NS&OC OPA Transport Assessment Appendices D - G by Beyond Green

North Sprowston and Old Catton APPENDICES

Appendix D: Background Growth There are no Appendices D1 to D4

NSOC TA APPENDICES 161012 SKM Colin Buchanan

North Sprowston and Old Catton APPENDICES Appendix D.5: Committed Development Technical Note

NSOC TA APPENDICES 161012 SKM Colin Buchanan

Technical Note

Date

12 September 2012

Project No

VN18592.01

Subject

Traffic Impact of Committed Development and Joint Core Strategy (JCS) Growth Sites.

Introduction

1.1

SKM Colin Buchanan has been commissioned by Beyond Green to provide a Transport Assessment in support of a planning application for a residential-led mixed use development in Broadlands, Norwich.

1.2

An important aspect of the TA is to include relevant background traffic growth and committed development in order to forecast the impact of future traffic as accurately as possible.

1.3

It was agreed with Norfolk County Council (NCC) on 30th May 2012 that future growth development included within the Joint Core Strategy (JCS) and committed development within the local area would be a satisfactory level of traffic growth to be added to the 2012 base year to establish the future 2017, 2022 and 2032 years.

1.4

NCC advised SKMCB to assume that 74% of traffic travels south and 26% travels north for distribution of development trips â&#x20AC;&#x201C; this same percentage split has been applied when distributing the background growth traffic within this note.

1.5

This technical note provides a summary of the analysis undertaken.

Identification of Committed Development and JCS Growth Sites

2.1

NCC Strategic Planning provided a list of relevant committed development and JCS growth sites within the Broadlands area along with approximate timescale for the build out of residential units at each site. The sites identified are summarised in Table 1.

Table 1: Identified Committed and JCS Growth Sites and Timescales No. Of Units to be Built 2012-2017

2017-2021

2021-2026

2026-2032

Committed Dev / JCS Growth Site

Hellesdon, Golf Course

102

255

243

JCS Growth

Yes

Hellesdon, Hospital

JCS Growth

Yes

Hellesdon, A140 Corridor

JCS Growth

Yes

Drayton

JCS Growth

Spixworth

Committed

Yes

Rackheath Eco-Community

200

1,150

1,000

JCS Growth

Yes

Blofield

JCS Growth

Thorpe St Andrew

JCS Growth

Yes

Sprowston (Home Farm)

205

Committed

Yes

Blue Boar Lane

882

351

JCS Growth

Yes

Taverham

JCS Growth

Great and Little Plumstead

Committed

Yes

Land between Salhouse & Wroxham Rd

500

1,000

JCS Growth

Yes

Land between Salhouse & Plumstead Rd

500

1,000

JCS Growth

Yes

Brundal

JCS Growth

Horsford

JCS Growth

Yes

Horsham

JCS Growth

Yes

Brook Farm

250

Committed

Yes

Residential Site

TN01_Traffic Impact of Committed Development & JCS Growth Sites_MJ_12.09.12 dp.docx

Traffic Impact on Study Area

PAGE 1

TN01 Traffic Impact of Committed Development and Joint Core Strategy (JCS) Growth Sites 12 September 2012

2.2

Of the sites identified, five were considered to have no traffic impact within the study area of the TA, on the basis that all traffic would be dispersed between each site and the proposed study area.

2.3

NCC Strategic Planning also identified a number of units which are already constructed and have therefore been accounted for within the 2012 baseline traffic survey figures within the TA.

2.4

For the purposes of this assessment all 2012 – 2017 development traffic is applied to the 2017 growth year, 2017 – 2021 development traffic is applied to the 2022 growth year and 2021 – 2032 development traffic applied to the 2032 growth year.

2.5

Figure 1 which is appended to this note identifies the location of each site in relation to the application site.

Residential Trip Rates

3.1

The residential trip rates used are based on the ATC/normal vehicle trip rates quoted in Table 9 of the Trip Rate Reduction Lodge Farm Technical Note, issued to NCC for discussion on 25th June 2012. These trip rates are summarised in Table 2 and have been used to calculate the forecasted traffic from the committed and JCS growth sites. Table 2: Residential Trip Rates Source

ATC 'normal vehicle' trip rates

AM Peak 0800-0900

PM Peak 1700-1800

Out

2-way

Out

2-Way

0.197

0.490

0.687

0.382

0.190

0.572

3.2

The proposed traffic generation figures for the 2017, 2022 and 2032 growth years can be found appended to this note.

Traffic Allocation and Distribution

4.1

The traffic impact of all the Committed and Allocated sites has been assessed for each of the growth years 2017, 2022 and 2032. The growth traffic figures for each year are tabulated at the end of this note.

4.2

Figure 2 shows the points on the network where traffic for each growth year is added.

4.3

The distribution percentage of the Spixworth site is assessed (at the edge of the proposed study area) in Figure 3. 100% of vehicle trips generated are allocated onto North Walsham Road. 74% of this traffic travels to the south and 26% travels north.

4.4

The traffic impact of the Home Farm site is assessed (at the edge of the proposed study area) in Figure 4. 50% of vehicle trips generated are allocated to Blue Boar Lane, entering the proposed study area for this Transport Assessment at the Blue Boar Lane approach/exit of the A1511 Wroxham Road/Blue Boar Lane roundabout. 50% of vehicles are allocated at Salhouse Road, with 74% travelling south towards the junction with Mousehold Lane and 26% travelling north.

4.5

The traffic impact of the Blue Boar Lane site is assessed separately, as a major site, using the trip distribution extracted from Norwich SATURN model, provided by NCC.

4.6

The traffic impact of the Rackheath Eco-Community site is assessed separately, as a major site, using the trip distribution extracted from Norwich SATURN model, provided by NCC.

4.7

The traffic impact of the land between Salhouse & Wroxham Road is assessed as a major site, using the trip distribution extracted from Norwich SATURN model, provided by NCC.

4.8

The traffic impact of the land between Salhouse & Plumstead Road is assessed separately, as a major site, using the trip distribution extracted from Norwich SATURN model, provided by NCC.

SINCLAIR KNIGHT MERZ The SKM logo trade mark is a registered trade mark of Sinclair Knight Merz Pty Ltd. I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.1 Reports\TA\Appendix\SS# Raw Data\Commited Dev Note\TN01_Traffic Impact of Committed Development & JCS Growth Sites_MJ_12.09.12 dp.docx

PAGE 2

TN01 Traffic Impact of Committed Development and Joint Core Strategy (JCS) Growth Sites 12 September 2012

4.9

The traffic impact of the sites in Hellesden is assessed in Figure 5. 100% of vehicle trips generated by the Golf Course and Hospital sites are allocated to the A1067, of these 33% are allocated to the A140 Boundary Road approach/exit of the Boundary Road/Reepham Road/Cromer Road/Aylsham Road signalised junction. 100% of vehicle trips generated by the Allocated Hellesdon A140 Corridor site are allocated to the A140, with 74% travelling south to the Boundary Road/Reepham Road/Cromer Road/Aylsham Road signalised junction.

4.10

The traffic impact of the Thorpe St Andrew site is assessed. 50% of vehicle trips generated by the Allocated Thorpe St Andrew site are allocated onto Plumstead Road East. 74% travel south toward the junction with Heartsease Road with 23.6% heading further north.

4.11

The traffic impact of the Horsford and Horsham sites is assessed. It is assumed that 100% of vehicle trips generated by the Horsford and Horsham sites are allocated onto the A140 Cromer Road with 74% travelling south towards the Boundary Road/Reepham Road/Cromer Road/Aylsham Road signalised junction and 26% travelling north.

4.12

The traffic impact of the Committed Brook Farm site is assessed using the trip distribution extracted from Norwich SATURN model, provided by NCC.

4.13

The overall traffic impact of all the Committed and JCS Growth Sites for 2017, 2022 and 2032 has been distributed according to existing turning proportions within the proposed study area for the minor sites, and the trip distribution extracted from the Norwich SATURN mode for the major sites. Network flow diagrams illustrating the traffic distribution onto the network can be seen within the appendices of the Transport Assessment.

Matthew Jopp BSc (Hons) MCIHT Transport Planning Consultant Phone: Fax: E-mail:

+44 (0)11 7917 0804 +44 (0)11 7925 6109 mjopp@globalskm.com

PAGE 3

Figure 2

Figure 5

North Sprowston and Old Catton APPENDICES Appendix D.6: Committed Development % Distribution

NSOC TA APPENDICES 161012 SKM Colin Buchanan

Drawing title:

Reepham Road

0% 0%

Fifters Lane

No NDR AM Summary

10%

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

St Faith's Road

9% 12%

Job Title:

Client:

Church St

The

Spixworth Road

A1042

NORWICH

BEYOND GREEN

21% 4%

George Hill

White Woman

NTS IG IG

Scale:

Drawn by:

23% 1%

1% 5%

North Walsham

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

4% 3% 1%

22%

13%

1% 1% 4%

29%

5% 14%

10%

6% 10%

10%

6% 14% 3%

1% 4%

11%

4% 10%

15%

Salhouse Road

Falcon Road

Drg no:

APPENDIX D.6

10%

Blue Boar

Committed

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Saturn Background Distributions v1.xlsx]

10%

Wroxham Road

22%

Full extension:

19%

20%

13%

14%

15%

Wroxham Road

Drawing title:

Reepham Road

0% 0%

Fifters Lane

No NDR PM Summary

6% 0%

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

12%

St Faith's Road

6% 2%

Job Title:

Client:

Church St

The

21%

Spixworth Road

A1042

NORWICH

BEYOND GREEN

8% 2%

George Hill

White Woman

23%

NTS IG IG

Scale:

Drawn by:

10% 0%

2% 3%

North Walsham

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

17% 11% 0%

37%

14%

0% 9% 3%

23%

3% 3%

10%

6% 15%

8% 6%

26%

3% 2% 2%

11%

Salhouse Road

Falcon Road

Drg no:

APPENDIX D.6

Blue Boar

Committed

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Saturn Background Distributions v1.xlsx]

1% 4% 0%

11%

Wroxham Road

20%

26%

Full extension:

14%

32%

34%

24%

14%

Wroxham Road

Drawing title:

Reepham Road

0% 0%

Fifters Lane

NDR AM Summary

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

St Faith's Road

9% 5%

Job Title:

Client:

Church St

The

Spixworth Road

A1042

NORWICH

BEYOND GREEN

14% 3%

George Hill

White Woman

NTS IG IG

Scale:

Drawn by:

16%

0% 0%

North Walsham

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

2% 2% 0%

14%

0% 6% 0%

21%

0% 0%

14% 11% 19%

2% 2%

2% 7%

17%

Salhouse Road

Falcon Road

Drg no:

APPENDIX D.6

Blue Boar

Committed

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Saturn Background Distributions v1.xlsx]

0% 10% 6%

12%

Wroxham Road

18%

22%

Full extension:

18%

12%

Wroxham Road

Drawing title:

Reepham Road

0% 0%

Fifters Lane

NDR PM Summary

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

10%

St Faith's Road

3% 1%

Job Title:

Client:

Church St

The

14%

Spixworth Road

A1042

NORWICH

BEYOND GREEN

4% 1%

George Hill

White Woman

15%

NTS IG IG

Scale:

Drawn by:

1% 1%

North Walsham

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

5% 9% 1%

17%

0% 23% 0%

10%

1% 0%

4% 4% 10%

0% 21%

7% 7%

3% 2%

Salhouse Road

Falcon Road

Drg no:

APPENDIX D.6

Blue Boar

Committed

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Saturn Background Distributions v1.xlsx]

0% 2% 3%

Wroxham Road

13%

Full extension:

14%

13%

12%

Wroxham Road

Drawing title:

Reepham Road

0% 0%

Fifters Lane

Rackheath NO NDR AM

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

St Faith's Road

3% 2%

Job Title:

Client:

Church St

The

Spixworth Road

A1042

NORWICH

BEYOND GREEN

5% 1%

George Hill

White Woman

NTS IG IG

Scale:

Drawn by:

North Walsham

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

11%

1% 1%

10%

3% 0%

Salhouse Road

Falcon Road

Blue Boar

Committed

Drg no:

APPENDIX D.6

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Saturn Background Distributions v1.xlsx]

Wroxham Road

11%

Full extension:

11%

12%

13%

14%

Wroxham Road

Drawing title:

Reepham Road

0% 0%

Fifters Lane

Rackheath NO NDR PM

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

St Faith's Road

3% 1%

Job Title:

Client:

Church St

The

Spixworth Road

A1042

NORWICH

BEYOND GREEN

4% 0%

George Hill

White Woman

NTS IG IG

Scale:

Drawn by:

North Walsham

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

10%

1% 0%

10%

0% 1%

Salhouse Road

Falcon Road

Blue Boar

Committed

Drg no:

APPENDIX D.6

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Saturn Background Distributions v1.xlsx]

Wroxham Road

11%

Full extension:

12%

13%

14%

13%

Wroxham Road

Drawing title:

Reepham Road

0% 0%

Fifters Lane

Blue Boar NO NDR AM

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

St Faith's Road

3% 2%

Job Title:

Client:

Church St

The

Spixworth Road

A1042

NORWICH

BEYOND GREEN

5% 1%

George Hill

White Woman

NTS IG IG

Scale:

Drawn by:

North Walsham

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

0% 1% 1%

1% 0% 0%

14%

1% 5%

4% 10%

3% 0%

10%

Salhouse Road

Falcon Road

Blue Boar

Committed

Drg no:

APPENDIX D.6

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Saturn Background Distributions v1.xlsx]

Wroxham Road

10%

Full extension:

Wroxham Road

Drawing title:

Reepham Road

0% 0%

Fifters Lane

Blue Boar NO NDR PM

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

St Faith's Road

1% 1%

Job Title:

Client:

Church St

The

Spixworth Road

A1042

NORWICH

BEYOND GREEN

2% 0%

George Hill

White Woman

NTS IG IG

Scale:

Drawn by:

North Walsham

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

6% 0% 0%

0% 7% 0%

0% 0%

3% 9%

10%

1% 2%

Salhouse Road

Falcon Road

Blue Boar

Committed

Drg no:

APPENDIX D.6

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Saturn Background Distributions v1.xlsx]

Wroxham Road

16%

Full extension:

13%

14%

16%

Wroxham Road

Drawing title:

Reepham Road

0% 0%

Fifters Lane

Brook Farm NO NDR AM

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

1% 0%

St Faith's Road

1% 5%

1% 0%

Job Title:

Client:

Church St

The

Spixworth Road

A1042

NORWICH

BEYOND GREEN

6% 1%

George Hill

White Woman

NTS IG IG

Scale:

Drawn by:

7% 1%

North Walsham

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

0% 2%

2% 4%

0% 8% 2%

1% 1%

Salhouse Road

Falcon Road

Blue Boar

Committed

Drg no:

APPENDIX D.6

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Saturn Background Distributions v1.xlsx]

Wroxham Road

Full extension:

Wroxham Road

Drawing title:

Reepham Road

0% 0%

Fifters Lane

Brook Farm NO NDR PM

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

0% 0%

St Faith's Road

1% 0%

0% 3%

Job Title:

Client:

Church St

The

Spixworth Road

A1042

NORWICH

BEYOND GREEN

1% 1%

George Hill

White Woman

NTS IG IG

Scale:

Drawn by:

2% 0%

1% 1%

North Walsham

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

0% 9%

2% 3%

0% 2% 0%

6% 4%

3% 0%

Salhouse Road

Falcon Road

Blue Boar

Committed

Drg no:

APPENDIX D.6

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Saturn Background Distributions v1.xlsx]

Wroxham Road

Full extension:

Wroxham Road

Drawing title:

Reepham Road

0% 0%

Fifters Lane

Salhouse NO NDR AM

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

0% 1%

St Faith's Road

2% 3%

0% 0%

Job Title:

Client:

Church St

The

Spixworth Road

A1042

NORWICH

BEYOND GREEN

5% 1%

George Hill

White Woman

NTS IG IG

Scale:

Drawn by:

6% 0%

1% 2%

North Walsham

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

1% 0%

1% 1%

1% 4%

0% 6% 1%

0% 1%

4% 0%

Salhouse Road

Falcon Road

Blue Boar

Committed

Drg no:

APPENDIX D.6

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Saturn Background Distributions v1.xlsx]

Wroxham Road

Full extension:

Wroxham Road

Drawing title:

Reepham Road

0% 0%

Fifters Lane

Salhouse NO NDR PM

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

0% 0%

St Faith's Road

1% 0%

0% 2%

Job Title:

Client:

Church St

The

Spixworth Road

A1042

NORWICH

BEYOND GREEN

1% 1%

George Hill

White Woman

NTS IG IG

Scale:

Drawn by:

2% 0%

1% 1%

North Walsham

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

4% 2%

2% 0%

0% 0%

2% 6%

0% 1% 0%

2% 2%

11%

Salhouse Road

Falcon Road

Blue Boar

Committed

Drg no:

APPENDIX D.6

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Saturn Background Distributions v1.xlsx]

Wroxham Road

Full extension:

Wroxham Road

Drawing title:

Reepham Road

0% 0%

Fifters Lane

Rackheath NDR AM

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

0% 1%

St Faith's Road

1% 1%

1% 0%

Job Title:

Client:

Church St

The

Spixworth Road

A1042

NORWICH

BEYOND GREEN

2% 0%

George Hill

White Woman

NTS IG IG

Scale:

Drawn by:

North Walsham

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

1% 0%

0% 0%

Salhouse Road

Falcon Road

Blue Boar

Committed

Drg no:

APPENDIX D.6

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Saturn Background Distributions v1.xlsx]

Wroxham Road

Full extension:

10%

Wroxham Road

Drawing title:

Reepham Road

0% 0%

Fifters Lane

Rackheath NDR PM

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

St Faith's Road

Job Title:

Client:

Church St

The

Spixworth Road

A1042

NORWICH

BEYOND GREEN

George Hill

White Woman

NTS IG IG

Scale: Designed by: Drawn by:

North Walsham

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

Salhouse Road

Falcon Road

Blue Boar

Committed

Drg no:

APPENDIX D.6

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Saturn Background Distributions v1.xlsx]

Wroxham Road

Full extension:

Wroxham Road

Drawing title:

Reepham Road

0% 0%

Fifters Lane

Blue Boar NDR AM

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

St Faith's Road

3% 1%

Job Title:

Client:

Church St

The

Spixworth Road

A1042

NORWICH

BEYOND GREEN

4% 1%

George Hill

White Woman

NTS IG IG

Scale: Designed by: Drawn by:

North Walsham

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

1% 0%

14%

10% 6% 15%

2% 0%

Salhouse Road

Falcon Road

Blue Boar

Committed

Drg no:

APPENDIX D.6

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Saturn Background Distributions v1.xlsx]

Wroxham Road

13%

15%

Full extension:

10%

Wroxham Road

Drawing title:

Reepham Road

0% 0%

Fifters Lane

Blue Boar NDR PM

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

St Faith's Road

Job Title:

Client:

Church St

The

Spixworth Road

A1042

NORWICH

BEYOND GREEN

1% 1%

George Hill

White Woman

NTS IG IG

Scale: Designed by: Drawn by:

North Walsham

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

11%

2% 2% 8%

Salhouse Road

Falcon Road

Blue Boar

Committed

Drg no:

APPENDIX D.6

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Saturn Background Distributions v1.xlsx]

Wroxham Road

11%

Full extension:

10%

11%

Wroxham Road

Drawing title:

Reepham Road

0% 0%

Brook Farm NDR AM

Cromer Road

Fifters Lane

Beechwoods

Lodge Lane / Repton Ave

St Faith's Road

2% 2%

Job Title:

Client:

Church St

The

Spixworth Road

A1042

NORWICH

BEYOND GREEN

4% 1%

George Hill

White Woman

NTS IG IG

Scale: Designed by: Drawn by:

North Walsham

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

5% 2%

Salhouse Road

Falcon Road

Blue Boar

Committed

Drg no:

APPENDIX D.6

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Saturn Background Distributions v1.xlsx]

Full extension:

Wroxham Road

Drawing title:

Reepham Road

0% 0%

Brook Farm NDR PM

Cromer Road

Fifters Lane

Beechwoods

Lodge Lane / Repton Ave

St Faith's Road

Job Title:

Client:

Church St

The

Spixworth Road

A1042

NORWICH

BEYOND GREEN

George Hill

White Woman

NTS IG IG

Scale: Designed by: Drawn by:

North Walsham

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

1% 1%

Salhouse Road

Falcon Road

Blue Boar

Committed

Drg no:

APPENDIX D.6

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Saturn Background Distributions v1.xlsx]

Full extension:

Wroxham Road

Drawing title:

Reepham Road

0% 0%

Salhouse NDR AM

Cromer Road

Fifters Lane

Beechwoods

Lodge Lane / Repton Ave

St Faith's Road

3% 1%

Job Title:

Client:

Church St

The

Spixworth Road

A1042

NORWICH

BEYOND GREEN

4% 1%

George Hill

White Woman

NTS IG IG

Scale: Designed by: Drawn by:

North Walsham

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

4% 5% 2%

Salhouse Road

Falcon Road

Blue Boar

Committed

Drg no:

APPENDIX D.6

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Saturn Background Distributions v1.xlsx]

5% 4%

Wroxham Road

Full extension:

Wroxham Road

Drawing title:

Reepham Road

0% 0%

Salhouse NDR PM

Cromer Road

Fifters Lane

Beechwoods

Lodge Lane / Repton Ave

St Faith's Road

Job Title:

Client:

Church St

The

Spixworth Road

A1042

NORWICH

BEYOND GREEN

George Hill

White Woman

NTS IG IG

Scale: Designed by: Drawn by:

1% 1%

0% 1%

North Walsham

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

12%

Salhouse Road

Falcon Road

Blue Boar

Committed

Drg no:

APPENDIX D.6

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Saturn Background Distributions v1.xlsx]

1% 2%

Wroxham Road

Full extension:

Wroxham Road

North Sprowston and Old Catton APPENDICES Appendix D.7: Lodge Farm Household Survey

NSOC TA APPENDICES 161012 SKM Colin Buchanan

North-east Norwich Sustainable Movement Strategy Baseline Residential Travel Survey Results Project Number VN185892.01 | April 2012

Norwich Baseline Residential Travel Surveys

North-east Norwich Sustainable Movement Strategy

Document Title:

Baseline Residential Travel Surveys

Version:

Final

Date:

16 April 2012

Prepared by:

Margo Hemphill

Approved by:

David Paddon

Sinclair Knight Merz New City Court 20 St Thomas Street London SE1 9RS Tel: Fax: Web:

+44 (0)939 6100 +44 (0)939 6103 www.skmcolinbuchanan.com

COPYRIGHT: The concepts and information contained in this document are the property of Sinclair Knight Merz (Europe) 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 (Europe) Ltdâ&#x20AC;&#x2122;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.

SKM Colin Buchanan

PAGE i

Norwich Baseline Residential Travel Surveys

Document history and status Revision

Date issued

Reviewed by

Approved by

Date approved

20/04/2012

11/10/2012

08/10/2012

Revision type

Distribution of copies Revision

Copy no

Quantity

1 digital

Issued to Client

Client

Printed:

12 October 2012

Last saved:

2 May 2012 04:43 PM

File name:

Norwich Residential Baseline Survey Results.docx

Author:

Margo Hemphill

Project manager:

David Paddon

Name of organisation:

Name of Organisation

Name of project:

North-east Norwich Sustainable Movement Strategy

Name of document:

Baseline Residential Travel Surveys

Document version:

Final

Project number:

VN18592.01

SKM Colin Buchanan

PAGE ii

Norwich Baseline Residential Travel Surveys

Contents 1

Household travel survey .............................................................................................................................................. 1

1.1

Introduction ..................................................................................................................................................................... 1

1.2

Methodology ................................................................................................................................................................... 1

1.3

Response rate ................................................................................................................................................................ 1

1.4

Demographics ................................................................................................................................................................ 2

1.5

Households..................................................................................................................................................................... 2

1.6

Employment.................................................................................................................................................................... 3

1.7

Car ownership ................................................................................................................................................................ 5

1.8

Bicycle ownership ........................................................................................................................................................... 6

1.9

Trip generation for the development............................................................................................................................... 6

1.10

Travel modes .................................................................................................................................................................. 8

1.11

Journey purpose ........................................................................................................................................................... 11

1.12

Trip length..................................................................................................................................................................... 12

1.13

Visitor arrival modes ..................................................................................................................................................... 13

1.14

Measures for reducing car use ..................................................................................................................................... 14

Table 1.1. Gender of respondents ................................................................................................................................................. 2 Table 1.2. Resident length of residency........................................................................................................................................ 2 Table 1.3. Property tenure status .................................................................................................................................................. 3 Table 1.4. Number of bedrooms .................................................................................................................................................... 3 Table 1.5. Employment status........................................................................................................................................................ 4 Table 1.6. Work from home ............................................................................................................................................................ 4 Table 1.7. Current driving license.................................................................................................................................................. 5 Table 1.8. Vehicles owned per household .................................................................................................................................... 5 Table 1.9. Parking location of vehicles ......................................................................................................................................... 6 Table 1.10. Residents with bicycles .............................................................................................................................................. 6 Table 1.11. Trips to/from the development ................................................................................................................................... 7 Table 1.12. Number of trips per resident ...................................................................................................................................... 7 Figure 1.1. Trips to and from the site per hour ............................................................................................................................ 8 Figure 1.2. Modal split for resident trips ....................................................................................................................................... 9 Figure 1.3. Modal split for resident trips: 08:00 to 09:00 ........................................................................................................... 10 Figure 1.4. Modal split for resident trips: 17:00 to 18:00 ........................................................................................................... 10 Figure 1.5. Journey purposes ...................................................................................................................................................... 11 Figure 1.6. Main mode by journey purpose ................................................................................................................................ 12 Figure 1.7. Approximate trip length............................................................................................................................................. 12 Figure 1.8. Main mode per journey distance .............................................................................................................................. 13 Figure 1.9. Visitor arrival mode.................................................................................................................................................... 14 Table 1.13. Travel information received ...................................................................................................................................... 14 Figure 1.10. Support for incentives to encourage use of non-car modes ............................................................................... 15

SKM Colin Buchanan

PAGE iii

Norwich Baseline Residential Travel Surveys

Household travel survey

1.1

Introduction

1.1.1

This report details the results of the household travel survey undertaken in the neighbourhood along, or off of, Lord Nelson Drive and Bawburgh Lane in Norwich. The household travel th survey took place on Thursday, 8 March 2012.

1.2

Methodology

1.2.1

The survey consisted of a Household Information Form, to be completed at a rate of one per household, and a Personal Travel Diary to be filled out by each household member.

1.2.2

The Household Information Form gathers information on the structure of the household, its socio-economic background, basic information relating to car and bicycle ownership and some attitudinal questions. The Personal Travel Diary is an activity-based diary asking residents to record all trips to and from the site over a 24 hour period.

1.2.3

To promote the survey, the process included: •

A pre-notification letter

•

Posting of the survey paperwork with a covering letter

•

Motivation/reminder card the day after the survey

1.2.4

All materials were delivered by hand. The survey paperwork included a freepost envelope for returning completed surveys. A prize draw of one £250 and five £50 Marks & Spencer nd vouchers was included as an incentive, with all responses received by the 22 March included nd in the draw. The prize draw was completed on Monday, 2 April 2012.

1.3

Response rate

1.3.1

A required response rate was not set for this survey. The incentive was included to maximise the response rate in the hope of gathering a representative sample.

1.3.2

Survey materials were delivered to approximately 355 homes that all gain access by car from Lord Nelson Drive or Bawburgh Lane. All of these homes were assumed to be occupied.

1.3.3

A total of 90 survey forms were returned, giving a response rate of 25%. For a population size of 355, this provides a confidence level of 95%, with a confidence interval of approximately plus/minus 9% (based on the overall assumption of 50% of trips are made by car).

1.3.4

The confidence interval provides a measure of how closely the sample mirrors the results if information was gathered for the entire population (in this case if every home had responded). A confidence interval of 9% with a confidence level of 95% indicates that there is a 95% chance that the mode shares within the sample are accurate within 9% of what the mode shares are for the entire population. Considering the nature of this site, this is considered an acceptable response rate for a robust analysis.

SKM Colin Buchanan

PAGE 1

Norwich Baseline Residential Travel Surveys

1.4

Demographics

1.4.1

Completed household information forms were returned from 90 homes. These forms indicated that there were 204 total residents within these homes, with the largest households containing 5 people.

1.4.2

The gender of survey respondents is shown in Table 1.1. Table 1.1. Gender of respondents Gender

Frequency of

Percentage of

response

responses

Female

107

52.5%

Male

47.5%

Unspecified

Total

204

1.4.3

These results indicate that there should not be a gender bias in the survey results.

1.5

Households

1.5.1

The length of residency of respondents is shown in Table 1.2. Table 1.2. Resident length of residency Length of residency

Frequency of

Percentage of

response

responses

0-12 months

25.5%

1-2 years

23.5%

2-3 years

13.7%

3-4 years

21.1%

4-5 years

4.4%

Over 5 years

11.8%

Total

1.5.2

The results imply a mixture of tenure length amongst respondents, perhaps reflective of the different age of properties within the study area. Over a quarter of respondents have lived in their home for less than a year, and only 16% have lived in their home for 4 years or more.

1.5.3

The tenure status per property is shown in Table 1.3.

SKM Colin Buchanan

PAGE 2

Norwich Baseline Residential Travel Surveys

Table 1.3. Property tenure status Tenure status

Frequency of

Percentage of

response

responses

Privately owned

73.3%

Privately owned key worker residence

1.1%

Privately rented

7.8%

Rented from local authority/ council

11.1%

Shared ownership

5.6%

Other: Housing Association

1.1%

Total

1.5.4

The results show that the majority of residents live in privately owned homes, with just over 10% renting from the local authority.

1.5.5

All but two of the homes were classed as a house or bungalow, equating to 98% of responses. The remaining two homes were classed as â&#x20AC;&#x2DC;flat/ apartment/ maisonetteâ&#x20AC;&#x2122;. The property type is often a key indicator when determining the forecasted trip rate for new residential developments, with houses expected to result in a higher trip rate than flats.

1.5.6

The number of bedrooms per property is shown in Table 1.4. Table 1.4. Number of bedrooms Number of bedrooms

Frequency of

Percentage of

response

responses

None (studio)

20.0%

48.9%

4 or more

31.1%

Total

1.5.7

The properties range in size from 2 to 4 or more bedrooms, with the greatest number (49%) having 3 bedrooms.

1.6

Employment

1.6.1

The employment status of residents is shown in Table 1.5.

SKM Colin Buchanan

PAGE 3

Norwich Baseline Residential Travel Surveys

Table 1.5. Employment status Employment status

Frequency of

Percentage of

response

responses

Working full time

46.6%

Working part time

11.3%

Full time student

13.2%

Part time student

0.5%

Not working

14.2%

Retired

13.7%

Unspecified

0.5%

Total

204

1.6.2

Of the 204 residents, 95 (47%) reported that they are in full-time employment, with a further 23 (115) working part time and 27 (13%) in full-time education. These are all indicative of trips being made to and from the development during peak hours, particularly in the morning peak.

1.6.3

This equates to employment rate of 80.3% for people who are not retired or in education.

1.6.4

Residents were subsequently asked if any of them work from home, and if so, how frequently. Responses are shown in Table 1.6. Table 1.6. Work from home Frequency of home working

1.6.5

Frequency of

Percentage of

response

responses

Regularly

5.9%

Sometimes

2.9%

Occasionally

7.8%

Never

44.1%

Not applicable

27.9%

Unspecified

11.3%

Total

204

In total, 17% of residents stated that they work from home, either regularly, some of the time, or occasionally. This equates to 29% of those that are currently in employment, on either a full time or a part time basis.

SKM Colin Buchanan

PAGE 4

Norwich Baseline Residential Travel Surveys

1.6.6

The responses indicate that home working remains relatively uncommon amongst residents, implying that it is unlikely that home working had much, if any, impact on the trip rate on the survey day.

1.7

Car ownership

1.7.1

The number of residents holding current driving licenses is shown in Table 1.7. Table 1.7. Current driving license Residents holding current driving license

Frequency of

Percentage of

response

responses

Yes

152

74.5%

21.6%

Unspecified

3.9%

Total

204

1.7.2

The majority of residents hold a current driving license. There are only 4 households where no one holds a current driving license.

1.7.3

The number of vehicles owned per household is shown in Table 1.8. Table 1.8. Vehicles owned per household Number of vehicles owned

Frequency of

Percentage of

response

responses

None

4.4%

1 vehicle

41.1%

2 vehicles

44.4%

3 vehicles

7.8%

4 or more vehicles

2.2%

Total

1.7.4

The greatest number of households have 2 vehicles (44%) followed closely by households owning 1 vehicle (41%). Only 4 households reported owning no vehicles, which equates to the number of households where no one holds a current driving license. 10% of households own 3 or more vehicles.

1.7.5

Overall, car ownership levels are relatively high, with 146 vehicles owned by 90 households. This is equivalent to an average of 1.66 cars per household.

SKM Colin Buchanan

PAGE 5

Norwich Baseline Residential Travel Surveys

1.7.6

The parking location of vehicles owned by household members while at the property is shown in Table 1.9. Table 1.9. Parking location of vehicles Parking location

Frequency of

Percentage of

response

responses

On private land

122

83.6%

On street (with permit)

1.4%

On street (no permit)

14.4%

Unspecified

0.7%

Total

146

1.7.7

The majority of residents park their vehicles on private land, indicating that most homes have ample off-street parking. Overall, the results indicate that there are no capacity issues in regard to car parking within the survey area.

1.8

Bicycle ownership

1.8.1

The number of residents with bicycles is shown in Table 1.10. Table 1.10. Residents with bicycles Currently own bicycle

Frequency of

Percentage of

response

responses

Yes

102

50.0%

45.6%

Unspecified

4.4%

Total

204

1.8.2

Half of residents reported that they currently own a bicycle, which shows a good level of bicycle access amongst respondents.

1.9

Trip generation for the development

1.9.1

The total number of trips recorded to and from the development is shown in Table 1.11. The number of trips recorded by each resident is shown in the table below; along with the total number of visitor trips (each visitor was assumed to travel to and from the development). A total of 189 travel diaries were returned for the 204 residents.

SKM Colin Buchanan

PAGE 6

Norwich Baseline Residential Travel Surveys

Table 1.11. Trips to/from the development Number of trips

Resident trips

Visitor trips

To the development

225

From the development

235

Total

460

Total number of trips

548

1.9.2

A slightly higher number of trips were recorded as being from the development than to the development, which is commonly seen in this type of survey. The inconsistency may be recording error, or simply reflect that some residents started the day at their home but ended the day elsewhere.

1.9.3

Overall, the figures indicate that each household produced an average of 6 trips.

1.9.4

The number of trips recorded by each resident within the personal travel diaries is shown in Table 1.12. Table 1.12. Number of trips per resident Number of trips

1.9.5

Frequency of

Percentage of

response

responses

0 (No journeys on this day)

5.0%

3.9%

116

64.4%

1.1%

18.3%

0.6%

6 or more

6.1%

7 or more

0.6%

Total

180

The greatest number of residents undertook two journeys on the survey day, equating to 232 trips to and from the development. Only a small proportion of residents did not travel on the survey day. Fewer than 6% undertook an odd number of trips, equating to 10 individuals, which accounts for the difference in number between trips to and from the development.

SKM Colin Buchanan

PAGE 7

Norwich Baseline Residential Travel Surveys

1.9.6

The number of trips to and from the development per house is shown in Figure 1.1. This includes trips to and from the development by residents only (times for visitor trips were not collected). Figure 1.1. Trips to and from the site per hour 70 60

Number of trips

50 40 Trips from the site Trips to the site

30 20 10 0

Time of day

1.9.7

The peak hour for trips from the site was 08:00 to 09:00, with 65 trips. The peak hour for trips to the site was 17:00 to 18:00, with 35 trips. The overall peak hour for resident trips was 08:00 to 09:00, with a total of 70 trips.

1.10

Travel modes

1.10.1

The modal split for resident trips to and from the development is shown in Figure 1.2. The modal split has been calculated using the main modes for trips as denoted by residents within their personal travel diaries.

SKM Colin Buchanan

PAGE 8

Norwich Baseline Residential Travel Surveys

Figure 1.2. Modal split for resident trips Taxi, 0% Motorcycle/ scooter, 1% Car as passenger, 11%

Other, 3%

Walk, 5% Cycle, 1% Bus, 8%

Car driver (with passengers), 24%

Car driver (alone), 47%

1.10.2

The modal split shows that a large proportion of trips were undertaken by car, with 47% driving a car alone and a further 35% car sharing, as either passenger or driver. 6% of trips were undertaken by active modes, with 5% walking and 1% cycling. 8% of trips were undertaken by bus.

1.10.3

The modal split for resident trips in the morning and afternoon peaks are shown in Figure 1.3 and Figure 1.4. The morning peak was taken to be 08:00 to 09:00 and the afternoon peak from 17:00 to 18:00. The morning peak includes a total of 70 trips and the afternoon peak a total of 40 trips.

SKM Colin Buchanan

PAGE 9

Norwich Baseline Residential Travel Surveys

Figure 1.3. Modal split for resident trips: 08:00 to 09:00

Taxi, 1%

Other, 1%

Motorcycle/ scooter, 0% Car as passenger, 17%

Walk, 9% Cycle, 2% Bus, 7%

Car driver (with passengers), 20%

Car driver (alone), 43%

Figure 1.4. Modal split for resident trips: 17:00 to 18:00 Taxi, 0% Other, 3% Walk, 2% Motorcycle/ scooter, 3% Cycle, 5% Car as passenger, 7% Bus, 10% Car driver (with passengers), 15%

Car driver (alone), 55%

1.10.4

The peak hour modal splits generally reflect the overall modal split. The morning peak includes a larger proportion of walking trips than both the afternoon peak and the overall modal split, likely indicative of the school run.

SKM Colin Buchanan

PAGE 10

Norwich Baseline Residential Travel Surveys

1.11

Journey purpose

1.11.1

The journey purpose was provided for 460 journeys, with the total number of responses per category shown in Figure 1.5. Figure 1.5. Journey purposes Other

Journey purpose

Pick up/ drop off children/ caringâ&#x20AC;Ś Personal business Shopping Leisure/ social Education Work Home 0

100

150

200

250

Count

1.11.2

The greatest number of trips were return journeys with going home as the journey purpose. The second most popular journey purpose was travelling to work, with just over 100 trips. Leisure/ social accounted for just fewer than 50 trips, with shopping and picking up/ dropping off children / caring responsibilities accounting for around 30 trips each.

1.11.3

The main mode per journey purpose is shown in Figure 1.6.

SKM Colin Buchanan

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Norwich Baseline Residential Travel Surveys

Figure 1.6. Main mode by journey purpose 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0%

Taxi Other Motorcycle/ scooter Car as passenger Car driver (with passengers) Car driver (alone) Bus Cycle Walk

1.11.4

Work journeys were undertaken most frequently by car drivers with no passengers (70%), while education trips were the most likely to be undertaken by active modes (30%).

1.12

Trip length

1.12.1

The estimated lengths of trips undertaken by residents are shown in Figure 1.7. Figure 1.7. Approximate trip length 160 140 120 Count

100 80 60 40 20 0 0-1 mile

1-2 miles

2-5 miles

5-10 miles

more than 10 miles

Approximate journey distance

SKM Colin Buchanan

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Norwich Baseline Residential Travel Surveys

1.12.2

Most trips undertaken by residents were less than 5 miles in length, indicating that most residents travel within the local area. It should also be noted that while there are 42 trips recorded of less than one mile in length, only 24 trips were undertaken on foot.

1.12.3

The main mode per approximate journey distance is shown in Figure 1.8. Figure 1.8. Main mode per journey distance 100% 90% 80%

Taxi

70%

Other

60%

Motorcycle/ scooter

50%

Car as passenger

40%

Car driver (with passengers)

30%

Car driver (alone)

20%

Bus

10%

Cycle

Walk 0-1 mile 1-2 miles 2-5 miles

5-10 miles

More than 10 miles

1.12.4

The results show that the car accounts for the majority of trips over all distances, including journeys of less than one mile.

1.13

Visitor arrival modes

1.13.1

The modal spit for recorded visitor trips is shown in Figure 1.9. The modal split includes data from 44 total trips.

SKM Colin Buchanan

PAGE 13

Norwich Baseline Residential Travel Surveys

Figure 1.9. Visitor arrival mode

On foot, 12%

Lorry, 2% Van, 9%

Cycle, 5% Car passenger, 2%

Car driver (with passengers), 18%

Car driver (alone), 52%

1.13.2

The modal split for visitors also reflects a high reliance on the car, with 72% of trips undertaken by car, either alone or with passengers. In addition, 9% of trips were by van and 2% by lorry (1 trip). Active modes accounted for 17% of trips, with 12% on foot and 5% by cycle.

1.14

Measures for reducing car use

1.14.1

All households were asked if they have received any local travel information since they had moved in to their current property. Responses are shown in Table 1.13. Table 1.13. Travel information received Information received

1.14.2

Frequency of

Percentage of

response

responses

Yes

15.6%

73.3%

Donâ&#x20AC;&#x2122;t know

11.1%

Total

Over 70% of households reported that they had not received travel information, with only 16% stating that they had. This indicates that there is considerable scope for raising awareness of alternate modes through distribution of travel awareness materials.

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PAGE 14

Norwich Baseline Residential Travel Surveys

1.14.3

All households were also asked which incentives would help and/or encourage them to travel less by car. Responses are shown in Figure 1.10. It should be noted that residents were allowed to choose multiple options. Figure 1.10. Support for incentives to encourage use of non-car modes Free adult cycle training sessions Free cycle training sessions for children Somewhere secure to keep a bike at home Secure cycle racks at more destinations A 'Dr Bike' visit to check your bike Discounts at local cycle/ walking outlets Bike maintenance training Safer cycling routes Free led cycle rides "Cycle to Work Scheme" (interest-free… Walking and cycling route information Public transport information (tickets &… Free personalised travel advice Simplified public transport tickets Discounts on public transport tickets Access to a Bus Rapid Transit service More frequent bus services Interest-free season ticket loan scheme Help finding car share partners Access to a car club (pay-as-you-go-car) Rewards for travelling by sustainable… None of the above Other (please specify) 0

Count

1.14.4

The greatest support amongst residents was for discount on public transport tickets, with 48 households selecting this option. Safer cycling routes was the second most popular measure, with 33 responses. Other popular responses were provision of information on public transport, rewards for travelling by sustainable modes and more frequent bus services. 20 households selected ‘none of the above’, 19 of which only selected this option, equating to 21% of responding households.

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Norwich Baseline Residential Travel Surveys

1.14.5

The responses indicate scope primarily for increasing the use of public transport and for cycling.

SKM Colin Buchanan

PAGE 16

North Sprowston and Old Catton APPENDICES Appendix D.8: Residential Trip Rate Comparison Technical Note

NSOC TA APPENDICES 161012 SKM Colin Buchanan

Technical Note

Date

2 May 2012

Project No

VN18952

Subject

Residential Vehicle Trip Rate Comparison

Introduction

This note compares the various residential trip rates for Norwich in order to determine an appropriate residential trip rate, which is representative of the development proposals. A total of 7 sources have been used to compare vehicle residential trip rates. These comprise of: A. B. C. D. E.

Lodge Farm Manual counts. Lodge Farm ATC Counts. Lodge Farm household surveys. The Cambridge, NIAB Report, Huntingdon Road. The Norwich Area Transport Study (NATS) Model Update trip rates, September 2011. F. Rackheath G. The TRICS Database.

All trip rates displayed within this note are trip rates per dwelling.

Lodge Farm Manual and ATC Counts

The Lodge Farm development was selected as a good representational area to the proposed development. Lodge Farm is located within Norwich, approximately 5km north-west of the City centre. Only residential land uses are present on site. The development is still in construction, with 355 dwellings out of the proposed 600 inhabited. 2.1

Lodge Farm Manual Survey Results

A manual traffic survey was initiated on Thursday 8th March 2012. The manual survey data identified all vehicle activity in and out of the Lodge Farm site between 0630-0930 in the morning and 1230 to 1530 during the afternoon. The manual survey also distinguished between which vehicles were accessing the site for construction purposes and which vehicles represented the ‘normal’ (nonconstruction) operation of the site. The manual traffic survey identified the AM peak hour to be between 08:00 - 9:00, and the PM peak hour to be between 17:30 – 18:30. Table 1 distinguishes between construction and ‘normal’ traffic generated and attracted by the site during the peak hours.

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Residential Vehicle Trip Rate Comparison, Norwich 24 April 2012

Table 1: Peak hour observed normal and construction vehicle trips generated by the site.

Source In ‘Normal Vehicles’ Construction Vehicles Total Vehicles % Construction Vehicles

AM Peak (0800-0900) Out 74 165 8 13 82 178 11% 8%

PM Peak (1730-1830) Out 135 79 4 3 139 82 3% 4%

Table 2 displays the vehicle trip rates resulting from the manual survey. Only ‘normal’ vehicles have been used to calculate these trip rates.

Table 2: Manual Survey Residential Vehicle Trip Rates, Lodge Farm, Thursday th 8 March 2012.

AM Peak (0800-0900) Out 0.21 0.46

PM Peak (1730-1830) Out 0.38 0.22

Appendix A displays the raw manual survey data and calculation sheets. 2.2

Lodge Farm ATC Survey Results

Automatic Traffic Counters (ATCs) were placed at both access to the site between Thursday 8th March and Wednesday 14th March 2012. The ATCs recorded all vehicles accessing the Lodge Farm Development, 24 hours a day during the survey. Average 5 day weekday (Mon-Fri) traffic flows were calculated for both inbound and outbound movements from the site. After combining the results from both accesses, the observed construction traffic identified within the manual surveys, was removed from the average 5 day peak hour ATC traffic flows to obtain residential traffic flows only. The ATCs identified the 5 day average peak hour traffic flows to be between 0800-0900 in the morning and from 1700-1800 in the afternoon. Figure 1 displays the weekday average traffic flow profile at the site (including construction traffic).

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Residential Vehicle Trip Rate Comparison, Norwich 24 April 2012

Figure 1: Average Weekday Traffic Flow Profile at Lodge Farm.

Average Weekday Traffic Flow Profile, Lodge Farm 200 180 160

Vehicle Flows

140 120 100 Inbound Traffic

Outbound Traffic 60 40 20

2300

2200

2100

2000

1900

1800

1700

1600

1500

1400

1300

1200

1100

1000

0900

0800

0700

0600

0500

0400

0300

0200

0100

0000

Time Period

Figure 1 shows that a 5 day average total of 1311 inbound and 1286 outbound vehicle trips were recorded at the Lodge Farm site. Inbound vehicle trips accounted for 6.1% of the average weekday traffic profile during the AM peak and 10.8% during the PM peak. Outbound vehicle trips accounted for 14.7% of the average weekday traffic profile during the AM peak and 5.4% during the PM peak. Table 3 below distinguishes between construction and ‘normal’ traffic generated and attracted by the site during the peak hours.

Table 3: Peak hour total ATC vehicle trips for the whole site.

Source Total Vehicles (Ave 5 day) % Construction Vehicles Number of Construction Vehicles ‘Normal Vehicles’

AM Peak (0800-0900) In Out 78 189 11% 8% 8 15 70 174

PM Peak (1730-1830) In Out 141 69 4% 2% 5 2 136 67

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Residential Vehicle Trip Rate Comparison, Norwich 24 April 2012

Table 4 displays the â&#x20AC;&#x2DC;normalâ&#x20AC;&#x2122; vehicle trip rates resulting from the survey.

Table 4: ATC Average 5 Day Residential Vehicle Trip Rates, Lodge Farm

AM Peak (0800-0900) Out 0.20

0.49

PM Peak (1700-1800) Out 0.38

0.19

Appendix B displays the raw ATC survey data and calculation sheets.

Lodge Farm Household Surveys

The household resident travel questionnaire survey was also conducted on Thursday 8th March 2012. The travel survey was posted to all 355 occupied homes within the Lodge Farm development. A total of 90 homes returned the survey results. This level of feedback constitutes a 95% confidence interval for the results. The questionnaire survey results identified the peak hours to be between 08000900 in the morning and from 1700-1800 in the afternoon. Although the questionnaire did identify daily visitor trips by mode, it did not distinguish between visitor arrival and departure time. The household survey identified that 31 car driver trips (including car driver with passenger trips) occurred throughout the day, based on the 90 households which responded. As visitor trips tend to occur outside of the peak hours, the daily ATC traffic profile has been used to assess the likely peak hour vehicle trips associated with visitors. It was felt that the inbound average weekday profile for Lodge Farm gave the more accurate reflection of visitor trips, as the majority of peak hour visitor trips would be inbound trips during the afternoon. Figure 1 displays the ATC weekday average traffic flow profile. The figure shows that inbound AM peak hour vehicle trips account for 6.1% of the weekday average profile and that inbound PM peak hour vehicle trips account for 10.8% of the weekday average profile. Therefore, based on 31 visitor car drivers, the 90 dwellings produce an assumed 2 AM peak hour visitor driver trips in and 2 out. During the PM peak hour, this equates to 3 visitor driver trip in and 3 out. Table 5 displays the residential and assumed visitor vehicle trips as vehicle trip rates during the AM and PM peak hours.

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Residential Vehicle Trip Rate Comparison, Norwich 24 April 2012

Table 5: Vehicle Trip Rates from Household Survey Questionnaire

Mode

AM Peak (0800-0900) In Out 2-way

Residential Trip Rates (not inc visitors) Visitor Trip Rates Total Residential Trip Rates

PM Peak (1700-1800) In Out 2-way

0.056

0.489

0.544

0.378

0.033

0.411

0.02 0.076

0.02 0.509

0.04 0.584

0.03 0.408

0.03 0.063

0.06 0.471

Appendix C displays the household survey data and calculation sheets.

Cambridge NIAB Report.

SKM Colin Buchanan conducted a similar survey to the Lodge Farm survey within the Woodland Drive area of Cambridge. The Cambridge survey also comprised of residential travel diaries, backed up with ATC counts. The surveys were conducted in November 2010. As with the Lodge Farm survey, the surveyed area only contained residential land uses. The AM and PM peak hours were determined as 0800-0900 during the morning and 1700-1800 during the afternoon. Two representative sets of trip rates were generated by the study; trip rates generated by the travel diaries and trip rates generated by the representative ATC counts. A total of 103 travel diaries were received back from the 621 occupied homes within the study area. The Cambridge NIAB report did not identify the resultant in and out movements during both the AM and PM peak from the travel diaries. Instead, only the resultant total AM and PM 2-way trip rates were obtained from the travel diaries. Table 6 displays both the resultant ATC and travel diary residential vehicle trip rates generated by the comparative site.

Table 6: Woodland Drive (Cambridge) Residential Vehicle Trip Rates.

Source

AM Peak (0800-0900) PM Peak (1700-1800) In Out 2-way In Out 2-way Travel Diary Vehicle Trip 0.25 0.18 Rates unknown unknown unknown unknown ATC Trip Rates* 0.04 0.19 0.23 0.19 0.08 0.27 *ATC trip rates have been calculated by dividing the car trips generated by the study area with the 621 occupied dwellings. Appendix D displays the extract from the Cambridge NIAB report.

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Residential Vehicle Trip Rate Comparison, Norwich 24 April 2012

NATS Model Update, September 2011.

The ‘NATS Model Update for Norwich Northern Distributor Road Development Pool Bid, Volume 1 – Main Report for Traffic Forecasting Report’ has been used to identify the selected residential trip rates used to generate traffic forecasting for the NNDR. The residential trip rates used in the report were generated from the TRICS database. Only sites with mixed private and non private housing were selected. Furthermore, all selected sites provided multi-modal trip rates. The date selection criteria ranged from between 1999 and 2007. A total of 19 sites were chosen. However, 14 of these selected sites contained survey information which was collected prior to 2006. Out of the 19 selected sites, two sites were located in Scotland (Aberdeen and Falkirk) and one was located in Wales (Wrexham). Only four of the sites were located within the south east of England. None of the selected sites contained a travel plan. Furthermore, the residential vehicle trip data displayed within the NATS Model Update Report (Sept 2011) did not match the vehicle trip rate data contained within the corresponding Appendix F to the same report. Therefore, Table 7 distinguishes between these two sets of data.

Table 7: NATS Model Vehicle Residential Trip Rates

Range

AM Peak (0800-0900) In Out

Published Vehicle Trip Rates (Cars + HGVs+Buses+LGVs) Corresponding Trip Rates contained within the same Appendix

PM Peak (1700-1800) In Out

0.118

0.226

0.230

0.136

0.115

0.258

0.262

0.155

Appendix E displays extracts from the NATS report and associated appendicies.

Rackheath

This section summarises the methodology used in calculating the residential trip rates and modal split targets for the Rackheath development. The calculations for this methodology have been obtained from the ‘Rackheath Low Carbon Development Framework Travel Plan, Sept 2010’, by Clarkbond. Although the Framework Travel Plan does not specify which TRICS sites were selected for residential analysis, it does specify that the average car occupancy for East Anglia is 1.4 persons, as identified within the TRICS database. SINCLAIR KNIGHT MERZ The SKM logo trade mark is a registered trade mark of Sinclair Knight Merz Pty Ltd. PAGE 6

Residential Vehicle Trip Rate Comparison, Norwich 24 April 2012

The selected TRICS database identifies that 38% of travellers travel as a car or van driver. Of this, 24.7% of all trips are single occupancy cars. The National Planning Policy Statement on Eco Towns highlights that 50% of trips originating from Eco-Towns should be made by non-car means, with a potential for 60% non-car mode share to be achieved. The Rackheath scheme focuses on achieving a reduction in the use of single occupancy vehicles by 50%. The baseline and target modal share for trips originating within Rackheath is displayed below in Table 8. The baseline has been obtained from the TRICS database multi modal surveys for the East Anglia area. The targets have been identified as being SMART.

Table 8: Rackheath Baseline Household Travel by Mode.

Mode

Baseline

Target

Walk

38%

Bicycle

10%

Public Transport

Passenger in a car or van

15%

18.3%

Driving a motorcycle, car or van

38%

25.7%

Total

100%

As shown in Table 8, the car and van driver target has reduced by 12.3% based on 24.7% of existing car trips being made by single occupancy vehicle.

There is no mention within the report of how this relates to actual trips. However, it does state that the development is for 5000 dwellings in total, including 870 existing. With a population of about 11,600.

TRICS Database

The TRICS database was interrogated to assess the most appropriate available residential sites, similar in location, accessibility and nature to the Norwich residential proposals. Only mixed private / non-private housing was selected. Furthermore only multi-modal surveys were chosen. Only sites which had SINCLAIR KNIGHT MERZ The SKM logo trade mark is a registered trade mark of Sinclair Knight Merz Pty Ltd. PAGE 7

Residential Vehicle Trip Rate Comparison, Norwich 24 April 2012

survey results from within the last 6 years (2006-2012) were selected. Sites located outside England were excluded from the search. Furthermore, sites within remote areas of England were excluded, as well as those which were within Greater London. TRICS revealed 8 suitable sites, all of which were located on the outskirts of a town or city. The range of public transport accessibility between the sites varied from good to very good. However, 2 of these sites were located within 1km of a rail station. Furthermore, a further 2 sites from the selection had possibly a lower level of public transport accessibility than the development proposals. Table 9 displays the key information for the selected sites.

Site Reference

Table 9: Selected TRICS Sites

Description

Area

Location

Bristol East Sussex

Suburban Neighbourhood Centre

6/10/06

ES-03-M-02

Block of Flats, Bristol Houses and Flats, Uckfield

27/06/11

HE-03-M-01*

Semi D/ Terraced, Hereford

Hereford

Suburban

1/03/06

Kent

Suburban

103

11/05/09

Reading

Edge of Town Neighbourhood Centre

3/11/06

342

10/02/10

BR-03-M-02*

KC-03-M-01 RE-03-M-01* SC-03-M-02

SC-03-M-03 SC-03-M-04*

Block of Flats, Ramsgate Block of Flats, Reading Houses and Flats, Frimley

Surrey

Dwellings

Houses and Flats, Redhill Surrey Edge of Town 500 Houses and Flats, Guildford Surrey Suburban 130 * Site selected as part of the four most representative sites.

Survey Date

8/09/11 13/10/11

Public Transport Accessibility (two-way) 26 buses within 400m per peak hour. 5 buses within 400m per peak hour. 10 buses within 400m per peak hour. A rail station is located approx 1.2km from the site. 15 buses within 400m per peak hour. A rail station is located within 1km of the site. 25 buses within 400m per peak hour. 4 buses within 400m per peak hour. 3 buses within 400m per peak hour. A rail station is located within 1km of the site. 8 buses within 400m per peak hour.

In addition to Table 9, sites SC-03-M-01, SC-03-M-03 and SC-03-M-04 contain travel plans. Therefore, Table 10 below displays the trip rates derived from TRICS for both the 8 sites and the 4 most representative sites.

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Residential Vehicle Trip Rate Comparison, Norwich 24 April 2012

Table 10: Residential Vehicle Trip Rates derived from TRICS.

AM Peak (0800-0900) In Out 8 Sites (Including sites with access to rail <1km and sites with lower levels of public transport accessibility) 4 Sites (high bus accessibility)

0.083 0.071

0.302 0.227

PM Peak (1700-1800) In Out

0.283 0.237

0.136 0.162

Appendix F displays the TRICS survey data and calculation sheets.

Comparison

This section compares the 6 sets of vehicle residential trip rate data available. Table 11 displays the comparison of residential vehicle trip rates.

Table 11: Comparison of Residential Vehicle Trip Rates AM Source Manual Surveys ATC Counts (normal vehicles). Household travel diaries

Lodge Farm

The Cambridge, NIAB Report, Huntingdon Road

The Norwich Area Transport Study (NATS) Model Update trip rates, September 2011

The TRICS Database

Travel diaries ATC Counts. Published Vehicle Trip Rates (Cars + HGVs+Buses+LGVs) Corresponding Trip Rates contained within the same Appendix 8 Sites (Including sites with access to rail <1km and sites with lower levels of public transport accessibility) 4 Sites (high bus accessibility)

Out 0.21 0.197

0.46 0.490

0.076

0.509

unknown

0.04

PM 2-way 0.67

Out

2-way

0.36 0.382

0.22 0.190

0.408

0.063

0.25

unknown

0.25

0.19

0.23

0.19

0.08

0.27

0.118

0.226

0.344

0.23

0.136

0.366

0.115

0.258

0.373

0.262

0.155

0.417

0.083

0.302

0.385

0.283

0.136

0.419

0.071

0.227

0.298

0.237

0.162

0.399

0.687 0.584

Evaluation

The residential vehicle trip rate comparison has identified a range of trip rates. SINCLAIR KNIGHT MERZ The SKM logo trade mark is a registered trade mark of Sinclair Knight Merz Pty Ltd. PAGE 9

0.58 0.572 0.471

Residential Vehicle Trip Rate Comparison, Norwich 24 April 2012

The Lodge Farm Manual and ATC trip rates reveal similar results. However, the household survey trip rates are lower than the traffic surveys in all instances, particularly during the AM in and PM out movements. This indicates that the household surveys may not have provided a realistic reflection of residents peak hour travel and that the traffic surveys, particularly the ATC (average 5 day) survey provide robust trip rates. However, the proposed site is planned to have 2 primary schools within walking distance of the majority of residential accommodation (with the potential of an additional secondary school after submission of the application). Therefore, the vehicle trips recorded as part of the ATC survey relating to education could excluded from the proposed vehicle trip rates, thus reducing the effective vehicle trip rate at Lodge Farm. The Cambridge NIAB ATC survey contains the lowest set of trip rates and is backed up with information from the household survey which is unknown. Although this site is representative in terms of location and accessibility, the lack of accurate information relating to the site is problematic. The residential trip rates selected for the NATS survey are somewhat outdated (14 site surveys used for the analysis were taken prior to 2006). In addition, only 4 of the selected sites were in the south east of England, indicating that the trip rates may be more representative of regions outside of the study area. As more recent data is now available on TRICS, it is felt that a revised TRICS analysis would be more accurate for the purposes of this study. Furthermore, the residential trip rates published within the NATS survey display no correlation between the sites selected and those displayed within the associated NATS Appendix. The revised TRICS analysis has produced trip rates which more recent that the NATS survey (between 2006 and 2011) and more reflective of sites which have good access to bus use. Although the proposed site is not located near a rail facility, it is expected to have high bus accessibility (around 12-20 two-way bus trips per peak hour, within 400m walk any given point). Therefore, the 4 sites selected within the TRICS analysis represent a good contrast between public transport accessibility at the proposed site and the site location. Based on the comparison between the trip rates, it has been determined that the recent TRICS data and the Lodge Farm trip rates generated by the ATC provide the most realistic representation of residential trip rates at the proposed development. However, the Lodge Farm site represents a type of development that is still very car dependent. We propose to evaluate the impact of more sustainable travel measures and land use planning on the trip rates for employment, education leisure and shopping to determine a suitable vehicle trip rate for the North Sprowston and Old Catton development.

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File Note

Date

10 June 2012

Project No

VN18592

Subject

Lodge Farm Trip Rate Reduction Analysis

Introduction

This note analyses the results of the Lodge Farm Household survey to determine what trips can be discounted/reduced in order to prepare appropriate residential trip rates for a mixed use sustainable development in North East Norwich. The household survey was made up of the following: 1) Each household was issued a questionnaire to complete. This compromised a travel diary for each member of a household to complete on a particular day (Travel Diary Date). 2) Automatic Traffic Counts for a week (inclusive of the Travel Diary Date) 3) Manual Traffic Count during the peak hours on the Travel Diary Date to determine the level of construction activity The Lodge Farm household survey was conducted on Thursday 8th March, 2012. A total of 90 Lodge Farm household surveys were returned from the 355 inhabited houses on site. The results of the Household Survey are attached in Appendix 1.

Methodology

Lodge Farm lies in a similar location on a key radial route into Norwich City Centre. However it is residential only development and no other land uses are location within the area surveyed. The majority of Lodge Farm has access to 9 buses per peak hour (18 two-way), within 400m walking distance of the site. This note analyses the journey purpose of the each trip, the location of the residential properties at the Lodge Farm development in relation to key employment, education, retail and leisure facilities. Furthermore, it compares the location of key land uses at Lodge Farm with those associated at the proposed development. Following this, an evaluation is made on the likely reduction in vehicle trip rates resulting from the improved land use accessibility associated with the proposed scheme. These reductions are based on locating educational, employment, retail, recreational and community within the development boundaries. These reductions are due to

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10 June 2011

either the fact that the trips are internalised, or that the trip can be comfortably made by an alternative sustainable mode. After determining this reduction, the percentage decrease was applied to the trip rates calculated from the ATC, but adjusted for the Construction traffic measured through the Manual Surveys. The resulting trip rates are then adjusted for personalised travel planning. The Household Survey showed that more than 70% of households reported that they had not received travel information, with only 16% stating that they had. This indicates that there is considerable scope for raising awareness of alternate modes through distribution of travel awareness materials. The proposed development is planned to be an exemplar sustainable development, and will be marketed as such. Every potential resident will be aware of the developmentâ&#x20AC;&#x2122;s sustainability ethos, and the proposed travel planning initiatives i.e. from day one, each resident will benefit from personalised travel planning. Department for Transport 2007 study, Making Personalised Travel Planning Work has reported that in the UK, PTP will reduce the number of car driver trips by 11% for the targeted population. This reduction is applied to the previously adjusted trip rates. To summarise, the trip rates are calculated from the ATCâ&#x20AC;&#x2122;s, then adjusted by removing the construction trips (calculated from the Manual Peak Hour Surveys), adjusted for the land use planning, and then reduced by 11%

Land Use Planning

3.1

Shopping

Lodge Farm, Existing The Lodge Farm household survey identified that 31 shopping trips were made on the day of the survey. Of these, 19 were outbound car trips and 4 were inbound car trips. Of these, 14 car driver trips were less than 2 miles (45%). As the town centre is located approximately 5 miles to the south east of the Lodge Farm site, then it is assumed that these 14 vehicle trips were for local food shopping. The closest food store is located approximately 2 miles to the west of Lodge Farm. Proposed Land Use Planning Measures SINCLAIR KNIGHT MERZ The SKM logo trade mark is a registered trade mark of Sinclair Knight Merz Pty Ltd. PAGE 2

10 June 2011

If local food shops are provided within a 1 mile catchment of residential properties, then the amount of car trips to food stores are likely to be reduced. Therefore it is assumed that all 14 car trips would be removed from the Lodge Farm survey based on the proposal of locally accessible food shops in relation to residential properties within the development. This takes into account that some shopping customers may still prefer to drive to local shops, than to use alternative sustainable modes. Trip Generation Reduction Table 1 displays the effect improved land use planning will have on shopping trips, based on the assumptions above. The trips shown represent all responses to in and out shopping trips at the Lodge Farm development, on the selected day. Table 1: Adjusted Trip Generation for Improved Local Shopping Facilities Trips recorded (Lodge Farm Survey)

Mode Walk Cycle Bus Car driver (alone) Car driver (with passengers) Car as passenger Motorcycle/ scooter Other Taxi Total

Trip Reduction / Increase

Adjusted Trips

IN 0 0 0 4

OUT 0 1 2 10

IN 2 0 0 -2

OUT 8 2 2 -7

IN 2 0 0 2

OUT 8 3 4 3

0 0 0 0

4 0 0 0

4 4 0 0 0

-5 0 0 0 0 0

0 0 0 0 0

0 0 0 0 0 0

Table 1 shows the reduction in 2 inbound and 12 outbound shopping specific car driver trips. These trips have been distributed to other sustainable modes. 3.2

Education

Lodge Farm, Existing The Lodge Farm survey identified that education accounted for 3 car driver journeys during the selected day. The definition of an education trip was given as a trip made by a student to an educational facility, or an individual travelling to adult education. Proposed Land Use Planning Measures SINCLAIR KNIGHT MERZ The SKM logo trade mark is a registered trade mark of Sinclair Knight Merz Pty Ltd. PAGE 3

10 June 2011

The development scheme includes proposals for two primary schools and potentially one additional secondary school, all of which would be self contained. In addition, the proposals are for a greater amount of public transport availability than is currently available at the Lodge Farm Site. If a secondary education facility is built on site, then this would reduce the need to travel by car. As only one of these car driver education trips was assumed to be to secondary education (based on the destination post code search), one car trip has been removed from the Lodge Farm total based on the assumption that there would be improved access to secondary education facilities. Trip Generation Reduction Table 3 displays the effect improved land use planning will have on education trips, based on the assumptions above. The trips shown represent all responses to in and out education trips at the Lodge Farm development, on the selected day. Table 3: Adjusted Trip Generation for Improved Education Accessibility Trips recorded (Lodge Farm Survey)

Mode Walk Cycle Bus Car driver (alone) Car driver (with passengers) Car as passenger Motorcycle/ scooter Other Taxi Total

Trip Reduction / Increase

Adjusted Trips (based on a reduction of 33% education trips)

IN 1 0 0 0

OUT 6 0 1 2

IN 0 0 0 0

OUT 0 0 0 -1

IN 1 0 0 0

OUT 6 0 2 1

0 0 0 0

10 0 0 1

0 0 0 0 0

0 0 0 0

0 0 0 0 0

Table 3 shows the reduction in one outbound education specific car driver trip. This trip has been distributed to bus.

3.3

Pick up and drop off

Lodge Farm, Existing A total of 24 car driver pick up and drop off trips (combined) were recorded as a journey purpose for Lodge Farm residents during the survey day. SINCLAIR KNIGHT MERZ The SKM logo trade mark is a registered trade mark of Sinclair Knight Merz Pty Ltd. PAGE 4

10 June 2011

Currently, 4 primary schools and two crèches are located within 2.5 miles of the Lodge Farm site. Proposed Land Use Planning Measures It is proposed that the two local primary schools will be accessible within 1.5 miles of the majority of the site. In addition, several crèches / nurseries will be on site which would also be easily accessible by modes other than the private car. The two primary schools will be established with a culture and expectation of sustainable and socially responsible behaviour from the outset. Therefore, it is expected that a high percentage of pupils would access the school by modes other than the private car. It is assumed that due to the proximity of the proposed Primary schools and crèches in relation to residential accommodation, the majority of trips between residential properties and these land uses would be by sustainable modes, mostly by walking. Furthermore, some pick up and drop off trips may be linked with travel to / from other land uses. Therefore it has been assumed that 100% of primary school development trips would be internalised, with all primary school pupils using sustainable modes to access the local primary schools.

Trip Generation Reduction Table 4 displays the effect improved land use planning will have on pick up and drop off trips (combined), based on the assumptions above. The trips shown represent all responses to in and out pick up and drop off trips at the Lodge Farm development, on the selected day.

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10 June 2011

Table 4: Adjusted Trip Generation for Improved School and CrĂ¨che Location and Accessibility Trips recorded (Lodge Farm Survey)

Mode Walk Cycle Bus Car driver (alone) Car driver (with passengers) Car as passenger Motorcycle/ scooter Other Taxi Total

Trip Reduction / Increase

Adjusted Trips (based on a reduction of 100% pick up and drop off trips)

IN 0 0 0 3

OUT 0 0 0 5

IN 4 1 0 -3

OUT 14 3 2 -5

IN 4 1 0 0

OUT 14 3 2 0

1 0 0 0

3 0 0 0

0 3 0 0 0

-14 0 0 0 0 0

0 1 0 1 0

-2 0 0 1 0 0

Table 4 shows the reduction in 24 drop off and pick up specific car driver trips (100%). These trips have been distributed to other sustainable modes.

3.4

Employment

Lodge Farm, Existing The Lodge Farm survey revealed that 77 car driver work journeys were made on the day of the survey. Proposed Land Use Planning Measures The development proposals plan for some 1,000 on site jobs to be available at time of completion. Furthermore, around 3,000 full time equivalent employees will be resident on site at time of completion. Due to the proximity of employment on site, it is assumed that approximately 1/3 of site jobs will be filled by those living within the site. This equates to around 330 employees (11% of those living on site). It is assumed that the vast majority of these 330 employees will travel to work on site by sustainable modes. Therefore, taking this into account, it is assumed that 10% of work trips at the development will be local and be accessed by sustainable modes of transport. Therefore, 10% less car driver trips have been removed from the Lodge Farm survey trip rates. SINCLAIR KNIGHT MERZ The SKM logo trade mark is a registered trade mark of Sinclair Knight Merz Pty Ltd. PAGE 6

10 June 2011

Using the same theory, it is proposed that 10% less of those travelling by car to attend â&#x20AC;&#x2DC;personal businessâ&#x20AC;&#x2122; will do so by sustainable modes. This equates to 2 less car driver trips. Trip Generation Reduction Table 5 displays the effect improved land use planning will have on employment (not including personal business), based on the assumptions above. The trips shown represent all responses to in and out employment trips at the Lodge Farm development, on the selected day. Table 5: Adjusted Trip Generation for Improved Employment Location. Trips recorded (Lodge Farm Survey)

Mode Walk Cycle Bus Car driver (alone) Car driver (with passengers) Car as passenger Motorcycle/ scooter Other Taxi Total

Trip Reduction / Increase

Adjusted Trips (based on a reduction of 10% of car driver trips)

IN 0 1 1 4

OUT 1 0 11 60

IN 1 0 0 -1

OUT 4 2 1 -5

IN 1 1 1 3

OUT 5 2 12 55

3 2 5 0

0 0 1 0

3 2 5 0

-2 0 0 0 0 0

0 0 1 0

0 0 0 -1 0 4

Table 5 shows the reduction in 8 employment car driver trips. These trips have been distributed to other sustainable modes.

3.5

Leisure / Social

Lodge Farm, Existing A total of 37 car driver leisure trips were recorded during the survey. Proposed Land Use Planning Measures The development plans for a considerable amount of green space, a local sports centre and local leisure facilities.

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10 June 2011

It is proposed that 25% less would travel by car following the development proposals based on improved public green infrastructure, cycle facilities and access to sports centres. Trip Generation Reduction Table 6 displays the effect improved land use planning will have on leisure / social trips, based on the assumptions above. The trips shown represent all responses to in and out leisure / social trips at the Lodge Farm development, on the selected day. Table 6: Adjusted Trip Generation for Improved Leisure /Social Location. Trips recorded (Lodge Farm Survey)

Mode Walk Cycle Bus Car driver (alone) Car driver (with passengers) Car as passenger Motorcycle/ scooter Other Taxi Total

Trip Reduction / Increase

Adjusted Trips (based on a reduction of 25% of car driver trips)

IN 0 1 0 2

OUT 2 0 4 25

IN 1 0 0 -1

OUT 4 3 2 -7

IN 1 1 0 1

OUT 6 3 6 18

0 2 0 0 0

10 1 0 0 0

8 1 0 0 0

-2 0 0 0 0 0

0 2 0 0 0

0 0 0 0 0 0

Table 6 shows the reduction in 10 leisure / social car driver trips. These trips have been distributed to other sustainable modes.

3.6

Home Trips

Lodge Farm, Existing A total of 144 â&#x20AC;&#x2DC;Homeâ&#x20AC;&#x2122; car driver trips were recorded during the survey. Home trips represent all journeys made to Lodge Farm from a particular land use. Previously in this note we have looked at the majority of trips being outbound from Lodge Farm. The home trips therefore represent the return trip associated with the outbound trips. Trip Generation Reduction The reduction in home trips has been calculated by applying the total reduction / increase in outbound trips for all land uses to the total inbound home trips. Therefore, SINCLAIR KNIGHT MERZ The SKM logo trade mark is a registered trade mark of Sinclair Knight Merz Pty Ltd. PAGE 8

10 June 2011

no further reduction has been applied to home trips, as the reduction is already accounted for. Table 7 displays the net effect land use planning measures, as described above, would have on home trips. Table 7: Adjusted Trip Generation for Home Trips. Mode Walk Cycle Bus Car driver (alone) Car driver (with passengers) Car as passenger Motorcycle/ scooter Other Taxi Total

Trips recorded (Lodge Farm Survey)

Trip Reduction / Increase

Adjusted Trips (based on total increase / decrease in trips)

IN 10 1 16 88

OUT 1 1 1 4

IN 30 10 9 -26

OUT 0 0 0 0

IN 40 11 25 62

OUT 1 1 1 4

20 2 5 1

1 0 0 0

0 1 0 0 0

0 0 0 0 0 0

29 20 2 5 1

195

-23 0 0 0 0 0

195

Table 7 shows the reduction in 49 inbound home car driver trips as a result of improved land use planning. These trips have been distributed to other sustainable modes.

SINCLAIR KNIGHT MERZ The SKM logo trade mark is a registered trade mark of Sinclair Knight Merz Pty Ltd. PAGE 9

10 June 2011

Trip Rates

Table 8 displays the resulting AM and PM peak hour trip rates resulting from the land use planning changes, based on a ratio of existing daily trip rates to peak hour trip rates. Table 8: Car Trip Rate Adjustment Based on Improved Land Use Planning (including visitor car trips) Source

AM Peak 0800-0900 In Out 2-way

Lodge Farm Car Trip Rates, Including Visitor Trips (before adjustment) Lodge Farm Car Trip Rates, Including Visitor Trips (after adjustment) % Reduction

PM Peak 1700-1800 In Out 2-Way

0.076

0.509

0.584

0.408

0.063

0.471

0.055

0.364

0.419

0.270

0.053

0.323

27%

28%

34%

16%

31%

Table 8 displays a reduction in 0.165 two-way trip rates during the AM Peak and a reduction of 0.148 two way car trips during the PM peak as a result of land use planning enhancements.

SINCLAIR KNIGHT MERZ The SKM logo trade mark is a registered trade mark of Sinclair Knight Merz Pty Ltd. PAGE 10

10 June 2011

Application to ATCs

In order to generate a robust residential trip rate, which reflects the normal traffic movements in and out of the site, the % reduction in Lodge Farm car trip rates (due to improved land use planning measures) has been allocated to the â&#x20AC;&#x2DC;normal vehicleâ&#x20AC;&#x2122; 5 day weekday average ATC flows at Lodge Farm. As shown in Table 8. Furthermore, an additional 11% travel planning discount has been applied. This discount relates to a reduction in vehicle trip rates from day one of the development due to personalised travel measures for each new resident. Table 9: Car Trip Rates after % reduction in ATC Flows at Lodge Farm Source ATC 'normal vehicle' trip rates

AM Peak 0800-0900 In Out 2-way

PM Peak 1700-1800 In Out 2-Way

0.197

0.49

0.687

0.382

0.19

0.572

ATC trip rates with % reduction due to Land Use Planning

0.143

0.350

0.493

0.253

0.159

0.392

ATC trip rates with % reduction due to Land Use Planning and 11% personalised travel planning

0.128

0.312

0.438

0.225

0.142

0.349

SINCLAIR KNIGHT MERZ The SKM logo trade mark is a registered trade mark of Sinclair Knight Merz Pty Ltd. PAGE 11

North Sprowston and Old Catton APPENDICES Appendix D.9: TRICS Commercial Trip Rates Outputs

NSOC TA APPENDICES 161012 SKM Colin Buchanan

TRICS 2012(a)v6.9.2 280312 B15.09 OFF-LINE VERSION

SKM

St Thomas Street

London

TRIP RATE CALCULATION SELECTION PARAMETERS: Land Use Category

: 02 - EMPLOYMENT : A - OFFICE

MULTI-MODAL VEHICLES Selected regions and areas: 02 SOUTH EAST KC KENT SC SURREY 04 EAST ANGLIA NF NORFOLK SF SUFFOLK 06 WEST MIDLANDS WM WEST MIDLANDS

3 days 2 days 1 days 1 days 1 days

Filtering Stage 2 selection: Parameter: Actual Range: Range Selected by User:

Gross floor area 1500 to 39230 (units: sqm) 1500 to 39230 (units: sqm)

Public Transport Provision: Selection by: Date Range:

Include all surveys

01/01/04 to 10/05/11

Selected survey days: Monday Tuesday Wednesday Thursday

1 3 1 3

Selected survey types: Manual count Directional ATC Count

8 days 0 days

days days days days

Selected Locations: Edge of Town Centre Suburban Area (PPS6 Out of Centre) Edge of Town

3 3 2

Selected Location Sub Categories: Industrial Zone Commercial Zone Residential Zone Built-Up Zone

1 1 3 3

Filtering Stage 3 selection: Use Class: B1

8 days

Population within 1 mile: 5,001 to 10,000 10,001 to 15,000 15,001 to 20,000 25,001 to 50,000

1 2 3 2

days days days days

Friday 29/06/12 Page 1 Licence No: 202601

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Filtering Stage 3 selection (Cont.): Population within 5 miles: 25,001 to 50,000 75,001 to 100,000 125,001 to 250,000 250,001 to 500,000

2 2 2 2

Car ownership within 5 miles: 1.1 to 1.5 1.6 to 2.0

7 days 1 days

Travel Plan: Yes

8 days

days days days days

Friday 29/06/12 Page 2 Licence No: 202601

TRICS 2012(a)v6.9.2 280312 B15.09 OFF-LINE VERSION

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St Thomas Street

London

LIST OF SITES relevant to selection parameters 1

KC-02-A-03 SANDLING ROAD

COUNCIL OFFICES, MAIDSTONE

MAIDSTONE Edge of Town Centre Built-Up Zone Total Gross floor area: 2900 sqm Survey date: THURSDAY 16/10/08 KC-02-A-04 COUNCIL OFFICES, MAIDSTONE SANDLING ROAD MAIDSTONE Edge of Town Centre Built-Up Zone Total Gross floor area: 1500 sqm Survey date: THURSDAY 16/10/08 KC-02-A-06 LAND REGISTRY,TBRDGE WELLS FOREST ROAD CAMDEN PARK TUNBRIDGE WELLS Edge of Town Residential Zone Total Gross floor area: 5677 sqm Survey date: TUESDAY 01/12/09 NF-02-A-01 COUNCIL OFFICE, KING'S LYNN CHAPEL STREET KING'S LYNN Edge of Town Centre Built-Up Zone Total Gross floor area: 5500 sqm Survey date: THURSDAY 30/09/10 SC-02-A-13 PHARMACEUTICALS, WEYBRIDGE ST GEORGE'S AVENUE THE HEATH WEYBRIDGE Suburban Area (PPS6 Out of Centre) Residential Zone Total Gross floor area: 10293 sqm Survey date: TUESDAY 21/10/08 SC-02-A-16 BANK OF AMERICA, CAMBERLEY STANHOPE ROAD CAMBERLEY Edge of Town Commercial Zone Total Gross floor area: 39230 sqm Survey date: TUESDAY 10/05/11 SF-02-A-01 COUNCIL OFFICES, BURY ST. ED. BEETONS WAY BURY ST. EDMUNDS Suburban Area (PPS6 Out of Centre) Industrial Zone Total Gross floor area: Survey date: MONDAY

8000 sqm 27/09/10

KENT

Survey Type: MANUAL KENT

Survey Type: MANUAL NORFOLK

Survey Type: MANUAL SURREY

Survey Type: MANUAL SUFFOLK

Survey Type: MANUAL

Friday 29/06/12 Page 3 Licence No: 202601

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London

LIST OF SITES relevant to selection parameters (Cont.) 8

WM-02-A-01 COUNCIL OFFICES, STOURBRIDGE A451 NORTON ROAD MARY STEVENS PARK STOURBRIDGE Suburban Area (PPS6 Out of Centre) Residential Zone Total Gross floor area: 2725 sqm Survey date: WEDNESDAY 26/04/06

WEST MIDLANDS

Survey Type: MANUAL

Friday 29/06/12 Page 4 Licence No: 202601

TRICS 2012(a)v6.9.2 280312 B15.09 OFF-LINE VERSION

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London

Friday 29/06/12 Page 5 Licence No: 202601

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE

MULTI-MODAL VEHICLES Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

Time Range 00:00 - 00:30 00:30 - 01:00 01:00 - 01:30 01:30 - 02:00 02:00 - 02:30 02:30 - 03:00 03:00 - 03:30 03:30 - 04:00 04:00 - 04:30 04:30 - 05:00 05:00 - 05:30 05:30 - 06:00 06:00 - 06:30 06:30 - 07:00 07:00 - 07:30 07:30 - 08:00 08:00 - 08:30 08:30 - 09:00 09:00 - 09:30 09:30 - 10:00 10:00 - 10:30 10:30 - 11:00 11:00 - 11:30 11:30 - 12:00 12:00 - 12:30 12:30 - 13:00 13:00 - 13:30 13:30 - 14:00 14:00 - 14:30 14:30 - 15:00 15:00 - 15:30 15:30 - 16:00 16:00 - 16:30 16:30 - 17:00 17:00 - 17:30 17:30 - 18:00 18:00 - 18:30 18:30 - 19:00 19:00 - 19:30 19:30 - 20:00 20:00 - 20:30 20:30 - 21:00 21:00 - 21:30 21:30 - 22:00 22:00 - 22:30 22:30 - 23:00 23:00 - 23:30 23:30 - 24:00 Total Rates:

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

ARRIVALS Ave. GFA 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.096 0.258 0.388 0.525 0.442 0.256 0.124 0.095 0.102 0.112 0.104 0.115 0.109 0.133 0.080 0.080 0.067 0.088 0.090 0.050 0.066 0.029 0.008 0.008 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 3.425

No. Days

DEPARTURES Ave. GFA 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 9478 8 9478 8 9478 8 9478 8 9478 8 9478 8 9478 8 9478 8 9478 8 9478 8 9478 8 9478 8 9478 8 9478 8 9478 8 9478 8 9478 8 9478 8 9478 8 9478 8 9478 8 9478 8 9478 8 9478 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.007 0.021 0.061 0.053 0.098 0.106 0.100 0.100 0.108 0.109 0.140 0.131 0.124 0.095 0.098 0.144 0.150 0.146 0.285 0.355 0.571 0.261 0.149 0.036 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 3.448

TOTALS Ave. GFA

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.103 0.279 0.449 0.578 0.540 0.362 0.224 0.195 0.210 0.221 0.244 0.246 0.233 0.228 0.178 0.224 0.217 0.234 0.375 0.405 0.637 0.290 0.157 0.044 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 6.873

TRICS 2012(a)v6.9.2 280312 B15.09 OFF-LINE VERSION

SKM

St Thomas Street

London

Parameter summary Trip rate parameter range selected: Survey date date range: Number of weekdays (Monday-Friday): Number of Saturdays: Number of Sundays: Surveys manually removed from selection:

1500 - 39230 (units: sqm) 01/01/04 - 10/05/11 8 0 0 13

Friday 29/06/12 Page 6 Licence No: 202601

TRICS 2012(a)v6.9.2 280312 B15.09 OFF-LINE VERSION

SKM

St Thomas Street

London

Friday 29/06/12 Page 7 Licence No: 202601

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE

MULTI-MODAL TAXIS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

ARRIVALS Ave. GFA 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.001 0.001 0.001 0.001 0.004 0.000 0.001 0.005 0.000 0.001 0.004 0.001 0.000 0.001 0.000 0.000 0.000 0.000 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.022

No. Days

TOTALS Ave. GFA

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.002 0.002 0.002 0.002 0.008 0.000 0.002 0.010 0.000 0.002 0.008 0.002 0.000 0.002 0.000 0.000 0.000 0.000 0.002 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.044

TRICS 2012(a)v6.9.2 280312 B15.09 OFF-LINE VERSION

SKM

St Thomas Street

London

Parameter summary Trip rate parameter range selected: Survey date date range: Number of weekdays (Monday-Friday): Number of Saturdays: Number of Sundays: Surveys manually removed from selection:

1500 - 39230 (units: sqm) 01/01/04 - 10/05/11 8 0 0 13

Friday 29/06/12 Page 8 Licence No: 202601

TRICS 2012(a)v6.9.2 280312 B15.09 OFF-LINE VERSION

SKM

St Thomas Street

London

Friday 29/06/12 Page 9 Licence No: 202601

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE

MULTI-MODAL OGVS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

ARRIVALS Ave. GFA 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.004 0.000 0.003 0.011 0.003 0.001 0.001 0.001 0.001 0.000 0.000 0.000 0.001 0.000 0.000 0.000 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.027

No. Days

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.001 0.000 0.003 0.001 0.001 0.008 0.003 0.005 0.000 0.001 0.001 0.000 0.000 0.001 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.026

TOTALS Ave. GFA

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.001 0.000 0.007 0.001 0.004 0.019 0.006 0.006 0.001 0.002 0.002 0.000 0.000 0.001 0.002 0.000 0.000 0.000 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.053

TRICS 2012(a)v6.9.2 280312 B15.09 OFF-LINE VERSION

SKM

St Thomas Street

London

Parameter summary Trip rate parameter range selected: Survey date date range: Number of weekdays (Monday-Friday): Number of Saturdays: Number of Sundays: Surveys manually removed from selection:

1500 - 39230 (units: sqm) 01/01/04 - 10/05/11 8 0 0 13

Friday 29/06/12 Page 10 Licence No: 202601

TRICS 2012(a)v6.9.2 280312 B15.09 OFF-LINE VERSION

SKM

St Thomas Street

London

Friday 29/06/12 Page 11 Licence No: 202601

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE

MULTI-MODAL PSVS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

ARRIVALS Ave. GFA 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000

No. Days

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

TOTALS Ave. GFA 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 0 0 0 0 0 0 0 0 0 0

TRICS 2012(a)v6.9.2 280312 B15.09 OFF-LINE VERSION

SKM

St Thomas Street

London

Parameter summary Trip rate parameter range selected: Survey date date range: Number of weekdays (Monday-Friday): Number of Saturdays: Number of Sundays: Surveys manually removed from selection:

1500 - 39230 (units: sqm) 01/01/04 - 10/05/11 8 0 0 13

Friday 29/06/12 Page 12 Licence No: 202601

TRICS 2012(a)v6.9.2 280312 B15.09 OFF-LINE VERSION

SKM

St Thomas Street

London

Friday 29/06/12 Page 13 Licence No: 202601

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE

MULTI-MODAL CYCLISTS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

ARRIVALS Ave. GFA 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.001 0.007 0.018 0.009 0.007 0.001 0.000 0.001 0.003 0.004 0.001 0.001 0.003 0.001 0.000 0.000 0.001 0.003 0.003 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.065

No. Days

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.001 0.000 0.001 0.001 0.000 0.001 0.000 0.001 0.003 0.000 0.001 0.004 0.003 0.000 0.001 0.000 0.000 0.007 0.015 0.011 0.016 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.067

TOTALS Ave. GFA

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.001 0.008 0.018 0.010 0.008 0.001 0.001 0.001 0.004 0.007 0.001 0.002 0.007 0.004 0.000 0.001 0.001 0.003 0.010 0.016 0.011 0.016 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.132

TRICS 2012(a)v6.9.2 280312 B15.09 OFF-LINE VERSION

SKM

St Thomas Street

London

Parameter summary Trip rate parameter range selected: Survey date date range: Number of weekdays (Monday-Friday): Number of Saturdays: Number of Sundays: Surveys manually removed from selection:

1500 - 39230 (units: sqm) 01/01/04 - 10/05/11 8 0 0 13

Friday 29/06/12 Page 14 Licence No: 202601

TRICS 2012(a)v6.9.2 280312 B15.09 OFF-LINE VERSION

SKM

St Thomas Street

London

Friday 29/06/12 Page 15 Licence No: 202601

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE

MULTI-MODAL VEHICLE OCCUPANTS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

ARRIVALS Ave. GFA 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.099 0.280 0.414 0.551 0.467 0.269 0.142 0.104 0.115 0.131 0.117 0.128 0.123 0.153 0.086 0.084 0.070 0.098 0.098 0.038 0.040 0.016 0.007 0.008 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 3.638

No. Days

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.004 0.008 0.030 0.032 0.096 0.107 0.098 0.108 0.127 0.119 0.161 0.142 0.140 0.113 0.109 0.161 0.157 0.149 0.303 0.371 0.601 0.277 0.156 0.040 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 3.609

TOTALS Ave. GFA

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.103 0.288 0.444 0.583 0.563 0.376 0.240 0.212 0.242 0.250 0.278 0.270 0.263 0.266 0.195 0.245 0.227 0.247 0.401 0.409 0.641 0.293 0.163 0.048 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 7.247

TRICS 2012(a)v6.9.2 280312 B15.09 OFF-LINE VERSION

SKM

St Thomas Street

London

Parameter summary Trip rate parameter range selected: Survey date date range: Number of weekdays (Monday-Friday): Number of Saturdays: Number of Sundays: Surveys manually removed from selection:

1500 - 39230 (units: sqm) 01/01/04 - 10/05/11 8 0 0 13

Friday 29/06/12 Page 16 Licence No: 202601

TRICS 2012(a)v6.9.2 280312 B15.09 OFF-LINE VERSION

SKM

St Thomas Street

London

Friday 29/06/12 Page 17 Licence No: 202601

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE

MULTI-MODAL PEDESTRIANS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

ARRIVALS Ave. GFA 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.007 0.020 0.058 0.084 0.051 0.086 0.063 0.044 0.038 0.042 0.087 0.226 0.272 0.251 0.160 0.084 0.045 0.040 0.036 0.029 0.012 0.000 0.000 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.736

No. Days

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.001 0.000 0.008 0.041 0.022 0.038 0.062 0.078 0.055 0.073 0.320 0.243 0.266 0.123 0.071 0.066 0.055 0.073 0.050 0.040 0.062 0.029 0.018 0.012 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.806

TOTALS Ave. GFA

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.008 0.020 0.066 0.125 0.073 0.124 0.125 0.122 0.093 0.115 0.407 0.469 0.538 0.374 0.231 0.150 0.100 0.113 0.086 0.069 0.074 0.029 0.018 0.013 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 3.542

TRICS 2012(a)v6.9.2 280312 B15.09 OFF-LINE VERSION

SKM

St Thomas Street

London

Parameter summary Trip rate parameter range selected: Survey date date range: Number of weekdays (Monday-Friday): Number of Saturdays: Number of Sundays: Surveys manually removed from selection:

1500 - 39230 (units: sqm) 01/01/04 - 10/05/11 8 0 0 13

Friday 29/06/12 Page 18 Licence No: 202601

TRICS 2012(a)v6.9.2 280312 B15.09 OFF-LINE VERSION

SKM

St Thomas Street

London

Friday 29/06/12 Page 19 Licence No: 202601

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE

MULTI-MODAL BUS/TRAM PASSENGERS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

ARRIVALS Ave. GFA 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.001 0.009 0.018 0.026 0.005 0.005 0.005 0.008 0.011 0.013 0.005 0.007 0.005 0.007 0.001 0.005 0.001 0.001 0.007 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.140

No. Days

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.003 0.003 0.004 0.003 0.007 0.004 0.009 0.004 0.004 0.003 0.004 0.004 0.003 0.005 0.016 0.015 0.018 0.008 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.117

TOTALS Ave. GFA

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.001 0.009 0.018 0.026 0.008 0.008 0.009 0.011 0.018 0.017 0.014 0.011 0.009 0.010 0.005 0.009 0.004 0.006 0.023 0.015 0.018 0.008 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.257

TRICS 2012(a)v6.9.2 280312 B15.09 OFF-LINE VERSION

SKM

St Thomas Street

London

Parameter summary Trip rate parameter range selected: Survey date date range: Number of weekdays (Monday-Friday): Number of Saturdays: Number of Sundays: Surveys manually removed from selection:

1500 - 39230 (units: sqm) 01/01/04 - 10/05/11 8 0 0 13

Friday 29/06/12 Page 20 Licence No: 202601

TRICS 2012(a)v6.9.2 280312 B15.09 OFF-LINE VERSION

SKM

St Thomas Street

London

Friday 29/06/12 Page 21 Licence No: 202601

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE

MULTI-MODAL TRAIN PASSENGERS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

ARRIVALS Ave. GFA 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.001 0.013 0.016 0.045 0.016 0.011 0.003 0.000 0.000 0.004 0.000 0.005 0.001 0.000 0.000 0.000 0.000 0.001 0.000 0.000 0.000 0.003 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.119

No. Days

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.001 0.000 0.005 0.001 0.003 0.000 0.016 0.016 0.044 0.015 0.005 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.107

TOTALS Ave. GFA

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.001 0.013 0.016 0.045 0.016 0.011 0.003 0.000 0.000 0.004 0.000 0.005 0.002 0.000 0.005 0.001 0.003 0.001 0.016 0.016 0.044 0.018 0.005 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.226

TRICS 2012(a)v6.9.2 280312 B15.09 OFF-LINE VERSION

SKM

St Thomas Street

London

Parameter summary Trip rate parameter range selected: Survey date date range: Number of weekdays (Monday-Friday): Number of Saturdays: Number of Sundays: Surveys manually removed from selection:

1500 - 39230 (units: sqm) 01/01/04 - 10/05/11 8 0 0 13

Friday 29/06/12 Page 22 Licence No: 202601

TRICS 2012(a)v6.9.2 280312 B15.09 OFF-LINE VERSION

SKM

St Thomas Street

London

Friday 29/06/12 Page 23 Licence No: 202601

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE

MULTI-MODAL COACH PASSENGERS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

ARRIVALS Ave. GFA 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 0 0 0 0 0 0 0 0 0 0

No. Days

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

TOTALS Ave. GFA 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 0 0 0 0 0 0 0 0 0 0

TRICS 2012(a)v6.9.2 280312 B15.09 OFF-LINE VERSION

SKM

St Thomas Street

London

Parameter summary Trip rate parameter range selected: Survey date date range: Number of weekdays (Monday-Friday): Number of Saturdays: Number of Sundays: Surveys manually removed from selection:

1500 - 39230 (units: sqm) 01/01/04 - 10/05/11 8 0 0 13

Friday 29/06/12 Page 24 Licence No: 202601

TRICS 2012(a)v6.9.2 280312 B15.09 OFF-LINE VERSION

SKM

St Thomas Street

London

Friday 29/06/12 Page 25 Licence No: 202601

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE

MULTI-MODAL PUBLIC TRANSPORT USERS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

ARRIVALS Ave. GFA 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.005 0.032 0.049 0.098 0.038 0.020 0.009 0.008 0.011 0.017 0.005 0.013 0.007 0.007 0.001 0.005 0.001 0.003 0.007 0.000 0.000 0.003 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.339

No. Days

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.003 0.003 0.004 0.003 0.007 0.005 0.009 0.008 0.005 0.003 0.009 0.005 0.008 0.005 0.047 0.051 0.087 0.033 0.005 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.301

TOTALS Ave. GFA

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.005 0.032 0.049 0.098 0.041 0.023 0.013 0.011 0.018 0.022 0.014 0.021 0.012 0.010 0.010 0.010 0.009 0.008 0.054 0.051 0.087 0.036 0.005 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.640

TRICS 2012(a)v6.9.2 280312 B15.09 OFF-LINE VERSION

SKM

St Thomas Street

London

Parameter summary Trip rate parameter range selected: Survey date date range: Number of weekdays (Monday-Friday): Number of Saturdays: Number of Sundays: Surveys manually removed from selection:

1500 - 39230 (units: sqm) 01/01/04 - 10/05/11 8 0 0 13

Friday 29/06/12 Page 26 Licence No: 202601

TRICS 2012(a)v6.9.2 280312 B15.09 OFF-LINE VERSION

SKM

St Thomas Street

London

Friday 29/06/12 Page 27 Licence No: 202601

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE

MULTI-MODAL TOTAL PEOPLE Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

ARRIVALS Ave. GFA 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.112 0.338 0.539 0.742 0.563 0.376 0.215 0.157 0.166 0.194 0.211 0.368 0.404 0.411 0.247 0.174 0.117 0.142 0.142 0.069 0.051 0.018 0.007 0.009 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 5.772

No. Days

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.005 0.009 0.038 0.074 0.123 0.148 0.165 0.189 0.190 0.199 0.491 0.394 0.415 0.241 0.190 0.233 0.220 0.227 0.408 0.476 0.761 0.355 0.181 0.053 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 5.785

TOTALS Ave. GFA

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.117 0.347 0.577 0.816 0.686 0.524 0.380 0.346 0.356 0.393 0.702 0.762 0.819 0.652 0.437 0.407 0.337 0.369 0.550 0.545 0.812 0.373 0.188 0.062 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1 1.557

TRICS 2012(a)v6.9.2 280312 B15.09 OFF-LINE VERSION

SKM

St Thomas Street

London

Parameter summary Trip rate parameter range selected: Survey date date range: Number of weekdays (Monday-Friday): Number of Saturdays: Number of Sundays: Surveys manually removed from selection:

1500 - 39230 (units: sqm) 01/01/04 - 10/05/11 8 0 0 13

Friday 29/06/12 Page 28 Licence No: 202601

North Sprowston and Old Catton APPENDICES Appendix D.10: Commercial Trip Rate Assessment Technical Note

NSOC TA APPENDICES 161012 SKM Colin Buchanan

File Note

Date

10 June 2011

Project No

VN18592

Subject

Development Employment Traffic Distribution

Introduction

This note firstly describes the methodology used in distributing the proposed employment traffic at the development during the AM and PM peak hours by comparing the daytime population data at ward and lower super output area level. Furthermore, this note compares vehicle employment trip rates and determines employment vehicle trip generation for the site. This note solely focuses on development distribution without the NDR

Trip Distribution

2.1

Sprowston Central Daytime Population

Census 2001 data was interrogated to establish the residential location of all those working within Sprowston Central Ward. This ward was selected to assess the daytime population, as it is bordered by Wroxham Road in the east and North Walsham Road in the west. Furthermore, the ward was representative in having a reasonably high employment land use and is located immediately to the south of the development boundary.

Employment (number of jobs), Sprowston Central The Census 2001 data has identified that there are 1079 jobs within the ward. However, 211 work from home. This implies that there is a total of 868 jobs within the ward. Further analysis shows that 248 of the people working in Sprowston Central also live in the same ward. This is equivalent to 28.6%. The remaining jobs are filled by people travelling from other locations to the Sprowston Central Ward. Mode Share, Sprowston Central There 620 jobs in Sprowston Central ward that are filled by people travelling into the ward. The mode share for these employees are as follows:

Public Transport Taxi Car Car Passenger

1.5% 0.2% 73.9% 4.4%

[Development Employment Traffic Distribution Note dp rev.docx]

PAGE 1

Motorcycle Bicycle Walk

2.4% 7.3% 10.2%

Spatial Distribution, Sprowston Central Therefore 78.3% of all employees living outside Sprowston Central travel to work in the ward by car (Car drivers and passengers). Figure 1 displays the spatial distribution of all car driver travel to trips associated with journeys made to Sprowston Central Ward. Figure 1: Sprowston Central Ward, Car Driver Journey to Work Location

However, this is a small sample size, so we considered a comparative location.

2.2

Norwich 001A Lower Super Output Area (LSOA), Daytime Population

Census 2001 LSOA data was also used to determine the most comparative location to the employment proposals on site. SINCLAIR KNIGHT MERZ The SKM logo trade mark is a registered trade mark of Sinclair Knight Merz Pty Ltd. PAGE 2

It was felt that the advantage of comparing daytime population at LSOA level, as opposed to Ward level, was that a more localised area which more accurately reflected the likely travel habits of employees at the proposed development could be achieved. Norwich 001A Lower Super Output Area was selected as the most comparative LSOA, as it contained a high level of comparative employment land uses comprising of industrial employment and office (B1) employment. Figure 2 displays the location of Norwich 001A LSOA. Figure 2: Norwich 001A LSOA

Norwich 001A

NB red lines indicate ward boundaries, black lines indicate LSOA boundaries. Spatial Distribution, Norwich 001A. The residential location for all car drivers (inc those with passengers) working within Norwich 001A has been determined (through the Census 2001) and spatially distributed throughout East Anglia using GIS. GIS showed that 12% of car drivers come from the north of East Anglia to work within Norwich 001A, 20% come from the east of East Anglia, 19% from the south of East Anglia and 33% from the west of East Anglia. The remaining home postcodes of 16% of employees working within Norwich 001A was distributed equally between those residing in the west and south of Norwich 001A i.e other parts of the UK. Figure 3 below displays this spatial distribution.

SINCLAIR KNIGHT MERZ The SKM logo trade mark is a registered trade mark of Sinclair Knight Merz Pty Ltd. PAGE 3

Figure 3: Norwich 001A Daytime Population Spatial Distribution.

Norwich 001A

Access Routes, Norwich 001A The key access routes to the airport are largely the same as those that would be used at the development. However, it has been assumed that the majority of employment related trips from the north and south would use either Spixworth Road or North Walsham Road to access the development as oppose to using Aylsham Road / Cormer Road / Holt Road to access Norwich 001A. This has been taken into consideration when detrmining the distribution at specific junctions. 2.3

Applied Trip Distribution

After comparing the daytime population data for both Sprowstown Central ward and Norwich 001A LSOA, it was determined that the more representative Norwich 001A LSOA data was used to determine trip distribution. As employment is only planned within Beeston, Main Square and Wroxham, those commuters driving to / from work to the north have been distributed equally via Wroxham Road and N.Walsham Road. Those travelling to/from the east have been distributed via Wroxham Road. Thos travelling to / from the south have been distributed via North Walsham Road and Wroxham Road and those from the west have been distributed via Spixworth Road and North Walsham Road. SINCLAIR KNIGHT MERZ The SKM logo trade mark is a registered trade mark of Sinclair Knight Merz Pty Ltd. PAGE 4

The reverse distribution movements have been applied to the PM peak i.e it is assumed that people will chose the same routes to travel from employment as they choose to arrive to work. Furthermore, outbound travel in the AM and inbound travel during the PM has been applied to the same distributions as the PM outbound and AM inbound movements, respectively.

Vehicle Trip Rates

Two sources were used to obtain employment vehicle trip rates: 1. NDR report (September 2011) Employment vehicle trip rates. 2. TRICS database 2012 NDR Report The Norwich NNDR report identified suitable employment vehicle trip rates for associated commercial development within the area. The NNDR report identified the vehicle trip rates for B1 Business Park and B2 industrial land uses. The proposed employment on site will predominantly comprise of B1 office land uses. Therefore, the NNDR report has not been used to generate vehicle trips rates for the proposed employment aspect of the development. TRICS Vehicle Trip Rates The TRICS database has been interrogated to identify existing B1 office trip rates within East Anglia, East Midlands and the South East. The selected survey period ranged from 2004 to 2012. TRICS identified a total of 21 sites with the selected attributes. Of these, 4 of the sites had been re-surveyed and 14 had travel plans (including 3 of the re-surveyed sites). It was decided that the most appropriate selection of sites would be made from those which have travel plans and those which have comparative employment levels to the proposed offices on site. Furthermore, town centre sites were removed on the basis that no proposed offices will be located in equivalent town centre locations. Appendix A displays the selected site details and vehicle trip rate profile Table 1 displays the resultant B1 Office vehicle Trip Rates. Table 1: B1 Office vehicle Trip Rates. AM peak hour 0800-0900 In Vehicle Trip Rates

Out 0.913

PM peak hour 1700-1800 In

0.114

Out 0.095

0.832

SINCLAIR KNIGHT MERZ The SKM logo trade mark is a registered trade mark of Sinclair Knight Merz Pty Ltd. PAGE 5

Internalised Trips It has been identified in the residential trip rate report, that one third of all employment trips are likely to be internalised within the site, due to the high level of accessible residential dwellings proposed on site. Therefore, as one third of employment trips are unlikely to access the main road network (Spixworth Road, Wroxham Road and North Walsham Road), a reduction of one third of vehicle trips have been removed from the employment vehicle trip rates. Table 2 displays this adjustment. Table 2: Adjusted Employment Vehicle Trip Rates. AM peak hour 0800-0900 In

Out

PM peak hour 1700-1800 In

Out

Vehicle Trip Rates

0.913

0.114

0.095

0.832

Adjusted Vehicle Trip Rates

0.609

0.076

0.063

0.555

SINCLAIR KNIGHT MERZ The SKM logo trade mark is a registered trade mark of Sinclair Knight Merz Pty Ltd. PAGE 6

Appendix A

Selected TRICS Sites.

TRICS Data

SINCLAIR KNIGHT MERZ The SKM logo trade mark is a registered trade mark of Sinclair Knight Merz Pty Ltd. PAGE 7

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE Calculation Factor: 100 sqm Count Type: VEHICLES

Time Range 00:00-00:30 00:30-01:00 01:00-01:30 01:30-02:00 02:00-02:30 02:30-03:00 03:00-03:30 03:30-04:00 04:00-04:30 04:30-05:00 05:00-05:30 05:30-06:00 06:00-06:30 06:30-07:00 07:00-07:30 07:30-08:00 08:00-08:30 08:30-09:00 09:00-09:30 09:30-10:00 10:00-10:30 10:30-11:00 11:00-11:30 11:30-12:00 12:00-12:30 12:30-13:00 13:00-13:30 13:30-14:00 14:00-14:30 14:30-15:00 15:00-15:30 15:30-16:00 16:00-16:30 16:30-17:00 17:00-17:30 17:30-18:00 18:00-18:30 18:30-19:00 19:00-19:30 19:30-20:00 20:00-20:30 20:30-21:00 21:00-21:30 21:30-22:00 22:00-22:30 22:30-23:00 23:00-23:30 23:30-24:00 Daily Trip Rates:

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

ARRIVALS Ave. Trip GFA Rate 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 0 0 0 0 0 0 0 0 0 0

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.096 0.258 0.388 0.525 0.442 0.256 0.124 0.095 0.102 0.112 0.104 0.115 0.109 0.133 0.08 0.08 0.067 0.088 0.09 0.05 0.066 0.029 0.008 0.008 0 0 0 0 0 0 0 0 0 0 3.425

0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

DEPARTURES Ave. Trip No. GFA Rate Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 0.007 9478 0.021 9478 0.061 9478 0.053 9478 0.098 9478 0.106 9478 0.1 9478 0.1 9478 0.108 9478 0.109 9478 0.14 9478 0.131 9478 0.124 9478 0.095 9478 0.098 9478 0.144 9478 0.15 9478 0.146 9478 0.285 9478 0.355 9478 0.571 9478 0.261 9478 0.149 9478 0.036 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3.448

TOTALS Ave. GFA 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 9478 0 0 0 0 0 0 0 0 0 0

Trip Rate 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.103 0.279 0.449 0.578 0.54 0.362 0.224 0.195 0.21 0.221 0.244 0.246 0.233 0.228 0.178 0.224 0.217 0.234 0.375 0.405 0.637 0.29 0.157 0.044 0 0 0 0 0 0 0 0 0 0 6.873

SINCLAIR KNIGHT MERZ The SKM logo trade mark is a registered trade mark of Sinclair Knight Merz Pty Ltd. PAGE 8

North Sprowston and Old Catton APPENDICES Appendix D.11: Development Traffic % Distribution

NSOC TA APPENDICES 161012 SKM Colin Buchanan

Drawing title:

Spixworth Road

Buxton Road

2017 AM PEAK RESIDENTIAL DEVELOPMENT DISTRIBUTION WITHOUT NNDR

2017

Job Title:

Client:

NORTH SPROWSTON & OLD CATTON

BEYOND GREEN

North Walsham Road

74.0%

26.0%

AF AF

July 2012 VN18592

1st Issued: Job Number:

Drawn by:

Ckd/Appd:

CW JAN 2010

N.T.S. PH

High Street

Scale: Ckd/Appd:

Old Catton North Walsham Main Square Wroxham

NTS

10% 10% 10% 10%

Scale:

26.0%

N.Walsham Road

Wroxham Road

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74.0%

26.0%

Wroxham Road

Drawing title:

Spixworth Road

Buxton Road

2017 PM PEAK RESIDENTIAL DEVELOPMENT DISTRIBUTION WITHOUT NNDR

2017

Job Title:

Client:

NORTH SPROWSTON & OLD CATTON

BEYOND GREEN

74.0%

North Walsham Road

26.0%

AF AF

July 2012 VN18592

1st Issued: Job Number:

Drawn by:

Ckd/Appd:

CW JAN 2010

N.T.S. PH

High Street

Scale: Ckd/Appd:

Old Catton North Walsham Main Square Wroxham

NTS

10% 10% 10% 10%

Scale:

74.0%

26.0%

N.Walsham Road

Wroxham Road

Drg no:

APPENDIX D.11

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74.0%

26.0%

Wroxham Road

Drawing title:

Spixworth Road

Buxton Road

2017 AM PEAK EMPLOYMENT DEVELOPMENT DISTRIBUTION WITHOUT NNDR

2017

Job Title:

Client:

NORTH SPROWSTON & OLD CATTON

BEYOND GREEN

North Walsham Road

74.0%

26.0%

NTS AF AF

Scale: Designed by: Drawn by:

Drawn by:

July 2012 VN18592

Job Number:

DP 1st Issued:

Ckd/Appd:

CW JAN 2010

N.T.S. PH

High Street

Scale: Ckd/Appd:

10% North Walsham 10% Main Square 10% Wroxham

26.0%

N.Walsham Road

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Wroxham Road

74.0%

26.0%

Wroxham Road

Drawing title:

Spixworth Road

Buxton Road

2017 PM PEAK EMPLOYMENT DEVELOPMENT DISTRIBUTION WITHOUT NNDR

2017

Job Title:

Client:

NORTH SPROWSTON & OLD CATTON

BEYOND GREEN

North Walsham Road

74.0%

26.0%

AF AF

Drawn by:

NTS

July 2012 VN18592

1st Issued: Job Number:

Drawn by:

Ckd/Appd:

CW JAN 2010

N.T.S. PH

High Street

Scale: Ckd/Appd:

10% North Walsham 10% Main Square 10% Wroxham

Scale:

74.0%

26.0%

N.Walsham Road

Wroxham Road

Drg no:

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74.0%

26.0%

Wroxham Road

Drawing title:

Spixworth Road

0 0 0

2017 Total Employment Development Flows AM

0 0 0

Buxton Road

Job Title:

Client:

North Walsham Road

NORTH SPROWSTON & OLD CATTON

BEYOND GREEN

0 0 1

0 0 0

NTS AF AF

July 2012 VN18592

1st Issued: Job Number:

Drawn by:

Ckd/Appd:

CW JAN 2010

N.T.S. PH

High Street

Scale: Ckd/Appd:

Old Catton North Walsham Main Square Wroxham

Scale:

N.Walsham Road

Wroxham Road

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0 1

Wroxham Road

Drawing title:

Spixworth Road

0 0 0

2017 Total Employment Development Flows PM

0 0 0

Buxton Road

Job Title:

Client:

North Walsham Road

NORTH SPROWSTON & OLD CATTON

BEYOND GREEN

3 0 7

0 0 1

NTS AF AF

July 2012 VN18592

1st Issued: Job Number:

Drawn by:

Ckd/Appd:

CW JAN 2010

N.T.S. PH

High Street

Scale: Ckd/Appd:

Old Catton North Walsham Main Square Wroxham

Scale:

N.Walsham Road

Wroxham Road

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Wroxham Road

Drawing title:

Spixworth Road

0 0 0

2017 Total Residential Development Flows AM

0 0 0

Buxton Road

Job Title:

Client:

North Walsham Road

NORTH SPROWSTON & OLD CATTON

BEYOND GREEN

18 0 50

AF AF

July 2012 VN18592

1st Issued: Job Number:

Drawn by:

Ckd/Appd:

CW JAN 2010

N.T.S. PH

High Street

Scale: Ckd/Appd:

Old Catton North Walsham Main Square Wroxham

NTS

Scale:

22 0 0

N.Walsham Road

Wroxham Road

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8 21

Wroxham Road

Drawing title:

Spixworth Road

0 0 0

2017 Total Residential Development Flows PM

0 0 0

Buxton Road

Job Title:

Client:

North Walsham Road

NORTH SPROWSTON & OLD CATTON

BEYOND GREEN

8 0 23

AF AF

July 2012 VN18592

1st Issued: Job Number:

Drawn by:

Ckd/Appd:

CW JAN 2010

N.T.S. PH

High Street

Scale: Ckd/Appd:

Old Catton North Walsham Main Square Wroxham

NTS

Scale:

10 0 0

N.Walsham Road

Wroxham Road

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3 10

Wroxham Road

Drawing title:

Spixworth Road

0 0 0

2017 Total Employment + Resi Flows AM no NDR

0 0 0

Buxton Road

Job Title:

Client:

North Walsham Road

NORTH SPROWSTON & OLD CATTON

BEYOND GREEN

18 0 51

AF AF

July 2012 VN18592

1st Issued: Job Number:

Drawn by:

Ckd/Appd:

CW JAN 2010

N.T.S. PH

High Street

Scale: Ckd/Appd:

Old Catton North Walsham Main Square Wroxham

NTS

Scale:

23 0 1

N.Walsham Road

Wroxham Road

Drg no:

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8 23

Wroxham Road

Drawing title:

Spixworth Road

0 0 0

2017 Total Employment + Resi Flows PM no NDR

0 0 0

Buxton Road

Job Title:

Client:

North Walsham Road

NORTH SPROWSTON & OLD CATTON

BEYOND GREEN

8 0 24

AF AF

July 2012 VN18592

1st Issued: Job Number:

Drawn by:

Ckd/Appd:

CW JAN 2010

N.T.S. PH

High Street

Scale: Ckd/Appd:

Old Catton North Walsham Main Square Wroxham

NTS

Scale:

13 0 7

N.Walsham Road

Wroxham Road

Drg no:

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Full extension:

6 18

Wroxham Road

Drawing title:

Spixworth Road

Buxton Road

2032 AM PEAK EMPLOYMENT DEVELOPMENT DISTRIBUTION WITH NNDR

2032

Job Title:

Client:

NORTH SPROWSTON & OLD CATTON

BEYOND GREEN

North Walsham Road

29.0% 29.0%

NTS AF AF

Drawn by:

July 2012 VN18592

Job Number:

DP 1st Issued:

Ckd/Appd:

CW JAN 2010

N.T.S. PH

High Street

Scale: Ckd/Appd:

North Walsham Main Square Wroxham

29.0%

21.0% 21.0%

Scale:

21.0%

N.Walsham Road

Drg no:

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Full extension:

Wroxham Road

29.0% 29.0% 29.0%

21.0% 21.0% 21.0%

Wroxham Road

Drawing title:

Spixworth Road

Buxton Road

2032 PM PEAK EMPLOYMENT DEVELOPMENT DISTRIBUTION WITH NNDR

2032

Job Title:

Client:

NORTH SPROWSTON & OLD CATTON

BEYOND GREEN

North Walsham Road

29.0% 29.0%

21.0% 21.0%

AF AF

Drawn by:

NTS

July 2012 VN18592

1st Issued: Job Number:

Drawn by:

Ckd/Appd:

CW JAN 2010

N.T.S. PH

High Street

Scale: Ckd/Appd:

North Walsham Main Square Wroxham

Scale:

29.0%

21.0%

N.Walsham Road

Wroxham Road

Drg no:

APPENDIX D.11

Full extension:

29.0% 29.0% 29.0%

21.0% 21.0% 21.0%

Wroxham Road

Drawing title:

0.0% 32.5% 17.5%

Spixworth Road

Buxton Road

0.0% 17.5%

0.0% 10.0%

32.5%

2032 AM PEAK RESIDENTIAL DEVELOPMENT DISTRIBUTION WITH NNDR

2032

Job Title:

Client:

NORTH SPROWSTON & OLD CATTON

BEYOND GREEN

North Walsham Road

28.0% 38.0%

30.0% 30.0%

21.00% 21.00%

NTS AF AF

July 2012 VN18592

1st Issued: Job Number:

Drawn by:

Ckd/Appd:

CW JAN 2010

N.T.S. PH

High Street

Scale: Ckd/Appd:

Old Catton North Walsham Main Square Wroxham

Scale:

28.0% 28.0%

N.Walsham Road

Wroxham Road

Drg no:

APPENDIX D.11

Full extension:

0.0% 10.0% 28.0% 28.0%

14.0% 14.0% 21.0% 21.0%

Wroxham Road

Drawing title:

22.0%

Spixworth Road

22.0% 20.0%

0.0%

Buxton Road

28.0%

0.0% 0.0%

2032 PM PEAK RESIDENTIAL DEVELOPMENT DISTRIBUTION WITH NNDR

2032

Job Title:

Client:

28.0%

NORTH SPROWSTON & OLD CATTON

BEYOND GREEN

14.0% 30.0%

North Walsham Road

28.0% 28.0%

NTS AF AF

July 2012 VN18592

1st Issued: Job Number:

Drawn by:

Ckd/Appd:

CW JAN 2010

N.T.S. PH

High Street

Scale: Ckd/Appd:

Old Catton North Walsham Main Square Wroxham

Scale:

29.0% 29.0%

21.0% 21.0%

N.Walsham Road

Wroxham Road

Drg no:

APPENDIX D.11

Full extension:

0.0% 8.0% 29.0% 29.0%

14.0% 14.0% 21.0% 21.0%

Wroxham Road

Drawing title:

Spixworth Road

0 0 0

2032 Total Employment Development Flows AM

0 0 0

Buxton Road

Job Title:

Client:

North Walsham Road

NORTH SPROWSTON & OLD CATTON

BEYOND GREEN

1 0 2

AF AF

July 2012 VN18592

1st Issued: Job Number:

Drawn by:

Ckd/Appd:

CW JAN 2010

N.T.S. PH

High Street

Scale: Ckd/Appd:

Old Catton North Walsham Main Square Wroxham

NTS

Scale:

0 0 0

N.Walsham Road

Wroxham Road

Drg no:

APPENDIX D.11

Full extension:

2 2

Wroxham Road

Drawing title:

Spixworth Road

0 0 0

2032 Total Employment Development Flows PM

0 0 0

Buxton Road

Job Title:

Client:

North Walsham Road

NORTH SPROWSTON & OLD CATTON

BEYOND GREEN

2 0 3

9 0 13

NTS AF AF

July 2012 VN18592

1st Issued: Job Number:

Drawn by:

Ckd/Appd:

CW JAN 2010

N.T.S. PH

High Street

Scale: Ckd/Appd:

Old Catton North Walsham Main Square Wroxham

Scale:

N.Walsham Road

Wroxham Road

Drg no:

APPENDIX D.11

Full extension:

11 16

Wroxham Road

Drawing title:

Spixworth Road

0 0 47

2032 Total Residential Development Flows AM

0 0 36

Buxton Road

Job Title:

Client:

North Walsham Road

NORTH SPROWSTON & OLD CATTON

BEYOND GREEN

100

142 0 202

AF AF

July 2012 VN18592

1st Issued: Job Number:

Drawn by:

Ckd/Appd:

CW JAN 2010

N.T.S. PH

High Street

Scale: Ckd/Appd:

Old Catton North Walsham Main Square Wroxham

NTS

Scale:

89 0 0

N.Walsham Road

Wroxham Road

Drg no:

APPENDIX D.11

Full extension:

186 200

Wroxham Road

Drawing title:

Spixworth Road

0 0 21

2032 Total Residential Development Flows PM

0 0 16

Buxton Road

Job Title:

Client:

North Walsham Road

NORTH SPROWSTON & OLD CATTON

BEYOND GREEN

64 0 92

101

AF AF

July 2012 VN18592

1st Issued: Job Number:

Drawn by:

Ckd/Appd:

CW JAN 2010

N.T.S. PH

High Street

Scale: Ckd/Appd:

Old Catton North Walsham Main Square Wroxham

NTS

Scale:

140

40 0 0

N.Walsham Road

Wroxham Road

133

Drg no:

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Full extension:

146

84 91

Wroxham Road

Spixworth Road

0 0 47

2032 Total Employment + Resi Flows AM including NDR

Drawing title:

0 0 36

Buxton Road

Job Title:

Client:

North Walsham Road

NORTH SPROWSTON & OLD CATTON

BEYOND GREEN

100

143 0 204

AF AF

July 2012 VN18592

1st Issued: Job Number:

Drawn by:

Ckd/Appd:

CW JAN 2010

N.T.S. PH

High Street

Scale: Ckd/Appd:

Old Catton North Walsham Main Square Wroxham

NTS

Scale:

89 0 0

N.Walsham Road

Wroxham Road

Drg no:

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Full extension:

103

188 202

Wroxham Road

Spixworth Road

0 0 21

2032 Total Employment + Resi Flows PM including NDR

Drawing title:

0 0 16

Buxton Road

Job Title:

Client:

North Walsham Road

NORTH SPROWSTON & OLD CATTON

BEYOND GREEN

73 0 105

103

AF AF

July 2012 VN18592

1st Issued: Job Number:

Drawn by:

Ckd/Appd:

CW JAN 2010

N.T.S. PH

High Street

Scale: Ckd/Appd:

Old Catton North Walsham Main Square Wroxham

NTS

Scale:

142

43 0 3

N.Walsham Road

Wroxham Road

135

Drg no:

APPENDIX D.11

Full extension:

148

96 106

Wroxham Road

North Sprowston and Old Catton APPENDICES Appendix D.12: Development Traffic Flow Diagrams

NSOC TA APPENDICES 161012 SKM Colin Buchanan

Drawing title:

0.0%

2017 AM PCU Development Distribution No NDR

0.0%

Church St

Job Title:

Client:

0.0%

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

0.0%

0.0% 0.0%

0.0%

0.0% #####

0.0%

15.5%

0.0%

27.4%

0.0%

19.6%

16.3%

0.0%

36.5%

73.9%

0.0%

73.9%

0.0%

31.0%

40.5%

0.0%

73.9%

42.4%

18.1% 0.0%

9.5%

6.3%

0.0%

0.01 0.01

IG Drawn by:

Arm A Arm B

NTS

10.8%

0.0%

Scale:

0.0%

24.8%

21.1%

29.5%

0.0%

74.1%

0.0%

74.1%

33.8%

0.0%

74.1%

0.0%

Beeston Lane

Job Number:

1st Issued:

Ckd/Appd:

School Lane

0.0%

VN18592

53.8%

0.0%

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street 7.5% 0.0% 16.2%

North Walsham

33.3%

32.3%

0.0%

11.4%

0.0%

Fifters Lane

0.0%

16.7%

12.5%

0.0%

26.2%

0.0%

0.0% 0.0%

0.0%

Cromer

Beechwoods

Lodge Lane / Repton Ave

0.0%

0.0% 0.0%

1.3%

0.0%

25.9%

0.0%

0.1%

0.0%

0.1% 0.0%

0.0%

14.6%

0.0%

The

0.0%

Reepham Road

0.0%

0.0% 0.0%

0.0%

St Faith's Road

0.0%

Spixworth Road

25.8%

25.5%

0.0%

10.8%

19.6%

53.8%

0.0%

74.2%

0.0%

74.2%

53.6%

0.0%

0.1%

74.2%

0.0%

53.6%

20.4%

0.0%

24.8%

4.3%

0.0%

0.1%

0.0%

20.3%

0.0%

Salhouse Road

Falcon Road

0.0%

Blue Boar

Committed

Drg no:

APPENDIX D.12

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0.0%

21.1%

8.7%

24.5%

Wroxham Road

53.6%

0.0%

Full extension:

0.0%

53.8%

0.0%

25.8%

Wroxham Road

Drawing title:

0.0%

2017 AM PCU Development Distribution With NDR

0.0%

Church St

Job Title:

Client:

0.0%

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

0.0%

0.0% 0.0%

0.0%

0.0% #####

0.0%

13.1%

0.0%

21.4%

0.0%

15.3%

12.8%

0.0%

28.8%

58.3%

0.0%

58.3%

0.0%

23.8%

31.8%

0.0%

58.3%

42.4%

14.1% 0.0%

15.5%

10.2%

0.0%

0.01 0.00

IG Drawn by:

Arm A Arm B

NTS

8.4%

0.0%

Scale:

0.0%

19.4%

16.7%

23.0%

0.0%

57.9%

0.0%

57.9%

26.4%

0.0%

57.9%

0.0%

Beeston Lane

Job Number:

1st Issued:

Ckd/Appd:

School Lane

0.0%

VN18592

42.1%

0.0%

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street 12.2% 0.0% 12.8%

North Walsham

33.3%

25.5%

0.0%

18.5%

0.0%

Fifters Lane

0.0%

26.2%

19.7%

0.0%

41.6%

0.0%

0.0% 0.0%

0.0%

Cromer

Beechwoods

Lodge Lane / Repton Ave

0.0%

0.0% 0.0%

0.6%

0.0%

41.9%

0.0%

0.2%

0.0%

0.2% 0.0%

0.1%

0.0%

23.6%

0.0%

The

0.0%

0.1%

0.0%

Reepham Road

0.0%

0.0% 0.0%

0.0%

St Faith's Road

0.0%

Spixworth Road

41.9%

20.0%

0.0%

8.4%

15.3%

42.1%

0.0%

58.1%

0.0%

58.1%

42.0%

0.0%

0.1%

58.1%

0.0%

42.0%

16.0%

0.0%

19.4%

3.4%

0.0%

0.1%

0.0%

15.9%

0.0%

Salhouse Road

Falcon Road

0.0%

Blue Boar

Committed

Drg no:

APPENDIX D.12

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0.0%

16.7%

6.8%

19.2%

Wroxham Road

42.0%

0.0%

Full extension:

0.0%

42.1%

0.0%

41.9%

Wroxham Road

Drawing title:

0.0%

2017 PM PCU Development Distribution No NDR

0.0%

Church St

Job Title:

Client:

0.0%

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

0.0%

0.0% 0.0%

0.0%

0.0% #####

0.0%

0.9%

0.0%

32.4%

0.0%

15.5%

12.8%

0.0%

36.4%

73.8%

0.0%

73.8%

0.0%

40.5%

32.6%

0.0%

73.8%

33.6%

21.4% 0.0%

11.7%

7.7%

0.0%

0.01 0.01

IG Drawn by:

Arm A Arm B

NTS

21.9%

0.0%

Scale:

0.0%

24.9%

24.6%

23.4%

0.0%

74.2%

0.0%

74.2%

28.9%

0.0%

74.2%

0.0%

Beeston Lane

Job Number:

1st Issued:

Ckd/Appd:

School Lane

0.0%

VN18592

46.3%

0.0%

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street 6.7% 0.0% 14.1%

North Walsham

40.8%

28.1%

0.0%

10.1%

0.0%

Fifters Lane

0.0%

14.4%

10.8%

0.0%

26.0%

0.0%

0.0% 0.0%

0.0%

Cromer

Beechwoods

Lodge Lane / Repton Ave

0.0%

0.0% 0.0%

13.5%

0.0%

25.8%

0.0%

0.0% 0.0%

0.1%

0.0%

15.7%

0.0%

The

0.0%

0.1%

0.0%

Reepham Road

0.0%

0.0% 0.0%

0.0%

St Faith's Road

0.0%

Spixworth Road

25.8%

22.8%

0.0%

21.9%

15.5%

46.3%

0.0%

73.9%

0.0%

73.9%

74.2%

51.4%

0.0%

74.2%

0.0%

51.4%

22.6%

0.0%

24.9%

5.3%

0.0%

27.6%

0.0%

Salhouse Road

Falcon Road

0.0%

Blue Boar

Committed

Drg no:

APPENDIX D.12

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v15.xlsx]

0.0%

24.6%

8.0%

21.2%

Wroxham Road

51.4%

0.0%

Full extension:

0.0%

46.3%

0.0%

26.1%

Wroxham Road

Drawing title:

0.0%

2017 PM PCU Development Distribution With NDR

0.0%

Church St

Job Title:

Client:

0.0%

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

0.0%

0.0% 0.0%

0.0%

0.0% #####

0.0%

0.9%

0.0%

24.8%

0.0%

11.9%

10.0%

0.0%

28.4%

57.6%

0.0%

57.6%

0.0%

31.9%

25.6%

0.0%

57.6%

33.6%

16.4% 0.0%

18.6%

12.3%

0.0%

0.01 0.00

IG Drawn by:

Arm A Arm B

NTS

17.4%

0.0%

Scale:

0.0%

19.5%

19.2%

18.6%

0.0%

58.9%

0.0%

58.9%

22.9%

0.0%

58.9%

0.0%

Beeston Lane

Job Number:

1st Issued:

Ckd/Appd:

School Lane

0.0%

VN18592

35.4%

0.0%

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street 10.3% 0.0% 11.1%

North Walsham

40.8%

22.2%

0.0%

15.6%

0.0%

Fifters Lane

0.0%

23.9%

17.9%

0.0%

42.3%

0.0%

0.0% 0.0%

0.0%

Cromer

Beechwoods

Lodge Lane / Repton Ave

0.0%

0.0% 0.0%

11.1%

0.0%

41.2%

0.0%

0.0% 0.0%

0.2%

0.0%

25.6%

0.0%

The

0.0%

0.2%

0.0%

Reepham Road

0.0%

0.0% 0.0%

0.0%

St Faith's Road

0.0%

Spixworth Road

41.9%

17.4%

0.0%

17.4%

11.9%

35.4%

0.0%

56.5%

0.0%

56.5%

58.1%

40.3%

0.0%

0.1%

58.1%

0.0%

40.3%

17.7%

0.0%

19.5%

4.2%

0.0%

21.1%

0.0%

Salhouse Road

Falcon Road

0.0%

Blue Boar

Committed

Drg no:

APPENDIX D.12

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v15.xlsx]

0.0%

19.2%

6.1%

16.6%

Wroxham Road

40.3%

0.0%

Full extension:

0.0%

35.4%

0.0%

43.5%

Wroxham Road

Drawing title:

0.0%

23.1%

0.0%

40.1%

30.3%

2032 AM PCU Development Distribution With NDR

0.0%

15.9%

30.4%

0.0%

46.2%

0.0%

0.0% 70.0%

0.0%

70.0%

Church St

Job Title:

Client:

0.0%

80.2%

0.0%

80.2%

23.3%

0.0%

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

0.0%

30.4%

0.0%

23.3%

0.0% 0.0%

93.4%

0.0%

80.2%

6.6%

0.0%

100.0%

0.0%

0.0% #####

0.0%

1.7%

0.0%

40.9%

0.0%

23.3%

0.0%

53.4%

0.0%

53.4%

0.0%

10.8%

18.7%

0.0%

53.4%

43.2%

27.0% 0.0%

29.7%

19.6%

0.0%

0.00 0.01

IG Drawn by:

Arm A Arm B

NTS

0.0%

Scale:

0.0%

26.4%

0.0%

56.8%

0.0%

56.8%

30.4%

0.0%

56.8%

0.0%

Beeston Lane

Job Number:

1st Issued:

Ckd/Appd:

School Lane

0.0%

VN18592

38.7%

0.0%

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street 17.6% 0.0% 19.1%

North Walsham

38.2%

38.1%

0.0%

26.7%

6.6%

0.0%

Fifters Lane

0.0%

16.8%

12.6%

0.0%

46.4%

0.0%

0.0% 56.6%

0.0%

40.1%

0.0%

Cromer

Beechwoods

Lodge Lane / Repton Ave

0.0%

19.8%

0.0%

0.0% 0.0%

0.0%

43.1%

43.4%

0.0%

0.2%

0.0%

59.6%

0.0%

0.2% 0.0%

0.1%

0.0%

16.6%

0.0%

The

40.4%

0.0%

0.1%

0.0%

19.8%

30.1%

0.0%

Reepham Road

0.0%

0.0% 0.0%

0.0%

St Faith's Road

0.0%

Spixworth Road

48.2%

28.9%

4.5%

0.0%

38.7%

0.0%

53.4%

0.0%

53.4%

51.8%

37.4%

0.0%

0.1%

51.8%

0.0%

37.4%

14.3%

0.0%

5.6%

2.0%

0.1%

0.0%

######

0.0%

14.6%

0.0%

7.8%

0.0%

Salhouse Road

Falcon Road

0.0%

Blue Boar

Committed

Drg no:

APPENDIX D.12

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v15.xlsx]

0.0%

9.8%

31.8%

Wroxham Road

37.4%

0.0%

Full extension:

0.0%

38.7%

0.0%

46.6%

Wroxham Road

Drawing title:

0.0%

20.6%

0.0%

43.1%

29.0%

2032 PM PCU Development Distribution With NDR

0.0%

12.2%

51.9%

0.0%

41.1%

0.0%

0.0% 62.3%

0.0%

62.3%

Church St

Job Title:

Client:

0.0%

86.1%

0.0%

86.1%

20.8%

0.0%

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

0.0%

51.9%

0.0%

20.8%

0.0% 0.0%

83.1%

0.0%

86.1%

16.9%

0.0%

100.0%

0.0%

0.0% 6.9%

0.0%

40.1%

0.0%

20.8%

0.0%

52.8%

0.0%

52.8%

0.0%

12.7%

16.7%

0.0%

52.8%

40.2%

26.5% 0.0%

29.1%

19.2%

0.0%

0.00 0.01

IG Drawn by:

Arm A Arm B

NTS

0.0%

Scale:

0.0%

27.9%

0.0%

56.8%

0.0%

56.8%

51.9%

0.0%

56.8%

0.0%

Beeston Lane

Job Number:

1st Issued:

Ckd/Appd:

School Lane

0.0%

VN18592

32.7%

0.0%

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street 17.9% 0.0% 19.5%

North Walsham

41.1%

39.0%

0.0%

27.1%

0.0%

Fifters Lane

0.0%

18.1%

13.6%

0.0%

46.9%

0.0%

0.0% 56.8%

16.9%

0.0%

43.1%

0.0%

Cromer

Beechwoods

Lodge Lane / Repton Ave

0.0%

13.9%

0.0%

0.0% 0.0%

1.1%

0.0%

43.1%

43.2%

0.0%

59.3%

0.0%

0.0% 0.0%

0.3%

0.0%

16.0%

0.0%

The

40.7%

0.0%

0.3%

0.0%

13.9%

36.1%

0.0%

Reepham Road

0.0%

0.0% 0.0%

0.0%

St Faith's Road

0.0%

Spixworth Road

47.5%

24.3%

3.1%

0.0%

32.7%

0.0%

52.3%

0.0%

52.3%

52.5%

36.4%

0.0%

52.5%

0.0%

36.4%

16.0%

0.0%

7.3%

2.3%

0.0%

######

0.0%

19.6%

0.0%

6.2%

0.0%

Salhouse Road

Falcon Road

0.0%

Blue Boar

Committed

Drg no:

APPENDIX D.12

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v15.xlsx]

0.0%

8.5%

29.1%

Wroxham Road

36.4%

0.0%

Full extension:

0.0%

32.7%

0.0%

47.7%

Wroxham Road

North Sprowston and Old Catton APPENDICES

Appendix E: 2017

NSOC TA APPENDICES 161012 SKM Colin Buchanan

North Sprowston and Old Catton APPENDICES Appendix E.1: Adjustment Factors for 2017 and 2032

NSOC TA APPENDICES 161012 SKM Colin Buchanan

Drawing Title

2017 and 2018 Adjustment Factor Link Points

Job Title

Client

NORWICH

BEYOND GREEN

Job No:

DP Ckd/Appd:

Scale: 1st Issued:

SRS

Drawn by:

Vn18592

OCT 12

NTS

Drg No:

APPENDIX E.1

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.3

File Extension:

363

24 1658 1660

9372 9429 10077 9678 9218

2909 2530

23a 1656 5307 23b 5307 1657 23

5480 1525 1526 1527 1529

3991 3539 3706

22a 2060 5464 22b 5464 2063 22c 7671 2064 22

1522 5480 1525 1526 1528

1924 2437

21a 2058 5466 21b 5466 2061 21

25a 25b 25c 25d 25e 25

140 528

6982 5119 2934 2833 2097 4833 0 7044 5947 2757 2394 5533 7789 6375 8511 6538 5124 0

20a 7547 20b 7547 2057 20

Beyond Green 1 1529 3624 2 1655 1656 3 1656 7549 4 1657 5320 5 5478 7008 6dm 2061 2100 6ds 2061 6713 7 2060 2061 8 7620 1660 9 3599 1658 10 1658 1659 11 1660 1532 12 1470 1534 13 1666 2064 14 2064 2065 15 2065 4700 16 4700 2101 17 6713 2100

10319 10869 11428 12173 11440

2043

2092 1659

4271 3839 4097

2417 2897

135 502

6920 4204 2833 2567 1369 6036 0 7774 4932 2115 72 6299 7787 6623 9141 6741 5789 0

2006 Base AADT

19691 20299 21506 21851 20658

2406

5001 4189

8261 7378 7803

4341 5335

275 1030

13903 9323 5767 5400 3466 10869 0 14818 10879 4872 2466 11832 15576 12998 17652 13279 10913 0

4656 4267 4515

3796 3382 3522

10341 10526 11388 10909 9962

490 10673 11397 12179 12618 12304

2271

2244 1790

2451 2941

2146 2671

2588 2147

356 796

7534 4466 3105 2474 2088 0 5576 7764 5100 2333 63 6304 8749 7847 10706 8434 5426 5531

194 619

7396 4829 3120 2325 1966 0 4820 7305 6514 2871 2374 5933 8573 7716 9593 7748 4866 4787

2017 DM AADT

21014 21923 23568 23527 22267

2761

4832 3938

8452 7649 8037

4597 5612

550 1415

14930 9295 6225 4799 4055 0 10396 15069 11614 5204 2436 12237 17322 15563 20300 16182 10292 10318

8447 8540 9279 8862 8367

262

1608 1373

2068 1480 1577

1879 2936

320 981

6183 4306 3001 2356 1293 0 4795 4162 4511 2065 1803 4248 6890 6407 6878 6645 7389 4809

9451 10096 10760 11522 11448

1458

795 866

2125 1561 1756

1103 2127

202 774

6341 3101 2603 2231 1829 0 4485 4641 3934 1655 197 4976 7754 6206 6866 6356 7037 4473

2017 DS AADT

17898 18636 20039 20384 19814

1720

2403 2239

4193 3041 3333

2981 5063

522 1755

12523 7406 5605 4588 3123 0 9281 8803 8445 3720 2000 9224 14644 12613 13744 13001 14426 9282

0.8517 0.8501 0.8503 0.8664 0.8899 0.8617

0.6229

0.4974 0.5685 0.5329

0.4962 0.3975 0.4148 0.4361

0.6485 0.9022 0.7754

0.9500 1.2402 1.0951

0.8927 0.5842 0.7272 0.7147 0.8210 0.7538 0.8454 0.8105 0.6771 0.8034 1.4017 0.8996

0.8388 0.7968 0.9003 0.9559 0.7701

2017 factors

11408 11581 12560 12204 10893

985

3593 3140

4285 3808 3896

2652 3096

277 953

8603 6221 3380 2942 2186 0 7780 9613 8643 3730 2746 7998 11902 12028 14315 13030 8729 5879

11758 12451 13269 13788 13276

1908

1990 1666

5757 5297 5480

3080 3450

819 1376

7931 5017 3820 3180 2522 0 9156 10590 6766 1975 69 7347 12379 11677 15601 13290 9383 6437

2032 DM AADT

23166 24032 25829 25993 24169

2893

5583 4806

10042 9105 9377

5732 6546

1096 2329

16534 11237 7200 6122 4708 0 16936 20203 15409 5705 2814 15345 24281 23705 29916 26320 18112 12316

8890 8984 9804 9362 8770

390

1889 1703

2828 2192 2305

2364 3578

395 1272

7088 4848 3197 2905 1975 0 7317 6550 6404 2339 1945 6059 8439 9130 10044 9793 9717 7415

10538 11174 11842 12347 11885

1566

1024 1179

3240 2615 2829

1556 2697

243 989

6789 3567 2779 2810 2562 0 7467 7568 5116 1867 300 6062 9820 8302 9746 9267 8933 6786

2032 DS AADT

19428 20157 21645 21709 20655

1956

2913 2883

6068 4807 5134

3920 6276

638 2260

13877 8414 5976 5715 4537 0 14783 14118 11520 4205 2246 12121 18259 17432 19790 19059 18650 14201

0.8387 0.8388 0.8380 0.8352 0.8546 0.8410

0.6763

0.5217 0.5998 0.5608

0.6042 0.5279 0.5476 0.5599

0.6839 0.9586 0.8213

0.5822 0.9707 0.7765

0.8729 0.6988 0.7476 0.7371 0.7980 0.7899 0.7520 0.7354 0.6615 0.7241 1.0297 1.1531

0.8393 0.7488 0.8299 0.9334 0.9637

2032 factors

8399 8141 8248

6704

9392

3919

30a 1537 1538 30b 1538 7633 30c 1539 1540

31 7009 1655

32 5439 1557

33 1644 1524

6304

7084

5751

9180 8615 8629

12745 11968 11979

10224

16476

12454

17579 16756 16877

23467 21981 22643

27070 27048

1522 1529 1531 1532 1534 1537

1364 1370 3568 1401 5458 1417

6884 2019 586 5115 7058 4608

7748 2673 1000 4262 6014 4771

14632 4692 1586 9377 13072 9379

10722 10013 10664

29a 1534 1535 29b 1535 1536 29c 1536 1537

14009 14009

28738

40 41 42 43 44 45

13060 13038

28a 1532 1533 28b 1533 7672 28

14038

27133 26836

17236 10369 2302

14700

27 1531 7652

14500 14455

34 1521 1522 7868.933 9366.778 35 2065 7691 4968.63 5400.311 36 1665 7611 1028.124 1274.17

12634 12381

26a 1529 1530 26b 1530 7651 26

5799

7137

7299 2577 636 5222 7782 4321

7897 3534 479 4067 6784 5940

7504.505 9996.841 5035.98 5464.004 1156.72 1461.024

6756

6591

7164

7159

10338 9803 9964

9849 9597 9603

14094 13297 13120

15175 15175

14052 13961

11695 10779 11057

15134

15122 14972

15540

13624 13230

15195 6110 1115 9289 14566 10262

17501 10500 2618

12937

13915

13755

20187 19400 19567

25789 24076 24177

29226 29136

30673

28746 28202

5997

6130

2816

8381 7890 8005

11030 10178 10234

11949 11949

12101

13105 12534

7432 2192 393 3663 6520 4026

7921 2889 832 3051 5971 5166

7252.579 8716.352 2908.676 3181.055 766.9052 667.9204

6994

5205

4309

7193 6967 7090

8112 7353 7738

10442 10445

11935

10791 10328

15354 5081 1224 6714 12490 9192

15969 6090 1435

12991

11336

7126

15574 14857 15095

19142 17531 17972

22391 22394

24036

23895 22861

1.0104 0.8315 1.0985 0.7228 0.8575 0.8957

0.9124 0.5800 0.5481

1.0042

0.8146

0.5180

0.7715 0.7658 0.7715 0.7696

0.7422 0.7281 0.7434 0.7379

0.7661 0.7686 0.7674

0.7836

0.8312 0.8106 0.8209

6148

7916

7718

11278 10902 11032

14049 13170 13320

16116 16116

16672

16684 16437

7523 2548 830 6707 9373 5464

8481 4114 595 4804 8692 7079

9732.929 11742 5947.934 6973.01 1614.883 1425.649

7209

7778

8374

10754 10682 10680

11835 11147 12154

15303 15476

17166

14813 14486

16004 6662 1425 11511 18065 12543

21475 12921 3041

13356

15694

16092

22032 21584 21712

25884 24317 25474

31419 31592

33838

31498 30922

6625

6481

3467

9295 8864 8966

12349 11597 11369

12711 12711

13277

13862 13257

7473 2401 717 4435 7947 4827

7812 3302 694 3715 8041 6868

8848.057 10916.48 3415.82 3649.468 1243.54 1030.085

7033

6352

4650

9097 8858 8776

9453 8770 9297

11083 11111

12375

11182 10722

15285 5702 1411 8150 15989 11695

19765 7065 2274

13658

12833

8117

18391 17723 17741

21802 20367 20666

23794 23823

25652

25044 23979

0.9551 0.8560 0.9903 0.7080 0.8851 0.9324

0.9204 0.5468 0.7478

1.0226

0.8177

0.5044

0.8348 0.8211 0.8171 0.8243

0.8423 0.8375 0.8113 0.8304

0.7573 0.7541 0.7557

0.7581

0.7951 0.7755 0.7853

North Sprowston and Old Catton APPENDICES Appendix E.2: 2017 Background Growth Traffic Flow Diagrams

NSOC TA APPENDICES 161012 SKM Colin Buchanan

Drawing title:

2017 Growth PCU NDR AM

Church St

Job Title:

Client:

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

0 0

0.36 0.00

IG Drawn by:

Arm A Arm B

NTS Scale:

North Walsham

Fifters Lane

0 0

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

0 0

The Paddocks

Reepham Road

0 0

St Faith's Road

Spixworth Road

0 0 0

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

Salhouse Road

Falcon Road

Drg no:

APPENDIX E.2

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

Wroxham Road

Full extension:

Wroxham Road

Drawing title:

2017 Growth PCU NDR PM

Church St

Job Title:

Client:

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

0 0

0.18 0.02

IG Drawn by:

Arm A Arm B

NTS Scale:

North Walsham

Fifters Lane

0 0

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

0 0

The Paddocks

Reepham Road

0 0

St Faith's Road

Spixworth Road

0 0 0

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

Salhouse Road

Falcon Road

Drg no:

APPENDIX E.2

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

Wroxham Road

Full extension:

Wroxham Road

Drawing title:

2017 Growth PCU NO NDR AM

Church St

Job Title:

Client:

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

0 0

0.47 0.04

IG Drawn by:

Arm A Arm B

NTS Scale:

North Walsham

Fifters Lane

0 0

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

0 0

The Paddocks

Reepham Road

0 0

St Faith's Road

Spixworth Road

0 0 0

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

Salhouse Road

Falcon Road

Drg no:

APPENDIX E.2

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

Wroxham Road

Full extension:

Wroxham Road

Drawing title:

2017 Growth PCU NO NDR PM

Church St

Job Title:

Client:

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

0 0

0.24 0.07

IG Drawn by:

Arm A Arm B

NTS Scale:

North Walsham

Fifters Lane

0 0

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

0 0

The Paddocks

Reepham Road

0 0

St Faith's Road

Spixworth Road

0 0 0

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

Salhouse Road

Falcon Road

Drg no:

APPENDIX E.2

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

Wroxham Road

Full extension:

Wroxham Road

494

212

Drawing title:

117

173

156

271

594

170

207

Base + 2017 Growth AM No NDR

120

420

108

1003

109

723

708

0 111

362

192

Church St

Job Title:

Client:

439

1005

110

520

640

157

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

1486

190

676

437

200

111

167

538

119

122

727

204

364

397

1018

206

314

102

288

193

404

330

364

0 0

21.35 5.24

IG Drawn by:

Arm A Arm B

NTS Scale:

1122

118

312

660

129

252

518

673

359

531

114

North Walsham

721

418

Fifters Lane

646

0 0

214

551

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

31 24

166

0 0

362

570

0 1

187

The Paddocks

187

638

421

Reepham Road

0 0

St Faith's Road

565

Spixworth Road

0 0 0

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

381

283

220

932

214

490

484

430

660

258

596

674

572

173

376

145

181

268

733

227

351

144

382

572

106

374

Salhouse Road

Falcon Road

Drg no:

APPENDIX E.2

143

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

174

784

100

371

Wroxham Road

469

Full extension:

217

121

436

511

433

Wroxham Road

747

140

Drawing title:

377

147

681

516

224

Base + 2017 Growth PM No NDR

735

320

245

216

579

456

0 59

388

Church St

Job Title:

Client:

410

1131

223

432

123

137

114

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

1098

207

270

228

139

177

135 310

110

109

352

360

249

155

310

539

240

683

149

953

137

206

390

594

129

514

346

241

102

613

683

0 0

21.06 7.84

IG Drawn by:

Arm A Arm B

NTS Scale:

922

263

163

376

510

308

371

200

319

153

North Walsham

401

429

Fifters Lane

353

0 0

843

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

104 50

116

0 0

682

294

1 2

414

The Paddocks

413

712

417

Reepham Road

0 0

St Faith's Road

263

Spixworth Road

0 0 0

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

117

381

435

133

776

304

757

129

349

549

644

472

557

563

606

204

294

227

337

184

688

271

628

206

269

608

215

Salhouse Road

Falcon Road

Drg no:

APPENDIX E.2

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

171

867

148

258

Wroxham Road

480

Full extension:

283

567

498

612

Wroxham Road

498

172

Drawing title:

138

156

234

308

173

Existing + 2017 Growth AM With NDR PCU

826

345

625

593

0 59

312

184

Church St

Job Title:

Client:

367

824

427

457

121

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

1164

136

646

92 42

337

219

129

414

592

184

325

311

797

147

235

209

113

313

193

325

0 0

16.39 3.76

IG Drawn by:

Arm A Arm B

NTS Scale:

862

234

478

109

303

601

269

310

North Walsham

644

649

341

Fifters Lane

581

0 0

234

474

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

24 26

182

0 0

326

439

0 1

144

The Paddocks

144

583

384

Reepham Road

0 0

St Faith's Road

435

Spixworth Road

0 0 0

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

258

242

168

715

165

409

213

344

541

172

830

939

395

141

316

129

163

198

540

169

337

140

381

438

375

Salhouse Road

Falcon Road

Drg no:

APPENDIX E.2

134

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

131

579

320

Wroxham Road

385

109

Full extension:

188

102

349

346

611

Wroxham Road

484

172

Drawing title:

136

163

228

292

173

Existing + 2017 Growth AM With NDR VEH

811

341

612

583

0 63

304

188

Church St

Job Title:

Client:

346

788

427

475

119

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

1138

133

663

92 37

342

217

124

410

591

180

315

306

779

142

223

198

110

315

185

315

0 0

16.13 3.62

IG Drawn by:

Arm A Arm B

NTS Scale:

848

235

482

109

300

586

268

308

North Walsham

629

634

306

Fifters Lane

575

0 0

240

455

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

22 25

182

0 0

315

434

0 1

139

The Paddocks

139

560

357

Reepham Road

0 0

St Faith's Road

430

Spixworth Road

0 0 0

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

251

241

167

707

158

398

211

333

535

169

819

928

387

137

315

124

166

199

527

167

327

138

375

424

378

Salhouse Road

Falcon Road

Drg no:

APPENDIX E.2

128

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

132

568

319

Wroxham Road

379

109

Full extension:

187

100

339

343

591

Wroxham Road

755

114

Drawing title:

300

127

355

267

188

Existing + 2017 Growth PM With NDR PCU

602

263

204

181

497

382

0 31

335

Church St

Job Title:

Client:

342

927

183

309

100

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

860

129

193

218

133

136

105 296

120

280

277

192

120

165

440

216

610

117

747

107

155

282

446

374

202

187

358

610

0 0

16.15 5.63

IG Drawn by:

Arm A Arm B

NTS Scale:

707

202

123

273

222

180

331

151

186

115

North Walsham

358

361

349

Fifters Lane

318

0 0

727

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

80 55

127

0 0

614

226

1 2

319

The Paddocks

318

650

380

Reepham Road

0 0

St Faith's Road

203

Spixworth Road

0 0 0

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

100

252

371

102

598

228

630

105

152

437

518

319

772

781

409

164

248

204

300

136

510

202

626

204

269

468

209

Salhouse Road

Falcon Road

Drg no:

APPENDIX E.2

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

129

640

108

216

Wroxham Road

380

Full extension:

246

450

338

854

Wroxham Road

761

118

Drawing title:

305

124

353

271

183

Existing + 2017 Growth PM With NDR VEH

599

261

206

183

486

376

0 32

336

Church St

Job Title:

Client:

340

927

202

320

101

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

856

128

199

219

133

137

102 300

113

285

276

191

121

164

432

219

611

118

748

108

152

283

448

372

206

191

359

611

0 0

16.15 5.64

IG Drawn by:

Arm A Arm B

NTS Scale:

707

203

122

274

225

180

327

150

187

115

North Walsham

354

356

336

Fifters Lane

317

0 0

727

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

80 55

129

0 0

614

225

1 2

317

The Paddocks

317

644

364

Reepham Road

0 0

St Faith's Road

201

Spixworth Road

0 0 0

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

103

247

376

104

599

228

633

106

153

432

510

323

769

778

402

165

246

206

306

136

512

202

626

203

268

464

211

Salhouse Road

Falcon Road

Drg no:

APPENDIX E.2

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

131

642

111

214

Wroxham Road

373

Full extension:

249

450

336

845

Wroxham Road

North Sprowston and Old Catton APPENDICES Appendix E.3: 2017 Baseline Traffic Link Flows, AADT & AAWT

NSOC TA APPENDICES 161012 SKM Colin Buchanan

Period 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 24 hr

LINK

Period 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 24 hr

LINK

2017 Baseline Without NNDR AAWT

2017 Baseline Without NNDR AADT

Page 1 of 1

Mile Cross Lane – Chartwell Road – Chartwell Road – North Walsham Road Wroxham Road – St Faith’s Road – Constitution Hill – Wroxham Road – Barkers Lane – West White Woman Lane Blue Boar Lane – Country Park Access Spixworth Road – East of Partridge East of Swinbourne East of Constitution Mousehold Lane – St Faith’s Road – Buxton Road – North – North of Beeston North of Access to North of Miles Cross South of Parkland North of Porter’s of Cozens-Hardy – West of Longe Lodge Lane – West Fifers Lane – West of Church Street – East George Hill – East of South of Wroxham Road – South of North of Chartwell Falcon Road – North Way Close Hill South of Alford Grove North of Cemetery of Beeston Lane Lane Country Park Lane Road Loke Road Road of the Paddocks St Faith’s Road of St Faith’s Road Beeches Close Road Wroxham Road Road of Martin Close 139 169 177 184 1 25 69 52 100 109 115 41 25 22 90 21 28 66 6 9 10 90 112 101 96 1 12 40 30 64 65 62 18 11 8 57 12 13 31 5 10 7 78 95 69 72 1 9 26 22 42 45 43 10 8 5 35 6 9 19 2 6 3 87 108 73 60 1 9 27 22 46 44 47 9 6 5 42 9 6 21 3 8 4 118 156 127 110 0 15 39 31 77 54 55 16 11 5 70 9 6 28 1 8 6 287 416 425 352 1 44 104 96 274 133 155 54 39 30 260 44 28 104 9 33 15 585 808 812 601 8 127 278 270 531 371 385 146 104 91 513 118 68 236 20 84 40 1212 1627 1671 1267 18 453 702 739 1010 821 907 491 321 251 1021 251 183 721 62 257 116 1416 1865 2002 1684 31 549 723 833 1176 967 1145 675 507 450 1218 295 265 1053 87 364 240 1313 1675 1872 1638 27 395 682 709 1153 980 1140 589 395 352 1178 290 239 1063 89 204 138 1289 1606 1918 1763 29 377 687 811 1095 993 1224 620 419 347 1127 287 241 1206 78 144 151 1382 1676 2026 1949 29 418 702 869 1128 1069 1283 642 460 392 1195 325 281 1308 74 140 158 1398 1722 2105 2085 32 411 720 893 1156 1046 1340 644 460 382 1245 325 264 1377 85 151 163 1444 1771 2093 1979 33 393 712 888 1122 1036 1327 633 460 360 1307 313 249 1337 83 147 149 1476 1776 2087 1899 34 407 724 900 1172 1052 1332 663 453 371 1348 338 285 1348 77 136 150 1494 1875 2204 1975 46 465 769 912 1227 1143 1437 713 522 495 1415 392 341 1373 90 157 226 1591 1991 2309 2072 54 558 909 1010 1300 1243 1425 799 575 456 1543 423 400 1437 101 156 200 1574 1954 2212 1967 47 597 930 961 1202 1184 1397 827 598 489 1417 429 435 1486 98 177 207 1305 1557 1779 1531 30 388 665 623 1089 1060 1192 574 400 354 1092 272 305 1072 89 145 155 1009 1193 1342 1156 14 267 454 413 766 776 889 401 292 271 794 194 219 760 67 116 132 693 826 921 802 11 170 299 279 497 545 613 266 173 155 498 128 139 514 49 69 81 548 704 782 640 11 139 273 237 420 452 495 208 127 118 416 97 130 385 34 48 64 450 521 596 499 5 99 208 191 339 346 377 143 96 72 345 67 91 270 30 37 44 266 329 339 325 21 58 113 98 181 212 224 77 47 46 181 37 57 134 15 25 26 21245 26530 30044 26706 486 6384 10856 11889 17165 15746 18610 9258 6507 5528 18406 4681 4281 17350 1252 2631 2483

AADT

Mile Cross Lane – Chartwell Road – Chartwell Road – North Walsham Road Wroxham Road – St Faith’s Road – Constitution Hill – Wroxham Road – Barkers Lane – West White Woman Lane Blue Boar Lane – Country Park Access Spixworth Road – of Cozens-Hardy – West of Longe Lodge Lane – West Fifers Lane – West of Church Street – East George Hill – East of South of Wroxham Road – South of North of Chartwell Falcon Road – North East of Partridge East of Swinbourne East of Constitution Mousehold Lane – St Faith’s Road – Buxton Road – North – North of Beeston North of Access to North of Miles Cross South of Parkland North of Porter’s Wroxham Road Road of Martin Close Way Close Hill South of Alford Grove North of Cemetery of Beeston Lane Country Park Lane Road Loke Road Road of the Paddocks St Faith’s Road of St Faith’s Road Beeches Close Road Lane 107 119 126 115 1 17 45 38 66 70 75 28 17 14 55 11 17 53 1 7 7 55 67 71 60 0 6 24 16 41 35 35 14 6 3 37 7 6 26 1 4 3 47 53 52 51 0 6 18 17 27 28 26 8 4 2 22 3 4 17 0 4 2 61 72 67 55 1 7 24 20 40 34 40 8 6 4 39 9 3 19 2 7 5 103 140 134 122 0 15 39 35 84 48 56 16 11 5 76 10 5 28 1 7 5 329 484 510 462 1 51 121 113 334 155 177 64 47 40 307 53 34 121 10 40 17 729 1009 997 810 10 157 341 339 654 456 468 179 127 114 618 150 85 288 21 105 50 1570 2114 2105 1818 22 589 900 946 1299 1040 1177 627 418 326 1274 324 233 888 68 337 143 1805 2375 2414 2255 37 665 838 1008 1430 1132 1402 826 628 564 1451 351 324 1239 90 462 308 1577 1993 2011 1855 28 419 698 728 1262 1026 1197 615 415 380 1274 314 252 1104 92 232 143 1467 1800 1858 1736 28 349 643 795 1069 928 1157 587 394 327 1089 276 226 1114 72 143 142 1526 1835 1896 1781 25 376 646 824 1090 978 1189 584 415 360 1128 309 250 1204 63 127 150 1522 1883 1968 1892 29 368 648 836 1128 964 1222 583 414 362 1187 308 245 1265 84 123 163 1604 1991 2037 1954 32 373 664 860 1104 1000 1262 600 444 353 1330 314 249 1250 78 138 145 1662 2008 2130 2006 35 407 716 896 1232 1068 1342 657 460 379 1425 358 301 1310 76 134 154 1692 2150 2256 2078 50 474 774 922 1288 1179 1483 740 544 534 1502 431 370 1361 88 162 252 1838 2311 2413 2260 59 597 935 1060 1370 1275 1469 852 617 483 1662 468 435 1514 98 160 214 1849 2304 2422 2345 54 686 1041 1070 1305 1267 1518 935 681 548 1575 490 500 1665 103 195 230 1537 1816 1933 1794 34 430 728 673 1185 1134 1299 620 442 390 1189 300 339 1174 97 153 162 1165 1366 1436 1308 14 281 482 433 810 809 950 429 310 288 842 207 237 833 73 117 143 785 935 981 878 12 178 318 290 512 569 663 287 184 155 517 139 147 573 49 70 84 613 793 848 716 11 146 300 253 448 487 538 230 137 126 445 104 137 429 38 49 67 514 578 634 546 6 106 219 202 369 357 402 150 102 71 380 70 98 296 31 35 42 276 340 336 327 27 56 107 93 177 210 223 71 45 46 177 35 57 141 14 24 26 24433 30537 31635 29224 518 6761 11271 12467 18326 16250 19369 9709 6868 5871 19601 5042 4555 17911 1251 2835 2657

AAWT

North Sprowston and Old Catton APPENDICES Appendix E.4: 2017 Development Trips

NSOC TA APPENDICES 161012 SKM Colin Buchanan

Drawing title:

2017 Devpt PCU AM No NDR

Church St

Job Title:

Client:

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

0 0

15 0

0.42 0.51

IG Drawn by:

Arm A Arm B

NTS Scale:

117

North Walsham

Fifters Lane

0 0

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

0 0

The Paddocks

Reepham Road

0 0

St Faith's Road

Spixworth Road

12 0 26

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

Salhouse Road

Falcon Road

Drg no:

APPENDIX E.4

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

Wroxham Road

Full extension:

Wroxham Road

Drawing title:

2017 Devpt PCU AM With NDR

Church St

Job Title:

Client:

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

0 0

12 0

0.33 0.40

IG Drawn by:

Arm A Arm B

NTS Scale:

North Walsham

Fifters Lane

0 0

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

0 0

The Paddocks

Reepham Road

0 0

St Faith's Road

Spixworth Road

19 0 20

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

Salhouse Road

Falcon Road

Drg no:

APPENDIX E.4

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

Wroxham Road

Full extension:

Wroxham Road

Drawing title:

2017 Devpt PCU PM No NDR

Church St

Job Title:

Client:

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

0 0

24 0

0.58 0.67

IG Drawn by:

Arm A Arm B

NTS Scale:

North Walsham

Fifters Lane

0 0

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

0 0

The Paddocks

Reepham Road

0 0

St Faith's Road

Spixworth Road

6 0 13

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

Salhouse Road

Falcon Road

Drg no:

APPENDIX E.4

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

Wroxham Road

Full extension:

Wroxham Road

Drawing title:

2017 Devpt PCU PM With NDR

Church St

Job Title:

Client:

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

0 0

18 0

0.46 0.53

IG Drawn by:

Arm A Arm B

NTS Scale:

North Walsham

Fifters Lane

0 0

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

0 0

The Paddocks

Reepham Road

0 0

St Faith's Road

Spixworth Road

9 0 10

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

Salhouse Road

Falcon Road

Drg no:

APPENDIX E.4

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

Wroxham Road

Full extension:

Wroxham Road

494

217

Drawing title:

117

173

156

271

594

170

207

Base + 2017 Growth + Dev PCU AM No NDR

120

420

108

1064

109

764

708

0 111

383

192

Church St

Job Title:

Client:

439

1024

110

520

640

157

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

1547

190

676

437

200

111

167

538

119

122

727

204

364

397

1024

105

237

376

102

350

193

404

392

400

15 0

21.77 5.75

IG Drawn by:

Arm A Arm B

NTS Scale:

1130

136

358

777

129

252

518

790

413

648

131

North Walsham

774

721

418

Fifters Lane

668

0 0

214

570

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

31 24

166

0 0

403

570

0 1

187

The Paddocks

187

653

421

Reepham Road

0 0

St Faith's Road

565

Spixworth Road

12 0 26

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

398

291

220

949

220

506

484

453

677

258

619

674

589

179

383

145

181

268

751

227

351

150

382

592

106

374

Salhouse Road

Falcon Road

Drg no:

APPENDIX E.4

143

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

174

802

103

378

Wroxham Road

486

Full extension:

217

121

453

511

433

Wroxham Road

747

143

Drawing title:

377

147

681

516

224

Base + 2017 Growth + Dev PCU PM No NDR

768

320

245

216

599

456

0 59

402

Church St

Job Title:

Client:

410

1149

223

432

123

137

114

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

1132

207

270

228

139

177

135 310

110

109

352

360

249

155

310

539

240

683

149

956

151

206

430

676

129

596

346

241

102

695

720

24 0

21.64 8.51

IG Drawn by:

Arm A Arm B

NTS Scale:

930

290

184

443

510

308

437

226

385

172

North Walsham

437

401

429

Fifters Lane

382

0 0

861

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

104 50

116

0 0

705

294

1 2

414

The Paddocks

413

727

417

Reepham Road

0 0

St Faith's Road

263

Spixworth Road

6 0 13

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

117

392

441

133

796

308

767

129

349

566

660

472

580

563

622

211

302

227

337

184

709

271

628

212

269

638

215

Salhouse Road

Falcon Road

Drg no:

APPENDIX E.4

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

171

895

150

265

Wroxham Road

496

Full extension:

283

578

498

612

Wroxham Road

498

176

Drawing title:

138

156

234

308

173

Existing + 2017 Growth + Dev PCU AM With NDR

874

345

656

593

0 59

328

184

Church St

Job Title:

Client:

367

840

427

457

121

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

1212

136

646

92 42

337

219

129

414

592

184

325

311

802

172

284

258

113

313

242

361

12 0

16.72 4.16

IG Drawn by:

Arm A Arm B

NTS Scale:

868

105

271

569

109

303

692

311

402

North Walsham

696

649

341

Fifters Lane

616

0 0

234

490

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

24 26

182

0 0

392

439

0 1

144

The Paddocks

144

595

384

Reepham Road

0 0

St Faith's Road

435

Spixworth Road

19 0 20

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

271

249

168

728

169

422

213

362

554

172

848

939

408

146

322

129

163

198

554

169

337

144

381

440

375

Salhouse Road

Falcon Road

Drg no:

APPENDIX E.4

134

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

131

579

326

Wroxham Road

398

109

Full extension:

188

102

362

346

611

Wroxham Road

755

117

Drawing title:

300

127

355

267

188

Existing + 2017 Growth + Dev PCU PM With NDR

629

263

204

181

513

382

0 31

346

Church St

Job Title:

Client:

342

941

183

309

100

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

886

129

193

218

133

136

105 296

120

280

277

192

120

165

440

216

610

117

749

118

155

313

510

438

202

187

422

647

18 0

16.61 6.16

IG Drawn by:

Arm A Arm B

NTS Scale:

713

223

139

325

222

180

384

171

239

130

North Walsham

394

361

349

Fifters Lane

364

0 0

741

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

80 55

127

0 0

650

226

1 2

319

The Paddocks

318

661

380

Reepham Road

0 0

St Faith's Road

203

Spixworth Road

9 0 10

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

100

260

375

102

613

231

638

105

152

450

530

319

790

781

422

170

254

204

300

136

526

202

626

209

269

470

209

Salhouse Road

Falcon Road

Drg no:

APPENDIX E.4

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

129

640

110

221

Wroxham Road

393

Full extension:

246

458

338

854

Wroxham Road

North Sprowston and Old Catton APPENDICES Appendix E.5: 2017 Baseline + Development AAWT and AADT

NSOC TA APPENDICES 161012 SKM Colin Buchanan

Period 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 24 hr

LINK

Period 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 24 hr

LINK

2017 Base + DEV without NNDR AAWT

2017 Base + DEV without NNDR AADT

Page 1 of 1

Mile Cross Lane – Chartwell Road – Chartwell Road – North Walsham Road Wroxham Road – St Faith’s Road – Constitution Hill – Wroxham Road – Barkers Lane – West White Woman Lane Blue Boar Lane – Country Park Access Spixworth Road – East of Partridge East of Swinbourne East of Constitution Mousehold Lane – St Faith’s Road – Buxton Road – North – North of Beeston North of Access to North of Miles Cross South of Parkland North of Porter’s of Cozens-Hardy – West of Longe Lodge Lane – West Fifers Lane – West of Church Street – East George Hill – East of South of Wroxham Road – South of North of Chartwell Falcon Road – North Way Close Hill South of Alford Grove North of Cemetery of Beeston Lane Lane Country Park Lane Road Loke Road Road of the Paddocks St Faith’s Road of St Faith’s Road Beeches Close Road Wroxham Road Road of Martin Close 147 176 181 188 1 25 75 53 100 129 118 41 25 22 90 21 28 66 6 9 10 95 117 103 99 1 12 43 30 64 77 63 18 11 8 57 12 13 32 5 10 7 82 99 71 73 1 9 28 23 42 53 45 10 8 5 35 6 9 20 2 6 3 92 112 74 61 1 9 29 22 46 52 48 9 6 5 42 9 6 21 3 8 4 124 163 130 113 0 15 42 31 77 64 57 16 11 5 70 9 6 29 1 8 6 303 433 436 359 1 44 113 98 274 157 160 54 39 30 260 44 28 105 9 33 15 618 842 832 614 8 127 302 275 531 438 396 146 104 91 513 118 68 239 20 84 40 1280 1696 1711 1295 18 453 762 753 1010 971 933 491 321 251 1021 251 183 729 62 257 116 1496 1944 2050 1721 31 549 785 849 1176 1143 1178 675 507 450 1218 295 265 1065 87 364 240 1387 1746 1917 1674 27 395 741 722 1153 1158 1173 589 395 352 1178 290 239 1075 89 204 138 1361 1674 1964 1802 29 377 745 827 1095 1174 1260 620 419 347 1127 287 241 1219 78 144 151 1459 1748 2075 1992 29 418 762 885 1128 1263 1320 642 460 392 1195 325 281 1323 74 140 158 1477 1795 2155 2131 32 411 781 910 1156 1237 1379 644 460 382 1245 325 264 1392 85 151 163 1525 1847 2144 2023 33 393 773 904 1122 1225 1366 633 460 360 1307 313 249 1352 83 147 149 1558 1852 2137 1941 34 407 786 917 1172 1244 1371 663 453 371 1348 338 285 1363 77 136 150 1578 1954 2257 2019 46 465 834 930 1227 1351 1479 713 522 495 1415 392 341 1388 90 157 226 1680 2075 2365 2118 54 558 987 1029 1300 1470 1467 799 575 456 1543 423 400 1453 101 156 200 1663 2037 2265 2010 47 597 1009 979 1202 1400 1438 827 598 489 1417 429 435 1503 98 177 207 1378 1623 1822 1565 30 388 721 635 1089 1253 1226 574 400 354 1092 272 305 1084 89 145 155 1065 1244 1375 1181 14 267 493 421 766 917 915 401 292 271 794 194 219 768 67 116 132 732 861 943 819 11 170 325 284 497 644 631 266 173 155 498 128 139 520 49 69 81 579 734 801 654 11 139 296 242 420 534 509 208 127 118 416 97 130 390 34 48 64 475 543 610 510 5 99 226 195 339 409 388 143 96 72 345 67 91 273 30 37 44 281 343 347 332 21 58 123 100 181 251 230 77 47 46 181 37 57 135 15 25 26 22434 27659 30763 27296 486 6384 11782 12112 17165 18616 19151 9258 6507 5528 18406 4681 4281 17544 1252 2631 2483

AADT

Mile Cross Lane – Chartwell Road – Chartwell Road – North Walsham Road Wroxham Road – St Faith’s Road – Constitution Hill – Wroxham Road – Barkers Lane – West White Woman Lane Blue Boar Lane – Country Park Access Spixworth Road – of Cozens-Hardy – West of Longe Lodge Lane – West Fifers Lane – West of Church Street – East George Hill – East of South of Wroxham Road – South of North of Chartwell Falcon Road – North East of Partridge East of Swinbourne East of Constitution Mousehold Lane – St Faith’s Road – Buxton Road – North – North of Beeston North of Access to North of Miles Cross South of Parkland North of Porter’s Wroxham Road Road of Martin Close Way Close Hill South of Alford Grove North of Cemetery of Beeston Lane Country Park Lane Road Loke Road Road of the Paddocks St Faith’s Road of St Faith’s Road Beeches Close Road Lane 112 123 129 116 1 17 49 39 66 82 77 28 17 14 55 11 17 54 1 7 7 57 70 73 60 0 6 26 17 41 41 36 14 6 3 37 7 6 27 1 4 3 49 55 53 51 0 6 20 17 27 32 27 8 4 2 22 3 4 17 0 4 2 64 75 68 55 1 7 25 20 40 40 41 8 6 4 39 9 3 19 2 7 5 108 145 137 123 0 15 42 36 84 56 58 16 11 5 76 10 5 29 1 7 5 344 502 521 466 1 51 131 115 334 181 181 64 47 40 307 53 34 122 10 40 17 764 1045 1018 817 10 157 367 345 654 532 480 179 127 114 618 150 85 291 21 105 50 1644 2190 2149 1833 22 589 971 962 1299 1213 1207 627 418 326 1274 324 233 897 68 337 143 1890 2460 2465 2275 37 665 904 1025 1430 1321 1438 826 628 564 1451 351 324 1251 90 462 308 1651 2065 2054 1871 28 419 753 740 1262 1196 1227 615 415 380 1274 314 252 1115 92 232 143 1536 1864 1898 1751 28 349 694 808 1069 1083 1187 587 394 327 1089 276 226 1125 72 143 142 1598 1900 1936 1796 25 376 697 838 1090 1141 1219 584 415 360 1128 309 250 1216 63 127 150 1594 1950 2010 1908 29 368 700 850 1128 1124 1253 583 414 362 1187 308 245 1278 84 123 163 1679 2062 2080 1970 32 373 717 874 1104 1167 1294 600 444 353 1330 314 249 1263 78 138 145 1740 2080 2175 2023 35 407 773 911 1232 1246 1376 657 460 379 1425 358 301 1323 76 134 154 1772 2227 2304 2096 50 474 834 937 1288 1375 1520 740 544 534 1502 431 370 1375 88 162 252 1925 2394 2464 2279 59 597 1008 1077 1370 1488 1507 852 617 483 1662 468 435 1529 98 160 214 1936 2387 2474 2365 54 686 1123 1088 1305 1478 1556 935 681 548 1575 490 500 1682 103 195 230 1609 1881 1974 1809 34 430 785 684 1185 1323 1332 620 442 390 1189 300 339 1186 97 153 162 1220 1415 1467 1319 14 281 520 440 810 944 974 429 310 288 842 207 237 841 73 117 143 822 969 1002 886 12 178 343 295 512 664 680 287 184 155 517 139 147 579 49 70 84 642 821 866 723 11 146 324 257 448 568 551 230 137 126 445 104 137 433 38 49 67 538 598 647 551 6 106 236 205 369 417 412 150 102 71 380 70 98 299 31 35 42 289 352 343 329 27 56 115 95 177 245 228 71 45 46 177 35 57 142 14 24 26 25582 31628 32308 29474 518 6761 12158 12675 18326 18958 19861 9709 6868 5871 19601 5042 4555 18093 1251 2835 2657

AAWT

North Sprowston and Old Catton APPENDICES Appendix E.6: 2017 Junction Modelling Results without the NNDR

NSOC TA APPENDICES 161012 SKM Colin Buchanan

Approach Reepham Rd/Aylsham Rd/ Cromer Rd/A1042 Boundary Rd EB LT Boundary Rd EB Ahead Aylsham Rd Ahead/ LT Aylsham Rd RT Mile Cross Ln Ahead/ LT Mile Cross Ln RT Cromer Rd Ahead/ LT Cromer Rd RT Reepham Rd NB Reepham Rd SB Internal EB LT Internal EB RT Cromer Rd SB (entry)

Approach Salhouse Road/Gurney Road/Mousehold Lane Salhouse Rd Ahead/ RT Salhouse Rd LT Mousehold Lane LT/ Ahead Mousehold Lane RT Heartsease Lane Ahead/ LT Heartsease Lane RT Gurney Rd North Walsham Rd/ Bakers Lane N Walsham Rd (S) Ahead N Walsham Rd (S) RT N Walsham Rd (N) Ahead/LT Barkers Lane LT/RT North Walsham Rd/ White Woman Lane N Walsham Rd (S) LT N Walsham Rd (S) Ahead N Walsham Rd (N) RT N Walsham Rd (N) Ahead White Woman Lane Spixworth Rd/White Woman Lane Spixworth Rd (S) Spixworth Rd (N) Lodge Lane LT/Ahead Lodge Lane RT White Woman Lane RT White Woman Lane LT/Ahead St Faith's Rd/ Mile Cross Lane St Faith's Rd RT St Faith's Rd LT/Ahead Mile Cross Lane (E) RT Mile Cross Lane (E) LT/Ahead Catton Grove Rd Mile Cross Lane (W) LT/ Ahead Mile Cross Lane (W) RT

288 70 1049 381

193 330 48 673 450

196 625 190 214 90 199

108 646 420 1123 237 822 41

1_1 1_2 2_1 3_1

1_1 1_2 2_1 2_2 3_1

1_1 2_1 3_1 3_2 4_1 4_2

1_1 1_2 2_1 2_2 3_1 4_1 4_2

31141 31140 31131 31130 31121 31120 31111 31110 32220 32210 32310 32120 32110

421 638 546 67 784 362 939 419 952 335 917 370 988

Flow Link (PCUs)

756 143 960 268 605 106 358

1_1 1_2 2_1 2_2 3_1 3_2 7_1

Flow Link (PCUs)

Degree of Sat (%)

88 70 88 26 47 89 77 43 68 65 28 23 47

28 89.2 87 75.1 61.5 89.1 21.2

29.6 94 80.2 90.8 35.1 88.4

17.5 52.8 33.2 85.3 83.5

36.8 43.8 65.3 66.5

95.2 25.3 96.5 92.6 56.1 37.5 96.1

Degree of Sat (%)

Mean Max Queue (PCUs)

16 19 20 2 18 14 18 6 11 10 0 2 20

2.5 23.9 16.4 33.6 6.3 30.3 1.4

4.3 24.6 7.5 10.2 2.8 9.1

2.3 8.3 1.5 20 14.3

5.4 2.1 22.2 9.3

32 3.7 40.6 13.2 17.8 3.4 18.2

Mean Max Queue (PCUs)

Delay (sec/PCU)

70 47 69 55 26 79 27 25 13 45 1 8 20

417 712 804 58 676 388 679 436 958 254 939 273 842

Flow (PCUs)

94 634 320 819 353 990 48

522 327 166 71 155 172

346 613 30 371 319

514 102 627 585

484 93 959 184 637 77 607

Flow (PCUs)

2017 Base (No NDR)

1.1 10 8 11.3 2.9 14 0.7

1.6 11.8 4.4 6.5 1.4 5.7

0.5 3.3 0.8 7.9 6.6

1.8 1.2 6.9 3.8

17 1.4 20.5 8.2 6.8 1.6 11.3

Total Delay PCUHR

2017 Base (No NDR)

85 75 88 14 38 88 89 73 68 61 29 29 29

15 22 28 2 14 15 22 14 11 8 0 1 10

2.3 23.7 12.2 21.5 11.1 35.1 1.7

16.2 7.9 6.5 2.2 5.2 6.6

4.7 21.6 0.7 6.1 12.2

14.7 3.2 13.9 15.6

17.4 2.7 45.9 13.3 19.2 2.8 20.4

PM Mean Max Degree of Sat Queue (%) (PCUs)

32.2 88.8 80.4 53.4 81.7 87.2 25.2

79.3 54 77.4 32.5 60.5 76.4

36.8 96.6 16.5 43.6 94

81.4 53.3 50.6 80.2

80.2 24.7 99.4 100.7 60.8 43.1 100.8

PM Mean Max Degree of Sat Queue (%) (PCUs)

62 48 58 43 22 72 57 41 13 50 1 8 8

Delay (sec/PCU)

1.1 9.9 6 6.9 5.4 14.6 0.8

6.3 2.9 3.8 1.1 2.7 3.7

1.3 12.9 0.4 2 8.1

6.4 1.7 5 5.9

8.5 1.2 25.9 9.9 7.5 1.5 20.9

421 653 546 67 825 383 944 419 965 336 930 371 992

Flow (PCUs)

108 646 420 1184 237 841 41

196 625 190 214 90 199

193 392 48 790 450

350 70 1166 381

756 143 978 268 625 106 358

Total Delay Flow PCUHR (PCUs)

2.5 23.9 17.4 36.4 6.3 30.3 1.4

4.3 24.6 7.5 10.2 2.8 9.1

2.9 9.8 1.5 27.2 17.4

6.8 2.1 25.2 9.5

32 3.7 39.6 15.7 18.2 3.5 18.2

1.1 10 8.9 12.5 2.9 13.7 0.7

1.6 11.8 4.4 6.5 1.4 5.7

0.5 3.7 0.8 11.9 9.6

2.3 1.2 7.9 4

17 1.4 19.3 10.6 6.9 1.7 11.3

94 634 320 852 353 1008 48

522 327 166 71 155 172

346 695 30 437 319

596 102 693 585

484 94 980 184 667 77 607

32.2 88.8 80.4 55.5 81.7 88.7 25.2

79.3 54 77.4 32.5 60.5 76.4

36.8 105.4 16.5 50 100.7

86.3 59.2 49.8 86.5

80.2 24.9 101.6 100.7 63.7 43.1 100.8

88 72 88 26 48 87 82 46 68 68 29 24 46

16 20 20 2 19 14 20 6 11 10 0 2 20

69 47 69 55 24 71 30 27 13 47 1 9 19

417 727 804 58 696 402 682 436 966 254 947 273 845

87 80 88 14 39 88 89 73 69 61 29 29 29

16 23 28 2 15 15 22 14 12 8 0 1 11

2.3 23.7 12.2 22.6 11.1 36.2 1.7

16.2 7.9 6.5 2.2 5.2 6.6

4.7 41.1 0.7 7.4 16.8

17.9 3.3 14.7 17.5

17.4 2.8 53.2 13.3 20.3 2.8 34

2017 Base + Development (No NDR) AM PM Mean Mean Max Max Degree of Queue Delay (sec/ Flow Degree of Queue Sat (%) (PCUs) PCU) (PCUs) Sat (%) (PCUs)

28 89.2 89.9 79.1 61.5 87.9 21.2

29.6 94 80.2 90.8 35.1 88.4

17.5 57.2 33.2 93.5 92.8

43.6 43.8 70.8 68.7

95.2 26 95.4 97.8 56.3 39.5 96.1

2017 Base + Development (No NDR) AM PM Mean Mean Max Max Degree of Queue Total Delay Flow Degree of Queue Sat (%) (PCUs) PCUHR (PCUs) Sat (%) (PCUs)

0.00 0.00 0.00 2.10 0.00 1.50 0.00

0.00 0.00 0.00 0.00 0.00 0.00

0.00 8.80 0.00 6.40 6.70

4.90 5.90 -0.80 6.30

0.00 0.20 2.20 0.00 2.90 0.00 0.00

Base v Devpt AM PM

0.00 0.00 2.90 4.00 0.00 -1.20 0.00

0.00 0.00 0.00 0.00 0.00 0.00

0.00 4.40 0.00 8.20 9.30

6.80 0.00 5.50 2.20

0.00 0.70 -1.10 5.20 0.20 2.00 0.00

68 51 58 43 23 70 57 41 13 50 1 8 8

0.00 2.00 0.00 0.00 1.00 -2.00 5.00 3.00 0.00 3.00 1.00 1.00 -1.00

2.00 5.00 0.00 0.00 1.00 0.00 0.00 0.00 1.00 0.00 0.00 0.00 0.00

Delay (sec/ PCU) Degree of Sat (%)

1.1 9.9 6 7.3 5.4 15.4 0.8

6.3 2.9 3.8 1.1 2.7 3.7

1.3 31.4 0.4 2.4 0

7.7 1.9 4.9 7.4

8.5 1.2 32.9 9.9 8 1.5 20.9

Total Delay PCUHR Degree of Sat (%)

Base v Devpt AM PM

Approach Blue Boar Wrohxam Road (N) Committed Development Access Blue Boar Wrohxam Road (S) North Walsham/A1042 A1042 (E) Constitution Hill (S) A1042 (W) Constitution Hill (N) St Faith's Road/Lodge Lane Lodge Lane St Faith's Road (S) Repton Avenue St Faith's Road (N) Wrohxam Road/A1042 Mousehold Lane South (A1042) Sprowston Road Chartwell Road (A1042) Wrohxam Road Wrohxam Road/Park & Ride Site Wrohxam Road (N) Development Arm Wrohxam Road (S) Park & Ride Buxton Road/Beeston Lane Beeston Ln to Buxton Rd(N)/Buxton Rd (S) Buxton Rd (S) to Beeston Ln/Buxton Rd (N) Buxton Rd (S) to Buxton Road (N) Buxton Rd (N) to Buxton Rd Buxton Road (N) to Buxton Road (S) Fifers Lane/St Faith's Road St Faith's Rd (N) to Fifers Lane/St Faith's Rd (S) St Faith's Rd (S) to Fifer's Lane/St Faith's Rd (N) Fifers Lane to St Faith's Lane (N) Fifers Lane to St Faith's Lane (S) North Walsham Rd/Beeston Road Beeston Lane (E) to All other arms North Walsham (N) to all other arms North Walsham (N) to Beeston Lane North Walsham (N) to North Walsham (S) Beeston Lane (W) to All other Arms N Walsham (S) to All other arms N Walsham (S) to Beeston Lane (W) N Walsham (S) to N Walsham (N) The Paddocks/Spixworth Road The Paddocks to Spixworth Rd (S)/Spixworth Rd (N) Spixworth Rd (N) to Spixworth Rd (S)/The Paddocks Spixworth Rd (N) to Spixworth Rd (S) Spixworth Rd (S) to The Paddocks Spixworth Rd (S) to Spixworth Rd (N) Wroxham Road/Church Lane Church Lane to Wroxham Rd (N) Church Lane to Wroxham Rd (S) Wroxham Road (N) to Wroxham Rd (S) Wroxham Rd (N) to Church Lane Wroxham Rd (S) to Church Lane Wroxham Rd (S) to Wroxham Rd (N)

11.56 0.15 8.86 16.15

21.02 5.04 24.54 13.08

4.39 4.28 1.58 0.42

19.12 10.97 24.7 14.79

12.22 0.4 9.69 0.37

0.2 0 3.32 0.04 10.24

4.99 1.3 3.01 10.33

0.02 0 0 11.73 0.06 0 0.06 6.42

1.21 1.53 8.82 0.53 2.95

8.81 0.77 10.29 4.66 1.03 7.78

A B C D

B-AC C-AB C-A A-B A-C

B-AC C-AB A-B A-C

B-ACD A-BCD A-B A-C D-ABC C-ABD C-D C-A

B-AC C-AB C-A A-B A-C

B-C B-A C-A C-B A-B A-C

Demand (Veh / Link Min)

1 0 0.7 0

10.1 2 16.1 15.3

0.7 0.6 0.2 0.1

262.8 0.9 65.3 4.3

0.7 0 0.9 1.2

1.018 17.64 0.88 3.56 Free Flow Conditions 0.45 0.81 Free Flow Conditions Free Flow Conditions

0.167 0.2 0.1 0.21 Free Flow Conditions Free Flow Conditions Free Flow Conditions

0.003 0 0 0 Free Flow Conditions Free Flow Conditions 0.007 0.1 0 0 Free Flow Conditions Free Flow Conditions

0.934 6.19 0.162 0.19 Free Flow Conditions Free Flow Conditions

12.1

220.2 49.3

3 3.2

0.1 0

106.2 2.9

0 0

15.6 0.3 10.9 0.3

140.4 29.3 220.5 198.2

10.3 9.5 3 0.8

3615 13.5 924.5 64.7

9.9 0.2 13.3 18.1

Delay (Veh.Min / Time Segment)

6.44 0.39 10.94 8.77 2.4 10.42

2.72 1.37 3.98 1.91 6.57

0.04 0.15 0.02 6.39 0.13 0.05 0 12.5

2.62 4 9.62 12.35

0.06 0.3 7.53 0 4.79

10.31 0.5 10.85 3.16

21.91 15.54 22.31 11.25

2.46 6.09 0.83 0.13

21.06 7.85 20.73 8.56

12.42 0.02 15.34 15.95

Demand (Veh / Min)

2017 Base (No NDR)

0.002 0 0 0 Free Flow Conditions Free Flow Conditions Free Flow Conditions

0.512 0.02 0.422 0.017

0.929 0.671 0.963 0.977

0.41 0.392 0.17 0.048

1.16 0.475 1.015 0.817

0.399 0.012 0.473 0.549

End Demand / Capacity Queue (RFC) (Veh)

0.7 0 4.3 1.2

0.8 0 0.8 0.2

7.4 18.2 11.8 1.6

0.3 1.2 0.1 0

5.1 2.3 16.9 0.8

End Queue (Veh)

0.819 3.98 0.443 0.69 Free Flow Conditions 0.91 7.63 Free Flow Conditions Free Flow Conditions

0.358 0.55 0.124 0.24 Free Flow Conditions Free Flow Conditions Free Flow Conditions

0.005 0 0.012 0.01 Free Flow Conditions Free Flow Conditions 0.019 0.02 0.003 0 Free Flow Conditions Free Flow Conditions

0.622 1.49 0.673 2.28 Free Flow Conditions Free Flow Conditions

107.3

9.6 56.8

8.2 3.7

0.3 0

0.1 0.02

19.6 31.6

0.1 0

12.4 0.4 12.5 2.9

107 234.6 163.7 24.2

4.3 18 1.6 0.2

75.8 34.8 257.2 11.8

11.1 0 63.3 18.7

1.1 0 0.8 0

12.7 2.2 21.5 20.1

0.7 0.6 0.2 0.1

375.6 1.1 116.1 10.5

0.7 0 0.9 1.3

0.002 0 0 0 Free Flow Conditions Free Flow Conditions Free Flow Conditions

0.53 0.02 0.44 0.017

0.95 0.69 0.984 1.002

0.41 0.392 0.17 0.048

1.244 0.524 1.046 0.921

0.414 0.013 0.483 0.561

8.81 0.77 10.61 4.66 1.03 8.09

1.21 1.53 8.82 0.53 2.95

0.02 0 0 12.13 0.06 0 0.06 7.17 3 3.2

0.1 0

1.031 19.49 240.4 0.893 3.68 50.7 Free Flow Conditions 0.454 0.82 12.3 Free Flow Conditions Free Flow Conditions

0.167 0.2 0.1 0.21 Free Flow Conditions Free Flow Conditions Free Flow Conditions

0.004 0 0 0 Free Flow Conditions Free Flow Conditions 0.007 0.01 0 0 Free Flow Conditions Free Flow Conditions

106.2 2.9 0 0

0 0

16.8 0.3 11.7 0.3

173.1 31.9 285.2 251.6

10.3 9.5 3 0.8

5162 16.4 1615.5 155.2

10.5 0.2 13.9 19

Delay (Veh.Min / Time Segment)

6.44 0.39 11.23 8.77 2.4 10.62

2.72 1.37 3.98 1.91 6.57

0.04 0.15 0.02 6.91 0.13 0.05 0 12.92

2.62 4 9.62 12.35

0.06 0.3 7.53 0 4.79

10.73 0.5 11.16 2.92

22.46 15.65 22.75 11.56

2.46 6.09 0.83 0.13

21.64 8.53 21.03 9.66

12.85 0.02 15.45 16.15

Demand (Veh / Min)

0.9 0 0.9 0.2

9.7 26.2 14.3 1.8

0.3 1.2 0.1 0

6.9 3.9 39 1

0.8 0 4.7 1.3

8.2 3.7

0.3 0

0.1 0.2

0.834 4.31 61 0.488 0.8 10.9 Free Flow Conditions 0.916 7.98 111.8 Free Flow Conditions Free Flow Conditions

0.358 0.55 0.124 0.24 Free Flow Conditions Free Flow Conditions Free Flow Conditions

0.005 0.01 0.012 0.01 Free Flow Conditions Free Flow Conditions 0.019 0.02 0.003 0 Free Flow Conditions Free Flow Conditions

0.622 1.49 19.6 0.673 2.28 31.6 Free Flow Conditions Free Flow Conditions

0.1 0

13.2 0.4 13.2 2.6

138.1 321.9 194.4 26.5

4.3 18 1.6 0.2

102.9 59 614.4 14.7

11.8 0 68.6 19.3

Delay (Veh.Min / Time Segment)

0.007 0.1 0.002 0 Free Flow Conditions Free Flow Conditions Free Flow Conditions

0.469 0.027 0.47 0.15

0.92 1.024 0.956 0.647

0.225 0.55 0.096 0.015

0.876 0.803 1.001 0.496

0.441 0.002 0.832 0.565

Demand / End Capacity Queue (RFC) (Veh)

2017 Base + Development (No NDR)

Demand / End Capacity Queue (RFC) (Veh)

4.99 0.934 6.19 1.3 0.162 0.19 3.01 Free Flow Conditions0 10.33 Free Flow Conditions0

0.2 0 3.32 0.04 10.24

12.64 0.4 10.11 0.35

19.51 11.12 25.12 15.07

4.39 4.28 1.58 0.42

21.44 5.55 24.87 15.03

11.98 0.15 8.97 16.46

Delay (Veh.Min / Demand Time (Veh / Segment) Min)

0.007 0.1 0.002 0 Free Flow Conditions Free Flow Conditions Free Flow Conditions

0.454 0.026 0.456 0.16

0.891 0.989 0.941 0.624

0.225 0.55 0.096 0.015

0.837 0.702 0.955 0.442

0.427 0.002 0.819 0.556

Demand / Capacity (RFC)

0.004

0.013 0.013

0 0

0.001 0

0 0

0.018 0 0.018 0

0.02 0.02 0.02 0.03

0 0 0 0

0.08 0.05 0.03 0.10

0.015 0.001 0.01 0.012

0.006

0.015 0.045

0 0

0.015 0.001 0.014 -0.01

0.03 0.04 0.02 0.02

0 0 0 0

0.04 0.10 0.05 0.05

0.014 0 0.013 0.009

Demand / Capacity (RFC)

North Sprowston and Old Catton APPENDICES Appendix E.7: 2017 Sensitivity Test Flow Diagrams

NSOC TA APPENDICES 161012 SKM Colin Buchanan

Spixworth Road

0 0 0

Sensitivity Test 2017 Total Employment + Resi Flows PM no NDR

Drawing title:

0 0 0

Buxton Road

Job Title:

Client:

North Walsham Road

NORTH SPROWSTON & OLD CATTON

BEYOND GREEN

11 0 33

AF AF

July 2012 VN18592

1st Issued: Job Number:

Drawn by:

Ckd/Appd:

CW JAN 2010

N.T.S. PH

High Street

Scale: Ckd/Appd:

Old Catton North Walsham Main Square Wroxham

NTS

Scale:

18 0 12

N.Walsham Road

Wroxham Road

Drg no:

APPENDIX E.7

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Trip Distribution\AF Distribution\[Traffic Flow distribution_2017 no mitigation_25.09.12.xlsx]

Full extension:

9 26

Wroxham Road

Spixworth Road

0 0 0

Sensitivity Test 2017 Total Employment + Resi Flows AM no NDR

Drawing title:

0 0 0

Buxton Road

Job Title:

Client:

North Walsham Road

NORTH SPROWSTON & OLD CATTON

BEYOND GREEN

28 0 79

AF AF

July 2012 VN18592

1st Issued: Job Number:

Drawn by:

Ckd/Appd:

CW JAN 2010

N.T.S. PH

High Street

Scale: Ckd/Appd:

Old Catton North Walsham Main Square Wroxham

NTS

Scale:

36 0 2

N.Walsham Road

Wroxham Road

Drg no:

APPENDIX E.7

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Trip Distribution\AF Distribution\[Traffic Flow distribution_2017 no mitigation_25.09.12.xlsx]

Full extension:

12 35

Wroxham Road

North Sprowston and Old Catton APPENDICES Appendix E.8: 2017 Sensitivity Test Junction Modelling without the NNDR

NSOC TA APPENDICES 161012 SKM Colin Buchanan

193 330 48 673 450

0 0 0 0 0 0

108 646 420 1123 237 822 41

1_1 1_2 2_1 2_2 3_1

1_1 2_1 3_1 3_2 4_1 4_2

1_1 1_2 2_1 2_2 3_1 4_1 4_2

421 638 546 67 784 362 939 419 952 335 917 370 988

288 70 1049 381

1_1 1_2 2_1 3_1

31141 31140 31131 31130 31121 31120 31111 31110 32220 32210 32310 32120 32110

756 143 960 268 605 106 358

1_1 1_2 2_1 2_2 3_1 3_2 7_1

Flow Link (PCUs)

88 70 88 26 47 89 77 43 68 65 28 23 47

28 89.2 87 75.1 61.5 89.1 21.2

0 0 0 0 0 0

17.5 52.8 33.2 85.3 83.5

36.8 43.8 65.3 66.5

95.2 25.3 96.5 92.6 56.1 37.5 96.1

Degree of Sat (%)

16 19 20 2 18 14 18 6 11 10 0 2 20

2.5 23.9 16.4 33.6 6.3 30.3 1.4

0 0 0 0 0 0

2.3 8.3 1.5 20 14.3

5.4 2.1 22.2 9.3

70 47 69 55 26 79 27 25 13 45 1 8 20

1.1 10 8 11.3 2.9 14 0.7

0 0 0 0 0 0

0.5 3.3 0.8 7.9 6.6

1.8 1.2 6.9 3.8

17 1.4 20.5 8.2 6.8 1.6 11.3

Delay (sec/ Flow PCU) (PCUs)

2017 Base (No NDR)

32 3.7 40.6 13.2 17.8 3.4 18.2

Mean Max Queue (PCUs)

417 712 804 58 676 388 679 436 958 254 939 273 842

94 634 320 819 353 990 48

0 0 0 0 0 0

346 613 30 371 319

514 102 627 585

484 93 959 184 637 77 607

85 75 88 14 38 88 89 73 68 61 29 29 29

32.2 88.8 80.4 53.4 81.7 87.2 25.2

0 0 0 0 0 0

36.8 96.6 16.5 43.6 94

81.4 53.3 50.6 80.2

80.2 24.7 99.4 100.7 60.8 43.1 100.8

15 22 28 2 14 15 22 14 11 8 0 1 10

2.3 23.7 12.2 21.5 11.1 35.1 1.7

0 0 0 0 0 0

4.7 21.6 0.7 6.1 12.2

14.7 3.2 13.9 15.6

17.4 2.7 45.9 13.3 19.2 2.8 20.4

PM Mean Max Degree of Queue Sat (%) (PCUs)

62 48 58 43 22 72 57 41 13 50 1 8 8

1.1 9.9 6 6.9 5.4 14.6 0.8

0 0 0 0 0 0

1.3 12.9 0.4 2 8.1

6.4 1.7 5 5.9

8.5 1.2 25.9 9.9 7.5 1.5 20.9

756 143 988 268 633 106 358

421 658 546 67 847 394 946 419 972 336 935 373 994

108 646 420 1217 237 848 41

0 0 0 0 0 0

193 417 48 853 450

375 70 1229 381

Delay (sec/ Flow PCU) (PCUs)

88 72 88 26 48 86 85 48 72 60 29 23 48

28 89.2 89.9 81.3 61.5 88.7 21.2

0 0 0 0 0 0

17.5 59.1 33.2 98.8 96.4

45.5 43.8 72.9 71

95.2 26 96.4 97.8 57 39.5 96.1

16 20 20 2 19 15 21 7 11 10 4 3 21

2.5 23.9 17.4 38.3 6.3 30.8 1.4

0 0 0 0 0 0

2.3 10.4 1.5 35.9 19.7

7.2 2.1 26.9 9.9

32 3.7 41.4 15.7 18.4 3.5 18.2

69 47 69 55 24 67 33 29 15 41 1 11 21

1.1 10 8.9 13.1 2.9 14 0.7

0 0 0 0 0 0

0.5 3.9 0.8 18.8 11.9

2.4 1.2 8.3 4.2

17 1.4 20.6 10.6 7 1.7 11.3

417 737 804 58 700 405 684 436 967 254 948 273 847

94 634 320 860 353 1020 48

0 0 0 0 0 0

346 754 30 455 319

655 102 711 585

484 93 986 184 687 77 607

88 81 92 15 40 88 86 69 69 61 29 28 30

32.2 88.8 80.4 56 81.7 89.8 25.2

0 0 0 0 0 0

36.8 110.1 16.5 50.6 108.5

89.7 53.3 49.8 91.3

80.2 24.7 102.2 100.7 65.6 43.1 100.8

16 24 29 2 15 15 16 13 12 8 0 1 11

2.3 23.7 12.2 23.1 11.1 37.3 1.7

0 0 0 0 0 0

4.7 57.8 0.7 7.6 25.2

20.5 3.2 14.9 19.5

17.4 2.7 55.5 13.3 21.2 2.8 34

2017 Base + SensitivityTest (No NDR) AM PM Mean Mean Max Max Degree of Queue Delay (sec/ Flow Degree of Queue Sat (%) (PCUs) PCU) (PCUs) Sat (%) (PCUs)

68 52 66 44 23 71 53 39 13 50 1 8 9

1.1 9.9 6 7.4 5.4 16 0.8

0 0 0 0 0 0

1.3 47.7 0.4 2.4 21.3

9.1 1.7 4.9 9.2

8.5 1.2 35.3 9.9 8.3 1.5 20.9

Delay (sec/ PCU)

0.00 2.00 0.00 0.00 1.00 -3.00 8.00 5.00 4.00 -5.00 1.00 0.00 1.00

0.00 0.00 2.90 6.20 0.00 -0.40 0.00

0.00 0.00 0.00 0.00 0.00 0.00

0.00 6.30 0.00 13.50 12.90

8.70 0.00 7.60 4.50

0.00 0.70 -0.10 5.20 0.90 2.00 0.00

3.00 6.00 4.00 1.00 2.00 0.00 -3.00 -4.00 1.00 0.00 0.00 -1.00 1.00

0.00 0.00 0.00 2.60 0.00 2.60 0.00

0.00 0.00 0.00 0.00 0.00 0.00

0.00 13.50 0.00 7.00 14.50

8.30 0.00 -0.80 11.10

0.00 0.00 2.80 0.00 4.80 0.00 0.00

Degree of Sat (%)

Base v Devpt AM PM

B-C B-A C-A C-B A-B A-C

B-AC C-AB C-A A-B A-C

8.81 0.77 10.29 4.66 1.03 7.78

0 0 0 0 0

0.02 0 0 11.73 0.06 0 0.06 6.42

B-ACD A-BCD A-B A-C D-ABC C-ABD C-D C-A

12.22 0.4 9.69 0.37

A B C D

0 0 0 0

19.12 10.97 24.7 14.79

A B C D

0 0 0 0

A B C D

0 0 0 0 0

21.02 5.04 24.54 13.08

A B C D

0 0 0 0 0

11.56 0.15 8.86 16.15

A B C D

Flow Link (PCUs)

0 0

0 0 0

0.7 0 0.9 1.2

0 0

1 0 0.7 0

10.1 2 16.1 15.3

0 0 0 0

262.8 0.9 65.3 4.3

Mean Max Queue (PCUs)

0 0 0

0 0

1.018 17.64 0.88 3.56 Free Flow Conditions 0.45 0.81 Free Flow Conditions Free Flow Conditions

0 0

12.1

220.2 49.3

0 0

0.1 0

0 0

15.6 0.3 10.9 0.3

140.4 29.3 220.5 198.2

0 0 0 0

3615 13.5 924.5 64.7

9.9 0.2 13.3 18.1

6.44 0.39 10.94 8.77 2.4 10.42

0 0 0 0 0

0.04 0.15 0.02 6.39 0.13 0.05 0 12.5

0 0 0 0

0 0 0 0 0

10.31 0.5 10.85 3.16

21.91 15.54 22.31 11.25

0 0 0 0

21.06 7.85 20.73 8.56

12.42 0.02 15.34 15.95

Delay (sec/ Flow PCU) (PCUs)

2017 Base (No NDR)

0.003 0 0 0 Free Flow Conditions Free Flow Conditions 0.007 0.1 0 0 Free Flow Conditions Free Flow Conditions

0 0

0.512 0.02 0.422 0.017

0.929 0.671 0.963 0.977

0 0 0 0

1.16 0.475 1.015 0.817

0.399 0.012 0.473 0.549

Degree of Sat (%)

0 0

0 0 0 0 0

0 0

0.8 0 0.8 0.2

7.4 18.2 11.8 1.6

0 0 0 0

5.1 2.3 16.9 0.8

0.7 0 4.3 1.2

0 0 0

0 0

0.819 3.98 0.443 0.69 Free Flow Conditions 0.91 7.63 Free Flow Conditions Free Flow Conditions

0 0

107.3

9.6 56.8

0 0

0.3 0

0.1 0.02

0 0

12.4 0.4 12.5 2.9

107 234.6 163.7 24.2

0 0 0 0

75.8 34.8 257.2 11.8

11.1 0 63.3 18.7

8.88 0.75 10.97 4.73 1.05 8.39

0 0 0 0 0

0.02 0 0 12.42 0.06 0 0.04 7.82

0 0 0 0

0 0 0 0 0

13.01 0.4 10.48 0.42

19.93 11.18 25.69 15.34

0 0 0 0

24.19 6.55 28.13 17.69

12.42 0.15 9.23 16.77

Delay (sec/ Flow PCU) (PCUs)

0.005 0 0.012 0.01 Free Flow Conditions Free Flow Conditions 0.019 0.02 0.003 0 Free Flow Conditions Free Flow Conditions

0 0

0.454 0.026 0.456 0.16

0.891 0.989 0.941 0.624

0 0 0 0

0.837 0.702 0.955 0.442

0.427 0.002 0.819 0.556

Degree of Sat (%)

Mean Max Queue (PCUs)

0 0 0 0 0 0 0

0 0

1.2 0 0.8 0

16.3 2.3 30.8 26

0 0 0 0

262.7 1.6 161.3 44.8

0.8 0 1 1.3

0 0 0

0 0

0.1 0

0 0 0 0

0 0

17.9 0.3 12.5 0.3

216.4 34 390.3 316.6

0 0 0 0

1.052 22.7 275.4 0.911 3.82 52.2 Free Flow Conditions 0.466 0.86 12.9 Free Flow Conditions Free Flow Conditions

0 0

11.3 0.2 14.9 20 3087.8 23.9 1868.1 537.6

0.004 0 0 0 Free Flow Conditions Free Flow Conditions 0.007 0.01 0 0 Free Flow Conditions Free Flow Conditions

0 0 0 0

0 0

0.546 0.02 0.456 0.02

0.971 0.705 1.009 1.027

0 0 0 0

1.456 0.621 1.211 1.066

0.43 0.013 0.502 0.573

6.4 0.37 11.45 8.66 2.37 10.72

0 0 0 0 0

0.04 0.16 0.02 7.31 0.13 0.05 0 13.01

0 0 0 0

0 0 0 0 0

10.83 0.5 11.51 3.16

22.68 15.49 22.83 11.63

0 0 0 0

24.2 9.89 23.27 11.01

13.05 0.02 15.54 16.44

Delay (sec/ Flow PCU) (PCUs)

0 0

0 0 0 0 0

0 0

0.9 0 0.9 0.2

10.8 26.4 14.1 1.8

0 0 0 0

35.7 30.5 105.6 1.3

0.8 0 5 1.4

0 0 0

0 0

0.825 4.1 58.3 0.46 0.72 10 Free Flow Conditions 0.906 7.38 104 Free Flow Conditions Free Flow Conditions

0 0

0.3 0

0.1 0.2

0 0

13.5 0.4 14 2.9

152.9 323.6 192.1 27

0 0 0 0

445.5 359.9 1217.3 18.8

12.1 0 73.1 20.2

Delay (sec/ PCU)

0.005 0.01 0.013 0.01 Free Flow Conditions Free Flow Conditions 0.02 0.02 0.003 0 Free Flow Conditions Free Flow Conditions

0 0

0.476 0.027 0.484 0.163

0.93 1.026 0.955 0.651

0 0 0 0

1.022 1.09 1.162 0.559

0.449 0.002 0.842 0.576

Mean Max Degree of Queue Sat (%) (PCUs)

2017 Base + SensitivityTest (No NDR)

Mean Max Degree of Queue Sat (%) (PCUs)

0.016

0.034 0.031

0 0

0.001 0

0 0

0.034 0 0.034 0.003

0.04 0.03 0.05 0.05

0 0 0 0

0.30 0.15 0.20 0.25

0.031 0.001 0.029 0.024

-0.004

0.006 0.017

0 0

0.001 0

0 0.001

0 0

0.022 0.001 0.028 0.003

0.04 0.04 0.01 0.03

0 0 0 0

0.19 0.39 0.21 0.12

0.022 0 0.023 0.02

Degree of Sat (%)

North Sprowston and Old Catton APPENDICES

Appendix F: 2032

NSOC TA APPENDICES 161012 SKM Colin Buchanan

North Sprowston and Old Catton APPENDICES Appendix F.1: 2032 Baseline Traffic Link Flows, AADT & AAWT & 2032 Baseline Traffic Flow Diagrams

NSOC TA APPENDICES 161012 SKM Colin Buchanan

Drawing title:

2032 Growth PCU NDR AM

Church St

Job Title:

Client:

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

112

0 0

1.98 0.01

IG Drawn by:

Arm A Arm B

NTS Scale:

118

North Walsham

Fifters Lane

0 0

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

0 0

The Paddocks

Reepham Road

0 0

St Faith's Road

Spixworth Road

0 0 0

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

160

121

107

203

105

168

232

153

111

130

Salhouse Road

Falcon Road

Drg no:

APPENDIX F.1

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

132

Wroxham Road

233

Full extension:

121

215

Wroxham Road

Drawing title:

2032 Growth PCU NDR PM

Church St

Job Title:

Client:

111

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

0 0

119

0 0

1.09 0.29

IG Drawn by:

Arm A Arm B

NTS Scale:

North Walsham

Fifters Lane

0 0

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

0 0

The Paddocks

Reepham Road

0 0

St Faith's Road

Spixworth Road

0 0 0

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

191

106

179

161

117

134

128

167

Salhouse Road

Falcon Road

Drg no:

APPENDIX F.1

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

Wroxham Road

143

Full extension:

179

124

166

Wroxham Road

Drawing title:

2032 Growth PCU NO NDR AM

Church St

Job Title:

Client:

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

0 0

0.29 0.01

IG Drawn by:

Arm A Arm B

NTS Scale:

North Walsham

Fifters Lane

0 0

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

0 0

The Paddocks

Reepham Road

0 0

St Faith's Road

Spixworth Road

0 0 0

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

Salhouse Road

Falcon Road

Drg no:

APPENDIX F.1

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

Wroxham Road

Full extension:

Wroxham Road

Drawing title:

2032 Growth PCU NO NDR PM

Church St

Job Title:

Client:

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

0 0

0.34 0.01

IG Drawn by:

Arm A Arm B

NTS Scale:

North Walsham

Fifters Lane

0 0

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

0 0

The Paddocks

Reepham Road

0 0

St Faith's Road

Spixworth Road

0 0 0

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

Salhouse Road

Falcon Road

Drg no:

APPENDIX F.1

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

Wroxham Road

Full extension:

Wroxham Road

473

174

Drawing title:

130

156

228

314

188

Existing + 2032 Growth AM With NDR PCU

120

853

330

670

593

0 62

307

179

Church St

Job Title:

Client:

368

841

415

472

151

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

1218

140

631

98 41

421

155

161

518

601

169

318

307

817

144

246

215

135

332

231

318

0 0

17.76 3.69

IG Drawn by:

Arm A Arm B

NTS Scale:

946

246

491

141

362

587

282

371

North Walsham

629

831

349

Fifters Lane

745

0 0

166

515

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

30 19

129

0 0

417

549

0 1

180

The Paddocks

180

639

389

Reepham Road

0 0

St Faith's Road

545

Spixworth Road

0 0 0

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

398

322

169

724

184

473

302

410

666

176

711

850

584

148

153

111

342

135

216

226

622

198

337

140

418

486

104

482

Salhouse Road

Falcon Road

Drg no:

APPENDIX F.1

152

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

167

687

399

Wroxham Road

556

139

Full extension:

200

426

338

646

Wroxham Road

460

174

Drawing title:

128

163

223

299

188

Existing + 2032 Growth AM With NDR VEH

117

839

326

658

583

0 66

299

184

Church St

Job Title:

Client:

346

806

415

490

149

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

1193

137

648

98 36

428

154

155

513

600

166

308

302

799

139

234

203

132

333

222

308

0 0

17.51 3.55

IG Drawn by:

Arm A Arm B

NTS Scale:

932

246

496

140

359

573

281

368

North Walsham

615

813

315

Fifters Lane

737

0 0

170

496

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

28 18

129

0 0

404

544

0 1

174

The Paddocks

174

616

362

Reepham Road

0 0

St Faith's Road

538

Spixworth Road

0 0 0

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

392

321

168

716

177

463

299

400

660

173

702

842

577

145

153

111

341

130

219

227

608

195

327

138

412

472

485

Salhouse Road

Falcon Road

Drg no:

APPENDIX F.1

146

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

167

675

398

Wroxham Road

550

139

Full extension:

199

417

335

632

Wroxham Road

720

133

Drawing title:

282

124

365

260

188

Existing + 2032 Growth PM With NDR PCU

607

251

210

181

513

383

0 33

331

Church St

Job Title:

Client:

362

979

178

318

101

110

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

878

140

199

213

130

171

111 289

264

347

240

127

174

461

199

597

114

820

105

163

292

469

385

242

198

429

596

0 0

16.82 5.79

IG Drawn by:

Arm A Arm B

NTS Scale:

751

199

145

280

290

220

324

158

223

120

North Walsham

350

462

363

Fifters Lane

407

0 0

782

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

100

0 0

787

283

1 2

399

The Paddocks

398

709

393

Reepham Road

0 0

St Faith's Road

253

Spixworth Road

0 0 0

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

105

414

473

102

642

268

714

212

474

161

113

571

329

632

698

509

164

254

212

449

154

607

257

626

220

285

513

258

Salhouse Road

Falcon Road

Drg no:

APPENDIX F.1

104

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

156

740

122

259

Wroxham Road

470

Full extension:

267

561

331

124

783

Wroxham Road

725

136

Drawing title:

287

121

363

264

183

Existing + 2032 Growth PM With NDR VEH

604

250

212

183

503

376

0 34

331

Church St

Job Title:

Client:

360

979

196

330

104

109

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

875

139

206

214

130

172

108 293

268

345

239

128

173

453

202

598

116

822

106

160

293

470

384

247

202

431

597

0 0

16.82 5.80

IG Drawn by:

Arm A Arm B

NTS Scale:

751

200

144

282

293

219

319

157

224

120

North Walsham

346

457

350

Fifters Lane

406

0 0

782

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

100

0 0

789

281

1 2

397

The Paddocks

396

704

376

Reepham Road

0 0

St Faith's Road

252

Spixworth Road

0 0 0

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

108

410

478

103

643

268

716

213

469

161

113

564

333

630

696

502

165

253

214

455

154

610

256

626

219

284

508

260

Salhouse Road

Falcon Road

Drg no:

APPENDIX F.1

101

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

157

742

125

258

Wroxham Road

464

Full extension:

270

562

329

124

777

Wroxham Road

Period 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 24 hr

LINK

Period 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 24 hr

LINK

2032 Baseline with NNDR AAWT

2032 Baseline With NNDR AADT

Page 1 of 1

Mile Cross Lane – Chartwell Road – Chartwell Road – North Walsham Road Wroxham Road – St Faith’s Road – Constitution Hill – Wroxham Road – Barkers Lane – West Blue Boar Lane – Country Park Access Spixworth Road – East of Partridge East of Swinbourne East of Constitution Mousehold Lane – St Faith’s Road – Buxton Road – North – North of Beeston North of Access to North of Miles Cross South of Parkland North of Porter’s of Cozens-Hardy White Woman Lane – Lodge Lane – West Fifers Lane – West of Church Street – East George Hill – East of South of Wroxham Road – South of North of Chartwell Falcon Road – North Way Close Hill South of Alford Grove North of Cemetery of Beeston Lane Lane Country Park Lane Road Loke Road West of Longe Road of the Paddocks St Faith’s Road of St Faith’s Road Beeches Close Road Wroxham Road Road of Martin Close 146 177 185 188 1 25 69 73 101 109 139 42 25 22 91 21 28 65 6 9 11 94 117 106 99 1 12 40 42 64 65 74 19 11 8 57 12 13 31 5 10 8 82 100 73 73 1 9 26 31 43 45 52 10 8 5 35 6 9 19 2 6 3 91 113 76 62 1 9 27 31 46 43 57 9 6 5 43 9 6 21 3 8 5 123 163 133 113 0 15 39 43 77 54 67 17 11 5 70 9 6 28 1 8 6 300 435 445 360 1 44 104 136 276 132 188 56 39 30 263 44 28 103 9 33 16 613 846 850 616 8 127 278 381 536 369 465 152 104 91 519 118 68 233 20 84 43 1269 1704 1749 1298 18 453 702 1044 1020 817 1097 513 321 251 1032 251 183 711 62 257 125 1483 1953 2095 1725 31 549 723 1178 1187 962 1385 706 507 450 1232 295 265 1038 87 364 260 1375 1754 1959 1678 27 395 682 1002 1165 975 1379 616 395 352 1192 290 239 1048 89 204 149 1349 1682 2007 1806 29 377 687 1147 1106 988 1481 648 419 347 1140 287 241 1189 78 144 163 1447 1756 2120 1997 29 418 702 1228 1139 1063 1552 671 460 392 1208 325 281 1290 74 140 171 1464 1803 2202 2135 32 411 720 1262 1167 1041 1621 673 460 382 1259 325 264 1357 85 151 176 1512 1855 2191 2028 33 393 712 1255 1133 1031 1605 662 460 360 1321 313 249 1318 83 147 161 1545 1860 2184 1945 34 407 724 1273 1184 1047 1611 692 453 371 1363 338 285 1330 77 136 163 1564 1963 2307 2024 46 465 769 1290 1240 1137 1739 745 522 495 1431 392 341 1354 90 157 244 1665 2085 2417 2123 54 558 909 1428 1313 1237 1724 835 575 456 1560 423 400 1417 101 156 217 1648 2046 2315 2015 47 597 930 1358 1214 1178 1690 864 598 489 1433 429 435 1466 98 177 224 1367 1630 1862 1569 30 388 665 880 1100 1055 1442 599 400 354 1104 272 305 1057 89 145 167 1056 1250 1405 1184 14 267 454 584 773 772 1075 419 292 271 803 194 219 749 67 116 142 726 865 964 821 11 170 299 394 502 542 742 277 173 155 503 128 139 507 49 69 87 574 737 818 656 11 139 273 335 424 450 598 218 127 118 421 97 130 380 34 48 70 471 546 624 511 5 99 208 270 343 344 456 150 96 72 349 67 91 266 30 37 47 279 345 354 333 21 58 113 139 183 211 271 81 47 46 183 37 57 132 15 25 28 22243 27784 31439 27358 486 6384 10856 16805 17337 15666 22509 9674 6507 5528 18614 4681 4281 17108 1252 2631 2686

AADT

Mile Cross Lane – Chartwell Road – Chartwell Road – North Walsham Road Wroxham Road – Blue Boar Lane – Country Park Access Spixworth Road – St Faith’s Road – Constitution Hill – Wroxham Road – Barkers Lane – West East of Partridge East of Swinbourne East of Constitution Mousehold Lane – St Faith’s Road – Buxton Road – North – North of Beeston North of Access to Road – South of North of Chartwell Falcon Road – North North of Miles Cross South of Parkland North of Porter’s of Cozens-Hardy White Woman Lane – Lodge Lane – West Fifers Lane – West of Church Street – East George Hill – East of South of Wroxham West of Longe Road of the Paddocks St Faith’s Road of St Faith’s Road Beeches Close Road Wroxham Road Road of Martin Close Way Close Hill South of Alford Grove North of Cemetery of Beeston Lane Lane Country Park Lane Road Loke Road 111 124 131 117 1 17 45 52 67 70 89 30 17 14 55 11 17 52 1 7 7 57 70 74 61 0 6 24 22 41 35 41 14 6 3 38 7 6 26 1 4 4 49 55 54 52 0 6 18 23 27 28 31 8 4 2 22 3 4 17 0 4 2 64 75 70 56 1 7 24 27 41 34 47 8 6 4 40 9 3 19 2 7 5 107 145 140 124 0 15 39 48 85 48 67 16 11 5 76 10 5 28 1 7 5 342 503 531 471 1 51 121 154 337 154 209 67 47 40 310 53 34 120 10 40 18 758 1049 1038 826 10 157 341 463 660 454 553 186 127 114 624 150 85 284 21 105 53 1632 2198 2191 1853 22 589 900 1293 1310 1035 1392 652 418 326 1287 324 233 877 68 337 153 1876 2469 2513 2299 37 665 838 1377 1442 1127 1659 859 628 564 1466 351 324 1223 90 462 329 1639 2073 2094 1892 28 419 698 994 1274 1021 1416 640 415 380 1287 314 252 1090 92 232 153 1525 1871 1935 1770 28 349 643 1086 1079 924 1369 610 394 327 1100 276 226 1100 72 143 152 1586 1908 1974 1816 25 376 646 1126 1099 974 1407 607 415 360 1140 309 250 1188 63 127 160 1583 1958 2050 1929 29 368 648 1143 1138 959 1445 606 414 362 1199 308 245 1249 84 123 174 1667 2070 2121 1992 32 373 664 1174 1113 996 1493 623 444 353 1344 314 249 1234 78 138 155 1727 2088 2217 2045 35 407 716 1224 1243 1063 1588 683 460 379 1439 358 301 1293 76 134 165 1759 2235 2349 2119 50 474 774 1259 1300 1173 1754 769 544 534 1517 431 370 1344 88 162 269 1911 2403 2512 2304 59 597 935 1447 1382 1269 1738 886 617 483 1679 468 435 1495 98 160 228 1922 2396 2522 2390 54 686 1041 1462 1317 1261 1796 972 681 548 1591 490 500 1644 103 195 246 1597 1888 2013 1829 34 430 728 919 1195 1129 1537 645 442 390 1201 300 339 1159 97 153 173 1211 1420 1495 1333 14 281 482 591 817 806 1124 446 310 288 851 207 237 822 73 117 153 816 972 1022 896 12 178 318 396 517 566 784 298 184 155 522 139 147 566 49 70 90 637 824 883 730 11 146 300 345 452 485 636 239 137 126 449 104 137 423 38 49 71 535 600 660 557 6 106 219 275 372 356 475 155 102 71 384 70 98 292 31 35 45 287 353 350 333 27 56 107 127 179 209 264 74 45 46 179 35 57 139 14 24 27 25398 31750 32940 29794 518 6761 11271 17030 18487 16175 22914 10091 6868 5871 19799 5042 4555 17684 1251 2835 2838

AAWT

North Sprowston and Old Catton APPENDICES Appendix F.2: 2032 Baseline + Development Traffic Flows

NSOC TA APPENDICES 161012 SKM Colin Buchanan

Drawing title:

2032 Devpt PCU AM With NDR

163

0 58

117

Church St

Job Title:

Client:

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

163

0 0

124

100

124

100

63 0

0.00 2.06

IG Drawn by:

Arm A Arm B

NTS Scale:

142

304

163

304

North Walsham

205

204

143

Fifters Lane

108

0 47

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

0 0

231

1 0

The Paddocks

Reepham Road

0 0

St Faith's Road

Spixworth Road

94 0 102

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

188

103

202

146

202

146

Salhouse Road

Falcon Road

Drg no:

APPENDIX F.2

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

124

Wroxham Road

146

Full extension:

Wroxham Road

Drawing title:

2032 Devpt PCU PM With NDR

140

0 23

Church St

Job Title:

Client:

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

140

0 0

142

187

142

94 0

103

0.00 3.12

IG Drawn by:

Arm A Arm B

NTS Scale:

153

140

153

North Walsham

111

105

Fifters Lane

166

0 21

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

0 0

116

0 0

The Paddocks

Reepham Road

0 0

St Faith's Road

Spixworth Road

48 0 52

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

148

106

Salhouse Road

Falcon Road

Drg no:

APPENDIX F.2

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

Wroxham Road

Full extension:

135

Wroxham Road

Drawing title:

Base + 2032 Growth + Dev PCU AM No NDR

Church St

Job Title:

Client:

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

0 0

0.00 0.00

IG Drawn by:

Arm A Arm B

NTS Scale:

North Walsham

Fifters Lane

0 0

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

0 0

The Paddocks

Reepham Road

0 0

St Faith's Road

Spixworth Road

0 0 0

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

Salhouse Road

Falcon Road

Drg no:

APPENDIX F.2

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

Wroxham Road

Full extension:

Wroxham Road

Drawing title:

Base + 2032 Growth + Dev PCU PM No NDR

Church St

Job Title:

Client:

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

0 0

0.00 0.00

IG Drawn by:

Arm A Arm B

NTS Scale:

North Walsham

Fifters Lane

0 0

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

0 0

The Paddocks

Reepham Road

0 0

St Faith's Road

Spixworth Road

0 0 0

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

Salhouse Road

Falcon Road

Drg no:

APPENDIX F.2

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

Wroxham Road

Full extension:

Wroxham Road

473

179

Drawing title:

149

156

228

314

213

Existing + 2032 Growth + Dev PCU AM With NDR

120

330

104

1016

110

787

593

0 120

367

237

Church St

Job Title:

Client:

368

841

119

434

491

151

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

1381

140

650

98 41

499

128

155

208

601

169

318

307

836

268

370

339

135

332

100

355

418

63 0

17.76 5.76

IG Drawn by:

Arm A Arm B

NTS Scale:

946

387

796

141

362

892

445

676

North Walsham

834

204

831

143

349

Fifters Lane

853

0 47

166

534

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

30 28

129

0 0

648

549

1 1

180

The Paddocks

180

653

389

Reepham Road

0 0

St Faith's Road

545

Spixworth Road

94 0 102

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

473

188

378

169

743

184

548

302

513

103

202

812

176

913

850

730

204

153

111

342

135

216

226

663

198

337

168

418

505

104

482

Salhouse Road

Falcon Road

Drg no:

APPENDIX F.2

152

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

167

687

524

Wroxham Road

702

139

Full extension:

200

500

338

646

Wroxham Road

720

138

Drawing title:

282

124

365

260

199

Existing + 2032 Growth + Dev PCU PM With NDR

747

251

210

181

599

383

0 56

389

Church St

Job Title:

Client:

362

979

248

388

105

109

110

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

1018

140

199

221

130

201

111 359

264

428

277

127

174

461

199

597

142

114

828

105

163

479

656

572

242

198

616

738

94 0

103

16.82 8.91

IG Drawn by:

Arm A Arm B

NTS Scale:

751

199

220

433

290

220

477

298

376

120

North Walsham

461

105

462

363

Fifters Lane

573

0 21

817

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

100

0 0

903

283

1 2

399

The Paddocks

398

739

393

Reepham Road

0 0

St Faith's Road

253

Spixworth Road

48 0 52

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

105

507

542

102

650

268

807

212

622

161

113

148

106

644

329

738

698

582

197

254

212

449

154

630

257

626

276

285

537

258

Salhouse Road

Falcon Road

Drg no:

APPENDIX F.2

104

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

156

740

146

318

Wroxham Road

544

Full extension:

267

654

331

124

783

135

Wroxham Road

460

179

Drawing title:

147

163

223

299

213

Existing + 2032 Growth + Dev VEH AM With NDR

117

326

103

1002

114

775

583

0 124

358

242

Church St

Job Title:

Client:

346

806

115

434

510

149

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

1355

137

667

98 36

505

124

154

202

596

600

166

308

302

819

263

358

327

132

333

100

345

408

63 0

17.51 5.61

IG Drawn by:

Arm A Arm B

NTS Scale:

932

388

800

140

359

877

444

673

North Walsham

820

204

813

143

315

Fifters Lane

845

0 47

170

515

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

28 27

129

0 0

634

544

1 1

174

The Paddocks

174

630

362

Reepham Road

0 0

St Faith's Road

538

Spixworth Road

94 0 102

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

466

188

377

168

736

177

538

299

503

103

202

806

173

904

842

723

201

153

111

341

130

219

227

649

195

327

166

412

490

485

Salhouse Road

Falcon Road

Drg no:

APPENDIX F.2

146

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

167

675

522

Wroxham Road

696

139

Full extension:

199

492

335

632

Wroxham Road

725

142

Drawing title:

287

121

363

264

194

Existing + 2032 Growth + Dev VEH PM With NDR

744

250

212

183

588

376

0 57

390

Church St

Job Title:

Client:

360

979

104

266

400

104

112

109

A1042

George Hill

White Woman

NORWICH

BEYOND GREEN

1015

139

206

221

130

202

108 363

268

426

276

128

173

453

202

598

142

116

830

106

160

480

657

571

247

202

618

739

94 0

103

16.82 8.92

IG Drawn by:

Arm A Arm B

NTS Scale:

751

200

219

435

293

219

472

297

376

120

North Walsham

456

105

457

350

Fifters Lane

572

0 21

817

Cromer Road

Beechwoods

Lodge Lane / Repton Ave

100

0 0

904

281

1 2

397

The Paddocks

396

733

376

Reepham Road

0 0

St Faith's Road

252

Spixworth Road

48 0 52

Job Number:

1st Issued:

Ckd/Appd:

School Lane

VN18592

May 2012

Barker's Lane / Church Lane

P&R

Proposed High Street

Beeston Lane

108

502

547

103

651

268

809

213

617

161

113

148

106

638

333

736

696

575

197

253

214

455

154

633

256

626

275

284

532

260

Salhouse Road

Falcon Road

Drg no:

APPENDIX F.2

101

Blue Boar Lane

Committed Dev Access

I:\CBP Data\CB Jobs\18592-01-X_North East Norwich Sustainable Movement Strategy\3. Project\3.2 Analysis\Traffic data\Traffic Flow Diagrams\[Norwich Traffic Flow Diagram v16.xlsx]

157

742

149

317

Wroxham Road

537

Full extension:

270

654

329

124

777

135

Wroxham Road

North Sprowston and Old Catton APPENDICES Appendix F.3: 2032 Baseline + Development AAWT and AADT.

NSOC TA APPENDICES 161012 SKM Colin Buchanan

Period 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 24 hr

LINK

Period 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 24 hr

LINK

2032 Base + DEV with NNDR AAWT

2032 Base + DEV with NNDR AADT

Page 1 of 1

Mile Cross Lane – Chartwell Road – Chartwell Road – North Walsham Road Wroxham Road – St Faith’s Road – Constitution Hill – Wroxham Road – Barkers Lane – West White Woman Lane Blue Boar Lane – Country Park Access Spixworth Road – East of Partridge East of Swinbourne East of Constitution Mousehold Lane – St Faith’s Road – Buxton Road – North – North of Beeston North of Access to North of Miles Cross South of Parkland North of Porter’s of Cozens-Hardy – West of Longe Lodge Lane – West Fifers Lane – West of Church Street – East George Hill – East of South of Wroxham Road – South of North of Chartwell Falcon Road – North Way Close Hill South of Alford Grove North of Cemetery of Beeston Lane Lane Country Park Lane Road Loke Road Road of the Paddocks St Faith’s Road of St Faith’s Road Beeches Close Road Wroxham Road Road of Martin Close 165 194 187 195 1 25 101 92 104 156 160 42 25 22 92 25 28 70 6 11 11 106 129 107 102 1 12 58 53 66 93 86 19 11 8 58 14 13 33 5 11 8 92 110 73 76 1 9 38 39 44 64 61 10 8 5 36 7 9 21 2 7 3 103 124 77 64 1 9 39 39 48 62 66 9 6 5 43 11 6 22 3 9 5 139 180 134 117 0 15 57 54 80 77 77 17 11 5 71 11 6 30 1 10 6 339 479 449 372 1 44 152 171 285 190 217 56 39 31 267 52 28 111 9 38 16 692 931 858 637 8 127 406 478 553 530 538 152 104 94 527 141 68 251 20 97 43 1433 1875 1764 1342 18 454 1024 1309 1052 1174 1268 513 321 259 1048 299 183 767 62 297 125 1674 2150 2114 1784 31 550 1055 1477 1225 1382 1601 706 507 464 1251 352 265 1121 87 420 260 1552 1930 1976 1735 27 396 996 1255 1201 1400 1594 616 395 363 1210 346 239 1131 89 236 149 1523 1851 2025 1868 29 378 1002 1438 1141 1419 1712 648 419 358 1157 343 241 1283 78 166 163 1633 1932 2139 2065 29 418 1024 1540 1175 1528 1794 671 460 404 1226 388 281 1392 74 161 171 1653 1985 2222 2208 32 411 1050 1582 1204 1496 1874 673 460 393 1278 388 264 1465 85 174 176 1707 2042 2210 2097 33 394 1039 1573 1169 1481 1856 662 460 371 1341 373 249 1423 83 170 161 1744 2048 2203 2011 34 408 1056 1595 1221 1504 1863 692 453 383 1383 403 285 1435 77 157 163 1766 2161 2327 2093 46 466 1121 1617 1279 1633 2010 745 522 510 1453 468 341 1461 90 181 244 1880 2295 2438 2195 54 559 1327 1790 1354 1777 1993 835 575 470 1583 504 400 1529 101 180 217 1861 2252 2335 2083 47 598 1357 1703 1252 1692 1954 864 598 504 1455 512 435 1582 98 204 224 1543 1794 1878 1622 30 389 970 1104 1134 1515 1667 599 400 364 1121 324 305 1141 89 167 167 1192 1376 1417 1224 14 268 663 732 798 1109 1243 419 292 279 815 232 219 808 67 133 142 819 952 973 849 11 170 436 494 518 779 858 277 173 160 511 152 139 547 49 79 87 648 812 826 678 11 139 398 420 437 646 692 218 127 121 427 116 130 410 34 56 70 531 601 629 529 5 99 304 339 354 494 528 150 96 74 355 79 91 287 30 42 47 315 380 357 344 21 58 165 174 189 304 313 81 47 47 186 44 57 142 15 29 28 25107 30584 31718 28289 486 6395 15838 21065 17880 22506 26026 9674 6507 5696 18895 5583 4281 18463 1252 3034 2686

AADT

Mile Cross Lane – Chartwell Road – Chartwell Road – North Walsham Road Wroxham Road – St Faith’s Road – Constitution Hill – Wroxham Road – Barkers Lane – West White Woman Lane Blue Boar Lane – Country Park Access Spixworth Road – of Cozens-Hardy – West of Longe Lodge Lane – West Fifers Lane – West of Church Street – East George Hill – East of South of Wroxham Road – South of North of Chartwell Falcon Road – North East of Partridge East of Swinbourne East of Constitution Mousehold Lane – St Faith’s Road – Buxton Road – North – North of Beeston North of Access to North of Miles Cross South of Parkland North of Porter’s Wroxham Road Road of Martin Close Way Close Hill South of Alford Grove North of Cemetery of Beeston Lane Country Park Lane Road Loke Road Road of the Paddocks St Faith’s Road of St Faith’s Road Beeches Close Road Lane 123 134 132 120 1 17 65 64 69 97 101 30 17 15 56 13 17 56 1 8 7 63 76 75 63 0 6 35 28 42 49 47 14 6 3 38 9 6 28 1 4 4 54 60 55 53 0 6 26 29 28 39 35 8 4 2 22 3 4 18 0 5 2 70 82 70 57 1 7 34 33 42 47 53 8 6 4 40 11 3 20 2 7 5 119 158 141 128 0 16 56 60 87 67 76 16 11 5 78 11 5 30 1 8 5 379 546 535 484 1 51 173 190 346 216 238 67 47 41 314 62 34 128 10 45 18 841 1139 1047 849 10 157 485 571 678 635 630 186 127 117 633 176 85 304 21 118 53 1810 2385 2209 1904 22 590 1281 1593 1346 1448 1586 652 418 335 1304 380 233 940 68 380 153 2080 2680 2533 2362 37 666 1194 1696 1482 1576 1891 859 628 578 1486 412 324 1311 90 522 329 1818 2249 2111 1943 28 420 993 1225 1309 1428 1614 640 415 390 1305 369 252 1168 92 263 153 1691 2031 1950 1818 28 350 916 1338 1109 1293 1560 610 394 336 1115 324 226 1179 72 162 152 1759 2070 1990 1865 25 376 920 1388 1130 1362 1603 607 415 369 1155 362 250 1274 63 143 160 1755 2125 2066 1981 29 369 923 1408 1169 1342 1647 606 414 371 1215 361 245 1339 84 139 174 1849 2246 2138 2046 32 374 946 1447 1144 1393 1701 623 444 362 1362 369 249 1323 78 156 155 1916 2266 2235 2101 35 408 1020 1508 1278 1487 1809 683 460 389 1459 420 301 1386 76 152 165 1951 2426 2367 2177 50 474 1101 1552 1336 1641 1999 769 544 548 1538 506 370 1441 88 182 269 2119 2608 2532 2367 59 598 1331 1783 1420 1776 1981 886 617 495 1702 549 435 1602 98 181 228 2132 2600 2542 2456 54 687 1482 1801 1353 1764 2046 972 681 562 1612 575 500 1763 103 221 246 1771 2049 2029 1879 34 431 1037 1132 1228 1579 1752 645 442 400 1217 352 339 1242 97 173 173 1343 1541 1507 1370 14 281 686 728 840 1127 1280 446 310 295 863 243 237 881 73 132 153 904 1055 1030 920 12 179 453 488 531 792 894 298 184 159 529 163 147 607 49 79 90 706 894 890 750 11 147 427 426 464 678 725 239 137 129 455 123 137 454 38 55 71 593 652 665 572 6 106 312 339 382 498 542 155 102 73 389 82 98 313 31 39 45 318 384 353 342 27 56 152 157 184 293 300 74 45 47 182 41 57 149 14 27 27 28164 34457 33201 30609 518 6772 16045 20984 18997 22628 26112 10091 6868 6024 20068 5914 4555 18956 1251 3201 2838

AAWT

North Sprowston and Old Catton APPENDICES Appendix F.4: 2032 Modelling Results

NSOC TA APPENDICES 161012 SKM Colin Buchanan

Link

Flow (PCUs)

2032 Base (With NDR) AM PM Mean Mean Total Degree Max Total Degree Max Queue Delay Flow of Sat Queue Delay of Sat (%) (PCUs) PCUHR (PCUs) (%) (PCUs) PCUHR

Flow (PCUs)

2032 Base + Development (With NDR) AM PM Mean Mean Degree Max Total Degree Max Total of Sat Queue Delay Flow of Sat Queue Delay (%) (PCUs) PCUHR (PCUs) (%) (PCUs) PCUHR

Base v Devpt AM PM

Degree of Sat (%)

1_1 1_2 2_1 2_2 3_1 3_2 7_1

890 150 805 223 506 103 380

93.4 25.2 92.1 91.5 53.2 43.2 93.3

34.9 3.8 31.2 11.2 15 3.5 17.4

16.8 1.4 15 7.1 6 1.7 10

536 102 852 153 525 92 701

88.8 29.3 101 100.5 57 61.8 99.3

21 3.1 45.4 11.5 16 3.7 35.2

11 1.4 28.1 8.8 6.5 2.1 19.5

890 150 846 223 525 103 380

96.6 25.9 93.6 91.5 53.4 43.2 93.3

38.2 3.8 33.5 11.2 15.6 3.5 17.4

20.2 1.4 16.4 7.1 6.2 1.7 10

536 102 874 153 549 92 701

88.8 29.3 100 100.5 57.6 61.8 101.6

21 3.1 43.6 11.5 16.7 3.7 40.1

11 1.4 25.8 8.8 6.7 2.1 24.7

3.20 0.70 1.50 0.00 0.20 0.00 0.00

0.00 0.00 -1.00 0.00 0.60 0.00 2.30

1_1 1_2 2_1 3_1

215 50 733 211

24.9 31.3 41.6 42.3

3.6 1.4 12.6 4.8

1.1 0.8 3.5 1.9

384 79 443 336

52.6 45.9 30.2 52.5

8.6 2.4 8.3 7.5

3 1.3 2.6 2.8

339 50 1038 211

35 31.3 53 51.9

5.4 1.4 17.9 5.2

1.6 0.8 4.6 2.3

571 79 596 336

65.7 45.9 34.5 65.1

12.8 2.4 10.2 8.8

4.2 1.3 2.9 3.7

10.10 0.00 11.40 9.60

13.10 0.00 4.30 12.60

1_1 1_2 2_1 2_2 3_1

135 231 42 587 370

12.2 35.8 29.1 72.7 71

1.6 5.3 1.3 15.2 10.6

0.3 2 0.7 5.3 4.6

242 428 26 324 262

25.8 70.3 14.3 39.2 72.4

3.1 9.6 0.6 5.3 6.7

0.8 4.2 0.3 1.7 3.5

135 355 42 892 370

12.2 45.2 29.1 95 93.6

1.6 7.9 1.3 31.3 15.5

0.3 2.7 0.7 13.4 9.2

242 615 26 477 262

25.8 89.8 14.3 53.1 89.1

3.1 17.1 0.6 8.1 9.1

0.8 8.3 0.3 2.6 5.8

0.00 9.40 0.00 22.30 22.60

0.00 19.50 0.00 13.90 16.70

1_1 2_1 3_1 3_2 4_1 4_2

183 602 148 166 74 164

27.6 82.3 72.9 82.2 33.3 84.1

3.8 18.8 5.7 7.1 2.3 7.2

1.3 7.1 3.3 4.3 1.2 4.5

487 316 129 55 127 141

70.3 48.3 65.1 27.2 53.1 67.1

13.9 7.3 4.7 1.7 3.6 4.1

4.9 2.6 2.6 0.9 2.2 2.8

218 685 155 166 74 164

28.4 89.2 83.7 89.7 33.3 91.1

4.4 23.4 6.9 8.3 2.3 8.5

1.5 9.3 4.4 5.5 1.2 5.8

557 352 140 55 127 141

76.3 52.3 77.7 29.7 57.2 72.3

16.4 8.2 5.8 1.8 4.4 5.4

5.8 2.8 3.5 0.9 2.3 3.1

0.80 6.90 10.80 7.50 0.00 7.00

6.00 4.00 12.60 2.50 4.10 5.20

1_1 1_2 2_1 2_2 3_1 4_1 4_2

91 556 330 956 201 716 34

23.8 75.1 73.1 65.5 38 74.9 17.6

2.1 17.4 11.4 27 4.8 23.5 1.1

0.9 6.3 5.2 9 1.9 9.9 0.6

79 550 251 667 302 889 40

26.9 77.1 63 43.6 55.1 78.3 21

1.9 18 8.5 16.7 8.1 29.4 1.4

0.9 6.7 3.9 5.3 3.3 11.7 0.7

104 581 330 1119 220 735 34

27.8 76.6 75.7 78.1 50.3 76.9 17.6

2.4 18.2 11.7 34.7 5.5 24.3 1.1

1 6.6 5.4 12.1 2.4 10.3 0.6

83 561 251 807 337 924 40

28.3 78.6 63 52.6 81.5 81.3 21

2 18.6 8.5 21.2 10.7 31.1 1.4

0.9 7 3.9 6.8 5.4 12.5 0.7

4.00 1.50 2.60 12.60 12.30 2.00 0.00

1.40 1.50 0.00 9.00 26.40 3.00 0.00

Link 31141 31140 31131 31130 31121 31120 31111 31110 32220 32210 32310 32120 32110

Flow (PCUs) 389 639 522 65 722 307 774 350 872 275 841 305 820

2032 Base (With NDR) AM PM Mean Mean Degree Max Degree Max of Sat Queue Delay Flow of Sat Queue Delay Flow (%) (PCUs) (sec/PCU) (PCUs) (%) (PCUs) (sec/PCU) (PCUs) 79 68 72 20 43 76 72 42 59 64 26 21 36

13 19 17 2 16 10 15 30 12 50 0 1 15

55 45 52 49 24 59 32 6 11 9 1 5 16

392 710 774 57 596 332 593 369 890 215 859 232 730

79 75 82 13 34 78 78 62 62 56 26 23 26

13 22 25 2 13 11 13 11 11 7 0 1 9

56 48 51 41 23 60 47 38 12 50 1 8 9

390 652 523 64 839 367 781 350 910 274 876 308 823

2032 Base + Development (With NDR) Base v Devpt AM PM AM PM Mean Mean Degree Max Degree Max of Sat Queue Delay Flow of Sat Queue Delay (%) (PCUs) (sec/PCU) (PCUs) (%) (PCUs) (sec/PCU) Degree of Sat (%) 76 66 80 22 46 80 77 45 61 63 27 21 36

13 19 17 2 18 13 17 6 10 8 0 2 15

52 44 59 52 22 69 31 31 12 50 1 11 16

394 740 774 57 681 389 599 369 922 214 904 232 735

83 81 85 13 39 85 79 62 64 56 28 22 27

14 24 26 2 14 14 13 10 11 7 0 1 10

60 52 55 43 22 65 47 36 12 50 1 8 10

-3.00 -2.00 8.00 2.00 3.00 4.00 5.00 3.00 2.00 -1.00 1.00 0.00 0.00

4.00 6.00 3.00 0.00 5.00 7.00 1.00 0.00 2.00 0.00 2.00 -1.00 1.00

2032 Base (With NDR)

Link

AM Demand End Demand / Capacity Queue (Veh / (RFC) (Veh) Min)

PM Delay Demand (Veh.Min Demand / End / Time (Veh / Capacity Queue Segment) Min) (RFC) (Veh)

2032 Base + Development (With NDR) AM PM Delay Demand Delay Demand (Veh.Min Demand / End (Veh.Min Demand / End / Time (Veh / Capacity Queue / Time (Veh / Capacity Queue Segment) Min) (RFC) (Veh) Segment) Min) (RFC) (Veh)

Delay (Veh.Min / Time Demand / Capacity Segment) (RFC)

A B C D

12.75 0.15 8.31 13.29

0.407 0.011 0.466 0.451

0.7 0 0.9 0.8

10.3 0.2 13 12.2

11.49 0.02 15.45 13.4

0.365 0.001 0.821 0.47

0.6 0 4.4 0.9

8.6 0 64.4 13.2

16.44 0.15 8.83 14.64

0.525 0.013 0.54 0.503

1.1 0 1.2 1

16.5 0.2 17.4 15.1

13.43 0.02 16.48 15.08

0.427 0.001 0.911 0.542

0.7 0 8.6 1.2

11.1 0 122.2 17.6

0.12 0.00 0.07 0.05

0.06 0.00 0.09 0.07

A B C D

17.22 3.54 19 10.29

0.845 0.301 0.758 0.536

5.3 0.4 3.1 1.2

80.1 6.4 46.5 17.3

16.48 5.79 17.1 7.02

0.631 0.416 0.726 0.327

1.7 0.7 2.6 0.5

25.5 10.7 39.5 7.3

17.22 5.6 19.32 15.37

0.991 0.539 0.812 0.81

31.9 1.2 4.2 4.2

460.3 17.4 63.6 62.9

16.48 8.9 17.23 10.59

0.686 0.704 0.796 0.495

2.2 2.4 3.9 1

32.9 35.3 57.8 14.6

0.15 0.24 0.05 0.27

0.06 0.29 0.07 0.17

A B C D

3.39 3.54 1.58 0.42

0.317 0.322 0.163 0.046

0.5 0.5 0.2 0

6.9 7.1 2.9 0.7

1.91 5.06 0.83 0.13

0.174 0.455 0.091 0.014

0.2 0.8 0.1 0

3.1 12.3 1.5 0.2

3.49 3.54 1.74 0.42

0.325 0.323 0.18 0.047

0.5 0.5 0.2 0

7.2 7.1 3.3 0.7

2 5.06 1.03 0.13

0.183 0.457 0.113 0.014

0.2 0.8 0.1 0

3.3 12.4 1.9 0.2

0.01 0.00 0.02 0.00

A B C D

16.59 11.14 19.1 14.26

0.781 0.609 0.744 0.768

3.4 1.5 2.8 3.2

51 22.8 42.4 47.4

18.46 15.56 18.35 10.15

0.725 0.853 0.775 0.502

2.6 5.4 3.3 1

38.5 78.3 49.3 14.9

16.92 12.15 19.45 16.94

0.854 0.671 0.784 0.92

5.4 2 3.5 9.3

77.7 29.6 52.2 130.8

18.9 16.83 18.48 11.49

0.763 0.938 0.819 0.57

3.1 11 4.3 1.3

46.7 152.7 62.8 19.5

0.07 0.06 0.04 0.15

0.04 0.09 0.04 0.07

A B C D

15.41 6.29 9.56 0.97

0.663 0.341 0.468 0.049

1.9 0.5 0.9 0.1

29 7.7 13.1 0.8

12.72 2.75 11.03 6.75

0.627 0.158 0.487 0.352

1.7 0.2 0.9 0.5

24.8 2.8 14.1 8.1

19.47 6.29 10.33 0.61

0.824 0.4 0.506 0.031

4.5 0.7 1 0

66.5 9.9 15.2 0.5

14.66 2.75 13.74 6.75

0.723 0.169 0.607 0.384

2.6 0.2 1.5 0.6

38 3 22.9 9.3

0.16 0.06 0.04 -0.02

0.10 0.01 0.12 0.03

B-AC C-AB C-A A-B A-C

0.02 0 3.19 0.04 9.87

0.002 0 0 0 Free Flow Conditions Free Flow Conditions Free Flow Conditions

0 0

0.06 0.03 7.25 0 4.62

0.007 0.01 0.1 0.002 0 0 Free Flow Conditions Free Flow Conditions Free Flow Conditions

0.04 0 3.19 0.04 9.87

0.006 0.01 0.1 0 0 0 Free Flow Conditions Free Flow Conditions Free Flow Conditions

0.06 0.03 7.25 0 4.62

0.007 0.01 0.1 0.002 0 0 Free Flow Conditions Free Flow Conditions Free Flow Conditions

0.00 0.00

B-AC C-AB A-B A-C

3.74 1.1 1.52 5.49

0.495 0.95 13.4 0.112 0.13 1.9 Free Flow Conditions Free Flow Conditions

1.96 3.36 4.84 6.66

0.272 0.37 5.3 0.385 0.62 9.3 Free Flow Conditions Free Flow Conditions

4.79 1.1 1.52 5.49

2.39 3.36 4.84 6.66

0.325 0.48 6.8 0.385 0.62 9.3 Free Flow Conditions Free Flow Conditions

0.12 0.00

0.05 0.00

0.02 0.06 0 7.41 0.06 0 0 13.52

0.004 0 0.1 0.007 0.01 0.1 0 0 0 Free Flow Conditions Free Flow Conditions 0 0 0 Free Flow Conditions Free Flow Conditions

0.04 0.13 0.06 14.42 0 0.21 0.02 7.34

0.005 0.01 0.1 0.021 0.02 0.3 0.003 0 0 Free Flow Conditions Free Flow Conditions 0.017 0.02 0.3 Free Flow Conditions Free Flow Conditions

0.02 0.06 0 11.63 0.09 0 0 15.51

0.613 1.54 22.9 0.112 0.13 1.9 Free Flow Conditions Free Flow Conditions 0 0.005 0.01 0.1 0.009 0.01 0.1 0 0 0 Free Flow Conditions Free Flow Conditions 0 0 0 Free Flow Conditions Free Flow Conditions

0.04 0.15 0.07 16.52 0 0.27 0.02 10.32

0.006 0.01 0.031 0.03 0.004 0 Free Flow Conditions Free Flow Conditions 0.019 0.02 Free Flow Conditions Free Flow Conditions

0.1 0.5 0.1

0.00 0.00 0.00

0.00 0.01 0.00

0.3

0.00

B-ACD A-BCD A-B A-C D-ABC C-ABD C-D C-A B-AC C-AB C-A A-B A-C

1.21 0.165 0.2 1.43 0.095 0.19 8.55 Free Flow Conditions 0 0.51 Free Flow Conditions 0 2.84 Free Flow Conditions 0

2.9 2.9 0 0 0

2.72 1.28 3.87 1.84 6.33

0.353 0.54 8.1 0.117 0.23 3.4 Free Flow Conditions Free Flow Conditions Free Flow Conditions

1.65 1.65 9.86 0.51 3.67

0.175 0.21 3.1 0.103 0.22 3.3 Free Flow Conditions Free Flow Conditions Free Flow Conditions

2.72 1.4 4.43 1.84 7.82

0.377 0.6 8.9 0.126 0.26 4 Free Flow Conditions Free Flow Conditions Free Flow Conditions

0.01 0.01

0.02 0.01

B-C B-A C-A C-B A-B A-C

0.44 0.127 0.14 5.49 0.593 1.42 10.44 Free Flow Conditions 0 3.17 0.302 0.43 0.75 Free Flow Conditions 0 7.58 Free Flow Conditions 0

2.1 21.2 0 6.4 0 0

0.22 3.91 9.12 6.11 1.76 10.15

0.088 0.09 1.4 0.451 0.81 12.1 Free Flow Conditions 0.616 1.57 23.4 Free Flow Conditions Free Flow Conditions

0.44 5.49 13.12 3.17 0.75 8.95

0.158 0.18 2.7 0.621 1.6 23.8 Free Flow Conditions 0.315 0.46 6.8 Free Flow Conditions Free Flow Conditions

0.22 3.91 10.46 6.11 1.76 11.85

0.112 0.12 1.8 0.478 0.9 13.5 Free Flow Conditions 0.65 1.81 26.8 Free Flow Conditions Free Flow Conditions

0.03 0.03

0.02 0.03

0.01

0.03

North Sprowston and Old Catton APPENDICES Appendix F.5: Mitigation

NSOC TA APPENDICES 161012 SKM Colin Buchanan

File Note

Date

17 October 2012

Project No

VN18592.01

Subject

Appendix F.5 NS&OC Proposed Mitigation

NS & OC Proposed Mitigation

Introduction This technical note describes the mitigation proposed to address the impacts of Phase 1 of the development in 2017 prior to the construction of NNDR, and the impacts of completed development in 2032 on the assumption that the NNDR is constructed after 2017. The mitigation is proposed to address the impacts of the development on the operation of the junction of A1042/North Walsham Road in particular. However, the measures proposed will have benefits on the future operation of all junctions within the study area.

Proposed mitigation 2017 In 2017 it is proposed to demonstrate that the following mitigation will address the traffic impacts of Phase 1 without the need to construct the NNDR. The TA assumes a background growth of 1,229 dwellings and the development proposals for 584 dwellings. The following mitigation is proposed in 2017: 

 

The construction of the internal link road prior to completion of Phase 1 to distribute traffic more evenly onto the network; The full implementation of the FTP to reduce the level of development trips; The implementation of AWTP to reduce background traffic.

Proposed mitigation 2032 In 2032 it is proposed to demonstrate that the following mitigation will address the traffic impacts of the completed development of 3,518 dwellings in 2032. Please note this NS & OC Transport Assessment is overstating the overall number of dwellings in the study area. The TA has assumed background growth of 10,287 dwellings up to 2032, and the development proposals for 3,518 dwellings. The previous modelling undertaken for NNDR Traffic Forecasting Report September 2011, assumed only 2,000 dwellings within the area defined by NS & OC development. Therefore the modelling for this assessment has included 1,518 more dwellings within the study area. The mitigation proposed for 2032 is the implementation of AWTP measures in neighbouring areas to reduce background traffic. The internal link road is assumed to be constructed and is allowed in the modelling through the changes to the distribution of the development traffic on to the local highway network. Similarly the full implementation of the FTP to reduce the level of development trips is already embedded in the assessment of the development trips.

Appendix F.5 Mitigation.docx

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Construction of the internal link road The 2017 Assessment assumed that the two areas of development in Phase 1 will not be linked. Since only 92 dwellings will be constructed around the Wroxham Road access while 492 dwellings will be constructed around the accesses on North Walsham Road, more development trips will be distributed onto the North Walsham Road than Wroxham Road. This implies the following distribution of the development trips onto the two junctions on the A1042 Outer Ring Road for both the AM and PM peaks.



Figure 1: Original 2017 Assessment AM Peak



Figure 2: Original 2017 Assessment PM Peak

If the internal link road is constructed prior to the completion of Phase 1, this will allow for the internal distribution of the development trips and even out the distribution onto the two radial routes down to the Outer Ring Road. This assumes that development trips travelling down North Walsham Road will only travel towards the city centre and west along A1042, while development trips travelling down Wroxham Road will only travel towards the city centre and east along A1042. This results in the following reduction of development trips on A1042/North Walsham Road junction and a corresponding increase on A1042/Wroxham Road. Please note the total number of trips is not the same as the original assessment because some of these trips will be distributed east along Blue Boar Lane. 

Figure 3: 2017 revised distribution with the internal link road – AM peak

This implies a reduction of x trips on the North Walsham Road junction and an increase of y trips on Wroxham Road Junction. Appendix F.5 Mitigation.docx

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ď Ž

Figure 4 2017 revised distribution with the internal link road â&#x20AC;&#x201C; PM peak

This implies a reduction of x trips on the North Walsham Road junction and an increase of y trips on Wroxham Road Junction. The North Walsham Road and Wroxham Road junctions with A1042 are modelled with revised distribution. The modelling results are shown in Appendix. A1042/Wroxham Road Junction When compared with the future 2017 baseline junction modelling in the AM peak, the predicted results demonstrate that the impact of 2017 development trips on the Wroxham Road junction increases, but the maximum increase in queue length on the worst effected arm of the junction, the Wroxham Road A1042 Western approach is 6.7 vehicles with a corresponding vehicle delay of 17.8 seconds. All other arms show a predicted increase in queue length of less than 2 vehicles and vehicle delay of less than 4 seconds. This is a low impact. When compared with the future 2017 baseline junction modelling in the PM peak, the predicted results demonstrate that the impact of 2017 development trips on the Wroxham Road junction increases, but the maximum increase in queue length on the worst effected arm of the junction, the Sprowston Road approach is 6.0 vehicles with a corresponding vehicle delay of 15.5 seconds. All other arms show a predicted increase in queue length of less than 1 vehicle and vehicle delay of less than 3 seconds. This is a low impact. Therefore, though the inclusion of the internal link road increases the level of development trips on the A1042/Wroxham Road junction, the impact is low and is acceptable. A1042/North Walsham Road Junction When compared with the future 2017 baseline junction modelling in the AM peak, the predicted results demonstrate that the impact of 2017 development trips on the North Walsham Road Roundabout junction decreases in comparison to original 2017 assessment but the maximum increase in queue length on the worst effected arm of the junction, A1042 Eastern approach is 68.2 vehicles with a corresponding vehicle delay of 179.9 seconds. Though this remains a high impact and further mitigation is required to reduce the impacts, the introduction of the internal link road provides benefits. All other arms show a predicted increase in queue length of less than 10 vehicles and in increase in vehicle delay of less than 20 seconds. When compared with the future 2017 baseline junction modelling in the PM peak, the predicted results demonstrate that the impact of 2017 development trips on the North Walsham Road Roundabout junction decreases in comparison to original 2017 assessment but the maximum increase in queue length on the worst effected arm of the junction, A1042 Western approach is 14.9 vehicles with a corresponding vehicle delay of 38.3 seconds. All other arms show a predicted increase in queue length of less than 2 vehicles and in increase in vehicle delay of less than 7 seconds.

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Therefore the construction of the internal link road will reduce the impacts of the development trips on the A1042/North Walsham Road junction in 2017; further mitigation is required to reduce the impacts to an acceptable level.

Implementation of FTP in 2017 The NS & OC proposes to deliver a mixed use sustainable development and to this effect a Framework Travel Plan (FTP) for the whole development site is integral to the delivery of the development and forms a key element of the Sustainable Transport Strategy. The FTP is attached in Appendix G.2. The implementation of the travel plan is expected to deliver a 20% reduction in development trips within 5 years after the completion of Phase 1 in 2017. However it should be noted that the following mitigation is embedded in the assessment, namely personalised travel planning (PTP). This reduces the level of development trips by 11% from occupation. This will be implemented through the marketing of the development to prospective residents, and through an induction process prior to completion of the sale. Therefore the implementation of the FTP will deliver a further 9% reduction in residential development trips, and 40% reduction in the employment trips in the period 2017 to 2022. However the order of magnitude of this improvement (9% of 179 trips in 2017) will not deliver the full mitigation due to the high level of existing traffic (2,930 trips). The level of reduction in development trips for both the AM and PM peak is shown in Figures 5 and 6.



Figure 5: Reduction in development trips due to FTP – AM peak

This implies a reduction of x trips on the North Walsham Road junction and a reduction of y trips on Wroxham Road Junction.



Figure 6: Reduction in development trips due to FTP – PM peak

This implies a reduction of x trips on the North Walsham Road junction and a reduction of y trips on Wroxham Road Junction.

These reductions will be modelled for both 2017. The benefits of the FTP are assumed in the original 2032 assessment as embedded mitigation.

Implementation of AWTP – Residential Personalised Travel Planning

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The main measure that Beyond Green Developments would seek to implement through the AWTP would be the delivery of PTP to the existing residential area. This would be supported by wider campaigns and improvements to bus and cycling infrastructure, which would be provided as an extension of the NS&OC travel plan measures and in conjunction with the County and City Council initiatives and campaigns. In 2007, the DfT published ‘Making Personal Travel Planning Work: Research Report” which is generally accepted as the most robust study into the effect of PTP in the UK. Within the study, a number of projects were reviewed and PTP practitioners were interviewed. It was concluded that in the UK PTP reduced car driver trips by 11% (amongst the targeted population) and the distance travelled by car was reduced by 12%. This translates to a 4% percentage point reduction in car mode share. Walking was found to be the main beneficiary, gaining an average mode share increase of +3%.

The proposed area to be targeted by the PTP programme is shown in the map below and covers an estimated 6356 households. The boundary of this programme has been determined by applying a 400m buffer zone around the proposed core bus corridors. The number of households is a rough estimate, established by calculating the proportion of postcodes in each ward which are included within the bus buffer. This proportion was then multiplied by the total number of households in that ward to estimate how many households might be in that part of the ward. 

Figure 7: AWTP Residential Catchment

By considering the existing traffic flows as measured by the junction surveys, the number of vehicles trips that originate and end within this area bounded by the Outer Ring Road, Appendix F.5 Mitigation.docx

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and the edge of town that utilise North Walsham Road in AM peak is approximately 180 trips. This shown in Figure x.x attached. Consequently, the implementation of PTP will result in reduction of approximately 18 trips onto the A1042/North Walsham Road Junction. This reduction will be modelled for both 2017 and 2032 to determine the impact of the combined mitigation for each assessment year.

Implementation of AWTP – Airport Industrial Area Work Place Travel Planning Using the Census 2001 data for the Old Catton ward within which the Airport Industrial area is situated, it has been calculated that (excluding those working from home), there are approximately 8,200 people travelling to this area for employment. The travel mode share of these employees is: 85% travel by car, 3% by public transport, 7% by bicycle and 5% on foot. This indicates significant propensity for change through the introduction of a targeted workplace travel plan strategy, alongside improvements to infrastructure and promotion of new infrastructure delivered through NATS. It is recommended that the workplace travel plan strategy would involve: A Workplace Travel Plan Officer to support Travel Plan Co-ordinators at the various organisations  Car sharing scheme  Site-specific travel information  Cycling initiatives such as Dr Bike, workplace cycle challenges and Bike Buddies etc. The implementation of work place travel planning as discussed in the FTP would be very beneficial to the level of traffic travelling east-west along the A1042. As shown in Figure xx attached, approximately 1,200 trips are distributed onto the A1042 from Fifer’s Lane during the AM peak, of which approximately 60% travel through the North Walsham/A1042 junction. If the entire area was targeted, a 20% reduction in travel to work trips could be achieved. This would be equivalent to 144 trips travelling through the A1042/ North Walsham Road junction with an estimate split of 50% in each direction could be achieved. 

This reduction will be modelled for both 2017 and 2032 to determine the impact of the combined mitigation for each assessment year.

2017 Modelling of Proposed Mitigation The results of the junction modelling for the introduction of the internal link road prior to 2017 are described in paragraph 1.4. The reduction in both development and background trips due to the implementation of the FTP and the AWTP are combined with the re-distribution of the development trips due to the provision of the internal link road to assess the impacts of the combined mitigation. The overall results are tabulated in Appendix. A1042/Wroxham Road Junction

Appendix F.5 Mitigation.docx

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When compared with the future 2017 baseline junction modelling, the predicted results demonstrate that the impact of 2017 development trips on the Wroxham Road junction increases, but the maximum increase in queue length on the worst effected arm of the junction, A1042 x is x vehicles with a corresponding vehicle delay of x seconds. All other arms show a predicted increase in queue length of and vehicle delay. This is a negligible impact. Therefore, though the inclusion of the internal link road increases the level of development trips on the A1042/Wroxham Road junction, the impact is low and acceptable. A1042/North Walsham Road Junction When compared with the future 2017 baseline junction modelling, the predicted results demonstrate that the impact of 2017 development trips on the North Walsham Road Roundabout junction decreases in comparison to original 2017 assessment but the maximum increase in queue length on the worst effected arm of the junction, A1042 x is x vehicles with a corresponding vehicle delay of x seconds. Though this remains a high impact and further mitigation is required to reduce the impacts, the introduction of the internal link road provides benefits. All other arms show a predicted increase in queue length of and vehicle delay. This is a negligible impact. Therefore the construction of the internal link road, the implementation of the FTP and AWTP will reduce the impacts of the development trips on the A1042/North Walsham Road junction in 2017 to a negligible level.

Therefore the measures described are sufficient to mitigate against the development impacts in 2017 without the implementation of the proposed NNDR.

2032 Mitigation The 2032 assessment of the completed development assumed that the NNDR was implemented; the internal link road was already constructed; the FTP was implemented, and the reduction in residential and employment development trips is included in the assessment of development trips. Therefore the only mitigation is the implementation of the AWTP measures, namely PTP within the adjacent neighbourhoods and WTP in the Airport Industrial Area. The reduction in background trips has been previously described in Section 6 and 7. The modelling results for 2032 with the application of development trips have demonstrated that the impacts are acceptable for the all junctions except the A1042/North Walsham Road Junction during the AM peak. This junction is modelled to investigate the impact of the proposed mitigation on the operation of the junction.

.10

2032 Modelling of Proposed Mitigation on the A1042/North Walsham Road Junction The modelling results for the AM peak are shown in appendix.

Appendix F.5 Mitigation.docx

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These results demonstrate that with the application of the development trips, all arms of the above junction except for A1042 Eastern arm operate at a RFC of less than 0.85. The A1042 Eastern approach arm will operate at a RFC of 0.93, an increase of 0.08 in comparison to the 2032 Future Baseline. This is equivalent to a predicted increase in queue length of 6.1 vehicles with a corresponding vehicle delay of 23.3 seconds. However, the increase in average vehicle delay for the entire junction is 9.5 seconds. Overall this is a low to moderate impact on the junction. However it should be noted that the TA has over estimated the total level of residential development in the study area by 1,518 dwellings due to the combination of background growth and the proposed development.

.11

Summary The provision of the internal link road before 2017, the implementation of FTP for the development, and implementation of AWTP in adjacent neighbourhoods will provide the necessary mitigation for the development of 584 dwellings prior to the implementation of the NNDR. Further investigation is required to determine the level of development that could be delivered without severe impacts prior to the implementation of the NNDR. When the entire development of 3,518 dwellings is delivered in 2032, the impacts of the development trips on the junctions within the study are acceptable except for the A1042/North Walsham Road Junction on the assumption the NNDR is delivered. The proposed implementation of AWTP measures in neighbouring areas will be sufficient to reduce the traffic impacts at this junction to an acceptable level. However it should be noted that the TA has over estimated the total level of residential development in the study area by 1,518 dwellings due to the combination of background growth and the proposed development.

D.Paddon Associate - Transport Masterplanning Phone:

02079396310

E-mail:

dpaddon@globalskm.com

Appendix F.5 Mitigation.docx

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N.Walsham Road Wroxham Road

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Spixworth Road

Wroxham Road Beeston Lane

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Difference 177

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Difference 187

-51

Difference 362

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George Hill

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Wroxham Road School Lane Salhouse Road Difference 752

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353

Difference 389

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Difference 413

-107

Difference 682

-243

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Committed

North Walsham White Woman

Lodge Lane / Repton Ave 126 Difference -532

240

Blue Boar

Barker's Lane / Church Lane

B h Beechwoods d

Church St

Falcon Road 79

516

Reepham Road

Cromer Road

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George Hill

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Appendix F.5

Appendix F.5: Modellling Results Inclusion of Internal Link Road in 2017 Rev 1 (ARCADY)

2017 Base (No NDR)

2017 + Base + Development Mitigation (No NDR)

Approach North Walsham/A1042 A1042 (E) Constitution Hill (S) A1042 (W) Constitution Hill (N) Wrohxam Road/A1042 Mousehold Lane South (A1042) Sprowston Road Chartwell Road (A1042) Wrohxam Road

Link

Demand (Veh / Min)

Demand / Capacity (RFC)

End Queue (Veh)

Delay (Veh.Min / Time Segment)

Demand (Veh / Min)

Demand / Capacity (RFC)

End Queue (Veh)

Delay (Veh.Min / Time Segment)

Demand (Veh / Min)

Demand / Capacity (RFC)

End Queue (Veh)

Delay (Veh.Min / Time Segment)

Demand (Veh / Min)

Demand / Capacity (RFC)

End Queue (Veh)

Delay (Veh.Min / Time Segment)

Difference in RFC

A B C D

21.02 5.04 24.54 13.08

1.16 0.475 1.015 0.817

262.8 0.9 65.3 4.3

3615 13.5 924.5 64.7

21.06 7.85 20.73 8.56

0.837 0.702 0.955 0.442

5.1 2.3 16.9 0.8

75.8 34.8 257.2 11.8

21.02 5.03 24.73 14.48

1.214 0.473 1.021 0.901

331 0.9 74.4 8.3

4560.6 13.4 1048.6 123.8

21.05 8.58 20.98 9.25

0.851 0.782 0.987 0.476

5.6 3.5 31.8 0.9

83.7 52.4 461 13.5

0.05 0.00 0.01 0.08

0.01 0.08 0.03 0.03

A B C D

19.12 10.97 24.7 14.79

0.929 0.671 0.963 0.977

10.1 2 16.1 15.3

140.4 29.3 220.5 198.2

21.91 15.54 22.31 11.25

0.891 0.989 0.941 0.624

7.4 18.2 11.8 1.6

107 234.6 163.7 24.2

19.21 11.19 24.7 15.34

0.941 0.683 0.97 1.01

11.5 2.1 17.7 22

158.4 30.9 240.3 273.9

22 15.89 22.31 11.52

0.899 1.015 0.948 0.64

7.9 24.2 12.8 1.7

114 301.4 179.2 25.8

0.01 0.01 0.01 0.03

0.01 0.03 0.01 0.02

Mitigation with Internal Link Road, FTP and AWTP 2017 Base (No NDR)

AM Rev 2 (ARCADY) Airport AWTP PM Rev 1 (Arcady) RH 270912 Airport AWTP

Approach North Walsham/A1042 A1042 (E) Constitution Hill (S) A1042 (W) Constitution Hill (N)

2017 + Base + Development Mitigation (No NDR)

Link A B C D

Demand (Veh / Min) 21.02 5.04 24.54 13.08

Demand / Capacity (RFC)

End Queue (Veh)

1.16 0.475 1.015 0.817

262.8 0.9 65.3 4.3

Delay (Veh.Min / Time Segment) 3615 13.5 924.5 64.7

Demand (Veh / Min) 21.06 7.85 20.73 8.56

Demand / Capacity (RFC)

End Queue (Veh)

0.837 0.702 0.955 0.442

5.1 2.3 16.9 0.8

Delay (Veh.Min / Time Segment) 75.8 34.8 257.2 11.8

Demand (Veh / Min) 19 4.97 23.47 14.22

Demand / Capacity (RFC) 1.095 0.477 0.97 0.861

End Queue (Veh) 154.1 0.9 23.4 5.9

Delay (Veh.Min / Time Segment) 2125.1 13.6 344.5 88.4

Demand (Veh / Min) 19.85 8.58 19.78 9.27

Demand / Capacity (RFC)

End Queue (Veh)

0.803 0.737 0.93 0.46

4 2.8 12.1 0.9

Delay (Veh.Min / Time Segment) 60 41.4 180 12.8

Difference in RFC ‐0.06 0.00 ‐0.04 0.04

‐0.03 0.04 ‐0.02 0.02

Mitigation with AWTP 2032 Base (With NDR)

AM (ARCADY) Airport AWTP AM

Approach North Walsham/A1042 North Walsham/A1042 A1042 (E) Constitution Hill (S) A1042 (W) Constitution Hill (N)

Link A B C D

Demand (Veh / Min) 17.22 3.54 19 10.29

Demand / Capacity (RFC) 0.845 0.301 0.758 0.536

2032 Base + Development + Development Mitigation (With NDR) AM PM

End Queue (Veh) 5.3 0.4 3.1 1.2

Delay (Veh.Min / Time Segment) 80.1 6.4 46.5 17.3

Demand (Veh / Min)

Demand / Capacity (RFC)

End Queue (Veh)

Delay (Veh.Min / Time Segment)

Demand (Veh / Min) 16.22 5.51 18.5 15.07

Demand / Capacity (RFC) 0.927 0.504 0.774 0.774

End Queue (Veh) 11.4 1 3.4 3.4

Delay (Veh.Min / Time Segment) 169.8 15.2 50.9 51

Demand (Veh / Min)

Demand / Capacity (RFC)

End Queue (Veh)

AM Delay (Veh.Min / Time Segment)

Difference in RFC 0.08 0.20 0.02 0.24

0.00 0.00 0.00 0.00

North Sprowston and Old Catton APPENDICES

Appendix G

NSOC TA APPENDICES 161012 SKM Colin Buchanan

North Sprowston and Old Catton APPENDICES

Appendix G.1 Framework Construction Traffic Management Plan

NSOC TA APPENDICES 161012 SKM Colin Buchanan

North Sprowston & Old Catton Framework Construction Traffic Management Plan

Document Title:

Framework Construction Traffic Management Plan

Version:

Final

Date:

11 October 2012

Prepared by:

Matthew Jopp

Approved by:

David Paddon

SKM Colin Buchanan New City Court 20 St Thomas Street London SE1 9RS Tel: Fax: Web:

+44 (0)20 7939 6100 +44 (0)20 7939 6103 www.skmcolinbuchanan.com

SKM Colin Buchanan

PAGE i

Document history and status Revision

Date issued

Reviewed by

Approved by

Date approved

Draft

13 August 2012

D. Paddon

13 August 2012

Final

1 October 2012

D Paddon

M Fitch

2 October 2012

Revision type

Distribution of copies Revision

Copy no

Quantity

Issued to

Final

Digital PDF

Greengage/Beyond Green

Printed:

12 October 2012

Last saved:

4 October 2012 09:56 AM

File name:

Draft Framework Construction Traffic Management Plan

Author:

Matthew Jopp

Project manager:

David Paddon

Name of organisation:

SKM Colin Buchanan

Name of project:

North Sprowston & Old Catton

Name of document:

Framework Construction Traffic Management Plan

Document version:

Final

Project number:

VN18592.01

SKM Colin Buchanan

MJ.docx

PAGE ii

Contents 1

Introduction................................................................................................................................................................... 1

1.1

General ........................................................................................................................................................................... 1

1.2

Format of the report ........................................................................................................................................................ 1

Proposed Development ............................................................................................................................................... 2

2.1

Introduction ..................................................................................................................................................................... 2

2.2

Site Location ................................................................................................................................................................... 2

2.3

Development Proposals ................................................................................................................................................. 3

2.4

Operational Access ........................................................................................................................................................ 5

Phasing of development .............................................................................................................................................. 7

3.1

Introduction ..................................................................................................................................................................... 7

3.2

Development Phasing .................................................................................................................................................... 7

Construction Traffic Routing and Access.................................................................................................................. 9

4.1

Introduction ..................................................................................................................................................................... 9

4.2

Regional routing of construction materials ..................................................................................................................... 9

4.3

Access to the construction sites ................................................................................................................................... 11

4.4

Delivery strategy and routing within the site ................................................................................................................. 11

4.5

Disposal of excavated materials ................................................................................................................................... 11

Construction traffic generation ................................................................................................................................. 13

5.1

Introduction ................................................................................................................................................................... 13

5.2

Construction staff travel patterns and travel plan strategy ........................................................................................... 13

5.3

Construction staff car parking and car trip generation .................................................................................................. 13

5.4

Construction Staff Travel Plan ...................................................................................................................................... 14

5.5

Construction delivery vehicle trip generation ................................................................................................................ 15

5.6

Construction Delivery and Service Plan ....................................................................................................................... 17

Environmental Controls ............................................................................................................................................. 18

Further details............................................................................................................................................................. 19

7.1

Introduction ................................................................................................................................................................... 19

7.2

Contractor Information .................................................................................................................................................. 19

7.3

Recommendation ......................................................................................................................................................... 19

Figure 2.1 Site Location.................................................................................................................................................................. 2 Figure 2.2 Development Plan ......................................................................................................................................................... 4 Figure 2.3 Site Access Points and Internal Street Hierarchy ...................................................................................................... 6 Table 3.1 Development Phasing Breakdown ................................................................................................................................ 7 Figure 4.1 Regional Construction Delivery Vehicle Routing Options Pre NNDR .................................................................... 10 Table 5.1 Bus routes 605 & 606 fare information ....................................................................................................................... 13 Table 5.2 Matrix of construction staff travel plan measures ..................................................................................................... 15 Table 5.2 Construction plant and delivery vehicle requirements over a typical year ............................................................ 16 Figure 5.1 Construction plant and delivery vehicle requirements over a typical year ........................................................... 16

SKM Colin Buchanan

PAGE iii

Introduction

1.1

General

1.1.1

SKM Colin Buchanan (SKMCB) has been commissioned by Beyond Green to prepare a Framework Construction Traffic Management Plan (CTMP) in support of a sustainable development planning application in the Broadland District of Norwich within Norfolk County Council (NCC).

1.1.2

The purpose of this Framework CTMP report is to identify known information about the construction process, such as outline details about the schedule and phasing of construction and site access arrangements. This Framework CTMP report also identifies the details that will need to be provided by the contractor/contractors appointed to construct each phase of the development. It is anticipated that a condition will be applied to any planning approval requiring updated CTMPs with additional details for each phase to be formally discharged by the appointed contractor before any significant work on each phase begins on site.

1.1.3

The majority of the development site is existing Greenfield which lies to the north of Norwich City Centre and east of Norwich Airport.

1.1.4

The proposal for the application is for a mixed use (residential led) development comprising of up to 16,800sqm of business/commercial (B1/B2), up to 8,800sqm of retail (A1-A5), up to 1,000sqm of hotel (C1), up to 5,000sqm of education (D1), up to 2,000sqm of other community use (D1) and up to 3,519 residential dwellings (C3) with four associated accesses to the highway network.

1.1.5

The development is intended to be brought forward over 6 phases. Each phase is estimated to take 30 to 48 months with the whole development being completed between 15 and 20 years from commencement.

1.2

Format of the report

1.2.1

This Framework CTMP follows an indicative structure based on Construction Management Plan Guidelines provided by the City of Cambridge, as no similar published guidance exists in NCC at this date. Following this chapter, the report is structured as follows: •

Chapter 2 provides a description of the application;

•

Chapter 3 discusses the schedule, including overall excavation/construction timescales by phase, key highways measures at each phase and planned highway improvements;

•

Chapter 4 discusses routing and access to the construction sites;

•

Chapter 5 identifies environmental controls to manage construction traffic and reduce noise and nuisance; and

•

Chapter 6 identifies the details that will be provided by the contractor/contractors appointed to construct each phase.

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Proposed Development

2.1

Introduction

2.1.1

This chapter provides details of the proposed development, detailing the location and the quantum of proposed development as well as the proposed access points and connections to the surrounding highway and sustainable transport networks once construction of the Masterplan is complete.

2.2

Site Location

2.2.1

The development site is located adjacent the communities of Sprowston and Old Catton within Broadland District, Norwich. The majority of the site in its existing form is agricultural greenfield land which is located to the north of Norwich City Centre.

2.2.2

The village of Spixworth is located approximately 1km to the north west of the site and Rackheath is located approximately 1.5km to the east of the site.

2.2.3

The site location in relation the local highway network is shown in Figure 2.1. Figure 2.1 Site Location

Source: Beyond Green

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2.2.4

Norwich Airport is located approximately 5km to the west of the site and can be accessed via the A140 Holt Road.

2.2.5

Immediately to the north of the site runs the proposed route of the Norwich Northern Distributor Road (NNDR).

2.3

Development Proposals

2.3.1

The North Sprowston & Old Catton application proposes to develop the site into a mixed use, residential led development comprising of:

2.3.2

•

Residential Development of up to 3,519 dwellings (C3 use class);

•

Up to 16,800m² Gross Internal Area (GIA) of Commercial Development (B1, B2);

•

Up to 8,800m² (GIA) of Retail and Service Development (A1-A5);

•

Up to 1,000m² (GIA) of Hotel Development (C1);

•

Up to 5,000m² (NIA) of Education Development (D1);

•

Up to 2,000m² (NIA) of Other Community Development (D1);

•

An Energy Centre measuring up to 1,500m²;

•

82.5 hectares of formal and informal open space including play and recreational space and new and retained natural and semi-natural space; and

•

Four proposed accesses onto the highway network

The development plan is shown in Figure 2.2.

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Figure 2.2 Development Plan

Source: Beyond Green

2.3.3

The key principals of the sustainable transport strategy of the site are to: •

Reduce the need to travel;

•

Integrate transport proposals with Norwich Area Transportation Strategy;

•

Provide bus priority and enhance the existing bus service;

•

Provide high quality, safe and direct routes for cyclists and pedestrians;

•

Provide actively managed car parks; and

•

To provide alternative sustainable transport options such as: offering a car club, promoting lift sharing and providing pool parking.

2.3.4

A Site Travel Plan will also be implemented which will contain an action plan, provide sustainable travel targets and monitoring, in accordance with NCC.

2.3.5

The development proposals accord fully with existing national, regional and local transport policies.

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2.4

Operational Access

2.4.1

The development scheme will be accessed from the three radial routes running through or past the site. These new accesses will be located off: Wroxham Road

2.4.2

A primary access junction will be located off Wroxham Road opposite the current entrance to Sprowston Manor Golf Course and Hotel. This will provide access to the eastern side of the scheme and will form a junction with a new road which runs in an east-west alignment through the site.

2.4.3

The speed limit along Wroxham Road adjacent to the development will be reduced to 30mph. North Walsham Road

2.4.4

North Walsham Road will be realigned to run through the developmentâ&#x20AC;&#x2122;s Main Square forming a north-south connection. This newly aligned road will be an urban street and will offer numerous access points with other, primarily residential, streets which will distribute local traffic within the scheme. The speed limit along the re-aligned North Walsham Road within the development boundaries will be 20mph.

2.4.5

Church Lane will remain closed to vehicular traffic in both directions where it enters the site to the south. Buxton/Spixworth Road

2.4.6

A primary access junction will be located off Buxton/Spixworth Road to the north of Lavare Park. It will take the form of a signalised crossroad and provide connections into the centre and east of the development. This road is expected to carry mainly local traffic and public transport.

2.4.7

Figure 2.3 displays the proposed development access points and internal road configuration.

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Figure 2.3 Site Access Points and Internal Street Hierarchy

Source: Beyond Green

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Phasing of development

3.1

Introduction

3.1.1

This chapter provides the outline phasing and timescales for excavation and construction. This Framework CTMP will be updated by the contractor/contractors appointed to construct each phase of the proposed development. Details not present in this chapter will be provided at that time.

3.2

Development Phasing

3.2.1

The development is proposed to come forward in six phases. The full quantum of development equates to an average of 587 dwellings and 4,200 commercial space per phase. In addition, it is expected that two primary schools will be delivered by the end of phase 2. Table 3.1 illustrates the proposed development breakdown within each Phase. Table 3.1 Development Phasing Breakdown Total Within Each Phase Development

Residential (Units) Commercial/Retail (m²)

Phase 1

Phase 2

Phase 3

Phase 4

Phase 5

Phase 6

584

596

585

594

572

589

9,800

7,250

5,650

460

2,180

260

Cumulative Phase Total Development

Residential (Units) Commercial/Retail (m²)

Phase 1

Phase 2

Phase 3

Phase 4

Phase 5

Phase 6

584

1,180

1,765

2,359

2,931

3,520

9,800

17,050

22,700

23,160

25,340

25,800

3.2.2

The proposed phasing development diagrams can be seen in the separate Delivery and Management Statement.

3.2.3

Each phase is expected to take 30-48 months to complete with the development being completed within 15-20 years of commencement.

3.2.4

The aim of the phasing scheme is to allow the growth of the development to mirror that of traditional town expansion, where development begins around the core of the site, close to a selection of transport nodes. In this way, the phasing scheme: •

Will establish a critical mass of development around Main Square in the early phases;

•

Delivers the new alignment of the North Walsham Road in Phase 1 and the east-west link between this and the Wroxham Road by the end of phase 2, relatively quickly establishing the core structure of primary roads;

•

Provides access to the first primary school site in the first phase and to the second before the first would reach capacity; and

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â&#x20AC;˘ 3.2.5

Provides a balanced mix of housing type and size across each phase.

It is expected that the NNDR will be fully operational by 2018 (during phase 2).

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Construction Traffic Routing and Access

4.1

Introduction

4.1.1

This chapter discusses routing and access to the construction sites before the NNDR is operational and how this will evolve once the NNDR comes on-line. The routing and access within the site and the routing in the region are also discussed.

4.2

Regional routing of construction materials

4.2.1

As a general principle, materials will be sourced as locally as possible. However, Norfolk has the following strategic port facilities for importing any construction materials required from overseas: •

King’s Lynn – operated by Associated British Ports (ABP);

•

Lowestoft – operated by ABP; and

•

Great Yarmouth – operated by EastPort UK.

4.2.2

From King’s Lynn the most direct route would use the A47, A1074, A140, A1042 and A1151. This route would take construction delivery vehicles through King’s Lynn, New Costessey and Sprowston, using the outer ring road of Norwich prior to the completion of the NNDR. This may not be considered suitable, in which case a route via A148, A149 and A1151 may be considered more suitable. This route would take construction delivery vehicles through King’s Lynn, Cromer, North Walsham, Beeston St Lawrence and Wroxham. This alternative route avoids using the outer ring road of Norwich and may therefore be suitable prior to completion of the NNDR.

4.2.3

From Lowestoft the most direct route would use the A12, A1145, A146, A47, A1042, and A1151. This route would take construction delivery vehicles through Lowestoft, Gillingham, Hales, Thorpe St Andrew and Sprowston, using the outer ring road of Norwich prior to completion of the NNDR.

4.2.4

From Great Yarmouth the most direct route would use the A1243, A12, A47, A1042 and A1151. This route would take construction delivery vehicles through Great Yarmouth, Runham, Acle, Thorpe St Andrew and Sprowston, using the outer ring road of Norwich prior to completion of the NNDR.

4.2.5

Other construction materials sourced to the south and west of Norwich would make use of the A47 southern by-pass of Norwich, using the A1042, and A1151. This route would take construction delivery vehicles through Thorpe St Andrew and Sprowston, using the outer ring road of Norwich prior to completion of the NNDR.

4.2.6

It does not appear that any feasible rail freight options exist that avoid the necessity to transfer materials by road through Norwich.

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4.2.7

The potential regional routings of construction delivery vehicles, prior to the NNDR being operational and once the NNDR is operational, are illustrated in Figure 4.1 and Figure 4.2. Figure 4.1 Regional Construction Delivery Vehicle Routing Options Pre NNDR

Figure 4.2 Regional Construction Delivery Vehicle Routing Options Post NNDR (2018)

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4.3

Access to the construction sites

4.3.1

Each feasible route of construction delivery vehicles accesses the application site on the A1151 Wroxham Road. The access point for all construction related delivery vehicles accessing the site in Phases 1-6 of the construction will be via Wroxham Road.

4.3.2

It is proposed to establish a main contractors’ compound (or “construction village”) on the site which can exist for the duration of the development without needing to be moved. This is anticipated to be located immediately north of the Sprowston Park & Ride site, adjacent to the proposed energy centre site where blocks WRS03 and WRS04 will ultimately be located, close to the A1151 Wroxham Road, from which all materials will enter the application site.

4.3.3

The only construction delivery vehicle access junction would be a permanent construction access onto Wroxham Road, just south of block WRS05. This will require temporary traffic controls to allow for right turns, but free flowing conditions for left in, and left out. Right turns would be restricted during the AM and PM peak traffic periods on Wroxham Road in order to limit the traffic impact of the construction delivery vehicle access.

4.4

Delivery strategy and routing within the site

4.4.1

A detailed delivery plan for the development will be prepared by the appointed construction manager, which will schedule when materials arrive on a ‘just in time’ basis so as to avoid the build up of construction traffic along neighbouring roads.

4.4.2

Construction delivery vehicle traffic would make use of the emerging street network, especially the east-west link road which will be completed early in Phase 3 and the route of which will be laid with a temporary surface to enable it to be used for construction movements in earlier phases.

4.4.3

All offloading of materials will happen within the application site boundary and will be initially coordinated from the main contractors’ compound (or “construction village”). A number of smaller local set-ups within phase development sites incorporating toilets and drying rooms will be provided. Materials delivered to the application site will be unloaded by forklift or by using tower cranes, which will then distribute the materials to the appropriate location on-site.

4.4.4

Deliveries to the site will be on a ‘just in time’ basis, minimising the extent to which materials need to be stored on site. A materials booking system will be set-up, which will involve booking in of deliveries with 24 hours notice of delivery to the site. Abnormal sized delivery would be booked with 48-72 hours notice to ensure the site is ready to receive the load without causing congestion within the site. The booking scheme would allow the construction manager to control the timings of deliveries so that peak hours will be avoided.

4.5

Disposal of excavated materials

4.5.1

The site is relatively flat and the need for earthworks to modify the landform is expected to be negligible. With the exception of the possible removal of high-grade topsoils for reuse under a mitigation strategy for agricultural land loss, there will be no off-site excavation disposal. All

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excavated materials will be disposed of within the site, avoiding the need to transfer large quantities of excavated materials by public road.

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Construction traffic generation

5.1

Introduction

5.1.1

This chapter provides information about: •

Construction staff travel patterns and travel plan strategy;

•

Construction staff car parking and car trip generation; and

•

The maximum and average construction delivery vehicle trip generation in each phase of construction.

5.2

Construction staff travel patterns and travel plan strategy

5.2.1

For the proposed development programme, it is anticipated that construction staff on site will peak at between 200-240 workers and 10 management staff on site at any time in each phase.

5.2.2

The main contractors’ compound (or “construction village”) will be located immediately north of the Sprowston Park & Ride site and travel to the site by bus will be encouraged. The construction village will provide lockable storage for tools and equipment on site.

5.2.3

The Park & Ride site is served by bus route 605 from Norwich city centre (operates every 15mins Mon-Sat 0717-1830) and bus route 606 to Norwich City Centre (operates every 15mins Mon-Sat 0700-1800). The journey time is 20-25 minutes in each direction. The bus fare information is summarised in Table 5.1. Table 5.1 Bus routes 605 & 606 fare information Ticket type

Fare

10 return trip

£22

4 weekly ticket

£41

Annual ticket

£410

5.2.4

It is estimated that up to one-third of the workforce will arrive in their own vehicles, with the remainder arriving by bus or by shared private transport.

5.3

Construction staff car parking and car trip generation

5.3.1

A [90] space temporary car park is proposed within the construction village, to safely accommodate construction staffs’ and trade operatives’ private vehicles. A green transport system (e.g. electric shuttle bus service) will be used to move the workforce around on-site. A temporary car park booking system will be set-up, which will involve reservation of spaces, arranged in advance with the construction manager. The booking scheme would allow the construction manager to control the usage of the temporary car park and overspill parking will be avoided. By limiting the scale of the construction staff car park, the use of public transport will be encouraged and the daily vehicle trip generation of the construction site will be limited to a peak of 180 daily movements (90 arrivals plus 90 departures), limiting the traffic impact of the construction vehicle access on the A1151 Wroxham Road. Under no circumstances will trade

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operatives or construction staff use public roads or resident parking spaces to park their private vehicles in the vicinity of the construction site. 5.4

Construction Staff Travel Plan

5.4.1

It is the responsibility of the main contractor of each phase to manage and monitor staff travel patterns, to ensure the traffic impact is minimised and no overspill car parking occurs. The target mode share is 30% of construction staff driving to the construction site.

5.4.2

The objectives of providing a Construction Staff Travel Plan are: •

To prevent the possibility of overspill parking being generated on public roads;

•

To limit the traffic impact of the construction phases on the surrounding highway network;

•

To maximise usage of the available bus services; and

•

To provide sustainable travel information to all construction staff.

5.4.3

The travel plan will be implemented as a package of measures, designed to work collectively to overcome the various barriers and encourage a switch to sustainable travel. The aim is for nudges and prompts to come from many sources, the combined effect of which will generate the required level of sustainable travel behaviour across the population, then sustain and improve on this performance over the construction period. Many of the measures will be implemented prior to and on initial induction of construction staff, to ensure new staff and visitors to the site establish sustainable travel habits from the outset.

5.4.4

The measures in this travel plan are guided by current best practice in travel behaviour change and social marketing methods. For example the four levers used in social marketing are all incorporated in the design of the development or the travel plan: •

Support: giving people means and solutions to adopt the desired behaviour e.g. convenient, secure cycle parking; subsidised/free bus tickets – monthly and annual passes etc.

•

Design: changing the environment, physical context and products to support the new behaviour e.g. limit the scale of the staff car park; provide pedestrian access from the Park & Ride to the Construction Village; pedestrian and cyclist priority and permeability; local services within walking distance etc.

•

Inform and educate: providing information to advise, build awareness, persuade and inspire e.g. travel information pack and PTP session offered to staff at induction on site.

•

Control: take steps to legislate, require, enforce and set standards e.g. parking management; requirement for travel plan commitment in contracts etc.

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Table 5.2 Matrix of construction staff travel plan measures Physical measure in Construction Village

Inform prior to initial staff arrival on site

During staff induction on site

Secure, convenient cycle parking

Electric vehicle charging points

Storage facilities for construction staff to store equipment Travel Hub in Construction Village with sustainable travel information and leaflets Travel information packs sent out on appointment of staff promoting local shops/services/options Innovative car parking management including a booking system with possible 3day-a-week permits for staff

Measures

Car sharing, including taxi-sharing

Subsidised/free bus tickets â&#x20AC;&#x201C; monthly and annual passes

Personalised travel planning at induction

5.5

Construction delivery vehicle trip generation

5.5.1

The type and number of construction vehicles generated during the construction period will be dependent on the different stages of construction, the mix of construction methods adopted, and the type and intensity of work being undertaken at the different stages. Table 5.2 highlights the anticipated plant and delivery vehicle requirements over a typical year consisting of approximately 200 residential units, based on traditional construction methods. Phase 1 equals 3 years and approximately 600 units, therefore 1 year equals approximately 200 units. This includes external HGV traffic movements only, and excludes internal HGV traffic movements, such as transport of spoil and topsoil within the development boundary.

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Table 5.2 Construction plant and delivery vehicle requirements over a typical year Vehicle

Total Weeks

Duration

Quantity (200 units)

Total External Movements

Notes

Plant Vehicles

5ft Dumper

Weeks 0-20

40ft Mobile Crane

Weeks 10-40

20ft Excavator

Weeks 0-32

Excavator JCB3cx

Weeks 0-32

Scrapers

Weeks 0-20

Telehandlers & Forklifts

Weeks 10-50

72ft Roller

Weeks 30-62

All plant vehicles remain on-site through out duration

Delivery Vehicles

5.5.2

Ready mix lorries

Weeks 4-32

12 per week

672

Deliveries (frame)

Weeks 10-40

18 per week

1080

Deliveries (bricks/blocks)

Weeks 15-48

12 per week

792

Deliveries (roofing)

Weeks 13-45

6 per week

384

Deliveries (beam/flooring)

Weeks 4-32

6 per week

336

Deliveries (carpentry)

Weeks 17-56

6 per week

468

Deliveries (plumbing)

Weeks 17-57

6 per week

480

Deliveries (plasterboard)

Weeks 18-58

6 per week

480

Deliveries (finishes)

Weeks 20-62

6 per week

504

All delivery vehicles parked off-site outside work hours

Figure 5.1 illustrates an indicative schedule of construction vehicle movements across a construction programme for 200 units over a typical year. Figure 5.1 Construction plant and delivery vehicle requirements over a typical year 180 160 140 120 Construction movements per week

100 80

Average 60 40 20 0 0

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PAGE 16

5.5.3

This demonstrates that at peak construction activity 162 construction delivery vehicle movements (arrivals plus departures) will be generated per week. Normal working hours each week are Monday to Friday 7am-6pm and Saturday 7.30am to 2pm, or 61.5 working hours. This equates to a peak maximum of around 30 HGV movements per day, or an indicative maximum of 3 HGV movements per hour.

5.6

Construction Delivery and Service Plan

5.6.1

It is the responsibility of the main contractor of each phase to provide a detailed construction delivery and service plan to manage the external deliveries to avoid the morning and afternoon peak traffic conditions on the A1151 Wroxham Road.

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Environmental Controls

6.1.1

In order to limit the noise impact of the construction site, noisy plant and equipment will be sited as far away as is practicable from any noise sensitive buildings. The use of barriers such as: soil mounds; site huts; acoustic sheds; or partitions, etc, to deflect noise away from noise sensitive areas will be employed wherever practicable. Care shall be taken when loading or unloading vehicles or moving materials, etc, to reduce the noise impact.

6.1.2

In order to limit the dust and air quality impact of the construction site, immediately inside the construction delivery vehicle access on Wroxham Road, a wheel washing facility will be set up. Techniques such as damping down will be used and individual plant and machinery will adopt collective techniques. Delivery vehicles carrying waste from the site will be covered. A Site Waste Management Plan (SWMP) will be developed by the main contractor of each phase.

6.1.3

Access routes will be clearly signed, in agreement with NCC. A detailed sequenced delivery strategy will be provided by the main contractor of each phase, to minimise the traffic impact, preventing congestion in the locality.

6.1.4

In order to limit the impact of emissions, a partnered supply chain will be used, which will provide information concerning emissions. The developer favours the use of freight operators that are members of the Fleet Operators Recognition Scheme (FORS). No vehicle idling will be allowed.

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Further details

7.1

Introduction

7.1.1

This chapter identifies the information that will be available to the contractor/contractors appointed to construct each phase. This additional information will allow the formal discharge of the anticipated condition to any planning approval.

7.2

Contractor Information

7.2.1

Once the contractor/contractors have been appointed to construct each phase of the proposed development, further details will be provided, including: •

Contact details for the Contractor, Architect and Engineer managing the construction;

•

List of contact details in the event of an emergency on site;

•

More precise dates of construction activity;

•

Any identified requirement for in-street construction activity on public roads;

•

Details of any identified requirement for work to the public footways and/or streets;

•

Work hours, any work outside normal hours (7am-6pm Mon-Fri and 7.30am-2pm Sat) will be agreed in advance with NCC;

•

Details of construction worker access and parking areas;

•

Police contact details;

•

Details of any identified requirement for truck unloading/staging;

•

Construction site signage and detailed internal vehicle routing;

•

Details of any identified requirement for suspension of on-street parking, including parking occupancy information;

•

Pedestrian access for construction workers;

•

How pedestrian access will be maintained for occupants of earlier phases; and

•

Modes of transportation for construction workers and initiatives for reduction in driving and parking demand.

7.3

Recommendation

7.3.1

This CTMP is a framework to cover the construction of all phases over the 15-20 year period of the development .

7.3.2

It identifies the broad requirements for the submission of detailed CTMP for each phase of the development by the main contractor.

7.3.3

It is intended that NCC review this Framework CTMP and comment on any additional information required from the contractor/contractors, for inclusion in this Framework.

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North Sprowston and Old Catton APPENDICES Appendix G.2: Sustainable Framework Travel Plan

NSOC TA APPENDICES 161012 SKM Colin Buchanan

Beyond Green Development in Broadland FraSwmework Travel Plan Project Number VN18592 | July 2012

North Sprowston and Old Catton

Document Title:

Framework Travel Plan

Version:

Final

Date:

15 August 2012

Prepared by:

Jo Boyd-Wallis

Approved by:

Chris Hanley

Sinclair Knight Merz New City Court 20 St Thomas Street London SRE1 9RS Tel: Web:

+44 (0) 207 939 6100 www.skmcolinbuchanan.com

COPYRIGHT: The concepts and information contained in this document are the property of Sinclair Knight Merz (Europe) 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 (Europe) Ltdâ&#x20AC;&#x;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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PAGE i

Document history and status Revision

Date issued

Reviewed by

Approved by

Date approved

Revision type

13.07.12

Chris Hanley

13.07.12

1st draft for client review

08.08.12

Chris Hanley

08.08.12

Final draft

Distribution of copies Revision

Copy no

Quantity

Issued to

Printed:

4 October 2012

Last saved:

4 October 2012 11:57 AM

File name:

Broadland Framework Travel Plan.doc

Author:

Jo Boyd-Wallis

Project manager:

David Paddon

Name of organisation:

SKM Colin Buchanan

Name of project:

NE Norwich Sustainable Movement Strategy

Name of document:

Framework Travel Plan

Document version:

Report

Project number:

VN18952

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PAGE ii

Contents 1

Introduction................................................................................................................................................................... 1

1.1

Introduction ..................................................................................................................................................................... 1

1.2

Reasons for a Travel Plan .............................................................................................................................................. 1

1.3

Policy and guidance ....................................................................................................................................................... 2

Site audit â&#x20AC;&#x201C; transport options...................................................................................................................................... 3

2.1

Overview......................................................................................................................................................................... 3

2.2

Site location .................................................................................................................................................................... 3

2.3

Walking and cycling ........................................................................................................................................................ 4

2.4

Public transport............................................................................................................................................................... 6

2.5

Local highway network ................................................................................................................................................... 9

Consultation and potential barriers to sustainable travel ...................................................................................... 10

3.1

Consultation.................................................................................................................................................................. 10

3.2

Barriers to sustainable travel ........................................................................................................................................ 12

Development proposals ............................................................................................................................................. 14

4.1

Proposed development................................................................................................................................................. 14

4.2

Design principals and sustainable transport strategy ................................................................................................... 14

4.3

Phasing......................................................................................................................................................................... 15

Baseline travel patterns ............................................................................................................................................. 16

5.1

Introduction ................................................................................................................................................................... 16

5.2

Residential mode share ................................................................................................................................................ 16

5.3

Workplace mode share................................................................................................................................................. 17

5.4

School mode share....................................................................................................................................................... 17

Objectives, targets and monitoring .......................................................................................................................... 19

6.1

Aim and objectives ....................................................................................................................................................... 19

6.2

Targets ......................................................................................................................................................................... 19

6.3

Long-term targets for the development ........................................................................................................................ 22

Monitoring ................................................................................................................................................................... 25

7.1

Data collection .............................................................................................................................................................. 25

7.2

Monitoring schedule ..................................................................................................................................................... 25

7.3

Reporting ...................................................................................................................................................................... 25

7.4

Remedial measures...................................................................................................................................................... 26

Measures and campaigns .......................................................................................................................................... 27

8.1

Overview....................................................................................................................................................................... 27

8.2

Measures by land use .................................................................................................................................................. 28

8.3

Parking provision .......................................................................................................................................................... 29

8.4

Cycle parking provision ................................................................................................................................................ 31

Travel plan strategy and management ..................................................................................................................... 32

9.1

Travel plan strategy ...................................................................................................................................................... 32

9.2

Travel Plan Coordinator roles ....................................................................................................................................... 32

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9.3

Timescales ................................................................................................................................................................... 33

9.4

Funding......................................................................................................................................................................... 33

9.5

Marketing, promotion and travel information ................................................................................................................ 33

Area-wide travel plan proposals ............................................................................................................................... 36

10.1

The vision for area-wide travel planning ....................................................................................................................... 36

10.2

Personalised travel planning (PTP) .............................................................................................................................. 36

10.3

Implementing the AWTP around NS&OC ..................................................................................................................... 37

10.4

Potential impact of AWTPs ........................................................................................................................................... 39

10.5

Summary ...................................................................................................................................................................... 41

Summary ..................................................................................................................................................................... 42

11.1

Overview....................................................................................................................................................................... 42

11.2

Mode share and targets................................................................................................................................................ 42

11.3

Travel plan management .............................................................................................................................................. 42

11.4

Measures and initiatives ............................................................................................................................................... 43

11.5

Area-wide travel plan .................................................................................................................................................... 43

Appendix 1 ..................................................................................................................................................................................... 44 Appendix 2 ..................................................................................................................................................................................... 46

Figure 1: Location of the development site .................................................................................................................................. 3 Table 1: Approximate journey times to employment areas ........................................................................................................ 4 Figure 2: Pedestrian Routes .......................................................................................................................................................... 5 Figure 3: Norwich bus services (source: First Group) ................................................................................................................ 7 Figure 4: Norwich Park & Ride services (source: Norfolk County Council website) ............................................................... 7 Table 2: Bus services ..................................................................................................................................................................... 8 Table 3: Transport issues raised at the Community Workshop (June 2011) .......................................................................... 11 Table 4: Proposed development phasing ................................................................................................................................... 15 Table 5: Travel to work mode share comparison (residents) ................................................................................................... 16 Table 6: Travel to work mode share comparison (employees) ................................................................................................. 17 Table 7: Travel to school mode share averages ........................................................................................................................ 18 Table 8: Residential mode shift targets ..................................................................................................................................... 20 Table 9: School travel plan targets (students) ........................................................................................................................... 21 Table 10: Matrix of travel plan measures .................................................................................................................................... 28 Figure 5: Travel Plan Strategy ..................................................................................................................................................... 32 Figure 6: AWTP Proposed Catchment for PTP .......................................................................................................................... 37

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Introduction

1.1

Introduction

1.1.1

This document, prepared by SKM Colin Buchanan (SKM CB) for Beyond Green Developments, is the Framework Travel Plan to accompany the planning application for the proposed mixed use sustainable development of North Sprowston and Old Catton (NS&OC) to the north-east of Norwich. The site is situated in Broadland District within the county of Norfolk.

1.1.2

As required by Norwich County Council travel plan guidance, as the development will comprise multiple occupants across the site, an over-arching framework travel plan is required at this stage to set out the aims, targets and measures of the travel plan on a site-wide basis. Full travel plans will then need to be developed once the occupiers are known. As Beyond Green Developments will manage the residential element of the development, more detail is provided at this stage for the residential travel plan. The framework travel plan covers the following land uses: 

Residential



Commercial



Education (primary school)



Retail



Hotel



Community uses

1.1.3

It is difficult to quantify the exact number of people that will be covered by the travel plan at this stage but numbers will be in line with 3,520 residential dwellings, commercial and retail units and two primary schools.

1.1.4

This travel plan details the measures that will be implemented to ensure that everyone who travels to and from the development are encouraged to use the most sustainable travel modes appropriate to their travel needs. The measures introduced will provide the information, facilities and encouragement needed to enable those travelling to the site to make an informed and responsible decision about their travel behaviour, forming sustainable travel habits from the outset. The ethos of the development is to ensure sustainable modes of travel are the easiest and most convenient way to travel resulting in a situation where choosing a sustainable mode instead of a private car is second nature, rather than a conscious effort.

1.1.5

Although travel plans promote the use of sustainable and active travel modes, it is noted that in this location there will be some reliance on the private car; the aim will be for this reliance to be reduced where possible, especially single occupancy vehicle travel.

1.2

Reasons for a Travel Plan

1.2.1

Encouraging and enabling all users of the site to form sustainable travel habits from the outset will be key to limiting the impact of this development on the environment and local highways. Therefore this framework travel plan will set out the intended package of innovative and targeted sustainable travel measures to promote non-car modes of travel, particularly walking

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and cycling, as well as more responsible car use, including car sharing and the use of car club vehicles. This process will begin before the first occupants move into the development and continue as an evolving process over time throughout the life of the development. 1.2.2

In addition to the travel plan for the new development, Beyond Green Developments will be extending the travel plan initiatives through an area-wide travel plan (AWTP) that extends to the surrounding existing residential areas in order to stimulate travel behaviour change across a wider area. The aim is to offset the increase in car trips that will arise due to the new development, whilst sharing the benefits of the new infrastructure with the existing communities. More information on the AWTP is provided in Section 10 of this report.

1.2.3

SKM (incorporating SKM Colin Buchanan) has a proven track record of implementing successful travel plans and personalised travel planning projects. The AWTP will involve a personalised travel planning methodology developed by SKM, which is founded upon a community-based social marketing approach to initiate voluntary behaviour change, helping people to help themselves overcome their identified travel issues and make a positive change. Coupled with Beyond Green‟s commitment to sustainable design and management, we are confident that the travel plan will achieve the ambitious targets set for mode shift away from the private car.

1.3

Policy and guidance

1.3.1

This travel plan is written to help achieve local and national policy aims and in accordance with local and national policy travel plan guidance, including the following:

1.3.2



National Planning Policy Framework (NPPF)



Norwich Local Plan



Joint Core Strategy (JCS) for Broadland, Norwich and South Norfolk



Northern City Centre Area Action Plan (NCCAAP)



Norwich Area Transport Strategy (NATS)



Norfolk County Council Local Transport Plan (LTP)



DfT Good Practice Guidelines: Delivering Travel Plans through the Planning Process



Norfolk County Council‟s online Travel Plan Guidance

A review of how the development meets the requirements of the planning policy is provided in the Transport Assessment.

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Site audit â&#x20AC;&#x201C; transport options

2.1

Overview

2.1.1

The Transport Assessment which accompanies the planning application contains full details and analysis of the site audit and the transport and traffic conditions associated with the proposed development. This section of the travel plan summarises the key aspects of the site audit, particularly focussing on the current and proposed sustainable travel options for users of the development and any potential issues and barriers that may impact sustainable travel choices.

2.2

Site location

2.2.1

The development site is located on mostly agricultural land to the north east of Norwich, adjacent the communities of Sprowston and Old Catton within Broadland District of Norfolk. The village of Spixworth is located approximately 1km to the north west of the site and Rackheath is located approximately 1.5km to the east of the site. The proposed route of the Norwich Northern Distributor Road (NNDR) runs across the north of the site boundary. Norwich Airport is located approximately 2km to the west of the centre of the site.

2.2.2

Figure 1 shows the location of the site (the outline planning application and wider study areas are illustrated): Figure 1: Location of the development site

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2.3

Walking and cycling Cycling Facilities

2.3.1

Cycling levels in Norwich are above average for comparable UK cities, helped by the low, flat topography and also the cycle routes and facilities available for cyclists, in which Norwich City Council have provided significant investment over the past few years.

2.3.2

The Norwich Cycle Map shows the signed Pedalways across the city and also identifies Spixworth Road and Church Lane as a Neighbourhood Routes. To the south of the site, White Woman Lane and Lodge Lane form part of the Outer Circuit that forms a loop around the outskirts of the city, linking to the local Cross City Pedalways (Cringleford – Sprowston and Lakenham – the Airport) that provide signed routes into the city centre. These routes also connect to the Inner Circuit that leads to Norwich rail station and to the Bowthorpe – Broadland Business Park Pedalway for staff commuting to work there.

2.3.3

The Cringleford – Sprowston route, which passes Sewell Park College and Norwich High School for Girls en route to the city centre, begins on Foxburrow Road just off Bakers Lane, this can be easily accessed from NS&OC via Church Lane. Spixworth Road is identified as a neighbourhood route, and joins the Cringleford – Sprowston route on St Clements Hill. Journey times by bike to the city centre on either of these routes will be approximately 25 minutes. The Outer Orbital passes along Barkers Lane and crosses both the North Walsham Road Spixworth Road. This route provides access to the Airport Industrial Estate, Sprowston High and eventually the Norwich and Norfolk Hospital. It also provides access to neighbourhood routes and other Pedalways that connect to Broadland Business Park and UEA. Table 1 provides approximate cycling journey times to key employment destinations (based upon the timings used in the Norwich Cycle Map isochrones, calculated from the approximate centre of the NS&OC site): Table 1: Approximate journey times to employment areas Destination

Estimated journey time

Airport Industrial Park

12 minutes

City Centre

25 minutes

Norwich Rail station

25 minutes

Broadlands Business Park

35 minutes

Norfolk and Norwich Hospital

50 minutes

2.3.4

Cycle parking stands can be found at numerous locations around the city centre, at the rail station and at the Park & Ride sites.

2.3.5

The Norwich cycle map provides clear information on routes and journey times to help with journey planning and, for new cyclists, takes away the uncertainty of how long a journey will take and where to go for an easy ride.

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2.3.6

The proposed onsite provision for cyclists is described in detail in Section 8 of this travel plan. Within the design, walkers and cyclists are given priority in the street hierarchy. In particular cyclists will be given clear priority at junctions with tertiary streets, whilst dedicated cycle lanes will be provided on primary streets to create safe conditions for cycling despite higher traffic volumes on those streets. Cycle lanes will be a minimum of 2m wide to allow for easy overtaking and to accommodate cargo bikes.

2.3.7

One-to-one cycle training in Norwich is provided by Smart Cycle Training (www.smartcycletraining.co.uk) at a cost of ÂŁ15 for a one hour taster session, followed by ÂŁ20 per hour for further sessions.

2.3.8

The Norwich City Council cycling website redirects users to the UEA BUG (Bicycle Users Group) site which provides a map of local cycle shops: http://www.uea.ac.uk/~r070/bikeshops.html Walking facilities

2.3.9

The main pedestrian routes from the site to the centre of Norwich have suitable pavements and street lighting and are shown in Figure 2: Figure 2: Pedestrian Routes

2.3.10

Walking routes can be planned using www.walkit.com/norwich. For example, to walk from the junction of Beeston Lane and the North Walsham Road (to the north of the site) to the Cathedral in the city centre, walkit.com shows the journey distance to be 5.6km and predicts this would take 1 hour 15 minutes at a medium pace (3mph).

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2.3.11

The plans for supporting pedestrian movement are covered in details in Section 4.2 of this report, explaining the core design principles of: 

A hierarchy of users that prioritises the needs of pedestrians, cyclists and public transport users over the needs of private motor cars;



Development structured around mixed use, walkable neighbourhoods to reduce the need to travel. Streets should be designed to create an attractive environment for pedestrians and that is accessible for all users;



Pedestrian, cycle and vehicle movement should be seen as an opportunity to support a viable mix of uses, rather than a problem to be routed away from primary shopping and commercial areas.

2.3.12

In essence, the layout, character, design and maintenance of NS&OC‟s streets will play a key role in determining how easy and attractive it is to walk and cycle. All streets, including those with higher traffic volumes, will be designed and managed as social spaces that encourage optional and social activity as well as facilitating necessary activity, such as walking and cycling to school/work, shopping, waiting for the bus, etc. This high quality environment will then connect to the existing streets to enable clear and convenient walking routes to the surrounding areas.

2.4

Public transport Bus services and Park & Ride

2.4.1

Bus service coverage across Norwich is good, as illustrated by the map in Figure 2 overleaf, and the public bus network is supplemented by the Park & Ride services as shown in Figure 3.

2.4.2

The bus services within walking distance of the NS&OC site are the 10 and 10A which operate between Spixworth, Old Catton, City Centre and Mulbarton through the proposed development site using Buxton Road (leading into Spixworth Road). Each runs once an hour, providing a combined frequency of two services per hour along this road.

2.4.3

In addition, service 11 is within a five minute walk of the development site and services 16 & 16A are within a 15 minute walk.

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Figure 3: Norwich bus services (source: First Group)

Figure 4: Norwich Park & Ride services (source: Norfolk County Council website)

2.4.4

The Sprowston Park and Ride site is also within walking distance of NS&OC. Buses operate at least every 15 minutes on Monday to Saturdays and the limited stop service means that competitive journey times are offered to/ from Norwich city centre.

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2.4.5

A summary of these services, their destinations and journey times to the city centre are shown in the following table: Table 2: Bus services Service No.

Route

Peak Hour Frequency

Journey Time to city centre

Spixworth – City Centre - Mulbarton

20 mins

10A

Spixworth – City Centre - Mulbarton

20 mins

City Centre – Sprowston - Tesco

5 min walk + 25 mins

Costessey – City Centre – Old Catton

15 min walk + 20 mins

16A

Old Catton – City Centre - Costessey

15 min walk + 32 mins

Sprowston P&R

Sprowston Road – Whitefriars – City Centre

20 mins

Total

2.4.6

An additional service, the 210 is operated by Sanders Coaches. This service runs along Buxton Road connecting North Walsham, Frettenham, Buxton, Old Catton and Norwich city centre six times a day, Monday – Friday and four times a day on Saturdays. Whilst it is acknowledged that the service has limited use for commuters, it does offer an additional option for those wanting to travel between the local villages on a less frequent basis.

2.4.7

First Buses offer a variety of ticket options to help regular bus users save money on fares and can be bought by phone, online or at Norwich bus station.

2.4.8

In terms of future bus infrastructure, the development proposals focus on building on the existing services, improving frequency and reliability for existing users as well as providing a convenient bus service for new residents and users of the new development. These enhanced services will complement those being introduced through NATS. More detailed information on plans for these services is provided in the Public Transport Strategy and discussed in the measures section of this travel plan. Rail services

2.4.9

Norwich Rail Station is located approximately 500m east of the City Centre (6km from the development site) and offers frequent (half hourly) services to London Liverpool Street via Ipswich, Colchester and Chelmsford, and cross-country services to destinations such as Cambridge, Nottingham, Sheffield and Liverpool. Local services also operate to destinations along the Norfolk coast.

2.4.10

The location of the proposed development to the north-east of the city and the lack of direct bus services from this area to the station means that distance to the station will be a barrier for those residents wanting to commute by rail on a daily basis. However, this journey would be possible by bicycle (approximately 25 minutes) and there are 96 cycle parking stands available located around the station, providing parking spaces for 192 bicycles. It is also only an 8 minute

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walk from the 10 & 10A bus stop at Castle Meadow. Providing a direct bus route to the rail station is also to be looked at through the NS&OC Public Transport Strategy. 2.5

Local highway network

2.5.1

Three principal routes extend through or adjacent to the site in a general northeast/southwest direction, meeting with the Outer Ring Road (A1402) Chartwell Road: 

Wroxham Road (A1151) forms the eastern boundary of the site and along which the Park & Ride runs from the south eastern corner of the site;



B1150 North Walsham Road passes through the centre of the site, leading into Constitution Hill before meeting the Outer Ring Road; and



Buxton Road, which runs through the western side of the site, connecting to Spixworth Road in Old Catton.

2.5.2

In addition, St Faith‟s Road borders the western side of the site, though it provides no direct vehicular access to the site itself.

2.5.3

Beeston Lane operates in an east – west direction through the northern part of the site. Car clubs and car sharing

2.5.4

Norfolk Car Club, operated by Commonwheels, currently offers 12 pay-as-you-go car club vehicles in Norwich. Beyond Green Developments have had early discussions with Norfolk Car Club to extend the network into the development site to provide this option for residents as an alternative to owning a private car, and in particular reducing the need for a second car.

2.5.5

Norfolk County Council operates an online car sharing facility at www.carsharenorfolk.com on which there are a number of private groups for large employers as well as the ability for members of the public to share journeys. Run by LiftShare, the website also contains a cost savings calculator and a comprehensive FAQs page.

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Consultation and potential barriers to sustainable travel

3.1

Consultation

3.1.1

The ethos of the development is one of sustainable living; every effort will be made to ensure that the infrastructure, facilities and culture of the development instil and nurture environmentally-friendly and active travel behaviour in all users of the site.

3.1.2

In developing the Masterplan, Beyond Green developments have consulted with a range of local organisations and the public to ensure that barriers to sustainable travel are addressed wherever possible through both design and travel plan initiatives.

3.1.3

Key organisations involved in ongoing consultation on the development design include: 

Broadland District Council



Norfolk County Council



Norwich City Council



GNDP



NNTAG



Norwich Cycling Campaign



Sustrans

3.1.4

In addition, in June 2011 Beyond Green held a series of Community Workshops in which interested parties were invited to attend and discuss the issues and opportunities for the Masterplan. One session specifically focussed on transport and the table overleaf provides a selection of the comments made on transport issues, alongside actions that are being taken forward to tackle these. Many of these are design issues, but have been included in the travel plan as they will affect the overall sustainable travel environment of the site and can be promoted through the travel plan measures.

3.1.5

The last row looks at the issue of traffic neutrality, i.e. reducing car use within existing urban areas in order to mitigate against the additional traffic that will result from the development. This is an ambitious aim for the development which is discussed more in Section **** of this document which covers the area-wide travel plan proposals.

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Table 3: Transport issues raised at the Community Workshop (June 2011) Quotes (by theme)

Issues

Walking and cycling - “I‟d love to bike but it‟s too dangerous, we don‟t have bikes coming into the city centre from the outskirts which I would like to see” - More cycle lane = less space for cars = a political issue - “Could you have wider areas with trees, space for cycleways and walkways? The road would be wide enough for emergency vehicles but not too wide”

- General recognition of need and benefits of increased walking and cycling, including reducing car on the school run - Support for measures to increase cycling, including off-site infrastructure, but unclear whether there would be support for reallocation of road space etc. - Wide roads and separate areas for pedestrians and cyclists can encourage higher speeds

- Prioritise walking and cycling on all on-site streets - Explore potential to fund offsite improvements through CIL (where not included in NATS) - Travel plan to include specific propositions for reducing school run traffic - Develop street typologies that demonstrate walking and cycling priority for all streets in the hierarchy

Public transport - “Need to ensure PT meets people‟s aspirations – clean, fast, cheap, reliable, goes where you want it to go – and people need to understand what is available” - Political engagement for improving wider services – influence next generation of service provision e.g. changing the way buses are operated

- Quality and reliability of services - Orbital journeys within and beyond the Growth Triangle - Accessibility of P&R for the development and opportunities for integration - Route of BRT

- Establish relationship with bus operators - Explore potential for integration with P&R and for P&R to serve early phases - Explore potential for orbital connections and identify radial routes to be created, extended or improved

Reduce the need to travel - “People need to be very content with the place that they live so that they don‟t need to go off somewhere else on their day off”

- Recognition that mix of uses has a key role to play in reducing the need to travel

- Masterplanning incorporates a mix of uses. - Economic and community strategies vital to establish both facilities and a sense of place

Parking - “Make adequate provision for parking to ensure people don‟t park in spaces you‟d rather have for other uses” - “I‟d make a strong vote for charging for on street parking – potential revenue stream for management which could be available” - “Restrictions in on-street parking is too crude a mechanism, but there is demand for housing without cars”

- No clear agreement from stakeholders on how to deal with parking and the role parking restraint should play as part of a sustainable movement strategy

- Establish a robust system for managed parking restraint - Liaise with car club operators to establish maximum parking ratio for viability

Traffic neutrality - “A community which is a new way of doing things hopefully won‟t be dominated by car dependence – facilities such as car clubs should mean people don‟t think they need to own a car” - “Travel habits of people living on the urban fringe should be those of an inner urban area” - “Recent developments have been too car dependent, so people only walk from house to car and don‟t get to know their neighbours”

- General support for principle of traffic neutrality - Concerns over achievability, particularly in the short-term. Realistically, to what extent can behaviour be influenced outside of the scheme? - Will require partnerships to deliver off-site interventions, both hard and soft - A difficult concept to “sell” to politicians and the public

- Continue to develop and test as an overall aim for the development and promote as an aim for the whole Growth Triangle - Develop ideas for area wide travel planning and smarter choices interventions

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3.2

Barriers to sustainable travel

3.2.1

This travel plan aims to provide a comprehensive strategy for overcoming a range of real and perceived barriers to sustainable travel that may prevent various users of the site from choosing modes other than the private car. These barriers, for which the travel plan measures in Section 8 will seek to overcome, may include: a)

Habitual car use:     

Cycling:    



Distance to shops, services and employment



Quality of walking environment and lack of pedestrian permeability

Bus travel:

Distance between site and rail station Lack of quick, direct bus to the station High cost of season ticket and non pre-booked tickets

Car sharing:   

Frequency, journey time and reliability Perceptions of discomfort and low status Cost of public transport more visible than overall cost of car ownership

Rail travel:   

Safety concerns, fear of cycling on busy roads, confidence issues Nowhere to store a bicycle at home or at work/destination Discomfort in doing something that is not the social norm Lack of knowledge of best routes

Walking:

   e)

Separation of land uses and car orientated development Convenience and personal value of private travel Car as the default mode Perceived inconvenience of other modes Status issues and social norms

No knowledge of car sharing partners on same journey Concerns about security and inconvenience Lack of appreciation of potential financial savings

Smarter working   

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Need for high speed internet Homeworking not supported by employer Lack of space for home office

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3.2.2

The mix of potential residents has also been taken into account when planning the measures and Appendix A contains a table setting out the solutions for the various needs of residents.

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Development proposals

4.1

Proposed development

4.1.1

The planning application for this development proposes to develop the site into a mixed use, residential-led mixed-use development comprising of: 

Residential Development of up to 3,518 dwellings (C3 use class);



Up to 16,000m² (Gross Internal Area (GIA)) of Commercial Development (B1, B2);



Up to 9,200m² (GIA) of Retail and Service Development (A1-A5);



Up to 1,000m² (GIA) of Hotel Development (C1);



Up to 5,000m² (NIA) of Education Development (D1);



Up to 2,000m² (NIA) of Other Community Development (D1);



An Energy Centre measuring up to 1,500m²;



47.6 hectares of formal and informal open space including play and recreational space;



37.6 hectares of new and retained natural and semi-natural space; and



Four proposed accesses onto the highway network

4.1.2

The outline planning application contains proposals for two primary schools within this site. However it is acknowledged that a secondary school is likely to be required in the Old Catton, Rackheath, Sprowston and Thorpe St Andrew growth triangle as it is developed. In case that the secondary school is built within the development site at a future date, measures and targets for a secondary school are included in this framework travel plan.

4.2

Design principals and sustainable transport strategy

4.2.1

The Masterplan design has been developed upon the principles of sustainable urbanism. As such, sustainable movement is a fundamental concept of the design and the Masterplan incorporates: 

Walkable neighbourhoods within which workplaces, shops and community facilities are integrated into the development alongside the housing provision, ensuring most residents can access their daily needs within walking distance and internalisation of travel to work trips is maximised;



A compact, permeable layout with maximum connection between and along new and existing streets and other routes to make for an environment in which pedestrians, cyclists and public transport are the preferred travel modes;



High quality streets and public realm, in which people want to walk, linger and interact, with segregated cycle paths where necessary to provide cyclists with security and visibility.



Streets with a maximum design speed of 20mph.

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4.2.2

Full details on the sustainable transport infrastructure provision can be found in the Transport Assessment but the key principals of the Sustainable Transport Strategy of the development are to: 

Reduce the need to travel through effective land use planning;



Provide high quality, safe and direct routes for cyclists and pedestrians, ensuring walking and cycling have priority and are visibly quick and convenient modes;



Integrate transport proposals with NATS;



Provide bus priority and enhance the existing bus service providing a service frequency of once every 15 minutes and frequent evening services;



Provide actively managed car parking; and



Provide alternative sustainable transport options such as: offering a car club, promoting lift sharing and providing pool parking.

4.2.3

The travel plan measures will promote the available facilities to ensure all users have a high level of awareness of the new and existing infrastructure as well as that provided through NATS. By providing practical information on how to use sustainable modes and promoting their convenience of use, the travel plan will optimise use of these modes and reduce reliance on the private car.

4.3

Phasing

4.3.1

The development is proposed to come forward in six phases as shown in Table 3. Table 4: Proposed development phasing Total Within Each Phase Phase 1

Phase 2

Phase 3

Phase 4

Phase 5

Phase 6

Residential (Units)

584

596

584

594

572

588

Commercial/Retail (m²)

9,800

7,250

5,650

2,180

260

Cumulative Phase Total Development

Phase 1

Phase 2

Phase 3

Phase 4

Phase 5

Phase 6

Residential (Units)

584

1,180

1,764

2,358

2,930

3,518

Commercial/Retail (m²)

9,800

17,050

22,700

22,760

24,940

25,200

4.3.2

It is expected that two primary schools will be delivered by the end of Phase 2.

4.3.3

Each phase is expected to take 30-48 months to complete with the development being completed within 15-20 years of commencement. In line with the TA, for the purpose of setting targets this framework travel plan assumes a proposed start date of 2014 with approximately 600 dwellings completed by 2017, 1,180 dwellings by 2022 and full completion by 2032.

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Baseline travel patterns

5.1

Introduction

5.1.1

As required by the Norfolk County Council guidelines, we have used the 2001 Census data to investigate the mode share baseline for the development, establishing what could be expected in terms of travel to work mode share in this locality, for both residential trips (the development as the origin) and employment trips (the development at the destination).

5.1.2

We have based our Census mode share analysis on the ward of Sprowston Central which is in s a similar location in the north-eastern outskirts of the city with access to both North Walsham Road and Wroxham Road. The ward is located closer to the city centre reflecting the developmentâ&#x20AC;&#x;s aspirations for sustainable travel mode share expected in an urban rather than rural location.

5.1.3

For the residential aspect of the development we have also carried out additional research by conducting travel surveys in March 2012 to assess the current travel habits at a comparable residential development at Lodge Farm in order to substantiate the findings of the Census data analysis. The survey was delivered to the approximate 355 homes that gain access by car from Lord Nelson Drive or Bawburgh Lane and a total of 90 survey forms were returned, giving a response rate of 25%. Full methodology and results of this travel survey are available on request. The results of this have been compared with the Census data in order to identify which best represents the proposed development.

5.1.4

For the travel to the proposed schools we have used the most recently available data which is that reported in the 2009/10 school census.

5.1.5

The 2001 Census data is the most recent data available at present, with 2011 Census data due to be released next year. It is anticipated that at this time the travel plan targets will be reevaluated in line with the more up-to-date data and adjusted if necessary.

5.2

Residential mode share

5.2.1

The travel to work mode share for the Sprowston Central ward is compared to that evidenced for morning peak hour travel in the Lodge Farm travel surveys in 2012 in Table 4. It should be noted that â&#x20AC;&#x17E;working from homeâ&#x20AC;&#x; has been removed from the census data as that data is not usually collected in the mode share question in travel surveys (though this is taken into account in the trip generation calculations in the TA): Table 5: Travel to work mode share comparison (residents) Mode of travel Car - driver Car - passenger On foot Bus, minibus or coach

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Census 63% 9% 5% 11%

Lodge Farm 63% 17% 9% 7%

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Bicycle Other Taxi Motorcycle etc Train

8% 1% 0% 3% 0%

1% 1% 1% 0% 0%

5.2.2

The results of both exercises provide a baseline mode share of 63% car driver and therefore it this is adopted as the baseline mode share figure upon which to base the travel plan targets (see next section of this report).

5.2.3

Notable differences in the data include the much higher cycling mode share evidenced in the Census and higher levels of car sharing in the Lodge Farm survey. This may be in part owing to the time of year the survey was undertaken, at which time cold and wet conditions were experienced.

5.3

Workplace mode share

5.3.1

2001 Census data has also been used to calculate the baseline for the travel to work data for potential employment uses in the new development. The results are shown in Table 5: Table 6: Travel to work mode share comparison (employees) Mode of travel

Census

Car - driver On foot Bicycle Car - passenger Bus, minibus or coach

72% 12% 7% 4% 3%

Motorcycle etc Other Taxi Train

2% 1% 0% 0%

5.3.2

As shown above, the Census data shows that there is currently a high level of car travel to employment in Sprowston Central. There are unlikely to be travel plans, restrictive parking policies or pro-cycling facilities in the workplaces that will be covered by this census data therefore the targets for the Broadland development will seek to achieve a significant shift from this baseline.

5.4

School mode share

5.4.1

The most recent travel to school data available is from the 2009/10 school census. The data available from schools in the North-East of Norwich has been gathered and an average found for 11 primary schools in the area; this is presented in Table 6 overleaf:

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Table 7: Travel to school mode share averages Mode of travel

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Mode share (pupils)

Walking

60%

Car (alone)

37%

Dedicated School Bus

Cycling

Car Share

Bus

Taxi

Train

Other

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Objectives, targets and monitoring

6.1

Aim and objectives

6.1.1

The overarching aim of the travel plan and the whole site is to be an exemplar of sustainable development. The design contains a permeable layout based on principles of walkable neighbourhoods and a high-density mix of uses to reduce the need to travel. This will then be aided by the provision of convenient, attractive sustainable travel infrastructure, appropriate parking provision and the implementation of a high-profile travel plan.

6.1.2

The objectives of the travel plan are as follows: 1

To reduce the number and proportion of SOV trips from and to the development from all land uses.

To support the introduction of walking, cycling and bus infrastructure and help overcome the barriers to using sustainable modes of travel for all types of trips, including commuting, retail, leisure and education trips.

To raise awareness of the financial, health and environmental (carbon emissions, active travel, air quality and noise pollution) benefits of using alternative modes of travel to car.

To incentivise habitual car drivers to try an alternative mode of travel and then to sustain this new travel behaviour.

To promote the smarter choices initiatives available across Norwich and to enable and support effective partnership working between local authorities, community groups, schools and other stakeholders for mutual benefit.

To achieve traffic neutrality through the implementation of an area-wide travel plan in the existing neighbouring residential areas.

6.2

Targets

6.2.1

The proposed development will be on the outskirts of Norwich but through its design and management aims to have the sustainable travel patterns of an inner urban development. The site is designed to enable significant internalisation of trips, with a high proportion of the residentsâ&#x20AC;&#x; work, retail and leisure trips occurring within the boundaries of the site and therefore within walking or cycling distance, enabling these trips to be undertaken using these modes.

6.2.2

In light of this, ambitious targets for mode shift are set which will be achieved through the implementation of a comprehensive and high profile travel plan, alongside the provision of infrastructure, restricted parking provision and a culture that supports sustainable and active travel behaviour. Targets will be monitored through travel surveys as discussed at the end of this section. The targets are SMART: Specific, Measurable, Achievable, Realistic and Timebound.

6.2.3

It is acknowledged that the bus infrastructure will improve as the scheme is constructed and a critical mass for high frequency services is obtained. The result of this is that, despite offering personalised travel planning to encourage formation of sustainable travel habits from the outset,

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the uptake of public transport is unlikely to be as high in the early phases of development as it will be once the development is completed. The mode share targets reflect this situation and as such the first half of this chapter sets out the 5 year targets as required by the NCC travel plan guidelines and the second half of the chapter sets out long-term targets for the development to be achieved as the infrastructure develops fully. Residential travel plan targets 6.2.4

Norfolk County Council‟s travel plan guidance states that targets should be set in line with the DfT‟s expectation of an 11% shift from SOV travel in rural areas and 20% in urban peak areas. As the development aspires to be urban in nature, the target set is at the higher level of 20% reduction. A 20% reduction from the baseline car driver mode share of 63% would equate to a 13% mode shift (rounded up to the nearest whole percent) and a target mode share for ‘car driver’ of 50%. The date by which the target mode share will be achieved is set as 2022, 5 years after the completion of the first Phase (approximately 700 dwellings). An interim target is also set for 3 years from the completion of the first phase to measure progress towards the targets. Table 8: Residential mode shift targets Mode of travel

Car – driver Bicycle On foot Public transport

Baseline estimated for 2017 (Year 1))

Interim target 2020 (Year 3)

63% 8% 5% 11%

56% 10% 8% 14%

2022 target mode share (Year 5) 50% 12% 10% 15%

Mode shift 2017-22

-13% +4% +5% +4%

6.2.5

Ambitious walking and cycling mode share targets are also set, with a combined mode shift of +9% in these modes (up to 22% from a baseline of 13%), equating to an increase of 59%.

6.2.6

This level of shift is considered achievable owing to and the fact that Norwich City Centre is within 5km of the majority of the NS&OC site and there will be significant provision of employment opportunities on the development itself (it is estimated that around a third of jobs on-site will be filled by residents of NS&OC). Commercial (office) targets

6.2.7

The baseline, calculated using the Census travel to work data for Sprowston Central as a destination, shows a high level of car driver mode share at 72%.

6.2.8

The commercial office units in the NS&OC development will have strict car parking allowances and will be required to implement workplace travel plans through their lease agreements. It is estimated that a third of jobs in employment space on site will be filled by residents on site. For the vast majority of these people, walking and cycling will be the most convenient and direct way of getting to work and for those coming from further afield good public transport links, as

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well as appealing cycling routes, will be available. This justifies a car driver mode share target of 20% among on-site residents and 50% from those originating off site, which amounts to a compound target of 40%. This target will be achieved within 5 years of occupation and sustained throughout the life of the development. 6.2.9

The commercial (office) targets will be measured through travel surveys at each workplace and this 40% target will be an average across the various workplaces. The first monitoring surveys will be undertaken within a year of occupation. The monitoring requirements will be confirmed in full travel plans, to which each commercial occupier will commit to undertaking through the lease agreements.

6.2.10

As the scope of the retail offer and potential occupiers are not yet known it is not possible to establish targets for the retail land use at this stage. This will follow in the subsequent full travel plans for the retail occupiers. School Travel Plan targets

6.2.11

The proposed targets (Table 9) for the proposed primary schools are challenging but achievable through comprehensive school travel plans, restricted parking and a walkable catchment: Table 9: School travel plan targets (students) Mode of travel

Baseline

1 year after opening Mode share

3 years after opening

Car (alone or sharing) Walking

38%

30%

Mode shift from baseline -8%

Target mode share 25%

Mode shift from the baseline -13%

60%

65%

+5%

67%

+7%

Cycling

+2%

+3%

Bus

+1%

+3%

6.2.12

For the primary schools the initial target is a car travel (alone or sharing) mode share of 30% to be achieved within the first year with a final target of 25% car mode share to be achieved within 3 years of opening. This would equate to an 13% shift (35% reduction) in car mode share from the baseline seen across the existing primary schools in north-east Norwich.

6.2.13

The reasoning behind this stretching target for achievement within 3 years of opening is that the schools will be established with excellent facilities and a culture that supports and, in fact, expects journeys to school to be undertaken on foot or by bicycle, thus producing a significant shift from the baseline from the outset. Unlike with normal school travel plans, where measures are primarily directed at the children, in the case of NS&OC the parents (i.e. the decisionmakers) will also be receiving PTP which will help them look at choosing sustainable modes for all journeys, including the journey to school. Therefore the school travel plans have an increased chance at success, as the messaging comes from two sources.

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6.2.14

Indicative targets to increase walking and cycling to school are also set, alongside a target for increasing public transport mode share. The split between walking and cycling is less important than the overall combination of these modes, for which the target is set as 71% mode share within 3 years of opening, a significant shift of +10% from the existing baseline. Public transport will be promoted as an alternative to car travel for those pupils living outside of walking/cycling catchments.

6.2.15

For staff, the target will be 40% car driver mode share, in line with the travel to work targets for the other employment destinations.

6.3

Long-term targets for the development

6.3.1

As explained above, the NS&OC development Masterplan is designed to create an outstanding example of sustainable development, within which there are high levels of internalised trips and walking and cycling are prominent and the most convenient modes of travel. As the development grows, so will the opportunities for travelling by sustainable travel, particularly through the improvements to bus services which will develop in line with increasing demand. As such, following the achievement of the standard targets as required by the NCC planning guidance, Beyond Green Developments are setting further targets for sustainable travel mode share, the achievement of which will set this development apart in terms of sustainable movement. These targets are discussed below.

6.3.2

Due to the long build-out period for NS&OC, these targets will need to be periodically reassessed as the wider transport context, technology and opportunities for non-car modes of travel change over time, but at present these targets define the vision for the sustainable travel mode share at the development in the long-term. In order to succeed, the NS&OC will need to be supported by the NATS programme of transport improvements and smarter travel measures, so that the new residents and other users of the site have access to sustainable travel modes throughout the city and beyond, and so that initiatives at NS&OC and the wider north Norwich area complement and enhance each other. Residential targets

6.3.3

The initial mode shift from the baseline as set out in Table 7 will be primarily achieved through the conversion of residentsâ&#x20AC;&#x; travel choices to sustainable travel modes and forming of sustainable travel habits upon moving into the development e.g. through the personalised travel advice offered on occupation, alongside the measures such as generous and visible cycle parking, cycle training and the car club which will be available from first occupation.

6.3.4

However, as discussed at the start of this chapter and set out on the Public Transport Strategy, the full bus infrastructure will not be available for the first occupiers of the development. Instead, the infrastructure will be added in line with the increased population so that as the development matures, the public transport services will become more convenient and therefore more attractive. Therefore the potential for a higher sustainable travel mode share will increase as the time goes on. It is also expected that local conditions outside of the site will improve to help encourage a wider shift to sustainable modes, for example through the implementation of NATS and other initiatives by the local authorities.

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6.3.5

With these factors in mind, a further target is then proposed for long-term continued mode shift to reach a higher sustainable travel mode share by completion of the development in 2032. This long-term target for 2032 is to achieve a 35% car driver mode share for residentsâ&#x20AC;&#x; journeys to work. This would equate to an additional 15% mode shift, or 30% reduction in car driver mode share, from the target mode share of 50% which is set to be achieved by 2022.

6.3.6

The propensity to encourage a high level of walking and cycling from the site, and therefore low car mode share, through provision of an environment, ethos and infrastructure to support walking/cycling for distances under 5km can be evidenced through looking at the distance travelled to work in the neighbouring areas.

6.3.7

In the areas of Sprowston and Old Catton that border NS&OC, the 2001 Census showed that around 23% of residentsâ&#x20AC;&#x; journeys to work are of less than 2km and 65% of less than 5km. A 2km journey would take approximately 25 minutes to walk or 8 minutes to cycle, and 5km can be cycled in approximately 20 minutes.

6.3.8

Assuming that the new NS&OC residents will show similar characteristics in terms of distance travelled to work (the slightly further distance from Norwich City Centre of the NS&OC development balanced by the improved facilities and increased local job opportunities on site), it is robust to conclude that the target of 65% travelling to work by walking, cycling or public transport can be achieved and sustained over time.

6.3.9

Meeting this target will rely on the external conditions also supporting walking, cycling and public transport, so will be dependent upon wider initiatives and infrastructure, such as those brought in through NATS. However by setting this is significantly more stretching that the mode shift expected by the DfT (-20% for urban development, compared to -30% proposed for NS&OC from 2022-2032), demonstrating the commitment to making this a leading sustainable development. Travel to work targets (long-term)

6.3.10

For the commercial (office) development, the target of 40% car (alone) mode share is set to be achieved within the first 5 years of occupation and maintained throughout the life of the development. Any further long-term targets will be reviewed through workplace travel plans delivered by each commercial occupier, coordinated by the site-wide Travel Plan Coordinator. Travel to school targets (long-term)

6.3.11

It is intended that the vast majority of journeys to school will be from the development itself and from local areas of North Sprowston and Old Catton, therefore within walking and cycling distance and so the aim of the school travel plans will be to maximise the walking and cycling mode shares.

6.3.12

However, as the primary schools will be delivered in Phase 2 of the development, it is likely that some of the early intake will come from outside of the development and therefore may be reliant on non-walking/cycling modes in the first few years. Further targets will be set for the schools in their full school travel plans (which will be prepared by the school management teams) to

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recognise the increased opportunity for walking and cycling to school as the development matures. It is intended that a long-term target of 85% pupils’ journeys to school to be by walking/cycling/public transport could be achieved, but this will need to be reviewed and confirmed once the schools‟ catchment is known. 6.3.13

Promoting a culture of walking and cycling and discouraging car use will be a key part of the school‟s ethos and supported by senior management, but it will also require the support of the local authorities to help enforce parking regulations to make it unattractive to parents to drive to the school.

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Monitoring

7.1

Data collection

7.1.1

The monitoring and review of the travel plan and area-wide travel plan will be the responsibility of the Travel Plan Coordinator for each travel plan, who will work with an independent consultant to ensure results are reliable and consistent. The monitoring methodology will remain consistent throughout the life of the travel plan and across the various occupiers to ensure comparability of results over time and land use.

7.1.2

The primary method for monitoring the travel plan will be household/employee travel surveys. The travel surveys will provide quantitative and qualitative data to allow progress towards the mode shift targets to be measured. The surveys will be carried out on an annual basis, roughly at the same time of year each year. Surveys will be timed to ensure â&#x20AC;&#x17E;averageâ&#x20AC;&#x; travel conditions, i.e. during term time in either the spring or autumn. Annual surveys will continue throughout the life of the travel plan, with less formal monitoring carrying on as the travel plan becomes voluntary.

7.1.3

Car and cycle parking usage will be monitored primarily on a more informal basis within the development. All public cycle parking areas will be monitored during peak times to ensure they do not exceed 85% capacity. Peak demand for cycle parking at a residential development is likely to occur during the evenings, when residents have returned from work, school and leisure trips. If demand regularly exceeds capacity then more cycle parking will be provided.

7.1.4

The uptake of any vouchers or discounts will be tracked by the Travel Plan Coordinator, who will keep a count of the number of residents/households or employees who have taken these up.

7.2

Monitoring schedule

7.2.1

The initial travel survey will take place at 100% occupation of Phase 1, with further monitoring surveys taking place thereafter on an annual basis for 5 years. At this time, presuming targets are met, a final report will be submitted. The travel plan will continue to be implemented and monitored by the Travel Plan Coordinator, with support from the County and City Councils.

7.3

Reporting

7.3.1

An Annual Monitoring Report for each individual travel plan will be submitted to Norfolk County Council (and Broadland District Council and Norwich City Council if requested). The report will detail the findings of the monitoring surveys as well as a description of the activities that have been undertaken in the past year, an assessment of the performance of the travel plan in reference to the objectives and targets and an action plan for how the travel plan will be taken forward over the next year.

7.3.2

The Annual Monitoring Report will be the responsibility of the Travel Plan Coordinators for each individual travel plan, with assistance from the Site-wide Travel Plan Coordinator for the smaller

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occupiers and the school as required. The Site-wide Travel Plan Coordinator will also take the role of residential Travel Plan Coordinator, so will be responsible for residential travel surveys. 7.3.3

The results of the more informal monitoring, such as any feedback received by the Site-wide Travel Plan Coordinator over the year, uptake of any vouchers or discounts and BUG membership, will also be incorporated into their Annual Monitoring Report.

7.4

Remedial measures

7.4.1

The Annual Monitoring Reports will be vital in indicating that some remedial measures may need to be introduced at the site. Remedial measures will be triggered if the travel plan targets do not appear to be on track to be met within the prescribed timescales and the travel plan fails to progress towards meeting its targets between two consecutive monitoring surveys.

7.4.2

The process for putting remedial measures into action will be written in the S106 agreement. This will be linked to the achievements of the AWTP, which is to be introduced to mitigate the impact of the development and help achieve traffic neutrality.

7.4.3

If the final travel plan target is not met, then the travel plan implementation, funded by the developer, will continue for a further 3 years or until the targets are met, whichever is earlier. The situation will be reassessed after 3 years and further remedial measures taken if necessary, funded by the developer. The remedial measures required will depend upon which aspects of the travel plan are not performing as well as they should.

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Measures and campaigns

8.1

Overview

8.1.1

The travel plan will be implemented as a package of measures, designed to work collectively to overcome the various barriers and encourage a switch to sustainable travel. The aim is for nudges and prompts to come from many sources, the combined effect of which will generate the required level of sustainable travel behaviour across the population, then sustain and improve on this over the long-term. Many of the measures will be implemented prior to and on occupation of the development, to ensure new residents and other users of the site establish sustainable travel habits from the outset.

8.1.2

Support: giving people means and solutions to adopt the desired behaviour e.g. convenient, secure cycle parking; trial-a-bike scheme; car club membership etc.



Design: changing the environment, physical context and products to support the new behaviour e.g. bus service improvements; pedestrian and cyclist priority and permeability; services and employment within walking distance etc.



Inform and educate: providing information to advise, build awareness, persuade and inspire e.g. travel information pack and PTP session offered to household on occupation; Bike Week campaigns; clear signage etc.



Control: take steps to legislate, require, enforce and set standards e.g. parking management; requirement for travel plan commitment in lease agreements etc.

8.1.3

In particular, at this site we will be focussing on encouraging walking and cycling, taking advantage of the smarter travel initiatives that already exist in Norwich (such as the cycling improvements and Norwich car club), and also on promoting bus use, through new and improved services.

8.1.4

In terms of infrastructure, bus improvements will build upon the existing services along the core corridors from the development to the city centre, namely Wroxham Road and Spixworth Road, with a new service developed along the North Walsham Road. New and enhanced bus services will be provided when development begins to be built outside of an existing service. The aim is to gradually improve service frequency from one bus every 30 minutes (current) to one every 10 minutes. Full details of the bus service improvement proposals are provided in the public transport strategy, with a timeline of how service frequency will improve in line with development growth.

8.1.5

Rail will not be the primary focus of the travel plan due to the distance from the rail station, but it will be an option for some travel in conjunction with other sustainable modes (for example, business travel) and therefore rail travel will be encouraged for longer distance journeys, with information provided on both strategic and local routes as an alternative to driving.

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8.2

Measures by land use

8.2.1

This framework travel plan outlines the measures proposed for the residential, commercial (workplace) and school travel plans. The subsequent full travel plans, produced when the occupiers are known) will provide more details on these measures and how they will be managed for that specific site. It should be noted that journeys to secondary schools will be covered by the residential travel planning measures, particularly PTP, even if there are no secondary schools on the site itself.

8.2.2

Due to the complexity of the site and the interconnectivity of the various measures across the

 means that the travel measure is a promotional measure of an existing campaign/service and  means different land uses, the measures are presented as a matrix. In the table, one

that the infrastructure/service will be provided by the developer and then promoted. Table 10: Matrix of travel plan measures On-site

Off-site Existing

Measures (measures in italics are suggestions to be further investigated with the relevant

Residential

Retail

Commercial

School

partners)

Residential (area to be defined)

Travel information and marketing

Local facilities and reduced reliance on the car is a key aspect of marketing/sales



Travel Hub in Community Centre – TPC office, focal point for events, Dr Bike etc.



Travel information packs on occupation promoting local shops/services



Personalised travel planning



Green loyalty card – could link with other energy efficient behaviour





 ideally „Bike It‟









Active travel

Secure, convenient cycle parking Cycling promotion and participation in local & national campaigns



Commitment to offer Cycle to Work Scheme in lease agreements Led cycle rides and Cycle Buddy scheme (route-finding and confidence-

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

PAGE 28

building) „Trial a bike‟ initiative with local bicycle hire provider





 staff only



Cycle training (safety, confidence and route planning)

 funded



 Bikeability funded

 funded (PTP)

Walking campaigns – participation in NHS/DoH/Walk to Work schemes





subsidised membership



Innovative car clubs/sharing e.g. Whipcar.com and mobile carpooling



Car sharing, including taxi-sharing







Demand responsive transport, particularly to Industrial Parks



Electric vehicle charging points







 through PTP

Flexible use of the car

Innovative car parking management incl. nd leasing of 2 space & ring-fencing funding; 3 day a week permits for employees Car club, with intention for electric vehicles. Links with car parking purchase/leasing.

 

Other

Subsidised/free bus tickets – monthly and annual passes Sustainable travel integrated into the school ethos and curriculum Storage facilities for daytime deliveries (incl. perishable) City-wide smart cards for use with all public transport (and cycle hire)

  



8.2.3

The implementation and funding of these measures is discussed in the following section, with indicative costs provided at Appendix 2.

8.3

Parking provision

8.3.1

Guidance from the Department for Transport notes that “parking restraint is often crucial to the success of the [travel] plan in reducing car use”; Beyond Green agrees that parking restraint is vital in the overall effectiveness of efforts to achieve modal shift away from the private car and

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as such the NS&OC strategy for car parking is to reflect adopted quantitative parking standards and then design and manage the supply of parking in order to allow it be reduced over time in accordance with sustainable travel objectives and outcomes. 8.3.2

In a rural district and county there will always be some journeys that cannot be made by sustainable modes and in the short to medium term the majority of households are likely to want or need to own at least one car. Broadland District Council‟s Parking Standards SPD uses the current average levels of car ownership (1.6 cars per vehicle owning household) as the basis for the development of parking standards. The SPD sets out a range of parking standards based on dwelling size, but also notes that variations on these standards are permitted “where it can be demonstrated [that] proximity to facilities or particularly good public transport alternatives make normal levels of parking unnecessary.”

8.3.3

Beyond Green expects that the number of car trips made by future residents will be significantly lower that the current norm due to: 

The mix of uses and quality of services in NS&OC will significantly reduce the need to travel;



Walking and cycling being the preferred transport modes for journeys within NS&OC;



The high numbers of journeys to and from NS&OC made by bike or public transport; and



The provision of a car club.

8.3.4

As a result the need for multi-car ownership is likely to significantly reduce over time. Reflecting this context, the parking strategy at NS&OC is to provide an average of 1.5 parking spaces per dwelling (excluding visitor parking) and then establish a robust system for managed parking restraint in order to allow parking ratios to be reduced over time in accordance with sustainable travel objectives and outcomes. The Design and Access Statement outlines the parking ratios proposed and how these break down between housing types. These ratios will be regularly reviewed to ensure they reflect the parking take-up in each phase of development.

8.3.5

Central to this strategy is providing a substantial share of residential parking off-plot (i.e. onstreet or in-courtyard) allowing occupation of property to be separated from ownership or tenancy of parking spaces, with off-plot parking managed on a permit-leasing basis by the development management company or the local authority. This approach: 

Enables management regimes which incentivise modal shift over time, for example by requiring leases for off-plot parking to be renewed regularly thereby helping to make the total cost of car ownership more transparent and comparable with, for example, the need to renew public transport season tickets regularly;



Allows parking to be used flexibly, with unused residential spaces being transferred over time to flexible visitor or business use;



Allows for surplus parking to be „retired‟ over time, for example with on-street parking within „flex‟ zones being convertible to pedestrian, cyclist or green space;

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

Ensures that streets can be designed to accommodate on street parking from the outset, avoiding informal parking that has caused pavement and carriageway obstructions in neighbouring developments; and



Supports the aim of the street hierarchy to limit the extent to which street frontage is disrupted by frontage access to driveways.

8.3.6

Visitor and commercial parking will be located in designated on-street bays. The final quantum, length of stay and charges for visitor and commercial parking will be established during detailed design. This quantum will be informed by Broadland District Council‟s Parking Standards SPD, however the mix of uses at NS&OC mean that strict application of the SPD parking standards for individual uses is likely to result in an overprovision of parking, compromising efforts to encourage visitors as well as residents to travel by sustainable modes.

8.4

Cycle parking provision

8.4.1

Secure, covered, accessible and easy to use cycle parking will be provided for all dwellings, with each dwelling being provided with at least 1 space per bedroom up to 3 bedroom dwellings; then 3 spaces for 4 bedroom dwellings, 4 spaces for 5 bedroom dwellings, etc. The need for on plot or shared parking for cargo bikes and for additional shared „over spill‟ cycle parking will be considered at detailed design; this could include secure cycle lockers within parking courts or flex parking zones. On street visitor cycle parking will be provided on all residential streets, usually accommodated within flex parking zones.

8.4.2

The location, type and quantum of visitor and commercial cycle will be established during detailed design. A variety of parking typologies will be provided including Sheffield stands (or similar) for short stay visitor parking, covered long stay visitor and employee parking and secure on plot parking within commercial buildings. All visitor and commercial cycle parking will be accessible, easy to use and over looked. Visitor and commercial cycle parking usage and capacity will be monitored and additional parking will be installed if demand exceeds provision.

8.4.3

The design specifications for cycle parking will in due course be set out in the Site Wide Design Code, and will reflect current best practice such as Cambridge City Council‟s Cycle Parking Guide for New Residential Developments (2010).

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Travel plan strategy and management

9.1

Travel plan strategy

9.1.1

This framework travel plan accompanies the outline planning application for the NE Norwich development. As required by the Norfolk County Council travel plan guide, it provides an overview of the measures that will be implemented, but the specific implementation details will be covered in the full travel plans for the individual occupiers. Notwithstanding this, it is intended that the development is managed in the long-term by Beyond Green Developments so the framework travel plan will remain the â&#x20AC;&#x17E;umbrellaâ&#x20AC;&#x; under which the individual travel plans will be designed and implemented, as illustrated by Figure 4: Figure 5: Travel Plan Strategy

9.2

Travel Plan Coordinator roles

9.2.1

As shown above, there will be a site-wide Travel Plan Coordinator (TPC) who has overall responsibility of the travel plan for the whole site and will also be the Residential Travel Plan Coordinator (as this part of the development will remain managed by Beyond Green Developments). The TPC will be appointed 6 months prior to the first occupation of the development and when the site is operational will be based on-site. The TPC will work with nominated individuals at the various occupiers of the developments who will be in charge of implementing their own individual, site-specific travel plans.

9.2.2

For the large and significant occupants (e.g. the schools, workplaces over a certain number of staff, key leisure or retail destinations etc.) Travel Plan Coordinators will be appointed. These posts are likely to be undertaken on a part-time basis as part of a wider role within the facilities department, HR or management team.

9.2.3

For smaller occupiers where the travel impact will be minimal, Travel Plan Champions will be appointed. These Champions will liaise with the TPC on a regular basis and provide a conduit through which the site-wide measures and campaigns will be promoted.

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9.2.4

The TPC will also set up a Bicycle Users Group (BUG) to give cyclists a group identity and allow them to work together to discuss and confront barriers to cycling. The BUG would also liaise with the Norwich Cycling Campaign. Through the BUG, Dr Bike visits, i.e. visits by individuals trained in cycle repair and maintenance, will be arranged to provide residents and employees with free advice and carry out minor repairs.

9.3

Timescales

9.3.1

Implementation of the travel will start prior to the first occupation of the development with the marketing suite presenting the key sustainable travel features as a key selling point of the development. The Travel Information Packs and website will also be ready prior to occupation so they can be distributed on occupation of each property.

9.4

Funding

9.4.1

The framework travel plan will be secured through a Section 106 agreement. Individual travel plans for the school and commercial occupiers will be required through the Section 106 and lease agreements will include a commitment to developing and implementing a travel plan.

9.4.2

The implementation of the travel plan, including the TPC post, will be funded by Beyond Green Developments for the life of the development-related travel plan, as required by planning conditions. Some indicative cost estimates are provided at Appendix 2.

9.5

Marketing, promotion and travel information

9.5.1

The site-wide travel plan will be covered by an over-arching travel plan brand, which can also be adopted by subsequent travel plans implemented as new occupants become involved. Information for marketing offices and show homes

9.5.2

Marketing materials will provide details of how to access the site by sustainable modes and the Sales team will be fully briefed on the sustainable transport opportunities at the development. An information sheet will also be produced and displayed within the on-site marketing office and show homes to promote the travel plan including initiatives and its objectives. This can be then be distributed to prospective home owners to further promote the concept of the travel plan and its aims prior to home occupation. In this way, the accessibility by cycling, walking and public transport, and the availability of a pay-as-you-go car will be promoted as a key selling point of the development. Travel Information Packs

9.5.3

A Travel Information Pack will be designed and distributed to all residents by the Travel Plan Coordinator. The packs will be distributed on occupation to have an immediate impact.

9.5.4

The packs will include the following: ď&#x201A;ˇ

Map of the site highlighting the travel related facilities such as bus stops and cycle stands

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9.5.5



A wider map showing walking, cycling and public transport routes and journey times to key destinations such as the city centre, Broadland Business Park, schools, leisure destinations etc. plus an indication of the number of calories burnt and carbon emissions saved for journeys by walking and cycling rather than the private car



The offer of a PTP visit from a Travel Advisor to help with journey planning and travel information



Links to relevant local websites with travel information, including the City, County and District Council websites, www.transportdirect.info, www.walkit.com, www.norfolkcarclub.com and cycling organisations



Details of the benefits of car sharing and information on Car Share Norfolk



Norfolk Car Club information including details of promotions and memberships deals for residents (to be negotiated)



Information about the travel plan and its key objectives

 Vouchers for cycle training sessions and information on locking your bike The feedback survey form will be enclosed in the travel information pack which can be submitted at any time to the Travel Plan Coordinator and also available online. The feedback from these forms will assist in gathering information about perceived transport choices and any ideas on ways to improve the travel plan. Results of this will be included in monitoring reports and steering group meetings.

9.5.6

Throughout the construction and occupation of the development the packs will be kept up to date by the Travel Plan Coordinator and revisions will contain the results of any monitoring, targets and achievements. It is important to provide details of achievements, as success will further add to the promotion of the travel plan, raising awareness and increasing the desire to achieve further goals. The packs will also be supported by the website, which will provide residents with information on new campaigns and information long after they move into the site.

9.5.7

Travel Information Packs will not be distributed in the same format to participants in the PTP programme (through the area-wide travel plan). Instead, information will be more targeted according to the issues and opportunities identified during the PTP conversation with the Travel Advisor. Websites and social media

9.5.8

Travel information will be available on the development‟s sales website, with a clear focus on the opportunities for sustainable travel and the safe and quiet environment of the streets. The website will be aimed at visitors as well as residents.

9.5.9

The Travel Plan Coordinator will develop a website specifically for the travel plan which be promoted to all users of the site. It will contain much the same information as the Travel Information Pack, as well as links to current campaigns and regular news on what has been happening around Norwich in relation to sustainable travel. Travel plan documents, including monitoring reports, will also be available on line.

9.5.10

The Travel Plan Coordinator, and other parties such as the BUG, will also use social media to promote travel plan initiatives. This could include setting up a LinkedIn or Facebook group,

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using Twitter to disseminate news and information, and also linking into existing local online groups and information services. Noticeboards 9.5.11

Travel plan noticeboards will also be installed at key points around the development, providing up to date travel information, particularly maps showing walking and cycling routes (with journey times) around the local area. This will help residents and visitors to the site gather information on their sustainable travel options for travelling to and from the site in future. Events and campaigns

9.5.12

The Travel Plan Coordinator will run travel awareness events throughout the year to help promote the travel plan initiatives and the wider PTP project, linking into national and local campaigns and also existing community events such as fêtes. Events will also be organised to launch new services, for example when a new car club vehicle is introduced. They will also encourage residents to participate in School Travel Plan events for the onsite schools and local schools as necessary.

9.5.13

The TPC will advertise annual events to encourage residents to try walking and cycling over a short period of time, in particular „Walk to Work Week‟ in May and „Bike Week‟ in June. Dr Bike sessions will be held every year in conjunction with Bike Week to provide basic maintenance and repairs, helping to encourage residents to use older bikes that they may already own.

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Area-wide travel plan proposals

10.1

The vision for area-wide travel planning

10.1.1

Like other types of travel plan (for example a residential, school or workplace travel plan) an area-wide travel plan (AWTP) is a package of measures which support, enable and promote sustainable travel with the aim of reducing single occupancy vehicle (SOV) travel. The major difference is that an AWTP covers a larger area and a diverse group of people. Critically, the target audience is without a common structure through which to feed information, such as an employer or housing developer, and not governed by an organisation under which they can all be strongly influenced, for example through school or workplace policy. The target audience will be at different stages in their lives, with different perspectives, values and motivations. They will also have access to different modes of travel.

10.1.2

With these key points in mind, the primary measure of the AWTP will be the provision of personalised travel planning (PTP) advice for residents, using one-to-one conversations to help to solve individual barriers to sustainable travel. Complementary to this, it is also recommended that a workplace travel plan programme is carried out on the Airport Industrial Estate, similar to that which has been implemented at Broadland Business Park. This would need to be part of the wider Area Action Plan and led by the local authorities rather than Beyond Green, but this could link in with the workplace travel planning initiatives at NS&OC and so recommendations for this scheme are provided here.

10.1.3

As well as PTP and workplace travel planning, the AWTP will implement a range of modespecific promotions and incentives, based on the initiatives that are occurring on the development site and also to promote the new infrastructure and services that the development will bring for the wider population. Partnership working with local authorities and stakeholders (such as First Buses, Sustrans and the Norwich Cycling Campaign) will be vital to complement and promote existing local initiatives and to help remove barriers to sustainable travel for those in the AWTP area.

10.1.4

Owing to the long construction period (15-20 years), the timing and extent of the AWTP will need to be discussed with the local authorities at a later date. In order to be most effective, an AWTP should also be adopted as part of the Area Action Plan, to enable this initiative to be carried out over a wider area and to tie in with NATS.

10.2

Personalised travel planning (PTP)

10.2.1

The PTP offer for residents will need to be in tune with the audience and transport variations across area and will focus on those who have a greater propensity to change: the â&#x20AC;&#x17E;low hanging fruitâ&#x20AC;&#x;. Its measures and actions will be specific to the various opportunities and barriers in the various areas it covers, both in terms of transport infrastructure and socio-demographics.

10.2.2

PTP has also been undertaken in various areas across the UK. The scope and range of PTP varies greatly, providing a range of approaches and lessons learnt to consider in the establishment of a PTP programme in Norwich.

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10.3

Implementing the AWTP around NS&OC PTP

10.3.1

10.3.2

The proposed area to be targeted by the PTP programme is shown in the Figure 6 below and covers an estimated 6356 households. The boundary of this programme has been determined by applying a 400m buffer zone around the proposed core bus corridors. The number of households is a rough estimate, established by calculating the proportion of postcodes in each ward which are included within the bus buffer. This proportion was then multiplied by the total number of households in that ward to estimate how many households might be in that part of the ward. Figure 6: AWTP Proposed Catchment for PTP

10.3.3

To begin to determine what impact an AWTP might have, and what this might cost, SKM CB have carried out research into previous PTP projects to investigate likely contact and participation rates across a population. The contact rate is the number/percentage of households in the target area with whom contact is made and the chance to participate is

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offered. The participation rate is the number or percentage of households in the target area who proceed to receiving information/incentives. 10.3.4

15 case studies have been found containing this data and the averages are as follows: 

Average contact rate = 72%



Contact range = 55%-87%



Average participation rate = 43%



Participation range = 23% - 63%

10.3.5

Applying the average contact and participation rates to the AWTP target area indicates that of the 6,356 households targeted, contact is likely to be made with approximately 4,576 households and 2,733 households are likely to participate and receive information and/or incentives. The costs associated with this are discussed in Appendix 2.

10.3.6

Clearly there is a big range in the success of the various PTP methodologies and the programme will be designed to take these into account. In particular, the methodologies can involve making telephone calls, going door-to-door or a combination of the two.

10.3.7

Telephone contact is the least expensive and could result in higher contact rates due to the ability to undertake more contact attempts within the budget, but there is significant potential for some demographic groups to be under-represented, for example as some households (e.g. students) may no longer use landline telephones. On the other hand, door-to-door contact means all households can potentially be contacted and the quality of engagement with door-todoor contact is also likely to be greater in terms of more contacted households being converted in to participants and greater mode shift subsequently being achieved, making this a much more effective method in terms of delivering mode shift. Therefore, despite its higher costs of doorto-door contact, it is recommended that door-to-door contact would be used due to the potential for it to achieve higher contact and participation rates and therefore potentially induce greater mode shift.

10.3.8

The door-to-door approach would then follow SKM‟s „personal responsibility‟ methodology. SKM‟s tried-and-tested approach to voluntary behaviour change involves PTP participants being encouraged, through conversations with specially-trained Travel Advisors, to articulate a travel problem they experience in their daily lives and then work out how this problem could be overcome. For example, if the participant is spending too much money every month on car travel, the Travel Advisor could help them to identify journeys which could be shared with a colleague or neighbour, then calculate how much could be saved if done on a regular basis. The materials delivered to the participant are then very specific to that solution, therefore rendering them more useful than generic information or incentives, and therefore more likely to initiate behaviour change. Workplace travel planning at the Airport Industrial Estate

10.3.9

Using the Census 2001 data for the Old Catton ward within which the Airport Industrial area is situated, it has been calculated that (excluding those working from home), there are

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approximately 8,200 people travelling to this area for employment. The travel mode share of these employees is: 85% travel by car, 3% by public transport, 7% by bicycle and 5% on foot. 10.3.10 This indicates significant propensity for change through the introduction of a targeted workplace travel plan strategy, alongside improvements to infrastructure and promotion of new infrastructure delivered through NATS. It is recommended that the workplace travel plan strategy would involve: 

A Workplace Travel Plan Officer to support Travel Plan Co-ordinators at the various organisations



Car sharing scheme



Site-specific travel information



Cycling initiatives such as Dr Bike, workplace cycle challenges and Bike Buddies etc.

10.3.11 As discussed, this would be best led by the Norfolk County Council in line with their existing workplace travel plan initiatives, but could effectively link into the travel planning initiatives at NS&OC. 10.4

Potential impact of AWTPs Making Personalised Travel Planning Work: Research Report (2007)

10.4.1

In 2007, the DfT published „Making Personal Travel Planning Work: Research Report” which is generally accepted as the most robust study into the effect of PTP in the UK. Within the study, a number of projects were reviewed and PTP practitioners were interviewed. It was concluded that in the UK PTP reduced car driver trips by 11% (amongst the targeted population) and the distance travelled by car was reduced by 12%. This translates to a 4% percentage point reduction in car mode share. Walking was found to be the main beneficiary, gaining an average mode share increase of +3%. Sustainable Travel Demonstration Towns

10.4.2

As the AWTP will promote the on-site and off-site (in the long-term) sustainable travel infrastructure and local services improvements, it is also useful to look at the Sustainable Travel Demonstration Towns (STDT) programme.

10.4.3

Through this project, three UK towns (Peterborough, Worcester and Darlington) implemented Smarter Choices programmes including infrastructure and bus service improvements as well as travel information and marketing campaigns. Whilst it is acknowledged that the STDT projects were carried out across the whole town, as opposed to the NE Norwich AWTP proposals, the results of these projects can provide an indication of the potential impact of an integrated areawide programme.

10.4.4

Each town chose how much to spend on each of a range of different measures; all three towns spent the most on PTP (from a third to nearly half of revenue spending), followed by travel

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awareness campaigns, promoting walking and cycling, public transport marketing, then smaller amounts on workplace and school travel plans. 10.4.5

Across the three towns, car driver trips by residents fell by 9% per person, and car driver distance by 5%~7%. This compares with a fall of about 1% in car driver trips in medium-sized urban areas over the same period. Across the three towns, the mode shift was 4%-6% from car to sustainable modes. PTP in west Norwich (UEA CIVITAS project)

10.4.6

10.4.7

A PTP project has been carried out in Norwich previously and whilst the mode shift achievements were inconclusive, the following qualitative findings can be applied to this project: 

The main reasons for travelling by car were convenience, lack of an alternative or car being essential for job.



The main reasons for not travelling by car were health and fitness, most practical and „enjoy the alternatives‟.



Financial savings as well as health and fitness reasons were judged to be the most popular messages for encouraging behaviour change.



1/3 of respondents did not feel safe cycling. 10% did not feel safe walking.



PTP raised awareness of cycle routes from 42% to 78%.

The evaluation recommended that in future longer term incentives should be offered (First offered „taster‟ bus tickets). It was also recommended that information is „drip fed‟ throughout the year, with monitoring undertaken 12 months after the initial survey. Area-based workplace travel plan network example – Cambridge Science Park

10.4.8

This initiative is as good example of the results that can be achieved through a coordinated approach to workplace travel planning at a commercial area on the outskirts of a city. It shows the results that smarter travel marketing can bring in a location which has traditionally very low rail and bus use (2% and 3%, respectively) and an abundance of free parking.

10.4.9

The network of organisations on the Cambridge Science Park is coordinated by staff who are based full-time in a Commuter Centre on site. The project is part of the Travel Plan Plus project, which aims to set up travel plan networks in four varying situations across Europe to share their findings and experience across the continent. The project is funded by Intelligent Energy Europe programme which comes from the European Commission's Executive Agency for Competitiveness and Innovation.

10.4.10 Over 7 months 18 roadshows were run which were visited by 845 commuters, gained feedback on barriers and solved some practical travel issues (such as improving cycle access onto the site) through working with colleagues in the City Council. This has helped to raise their credibility as an effective and useful organisation. 10.4.11 Site-wide travel surveys are carried out annually in October. Overall, 52 workplaces have taken part in the project at some stage, with 14 taking part in the surveys in both October 2009 and

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October 2010. The mode shift results are derived only from the survey results of these 14 businesses in order to compare like with like. In this time the project has seen a -5% mode shift from SOV travel (from 58%), a 4% increase in cycling (from 17%), 2% increase in walking and 1% increase in working from home. There has also been a further decrease in rail and bus use, each falling by 1%. 10.5

Summary

10.5.1

The proposed AWTP would cover an area of approximately 6,356 households and potentially around 8,200 employees in Old Catton (including the Airport Industrial area). The main measure would be implementation of a Personalised Travel Planning project, with workplace travel planning for the employment sites. These initiatives would enhance the wider sustainable travel campaigns and infrastructure improvements led by Norwich and Norfolk City Councils, as well as those being implemented on the NS&OC site.

10.5.2

Using averages from previous PTP projects, it is estimated that across the 6,357 households targeted, approximately 43% might be expected to participate and receive information/initiatives. The evidence from previous PTP projects and the STDT programmes indicates that a thorough AWTP project (including marketing and travel information) implemented in the existing residential areas adjacent to the development could result in around a 4% mode shift away from car driver mode share, or an 11% reduction in car driver trips (across the targeted population). If the programme included improvements to services and infrastructure, this could result in approximately 4-6% mode shift away from car driver to sustainable modes or 9% across all residents.

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Summary

11.1

Overview

11.1.1

This document is the framework travel plan for the proposed mixed use sustainable development known as North Sprowston and Old Catton (NS&OC). The ethos of the development is to ensure sustainable modes of travel are the easiest and most convenient way to travel and this travel plan outline the „softer‟ measures which will support the core design principles of: 



High quality streets and public realm, in which people want to walk, linger and interact, with segregated cycle paths where necessary to provide cyclists with security and visibility.



Streets with a maximum design speed of 20mph.

11.1.2

The framework travel plan has been designed in line with local and national policy and guidelines, with particular reference to Norfolk County Council‟s online Travel Plan Guidance. It also takes into account the results of an extensive public consultation exercise, which involved key stakeholders and local residents.

11.2

Mode share and targets

11.2.1

The Census 2001 data has been used as a baseline upon which to set stretching mode shift targets, which will be achievable through the commitment to enabling and promoting sustainable travel modes on the development alongside the off-site improvements to be delivered through the Norwich Area Transport Strategy (NATS).

11.2.2

Targets are set for 5 years after the completion of Phase 1 (2022) and also for the long-term to achieve by the completion of the development (2032). These targets focus on creating a sustainable urban development through significantly reducing dependence on car travel from the levels that are currently seen in the area, bringing them closer to that witnessed in Norwich City Centre.

11.2.3

Progress towards meeting these targets will be assessed through annual monitoring surveys.

11.3

Travel plan management

11.3.1

The travel plan and its implementation will be funded by Beyond Green for the life of the travel plan. A site-wide Travel Plan Coordinator will be employed to oversee travel planning across the whole development. As the commercial units are occupied, Travel Plan Coordinators will be

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appointed and full travel plans will be prepared for these occupiers (secured through lease agreements). School travel plans will also be prepared for the primary schools; these will be owned by the school but supported by the site-wide Travel Plan Coordinator. 11.4

Measures and initiatives

11.4.1

A full suite of measures for the various land uses is outlined in Chapter 8 of this document and includes measures under the following themes: 

Travel information and marketing e.g. travel information packs, personalised travel planning on occupation of residential units;



Active travel e.g. secure and highly visible cycle parking, led cycle rides, cycle training;



Flexible use of the car e.g. managed, flexible use of parking, car clubs, car sharing;



Other measures e.g. subsidised/free bus tickets

11.5

Area-wide travel plan

11.5.1

In addition to the on-site measures, Beyond Green propose to introduce area-wide travel planning measures, helping to reduce car use in the surrounding areas of Sprowston, Old Catton, Spixworth and the Airport Industrial Estate. This would primarily involve delivering personalised travel planning to the existing residents, as well as workplace travel planning for the employment areas. This would be undertaken in conjunction with the Area Action Plan and NATS.

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Appendix 1 Household

Single 23 year old graduate

Key needs/ interests

   

Ex-UEA graphic designer Earns £25,000 a year Mum and Dad can help with deposit No car – keen cyclist

Key sustainable travel opportunities and promotional measures 



Single 26 year old

  



Divorced 45 year old father of two

   

Unemployed Needs Social Housing Wants somewhere affordable but aspirational No car Works in Broadband Business park Earns £40,000 a year Still paying mortgage on marital home Two children visit and stay regularly

 



 

Couple in their mid – 60s

 

Highly active retirees Personal pension income £30,000 a year Young grandchildren Downsizing from large family home

  



Couple in their late 70s, one needing care

   

Couple in their early 30s, two children aged 4 and 6



Couple in their mid 20s

 

SKM Colin Buchanan

Retired with state pension income No car, reliant on public transport Always lived in social rented property Looking for rented extra-care home on single level Jobs in retail and agency work, partly seasonal Wage income supported with tax credits No access to capital – seeking social rented property Want to get rid of expensive to run car Both work in back office banking jobs Joint income £35,000 a year, expecting to progress; limited access to capital First child on the way Moving from city centre, want shared equity purchase of small family home



 

  



   

Fast cycling routes into city for work, leisure and retail. Local amenities for everyday shopping (walking/cycling). Cycle parking by shops etc. High speed broadband for working from home. Affordable shopping in walking distance Frequent bus routes to city and business parks Target for cycling promotions due to age and financial position – cycling as aspirational and desirable for fitness. Free bike? Good cycle route to BBP, supported with fitness messages Safe cycling routes for family leisure trips Occasional car use – car club Smarter working – flexibility to be at home for children‟s visits Bus routes into city and local villages Car club for family visits Leisure facilities and activities in community – local social life to reduce need to travel to city Walking local journeys as part of active lifestyle Frequent bus services to city, local villages and hospital Visitor parking space for carers and health visitors Community facilities for local social life Reliable public transport – frequency and duration remains steady at weekends Bus ticket promotions Free car club membership Target for cycling – family-friendly routes Bus and cycle routes to city and rail station Local facilities – childcare/nursery Online shopping Sell benefits of active, outdoor lifestyle Promote working from home

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Couple in their late 30s, one child aged 2

 



Couple in their mid forties, children aged 14, 12 and 9

 

Well qualified professional couple Joint income £85,000 a year plus recent inheritance Want to adapt or build their own home One car, rarely used; keen cyclists Run a family refrigeration business Income £70,000 a year plus investments Infirm grandmother lives with them Need space for a car and a van



 



 

Couple in their early 50s, children aged 17 and 15



  

Others: Second home, Holiday Lets

    

Mum is a partner in an accountancy firm; dad a part time counsellor Income £150,000 a year plus Need space; entertain regularly Want imposing, tasteful home at a price Need cleaners close by Cycle storage a must No gardens if possible Hard standing/ parking Purchases/ leases - long



SKM Colin Buchanan

Car club membership in place of parking – give up car on change of living situation Fast and leisurely cycle routes (city and Broads) Quality grocery shops to reduce travel Promotion of local shops and services to reduce non-business trips by car/van Health benefits of kids walking/cycling (STPs) Leisure facilities for children in locality Promote electric vehicles One parking space for own car (possibly EV), plus car club for occasional second car Cycling as fitness tool – bike a new „gadget‟ Get buy-in to ‟fresh-air‟ lifestyle – excessive car use threatens quality of neighbourhood Sustainable travel information on letting websites – cycling and local shops as a selling point Links to rail station for visitors without a car Local cycle hire company

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Appendix 2 The following table outlines the estimated costs for the implementation of the on-site travel plan in the first 5 years, based upon the proposed schedule of measures as set out in the Matrix of Measure (Table 9). Off-site infrastructure measures are expected to be covered by the Community Infrastructure Levy (CIL). After the table, an estimate of indicative cost implications for the area-wide travel plan has been provided, based upon a PTP project covering approximately 6356 households. The costs are approximate estimates at this stage and will need to be reviewed nearer to implementation to account for changing prices and availability of materials such as incentives for bus travel. Item

Recommended resources required

Cost

Notes

PTP (on-site)

Travel Plan Coordinator time

Staff time (estimate 0.5 hour prep, one hour visit and 2 hours follow-up per household). Incentives additional (see below).

If delivered on occupation of each unit could be possible to cover within TPC time, but if may require additional contract staff in very busy periods.

Bus travel incentives

One month ticket. One per household (hh), available on request.

Monthly ticket from First costs £64

This is a maximum cost; a substantial discount would be negotiated with the bus companies in return for promoting their services and increasing demand.

Assume 25% take up following PTP: 3,159 hhs x 0.25 = 880 tickets @ £64 = £56,320

Travel Information Packs

Design and printing (printed version and online)

£5,000 for initial design and print run for first phase, £1,000 for updates as conditions change.

Cycle training

Cycle trainer on an hourly basis

NCC‟s current provider offers £15 1hr taster course and £40 2hr follow-up session. Assuming 1 person in 5% hhs take it up: 3,519 hhs x 0.05 = 176 participants

Assume significant discounts to be negotiated. Should be made available to residents and employees on-site. Commercial employers would fund through their individual travel plans.

@ £9,680 Travel hub, Trial-a-bike initiative, led rides and bike buddies

SKM Colin Buchanan

Full time staff to coordinate – estimate 3 FTE. Procurement of bikes (bought/leased).

Costs = staff time plus costs of buying/leasing bikes. Difficult to estimate at this stage as depends upon how

Bike buddy service and led rides, potentially provided by volunteers or Cycling Campaign. Could investigate

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Car club incentives

Norfolk car club joining fee and „taster‟ usage.

it would be managed which is yet to be decided.

leasing electric bikes. Likely that local cycle shops can be encouraged to offer discounts on cycling equipment in return for promotion.

One one-off joining fee (£25) per hh + £25 taster usage.

£25 usage = approx. 5 hours free driving, depending upon vehicle chosen.

3,519 x £50 = £176,000 (maximum) Vehicles to be provided by Norfolk Car Club.

Discounts to be negotiated with Norfolk Car Club. Expect significant promotional package to be offered in return for promotion of scheme. Businesses to sign up on a corporate basis and negotiate their own package.

PTP costs for the AWTP Unlike with the new residents at NS&OC, the AWTP will not benefit from delivering to a captive audience who are in a state of life change and therefore likely to be receptive to new travel ideas. Therefore conducting PTP in an existing residential area will be a much more demanding, and therefore costly, task than offering it to residents as they move into the new development. The proposed PTP project from the AWTP is relatively small scale compared to many town-wide PTP projects that have been implemented before, so the cost analysis is limited to looking at three small projects (under 5,000 households) to estimate how much the proposed PTP project in NE Norwich might cost. The average cost per participating individual was found to be £91 (with a range of £62-£112). Earlier in this report, it was calculated that an average participation rate of 43% could be expected. Applying this to the 6356 households to which the PTP project will be targeted, a total of 2733 households could be expected to participate. 2733 participants x £91 = £248,703 It should be noted that the projects analysed to produce this estimate varied considerably in terms of the measures and incentives they included. A more accurate cost estimate will need to be determined at a later stage when the strategy, incentives and methodology of the AWTP are planned in more detail, and more is known about what resources will be available from the various partners involved (the local authorities, bus companies, Norfolk Car Club etc.).

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