a
sensitivity analysis using both 85th percentile and average (50th percentile)
trip rates to inform the process of the differences between these two
assumptions.”
5.1.6 Given the accessible location of the site and the good range of data available
within the TRICS database for the proposed land use, it is considered unlikely
that such 85th percentile rates would occur in practice. Notwithstanding this,
in order to ensure a robust assessment, 85th percentile trip attraction rates
have also been included in this assessment, as a sensitivity test.
Proposed Aldi Food Store Vehicle Trip Attraction
5.1.7 The trip rates presented below consider the traffic generation of the proposed
development before the effects of pass-by, diverted, transferred or linked trips
are taken into consideration.
5.1.8 The development trip rates have been based on the trip rate profiles of
discount food stores of similar sizes and locations to that of the proposed
development.
5.1.9 The average and 85th percentile trip rates are summarised below in Table 5-
1, the full calculation and output from TRICS is attached in Appendix G.
Table 5-1: Discount Food Store Vehicular 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 (1300 – 1400)
6.642 6.983 13.625
85th %tile
AM Peak (0800 – 0900)
1.548 0.923 2.4706
PM Peak (1700 – 1800)
4.200 5.195 9.395
Saturday Peak (1300 – 1400)
6.829 7.858 14.687
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5.1.10 The quantum of traffic attracted by the 1,931 sqm Aldi foodstore, based on
these trip rates, is summarised in Table 5-2.
Table 5-2: Proposed Food Store Vehicular Trip Attraction
Trip Rate Peak Period Arrivals Departures Two-Way
Average
AM Peak (0800 – 0900)
21 12 32
PM Peak (1700 – 1800)
61 72 133
Saturday Peak (1300 – 1400)
128 135 263
85th %tile
AM Peak (0800 – 0900)
30 18 48
PM Peak (1700 – 1800)
81 100 181
Saturday Peak (1300 – 1400)
132 152 284
5.1.11 The trip attraction of the proposed food store is anticipated to be 32 two-way
trips in the Weekday AM peak hour, 133 two-way trips in the Weekday PM
peak hour and 263 two-way trips in the Saturday peak hour (average trip
rates). The 85th percentile trip rates have also been used in the assessment
as a sensitivity test only.
Trip Types
5.1.12 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.
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• 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.
5.1.13 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.
5.1.14 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.
5.1.15 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 foodstore 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;
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• TRICS research paper 14-1 also states that as a store’s proximity to a
town centre increase, the potential percentage of pass-by trips also
increase; 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.
5.1.16 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.
5.1.17 Best practice research presented within TRICS Report 95/2 suggests the
following peak hour proportions of retail trip types.
Table 5-3: Foodstore 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%
5.1.18 It has been assumed that 20% of the vehicular total trips attracted to the
proposed discount foodstore will be new trips on the network, i.e. trips that do
not appear anywhere on the road network prior to the opening of the
development. The remaining 80% of total trips will be non-primary trips
comprising pass-by, diverted and transferred trips from other retail units in the
local area.
5.1.19 It is worth noting that discounting the total vehicular trips to the development,
to account for non-primary trips, is not simply a case of deducting 80%, but
rather redistributing the non-primary trips according to their likely origins and
destinations, prior to the opening of the proposed food store.
5.1.20 For the purpose of this assessment it has been assumed that:
• 20% of journeys will be new to the network;
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• 15% of journeys will be pass-by trips that are already on Murdishaw
Avenue;
• 40% of journeys will be diverted trips from the A533; and
• 25% of journeys will be existing trips to other supermarkets which will
transfer to the new facility.
5.1.21 The resulting trip attraction for each trip type are summarised in Table 5-4
and Table 5-5.
Table 5-4: Vehicle Trip Attraction by Trip Type – Average Trip Rates
Peak Trip Type Proportion Trip Attraction
Arrivals Departures Two-Way
AM Peak (0800 – 0900)
New 20% 4 2 6
Pass-by 15% 3 2 5
Diverted 40% 8 5 13 Transferred 25% 5 3 8
Total 100% 21 12 32
PM Peak (1700 – 1800)
New 20% 12 14 27
Pass-by 15% 9 11 20
Diverted 40% 24 29 53 Transferred 25% 15 18 33
Total 100% 61 72 133
Saturday Peak (1300 – 1400)
New 20% 26 27 53
Pass-by 15% 19 20 39
Diverted 40% 51 54 105 Transferred 25% 32 34 66
Total 100% 128 135 263
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Table 5-5: Vehicle Trip Attraction by Trip Type – 85th Percentile Trip
Rates
Peak Trip Type Proportion Trip Attraction
Arrivals Departures Two-Way
AM Peak (0800 – 0900)
New 20% 6 4 10
Pass-by 15% 4 3 7
Diverted 40% 12 7 19 Transferred 25% 7 4 12
Total 100% 30 18 48
PM Peak (1700 – 1800)
New 20% 16 20 36
Pass-by 15% 12 15 27
Diverted 40% 32 40 73 Transferred 25% 20 25 45
Total 100% 81 100 181
Saturday Peak (1300 – 1400)
New 20% 26 30 57
Pass-by 15% 20 23 43
Diverted 40% 53 61 113 Transferred 25% 33 38 71
Total 100% 132 152 284
Proposed Public House Vehicle Trip Attraction
5.1.22 The trip rates presented below consider the traffic generation of the proposed
development before the effects of pass-by, diverted, transferred or linked trips
are taken into consideration.
5.1.23 The development trip rates have been based on the trip rate profiles of Pub/
Restaurants of similar sizes and locations to that of the proposed
development.
5.1.24 The average and 85th percentile trip rates are summarised below in Table 5-
6, the full calculation and output from TRICS is attached in Appendix G.
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Table 5-6: Pub/ Restaurant Trip Rates per 100 sqm GFA
Trip Rate Peak Period Arrivals Departures Two-Way
Average
AM Peak (0800 – 0900)
0.000 0.000 0.000
PM Peak (1700 – 1800)
2.844 2.095 4.939
Saturday Peak (1300 – 1400)
3.148 2.719 5.867
85th %tile
AM Peak (0800 – 0900)
0.000 0.000 0.000
PM Peak (1700 – 1800)
3.316 3.850 7.166
Saturday Peak (1300 – 1400)
5.209 4.228 9.438
5.1.25 The quantum of traffic attracted by the 567 sqm public house, based on these
trip rates, is summarised in Table 5-7.
Table 5-7: Public House Vehicular Trip Attraction
Trip Rate Peak Period Arrivals Departures Two-Way
Average
AM Peak (0800 – 0900)
0 0 0
PM Peak (1700 – 1800)
16 12 28
Saturday Peak (1300 – 1400)
18 15 33
85th %tile
AM Peak (0800 – 0900)
0 0 0
PM Peak (1700 – 1800)
19 22 41
Saturday Peak (1300 – 1400)
30 24 54
5.1.26 The trip attraction of the proposed public house is anticipated to be zero two-
way trips in the Weekday AM peak hour, 28 two-way trips in the Weekday PM
peak hour and 33 two-way trips in the Saturday peak hour (average trip
rates). The 85th percentile trip rates have also been used in the assessment
as a sensitivity test only.
Trip Types
5.2 For the purpose of this assessment it has been assumed that:
• 65% of journeys will be new to the network;
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• 15% of journeys will be linked to other land uses on site; and
• 20% of journeys will be pass-by trips that are already on Murdishaw
Avenue.
5.1.1 The resulting trip attraction for each trip type are summarised in Table 5-7
and Table 5-9.
Table 5-7: Public House Vehicle Trip Attraction by Trip Type – Average
Trip Rates
Peak Trip Type Proportion Trip Attraction
Arrivals Departures Two-Way
AM Peak (0800 – 0900)
New 65% 0 0 0 Linked 15% 0 0 0
Pass-by 20% 0 0 0
Total 100% 0 0 0
PM Peak (1700 – 1800)
New 65% 10 8 18 Linked 15% 2 2 4
Pass-by 20% 3 2 6
Total 100% 16 12 28
Saturday Peak (1300 – 1400)
New 65% 12 10 22 Linked 15% 3 2 5
Pass-by 20% 4 3 7
Total 100% 18 15 33
Table 5-8: Public House Vehicle Trip Attraction by Trip Type – 85th
Percentile Trip Rates
Peak Trip Type Proportion Trip Attraction
Arrivals Departures Two-Way
AM Peak (0800 – 0900)
New 65% 0 0 0 Linked 15% 0 0 0
Pass-by 20% 0 0 0
Total 100% 0 0 0
PM Peak (1700 – 1800)
New 65% 12 14 26 Linked 15% 3 3 6
Pass-by 20% 4 4 8
Total 100% 19 22 41
Saturday Peak (1300 – 1400)
New 65% 19 16 35 Linked 15% 4 4 8
Pass-by 20% 6 5 11
Total 100% 30 24 54
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Proposed Non-Food Retail Vehicle Trip Attraction
5.1.2 The trip rates presented below consider the traffic attraction of the proposed
development before the effects of pass-by, diverted, transferred or linked trips
are taken into consideration.
5.1.3 The development trip rates have been based on the trip rate profiles of Retail
– Other Individual Non-Food Superstore.
5.1.4 The average and 85th percentile trip rates are summarised below in Table 5-
9, the full calculation and output from TRICS is attached in Appendix G.
Table 5-9: Non-Food Retail Trip Rates per 100 sqm GFA
Trip Rate Peak Period Arrivals Departures Two-Way
Average
AM Peak (0800 – 0900)
1.000 0.000 1.000
PM Peak (1700 – 1800)
1.732 2.265 3.997
Saturday Peak (1300 – 1400)
5.428 5.405 10.833
85th %tile
AM Peak (0800 – 0900)
0.345 0.000 0.345
PM Peak (1700 – 1800)
2.806 3.553 6.359
Saturday Peak (1300 – 1400)
6.999 6.523 13.521
5.1.5 The quantum of traffic attracted by the 409 sqm retail units, based on these
trip rates, is summarised in Table 5-10.
Table 5-10: Non Food Retail Vehicular Trip Attraction
Trip Rate Peak Period Arrivals Departures Two-Way
Average
AM Peak (0800 – 0900)
4 0 4
PM Peak (1700 – 1800)
7 9 16
Saturday Peak (1300 – 1400)
22 22 44
85th %tile
AM Peak (0800 – 0900)
1 0 1
PM Peak (1700 – 1800)
11 15 26
Saturday Peak (1300 – 1400)
29 27 55
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5.1.6 The trip attraction of the proposed non-food retail units is anticipated to be
four two-way trips in the Weekday AM peak hour, 16 two-way trips in the
Weekday PM peak hour and 44 two-way trips in the Saturday peak hour
(average trip rates). The 85th percentile trip rates have also been used in the
assessment as a sensitivity test only.
Trip Types
5.1.7 For the purpose of this assessment it has been assumed that:
• 20% of journeys will be new to the network;
• 10% of journeys will be linked to other land uses on site;
• 15% of journeys will be pass-by trips that are already on Murdishaw
Avenue;
• 30% of journeys will be diverted trips from the A533; and
• 25% of journeys will be existing trips to other retail units which will
transfer to the new facility.
5.1.8 The resulting trip attraction for each trip type are summarised in Table 5-11
and Table 5-12.
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Table 5-11: Non Food Retail Vehicle Trip Attraction by Trip Type –
Average Trip Rates
Peak Trip Type Proportion Trip Attraction
Arrivals Departures Two-Way
AM Peak (0800 – 0900)
New 20% 1 0 1 Linked 10% 0 0 0
Pass-by 15% 1 0 1
Diverted 30% 1 0 1 Transferred 25% 1 0 1
Total 100% 4 0 4
PM Peak (1700 – 1800)
New 20% 1 2 3 Linked 10% 1 1 2
Pass-by 15% 1 1 2
Diverted 30% 2 3 5 Transferred 25% 2 2 4
Total 100% 7 9 16
Saturday Peak (1300 – 1400)
New 20% 4 4 9 Linked 10% 2 2 4
Pass-by 15% 3 3 7
Diverted 30% 7 7 13 Transferred 25% 6 6 11
Total 100% 22 22 44
Table 5-12: Non-Food Retail Vehicle Trip Attraction by Trip Type – 85th
Percentile Trip Rates
Peak Trip Type Proportion Trip Attraction
Arrivals Departures Two-Way
AM Peak (0800 – 0900)
New 20% 0 0 0 Linked 10% 0 0 0
Pass-by 15% 0 0 0
Diverted 30% 0 0 0 Transferred 25% 0 0 0
Total 100% 1 0 1
PM Peak (1700 – 1800)
New 20% 2 3 5 Linked 10% 1 1 3
Pass-by 15% 2 2 4
Diverted 30% 3 4 8 Transferred 25% 3 4 7
Total 100% 11 15 26
Saturday Peak (1300 – 1400)
New 20% 6 5 11 Linked 10% 3 3 6
Pass-by 15% 4 4 8
Diverted 30% 9 8 17 Transferred 25% 7 7 14
Total 100% 29 27 55
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Total Vehicle Trip Attraction
5.1.9 The total trip attraction of the site for each trip type are summarised in Table
5-13 and Table 5-14.
Table 5-13 Total Vehicle Trip Attraction by Trip Type – Average Trip
Rates
Peak Trip Type Trip Attraction
Arrivals Departures Two-Way
AM Peak (0800 – 0900)
New 5 2 7 Linked 0 0 0
Pass-by 4 2 5
Diverted 9 5 14 Transferred 6 3 9
Total 25 12 36
PM Peak (1700 – 1800)
New 24 24 48 Linked 3 3 6
Pass-by 13 15 28
Diverted 27 32 58 Transferred 17 20 37
Total 84 93 177
Saturday Peak (1300 – 1400)
New 42 41 83 Linked 5 5 9
Pass-by 26 27 53
Diverted 58 61 119 Transferred 38 39 77
Total 168 172 341
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Table 5-14: Total Vehicle Trip Attraction by Trip Type – 85th Percentile
Trip Rates
Peak Trip Type Trip Attraction
Arrivals Departures Two-Way
AM Peak (0800 – 0900)
New 6 4 10 Linked 0 0 0
Pass-by 5 3 7
Diverted 12 7 20 Transferred 8 4 12
Total 31 18 49
PM Peak (1700 – 1800)
New 31 37 68 Linked 4 5 9
Pass-by 18 22 39
Diverted 36 44 80 Transferred 23 29 52
Total 111 137 248
Saturday Peak (1300 – 1400)
New 51 51 103 Linked 7 6 14
Pass-by 30 32 62
Diverted 61 69 130 Transferred 40 45 85
Total 190 202 392
5.2 Trip Distribution and Assignment
5.2.1 As detailed above, the trips attracted to the development are split into New,
Linked, Pass-by, Diverted and Transferred Trips. The distribution associated
with each trip type is detailed below.
New Retail Trips Distribution
5.2.2 To reflect the above assumption the distribution of new trips on the local
highway network has been based on existing turning proportions based on
the 2015 survey flows.
5.2.3 The distribution of New trips is shown in Figure 5-1. The assignment of the
proposed development traffic in these proportions is illustrated in Figure 5-2
for the average and Figure 5-3 for the 85th percentile trip rate.
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Pass by Retail Trip Distribution
5.2.4 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
Murdishaw Avenue. 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 has been 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.
5.2.5 The distribution of Pass-by trips is shown in Figure 5-4. The assignment of
the proposed development traffic in these proportions is illustrated in Figure
5-5 for the average and Figure 5-6 for the 85th percentile trip rate.
Diverted Retail Trip Distribution
5.2.6 It is likely that an element of car borne trips to the proposed development, in
the network peak hours, will be diverted trips from other routes. Given the
location of the development in close proximity to the A533, it is likely that an
element of car borne trips to the food store will be diverted from these routes.
5.2.7 The distribution of diverted trips on the A533 will be based on existing turning
proportions.
5.2.8 The distribution of Diverted trips is shown in Figure 5-7. The assignment of
the proposed development traffic in these proportions is illustrated in Figure
5-8 for the average and Figure 5-9 for the 85th percentile trip rate.
Transferred Retail Trip Distribution
5.2.9 As with the distribution of new trips, transferred trips have been distributed on
the local highway network based on existing turning proportions, taking
account of the location of other food stores greater than 1,000 sqm.
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5.2.10 For robustness, all trips are assumed to be entirely new to the study area and
therefore no discounting has been applied to account for trips previously
made to these supermarkets.
5.2.11 The distribution of Transferred trips is shown in Figure 5-10. The assignment
of the proposed development traffic in these proportions is illustrated in
Figure 5-11 for the average and Figure 5-12 for the 85th percentile trip rate.
Summary
5.2.12 The assignment of the total proposed development traffic on the local
highway network is illustrated in Figure 5-13 for the Average trip rates and
Figure 5-14 for the 85th percentile trip rates.
5.2.13 The 2021 Base plus Development traffic flows are illustrated in Figure 5-15
for the average trip rates and Figure 5-16 for the 85th percentile trip rates.
Aldi Stores Limited Murdishaw Avenue, Runcorn
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BASELINE ASSESSMENTS: OPERATIONAL PERFORMANCE OF THE 6.0
LOCAL HIGHWAY NETWORK BASED ON THE EXISTING LAYOUT
6.1 Introduction
6.1.1 Capacity assessments have been undertaken for a Weekday AM, PM and
Saturday peak period, in order to understand the operation performance of
the local highway based on the existing highway layout, without the addition
of development traffic.
6.1.2 Assessments have been undertaken for the following junctions, using the
software noted:
• Murdishaw Avenue/ Saltwood Drive – PICADY;
• Murdishaw Avenue/ Northwich Road – PICADY;
• Murdishaw Avenue/ Southern Expressway/ A533 Chester Road –
ARCADY; and
• Murdishaw Avenue/ A56 Chester Road – PICADY.
6.1.3 PICADY and ARCADY 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).
6.2 Murdishaw Avenue/ Saltwood Drive
6.2.1 The results of the PICADY assessment are set out in Table 6-1 with full
model outputs contained in Appendix H.
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Table 6-1: Murdishaw Avenue/ Saltwood Drive – PICADY Results
Scenario Arm AM Peak Hour PM Peak Hour
Saturday Peak Hour
RFC Queue RFC Queue RFC Queue
2015 Survey
Saltwood Drive - left 0.02 0 0.03 0 0.02 0
Saltwood Drive - right 0.15 0 0.08 0 0.06 0
Murdishaw Avenue - right 0.01 0 0.03 0 0.01 0
2021 Base
Saltwood Drive - left 0.02 0 0.03 0 0.02 0
Saltwood Drive - right 0.17 0 0.10 0 0.07 0
Murdishaw Avenue - right 0.01 0 0.04 0 0.01 0
6.2.2 The results of the assessment show that the junction of Murdishaw Avenue/
Saltwood Drive will continue to operate within capacity for a future
assessment year.
6.3 Murdishaw Avenue/ Northwich Road
6.3.1 The results of the PICADY assessment are set out in Table 6-2 with full
model outputs contained in Appendix I.
Table 6-2: Murdishaw Avenue/ Northwich Road – PICADY Results
Scenario Arm AM Peak Hour PM Peak Hour
Saturday Peak Hour
RFC Queue RFC Queue RFC Queue
2015 Survey
Northwich Road - left 0.09 0 0.07 0 0.04 0
Northwich Road - right 0.51 1 0.29 0 0.36 1
Murdishaw Avenue - right
0.07 0 0.04 0 0.06 0
2021 Base
Northwich Road - left 0.11 0 0.08 0 0.05 0
Northwich Road - right 0.60 2 0.35 1 0.44 1
Murdishaw Avenue - right
0.08 0 0.05 0 0.06 0
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6.3.2 The results of the assessment show that the junction of Murdishaw Avenue/
Northwich Road would continue to operate within capacity for a future
assessment year, when viewed in isolation. It should however be noted that
right turning traffic from Northwich Road will be prevented from egressing
onto Murdishaw Avenue if queuing back from the Murdishaw Avenue/
Southern Expressway/ A533 Chester Road junction exceeds 85 metres (15
vehicle queue). As can be seen from Table 6-3 queuing on Murdishaw
Avenue, for a future assessment year, will queue past Northwich Road. It is
therefore expected that the capacity of Northwich Road – right will be
significantly reduced and increased queuing and delay will be experienced.
6.4 Murdishaw Avenue/ Southern Expressway/ A533 Chester Road
6.4.1 The results of the ARCADY assessment are set out in Table 6-3 with full
model outputs contained in Appendix J.
Table 6-3: Murdishaw Avenue/ Southern Expressway/ A533 Chester
Road – ARCADY Results
Scenario Arm AM Peak Hour PM Peak Hour
Saturday Peak Hour
RFC Queue RFC Queue RFC Queue
2015 Survey
A533 (s) 0.51 1 0.67 2 0.37 1
A533 (w) 0.64 2 0.68 2 0.37 1 Murdishaw
Avenue 0.92 9 0.56 1 0.47 1
2021 Base
A533 (s) 0.56 1 0.75 3 0.43 1
A533 (w) 0.72 3 0.77 3 0.42 1 Murdishaw
Avenue 1.14 56 0.68 2 0.54 1
6.4.2 The results of the assessment show that the junction of Murdishaw Avenue/
Southern Expressway/ A533 Chester Road is currently operating at capacity
on Murdishaw Avenue during the AM peak period. Queues and delays
increase during this peak in the future assessment year. The junction is
operating within capacity during the PM and Saturday peaks. The results of
the assessment are consistent with the results of the queue survey.
Aldi Stores Limited Murdishaw Avenue, Runcorn
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6.5 Murdishaw Avenue/ A56 Chester Road
6.5.1 The results of the PICADY assessment are set out in Table 6-4 with full
model outputs contained in Appendix K.
Table 6-4: Murdishaw Avenue/ A56 Chester Road – PICADY Results
Scenario Arm AM Peak Hour PM Peak Hour
Saturday Peak Hour
RFC Queue RFC Queue RFC Queue
2015 Survey
A56 Chester Road 0.47 1 0.48 1 0.34 1
A533 Chester Road (n) - right 0.26 0 0.38 1 0.17 0
2021 Base
A56 Chester Road 0.53 1 0.55 1 0.38 1
A533 Chester Road (n) - right 0.30 0 0.44 1 0.19 0
6.5.2 The results of the assessment show that the junction of Murdishaw Avenue/
A56 Chester Road will continue to operate within capacity for a future
assessment year.
6.6 Summary
6.6.1 From the data presented above it is clear that measures to improve the
operational performance of the junction of Murdishaw Avenue/ Southern
Expressway/ A533 Chester Road will be required in order to accommodate
the development proposals.
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PROPOSED MITIGATION TO IMPROVE THE OPERATIONAL 7.0
PERFORMANCE OF THE LOCAL HIGHWAY NETWORK
7.1.1 As identified in the previous section the junction of Murdishaw Avenue/
Southern Expressway/ A533 Chester Road, experiences significant
congestion on the Murdishaw Avenue arm during the AM peak. Even without
the addition of development traffic the level of queuing and delay experienced
by drivers is predicted to significantly increase for a 2021 assessment year.
7.1.2 This will in turn impact on the ability of residents residing on Saltwood Drive
and Northwich Road being able to egress onto Murdishaw Avenue.
7.1.3 In order to improve the operational performance of the local highway network
and to accommodate the development proposals, a package of off-site
highway works is proposed. These include:
• widening of Murdishaw Avenue from its junction with Saltwood Drive
to its junction with the A533 Southern Expressway, to provide two
running lanes;
• alteration to the junction radii on the exit to Murdishaw Avenue at the
junction of the A533 Southern Expressway/ Murdishaw Avenue
roundabout. The purpose of which is to reduce speeds of vehicles
exiting the roundabout onto Murdishaw Avenue;
• provision of a raised staggered zebra crossing on Murdishaw Avenue
to the south of Northwich Road; and
• provision of pedestrian refuge on Murdishaw Avenue to the south of
Saltwood Drive.
7.1.4 Assessments have been undertaken for the following junctions, using the
software noted:
• Murdishaw Avenue/ Saltwood Drive – PICADY;
• Murdishaw Avenue/ Site Access – PICADY;
• Murdishaw Avenue/ Northwich Road – PICADY;
Aldi Stores Limited Murdishaw Avenue, Runcorn
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• Murdishaw Avenue/ Southern Expressway/ A533 Chester Road –
ARCADY; and
• Murdishaw Avenue/ A56 Chester Road – PICADY.
7.2 Murdishaw Avenue/ Saltwood Drive
7.2.1 The results of the PICADY assessment are set out in Table 7-1 with full
model outputs contained in Appendix L.
Table 7-1: Murdishaw Avenue/ Saltwood Drive – PICADY Results
Scenario Arm AM Peak Hour PM Peak Hour
Saturday Peak Hour
RFC Queue RFC Queue RFC Queue
2021 Base + Development
(Average)
Saltwood Drive - left 0.02 0 0.03 0 0.02 0
Saltwood Drive - right 0.17 0 0.10 0 0.08 0
Murdishaw Avenue - right
0.01 0 0.04 0 0.01 0
2021 Base + Development
(85th)
Saltwood Drive - left 0.02 0 0.03 0 0.02 0
Saltwood Drive - right 0.17 0 0.10 0 0.08 0
Murdishaw Avenue - right
0.01 0 0.04 0 0.01 0
7.2.2 The results of the assessment show that the junction of Murdishaw Avenue/
Saltwood Drive could accommodate the development proposals, without
detriment to the operational performance of the highway network.
7.3 Murdishaw Avenue/ Site Access
7.3.1 The results of the PICADY assessment are set out in Table 7-2 with full
model outputs contained in Appendix M.
Aldi Stores Limited Murdishaw Avenue, Runcorn
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Table 7-2: Murdishaw Avenue/ Site Access – PICADY Results
Scenario Arm AM Peak Hour PM Peak Hour
Saturday Peak Hour
RFC Queue RFC Queue RFC Queue
2021 Base + Development
(Average)
Site Access - left 0.02 0 0.10 0 0.23 0
Site Access - right 0.01 0 0.14 0 0.22 0
Murdishaw Avenue - ahead 0.28 1 0.47 2 0.42 1
Murdishaw Avenue - right 0.29 0 0.48 0 0.48 0
2021 Base + Development
(85th)
Site Access - left 0.03 0 0.16 0 0.27 0
Site Access - right 0.02 0 0.21 0 0.27 0
Murdishaw Avenue - ahead 0.29 1 0.48 2 0.42 1
Murdishaw Avenue - right 0.30 0 0.50 0 0.49 0
7.3.2 The results of the assessment show that the site access is sufficient to
accommodate the development proposals, without detriment to the
operational performance of the highway network.
7.4 Murdishaw Avenue/ Northwich Road
7.4.1 The results of the PICADY assessment are set out in Table 7-3 with full
model outputs contained in Appendix N.
Table 7-3: Murdishaw Avenue/ Northwich Road – PICADY Results
Scenario Arm AM Peak Hour PM Peak Hour
Saturday Peak Hour
RFC Queue RFC Queue RFC Queue
2021 Base + Development
(Average)
Northwich Road - left 0.09 0 0.07 0 0.04 0
Northwich Road - right 0.51 1 0.28 0 0.39 1
Murdishaw Avenue - right
0.07 0 0.04 0 0.06 0
2021 Base + Development
(85th)
Northwich Road - left 0.10 0 0.07 0 0.05 0
Northwich Road - right 0.51 1 0.29 0 0.40 1
Murdishaw Avenue - right
0.07 0 0.05 0 0.06 0
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7.4.2 The results of the assessment show that the junction of Murdishaw Avenue/
Northwich Road could accommodate the development proposals, without
detriment to the operational performance of the highway network. Table 7-4
also demonstrates that queuing from the Murdishaw Avenue/ Southern
Expressway/ A533 Chester Road junction will not queue past Northwich Road
and will therefore not prevent vehicle egressing onto Murdishaw Avenue.
7.5 Murdishaw Avenue/ Southern Expressway/ A533 Chester Road
7.5.1 The results of the ARCADY assessment are set out in Table 7-4 with full
model outputs contained in Appendix O.
Table 7-4: Murdishaw Avenue/ Southern Expressway/ A533 Chester
Road – ARCADY Results
Scenario Arm AM Peak Hour PM Peak Hour
Saturday Peak Hour
RFC Queue RFC Queue RFC Queue
2021 Base + Development
(Average)
A533 (s) 0.58 1 0.78 3 0.47 1
A533 (w) 0.72 3 0.79 4 0.44 1
Murdishaw Avenue 0.51 1 0.36 1 0.34 1
2021 Base + Development
(85th)
A533 (s) 0.59 1 0.78 4 0.48 1
A533 (w) 0.72 3 0.80 4 0.45 1
Murdishaw Avenue 0.52 1 0.37 1 0.34 1
7.5.2 The results of the assessment show that with the addition of development
traffic and the associated improvement scheme, vehicle delay and queuing
will reduce significantly on Murdishaw Avenue, compared to the 2021 base
scenario.
7.5.3 The maximum queue predicted on Murdishaw Avenue is one pcu compared
to 56 pcus in the 2021 base scenario.
7.5.4 It is therefore considered that with the improvement works proposed the
junction could accommodate the development proposals, without detriment to
the operational performance of the highway network. With the improvements
in place the junction would be operating significantly better than it currently
operates.
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7.6 Murdishaw Avenue/ A56 Chester Road
7.6.1 The results of the PICADY assessment are set out in Table 7-5 with full
model outputs contained in Appendix P.
Table 7-5: Murdishaw Avenue/ A56 Chester Road – PICADY Results
Scenario Arm AM Peak Hour PM Peak Hour
Saturday Peak Hour
RFC Queue RFC Queue RFC Queue
2021 Base + Development
(Average)
A56 Chester Road 0.53 1 0.56 1 0.39 1
A533 Chester Road (n) - right 0.30 0 0.50 1 0.29 0
2021 Base + Development
(85th)
A56 Chester Road 0.53 1 0.56 1 0.39 1
A533 Chester Road (n) - right 0.31 1 0.53 1 0.30 0
7.6.2 The results of the assessment show that the junction of Murdishaw Avenue/
A56 Chester Road could accommodate the development proposals, without
detriment to the operational performance of the highway network.
7.7 Summary
7.7.1 The junction capacity assessments undertaken indicate that with the
proposed mitigation in place, the development proposals would not have a
material impact on the operational performance and safety of the local
highway network
7.7.2 The impact of the proposed development would not have a severe impact on
the operational performance of the local highway network, as per paragraph
32 of NPPF which states that ‘Development should only be prevented or
refused on transport grounds where the residual cumulative impacts of
development are severe’.
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SUMMARY AND CONCLUSIONS 8.0
8.1 Summary
8.1.1 The proposed development scheme involves the demolition of the Halton
Arms Public House, demolition and relocation of Runcorn Linnets Club House
and the construction of a mixed use development comprising a foodstore
(Use Class A1) for Aldi Stores Limited; a retail terrace comprising up to three
retail units (Use Class A1/A2/A3/D1); a family pub restaurant with associated
managers accommodation (Use Class A4); and associated car parking,
access, landscaping and servicing.
8.1.2 The proposed Aldi foodstore would be single storey with a gross external area
of 1,931 sqm. The proposed public house would have a gross external area
of 567 sqm. The proposed non-food retail units would have a total gross
external area of 409 sqm. This element of the site will be accessed off
Murdishaw Avenue.
8.1.3 The development will also provide 254 car parking spaces (including 13
accessible, 12 parent and child spaces, four staff and nine motorcycle parking
spaces); in addition to 21 cycle parking spaces across the site.
8.1.4 The proposed Club House will be accessed off Stockham Lane. There will be
no vehicular through route to retail units and public house. The proposed
club house would be single storey with a gross external area of 381 sqm.
The car parking for the Club House and associated facilities will be provided
in the form of an unmarked car park on the former shale pitch. As per the
existing arrangement the car parking will be marshalled on match days. The
marshal will direct all cars onto the former shale pitch in order to maximise
capacity. The development site is located on land to the east of Murdishaw
Avenue and to the north of the A533 Runcorn Expressway, in Runcorn a town
within the Borough of Halton. The site is situated to the north and west of the
M56 Motorway.
8.1.5 The site is bounded to the north by Murdishaw Avenue and residential
properties beyond, Halton Sports Playing Fields to the east and Murdishaw
woods, to the south by the A533 Runcorn Expressway.
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8.1.6 The proposed development site is currently occupied by the Halton Arms
public house and car parking and club house and car parking used by the
Runcorn Linnets and Halton Baseball and Softball Clubs. Land use in the
immediate vicinity of the site is a mixture of residential and leisure.
8.1.7 The proposed development 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.
8.1.8 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.
8.1.9 The impacts of the proposals have been assessed across a study area
network which includes the junctions of:
• Murdishaw Avenue/ Saltwood Drive – three arm priority controlled
junction;
• Murdishaw Avenue/ Site Access – three arm priority controlled
junction;
• Murdishaw Avenue/ Northwich Road – three arm priority controlled
junction;
• Murdishaw Avenue/ Southern Expressway/ A533 Chester Road –
three arm roundabout junction; and
• Murdishaw Avenue/ A56 Chester Road – three arm priority controlled
junction.
8.1.10 In order to accommodate the proposed development on the local highway
network a package of off-site highway works are proposed. These include:
Aldi Stores Limited Murdishaw Avenue, Runcorn
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• widening of Murdishaw Avenue from its junction with Saltwood Drive
to its junction with the A533 Southern Expressway, to provide two
running lanes;
• alteration to the radii on exit to Murdishaw Avenue at the junction of
the A533 Southern Expressway/ Murdishaw Avenue roundabout. The
purpose of which is to reduce speeds of vehicles exiting the
roundabout onto Murdishaw Avenue;
• provision of a raised staggered zebra crossing on Murdishaw Avenue
to the south of Northwich Road; and
• provision of pedestrian refuge on Murdishaw Avenue to the south of
Saltwood Drive.
8.1.11 The report includes an assessment of the operational performance of the
local highway network with and without the proposed mitigation in place. The
junction capacity assessments undertaken indicate that with the proposed
mitigation in place, the development proposals would not have a material
impact on the junctions concerned.
8.2 Conclusions
8.2.1 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. Measures include cycle parking, pedestrian
connectivity, accessibility to bus stops as well as the Travel Plan which would
be used to influence travel behaviour.
8.2.2 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 development to the catchment.
8.2.3 The impacts of residual trips from the proposed development have been
assessed and it is evident that these would not have a significant impact on
the operational performance and safety of the local highway network.
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8.2.4 The impact of the proposed development would not have a severe impact on
the operational performance of the local highway network, as per paragraph
32 of NPPF which states that ‘Development should only be prevented or
refused on transport grounds where the residual cumulative impacts of
development are severe’.
8.2.5 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
2015 Survey Traffic Flows Figure 4-1
Murdishaw Avenue
A533 Chester Road
A533 Southern Expressway
A56 Chester Road
Northwich Road
Saltwood Drive
36 716
10 480
15 529
43713
5213
4845
107 8
2118 46
149 713
56 445
89 560
43916
52932
52623
3018 39
71100 153
833 286
623 146
362 189
171354
326350
170460
583455 348
872381 1076
179 968
99 669
88 443
918209
1404161
525112
242193 256
01 0
Key
Weekday PM Peak hour (1645 - 1745)
Saturday Peak hour (1245 - 1345)
Flows in PCUs
Weekday AM Peak hour (0745 - 0845)
2021 Base Traffic Flows Figure 4-2
Murdishaw Avenue
A533 Chester Road
A533 Southern Expressway
A56 Chester Road
Northwich Road
Saltwood Drive
40 791
11 530
17 586
48314
5753
5366
118 9
2320 51
165 788
62 491
99 620
48518
58435
58225
3320 43
78111 169
921 316
687 161
401 209
189391
360386
188509
644504 384
964422 1187
198 1070
109 738
97 491
1015231
1549178
581124
268214 282
01 0
Key
Weekday PM Peak hour (1645 - 1745)
Saturday Peak hour (1245 - 1345)
Flows in PCUs
Weekday AM Peak hour (0745 - 0845)
New Development Trip Distribution Figure 5-1
Murdishaw Avenue
A533 Chester Road
A533 Southern Expressway
A56 Chester Road
Northwich Road
Saltwood Drive
3% 59%
1% 45%
1% 52%
36%
50%
45%
2%2% 4%
59%
42%
52%
37%1%
51%3%
45%2%
2%2% 4%
20%
13%
15%
12%25%
25%26%
12%33%
40%37% 30%
16%
9%
11%
10%2%
22%3%
10%2%
4%5% 3%
62%
46%
54%
38%
54%
46%
38% 46%54%
62% 54%46%
Site Access
Key
Weekday PM Peak hour (1645 - 1745)
Saturday Peak hour (1245 - 1345)
Flows in PCUs
Weekday AM Peak hour (0745 - 0845)
New Development Trip Assignment (Average Trip Rates)
Figure 5-2
Murdishaw Avenue
A533 Chester Road
A533 Southern Expressway
A56 Chester Road
Northwich Road
Saltwood Drive
1 14
0 1
1 22
9
2
19
01 0
14
2
22
90
10
181
11 0
5
1
6
36
11
513
1015 1
4
0
4
21
10
41
12 0
15
2
22
9
3
19
9 191
15 221
Site Access
Key
Weekday PM Peak hour (1645 - 1745)
Saturday Peak hour (1245 - 1345)
Flows in PCUs
Weekday AM Peak hour (0745 - 0845)
New Development Trip Assignment (85th PercentileTrip Rates)
Figure 5-3
Murdishaw Avenue
A533 Chester Road
A533 Southern Expressway
A56 Chester Road
Northwich Road
Saltwood Drive
1 14
0 1
1 22
9
2
19
01 0
18
3
27
140
20
231
11 0
6
1
8
49
11
617
1219 2
5
1
5
41
10
51
12 0
19
3
27
12
3
24
14 242
23 272
Site Access
Key
Weekday PM Peak hour (1645 - 1745)
Saturday Peak hour (1245 - 1345)
Flows in PCUs
Weekday AM Peak hour (0745 - 0845)
Pass-by Development Trip Distribution Figure 5-4
Murdishaw Avenue
A533 Chester Road
A533 Southern Expressway
A56 Chester Road
Northwich Road
Saltwood Drive
-62% 62%
-46% 46%
-54% 54%
38%-38%
54%-54%
46%-46%
38% 46%54%
62% 54%46%
Site Access
Key
Weekday PM Peak hour (1645 - 1745)
Saturday Peak hour (1245 - 1345)
Flows in PCUs
Weekday AM Peak hour (0745 - 0845)
Pass-by Development Trip Assignment (Average Trip Rates)
Figure 5-5
Murdishaw Avenue
A533 Chester Road
A533 Southern Expressway
A56 Chester Road
Northwich Road
Saltwood Drive
-8 8
-2 2
-14 14
5-5
2-2
12-12
6 121
9 141
Site Access
Key
Weekday PM Peak hour (1645 - 1745)
Saturday Peak hour (1245 - 1345)
Flows in PCUs
Weekday AM Peak hour (0745 - 0845)
Pass-by Development Trip Assignment (85th Percentile Trip Rates)
Figure 5-6
Murdishaw Avenue
A533 Chester Road
A533 Southern Expressway
A56 Chester Road
Northwich Road
Saltwood Drive
-11 11
-2 2
-16 16
7-7
3-3
14-14
8 151
13 171
Site Access
Key
Weekday PM Peak hour (1645 - 1745)
Saturday Peak hour (1245 - 1345)
Flows in PCUs
Weekday AM Peak hour (0745 - 0845)
Diverted Development Trip Distribution Figure 5-7
Murdishaw Avenue
A533 Chester Road
A533 Southern Expressway
A56 Chester Road
Northwich Road
Saltwood Drive
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
-100% 100%
-100% 100%
-99% 99%
0%100%
0%100%
1%99%
0%1% 0%
0%-1% 0%
100%
100%
100%
100% 100%100%
Site Access
Key
Weekday PM Peak hour (1645 - 1745)
Saturday Peak hour (1245 - 1345)
Flows in PCUs
Weekday AM Peak hour (0745 - 0845)
Diverted Development Trip Assignment (Average Trip Rates)
Figure 5-8
Murdishaw Avenue
A533 Chester Road
A533 Southern Expressway
A56 Chester Road
Northwich Road
Saltwood Drive
27
9
58
32
5
61
27
9
58
32
5
61
-27 27
-9 9
-57 57
032
05
160
01 0
0-1 0
27
9
58
32 615
Site Access
Key
Weekday PM Peak hour (1645 - 1745)
Saturday Peak hour (1245 - 1345)
Flows in PCUs
Weekday AM Peak hour (0745 - 0845)
Diverted Development Trip Assignment (85th Percentile Trip Rates)
Figure 5-9
Murdishaw Avenue
A533 Chester Road
A533 Southern Expressway
A56 Chester Road
Northwich Road
Saltwood Drive
36
12
61
44
7
69
36
12
61
44
7
69
-36 36
-12 12
-61 61
044
07
168
01 0
0-1 0
36
12
61
44 697
Site Access
Key
Weekday PM Peak hour (1645 - 1745)
Saturday Peak hour (1245 - 1345)
Flows in PCUs
Weekday AM Peak hour (0745 - 0845)
Transfer Development Trip Distribution Figure 5-10
Murdishaw Avenue
A533 Chester Road
A533 Southern Expressway
A56 Chester Road
Northwich Road
Saltwood Drive
3% 59%
1% 45%
1% 52%
36%
50%
45%
2%2% 4%
59%
42%
52%
37%1%
51%3%
45%2%
2%2% 4%
20%
13%
15%
12%25%
25%26%
12%33%
40%37% 30%
16%
9%
11%
10%2%
22%3%
10%2%
4%5% 3%
62%
46%
54%
38%
54%
46%
38% 46%54%
62% 54%46%
Site Access
Key
Weekday PM Peak hour (1645 - 1745)
Saturday Peak hour (1245 - 1345)
Flows in PCUs
Weekday AM Peak hour (0745 - 0845)
Transfer Development Trip Assignment (Average Trip Rates)
Figure 5-11
Murdishaw Avenue
A533 Chester Road
A533 Southern Expressway
A56 Chester Road
Northwich Road
Saltwood Drive
1 12
0 1
1 20
6
3
17
01 0
10
3
20
70
20
171
01 0
3
1
6
25
11
513
714 2
3
1
4
20
10
41
12 0
11
3
20
7
3
17
8 182
13 211
Site Access
Key
Weekday PM Peak hour (1645 - 1745)
Saturday Peak hour (1245 - 1345)
Flows in PCUs
Weekday AM Peak hour (0745 - 0845)
Transfer Development Trip Assignment (Average Trip Rates)
Figure 5-12
Murdishaw Avenue
A533 Chester Road
A533 Southern Expressway
A56 Chester Road
Northwich Road
Saltwood Drive
1 17
0 2
1 23
8
4
18
01 0
14
3
21
110
20
201
11 0
5
1
6
37
11
515
915 2
4
1
4
31
10
41
12 0
14
4
21
9
4
19
11 212
18 242
Site Access
Key
Weekday PM Peak hour (1645 - 1745)
Saturday Peak hour (1245 - 1345)
Flows in PCUs
Weekday AM Peak hour (0745 - 0845)
Total Development Trip Assignment (Average Trip Rates)
Figure 4-13
Murdishaw Avenue
A533 Chester Road
A533 Southern Expressway
A56 Chester Road
Northwich Road
Saltwood Drive
1 26
0 2
1 42
150
50
360
00 0
11 0
0 51
0 14
0 99
481
70
962
11 0
00 0
0 35
0 11
0 70
3711
61
7026
1629 3
00 0
-27 33
-9 10
-57 66
432
15
962
24 0
0-1 0
-8 60
-2 16
-14 114
21-5
8-2
49-12
54 1109
36 573
Site Access
Key
Weekday PM Peak hour (1645 - 1745)
Saturday Peak hour (1245 - 1345)
Flows in PCUs
Weekday AM Peak hour (0745 - 0845)
Total Development Trip Assignment (85th PercentileTrip Rates)
Figure 5-14
Murdishaw Avenue
A533 Chester Road
A533 Southern Expressway
A56 Chester Road
Northwich Road
Saltwood Drive
2 31
0 3
1 45
170
60
370
00 0
11 1
0 68
0 18
0 109
691
110
1112
12 1
00 0
0 46
0 14
0 75
5216
92
8031
2133 4
00 0
-36 44
-12 14
-61 70
646
27
1070
25 0
0-1 0
-11 80
-2 21
-16 126
27-7
10-3
56-14
78 12813
54 685
Site Access
Key
Weekday PM Peak hour (1645 - 1745)
Saturday Peak hour (1245 - 1345)
Flows in PCUs
Weekday AM Peak hour (0745 - 0845)
2021 Base plus Development Traffic Flows (Average Trip Rates)
Figure 5-15
Murdishaw Avenue
A533 Chester Road
A533 Southern Expressway
A56 Chester Road
Northwich Road
Saltwood Drive
41 818
11 532
18 628
49814
5803
5716
118 9
2421 51
165 839
62 505
99 719
53318
59135
67927
3421 43
78111 169
921 351
687 172
401 279
226402
366388
259536
661533 387
964422 1187
171 1103
100 748
40 556
1019264
1550183
590186
269218 283
00 0
Key
Weekday PM Peak hour (1645 - 1745)
Saturday Peak hour (1245 - 1345)
Flows in PCUs
Weekday AM Peak hour (0745 - 0845)
2021 Base plus Development Traffic Flows (85th Percentile Trip Rates)
Figure 5-16
Murdishaw Avenue
A533 Chester Road
A533 Southern Expressway
A56 Chester Road
Northwich Road
Saltwood Drive
41 822
11 533
18 631
50014
5813
5736
118 9
2421 51
165 856
62 509
99 729
55419
59536
69427
3521 44
78111 169
921 363
687 175
401 285
241408
369388
268541
666537 388
964422 1187
162 1114
97 752
37 561
1021277
1551185
592194
270219 283
00 0
Key
Weekday PM Peak hour (1645 - 1745)
Saturday Peak hour (1245 - 1345)
Flows in PCUs
Weekday AM Peak hour (0745 - 0845)
APPENDICES
APPENDIX A
SITE LAYOUT