poynton movement study · poynton movement study j:\40000 to 40999\40073 poynton movement...

$: Poynton Movement Study · Poynton Movement Study J:\40000 to 40999\40073 Poynton Movement Study\5501 Transport\Reports-Tech Notes\Final Report\40073_5501 Poynton Movement Study 20180129.docx$
On behalf of Poynton Town Council

Project Ref: 40073/5501 | Rev: B-- | Date: January 2018

Office Address: 61 Oxford Street, Manchester, M1 6EQ T: +44 (0)161 245 8900 E: [email protected]

Poynton Movement Study Final

Poynton Movement Study

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Document Control Sheet

Project Name: Poynton Movement Study

Project Ref: 40073

Report Title: Poynton Movement Study

Doc Ref: 5501

Date: December 2017

Name Position Signature Date

Prepared by: Ian Ellison Senior Technician Ian Ellison 05.12.2017

Reviewed by: Brian Laird Senior Associate Brian Laird 05.12.2017

Approved by: Brian Laird Senior Associate Brian Laird 05.12.2017

For and on behalf of Peter Brett Associates LLP

Revision Date Description Prepared Reviewed Approved

A 16.01.2018 Updated to address team comments IE BL BL

B 29.01.2018 Updated to address team comments IE BL BL

This report has been prepared by Peter Brett Associates LLP (‘PBA’) on behalf of its client to whom this report is addressed (‘Client’) in connection with the project described in this report and takes into account the Client's particular instructions and requirements. This report was prepared in accordance with the professional services appointment under which PBA was appointed by its Client. This report is not intended for and should not be relied on by any third party (i.e. parties other than the Client). PBA accepts no duty or responsibility (including in negligence) to any party other than the Client and disclaims all liability of any nature whatsoever to any such party in respect of this report.

© Peter Brett Associates LLP 2017


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Contents

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

1.1 Objectives ...................................................................................................................... 1

1.2 Study Area ..................................................................................................................... 1

1.3 Scope of Report ............................................................................................................. 1

2 Transport Policy .......................................................................................................................... 3

2.1 Introduction .................................................................................................................... 3

2.2 National Planning Policy Framework............................................................................. 3

2.3 Department for Transport’s Cycling and Walking Investment Strategy ........................ 3

2.4 Cheshire East Council’s Local Plan Strategy ................................................................ 4

2.5 Cheshire East Council’s Local Transport Plan Final Strategy 2011-2026 .................... 5

2.6 Cheshire East Council’s Cycling Strategy 2017 – 2027 ................................................ 6

3 Assessment of Public Engagement .......................................................................................... 7

3.1 Introduction .................................................................................................................... 7

3.2 Poynton Neighbourhood Development Plan ................................................................. 7

3.3 Household Survey (2015) .............................................................................................. 7

3.4 Public Consultation (February 2016) ............................................................................. 8

3.5 Online Consultation (November 2016) .......................................................................... 8

3.6 Summary ....................................................................................................................... 9

4 Existing Transport and Movement .......................................................................................... 10

4.1 Introduction .................................................................................................................. 10

4.2 Existing Travel Modes in Poynton ............................................................................... 10

4.3 Public Rights of Way (PRoW) ..................................................................................... 11

4.4 Existing Pedestrian, Cycle and Public Transport Environment ................................... 11

4.5 Rail Stations ................................................................................................................ 27

4.6 Traffic Flows ................................................................................................................ 27

4.7 Personal Injury Collisions (PICs) ................................................................................. 28

5 Committed Highway and Allocated Development ................................................................. 32

5.1 Introduction .................................................................................................................. 32

5.2 Manchester Airport Relief Road (A6MARR) ................................................................ 32

5.3 Poynton Relief Road (PRR) ........................................................................................ 32

5.4 A6 M60 Link ................................................................................................................. 33

5.5 Cheshire East Local Plan Allocations.......................................................................... 33

6 Future Transport and Movement ............................................................................................. 38

6.1 Introduction .................................................................................................................. 38

6.2 Traffic Impact of Committed Highways Schemes ....................................................... 38

6.3 Trip Generation of Allocated Sites ............................................................................... 40

6.4 Impacts on Pedestrians, Cyclists and Public Transport .............................................. 43


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7 Potential Improvements ........................................................................................................... 44

7.1 Introduction .................................................................................................................. 44

7.2 A5149 Chester Road Improvements ........................................................................... 44

7.3 A523 London Road Improvements .............................................................................. 45

7.4 Park Lane Improvements ............................................................................................ 46

7.5 Queensway Improvements .......................................................................................... 46

7.6 Dickens Lane Improvements ....................................................................................... 47

7.7 Hazelbadge Road Improvements ................................................................................ 47

7.8 School Lane Improvements ......................................................................................... 47

7.9 Site LPS 48: Land adjacent to Hazelbadge Road, Poynton ....................................... 47

8 Summary and Conclusions ...................................................................................................... 49

8.1 Summary ..................................................................................................................... 49

Photographs

Photograph 4.1: Poynton Town Centre Shared Space Scheme ........................................................... 13 Photograph 4.2: Pedestrian crossing north of London Road/ Queensway junction ............................. 17 Photograph 4.3: Park Lane east of Shared Space Scheme ................................................................. 19 Photograph 4.4: Queensway shopping parade ..................................................................................... 20 Photograph 4.5: Dickens Lane, uncontrolled pedestrian crossing ........................................................ 22 Photograph 4.6: Dickens Lane, Zebra Crossing ................................................................................... 22 Photograph 4.7: Yewtree Lane adjacent to Poynton High School ........................................................ 23 Photograph 4.8: Coppice Road ............................................................................................................. 25 Photograph 4.9: Towers Road adjacent to junction with Park Lane ..................................................... 26

Tables

Table 4.1: Method of Travel to Work Comparison ................................................................................ 10 Table 4.2: 2009 Existing Traffic Flows .................................................................................................. 28 Table 6.1: Impact of Poynton Relief Road 2018 Opening Year ............................................................ 38 Table 6.2: Impact of Poynton Relief Road 2032 Future Year ............................................................... 39 Table 6.3: TRICS Derived Trip Rates, weekday ................................................................................... 40 Table 6.4: Allocated Development Trip Generation - Weekday ............................................................ 41 Table 6.5: Impact of Poynton Relief Road and Allocated Development ............................................... 42 Table 7.1: Potential Improvements, A5149 Chester Road .................................................................... 44 Table 7.2: Potential Improvements, A523 London Road ...................................................................... 45 Table 7.3: Park Lane Improvements ..................................................................................................... 46 Table 7.4: Potential Improvements, Queensway .................................................................................. 46 Table 7.5: Potential Improvements, Dickens Lane ................................................................................ 47 Table 7.6: Potential Improvements, Hazelbadge Road ......................................................................... 47 Table 7.7: Potential Improvements, School Lane ................................................................................. 47 Table 7.8: Potential Requirements, Site LPS 48: Land adjacent to Hazelbadge Road, Poynton ......... 47


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Figures

Figure 1.1 Study Area Figure 4.1 Public Rights of Way Figure 4.2 Personal Injury Collision Plan

Appendices

Figures

Appendix A Poynton Shared Space Scheme Plan

Appendix B A6 to Manchester Airport Relief Road Route

Appendix C Poynton Relief Road Proposed Route

Appendix D Indicative A6 to M60 Link Route

Appendix E TRICS Output


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1 Introduction

1.1 Objectives

1.1.1 Peter Brett Associates LLP (PBA) has been appointed by Poynton Town Council to undertake a Movement Study of Poynton, on walking, cycling and public transport. The specific focus of this study considers the following:

The existing conditions for pedestrians, cyclists and other modes of transport in Poynton;

The impact of local allocated development sites, the completion of the A6 to Manchester Airport Relief Road (A6MARR), and the Poynton Relief Road (PRR) on movements and infrastructure in the town; and

Potential measures, over and above those which will be delivered by local allocated development sites and Relief Road schemes, to improve pedestrian and cyclist movements in Poynton.

1.1.2 The subsequent aim of this report is that it will aid in the development of the Poynton Neighbourhood Development Plan document that is currently under development.

1.2 Study Area

1.2.1 The geographical scope of this study has been based upon the Poynton-with-Worth parish area, extended to include the adjacent Adlington Business Park. Figure 1.1 shows the extent of the agreed study area.

1.3 Scope of Report

1.3.1 This document is a “non-technical” report, providing high-level advice, summarising the transport and movement issues in the town. It does not provide detailed design and analysis of specific potential interventions.

1.3.2 The study has been informed by a site visit, which was conducted in September 2017, to assess the existing conditions and operation of the local area for pedestrians, cyclists and public transport users. PBA has also utilised data and information available in the public domain to prepare this study, including the relief road planning applications and Personal Injury Collision data.

1.3.3 The report has been split into five sections including this introduction, and can be summarised as follows:

Section Two: Policy. This section provides an overview of the policy context of the study;

Section Three: Assessment of Public Engagement. This reviews the public engagement that has been carried out to date to produce the emerging Poynton Neighbourhood Development Plan;

Section Four: Transport and movement now. This section focusses on the existing conditions in the village;

Section Five: Transport and movement in the future. This section considers the impact of local committed development and the relief road schemes, including the pedestrian and cycle improvements that will be delivered by these;



Section Six: Potential additional walking and cycling improvements. This section provides high level suggestions of where additional improvements could be made to improve the pedestrian, cycling and public transport environment; and

Section Seven: Summary and Conclusions. The fifth and final section provides the summary and conclusions of this study.



2 Transport Policy

2.1 Introduction

2.1.1 This section outlines the relevant national and local transport policy with regards to pedestrian, cyclist and other sustainable transport provision.

2.2 National Planning Policy Framework

2.2.1 The National Planning Policy Framework (NPPF) was adopted as national policy in March 2012, and it marked a key change in government policy, acting in conjunction with the Planning Practice Guidance to simplify the planning system.

2.2.2 The two transport related core planning principles stated in paragraph 17 of the NPPF are as follows:

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

- take account of and support local strategies to improve health, social and cultural wellbeing for all, and deliver sufficient community and cultural facilities and services to meet local needs.’

2.2.3 The Promoting Sustainable Transport section goes on to state at paragraph 30:

‘Encouragement should be given to solutions which support reductions in greenhouse gas emissions and reduce congestion. In preparing Local Plans, local planning authorities should therefore support a pattern of development which, where reasonable to do so, facilitates the use of sustainable modes of transport.’

2.2.4 Regarding parking, paragraph 41 of the NPPF states:

‘Local authorities should seek to improve the quality of parking in town centres so that it is convenient, safe and secure, including appropriate provision for motorcycles. They should set appropriate parking charges that do not undermine the vitality of town centres. Parking enforcement should be proportionate.’

2.3 Department for Transport’s Cycling and Walking Investment Strategy

2.3.1 Released in April 2017 this document seeks to clarify the Government’s ambitions for walking and cycling and how it aims to achieve them. Within the document the following is outlined paragraph 1.6 as the Government’s ambition for cycling and walking in England:

‘The Government wants walking and cycling to be a normal part of everyday life, and the natural choices for shorter journeys such as going to school, college or work, travelling to the station, and for simple enjoyment.’

2.3.2 The Government plans to achieve these aims by 2040 through the following ambitions:

Better Safety: ‘A safe and reliable way to travel for short journeys’;

Better Mobility: ‘More people cycling and walking – easy, normal and enjoyable’; and

Better Streets: ‘Places that have cycling and walking at their heart’.



2.4 Cheshire East Council’s Local Plan Strategy

2.4.1 The Local Plan Strategy (LPS) was adopted in July 2017, it is the central document of the Cheshire East Local Plan, by ‘setting out strategic priorities for the development of the area along with planning policies and proposals’. This includes a selection of Sites and Strategic locations, of which four are within the Poynton Movement Strategy study area.

2.4.2 There are three housing land sites located in Poynton that are allocated in the LPS. These allocations account for 450 new homes, although it is likely the total number of new homes to be allocated in the study area will increase to 650 following the consultation and adoption of the SADP.

2.4.3 The three allocated Poynton housing sites, as identified in the LPS are:

Site LPS 48: Land adjacent to Hazelbadge Road – around 150 houses;

Site LPS 49: Land at Sprink Farm – around 150 houses; and

Site LPS 50: Land south of Chester Road – around 150 houses.

2.4.4 In addition, the LPS has allocated a land for employment to extend the existing Adlington Business Park at the southern end of Poynton. Site LPS 51: Adlington Business Park Extension has identified 10 hectares of land for employment.

2.4.5 The sites and strategic locations identified are considered in detail in Section 5.

2.4.6 A separate Site Allocations and Development Policies (SADP) document is currently in preparation. This will ‘allocate the remaining sites needed for future development and set out further detailed planning policies to be used when considering planning applications’.

2.4.7 The aim of the Sustainable Travel and Transport policy (CO 1) is to deliver ‘a safe, sustainable, high quality, integrated transport system that encourages a modal shift away from car travel to public transport, cycling and walking’. Initiatives to achieve this include:

Reduce the need to travel by guiding development to promote accessible locations and ensuring proposals give priority to sustainable travel modes.

Support measures that reduce the level of trips made by single occupancy vehicles.

Improve pedestrian facilities so that walking is attractive for shorter journeys by creating and maintaining convenient, safe and secure walking routes, especially for those with mobility or visual impairments.

Improve cyclist facilities so that cycling is attractive for shorter journeys by creating safe, pleasant and well signed routes, with appropriate parking facilities at destinations.

Improve public transport provision. This could include infrastructure improvements, such as bus gates and lanes. As well as service improvements, such as more frequent and reliable services. Developer contributions to support these initiatives should be sought where possible.

Improve road, rail and water freight transport routes and associated facilities to assist the sustainable and efficient movement of goods.

2.4.8 The aim of the Enabling Business Growth Through Transport Infrastructure policy (CO 2) is to ‘support new developments that are (or can be made) well connected and accessible’. Initiatives to support this will focus on minimising the need to travel by locating new



development in areas where there is a good range of housing, jobs, shops and services already accessible by sustainable travel modes.

2.5 Cheshire East Council’s Local Transport Plan Final Strategy 2011-2026

2.5.1 Cheshire East Council’s Local Transport Plan, adopted 2011, has undergone consultation with the public, stakeholders and elected members and sets out the Council’s transport strategy and policies for the next 15 years.

2.5.2 The LTP sets out policies to ensure a sustainable future. In terms of transport movement, Policy S3 relates to improvements for public transport, Policy S7 is in relation to providing improvements for pedestrians and Policy S8 is aimed towards improvements for cyclists.

2.5.3 Policy S3 - Public Transport (Integration & Facilities): ‘Work with passenger transport providers (bus, rail and community transport) to improve public transport integration and facilities.’ Policy initiatives include:

Support initiatives to improve integration between different modes of transport;

Work with train operating companies to identify improvements and secure investment in Cheshire East railway stations;

Examine the potential for improved car parking and cycle parking at bus and railway stations across the borough;

Support initiatives to increase access to bus and railway stations through improved signing and improvements to walking routes; and

Support improvements to the quality and safety of bus stops.

2.5.4 Policy S7 - Walking: ‘Work with stakeholders to improve facilities for walking so that it is attractive for shorter journeys’. Policy initiatives include:

Promote improvements to the condition of highway footways, footpaths and public rights of way;

New walking routes where required but not currently provided, such as on rural roads and in villages;

Pedestrian crossing points as well as wide pavements, dropped kerbs and other facilities to encourage travel on foot, improve perceptions of safety along routes and make routes more accessible to disabled people; and

Improved route signing to encourage the increase use of existing routes through the provision of signs relaying destination, distance and time information.

2.5.5 Policy S8 - Cycling: ‘Work with stakeholders to improve facilities for cycling so that it is attractive for shorter journeys.’ Policy initiatives include:

New cycle routes seek to provide appropriate highway improvements (e.g. on-road cycle lanes or wide nearside lanes);

Junction and route improvements to prioritise and enhance the safety of cyclists at junctions;

Cycling facilities (e.g. cycle parking, changing facilities, showers, hire & ride schemes); and



Improved route signing with the provision of route signs which state the destination, distance and journey time to selected destinations, to complement other sources of information.

2.6 Cheshire East Council’s Cycling Strategy 2017 – 2027

2.6.1 The Cycling Strategy, adopted in March 2017, sets out a long-term planning framework to help shape policy, planning, and design decisions related to cycling. In Section 2.6 of the strategy, it is stated that Cheshire East Council’s vision is:

‘To enable more people to cycle safer, more often and with confidence for everyday and leisure journeys.’

2.6.2 The strategy establishes six objectives to help achieve this vision. The objections are listed in paragraph 2.3:

Objective 1: Create and maintain safe, attractive, cohesive, direct and adaptable networks and infrastructure;

Objective 2: Ensure cycling is integrated with other transport modes, transport networks, the public realm and new developments;

Objective 3: Ensure high quality facilities are in place to support people who cycle and that will attract people to live and work in the area;

Objective 4: Use targeted cycle promotion, education and training;

Objective 5: Integrate and align policies, procedures and practices to encourage cycling; and

Objective 6: Deliver cycle-friendly infrastructure in partnership with the community, officers and organisations of Cheshire East.



3 Assessment of Public Engagement

3.1 Introduction

3.1.1 This section provides a review of the public engagement that has been carried out to date to produce the emerging Poynton Neighbourhood Development Plan.

3.2 Poynton Neighbourhood Development Plan

3.2.1 The Poynton Neighbourhood Development Plan (NDP) is an emerging document that is currently under development. The Town Council is currently in the process of reviewing the outcomes of the consultation process. As such the results summarised in this section may become irrelevant following publication of the final NDP document.

3.2.2 In order to inform the production of the Poynton Neighbourhood Development Plan, the following has been carried out:

Household Survey (2015);

Public Consultation (February 2016); and

Online consultation (November 2016).

3.3 Household Survey (2015)

3.3.1 A Household Survey was carried out in 2015, which included three questions regarding transport and movement. These questions sought the public’s views on their priorities for improving transport and movement within the town, views on location of additional car parking and the provision of a Park and Ride service.

3.3.2 Regarding improvement of transport and movement within the town, the public’s three highest priorities are:

1. Relieve congestion;

2. Encourage more active ways of getting around including cycle-way, and better hard surface dry and safe footpaths; and

3. Extend traffic calming measures to slow traffic down.

3.3.3 Other popular responses included:

Provide more car parking;

Restrict parking by enforcing (by charging) a time limit such as 2 hours;

Extend the shared space scheme; and

Encourage more use of public transport.

3.3.4 Individual responses were also noted, including building the bypass, providing more public transport services (bus and rail) and provision of cycle parking at key locations (town centre and rail station).



3.3.5 The public also identified many sites for the provision of car parking, but the following five sites in order of preference are listed below:

1. Poynton Rail Station;

2. Queensway;

3. Civic Centre;

4. Park Lane; and

5. School Lane.

3.3.6 In terms of providing Park and Ride service at the edge of the town at Poynton Rail Station or Middlewood Rail Station, the public are almost evenly split, with approximately 45% for a Park and Ride and 55% against.

3.4 Public Consultation (February 2016)

3.4.1 The consultation comprised an exhibition along with a questionnaire. The questionnaire portion of the consultation separated the policies into sections. The two sections applicable to this study were the Town Centre and Transport policies.

3.4.2 The analysis received from Poynton-with-Worth Town Council were based on 200 responses, of these over 60% were 60+ years of age, and only 3% in the 18-30 age range. As such the results are biased towards a particular demographic and thus may not be representative of the town’s population. Notwithstanding this, the following transport related responses are of interest to this study are:

Respondents were heavily in favour of retaining the existing car parks and allocating land for further car parking;

Respondents strongly supported the retention and development of existing bus services; and

Respondents were in favour of investment in key walking and cycling routes.

3.4.3 A recurring theme throughout the responses is the importance of Poynton Relief Road, it appears to be widely held belief that it will reduce the existing traffic flows through Poynton centre, which in turn will allow further development.

3.5 Online Consultation (November 2016)

3.5.1 An online consultation was held in November 2016 consultation, which residents provided written and online responses. A summary of the comments is listed below;

Not convinced of moving the station;

Should consult with police re design of access/egress to public roads;

Need further controls on HGVs and improved pedestrian and cycle routes;

More frequent public transport services;

Management of parking and safety at school gates (Vernon Rd);



Concern re traffic impacts due to new developments. Infrastructure inadequate, especially in East Poynton;

Should have free parking at the station;

Sprink Farm too far from centre of Poynton to assume people will walk – more likely to use a car and therefore add to congestion; and

Secure bike parking at station.

3.6 Summary

3.6.1 This study has taken account of the resident survey and consultation responses when considering potential measures that could be implemented to improve movement within Poynton.



4 Existing Transport and Movement

4.1 Introduction

4.1.1 This section provides a summary of the extent of existing travel modes residents of Poynton currently use to travel to work, a brief description of the existing Public Rights of Way in Poynton and a review of the existing pedestrian, cyclist and public transport environment along key routes in the study area.

4.1.2 In addition, this section provides a summary of traffic flows, where available, and a review of personal injury collisions, in terms of location, frequency and severity.

4.2 Existing Travel Modes in Poynton

4.2.1 The 2011 Census Method of Travel to Work data details the usual mode of transport that the commuting population of the UK use to travel to work. Table 4.1 provides a summary of the method of travel to work for Poynton, ‘England Rural town and fringe’ (geographical Census category most relevant to Poynton) and average for all of England.

Table 4.1: Method of Travel to Work Comparison

Method of Travel to Work Poynton England Rural

town and fringe England

Train 5.4% 3.4% 5.9%

Bus, minibus or coach 0.9% 3.5% 8.3%

Taxi 0.1% 0.3% 0.6%

Motorcycle, scooter or moped 0.4% 0.8% 0.9%

Driving a car or van 77.9% 74.4% 63.0%

Passenger in a car or van 4.3% 5.4% 5.5%

Bicycle 2.2% 2.1% 3.3%

On foot 8.2% 9.5% 11.9%

Other method of travel to work 0.5% 0.7% 0.7%

4.2.2 The results of Table 4.1 shows that the travel mode choice of Poynton residents is broadly similar to that for ‘England Rural town and fringe’.

4.2.3 It can also be seen from Table 4.1 that pedestrian trips in Poynton is slightly less in comparison with ‘England Rural town and fringe’, but trips by cycle are almost the same.



4.2.4 Travel by train is higher in Poynton, but bus travel is less. In combination however, travel by train and bus is similar.

4.2.5 In comparison with the average statistics for all of England, it can be seen from Table 4.1 that key differences are travel by car or van, travel on foot and travel by bus, minibus or coach. Travel by car is almost 15% higher in Poynton in comparison to the averages for all of England. In addition, travel on foot in Poynton is 4% lower and travel by bus is approximately 7% lower

4.2.6 Travel by cycle is slightly lower (approximately 1%), but travel by train is almost the same in Poynton in comparison with the average for all of England.

4.2.7 In summary, travel modes are similar for Poynton and ‘England Rural town and fringe’. Car travel however is much higher and bus travel lower in comparison to the average for England. As the average for England takes account of major towns and cities where there is more congestion, parking charges are higher and public transport services are more frequent, it is not surprising that trips by car are less and trips by bus are higher.

4.3 Public Rights of Way (PRoW)

4.3.1 There is an extensive PRoW network in Poynton providing traffic free walking and cycling routes through parts of the town and to surrounding areas, Figure 4.1 shows the location and routes of public footways, bridleways, and restricted byways in and around Poynton.

4.3.2 Whilst it is outside the scope of this report to consider these routes in full, the interaction between the public highway and these PRoW’s is considered where appropriate.

4.4 Existing Pedestrian, Cycle and Public Transport Environment

4.4.1 The key highway routes within the study area, and which have been considered in this study, are:

Town centre shared space scheme;

A5149 Chester Road;

A523 London Road;

Park Lane;

Queensway;

Dickens Lane;

Yewtree Lane;

Hazelbadge Road;

School Lane;

Coppice Way;

Middlewood Way; and

Towers Road.

4.4.2 A brief review of the existing environment with a focus on the key transport links throughout Poynton and how pedestrians, cyclists, and public transport modes is provided below.



Town Centre Shared Space Scheme

4.4.3 The Poynton town centre shared space was completed in 2012. It was designed as an innovative solution to provide a safer and improved environment for pedestrians and other non-car users, aiming to increase the number of retail visits and dwell times for residents and other shoppers visiting Poynton town centre, rather than shopping out of town.

4.4.4 The previous highway arrangement was in the form of a traffic signal crossroads junctions, which led to significant vehicle delay on the strategic route. More importantly the layout conflicted with the movement of pedestrians, cyclists, and other vulnerable road users.

4.4.5 The shared space scheme comprised the removal of all traffic signals, pedestrian guardrailing, and road markings from the junction. In its place a double roundel arrangement was outlined using contrasting colours of block paving, with only kerbs of a slight upstand separating the pedestrian areas from the carriageway. The masterplan layout for the shared space scheme is included as Appendix A .

4.4.6 The principles of the design as taken from Cheshire County Council’s ‘Poynton Town Centre Study: Proposals for Public Realm Enhancements for Park Lane and Fountains Place (2009)’ document were:

‘In summary, shared space represents a fresh approach to urban design, traffic engineering and road safety, which contributes to creating high quality public spaces where people want to meet, linger, play and enjoy. The shared space approach involves:

An emphasis on integrating traffic into normal social protocols and civility;

A move away from conventional segregation of modes of transport and activities;

Reinforcement of a sense of place, consistent with the principles promoted by Manual for Streets;

Less reliance on signs, signals, road markings, kerbs and barriers;

Generating low-speed, uninterrupted traffic movement through designs that emphasise social context over the legal and regulatory framework;

The promotion of intelligent response to context and circumstances, exploiting natural human responses rather than rules and controls;

The creative use of intrigue, interest, uncertainty and an intelligent response to risk.’

4.4.7 Photograph 4.1 shows a view across the shared space scheme, taken from adjacent to Park Lane, looking northwest towards Chester Road.



Photograph 4.1: Poynton Town Centre Shared Space Scheme

4.4.8 On-street parking is permitted within parking bays on London Road and Chester Road. Park Lane is however a restricted zone with no parking and loading outside of peak hours only.

4.4.9 Cycle parking in the form of Sheffield type stands are provided within the shared space scheme, located:

on the north side of Chester Road at the corner with London Road (three stands);

on the north side of Park Lane at the corner with London Road (three stands);

on the east side of London Road immediately south of Park Lane (one stand);

on the south side of Park Lane outside the chemist (five spaces), approximately 40m east of the junction with London Road; and

on the north side of Park Lane, outside Waitrose (five stands).

4.4.10 There are four bus stops located within the town centre shared space scheme. One bus stop on London Road North, serving northbound routes; one on London Road South, serving southbound routes; one on Chester Road adjacent to St. Georges Church, serving eastbound routes, and one on Park Lane, serving westbound routes.

4.4.11 All four bus stops feature shelters and seating. The London Road South, Chester Road and Park Lane bus stops feature accessible bus stop kerbs. These are higher than standard kerbs in order to provide an at grade point for passengers to board and alight the buses. The bus stop on London Road North does not feature bus stop kerbs which may hinder those with mobility issues, prams or large items of luggage.

A5149 Chester Road

Highway Layout

4.4.12 Chester Road runs in an east-west direction commencing in the centre of Poynton to the east at the shared space scheme and heads towards Woodford and to the A6MARR, once opened, to the west.



4.4.13 The road provides the most direct route from the centre of Poynton to Poynton Rail Station, located approximately 700m west of the town centre shared space scheme.

4.4.14 Chester Road is subject to a 30mph speed limit and has the benefit of street lighting. Parking is unrestricted along most of Chester Road, although there are double yellow lines located immediately to the west of the shared space scheme, immediately to the west of the railway bridge and at the junction with Merton Road (approximately 440m west of the railway bridge).

4.4.15 During a site visit in September, the road markings along the route, including the red colour-contrast high friction surfacing emphasising the centreline of the road, were observed to be well worn.

Pedestrian Environment

4.4.16 Chester Road has footways, approximately 2m wide, along both sides of the road, from immediately to the west of the shared space scheme to approximately 45m east of the access to the Poynton Rail Station. Beyond this point, the footway continues along the north side of the road of the access. Immediately to the west of the access, a segregated footway is provided on the north side of the road extending over the railway bridge.

4.4.17 West of the railway bridge, a segregated footway/cycleway is provided along the north side of Chester Road for approximately 100m before narrowing to a footway. In addition, a footway is also provided along the south side of the road to the west of the railway bridge. The footways on both sides of the road extend beyond the western edge of Poynton.

4.4.18 During the site visit it was observed that the effective footway width along the north side of the road, in the vicinity of the rail station, were physically obstructed by parked vehicles on-street. Parked vehicles were observed to be straddling the carriageway and footway, impeding pedestrian and cyclist movements.

4.4.19 To the west of the shared scheme, there are five pedestrian crossing points located on Chester Road. They are summarised below:

Controlled ‘Puffin’ pedestrian crossing, with dropped kerbs and tactile paving, located approximately 140m east of the access to the rail station access;

Uncontrolled pedestrian crossing in the form of dropped kerbs, tactile paving and pedestrian refuge, located approximately 25m west of the railway bridge;

Uncontrolled pedestrian crossing in the form of dropped kerbs, tactile paving and pedestrian refuge, located approximately 350m west of the railway bridge;

Uncontrolled pedestrian crossing in the form of dropped kerbs, tactile paving and pedestrian refuge, located approximately 450m west of the railway bridge; and

Uncontrolled pedestrian crossing in the form of dropped kerbs, tactile paving and pedestrian refuge, located at the western edge to the town boundary.

4.4.20 Poynton Rail Station can be accessed on foot when approaching from either direction along Chester Road, the through the station main car park located to the west of the rail line or from the access road located to the east of the line.

4.4.21 Within the station there is a footbridge to allow passengers to change between the two platforms (northbound or southbound). However, the footbridge is stepped and therefore unsuitable for passengers on wheelchairs. Wheelchair users would need to exit the station and cross over the railway bridge using the footway on the north side of Chester Road



Cycling Environment

4.4.22 There is a cycle route provided along part of Chester Road, from approximately 310m west of the railway bridge to the town centre shared space scheme.

4.4.23 From approximately 35m to the west of the shared space scheme, Chester Road features on-road cycle lanes on both sides of the carriageway, to the controlled Puffin pedestrian crossing located to the east of the rail station access.

4.4.24 The width of the cycle lanes is approximately 1.2n wide, which in accordance with the Sustrans Design Manual “Handbook for cycle-friendly design” (April 2014) is below the minimum width of a 1.5m for a cycle lane within a 30mph speed limit.

4.4.25 During a site visit it was noted that the cycle lane road markings were worn, particularly along the south side of the road.

4.4.26 From the Puffin crossing, the cycle route ceases, until west of the railway bridge, where a segregated footway/cycleway is provided along the north side of Chester Road. The segregated footway continues west for approximately 100m before terminating and continuing once again on Chester Road, with on-road cycle lanes provided on both sides of the road for approximately 210m, where the cycle route terminates.

Public Transport Environment

4.4.27 Chester Road is a bus route with several bus stops provided along both sides of the road. The bus stops on Chester Road west of the shared space scheme are provided in the following locations:

Approximately 225m west of the shared space scheme there is a bus stop located on the north side of the road. The bus stop has a flag and raised kerb;

Approximately 85m to the west of the railway bridge, there is a bus stop located on the south side of the road. The bus stop has a flag and raised kerb;

Approximately 340m to the west of the railway bridge, there is a bus stop located on both sides of the road. The bus stop on the north side has a flag and shelter, and the bus stop on the south side has a flag only;

Approximately 445m to the west of the railway bridge, there is a bus stop located on the south side of the road. The bus stop has a flag only; and

At the western edge of the town boundary, there is a bus stop located on the north side of the road. The bus stop has a flag and layby.

A523 London Road

Highway Layout

4.4.28 London Road runs in a north/south direction through the centre of the town where it intersects with Chester Road and Park Lane at the shared space scheme. London Road connects to Hazel Grove to the north and Adlington to the south.

4.4.29 The shared space scheme extends along London Road to the north for approximately 120m and to the south for approximately 110m. Beyond the shared space scheme, the character of the road changes to a wide single carriageway with ghost island right turn facilities.



4.4.30 London Road is subject to a 30mph speed limit through most of the town, but increases to 40mph at the southern town boundary and approximately 500m to the north of the shared space scheme. The road also has the benefit of street lighting through the town.


4.4.31 To the south of Chester Road/Park Lane, various commercial properties line both sides of London Road. In addition, Queensway, which runs west of London Road approximately 300m south of Chester Road/Park Lane, also has commercial properties fronting the road. Both areas generate high levels of foot traffic throughout the day.

4.4.32 London Road South has footways, approximately 2.0m wide, along both sides of the road from immediately south of the shared space scheme for approximately 480m. From this point the footways reduce to approximately 1.8m wide along both sides of the carriageway to the southern town boundary. A footway, approximately 1.5m wide, then continues along the east side of the road only to Adlington Business Park.

4.4.33 London Road North has footways, approximately 1.5m wide, along both sides of the road from immediately north of the shared space scheme for approximately 800m. From this point the footways narrow to approximately 1.2m wide along both sides for approximately a further 150m. Beyond this point a footway, approximately 1.2m wide, continues along the east side of the road only to the northern town boundary.

4.4.34 There are pedestrian crossings located along London Road, to the north and south of the shared space scheme. To the north of the shared space scheme there are three pedestrian crossings located on London Road North:

Uncontrolled pedestrian crossing in the form of dropped kerbs, tactile paving and pedestrian refuge, located approximately 120m north of the shared space scheme;

Uncontrolled pedestrian crossing in the form of dropped kerbs, tactile paving and pedestrian refuge, located approximately 310m north of the shared space scheme; and

Uncontrolled pedestrian crossing in the form of dropped kerbs, tactile paving and pedestrian refuge, located approximately 400m south of northern edge of Poynton town boundary.

4.4.35 To the south of the shared space scheme there are also three pedestrian crossings located on London Road South:

Controlled ‘Puffin’ pedestrian crossing, with dropped kerbs and tactile paving, located approximately 150m to the south of the shared space scheme;

Uncontrolled pedestrian crossing in the form of dropped kerbs, tactile paving and pedestrian refuge, located on the northern arm of the Dickens Lane mini-roundabout junction; and

Uncontrolled pedestrian crossing in the form of dropped kerbs, tactile paving and pedestrian refuge, located approximately 40m to the south of the Dickens Lane mini-roundabout junction.

4.4.36 Photograph 4.2 taken on a September site visit shows the controlled ‘Puffin’ pedestrian crossing located approximately 150m to the south of the shared space scheme, the crossing was observed to be frequently used.



Photograph 4.2: Pedestrian crossing north of London Road/ Queensway junction

Cycling Environment

4.4.37 Although there are currently no dedicated cycle lanes along London Road North or London Road South within the study area, cycle parking is provided to the south of the shared space scheme.

4.4.38 Cycle parking in the form of five Sheffield stands, located on the west side of London Road South outside the Aldi foodstore, which is located approximately 60m south of the shared space scheme.


4.4.39 London Road is a bus route with several bus stops provided along both sides of the road. The bus stops on London Road north of the shared space scheme are provided in the following locations:

Approximately 170m to the north of the shared space scheme on London Road North, there is a bus stop located on the east side of the road. This bus stop has a flag and raised kerb;

Approximately 415m to the north of the shared space scheme on London Road North, there are bus stops located on both sides of the road. The bus stop on the west side of the road has a flag, raised kerb, and shelter and the bus stop on the east side of the road has a flag and raised kerb.

Approximately 485m south of northern edge of Poynton town boundary, there is a both directions bus stop located on the east side of the road. The bus stop has a flag only; and

Approximately 160m south of the northern edge of Poynton town boundary, there is a both directions bus stop located on the east side of the road. The bus stop has a flag only.

4.4.40 The bus stops on London Road south of the shared space scheme are provided in the following locations:



Approximately 50m to the north of the Dickens Lane mini-roundabout junction, there is a bus stop located on the west side of the road. The bus stop has a flag, raised kerb and shelter

Approximately 25m to the south of the Dickens Lane mini-roundabout junction, there is a bus stop located on the east side of the road. The bus stop has a flag and raised kerb;

Approximately 425m to the south of the Dickens Lane mini-roundabout junction, there are bus stops located on both sides of the road. The bus stop on the west side of the road has a flag, raised kerb and shelter and the bus stop on the east side of the road has a flag and raised kerb; and

Approximately 30m to the south of the Adlington Business Park access, a both directions bus stop is located on the west side of the road. The bus stop has a flag only.

Park Lane

Highway Layout

4.4.41 Park Lane forms the east arm of the town centre shared space scheme, with the shared space scheme extending 440m east of the junction with London Road. The road continues east to the eastern town boundary, where the Park Lane terminates onto a three arm’ fork junction with Miidlewood Road and Coppice Road. Middlewood Road continues northeast to Middlewood and Coppice Road continues southeast through the rural countryside.

4.4.42 Along the shared space scheme, Park Lane features a mixture of shops, restaurants, cafes and pubs. A Waitrose supermarket is located within the shared spaces scheme, approximately 310m to the east of the London Road junction, on the corner of the Park Lane/Bulkeley Road junction. The Waitrose supermarket site is a significant attractor as Poynton Library and Priorslegh Medical Centre and Civic Centre are also accessed from here. Bulkeley Road, opposite, provides access to Vernon Primary School, in addition to residential properties.

4.4.43 To the east of the town centre shared surface scheme, the community centre is located on the north side of Park Lane. Further east, residential properties front both sides of Park Lane, and the road comprises a standard single carriageway, subject to a 30mph speed limit and has the benefit of street lighting.

4.4.44 Double yellow line parking restrictions are in place along both sides of Park Lane to approximately 150m east of the town centre shared space scheme. To the east of this point for approximately 200m, parking is uncontrolled. During a site visit, it was observed that residents of the houses fronting Park Lane park along the south side of the road, which restricts the flow of traffic to one-way. East of tis point, double yellow line parking restrictions are in place along both sides of the road to the eastern town boundary.

4.4.45 Photograph 4.3 shows on-street parking along the south side of Park Lane.



Photograph 4.3: Park Lane east of Shared Space Scheme


4.4.46 The 440m section of Park Lane that forms part of the town centre shared space scheme provides a high-quality pedestrian environment. Park Lane to the east of the town centre shared space scheme has footways along both sides of the carriageway. The footways vary in width along the length of Park Lane depending on the land available, however they are often narrower than 2.0m on the south side of the road.

4.4.47 Dropped kerbs are located at side road crossings along Park Lane, however, they are often without accompanying tactile paving to guide pedestrians with visual impairments.

4.4.48 To the east of the shared scheme, there are two pedestrian crossing points located on Park Lane. They are summarised below:

Uncontrolled pedestrian crossing in the form of dropped kerbs, tactile paving and pedestrian refuge, located approximately 120 to the east of the shared space scheme; and

Controlled ‘Puffin’ pedestrian crossing, with dropped kerbs and tactile paving, located at the eastern end of Park Lane.

Cycle Environment

4.4.49 There are no dedicated cycle lanes along Park Lane.


4.4.50 Park Lane is a bus route with several bus stops provided along both sides of the road. The bus stops on Park Lane east of the shared space scheme are provided in the following locations:

Approximately 30m to the east of the shared space scheme, there are a bus stops located on both sides of the road. The bus stop on the south side of the road has a flag and shelter, but the bus stop on the north side of the road has bus bay road marking only;



Approximately 185m to the east of the shared space scheme, there are bus stops located on both sides of the road. The bus stop on the south side has a flag and raised kerb and the bus stop on the north side has a flag only; and

Bus stops are located on both side of the road at the eastern end of Park Lane. The bus stop on the south side has a shelter and layby and the bus stop on the north side has a flag and raised kerb.

Queensway

Highway Layout

4.4.51 Queensway is one of the most significant shopping areas outside of the central shared space area. It features several attractors including a Morrisons foodstore and a parade of local shops along the north side and the Kingfisher public house and Queensway car par on the south side. Queensway serves a residential area to the south of Chester Road and west of London Road beyond the shopping area.

4.4.52 Queensway is a single carriageway road, subject to a 30mph speed limit and has the benefit of street lighting.

4.4.53 The shopping area and public house both have dedicated car parks on the southern side of Queensway while the retail units are on the northern side. As such there is a high amount of pedestrian activity in the area. However, it was noted during the site visit that pedestrians crossed Queensway largely without issue.

4.4.54 Double yellow line parking restrictions are in place on both sides of Queensway from London Road South to the junction of Gloucester Road, for approximately 180m. Further to the west the road is traffic calmed in the form of speed humps and parking is unrestricted.

4.4.55 Photograph 4.4 shows the Queensway shopping parade taken from adjacent to the access to the Queensway car park. This shows two cars outside the Morrisons foodstore parked illegally on double yellow lines.

Photograph 4.4: Queensway shopping parade




4.4.56 Footways are featured on both sides of the carriageway. The footways on the north side of the road are a minimum of 2m wide and the footways on the south side have a minimum width of 1.5m.

4.4.57 The major/ minor priority junction of London Road South and Queensway has dropped kerbs in place for pedestrians crossing Queensway. However, no other pedestrian facilities are in place here despite Queensway generating significant vehicle and pedestrian traffic.

Cycle Environment

4.4.58 There are no dedicated cycle lanes along Queensway and no cycle parking adjacent to the shops.


4.4.59 The closest bus stops to Queensway are located on London Road South.

Dickens Lane

Highway Layout

4.4.60 Dickens Lane is a wide single carriageway road, subject to a 30mph speed limit and has the benefit of street lighting. The road commences from London Road South in the west, via a three-arm mini roundabout junction, and extends to the southeast town boundary. Dickens Lane mainly serves a residential area. In addition, Vernon Primary School and Poynton High School and Performing Arts College can be accessed from Dickens Road.


4.4.61 Dickens Lane has footways along both sides of the road. Dickens Lane features uncontrolled pedestrian crossing points approximately 120m to the east of the London Road South and at the eastern edge of the town boundary.

4.4.62 An example of an uncontrolled pedestrian crossing on Dickens Lane is shown in Photograph 4.5, taken on a September site visit.



Photograph 4.5: Dickens Lane, uncontrolled pedestrian crossing

4.4.63 A zebra crossing is also located approximately 350m to the east of the London Road South and is shown in Photograph 4.6.

Photograph 4.6: Dickens Lane, Zebra Crossing

Cycle Environment

4.4.64 There are no dedicated cycling facilities located on Dickens Lane.


4.4.65 Bus stops are located on Dickens Lane approximately 200m to the east of the junction of London Road South. These bus stops feature accessible bus stop kerbs and a shelter is located at bus stop in the westbound direction.



4.4.66 There also bus stops on both sides of the road approximately 600m to the east of London Road. Both bus stops feature flags only.

4.4.67 At the eastern end of the town boundary there is further bus stops located on both sides of the road. Both bus stops have flags and raised kerbs, and the bus stop on the north side of the road also features a shelter.

Yewtree Lane

Highway Layout

4.4.68 Yewtree Lane is a single carriageway road no-through route running north from Dickens Lane. It is of particular significance as all access to Poynton High School and Performing Arts College is made from Yewtree Lane.

4.4.69 Yewtree Lane is subject to a speed limit of 30mph, with footways provided along both sides and has the benefit of street lighting.

4.4.70 Photograph 4.7 was taken on the September site visit of the area shortly before the end of the school day at approximately 3pm. During on-site observations it was noted that the majority of vehicles are parked legally and did not encroach the ‘SCHOOL KEEP CLEAR’ road markings, which are along the full frontage of the school.

4.4.71 The narrowing of the usable carriageway caused by this parking will limit two-way traffic movement, meaning that two large vehicles may struggle to pass, this would lead to an informal one-way working arrangement during peak periods.

Photograph 4.7: Yewtree Lane adjacent to Poynton High School


4.4.72 Footways are located along both side of Yewtree Lane. The distance between the edge of carriageway and the back of footway is approximately 2.5m, however, grass verge is in place along the carriageway edge reducing the footway widths to approximately 1.5m.



Cycle Environment.

4.4.73 There are no dedicated cycle facilities along Yewtree Lane.


4.4.74 There are no dedicated public transport facilities, such as bus stops, located on Yewtree Lane. The nearest bus stops to Yewtree Lane are located on Dickens Ln approximately 50m to the north of the Dickens Lane and Yewtree Lane junction.

Hazelbadge Road

4.4.75 Hazelbadge Road is a 30mph single carriageway cul-de-sac road, serving existing residential properties and Lower Park Primary School. The road leads north of Chester Road, approximately 105m to the east of the access to Poynton Rail Station.

4.4.76 Parking is permitted along both sides of the road, except along the Lower Park Primary School site frontage, where “SCHOOL KEEP CLEAR” road markings are present. Although, off-street parking is provided for the existing residential properties and Lower Park Primary School, it was observed during the site visit that there were vehicles parked along the full length of both sides of the road. It is understood that this on-street parking is associated with rail commuters, as opposed to residents of Hazelbadge Road or visitors to the primary school.


4.4.77 Footways and street lighting are provided along both sides of Hazelbadge Road.

Cycle Environment.

4.4.78 There are no dedicated cycle facilities along Hazelbadge Road.

School Lane

4.4.79 School Lane is a 30mph single carriageway road running north of Park Lane, approximately 90m to the east of the shared space scheme. The road is a short section with retail frontage along the west side of the road, including a Co-op convenience store, a bike shop and a café, and Poynton Fire Station located on the east side of the road.

4.4.80 On-street parking is provided along the frontage of the retail units on the west side of the road, in the form of approximately seven perpendicular parking bays.

4.4.81 During the site visit it was noted that these parking bays were well used.


4.4.82 Footways and street lighting are provided along both sides of School Lane.

Cycle Environment.

4.4.83 There are no dedicated cycle facilities along School Lane.

Coppice Road

Highway Layout

4.4.84 Coppice Road is a 30mph single carriageway road. It is the continuation of Park Lane to the east and as such provides an east-west route for traffic in the east of Poynton.



4.4.85 The carriageway width of Coppice Lane varies, though it is a minimum of approximately 5.5m in most residential areas.

4.4.86 Parking restrictions are included in those areas where the carriageway is particularly narrow and there and off-street parking is available for residents, Photograph 4.8 shows an example of this.

Photograph 4.8: Coppice Road


4.4.87 The available footway width on some routes is considerably less than the desirable minimum; Photograph 4.14 shows a pedestrian walking along a narrow footway.

4.4.88 Coppice lane is subject to a 30mph speed limit. Street lighting along Coppice Lane is limited to residential areas.

Cycle Environment

4.4.89 There are no dedicated cycle facilities along Coppice Road.


4.4.90 Bus stops are located at intervals of between 200m and 350m, starting from approximately 230m to the east of Towers Road to Middlewood Way approximately 1,500m to the east. These bus stops feature accessible bus stops.

Middlewood Way

4.4.91 Middlewood Way is an 11 mile (16km), traffic-free greenway from Macclesfield to Marple on the Peak Park fringe with car parking, toilets and information points.

4.4.92 It is a scenic route that follows the path of a reclaimed former railway, it is without lengths of significant gradients, and therefore is well suited to walking and cycling.



4.4.93 Given the length of the greenway it is likely that it is predominately used for leisure/ recreational travel as it stands. However, it is possible that some residents will consider it as a commuter route to Macclesfield, and this should be encouraged where possible.

Towers Road

Highway Layout

4.4.94 Towers Road connects Park Lane to north of the A523 Macclesfield Road towards the northern edge of the Poynton-with-Worth parish boundary. The 200m from Park Lane to the north is approximately 5.5m wide with a footway along the western edge of the carriageway, though this I narrower than the desirable minimum width of 2.0m. This length of road features a centreline and double yellow line parking restrictions.

4.4.95 Beyond the initial approximately 200m section, the character of the road changes with the removal of the centreline and parking restrictions. Further to the north the condition of the road surface varies, in some areas there is significant rutting and pot holes.

Photograph 4.9: Towers Road adjacent to junction with Park Lane


4.4.96 To the north of the Park Lane and Towers Road junction a single 1.8m wide footway is located on the northbound edge of Towers Road for approximately the first 70m, the 580m beyond this point feature narrow footways of varying width along both sides of the carriageway. There are no footways beyond this 650m till the road meets London Road North.

Cycle Environment

4.4.97 There are no dedicated cycle facilities along Towers Road.


4.4.98 There are no bus stops on Tower Road, the nearest bus stops are located on Park Lane, approximately 50m to the west of the junction of Park Lane and Towers Road; and on London Road North, approximately 30m to south of the junction of London Road North and Towers Road.



4.5 Rail Stations

4.5.1 Poynton rail station is located approximately 800m to the west of the shared space scheme along Chester Road. It is of strategic significance to the residents of Poynton as it provides regular direct services to key employment centres, such as:

Manchester, approximately 25 minutes’ travel time;

Stockport, approximately 15 minutes’ travel time;

Macclesfield, approximately 10 minutes’ travel time; and

Stoke-on Trent, approximately 35 minutes’ travel time.

Note: Travel times taken from website: www.nationalrail.co.uk

4.5.2 The Office of Rail and Road’s (ORR) Station Usage Statistics for 2015-16 show 219,072 entries and exits to the station were recorded over the course of the year.

4.5.3 The station features a 40 space ‘pay and display’ car park, fees are priced between £1.50 and £2.00 per day dependent on whether an individual day ticket or one of the weekly/monthly/annual season tickets are purchased.

4.5.4 Middlewood Rail Station can only be accessed via Middlewood Way and features infrequent services. The station itself is poorly suited in terms of accessibility as there is no step free access to the platform from Middlewood Way.

4.5.5 The location and accessibility of the station is reflected in the ORR’s Station Usage Statistics for 2015/16 which shows 27,950 entries and exits to the station recorded over the course of the year. In comparison, Middlewood Station had 12% of the entry/exits that Poynton Station experienced during the same time period.

4.5.6 It is unlikely to be considered a reasonable option for commuting by many Poynton residents for reasons of accessibility and reliability. However, there are services available in the morning and evening suitable for commuting to Manchester for a standard working day.

4.6 Traffic Flows

4.6.1 Reference has been made to the Transport Assessment that has been prepared for the Poynton Relief Road to provide details of existing traffic flows within Poynton. Although traffic surveys in the TA date back to 2009, this is the information that was used to compare traffic levels before and after completion of the A6MARR and PRR.

4.6.2 Table 4.2 summarises the Annual Average Daily Traffic (AADT) flows in 2009 on key links in Poynton and the surrounding vicinity, which have been extracted from Jacobs’ Transport Assessment.

4.6.3 For comparison purposes with future traffic flows taking account of the completion of the A6 Manchester to Airport Relief Road and Poynton Relief Road, the 2009 existing traffic flows have also been factored to 2018 and 2032. TEMPRO low growth factors have bene applied to the 2009 traffic flows to derive 2018 and 2032 traffic flows. Table 4.2 also provides a summary of the 2018 and 2032 existing traffic flows.

http://www.nationalrail.co.uk/



Table 4.2: 2009 Existing Traffic Flows

Link Description 2009

AADT

2018

AADT

2032

AADT

A523 Macclesfield Road (south of A6MARRR) 16,200 17,326 20,835

A523 London Road (Adlington Park south of Poynton) 14,200 15,187 18,263

A5149 Chester Road (east of Woodford Road) 18,400 19,679 23,664

A5149 Chester Road (between Clifford Road and A523) 13,000 13,904 16,719

Poynton – Clifford Road 3,100 3,315 3,987

Poynton – Park Lane (east of A523 London Road) 14,000 14,973 18,005 Ref: 2009 Base Flows extracted from Appendix G of Jacobs’ Transport Assessment

4.7 Personal Injury Collisions (PICs)

4.7.1 This section reviews the PIC history in Poynton, which has been based on an initial review of the CrashMap website and then interrogating PIC data purchased from CEC. The CrashMap database is an official database of PIC data, covering the whole of Great Britain.

4.7.2 The CrashMap website identified that most of the PICs occurred on the following roads:

London Road;

Chester Road;

Park Lane; and

Dickens Lane

4.7.3 Having defined the study area, PIC data was purchased from CEC. The data covers the most recent five-year’ period available, from 2012 to 2016.

4.7.4 PIC data is recorded by severity, as slight, serious, or fatal. These are statistical definitions regarding the injuries to the casualties of the collision, which mean the following:

Slight, at least one person is slightly injured, but no person is killed or seriously injured. Here a slight injury is one where treatment does not require a hospital stay as an in-patient;

Serious, at least one person is seriously injured, but no person is killed. Here a serious injury is one where treatment requires a hospital stay as an in-patient; and

Fatal, where a human casualty sustained injuries which caused death less than 30 days after the collision.

4.7.5 Figure 4.2 provides a summary of the PIC data, showing the location of each PIC during the five year’ period, with the symbols distinguishing severity. Figure 4.2 also identifies if the PIC involved a vulnerable road user, which comprise:

Pedestrians,

Cyclists,



Motorcyclists, and

Equestrians.

4.7.6 It can be seen from Figure 4.2 that 44 PICs occurred within the study area. Four PICs were of a ‘serious’ severity and 40 of a ‘slight’ severity. No fatal PICs were recorded.

4.7.7 A detailed review was carried out where it was identified from Figure 4.2 ‘clusters’ of three or more collisions in a single location occurred. Four clusters were identified, which are:

London Road, within the shared space scheme;

Park Lane, within the shared space scheme;

London Road/Dickens Lane mini-roundabout junction; and

Chester Road/Dickens Lane priority junction.

A review of these PICs is provided below

London Road - Shared Space Scheme

4.7.8 Five collisions were recorded on London Road within the shared space junction in the most recent five-year period. One PIC was of a serious severity and the other four were of a slight severity. All PICs involved vulnerable road users. The details of the PICs are summarised as follows:

March 2012: a pedestrian was slightly injured after contact was made by a slow moving HGV after the vehicle was given a green signal. This PIC occurred just prior to the completion of the shared space scheme, when the layout of the highway differed significantly compared to what it is today.

October 2013: a turning cyclist was slightly injured after slipping on the wet carriageway; no other vehicles were involved.

January 2014: a pedestrian was slightly injured after being struck by a car while attempting to cross the shared space adjacent to Chester Road. A contributory factor noted for the PIC was that the pedestrian was impaired by alcohol.

December 2015: a pedestrian was seriously injured after being struck by a car travelling southbound on London Road. The contributory factors noted were that the drive of the vehicle failed to look properly and the weather conditions impaired vision due to rain.

February 2016: a motorcyclist was slightly injured after being struck by a car returning to the carriageway after the driver visited a nearby bank. The contributory factors noted were that motorcycle was travelling in the car driver’s blind spot and the motorcyclist failed to look properly.

4.7.9 It can be concluded that none of the PICs occurred due to the current layout of the shared space scheme.

Park Lane - Shared Space Scheme

4.7.10 Four collisions were recorded on Park Lane on the approach the junction with London Road in the most recent five-year period. All collisions were of a slight severity an all involved vulnerable road users.



September 2013: a cyclist lost control of their bicycle and was slightly injured after swerving to avoid a bus turning into Park Lane that encroached into their lane. No contributory factor was noted.

November 2013: a pedestrian was slightly injured after being struck by a reversing vehicle on the footway of Park Lane; the driver had been visiting a nearby shop. The contributory factor noted was that the driver of the vehicle failed to look properly while reversing.

December 2013: two pedestrians were slightly injured after being struck by a car in the carriageway. A car stopped to allow the pedestrians to cross the road, a second vehicle overtook the stopped vehicle and hit the two crossing pedestrians. The contributory factors noted were that the driver of the vehicle failed to look properly and was also careless, reckless or in a hurry.

July 2016: a pedestrian was slightly injured when a car, after stopping to allow the pedestrian to cross, nudged forward and collided with the pedestrian before making off at speed. There was a mixture of contributory factors noted, including the driver of the vehicle was driving aggressively and was careless, reckless or in a hurry and the pedestrian failed to look properly.

4.7.11 It can be concluded that none of the PICs occurred due to the current layout of the shared space scheme.

London Road/Dickens Lane Mini-Roundabout Junction

4.7.12 Five collisions were recorded at the London Road/ Dickens Lane mini-roundabout in the most recent five-year period. All collisions were of a slight severity, with two involving vulnerable road users.

May 2012: a motorcyclist was slightly injured after falling off their motorcycle when slowing on the approach to the roundabout, no other vehicles were involved. The contributory factors noted were that the motorcyclist lost control, was a learner or inexperienced rider that was nervous, uncertain or panicked and the road surface was wet and slippery.

May 2013: a car driver was slightly injured after their car was struck to the rear by a following vehicle that failed to stop. The contributory factor noted that the driver of vehicle 1 failed to judge other person’s path or speed.

June 2015: a motorcyclist was slightly injured after they collided with a second motorcyclist in the roundabout junction. The contributory factors noted were that the rider turning failed to look properly and made a poor turn.

February 2016: a car driver was slightly injured after colliding with a car in the roundabout junction. The contributory factors noted were that the car driver that collided failed to look properly.

September 2016: a car passenger was slightly injured after their car collided with a large rigid vehicle in the roundabout. The contributory factors noted were that the driver of the tipper was travelling too fast and the car driver failed to look properly and failed to judge the speed of the other person.

4.7.13 It can be concluded that none of the PICs occurred due to the current layout of the mini-roundabout junction.



Chester Road/Tern Drive Priority Junction

4.7.14 Three collisions were recorded the Chester Road/ Tern Drive major/ minor priority junction in the most recent five-year period. All collisions were of a slight severity, with two involving vulnerable road users.

April 2015: a motorcyclist was slightly injured after a car exiting Tern Drive caused the motorcyclist to brake and fall off. The contributory factors noted were that the car driver disobeyed the give-way when exiting the junction, failed to look properly and failed to judge the speed of the other person. In addition, the motorcyclist was travelling too fast and had to brake suddenly.

July 2015: a car passenger was slightly injured after colliding with an overtaking vehicle while waiting to turn left into Tern Drive. The contributory factor noted was that the driver of the overtaking vehicle failed to judge the speed of the other person.

March 2016: a cyclist was slightly injured after a car performing a U-turn manoeuvre caused the cyclist to brake suddenly and fall. The contributory factors noted were that the car driver made a poor manoeuvre, failed to look properly and was careless, reckless or in a hurry.

4.7.15 It can be concluded that none of the PICs occurred due to the current layout of the mini-roundabout junction.



5 Committed Highway and Allocated Development

5.1 Introduction

5.1.1 This section details the highway infrastructure and development schemes that are currently being built and that are committed or allocated to come forward in the future.

5.1.2 The South East Manchester Multi Modal Strategy (SEMMMS) will have the most significant effects throughout the area. SEMMMS is a 20 year’ strategy that has been developed in the South East Manchester area. The road schemes proposed within SEMMMS include the A6 to Manchester Airport Relief Road, which is currently being built, and the future Poynton Relief Road and A6 to M60 Link.

5.1.3 Further to this there are currently three housing land sites allocated in the recently adopted LPS which are also included in the Poynton NDP, these allocations account for 450 new homes, though it is likely the total number of new homes to be allocated in the study area will increase to 650 following the consultation and adoption of the emerging SADP.

5.1.4 In addition to allocated housing provision it is proposed that there is an increase of employment land at Adlington Business Park. This will be delivered through an extension of the existing business park to provide around 10 hectares of additional employment land.

5.2 Manchester Airport Relief Road (A6MARR)

5.2.1 The semms.info website provides the following information about the A6MARR scheme:

‘The A6 to Manchester Airport Relief Road Scheme is planned to provide 10 kilometres of new 2-lane dual carriageway from the A6 near Hazel Grove (south east Stockport), via the 4 kilometres of existing A555 to Manchester Airport and the link road to the M56.

The scheme bypasses heavily-congested district and local centres, including Bramhall, Cheadle Hulme, Hazel Grove, Handforth, Poynton, Wythenshawe, Gatley and Heald Green.’

‘There is currently no direct east-west transport link through south east Greater Manchester and Cheshire East. The lack of this connection is contributing to congestion on major and minor roads. This means that people and goods cannot move easily, directly and efficiently.

The congestion being created is constraining the local economy, affecting air quality in local areas and reducing access to key destinations. These problems will become significantly worse in the future if no action is taken. The A6 to Manchester Airport Relief Road has been identified as the best solution to address this problem, as part of the overall SEMMMS Strategy.’

5.2.2 Construction of the A6MARR commenced in March 2015 and is currently planned to be opened in Spring 2018. The route of the A6MARR in the vicinity of Poynton is shown in Appendix B.

5.3 Poynton Relief Road (PRR)

5.3.1 The alignment of PRR can be seen in the final route plan from the planning application, included as Appendix C. The semms.info website provides the following summary of the PRR scheme:

http://www.semmms.info/



‘Poynton Relief Road will be a standard single carriageway, approximately 3 kilometres in length. The relief road will also include two overbridge crossings for use by walkers, cyclists and farm vehicles, a 3.5m wide combined cycle and footway which will run beside the length of the route in the western verge.’

5.3.2 Poynton Relief Road was granted planning permission in June 2017. CEC and Stockport Metropolitan Borough Council cite the following objectives for the scheme:

‘These objectives attempted to capture the strategic aspirations of SEMMMS as well as the local aims of the Poynton Relief Road scheme:

▪ to support the economic, physical and social regeneration of Poynton and the north of the area, in particular Macclesfield;

▪ transfer Heavy Goods Vehicles (HGVs) onto more appropriate roads on the wider network and relieve existing traffic congestion in Poynton;

▪ deliver a range of complementary measures on the A523 corridor to Macclesfield that address Road Safety, Congestion and Mitigation of the wider environmental impact of traffic;

▪ boost business integration and productivity by improving the efficiency and reliability of the highway network, reducing the conflict between local and through traffic, by the improved route for freight and business travel; and

▪ allow improvements to the highway network for public transport, walking and cycling.’

5.3.3 At the time of writing this study, Cheshire East Council expect a contract to be awarded in late 2018 with work commencing on site in Summer 2019. The road is expected to open in Autumn / Winter 2020.

5.4 A6 M60 Link

5.4.1 Although not committed yet, this section of the SEMMMS Road Scheme will link the A6 at Hazel Grove (at the junction with the A6MARR) with the M60 at Bredbury. A plan illustrating the route of the A6 to M60 Link is included as Appendix D.

5.4.2 At the time of writing this study, SMBC is continuing to work to explore funding opportunities for the A6 to M60 Link, however, no further information regarding timescales for any future implementation of the scheme is available.

5.5 Cheshire East Local Plan Allocations

5.5.1 As stated in Section 2, Cheshire East Council’s Local Plan Strategy (LPS) document allocates a range of potential sites in its ‘Sites and Strategic Locations’ section. Details provided of these sites allocations include:

a general overview including suggested land use class;

the site specific principles of development;

a justification; and

the policy context.



5.5.2 This section provides further details of the allocated development sites within Poynton, which are:

Site LPS 48: Land adjacent to Hazelbadge Road – around 150 houses;

Site LPS 49: Land at Sprink Farm – around 150 houses;

Site LPS 50: Land south of Chester Road – around 150 houses; and

Site LPS 51: Adlington Business Park Extension has identified 10 hectares of land for employment.

5.5.3 In addition to the sites identified for a total allocation of 450 residential units, Policy PG7 ‘Spatial Distribution of Development’ of LPS identifies that Poynton is expected to accommodate 650 residential units during the plan period. No sites for the additional 200 residential units however has been identified yet.

Site LPS 48: Land adjacent to Hazelbadge Road, Poynton

5.5.4 Hazelbadge Road is located north of Chester Road and east of the railway line. The site surrounds the Lower Park Primary school to the west, north and east, with existing residential properties to the south.

5.5.5 With regard to Site LPS 48, the LPS states:

‘The development of Land adjacent to Hazelbadge Road over the Local Plan Strategy period will be achieved through:

1. The delivery of around 150 new homes;

2. Incorporation of green infrastructure, including:

i. an appropriate level of amenity open space and children's play space;

ii. the creation of links with footpaths to the north and east; and

iii. pedestrian and cycle links to new and existing residential areas, employment areas, shops, schools and health facilities, including improved pedestrian links to the town centre, and the railway station.

3. Open space provision to accommodate the need for enhanced or new indoor and outdoor sports facilities to accommodate the additional demand from the housing. Provision should be in accordance with an adopted up to date and robust Playing Pitch Strategy and Indoor Sports Strategy.’

5.5.6 Since the release of the Cheshire East Local Plan Strategy, in July 2017, an Environmental Impact Assessment (EIA) screening request was received by CEC for a proposed development of 170 dwellings and ancillary open space. CEC subsequently confirmed in August 2017 that an Environmental Impact Assessment is not required.

5.5.7 At the time of writing this study, no planning applications have been submitted to progress this site.

Site LPS 49: Land at Sprink Farm, Poynton

5.5.8 The Sprink Farm site is located immediately to the south of Dickens Lane, east of Poynton High School and Performing Arts College. Residential properties are located to the west,



playing fields and more residential properties are located to the north, and open vacant land is located to the south and east.


‘The development of Land at Sprink Farm over the Local Plan Strategy period will be achieved through:



i. an appropriate level of amenity open space and children's play space;

ii. creation of links within the site to incorporate the existing public right of way through the site and to the adjoining network of footpaths; and

iii. pedestrian and cycle links to new and existing residential areas, employment areas, shops, schools and health facilities, including improved pedestrian links to the town centre, and the railway station.


5.5.10 Since the release of the LPS, in August 2017, an outline planning application (planning application ref: 17/4256M) has been submitted to CEC. The development proposals comprise up to 150 dwellings (105 market housing units and 45 social housing units).

5.5.11 A Transport Assessment (TA) was submitted in support of the planning application. The TA states that the proposed development will be accessed from Dickens Lane via a simple priority junction. In addition, although the proposals would provide footways within the site and a Travel Plan will be implemented to encourage accessibility by sustainable travel modes, no measures are proposed off-site to improve accessibility to and from the site on foot, by cycle or by public transport.

5.5.12 At the time of writing this study, the planning application is undecided.

Site LPS 50: Land south of Chester Road, Poynton

5.5.13 The Chester Road site is located on the western edge of Poynton, to the south of Chester Road, in the vicinity of where the A6MARR connects to Chester Road.


‘The development of Land south of Chester Road over the Local Plan Strategy period will be achieved through:



i. an appropriate level of amenity open space and children's play space; and



ii. pedestrian and cycle links to new and existing residential areas, employment areas, shops, schools and health facilities, including improved pedestrian links to the town centre, and the railway station.


5.5.15 Since the release of the LPS, in August 2017, an outline planning application (planning application ref: 17/3896M) has been submitted to CEC. The development proposals comprise up to 120 dwellings (84 market housing units and 36 intermediate housing units).

5.5.16 A Transport Statement (TS) was submitted in support of the planning application. The TS states that the proposed development will be accessed from Chester Road (where the existing road is to be realigned to tie into the A6MARR) via a ghost island right turn priority junction. In addition, although the proposals would provide footways within the site and a Travel Plan will be implemented to encourage accessibility by sustainable travel modes, no measures are proposed off-site to improve accessibility to and from the site on foot, by cycle or by public transport.


Site LPS 51: Adlington Business Park Extension, Poynton

5.5.18 Adlington Business Park is located immediately to the south of Poynton and to the west of the railway line. Access to Adlington Business Park is taken from Adlington Park, which commences from London Road (A523), approximately 500m south of the Poynton town boundary.


‘The development of Adlington Business Park Extension over the plan period will be achieved through:

1. The provision of 10ha of new employment land; and

2. The incorporation of green infrastructure, including greenways, and the provision of new pedestrian and cycle links to new and existing residential areas, and shops.’

5.5.20 Since the release of the LPS, in November 2017, a full planning application (planning application ref: 17/5389M) has been submitted to CEC. The development proposals comprise up to 4,260sqm of B2 and B8 use. The site is located on the eastern edge of the existing business park, which is within the land allocated in the LPS.

5.5.21 A TA was submitted in support of the planning application. The TA states that the proposed development will comprise B2 and B8 use and therefore result in minimal vehicular trips during the weekday peak hours.

5.5.22 Although this study has not assessed the TA in detail it should be noted that a development comprising B1 office use (planning application) will generate more trips than B2 general industrial use (TA). CEC should therefore clarify type of development use proposed.

5.5.23 Access to the site would be taken from Adlington Park, the existing access to the business park. In addition, although the proposals would provide cycle parking and staff shower/changing facilities within the site to encourage accessibility by sustainable travel



modes, no measures are proposed off-site to improve accessibility to and from the site on foot, by cycle or by public transport.




6 Future Transport and Movement

6.1 Introduction

6.1.1 Having considered the existing transport and movement in Section 4, this section details how the completion of the committed highway infrastructure and allocated development sites (Section 5) could affect the interaction of pedestrians, cyclists, and other road users in the future.

6.1.2 The key impacts that have been considered are the effects of forecasted vehicle traffic on the local highway network, as well as improvement measures which may be delivered in support of the committed development. The details provided are from the publicly available documents submitted in support of the respective planning applications for the committed highway infrastructure and the LPS for the allocated development sites.

6.2 Traffic Impact of Committed Highways Schemes

6.2.1 Traffic flow data for the A6MARR and PRR has been taken from information contained within the planning application for the PRR. Jacobs UK Limited was appointed by Cheshire East Council and Stockport Metropolitan Borough Council to assess the traffic impact of the PRR.

6.2.2 As part of this work, Jacobs produced a strategic traffic model, which includes outputs of a strategic modelling exercise undertaken in support of the scheme. Annual average daily traffic (AADT) flows have been forecast for the following modelling scenarios:

2018 DM - do minimum (DM) scenario, where the A6MARR is open but PRR is not; and

2018 DS - do something (DS) scenario, where both the A6MARR and PRR are open.

6.2.3 It should be noted that for the purposes of modelling the PRR, Jacobs assumed an opening year of 2018. Although planning permission was granted for the PRR in June 2017, it is now expected that the road will open in Autumn/ Winter 2020.

6.2.4 Table 6.1 summarises the AADT flows in 2018 on key links in Poynton and the surrounding vicinity for the DM and DS Scenarios, which have been extracted from the strategic model outputs of Jacobs’ Transport Assessment.

Table 6.1: Impact of Poynton Relief Road 2018 Opening Year

Link Description

2018

DM

(AADT)

2018

DS

(AADT)

2018

Change

(AADT)

2018

Change

(%)

A523 Macclesfield Road (south of A6MARRR) 14,300 11,300 -3,000 -21%

A523 London Road (Adlington Park south of Poynton) 15,900 7,700 -8,200 -52%

A5149 Chester Road (east of Woodford Road) 21,300 17,400 -3,900 -18%

A5149 Chester Road (between Clifford Road and A523) 16,400 13,300 -3,100 -19%

Poynton – Clifford Road 2,400 1,600 -800 -33%

Poynton – Park Lane (east of A523 London Road) 11,000 10,400 -600 -5%

Ref: extracted from Appendix G of Jacobs’ Transport Assessment



6.2.5 The ‘2018 Change’ column of Table 6.1 shows the percentage impact of the DS scenario in comparison with the DM scenario. The forecasted results indicate that the completion of the A6MARR and the PRR will result in a significant reduction in traffic flows in Poynton.

6.2.6 The forecasted reduction in traffic flows in Poynton will be a result of a reduction of through traffic, which will transfer onto the relief roads. The most significant reduction of forecasted traffic flows is on the north-south route of the London Road and Macclesfield Road links, where traffic flows are reduced by 21% and 52% respectively.

6.2.7 As well as a reduction in the volume of total traffic, there will also be a reduction in the proportion of heavy goods vehicles (HGVs). Developments that do generate HGV traffic, such as Adlington Business Park, are well situated to take advantage of the PRR and A6MARR routes.

6.2.8 The reduction in the proportion of HGV traffic and overall traffic flows in Poynton will significantly improve the operation of existing junctions on the local highway network. In addition, pedestrian and cycle movements within the shared space scheme in the centre of Poynton will be benefit as result of less traffic.

6.2.9 Table 6.2 summarises the 2032 future year AADT flows on key links in Poynton and the surrounding vicinity for the DM and DS scenarios, which have been extracted from the strategic model outputs of Jacobs’ Transport Assessment.

Table 6.2: Impact of Poynton Relief Road 2032 Future Year

Link Description

2032

DM

(AADT)

2032

DS

(AADT)

2032

Change

(AADT)

2032

Change

(%)

A523 Macclesfield Road (south of A6MARRR) 16,300 13,400 -2,900 -18%

A523 London Road (Adlington Park south of Poynton) 19,700 8,400 -11,300 -57%

A5149 Chester Road (east of Woodford Road) 27,200 26,000 -1,200 -4%

A5149 Chester Road (between Clifford Road and A523) 17,700 19,300 1,600 9%

Poynton – Clifford Road 5,200 2,700 -2,500 -48%

Poynton – Park Lane (east of A523 London Road) 11,500 13,300 1,800 16% Ref: extracted from Appendix G of Jacobs’ Transport Assessment

6.2.10 The ‘2032 Change’ column of Table 6.2 shows the percentage impact of the DS scenario in comparison with the DM scenario. The results indicate that the completion of the PRR will result in a significant reduction in traffic flows in most locations for the 2032 future year.

6.2.11 The most significant reduction of forecasted traffic flows is on the north-south route through Poynton, on the London Road and Macclesfield Road links. Traffic flows on London Road and Macclesfield Road are forecast to reduce by 18% and 57% respectively.

6.2.12 Table 6.2 does however forecast a 9% increase in traffic on the A5149 Chester Road (between Clifford Road and A523) link. This is a negative impact compared to the 19% reduction of flows on the link expected in 2018. A possible explanation for the increase in traffic in this location in the 2032 DS scenario is that Clifford Road is currently used as a rat run for trips travelling between London Road and Chester Road. When traffic along London Road and Chester Road is reduced by the PRR, it is possible that the time savings derived from using Clifford Road rather than London Road and Chester Road are reduced to the point where there is little benefit. This is supported by the fact that there is a 48% reduction of



forecast traffic flows on Clifford Road in the 2032 DS scenario. A reduction of this magnitude would not be expected if Clifford Road was only being used to access the associated residences.

6.2.13 As is the case in the 2018 DS scenario, the reduction in the proportion of HGV traffic and the overall reduction of traffic flows in Poynton will help to reduce congestion by improving the operation of junctions on the local highway network.

6.3 Trip Generation of Allocated Sites

6.3.1 The traffic associated with the allocated development sites has been estimated using trip rates derived from the Trip Rate Information Computer System (TRICS). The use of TRICS is a recognised and accepted industry standard method for estimating the trip generation of a development.

6.3.2 In line with the allocated development sites identified in the LPS, a summary of trip rates during a weekday morning and evening peak hour and weekday is provided in Table 6.3 for the following land uses:

C3 residential land use;

B1 office employment land use; and

B8 warehousing employment land use.

6.3.3 Detailed TRICS outputs for these land uses are included in Appendix D .

Table 6.3: TRICS Derived Trip Rates, weekday

Land Use AM Peak Hour PM Peak Hour

Daily Arrival Departure Arrival Departure

Residential, C3 (per dwelling) 0.149 0.400 0.383 0.233 5.105

Employment, B1 (per 100m2) 1.292 0.257 0.178 1.092 11.507

Employment, B8 (per 100m2) 0.656 0.475 0.493 0.118 7.092

6.3.4 Although planning applications have been submitted for some of the allocated development sites, as detailed in Section 5, they are undecided at the time of writing this study. The development yield as outlined in the LPS has therefore been used for the purposes of reviewing the potential trip generation of the allocated development sites.

6.3.5 The LPS has allocated sites LPS48, LPS49 and LPS50 for 150 residential units each, equating to a total of 450 units. In addition, the LPS stated that a total of 650 residential units wold be delivered in Poynton during the period of the plan, although no sites have been identified for the additional 200 residential units.

6.3.6 The LPS also allocates site LPS 51: Adlington Business Park Extension, Poynton, for ‘the provision of 10ha of new employment land’. Regarding the area of the allocated site, it has been assumed the net developable area is 60% of the total 10ha of employment land. This is to take account of land required for access roads, parking, service areas, and landscaping.



6.3.7 Employment land is of Use Class B1 business (offices), B2 general industrial, or B8 storage or distribution. Of these classes B1 business has the highest associated trip generation and B8 the lowest. Therefore, to provide a robust analysis a split of 50% B1 business and 50% B8 storage or distribution trip rates have been used in this study. This has been informed by the Use Classes of the units that currently comprise Adlington Business Park.

6.3.8 On the basis of the trip rates summarised in Table 6.3 and the scale of development allocated, the estimated trip generation for each allocated development site is included in Table 6.4.

Table 6.4: Allocated Development Trip Generation - Weekday

Site Yield AM Peak Hour PM Peak Hour

Daily Arrival Departure Arrival Departure

Site LPS 48: Land adjacent to Hazelbadge Road

150 dwellings 22 60 57 35 766

Site LPS 49: Land at Sprink Farm

150 dwellings 22 60 57 35 766

Site LPS 50: Land south of Chester Road

150 dwellings 22 60 57 35 766

Sites yet to be allocated 200 dwellings 30 80 77 47 1,021

Site LPS 51: Adlington Business Park Extension 60,000m2 530 274 89 476 5,580

Total Allocated Development Trip Generation

534 627 627 338 8,898

6.3.9 Table 6.4 estimates that the allocated sites could generate a total of 8,898 trips during a typical weekday.

6.3.10 In terms of trip distribution, although the study does not provide a detailed assessment of routing of development traffic, estimations have been considered for the allocated sites based on the Transport Assessments that have been submitted in support of the outline planning applications for sites LPS49, LPS50 and LPS51. It is however not possible to take account of the additional 200 residential units as no sites have been identified at the time of writing this study.

6.3.11 The Sprink Farm site is located immediately to the south of Dickens Lane, east of Poynton High School and Performing Arts College. The submitted Transport Assessment calculated trip distribution based on 2011 Census “Method of Travel to Work” statistics, which is a recognised and accepted method for calculating trip distribution. Regarding the highway links identified in Table 6.1, the TA has calculated the following distribution:

A523 Macclesfield Road (south of A6MARRR) - 17%

A523 London Road (Adlington Park south of Poynton) - 20%

A5149 Chester Road (east of Woodford Road) - 45%

A5149 Chester Road (between Clifford Road and A523) - 0%/45%

Poynton – Clifford Road - 45%/0%



Poynton – Park Lane (east of A523 London Road) - 9%

6.3.12 The Transport Assessment (TA) predicts that 45% of trips would use Clifford Road to travel between London Road and Chester Road. The TA also identifies that Clifford Road is used as a rat-run in 2018, however for the 2032 future year assessment, the PRR TA rerouted traffic away from Clifford Road, to London Road and Chester Road. For the purposes of this study, trips have been reassigned to Chester Road and London Road for the 2032 future year assessment

6.3.13 A review has also been carried out of the TA for the Chester Road site (LPS 50). The trip distribution for that assessment was based on existing surveyed traffic flows on Chester Road. The existing trip distribution along Chester Road will however change significantly with the opening of A6MARR and PRR. The trip distribution used in the Chester Road TA has therefore not been used for this study.

6.3.14 In order to provide a consistent approach, the same distribution for the Sprink Farm site has been used for all residential sites, including the yet unidentified sites for the additional 200 units.

6.3.15 With reference to the Transport Assessment for the allocated expansion of Adlington Business Park, it has been predicted that 80% of trips will travel to/from the south, further to the opening of the PRR. The Transport Assessment predicts only 20% of trips (1,116 trips) will travel to/from the north through Poynton.

6.3.16 A comparison of the with and without PRR modelling scenario for years 2018 and 2032 with the allocated development traffic is shown in Table 6.5.

Table 6.5: Impact of Poynton Relief Road and Allocated Development

Link Description

2018 Change

(AADT)

2032 Change (AADT)

Allocated Development

Daily Flow

2018 Change with Allocated Development

(AADT)

2032 Change with Allocated Development

(AADT)

A523 Macclesfield Road (south of A6MARRR)

-3,000 -2,900 787 -2,213 -2,113

A523 London Road (Adlington Park south of

Poynton) -8,200 -11,300 664 -7,536 -10,636

A5149 Chester Road (east of Woodford Road)

-3,900 -1,200 1494 -2,406 +294

A5149 Chester Road (between Clifford Road

and A523) -3,100 1,600 0/1494 -3,100 +3,094

Poynton – Clifford Road

-800 -2,500 1494/0 +694 -2,500

Poynton – Park Lane (east of A523 London

Road) -600 1,800 299 -301 +2,099

6.3.17 Based on this indicative assessment of additional trips associated with allocated sites, it can be seen from Table 6.5, that all highway links except for Clifford Road considered within Poynton will experience a reduction in traffic during a typical weekday in 2018. Significant



reductions of over 2,000 trips during a typical weekday will be experienced on most links, with London Road, south of Chester Road experiencing a reduction of approximately 7,500 trips.

6.3.18 Clifford Road is predicted to increase in traffic however if continued to be used as a rat-run. Chester Road, between Clifford Road and London Road, however is predicted to experience a reduction of over 3,000 trips in 2018. In reality, it may be that as the traffic flows on Chester Road reduce, Clifford Road may stop being used as a rat-run.

6.3.19 Table 6.5 also indicates that there will also be significant reductions in trips on London Road during a typical weekday in the 2032 future year. A reduction of 10,000 trips south of Chester Road and over 2,000 trips north of Chester Road are predicted.

6.3.20 Although the north/south movement through Poynton is predicted to reduce, however it can also be seen from Table 6.5 that traffic on Chester Road and Park Lane is predicted to increase. The increase in trips on Chester Road, between Clifford Road and London Road, is most likely due to trips stop using Clifford Road as a rat-run.

6.4 Impacts on Pedestrians, Cyclists and Public Transport

6.4.1 As part of the PRR, a 3.5m wide footway/cycleway will be provided along the entire length of the road, between Chester Road and London Road. In addition, bridges will be provided over the PRR to ensure that existing PRoW are maintained.

6.4.2 Improvements to pedestrian and cycle infrastructure in the vicinity of the allocated sites should also be considered as part of any planning applications for these sites. Improvements in these areas could encourage new residents and employees to walk and travel by cycle. In addition, pedestrian and cycle improvements associated with the allocated sites will also be a benefit to existing road users.

6.4.3 The impact of the completion of the A6MARR and the PRR will provide benefits to the movement of pedestrians and cyclists due to the reduced level of traffic. Particular benefit for pedestrians and cyclists will be at the shared spaces scheme where the majority of pedestrian cycle movements currently occur.

6.4.4 The quality of bus services in Poynton will improve as a result of the PRR as the bus services run on the links with the highest reduction in traffic, London Road, Macclesfield Road, and Chester Road. This reduction in traffic will allow for lower journey times and greater reliability for bus passengers.

6.4.5 Traffic flows in the vicinity of Poynton Rail Station are forecast to slightly reduce by 18% in the 2018 do something scenario, however, this drops to 4% in 2032 do something scenario. This may have a slight positive impact for those cycling to the station.

6.4.6 Bus passengers are also likely to benefit from an improvement in terms of reliability of existing services. It is predicted that traffic flows along London Road will reduce significantly after the opening of the PRR, which will be beneficial to bus services travelling this route.



7 Potential Improvements

7.1 Introduction

7.1.1 Having considered the transport and movement in Poynton at present (Section 4), resident responses (Section 3) and in the future (Section 6), Table 7.1 to Table 7.7 sets out potential measures to address potential issues that have been identified.

7.1.2 It should be noted that all of the improvements identified are high level consideration. Any potential additional measures referenced would be subject to further detailed analysis and design considerations to determine their feasibility and deliverability.

7.2 A5149 Chester Road Improvements

Table 7.1: Potential Improvements, A5149 Chester Road

Issue Potential Improvement

Prior to Completion of Relief Roads

Parking in the vicinity of Poynton Rail Station obstructing footway and cycle lane

Extension of parking restrictions to the west along Chester Road to prevent unwanted parking

Increase use of parking bays within the shared space

Introduce short stay parking restrictions (i.e. maximum of 2 hours, with no return within 2 hours)

No accessible route to change platforms while remaining in Poynton Rail Station

Provide ramped bridge or lift in Poynton Rail Station (Network Rail)

Limited controlled pedestrian crossing facilities to the west of Poynton Rail Station

Provide controlled Puffin crossing to the west of Poynton Rail Station, possible locations include:

- Upgrade the existing uncontrolled pedestrian crossing approximately 25m west of the railway bridge.

- Upgrade the existing uncontrolled pedestrian crossing approximately 450m west of the railway bridge. The existing crossing is in the vicinity of an existing bus stop on Chester Road and Tern Drive which provides access to Lostock Hall Primary School.

Worn cycle lane road markings Road markings for existing cycle lanes along Chester Road have been observed to be worn, reducing their visibility for road users. Worn road markings should be reinstated as part of routine highway maintenance.

Provision of cycle parking New secure and covered cycle parking at Poynton Rail Station.

Provision of bus shelters New bus shelters to be installed where they are not currently provided.




After Completion of Relief Roads

Discontinuous cycle provision Continuation of cycle lane on Chester Road to Poynton Rail Station. An on-road cycle lane may not be possible given available highway land in this area. Potential to realign carriageway to widen footways and create a shared footway/cycle way. Continuation of cycle lane, currently running on Chester Road, west of the railway bridge, to Woodford. An on-road cycle lane may not be possible given available highway land in this area. Potential to realign carriageway or and grass verge to widen footways to create shared use footway/cycle way.

7.3 A523 London Road Improvements

Table 7.2: Potential Improvements, A523 London Road





Pedestrian accessibility of Adlington Business Park

Footway on east side of road between First Avenue and Adlington Business Park, to be widened from approximately 1.5m to 2.0m. Some employees of Adlington Business park are likely to walk to the site, given its location on the edge of town.

Pedestrian crossing at Adlington Business Park

Provision of a new controlled Puffin pedestrian crossing immediately to the south of the site access junction.

Cycle Parking Upgrade existing cycle parking within the shared space scheme to provide shelters. Cycle parking at Aldi foodstore is already under cover.


New bus stops at existing both directions bus stops.

An additional bus stop located where currently a single bus stop serves bus services travelling in both directions. These are located:

- London Road North, approximately 485m south of northern edge of Poynton town boundary.

- London Road South, approximately 30m to the south of the Adlington Business Park access.





Poynton to Adlington Business Park cycle lane

A cycle lane along London Road from the town centre shared space scheme to Adlington Business Park. Some employees of Adlington Business park are likely to cycle to the site, given its location on the edge of town.

Poynton to Hazel Grove cycle lane

A cycle lane along London Road North from town centre shared space scheme to the town boundary, towards Hazel Grove, would improve cycle connectivity between the two towns.

Extension of shared space scheme

Extend shared space scheme along shopping frontage south to junction with Queensway.

Reduce HGV movements Impose weight restriction, except for access.

7.4 Park Lane Improvements

Table 7.3: Park Lane Improvements





Cycle parking Upgrade existing cycle parking within the shared space scheme to provide shelters.


7.5 Queensway Improvements

Table 7.4: Potential Improvements, Queensway



Cycle parking Install secure and covered cycle parking along shopping frontage.


Extension of shared space scheme

Extend shared space scheme along Queensway shopping frontage.



7.6 Dickens Lane Improvements

Table 7.5: Potential Improvements, Dickens Lane



Pedestrian crossing Upgrade existing uncontrolled crossing in the vicinity of the Yewtree Lane junction to a controlled Puffin crossing.

Cycle lane Provide a cycle lane along Dickens Lane.

7.7 Hazelbadge Road Improvements

Table 7.6: Potential Improvements, Hazelbadge Road



Rail Commuters abusing on-street parking

Introduce Resident Parking Scheme along both sides of Hazelbadge Road

7.8 School Lane Improvements

Table 7.7: Potential Improvements, School Lane



Limited on-street parking provision along retail frontage

Provide more on-street parking along west side of School Lane. At present there is a wide footway and approximately seven perpendicular parking bays. Options could include narrowing the footway and providing echelon parking (angled parking) to provide more spaces.

7.9 Site LPS 48: Land adjacent to Hazelbadge Road, Poynton

7.9.1 Due to the close proximity of this allocated site to the Rail Station and the proposal to introduce a resident parking scheme along Hazelbadge Road, this allocated site has been identified for potential requirements to improve parking and accessibility to the rail station. The improvements identified in Table 7.8 would benefit residents of the development and users of Poynton Rail Station.

Table 7.8: Potential Requirements, Site LPS 48: Land adjacent to Hazelbadge Road, Poynton




Relocate existing rail commuter parking along Hazelbadge Road

Provide rail station car park at the end of access road leading to Poynton Rail Station, to the east of the rail line. It is understood that this land currently forms part of the Hazelbadge site.

Lower Park Primary School visitor parking

Provide school visitor car park adjacent to Hazelbadge Road. It is understood that this land currently forms part of the Hazelbadge site.



8 Summary and Conclusions

8.1 Summary

8.1.1 Peter Brett Associates LLP has been appointed by Poynton Town Council to consider the pedestrian, cycling and public transport environment in Poynton. This study provides potential measures to improve existing transport movements to inform the production of the Poynton Neighbourhood Development Plan.

8.1.2 In order to inform the above, therefore, Peter Brett Associates LLP has presented an analysis of the existing environment in the town, including traffic levels and recorded collision data, together with an analysis of how this will change in the future following the delivery of the A6 to Manchester Airport Relief Road, Poynton Relief Road and allocated development sites. These future considerations have been in terms of changes in traffic flows, and the infrastructure improvements which they will deliver.

8.1.3 Taking the above into consideration, this report has shown that:

The existing pedestrian and cycling environment in Poynton to be generally of a good quality that should not significantly deter people from making trips on foot, by bicycle or by public transport. There is also not considered to be any highway safety issues in the Poynton area, based on recorded collision data;

There are, however, a number of localised existing issues for pedestrians such as poor crossing opportunities (particularly on Chester Road and London Road) and narrow footway provision to Adlington Business Park.;

With regard to the cycling environment, there may be opportunities to introduce formal cycle lanes in some areas, however further detailed analysis would be required to determine the need, feasibility and deliverability of these. Some of the existing issues observed, however, were in relation to maintenance issues, where poor carriageway surfaces could cause a hazard to cyclists;

Upgrade of existing bus stops within Poynton would also encourage increased use of public transport;

When the A6 Manchester Airport Relief Road is opened in 2018, considerable improvements to the pedestrian and cycle infrastructure will be delivered for residents of Poynton. Traffic will also reduce in Poynton with the completion of the Poynton Relief Road, currently programmed for Autumn/Winter 2020; and

These reductions in traffic will provide quieter routes and therefore help to improve the environment for pedestrians and cyclists.

8.1.4 Taking the above into consideration, it is considered that the reduction in traffic flows that will be brought by the relief roads, together with the potential improvements identified in this study will help to address many of the existing issues.


Figures


Appendi ces


Appendix A Poynton Shared Space Scheme Plan


Appendix B A6MARR Route


Appendix C Poynton Relief Road Proposed Route

Cheshire East

Stockport Metropolitan Borough

POYNTON RELIEF ROAD

Drawing Title

Project

Reproduced from Ordnance Survey mapping with the permission of theController of Her Majesty's Stationery Office © Crown copyright. Unauthorisedreproduction infringes Crown copyright and may lead to prosecution orcivil proceedings. Ordnance Survey Licence number 100049045 (2015).

Drawing Status

Drawing No.

Client No.

This drawing is not to be used in whole in or part other than for the intended purposeand project as defined on this drawing. Refer to the contract for full terms and conditions.

Number One Building, 5 First StreetManchester, M15 4GU, UK.

Tel: +44(0)161 235 6000 | www.jacobs.com

B1832054_01_Figure102A_Route

Scale @ A3

Jacobs No.

DO NOT SCALEB1832054

Drawn Check'd Appr'dPurpose of revisionRev. Date

SP RW SBInitial Issue0 22/04/16

PROPOSED ROUTE

1:12,500

RW

Rev'd

Client

/Legend

Poynton Relief Road

A6 Manchester Airport Relief Road (A6MARR)

Local Authority Boundary

FIGURE 1.2A

A5149 Chester Road

A523 L

on

do

n R

oad

POYNTON

WOODFORD

We

st

Co

as

t M

ain

Lin

e

Woo

dfor

d Roa

d

WoodfordAerodrome

BRAMHALL

A5102

ADLINGTON

HOPEGREEN

Park Lane

A523 (North) Link

A523 (South) Link

Adlington GolfCentre Link

A52

3 London R

oad

A510

2

FINAL


37

Appendix D Indicative A6 to M60 Link Route


Appendix E TRICS Output

TRICS 7.4.2 290817 B17.57 (C) 2017 TRICS Consortium Ltd Monday 09/10/17

Poynton - Residential Trip Rates Page 1

PETER BRETT ASSSOCIATES LLP VICTORIA SQUARE BIRMINGHAM Licence No: 706706

Calculation Reference: AUDIT-706706-171009-1041

TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 03 - RESIDENTIAL

Category : A - HOUSES PRIVATELY OWNED

MULTI-MODAL VEHICLES

Selected regions and areas:

03 SOUTH WEST

DV DEVON 2 days

04 EAST ANGLIA

NF NORFOLK 1 days

07 YORKSHIRE & NORTH LINCOLNSHIRE

NE NORTH EAST LINCOLNSHIRE 1 days

NY NORTH YORKSHIRE 2 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: Number of dwellings

Actual Range: 70 to 432 (units: )

Range Selected by User: 70 to 450 (units: )

Public Transport Provision:

Selection by: Include all surveys

Date Range: 01/01/10 to 27/03/17

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 3 days

Tuesday 1 days

Friday 2 days

This data displays the number of selected surveys by day of the week.

Selected survey types:

Manual count 6 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) 4

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:

Residential Zone 4

No Sub Category 2

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.




Secondary Filtering selection:

Use Class:

C 3 6 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 1 days

10,001 to 15,000 4 days

15,001 to 20,000 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 3 days

50,001 to 75,000 1 days

75,001 to 100,000 1 days

125,001 to 250,000 1 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 5 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:

No 6 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 6 days

This data displays the number of selected surveys with PTAL Ratings.




LIST OF SITES relevant to selection parameters

1 DV-03-A-02 HOUSES & BUNGALOWS DEVON

MILLHEAD ROAD

HONITON

Suburban Area (PPS6 Out of Centre)

Residential Zone

Total Number of dwellings: 1 1 6

Survey date: FRIDAY 25/09/15 Survey Type: MANUAL

2 DV-03-A-03 TERRACED & SEMI DETACHED DEVON

LOWER BRAND LANE

HONITON


Residential Zone

Total Number of dwellings: 7 0

Survey date: MONDAY 28/09/15 Survey Type: MANUAL

3 NE-03-A-02 SEMI DETACHED & DETACHED NORTH EAST LINCOLNSHIRE

HANOVER WALK

SCUNTHORPE

Edge of Town

No Sub Category



4 NF-03-A-02 HOUSES & FLATS NORFOLK

DEREHAM ROAD

NORWICH


Residential Zone



5 NY-03-A-06 BUNGALOWS & SEMI DET. NORTH YORKSHIRE

HORSEFAIR

BOROUGHBRIDGE


Residential Zone


Survey date: FRIDAY 14/10/11 Survey Type: MANUAL

6 NY-03-A-10 HOUSES AND FLATS NORTH YORKSHIRE

BOROUGHBRIDGE ROAD

RIPON

Edge of Town

No Sub Category


Survey date: TUESDAY 17/09/13 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.




TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED

MULTI-MODAL VEHICLES

Calculation factor: 1 DWELLS

BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS

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

Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate

00:00 - 01:00

01:00 - 02:00

02:00 - 03:00

03:00 - 04:00

04:00 - 05:00

05:00 - 06:00

06:00 - 07:00

6 150 0.048 6 150 0.225 6 150 0.27307:00 - 08:00

6 150 0.092 6 150 0.371 6 150 0.46308:00 - 09:00

6 150 0.144 6 150 0.136 6 150 0.28009:00 - 10:00

6 150 0.132 6 150 0.165 6 150 0.29710:00 - 11:00

6 150 0.126 6 150 0.125 6 150 0.25111:00 - 12:00

6 150 0.163 6 150 0.153 6 150 0.31612:00 - 13:00

6 150 0.134 6 150 0.149 6 150 0.28313:00 - 14:00

6 150 0.157 6 150 0.175 6 150 0.33214:00 - 15:00

6 150 0.255 6 150 0.173 6 150 0.42815:00 - 16:00

6 150 0.267 6 150 0.176 6 150 0.44316:00 - 17:00

6 150 0.303 6 150 0.161 6 150 0.46417:00 - 18:00

6 150 0.246 6 150 0.187 6 150 0.43318:00 - 19:00

19:00 - 20:00

20:00 - 21:00

21:00 - 22:00

22:00 - 23:00

23:00 - 24:00

Total Rates: 2.067 2.196 4.263

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.

Parameter summary

Trip rate parameter range selected: 70 - 432 (units: )

Survey date date range: 01/01/10 - 27/03/17

Number of weekdays (Monday-Friday): 6

Number of Saturdays: 0

Number of Sundays: 0

Surveys automatically removed from selection: 0

Surveys manually removed from selection: 0

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.

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