for proposed residential development the … civil engineering ~ highways ~ transportation ~ flood...

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: [email protected]

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


Signature:

Authorised: 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)


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)


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


Development, with Mitigation (northbound-only one-way streets)


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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Cole Easdon Consultants (CEC) 1 NOVEMBER 2013

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


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


Sat & Sun Services

Redhill - Reigate - Tadworth Station - Merland Rise Leisure

Centre - Banstead - Sutton


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


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



Rise 0.63 2 0.49 0.53 1 0.42


0.20 0 0.13 0.49 1 0.20

2017 With

Committed Dev't.



Rise 0.71 2 0.64 0.59 1 0.49


0.21 0 0.13 0.52 1 0.21

2017 With

Committed Dev't. and Proposed De Burgh

Dev't.



Rise 0.74 3 0.73 0.61 1 0.53


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





2017 AM with development -10.2 90.53





2017 AM with committed

development and Proposed

Development

-14.4 129.83





2017 AM with committed

development and Proposed Development

plus mitigation

+6.0 41.76






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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





2017 PM without development -12.3 90.65





2017 PM with committed

development -15.9 125.52






development and Proposed

Development

-20.2 167.69






development and Proposed Development

plus mitigation

+17.0 36.14





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)


Road) 206 vph 85 vph -121 vph (-59%)


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


Veh (min)

Max RFC

Max Queue

Ave. Delay per

Arriving Veh (min)

2017 with Committed

Dev't. & Proposed

Dev't.


Right-turn from Merland Rise 0.76 3 0.79 0.63 2 0.58


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)


Road) 198 vph 63 vph -135 vph (-68%)


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)


Road) 206 vph 121 vph -85 vph (-41%)


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


Veh (min)

Max RFC

Max Queue

Ave. Delay per

Arriving Veh (min)

2017 with Committed

Dev't. & Proposed

Dev't.



Rise 1.17 32 5.16 0.87 5 1.31


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;


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ISSUE 4


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


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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

[email protected]

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

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174.72

174.85

174.96

17

4.9

6

175

.25

174

.82

174.48

174.43

174.21

174.15

174.

34

173.87

173.71

173.91

173.58

173.59

173.

69

17

3.47

172.

77

172.

63

17

3.3

1

173.23

173.01

173.24

173.11

173.

19

172.

33

171.97

172.06

171

.77

170.

90

172.

80

172.16

172.

35172.43

172.59

172.70

170.

72

171.

21

171.37

172.

00

173.25

173.33

173.35

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

172.93

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

172.98

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

171.45 170.97

171.08

171.07

171.05

171.04

171.05

171.09

170.70

170.71

170.65

170.68

170.34

170.34

170.38

172.

00

171.

92

17

0.4

2

170.

6517

0.11

170

.44

171.2

3

171.24

171.

71

171.23

171.57

171.

74

17

3.9

1

HT 8mASH

ED

GE

OF

SO

IL

HT 8mASH

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

EE

S H

T 7m

HT 8m

HT 6mOAK

HT 8mOAK

HT 8mSILVER BIRCH

CONCRETE

HT 6m

HT 6m

HT 4mHAWTHORN

HT 10mASH

HT 10mASH

HT 6mHT 6mOAK

HT 6m

HT 8mHAWTHORN

HT 8mASH

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

HT 8mOAK

MULTI-GIRTHHT 12m

SILVER BIRCH

HT 12mSILVER BIRCH

HT 10m

HT 6mOAK

HT 4mOAK

HT 8mOAK

HT 8mHAWTHORN

HT 8mDEAD

HTs 12mSILVER BIRCH

HT 8mHAWTHORN

HT 8mASH

HT 8mHAWTHORN

HT 10mRHODADENDRUM

HT 8mOAK HTs 6m

OAK

HT 6mOAKHT 8m

HAWTHORN

HT 8mHAWTHORN

HTs 6mOAK HT 10m

ASH

HT 10mHAWTHORN

HT 8mMULTI-GIRTH

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

HT 8m

HT 6m

HT 6m

CTV

BT

CTVCB

CTV

TW181.61

HT 5m

BRI

CK

WA

LL

BRICK WALL

CO

NIF

ER H

ED

GE

HT

13m

C/L

FE

NC

E H

T 1.

8m

SCRUB

SCRUB

SCRUB

SCRUB

SCRUB

SANDPITS

SANDPIT

TA

RM

AC

CONCRETE

CTV

CTVBT

C/L FENCE HT 1.8m

TRENCH

TRENCH

TRENCH

TR

EN

CH

CONCRETE

OVERHEAD LINE

OVERHEAD LINE

177.0

177.0

177.0

177.0

177.0

177.0

177.0

177.0

177.0

177.

0

177.

0

177.0

177.0177.0

176.0

176.0

176.

0

176.

0176.0

176.0

176.0

176.0

174.0

174.

0

174.0

174.0

174.0

174.

0

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.

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

175.0

175.0

175.0

175.

0

175.0

175.0

175.0

175.0

175.0

177.0

177.0

BT

C H E T W O

D E R

O A D

L O

N G

W

A L

K

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

GRASS

OVERGROWN

OVERGROWN

SU

B-S

TAT

ION

S

GRASS

GRASS

TARMAC

APPROXIMATE POSITION(OBSCURED)

SCRUB HT 5m

SCRUB HT 6m

SCRUB HT 5m

N o . 1 3

N o . 3

BT

HTs 8mHAWTHORN

SCRUB HT 4m

N o . 1 7 7

N o . 1 6 5

C H I L D R E N S C A R E H O M E

N o . 1 5 6 &

1 5 8

AP

PR

OX

IMA

TE

TO

P O

F B

AN

K L

INE

(DA

SH

ED

)

BR

ICK

WA

LL

TR

EE

S C

AN

OP

Y

TRE

ES C

ANO

PY

TARMAC

GRASS

TARMAC

TARMAC

TARMAC

TARMAC

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

r'

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

Footpath

Footpath

Footpath

Footpath

Footpath

Fo

otp

ath

Foot

path

Footpath

Court

Court

'Green'

Court

Court

Court

'Informalturninghead'

'Informalturning head'


Court

DriveF

ootp

ath

Court

Footpath

Fo

otp

ath

Fo

otp

ath

Foo

tpat

h

Foo

tpat

h

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

[email protected]

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'



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


[email protected]

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:



Job Title: Drawing Title:C Copyright

[email protected]

Web SiteE-mail


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


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)



SITE SITE

Client:




[email protected]

Web SiteE-mail


DORCAN WAY

: 01793 619965

: 01793 619967

SWINDON

WILTSHIRE

Tel

Fax

SN3 3RB

YORK HOUSE


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


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


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)



Key

PM (17:00 - 18:00)



SITE SITE

Client:




[email protected]

Web SiteE-mail


DORCAN WAY

: 01793 619965

: 01793 619967

SWINDON

WILTSHIRE

Tel

Fax

SN3 3RB

YORK HOUSE


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


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


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)



Key

PM (17:00 - 18:00)



SITE

CHETWODE ROAD


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:



Job Title:

Drawing Title:

C Copyright

www.ColeEasdon.com

[email protected]

Web Site

E-mailCOLE EASDON

CONSULTANTS

DORCAN WAY

SN3 3RB

WILTSHIRE

SWINDON

EDISON PARK

YORK HOUSE

Fax

Tel

: 01793 619967

: 01793 619965


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


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:



Job Title:

Drawing Title:

C Copyright

www.ColeEasdon.com

[email protected]

Web Site

E-mailCOLE EASDON

CONSULTANTS

DORCAN WAY

SN3 3RB

WILTSHIRE

SWINDON

EDISON PARK

YORK HOUSE

Fax

Tel

: 01793 619967

: 01793 619965



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%



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


SITE

Client:



Job Title:

Drawing Title:

C Copyright

www.ColeEasdon.com

[email protected]

Web Site

E-mailCOLE EASDON

CONSULTANTS

DORCAN WAY

SN3 3RB

WILTSHIRE

SWINDON

EDISON PARK

YORK HOUSE

Fax

Tel

: 01793 619967

: 01793 619965



Development Traffic Assignment(Northern & Southern Devt. Areas)Based on Census 2001Travel to Work Data

KRA

JBF Figure 3563/206

October 2012 NTS

CHETWODE ROAD


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%



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


SITE SITE

Client:




[email protected]

Web SiteE-mail


DORCAN WAY

: 01793 619965

: 01793 619967

SWINDON

WILTSHIRE

Tel

Fax

SN3 3RB

YORK HOUSE


Residential Development Traffic Distribution(181 units)

KRA

JBF

October 2012 NTS

Figure 3563/207

CHETWODE ROAD


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)


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


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)


Proposed Site Access

→27←27

SITE SITE

Client:




[email protected]

Web SiteE-mail


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


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


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)



Key

PM (17:00 - 18:00)



SITE SITE

Client:




[email protected]

Web SiteE-mail


DORCAN WAY

: 01793 619965

: 01793 619967

SWINDON

WILTSHIRE

Tel

Fax

SN3 3RB

YORK HOUSE


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


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


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)



Key

PM (17:00 - 18:00)



LONGW

ALKBRO

AD

WA

LK

Represents lengthsof northbound-onlyone-way street

Represents lengthsof northbound-onlyone-way street

SITE SITE

Client:




[email protected]

Web SiteE-mail


DORCAN WAY

: 01793 619965

: 01793 619967

SWINDON

WILTSHIRE

Tel

Fax

SN3 3RB

YORK HOUSE


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


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


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)



Key

PM (17:00 - 18:00)



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




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




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


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


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



5 EX-03-A-01 SEMI-DET., STANFORD-LE-HOPE ESSEX

MILTON ROAD

CORRINGHAM

STANFORD-LE-HOPE

Edge of Town

Residential Zone



6 FI-03-A-02 SEMI DETACHED, GLENROTHES FIFE

WAROUT ROAD

GLENROTHES


Residential Zone


Survey date: MONDAY 16/05/05 Survey Type: MANUAL




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



8 HI-03-A-14 SEMI-DETACHED, INVERNESS HIGHLAND

CALEDONIAN ROAD

DALNEIGH

INVERNESS


Residential Zone



9 LC-03-A-29 DETACHED/SEMI D., BLACKBURN LANCASHIRE

REVIDGE ROAD

FOUR LANE ENDS

BLACKBURN

Edge of Town

Residential Zone



10 LN-03-A-01 MIXED HOUSES, LINCOLN LINCOLNSHIRE

BRANT ROAD

BRACEBRIDGE

LINCOLN

Edge of Town

Residential Zone



11 LN-03-A-02 MIXED HOUSES, LINCOLN LINCOLNSHIRE

HYKEHAM ROAD

LINCOLN


Residential Zone



12 MS-03-A-01 TERRACED, RUNCORN MERSEYSIDE

PALACE FIELDS AVENUE

RUNCORN

Neighbourhood Centre (PPS6 Local Centre)

Residential Zone







13 NT-03-A-03 SEMI DETACHED,KIRKBY-IN-ASHFD NOTTINGHAMSHIRE

B6018 SUTTON ROAD

KIRKBY-IN-ASHFIELD

Edge of Town

Residential Zone


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



15 SF-03-A-01 SEMI DETACHED, IPSWICH SUFFOLK

A1156 FELIXSTOWE ROAD

RACECOURSE

IPSWICH


Residential Zone


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



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



18 SR-03-A-01 DETACHED, STIRLING STIRLING

BENVIEW

STIRLING


Residential Zone



19 WL-03-A-01 SEMI D./TERRACED W. BASSETT WILTSHIRE

MAPLE DRIVE

WOOTTON BASSETT

Edge of Town

Residential Zone







20 WM-03-A-03 MIXED HOUSING, COVENTRY WEST MIDLANDS

BASELEY WAY

ROWLEYS GREEN

COVENTRY

Edge of Town

Residential Zone






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





MULTI-MODAL OGVS






0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00

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











MULTI-MODAL PSVS






0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00

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











MULTI-MODAL CYCLISTS






0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00

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











MULTI-MODAL VEHICLE OCCUPANTS






0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00

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











MULTI-MODAL PEDESTRIANS






0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00

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











MULTI-MODAL PUBLIC TRANSPORT USERS






0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00

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











MULTI-MODAL TOTAL PEOPLE






0 0 0.000 0 0 0.000 0 0 0.00000:00 - 01:00

0 0 0.000 0 0 0.000 0 0 0.00001:00 - 02:00

0 0 0.000 0 0 0.000 0 0 0.00002:00 - 03:00

0 0 0.000 0 0 0.000 0 0 0.00003:00 - 04:00

0 0 0.000 0 0 0.000 0 0 0.00004:00 - 05:00

0 0 0.000 0 0 0.000 0 0 0.00005:00 - 06:00

0 0 0.000 0 0 0.000 0 0 0.00006:00 - 07:00

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







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


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


43UFGF 43UFGCMeadvale and St John's


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


43UFGF 43UFGNTadworth and Walton


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: [email protected] -------------------------------------------------------- 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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-------------------------------------------------------------------------------- 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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------------------------------------------------------------------------------------------------------------------*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)


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.


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


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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


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



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.


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


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-------------------------------------------------------------------------------- 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 *




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.


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


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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


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



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.


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


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-------------------------------------------------------------------------------- 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 *




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.


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


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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


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 *



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.


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


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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 *




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.


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


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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.


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


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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 ***




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.


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


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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 *




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.


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


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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 *




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.


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


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-------------------------------------------------------------------------------- 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: [email protected] -------------------------------------------------------- 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)


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

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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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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)


-------------------------------------------------------------------------------- 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


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-------------------------------------------------------------------------------- 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 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


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-------------------------------------------------------------------------------- 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 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


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-------------------------------------------------------------------------------- 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 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


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-------------------------------------------------------------------------------- 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 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


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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


Project Location

Banstead

Scale

NTS

Date

10 Dec 2012

Author

KRA

Address

Company


Project Name




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


1222.1

96.1%372

169


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


120.0

0.0%361

0.0

0.0%616


10.0

0.0%529


0.0

0.0%622

A

B

C

D

N

KEY


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


Project Location

Banstead

Scale

NTS

Date

26 Nov 2013

Author

KRA

Address

Company


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


1214.5

63.1%510

146


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


120.0

0.0%351

0.0

0.0%501


10.0

0.0%482


0.0

0.0%614

A

B

C

D

N

KEY


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


Project Location

Banstead

Scale

NTS

Date

10 Dec 2012

Author

KRA

Address

Company


Project Name




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


1242.4

102.9%510

146


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


120.0

0.0%348

0.0

0.0%490


10.0

0.0%471


0.0

0.0%600

A

B

C

D

N

KEY



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


Project Location

Banstead

Scale

NTS

Date

10 Dec 2012

Author

KRA

Address

Company


Project Name




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


1230.1

99.1%470

132


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


120.0

0.0%342

0.0

0.0%496


10.0

0.0%463


0.0

0.0%597

A

B

C

D

N

KEY


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


Project Location

Banstead

Scale

NTS

Date

10 Dec 2012

Author

KRA

Address

Company


Project Name




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


1224.3

95.7%441

130


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


120.0

0.0%339

0.0

0.0%497


10.0

0.0%443


0.0

0.0%582

A

B

C

D

N

KEY


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


Project Location

Banstead

Scale

NTS

Date

26 Nov 2013

Author

KRA

Address

Company


Project Name

3458 ProposedRedevelopment of the

Preston Estate, Banstead


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


1215.9

74.6%435

190


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


120.0

0.0%398

0.0

0.0%641


10.0

0.0%643


0.0

0.0%676

A

B

C

D

N

KEY


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


Project Location

Banstead

Scale

NTS

Date

10 Dec 2012

Author

KRA

Address

Company


Project Name




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


1251.7

107.8%435

190


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


120.0

0.0%376

0.0

0.0%593


10.0

0.0%609


0.0

0.0%633

A

B

C

D

N

KEY



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


Project Location

Banstead

Scale

NTS

Date

10 Dec 2012

Author

KRA

Address

Company


Project Name




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


1238.8

103.5%412

182


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


120.0

0.0%377

0.0

0.0%616


10.0

0.0%576


0.0

0.0%643

A

B

C

D

N

KEY


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


Project Location

Banstead

Scale

NTS

Date

10 Dec 2012

Author

KRA

Address

Company


Project Name




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


1230.9

101.0%391

177


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


120.0

0.0%381

0.0

0.0%642


10.0

0.0%555


0.0

0.0%649

A

B

C

D

N

KEY


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


123/1

3/2


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


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


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


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 - - - - - -


U 2 3 60.0 Inf - - - - - -

6/1 (A240 Reigate Road (S) Exit)

U 2 3 60.0 Inf - - - - - -


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


Traffic Lane Flows

Lane Scenario 1:

2012 AM


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


Lane Saturation Flows


Lane Lane Width

(m) Gradient

NearsideLane

Allowed Turns

TurningRadius

(m)

Turning Prop.

Sat Flow (PCU/Hr)

Flared Sat Flow

(PCU/Hr)


2.50 0.00 Y

Arm 6 Ahead

Inf 59.0 % 1774 1774

Arm 8 Left 12.00 41.0 %


2.50 0.00 Y Arm 6 Ahead

Inf 100.0 % 1865 1865


2.20 0.00 Y Arm 7 Right 8.00 100.0 % 1545 1545


2.20 0.00 Y

Arm 5 Ahead

Inf 75.8 % 1771 1771

Arm 7 Left 10.00 24.2 %


2.20 0.00 Y Arm 5 Ahead

Inf 100.0 % 1835 1835


2.20 0.00 Y Arm 8 Right 10.00 100.0 % 1596 1596


2.80 0.00 Y

Arm 5 Left 9.00 15.4 %

1837 1837 Arm 8 Ahead

215.00 84.6 %


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 %


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



6/1 (A240 Reigate Road (S) Exit Lane




7/1 (B2221 Great Tattenhams Exit

Lane 1) Infinite Saturation Flow Inf Inf

8/1 (B2221 Tattenham Way Exit Lane


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


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




Lane Lane Width

(m) Gradient

NearsideLane

Allowed Turns

TurningRadius

(m)

Turning Prop.

Sat Flow (PCU/Hr)

Flared Sat Flow

(PCU/Hr)


2.50 0.00 Y

Arm 6 Ahead

Inf 48.7 % 1753 1753

Arm 8 Left 12.00 51.3 %


2.50 0.00 Y Arm 6 Ahead

Inf 100.0 % 1865 1865


2.20 0.00 Y Arm 7 Right 8.00 100.0 % 1545 1545


2.20 0.00 Y

Arm 5 Ahead

Inf 55.7 % 1721 1721

Arm 7 Left 10.00 44.3 %


2.20 0.00 Y Arm 5 Ahead

Inf 100.0 % 1835 1835


2.20 0.00 Y Arm 8 Right 10.00 100.0 % 1596 1596


2.80 0.00 Y

Arm 5 Left 9.00 19.1 %

1827 1827 Arm 8 Ahead

215.00 80.9 %


2.80 0.00 Y Arm 6 Right 11.00 100.0 % 1668 1668


2.60 0.00 Y

Arm 6 Left 6.50 15.2 %

1811 1811 Arm 7 Ahead

Inf 84.8 %


2.60 0.00 Y Arm 5 Right 21.00 100.0 % 1750 1750













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


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




Lane Lane Width

(m) Gradient

NearsideLane

Allowed Turns

TurningRadius

(m)

Turning Prop.

Sat Flow (PCU/Hr)

Flared Sat Flow

(PCU/Hr)


2.50 0.00 Y

Arm 6 Ahead

Inf 58.9 % 1774 1774

Arm 8 Left 12.00 41.1 %


2.50 0.00 Y Arm 6 Ahead

Inf 100.0 % 1865 1865


2.20 0.00 Y Arm 7 Right 8.00 100.0 % 1545 1545


2.20 0.00 Y

Arm 5 Ahead

Inf 75.9 % 1771 1771

Arm 7 Left 10.00 24.1 %


2.20 0.00 Y Arm 5 Ahead

Inf 100.0 % 1835 1835


2.20 0.00 Y Arm 8 Right 10.00 100.0 % 1596 1596


2.80 0.00 Y

Arm 5 Left 9.00 15.4 %

1837 1837 Arm 8 Ahead

215.00 84.6 %


2.80 0.00 Y Arm 6 Right 11.00 100.0 % 1668 1668


2.60 0.00 Y

Arm 6 Left 6.50 15.0 %

1812 1812 Arm 7 Ahead

Inf 85.0 %


2.60 0.00 Y Arm 5 Right 21.00 100.0 % 1750 1750













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


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




Lane Lane Width

(m) Gradient

NearsideLane

Allowed Turns

TurningRadius

(m)

Turning Prop.

Sat Flow (PCU/Hr)

Flared Sat Flow

(PCU/Hr)


2.50 0.00 Y

Arm 6 Ahead

Inf 49.0 % 1753 1753

Arm 8 Left 12.00 51.0 %


2.50 0.00 Y Arm 6 Ahead

Inf 100.0 % 1865 1865


2.20 0.00 Y Arm 7 Right 8.00 100.0 % 1545 1545


2.20 0.00 Y

Arm 5 Ahead

Inf 56.1 % 1722 1722

Arm 7 Left 10.00 43.9 %


2.20 0.00 Y Arm 5 Ahead

Inf 100.0 % 1835 1835


2.20 0.00 Y Arm 8 Right 10.00 100.0 % 1596 1596


2.80 0.00 Y

Arm 5 Left 9.00 19.2 %

1826 1826 Arm 8 Ahead

215.00 80.8 %


2.80 0.00 Y Arm 6 Right 11.00 100.0 % 1668 1668


2.60 0.00 Y

Arm 6 Left 6.50 15.3 %

1811 1811 Arm 7 Ahead

Inf 84.7 %


2.60 0.00 Y Arm 5 Right 21.00 100.0 % 1750 1750













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


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




Lane Lane Width

(m) Gradient

NearsideLane

Allowed Turns

TurningRadius

(m)

Turning Prop.

Sat Flow (PCU/Hr)

Flared Sat Flow

(PCU/Hr)


2.50 0.00 Y

Arm 6 Ahead

Inf 59.1 % 1774 1774

Arm 8 Left 12.00 40.9 %


2.50 0.00 Y Arm 6 Ahead

Inf 100.0 % 1865 1865


2.20 0.00 Y Arm 7 Right 8.00 100.0 % 1545 1545


2.20 0.00 Y

Arm 5 Ahead

Inf 75.3 % 1769 1769

Arm 7 Left 10.00 24.7 %


2.20 0.00 Y Arm 5 Ahead

Inf 100.0 % 1835 1835


2.20 0.00 Y Arm 8 Right 10.00 100.0 % 1596 1596


2.80 0.00 Y

Arm 5 Left 9.00 17.4 %

1831 1831 Arm 8 Ahead

215.00 82.6 %


2.80 0.00 Y Arm 6 Right 11.00 100.0 % 1668 1668


2.60 0.00 Y

Arm 6 Left 6.50 14.6 %

1814 1814 Arm 7 Ahead

Inf 85.4 %


2.60 0.00 Y Arm 5 Right 21.00 100.0 % 1750 1750













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


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




Lane Lane Width

(m) Gradient

NearsideLane

Allowed Turns

TurningRadius

(m)

Turning Prop.

Sat Flow (PCU/Hr)

Flared Sat Flow

(PCU/Hr)


2.50 0.00 Y

Arm 6 Ahead

Inf 49.6 % 1755 1755

Arm 8 Left 12.00 50.4 %


2.50 0.00 Y Arm 6 Ahead

Inf 100.0 % 1865 1865


2.20 0.00 Y Arm 7 Right 8.00 100.0 % 1545 1545


2.20 0.00 Y

Arm 5 Ahead

Inf 55.2 % 1720 1720

Arm 7 Left 10.00 44.8 %


2.20 0.00 Y Arm 5 Ahead

Inf 100.0 % 1835 1835


2.20 0.00 Y Arm 8 Right 10.00 100.0 % 1596 1596


2.80 0.00 Y

Arm 5 Left 9.00 20.1 %

1824 1824 Arm 8 Ahead

215.00 79.9 %


2.80 0.00 Y Arm 6 Right 11.00 100.0 % 1668 1668


2.60 0.00 Y

Arm 6 Left 6.50 14.6 %

1814 1814 Arm 7 Ahead

Inf 85.4 %


2.60 0.00 Y Arm 5 Right 21.00 100.0 % 1750 1750













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


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




Lane Lane Width

(m) Gradient

NearsideLane

Allowed Turns

TurningRadius

(m)

Turning Prop.

Sat Flow (PCU/Hr)

Flared Sat Flow

(PCU/Hr)


2.50 0.00 Y

Arm 6 Ahead

Inf 59.5 % 1775 1775

Arm 8 Left 12.00 40.5 %


2.50 0.00 Y Arm 6 Ahead

Inf 100.0 % 1865 1865


2.20 0.00 Y Arm 7 Right 8.00 100.0 % 1545 1545


2.20 0.00 Y

Arm 5 Ahead

Inf 74.2 % 1767 1767

Arm 7 Left 10.00 25.8 %


2.20 0.00 Y Arm 5 Ahead

Inf 100.0 % 1835 1835


2.20 0.00 Y Arm 8 Right 10.00 100.0 % 1596 1596


2.80 0.00 Y

Arm 5 Left 9.00 20.6 %

1822 1822 Arm 8 Ahead

215.00 79.4 %


2.80 0.00 Y Arm 6 Right 11.00 100.0 % 1668 1668


2.60 0.00 Y

Arm 6 Left 6.50 14.3 %

1815 1815 Arm 7 Ahead

Inf 85.7 %


2.60 0.00 Y Arm 5 Right 21.00 100.0 % 1750 1750













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


devt


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




Lane Lane Width

(m) Gradient

NearsideLane

Allowed Turns

TurningRadius

(m)

Turning Prop.

Sat Flow (PCU/Hr)

Flared Sat Flow

(PCU/Hr)


2.50 0.00 Y

Arm 6 Ahead

Inf 50.3 % 1756 1756

Arm 8 Left 12.00 49.7 %


2.50 0.00 Y Arm 6 Ahead

Inf 100.0 % 1865 1865


2.20 0.00 Y Arm 7 Right 8.00 100.0 % 1545 1545


2.20 0.00 Y

Arm 5 Ahead

Inf 53.1 % 1714 1714

Arm 7 Left 10.00 46.9 %


2.20 0.00 Y Arm 5 Ahead

Inf 100.0 % 1835 1835


2.20 0.00 Y Arm 8 Right 10.00 100.0 % 1596 1596


2.80 0.00 Y

Arm 5 Left 9.00 22.1 %

1818 1818 Arm 8 Ahead

215.00 77.9 %


2.80 0.00 Y Arm 6 Right 11.00 100.0 % 1668 1668


2.60 0.00 Y

Arm 6 Left 6.50 14.0 %

1816 1816 Arm 7 Ahead

Inf 86.0 %


2.60 0.00 Y Arm 5 Right 21.00 100.0 % 1750 1750













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



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


121

C 1C


12 1

D1D

Arm

5 - A240 R

eigate Road (N

) Exit

1 2

Arm

6 - A240 R

eigate Road (S

) Exit

12


1


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 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%


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%


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%


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%


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)


- - 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 1 2 3 1 2 3 4

Duration 34 32 32 36 25 18 8

Change Point 0 48 86 125 166 197 222


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




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


121

C 1C


12 1

D1D

Arm

5 - A240 R

eigate Road (N

) Exit

1 2

Arm

6 - A240 R

eigate Road (S

) Exit

12


1


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



Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)


- - 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%



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%



U+O 1 N/A B 2 70 - 456 1835:1596 556 82.0%

3/1+3/2 B2221 Great


U 1 N/A C 2 57 - 541 1827:1668 563 96.1%

4/1+4/2 B2221


U 1 N/A D 2 50 - 431 1811:1750 454 95.0%


U N/A N/A - - - - 299 Inf Inf 0.0%


U N/A N/A - - - - 471 Inf Inf 0.0%


U N/A N/A - - - - 361 Inf Inf 0.0%


U N/A N/A - - - - 616 Inf Inf 0.0%

7/1 B2221 Great


8/1 B2221

Tattenham Way Exit

U N/A N/A - - - - 622 Inf Inf 0.0%









Total Delay (pcuHr)






- - 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


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 1 2 3 1 2 3 4

Duration 28 35 34 29 32 19 8

Change Point 0 42 83 124 158 196 222


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




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


121

C 1C


12 1

D1D

Arm

5 - A240 R

eigate Road (N

) Exit

1 2

Arm

6 - A240 R

eigate Road (S

) Exit

12


1


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



Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)


- - 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%



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%



U+O 1 N/A B 2 57 - 434 1835:1596 458 94.7%

3/1+3/2 B2221 Great


U 1 N/A C 2 67 - 571 1837:1668 596 95.7%

4/1+4/2 B2221


U 1 N/A D 2 53 - 585 1812:1750 609 96.1%


U N/A N/A - - - - 459 Inf Inf 0.0%


U N/A N/A - - - - 547 Inf Inf 0.0%


U N/A N/A - - - - 339 Inf Inf 0.0%


U N/A N/A - - - - 497 Inf Inf 0.0%

7/1 B2221 Great


8/1 B2221

Tattenham Way Exit

U N/A N/A - - - - 582 Inf Inf 0.0%









Total Delay (pcuHr)






- - 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


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 1 2 3 1 2 3 4

Duration 36 32 31 34 25 19 8

Change Point 0 50 88 126 165 196 222


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




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


121

C 1C


12 1

D1D

Arm

5 - A240 R

eigate Road (N

) Exit

1 2

Arm

6 - A240 R

eigate Road (S

) Exit

12


1


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



Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)


- - 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%



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%



U+O 1 N/A B 2 70 - 475 1835:1596 550 86.4%

3/1+3/2 B2221 Great


U 1 N/A C 2 57 - 568 1826:1668 562 101.0%

4/1+4/2 B2221


U 1 N/A D 2 50 - 453 1811:1750 454 99.7%


U N/A N/A - - - - 318 Inf Inf 0.0%


U N/A N/A - - - - 491 Inf Inf 0.0%


U N/A N/A - - - - 382 Inf Inf 0.0%


U N/A N/A - - - - 644 Inf Inf 0.0%

7/1 B2221 Great


8/1 B2221

Tattenham Way Exit

U N/A N/A - - - - 653 Inf Inf 0.0%









Total Delay (pcuHr)






- - 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


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 1 2 3 1 2 3 4

Duration 28 38 34 27 31 19 8

Change Point 0 42 86 127 159 196 222


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




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


121

C 1C


12 1

D1D

Arm

5 - A240 R

eigate Road (N

) Exit

1 2

Arm

6 - A240 R

eigate Road (S

) Exit

12


1


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



Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)


- - 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%



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%



U+O 1 N/A B 2 55 - 435 1835:1596 443 98.1%

3/1+3/2 B2221 Great


U 1 N/A C 2 69 - 602 1831:1668 607 99.1%

4/1+4/2 B2221


U 1 N/A D 2 53 - 596 1814:1750 603 98.8%


U N/A N/A - - - - 465 Inf Inf 0.0%


U N/A N/A - - - - 555 Inf Inf 0.0%


U N/A N/A - - - - 342 Inf Inf 0.0%


U N/A N/A - - - - 496 Inf Inf 0.0%

7/1 B2221 Great


8/1 B2221

Tattenham Way Exit

U N/A N/A - - - - 597 Inf Inf 0.0%









Total Delay (pcuHr)






- - 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


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 1 2 3 1 2 3 4

Duration 35 32 29 33 27 21 8

Change Point 0 49 87 123 161 194 222


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




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


121

C 1C


12 1

D1D

Arm

5 - A240 R

eigate Road (N

) Exit

1 2

Arm

6 - A240 R

eigate Road (S

) Exit

12


1


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



Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)


- - 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%



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%



U+O 1 N/A B 2 68 - 477 1835:1596 537 88.8%

3/1+3/2 B2221 Great


U 1 N/A C 2 59 - 594 1824:1668 574 103.5%

4/1+4/2 B2221


U 1 N/A D 2 50 - 471 1814:1750 452 104.3%


U N/A N/A - - - - 320 Inf Inf 0.0%


U N/A N/A - - - - 497 Inf Inf 0.0%


U N/A N/A - - - - 392 Inf Inf 0.0%


U N/A N/A - - - - 639 Inf Inf 0.0%

7/1 B2221 Great


8/1 B2221

Tattenham Way Exit

U N/A N/A - - - - 666 Inf Inf 0.0%









Total Delay (pcuHr)






- - 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


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 1 2 3 1 2 3 4

Duration 28 39 31 25 34 20 8

Change Point 0 42 87 125 155 195 222


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




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


121

C 1C


12 1

D1D

Arm

5 - A240 R

eigate Road (N

) Exit

1 2

Arm

6 - A240 R

eigate Road (S

) Exit

12


1


1

A

B

C

D


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



Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)


- - 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%



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%



U+O 1 N/A B 2 53 - 438 1835:1596 428 102.3%

3/1+3/2 B2221 Great


U 1 N/A C 2 73 - 656 1822:1668 637 102.9%

4/1+4/2 B2221


U 1 N/A D 2 51 - 602 1815:1750 585 102.9%


U N/A N/A - - - - 474 Inf Inf 0.0%


U N/A N/A - - - - 569 Inf Inf 0.0%


U N/A N/A - - - - 353 Inf Inf 0.0%


U N/A N/A - - - - 499 Inf Inf 0.0%

7/1 B2221 Great


8/1 B2221

Tattenham Way Exit

U N/A N/A - - - - 614 Inf Inf 0.0%









Total Delay (pcuHr)






- - 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


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 1 2 3 1 2 3 4

Duration 34 29 32 33 31 18 8

Change Point 0 48 83 122 160 197 222


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




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


121

C 1C


12 1

D1D

Arm

5 - A240 R

eigate Road (N

) Exit

1 2

Arm

6 - A240 R

eigate Road (S

) Exit

12


1


1

A

B

C

D


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



Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)


- - 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%



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%



U+O 1 N/A B 2 67 - 481 1835:1596 531 90.6%

3/1+3/2 B2221 Great


U 1 N/A C 2 60 - 625 1818:1668 580 107.8%

4/1+4/2 B2221


U 1 N/A D 2 50 - 486 1816:1750 449 108.1%


U N/A N/A - - - - 322 Inf Inf 0.0%


U N/A N/A - - - - 508 Inf Inf 0.0%


U N/A N/A - - - - 403 Inf Inf 0.0%


U N/A N/A - - - - 636 Inf Inf 0.0%

7/1 B2221 Great


8/1 B2221

Tattenham Way Exit

U N/A N/A - - - - 676 Inf Inf 0.0%









Total Delay (pcuHr)






- - 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


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


123/1

3/2


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


17/1


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


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)


7/1 (Right) 1440 0 2/1 1.09 All

2.50 - 0.50 3 2.00 2/2 1.09 All


8/1 (Right) 1440 0 1/1 1.09 All

2.66 - 0.50 3 2.00 1/2 1.09 All


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


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


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


U C 2 3 60.0 Geom - 2.80 0.00 Y

Arm 5 Left

9.00

Arm 8 Ahead

215.00


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


U 2 3 60.0 Inf - - - - - -


U 2 3 60.0 Inf - - - - - -


U 2 3 60.0 Inf - - - - - -


U 2 3 60.0 Inf - - - - - -

7/1 (B2221 Great Tattenhams

Exit)

U 2 3 60.0 Inf - - - - - -


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


Traffic Lane Flows

Lane

Scenario 1: 2017 AM


devt


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




Lane Lane Width

(m) Gradient

NearsideLane

Allowed Turns

TurningRadius

(m)

Turning Prop.

Sat Flow (PCU/Hr)

Flared Sat Flow

(PCU/Hr)


2.50 0.00 Y

Arm 6 Ahead

Inf 59.3 % 1775 1775

Arm 8 Left 12.00 40.7 %


2.50 0.00 Y Arm 6 Ahead

Inf 100.0 % 1865 1865


2.20 0.00 Y Arm 7 Right 8.00 100.0 % 1545 1545


2.20 0.00 Y

Arm 5 Ahead

Inf 74.1 % 1766 1766

Arm 7 Left 10.00 25.9 %


2.20 0.00 Y Arm 5 Ahead

Inf 100.0 % 1835 1835


2.20 0.00 Y Arm 8 Right 10.00 100.0 % 1596 1596


2.80 0.00 Y

Arm 5 Left 9.00 20.6 %

1822 1822 Arm 8 Ahead

215.00 79.4 %


2.80 0.00 Y Arm 6 Right 11.00 100.0 % 1668 1668


2.60 0.00 Y

Arm 6 Left 6.50 14.3 %

1815 1815 Arm 7 Ahead

Inf 85.7 %


2.60 0.00 Y Arm 5 Right 21.00 100.0 % 1750 1750













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


devt


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




Lane Lane Width

(m) Gradient

NearsideLane

Allowed Turns

TurningRadius

(m)

Turning Prop.

Sat Flow (PCU/Hr)

Flared Sat Flow

(PCU/Hr)


2.50 0.00 Y

Arm 6 Ahead

Inf 49.8 % 1755 1755

Arm 8 Left 12.00 50.2 %


2.50 0.00 Y Arm 6 Ahead

Inf 100.0 % 1865 1865


2.20 0.00 Y Arm 7 Right 8.00 100.0 % 1545 1545


2.20 0.00 Y

Arm 5 Ahead

Inf 51.9 % 1711 1711

Arm 7 Left 10.00 48.1 %


2.20 0.00 Y Arm 5 Ahead

Inf 100.0 % 1835 1835


2.20 0.00 Y Arm 8 Right 10.00 100.0 % 1596 1596


2.80 0.00 Y

Arm 5 Left 9.00 22.1 %

1818 1818 Arm 8 Ahead

215.00 77.9 %


2.80 0.00 Y Arm 6 Right 11.00 100.0 % 1668 1668


2.60 0.00 Y

Arm 6 Left 6.50 14.0 %

1816 1816 Arm 7 Ahead

Inf 86.0 %


2.60 0.00 Y Arm 5 Right 21.00 100.0 % 1750 1750













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 1 2 3 1 2 3 5

Duration 26 68 4 39 39 4 8

Change Point 0 40 115 124 168 214 223


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



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


121

C 1C

I


12 1

D1D

Arm

5 - A240 R

eigate Road (N

) Exit

1 2

Arm

6 - A240 R

eigate Road (S

) Exit

12


1


1

A

B

C

D


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



Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)


- - 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%



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%



U+O 1 N/A B 2 65 - 439 1835:1596 519 84.6%

3/1+3/2 B2221 Great


U+O 1 N/A C I 2 127 8 656 1822:1668 1039 63.1%

4/1+4/2 B2221


U+O 1 N/A D 2 107 - 602 1815:1750 723 83.2%


U N/A N/A - - - - 473 Inf Inf 0.0%


U N/A N/A - - - - 570 Inf Inf 0.0%


U N/A N/A - - - - 351 Inf Inf 0.0%


U N/A N/A - - - - 501 Inf Inf 0.0%

7/1 B2221 Great


8/1 B2221

Tattenham Way Exit

U N/A N/A - - - - 614 Inf Inf 0.0%









Total Delay (pcuHr)






- - 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 1 2 3 1 2 3 5

Duration 41 51 4 56 24 4 8

Change Point 0 55 113 122 183 214 223


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



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


121

C 1C

I


12 1

D1D

Arm

5 - A240 R

eigate Road (N

) Exit

1 2

Arm

6 - A240 R

eigate Road (S

) Exit

12


1


1

A

B

C

D


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



Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)


- - 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%



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%



U+O 1 N/A B 2 97 - 492 1835:1596 764 64.4%

3/1+3/2 B2221 Great


U+O 1 N/A C I 2 95 8 625 1818:1668 838 74.6%

4/1+4/2 B2221


U+O 1 N/A D 2 75 - 486 1816:1750 637 76.3%


U N/A N/A - - - - 311 Inf Inf 0.0%


U N/A N/A - - - - 519 Inf Inf 0.0%


U N/A N/A - - - - 398 Inf Inf 0.0%


U N/A N/A - - - - 641 Inf Inf 0.0%

7/1 B2221 Great


8/1 B2221

Tattenham Way Exit

U N/A N/A - - - - 676 Inf Inf 0.0%









Total Delay (pcuHr)






- - 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




Car Going ahead other N-S Front N 83 Drv Serious F 83

______________________________________________________________________________________________________

Report Date

ACCIDENT selected where: TRUE 24/09/2013



______________________________________________________________________________________________________




______________________________________________________________________________________________________



______________________________________________________________________________________________________

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


C/way Haz: ~None

Spec Cond: ~None




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


R.S.C.: Wet/Damp

Weather: Fine with High Winds

C/way Haz: ~None

Spec Cond: ~None




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




______________________________________________________________________________________________________




______________________________________________________________________________________________________



______________________________________________________________________________________________________

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


R.S.C.: Wet/Damp

Weather: Raining (no high wind)

C/way Haz: ~None

Spec Cond: ~None




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



Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




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




______________________________________________________________________________________________________




______________________________________________________________________________________________________



______________________________________________________________________________________________________

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 Control:

Speed Limit: 30 mph

Site Conditions


R.S.C.: Wet/Damp


C/way Haz: ~None

Spec Cond: ~None




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 Control:

Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




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




______________________________________________________________________________________________________




______________________________________________________________________________________________________



______________________________________________________________________________________________________

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



Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




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.



Speed Limit: 30 mph

Site Conditions


R.S.C.: Wet/Damp


C/way Haz: ~None

Spec Cond: ~None




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




______________________________________________________________________________________________________




______________________________________________________________________________________________________



______________________________________________________________________________________________________

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


Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




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 Control:

Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




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




______________________________________________________________________________________________________




______________________________________________________________________________________________________



______________________________________________________________________________________________________

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 Control:

Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




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 Control:

Speed Limit: 30 mph

Site Conditions


R.S.C.: Wet/Damp


C/way Haz: ~None

Spec Cond: ~None




Car Going ahead left hand bend W-E Front Y 99 Ped NE Serious M 49

______________________________________________________________________________________________________

Report Date




______________________________________________________________________________________________________




______________________________________________________________________________________________________



______________________________________________________________________________________________________

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 Control:

Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




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 Control:

Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




Car Going ahead other E-W Front Y 78 Drv Slight F 78

Pas Slight F 52


______________________________________________________________________________________________________

Report Date




______________________________________________________________________________________________________




______________________________________________________________________________________________________



______________________________________________________________________________________________________

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 Control:

Speed Limit: 30 mph

Site Conditions


R.S.C.: Wet/Damp


C/way Haz: ~None

Spec Cond: ~None




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.



Speed Limit: 30 mph

Site Conditions


R.S.C.: Wet/Damp


C/way Haz: ~None

Spec Cond: ~None




Car Going ahead left hand bend W-NE Front N 42 Drv Slight M 42

______________________________________________________________________________________________________

Report Date




______________________________________________________________________________________________________




______________________________________________________________________________________________________



______________________________________________________________________________________________________

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



Speed Limit: 30 mph

Site Conditions


R.S.C.: Wet/Damp


C/way Haz: ~None

Spec Cond: ~None




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 Control:

Speed Limit: 40 mph

Site Conditions

Light: LIGHT-Lighting Unk

R.S.C.: Dry

Weather: ~Unknown

C/way Haz: ~None

Spec Cond: ~None




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




______________________________________________________________________________________________________




______________________________________________________________________________________________________



______________________________________________________________________________________________________

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



Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




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 Control:

Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




P/C Going ahead other NE-SW O/side N 35 Drv Slight M 35

Car Going ahead other NE-SW N/side N

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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.



Speed Limit: 30 mph

Site Conditions

Light: DARK-No street lights

R.S.C.: Wet/Damp


C/way Haz: ~None

Spec Cond: ~None




Car Turning Left E-S Front N 44

P/C Going ahead other E-W Front N 45 Drv Slight M 45

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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 Control:

Speed Limit: 30 mph

Site Conditions


R.S.C.: Wet/Damp


C/way Haz: ~None

Spec Cond: ~None




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

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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.



Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




Car Going ahead other E-W N/side N 64 Ped N Slight M 18

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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



Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




OtherMV Going ahead other S-N Back Y

Car Going ahead other N-S None N 27 Drv Slight F 27

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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


Speed Limit: 30 mph

Site Conditions


R.S.C.: Wet/Damp


C/way Haz: ~None

Spec Cond: ~None




Car Turning Right E-S Front Y 69 Drv Slight F 69

Car Parked Parked O/side N

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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 Control:

Speed Limit: 30 mph

Site Conditions


R.S.C.: Wet/Damp

Weather: Fine with High Winds

C/way Haz: ~None

Spec Cond: ~None




Car Going ahead other S-N N/side N Ped S Slight M 34

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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 Control:

Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




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

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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 Control:

Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




Car Going ahead other NE-SW Front Y 21 Drv Slight F 21

Car Parked Parked Back N

Car Parked Parked Back N 37

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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


C/way Haz: ~None

Spec Cond: ~None




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

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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 Control:

Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




Car Going ahead other SW-NE None N 18 Drv Slight M 18

Car Parked Parked Front N


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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.



Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




Car Turning Left SW-NE Front N 32

Car Going ahead other NE-SW Front N 22 Drv Slight F 22

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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



Speed Limit: 30 mph

Site Conditions


R.S.C.: Wet/Damp


C/way Haz: ~None

Spec Cond: ~None




Car Going ahead other W-E N/side N 35 Ped W Slight M 99

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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 Control:

Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




Car Parked E-W Back N 79

Car Going ahead other Parked Front N 80 Drv Slight M 80

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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.



Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




Car Going ahead other N-S N/side N 36 Ped W Slight M 14

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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.


Speed Limit: 30 mph

Site Conditions


R.S.C.: Wet/Damp


C/way Haz: ~None

Spec Cond: ~None




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

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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.



Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




Car Reversing S-N Back N 57

M/C<=125 Going ahead other N-S Front N 27 Drv Serious M 27

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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



Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




Car Turning Left NW-NE O/side N 18

Car Slowing or Stopping NE-SW O/side N 29 Drv Slight M 29

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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 Control:

Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




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

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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



Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




MGV Starting NW-SW Front N 23

M/C>500 Going ahead other SE-NW Front Y 30 Drv Slight M 30

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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



Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




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




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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



Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




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

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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 Control:

Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




Car Parked Parked N/side N 28 Drv Slight F 28

Car Going ahead other N-S O/side N 99

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Report Date




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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


R.S.C.: Wet/Damp

Weather: Raining with High Winds

C/way Haz: ~None

Spec Cond: ~None




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

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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 Control:

Speed Limit: 30 mph

Site Conditions


R.S.C.: Wet/Damp


C/way Haz: ~None

Spec Cond: ~None




Car Going ahead other W-E None N 47 Ped Stat Slight F 18

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Report Date




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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.


C/way Haz: ~None

Spec Cond: ~None




Car Going ahead other SW-NE Front N 21 Ped NE Slight F 11

Ped NE Serious F 11

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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


Speed Limit: 30 mph

Site Conditions


R.S.C.: Wet/Damp


C/way Haz: ~None

Spec Cond: ~None




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




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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 Control:

Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




LGV Going ahead other N-S N/side N 99 Ped Stat Slight F 26

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RE71669/12 05/05/2012 D1043 PRESTON LANE TADWORTH V1 SPEEDING HITS V2 HEAD ON.

Saturday

0930

Grid Ref: 523357 157124


Jct Control:

Speed Limit: 30 mph

Site Conditions


R.S.C.: Wet/Damp


C/way Haz: ~None

Spec Cond: ~None




Car Going ahead other W-E Front N 34

Car Going ahead other E-W Front N 21 Drv Slight M 21

______________________________________________________________________________________________________

Report Date




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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



Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




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



Speed Limit: 30 mph

Site Conditions


R.S.C.: Wet/Damp


C/way Haz: ~None

Spec Cond: ~None




Moped Going ahead other W-E Front N 16 Drv Slight M 16

LGV Turning Right N-S O/side N 23

______________________________________________________________________________________________________

Report Date




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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 Control:

Speed Limit: 30 mph

Site Conditions

Light: LIGHT-Lighting Unk

R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




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



Speed Limit: 30 mph

Site Conditions


R.S.C.: Dry


C/way Haz: ~None

Spec Cond: ~None




Moped Going ahead other N-S Front Y 17 Drv Slight M 17

Car Starting E-W Front N 25

______________________________________________________________________________________________________

Report Date




______________________________________________________________________________________________________




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______________________________________________________________________________________________________

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



Speed Limit: 30 mph

Site Conditions


R.S.C.: Wet/Damp

Weather: ~Unknown

C/way Haz: ~None

Spec Cond: ~None




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


for proposed residential development the … civil engineering ~ highways ~ transportation ~ flood...

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