proposed mixed use development denton rock alphagate drive, denton transport...

PROPOSED MIXED USE DEVELOPMENT

DENTON ROCK

ALPHAGATE DRIVE, DENTON

TRANSPORT ASSESSMENT

PREPARED ON BEHALF OF:

HARRISSON DEVELOPMENTS HOLDINGS LTD

Windsor House

5a King Street

Newcastle under Lyme

ST5 1EH

Proposed Mixed Use Development Denton Rock, Denton

Transport Assessment

June 2012

CONTENTS

EXECUTIVE SUMMARY

1.0 INTRODUCTION

1.1 Brief 1.2 Structure

2.0 THE DEVELOPMENT SITE

2.1 Site and Surrounding Area 2.2 Existing Site Access 2.3 Local Highway Network 2.4 Accessibility by Sustainable Modes of Transport

3.0 THE PROPOSED DEVELOPMENT

3.1 Overview 3.2 Proposed Means of Access 3.3 Car Parking Proposals 3.4 Servicing Arrangements 3.5 Accessibility Appraisal

4.0 BASELINE TRAFFIC CONDITIONS

4.1 Observed Traffic Flows 4.2 Accident Analysis 4.3 Assessment Years 4.4 Committed Development

5.0 Local and National Policy

5.1 Local Policy 5.2 National Policy

6.0 DEVELOPMENT TRIP ATTRACTION AND DISTRIBUTION AND ASSIGNMENT

6.1 Overview 6.2 Trip Rates 6.3 Non-primary Trips 6.4 Trip Distribution and Assignment 6.5 Multi Modal Review

7.0 IMPACT OF THE DEVELOPMENT PROPOSALS & OPERATIONAL ASSESSMENT OF THE LOCAL HIGHWAY NETWORK

7.1 Development Traffic Flows (36 Residential Units Only) 7.2 Relative and Absolute Impact

8.0 SUMMARY & CONCLUSIONS

8.1 Summary 8.2 Conclusions



June 2012

TABLES

2-1 Bus Service Frequency and Routes

4-1 Alphagate Drive / Manchester Road (S) 2012 Peak Hour Summary (PCU’s)

4-2 Alphagate Drive / Manchester Road (S) 2012 Assessment Hour Summary

(PCU’s)

4-3 Manchester Road North and South junction with Oldham Street 2008 Peak

Hour Summary (PCU’s)

4-4 2008 Peak Hour to 2012 Peak Hour Comparison

4-5 Growth Factors to Assessment Years

6-1 KFC Restaurant Traffic Attraction (295 Sq.m)

6-2 Family Play Centre Traffic Attraction

6-3 Trip Type Summary

6-4 Trip Distribution

6-5 Mode Split Summary

7-1 2013 Traffic Impact at Manchester Road / Oldham Street

7-2 2013 Traffic Impact at Manchester Road / Alphagate Drive

FIGURES

2.1 Site Location 2.2 Local Highway Network 2.3 2Km Pedestrian Walk Catchment 2.4 Local Cycle Network Infrastructure 2.5 5Km Cycle Catchment 2.6 Local Bus Stop Locations and Services 4.1 2008 Surveyed Traffic Flows 4.2 2012 Surveyed Traffic Flows 4.3 Accident Analysis Map 4.4 2013 Base Traffic Flows 4.5 2018 Base Traffic Flows 6.1 Trip Distribution 6.2 Trip Assignment 7.1 2013 Base + Development Traffic 7.2 2018 Base + Development Traffic 7.3 2013 Proportional Increase 7.4 2018 Proportional Increase

APPENDICES

A Site Layout Drawings 042-01/GA-05 & Redfern Architectural Services

drawings

B Site Access Drawing 042-01/GA-06

C Track Plot Analysis 042-01/ATR-01 & 042-01/ATR-03

D Traffic Survey Data

E Tempro Growth Factors



June 2012

EXECUTIVE SUMMARY

This Transport Statement (TS) has been prepared by Cameron Rose Associates on behalf of Harrisson Developments Holdings Ltd in order to examine the highway and transportation matters associated with the proposed mixed use development accessed from Alphagate Drive in Denton. The mixed use development will comprise of an independent family play centre adjacent to a KFC Restaurant with a drive-thru facility; which is the subject of an independent planning application submission.

Vehicular access to the development would be gained from the priority controlled T-junction of Alphagate Drive and Manchester Road (S). Off-site highway works to the site access from Alphagate Drive to be implemented as part of the KFC Restaurant submission will reduce the width of the bell mouth and improve the pedestrian and cycle routes which run parallel to the site along the southern boundary.

The proposed development will promote accessibility by all modes of travel, in particular public transport, cycling and walking through its location; as it is within easy walking and cycling distance of local residential areas and commercial, retail and leisure land uses. Passenger transport services are located within 220 metres of the proposed development site and benefit from regular bus services.

A review of the operational safety of the local highway network by way of an accident analysis; has not identified any areas of accident clustering within the study area. Indeed it has been concluded that the local traffic signal junction of Manchester Road / Oldham Street operates at a lower accident occurrence level than would normally be expected for a junction of this nature. It is therefore concluded that the development proposals are unlikely to have a significant impact on the operational safety of the network.

A review of Local and National planning policy identifies that this site and the associated development proposals accord with the policies defined there in. The recently published National Planning Policy Framework (NPPF) states that ‘Development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe’. This report has assessed the matter of residual cumulative impacts and found the development proposals do not result in a level of impact that can be considered severe.

Consideration of the impacts of residual trips from the proposed development has been assessed through proportional impact assessment of the local highway network. It has been found that the proposed development could be accommodated on the local highway network without any notable impacts to the operational performance, which would lead to an increase in queuing and delay.

In conclusion it has been found that the proposed mixed use development comprising a family play centre and a KFC Restaurant; will not impact on the local highway network, is well located to encourage travel by sustainable modes of travel and accords with Local and National planning policy.

It is therefore proposed that there are no overriding reasons preventing the Local Planning Authority from recognising that the proposal is acceptable with regard to the local highway network.



June 2012

1.0 INTRODUCTION

1.1 Brief

1.1.1 This Transport Assessment (TA) has been prepared by Cameron Rose Associates on behalf of Harrisson Developments Holdings Ltd in order to examine the highway and transportation issues associated with the proposed mixed use development at the Denton Rock site accessed from Alphagate Drive.

1.1.2 The mixed use development would be anchored by a new KFC Restaurant with Drive-Thru facilities, which is the subject to a separate planning application. Alongside this would be the proposed play centre and coffee shop facility, as presented in this planning application package.

1.1.3 This report has been prepared in line with government guidance set out in the Department for Transport’s ‘Guidance on Transport Assessment’ (2007) and seeks to allow the transport implications of the proposed mixed use development to be properly considered.

1.1.4 Where appropriate, the TA process identifies suitable measures to achieve a more sustainable and environmentally sound outcome, and address issues likely to be of concern to the local traffic authority in performing their network management duties.

1.2 Structure

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

•••• Section 2.0 considers the location of the development site, the local highway network and the existing infrastructure provision associated with sustainable means of transport within close proximity to the development site;

•••• Section 3.0 sets out the details of the development proposal with regard to site access, and site layout;

•••• Section 4.0 presents the baseline conditions of the local highway network including traffic flows and accident history records of the local study area. Furthermore this section identifies committed development traffic flows and predicted growth rates derived in accordance with the Tempro modelling process;

•••• Section 5.0 identifies local and national planning policy with regard to the traffic and transportation matters and examines how the development site accords with the policy;

•••• Section 6.0 identifies the potential trip attraction of the proposed development and how this increase in traffic flow has been distributed on to the local highway network. In addition an examination of the non-primary trip allocations is presented;

•••• Section 7.0 details the proportional impact assessments of the traffic attracted to the proposed mixed use development and considers the findings with due regard to the planning policy detailed in Section 5.0; and

•••• Section 8.0 provides a summary and conclusion to the report derived from the analysis presented in the above chapters.



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1.2.2 The content of this report has been agreed with Tameside Metropolitan Borough Council prior to commencement by way of scoping discussions during May 2012.

1.2.3 This report has been prepared solely in connection with the proposed development as stated above. As such, no responsibility is accepted to any third party for all or any part of this report, or in connection with any other development.



June 2012

2.0 THE DEVELOPMENT SITE

2.1 Site and Surrounding Area

2.1.1 The proposed development site is currently laid as a cleared site and has been maintained in a good condition, which has prevented overgrowth to take hold or littering to occur. The site is therefore an attractive plot alongside the local and strategic highway network and can be considered as a site with development potential

2.1.2 The location of the site in relation to the local and wider environs is illustrated in Figure 2.1.

2.1.3 The site is located to the west of Denton and is boarded to the west by the M60 Manchester Circular, to the north by the M67 Manchester to Mottram motorway link. To the south the site boundary is defined by a footway / cyleway and beyond this a Premier Inn.

2.1.4 In addition to the Premier Inn, the site is located within an enclave providing two commercial / residential blocks, a car showroom and a Brewers Fayre public house and eatery.

2.1.5 To the east of the site beyond a railway line, are a large Sainsbury’s foodstore and a predominantly commercial area of mixed light and heavy industrial uses.

2.1.6 Residential dwellings are located to the east beyond the aforementioned Sainsbury’s, but the immediate area is considered to be retail and commercial in nature.

2.2 Existing Site Access

2.2.1 Access to the development site is taken via Alphagate Drive from Manchester Road (South).

2.2.2 Alphagate Drive is a standard 7.3m carriageway with 2.0m footways on both sides of the carriageway. Alphagate Drive forms part of the adopted highway network under the authority of Tameside Metropolitan Borough Council as Local Highway Authority.

2.2.3 Alphagate Drive benefits from street lighting and is by virtue, of this subject to a 30mph speed limit. However the geometric alignment of the carriageway maintains a lower 85th %ile wet weather speed.

2.2.4 Access into the development site is taken in a westerly direction approximately 50 metres to the south of the Alphagate Drive priority junction with Manchester Road (South).

2.2.5 The current layout of the site access is presented as a combined open bell mouth with the neighbouring Premier Inn.

2.2.6 This existing arrangement is to be amended as part of the submitted KFC restaurant development proposals as presented in Section 3.0 of this report.

2.2.7 Located to the south of the development site is a footway / cycleway which, leads to a pedestrian bridge over the M60. This footway / cycleway will be retained as part of the development proposals, but enhanced to improve safe



June 2012

connectivity given the increase in traffic along Alphagate Drive as a result of the proposed development.

2.3 Local Highway Network

2.3.1 The local highway network considered within this TS is defined by the following roads:

• Alphagate Drive at its junction with Manchester Road (S);

• Manchester Road (S) (between its junction with Alphagate Drive and Oldham Street);

• Interaction of the M60 / M67 grade separated junction with the Alphagate Drive junction; and

• Manchester Road / Oldham Street signalised junction.

2.3.2 The local highway network within the study area of this Transport Assessment is illustrated in Figure 2.2 to the rear of this document.

2.3.3 Access to Alphagate Drive is gained via Manchester Road (S) which is one-way in an east to west direction and essentially performs a role as an M67 on-slip; albeit not within the authority of the Highway Agency as the Strategic Roads Authority.

2.3.4 Manchester Road (S) provides two running lanes, with lane 1 (the inside lane) being marked and regulated as a bus lane between the hours of 0700 – 1000 and 1600 – 1900 during Mondays to Fridays. This bus lane facility is provided from Manchester Road (S) signalised junction with Oldham Street and stops at a point approximately 55 metres beyond the Alphagate Drive junction centreline.

2.3.5 The grade separated and signalised circulatory junction of the M60 / M67 is due to benefit from operational performance improvement works by the Highways Agency. These works are understood to constitute the relocation of the Manchester Road (South) stop line in a westerly direction, thus reducing inter-green times and increasing effective green time.

2.3.6 The M60 / M67 grade separated junction has been excluded from this report as the proportional increase in traffic passing through this junction as a result of the development proposals is considered to be negligible and therefore not resulting in a perceptible impact on its operation.

2.3.7 The Oldham Street / Manchester Road junction is formed by a split signal junction considered to be a double stop line arrangement for the purposes of this assessment. Manchester Road runs parallel albeit at a lower level to the M67 at this location. Hence the naming of Manchester Road being split North and South (refer to Figure 2.2).

2.3.8 The split nature of Manchester Road means that Manchester Road (N) is one-way in an easterly direction and Manchester Road (S) is one-way in a westerly direction as noted above. This arrangement therefore limits the manoeuvres that can occur at each of the signal junctions.

2.3.9 Traffic surveys have been conducted during May 2012 by an independent traffic survey consultancy of the Alphagate Drive junction with Manchester Road (S). The results of the survey are presented in Section 4.0 of this report along with traffic flow information pertaining to the signal junction of Manchester Road and Oldham Street provided by the LHA.



June 2012

2.4 Accessibility by Sustainable Modes of Transport

Pedestrians

2.4.1 The site is easily accessible by pedestrians. Good footways and street lighting are provided on the local highway network in the vicinity of the site.

2.4.2 The local roads to the development site are all subject to a 30mph speed limit and therefore provide a convivial environment for pedestrians.

2.4.3 The junction of Manchester Road (S) and Oldham Street incorporates an on demand puffin crossing within the signal junction arrangement across Oldham Street. This crossing includes a pedestrian refuge with push button facilities to enable a two part crossing. This improves the operational performance of the junction for vehicles.

2.4.4 A second puffin crossing facility is included across the ‘on-slip’ arm of Manchester Road (S). This provides safe pedestrian connectivity beneath the M67 to Manchester Road (N).

2.4.5 Manchester Road (N) / Oldham Street junction is similar in nature in that it provides a two-stage puffing crossing facility across Manchester Road (N) on the M67 ‘off-slip’ approach. In this case there is sufficient space to facilitate a staggered crossing arrangement across the two running lanes of Manchester Road (N).

2.4.6 Directly connecting Alphagate Drive and thus the development site from Oldham Street is a footway of approximately 2.0metres in width. This footway width is consistent for its entire length, but is constricted part way along by the presence of a quarter end cantilevered bus shelter.

2.4.7 Alphagate Drive bell mouth includes a splitter island that acts a pedestrian refuge with associated buff coloured tactile paving.

2.4.8 As previously noted, a footway / cycleway leading to a pedestrian footbridge over the M60 is located to the south of the site. This footbridge provides connectivity between the development site and the very large residential area to the west accessed off the local distributor road of Hulme Road.

2.4.9 An acceptable walking distance is generally considered to be 2km. Whilst Planning Policy Guidance Note 13 on Transport (PPG13) has been superseded by the National Planning Policy Framework, it did state:

‘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’.

2.4.10 Whilst superseded there is no reason to suppose the relevance of the 2Km walking distance has altered in any way.

2.4.11 Illustrated in Figure 2.3 is the catchment extent based on a 2Km radius from the site. It is clear that the proposal site is located within easy walking distance of the large residential area located to the west of the site, the retail and commercial areas located to the east of the site.

2.4.12 It is important to note that the M60 and M67 do not create segregation preventing the pedestrian routes, as there are infrastructure facilities in place to



June 2012

facilitate the safe and expeditious movement of pedestrians past the strategic highway network.

Cycling

2.4.13 Access to the site by bicycle is also good. Advanced stop lines are provided at the signal junction identified in Section 2.3 above. The bus lanes also provide cyclists with a lighter trafficked running lane during Monday through to Friday between the hours of 0700 – 1000 and 1600 – 1900.

2.4.14 In addition to the bus lanes, Cycle Manchester identify a number of local on road advisory routes that are considered to be quiet and appropriate for cycling purposes.

2.4.15 The aforementioned footbridge alongside the south side of the development site is also identified as a suitable off road route. In recognition of this the development proposals include enhancements to this route for cyclists as detailed further in Section 3.0 of this report.

2.4.16 Illustrated in Figure 2.4 is an extract of the Cycle Manchester interactive cycle map for the immediate environs.

2.4.17 An acceptable cycling distance is generally considered to be 5km. Whilst Planning Policy Guidance Note 13 on Transport (PPG13) has been superseded by the National Planning Policy Framework, it did state:

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

particularly those under 5km and to form part of a longer journey by

public transport.’

2.4.18 The whole of Denton and the surrounding areas of Bredbury, Longsight, Heaton Chapel, Ashton-under-Lyne, and Hyde lie within a 5km radius of the site; this is illustrated in Figure 2.5.

Public Transport

2.4.19 Access to the site by public transport is excellent. Guidance published by the Institute of Highways and Transportation ‘Planning for Public Transport in Developments’ (1999) recommends that the maximum walking distance to a bus stop should be 400m, equating to an approximate five minute walk.

2.4.20 Bus stops are located on Manchester Road (S) and Manchester Road (N) within a walking distance of 219m and 365m respectively. Both bus stops include quarter end cantilevered shelters with perch benches, bus boarding kerbs and time table information.

2.4.21 Bus lanes are provided along the entire lengths of the Manchester Road (S) and (N), which improves journey times and reliability. The local bus stop locations and services are illustrated in Figure 2.6.

2.4.22 Five bus services drop off and pick up from the bus stops on Manchester Road (N) and (S) as detailed below. Connecting the site with the areas of Denton, Hattersley, Hyde, Gorton, Stockport and Manchester.

2.4.23 The frequencies of the bus services accessible within 400m of the site are summarised in Table 2-1 below.



June 2012

Service No

Route Weekday

Frequency Saturday

Frequency

201 Hattersley - Hyde - Denton -

Manchester 7 per hour 6 per hour

204 Hyde - Denton - Belle Vue -

Manchester 2 per hour

Night service 2 per hour

206 Manchester - Gorton - Denton -

Gee Cross 2 per hour 2 per hour

207 Gee Cross - Town Lane - Gorton -

Manchester Limited Service

No Service

317 Ashton - Dane Bank - Stockport 1 per hour 1 per hour

Table 2-1: Bus Service Frequency & Routes

2.4.24 Table 2-1 demonstrates that around 12 buses per hour are accessible within 400m of the site during the weekday and 9 buses per hour on a Saturday.

Summary

2.4.25 Overall it is evident that the proposal site is accessible to pedestrians, cyclists and users of public transport and the proposed development will include measures to promote the use of such sustainable modes of transport and improve sustainable connectivity (as defined in Section 3.0).



June 2012

3.0 THE PROPOSED DEVELOPMENT

3.1 Overview

3.1.1 The proposed development is to be accessed from Alphagate Drive and provides a mixed use development comprising of an independent family play centre with refreshments leisure facility alongside a KFC Restaurant with Drive Thru.

3.1.2 The proposed play centre and coffee shop is provided over two floors comprising a total of 370 Sq.m GFA. The KFC Restaurant equates to 295 Sq.m of gross floor area (GFA)and sits alongside the application site.

3.1.3 The proposed combined site layout for the redevelopment is illustrated in 042-01/GA-05 in Appendix A to this report. The design layouts of the proposed independent family play centre with refreshments leisure facility are also presented in Appendix A as Redfern Architectural Services drawings.

3.2 Proposed Means of Access

3.2.1 As noted above vehicular access to the proposal site will be taken from Alphagate Drive.

3.2.2 The design of the access is illustrated in preliminary detail in drawing 042-01/GA-06 in Appendix B of this report. The access amendments illustrated seek to rationalise what is currently a wide open combined bell mouth with potential for vehicle / vehicle conflict between the development site and the Premier Inn and will be implemented as part of the proposed KFC Restaurant scheme, subject to a separate planning application.

3.2.3 The proposed vehicular access would be formed through the implementation of a formal bell mouth with 6 metre kerb radii and dropped kerbs and tactile paving in accordance with design standards. The carriageway width at the bell mouth would be reduced to 7.3 metres to reduce the width of carriageway that pedestrians are required to cross.

3.2.4 Pedestrian access to the proposal site will be gained at two locations as illustrated in 042-01/GA-05 in Appendix A. The western side footway of Alphagate Drive will be continued into the development site with ‘zebra crossing’ type road markings defining the pedestrian routes across service bays. These connections will be implemented as part of the proposed KFC Restaurant scheme, subject to a separate planning application.

3.2.5 A swept path analysis of the site access arrangement is for a 16.5 metre articulated vehicle and an 11 metre rigid vehicle is illustrated in drawing 042-01/ATR-01 attached in Appendix C. It is demonstrated that the site access junction can suitably accommodate these sizes of vehicle safely and efficiently.

3.3 Car Parking Proposals

3.3.1 The development site proposals including the KFC Restaurant provides a total parking provision of 45 parking spaces across the entire street.

3.3.2 Of the 45 total provision, 12 parking spaces are allocated to the family play centre / coffee shop and designated as follows:

• 8 standard parking spaces;



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• 2 disabled parking spaces; and

• 2 staff only spaces.

3.3.3 Of the 45 total provision, 33 parking spaces are allocated to the KFC Restaurant and designated as follows:

• 27 standard parking spaces;

• 2 disabled parking spaces;

• 2 large order spaces; and

• 2 KFC Staff only parking spaces.

3.3.4 Local car parking standards are considered in Section 5.0 of this report.

3.3.5 In addition to the car parking spaces, the site also includes the provision of a bicycle stand, providing a total secure parking provision for 4 bicycles. The site also includes 3 spaces for motorcycles.

3.4 Servicing Arrangements

3.4.1 Servicing of the family play centre leisure facility would be a long a similar path of that proposed for the KFC Restaurant; however a small panel van type vehicle is expected to be the main vehicle type servicing this facility.

3.4.2 The swept path of a panel van is presented in Appendix C as drawing 042-01/ATR-03 and illustrates the required manoeuvre into and out of the KFC servicing bay.

3.4.3 The deliveries will be infrequent with only 3 to 4 each week delivered before

10am.

3.5 Accessibility Appraisal

3.5.1 As discussed in Section 2.4, the proposal site is highly accessible by sustainable modes of transport, namely by walking, cycling, and public transport; for instance:

• The proposed residential development is in easy walking distance of local residential areas, retail facilities, leisure facilities and areas of employment.

• The local highway network benefits from good, well-lit footways in the vicinity of the site and a footway / cycleway boarders the southern boundary of the development site which provides access to the footbridge over the M60;

• Local quite roads have been designated by Transport for Greater Manchester for cycling; which in turn connect to bus lanes passing the site which provide cyclists with a lighter trafficked running lane during the weekday;

• Frequent bus services stop within some 219m and 365m of the proposal site. Local bus lanes provide a greater degree of service reliability for users of public transport.



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3.5.2 In addition to the existing facilities the development proposals include proposals to improve the footway / cycleway to the south of the site, in order to provide a safer and more convivial environment for users of alternative modes of transport.



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4.0 BASELINE TRAFFIC CONDITIONS

4.1 Observed Traffic

4.1.1 As noted in Section 2.3 traffic counts of the local highway network have been undertaken at the Alphagate Drive junction with Manchester Road (S).

4.1.2 These traffic counts were conducted on Friday 25th May and Saturday 26th May by an independent enumerator. The surveys were conducted for the following time periods:

• Weekday – 15.00hrs to 18.30hrs; and

• Saturday – 10.30hrs to 14.00hrs.

4.1.3 The weekday counts did not seek to establish the AM peak periods, as the proposed use as a play centre leisure facility is unlikely to result in significant vehicle attraction in the AM Peak Period.

4.1.4 The full results of the Alphagate Drive / Manchester Road (S) junction are presented in Appendix D to this report and the peak hour periods are summarised below in Table 4-1.

Manchester

Road (S) Lane 1

Alphagate Drive

Manchester Road (S) Lane 2

Weekday PM Peak

(1515 – 1615)


336 28

Alphagate Drive

36 0


0 423

Saturday Peak (1030 – 1130)


343 21

Alphagate Drive

20 0


0 380

Table 4-1: Alphagate Drive / Manchester Road (S) 2012 Peak Hour Summary (PCU’s)

4.1.5 Whilst the Saturday peak highway period has been recorded as 1030 – 1130; it should be noted that the proposed KFC Restaurant subject to a separation planning application does not offer a breakfast menu and therefore does not open until 1100hrs.

4.1.6 For the purposes of this assessment traffic survey results for the period of 1100 – 1200 have been used as this is considered to be the period of greatest increase in traffic with regard to the operational characteristics of the development site as a whole as opposed to just taking the play centre leisure facility in isolation.



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4.1.7 Accordingly, Table 4-2 below presents the origin / destination matrix of the Alphagate Drive / Manchester Road (S) junction for assessment purposes.

Manchester

Road (S) Lane 1

Alphagate Drive


Weekday PM Peak

(1515 – 1615)


336 28

Alphagate Drive

36 0


0 423



306 22

Alphagate Drive

17 0


0 356

Table 4-2: Alphagate Drive / Manchester Road (S) 2012 Assessment Hour Summary (PCU’s)

4.1.8 In order to supplement the traffic survey information, Tameside MBC have advised that the traffic survey information included within the Sainsbury’s planning application reference 09/00064 for the Manchester Road (N) and (S) junction with Oldham Street is acceptable. This data was collected in 2008 and has been approved for use by Tameside MBC.

4.1.9 An origin / destination summary is presented in Table 4-3 below for the Manchester Road (N) and (S) junction with Oldham Street.

Manchester

Road (N) Oldham Street

Manchester Road (S)

Weekday PM Peak

(1530 – 1630)

Manchester Road (N)

374 235 7

Oldham Street

142 356

Manchester Road (S)

36 192 310


Manchester Road (N)

368 237 20

Oldham Street

163 302

Manchester Road (S)

20 182 389

Table 4-3: Manchester Road (N) and (S) junction with Oldham Street 2008 Peak Hour Summary (PCU’s)



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4.1.10 The Origin / Destination traffic flows presented in Tables 4-2 and 4-3 are presented graphically in a link flow diagram in Figures 4.1 and 4.2 to the rear of this document.

4.1.11 In order to consider whether the 2008 flows are reflective of current network traffic; comparison of the Manchester Road (S) flows has been undertaken. The result of this comparison is presented below in Table 4-4.

2008 2012 Difference

Weekday PM Peak Manchester Road (S)

673 759 +86

Saturday Peak Manchester Road (S)

711 662 -49

Table 4-4: 2008 Peak Hour to 2012 Peak Hour Comparison

4.1.12 It is considered that the limited difference between the surveyed flows recorded in the differing time periods is not significant. In conclusion the use of the 2008 traffic flow information is considered to be acceptable without the need for factoring to a common survey year.

4.1.13 The traffic surveys presented in Appendix D also indicates some degree of blocking back occurring from the downstream signals at the M60 / M67 signalised circulatory junction.

4.1.14 Whilst blocking back occurs it has been observed to clear during the green time release for Manchester Road (S). At times it has been observed to block back continuously for 15 to 30 minutes, however interrogation of the traffic survey results indicate that this is not due to traffic demand level.

4.1.15 The traffic survey indicates that the signal junction can accommodate a higher Manchester Road (S) demand without blocking back occurring. This is considered to be as a result of the SCOOT or MOVA system incorporated within the M60 / M67 signalised circulatory. The use of such a system promises real time optimisation of the operational performance of the junction. Hence the junction can accommodate varying levels of demand resulting in differential queue lengths occurring.

4.2 Accident Analysis

4.2.1 Personal injury accident data (PIA) for the local highway network to the proposed development site has been reviewed for the most recent five year period for which data is complete by way of the CrashMap website.

4.2.2 Analysis of the information provided reveals that, during the five year search period there were no accidents recorded at the Alphagate Drive / Manchester Road (S) junction and only three accidents have been recorded at the Manchester Road / Oldham Street junction. Of these three, all were recorded as being slight in nature.

4.2.3 In addition to the above junction accident records, it is evident that there are a number of slight rear shunt type accidents recorded on the Manchester Road (S) approach arm to the downstream signalised circulatory junction.

4.2.4 As there are no notable accident clusters within the study area of KSI incidents, it is reasonable to conclude that the local highway operates with satisfactory safety



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performance. And whilst any accident is to be regretted there is not an overriding highway safety issue to be addressed.

4.2.5 The area of interest and the CrashMap results are illustrated in Figure 4.3.

4.3 Assessment Years

4.3.1 The base traffic has been growthed for assessment to a year of opening assumed at 2013, and a design year 5 years after the year of opening, 2018. The growth factors which have been applied to the base traffic are illustrated in Table 4-5 and full calculations of these growth rates presented as screen prints from Tempro 6.2 are illustrated in Appendix E.

2008-2013 2012-2013 2008-2018 2012-2018

Weekday PM Peak 1.0133 1.0055 1.0715 1.0641

Saturday Peak 1.0173 1.0059 1.0780 1.0660

Table 4-5: Growth Factors to Assessment Years

4.3.2 The growthed baseline traffic over the local highway network in the opening and design years are illustrated in Figures 4.4 and 4.5 for the weekday PM and Saturday peak hours. These traffic flows form the ‘do nothing’ development scenarios for the opening and design years.

4.4 Committed Development

4.4.1 In discussion with the LHA it has been confirmed that there are no committed developments within the local vicinity that should be included with the opening and design year link flow data.

4.4.2 The proposed KFC Restaurant referenced within this assessment has been included on the basis of best practice, notwithstanding the fact that it is not considered committed development in accordance with the definition of such.



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5.0 LOCAL AND NATIONAL POLICY

5.1 Local Policy

5.1.1 The current Tameside Unitary Development Plan (UDP) was adopted on 17

November 2004, and supersedes all previous UDP Documents. The UDP contains

all of the Council’s land use and transport planning policies and forms the principal

basis on which planning applications for development in the Borough are

determined.

5.1.2 Under the new planning system, the current UDP is 'saved' as a Development Plan

Document in the Tameside Local Development Framework.

5.1.3 With regard to transport and access Policy T1 of Tameside’s UDP states the following:

‘The Council will carry out new highway construction, highway improvement and traffic management schemes with the aims listed below. The access arrangements for development schemes must also be designed with these aims, wherever appropriate.

(a) Improving safety for all road users,

(b) Encouraging the use of non-car modes,

(c) Providing safe and convenient facilities for pedestrians and cyclists,

(d) Improving road and community safety especially in residential areas,

(e) Improving safety and the environment in town and local centres, assisting their viability and encouraging new investment,

(f) Assisting sustainable development,

(g) Safe management of congestion problems,

(h) Improving the efficiency and attractiveness of public transport and the convenience and safety of passengers,

(i) Providing for the needs of people with mobility difficulties,

(j) Providing for the safe use of powered two wheelers,

(k) Providing for the sustainable movement of freight,

(l) Conserving and enhancing the valued characteristics of an area through the use of appropriate design and materials.’

5.1.4 This Transport Assessment through the following sections of analysis demonstrates how the development proposal at Denton Rock meets the objectives of Policy T1 of the Tameside UDP where applicable.

5.1.5 Whilst the development proposal does not seek to improve the local infrastructure as a Council led highway improvement scheme would; it has been so designed and located to benefit from the good infrastructure facilities currently available.

5.1.6 Tameside UDP Policy T7 regarding cycling states that ‘Development proposals will be required to consider provision for cyclists including secure cycle parking where appropriate.’



June 2012

5.1.7 As noted in the development proposals presented in Section 3.0 of this report, cycle parking facilities have been provided within the development proposals. It has further been identified that the cycle path located to the north of the site will be improved as part of the development access works.

5.1.8 The development proposals supported by this assessment accords with Policy T7.

5.1.9 Tameside UDP Policy T8 regarding walking states that ‘The needs of pedestrians must be taken account of in new development schemes, with the aim of encouraging travel on foot and by public transport. Particular emphasis should be placed on providing safe and convenient routes within and to/from the Borough’s town and district centres, major developments and public transport facilities.’

5.1.10 Pedestrian connectivity of the development site is presented in Section 2.0 of this Transport Assessment, it identifies the extent of connectivity of the development site to surrounding environs by pedestrian friendly infrastructure. In this regard the site is found to be satisfactorily served with appropriate infrastructure and within walking distance of a number of residential, commercial, retail and leisure facilities.

5.1.11 The development proposals therefore accord with the Policy definition within T8 of the Tameside UDP.

5.1.12 Tameside UDP Policy T10 regarding Parking states that ‘New developments will be subject to maximum levels of parking provision, in accordance with standards to be established in association with the other Greater Manchester authorities and in line with national and regional guidance. The draft standards are set out…

Fast Food – Drive Thru: 1/8.5 Sqm car parking spaces (Max. = 35 spaces)

1/140 Sqm bike parking spaces (Min. = 2 spaces)

1/280 Sqm cycle parking spaces (Min. = 1 space)

5.1.13 With regard to Section 3.3 of this Transport Assessment it is clear that the development proposals with due regard to the provision of parking facilities for the family play centre leisure facility accords with Tameside UDP policy.

5.1.14 Finally Tameside UDP Policy T14 regarding Transport Assessments states that ‘Where a development will have significant transport implications, planning permission will not be granted until an agreed Transport Assessment has been completed which shows whether or not associated highway works or other measures are necessary.’

5.1.15 Whilst the proposed development presented in this planning application supported by this Transport Assessment is considered not to have significant transport implications; its preparation has been completed to demonstrate to the Local Highway Authority and Highways Agency that this is the case. Concurrently therefore, there are no requirements for ‘associated highway works or other measures’.



June 2012

5.2 National Policy

5.2.1 National planning policy has recently changed with the arrival of the National Planning Policy Framework (NPPF) published in March 2012.

5.2.2 The NPPF provides a policy structure, which is inherently limited in specific guidance relating to planning policy from a national level; and requires Local Plans to define specifics.

5.2.3 However the NPPF central theme is presumption in favour of sustainable development. It defines transport planning polies as a key element to the delivery of sustainable development. In this regard the NPPF identifies the following guidance with regard to location and design of development proposals:

• ‘To accommodate the efficient delivery of goods and supplies;

• Give priority to pedestrian and cycle movements, and have access to high quality public transport;

• Create safe and secure layouts which minimise conflicts between traffic and cyclists or pedestrians, avoiding street clutter and where appropriate establishing home zones;

• Incorporate facilities for charging plug-in and other ultra-low emission vehicles; and

• Consider the need of people with disabilities by all modes of transport.’

5.2.4 Clearly not all the objectives of the NPPF presented above are relevant to the development of the proposal site for a family play centre.

5.2.5 However, it is considered that the development proposals are located in a sustainable position with regard to local residential populations, the potential for attracting trips that are already on the highway network and the proximity of other leisure and retail facilities.

5.2.6 In addition the site benefits from good pedestrian and public transport facilities and can be accessed by such modes by a wide residential population.

5.2.7 It is therefore concluded that the development proposal accords with the overriding objectives of the NPPF and can be considered to be a sustainable development in the context of the policy.

5.2.8 With regard to traffic impact of development proposals, the NPPF states:

All developments that generate significant amounts of movement should be supported by a Transport Statement or Transport Assessment. 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. Development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe.



June 2012

5.2.9 This Transport Assessment examines the required elements defined within the NPPF as summarised above and finds that the site meets the defined guidance criteria.

5.2.10 The matter of whether the development proposal results in a cumulative impact which is judged to be ‘severe’ is assessed within Section 7.0 of this report.



June 2012

6.0 DEVELOPMENT TRIP ATTRACTION, DISTRIBUTION & ASSIGNMENT

6.1 Overview

6.1.1 The DfT document ‘Guidance on Transport Assessment’ suggests that to quantify the impact of a proposed development on the local transport system, the number of person trips for all modes of transport that are likely to be generated by the development should be calculated.

6.1.2 An estimate of the trip rates associated with the proposed play centre cannot be derived from the TRICS database due to the limited availability of datasets. Indeed given the sites use as a family play centre there is limited to no data available pertaining to trip rates for this type of use.

6.1.3 It is therefore suggested that the trip rates for the play centre are derived on a parking space pro-rata basis of those derived for the KFC Restaurant presented in a separate planning application.

6.1.4 On this basis the proposed play centre has 36% of the spaces of the proposed KFC Restaurant; and therefore this percentage will be applied to the trips attracted to the KFC Restaurant to derive the play centre trips.

6.2 Trip Rates

6.2.1 As noted above, in order approximate the level of traffic associated with the proposed family play centre a proportion, (derived as a function of relative parking space allocation) of the traffic attracted to the KFC Restaurant has been used.

6.2.2 The planning application submission for the proposed KFC Restaurant identifies the predicted traffic flows; which are summarise below in Table 6-1 for reference.

Peak Period Arrivals Departures Two-way

Weekday PM Peak 61 59 120

Saturday Peak 57 76 133

Table 6-1: KFC Restaurant Traffic Attraction (295 Sq.m)

The resultant traffic attraction occurring in the weekday PM and Saturday peak periods is presented in Table 6-2 below.

Peak Period Arrivals Departures Two-way

Weekday PM Peak 22 21 43

Saturday Peak 21 27 48

Table 6-2: Family Play Centre Traffic Attraction

6.2.3 This is considered to be a robust estimate and sufficient for the purposes of this Transport Statement.

6.3 Non-primary Trip

6.3.1 It has been agreed that the proposed use of a family play centre leisure facility will not benefit from a non-primary trip attraction proportion.

6.3.2 The 5% non-primary trip proportion agreed within the KFC Restaurant submission was also not applied.



June 2012

6.3.3 Therefore the total development trips associated with the assessment peak hour periods are presented in Table 6-3 below.

Friday PM Peak Saturday Peak

Arrivals Departures Arrivals Departures

KFC Total Trips 61 59 57 76

Family Play Centre New Trips

22 21 21 27

Total Development Trips

83 80 78 103

Table 6-3: Total Development Trip Summary

6.4 Trip Distribution and Assignment

6.4.1 The assignment of the traffic attracted to the development site as presented in Table 6-3 has been derived in accordance with Table 6-4 presented below.

Mode Estimated Saturday

Two-Way Peak Flows

To/From M60 / M67 Circulatory 33%

To/From Manchester Road (S) East of Oldham Street

33%

To/From Oldham Street 33%

Table 6-4: Trip Distribution

6.4.2 The use of an even distribution profile in this instance is considered to be acceptable as there is nothing to suggest that one approach direction may favour another.

6.4.3 Distribution as a function of turning movement has not been considered appropriate in this instance due to the low flows coming past the proposal site from the M60 / M67 circulatory junction.

6.4.4 The proportional distribution is presented Figure 6.1 and the development trip assignment is presented in Figure 6.2.

6.5 Multi Modal Trip Review

6.5.1 The forecast number of person trips for all modes of travel generated by the site has been calculated using the 2001 Census ‘Travel to Work’ data for the resident population of Denton South ward.

6.5.2 Whilst this would not strictly reflect the modal split pattern for visitors to the family play centre and KFC Restaurant, it is considered to be a reasonable approximation as the majority of customers / visitor / staff would drive.

6.5.3 Furthermore this approach provides a worst-case assessment as it has excluded people working at home, not currently working and those who listed ‘other’ as their main mode of transport.

6.5.4 Given that the private vehicle driver flows associated with the development are known, as presented in Table 6-3, the total person trips can be derived.



June 2012

6.5.5 Based on the above, Table 6-5 summarises the forecast modal split for the proposed development and the estimated total development flows.

Mode % Mode

Split

Estimated Weekday Two-Way

Peak Flows

Estimated Saturday Two-Way

Peak Flows

Public Transport User 18.95% 50 56

Taxi 0.73% 2 2

Private Vehicle Driver 61.58% 163 181

Private Vehicle Passenger 7.34% 20 22

Motorcyclists 1.10% 3 3

Cyclists 2.65% 7 8

Pedestrians 7.65% 20 23

Total 100% 265 294

Table 6-7: Mode Split Summary

6.5.6 The mode splits presented in Table 6-5 are considered to be an over estimation, but the most robust method of calculation with the available information.



June 2012

7.0 IMPACT OF THE DEVELOPMENT PROPOSALS & OPERATIONAL ASSESSMENT OF THE LOCAL HIGHWAY NETWORK

7.1 Development Traffic Flows

7.1.1 The ‘Without Development’ and the ‘With Development’ traffic flows on the local highway network are illustrated for the weekday PM and Saturday peak periods in the following figures:

Without Development With Development

2013 Opening Year Figure 4.4 Figure 7.1

2018 Design Year Figure 4.5 Figure 7.2

7.2 Relative and Absolute Impact

7.2.1 The proportional increase of traffic as a result of the proposed mixed use development accessed from Alphagate Drive for the opening year (2013) and design year (2018) are illustrated in Figures 7.3 and 7.4 respectively.

7.2.2 The relative and absolute traffic increase on the local highway network as a result of the development proposal is summarised below for the area of study.

7.2.3 The relative and absolute traffic increase at the Manchester Road / Oldham Street junction is summarised by turning movement in Table 7-1 for the 2013 year of opening. The absolute increase in traffic is presented in BOLD.

7.2.4 The relative and absolute traffic increase at the Manchester Road (S) / Alphagate Drive junction is summarised by turning movement in Table 7-2 for the 2013 year of opening. The absolute increase in traffic is presented in BOLD.

7.2.5 It should be noted that the 2018 proportional impacts presented in Figure 7.4 are lower than 2013 due to the increase in background traffic flows, masking the development traffic. Accordingly, only the greater proportional impact of 2013 is evaluated below.

Manchester

Road (N) Oldham Street

Manchester Road (S)

Weekday PM Peak

Manchester Road (N)

26 (6%)

54 (18%)

0 (0%)

Oldham Street

0 (0%)

27

(7%) Manchester

Road (S) 0

(0%) 0

(0%) 27

(8%)

Saturday Peak

Manchester Road (N)

34 (8%)

60 (19%)

0 (0%)

Oldham Street

0 (0%)

26

(8%) Manchester

Road (S) 0

(0%) 0

(0%) 26

(6%)

Table 7-1: 2013 Traffic Impact at Manchester Road / Oldham Street



June 2012

Manchester

Road (S) Alphagate

Drive

Weekday PM Peak

Manchester Road (S)

0 (0%)

83 (75%)

Alphagate Drive

83 (70%)

0 (0%)

Saturday Peak

Manchester Road (S)

0 (0%)

78 (78%)

Alphagate Drive

78 (82%)

0 (0%)

Table 7-2: 2013 Traffic Impact at Manchester Road / Alphagate Drive

7.2.6 It is evident from Table 7-1 that the maximum proportional increase and coincidentally the maximum absolute increase during any time period at the Manchester Road / Oldham Street is that of the Saturday peak period for the turning manoeuvre from Manchester Road (N) to Oldham Street.

7.2.7 It is predicted that this manoeuvre could increase proportionally by 19% as a result of an additional 60 vehicles. This increase relates to one additional vehicle every minute during the peak period and occurs due to the ‘U-turn’ arrivals from the M60 / M67 circulatory and the departures to Oldham Street.

7.2.8 It is unlikely that this increase in flow would have a significant impact on the junction given the good operational performance of the junction in its current form. Indeed the junction in its current form has been deemed appropriate for the extension to the local Sainsbury’s; whilst maintaining notable reserve capacity.

7.2.9 It is evident from Table 7-2 that the proportional increase at the Manchester Road (S) / Alphagate Drive junction is skewed to the currently very low flows turning through this junction. It is therefore concluded that the proportional increase review for this junction is misleading in terms of overall effect of demand impact.

7.2.10 The two-way minor arm flows in 2013 are projected to be 64 PCU’s and 39 PCU’s in the PM peak and Saturday peak periods respectively. The proposed development could result in an increase of 163 PCU’s and 181 PCU’s two-way movements in the PM peak and Saturday peak periods respectively. Minor arm demand loadings of this level are well within the operating capacity of a simple priority controlled junction.

7.2.11 Alphagate Drive does not currently experience any levels of queue or delay. At the times when the M60 / M67 circulatory signal junction blocks back along Manchester Road (S); vehicles exiting Alphagate are not unduly delayed, as the blocking back clears during the Manchester Road (S) green time release.

7.2.12 Furthermore the peak development flows will occur outside the periods when blocking back has been surveyed to occur.

7.2.13 It is therefore concluded that the junction of Alphagate Drive and Manchester Road (S) could accommodate the increase in vehicle demand as a result of the development proposal.



June 2012

8 SUMMARY & CONCLUSIONS

8.1 Summary

8.1.1 This report has examined the highway and transportation matters associated with the proposed mixed use development proposal to be accessed from Alphagate Drive in Denton, Tameside.

8.1.2 The mixed use development proposal consists of a family play centre of 380 Sqm GFA and a 295 Sqm GFA KFC Restaurant.

8.1.3 The report has demonstrated how the proposed development will reduce the need to travel, especially by car, by being located within walking distance of local residential areas, retail, commercial and leisure land uses; public transport facilities, with good, well-lit footways in the vicinity of the site.

8.1.4 The proposed development will promote accessibility by all modes of travel, in particular public transport, cycling and walking through its excellent location to available sustainable travel infrastructure. The site is within reasonable walking and cycling distance of Denton and the surrounding residential environs and shopping facilities.

8.1.5 A review of Local and National Policy, has confirmed that the site location and the associated development proposals accord with the relevant policies. As such the development is considered to the compliant with both the Tameside UDP and the NPPF.

8.1.6 Proportional and absolute traffic flow assessment has demonstrated that any predicted increase in vehicular movements during the weekday PM and Saturday peak periods, will not be detrimental to the operational performance of the local highway network.

8.2 Conclusions

8.2.1 This report has demonstrated how the proposed development promotes accessibility by all modes of travel, in particular public transport, cycling and walking by virtue of its sustainable location and the physical infrastructure that would be put in place.

8.2.2 The impacts of residual trips from the proposed development have been assessed and it is evident that these would not have a significant impact on the operational performance and safety of the local highway network.

8.2.3 It is concluded that there are no overriding reasons preventing the Local Planning Authority from recognising that the proposal is acceptable with regard to the local highway network.

FIGURES

Figure 2.1SITE LOCATION

Mixed Use Development, Denton Rock, Denton, Tameside

Denton Rock

Site

Figure 2.2LOCAL HIGHWAY NETWORK


Site

Figure 2.32Km PEDESTRIAN WALK CATCHMENT


Figure 2.6BUS STOP LOCATIONS


Site

Proposed Mixed Use Development, Denton Rock

2008 Surveyed FlowsFIGURE 4.1

Proposed Development

Site

Manchester Road (N)

178

183

356

302

20

7

Alp

ha

ga

te D

rive

Old

ha

m S

tree

t

242

374

257

368

142

163

192 182

36 20

237

235

310 389

Manchester Road (N)

Manchester Road (S)

Manchester Road (S)

Old

ha

m S

tree

t

Weekday PM Peak hour(1515 - 1615)

Key

Saturday Peak hour(1030 - 1130)


2012 Surveyed FlowsFIGURE 4.2


Site

Manchester Road (N)

759 662

Alp

ha

ga

te D

rive

Old

ha

m S

tree

t

36

17

28 22

Manchester Road (N)

Manchester Road (S)

Manchester Road (S)

Old

ha

m S

tree

t

28

22

36

17

Weekday PM Peak hour(1515 - 1615)

Key

Saturday Peak hour(1030 - 1130)

Figure 4.3ACCIDENT ANALYSIS MAP (CrashMap Website)


Development Site


2013 Year of Opening Base FlowsFIGURE 4.4


Site

Manchester Road (N)

763 666

180

186

361

307

20

7

Alp

ha

ga

te D

rive

Old

ha

m S

tree

t

36

17

245

379

261

374

144

166

195 185

36 20

241

238

28 22

314 396

Manchester Road (N)

Manchester Road (S)

Manchester Road (S)

Old

ha

m S

tree

t

28

22

36

17

Key

Saturday Peak hour

Weekday PM Peak hour


2018 Future Year Base FlowsFIGURE 4.5


Site

Manchester Road (N)

808 706

191

197

381

326

22

8

Alp

ha

ga

te D

rive

Old

ha

m S

tree

t

38

18

259

401

277

397

152

176

206 196

39 22

255

252

30 23

332 419

Manchester Road (N)

Manchester Road (S)

Manchester Road (S)

Old

ha

m S

tree

t

30

23

38

18


Key

Saturday Peak hour


Trip DistributionFIGURE 6.1


Site

Manchester Road (N)

33%

33%

33%

33%

Alp

ha

ga

te D

rive

100%100%

100%

100%

Old

ha

m S

tree

t

100%

100%

33%

33%

33%

33%

33%

33%

100% 100%

33% 33%

Manchester Road (N)

Manchester Road (S)

Manchester Road (S)

Old

ha

m S

tree

t


Key

Saturday Peak hour


Trip AssignmentFIGURE 6.2


Site

Manchester Road (N)

27

26

26

27

Alp

ha

ga

te D

rive

80103

83

78

Old

ha

m S

tree

t

80

103

54

26

60

34

34

26

83 78

27 26

Manchester Road (N)

Manchester Road (S)

Manchester Road (S)

Old

ha

m S

tree

t


Key

Saturday Peak hour


2013 Base Flow + Development TrafficFIGURE 7.1


Site

Manchester Road (N)

763 666

180

186

388

333

46

34

Alp

ha

ga

te D

rive

80103

83

78

Old

ha

m S

tree

t

116

120

299

405

321

408

144

166

195 185

36 20

275

264

111 100

341 421

Manchester Road (N)

Manchester Road (S)

Manchester Road (S)

Old

ha

m S

tree

t

28

22

36

17


Key

Saturday Peak hour


2018 Base Flow + Development TrafficFIGURE 7.2


Site

Manchester Road (N)

808 706

191

197

409

351

47

35

Alp

ha

ga

te D

rive

80103

83

78

Old

ha

m S

tree

t

118

121

313

427

337

431

152

176

206 196

39 22

290

278

113 101

360 445

Manchester Road (N)

Manchester Road (S)

Manchester Road (S)

Old

ha

m S

tree

t

30

23

38

18


Key

Saturday Peak hour


2013 Proportional ImpactFIGURE 7.3


Site

Manchester Road (N)

0% 0%

0%

0%

7%

8%

56%

79%

Alp

ha

ga

te D

rive

100%100%

100%

100%

Old

ha

m S

tree

t

69%

86%

18%

6%

19%

8%

0%

0%

0% 0%

0% 0%

12%

10%

75% 78%

8% 6%

Manchester Road (N)

Manchester Road (S)

Manchester Road (S)

Old

ha

m S

tree

t

0%

0%

0%

0%


Key

Saturday Peak hour


2018 Proportional ImpactFIGURE 7.4


Site

Manchester Road (N)

0% 0%

0%

0%

7%

7%

54%

78%

Alp

ha

ga

te D

rive

100%100%

100%

100%

Old

ha

m S

tree

t

68%

85%

17%

6%

18%

8%

0%

0%

0% 0%

0% 0%

12%

9%

74% 77%

8% 6%

Manchester Road (N)

Manchester Road (S)

Manchester Road (S)

Old

ha

m S

tree

t

0%

0%

0%

0%


Key

Saturday Peak hour

APPENDICES

APPENDIX A

SITE LAYOUT DRAWING

042-01/GA-05

&

REDFERN ARCHITECTURAL SERVICES DRAWINGS

79a.

OCB

3.4.

5.

Canal Cottage 27 Manor View Woodley Stockport Cheshire SK6 1RS

REDFERN ARCHITECTURAL SERVICES

0161 406 6936 077406 21999 [email protected] LAYOUT

DRG No 012-100-0001DATE MAY 2012 SCALE 1:200 @ A3




0161 406 6936 077406 21999 [email protected] PLANS

GROUND FLOOR FIRST FLOOR

EAST ELEVATION NORTH ELEVATION

SOUTH ELEVATION

SIGNAGE

SIGNAGESIGNAGE

SIGNAGE



0161 406 6936 077406 21999 [email protected]


APPENDIX B

SITE ACCESS DRAWING

042-01/GA-06

APPENDIX C

TRACK PLOT ANALYSIS

042-01/ATR-01

&

042-01/ATR-03

APPENDIX D

TRAFFIC SURVEY DATA

TrafficBrain Ltd Manchester Road (S) / Alphagate Drive

Denton, Tameside

Client:Client:Client:Client: Cameron Rose Associates Ltd

Survey Location:Survey Location:Survey Location:Survey Location: Manchester Road (S) / Alphagate - Kelsall

Survey Latitude:Survey Latitude:Survey Latitude:Survey Latitude:

Survey Longitude:Survey Longitude:Survey Longitude:Survey Longitude:

Survey Date:Survey Date:Survey Date:Survey Date: Friday 25th & Saturday 26th May

Survey Period:Survey Period:Survey Period:Survey Period: 1500 - 1830hrs Friday and1030 - 1400 Saturday

Weather Synopsis:Weather Synopsis:Weather Synopsis:Weather Synopsis: Dry / dry road surface.

NotesNotesNotesNotes> Alphagate operated with no queuing

> Observed queuing on Manchester Road (S) as recorded

ObservationsObservationsObservationsObservations> First weekend of good weather, may have increased flow

Client: CRA Ltd

Job No: 00120

Date: 27/05/12

Figure 1.0: Movement Diagram

Manchester Road (S) / Alphagate Drive - Denton, Tameside

Alp

ha

ga

te D

rive

2

1

Manchester Road (S) Manchester Road (S)

3


Denton, Tameside

Manchester Road (S) / Alphagate Drive - Friday Survey

Lights Heavies Lights Heavies Lights Heavies Lights Heavies

1500 - 1515 55 14 81 0 7 0 5 0

1515 - 1530 76 16 85 0 5 0 8 0

1530 - 1545 77 6 99 2 3 0 7 0

1545 - 1600 50 7 102 0 14 0 10 0

Hr Total 258 43 367 2 29 0 30 0

1600 - 1615 63 6 129 2 6 0 11 0

1615 - 1630 35 4 97 1 14 0 10 0

1630 - 1645 31 2 116 1 8 0 10 0

1645 - 1700 27 6 103 0 16 0 12 0

Hr Total 156 18 445 4 44 0 43 0

1700 - 1715 39 2 155 1 12 0 26 0

1715 - 1730 34 4 106 2 10 0 13 0

1730 - 1745 30 2 132 0 10 0 17 0

1745 - 1800 18 4 96 0 10 0 15 0

Hr Total 121 12 489 0 42 0 71 0

1800 - 1815 28 4 125 2 13 0 16 0

1815 - 1830 32 2 101 1 12 0 10 2

Hr Total 60 6 226 3 25 0 26 2

No Blocking Back No Blocking Back










Blocked back but cleared on green time Blocked back but cleared on green time

Continuous Continuous


No Blocking Back Blocked back but cleared on green time

Manchester Road (S) Lane 1 Manchester Road (S) Lane 2Time Period

Movement 1 Movement 1 Movement 2 Movement 3

Lane 1 Lane 2 Blocking back Blocking back

Commentary Commentary


Denton, Tameside

Manchester Road (S) / Alphagate Drive - Saturday Survey

Lights Heavies Lights Heavies Lights Heavies Lights Heavies

1030 - 1045 76 5 99 1 9 0 4 0

1045 - 1100 67 3 91 0 6 0 8 0

Hr Total 143 8 190 1 15 0 12 0

1100 - 1115 94 1 98 0 3 0 4 0

1115 - 1130 80 4 90 0 3 0 4 0

1130 - 1145 61 1 79 0 7 0 3 0

1145 - 1200 51 4 89 0 9 0 6 0

Hr Total 286 10 356 0 22 0 17 0

1200 - 1215 54 4 104 0 14 0 8 0

1215 - 1230 58 0 78 0 5 2 5 0

1230 - 1245 58 3 99 0 8 0 2 0

1245 - 1300 54 4 80 0 6 0 5 0

Hr Total 224 11 361 0 33 2 20 0

1300 - 1315 59 5 86 1 7 0 1 0

1315 - 1330 53 3 63 0 6 0 12 1

1330 - 1345 53 2 73 0 4 0 4 1

1345 - 1400 44 1 69 0 5 0 10 0

Hr Total 209 11 291 1 22 0 27 2
















Time Period

Movement 1 Movement 1 Movement 2 Movement 3 Manchester Road (S) Lane 1

Lane 1 Lane 2 Blocking back Blocking back

Commentary Commentary

APPENDIX E

TEMPRO GROWTH FACTORS

2008 to 2013 PM Peak Growth Factor

2008 to 2013 Saturday Peak Growth Factor