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PARKSIDE LINK ROAD
TRAFFIC MODELLING
REPORT
Intended for
St. Helens Council
Document type
Report
Date
May, 2017
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT
Ramboll
2nd Floor, The Exchange
St. John Street
Chester
CH1 1DA
United Kingdom
T +44(0)1244 311855
www.ramboll.co.uk
Revision [xx]
Date 24/04/2017
Made by Tom Craven
Checked by Nicola Evans
Approved by Nigel Roberts
Ref PD-RAM-03-00-REP-TR-OOO2
PARKSIDE LINK ROAD
TRAFFIC MODELLING REP0RT
CONTENTS
1. INTRODUCTION 1 1.1 Scheme Summary 1 1.2 Report Structure 2 2. MODEL OVERVIEW 3 2.3 Base Year 4 2.4 Model Data Sources 4 2.5 Model Time Periods 4 2.6 Modelled User Classes 4 2.7 Trip Matrices 5 2.8 Model Network 5 2.9 Calibration, Validation, Realism and Sensitivity Testing 5 2.10 Demand Model Structure 5 3. SUMMARY OF DATA COLLECTION 6 3.1 Traffic Counts 6 3.2 ATC Data 8 3.3 Journey Time Data 8 3.4 Signal Data 9 3.5 LCRTM Data 9 4. BASE MODEL BUILD 10 4.1 Modelled Areas 10 4.1.1 Building Network 11 4.2 Network Coding 13 4.2.1 Traffic Signals 14 4.2.2 Roundabouts 14 4.2.3 Priority Junctions 14 4.2.4 Links 14 5. TRIP MATRIX DEVELOPMENT 15 5.1 Introduction 15 5.2 Zone System 15 5.2.1 Fully modelled Area 15 5.3 Approach to Matrix Development 15 5.4 Matrix Assignment 16 6. MODEL VALIDATION 19 6.1 Base Model Validation 19 6.2 AM Peak validation 19 6.3 AM Peak DMRB & GEH Statistics 19 6.4 AM Peak Summary 19 6.5 Inter-peak validation 20 6.6 Inter-peak DMRB & GEH Statistics 20 6.7 Inter-peak Peak Summary 20 6.8 PM Peak validation 21 6.9 PM Peak DMRB & GEH Statistics 21 6.10 PM Peak Summary 21
PARKSIDE LINK ROAD
TRAFFIC MODELLING REP0RT
7. TRAFFIC FORECASTING 23 7.1 Introduction 23 7.2 Traffic Forecast Rates 23 8. TRIP GENERATION 25 8.1 Proposed Trip Generation 25 8.2 Development Trip Rates 25 8.3 Development Trips 26 8.4 Final Forecast Trip Matrices 27 9. PARKSIDE LINK ROAD SCHEME ASSIGNMENT (DO
SOMETHING) 36 10. CONCLUSION 38
APPENDICES
Appendix 1 TURNING COUNT SURVEY SUMMARY
Appendix 2 TRICS DATA
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 1
1. INTRODUCTION
Ramboll has been commissioned by Balfour Beatty on behalf of St. Helens Council (SHMBC) to
develop a SATURN (Simulation and Assignment of Traffic to Urban Road Networks) Transport
Model in support of the Outline Business Case (OBC) for the development of the Parkside Link
Road in St. Helens, Merseyside.
This transport model is used to understand current traffic conditions in the area, to provide
evidence for the planning of changes to the transport network and to produce traffic forecasts
that are used in the detailed economic, social and environmental appraisal of proposed
interventions in the transport system.
The primary purpose of the model is to test the impact of the link road on the highway network
including the M6 and M62 motorways and all local strategic roads.
This report presents the methodology used to build the base SATURN model which will help
assess the changes to the highway network as a result of the proposed Parkside Link Road.
1.1 Scheme Summary
Figure 1.1: Parkside Regeneration Scheme + Proposed Parkside Link Road
Figure 1.1 presents the current plans for the Parkside Regeneration site which will be split in to 3
phases of which Phase 1 is planned to be operational by 2020 with Phase 2 and Phase 3
becoming operational over the next 10 years. A more detailed breakdown of accommodation for
the site is explained in Chapter 8.
Following the decommissioning of Parkside Colliery, there has been significant interest from both
the private and public sector in bringing the site forward for logistics and distribution use and as
a Strategic Rail Freight Interchange (SRFI). The Parkside Link Road will provide direct access to
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 2
the Parkside Regeneration site from a new signalised junction on the A49 in the west, to the
motorway network at Junction 22 on the M6 in the east. The road scheme will include new
junctions with the A573 Parkside Road and the A579 Winwick Lane. In addition, it will provide
access to the land to the east of the M6 J22 enabling future development of the proposed SRFI
development. Completion of a SRFI at Parkside will bring new economic activity to the borough,
with thousands of jobs created on site and across the Liverpool City Region. The site benefits
from a strategic location adjacent to the M6 and M62 and is the only potential SRFI site in the
region that has the potential to receive trains from all directions and will serve intermodal flows
on the West Coast Mainline and Chat Moss line.
The new Link Road will form a strategic link to the network utilising the existing A573 Parkside
Road overbridge crossing over the M6, enabling access to sites on both the west (Phase 1 & 2)
and east (Phase 3) of the M6 and improving connectivity through the region. The outcome of
this study was an indicative benefit cost ratio (BCR) for use at Strategic Outline Business Case
(SOBC).
1.2 Report Structure
This report summarises the development of the 2015 base year Parkside Link Road Transport
Model (PLRTM) and its subsequent validation, in accordance with the Department for Transport’s
(DfT) Transport Assessment Guidance: WebTAG.
Following this introduction, the report structure is as follows:
Chapter 2 provides an overview of the modelling approach;
Chapter 3 describes the data used in the model development;
Chapter 4 provides an overview of the of how the base SATURN model was built;
Chapter 5 outlines the development of the model network trip matrices;
Chapter 6 discusses the model’s validation methodology;
Chapter 7 provides details of the traffic forecasting;
Chapter 8 provides an estimate of the trip generation for the full Parkside Regeneration site ;
Chapter 9 presents the assigned flows for the ‘Do Something’ trip matrices; and
Chapter 10 provides a conclusion.
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TRAFFIC MODELLING REPORT 3
2. MODEL OVERVIEW
The key requirement of the transport model is that it represents accurately the base year traffic
patterns on the road network and therefore forms a robust basis on which to forecast future year
network conditions, both with and without changes to the transport network in the area.
The transport models base and future year traffic flows and conditions play an important role in
scheme assessment, environmental appraisal, highway and junction design and economic
assessments.
2.1 Model Availability and Scope
The existing Liverpool City Regional Traffic Model (LCRTM), which covers the area of interest for
the Parkside Link Road, has been identified to help appraise the scheme for the OBC. The model
has a base year of 2012 and includes up-to-date transport forecasts for the Liverpool City
Region. The model was deemed suitable for the SOC (Stage 1 in the appraisal process as defined
in TAG), however, the LCRTM is a link based strategic transport model and, as such, can only
provide an indication of the impact of the scheme. It does not contain junction coding so, for
example, the impact on Junction 22 on the M6 cannot be fully considered.
Therefore, a new SATURN based model has been considered appropriate to support the Outline
Business Case (OBC) for the new Parkside Link Road.
The proposed extent of the model is identified in Chapter 4 and has taken into consideration the
requirements for air quality and noise and considered local operational requirements.
2.2 Model Structure
This report sets out the development of the SATURN model built to assess the traffic flows on the
network and the potential impact of the new Parkside Link Road. The nodes and zoning structure
of the model are outlined in Chapter 4 and are considered to be appropriate to the level of detail
within the transport network and takes into account future, as well as existing, land uses.
This model uses SATURN version 11.2.05, which is a ‘congested assignment’ software suite
widely used for the evaluation of all kinds of highway systems and proposals, and is recognised
as an “industry standard” traffic assignment model that satisfies the requirements for modelling
highway networks as set out in WebTAG.
The suite provides a combined traffic simulation and assignment model for the analysis of road
proposals ranging from traffic management schemes over relatively localised networks to major
infrastructure improvements. One of the key features of SATURN is its ability to simulate the
operation of junctions in some detail, including the prediction of queues and delays, the effect of
queues blocking back on adjacent junctions, and the influence of congestion at specific points in
the network on route choice.
The basic inputs to the SATURN model are the transport demands, in the form of a matrix of trip
movements between zones, and the ‘supply’ in the form of a detailed description of the road
network.
Following the network building procedure, the trip matrix is assigned to the network using an
iterative series of loops between ‘assignment’ and ‘simulation’ until the model has converged.
The ‘assignment’ process calculates the minimum cost routes for trips in terms of a weighted
combination of time and distance. The ‘simulation’ stage then simulates the operation of each
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 4
junction in the network. It should be noted that as route costs can depend upon the routes taken
by other vehicles, the junction simulations can lead to a different set of minimum cost routes.
Thus, the process is repeated, until successive assignment-simulation loops produce an
acceptably low level of change in vehicle flows, when the model is deemed to have achieved
convergence.
Following the convergence of the model, the model is calibrated. The modelled number of
vehicles on the network is compared with the observed counts. The description of the road
network (supply) is checked carefully and a matrix estimation procedure is used to adjust the trip
patterns in the trip matrices (demand) if required.
The final stage is to validate the model, in which comparisons are made between modelled flows
and a separate and independent set of traffic count data that was not used in the calibration
process. Modelled journey times are also compared with observed times.
2.3 Base Year
The Parkside Link Road Traffic Model (PLRTM) has been calibrated to a base year of 2015.
2.4 Model Data Sources
The principal sources of data used in the model building process consisted of manual classified
junction turning counts carried out between November 2015 and March 2017 and are detailed in
Chapter 3 of this report.
2.5 Model Time Periods
In accordance with the current standard practice identified in WebTAG Unit 3.1 ‘Modelling’, the
model will assess the AM and PM peak periods and an average inter-peak hour. The peak periods
will be modelled as a single peak hour and are as follows:
AM peak hour – 08:00 to 09:00
PM peak hour – 17:00 to 18:00
Inter-peak hour – 1 hour average between 09:00 to 17:00
2.6 Modelled User Classes
The model is calibrated at a 2 user class level:
Class 1 – Light Vehicles - Cars and Light Goods vehicles
Class 2 - Heavy Vehicles - OGV1 and OGV2
The rationale for splitting the demand in this fashion is that the user classes have quite different
values of time and/or vehicle operating costs. The values affect their choice of routes in the
highway model, their response to changes in costs in the demand model, and also the economic
evaluation of time savings in the cost benefits analysis.
All demand matrices for the traffic assignment are to be in origin-destination (O-D) format. An
O-D matrix stores trips according to the actual origin and destination zone of a trip and this
information is needed so that the trips can be assigned onto the road network.
Demand in the SATURN traffic assignment is expressed in terms of Passenger Car Units (PCU).
The factors used to convert from vehicles to PCUs are presented in the table below.
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 5
Table 2.1: Modelled User Classes in Traffic Assignment
User Class Vehicle Type PCU Factor
1 Cars – Employers’ Business 1.0
2 Cars – Commuting 1.0
3 Cars – Other 1.0
4 Light Goods Vehicles (LGVs) 1.0
5 Heavy Goods Vehicles (HGVs) 2.4
2.7 Trip Matrices
Trip matrices have been estimated from the turning count data. These turning counts form a
comprehensive coverage of vehicle movements through the modelled area and it is anticipated
that careful combination of this data will ensure a robust prior matrix for the study. The final trip
matrix will be estimated using ME2 but it is considered that the amount of estimation in the final
matrix will be small compared to the overall matrix size, providing a robust prior matrix has been
completed.
2.8 Model Network
The majority of the SATURN model network will be included in the Fully Modelled Area and
modelled as simulation networks comprising link and junction attributes. This will enable delays
at junctions to be fully assessed. This is important as the area is very congested and currently a
number of alternative routes are being used to attempt to avoid the major delays at key
junctions. The model will be set up to reflect these route choices.
2.9 Calibration, Validation, Realism and Sensitivity Testing
The SATURN highway assignment model will be calibrated and validated following DMRB’s and
latest WebTAG guidance. This will include link count calibration using WebTAG criteria and
calculation of GEH values. Network journey times will be calibrated against link journey times
and delays for the LCRTM model and strategic links for the DfT TRADS database. Vehicle routing
through the modelled network will be subject to sensitivity testing to ensure that realistic
journeys are taking place in the model.
2.10 Demand Model Structure
Traffic forecasts for the OBC will be produced for the Opening Year (assumed 2020) and a post-
opening future year (2030, 10 years from completion), for the ‘Do Minimum’ and ‘Do Something’
scenarios for the three peak time periods (AM, PM and Inter-peak). This will allow alignment
with the forecast scenarios considered for the LCRTM and ensure compatibility with these
assumptions.
The SATURN model for the Parkside Link Road has been developed as a fixed demand model for
the forecast years. The rationale for this is that the route is of local significance but provides
improved access to the strategic highway network and will be designed for access to local
employment sites; however, due to the fact that it forms a new link in the local network, it will
also attract some localised rerouting of traffic within the network. It will not, however, enable
strategic rerouting of traffic nor significantly improve journey times for longer distance traffic
movements and, as such, is unlikely to attract additional trips through variable demand
parameters. These parameters will, however, be considered in more detail for the later stages of
scheme development.
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 6
3. SUMMARY OF DATA COLLECTION
3.1 Traffic Counts
The SATURN traffic model has been built and validated using existing turning count surveys
undertaken in November 2015 (Traffic Counts 1 & 2) and March 2017 (Traffic Count 3) as part of
the assessment of the Langtree development, Parkside Regeneration. The classified data
includes full turning counts and queue lengths at all recorded sites.
The use of this data will provide a consistent approach with the neighbouring Parkside
Development and includes reliable development flow forecasts. The data is considered to be well
within the permitted age limit and is split in to manual classified turning count data and queue
length data.
Traffic Counts 1 and 2 were undertaken on Tuesday 17th and Wednesday 18th November 2015
between the times of 06:00 to 20:00 and recorded fully classified turning counts and queue
lengths during these hours for all possible traffic movements in 15 minute intervals.
Traffic Count 3 was undertaken on Tuesday 7th March 2017 between the times of 07:30–10:00 &
15:30–18:00 and recorded fully classified turning counts and queue lengths during these hours
for all possible traffic movements in 15 minute intervals.
Data was collected via high mast video units positioned at the junctions and analysed manually
at a later date.
Enumerators recorded the maximum length of queues at each junction, on the same day and
time as the turning counts, every five minutes. Queue lengths were measured by number of
vehicles in queue, where:
Motorbikes
Cars
Small and large vans
Mini buses
Small lorries
were counted as 1 vehicle, and;
HGVs
Full size buses/coaches
were counted as 2 vehicles.
For the purpose of the SATURN model the classified counts were summarised in to 2 user class
categories for the 3 model time periods; AM peak, Inter-peak and PM Peak. Vehicle categories
were summarised as;
1) Light Vehicles (Lights) – includes Cars, Light Goods Vehicles (LGVs), Motor Cycles (MCL)
2) Other Goods Vehicles (OGVs) – includes all Heavy Goods Vehicles (HGVs)
No journey time or Road Side Interview (RSI) data is currently available.
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 7
Table 3.1 below summaries the location, date and survey times for the 3 traffic counts and
subsequent sites used in building the base model.
Table 3.1: Traffic Count Survey Locations
Traffic Count
Site Location Date Survey Times
1 1 M62 Junction 9 17/11/2015 06:00-20:00
1 2 A49 Winwick Park Ave / Newton Road / Winwick Link Road
17/11/2015 06:00-20:00
1 3 M62 Junction 22 17/11/2015 06:00-20:00
1 4 A49 / Delph Lane Site Access 17/11/2015 06:00-20:00
1 5 A49 / Parkside Site Access 17/11/2015 06:00-20:00
1 6 A49 / Hermitage Green Lane 17/11/2015 06:00-20:00
1 7 A49 / Hollins Lane 17/11/2015 06:00-20:00
1 8 A49 / Golborne Road 17/11/2015 06:00-20:00
1 9 Golborne Road / Myddleton Lane 17/11/2015 06:00-20:00
1 10 Barrow Lane / Wincwick Lane 17/11/2015 06:00-20:00
1 11 Barrow Lane / Parkside 17/11/2015 06:00-20:00
1 12 A572 Southworth Road / Parkside Road / Golborne Dale Road
17/11/2015 06:00-20:00
1 13 A49 / Southworth Road 17/11/2015 06:00-20:00
1 14 A49 / Crow Lane East 17/11/2015 06:00-20:00
2 15 A573 / A580 18/11/2017 06:00-20:00
2 16 A580 / Church Lane 18/11/2017 06:00-20:00
2 17 A572 / A580 18/11/2017 06:00-20:00
2 18 B520 / A572 18/11/2017 06:00-20:00
2 19 A572 / A579 18/11/2017 06:00-20:00
3 1 Stone Cross Lane N / A580 East Lancashire Road / Stone Cross Lane S
07/03/2017 07:30-10:00 & 15:30-18:00
3 2 A579 Atherleigh Way / A580 East Lancashire Road 07/03/2017 07:30-10:00 & 15:30-18:00
3 3 A599 Penny Lane / Vista Road 07/03/2017 07:30-10:00 & 15:30-18:00
3 4 M6(J23) Slip Road / A49 Lodge Lane / A580 East Lancashire Road
07/03/2017 07:30-10:00 & 15:30-18:00
3 5 Water St / A572 Crown Lane E / Victoria Road 07/03/2017 07:30-10:00 & 15:30-18:00
3 6 Queens Drive / Crown Lane E / Sanderling Road 07/03/2017 07:30-10:00 & 15:30-18:00
3 7 A49 High St / Park Road N 07/03/2017 07:30-10:00 & 15:30-18:00
3 8 A49 Mill Lane / Alfred St 07/03/2017 07:30-10:00 & 15:30-18:00
Average queues lengths for the 3 modelled peak hours (AM peak, Inter-peak and PM Peak) for
each arm approach of the junctions were used to develop the PLRTM. Average queues were
measured per arm and not per lane, so for multiple lane approaches, the average queue would
be an average across all lanes of the approach.
Appendix 1 presents a summary of the traffic count surveys in the form of origin-destination
matrices for all counts that were used to develop the PLRTM for the 3 modelled time periods (AM
peak, Inter-peak and PM Peak) and vehicle categories (Lights and OGVs).
All summarised traffic count data used to develop and build the PLRTM can be found in Appendix
1.
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 8
Figure 3.2 presents the location of the 3 sets of traffic count surveys used in the development of
the PLRTM.
Figure 3.2: Traffic Count Survey Locations
3.2 ATC Data
In absence of count data on the strategic motorway links (M6 & M62), Journey Time and Traffic
Flow Data (MIDAS Data) was obtained from Highways England. This data is long term Automatic
Traffic Count (ATCs) data recorded across motorways in England.
MIDAS data was collected for the base year 2015 in both directions either side of the M6 J22 and
M62 J9.
In order to validate the model, screenline traffic counts were gathered for 8 locations within the
highway network. These counts consisted of the MIDAS data explained above and screenline
counts recorded as part of the turning count surveys.
Figure 4.2 in Chapter 4 below shows the location of all screenline counts used to validate the
model.
3.3 Journey Time Data
For each of the time periods we received comparative data from LCRTM on strategic links in the
local network.
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 9
3.4 Signal Data
Table 3.3 presents a list of the 10 signal controlled junctions situated within the SATURN model
network.
Table 3.3: Signal Junction Locations
Signal Site
Traffic Count
Traffic Count Site
Location Local Authority
1 1 1 M62 J9 Warrington
2 1 2 A49 Newton Road / Winwick Park Avenue / Winwick Link Road
Warrington
3 1 4 A49 Newton Road / Delph Lane Warrington
4 1 7 A49 Newton Road / Hollins Lane Warrington
5 1 13 A49 Newton Road / Southworth Road St. Helens
6 1 16 A580 East Lancs / B5207 Church Lane Wigan
7 1 17 A580 East Lancs / A572 Newton Road Wigan
8 1 18 B5207 Church Lane / A572 Newton Road Wigan
9 1 19 A572 Newton Road / A579 Winwick Lane Wigan
10 2 1 A580 East Lancs / Stone Cross Lane Wigan
Traffic signal data was collected from St. Helens Metropolitan Borough Council, Warrington
Borough Council and Wigan Borough Council for all signal sites 1 to 10 in Table 3.2. These sites
correspond to traffic count sites within the model network described in Table 3.1.
Signal data was required in two formats for all signal sites, this data included:
1) Junction drawing showing staging and phasing diagrams for each signal cycle; and
2) Signal timing data for all 3 peak hour periods – which includes phase green, inter-green and
cycle times.
For signal sites 1-5 (St. Helens & Warrington), both sets of data were available and the supplied
information was interrogated and all phase green times, inter-green times and cycle times were
extracted to feed in to the junction coding for signalised junctions discussed in the section 4.2.
For sites 6-10 only junction drawings showing staging and phasing diagrams were available.
Signal timing data was collected manually on Tuesday 25th April for all 3 peak hour periods in the
absence of missing data.
3.5 LCRTM Data
LCRTM base year 2012 data and forecast years 2020 and 2030 data were used to derive robust
traffic forecasting growth factors. Their use and derivation are explained in Chapter 7.
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 10
4. BASE MODEL BUILD
This chapter summarises the development of the SATURN network build process.
4.1 Modelled Areas
Road traffic assignment models require a computerised representation of the highway network
within a study area and the roads and junctions within this area are represented by a number of
selected links and nodes where; the ‘Nodes’ represent the points where roads intersect
(junctions) or there is a significant change in the road and the ‘Links’ represent the sections of
highways between nodes (or junctions).
This SATURN network comprises mainly of a ‘simulation’ network, in which the operation of
junctions are simulated, and a less detailed ‘buffer’ network, which essentially functions as a
more conventional link-based model. This PLRTM has been modelled as a ‘simulation’ network
across the entire study area with the buffer network accounting for the motorway links and
peripheral areas where traffic enters the simulation network.
For the purpose of preparing traffic forecasts for the model, the area of detailed modelling
comprises the core simulation area or fully modelled area. It covers an area bound by the M62
to the south, Winwick Link Road and Newton Road to the East, East Lancs Road to the north and
the A49 to the west. The M6 bisects the modelled area from north west to south east, forming a
major junction within the modelled area with its junction with Winwick Link Road and Winwick
Road. Within this core area there are a number of key links and the extents of the model can be
found along the following routes and boundaries;
A49 – a key local north / south route through Newton-le-Willows to the west of the study
area linking East Lancs Road and the M6 in the north west of the study area with the M62 in
the south;
Winwick Link Road > Newton Road – a key local eastern route linking the M62 in the
south to the M6 (J22) and East Lancs Road to the north east of the study area;
Southworth Road > Newton Road – a key local west / east route connecting Newton-le-
Willows in the west with East Lancs Road in the east;
Parkside Road > Warrington Road – local north / south A-road route through the middle
of the study area linking East Lancs Road in the north to M62 in the south via a major
roundabout junction with Winwick Link Road;
A580 East Lancs Road – a primary strategic A-road on the northern boundary of the study
area linking Manchester to the East with Liverpool
M62 – a major strategic motorway link forming the southern boundary of the study area;
M6 – a major strategic motorway link dissecting the study area from north west to south
east.
The modelled highway network for this transport model will represent the main strategic and
local road network links within the assigned study area and includes the aforementioned
motorways, major ‘A’ roads, other ‘A’ roads, ‘B’ roads and minor roads. This assigned highway
network will form the base network for this SATURN model and is presented in Figure 4.1.
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TRAFFIC MODELLING REPORT 11
Figure 4.1: SATURN Network Plan
4.1.1 Building Network
The base SATURN network has been developed using site observation, OS Mapping, GIS analysis
and traffic signal information obtained from the local highway authorities and observations.
Within the study area, all significant junctions are fully simulated, and all links are coded to give
a representation of their length, speed, capacity and traffic flow classifications. This level of
detail reflects the significance of the key links and junctions in route choice decisions through the
study network.
Each junction was simulated and coded separately, to ensure that the number of lanes and
turning movements was correctly recorded for each junction approach and that the capacity and
saturation level of each junction were added according to lane widths etc.
Information of the junctions were obtained by using information from the local authorities,
Google maps, GIS, turning count survey info and visiting the sites.
The network is constructed from:
Nodes – Each junction is represented by a node in the simulation network and all relevant
highway nodes were recorded manually on the OS base map of the area within a GIS
environment, which was used to generate individual co-ordinates (latitude and longitude) for
each node. All nodes are identified by corresponding node numbers.
Links – Roads between intersections (nodes) are represented by links. All relevant links
were drawn between nodes, to reflect the real life network. Separate links were drawn to
reflect changes of speed limit of carriageway type, which were assigned to links based on site
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 12
observation. GIS was used to calculate the link length. This was based on node-to-node
distance along the real life network, rather than along the simplified model links. The most
recent 5 years of accident data was spatially joined to the model from road safety data
published by the Department for Transport, to provide link-specific accident data.
Zones – Zones or centroids were located in the study area to represent specific sub-areas,
some of which contain residential and/or commercial development with additional zones
representing entry links on the periphery of the study area or entry links from the proposed
Parkside development. Each zone centroid is joined by one (or more) zone connecters that
link to the network which represents the loading point(s) for that zone. All zones within the
network (except the Parkside development zones) are defined by traffic count surveys
detailed section 3.1. Each count is representative of all traffic entering and exiting each zone
and forms the base traffic information for the base trip matrices for model.
Zone Connectors – Zone connectors are how zones are connected to the network. Zone
Connectors are connected to links and not nodes and represent where traffic exits / enters a
zone in the network.
‘Dummy’ Nodes – are nodes that are not simulated and allow unrestricted traffic flows
without delay (except for banned turns and U-turns). This allows links to be defined with
separate identities, generally used on long links to indicate intermediate points on curved
roads or to represent points where new intersections are to be added in modified networks.
Zone Nodes – are ‘Dummy’ nodes that have been incorporated into the network model as
points at which vehicles can join or leave the modelled network. Corresponding Zone
Connectors join the zone nodes to nodes in the main network.
The PLRTM network is defined by 17 entry zones of which 15 represent existing geographical
areas in the study area (zones 1 to 15) and 2 zones (zones 16 and 17) represent the proposed
Parkside development.
The 15 geographical zones are controlled by the recorded turning count surveys and represent
the total traffic for that zone for a typical day. The development zones (zones 16 and 17)
represent the loading points for Phase 1 and 2 of the Parkside Development (zone 16) and the
Rail Freight Interchange (zone 17) and will load directly on to the new Link Road.
Figure 4.2 presents the SATURN model network, modelled zones and how they load on to the
SATURN network via zone connectors. The figure also shows the location of the Screenline
Counts used to validate the model.
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 13
Figure 4.2: Zone, Zone Connector & Screenline Count Locations
4.2 Network Coding
The coding of the model simulation network was based on providing a robust estimate of junction
capacity related to the physical layout of the intersection of a node for the following junction
types;
Traffic Signals
Roundabouts
Priority Junctions
For each junction the following information was required:
Saturation Flows
Lane Allocation
Turn Allocation
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 14
Gap Acceptance
Speed Flow
4.2.1 Traffic Signals
Coding of traffic signals in SATURN requires definition of the node number and associated data
relating to the number of entry links, junction type, link speeds, link lengths, lane usage,
saturation flows, speed-flow curves and signal timing information.
The signal timing information includes all green, inter-green, staging and phasing details for a
specified signal cycle for each signal junction. Saturation flows were calculated by inputting a
saturation flow applicable to the geometry of the junction which is then adjusted within SATURN
in relation to the inputted signal data.
4.2.2 Roundabouts
The coding of roundabouts in SATURN is based on defining the entry and circulating saturation
flows and gap acceptance. These three parameters are determined by the geometry of the
junction and the coding included node data, entry data, number of lanes and a defined speed-
flow curve.
4.2.3 Priority Junctions
Priority junctions represent the give-way movement of a minor road onto a major road and the
movement from the major road to the minor. The calculation of saturation flows is key to the
junction coding along with the allocation of lanes, flare lanes, sightlines and SATURN priority
markers.
The coding of priority junctions is split into un-opposed and opposed movements in the junction.
The unopposed movements are largely dependent on the road widths of the main road, while
opposed movements relate more closely to the geometry of the junction and visibility lengths.
The definition of movements from major to minor arms of the junction and minor to major and
the geometric calculation of saturation flows for un-opposed and opposed turns are required to
calculate saturation flows which are added to node data to complete the junction coding.
4.2.4 Links
In the network we have a series of links each of which has its own classification based on road
type, defined length (measured by OS mapping and GIS) and a speed-flow relationship attributed
to its speed flow type. All links required saturation flows and capacities which were taken from
standard DfT speed-flow curves.
When defining a link both directions of the link need to be coded, even if it’s one-way. One-way
links were coded by specifying zero lanes to the non-existent direction. Some bi-directional links
such as the motorway (M6, M62) and dual carriageway (East Lancs Road, Winwick Link Road)
links were coded as separate single one-way links as these roads have central reservations and
for the purpose of the model are representative of separate links.
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 15
5. TRIP MATRIX DEVELOPMENT
5.1 Introduction
This chapter describes the production of the 2015 base year demand matrices which represent the origins and destinations of the trips in the model.
5.2 Zone System
5.2.1 Fully modelled Area
The Fully Modelled Area for the Parkside Traffic Model is based on a SATURN simulation model.
Essentially this allows all the link and junction attributes of the local highway network to be
included in the model build. Therefore the interaction of traffic flows, speeds and delays
throughout the area can be utilised in the model to give a more realistic indication of how the
network reacts to changes in these parameters.
The geographical area covered by the model is shown on Figure 4.1. The zone system in the
model is based around defined geographical areas of traffic origin and destination. They are
attached to the computerised network by zone connectors that reflect physical road connections
to the highway network.
15 zonal areas have been identified for the model with two additional zones created to represent
the development areas of Parkside Regeneration site on both sides of the M6. The zone system
is shown on Figure 4.2. The zones are of different sizes and of differing origins and destinations
for traffic movements. These are related to observed traffic flow levels at the point where they
are attached to the network.
5.3 Approach to Matrix Development
All the zonal connectors represent links on which traffic counts have been observed. This gives a
control on the trip end flows when considering the study matrix for the model. Thus the total trip
origins and destinations for each zone can be determined. The count data described previously
consists of directly observed turning movements surveyed in 2015, supplemented with long term
ATC data on the M6 and M62, obtained from Highways England.
Trip end totals for each zone were obtained separately for light vehicles and heavy vehicles, such
that study matrices could be developed for each of the vehicle types. Matrices were developed to
represent light vehicles in the AM Peak, inter-peak and PM Peak hours for an average weekday in
2015. Similar heavy vehicle matrices were developed. The subsequent matrices also represent
all trip purposes.
Having defined the trip end values for origins and destinations, the full O-D trips had to be
determined. This was achieved by adopting the Furness procedure to match the rows and
columns in the matrices. This is a standard procedure in SATURN and is considered appropriate
for defining the study matrices due to the close control of the procedure enabled by the observed
count values.
As a sense check on the final Furnessed matrices, the matrices were assigned to the modelled
highway network to check that a reasonable match was obtained between counts and assigned
matrix flows. This demonstrated good correspondence between the values and it was
determined that the Furnessed matrices were fit for purpose.
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 16
5.4 Matrix Assignment
In order to carry out the final assignment of the study matrices, the light and heavy vehicle
matrices were added together to provide an ‘All Vehicle’ matrix. For the purposes of assignment
in SATURN, the heavy vehicle matrices were factored by 2.4 to represent equivalent pcu values.
This conversion factor is the same as that adopted for the LCRTM.
The assignment of the matrices to the computer network was carried out using standard SATURN
equilibrium assignment techniques.
Tables 5.1 to 5.3 present the 2015 Base Trip Matrices for the 3 modelled time periods for light
vehicles, heavy vehicles and all vehicles (lights + heavies).
Figure 5.1: 2015 Trip Matrices (AM Peak)
Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Total
1 0 310 1418 5 17 2 4 88 167 66 174 89 917 57 90 3405
2 162 0 585 2 6 1 1 29 55 22 57 29 151 19 30 1149
3 1516 479 0 8 26 3 6 136 258 102 269 137 2833 89 139 6000
4 11 14 82 0 1 0 0 4 8 3 8 4 42 3 4 185
5 14 9 52 0 0 0 0 3 5 2 5 3 27 2 3 123
6 3 2 10 0 0 0 0 1 1 0 1 1 5 0 1 25
7 1 1 4 0 0 0 0 0 0 0 0 0 2 0 0 10
8 91 58 329 1 3 0 1 0 31 12 32 16 170 11 17 772
9 224 141 404 3 8 1 2 40 0 30 79 40 418 26 41 1458
10 61 39 221 1 2 0 0 11 21 0 22 11 114 7 11 521
11 206 130 371 2 7 1 2 37 70 14 0 37 384 24 38 1322
12 31 20 112 0 1 0 0 6 11 4 11 0 58 4 6 264
13 702 444 2537 8 24 2 5 126 239 94 498 127 0 82 129 5018
14 51 32 185 1 2 0 0 9 17 7 18 9 96 0 47 475
15 64 41 232 1 2 0 0 12 22 9 23 12 120 38 0 575
Total 3138 1719 6542 32 100 10 22 501 903 366 1198 514 5339 362 555 21300
Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Total
1 0 47 365 3 3 0 1 4 20 11 57 4 97 10 3 625
2 17 0 186 1 1 0 1 2 9 5 26 2 45 5 1 301
3 367 48 0 3 3 0 1 4 20 11 58 4 998 11 3 1531
4 1 1 8 0 0 0 0 0 0 0 1 0 1 0 0 12
5 1 2 20 0 0 0 0 0 1 0 2 0 3 0 0 29
6 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 2
7 1 1 8 0 0 0 0 0 0 0 1 0 1 0 0 12
8 2 3 24 0 0 0 0 0 1 1 4 0 6 1 0 42
9 11 14 118 1 1 0 0 1 0 3 17 1 29 3 1 200
10 3 4 26 0 0 0 0 0 2 0 5 0 31 1 0 72
11 19 25 211 2 2 0 1 2 11 6 0 2 51 6 2 340
12 2 3 22 0 0 0 0 0 1 1 3 0 6 1 0 39
13 78 115 986 8 8 1 3 10 48 3 137 11 0 25 7 1440
14 4 5 63 0 0 0 0 0 2 1 6 0 11 0 2 94
15 2 3 36 0 0 0 0 0 1 1 4 0 6 3 0 56
Total 508 271 2075 18 18 1 7 23 116 43 321 24 1285 66 19 4795
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Total
1 0 357 1783 8 20 2 5 92 187 77 231 93 1014 67 93 4030
2 179 0 771 3 7 1 2 31 64 27 83 31 196 24 31 1450
3 1883 527 0 11 29 3 7 140 278 113 327 141 3831 100 142 7531
4 12 15 90 0 1 0 0 4 8 3 9 4 43 3 4 197
5 15 11 72 0 0 0 0 3 6 2 7 3 30 2 3 152
6 3 2 12 0 0 0 0 1 1 0 1 1 5 0 1 27
7 2 2 12 0 0 0 0 0 0 0 1 0 3 0 0 22
8 93 61 353 1 3 0 1 0 32 13 36 16 176 12 17 814
9 235 155 522 4 9 1 2 41 0 33 96 41 447 29 42 1658
10 64 43 247 1 2 0 0 11 23 0 27 11 145 8 11 593
11 225 155 582 4 9 1 3 39 81 20 0 39 435 30 40 1662
12 33 23 134 0 1 0 0 6 12 5 14 0 64 5 6 303
13 780 559 3523 16 32 3 8 136 287 97 635 138 0 107 136 6458
14 55 37 248 1 2 0 0 9 19 8 24 9 107 0 49 569
15 66 44 268 1 2 0 0 12 23 10 27 12 126 41 0 631
Total 3646 1990 8617 50 118 11 29 524 1019 409 1519 538 6624 428 574 26095
2015 Light Vehicles (pcu) (AM Peak)
2015 Heavy Vehicles (pcu) (AM Peak)
2015 All Vehicles (pcu) (AM Peak)
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 17
Figure 5.2: 2015 Trip Matrices (Inter-peak)
Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Total
1 0 293 1575 9 18 4 1 80 194 105 167 32 765 59 50 3351
2 189 0 680 3 7 1 1 30 73 40 63 12 144 22 19 1285
3 1889 276 0 17 34 7 3 115 365 120 315 60 2883 111 94 6288
4 4 4 32 0 0 0 0 1 3 2 2 0 11 1 1 61
5 14 8 65 0 0 0 0 2 6 3 5 1 22 2 1 130
6 3 2 13 0 0 0 0 0 1 1 1 0 4 0 0 26
7 1 1 5 0 0 0 0 0 0 0 0 0 2 0 0 10
8 63 36 181 1 2 0 0 0 24 13 21 4 95 7 6 455
9 156 91 351 3 6 1 0 25 0 33 52 10 239 18 16 1001
10 48 28 115 1 2 0 0 8 18 0 16 3 73 6 5 322
11 167 97 374 3 6 1 0 27 64 17 0 11 254 20 17 1059
12 38 22 169 1 1 0 0 6 15 8 13 0 57 4 4 337
13 591 345 2390 11 21 4 2 95 229 124 394 38 0 69 59 4372
14 41 24 186 1 1 0 0 7 16 9 14 3 63 0 21 385
15 32 19 144 1 1 0 0 5 12 7 11 2 49 19 0 302
Total 3236 1246 6279 51 100 20 8 402 1020 481 1074 176 4663 338 293 19385
Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Total
1 0 67 509 1 4 1 1 4 55 21 81 5 115 15 7 885
2 23 0 190 0 1 0 0 1 19 7 28 2 40 5 3 320
3 630 62 0 1 3 0 1 3 51 19 75 5 1073 14 7 1944
4 0 0 4 0 0 0 0 0 0 0 0 0 1 0 0 7
5 1 1 13 0 0 0 0 0 1 0 1 0 2 0 0 20
6 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 3
7 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 3
8 2 2 25 0 0 0 0 0 2 1 3 0 4 0 0 39
9 16 16 132 0 1 0 0 1 0 5 19 1 28 4 2 226
10 3 3 26 0 0 0 0 0 3 0 4 0 17 1 0 59
11 28 28 226 0 1 0 0 1 23 9 0 2 47 6 3 375
12 2 2 25 0 0 0 0 0 2 1 3 0 4 0 0 39
13 82 90 710 1 5 1 1 5 73 3 108 7 0 20 10 1116
14 5 5 54 0 0 0 0 0 4 1 6 0 8 0 3 85
15 2 2 21 0 0 0 0 0 1 1 2 0 3 2 0 35
Total 795 278 1940 5 16 2 5 16 234 67 329 23 1340 70 35 5156
Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Total
1 0 360 2084 10 22 4 2 84 249 126 248 37 880 74 57 4236
2 213 0 869 4 8 2 1 32 92 47 91 14 184 27 21 1604
3 2518 338 0 18 37 7 4 118 416 139 390 65 3956 125 101 8233
4 4 5 36 0 0 0 0 1 3 2 3 0 12 1 1 68
5 16 10 77 0 0 0 0 2 6 3 6 1 24 2 2 150
6 3 2 15 0 0 0 0 0 1 1 1 0 5 0 0 29
7 1 1 7 0 0 0 0 0 1 0 1 0 2 0 0 14
8 65 39 206 1 2 0 0 0 26 14 23 4 99 8 6 495
9 173 107 483 3 6 1 1 26 0 38 72 11 266 22 17 1227
10 51 31 141 1 2 0 0 8 21 0 20 3 90 6 5 381
11 195 125 600 3 7 1 1 28 87 26 0 13 302 26 20 1434
12 40 24 194 1 1 0 0 6 16 9 15 0 61 5 4 376
13 673 435 3100 12 26 5 3 100 302 127 502 45 0 90 69 5488
14 46 29 240 1 2 0 0 7 20 10 19 3 71 0 23 471
15 34 21 165 1 1 0 0 5 14 7 13 2 52 21 0 337
Total 4031 1524 8219 56 116 22 13 418 1254 548 1403 199 6003 407 328 24541
2015 Light Vehicles (pcu) (Inter-peak)
2015 Heavy Vehicles (pcu) (Inter-peak)
2015 All Vehicles (pcu) (Inter-peak)
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 18
Figure 5.3: 2015 Trip Matrices (PM Peak)
Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Total
1 0 315 2213 24 18 4 2 138 285 184 242 33 1052 91 43 4645
2 285 0 838 9 7 1 1 52 108 70 92 13 199 34 16 1725
3 3180 333 0 51 38 8 5 129 603 39 511 70 4445 192 91 9694
4 4 3 29 0 0 0 0 1 3 2 3 0 11 1 0 59
5 16 7 59 1 0 0 0 3 6 4 5 1 22 2 1 127
6 2 1 6 0 0 0 0 0 1 0 1 0 2 0 0 13
7 4 2 17 0 0 0 0 1 2 1 1 0 6 1 0 36
8 89 37 228 3 2 0 0 0 34 22 29 4 87 11 5 552
9 237 99 436 8 6 1 1 44 0 58 76 10 331 29 14 1349
10 64 27 236 2 2 0 0 12 24 0 21 3 90 8 4 492
11 295 124 543 9 7 1 1 54 112 36 0 13 413 36 17 1662
12 71 30 160 2 2 0 0 13 27 17 23 0 99 9 4 456
13 726 304 2501 23 17 3 2 133 275 178 467 32 0 88 42 4791
14 60 25 220 2 1 0 0 11 23 15 19 3 84 0 17 479
15 6 2 21 0 0 0 0 1 2 1 2 0 8 3 0 48
Total 5039 1308 7507 134 100 20 13 593 1505 627 1491 182 6851 503 255 26127
Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Total
1 0 19 140 0 1 0 0 1 13 4 8 1 29 4 2 221
2 5 0 51 0 0 0 0 0 4 1 2 0 9 1 1 76
3 169 18 0 0 1 0 0 1 12 4 41 1 299 4 2 552
4 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 2
5 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 5
6 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 2
7 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 3
8 0 0 5 0 0 0 0 0 0 0 0 0 1 0 0 8
9 3 4 29 0 0 0 0 0 0 1 2 0 6 1 0 47
10 1 1 13 0 0 0 0 0 1 0 0 0 2 0 0 18
11 5 6 40 0 0 0 0 0 4 1 0 0 9 1 1 68
12 0 0 4 0 0 0 0 0 0 0 0 0 1 0 0 6
13 21 27 221 0 1 0 0 1 18 6 11 1 0 6 3 318
14 1 1 8 0 0 0 0 0 0 0 0 0 1 0 0 12
15 0 0 5 0 0 0 0 0 0 0 0 0 1 0 0 7
Total 207 77 524 1 4 1 1 4 53 17 66 3 357 19 9 1343
Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Total
1 0 334 2353 24 19 4 3 139 298 188 250 34 1081 95 45 4866
2 290 0 889 9 7 1 1 53 112 71 94 13 208 36 17 1801
3 3349 351 0 51 39 8 5 130 615 43 552 71 4744 196 93 10247
4 4 3 30 0 0 0 0 1 3 2 3 0 11 1 0 61
5 16 7 62 1 0 0 0 3 6 4 5 1 23 2 1 131
6 2 1 7 0 0 0 0 0 1 0 1 0 2 0 0 14
7 5 2 19 0 0 0 0 1 2 1 2 0 7 1 0 39
8 90 38 233 3 2 0 0 0 34 22 29 4 88 11 5 559
9 241 103 465 8 6 1 1 44 0 59 78 11 338 30 14 1396
10 65 28 249 2 2 0 0 12 25 0 21 3 91 8 4 510
11 300 129 583 10 7 1 1 54 116 37 0 13 422 37 18 1729
12 71 30 164 2 2 0 0 13 27 17 23 0 99 9 4 462
13 747 331 2722 24 19 4 3 134 293 183 478 33 0 94 44 5108
14 60 26 228 2 1 0 0 11 23 15 19 3 85 0 17 491
15 6 3 26 0 0 0 0 1 2 1 2 0 9 4 0 55
Total 5246 1386 8031 135 103 21 14 597 1558 645 1556 185 7208 522 264 27470
2015 Light Vehicles (pcu) (PM Peak)
2015 Heavy Vehicles (pcu) (PM Peak)
2015 All Vehicles (pcu) (PM Peak)
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 19
6. MODEL VALIDATION
6.1 Base Model Validation
A screenline of counts was defined across the main north-south routes in the central part of the
model to test the calibration of the modelled flows. These included counts in both directions on
the A49 south of Newton-le-Willows station, M6 between junctions 22 and 23, Parkside Road
north of M6 and A579 Winwick Lane. The screenlines counts (sites 1-8) can be seen in Figure 4.2
in Chapter 4.
Modelled link count validation was tested against standard WebTAG criteria using DMRB and GEH
statistical comparison. The results of this analysis are shown for the three time periods in the
tables below.
6.2 AM Peak validation
Table 6.1: AM Peak Validation
Screenline
Count Location A Node B Node Count Modelled Capacity Diff % Diff GEH
1 A49 N 594 554 280 217 10000 -62 -22.38 3.97
2 Parkside Road
569 651 196 191 10000 -4 -2.78 0.39
3 Winwick Lane
577 576 425 375 10000 -49 -11.76 2.5
4 M6 N 585 586 5096 5739 10000 643 12.61 8.73
5 A49 S 554 594 520 612 10000 92 17.65 3.86
6 Parkside Road
651 569 307 371 10000 64 20.69 3.45
7 Winwick Lane
576 577 940 825 10000 -114 12.23 3.87
8 M6 S 590 589 5537 5859 10000 322 5.81 4.26
6.3 AM Peak DMRB & GEH Statistics
MODELLED v COUNTS SATISFYING THE DMRB RULES: (IN ALL 4 TESTS THE OK % SHOULD BE >
85%)
FLOW <700: MODELLED WITHIN +-100 OF OBSERVED = 100.00% - 5 OUT OF 5
700 < FLOW < 2700: MODELLED WITHIN 15% OF OBSERVED = 100.00% - 1 OUT OF 1
FLOW > 2700: MODELLED WITHIN 400 OF OBSERVED = 50.00% - 1 OUT OF 2
COMPLIANCE SUMMED OVER ALL FLOW RANGES = 87.50% - 7 OUT OF 8
ALL LINKS - GEH STATISTIC < 5.0 = 87.50% - 7 OUT OF 8
6.4 AM Peak Summary
The above analysis shows that the AM Peak model calibrates against both the DMRB and GEH
criteria. The counts validate well in the southbound direction but with one count outside the
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 20
validation criteria (M6) in the northbound direction. Therefore there is a good degree of fit
between the modelled flows and the observed traffic flows.
6.5 Inter-peak validation
Table 6.2: Inter-peak Validation
Screenline
Count Location A Node B Node Count Modelled Capacity Diff % Diff GEH
1 A49 N 594 554 365 221 10000 -143 -39.3 8.39
2 Parkside Road
569 651 200 160 10000 -39 -20.2 3.02
3 Winwick Lane
577 576 580 638 10000 58 9.9 2.34
4 M6 N 585 586 5018 5264 10000 246 4.9 3.43
5 A49 S 554 594 301 199 10000 -101 -33.8 6.45
6 Parkside Road
651 569 160 185 10000 25 15.7 1.91
7 Winwick Lane
576 577 587 679 10000 92 15.6 3.65
8 M6 S 590 589 5215 5585 10000 370 7.1 5.04
6.6 Inter-peak DMRB & GEH Statistics
MODELLED v COUNTS SATISFYING THE DMRB RULES: (IN ALL 4 TESTS THE OK % SHOULD BE >
85%)
FLOW < 700: MODELLED WITHIN +-100 OF OBSERVED = 66.67% - 4 OUT OF 6
700 < FLOW < 2700: MODELLED WITHIN 15% OF OBSERVED = no such links included
FLOW > 2700: MODELLED WITHIN 400 OF OBSERVED = 100.00% - 2 OUT OF 2
COMPLIANCE SUMMED OVER ALL FLOW RANGES = 75.00% - 6 OUT OF 8
ALL LINKS - GEH STATISTIC < 5.0 = 62.50% - 5 OUT OF 8
6.7 Inter-peak Peak Summary
The count validation for the Inter-peak period shows that 6 out of the 8 counts validate against
either the DMRB or GEH criteria. Whilst this is a good fit of the data, it is slightly outside the
recommended criteria. In this time period the northbound modelled count on A49 is lower than
the observed count and the southbound flow on Parkside Road is lower than the count at this
location. Nevertheless the model shows a good representation of the observed count
information.
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 21
6.8 PM Peak validation
Table 6.3: PM Peak Validation
Screenline
Count Location
A Node
B Node
Count Modelled Capacity Diff % Diff GEH
1 A49 N
594 554 558 237 10000 -320 -57.4 16.08
2 Parkside Road
569 651 270 176 10000 -93 -34.8 6.3
3 Winwick Lane
577 576 650 726 10000 76 11.6 2.9
4 M6 N 585 586 5739 5367 10000 -371 -6.4 4.99
5 A49 S 554 594 270 342 10000 72 -26.7 4.12
6 Parkside Road
651 569 181 227 10000 46 25.5 3.23
7 Winwick Lane
576 577 783 840 10000 57 7.3 2.01
8 M6 S 590 589 5218 5628 10000 410 7.8 5.56
6.9 PM Peak DMRB & GEH Statistics
MODELLED v COUNTS SATISFYING THE DMRB RULES: (IN ALL 4 TESTS THE OK % SHOULD BE >
85%)
FLOW < 700: MODELLED WITHIN +-100 OF OBSERVED = 80.00% - 4 OUT OF 5
700 < FLOW < 2700: MODELLED WITHIN 15% OF OBSERVED = 100.00% - 1 OUT OF 1
FLOW > 2700: MODELLED WITHIN 400 OF OBSERVED = 50.00% - 1 OUT OF 2
COMPLIANCE SUMMED OVER ALL FLOW RANGES = 75.00% - 6 OUT OF 8
ALL LINKS - GEH STATISTIC < 5.0 = 62.50% - 5 OUT OF 8
6.10 PM Peak Summary
The PM Peak modelled counts also show that 6 out of 8 counts meet the validation criteria for the
DMRB assessment or the GEH statistic. Again the northbound A49 modelled flow is lower than
the observed count but the southbound M6 modelled count is lower than the observed count.
The model is showing count validation slightly outside the recommended statistical test criteria
but is nonetheless a good fit between the observed and modelled data.
The base models are therefore a good platform for use in testing forecast scenarios and ‘Do
Something’ schemes for the Parkside Link Road.
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 22
Figure 6.4 presents the 2015 ‘Do Nothing’ Modelled Flows for the PLRTM.
Figure 6.4: 2015 ‘Do Nothing’ Modelled Flows
A580 A580 East Lancs Rd A580 East Lancs Rd
East Lancs Rd A580
East Lancs Rd
A49
Warrington Rd
Southworth Rd
New Link Rd
A49
M6
2 Way Hourly Flows
2015 Do Nothing
AM 750
IP 750
PM 750
M62 M62
Newton Rd
Newton Rd
A49
Newton Rd
Winwick Link Rd
A49
11600
1085011000
610
390630
690
390520
830
420580
790
420580
0
00
580
350400
600
370410
580
350400
0
00
610
350330
595
390700
2660
32802920
10570
1024011520
1200
13201570
1200
13201570
1300
13101900
Par
ksid
e R
d
Pa
rksi
de
Rd
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 23
7. TRAFFIC FORECASTING
7.1 Introduction
To test the new link road, the scheme will be assessed at its year of opening and a future design
year 10 years after opening, which is the minimum design horizon for strategic road schemes of
this nature.
The opening year of the scheme will be 2020 whereby only Phase 1 of the development will be
operational and the design year of the scheme will be 2030 whereby Phase 2 and Phase 3 (Rail
Freight Interchange) of the Parkside Development will be complete and operational.
Table 7.1: Assessments Years
Base Year 2015
Opening Year 2020
Design Year 2030
7.2 Traffic Forecast Rates
In order to calculate opening and design year flows, base year (2015) traffic flows have been
extracted from the base year traffic matrices generated in section 5 and have been factored to
opening year 2020 and design year 2030 levels using TEMPro growth forecasts for the North
West (Region) and districts St. Helens and Warrington using TEMPRO version 7.2
Growth forecasts in TEMPro are based on growth associated with light vehicles only; therefore
growth factors for heavy vehicles (HGVs) have been derived using TEMPro and adjusted to heavy
growth rates using the modelled output from the LCRTM.
Traffic forecasting growth rates were compatible with the LCRTM. Matrix data was obtained from
Liverpool City Region for the LCRTM Base Year of 2012 and forecast years of 2020 and 2030.
These rates were derived for the same 3 time periods as those used in the PLRTM and
corresponded to:
AM Peak – 0800-0900;
Average Inter-peak – 1000-1600; and
PM Peak – 1700-1800.
The LCRTM matrices were further disaggregated by trip purpose representing:
Cars – Employers’ Business
Cars – Commuting
Cars – Other
Light Goods Vehicles (LGVs)
Heavy Goods Vehicles (HGVs)
These LCRTM purpose matrices were combined into Heavy Vehicle matrices (representing OGV’s)
and Light Vehicle matrices representing all other purposes. Thus, the forecast matrices used in
this PLRTM represented Heavy Vehicles (all purposes) and Light Vehicles (all purposes).
The Base Model for this PLRTM was based in 2015 and TEMPro 7.2 growth rates were used to
derive forecast growth rates from 2015 to 2020 for the Light Vehicle matrices.
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 24
Heavy vehicle growth rates from 2015 to 2020 were derived by calculating a correspondence
between the 2012 to 2020 Light and Heavy vehicle matrices from the LCRTM and applying this to
the TEMPro 7.2 Light Vehicle growth rates.
Table 7.2 shows the growth rates derived for the model for light vehicles from 2015 to 2020 and
from 2020 to 2030.
Table 7.2: Light Vehicle Growth Rates
Light Vehicle
Growth Rates
AM Peak Inter-peak PM Peak
2015-2020 1.059 1.083 1.041
2020-2030 1.083 1.103 1.110
Table 7.3 shows the growth rates derived for the model for heavy vehicles from 2015 to 2020
and from 2020 to 2030.
Table 7.3: Heavy Vehicle Growth Rates
Heavy Vehicle
Growth Rates
AM Peak Inter-peak PM Peak
2015-2020 1.066 1.067 1.065
2020-2030 1.072 1.072 1.073
The derived traffic growth rates are consistent with both the LCRTM and TEMPro 7 and as such
the traffic growth for the period from 2020 to 2030 is taken directly from the LCRTM for both the
Light and Heavy vehicle matrices used in the model. Therefore the forecast traffic growth is
constrained to TEMPro 7 growth within the model and is consistent with the WebTAG guidance.
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 25
8. TRIP GENERATION
This chapter provides an estimate of the number of trips the proposed Parkside Development is
expected to generate or attract considering ‘full occupation/operation’ of Phase 1, Phase 2 and
Phase 3.
8.1 Proposed Trip Generation
The development scenarios considered in the PLRTM include 2 phases of development of the
Parkside Colliery site to the west of the M6 motorway and a third phase representing the
development of the Rail Freight Interchange centre to the east of M6.
The sizes of the respective phases are shown below and for the purposes of development of the
PLRTM, the development type is considered to be commercial warehousing (B8).
Table 8.1 presents the schedule of accommodation for proposed Parkside Development for Phase
1, Phase 2 and the proposed RFI (Phase 3).
Table 8.1: Parkside Development (Phase 1 & 2) & RFI – Schedule of Accommodation
PHASE WAREHOUSE SIZE (sq.m) SIZE (sq.ft) USE
1 A 41,806 449,996 B8
1 B 21,833 235,008 B8
1 C 13,471 145,000 B8
1 D 15,793 169,994 B8
Total Phase 1 92,903 999,999 2 E 14,214 152,998 B8
2 F 16,258 174,999 B8
2 G 51,096 549,992 B8
2 H 19,509 209,993 B8
2 J 9,290 99,997 B8
2 K 23,225 249,992 B8
Total Phase 2 133,592 1,437,971 TOTAL PHASE 1 & 2 226,495 2,437,970 RFI 8 32,516 350,000 B8
RFI 9 46,452 500,000 B8
RFI 10 27,871 300,000 B8
RFI 11 18,581 200,000 B8
RFI 12 18,581 200,000 B8
RFI 13 13,935 150,000 B8
RFI 14 27,871 300,000 B8
RFI 15 46,452 500,000 B8
RFI 16 27,871 300,000 B8
TOTAL RFI (PHASE 3) 260,128 2,800,000
8.2 Development Trip Rates
Trip rates associated with this development type have been derived from the TRICS database.
Sites of a similar size and nature in the database have been used to calculate an equivalent set of
average trip rates for a selection of representative sites within TRICS for the Parkside
developments.
The derived trip rates for ‘All Vehicles’ and OGVs across the 3 time periods and the daily total trip
rates are shown in the Table 8.2.
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 26
Table 8.2: Parkside Development Trip Rates (B8 Warehousing)
TRIP RATES 08:00-09:00 09:00-17:00 17:00-18:00 05:00-22:00
AM IP (average) PM Daily
ALL Arrivals 0.214 0.073 0.075 1.199
VEHICLES Departures 0.048 0.072 0.205 1.174
OGV Arrivals 0.024 0.027 0.026 0.403
Departures 0.029 0.023 0.032 0.445
Details of the TRICS database output can be found in Appendix 2.
8.3 Development Trips
Applying the trip rates derived in Table 8.2 to the overall floor space sizes shown Tables 8.1
generates the total trips for all vehicles (lights + heavies) presented in Table 8.3 below.
Table 8.3: Parkside Development (Phase 1 & 2) & RFI – Trips (Total All Vehicles)
TRIPS
TOTAL ALL VEHICLES
08:00-
09:00
09:00-
17:00
17:00-
18:00
05:00-
22:00
AM
IP
(average) PM Daily
1 A 110 60 117 992
1 B 57 31 61 518
1 C 35 19 38 320
1 D 41 23 44 375
Total Phase 1 243 134 260 2205
2 E 37 20 40 337
2 F 43 23 46 386
2 G 134 74 143 1213
2 H 51 28 55 463
2 J 24 13 26 220
2 K 61 33 65 551
Total Phase 2 350 193 374 3170
TOTAL PHASE 1 & 2 593 326 634 5375
RFI 8 85 47 91 772
RFI 9 122 67 130 1102
RFI 10 73 40 78 661
RFI 11 49 27 52 441
RFI 12 49 27 52 441
RFI 13 37 20 39 331
RFI 14 73 40 78 661
RFI 15 122 67 130 1102
RFI 16 73 40 78 661
TOTAL RFI (PHASE 3) 682 375 728 6173
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 27
Table 8.4 presents the estimated trips apportioned to OGVs for the Parkside Development Phase
1, 2 and 3 (RFI).
Table 8.4: Parkside Development (Phase 1 & 2) & RFI – Trips (OGVs)
TRIPS
OGVs
08:00-
09:00
09:00-
17:00
17:00-
18:00
05:00-
22:00
AM
IP
(average) PM Daily
1 A 22 21 24 355
1 B 12 11 13 185
1 C 7 7 8 114
1 D 8 8 9 134
Total Phase 1 49 46 54 788
2 E 8 7 8 121
2 F 9 8 9 138
2 G 27 25 30 433
2 H 10 10 11 165
2 J 5 5 5 79
2 K 12 12 13 197
Total Phase 2 71 67 77 1133
TOTAL PHASE 1 & 2 593 120 113 131
RFI 8 17 16 19 276
RFI 9 25 23 27 394
RFI 10 15 14 16 236
RFI 11 10 9 11 158
RFI 12 10 9 11 158
RFI 13 7 7 8 118
RFI 14 15 14 16 236
RFI 15 25 23 27 394
RFI 16 15 14 16 236
TOTAL RFI 138 130 151 2206
In this PLRTM, zone 16 represents both Phase 1 and Phase 2 of the Parkside development and
zone 17 represents Phase 3 (RFI site).
For the development scenarios considered it has been assumed that Phase 1 is operational in
2020 and these trips have been allocated to the 2020 trip matrices.
In 2030, both Phase 2 and the RFI site are assumed to be operational and these trips have been
included in the 2030 matrices.
The distribution of trips for all the development phases has been assumed to align with the
existing trip end proportions for the base model and have been assigned accordingly.
No trips are assumed to travel between the development phases for the forecast models.
8.4 Final Forecast Trip Matrices
The forecast matrices have been constrained to TEMPRO growth rates as explained previously,
therefore when including the development traffic in the matrices, the growth rates for the non-
development related trips has been reduced. This ensures that the overall growth included in the
2020 and 2030 matrices remains as the total TEMPro growth.
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 28
In the final growthed matrices a lower growth rate has been applied to non-development zones
(zones 1-15) and derived trips from TRICS have been added to zones 16 and 17.
The resultant final forecast trip matrices for the 3 modelled time periods used in the PLRTM are
shown below in Tables 8.5 to 8.10.
Figure 8.5: 2020 Trip Matrices (AM Peak)
Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Total
1 0 326 1489 6 18 2 4 92 175 69 183 93 963 60 95 31 0 3606
2 170 0 614 2 6 1 1 30 58 23 60 31 159 20 31 10 0 1216
3 1592 503 0 9 28 3 6 143 270 107 282 144 2975 93 146 55 0 6356
4 12 15 86 0 1 0 0 4 8 3 8 4 44 3 4 2 0 194
5 15 9 54 0 0 0 0 3 5 2 5 3 28 2 3 1 0 130
6 3 2 11 0 0 0 0 1 1 0 1 1 6 0 1 0 0 27
7 1 1 4 0 0 0 0 0 0 0 0 0 2 0 0 0 0 8
8 96 60 345 1 3 0 1 0 32 13 34 17 179 11 18 7 0 817
9 235 149 424 3 8 1 2 42 0 32 83 42 439 28 43 13 0 1544
10 64 41 232 1 2 0 0 12 22 0 23 12 120 8 12 5 0 554
11 216 136 390 2 8 1 2 39 73 15 0 39 403 25 40 12 0 1401
12 33 21 118 0 1 0 0 6 11 4 12 0 61 4 6 2 0 279
13 737 466 2663 8 26 3 6 132 251 99 523 133 0 86 136 46 0 5315
14 54 34 194 1 2 0 0 10 18 7 19 10 100 0 49 4 0 502
15 67 43 244 1 2 0 1 12 23 9 24 12 126 40 0 5 0 609
16 29 16 60 0 1 0 0 5 8 3 11 5 49 3 5 0 0 195
17 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 3324 1822 6928 34 106 11 23 531 955 386 1268 546 5654 383 589 193 0 22753
Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Total
1 0 47 365 3 3 0 1 4 20 11 57 4 97 10 3 15 0 640
2 17 0 186 1 1 0 1 2 9 5 26 2 45 5 1 7 0 308
3 367 48 0 3 3 0 1 4 20 11 58 4 998 11 3 38 0 1569
4 1 1 8 0 0 0 0 0 0 0 1 0 1 0 0 0 0 12
5 1 2 20 0 0 0 0 0 1 0 2 0 3 0 0 1 0 30
6 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2
7 1 1 8 0 0 0 0 0 0 0 1 0 1 0 0 0 0 12
8 2 3 24 0 0 0 0 0 1 1 4 0 6 1 0 1 0 43
9 11 14 118 1 1 0 0 1 0 3 17 1 29 3 1 5 0 205
10 3 4 26 0 0 0 0 0 2 0 5 0 31 1 0 2 0 74
11 19 25 211 2 2 0 1 2 11 6 0 2 51 6 2 8 0 348
12 2 3 22 0 0 0 0 0 1 1 3 0 6 1 0 1 0 40
13 78 115 986 8 8 1 3 10 48 3 137 11 0 25 7 35 0 1475
14 4 5 63 0 0 0 0 0 2 1 6 0 11 0 2 2 0 96
15 2 3 36 0 0 0 0 0 1 1 4 0 6 3 0 1 0 57
16 12 7 51 0 0 0 0 1 3 1 8 1 32 2 0 0 0 118
17 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 520 278 2126 18 18 1 7 24 119 44 329 25 1317 68 19 116 0 5029
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Total
1 0 373 1854 9 21 2 5 96 195 80 240 97 1060 70 98 46 0 4246
2 187 0 800 3 7 1 2 32 67 28 86 33 204 25 32 17 0 1524
3 1959 551 0 12 31 3 7 147 290 118 340 148 3973 104 149 93 0 7925
4 13 16 94 0 1 0 0 4 8 3 9 4 45 3 4 2 0 206
5 16 11 74 0 0 0 0 3 6 2 7 3 31 2 3 2 0 160
6 3 2 13 0 0 0 0 1 1 0 1 1 6 0 1 0 0 29
7 2 2 12 0 0 0 0 0 0 0 1 0 3 0 0 0 0 20
8 98 63 369 1 3 0 1 0 33 14 38 17 185 12 18 8 0 860
9 246 163 542 4 9 1 2 43 0 35 100 43 468 31 44 18 0 1749
10 67 45 258 1 2 0 0 12 24 0 28 12 151 9 12 7 0 628
11 235 161 601 4 10 1 3 41 84 21 0 41 454 31 42 20 0 1749
12 35 24 140 0 1 0 0 6 12 5 15 0 67 5 6 3 0 319
13 815 581 3649 16 34 4 9 142 299 102 660 144 0 111 143 81 0 6790
14 58 39 257 1 2 0 0 10 20 8 25 10 111 0 51 6 0 598
15 69 46 280 1 2 0 1 12 24 10 28 12 132 43 0 6 0 666
16 41 23 111 0 1 0 0 6 11 4 19 6 81 5 5 0 0 313
17 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 3844 2100 9054 52 124 12 30 555 1074 430 1597 571 6971 451 608 309 0 27782
2020 Light Vehicles (AM Peak)
2020 Heavy Vehicles (pcu) (AM Peak)
2020 All Vehicles (pcu) (AM Peak)
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 29
Figure 8.6: 2020 Trip Matrices (Inter-peak)
Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Total
1 0 315 1698 10 19 4 2 87 209 113 180 34 825 63 54 15 0 3628
2 204 0 733 4 7 1 1 33 79 43 68 13 156 24 20 6 0 1391
3 2036 297 0 19 37 7 3 124 393 129 340 65 3108 119 102 29 0 6807
4 4 5 35 0 0 0 0 1 3 2 3 0 12 1 1 0 0 66
5 16 9 70 0 0 0 0 2 6 3 5 1 24 2 2 1 0 141
6 3 2 14 0 0 0 0 0 1 1 1 0 5 0 0 0 0 28
7 1 1 6 0 0 0 0 0 0 0 0 0 2 0 0 0 0 11
8 67 39 195 1 2 0 0 0 26 14 22 4 103 8 7 2 0 493
9 169 98 378 3 6 1 0 27 0 35 56 11 257 20 17 5 0 1084
10 52 30 124 1 2 0 0 8 20 0 17 3 79 6 5 1 0 349
11 180 105 403 3 6 1 1 29 69 19 0 11 274 21 18 5 0 1146
12 40 24 182 1 1 0 0 6 16 8 13 0 62 5 4 2 0 365
13 637 372 2576 12 23 5 2 102 246 134 425 41 0 75 64 20 0 4733
14 45 26 200 1 2 0 0 7 17 9 15 3 68 0 22 2 0 417
15 35 20 155 1 1 0 0 6 13 7 12 2 53 20 0 1 0 327
16 15 6 29 0 0 0 0 2 5 2 5 1 21 2 1 0 0 88
17 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 3503 1349 6797 55 108 22 9 435 1104 521 1163 190 5047 366 317 88 0 21073
Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Total
1 0 67 509 1 4 1 1 4 55 21 81 5 115 15 7 19 0 904
2 23 0 190 0 1 0 0 1 19 7 28 2 40 5 3 7 0 326
3 630 62 0 1 3 0 1 3 51 19 75 5 1073 14 7 41 0 1986
4 0 0 4 0 0 0 0 0 0 0 0 0 1 0 0 0 0 7
5 1 1 13 0 0 0 0 0 1 0 1 0 2 0 0 0 0 20
6 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3
7 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3
8 2 2 25 0 0 0 0 0 2 1 3 0 4 0 0 1 0 40
9 16 16 132 0 1 0 0 1 0 5 19 1 28 4 2 5 0 231
10 3 3 26 0 0 0 0 0 3 0 4 0 17 1 0 1 0 60
11 28 28 226 0 1 0 0 1 23 9 0 2 47 6 3 8 0 383
12 2 2 25 0 0 0 0 0 2 1 3 0 4 0 0 1 0 40
13 82 90 710 1 5 1 1 5 73 3 108 7 0 20 10 24 0 1140
14 5 5 54 0 0 0 0 0 4 1 6 0 8 0 3 2 0 87
15 2 2 21 0 0 0 0 0 1 1 2 0 3 2 0 1 0 35
16 17 6 41 0 0 0 0 0 5 1 7 0 29 1 1 0 0 110
17 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 812 284 1981 5 17 2 5 17 239 69 336 24 1369 71 36 110 0 5376
Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Total
1 0 382 2206 11 23 4 3 90 264 134 261 40 939 79 61 34 0 4532
2 227 0 922 4 9 2 1 34 98 50 96 15 195 29 23 13 0 1717
3 2666 359 0 20 40 8 4 127 444 149 414 70 4181 133 109 70 0 8793
4 4 5 39 0 0 0 0 1 3 2 3 1 12 1 1 0 0 73
5 17 10 83 0 0 0 0 3 7 4 6 1 26 2 2 1 0 161
6 3 2 16 0 0 0 0 1 1 1 1 0 5 0 0 0 0 32
7 1 1 8 0 0 0 0 0 1 0 1 0 2 0 0 0 0 15
8 70 41 220 1 3 0 0 0 28 15 25 4 107 8 7 3 0 533
9 185 115 511 3 7 1 1 28 0 40 76 12 285 23 19 9 0 1315
10 55 33 150 1 2 0 0 8 23 0 21 4 95 7 6 3 0 409
11 208 132 629 4 8 1 1 30 92 27 0 14 321 27 21 13 0 1529
12 43 26 207 1 2 0 0 7 17 9 16 0 65 5 4 2 0 405
13 719 462 3286 13 28 5 3 107 320 136 533 48 0 95 74 44 0 5873
14 49 31 254 1 2 0 0 7 21 11 20 3 76 0 25 4 0 504
15 36 22 177 1 1 0 0 6 15 8 14 2 56 22 0 2 0 362
16 32 12 70 0 1 0 0 2 10 4 12 1 50 3 2 0 0 198
17 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 4315 1633 8778 60 125 24 13 451 1344 589 1499 214 6416 437 352 198 0 26449
2020 Light Vehicles (pcu) (Inter-peak)
2020 Heavy Vehicles (pcu) (Inter-peak)
2020 All Vehicles (pcu) (Inter-peak)
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 30
Figure 8.7: 2020 Trip Matrices (PM Peak)
Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Total
1 0 325 2286 25 18 4 2 143 295 190 250 34 1087 94 45 37 0 4835
2 294 0 866 9 7 1 1 54 112 72 95 13 206 36 17 14 0 1796
3 3285 344 0 53 39 8 5 133 623 40 528 72 4592 198 94 76 0 10091
4 4 3 30 0 0 0 0 2 3 2 3 0 12 1 0 0 0 61
5 17 7 61 1 0 0 0 3 6 4 5 1 23 2 1 1 0 132
6 2 1 6 0 0 0 0 0 1 0 1 0 2 0 0 0 0 13
7 5 2 17 0 0 0 0 1 2 1 1 0 6 1 0 0 0 37
8 92 39 236 3 2 0 0 0 35 23 30 4 90 11 5 4 0 574
9 245 103 450 8 6 1 1 45 0 60 79 11 342 30 14 11 0 1404
10 66 28 244 2 2 0 0 12 25 0 21 3 93 8 4 4 0 513
11 305 128 561 10 7 1 1 56 116 37 0 13 427 37 18 13 0 1730
12 73 31 165 2 2 0 0 13 28 18 23 0 102 9 4 4 0 475
13 750 314 2584 24 18 4 2 138 284 184 482 33 0 90 43 38 0 4987
14 62 26 227 2 1 0 0 11 23 15 20 3 86 0 18 4 0 498
15 6 2 22 0 0 0 0 1 2 1 2 0 8 4 0 0 0 50
16 40 10 59 1 1 0 0 5 12 5 12 1 54 4 2 0 0 206
17 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 5245 1362 7814 140 104 21 13 617 1566 653 1552 190 7131 523 265 206 0 27401
Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Total
1 0 45 336 1 2 1 1 2 30 10 19 2 69 10 5 21 0 551
2 12 0 123 0 1 0 0 1 9 3 6 0 22 3 1 7 0 189
3 406 44 0 1 2 1 1 2 29 9 99 2 718 10 4 53 0 1379
4 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4
5 1 1 8 0 0 0 0 0 0 0 0 0 1 0 0 0 0 11
6 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4
7 0 0 5 0 0 0 0 0 0 0 0 0 1 0 0 0 0 8
8 1 1 13 0 0 0 0 0 1 0 0 0 2 0 0 1 0 19
9 8 9 70 0 0 0 0 0 0 2 4 0 15 2 1 5 0 117
10 2 2 31 0 0 0 0 0 2 0 1 0 4 1 0 2 0 45
11 12 14 96 0 1 0 0 1 9 3 0 0 21 3 1 7 0 169
12 1 1 10 0 0 0 0 0 1 0 0 0 1 0 0 1 0 15
13 51 65 530 1 3 1 1 3 44 14 27 2 0 15 7 31 0 794
14 1 2 20 0 0 0 0 0 1 0 1 0 2 0 1 1 0 30
15 1 1 12 0 0 0 0 0 1 0 0 0 1 1 0 1 0 18
16 20 7 51 0 0 0 0 0 5 2 6 0 35 2 1 0 0 130
17 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 517 193 1,309 2 10 2 2 10 132 43 164 7 891 48 22 130 0 3483
Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Total
1 0 370 2622 25 21 4 3 145 325 200 268 36 1156 104 49 58 0 5386
2 307 0 989 10 8 2 1 55 121 75 100 13 227 39 18 21 0 1985
3 3691 387 0 53 41 8 6 135 652 49 627 74 5310 208 99 130 0 11470
4 4 4 33 0 0 0 0 2 3 2 3 0 12 1 0 1 0 65
5 17 8 69 1 0 0 0 3 7 4 6 1 24 2 1 1 0 143
6 2 1 9 0 0 0 0 0 1 0 1 0 3 0 0 0 0 17
7 5 2 22 0 0 0 0 1 2 1 2 0 7 1 0 1 0 45
8 93 40 248 3 2 0 0 0 36 23 30 4 92 11 5 5 0 593
9 253 112 520 8 6 1 1 45 0 62 83 11 357 32 15 15 0 1521
10 69 30 275 2 2 0 0 12 27 0 22 3 97 9 4 6 0 557
11 317 142 657 10 8 2 1 57 125 40 0 14 448 40 19 20 0 1899
12 74 31 176 2 2 0 0 13 28 18 24 0 103 9 4 4 0 490
13 801 379 3114 25 21 4 3 141 328 197 509 35 0 105 50 69 0 5780
14 63 27 247 2 2 0 0 11 24 15 21 3 89 0 19 5 0 528
15 7 3 34 0 0 0 0 1 3 2 2 0 10 5 0 1 0 68
16 60 18 110 1 1 0 0 5 17 7 18 2 89 6 3 0 0 336
17 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 5762 1554 9123 142 113 23 16 627 1698 696 1715 197 8022 572 287 336 0 30884
2020 Light Vehicles (pcu) (PM Peak)
2020 Heavy Vehicles (pcu) (PM Peak)
2020 All Vehicles (pcu) (PM Peak)
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 31
Figure 8.8: 2030 Trip Matrices (AM Peak)
Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Total
1 0 345 1577 6 19 2 4 98 185 73 193 99 1020 64 100 77 87 3949
2 180 0 650 2 6 1 1 32 61 24 64 32 168 21 33 26 29 1330
3 1686 533 0 9 29 3 6 151 286 113 299 152 3150 99 155 136 153 6960
4 13 16 91 0 1 0 0 5 9 3 9 5 47 3 5 4 5 216
5 16 10 57 0 0 0 0 3 5 2 6 3 30 2 3 3 3 143
6 3 2 11 0 0 0 0 1 1 0 1 1 6 0 1 1 1 29
7 1 1 5 0 0 0 0 0 0 0 0 0 2 0 0 0 0 9
8 101 64 366 1 4 0 1 0 34 14 36 18 189 12 19 18 20 897
9 249 157 449 3 9 1 2 45 0 33 88 45 465 29 46 33 37 1691
10 68 43 245 1 2 0 1 12 23 0 24 12 127 8 12 12 13 603
11 229 144 413 3 8 1 2 41 78 15 0 41 427 27 42 30 34 1535
12 35 22 125 0 1 0 0 6 12 5 12 0 65 4 6 6 7 306
13 781 494 2820 9 27 3 6 140 265 105 554 141 0 91 144 114 128 5822
14 57 36 206 1 2 0 0 10 19 8 20 10 106 0 52 11 12 550
15 71 45 258 1 2 0 1 13 24 10 25 13 134 42 0 13 15 667
16 71 39 149 1 2 0 1 11 21 8 27 12 121 8 13 0 0 484
17 80 44 167 1 3 0 1 13 23 9 31 13 136 9 14 0 0 544
Total 3641 1995 7589 38 115 11 26 581 1046 422 1389 597 6193 419 645 484 544 25735
Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Total
1 0 47 365 3 3 0 1 4 20 11 57 4 97 10 3 38 43 706
2 17 0 186 1 1 0 1 2 9 5 26 2 45 5 1 18 21 340
3 367 48 0 3 3 0 1 4 20 11 58 4 998 11 3 92 106 1729
4 1 1 8 0 0 0 0 0 0 0 1 0 1 0 0 1 1 14
5 1 2 20 0 0 0 0 0 1 0 2 0 3 0 0 2 2 33
6 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2
7 1 1 8 0 0 0 0 0 0 0 1 0 1 0 0 1 1 14
8 2 3 24 0 0 0 0 0 1 1 4 0 6 1 0 3 3 48
9 11 14 118 1 1 0 0 1 0 3 17 1 29 3 1 12 14 226
10 3 4 26 0 0 0 0 0 2 0 5 0 31 1 0 4 5 81
11 19 25 211 2 2 0 1 2 11 6 0 2 51 6 2 20 23 383
12 2 3 22 0 0 0 0 0 1 1 3 0 6 1 0 2 3 44
13 78 115 986 8 8 1 3 10 48 3 137 11 0 25 7 86 99 1625
14 4 5 63 0 0 0 0 0 2 1 6 0 11 0 2 6 7 107
15 2 3 36 0 0 0 0 0 1 1 4 0 6 3 0 3 4 63
16 30 16 124 1 1 0 0 1 7 2 19 2 77 4 1 0 0 285
17 35 19 143 1 1 0 1 2 8 3 22 2 89 5 1 0 0 332
Total 573 306 2342 20 20 1 8 26 131 48 362 28 1451 75 21 288 332 6032
Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Total
1 0 392 1942 9 22 2 5 102 205 84 250 103 1117 74 103 115 130 4655
2 197 0 836 3 7 1 2 34 70 29 90 34 213 26 34 44 50 1670
3 2053 581 0 12 32 3 7 155 306 124 357 156 4148 110 158 228 259 8689
4 14 17 99 0 1 0 0 5 9 3 10 5 48 3 5 5 6 230
5 17 12 77 0 0 0 0 3 6 2 8 3 33 2 3 5 5 176
6 3 2 13 0 0 0 0 1 1 0 1 1 6 0 1 1 1 31
7 2 2 13 0 0 0 0 0 0 0 1 0 3 0 0 1 1 23
8 103 67 390 1 4 0 1 0 35 15 40 18 195 13 19 21 23 945
9 260 171 567 4 10 1 2 46 0 36 105 46 494 32 47 45 51 1917
10 71 47 271 1 2 0 1 12 25 0 29 12 158 9 12 16 18 684
11 248 169 624 5 10 1 3 43 89 21 0 43 478 33 44 50 57 1918
12 37 25 147 0 1 0 0 6 13 6 15 0 71 5 6 8 10 350
13 859 609 3806 17 35 4 9 150 313 108 691 152 0 116 151 200 227 7447
14 61 41 269 1 2 0 0 10 21 9 26 10 117 0 54 17 19 657
15 73 48 294 1 2 0 1 13 25 11 29 13 140 45 0 16 19 730
16 101 55 273 2 3 0 1 12 28 10 46 14 198 12 14 0 0 769
17 115 63 310 2 4 0 2 15 31 12 53 15 225 14 15 0 0 876
Total 4214 2301 9931 58 135 12 34 607 1177 470 1751 625 7644 494 666 772 876 31767
2030 All Vehicles (pcu) (AM Peak)
2030 Light Vehicles (AM Peak)
2030 Heavy Vehicles (pcu) (AM Peak)
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 32
Figure 8.9: 2030 Trip Matrices (Inter-peak)
Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Total
1 0 344 1854 11 21 4 2 95 228 124 197 38 900 69 59 38 42 4026
2 223 0 800 4 8 2 1 36 86 47 74 14 170 26 22 15 16 1543
3 2223 324 0 20 40 8 3 135 430 141 371 71 3394 130 111 72 79 7554
4 4 5 38 0 0 0 0 1 3 2 3 1 13 1 1 1 1 74
5 17 10 76 0 0 0 0 3 7 4 6 1 26 2 2 1 2 156
6 3 2 15 0 0 0 0 1 1 1 1 0 5 0 0 0 0 31
7 1 1 6 0 0 0 0 0 1 0 0 0 2 0 0 0 0 13
8 74 43 213 1 3 1 0 0 28 15 25 5 112 9 7 5 6 547
9 184 107 413 3 7 1 1 29 0 39 61 12 281 22 18 11 13 1203
10 56 33 135 1 2 0 0 9 22 0 19 4 86 7 6 4 4 387
11 196 115 441 4 7 1 1 31 76 21 0 13 300 23 20 12 13 1272
12 44 26 198 1 2 0 0 7 17 9 15 0 67 5 4 4 4 405
13 696 406 2813 13 25 5 2 112 269 146 464 44 0 82 70 50 55 5252
14 49 28 218 1 2 0 0 8 19 10 16 3 74 0 24 4 5 463
15 38 22 170 1 1 0 0 6 15 8 13 2 58 22 0 5 4 365
16 37 14 72 1 1 0 0 5 12 6 12 2 53 4 3 0 0 222
17 41 16 79 1 1 0 0 5 13 6 14 2 59 4 4 0 0 245
Total 3887 1497 7543 61 120 24 10 482 1226 578 1290 211 5601 406 352 224 245 23756
Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Total
1 0 67 509 1 4 1 1 4 55 21 81 5 115 15 7 47 54 985
2 23 0 190 0 1 0 0 1 19 7 28 2 40 5 3 17 19 356
3 630 62 0 1 3 0 1 3 51 19 75 5 1073 14 7 102 118 2164
4 0 0 4 0 0 0 0 0 0 0 0 0 1 0 0 0 0 7
5 1 1 13 0 0 0 0 0 1 0 1 0 2 0 0 1 1 22
6 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4
7 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4
8 2 2 25 0 0 0 0 0 2 1 3 0 4 0 0 2 2 44
9 16 16 132 0 1 0 0 1 0 5 19 1 28 4 2 12 14 252
10 3 3 26 0 0 0 0 0 3 0 4 0 17 1 0 3 4 65
11 28 28 226 0 1 0 0 1 23 9 0 2 47 6 3 20 23 417
12 2 2 25 0 0 0 0 0 2 1 3 0 4 0 0 2 2 44
13 82 90 710 1 5 1 1 5 73 3 108 7 0 20 10 59 68 1242
14 5 5 54 0 0 0 0 0 4 1 6 0 8 0 3 4 5 95
15 2 2 21 0 0 0 0 0 1 1 2 0 3 2 0 2 2 39
16 42 15 102 0 1 0 0 1 12 4 17 1 70 4 2 0 0 271
17 48 17 117 0 1 0 0 1 14 4 20 1 81 4 2 0 0 312
Total 885 310 2159 5 18 3 5 18 261 75 367 26 1492 77 39 271 312 6322
Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Total
1 0 411 2363 12 25 5 3 98 283 144 277 43 1015 84 66 85 96 5011
2 246 0 990 4 9 2 1 37 105 54 102 16 210 31 25 32 36 1899
3 2853 387 0 21 43 8 4 139 481 160 445 76 4467 144 118 174 197 9718
4 5 5 42 0 0 0 0 1 4 2 3 1 14 1 1 1 1 81
5 18 11 89 0 0 0 0 3 7 4 7 1 28 2 2 3 3 178
6 4 2 17 0 0 0 0 1 1 1 1 0 5 0 0 0 1 35
7 2 1 8 0 0 0 0 0 1 0 1 0 2 0 0 0 0 16
8 76 45 238 1 3 1 0 0 30 16 27 5 116 9 8 7 8 591
9 200 124 546 4 7 1 1 30 0 44 81 13 309 25 20 23 26 1454
10 60 36 162 1 2 0 0 9 24 0 23 4 103 7 6 7 8 452
11 224 142 666 4 9 2 1 33 98 29 0 15 347 29 23 32 36 1689
12 46 28 224 1 2 0 0 7 19 10 17 0 71 6 5 6 7 448
13 778 496 3523 14 30 6 3 116 343 149 572 51 0 102 79 109 123 6494
14 53 33 272 1 2 0 0 8 23 12 22 3 82 0 27 9 10 558
15 40 24 191 1 1 0 0 6 16 8 15 3 61 24 0 7 6 403
16 79 29 174 1 2 0 0 5 24 9 30 3 124 8 5 0 0 493
17 89 33 197 1 2 0 0 6 27 10 34 4 140 8 6 0 0 557
Total 4772 1807 9702 66 138 27 15 501 1486 653 1657 237 7092 483 390 495 557 30078
2030 Light Vehicles (pcu) (Inter-peak)
2030 Heavy Vehicles (pcu) (Inter-peak)
2030 All Vehicles (pcu) (Inter-peak)
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 33
Figure 8.10: 2030 Trip Matrices (PM Peak)
Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Total
1 0 354 2490 27 20 4 3 155 321 207 272 37 1184 102 49 93 103 5421
2 321 0 943 10 8 2 1 59 122 78 103 14 224 39 18 34 38 2014
3 3578 374 0 57 43 8 6 145 678 44 575 79 5001 216 103 193 214 11313
4 4 4 33 0 0 0 0 2 3 2 3 0 13 1 1 1 1 69
5 18 8 66 1 0 0 0 3 7 4 6 1 25 2 1 3 3 148
6 2 1 7 0 0 0 0 0 1 0 1 0 3 0 0 0 0 15
7 5 2 19 0 0 0 0 1 2 1 2 0 7 1 0 1 1 41
8 100 42 256 3 2 0 0 0 38 25 32 4 98 12 6 11 12 644
9 267 112 490 9 6 1 1 49 0 65 86 12 373 32 15 27 30 1575
10 72 30 266 2 2 0 0 13 27 0 23 3 101 9 4 10 11 575
11 332 139 611 11 8 2 1 61 126 41 0 15 465 40 19 33 37 1939
12 80 33 180 3 2 0 0 15 30 19 26 0 111 10 5 9 10 532
13 816 342 2813 26 19 4 3 150 310 200 525 36 0 98 47 96 106 5591
14 67 28 247 2 2 0 0 12 25 16 22 3 94 0 19 10 11 559
15 6 3 24 0 0 0 0 1 2 2 2 0 9 4 0 1 1 56
16 101 26 150 3 2 0 0 12 30 13 30 4 137 10 5 0 0 521
17 111 29 166 3 2 0 0 13 33 14 33 4 151 11 6 0 0 577
Total 5881 1527 8760 157 116 23 15 692 1756 732 1740 213 7995 587 297 521 577 31588
Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Total
1 0 45 336 1 2 1 1 2 30 10 19 2 69 10 5 52 60 641
2 12 0 123 0 1 0 0 1 9 3 6 0 22 3 1 18 20 220
3 406 44 0 1 2 1 1 2 29 9 99 2 718 10 4 130 149 1604
4 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4
5 1 1 8 0 0 0 0 0 0 0 0 0 1 0 0 1 1 13
6 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4
7 0 0 5 0 0 0 0 0 0 0 0 0 1 0 0 1 1 9
8 1 1 13 0 0 0 0 0 1 0 0 0 2 0 0 2 2 22
9 8 9 70 0 0 0 0 0 0 2 4 0 15 2 1 11 13 136
10 2 2 31 0 0 0 0 0 2 0 1 0 4 1 0 4 5 52
11 12 14 96 0 1 0 0 1 9 3 0 0 21 3 1 16 18 197
12 1 1 10 0 0 0 0 0 1 0 0 0 1 0 0 1 2 18
13 51 65 530 1 3 1 1 3 44 14 27 2 0 15 7 75 86 923
14 1 2 20 0 0 0 0 0 1 0 1 0 2 0 1 3 3 35
15 1 1 12 0 0 0 0 0 1 0 0 0 1 1 0 2 2 21
16 49 18 123 0 1 0 0 1 12 4 15 1 84 5 2 0 0 315
17 56 21 141 0 1 0 0 1 14 5 18 1 96 5 2 0 0 362
Total 601 224 1523 3 11 3 3 11 154 50 190 8 1037 56 25 315 362 4577
Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Total
1 0 399 2825 28 22 5 3 157 351 217 291 39 1253 112 53 144 162 6062
2 333 0 1066 10 8 2 1 60 131 81 109 15 246 42 20 52 59 2234
3 3983 418 0 58 45 9 6 147 707 53 674 80 5718 226 107 323 363 12918
4 5 4 36 0 0 0 0 2 4 2 3 0 13 1 1 2 2 73
5 19 8 74 1 0 0 0 3 7 5 6 1 26 2 1 4 4 161
6 2 1 9 0 0 0 0 0 1 0 1 0 3 0 0 1 1 19
7 5 3 24 0 0 0 0 1 2 1 2 0 8 1 0 1 2 50
8 101 43 269 3 2 0 0 0 39 25 33 4 100 12 6 13 14 666
9 275 121 560 9 7 1 1 49 0 67 90 12 387 34 16 38 42 1711
10 74 33 297 2 2 0 0 13 29 0 24 3 105 9 4 14 16 627
11 344 153 707 11 9 2 1 62 135 44 0 15 486 43 20 49 55 2136
12 80 34 190 3 2 0 0 15 31 20 26 0 112 10 5 11 12 550
13 868 407 3344 27 22 5 3 153 353 214 552 38 0 113 53 170 191 6514
14 69 30 267 2 2 0 0 12 27 17 22 3 96 0 20 12 14 593
15 7 4 36 0 0 0 0 1 3 2 2 0 11 5 0 3 3 77
16 149 44 273 3 3 1 0 13 42 17 45 4 220 15 7 0 0 836
17 167 50 307 3 3 1 1 14 48 19 51 5 248 16 8 0 0 939
Total 6482 1751 10283 160 127 26 18 703 1910 782 1930 221 9031 643 323 836 939 36165
2030 Light Vehicles (pcu) (PM Peak)
2030 Heavy Vehicles (pcu) (PM Peak)
2030 All Vehicles (pcu) (PM Peak)
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 34
Figures 8.11 and 8.12 show the forecast 2020 and 2030 ‘Do Minimum’ modelled flows for the
PLRTM. The ‘Do Minimum’ scenario reflects the 2015 base modelled flows and traffic growth to
2020 and 2030 levels.
Figure 8.11: 2020 ‘Do Minimum’ Modelled Flows
A580 A580 East Lancs Rd A580 East Lancs Rd
East Lancs Rd A580
East Lancs Rd
A49
Warrington Rd
Southworth Rd
New Link Rd
A49
M6
2 Way Hourly Flows
2020 Do Minium
AM 750
IP 750
PM 750
M62 M62
Newton Rd
Newton Rd
A49
Newton Rd
Winwick Link Rd
A49
12000
1196013240
480
340610
680
490690
790
450710
740
480760
0
00
650
540630
690
550650
650
540630
0
00
590
430470
630
450780
2810
35503430
11140
1100012520
1220
13301860
1220
13301860
1340
13201980
Par
ksid
e R
d
Pa
rksi
de
Rd
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 35
Table 8.12: 2030 ‘Do Minimum’ Modelled Flows
A580 A580 East Lancs Rd A580 East Lancs Rd
East Lancs Rd A580
East Lancs Rd
A49
Warrington Rd
Southworth Rd
New Link Rd
A49
M6
2 Way Hourly Flows
2030 Do Minium
AM 750
IP 750
PM 750
M62 M62
Newton Rd
Newton Rd
A49
Newton Rd
Winwick Link Rd
A49
12870
1342014520
570
480850
940
7101000
980
7201120
860
820780
0
00
820
680910
650
700930
820
680910
0
00
590
420240
860
7401200
2950
36403680
12160
1233014270
1754
17901980
1240
11201260
1240
13621810
Par
ksid
e R
d
Pa
rksi
de
Rd
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 36
9. PARKSIDE LINK ROAD SCHEME ASSIGNMENT (DO
SOMETHING)
The ‘Do Something’ network has been developed by editing the ‘Do Minimum’ network to
incorporate the Parkside Link Road and new junctions as part of the scheme.
The 2020 and 2030 matrices were assigned to the ‘Do Something’ network to produce the ‘Do
Something’ assignments which are presented in Tables 9.1 and 9.2.
Table 9.1: 2020 ‘Do Something’ Modelled Flows
A580 A580 East Lancs Rd A580 East Lancs Rd
East Lancs Rd A580
East Lancs Rd
A49
Warrington Rd
Southworth Rd
New Link Rd
A49
M6
2 Way Hourly Flows
2020 Do Something
AM 750
IP 750
PM 750
M62 M62
Newton Rd
Newton Rd
A49
Newton Rd
Winwick Link Rd
A49
11550
1154012670
770
310630
1010
760830
920
770910
700
350580
370
450400
750
580580
373
110190
700
710550
930
1040750
700
550570
490
480510
2860
35503630
11180
1096012530
2120
23602820
1560
13302090
1460
13302130
Par
ksid
e R
d
Par
ksid
e R
d
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 37
Table 9.2: 2030 ‘Do Something’ Modelled Flows
It can be seen that the scheme provides an attractive additional route through the local highway
network. As such it attracts high levels of additional traffic that accesses the development sites
and reroutes from congested links.
Generally, the link between Parkside Road and Winwick Lane carries around double the traffic
volumes as the link between A49 and Parkside Road. This is as a result of traffic reassigning
between the main north-south routes to filter across to junction 22 of M6 in order to access the
strategic highway network.
Between A49 and Parkside Road, some of this rerouting is taking place along Southworth Road,
so this section of the Parkside Link Road attracts less overall traffic.
A580 A580 East Lancs Rd A580 East Lancs Rd
East Lancs Rd A580
East Lancs Rd
A49
Warrington Rd
Southworth Rd
New Link Rd
A49
M6
2 Way Hourly Flows
2030 Do Something
AM 750
IP 750
PM 750
Newton Rd
Newton Rd
M62 M62
Newton Rd
A49
A49
Winwick Link Rd
12530
1290013850
880
530800
1020
8001060
1030
8101060
810
520750
600
420570
630
820590
580
420480
1030
10001024
1190
9501070
770
640700
610
520670
3040
37303850
12207
1227014250
1790
23002700
1230
13501780
1330
13602030
Par
ksid
e R
d
Pa
rksi
de
Rd
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT 38
10. CONCLUSION
The Parkside Link Road model is well validated and suitable for assessing the impact of the
development proposals and the new scheme. It gives a good comparison between observed
traffic counts and modelled data and is suitable for this stage of scheme appraisal.
Moving forward to further detailed scheme development, the model will require additional
information from LCRTM and the Highways England Northwest Regional model to enable a more
robust model to be prepared for future appraisal.
The output from the SATURN modelling process has been included as input to the traffic
economic appraisal of the Parkside Link Road scheme.
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT
APPENDIX 1
TURNING COUNT SURVEY SUMMARY
Turning Count Summary
Traffic Count 1SITE 1M62 J94 Arm RoundaboutSignalised
ARMA A49 Newton Road NB M62 WC A49 Winwick RoadD M62 E
LIGHTS HEAVIES
AM PEAK AM PEAK08:00-09:00 A B C D ORIG 08:00-0A B C DA 0 419 815 125 1359 A 0 46 32 10 88B 546 0 322 138 1006 B 51 0 22 22 95C 495 335 0 264 1094 C 43 28 0 57 128D 236 0 584 0 820 D 11 0 57 0 68DEST 1277 754 1721 527 4279 105 74 111 89 379
INTER PEAK INTER PEAK09:00-17:00 A B C D 09:00-1A B C DA 0 362 668 125 1154 A 0 38 37 11 86B 360 0 240 13 613 B 27 0 25 2 55C 569 260 0 416 1245 C 25 27 0 73 126D 181 3 339 1 525 D 15 1 57 1 74
1110 625 1247 556 3537 67 67 120 88 341
PM PEAK PM PEAK17:00-18:00 A B C D 17:00-1A B C DA 0 532 592 106 1230 A 0 11 24 1 36B 566 0 334 6 906 B 8 0 12 0 20C 814 425 0 446 1685 C 23 14 0 30 67D 326 0 388 3 717 D 16 0 44 1 61
1706 957 1314 561 4538 47 25 80 32 184
Appendix 1 - Traffic Count Survey Summary.xlsx
NDC for Curtins
Turning Count Summary
Traffic Count 1SITE 2A49 Newton Road / Winwick Park Avenue / Winwick Link Road4 Arm RoundaboutSignalised
ARMA A49 Newton Road NB Winwick Park AvenueC A49 Newton Road SD Winwick Link Road
LIGHTS HEAVIES
AM PEAK AM PEAK08:00-09:00 A B C D ORIG 08:00-09:00 A B C DA 0 12 547 165 724 A 0 1 22 16 39B 71 0 32 50 153 B 2 0 2 0 4C 668 10 0 771 1449 C 29 7 0 74 110D 66 10 601 4 681 D 2 0 56 1 59DEST 805 32 1180 990 3007 33 8 80 91 212
INTER PEAK INTER PEAK09:00-17:00 A B C D 09:00-17:00 A B C DA 1 15 530 64 610 A 0 1 25 4 29B 19 0 20 10 48 B 1 0 2 0 2C 566 23 0 419 1007 C 27 1 0 35 62D 67 12 511 4 594 D 5 0 61 2 68
652 51 1060 496 2258 33 2 87 41 162
PM PEAK PM PEAK17:00-18:00 A B C D 17:00-18:00 A B C DA 12 40 536 87 675 A 0 0 7 1 8B 19 0 21 6 46 B 0 0 0 0 0C 1044 71 0 580 1695 C 26 0 0 21 47D 154 24 610 9 797 D 6 0 29 0 35
1229 135 1167 682 3213 32 0 36 22 90
Appendix 1 - Traffic Count Survey Summary.xlsx
NDC for Curtins
JOB NO / NAMEDATE 2007
SURVEY TYPETurning Count Summary
Traffic Count 1SITE 3M6 J224 Arm RoundaboutPriority
ARMA M6 NB Winwick Link Road NC M6 SD A679 Winwick Lane S
LIGHTS HEAVIES
AM PEAK AM PEAK08:00-09:00 A B C D ORIG 08:00-09:00 A B C DA 0 460 0 106 566 A 0 37 0 3 40B 493 0 492 226 1211 B 53 0 23 23 99C 0 64 0 224 288 C 0 2 0 36 38D 78 319 523 0 920 D 3 16 51 0 70DEST 571 843 1015 556 2985 56 55 74 62 247
INTER PEAK INTER PEAK09:00-17:00 A B C D 09:00-17:00 A B C DA 0 342 0 26 368 A 0 42 0 2 44B 298 0 79 172 549 B 23 0 6 11 40C 0 66 0 253 320 C 0 7 0 43 50D 60 243 220 0 522 D 5 20 35 0 60
358 650 299 451 1758 28 69 41 57 194
PM PEAK PM PEAK17:00-18:00 A B C D 17:00-18:00 A B C DA 0 460 0 37 497 A 0 24 0 1 25B 601 0 65 140 806 B 18 0 2 1 21C 0 102 0 259 361 C 0 5 0 11 16D 210 301 284 0 795 D 2 7 17 0 26
811 863 349 436 2459 20 36 19 13 88
Appendix 1 - Traffic Count Survey Summary.xlsx
NDC for
Turning Count Summary
Traffic Count 1SITE 4Delph Lane Retail Park Access3 ArmSignal
ARMA A49 Newton Road NB Delph LaneC A49 Newton Road S
LIGHTS HEAVIES
AM PEAK AM PEAK08:00-09:00 A B C ORIG 08:00-09:00 A B CA 0 63 1148 1211 A 0 5 73 78B 343 0 236 579 B 10 0 13 23C 1091 175 0 1266 C 100 3 0 103DEST 1434 238 1384 3056 110 8 86 204
INTER PEAK INTER PEAK09:00-17:00 A B C 09:00-17:00 A B CA 0 94 964 1058 A 0 8 80 87B 113 0 173 286 B 7 0 6 13C 904 199 0 1103 C 56 7 0 64
1017 293 1137 2447 63 15 86 163
PM PEAK PM PEAK17:00-18:00 A B C 17:00-18:00 A B CA 0 74 1097 1171 A 0 4 34 38B 161 0 122 283 B 3 0 3 6C 1531 182 0 1713 C 43 5 0 48
1692 256 1219 3167 46 9 37 92
Appendix 1 - Traffic Count Survey Summary.xlsx - Site 4NDC forCurtins
Turning Count Summary
Traffic Count 1SITE 6A49 / Hermitage Green Lane3 ArmPriority
ARMA A49 Winwick Road B Hermitage Green LaneC A49 Newton Road
LIGHTS HEAVIES
AM PEAK AM PEAK08:00-09:00 A B C ORIG 08:00-09:00 A B CA 0 373 31 404 A 0 20 0 20B 259 0 2 261 B 15 0 0 15C 1 1 0 2 C 0 0 0 0DEST 260 374 33 667 15 20 0 35
INTER PEAK INTER PEAK09:00-17:00 A B C 09:00-17:00 A B CA 0 245 4 249 A 0 19 0 19B 309 0 1 310 B 22 0 0 22C 3 1 0 3 C 0 0 0 0
311 246 5 563 22 19 0 41
PM PEAK PM PEAK17:00-18:00 A B C 17:00-18:00 A B CA 0 250 5 255 A 0 2 0 2B 743 0 9 752 B 17 0 0 17C 18 2 0 20 C 0 0 0 0
761 252 14 1027 17 2 0 19
Appendix 1 - Traffic Count Survey Summary.xlsx - Site 6NDC forCurtins
Turning Count Summary
Traffic Count 1SITE 7A49 Newton Road / Hollins Lane3 ArmSignalised
ARMA A49 Newton Road NB Hollins LaneC A49 Newton Road S
LIGHTS HEAVIES
AM PEAK AM PEAK08:00-09:00 A B C ORIG 08:00-09:00 A B CA 0 108 267 375 A 0 0 22 22B 42 0 331 373 B 2 0 10 12C 203 248 0 451 C 14 8 0 22DEST 245 356 598 1199 16 8 32 56
INTER PEAK INTER PEAK09:00-17:00 A B C 09:00-17:00 A B CA 0 40 217 257 A 0 2 17 19B 46 0 178 223 B 2 0 4 6C 241 148 0 389 C 21 4 0 25
287 189 395 870 23 6 21 50
PM PEAK PM PEAK17:00-18:00 A B C 17:00-18:00 A B CA 0 81 208 289 A 0 0 2 2B 134 0 222 356 B 0 0 2 2C 562 258 0 820 C 23 3 0 26
696 339 430 1465 23 3 4 30
Appendix 1 - Traffic Count Survey Summary.xlsx - Site 7NDC forCurtins
Turning Count Summary
Traffic Count 1SITE 9Golborne Road / Myddleton Lane3 ArmPriority
ARMA Golborne Road NB Golborne Road SC Myddleton Lane
LIGHTS HEAVIES
AM PEAK AM PEAK08:00-09:00 A B C ORIG 08:00-09:00 A B CA 0 226 99 325 A 0 4 2 6B 110 0 589 699 B 1 0 12 13C 67 199 0 266 C 0 5 0 5DEST 177 425 688 1290 1 9 14 24
INTER PEAK INTER PEAK09:00-17:00 A B C 09:00-17:00 A B CA 0 136 39 174 A 0 4 1 5B 174 0 248 421 B 5 0 6 11C 65 244 0 309 C 1 7 0 8
239 380 287 905 7 11 7 24
PM PEAK PM PEAK17:00-18:00 A B C 17:00-18:00 A B CA 0 136 60 196 A 0 0 0 0B 341 0 341 682 B 3 0 4 7C 146 323 0 469 C 0 4 0 4
487 459 401 1347 3 4 4 11
Appendix 1 - Traffic Count Survey Summary.xlsx - Site 9NDC forCurtins
Turning Count Summary
Traffic Count 1SITE 11Parkside Road / Barrow Lane3 ArmPriority
ARMA Parkside Road NB Parkside Road SC Barrow Lane
LIGHTS HEAVIES
AM PEAK AM PEAK08:00-09:00 A B C ORIG 08:00-09:00 A B CA 0 299 0 299 A 0 3 0 3B 168 0 0 168 B 2 0 0 2C 0 0 0 0 C 0 0 0 0DEST 168 299 0 467 2 3 0 5
INTER PEAK INTER PEAK09:00-17:00 A B C 09:00-17:00 A B CA 0 147 1 148 A 0 4 0 4B 188 0 1 188 B 6 0 0 6C 1 1 0 1 C 0 0 0 0
189 147 1 337 6 4 0 10
PM PEAK PM PEAK17:00-18:00 A B C 17:00-18:00 A B CA 0 179 2 181 A 0 0 0 0B 362 0 1 363 B 3 0 0 3C 0 0 0 0 C 0 0 0 0
362 179 3 544 3 0 0 3
Appendix 1 - Traffic Count Survey Summary.xlsx - Site 11NDC forCurtins
Turning Count Summary
Traffic Count 1SITE 14A49/Crow Lane East3 Arm RoundaboutPriority
ARMA A49 Ashton RoadB Crow Lane C A49 High Street
LIGHTS HEAVIES
AM PEAK AM PEAK08:00-09:00 A B C ORIG 08:00-09:00 A B CA 0 138 283 421 A 0 16 8 24B 168 0 293 461 B 17 0 23 40C 288 224 6 518 C 2 11 0 13DEST 456 362 582 1400 19 27 31 77
INTER PEAK INTER PEAK09:00-17:00 A B C 09:00-17:00 A B CA 1 104 155 260 A 0 13 4 16B 120 1 247 368 B 16 0 16 33C 165 234 6 405 C 6 17 0 23
287 338 409 1034 22 30 20 72
PM PEAK PM PEAK17:00-18:00 A B C 17:00-18:00 A B CA 0 146 322 468 A 0 6 3 9B 148 0 330 478 B 7 0 3 10C 277 359 10 646 C 2 14 0 16
425 505 662 1592 9 20 6 35
Appendix 1 - Traffic Count Survey Summary.xlsx - Site 14NDC forCurtins
Turning Count Summary
Traffic Count 2Site 15A573/A5804 Arm RoundaboutPriority
ARMA A573 Bridge StreetB A580 East Lancashire Road WC A573 Warrington Road SD A580 East Lancashire Road E
LIGHTS HEAVIES
AM PEAK AM PEAK08:00-09:00 A B C D ORIG 08:00-09:00 A B C DA 0 304 146 155 605 A 0 14 4 7 25B 79 50 54 854 1037 B 10 5 3 103 121C 151 14 0 28 193 C 3 1 0 1 5D 47 986 48 1 1082 D 6 129 0 0 135DEST 277 1354 248 1038 2917 19 149 7 111 286
INTER PEAK INTER PEAK09:00-17:00 A B C D 09:00-17:00 A B C DA 0 188 115 115 419 A 0 16 3 8 27B 94 19 19 686 818 B 13 1 1 112 126C 131 11 0 19 161 C 3 1 0 1 5D 94 720 35 1 848 D 7 111 0 0 118
318 938 169 820 2245 23 128 4 121 276
PM PEAK PM PEAK17:00-18:00 A B C D 17:00-18:00 A B C DA 0 302 142 179 623 A 0 4 1 3 8B 52 8 13 961 1034 B 6 0 1 58 65C 195 11 0 21 227 C 0 0 0 1 1D 128 1079 29 0 1236 D 6 52 0 0 58
375 1400 184 1161 3120 12 56 2 62 132
Appendix 1 - Traffic Count Survey Summary.xlsx - Site 15NDC for
Client
Turning Count Summary
Traffic Count 2Site 16A580 / Church Lane4 Arm Signal
ARMA B5207 Church Lane NB A580 East Lancashire Road WC B5207 Church Lane SD A580 East Lancashire Road E
LIGHTS HEAVIES
AM PEAK AM PEAK08:00-09:00 A B C D ORIG 08:00-09:00 A B C DA 0 28 147 71 246 A 0 1 7 9 17B 48 0 171 1030 1249 B 1 0 5 103 109C 86 64 0 5 155 C 3 3 0 0 6D 101 813 130 0 1044 D 3 118 1 0 122DEST 235 905 448 1106 2694 7 122 13 112 254
INTER PEAK INTER PEAK09:00-17:00 A B C D 09:00-17:00 A B C DA 0 19 115 154 288 A 0 1 6 11 18B 28 0 59 724 811 B 1 0 4 103 108C 136 58 0 2 196 C 8 5 0 0 13D 148 714 6 0 868 D 12 109 1 0 121
311 791 180 880 2162 21 114 11 114 260
PM PEAK PM PEAK17:00-18:00 A B C D 17:00-18:00 A B C DA 0 21 103 160 284 A 0 0 2 5 7B 79 0 81 1165 1325 B 1 0 4 56 61C 223 54 0 3 280 C 3 0 0 1 4D 268 1093 4 0 1365 D 2 56 0 0 58
570 1168 188 1328 3254 6 56 6 62 130
Appendix 1 - Traffic Count Survey Summary.xlsx - Site 16NDC forCurtins
Turning Count Summary
Traffic Count 2Site 17A580 / A5724 Arm Signal
ARMA A572 Newton Road NB A580 East Lancashire Road WC A572 Newton Road SD A580 East Lancashire Road E
LIGHTS HEAVIES
AM PEAK AM PEAK08:00-09:00 A B C D ORIG 08:00-09:00 A B C DA 0 216 203 9 428 A 0 10 21 1 32B 210 0 1 896 1107 B 8 0 0 105 113C 140 6 0 294 440 C 9 0 0 25 34D 16 830 491 0 1337 D 0 108 37 0 145DEST 366 1052 695 1199 3312 17 118 58 131 324
INTER PEAK INTER PEAK09:00-17:00 A B C D 09:00-17:00 A B C DA 0 161 147 24 331 A 0 12 11 2 24B 167 0 0 708 876 B 14 0 0 101 115C 189 17 0 343 550 C 12 1 0 39 52D 30 687 356 0 1072 D 3 106 41 0 150
387 865 503 1075 2829 29 119 52 142 341
PM PEAK PM PEAK17:00-18:00 A B C D 17:00-18:00 A B C DA 0 202 170 28 400 A 0 6 5 1 12B 294 0 0 1043 1337 B 7 0 0 54 61C 276 14 0 426 716 C 11 0 0 13 24D 60 1143 504 0 1707 D 0 50 16 0 66
630 1359 674 1497 4160 18 56 21 68 163
Appendix 1 - Traffic Count Survey Summary.xlsx - Site 17NDC forCurtins
Turning Count Summary
Traffic Count 2Site 18B5207/A5724 Arm StaggeredSignal
ARMA B5207 Church LaneB A572 Newton Road SC B5207 Kenyon LaneD A572 Newton Road N
LIGHTS HEAVIES
AM PEAK AM PEAK08:00-09:00 A B C D ORIG 08:00-09:00 A B C DA 0 170 283 3 456 A 0 8 4 0 12B 43 0 86 351 480 B 2 0 5 31 38C 108 24 0 86 218 C 4 6 0 6 16D 1 545 146 0 692 D 0 60 2 0 62DEST 152 739 515 440 1846 6 74 11 37 128
INTER PEAK INTER PEAK09:00-17:00 A B C D 09:00-17:00 A B C DA 0 82 88 10 180 A 0 7 4 0 11B 64 0 30 440 533 B 7 0 2 48 58C 130 35 0 96 260 C 5 3 0 4 12D 3 438 58 0 498 D 0 48 4 0 52
196 555 176 545 1472 13 58 10 52 133
PM PEAK PM PEAK17:00-18:00 A B C D 17:00-18:00 A B C DA 0 74 104 11 189 A 0 2 2 0 4B 74 0 20 490 584 B 3 0 1 23 27C 207 28 0 205 440 C 1 2 0 1 4D 1 592 59 0 652 D 1 22 0 0 23
282 694 183 706 1865 5 26 3 24 58
Appendix 1 - Traffic Count Survey Summary.xlsx - Site 18NDC forCurtins
Turning Count Summary
Traffic Count 2SITE 44: M6(J23)Slip Road (NW Arm) /Lodge Lane (NE Arm) /A580 East Lancashire Road (East Arm) /M6(J23)Slip Road (SE Arm) /Lodge Lane (SW Arm) /A580 East Lancashire Road (West Arm) /Shell Access 7 Arm Motorway JunctionSignalised
ARMA M6(J23)Slip Road (NW Arm) B Lodge Lane (NE Arm) C A580 East Lancashire Road (East Arm) D M6(J23)Slip Road (SE Arm) E Lodge Lane (SW Arm) F A580 East Lancashire Road (West Arm) G Shell Access
LIGHTS HEAVIES
AM PEAK AM PEAK08:00-09:00 A B C D E F G ORIG 08:00‐09:00 A B C D E F GA 0 91 388 4 102 11 0 596 A 0 5 30 0 7 3 0 45
B 14 0 162 186 67 9 2 440 B 1 0 6 15 1 1 0 24
C 382 155 5 130 50 657 22 1401 C 47 2 0 36 10 65 2 162
D 33 146 121 5 102 316 4 727 D 3 13 12 0 14 61 1 104
E 158 54 57 23 0 120 9 421 E 12 2 9 2 0 9 2 36
F 16 31 655 391 105 0 0 1198 F 9 5 65 93 3 0 0 175
G 28 12 3 23 3 4 0 73 G 5 0 2 6 1 0 0 14
DEST 631 489 1391 762 429 1117 37 4856 77 27 124 152 36 139 5 560
INTER PEAK INTER PEAK09:00‐17:00 09:00‐17:00 A B C D E F GA 0 65 456 6 109 60 4 699 A 0 7 51 0 5 4 2 69
B 17 0 122 140 42 26 3 350 B 4 0 6 18 2 1 0 30
C 365 126 4 110 33 488 14 1139 C 34 4 0 17 4 52 2 112
D 17 175 178 6 48 460 8 892 D 2 11 14 0 10 91 3 130
E 92 62 52 34 0 157 8 405 E 9 1 7 2 0 12 0 31
F 40 48 503 272 98 0 0 962 F 11 4 60 68 6 0 1 150
G 22 9 12 15 1 7 0 65 G 2 1 0 3 0 4 0 10
553 486 1326 582 331 1198 37 4512 62 27 138 107 27 163 8 531
PM PEAK PM PEAK17:00-18:00 A B C D E F G 17:00‐18:00 A B C D E F GA 0 73 540 6 135 108 3 865 A 0 7 28 0 7 5 1 48
B 38 0 151 191 74 27 4 485 B 0 0 1 8 0 1 0 10
C 500 141 4 148 47 734 5 1579 C 27 6 0 12 0 42 0 87
D 23 263 418 8 86 661 15 1474 D 1 16 21 0 5 63 0 106
E 109 96 52 37 0 253 11 558 E 2 1 3 0 0 6 0 12
F 48 60 650 248 113 0 1 1120 F 1 2 48 34 4 0 0 89
G 22 18 23 18 0 4 0 85 G 2 0 1 1 0 1 0 5
740 651 1838 656 455 1787 39 6166 33 32 102 55 16 118 1 357
Turning Count Summary
Traffic Count 2SITE 88 : A49 Mill Lane (North Arm) /Alfred St /A49 Mill Lane (South Arm)3 ArmPriority
ARMA A49 Mill Lane (North Arm) B Alfred St C A49 Mill Lane (South Arm)
LIGHTS HEAVIES
AM PEAK AM PEAK08:00-09:00 A B C ORIG 08:00-09:00 A B CA 17 499 516 A 2 33 35
B 5 3 8 B 1 3 4
C 369 5 374 C 16 1 17
DEST 374 22 502 898 17 3 36 56
INTER PEAK INTER PEAK09:00‐17:00 09:00‐17:00A 15 342 358 A 2 20 21
B 16 7 23 B 0 0 1
C 484 9 493 C 28 0 28
500 24 349 874 28 2 20 50
PM PEAK PM PEAK17:00-18:00 A B C 17:00-18:00 A B CA 7 332 339 A 1 4 5
B 16 12 28 B 1 1 2
C 839 6 845 C 23 0 23
855 13 344 1212 24 1 5 30
PARKSIDE LINK ROAD
TRAFFIC MODELLING REPORT
APPENDIX 2
TRICS DATA
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 1
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
Calculation Reference: AUDIT-727701-170424-0449
TRIP RATE CALCULATION SELECTION PARAMETERS:
Land Use : 02 - EMPLOYMENT
Category : F - WAREHOUSING (COMMERCIAL)
VEHICLES
Selected regions and areas:
01 GREATER LONDON
HO HOUNSLOW 2 days
04 EAST ANGLIA
SF SUFFOLK 1 days
05 EAST MIDLANDS
LN LINCOLNSHIRE 1 days
09 NORTH
TW TYNE & WEAR 1 days
This section displays the number of survey days per TRICS® sub-region in the selected set
Secondary Filtering selection:
This data displays the chosen trip rate parameter and its selected range. Only sites that fall within the parameter range
are included in the trip rate calculation.
Parameter: Gross floor area
Actual Range: 13500 to 32300 (units: sqm)
Range Selected by User: 5000 to 80066 (units: sqm)
Public Transport Provision:
Selection by: Include all surveys
Date Range: 01/01/09 to 23/11/16
This data displays the range of survey dates selected. Only surveys that were conducted within this date range are
included in the trip rate calculation.
Selected survey days:
Monday 1 days
Wednesday 1 days
Thursday 2 days
Friday 1 days
This data displays the number of selected surveys by day of the week.
Selected survey types:
Manual count 5 days
Directional ATC Count 0 days
This data displays the number of manual classified surveys and the number of unclassified ATC surveys, the total adding
up to the overall number of surveys in the selected set. Manual surveys are undertaken using staff, whilst ATC surveys are
undertaking using machines.
Selected Locations:
Suburban Area (PPS6 Out of Centre) 3
Edge of Town 2
This data displays the number of surveys per main location category within the selected set. The main location categories
consist of Free Standing, Edge of Town, Suburban Area, Neighbourhood Centre, Edge of Town Centre, Town Centre and
Not Known.
Selected Location Sub Categories:
Industrial Zone 4
No Sub Category 1
This data displays the number of surveys per location sub-category within the selected set. The location sub-categories
consist of Commercial Zone, Industrial Zone, Development Zone, Residential Zone, Retail Zone, Built-Up Zone, Village, Out
of Town, High Street and No Sub Category.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 2
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
Secondary Filtering selection:
Use Class:
B 8 5 days
This data displays the number of surveys per Use Class classification within the selected set. The Use Classes Order 2005
has been used for this purpose, which can be found within the Library module of TRICS®.
Population within 1 mile:
1,001 to 5,000 2 days
10,001 to 15,000 1 days
20,001 to 25,000 1 days
25,001 to 50,000 1 days
This data displays the number of selected surveys within stated 1-mile radii of population.
Population within 5 miles:
5,001 to 25,000 1 days
25,001 to 50,000 1 days
250,001 to 500,000 1 days
500,001 or More 2 days
This data displays the number of selected surveys within stated 5-mile radii of population.
Car ownership within 5 miles:
0.6 to 1.0 1 days
1.1 to 1.5 4 days
This data displays the number of selected surveys within stated ranges of average cars owned per residential dwelling,
within a radius of 5-miles of selected survey sites.
Travel Plan:
Yes 2 days
No 3 days
This data displays the number of surveys within the selected set that were undertaken at sites with Travel Plans in place,
and the number of surveys that were undertaken at sites without Travel Plans.
PTAL Rating:
No PTAL Present 3 days
1b Very poor 2 days
This data displays the number of selected surveys with PTAL Ratings.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 3
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
LIST OF SITES relevant to selection parameters
1 HO-02-F-01 LOGISTICS AND FREIGHT HOUNSLOW
ASCOT ROAD
FELTHAM
Suburban Area (PPS6 Out of Centre)
Industrial Zone
Total Gross floor area: 1 3 5 0 0 sqm
Survey date: WEDNESDAY 23/11/16 Survey Type: MANUAL
2 HO-02-F-02 LOGISTICS AND FREIGHT HOUNSLOW
ASCOT ROAD
FELTHAM
Suburban Area (PPS6 Out of Centre)
Industrial Zone
Total Gross floor area: 1 3 5 0 0 sqm
Survey date: THURSDAY 11/09/14 Survey Type: MANUAL
3 LN-02-F-01 BOOK SERVICE LINCOLNSHIRE
TRENT ROAD
GRANTHAM
Edge of Town
No Sub Category
Total Gross floor area: 3 2 3 0 0 sqm
Survey date: MONDAY 29/11/10 Survey Type: MANUAL
4 SF-02-F-02 WAREHOUSING SUFFOLK
WALTON ROAD
FELIXSTOWE
Suburban Area (PPS6 Out of Centre)
Industrial Zone
Total Gross floor area: 2 2 2 7 0 sqm
Survey date: THURSDAY 11/07/13 Survey Type: MANUAL
5 TW-02-F-01 ASDA DISTRIBUTION CENTRE TYNE & WEAR
MANDARIN WAY
PATTISON IND. ESTATE
WASHINGTON
Edge of Town
Industrial Zone
Total Gross floor area: 3 1 0 0 0 sqm
Survey date: FRIDAY 13/11/15 Survey Type: MANUAL
This section provides a list of all survey sites and days in the selected set. For each individual survey site, it displays a
unique site reference code and site address, the selected trip rate calculation parameter and its value, the day of the week
and date of each survey, and whether the survey was a manual classified count or an ATC count.
MANUALLY DESELECTED SITES
Site Ref Reason for Deselection
AN-02-F-02 Northern Ireland. Not a representative location.
GA-02-F-01 Ireland. Not a representative location.
LU-02-F-01 Ireland. Not a representative location.
WR-02-F-01 None representative location
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 4
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
Trip Rates for Key Periods Trips per 100 sqm GFA
Period Inbound Outbound Total
0800-0900 0.214 0.048 0.262
1700-1800 0.075 0.205 0.280
TRIP RATE for Land Use 02 - EMPLOYMENT/F - WAREHOUSING (COMMERCIAL)
VEHICLES
Calculation factor: 100 sqm
BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS
No. Ave. Trip No. Ave. Trip No. Ave. Trip
Time Range Days GFA Rate Days GFA Rate Days GFA Rate
00:00 - 00:30
00:30 - 01:00
01:00 - 01:30
01:30 - 02:00
02:00 - 02:30
02:30 - 03:00
03:00 - 03:30
03:30 - 04:00
04:00 - 04:30
04:30 - 05:00
1 22270 0.013 1 22270 0.018 1 22270 0.03105:00 - 05:30
1 22270 0.004 1 22270 0.022 1 22270 0.02605:30 - 06:00
1 22270 0.018 1 22270 0.022 1 22270 0.04006:00 - 06:30
1 22270 0.040 1 22270 0.040 1 22270 0.08006:30 - 07:00
5 22514 0.042 5 22514 0.020 5 22514 0.06207:00 - 07:30
5 22514 0.082 5 22514 0.021 5 22514 0.10307:30 - 08:00
5 22514 0.091 5 22514 0.020 5 22514 0.11108:00 - 08:30
5 22514 0.123 5 22514 0.028 5 22514 0.15108:30 - 09:00
5 22514 0.066 5 22514 0.016 5 22514 0.08209:00 - 09:30
5 22514 0.030 5 22514 0.026 5 22514 0.05609:30 - 10:00
5 22514 0.032 5 22514 0.026 5 22514 0.05810:00 - 10:30
5 22514 0.019 5 22514 0.023 5 22514 0.04210:30 - 11:00
5 22514 0.024 5 22514 0.028 5 22514 0.05211:00 - 11:30
5 22514 0.033 5 22514 0.028 5 22514 0.06111:30 - 12:00
5 22514 0.038 5 22514 0.060 5 22514 0.09812:00 - 12:30
5 22514 0.036 5 22514 0.038 5 22514 0.07412:30 - 13:00
5 22514 0.070 5 22514 0.050 5 22514 0.12013:00 - 13:30
5 22514 0.054 5 22514 0.026 5 22514 0.08013:30 - 14:00
5 22514 0.035 5 22514 0.040 5 22514 0.07514:00 - 14:30
5 22514 0.021 5 22514 0.028 5 22514 0.04914:30 - 15:00
5 22514 0.032 5 22514 0.040 5 22514 0.07215:00 - 15:30
5 22514 0.034 5 22514 0.033 5 22514 0.06715:30 - 16:00
5 22514 0.028 5 22514 0.052 5 22514 0.08016:00 - 16:30
5 22514 0.028 5 22514 0.059 5 22514 0.08716:30 - 17:00
5 22514 0.028 5 22514 0.066 5 22514 0.09417:00 - 17:30
5 22514 0.047 5 22514 0.139 5 22514 0.18617:30 - 18:00
5 22514 0.033 5 22514 0.081 5 22514 0.11418:00 - 18:30
5 22514 0.018 5 22514 0.044 5 22514 0.06218:30 - 19:00
1 22270 0.027 1 22270 0.013 1 22270 0.04019:00 - 19:30
1 22270 0.009 1 22270 0.018 1 22270 0.02719:30 - 20:00
1 22270 0.004 1 22270 0.018 1 22270 0.02220:00 - 20:30
1 22270 0.009 1 22270 0.013 1 22270 0.02220:30 - 21:00
1 22270 0.018 1 22270 0.009 1 22270 0.02721:00 - 21:30
1 22270 0.013 1 22270 0.009 1 22270 0.02221:30 - 22:00
22:00 - 22:30
22:30 - 23:00
23:00 - 23:30
23:30 - 24:00
Total Rates: 1.199 1.174 2.373
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just
above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus
departures). Within each of these main columns are three sub-columns. These display the number of survey days where
count data is included (per time period), the average value of the selected trip rate calculation parameter (per time
period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of
the table.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 5
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days
that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals
(whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated
time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated
calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip
rates are then rounded to 3 decimal places.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 6
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
Parameter summary
Trip rate parameter range selected: 13500 - 32300 (units: sqm)
Survey date date range: 01/01/09 - 23/11/16
Number of weekdays (Monday-Friday): 5
Number of Saturdays: 0
Number of Sundays: 0
Surveys automatically removed from selection: 0
Surveys manually removed from selection: 4
This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate
calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum
survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of
surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of
the standard filtering procedure are displayed.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 7
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are
displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time
period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected
direction is shown at the top of the graph.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 8
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are
displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time
period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected
direction is shown at the top of the graph.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 9
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are
displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time
period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected
direction is shown at the top of the graph.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 10
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
TRIP RATE for Land Use 02 - EMPLOYMENT/F - WAREHOUSING (COMMERCIAL)
TAXIS
Calculation factor: 100 sqm
BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS
No. Ave. Trip No. Ave. Trip No. Ave. Trip
Time Range Days GFA Rate Days GFA Rate Days GFA Rate
00:00 - 00:30
00:30 - 01:00
01:00 - 01:30
01:30 - 02:00
02:00 - 02:30
02:30 - 03:00
03:00 - 03:30
03:30 - 04:00
04:00 - 04:30
04:30 - 05:00
1 22270 0.000 1 22270 0.000 1 22270 0.00005:00 - 05:30
1 22270 0.000 1 22270 0.000 1 22270 0.00005:30 - 06:00
1 22270 0.000 1 22270 0.000 1 22270 0.00006:00 - 06:30
1 22270 0.000 1 22270 0.000 1 22270 0.00006:30 - 07:00
5 22514 0.000 5 22514 0.000 5 22514 0.00007:00 - 07:30
5 22514 0.000 5 22514 0.000 5 22514 0.00007:30 - 08:00
5 22514 0.000 5 22514 0.000 5 22514 0.00008:00 - 08:30
5 22514 0.001 5 22514 0.001 5 22514 0.00208:30 - 09:00
5 22514 0.001 5 22514 0.001 5 22514 0.00209:00 - 09:30
5 22514 0.000 5 22514 0.000 5 22514 0.00009:30 - 10:00
5 22514 0.000 5 22514 0.000 5 22514 0.00010:00 - 10:30
5 22514 0.000 5 22514 0.000 5 22514 0.00010:30 - 11:00
5 22514 0.000 5 22514 0.000 5 22514 0.00011:00 - 11:30
5 22514 0.000 5 22514 0.000 5 22514 0.00011:30 - 12:00
5 22514 0.000 5 22514 0.000 5 22514 0.00012:00 - 12:30
5 22514 0.000 5 22514 0.000 5 22514 0.00012:30 - 13:00
5 22514 0.000 5 22514 0.000 5 22514 0.00013:00 - 13:30
5 22514 0.000 5 22514 0.000 5 22514 0.00013:30 - 14:00
5 22514 0.000 5 22514 0.000 5 22514 0.00014:00 - 14:30
5 22514 0.000 5 22514 0.000 5 22514 0.00014:30 - 15:00
5 22514 0.000 5 22514 0.000 5 22514 0.00015:00 - 15:30
5 22514 0.000 5 22514 0.000 5 22514 0.00015:30 - 16:00
5 22514 0.000 5 22514 0.000 5 22514 0.00016:00 - 16:30
5 22514 0.001 5 22514 0.001 5 22514 0.00216:30 - 17:00
5 22514 0.000 5 22514 0.000 5 22514 0.00017:00 - 17:30
5 22514 0.000 5 22514 0.000 5 22514 0.00017:30 - 18:00
5 22514 0.000 5 22514 0.000 5 22514 0.00018:00 - 18:30
5 22514 0.001 5 22514 0.001 5 22514 0.00218:30 - 19:00
1 22270 0.000 1 22270 0.000 1 22270 0.00019:00 - 19:30
1 22270 0.000 1 22270 0.000 1 22270 0.00019:30 - 20:00
1 22270 0.000 1 22270 0.000 1 22270 0.00020:00 - 20:30
1 22270 0.000 1 22270 0.000 1 22270 0.00020:30 - 21:00
1 22270 0.000 1 22270 0.000 1 22270 0.00021:00 - 21:30
1 22270 0.000 1 22270 0.000 1 22270 0.00021:30 - 22:00
22:00 - 22:30
22:30 - 23:00
23:00 - 23:30
23:30 - 24:00
Total Rates: 0.004 0.004 0.008
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just
above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus
departures). Within each of these main columns are three sub-columns. These display the number of survey days where
count data is included (per time period), the average value of the selected trip rate calculation parameter (per time
period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of
the table.
To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days
that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals
(whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated
time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated
calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip
rates are then rounded to 3 decimal places.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
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Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
Parameter summary
Trip rate parameter range selected: 13500 - 32300 (units: sqm)
Survey date date range: 01/01/09 - 23/11/16
Number of weekdays (Monday-Friday): 5
Number of Saturdays: 0
Number of Sundays: 0
Surveys automatically removed from selection: 0
Surveys manually removed from selection: 4
This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate
calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum
survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of
surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of
the standard filtering procedure are displayed.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 12
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are
displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time
period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected
direction is shown at the top of the graph.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 13
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are
displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time
period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected
direction is shown at the top of the graph.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 14
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are
displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time
period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected
direction is shown at the top of the graph.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 15
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
TRIP RATE for Land Use 02 - EMPLOYMENT/F - WAREHOUSING (COMMERCIAL)
OGVS
Calculation factor: 100 sqm
BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS
No. Ave. Trip No. Ave. Trip No. Ave. Trip
Time Range Days GFA Rate Days GFA Rate Days GFA Rate
00:00 - 00:30
00:30 - 01:00
01:00 - 01:30
01:30 - 02:00
02:00 - 02:30
02:30 - 03:00
03:00 - 03:30
03:30 - 04:00
04:00 - 04:30
04:30 - 05:00
1 22270 0.009 1 22270 0.018 1 22270 0.02705:00 - 05:30
1 22270 0.004 1 22270 0.022 1 22270 0.02605:30 - 06:00
1 22270 0.009 1 22270 0.022 1 22270 0.03106:00 - 06:30
1 22270 0.018 1 22270 0.040 1 22270 0.05806:30 - 07:00
5 22514 0.012 5 22514 0.012 5 22514 0.02407:00 - 07:30
5 22514 0.018 5 22514 0.016 5 22514 0.03407:30 - 08:00
5 22514 0.009 5 22514 0.011 5 22514 0.02008:00 - 08:30
5 22514 0.015 5 22514 0.018 5 22514 0.03308:30 - 09:00
5 22514 0.017 5 22514 0.009 5 22514 0.02609:00 - 09:30
5 22514 0.014 5 22514 0.018 5 22514 0.03209:30 - 10:00
5 22514 0.018 5 22514 0.014 5 22514 0.03210:00 - 10:30
5 22514 0.010 5 22514 0.013 5 22514 0.02310:30 - 11:00
5 22514 0.008 5 22514 0.007 5 22514 0.01511:00 - 11:30
5 22514 0.013 5 22514 0.007 5 22514 0.02011:30 - 12:00
5 22514 0.012 5 22514 0.011 5 22514 0.02312:00 - 12:30
5 22514 0.008 5 22514 0.012 5 22514 0.02012:30 - 13:00
5 22514 0.018 5 22514 0.013 5 22514 0.03113:00 - 13:30
5 22514 0.009 5 22514 0.011 5 22514 0.02013:30 - 14:00
5 22514 0.015 5 22514 0.010 5 22514 0.02514:00 - 14:30
5 22514 0.009 5 22514 0.010 5 22514 0.01914:30 - 15:00
5 22514 0.017 5 22514 0.016 5 22514 0.03315:00 - 15:30
5 22514 0.016 5 22514 0.009 5 22514 0.02515:30 - 16:00
5 22514 0.017 5 22514 0.013 5 22514 0.03016:00 - 16:30
5 22514 0.012 5 22514 0.013 5 22514 0.02516:30 - 17:00
5 22514 0.014 5 22514 0.015 5 22514 0.02917:00 - 17:30
5 22514 0.012 5 22514 0.017 5 22514 0.02917:30 - 18:00
5 22514 0.007 5 22514 0.005 5 22514 0.01218:00 - 18:30
5 22514 0.007 5 22514 0.010 5 22514 0.01718:30 - 19:00
1 22270 0.013 1 22270 0.013 1 22270 0.02619:00 - 19:30
1 22270 0.004 1 22270 0.009 1 22270 0.01319:30 - 20:00
1 22270 0.004 1 22270 0.018 1 22270 0.02220:00 - 20:30
1 22270 0.009 1 22270 0.009 1 22270 0.01820:30 - 21:00
1 22270 0.013 1 22270 0.004 1 22270 0.01721:00 - 21:30
1 22270 0.013 1 22270 0.000 1 22270 0.01321:30 - 22:00
22:00 - 22:30
22:30 - 23:00
23:00 - 23:30
23:30 - 24:00
Total Rates: 0.403 0.445 0.848
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just
above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus
departures). Within each of these main columns are three sub-columns. These display the number of survey days where
count data is included (per time period), the average value of the selected trip rate calculation parameter (per time
period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of
the table.
To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days
that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals
(whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated
time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated
calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip
rates are then rounded to 3 decimal places.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 16
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
Parameter summary
Trip rate parameter range selected: 13500 - 32300 (units: sqm)
Survey date date range: 01/01/09 - 23/11/16
Number of weekdays (Monday-Friday): 5
Number of Saturdays: 0
Number of Sundays: 0
Surveys automatically removed from selection: 0
Surveys manually removed from selection: 4
This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate
calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum
survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of
surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of
the standard filtering procedure are displayed.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 17
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are
displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time
period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected
direction is shown at the top of the graph.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 18
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are
displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time
period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected
direction is shown at the top of the graph.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 19
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are
displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time
period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected
direction is shown at the top of the graph.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 20
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
TRIP RATE for Land Use 02 - EMPLOYMENT/F - WAREHOUSING (COMMERCIAL)
PSVS
Calculation factor: 100 sqm
BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS
No. Ave. Trip No. Ave. Trip No. Ave. Trip
Time Range Days GFA Rate Days GFA Rate Days GFA Rate
00:00 - 00:30
00:30 - 01:00
01:00 - 01:30
01:30 - 02:00
02:00 - 02:30
02:30 - 03:00
03:00 - 03:30
03:30 - 04:00
04:00 - 04:30
04:30 - 05:00
1 22270 0.000 1 22270 0.000 1 22270 0.00005:00 - 05:30
1 22270 0.000 1 22270 0.000 1 22270 0.00005:30 - 06:00
1 22270 0.000 1 22270 0.000 1 22270 0.00006:00 - 06:30
1 22270 0.000 1 22270 0.000 1 22270 0.00006:30 - 07:00
5 22514 0.000 5 22514 0.000 5 22514 0.00007:00 - 07:30
5 22514 0.000 5 22514 0.000 5 22514 0.00007:30 - 08:00
5 22514 0.000 5 22514 0.000 5 22514 0.00008:00 - 08:30
5 22514 0.000 5 22514 0.000 5 22514 0.00008:30 - 09:00
5 22514 0.000 5 22514 0.000 5 22514 0.00009:00 - 09:30
5 22514 0.000 5 22514 0.000 5 22514 0.00009:30 - 10:00
5 22514 0.000 5 22514 0.000 5 22514 0.00010:00 - 10:30
5 22514 0.000 5 22514 0.000 5 22514 0.00010:30 - 11:00
5 22514 0.000 5 22514 0.000 5 22514 0.00011:00 - 11:30
5 22514 0.000 5 22514 0.000 5 22514 0.00011:30 - 12:00
5 22514 0.000 5 22514 0.000 5 22514 0.00012:00 - 12:30
5 22514 0.000 5 22514 0.000 5 22514 0.00012:30 - 13:00
5 22514 0.000 5 22514 0.000 5 22514 0.00013:00 - 13:30
5 22514 0.000 5 22514 0.000 5 22514 0.00013:30 - 14:00
5 22514 0.000 5 22514 0.000 5 22514 0.00014:00 - 14:30
5 22514 0.000 5 22514 0.000 5 22514 0.00014:30 - 15:00
5 22514 0.000 5 22514 0.000 5 22514 0.00015:00 - 15:30
5 22514 0.000 5 22514 0.000 5 22514 0.00015:30 - 16:00
5 22514 0.000 5 22514 0.000 5 22514 0.00016:00 - 16:30
5 22514 0.000 5 22514 0.000 5 22514 0.00016:30 - 17:00
5 22514 0.000 5 22514 0.000 5 22514 0.00017:00 - 17:30
5 22514 0.001 5 22514 0.000 5 22514 0.00117:30 - 18:00
5 22514 0.000 5 22514 0.001 5 22514 0.00118:00 - 18:30
5 22514 0.000 5 22514 0.000 5 22514 0.00018:30 - 19:00
1 22270 0.000 1 22270 0.000 1 22270 0.00019:00 - 19:30
1 22270 0.000 1 22270 0.000 1 22270 0.00019:30 - 20:00
1 22270 0.000 1 22270 0.000 1 22270 0.00020:00 - 20:30
1 22270 0.000 1 22270 0.000 1 22270 0.00020:30 - 21:00
1 22270 0.000 1 22270 0.000 1 22270 0.00021:00 - 21:30
1 22270 0.000 1 22270 0.000 1 22270 0.00021:30 - 22:00
22:00 - 22:30
22:30 - 23:00
23:00 - 23:30
23:30 - 24:00
Total Rates: 0.001 0.001 0.002
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just
above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus
departures). Within each of these main columns are three sub-columns. These display the number of survey days where
count data is included (per time period), the average value of the selected trip rate calculation parameter (per time
period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of
the table.
To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days
that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals
(whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated
time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated
calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip
rates are then rounded to 3 decimal places.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
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Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
Parameter summary
Trip rate parameter range selected: 13500 - 32300 (units: sqm)
Survey date date range: 01/01/09 - 23/11/16
Number of weekdays (Monday-Friday): 5
Number of Saturdays: 0
Number of Sundays: 0
Surveys automatically removed from selection: 0
Surveys manually removed from selection: 4
This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate
calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum
survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of
surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of
the standard filtering procedure are displayed.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 22
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are
displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time
period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected
direction is shown at the top of the graph.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 23
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are
displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time
period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected
direction is shown at the top of the graph.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 24
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are
displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time
period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected
direction is shown at the top of the graph.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 25
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
TRIP RATE for Land Use 02 - EMPLOYMENT/F - WAREHOUSING (COMMERCIAL)
CYCLISTS
Calculation factor: 100 sqm
BOLD print indicates peak (busiest) period
ARRIVALS DEPARTURES TOTALS
No. Ave. Trip No. Ave. Trip No. Ave. Trip
Time Range Days GFA Rate Days GFA Rate Days GFA Rate
00:00 - 00:30
00:30 - 01:00
01:00 - 01:30
01:30 - 02:00
02:00 - 02:30
02:30 - 03:00
03:00 - 03:30
03:30 - 04:00
04:00 - 04:30
04:30 - 05:00
1 22270 0.000 1 22270 0.000 1 22270 0.00005:00 - 05:30
1 22270 0.000 1 22270 0.000 1 22270 0.00005:30 - 06:00
1 22270 0.000 1 22270 0.000 1 22270 0.00006:00 - 06:30
1 22270 0.000 1 22270 0.000 1 22270 0.00006:30 - 07:00
5 22514 0.002 5 22514 0.000 5 22514 0.00207:00 - 07:30
5 22514 0.001 5 22514 0.000 5 22514 0.00107:30 - 08:00
5 22514 0.004 5 22514 0.000 5 22514 0.00408:00 - 08:30
5 22514 0.007 5 22514 0.000 5 22514 0.00708:30 - 09:00
5 22514 0.003 5 22514 0.000 5 22514 0.00309:00 - 09:30
5 22514 0.002 5 22514 0.000 5 22514 0.00209:30 - 10:00
5 22514 0.000 5 22514 0.000 5 22514 0.00010:00 - 10:30
5 22514 0.000 5 22514 0.000 5 22514 0.00010:30 - 11:00
5 22514 0.000 5 22514 0.000 5 22514 0.00011:00 - 11:30
5 22514 0.000 5 22514 0.001 5 22514 0.00111:30 - 12:00
5 22514 0.000 5 22514 0.001 5 22514 0.00112:00 - 12:30
5 22514 0.001 5 22514 0.000 5 22514 0.00112:30 - 13:00
5 22514 0.003 5 22514 0.001 5 22514 0.00413:00 - 13:30
5 22514 0.002 5 22514 0.001 5 22514 0.00313:30 - 14:00
5 22514 0.001 5 22514 0.002 5 22514 0.00314:00 - 14:30
5 22514 0.000 5 22514 0.002 5 22514 0.00214:30 - 15:00
5 22514 0.004 5 22514 0.001 5 22514 0.00515:00 - 15:30
5 22514 0.002 5 22514 0.002 5 22514 0.00415:30 - 16:00
5 22514 0.000 5 22514 0.002 5 22514 0.00216:00 - 16:30
5 22514 0.003 5 22514 0.002 5 22514 0.00516:30 - 17:00
5 22514 0.001 5 22514 0.004 5 22514 0.00517:00 - 17:30
5 22514 0.001 5 22514 0.010 5 22514 0.01117:30 - 18:00
5 22514 0.001 5 22514 0.007 5 22514 0.00818:00 - 18:30
5 22514 0.000 5 22514 0.002 5 22514 0.00218:30 - 19:00
1 22270 0.000 1 22270 0.000 1 22270 0.00019:00 - 19:30
1 22270 0.000 1 22270 0.000 1 22270 0.00019:30 - 20:00
1 22270 0.000 1 22270 0.000 1 22270 0.00020:00 - 20:30
1 22270 0.000 1 22270 0.000 1 22270 0.00020:30 - 21:00
1 22270 0.000 1 22270 0.000 1 22270 0.00021:00 - 21:30
1 22270 0.000 1 22270 0.000 1 22270 0.00021:30 - 22:00
22:00 - 22:30
22:30 - 23:00
23:00 - 23:30
23:30 - 24:00
Total Rates: 0.038 0.038 0.076
This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just
above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus
departures). Within each of these main columns are three sub-columns. These display the number of survey days where
count data is included (per time period), the average value of the selected trip rate calculation parameter (per time
period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of
the table.
To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days
that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals
(whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated
time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated
calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip
rates are then rounded to 3 decimal places.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 26
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
Parameter summary
Trip rate parameter range selected: 13500 - 32300 (units: sqm)
Survey date date range: 01/01/09 - 23/11/16
Number of weekdays (Monday-Friday): 5
Number of Saturdays: 0
Number of Sundays: 0
Surveys automatically removed from selection: 0
Surveys manually removed from selection: 4
This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate
calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum
survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of
surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of
the standard filtering procedure are displayed.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 27
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are
displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time
period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected
direction is shown at the top of the graph.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 28
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are
displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time
period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected
direction is shown at the top of the graph.
TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Monday 24/04/17
Page 29
Gifford LLP Ringwood Road Southampton SO40 7HT Licence No: 727701
This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are
displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time
period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected
direction is shown at the top of the graph.