transport statement january 2016 mccarthy &...

Hickings Lane, Stapleford Transport Statement

January 2016

McCarthy & Stone

www.paulbashamassociates.com

McCarthy & Stone Retirement Lifestyles Ltd Ross House, Binley Business Park, Harry Weston Road, Coventry, CV3 2TR

Paul Basham Associates Ltd

Lancaster Court

8 Barnes Wallis Road

Fareham

Hampshire

PO15 5TU

RETIREMENT LIVING DEVELOPMENT

HICKINGS LANE, STAPLEFORD

TRANSPORT STATEMENT

CONTROLLED DOCUMENT

PB-Associates Document No: 050.0032.TS2

Status: Original Copy No:

Name Signature Date

Prepared by: Stewart Rose

January 2016

Checked: Jon Huggett

January 2016

PBA Approved: Jon Huggett

February 2016

Revision Record

Rev. Date By Summary of Changes Chkd Aprvd

2 05.02.16 SR Revised proposals JH JH

Hickings Lane, Stapleford Paul Basham Associates Ltd

Transport Statement Report No. 050.0032.TS2

i

TRANSPORT STATEMENT

1. INTRODUCTION ........................................................................................................... 1

2. EXISTING LOCAL CONDITIONS ................................................................................ 2

3. ACCESSIBILITY ........................................................................................................... 4

4. PROPOSED DEVELOPMENT ..................................................................................... 6

5. TRIP GENERATION ..................................................................................................... 8

6. SUMMARY .................................................................................................................. 11

Figures

Figure 1: Site Location

Figure 2: PIA map

Tables

Table 1: Bus route summary

Table 2: Vehicle Parking Standards

Table 3: Existing site Vehicle Trip Generation

Table 4: Existing site OGV Trip Generation

Table 5: Proposed development Vehicle Trip Rate

Table 6: Proposed development Vehicle Trip Rate Sensitivity Check

Table 7: Net Change in site Trip Generation

Appendices

Appendix A: Site Layout

Appendix B: Accessibility Map

Appendix C: Vehicle Tracking

Appendix D: Trip Generation abstract from McCarthy & Stone’s Independent research

Appendix E: TRICS Trip Rate output files

RETIREMENT LIVING DEVELOPMENT

HICKINGS LANE, STAPLEFORD



1

1. INTRODUCTION

1.1 This Transport Statement (TS) has been prepared by Paul Basham Associates (PBA)

on behalf of McCarthy & Stone Retirement Lifestyles Ltd (MS) to support a planning

application for a proposed redevelopment of former the Sinbad Light Industrial Unit at

Hickings Lane, Stapleford.

1.2 The proposed development comprises of 48 Retirement Living apartments and is

located 1.5km to the north east of Stapleford’s town centre, although facilities such as

convenience stores and pharmacies are located within less than 500m of the site. The

application site is demonstrated in Figure 1, and the site layout is included as Appendix

A.

Figure 1: Site Location

1.3 The scope of this TS reflects the principles of DfT’s ‘Guidance on Transport

Assessments’ (March 2007), reviewing site accessibility, Personal Injury Accident (PIA)

data, the proposed accommodation schedule, car and cycle parking requirements,

visibility and access arrangements, servicing arrangements, trip assessments, traffic

impact and capacity assessment on the local road network (LRN), explores design

solutions and draws conclusions from the overall assessment.

1.4 The highways matters addressed within this TS have been informed by pre-application

discussions with Nottinghamshire County Council highways officers.



2

2. EXISTING LOCAL CONDITIONS

Existing Site Use

2.1 The development site is currently a light industrial unit providing construction plant hire and

warehousing. The site is bordered by a Hickings Lane (B6004) and a car dealership to the

north, residential properties to the east and south and Ewe Lamb Lane to the west.

2.2 Hickings Lane (B6004) is an arterial route running south west towards Stapleford town

centre. A small service road of the same name runs parallel to Hickings Lane in the vicinity of

the site.

2.3 In the vicinity of the site, Hickings Lane is approximately 6.2m in width and benefits from

footways of between 1.5 and 3m on both sides of the carriageway. Hickings Lane is not

subject to parking restrictions, and some on street parking has been observed in the vicinity

of the site.

Wider Highway Network

2.4 100m to the north east of the site Hickings Lane joins the A6007 via a mini roundabout. This

provides access to the A52 which in turn provides access to the M1.

Personal Injury Accident Data

2.5 Personal Injury Accident (PIA) data has been assessed to consider the existing safety

situation on the local road network. Patterns displayed in the data can be assessed with

regards to the proximity, frequency and severity of incidents that have occurred that may

require further in depth consideration. The PIA data has been collected for a period of three

years from 2012 to 2014.



3

Figure 2: Recorded injury accidents in the vicinity of the site.

2.6 Nine PIAs have been recorded in the vicinity of the site, one of which was serious. A cluster

of three accidents occurred at the Hickings Lane / A6007 mini roundabout (including the

serious accidents), two accidents are clustered at an adjacent junction. A single slight

accident has been recorded at the junction of Hickings Lane / Ewe Lamb Lane, adjacent to

the site.

2.7 Given the arterial nature of Hickings Lane (and the A6007), the three recorded accidents do

not represent a significant trend. It is also worth noting that the proposals will result in a

significant reduction in large and towing vehicles accessing the site, lowering the potential for

conflict.



4

3. ACCESSIBILITY

3.1 The application site is located approximately 1.5km north west of Stapleford town centre and

associated facilities. The Department for Transport identifies destinations within 2km as

accessible via walking and cycling; the site location therefore presents a good opportunity to

support sustainable transport with its proximity to local amenities and public transport

networks.

3.2 Although the town centre is located 1.5km from the site, pockets of facilities are located in

the vicinity of the site including a convenience store, ATM, take-way restaurant and

community centre 100m to the north east. A pharmacy is located 450m to the south west of

the site. Ilkston Recreation Ground and Bramcote Hills Park are located 200m to the north

and north east respectively. A facilities map demonstrates the facilities available in the

vicinity of the site, and is included in Appendix B.

Pedestrian Infrastructure

3.3 The site is supported by a continuous footway link to Stapleford town centre, as well as

nearer facilities highlighted above. Footways are available on both sides of the carriageway

and are of variable widths of at least 1.5m.

3.4 The local footway network is of a reasonably level topography and supported by pedestrian

crossing facilities including two zebra crossing facilities located in the town centre on ‘Broad

Street the Square’ to provide safe pedestrian movement around the town centre. Whilst

residents are not required to cross over Hickings Lane to reach the town centre, several side

roads have to be crossed. Signalised crossings are provided in the town centre.

Cycle Facilities

3.5 Whilst no formal cycle routes are currently in place within the immediate vicinity of the site,

the lightly-trafficked nature of the local road network offers an attractive cycling environment.

It is noteworthy that cycling is unlikely to be a major mode of travel for the users of the

proposed development.

Accessible Bus Provisions

3.6 The proposed development is well served by bus. The site is supported by two bus stops;

one on the A6007 (“Ilkston Road”), 200m to the north of the site, and a pair of bus stops on

Hickings Lane, 470m to the south west of the site. These bus stops are serviced by the

routes shown in Table 1.



5

Stop Service Operator Route Summary Weekday

Frequency

Hickings Lane I4 Trent Barton Derby- Nottingham 10 Minutes

Hickings Lane My15 Trent Barton Ilkeston – Old Sawley 20 Minutes

Hickings Lane Route18 Trent Barton Stapleford- Nottingham 30 Minutes

Hickings Lane 20 Trent Barton Heanor – Nottingham Hourly

Hickings Lane 21 Trent Barton Ilkeston - Nottingham Hourly

Hickings Lane Y4 Yourbus Sandiacre - Nottingham 15 Minutes

Hickings Lane Shopper Service

Notts Bus Spaleford Circuit Hourly (10am-3pm)

Table 1: Bus Route Summary

3.7 The bus stop on Ilkeston Road provides access to the Route 18 service only.

Rail Services

3.8 Whilst Stapleford does not benefit from a rail station, rail services are available in

Attenborough, located 5.1km to the south of the site. Attenborough rail station is on the

Mainland Main line and provides access to Loughborough, Nottingham and Long Eaton, and

intermediary stations typically at an hourly frequency.



6

4. PROPOSED DEVELOPMENT

Accommodation Schedule

4.1 The proposed development comprises of 48 retirement dwellings, of which 24 are one

bed and 24 are two bed apartments. The site layout is included as Appendix A.

Access Arrangement

4.2 The proposed site will be served by a new bellmouth junction onto Hickings Lane of

approximately 5.5m in width. This is sufficient width to accommodate large delivery

vehicles. The proposed access arrangement is demonstrated in Appendix C.

Internal Layout

4.3 The vehicular access provides direct access to the parking court. A pedestrian link is

proposed from Hickings Lane to the building entrance.

Servicing

4.4 The proposed development will be serviced via Hickings Lane in accordance with pre

application feedback received from the local highway authority. A refuse store is located

adjacent to the access minimising the carry distance of bins. The refuse storage facility

is within 10m of the refuse collection point.

4.1 A tracking investigation of a refuse vehicle entering and turning on site has been

completed to ensure that in the event of the refuse vehicle (or other very large vehicle)

needing to enter the site, it can turn and leave the site safely in forward gear. The

tracking investigation can be seen in Appendix C.

Parking

4.2 There are a total of 36 parking bays provided in the parking court. This provision

equates to 0.75 spaces per apartment.

4.3 The Browtowe Local Plan (adopted 2004) Guidance on Parking indicates a parking

provision of 0.5 spaces per apartment would be appropriate for “sheltered

accommodation”, with staff parking justified and assessed on a case-by-case basis.

4.4 The proposed development incorporates 36 parking spaces, well in excess of the 24

(resident) spaces required. The additional parking provision caters for the <10 members

of staff on site and ensures that the on street parking on Hickings Lane is not affected.



7

4.5 McCarthy and Stone Retirement Living developments are atypical of retirement flats in

that they allow residents to live a relatively independent life with only a moderate amount

of care. As such the sheltered accommodation category of the Browtowe parking

standards may not accurately reflect the parking requirements of the site.

4.6 In order to provide an appropriate assessment, McCarthy & Stone’s independent

research has been used to give an indication of parking provision. McCarthy & Stone’s

independent research provides evidence of parking demand, on their own sites. Using

this method, the parking strategy for this site is demonstrated in Table 2, and the

appropriate abstract from McCarthy & Stone’s independent research is included as

Appendix D.

Unit size Proposed

number of units

McCarthy &

Stones’ parking

standards (per

apartment)

Expected provision

based on

standards

Proposed parking

spaces

1 bedroom 24 0.338 9 spaces 36 spaces

2 bedroom 24 0.375 9 spaces

Table 2: Parking strategy

4.7 The parking provision is higher than the standards require ensuring that no overspill

parking will occur on the Local Road Network (LRN).

Cycle Parking

4.8 To allow maximum flexibility for residents’ choice of mode of travel, cycle storage is

designed into the motorised scooter storage area, on the basis that a resident who is

sufficiently able bodied to cycle will not have a mobility scooter, and vice versa.



8

5. TRIP GENERATION

5.1 To determine the net change in trip generation as a result of the proposals, the trip

generation of the existing industrial unit has been considered. On site observations

identified that the entire site is utilised for the storage of plant and construction vehicles

(as well as the turning of large vehicles) and as a result the site area is considered a

more accurate category of trip generation compared to the GFA of the small builds on

the site. The following criteria were used for the TRICS assessment:

Excludes Scotland, Ireland and greater London.

Edge of town, suburban area and neighbourhood centre locations used.

1500-5000m2 floor area

5.2 The results of the TRICS assessment for ‘vehicles’ is shown in Table 3 and shown in full

in Appendix E.

5.3 The TRICS assessment identified the number of OGV (vehicles over 3.5 tonnes) that

are currently accessing the site. These vehicles are included in, and not additional to,

the total number of vehicles generated by the site shown in Table 3. This is summarised

in Table 4 and show in full in Appendix E.

5.4 It is worth noting that the TRICS investigation is likely to understate the OGV generation

of the existing land use, as the “Industrial Unit” Category includes various types of

industrial unit and therefore the trip generation is an average of these. The existing site,

catering for storage and hiring of construction plant and machinery such as earth moving

vehicles, will likely require a greater proportion of OGVs than a typical ‘Industrial Unit’.

5.5 To understand the vehicular trip generation of the proposed development, an

assessment has been undertaken using survey data of sites of a similar nature to the

proposed development.

4,000m2

Vehicles

Industrial Unit

Trip Rate

Industrial Unit

Trip Generation

AM 1.134 45

PM 0.780 31

12H 8.705 348

Table 3: Existing Trip Generation (all vehicles)

4,000m2

o/w OGV

Industrial Unit

Trip Rate

Industrial Unit

Trip Generation

AM 0.078 3

PM 0.013 0

12H 0.425 17

Table 4: Existing Trip Generation (of which OGVs)



9

5.6 In order to provide an appropriate trip rate for the proposed development, traffic count

surveys have been commissioned at comparable McCarthy & Stone sites, with the

resulting data providing more representative trip rates than available in the TRICS data

sets. McCarthy & Stone’s traffic counts and associated trip rates are summarised within

Table 5. The relevant trip data extract form McCarthy & Stone’s independent research is

attached in Appendix D.

5.7 Table 5 demonstrates an estimated trip rate of 9 trips in the AM peak and 10 trips in the

PM peak. 80 trips over a 12 hour period are shown, which equates to one trip every 9

minutes.

5.8 To ensure the proposed trip rate is realistic the above trip rates have been sensitivity

tested against established TRICS traffic surveys. As previously mentioned, it is

challenging to align the proposed development with a land use classification in the

TRICS database. However, the “Retirement Accommodation” land use is considered the

most representative of the McCarthy & Stone Ortus development. The summary of this

TRICS investigation is summarised in Table 6 and the full TRICS outputs are contained

in Appendix E.

5.9 When comparing the TRICS investigation with McCarthy & Stone’s independent

research, the results indicate that the proposed trip rates are realistic and representative

of the traffic generation of the proposed development.

5.10 The TRICS investigation identified that the proposed development will generate three

OGVs over a 12 hour period, a significant reduction in comparison to the conservative

estimate of 17 OGVs identified by the TRICS assessment. It is also noteworthy that the

OGVs associated with the proposed development are likely to be the smaller 7.5 tonne

vehicles when compared to existing usage.

48 units

vehicles

Retirement Living

Trip Rate

Retirement Living

Trip Generation

AM 0.192 9

PM 0.207 10

12H 1.660 80

Table 5: Proposed trip generation (based on Dr Allan

Burns’ research)

48 units

vehicles

“Retirement Flats”

Trip Rate

“Retirement Flats”

Trip Generation

AM 0.134 6

PM 0.134 6

12H 2.090 100

Table 6: TRICS sensitivity test



10

Vehicle Impact

5.11 The net change in vehicle trips generated by the site is shown below in Table 7.

5.12 Table 7 demonstrates that the proposed development will result in a significant

reduction in the number of trips generated by the site. On this basis no further

assessment of the vehicular impact on the highway network is required.

Multimodal impact

5.13 Due to the development’s proximity to local facilities, the proposals will generate a

notable quantity of sustainable mode trips. The Accessibility section of this report

outlines the high quality pedestrian, cycle and public transport provisions in the local

area and consequently it is considered unlikely that the increased users of these

facilities will have a detrimental impact on the local highway network.

46 units

vehicles

Existing Trip

Generation

Proposed Trip

Generation

Net

Change

AM 45 9 -36

PM 31 10 -21

12H 348 80 -268

Table 7: TRICS sensitivity test



11

6. SUMMARY

6.1 This Transport Statement has been prepared by Paul Basham Associates on behalf of

McCarthy & Stone to support a planning application for the residential retirement flat

redevelopment on land adjacent to Hickings Lane, Stapleford.

6.2 The site is ideally located to maximise opportunities to travel by sustainable modes

being under 300m from the local facilities and within walking distance of the town centre.

The local areas benefits from high quality pedestrian and public transport provisions.

6.3 The proposed development will not result in a notable increase in traffic on the local

highway network and is unlikely to have any perceivable impact on the surrounding

junctions.

6.4 The development will be serviced from Hickings Lane. However a tracking investigation

has been undertaking demonstrating that large vehicles can access and egress the site

in forward gear.

6.5 Vehicle parking will be provided in excess of the required provision of 24 (plus staff)

cars. The 36 spaces will ensure overspill parking does not occur on the LRN. Due to the

elderly nature of the residents of the proposals, the mobility scooter storage area is

dynamically designed to accommodate cycles in addition to mobility scooters on the

basis that residents will not require both a cycle and a scooter.

6.6 This Transport Statement has demonstrated that the proposed development will not

result in a negative impact on the capacity or safety of the local road network and will

ultimately improve the urban realm in this area. We would therefore encourage

Broxtowe Borough Council to look favourably upon the highway considerations of this

application.


Transport Statement 050.0032TS

Appendix A

1m2m 4m 6m 8m 10m1:200@ A1 SCALE

15m0m

36

33

27

5

16

9

19

- - --

January 20161:200 @ A1

IDP

Planning

Hickings LaneStapleford

© McCarthy & Stone Retirement Lifestyles LimitedAll rights reserved. The reproduction of all or any part of this

drawing/document and/or construction of any building or part of a buildingor structure to which this drawing/document relates without the written

permission of the copyright owner is prohibited.

ALL DIMENSIONS TO BE CHECKED ON SITEWORK TO FIGURED DIMENSIONS ONLY

REPORT DISCREPANCIES TO THEARCHITECT AT ONCE BEFORE PROCEEDING

Fax : (02476) 454898

Coventry CV3 2TRTelephone: (02476) 454898

Ross House, Binley Business Park, Harry Weston Road

T: +44 (0)24 7652 7600 E:[email protected]

www.weareidp .com

PROJECT MANAGERS.

URBAN DESIGNERS.

WE ARE IDP.

ARCHITECTS.

IDP GROUP 27 SPON STREET COVENTRY CV1 3BA

PLANNERS.

LANDSCAPE ARCHITECTS.

Site Layout

IDP

Proposed Retirement Living Development

MI_2249_01_03_AC_002Site Layout



Appendix B

Project Number: 050.0032

Title: ACCESSIBILITY MAP

Checked By: JH

Checked Date: 18.01.16

Scale: N/A

Project Name: HICKINGS LANE, STAPLEFORD

Drawn By: SR

Drawn Date: 18.01.16



Appendix C

49

44

2

12

8

16

10.32

1.665 3.915 1.385

Phoenix 2 Duo Kitchen & Food Waste Recycler (P2-12W with Elite 6x4 chassis)Overall Length 10.320mOverall Width 2.530mOverall Body Height 3.756mMin Body Ground Clearance 0.309mTrack Width 2.530mLock to Lock Time 4.00sKerb to Kerb Turning Radius 9.450m

5

49

44

2

12

8

16

8.68

1.52 3.81

DB32 Fire ApplianceOverall Length 8.680mOverall Width 2.180mOverall Body Height 3.452mMin Body Ground Clearance 0.337mMax Track Width 2.121mLock to Lock Time 6.00sKerb to Kerb Turning Radius 7.910m

NORTH

5

Refuse

HM

Buggy

Lobby

Reception

EntranceEntrance

Main

2

8

264.572

0.951 2.578

Skoda OctaviaOverall Length 4.572mOverall Width 1.769mOverall Body Height 1.488mMin Body Ground Clearance 0.249mMax Track Width 1.713mLock to Lock Time 4.00sKerb to Kerb Turning Radius 5.100m

Scale

Revision

(AT A3 SIZE)

Project NameTitle

Project Phase

Checked DateChecked By

Drawn By Drawn Date

Paul Basham Associates Ltd

Lancaster Court

8 Barnes Wallis Road

Fareham Hampshire

PO15 5TU

T +44 (0) 1489 668134

E [email protected]

W www.paulbashamassociates.com

PBA Drawing No.Client Drawing No.

Client

HICKINGS LANE

STAPLEFORD

PRELIMINARY

VEHICLE TRACKING

MS 04.11.15

SR 04.11.15

1:250

050-0032-001



Appendix D

MCCARTHY AND STONE CATEGORY II FACT FILE (2007) No. 17

Parking Requirements

Car parking

There are a number of different types of parking that can occur within the car parks of this

form of housing. The first is the resident parking. The car ownership of residents is

considered in Fact File 10 for car ownership and Fact file 12 for ownership of other modes.

Government guidance encourages lower levels of car parking provision, in order to make

better use of urban land and to discourage the use of the car.

Many housing developments would not make full car parking provision for all visitors.

Friends, relatives and even medical professionals/carers would be expected to park off the site

and to walk to the home in question.

In determining the level of car parking proposed at a new development, the location of the

development should be considered, with possibly lower provision being made in highly

accessible locations and higher provision in more remote locations. Furthermore, if there is

off-site car parking readily available, on-site parking could be reduced such that visitors might

be expected to park off the site.

In order to assess the overall normal demand, the survey data from 13 developments has been

analysed to determine the peak level of car parking within the sites. The results are shown in

Table 17.1 below.

The table shows that the overall peak hour for parking demand was 9 to 10 a.m., when there

were 197 vehicles parked in the 13 developments, with 554 apartments. This equates to 0.356

vehicles per apartment. Such provision would be likely to meet the majority of car parking

needs of residents, staff and visitors.

The developments analysed are indicate in the following list, with their identification number

that is used in Table 17.1, below:-

1. Faregrove Court, Fareham

2. Charlwood Court, Torquay

3 Stevens Court, Winnersh

4. Homelawn House, Bexhill on Sea

5. Hornbeam Court, Guiseley

6. Camsell Court, Framwellgate Moor, Durham

7. Fairweather Court, Darlington

8. Browning Court, Fenham, Newcastle

9. Cwrt Beaufort, Swansea

10. Jarvis Court, Brackley

11. Aiden’s View, Clarkston, Glasgow

12. Chancellor Court, Chelmsford

13. Devereux Court, Woodford Green

Table 17.1 Maximum Car Park Occupancy – per apartment

Devt 1 2 3 4 5* 6 7* 8 9 10 11 12 13 Totls

Aparts 48 39 34 81 39 48 45 36 33 47 45 34 21 550

Starting 17 9 9 29 16 18 14 13 12 19 15 8 6 185

0700-0800 17 10 9 29 16 20 14 14 13 19 15 8 6 190

0800-0900 17 11 10 28 16 20 18 13 12 18 16 7 7 193

0900-1000 18 14 11 26 17 20 17 13 14 15 19 7 6 197

1000-1100 15 11 9 24 15 16 14 12 13 16 15 8 9 177

1100-1200 18 13 7 24 15 18 14 12 11 19 18 8 8 185

1200-1300 18 13 9 26 13 18 13 8 11 17 14 11 8 179

1300-1400 17 12 11 26 14 19 12 11 8 14 15 11 7 177

1400-1500 15 12 11 24 14 18 12 12 7 14 17 14 6 176

1500-1600 15 13 12 26 13 16 15 14 8 15 18 12 6 183

1600-1700 13 12 11 28 14 15 15 13 10 16 17 9 7 180

1700-1800 13 12 9 31 14 17 15 13 10 11 15 10 6 176

1800-1900 13 12 11 31 14 17 14 13 10 14 16 10 6 181

Peak Cars

(per

Apartment)

0.38

0.36

0.35

0.38

0.436

0.42

0.4

0.39

0.42

0.4

0.42

0.4

1

0.43

0.358

The absolute peak demand at the busiest of the developments was 0.436 cars per apartment at

the Guiseley development. This is a development where car parking permits were provided

for the residents. The other such development was no.7 in the list (Darlington), where the

peak demand for spaces was 0.4.

It has been shown that the owners of two bedroom apartments tend to have a higher car

ownership than those in the smaller apartments. This survey suggests that the two bedroom

apartment owners have an 11% higher car ownership If this is assumed for all the

developments considered in Table 17.1 above, we can assess the peak car parking demand per

bedroom. The calculation of the number of bedrooms and the “one-bedroom equivalents is

shown in Table 17.2, below.

Table 17.2 Car Parking – Peak Demand related to one-bedroom equivalents.

Devt 1 2 3 4 5* 6 7* 8 9 10 11 12 13 Totls

Total Aparts 48 39 34 81 39 48 45 36 33 47 45 34 21 550

One bedroom

Apartments

39 28 25 65 27 34 31 28 25 35 22 24 13 396

Two bedroom

Apartments

9 11 9 16 12 14 14 8 8 12 23 10 8 154

Two

bedrooms x

1.1

9.99 12.2 9.99 17.76 13.32 15.54 15.54 8.88 8.88 13.32 25.53 11.1 8.88 170.93

Peak Cars

Parked

18 14 12 31 17 20 18 14 14 19 19 14 9 197

The table shows that there are a total of 396 one bedroom apartments and 154 two bedroom

apartments. The 154 in then multiplied by 1.11, i.e. the higher car ownership of two bedroom

apartments, to give a “one-bedroom equivalent” of 170.93, say 171. This indicates a total of

“one bedroom apartments and the equivalent” of 567.

The peak parking demand is 197 spaces, as derived in Table 17.1. This gives a peak demand

of 0.35 spaces per one bedroom (including the equivalent).

Cycle Parking

Data included in Fact File 12 shows that the cycle ownership amongst residents is very low, at

0.206 cycles per apartment.

Given the possible use of cycles by the house manager or other staff, some secure cycle

storage should be provided. It is only the house manager that is likely to be on-site for an

extended period and so an appropriate provision of covered and secure cycle parking might be

0.0206 cycles per apartment for residents’ cycles (rounded up to the next whole number) and

say 1 or 2 for members of staff. This may be incorporated into the buggy store, thereby

giving greater flexibility of provision.

Some short–stay cycle parking should also be provided. This need not be covered but should

allow the visitor to secure the cycle, using a cycle loop or similar purpose made facility. The

number of visits by cyclists has been surveyed at most of the sites selected for this study. This

shows the following visits by bicycle:-

Table 17.3 Cycle Visits

Devt 1 2 3 4 5 6 7 8 9 10 11 Totals

Apartments 48 39 34 81 39 48 45 36 33 47 45 495

Max Cycle

Parking

0 1 1

0 0 0 1 1

(twice)

0 2 0 6

Period of

presence of

at least 1

cycle

0 108

mins

12

mins

0 0 0 4

mins

Paper

boy

12

Possibly

paper

boy/girl

0 62

mins

(11

mins

for

2)

0 198

mins

The only time when more than one visitor’s cycle was on the site at any one time was at the

Brackley development. In most cases there were no visits by cycles.

This would suggest that, in normal circumstances only one, short-stay visitor cycle parking

space would be required. However, in order to encourage use of cycles by visitors, a higher

provision of say 2 or ideally 4 such spaces should be provided. This provision should be

appropriate for all normal sized developments, and even up to some 90 or even 100 apartments

Buggy Parking

The survey data on buggy ownership is given in Fact File no.12. This states:-

“Only 1 of the responses from the 97 apartments indicated the ownership of a buggy, although

a further 8 apartment responses indicated a desire to own a buggy. Therefore the actual

buggy ownership was 0.0103 buggies per apartment, although if one includes the possible

demand for buggy ownership, this would be increased to 0.092 buggies per apartment. This is

almost 1 buggy per 10 apartments.”

This would suggest a minimum of 1 buggy space per 10 apartments. However, a higher

provision may encourage the use of these vehicles and may also allow for increased ownership

as the residents in a development tend to age.

MCCARTHY AND STONE CATEGORY II FACT FILE (2008-2011) No. 15

Trip Generation

Surveys have been undertaken in April 2008 and May, June and July 2011 at several

CATEGORY II developments that are well established or where the initially sales period is

fully complete. It should be noted that survey staff were instructed to include in the traffic

data any vehicle parked in the road outside the development, where the person(s) leaving the

car entered the development.

Table 15.1 below shows the resulting traffic generation data:-

Table 15.1 Traffic Generation (Vehicle Movements per 12 hour day – 0700-1900)

Development Date of Survey No of

Apartments

Vehicle Movements

(12 Hr)

Generation

per apartment

Faregrove Court,

Fareham Fri 4 April 2008 48 50 (0) 1.04

Charlwood Court,

Torquay Thurs 3 April 2008 39 78 (0) 2.0

Stevens Court,

Winnersh Wed 2 April 2008 34 67 (0) 1.97

Homelawn House,

Bexhill on Sea Tues 1 April 2008 81 159 (0) 1.96

Devereux Court,

Woodford Green Tues 1 March 2011 21 37 (2) 1.76

Chancellor Court,

Chelmsford Tues 1 March 2011 34 73 (0) 2.14

Hornbeam Crt,

Guisely * Tues 24 May 2011 39 46 (0) 1.18

Camsell Court,

Framwellgate Moor,

Durham

Mon 23 May 2011 48 67 (2) 1.4

Fairweather Crt,

Darlington * Mon 23 May 2011 45 63 (0) 1.4

Browning Court,

Fenham, Newcastle Tues 24 May 2011 36 52 (0) 1.44

Cwrt Beaufort,

Swansea Wed 6 July 2011 33 47 (0) 1.42

Jarvis Court,

Brackley Wed 29 June 2011 47 95 (4) 2.02

AAttkkiinnssoonn CCoouurrtt ,,

CCoosshhaamm,, PPoorrttssmmoouutthh Tues 28 June 2011 46 69 (0) 1.5

Jubilee Court,

Worthing Tues 5 July 2011 60 113 (0) 1.88

Aiden’s View,

Clarkston, Glasgow Mon 1 August 2011 45 76 1.69

Totals 656 1092 (6) 1.66

The bracketed figure is the number of heavy goods vehicles recorded as visiting the

development.

* Parking permits issued

This indicates that the average traffic generation for this form of development is 1.66 vehicle

movements per apartment per 12 hour day. The range of these generation rates is significant,

with the lowest being at Guiseley (1.18) and the highest at Chelmsford (2.14).

It may be of note that the lowest trip rate was at one of the developments where parking on the

site was controlled by parking permits. The other development where permits have been

issued also had a lower than average car ownership. However, at present the number of such

developments that have been surveyed is too small to draw any significant conclusions from

this.

Surveys at two developments (Atkinson Court, Cosham, Portsmouth and Jubilee Court,

Worthing) were undertaken by video recorder over a full 24 hour period. At the Portsmouth

site there were 10 vehicle movements between 7 p.m. and 7 a.m. At the Worthing

development there were 4 such vehicle movements. These developments included a total of

106 apartments, giving a night (7 p.m. to 7 a.m.) trip rate of 0.13 vehicle movements per

apartment.

The surveys allow the hourly distribution of trips to and from the development to be

calculated. The results of the daily distribution are shown in Table 15.2, below.

Table 15.2 Hourly Distribution of Vehicle Movements (0700-1900)

Time Period Arrivals% Departures%

0700-0800 2.6 3.1

0800-0900 6.1 5.5

0900-1000 9.8 12.0

1000-1100 8.7 11.9

1100-1200 10.0 8.6

1200-1300 10.2 10.8

1300-1400 10.2 10.0

1400-1500 10.4 8.9

1500-1600 8.5 8.0

1600-1700 10.4 9.9

1700-1800 7.6 4.9

1800-1900 5.4 6.4

Totals 99.9 100

The hourly split for the “overnight” traffic movements, based on the video data for 2

developments, shows the following split.

Table 15.3 Hourly Distribution of Vehicle Movements (1900-0700)

Time Period Arrivals% Departures%

1900-2000 42.8 14.3

2000-2100 28.6 28.6

2100-2200 28.6 57.1

2200-0700 0 0

Totals 100 100

This shows that there is highly unlikely to be any significant level of vehicle movements at

unsocial hours, such as between 10 p.m. and 7 a.m. and that the level of movements during the

evening period is likely to be very low.

Table 15.4 below shows the resulting traffic generation data for residents, where it is possible

to identify them. Vehicles that are present in the car park at the start of the survey are

assumed to be residents. It should be noted that not all the surveys allowed this data to be

obtained.

Table 15.4 Residents’ Generation (Vehicle Movements per 12 hour day – 0700-1900)

The resident trip rate at these developments has been found to be 0.45 vehicle movements per

apartment per day. The corresponding visitor/staff generation is some 1.26 vehicle

movements per day. This gives a total generation for these developments of 1.71. This is

slightly higher than the average derived above for a larger number of developments.

However, if we assume the same proportions of residents’ and other trips, and apply these to

the overall average trip rate, we would get 26.3% resident trips and 73.7% visitor and other

trips. The resulting trip rates would then become:-

Resident trip rate:- 0.44 vehicle movements per 12 hour day

Visitor/staff/other trip rate:- 1.22 vehicle movements per 12 hour day

Development Date of Survey No of

Apartments

Vehicle Movements

(12 Hr)

Generation

per apartment

Charlwood Court,

Torquay Thurs 3 April 2008 39 11 0.28

Stevens Court,

Winnersh Wed 2 April 2008 34 18 0.53

Homelawn House,

Bexhill on Sea Tues 1 April 2008 81 49 0.62

Devereux Court,

Woodford Green Tues 1 March 2011 21 7 0.33

Chancellor Court,

Chelmsford Tues 1 March 2011 34 17 0.5

Hornbeam Crt,

Guisely * Tues 24 May 2011 39 23 0.59

Camsell Court,

Framwellgate Moor,

Durham

Mon 23 May 2011 48 21 0.44

Fairweather Crt,

Darlington * Mon 23 May 2011 45 10 0.21

Browning Court,

Fenham, Newcastle Tues 24 May 2011 36 19 0.53

Cwrt Beaufort,

Swansea Wed 6 July 2011 33 9 0.29

Jarvis Court,

Brackley Wed 29 June 2011 47 31 0.67

Aiden’s View,

Clarkston, Glasgow Mon 1 August 2011 45 11 0.24

Totals 502 226 0.45

The surveys also noted the number of pedestrian, cycle, motorcycle, buggy and wheelchair

trips generated. It should be noted, of course, that some of the pedestrian could please going

to or from bus trips.

Table 15.4 Non Vehicle Mode Generation (Movements)

Development Aps Walk Rate Motor

cycle

Rate Cycle Rate Buggy Rate Wheel

Chair

Rate

Faregrove Court,

Fareham 48 106 2.2 0 0 0 0 0 0 0 0

Charlwood Court,

Torquay 39 138 3.53 1 0.026 1 0.026 0 0 0 0

Stevens Court,

Winnersh 34 22 0.65 0 0 2 0.059 0 0 0 0

Homelawn House,

Bexhill on Sea 81 115 1.42 0 0 0 0 0 0 10 0.123

Hornbeam Crt,

Guisely * 39 63 1.62 0 0 0 0 0 0 0 0

Camsell Court,

Framwellgate

Moor, Durham

48 34 0.71 0 0 0 0 0 0 0 0

Fairweather Crt,

Darlington * 45 71 1.58 0 0 2 0.044 0 0 0 0

Browning Court,

Fenham,

Newcastle

36 51 1.42 0 0 4 0.11 0 0 0 0

Cwrt Beaufort,

Swansea 33 4 0.12 0 0 0 0 0 0 0 0

Jarvis Court,

Brackley 47 25 0.53 0 0 4 0.09 0 0 0 0

AAttkkiinnssoonn CCoouurrtt ,,

CCoosshhaamm,,

PPoorrttssmmoouutthh

46 65 1.41 0 0 9 0.2 2 0.04 0 0

Jubilee Court,

Worthing 60 104 1.73 0 0 3 0.05 0 0 0 0

Aiden’s View,

Clarkston,

Glasgow

45 43 0.96 0 0 0 0 0 0 0 0

Totals/Average

rates

601 841 1.4 1 0.0017 21 0.035 2 0.003 10 0.017

The average rate of walking movements per apartment are only slightly lower than that of the

motor vehicle, at 1.4 pedestrian movements per apartment per day. It is emphasised that this

is an average, and varies between developments. In addition, the weather of the day of the

survey would be likely to influence these movements. The same comment would apply to

trips made by bicycle, by buggy or in a wheelchair.



Appendix E

TRICS 7.2.4 171215 B17.29 (C) 2015 TRICS Consortium Ltd Wednesday 06/01/16

Industrial Unit yr 2000 Page 1

Paul Basham Associates Hamble Lane Southampton Licence No: 247601

Calculation Reference: AUDIT-247601-160106-0159

TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 02 - EMPLOYMENT

Category : C - INDUSTRIAL UNIT

VEHICLES

Selected regions and areas:

02 SOUTH EAST

HF HERTFORDSHIRE 1 days

03 SOUTH WEST

DC DORSET 2 days

06 WEST MIDLANDS

HE HEREFORDSHIRE 1 days

WM WEST MIDLANDS 1 days

Filtering Stage 2 selection:

Parameter: Gross floor area

Actual Range: 1800 to 4600 (units: sqm)

Range Selected by User: 1500 to 5000 (units: sqm)

Public Transport Provision:

Selection by: Include all surveys

Date Range: 04/07/00 to 22/10/13

Selected survey days:

Tuesday 3 days

Thursday 2 days

Selected survey types:

Manual count 5 days

Directional ATC Count 0 days

Selected Locations:

Suburban Area (PPS6 Out of Centre) 2

Edge of Town 3

Selected Location Sub Categories:

Industrial Zone 4

Commercial Zone 1




LIST OF SITES relevant to selection parameters

1 DC-02-C-02 NEWSPAPER HQ DORSET

HAMPSHIRE ROAD

CHICKERELL

WEYMOUTH

Edge of Town

Industrial Zone

Total Gross floor area: 3 0 3 5 sqm

2 DC-02-C-05 ELECTRONICS CO. DORSET

HAMPSHIRE ROAD

GRANBY IND. ESTATE

WEYMOUTH

Edge of Town

Industrial Zone


3 HE-02-C-02 THERMAL PROCESSING HEREFORDSHIRE

COLLEGE ROAD

BURCOTT

HEREFORD

Edge of Town

Commercial Zone


4 HF-02-C-01 INDUSTRIAL UNIT HERTFORDSHIRE

BRIDGE ROAD EAST

WELWYN GARDEN CITY

Suburban Area (PPS6 Out of Centre)

Industrial Zone


5 WM-02-C-01 METAL BEARINGS WEST MIDLANDS

FORGE LANE

MINWORTH

SUTTON COLDFIELD


Industrial Zone





TRIP RATE for Land Use 02 - EMPLOYMENT/C - INDUSTRIAL UNIT

VEHICLES

Calculation factor: 100 sqm

BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS

No. Ave. Trip No. Ave. Trip No. Ave. Trip

Time Range Days GFA Rate Days GFA Rate Days GFA Rate

00:00 - 00:30

00:30 - 01:00

01:00 - 01:30

01:30 - 02:00

02:00 - 02:30

02:30 - 03:00

03:00 - 03:30

03:30 - 04:00

04:00 - 04:30

04:30 - 05:00

05:00 - 05:30

05:30 - 06:00

06:00 - 06:30

06:30 - 07:00

5 3103 0.122 5 3103 0.019 5 3103 0.14107:00 - 07:30

5 3103 0.451 5 3103 0.045 5 3103 0.49607:30 - 08:00

5 3103 0.406 5 3103 0.077 5 3103 0.48308:00 - 08:30

5 3103 0.490 5 3103 0.161 5 3103 0.65108:30 - 09:00

5 3103 0.213 5 3103 0.058 5 3103 0.27109:00 - 09:30

5 3103 0.097 5 3103 0.058 5 3103 0.15509:30 - 10:00

5 3103 0.161 5 3103 0.148 5 3103 0.30910:00 - 10:30

5 3103 0.129 5 3103 0.122 5 3103 0.25110:30 - 11:00

5 3103 0.155 5 3103 0.148 5 3103 0.30311:00 - 11:30

5 3103 0.116 5 3103 0.135 5 3103 0.25111:30 - 12:00

5 3103 0.142 5 3103 0.174 5 3103 0.31612:00 - 12:30

5 3103 0.187 5 3103 0.342 5 3103 0.52912:30 - 13:00

5 3103 0.309 5 3103 0.187 5 3103 0.49613:00 - 13:30

5 3103 0.251 5 3103 0.097 5 3103 0.34813:30 - 14:00

5 3103 0.122 5 3103 0.122 5 3103 0.24414:00 - 14:30

5 3103 0.090 5 3103 0.064 5 3103 0.15414:30 - 15:00

5 3103 0.148 5 3103 0.142 5 3103 0.29015:00 - 15:30

5 3103 0.142 5 3103 0.180 5 3103 0.32215:30 - 16:00

5 3103 0.103 5 3103 0.303 5 3103 0.40616:00 - 16:30

5 3103 0.103 5 3103 0.503 5 3103 0.60616:30 - 17:00

5 3103 0.045 5 3103 0.419 5 3103 0.46417:00 - 17:30

5 3103 0.026 5 3103 0.290 5 3103 0.31617:30 - 18:00

5 3103 0.032 5 3103 0.142 5 3103 0.17418:00 - 18:30

5 3103 0.039 5 3103 0.058 5 3103 0.09718:30 - 19:00

19:00 - 19:30

19:30 - 20:00

20:00 - 20:30

20:30 - 21:00

21:00 - 21:30

21:30 - 22:00

22:00 - 22:30

22:30 - 23:00

23:00 - 23:30

23:30 - 24:00

Total Rates: 4.079 3.994 8.073




Parameter summary

Trip rate parameter range selected: 1800 - 4600 (units: sqm)

Survey date date range: 04/07/00 - 22/10/13

Number of weekdays (Monday-Friday): 5

Number of Saturdays: 0

Number of Sundays: 0

Surveys manually removed from selection: 1




TRIP RATE for Land Use 02 - EMPLOYMENT/C - INDUSTRIAL UNIT

OGVS

Calculation factor: 100 sqm




Time Range Days GFA Rate Days GFA Rate Days GFA Rate

00:00 - 00:30

00:30 - 01:00

01:00 - 01:30

01:30 - 02:00

02:00 - 02:30

02:30 - 03:00

03:00 - 03:30

03:30 - 04:00

04:00 - 04:30

04:30 - 05:00

05:00 - 05:30

05:30 - 06:00

06:00 - 06:30

06:30 - 07:00

5 3103 0.000 5 3103 0.006 5 3103 0.00607:00 - 07:30

5 3103 0.000 5 3103 0.000 5 3103 0.00007:30 - 08:00

5 3103 0.026 5 3103 0.013 5 3103 0.03908:00 - 08:30

5 3103 0.013 5 3103 0.026 5 3103 0.03908:30 - 09:00

5 3103 0.006 5 3103 0.006 5 3103 0.01209:00 - 09:30

5 3103 0.006 5 3103 0.006 5 3103 0.01209:30 - 10:00

5 3103 0.013 5 3103 0.013 5 3103 0.02610:00 - 10:30

5 3103 0.006 5 3103 0.006 5 3103 0.01210:30 - 11:00

5 3103 0.039 5 3103 0.032 5 3103 0.07111:00 - 11:30

5 3103 0.013 5 3103 0.026 5 3103 0.03911:30 - 12:00

5 3103 0.000 5 3103 0.000 5 3103 0.00012:00 - 12:30

5 3103 0.013 5 3103 0.006 5 3103 0.01912:30 - 13:00

5 3103 0.000 5 3103 0.006 5 3103 0.00613:00 - 13:30

5 3103 0.019 5 3103 0.006 5 3103 0.02513:30 - 14:00

5 3103 0.006 5 3103 0.006 5 3103 0.01214:00 - 14:30

5 3103 0.000 5 3103 0.013 5 3103 0.01314:30 - 15:00

5 3103 0.013 5 3103 0.019 5 3103 0.03215:00 - 15:30

5 3103 0.006 5 3103 0.000 5 3103 0.00615:30 - 16:00

5 3103 0.006 5 3103 0.006 5 3103 0.01216:00 - 16:30

5 3103 0.013 5 3103 0.000 5 3103 0.01316:30 - 17:00

5 3103 0.000 5 3103 0.013 5 3103 0.01317:00 - 17:30

5 3103 0.000 5 3103 0.000 5 3103 0.00017:30 - 18:00

5 3103 0.006 5 3103 0.006 5 3103 0.01218:00 - 18:30

5 3103 0.006 5 3103 0.000 5 3103 0.00618:30 - 19:00

19:00 - 19:30

19:30 - 20:00

20:00 - 20:30

20:30 - 21:00

21:00 - 21:30

21:30 - 22:00

22:00 - 22:30

22:30 - 23:00

23:00 - 23:30

23:30 - 24:00

Total Rates: 0.210 0.215 0.425




Parameter summary

Trip rate parameter range selected: 1800 - 4600 (units: sqm)







Retirement Flats yr 2003 TR Page 1


TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 03 - RESIDENTIAL

Category : N - RETIREMENT FLATS

VEHICLES

Selected regions and areas:

04 EAST ANGLIA

CA CAMBRIDGESHIRE 1 days

07 YORKSHIRE & NORTH LINCOLNSHIRE

SY SOUTH YORKSHIRE 1 days

09 NORTH

TW TYNE & WEAR 1 days

10 WALES

CF CARDIFF 1 days

VG VALE OF GLAMORGAN 1 days

Filtering Stage 2 selection:

Parameter: Number of dwellings

Actual Range: 28 to 50 (units: )

Range Selected by User: 28 to 76 (units: )

Public Transport Provision:

Selection by: Include all surveys

Date Range: 01/01/03 to 19/12/12

Selected survey days:

Monday 1 days

Wednesday 2 days

Thursday 1 days

Friday 1 days

Selected survey types:

Manual count 5 days

Directional ATC Count 0 days

Selected Locations:

Suburban Area (PPS6 Out of Centre) 2

Edge of Town 2

Neighbourhood Centre (PPS6 Local Centre) 1

Selected Location Sub Categories:

Residential Zone 4

No Sub Category 1




LIST OF SITES relevant to selection parameters

1 CA-03-N-01 RETIREMENT FLATS CAMBRIDGESHIRE

HEDDA DRIVE

HAMPTON HARGATE

PETERBOROUGH

Neighbourhood Centre (PPS6 Local Centre)

Residential Zone

Total Number of dwellings: 5 0

2 CF-03-N-02 RETIREMENT FLATS CARDIFF

ASHDOWN CLOSE

ST MELLONS

CARDIFF

Edge of Town

Residential Zone


3 SY-03-N-01 RETIREMENT FLATS SOUTH YORKSHIRE

MOSS CLOSE

WICKERSLEY

NEAR ROTHERHAM


Residential Zone


4 TW-03-N-02 RETIREMENT FLATS TYNE & WEAR

BRABOURNE GARDENS

NORTH SHIELDS

Edge of Town

No Sub Category


5 VG-03-N-01 RETIREMENT FLATS VALE OF GLAMORGAN

BRADFORD PLACE

P E N A R T H


Residential Zone





TRIP RATE for Land Use 03 - RESIDENTIAL/N - RETIREMENT FLATS

VEHICLES

Calculation factor: 1 DWELLS




Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate

00:00 - 01:00

01:00 - 02:00

02:00 - 03:00

03:00 - 04:00

04:00 - 05:00

05:00 - 06:00

06:00 - 07:00

5 39 0.015 5 39 0.015 5 39 0.03007:00 - 08:00

5 39 0.072 5 39 0.062 5 39 0.13408:00 - 09:00

5 39 0.092 5 39 0.092 5 39 0.18409:00 - 10:00

5 39 0.082 5 39 0.087 5 39 0.16910:00 - 11:00

5 39 0.123 5 39 0.169 5 39 0.29211:00 - 12:00

5 39 0.108 5 39 0.138 5 39 0.24612:00 - 13:00

5 39 0.133 5 39 0.138 5 39 0.27113:00 - 14:00

5 39 0.067 5 39 0.082 5 39 0.14914:00 - 15:00

5 39 0.046 5 39 0.051 5 39 0.09715:00 - 16:00

5 39 0.154 5 39 0.087 5 39 0.24116:00 - 17:00

5 39 0.067 5 39 0.067 5 39 0.13417:00 - 18:00

5 39 0.087 5 39 0.056 5 39 0.14318:00 - 19:00

19:00 - 20:00

20:00 - 21:00

21:00 - 22:00

22:00 - 23:00

23:00 - 24:00

Total Rates: 1.046 1.044 2.090

Parameter summary

Trip rate parameter range selected: 28 - 50 (units: )









TRIP RATE for Land Use 03 - RESIDENTIAL/N - RETIREMENT FLATS

OGVS

Calculation factor: 1 DWELLS




Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate

00:00 - 01:00

01:00 - 02:00

02:00 - 03:00

03:00 - 04:00

04:00 - 05:00

05:00 - 06:00

06:00 - 07:00

5 39 0.000 5 39 0.000 5 39 0.00007:00 - 08:00

5 39 0.000 5 39 0.000 5 39 0.00008:00 - 09:00

5 39 0.015 5 39 0.010 5 39 0.02509:00 - 10:00

5 39 0.005 5 39 0.000 5 39 0.00510:00 - 11:00

5 39 0.010 5 39 0.015 5 39 0.02511:00 - 12:00

5 39 0.000 5 39 0.000 5 39 0.00012:00 - 13:00

5 39 0.000 5 39 0.000 5 39 0.00013:00 - 14:00

5 39 0.005 5 39 0.000 5 39 0.00514:00 - 15:00

5 39 0.000 5 39 0.000 5 39 0.00015:00 - 16:00

5 39 0.000 5 39 0.000 5 39 0.00016:00 - 17:00

5 39 0.000 5 39 0.005 5 39 0.00517:00 - 18:00

5 39 0.000 5 39 0.000 5 39 0.00018:00 - 19:00

1 50 0.000 1 50 0.000 1 50 0.00019:00 - 20:00

1 50 0.000 1 50 0.000 1 50 0.00020:00 - 21:00

21:00 - 22:00

22:00 - 23:00

23:00 - 24:00

Total Rates: 0.035 0.030 0.065

Parameter summary

Trip rate parameter range selected: 28 - 50 (units: )






transport statement january 2016 mccarthy &...

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