university of lincoln, brayford campus...university of lincoln, brayford campus transport assessment...

University of Lincoln, Brayford Campus

TRANSPORT ASSESSMENT

VN19136.01 | April 2012

University of Lincoln, Brayford Campus Transport Assessment

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University of Lincoln, Brayford Campus – Transport Assessment

Document Title: 19136-01 Uni of Lincoln TA

Version: 1

Date: April 2012

Prepared by: P. McDowell / V. Hammill

Approved by: M.Duckworth

SKM Colin Buchanan is part of the Sinclair Knight Merz Group.

Sinclair Knight Merz

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COPYRIGHT: The concepts and information contained in this document are the property of Sinclair Knight Merz Pty Ltd. Use or copying of this document in whole or in part without the written permission of Sinclair Knight Merz constitutes an infringement of copyright.

LIMITATION: This report has been prepared on behalf of and for the exclusive use of Sinclair Knight Merz Pty Ltd’s Client, and is subject to and issued in connection with the provisions of the agreement between Sinclair Knight Merz and its Client. Sinclair Knight Merz accepts no liability or responsibility whatsoever for or in respect of any use of or reliance upon this report by any third party.


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Document history and status

Revision Date issued Reviewed by Approved by Date approved Revision type

Distribution of copies

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Printed: 27 April 2012

Last saved: 27 April 2012 02:38 PM

File name: 19136-01-1_Uni of Lincoln TA_v13.docx

Author: P. McDowell / V.Hammill

Project manager: P. McDowell

Name of organisation: University of Lincoln

Name of project: University of Lincoln, Brayford Campus

Name of document: Transport Assessment

Document version: 1

Project number: VN19136.01


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Contents 1. Introduction ................................................................................................................................................................... 1 1.1 Overview ......................................................................................................................................................................... 1 1.2 Structure of report ........................................................................................................................................................... 1 2. Policy ............................................................................................................................................................................. 2 2.1 Overview ......................................................................................................................................................................... 2 2.2 National Planning Policy Framework: NPPF .................................................................................................................. 2 2.3 Local Policy .................................................................................................................................................................... 3 2.4 City of Lincoln Local Plan ............................................................................................................................................... 3 2.5 Lincolnshire County Council Local Transport Plan 3 (2011/12 – 2012/13) .................................................................... 4 3. Existing conditions ...................................................................................................................................................... 6 3.1 Site description ............................................................................................................................................................... 6 3.2 Site access ..................................................................................................................................................................... 6 3.3 Car parking ..................................................................................................................................................................... 7 3.4 Existing Campus peak hour traffic generations .............................................................................................................. 8 3.5 Local highway network ................................................................................................................................................... 9 3.6 Brayford Wharf East ....................................................................................................................................................... 9 3.7 Rope Walk ...................................................................................................................................................................... 9 3.8 Brayford Way .................................................................................................................................................................. 9 3.9 Sustainable Access Audit ............................................................................................................................................. 10 3.10 Key Findings from the Accessibility Assessment ......................................................................................................... 10 3.11 Walking ......................................................................................................................................................................... 12 3.12 Cycling .......................................................................................................................................................................... 12 3.13 Bus services ................................................................................................................................................................. 12 3.14 Train services ............................................................................................................................................................... 13 3.15 Personal Injury Accident (PIA) Assessment ................................................................................................................. 14 3.16 Summary of Accident Analysis ..................................................................................................................................... 14 3.17 B1003 Tritton Way / Rope Walk / B1273 Brayford Way Roundabout .......................................................................... 15 3.18 Brayford Way / A57 Carholme Road / A57 Brayford Way / Brayford Wharf North Junction ......................................... 15 3.19 Newland Street West / B1273 The Avenue / A57 Newland / A57 Brayford Way Junction ........................................... 15 3.20 Orchard Street / A57 Newland Junction ....................................................................................................................... 16 3.21 A57 Newland / Beaumont Fee / Mint Street / Wigford Way .......................................................................................... 16 3.22 Summary ...................................................................................................................................................................... 17 4. Development proposals ............................................................................................................................................. 18 4.1 Masterplan .................................................................................................................................................................... 18 4.2 Pedestrian and cycle access ........................................................................................................................................ 19 4.3 Vehicular access, car parking and servicing ................................................................................................................ 19 4.4 Travel Plan ................................................................................................................................................................... 19 5. Anticipated traffic impact .......................................................................................................................................... 21


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5.1 Scope of traffic impact assessment .............................................................................................................................. 21 5.2 Trip distribution and traffic generation .......................................................................................................................... 21 5.3 Academic buildings ....................................................................................................................................................... 21 5.4 New staff trips Phase 1 and complete Masterplan ....................................................................................................... 22 5.5 New Student trips ......................................................................................................................................................... 23 5.6 Business / Office and Hotel uses .................................................................................................................................. 24 5.7 Traffic generation summary .......................................................................................................................................... 25 5.8 Anticipated future highway network traffic flows ........................................................................................................... 26 5.9 Junction analysis .......................................................................................................................................................... 27 5.10 Brayford Way zone validation ....................................................................................................................................... 28 5.11 Brayford Way zone 2014 Phase 1 ................................................................................................................................ 30 5.11.4 Brayford Way zone 2029 Masterplan ........................................................................................................................... 31 5.12 Rope Walk zone validation ........................................................................................................................................... 32 5.13 Rope Walk zone 2014 Phase 1 .................................................................................................................................... 33 5.14 Rope Walk zone 2029 Masterplan ............................................................................................................................... 34 5.15 Brayford Way zone potential pedestrian measures ...................................................................................................... 35 6. Summary and Conclusions ....................................................................................................................................... 37 Appendix A .................................................................................................................................................................................... 39 Plan 1 – Site location plan ............................................................................................................................................................... 39 Plan 2 – Site access and local highway network ............................................................................................................................ 39 Plan 3 – Car park locations ............................................................................................................................................................. 39 Plan 4 – Controlled pedestrian crossing facilities ............................................................................................................................ 39 Plan 5 – 2km walking catchment ..................................................................................................................................................... 39 Plan 6 – Cycle routes around Brayford Campus ............................................................................................................................. 39 Plan 7 – 5km cycle catchment ........................................................................................................................................................ 39 Plan 8 – Bus stop, bus and railway station location plan ................................................................................................................ 39 Plan 9 – PIA location plan ............................................................................................................................................................... 39 Plan 10 – Masterplan proposals ...................................................................................................................................................... 39 Plan 11 - Proposed pedestrian and cycle links ............................................................................................................................... 39 Appendix B .................................................................................................................................................................................... 40 Figure 1 – 29th November 2011 traffic survey data ......................................................................................................................... 40 Figure 2 – B1 Business distribution arrivals .................................................................................................................................... 40 Figure 3 – B1 Business distribution departures .............................................................................................................................. 40 Figure 4 – C1 Hotel distribution arrivals .......................................................................................................................................... 40 Figure 5 – C1 Hotel distribution departures .................................................................................................................................... 40 Figure 6 – B1 Business peak hour traffic generation arrivals .......................................................................................................... 40 Figure 7 – B1 Business peak hour traffic generation departures .................................................................................................... 40 Figure 8 – C1 Hotel peak hour traffic generation arrivals ................................................................................................................ 40 Figure 9 – C1 Hotel peak hour traffic generation departures .......................................................................................................... 40 Figure 10 – Aggregate B1 Business and C1 Hotel peak hour traffic generation arrivals and departures ....................................... 40


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Figure 11 – Existing staff distribution arrivals .................................................................................................................................. 40 Figure 12 – Existing staff distribution departures ............................................................................................................................ 40 Figure 13 – New staff peak hour traffic generation arrivals ............................................................................................................. 40 Figure 14 – New staff peak hour traffic generation departures ....................................................................................................... 40 Figure 15 - Aggregate new staff peak hour traffic generation arrivals and departures ................................................................... 40 Figure 16 - Aggregate B1 Business, C1 Hotel and new staff peak hour traffic generation arrivals and departures ....................... 40 Appendix C .................................................................................................................................................................................... 41 Accident statistics ............................................................................................................................................................................ 41 Appendix D .................................................................................................................................................................................... 42 Travel Plan ..................................................................................................................................................................................... 42 Appendix E .................................................................................................................................................................................... 43 TRICS output .................................................................................................................................................................................. 43 Appendix F ..................................................................................................................................................................................... 44 Brayford Way zone LINSIG ............................................................................................................................................................. 44 Appendix G .................................................................................................................................................................................... 45 Rope Walk zone LINSIG ................................................................................................................................................................. 45 Appendix H .................................................................................................................................................................................... 46 Brayford Way zone + pedestrian facilities LINSIG .......................................................................................................................... 46 TABLE 1: CAMPUS PARKING RESTRICTIONS AND TARIFFS ............................................................................................................. 7 TABLE 2: SPOT COUNT CAMPUS CAR PARKING SURVEY RESULTS ................................................................................................... 8 TABLE 3: SITE ACCESSES TRAFFIC SURVEY SUMMARY .................................................................................................................. 9 FIGURE 1: ZONE MAP ........................................................................................................................................................ 10 TABLE 4: BUS SERVICES ON ROPE WALK AND BRAYFORD WAY .................................................................................................. 13 TABLE 5: BUS SERVICES OPERATING ALONG HIGH STREET ......................................................................................................... 13 TABLE 6: TRAIN SERVICES TO LINCOLN .................................................................................................................................. 14 TABLE 7: PIAS PER YEAR AND SEVERITY ................................................................................................................................ 14 TABLE 8: B1003 TRITTON WAY / ROPE WALK / B1273 BRAYFORD WAY ACCIDENTS .................................................................. 15 TABLE 9: BRAYFORD WAY / A57 CARHOLME ROAD / A57 BRAYFORD WAY / BRAYFORD WHARF NORTH ACCIDENTS ........................ 15 TABLE 10: NEWLAND STREET WEST / B1273 THE AVENUE / A57 NEWLAND / A57 BRAYFORD WAY ACCIDENTS ............................. 16 TABLE 11: ORCHARD STREET / A57 NEWLAND ACCIDENTS ...................................................................................................... 16 TABLE 12: A57 NEWLAND / BEAUMONT FEE / MINT STREET / WIGFORD WAY ACCIDENTS ........................................................... 16 TABLE 13: DEVELOPMENT PROPOSALS AND ANTICIPATED PHASING ............................................................................................. 18 TABLE 14: STAFF AND STUDENT INCREASES OVER MASTERPLAN PERIOD ..................................................................................... 19 TABLE 15: ANTICIPATED PERCENTAGE USE OF ARTERIAL ROUTES TO AND FROM BRAYFORD CAMPUS NEW STAFF TRIPS ......................... 22 TABLE 16: ANTICIPATED TRIP NEW STAFF TRIP GENERATION ...................................................................................................... 22 TABLE 17: ANTICIPATED NEW STAFF TRIP GENERATION ARRIVALS AND DEPARTURES BY ACCESS PHASE 1 ............................................ 23 TABLE 18: ANTICIPATED NEW STAFF TRIP GENERATION ARRIVALS AND DEPARTURES BY ACCESS COMPLETE MASTERPLAN ...................... 23 TABLE 19: ANTICIPATED PERCENTAGE OF TRIP TO COMMERCIAL USES BY UNITARY AREA ................................................................. 24 TABLE 20: ANTICIPATED PERCENTAGE USE OF ARTERIAL ROUTES TO AND FROM BRAYFORD CAMPUS COMMERCIAL TRIPS ...................... 24 TABLE 21: B1 BUSINESS TRIP RATES AND ANTICIPATED TRAFFIC GENERATION ROPEWALK ACCESS .................................................... 25


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TABLE 22: C1 HOTEL TRIP RATES AND ANTICIPATED TRAFFIC GENERATION CAMPUS WAY ACCESS .................................................... 25 TABLE 23: ANTICIPATED MASTERPLAN TRAFFIC GENERATION PHASE 1 ........................................................................................ 25 TABLE 24: ANTICIPATED MASTERPLAN TRAFFIC GENERATION COMPLETE MASTERPLAN .................................................................. 26 TABLE 25: 2014 AM EAST‐WEST LINK TA AND SKMCB MODEL COMPARISON ........................................................................... 29 TABLE 26: 2014 PEAK HOURS WITHOUT AND WITH PHASE 1 MODEL COMPARISON ...................................................................... 30 TABLE 27: 2029 AM WITHOUT AND WITH MASTERPLAN MODEL COMPARISON ........................................................................... 31 TABLE 28: 2014 AM EAST‐WEST LINK TA AND SKMCB MODEL COMPARISON ........................................................................... 32 TABLE 29: 2014 AM WITHOUT AND WITH PHASE 1 MODEL COMPARISON .................................................................................. 33 TABLE 30: 2029 AM WITHOUT AND WITH MASTERPLAN MODEL COMPARISON ........................................................................... 34 TABLE 31: MODEL COMPARISON FOR 2014 WITH PHASE 1 DEVELOPMENT WITHOUT AND WITH PEDESTRIAN FACILITIES ...................... 35 TABLE 32: MODEL COMPARISON FOR 2029 WITH MASTERPLAN DEVELOPMENT WITHOUT AND WITH PEDESTRIAN FACILITIES ............... 36


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1. Introduction 1.1 Overview

1.1.1 This Transport Assessment (TA) has been prepared by SKM Colin Buchanan (SKMCB), on behalf of The University of Lincoln (UoL), in support of an outline planning application for the Brayford Campus Masterplan.

1.1.2 The proposals involve the redevelopment of the Brayford Campus to provide for the expansion of the Science, Technology, Engineering and Mathematics (STEM) portfolio and the development of a School of Engineering in partnership with Siemens. The Masterplan involves the re-landscaping of the Brayford Campus (the Campus), introducing a number of new academic buildings, halls of residence and some commercial uses including offices and a hotel. The Masterplan aims to create a welcoming environment for staff, students and visitors that pass through the site, making the Campus and integral part of the City Centre. The first phase of the Masterplan comprises the development of a new Art, Architecture and Design building. This proposal was the subject of a full planning application (No 2011/1361/F) registered with Lincoln City Council in January 2011 and was subsequently granted permission in March 2012.

1.1.3 The purpose of this report is to appraise the local highway authority (LHA) Lincolnshire County Council (LCC) of the anticipated transport and highway impact of the development proposals.

1.1.4 In line with current best practice, this TA has been produced with reference to guidelines set out in the Department for Transport document Guidance on Transport Assessments (2007) and is also based on our experience of supporting similar development proposals.

1.1.5 The TA has considered the accessibility of the Campus by all modes of travel, the potential trip generation resulting from the Masterplan and the impact of the trip generation on the local transport networks. Where necessary, the TA recommends measures to mitigate any adverse impacts. In addition to the TA a Travel Plan (TP) has been prepared to support the redevelopment proposals and should be considered alongside this document.

1.2 Structure of report

2 - Policy

3 - Existing conditions

4 - Development proposals

5 - Anticipated traffic impact

6 - Summary and Conclusions



2. Policy 2.1 Overview

2.1.1 This section of the report provides an examination of current transport and land use policies at the national and local level where they relate to the proposed development. In particular, this section reviews the following documents, and notes where appropriate the strategies that may be needed to ensure the proposed development is consistent with these policies:

National Planning Policy Framework: (NPPF);

City of Lincoln Local Plan

Lincolnshire County Council Local Transport Plan 3 (2011/12 – 2012/13)

2.2 National Planning Policy Framework: NPPF

2.2.1 The National Planning Policy Framework: NPPF, published in March 2012, sets out national planning policies in England. It supersedes and replaces almost all previous national planning policy statements (PPS) and planning policy guidance notes (PPG), e.g. PPG 13: Transport.

2.2.2 The purpose of NPPF is to achieve sustainable development, with a presumption that it should be allowed to proceed without delay if it meets the criteria under the roles of delivering economic, social and environmental objectives. In addition, NPPF states that development proposals according with an up to date should also be approved.

2.2.3 At its core, NPPF requires the planning system to:

“..actively manage patterns of growth to make fullest possible use of public transport, walking and cycling, and focus significant development in locations which are or can be made sustainable..”

2.2.4 When considering edge of centre and our of centre development proposals, the policy framework requires preference to be afforded to accessible sites that are well connected to the town centre.

2.2.5 With regard to sustainable transport, NPPF promotes transport modes balanced in favour of sustainable methods of transport with the aim of reducing the need to travel and promoting mode choice. It does, however, recognise that differing applications of both transport policies and sustainable travel measures will be applicable on a case by case basis reflecting individual development characteristics.

2.2.6 Developments generating a ‘significant’ number of movements should be supported by a Transport Assessment (TA) or Transport Statement (TS) and decisions should take account of:

(i) the opportunities for the use of sustainable travel modes and reduction therefore for the need for significant infrastructure requirements;

(ii) accessibility and safe access provided for all users; and

(iii) improvements within the transport network that can be delivered cost effectively to mitigate the significant impacts arising from the development.



2.2.7 NPPF further states that developments should be located and designed to protect and promote the use of sustainable transport modes 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......;

• consider the needs of people with disabilities by all modes of transport.”

2.2.8 The Campus is ideally located to take advantage of the use of sustainable transport modes and the Masterplan aims to create a safe and secure environment that minimises conflicts between traffic and cyclists or pedestrians. The outline planning application is also supported by a full Transport Assessment in addition to this TP.

2.3 Local Policy

2.4 City of Lincoln Local Plan

2.4.1 This document was adopted in 1998 and certain policies kept/abolished on 27 September 2007. The following policies are relevant:

2.4.2 Policy 8B: Parking and Servicing Provision in Central Lincoln states that:

“Within the Central Lincoln Parking Zone, planning permission will only be granted for developments involving the provision of public or non-operational car parking spaces if such provision is entirely consistent with this Plan’s objectives for Access, Transport and Communications, and will not harm the character, appearance or amenity of the locality. Where developments do not meet those requirements, but they would otherwise generate a requirement for non-operational car parking spaces (if the site were located outside the Central Lincoln Parking Zone), planning permission will only be granted if the Local Planning Authority is satisfied that equivalent alternative provision is to be made for parking or other access infrastructure of a type and in a location which does meet the objectives for Access, Transport and Communications.”

2.4.3 The Local Plan further states that:

“Developers will normally be expected to make provision on site for operational servicing and parking space, unless the location or characteristics of a particular development site make such on-site provision undesirable because of the effect it would have on road safety, the safety and amenity of the pedestrian environment, townscape or other aspects of local amenity or because the proposal would be incompatible with this Plan’s objectives for Access, Transport and Communications. In cases where such considerations make on-site provision unacceptable, planning permission will not be granted unless the Local Planning Authority is satisfied that:

• the particular development does not require additional operational servicing and parking provision; or,



• existing off-site provision is adequate; or,

• alternative off-site provision is to be made in a form which meets the requirements set out above.”

2.4.4 The Campus is located within the Central Lincoln Parking Zone and therefore future parking provision will have regard to the above policy.

2.4.5 Policy 89A: Education Development Districts states that:

“Within the areas shown on the Proposals Map as Education Development Districts, planning permission will be granted for new development and changes of use which:

• provide higher and further education facilities;

• complement the activities of the higher or further education institution;

• provide for improvement to the local environment, including through pedestrian/cyclist access, circulation and safety; access to or by public transport; landscaping; or other proposal which will assist the integration of the higher education institutions into the rest of the City and with each other;

• is consistent with the objectives, policies and proposals of any Revival Scheme for the area in which it is to take place.”

2.4.6 As the Campus lies within this area, the Masterplan proposal should be looked on favourably.

2.4.7 The proposed development complies with this policy as the redevelopment will provide more further education facilities, improve the local environment through pedestrian/cyclist access and also integrate the area with the rest of the city.

2.5 Lincolnshire County Council Local Transport Plan 3 (2011/12 – 2012/13)

2.5.1 This document was approved in March 2011 and describes the following visions and objectives:

• “to assist the sustainable economic growth of Lincolnshire, and the East Midlands region, through improvements to the transport network;

• to increase public transport usage by improving:

• the quality of vehicles and infrastructure

• the reliability, frequency and journey time of services; and

• bus/rail integration;

• to improve access to key services by widening travel choices, especially for those without access to a car;

• to make travel for all modes safer and, in particular, reduce the number and severity of road casualties;

• to remove unnecessary HGVs from affected communities through:



• appropriate traffic management measures

• highway improvements; and

• encouraging the use of alternative modes of transport;

• to maintain the transport system to standards which allow safe and efficient movement of people and goods;

• to protect and enhance the built and natural environment of the county by reducing the adverse impacts of traffic;

• to improve the quality of public spaces for residents, workers and visitors by creating a safe, attractive and accessible environment;

• to enhance air quality, particularly within declared Air Quality Management Areas.”

2.5.2 The UoL’s vision to strive to be as sustainable as possible helps to achieve the County’s goals as described above.

2.5.3 The proposed development accords with this policy as it aims to improve access to key services without a car by encouraging people to walk or cycle through the site instead of drive. The campus itself is a public space which when redeveloped will be of high quality of residents, workers and visitors.



3. Existing conditions 3.1 Site description

3.1.1 The location of the Campus in relation to the surrounding area and highway network is presented in Plan 1 attached at Appendix A, the Campus is located towards the west of Lincoln City Centre and is bounded by Brayford Pool to the north, the River Witham and Brayford Warf East to the east, Rope Walk to the south and Brayford Way to the west.

3.1.2 The Campus contains buildings used mainly for educational purposes such lecture theatres, libraries, halls of residence and other facilities for staff and students such as dining areas and meeting points.

3.2 Site access

3.2.1 There are three points of vehicular access to the site which are illustrated in Plan 2 attached at Appendix A:

1. Brayford Warf East – located on the eastern boundary of the site providing access to administrative and academic buildings on the Campus. The site access is the minor arm of a priority junction with Brayford Warf East and bridges over the River Witham. At present the bridge is structurally unsound and closed to vehicular access, although access for pedestrians is possible. There are plans to strengthen the bridge in the future, but it is not certain when, additionally should bridge ever be reopened to traffic, at present there is no footway provision for pedestrians. However, pedestrian access off Brayford Wharf East is provided by means of a footbridge over the River Witham located some 80 metres (m) to the south of this bridge, adjacent to which there is a pedestrian (pelican) crossing across Brayford Wharf East.

2. Rope Walk – the main Campus access located on the southern boundary of the site providing access to academic buildings on the Campus and the majority of the car parking areas. The site access is the minor arm of a three arm signalised junction with formed with Rope Walk, the junction features walk with traffic pedestrian crossings across the site access but no provision is made for pedestrians to cross Rope Walk. Crossing Rope Walk in the vicinity of the site access is positively deterred by the use of a significant amount of pedestrian guard railing. This movement is, however, catered for by a Pelican crossing located some 75metres (m) to the east of the access and a crossing facility incorporated in to The Sidings signalised access to St Marks retail park located approximately 100m to the west of the site access;

3. Campus Way located to the west of the site off Brayford Way primarily providing access to halls of residence and car parking. In addition to being used by the University, the university permits the use of the Marina car park located on Campus Way by a nearby company and estimates that the car park is utilised by 30 employees of the company on a daily basis. Campus Way is the minor arm of a three arm signalised junction with formed with Brayford Way, the junction features walk with traffic pedestrian crossings across Campus Way but no provision is made for crossing Brayford Way. There is a prohibition of right turn Traffic Regulation Order (TRO) on Brayford Way; therefore, access to Campus Way when approaching on Brayford Way from the north is made through a diversion via the Brayford Way, Rope Walk and Tritton Road roundabout located some 250m to the south of Campus Way. On approaching Campus Way, rather than turn right into Campus Way, traffic must head south on Brayford Way past Campus Way to the roundabout, go around the roundabout and head back north up Brayford Way and turn left in to Campus Way. Campus Way then forms a large loop in a western then easterly direction before terminating at the Campus academic buildings.



3.3 Car parking

3.3.1 The Campus has extensive areas of parking located throughout the site with access taken from Rope Walk and Campus Way, access to which, is restricted by time of day; the restrictions are set out in Table 1:

Table 1: Campus parking restrictions and tariffs

Time of day Duration of stay Tariff

Monday – Friday 4.30pm to 3am Weekends 6am to 3am Bank Holidays 6am to 3 am

Up to 1 hours £1.20 Up to 2 hours £2.40 Up to 3 hours £3.50 Up to 4 hours £4.50 Up to 5 hours £5.50 Over 5 hours £10.00

At all other times the car park is for University Permit Holders Only Parking on campus is prohibited between the hours of 3am and 6am daily Student parking is only available Monday – Friday 4.30pm to 3am Weekends 6am to 3am valid permit holders only Visitors to the University, parking is available Monday – Sunday 6am to 3am valid permit holders only Permit holder parking is available Monday to Sunday 6am to 3am

3.3.2 Students are prohibited from parking on the Campus during the day on weekdays and are expected to make use of sustainable modes of transport to access the Campus.

3.3.3 Plan 3 attached at Appendix A, illustrates the car park locations/zones and designates each car park by colour, a number of which are not formally marked with parking bays, as such, it is difficult to determine the precise number of parking spaces on site; however, SKMCB commissioned an hourly spot count parking survey covering the whole Campus, which was carried out on the 29th November 2011, the survey company estimated parking capacity as being approximately 850 spaces. The results of the survey are summarised in Table 2.



Table 2: Spot count Campus car parking survey results

Time of day

Parking zones

Total

%ag

e Cam

pus c

ar p

ark

occu

panc

y Accessed from Rope Walk Accessed from Campus Way

Blue

1

Blue

2

Yello

w

Green Purp

le

Oran

ge

Pink Red Brow

n

Capacity 80 8 216 100 109 63 160 80 40 856 Total 513 343 07.00 0 0 13 1 0 4 9 9 7 43 5% 08.00 0 0 12 4 0 4 8 12 1 51 5% 09.00 44 0 118 77 50 5 40 12 1 347 41% 10.00 54 2 187 80 62 9 55 18 14 481 56% 11.00 73 8 218 89 69 16 65 21 25 584 68% 12.00 78 8 234 85 69 20 75 25 39 633 74% 13.00 78 8 261 71 54 22 73 29 39 635 74% 14.00 78 8 224 80 35 19 76 28 40 588 69% 15.00 78 8 231 97 67 17 72 22 37 629 73% 16.00 76 7 230 85 60 18 67 19 39 601 70% 17.00 70 5 227 85 40 9 43 13 23 515 60% 18.00 23 7 101 47 36 9 40 12 24 299 35% 19.00 22 7 48 20 23 5 13 14 16 168 20%

Average occupancy

52 5 162 63 43 12 49 18 23 428 326 102

Average utilisation 76% 24% 100%

3.3.4 The survey results in Table 2 demonstrate on typical day, based on an estimated overall car park capacity of 856 parking spaces, overall Campus car park occupancy would not be expected to exceed three quarters (74%, 11.00 – 13.00hrs) of capacity at any time during the day.

3.3.5 On the day of the survey the yellow car park located along the south eastern boundary of the site and accessed from Rope Walk; was oversubscribed between the hours of 12.00 hours and 17.00 hours by up to 46 vehicles and the survey company observed a lot of indiscriminate parking in this area. It is clear from Table 2 that utilisation of the car parks accessed from Rope Walk is much higher than those accessed from Campus Way, on average 76% of permit holders use the Rope Walk car parks whereas just 24% used the car parks accessed from Campus Way; this is a car park management issue and could easily be overcome by modifying the existing parking permit scheme by restricting permit holder parking by zone.

3.4 Existing Campus peak hour traffic generations

3.4.1 Weekday peak hour traffic generation for the Campus has been estimated from 12 hour (07.00 – 19.00 hours) traffic surveys commissioned by SKMCB and undertaken at the Campus accesses on the 29th November 2011, Figure 1 attached at Appendix B presents the peak 08.00 – 09.00 and 17.00 – 18.00 hour survey results which are also summarised in Table 3. The results of the Campus Way survey have been discounted by 30 trips arriving during the AM peak hour and 30 trips departing in the PM peak hour to account for the additional use the University permits of the Marina car park by a third party (see paragraph 3.2.1, item 3).



Table 3: Site accesses traffic survey summary

Location Time Period Arrivals Departures Total

Rope Walk Access AM 238 22 260 PM 47 196 243

∑ 503

Campus Way AM 91 41 132 PM 49 69 118

∑ 250

Aggregate AM 329 63 392 PM 96 265 361

∑ 753 Percentage utilisation of accesses 503+250=753 = 67% & 33%

3.4.2 The survey results summarised in Table 3 indicate that total peak hour utilisation of the Campus accesses is broadly in line with car park utilisation.

3.5 Local highway network

3.5.1 The site has frontage to three roads namely, Brayford Wharf East to the east, Rope Walk to the south and Brayford Way to the west. The highways are illustrated in Plan 2 attached at Appendix A.

3.6 Brayford Wharf East

3.6.1 Brayford Wharf East is a two lane single carriageway which runs in a north to south along the eastern boundary of the site; it runs between its signalised junction with Wigford Way in the north and its signalised junction with St Marks Street and Rope Walk to the south. It is subject to a 30 mile per hour (mph) speed limit and; outside the site is approximately 7.2m in width, there are also footways on both sides of the carriageway which vary in width but are generally greater than 1.8m wide. Brayford Warf East has street lighting along its entire length and adjacent to the site has No Waiting At Any Time (NWAAT) waiting restrictions on both sides of the carriageway; additionally it is bisected by a level crossing serving the ????? Railway line which is located just to the south of the closed vehicular bridge Campus access.

3.7 Rope Walk

3.7.1 Rope Walk runs east to west along the southern boundary of the site between its signalised junction with Brayford Wharf East and its signalised roundabout junction with Brayford Way and Tritton Road to the west. Approximately mid way between these two junctions the main vehicular access to the Campus is taken from Rope Walk. It is subject to a 30 mile per hour (mph) speed limit and; outside the site access approximately 13m in width, there are also footways on both sides of the carriageway which vary in width but are generally greater than 2.0m wide, the footway on the northern side of the carriageway is a combined footway/cycleway. Rope Walk has street lighting along its entire length and adjacent to the site has NWAAT waiting restrictions on both sides of the carriageway.

3.8 Brayford Way

3.8.1 Brayford Way runs north to south along the western boundary of the site between its signalised junction with Carholme Road and Brayford Wharf North to the north and its signalised roundabout junction with Rope Walk and Tritton Road to the south. Approximately mid way between these two junctions vehicular access to the Campus is available via Campus Way Brayford Way is subject to a 30 mile per hour (mph) speed limit and; outside the site



access is approximately 10m in width with two lanes running northbound and a single lane southbound, there are also combined footway/cycleways on both sides of the carriageway which vary in width but are generally greater than 3.5m wide. Brayford Way has street lighting along its entire length and adjacent to the site has NWAAT waiting restrictions on both sides of the carriageway.

3.9 Sustainable Access Audit

3.9.1 The accessibility of the site by sustainable transport modes including walking, cycling and public transport has been assessed. In order to confirm the key access points which link the Campus to the adjacent City Centre, and the main routes pedestrians and cyclists take throughout the Campus, reference is made to a Pedestrian and Cycle Accessibility Assessment undertaken by Morgan Tucker in February 2010. As part of that work, classified pedestrian and cyclist surveys were undertaken on Tuesday 23rd and Thursday 25th February 2010. A summary of the key findings from the Accessibility Assessment is included below along with a description of the sustainable transport options.

3.10 Key Findings from the Accessibility Assessment

3.10.1 For the purposes of discussing pedestrian and cyclist environment and the observed movements, the Campus was split into zones shown in the figure below:

Figure 1: Zone map

3.10.2 The green zone comprises land to the east of the main administrative building (MAB) where pedestrians and cyclists enter and exit via Brayford Wharf East adjacent to the railway line. The pedestrian environment within the zone is of a good standard (well paved and lit) with good linkages to the City Centre. The space immediately east of the MAB includes an area for cycle storage. A total of 605 pedestrians entered and exited this zone between 1200 and 1400 hours and 450 pedestrians exited during the period 1200 to 1300 hours. This corresponds with students going to the City Centre at lunchtime. Significant numbers of pedestrians also entered between 0900 to 1000 hours and exited between 1600 and 1700 hours. Overall, only 2% of inbound and outbound movements were cyclists.



3.10.3 The blue zone covers the area of the Campus which includes the Engine Shed, the LPAC, the Library and Sparkhouse Studios. It is accessed by pedestrians and cyclists from Brayford Wharf East via a wide footbridge, which is a major access point to the Campus. Approximately 800 inbound movements were recorded in the busiest times (1200 to 1400 hours). The maximum number of cyclists entering and exiting at the footbridge location within a single hour was 7 and 9 (respectively). This is very low considering the many cycle stands and lockers in this area which seem to be underused. The footbridge links to the new pedestrian crossing on Brayford Wharf East; the route people take to access the City Centre.

3.10.4 The red zone covers the area of the Campus to the west of Harrison House including the main car parking area up until the stairs to the west of the Science Centre which links the Campus with Brayford Way. It is accessed by pedestrians and cyclists using a footway which runs alongside the northern boundary of the pond, which is one of the busiest pedestrian routes. It provides access to the School of Architecture, Science Centre and also to the Sports Centre and halls of residence. The footway runs alongside the School of Architecture. Cycle storage is provided to the west of the footbridge over the railway line, adjacent to the Science Centre and this is underutilised. The number of pedestrians exiting MAB and entering and exiting the footbridge peaked between 1300 and 1400 hours (with 240 entering and 225 exiting). There is evidence of an informal footway (students walking over grass) between main Campus car park and the School of Architecture. These findings should influence the Masterplan to ensure that pedestrian and cycleways are clearly defined and paved.

3.10.5 The orange zone is an area which flanks the railway line to the north and Brayford Way to the east. Pedestrian access from Brayford Way is provided by steps located to the west of the Science Centre. These steps are well lit with tactile paving at the top and bottom. There is a footway which provides a link under the Brayford Way fly-over towards the Sports Centre and halls of residence. This footway is narrow but in good condition. Cycle parking is provided on the footway outside the Sports Centre, although it is uncovered. This zone experiences its highest movements between 1200 and 1400 hours and 1500 and 1700 hours. The maximum two way flow of pedestrians and cyclist of the survey day was 240 and this was recorded for the period 1600 to 1700 hours. Between 0800 and 0900 hours, approximately 15 cyclists entered the campus at this location.

3.10.6 The purple zone covers the Student Village, the Estates Department and Bridge House. There are steps, in good condition, which link with Brayford Way adjacent to Bridge House and there are clearly defined pedestrian routes that are vehicular traffic free. This area is overlooked by accommodation blocks and therefore has a feeling of safety. The footway around the Estates Department is well lit, well paved and of a good standard with dropped kerbs. The peak times for pedestrians entering and exiting this zone are between 0900 and 1000 hours and 1700 to1800 hours, respectively. The purple zone is the most convenient route to a large number of private homes rented by students.

3.10.7 The pink zone covers the area including the main administration building, EMMTEC, MHT and the PCT/Student Services building. It is linked to the southern part of the Campus via a footbridge over the railway line while there is a through route underneath the Brayford Way flyover that links the rear of Bridge House with the Student Village. There are also steps of an adequate condition linking the Campus to Brayford Way. There is abundant cycle parking in the area between the MAB and Student Services. All cycle parking is uncovered apart from the area of parking underneath an oversail of the MHT building.

3.10.8 The entrance to the footbridge is located between the MHT and main administration building and can be accessed by steps of a lift. Site observations confirm that the footbridge can get congested and pedestrians are sometimes required to queue at the foot of the steps on route to the footbridge. The highest number of pedestrians entering and exiting this zone was between 1200 to 1300 hours.



3.11 Walking

3.11.1 Although PPG13: Transport has now been superseded it is still a useful reference for defining walking distances. It states that walking is the most important mode of travel at the local level, offering the greatest potential to replace short car trips, particularly under 2 kilometres; and also forming an often forgotten part of longer journeys by public transport and car.

3.11.2 A high quality pedestrian environment is fundamentally important in encouraging people to walk, as set out in section 3.5 all footways within the vicinity of the site are in excess of the minimum normally acceptable minimum standard of 1.8m and benefit from street lights; additionally Plan 4 attached at Appendix A illustrates traffic signal controlled crossing points, which are designed to facilitate safe crossing opportunities on the local highway network surrounding the site.

3.11.3 Plan 5 attached in Appendix A illustrates the site location and a 2km walking catchment. The catchment has been defined by tracing actual routes pedestrians can take.

3.11.4 In addition to the City Centre, the student halls of residence are within walking distance of the Campus as well as a large amount of private residential properties, popular with students, to the north west of the Campus. Walking is popular amongst students as it does not involve any monetary cost.

3.11.5 The site is considered to be well placed and the infrastructure suitable to encourage walking from nearby residential areas for commuting.

3.12 Cycling

3.12.1 PPG13 is also a useful reference for cycling distance. Paragraph 78 recognises cycling as a potential substitute for short car trips, particularly those under 5km, and can form part of a longer journey by public transport. Cycling provides a good alternative to the private car for journeys of up to 5km, it is cheap, offers reliable journey times, is environmentally friendly and promotes improved health through regular exercise.

3.12.2 There is network of existing cycle routes in the vicinity of the Campus which is illustrated in Plan 6 attached at Appendix A, the plan illustrates that there is good cycle route provision. Additionally there are currently 172 cycle parking stands around the academic buildings of the Campus. Of these, 7 are lockers, 38 are covered stands and 127 are open Sheffield stands. There are also 277 covered cycle stands at the student accommodation on the Campus.

3.12.3 Plan 7 attached at Appendix A illustrates the site location and a 5km cycling catchment. The catchment has been defined by tracing actual routes cyclists can take.

3.12.4 Plan 7 demonstrates that in addition to the City Centre and the student halls of residence, there is a significant residential population that lies within the 5km catchment. The site can be considered, therefore, to be well placed to encourage commuting by bicycle.

3.13 Bus services

3.13.1 The Institution of Highways and Transportation (IHT) document: - Guidelines for Planning for Public Transport in Developments, defines the maximum desirable walking distance to a bus stop as being 400m. The Campus is served



directly by four bus services with bus stops within 400m of the site located on Rope Walk and Brayford Way the locations of which are illustrated in Plan 8 attached at Appendix A. Table 4 summarises the services:

Table 4: Bus services on Rope Walk and Brayford Way

Bus number Journey Frequency

Mon - Sat Sunday 29 Lincoln – N.Hykeham 12 mins 30 mins 46 Lincoln – Witham St. Hughes – Newark 8 journeys daily None 47 Lincoln - Newark 5 journeys daily None 48 Lincoln – Witham St. Hughes 7 journeys daily None

3.13.2 There are additional bus services that run along High Street, approximately 250m east from the eastern edge of the Campus shown in Table 5:

Table 5: Bus services operating along High Street

Bus number Journey Frequency

Mon - Sat Sunday 1 Sutton on Sea – Mablethorpe – Manby – Louth 3/4 journeys daily None 1 Sleaford – The Hales – Billingborough 3 journeys daily None

13/14 Lincoln – Brant Road – Waddington 30 mins 60 mins 27 Lincoln – N.Hykeham 12 mins 30 mins

44/66A Lincoln - Birchwood 4-8 journeys daily None 66 Lincoln - Birchwood 10-15mins 30 mins

3.13.3 There are numerous other bus services that operate throughout the City Centre from the bus station located approximately 500m from the Campus on Mellville Street. Plan 8 attached at Appendix A illustrates the location of the bus station in relation to the Campus. The Institution of Highways and Transportation (IHT) document: - Guidelines for Planning for Public Transport in Developments, defines the maximum recommended walking distance to a major fixed public transport node as being 800m the bus station is within this distance.

3.13.4 As would be expected the City Centre location of the Campus means that bus service provision is very good with frequent services to a range of destinations.

3.14 Train services

3.14.1 Lincoln Central station which is located approximately 400m from the Campus, which is within the IHT maximum recommended walking distance to a major fixed public transport node of 800m the location of the station in relation to the Campus is illustrated in Plan 8 attached at Appendix A

3.14.2 Lincoln Central is provides access to the following routes:

1. Sheffield, Derby, Nottingham, Leicester, London St Pancras;

2. Peterborough, Lincoln, Doncaster;

3. Leicester, Nottingham, Cleethorpes.



3.14.3 Table 6 illustrates the frequency and journey times of services to nearby towns and cities considered to be within commutable journey time of Lincoln.

Table 6: Train services to Lincoln

Destination Frequency (per hour) Approximate journey time Newark 2 30 mins Nottingham 1 60 mins Sheffield 1 100 mins Peterborough 1 80 mins Cleethorpes (1 every 2 hours) 80 mins Spalding 1 60 mins Sleaford 2 30 mins

3.14.4 As would be expected the City Centre location of the Campus means that rail service provision is very good with frequent services to a range of destinations.

3.15 Personal Injury Accident (PIA) Assessment

3.15.1 Personal Injury Accident (PIA) data was obtained from LCC for the highway network of interest surrounding the Campus. The data has been collated for the five year period November 2005 to October 2010 inclusive and is summarised at Appendix C. Plan 9 attached at Appendix A presents the map supplied by LCC illustrating accident locations.

3.15.2 This section summarises the results of the accident analysis, before examining in more detail the PIAs in locations in the immediate vicinity of the scheme.

3.16 Summary of Accident Analysis

3.16.1 Table 7 summarises the recorded PIA’s by year and severity within the study area over the five year period.

Table 7: PIAs per Year and Severity

Year Accident Severity Total Fatal Serious Slight 2005 0 0 1 1 2006 0 1 11 12 2007 0 0 9 9 2008 0 0 14 14 2009 0 3 12 15 2010 0 0 17 17 Total 0 4 64 68

3.16.2 As can be seen in Plan 9 the PIAs are distributed across the network, with clusters seen at certain junctions in the vicinity of the Campus. It can be seen that a total of 68 PIAs occurred during the five year period, 64 (94%) resulting in slight injuries, 4 (6%) resulting in serious injuries, while no fatalities were recorded. This is below the 2007 to 2009 national average proportion rate of 12% of serious or fatal injuries for Lincolnshire.



3.16.3 Some PIAs were recorded along highway links and primarily involved cyclists and cars colliding or vehicles shunting the rear of other vehicles. The majority of PIAs however were identified at junctions and the key junctions are discussed below.

3.17 B1003 Tritton Way / Rope Walk / B1273 Brayford Way Roundabout

3.17.1 A total of eleven PIAs were recorded at this roundabout, one resulting in serious injuries and the other ten resulting in slight see Table 8. Three of the PIAs involved motorcycles, one involved a bicycle and the PIA resulting in serious injury involved a car colliding with a pedestrian.

Table 8: B1003 Tritton Way / Rope Walk / B1273 Brayford Way Accidents


3.18 Brayford Way / A57 Carholme Road / A57 Brayford Way / Brayford Wharf North Junction

3.18.1 Five PIAs were recorded at this junction, all resulting in slight injuries and all involved cars colliding with other cars. The year and severity of the PIAs can be seen in Table 9.

Table 9: Brayford Way / A57 Carholme Road / A57 Brayford Way / Brayford Wharf North Accidents


3.19 Newland Street West / B1273 The Avenue / A57 Newland / A57 Brayford Way Junction

3.19.1 A total of nine PIAs were recorded at this junction, all resulting in slight injuries. The majority involved rear shunts or cars misjudging red lights, however one PIA involved a bicycle losing control due to high speeds. Table 10 presents these PIAs.



Table 10: Newland Street West / B1273 The Avenue / A57 Newland / A57 Brayford Way Accidents

Year Accident Severity Total Fatal Serious Slight

2005 0 0 0 0 2006 0 0 1 1 2007 0 0 1 1 2008 0 0 1 1 2009 0 0 5 5 2010 0 0 1 1 Total 0 0 9 9

3.20 Orchard Street / A57 Newland Junction

3.20.1 Eight PIAs were recorded at the Orchard Street / A57 Newland junction. The most common cause for the PIAs was vehicles turning right from Orchard Street onto the A57 Newland and colliding with vehicles travelling along the A57 Newland. All of the PIAs that occurred at this junction resulted in slight injuries, Table 11 shows when they occurred.

Table 11: Orchard Street / A57 Newland Accidents

+-Year Accident Severity Total Fatal Serious Slight

2005 0 0 0 0 2006 0 0 1 1 2007 0 0 2 2 2008 0 0 1 1 2009 0 0 2 2 2010 0 0 2 2 Total 0 0 8 8

3.21 A57 Newland / Beaumont Fee / Mint Street / Wigford Way

3.21.1 A total of ten PIAs occurred at this junction, one resulting in serious injuries and the others all resulting in slight injuries. The PIA that resulted in serious injuries involved a car running a red light and colliding with a cyclist. Of the PIAs that occurred at this junction, five involved vehicles running a red light. One PIA involved a pedestrian and one involved a cyclist, Table 12 presents the number of PIAs recorded at this junction.

Table 12: A57 Newland / Beaumont Fee / Mint Street / Wigford Way Accidents

Year

Accident Severity Total Fatal Serious Slight 2005 0 0 0 0 2006 0 0 3 3 2007 0 0 2 2 2008 0 0 1 1 2009 0 1 0 1 2010 0 0 3 3 Total 0 1 9 10



3.22 Summary

3.22.1 The records show that a total of 68 PIAs occurred between November 2005 and October 2010 inclusive, 94% of which resulted in slight injuries. No fatalities were recorded.

3.22.2 Further analysis was carried out at the junctions that experienced clusters of PIAs and it was seen that the majority of the PIAs involved cars either running red lights or misjudging stopping distances or right hand turns.

3.22.3 A number of PIAs were identified at the junctions of Brayford Way / Brayford Wharf North / Carholme Road / A57 Brayford Way and A57 Brayford Way / Newland Street West / B1273 The Avenue / A57 Newland. Similarly, high numbers were identified along the A57 Newland between its junctions with Orchard Street and Wigford Way.

3.22.4 It can be seen that the most affected locations are not located along the Campus frontage and not in the vicinity of any accesses to the University. The Rope Walk / B1003 Tritton Way / B1273 Brayford Way Roundabout is immediately adjacent to the University and a number of PIAs were identified at this roundabout, however no discernable patterns or trends were identified.

3.22.5 It can therefore be concluded that the PIA statistics demonstrate that there are no significant historical road safety issues associated with the highway network of interest. The causation factors associated with all of the accidents are related to human error and not underlying highway layout issues.



4. Development proposals 4.1 Masterplan

4.1.1 The Masterplan involves the redevelopment of the Campus to provide for the expansion of the Science, Technology, Engineering and Mathematics (STEM) portfolio and the development of a School of Engineering in partnership with Siemens. The Masterplan involves the re-landscaping of the Campus, introducing a number of new academic buildings, halls of residence and some commercial uses including offices and a hotel. The Masterplan aims to create a welcoming environment for staff, students and visitors that pass through the site, making the Campus an integral part of the City Centre.

4.1.2 It is anticipated that the proposals will be phased over a nine year period between 2012 and 2021 and the proposed quantum and mix of development is summarised in Table 13 below. As stated, Phase 1 of the Masterplan was the subject of a full planning application (No 2011/1361/F) in January 2012 and was subsequently granted permission in March 2012. However, at this stage, it is not possible to provide precise details of the likely phasing for the remainder of the Masterplan proposals given the uncertainty of delivery.

Table 13: Development proposals and anticipated phasing

Land use Phase 1 2012 - 2013 Masterplan 2014 – 2021 Total Student Residential (C2) 35,138sqm 35,138sqm Academic Building (D1) 3,949sqm (4,500sqm) 33,962sqm 37,911sqm University Office / Administration (D1) 2,957sqm 2,957sqm Commercial Office (B1) 5,000sqm 5,000sqm Shops (A1) University related retail 2,290sqm 2,290sqm Restaurant & Cafes (A3) 1,708sqm 1,708sqm Hotel (C1) 7,000sqm 7,000sqm Car Parking 15,127sqm 15,127sqm

Total 107,131sqm

4.1.3 The Masterplan proposals are illustrated in Plan 10 attached at Appendix A

4.1.4 Currently there are approximately 1,117 staff and 10,664 students registered at the Campus. As the Masterplan is developed, there will be a consequential increase in staff and student numbers. Table ? shows the how staff and student numbers are expected to increase as a result of the Phase 1 proposals and how the numbers could potentially increase further over the Masterplan period.



Table 14: Staff and Student Increases over Masterplan Period

Phase Approximate increase in staff no.s

Approximate increase in student No’s Predicted date

1 114 1,072 2012/13

2 139 1,324 2014/15

3 85 820 2016/17

4 100 970 2018/19

5 140 400 2020/21

Total increase in staff and student No’s 478 4,586

4.1.5 Once the Masterplan is fully implemented and all proposed buildings occupied, it is estimated that both staff and student numbers will have increased by approximately 43% when compared to today’s figures.

4.2 Pedestrian and cycle access

4.2.1 The site has good access to public transport; there are bus stops and both the City Centre bus and railway stations, offering services to a wide range of destinations, which are all within the IHT recommended walking distances. Improving pedestrian links within the Campus will increase the perception that these modes are easily accessible. It is also the University’s intention to encourage non-car modes of transport to the Campus (cycle, bus, train etc). For this reason, car use will be controlled within the Masterplan by allowing only a limited number of well managed car parking spaces across the site. Cycling to and within the campus will be encouraged, with a number of cycle routes identified throughout the site. Secure cycle parking provision will be located in key positions and facilities offered within buildings. The proposed pedestrian and cycle links are illustrated on Plan 11 attached at Appendix A.

4.3 Vehicular access, car parking and servicing

4.3.1 Private cars, service and delivery vehicles will continue to use the existing access points into the Campus from the highway network. Access to the northeast area of the Campus and the student village will largely be via Campus Way. Car parking in this area will be reduced in the future, as the area adjacent to the Brayford Pool and Fossdyke currently used for car parking will be redeveloped. Other areas of car parking to the rear of the MHT building will remain, as will the main service routes to buildings. Access to the southeast area of the Campus will be via the existing junction on Ropewalk. Once vehicles turn off Ropewalk, they will enter a landscaped square, rather than a vehicle dominated junction as is presently the case, with a shared surface and carefully located tree planting giving greater pedestrian priority. This square will then allow access to a number of access roads, of varying treatment depending on their relative importance in the plan, serving the campus buildings. The Boulevard Road will remain, as it both provides the only possible route to south-western area, but will be re-configured at its eastern end, and re-landscaped.

4.3.2 Vehicular access and parking is illustrated in Plan 12 attached at Appendix A.

4.4 Travel Plan

4.4.1 To promote the use of sustainable transport, by encouraging public transport use, walking, cycling and reducing reliance on the private car, a Travel Plan has been prepared to support the redevelopment proposals.



4.4.2 The TP has been prepared in accordance with national, regional and local policy.

4.4.3 The main aim of this TP is to reduce the number of single occupancy car journeys to Brayford Campus (the Campus) whilst increasing the number of sustainable transport mode trips including ‘active travel’ (such as walking and cycling).

4.4.4 The TP will support the delivery and promotion of sustainable transport opportunities for future, staff, students and visitors to the site.



5. Anticipated traffic impact 5.1 Scope of traffic impact assessment

5.1.1 It has been agreed with LCC that the impact of the development proposals should be quantified at the following signalised junctions on the highway network:

1. Brayford Way / Campus Way Traffic Signals; 2. Brayford Way / Brayford Wharf North / Carholme Road Traffic Signals; 3. Brayford Way / Newland / The Avenue Traffic Signals; 4. High Street / Tentercroft Street / St Mark Street Traffic Signals; 5. St Mark Street / St Mark's Square Traffic Signals; 6. Brayford Wharf East / St. Mark Street / Rope Walk Traffic Signals; 7. Rope Walk / Campus Access Traffic Signals; 8. Rope Walk / The Sidings Traffic Signals;

5.1.2 Plan 2 attached at Appendix A shows the junction locations. The following sections set out the anticipated trip distribution, traffic generation and anticipated future highway network traffic flows through these junctions.

5.2 Trip distribution and traffic generation

5.2.1 Following discussions with LCC it has been agreed that the following Masterplan land uses will have a traffic generating potential during the morning and evening peak hour periods namely:

D1 Academic buildings.

B1 Business / Office;

C1 Hotel;

5.2.2 All other land uses within the Masterplan are considered to be ancillary to the above uses. The following sections set out the calculation of the anticipated trip distribution and traffic generation to and from the proposed land uses, which has been agreed with LCC. It is also worth noting when considering this section, that the traffic generation figures are based on the assumption that the Masterplan will be fully realised, this is by no means certain; and the figures therefore represent a worst case scenario in terms of traffic impact.

5.3 Academic buildings

5.3.1 The traffic generating potential of the academic buildings has been broken down in to two elements namely:

New staff trips;

New student trips.

5.3.2 The anticipated trip distribution and traffic generation associated with new staff and students is set out below.



5.4 New staff trips Phase 1 and complete Masterplan

5.4.1 It is anticipated that the Masterplan proposals will result in an additional 114 new members of staff as a result of Phase 1 and when/if completed 478 in total. It is expected that 100 members of staff will relocate from the nearby Riseholme Campus.

5.4.2 The distribution of trips associated with the new members of staff, has been estimated using the home postcode data of existing staff registered at the Brayford Campus. Based on this information, using journey planning software and knowledge of the highway network it is estimated that the arterial routes to the Campus will most likely be utilised by new staff as indicated Table 15.

Table 15: Anticipated percentage use of arterial routes to and from Brayford Campus new staff trips

A15 N A46 N A158 B1188 A15 S B1003 A46 S A57 ∑ 14.3% 9% 6% 12% 9% 22% 14% 14% 100%

5.4.3 Figures 2 and 3 attached at Appendix B present the distribution at the junctions listed above in terms of arrivals and departures respectively, the distribution between the Campus accesses is based on the existing level of use of each access set out in Table 5 of Figure 1 attached at Appendix B, i.e. 67% Rope Walk access and 33% Campus Way access.

5.4.4 The traffic generation associated with the anticipated increase in staff as a result of the implementation of Phase 1 and the completed Masterplan has been estimated in Table 16:

Table 16: Anticipated trip new staff trip generation

2014 Phase 1 2029 Masterplan Existing number of registered staff 1117 No of expected additional staff 114 478 Percentage increase in staff and therefore car drivers 10% 43% Existing number of surveyed staff car trips 377* Expected additional new staff trips 38 161 *average of AM and PM peak hour total campus trip generation set out in Table 3 (392 + 361 / 2 = 377)

5.4.5 The calculation set out in Table 16 indicates there will be around 38 two way peak hour staff trips generated as a result of Phase 1 and 161 trips as a result of the completed Masterplan.

5.4.6 The peak hour arrival and departure profile of the new staff trips has been derived from the arrival and departure profile of existing staff trips set out in Table 4 of Figure 1 attached at Appendix B and has been applied to the expected new staff trips calculated in Table 16. The resulting traffic generation by access is set out in Table 17 and Table 18 for Phase 1 and the complete Masterplan respectively.



Table 17: Anticipated new staff trip generation arrivals and departures by access Phase 1

Total traffic generation

Existing staff arrival and departure profile Expected new trips

ARR DEP ∑ ARR DEP ∑ AM 84% 16% 100% 32 6 38 PM 27% 73% 100% 10 28 38

By access Rope Walk – 67% Campus Way – 33%

ARR DEP ∑ ARR DEP ∑ AM 21 5 25 11 2 13 PM 7 19 25 3 9 13

Table 18: Anticipated new staff trip generation arrivals and departures by access complete Masterplan

Total traffic generation

Existing staff arrival and departure profile Expected new trips

ARR DEP ∑ ARR DEP ∑ AM 84% 16% 100% 135 26 161 PM 27% 73% 100% 43 118 161

By access Rope Walk – 67% Campus Way – 33%


5.4.7 It should be noted that the traffic generation figures reported in Table 17 and Table 18 have not been discounted to account for the 100 transferrals from Riseholme Campus which are considered to be trips already on the highway network, therefore, the estimation of traffic generation is considered to be robust.

5.4.8 The anticipated highway network peak hour traffic generation, of the expected new staff trips, based on the distribution set out in Figures 2 and 3, in terms of arrivals and departures, is presented in Figures 4 and 5 respectively for Phase 1 and Figures 5 and 6 respectively for the completed Masterplan, all of which are attached at Appendix B. The combined arrival and departure peak hour generation of the new staff trips is presented in Figure 8 for Phase 1 and Figure 9 for the completed Masterplan, both of which are also attached at Appendix B.

5.5 New Student trips

5.5.1 It is anticipated that the Masterplan, if fully realised, would result in approximately 4,600 additional students on the Campus, which represents an increase of around 43% when compared to the existing number of registered students, which number approximately 10,600. As students are prohibited from parking on the Campus during the daytime, it is assumed that all additional students will make use of sustainable modes of transport to access the Campus i.e. the additional students will not result in additional vehicular trips to the Campus. This is not considered an unreasonable assumption given that, in the absence of a Travel Plan which would be introduced to support the support the implementation of the Masterplan proposals, 95% of existing students are reported to already be using sustainable modes of transport to access the Campus.



5.6 Business / Office and Hotel uses

5.6.1 The Masterplan proposals include an element of commercial development, namely 5,000 square metres of B1 Business / Office use and a 150 bedroom Hotel.

5.6.2 The anticipated distribution of trips to these elements of the Masterplan has been based on 2001 journey to work census data from the unitary areas set out in Table 19, to the Ward of Boultham in which the Campus is located; Table 19 also illustrates the anticipated percentage of trips from each unitary area to the Ward of Boultham:

Table 19: Anticipated percentage of trip to commercial uses by unitary area

Unitary area Percentage of journeys to work East Lindsey 5% Newark and Sherwood 4% Northeast Lincolnshire 2% North Kesteven 52% North Lincolnshire 2% South Kesteven 3% West Lindsey 32% Total 100%

5.6.3 It has been estimated using journey planning software and knowledge of the highway network that the arterial routes from the unitary areas to the Campus will most likely be utilised as indicated in Table 20. It is interesting to note that this estimation is broadly similar to the anticipated distribution for the new staff trips set out in Table 15 which is based on home postcode data of existing staff registered at the Campus.

Table 20: Anticipated percentage use of arterial routes to and from Brayford Campus commercial trips

A15 N A46 N A158 B1188 A15 S B1003 A46 S A57 ∑ 15% 14% 6% 14% 14% 21% 9% 7% 100%

5.6.4 The anticipated distribution is presented in more detail in terms of turning movements at junctions on the highway network surrounding the campus in Figures 10 and 11 attached at Appendix B, which represent arrivals and departures respectively, to the Office element of the Masterplan which is accessed via the Rope Walk access to the Campus. Additionally, Figures 12 and 13 attached at Appendix B show the distribution in terms of arrivals and departures to the Hotel element of the Masterplan which is accessed via Campus Way.

5.6.5 Trip rates and traffic generation figures for the Office and Hotel land uses of the Masterplan have been estimated using generic trip rates for the respective uses derived from TRICS database. The trip rates and traffic generation are summarised in Table 21 and Table 22 for the Office and Hotel uses respectively; the complete TRICS output is attached at Appendix E.



Table 21: B1 Business trip rates and anticipated traffic generation Ropewalk Access

Trip rate / 100sqm Trips / 5,000sqm GFA

ARR DEP ∑ ARR DEP ∑ AM 1.523 0.283 1.806 76 14 90 PM 0.171 1.296 1.467 9 65 74

Table 22: C1 Hotel trip rates and anticipated traffic generation Campus Way Access

Trip rate / bed Trips / 150 beds

ARR DEP ∑ ARR DEP ∑ AM 0.122 0.192 0.314 18 29 47 PM 0.156 0.099 0.255 23 15 38

5.6.6 The anticipated peak hour traffic generated by the Office proposals, on the highway network, in terms of arrivals and departures, based on the distribution set out in Figures 10 and 11, is presented in Figures 14 and 15, respectively, attached at Appendix B. Additionally, the peak hour traffic generation of the Hotel proposals, based on the distribution identified in Figures 12 and 13, is illustrated in Figure 16 and 17, respectively, attached at Appendix B.

5.6.7 The aggregate peak hour traffic generation of the commercial elements of the Masterplan proposals is presented in Figure 18 attached at Appendix B.

5.7 Traffic generation summary

5.7.1 The traffic generating potential of Phase 1 of the Masterplan is summarised in Table 23 and illustrated in more detail in Figure 8 attached at Appendix B.

Table 23: Anticipated Masterplan traffic generation Phase 1

By access Rope Walk 67% Campus Way 33%

ARR DEP ARR DEP AM 21 5 25 11 2 13 PM 7 19 25 3 9 13

Combined Accesses

ARR DEP ∑ AM 32 6 38 PM 10 28 38

5.7.2 The summary in Table 23 demonstrates that Phase 1 of the Masterplan is expected to result in approximately 38 two way trips per peak hour 25 of which are expected to access the Campus via the Rope Walk access, with the remaining 15 via Campus Way.

5.7.3 The peak hour traffic generation of the complete Masterplan proposals are presented in Figure 19 attached at Appendix B and is summarised in Table 24.



Table 24: Anticipated Masterplan traffic generation complete Masterplan

Rope Walk access Campus Way access


Combined Accesses

ARR DEP ∑ AM 230 69 298 PM 75 198 273

5.7.4 The figures reported in Table 24, indicate that the peak hour traffic generation of the Masterplan proposals on the Rope Walk access will be in the order of 200 additional trips per peak hour two way, with respect to the Campus Way access, the level of traffic generation is expected to be around 100 trips per peak hour two way, therefore, the Masterplan proposals are expected to result in a net peak hour traffic generation of approximately 300 trips per hour two way.

5.8 Anticipated future highway network traffic flows

5.8.1 It has been agreed with LCC that the traffic impact of the Masterplan proposals should be based on traffic flows extracted from the Lincoln Town Centre VISSIM Micro-Simulation Traffic Model which has been developed for the purpose of testing the impact of the East-West Link Road Phase One scheme, as well as future development proposals and highway schemes around Lincoln City Centre. A planning application has recently been submitted for the East-West Link and LCC have confirmed that the traffic modelling work presented in the accompanying TA takes account of the Brayford Campus Masterplan proposals. However, to date LCC have not undertaken an assessment of future network performance including the Masterplan proposals based on the unlikely event of the East-West Link not gaining planning consent; and have therefore requested this assessment be undertaken to complete the picture.

5.8.2 In light of the above it has been agreed that traffic flows will be extracted from the Do Minimum network VISSIM models as described on Page 47 of the Lincoln East-West Link Road Phase One Transport Assessment dated January 2012 i.e. no East-West Link Road:

2014 Do Minimum (opening year) network – produced by making the following changes to 2009 Do Minimum network:

Improvements to High Street took place in 2011 comprising bus priority measures and the construction of parking bays that free up road space for the provision of two lanes (where previously the road was effectively reduced to one lane by parked vehicles). These improvements have been coded in the model;

The amount of rail traffic has been assumed to increase in the opening year (based on information provided by Network Rail) and the barriers on Brayford Wharf East, High Street and Great Northern Terrace are therefore assumed to be down for a greater proportion of the modelled periods.

2029 Do Minimum (design year) network – produced by making the following changes to 2014 Do Minimum network:

The ‘Lindongate’ development (detailed in the LMVR in Appendix B) is assumed to have been constructed by the design year. This comprises the relocation of the bus station, the construction of a new multi-storey car park and new retail and residential development. The development involves significant reconfiguration of the highway network in the location of the St Mary’s Street/ Norman Street/ Oxford Street gyratory;



Account has been taken of the impact of the Lincoln Eastern Bypass, as requested by Lincolnshire County Council (LCC), which reduces the 2029 traffic matrices in the city centre by 4-5% in the AM and PM modelled periods;

5.8.3 And also be based on the Do Minimum Scenario described on Page 49 of the East-West Link TA:

Do Minimum Scenario: the barrier downtime increases at the level crossings in Lincoln City Centre due to increased rail traffic but no

network changes are made i.e. vehicles continue to travel over the level crossing on High Street.

5.8.4 The VISSIM model has assessment years of 2014 and 2029 and it has been agreed with LCC that the highway network will be tested against the Masterplan for these years for the AM and PM commuter peak periods taken as 08.00 – 09.00 and 17.00 – 18.00.

5.8.5 Therefore, the following figures, which are attached at Appendix B, set out the anticipated future year traffic flows

Figure No Description 20 2014 Do minimum base year traffic data from the East-West Link TA 21 2029 Do minimum design traffic data from the East-West Link TA 22 2014 Do minimum base year + Phase 1 Development 23 2029 Do minimum design + Masterplan

5.9 Junction analysis

5.9.1 It has been agreed with LCC that the capacity of the following signalised junctions on Brayford Way and Rope Walk be tested against the Masterplan:

Brayford Way

1. Brayford Way / Campus Way Traffic Signals; 2. Brayford Way / Brayford Wharf North / Carholme Road Traffic Signals; 3. Brayford Way / Newland / The Avenue Traffic Signals. Rope Walk

4. St Mark Street / High Street / Tentercroft Street Traffic Signals; 5. St Mark Street / St Marks Square Traffic Signals; 6. Rope Walk / Brayford Wharf / St Mark Street Traffic Signals; 7. Rope Walk / Campus Access Traffic Signals; and 8. Rope Walk / The Sidings Traffic Signals.

5.9.2 Junctions 1 to 3 and 4 to 8 form two small discrete SCOOT zones (Split Cycle Offset Optimisation Technique).

SCOOT improves traffic control by linking adjacent junctions and constantly altering signal timing plans based on real-time traffic flow information provided by sensors embedded in the carriageway. Therefore, it has been agreed with LCC that it is appropriate model each zone using LINSIGv3 which is able to represent complex linked traffic signal networks.



5.9.3 LINSIG model outputs for the junctions listed above have been obtained from the TA submitted by LCC in support of the East-West Link Road Phase One planning application. The model outputs have been used to recreate the models and are therefore considered to be validated on the basis that they were suitable for use in the East West Link TA.

5.9.4 When interpreting the LINSIG traffic model results set out in this section, it should be borne in mind that a consequence of using network traffic flows from the Lincoln Town Centre VISSIM traffic model, is that positive traffic growth which is generally assumed to occur with the progression of time, i.e. as usually happens when forecasting future year traffic flows using TEMPRO, does not necessarily occur in the area of interest within a micro-simulation model such as VISSIM. There are a number of reasons for this, namely:

1. Dynamic traffic assignment which allows VISSIM to assign traffic to the highway network using origin destination matrices and travel cost assignment techniques; which results in traffic re-routing due to delay;

2. New infrastructure provision such as the Lincoln Eastern Bypass; 3. land use planning assumptions within the model which can alter traffic patterns.

5.9.5 Therefore, future year traffic model results, which indicate better network performance than earlier year results, are not necessarily counter intuitive and should be viewed as being realistic as the VISSIM model is better able to reflect future traffic conditions than would be the case when using TEMPRO alone.

5.10 Brayford Way zone validation

5.10.1 The comparison of LINSIG model results summarised in Table 25 demonstrates that SKMCB have faithfully reproduced the 2014 base LINSIG traffic model submitted by LCC for the junctions within the Brayford Way SCOOT zone.

5.10.2 The complete LINSIG model outputs are attached at Appendix F.



Table 25: 2014 AM East-West Link TA and SKMCB model comparison

Junc

tion Arm

Move

ment

2014 Do Minimum E-W Link TA LINSIG Model 2014 SKM Model

AM PM AM PM DoS (%) MMQ DoS

(%) MMQ DoS (%) MMQ DoS

(%) MMQ

Newl

and R

oad

The A

venu

e

The Avenue North

Left 79.8 7 40.5 3 80.2 7 48.3 3 Ahead 78.7 14 59.3 11 79.1 14 60.4 11

The Avenue South

Ahead 32.9 6 43.8 6 32.9 8 42.4 4 Right 80.5 8 60.2 6 78.6 15 53.9 5

Newland Road

Left 47.7 8 50.6 8 46.8 7 48.2 7 Right 15.4 1 26.7 2 16.4 1 33.2 2

Bray

ford W

ay C

arho

lme

Road

The Avenue

Left 6.6 1 0.5 0 6.5 1 0.5 0 Ahead 60.0 12 44.0 11 58.8 10 43.8 7 Right 32.2 3 55.7 5 36.2 3 49.5 5 Right 32.7 3 56.3 5 36.8 3 50.3 5

Brayford Way Left 20.1 2 34.2 4 19.4 1 35.3 3

Ahead 55.5 8 35.6 4 49.9 8 42.0 6 Ahead 61.0 9 55.4 8 55.8 9 54.5 9

Carholme Road

Left 41.8 7 26.8 4 44.2 7 25.2 4 R/A 74.2 12 57.4 7 77.0 12 58.0 7

Brayford Way North Left 1.3 0 6.36 0 1.4 0 6.6 0

Baryf

ord

Way

Ca

mpus

W

ay Brayford Way N Ahead 76.9 8 60.5 3 76.9 13 60.5 6

Campus Way L/R 12.8 1 23.3 1 12.8 1 23.3 1

Brayford Way S Left 53.4 9 55.9 10 53.2 9 58.4 11 Ahead 29.6 4 34.5 5 30.0 4 32.1 5

PRC 11.8% 48.8% 12.2% 48.8% Max CT 88s 88s 88s 88s DoS MMQ PRC CT

Degree of Saturation Practical Maximum 90%; Mean Max Queue Length Passenger Car Units (PCU’s) 5.75m per PCU; Practical Reserve Capacity (%); Cycle Time in Seconds (s).

5.10.3 The results in Table 25 demonstrate that the 2014 base year SKM model is a good representation of the LCC model as all DoS and MMQ values are very similar; the model is therefore considered suitable for use to test the development scenarios set out in paragraph 5.8.4.

5.10.4 The results in Table 254 also indicate that in the 2014 base year scenario, all junctions will operate within capacity, as all DoS values are expected to be below the practical maximum of 90%. The maximum DoS achieved is just 80.2% for the left turn on The Avenue north approach during the AM peak resulting in a seven PCU queue length.



5.11 Brayford Way zone 2014 Phase 1

5.11.1 The 2014 without and with Phase 1 development scenarios have been tested, the results are summarised in Table 26 and the complete model outputs are attached at Appendix F.

Table 26: 2014 Peak Hours without and with Phase 1 model comparison

Junc

tion Arm

Move

ment 2014 Without Phase 1 2014 With Phase 1



(%) MMQ

Newl

and R

oad

The A

venu

e

The Avenue North

Left 80.2 7 48.3 3 80.2 7 47.9 3 Ahead 79.1 14 60.4 11 79.9 14 59.2 11

The Avenue South

Ahead 32.9 8 42.4 4 33.0 9 42.7 4 Right 78.6 15 53.9 5 78.6 18 55.2 6

Newland Road

Left 46.8 7 48.2 7 46.7 7 49.4 8 Right 16.4 1 33.2 2 16.4 1 32.9 2

Bray

ford W

ay C

arho

lme

Road

The Avenue



Ahead 49.9 8 42.0 6 40.6 6 38.4 6 Ahead 55.8 9 54.5 9 55.9 9 58.4 10

Carholme Road

Left 44.2 7 25.2 4 47.4 8 25.5 4 R/A 77.0 12 58.0 7 78.4 13 58.0 7


Baryf

ord

Way

Ca

mpus

W


Campus Way L/R 12.8 1 23.3 1 13.4 1 25.6 1



Degree of Saturation Practical Maximum 90%; Mean Max Queue Length Passenger Car Units (PCU’s) 5.75m per PCU; Practical Reserve Capacity (%); Cycle Time in Seconds.

5.11.2 The results in Table 26 indicate that in the 2014 base year plus Phase 1 development scenario, all junctions will continue to operate within capacity, as all DoS values are expected to remain below the practical maximum of 90%. Minimal increases in queues are anticipated, the largest increase being just three PCU’s for the right turn on The Avenue south approach.

5.11.3 It is therefore concluded that the traffic generated by the development proposals, can be safely accommodated on the highway network in 2014 along this section of highway without the need for mitigation measures.



5.11.4 Brayford Way zone 2029 Masterplan

5.11.5 The 2029 without and with Masterplan development scenarios have been tested, the results are summarised in Table 27 and the complete model outputs are attached at Appendix F.

Table 27: 2029 AM without and with Masterplan model comparison

Junc

tion Arm

Move

ment 2029 Without Masterplan 2029 With Masterplan



(%) MMQ

Newl

and R

oad

The A

venu

e

The Avenue North

Left 81.3 9 29.4 2 81.3 9 41.5 3 Ahead 81.5 14 46.7 7 83.3 15 51.2 8

The Avenue South

Ahead 35.9 8 28.3 3 36.7 10 31.3 3 Right 79.8 15 47.4 5 81.9 17 47.5 5

Newland Road

Left 37.9 6 35.5 5 38.5 6 33.9 5 Right 16.3 1 32.6 2 16.3 1 28.2 2

Bray

ford W

ay C

arho

lme

Road

The Avenue



Ahead 53.4 8 27.5 4 43.0 7 27.8 4 Ahead 59.2 9 42.5 7 63.5 11 45.0 8

Carholme Road

Left 42.1 7 22.4 3 44.1 7 22.5 3 R/A 69.2 11 45.3 4 74.0 13 46.6 4


Baryf

ord

Way

Ca

mpus

W


Campus Way L/R 18.6 1 13.4 1 25.3 1 28.5 1



Degree of Saturation Practical Maximum 90%; Mean Max Queue Length Passenger Car Units (PCU’s) 5.75m per PCU; Practical Reserve Capacity (%); Cycle Time in Seconds.

5.11.6 The results in Table 27 indicate that in the 2029 design year plus Masterplan development scenario, all junctions will continue to operate within capacity, as all DoS values are expected to remain below the practical maximum of 90%. Minimal increases in queues are anticipated, the largest increase being just two PCU’s on any junction arm. Paragraph’s 5.9.4 and 5.9.5 explain why there is an improvement in the performance of the junctions in this zone in 2029 when compared to 2014.




5.12 Rope Walk zone validation

5.12.1 The 2014 without and with Phase 1 development scenarios have been tested, the results are summarised in Table 28 and the complete model outputs are attached at Appendix G.

Table 28: 2014 AM East-West Link TA and SKMCB model comparison

Junc

tion Arm

Move

ment

2014 Do Minimum E-W Link TA LINSIG Model 2014 SKM Model



(%) MMQ

High

St/

Tente

rcroft

St

Tentercroft St L/A/R 33.1 1 90.6 10 33.1 1 90.6 10 St Mark Street L/A/R 79.9 8 95.8 13 79.9 8 95.8 13 High Street (N) L/A 82.0 10 93.1 15 82.0 10 93.1 15 High Street (S) L/A/R 61.2 7 77.5 9 61.2 7 77.5 9

Rope

walk/

Br

ayfor

d W

harf

Ropewalk Left 19.7 1 19.4 1 19.2 2 19.4 1 Ahead 40.4 5 22.0 2 39.4 5 22.0 2

St Mark Street Ahead 7.2 1 18.2 3 7.0 1 18.2 1 Right 2.7 0 15.3 2 2.5 0 15.0 1

Brayford Wharf L/R 40.7 4 37.5 4 44.0 4 37.5 4

St M

ark

Stre

et / S

t Ma

rks

Squa

re St Marks Sq R/L 9.7 1 33.5 0 14.5 1 36.9 2

St Marks St (E) L/A 10.7 1 28.5 1 11.0 0 30.0 2

St Marks St (W) Ahead 34.0 2 23.6 2 31.6 1 23.4 2 Right 3.5 0 1.7 3 3.3 0 1.5 0

Rope

walk

/ The

Si

dings

Ropewalk (EB) Ahead 25.6 3 9.3 1 20.0 2 4.9 1 A/R 36.9 3 19.2 1 42.4 3 23.5 2

Ropewalk (WB) A/L 18.6 1 32.4 2 17.2 2 27.9 3

The Sidings Left 0.5 0 9.5 1 0.4 0 10.6 1 Left 2.9 0 11.1 1 3.2 0 12.7 2

Right 1.5 0 22.0 2 1.5 0 21.2 1

Rope

walk

/ Th

e Un

iversi

ty Ropewalk (EB) A/L 30.4 2 16.0 1 23.9 2 10.7 2

Ahead 12.0 1 12.7 2 18.1 2 17.7 1 Uni Access L/R 10.7 1 11.6 1 10.7 1 12.1 1

Ropewalk (WB) Ahead 12.3 0 16.4 0 12.3 2 16.4 2 Right 0.0 0 0.0 0 0.0 0 0.0 0

PRC 9.8% -6.4% 9.8% -6.4% Max CT 90s 90s 90s 90s DoS MMQ PRC CT


5.12.2 The results in Table 28 demonstrate that the 2014 base year SKM model is a good representation of the LCC model as all DoS and MMQ values are very similar; the model is therefore considered suitable for use to test the development scenarios set out in paragraph 5.8.4.

5.12.3 The results in Table 28 also indicate that in the 2014 base year scenario, all junctions will operate within capacity, as all DoS values are expected to be below the practical maximum of 90%, except for the St Mark Street / High St / Tentercroft Street junction which is expected to operate above the practical maximum DoS on three of the four arms at this junction. The maximum DoS achieved is 95.8% for the St Mark Street approach during the PM peak resulting in a 13 pcu queue length.



5.13 Rope Walk zone 2014 Phase 1

5.13.1 The 2014 without and with Phase 1 development scenarios have been tested, the results are summarised in Table and the complete model outputs are attached at Appendix G.

Table 29: 2014 AM without and with Phase 1 model comparison

Junc

tion Arm

Move

ment 2014 Without Phase 1 2014 With Phase 1



(%) MMQ

High

St/

Tente

rcroft

St


Rope

walk/

Br

ayfor

d W

harf




St M

ark

Stre

et / S

t Ma

rks

Squa

re St Marks Sq R/L 14.5 1 36.9 2 14.5 1 43.8 2

St Marks St (E) L/A 11.0 0 30.0 2 11.7 0 27.9 2


Rope

walk

/ The

Si

dings


Ropewalk (WB) A/L 17.2 2 27.9 3 18.6 2 28.1 2


Right 1.5 0 21.2 1 1.5 0 22.3 2

Rope

walk

/ Th

e Un

iversi

ty Ropewalk (EB) A/L 23.9 2 10.7 2 26.9 2 11.4 1



PRC 9.8% -6.4% 9.5% -7.6% Max CT 90s 90s 90s 90s DoS MMQ PRC CT


5.13.2 The results in Table 29 indicate that in the 2014 base year plus Phase 1 development scenario, all junctions will continue to operate within capacity except St Mark Street / High Street / Tentercroft Street junction which will remain above capacity. Even so, with Phase 1, the anticipated queues at this junction remain largely the same.




5.14 Rope Walk zone 2029 Masterplan

5.14.1 The 2029 without and with Masterplan development scenarios have been tested, the results are summarised in Table 30 and the complete model outputs are attached at Appendix G.

Table 30: 2029 AM without and with Masterplan model comparison

Junc

tion Arm

Move

ment 2029 Without Masterplan 2029 With Masterplan



(%) MMQ

High

St/

Tente

rcroft

St


Rope

walk/

Br

ayfor

d W

harf




St M

ark

Stre

et / S

t Ma

rks

Squa

re St Marks Sq R/L 13.8 1 37.5 2 13.8 1 41.8 2

St Marks St (E) L/A 39.1 3 35.1 3 46.7 4 35.5 3


Rope

walk

/ The

Si

dings


Ropewalk (WB) A/L 32.8 3 26.8 2 33.8 3 33.7 2


Right 1.5 0 18.3 1 1.8 0 18.7 1

Rope

walk

/ Th

e Un

iversi

ty Ropewalk (EB) A/L 20.9 3 7.3 0 27.2 4 10.8 1





5.14.2 The results in Table 30 indicate that in the 2029 design year plus Masterplan development scenario, all junctions operate within capacity with DoS values expected to be below the practical maximum of 90%. Paragraph’s 5.9.4 and 5.9.5 explain why there is an improvement in the performance of the junctions in this zone in 2029 when compared to 2014.




5.15 Brayford Way zone potential pedestrian measures

5.15.1 LCC have asked SKM to review the implications on highway capacity of providing pedestrian crossing facilities on the Brayford Way / Carholme Road / Brayford Wharf North junction and the Brayford Way / Campus Way junction. These crossings will aid the movement of pedestrians and in particular staff and students across Brayford Way and reduce conflicts with traffic.

5.15.2 Revised junction layouts have been identified to accommodate the pedestrian crossings, and are presented in Drawing No’s VN19136/PD/001 and VN19136/PD/002 attached in Appendix A for the Brayford Way / Carholme Road / Brayford Wharf North junction and the Brayford Way / Campus Way junctions respectively.

5.15.3 The Brayford Way zone LINSIG model has been revised to include the pedestrian crossings and re-run for the 2014 Phase 1 development scenario and the 2029 Masterplan development scenario. The results are summarised in Table 31 for the 2014 with Phase 1 development scenario and Table 32 for the 2029 design year with Masterplan development scenario. The complete model outputs are attached in Appendix H.

Table 31: Model Comparison for 2014 with Phase 1 development without and with pedestrian facilities

Junc

tion Arm

Move

ment

2014 with Phase 1 (No Pedestrian Mitigation)

2014 With Phase 1 (Pedestrian Mitigation)



(%) MMQ

Newl

and R

oad

The A

venu

e

The Avenue North

Left 80.2 7 47.9 3 74.1 6 47.9 3 Ahead 79.9 14 59.2 11 79.9 14 70.3 13

The Avenue South

Ahead 33.0 9 42.7 4 33.5 5 42.7 4 Right 78.6 18 55.2 6 80.4 11 47.7 5

Newland Road

Left 46.7 7 49.4 8 46.7 7 43.1 6 Right 16.4 1 32.9 2 15.3 1 32.9 2

Bray

ford W

ay C

arho

lme

Road

The Avenue



Ahead 40.6 6 38.4 6 30.6 4 32.9 5 Ahead 55.9 9 58.4 10 55.5 7 70.0 13

Carholme Road

Left 47.4 8 25.5 4 55.4 12 29.0 4 R/A 78.4 13 58.0 7 87.5 19 79.8 9


Baryf

ord

Way

Ca

mpus

W


Campus Way L/R 13.4 1 25.6 1 18.2 1 25.6 1






Table 32: Model Comparison for 2029 with Masterplan development without and with pedestrian facilities

Junc

tion Arm

Move

ment

2029 with Masterplan (No Pedestrian Mitigation)

2029 with Masterplan (Pedestrian Mitigation)



(%) MMQ

Newl

and R

oad

The A

venu

e

The Avenue North

Left 81.3 9 41.5 3 81.3 9 38.5 3 Ahead 83.3 15 51.2 8 83.3 15 59.4 8

The Avenue South

Ahead 36.7 10 31.3 3 36.7 5 31.8 3 Right 81.9 17 47.5 5 81.9 12 44.7 5

Newland Road

Left 38.5 6 33.9 5 38.5 6 31.5 4 Right 16.3 1 28.2 2 16.3 1 26.4 2

Bray

ford W

ay C

arho

lme

Road

The Avenue



Ahead 43.0 7 27.8 4 33.0 5 25.3 4 Ahead 63.5 11 45.0 8 54.7 8 57.6 11

Carholme Road

Left 44.1 7 22.5 3 56.3 11 23.8 3 R/A 74.0 13 46.6 4 87.6 18 60.9 5


Baryf

ord

Way

Ca

mpus

W


Campus Way L/R 25.3 1 28.5 1 30.9 2 28.5 1




5.15.4 The results in Table 31 and Table 32 indicate that in the 2014 base year plus Phase 1 development scenario and the 2029 design year plus Masterplan development scenario, all junctions are expected operate within capacity with all DoS values expected to be below the practical maximum of 90%.

5.15.5 In both the 2014 and 2029 scenarios, to accommodate the pedestrian facilities, the evening peak hour cycle times have been extended from 88 seconds to 120 seconds and from 90 seconds to 110 seconds respectively. Morning peak hour cycle times remain the same in both instances due there being more spare capacity available.

5.15.6 It is therefore concluded that the traffic generated by the development proposals, can be safely accommodated on the highway network in both 2014 and 2029 along this section of highway with the introduction of pedestrian facilities as detailed in drawing No’s VN19136/PD/001 and VN19136/PD/002.



6. Summary and Conclusions 6.1.1 This Transport Assessment has been prepared by SKM Colin Buchanan (SKMCB), on behalf of The University of

Lincoln, in support of an outline planning application for their Brayford Campus Masterplan.

6.1.2 The Masterplan involves the redevelopment of the Brayford Campus to provide for the expansion of the Science, Technology, Engineering and Mathematics (STEM) portfolio and the development of a School of Engineering in partnership with Siemens. The Masterplan involves the re-landscaping of the Brayford Campus, introducing a number of new academic buildings, halls of residence and some commercial uses including offices and a hotel. The Masterplan aims to create a welcoming environment for staff, students and visitors that pass through the site, making Brayford Campus an integral part of the City Centre. It is anticipated that the proposals will be phased over a nine year period between 2012 and 2021.

6.1.3 The TA has considered the traffic and transport implications of the development proposals and the conclusions of the report are as follows:

The development proposals have been formulated in accordance with relevant national and local transport policies;

The site is accessible by pedestrians and cyclists via the existing footway and cycleway network, which will be enhanced by the development proposals through a network of footway and cycle links throughout the Campus;

The implications of introducing additional pedestrian crossing facilities at the junctions of Brayford Way / Carholme Road / Brayford Wharf North and Brayford Way / Campus Way have been examined and been found to be acceptable;

The site is well served by public transport; there are bus stops and both the City Centre bus and railway stations, offering services to a wide range of destinations, which are all within the IHT recommended walking distances of the Campus;

There are no significant historical road safety issues associated with the highway network of interest and the proposed development is not anticipated to alter this situation;

Private cars, service and delivery vehicles will continue to use the existing access points into the Campus from Rope Walk and Campus Way and existing parking arrangements will be better managed;

Trip distribution and traffic generation estimates have been agreed with Lincolnshire County Council;

The traffic impact of the proposed development has been assessed at the agreed years of 2014 and 2029; in line with the County Council’s Town Centre Traffic model forecasts which do not include the East West Link;

Assessments of junction operation for the agreed highway network of interest have been undertaken for the weekday AM and PM peak hours;

The results of the operational assessments confirm that, the additional traffic associated with the proposed development can be safely accommodated on to the highway network;



Signature

Name Paul McDowell / Victoria Hammill

Position Senior Engineer

Company SKM Colin Buchanan

Date April 2012



Appendix A Plan 1 – Site location plan

Plan 2 – Site access and local highway network

Plan 3 – Car park locations

Plan 4 – Controlled pedestrian crossing facilities

Plan 5 – 2km walking catchment

Plan 6 – Cycle routes around Brayford Campus

Plan 7 – 5km cycle catchment

Plan 8 – Bus stop, bus and railway station location plan

Plan 9 – PIA location plan

Plan 10 – Masterplan proposals

Plan 11 - Proposed pedestrian and cycle links



Appendix B Figure 1 – 29th November 2011 traffic survey data

Figure 2 – B1 Business distribution arrivals

Figure 3 – B1 Business distribution departures

Figure 4 – C1 Hotel distribution arrivals

Figure 5 – C1 Hotel distribution departures

Figure 6 – B1 Business peak hour traffic generation arrivals

Figure 7 – B1 Business peak hour traffic generation departures

Figure 8 – C1 Hotel peak hour traffic generation arrivals

Figure 9 – C1 Hotel peak hour traffic generation departures

Figure 10 – Aggregate B1 Business and C1 Hotel peak hour traffic generation arrivals and departures

Figure 11 – Existing staff distribution arrivals

Figure 12 – Existing staff distribution departures

Figure 13 – New staff peak hour traffic generation arrivals

Figure 14 – New staff peak hour traffic generation departures

Figure 15 - Aggregate new staff peak hour traffic generation arrivals and departures

Figure 16 - Aggregate B1 Business, C1 Hotel and new staff peak hour traffic generation arrivals and departures



Appendix C Accident statistics



Appendix D Travel Plan



Appendix E TRICS output



Appendix F Brayford Way zone LINSIG



Appendix G Rope Walk zone LINSIG



Appendix H Brayford Way zone + pedestrian facilities LINSIG

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