proposed student accommodation jockey street swansea · 0888.1 transport assessment.docx this...

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Proposed Student Accommodation Jockey Street

Swansea

Transport Assessment

October 2017

Jockey Street Swansea Transport Assessment

Revision History 0888.1 Transport Assessment.docx This report has been prepared for the exclusive use of our client and unless otherwise agreed in writing by Acstro Limited, no other party may copy, reproduce, distribute, make use of, or rely on the contents of the report. Acstro Limited assumes no responsibility to any other party in respect of or arising out of or in connection with this document and/or its content.

© 2017 Acstro Limited Acstro Ltd., Ty Penbryn, Salem, Llandeilo, SA19 7LT www.acstro.com T. 01558 824021 E. [email protected]

acstro Highways & Transportation Consultants

Issue 1 25th April 2017 Issue 2 28th April 2017 Issue 3 25th October 2017 Revised Application

Table of Contents 1 Introduction ..................................................................................................................................... 2 2 Development Proposal and Planning Policy Framework ........................................................... 4 3 Existing Conditions ........................................................................................................................... 6 4 Proposed Development ............................................................................................................... 13 5 Conclusion ..................................................................................................................................... 17

Appendices Appendix 1 TRICS Trip Rate Data - Student Accommodation


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1 Introduction

1.1 Acstro Ltd has been appointed to prepare a Transport Assessment in respect to the proposed redevelopment of the former Canoldre Centre, Jockey Street, Swansea SA1 1NS. The site’s location is shown in Figure 1 below.

Figure 1 Location Plan

1.2 The proposed development comprises of accommodation for 453 students with associated facilities.

1.3 The purpose of this Transport Statement is to set out the transport issues relating to the proposed development site and provides details of the development proposal’s transport related impacts.

1.4 The structure of this Transport Statement is as follows;

o Section 2 describes the current planning policy relating to transport isues;

o Section 3 describes existing conditions; the sites’ location and accessibility to services.


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o Sections 4 describes the proposed development and its likely traffic generation and considers the potential impact of development on the local highway network.

o Finally, a summary and overall conclusion is provided in Section 5.


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2 Development Proposal and Planning Policy Framework

2.1 The proposed development comprises of accommodation for 453 students with associated facilities.

2.2 A detailed review of relevant planning policy is provided within the Planning Statement that accompanies the planning application. The following is considered to be of particular relevance to transportation issues.

Planning Policy Wales

2.3 Planning Policy Wales (PPW) sets out the land use planning policies of the Welsh Government.

2.4 In terms of transport related policies it places the sustainability of development at the heart of the decision making process (pp 4.7.4) and requires that new development proposals minimise the need to travel and increase accessibility by modes other than the private car. It requires that major generators of travel demand be located within existing urban areas that are well served by public transport, or can be reached by walking or cycling.

2.5 The principles discussed above are repeated again in PPW’s Chapter 8, which deals specifically with Transport issues. In 8.1.4 it reinforces the Welsh Government’s objectives for transport through:

o reducing the need to travel, especially by private car, by locating development where there is good access by public transport, walking and cycling;

o locating development near other related uses to encourage multi-purpose trips and reduce the length of journeys;

o improving accessibility by walking, cycling and public transport; o ensuring that transport is accessible to all, taking into account the needs of

disabled and other less mobile people; o promoting walking and cycling; o supporting the provision of high quality public transport; o supporting traffic management measures; o promoting sustainable transport options for freight and commerce; o supporting sustainable travel options in rural areas; o supporting necessary infrastructure improvements; and o ensuring that, as far as possible, transport infrastructure does not contribute to

land take, urban sprawl or neighbourhood severance.

2.6 In terms of plan making and development control it advises (8.7.1) that the following issues should be taken into account:

o the impacts of the proposed development on travel demand; o the level and nature of public transport provision; o accessibility by a range of different transport modes; o the willingness of a developer to promote travel by public transport, walking

or cycling, or to provide infrastructure or measures to manage traffic o the environmental impact of both transport infrastructure and the traffic

generated; and


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o the effects on the safety and convenience of other users.

2.7 PPW also requires that the proposed access to a development should reflect the likely travel patterns involved. It should ensure that people can reach the development, as far as practicable, by walking, cycling and public transport, as well as by car (pp 8.7.3).

TAN18 Transportation

2.8 Planning Policy Wales Technical Advice Note 18 (TAN18) details the Welsh Government Government’s policies in terms of transportation and repeats the general principles advocated in PPW i.e. that development is encouraged in sustainable, accessible, locations that will reduce the need to travel by car. Its aim is to promote an efficient and sustainable transport system and to counter the negative impacts associated with road traffic growth, for example increased air pollution, greenhouse gases and congestion (2.1). It sees the integration of transport and land use planning as key (2.3) in achieving the Welsh Government Governments’ sustainable development policy objectives by:

o promoting travel efficient settlement patterns; o ensuring new development is located where there is good access by public

transport, walking and cycling thereby minimising the need for travel and fostering social inclusion;

o managing parking provision; o ensuring that new development includes appropriate provision for pedestrians,

cycling, public transport, and traffic management and parking/servicing; o encouraging the location of development near other related uses to encourage

multi-purpose trips; and o ensuring that transport infrastructure necessary to serve new development allows

existing transport networks to continue to perform their identified functions.

2.9 The needs of walkers and cyclists must be taken into consideration and the use of these most sustainable forms of transport encouraged in all developments (TAN18 Chapter 6). Similarly all development should be accessible by public transport (Chapter 7).


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3 Existing Conditions

Introduction

3.1 The application site is the former Canoldre Centre, an adult education centre/community centre, and its associated car park in Jockey Street, Swansea.

Figure 2 The Site

3.2 The site is bordered on the east by the main Swansea to London railway line, on the south by Jockey Street, on the north by Bethesda Street and on the west by High Street and John Street.

3.3 John Street, that eventually becomes Jockey Street, is a cul-de-sac that terminates at the site’s south eastern corner, although a pedestrian route continues eastwards beneath the railway line and on to New Cut Road.

3.4 The surrounding area at the north of the site is predominantly residential with social and private housing. On the opposite side of Jockey Street to the south of the site is the University of Wales Trinity St David Business School and to the south of that is Swansea’s railway station.


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3.5 The site is in a sustainable location being well connected to key services and facilities. It is an ideal location for student accommodation being across the street to the University of Wales Trinity St David Business School. The University of Wales Trinity St David campus at Mount Pleasant is approximately 1km walk to the west. The Swansea University Singleton and Bay campuses are located some 4 to 5 km to the west and east respectively and can be reached by bicycle within around 15 to 20 minutes.

Figure 3 Proximity to University Campuses

3.6 The proposed development would add to several other student accommodation developments in the same area of the city. The close proximity of several similar development is beneficial in reducing the number of trips and distances of trips made by students.

3.7 The site is well served by public transport being only some 350m walk from Swansea’s mainline railway station and 250m to 300m walk from high frequency bus corridors that operate along High Street and New Cut Road.

Pedestrian & Cycle Network

3.8 The Chartered Institution of Highways and Transportation (CIHT) guidance document ‘Planning for Walking’ (2015) states1 that ‘Across Britain about 80% of journeys shorter than 1 mile (1.6km) are made wholly on foot’ and that ‘for journeys that are 1 to 2 miles (1.6 to 3.2 km) long, 26% are made on foot’.

1 CIHT Planning for Walking (2015) Paragraph 2.1


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3.9 The majority of cycling trips are for short distances, with 80% being less than five miles and with 40% being less than two miles. However, the majority of trips by all modes are also short distances (67% are less than five miles, and 38% are less than two miles); therefore, the bicycle is a potential mode for many of these trips.2

3.10 The site is located at the northern edge of the city centre and with excellent pedestrian connectivity to the broad range of services and facilities available within the city.

Figure 4 Site Context

2 CIHT Planning for Cycling (2014) page 4


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Facility Distance Walk Time Cycle Time Bus Stops, High Street 300m 4 Mins. 2 Mins Bus Stops, New Cut Road 250m 3 Mins. 2 Mins Convenience Store (Nisa High Street) 350m 4 Mins. 2 Mins

GP Surgery (High Street Surgery) 50m 1 Min. 1 Min.

Railway Station 350m 5 Mins. 2 Mins. Tawe Retail Park 600m 8 Mins. 4 Mins. Quadrant Shopping Centre 1100m 14 Mins. 6 Mins.

UWTSD Business School Adjacent < 1 Min. UWTSD Mount Pleasant Campus 1100m 15 Mins. 6 Mins.

UWTSD Future SA1 Development 1500m 19 Mins. 8 Mins.

Swansea University Singleton Campus 3800m 50 Mins. 16 Mins.

Swansea University Bay Campus 4700m 57 Mins. 19 Mins.

Table 1 Facilities within Walking & Cycling Distance (Distances measured on Google from site entrance) • Considered to be beyond

3.11 The proposed development will provide accommodation for students attending Swansea University and the University of Wales Trinity St David (UWTSD) campuses within the city and it is shown in the table above that their city campuses are within walking or cycling distances to the site.

3.12 There is a footway along the site’s boundary with Jockey Street and John Street that provides safe pedestrian access to the site. The footway links with and forms part of the wider pedestrian network that provides for safe pedestrian movement to and from High Street and other destinations in the city. Footways are generally of good quality and are lit and there are pedestrian crossing facilities at appropriate locations along the pedestrian desire lines that radiate from the site.

3.13 To the east of the site the Jockey street footway continues beneath the railway line and links with New Cut Road. This footpath link provides pedestrians with a more direct route to the bus stops located on New Cut road, Parc Tawe retail park and the SA1 development area.

3.14 Large areas of Swansea are within a 5 mile/8km cycle ride of the site and therefore cycling is considered to be a realistic travel option for residents of the development. There is an extensive and increasing network cycle routes that link the site to destinations throughout the city. Cycle lanes are present on High Street which forms part of the local cycle route (purple route) through the city centre. National Cycle Network Routes Numbers 4 and 43 can be accessed a few minutes ride to the south and east of the site and provide high quality, traffic-free, routes to the Swansea University Singleton and Bay campuses.


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Figure 5 Cycle Network (Source: www.swansea.gov.uk)

3.15 The City and County of Swansea, in partnership with Neat Port Talbot Council, has created a network of Swansea Bay Cycle Routes and tube style map to encourage more journeys to be made by bike. The network and map focus on routes which, where possible, take the most direct and flattest journey and are suitable for all types of bikes. Each route is assigned a colour and cyclists will see the tube map colours replicated on signs along the cycle paths. There is a dedicated website that promotes this network (http://www.cycleswanseabay.org.uk).


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Figure 6 Extract from Swansea Bay Cycle Routes Map (Source: www.cycleswanseabay.org.uk)

Public Transport Access

3.16 The nearest bus stop to the site are located on High Street and New Cut Road, a few minutes walk from the site. They provide access to frequent and regular bus services.

3.17 Of particular benefit to students is the ‘Unibus’ No. 4 service that links High Street to Swansea University’s Singleton campus. Service No. 10 is an hourly service between the two Swansea University campuses that stops at the High Street and New Cut Road bus stops.

Figure 7 Swansea University Services


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Service No. Route Frequency 4 Swansea University (Singleton) – Morriston Hospital Every 12 Minutes 4A Singleton Hospital – Morriston Hospital Hourly 10* Swansea University Singleton – Bay Campus Hourly 14 Craig Cefn Parc - Pennard Hourly 16 Swansea - Pontarddulais Every 30 Minutes 17 Swansea - Waunarlwydd 6 Journeys / da 24 Swansea – Morriston Hospital Hourly 25 Swansea – Blaen y Maes Every 15 Minutes 26 Swansea - Fforesthall 3 journeys / day 27 Swansea – Penplas Every 30 Minutes 28 Swansea – Penlan via Cwmbwrla Every 30 Minutes 34 Swansea - Neath Every 30 Minutes 36 Swansea - Morriston Every 15 Minutes 54 Swansea – Parc Llewellyn 4 Journeys / day 110 Swansea – Llanelli Every 30 Minutes 111 Swansea – Llanelli via Prince Philip Hospital Every 30 Minutes 114 Swansea – South Gower 6 Journeys / day 118 Swansea - Rhossili Every 135 Minutes 501 Landore – Park & Ride Every 15 Minutes X11 Swansea - Carmarthen Every 15 Minutes X13 Swansea – Ammanford Every 20 Minutes X50 / X51 Swansea - Ystradgynlais Hourly

* Also stops at New Cut Road Bus Stops Table 2 Bus Services Available from High Street

3.18 Swansea’s railway station is located in High Street, some 350m walk from the application site. It provides access to the local and national rail networks.

3.19 There are no rail stations located convenient to any of the city’s university campuses and therefore commuting to and from university by train is not feasible to students living at the proposed development. However, the proximity of the station increases the likelihood that students travelling to and from Swansea at the start and end of term or for weekend visits to their homes could do so by train.


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4 Proposed Development

Introduction

4.1 The proposed development will provide accommodation for 453 students together with two ground floor commercial units. The development will be arranged around the western, southern and eastern boundaries of the site with a rear courtyard are providing amenity space and eight car parking spaces. The courtyard will be accessed from Jockey Street.

Car Parking

4.2 The proposed courtyard has been designed to accommodate 4 car parking spaces with additional space available for parking during pick-up and drop-off periods. The development will include for a managed strategy for pick-up & drop-off at start and end of terms whereby students are encouraged to stagger arrivals.

4.3 The site is located in Swansea’s Central Area (Zone 2) as defined in Swansea’s Parking Standards SPG (2012). The parking standards require that purpose built student accommodation under university control be provided with 1 parking space per 25 beds for servicing, wardens and drop-off and 1 space per 10 beds for visitors. There are no specified standards for privately managed purpose built student accommodation.

4.4 The Parking Standard SPG stated that:

‘For developments where clear evidence has been supplied that car ownership levels will be lower than normal, a more flexible approach to numbers of parking spaces may be taken. Acceptable evidence of this would be a contractual arrangement with tenants to secure low car ownership levels.’

‘Low parking standards required for purpose built student accommodation will be based upon a condition requiring a legal tenancy agreement to prevent students parking on neighbouring streets within a 3 mile radius of the accommodation building, public transport facilities, and the provision of a travel plan.’

4.5 The proposed development makes no provision for student parking on a day-to-day basis. It will be made clear to perspective tenants that no parking is available at the site and therefore students who have access to their own car will naturally look elsewhere for accommodation. Tenancy agreements will include clauses that prohibit tenants from parking vehicles at the site or within 3 miles of it. A breach of the agreement can result in the eviction of the tenant.

4.6 The proposed development will therefore include a legal tenancy agreement to limit car ownership as is required by the Parking SPG. The site’s location provides excellent access to public transport services and the development will be accompanied by a Travel Plan. As such it is considered that the proposed parking provision is consistent with the Parking SPG’s requirements.

4.7 Visitor parking can be accommodated at the High Street multi-storey car park, a 300m walk from the site via The Strand and New Cut Road.


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4.8 The greatest demand on the 4 on-site parking spaces will occur at the beginning and end of each academic year when students move into and out of their accommodation.

4.9 Prior to arrival students will be provided with information packs advising of moving in arrangements, opportunities to travel to Jockey Street by sustainable modes of travel and the location of nearby public car parks. Students will be encouraged to spread their arrival times by opening the accommodation over a number of days prior to the tenancy start date.

4.10 Those wishing to access the site by car to unload belongings will be required to book an arrival time slot. This will allow the arrival times to be controlled and avoid congestion. These students will be advised to park at the High Street Multi-Storey Car Park on arrival at Swansea before checking-in. Having been shown their rooms they will be provided with a ticket/permit that will allow access to the site’s car park for a 15-minute time slot.

4.11 Marshals will be deployed at the entrance to John Street, the site entrance and within the site’s courtyard to manage entry, direct any arriving without a ticket to the public car park and ensure that cars move away from the site promptly once unloaded.

4.12 The system of managing the arrival of students is a tried and tested and common to other similar student developments across the UK. Providing 15-minute time slots for up to 4 cars at a time allows for a turnover of 16 students per hour. At worst, all students will arrive by car and so 453 student arrivals will take some 28 hours or four working days. This is a worst-case as it is likely that a proportion of students, particularly international students without homes in the UK, will travel to Swansea by train or coach.

4.13 At the end of the academic year the arrangements will be similar but in reverse. Access to the site will be controlled in a similar fashion with students having to pre-book a slot for accessing the site by car. The pressure on parking spaces at the end of the year is less as the dates that students finish their studies and move out are spread out over a longer period.

Cycle Parking

4.14 The Parking SPG sets a requirement that 1 cycle parking space per 2 students are provided. This equates to 225 spaces.

4.15 A secure and covered cycle store capable of accommodating 214 cycles is provided within the proposed development. Additional space is provided to the rear of the building that allows for the cycle parking provision to be expanded should the 214 spaces become fully utilised.

Travel Plan

4.16 A Travel Plan will be implemented as part of the proposed development. The Travel Plan will provide a number of measures aimed at encouraging sustainable travel choices and minimising the impact of the development on the surrounding transport network and on the environment. The Travel Plan will provide details of:


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o An appointed Travel Plan Co-ordinator responsible for implementing and managing Travel Plan initiatives;

o Targets for limiting the vehicular trip generation of the development;

o A marketing strategy for communicating the Travel Plan targets and initiatives to the development’s community;

o A monitoring strategy to assess the effectiveness of Travel Plan measures and their success in meeting Travel Plan Targets.

4.17 A Travel Plan Framework has been submitted separately with this application and sets out the above in more detail. This will evolve into the detailed Final Travel Plan during the site’s construction and submitted to the Local Planning Authority for approval prior to the site’s occupation. It is envisaged that this will be a condition of the planning permission.

Trip Generation

4.18 As described earlier the occupants of the student accommodation will be prevented from parking a car within or around the site as part of their tenancy agreement. The students will therefore generate no additional car traffic.

4.19 The proposed development includes a small commercial units totalling some 191m2. It is envisaged that these units will attract occupiers that will, in the main, provide services to the students living at the site. The trips generated by the commercial units will therefore be largely internal trips that will have no impact on the surrounding transport network.

4.20 It is acknowledged that the commercial units will generate some vehicular traffic associated with staff movements. There will also be some staff movements associated with the student accommodation. However, it is considered that these would be similar in number and type to the staff movements associated with the site’s former use as an adult education / community centre.

4.21 The likely trip generation and modal split of the development has been estimated by reviewing the typical trip rates derived from surveys of other similar student accommodation sites. These are included in the TRICS trip rate database. A review of student accommodation developments located in Wales, England (excluding Greater London and Scotland, in edge of town centre locations shows that the following. Full details are provided as Appendix 1.

Appendix 1 TRICS Trip Rate Data - Student Accommodation

Arrivals Departures Total Pedestrians 1.108 1.042 2.150 Cyclists 0.009 0.011 0.020 Public Transport Users 0.014 0.023 0.037

Table 3 Student Accommodation Typical Daily Trip Rates (per Resident)


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Arrivals Departures Total Pedestrians 502 472 974 Cyclists 4 5 9 Public Transport Users 6 10 17

Table 4 Proposed Development Estimated Daily Trip Rates (453 Residents)

4.22 Additionally the TRICS data shows:

o An overall (total people) daily trip rate of 2.389 per resident. This equates to 1082 people trips for this development;

o The peak trip generation hour occurs between 1800 and 1900 when there are 0.306 trips per resident. This equates to 139 people trips for this development;

o During the morning peak hour (0800-0900) typical trip rate is 0.191 equating to 86 trips for this development.

4.23 The information derived from the TRICS database provides a reasonable indication of the likely number of trips generated by the proposed development. Given the location of the development, its proximity to frequent bus services and good quality cycle routes and the location of the two Swansea University campuses we would expect that the proportion of cycle and public transport trips would be slightly higher than suggested by the TRICS data.

4.24 However, notwithstanding some slight differences in the proportional modal split the evidence shows that the travel generated by the development will be by sustainable forms of transport and can be accommodated without harm to the surrounding transport network.


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5 Conclusion

5.1 In summary the proposal is to redevelop the site of the former Canoldre Centre to provide accommodation for 453 students.

5.2 The site is ideally located at the edge of the city centre, adjacent to the city’s railway station, with good access to frequent and regular bus services and the city’s cycle route network.

5.3 The site is adjacent to UWTSD’s Business School and within walking distance to the university’s Mount Pleasant campus. The Swansea University Singleton and Bay campuses are within easy cycling distance and accessible by regular bus services from stops near the application site.

5.4 Residents of the development will be prevented from parking a car within the site or anywhere within 3 miles of it. This will be a clause of their tenancy and could result in their eviction if the clause is broken.

5.5 There is space within the site for 4 parking spaces that will be used during the start and end of the academic year to unload and load students’ belongings. Tried and tested methods of managing the arrival of cars during these periods will be employed to prevent congestion.

5.6 The site is therefore in a suitable and accessible location and the development will have no detrimental impact on the surrounding highway network. As such it is considered that the proposal is acceptable in highway and transport terms.


acstro Highways & Transportation Consultants

App

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TRICS 7.4.1 250317 B17.49 (C) 2017 TRICS Consortium Ltd Thursday 27/04/17

Page 1

Acstro Ltd Salem Llandeilo Licence No: 648801

Calculation Reference: AUDIT-648801-170427-0409

TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 03 - RESIDENTIAL

Category : G - STUDENT ACCOMMODATION

MULTI-MODAL TAXIS

Selected regions and areas:

03 SOUTH WEST

DV DEVON 1 days

06 WEST MIDLANDS

WK WARWICKSHIRE 1 days

This section displays the number of survey days per TRICS® sub-region in the selected set

Secondary Filtering selection:

This data displays the chosen trip rate parameter and its selected range. Only sites that fall within the parameter range

are included in the trip rate calculation.

Parameter: Number of residents

Actual Range: 197 to 241 (units: )

Range Selected by User: 100 to 700 (units: )

Public Transport Provision:

Selection by: Include all surveys

Date Range: 01/01/09 to 28/11/13

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:

Thursday 2 days

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

Selected survey types:

Manual count 2 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:

Edge of Town Centre 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 1

Built-Up Zone 1

This data displays the number of surveys per location sub-category within the selected set. The location sub-categories

consist of Commercial Zone, Industrial Zone, Development Zone, Residential Zone, Retail Zone, Built-Up Zone, Village, Out

of Town, High Street and No Sub Category.


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Secondary Filtering selection:

Use Class:

C 3 2 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 1 days

This data displays the number of selected surveys within stated 1-mile radii of population.

Population within 5 miles:

25,001 to 50,000 2 days

This data displays the number of selected surveys within stated 5-mile radii of population.

Car ownership within 5 miles:

0.6 to 1.0 2 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 2 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 2 days

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


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LIST OF SITES relevant to selection parameters

1 DV-03-G-04 STUDENT ACCOMMODATION DEVON

BONHAY ROAD

EXETER

Edge of Town Centre

Residential Zone

Total Number of residents: 2 4 1

Survey date: THURSDAY 28/11/13 Survey Type: MANUAL

2 WK-03-G-02 STUDENT FLATS WARWICKSHIRE

RAGLAN STREET

COVENTRY

Edge of Town Centre

Built-Up Zone

Total Number of residents: 1 9 7

Survey date: THURSDAY 17/10/13 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.


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TRIP RATE for Land Use 03 - RESIDENTIAL/G - STUDENT ACCOMMODATION

MULTI-MODAL TAXIS

Calculation factor: 1 RESIDE

BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS

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

Time Range Days RESIDE Rate Days RESIDE Rate Days RESIDE 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

1 241 0.000 1 241 0.000 1 241 0.00006:00 - 07:00

2 219 0.000 2 219 0.000 2 219 0.00007:00 - 08:00

2 219 0.002 2 219 0.002 2 219 0.00408:00 - 09:00

2 219 0.000 2 219 0.000 2 219 0.00009:00 - 10:00

2 219 0.000 2 219 0.000 2 219 0.00010:00 - 11:00

2 219 0.000 2 219 0.000 2 219 0.00011:00 - 12:00

2 219 0.000 2 219 0.000 2 219 0.00012:00 - 13:00

2 219 0.005 2 219 0.005 2 219 0.01013:00 - 14:00

2 219 0.000 2 219 0.000 2 219 0.00014:00 - 15:00

2 219 0.002 2 219 0.000 2 219 0.00215:00 - 16:00

2 219 0.000 2 219 0.000 2 219 0.00016:00 - 17:00

2 219 0.000 2 219 0.000 2 219 0.00017:00 - 18:00

2 219 0.000 2 219 0.000 2 219 0.00018:00 - 19:00

2 219 0.002 2 219 0.000 2 219 0.00219:00 - 20:00

2 219 0.002 2 219 0.002 2 219 0.00420:00 - 21:00

2 219 0.007 2 219 0.002 2 219 0.00921:00 - 22:00

22:00 - 23:00

23:00 - 24:00

Total Rates: 0.020 0.011 0.031

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: 197 - 241 (units: )

Survey date date range: 01/01/09 - 28/11/13

Number of weekdays (Monday-Friday): 2

Number of Saturdays: 0

Number of Sundays: 0

Surveys automatically removed from selection: 1

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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MULTI-MODAL CYCLISTS






00:00 - 01:00

01:00 - 02:00

02:00 - 03:00

03:00 - 04:00

04:00 - 05:00

05:00 - 06:00

1 241 0.000 1 241 0.000 1 241 0.00006:00 - 07:00

2 219 0.000 2 219 0.000 2 219 0.00007:00 - 08:00

2 219 0.000 2 219 0.002 2 219 0.00208:00 - 09:00

2 219 0.000 2 219 0.000 2 219 0.00009:00 - 10:00

2 219 0.000 2 219 0.000 2 219 0.00010:00 - 11:00

2 219 0.005 2 219 0.005 2 219 0.01011:00 - 12:00

2 219 0.000 2 219 0.000 2 219 0.00012:00 - 13:00

2 219 0.000 2 219 0.002 2 219 0.00213:00 - 14:00

2 219 0.002 2 219 0.000 2 219 0.00214:00 - 15:00

2 219 0.002 2 219 0.000 2 219 0.00215:00 - 16:00

2 219 0.000 2 219 0.000 2 219 0.00016:00 - 17:00

2 219 0.000 2 219 0.002 2 219 0.00217:00 - 18:00

2 219 0.000 2 219 0.000 2 219 0.00018:00 - 19:00

2 219 0.000 2 219 0.000 2 219 0.00019:00 - 20:00

2 219 0.000 2 219 0.000 2 219 0.00020:00 - 21:00

2 219 0.000 2 219 0.000 2 219 0.00021:00 - 22:00

22:00 - 23:00

23:00 - 24:00

Total Rates: 0.009 0.011 0.020






the table.







Parameter summary














Page 6



MULTI-MODAL PEDESTRIANS






00:00 - 01:00

01:00 - 02:00

02:00 - 03:00

03:00 - 04:00

04:00 - 05:00

05:00 - 06:00

1 241 0.000 1 241 0.000 1 241 0.00006:00 - 07:00

2 219 0.000 2 219 0.005 2 219 0.00507:00 - 08:00

2 219 0.005 2 219 0.169 2 219 0.17408:00 - 09:00

2 219 0.005 2 219 0.032 2 219 0.03709:00 - 10:00

2 219 0.034 2 219 0.094 2 219 0.12810:00 - 11:00

2 219 0.039 2 219 0.057 2 219 0.09611:00 - 12:00

2 219 0.046 2 219 0.053 2 219 0.09912:00 - 13:00

2 219 0.068 2 219 0.073 2 219 0.14113:00 - 14:00

2 219 0.098 2 219 0.089 2 219 0.18714:00 - 15:00

2 219 0.123 2 219 0.082 2 219 0.20515:00 - 16:00

2 219 0.153 2 219 0.048 2 219 0.20116:00 - 17:00

2 219 0.174 2 219 0.087 2 219 0.26117:00 - 18:00

2 219 0.201 2 219 0.105 2 219 0.30618:00 - 19:00

2 219 0.041 2 219 0.050 2 219 0.09119:00 - 20:00

2 219 0.082 2 219 0.068 2 219 0.15020:00 - 21:00

2 219 0.039 2 219 0.030 2 219 0.06921:00 - 22:00

22:00 - 23:00

23:00 - 24:00

Total Rates: 1.108 1.042 2.150






the table.







Parameter summary














Page 7



MULTI-MODAL PUBLIC TRANSPORT USERS






00:00 - 01:00

01:00 - 02:00

02:00 - 03:00

03:00 - 04:00

04:00 - 05:00

05:00 - 06:00

1 241 0.000 1 241 0.000 1 241 0.00006:00 - 07:00

2 219 0.000 2 219 0.000 2 219 0.00007:00 - 08:00

2 219 0.002 2 219 0.007 2 219 0.00908:00 - 09:00

2 219 0.000 2 219 0.000 2 219 0.00009:00 - 10:00

2 219 0.005 2 219 0.007 2 219 0.01210:00 - 11:00

2 219 0.000 2 219 0.000 2 219 0.00011:00 - 12:00

2 219 0.000 2 219 0.000 2 219 0.00012:00 - 13:00

2 219 0.000 2 219 0.000 2 219 0.00013:00 - 14:00

2 219 0.007 2 219 0.002 2 219 0.00914:00 - 15:00

2 219 0.000 2 219 0.005 2 219 0.00515:00 - 16:00

2 219 0.000 2 219 0.000 2 219 0.00016:00 - 17:00

2 219 0.000 2 219 0.000 2 219 0.00017:00 - 18:00

2 219 0.000 2 219 0.000 2 219 0.00018:00 - 19:00

2 219 0.000 2 219 0.002 2 219 0.00219:00 - 20:00

2 219 0.000 2 219 0.000 2 219 0.00020:00 - 21:00

2 219 0.000 2 219 0.000 2 219 0.00021:00 - 22:00

22:00 - 23:00

23:00 - 24:00

Total Rates: 0.014 0.023 0.037






the table.







Parameter summary














Page 8



MULTI-MODAL TOTAL PEOPLE






00:00 - 01:00

01:00 - 02:00

02:00 - 03:00

03:00 - 04:00

04:00 - 05:00

05:00 - 06:00

1 241 0.000 1 241 0.000 1 241 0.00006:00 - 07:00

2 219 0.002 2 219 0.005 2 219 0.00707:00 - 08:00

2 219 0.011 2 219 0.180 2 219 0.19108:00 - 09:00

2 219 0.005 2 219 0.032 2 219 0.03709:00 - 10:00

2 219 0.053 2 219 0.116 2 219 0.16910:00 - 11:00

2 219 0.050 2 219 0.062 2 219 0.11211:00 - 12:00

2 219 0.048 2 219 0.057 2 219 0.10512:00 - 13:00

2 219 0.082 2 219 0.080 2 219 0.16213:00 - 14:00

2 219 0.112 2 219 0.103 2 219 0.21514:00 - 15:00

2 219 0.137 2 219 0.094 2 219 0.23115:00 - 16:00

2 219 0.155 2 219 0.050 2 219 0.20516:00 - 17:00

2 219 0.174 2 219 0.100 2 219 0.27417:00 - 18:00

2 219 0.201 2 219 0.105 2 219 0.30618:00 - 19:00

2 219 0.053 2 219 0.059 2 219 0.11219:00 - 20:00

2 219 0.098 2 219 0.080 2 219 0.17820:00 - 21:00

2 219 0.048 2 219 0.037 2 219 0.08521:00 - 22:00

22:00 - 23:00

23:00 - 24:00

Total Rates: 1.229 1.160 2.389






the table.







Parameter summary













acstro Ymgynghorwyr Priffyrdd a Thrafnidiaeth Highways & Transportation Consultants

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