PROPOSED DEVELOPMENT MURDISHAW AVENUE, RUNCORN … · 2016-10-07 · percentile trip rate 5-7...

PROPOSED DEVELOPMENT

MURDISHAW AVENUE, RUNCORN

TRANSPORT ASSESSMENT

PREPARED ON BEHALF OF:

ALDI STORES LIMITED

10 King Street

Newcastle under Lyme

ST5 1EL

Aldi Stores Limited Murdishaw Avenue Runcorn

Transport Assessment

CONTENTS

EXECUTIVE SUMMARY ................................................................................ 1

INTRODUCTION .................................................................... 3 1.0

THE DEVELOPMENT SITE ................................................... 6 2.0

THE PROPOSED DEVELOPMENT ......................................16 3.0

BASELINE TRAFFIC CONDITIONS .....................................22 4.0

DEVELOPMENT TRIP ATTRACTION, ASSIGNMENT AND 5.0DISTRIBUTION .....................................................................25

BASELINE ASSESSMENTS: OPERATIONAL 6.0PERFORMANCE OF THE LOCAL HIGHWAY NETWORK BASED ON THE EXISTING LAYOUT ..................................41

PROPOSED MITIGATION TO IMPROVE THE 7.0OPERATIONAL PERFORMANCE OF THE LOCAL HIGHWAY NETWORK ..........................................................45

SUMMARY AND CONCLUSIONS ........................................50 8.0

FIGURES

2-1 SITE LOCATION (IN TEXT)

2-2: WALKING CATCHMENT (IN TEXT)

2-3: CYCLING CATCHMENT (IN TEXT)

2-4 EXTRACT OF RUNCORN CYCLE MAP (IN TEXT)

4-1 2015 SURVEY TRAFFIC FLOWS

4-2 2021 BASE TRAFFIC FLOWS

5-1 NEW DEVELOPMENT TRIP DISTRIBUTION

5-2 NEW DEVELOPMENT TRIP ASSIGNMENT – AVERAGE TRIP

RATE

5-3 NEW DEVELOPMENT TRIP ASSIGNMENT – 85TH PERCENTILE

TRIP RATE

5-4 PASS BY DEVELOPMENT TRIP DISTRIBUTION

5-5 PASS BY DEVELOPMENT TRIP ASSIGNMENT – AVERAGE

TRIP RATE

5-6 PASS BY DEVELOPMENT TRIP ASSIGNMENT – 85TH

PERCENTILE TRIP RATE

5-7 DIVERTED DEVELOPMENT TRIP DISTRIBUTION

5-8 DIVERTED DEVELOPMENT TRIP ASSIGNMENT – AVERAGE

TRIP RATE



5-9 DIVERTED DEVELOPMENT TRIP ASSIGNMENT – 85TH


5-10 TRANSFER DEVELOPMENT TRIP DISTRIBUTION

5-11 TRANSFER DEVELOPMENT TRIP ASSIGNMENT – AVERAGE

TRIP RATE

5-12 TRANSFER DEVELOPMENT TRIP ASSIGNMENT – 85TH


5-13 TOTAL DEVELOPMENT TRIP ASSIGNMENT – AVERAGE TRIP

RATE

5-14 TOTAL DEVELOPMENT TRIP ASSIGNMENT – 85TH


5-15 2021 BASE PLUS DEVELOPMENT TRAFFIC FLOWS –

AVERAGE TRIP RATES

5-16 2021 BASE PLUS DEVELOPMENT TRAFFIC FLOWS – 85TH

PERCENTILE TRIP RATES

TABLES

2-1 BUS SERVICES AND HEADWAYS

4-1 GROWTH FACTORS – RUNCORN (00ET1)

5-1 DISCOUNT FOOD STORE VEHICULAR TRIP RATES PER 100

SQM GFA

5-2 PROPOSED FOOD STORE VEHICULAR TRIP ATTRACTION

5-3 FOODSTORE TRIP TYPES

5-4 VEHICLE TRIP ATTRACTION BY TRIP TYPE – AVERAGE TRIP

RATES

5-5 VEHICLE TRIP ATTRACTION BY TRIP TYPE – 85TH


5-6 PUB/ RESTAURANT TRIP RATES PER 100 SQM GFA

5-7 PUBLIC HOUSE VEHICULAR TRIP ATTRACTION

5-7 PUBLIC HOUSE VEHICLE TRIP ATTRACTION BY TRIP TYPE –

AVERAGE TRIP RATES

5-8 PUBLIC HOUSE VEHICLE TRIP ATTRACTION BY TRIP TYPE –

85TH PERCENTILE TRIP RATES

5-9 NON-FOOD RETAIL TRIP RATES PER 100 SQM GFA

5-10 NON FOOD RETAIL VEHICULAR TRIP ATTRACTION

5-11 NON FOOD RETAIL VEHICLE TRIP ATTRACTION BY TRIP

TYPE – AVERAGE TRIP RATES



5-12 NON-FOOD RETAIL VEHICLE TRIP ATTRACTION BY TRIP

TYPE – 85TH PERCENTILE TRIP RATES

5-13 TOTAL VEHICLE TRIP ATTRACTION BY TRIP TYPE –

AVERAGE TRIP RATES

5-14 TOTAL VEHICLE TRIP ATTRACTION BY TRIP TYPE – 85TH


6-1 MURDISHAW AVENUE/ SALTWOOD DRIVE – PICADY

RESULTS

6-2 MURDISHAW AVENUE/ NORTHWICH ROAD – PICADY

RESULTS

6-3 MURDISHAW AVENUE/ SOUTHERN EXPRESSWAY/ A533

CHESTER ROAD – ARCADY RESULTS

6-4 MURDISHAW AVENUE/ A56 CHESTER ROAD – PICADY

RESULTS

7-1 MURDISHAW AVENUE/ SALTWOOD DRIVE – PICADY

RESULTS

7-2 MURDISHAW AVENUE/ SITE ACCESS – PICADY RESULTS

7-3 MURDISHAW AVENUE/ NORTHWICH ROAD – PICADY

RESULTS

7-4 MURDISHAW AVENUE/ SOUTHERN EXPRESSWAY/ A533

CHESTER ROAD – ARCADY RESULTS

7-5 MURDISHAW AVENUE/ A56 CHESTER ROAD – PICADY

RESULTS

APPENDICES

A SITE LAYOUT

B GENERAL ACCESS ARRANGEMENT AND SWEPT PATH

AUTOTRACK ANALYSIS

C FRAMEWORK TRAVEL PLAN

D TRAFFIC COUNT DATA

E TEMPRO GROWTH FACTORS

F PERSONAL INJURY ACCIDENT DATA

G TRICS DATA

H MURDISHAW AVENUE/ SALTWOOD DRIVE – MODEL

OUTPUTS

I MURDISHAW AVENUE/ NORTHWICH ROAD – MODEL

OUTPUTS



J MURDISHAW AVENUE/ SOUTHERN EXPRESSWAY/ A533

CHESTER ROAD – MODEL OUTPUTS

K MURDISHAW AVENUE/ A56 CHESTER ROAD – MODEL

OUTPUTS

L MURDISHAW AVENUE/ SALTWOOD DRIVE – MODEL

OUTPUTS

M MURDISHAW AVENUE/ SITE ACCESS – MODEL OUTPUTS

N MURDISHAW AVENUE/ NORTHWICH ROAD – MODEL

OUTPUTS

O MURDISHAW AVENUE/ SOUTHERN EXPRESSWAY/ A533

CHESTER ROAD – MODEL OUTPUTS

P MURDISHAW AVENUE/ A56 CHESTER ROAD – MODEL

OUTPUTS

Aldi Stores Limited Murdishaw Avenue, Runcorn


235-01/TA01 1

EXECUTIVE SUMMARY

This Transport Assessment has been prepared by Cameron Rose Associates

on behalf of Aldi Stores Limited in order to examine the highway and

transportation issues associated with the proposed redevelopment of a site off

Murdishaw Avenue, Runcorn.

The proposed development scheme involves the demolition of the Halton

Arms Public House, demolition and relocation of the club house used by

Runcorn Linnets Football Club and the construction of a mixed use

development comprising a foodstore (Use Class A1) for Aldi Stores Limited; a

retail terrace comprising up to three retail units (Use Class A1/A2/A3/D1); a

family pub restaurant (Use Class A4); and associated car parking, access,

landscaping and servicing.

The proposed Aldi foodstore would be single storey with a gross external area

of 1,931 sqm. The proposed public house would have a gross external area

of 567 sqm. The proposed non-food retail units would have a total gross

external area of 409 sqm. This element of the site will be accessed off

Murdishaw Avenue.

The development will also provide 254 car parking spaces (including 13

accessible, 12 parent and child spaces, four staff and nine motorcycle parking

spaces); in addition to 21 cycle parking spaces across the site.

The proposed club house will be accessed off Stockham Lane. There will be

no vehicular through route to retail units and public house. The proposed club

house would be single storey with a gross external area of 381 sqm. The car

parking for the club house and associated facilities will be provided in the form

of an unmarked car park on the former shale pitch. As per the existing

arrangement the car parking will be marshalled on match days. The marshal

will direct all cars onto the former shale pitch in order to maximise capacity.

The development site is located on land to the east of Murdishaw Avenue and

to the north of the A533 Runcorn Expressway, in Runcorn a town within the

Borough of Halton. The site is situated to the north and west of the M56

Motorway.



235-01/TA01 2

The site is bounded to the north by Murdishaw Avenue and residential

properties beyond, Halton Sports Playing Fields to the east and Murdishaw

woods, to the south by the A533 Runcorn Expressway.

The proposed development site is currently occupied by the Halton Arms

public house and car parking associated with the club house used by the

Runcorn Linnets and Halton Baseball and Softball Clubs. Land use in the

immediate vicinity of the site is a mixture of residential and leisure.

The proposed development will provide local residents with a discount food

retail store, enhancing the areas existing food retail choices and reducing the

need to travel for food shopping. The development will also provide a new

family based public house, additional retail units and a replacement modern

club house for local sports clubs. The proposed development is within a

reasonable walking and cycling distance of residential areas.

Frequent bus services are accessible within an acceptable walking distance.

The development proposals will enhance connectivity to the store on foot and

by cycle.

The proposed scheme would influence travel behaviour by incorporating

facilities to encourage sustainable trip movements, including on site cycle

parking and changing and locker facilities for staff. A Framework Travel Plan

has been developed for the proposed store, which describes the strategy

through which initiatives will be adopted in order to encourage the use of

sustainable modes of transport to the site.

The report includes an assessment of the operational performance of the

local highway network, with the addition of development traffic. The

assessments demonstrate that the proposed development would not have a

material impact on the operational performance of the highway network.

The report concludes that there are no overriding reasons preventing the

Local Planning Authority from recognising that the development proposal is

acceptable with regard to the impact on the local highway network.



235-01/TA01 3

INTRODUCTION 1.0

1.1 Background

1.1.1 Cameron Rose Associates, on behalf of Aldi Stores Limited, have been asked

to provide transport planning and highways advice in order to examine the

highway and transportation issues associated with the proposed

development, on land off Murdishaw Avenue, Runcorn.

1.1.2 The proposed development scheme involves the demolition of the Halton

Arms Public House, demolition and relocation of the club house used by the

Runcorn Linnets and Halton Baseball and Softball Clubs and the construction

of a mixed use development comprising a foodstore (Use Class A1) for Aldi

Stores Limited; a retail terrace comprising up to three retail units (Use Class

A1/A2/A3/D1); a family pub restaurant (Use Class A4); and associated car

parking, access, landscaping and servicing.

1.1.3 The proposed Aldi foodstore would be single storey with a gross external area




Murdishaw Avenue.

1.1.4 The development will also provide 254 car parking spaces (including 13





235-01/TA01 4

1.1.5 The proposed club house will be accessed off Stockham Lane. There will be

no vehicular through route to retail units and public house. The proposed

club house would be single storey with a gross external area of 381 sqm.

The car parking for the club house and associated facilities will be provided in

the form of an unmarked car park on the former shale pitch. As per the

existing arrangement the car parking will be marshalled on match days. The

marshal will direct all cars onto the former shale pitch in order to maximise

capacity. This Transport Assessment has been prepared to support the

planning application for the proposed development and includes an analysis

of the existing transport provision within the vicinity of the site, including

sustainable transport facilities, traffic flows and the operation of the existing

highway network. This Assessment considers the adequacy of this existing

provision to accommodate the future demands associated with the application

proposals.

1.1.6 Details of the proposed pedestrian and vehicular access arrangements,

quantum of car and cycle parking and servicing arrangements are set out in

this report, together with a detailed assessment of the potential traffic impact

of the development proposals on the surrounding local highway network.

1.1.7 In order to accommodate the proposed development on the local highway

network a package of off-site highway works are proposed, which are detailed

in full within this document.

1.1.8 This Transport Assessment has been prepared to support the planning

application and has been developed in accordance with the now superseded

Department for Transports ‘Guidance on Transport Assessments’ (2007) and

gives due regard to the National Planning Practice Guidance ‘Transport

Evidence in Plan Making’ document.

1.1.9 This report concludes that with the proposed mitigation measures in place,

the development scheme can be accommodated without detriment to the

operational capacity or safety of the local highway network and that it can be

readily accessed by sustainable modes.

1.2 Structure

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



235-01/TA01 5

• Section 2.0 considers the location of the development site, the local

highway network and the existing infrastructure provision for

sustainable modes of transport;

• Section 3.0 sets out the details of the development proposals, site

access, parking provision and servicing arrangements;

• Section 4.0 presents the baseline conditions of the local highway

network;

• Section 5.0 deals with the potential trip attraction of the proposed

development considering the various trip types;

• Section 6.0 considers the operational performance of the local

highway network for a future assessment year, with and without the

development in operations;

• Section 7.0 considers the operational performance of the local

highway network with the package of off-site highway works proposed;

and

• Section 8.0 provides a summary and conclusion to the report derived

from the analysis presented in the above chapters.

1.2.2 The report has been prepared solely in connection with the proposed

development as stated above. As such, no responsibility is accepted to any

third party for all or any part of this report, or in connection with any other

development.



235-01/TA01 6

THE DEVELOPMENT SITE 2.0

2.1 Site Location and Surrounding Area

2.1.1 The development site is located on land to the east of Murdishaw Avenue and

to the north of the A533 Runcorn Expressway, in Runcorn a town within the

Borough of Halton. The site is situated to the north and west of the M56

Motorway.

2.1.2 The site is bounded to the north by Murdishaw Avenue and residential



2.1.3 The proposed development site is currently occupied by the Halton Arms

public house and car parking associated with the club house used by the

Runcorn Linnets and Halton Baseball and Softball Club. Land use in the


2.1.4 The location of the site in relation to the local highway network is illustrated in

Figure 2-1.



235-01/TA01 7

Figure 2-1: Site Location

2.1.5 The site is currently accessed by all modes via a priority controlled junction off

the Murdishaw Avenue, approximately 180 metres north of the junction with

the A533 Southern Expressway.

2.2 Local Highway Network

2.2.1 The Transport Assessment considers the following junctions.

• Murdishaw Avenue/ Saltwood Drive – three arm priority controlled

junction;

• Murdishaw Avenue/ Site Access – three arm priority controlled

junction;

• Murdishaw Avenue/ Northwich Road – three arm priority controlled

junction;



235-01/TA01 8

• Murdishaw Avenue/ Southern Expressway/ A533 Chester Road –

three arm roundabout junction; and

• Murdishaw Avenue/ A56 Chester Road – three arm priority controlled

junction.

2.2.2 Murdishaw Avenue is a single carriageway road subject to a 30 mph speed

limit. On the approach to the junction with the A533 Southern Expressway,

Murdishaw Avenue flares to a two lane approach. Footways are present on

the eastern side of the carriage with a grass verge separating them from the

carriageway. On the western side of the carriageway a grass verge is

present between the junction with the A533 Southern Expressway and

Saltwood Drive. To the north of Saltwood Drive a footway is present.

2.2.3 Traffic calming in the form of speed cushions is present along the length of

Murdishaw Avenue. There are no existing formal pedestrian crossing

facilities.

2.2.4 Northwich Road and Saltwood Drive are single carriageway roads subject to

a 20 mph speed limit. Both form priority controlled T-junctions with

Murdishaw Avenue.

2.3 Accessibility by Sustainable Modes

2.3.1 This section provides an appraisal of the existing sustainable transport

networks surrounding the proposed site, with due regard to the following:

• walking and cycling network; and

• public transport network.

Walking

2.3.2 The Institution of Highway and Transportation (IHT) document entitled

‘Guidance for Journeys of Foot’ (2000) suggests ‘acceptable’ walking

distances for different journey purposes. They suggest that walking distances

for pedestrians without mobility impairment, for commuting and education, are

up to 500 metres as a desirable distance, up to 1,000 metres as an

acceptable distance and 2,000 metres as the preferred maximum. The

document recognises that:



235-01/TA01 9

… that it is not always possible to achieve ideal results in all situations due to

site constrains, costs or other practicalities and that compromises must

sometimes, rightly, be made’.

2.3.3 The document goes on to advise that some 80% of walking journeys in urban

areas are less than 1.6 kilometres (1.0 mile) long and that the average length

is 1.0 kilometres (0.6 miles) and that this differs little by age or sex.

2.3.4 Figure 2-2 indicates a two kilometre walking catchment from the development

site. The catchment encompasses a large residential area including

Murdishaw, Brookvale and Palace Fields. This will make journeys on foot

between local residential areas and the site a viable option. The proximity of

these areas to the site also make commuter based walking trips to and from

the site a realistic option.

Figure 2-2: Walking Catchment

2.3.5 The walking catchment also encompasses a number of bus stops and

Runcorn East train station.



235-01/TA01 10

2.3.6 Footways are present on the eastern side of Murdishaw Avenue with a grass

verge separating them from the carriageway. On the western side of

Murdishaw Avenue a grass verge is present between the junction with the

A533 Southern Expressway and Saltwood Drive.

2.3.7 In general, all footways within the vicinity of the site are of good quality and

are of acceptable width, with dropped kerbs provided at crossing points. A

suitable level of street lighting is present throughout the area. Generally, the

pedestrian facilities encourage movement on foot within the vicinity of the

development site and provide adequate links to the nearest rail station

(Runcorn East) and the Brookvale bus stops, thus encouraging sustainable

travel to the proposed site.

2.4 Cycling

2.4.1 An acceptable cycle distance is considered to be up to five kilometres.

Although now superseded PPG13 notes that:

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

those under 5km and to form part of a longer journey by public transport.’

2.4.2 The Department for Transport (DfT) Local Transport Note 2/08 also states

that many utility cycle journeys are under three miles, although for

commuters, a trip distance of over five miles is not uncommon.

2.4.3 Figure 2-3 illustrates a five kilometre cycle catchment, which equates to

around a 25 minute journey, travelling at a leisurely cycle speed of 12

kilometres per hour. The catchment illustrates that the majority of Runcorn

and parts of Frodsham are accessible.

2.4.4 This catchment indicates that cycling could be seen as a viable form of

commutable transport for those working on-site and living in the surrounding

residential areas. Thus the location of the proposed development would

provide the opportunity for employees and visitors/ customers to access the

site by bicycle.



235-01/TA01 11

Figure 2-3: Cycling Catchment

2.4.5 An extract of the Runcorn cycle map is illustrated in Figure 2-4. The plan

illustrates cycle facilities/ routes present in the vicinity of the development site.

This includes National Cycle Network Route 562 to the south of the

development site, a route which connects Southport with Aston to the south of

Runcorn via Burscough, Wigan, St Helens and Widnes.



235-01/TA01 12

Figure 2-4: Extract of Runcorn Cycle Map

Public Transport

Bus Services

2.4.6 Guidance published by the Institute of Highways and Transportation ‘Planning

for Public Transport in Developments’ (1999) recommends that the maximum

walking distance to a bus stop should be 400 metres, equating to an

approximate five minute walk.



235-01/TA01 13

2.4.7 Bus stops are located within a 400 metre walking distance on Murdishaw

Avenue; however these stops are served by a limited service C76. The

Brookvale and Halton High bus stops, which are located approximately 500

metres from the development site, offer a more frequent bus service.

2.4.8 The Brookvale and Halton High bus stops are located on the segregated

busway transit system serving all parts of the town. The busway comprises

an exclusive bus track, in the form of a ‘figure-eight’, which serves residential

and industrial areas of the town and ‘crosses’ at the town centre. The

alignment of the route and the location of stops were designed so that 90% of

the working population were within a 500 metres of the nearest bus stop.

2.4.9 There are a considerable number of bus routes serving the development site

via these stops. These routes provide a good service to destinations

including Runcorn, Warrington, Widnes, Stockton and Liverpool. The routes

and frequencies of the bus services operating in close proximity of the site are

summarised in Table 2-1.



235-01/TA01 14

Table 2-1: Bus Services and Headways

Service Destination Bus Headways (minutes)

Mon – Fri Saturday Sunday

1 Runcorn Busway Circular clockwise, anti-clockwise

5 10 12

14A

Murdishaw – Runcorn – Widnes – Liverpool via Runcorn

Shopping Centre, Hough Green, Childwall, Wavertree

15 15 30

61/ 61A Widnes Prescott – Huyton –

Liverpool via Farnworth, Rainhill, Whiston, Wavertree

15 15 60

62

Warrington – Murdishaw – Runcorn – Widnes via Stockton

Heath, Runcorn Shopping Centre, Runcorn High St Bus

Station

30 30 60

62A

Warrington – Sci-Tech – Murdishaw – Runcorn –

Widnes via Stockton Heath, Sandymoor, Runcorn Shopping

Centre

30 30 60

66

One Service: Mondays - Moore - Widnes via Windmill Hill Avenue - Marina Village - Halton Hospital -

Runcorn Shopping Centre - Halton Village and Runcorn High Street

Tuesdays - Windmill Hill - Runcorn Shopping Centre - Moore - Northwich

Fridays - Moore - Stockton Heath - Warrington

- -

79C Murdishaw - Runcorn - Widnes -

Hough Green - Belle Vale - Liverpool

15 15 30

110 Murdishaw - Runcorn - Widnes -

Penketh - Warrington 20 20 30

200

Runcorn Station - Murdishaw - o2 - Daresbury Park - Sci-Tech

Daresbury - Manor Park - Runcorn East

30 - -

X1 Windmill Hill - Runcorn East -

Murdishaw - Runcorn Shopping Centre - Liverpool

30 30 1

Rail Services

2.4.10 The nearest railway station to the development site is Runcorn East Station,

which is located approximately 1.5 kilometres north of the development site.

Runcorn East railway station serves the eastern suburbs of Runcorn in

Cheshire and offers trains to Warrington and Manchester and to Chester and

North Wales.



235-01/TA01 15

2.4.11 The Institute of Highways and Transportation ‘Planning for Public Transport in

Developments’ (1999) recommends that the maximum walking distance to a

railway station is 800 metres. Although outside of the recommended walking

distance, it is considered that the railway station would be an acceptable

mode of travel for employees at the proposed store.

2.4.12 Runcorn East is served by the hourly Arriva Trains Wales service to

Manchester Piccadilly via Warrington Bank Quay. In the other direction

services run to Chester, with most trains continuing along the North Wales

Coast Line to Llandudno.

2.4.13 The Travel Plan for the Aldi foodstore would include measures to encourage

staff and customers to use public transport. A Framework Travel Plan is

included in Appendix C.

2.5 Summary

2.5.1 Overall it is evident that the site is accessible to pedestrians, cyclists and

users of public transport. The proposed development will include measures

to promote the use of such sustainable modes of transport.



235-01/TA01 16

THE PROPOSED DEVELOPMENT 3.0

3.1 Overview


Arms Public House, demolition and relocation of the club house and the

construction of a mixed use development comprising a foodstore (Use Class

A1) for Aldi Stores Limited; a retail terrace comprising up to three retail units

(Use Class A1/A2/A3/D1); a family pub restaurant with managers

accommodation (Use Class A4); and associated car parking, access,

landscaping and servicing.


Arms Public House, demolition and relocation of the club house used by the

Runcorn Linnets and Halton Baseball and Softball Clubs and the construction

of a mixed use development comprising a foodstore (Use Class A1) for Aldi

Stores Limited; a retail terrace comprising up to three retail units (Use Class

A1/A2/A3/D1); a family pub restaurant (Use Class A4); and associated car

parking, access, landscaping and servicing.



of 567 sqm to ground floor, with additional amenity and managers

accommodation at first floor. The proposed non-food retail units would have

a total gross external area of 409 sqm. This element of the site will be

accessed off Murdishaw Avenue.




3.1.5 The proposed site layout for the development is attached in Appendix A.



235-01/TA01 17

3.2 Proposed Means of Access

Vehicular Access

3.2.1 In terms of vehicular access to the development site, an existing priority

access is located off the eastern side of Murdishaw Avenue midway along the

site frontage. It is proposed that this access will be upgraded to provide

access to the site via a priority controlled T-junction with ghost island right

turn facility.

3.2.2 Access to the proposed club house will be via Stockham Lane.

Pedestrian Accessibility

3.2.3 Numerous pedestrian access points are proposed into the site from both

Murdishaw Avenue and Stockham Lane. These include access from

Murdishaw Avenue at a location adjacent to Saltwood Drive, to the north of

the proposed public house and adjacent to Northwich Road.

3.2.4 No vehicular through route is proposed between the retail/ leisure

development and the proposed club house. Pedestrian access will be

provided at several locations (three in total) as illustrated in the site layout

enclosed in Appendix A.

3.2.5 It is proposed that a pedestrian crossing point in the form of a raised

staggered zebra crossing should be provided on Murdishaw Avenue to the

south of the proposed site access and a pedestrian refuge on Murdishaw

Avenue to the south of Saltwood Drive.

Off Site Highway Works


network a package of off-site highway works are proposed. These include:

• widening of Murdishaw Avenue from its junction with Saltwood Drive

to its junction with the A533 Southern Expressway, to provide two

running lanes;



235-01/TA01 18

• alteration to the junction radii on the exit to Murdishaw Avenue at the

junction of the A533 Southern Expressway/ Murdishaw Avenue

roundabout. The purpose of which is to reduce speeds of vehicles

exiting the roundabout onto Murdishaw Avenue;

• provision of a raised staggered zebra crossing on Murdishaw Avenue

to the south of Northwich Road; and

• provision of pedestrian refuge on Murdishaw Avenue to the south of

Saltwood Drive.

3.2.7 The proposed site access arrangement and off-site highway works are

illustrated in drawing numbers 235-01/GA-01 Rev B, 235-01/GA-02 Rev B

and 235-01/GA-03 contained in Appendix B.

3.3 Accessibility Appraisal

3.3.1 As discussed earlier in the report, the proposal site offers a good level of

accessibility by sustainable modes of transport, namely by walking, cycling,

and public transport; for instance:

• The proposed development would provide a retail opportunity within a

reasonable walking and cycling distance of existing residential areas,

reducing the need for these residents to travel further for their food

shopping needs;

• Frequent bus services are accessible within an acceptable walking

distance. The use of public transport will be promoted through the

travel plan to employees at the site;

• The proposed scheme would incorporate facilities to encourage

sustainable trip movements, including the provision of pedestrian

crossing facilities, on site cycle parking and changing and locker

facilities for staff.



235-01/TA01 19

3.4 Parking

3.4.1 The proposed Aldi foodstore will include 152 car parking spaces (including

eight accessible, seven parent and child spaces and four staff parking

spaces); in addition to three motorcycle parking spaces and 12 cycle parking

spaces.

3.4.2 The proposed public house and three non-food retail units will include 102 car

parking spaces (including five accessible and five parent and child spaces); in

addition to six motorcycle parking spaces and nine cycle parking spaces.

3.4.3 Halton Borough Council’s parking standards, as set out in the UDP and state

that a minimum of 10% of total capacity should be allocated as accessible

spaces i.e. 25 spaces based on 254 car parking spaces. No less than half of

these spaces shall be signed as being for the exclusive use of disabled

people i.e. it is proposed to allocate 13 of the 25 accessible spaces for

disabled use.

3.5 Cycle Parking

3.5.1 Based upon the standards contained within the UDP, cycle parking provision

should be provided at a level of:

• A1 Shop - Food Retail - one space per 180 sqm Gross Floor Area;

• A3/ A4 Food & Drink –Pub/ Restaurant – one space per 50 sqm

public floor space; and

• A1 Shop – Non-Food Retail – one space per 200 sqm Gross Floor

Area.

This equates to a minimum cycle parking provision of 20 cycle parking

spaces.

3.5.2 Cycle parking for up to 21 bicycles will be provided at the development. The

level of parking proposed is anticipated to increase the attractiveness of

cycling as a mode of transport to customers and employees of the site.

Secure staff lockers will also be provided.



235-01/TA01 20

3.5.3 The location of cycle parking is illustrated in the site layout plan contained in

Appendix A. The cycle parking benefits from being under the building

canopy. The location of the cycle parking also benefits from natural

surveillance. In the case of the cycle parking located at the proposed Aldi

foodstore the cycle parking benefits from its location alongside a glazed

section of the proposed store. This is therefore an ideal location for

employee/ customer cycle parking.

3.6 Servicing

3.6.1 The servicing arrangement of each of the proposed uses is detailed below:

Aldi Servicing

3.6.2 As is common practice in Aldi foodstores, service vehicles would use the

main access off Murdishaw Avenue.

3.6.3 Approximately four 16.5 metre articulated service vehicles would access the

site per day, in association with the proposed discount foodstore. In addition

to a daily milk delivery and bin collection via rigid vehicle.

3.6.4 A track plot analysis of a 16.5 metre refrigerated articulated vehicle has been

undertaken using AutoTrack, a specialist computer package that allows

designers to assess the swept path of different vehicles as they negotiate

path alignments. The swept path of these vehicles to and from the site

service ramp is satisfactory, as demonstrated in drawing 235-01/ATR-01

attached in Appendix B.

Public House

3.6.5 The deliveries would be scheduled to arrive at quiet trading periods. Food

deliveries to the site would be made three times per week on Mondays,

Wednesdays and Fridays or Tuesdays, Thursdays and Saturdays. Deliveries

are made by transit sized vehicles.



235-01/TA01 21

3.6.6 Drink deliveries are made once a week by 16.5 metre articulated brewers

dray. General waste would be collected twice per week, with glass collection

once a week. Dry mixed recycling would be collected twice a week. General

supplies would be dealt with every fortnight by rigid HGV. In addition, there

would be infrequent deliveries by vans and transit van sized vehicles for ad

hoc deliveries of goods that are sold within the pub/ restaurant.

3.6.7 Goods vehicles are typically parked for between 15 minutes to one hour. The

duration of stay depends upon the range and quantity of products to be

delivered.

3.6.8 A track plot analysis of a 16.5 metre refrigerated articulated vehicle has been

undertaken using AutoTrack, a specialist computer package that allows

designers to assess the swept path of different vehicles as they negotiate

path alignments. The swept path of these vehicles to and from the site

service ramp is satisfactory, as demonstrated in drawing 235-01/ATR-02

attached in Appendix B.

Non-Food Retail Unit

3.6.9 Service vehicles would use the main access off Murdishaw Avenue. The

goods are expected to be delivered by articulated lorry, between 13.5 metre

to 16.5 metre in length. This is typically parked for between 15 minutes to

one hour. The duration of stay depends upon the range and quantity of

products to be delivered.

3.6.10 A track plot analysis of a 12 metre ridged vehicle has been undertaken using

AutoTrack, a specialist computer package that allows designers to assess the

swept path of different vehicles as they negotiate path alignments. The swept

path of these vehicles to and from the site service ramp is satisfactory, as

demonstrated in drawing 235-01/ATR-03 attached in Appendix B.

Club House

3.6.11 The deliveries associated with the club house will be infrequent and are

expected to be car or van by club house members, when needed.



235-01/TA01 22

BASELINE TRAFFIC CONDITIONS 4.0

4.1 Introduction

4.1.1 This section provides an appraisal of the transport network surrounding the

proposed development site, including the baseline traffic flows on the study

area network and an analysis of accident records for the local highway

network.

4.1.2 The study area includes the following junctions surrounding the site:


junction;


junction;


junction;




junction.

4.1.3 The following sections therefore present the methodology adopted to

establish baseline conditions within the study area.

4.2 Baseline Traffic Flows

4.2.1 Peak hour traffic flows have been derived from independent manual turning

counts undertaken by PCC Traffic on Friday 24 and Saturday 25 April 2015 at

the junctions detailed above.



235-01/TA01 23

4.2.2 Surveys were undertaken for a Weekday AM (0730 – 0930), Weekday PM

(1500 – 1830) and Saturday (1030 – 1400) peak periods. Analysis of the

data has determined that the peak hours are 0745 – 0845 during the

Weekday AM peak, 1645 – 1745 during the Weekday PM peak and 1245 –

1345 during the Saturday peak. The full survey results are attached in

Appendix D. The resulting turning flows at the junction are illustrated in

Figure 4-1.

4.3 Assessment Years

4.3.1 The base traffic has been growthed for assessment to a design year five

years after application registration, 2021.

4.3.2 The TEMPRO database has been interrogated to obtain growth factors for

Runcorn (00ET1) – Urban All, using the default planning assumptions.

TEMPRO outputs are contained in Appendix E. The resulting growth factors

for the AM, PM and Saturday peak periods are shown in Table 4-1.

Table 4-1: Growth Factors – Runcorn (00ET1)

Growth Period

AM Peak Hour

PM Peak Hour

Saturday Peak Hour

2015– 2021 1.1032 1.1054 1.1073

4.3.3 The growth factors presented above, have been applied to the surveyed

traffic flows. The resulting 2021 (design year) baseline traffic flows are

illustrated in Figure 4-2.

4.4 Personal Injury Accident Data

4.4.1 Personal Injury Accident data has been obtained from Halton Borough

Council for the proposed study area for the most recent three year period for

which data is complete (from the time of ordering). A copy of the data is

included in Appendix F.



235-01/TA01 24

4.4.2 Seven personal injury accidents were recorded within the study area during

this period, all of which were recorded as slight in severity. Six accidents

were recorded at or on the approach to the junction of Murdishaw Avenue/

Southern Expressway/ A533 Chester Road. Three of the accidents at this

location involved motorcycles/ scooters. All other accidents involved vehicle

accidents. Four accidents were attributed to loss of control due to slippery

road conditions or speed. One was attributed to an inexperienced rider and

one to a junction overshoot.

4.4.3 One accident was recorded on Murdishaw Avenue, between the junction with

Barnfield Avenue and Stockham Lane. The accident was recorded as slight

in severity and resulted from a rear shunt between vehicles.

4.4.4 No accidents were recorded in the vicinity of the site access or along the

boundary of the proposed development.

4.4.5 The personal injury accident data would suggest that there is no particular

trend or pattern of road accidents in the vicinity of the site resulting from any

deficiencies in the local road network, or the operation of the site.



235-01/TA01 25

DEVELOPMENT TRIP ATTRACTION, ASSIGNMENT AND DISTRIBUTION 5.0

5.1 Development Trip Attraction

5.1.1 The trip attraction of each of the proposed land uses will be examined in turn

in the following section. The trip generation associated with the proposed

club house is expected to be in line with the base traffic flows during the peak

periods assessed; therefore no further analysis has been undertaken in

subsequent sections.

5.1.2 An estimate of the vehicular trip attraction of the proposed use of the site has

been based on trip rates derived from the TRICS database for the local

highway networks Weekday AM, PM peak and Saturday peak hours.

5.1.3 Travel demand associated with the proposed uses has been estimated based

on gross floor area (GFA) using trip rates derived from the TRICS database.

5.1.4 The DfT’s ‘Guidance for Transport Assessments’ provides the following

guidance regarding the use of TRICS for establishing trip rates to be used in

Transport Assessments:

“If sites with comparable accessibility as well as scale and location cannot be

found when using a standard database system, 85th percentile trip generation

rates should be considered as a starting point for assessment of the baseline

trip generation. The reasons for this are:

i) Since the level of public transport and non-car mode travel for sites within

such trip database is often unknown, a true like for like comparison is unlikely

to be achieved; and

ii) It is considered that the use of average trip rates with deductions for

sustainability measures could result in overly optimistic trip rates for the

proposed development.



235-01/TA01 26

5.1.5 In cases where the degree of comparability of source data sites to the

development proposals is difficult to determine, it may be appropriate (in

consultation with the appropriate highway authorities) to undertake a

sensitivity analysis using both 85th percentile and average (50th percentile)

trip rates to inform the process of the differences between these two

assumptions.”

5.1.6 Given the accessible location of the site and the good range of data available

within the TRICS database for the proposed land use, it is considered unlikely

that such 85th percentile rates would occur in practice. Notwithstanding this,

in order to ensure a robust assessment, 85th percentile trip attraction rates

have also been included in this assessment, as a sensitivity test.

Proposed Aldi Food Store Vehicle Trip Attraction

5.1.7 The trip rates presented below consider the traffic generation of the proposed

development before the effects of pass-by, diverted, transferred or linked trips

are taken into consideration.

5.1.8 The development trip rates have been based on the trip rate profiles of

discount food stores of similar sizes and locations to that of the proposed

development.

5.1.9 The average and 85th percentile trip rates are summarised below in Table 5-

1, the full calculation and output from TRICS is attached in Appendix G.

Table 5-1: Discount Food Store Vehicular Trip Rates per 100 sqm GFA

Trip Rate Peak Period Arrivals Departures Two-Way

Average

AM Peak (0800 – 0900)

1.062 0.616 1.678

PM Peak (1700 – 1800)

3.169 3.720 6.889

Saturday Peak (1300 – 1400)

6.642 6.983 13.625

85th %tile

AM Peak (0800 – 0900)

1.548 0.923 2.4706

PM Peak (1700 – 1800)

4.200 5.195 9.395


6.829 7.858 14.687



235-01/TA01 27

5.1.10 The quantum of traffic attracted by the 1,931 sqm Aldi foodstore, based on

these trip rates, is summarised in Table 5-2.

Table 5-2: Proposed Food Store Vehicular Trip Attraction


Average

AM Peak (0800 – 0900)

21 12 32

PM Peak (1700 – 1800)

61 72 133


128 135 263

85th %tile

AM Peak (0800 – 0900)

30 18 48

PM Peak (1700 – 1800)

81 100 181


132 152 284

5.1.11 The trip attraction of the proposed food store is anticipated to be 32 two-way

trips in the Weekday AM peak hour, 133 two-way trips in the Weekday PM

peak hour and 263 two-way trips in the Saturday peak hour (average trip

rates). The 85th percentile trip rates have also been used in the assessment

as a sensitivity test only.

Trip Types

5.1.12 It is widely accepted that, the total number of trips attracted to a new retail

development are not comprised wholly of new trips to the local highway

network. Many of the trips may in fact already exist on the network, albeit at

another location, or where a visit to the store will be incorporated into an

existing pattern of travel behaviour. The following vehicular trip types have

been identified in association with new retail developments (Guidance on

Transport Assessment, DfT, 2007):

• New Trips: Trips that do not appear anywhere on the road network

prior to the opening of the development.

• Pass-by Trips: Trips which are already present on the road network

directly adjacent to the point of access to the site, which will turn into

the site.



235-01/TA01 28

• Linked Trips: Trips that will have multiple destinations either within the

proposed development site, between both the development site and

existing adjacent sites, or between the development site and an

established town centre.

• Diverted Trips: Trips which are already present on the local road

network but not the road from which the site access is taken and will

divert from their existing use to access the site.

• Transferred Trips: Trips which are already present on the local road

network, accessing similar sites in close proximity to the proposed

development. Slightly different from diverted trips, these wholly

transfer from using an existing development to a new one, i.e.

shoppers switching to a new food store that is more conveniently

located for them.

5.1.13 The importance of non-primary trips, i.e. Pass-by, Linked, Diverted and

Transferred trips are emphasised by retailers who suggest that they rely

heavily on these trip types in order to survive.

5.1.14 The premise of non-primary trips is one that is particularly true in locations

where the highway network experiences peak hour congestion as customers

are unlikely to embark on a single purpose home based trip to undertake food

shopping at these times. During the hours of peak traffic demand on the local

highway network, it is likely that the majority of customers to the proposed

food store, who travel by car, would have already been present on the local

highway network.

5.1.15 The TRICS Research Report 14/1: Pass-By & Diverted Trips presents

updated research on the proportion of trip types. Those relevant to the

proposed Aldi foodstore include:

• Commercial research carried out by Somerfield and Tesco and

reiterated in the TRICS research paper 14-1, have presented a

correlation between the proximity of a store to a town centre and the

propensity for store customers to visit other shops within a town

centre;



235-01/TA01 29

• TRICS research paper 14-1 also states that as a store’s proximity to a

town centre increase, the potential percentage of pass-by trips also

increase; and

• Stores with a GFA of 4,000 sqm or less are more likely to act as

convenience stores, whilst those with a GFA higher than 4,000 sqm

are more likely to act as comparison stores. Convenience stores are

more likely to produce pass-by trips.

5.1.16 The research goes on to state that having given due consideration to these

parameters, the development should develop an appropriate percentage of

pass-by and diverted trips, following usual best practice.

5.1.17 Best practice research presented within TRICS Report 95/2 suggests the

following peak hour proportions of retail trip types.

Table 5-3: Foodstore Trip Types

Trip Type Weekday Peak Hour

Proportions Saturday Peak

Hour Proportions

New/ Transferred Trips

25 - 60% 50 – 90%

Pass-By Trips 5 – 30% 5 – 10%

Diverted Trips 20 – 45% 5 - 40%

5.1.18 It has been assumed that 20% of the vehicular total trips attracted to the

proposed discount foodstore will be new trips on the network, i.e. trips that do

not appear anywhere on the road network prior to the opening of the

development. The remaining 80% of total trips will be non-primary trips

comprising pass-by, diverted and transferred trips from other retail units in the

local area.

5.1.19 It is worth noting that discounting the total vehicular trips to the development,

to account for non-primary trips, is not simply a case of deducting 80%, but

rather redistributing the non-primary trips according to their likely origins and

destinations, prior to the opening of the proposed food store.

5.1.20 For the purpose of this assessment it has been assumed that:

• 20% of journeys will be new to the network;



235-01/TA01 30

• 15% of journeys will be pass-by trips that are already on Murdishaw

Avenue;

• 40% of journeys will be diverted trips from the A533; and

• 25% of journeys will be existing trips to other supermarkets which will

transfer to the new facility.

5.1.21 The resulting trip attraction for each trip type are summarised in Table 5-4

and Table 5-5.

Table 5-4: Vehicle Trip Attraction by Trip Type – Average Trip Rates

Peak Trip Type Proportion Trip Attraction

Arrivals Departures Two-Way

AM Peak (0800 – 0900)

New 20% 4 2 6

Pass-by 15% 3 2 5

Diverted 40% 8 5 13 Transferred 25% 5 3 8

Total 100% 21 12 32

PM Peak (1700 – 1800)

New 20% 12 14 27

Pass-by 15% 9 11 20


Total 100% 61 72 133


New 20% 26 27 53

Pass-by 15% 19 20 39


Total 100% 128 135 263



235-01/TA01 31

Table 5-5: Vehicle Trip Attraction by Trip Type – 85th Percentile Trip

Rates



AM Peak (0800 – 0900)

New 20% 6 4 10

Pass-by 15% 4 3 7


Total 100% 30 18 48

PM Peak (1700 – 1800)

New 20% 16 20 36

Pass-by 15% 12 15 27


Total 100% 81 100 181


New 20% 26 30 57

Pass-by 15% 20 23 43


Total 100% 132 152 284

Proposed Public House Vehicle Trip Attraction

5.1.22 The trip rates presented below consider the traffic generation of the proposed



5.1.23 The development trip rates have been based on the trip rate profiles of Pub/

Restaurants of similar sizes and locations to that of the proposed

development.





235-01/TA01 32

Table 5-6: Pub/ Restaurant Trip Rates per 100 sqm GFA


Average

AM Peak (0800 – 0900)

0.000 0.000 0.000

PM Peak (1700 – 1800)

2.844 2.095 4.939


3.148 2.719 5.867

85th %tile

AM Peak (0800 – 0900)

0.000 0.000 0.000

PM Peak (1700 – 1800)

3.316 3.850 7.166


5.209 4.228 9.438

5.1.25 The quantum of traffic attracted by the 567 sqm public house, based on these

trip rates, is summarised in Table 5-7.

Table 5-7: Public House Vehicular Trip Attraction


Average

AM Peak (0800 – 0900)

0 0 0

PM Peak (1700 – 1800)

16 12 28


18 15 33

85th %tile

AM Peak (0800 – 0900)

0 0 0

PM Peak (1700 – 1800)

19 22 41


30 24 54

5.1.26 The trip attraction of the proposed public house is anticipated to be zero two-

way trips in the Weekday AM peak hour, 28 two-way trips in the Weekday PM

peak hour and 33 two-way trips in the Saturday peak hour (average trip

rates). The 85th percentile trip rates have also been used in the assessment

as a sensitivity test only.

Trip Types

5.2 For the purpose of this assessment it has been assumed that:




235-01/TA01 33

• 15% of journeys will be linked to other land uses on site; and


Avenue.


and Table 5-9.

Table 5-7: Public House Vehicle Trip Attraction by Trip Type – Average

Trip Rates



AM Peak (0800 – 0900)

New 65% 0 0 0 Linked 15% 0 0 0

Pass-by 20% 0 0 0

Total 100% 0 0 0

PM Peak (1700 – 1800)

New 65% 10 8 18 Linked 15% 2 2 4

Pass-by 20% 3 2 6

Total 100% 16 12 28


New 65% 12 10 22 Linked 15% 3 2 5

Pass-by 20% 4 3 7

Total 100% 18 15 33

Table 5-8: Public House Vehicle Trip Attraction by Trip Type – 85th

Percentile Trip Rates



AM Peak (0800 – 0900)

New 65% 0 0 0 Linked 15% 0 0 0

Pass-by 20% 0 0 0

Total 100% 0 0 0

PM Peak (1700 – 1800)

New 65% 12 14 26 Linked 15% 3 3 6

Pass-by 20% 4 4 8

Total 100% 19 22 41


New 65% 19 16 35 Linked 15% 4 4 8

Pass-by 20% 6 5 11

Total 100% 30 24 54



235-01/TA01 34

Proposed Non-Food Retail Vehicle Trip Attraction

5.1.2 The trip rates presented below consider the traffic attraction of the proposed



5.1.3 The development trip rates have been based on the trip rate profiles of Retail

– Other Individual Non-Food Superstore.



Table 5-9: Non-Food Retail Trip Rates per 100 sqm GFA


Average

AM Peak (0800 – 0900)

1.000 0.000 1.000

PM Peak (1700 – 1800)

1.732 2.265 3.997


5.428 5.405 10.833

85th %tile

AM Peak (0800 – 0900)

0.345 0.000 0.345

PM Peak (1700 – 1800)

2.806 3.553 6.359


6.999 6.523 13.521

5.1.5 The quantum of traffic attracted by the 409 sqm retail units, based on these

trip rates, is summarised in Table 5-10.

Table 5-10: Non Food Retail Vehicular Trip Attraction


Average

AM Peak (0800 – 0900)

4 0 4

PM Peak (1700 – 1800)

7 9 16


22 22 44

85th %tile

AM Peak (0800 – 0900)

1 0 1

PM Peak (1700 – 1800)

11 15 26


29 27 55



235-01/TA01 35

5.1.6 The trip attraction of the proposed non-food retail units is anticipated to be

four two-way trips in the Weekday AM peak hour, 16 two-way trips in the

Weekday PM peak hour and 44 two-way trips in the Saturday peak hour

(average trip rates). The 85th percentile trip rates have also been used in the

assessment as a sensitivity test only.

Trip Types

5.1.7 For the purpose of this assessment it has been assumed that:


• 10% of journeys will be linked to other land uses on site;


Avenue;

• 30% of journeys will be diverted trips from the A533; and

• 25% of journeys will be existing trips to other retail units which will

transfer to the new facility.


and Table 5-12.



235-01/TA01 36

Table 5-11: Non Food Retail Vehicle Trip Attraction by Trip Type –

Average Trip Rates



AM Peak (0800 – 0900)

New 20% 1 0 1 Linked 10% 0 0 0

Pass-by 15% 1 0 1


Total 100% 4 0 4

PM Peak (1700 – 1800)

New 20% 1 2 3 Linked 10% 1 1 2

Pass-by 15% 1 1 2


Total 100% 7 9 16


New 20% 4 4 9 Linked 10% 2 2 4

Pass-by 15% 3 3 7


Total 100% 22 22 44

Table 5-12: Non-Food Retail Vehicle Trip Attraction by Trip Type – 85th

Percentile Trip Rates



AM Peak (0800 – 0900)

New 20% 0 0 0 Linked 10% 0 0 0

Pass-by 15% 0 0 0


Total 100% 1 0 1

PM Peak (1700 – 1800)

New 20% 2 3 5 Linked 10% 1 1 3

Pass-by 15% 2 2 4


Total 100% 11 15 26


New 20% 6 5 11 Linked 10% 3 3 6

Pass-by 15% 4 4 8


Total 100% 29 27 55



235-01/TA01 37

Total Vehicle Trip Attraction

5.1.9 The total trip attraction of the site for each trip type are summarised in Table

5-13 and Table 5-14.

Table 5-13 Total Vehicle Trip Attraction by Trip Type – Average Trip

Rates

Peak Trip Type Trip Attraction


AM Peak (0800 – 0900)

New 5 2 7 Linked 0 0 0

Pass-by 4 2 5

Diverted 9 5 14 Transferred 6 3 9

Total 25 12 36

PM Peak (1700 – 1800)

New 24 24 48 Linked 3 3 6

Pass-by 13 15 28


Total 84 93 177


New 42 41 83 Linked 5 5 9

Pass-by 26 27 53


Total 168 172 341



235-01/TA01 38

Table 5-14: Total Vehicle Trip Attraction by Trip Type – 85th Percentile

Trip Rates

Peak Trip Type Trip Attraction


AM Peak (0800 – 0900)

New 6 4 10 Linked 0 0 0

Pass-by 5 3 7


Total 31 18 49

PM Peak (1700 – 1800)

New 31 37 68 Linked 4 5 9

Pass-by 18 22 39


Total 111 137 248


New 51 51 103 Linked 7 6 14

Pass-by 30 32 62


Total 190 202 392

5.2 Trip Distribution and Assignment

5.2.1 As detailed above, the trips attracted to the development are split into New,

Linked, Pass-by, Diverted and Transferred Trips. The distribution associated

with each trip type is detailed below.

New Retail Trips Distribution

5.2.2 To reflect the above assumption the distribution of new trips on the local

highway network has been based on existing turning proportions based on

the 2015 survey flows.

5.2.3 The distribution of New trips is shown in Figure 5-1. The assignment of the

proposed development traffic in these proportions is illustrated in Figure 5-2

for the average and Figure 5-3 for the 85th percentile trip rate.



235-01/TA01 39

Pass by Retail Trip Distribution

5.2.4 Given that the anticipated catchment of the proposed development will be

local, it is likely that a proportion of trips to the development, in the peak

hours, will be Pass-by Trips made by people already travelling along

Murdishaw Avenue. These trips effectively comprise trips which will turn into

the proposed development on their way to/ from other destinations. This

would therefore represent a discount to traffic downstream of the site access

for the duration of the Pass-by Trip to the development, but the trip is

subsequently added back to the network once the visit has ended. Thus no

reduction has been made to the traffic on the local highway network outside

of the site access junction. Albeit that the possible trip timeline is extended

beyond the highway network peak hours.

5.2.5 The distribution of Pass-by trips is shown in Figure 5-4. The assignment of

the proposed development traffic in these proportions is illustrated in Figure

5-5 for the average and Figure 5-6 for the 85th percentile trip rate.

Diverted Retail Trip Distribution

5.2.6 It is likely that an element of car borne trips to the proposed development, in

the network peak hours, will be diverted trips from other routes. Given the

location of the development in close proximity to the A533, it is likely that an

element of car borne trips to the food store will be diverted from these routes.

5.2.7 The distribution of diverted trips on the A533 will be based on existing turning

proportions.

5.2.8 The distribution of Diverted trips is shown in Figure 5-7. The assignment of

the proposed development traffic in these proportions is illustrated in Figure

5-8 for the average and Figure 5-9 for the 85th percentile trip rate.

Transferred Retail Trip Distribution

5.2.9 As with the distribution of new trips, transferred trips have been distributed on

the local highway network based on existing turning proportions, taking

account of the location of other food stores greater than 1,000 sqm.



235-01/TA01 40

5.2.10 For robustness, all trips are assumed to be entirely new to the study area and

therefore no discounting has been applied to account for trips previously

made to these supermarkets.

5.2.11 The distribution of Transferred trips is shown in Figure 5-10. The assignment

of the proposed development traffic in these proportions is illustrated in

Figure 5-11 for the average and Figure 5-12 for the 85th percentile trip rate.

Summary

5.2.12 The assignment of the total proposed development traffic on the local

highway network is illustrated in Figure 5-13 for the Average trip rates and

Figure 5-14 for the 85th percentile trip rates.

5.2.13 The 2021 Base plus Development traffic flows are illustrated in Figure 5-15

for the average trip rates and Figure 5-16 for the 85th percentile trip rates.



235-01/TA01 41

BASELINE ASSESSMENTS: OPERATIONAL PERFORMANCE OF THE 6.0

LOCAL HIGHWAY NETWORK BASED ON THE EXISTING LAYOUT

6.1 Introduction

6.1.1 Capacity assessments have been undertaken for a Weekday AM, PM and

Saturday peak period, in order to understand the operation performance of

the local highway based on the existing highway layout, without the addition

of development traffic.

6.1.2 Assessments have been undertaken for the following junctions, using the

software noted:

• Murdishaw Avenue/ Saltwood Drive – PICADY;

• Murdishaw Avenue/ Northwich Road – PICADY;


ARCADY; and

• Murdishaw Avenue/ A56 Chester Road – PICADY.

6.1.3 PICADY and ARCADY presents results as Ratio of Flow to Capacity (RFC)

and corresponding likely traffic queues. RFC values between 0.00 and 0.85

are generally accepted as representing stable and acceptable operating

conditions. Values between 0.85 and unity represent variable operation (i.e.

possible queues building up at the junction during the period under

consideration and increases in vehicular delay moving through the junction).

6.2 Murdishaw Avenue/ Saltwood Drive

6.2.1 The results of the PICADY assessment are set out in Table 6-1 with full

model outputs contained in Appendix H.



235-01/TA01 42

Table 6-1: Murdishaw Avenue/ Saltwood Drive – PICADY Results

Scenario Arm AM Peak Hour PM Peak Hour

Saturday Peak Hour

RFC Queue RFC Queue RFC Queue

2015 Survey

Saltwood Drive - left 0.02 0 0.03 0 0.02 0

Saltwood Drive - right 0.15 0 0.08 0 0.06 0

Murdishaw Avenue - right 0.01 0 0.03 0 0.01 0

2021 Base




6.2.2 The results of the assessment show that the junction of Murdishaw Avenue/

Saltwood Drive will continue to operate within capacity for a future

assessment year.

6.3 Murdishaw Avenue/ Northwich Road


model outputs contained in Appendix I.

Table 6-2: Murdishaw Avenue/ Northwich Road – PICADY Results


Saturday Peak Hour


2015 Survey

Northwich Road - left 0.09 0 0.07 0 0.04 0

Northwich Road - right 0.51 1 0.29 0 0.36 1

Murdishaw Avenue - right

0.07 0 0.04 0 0.06 0

2021 Base




0.08 0 0.05 0 0.06 0



235-01/TA01 43


Northwich Road would continue to operate within capacity for a future

assessment year, when viewed in isolation. It should however be noted that

right turning traffic from Northwich Road will be prevented from egressing

onto Murdishaw Avenue if queuing back from the Murdishaw Avenue/

Southern Expressway/ A533 Chester Road junction exceeds 85 metres (15

vehicle queue). As can be seen from Table 6-3 queuing on Murdishaw

Avenue, for a future assessment year, will queue past Northwich Road. It is

therefore expected that the capacity of Northwich Road – right will be

significantly reduced and increased queuing and delay will be experienced.

6.4 Murdishaw Avenue/ Southern Expressway/ A533 Chester Road

6.4.1 The results of the ARCADY assessment are set out in Table 6-3 with full

model outputs contained in Appendix J.

Table 6-3: Murdishaw Avenue/ Southern Expressway/ A533 Chester

Road – ARCADY Results


Saturday Peak Hour


2015 Survey

A533 (s) 0.51 1 0.67 2 0.37 1

A533 (w) 0.64 2 0.68 2 0.37 1 Murdishaw

Avenue 0.92 9 0.56 1 0.47 1

2021 Base

A533 (s) 0.56 1 0.75 3 0.43 1

A533 (w) 0.72 3 0.77 3 0.42 1 Murdishaw

Avenue 1.14 56 0.68 2 0.54 1


Southern Expressway/ A533 Chester Road is currently operating at capacity

on Murdishaw Avenue during the AM peak period. Queues and delays

increase during this peak in the future assessment year. The junction is

operating within capacity during the PM and Saturday peaks. The results of

the assessment are consistent with the results of the queue survey.



235-01/TA01 44

6.5 Murdishaw Avenue/ A56 Chester Road


model outputs contained in Appendix K.

Table 6-4: Murdishaw Avenue/ A56 Chester Road – PICADY Results


Saturday Peak Hour


2015 Survey

A56 Chester Road 0.47 1 0.48 1 0.34 1

A533 Chester Road (n) - right 0.26 0 0.38 1 0.17 0

2021 Base

A56 Chester Road 0.53 1 0.55 1 0.38 1



A56 Chester Road will continue to operate within capacity for a future

assessment year.

6.6 Summary

6.6.1 From the data presented above it is clear that measures to improve the

operational performance of the junction of Murdishaw Avenue/ Southern

Expressway/ A533 Chester Road will be required in order to accommodate

the development proposals.



235-01/TA01 45

PROPOSED MITIGATION TO IMPROVE THE OPERATIONAL 7.0

PERFORMANCE OF THE LOCAL HIGHWAY NETWORK

7.1.1 As identified in the previous section the junction of Murdishaw Avenue/

Southern Expressway/ A533 Chester Road, experiences significant

congestion on the Murdishaw Avenue arm during the AM peak. Even without

the addition of development traffic the level of queuing and delay experienced

by drivers is predicted to significantly increase for a 2021 assessment year.

7.1.2 This will in turn impact on the ability of residents residing on Saltwood Drive

and Northwich Road being able to egress onto Murdishaw Avenue.

7.1.3 In order to improve the operational performance of the local highway network

and to accommodate the development proposals, a package of off-site

highway works is proposed. These include:



running lanes;

• alteration to the junction radii on the exit to Murdishaw Avenue at the

junction of the A533 Southern Expressway/ Murdishaw Avenue

roundabout. The purpose of which is to reduce speeds of vehicles

exiting the roundabout onto Murdishaw Avenue;




Saltwood Drive.

7.1.4 Assessments have been undertaken for the following junctions, using the

software noted:

• Murdishaw Avenue/ Saltwood Drive – PICADY;

• Murdishaw Avenue/ Site Access – PICADY;

• Murdishaw Avenue/ Northwich Road – PICADY;



235-01/TA01 46


ARCADY; and

• Murdishaw Avenue/ A56 Chester Road – PICADY.

7.2 Murdishaw Avenue/ Saltwood Drive


model outputs contained in Appendix L.

Table 7-1: Murdishaw Avenue/ Saltwood Drive – PICADY Results


Saturday Peak Hour


2021 Base + Development

(Average)




0.01 0 0.04 0 0.01 0


(85th)




0.01 0 0.04 0 0.01 0


Saltwood Drive could accommodate the development proposals, without

detriment to the operational performance of the highway network.

7.3 Murdishaw Avenue/ Site Access


model outputs contained in Appendix M.



235-01/TA01 47

Table 7-2: Murdishaw Avenue/ Site Access – PICADY Results


Saturday Peak Hour



(Average)

Site Access - left 0.02 0 0.10 0 0.23 0

Site Access - right 0.01 0 0.14 0 0.22 0

Murdishaw Avenue - ahead 0.28 1 0.47 2 0.42 1



(85th)

Site Access - left 0.03 0 0.16 0 0.27 0

Site Access - right 0.02 0 0.21 0 0.27 0

Murdishaw Avenue - ahead 0.29 1 0.48 2 0.42 1


7.3.2 The results of the assessment show that the site access is sufficient to

accommodate the development proposals, without detriment to the

operational performance of the highway network.

7.4 Murdishaw Avenue/ Northwich Road


model outputs contained in Appendix N.

Table 7-3: Murdishaw Avenue/ Northwich Road – PICADY Results


Saturday Peak Hour



(Average)




0.07 0 0.04 0 0.06 0


(85th)




0.07 0 0.05 0 0.06 0



235-01/TA01 48


Northwich Road could accommodate the development proposals, without

detriment to the operational performance of the highway network. Table 7-4

also demonstrates that queuing from the Murdishaw Avenue/ Southern

Expressway/ A533 Chester Road junction will not queue past Northwich Road

and will therefore not prevent vehicle egressing onto Murdishaw Avenue.

7.5 Murdishaw Avenue/ Southern Expressway/ A533 Chester Road

7.5.1 The results of the ARCADY assessment are set out in Table 7-4 with full

model outputs contained in Appendix O.

Table 7-4: Murdishaw Avenue/ Southern Expressway/ A533 Chester

Road – ARCADY Results


Saturday Peak Hour



(Average)

A533 (s) 0.58 1 0.78 3 0.47 1

A533 (w) 0.72 3 0.79 4 0.44 1

Murdishaw Avenue 0.51 1 0.36 1 0.34 1


(85th)

A533 (s) 0.59 1 0.78 4 0.48 1

A533 (w) 0.72 3 0.80 4 0.45 1

Murdishaw Avenue 0.52 1 0.37 1 0.34 1

7.5.2 The results of the assessment show that with the addition of development

traffic and the associated improvement scheme, vehicle delay and queuing

will reduce significantly on Murdishaw Avenue, compared to the 2021 base

scenario.

7.5.3 The maximum queue predicted on Murdishaw Avenue is one pcu compared

to 56 pcus in the 2021 base scenario.

7.5.4 It is therefore considered that with the improvement works proposed the

junction could accommodate the development proposals, without detriment to

the operational performance of the highway network. With the improvements

in place the junction would be operating significantly better than it currently

operates.



235-01/TA01 49

7.6 Murdishaw Avenue/ A56 Chester Road


model outputs contained in Appendix P.

Table 7-5: Murdishaw Avenue/ A56 Chester Road – PICADY Results


Saturday Peak Hour



(Average)

A56 Chester Road 0.53 1 0.56 1 0.39 1



(85th)

A56 Chester Road 0.53 1 0.56 1 0.39 1



A56 Chester Road could accommodate the development proposals, without

detriment to the operational performance of the highway network.

7.7 Summary

7.7.1 The junction capacity assessments undertaken indicate that with the

proposed mitigation in place, the development proposals would not have a

material impact on the operational performance and safety of the local

highway network

7.7.2 The impact of the proposed development would not have a severe impact on

the operational performance of the local highway network, as per paragraph

32 of NPPF which states that ‘Development should only be prevented or

refused on transport grounds where the residual cumulative impacts of

development are severe’.



235-01/TA01 50

SUMMARY AND CONCLUSIONS 8.0

8.1 Summary


Arms Public House, demolition and relocation of Runcorn Linnets Club House

and the construction of a mixed use development comprising a foodstore

(Use Class A1) for Aldi Stores Limited; a retail terrace comprising up to three

retail units (Use Class A1/A2/A3/D1); a family pub restaurant with associated

managers accommodation (Use Class A4); and associated car parking,

access, landscaping and servicing.





Murdishaw Avenue.




8.1.4 The proposed Club House will be accessed off Stockham Lane. There will be

no vehicular through route to retail units and public house. The proposed

club house would be single storey with a gross external area of 381 sqm.

The car parking for the Club House and associated facilities will be provided

in the form of an unmarked car park on the former shale pitch. As per the

existing arrangement the car parking will be marshalled on match days. The

marshal will direct all cars onto the former shale pitch in order to maximise

capacity. The development site is located on land to the east of Murdishaw

Avenue and to the north of the A533 Runcorn Expressway, in Runcorn a town

within the Borough of Halton. The site is situated to the north and west of the

M56 Motorway.

8.1.5 The site is bounded to the north by Murdishaw Avenue and residential





235-01/TA01 51

8.1.6 The proposed development site is currently occupied by the Halton Arms

public house and car parking and club house and car parking used by the

Runcorn Linnets and Halton Baseball and Softball Clubs. Land use in the


8.1.7 The proposed development will provide local residents with a discount food

retail store, enhancing the community’s existing food retail choices and

reducing the need to travel for food shopping. The proposed development

will reduce the need to travel, especially by car, by providing retail

opportunities within a reasonable walking and cycling distance of residential

areas.

8.1.8 The proposed scheme would influence travel behaviour by incorporating

facilities to encourage sustainable trip movements, including on site cycle

parking and changing and locker facilities for staff. A Framework Travel Plan

has been developed for the site which describes the strategy through which

initiatives will be adopted in order to encourage the use of sustainable modes

of transport to the site.

8.1.9 The impacts of the proposals have been assessed across a study area

network which includes the junctions of:


junction;


junction;


junction;




junction.


network a package of off-site highway works are proposed. These include:



235-01/TA01 52



running lanes;

• alteration to the radii on exit to Murdishaw Avenue at the junction of

the A533 Southern Expressway/ Murdishaw Avenue roundabout. The

purpose of which is to reduce speeds of vehicles exiting the

roundabout onto Murdishaw Avenue;




Saltwood Drive.

8.1.11 The report includes an assessment of the operational performance of the

local highway network with and without the proposed mitigation in place. The

junction capacity assessments undertaken indicate that with the proposed

mitigation in place, the development proposals would not have a material

impact on the junctions concerned.

8.2 Conclusions

8.2.1 This report has demonstrated how the proposed development promotes

accessibility by all modes of travel, in particular public transport, cycling and

walking by virtue of its sustainable location and the physical infrastructure that

would be put in place. Measures include cycle parking, pedestrian

connectivity, accessibility to bus stops as well as the Travel Plan which would

be used to influence travel behaviour.

8.2.2 It has also been demonstrated how the development would reduce the need

to travel, especially by car with regard to the element of pass-by, diverted and

transferred trips – i.e. the majority of vehicular trips to the proposed

development would not be new trips on the network and may well be shorter

given the more convenient location of the development to the catchment.

8.2.3 The impacts of residual trips from the proposed development have been

assessed and it is evident that these would not have a significant impact on

the operational performance and safety of the local highway network.



235-01/TA01 53

8.2.4 The impact of the proposed development would not have a severe impact on

the operational performance of the local highway network, as per paragraph

32 of NPPF which states that ‘Development should only be prevented or

refused on transport grounds where the residual cumulative impacts of

development are severe’.

8.2.5 It is concluded that there are no overriding reasons preventing the Local

Planning Authority from recognising that the proposal is acceptable with

regard to the local highway network.

FIGURES

2015 Survey Traffic Flows Figure 4-1

Murdishaw Avenue

A533 Chester Road

A533 Southern Expressway

A56 Chester Road

Northwich Road

Saltwood Drive

36 716

10 480

15 529

43713

5213

4845

107 8

2118 46

149 713

56 445

89 560

43916

52932

52623

3018 39

71100 153

833 286

623 146

362 189

171354

326350

170460

583455 348

872381 1076

179 968

99 669

88 443

918209

1404161

525112

242193 256

01 0

Key

Weekday PM Peak hour (1645 - 1745)

Saturday Peak hour (1245 - 1345)

Flows in PCUs

Weekday AM Peak hour (0745 - 0845)

2021 Base Traffic Flows Figure 4-2

Murdishaw Avenue

A533 Chester Road


A56 Chester Road

Northwich Road

Saltwood Drive

40 791

11 530

17 586

48314

5753

5366

118 9

2320 51

165 788

62 491

99 620

48518

58435

58225

3320 43

78111 169

921 316

687 161

401 209

189391

360386

188509

644504 384

964422 1187

198 1070

109 738

97 491

1015231

1549178

581124

268214 282

01 0

Key



Flows in PCUs


New Development Trip Distribution Figure 5-1

Murdishaw Avenue

A533 Chester Road


A56 Chester Road

Northwich Road

Saltwood Drive

3% 59%

1% 45%

1% 52%

36%

50%

45%

2%2% 4%

59%

42%

52%

37%1%

51%3%

45%2%

2%2% 4%

20%

13%

15%

12%25%

25%26%

12%33%

40%37% 30%

16%

9%

11%

10%2%

22%3%

10%2%

4%5% 3%

62%

46%

54%

38%

54%

46%

38% 46%54%

62% 54%46%

Site Access

Key



Flows in PCUs


New Development Trip Assignment (Average Trip Rates)

Figure 5-2

Murdishaw Avenue

A533 Chester Road


A56 Chester Road

Northwich Road

Saltwood Drive

1 14

0 1

1 22

9

2

19

01 0

14

2

22

90

10

181

11 0

5

1

6

36

11

513

1015 1

4

0

4

21

10

41

12 0

15

2

22

9

3

19

9 191

15 221

Site Access

Key



Flows in PCUs


New Development Trip Assignment (85th PercentileTrip Rates)

Figure 5-3

Murdishaw Avenue

A533 Chester Road


A56 Chester Road

Northwich Road

Saltwood Drive

1 14

0 1

1 22

9

2

19

01 0

18

3

27

140

20

231

11 0

6

1

8

49

11

617

1219 2

5

1

5

41

10

51

12 0

19

3

27

12

3

24

14 242

23 272

Site Access

Key



Flows in PCUs


Pass-by Development Trip Distribution Figure 5-4

Murdishaw Avenue

A533 Chester Road


A56 Chester Road

Northwich Road

Saltwood Drive

-62% 62%

-46% 46%

-54% 54%

38%-38%

54%-54%

46%-46%

38% 46%54%

62% 54%46%

Site Access

Key



Flows in PCUs


Pass-by Development Trip Assignment (Average Trip Rates)

Figure 5-5

Murdishaw Avenue

A533 Chester Road


A56 Chester Road

Northwich Road

Saltwood Drive

-8 8

-2 2

-14 14

5-5

2-2

12-12

6 121

9 141

Site Access

Key



Flows in PCUs


Pass-by Development Trip Assignment (85th Percentile Trip Rates)

Figure 5-6

Murdishaw Avenue

A533 Chester Road


A56 Chester Road

Northwich Road

Saltwood Drive

-11 11

-2 2

-16 16

7-7

3-3

14-14

8 151

13 171

Site Access

Key



Flows in PCUs


Diverted Development Trip Distribution Figure 5-7

Murdishaw Avenue

A533 Chester Road


A56 Chester Road

Northwich Road

Saltwood Drive

100%

100%

100%

100%

100%

100%

100%

100%

100%

100%

100%

100%

-100% 100%

-100% 100%

-99% 99%

0%100%

0%100%

1%99%

0%1% 0%

0%-1% 0%

100%

100%

100%

100% 100%100%

Site Access

Key



Flows in PCUs


Diverted Development Trip Assignment (Average Trip Rates)

Figure 5-8

Murdishaw Avenue

A533 Chester Road


A56 Chester Road

Northwich Road

Saltwood Drive

27

9

58

32

5

61

27

9

58

32

5

61

-27 27

-9 9

-57 57

032

05

160

01 0

0-1 0

27

9

58

32 615

Site Access

Key



Flows in PCUs


Diverted Development Trip Assignment (85th Percentile Trip Rates)

Figure 5-9

Murdishaw Avenue

A533 Chester Road


A56 Chester Road

Northwich Road

Saltwood Drive

36

12

61

44

7

69

36

12

61

44

7

69

-36 36

-12 12

-61 61

044

07

168

01 0

0-1 0

36

12

61

44 697

Site Access

Key



Flows in PCUs


Transfer Development Trip Distribution Figure 5-10

Murdishaw Avenue

A533 Chester Road


A56 Chester Road

Northwich Road

Saltwood Drive

3% 59%

1% 45%

1% 52%

36%

50%

45%

2%2% 4%

59%

42%

52%

37%1%

51%3%

45%2%

2%2% 4%

20%

13%

15%

12%25%

25%26%

12%33%

40%37% 30%

16%

9%

11%

10%2%

22%3%

10%2%

4%5% 3%

62%

46%

54%

38%

54%

46%

38% 46%54%

62% 54%46%

Site Access

Key



Flows in PCUs


Transfer Development Trip Assignment (Average Trip Rates)

Figure 5-11

Murdishaw Avenue

A533 Chester Road


A56 Chester Road

Northwich Road

Saltwood Drive

1 12

0 1

1 20

6

3

17

01 0

10

3

20

70

20

171

01 0

3

1

6

25

11

513

714 2

3

1

4

20

10

41

12 0

11

3

20

7

3

17

8 182

13 211

Site Access

Key



Flows in PCUs


Transfer Development Trip Assignment (Average Trip Rates)

Figure 5-12

Murdishaw Avenue

A533 Chester Road


A56 Chester Road

Northwich Road

Saltwood Drive

1 17

0 2

1 23

8

4

18

01 0

14

3

21

110

20

201

11 0

5

1

6

37

11

515

915 2

4

1

4

31

10

41

12 0

14

4

21

9

4

19

11 212

18 242

Site Access

Key



Flows in PCUs


Total Development Trip Assignment (Average Trip Rates)

Figure 4-13

Murdishaw Avenue

A533 Chester Road


A56 Chester Road

Northwich Road

Saltwood Drive

1 26

0 2

1 42

150

50

360

00 0

11 0

0 51

0 14

0 99

481

70

962

11 0

00 0

0 35

0 11

0 70

3711

61

7026

1629 3

00 0

-27 33

-9 10

-57 66

432

15

962

24 0

0-1 0

-8 60

-2 16

-14 114

21-5

8-2

49-12

54 1109

36 573

Site Access

Key



Flows in PCUs


Total Development Trip Assignment (85th PercentileTrip Rates)

Figure 5-14

Murdishaw Avenue

A533 Chester Road


A56 Chester Road

Northwich Road

Saltwood Drive

2 31

0 3

1 45

170

60

370

00 0

11 1

0 68

0 18

0 109

691

110

1112

12 1

00 0

0 46

0 14

0 75

5216

92

8031

2133 4

00 0

-36 44

-12 14

-61 70

646

27

1070

25 0

0-1 0

-11 80

-2 21

-16 126

27-7

10-3

56-14

78 12813

54 685

Site Access

Key



Flows in PCUs


2021 Base plus Development Traffic Flows (Average Trip Rates)

Figure 5-15

Murdishaw Avenue

A533 Chester Road


A56 Chester Road

Northwich Road

Saltwood Drive

41 818

11 532

18 628

49814

5803

5716

118 9

2421 51

165 839

62 505

99 719

53318

59135

67927

3421 43

78111 169

921 351

687 172

401 279

226402

366388

259536

661533 387

964422 1187

171 1103

100 748

40 556

1019264

1550183

590186

269218 283

00 0

Key



Flows in PCUs


2021 Base plus Development Traffic Flows (85th Percentile Trip Rates)

Figure 5-16

Murdishaw Avenue

A533 Chester Road


A56 Chester Road

Northwich Road

Saltwood Drive

41 822

11 533

18 631

50014

5813

5736

118 9

2421 51

165 856

62 509

99 729

55419

59536

69427

3521 44

78111 169

921 363

687 175

401 285

241408

369388

268541

666537 388

964422 1187

162 1114

97 752

37 561

1021277

1551185

592194

270219 283

00 0

Key



Flows in PCUs


APPENDICES

APPENDIX A

SITE LAYOUT

PROPOSED DEVELOPMENT MURDISHAW AVENUE, RUNCORN … · 2016-10-07 · percentile trip rate 5-7...

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