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Cole Easdon Consultants Limited
Civ il En gi neerin g ~ Highways ~ Transpo rtation ~ Flood Risk
Bristol • Swindon • Warringt on
Incorporated in UK as Cole Easdon Consultants Ltd No. 202 7005
Head Office:
Unit 2
York House
Edison Park
Dorcan Way
Swindon
Wiltshire
SN3 3RB
Tel. 01793 619965
Fax. 01793 619967
Email: cec@ColeEasdon.com
www.ColeEasdon.com
TRANSPORT ASSESSMENT FOR
PROPOSED RESIDENTIAL DEVELOPMENT THE FORMER DE BURGH PLAYING FIELDS, BANSTEAD
ON BEHALF OF SURREY COUNTY COUNCIL
NOVEMBER 2013
[ISSUE 3]
TRANSPORT ASSESSMENT PROPOSED RESIDENTIAL DEVELOPMENT, THE FORMER DE BURGH PLAYING FIELDS, BANSTEAD
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ISSUE 4
Cole Easdon Consultants (CEC) NOVEMBER 2013
Cole Easdon Consultants (CEC)
DOCUMENT ISSUE RECORD
Client: Surrey County Council Project: Proposed Residential Development, The Former De Burgh Playing Fields,
Banstead Job Number: 3563 Document Title: Transport Assessment Issuing Office: Swindon
Issue / Revision: Issue 1 Issue 2 Issue 3
Description / Status:
Draft for Client Comment
Draft for Client Comment Formal Issue
Date: December 2012 November 2013 November 2013
Prepared: K. Archard BSc (Hons) MCIHT
K. Archard BSc (Hons) MCIHT
K. Archard BSc (Hons) MCIHT
Signature:
Document Check:
S Coates BA (Hons)
S Coates BA (Hons)
S Coates BA (Hons)
Signature:
Technical Check:
D. Hickman BSc CMILT
J. B. Farmery MEng CEng MICE MCIHT
J. B. Farmery MEng CEng MICE MCIHT
Signature:
Authorised: J. B. Farmery MEng CEng MICE MCIHT
J. B. Farmery MEng CEng MICE MCIHT
J. B. Farmery MEng CEng MICE MCIHT
Signature:
File Reference: 3563 TA Issue 1 3563 TA Issue 2 3563 – De Burgh - TA -
Issue 3
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CONTENTS
SECTION HEADING PAGE NO.
1.0 INTRODUCTION 1
2.0 PLANNING AND POLICY CONTEXT 4
3.0 SITE LOCATION AND LOCAL HIGHWAY NETWORK 10
4.0 DEVELOPMENT PROPOSALS 22
5.0 ACCESSIBILITY & SUSTAINABILITY 26
6.0 PREDICTED FUTURE TRIP GENERATION, DISTRIBUTION & ASSIGNMENT 38
7.0 LOCAL HIGHWAY NETWORK PERFORMANCE ASSESSMENT 41
8.0 MITIGATION 50
9.0 SUMMARY & RECOMMENDATIONS 60
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CONTENTS (CONTD.)
List of Tables
Table 3.1 Summary of Personal Injury Accidents
Table 5.1 Accessibility Summary Table
Table 5.2 Summary of Local Bus services
Table 5.3 Summary of Rail Services from Tattenham Corner Station [& Tadworth Station] and
Epsom Downs Station
Table 6.1 Vehicle Trip Generation Rates for the Proposed Development (per dwelling)
Table 6.2 Predicted Volume of Vehicle Trips for the Proposed Development
(Assessed as 181 dwellings)
Table 6.3 Trip rates from De Burgh Gardens and applied to the proposed development
Table 7.1 Adjusted Local Peak Hour Period Growth Factors (Other Urban Areas)
Table 7.2 Summary of PICADY Results for the Proposed Site Access Arrangement off MerlanD
Rise
Table 7.3 Summary of PICADY Results for the B2221 Great Tattenhams / Merland Rise priority
junction
Table 7.4 Summary of LINSIG Results for Great Tattenhams / Tattenham Way / Reigate Road
signalised junction - AM Peak Hour
Table 7.5 Summary of LINSIG Results for Great Tattenhams / Tattenham Way / Reigate Road
signalised junction - PM Peak Hour
Table 7.6 Comparison between surveyed and modelled queue lengths at the A240 Reigate
Road / B2221 Great Tattenhams / B2221 Tattenham Way Signalised Junction
Table 8.1 Predicted Two-Way Traffic Movements without and with Mitigation (Northbound-
only One-Way Streets)
Table 8.2 Summary of PICADY Results for the B2221 Great Tattenhams / Merland Rise priority
junction (with northbound-only one-way lengths on Broad Walk & Long Walk)
Table 8.3 Predicted Two-Way Traffic Movements without and with Mitigation (Southbound-
only One-Way Streets)
Table 8.4 Summary of PICADY Results for the B2221 Great Tattenhams / Merland Rise priority
junction (with southbound-only one-way lengths on Broad Walk & Long Walk)
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CONTENTS (CONTD.)
List of Photographs
Photograph 3.1 Chetwode Road looking west, in vicinity of Long Walk, at the site frontage
Photograph 3.2 De Burgh Gardens
Photograph 3.3 Merefield Gardens at the junction with De Burgh Gardens (left), also showing
one-way system beyond
Photograph 3.4 Marbles Way (minor arm) / Chetwode Road (major arm) Priority Junction
Photograph 3.5 Marbles Way looking north
Photograph 3.6 Merland Rise looking north
Photograph 3.7 Preston Lane looking east towards Marbles Way
Photograph 3.8 Looking East along Great Tattenhams from the Junction with Merland Rise
Photograph 3.9 Reigate Road looking North, close to Junction with A217 Brighton Road
Photograph 4.1 The Southern Portion of the Development will be Served by an Extension of De
Burgh Gardens
Photograph 5.1 Lit and surfaced footpath through Burgh Heath connecting Hatch Gardens with
Reigate Road
Photograph 5.2 This unmade and unlit footpath through Burgh Heath between Chetwode Road
and Reigate Road is planned to be upgraded
Photograph 5.3 Footpath leading from Marbles Pond toward Marbles Way and the northbound
bus stop
Photograph 5.4 At the end of the Footpath leading from Marbles Pond there is no dropped
kerbing to assist with accessing the northbound bus stop
Photograph 5.5 Merefield Gardens does not have conveniently located dropped kerbing to assist
those walking from De Burgh Gardens to reach the southbound bus stop on
Marbles Way
Photograph 5.6 Northbound Bus Stop near to Marbles Pond
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APPENDICES
Appendix 1 – Plans
CEC Plan 3563/201 Site Location Plan
CEC Plan 3563/202 Personal Injury Accident Plan
CEC Plan 3563/203 Accessibility Plan
CEC Plan 3563/204 Swept Path Analysis (Refuse Vehicle) (Two Sheets)
Drawing No. 12/131-PL02 Proposed Site Plan by MH Architects
Appendix 2 – Figures
CEC Figure 3563/201 Recorded 2012 Traffic Flows
CEC Figure 3563/202 Forecast Year 2017
CEC Figure 3563/203 Forecast Year 2017 with Committed Development
CEC Figure 3563/204 Development Traffic Assignment - Southern Site
CEC Figure 3563/205 Development Traffic Assignment – Northern Site
CEC Figure 3563/206 Development Traffic Assignment – Southern and Northern Sites
CEC Figure 3563/207 Development Traffic Distribution
CEC Figure 3563/208 Forecast Year 2017 with Committed Development and Proposed
Development
CEC Figure 3563/209 Forecast Year 2017 with Committed Development and Proposed
Development, with Mitigation (northbound-only one-way streets)
CEC Figure 3563/210 Forecast Year 2017 with Committed Development and Proposed
Development, with Mitigation (southbound only one-way streets)
Appendix 3 – Miscellaneous
TRICS Data
Census 2001 Ward of Workplace Data for the Preston Ward
PICADY Outputs
LINSIG Outputs
Accident Data
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1.0 INTRODUCTION
1.1 This Transport Assessment has been prepared by Cole Easdon Consultants (CEC) on behalf
of Surrey County Council (SCC) in respect of an outline planning application for a proposed
residential development comprising some 180 dwellings at the former De Burgh Playing
Fields, Banstead. Refer to CEC Plan 3563/201 [Site Location Plan] contained in Appendix 1.
1.2 This Transport Assessment considers the traffic, transportation and highway implications
associated with the development, including the accessibility of the site by sustainable
transport modes, parking provision, predicted vehicle trip generation and highway impact.
Requirement for Study
1.3 The requirement for Transport Assessments is set out in the Department for Transport's
(DfT) Guidance on Transport Assessment (GTA) (2007). According to the guidance, planning
applications for developments of more than 80 dwellings require a Transport Assessment
and a Travel Plan.
1.4 This Transport Assessment should be read in conjunction with the standalone Framework
Residential Travel Plan.
Background
1.5 The development of the former De Burgh Playing Fields, together with the proposal for the
redevelopment of the nearby Merland Rise Site, helps to fulfil Reigate & Banstead Borough
Council's (RBBC) ambition to regenerate the Preston area. Since the mid-2000s, RBBC has
been working up plans in this regard. The De Burgh site has been identified within the
Preston Planning Framework as being suitable for 150 to 250 dwellings.
1.6 In addition to RBBC's interim policy guidance document, Preston Planning Framework, RBBC
also commissioned a Transport Assessment from The Project Centre to inform the planning
authority of the implications and suitability of significant levels of new housing in the area,
and to allow it to formulate policies relating to the area. The Transport Assessment
(January 2011) did not evaluate any particular individual development and followed a
Transport Study published in May 2007, the prime focus of which was the consideration of a
proposed new road link across Burgh Heath to connect the Preston area with Reigate Road
(A240). It was intended that individual developments (such as the subject of this
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application) would require their own supporting Transport Assessments for the respective
planning applications.
Pre-Application Consultation
1.7 Prior to the preparation of this Transport Assessment, CEC liaised with Surrey County
Council (SCC) as the Local Highway Authority (LHA), with regard to the scope of this report.
The vast majority of the content of this report has therefore been agreed in advance. The
salient points that have been agreed include:
the vehicular trip rates for the residential element of the scheme that is taken forward
for the highway impact analysis and also used within the Travel Plan;
the time periods assessed for highway impact analysis (weekday AM and PM peak hour
periods, determined by traffic surveys);
off-site capacity analysis at:
o the Merland Rise / B2221 Great Tattenhams priority controlled T-junction;
o B2221 Great Tattenhams / A240 Reigate Road / B2221 Tattenham Way signalised
crossroads; and
o Merefield Gardens / De Burgh Gardens priority controlled T-junction.
in addition, the assignment of development-generated traffic to the north of the site
(Long Walk, Chapel Way etc.) is considered;
the use of TEMPRO growth factors, with the nearby Merland Rise proposal considered as
a 'committed development';
assignment of the development traffic generation to the local highway network using
2001 Census Travel to Work data;
extent of analysis of the five-year accident record;
an audit of pedestrian and cycle routes from the proposed development to nearby bus
stops and other key destinations; and
assessment of the accessibility of the site by sustainable modes of travel and the ease
with which everyday services and facilities can be accessed.
Scope
1.8 The structure of this Transport Assessment is thus as follows:
Section 2.0 describes the transportation planning policy considerations;
Section 3.0 provides an appraisal of the existing site conditions, local highway network,
traffic flows and accident record;
Section 4.0 outlines the development proposals, and demonstrates the proposed
development's likely parking demand and conformity to appropriate parking standards;
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Section 5.0 demonstrates the site's excellent accessibility by sustainable modes of
travel;
Section 6.0 discusses the predicted vehicular trip generation, distribution and
assignment;
Section 7.0 presents the results of capacity analysis for agreed junctions;
Section 8.0 identifies appropriate measures to mitigate the transport impacts of the
development;
Section 9.0 summarises with discussion and conclusions.
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2.0 PLANNING AND POLICY CONTEXT
2.1 This section presents an appraisal of the relevant planning and policy documents at national
and local levels.
National
National Planning Policy Framework
Local
Surrey Local Transport Plan (LTP3)
Reigate & Banstead Local Plan 2005
Reigate & Banstead Core Strategy Proposed Submission Document (March 2012)
Preston Planning Framework (April 2012)
National Planning Policy Framework (March 2012)
2.2 The National Planning Policy Framework (NPPF) was adopted in March 2012 and sets out the
Government's view of what sustainable development in England means in practice. The
NPPF replaces over a thousand pages of national policy in order to allow "people and
communities back into planning".
2.3 The NPPF makes clear that there is a presumption in favour of sustainable development,
stating "planning should operate to encourage and not act as an impediment to sustainable
growth". With regard to transport, one of the policy's objectives is to "support reductions
in greenhouse gas emissions and reduce congestion". The requirement for Transport
Assessments, such as this one, is retained for developments that generate significant
amounts of movement. The NPPF continues that "Plans and decisions should take account
of whether:
the opportunities for sustainable transport modes have been taken up depending on
the nature and location of the site, to reduce the need for major transport
infrastructure;
safe and suitable access to the site can be achieved for all people; and
improvements can be undertaken within the transport network that cost effectively
limit the significant impacts of the development".
2.4 The conclusion to these points is that "development should only be prevented or refused on
transport grounds where the residual cumulative impacts of development are severe".
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2.5 With respect to parking, NPPF states that "in setting local parking standards for residential
and non-residential development, local planning authorities should take into account:
the accessibility of the development;
the type, mix and use of the development;
the availability of and opportunities for public transport;
local car ownership levels; and
an overall need to reduce the use of high-emission vehicles".
2.6 Local plans should protect and exploit opportunities for the use of sustainable transport
modes for the movement of goods or people. Travel Plans are recognised as a key tool to
facilitate this. Furthermore, planning policies "should aim for a balance of land uses within
their area so that people can be encouraged to minimise journey lengths for employment,
shopping, leisure, education and other activities".
Surrey Local Transport Plan
2.7 The strategies contained within the third Surrey Local Transport Plan (LTP3) (April 2011)
look forward to 2026 and will be reviewed every three to five years as necessary.
Associated Implementation Plans will cover three-year cycles.
2.8 The Vision and Objectives of the LTP3 are focused on what transport can do to help
improve the economy, the environment and quality of life in Surrey. The objectives
identified are therefore to achieve effective, reliable, safe and sustainable transport.
2.9 A number of Strategies have been reviewed or developed as part of the 'Surrey Transport
Plan', which cover air quality, climate change, congestion, freight, parking, passenger
transport and travel planning. Indicators and targets have been identified in the
development of these strategies and are intended to gauge progress towards meeting the
objectives of the Plan and tackling transport problems.
2.10 Examples of such targets include maintaining (or improving on) bus patronage at 2009/10
levels at 29.88 million passenger journeys and to reduce the proportion of children
travelling to school as the only car passenger by 10% by 2013/14 from a baseline of 37.5% in
2008/09.
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Reigate & Banstead Local Plan 2005
2.11 The principal planning document at the local level is the Reigate & Banstead Local Plan
2005 until such time that it is replaced by the emerging Local Development Framework.
2.12 The Planning Strategy and Objectives of the Local Plan, with respect to Transport, include
making the best use of existing road, rail and bus networks, to avoid a significant worsening
of local traffic conditions or transport provision through new development proposals and to
ensure that major developments provide for any necessary off-site transport network
improvements.
2.13 Relevant policies from the Local Plan include Policy Mo 5, which states that "in considering
proposals for new development, the [council] will seek to ensure that arrangements for
access and circulation are appropriate to the type of development proposed and the area
it is located and do not aggravate traffic congestion, accident potential or create
environmental disturbance in the vicinity".
2.14 The Local Plan also sets out the applicable Parking Standards. These are elaborated on in
Section 4.0 of this report.
2.15 With respect to pedestrians, Policy Mo 12 states that the council "will seek to improve and
extend the bridleway and footpath networks either by land management or by negotiation
on development proposals". With respect to cyclists, Policy Mo 13 states that the council
"will seek to improve conditions for cyclists by identifying potential segregated routes and
facilities to meet their needs in highway and traffic management schemes".
2.16 The Local Plan Proposals Map classifies De Burgh Playing Fields as a 'Safeguarded Housing
Site'.
Reigate & Banstead Borough Council Core Strategy ‘Composite Document’
2.17 The Core Strategy ‘Composite Document’ is the latest incarnation of the draft Core
Strategy (July 2013), following submission in May 2012 of the Proposed Submission
Document and subsequent further amendments and consultation exercises. The Composite
Document has been prepared as a supporting document for the post-hearing amendments
consultation. The Core Strategy will provide the spatial strategy for the Borough for the
next 15 years.
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2.18 Transport will play a role in delivering the Vision for the Borough. In year 2027, "people
living and working in the Borough will have access to a range of sustainable transport
choices, and the efficiency of the road network, public transport services and interchange
facilities will have been improved".
2.19 Policy SO14 of the proposed Core Strategy aims "to tackle congestion, pollution and
greenhouse gas emissions of private car use by promoting sustainable modes of transport
to promote healthier lifestyles". Policy SO15 aims "to improve overall accessibility to key
services and facilities for all by encouraging development in accessible locations,
maintaining and enhancing the movement network".
2.20 The proposed development site lies within 'Area 1: The North Downs'. The key objectives
of the spatial strategy for this area are "to achieve modest and sustainable growth within
[the limitations of the area] whilst preserving and enhancing the area".
2.21 The Core Strategy states that "Preston is a small suburb within the built up area. It is one
of the Council's priority areas for regeneration, and it is committed to working with
partners (including Surrey County Council and Raven Housing Trust) and local people to
bring about comprehensive physical and social renewal. The regeneration will help tackle
historic deprivation and create a more sustainable community. In terms of its existing
character Preston is recognised as having low sensitivity to change".
2.22 With respect to infrastructure in Area 1, the document states that development will be
directed to locations that are already well served by existing services and those that can be
upgraded. "Traffic congestion will be addressed through the improvement of alternative
transport options to reduce the need to use the car. Comprehensive redevelopment in the
Preston regeneration area will benefit not only the local community but also provide for
the wider infrastructure needs (e.g. in terms of leisure/recreation) of residents across the
North Downs area".
2.23 Infrastructure Priority Schemes identified for Area 1, of relevance to the proposed
development, include:
transport improvements in and around Preston Regeneration Area, to accommodate
transport demand from new development; and
highway improvements to A240 / B2221 junction, to increase key junction capacity to
accommodate new development.
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Preston Planning Framework (April 2012)
2.24 The PPF identifies some of the challenges affecting the Preston Estate. With respect to
highways and transport, this identifies that the existing built area was designed prior to the
rise in car ownership and has evolved over a number of years, resulting in a general lack of
design coherence. The result has been “heavy on-street car parking which can restrict
vehicular movement, and poor pedestrian and cycle routes”. The PPF was approved by the
Borough Council's Executive in April 2012 and will serve as an interim policy mechanism to
guide development before being rolled into a Development Management Policy (DMP) as
part of the Local Development Framework (LDF).
2.25 The PPF has been subject to formal public consultation and will be a material planning
consideration in the determination of planning applications.
2.26 The PPF envisages that between 90 and 150 new homes could be provided on the Merland
Rise site and between 150 and 250 new dwellings on the De Burgh site (the subject of this
Transport Assessment).
2.27 With respect to infrastructure, it is recognised that "the proposed growth of Preston will
put additional pressure on the road network which will require improvements to be made".
Road widening, junction improvements and improved parking provision are suggested. It
states that existing on-street parking can cause congestion on access roads and bus routes.
2.28 Provision of car and cycle parking within new development, consistent with the Borough's
current adopted parking standards, should be informed by a detailed parking study. The
provision of car club parking spaces are also expected to facilitate sustainable transport
choices. However, "car parking provision must not dominate designs for new
development".
2.29 Pedestrian / cycle and public transport links to the leisure, community and youth facilities
proposed at the Merland Rise site from the rest of the area, including the De Burgh site and
other likely locations, should be strengthened.
2.30 It also states that “to support bus access into the area, parking restrictions should be
introduced in appropriate locations and formalised parking bays (parallel or right-angle
bays) should be created along bus routes. Pedestrian and cycle routes that link key
facilities, within and adjacent to the area, will be improved, in particular, the links across
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Burgh Heath to the A240 (Asda and towards the Beacon School)...The emerging Core
Strategy identifies Pitwood Park for intensification of its existing use. Improvement of
linkages to such employment opportunities will improve accessibility to local residents".
Proposed Development
2.31 This Transport Assessment seeks to identify how the various policies identified above are
supported by the application for the proposed development at De Burgh playing fields.
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3.0 SITE LOCATION AND LOCAL HIGHWAY NETWORK
Site Location
3.1 The site is situated on the eastern side of the Preston Estate and currently comprises
grassland. We understand that whilst this land is used occasionally by walkers, it is not
authorised for this use.
3.2 The site is bounded to the north by Chetwode Road, to the east by Burgh Heath, and to the
south and west by existing properties off Hatch Gardens, De Burgh Gardens, Merefield
Gardens and Marbles Way. An existing Surrey County Council facility is situated to the
northwest corner of the site. CEC Plan 3563/201 [Site Location Plan] confirms the location
of the site.
3.3 Banstead town centre is located some 2.4km (1.5 miles) to the northeast of the site. The
M25 passes some 3.6km (2.3 miles) to the southwest of the site, whilst Reigate town centre
is some 7.5km (4.6 miles) to the south. Epsom town centre is located approximately 4.2
km (2.6 miles) to the northwest.
Local Highway Network
3.4 The following paragraphs provide a description of the key public highways in the vicinity of
the site.
Chetwode Road
3.5 Chetwode Road forms the northern boundary to the proposed development site. Two
priority junctions from Chetwode Road are proposed to provide access to the site.
Chetwode Road has a single carriageway with street lighting, and along the majority of its
length there are footways on both sides. However, there is no footway along the southern
side of Chetwode Road along the proposed development site frontage.
3.6 Chetwode Road is orientated in an east-west direction and connects with Merland Rise at its
western end, terminating at the entrance to a sub-station some 700 metres further east at
the eastern end of the proposed development site frontage. A footpath leads east from
here across Burgh Heath. It provides direct frontage access to residential properties, whilst
a number of residential side roads also take access from it. Chetwode Road has a general
carriageway width of some 6.0m.
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3.7 The proposed development site frontage to Chetwode Road is shown within Photograph 3.1.
Photograph 3.1: Chetwode Road looking west, in vicinity of Long Walk, at the site frontage
De Burgh Gardens
3.8 De Burgh Gardens is a relatively recent residential cul-de-sac when compared to the more
established Preston Estate. Refer to Photograph 3.2 below. It has a general carriageway
width of 5.5m, with footways on either side, street lighting, tactile paving and turning head
arrangements. It consists of two spurs. The vehicular access to the southern portion of the
proposed development will be via an extension of De Burgh Gardens.
Photograph 3.2: De Burgh Gardens
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3.9 De Burgh Gardens is served off Merefield Gardens, which in turn is accessed from Marbles
Way. Owing to the southbound one-way system on Merefield Gardens, to the immediate
south of De Burgh Gardens, vehicles can only access the cul-de-sac by travelling south along
Merefield Gardens from Marbles Way. However, vehicles can egress the cul-de-sac in either
direction along Merfield Gardens.
Merefield Gardens
3.10 As related above, Merefield Gardens provides access to De Burgh Gardens, from which the
southern portion of the proposed development will be accessed. Merefield Gardens is a
single carriageway road with a general carriageway width of 4.8m. The construction of the
carriageway is concrete. Merefield Gardens connects with Hatch Gardens to the south, via
a priority junction. Marbles Pond is situated between the proposed development site,
Merefield Gardens and Marbles Way. Photograph 3.3 over page shows Merefield Gardens.
Photograph 3.3: Merefield Gardens at the junction with De Burgh Gardens (left),
also showing one-way system beyond
Marbles Way
3.11 Merefield Gardens and Hatch Gardens connect with Marbles Way to the west of the
proposed development site. The northern end of Marbles Way connects with Chetwode
Road at a priority T-junction, as shown in Photograph 3.4. Marbles Way is a single
carriageway road with footways along either side. It is orientated in a north-south
direction and provides direct frontage access to residential dwellings. As well as Merefield
Gardens and Hatch Gardens, a number of other residential side roads also take access from
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it Marbles Way. It has a typical carriageway width of some 6.5 metres, and has street
lighting on both sides. Refer to Photograph 3.5 over page.
Photograph 3.4: Marbles Way (minor arm) / Chetwode Road (major arm) Priority Junction
3.12 Marbles Way becomes known as Preston Lane at its southern end, some 500m south of the
Marbles Way / Chetwode Road junction. Preston Lane then connects with Merland Rise at a
priority T-junction some 600 metres to the west.
3.13 Marbles Way is subject to unrestricted parking along much of its length and sporadic on-
street parking was observed during a site visit undertaken by CEC.
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Photograph 3.5: Marbles Way looking north
Hatch Gardens
3.14 As related above, Hatch Gardens is located to the south of Merefield Gardens whereby
Hatch Gardens forms the major road of the priority intersection. Hatch Gardens is a
crescent that connects with Marbles Way via two priority junctions. It is subject to an
anticlockwise one-way system, such that traffic passes Merefield Gardens in a westbound
direction. With Merefield Gardens at this location subject to a southbound-only one-way
system, traffic joining Hatch Gardens must turn right before joining Marbles Way.
3.15 Development-related traffic, from the southern portion of the site, that assigns to Preston
Lane for travel towards Tadworth and other destinations to the southwest will likely turn
left out of De Burgh Gardens, travel south along Merefield Gardens, and then west along
Hatch Gardens before joining Marbles Way (which becomes known as Preston Lane further
south). Again, Hatch Gardens has footways on either side and street lighting.
Merland Rise
3.16 Merland Rise is a single carriageway road with a typical carriageway width of some 6.0
metres. It has footways along either side as well as street lighting. It provides direct
frontage access to a number of residential properties along its length, and a number of
residential side roads take access from it.
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3.17 At its northern end it connects with B221 Great Tattenhams via a priority T-junction. In the
vicinity of the access to Epsom Downs Primary School a traffic calming feature in the form
of a build-out into the carriageway has been installed, requiring northbound traffic to give-
way to southbound traffic. Merland Rise extends south from here to meet Preston Lane.
From this point, the road then turns southwest for a distance of some 275 metres before
connecting with Epsom Lane North at a priority T-junction.
3.18 A view of Merland Rise in the vicinity of the Banstead Leisure Centre is shown within
Photograph 3.6.
Photograph 3.6: Merland Rise looking north
Preston Lane
3.19 Preston Lane is located to the south of the site and is formed of two different sections,
between Marbles Way and Merland Rise, and between Merland Rise and Epsom Lane North.
Both sections are formed of a single carriageway with footways along both sides, and
facilitate access to residential development.
3.20 Preston Lane is shown within Photograph 3.7 over page.
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Photograph 3.7: Preston Lane looking east towards Marbles Way
B2221 Great Tattenhams
3.21 B2221 Great Tattenhams is located to the north of the site and connects with the A240
Reigate Road at its eastern end at a signal-controlled junction and with the B290
Tattenham Corner Road at its western end at a priority T-junction. It is a single
carriageway road with footways along both sides and street lighting. It provides direct
frontage access to residential properties, with a number of other residential side roads
taking access from it. Capacity analysis has been undertaken as part of this TA at the
junctions of Merland Rise / Great Tattenhams and Great Tattenhams / A240 Reigate Road,
the results of which are presented within Section 7.0 of this report.
3.22 A view of Great Tattenhams is shown within Photograph 3.8 over page.
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Photograph 3.8: Looking East along Great Tattenhams from the Junction with Merland Rise
A240 Reigate Road
3.23 The A240 Reigate Road is a single carriageway road and is orientated on a broadly north-
south alignment. It connects with the A217 Brighton Road at its southern end via a signal-
controlled junction, whilst at its northern end it connects with the A24 Ewell Bypass at a
roundabout junction. Approximately 720m (0.5 miles) to the northeast of the site, A240
Reigate Road forms a signal-controlled junction with Great Tattenhams, a capacity analysis
of which has been undertaken as part of this TA.
3.24 A network of public footpaths on Burgh Heath provide pedestrian connectivity from both
the eastern end of Chetwode Road and the eastern end of Hatch Gardens, with Reigate
Road to the south of the existing Asda superstore.
3.25 A view of Reigate Road is shown in Photograph 3.9 over page.
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Photograph 3.9: Reigate Road looking North, close to Junction with A217 Brighton Road
A217 Brighton Road
3.26 The A217 Brighton Road is a dual carriageway road linking Junction 8 of the M25 some
5.6km (3.5 miles) to the southeast of the site, with the A297 at Sutton, approximately
9.2km (5.7 miles) to the north of the site. Approximately 500 metres to the east of the
site, the A217 Brighton Road forms a signal-controlled junction with the A240 Reigate Road.
3.27 A number of shops are located on the eastern side of the junction between A240 Reigate
Road and A217 Brighton Road. Pedestrian phases at the junction allow access to these
shops from the proposed development on foot, via Burgh Heath.
Vehicular Routes North of the Site
3.28 Traffic generated by the proposed development that assigns to the local highway network
north of the site will negotiate a network of residential streets before joining the B2221
Great Tattenhams. All routes will include use of Chetwode Road, followed by either Long
Walk or Broad Walk; Coxdean or Ferriers Way; and Chapel Way or St. Marks Road. These
routes consist of relatively short lengths of carriageways and a number of priority junctions.
The roads are also relatively narrow, such that any on-street parking requires drivers to
give-way to oncoming traffic. These routes are already used by through-traffic. A more
suitable route would be along Chetwode Road and then Merland Rise. Section 8.0 of this
report identifies some suitable mitigation measures that could be implemented to improve
the situation.
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Car Parking on the Preston Estate
3.29 Many of the roads that make up the Preston Estate are subject to unrestricted parking, and
sporadic on-street parking associated with adjacent residential properties was observed by
CEC during a site visit. The problem of heavy on-street parking is also identified within the
Preston Planning Framework (2012). In places, this on-street parking reduces the available
carriageway width, requiring drivers to give and receive priority as required as well as
causing temporary obstructions while buses are stopped.
3.30 With input from CEC, RBBC has been investigating solutions to the on-street parking issues
within the Preston Estate. A number of schemes have been identified, comprising the
provision of new perpendicular parking bays, parking courts, full width and half width
laybys and 45° 'echelon' on-street parking bays. We understand that, at the time of
writing, four of these schemes have been implemented (or are being implemented
currently), as follows:
A half-width layby on Merland Rise, south of Chetwode Road, to accommodate some six
cars;
The removal of a central island along Chetwode Road and replacement with echelon
parking bays to accommodate some 13 cars;
A half-width layby on St. Leonards Road, north of Chetwode Road, to accommodate
some six cars; and
The replacement of three areas of damaged grass verge on Merland Rise with concrete
to encourage vehicles to park half on/half off the carriageway.
3.31 In close proximity to the proposed development site are proposals for a full-width layby on
Marbles Way close to Marbles Pond and parking improvements on Merefield Gardens close to
the junction with Hatch Gardens.
3.32 We understand that in the coming months and years, a number of the remaining schemes
and other initiatives will be introduced, including the above-mentioned schemes on Marbles
Way and Merefield Gardens. These improvements will assist the free-flow of traffic,
reduce the occurrence of inconsiderate parking (to the benefit of road safety for all road
users) and increase the reliability of bus services.
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Personal Injury Accidents (PIAs)
3.33 We have obtained Personal Injury Accident (PIA) data from Surrey County Council relating
to the highway network surrounding the proposed development site for the 67-month
period between 1st January 2008 and 31st July 2013.
3.34 In total, there have been 55 PIAs resulting in 74 personal injuries. Some 49 of the recorded
accidents were classified as 'slight' and six were classified as 'serious'. There were no
fatalities.
3.35 The results are summarised over page in Table 3.1 whilst the full accident data is contained
on a CD-ROM within Appendix 3. The location of the accidents are shown on CEC Plan
3563/202 [Personal Injury Accident Plan] contained within Appendix 1.
Table 3.1: Personal Injury Accident Data
2008 2009 2010 2011 2012 2013 (- July)
12 9 7 5 14 8
Severity Slight Serious Fatal
Accidents 49 6 0
Casualties 68 6 0
Conditions Dry Wet Light Dark
34 21 34 21
Type
Car Car / Car Car / Car / Car Car / Car / Car / LGV
3 19 9 1
Car / Car / LGV Car / HGV Car / M’cycle Car / Cycle
1 1 6 3
Car / Pedestrian Car / Pedestrian /
Pedestrian Bus / Pedestrian MGC / M’cycle
7 1 1 1
LGV / M’cycle LGV / Pedestrian
1 1
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3.36 It is apparent from Plan 3563/202 that, aside from clusters of accidents at the Merland Rise
/ B2221 Great Tattenhams priority junction (6 No.); the signalised crossroads between the
A240 Reigate Road / B2221 Great Tattenhams (5 No.); and a length of the A240 Reigate
Road outside the Asda superstore (7 No.), there is a generally even distribution of recorded
accidents along Merland Rise, Chetwode Road and Preston Lane. No accidents have been
recorded adjacent to the proposed development site.
3.37 Each of the clusters of accidents at the three sites referred to above were classified as
'slight'. With respect to vulnerable road users, at the signalised junction, two of the
accidents involved pedestrians and one involved a motorcycle. At the priority junction, one
accident involved a pedal cyclist. No vulnerable road users were involved in the accidents
alongside the Asda superstore.
3.38 Eight accidents elsewhere on the local highway network involved pedestrians, two of which
were considered to be 'serious'.
3.39 Motorcyclists were involved in seven other accidents in the area considered, one of which
was classified as 'serious'. Most of these motorcycle accidents involved other drivers failing
to give-way, perhaps because of motorcyclists’ relative inconspicuousness.
3.40 In general, driver error can be considered to be the cause of many of the accidents,
including excessive speed, failure to pay due care and attention, failure to give-way etc.
Those accidents that involved pedestrians or cyclists appear to have largely been caused by
their own error. The known high levels of on-street parking may have played a role in a
number of accidents, perhaps especially those where car drivers appear to have not seen
motorcyclists. However, the proposed development will provide an appropriate level of
parking to accommodate its own requirements whilst the improvements that are currently
being implemented by RBBC will go some way to improving on-street parking across the
wider area.
3.41 Given the above, CEC considers that the prevalence of accidents on the local highway
network in the vicinity of the site is unlikely to be materially affected by the proposed
development.
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4.0 DEVELOPMENT PROPOSALS
Development Schedule
4.1 The outline planning application seeks permission for a residential development comprising
of some 180 dwellings, as shown on MH Architects' Drawing No. 12/131-PL02 [Proposed Site
Plan], and made up as follows:
10 x 1 bedroom flats;
29 x 2 bedroom flats;
22 x 2 bedroom houses;
74 x 3 bedroom houses; and
45 x 4 bedroom houses;
TOTAL – 180 units
4.2 Should planning approval be gained in 2014, it is anticipated that the full development will
be constructed and completed in 2015/16.
Car Parking
4.3 RBBC's Local Plan 2005 provides residential parking standards as detailed below (maxima):
1 bedroom dwellings - 1 car parking space;
2 bedroom dwellings - 1.5 car parking spaces; and
3+ bedroom dwellings - 2 car parking spaces.
4.4 The Local Plan aims for developments of greater than 20 dwellings, of mixed types, to
provide an average of 1.5 spaces per dwelling in accordance with national Planning Policy
Guidance 13 (Transport) (PPG13). It should be noted, however, that PPG13 has now been
replaced by the NPPF.
4.5 Application of the maximum parking standards to the proposed development schedule
detailed in paragraph 4.1 above, suggests that there should be a maximum of some 325 car
parking spaces. The average parking provision per dwelling would therefore be 1.8, should
the maximum parking provision be implemented. An average of 1.5 spaces per dwelling
would equate to 270 parking spaces.
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4.6 However, SCC has recently published guidance that highway officers suggest is more
relevant given the age of those standards contained within the Local Plan. SCC's Vehicular
and Cycle Parking Guidance (January 2012) suggests the following requirements, for
suburban areas:
1 & 2 bedroom flats - 1 car parking space;
1 & 2 bedroom houses - 1+ car parking spaces;
3 bedroom houses - 2+ car parking spaces; and
4+ bedroom houses - 2+ car parking spaces.
4.7 For those units with a '+' shown next to them, the guidance suggests that "where space
permits, it may be appropriate to consider increased provision".
4.8 The Proposed Site Plan indicates some 330 spaces, in accordance with SCC's guidance
(which would suggest 299+ spaces) and broadly in accordance with RBBC's Local Plan 2005.
The parking provision across the whole site is equivalent to c1.8 spaces per dwelling.
4.9 Given the known parking issues at the Preston Estate, as described in Section 3.0 of this
report, it is important that the proposed development can safely and efficiently
accommodate the likely demand, and that overspill parking beyond the proposed site
boundary does not occur.
Cycle Parking
4.10 Cycle parking will be provided in accordance with SCC's guidance for those flats and houses
without garages or gardens. One and two bedroom units will be provided with one cycle
space each and units with three or more bedrooms will be provided with two cycle parking
spaces each. For those units with a garage or garden, it is considered and accepted by SCC
that cycles can be stored either in a garage or in sheds.
Proposed Means of Vehicular Access
4.11 The proposed development site will have three vehicular points of access. The northern
portion of the development will be accessed from two priority junction arrangements on
Chetwode Road. The eastern-most of these accesses will be offset from Long Walk,
effectively forming a 'left-right staggered junction' with some 30m between their
centrelines. SCC's 'Surrey Design - A Strategic Guide for Quality Built Environments -
Technical Appendix' (2002) states that "junction spacing is not restricted where traffic
speed is less than 20mph and roads serve less than 100 dwellings subject to adequate
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visibility to maintain safety". Vehicle speeds in this location on Chetwode Road are no
higher than 20mph since vehicles are approaching, or travelling from, the eastern end
(terminus) of Chetwode Road, whilst the northern portion of the proposed development
accommodates some 118 dwellings, of which this eastern access will be used by half (or
less) of these residents. Appropriate visibility splays to/from the accesses will be available
along the site frontage. The same technical guidance relates that "staggered crossroads
also provide speed control if their kerb radii do not overlap", as is the case for the
proposal.
4.12 The southern portion of the site will be accessed off an extension to De Burgh Gardens, a
cul-de-sac served off Merefield Gardens. It would appear from Photograph 4.1 that the
proposed point of access was intended to provide vehicular access to the site at some point
in the future. We understand that the De Burgh Gardens development once formed part of
the De Burgh Playing Fields and was developed in 2001.
4.13 The internal road layout and access arrangements have been subject to swept path analysis
for a refuse vehicle of the type we understand is used by RBBC. The swept path analysis
has informed the layout and road geometry. Refer to CEC Plans 3563/204-1 and 3563/204-2
[Swept Path Analysis] within Appendix 1.
Photograph 4.1: The Southern Portion of the Development will be Served
by an Extension of De Burgh Gardens
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Pedestrian / Cycle Access
4.14 The proposed development site will be highly permeable to pedestrians and cyclists. A
linear park, aligned approximately east-west separates the northern and southern portions
of the development to vehicular traffic. The western end of the linear park will be
accessed by pedestrians and cyclists from the vicinity of Marbles Pond.
4.15 Existing footways on either side of De Burgh Gardens will be extended into the site at this
southern point of access. Footways will also be provided on either side of the two accesses
from Chetwode Road. A footway on the southern side of Chetwode Road, between the two
proposed points of access, will also be provided. Within the site, footways on at least one
side of the internal roads will give way to shared surface areas at appropriate locations
where traffic levels and speeds will be low.
4.16 We understand that RBBC plans to upgrade the existing footpath through Burgh Heath that
leads from the eastern end of Chetwode Road to the A240 Reigate Road, south of the Asda
superstore. We understand that the plans, which are supported by SCC, include surfacing
the footpath and possibly lighting. Cyclists may also be able to use the path. If deemed
appropriate, it may be that the proposed development will contribute towards these works
via a Section 106 agreement. Certainly, this footpath connection will be an important
route between the proposed development site and the Asda superstore and the Beacon
School. Existing and future residents would benefit from it being upgraded.
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5.0 ACCESSIBILITY & SUSTAINABILITY
Introduction
5.1 This section of the report outlines the level of public transport services and existing walking
and cycling infrastructure available within close proximity to the site. It also identifies the
locations of important day-to-day services and facilities, such as food stores and schools, in
relation to the site, which will be particularly important for new residents.
Accessibility
5.2 Accessibility is concerned with the ability with which people can reach different locations
and facilities by different travel modes. The location of the proposed development site
provides access to key services (food retail, health, employment and education) within a
reasonable travel time by sustainable modes. Refer to CEC Plan 3563/203 [Accessibility
Plan] contained in Appendix 1, which shows the location of key services.
5.3 The development of the De Burgh Playing Fields will help to enhance connectivity between
areas of the Preston Estate by the provision of formalised pedestrian and cycle routes. The
proposed development will also help to bring about the planned upgrade of existing
footpaths across Burgh Heath such that pedestrian connectivity for existing and future
residents is improved to destinations such as the Asda superstore, the Beacon School and
towards Banstead town centre.
5.4 Table 5.1 over page provides a summary of travel distances to nearby amenities.
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Table 5.1: Accessibility Summary Table
5.5 It can be seen from Table 5.1 that many everyday services and facilities are available
within a short walk of the proposed development site. Indeed, there are clusters of shops,
food outlets, banks, pharmacies, hairdressers etc. throughout the area and within 2km (3.2
miles). These clusters are located at, for example:
A217 Brighton Road, close to the junction with A240 Reigate Road;
Marbles Way;
Tattenham Corner;
Tadworth; and
Kingswood.
5.6 By way of example, the nearest convenience store is located on Marbles Way, close to
Hatch Gardens, some 470m (0.3 miles) from the centre of the site. Assuming a walking
speed of 4.8kph (3mph)1, walking to the convenience store would take some 6 minutes.
There are further shops located at Brighton Road, close to the junction with Reigate Road.
1 Traffic Planning and Engineering, Third Edition, Volume 1, C A O’Flaherty
Description Approximate Walking Distance from Centre of the Site
Primary School 910m (0.6 miles) - Epsom Downs Primary School and Children's Centre, Merland Rise
Secondary School 1.7km (1.1 miles) - The Beacon School, Picquets Way
Supermarket 680m (0.4 miles) - Asda, A240 Reigate Road
Convenience store 470m (0.3 miles) - Marbles Way Newsagent
Railway Station 1.6km (1.0 miles) - Tattenham Corner Rail Station 3.4km (2.1 miles) - Epsom Downs
Bank 1.7km (1.1 miles) - Barclays, Waterhouse Lane
Post Office 1.8km (1.2 miles) - Waterhouse Lane
Doctors/GP 1.5km (0.9 miles) - Tadworth Medical Centre
Dentist 1.6km (1.0 miles) - Brightsmile Dental Care, Shelvers Hill
Hospital 5.2km (3.3 miles) - Epsom Hospital, Dorking Road
Pharmacy 680m (0.4 miles) - Asda Pharmacy, A240 Reigate Road
Leisure Facility 780m (0.5 miles) - Banstead Leisure Centre
Place of Worship 700m (0.4 miles) - St. Mark's Church of England, St. Mark's Road
Public House 2.5km (1.5 miles) - The Inn on the Green
Hair Dresser 830m (0.5 miles) - No.7 Barber Shop
Town Centre 3.5km (2.2 miles) - Banstead
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5.7 A larger number of small retail outlets is available at Tattenham Corner, within 1.6km (1.0
miles) of the centre of the site. As well as being close to Tattenham Corner rail station,
there is a Co-operative food store, a 'Martins' convenience store, a post office, two
pharmacies and a number of hair dressers, amongst others.
5.8 A large supermarket (Asda, 680m [0.4 miles]) is located on the A240 Reigate Road and
would require a 9 minute walk from the centre of the development site via Burgh Heath.
Cycling to the supermarket would take some 4 minutes, based on a cycle speed of 12kph
(7.5mph)2.
5.9 Although Banstead town centre is situated within a reasonable cycling distance, for those
who are less able, the No. 420 and No. 318 bus routes can be used to reach the wider range
of services and facilities here. The No. 318 passes along the A240 Reigate Road and can be
accessed at the Asda supermarket. Alternatively, the No. 420 travels along Merland Rise,
some 830m distant. Further details of these and other bus services accessible from bus
stops located closer to the proposed development site are detailed below.
5.10 The nearest primary school to the proposed development site (Epsom Downs Primary School
and Children's Centre) is situated some 910m (0.6 miles) from the centre of the
development. Walking to the school, via Chetwode Road, would take some 12 minutes.
Cycling to the school would take only some 5 minutes.
5.11 The nearest secondary school to the proposed development site (The Beacon School) is
situated some 1.7km (1.1 miles) from the centre of the development. Walking to the
school, via the footpath through Burgh Heath, would take some 22 minutes. Cycling to the
school would take some 9 minutes.
Walking and Cycling Network
5.12 Although now superseded by the publication of the NPPF, PPG13: Transport outlines that
walking is the most important mode of travel at the local level and "offers the greatest
potential to replace short car trips, particularly under 2 kilometres". The guidance
document also outlines that cycling can replace car trips up to 5km. As demonstrated
above, a significant number of local services and facilities are available within 2km of the
proposed development site, and are therefore easily accessible by walking and cycling.
Banstead town centre, at 3.5km, is an easy cycle distance (some 18 minutes).
2 As recommended by the DfT
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5.13 The walking and cycling environment in the vicinity of the site is good. All roads within the
immediate surroundings benefit from roadside footways and street lighting. There is an
existing footpath (surfaced and lit) leading east from Hatch Gardens that provides access to
the A240 Reigate Road via Burgh Heath (refer to Photograph 5.1). However, this route is
not overlooked and pedestrians may not wish to walk alone through here during the hours
of darkness. As related in Section 4.0 of this report, RBBC also has ambitions to upgrade
the existing unmade footpath across Burgh Heath from the eastern end of Chetwode Road,
shown in Photograph 5.2. It may be that the proposed development at the former De Burgh
Playing Fields provides a contribution towards this upgrade via a Section 106 agreement.
Photograph 5.1: Lit and surfaced footpath through Burgh Heath
connecting Hatch Gardens with Reigate Road
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Photograph 5.2: This unmade and unlit footpath through Burgh Heath between Chetwode Road and Reigate Road is planned to be upgraded
5.14 The proposed development at nearby Merland Rise includes a new road link that will follow
the approximate alignment of the existing footway / cycleway across the recreation
ground. The development of the Merland Rise site will incorporate pedestrian and cycle
provision that will assist with connections between the De Burgh Playing Fields site and
Banstead Leisure Centre and the Tadworth Medical Centre towards the western side of the
Preston Estate.
5.15 Chetwode Road, Merland Rise and Chapel Way are designated by the Surrey Cycle Guide
(interactive online mapping) as 'recommended' cycle routes. National Cycle Network Route
22 (NCN22) is located to the north of the Preston area, aligned east-west, and follows the
B2221 Great Tattenhams for part of its route (between Shawley Way and A240 Reigate
Road). NCN22 runs from Headley to Banstead town centre, with some traffic-free sections
(such as 'The Drive', also known as Church Lane). Thus, future residents of Merland Rise
may use this designated route to cycle to and from the town centre of Banstead, and to
walk or cycle to and from The Beacon School, which lies close to its route.
Pedestrian Route Audit
5.16 SCC highway officers have requested that an audit be undertaken of routes between the
proposed development site and the nearest bus stops, as well as to the nearby Banstead
Leisure Centre.
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5.17 A surfaced footpath leads from close to Marbles Pond, at the western boundary of the site,
towards Marbles Way. This footpath leads toward the northbound bus stop on Marbles Way,
but has a bollard positioned within the centre of the path which may pose an obstruction to
those with pushchairs and those in wheelchairs. However, there is no dropped kerbing to
assist those in wheelchairs or with pushchairs to cross to the opposite side of the road to
reach the northbound bus stop. Refer to Photograph 5.3 below and Photograph 5.4 over
page.
Photograph 5.3: Footpath leading from Marbles Pond
toward Marbles Way and the northbound bus stop
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Photograph 5.4: At the end of the Footpath leading from Marbles Pond
there is no dropped kerbing to assist with accessing the northbound bus stop
5.18 It should be noted, however, that the proposed full-width layby on Marbles Way, to be
introduced in the coming months, will result in some realignment of the footway and the
removal of the bollard. As a result, a dropped kerb (with tactile paving) crossing
arrangement may best be located immediately south of the proposed layby.
5.19 For those future residents who will walk through De Burgh Gardens towards the bus stops,
again there is no dropped kerbing to assist wheelchair users or those with pushchairs to
reach the footway on the south-western side of Merefield Gardens. Also, a vehicle
crossover has kerbing that may pose an obstruction to those with pushchairs or in
wheelchairs, along the north-eastern footway of Merefield Gardens. Refer to Photograph
5.5.
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Photograph 5.5: Merefield Gardens does not have conveniently located dropped kerbing to
assist those walking from De Burgh Gardens to reach the southbound bus stop on Marbles Way
5.20 A form of dropped kerbing exists at the bell-mouth junction of Merefield Gardens (minor
arm) with Marbles Way (major arm). This would be used by those residents leaving the
proposed development site in the vicinity of Marbles Pond (mainly those living within the
northern portion of the site) to reach the southbound bus stop. However, there is no
tactile paving provided at these dropped kerbs.
5.21 Beyond these areas, existing dropped kerbing will assist future residents to gain access to
the Merland Rise site, either via Acres Gardens or Cuddington Close. However, many of
these dropped kerb arrangements do not have tactile paving.
5.22 The developer of the De Burgh Playing Fields site is willing to provide a contribution via a
Section 106 agreement that will improve the above deficiencies.
5.23 Despite the known problems with parking on the Preston Estate, none of the dropped
kerbing was blocked by parked vehicles during CEC's visit. Notwithstanding, as already
related in this report, RBBC has begun a programme of improving the parking situation
throughout the area.
Public Transport - Bus
5.24 The nearest bus stops to the proposed development site are located some 215m and 250m
from the centre of the site on Marbles Way (close to Marbles Pond) for northbound and
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southbound services respectively. For future residents situated at the northern end of the
site, a bus stop located on Marbles Way close to Chetwode Road (for southbound services
only) and bus stops situated on Chetwode Road (for east- and west-bound services) may be
closer. Notwithstanding, all units within the proposed development will be within 350m of
a bus stop. This falls within the preferred maximum distance of 400 metres as
recommended by the Institute of Highways and Transportation document ‘Planning for
Public Transport in Development’.
5.25 The three bus stops on Marbles Way referred to above are denoted by a post & flag and
have timetable information (refer to Photograph 5.6 for an example). Two of them also
have a bin. A further bus stop on Marbles Way, situated a little further away (460m from
the centre of the site), comprise a shelter and seating, for northbound services. The
aforementioned westbound bus stop on Chetwode Road also benefits from a shelter.
Photograph 5.6: Northbound Bus Stop near to Marbles Pond
5.26 Services operating from these bus stops are run by Metrobus and include the Nos. 460 and
480. Refer to Table 5.2 for summary details of these services. The 460 (hourly) operates in
each direction along Marbles Way, connecting the Preston area with Epsom, Reigate and
Redhill. The 460 service stops at Tadworth and Tattenham Corner Railway Stations. The
480 service operates between Epsom High Street and the Preston Estate, travelling only
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northbound along Marbles Way. The 480 (half-hourly) also stops at Tattenham Corner
Railway Station. Services operate from the morning through to early evening, including
weekends.
5.27 As mentioned earlier in this section of the report, the No. 420 service (hourly in each
direction) operates along Merland Rise and can be accessed to travel to destinations
including Sutton, Banstead, Reigate and Redhill. Also, the No. 318 service (up to three
services per day in each direction, weekdays) operated by London General provides a
service between Epsom and Banstead via the Burgh Heath Asda.
Table 5.2: Summary of Local Bus services
Bus Operator
Service No.
Route (to / from)
Frequency (Weekday)
Weekend Service
Metrobus 460
Epsom High Street - Marbles Way - Tadworth Station - Reigate -
Redhill
Hourly from 6:20am to 8:01pm
Sat & Sun Services
Redhill - Reigate - Tadworth Station - Marbles Way - Epsom
High Street
Hourly from 5:52am to 7:30pm
Sat & Sun Services
Metrobus 480
Preston Headley Drive - Marbles Way - Tattenham Corner Station -
Epsom High Street
Half hourly from 8:43am to 6:50pm
Sat Services Only
Epsom High Street - Tattenham Corner Station - Preston Headley
Drive - Marbles Way
Half hourly from 8:43am to 6:50pm
Sat Services Only
Metrobus 420
Sutton - Banstead - Merland Rise Leisure Centre - Tadworth Station
- Reigate - Redhill
Hourly from 7:36am to 7:53pm
Sat & Sun Services
Redhill - Reigate - Tadworth Station - Merland Rise Leisure
Centre - Banstead - Sutton
Hourly from 6:30am to 6:54pm
Sat & Sun Services
Buses Excetera 318
Epsom - Tattenham Corner - Burgh Heath Asda - Banstead -
Tattenham Corner - Epsom
Three Services per Day None
Epsom - Tattenham Corner - Banstead - Burgh Heath Asda -
Tattenham Corner - Epsom
Three Services per Day
None
5.28 Reference to Table 5.2 above demonstrates that future residents will benefit from an
excellent bus service to likely destinations that include the nearby town centres and
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railway stations. We understand that contributions for enhancing bus services further may
be sought from the developer.
Public Transport – Rail
5.29 Tattenham Corner is the closest railway station to the centre of the proposed development
site at some 1.6km (1.0 mile). The rail station is therefore within an easy cycling distance
(8 minutes) and walking distance (20 minutes) of the proposed development, whilst bus
services 460 and 480 (detailed above) also stop at the railway station. Tattenham Corner is
the last station on this line.
5.30 Tadworth Station is located only a little further away from the centre of the site, at 2.3km
(1.4 miles). Tadworth Station is the next stop south of Tattenham Corner Station, on the
same line. Walking or cycling to this station (29 minutes and 12 minutes respectively)
would therefore save a few minutes rail journey time en-route further afield. Bus service
460 stops at Tadworth Station, thereby providing opportunities for public transport
interchange.
5.31 Similarly, Kingswood Station is located only 2.0km (1.3 miles) from the centre of the site.
Kingswood Station is the next stop east of Tadworth Station, on the same line. Walking or
cycling to this station (25 minutes and 10 minutes respectively) would therefore save a few
minutes rail journey time en-route further afield.
5.32 Epsom Downs railway station is the terminal station on the Sutton and Mole Valley Line, and
is located some 3.4km (2.1 miles) from the centre of the proposed development site, and is
therefore within a comfortable cycling distance.
5.33 Destinations served directly from Tadworth, Tattenham Corner, Kingswood and Epsom
Downs include London Victoria, London Bridge and stations en-route such as East Croydon
and West Croydon. Table 5.3 over page provides a summary of the services available.
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Table 5.3: Summary of Rail Services from Tattenham Corner Station [& Tadworth Station] and Epsom Downs Station
Train Operator Route Duration Via Frequency
Weekend Services
Southern Railway
London Victoria - Tattenham
Corner 50 mins East
Croydon Up to four services
per hour Two services per hour
Southern Railway
Tattenham Corner - London
Bridge 50 mins East
Croydon Up to three services
per hour
Saturday up to three services per hour;
Sunday two services per hour
Southern Railway
London Victoria - Epsom Downs 55 mins
West Croydon
Half hourly during peak periods; hourly for remainder of day
Saturday only, hourly
Southern Railway
Epsom Downs - London Victoria
55 mins West Croydon
Half hourly during peak periods; hourly for remainder of day
Saturday only, hourly
Summary
5.34 This Section of the report has demonstrated that future residents of the proposed
development will not be reliant on the private car. A range of everyday services and
facilities are available within walking and cycling distance. Pedestrians and cyclists will be
catered for as part of the development, whilst the existing network of footways and
cycleways allow access to these services and facilities. Frequent and regular bus services
are available to nearby destinations, whilst connection with nearby rail stations will help to
ensure that public transport is a viable option for future residents for travel locally and
further afield.
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6.0 PREDICTED FUTURE TRIP GENERATION, DISTRIBUTION & ASSIGNMENT
Trip Generation
6.1 We provide within this section of the report the methodology used to establish the
predicted trip generation of the proposed residential development.
6.2 It has been agreed with SCC that the weekday AM and PM peak hour periods will be
assessed; the specific hourly periods have been identified from the Manual Classified Count
(MCC) undertaken at the signalised crossroads between the A240 (Reigate Road) and B2221
(Tattenham Way / Great Tattenhams) as 07:45 to 08:45 and 17:00 to 18:00. This junction
is the most heavily trafficked of the three off-site junctions assessed within this TA and will
therefore be more sensitive to any additional traffic. It is therefore appropriate to
undertake analysis for this junction's busiest periods.
6.3 Notwithstanding, the following information provided with respect to vehicular trip
generation of the proposed residential development is dependent on the TRICS database
which provides data for whole-hour periods. With respect to the AM peak hour, the
predicted traffic generated by the proposed development for the period 08:00 to 09:00 has
therefore been applied to the 07:45 to 08:45 highway network peak flows.
6.4 For the purposes of this report, we have considered multi-modal ''Residential - Houses
Privately Owned' survey sites within the TRICS database for weekdays. Owing to the large
number of sites available within this classification, we have been able to exclude sites in
areas such as Ireland. We have restricted the size of the TRICS survey sites to a minimum
of 50 dwellings (from 9 dwellings), to better reflect the nature of the development
proposal (some 180 dwellings). Manual exclusion of 'edge of town centre' sites has also
been undertaken.
6.5 The resulting TRICS survey sites have been interrogated for comparisons to the Preston
Estate site in terms of their location and accessibility (to services, facilities and public
transport).
6.6 Predicted trip rates associated with the proposed housing component of the development
are based on twenty survey sites from the TRICS database with comparable locations and
accessibility criteria to that of the development site. The 'variation' between the ten sites,
measured by the 'Cross Test' facility within the database, is 4.4% and 1.0% for the AM (08:00
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to 09:00) and PM (17:00 to 18:00) peak hour periods respectively. Guidance recommends
that this variation should be 5% or less. This suggests that there are few sites substantially
different from the majority that could have undue influence on the resulting trip rates.
The TRICS exercise undertaken to establish the trip rates is therefore considered to be
robust.
6.7 The TRICS database analysis has resulted in predicted vehicle trip generation rates in terms
of number of trips/dwelling.
6.8 Table 6.1 shows the resulting predicted vehicle trip generation rates for the proposed
development during the AM and PM peak hour periods, whilst Table 6.2 shows the resultant
vehicular trip volume. Surrey County Council highway officers have agreed to the
suitability of these trip rates and their use in this Transport Assessment (November 2013).
The TRICS output is contained within Appendix 3 of this report.
Table 6.1: Vehicle Trip Generation Rates for the Proposed Development (per dwelling)
Arrivals Departures Total
AM Peak (08:00-09:00) 0.157 0.434 0.591
PM Peak (17:00-18:00) 0.417 0.251 0.668
12 Hour (07:00-19:00) 2.716 2.844 5.560
Table 6.2: Predicted Volume of Vehicle Trips for the Proposed Development (Assessed as 181 dwellings)
Arrivals Departures Total
AM Peak (08:00-09:00) 28 vph 79 vph 107 vph
PM Peak (17:00-18:00) 75 vph 45 vph 120 vph
Daily (07:00-19:00) 492 vpd 515 vpd 1,007 vpd
vph = vehicles per hour; vpd = vehicles per day
6.9 Table 6.2 above suggests that during an average weekday, some 1,007 daily two-way
vehicle trips (492 arrivals and 515 departures) are likely to be generated by the proposed
development. Flows in the order of some 107 and 120 two-way vehicle movements per
hour are predicted to be generated in the AM and PM peak hour periods respectively.
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6.10 Notwithstanding the above, the traffic count undertaken at the De Burgh Gardens /
Merefield Gardens priority junction (for highway impact assessment purposes, refer to
Section 7.0) during the AM and PM peak hour periods on 10th October 2012 has enabled a
vehicular trip rate to be established for the De Burgh Gardens cul-de-sac (based on some 46
dwellings at De Burgh Gardens). Arguably, the proposed development will exhibit a similar
vehicular trip generation pattern. Table 6.3 below provides summary trip rates from this
traffic survey, and the corresponding predicted volume of traffic that would be generated
by a development of some 181 dwellings at De Burgh Playing Fields.
Table 6.3: Trip rates from De Burgh Gardens and applied to the proposed development Trip Rates from De Burgh
Gardens Arrivals Departures Total
AM Peak (08:00-09:00) 0.109 0.348 0.457
PM Peak (17:00-18:00) 0.217 0.174 0.391
Predicted Volume of Traffic Generated by 181 dwellings Arrivals Departures Total
AM Peak (08:00-09:00) 20 vph 63 vph 83 vph
PM Peak (17:00-18:00) 39 vph 31 vph 70 vph
6.11 Comparison between Tables 6.2 and 6.3 reveals that the application of the De Burgh
Gardens cul-de-sac vehicle trip rates to a development of some 181 dwellings results in
some 24 fewer two-way vehicle movements during the AM peak hour period and 50 fewer
two-way vehicle movements during the PM peak hour period when compared to the TRICS
exercise. However, the tenure of dwellings on De Burgh Gardens is unknown and, for
purposes of robustness, we take forward the predicted volume of vehicle trips from the
TRICS assessment for the highway impact assessments (Section 7.0 of this report).
Traffic Distribution and Assignment
6.12 Traffic associated with the proposed development has been assigned to the local highway
network according to the 2001 Census Travel to Work statistics for the Preston Ward (refer
to Appendix 3). Route choice to these workplace destinations has been determined from
web-based mapping software. This assignment methodology has been agreed with SCC.
Refer to CEC Figures 3563/204 to 3563/207 within Appendix 2 for an illustration of this
assignment and distribution.
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7.0 LOCAL HIGHWAY NETWORK PERFORMANCE ASSESSMENT
7.1 This section presents the results of analysis undertaken to assess the impact of the
proposed development on the operation of nearby junctions.
7.2 It has been agreed with officers of Surrey County Council that the following three junctions
will be assessed to identify the impact of the proposed development:
1. De Burgh Gardens / Merefield Gardens priority-controlled junction (in effect, one of the
site accesses);
2. Merland Rise / B2221 Great Tattenhams priority-controlled junction; and
3. B2221 Great Tattenhams / A240 Reigate Road / B2221 Tattenham Way signalised
crossroads.
7.3 MCCs of Junctions 2 and 3, listed above, were undertaken on Thursday 29th March 2012. In
addition, manual and Automatic Traffic Counts (ATCs) were undertaken within the existing
residential area to the north of the proposed development site between the 8th November
2012 and 14th November 2012. The results of the surveys are shown in CEC Figure
3563/201 [Recorded 2012 Traffic Flows] (Appendix 2) for the AM (07:45 to 08:45) and PM
(17:00 to 18:00) peak hour periods.
Traffic Growth
7.4 SCC highway officers have agreed that, for the nearby approved Merland Rise development
(for which CEC prepared the supporting Transport Assessment), highway impact
assessments should be undertaken for forecast year 2017. We have therefore retained this
forecast year for the De Burgh residential development proposal also. More recently
(September 2013), SCC highway officers have confirmed that forecast year assessments for
2017 are acceptable.
7.5 To estimate the effects of traffic growth over time, the base flow traffic data has been
growthed using National Transport Model for England 2009 (NTM09) for the road type 'Other
Urban Areas' constrained to local trip ends for Banstead, from TEMPRO (South East – Surrey
– Reigate & Banstead - Banstead / Tadworth). The adjusted local peak period growth
factors are summarised in Table 7.1. CEC Figure 3563/202 [Forecast Year 2017] within
Appendix 2 illustrates the predicted traffic flows with background traffic growth to forecast
year 2017.
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Table 7.1: Adjusted Local Peak Hour Period Growth Factors (Other Urban Areas)
Growth Period
(A) NTM09 'Other Urban Areas'
(B) TEMPRO Peak Car Driver
Trip End Growth for Liphook
(average of productions & attractions)
(C) TEMPRO Average
Weekday Car Driver Trip End Growth for
GB
(D) Adjusted Local
Peak Period Growth Factor
2012-2017 (AM)
1.0497 1.0485 1.0517 1.0465
2012-2017 (PM) 1.0497 1.0520 1.0517 1.0500
* Formula: (A)×(B) / (C) = (D)
Committed Development
7.6 SCC highway officers have confirmed that, in addition to background traffic growth,
account should be made for the nearby Merland Rise redevelopment. As related elsewhere
within this report, both the De Burgh Playing Fields proposal and the Merland Rise
redevelopment form the principal facets of the Preston Estate regeneration. We have
therefore used the predicted traffic generation and distribution identified within the CEC
Transport Assessment for the Merland Rise site for this purpose. Refer to CEC Figure
3563/203 within Appendix 2 for the predicted AM and PM peak hour traffic flows for
forecast year '2017 with Committed Development'.
Junction Analysis
7.7 The remainder of this section details the results of the junction analysis. CEC Figure
3563/208 [Forecast Year 2017 with Committed Development and Proposed Development]
contained within Appendix 2 illustrates the predicted traffic flows in forecast year 2017
with committed development and with the proposed De Burgh development proposal.
Junction 1 - Merefield Gardens / De Burgh Gardens Priority Junction
7.8 We provide analysis of the 2012 (survey year) and 2017 (future year) operation of this
proposed priority junction in capacity terms using TRL's PICADY 5 computer software
program. Table 7.2 provides a summary of the capacity analysis, whilst the full PICADY
outputs are contained on a CD-ROM within Appendix 3.
7.9 Note that Merefield Gardens is one-way, southbound only, south of De Burgh Gardens.
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Table 7.2: Summary of PICADY Results for the Proposed Site Access Arrangement off Merland Rise
Scenario Movement
AM Peak (07:45-08:45)
PM Peak (17:00-18:00)
Max RFC
Max Queue
Ave. Delay per Arriving
Veh (min)
Max RFC
Max Queue
Ave. Delay per
Arriving Veh (min)
2012 Egress from De Burgh Gdns 0.03 0 0.12 0.02 0 0.12
2017 Without
Dev
Egress from De Burgh Gdns 0.04 0 0.12 0.02 0 0.12
2017 With Dev
Egress from De Burgh Gdns
0.10 0 0.13 0.05 0 0.13
7.10 Reference to Table 7.2 illustrates that this existing junction arrangement currently
operates within capacity, and will continue to do so both without and with the proposed
development in forecast year 2017.
Junction 2 - B2221 Great Tattenhams / Merland Rise
7.11 This junction is a priority-controlled T-junction, where Merland Rise forms the 'minor arm'.
We provide capacity analysis of this junction arrangement for year 2012 and future year
2017, using TRL's PICADY 5 computer software program. Table 7.3 provides a summary of
the analysis, whilst the full PICADY outputs are contained on a CD-ROM within Appendix 3.
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Table 7.3: Summary of PICADY Results for the B2221 Great Tattenhams / Merland Rise priority junction
Scenario Movement
AM Peak (07:45-08:45)
PM Peak (17:00-18:00)
Max RFC
Max Queue
Ave. Delay per Arriving
Veh (min)
Max RFC
Max Queue
Ave. Delay per
Arriving Veh (min)
2012 Existing (Without
Dev)
Left-turn from Merland Rise 0.48 1 0.25 0.28 0 0.18
Right-turn from Merland
Rise 0.58 1 0.41 0.48 1 0.36
B2221 Great Tattenhams (W) [ahead and right]
0.19 0 0.12 0.46 1 0.18
2017 Without
Dev
Left-turn from Merland Rise 0.53 1 0.29 0.31 0 0.19
Right-turn from Merland
Rise 0.63 2 0.49 0.53 1 0.42
B2221 Great Tattenhams (W) [ahead and right]
0.20 0 0.13 0.49 1 0.20
2017 With
Committed Dev't.
Left-turn from Merland Rise 0.61 1 0.38 0.35 1 0.22
Right-turn from Merland
Rise 0.71 2 0.64 0.59 1 0.49
B2221 Great Tattenhams (W) [ahead and right]
0.21 0 0.13 0.52 1 0.21
2017 With
Committed Dev't. and Proposed De Burgh
Dev't.
Left-turn from Merland Rise 0.65 2 0.43 0.38 1 0.23
Right-turn from Merland
Rise 0.74 3 0.73 0.61 1 0.53
B2221 Great Tattenhams (W) [ahead and right]
0.21 0 0.13 0.54 1 0.22
7.12 Reference to Table 7.3 suggests that this priority junction currently operates within
capacity and will continue to do so to forecast year 2017, both without and with the
additional traffic generated by the proposed development. Values of Ratio of Flow to
Capacity (RFC) are below the recommended upper limit of 0.85 for all scenarios tested.
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7.13 The proposed development is predicted to result in the following increases in traffic
through the junction, over the 2017 without development situation:
AM peak hour: 1,146 + 17 = 1,163vph (+1.5%)
PM peak hour: 1,328 + 19 = 1,347h (+1.4%)
7.14 The analysis undertaken demonstrates that these relatively small increases in traffic of
approximately 1.5%, which are well within the limits of day-to-day traffic variability, will
result in only a small impact on RFC and delay.
Junction 3 - B2221 Great Tattenhams / B2221 Tattenham Way / A240 Reigate Road
7.15 We provide analysis of the 2012 and future 2017 operation of this signalised junction in
capacity terms using JCT's LINSIG v3.1 computer software program. Tables 7.4 and 7.5
provide a summary of the analysis for the AM and PM peak hour periods respectively, whilst
the full LINSIG outputs are contained on a CD-ROM within Appendix 3.
Table 7.4: Summary of LINSIG Results for Great Tattenhams / Tattenham Way / Reigate
Road signalised junction - AM Peak Hour (07:45 to 08:45) (double-cycled [240 seconds] with all-red traffic phase [pedestrian phase] operating every other cycle)
Future Traffic Situation
PRC Over all
Links (%)
Delay (pcuHr) Link Description
Max. Deg. Sat
(%)
Mean Max Queue (PCUs)
2012 AM -2.2 57.17
A240 Reigate Road (N) 90.0 18
B2221 Tattenham Way 92.0 19
A240 Reigate Road (S) 90.6 17
B2221 Great Tattenhams 91.4 20
2017 AM without development -6.8 71.60
A240 Reigate Road (N) 94.2 21
B2221 Tattenham Way 96.1 24
A240 Reigate Road (S) 94.7 20
B2221 Great Tattenhams 95.7 24
2017 AM with development -10.2 90.53
A240 Reigate Road (N) 98.3 23
B2221 Tattenham Way 98.8 31
A240 Reigate Road (S) 98.6 23
B2221 Great Tattenhams 99.1 29
2017 AM with committed
development and Proposed
Development
-14.4 129.83
A240 Reigate Road (N) 101.5 29
B2221 Tattenham Way 102.9 37
A240 Reigate Road (S) 102.3 30
B2221 Great Tattenhams 102.9 42
2017 AM with committed
development and Proposed Development
plus mitigation
+6.0 41.76
A240 Reigate Road (N) 84.9 17
B2221 Tattenham Way 83.2 12
A240 Reigate Road (S) 84.6 16
B2221 Great Tattenhams 63.1 15
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Table 7.5: Summary of LINSIG Results for Great Tattenhams / Tattenham Way / Reigate Road signalised junction - PM Peak Hour (17:00 to 18:00) (double-cycled [240 seconds] with all-red traffic phase [pedestrian phase] operating every other cycle)
Future Traffic Situation
PRC Over all
Links (%)
Delay (pcuHr) Link Description
Max. Deg. Sat
(%)
Mean Max Queue (PCUs)
2012 PM -6.8 64.82
A240 Reigate Road (N) 95.9 26
B2221 Tattenham Way 95.0 21
A240 Reigate Road (S) 82.0 16
B2221 Great Tattenhams 96.1 22
2017 PM without development -12.3 90.65
A240 Reigate Road (N) 100.2 32
B2221 Tattenham Way 99.7 26
A240 Reigate Road (S) 86.4 18
B2221 Great Tattenhams 101.0 31
2017 PM with committed
development -15.9 125.52
A240 Reigate Road (N) 104.1 41
B2221 Tattenham Way 104.3 35
A240 Reigate Road (S) 88.8 19
B2221 Great Tattenhams 103.5 39
2017 PM with committed
development and Proposed
Development
-20.2 167.69
A240 Reigate Road (N) 107.1 50
B2221 Tattenham Way 108.1 46
A240 Reigate Road (S) 90.6 20
B2221 Great Tattenhams 107.8 52
2017 PM with committed
development and Proposed Development
plus mitigation
+17.0 36.14
A240 Reigate Road (N) 76.9 18
B2221 Tattenham Way 76.3 15
A240 Reigate Road (S) 64.4 13
B2221 Great Tattenhams 74.6 16
7.16 Reference to Tables 7.4 and 7.5 demonstrate that this signalised crossroads currently
operates slightly over capacity, with Degrees of Saturation (DoS) of greater than 90% for
individual approach lanes, and negative Practical Reserve Capacity (PRC). The PM peak
hour period operates slightly worse.
7.17 By forecast year 2017 with background traffic alone, and with committed development, this
situation is predicted to worsen. With the proposed De Burgh development, the situation
will worsen further.
7.18 The proposed development is predicted to result in the following increases in traffic flows
through the junction, over the 2017 'without development, with committed development'
situation:
AM peak hour: 2,848 + 73 = 2,921 (+2.6%)
PM peak hour: 3,098 + 82 = 3,180 (+2.6%)
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7.19 As shown above, the proposed development is predicted to increase traffic flows through
this junction by some 2.6% during the AM and PM peak hour periods. Such small increases
have to be considered negligible and well within the limits of day-to-day traffic variability.
The analysis also demonstrates that the junction currently operates under pressure and that
this will worsen even if the proposed development did not go ahead. The proposed
development will have only a slight impact relative to the junction's existing and predicted
performance.
7.20 It is important to note, too, that this junction operates the MOVA system of control. MOVA
(Microprocessor Optimised Vehicle Actuation) is an established method of control of traffic
light signals at isolated junctions that seeks to reduce delay to vehicles travelling through
the junction. Once an approach to a junction becomes overloaded, the system switches to
a capacity maximising procedure.
7.21 MOVA is likely to offer some additional capacity benefit over and above the LINSIG analysis
presented above, due to MOVA's ability to react to traffic conditions in real time by
changing the cycle time, staging sequence and amount of green time it allocates to each of
the approaches.
7.22 Each of the stages of this signalised junction is demand dependent: that is, a stage is only
'called' if traffic arrives at a particular approach or the pedestrian stage is 'called'. The
'default' stage is for the A240 Reigate Road to 'run'. Notwithstanding, the traffic flows
during the AM and PM peak hour periods are such that all of the traffic stages are likely to
be 'called' each cycle. The pedestrian stage, however, when all vehicular traffic receives a
red signal, may not be called every cycle. The LINSIG model has been run on fixed signal
timings for the hourly traffic demand for which it has been provided, with the pedestrian
stage 'called' every other cycle. The pedestrian stage may indeed be called less often.
7.23 Furthermore, we understand that this signalised junction is due to be linked to the highway
authority's SCOOT Urban Traffic Control (UTC) system. SCOOT coordinates the signal
timings between adjacent junctions such that traffic is able to progress through the system
of signalised junctions much more efficiently. We understand that when not operating
SCOOT (for technical reasons etc.) this junction will default to operating the MOVA system
of control.
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7.24 Given the above, the LINSIG analysis undertaken represents a worst-case scenario. In
reality, the junction will perform better than indicated.
7.25 Evidence that the LINSIG analysis provides a worst case is demonstrated by the queue
survey information, contained within the 2012 traffic survey data. Table 7.6 below
provides a comparison between the observed and modelled 2012 situation.
Table 7.6: Comparison between surveyed and modelled queue lengths at the A240 Reigate Road / B2221 Great Tattenhams / B2221 Tattenham Way Signalised Junction
Link Description Modelled Queue (vehs)
Surveyed Queue (PCUs)
2012 AM
A240 Reigate Road (N) 18 9
B2221 Tattenham Way 19 8
A240 Reigate Road (S) 17 11
B2221 Great Tattenhams 20 13
2012 PM
A240 Reigate Road (N) 26 13
B2221 Tattenham Way 21 7
A240 Reigate Road (S) 16 12
B2221 Great Tattenhams 22 6
7.26 Reference to Table 7.6 above shows that the modelled queue lengths for 2012 are higher
than the surveyed queue lengths for all approaches. This suggests that the MOVA control at
the junction offers some benefit over fixed-length signal timings, whilst the stop-line
saturation flows may also be higher than that indicated by the RR67 method used within
LINSIG.
7.27 Notwithstanding the above, it may be possible to alter the signal sequence at the junction,
such that, rather than the two opposing B2221 approaches each getting a green signal
separately, they could run together, with right-turning traffic giving way to the oncoming
traffic. This is as per the situation for the two opposing A240 approaches. With a greater
right-turn movement from Great Tattenhams, the opposing Tattenham Way could receive
an 'early cut-off’ (red signal) and Great Tattenhams right-turning traffic could receive an
indicative arrow. Reference to Tables 7.5 and 7.6 shows the LINSIG results of this
arrangement. It can be seen that this signal sequence operates much more efficiently and
that the impact of the proposed development (and indeed, that of the Merland Rise
development and background traffic growth) is more than mitigated.
7.28 This possible improvement to the signal sequencing would require new signal heads, traffic
island and lane alignments. The road markings would need to guide right-turning drivers
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from the B2221 such that their opposing paths do not meet. The scheme would require a
Road Safety Audit. Such a scheme could be funded by a contribution via a Section 106
Agreement.
Summary
7.29 The analysis undertaken within this section of the report demonstrates that the impact of
the development proposal is relatively insignificant. The signalised crossroads between the
A240 and B2221 already operates over capacity; a situation that will worsen with
background traffic growth and with other committed local developments. The impact of
the proposed De Burgh development exacerbates this situation further. However, there is
scope to alter the signal sequence which our assessments suggest will more than mitigate
the impact of the proposed development.
7.30 The existing priority junction between Merland Rise and Great Tattenhams is shown to
operate within capacity for all scenarios. The junction of Merefield Gardens with De Burgh
Gardens, that will effectively form one of three accesses to the development, has been
shown to operate with significant reserve capacity.
Network of Residential Streets North of the Proposed Development
7.31 Notwithstanding the results of the junction impact analysis presented above, the proposed
development will result in some additional traffic routing through the network of
residential streets to the north of the proposed development, between Chetwode Road and
the B2221 Great Tattenhams.
7.32 Section 8.0 of this report, following, presents possible mitigation measures to help reduce
the impact of the proposed development in this area.
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8.0 MITIGATION
Residential Area to the North of the Proposed Development Site
8.1 At the request of SCC highway officers, we have investigated possible mitigation measures
to reduce the impact of additional vehicle movements through the existing residential area
to the north of the proposed development site. This network of streets consists of those
roads north of Chetwode Road and south of the B2221 Great Tattenhams (Broad Walk, Long
Walk, Coxdean, Chapel Way, St. Marks Road). The streets are relatively narrow
(approximately 5.0m carriageway widths), with some relatively tight bends, on-street
parking and a number of priority junctions.
8.2 Whilst routing along these streets may be rather tortuous, it does nevertheless represent
the most direct (and slightly quicker) route between Marbles Way / Chetwode Road and
destinations to the north and east via the B2221 Great Tattenhams (refer below). Vehicle
speeds are generally 15 to 20mph; the ATC on Long Walk recorded 85th percentile speeds
of 16mph.
8.3 A more appropriate route would be for drivers to travel west along Chetwode Road, make a
right turn into Merland Rise, followed by a right turn onto the B2221 Great Tattenhams.
This route uses 'distributer' type roads, which are better able to accommodate through-
traffic.
8.4 The route between the northern end of Marbles Way (at Chetwode Road) to the B2221
Great Tattenhams (at St. Marks Road) is:
585m (2 minutes) via Broad Walk / Long Walk / Coxdean / St Marks Road; and
1,245m (3 minutes) via Chetwode Road / Merland Rise / B2221 Great Tattenhams
8.5 SCC highway officers have suggested the following possible mitigation measures:
implementation of one-way Traffic Regulation Orders (TROs) to manage vehicle
movements; and/or
traffic calming measures to dissuade drivers from using these streets by making
journeys longer and more arduous for through-traffic, thus making the route via
Chetwode Road / Merland Rise more attractive.
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8.6 We consider that a combination of such measures would help to reduce through-traffic in
the area, not just that associated with the proposed De Burgh Playing Fields development,
but also existing through-traffic.
8.7 We suggest that the implementation of lengths of one-way streets, indicated by
appropriate signage, carriageway markings and minor highway alignment alterations, and
implemented via a TRO, would be more effective than the implementation of, for example,
speed cushions and priority-controlled 'build-outs'. It will be more difficult (and subjective)
to evaluate the impact of the latter, compared to lengths of one-way street. In this
Section of the report, we therefore undertake such an impact analysis.
Existing Situation
8.8 In order to understand the propensity of existing local drivers to use the aforementioned
network of residential streets for through-movement between Chetwode Road and the
B2221 Great Tattenhams, we commissioned number plate surveys that were carried out
during the AM (07:30 to 09:30) and PM (16:30 to 18:30) peak hour periods on Tuesday 13th
November 2012. Enumerators were positioned at the southern end of Broad Walk (at the
junction with Chetwode Road) and at the northern end of Coxdean (at the junction with
Chapel Way). The number plates of vehicles travelling in each direction were recorded and
then matched, to identify those vehicles which travelled through the area within a 30-
minute period.
8.9 In addition, 7-day ATC surveys were undertaken on Long Walk and St. Leonards Road, close
to their junctions with Chetwode Road, in order to help identify the total number of vehicle
movements between Chetwode Road and Chapel Way.
8.10 The surveys revealed the following information (refer also CEC Figure 3563/201 within
Appendix 2):
AM Peak Hour (07:45 to 08:45)
o Two-way traffic at:
Broad Walk: 109 vph
Coxdean: 184 vph
Long Walk: 21 vph
St Leonards Road: 80 vph
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o Some 55 northbound vehicle movements were through-movements, accounting for
71% of northbound traffic surveyed at Broad Walk and 38% of northbound traffic at
Coxdean;
o Some 14 southbound vehicle movements were through-movements, accounting for
44% of southbound traffic surveyed at Broad Walk and 37% of southbound traffic at
Coxdean.
PM Peak Hour (17:00 to 18:00)
o Two-way traffic at:
Broad Walk: 107 vph
Coxdean: 186 vph
Long Walk: 17 vph
St Leonards Road: 55 vph
o Some 17 northbound vehicle movements were through-movements, accounting for
38% of northbound traffic surveyed at Broad Walk and 15% of northbound traffic at
Coxdean;
o Some 19 southbound vehicle movements were through-movements, accounting for
31% of southbound traffic surveyed at Broad Walk and 25% of southbound traffic at
Coxdean.
8.11 It is clear from the surveys that a significant amount of traffic using the network of
residential streets to the north of the proposed development site are through-movements,
accounting for between 19% and 63% of two-way traffic at Broad Walk and Coxdean during
the AM and PM peak hour periods. Rates of through-traffic movement are higher during the
AM peak hour than the PM peak hour, and are skewed slightly more toward northbound
movement than southbound movement.
Proposed Development
8.12 The proposed De Burgh Playing Fields proposal, subject of this Transport Assessment, is
predicted to add a further 73 two-way through-traffic movements during the AM peak hour
period, and a further 82 two-way through-traffic movements during the PM peak hour
period. Refer to CEC Figure 3563/207 [Development Traffic Distribution] within Appendix
2.
8.13 In addition, the proposed Merland Rise Redevelopment proposal may add a further 30 two-
way through-traffic movements during the AM peak hour period, and a further 34 two-way
through-traffic movements during the PM peak hour period.
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One-Way Streets
8.14 We now assess the impact of implementing northbound-only or southbound-only lengths of
one-way street on Broad Walk and Long Walk.
Northbound Only
8.15 The implementation of one-way, northbound, TROs on short lengths of Broad Walk and Long
Walk, close to their junctions with Chetwode Road would be sufficient to prevent
southbound through-traffic movement in the area.
8.16 However, traffic generation from within the area would also not be permitted to join
Chetwode Road via Broad Walk or Long Walk, and would instead likely use Chapel Way and
turn left at Merland Rise (or St. Leonards Road). Notwithstanding, our surveys suggest that
this would affect relatively few existing residents of this area - some 28 and 50 vehicle
movements were generated within the area (travelling south) during the AM and PM peak
hour periods respectively that joined Chetwode Road (either via Broad Walk or Long Walk).
8.17 In contrast, the majority of traffic generated within the area travels to and from the north,
joining either the B2221 Great Tattenhams via Chapel Way or St. Johns Road; or joining
Merland Rise via Chapel Way. Our surveys revealed that 91 and 94 vehicle movements were
generated within the area during the AM and PM peak hour periods respectively that
travelled north along Coxdean in the vicinity of Chapel Way. Therefore, short lengths of
northbound-only one-way street at Broad Walk and Long Walk would affect only between
some 24%3 (AM) and 35%4 (PM) of existing traffic generated within the area.
8.18 Table 8.1 summarises the predicted two-way traffic flows on Broad Walk, Long Walk and
Coxdean for forecast year 2017 with committed development (Merland Rise redevelopment)
and the proposed De Burgh Playing Fields development, for scenarios 'without' and 'with’
northbound-only one-way streets (also compare CEC Figures 3563/208 [and 3563/209,
contained within Appendix 2).
3 AM: [(28) / (28 + 91)] x 100 = 24% 4 PM: [(50) / (50 + 94)] x 100 = 35%
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Table 8.1: Predicted Two-Way Traffic Movements without and with Mitigation (Northbound- only One-Way Streets)
Highway Link
2017 with Committed Dev't + De Burgh Dev't.,
no Mitigation
2017 with Committed Dev't + De Burgh Dev't., with Mitigation
Difference
AM Peak (07:45-08:45)
Broad Walk (at jnct. with Chetwode
Road) 198 vph 135 vph -63 vph (-32%)
Long Walk (at jnct. with Chetwode
Road) 41 vph 26 vph -15 vph (-37%)
Coxdean (at jnct. with Chapel Way)
296 vph 275 vph -21 vph (-7%)
PM Peak (17:00-18:00)
Broad Walk (at jnct. with Chetwode
Road) 206 vph 85 vph -121 vph (-59%)
Long Walk (at jnct. with Chetwode
Road) 40 vph 19 vph -21 vph (-53%)
Coxdean (at jnct. with Chapel Way) 312 vph 273 vph -39 vph (-13%)
8.19 Reference to Table 8.1 illustrates that up to some 63 vehicles could be removed from these
highway links during the AM peak hour period, and up to some 121 vehicles could be
removed from these highway links during the PM peak hour period. These are equivalent to
reductions in traffic of up to 59%. There would be a clear net benefit to those residents
living within this area as a result of the possible implementation of northbound-only one-
way lengths of road on Broad Walk and Long Walk. As related earlier, any inconvenience
resulting from the one-way lengths of road will affect relatively few existing residents. We
consider that there would be a net benefit.
8.20 The resulting diversion of traffic along the B2221 Great Tattenhams, Merland Rise and
Chetwode Road will increase traffic slightly on these highway links. However, these roads
are better able to accommodate such traffic, and the proportional impact of the additional
vehicle movements will be relatively small.
8.21 There will be an increase in left-turn movements from Great Tattenhams to Merland Rise
with the implementation of the northbound-only one-way lengths of road. We therefore
provide capacity analysis results with these additional vehicle movements for the priority
junction arrangement using TRL's PICADY 5 software program. Table 8.2 provides a
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summary of the analysis, whilst the full modelling outputs are contained on a CD-ROM
within Appendix 3.
Table 8.2: Summary of PICADY Results for the B2221 Great Tattenhams / Merland Rise priority junction (with northbound-only one-way lengths on Broad Walk & Long Walk)
Scenario Movement
AM Peak (07:45-08:45)
PM Peak (17:00-18:00)
Max RFC
Max Queue
Ave. Delay per Arriving
Veh (min)
Max RFC
Max Queue
Ave. Delay per
Arriving Veh (min)
2017 with Committed
Dev't. & Proposed
Dev't.
Left-turn from Merland Rise 0.67 2 0.48 0.40 1 0.25
Right-turn from Merland Rise 0.76 3 0.79 0.63 2 0.58
B2221 Great Tattenhams (W) [ahead and right]
0.22 0 0.13 0.57 2 0.25
8.22 With the diverted traffic resulting from the northbound-only one-way streets, the existing
priority junction arrangement would continue to operate within its theoretical capacity.
The additional impact would be barely discernible as a result of the diverted traffic.
Southbound Only
8.23 The implementation of one-way, southbound, TROs on short lengths of Broad Walk and Long
Walk, close to their junctions with Chetwode Road would be sufficient to prevent
northbound through-traffic movement in the area.
8.24 However, residents that currently drive to the existing residential area from the south (via
Chetwode Road) and use Broad Walk and Long Walk would no longer be able to do so. They
would instead likely travel west along Chetwode Road, Merland Rise (or St. Leonards Road)
and Chapel Way. Notwithstanding, our surveys suggest that this would affect relatively few
existing residents of this area - some 33 and 38 vehicle movements were surveyed turning
into Broad Walk or Long Walk from Chetwode Road during the AM and PM peak hour periods
respectively.
8.25 In contrast, the majority of traffic generated to the area travels from and to the north
during the PM peak hour period, via the B2221 Great Tattenhams, Chapel Way and St. Johns
Road. Our surveys revealed that 56 vehicle movements were generated to the area from
the north during the PM peak hour period, travelling southbound along Coxdean, in the
vicinity of Chapel Way. Therefore, short lengths of southbound-only one-way street at
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Broad Walk and Long Walk would affect some 40%5 of existing traffic generated to the area
during the PM peak hour period. This increases to 58%6 for the AM peak hour period.
8.26 Table 8.3 summarises the predicted two-way traffic flows on Broad Walk, Long Walk and
Coxdean for forecast year 2017 with committed development (Merland Rise redevelopment)
and the proposed De Burgh Playing Fields development, for scenarios without and with
southbound-only one-way streets (compare also CEC Figures 3563/208 and 3563/210,
contained within Appendix 2).
Table 8.3: Predicted Two-Way Traffic Movements without and with Mitigation (Southbound-only One-Way Streets)
Highway Link
2017 with Committed Dev't + De Burgh Dev't.,
no Mitigation
2017 with Committed Dev't + De Burgh Dev't., with Mitigation
Difference
AM Peak (07:45-08:45)
Broad Walk (at jnct. with Chetwode
Road) 198 vph 63 vph -135 vph (-68%)
Long Walk (at jnct. with Chetwode
Road) 41 vph 15 vph -26 vph (-63%)
Coxdean (at jnct. with Chapel Way) 296 vph 206 vph -90 vph (-30%)
PM Peak (17:00-18:00)
Broad Walk (at jnct. with Chetwode
Road) 206 vph 121 vph -85 vph (-41%)
Long Walk (at jnct. with Chetwode
Road) 40 vph 21 vph -19 vph (-48%)
Coxdean (at jnct. with Chapel Way)
312 vph 288 vph -24 vph (-8%)
8.27 Reference to Table 8.3 illustrates that up to some 135 vehicles could be removed from
these highway links during the AM peak hour period, and up to some 85 vehicles could be
removed from these highway links during the PM peak hour period. These are equivalent to
reductions in traffic of up to 68%. Again, there would be a clear net benefit to those
residents living within this area as a result of the possible implementation of southbound-
only one-way lengths of road on Broad Walk and Long Walk. As related earlier, any
inconvenience resulting from the one-way lengths of road will affect relatively few existing
5 PM: [(38) / (38 + 56)] x 100 = 40% 6 AM: [(33) / (33 + 24)] x 100 = 58%
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residents during the PM peak hour period (some 40%), but the majority of residents during
the AM peak hour period (some 58%).
8.28 As with northbound-only lengths of one-way street, the resulting diversion of traffic along
Chetwode Road, Merland Rise and the B2221 Great Tattenhams will of course increase
traffic slightly on these highway links. However, these roads are better able to
accommodate such traffic, and the proportional impact of the additional vehicle
movements will be relatively small.
8.29 There will be an increase in right-turn movements from Merland Rise to Great Tattenhams
with the implementation of the southbound-only one-way lengths of road. We therefore
provide capacity analysis results with these additional vehicle movements for the priority
junction arrangement using TRL's PICADY 5 software. Table 8.4 provides a summary of the
analysis, whilst the full modelling outputs are contained on a CD-ROM within Appendix 3.
Table 8.4: Summary of PICADY Results for the B2221 Great Tattenhams / Merland Rise priority junction (with southbound-only one-way lengths on Broad Walk & Long Walk)
Scenario Movement
AM Peak (07:45-08:45)
PM Peak (17:00-18:00)
Max RFC
Max Queue
Ave. Delay per Arriving
Veh (min)
Max RFC
Max Queue
Ave. Delay per
Arriving Veh (min)
2017 with Committed
Dev't. & Proposed
Dev't.
Left-turn from Merland Rise 1.16 23 5.44 0.71 2 0.87
Right-turn from Merland
Rise 1.17 32 5.16 0.87 5 1.31
B2221 Great Tattenhams (W) [ahead and right]
0.21 0 0.13 0.54 1 0.22
8.30 Reference to Table 8.4 suggests that additional vehicle movements through this junction as
a result of diverted traffic will result in the junction operating over capacity. Whilst the
AM peak hour period is predicted to operate less efficiently than the PM peak hour period,
both periods are predicted to operate with RFC values of greater than 0.85. Significant
queuing may result on the Merland Rise approach to the junction.
One-Way Streets - Summary
8.31 The possible one-way lengths of street on Broad Walk and Long Walk would likely require
some complimentary traffic calming. Such traffic calming may also be necessary on St.
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Leaonards Road. Some traffic may choose to use St. Leonards Road as an alternative route,
although the numbers are likely to be small as it offers limited benefits over using Merland
Rise (e.g. drivers would have to negotiate an additional junction compared to joining
Merland Rise at Chetwode Road).
8.32 The implementation of one-way lengths of road may be more effective than traffic calming
alone. This will rely, however, on drivers not contravening the system. The accompanying
measures to the one-way system (signing, road alignment etc.) should be such that drivers
observe the TROs.
8.33 The implementation of lengths of one-way street will inevitably have advantages and
disadvantages. Should the local highway authority wish to implement a one-way system,
we consider that short lengths of one-way street at Broad Walk and Long Walk would be the
most effective.
8.34 Our analysis has identified that, whilst southbound-only lengths of one-way street would be
more effective in reducing overall vehicle movement through the existing residential area
(at least during the AM peak hour period), it would also therefore result in the diversion of
a greater number of vehicles such that the Merland Rise / Great Tattenhams junction is
likely to operate over capacity. Furthermore, southbound-only lengths of one-way street
will cause inconvenience to a larger number of existing residents compared to northbound-
only one-way streets (compare 40%-58% of existing vehicle movements generated within the
area to 24%-35%).
8.35 In contrast, northbound-only lengths of one-way street will be more effective in reducing
overall vehicle movement through the existing residential area during the PM peak hour
period, whilst causing less inconvenience to existing residents during both the AM and PM
peak hour periods. The Merland Rise / Great Tattenhams junction will also better
accommodate diverted traffic associated with northbound-only one-way streets.
A240 / B2221 Signalised Crossroads
8.36 As related in Section 7.0 of this report, there is scope to gain greater efficiency from the
A240 / B2221 signalised junction. Our analysis suggests that altering the phase and stage
sequences would more than mitigate the impact of the proposed development. Such
remedial works would necessitate minor traffic island, lane and marking alterations. A
Road Safety Audit would also be required.
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Other Mitigation Measures
8.37 It is envisaged that Section 106 contributions that are forthcoming from this development
proposal will also be spent on the following highways and transportation improvements in
the local area:
bus stop improvements on Merland Rise and Marbles Way, such as the introduction of
shelters; and
maintaining / enhancing bus service provision in the local area;.
8.38 The proposed De Burgh development could also bring forward improved footway / cycleway
connections towards Banstead town centre, Asda superstore etc.
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9.0 SUMMARY & RECOMMENDATIONS
9.1 This Transport Assessment has been prepared on behalf of Surrey County Council in respect
of an outline planning application for the proposed redevelopment of land known as the 'De
Burgh Playing Fields' in the suburb of Preston, Banstead.
9.2 This report considers the traffic, transportation and highway implications associated with
the proposed development of some 180 dwellings. This Transport Assessment addresses the
accessibility of the site by sustainable transport modes, parking provision, predicted vehicle
trip generation and highway impact.
9.3 A significant proportion of the content of this Transport Assessment has been agreed with
Surrey County Council, the local highway authority for the area. The conclusions of this
report are:
the development proposal meets with Reigate & Banstead Borough Council's
regeneration aspirations for the area and is broadly in accordance with the Preston
Planning Framework (April 2012) and other local and national policy;
analysis of the five-year accident record has been undertaken, which has revealed a
generally even distribution of accidents across the area considered. The two principal
junctions (Merland Rise / Great Tattenhams and A240 / B2221) have each experienced
a cluster of accidents, which is not unexpected for these types of junction. Driver
error appears to have played a role in a number of the accidents. On-street parking
may have been a factor too, and we're aware that RBBC have begun implementing
solutions to this issue across the Preston Estate. However, CEC considers that the
prevalence of accidents on the local highway network in the vicinity of the site is
unlikely to be materially affected by the proposed development as a result of sufficient
parking provision being proposed within the site; RBBC’s programme of parking
improvements; the predicted broad assignment of additional development vehicle
movements that will help to prevent large increases in vehicle movement at any one
particular location; and the mitigation measures being proposed;
the proposed development will provide sufficient on-site parking in accordance with
SCC's Vehicular and Cycle Parking Guidance (January 2012) and so will not exacerbate
any existing on-street parking issues;
vehicular access to the proposed development site will be available via three locations;
two priority junction arrangements off Chetwode Road, and via an extension of the De
Burgh Gardens cul-de-sac;
TRANSPORT ASSESSMENT PROPOSED RESIDENTIAL DEVELOPMENT, THE FORMER DE BURGH PLAYING FIELDS, BANSTEAD
____________________________________________________________________________________
___________________________________________________________________________ QMF 12.25
ISSUE 4
Cole Easdon Consultants (CEC) 61 NOVEMBER 2013
the proposal could help to bring forward the upgrade of the existing footpath through
Burgh Heath that leads from the eastern end of Chetwode Road to the A240 Reigate
Road, south of the Asda superstore. On-site pedestrian and cycle provision will be
available within the site, including at the linear park and roadside footways throughout
the development;
a significant number of local services and facilities are available within 2.0km of the
proposed development site, and are therefore easily accessible by walking and cycling;
Merland Rise, Chetwode Road and Chapel Way are designated by the Surrey Cycle Guide
(interactive online mapping) as 'recommended' cycle routes. The nearby National Cycle
Network Route 22 will provide future residents with a designated route to cycle to the
town centre of Banstead, and to walk or cycle to The Beacon School, which lies close to
its route;
the nearest bus stops to the proposed development site are located some 215m and
250m from the centre of the site on Marbles Way (close to Marbles Pond) for
northbound and southbound services respectively. For future residents situated at the
northern end of the site, a bus stop located on Marbles Way close to Chetwode Road
(for southbound services only) and bus stops situated on Chetwode Road (for east- and
west-bound services) may be closer. Notwithstanding, all units within the proposed
development will lie within 350m of a bus stop;
Services operating from these bus stops include the Nos. 460 (hourly) and 480 (half-
hourly). Epsom, Reigate and Redhill can be reached by these bus services;
Tattenham Corner (1.6km), Kingswood (2.0km) and Tadworth (2.3km) stations are all
situated in close proximity to the proposed development site and are all served by the
same railway line. Walking to these stations will be a feasible option. Additionally,
Epsom Downs railway station (3.4km) is the terminal station on the Sutton and Mole
Valley Line and is within a comfortable cycling distance. Destinations served directly
from these stations include London Victoria, London Bridge and stations en-route such
as East Croydon and West Croydon;
appropriate and agreed methodologies for predicting the vehicular traffic generation of
the development proposal suggest that there will some 107 and 120 two-way trips
(arrivals + departures) during the AM and PM peak hour periods respectively;
highway impact assessments have been undertaken for the proposed site access off De
Burgh Gardens and two off-site junctions;
the signalised crossroads between the A240 and B2221 already operates over capacity;
a situation that will worsen with background traffic growth and with other committed
local developments. The impact of the proposed De Burgh development will
TRANSPORT ASSESSMENT PROPOSED RESIDENTIAL DEVELOPMENT, THE FORMER DE BURGH PLAYING FIELDS, BANSTEAD
____________________________________________________________________________________
___________________________________________________________________________ QMF 12.25
ISSUE 4
Cole Easdon Consultants (CEC) 62 NOVEMBER 2013
exacerbate this situation further. However, there is scope to alter the signal sequence
which our assessments suggest will more than mitigate the impact of the proposed
development;
the existing priority junction between Merland Rise and Great Tattenhams is shown to
operate within capacity for all scenarios;
the junction of Merefield Gardens with De Burgh Gardens, that will effectively form one
of three accesses to the development, has been shown to operate with significant
reserve capacity;
in order to help reduce the impact of additional (and existing) vehicle movements
through the existing residential area to the north of the proposed development site,
SCC have requested that traffic calming and/or one-way lengths of road are
investigated. Our analysis suggests that short lengths of northbound-only one-way
street on Broad Walk and Long Walk would help to reduce vehicle movements through
the area, whilst inconveniencing relatively few existing residents. In addition, our
analysis suggests that traffic diverted as a result of the these one-way streets could be
accommodated at the Merland Rise / Great Tattenhams junction.
9.4 Based on the information and analysis provided above, it is concluded that there are no
highway or transportation reasons to preclude the approval of this application.
Cole Easdon Consultants Limited
November 2013
Appendix 1
Scale: 1:50,000
Scale: 1:10,000
Client:
Checked By Drawing No. Revision
Drawn By Date Drawn Scale
Job Title:
Drawing Title:
C Copyright
www.ColeEasdon.com
cec@ColeEasdon.com
Web Site
E-mailCOLE EASDON
CONSULTANTS
DORCAN WAY
SN3 3RB
WILTSHIRE
SWINDON
EDISON PARK
YORK HOUSE
Fax
Tel
: 01793 619967
: 01793 619965
Surrey County CouncilProposed Residential Development
at the Former De Burgh Playing Fields,Banstead
Location Plan PN
KRA Plan 3563/201
October 2013 As shown (A4)
Development Site
Development Site
M25
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D12173.945
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175.15
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172.20
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3.9
1
HT 8mASH
ED
GE
OF
SO
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HT 10mOAK
HT 4mYEW I/R FENCE HT 1.0m
OBSCURED CPS
CONCRETE
TA
RM
AC
HT 10mSYCAMORE
HT 12mSYCAMORE
HT 18mOAK
HT 4mCHERRY
HT 4mHAWTHORN
HTs 2m
C/L FENCE HT 1.8m
HT 12mASH
HT 6mHORSE CHESTNUT
C/B FENCE HT 1.8m
HT 12mASH
HT 8m
HT 8mSYCAMORE
HT 8mSYCAMORE
HT 10mSILVER BIRCH
APPROXIMATE POSITION
APPROXIMATE POSITIONHT 8m
HT 18mASH
HT 4m
TREES HT 8m
HT 6m
TARMAC
HT 10mCONIFER
HT 6mOAK
MULTI-GIRTH
HT 12mASH
HT 12mASH
HTs 8m
TR
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HT 8m
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HT 8mSILVER BIRCH
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HT 6m
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HT 6mHT 6mOAK
HT 6m
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HT 8mOAK
HTs 6mDEAD
TREES
APPROXIMATE POSITIONSHTs 12m
DEAD
HT 6m
HT 12mSILVER BIRCH
HT 12m
HT 6mHAWTHORN
HT 4mOAK
HT 6mOAK
HT 6mHAWTHORN
HT 6mOAK
HT 8mSILVER BIRCH
HT 10mOAK
HTs 10mHAWTHORN
HT 8mOAK
HT 10mMULTI-GIRTH
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HT 12mSILVER BIRCH
HT 10m
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HT 4mOAK
HT 8mOAK
HT 8mHAWTHORN
HT 8mDEAD
HTs 12mSILVER BIRCH
HT 8mHAWTHORN
HT 8mASH
HT 8mHAWTHORN
HT 10mRHODADENDRUM
HT 8mOAK HTs 6m
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HT 6mOAKHT 8m
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HTs 6mOAK HT 10m
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HT 6mOAK
HT 8m
HT 6mSILVER BIRCH
HT 4mOAK
HT 6mHAWTHORN
HT 10m
HT 16mOAK
HT 10mHOLLY
HT 8mHAWTHORN
HT 12mASH
HT 10mHOLLY
HT 6mOAK
HT 6mHAWTHORN
HT 4mOAK
HT 8m
HT 6m
HT 6m
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HT 5m
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CONCRETE
CTV
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C/L FENCE HT 1.8m
TRENCH
TRENCH
TRENCH
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OVERHEAD LINE
177.0
177.0
177.0
177.0
177.0
177.0
177.0
177.0
177.0
177.
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177.
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177.0
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176.0
176.0
176.
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176.
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176.0
176.0
176.0
174.0
174.
0
174.0
174.0
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174.
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17
4.0
174.0
174.0
174.0
174.0
174.0
17
3.0
173.0
173.0
173.0
173.0
173.0
173.
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173
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17
3.0
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2.0
172.0
172.
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172.0
172.0
172.
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172.
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171.0
171.0
171.0
175.0
175.0
175.0
175.
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175.0
175.0
175.0
175.0
175.0
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BT
C H E T W O
D E R
O A D
L O
N G
W
A L
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B U R G H H E A T H - ( M A T U R E W O O D L A N D )
G R A S S F I E L D
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SU
B-S
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APPROXIMATE POSITION(OBSCURED)
SCRUB HT 5m
SCRUB HT 6m
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N o . 3
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HTs 8mHAWTHORN
SCRUB HT 4m
N o . 1 7 7
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CONCRETE
2.4 x 43m vis splays
Kerb line as exis
ting
2.4 x 43m vis splays
'Green Spine'
'Green'
Foot / cycleway
New roadconnection
BurghHeath(SNCI)
'Gre
en
buf
fer'
'Gre
en b
uffe
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New roadconnection
'Square'
Area 1Area 1
'Pond'
'Pond'
'Pond'
Gardens
Gardens
Gardens
Gardens
Gar
dens
Gardens
Gardens
Gardens
Gardens
Gar
dens
Gardens
Mews
Lan
e
Lane
Lane
Lane
Lane
Roa
d
Roa
d
Court
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Footpath
Footpath
Footpath
Footpath
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otp
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path
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'Informalturninghead'
'Informalturning head'
'Informalturning head'
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ootp
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Fo
otp
ath
Foo
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Foo
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New 2m footpath
Footpath
Foot
path
'Informal
turning
head'
Apartments
Apartments
Apa
rtm
ents
Apartments
Apa
rtm
ent
s
Apartments
Apa
rtmen
ts
New 2m footpath
New 2m footpath
New hedge
New hedge
Foo
tpat
h
Foo
tpat
h
Set back upper floors
Set back upper fl
oors
Red
uced
eav
es to
rear
Red
uced
eav
es to
rear
Gardens
New 2m footpath
Key treeretained
New hedge
Land
scap
ing
Land
scap
ing
Land
scap
ing
Sub
sta
tion
Care Home
Foot
path
Hed
ges
Hed
ges
Hedges
Hedges
Hedges
Hed
ges
Hed
ges
He
dges
Hedges
He
dge
s
He
dge
s
Hedges
Hedges
Hardlandscaping
New hedge
1 4
5
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
66
67
68
69
7071
72
7978
77
7675
74
73
80
81
82
83
8485
86
65
64
63
5662
55
54
53
52
51
50
49
48
47
46
41
42
43
44
45
99
98
8790
91
92
93
94
95
96
97
40
39
38
3736
35
100
101
102 103
104
105
106
107
108 116
117 118
119
128
129 130
131 132
133 134
135
136
142 146
137
138
139
140
141
LAPplay
LAPplay
C Copyright
COLE EASDONCONSULTANTS
www.ColeEasdon.comcec@ColeEasdon.com
Web SiteE-mail
DORCAN WAY
: 01793 619965
: 01793 619967
WILTSHIRE
SWINDON
Tel
Fax
SN3 3RB
EDISON PARK
YORK HOUSE
Surrey County Council
Proposed Residential Developmentat De Burgh Playing FieldsBanstead
Swept Path Analysis - Refuse Vehicle
Sheet 1 of 2
KRA MR KRA
November 2013 1:1000 @ A3
Plan 3563/204/01
SV?
SP
IC
IC
RIDGE
RIDGE
RIDGE
RIDGE
RIDGE
RIDGE
RIDGE
RIDGE
RIDGE
RIDGERIDGE
RIDGE
RIDGE
RIDGE
RIDGE
RIDGE
RIDGE
RIDGE
RIDGE
RIDGE
EAVE
EAVE
EAVE
EAVE
EAVE
EAVE
EAVE
EAVEEAVE
EAVE
EAVE
EAVE
EAVE
EAVE
EAVE
EAVE
EAVE
EAVE
EAVE
EAVE
EAVE
EAVE
D5175.757
D6174.198
D7170.743
D60173.027
D61173.073
D8172.084 D9
172.129
523
600E
523
700E
523
800E
523
900E
181.12
177.92
175.
99
175.
97
176.04
175.62
175.42
175.20
174.
73
175.91
177.69
180.23
179.63
177.11
176.46
174.84
176.56
174.48
174
.16
173.
58
173.
46
173
.87
173.48 173
.50
173.
63
172.93
172.60172.38
172.27
171.98
172.
02
171.
84
172
.71
171
.85
173.
06
172.
21
173.
26
172.
8817
3.58
173.65173.03
173.36
173.98
174.20173.58
173.79
174.40
174.
62
174.63
175.13
174.24174.96
174.36
173.24173.92174.51174.00
173.85
173.
59
174.
1317
3.65
172.
90
172.
61
173.
21
173.
89
173.
15
172.
39
172
.99
172.
57
172
.83
172.
26173.45
173.33
173.
42
173.57
173.58
173
.59
173.44
173.69
173.46
173.60
173.65
174.22
173.74
173.51
173.51
174.78
174.64
174.51
174.37
174.73
174.85
174.92
175.02
175.31
175.25
175.14
175.06
175.35
175.51
175.53
175.92
175.87
175.71
176.11
174.
29
173
.65
174.51
180.18
177.90
173.
42
173
.24
173.
04
173.
03
173.28
173.42
173.44
173.
44
172.
7417
2.81
173
.25
173.
36
173.
49
173.
35
173.49
173.44
173.
36
173.
25
179.63177.21
179.68
176.59 APPROX.176.27
178.60
178.84
176.29
173.67
175.37175.07
173.33
176.09
178.54
174.90
173.17
176.00179.19
178.22 175.84
174.90
177.90
174.29
177.33
171.61
173.35
172.30 APPROX.
171.85
174.57
174.27
171.56
175.64
175.28
175.23
175.20
171.
95
17
2.60
17
2.31
17
2.04
17
1.8
217
1.75
172.
11
174.73
174.82
174.79
174.88
174.97
174.52
174.48
174.38
174.34
174.32
174.27
174.17
173.57
173.65
173.70
173.79
173.88
173.90
174.01
174.13
172.
38
172.
601
72.3
9
172.
62
172.
12
173.01
171.97
172.06
171
.77
170.
90
172.
80
172.16
172.
35172.43
172.59
172.70
171.
76
171.54
171.20171.08
171.02171.03
171.
02
170
.76
170
.77
170
.69
170
.61
169.87
169.
70
169.
70
169.
58
169.
46
169.
17
169.
05
168.
66
168.11
167.40
167.92
167.95167.81
167.61
167.57
167.61
167.56
167.54
167.12
167.01
167.34
167.42
167.
41
169.
95
170.
72
171.
21
171.37
172.
00
173.34
173.30
173.30
173.38
173.46
173.57
173.63
173.76
173.33
173.26
173.13
173.09
172.98
172.95
172.86
172.87
172.93
172.94
172.91
172.57
172.53
172.46
172.37
172.48
172.56
172.62
172.68
172.77
172.85
172.98
172.71
172.57
172.44
172.38
172.23
172.20
172.13
172.14
172.20
172.27
172.29
172.05
172.01
172.12
171.94
171.86
171.84
171.93
172.04
172.14
172.20
172.31
172.59
172.98
172.16
172.01
171.93
171.88
171.78
171.66
171.59
171.69
171.89
171.88
171.96
171.83
171.45
171
.69
171
.86
171
.64
171.
90
171.99
171.43
171.44
171.39
171.33
171.30
171.40
171.45
171.57
171.61
171.72
171.91
171.58
171.48
171.28
171.48
171.11
170.97
171.07
170.97
170.88
170.77
170.85
171.08
171.07
171.05
171.04
171.05
171.09
170.70
170.71
170.65
170.68
170.63
170.66
170.67
171.18
171.25
171.15
171.03
170.54
170.45
170.37
170.35
170.29
170.34
170.34
170.38
170.02
169.96
169.95
169.95
169.99
170.06
170.38
170.77
170.55
170.08
169.81
169.74
169.54
169.55
169.65
169.71
169.31
169.25
169.23
169.32
169.40
169.46
169.85
169.44
169.10
169.00
168.93
168.90
168.89
168.58
168.65
168.85
168.68
168.89
169.22
168.80
168.32
168.32
168.36
168.43
168.29
168.03
168.07
168.08
168.02
168.24
168.80
168.42
167.85
167.72
167.71
167.71
167.74
167.58
167.64167.53
167.57167.62
167.67
172.
00
171.
92
17
0.4
2
170.
65
167.
80
168.
15
168.43
167.
591
67.6
21
67.
81
168.
17
168.
36
168.
65
16
9.1
3
16
9.7
2
170.
11
170
.44
171.2
3
171.24
171.
71
167
.60
171.23
171.57
171.
74
167.
63
16
8.6
1
169.
41
173.41
172.18
HT 12mASH
HT 8m
HT 8mSYCAMORE
HT 8mSYCAMORE
XIMATE POSITIONHT 8m
HT 18mASH
HT 4m
TREES HT 8m
HT 12mOAK
CO
NC
RE
TE
HT 10mSILVER BIRCH
HT 10mMULTI-GIRTH
C/B FENCE HT 1.8m
HT 6m
PIPE
TARMAC
HT 8mASH
HT 10mCONIFER
DIL
AP
IDA
TE
D C
/L F
EN
CE
HT
1.8
m
SCRUB HT 4m
HT 8mMULTI-GIRTH
HT 8mSILVER BIRCH
HT 6mOAK
HT 8mHAWTHORN
HAWTHORN
HT 10mSILVER BIRCHMULTI-GIRTH
HT 6mOAK
HT 8m
HT 6mSILVER BIRCH
HT 4mOAK
HT 6mHAWTHORN
HT 10m
HT 16mOAK
HT 10mHOLLY
HT 8mHAWTHORN
HT 12mASH
HT 10mHOLLY
HT 6mOAK
HT 6mHAWTHORN
HT 4mOAK
TREES HT 5m
TREES
MULTI-GIRTH
HT 12mCONIFER
HT 10mHAWTHORN
MULTI-GIRTH
HT 8mSILVER BIRCH
HT 8m
HT 6m
HT 6m
HT 4mELDER
TR
EE
CA
NO
PY
SCRUB
HTs 12mHT 12m
HTs 14m
HT 7m
C/B FENCE HT 1.8m
C/B
FE
NC
E H
T 1
.8m
C/L
FE
NC
E H
T 1.
8m
HT 10mMULTI-GIRTH
HT 10mMULTI-GIRTH
HT 10mMULTI-GIRTH
SCRUB
ASH TREESHT 8m
HEDGE HT 6m
SCRUB
SCRUB
SCRUB
SCRUB
CONCRETE
SANDPITS
SANDPIT
TA
RM
AC
TRENCH
TR
EN
CH
176.0
176.0
174.0
174.0
174.
0
17
4.0
174.0
174.0
174.0
174.0
174.0
173.0
173.0
173.0
173.0
173.
0
173
.0
173
.0
173
.0
17
3.0
17
3.0
17
2.0
172.0
172.
0
172.0
172.0
172.
0
172.
0
171.0
171.0
171.0
171.
0
175.0
175.0
175.0
168.0
168.0
168.
0
169.0
169.0
169
.0
169
.0
170.0
170.0
170.
0
170
.0
175.0
B U R G H H E A T H - ( M A T U R
G R A S S F I E L D
GRASS
GRASS
TA
RM
AC
TREES
APPROXIMATE POSITION(OBSCURED)
H O U S E
H O U S E
G A R A G E
H O U S E
H O U S EH O U S E
H O U S E H O U S E
H O U S E
H O U S E
H O U S E
H O U S E
H O U S E S
H O U S E S
H O U S E S
G A R A G E
'Green Spine'
Marbles Pond
Foot / cycleway
Existing routeacross Burgh
Heath
'Gre
en
buf
fer'
'Gre
en b
uffe
r'
New roadconnection
Area 2Area 2
'Gre
en b
uffe
r'
'Pond'
'Pond'
'Pond'
Gardens
Gar
dens
Gardens
Gardens
Gardens
Gar
dens
Gardens
GardensGar
dens
Gardens
Gardens
Gardens
Gardens
Drive
Mews
Lane
Lane
Lane
Lane
Lane
Road
Footpath
Foo
tpat
h
Foo
tpat
h
Footpath
Footpath
Fo
otp
ath
Court
Drive
'Green'
Court
Court
Court
'Informalturninghead'
'Informalturning head'
'Informalturning head'
Foo
tpat
h
Lane
Drive
Court
Court
Footpath
Fo
otp
ath
Gardens
'Informal
turning
head'
Apartments
Apa
rtm
ents
Apartments
Foo
tpat
h
Set back upper floors
Red
uced
eav
es to
rear
Land
scap
ing
Landscaping
Land
sca
ping
Landscaping
Land
scap
ing
Hed
ges
Hed
ges
He
dges
Hedges
He
dge
s
He
dge
s
He
dge
s
He
dge
s
Hedges
Hedges
Hedges
26
27
28
29
30
31
32
33
34
55
54
53
52
51
50
49
48
47
46
41
42
43
44
45
99
98
95
96
97
40
39
38
3736
35
102 103
104
105
106
107
108 116
117 118
119
120
121 122
123
124 128
129 130
131 132
133 134
135
136
151
150 149
148 147
142 146
137
138
139
140
141
155
154
153
152
156
158
159
160
161
157
162
163
164
165
166
167
168
172
173
174
175
176
177
178
179
180
171 170
169
LAPplay
LAPplay
C Copyright
COLE EASDONCONSULTANTS
www.ColeEasdon.comcec@ColeEasdon.com
Web SiteE-mail
DORCAN WAY
: 01793 619965
: 01793 619967
WILTSHIRE
SWINDON
Tel
Fax
SN3 3RB
EDISON PARK
YORK HOUSE
Surrey County Council
Proposed Residential Developmentat De Burgh Playing FieldsBanstead
Swept Path Analysis - Refuse Vehicle
Sheet 2 of 2
KRA MR KRA
November 2013 1:1000 @ A3
Plan 3563/204/02
Appendix 2
SITE SITE
Client:
Checked By Drawing No. Revision
Drawn By Date Drawn Scale
Job Title: Drawing Title:C Copyright
www.ColeEasdon.comcec@ColeEasdon.com
Web SiteE-mail
COLE EASDONCONSULTANTS
DORCAN WAY
: 01793 619965
: 01793 619967
SWINDON
WILTSHIRE
Tel
Fax
SN3 3RB
YORK HOUSE
EDISON PARK Surrey County CouncilProposed Residential Developmentat the Former De Burgh Playing Fields,Banstead
Surveyed 2012 Traffic Flows
KRA
JBF
June 2012 NTS
Figure 3563/201
33 (1)645 (27)
90 (3)
162 (2)
611 (14)
41 (1)
218 (5)
285 (3)
51 (0)
65 (1)
355 (4)
117 (6)
180 (5)197 (7)
268 (6)
102 (4)
212 (7)104 (3)
CHETWODE ROAD
B2221 GREAT TATTENHAMS
MERLA
ND
RISE
MA
RBLES W
AY
PRESTON LANE
A240 REIGATE ROAD
CHAPEL WAY
A21
7 BR
IGH
TON
RO
AD
B2221 TATTENHAM WAY
ST LEAON
ARDS RD
58 (0)620 (5)
178 (1)
264 (1)
754 (5)
49 (0)
77 (0)
305 (0)
54 (0)
69 (2)
296 (5)
167 (2)
140 (1)122 (3)
207 (3)
178 (1)
319 (3)250 (4)
CHETWODE ROAD
B2221 GREAT TATTENHAMS
MERLA
ND
RISE
MA
RBLES W
AY
PRESTON LANE
A240 REIGATE ROAD
CHAPEL WAY
A21
7 BR
IGH
TON
RO
AD
B2221 TATTENHAM WAY
ST LEAON
ARD
S ROAD
LONGW
ALK
BROA
D
WA
LK
CO
XD
EAN
ST.
MARKS
RD
33 (1)645 (27)
90 (3)
162 (2)
611 (14)
41 (1)
218 (5)
285 (3)
51 (0)
65 (1)
355 (4)
117 (6)
180 (5)197 (7)
268 (6)
102 (4)
212 (7)104 (3)58 (0)620 (5)
178 (1)
264 (1)
754 (5)
49 (0)
77 (0)
305 (0)
54 (0)
69 (2)
296 (5)
167 (2)
140 (1)122 (3)
207 (3)
178 (1)
319 (3)250 (4)
(0) 5(0) 4
12 (0)
4 (0)
DE BURGH GARDENS
(0) 10
(1) 14
7 (0)
1 (0)
DE BURGH GARDENS
MEREFIELDGARDENS
MEREFIELDGARDENS
↑ 146 (0)↓ 38 (1)
↑ 77 (0)↓ 32 (1)
↑ 56 (2)↓ 24 (2)
↑ 11 (0)↓ 10 (0) ↑ 10 (0)
↓ 7 (1)
↑ 45 (0)↓ 62 (1)
↑ 26 (1)↓ 29 (2)
↑ 111 (0)↓ 75 (0)
Key
AM (07:45 - 08:45)
↑↓ Direction of Traffic Flow on Link
Total vehicles (HGV's)
Key
PM (17:00 - 18:00)
↑↓ Direction of Traffic Flow on Link
Total vehicles (HGV's)
SITE SITE
Client:
Checked By Drawing No. Revision
Drawn By Date Drawn Scale
Job Title: Drawing Title:C Copyright
www.ColeEasdon.comcec@ColeEasdon.com
Web SiteE-mail
COLE EASDONCONSULTANTS
DORCAN WAY
: 01793 619965
: 01793 619967
SWINDON
WILTSHIRE
Tel
Fax
SN3 3RB
YORK HOUSE
EDISON PARK Surrey County CouncilProposed Residential Developmentat the Former De Burgh Playing Fields,Banstead
Forecast Year 2017
KRA
JBF
June 2012 NTS
Figure 3563/202
35 (1)675 (28)
94 (3)
170 (2)
639 (15)
43 (1)
228 (5)
298 (3)
53 (0)
68 (1)
372 (4)
122 (6)
188 (5)206 (7)
280 (6)
107 (4)
222 (7)109 (3)
CHETWODE ROAD
B2221 GREAT TATTENHAMS
MERLA
ND
RISE
MA
RBLES W
AY
PRESTON LANE
A240 REIGATE ROAD
CHAPEL WAY
A21
7 BR
IGH
TON
RO
AD
B2221 TATTENHAM WAY
ST LEAON
ARDS RD
61 (0)
651 (5)
187 (1)
277 (1)
792 (5)
51 (0)
81 (0)
320 (0)
57 (0)
72 (2)
311 (5)
175 (2)
147 (1)128 (3)
217 (3)
187 (1)
335 (3)263 (4)
CHETWODE ROAD
B2221 GREAT TATTENHAMS
MERLA
ND
RISE
MA
RBLES W
AY
PRESTON LANE
A240 REIGATE ROAD
CHAPEL WAY
A21
7 BR
IGH
TON
RO
AD
B2221 TATTENHAM WAY
ST LEAON
ARD
S ROAD
LONGW
ALK
BROA
D
WA
LK
CO
XD
EAN
ST.
MARKS
RD
(0) 5(0) 4
12 (0)
4 (0)
DE BURGH GARDENS
(0) 10
(1) 15
7 (0)
1 (0)
DE BURGH GARDENS
MEREFIELDGARDENS
MEREFIELDGARDENS
↑ 153 (0)↓ 40 (1)
↑ 81 (0)↓ 33 (1)
↑ 59 (2)↓ 25 (2)
↑ 12 (0)↓ 10 (0) ↑ 11 (0)
↓ 7 (1)
↑ 47 (0)↓ 65 (1)
↑ 27 (1)↓ 30 (2)
↑ 117 (0)↓ 79 (0)
Key
AM (07:45 - 08:45)
↑↓ Direction of Traffic Flow on Link
Total vehicles (HGV's)
Key
PM (17:00 - 18:00)
↑↓ Direction of Traffic Flow on Link
Total vehicles (HGV's)
SITE SITE
Client:
Checked By Drawing No. Revision
Drawn By Date Drawn Scale
Job Title: Drawing Title:C Copyright
www.ColeEasdon.comcec@ColeEasdon.com
Web SiteE-mail
COLE EASDONCONSULTANTS
DORCAN WAY
: 01793 619965
: 01793 619967
SWINDON
WILTSHIRE
Tel
Fax
SN3 3RB
YORK HOUSE
EDISON PARK Surrey County CouncilProposed Residential Developmentat the Former De Burgh Playing Fields,Banstead
Forecast Year 2017 with Committed Development
KRA
JBF
June 2012 NTS
Figure 3563/203
35 (1)675 (28)
97 (3)
170 (2)
639 (15)
49 (1)
228 (5)
309 (3)
53 (0)
82 (1)
387 (4)
124 (6)
205 (5)217 (7)
280 (6)
111 (4)
222 (7)111 (3)
CHETWODE ROAD
B2221 GREAT TATTENHAMS
MERLA
ND
RISE
MA
RBLES W
AY
PRESTON LANE
A240 REIGATE ROAD
CHAPEL WAY
A21
7 BR
IGH
TON
RO
AD
B2221 TATTENHAM WAY
ST LEAON
ARDS RD
61 (0)
651 (5)
192 (1)
277 (1)
792 (5)
65 (0)
81 (0)
338 (0)
57 (0)
80 (2)
324 (5)
180 (2)
158 (1)135 (3)
217 (3)
205 (1)
335 (3)278 (4)
CHETWODE ROAD
B2221 GREAT TATTENHAMS
MERLA
ND
RISE
MA
RBLES W
AY
PRESTON LANE
A240 REIGATE ROAD
CHAPEL WAY
A21
7 BR
IGH
TON
RO
AD
B2221 TATTENHAM WAY
ST LEAON
ARD
S ROAD
LONGW
ALK
BROA
D
WA
LK
CO
XD
EAN
ST.
MARKS
RD
(0) 5(0) 4
12 (0)
4 (0)
DE BURGH GARDENS
(0) 10
(1) 15
7 (0)
1 (0)
DE BURGH GARDENS
MEREFIELDGARDENS
MEREFIELDGARDENS
↑ 167 (0)↓ 56 (1)
↑ 95 (0)↓ 49 (1)
↑ 59 (2)↓ 25 (2)
↑ 12 (0)↓ 10 (0) ↑ 11 (0)
↓ 7 (1)
↑ 62 (0)↓ 84 (1)
↑ 27 (1)↓ 30 (2)
↑ 132 (0)↓ 98 (0)
Key
AM (07:45 - 08:45)
↑↓ Direction of Traffic Flow on Link
Total vehicles (HGV's)
Key
PM (17:00 - 18:00)
↑↓ Direction of Traffic Flow on Link
Total vehicles (HGV's)
SITE
CHETWODE ROAD
B2221 GREAT TATTENHAMS
MERLA
ND
RISE
MA
RBLES W
AY
PRESTON LANE
A240 REIGATE ROAD
CHAPEL WAY
A21
7 BR
IGH
TON
RO
AD
B2221 TATTENHAM WAY
ST LEAON
ARD
S ROAD
AC
RESG
DN
S
Client:
Checked By Drawing No. Revision
Drawn By Date Drawn Scale
Job Title:
Drawing Title:
C Copyright
www.ColeEasdon.com
cec@ColeEasdon.com
Web Site
E-mailCOLE EASDON
CONSULTANTS
DORCAN WAY
SN3 3RB
WILTSHIRE
SWINDON
EDISON PARK
YORK HOUSE
Fax
Tel
: 01793 619967
: 01793 619965
Surrey County CouncilProposed Residential Development
at De Burgh Playing FieldsBanstead
Development Traffic Assignment(Southern Development Area)Based on Census 2001Travel to Work Data
KRA
JBF Figure 3563/204
October 2012 NTS
CHAPEL WAY
LONGW
ALKBRO
AD
WA
LK
ST.
MARKS
RD
5.9%
5.3%
6.4%
7.2%10.2%
15.1%Proportion of developmenttraffic routing this way
Proposed vehicular pointof access to site
Key
5.9%
5.9%
5.9%
5.9%
29.7%
23.8%
23.8%
23.8%
23.8%
5.3%
5.3%
11.9%
11.9%
23.8%
11.9%
35.0%
6.4%
2.7% S Bound only
35.0% SE Bound
5.3% N Bound
2.7% W Bound only
32.4% NW Bound
2.7% S Bound
COXDEANFERRIERS WAY
DE BURGH GARDENS
HATCH GARDENSMEREFIELD GARDENS
SITE
CHETWODE ROAD
B2221 GREAT TATTENHAMS
MERLA
ND
RISE
MA
RBLES W
AY
PRESTON LANE
A240 REIGATE ROAD
CHAPEL WAY
A21
7 BR
IGH
TON
RO
AD
B2221 TATTENHAM WAY
ST LEAON
ARD
S ROAD
AC
RESG
DN
S
Client:
Checked By Drawing No. Revision
Drawn By Date Drawn Scale
Job Title:
Drawing Title:
C Copyright
www.ColeEasdon.com
cec@ColeEasdon.com
Web Site
E-mailCOLE EASDON
CONSULTANTS
DORCAN WAY
SN3 3RB
WILTSHIRE
SWINDON
EDISON PARK
YORK HOUSE
Fax
Tel
: 01793 619967
: 01793 619965
Surrey County CouncilProposed Residential Development
at De Burgh Playing FieldsBanstead
Development Traffic Assignment(Northern Development Area)Based on Census 2001Travel to Work Data
KRA
JBF Figure 3563/205
October 2012 NTS
CHAPEL WAY
LONGW
ALKBRO
AD
WA
LK
COXDEAN
ST.
MARKS
RD
11.0%
9.8%
11.9%
13.4%18.9%
15.1%Proportion of developmenttraffic routing this way
Proposed vehicular pointof access to site
Key
11.0%
11.0%
11.0%
11.0%
9.8%
44.2%
35.4%
26.5%
8.8%
17.7%
26.0%39.0%
20.8%
9.8%
9.8%
9.8%
22.1%
22.1%
44.2%
22.1%
11.9%
FERRIERS WAY
DE BURGH GARDENS
HATCH GARDENSMEREFIELD GARDENS
SITE
Client:
Checked By Drawing No. Revision
Drawn By Date Drawn Scale
Job Title:
Drawing Title:
C Copyright
www.ColeEasdon.com
cec@ColeEasdon.com
Web Site
E-mailCOLE EASDON
CONSULTANTS
DORCAN WAY
SN3 3RB
WILTSHIRE
SWINDON
EDISON PARK
YORK HOUSE
Fax
Tel
: 01793 619967
: 01793 619965
Surrey County CouncilProposed Residential Development
at De Burgh Playing FieldsBanstead
Development Traffic Assignment(Northern & Southern Devt. Areas)Based on Census 2001Travel to Work Data
KRA
JBF Figure 3563/206
October 2012 NTS
CHETWODE ROAD
B2221 GREAT TATTENHAMS
MERLA
ND
RISE
MA
RBLES W
AY
PRESTON LANE
A240 REIGATE ROAD
CHAPEL WAY
A21
7 BR
IGH
TON
RO
AD
B2221 TATTENHAM WAY
ST LEAON
ARD
S ROAD
AC
RESG
DN
S
CHAPEL WAY
LONGW
ALKBRO
AD
WA
LK
ST.
MARKS
RD
16.9%
15.1%
18.3%
20.6%29.1%
15.1%Proportion of developmenttraffic routing this way
Proposed vehicular pointof access to site
Key
16.9%
16.9%
16.9%
16.9%
39.5%
68.0%
59.2%
50.3%
8.8%
17.7%
26.0%39.0%
44.6%
35.0% SE Bound
15.1% N Bound
15.1%
2.7% W Bound only
15.1%
34.0%
34.0%
68.0%
34.0%
35.0%
18.3%
32.4% NW Bound
12.5% S Bound
COXDEANFERRIERS WAY
2.7% S Bound onlyDE BURGH GARDENS
HATCH GARDENSMEREFIELD GARDENS
SITE SITE
Client:
Checked By Drawing No. Revision
Drawn By Date Drawn Scale
Job Title: Drawing Title:C Copyright
www.ColeEasdon.comcec@ColeEasdon.com
Web SiteE-mail
COLE EASDONCONSULTANTS
DORCAN WAY
: 01793 619965
: 01793 619967
SWINDON
WILTSHIRE
Tel
Fax
SN3 3RB
YORK HOUSE
EDISON PARK Surrey County CouncilProposed Residential Developmentat the Former De Burgh Playing Fields,Banstead
Residential Development Traffic Distribution(181 units)
KRA
JBF
October 2012 NTS
Figure 3563/207
CHETWODE ROAD
B2221 GREAT TATTENHAMS
MERLA
ND
RISE
MA
RBLES W
AY
PRESTON LANE
A240 REIGATE ROAD
CHAPEL WAY
A21
7 BR
IGH
TON
RO
AD
B2221 TATTENHAM WAY
ST LEAO
NA
RDS RO
AD
AC
RESG
DN
S
Key
AM (07:45 - 08:45)
↑↓ Direction of Traffic Flow on Link
Proposed Site Access
COXDEANFERRIERS WAY
DE BURGH GDNS
HATCHGDNS
MEREFIELDGDNS
58
6
231714
10
262
LONGW
ALK
BROA
D
WA
LK
13
4
↑13↓4
↑13↓4
13←4→
→54←19
→26←9
↑ 5↓ 14
↑ 28↓ 10
↑ 26↓ 9
↑ 54↓ 19
↑ 7↓ 2
↑ 14↓ 5
↑ 47↓ 17 ↑ 40
↓ 1413←4→
23←25→
↑ 27↓ 16
10 → 26←
↓2
2←↑5↓12
↑5↓12
↑5↓10
CHETWODE ROAD
B2221 GREAT TATTENHAMS
MERLA
ND
RISE
MA
RBLES W
AY
PRESTON LANE
A240 REIGATE ROAD
CHAPEL WAY
A21
7 BR
IGH
TON
RO
AD
B2221 TATTENHAM WAY
ST LEAO
NA
RDS RO
AD
AC
RESG
DN
S
COXDEANFERRIERS WAY
DE BURGH GDNS
HATCHGDNS
MEREFIELDGDNS
1422
15
1310
8
26
142
LONGW
ALKBRO
AD
WA
LK
7
12
↑7↓12
→31←51
→15←25
↑ 5↓ 8
↑ 16↓ 26
↑ 31↓ 51
7↓4↑
↑ 27↓ 44 ↑ 23
↓ 37
→12←7 ↑ 21
↓ 2626 →
14 ←
↓2
2←↑12↓7
↑12↓5
↑7↓12
14↓ 8↑
→12←7
25↓ 15↑
↑12↓7 Key
PM (17:00 - 18:00)
↑↓ Direction of Traffic Flow on Link
Proposed Site Access
→27←27
SITE SITE
Client:
Checked By Drawing No. Revision
Drawn By Date Drawn Scale
Job Title: Drawing Title:C Copyright
www.ColeEasdon.comcec@ColeEasdon.com
Web SiteE-mail
COLE EASDONCONSULTANTS
DORCAN WAY
: 01793 619965
: 01793 619967
SWINDON
WILTSHIRE
Tel
Fax
SN3 3RB
YORK HOUSE
EDISON PARK Surrey County CouncilProposed Residential Developmentat the Former De Borgh Playing Fields,Banstead
Forecast Year 2017 + Committed Development+ Development
KRA
JBF
June 2012 NTS
Figure 3563/208
35 (1)675 (28)
102 (3)
170 (2)
639 (15)
57 (1)
228 (5)
315 (3)
53 (0)
105 (1)
404 (4)
138 (6)
205 (5)230 (7)
280 (6)
111 (4)
222 (7)115 (3)
CHETWODE ROAD
B2221 GREAT TATTENHAMS
MERLA
ND
RISE
MA
RBLES W
AY
PRESTON LANE
A240 REIGATE ROAD
CHAPEL WAY
A21
7 BR
IGH
TON
RO
AD
B2221 TATTENHAM WAY
ST LEAON
ARDS RD
61 (0)
651 (5)
206 (1)
277 (1)
792 (5)
87 (0)
81 (0)
353 (0)
57 (0)
93 (2)
334 (5)
188 (2)
158 (1)142 (3)
217 (3)
205 (1)
335 (3)290 (4)
CHETWODE ROAD
B2221 GREAT TATTENHAMS
MERLA
ND
RISE
MA
RBLES W
AY
PRESTON LANE
A240 REIGATE ROAD
CHAPEL WAY
A21
7 BR
IGH
TON
RO
AD
B2221 TATTENHAM WAY
ST LEAON
ARD
S ROAD
LONGW
ALK
BROA
D
WA
LK
CO
XD
EAN
ST.
MARKS
RD
(0) 15
(0) 4
38 (0)
6 (0)
DE BURGH GARDENS
(0) 36
(1) 15
21 (0)
3 (0)
DE BURGH GARDENS
MEREFIELDGARDENS
MEREFIELDGARDENS
↑ 221 (0)↓ 75 (1)
↑ 135 (0)↓ 63 (1)
↑ 59 (2)↓ 25 (2)
↑ 26 (0)↓ 15 (0) ↑ 19 (0)
↓ 21 (1)
↑ 85 (0)↓ 121 (1)
↑ 27 (1)↓ 30 (2)
↑ 163 (0)↓ 149 (0)
Key
AM (07:45 - 08:45)
↑↓ Direction of Traffic Flow on Link
Total vehicles (HGV's)
Key
PM (17:00 - 18:00)
↑↓ Direction of Traffic Flow on Link
Total vehicles (HGV's)
SITE SITE
Client:
Checked By Drawing No. Revision
Drawn By Date Drawn Scale
Job Title: Drawing Title:C Copyright
www.ColeEasdon.comcec@ColeEasdon.com
Web SiteE-mail
COLE EASDONCONSULTANTS
DORCAN WAY
: 01793 619965
: 01793 619967
SWINDON
WILTSHIRE
Tel
Fax
SN3 3RB
YORK HOUSE
EDISON PARK Surrey County CouncilProposed Residential Developmentat the Former De Burgh Playing Fields,Banstead
Forecast Year 2017 + Committed Development+ Development + Mitigation (Northbound-only one-way links)
KRA
JBF
June 2012 NTS
Figure 3563/209
35 (1)675 (28)
102 (3)
170 (2)
639 (15)
57 (1)
228 (5)
315 (3)
53 (0)
105 (1)
404 (4)
138 (6)
205 (5)230 (7)
280 (6)
160 (4)
222 (7)115 (3)
CHETWODE ROAD
B2221 GREAT TATTENHAMS
MERLA
ND
RISE
MA
RBLES W
AY
PRESTON LANE
A240 REIGATE ROAD
CHAPEL WAY
A21
7 BR
IGH
TON
RO
AD
B2221 TATTENHAM WAY
ST LEAON
ARDS RD
61 (0)
651 (5)
206 (1)
277 (1)
792 (5)
87 (0)
81 (0)
353 (0)
57 (0)
93 (2)
334 (5)
188 (2)
158 (1)142 (3)
217 (3)
294 (1)
335 (3)290 (4)
CHETWODE ROAD
B2221 GREAT TATTENHAMS
MERLA
ND
RISE MA
RBLES W
AY
PRESTON LANE
A240 REIGATE ROAD
CHAPEL WAY
A21
7 BR
IGH
TON
RO
AD
B2221 TATTENHAM WAY
ST LEAON
ARD
S ROAD
LONGW
ALK
BROA
D
WA
LK
CO
XD
EAN
ST.
MARKS
RD
(0) 15(0) 4
38 (0)
6 (0)
DE BURGH GARDENS
(0) 36
(1) 15
21 (0)
3 (0)
DE BURGH GARDENS
MEREFIELDGARDENS
MEREFIELDGARDENS
↑ 249 (0)↓ 26 (1)
↑ 135 (0)
↑ 59 (2)↓ 25 (2)
↑ 26 (0) ↑ 19 (0)
↑ 85 (0)
↑ 27 (1)↓ 30 (2)
↑ 213 (0)↓ 60 (0)
Key
AM (07:45 - 08:45)
↑↓ Direction of Traffic Flow on Link
Total vehicles (HGV's)
Key
PM (17:00 - 18:00)
↑↓ Direction of Traffic Flow on Link
Total vehicles (HGV's)
LONGW
ALKBRO
AD
WA
LK
Represents lengthsof northbound-onlyone-way street
Represents lengthsof northbound-onlyone-way street
SITE SITE
Client:
Checked By Drawing No. Revision
Drawn By Date Drawn Scale
Job Title: Drawing Title:C Copyright
www.ColeEasdon.comcec@ColeEasdon.com
Web SiteE-mail
COLE EASDONCONSULTANTS
DORCAN WAY
: 01793 619965
: 01793 619967
SWINDON
WILTSHIRE
Tel
Fax
SN3 3RB
YORK HOUSE
EDISON PARK Surrey County CouncilProposed Residential Developmentat the Former De Burgh Playing Fields,Banstead
Forecast Year 2017 + Committed Development+ Development + Mitigation (Southbound-only one-way links)
KRA
JBF
June 2012 NTS
Figure 3563/210
35 (1)675 (28)
102 (3)
170 (2)
639 (15)
57 (1)
228 (5)
315 (3)
53 (0)
105 (1)
404 (4)
138 (6)
328 (5)230 (7)
280 (6)
111 (4)
222 (7)115 (3)
CHETWODE ROAD
B2221 GREAT TATTENHAMS
MERLA
ND
RISE
MA
RBLES W
AY
PRESTON LANE
A240 REIGATE ROAD
CHAPEL WAY
A21
7 BR
IGH
TON
RO
AD
B2221 TATTENHAM WAY
ST LEAON
ARDS RD
61 (0)
651 (5)
206 (1)
277 (1)
792 (5)
87 (0)
81 (0)
353 (0)
57 (0)
93 (2)
334 (5)
188 (2)
221 (1)142 (3)
217 (3)
205 (1)
335 (3)290 (4)
CHETWODE ROAD
B2221 GREAT TATTENHAMS
MERLA
ND
RISE
MA
RBLES W
AY
PRESTON LANE
A240 REIGATE ROAD
CHAPEL WAY
A21
7 BR
IGH
TON
RO
AD
B2221 TATTENHAM WAY
ST LEAON
ARD
S ROAD
BROA
D
WA
LK
CO
XD
EAN
ST.
MARKS
RD
(0) 15
(0) 4
38 (0)
6 (0)
DE BURGH GARDENS
(0) 36
(1) 15
21 (0)
3 (0)
DE BURGH GARDENS
MEREFIELDGARDENS
MEREFIELDGARDENS
↑ 98 (0)↓ 108 (1)
↓ 63 (1)
↑ 59 (2)↓ 25 (2)
↓ 15 (0) ↓ 21 (1)
↓ 121 (1)
↑ 27 (1)↓ 30 (2)
↑ 100 (0)↓ 188 (0)
Key
AM (07:45 - 08:45)
↑↓ Direction of Traffic Flow on Link
Total vehicles (HGV's)
Key
PM (17:00 - 18:00)
↑↓ Direction of Traffic Flow on Link
Total vehicles (HGV's)
Represents lengthsof southbound-onlyone-way street
Represents lengthsof southbound-onlyone-way street
LONGW
ALKBRO
AD
WA
LK
LONGW
ALK
Appendix 3
TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 20/03/12
3458 Banstead - Houses Privately Owned Page 1
Cole Easdon Consultants Dorcan Way Swindon Licence No: 228601
TRIP RATE CALCULATION SELECTION PARAMETERS:
Land Use : 03 - RESIDENTIAL
Category : A - HOUSES PRIVATELY OWNED
MULTI-MODAL VEHICLES
Selected regions and areas:
02 SOUTH EAST
BD BEDFORDSHIRE 2 days
EX ESSEX 1 days
03 SOUTH WEST
WL WILTSHIRE 1 days
04 EAST ANGLIA
SF SUFFOLK 3 days
05 EAST MIDLANDS
LN LINCOLNSHIRE 2 days
NT NOTTINGHAMSHIRE 1 days
06 WEST MIDLANDS
WM WEST MIDLANDS 1 days
07 YORKSHIRE & NORTH LINCOLNSHIRE
NY NORTH YORKSHIRE 1 days
08 NORTH WEST
LC LANCASHIRE 1 days
MS MERSEYSIDE 1 days
09 NORTH
CB CUMBRIA 1 days
10 WALES
CF CARDIFF 1 days
11 SCOTLAND
FI FIFE 2 days
HI HIGHLAND 1 days
SR STIRLING 1 days
TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 20/03/12
3458 Banstead - Houses Privately Owned Page 2
Cole Easdon Consultants Dorcan Way Swindon Licence No: 228601
Filtering Stage 2 selection:
Parameter: Number of dwellings
Range: 58 to 372 (units: )
Public Transport Provision:
Selection by: Include all surveys
Date Range: 01/01/03 to 13/05/11
Selected survey days:
Monday 8 days
Tuesday 3 days
Wednesday 2 days
Thursday 4 days
Friday 3 days
Selected survey types:
Manual count 20 days
Directional ATC Count 0 days
Selected Locations:
Suburban Area (PPS6 Out of Centre) 7
Edge of Town 12
Neighbourhood Centre (PPS6 Local Centre) 1
Selected Location Sub Categories:
Residential Zone 17
Out of Town 1
No Sub Category 2
Filtering Stage 3 selection:
Use Class:
C 3 20 days
Population within 1 mile:
1,001 to 5,000 1 days
5,001 to 10,000 3 days
10,001 to 15,000 2 days
15,001 to 20,000 8 days
20,001 to 25,000 4 days
25,001 to 50,000 2 days
Population within 5 miles:
25,001 to 50,000 3 days
50,001 to 75,000 3 days
75,001 to 100,000 1 days
100,001 to 125,000 3 days
125,001 to 250,000 9 days
250,001 to 500,000 1 days
Car ownership within 5 miles:
0.6 to 1.0 8 days
1.1 to 1.5 12 days
Travel Plan:
No 20 days
TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 20/03/12
3458 Banstead - Houses Privately Owned Page 3
Cole Easdon Consultants Dorcan Way Swindon Licence No: 228601
LIST OF SITES relevant to selection parameters
1 BD-03-A-01 SEMI DETACHED, LUTON BEDFORDSHIRE
NEW BEDFORD ROAD
LUTON
Suburban Area (PPS6 Out of Centre)
Residential Zone
Total Number of dwellings: 1 3 1
Survey date: THURSDAY 08/07/04 Survey Type: MANUAL
2 BD-03-A-02 SEMI DETACHED, LUTON BEDFORDSHIRE
RIDDY LANE
LUTON
Suburban Area (PPS6 Out of Centre)
Residential Zone
Total Number of dwellings: 8 2
Survey date: TUESDAY 06/07/04 Survey Type: MANUAL
3 CB-03-A-04 SEMI DETACHED, WORKINGTON CUMBRIA
MOORCLOSE ROAD
SALTERBACK
WORKINGTON
Edge of Town
No Sub Category
Total Number of dwellings: 8 2
Survey date: FRIDAY 24/04/09 Survey Type: MANUAL
4 CF-03-A-02 MIXED HOUSES, CARDIFF CARDIFF
DROPE ROAD
CARDIFF
Edge of Town
Residential Zone
Total Number of dwellings: 1 9 6
Survey date: FRIDAY 05/10/07 Survey Type: MANUAL
5 EX-03-A-01 SEMI-DET., STANFORD-LE-HOPE ESSEX
MILTON ROAD
CORRINGHAM
STANFORD-LE-HOPE
Edge of Town
Residential Zone
Total Number of dwellings: 2 3 7
Survey date: TUESDAY 13/05/08 Survey Type: MANUAL
6 FI-03-A-02 SEMI DETACHED, GLENROTHES FIFE
WAROUT ROAD
GLENROTHES
Suburban Area (PPS6 Out of Centre)
Residential Zone
Total Number of dwellings: 5 8
Survey date: MONDAY 16/05/05 Survey Type: MANUAL
TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 20/03/12
3458 Banstead - Houses Privately Owned Page 4
Cole Easdon Consultants Dorcan Way Swindon Licence No: 228601
LIST OF SITES relevant to selection parameters (Cont.)
7 FI-03-A-03 MIXED HOUSES, DUNFERMLINE FIFE
WOODMILL ROAD
DUNFERMLINE
Edge of Town
Residential Zone
Total Number of dwellings: 1 5 5
Survey date: MONDAY 30/04/07 Survey Type: MANUAL
8 HI-03-A-14 SEMI-DETACHED, INVERNESS HIGHLAND
CALEDONIAN ROAD
DALNEIGH
INVERNESS
Suburban Area (PPS6 Out of Centre)
Residential Zone
Total Number of dwellings: 7 3
Survey date: FRIDAY 13/05/11 Survey Type: MANUAL
9 LC-03-A-29 DETACHED/SEMI D., BLACKBURN LANCASHIRE
REVIDGE ROAD
FOUR LANE ENDS
BLACKBURN
Edge of Town
Residential Zone
Total Number of dwellings: 1 8 5
Survey date: THURSDAY 10/06/04 Survey Type: MANUAL
10 LN-03-A-01 MIXED HOUSES, LINCOLN LINCOLNSHIRE
BRANT ROAD
BRACEBRIDGE
LINCOLN
Edge of Town
Residential Zone
Total Number of dwellings: 1 5 0
Survey date: TUESDAY 15/05/07 Survey Type: MANUAL
11 LN-03-A-02 MIXED HOUSES, LINCOLN LINCOLNSHIRE
HYKEHAM ROAD
LINCOLN
Suburban Area (PPS6 Out of Centre)
Residential Zone
Total Number of dwellings: 1 8 6
Survey date: MONDAY 14/05/07 Survey Type: MANUAL
12 MS-03-A-01 TERRACED, RUNCORN MERSEYSIDE
PALACE FIELDS AVENUE
RUNCORN
Neighbourhood Centre (PPS6 Local Centre)
Residential Zone
Total Number of dwellings: 3 7 2
Survey date: THURSDAY 06/10/05 Survey Type: MANUAL
TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 20/03/12
3458 Banstead - Houses Privately Owned Page 5
Cole Easdon Consultants Dorcan Way Swindon Licence No: 228601
LIST OF SITES relevant to selection parameters (Cont.)
13 NT-03-A-03 SEMI DETACHED,KIRKBY-IN-ASHFD NOTTINGHAMSHIRE
B6018 SUTTON ROAD
KIRKBY-IN-ASHFIELD
Edge of Town
Residential Zone
Total Number of dwellings: 1 6 6
Survey date: WEDNESDAY 28/06/06 Survey Type: MANUAL
14 NY-03-A-05 HOUSES AND FLATS, RIPON NORTH YORKSHIRE
BOROUGHBRIDGE ROAD
RIPON
Edge of Town
No Sub Category
Total Number of dwellings: 7 1
Survey date: MONDAY 22/09/08 Survey Type: MANUAL
15 SF-03-A-01 SEMI DETACHED, IPSWICH SUFFOLK
A1156 FELIXSTOWE ROAD
RACECOURSE
IPSWICH
Suburban Area (PPS6 Out of Centre)
Residential Zone
Total Number of dwellings: 7 7
Survey date: WEDNESDAY 23/05/07 Survey Type: MANUAL
16 SF-03-A-02 SEMI DET./TERRACED, IPSWICH SUFFOLK
STOKE PARK DRIVE
MAIDENHALL
IPSWICH
Edge of Town
Residential Zone
Total Number of dwellings: 2 3 0
Survey date: THURSDAY 24/05/07 Survey Type: MANUAL
17 SF-03-A-03 MIXED HOUSES, BURY ST EDMDS SUFFOLK
BARTON HILL
FORNHAM ST MARTIN
BURY ST EDMUNDS
Edge of Town
Out of Town
Total Number of dwellings: 1 0 1
Survey date: MONDAY 15/05/06 Survey Type: MANUAL
18 SR-03-A-01 DETACHED, STIRLING STIRLING
BENVIEW
STIRLING
Suburban Area (PPS6 Out of Centre)
Residential Zone
Total Number of dwellings: 1 1 5
Survey date: MONDAY 23/04/07 Survey Type: MANUAL
19 WL-03-A-01 SEMI D./TERRACED W. BASSETT WILTSHIRE
MAPLE DRIVE
WOOTTON BASSETT
Edge of Town
Residential Zone
Total Number of dwellings: 9 9
Survey date: MONDAY 02/10/06 Survey Type: MANUAL
TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 20/03/12
3458 Banstead - Houses Privately Owned Page 6
Cole Easdon Consultants Dorcan Way Swindon Licence No: 228601
LIST OF SITES relevant to selection parameters (Cont.)
20 WM-03-A-03 MIXED HOUSING, COVENTRY WEST MIDLANDS
BASELEY WAY
ROWLEYS GREEN
COVENTRY
Edge of Town
Residential Zone
Total Number of dwellings: 8 4
Survey date: MONDAY 24/09/07 Survey Type: MANUAL
TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 20/03/12
3458 Banstead - Houses Privately Owned Page 7
Cole Easdon Consultants Dorcan Way Swindon Licence No: 228601
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED
MULTI-MODAL VEHICLES
Calculation factor: 1 DWELLS
BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS
No. Ave. Trip No. Ave. Trip No. Ave. Trip
Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate
0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00
0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00
0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00
0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00
0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00
0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00
0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00
20 143 0.083 20 143 0.296 20 143 0.37907:00 - 08:00
20 143 0.157 20 143 0.434 20 143 0.59108:00 - 09:00
20 143 0.176 20 143 0.226 20 143 0.40209:00 - 10:00
20 143 0.151 20 143 0.190 20 143 0.34110:00 - 11:00
20 143 0.193 20 143 0.185 20 143 0.37811:00 - 12:00
20 143 0.207 20 143 0.189 20 143 0.39612:00 - 13:00
20 143 0.185 20 143 0.199 20 143 0.38413:00 - 14:00
20 143 0.202 20 143 0.200 20 143 0.40214:00 - 15:00
20 143 0.304 20 143 0.219 20 143 0.52315:00 - 16:00
20 143 0.350 20 143 0.217 20 143 0.56716:00 - 17:00
20 143 0.417 20 143 0.251 20 143 0.66817:00 - 18:00
20 143 0.291 20 143 0.238 20 143 0.52918:00 - 19:00
0 0 0.000 0 0 0.000 0 0 0.00019:00 - 20:00
0 0 0.000 0 0 0.000 0 0 0.00020:00 - 21:00
0 0 0.000 0 0 0.000 0 0 0.00021:00 - 22:00
0 0 0.000 0 0 0.000 0 0 0.00022:00 - 23:00
0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00
Total Rates: 2.716 2.844 5.560
Parameter summary
Trip rate parameter range selected: 58 - 372 (units: )
Survey date date range: 01/01/03 - 13/05/11
Number of weekdays (Monday-Friday): 20
Number of Saturdays: 0
Number of Sundays: 0
Surveys manually removed from selection: 11
TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 20/03/12
3458 Banstead - Houses Privately Owned Page 8
Cole Easdon Consultants Dorcan Way Swindon Licence No: 228601
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED
MULTI-MODAL OGVS
Calculation factor: 1 DWELLS
BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS
No. Ave. Trip No. Ave. Trip No. Ave. Trip
Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate
0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00
0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00
0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00
0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00
0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00
0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00
0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00
20 143 0.004 20 143 0.003 20 143 0.00707:00 - 08:00
20 143 0.002 20 143 0.003 20 143 0.00508:00 - 09:00
20 143 0.005 20 143 0.005 20 143 0.01009:00 - 10:00
20 143 0.003 20 143 0.003 20 143 0.00610:00 - 11:00
20 143 0.001 20 143 0.001 20 143 0.00211:00 - 12:00
20 143 0.004 20 143 0.004 20 143 0.00812:00 - 13:00
20 143 0.003 20 143 0.004 20 143 0.00713:00 - 14:00
20 143 0.002 20 143 0.004 20 143 0.00614:00 - 15:00
20 143 0.001 20 143 0.001 20 143 0.00215:00 - 16:00
20 143 0.002 20 143 0.001 20 143 0.00316:00 - 17:00
20 143 0.001 20 143 0.001 20 143 0.00217:00 - 18:00
20 143 0.000 20 143 0.001 20 143 0.00118:00 - 19:00
0 0 0.000 0 0 0.000 0 0 0.00019:00 - 20:00
0 0 0.000 0 0 0.000 0 0 0.00020:00 - 21:00
0 0 0.000 0 0 0.000 0 0 0.00021:00 - 22:00
0 0 0.000 0 0 0.000 0 0 0.00022:00 - 23:00
0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00
Total Rates: 0.028 0.031 0.059
Parameter summary
Trip rate parameter range selected: 58 - 372 (units: )
Survey date date range: 01/01/03 - 13/05/11
Number of weekdays (Monday-Friday): 20
Number of Saturdays: 0
Number of Sundays: 0
Surveys manually removed from selection: 11
TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 20/03/12
3458 Banstead - Houses Privately Owned Page 9
Cole Easdon Consultants Dorcan Way Swindon Licence No: 228601
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED
MULTI-MODAL PSVS
Calculation factor: 1 DWELLS
BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS
No. Ave. Trip No. Ave. Trip No. Ave. Trip
Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate
0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00
0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00
0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00
0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00
0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00
0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00
0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00
20 143 0.000 20 143 0.000 20 143 0.00007:00 - 08:00
20 143 0.001 20 143 0.001 20 143 0.00208:00 - 09:00
20 143 0.000 20 143 0.000 20 143 0.00009:00 - 10:00
20 143 0.000 20 143 0.000 20 143 0.00010:00 - 11:00
20 143 0.000 20 143 0.000 20 143 0.00011:00 - 12:00
20 143 0.000 20 143 0.000 20 143 0.00012:00 - 13:00
20 143 0.000 20 143 0.000 20 143 0.00013:00 - 14:00
20 143 0.000 20 143 0.000 20 143 0.00014:00 - 15:00
20 143 0.001 20 143 0.001 20 143 0.00215:00 - 16:00
20 143 0.000 20 143 0.000 20 143 0.00016:00 - 17:00
20 143 0.000 20 143 0.000 20 143 0.00017:00 - 18:00
20 143 0.000 20 143 0.000 20 143 0.00018:00 - 19:00
0 0 0.000 0 0 0.000 0 0 0.00019:00 - 20:00
0 0 0.000 0 0 0.000 0 0 0.00020:00 - 21:00
0 0 0.000 0 0 0.000 0 0 0.00021:00 - 22:00
0 0 0.000 0 0 0.000 0 0 0.00022:00 - 23:00
0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00
Total Rates: 0.002 0.002 0.004
Parameter summary
Trip rate parameter range selected: 58 - 372 (units: )
Survey date date range: 01/01/03 - 13/05/11
Number of weekdays (Monday-Friday): 20
Number of Saturdays: 0
Number of Sundays: 0
Surveys manually removed from selection: 11
TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 20/03/12
3458 Banstead - Houses Privately Owned Page 10
Cole Easdon Consultants Dorcan Way Swindon Licence No: 228601
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED
MULTI-MODAL CYCLISTS
Calculation factor: 1 DWELLS
BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS
No. Ave. Trip No. Ave. Trip No. Ave. Trip
Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate
0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00
0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00
0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00
0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00
0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00
0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00
0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00
20 143 0.007 20 143 0.012 20 143 0.01907:00 - 08:00
20 143 0.006 20 143 0.016 20 143 0.02208:00 - 09:00
20 143 0.005 20 143 0.002 20 143 0.00709:00 - 10:00
20 143 0.002 20 143 0.003 20 143 0.00510:00 - 11:00
20 143 0.004 20 143 0.003 20 143 0.00711:00 - 12:00
20 143 0.005 20 143 0.005 20 143 0.01012:00 - 13:00
20 143 0.004 20 143 0.004 20 143 0.00813:00 - 14:00
20 143 0.005 20 143 0.004 20 143 0.00914:00 - 15:00
20 143 0.016 20 143 0.011 20 143 0.02715:00 - 16:00
20 143 0.014 20 143 0.016 20 143 0.03016:00 - 17:00
20 143 0.017 20 143 0.014 20 143 0.03117:00 - 18:00
20 143 0.013 20 143 0.010 20 143 0.02318:00 - 19:00
0 0 0.000 0 0 0.000 0 0 0.00019:00 - 20:00
0 0 0.000 0 0 0.000 0 0 0.00020:00 - 21:00
0 0 0.000 0 0 0.000 0 0 0.00021:00 - 22:00
0 0 0.000 0 0 0.000 0 0 0.00022:00 - 23:00
0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00
Total Rates: 0.098 0.100 0.198
Parameter summary
Trip rate parameter range selected: 58 - 372 (units: )
Survey date date range: 01/01/03 - 13/05/11
Number of weekdays (Monday-Friday): 20
Number of Saturdays: 0
Number of Sundays: 0
Surveys manually removed from selection: 11
TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 20/03/12
3458 Banstead - Houses Privately Owned Page 11
Cole Easdon Consultants Dorcan Way Swindon Licence No: 228601
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED
MULTI-MODAL VEHICLE OCCUPANTS
Calculation factor: 1 DWELLS
BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS
No. Ave. Trip No. Ave. Trip No. Ave. Trip
Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate
0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00
0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00
0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00
0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00
0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00
0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00
0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00
20 143 0.093 20 143 0.354 20 143 0.44707:00 - 08:00
20 143 0.193 20 143 0.664 20 143 0.85708:00 - 09:00
20 143 0.205 20 143 0.291 20 143 0.49609:00 - 10:00
20 143 0.187 20 143 0.245 20 143 0.43210:00 - 11:00
20 143 0.237 20 143 0.228 20 143 0.46511:00 - 12:00
20 143 0.259 20 143 0.247 20 143 0.50612:00 - 13:00
20 143 0.233 20 143 0.255 20 143 0.48813:00 - 14:00
20 143 0.257 20 143 0.257 20 143 0.51414:00 - 15:00
20 143 0.466 20 143 0.298 20 143 0.76415:00 - 16:00
20 143 0.480 20 143 0.315 20 143 0.79516:00 - 17:00
20 143 0.558 20 143 0.346 20 143 0.90417:00 - 18:00
20 143 0.391 20 143 0.344 20 143 0.73518:00 - 19:00
0 0 0.000 0 0 0.000 0 0 0.00019:00 - 20:00
0 0 0.000 0 0 0.000 0 0 0.00020:00 - 21:00
0 0 0.000 0 0 0.000 0 0 0.00021:00 - 22:00
0 0 0.000 0 0 0.000 0 0 0.00022:00 - 23:00
0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00
Total Rates: 3.559 3.844 7.403
Parameter summary
Trip rate parameter range selected: 58 - 372 (units: )
Survey date date range: 01/01/03 - 13/05/11
Number of weekdays (Monday-Friday): 20
Number of Saturdays: 0
Number of Sundays: 0
Surveys manually removed from selection: 11
TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 20/03/12
3458 Banstead - Houses Privately Owned Page 12
Cole Easdon Consultants Dorcan Way Swindon Licence No: 228601
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED
MULTI-MODAL PEDESTRIANS
Calculation factor: 1 DWELLS
BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS
No. Ave. Trip No. Ave. Trip No. Ave. Trip
Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate
0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00
0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00
0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00
0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00
0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00
0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00
0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00
20 143 0.026 20 143 0.056 20 143 0.08207:00 - 08:00
20 143 0.045 20 143 0.173 20 143 0.21808:00 - 09:00
20 143 0.042 20 143 0.053 20 143 0.09509:00 - 10:00
20 143 0.031 20 143 0.035 20 143 0.06610:00 - 11:00
20 143 0.043 20 143 0.042 20 143 0.08511:00 - 12:00
20 143 0.037 20 143 0.029 20 143 0.06612:00 - 13:00
20 143 0.033 20 143 0.037 20 143 0.07013:00 - 14:00
20 143 0.038 20 143 0.038 20 143 0.07614:00 - 15:00
20 143 0.162 20 143 0.071 20 143 0.23315:00 - 16:00
20 143 0.075 20 143 0.050 20 143 0.12516:00 - 17:00
20 143 0.061 20 143 0.059 20 143 0.12017:00 - 18:00
20 143 0.068 20 143 0.063 20 143 0.13118:00 - 19:00
0 0 0.000 0 0 0.000 0 0 0.00019:00 - 20:00
0 0 0.000 0 0 0.000 0 0 0.00020:00 - 21:00
0 0 0.000 0 0 0.000 0 0 0.00021:00 - 22:00
0 0 0.000 0 0 0.000 0 0 0.00022:00 - 23:00
0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00
Total Rates: 0.661 0.706 1.367
Parameter summary
Trip rate parameter range selected: 58 - 372 (units: )
Survey date date range: 01/01/03 - 13/05/11
Number of weekdays (Monday-Friday): 20
Number of Saturdays: 0
Number of Sundays: 0
Surveys manually removed from selection: 11
TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 20/03/12
3458 Banstead - Houses Privately Owned Page 13
Cole Easdon Consultants Dorcan Way Swindon Licence No: 228601
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED
MULTI-MODAL PUBLIC TRANSPORT USERS
Calculation factor: 1 DWELLS
BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS
No. Ave. Trip No. Ave. Trip No. Ave. Trip
Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate
0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00
0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00
0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00
0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00
0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00
0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00
0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00
20 143 0.001 20 143 0.009 20 143 0.01007:00 - 08:00
20 143 0.002 20 143 0.018 20 143 0.02008:00 - 09:00
20 143 0.002 20 143 0.007 20 143 0.00909:00 - 10:00
20 143 0.004 20 143 0.004 20 143 0.00810:00 - 11:00
20 143 0.004 20 143 0.005 20 143 0.00911:00 - 12:00
20 143 0.005 20 143 0.008 20 143 0.01312:00 - 13:00
20 143 0.009 20 143 0.004 20 143 0.01313:00 - 14:00
20 143 0.006 20 143 0.004 20 143 0.01014:00 - 15:00
20 143 0.009 20 143 0.004 20 143 0.01315:00 - 16:00
20 143 0.013 20 143 0.005 20 143 0.01816:00 - 17:00
20 143 0.014 20 143 0.006 20 143 0.02017:00 - 18:00
20 143 0.005 20 143 0.001 20 143 0.00618:00 - 19:00
1 73 0.000 1 73 0.000 1 73 0.00019:00 - 20:00
1 73 0.000 1 73 0.000 1 73 0.00020:00 - 21:00
1 73 0.000 1 73 0.000 1 73 0.00021:00 - 22:00
0 0 0.000 0 0 0.000 0 0 0.00022:00 - 23:00
0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00
Total Rates: 0.074 0.075 0.149
Parameter summary
Trip rate parameter range selected: 58 - 372 (units: )
Survey date date range: 01/01/03 - 13/05/11
Number of weekdays (Monday-Friday): 20
Number of Saturdays: 0
Number of Sundays: 0
Surveys manually removed from selection: 11
TRICS 2012(a)v6.9.1 201211 B15.03 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 20/03/12
3458 Banstead - Houses Privately Owned Page 14
Cole Easdon Consultants Dorcan Way Swindon Licence No: 228601
TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED
MULTI-MODAL TOTAL PEOPLE
Calculation factor: 1 DWELLS
BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS
No. Ave. Trip No. Ave. Trip No. Ave. Trip
Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate
0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00
0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00
0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00
0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00
0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00
0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00
0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00
20 143 0.127 20 143 0.432 20 143 0.55907:00 - 08:00
20 143 0.246 20 143 0.871 20 143 1.11708:00 - 09:00
20 143 0.255 20 143 0.353 20 143 0.60809:00 - 10:00
20 143 0.223 20 143 0.287 20 143 0.51010:00 - 11:00
20 143 0.287 20 143 0.279 20 143 0.56611:00 - 12:00
20 143 0.307 20 143 0.290 20 143 0.59712:00 - 13:00
20 143 0.279 20 143 0.300 20 143 0.57913:00 - 14:00
20 143 0.306 20 143 0.302 20 143 0.60814:00 - 15:00
20 143 0.653 20 143 0.383 20 143 1.03615:00 - 16:00
20 143 0.582 20 143 0.385 20 143 0.96716:00 - 17:00
20 143 0.650 20 143 0.425 20 143 1.07517:00 - 18:00
20 143 0.478 20 143 0.418 20 143 0.89618:00 - 19:00
1 73 0.000 1 73 0.000 1 73 0.00019:00 - 20:00
1 73 0.000 1 73 0.000 1 73 0.00020:00 - 21:00
1 73 0.000 1 73 0.000 1 73 0.00021:00 - 22:00
0 0 0.000 0 0 0.000 0 0 0.00022:00 - 23:00
0 0 0.000 0 0 0.000 0 0 0.00023:00 - 24:00
Total Rates: 4.393 4.725 9.118
Parameter summary
Trip rate parameter range selected: 58 - 372 (units: )
Survey date date range: 01/01/03 - 13/05/11
Number of weekdays (Monday-Friday): 20
Number of Saturdays: 0
Number of Sundays: 0
Surveys manually removed from selection: 11
Ward of Residence Ward of Workplace Workplace Ward Workplace LA Total: All People Total: Full time student (in employment) Total: Not full-time student: in employment full-time Total: Not full-time student: in employment part-time Works or studies mainly at or from home : All people Underground_ metro_ light rail_ tram: All people Train: All people Bus_ minibus or coach: All people Taxi: All people Car – driver: All people Car – passenger: All people Motorcycle etc: All people Bicycle: All people On foot: All people Other: All people Car or van pool_ sharing driving: All people43UFGF 00AAFZ Tower City of London 7 0 7 0 0 0 4 0 0 3 0 0 0 0 0 -1
43UFGF 00AAGB Walbrook City of London 3 0 3 0 0 0 3 0 0 0 0 0 0 0 0 -1
43UFGF 00AFGG Bromley Town Bromley 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00AGGE Bloomsbury Camden 6 0 6 0 0 3 3 0 0 0 0 0 0 0 0 -1
43UFGF 00AGGPHolborn and Covent Garden Camden 4 0 4 0 0 0 4 0 0 0 0 0 0 0 0 -1
43UFGF 00AHGE Addiscombe Croydon 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00AHGG Bensham Manor Croydon 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00AHGH Broad Green Croydon 7 0 7 0 0 0 0 0 0 7 0 0 0 0 0 -1
43UFGF 00AHGJ Coulsdon East Croydon 3 3 0 0 0 0 0 0 0 0 0 3 0 0 0 -1
43UFGF 00AHGK Coulsdon West Croydon 8 0 5 3 0 0 0 0 0 8 0 0 0 0 0 -1
43UFGF 00AHGL Croham Croydon 9 0 6 3 0 0 0 0 0 6 0 0 0 0 3 -1
43UFGF 00AHGM Fairfield Croydon 18 0 12 6 0 0 7 0 0 11 0 0 0 0 0 -1
43UFGF 00AHGQ Kenley Croydon 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00AJGS Northolt Mandeville Ealing 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00AMGQ Queensbridge Hackney 3 0 0 3 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00ANGH MunsterHammersmith and Fulham 3 0 3 0 0 0 0 3 0 0 0 0 0 0 0 -1
43UFGF 00AQGM Pinner South Harrow 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00ASGH Botwell Hillingdon 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00ASGP Heathrow Villages Hillingdon 7 0 7 0 0 0 0 0 0 7 0 0 0 0 0 -1
43UFGF 00ASHE Yiewsley Hillingdon 3 0 3 0 0 0 0 0 0 0 3 0 0 0 0 -1
43UFGF 00ATGD Feltham North Hounslow 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00ATGM Hounslow Heath Hounslow 3 0 3 0 0 0 0 0 0 0 0 3 0 0 0 -1
43UFGF 00AUGB Clerkenwell Islington 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00AUGM St Peter's Islington 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00AXFX AlexandraKingston upon Thames 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00AXFZ BeverleyKingston upon Thames 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00AXGBChessington North and Hook
Kingston upon Thames 4 0 4 0 0 0 0 0 0 4 0 0 0 0 0 -1
43UFGF 00AXGC Chessington SouthKingston upon Thames 9 3 6 0 0 0 0 0 0 3 3 0 3 0 0 -1
43UFGF 00AXGD Coombe HillKingston upon Thames 10 0 10 0 0 0 0 0 0 4 3 3 0 0 0 -1
43UFGF 00AXGF GroveKingston upon Thames 15 0 15 0 0 0 0 0 0 15 0 0 0 0 0 -1
43UFGF 00AXGG NorbitonKingston upon Thames 6 0 6 0 0 0 0 0 0 3 0 3 0 0 0 -1
43UFGF 00AXGK St Mark'sKingston upon Thames 6 0 3 3 0 0 0 0 0 3 0 3 0 0 0 -1
43UFGF 00AXGMTolworth and Hook Rise
Kingston upon Thames 7 0 4 3 0 0 0 0 0 7 0 0 0 0 0 -1
43UFGF 00AYFZ Bishop's Lambeth 3 0 3 0 0 0 0 0 0 0 3 0 0 0 0 -1
43UFGF 00AYGA Brixton Hill Lambeth 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00AYGD Coldharbour Lambeth 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00AYGK Oval Lambeth 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00AYGM St Leonard's Lambeth 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00AZGF Brockley Lewisham 3 0 0 3 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00AZGL Forest Hill Lewisham 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00AZGQ Lewisham Central Lewisham 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00BAFX Abbey Merton 3 0 0 3 0 0 0 3 0 0 0 0 0 0 0 -1
43UFGF 00BAFZ Colliers Wood Merton 6 3 0 3 0 0 0 0 0 3 0 3 0 0 0 -1
43UFGF 00BAGA Cricket Green Merton 9 0 9 0 0 0 0 0 0 9 0 0 0 0 0 -1
43UFGF 00BAGF Lavender Fields Merton 3 0 0 3 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00BAGJ Merton Park Merton 3 0 3 0 0 0 0 0 0 0 0 0 3 0 0 -1
43UFGF 00BAGK Pollards Hill Merton 3 0 0 3 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00BAGL Ravensbury Merton 3 0 0 3 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00BAGM Raynes Park Merton 3 0 0 3 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00BAGN St Helier Merton 6 0 6 0 0 0 0 0 0 3 3 0 0 0 0 -1
43UFGF 00BAGQ Village Merton 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00BAGR West Barnes Merton 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00BDGA HamptonRichmond upon Thames 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00BDGK South TwickenhamRichmond upon Thames 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00BDGMTwickenham Riverside
Richmond upon Thames 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00BFGC Beddington North Sutton 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00BFGD Beddington South Sutton 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00BFGGCarshalton South and Clockhouse Sutton 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00BFGH Cheam Sutton 11 0 11 0 0 0 3 0 0 8 0 0 0 0 0 -1
43UFGF 00BFGK St Helier Sutton 10 0 3 7 0 0 0 3 0 7 0 0 0 0 0 -1
43UFGF 00BFGL Stonecot Sutton 6 0 6 0 0 0 0 0 0 6 0 0 0 0 0 -1
43UFGF 00BFGM Sutton Central Sutton 28 0 25 3 0 0 0 3 0 19 3 3 0 0 0 -1
43UFGF 00BFGN Sutton North Sutton 6 0 6 0 0 0 0 3 0 3 0 0 0 0 0 -1
43UFGF 00BFGP Sutton South Sutton 6 0 3 3 0 0 0 0 0 6 0 0 0 0 0 -1
43UFGF 00BFGQ Sutton West Sutton 4 0 4 0 0 0 0 0 0 4 0 0 0 0 0 -1
43UFGF 00BFGS Wallington North Sutton 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00BFGT Wallington South Sutton 4 0 4 0 0 0 0 0 0 4 0 0 0 0 0 -1
43UFGF 00BFGU Wandle Valley Sutton 6 0 6 0 0 0 0 0 0 3 0 0 3 0 0 -1
43UFGF 00BFGW Worcester Park Sutton 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00BGGG Millwall Tower Hamlets 6 0 6 0 0 0 3 0 0 0 0 3 0 0 0 -1
43UFGF 00BJGB Earlsfield Wandsworth 4 0 4 0 0 0 0 0 0 4 0 0 0 0 0 -1
43UFGF 00BJGD Fairfield Wandsworth 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00BJGG Latchmere Wandsworth 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00BJGJ Northcote Wandsworth 3 0 0 3 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00BJGL Roehampton Wandsworth 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00BJGM St Mary's Park Wandsworth 3 0 3 0 0 0 3 0 0 0 0 0 0 0 0 -1
43UFGF 00BJGR Tooting Wandsworth 3 3 0 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00BKGQ St James's Westminster 18 0 18 0 0 3 9 0 0 3 0 3 0 0 0 -1
43UFGF 00BKGS Vincent Square Westminster 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00BKGW West End Westminster 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00BLFG Central Bolton 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00HBPM Lawrence Hill Bristol, City of 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00KGNSWest Thurrock and South Stifford Thurrock 3 3 0 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00MANLPriestwood and Garth Bracknell Forest 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 00MFPB Winnersh Wokingham 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 21UHHS Rotherfield Wealden 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 24UGGDFrogmore and Darby Green Hart 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 29UPJB Larkfield NorthTonbridge and Malling 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 29UPJE Snodland EastTonbridge and Malling 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UBFZ Claygate Elmbridge 6 0 3 3 0 0 0 0 0 6 0 0 0 0 0 -1
43UFGF 43UBGB Cobham Fairmile Elmbridge 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UBGC Esher Elmbridge 7 0 4 3 0 0 0 0 0 7 0 0 0 0 0 -1
43UFGF 43UBGK Molesey South Elmbridge 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UBGMOxshott and Stoke D'Abernon Elmbridge 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UBGX Weybridge South Elmbridge 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UCFQ College Epsom and Ewell 8 0 3 5 0 0 0 0 0 5 3 0 0 0 0 -1
43UFGF 43UCFR Court Epsom and Ewell 14 0 14 0 0 0 0 3 0 8 3 0 0 0 0 -1
43UFGF 43UCFT Ewell Epsom and Ewell 11 0 8 3 0 0 3 0 0 8 0 0 0 0 0 -1
43UFGF 43UCFW Nonsuch Epsom and Ewell 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UCFX Ruxley Epsom and Ewell 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UCFY Stamford Epsom and Ewell 6 0 3 3 0 0 0 3 0 3 0 0 0 0 0 -1
43UFGF 43UCFZ Stoneleigh Epsom and Ewell 6 0 6 0 0 0 0 0 0 3 3 0 0 0 0 -1
43UFGF 43UCGA Town Epsom and Ewell 92 5 61 26 0 0 0 13 0 58 18 3 0 0 0 -1
43UFGF 43UCGB West Ewell Epsom and Ewell 6 0 3 3 0 0 0 0 0 6 0 0 0 0 0 -1
43UFGF 43UCGC Woodcote Epsom and Ewell 39 6 20 13 0 0 0 4 0 23 6 3 0 3 0 -1
43UFGF 43UDFZ Ash Vale Guildford 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UDGDClandon and Horsley Guildford 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UDGG Holy Trinity Guildford 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UDGH Lovelace Guildford 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UDGR Stoke Guildford 3 0 3 0 0 0 0 0 0 0 3 0 0 0 0 -1
43UFGF 43UDGW Worplesdon Guildford 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UEGA Ashtead Common Mole Valley 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UEGB Ashtead Park Mole Valley 12 0 5 7 0 0 0 3 0 9 0 0 0 0 0 -1
43UFGF 43UEGC Ashtead Village Mole Valley 3 0 0 3 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UEGD Beare Green Mole Valley 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UEGG Box Hill and Headley Mole Valley 6 0 3 3 0 0 0 0 0 6 0 0 0 0 0 -1
43UFGF 43UEGH
Brockham, Betchworth and Buckland Mole Valley 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UEGK Charlwood Mole Valley 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UEGL Dorking North Mole Valley 6 0 3 3 0 0 0 0 0 6 0 0 0 0 0 -1
43UFGF 43UEGM Dorking South Mole Valley 4 0 4 0 0 0 0 0 0 4 0 0 0 0 0 -1
43UFGF 43UEGR Leatherhead North Mole Valley 34 0 28 6 0 0 0 3 0 28 3 0 0 0 0 -1
43UFGF 43UEGS Leatherhead South Mole Valley 3 0 3 0 0 0 0 0 0 0 3 0 0 0 0 -1
43UFGF 43UEGU
Mickleham, Westhumble and Pixham Mole Valley 3 0 3 0 0 0 3 0 0 0 0 0 0 0 0 -1
43UFGF 43UEGX Westcott Mole Valley 3 0 0 3 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UFFU Banstead VillageReigate and Banstead 35 3 19 13 0 0 0 0 0 19 6 0 3 7 0 -1
43UFGF 43UFFW
Chipstead, Hooley and Woodmansterne
Reigate and Banstead 10 0 7 3 0 0 0 3 0 7 0 0 0 0 0 -1
43UFGF 43UFFXEarlswood and Whitebushes
Reigate and Banstead 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UFFZ Horley EastReigate and Banstead 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UFGBKingswood with Burgh Heath
Reigate and Banstead 40 0 30 10 0 0 0 0 0 26 7 0 3 4 0 -1
43UFGF 43UFGCMeadvale and St John's
Reigate and Banstead 9 0 6 3 0 0 0 0 0 6 0 0 3 0 0 -1
43UFGF 43UFGD MersthamReigate and Banstead 4 0 4 0 0 0 0 0 0 4 0 0 0 0 0 -1
43UFGF 43UFGE NorkReigate and Banstead 20 0 15 5 0 0 0 0 0 14 3 3 0 0 0 -1
43UFGF 43UFGF PrestonReigate and Banstead 197 3 152 42 83 0 5 0 0 75 9 3 0 19 3 -1
43UFGF 43UFGG Redhill EastReigate and Banstead 8 0 8 0 0 0 0 0 0 8 0 0 0 0 0 -1
43UFGF 43UFGH Redhill WestReigate and Banstead 14 3 5 6 0 0 3 3 0 5 0 0 0 3 0 -1
43UFGF 43UFGJ Reigate CentralReigate and Banstead 15 0 11 4 0 0 0 3 0 9 0 0 3 0 0 -1
43UFGF 43UFGK Reigate HillReigate and Banstead 4 0 4 0 0 0 0 0 0 4 0 0 0 0 0 -1
43UFGF 43UFGL Salfords and SidlowReigate and Banstead 4 0 4 0 0 0 0 0 0 4 0 0 0 0 0 -1
43UFGF 43UFGMSouth Park and Woodhatch
Reigate and Banstead 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UFGNTadworth and Walton
Reigate and Banstead 90 3 47 40 0 0 0 3 0 52 11 3 4 17 0 -1
43UFGF 43UFGP TattenhamsReigate and Banstead 67 6 15 46 0 0 0 0 0 30 4 0 0 33 0 -1
43UFGF 43UGFR Addlestone North Runnymede 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UGFT Chertsey St Ann's Runnymede 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UGFW Egham Hythe Runnymede 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UGFX Egham Town Runnymede 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UHGB Staines Spelthorne 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UJGD St Michaels Surrey Heath 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43ULGL Cranleigh West Waverley 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UMFZ Horsell West Woking 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 43UMGK West Byfleet Woking 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 45UEFW Langley Green Crawley 7 0 7 0 0 0 0 3 0 4 0 0 0 0 0 -1
43UFGF 45UEFY Northgate Crawley 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 45UEFZ Pound Hill North Crawley 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
43UFGF 45UEGC Three Bridges Crawley 8 0 5 3 0 0 0 0 0 8 0 0 0 0 0 -1
43UFGF 45UHGA Selden Worthing 3 0 3 0 0 0 0 0 0 3 0 0 0 0 0 -1
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 1 -------------------------------------------------------------------------------- TRL LIMITED (C) COPYRIGHT 2006 CAPACITIES, QUEUES, AND DELAYS AT 3 OR 4-ARM MAJOR/MINOR PRIORITY JUNCTIONS PICADY 5.1 ANALYSIS PROGRAM RELEASE 4.0 (SEPT 2008) ADAPTED FROM PICADY/3 WHICH IS CROWN COPYRIGHT BY PERMISSION OF THE CONTROLLER OF HMSO -------------------------------------------------------- FOR SALES AND DISTRIBUTION INFORMATION, PROGRAM ADVICE AND MAINTENANCE CONTACT: TRL SOFTWARE BUREAU TEL: CROWTHORNE (01344) 770758, FAX: 770356 EMAIL: Software@trl.co.uk -------------------------------------------------------- THE USER OF THIS COMPUTER PROGRAM FOR THE SOLUTION OF AN ENGINEERING PROBLEM IS IN NO WAY RELIEVED OF HIS/HER RESPONSIBILITY FOR THE CORRECTNESS OF THE SOLUTION Run with file:- "O:\3500s\3563 - Deburgh School Playing Fields, Banstead\Junction Analysis\PICADY\ B2221 Gt Tattenhams - Merland Rise.vpi"(drive-on-the-left) at 14:43:52 on Monday, 10 December 2012
RUN INFORMATION *************** RUN TITLE : B2221 Great Tattenhams - Merland Rise Priority Junction LOCATION : Banstead DATE : 25/04/12 CLIENT : Reigate & Banstead Borough Council ENUMERATOR : JOB NUMBER : 3563 STATUS : TIA DESCRIPTION :
MAJOR/MINOR JUNCTION CAPACITY AND DELAY *************************************** INPUT DATA ---------- MAJOR ROAD (ARM C) --------------------- MAJOR ROAD (ARM A) I I I I I I MINOR ROAD (ARM B) ARM A IS B2221 Gt Tattenhams (E) ARM B IS Merland Rise ARM C IS B2221 Gt Tattenhams (W)
STREAM LABELLING CONVENTION --------------------------- STREAM A-B CONTAINS TRAFFIC GOING FROM ARM A TO ARM B STREAM B-AC CONTAINS TRAFFIC GOING FROM ARM B TO ARM A AND TO ARM C ETC.
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 2 -------------------------------------------------------------------------------- GEOMETRIC DATA -------------- -------------------------------------------------------------------------------------- I DATA ITEM I MINOR ROAD B I -------------------------------------------------------------------------------------- I TOTAL MAJOR ROAD CARRIAGEWAY WIDTH I ( W ) 6.64 M. I I CENTRAL RESERVE WIDTH I (WCR ) 0.00 M. I I I I I MAJOR ROAD RIGHT TURN - WIDTH I (WC-B) 2.70 M. I I - VISIBILITY I (VC-B)200.00 M. I I - BLOCKS TRAFFIC I YES I I I I I MINOR ROAD - VISIBILITY TO LEFT I (VB-C) 110.0 M. I I - VISIBILITY TO RIGHT I (VB-A) 28.0 M. I I - LANE 1 WIDTH I (WB-C) - I I - LANE 2 WIDTH I (WB-A) - I I WIDTH AT 0 M FROM JUNCTION I 10.00 M. I I WIDTH AT 5 M FROM JUNCTION I 4.98 M. I I WIDTH AT 10 M FROM JUNCTION I 3.30 M. I I WIDTH AT 15 M FROM JUNCTION I 3.10 M. I I WIDTH AT 20 M FROM JUNCTION I 3.10 M. I I - LENGTH OF FLARED SECTION I DERIVED: 1 PCU I -------------------------------------------------------------------------------------- .SLOPES AND INTERCEPT -------------------- (NB:Streams may be combined, in which case capacity will be adjusted) --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM B-C STREAM A-C STREAM A-B I --------------------------------------------------------- I 0.00 0.00 0.00 I --------------------------------------------------------- * Due to the presence of a flare, data is not available -------------------------------------------------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing Slope For Opposing Slope For OpposingI I STREAM B-A STREAM A-C STREAM A-B STREAM C-A STREAM C-B I -------------------------------------------------------------------------------------------------- I 0.00 0.00 0.00 0.00 0.00 I -------------------------------------------------------------------------------------------------- * Due to the presence of a flare, data is not available --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM C-B STREAM A-C STREAM A-B I --------------------------------------------------------- I 727.32 0.27 0.27 I --------------------------------------------------------- (NB These values do not allow for any site specific corrections)
TRAFFIC DEMAND DATA ------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I -----------------------
Demand set: 2012 AM Recorded Traffic Flows TIME PERIOD BEGINS 07.30 AND ENDS 09.00 LENGTH OF TIME PERIOD - 90 MIN. LENGTH OF TIME SEGMENT - 15 MIN.
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 3 -------------------------------------------------------------------------------- DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA ------------------------------------------------------------------------------------ I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED I FALLING I PEAK I OF PEAK I PEAK I I I I I I I I I ------------------------------------------------------------------------------------ I ARM A I 15.00 I 45.00 I 75.00 I 4.63 I 6.94 I 4.63 I I ARM B I 15.00 I 45.00 I 75.00 I 4.71 I 7.07 I 4.71 I I ARM C I 15.00 I 45.00 I 75.00 I 3.95 I 5.93 I 3.95 I ------------------------------------------------------------------------------------
Demand set: 2012 AM Recorded Traffic Flows ----------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS I I I (PERCENTAGE OF H.V.S) I I -------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ----------------------------------------------------------- I 07.30 - 07.45 I I I I I I I ARM A I 0.000 I 0.276 I 0.724 I I I I 0.0 I 102.0 I 268.0 I I I I ( 0.0)I ( 3.9)I ( 2.2)I I I I I I I I I ARM B I 0.477 I 0.000 I 0.523 I I I I 180.0 I 0.0 I 197.0 I I I I ( 2.8)I ( 0.0)I ( 3.6)I I I I I I I I I ARM C I 0.671 I 0.329 I 0.000 I I I I 212.0 I 104.0 I 0.0 I I I I ( 3.3)I ( 2.9)I ( 0.0)I I I I I I I ----------------------------------------------------------- TURNING PROPORTIONS ARE CALCULATED FROM TURNING COUNT DATA THE PERCENTAGE OF HEAVY VEHICLES VARIES OVER TURNING MOVEMENTS
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT -------------------------------------------------------- FOR DEMAND SET 2012 AM Recorded Traffic Flows AND FOR TIME PERIOD 1
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.30-07.45 I I B-C 2.47 9.23 0.268 0.00 0.36 5.2 0.15 I I B-A 2.26 7.10 0.318 0.00 0.46 6.5 0.20 I I C-AB 1.30 10.51 0.124 0.00 0.14 2.1 0.11 I I A-B 1.28 I I A-C 3.36 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.45-08.00 I I B-C 2.95 8.68 0.340 0.36 0.51 7.3 0.17 I I B-A 2.70 6.59 0.409 0.46 0.67 9.6 0.25 I I C-AB 1.56 10.27 0.152 0.14 0.18 2.7 0.11 I I A-B 1.53 I I A-C 4.02 I I I
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-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 4 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.00-08.15 I I B-C 3.62 7.62 0.474 0.51 0.88 12.4 0.25 I I B-A 3.30 5.75 0.575 0.67 1.27 17.5 0.40 I I C-AB 1.91 9.92 0.192 0.18 0.24 3.6 0.12 I I A-B 1.87 I I A-C 4.92 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.15-08.30 I I B-C 3.62 7.56 0.478 0.88 0.90 13.4 0.25 I I B-A 3.30 5.73 0.576 1.27 1.32 19.5 0.41 I I C-AB 1.91 9.92 0.192 0.24 0.24 3.6 0.12 I I A-B 1.87 I I A-C 4.92 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.30-08.45 I I B-C 2.95 8.63 0.342 0.90 0.53 8.3 0.18 I I B-A 2.70 6.57 0.410 1.32 0.72 11.4 0.26 I I C-AB 1.56 10.27 0.152 0.24 0.18 2.7 0.11 I I A-B 1.53 I I A-C 4.02 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.45-09.00 I I B-C 2.47 9.20 0.269 0.53 0.37 5.8 0.15 I I B-A 2.26 7.09 0.319 0.72 0.48 7.5 0.21 I I C-AB 1.30 10.51 0.124 0.18 0.14 2.2 0.11 I I A-B 1.28 I I A-C 3.36 I I I
------------------------------------------------------------------------------------------------------------------*WARNING* NO MARGINAL ANALYSIS OF CAPACITIES AS MAJOR ROAD BLOCKING MAY OCCUR
QUEUE FOR STREAM B-C ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 07.45 0.4 08.00 0.5 * 08.15 0.9 * 08.30 0.9 * 08.45 0.5 * 09.00 0.4
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 5 -------------------------------------------------------------------------------- QUEUE FOR STREAM B-A ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 07.45 0.5 08.00 0.7 * 08.15 1.3 * 08.30 1.3 * 08.45 0.7 * 09.00 0.5
QUEUE FOR STREAM C-AB ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 07.45 0.1 08.00 0.2 08.15 0.2 08.30 0.2 08.45 0.2 09.00 0.1
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 6 -------------------------------------------------------------------------------- QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- --------------------------------------------------------------------------- I STREAM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I----------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I --------------------------------------------------------------------------- I B-C I 271.2 I 180.8 I 52.3 I 0.19 I 52.3 I 0.19 I I B-A I 247.8 I 165.2 I 72.0 I 0.29 I 72.0 I 0.29 I I C-AB I 143.1 I 95.4 I 16.9 I 0.12 I 16.9 I 0.12 I I A-B I 140.4 I 93.6 I I I I I I A-C I 368.9 I 245.9 I I I I I --------------------------------------------------------------------------- I ALL I 1463.1 I 975.4 I 141.2 I 0.10 I 141.3 I 0.10 I --------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. *******END OF RUN******* .SLOPES AND INTERCEPT -------------------- (NB:Streams may be combined, in which case capacity will be adjusted) --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM B-C STREAM A-C STREAM A-B I --------------------------------------------------------- I 0.00 0.00 0.00 I --------------------------------------------------------- * Due to the presence of a flare, data is not available -------------------------------------------------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing Slope For Opposing Slope For OpposingI I STREAM B-A STREAM A-C STREAM A-B STREAM C-A STREAM C-B I -------------------------------------------------------------------------------------------------- I 0.00 0.00 0.00 0.00 0.00 I -------------------------------------------------------------------------------------------------- * Due to the presence of a flare, data is not available --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM C-B STREAM A-C STREAM A-B I --------------------------------------------------------- I 727.32 0.27 0.27 I --------------------------------------------------------- (NB These values do not allow for any site specific corrections)
TRAFFIC DEMAND DATA ------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I -----------------------
Demand set: 2012 PM Recorded Traffic Flows TIME PERIOD BEGINS 16.45 AND ENDS 18.15 LENGTH OF TIME PERIOD - 90 MIN. LENGTH OF TIME SEGMENT - 15 MIN.
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 7 -------------------------------------------------------------------------------- DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA ------------------------------------------------------------------------------------ I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED I FALLING I PEAK I OF PEAK I PEAK I I I I I I I I I ------------------------------------------------------------------------------------ I ARM A I 15.00 I 45.00 I 75.00 I 4.81 I 7.22 I 4.81 I I ARM B I 15.00 I 45.00 I 75.00 I 3.28 I 4.91 I 3.28 I I ARM C I 15.00 I 45.00 I 75.00 I 7.11 I 10.67 I 7.11 I ------------------------------------------------------------------------------------
Demand set: 2012 PM Recorded Traffic Flows ----------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS I I I (PERCENTAGE OF H.V.S) I I -------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ----------------------------------------------------------- I 16.45 - 17.00 I I I I I I I ARM A I 0.000 I 0.462 I 0.538 I I I I 0.0 I 178.0 I 207.0 I I I I ( 0.0)I ( 0.6)I ( 1.4)I I I I I I I I I ARM B I 0.534 I 0.000 I 0.466 I I I I 140.0 I 0.0 I 122.0 I I I I ( 0.7)I ( 0.0)I ( 2.5)I I I I I I I I I ARM C I 0.561 I 0.439 I 0.000 I I I I 319.0 I 250.0 I 0.0 I I I I ( 0.9)I ( 1.6)I ( 0.0)I I I I I I I ----------------------------------------------------------- TURNING PROPORTIONS ARE CALCULATED FROM TURNING COUNT DATA THE PERCENTAGE OF HEAVY VEHICLES VARIES OVER TURNING MOVEMENTS
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT -------------------------------------------------------- FOR DEMAND SET 2012 PM Recorded Traffic Flows AND FOR TIME PERIOD 2
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 16.45-17.00 I I B-C 1.53 9.45 0.162 0.00 0.19 2.8 0.13 I I B-A 1.76 6.71 0.262 0.00 0.35 4.9 0.20 I I C-AB 3.14 10.62 0.296 0.00 0.43 6.3 0.13 I I A-B 2.23 I I A-C 2.60 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.00-17.15 I I B-C 1.83 8.93 0.205 0.19 0.25 3.7 0.14 I I B-A 2.10 6.14 0.342 0.35 0.51 7.3 0.25 I I C-AB 3.75 10.36 0.362 0.43 0.59 8.8 0.15 I I A-B 2.67 I I A-C 3.10 I I I
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-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 8 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.15-17.30 I I B-C 2.24 7.93 0.282 0.25 0.39 5.6 0.18 I I B-A 2.57 5.33 0.482 0.51 0.89 12.4 0.36 I I C-AB 4.59 10.01 0.458 0.59 0.92 13.8 0.18 I I A-B 3.27 I I A-C 3.80 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.30-17.45 I I B-C 2.24 7.89 0.284 0.39 0.39 5.9 0.18 I I B-A 2.57 5.32 0.483 0.89 0.91 13.6 0.36 I I C-AB 4.59 10.01 0.458 0.92 0.94 14.2 0.18 I I A-B 3.27 I I A-C 3.80 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.45-18.00 I I B-C 1.83 8.89 0.206 0.39 0.26 4.1 0.14 I I B-A 2.10 6.13 0.342 0.91 0.53 8.5 0.25 I I C-AB 3.75 10.36 0.362 0.94 0.61 9.3 0.15 I I A-B 2.67 I I A-C 3.10 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 18.00-18.15 I I B-C 1.53 9.42 0.162 0.26 0.20 3.0 0.13 I I B-A 1.76 6.69 0.262 0.53 0.36 5.7 0.20 I I C-AB 3.14 10.62 0.296 0.61 0.44 6.6 0.13 I I A-B 2.23 I I A-C 2.60 I I I
------------------------------------------------------------------------------------------------------------------*WARNING* NO MARGINAL ANALYSIS OF CAPACITIES AS MAJOR ROAD BLOCKING MAY OCCUR
QUEUE FOR STREAM B-C ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 17.00 0.2 17.15 0.3 17.30 0.4 17.45 0.4 18.00 0.3 18.15 0.2
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 9 -------------------------------------------------------------------------------- QUEUE FOR STREAM B-A ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 17.00 0.3 17.15 0.5 * 17.30 0.9 * 17.45 0.9 * 18.00 0.5 * 18.15 0.4
QUEUE FOR STREAM C-AB ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 17.00 0.4 17.15 0.6 * 17.30 0.9 * 17.45 0.9 * 18.00 0.6 * 18.15 0.4
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 10 -------------------------------------------------------------------------------- QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- --------------------------------------------------------------------------- I STREAM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I----------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I --------------------------------------------------------------------------- I B-C I 167.9 I 111.9 I 25.0 I 0.15 I 25.0 I 0.15 I I B-A I 192.7 I 128.5 I 52.3 I 0.27 I 52.3 I 0.27 I I C-AB I 344.1 I 229.4 I 59.0 I 0.17 I 59.0 I 0.17 I I A-B I 245.0 I 163.3 I I I I I I A-C I 284.9 I 189.9 I I I I I --------------------------------------------------------------------------- I ALL I 1673.7 I 1115.8 I 136.4 I 0.08 I 136.4 I 0.08 I --------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. *******END OF RUN******* .SLOPES AND INTERCEPT -------------------- (NB:Streams may be combined, in which case capacity will be adjusted) --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM B-C STREAM A-C STREAM A-B I --------------------------------------------------------- I 0.00 0.00 0.00 I --------------------------------------------------------- * Due to the presence of a flare, data is not available -------------------------------------------------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing Slope For Opposing Slope For OpposingI I STREAM B-A STREAM A-C STREAM A-B STREAM C-A STREAM C-B I -------------------------------------------------------------------------------------------------- I 0.00 0.00 0.00 0.00 0.00 I -------------------------------------------------------------------------------------------------- * Due to the presence of a flare, data is not available --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM C-B STREAM A-C STREAM A-B I --------------------------------------------------------- I 727.32 0.27 0.27 I --------------------------------------------------------- (NB These values do not allow for any site specific corrections)
TRAFFIC DEMAND DATA ------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I -----------------------
Demand set: 2017 AM without development TIME PERIOD BEGINS 07.30 AND ENDS 09.00 LENGTH OF TIME PERIOD - 90 MIN. LENGTH OF TIME SEGMENT - 15 MIN.
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 11 -------------------------------------------------------------------------------- DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA ------------------------------------------------------------------------------------ I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED I FALLING I PEAK I OF PEAK I PEAK I I I I I I I I I ------------------------------------------------------------------------------------ I ARM A I 15.00 I 45.00 I 75.00 I 4.84 I 7.26 I 4.84 I I ARM B I 15.00 I 45.00 I 75.00 I 4.93 I 7.39 I 4.93 I I ARM C I 15.00 I 45.00 I 75.00 I 4.14 I 6.21 I 4.14 I ------------------------------------------------------------------------------------
Demand set: 2017 AM without development ----------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS I I I (PERCENTAGE OF H.V.S) I I -------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ----------------------------------------------------------- I 07.30 - 07.45 I I I I I I I ARM A I 0.000 I 0.276 I 0.724 I I I I 0.0 I 107.0 I 280.0 I I I I ( 0.0)I ( 3.9)I ( 2.2)I I I I I I I I I ARM B I 0.477 I 0.000 I 0.523 I I I I 188.0 I 0.0 I 206.0 I I I I ( 2.8)I ( 0.0)I ( 3.6)I I I I I I I I I ARM C I 0.671 I 0.329 I 0.000 I I I I 222.0 I 109.0 I 0.0 I I I I ( 3.3)I ( 2.9)I ( 0.0)I I I I I I I ----------------------------------------------------------- TURNING PROPORTIONS ARE CALCULATED FROM TURNING COUNT DATA THE PERCENTAGE OF HEAVY VEHICLES VARIES OVER TURNING MOVEMENTS
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT -------------------------------------------------------- FOR DEMAND SET 2017 AM without development AND FOR TIME PERIOD 1
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.30-07.45 I I B-C 2.58 9.12 0.283 0.00 0.39 5.6 0.15 I I B-A 2.36 6.99 0.338 0.00 0.50 7.0 0.21 I I C-AB 1.37 10.45 0.131 0.00 0.15 2.2 0.11 I I A-B 1.34 I I A-C 3.51 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.45-08.00 I I B-C 3.09 8.51 0.363 0.39 0.56 8.1 0.18 I I B-A 2.82 6.43 0.438 0.50 0.76 10.7 0.27 I I C-AB 1.63 10.20 0.160 0.15 0.19 2.9 0.12 I I A-B 1.60 I I A-C 4.20 I I I
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-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 12 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.00-08.15 I I B-C 3.78 7.25 0.521 0.56 1.05 14.7 0.28 I I B-A 3.45 5.50 0.627 0.76 1.56 21.0 0.46 I I C-AB 2.00 9.84 0.203 0.19 0.26 3.9 0.13 I I A-B 1.96 I I A-C 5.14 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.15-08.30 I I B-C 3.78 7.17 0.527 1.05 1.09 16.1 0.29 I I B-A 3.45 5.47 0.630 1.56 1.63 24.0 0.49 I I C-AB 2.00 9.84 0.203 0.26 0.26 3.9 0.13 I I A-B 1.96 I I A-C 5.14 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.30-08.45 I I B-C 3.09 8.44 0.366 1.09 0.59 9.3 0.19 I I B-A 2.82 6.41 0.440 1.63 0.81 13.1 0.29 I I C-AB 1.63 10.20 0.160 0.26 0.19 2.9 0.12 I I A-B 1.60 I I A-C 4.20 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.45-09.00 I I B-C 2.58 9.09 0.284 0.59 0.40 6.3 0.15 I I B-A 2.36 6.97 0.338 0.81 0.52 8.2 0.22 I I C-AB 1.37 10.45 0.131 0.19 0.15 2.3 0.11 I I A-B 1.34 I I A-C 3.51 I I I
------------------------------------------------------------------------------------------------------------------*WARNING* NO MARGINAL ANALYSIS OF CAPACITIES AS MAJOR ROAD BLOCKING MAY OCCUR
QUEUE FOR STREAM B-C ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 07.45 0.4 08.00 0.6 * 08.15 1.0 * 08.30 1.1 * 08.45 0.6 * 09.00 0.4
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 13 -------------------------------------------------------------------------------- QUEUE FOR STREAM B-A ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 07.45 0.5 08.00 0.8 * 08.15 1.6 ** 08.30 1.6 ** 08.45 0.8 * 09.00 0.5 *
QUEUE FOR STREAM C-AB ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 07.45 0.1 08.00 0.2 08.15 0.3 08.30 0.3 08.45 0.2 09.00 0.2
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 14 -------------------------------------------------------------------------------- QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- --------------------------------------------------------------------------- I STREAM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I----------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I --------------------------------------------------------------------------- I B-C I 283.5 I 189.0 I 60.0 I 0.21 I 60.0 I 0.21 I I B-A I 258.8 I 172.5 I 84.1 I 0.32 I 84.1 I 0.32 I I C-AB I 150.0 I 100.0 I 18.0 I 0.12 I 18.0 I 0.12 I I A-B I 147.3 I 98.2 I I I I I I A-C I 385.4 I 256.9 I I I I I --------------------------------------------------------------------------- I ALL I 1530.6 I 1020.4 I 162.1 I 0.11 I 162.1 I 0.11 I --------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. *******END OF RUN******* .SLOPES AND INTERCEPT -------------------- (NB:Streams may be combined, in which case capacity will be adjusted) --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM B-C STREAM A-C STREAM A-B I --------------------------------------------------------- I 0.00 0.00 0.00 I --------------------------------------------------------- * Due to the presence of a flare, data is not available -------------------------------------------------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing Slope For Opposing Slope For OpposingI I STREAM B-A STREAM A-C STREAM A-B STREAM C-A STREAM C-B I -------------------------------------------------------------------------------------------------- I 0.00 0.00 0.00 0.00 0.00 I -------------------------------------------------------------------------------------------------- * Due to the presence of a flare, data is not available --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM C-B STREAM A-C STREAM A-B I --------------------------------------------------------- I 727.32 0.27 0.27 I --------------------------------------------------------- (NB These values do not allow for any site specific corrections)
TRAFFIC DEMAND DATA ------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I -----------------------
Demand set: 2017 PM without development TIME PERIOD BEGINS 16.45 AND ENDS 18.15 LENGTH OF TIME PERIOD - 90 MIN. LENGTH OF TIME SEGMENT - 15 MIN.
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 15 -------------------------------------------------------------------------------- DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA ------------------------------------------------------------------------------------ I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED I FALLING I PEAK I OF PEAK I PEAK I I I I I I I I I ------------------------------------------------------------------------------------ I ARM A I 15.00 I 45.00 I 75.00 I 5.05 I 7.58 I 5.05 I I ARM B I 15.00 I 45.00 I 75.00 I 3.44 I 5.16 I 3.44 I I ARM C I 15.00 I 45.00 I 75.00 I 7.47 I 11.21 I 7.47 I ------------------------------------------------------------------------------------
Demand set: 2017 PM without development ----------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS I I I (PERCENTAGE OF H.V.S) I I -------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ----------------------------------------------------------- I 16.45 - 17.00 I I I I I I I ARM A I 0.000 I 0.463 I 0.537 I I I I 0.0 I 187.0 I 217.0 I I I I ( 0.0)I ( 0.6)I ( 1.4)I I I I I I I I I ARM B I 0.535 I 0.000 I 0.465 I I I I 147.0 I 0.0 I 128.0 I I I I ( 0.7)I ( 0.0)I ( 2.5)I I I I I I I I I ARM C I 0.560 I 0.440 I 0.000 I I I I 335.0 I 263.0 I 0.0 I I I I ( 0.9)I ( 1.6)I ( 0.0)I I I I I I I ----------------------------------------------------------- TURNING PROPORTIONS ARE CALCULATED FROM TURNING COUNT DATA THE PERCENTAGE OF HEAVY VEHICLES VARIES OVER TURNING MOVEMENTS
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT -------------------------------------------------------- FOR DEMAND SET 2017 PM without development AND FOR TIME PERIOD 2
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 16.45-17.00 I I B-C 1.61 9.33 0.172 0.00 0.21 3.0 0.13 I I B-A 1.84 6.57 0.281 0.00 0.38 5.4 0.21 I I C-AB 3.30 10.55 0.313 0.00 0.47 6.9 0.14 I I A-B 2.35 I I A-C 2.72 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.00-17.15 I I B-C 1.92 8.74 0.219 0.21 0.28 4.1 0.15 I I B-A 2.20 5.96 0.369 0.38 0.57 8.1 0.26 I I C-AB 3.94 10.28 0.383 0.47 0.65 9.8 0.16 I I A-B 2.80 I I A-C 3.25 I I I
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-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 16 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.15-17.30 I I B-C 2.35 7.55 0.311 0.28 0.44 6.4 0.19 I I B-A 2.70 5.10 0.529 0.57 1.06 14.7 0.41 I I C-AB 4.83 9.91 0.487 0.65 1.05 15.7 0.20 I I A-B 3.43 I I A-C 3.98 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.30-17.45 I I B-C 2.35 7.49 0.313 0.44 0.45 6.7 0.19 I I B-A 2.70 5.08 0.531 1.06 1.10 16.3 0.42 I I C-AB 4.83 9.91 0.487 1.05 1.07 16.3 0.20 I I A-B 3.43 I I A-C 3.98 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.45-18.00 I I B-C 1.92 8.69 0.221 0.45 0.29 4.5 0.15 I I B-A 2.20 5.95 0.370 1.10 0.60 9.7 0.27 I I C-AB 3.94 10.28 0.383 1.07 0.68 10.3 0.16 I I A-B 2.80 I I A-C 3.25 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 18.00-18.15 I I B-C 1.61 9.30 0.173 0.29 0.21 3.2 0.13 I I B-A 1.84 6.55 0.282 0.60 0.40 6.3 0.21 I I C-AB 3.30 10.55 0.313 0.68 0.48 7.2 0.14 I I A-B 2.35 I I A-C 2.72 I I I
------------------------------------------------------------------------------------------------------------------*WARNING* NO MARGINAL ANALYSIS OF CAPACITIES AS MAJOR ROAD BLOCKING MAY OCCUR
QUEUE FOR STREAM B-C ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 17.00 0.2 17.15 0.3 17.30 0.4 17.45 0.5 18.00 0.3 18.15 0.2
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 17 -------------------------------------------------------------------------------- QUEUE FOR STREAM B-A ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 17.00 0.4 17.15 0.6 * 17.30 1.1 * 17.45 1.1 * 18.00 0.6 * 18.15 0.4
QUEUE FOR STREAM C-AB ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 17.00 0.5 17.15 0.7 * 17.30 1.1 * 17.45 1.1 * 18.00 0.7 * 18.15 0.5
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 18 -------------------------------------------------------------------------------- QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- --------------------------------------------------------------------------- I STREAM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I----------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I --------------------------------------------------------------------------- I B-C I 176.2 I 117.5 I 27.8 I 0.16 I 27.8 I 0.16 I I B-A I 202.3 I 134.9 I 60.4 I 0.30 I 60.4 I 0.30 I I C-AB I 362.0 I 241.3 I 66.1 I 0.18 I 66.1 I 0.18 I I A-B I 257.4 I 171.6 I I I I I I A-C I 298.7 I 199.1 I I I I I --------------------------------------------------------------------------- I ALL I 1757.7 I 1171.8 I 154.4 I 0.09 I 154.4 I 0.09 I --------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. *******END OF RUN******* .SLOPES AND INTERCEPT -------------------- (NB:Streams may be combined, in which case capacity will be adjusted) --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM B-C STREAM A-C STREAM A-B I --------------------------------------------------------- I 0.00 0.00 0.00 I --------------------------------------------------------- * Due to the presence of a flare, data is not available -------------------------------------------------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing Slope For Opposing Slope For OpposingI I STREAM B-A STREAM A-C STREAM A-B STREAM C-A STREAM C-B I -------------------------------------------------------------------------------------------------- I 0.00 0.00 0.00 0.00 0.00 I -------------------------------------------------------------------------------------------------- * Due to the presence of a flare, data is not available --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM C-B STREAM A-C STREAM A-B I --------------------------------------------------------- I 727.32 0.27 0.27 I --------------------------------------------------------- (NB These values do not allow for any site specific corrections)
TRAFFIC DEMAND DATA ------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I -----------------------
Demand set: 2017 AM with committed devt TIME PERIOD BEGINS 07.30 AND ENDS 09.00 LENGTH OF TIME PERIOD - 90 MIN. LENGTH OF TIME SEGMENT - 15 MIN.
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 19 -------------------------------------------------------------------------------- DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA ------------------------------------------------------------------------------------ I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED I FALLING I PEAK I OF PEAK I PEAK I I I I I I I I I ------------------------------------------------------------------------------------ I ARM A I 15.00 I 45.00 I 75.00 I 4.89 I 7.33 I 4.89 I I ARM B I 15.00 I 45.00 I 75.00 I 5.28 I 7.91 I 5.28 I I ARM C I 15.00 I 45.00 I 75.00 I 4.16 I 6.24 I 4.16 I ------------------------------------------------------------------------------------
Demand set: 2017 AM with committed devt ----------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS I I I (PERCENTAGE OF H.V.S) I I -------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ----------------------------------------------------------- I 07.30 - 07.45 I I I I I I I ARM A I 0.000 I 0.284 I 0.716 I I I I 0.0 I 111.0 I 280.0 I I I I ( 0.0)I ( 3.6)I ( 2.1)I I I I I I I I I ARM B I 0.486 I 0.000 I 0.514 I I I I 205.0 I 0.0 I 217.0 I I I I ( 2.4)I ( 0.0)I ( 3.2)I I I I I I I I I ARM C I 0.667 I 0.333 I 0.000 I I I I 222.0 I 111.0 I 0.0 I I I I ( 3.2)I ( 2.8)I ( 0.0)I I I I I I I ----------------------------------------------------------- TURNING PROPORTIONS ARE CALCULATED FROM TURNING COUNT DATA THE PERCENTAGE OF HEAVY VEHICLES VARIES OVER TURNING MOVEMENTS
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT -------------------------------------------------------- FOR DEMAND SET 2017 AM with committed devt AND FOR TIME PERIOD 1
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.30-07.45 I I B-C 2.72 9.00 0.302 0.00 0.43 6.1 0.16 I I B-A 2.57 6.98 0.369 0.00 0.57 8.0 0.22 I I C-AB 1.39 10.45 0.133 0.00 0.15 2.3 0.11 I I A-B 1.39 I I A-C 3.51 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.45-08.00 I I B-C 3.25 8.29 0.392 0.43 0.63 9.1 0.20 I I B-A 3.07 6.38 0.482 0.57 0.90 12.7 0.30 I I C-AB 1.66 10.19 0.163 0.15 0.19 2.9 0.12 I I A-B 1.66 I I A-C 4.20 I I I
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-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 20 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.00-08.15 I I B-C 3.98 6.73 0.592 0.63 1.37 18.8 0.35 I I B-A 3.76 5.34 0.704 0.90 2.12 27.6 0.58 I I C-AB 2.04 9.83 0.207 0.19 0.26 3.9 0.13 I I A-B 2.04 I I A-C 5.14 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.15-08.30 I I B-C 3.98 6.57 0.606 1.37 1.48 21.6 0.38 I I B-A 3.76 5.29 0.711 2.12 2.28 33.3 0.64 I I C-AB 2.04 9.83 0.207 0.26 0.26 4.0 0.13 I I A-B 2.04 I I A-C 5.14 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.30-08.45 I I B-C 3.25 8.17 0.398 1.48 0.68 10.8 0.21 I I B-A 3.07 6.33 0.485 2.28 0.98 16.2 0.32 I I C-AB 1.66 10.19 0.163 0.26 0.20 3.0 0.12 I I A-B 1.66 I I A-C 4.20 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.45-09.00 I I B-C 2.72 8.96 0.304 0.68 0.44 6.9 0.16 I I B-A 2.57 6.96 0.370 0.98 0.60 9.5 0.23 I I C-AB 1.39 10.45 0.133 0.20 0.16 2.3 0.11 I I A-B 1.39 I I A-C 3.51 I I I
------------------------------------------------------------------------------------------------------------------*WARNING* NO MARGINAL ANALYSIS OF CAPACITIES AS MAJOR ROAD BLOCKING MAY OCCUR
QUEUE FOR STREAM B-C ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 07.45 0.4 08.00 0.6 * 08.15 1.4 * 08.30 1.5 * 08.45 0.7 * 09.00 0.4
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 21 -------------------------------------------------------------------------------- QUEUE FOR STREAM B-A ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 07.45 0.6 * 08.00 0.9 * 08.15 2.1 ** 08.30 2.3 ** 08.45 1.0 * 09.00 0.6 *
QUEUE FOR STREAM C-AB ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 07.45 0.2 08.00 0.2 08.15 0.3 08.30 0.3 08.45 0.2 09.00 0.2
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 22 -------------------------------------------------------------------------------- QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- --------------------------------------------------------------------------- I STREAM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I----------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I --------------------------------------------------------------------------- I B-C I 298.7 I 199.1 I 73.4 I 0.25 I 73.4 I 0.25 I I B-A I 282.2 I 188.1 I 107.2 I 0.38 I 107.2 I 0.38 I I C-AB I 152.8 I 101.9 I 18.5 I 0.12 I 18.5 I 0.12 I I A-B I 152.8 I 101.9 I I I I I I A-C I 385.4 I 256.9 I I I I I --------------------------------------------------------------------------- I ALL I 1577.4 I 1051.6 I 199.1 I 0.13 I 199.1 I 0.13 I --------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. *******END OF RUN******* .SLOPES AND INTERCEPT -------------------- (NB:Streams may be combined, in which case capacity will be adjusted) --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM B-C STREAM A-C STREAM A-B I --------------------------------------------------------- I 0.00 0.00 0.00 I --------------------------------------------------------- * Due to the presence of a flare, data is not available -------------------------------------------------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing Slope For Opposing Slope For OpposingI I STREAM B-A STREAM A-C STREAM A-B STREAM C-A STREAM C-B I -------------------------------------------------------------------------------------------------- I 0.00 0.00 0.00 0.00 0.00 I -------------------------------------------------------------------------------------------------- * Due to the presence of a flare, data is not available --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM C-B STREAM A-C STREAM A-B I --------------------------------------------------------- I 727.32 0.27 0.27 I --------------------------------------------------------- (NB These values do not allow for any site specific corrections)
TRAFFIC DEMAND DATA ------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I -----------------------
Demand set: 2017 PM with committed devt TIME PERIOD BEGINS 16.45 AND ENDS 18.15 LENGTH OF TIME PERIOD - 90 MIN. LENGTH OF TIME SEGMENT - 15 MIN.
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 23 -------------------------------------------------------------------------------- DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA ------------------------------------------------------------------------------------ I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED I FALLING I PEAK I OF PEAK I PEAK I I I I I I I I I ------------------------------------------------------------------------------------ I ARM A I 15.00 I 45.00 I 75.00 I 5.28 I 7.91 I 5.28 I I ARM B I 15.00 I 45.00 I 75.00 I 3.66 I 5.49 I 3.66 I I ARM C I 15.00 I 45.00 I 75.00 I 7.66 I 11.49 I 7.66 I ------------------------------------------------------------------------------------
Demand set: 2017 PM with committed devt ----------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS I I I (PERCENTAGE OF H.V.S) I I -------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ----------------------------------------------------------- I 16.45 - 17.00 I I I I I I I ARM A I 0.000 I 0.486 I 0.514 I I I I 0.0 I 205.0 I 217.0 I I I I ( 0.0)I ( 0.5)I ( 1.4)I I I I I I I I I ARM B I 0.539 I 0.000 I 0.461 I I I I 158.0 I 0.0 I 135.0 I I I I ( 0.6)I ( 0.0)I ( 2.3)I I I I I I I I I ARM C I 0.546 I 0.454 I 0.000 I I I I 335.0 I 278.0 I 0.0 I I I I ( 0.9)I ( 1.5)I ( 0.0)I I I I I I I ----------------------------------------------------------- TURNING PROPORTIONS ARE CALCULATED FROM TURNING COUNT DATA THE PERCENTAGE OF HEAVY VEHICLES VARIES OVER TURNING MOVEMENTS
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT -------------------------------------------------------- FOR DEMAND SET 2017 PM with committed devt AND FOR TIME PERIOD 2
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 16.45-17.00 I I B-C 1.69 9.21 0.184 0.00 0.22 3.2 0.13 I I B-A 1.98 6.48 0.306 0.00 0.43 6.1 0.22 I I C-AB 3.49 10.50 0.332 0.00 0.51 7.6 0.14 I I A-B 2.57 I I A-C 2.72 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.00-17.15 I I B-C 2.02 8.53 0.237 0.22 0.31 4.5 0.15 I I B-A 2.37 5.85 0.405 0.43 0.66 9.4 0.28 I I C-AB 4.17 10.22 0.408 0.51 0.73 10.9 0.16 I I A-B 3.07 I I A-C 3.25 I I I
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-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 24 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.15-17.30 I I B-C 2.48 7.09 0.350 0.31 0.53 7.5 0.22 I I B-A 2.90 4.93 0.588 0.66 1.33 18.0 0.47 I I C-AB 5.10 9.83 0.519 0.73 1.21 18.0 0.21 I I A-B 3.76 I I A-C 3.98 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.30-17.45 I I B-C 2.48 6.99 0.354 0.53 0.54 8.0 0.22 I I B-A 2.90 4.91 0.591 1.33 1.39 20.5 0.49 I I C-AB 5.10 9.83 0.519 1.21 1.24 18.8 0.21 I I A-B 3.76 I I A-C 3.98 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.45-18.00 I I B-C 2.02 8.46 0.239 0.54 0.32 5.0 0.16 I I B-A 2.37 5.82 0.407 1.39 0.71 11.4 0.30 I I C-AB 4.17 10.22 0.408 1.24 0.76 11.6 0.17 I I A-B 3.07 I I A-C 3.25 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 18.00-18.15 I I B-C 1.69 9.17 0.185 0.32 0.23 3.5 0.13 I I B-A 1.98 6.46 0.307 0.71 0.45 7.1 0.23 I I C-AB 3.49 10.50 0.332 0.76 0.53 8.0 0.14 I I A-B 2.57 I I A-C 2.72 I I I
------------------------------------------------------------------------------------------------------------------*WARNING* NO MARGINAL ANALYSIS OF CAPACITIES AS MAJOR ROAD BLOCKING MAY OCCUR
QUEUE FOR STREAM B-C ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 17.00 0.2 17.15 0.3 17.30 0.5 * 17.45 0.5 * 18.00 0.3 18.15 0.2
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 25 -------------------------------------------------------------------------------- QUEUE FOR STREAM B-A ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 17.00 0.4 17.15 0.7 * 17.30 1.3 * 17.45 1.4 * 18.00 0.7 * 18.15 0.5
QUEUE FOR STREAM C-AB ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 17.00 0.5 * 17.15 0.7 * 17.30 1.2 * 17.45 1.2 * 18.00 0.8 * 18.15 0.5 *
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 26 -------------------------------------------------------------------------------- QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- --------------------------------------------------------------------------- I STREAM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I----------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I --------------------------------------------------------------------------- I B-C I 185.8 I 123.9 I 31.7 I 0.17 I 31.8 I 0.17 I I B-A I 217.5 I 145.0 I 72.5 I 0.33 I 72.5 I 0.33 I I C-AB I 382.6 I 255.1 I 74.8 I 0.20 I 74.8 I 0.20 I I A-B I 282.2 I 188.1 I I I I I I A-C I 298.7 I 199.1 I I I I I --------------------------------------------------------------------------- I ALL I 1827.9 I 1218.6 I 179.0 I 0.10 I 179.0 I 0.10 I --------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. *******END OF RUN******* .SLOPES AND INTERCEPT -------------------- (NB:Streams may be combined, in which case capacity will be adjusted) --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM B-C STREAM A-C STREAM A-B I --------------------------------------------------------- I 0.00 0.00 0.00 I --------------------------------------------------------- * Due to the presence of a flare, data is not available -------------------------------------------------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing Slope For Opposing Slope For OpposingI I STREAM B-A STREAM A-C STREAM A-B STREAM C-A STREAM C-B I -------------------------------------------------------------------------------------------------- I 0.00 0.00 0.00 0.00 0.00 I -------------------------------------------------------------------------------------------------- * Due to the presence of a flare, data is not available --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM C-B STREAM A-C STREAM A-B I --------------------------------------------------------- I 727.32 0.27 0.27 I --------------------------------------------------------- (NB These values do not allow for any site specific corrections)
TRAFFIC DEMAND DATA ------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I -----------------------
Demand set: 2017 AM with committed devt and devt TIME PERIOD BEGINS 07.30 AND ENDS 09.00 LENGTH OF TIME PERIOD - 90 MIN. LENGTH OF TIME SEGMENT - 15 MIN.
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 27 -------------------------------------------------------------------------------- DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA ------------------------------------------------------------------------------------ I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED I FALLING I PEAK I OF PEAK I PEAK I I I I I I I I I ------------------------------------------------------------------------------------ I ARM A I 15.00 I 45.00 I 75.00 I 4.89 I 7.33 I 4.89 I I ARM B I 15.00 I 45.00 I 75.00 I 5.44 I 8.16 I 5.44 I I ARM C I 15.00 I 45.00 I 75.00 I 4.21 I 6.32 I 4.21 I ------------------------------------------------------------------------------------
Demand set: 2017 AM with committed devt and devt ----------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS I I I (PERCENTAGE OF H.V.S) I I -------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ----------------------------------------------------------- I 07.30 - 07.45 I I I I I I I ARM A I 0.000 I 0.284 I 0.716 I I I I 0.0 I 111.0 I 280.0 I I I I ( 0.0)I ( 3.6)I ( 2.1)I I I I I I I I I ARM B I 0.471 I 0.000 I 0.529 I I I I 205.0 I 0.0 I 230.0 I I I I ( 2.4)I ( 0.0)I ( 3.1)I I I I I I I I I ARM C I 0.659 I 0.341 I 0.000 I I I I 222.0 I 115.0 I 0.0 I I I I ( 3.2)I ( 2.7)I ( 0.0)I I I I I I I ----------------------------------------------------------- TURNING PROPORTIONS ARE CALCULATED FROM TURNING COUNT DATA THE PERCENTAGE OF HEAVY VEHICLES VARIES OVER TURNING MOVEMENTS
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT -------------------------------------------------------- FOR DEMAND SET 2017 AM with committed devt and devt AND FOR TIME PERIOD 1
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.30-07.45 I I B-C 2.89 9.06 0.319 0.00 0.46 6.6 0.16 I I B-A 2.57 6.90 0.373 0.00 0.58 8.1 0.23 I I C-AB 1.44 10.46 0.138 0.00 0.16 2.4 0.11 I I A-B 1.39 I I A-C 3.51 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.45-08.00 I I B-C 3.45 8.34 0.413 0.46 0.69 9.9 0.20 I I B-A 3.07 6.27 0.490 0.58 0.92 13.0 0.31 I I C-AB 1.72 10.20 0.169 0.16 0.20 3.1 0.12 I I A-B 1.66 I I A-C 4.20 I I I
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-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 28 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.00-08.15 I I B-C 4.22 6.69 0.631 0.69 1.60 21.6 0.39 I I B-A 3.76 5.16 0.729 0.92 2.33 30.0 0.63 I I C-AB 2.11 9.84 0.214 0.20 0.28 4.1 0.13 I I A-B 2.04 I I A-C 5.14 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.15-08.30 I I B-C 4.22 6.49 0.650 1.60 1.76 25.6 0.43 I I B-A 3.76 5.09 0.739 2.33 2.57 37.2 0.73 I I C-AB 2.11 9.84 0.214 0.28 0.28 4.2 0.13 I I A-B 2.04 I I A-C 5.14 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.30-08.45 I I B-C 3.45 8.20 0.420 1.76 0.74 12.0 0.22 I I B-A 3.07 6.22 0.494 2.57 1.02 17.0 0.34 I I C-AB 1.72 10.20 0.169 0.28 0.21 3.1 0.12 I I A-B 1.66 I I A-C 4.20 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.45-09.00 I I B-C 2.89 9.01 0.320 0.74 0.48 7.5 0.16 I I B-A 2.57 6.88 0.374 1.02 0.61 9.7 0.24 I I C-AB 1.44 10.46 0.138 0.21 0.16 2.4 0.11 I I A-B 1.39 I I A-C 3.51 I I I
------------------------------------------------------------------------------------------------------------------*WARNING* NO MARGINAL ANALYSIS OF CAPACITIES AS MAJOR ROAD BLOCKING MAY OCCUR
QUEUE FOR STREAM B-C ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 07.45 0.5 08.00 0.7 * 08.15 1.6 ** 08.30 1.8 ** 08.45 0.7 * 09.00 0.5
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 29 -------------------------------------------------------------------------------- QUEUE FOR STREAM B-A ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 07.45 0.6 * 08.00 0.9 * 08.15 2.3 ** 08.30 2.6 *** 08.45 1.0 * 09.00 0.6 *
QUEUE FOR STREAM C-AB ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 07.45 0.2 08.00 0.2 08.15 0.3 08.30 0.3 08.45 0.2 09.00 0.2
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 30 -------------------------------------------------------------------------------- QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- --------------------------------------------------------------------------- I STREAM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I----------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I --------------------------------------------------------------------------- I B-C I 316.6 I 211.1 I 83.1 I 0.26 I 83.2 I 0.26 I I B-A I 282.2 I 188.1 I 115.0 I 0.41 I 115.1 I 0.41 I I C-AB I 158.3 I 105.5 I 19.3 I 0.12 I 19.3 I 0.12 I I A-B I 152.8 I 101.9 I I I I I I A-C I 385.4 I 256.9 I I I I I --------------------------------------------------------------------------- I ALL I 1600.8 I 1067.2 I 217.4 I 0.14 I 217.5 I 0.14 I --------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. *******END OF RUN******* .SLOPES AND INTERCEPT -------------------- (NB:Streams may be combined, in which case capacity will be adjusted) --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM B-C STREAM A-C STREAM A-B I --------------------------------------------------------- I 0.00 0.00 0.00 I --------------------------------------------------------- * Due to the presence of a flare, data is not available -------------------------------------------------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing Slope For Opposing Slope For OpposingI I STREAM B-A STREAM A-C STREAM A-B STREAM C-A STREAM C-B I -------------------------------------------------------------------------------------------------- I 0.00 0.00 0.00 0.00 0.00 I -------------------------------------------------------------------------------------------------- * Due to the presence of a flare, data is not available --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM C-B STREAM A-C STREAM A-B I --------------------------------------------------------- I 727.32 0.27 0.27 I --------------------------------------------------------- (NB These values do not allow for any site specific corrections)
TRAFFIC DEMAND DATA ------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I -----------------------
Demand set: 2017 PM with committed devt and devt TIME PERIOD BEGINS 16.45 AND ENDS 18.15 LENGTH OF TIME PERIOD - 90 MIN. LENGTH OF TIME SEGMENT - 15 MIN.
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 31 -------------------------------------------------------------------------------- DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA ------------------------------------------------------------------------------------ I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED I FALLING I PEAK I OF PEAK I PEAK I I I I I I I I I ------------------------------------------------------------------------------------ I ARM A I 15.00 I 45.00 I 75.00 I 5.28 I 7.91 I 5.28 I I ARM B I 15.00 I 45.00 I 75.00 I 3.75 I 5.63 I 3.75 I I ARM C I 15.00 I 45.00 I 75.00 I 7.81 I 11.72 I 7.81 I ------------------------------------------------------------------------------------
Demand set: 2017 PM with committed devt and devt ----------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS I I I (PERCENTAGE OF H.V.S) I I -------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ----------------------------------------------------------- I 16.45 - 17.00 I I I I I I I ARM A I 0.000 I 0.486 I 0.514 I I I I 0.0 I 205.0 I 217.0 I I I I ( 0.0)I ( 0.5)I ( 1.4)I I I I I I I I I ARM B I 0.527 I 0.000 I 0.473 I I I I 158.0 I 0.0 I 142.0 I I I I ( 0.6)I ( 0.0)I ( 2.1)I I I I I I I I I ARM C I 0.536 I 0.464 I 0.000 I I I I 335.0 I 290.0 I 0.0 I I I I ( 0.9)I ( 1.4)I ( 0.0)I I I I I I I ----------------------------------------------------------- TURNING PROPORTIONS ARE CALCULATED FROM TURNING COUNT DATA THE PERCENTAGE OF HEAVY VEHICLES VARIES OVER TURNING MOVEMENTS
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT -------------------------------------------------------- FOR DEMAND SET 2017 PM with committed devt and devt AND FOR TIME PERIOD 2
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 16.45-17.00 I I B-C 1.78 9.24 0.193 0.00 0.24 3.4 0.13 I I B-A 1.98 6.40 0.310 0.00 0.44 6.2 0.22 I I C-AB 3.64 10.51 0.346 0.00 0.55 8.1 0.14 I I A-B 2.57 I I A-C 2.72 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.00-17.15 I I B-C 2.13 8.55 0.249 0.24 0.33 4.8 0.16 I I B-A 2.37 5.75 0.412 0.44 0.68 9.6 0.29 I I C-AB 4.35 10.23 0.425 0.55 0.79 11.7 0.17 I I A-B 3.07 I I A-C 3.25 I I I
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-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 32 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.15-17.30 I I B-C 2.61 7.02 0.371 0.33 0.58 8.2 0.22 I I B-A 2.90 4.81 0.603 0.68 1.41 18.9 0.50 I I C-AB 5.32 9.84 0.541 0.79 1.33 19.8 0.22 I I A-B 3.76 I I A-C 3.98 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.30-17.45 I I B-C 2.61 6.92 0.377 0.58 0.59 8.8 0.23 I I B-A 2.90 4.79 0.606 1.41 1.47 21.7 0.53 I I C-AB 5.32 9.84 0.541 1.33 1.36 20.8 0.22 I I A-B 3.76 I I A-C 3.98 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.45-18.00 I I B-C 2.13 8.47 0.251 0.59 0.34 5.3 0.16 I I B-A 2.37 5.72 0.414 1.47 0.73 11.8 0.31 I I C-AB 4.35 10.23 0.425 1.36 0.82 12.5 0.17 I I A-B 3.07 I I A-C 3.25 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 18.00-18.15 I I B-C 1.78 9.20 0.194 0.34 0.24 3.7 0.14 I I B-A 1.98 6.38 0.311 0.73 0.46 7.3 0.23 I I C-AB 3.64 10.51 0.346 0.82 0.56 8.5 0.15 I I A-B 2.57 I I A-C 2.72 I I I
------------------------------------------------------------------------------------------------------------------*WARNING* NO MARGINAL ANALYSIS OF CAPACITIES AS MAJOR ROAD BLOCKING MAY OCCUR
QUEUE FOR STREAM B-C ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 17.00 0.2 17.15 0.3 17.30 0.6 * 17.45 0.6 * 18.00 0.3 18.15 0.2
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 33 -------------------------------------------------------------------------------- QUEUE FOR STREAM B-A ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 17.00 0.4 17.15 0.7 * 17.30 1.4 * 17.45 1.5 * 18.00 0.7 * 18.15 0.5
QUEUE FOR STREAM C-AB ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 17.00 0.5 * 17.15 0.8 * 17.30 1.3 * 17.45 1.4 * 18.00 0.8 * 18.15 0.6 *
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 34 -------------------------------------------------------------------------------- QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- --------------------------------------------------------------------------- I STREAM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I----------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I --------------------------------------------------------------------------- I B-C I 195.5 I 130.3 I 34.3 I 0.18 I 34.3 I 0.18 I I B-A I 217.5 I 145.0 I 75.5 I 0.35 I 75.5 I 0.35 I I C-AB I 399.2 I 266.1 I 81.4 I 0.20 I 81.4 I 0.20 I I A-B I 282.2 I 188.1 I I I I I I A-C I 298.7 I 199.1 I I I I I --------------------------------------------------------------------------- I ALL I 1854.0 I 1236.0 I 191.2 I 0.10 I 191.2 I 0.10 I --------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. *******END OF RUN******* .SLOPES AND INTERCEPT -------------------- (NB:Streams may be combined, in which case capacity will be adjusted) --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM B-C STREAM A-C STREAM A-B I --------------------------------------------------------- I 0.00 0.00 0.00 I --------------------------------------------------------- * Due to the presence of a flare, data is not available -------------------------------------------------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing Slope For Opposing Slope For OpposingI I STREAM B-A STREAM A-C STREAM A-B STREAM C-A STREAM C-B I -------------------------------------------------------------------------------------------------- I 0.00 0.00 0.00 0.00 0.00 I -------------------------------------------------------------------------------------------------- * Due to the presence of a flare, data is not available --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM C-B STREAM A-C STREAM A-B I --------------------------------------------------------- I 727.32 0.27 0.27 I --------------------------------------------------------- (NB These values do not allow for any site specific corrections)
TRAFFIC DEMAND DATA ------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I -----------------------
Demand set: 2017 AM with committed devt, devt and mitigation (SB one-way) TIME PERIOD BEGINS 07.30 AND ENDS 09.00 LENGTH OF TIME PERIOD - 90 MIN. LENGTH OF TIME SEGMENT - 15 MIN.
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 35 -------------------------------------------------------------------------------- DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA ------------------------------------------------------------------------------------ I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED I FALLING I PEAK I OF PEAK I PEAK I I I I I I I I I ------------------------------------------------------------------------------------ I ARM A I 15.00 I 45.00 I 75.00 I 4.89 I 7.33 I 4.89 I I ARM B I 15.00 I 45.00 I 75.00 I 6.97 I 10.46 I 6.97 I I ARM C I 15.00 I 45.00 I 75.00 I 4.21 I 6.32 I 4.21 I ------------------------------------------------------------------------------------
Demand set: 2017 AM with committed devt, devt and mitigation (SB one-way) ----------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS I I I (PERCENTAGE OF H.V.S) I I -------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ----------------------------------------------------------- I 07.30 - 07.45 I I I I I I I ARM A I 0.000 I 0.284 I 0.716 I I I I 0.0 I 111.0 I 280.0 I I I I ( 0.0)I ( 3.6)I ( 2.1)I I I I I I I I I ARM B I 0.588 I 0.000 I 0.412 I I I I 328.0 I 0.0 I 230.0 I I I I ( 1.5)I ( 0.0)I ( 3.1)I I I I I I I I I ARM C I 0.659 I 0.341 I 0.000 I I I I 222.0 I 115.0 I 0.0 I I I I ( 3.2)I ( 2.7)I ( 0.0)I I I I I I I ----------------------------------------------------------- TURNING PROPORTIONS ARE CALCULATED FROM TURNING COUNT DATA THE PERCENTAGE OF HEAVY VEHICLES VARIES OVER TURNING MOVEMENTS
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT -------------------------------------------------------- FOR DEMAND SET 2017 AM with committed devt, devt and mitigation (SB one-way) AND FOR TIME PERIOD 1
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.30-07.45 I I B-C 2.89 7.37 0.392 0.00 0.63 8.8 0.22 I I B-A 4.12 6.98 0.589 0.00 1.36 18.3 0.33 I I C-AB 1.44 10.46 0.138 0.00 0.16 2.4 0.11 I I A-B 1.39 I I A-C 3.51 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.45-08.00 I I B-C 3.45 5.45 0.632 0.63 1.59 21.2 0.47 I I B-A 4.91 6.12 0.803 1.36 3.33 41.8 0.69 I I C-AB 1.72 10.20 0.169 0.16 0.20 3.1 0.12 I I A-B 1.66 I I A-C 4.20 I I I
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-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 36 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.00-08.15 I I B-C 4.22 3.61 1.169 1.59 13.54 121.3 2.74 I I B-A 6.02 5.21 1.155 3.33 18.03 166.7 2.56 I I C-AB 2.11 9.84 0.214 0.20 0.28 4.1 0.13 I I A-B 2.04 I I A-C 5.14 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.15-08.30 I I B-C 4.22 3.65 1.155 13.54 22.73 272.7 5.44 I I B-A 6.02 5.15 1.169 18.03 31.63 373.1 5.16 I I C-AB 2.11 9.84 0.214 0.28 0.28 4.2 0.13 I I A-B 2.04 I I A-C 5.14 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.30-08.45 I I B-C 3.45 3.89 0.887 22.73 18.60 309.9 5.51 I I B-A 4.91 5.50 0.894 31.63 25.38 427.6 5.33 I I C-AB 1.72 10.20 0.169 0.28 0.21 3.1 0.12 I I A-B 1.66 I I A-C 4.20 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.45-09.00 I I B-C 2.89 4.33 0.666 18.60 2.68 144.2 2.67 I I B-A 4.12 5.92 0.695 25.38 3.22 203.6 2.65 I I C-AB 1.44 10.46 0.138 0.21 0.16 2.4 0.11 I I A-B 1.39 I I A-C 3.51 I I I
------------------------------------------------------------------------------------------------------------------*WARNING* NO MARGINAL ANALYSIS OF CAPACITIES AS MAJOR ROAD BLOCKING MAY OCCUR
QUEUE FOR STREAM B-C ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 07.45 0.6 * 08.00 1.6 ** 08.15 13.5 ************** 08.30 22.7 *********************** 08.45 18.6 ******************* 09.00 2.7 ***
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 37 -------------------------------------------------------------------------------- QUEUE FOR STREAM B-A ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 07.45 1.4 * 08.00 3.3 *** 08.15 18.0 ****************** 08.30 31.6 ******************************** 08.45 25.4 ************************* 09.00 3.2 ***
QUEUE FOR STREAM C-AB ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 07.45 0.2 08.00 0.2 08.15 0.3 08.30 0.3 08.45 0.2 09.00 0.2
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 38 -------------------------------------------------------------------------------- QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- --------------------------------------------------------------------------- I STREAM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I----------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I --------------------------------------------------------------------------- I B-C I 316.6 I 211.1 I 878.1 I 2.77 I 878.9 I 2.78 I I B-A I 451.5 I 301.0 I 1231.2 I 2.73 I 1232.0 I 2.73 I I C-AB I 158.3 I 105.5 I 19.3 I 0.12 I 19.3 I 0.12 I I A-B I 152.8 I 101.9 I I I I I I A-C I 385.4 I 256.9 I I I I I --------------------------------------------------------------------------- I ALL I 1770.1 I 1180.1 I 2128.5 I 1.20 I 2130.2 I 1.20 I --------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. *******END OF RUN******* .SLOPES AND INTERCEPT -------------------- (NB:Streams may be combined, in which case capacity will be adjusted) --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM B-C STREAM A-C STREAM A-B I --------------------------------------------------------- I 0.00 0.00 0.00 I --------------------------------------------------------- * Due to the presence of a flare, data is not available -------------------------------------------------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing Slope For Opposing Slope For OpposingI I STREAM B-A STREAM A-C STREAM A-B STREAM C-A STREAM C-B I -------------------------------------------------------------------------------------------------- I 0.00 0.00 0.00 0.00 0.00 I -------------------------------------------------------------------------------------------------- * Due to the presence of a flare, data is not available --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM C-B STREAM A-C STREAM A-B I --------------------------------------------------------- I 727.32 0.27 0.27 I --------------------------------------------------------- (NB These values do not allow for any site specific corrections)
TRAFFIC DEMAND DATA ------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I -----------------------
Demand set: 2017 AM with committed devt, devt and mitigation (NB one-way) TIME PERIOD BEGINS 07.30 AND ENDS 09.00 LENGTH OF TIME PERIOD - 90 MIN. LENGTH OF TIME SEGMENT - 15 MIN.
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 39 -------------------------------------------------------------------------------- DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA ------------------------------------------------------------------------------------ I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED I FALLING I PEAK I OF PEAK I PEAK I I I I I I I I I ------------------------------------------------------------------------------------ I ARM A I 15.00 I 45.00 I 75.00 I 5.50 I 8.25 I 5.50 I I ARM B I 15.00 I 45.00 I 75.00 I 5.44 I 8.16 I 5.44 I I ARM C I 15.00 I 45.00 I 75.00 I 4.21 I 6.32 I 4.21 I ------------------------------------------------------------------------------------
Demand set: 2017 AM with committed devt, devt and mitigation (NB one-way) ----------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS I I I (PERCENTAGE OF H.V.S) I I -------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ----------------------------------------------------------- I 07.30 - 07.45 I I I I I I I ARM A I 0.000 I 0.364 I 0.636 I I I I 0.0 I 160.0 I 280.0 I I I I ( 0.0)I ( 2.5)I ( 2.1)I I I I I I I I I ARM B I 0.471 I 0.000 I 0.529 I I I I 205.0 I 0.0 I 230.0 I I I I ( 2.4)I ( 0.0)I ( 3.1)I I I I I I I I I ARM C I 0.659 I 0.341 I 0.000 I I I I 222.0 I 115.0 I 0.0 I I I I ( 3.2)I ( 2.7)I ( 0.0)I I I I I I I ----------------------------------------------------------- TURNING PROPORTIONS ARE CALCULATED FROM TURNING COUNT DATA THE PERCENTAGE OF HEAVY VEHICLES VARIES OVER TURNING MOVEMENTS
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT -------------------------------------------------------- FOR DEMAND SET 2017 AM with committed devt, devt and mitigation (NB one-way) AND FOR TIME PERIOD 1
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.30-07.45 I I B-C 2.89 8.99 0.321 0.00 0.47 6.6 0.16 I I B-A 2.57 6.84 0.376 0.00 0.59 8.2 0.23 I I C-AB 1.44 10.30 0.140 0.00 0.16 2.4 0.11 I I A-B 2.01 I I A-C 3.51 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.45-08.00 I I B-C 3.45 8.25 0.418 0.47 0.70 10.1 0.21 I I B-A 3.07 6.19 0.496 0.59 0.95 13.3 0.32 I I C-AB 1.72 10.01 0.172 0.16 0.21 3.1 0.12 I I A-B 2.40 I I A-C 4.20 I I I
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-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 40 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.00-08.15 I I B-C 4.22 6.51 0.648 0.70 1.71 23.0 0.41 I I B-A 3.76 5.05 0.745 0.95 2.49 31.7 0.67 I I C-AB 2.11 9.60 0.220 0.21 0.28 4.3 0.13 I I A-B 2.94 I I A-C 5.14 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.15-08.30 I I B-C 4.22 6.28 0.672 1.71 1.92 27.8 0.48 I I B-A 3.76 4.97 0.757 2.49 2.79 40.1 0.79 I I C-AB 2.11 9.60 0.220 0.28 0.29 4.3 0.13 I I A-B 2.94 I I A-C 5.14 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.30-08.45 I I B-C 3.45 8.08 0.426 1.92 0.76 12.3 0.22 I I B-A 3.07 6.13 0.501 2.79 1.05 17.7 0.35 I I C-AB 1.72 10.01 0.172 0.29 0.21 3.2 0.12 I I A-B 2.40 I I A-C 4.20 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.45-09.00 I I B-C 2.89 8.94 0.323 0.76 0.48 7.6 0.17 I I B-A 2.57 6.82 0.377 1.05 0.62 9.8 0.24 I I C-AB 1.44 10.30 0.140 0.21 0.17 2.5 0.11 I I A-B 2.01 I I A-C 3.51 I I I
------------------------------------------------------------------------------------------------------------------*WARNING* NO MARGINAL ANALYSIS OF CAPACITIES AS MAJOR ROAD BLOCKING MAY OCCUR
QUEUE FOR STREAM B-C ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 07.45 0.5 08.00 0.7 * 08.15 1.7 ** 08.30 1.9 ** 08.45 0.8 * 09.00 0.5
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 41 -------------------------------------------------------------------------------- QUEUE FOR STREAM B-A ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 07.45 0.6 * 08.00 0.9 * 08.15 2.5 ** 08.30 2.8 *** 08.45 1.0 * 09.00 0.6 *
QUEUE FOR STREAM C-AB ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 07.45 0.2 08.00 0.2 08.15 0.3 08.30 0.3 08.45 0.2 09.00 0.2
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 42 -------------------------------------------------------------------------------- QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- --------------------------------------------------------------------------- I STREAM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I----------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I --------------------------------------------------------------------------- I B-C I 316.6 I 211.1 I 87.4 I 0.28 I 87.4 I 0.28 I I B-A I 282.2 I 188.1 I 120.9 I 0.43 I 121.0 I 0.43 I I C-AB I 158.3 I 105.5 I 19.8 I 0.12 I 19.8 I 0.12 I I A-B I 220.2 I 146.8 I I I I I I A-C I 385.4 I 256.9 I I I I I --------------------------------------------------------------------------- I ALL I 1668.2 I 1112.2 I 228.1 I 0.14 I 228.1 I 0.14 I --------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. *******END OF RUN******* .SLOPES AND INTERCEPT -------------------- (NB:Streams may be combined, in which case capacity will be adjusted) --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM B-C STREAM A-C STREAM A-B I --------------------------------------------------------- I 0.00 0.00 0.00 I --------------------------------------------------------- * Due to the presence of a flare, data is not available -------------------------------------------------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing Slope For Opposing Slope For OpposingI I STREAM B-A STREAM A-C STREAM A-B STREAM C-A STREAM C-B I -------------------------------------------------------------------------------------------------- I 0.00 0.00 0.00 0.00 0.00 I -------------------------------------------------------------------------------------------------- * Due to the presence of a flare, data is not available --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM C-B STREAM A-C STREAM A-B I --------------------------------------------------------- I 727.32 0.27 0.27 I --------------------------------------------------------- (NB These values do not allow for any site specific corrections)
TRAFFIC DEMAND DATA ------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I -----------------------
Demand set: 2017 PM with committed devt, devt and mitigation (SB one-way) TIME PERIOD BEGINS 16.45 AND ENDS 18.15 LENGTH OF TIME PERIOD - 90 MIN. LENGTH OF TIME SEGMENT - 15 MIN.
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 43 -------------------------------------------------------------------------------- DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA ------------------------------------------------------------------------------------ I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED I FALLING I PEAK I OF PEAK I PEAK I I I I I I I I I ------------------------------------------------------------------------------------ I ARM A I 15.00 I 45.00 I 75.00 I 5.28 I 7.91 I 5.28 I I ARM B I 15.00 I 45.00 I 75.00 I 4.54 I 6.81 I 4.54 I I ARM C I 15.00 I 45.00 I 75.00 I 7.81 I 11.72 I 7.81 I ------------------------------------------------------------------------------------
Demand set: 2017 PM with committed devt, devt and mitigation (SB one-way) ----------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS I I I (PERCENTAGE OF H.V.S) I I -------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ----------------------------------------------------------- I 16.45 - 17.00 I I I I I I I ARM A I 0.000 I 0.486 I 0.514 I I I I 0.0 I 205.0 I 217.0 I I I I ( 0.0)I ( 0.5)I ( 1.4)I I I I I I I I I ARM B I 0.609 I 0.000 I 0.391 I I I I 221.0 I 0.0 I 142.0 I I I I ( 0.5)I ( 0.0)I ( 2.1)I I I I I I I I I ARM C I 0.536 I 0.464 I 0.000 I I I I 335.0 I 290.0 I 0.0 I I I I ( 0.9)I ( 1.4)I ( 0.0)I I I I I I I ----------------------------------------------------------- TURNING PROPORTIONS ARE CALCULATED FROM TURNING COUNT DATA THE PERCENTAGE OF HEAVY VEHICLES VARIES OVER TURNING MOVEMENTS
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT -------------------------------------------------------- FOR DEMAND SET 2017 PM with committed devt, devt and mitigation (SB one-way) AND FOR TIME PERIOD 2
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 16.45-17.00 I I B-C 1.78 8.43 0.211 0.00 0.26 3.8 0.15 I I B-A 2.77 6.50 0.427 0.00 0.72 10.0 0.26 I I C-AB 3.64 10.51 0.346 0.00 0.55 8.1 0.14 I I A-B 2.57 I I A-C 2.72 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.00-17.15 I I B-C 2.13 7.23 0.294 0.26 0.41 5.9 0.20 I I B-A 3.31 5.80 0.571 0.72 1.26 17.4 0.39 I I C-AB 4.35 10.23 0.425 0.55 0.79 11.7 0.17 I I A-B 3.07 I I A-C 3.25 I I I
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-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 44 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.15-17.30 I I B-C 2.61 4.25 0.613 0.41 1.44 18.9 0.56 I I B-A 4.06 4.74 0.855 1.26 4.04 47.6 0.99 I I C-AB 5.32 9.84 0.541 0.79 1.33 19.8 0.22 I I A-B 3.76 I I A-C 3.98 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.30-17.45 I I B-C 2.61 3.66 0.712 1.44 2.12 28.6 0.87 I I B-A 4.06 4.67 0.868 4.04 4.90 68.0 1.31 I I C-AB 5.32 9.84 0.541 1.33 1.36 20.8 0.22 I I A-B 3.76 I I A-C 3.98 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.45-18.00 I I B-C 2.13 6.76 0.315 2.12 0.47 7.9 0.23 I I B-A 3.31 5.73 0.577 4.90 1.46 27.4 0.50 I I C-AB 4.35 10.23 0.425 1.36 0.82 12.5 0.17 I I A-B 3.07 I I A-C 3.25 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 18.00-18.15 I I B-C 1.78 8.33 0.214 0.47 0.28 4.3 0.15 I I B-A 2.77 6.47 0.429 1.46 0.77 12.4 0.28 I I C-AB 3.64 10.51 0.346 0.82 0.56 8.5 0.15 I I A-B 2.57 I I A-C 2.72 I I I
------------------------------------------------------------------------------------------------------------------*WARNING* NO MARGINAL ANALYSIS OF CAPACITIES AS MAJOR ROAD BLOCKING MAY OCCUR
QUEUE FOR STREAM B-C ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 17.00 0.3 17.15 0.4 17.30 1.4 * 17.45 2.1 ** 18.00 0.5 18.15 0.3
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 45 -------------------------------------------------------------------------------- QUEUE FOR STREAM B-A ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 17.00 0.7 * 17.15 1.3 * 17.30 4.0 **** 17.45 4.9 ***** 18.00 1.5 * 18.15 0.8 *
QUEUE FOR STREAM C-AB ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 17.00 0.5 * 17.15 0.8 * 17.30 1.3 * 17.45 1.4 * 18.00 0.8 * 18.15 0.6 *
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 46 -------------------------------------------------------------------------------- QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- --------------------------------------------------------------------------- I STREAM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I----------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I --------------------------------------------------------------------------- I B-C I 195.5 I 130.3 I 69.4 I 0.36 I 69.4 I 0.36 I I B-A I 304.2 I 202.8 I 182.7 I 0.60 I 182.8 I 0.60 I I C-AB I 399.2 I 266.1 I 81.4 I 0.20 I 81.4 I 0.20 I I A-B I 282.2 I 188.1 I I I I I I A-C I 298.7 I 199.1 I I I I I --------------------------------------------------------------------------- I ALL I 1940.8 I 1293.8 I 333.6 I 0.17 I 333.7 I 0.17 I --------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. *******END OF RUN******* .SLOPES AND INTERCEPT -------------------- (NB:Streams may be combined, in which case capacity will be adjusted) --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM B-C STREAM A-C STREAM A-B I --------------------------------------------------------- I 0.00 0.00 0.00 I --------------------------------------------------------- * Due to the presence of a flare, data is not available -------------------------------------------------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing Slope For Opposing Slope For OpposingI I STREAM B-A STREAM A-C STREAM A-B STREAM C-A STREAM C-B I -------------------------------------------------------------------------------------------------- I 0.00 0.00 0.00 0.00 0.00 I -------------------------------------------------------------------------------------------------- * Due to the presence of a flare, data is not available --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM C-B STREAM A-C STREAM A-B I --------------------------------------------------------- I 727.32 0.27 0.27 I --------------------------------------------------------- (NB These values do not allow for any site specific corrections)
TRAFFIC DEMAND DATA ------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I -----------------------
Demand set: 2017 PM with committed devt, devt and mitigation (NB one-way) TIME PERIOD BEGINS 16.45 AND ENDS 18.15 LENGTH OF TIME PERIOD - 90 MIN. LENGTH OF TIME SEGMENT - 15 MIN.
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 47 -------------------------------------------------------------------------------- DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA ------------------------------------------------------------------------------------ I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED I FALLING I PEAK I OF PEAK I PEAK I I I I I I I I I ------------------------------------------------------------------------------------ I ARM A I 15.00 I 45.00 I 75.00 I 6.39 I 9.58 I 6.39 I I ARM B I 15.00 I 45.00 I 75.00 I 3.75 I 5.63 I 3.75 I I ARM C I 15.00 I 45.00 I 75.00 I 7.81 I 11.72 I 7.81 I ------------------------------------------------------------------------------------
Demand set: 2017 PM with committed devt, devt and mitigation (NB one-way) ----------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS I I I (PERCENTAGE OF H.V.S) I I -------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ----------------------------------------------------------- I 16.45 - 17.00 I I I I I I I ARM A I 0.000 I 0.575 I 0.425 I I I I 0.0 I 294.0 I 217.0 I I I I ( 0.0)I ( 0.3)I ( 1.4)I I I I I I I I I ARM B I 0.527 I 0.000 I 0.473 I I I I 158.0 I 0.0 I 142.0 I I I I ( 0.6)I ( 0.0)I ( 2.1)I I I I I I I I I ARM C I 0.536 I 0.464 I 0.000 I I I I 335.0 I 290.0 I 0.0 I I I I ( 0.9)I ( 1.4)I ( 0.0)I I I I I I I ----------------------------------------------------------- TURNING PROPORTIONS ARE CALCULATED FROM TURNING COUNT DATA THE PERCENTAGE OF HEAVY VEHICLES VARIES OVER TURNING MOVEMENTS
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT -------------------------------------------------------- FOR DEMAND SET 2017 PM with committed devt, devt and mitigation (NB one-way) AND FOR TIME PERIOD 2
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 16.45-17.00 I I B-C 1.78 9.12 0.195 0.00 0.24 3.5 0.14 I I B-A 1.98 6.29 0.315 0.00 0.45 6.3 0.23 I I C-AB 3.64 10.21 0.356 0.00 0.57 8.4 0.15 I I A-B 3.69 I I A-C 2.72 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.00-17.15 I I B-C 2.13 8.38 0.254 0.24 0.34 4.9 0.16 I I B-A 2.37 5.61 0.422 0.45 0.71 10.0 0.31 I I C-AB 4.35 9.87 0.440 0.57 0.84 12.6 0.18 I I A-B 4.40 I I A-C 3.25 I I I
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-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 48 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.15-17.30 I I B-C 2.61 6.72 0.388 0.34 0.62 8.8 0.24 I I B-A 2.90 4.63 0.626 0.71 1.53 20.4 0.54 I I C-AB 5.32 9.40 0.566 0.84 1.50 22.2 0.24 I I A-B 5.39 I I A-C 3.98 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.30-17.45 I I B-C 2.61 6.58 0.396 0.62 0.64 9.5 0.25 I I B-A 2.90 4.60 0.630 1.53 1.61 23.7 0.58 I I C-AB 5.32 9.40 0.566 1.50 1.54 23.5 0.25 I I A-B 5.39 I I A-C 3.98 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.45-18.00 I I B-C 2.13 8.28 0.257 0.64 0.35 5.5 0.16 I I B-A 2.37 5.58 0.424 1.61 0.76 12.4 0.32 I I C-AB 4.35 9.87 0.440 1.54 0.89 13.6 0.18 I I A-B 4.40 I I A-C 3.25 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 18.00-18.15 I I B-C 1.78 9.08 0.196 0.35 0.25 3.8 0.14 I I B-A 1.98 6.26 0.317 0.76 0.47 7.5 0.24 I I C-AB 3.64 10.21 0.356 0.89 0.59 9.0 0.15 I I A-B 3.69 I I A-C 2.72 I I I
------------------------------------------------------------------------------------------------------------------*WARNING* NO MARGINAL ANALYSIS OF CAPACITIES AS MAJOR ROAD BLOCKING MAY OCCUR
QUEUE FOR STREAM B-C ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 17.00 0.2 17.15 0.3 17.30 0.6 * 17.45 0.6 * 18.00 0.4 18.15 0.2
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\B2221 Gt Tattenhams - Merland Rise.vpo - Page 49 -------------------------------------------------------------------------------- QUEUE FOR STREAM B-A ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 17.00 0.5 17.15 0.7 * 17.30 1.5 ** 17.45 1.6 ** 18.00 0.8 * 18.15 0.5
QUEUE FOR STREAM C-AB ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 17.00 0.6 * 17.15 0.8 * 17.30 1.5 * 17.45 1.5 ** 18.00 0.9 * 18.15 0.6 *
QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- --------------------------------------------------------------------------- I STREAM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I----------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I --------------------------------------------------------------------------- I B-C I 195.5 I 130.3 I 36.0 I 0.18 I 36.0 I 0.18 I I B-A I 217.5 I 145.0 I 80.4 I 0.37 I 80.4 I 0.37 I I C-AB I 399.2 I 266.1 I 89.3 I 0.22 I 89.3 I 0.22 I I A-B I 404.7 I 269.8 I I I I I I A-C I 298.7 I 199.1 I I I I I --------------------------------------------------------------------------- I ALL I 1976.5 I 1317.7 I 205.6 I 0.10 I 205.6 I 0.10 I --------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. *******END OF RUN******* ============================================= end of file ===============================================
Printed at 14:44:07 on 10/12/2012]
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\Merefield Gdns - De Burgh Gdns.vpo - Page 1 -------------------------------------------------------------------------------- TRL LIMITED (C) COPYRIGHT 2006 CAPACITIES, QUEUES, AND DELAYS AT 3 OR 4-ARM MAJOR/MINOR PRIORITY JUNCTIONS PICADY 5.1 ANALYSIS PROGRAM RELEASE 4.0 (SEPT 2008) ADAPTED FROM PICADY/3 WHICH IS CROWN COPYRIGHT BY PERMISSION OF THE CONTROLLER OF HMSO -------------------------------------------------------- FOR SALES AND DISTRIBUTION INFORMATION, PROGRAM ADVICE AND MAINTENANCE CONTACT: TRL SOFTWARE BUREAU TEL: CROWTHORNE (01344) 770758, FAX: 770356 EMAIL: Software@trl.co.uk -------------------------------------------------------- THE USER OF THIS COMPUTER PROGRAM FOR THE SOLUTION OF AN ENGINEERING PROBLEM IS IN NO WAY RELIEVED OF HIS/HER RESPONSIBILITY FOR THE CORRECTNESS OF THE SOLUTION Run with file:- "O:\3500s\3563 - Deburgh School Playing Fields, Banstead\Junction Analysis\PICADY\ Merefield Gdns - De Burgh Gdns.vpi"(drive-on-the-left) at 16:24:33 on Monday, 3 December 2012
RUN INFORMATION *************** RUN TITLE : Merefield Gardens - De Burgh Gardens LOCATION : Banstead DATE : 26/11/12 CLIENT : Surrey County Council ENUMERATOR : JOB NUMBER : 3563 STATUS : TIA DESCRIPTION :
MAJOR/MINOR JUNCTION CAPACITY AND DELAY *************************************** INPUT DATA ---------- MAJOR ROAD (ARM C) --------------------- MAJOR ROAD (ARM A) I I I I I I MINOR ROAD (ARM B) ARM A IS Merefield Gardens (N) ARM B IS De Burgh Gardens ARM C IS Merefield Gardens (S)
STREAM LABELLING CONVENTION --------------------------- STREAM A-B CONTAINS TRAFFIC GOING FROM ARM A TO ARM B STREAM B-AC CONTAINS TRAFFIC GOING FROM ARM B TO ARM A AND TO ARM C ETC.
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\Merefield Gdns - De Burgh Gdns.vpo - Page 2 -------------------------------------------------------------------------------- GEOMETRIC DATA -------------- -------------------------------------------------------------------------------------- I DATA ITEM I MINOR ROAD B I -------------------------------------------------------------------------------------- I TOTAL MAJOR ROAD CARRIAGEWAY WIDTH I ( W ) 6.00 M. I I CENTRAL RESERVE WIDTH I (WCR ) 0.00 M. I I I I I MAJOR ROAD RIGHT TURN - WIDTH I (WC-B) 2.20 M. I I - VISIBILITY I (VC-B) 45.00 M. I I - BLOCKS TRAFFIC I YES I I I I I MINOR ROAD - VISIBILITY TO LEFT I (VB-C) 22.0 M. I I - VISIBILITY TO RIGHT I (VB-A) 17.0 M. I I - LANE 1 WIDTH I (WB-C) 2.75 M. I I - LANE 2 WIDTH I (WB-A) 0.00 M. I -------------------------------------------------------------------------------------- .SLOPES AND INTERCEPT -------------------- (NB:Streams may be combined, in which case capacity will be adjusted) --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM B-C STREAM A-C STREAM A-B I --------------------------------------------------------- I 618.75 0.24 0.09 I --------------------------------------------------------- -------------------------------------------------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing Slope For Opposing Slope For OpposingI I STREAM B-A STREAM A-C STREAM A-B STREAM C-A STREAM C-B I -------------------------------------------------------------------------------------------------- I 480.76 0.22 0.09 0.14 0.32 I -------------------------------------------------------------------------------------------------- --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM C-B STREAM A-C STREAM A-B I --------------------------------------------------------- I 600.02 0.23 0.23 I --------------------------------------------------------- (NB These values do not allow for any site specific corrections)
TRAFFIC DEMAND DATA ------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I -----------------------
Demand set: 2012 AM TIME PERIOD BEGINS 07.30 AND ENDS 09.00 LENGTH OF TIME PERIOD - 90 MIN. LENGTH OF TIME SEGMENT - 15 MIN.
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\Merefield Gdns - De Burgh Gdns.vpo - Page 3 -------------------------------------------------------------------------------- DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA ------------------------------------------------------------------------------------ I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED I FALLING I PEAK I OF PEAK I PEAK I I I I I I I I I ------------------------------------------------------------------------------------ I ARM A I 15.00 I 45.00 I 75.00 I 0.11 I 0.17 I 0.11 I I ARM B I 15.00 I 45.00 I 75.00 I 0.20 I 0.30 I 0.20 I I ARM C I 15.00 I 45.00 I 75.00 I 0.00 I 0.00 I 0.00 I ------------------------------------------------------------------------------------
Demand set: 2012 AM ----------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS I I I (PERCENTAGE OF H.V.S) I I -------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ----------------------------------------------------------- I 07.30 - 07.45 I I I I I I I ARM A I 0.000 I 0.556 I 0.444 I I I I 0.0 I 5.0 I 4.0 I I I I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I ARM B I 0.750 I 0.000 I 0.250 I I I I 12.0 I 0.0 I 4.0 I I I I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I ARM C I 0.000 I 0.000 I 0.000 I I I I 0.0 I 0.0 I 0.0 I I I I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I ----------------------------------------------------------- TURNING PROPORTIONS ARE CALCULATED FROM TURNING COUNT DATA THE PERCENTAGE OF HEAVY VEHICLES VARIES OVER TURNING MOVEMENTS
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT -------------------------------------------------------- FOR DEMAND SET 2012 AM AND FOR TIME PERIOD 1
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.30-07.45 I I B-AC 0.20 8.47 0.024 0.00 0.02 0.3 0.12 I I C-AB 0.00 9.07 0.000 0.00 0.00 0.0 0.00 I I A-B 0.06 I I A-C 0.05 I I I
------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.45-08.00 I I B-AC 0.24 8.47 0.028 0.02 0.03 0.4 0.12 I I C-AB 0.00 9.06 0.000 0.00 0.00 0.0 0.00 I I A-B 0.07 I I A-C 0.06 I I I
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-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\Merefield Gdns - De Burgh Gdns.vpo - Page 4 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.00-08.15 I I B-AC 0.29 8.46 0.035 0.03 0.04 0.5 0.12 I I C-AB 0.00 9.06 0.000 0.00 0.00 0.0 0.00 I I A-B 0.09 I I A-C 0.07 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.15-08.30 I I B-AC 0.29 8.46 0.035 0.04 0.04 0.5 0.12 I I C-AB 0.00 9.06 0.000 0.00 0.00 0.0 0.00 I I A-B 0.09 I I A-C 0.07 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.30-08.45 I I B-AC 0.24 8.47 0.028 0.04 0.03 0.4 0.12 I I C-AB 0.00 9.06 0.000 0.00 0.00 0.0 0.00 I I A-B 0.07 I I A-C 0.06 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.45-09.00 I I B-AC 0.20 8.47 0.024 0.03 0.02 0.4 0.12 I I C-AB 0.00 9.07 0.000 0.00 0.00 0.0 0.00 I I A-B 0.06 I I A-C 0.05 I I I
------------------------------------------------------------------------------------------------------------------*WARNING* NO MARGINAL ANALYSIS OF CAPACITIES AS MAJOR ROAD BLOCKING MAY OCCUR
QUEUE FOR STREAM B-AC ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 07.45 0.0 08.00 0.0 08.15 0.0 08.30 0.0 08.45 0.0 09.00 0.0
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\Merefield Gdns - De Burgh Gdns.vpo - Page 5 -------------------------------------------------------------------------------- QUEUE FOR STREAM C-AB ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 07.45 0.0 08.00 0.0 08.15 0.0 08.30 0.0 08.45 0.0 09.00 0.0
QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- --------------------------------------------------------------------------- I STREAM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I----------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I --------------------------------------------------------------------------- I B-AC I 22.0 I 14.7 I 2.7 I 0.12 I 2.7 I 0.12 I I C-AB I 0.0 I 0.0 I 0.0 I 0.00 I 0.0 I 0.00 I I A-B I 6.9 I 4.6 I I I I I I A-C I 5.5 I 3.7 I I I I I --------------------------------------------------------------------------- I ALL I 34.4 I 22.9 I 2.7 I 0.08 I 2.7 I 0.08 I --------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. *******END OF RUN******* .SLOPES AND INTERCEPT -------------------- (NB:Streams may be combined, in which case capacity will be adjusted) --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM B-C STREAM A-C STREAM A-B I --------------------------------------------------------- I 618.75 0.24 0.09 I --------------------------------------------------------- -------------------------------------------------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing Slope For Opposing Slope For OpposingI I STREAM B-A STREAM A-C STREAM A-B STREAM C-A STREAM C-B I -------------------------------------------------------------------------------------------------- I 480.76 0.22 0.09 0.14 0.32 I -------------------------------------------------------------------------------------------------- --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM C-B STREAM A-C STREAM A-B I --------------------------------------------------------- I 600.02 0.23 0.23 I --------------------------------------------------------- (NB These values do not allow for any site specific corrections)
TRAFFIC DEMAND DATA ------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I -----------------------
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\Merefield Gdns - De Burgh Gdns.vpo - Page 6 -------------------------------------------------------------------------------- Demand set: 2012 PM TIME PERIOD BEGINS 16.45 AND ENDS 18.15 LENGTH OF TIME PERIOD - 90 MIN. LENGTH OF TIME SEGMENT - 15 MIN.
DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA ------------------------------------------------------------------------------------ I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED I FALLING I PEAK I OF PEAK I PEAK I I I I I I I I I ------------------------------------------------------------------------------------ I ARM A I 15.00 I 45.00 I 75.00 I 0.30 I 0.45 I 0.30 I I ARM B I 15.00 I 45.00 I 75.00 I 0.10 I 0.15 I 0.10 I I ARM C I 15.00 I 45.00 I 75.00 I 0.00 I 0.00 I 0.00 I ------------------------------------------------------------------------------------
Demand set: 2012 PM ----------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS I I I (PERCENTAGE OF H.V.S) I I -------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ----------------------------------------------------------- I 16.45 - 17.00 I I I I I I I ARM A I 0.000 I 0.417 I 0.583 I I I I 0.0 I 10.0 I 14.0 I I I I ( 0.0)I ( 0.0)I ( 7.0)I I I I I I I I I ARM B I 0.875 I 0.000 I 0.125 I I I I 7.0 I 0.0 I 1.0 I I I I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I ARM C I 0.000 I 0.000 I 0.000 I I I I 0.0 I 0.0 I 0.0 I I I I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I ----------------------------------------------------------- TURNING PROPORTIONS ARE CALCULATED FROM TURNING COUNT DATA THE PERCENTAGE OF HEAVY VEHICLES VARIES OVER TURNING MOVEMENTS
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT -------------------------------------------------------- FOR DEMAND SET 2012 PM AND FOR TIME PERIOD 2
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 16.45-17.00 I I B-AC 0.10 8.19 0.012 0.00 0.01 0.2 0.12 I I C-AB 0.00 9.03 0.000 0.00 0.00 0.0 0.00 I I A-B 0.13 I I A-C 0.18 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.00-17.15 I I B-AC 0.12 8.18 0.015 0.01 0.01 0.2 0.12 I I C-AB 0.00 9.01 0.000 0.00 0.00 0.0 0.00 I I A-B 0.15 I I A-C 0.21 I I I
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\Merefield Gdns - De Burgh Gdns.vpo - Page 7 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.15-17.30 I I B-AC 0.15 8.16 0.018 0.01 0.02 0.3 0.12 I I C-AB 0.00 8.99 0.000 0.00 0.00 0.0 0.00 I I A-B 0.18 I I A-C 0.26 I I I
------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.30-17.45 I I B-AC 0.15 8.16 0.018 0.02 0.02 0.3 0.12 I I C-AB 0.00 8.99 0.000 0.00 0.00 0.0 0.00 I I A-B 0.18 I I A-C 0.26 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.45-18.00 I I B-AC 0.12 8.18 0.015 0.02 0.01 0.2 0.12 I I C-AB 0.00 9.01 0.000 0.00 0.00 0.0 0.00 I I A-B 0.15 I I A-C 0.21 I I I
------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 18.00-18.15 I I B-AC 0.10 8.19 0.012 0.01 0.01 0.2 0.12 I I C-AB 0.00 9.03 0.000 0.00 0.00 0.0 0.00 I I A-B 0.13 I I A-C 0.18 I I I
------------------------------------------------------------------------------------------------------------------*WARNING* NO MARGINAL ANALYSIS OF CAPACITIES AS MAJOR ROAD BLOCKING MAY OCCUR
QUEUE FOR STREAM B-AC ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 17.00 0.0 17.15 0.0 17.30 0.0 17.45 0.0 18.00 0.0 18.15 0.0
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\Merefield Gdns - De Burgh Gdns.vpo - Page 8 -------------------------------------------------------------------------------- QUEUE FOR STREAM C-AB ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 17.00 0.0 17.15 0.0 17.30 0.0 17.45 0.0 18.00 0.0 18.15 0.0
QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- --------------------------------------------------------------------------- I STREAM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I----------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I --------------------------------------------------------------------------- I B-AC I 11.0 I 7.3 I 1.4 I 0.12 I 1.4 I 0.12 I I C-AB I 0.0 I 0.0 I 0.0 I 0.00 I 0.0 I 0.00 I I A-B I 13.8 I 9.2 I I I I I I A-C I 19.3 I 12.8 I I I I I --------------------------------------------------------------------------- I ALL I 44.0 I 29.4 I 1.4 I 0.03 I 1.4 I 0.03 I --------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. *******END OF RUN******* .SLOPES AND INTERCEPT -------------------- (NB:Streams may be combined, in which case capacity will be adjusted) --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM B-C STREAM A-C STREAM A-B I --------------------------------------------------------- I 618.75 0.24 0.09 I --------------------------------------------------------- -------------------------------------------------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing Slope For Opposing Slope For OpposingI I STREAM B-A STREAM A-C STREAM A-B STREAM C-A STREAM C-B I -------------------------------------------------------------------------------------------------- I 480.76 0.22 0.09 0.14 0.32 I -------------------------------------------------------------------------------------------------- --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM C-B STREAM A-C STREAM A-B I --------------------------------------------------------- I 600.02 0.23 0.23 I --------------------------------------------------------- (NB These values do not allow for any site specific corrections)
TRAFFIC DEMAND DATA ------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I -----------------------
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\Merefield Gdns - De Burgh Gdns.vpo - Page 9 -------------------------------------------------------------------------------- Demand set: 2017 AM TIME PERIOD BEGINS 07.30 AND ENDS 09.00 LENGTH OF TIME PERIOD - 90 MIN. LENGTH OF TIME SEGMENT - 15 MIN.
DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA ------------------------------------------------------------------------------------ I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED I FALLING I PEAK I OF PEAK I PEAK I I I I I I I I I ------------------------------------------------------------------------------------ I ARM A I 15.00 I 45.00 I 75.00 I 0.11 I 0.17 I 0.11 I I ARM B I 15.00 I 45.00 I 75.00 I 0.20 I 0.30 I 0.20 I I ARM C I 15.00 I 45.00 I 75.00 I 0.00 I 0.00 I 0.00 I ------------------------------------------------------------------------------------
Demand set: 2017 AM ----------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS I I I (PERCENTAGE OF H.V.S) I I -------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ----------------------------------------------------------- I 07.30 - 07.45 I I I I I I I ARM A I 0.000 I 0.556 I 0.444 I I I I 0.0 I 5.0 I 4.0 I I I I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I ARM B I 0.750 I 0.000 I 0.250 I I I I 12.0 I 0.0 I 4.0 I I I I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I ARM C I 0.000 I 0.000 I 0.000 I I I I 0.0 I 0.0 I 0.0 I I I I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I ----------------------------------------------------------- TURNING PROPORTIONS ARE CALCULATED FROM TURNING COUNT DATA THE PERCENTAGE OF HEAVY VEHICLES VARIES OVER TURNING MOVEMENTS
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT -------------------------------------------------------- FOR DEMAND SET 2017 AM AND FOR TIME PERIOD 1
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.30-07.45 I I B-AC 0.20 8.47 0.024 0.00 0.02 0.3 0.12 I I C-AB 0.00 9.07 0.000 0.00 0.00 0.0 0.00 I I A-B 0.06 I I A-C 0.05 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.45-08.00 I I B-AC 0.24 8.47 0.028 0.02 0.03 0.4 0.12 I I C-AB 0.00 9.06 0.000 0.00 0.00 0.0 0.00 I I A-B 0.07 I I A-C 0.06 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.00-08.15 I I B-AC 0.29 8.46 0.035 0.03 0.04 0.5 0.12 I I C-AB 0.00 9.06 0.000 0.00 0.00 0.0 0.00 I I A-B 0.09 I I A-C 0.07 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.15-08.30 I I B-AC 0.29 8.46 0.035 0.04 0.04 0.5 0.12 I I C-AB 0.00 9.06 0.000 0.00 0.00 0.0 0.00 I I A-B 0.09 I I A-C 0.07 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.30-08.45 I I B-AC 0.24 8.47 0.028 0.04 0.03 0.4 0.12 I I C-AB 0.00 9.06 0.000 0.00 0.00 0.0 0.00 I I A-B 0.07 I I A-C 0.06 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.45-09.00 I I B-AC 0.20 8.47 0.024 0.03 0.02 0.4 0.12 I I C-AB 0.00 9.07 0.000 0.00 0.00 0.0 0.00 I I A-B 0.06 I I A-C 0.05 I I I
------------------------------------------------------------------------------------------------------------------*WARNING* NO MARGINAL ANALYSIS OF CAPACITIES AS MAJOR ROAD BLOCKING MAY OCCUR
QUEUE FOR STREAM B-AC ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 07.45 0.0 08.00 0.0 08.15 0.0 08.30 0.0 08.45 0.0 09.00 0.0
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\Merefield Gdns - De Burgh Gdns.vpo - Page 11 -------------------------------------------------------------------------------- QUEUE FOR STREAM C-AB ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 07.45 0.0 08.00 0.0 08.15 0.0 08.30 0.0 08.45 0.0 09.00 0.0
QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- --------------------------------------------------------------------------- I STREAM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I----------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I --------------------------------------------------------------------------- I B-AC I 22.0 I 14.7 I 2.7 I 0.12 I 2.7 I 0.12 I I C-AB I 0.0 I 0.0 I 0.0 I 0.00 I 0.0 I 0.00 I I A-B I 6.9 I 4.6 I I I I I I A-C I 5.5 I 3.7 I I I I I --------------------------------------------------------------------------- I ALL I 34.4 I 22.9 I 2.7 I 0.08 I 2.7 I 0.08 I --------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. *******END OF RUN******* .SLOPES AND INTERCEPT -------------------- (NB:Streams may be combined, in which case capacity will be adjusted) --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM B-C STREAM A-C STREAM A-B I --------------------------------------------------------- I 618.75 0.24 0.09 I --------------------------------------------------------- -------------------------------------------------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing Slope For Opposing Slope For OpposingI I STREAM B-A STREAM A-C STREAM A-B STREAM C-A STREAM C-B I -------------------------------------------------------------------------------------------------- I 480.76 0.22 0.09 0.14 0.32 I -------------------------------------------------------------------------------------------------- --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM C-B STREAM A-C STREAM A-B I --------------------------------------------------------- I 600.02 0.23 0.23 I --------------------------------------------------------- (NB These values do not allow for any site specific corrections)
TRAFFIC DEMAND DATA ------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I -----------------------
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\Merefield Gdns - De Burgh Gdns.vpo - Page 12 -------------------------------------------------------------------------------- Demand set: 2017 PM TIME PERIOD BEGINS 16.45 AND ENDS 18.15 LENGTH OF TIME PERIOD - 90 MIN. LENGTH OF TIME SEGMENT - 15 MIN.
DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA ------------------------------------------------------------------------------------ I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED I FALLING I PEAK I OF PEAK I PEAK I I I I I I I I I ------------------------------------------------------------------------------------ I ARM A I 15.00 I 45.00 I 75.00 I 0.31 I 0.47 I 0.31 I I ARM B I 15.00 I 45.00 I 75.00 I 0.10 I 0.15 I 0.10 I I ARM C I 15.00 I 45.00 I 75.00 I 0.00 I 0.00 I 0.00 I ------------------------------------------------------------------------------------
Demand set: 2017 PM ----------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS I I I (PERCENTAGE OF H.V.S) I I -------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ----------------------------------------------------------- I 16.45 - 17.00 I I I I I I I ARM A I 0.000 I 0.400 I 0.600 I I I I 0.0 I 10.0 I 15.0 I I I I ( 0.0)I ( 0.0)I ( 7.0)I I I I I I I I I ARM B I 0.875 I 0.000 I 0.125 I I I I 7.0 I 0.0 I 1.0 I I I I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I ARM C I 0.000 I 0.000 I 0.000 I I I I 0.0 I 0.0 I 0.0 I I I I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I ----------------------------------------------------------- TURNING PROPORTIONS ARE CALCULATED FROM TURNING COUNT DATA THE PERCENTAGE OF HEAVY VEHICLES VARIES OVER TURNING MOVEMENTS
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT -------------------------------------------------------- FOR DEMAND SET 2017 PM AND FOR TIME PERIOD 2
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 16.45-17.00 I I B-AC 0.10 8.19 0.012 0.00 0.01 0.2 0.12 I I C-AB 0.00 9.02 0.000 0.00 0.00 0.0 0.00 I I A-B 0.13 I I A-C 0.19 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.00-17.15 I I B-AC 0.12 8.18 0.015 0.01 0.01 0.2 0.12 I I C-AB 0.00 9.01 0.000 0.00 0.00 0.0 0.00 I I A-B 0.15 I I A-C 0.22 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.15-17.30 I I B-AC 0.15 8.16 0.018 0.01 0.02 0.3 0.12 I I C-AB 0.00 8.99 0.000 0.00 0.00 0.0 0.00 I I A-B 0.18 I I A-C 0.28 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.30-17.45 I I B-AC 0.15 8.16 0.018 0.02 0.02 0.3 0.12 I I C-AB 0.00 8.99 0.000 0.00 0.00 0.0 0.00 I I A-B 0.18 I I A-C 0.28 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.45-18.00 I I B-AC 0.12 8.18 0.015 0.02 0.02 0.2 0.12 I I C-AB 0.00 9.01 0.000 0.00 0.00 0.0 0.00 I I A-B 0.15 I I A-C 0.22 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 18.00-18.15 I I B-AC 0.10 8.19 0.012 0.02 0.01 0.2 0.12 I I C-AB 0.00 9.02 0.000 0.00 0.00 0.0 0.00 I I A-B 0.13 I I A-C 0.19 I I I
------------------------------------------------------------------------------------------------------------------*WARNING* NO MARGINAL ANALYSIS OF CAPACITIES AS MAJOR ROAD BLOCKING MAY OCCUR
QUEUE FOR STREAM B-AC ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 17.00 0.0 17.15 0.0 17.30 0.0 17.45 0.0 18.00 0.0 18.15 0.0
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\Merefield Gdns - De Burgh Gdns.vpo - Page 14 -------------------------------------------------------------------------------- QUEUE FOR STREAM C-AB ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 17.00 0.0 17.15 0.0 17.30 0.0 17.45 0.0 18.00 0.0 18.15 0.0
QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- --------------------------------------------------------------------------- I STREAM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I----------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I --------------------------------------------------------------------------- I B-AC I 11.0 I 7.3 I 1.4 I 0.12 I 1.4 I 0.12 I I C-AB I 0.0 I 0.0 I 0.0 I 0.00 I 0.0 I 0.00 I I A-B I 13.8 I 9.2 I I I I I I A-C I 20.6 I 13.8 I I I I I --------------------------------------------------------------------------- I ALL I 45.4 I 30.3 I 1.4 I 0.03 I 1.4 I 0.03 I --------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. *******END OF RUN******* .SLOPES AND INTERCEPT -------------------- (NB:Streams may be combined, in which case capacity will be adjusted) --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM B-C STREAM A-C STREAM A-B I --------------------------------------------------------- I 618.75 0.24 0.09 I --------------------------------------------------------- -------------------------------------------------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing Slope For Opposing Slope For OpposingI I STREAM B-A STREAM A-C STREAM A-B STREAM C-A STREAM C-B I -------------------------------------------------------------------------------------------------- I 480.76 0.22 0.09 0.14 0.32 I -------------------------------------------------------------------------------------------------- --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM C-B STREAM A-C STREAM A-B I --------------------------------------------------------- I 600.02 0.23 0.23 I --------------------------------------------------------- (NB These values do not allow for any site specific corrections)
TRAFFIC DEMAND DATA ------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I -----------------------
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\Merefield Gdns - De Burgh Gdns.vpo - Page 15 -------------------------------------------------------------------------------- Demand set: 2017 AM with Devt TIME PERIOD BEGINS 07.30 AND ENDS 09.00 LENGTH OF TIME PERIOD - 90 MIN. LENGTH OF TIME SEGMENT - 15 MIN.
DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA ------------------------------------------------------------------------------------ I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED I FALLING I PEAK I OF PEAK I PEAK I I I I I I I I I ------------------------------------------------------------------------------------ I ARM A I 15.00 I 45.00 I 75.00 I 0.24 I 0.36 I 0.24 I I ARM B I 15.00 I 45.00 I 75.00 I 0.55 I 0.83 I 0.55 I I ARM C I 15.00 I 45.00 I 75.00 I 0.00 I 0.00 I 0.00 I ------------------------------------------------------------------------------------
Demand set: 2017 AM with Devt ----------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS I I I (PERCENTAGE OF H.V.S) I I -------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ----------------------------------------------------------- I 07.30 - 07.45 I I I I I I I ARM A I 0.000 I 0.789 I 0.211 I I I I 0.0 I 15.0 I 4.0 I I I I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I ARM B I 0.864 I 0.000 I 0.136 I I I I 38.0 I 0.0 I 6.0 I I I I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I ARM C I 0.000 I 0.000 I 0.000 I I I I 0.0 I 0.0 I 0.0 I I I I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I ----------------------------------------------------------- TURNING PROPORTIONS ARE CALCULATED FROM TURNING COUNT DATA THE PERCENTAGE OF HEAVY VEHICLES VARIES OVER TURNING MOVEMENTS
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT -------------------------------------------------------- FOR DEMAND SET 2017 AM with Devt AND FOR TIME PERIOD 1
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.30-07.45 I I B-AC 0.55 8.24 0.067 0.00 0.07 1.0 0.13 I I C-AB 0.00 9.04 0.000 0.00 0.00 0.0 0.00 I I A-B 0.19 I I A-C 0.05 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 07.45-08.00 I I B-AC 0.66 8.23 0.080 0.07 0.09 1.3 0.13 I I C-AB 0.00 9.03 0.000 0.00 0.00 0.0 0.00 I I A-B 0.22 I I A-C 0.06 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.00-08.15 I I B-AC 0.81 8.22 0.098 0.09 0.11 1.6 0.13 I I C-AB 0.00 9.02 0.000 0.00 0.00 0.0 0.00 I I A-B 0.28 I I A-C 0.07 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.15-08.30 I I B-AC 0.81 8.22 0.098 0.11 0.11 1.6 0.13 I I C-AB 0.00 9.02 0.000 0.00 0.00 0.0 0.00 I I A-B 0.28 I I A-C 0.07 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.30-08.45 I I B-AC 0.66 8.23 0.080 0.11 0.09 1.3 0.13 I I C-AB 0.00 9.03 0.000 0.00 0.00 0.0 0.00 I I A-B 0.22 I I A-C 0.06 I I I
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------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 08.45-09.00 I I B-AC 0.55 8.24 0.067 0.09 0.07 1.1 0.13 I I C-AB 0.00 9.04 0.000 0.00 0.00 0.0 0.00 I I A-B 0.19 I I A-C 0.05 I I I
------------------------------------------------------------------------------------------------------------------*WARNING* NO MARGINAL ANALYSIS OF CAPACITIES AS MAJOR ROAD BLOCKING MAY OCCUR
QUEUE FOR STREAM B-AC ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 07.45 0.1 08.00 0.1 08.15 0.1 08.30 0.1 08.45 0.1 09.00 0.1
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\Merefield Gdns - De Burgh Gdns.vpo - Page 17 -------------------------------------------------------------------------------- QUEUE FOR STREAM C-AB ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 07.45 0.0 08.00 0.0 08.15 0.0 08.30 0.0 08.45 0.0 09.00 0.0
QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- --------------------------------------------------------------------------- I STREAM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I----------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I --------------------------------------------------------------------------- I B-AC I 60.6 I 40.4 I 8.0 I 0.13 I 8.0 I 0.13 I I C-AB I 0.0 I 0.0 I 0.0 I 0.00 I 0.0 I 0.00 I I A-B I 20.6 I 13.8 I I I I I I A-C I 5.5 I 3.7 I I I I I --------------------------------------------------------------------------- I ALL I 86.7 I 57.8 I 8.0 I 0.09 I 8.0 I 0.09 I --------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. *******END OF RUN******* .SLOPES AND INTERCEPT -------------------- (NB:Streams may be combined, in which case capacity will be adjusted) --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM B-C STREAM A-C STREAM A-B I --------------------------------------------------------- I 618.75 0.24 0.09 I --------------------------------------------------------- -------------------------------------------------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing Slope For Opposing Slope For OpposingI I STREAM B-A STREAM A-C STREAM A-B STREAM C-A STREAM C-B I -------------------------------------------------------------------------------------------------- I 480.76 0.22 0.09 0.14 0.32 I -------------------------------------------------------------------------------------------------- --------------------------------------------------------- I Intercept For Slope For Opposing Slope For Opposing I I STREAM C-B STREAM A-C STREAM A-B I --------------------------------------------------------- I 600.02 0.23 0.23 I --------------------------------------------------------- (NB These values do not allow for any site specific corrections)
TRAFFIC DEMAND DATA ------------------- ----------------------- I ARM I FLOW SCALE(%) I ----------------------- I A I 100 I I B I 100 I I C I 100 I -----------------------
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\Merefield Gdns - De Burgh Gdns.vpo - Page 18 -------------------------------------------------------------------------------- Demand set: 2017 PM with Devt TIME PERIOD BEGINS 16.45 AND ENDS 18.15 LENGTH OF TIME PERIOD - 90 MIN. LENGTH OF TIME SEGMENT - 15 MIN.
DEMAND FLOW PROFILES ARE SYNTHESISED FROM TURNING COUNT DATA ------------------------------------------------------------------------------------ I I NUMBER OF MINUTES FROM START WHEN I RATE OF FLOW (VEH/MIN) I I ARM I FLOW STARTS I TOP OF PEAK I FLOW STOPS I BEFORE I AT TOP I AFTER I I I TO RISE I IS REACHED I FALLING I PEAK I OF PEAK I PEAK I I I I I I I I I ------------------------------------------------------------------------------------ I ARM A I 15.00 I 45.00 I 75.00 I 0.64 I 0.96 I 0.64 I I ARM B I 15.00 I 45.00 I 75.00 I 0.30 I 0.45 I 0.30 I I ARM C I 15.00 I 45.00 I 75.00 I 0.00 I 0.00 I 0.00 I ------------------------------------------------------------------------------------
Demand set: 2017 PM with Devt ----------------------------------------------------------- I I TURNING PROPORTIONS I I I TURNING COUNTS I I I (PERCENTAGE OF H.V.S) I I -------------------------------------- I TIME I FROM/TO I ARM A I ARM B I ARM C I ----------------------------------------------------------- I 16.45 - 17.00 I I I I I I I ARM A I 0.000 I 0.706 I 0.294 I I I I 0.0 I 36.0 I 15.0 I I I I ( 0.0)I ( 0.0)I ( 6.7)I I I I I I I I I ARM B I 0.875 I 0.000 I 0.125 I I I I 21.0 I 0.0 I 3.0 I I I I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I I I ARM C I 0.000 I 0.000 I 0.000 I I I I 0.0 I 0.0 I 0.0 I I I I ( 0.0)I ( 0.0)I ( 0.0)I I I I I I I ----------------------------------------------------------- TURNING PROPORTIONS ARE CALCULATED FROM TURNING COUNT DATA THE PERCENTAGE OF HEAVY VEHICLES VARIES OVER TURNING MOVEMENTS
QUEUE AND DELAY INFORMATION FOR EACH 15 MIN TIME SEGMENT -------------------------------------------------------- FOR DEMAND SET 2017 PM with Devt AND FOR TIME PERIOD 2
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 16.45-17.00 I I B-AC 0.30 8.16 0.037 0.00 0.04 0.6 0.13 I I C-AB 0.00 8.95 0.000 0.00 0.00 0.0 0.00 I I A-B 0.45 I I A-C 0.19 I I I
------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.00-17.15 I I B-AC 0.36 8.14 0.044 0.04 0.05 0.7 0.13 I I C-AB 0.00 8.93 0.000 0.00 0.00 0.0 0.00 I I A-B 0.54 I I A-C 0.22 I I I
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\Merefield Gdns - De Burgh Gdns.vpo - Page 19 -------------------------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.15-17.30 I I B-AC 0.44 8.12 0.054 0.05 0.06 0.8 0.13 I I C-AB 0.00 8.89 0.000 0.00 0.00 0.0 0.00 I I A-B 0.66 I I A-C 0.28 I I I
------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.30-17.45 I I B-AC 0.44 8.12 0.054 0.06 0.06 0.9 0.13 I I C-AB 0.00 8.89 0.000 0.00 0.00 0.0 0.00 I I A-B 0.66 I I A-C 0.28 I I I
------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 17.45-18.00 I I B-AC 0.36 8.14 0.044 0.06 0.05 0.7 0.13 I I C-AB 0.00 8.93 0.000 0.00 0.00 0.0 0.00 I I A-B 0.54 I I A-C 0.22 I I I
------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------ I TIME DEMAND CAPACITY DEMAND/ PEDESTRIAN START END DELAY GEOMETRIC DELAY AVERAGE DELAY I I (VEH/MIN) (VEH/MIN) CAPACITY FLOW QUEUE QUEUE (VEH.MIN/ (VEH.MIN/ PER ARRIVING I I (RFC) (PEDS/MIN) (VEHS) (VEHS) TIME SEGMENT) TIME SEGMENT) VEHICLE (MIN) I I 18.00-18.15 I I B-AC 0.30 8.16 0.037 0.05 0.04 0.6 0.13 I I C-AB 0.00 8.95 0.000 0.00 0.00 0.0 0.00 I I A-B 0.45 I I A-C 0.19 I I I
------------------------------------------------------------------------------------------------------------------*WARNING* NO MARGINAL ANALYSIS OF CAPACITIES AS MAJOR ROAD BLOCKING MAY OCCUR
QUEUE FOR STREAM B-AC ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 17.00 0.0 17.15 0.0 17.30 0.1 17.45 0.1 18.00 0.0 18.15 0.0
-------------------------------------------------------------------------------- TRL TRL Viewer 3.2 AG O:\.. \PICADY\Merefield Gdns - De Burgh Gdns.vpo - Page 20 -------------------------------------------------------------------------------- QUEUE FOR STREAM C-AB ------------------------- TIME NO. OF SEGMENT VEHICLES ENDING IN QUEUE 17.00 0.0 17.15 0.0 17.30 0.0 17.45 0.0 18.00 0.0 18.15 0.0
QUEUEING DELAY INFORMATION OVER WHOLE PERIOD -------------------------------------------- --------------------------------------------------------------------------- I STREAM I TOTAL DEMAND I * QUEUEING * I * INCLUSIVE QUEUEING * I I I I * DELAY * I * DELAY * I I I----------------------------------------------------------------I I I (VEH) (VEH/H) I (MIN) (MIN/VEH) I (MIN) (MIN/VEH) I --------------------------------------------------------------------------- I B-AC I 33.0 I 22.0 I 4.2 I 0.13 I 4.2 I 0.13 I I C-AB I 0.0 I 0.0 I 0.0 I 0.00 I 0.0 I 0.00 I I A-B I 49.6 I 33.0 I I I I I I A-C I 20.6 I 13.8 I I I I I --------------------------------------------------------------------------- I ALL I 103.2 I 68.8 I 4.2 I 0.04 I 4.2 I 0.04 I --------------------------------------------------------------------------- * DELAY IS THAT OCCURRING ONLY WITHIN THE TIME PERIOD * INCLUSIVE DELAY INCLUDES DELAY SUFFERED BY VEHICLES WHICH ARE STILL QUEUEING AFTER THE END OF THE TIME PERIOD * THESE WILL ONLY BE SIGNIFICANTLY DIFFERENT IF THERE IS A LARGE QUEUE REMAINING AT THE END OF THE TIME PERIOD. *******END OF RUN******* ============================================= end of file ===============================================
Printed at 16:25:19 on 03/12/2012]
FileName
A240-B2221.lsg3x
Drawing Title
Network Layout
Project Title
Reigate Road / Great Tattenhams /Tattenham Way Junction
Project Location
Banstead
Scale
NTS
Date
10 Dec 2012
Author
KRA
Address
Company
Cole EasdonConsultants Ltd.
Project Name
3563 ProposedRedevelopment of de Burgh
Playing Fields, Banstead
A240-B2221PRC: -2.2 %Total Traffic Delay: 57.2 pcuHr
C1 Stream 1
0
1 40
2
823
123
1159
2
196 3
222
4
240
Arm 1 - A240 R
eigate Road (N
)
123
16.8
88.7%
40017.7
90.0%
38843
Arm 2 - A240 R
eigate Road (S)
1 23
16.689.3%
38917.4
90.6%38035
Arm 3 - B2221 Great Tattenhams
1220.0
91.4%421
124
Arm 4 - B2221 Tattenham Way
12 19.1 92.0%
338222
Arm 5 - A240 R
eigate Road (N
) Exit
1 20.0
0.0%439
0.00.0%
523
Arm 6 - A240 R
eigate Road (S) Exit
120.0
0.0%324
0.0
0.0%475
Arm 7 - B2221 Great Tattenhams Exit
10.0
0.0%424
Arm 8 - B2221 Tattenham Way Exit1
0.0
0.0%555
A
B
C
D
N
KEY
PCU Arr Deg. Sat. MMQ
Scenario '2012 AM' - Stage Stream
A
B
C
D
E
FG
H
1
A
B
C
D
E
FG
H
2
A
B
C
D
E
FG
H
3
A
B
C
E
FG
H
1
A
B
C
D
E
FG
H
2
A
B
C
D
E
FG
H
3
A
B
C
D
E
FG
H
4
Results For Scenario: 2012 AMCycle Time: 240 PRC: -2.2% Tot Delay (pcuHr): 57.17
FileName
A240-B2221.lsg3x
Drawing Title
Network Layout
Project Title
Reigate Road / Great Tattenhams /Tattenham Way Junction
Project Location
Banstead
Scale
NTS
Date
10 Dec 2012
Author
KRA
Address
Company
Cole EasdonConsultants Ltd.
Project Name
3563 ProposedRedevelopment of de Burgh
Playing Fields, Banstead
A240-B2221PRC: -6.8 %Total Traffic Delay: 64.8 pcuHr
C1 Stream 1
0
148
2
863
125
1166
2
197 3
222
4
240
Arm 1 - A240 R
eigate Road (N
)
123
23.6
94.9%
51325.5
95.9%
50449
Arm 2 - A240 R
eigate Road (S)
1 23
14.478.2%
40415.9
82.0%39858
Arm 3 - B2221 Great Tattenhams
1222.1
96.1%372
169
Arm 4 - B2221 Tattenham Way
12 20.7 95.0%
35576
Arm 5 - A240 R
eigate Road (N
) Exit
1 20.0
0.0%299
0.00.0%
471
Arm 6 - A240 R
eigate Road (S) Exit
120.0
0.0%361
0.0
0.0%616
Arm 7 - B2221 Great Tattenhams Exit
10.0
0.0%529
Arm 8 - B2221 Tattenham Way Exit1
0.0
0.0%622
A
B
C
D
N
KEY
PCU Arr Deg. Sat. MMQ
Scenario '2012 PM' - Stage Stream
A
B
C
D
E
FG
H
1
A
B
C
D
E
FG
H
2
A
B
C
D
E
FG
H
3
A
B
C
E
FG
H
1
A
B
C
D
E
FG
H
2
A
B
C
D
E
FG
H
3
A
B
C
D
E
FG
H
4
Results For Scenario: 2012 PMCycle Time: 240 PRC: -6.8% Tot Delay (pcuHr): 64.82
FileName
A240-B2221 (mit).lsg3x
Drawing Title
Network Layout
Project Title
Reigate Road / Great Tattenhams /Tattenham Way Junction
Project Location
Banstead
Scale
NTS
Date
26 Nov 2013
Author
KRA
Address
Company
Cole EasdonConsultants Ltd.
Project Name
3458 ProposedRedevelopment of the
Preston Estate, Banstead
A240-B2221PRC: 6.0 %Total Traffic Delay: 41.8 pcuHr
C1 Stream 1
0
1 40
2
115
3
124
1168
2
214
3
223
5
240
Arm 1 - A240 R
eigate Road (N
)
123
15.7
82.9%
42316.5
84.9%
40259
Arm 2 - A240 R
eigate Road (S)
1 23
15.383.2%
41016.2
84.6%40237
Arm 3 - B2221 Great Tattenhams
1214.5
63.1%510
146
Arm 4 - B2221 Tattenham Way
12 11.6 83.2%370
232
Arm 5 - A240 R
eigate Road (N
) Exit
1 20.0
0.0%473
0.00.0%
570
Arm 6 - A240 R
eigate Road (S) Exit
120.0
0.0%351
0.0
0.0%501
Arm 7 - B2221 Great Tattenhams Exit
10.0
0.0%482
Arm 8 - B2221 Tattenham Way Exit1
0.0
0.0%614
A
B
C
D
N
KEY
PCU Arr Deg. Sat. MMQ
Scenario '2017 AM with committed devt and devt' - Stage Stream
A
B
C
D
E
FG
H
I
1
A
B
C
D
E
FG
H
I
2
A
B
C
D
E
FG
H
I
3
A
B
C
E
FG
H
I
1
A
B
C
D
E
FG
H
I
2
A
B
C
D
E
FG
H
I
3
A
B
C
D
E
FG
H
I
5
Results For Scenario: 2017 AM with committed devt and devtCycle Time: 240 PRC: 6.0% Tot Delay (pcuHr): 41.76
FileName
A240-B2221.lsg3x
Drawing Title
Network Layout
Project Title
Reigate Road / Great Tattenhams /Tattenham Way Junction
Project Location
Banstead
Scale
NTS
Date
10 Dec 2012
Author
KRA
Address
Company
Cole EasdonConsultants Ltd.
Project Name
3563 ProposedRedevelopment of de Burgh
Playing Fields, Banstead
A240-B2221PRC: -14.4 %Total Traffic Delay: 129.8 pcuHr
C1 Stream 1
0
1 42
2
873
125
1155
2
195 3
222
4
240
Arm 1 - A240 R
eigate Road (N
)
123
26.5
100.8%
42528.8
101.5%
40059
Arm 2 - A240 R
eigate Road (S)
1 23
26.8101.5%
41129.5
102.3%40137
Arm 3 - B2221 Great Tattenhams
1242.4
102.9%510
146
Arm 4 - B2221 Tattenham Way
12 37.3 102.9% 370
232
Arm 5 - A240 R
eigate Road (N
) Exit
1 20.0
0.0%465
0.00.0%
555
Arm 6 - A240 R
eigate Road (S) Exit
120.0
0.0%348
0.0
0.0%490
Arm 7 - B2221 Great Tattenhams Exit
10.0
0.0%471
Arm 8 - B2221 Tattenham Way Exit1
0.0
0.0%600
A
B
C
D
N
KEY
PCU Arr Deg. Sat. MMQ
Scenario '2017 AM with committed devt and devt' - Stage Stream
A
B
C
D
E
FG
H
1
A
B
C
D
E
FG
H
2
A
B
C
D
E
FG
H
3
A
B
C
E
FG
H
1
A
B
C
D
E
FG
H
2
A
B
C
D
E
FG
H
3
A
B
C
D
E
FG
H
4
Results For Scenario: 2017 AM with committed devt and devtCycle Time: 240 PRC: -14.4% Tot Delay (pcuHr): 129.83
FileName
A240-B2221.lsg3x
Drawing Title
Network Layout
Project Title
Reigate Road / Great Tattenhams /Tattenham Way Junction
Project Location
Banstead
Scale
NTS
Date
10 Dec 2012
Author
KRA
Address
Company
Cole EasdonConsultants Ltd.
Project Name
3563 ProposedRedevelopment of de Burgh
Playing Fields, Banstead
A240-B2221PRC: -10.2 %Total Traffic Delay: 89.9 pcuHr
C1 Stream 1
0
1 42
2
863
127
1159
2
196 3
222
4
240
Arm 1 - A240 R
eigate Road (N
)
123
21.3
96.5%
42123.2
97.8%
40451
Arm 2 - A240 R
eigate Road (S)
1 23
21.697.3%
40922.8
98.1%39837
Arm 3 - B2221 Great Tattenhams
1230.1
99.1%470
132
Arm 4 - B2221 Tattenham Way
12 28.2 98.8%
364232
Arm 5 - A240 R
eigate Road (N
) Exit
1 20.0
0.0%465
0.00.0%
555
Arm 6 - A240 R
eigate Road (S) Exit
120.0
0.0%342
0.0
0.0%496
Arm 7 - B2221 Great Tattenhams Exit
10.0
0.0%463
Arm 8 - B2221 Tattenham Way Exit1
0.0
0.0%597
A
B
C
D
N
KEY
PCU Arr Deg. Sat. MMQ
Scenario '2017 AM with committed devt' - Stage Stream
A
B
C
D
E
FG
H
1
A
B
C
D
E
FG
H
2
A
B
C
D
E
FG
H
3
A
B
C
E
FG
H
1
A
B
C
D
E
FG
H
2
A
B
C
D
E
FG
H
3
A
B
C
D
E
FG
H
4
Results For Scenario: 2017 AM with committed devtCycle Time: 240 PRC: -10.2% Tot Delay (pcuHr): 89.87
FileName
A240-B2221.lsg3x
Drawing Title
Network Layout
Project Title
Reigate Road / Great Tattenhams /Tattenham Way Junction
Project Location
Banstead
Scale
NTS
Date
10 Dec 2012
Author
KRA
Address
Company
Cole EasdonConsultants Ltd.
Project Name
3563 ProposedRedevelopment of de Burgh
Playing Fields, Banstead
A240-B2221PRC: -6.8 %Total Traffic Delay: 71.6 pcuHr
C1 Stream 1
0
1 42
2
833
124
1158
2
196 3
222
4
240
Arm 1 - A240 R
eigate Road (N
)
123
19.3
92.9%
41920.6
94.2%
40645
Arm 2 - A240 R
eigate Road (S)
1 23
19.193.5%
40720.3
94.7%39737
Arm 3 - B2221 Great Tattenhams
1224.3
95.7%441
130
Arm 4 - B2221 Tattenham Way
12 23.5 96.1%
353232
Arm 5 - A240 R
eigate Road (N
) Exit
1 20.0
0.0%459
0.00.0%
547
Arm 6 - A240 R
eigate Road (S) Exit
120.0
0.0%339
0.0
0.0%497
Arm 7 - B2221 Great Tattenhams Exit
10.0
0.0%443
Arm 8 - B2221 Tattenham Way Exit1
0.0
0.0%582
A
B
C
D
N
KEY
PCU Arr Deg. Sat. MMQ
Scenario '2017 AM without devt' - Stage Stream
A
B
C
D
E
FG
H
1
A
B
C
D
E
FG
H
2
A
B
C
D
E
FG
H
3
A
B
C
E
FG
H
1
A
B
C
D
E
FG
H
2
A
B
C
D
E
FG
H
3
A
B
C
D
E
FG
H
4
Results For Scenario: 2017 AM without devtCycle Time: 240 PRC: -6.8% Tot Delay (pcuHr): 71.60
FileName
A240-B2221 (mit).lsg3x
Drawing Title
Network Layout
Project Title
Reigate Road / Great Tattenhams /Tattenham Way Junction
Project Location
Banstead
Scale
NTS
Date
26 Nov 2013
Author
KRA
Address
Company
Cole EasdonConsultants Ltd.
Project Name
3458 ProposedRedevelopment of the
Preston Estate, Banstead
A240-B2221PRC: 17.0 %Total Traffic Delay: 36.1 pcuHr
C1 Stream 1
0
155
2
113
3
122
1
183
2
214
3
223
5
240
Arm 1 - A240 R
eigate Road (N
)
123
16.9
74.5%
55017.9
76.9%
51887
Arm 2 - A240 R
eigate Road (S)
1 23
12.060.9%
43013.2
64.4%43161
Arm 3 - B2221 Great Tattenhams
1215.9
74.6%435
190
Arm 4 - B2221 Tattenham Way
12 14.9 76.3%40680
Arm 5 - A240 R
eigate Road (N
) Exit
1 20.0
0.0%311
0.00.0%
519
Arm 6 - A240 R
eigate Road (S) Exit
120.0
0.0%398
0.0
0.0%641
Arm 7 - B2221 Great Tattenhams Exit
10.0
0.0%643
Arm 8 - B2221 Tattenham Way Exit1
0.0
0.0%676
A
B
C
D
N
KEY
PCU Arr Deg. Sat. MMQ
Scenario '2017 PM with committed devt and devt' - Stage Stream
A
B
C
D
E
FG
H
I
1
A
B
C
D
E
FG
H
I
2
A
B
C
D
E
FG
H
I
3
A
B
C
E
FG
H
I
1
A
B
C
D
E
FG
H
I
2
A
B
C
D
E
FG
H
I
3
A
B
C
D
E
FG
H
I
5
Results For Scenario: 2017 PM with committed devt and devtCycle Time: 240 PRC: 17.0% Tot Delay (pcuHr): 36.14
FileName
A240-B2221.lsg3x
Drawing Title
Network Layout
Project Title
Reigate Road / Great Tattenhams /Tattenham Way Junction
Project Location
Banstead
Scale
NTS
Date
10 Dec 2012
Author
KRA
Address
Company
Cole EasdonConsultants Ltd.
Project Name
3563 ProposedRedevelopment of de Burgh
Playing Fields, Banstead
A240-B2221PRC: -20.2 %Total Traffic Delay: 167.7 pcuHr
C1 Stream 1
0
148
2
833
122
1160
2
197 3
222
4
240
Arm 1 - A240 R
eigate Road (N
)
123
45.9
106.8%
55549.9
107.1%
51387
Arm 2 - A240 R
eigate Road (S)
1 23
19.089.5%
44120.0
90.6%42061
Arm 3 - B2221 Great Tattenhams
1251.7
107.8%435
190
Arm 4 - B2221 Tattenham Way
12 46.2 108.1% 406
80
Arm 5 - A240 R
eigate Road (N
) Exit
1 20.0
0.0%316
0.00.0%
502
Arm 6 - A240 R
eigate Road (S) Exit
120.0
0.0%376
0.0
0.0%593
Arm 7 - B2221 Great Tattenhams Exit
10.0
0.0%609
Arm 8 - B2221 Tattenham Way Exit1
0.0
0.0%633
A
B
C
D
N
KEY
PCU Arr Deg. Sat. MMQ
Scenario '2017 PM with committed devt and devt' - Stage Stream
A
B
C
D
E
FG
H
1
A
B
C
D
E
FG
H
2
A
B
C
D
E
FG
H
3
A
B
C
E
FG
H
1
A
B
C
D
E
FG
H
2
A
B
C
D
E
FG
H
3
A
B
C
D
E
FG
H
4
Results For Scenario: 2017 PM with committed devt and devtCycle Time: 240 PRC: -20.2% Tot Delay (pcuHr): 167.69
FileName
A240-B2221.lsg3x
Drawing Title
Network Layout
Project Title
Reigate Road / Great Tattenhams /Tattenham Way Junction
Project Location
Banstead
Scale
NTS
Date
10 Dec 2012
Author
KRA
Address
Company
Cole EasdonConsultants Ltd.
Project Name
3563 ProposedRedevelopment of de Burgh
Playing Fields, Banstead
A240-B2221PRC: -15.9 %Total Traffic Delay: 125.5 pcuHr
C1 Stream 1
0
149
2
873
123
1161
2
194 3
222
4
240
Arm 1 - A240 R
eigate Road (N
)
123
39.2
104.1%
54840.9
103.8%
52065
Arm 2 - A240 R
eigate Road (S)
1 23
17.485.9%
43119.1
88.8%41661
Arm 3 - B2221 Great Tattenhams
1238.8
103.5%412
182
Arm 4 - B2221 Tattenham Way
12 35.4 104.3% 391
80
Arm 5 - A240 R
eigate Road (N
) Exit
1 20.0
0.0%317
0.00.0%
494
Arm 6 - A240 R
eigate Road (S) Exit
120.0
0.0%377
0.0
0.0%616
Arm 7 - B2221 Great Tattenhams Exit
10.0
0.0%576
Arm 8 - B2221 Tattenham Way Exit1
0.0
0.0%643
A
B
C
D
N
KEY
PCU Arr Deg. Sat. MMQ
Scenario '2017 PM with committed devt' - Stage Stream
A
B
C
D
E
FG
H
1
A
B
C
D
E
FG
H
2
A
B
C
D
E
FG
H
3
A
B
C
E
FG
H
1
A
B
C
D
E
FG
H
2
A
B
C
D
E
FG
H
3
A
B
C
D
E
FG
H
4
Results For Scenario: 2017 PM with committed devtCycle Time: 240 PRC: -15.9% Tot Delay (pcuHr): 125.52
FileName
A240-B2221.lsg3x
Drawing Title
Network Layout
Project Title
Reigate Road / Great Tattenhams /Tattenham Way Junction
Project Location
Banstead
Scale
NTS
Date
10 Dec 2012
Author
KRA
Address
Company
Cole EasdonConsultants Ltd.
Project Name
3563 ProposedRedevelopment of de Burgh
Playing Fields, Banstead
A240-B2221PRC: -12.3 %Total Traffic Delay: 90.6 pcuHr
C1 Stream 1
0
150
2
883
126
1165
2
196 3
222
4
240
Arm 1 - A240 R
eigate Road (N
)
123
30.6
100.1%
54132.2
100.2%
52751
Arm 2 - A240 R
eigate Road (S)
1 23
16.282.8%
42817.6
86.4%41461
Arm 3 - B2221 Great Tattenhams
1230.9
101.0%391
177
Arm 4 - B2221 Tattenham Way
12 26.2 99.7%
37380
Arm 5 - A240 R
eigate Road (N
) Exit
1 20.0
0.0%318
0.00.0%
491
Arm 6 - A240 R
eigate Road (S) Exit
120.0
0.0%381
0.0
0.0%642
Arm 7 - B2221 Great Tattenhams Exit
10.0
0.0%555
Arm 8 - B2221 Tattenham Way Exit1
0.0
0.0%649
A
B
C
D
N
KEY
PCU Arr Deg. Sat. MMQ
Scenario '2017 PM without devt' - Stage Stream
A
B
C
D
E
FG
H
1
A
B
C
D
E
FG
H
2
A
B
C
D
E
FG
H
3
A
B
C
E
FG
H
1
A
B
C
D
E
FG
H
2
A
B
C
D
E
FG
H
3
A
B
C
D
E
FG
H
4
Results For Scenario: 2017 PM without devtCycle Time: 240 PRC: -12.3% Tot Delay (pcuHr): 90.65
Full Input Data And Results Full Input Data And Results User and Project Details
Project: 3458 Proposed Redevelopment of the Preston Estate, Banstead
Title: Reigate Road / Great Tattenhams / Tattenham Way Junction
Location: Banstead
File name: A240-B2221.lsg3x
Author: KRA
Company: Cole Easdon Consultants Ltd.
Address:
Notes:
Network Layout Diagram
A240-B2221
Arm
1 - A240 R
eigate Road (N
)
123
1/11/21/3
Arm
2 - A240 R
eigate Road (S
)
1 23
2/12/2
2/3
Arm 3 - B2221 Great Tattenhams
123/1
3/2
Arm 4 - B2221 Tattenham Way
12 4/1
4/2
Arm
5 - A240 R
eigate Road (N
) Exit
1 25/1
5/2
Arm
6 - A240 R
eigate Road (S
) Exit
126/16/2
Arm 7 - B2221 Great Tattenhams Exit
17/1
Arm 8 - B2221 Tattenham Way Exit
18/1
A
B
C
D
Full Input Data And Results Phase Diagram
A
B
C
D
E
FG
H
Phase Input Data
Phase Name Phase Type Stage Stream Assoc. Phase Street Min Cont Min
A Traffic 1 7 7
B Traffic 1 7 7
C Traffic 1 7 7
D Traffic 1 7 7
E Pedestrian 1 8 8
F Pedestrian 1 8 8
G Pedestrian 1 8 8
H Pedestrian 1 8 8
Full Input Data And Results Phase Intergreens Matrix
Starting Phase
Terminating Phase
A B C D E F G H
A - - 5 6 8 8 8 8
B - - 6 5 8 8 8 8
C 5 5 - 7 9 9 9 9
D 5 5 8 - 10 10 10 10
E 14 14 14 14 - - - -
F 14 14 14 14 - - - -
G 14 14 14 14 - - - -
H 14 14 14 14 - - - -
Phases in Stage
Stream Stage No. Phases in Stage
1 1 A B
1 2 C
1 3 D
1 4 E F G H
Stage Diagram Stage Stream: 1
A
B
C
D
E
FG
H
1A
B
C
D
E
FG
H
2A
B
C
D
E
FG
H
3A
B
C
D
E
FG
H
4
Phase Delays Stage Stream: 1
Term. Stage Start Stage Phase Type Value Cont value
1 2 A Losing 1 1
1 3 B Losing 1 1
Prohibited Stage Change Stage Stream: 1
To Stage
From Stage
1 2 3 4
1 6 6 8
2 5 7 9
3 5 8 10
4 14 14 14
Full Input Data And Results Give-Way Lane Input Data
Junction: A240-B2221
Lane Movement
Max Flow when
Giving Way(PCU/Hr)
Min Flowwhen
Giving Way(PCU/Hr)
OpposingLane
Opp. LaneCoeff.
Opp. Mvmnts.
Right Turn Storage (PCU)
Non-BlockingStorage (PCU)
RTFRight Turn Move up (s)
Max Turns in Intergreen
(PCU)
1/3 (A240 Reigate Road (N))
7/1 (Right) 1440 0 2/1 1.09 All
2.50 - 0.50 3 2.00 2/2 1.09 All
2/3 (A240 Reigate Road (S))
8/1 (Right) 1440 0 1/1 1.09 All
2.66 - 0.50 3 2.00 1/2 1.09 All
Full Input Data And Results Lane Input Data
Junction: A240-B2221
Lane Lane Type
Phases Start Disp.
End Disp.
PhysicalLength (PCU)
Sat Flow Type
Def UserSaturation
Flow (PCU/Hr)
Lane Width
(m) Gradient
Nearside Lane
Turns TurningRadius
(m)
1/1 (A240 Reigate
Road (N)) U A 2 3 60.0 Geom - 2.50 0.00 Y
Arm 6 Ahead
Inf
Arm 8 Left
12.00
1/2 (A240 Reigate
Road (N)) U A 2 3 60.0 Geom - 2.50 0.00 Y
Arm 6 Ahead
Inf
1/3 (A240 Reigate
Road (N)) O A 2 3 5.0 Geom - 2.20 0.00 Y
Arm 7 Right
8.00
2/1 (A240 Reigate
Road (S)) U B 2 3 60.0 Geom - 2.20 0.00 Y
Arm 5 Ahead
Inf
Arm 7 Left
10.00
2/2 (A240 Reigate
Road (S)) U B 2 3 60.0 Geom - 2.20 0.00 Y
Arm 5 Ahead
Inf
2/3 (A240 Reigate
Road (S)) O B 2 3 5.0 Geom - 2.20 0.00 Y
Arm 8 Right
10.00
3/1 (B2221 Great Tattenhams)
U C 2 3 60.0 Geom - 2.80 0.00 Y
Arm 5 Left
9.00
Arm 8 Ahead
215.00
3/2 (B2221 Great Tattenhams)
U C 2 3 9.0 Geom - 2.80 0.00 Y Arm 6 Right
11.00
4/1 (B2221
Tattenham Way)
U D 2 3 60.0 Geom - 2.60 0.00 Y
Arm 6 Left
6.50
Arm 7 Ahead
Inf
4/2 (B2221
Tattenham Way)
U D 2 3 10.0 Geom - 2.60 0.00 Y Arm 5 Right
21.00
5/1 (A240 Reigate Road (N) Exit)
U 2 3 60.0 Inf - - - - - -
5/2 (A240 Reigate Road (N) Exit)
U 2 3 60.0 Inf - - - - - -
6/1 (A240 Reigate Road (S) Exit)
U 2 3 60.0 Inf - - - - - -
6/2 (A240 Reigate Road (S) Exit)
U 2 3 60.0 Inf - - - - - -
7/1 (B2221 Great Tattenhams
Exit)
U 2 3 60.0 Inf - - - - - -
Full Input Data And Results
8/1 (B2221
Tattenham Way Exit)
U 2 3 60.0 Inf - - - - - -
Traffic Flow Groups
Flow Group Start Time End Time Duration Formula
1: '2012 AM Recorded Flows' 07:45 08:45 01:00
2: '2012 PM Recorded Flows' 17:00 18:00 01:00
3: '2012 AM Recorded Flows (1.5)' 07:45 08:45 01:00
4: '2012 PM Recorded Flows (1.5)' 17:00 18:00 01:00
7: '2017 AM without devt' 07:45 08:45 01:00 F1*1.0465
8: '2017 PM without devt' 17:00 18:00 01:00 F2*1.05
9: '2017 AM with Committed Devt' 07:45 08:45 01:00 F7+F5
10: '2017 PM with Committed Devt' 17:00 18:00 01:00 F8+F6
13: '2017 AM with committed and with devt' 07:45 08:45 01:00 F9+F11
14: '2017 PM with committed and with devt' 17:00 18:00 01:00 F10+F12
Scenario 1: '2012 AM' (FG1: '2012 AM Recorded Flows', Plan 2: 'Network Control Plan 2') Traffic Flows, Desired Desired Flow :
Destination
Origin
A B C D Tot.
A 0 164 624 43 831
B 222 0 51 287 560
C 675 35 0 94 804
D 65 356 124 0 545
Tot. 962 555 799 424 2740
Full Input Data And Results
Traffic Lane Flows
Lane Scenario 1:
2012 AM
Junction: A240-B2221
1/1 400
1/2 (with short)
431(In) 388(Out)
1/3 (short)
43
2/1 389
2/2 (with short)
415(In) 380(Out)
2/3 (short)
35
3/1 (with short)
545(In) 421(Out)
3/2 (short)
124
4/1 (with short)
560(In) 338(Out)
4/2 (short)
222
5/1 439
5/2 523
6/1 324
6/2 475
7/1 424
8/1 555
Full Input Data And Results
Lane Saturation Flows
Junction: A240-B2221
Lane Lane Width
(m) Gradient
NearsideLane
Allowed Turns
TurningRadius
(m)
Turning Prop.
Sat Flow (PCU/Hr)
Flared Sat Flow
(PCU/Hr)
1/1 (A240 Reigate Road (N))
2.50 0.00 Y
Arm 6 Ahead
Inf 59.0 % 1774 1774
Arm 8 Left 12.00 41.0 %
1/2 (A240 Reigate Road (N))
2.50 0.00 Y Arm 6 Ahead
Inf 100.0 % 1865 1865
1/3 (A240 Reigate Road (N))
2.20 0.00 Y Arm 7 Right 8.00 100.0 % 1545 1545
2/1 (A240 Reigate Road (S))
2.20 0.00 Y
Arm 5 Ahead
Inf 75.8 % 1771 1771
Arm 7 Left 10.00 24.2 %
2/2 (A240 Reigate Road (S))
2.20 0.00 Y Arm 5 Ahead
Inf 100.0 % 1835 1835
2/3 (A240 Reigate Road (S))
2.20 0.00 Y Arm 8 Right 10.00 100.0 % 1596 1596
3/1 (B2221 Great Tattenhams)
2.80 0.00 Y
Arm 5 Left 9.00 15.4 %
1837 1837 Arm 8 Ahead
215.00 84.6 %
3/2 (B2221 Great Tattenhams)
2.80 0.00 Y Arm 6 Right 11.00 100.0 % 1668 1668
4/1 (B2221 Tattenham Way)
2.60 0.00 Y
Arm 6 Left 6.50 15.1 %
1812 1812 Arm 7 Ahead
Inf 84.9 %
4/2 (B2221 Tattenham Way)
2.60 0.00 Y Arm 5 Right 21.00 100.0 % 1750 1750
5/1 (A240 Reigate Road (N) Exit Lane
1) Infinite Saturation Flow Inf Inf
5/2 (A240 Reigate Road (N) Exit Lane
2) Infinite Saturation Flow Inf Inf
6/1 (A240 Reigate Road (S) Exit Lane
1) Infinite Saturation Flow Inf Inf
6/2 (A240 Reigate Road (S) Exit Lane
2) Infinite Saturation Flow Inf Inf
7/1 (B2221 Great Tattenhams Exit
Lane 1) Infinite Saturation Flow Inf Inf
8/1 (B2221 Tattenham Way Exit Lane
1) Infinite Saturation Flow Inf Inf
Full Input Data And Results Scenario 2: '2012 PM' (FG2: '2012 PM Recorded Flows', Plan 2: 'Network Control Plan 2') Traffic Flows, Desired Desired Flow :
Destination
Origin
A B C D Tot.
A 0 263 754 49 1066
B 76 0 54 301 431
C 623 58 0 179 860
D 71 301 169 0 541
Tot. 770 622 977 529 2898
Traffic Lane Flows
Lane Scenario 2:
2012 PM
Junction: A240-B2221
1/1 513
1/2 (with short)
553(In) 504(Out)
1/3 (short)
49
2/1 404
2/2 (with short)
456(In) 398(Out)
2/3 (short)
58
3/1 (with short)
541(In) 372(Out)
3/2 (short)
169
4/1 (with short)
431(In) 355(Out)
4/2 (short)
76
5/1 299
5/2 471
6/1 361
6/2 616
7/1 529
8/1 622
Full Input Data And Results
Lane Saturation Flows
Junction: A240-B2221
Lane Lane Width
(m) Gradient
NearsideLane
Allowed Turns
TurningRadius
(m)
Turning Prop.
Sat Flow (PCU/Hr)
Flared Sat Flow
(PCU/Hr)
1/1 (A240 Reigate Road (N))
2.50 0.00 Y
Arm 6 Ahead
Inf 48.7 % 1753 1753
Arm 8 Left 12.00 51.3 %
1/2 (A240 Reigate Road (N))
2.50 0.00 Y Arm 6 Ahead
Inf 100.0 % 1865 1865
1/3 (A240 Reigate Road (N))
2.20 0.00 Y Arm 7 Right 8.00 100.0 % 1545 1545
2/1 (A240 Reigate Road (S))
2.20 0.00 Y
Arm 5 Ahead
Inf 55.7 % 1721 1721
Arm 7 Left 10.00 44.3 %
2/2 (A240 Reigate Road (S))
2.20 0.00 Y Arm 5 Ahead
Inf 100.0 % 1835 1835
2/3 (A240 Reigate Road (S))
2.20 0.00 Y Arm 8 Right 10.00 100.0 % 1596 1596
3/1 (B2221 Great Tattenhams)
2.80 0.00 Y
Arm 5 Left 9.00 19.1 %
1827 1827 Arm 8 Ahead
215.00 80.9 %
3/2 (B2221 Great Tattenhams)
2.80 0.00 Y Arm 6 Right 11.00 100.0 % 1668 1668
4/1 (B2221 Tattenham Way)
2.60 0.00 Y
Arm 6 Left 6.50 15.2 %
1811 1811 Arm 7 Ahead
Inf 84.8 %
4/2 (B2221 Tattenham Way)
2.60 0.00 Y Arm 5 Right 21.00 100.0 % 1750 1750
5/1 (A240 Reigate Road (N) Exit Lane
1) Infinite Saturation Flow Inf Inf
5/2 (A240 Reigate Road (N) Exit Lane
2) Infinite Saturation Flow Inf Inf
6/1 (A240 Reigate Road (S) Exit Lane
1) Infinite Saturation Flow Inf Inf
6/2 (A240 Reigate Road (S) Exit Lane
2) Infinite Saturation Flow Inf Inf
7/1 (B2221 Great Tattenhams Exit
Lane 1) Infinite Saturation Flow Inf Inf
8/1 (B2221 Tattenham Way Exit Lane
1) Infinite Saturation Flow Inf Inf
Full Input Data And Results Scenario 3: '2017 AM without devt' (FG7: '2017 AM without devt', Plan 2: 'Network Control Plan 2') Traffic Flows, Desired Desired Flow :
Destination
Origin
A B C D Tot.
A 0 172 653 45 870
B 232 0 53 300 585
C 706 37 0 98 841
D 68 373 130 0 571
Tot. 1006 582 836 443 2867
Traffic Lane Flows
Lane
Scenario 3: 2017 AM without
devt
Junction: A240-B2221
1/1 419
1/2 (with short)
451(In) 406(Out)
1/3 (short)
45
2/1 407
2/2 (with short)
434(In) 397(Out)
2/3 (short)
37
3/1 (with short)
571(In) 441(Out)
3/2 (short)
130
4/1 (with short)
585(In) 353(Out)
4/2 (short)
232
5/1 459
5/2 547
6/1 339
6/2 497
7/1 443
8/1 582
Full Input Data And Results
Lane Saturation Flows
Junction: A240-B2221
Lane Lane Width
(m) Gradient
NearsideLane
Allowed Turns
TurningRadius
(m)
Turning Prop.
Sat Flow (PCU/Hr)
Flared Sat Flow
(PCU/Hr)
1/1 (A240 Reigate Road (N))
2.50 0.00 Y
Arm 6 Ahead
Inf 58.9 % 1774 1774
Arm 8 Left 12.00 41.1 %
1/2 (A240 Reigate Road (N))
2.50 0.00 Y Arm 6 Ahead
Inf 100.0 % 1865 1865
1/3 (A240 Reigate Road (N))
2.20 0.00 Y Arm 7 Right 8.00 100.0 % 1545 1545
2/1 (A240 Reigate Road (S))
2.20 0.00 Y
Arm 5 Ahead
Inf 75.9 % 1771 1771
Arm 7 Left 10.00 24.1 %
2/2 (A240 Reigate Road (S))
2.20 0.00 Y Arm 5 Ahead
Inf 100.0 % 1835 1835
2/3 (A240 Reigate Road (S))
2.20 0.00 Y Arm 8 Right 10.00 100.0 % 1596 1596
3/1 (B2221 Great Tattenhams)
2.80 0.00 Y
Arm 5 Left 9.00 15.4 %
1837 1837 Arm 8 Ahead
215.00 84.6 %
3/2 (B2221 Great Tattenhams)
2.80 0.00 Y Arm 6 Right 11.00 100.0 % 1668 1668
4/1 (B2221 Tattenham Way)
2.60 0.00 Y
Arm 6 Left 6.50 15.0 %
1812 1812 Arm 7 Ahead
Inf 85.0 %
4/2 (B2221 Tattenham Way)
2.60 0.00 Y Arm 5 Right 21.00 100.0 % 1750 1750
5/1 (A240 Reigate Road (N) Exit Lane
1) Infinite Saturation Flow Inf Inf
5/2 (A240 Reigate Road (N) Exit Lane
2) Infinite Saturation Flow Inf Inf
6/1 (A240 Reigate Road (S) Exit Lane
1) Infinite Saturation Flow Inf Inf
6/2 (A240 Reigate Road (S) Exit Lane
2) Infinite Saturation Flow Inf Inf
7/1 (B2221 Great Tattenhams Exit
Lane 1) Infinite Saturation Flow Inf Inf
8/1 (B2221 Tattenham Way Exit Lane
1) Infinite Saturation Flow Inf Inf
Full Input Data And Results Scenario 4: '2017 PM without devt' (FG8: '2017 PM without devt', Plan 2: 'Network Control Plan 2') Traffic Flows, Desired Desired Flow :
Destination
Origin
A B C D Tot.
A 0 276 792 51 1119
B 80 0 57 316 453
C 654 61 0 188 903
D 75 316 177 0 568
Tot. 809 653 1026 555 3043
Traffic Lane Flows
Lane
Scenario 4: 2017 PM without
devt
Junction: A240-B2221
1/1 541
1/2 (with short)
578(In) 527(Out)
1/3 (short)
51
2/1 428
2/2 (with short)
475(In) 414(Out)
2/3 (short)
61
3/1 (with short)
568(In) 391(Out)
3/2 (short)
177
4/1 (with short)
453(In) 373(Out)
4/2 (short)
80
5/1 318
5/2 491
6/1 382
6/2 644
7/1 555
8/1 653
Full Input Data And Results
Lane Saturation Flows
Junction: A240-B2221
Lane Lane Width
(m) Gradient
NearsideLane
Allowed Turns
TurningRadius
(m)
Turning Prop.
Sat Flow (PCU/Hr)
Flared Sat Flow
(PCU/Hr)
1/1 (A240 Reigate Road (N))
2.50 0.00 Y
Arm 6 Ahead
Inf 49.0 % 1753 1753
Arm 8 Left 12.00 51.0 %
1/2 (A240 Reigate Road (N))
2.50 0.00 Y Arm 6 Ahead
Inf 100.0 % 1865 1865
1/3 (A240 Reigate Road (N))
2.20 0.00 Y Arm 7 Right 8.00 100.0 % 1545 1545
2/1 (A240 Reigate Road (S))
2.20 0.00 Y
Arm 5 Ahead
Inf 56.1 % 1722 1722
Arm 7 Left 10.00 43.9 %
2/2 (A240 Reigate Road (S))
2.20 0.00 Y Arm 5 Ahead
Inf 100.0 % 1835 1835
2/3 (A240 Reigate Road (S))
2.20 0.00 Y Arm 8 Right 10.00 100.0 % 1596 1596
3/1 (B2221 Great Tattenhams)
2.80 0.00 Y
Arm 5 Left 9.00 19.2 %
1826 1826 Arm 8 Ahead
215.00 80.8 %
3/2 (B2221 Great Tattenhams)
2.80 0.00 Y Arm 6 Right 11.00 100.0 % 1668 1668
4/1 (B2221 Tattenham Way)
2.60 0.00 Y
Arm 6 Left 6.50 15.3 %
1811 1811 Arm 7 Ahead
Inf 84.7 %
4/2 (B2221 Tattenham Way)
2.60 0.00 Y Arm 5 Right 21.00 100.0 % 1750 1750
5/1 (A240 Reigate Road (N) Exit Lane
1) Infinite Saturation Flow Inf Inf
5/2 (A240 Reigate Road (N) Exit Lane
2) Infinite Saturation Flow Inf Inf
6/1 (A240 Reigate Road (S) Exit Lane
1) Infinite Saturation Flow Inf Inf
6/2 (A240 Reigate Road (S) Exit Lane
2) Infinite Saturation Flow Inf Inf
7/1 (B2221 Great Tattenhams Exit
Lane 1) Infinite Saturation Flow Inf Inf
8/1 (B2221 Tattenham Way Exit Lane
1) Infinite Saturation Flow Inf Inf
Full Input Data And Results Scenario 5: '2017 AM with committed devt' (FG9: '2017 AM with Committed Devt', Plan 2: 'Network Control Plan 2') Traffic Flows, Desired Desired Flow :
Destination
Origin
A B C D Tot.
A 0 172 653 51 876
B 232 0 53 311 596
C 706 37 0 101 844
D 82 388 132 0 602
Tot. 1020 597 838 463 2918
Traffic Lane Flows
Lane
Scenario 5: 2017 AM
with committed
devt
Junction: A240-B2221
1/1 421
1/2 (with short)
455(In) 404(Out)
1/3 (short)
51
2/1 409
2/2 (with short)
435(In) 398(Out)
2/3 (short)
37
3/1 (with short)
602(In) 470(Out)
3/2 (short)
132
4/1 (with short)
596(In) 364(Out)
4/2 (short)
232
5/1 465
5/2 555
6/1 342
6/2 496
7/1 463
8/1 597
Full Input Data And Results
Lane Saturation Flows
Junction: A240-B2221
Lane Lane Width
(m) Gradient
NearsideLane
Allowed Turns
TurningRadius
(m)
Turning Prop.
Sat Flow (PCU/Hr)
Flared Sat Flow
(PCU/Hr)
1/1 (A240 Reigate Road (N))
2.50 0.00 Y
Arm 6 Ahead
Inf 59.1 % 1774 1774
Arm 8 Left 12.00 40.9 %
1/2 (A240 Reigate Road (N))
2.50 0.00 Y Arm 6 Ahead
Inf 100.0 % 1865 1865
1/3 (A240 Reigate Road (N))
2.20 0.00 Y Arm 7 Right 8.00 100.0 % 1545 1545
2/1 (A240 Reigate Road (S))
2.20 0.00 Y
Arm 5 Ahead
Inf 75.3 % 1769 1769
Arm 7 Left 10.00 24.7 %
2/2 (A240 Reigate Road (S))
2.20 0.00 Y Arm 5 Ahead
Inf 100.0 % 1835 1835
2/3 (A240 Reigate Road (S))
2.20 0.00 Y Arm 8 Right 10.00 100.0 % 1596 1596
3/1 (B2221 Great Tattenhams)
2.80 0.00 Y
Arm 5 Left 9.00 17.4 %
1831 1831 Arm 8 Ahead
215.00 82.6 %
3/2 (B2221 Great Tattenhams)
2.80 0.00 Y Arm 6 Right 11.00 100.0 % 1668 1668
4/1 (B2221 Tattenham Way)
2.60 0.00 Y
Arm 6 Left 6.50 14.6 %
1814 1814 Arm 7 Ahead
Inf 85.4 %
4/2 (B2221 Tattenham Way)
2.60 0.00 Y Arm 5 Right 21.00 100.0 % 1750 1750
5/1 (A240 Reigate Road (N) Exit Lane
1) Infinite Saturation Flow Inf Inf
5/2 (A240 Reigate Road (N) Exit Lane
2) Infinite Saturation Flow Inf Inf
6/1 (A240 Reigate Road (S) Exit Lane
1) Infinite Saturation Flow Inf Inf
6/2 (A240 Reigate Road (S) Exit Lane
2) Infinite Saturation Flow Inf Inf
7/1 (B2221 Great Tattenhams Exit
Lane 1) Infinite Saturation Flow Inf Inf
8/1 (B2221 Tattenham Way Exit Lane
1) Infinite Saturation Flow Inf Inf
Full Input Data And Results Scenario 6: '2017 PM with committed devt' (FG10: '2017 PM with Committed Devt', Plan 2: 'Network Control Plan 2') Traffic Flows, Desired Desired Flow :
Destination
Origin
A B C D Tot.
A 0 276 792 65 1133
B 80 0 57 334 471
C 654 61 0 193 908
D 83 329 182 0 594
Tot. 817 666 1031 592 3106
Traffic Lane Flows
Lane
Scenario 6: 2017 PM
with committed
devt
Junction: A240-B2221
1/1 548
1/2 (with short)
585(In) 520(Out)
1/3 (short)
65
2/1 431
2/2 (with short)
477(In) 416(Out)
2/3 (short)
61
3/1 (with short)
594(In) 412(Out)
3/2 (short)
182
4/1 (with short)
471(In) 391(Out)
4/2 (short)
80
5/1 320
5/2 497
6/1 392
6/2 639
7/1 592
8/1 666
Full Input Data And Results
Lane Saturation Flows
Junction: A240-B2221
Lane Lane Width
(m) Gradient
NearsideLane
Allowed Turns
TurningRadius
(m)
Turning Prop.
Sat Flow (PCU/Hr)
Flared Sat Flow
(PCU/Hr)
1/1 (A240 Reigate Road (N))
2.50 0.00 Y
Arm 6 Ahead
Inf 49.6 % 1755 1755
Arm 8 Left 12.00 50.4 %
1/2 (A240 Reigate Road (N))
2.50 0.00 Y Arm 6 Ahead
Inf 100.0 % 1865 1865
1/3 (A240 Reigate Road (N))
2.20 0.00 Y Arm 7 Right 8.00 100.0 % 1545 1545
2/1 (A240 Reigate Road (S))
2.20 0.00 Y
Arm 5 Ahead
Inf 55.2 % 1720 1720
Arm 7 Left 10.00 44.8 %
2/2 (A240 Reigate Road (S))
2.20 0.00 Y Arm 5 Ahead
Inf 100.0 % 1835 1835
2/3 (A240 Reigate Road (S))
2.20 0.00 Y Arm 8 Right 10.00 100.0 % 1596 1596
3/1 (B2221 Great Tattenhams)
2.80 0.00 Y
Arm 5 Left 9.00 20.1 %
1824 1824 Arm 8 Ahead
215.00 79.9 %
3/2 (B2221 Great Tattenhams)
2.80 0.00 Y Arm 6 Right 11.00 100.0 % 1668 1668
4/1 (B2221 Tattenham Way)
2.60 0.00 Y
Arm 6 Left 6.50 14.6 %
1814 1814 Arm 7 Ahead
Inf 85.4 %
4/2 (B2221 Tattenham Way)
2.60 0.00 Y Arm 5 Right 21.00 100.0 % 1750 1750
5/1 (A240 Reigate Road (N) Exit Lane
1) Infinite Saturation Flow Inf Inf
5/2 (A240 Reigate Road (N) Exit Lane
2) Infinite Saturation Flow Inf Inf
6/1 (A240 Reigate Road (S) Exit Lane
1) Infinite Saturation Flow Inf Inf
6/2 (A240 Reigate Road (S) Exit Lane
2) Infinite Saturation Flow Inf Inf
7/1 (B2221 Great Tattenhams Exit
Lane 1) Infinite Saturation Flow Inf Inf
8/1 (B2221 Tattenham Way Exit Lane
1) Infinite Saturation Flow Inf Inf
Full Input Data And Results Scenario 7: '2017 AM with committed devt and devt' (FG13: '2017 AM with committed and with devt', Plan 2: 'Network Control Plan 2') Traffic Flows, Desired Desired Flow :
Destination
Origin
A B C D Tot.
A 0 172 653 59 884
B 232 0 53 317 602
C 706 37 0 106 849
D 105 405 146 0 656
Tot. 1043 614 852 482 2991
Traffic Lane Flows
Lane
Scenario 7: 2017 AM
with committed devt and
devt
Junction: A240-B2221
1/1 425
1/2 (with short)
459(In) 400(Out)
1/3 (short)
59
2/1 411
2/2 (with short)
438(In) 401(Out)
2/3 (short)
37
3/1 (with short)
656(In) 510(Out)
3/2 (short)
146
4/1 (with short)
602(In) 370(Out)
4/2 (short)
232
5/1 474
5/2 569
6/1 353
6/2 499
7/1 482
8/1 614
Full Input Data And Results
Lane Saturation Flows
Junction: A240-B2221
Lane Lane Width
(m) Gradient
NearsideLane
Allowed Turns
TurningRadius
(m)
Turning Prop.
Sat Flow (PCU/Hr)
Flared Sat Flow
(PCU/Hr)
1/1 (A240 Reigate Road (N))
2.50 0.00 Y
Arm 6 Ahead
Inf 59.5 % 1775 1775
Arm 8 Left 12.00 40.5 %
1/2 (A240 Reigate Road (N))
2.50 0.00 Y Arm 6 Ahead
Inf 100.0 % 1865 1865
1/3 (A240 Reigate Road (N))
2.20 0.00 Y Arm 7 Right 8.00 100.0 % 1545 1545
2/1 (A240 Reigate Road (S))
2.20 0.00 Y
Arm 5 Ahead
Inf 74.2 % 1767 1767
Arm 7 Left 10.00 25.8 %
2/2 (A240 Reigate Road (S))
2.20 0.00 Y Arm 5 Ahead
Inf 100.0 % 1835 1835
2/3 (A240 Reigate Road (S))
2.20 0.00 Y Arm 8 Right 10.00 100.0 % 1596 1596
3/1 (B2221 Great Tattenhams)
2.80 0.00 Y
Arm 5 Left 9.00 20.6 %
1822 1822 Arm 8 Ahead
215.00 79.4 %
3/2 (B2221 Great Tattenhams)
2.80 0.00 Y Arm 6 Right 11.00 100.0 % 1668 1668
4/1 (B2221 Tattenham Way)
2.60 0.00 Y
Arm 6 Left 6.50 14.3 %
1815 1815 Arm 7 Ahead
Inf 85.7 %
4/2 (B2221 Tattenham Way)
2.60 0.00 Y Arm 5 Right 21.00 100.0 % 1750 1750
5/1 (A240 Reigate Road (N) Exit Lane
1) Infinite Saturation Flow Inf Inf
5/2 (A240 Reigate Road (N) Exit Lane
2) Infinite Saturation Flow Inf Inf
6/1 (A240 Reigate Road (S) Exit Lane
1) Infinite Saturation Flow Inf Inf
6/2 (A240 Reigate Road (S) Exit Lane
2) Infinite Saturation Flow Inf Inf
7/1 (B2221 Great Tattenhams Exit
Lane 1) Infinite Saturation Flow Inf Inf
8/1 (B2221 Tattenham Way Exit Lane
1) Infinite Saturation Flow Inf Inf
Full Input Data And Results Scenario 8: '2017 PM with committed devt and devt' (FG14: '2017 PM with committed and with devt', Plan 2: 'Network Control Plan 2') Traffic Flows, Desired Desired Flow :
Destination
Origin
A B C D Tot.
A 0 276 792 87 1155
B 80 0 57 349 486
C 654 61 0 207 922
D 96 339 190 0 625
Tot. 830 676 1039 643 3188
Traffic Lane Flows
Lane
Scenario 8: 2017 PM
with committed devt and
devt
Junction: A240-B2221
1/1 555
1/2 (with short)
600(In) 513(Out)
1/3 (short)
87
2/1 441
2/2 (with short)
481(In) 420(Out)
2/3 (short)
61
3/1 (with short)
625(In) 435(Out)
3/2 (short)
190
4/1 (with short)
486(In) 406(Out)
4/2 (short)
80
5/1 322
5/2 508
6/1 403
6/2 636
7/1 643
8/1 676
Full Input Data And Results
Lane Saturation Flows
Junction: A240-B2221
Lane Lane Width
(m) Gradient
NearsideLane
Allowed Turns
TurningRadius
(m)
Turning Prop.
Sat Flow (PCU/Hr)
Flared Sat Flow
(PCU/Hr)
1/1 (A240 Reigate Road (N))
2.50 0.00 Y
Arm 6 Ahead
Inf 50.3 % 1756 1756
Arm 8 Left 12.00 49.7 %
1/2 (A240 Reigate Road (N))
2.50 0.00 Y Arm 6 Ahead
Inf 100.0 % 1865 1865
1/3 (A240 Reigate Road (N))
2.20 0.00 Y Arm 7 Right 8.00 100.0 % 1545 1545
2/1 (A240 Reigate Road (S))
2.20 0.00 Y
Arm 5 Ahead
Inf 53.1 % 1714 1714
Arm 7 Left 10.00 46.9 %
2/2 (A240 Reigate Road (S))
2.20 0.00 Y Arm 5 Ahead
Inf 100.0 % 1835 1835
2/3 (A240 Reigate Road (S))
2.20 0.00 Y Arm 8 Right 10.00 100.0 % 1596 1596
3/1 (B2221 Great Tattenhams)
2.80 0.00 Y
Arm 5 Left 9.00 22.1 %
1818 1818 Arm 8 Ahead
215.00 77.9 %
3/2 (B2221 Great Tattenhams)
2.80 0.00 Y Arm 6 Right 11.00 100.0 % 1668 1668
4/1 (B2221 Tattenham Way)
2.60 0.00 Y
Arm 6 Left 6.50 14.0 %
1816 1816 Arm 7 Ahead
Inf 86.0 %
4/2 (B2221 Tattenham Way)
2.60 0.00 Y Arm 5 Right 21.00 100.0 % 1750 1750
5/1 (A240 Reigate Road (N) Exit Lane
1) Infinite Saturation Flow Inf Inf
5/2 (A240 Reigate Road (N) Exit Lane
2) Infinite Saturation Flow Inf Inf
6/1 (A240 Reigate Road (S) Exit Lane
1) Infinite Saturation Flow Inf Inf
6/2 (A240 Reigate Road (S) Exit Lane
2) Infinite Saturation Flow Inf Inf
7/1 (B2221 Great Tattenhams Exit
Lane 1) Infinite Saturation Flow Inf Inf
8/1 (B2221 Tattenham Way Exit Lane
1) Infinite Saturation Flow Inf Inf
Full Input Data And Results Scenario 1: '2012 AM' (FG1: '2012 AM Recorded Flows', Plan 2: 'Network Control Plan 2') Stage Sequence Diagram Stage Stream: 1
A
B
1
C
2
D
3A
B
1
C
2
D
3
E
FG
H
4
Stage Timings Stage Stream: 1
Stage 1 2 3 1 2 3 4
Duration 26 36 34 31 31 19 8
Change Point 0 40 82 123 159 196 222
Signal Timings Diagram
0
0
10
10
20
20
30
30
40
40
50
50
60
60
70
70
80
80
90
90
100
100
110
110
120
120
130
130
140
140
150
150
160
160
170
170
180
180
190
190
200
200
210
210
220
220
230
230
240
240
Time in cycle (sec)
Pha
ses
1 14 : 26
0
2 6 : 36
40
3 7 : 34
82
1 5 : 31
123
2 6 : 31
159
3 7 : 19
196
4 10 : 8
222
H HG GF FE ED DC CB BA A
Full Input Data And Results Network Layout Diagram
Full Input Data And Results
A240-B2221PRC: -2.2 %Total Traffic Delay: 57.2 pcuHr
C1 Stream 1
0
1 40
2
823
123
1159
2
196 3
222
4
240
Arm
1 - A240 R
eigate Road (N
)
123
1
A1
A1
A
Arm
2 - A240 R
eigate Road (S
)
1 23
1B
1B
1B
Arm 3 - B2221 Great Tattenhams
121
C 1C
Arm 4 - B2221 Tattenham Way
12 1
D1D
Arm
5 - A240 R
eigate Road (N
) Exit
1 2
Arm
6 - A240 R
eigate Road (S
) Exit
12
Arm 7 - B2221 Great Tattenhams Exit
1
Arm 8 - B2221 Tattenham Way Exit
1
A
B
C
D
Scenario '2012 AM' - Stage Stream
A
C
D
E
FG
H
1
A
C
D
E
FG
H
2
A
C
D
E
FG
H
3
A
C
D
E
FG
H
1
Full Input Data And Results
Full Input Data And Results Network Results
Item Lane Description
Lane Type
Controller Stream
Position In Filtered Route
Full Phase Arrow Phase
Num Greens
Total Green (s)
Arrow Green (s)
Demand Flow (pcu)
Sat Flow (pcu/Hr)
Capacity (pcu)
Deg Sat (%)
Network: Reigate Road / Great Tattenhams / Tattenham Way Junction
- - N/A - - - - - - - - 92.0%
A240-B2221 - - N/A - - - - - - - - 92.0%
1/1 A240 Reigate
Road (N) Ahead Left
U 1 N/A A 2 59 - 400 1774 451 88.7%
1/2+1/3 A240 Reigate
Road (N) Ahead Right
U+O 1 N/A A 2 59 - 431 1865:1545 479 90.0%
2/1 A240 Reigate
Road (S) Ahead Left
U 1 N/A B 2 57 - 389 1771 435 89.3%
2/2+2/3 A240 Reigate
Road (S) Ahead Right
U+O 1 N/A B 2 57 - 415 1835:1596 458 90.6%
3/1+3/2 B2221 Great
Tattenhams Left Right Ahead
U 1 N/A C 2 67 - 545 1837:1668 596 91.4%
4/1+4/2 B2221
Tattenham Way Right Left Ahead
U 1 N/A D 2 53 - 560 1812:1750 609 92.0%
5/1 A240 Reigate Road (N) Exit
U N/A N/A - - - - 439 Inf Inf 0.0%
5/2 A240 Reigate Road (N) Exit
U N/A N/A - - - - 523 Inf Inf 0.0%
6/1 A240 Reigate Road (S) Exit
U N/A N/A - - - - 324 Inf Inf 0.0%
6/2 A240 Reigate Road (S) Exit
U N/A N/A - - - - 475 Inf Inf 0.0%
7/1 B2221 Great
Tattenhams Exit U N/A N/A - - - - 424 Inf Inf 0.0%
8/1 B2221
Tattenham Way Exit
U N/A N/A - - - - 555 Inf Inf 0.0%
Full Input Data And Results
Item Arriving (pcu) Leaving (pcu)
Turners In Gaps (pcu)
Turners When Unopposed (pcu)
Turners In Intergreen (pcu)
Uniform Delay (pcuHr)
Rand + Oversat Delay (pcuHr)
Storage Area Uniform Delay (pcuHr)
Total Delay (pcuHr)
Av. Delay Per PCU (s/pcu)
Max. Back of Uniform Queue (pcu)
Rand + Oversat Queue (pcu)
Mean Max Queue (pcu)
Network: Reigate Road / Great Tattenhams / Tattenham Way Junction
- - 35 0 43 32.5 24.3 0.4 57.2 - - - -
A240-B2221 - - 35 0 43 32.5 24.3 0.4 57.2 - - - -
1/1 400 400 - - - 4.8 3.5 - 8.3 74.3 13.3 3.5 16.8
1/2+1/3 431 431 18 0 25 5.2 3.9 0.2 9.2 77.0 13.8 3.9 17.7
2/1 389 389 - - - 4.7 3.6 - 8.4 77.4 13.0 3.6 16.6
2/2+2/3 415 415 17 0 18 5.0 4.0 0.2 9.2 80.1 13.4 4.0 17.4
3/1+3/2 545 545 - - - 5.9 4.5 - 10.5 69.0 15.5 4.5 20.0
4/1+4/2 560 560 - - - 6.8 4.8 - 11.6 74.8 14.3 4.8 19.1
5/1 439 439 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
5/2 523 523 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 324 324 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/2 475 475 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
7/1 424 424 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
8/1 555 555 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
C1 Stream: 1 PRC for Signalled Lanes (%): -2.2 Total Delay for Signalled Lanes (pcuHr): 57.17 Cycle Time (s): 240 PRC Over All Lanes (%): -2.2 Total Delay Over All Lanes(pcuHr): 57.17
Full Input Data And Results Scenario 2: '2012 PM' (FG2: '2012 PM Recorded Flows', Plan 2: 'Network Control Plan 2') Stage Sequence Diagram Stage Stream: 1
A
B
1
C
2
D
3A
B
1
C
2
D
3
E
FG
H
4
Stage Timings Stage Stream: 1
Stage 1 2 3 1 2 3 4
Duration 34 32 32 36 25 18 8
Change Point 0 48 86 125 166 197 222
Signal Timings Diagram
0
0
10
10
20
20
30
30
40
40
50
50
60
60
70
70
80
80
90
90
100
100
110
110
120
120
130
130
140
140
150
150
160
160
170
170
180
180
190
190
200
200
210
210
220
220
230
230
240
240
Time in cycle (sec)
Pha
ses
1 14 : 34
0
2 6 : 32
48
3 7 : 32
86
1 5 : 36
125
2 6 : 25
166
3 7 : 18
197
4 10 : 8
222
H HG GF FE ED DC CB BA A
Full Input Data And Results Network Layout Diagram
Full Input Data And Results
A240-B2221PRC: -6.8 %Total Traffic Delay: 64.8 pcuHr
C1 Stream 1
0
148
2
863
125
1166
2
197 3
222
4
240
Arm
1 - A240 R
eigate Road (N
)
123
1
A1
A1
A
Arm
2 - A240 R
eigate Road (S
)
1 23
1B
1B
1B
Arm 3 - B2221 Great Tattenhams
121
C 1C
Arm 4 - B2221 Tattenham Way
12 1
D1D
Arm
5 - A240 R
eigate Road (N
) Exit
1 2
Arm
6 - A240 R
eigate Road (S
) Exit
12
Arm 7 - B2221 Great Tattenhams Exit
1
Arm 8 - B2221 Tattenham Way Exit
1
A
B
C
D
Scenario '2012 PM' - Stage Stream
A
C
D
E
FG
H
1
A
C
D
E
FG
H
2
A
C
D
E
FG
H
3
A
C
D
E
FG
H
1
Full Input Data And Results
Full Input Data And Results Network Results
Item Lane Description
Lane Type
Controller Stream
Position In Filtered Route
Full Phase Arrow Phase
Num Greens
Total Green (s)
Arrow Green (s)
Demand Flow (pcu)
Sat Flow (pcu/Hr)
Capacity (pcu)
Deg Sat (%)
Network: Reigate Road / Great Tattenhams / Tattenham Way Junction
- - N/A - - - - - - - - 96.1%
A240-B2221 - - N/A - - - - - - - - 96.1%
1/1 A240 Reigate
Road (N) Ahead Left
U 1 N/A A 2 72 - 513 1753 541 94.9%
1/2+1/3 A240 Reigate
Road (N) Ahead Right
U+O 1 N/A A 2 72 - 553 1865:1545 577 95.9%
2/1 A240 Reigate
Road (S) Ahead Left
U 1 N/A B 2 70 - 404 1721 516 78.2%
2/2+2/3 A240 Reigate
Road (S) Ahead Right
U+O 1 N/A B 2 70 - 456 1835:1596 556 82.0%
3/1+3/2 B2221 Great
Tattenhams Left Right Ahead
U 1 N/A C 2 57 - 541 1827:1668 563 96.1%
4/1+4/2 B2221
Tattenham Way Right Left Ahead
U 1 N/A D 2 50 - 431 1811:1750 454 95.0%
5/1 A240 Reigate Road (N) Exit
U N/A N/A - - - - 299 Inf Inf 0.0%
5/2 A240 Reigate Road (N) Exit
U N/A N/A - - - - 471 Inf Inf 0.0%
6/1 A240 Reigate Road (S) Exit
U N/A N/A - - - - 361 Inf Inf 0.0%
6/2 A240 Reigate Road (S) Exit
U N/A N/A - - - - 616 Inf Inf 0.0%
7/1 B2221 Great
Tattenhams Exit U N/A N/A - - - - 529 Inf Inf 0.0%
8/1 B2221
Tattenham Way Exit
U N/A N/A - - - - 622 Inf Inf 0.0%
Full Input Data And Results
Item Arriving (pcu) Leaving (pcu)
Turners In Gaps (pcu)
Turners When Unopposed (pcu)
Turners In Intergreen (pcu)
Uniform Delay (pcuHr)
Rand + Oversat Delay (pcuHr)
Storage Area Uniform Delay (pcuHr)
Total Delay (pcuHr)
Av. Delay Per PCU (s/pcu)
Max. Back of Uniform Queue (pcu)
Rand + Oversat Queue (pcu)
Mean Max Queue (pcu)
Network: Reigate Road / Great Tattenhams / Tattenham Way Junction
- - 47 0 60 33.1 31.1 0.6 64.8 - - - -
A240-B2221 - - 47 0 60 33.1 31.1 0.6 64.8 - - - -
1/1 513 513 - - - 5.8 6.4 - 12.2 85.4 17.2 6.4 23.6
1/2+1/3 553 553 41 0 8 6.2 7.2 0.2 13.7 89.2 18.3 7.2 25.5
2/1 404 404 - - - 4.3 1.7 - 6.1 54.0 12.7 1.7 14.4
2/2+2/3 456 456 6 0 52 4.8 2.2 0.4 7.4 58.5 13.7 2.2 15.9
3/1+3/2 541 541 - - - 6.4 7.4 - 13.8 91.8 14.7 7.4 22.1
4/1+4/2 431 431 - - - 5.5 6.2 - 11.7 97.7 14.5 6.2 20.7
5/1 299 299 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
5/2 471 471 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 361 361 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/2 616 616 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
7/1 529 529 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
8/1 622 622 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
C1 Stream: 1 PRC for Signalled Lanes (%): -6.8 Total Delay for Signalled Lanes (pcuHr): 64.82 Cycle Time (s): 240 PRC Over All Lanes (%): -6.8 Total Delay Over All Lanes(pcuHr): 64.82
Full Input Data And Results Scenario 3: '2017 AM without devt' (FG7: '2017 AM without devt', Plan 2: 'Network Control Plan 2') Stage Sequence Diagram Stage Stream: 1
A
B
1
C
2
D
3A
B
1
C
2
D
3
E
FG
H
4
Stage Timings Stage Stream: 1
Stage 1 2 3 1 2 3 4
Duration 28 35 34 29 32 19 8
Change Point 0 42 83 124 158 196 222
Signal Timings Diagram
0
0
10
10
20
20
30
30
40
40
50
50
60
60
70
70
80
80
90
90
100
100
110
110
120
120
130
130
140
140
150
150
160
160
170
170
180
180
190
190
200
200
210
210
220
220
230
230
240
240
Time in cycle (sec)
Pha
ses
1 14 : 28
0
2 6 : 35
42
3 7 : 34
83
1 5 : 29
124
2 6 : 32
158
3 7 : 19
196
4 10 : 8
222
H HG GF FE ED DC CB BA A
Full Input Data And Results Network Layout Diagram
Full Input Data And Results
A240-B2221PRC: -6.8 %Total Traffic Delay: 71.6 pcuHr
C1 Stream 1
0
1 42
2
833
124
1158
2
196 3
222
4
240
Arm
1 - A240 R
eigate Road (N
)
123
1
A1
A1
A
Arm
2 - A240 R
eigate Road (S
)
1 23
1B
1B
1B
Arm 3 - B2221 Great Tattenhams
121
C 1C
Arm 4 - B2221 Tattenham Way
12 1
D1D
Arm
5 - A240 R
eigate Road (N
) Exit
1 2
Arm
6 - A240 R
eigate Road (S
) Exit
12
Arm 7 - B2221 Great Tattenhams Exit
1
Arm 8 - B2221 Tattenham Way Exit
1
A
B
C
D
Scenario '2017 AM without devt' - Stage Stream
A
C
D
E
FG
H
1
A
C
D
E
FG
H
2
A
C
D
E
FG
H
3
A
C
D
E
FG
H
1
Full Input Data And Results
Full Input Data And Results Network Results
Item Lane Description
Lane Type
Controller Stream
Position In Filtered Route
Full Phase Arrow Phase
Num Greens
Total Green (s)
Arrow Green (s)
Demand Flow (pcu)
Sat Flow (pcu/Hr)
Capacity (pcu)
Deg Sat (%)
Network: Reigate Road / Great Tattenhams / Tattenham Way Junction
- - N/A - - - - - - - - 96.1%
A240-B2221 - - N/A - - - - - - - - 96.1%
1/1 A240 Reigate
Road (N) Ahead Left
U 1 N/A A 2 59 - 419 1774 451 92.9%
1/2+1/3 A240 Reigate
Road (N) Ahead Right
U+O 1 N/A A 2 59 - 451 1865:1545 479 94.2%
2/1 A240 Reigate
Road (S) Ahead Left
U 1 N/A B 2 57 - 407 1771 435 93.5%
2/2+2/3 A240 Reigate
Road (S) Ahead Right
U+O 1 N/A B 2 57 - 434 1835:1596 458 94.7%
3/1+3/2 B2221 Great
Tattenhams Left Right Ahead
U 1 N/A C 2 67 - 571 1837:1668 596 95.7%
4/1+4/2 B2221
Tattenham Way Right Left Ahead
U 1 N/A D 2 53 - 585 1812:1750 609 96.1%
5/1 A240 Reigate Road (N) Exit
U N/A N/A - - - - 459 Inf Inf 0.0%
5/2 A240 Reigate Road (N) Exit
U N/A N/A - - - - 547 Inf Inf 0.0%
6/1 A240 Reigate Road (S) Exit
U N/A N/A - - - - 339 Inf Inf 0.0%
6/2 A240 Reigate Road (S) Exit
U N/A N/A - - - - 497 Inf Inf 0.0%
7/1 B2221 Great
Tattenhams Exit U N/A N/A - - - - 443 Inf Inf 0.0%
8/1 B2221
Tattenham Way Exit
U N/A N/A - - - - 582 Inf Inf 0.0%
Full Input Data And Results
Item Arriving (pcu) Leaving (pcu)
Turners In Gaps (pcu)
Turners When Unopposed (pcu)
Turners In Intergreen (pcu)
Uniform Delay (pcuHr)
Rand + Oversat Delay (pcuHr)
Storage Area Uniform Delay (pcuHr)
Total Delay (pcuHr)
Av. Delay Per PCU (s/pcu)
Max. Back of Uniform Queue (pcu)
Rand + Oversat Queue (pcu)
Mean Max Queue (pcu)
Network: Reigate Road / Great Tattenhams / Tattenham Way Junction
- - 18 0 64 34.6 36.6 0.4 71.6 - - - -
A240-B2221 - - 18 0 64 34.6 36.6 0.4 71.6 - - - -
1/1 419 419 - - - 5.1 5.0 - 10.1 86.8 14.3 5.0 19.3
1/2+1/3 451 451 9 0 36 5.5 5.7 0.2 11.4 91.2 14.9 5.7 20.6
2/1 407 407 - - - 5.0 5.2 - 10.3 90.8 13.9 5.2 19.1
2/2+2/3 434 434 9 0 28 5.3 6.0 0.2 11.5 95.3 14.4 6.0 20.3
3/1+3/2 571 571 - - - 6.4 7.2 - 13.5 85.4 17.2 7.2 24.3
4/1+4/2 585 585 - - - 7.3 7.5 - 14.8 91.0 16.0 7.5 23.5
5/1 459 459 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
5/2 547 547 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 339 339 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/2 497 497 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
7/1 443 443 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
8/1 582 582 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
C1 Stream: 1 PRC for Signalled Lanes (%): -6.8 Total Delay for Signalled Lanes (pcuHr): 71.60 Cycle Time (s): 240 PRC Over All Lanes (%): -6.8 Total Delay Over All Lanes(pcuHr): 71.60
Full Input Data And Results Scenario 4: '2017 PM without devt' (FG8: '2017 PM without devt', Plan 2: 'Network Control Plan 2') Stage Sequence Diagram Stage Stream: 1
A
B
1
C
2
D
3A
B
1
C
2
D
3
E
FG
H
4
Stage Timings Stage Stream: 1
Stage 1 2 3 1 2 3 4
Duration 36 32 31 34 25 19 8
Change Point 0 50 88 126 165 196 222
Signal Timings Diagram
0
0
10
10
20
20
30
30
40
40
50
50
60
60
70
70
80
80
90
90
100
100
110
110
120
120
130
130
140
140
150
150
160
160
170
170
180
180
190
190
200
200
210
210
220
220
230
230
240
240
Time in cycle (sec)
Pha
ses
1 14 : 36
0
2 6 : 32
50
3 7 : 31
88
1 5 : 34
126
2 6 : 25
165
3 7 : 19
196
4 10 : 8
222
H HG GF FE ED DC CB BA A
Full Input Data And Results Network Layout Diagram
Full Input Data And Results
A240-B2221PRC: -12.3 %Total Traffic Delay: 90.6 pcuHr
C1 Stream 1
0
150
2
883
126
1165
2
196 3
222
4
240
Arm
1 - A240 R
eigate Road (N
)
123
1
A1
A1
A
Arm
2 - A240 R
eigate Road (S
)
1 23
1B
1B
1B
Arm 3 - B2221 Great Tattenhams
121
C 1C
Arm 4 - B2221 Tattenham Way
12 1
D1D
Arm
5 - A240 R
eigate Road (N
) Exit
1 2
Arm
6 - A240 R
eigate Road (S
) Exit
12
Arm 7 - B2221 Great Tattenhams Exit
1
Arm 8 - B2221 Tattenham Way Exit
1
A
B
C
D
Scenario '2017 PM without devt' - Stage Stream
A
C
D
E
FG
H
1
A
C
D
E
FG
H
2
A
C
D
E
FG
H
3
A
C
D
E
FG
H
1
Full Input Data And Results
Full Input Data And Results Network Results
Item Lane Description
Lane Type
Controller Stream
Position In Filtered Route
Full Phase Arrow Phase
Num Greens
Total Green (s)
Arrow Green (s)
Demand Flow (pcu)
Sat Flow (pcu/Hr)
Capacity (pcu)
Deg Sat (%)
Network: Reigate Road / Great Tattenhams / Tattenham Way Junction
- - N/A - - - - - - - - 101.0%
A240-B2221 - - N/A - - - - - - - - 101.0%
1/1 A240 Reigate
Road (N) Ahead Left
U 1 N/A A 2 72 - 541 1753 541 100.1%
1/2+1/3 A240 Reigate
Road (N) Ahead Right
U+O 1 N/A A 2 72 - 578 1865:1545 577 100.2%
2/1 A240 Reigate
Road (S) Ahead Left
U 1 N/A B 2 70 - 428 1722 517 82.8%
2/2+2/3 A240 Reigate
Road (S) Ahead Right
U+O 1 N/A B 2 70 - 475 1835:1596 550 86.4%
3/1+3/2 B2221 Great
Tattenhams Left Right Ahead
U 1 N/A C 2 57 - 568 1826:1668 562 101.0%
4/1+4/2 B2221
Tattenham Way Right Left Ahead
U 1 N/A D 2 50 - 453 1811:1750 454 99.7%
5/1 A240 Reigate Road (N) Exit
U N/A N/A - - - - 318 Inf Inf 0.0%
5/2 A240 Reigate Road (N) Exit
U N/A N/A - - - - 491 Inf Inf 0.0%
6/1 A240 Reigate Road (S) Exit
U N/A N/A - - - - 382 Inf Inf 0.0%
6/2 A240 Reigate Road (S) Exit
U N/A N/A - - - - 644 Inf Inf 0.0%
7/1 B2221 Great
Tattenhams Exit U N/A N/A - - - - 555 Inf Inf 0.0%
8/1 B2221
Tattenham Way Exit
U N/A N/A - - - - 653 Inf Inf 0.0%
Full Input Data And Results
Item Arriving (pcu) Leaving (pcu)
Turners In Gaps (pcu)
Turners When Unopposed (pcu)
Turners In Intergreen (pcu)
Uniform Delay (pcuHr)
Rand + Oversat Delay (pcuHr)
Storage Area Uniform Delay (pcuHr)
Total Delay (pcuHr)
Av. Delay Per PCU (s/pcu)
Max. Back of Uniform Queue (pcu)
Rand + Oversat Queue (pcu)
Mean Max Queue (pcu)
Network: Reigate Road / Great Tattenhams / Tattenham Way Junction
- - 33 0 78 36.7 53.1 0.8 90.6 - - - -
A240-B2221 - - 33 0 78 36.7 53.1 0.8 90.6 - - - -
1/1 541 541 - - - 6.4 11.8 - 18.2 121.0 18.8 11.8 30.6
1/2+1/3 578 577 33 0 18 7.0 12.4 0.2 19.6 121.8 19.8 12.4 32.2
2/1 428 428 - - - 4.7 2.3 - 7.0 58.5 13.9 2.3 16.2
2/2+2/3 475 475 0 0 60 5.1 2.9 0.6 8.6 65.2 14.7 2.9 17.6
3/1+3/2 568 562 - - - 7.6 13.5 - 21.1 133.4 17.5 13.5 30.9
4/1+4/2 453 453 - - - 6.0 10.3 - 16.3 129.4 15.8 10.3 26.2
5/1 318 318 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
5/2 491 491 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 381 381 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/2 642 642 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
7/1 555 555 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
8/1 649 649 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
C1 Stream: 1 PRC for Signalled Lanes (%): -12.3 Total Delay for Signalled Lanes (pcuHr): 90.65 Cycle Time (s): 240 PRC Over All Lanes (%): -12.3 Total Delay Over All Lanes(pcuHr): 90.65
Full Input Data And Results Scenario 5: '2017 AM with committed devt' (FG9: '2017 AM with Committed Devt', Plan 2: 'Network Control Plan 2') Stage Sequence Diagram Stage Stream: 1
A
B
1
C
2
D
3A
B
1
C
2
D
3
E
FG
H
4
Stage Timings Stage Stream: 1
Stage 1 2 3 1 2 3 4
Duration 28 38 34 27 31 19 8
Change Point 0 42 86 127 159 196 222
Signal Timings Diagram
0
0
10
10
20
20
30
30
40
40
50
50
60
60
70
70
80
80
90
90
100
100
110
110
120
120
130
130
140
140
150
150
160
160
170
170
180
180
190
190
200
200
210
210
220
220
230
230
240
240
Time in cycle (sec)
Pha
ses
1 14 : 28
0
2 6 : 38
42
3 7 : 34
86
1 5 : 27
127
2 6 : 31
159
3 7 : 19
196
4 10 : 8
222
H HG GF FE ED DC CB BA A
Full Input Data And Results Network Layout Diagram
Full Input Data And Results
A240-B2221PRC: -10.2 %Total Traffic Delay: 89.9 pcuHr
C1 Stream 1
0
1 42
2
863
127
1159
2
196 3
222
4
240
Arm
1 - A240 R
eigate Road (N
)
123
1
A1
A1
A
Arm
2 - A240 R
eigate Road (S
)
1 23
1B
1B
1B
Arm 3 - B2221 Great Tattenhams
121
C 1C
Arm 4 - B2221 Tattenham Way
12 1
D1D
Arm
5 - A240 R
eigate Road (N
) Exit
1 2
Arm
6 - A240 R
eigate Road (S
) Exit
12
Arm 7 - B2221 Great Tattenhams Exit
1
Arm 8 - B2221 Tattenham Way Exit
1
A
B
C
D
Scenario '2017 AM with committed devt' - Stage Stream
A
C
D
E
FG
H
1
A
C
D
E
FG
H
2
A
C
D
E
FG
H
3
A
C
D
E
FG
H
1
Full Input Data And Results
Full Input Data And Results Network Results
Item Lane Description
Lane Type
Controller Stream
Position In Filtered Route
Full Phase Arrow Phase
Num Greens
Total Green (s)
Arrow Green (s)
Demand Flow (pcu)
Sat Flow (pcu/Hr)
Capacity (pcu)
Deg Sat (%)
Network: Reigate Road / Great Tattenhams / Tattenham Way Junction
- - N/A - - - - - - - - 99.1%
A240-B2221 - - N/A - - - - - - - - 99.1%
1/1 A240 Reigate
Road (N) Ahead Left
U 1 N/A A 2 57 - 421 1774 436 96.5%
1/2+1/3 A240 Reigate
Road (N) Ahead Right
U+O 1 N/A A 2 57 - 455 1865:1545 465 97.8%
2/1 A240 Reigate
Road (S) Ahead Left
U 1 N/A B 2 55 - 409 1769 420 97.3%
2/2+2/3 A240 Reigate
Road (S) Ahead Right
U+O 1 N/A B 2 55 - 435 1835:1596 443 98.1%
3/1+3/2 B2221 Great
Tattenhams Left Right Ahead
U 1 N/A C 2 69 - 602 1831:1668 607 99.1%
4/1+4/2 B2221
Tattenham Way Right Left Ahead
U 1 N/A D 2 53 - 596 1814:1750 603 98.8%
5/1 A240 Reigate Road (N) Exit
U N/A N/A - - - - 465 Inf Inf 0.0%
5/2 A240 Reigate Road (N) Exit
U N/A N/A - - - - 555 Inf Inf 0.0%
6/1 A240 Reigate Road (S) Exit
U N/A N/A - - - - 342 Inf Inf 0.0%
6/2 A240 Reigate Road (S) Exit
U N/A N/A - - - - 496 Inf Inf 0.0%
7/1 B2221 Great
Tattenhams Exit U N/A N/A - - - - 463 Inf Inf 0.0%
8/1 B2221
Tattenham Way Exit
U N/A N/A - - - - 597 Inf Inf 0.0%
Full Input Data And Results
Item Arriving (pcu) Leaving (pcu)
Turners In Gaps (pcu)
Turners When Unopposed (pcu)
Turners In Intergreen (pcu)
Uniform Delay (pcuHr)
Rand + Oversat Delay (pcuHr)
Storage Area Uniform Delay (pcuHr)
Total Delay (pcuHr)
Av. Delay Per PCU (s/pcu)
Max. Back of Uniform Queue (pcu)
Rand + Oversat Queue (pcu)
Mean Max Queue (pcu)
Network: Reigate Road / Great Tattenhams / Tattenham Way Junction
- - 5 0 83 36.0 53.5 0.4 89.9 - - - -
A240-B2221 - - 5 0 83 36.0 53.5 0.4 89.9 - - - -
1/1 421 421 - - - 5.2 7.2 - 12.4 106.0 14.2 7.2 21.3
1/2+1/3 455 455 2 0 49 5.7 8.4 0.2 14.3 113.3 14.8 8.4 23.2
2/1 409 409 - - - 5.2 7.7 - 12.9 113.2 13.9 7.7 21.6
2/2+2/3 435 435 2 0 35 5.5 8.6 0.2 14.2 117.5 14.3 8.6 22.8
3/1+3/2 602 602 - - - 6.8 11.0 - 17.8 106.5 19.0 11.0 30.1
4/1+4/2 596 596 - - - 7.7 10.6 - 18.3 110.4 17.6 10.6 28.2
5/1 465 465 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
5/2 555 555 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 342 342 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/2 496 496 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
7/1 463 463 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
8/1 597 597 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
C1 Stream: 1 PRC for Signalled Lanes (%): -10.2 Total Delay for Signalled Lanes (pcuHr): 89.87 Cycle Time (s): 240 PRC Over All Lanes (%): -10.2 Total Delay Over All Lanes(pcuHr): 89.87
Full Input Data And Results Scenario 6: '2017 PM with committed devt' (FG10: '2017 PM with Committed Devt', Plan 2: 'Network Control Plan 2') Stage Sequence Diagram Stage Stream: 1
A
B
1
C
2
D
3A
B
1
C
2
D
3
E
FG
H
4
Stage Timings Stage Stream: 1
Stage 1 2 3 1 2 3 4
Duration 35 32 29 33 27 21 8
Change Point 0 49 87 123 161 194 222
Signal Timings Diagram
0
0
10
10
20
20
30
30
40
40
50
50
60
60
70
70
80
80
90
90
100
100
110
110
120
120
130
130
140
140
150
150
160
160
170
170
180
180
190
190
200
200
210
210
220
220
230
230
240
240
Time in cycle (sec)
Pha
ses
1 14 : 35
0
2 6 : 32
49
3 7 : 29
87
1 5 : 33
123
2 6 : 27
161
3 7 : 21
194
4 10 : 8
222
H HG GF FE ED DC CB BA A
Full Input Data And Results Network Layout Diagram
Full Input Data And Results
A240-B2221PRC: -15.9 %Total Traffic Delay: 125.5 pcuHr
C1 Stream 1
0
149
2
873
123
1161
2
1943
222
4
240
Arm
1 - A240 R
eigate Road (N
)
123
1
A1
A1
A
Arm
2 - A240 R
eigate Road (S
)
1 23
1B
1B
1B
Arm 3 - B2221 Great Tattenhams
121
C 1C
Arm 4 - B2221 Tattenham Way
12 1
D1D
Arm
5 - A240 R
eigate Road (N
) Exit
1 2
Arm
6 - A240 R
eigate Road (S
) Exit
12
Arm 7 - B2221 Great Tattenhams Exit
1
Arm 8 - B2221 Tattenham Way Exit
1
A
B
C
D
Scenario '2017 PM with committed devt' - Stage Stream
A
C
D
E
FG
H
1
A
C
D
E
FG
H
2
A
C
D
E
FG
H
3
A
C
D
E
FG
H
1
Full Input Data And Results
Full Input Data And Results Network Results
Item Lane Description
Lane Type
Controller Stream
Position In Filtered Route
Full Phase Arrow Phase
Num Greens
Total Green (s)
Arrow Green (s)
Demand Flow (pcu)
Sat Flow (pcu/Hr)
Capacity (pcu)
Deg Sat (%)
Network: Reigate Road / Great Tattenhams / Tattenham Way Junction
- - N/A - - - - - - - - 104.3%
A240-B2221 - - N/A - - - - - - - - 104.3%
1/1 A240 Reigate
Road (N) Ahead Left
U 1 N/A A 2 70 - 548 1755 527 104.1%
1/2+1/3 A240 Reigate
Road (N) Ahead Right
U+O 1 N/A A 2 70 - 585 1865:1545 564 103.8%
2/1 A240 Reigate
Road (S) Ahead Left
U 1 N/A B 2 68 - 431 1720 502 85.9%
2/2+2/3 A240 Reigate
Road (S) Ahead Right
U+O 1 N/A B 2 68 - 477 1835:1596 537 88.8%
3/1+3/2 B2221 Great
Tattenhams Left Right Ahead
U 1 N/A C 2 59 - 594 1824:1668 574 103.5%
4/1+4/2 B2221
Tattenham Way Right Left Ahead
U 1 N/A D 2 50 - 471 1814:1750 452 104.3%
5/1 A240 Reigate Road (N) Exit
U N/A N/A - - - - 320 Inf Inf 0.0%
5/2 A240 Reigate Road (N) Exit
U N/A N/A - - - - 497 Inf Inf 0.0%
6/1 A240 Reigate Road (S) Exit
U N/A N/A - - - - 392 Inf Inf 0.0%
6/2 A240 Reigate Road (S) Exit
U N/A N/A - - - - 639 Inf Inf 0.0%
7/1 B2221 Great
Tattenhams Exit U N/A N/A - - - - 592 Inf Inf 0.0%
8/1 B2221
Tattenham Way Exit
U N/A N/A - - - - 666 Inf Inf 0.0%
Full Input Data And Results
Item Arriving (pcu) Leaving (pcu)
Turners In Gaps (pcu)
Turners When Unopposed (pcu)
Turners In Intergreen (pcu)
Uniform Delay (pcuHr)
Rand + Oversat Delay (pcuHr)
Storage Area Uniform Delay (pcuHr)
Total Delay (pcuHr)
Av. Delay Per PCU (s/pcu)
Max. Back of Uniform Queue (pcu)
Rand + Oversat Queue (pcu)
Mean Max Queue (pcu)
Network: Reigate Road / Great Tattenhams / Tattenham Way Junction
- - 26 0 97 46.6 78.1 0.9 125.5 - - - -
A240-B2221 - - 26 0 97 46.6 78.1 0.9 125.5 - - - -
1/1 548 527 - - - 9.1 18.3 - 27.4 179.7 20.9 18.3 39.2
1/2+1/3 585 564 26 0 37 9.5 18.5 0.3 28.3 174.4 22.4 18.5 40.9
2/1 431 431 - - - 4.8 2.8 - 7.7 64.0 14.6 2.8 17.4
2/2+2/3 477 477 0 0 60 5.3 3.5 0.6 9.4 71.0 15.6 3.5 19.1
3/1+3/2 594 574 - - - 9.6 18.2 - 27.7 168.1 20.6 18.2 38.8
4/1+4/2 471 452 - - - 8.2 16.8 - 25.0 191.1 18.6 16.8 35.4
5/1 317 317 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
5/2 494 494 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 377 377 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/2 616 616 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
7/1 576 576 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
8/1 643 643 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
C1 Stream: 1 PRC for Signalled Lanes (%): -15.9 Total Delay for Signalled Lanes (pcuHr): 125.52 Cycle Time (s): 240 PRC Over All Lanes (%): -15.9 Total Delay Over All Lanes(pcuHr): 125.52
Full Input Data And Results Scenario 7: '2017 AM with committed devt and devt' (FG13: '2017 AM with committed and with devt', Plan 2: 'Network Control Plan 2') Stage Sequence Diagram Stage Stream: 1
A
B
1
C
2
D
3A
B
1
C
2
D
3
E
FG
H
4
Stage Timings Stage Stream: 1
Stage 1 2 3 1 2 3 4
Duration 28 39 31 25 34 20 8
Change Point 0 42 87 125 155 195 222
Signal Timings Diagram
0
0
10
10
20
20
30
30
40
40
50
50
60
60
70
70
80
80
90
90
100
100
110
110
120
120
130
130
140
140
150
150
160
160
170
170
180
180
190
190
200
200
210
210
220
220
230
230
240
240
Time in cycle (sec)
Pha
ses
1 14 : 28
0
2 6 : 39
42
3 7 : 31
87
1 5 : 25
125
2 6 : 34
155
3 7 : 20
195
4 10 : 8
222
H HG GF FE ED DC CB BA A
Full Input Data And Results Network Layout Diagram
Full Input Data And Results
A240-B2221PRC: -14.4 %Total Traffic Delay: 129.8 pcuHr
C1 Stream 1
0
1 42
2
873
125
1155
2
195 3
222
4
240
Arm
1 - A240 R
eigate Road (N
)
123
1
A1
A1
A
Arm
2 - A240 R
eigate Road (S
)
1 23
1B
1B
1B
Arm 3 - B2221 Great Tattenhams
121
C 1C
Arm 4 - B2221 Tattenham Way
12 1
D1D
Arm
5 - A240 R
eigate Road (N
) Exit
1 2
Arm
6 - A240 R
eigate Road (S
) Exit
12
Arm 7 - B2221 Great Tattenhams Exit
1
Arm 8 - B2221 Tattenham Way Exit
1
A
B
C
D
Scenario '2017 AM with committed devt and devt' - Stage Stream
A
C
D
E
FG
H
1
A
C
D
E
FG
H
2
A
C
D
E
FG
H
3
A
C
D
E
FG
H
1
Full Input Data And Results
Full Input Data And Results Network Results
Item Lane Description
Lane Type
Controller Stream
Position In Filtered Route
Full Phase Arrow Phase
Num Greens
Total Green (s)
Arrow Green (s)
Demand Flow (pcu)
Sat Flow (pcu/Hr)
Capacity (pcu)
Deg Sat (%)
Network: Reigate Road / Great Tattenhams / Tattenham Way Junction
- - N/A - - - - - - - - 102.9%
A240-B2221 - - N/A - - - - - - - - 102.9%
1/1 A240 Reigate
Road (N) Ahead Left
U 1 N/A A 2 55 - 425 1775 422 100.8%
1/2+1/3 A240 Reigate
Road (N) Ahead Right
U+O 1 N/A A 2 55 - 459 1865:1545 452 101.5%
2/1 A240 Reigate
Road (S) Ahead Left
U 1 N/A B 2 53 - 411 1767 405 101.5%
2/2+2/3 A240 Reigate
Road (S) Ahead Right
U+O 1 N/A B 2 53 - 438 1835:1596 428 102.3%
3/1+3/2 B2221 Great
Tattenhams Left Right Ahead
U 1 N/A C 2 73 - 656 1822:1668 637 102.9%
4/1+4/2 B2221
Tattenham Way Right Left Ahead
U 1 N/A D 2 51 - 602 1815:1750 585 102.9%
5/1 A240 Reigate Road (N) Exit
U N/A N/A - - - - 474 Inf Inf 0.0%
5/2 A240 Reigate Road (N) Exit
U N/A N/A - - - - 569 Inf Inf 0.0%
6/1 A240 Reigate Road (S) Exit
U N/A N/A - - - - 353 Inf Inf 0.0%
6/2 A240 Reigate Road (S) Exit
U N/A N/A - - - - 499 Inf Inf 0.0%
7/1 B2221 Great
Tattenhams Exit U N/A N/A - - - - 482 Inf Inf 0.0%
8/1 B2221
Tattenham Way Exit
U N/A N/A - - - - 614 Inf Inf 0.0%
Full Input Data And Results
Item Arriving (pcu) Leaving (pcu)
Turners In Gaps (pcu)
Turners When Unopposed (pcu)
Turners In Intergreen (pcu)
Uniform Delay (pcuHr)
Rand + Oversat Delay (pcuHr)
Storage Area Uniform Delay (pcuHr)
Total Delay (pcuHr)
Av. Delay Per PCU (s/pcu)
Max. Back of Uniform Queue (pcu)
Rand + Oversat Queue (pcu)
Mean Max Queue (pcu)
Network: Reigate Road / Great Tattenhams / Tattenham Way Junction
- - 0 0 94 45.1 84.2 0.5 129.8 - - - -
A240-B2221 - - 0 0 94 45.1 84.2 0.5 129.8 - - - -
1/1 425 422 - - - 5.9 11.2 - 17.1 144.6 15.3 11.2 26.5
1/2+1/3 459 452 0 0 58 6.8 12.5 0.3 19.6 153.7 16.3 12.5 28.8
2/1 411 405 - - - 6.1 11.8 - 17.9 156.7 15.0 11.8 26.8
2/2+2/3 438 428 0 0 36 7.0 13.2 0.2 20.4 167.6 16.2 13.2 29.5
3/1+3/2 656 637 - - - 9.6 18.3 - 27.8 152.8 24.2 18.3 42.4
4/1+4/2 602 585 - - - 9.8 17.2 - 27.0 161.7 20.1 17.2 37.3
5/1 465 465 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
5/2 555 555 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 348 348 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/2 490 490 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
7/1 471 471 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
8/1 600 600 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
C1 Stream: 1 PRC for Signalled Lanes (%): -14.4 Total Delay for Signalled Lanes (pcuHr): 129.83 Cycle Time (s): 240 PRC Over All Lanes (%): -14.4 Total Delay Over All Lanes(pcuHr): 129.83
Full Input Data And Results Scenario 8: '2017 PM with committed devt and devt' (FG14: '2017 PM with committed and with devt', Plan 2: 'Network Control Plan 2') Stage Sequence Diagram Stage Stream: 1
A
B
1
C
2
D
3A
B
1
C
2
D
3
E
FG
H
4
Stage Timings Stage Stream: 1
Stage 1 2 3 1 2 3 4
Duration 34 29 32 33 31 18 8
Change Point 0 48 83 122 160 197 222
Signal Timings Diagram
0
0
10
10
20
20
30
30
40
40
50
50
60
60
70
70
80
80
90
90
100
100
110
110
120
120
130
130
140
140
150
150
160
160
170
170
180
180
190
190
200
200
210
210
220
220
230
230
240
240
Time in cycle (sec)
Pha
ses
1 14 : 34
0
2 6 : 29
48
3 7 : 32
83
1 5 : 33
122
2 6 : 31
160
3 7 : 18
197
4 10 : 8
222
H HG GF FE ED DC CB BA A
Full Input Data And Results Network Layout Diagram
Full Input Data And Results
A240-B2221PRC: -20.2 %Total Traffic Delay: 167.7 pcuHr
C1 Stream 1
0
148
2
833
122
1160
2
197 3
222
4
240
Arm
1 - A240 R
eigate Road (N
)
123
1
A1
A1
A
Arm
2 - A240 R
eigate Road (S
)
1 23
1B
1B
1B
Arm 3 - B2221 Great Tattenhams
121
C 1C
Arm 4 - B2221 Tattenham Way
12 1
D1D
Arm
5 - A240 R
eigate Road (N
) Exit
1 2
Arm
6 - A240 R
eigate Road (S
) Exit
12
Arm 7 - B2221 Great Tattenhams Exit
1
Arm 8 - B2221 Tattenham Way Exit
1
A
B
C
D
Scenario '2017 PM with committed devt and devt' - Stage Stream
A
C
D
E
FG
H
1
A
C
D
E
FG
H
2
A
C
D
E
FG
H
3
A
C
D
E
FG
H
1
Full Input Data And Results
Full Input Data And Results Network Results
Item Lane Description
Lane Type
Controller Stream
Position In Filtered Route
Full Phase Arrow Phase
Num Greens
Total Green (s)
Arrow Green (s)
Demand Flow (pcu)
Sat Flow (pcu/Hr)
Capacity (pcu)
Deg Sat (%)
Network: Reigate Road / Great Tattenhams / Tattenham Way Junction
- - N/A - - - - - - - - 108.1%
A240-B2221 - - N/A - - - - - - - - 108.1%
1/1 A240 Reigate
Road (N) Ahead Left
U 1 N/A A 2 69 - 555 1756 519 106.8%
1/2+1/3 A240 Reigate
Road (N) Ahead Right
U+O 1 N/A A 2 69 - 600 1865:1545 560 107.1%
2/1 A240 Reigate
Road (S) Ahead Left
U 1 N/A B 2 67 - 441 1714 493 89.5%
2/2+2/3 A240 Reigate
Road (S) Ahead Right
U+O 1 N/A B 2 67 - 481 1835:1596 531 90.6%
3/1+3/2 B2221 Great
Tattenhams Left Right Ahead
U 1 N/A C 2 60 - 625 1818:1668 580 107.8%
4/1+4/2 B2221
Tattenham Way Right Left Ahead
U 1 N/A D 2 50 - 486 1816:1750 449 108.1%
5/1 A240 Reigate Road (N) Exit
U N/A N/A - - - - 322 Inf Inf 0.0%
5/2 A240 Reigate Road (N) Exit
U N/A N/A - - - - 508 Inf Inf 0.0%
6/1 A240 Reigate Road (S) Exit
U N/A N/A - - - - 403 Inf Inf 0.0%
6/2 A240 Reigate Road (S) Exit
U N/A N/A - - - - 636 Inf Inf 0.0%
7/1 B2221 Great
Tattenhams Exit U N/A N/A - - - - 643 Inf Inf 0.0%
8/1 B2221
Tattenham Way Exit
U N/A N/A - - - - 676 Inf Inf 0.0%
Full Input Data And Results
Item Arriving (pcu) Leaving (pcu)
Turners In Gaps (pcu)
Turners When Unopposed (pcu)
Turners In Intergreen (pcu)
Uniform Delay (pcuHr)
Rand + Oversat Delay (pcuHr)
Storage Area Uniform Delay (pcuHr)
Total Delay (pcuHr)
Av. Delay Per PCU (s/pcu)
Max. Back of Uniform Queue (pcu)
Rand + Oversat Queue (pcu)
Mean Max Queue (pcu)
Network: Reigate Road / Great Tattenhams / Tattenham Way Junction
- - 20 0 120 57.6 108.9 1.2 167.7 - - - -
A240-B2221 - - 20 0 120 57.6 108.9 1.2 167.7 - - - -
1/1 555 519 - - - 11.1 23.6 - 34.7 225.0 22.3 23.6 45.9
1/2+1/3 600 560 20 0 60 12.2 25.7 0.6 38.6 231.7 24.2 25.7 49.9
2/1 441 441 - - - 5.1 3.7 - 8.8 71.7 15.3 3.7 19.0
2/2+2/3 481 481 0 0 60 5.4 4.1 0.6 10.1 75.6 15.8 4.1 20.0
3/1+3/2 625 580 - - - 12.6 28.2 - 40.8 235.3 23.5 28.2 51.7
4/1+4/2 486 449 - - - 11.2 23.5 - 34.7 256.7 22.7 23.5 46.2
5/1 316 316 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
5/2 502 502 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 376 376 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/2 593 593 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
7/1 609 609 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
8/1 633 633 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
C1 Stream: 1 PRC for Signalled Lanes (%): -20.2 Total Delay for Signalled Lanes (pcuHr): 167.69 Cycle Time (s): 240 PRC Over All Lanes (%): -20.2 Total Delay Over All Lanes(pcuHr): 167.69
Full Input Data And Results Full Input Data And Results User and Project Details
Project: 3458 Proposed Redevelopment of the Preston Estate, Banstead
Title: Reigate Road / Great Tattenhams / Tattenham Way Junction
Location: Banstead
File name: A240-B2221 (mit).lsg3x
Author: KRA
Company: Cole Easdon Consultants Ltd.
Address:
Notes:
Network Layout Diagram
A240-B2221
Arm
1 - A240 R
eigate Road (N
)
123
1/11/21/3
Arm
2 - A240 R
eigate Road (S
)
1 23
2/12/2
2/3
Arm 3 - B2221 Great Tattenhams
123/1
3/2
Arm 4 - B2221 Tattenham Way
12 4/1
4/2
Arm
5 - A240 R
eigate Road (N
) Exit
1 25/1
5/2
Arm
6 - A240 R
eigate Road (S
) Exit
126/16/2
Arm 7 - B2221 Great Tattenhams Exit
17/1
Arm 8 - B2221 Tattenham Way Exit
18/1
A
B
C
D
Full Input Data And Results Phase Diagram
A
B
C
D
E
FG
H
I
Phase Input Data
Phase Name Phase Type Stage Stream Assoc. Phase Street Min Cont Min
A Traffic 1 7 7
B Traffic 1 7 7
C Traffic 1 7 7
D Traffic 1 7 7
E Pedestrian 1 8 8
F Pedestrian 1 8 8
G Pedestrian 1 8 8
H Pedestrian 1 8 8
I Ind. Arrow 1 C 4 4
Full Input Data And Results Phase Intergreens Matrix
Starting Phase
Terminating Phase
A B C D E F G H I
A - - 5 6 8 8 8 8 5
B - - 6 5 8 8 8 8 6
C 5 5 - - 9 9 9 9 -
D 5 5 - - 10 10 10 10 5
E 14 14 14 14 - - - - -
F 14 14 14 14 - - - - 14
G 14 14 14 14 - - - - 14
H 14 14 14 14 - - - - -
I 5 5 - 5 - 8 5 - -
Phases in Stage
Stream Stage No. Phases in Stage
1 1 A B
1 2 C D
1 3 C I
1 4 C D
1 5 E F G H
Stage Diagram Stage Stream: 1
A
B
C
D
E
FG
H
I
1A
B
C
D
E
FG
H
I
2A
B
C
D
E
FG
H
I
3A
B
C
D
E
FG
H
I
4A
B
C
D
E
FG
H
I
5
Phase Delays Stage Stream: 1
Term. Stage Start Stage Phase Type Value Cont value
1 2 A Losing 1 1
1 4 B Losing 1 1
Full Input Data And Results Prohibited Stage Change Stage Stream: 1
To Stage
From Stage
1 2 3 4 5
1 7 6 7 8
2 5 5 0 10
3 5 5 5 9
4 5 0 5 10
5 14 14 14 14
Full Input Data And Results Give-Way Lane Input Data
Junction: A240-B2221
Lane Movement
Max Flowwhen
Giving Way(PCU/Hr)
Min Flowwhen
Giving Way(PCU/Hr)
OpposingLane
Opp. LaneCoeff.
Opp. Mvmnts.
Right Turn Storage (PCU)
Non-BlockingStorage (PCU)
RTFRight Turn Move up (s)
Max Turns in Intergreen
(PCU)
1/3 (A240 Reigate Road (N))
7/1 (Right) 1440 0 2/1 1.09 All
2.50 - 0.50 3 2.00 2/2 1.09 All
2/3 (A240 Reigate Road (S))
8/1 (Right) 1440 0 1/1 1.09 All
2.66 - 0.50 3 2.00 1/2 1.09 All
3/2 (B2221 Great Tattenhams)
6/1 (Right) 1440 0 4/1 1.09 All 2.00 - 0.50 2 2.00
6/2 (Right) 1440 0 4/1 1.09 All
4/2 (B2221 Tattenham Way)
5/1 (Right) 1440 0 3/1 1.09 All 2.00 - 0.50 2 2.00
5/2 (Right) 1440 0 3/1 1.09 All
Full Input Data And Results Lane Input Data
Junction: A240-B2221
Lane Lane Type
Phases Start Disp.
End Disp.
PhysicalLength (PCU)
Sat Flow Type
Def UserSaturation
Flow (PCU/Hr)
Lane Width
(m) Gradient
Nearside Lane
Turns TurningRadius
(m)
1/1 (A240 Reigate
Road (N)) U A 2 3 60.0 Geom - 2.50 0.00 Y
Arm 6 Ahead
Inf
Arm 8 Left
12.00
1/2 (A240 Reigate
Road (N)) U A 2 3 60.0 Geom - 2.50 0.00 Y
Arm 6 Ahead
Inf
1/3 (A240 Reigate
Road (N)) O A 2 3 5.0 Geom - 2.20 0.00 Y
Arm 7 Right
8.00
2/1 (A240 Reigate
Road (S)) U B 2 3 60.0 Geom - 2.20 0.00 Y
Arm 5 Ahead
Inf
Arm 7 Left
10.00
2/2 (A240 Reigate
Road (S)) U B 2 3 60.0 Geom - 2.20 0.00 Y
Arm 5 Ahead
Inf
2/3 (A240 Reigate
Road (S)) O B 2 3 5.0 Geom - 2.20 0.00 Y
Arm 8 Right
10.00
3/1 (B2221 Great Tattenhams)
U C 2 3 60.0 Geom - 2.80 0.00 Y
Arm 5 Left
9.00
Arm 8 Ahead
215.00
3/2 (B2221 Great Tattenhams)
O C I 2 3 9.0 Geom - 2.80 0.00 Y Arm 6 Right
11.00
4/1 (B2221
Tattenham Way)
U D 2 3 60.0 Geom - 2.60 0.00 Y
Arm 6 Left
6.50
Arm 7 Ahead
Inf
4/2 (B2221
Tattenham Way)
O D 2 3 10.0 Geom - 2.60 0.00 Y Arm 5 Right
21.00
5/1 (A240 Reigate Road (N) Exit)
U 2 3 60.0 Inf - - - - - -
5/2 (A240 Reigate Road (N) Exit)
U 2 3 60.0 Inf - - - - - -
6/1 (A240 Reigate Road (S) Exit)
U 2 3 60.0 Inf - - - - - -
6/2 (A240 Reigate Road (S) Exit)
U 2 3 60.0 Inf - - - - - -
7/1 (B2221 Great Tattenhams
Exit)
U 2 3 60.0 Inf - - - - - -
Full Input Data And Results
8/1 (B2221
Tattenham Way Exit)
U 2 3 60.0 Inf - - - - - -
Traffic Flow Groups
Flow Group Start Time End Time Duration Formula
1: '2012 AM Recorded Flows' 07:45 08:45 01:00
2: '2012 PM Recorded Flows' 17:00 18:00 01:00
3: '2012 AM Recorded Flows (1.5)' 07:45 08:45 01:00
4: '2012 PM Recorded Flows (1.5)' 17:00 18:00 01:00
7: '2017 AM without devt' 07:45 08:45 01:00 F1*1.0465
8: '2017 PM without devt' 17:00 18:00 01:00 F2*1.05
9: '2017 AM with Committed Devt' 07:45 08:45 01:00 F7+F5
10: '2017 PM with Committed Devt' 17:00 18:00 01:00 F8+F6
13: '2017 AM with committed and with devt' 07:45 08:45 01:00 F9+F11
14: '2017 PM with committed and with devt' 17:00 18:00 01:00 F10+F12
Scenario 1: '2017 AM with committed devt and devt' (FG13: '2017 AM with committed and with devt', Plan 3: 'Network Control Plan 3') Traffic Flows, Desired Desired Flow :
Destination
Origin
A B C D Tot.
A 0 172 653 59 884
B 232 0 53 317 602
C 706 37 0 106 849
D 105 405 146 0 656
Tot. 1043 614 852 482 2991
Full Input Data And Results
Traffic Lane Flows
Lane
Scenario 1: 2017 AM
with committed devt and
devt
Junction: A240-B2221
1/1 423
1/2 (with short)
461(In) 402(Out)
1/3 (short)
59
2/1 410
2/2 (with short)
439(In) 402(Out)
2/3 (short)
37
3/1 (with short)
656(In) 510(Out)
3/2 (short)
146
4/1 (with short)
602(In) 370(Out)
4/2 (short)
232
5/1 473
5/2 570
6/1 351
6/2 501
7/1 482
8/1 614
Full Input Data And Results
Lane Saturation Flows
Junction: A240-B2221
Lane Lane Width
(m) Gradient
NearsideLane
Allowed Turns
TurningRadius
(m)
Turning Prop.
Sat Flow (PCU/Hr)
Flared Sat Flow
(PCU/Hr)
1/1 (A240 Reigate Road (N))
2.50 0.00 Y
Arm 6 Ahead
Inf 59.3 % 1775 1775
Arm 8 Left 12.00 40.7 %
1/2 (A240 Reigate Road (N))
2.50 0.00 Y Arm 6 Ahead
Inf 100.0 % 1865 1865
1/3 (A240 Reigate Road (N))
2.20 0.00 Y Arm 7 Right 8.00 100.0 % 1545 1545
2/1 (A240 Reigate Road (S))
2.20 0.00 Y
Arm 5 Ahead
Inf 74.1 % 1766 1766
Arm 7 Left 10.00 25.9 %
2/2 (A240 Reigate Road (S))
2.20 0.00 Y Arm 5 Ahead
Inf 100.0 % 1835 1835
2/3 (A240 Reigate Road (S))
2.20 0.00 Y Arm 8 Right 10.00 100.0 % 1596 1596
3/1 (B2221 Great Tattenhams)
2.80 0.00 Y
Arm 5 Left 9.00 20.6 %
1822 1822 Arm 8 Ahead
215.00 79.4 %
3/2 (B2221 Great Tattenhams)
2.80 0.00 Y Arm 6 Right 11.00 100.0 % 1668 1668
4/1 (B2221 Tattenham Way)
2.60 0.00 Y
Arm 6 Left 6.50 14.3 %
1815 1815 Arm 7 Ahead
Inf 85.7 %
4/2 (B2221 Tattenham Way)
2.60 0.00 Y Arm 5 Right 21.00 100.0 % 1750 1750
5/1 (A240 Reigate Road (N) Exit Lane
1) Infinite Saturation Flow Inf Inf
5/2 (A240 Reigate Road (N) Exit Lane
2) Infinite Saturation Flow Inf Inf
6/1 (A240 Reigate Road (S) Exit Lane
1) Infinite Saturation Flow Inf Inf
6/2 (A240 Reigate Road (S) Exit Lane
2) Infinite Saturation Flow Inf Inf
7/1 (B2221 Great Tattenhams Exit
Lane 1) Infinite Saturation Flow Inf Inf
8/1 (B2221 Tattenham Way Exit Lane
1) Infinite Saturation Flow Inf Inf
Full Input Data And Results Scenario 2: '2017 PM with committed devt and devt' (FG14: '2017 PM with committed and with devt', Plan 3: 'Network Control Plan 3') Traffic Flows, Desired Desired Flow :
Destination
Origin
A B C D Tot.
A 0 276 792 87 1155
B 80 0 57 349 486
C 654 61 0 207 922
D 96 339 190 0 625
Tot. 830 676 1039 643 3188
Traffic Lane Flows
Lane
Scenario 2: 2017 PM
with committed devt and
devt
Junction: A240-B2221
1/1 550
1/2 (with short)
605(In) 518(Out)
1/3 (short)
87
2/1 430
2/2 (with short)
492(In) 431(Out)
2/3 (short)
61
3/1 (with short)
625(In) 435(Out)
3/2 (short)
190
4/1 (with short)
486(In) 406(Out)
4/2 (short)
80
5/1 311
5/2 519
6/1 398
6/2 641
7/1 643
8/1 676
Full Input Data And Results
Lane Saturation Flows
Junction: A240-B2221
Lane Lane Width
(m) Gradient
NearsideLane
Allowed Turns
TurningRadius
(m)
Turning Prop.
Sat Flow (PCU/Hr)
Flared Sat Flow
(PCU/Hr)
1/1 (A240 Reigate Road (N))
2.50 0.00 Y
Arm 6 Ahead
Inf 49.8 % 1755 1755
Arm 8 Left 12.00 50.2 %
1/2 (A240 Reigate Road (N))
2.50 0.00 Y Arm 6 Ahead
Inf 100.0 % 1865 1865
1/3 (A240 Reigate Road (N))
2.20 0.00 Y Arm 7 Right 8.00 100.0 % 1545 1545
2/1 (A240 Reigate Road (S))
2.20 0.00 Y
Arm 5 Ahead
Inf 51.9 % 1711 1711
Arm 7 Left 10.00 48.1 %
2/2 (A240 Reigate Road (S))
2.20 0.00 Y Arm 5 Ahead
Inf 100.0 % 1835 1835
2/3 (A240 Reigate Road (S))
2.20 0.00 Y Arm 8 Right 10.00 100.0 % 1596 1596
3/1 (B2221 Great Tattenhams)
2.80 0.00 Y
Arm 5 Left 9.00 22.1 %
1818 1818 Arm 8 Ahead
215.00 77.9 %
3/2 (B2221 Great Tattenhams)
2.80 0.00 Y Arm 6 Right 11.00 100.0 % 1668 1668
4/1 (B2221 Tattenham Way)
2.60 0.00 Y
Arm 6 Left 6.50 14.0 %
1816 1816 Arm 7 Ahead
Inf 86.0 %
4/2 (B2221 Tattenham Way)
2.60 0.00 Y Arm 5 Right 21.00 100.0 % 1750 1750
5/1 (A240 Reigate Road (N) Exit Lane
1) Infinite Saturation Flow Inf Inf
5/2 (A240 Reigate Road (N) Exit Lane
2) Infinite Saturation Flow Inf Inf
6/1 (A240 Reigate Road (S) Exit Lane
1) Infinite Saturation Flow Inf Inf
6/2 (A240 Reigate Road (S) Exit Lane
2) Infinite Saturation Flow Inf Inf
7/1 (B2221 Great Tattenhams Exit
Lane 1) Infinite Saturation Flow Inf Inf
8/1 (B2221 Tattenham Way Exit Lane
1) Infinite Saturation Flow Inf Inf
Full Input Data And Results Scenario 1: '2017 AM with committed devt and devt' (FG13: '2017 AM with committed and with devt', Plan 3: 'Network Control Plan 3') Stage Sequence Diagram Stage Stream: 1
A
B
1
C
D
2
CI
3A
B
1
C
D
2
CI
3
E
FG
H
5
Stage Timings Stage Stream: 1
Stage 1 2 3 1 2 3 5
Duration 26 68 4 39 39 4 8
Change Point 0 40 115 124 168 214 223
Signal Timings Diagram
0
0
10
10
20
20
30
30
40
40
50
50
60
60
70
70
80
80
90
90
100
100
110
110
120
120
130
130
140
140
150
150
160
160
170
170
180
180
190
190
200
200
210
210
220
220
230
230
240
240
Time in cycle (sec)
Pha
ses
1 14 : 26
0
2 7 : 68
40
3 5 : 4
115
1 5 : 39
124
2 7 : 39
168
3 5 : 4
214
5 9 : 8
223
I IH HG GF FE ED DC CB BA A
Full Input Data And Results Network Layout Diagram
Full Input Data And Results
A240-B2221PRC: 6.0 %Total Traffic Delay: 41.8 pcuHr
C1 Stream 1
0
1 40
2
115
3
124
1168
2
214
3
223
5
240
Arm
1 - A240 R
eigate Road (N
)
123
1
A1
A1
A
Arm
2 - A240 R
eigate Road (S
)
1 23
1B
1B
1B
Arm 3 - B2221 Great Tattenhams
121
C 1C
I
Arm 4 - B2221 Tattenham Way
12 1
D1D
Arm
5 - A240 R
eigate Road (N
) Exit
1 2
Arm
6 - A240 R
eigate Road (S
) Exit
12
Arm 7 - B2221 Great Tattenhams Exit
1
Arm 8 - B2221 Tattenham Way Exit
1
A
B
C
D
Scenario '2017 AM with committed devt and devt' - Stage Stream
A
C
D
E
FG
H
I
1
A
C
D
E
FG
H
I
2
A
C
D
E
FG
H
I
3
A
C
D
E
FG
H
I
1
Full Input Data And Results
Full Input Data And Results Network Results
Item Lane Description
Lane Type
Controller Stream
Position In Filtered Route
Full Phase Arrow Phase
Num Greens
Total Green (s)
Arrow Green (s)
Demand Flow (pcu)
Sat Flow (pcu/Hr)
Capacity (pcu)
Deg Sat (%)
Network: Reigate Road / Great Tattenhams / Tattenham Way Junction
- - N/A - - - - - - - - 84.9%
A240-B2221 - - N/A - - - - - - - - 84.9%
1/1 A240 Reigate
Road (N) Ahead Left
U 1 N/A A 2 67 - 423 1775 510 82.9%
1/2+1/3 A240 Reigate
Road (N) Ahead Right
U+O 1 N/A A 2 67 - 461 1865:1545 543 84.9%
2/1 A240 Reigate
Road (S) Ahead Left
U 1 N/A B 2 65 - 410 1766 493 83.2%
2/2+2/3 A240 Reigate
Road (S) Ahead Right
U+O 1 N/A B 2 65 - 439 1835:1596 519 84.6%
3/1+3/2 B2221 Great
Tattenhams Left Right Ahead
U+O 1 N/A C I 2 127 8 656 1822:1668 1039 63.1%
4/1+4/2 B2221
Tattenham Way Right Left Ahead
U+O 1 N/A D 2 107 - 602 1815:1750 723 83.2%
5/1 A240 Reigate Road (N) Exit
U N/A N/A - - - - 473 Inf Inf 0.0%
5/2 A240 Reigate Road (N) Exit
U N/A N/A - - - - 570 Inf Inf 0.0%
6/1 A240 Reigate Road (S) Exit
U N/A N/A - - - - 351 Inf Inf 0.0%
6/2 A240 Reigate Road (S) Exit
U N/A N/A - - - - 501 Inf Inf 0.0%
7/1 B2221 Great
Tattenhams Exit U N/A N/A - - - - 482 Inf Inf 0.0%
8/1 B2221
Tattenham Way Exit
U N/A N/A - - - - 614 Inf Inf 0.0%
Full Input Data And Results
Item Arriving (pcu) Leaving (pcu)
Turners In Gaps (pcu)
Turners When Unopposed (pcu)
Turners In Intergreen (pcu)
Uniform Delay (pcuHr)
Rand + Oversat Delay (pcuHr)
Storage Area Uniform Delay (pcuHr)
Total Delay (pcuHr)
Av. Delay Per PCU (s/pcu)
Max. Back of Uniform Queue (pcu)
Rand + Oversat Queue (pcu)
Mean Max Queue (pcu)
Network: Reigate Road / Great Tattenhams / Tattenham Way Junction
- - 421 9 44 27.1 13.1 1.5 41.8 - - - -
A240-B2221 - - 421 9 44 27.1 13.1 1.5 41.8 - - - -
1/1 423 423 - - - 4.7 2.3 - 7.0 59.6 13.4 2.3 15.7
1/2+1/3 461 461 32 0 27 5.1 2.6 0.3 8.0 62.6 13.9 2.6 16.5
2/1 410 410 - - - 4.6 2.3 - 7.0 61.1 13.0 2.3 15.3
2/2+2/3 439 439 22 0 15 4.9 2.6 0.2 7.7 63.0 13.6 2.6 16.2
3/1+3/2 656 656 135 9 2 3.3 0.9 0.4 4.5 24.7 13.6 0.9 14.5
4/1+4/2 602 602 232 0 0 4.5 2.4 0.7 7.6 45.4 9.3 2.4 11.6
5/1 473 473 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
5/2 570 570 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 351 351 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/2 501 501 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
7/1 482 482 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
8/1 614 614 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
C1 Stream: 1 PRC for Signalled Lanes (%): 6.0 Total Delay for Signalled Lanes (pcuHr): 41.76 Cycle Time (s): 240 PRC Over All Lanes (%): 6.0 Total Delay Over All Lanes(pcuHr): 41.76
Full Input Data And Results Scenario 2: '2017 PM with committed devt and devt' (FG14: '2017 PM with committed and with devt', Plan 3: 'Network Control Plan 3') Stage Sequence Diagram Stage Stream: 1
A
B
1
C
D
2
CI
3A
B
1
C
D
2
CI
3
E
FG
H
5
Stage Timings Stage Stream: 1
Stage 1 2 3 1 2 3 5
Duration 41 51 4 56 24 4 8
Change Point 0 55 113 122 183 214 223
Signal Timings Diagram
0
0
10
10
20
20
30
30
40
40
50
50
60
60
70
70
80
80
90
90
100
100
110
110
120
120
130
130
140
140
150
150
160
160
170
170
180
180
190
190
200
200
210
210
220
220
230
230
240
240
Time in cycle (sec)
Pha
ses
1 14 : 41
0
2 7 : 51
55
3 5 : 4
113
1 5 : 56
122
2 7 : 24
183
3 5 : 4
214
5 9 : 8
223
I IH HG GF FE ED DC CB BA A
Full Input Data And Results Network Layout Diagram
Full Input Data And Results
A240-B2221PRC: 17.0 %Total Traffic Delay: 36.1 pcuHr
C1 Stream 1
0
155
2
113
3
122
1
183
2
214
3
223
5
240
Arm
1 - A240 R
eigate Road (N
)
123
1
A1
A1
A
Arm
2 - A240 R
eigate Road (S
)
1 23
1B
1B
1B
Arm 3 - B2221 Great Tattenhams
121
C 1C
I
Arm 4 - B2221 Tattenham Way
12 1
D1D
Arm
5 - A240 R
eigate Road (N
) Exit
1 2
Arm
6 - A240 R
eigate Road (S
) Exit
12
Arm 7 - B2221 Great Tattenhams Exit
1
Arm 8 - B2221 Tattenham Way Exit
1
A
B
C
D
Scenario '2017 PM with committed devt and devt' - Stage Stream
A
C
D
E
FG
H
I
1
A
C
D
E
FG
H
I
2
A
C
D
E
FG
H
I
3
A
C
D
E
FG
H
I
1
Full Input Data And Results
Full Input Data And Results Network Results
Item Lane Description
Lane Type
Controller Stream
Position In Filtered Route
Full Phase Arrow Phase
Num Greens
Total Green (s)
Arrow Green (s)
Demand Flow (pcu)
Sat Flow (pcu/Hr)
Capacity (pcu)
Deg Sat (%)
Network: Reigate Road / Great Tattenhams / Tattenham Way Junction
- - N/A - - - - - - - - 76.9%
A240-B2221 - - N/A - - - - - - - - 76.9%
1/1 A240 Reigate
Road (N) Ahead Left
U 1 N/A A 2 99 - 550 1755 739 74.5%
1/2+1/3 A240 Reigate
Road (N) Ahead Right
U+O 1 N/A A 2 99 - 605 1865:1545 786 76.9%
2/1 A240 Reigate
Road (S) Ahead Left
U 1 N/A B 2 97 - 430 1711 706 60.9%
2/2+2/3 A240 Reigate
Road (S) Ahead Right
U+O 1 N/A B 2 97 - 492 1835:1596 764 64.4%
3/1+3/2 B2221 Great
Tattenhams Left Right Ahead
U+O 1 N/A C I 2 95 8 625 1818:1668 838 74.6%
4/1+4/2 B2221
Tattenham Way Right Left Ahead
U+O 1 N/A D 2 75 - 486 1816:1750 637 76.3%
5/1 A240 Reigate Road (N) Exit
U N/A N/A - - - - 311 Inf Inf 0.0%
5/2 A240 Reigate Road (N) Exit
U N/A N/A - - - - 519 Inf Inf 0.0%
6/1 A240 Reigate Road (S) Exit
U N/A N/A - - - - 398 Inf Inf 0.0%
6/2 A240 Reigate Road (S) Exit
U N/A N/A - - - - 641 Inf Inf 0.0%
7/1 B2221 Great
Tattenhams Exit U N/A N/A - - - - 643 Inf Inf 0.0%
8/1 B2221
Tattenham Way Exit
U N/A N/A - - - - 676 Inf Inf 0.0%
Full Input Data And Results
Item Arriving (pcu) Leaving (pcu)
Turners In Gaps (pcu)
Turners When Unopposed (pcu)
Turners In Intergreen (pcu)
Uniform Delay (pcuHr)
Rand + Oversat Delay (pcuHr)
Storage Area Uniform Delay (pcuHr)
Total Delay (pcuHr)
Av. Delay Per PCU (s/pcu)
Max. Back of Uniform Queue (pcu)
Rand + Oversat Queue (pcu)
Mean Max Queue (pcu)
Network: Reigate Road / Great Tattenhams / Tattenham Way Junction
- - 314 54 50 26.5 7.8 1.9 36.1 - - - -
A240-B2221 - - 314 54 50 26.5 7.8 1.9 36.1 - - - -
1/1 550 550 - - - 4.5 1.4 - 5.9 38.7 15.4 1.4 16.9
1/2+1/3 605 605 81 0 6 4.9 1.6 0.4 6.9 40.9 16.3 1.6 17.9
2/1 430 430 - - - 3.3 0.8 - 4.1 34.2 11.2 0.8 12.0
2/2+2/3 492 492 40 0 21 3.8 0.9 0.5 5.1 37.4 12.3 0.9 13.2
3/1+3/2 625 625 112 54 24 5.4 1.4 0.6 7.4 42.6 14.5 1.4 15.9
4/1+4/2 486 486 80 0 0 4.7 1.6 0.4 6.8 50.0 13.3 1.6 14.9
5/1 311 311 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
5/2 519 519 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/1 398 398 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
6/2 641 641 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
7/1 643 643 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
8/1 676 676 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0
C1 Stream: 1 PRC for Signalled Lanes (%): 17.0 Total Delay for Signalled Lanes (pcuHr): 36.14 Cycle Time (s): 240 PRC Over All Lanes (%): 17.0 Total Delay Over All Lanes(pcuHr): 36.14
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 1
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
RE44964/09 05/10/2009 A240 REIGATE ROAD BURGH HEATH V1 TRAVELLING NORTH ON REIGATE ROAD
Monday Jct J/W GREAT TATTENHAMS APPROACHED ATS AT J/W GREAT
1831 B2221 TATTENHAMS. V1 HAS GONE THRU ON
AMBER LIGHT. V2 TRAVELLING SOUTH ON
Grid Ref: 523869 158456 REIGATE ROAD TO TURN RIGHT INTO GREAT
TATTENHAMS. V2 WAITED IN FILTER LANE
Jct Type: Crossroads AND HAS SEEN LIGHTS GO RED & BELIEVED
Jct Control: Automatic Traffic Signal ALL ONCOMING TRAFFIC HAD STOPPED. AS
Speed Limit: 30 mph V2 PULLED AWAY V1 & V2 COLLIDED.
Site Conditions
Light: DARK-Street Lighting -LIT
R.S.C.: Wet/Damp
Weather: ~Unknown
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
M/C>500 Going ahead other S-N Front N 26 Drv Slight M 26
Car Turning Right N-W N/side N 17 Drv Slight M 17
______________________________________________________________________________________________________
RE66106/11 24/11/2011 A240 A240 REIGATE ROAD 11 V1 TRAV S ALONG A240 FOR REASONS
Thursday Jct D METRES NORTHWEST OF UNKNOWN V1 LOST CONTROL
1548 CHURCH LANE BURGH HEATH
Grid Ref: 523842 158522
Jct Type: 'T' or Staggered Jct
Jct Control: Give Way or Uncontrolled
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Going ahead other N-S Front N 83 Drv Serious F 83
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 2
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
EP73766/12 06/09/2012 A240 A240 REIGATE ROAD 50 V2 AND V3 QUEUEING IN TRAFFIC. V1
Thursday METRES SOUTH OF B2221 FAILED TO STOP AS APPROACHING THE
1620 GREAT TATTENHAMS EPSOM REAR OF V2 INTURN COLLIDED WITH V2
CAUSING V2 TO COLLIDE INTO THE REAR
Grid Ref: 523854 158501 OF V3. D3 POSS BLINDED BY SUNLIGHT
Jct Type: ~Not at jct(or 20m from)
Jct Control:
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-No Street lights
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Slowing or Stopping S-N Front N 38
Car Waiting to go ahead-held up S-N Back N 42 Pas Slight F 20
Pas Slight F 44
Car Waiting to go ahead-held up S-N Back N 37
______________________________________________________________________________________________________
RE46115/09 14/11/2009 A240 REIGATE ROAD TATTENHAM V1'S DRIVING WAS ERRATIC ALMOST
Saturday Jct WAY TATTENHAM CORNER. COLLIDING WITH TWO OTHER VEHICLES. V1
1935 B2221 HAS ACCELERATED THROUGH TRAFFIC
LIGHTS WHEN THEY WERE RED/AMBER
Grid Ref: 523872 158455 MAKING NO ATTEMPT TO BRAKE. V1 HAS
THEN TRIED TO TURN RIGHT ON TO
Jct Type: Crossroads TATTENHAM WAY TOWARDS EPSOM DOWNS
Jct Control: Automatic Traffic Signal TRYING TO NIP IN FRONT OF ON-COMING
Speed Limit: 30 mph TRAFFIC TURNING DIRECTLY IN TO V2
Site Conditions
Light: DARK-Street Lighting -LIT
R.S.C.: Wet/Damp
Weather: Fine with High Winds
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Turning Right N-W Front N 37
Car Starting S-N Front N 41 Drv Slight M 41
Pas Slight F 99
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 3
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
RE47091/09 07/12/2009 A240 A240 REIGATE ROAD J/W V1 WAS TRAVELLING NORTH ON A240
Monday Jct B2221 TATTENHAM WAY BURGH REIGATE ROAD. C1 WAS WAITING ON
1520 B2221 HEATH TRAFFIC ISLAND ON REIGATE ROAD
HEADING WEST. C1 HAS RUN ACROSS PATH
Grid Ref: 523875 158456 OF V1 COLLIDING WITH V1.
Jct Type: Crossroads
Jct Control: Automatic Traffic Signal
Speed Limit: 30 mph
Site Conditions
Light: DARK-Street Lighting -LIT
R.S.C.: Wet/Damp
Weather: Raining (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Turning Left S-N Front N 55 Ped W Slight M 12
______________________________________________________________________________________________________
RE73669/12 15/09/2012 A240 REIGATE ROAD BURGH HEATH V1 WAS STATIONARY V2 HAS DRIVEN INTO
Saturday Jct BANSTEAD THE REAR OF V1. BOTH DRIVERS AGREED
1250 B2221 TO MEET UP THE ROAD AWAY FROM THE
TRAFFIC. V2 DECIDED TO DRIVE OFF
Grid Ref: 523877 158455 INSTEAD
Jct Type: Crossroads
Jct Control: Automatic Traffic Signal
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Waiting to go ahead-held up S-N Back N 32 Drv Slight M 32
Pas Slight F 32
Car Going ahead other S-N Front N 19
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 4
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
RE32569/08 08/12/2008 A240 REIGATE ROAD TADWORTH - V1 HAS VEERED INTO ONCOMING TRAFFIC
Monday 400 METRES NORTH J/W AND COLLIDED WITH V2.
1610 BRIGHTON ROAD
Grid Ref: 523942 158104
Jct Type: ~Not at jct(or 20m from)
Jct Control:
Speed Limit: 30 mph
Site Conditions
Light: DARK-Street Lighting -LIT
R.S.C.: Wet/Damp
Weather: Raining (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Going ahead other SE-NW O/side N 87 Drv Slight M 87
HGV Going ahead other NW-SE O/side N 41
______________________________________________________________________________________________________
RE33154/08 31/12/2008 A240 REIGATE ROAD BURGH HEATH V1 TRAVELLING SOUTH ON REIGATE ROAD
Wednesday - 144 METRES SOUTH J/W TOWARDS A217 AT EXCESSIVE SPEED AND
1400 WEST DRIVE COLLIDED WITH STATIONARY V2 PUSHING
V2 INTO V3.
Grid Ref: 523942 158138
Jct Type: ~Not at jct(or 20m from)
Jct Control:
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Going ahead other N-S Front N 40
Car Waiting to go ahead-held up N-S Back N 19 Drv Slight M 19
Car Waiting to go ahead-held up N-S Back N 34
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 5
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
RE54220/10 30/09/2010 A240 REIGATE ROAD BANSTEAD V2 HAS EDGED OUT OF ASDA SUPERMARKET
Thursday Jct D EXIT PULLED OUT INTO PATH OF V1.
1947
Grid Ref: 523944 158136
Jct Type: 'T' or Staggered Jct
Jct Control: Give Way or Uncontrolled
Speed Limit: 30 mph
Site Conditions
Light: DARK-Street Lighting -LIT
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Going ahead other N-SE N/side N 25 Drv Slight M 25
Car Turning Right E-W Front N 18
______________________________________________________________________________________________________
RE55900/10 19/11/2010 A240 REIGATE ROAD AT JUNCTION V2 HAS BEEN TRAVELLING SOUTH ALONG
Friday Jct D WITH THE EXIT OG ASDA CAR THE A240 REIAGTE ROAD. V1 HAS TURNED
1530 PARK BURGH HEATH RIGHT OUT OF ASDA CAR PARK TO TURN
NORTH ALONG THE A240 AND HAS COLLIDED
Grid Ref: 523944 158108 WITH THE NEARSIDE OF V2.
Jct Type: 'T' or Staggered Jct
Jct Control: Give Way or Uncontrolled
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Wet/Damp
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Turning Right W-S Front N 82
Car Going ahead other S-N N/side N 18 Drv Slight F 18
Pas Slight F 17
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 6
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
RE00172/12 05/11/2012 A240 A240 REIGATE ROAD ASDA X V1 AND V2 WAITING AT RED LIGHT.
Monday METRES FROM CAR PARK LIGHTS CHANGED V2 MOVED AND COLLIDED
1224 ENTRANCE BURGH HEATH WITH REAR OF V1.
Grid Ref: 523938 158166
Jct Type: Private Dr/Entrance
Jct Control: Automatic Traffic Signal
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Starting N-S Front N 59
Car Waiting to go ahead-held up N-S Back N 36 Drv Slight F 36
Pas Slight F 41
______________________________________________________________________________________________________
RE40928/09 02/07/2009 A240 REIGATE ROAD OUTSIDE ASDA V2 WAS TRAVELLING FROM EPSOM TOWARDS
Thursday ENTRANCE 100 M SOUTH OF THE A217 WHEN V1 HAS TURNED RIGHT AT
1850 WEST DRIVE BURGH HEATH THE ENTRANCE TO ASDA SUPERMARKET INTO
THE PATH OF V2 CAUSING A COLLISION.
Grid Ref: 523934 158207
Jct Type: ~Not at jct(or 20m from)
Jct Control:
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Turning Right S-E Front N 34 Drv Slight F 34
Car Going ahead left hand bend N-S Back N 28 Drv Slight F 28
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 7
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
RE06613/13 29/05/2013 A240 A240 REIGATE ROAD 85 V1 TRAVELLING NORTHWEST ALONG A240
Wednesday METRES SOUTH OF WEST REIGATE ROAD. V2 TRAVELLING
1015 DRIVE BURGH HEATH NORTHWEST BEHIND V1. V1 HAS BRAKED
RESULTING IN V2 COLLIDING WITH REAR
Grid Ref: 523932 158216 OF V1 THUS CAUSING DAMAGE AND MINOR
INJURY
Jct Type: ~Not at jct(or 20m from)
Jct Control:
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Slowing or Stopping SE-NW Back N 46 Drv Slight M 46
Car Going ahead other SE-NW Back N 57
______________________________________________________________________________________________________
RE72294/12 13/07/2012 B290 EPSOM LANE NORTH 40 PEDESTRIAN WALKING HOME CROSSING ROAD
Friday METRES FROM PRESTON LANE HIT BY CAR FROM BEHIND.
0005 TADWORTH
Grid Ref: 522887 156815
Jct Type: ~Not at jct(or 20m from)
Jct Control:
Speed Limit: 30 mph
Site Conditions
Light: DARK-Street Lighting -LIT
R.S.C.: Wet/Damp
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Going ahead left hand bend W-E Front Y 99 Ped NE Serious M 49
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 8
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
EP61349/11 24/05/2011 B290 ASHURST ROAD TADWORTH V1 TRAVELLING ALONG ASHURST ROAD HAS
Tuesday PASSED PARKED V2 TO CLOSE AND HAS
0740 COLLIDED WITH V2 TURNING V1 ON ITS
SIDE AND SPINNING IT.
Grid Ref: 522948 156765
Jct Type: ~Not at jct(or 20m from)
Jct Control:
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Going ahead other N-S Front Y 19 Drv Slight F 19
Car Parked Parked Front N 49
______________________________________________________________________________________________________
RE68470/12 26/02/2012 B2221 B2221 GREAT TATTENHAMS FOR REASONS UNKNOWN V1 HAS HIT PARKED
Sunday TADWORTH AND UNATTENDED V2 AND IN DOING SO HAS
1946 FLIPPED THE CAR ON TO ITS O/S
Grid Ref: 523234 158118
Jct Type: ~Not at jct(or 20m from)
Jct Control:
Speed Limit: 30 mph
Site Conditions
Light: DARK-Street Lighting -LIT
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Going ahead other E-W Front Y 78 Drv Slight F 78
Pas Slight F 52
Car Parked Parked Front N 23
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 9
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
EP02030/12 16/12/2012 B2221 B 2221 GREAT TATTENHAMS V1 TRAVELLING WESTBOUND ALONG GREAT
Sunday 60 METRES WEST OF SAINT TATTENHAMS. RIDER HAS LOST CONTROL
2244 MARKS ROAD TADWORTH OF VEHICLE COLLIDING WITH STATIC
SPEED CAMERA IN CENTRE OF
Grid Ref: 523308 158153 CARRIAGEWAY.
Jct Type: ~Not at jct(or 20m from)
Jct Control:
Speed Limit: 30 mph
Site Conditions
Light: DARK-Street Lighting -LIT
R.S.C.: Wet/Damp
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Waiting to turn Right NE-SW Front Y 29 Drv Slight M 29
______________________________________________________________________________________________________
RE29551/08 07/10/2008 B2221 GREAT TATTENHAMS TADWORTH AS V1 CAME AROUND LEFT HAND BEND HE
Tuesday Jct J/W MERLAND RISE MOUNTED THE KERB ON NEARSIDE AND HIT
0815 D1040 TWO LAMP POSTS. THE MOMENTUM HAS
CAUSED HIM THEN TO HIT A SMALL BRICK
Grid Ref: 523053 158041 WALL BRINGING V1 TO A HALT.
Jct Type: 'T' or Staggered Jct
Jct Control: Give Way or Uncontrolled
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-No Street lights
R.S.C.: Wet/Damp
Weather: Raining (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Going ahead left hand bend W-NE Front N 42 Drv Slight M 42
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 10
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
RE45999/09 13/11/2009 B2221 GREAT TATTENHAMS AT V001 WAS AT A GIVEWAY AND TURNED
Friday Jct D JUNCTION WITH MERLAND RIGHT INTO THE PATH OF V002
1015 RISE TADWORTH
Grid Ref: 523051 158044
Jct Type: 'T' or Staggered Jct
Jct Control: Give Way or Uncontrolled
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Wet/Damp
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Turning Right S-E O/side N 18 Drv Slight M 18
Car Going ahead other E-NW Front N 63 Drv Slight F 63
Pas Slight F 33
______________________________________________________________________________________________________
EP61533/11 14/06/2011 B2221 OUTSIDE NO 128 GREAT V1 CAR EXITING DRIVEWAY COLLIDED WITH
Tuesday TATTENHAMS EPSOM V2 CYCLE ON FOOTPATH
1630
Grid Ref: 523064 158042
Jct Type: ~Not at jct(or 20m from)
Jct Control:
Speed Limit: 40 mph
Site Conditions
Light: LIGHT-Lighting Unk
R.S.C.: Dry
Weather: ~Unknown
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Waiting to turn Right S-E Front N 52
P/C Going ahead other S-N Front N 12 Drv Slight M 12
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 11
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
RE73791/12 17/09/2012 B2221 MERLAND RISE J/W B2221 V2 HAS PULLED OUT ONTO MAIN ROAD
Monday Jct D GREAT TATTENHAM TADWORTH RATHER THAN GIVING WAY WHICH HAS
1715 COLLIDED WITH V1 AND V1 HAS THEN
COLLIDED WITH V3
Grid Ref: 523053 158040
Jct Type: 'T' or Staggered Jct
Jct Control: Give Way or Uncontrolled
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Going ahead other W-E N/side N 46 Drv Slight F 46
Car Turning Right S-E Front N 30 Drv Slight M 30
Car Going ahead other E-W Front N 61
______________________________________________________________________________________________________
RE24484/08 28/06/2008 B2221 GREAT TATTENHAM TATTENHAM AS V1 PASSED SOME PARKED VEHICLES V2
Saturday CORNER - 100 METRES WEST HAS OVERTAKEN V1 CLIPPING RIDER V1'S
1455 J/W CHAPEL WAY ELBOW WITH WING MIRROR CAUSING RIDER
TO FALL OFF.
Grid Ref: 523500 158259
Jct Type: ~Not at jct(or 20m from)
Jct Control:
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
P/C Going ahead other NE-SW O/side N 35 Drv Slight M 35
Car Going ahead other NE-SW N/side N
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 12
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
RE49170/10 25/02/2010 B2221 B2221 GREAT TATTENHAMS 3 V1 WAS CROSSING GREAT TATTENHAMS FROM
Thursday Jct D METRES S OF CHAPEL WAY SHAWLEY WAY INTO CHAPEL WAY AND V2 A
1750 TATTENHAM CORNER PEDAL CYCLIST WAS TRAVELLING IN THE
TADWORTH DIRECTION WHEN HE DECIDED TO
Grid Ref: 523559 158301 ENTER THE ROAD AND GETTING HIT BY V1.
Jct Type: Crossroads
Jct Control: Give Way or Uncontrolled
Speed Limit: 30 mph
Site Conditions
Light: DARK-No street lights
R.S.C.: Wet/Damp
Weather: Raining (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Turning Left E-S Front N 44
P/C Going ahead other E-W Front N 45 Drv Slight M 45
______________________________________________________________________________________________________
RE65256/11 27/10/2011 B2221 B2221 GREAT TATTENHAMS 59 V1 TRAVELLING WEST OVERTAKES V4
Thursday METRES APPROX WEST CHAPEL LOSING CONTROL AND COLLIDING WITH V2
0802 WAY TADWORTH WHICH HAS OVERTAKEN A PARKED VEHICLE
V3
Grid Ref: 523515 158266
Jct Type: ~Not at jct(or 20m from)
Jct Control:
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Wet/Damp
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car O/taking moving Veh on o/side NE-SW N/side Y 19 Drv Slight M 19
Pas Slight F 18
Car O/taking stat Veh on o/side SW-NE Front Y 54 Drv Serious F 54
LGV O/taking stat Veh on o/side Parked None N 99
Car Parked Parked None N 99
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 13
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
RE19074/08 26/02/2008 B2221 B2221 TATTENHAM WAY J/W V1 ENTERING SLIP ROAD TO TURN RIGHT.
Tuesday Jct REIGATE ROAD TADWORTH PED HAS STEPPED OFF BUS AND STEPPED
1620 A240 INTO THE ROAD HITTING CAR. PEDESTRIAN
GOT UP AND LEFT SCENE. DRIVER OF
Grid Ref: 523875 158453 NESCOT BUS WILL TRY TO IDENTIFY PED.
Jct Type: 'T' or Staggered Jct
Jct Control: Automatic Traffic Signal
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Going ahead other E-W N/side N 64 Ped N Slight M 18
______________________________________________________________________________________________________
RE54971/10 16/10/2010 D MERLAND RISE AT JUNCTION V1 AT HIGH SPEED STRUCK V2 FTS
Saturday Jct D WITH CHETUODE ROAD
1550 TADWORT
Grid Ref: 523149 157565
Jct Type: 'T' or Staggered Jct
Jct Control: Give Way or Uncontrolled
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
OtherMV Going ahead other S-N Back Y
Car Going ahead other N-S None N 27 Drv Slight F 27
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 14
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
RE06486/13 29/05/2013 D1027 TATTENHAM GROVE AT V1 HAS TURNED RIGHT INTO TATTENHAM
Wednesday Jct D JUNCTION WITH CHAPEL GROVE FROM MERLAND RISE. ONCE ON
1531 GROVE TADWORTH DRIVER HAS GOT DISTRACTED BY UNKNOWN
OBJECT. THUS COLLIDED WITH V2. AND
Grid Ref: 523098 157817 CAUSING V2 TO SHUNT FORWARD AND ROLL
ONTO SIDE.
Jct Type: Private Dr/Entrance
Jct Control: Give Way or Uncontrolled
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Wet/Damp
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Turning Right E-S Front Y 69 Drv Slight F 69
Car Parked Parked O/side N
______________________________________________________________________________________________________
RE46665/09 24/11/2009 D1028 CHAPEL WAY 10 METRES FROM V1 TRAVELLING SW AND HIT A PEDESTRIAN
Tuesday HEATHSIDE PLACE TATTENHAM WHO HAD BEEN CROSSING CHAPEL WAY FROM
1900 CORNER N - S. V1 F/T/S
Grid Ref: 523597 158162
Jct Type: ~Not at jct(or 20m from)
Jct Control:
Speed Limit: 30 mph
Site Conditions
Light: DARK-Street Lighting -LIT
R.S.C.: Wet/Damp
Weather: Fine with High Winds
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Going ahead other S-N N/side N Ped S Slight M 34
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 15
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
RE20703/08 07/04/2008 D1029 COXDEAN 30 METRES NORTH V1 TRAVELLING SOUTHWEST ALONG COXDEAN
Monday OF LONG WALK TADWORTH TOWARD J/W LONG WALK. V2 TRAVELLING
1427 TADWORTH SURREY NORTHEAST ALONG COXDEAN HAS DRIVEN
INTO PATH OF V1 AND COLLIDED HEAD ON.
Grid Ref: 523405 157925
Jct Type: ~Not at jct(or 20m from)
Jct Control:
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Going ahead left hand bend NE-SW Front N 51 Pas Slight F 51
Car Going ahead right hand bend SW-NE Front N 23 Drv Slight F 23
______________________________________________________________________________________________________
RE18249/08 09/02/2008 D1030 OUTSIDE 71 CHETWODE ROAD V1 TRAVELLING ALONG CHETWODE RD AND
Saturday 50 METRES NORTHEAST OF ST COLLIDES WITH STATIONARY V2 PARKED
0829 LEONARDS ROAD TADWORTH NEARSIDE TO KERB PUSHING INTO V3 ALSO
PARKED. V1 WAS FORCED UP BY IMPACT
Grid Ref: 523302 157661 FALLING ONTO DRIVERS DOOR AND THEN
ONTO ITS ROOF.
Jct Type: ~Not at jct(or 20m from)
Jct Control:
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Going ahead other NE-SW Front Y 21 Drv Slight F 21
Car Parked Parked Back N
Car Parked Parked Back N 37
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 16
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
RE27358/08 29/08/2008 D1030 CHETWODE ROAD TADWORTH - V1 TURNING RIGHT OUT OF SIDE
Friday 70 METRES WEST MARBLES JUNCTION. DRIVER V1'S VIEW
2105 WAY OBSTRUCTED BY V3. DRIVER V2 SAW BLUE
LIGHTS OF V4 IN REAR VIEW MIRROR
Grid Ref: 523467 157748 PANICED & TRIED TO FIND PLACE TO PULL
OVER. AS V2 CAME OVER BROW OF INCLINE
Jct Type: ~Not at jct(or 20m from) DRIVER V2 PULLED OVER TO NEARSIDE
Jct Control: COLLIDING WITH V1 PULLING OUT OF
Speed Limit: 30 mph JUNCTION.
Site Conditions
Light: DARK-Street lighting Unk
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Turning Right NW-SW Front N 42 Drv Slight M 42
Car Going ahead other SW-NE Front N 18 Drv Slight F 18
Car Parked Parked None N 40
______________________________________________________________________________________________________
RE69636/12 04/04/2012 D1030 CHETWODE ROAD 100M SOUTH V1 STRUCK PARKED VEHICLE V2 WHICH HAS
Wednesday FROM J/W ST LEONARDS ROAD TRAVELLED BACK AND HIT V3
2242 TADWORTH
Grid Ref: 523276 157645
Jct Type: ~Not at jct(or 20m from)
Jct Control:
Speed Limit: 30 mph
Site Conditions
Light: DARK-Street Lighting -LIT
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Going ahead other SW-NE None N 18 Drv Slight M 18
Car Parked Parked Front N
Car Parked Parked Front N 50
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 17
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
RE71214/12 12/06/2012 D1030 CHETWODE ROAD ST LEONARDS V1 HAS PULLED OUT FROM PARKED
Tuesday Jct D ROAD TADWORTH. POSITION ON OFFSIDE OF THE ROAD. V1
1820 HAS MOVED INTO THE PATH OF V2 AND
COLLIDED WITH V2 CAUSING THE VEHICLE
Grid Ref: 523364 157698 TO SPIN.
Jct Type: 'T' or Staggered Jct
Jct Control: Give Way or Uncontrolled
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Turning Left SW-NE Front N 32
Car Going ahead other NE-SW Front N 22 Drv Slight F 22
______________________________________________________________________________________________________
RE03342/13 07/02/2013 D1030 CHETWODE ROAD AT JUNCTION V1 PASSED PEDESTRIAN WHEN N/S WING
Thursday Jct D WITH BROAD WALK TADWORTH MIRROR GOT PUSHED IN. V1 UNSURE IF
1750 THIS IS A RESULT OF PEDESTRIAN
HITTING MIRROR.
Grid Ref: 523545 157789
Jct Type: 'T' or Staggered Jct
Jct Control: Give Way or Uncontrolled
Speed Limit: 30 mph
Site Conditions
Light: DARK-Street Lighting -LIT
R.S.C.: Wet/Damp
Weather: Raining (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Going ahead other W-E N/side N 35 Ped W Slight M 99
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 18
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
RE06009/13 11/05/2013 D1030 OUTSIDE NO. 122 CHETWODE V2 HAS LOST CONTROL AND COLLIDED WITH
Saturday ROAD TADWORTH PARKED V1. V1 HAS THEN CROSSED
1701 DRIVEWAY AND COLLIDED WITH WALL.
Grid Ref: 523422 157723
Jct Type: ~Not at jct(or 20m from)
Jct Control:
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Parked E-W Back N 79
Car Going ahead other Parked Front N 80 Drv Slight M 80
______________________________________________________________________________________________________
EP17778/08 28/01/2008 D1040 MERLAND RISE J/W MERLAND V1 TRAVELLING DOWN MERLAND RISE FROM
Monday Jct D CLOSE TADWORTH SURREY B2221 GREAT TATTENHAMS. SCHOLL BUS
1545 WAS PARKED IN MERLAND RISE NEAR J/W
MERLAND CLOSE WHILST V1 WAS
Grid Ref: 523166 157279 OVERTAKING THE BUS A BOY RAN IN FRONT
OF THE BUS AND COLLIDED WITH V1.
Jct Type: 'T' or Staggered Jct
Jct Control: Give Way or Uncontrolled
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Going ahead other N-S N/side N 36 Ped W Slight M 14
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 19
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
RE19621/08 10/03/2008 D1040 MERLAND RISE AT J/W B2221 V1 TRAVELLING DOWN MERLAND RISE
Monday Jct GREAT TATTENHAMS TADWORTH TOWARDS GRT TATTENHAMS. V2 TRAVELLING
1330 B2221 SURREY ALONG GRT TATTENHAMS TOWARDS MERLAND
RISE. V3 PULLING OUT OF DRIVEWAY OPP
Grid Ref: 523052 158042 MERLAND RISE FOOT SLIPPED OFF BRAKE
HITTING ACCELERATER CAUSING V3 TO GO
Jct Type: 'T' or Staggered Jct ACROSS RD HITTING V2 WHICH HIT V1.
Jct Control: Give Way or Uncontrolled
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Wet/Damp
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Slowing or Stopping S-N Front N 53
Car Going ahead other E-W Front N 49 Drv Slight F 49
Car Turning Right N-W Front N 43
______________________________________________________________________________________________________
RE20897/08 12/04/2008 D1040 MERLAND RISE TADWORTH J/W V2 TRAVELLING SOUTH OVERTAKING PARKED
Saturday Jct HEADLEY DRIVE VEHICLES. V1 WAS PARKED AND FACING
1107 D1040 SOUTH. V1 REVERSED OFF THE PAVEMENT
AND INTO PATH OF V2 CAUSING V2 TO
Grid Ref: 523115 157712 COLLIDE WITH V1.
Jct Type: 'T' or Staggered Jct
Jct Control: Give Way or Uncontrolled
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Reversing S-N Back N 57
M/C<=125 Going ahead other N-S Front N 27 Drv Serious M 27
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 20
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
RE41556/09 20/07/2009 D1040 CHETWODE ROAD TADWORTH V1 HAS TURNED INTO CHETWODE ROAD AND
Monday Jct J/W MERLAND RISE COLLIDED WITH APPROACHING V2.
1947 D1030
Grid Ref: 523152 157562
Jct Type: 'T' or Staggered Jct
Jct Control: Give Way or Uncontrolled
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Turning Left NW-NE O/side N 18
Car Slowing or Stopping NE-SW O/side N 29 Drv Slight M 29
______________________________________________________________________________________________________
RE41875/09 03/08/2009 D1040 MERLAND RISE TADWORTH - DRIVER V1 COLLIDED WITH TWO PARKED
Monday OUTSIDE HOUSE NO. 71 CARS WHILST CHANGING A CD.
2330
Grid Ref: 523142 157605
Jct Type: ~Not at jct(or 20m from)
Jct Control:
Speed Limit: 30 mph
Site Conditions
Light: DARK-Street Lighting -LIT
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Going ahead other N-S Front Y 18 Drv Slight M 18
Pas Slight M 21
Car Parked Parked N/side N 35
Car Parked Parked N/side N 48
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 21
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
RE51146/10 25/05/2010 D1040 MERLAND RISE AND HEADLEY V1 PULLED OUT IN FRONT OF V2
Tuesday Jct GROVE TADWORTH
1205 D1040
Grid Ref: 523167 157448
Jct Type: 'T' or Staggered Jct
Jct Control: Give Way or Uncontrolled
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
MGV Starting NW-SW Front N 23
M/C>500 Going ahead other SE-NW Front Y 30 Drv Slight M 30
______________________________________________________________________________________________________
RE67372/12 03/01/2012 D1040 MERLANDS RISE AND V1 TRIED TO TURN INTO CHETWODE RD NOT
Tuesday Jct D CHETWODE ROAD TADWORTH SEEN V2 AND CUT IN FRONT OF V2 HEAD
2215 ON COLLISION
Grid Ref: 523149 157564
Jct Type: 'T' or Staggered Jct
Jct Control: Give Way or Uncontrolled
Speed Limit: 30 mph
Site Conditions
Light: DARK-Street Lighting -LIT
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Turning Right S-NE Front N 40
M/C125-500 Going ahead other N-S Front N 51 Drv Slight M 51
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 22
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
EP00223/12 09/11/2012 D1040 MERLAND RISE AT JUNCTION V1 WAS TURNING RIGHT AT JUNCTION. THE
Friday Jct WITH B2221 GREAT VEHICLE IN FRONT OF V1 HAS PULLED
1718 B2221 TATTENHAMS OUT. V1 FOLLOWED AND HAS STRUCK V2
WHO WAS DRIVING ALONG MAIN ROAD AND
Grid Ref: 523053 158040 WANTING TO TURN LEFT
Jct Type: 'T' or Staggered Jct
Jct Control: Give Way or Uncontrolled
Speed Limit: 30 mph
Site Conditions
Light: DARK-Street Lighting -LIT
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Turning Right S-E None N 54 Drv Slight F 54
Car Going ahead other W-E O/side N 18 Drv Slight F 18
______________________________________________________________________________________________________
RE05543/13 21/04/2013 D1040 MERLAND RISE BANSTEAD C1 SITTING IN V1 READY TO GO. V2 HIT
Sunday V1 AND DROVE OFF.
0130
Grid Ref: 523102 157801
Jct Type: ~Not at jct(or 20m from)
Jct Control:
Speed Limit: 30 mph
Site Conditions
Light: DARK-Street Lighting -LIT
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Parked Parked N/side N 28 Drv Slight F 28
Car Going ahead other N-S O/side N 99
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 23
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
RE38386/09 27/04/2009 D1041 PRESTON LANE OUTSIDE V1 TRAVELLING ALONG PRESTON LANE AT
Monday HOUSE NO.96. 30 METRES SPEED IN RAIN AND WET ROAD. V1 SAW
1456 SOUTH OF BIDHAMS CRESCENT POLICE VEHICLE. V3 APPROACHING IN
OTHER DIRECTION. V1 PANICKED ON
Grid Ref: 523037 156960 SEEING POLICE VEHICLE BRAKED HARD
SKIDDED ON WET ROAD AND HIT PARKED
Jct Type: ~Not at jct(or 20m from) VEHICLE V2. THIS ROAD IS SINGLE LANE
Jct Control: ROAD FOR EITHERWAY TRAFFIC.
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-No Street lights
R.S.C.: Wet/Damp
Weather: Raining with High Winds
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Going ahead other W-E Front Y 54 Drv Serious F 54
LGV Parked Parked Front N 29
Car Slowing or Stopping E-W None N
______________________________________________________________________________________________________
RE32942/08 13/12/2008 D1043 PRESTON LANE V1 TRAVELLING ALONG PRESTON LANE
Saturday TADWORTH(GRID EST) WHERE C1 WAS GETTING OUT OF
1900 STATIONARY CAR. C1 SAW V1 AND MOVED
TO BE OUT OF WAY. V1 HAS CLIPPED C1
Grid Ref: 523009 156936 WITH WING MIRROR.
Jct Type: ~Not at jct(or 20m from)
Jct Control:
Speed Limit: 30 mph
Site Conditions
Light: DARK-Street Lighting -LIT
R.S.C.: Wet/Damp
Weather: Raining (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Going ahead other W-E None N 47 Ped Stat Slight F 18
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 24
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
RE50621/10 24/04/2010 D1043 PRESTON LANE TADWORTH V1 HAS BEEN DRIVING EASTBOUND ALONG
Saturday PRESTON LANE AND HAS SLOWED DUE TO
1755 BUS COMING TOWARDS HER. DUE TO CARS
BEING PARKED IN THE ROAD AT THE
Grid Ref: 523350 157121 LOCATION THE BUS HAS GIVEN WAY TO V1.
THE BUS HAD JUST DROPPED OFF
Jct Type: ~Not at jct(or 20m from) PASSENGERS AT THE BUS STOP. AS V001
Jct Control: HAS PROCEEDED TWO YOUNG FEMALES HAVE
Speed Limit: 30 mph CROSSED THE ROAD BEHIND THE BUS AND
HAVE GONE INTO THE PAST OF V1
Site Conditions STRIKING ONE FEMALE AND CAUSING THE
Light: LIGHT-Street lights present SECOND FEMALE TO INJURE HER ANKLE
R.S.C.: Dry WHILST GETTING OUT OF THE WAY.
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Going ahead other SW-NE Front N 21 Ped NE Slight F 11
Ped NE Serious F 11
______________________________________________________________________________________________________
RE55017/10 26/10/2010 D1043 PRESTON LANE AT JUNCTION V2 WAS DRIVING EAST BOUND DOWN
Tuesday Jct WITH HOMEFIELD GARDENS PRESTON LANE. V1 PULLED OUT OF
1920 D1043 TADWORTH HOMEFIELD GARDENS. V2 ATTEMPTED TO
AVOID V1 AND IN DOING SO HAS FALLEN
Grid Ref: 523215 157074 OFF HIS BIKE. V1 DROVE OFF IN THE
OPPOSITE DIRECTION.
Jct Type: Junction - more than 4 arms
Jct Control: Give Way or Uncontrolled
Speed Limit: 30 mph
Site Conditions
Light: DARK-Street lighting Unk
R.S.C.: Wet/Damp
Weather: Raining (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Waiting to turn Right N-W None N 23
M/C>500 Going ahead other SW-NE None Y 34 Drv Slight M 34
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 25
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
RE68611/12 28/02/2012 D1043 PRESTON LANE TADWORTH CASUALTY 1 WAS STRAPPING DAUGHTER
Tuesday INTO CAR ON OFFSIDE OF VEHICLE
0630 CASUALTY 1 STEPPED BACKWARDS AS LORRY
WAS DRIVING BY CLIPPING THE RIGHT
Grid Ref: 523436 157143 SIDE OF CASUALTY 1'S HIP CAUSING HER
TO FALL ONTO HER RIGHT SIDE
Jct Type: ~Not at jct(or 20m from)
Jct Control:
Speed Limit: 30 mph
Site Conditions
Light: DARK-Street lighting Unk
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
LGV Going ahead other N-S N/side N 99 Ped Stat Slight F 26
______________________________________________________________________________________________________
RE71669/12 05/05/2012 D1043 PRESTON LANE TADWORTH V1 SPEEDING HITS V2 HEAD ON.
Saturday
0930
Grid Ref: 523357 157124
Jct Type: ~Not at jct(or 20m from)
Jct Control:
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Wet/Damp
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Going ahead other W-E Front N 34
Car Going ahead other E-W Front N 21 Drv Slight M 21
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 26
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
RE00804/12 01/12/2012 D1043 PRESTON LANE AT JUNCTION V1 COLLIDED WITH F/O/S OF V2 MID
Saturday Jct D WITH HOMEFIELD GARDENS JUNCTION. V3 SLIGHTLY DAMAGED.
1145 TADWORTH
Grid Ref: 523213 157071
Jct Type: 'T' or Staggered Jct
Jct Control: Give Way or Uncontrolled
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Car Going ahead other SW-NE Front N 42 Drv Slight M 42
Car Turning Right NE-NW Front N 21 Drv Slight F 21
Car Parked Parked Back N 99
______________________________________________________________________________________________________
RE01884/13 12/01/2013 D1043 PRESTON LANE AT JUNCTION V2 PULLED OUT OF CAR PARK AND
Saturday Jct D WITH BIDHAMS CRESCENT COLLIDED WITH V1 CAUSING INJURY. V2
1815 TADWORTH FTE DETAILS AND DROVE OFF.
Grid Ref: 523320 157118
Jct Type: 'T' or Staggered Jct
Jct Control: Give Way or Uncontrolled
Speed Limit: 30 mph
Site Conditions
Light: DARK-Street lighting Unk
R.S.C.: Wet/Damp
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Moped Going ahead other W-E Front N 16 Drv Slight M 16
LGV Turning Right N-S O/side N 23
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 27
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
RE60208/11 17/04/2011 D1044 MARBLES WAY TADWORTH PEDESTRIAN C1 WALKED OUT IN FRONT OF
Sunday SLOW MOVING BUS V1. COLLISION CAUSING
1343 SLIGHT INJURY.
Grid Ref: 523600 157400
Jct Type: ~Not at jct(or 20m from)
Jct Control:
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Lighting Unk
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Bus Starting N-S Front N 42 Ped Stat Slight M 27
______________________________________________________________________________________________________
RE07399/13 12/07/2013 D1044 MARBLES WAY AT JUNCTION V1 HAS COLLIDED WITH V2 WHO PULLED
Friday Jct D WITH HATCH GARDENS OUT OF JUNCTION.
1850 TADWORTH
Grid Ref: 523601 157382
Jct Type: 'T' or Staggered Jct
Jct Control: Give Way or Uncontrolled
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Dry
Weather: Fine (no high wind)
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
Moped Going ahead other N-S Front Y 17 Drv Slight M 17
Car Starting E-W Front N 25
______________________________________________________________________________________________________
Report Date
ACCIDENT selected where: TRUE 24/09/2013
SURREY COUNTY COUNCIL SAFETY ENGINEERING TEAM Page 28
ACCIDENT Report for period : 01/01/2008 to 31/07/2013
______________________________________________________________________________________________________
Menu Selection: Accidents in Query Site-2003
Criteria: All Accidents
Site Location: Area around De Burgh Playing Fields, Banstead Site Ref: DJB/CEC/DBF
______________________________________________________________________________________________________
Accident Date Road Location Description of Accident
Ref No. Day/Time No.
______________________________________________________________________________________________________
RE06394/13 29/05/2013 D1943 PRESTON LANE AT JUNCTION V1 TRAVELLING ALONG PRESTON WHEN WHEN
Wednesday Jct D WITH HOMEFIELD GARDENS V2 PULLED OUT IN FRONT FROM A
1740 TADWORTH JUNCTION CAUSING V1 TO BRAKE HARD AND
THE BIKE SLID FROM UNDER HIM.
Grid Ref: 523213 157071
Jct Type: 'T' or Staggered Jct
Jct Control: Give Way or Uncontrolled
Speed Limit: 30 mph
Site Conditions
Light: LIGHT-Street lights present
R.S.C.: Wet/Damp
Weather: ~Unknown
C/way Haz: ~None
Spec Cond: ~None
VEHICLES: CASUALTIES:
Type Manoeuvres Dir Impact Skid Dr
Age Class Pdir Sev Sex Age
M/C<=125 Going ahead other E-W O/side Y 24 Drv Slight M 24
Car Turning Left N-E O/side N
______________________________________________________________________________________________________
Total No. of accidents for period: 01/01/2008 to 31/07/2013 = 55
***** END OF REPORT *****
Report Date
ACCIDENT selected where: TRUE 24/09/2013
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