NS&OC OPA Transport Assessment Appendices A - C by Beyond Green

North Sprowston and Old Catton

Project Number VN18592 | October 2012

REPORT APPENDICES

North Sprowston and Old Catton APPENDICES

Appendix A: Consultation

NSOC TA APPENDICES 161012 SKM Colin Buchanan

Muzzell, Andrea (SKM) Paddon, David (SKM) 02 February 2012 13:41 Parkes, Ian Neil Murphy; Bruce McVean; Gardner, Ian (SKM) North East Norwich - Extent of surveys required to assess the Beyond Green Development

From: Sent: To: Cc: Subject:

Wroxham Road/P & R site Wroxham Road/Blue Boar Roundabout Wroxham Road./Church Road Wroxham Road/A1042 North Walsham Road/ White Woman Lane North Walsham Road/Barkers Lane North Walsham Road/A1042 Spixworth Road/The Paddocks Spixworth Road/White Woman Lane/Lodge lane Spixworth Road/A1042 St Faiths road/Lodge Lane/Repton Avenue St Faiths Road/Fifer’s lane St Faiths road/A1042

Please advise if the above is acceptable. I was not sure about the following two junctions, A1042/A140 Junction and A1042/Salhouse Road, but await your advice.

We propose 12 hour video survey of the above junctions. But, we will conduct 7 day ATC’s at 14 locations to produce both AADT’s and AWDT’s for the links, and identify the three peak periods. The video surveys will then only be tabulated for the AM, IP, and PM peaks. Please advise if you think that this should be sufficient to evaluate the impact of the proposed development. Regards David Paddon Associate SKM Colin Buchanan New City Court, 20 St Thomas Street, London, SE1 9RS T +44 (0)20 7939 6310 F +44 (0)20 7939 6103 M +44 (0)7595 201617

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From: Sent: To: Cc: Subject:

Please advise if the above is acceptable. I was not sure about the following two junctions, A1042/A140 Junction and A1042/Salhouse Road, but await your advice.

E dpaddon@globalskm.com www.skmcolinbuchanan.com

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Route’ as defined by the Highway Authority.

Muzzell, Andrea (SKM) From: Sent: To: Subject:

Higgins, David [david.higgins@norfolk.gov.uk] 09 February 2012 09:04 Paddon, David (SKM) FW: North East Norwich - Extent of surveys required to assess the Beyond Green Development

5% increase in traffic on roads designated Quiet Lanes as defined in the Norfolk Route Hierarchy.

10% increase in ‘all-traffic movements’ or 5% increase in ‘HGV traffic’ on hierarchy roads as defined in the Norfolk Route Hierarchy which are programmed for improvement as part of the Local Transport Plan.

David, See our suggested additions in blue below. As to the wider area, it is always difficult to decide where to stop monitoring but you should look at any junction that suffers a 'material' impact .

The Terms ‘Material’ or ‘Significant’

I hope this helps Regards David

20% increase in ‘all-traffic movements’ in all other cases.

The terms ‘material’ or ‘significant’ as used in highways development control assessments relative to traffic flows generated by development are often the subject of much debate and discussion, in particular when the effects of incremental increases in traffic are taken into account. Broad national guidance can be found in Guidance for Transport Assessments March 2007 as well as publications produced by learned institutions. However to provide a local context in Norfolk the following guidance is provided to assist in interpreting the more detailed policies that follow. ‘Material’ or ‘significant’ are considered to represent the following criteria:x

10% increase in turning movements on any one arm of an access.

5% increase in traffic on a link of a junction, where all links into a junction have more than 15% spare capacity operating during peak periods.

Any increase in traffic on a link of a junction, where all links into a junction have less than 15% spare capacity operating during peak periods, or where turning movements at an access with visibility splays less than ‘one stop’ below standard in Manual for Streets

Any increase in turning movements at an access onto the Principal Road network as defined in the route hierarchy for Norfolk.

Any increase in turning movements at an access by HGVs or other slow moving vehicles (such any vehicle trailer or caravan combinations or large

From: Paddon, David (SKM) [mailto:DPaddon@globalskm.com] Sent: 02 February 2012 13:41 To: Parkes, Ian Cc: Neil Murphy; Bruce McVean; Gardner, Ian (SKM) Subject: North East Norwich - Extent of surveys required to assess the Beyond Green Development

Hi Ian I realise I do not have David Higgins’s email. Please could you forward to him. I will be submitting a formal written scoping note to NCC, but in the mean time I would like to clarify the extent of the network to be considered. At our previous meeting I identified the following list of junctions that I considered should be addressed: a. Wroxham Road/P & R site b. Wroxham Road/Blue Boar Roundabout c. Wroxham Road./Church Lane Wroxham Road/Falcon Road West d. Wroxham Road/A1042 e. North Walsham Road/ White Woman Lane f. North Walsham Road/Barkers Lane North Walsham Road/Beeston Lane g. North Walsham Road/A1042 Spixworth Road/Beeston Lane h. Spixworth Road/The Paddocks i. Spixworth Road/White Woman Lane/Lodge lane Spixworth Road/Church Street j. Spixworth Road/A1042 k. St Faiths road/Lodge Lane/Repton Avenue St Faiths Road/Church Street l. St Faiths Road/Fifer’s lane m. St Faiths road/A1042

North Walsham Road/Constitution Hill/George Hill signalled junction Spixworth Road/George Hill Spixworth Road/George Hill

agricultural machinery).

Please advise if the above is acceptable. I was not sure about the following two junctions, A1042/A140 Junction and

5% increase in traffic through an ‘accident cluster site’ or ‘High Risk Accident

A1042/Salhouse Road, but await your advice.

E dpaddon@globalskm.com www.skmcolinbuchanan.com

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Muzzell, Andrea (SKM) From: Sent: To: Cc: Subject: Attachments:

Paddon, David (SKM) 30 May 2012 11:16 'Higgins, David'; Parkes, Ian 'Bruce McVean'; Neil Murphy VN18592.01 North Sprowston and Old Catton Trip Rate Comparison 120529.docx; Norwich Residential Baseline Survey Results.docx

Hi David and Ian Please find the following attachments for your information. 1) Household Survey Results 2) Trip Rate comparison Regards David Paddon Associate SKM Colin Buchanan New City Court, 20 St Thomas Street, London, SE1 9RS T +44 (0)20 7939 6310 F +44 (0)20 7939 6103 M +44 (0)7595 201617

E dpaddon@globalskm.com www.skmcolinbuchanan.com

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

Muzzell, Andrea (SKM) From: Sent: To: Subject: Attachments:

Paddon, David (SKM) 24 June 2012 22:09 'Parkes, Ian'; 'Higgins, David' VN18592.01 North Sprowston and Old Catton Trip Rates Trip Rate Reduction Lodge Farm (2).docx

Hi Ian and David “We wanted to discuss the proposed trip rates for the above development. We have attached a technical note that sets out how we determined the proposed trip rates. But to summarise: As we previously agreed, we will use the ATC Counts from the survey at Lodge Farm, Norwich. The surveyed site is residential only, and all the dwellings are accessed via two access roads. The ATC’s and Manual Traffic Counts were undertaken at both access points. These trip rates have been adjusted for construction vehicles during the two peak periods. These were undertaken by manual surveys that visually identified the number of construction vehicles. This methodology is likely to underͲ estimate the number of construction vehicles, and therefore implies that the proposed trip rates are robust since they could possibly be lower than actually calculated. ATC Trip Rates for Lodge Farm (No of occupied dwellings = 355) Source AM Peak 0800-0900 PM Peak 1700-1800 In Out 2-way In Out 2-Way ATC 'normal vehicle' trip rates

0.197

0.49

0.687

0.382

0.19

0.572

We used the household surveys (Daily Travel Diaries) to determine the peak trip rates. Household Survey Trip Rates (No of responses = 90) Source AM Peak 0800-0900 PM Peak 1700-1800 In Out 2-way In Out 2-Way Lodge Farm Car Trip Rates, Including Visitor Trips (before adjustment)

0.076

0.509

0.584

0.408

0.063

0.471

The household surveys determined journey purpose and distance travelled. Based on the journey purpose and distance, we were able to discount a number of trips that could be internalised by the location of land uses within certain distances that would be applicable for the proposed development. This factored varied for each land use and is described in the technical note. This implied that we could reduce the total number of trips undertaken during the day, and distribute the in and out trips according to the diurnal flow profiles determined from the travel diaries. Adjusted Household Survey Trip Rates Trip Rates (No of responses = 90) Source AM Peak 0800-0900 PM Peak 1700-1800 In Out 2-way In Out 2-Way 1

0.076

0.509

0.584

0.408

0.063

0.471

0.055

0.364

0.419

0.270

0.053

0.323

27%

28%

16%

34%

31%

We calculated the reduction between surveyed trip rates and the adjusted trip rates, and applied the reduction to the adjusted ATC trip rates. Source AM Peak 0800-0900 PM Peak 1700-1800 In Out 2-way In Out 2-Way ATC 'normal vehicle' trip rates ATC trip rates with % reduction due to Land Use Planning

0.197

0.49

0.687

0.382

0.19

0.572

0.143

0.350

0.493

0.253

0.159

0.392

The Household Survey showed that over 70% of households reported that they had not received travel information, with only 16% stating that they had. This indicates that there is considerable scope for raising awareness of alternate modes through distribution of travel awareness materials. The proposed development is planned to be an exemplar sustainable development, and will be marketed as such. Every potential resident will be aware of the development’s sustainability ethos, and the proposed travel planning initiatives. i.e from day one, each resident will benefit from personalised travel planning. Department for Transport 2007 study, Making Personalised Travel Planning Work has reported that in the UK, PTP will reduce the number of car driver trips by 11% for the targeted population. To summarise: Source AM Peak 0800-0900 PM Peak 1700-1800 In Out 2-way In Out 2-Way ATC 'normal vehicle' trip rates

0.197

0.49

0.687

0.382

0.19

0.572

ATC trip rates with % reduction due to Land Use Planning

0.143

0.350

0.493

0.253

0.159

0.392

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

0.128

0.312

0.438

0.225

0.142

0.349

Therefore we proposing the above trips based on the internalisation of trips due to land use planning and the minimum level of travel planning measures. Further travel planning measures will be undertaken in mitigation of any impacts. Regards David Paddon Associate SKM Colin Buchanan New City Court, 20 St Thomas Street, London, SE1 9RS T +44 (0)20 7939 6310 F +44 (0)20 7939 6103 M +44 (0)7595 201617

E dpaddon@globalskm.com www.skmcolinbuchanan.com

Sinclair Knight Merz achieve outstanding client success For further information, visit our website www.skmconsulting.com

Muzzell, Andrea (SKM) From: Sent: To: Cc: Subject: Attachments:

Paddon, David (SKM) 25 June 2012 09:57 'Higgins, David'; 'Parkes, Ian' Neil Murphy; Bruce McVean VN18592.01 North Sprowston and Old Catton Lodge Farm Residential Household Survey Results DRAFT.pdf; Trip Rate Comparison 120529 rev 2.pdf

Hi David and Ian. I was unable to attached the 2 supporting documents to my email yesterday. 1) Household Survey Results (This summarises the results of the Household Survey based on the Travel Diaries) 2) Trip Rate Comparison (Though this note is superseded by the note â&#x20AC;&#x153;Trip Rate Reduction Lodge Farmâ&#x20AC;? sent previously, it provides useful background information.) Please do not hesitate to contact me if you require any further clarification. Regards David Paddon Associate SKM Colin Buchanan New City Court, 20 St Thomas Street, London, SE1 9RS T +44 (0)20 7939 6310 F +44 (0)20 7939 6103 M +44 (0)7595 201617

E dpaddon@globalskm.com www.skmcolinbuchanan.com

Sinclair Knight Merz achieve outstanding client success For further information, visit our website www.skmconsulting.com

As we previously agreed, we will use the ATC Counts from the survey at Lodge Farm, Norwich. The surveyed site is residential only, and all the dwellings are accessed via two access roads. The ATC’s and Manual Traffic Counts were undertaken at both access points. These trip rates have been adjusted for construction vehicles during the two peak periods. These were undertaken by manual surveys that visually identified the number of construction vehicles. This methodology is likely to underͲ estimate the number of construction vehicles, and therefore implies that the proposed trip rates are robust since they could possibly be lower than actually calculated. ATC Trip Rates for Lodge Farm (No of occupied dwellings = 355) Source AM Peak 0800-0900 PM Peak 1700-1800 In Out 2-way In Out 2-Way

Muzzell, Andrea (SKM) From: Sent: To: Cc: Subject: Attachments:

Higgins, David [david.higgins@norfolk.gov.uk] 04 July 2012 14:15 Paddon, David (SKM) Parkes, Ian FW: VN18592.01 North Sprowston and Old Catton Trip Rates Trip Rate Reduction Lodge Farm (2).docx

David With regard to the trip rates below, the final table shows one rate obtained from ATC data, one rate to allow for internalisation of trips and one rate for internalisation of trips and 11% reduction due to Travel Planning.

ATC 'normal vehicle' trip rates

We would normally expect the base assessments to use a normal trip rate and then a sensitivity assessment done showing the impact of internalisation and travel planning.

0.197

Therefore I suggest that the top rates in the bottom table (ATC 'normal vehicle' trip rates) and the last trip rates in the bottom table (ATC trip rates with % reduction due to Land Use Planning and 11% personalised travel planning) are used with the latter forming a sensitivity test. Source David

From: Paddon, David (SKM) [mailto:DPaddon@globalskm.com] Sent: 24 June 2012 22:09 To: Parkes, Ian; Higgins, David Subject: VN18592.01 North Sprowston and Old Catton Trip Rates

0.687

0.382

0.19

0.572

We used the household surveys (Daily Travel Diaries) to determine the peak trip rates. Household Survey Trip Rates (No of responses = 90)

I would suggest that the same is done here. I appreciate that you are planning to design the site to incorporate facilities for residents and it is proposed that these are built out quite early on, but we need to understand what may happen if, for some reason, they are unable to deliver the faculties required to reduce the trip rates.

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ David Higgins B.Sc.(Hons), C.Eng, MICE Principal Engineer Major and Estate Developments Team Developer Services Section Environment, Transport and Development Direct dial telephone number: 01603 222789 Fax 01603 223128 E-mail: david.higgins@norfolk.gov.uk Norfolk County Council General enquiries: 0344 800 8020 or information@norfolk.gov.uk Website: www.norfolk.gov.uk

0.49

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

In 0.076

AM Peak 0800-0900 Out 2-way 0.509 0.584

In 0.408

PM Peak 1700-1800 Out 2-Way 0.063 0.471

0.076

0.509

0.584

0.408

0.063

0.471

0.055

0.364

0.419

0.270

0.053

0.323

27%

28%

34%

16%

31%

We calculated the reduction between surveyed trip rates and the adjusted trip rates, and applied the reduction to the adjusted ATC trip rates. 2

Source In ATC 'normal vehicle' trip rates ATC trip rates with % reduction due to Land Use Planning

AM Peak 0800-0900 Out 2-way

PM Peak 1700-1800 Out 2-Way

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

www.skmcolinbuchanan.com

0.197

0.49

0.687

0.382

0.19

0.572

0.143

0.350

0.493

0.253

0.159

0.392

The Household Survey showed that over 70% of households reported that they had not received travel information, with only 16% stating that they had. This indicates that there is considerable scope for raising awareness of alternate modes through distribution of travel awareness materials. The proposed development is planned to be an exemplar sustainable development, and will be marketed as such. Every potential resident will be aware of the developmentâ&#x20AC;&#x2122;s sustainability ethos, and the proposed travel planning initiatives. i.e from day one, each resident will benefit from personalised travel planning. Department for Transport 2007 study, Making Personalised Travel Planning Work has reported that in the UK, PTP will reduce the number of car driver trips by 11% for the targeted population. To summarise: Source AM Peak 0800-0900 PM Peak 1700-1800 In Out 2-way In Out 2-Way ATC 'normal vehicle' trip rates

E dpaddon@globalskm.com

0.197

0.49

0.687

0.382

0.19

0.572

0.143

0.350

0.493

0.253

0.159

0.392

Sinclair Knight Merz achieve outstanding client success For further information, visit our website www.skmconsulting.com

Click here to report this email as spam. 0.128

0.312

0.438

0.225

0.142

0.349

File Note

10 June 2011

Date

10 June 2012

Project No

VN18592

Subject

Lodge Farm Trip Rate Reduction Analysis

These reductions are based on locating educational, employment, retail, recreational and community within the development boundaries. These trips are internalised, and have no impact on the wider road network. After determining this reduction, the percentage decrease was applied to the trip rates calculated from the ATC, but adjusted for the Construction traffic measured through the Manual Surveys.

Introduction

The resulting trip rates are then adjusted for personalised travel planning.

This note analyses the results of the Lodge Farm Household survey to determine what trips can be discounted/reduced in order to prepare appropriate residential trip rates for a mixed use sustainable development in North East Norwich.

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

The household survey was made up of the following: 1) Each household was issued a questionnaire to complete. This compromised a travel diary for each member of a household to complete on a particular day (Travel Diary Date). 2) Automatic Traffic Counts for a week (inclusive of the Travel Diary Date) 3) Manual Traffic Count during the peak hours on the Travel Diary Date to determine the level of construction activity

The proposed development is planned to be an exemplar sustainable development, and will be marketed as such. Every potential resident will be aware of the development’s sustainability ethos, and the proposed travel planning initiatives i.e. from day one, each resident will benefit from personalised travel planning. Department for Transport 2007 study, Making Personalised Travel Planning Work has reported that in the UK, PTP will reduce the number of car driver trips by 11% for the targeted population.

The Lodge Farm household survey was conducted on Thursday 8th March, 2012. A total of 90 Lodge Farm household surveys were returned from the 355 inhabited houses on site.

This reduction is applied to the previously adjusted trip rates.

The results of the Household Survey are attached in Appendix 1. Similarly the trip rate comparison is attached in Appendix 2.

To summarise, the trip rates are calculated from the ATC’s, then adjusted by removing the construction trips (calculated from the Manual Peak Hour Surveys), adjusted for the land use planning, and then reduced by 11%

Land Use Planning

3.1

Shopping

Methodology

Lodge Farm lies in a similar location on a key radial route into Norwich City Centre. However it is residential only development and no other land uses are location within the area surveyed.

Lodge Farm, Existing The Lodge Farm household survey identified that 31 shopping trips were made on the day of the survey.

The majority of Lodge Farm has access to 9 buses per peak hour (18 two‐way), within 400m walking distance of the site.

Of these, 19 were outbound car trips and 4 were inbound car trips. Of these, 14 car driver trips were less than 2 miles (45%). As the city centre is located approximately 5 miles to the south east of the Lodge Farm site, then it is assumed that these 14 vehicle trips were shorter trips for food shopping. The closest food store is located approximately 2 miles to the west of Lodge Farm.

This note analyses the journey purpose of the each trip, the location of the residential properties at the Lodge Farm development in relation to key employment, education, retail and leisure facilities. Furthermore, it compares the location of key land uses at Lodge Farm with those associated at the proposed development. Following this, an evaluation is made on the likely reduction in vehicle trip rates resulting from the improved land use accessibility associated with the proposed scheme.

Proposed Land Use Planning Measures SINCLAIR KNIGHT MERZ The SKM logo trade mark is a registered trade mark of Sinclair Knight Merz Pty Ltd.

[Trip Rate Reduction Lodge Farm (2).docx]

PAGE 1

PAGE 2

10 June 2011

If local food shops are provided within a 1 mile catchment of residential properties, then these car trips to food stores are internalised and have no impact on the external road network. There will be a local high street centre within the development anchored by an M&S Food store or similar, plus secondary centres with convenience retail.

As only one of these car driver education trips was assumed to be to secondary education (based on the destination post code search), one car trip has been removed from the Lodge Farm total based on the assumption that there would be improved access to secondary education facilities. Trip Generation Reduction

Therefore it is assumed that all 14 car trips of less than 2 miles would be removed from the Lodge Farm survey based on the proposal of locally accessible food shops in relation to residential properties within the development.

Table 3 displays the effect improved land use planning will have on education trips, based on the assumptions above. The trips shown represent all responses to in and out education trips at the Lodge Farm development, on the selected day.

Trip Generation Reduction

Table 3: Adjusted Trip Generation for Improved Education Accessibility

Table 1 displays the effect improved land use planning will have on shopping trips, based on the assumptions above. The trips shown represent all responses to in and out shopping trips at the Lodge Farm development, on the selected day. Table 1: Adjusted Trip Generation for Improved Local Shopping Facilities Trips recorded (Lodge Farm Survey)

Mode Car driver (alone) Car driver (with passengers) Car as passenger

Trip Reduction / Increase

Adjusted Trips

IN 4

OUT 10

IN -2

OUT -7

IN 2

OUT 3

0 0

-5 0

0 0

4 4

Trips recorded (Lodge Farm Survey)

Mode Car driver (alone) Car driver (with passengers) Car as passenger

Trip Reduction / Increase

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

IN 0

OUT 2

IN 0

OUT -1

IN 0

OUT 1

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

3.3

Pick up and drop off

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

Lodge Farm, Existing

3.2

A total of 24 car driver pick up and drop off trips (combined) were recorded as a journey purpose for Lodge Farm residents during the survey day.

Education

Lodge Farm, Existing Currently, 4 primary schools and two crèches are located within 2.5 miles of the Lodge Farm site.

The Lodge Farm survey identified that education accounted for 3 car driver journeys during the selected day. The definition of an education trip was given as a trip made by a student to an educational facility, or an individual travelling to adult education.

Proposed Land Use Planning Measures All houses within the development will be within a one mile walk of one of the two primary schools.

Proposed Land Use Planning Measures The development scheme includes proposals for two primary schools which would be self contained.

In addition, at least five crèches / nurseries will be on site which would also be easily accessible by modes other than the private car.

In addition, the proposals are for a greater amount of public transport availability than is currently available at the Lodge Farm Site. This will include transport to secondary education facilities. SINCLAIR KNIGHT MERZ The SKM logo trade mark is a registered trade mark of Sinclair Knight Merz Pty Ltd.

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

PAGE 4

10 June 2011

Therefore it has been assumed that 100% of primary school development trips would be internalised, with all primary school pupils using sustainable modes to access the local primary schools.

The Lodge Farm survey revealed that 77 car driver work journeys were made on the day of the survey. Proposed Land Use Planning Measures

The development proposals plan for some 1,000 on site jobs to be available at time of completion, including jobs in retail, public services and maintenance as well as ‘primary’ employment. Furthermore, around 3,000 full time equivalent employees will be resident on site at time of completion. Due to the proximity of employment on site, and reflecting existing local patterns of access to employment, it is assumed that approximately 1/3 of site jobs will be filled by those living within the site. This equates to around 330 employees (11% of those living on site).

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

Though it is probable that the vast majority of these 330 employees will travel to work on site by sustainable modes, the location of the employment within the development demonstrates that these trips will b e internalised, and have no impact on the wider transport network. Therefore, 10% less car driver trips have been removed from the Lodge Farm survey trip rates.

Using the same theory, it is proposed that 10% less of those travelling by car to attend ‘personal business’ will also be internalised. This equates to 2 less car driver trips.

Trip Generation Reduction

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

Mode Car driver (alone) Car driver (with passengers) Car as passenger

Trip Reduction / Increase

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

IN 3

OUT 5

IN -3

OUT -5

IN 0

OUT 0

-2 0

-14 0

0 1

0 3

Table 5 displays the effect improved land use planning will have on employment (not including personal business), based on the assumptions above. The trips shown represent all responses to in and out employment trips at the Lodge Farm development, on the selected day. Table 5: Adjusted Trip Generation for Improved Employment Location. Trips recorded (Lodge Farm Survey)

Mode

Car driver (alone) Car driver (with passengers) Car as passenger

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

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

IN 4

OUT 60

IN -1

OUT -5

IN 3

OUT 55

-2 0

0 0

3.4

Trip Reduction / Increase

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

Employment

Lodge Farm, Existing

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10 June 2011

3.5

Trip Generation Reduction

Leisure / Social

Lodge Farm, Existing

The reduction in home trips has been calculated by applying the total reduction / increase in outbound trips for all land uses to the total inbound home trips. Table 7 displays the net effect land use planning measures, as described above, would have on home trips.

A total of 37 car driver leisure trips were recorded during the survey. Proposed Land Use Planning Measures

Table 7: Adjusted Trip Generation for Home Trips.

The development plans for a considerable amount of green space including a major new country park (at Beeston park), equestrian facilities, and access to the countryside via cycle networks and footpaths. A local sports centre and local leisure facilities could be located on site depending on planning policy decisions.

Mode

Therefore it is proposed that 25% of all leisure trips will be internalised and have no impact on the wider road network.

Car driver (alone) Car driver (with passengers) Car as passenger

Trips recorded (Lodge Farm Survey)

Trip Reduction / Increase

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

IN 88

OUT 4

IN -26

OUT 0

IN 62

OUT 4

-23 0

0 0

29 20

0 1

Trip Generation Reduction

Table 6 displays the effect improved land use planning will have on leisure / social trips, based on the assumptions above. The trips shown represent all responses to in and out leisure / social trips at the Lodge Farm development, on the selected day.

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

Table 6: Adjusted Trip Generation for Improved Leisure /Social Location.

Trips recorded (Lodge Farm Survey)

Mode Car driver (alone) Car driver (with passengers) Car as passenger

Trip Reduction / Increase

OUT 25

IN -1

OUT -7

IN 1

OUT 18

0 2

10 1

0 0

-2 0

0 2

8 1

Table 8: Car Trip Rate Adjustment Based on Improved Land Use Planning (including visitor car trips) Source

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

AM Peak 0800‐0900 In Out 2‐way

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

3.6

Table 8 displays the resulting AM and PM peak hour trip rates resulting from the land use planning changes, based on a ratio of existing daily trip rates to peak hour trip rates.

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

IN 2

Trip Rates

Home Trips

Lodge Farm, Existing A total of 144 ‘Home’ car driver trips were recorded during the survey. Home trips represent all journeys made to Lodge Farm from a particular land use. Previously in this note we have looked at the majority of trips being outbound from Lodge Farm. The home trips therefore represent the return trip associated with the outbound trips.

PM Peak 1700‐1800 In Out 2‐Way

0.076

0.509

0.584

0.408

0.063

0.471

0.055

0.364

0.419

0.270

0.053

0.323

27%

28%

34%

16%

31%

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PAGE 8

10 June 2011

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

Application to ATCs

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

AM Peak 0800‐0900 In Out 2‐way

PM Peak 1700‐1800 In Out 2‐Way

0.197

0.49

0.687

0.382

0.19

0.572

ATC trip rates with % reduction due to Land Use Planning

0.143

0.350

0.493

0.253

0.159

0.392

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

0.128

0.312

0.438

0.225

0.142

0.349

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Muzzell, Andrea (SKM) From: Sent: To: Cc: Subject: Attachments:

Paddon, David (SKM) 13 July 2012 15:31 'Parkes, Ian'; 'Higgins, David' 'Neil Murphy'; 'Bruce McVean' VN18592 North Sprowston and Old Catton Development Employment Traffic Distribution Note dp.docx

Hi Ian To follow up on my call yesterday, I wanted to emphasises that I am keen to starting running for the models for the 2017 and 2022. Therefore I need to agree the trip rates and trip distribution for both our proposed development, and the committed/allocated development as per my previous email. Though I do need your input for with NDR scenario, I can wait a few days for this. In response to Davidâ&#x20AC;&#x2122;s comments with respect to the base trip rate, we understood that we could allow both for internalisation and some Sustainable Travel Measures (namely Personalised Travel plan from day one). David has suggested we model the Lodge Farm ATC trip rates, and then do a sensitivity test for internalisation and travel planning. It was our intention to model the base trip rates we proposed, and then further travel planning as mitigation (Improved mode share targets based on better PT, Residential Travel Planning, Employment Travel planning, etc). i.e. a reduction in trip rates due to land use planning (employment, education, leisure and retail within the development boundaries) and the marketing of the development as a sustainable development. We can run a sensitivity test to allow for the delay in procurement of employment, etc. Please note the application will include employment space. I have added our revised trip rate assessment for employment which assumes 30% reduction due to land use planning and current 2001 census data for Sprowston Central Ward. We are assuming that the primary schools and local retail within the development boundary will have a minimal effect on the trip generation due to internalisation and robust travel planning. Regards David Paddon Associate SKM Colin Buchanan New City Court, 20 St Thomas Street, London, SE1 9RS T +44 (0)20 7939 6310 F +44 (0)20 7939 6103 M +44 (0)7595 201617

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Paddon, David (SKM) 27 July 2012 11:56 'Parkes, Ian'; Higgins, David 'Neil Murphy'; Bruce McVean; Forte, Adrian (SKM) VN18592 NCC Summary

Hi Ian and David Thank you for your time yesterday. As discussed I would like to summarise the key issues 1) Trip Rates a. Lodge Farm ATC data adjusted for construction traffic b. AM Peak c. PM Peak 2) Trip Distribution a. 26% NB/74% SB based on NDR Saturn model b. 4 developments areas based on access to highway network i. Old Catton (development straddles Spixworth Road) ii. North Walsham (development to west of new road alignment of North Walsham Road) iii. Main Square (development east of new road alignment) iv. Wroxham (development west of Wroxham Road) c. SKM CB assessment of route choice based on Travel to Work locations and Repton Lane AM and PM junction video surveys. d. Trip distribution will change over Phases depending on the completion of East West links i. Phase 1: Total 700 dwellings split between North Walsham and Main Square with access to North Walsham Road only, and Wroxham with access to Wroxham Road only ii. Phase 2: Total 1400 dwellings split between North Walsham, Main Square, and Wroxham with access to North Walsham Road and Wroxham Road via EastÍ˛west link. iii. Completed development: approx 3500 dwellings with access to Spixworth Road, North Walsham Road and Wroxham Road via completed eastÍ˛west links. 3) Committed and Development Growth in NE Norwich a. Schedules of Cumulative Development as per NCC b. Blue Boar Lane revised to show 400 dwellings travelling onto Wroxham Road only in 2017 and 1232 in 2032 split between Wroxham and Salhouse Roads 4) Scope of assessment as per list agreed with NCC. 5) Assessment Years a. Base years 2017, 2022 and 2032 b. 2017 with and without NDR c. 2022 with and without NDR d. 2032 with NDR I will prepare a Scoping note to reflect all the information agreed. Regards David Paddon Associate

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Parkes, Ian [ian.parkes@norfolk.gov.uk] 16 July 2012 13:46 Paddon, David (SKM); Higgins, David Neil Murphy; Bruce McVean; Poole, Liz RE: VN18592 North Sprowston and Old Catton

David, Thanks for your email and sorry that I haven't got back to you sooner. I have spoken to David and colleagues and can confirm that you should use the normal residential trip rates, as per section 3 of your technical note dated 27 June 2012, as the base case and apply reductions as sensitivity tests. We would also like you to use these normal residential trip rates for the committed and allocated developments. I have reviewed the technical note and am broadly happy with the distributions for the commited and allocated developments. I only have one query. For Home Farm you state 100% on to Blue Boar Lane but the numbers in Figure 4 seem to indicate you have only applied 50%. Which is it? I am happy with the proposed trip distribution of your development in a non-NDR scenario as specified in your note dated 10 June. I will look at our recent NDR modelling and advise you on a distribution for your development, and factors to apply to other links, with an NDR in place. To be consistent with the residential trips, you should assume the worst case for the employment land and any reductions due to internalisation as sensitivity tests.

It was our intention to model the base trip rates we proposed, and then further travel planning as mitigation (Improved mode share targets based on better PT, Residential Travel Planning, Employment Travel planning, etc). i.e. a reduction in trip rates due to land use planning (employment, education, leisure and retail within the development boundaries) and the marketing of the development as a sustainable development. We can run a sensitivity test to allow for the delay in procurement of employment, etc. Please note the application will include employment space. I have added our revised trip rate assessment for employment which assumes 30% reduction due to land use planning and current 2001 census data for Sprowston Central Ward. We are assuming that the primary schools and local retail within the development boundary will have a minimal effect on the trip generation due to internalisation and robust travel planning. Regards David Paddon Associate SKM Colin Buchanan New City Court, 20 St Thomas Street, London, SE1 9RS T +44 (0)20 7939 6310 F +44 (0)20 7939 6103 M +44 (0)7595 201617

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Regards, Ian. From: Paddon, David (SKM) [mailto:DPaddon@globalskm.com] Sent: 13 July 2012 15:31 To: Parkes, Ian; Higgins, David Cc: Neil Murphy; Bruce McVean Subject: VN18592 North Sprowston and Old Catton

4) Scope of assessment as per list agreed with NCC. 5) Assessment Years a. Base years 2017, 2022 and 2032 b. 2017 with and without NDR c. 2022 with and without NDR d. 2032 with NDR

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Parkes, Ian [ian.parkes@norfolk.gov.uk] 30 July 2012 15:44 Paddon, David (SKM); Higgins, David Neil Murphy; Bruce McVean; Forte, Adrian (SKM) RE: VN18592 NCC Summary

David, I am happy with the Blue Boar Lane assumption of 400 in by 2017 and the rest in by 2032. With regard to the employment trip rates we can confirm that the Figures in Table 2 are okay. Regards, Ian. From: Paddon, David (SKM) [mailto:DPaddon@globalskm.com] Sent: 27 July 2012 11:56 To: Parkes, Ian; Higgins, David Cc: Neil Murphy; Bruce McVean; Forte, Adrian (SKM) Subject: VN18592 NCC Summary

Hi Ian and David Thank you for your time yesterday. As discussed I would like to summarise the key issues 1) Trip Rates a. Lodge Farm ATC data adjusted for construction traffic b. AM Peak c. PM Peak 2) Trip Distribution a. 26% NB/74% SB based on NDR Saturn model b. 4 developments areas based on access to highway network i. Old Catton (development straddles Spixworth Road) ii. North Walsham (development to west of new road alignment of North Walsham Road) iii. Main Square (development east of new road alignment) iv. Wroxham (development west of Wroxham Road) c. SKM CB assessment of route choice based on Travel to Work locations and Repton Lane AM and PM junction video surveys. d. Trip distribution will change over Phases depending on the completion of East West links i. Phase 1: Total 700 dwellings split between North Walsham and Main Square with access to North Walsham Road only, and Wroxham with access to Wroxham Road only ii. Phase 2: Total 1400 dwellings split between North Walsham, Main Square, and Wroxham with access to North Walsham Road and Wroxham Road via EastÍ˛ west link. iii. Completed development: approx 3500 dwellings with access to Spixworth Road, North Walsham Road and Wroxham Road via completed eastÍ˛west links. 3) Committed and Development Growth in NE Norwich a. Schedules of Cumulative Development as per NCC b. Blue Boar Lane revised to show 400 dwellings travelling onto Wroxham Road only in 2017 and 1232 in 2032 split between Wroxham and Salhouse Roads 1

I will prepare a Scoping note to reflect all the information agreed. Regards David Paddon Associate SKM Colin Buchanan New City Court, 20 St Thomas Street, London, SE1 9RS T +44 (0)20 7939 6310 F +44 (0)20 7939 6103 M +44 (0)7595 201617

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Paddon, David (SKM) 31 May 2012 17:40 'Higgins, David'; Parkes, Ian Forte, Adrian (SKM); Neil Murphy; 'Bruce McVean' VN18592.01 North Sprowston and Old Catton - Completed, Committed and Allocated Development in North East Norwich Committed & Allocated Development.xlsx

Hi David and Ian Please see Adrian’s email below. Thank you and enjoy your Jubilee Weekend. Regards David Paddon Associate

I look forward to hearing from you and thank you in advance. Adrian Forte Transport Planner- EMEA Bsc (Hons), AMCIHT

SKM Colin Buchanan New City Court, 20 St Thomas Street, London, SE1 9RS E aforte@globalskm.com www.skmcolinbuchanan.com SKM Colin Buchanan is part of the Sinclair Knight Merz Group

SKM Colin Buchanan New City Court, 20 St Thomas Street, London, SE1 9RS T +44 (0)20 7939 6310 F +44 (0)20 7939 6103 M +44 (0)7595 201617

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From: Forte, Adrian (SKM) Sent: 31 May 2012 17:36 To: Paddon, David (SKM) Subject:

Dear David/Ian, Further to our telecon on Wednesday 30th May regarding development at North Sprowston and Old Catton please find attached a spreadsheet with housing forecasts extracted from the 2011 NDR Traffic Forecasting Report and info from Ian’s email. This is the Broadland development areas that will make up the committed development and background growth within our traffic network as discussed. In order for us to distinguish between existing, committed and allocated (background growth) development it would be greatly appreciated if you could confirm from the spreadsheet which of the developments are actually committed and of those committed how many dwellings have already been built? As well as this could you also please confirm that the allocated developments within each time period is accurate and attainable? For Example between 2006Ͳ2017 the Rackheath EcoͲCommunity proposes to have 1,035 dwellings. Finally, could you advise if we are missing any relevant development or including any development that is no longer applicable? 1

Muzzell, Andrea (SKM) From: Sent: To: Cc: Subject: Attachments:

Paddon, David (SKM) 20 June 2012 18:25 'Parkes, Ian' Forte, Adrian (SKM); Neil Murphy; Bruce McVean; Higgins, David RE: VN18592.01 North Sprowston and Old Catton - Completed, Committed and Allocated Development in North East Norwich Development Residential Traffic Distribution Note.docx; Travel to work distribution Sprowston Central.xlsx; Dev resi traffic distributio.pdf; Sprowston Central perc journey to work by car distribution.pdf; Map - Dev resi traffic distribution.pdf

Hi Ian Please find attached an excel spreadsheet with our proposed trip distributions without the NDR, and an explanatory note. Since the site is predominately residential, we have based this on 2011 Census Travel to work data. We have made a stab at the distribution with the NDR, but we will appreciate your input. Regards David Paddon Associate SKM Colin Buchanan New City Court, 20 St Thomas Street, London, SE1 9RS T +44 (0)20 7939 6310 F +44 (0)20 7939 6103 M +44 (0)7595 201617

With regard to your growth when the NDR is in place, I will look at our planning application modelling and advise of percentage increases and decreases to assume on key links. I will also advise on the distribution of trips from your development with and without NDR. For me to do this you will need to tell me your assumed distribution from your development without the NDR. I hope this helps. Regards, Ian.

From: Paddon, David (SKM) [mailto:DPaddon@globalskm.com] Sent: 31 May 2012 17:40 To: Higgins, David; Parkes, Ian Cc: Forte, Adrian (SKM); Neil Murphy; Bruce McVean Subject: VN18592.01 North Sprowston and Old Catton - Completed, Committed and Allocated Development in North East Norwich

Hi David and Ian Please see Adrianâ&#x20AC;&#x2122;s email below. Thank you and enjoy your Jubilee Weekend. Regards David Paddon Associate SKM Colin Buchanan New City Court, 20 St Thomas Street, London, SE1 9RS T +44 (0)20 7939 6310 F +44 (0)20 7939 6103 M +44 (0)7595 201617

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From: Parkes, Ian [mailto:ian.parkes@norfolk.gov.uk] Sent: 19 June 2012 15:03 To: Paddon, David (SKM) Cc: Forte, Adrian (SKM); Neil Murphy; Bruce McVean; Higgins, David Subject: RE: VN18592.01 North Sprowston and Old Catton - Completed, Committed and Allocated Development in North East Norwich

David, Please find attached an updated spreadsheet showing what has been built between 2006 and 2012 and revised figures for 2006-17 based on current knowledge. The current NDR planning application work assumes spatial growth to 2026 but TEMPRO to 2032. My assumptions for your growth to 2026 was 600 between Wroxham & North Walsham Road and 400 west of North Walsham Road I have also included a column for 2026 to 2032 which indicates my best estimate of where the remainder of the Broadland Triangle growth would be. 1

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From: Forte, Adrian (SKM) Sent: 31 May 2012 17:36 To: Paddon, David (SKM) Subject:

In order for us to distinguish between existing, committed and allocated (background growth) development it would be greatly appreciated if you could confirm from the spreadsheet which of the developments are actually committed and of those committed how many dwellings have already been built? As well as this could you also please confirm that the allocated developments within each time period is accurate and attainable? For Example between 2006Í˛2017 the Rackheath EcoÍ˛Community proposes to have 1,035 dwellings. Finally, could you advise if we are missing any relevant development or including any development that is no longer applicable? I look forward to hearing from you and thank you in advance. Adrian Forte Transport Planner- EMEA Bsc (Hons), AMCIHT

SKM Colin Buchanan New City Court, 20 St Thomas Street, London, SE1 9RS E aforte@globalskm.com www.skmcolinbuchanan.com SKM Colin Buchanan is part of the Sinclair Knight Merz Group

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Muzzell, Andrea (SKM) From: Sent: To: Cc: Subject: Attachments:

Paddon, David (SKM) 27 June 2012 18:24 'Parkes, Ian' Neil Murphy; Bruce McVean FW: VN18592.01 North Sprowston and Old Catton - Completed, Committed and Allocated Development in North East Norwich TN01 Traffic Impact of Committed and Allocated Sites.pdf

Hi Ian Please find attached our broad draft assessment of the Committed and Allocated development for North East Norwich. This is a broad brush issued for comment. We hope that your team has assessed these site more thoroughly and can advise on the following: 1) Trip rates 2) Trip distribution without the NDR 3) Trip distribution with the NDR Though the draft includes the calculated trip assignment for the peak hours, we need to agree the issues above first. So for current purposes, please ignore the actual figures on the diagrams at this stage. Thank you. Regards David Paddon Associate SKM Colin Buchanan New City Court, 20 St Thomas Street, London, SE1 9RS T +44 (0)20 7939 6310 F +44 (0)20 7939 6103 M +44 (0)7595 201617

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From: Jopp, Matthew (SKM) Sent: 27 June 2012 17:33 To: Paddon, David (SKM) Subject: RE: VN18592.01 North Sprowston and Old Catton - Completed, Committed and Allocated Development in North East Norwich

David As requested please find attached my draft assessment and understanding of the traffic impact of committed and allocated development sites on the proposed study area for the Norwich TA. Please let me know what comments you receive from NCC? 1

Best regards Matt Matthew Jopp BSc (Hons) MCIHT Transport Planning Consultant

SKM Colin Buchanan New City Court, 20 St Thomas Street, London SE1 9RS T +44 (0)20 7939 6250 F +44 (0)20 7939 6103 M +44 (0)7891 615913 E mjopp@globalskm.com www.skmcolinbuchanan.com SKM Colin Buchanan is now part of the Sinclair Knight Merz Group

From: Paddon, David (SKM) Sent: 26 June 2012 10:23 To: Jopp, Matthew (SKM) Subject: FW: VN18592.01 North Sprowston and Old Catton - Completed, Committed and Allocated Development in North East Norwich

Hi Matt See the response from NCC. Spixworth: We will distribute the remainder (19) onto the network based on our trip rates (without reduction) and an assessment of the trip distribution 100% towards Norwich. Home Farm: We will distribute the remainder ( 205) onto the network from the arm on the P&R roundabout based on our rip rates (without reduction) and a broad assessment of trip distribution. Then we need to understand the location of the other sites, and their access to the network. Thanks David Paddon Associate SKM Colin Buchanan New City Court, 20 St Thomas Street, London, SE1 9RS T +44 (0)20 7939 6310 F +44 (0)20 7939 6103 M +44 (0)7595 201617

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From: Parkes, Ian [mailto:ian.parkes@norfolk.gov.uk] Sent: 26 June 2012 09:15 To: Paddon, David (SKM) Subject: FW: VN18592.01 North Sprowston and Old Catton - Completed, Committed and Allocated Development in North East Norwich

From: Higgins, David Sent: 21 June 2012 09:23 To: Forte, Adrian (SKM) Cc: Parkes, Ian Subject: RE: VN18592.01 North Sprowston and Old Catton - Completed, Committed and Allocated Development in North East Norwich Adrian, We do not have 20120646 on our data base but we have 20120850 in Spixworth for 54 dwellings for Hopkins Homes. This application is so small it did not need a TA. Sprowston (Home Farm) (Planning App No. 20101252) was a reserve matters application of 102 dwellings and as a RM application would not have had a TA. The original outline was 20050227 and this was part of the original Home Farm which pre-dates our data base. The 20050227 application did not have a TA as the land had previously been assessed with the original Home Farm outline as being a Park and Ride site and we accepted the argument that 102 dwellings would generate less traffic than a P&R site. We do not have the original Home Farm outline on file which I think is a late1990's/early 2000's application. Regards David

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

David Higgins B.Sc.(Hons), C.Eng, MICE Principal Engineer Major and Estate Developments Team Developer Services Section Environment, Transport and Development Direct dial telephone number: 01603 222789 Fax 01603 223128 E-mail: david.higgins@norfolk.gov.uk Norfolk County Council General enquiries: 0344 800 8020 or information@norfolk.gov.uk Website: www.norfolk.gov.uk

Thanks in advance. N.B. I am away on leave from tomorrow so could you please make sure you CC David Paddon into your reply. Kindest regards Adrian Adrian Forte Transport Planner- EMEA Bsc (Hons), AMCIHT

SKM Colin Buchanan New City Court, 20 St Thomas Street, London, SE1 9RS E aforte@globalskm.com www.skmcolinbuchanan.com SKM Colin Buchanan is part of the Sinclair Knight Merz Group

From: Forte, Adrian (SKM) [mailto:AForte@globalskm.com] Sent: 20 June 2012 18:27 To: Parkes, Ian; Higgins, David Cc: Neil Murphy; Bruce McVean; Paddon, David (SKM) Subject: RE: VN18592.01 North Sprowston and Old Catton - Completed, Committed and Allocated Development in North East Norwich

Hi Ian, Thanks very much for your comments/information relating to the committed/allocated development in Broadland. We have since updated the spreadsheet using the information you provided. Basically all of the already built development was taken off the future year scenarios/proposals. It would be greatly appreciated if you could do a quick scan check and confirm that you agree and are happy with these figures for us to use as our committed development/background growth within our traffic network models. We are unable to locate the Transport Assessments for the Spixworth (Planning App No. 20120646) and Sprowston (Home Farm) (Planning App No. 20101252) developments (they are not on the Broadland District Planning Portal). I was wondering if yourself or David Higgins would be able to advise us on where we could access these documents? 3

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Hi David and Ian Please see Adrian’s email below. Thank you and enjoy your Jubilee Weekend. Regards David Paddon Associate

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From: Forte, Adrian (SKM) Sent: 31 May 2012 17:36 To: Paddon, David (SKM) Subject:

Unless this email relates to Norfolk County Council business it will be regarded by the Council as personal and will not be authorized by or sent on behalf of the Council. The sender will have sole responsibility for any legal actions or disputes that may arise.

Click here to report this email as spam. The information contained in this email is intended only for the person or organization to which it is addressed. If you have received it by mistake, please disregard and notify the sender immediately. Unauthorized disclosure or use of such information may be a breach of legislation or confidentiality and may be legally privileged. Emails sent from and received by Members and employees of Norfolk County Council may be monitored. They may also be disclosed to other people under legislation, particularly the Freedom Of Information Act 2000. Unless this email relates to Norfolk County Council business it will be regarded by the Council as personal and will not be authorized by or sent on behalf of the Council. The sender will have sole responsibility for any legal actions or disputes that may arise.

Adrian Forte Transport Planner- EMEA Bsc (Hons), AMCIHT

SKM Colin Buchanan New City Court, 20 St Thomas Street, London, SE1 9RS E aforte@globalskm.com www.skmcolinbuchanan.com 5

I will look at our recent NDR modelling and advise you on a distribution for your development, and factors to apply to other links, with an NDR in place.

Muzzell, Andrea (SKM) From: Sent: To: Cc: Subject: Attachments:

Paddon, David (SKM) 16 July 2012 17:04 'Parkes, Ian'; Higgins, David Neil Murphy; Bruce McVean; Poole, Liz RE: VN18592 North Sprowston and Old Catton Committed Home Farm Site rev.pdf; Committed and Allocated Trips Calculations.pdf

Hi Ian Sorry, there was an error. Please see the attached pdfâ&#x20AC;&#x2122;s that show the correction. Thanks David Paddon Associate SKM Colin Buchanan New City Court, 20 St Thomas Street, London, SE1 9RS T +44 (0)20 7939 6310 F +44 (0)20 7939 6103 M +44 (0)7595 201617

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From: Parkes, Ian [mailto:ian.parkes@norfolk.gov.uk] Sent: 16 July 2012 13:46 To: Paddon, David (SKM); Higgins, David Cc: Neil Murphy; Bruce McVean; Poole, Liz Subject: RE: VN18592 North Sprowston and Old Catton

To be consistent with the residential trips, you should assume the worst case for the employment land and any reductions due to internalisation as sensitivity tests. Regards, Ian. From: Paddon, David (SKM) [mailto:DPaddon@globalskm.com] Sent: 13 July 2012 15:31 To: Parkes, Ian; Higgins, David Cc: Neil Murphy; Bruce McVean Subject: VN18592 North Sprowston and Old Catton

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Paddon, David (SKM) 30 August 2012 11:48 Parkes, Ian Bruce McVean VN18592 North East Norwich Background distribution 20120830104614681.pdf

Hi Ian Background Development Delivery Schedule Before we consider the distribution, please could you reflect on the current build â&#x20AC;&#x201C;out schedule for JCS growth sites not yet committed. Blue Boar: 882 completed by 2017? 1233 by 2021? Rackheath: 1400 by 2021? Development between Wroxham Road/Salhouse Road (Just north of Blue Boar): 500 by 2021? Development between Salhouse Road/Plumstead Road: 500 by 2021? No. Of Units to be Built

Then revising the distribution to reflect the following: 1) Any internalisation of trips. Please could you advise. This will vary from site to site, and reflects not only trips within the development but also trips within the local neighbourhood due to existing schools, employment, leisure uses and retail. We have used approximately 30% based on our Home Farm Household which identified journey purpose and distance travelled for journey purpose. This is also supported by Census 2001 data that shows 27% of travel to work trips are less than 2km. This implies they do not reach the Outer Ring Road. 2) Any allowance for more sustainable travel patterns. We could use 11% minimum based on PTP during the marketing/sales process. 3) With NDR: Revise the background development trips to reflect the change from 74/26 split to 58/42 split when the NDR is constructed, and use NCC adjustment factors for existing traffic only. 4) Rackheath with NDR: Use 74/26 N/S split, but reduce traffic on Salhouse Road/Wroxham Road by distributing traffic onto NDR Please could you comment on the above and the attached distribution sketches. Regards David Paddon Associate

2012-2017

2017-2021

2021-2026

2026-2032

Committed Dev / JCS Growth Site

Hellesdon, Golf Course

102

255

243

JCS Growth

Yes

Hellesdon, Hospital

JCS Growth

Yes

Hellesdon, A140 Corridor

JCS Growth

Yes

Drayton

JCS Growth

Spixworth

Committed

Yes

Rackheath Eco-Community

200

1,150

1,000

JCS Growth

Yes

Blofield

JCS Growth

Thorpe St Andrew

JCS Growth

Yes

Sprowston (Home Farm)

205

Committed

Yes

Blue Boar Lane

882

351

JCS Growth

Yes

Taverham

JCS Growth

Great and Little Plumstead

Committed

Yes

www.skmcolinbuchanan.com

Land between Salhouse & Wroxham Rd

500

1,000

JCS Growth

Yes

Land between Salhouse & Plumstead

500

1,000

JCS Growth

Yes

Brundal

JCS Growth

Horsford

JCS Growth

Yes

Horsham

JCS Growth

Yes

Brook Farm

250

Committed

Yes

Residential Site

Traffic Impact on Study Area

SKM Colin Buchanan New City Court, 20 St Thomas Street, London, SE1 9RS T +44 (0)20 7939 6310 F +44 (0)20 7939 6103 M +44 (0)7595 201617

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Distribution: See attached sketches. Current distribution is very coarse and allows for no internalisation of trips within the local neighbourhood. It is based on the development trip rates agreed. The distribution was based on development using direct routes, and avoiding rat runs. We propose amending the trip generation to reflect the NATS trip rates. 1

Muzzell, Andrea (SKM) From: Sent: To: Subject: Attachments:

David,

Parkes, Ian [ian.parkes@norfolk.gov.uk] 06 September 2012 09:28 Paddon, David (SKM) RE: VN18592 NATS Development Trajectories beyond green traj.doc

David, Please find attached the latest development trajectories. Am working on the distributions now. Regards, Ian.

Distributon I can send you a plan with percentages for each arm of key junctions but broadly 28%/31% (am/pm) of Rackheath traffic comes down Wroxham Road reducing to 17%/20% at the ORR. 9%/7% reaches the ORR on the Salhouse Road. The impact on the ORR is up to 10%/11% (This is not okay as overall there will be an increase on the ORR as there is no beneficial effect of the NDR). These are for the No NDR situation. With the NDR in place: 19%/15% (am/pm) of Rackheath comes down Wroxham Road reducing to 11%/6% at the ORR. 2%/3% reaches the ORR on the Salhouse Road. There The impact on the ORR is up to 8%/6%. (This is okay on the ORR as overall there will be a reduction due to the NDR)

From: Paddon, David (SKM) [mailto:DPaddon@globalskm.com] Sent: 31 August 2012 16:03 To: Parkes, Ian Subject: VN18592 NATS Development Trajectories

If you like I could calculate factors like these for the other large committed development sites.

As you suggested, for the NDR situation apply the factors I gave you previously to the base flows and then add the committed developments on as per the percentages above

SKM Colin Buchanan New City Court, 20 St Thomas Street, London, SE1 9RS T +44 (0)20 7939 6310 F +44 (0)20 7939 6103 M +44 (0)7595 201617

For the Non NDR scenario, just add the committed developments as per the above percentages.

Trajectories We will need to amend these. Can you confirm that you do need 2012-17, 17-21 and 21-32, or will 12-17 and 17 -32 be sufficient? Assumptions Although we would not allow 10,000 homes in the NE without an NDR, clearly some could come forward. For the purposes of your work it is valid to assume the Rackheath growth goes ahead as well as your full growth in 2032 without an NDR. It is likely that this would show that the network can't take it therefore demonstrate that the NDR is essential for the full NE growth. Regards, Ian.

From: Paddon, David (SKM) [mailto:DPaddon@globalskm.com] Sent: 30 August 2012 16:58 To: Parkes, Ian Cc: Bruce McVean; Richard Kendall; Stebbings, Alexander (SKM) Subject: RE: VN18592 NATS Trip Rates

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From: Parkes, Ian [mailto:ian.parkes@norfolk.gov.uk] Sent: 31 August 2012 15:28 To: Paddon, David (SKM) Cc: Higgins, David; Poole, Liz Subject: RE: VN18592 NATS Trip Rates 1

Hi Ian That’s okay. I am happy to accept that the NATS trip rates allow for some internalisation and a level of travel planning. For Rackheath, I have assumed the following With no NDR 1) NATS trip rates 2) 50%/50% West/East split 3) 74% travel south 2

4) Reduce trips for distance travelled With NDR 1) NATS trip rates 2) 50%/50% West/East split 3) 74% travel south (it is outside the NDR so there is no change in the N/S distribution) 4) 50% trips divert onto NDR W and E If you can give me the assumed distributions from the SATURN model, that will help. However I assuming that the model does not have the information for no NDR option. One key question, should I assume that in the no NDR scenario, there is no Rackheath? Please advise. Regards David Paddon Associate

SKM Colin Buchanan New City Court, 20 St Thomas Street, London, SE1 9RS T +44 (0)20 7939 6310 F +44 (0)20 7939 6103 M +44 (0)7595 201617

www.skmcolinbuchanan.com

SKM Colin Buchanan New City Court, 20 St Thomas Street, London, SE1 9RS T +44 (0)20 7939 6310 F +44 (0)20 7939 6103 M +44 (0)7595 201617

E dpaddon@globalskm.com Sinclair Knight Merz achieve outstanding client success For further information, visit our website www.skmconsulting.com

E dpaddon@globalskm.com www.skmcolinbuchanan.com

Sinclair Knight Merz achieve outstanding client success For further information, visit our website www.skmconsulting.com

From: Parkes, Ian [mailto:ian.parkes@norfolk.gov.uk] Sent: 30 August 2012 15:46 To: Paddon, David (SKM) Cc: Bruce McVean; Richard Kendall; Higgins, David Subject: RE: VN18592 NATS Trip Rates

David,

It is the figures contained in the appendix that should be used. I think the first row is a reporting error.

From: Parkes, Ian [mailto:ian.parkes@norfolk.gov.uk] Sent: 30 August 2012 16:07 To: Paddon, David (SKM) Cc: Higgins, David; Poole, Liz Subject: RE: VN18592 NATS Trip Rates

Regards, Ian.

David, I have not had a chance to go through it fully yet. I am not keen on assuming internalisation, and I don't think David or Liz would be either, as it may not happen. Using the NATS trip rates for the background developments should reduce the trips by about half and if I give you some distributions from the SATURN model for the background sites, even fewer trips will impact upon the ORR compared to your original distribution assumptions. Also, Rackheath is quite a distance away from your site and will mainly impact on the Salhouse Road corridor. Regards, Ian. From: Paddon, David (SKM) [mailto:DPaddon@globalskm.com] Sent: 30 August 2012 15:53 To: Parkes, Ian Cc: Bruce McVean; Richard Kendall; Stebbings, Alexander (SKM); Forte, Adrian (SKM) Subject: RE: VN18592 NATS Trip Rates 3

From: Paddon, David (SKM) [mailto:DPaddon@globalskm.com] Sent: 30 August 2012 15:39 To: Parkes, Ian Cc: Bruce McVean; Richard Kendall Subject: VN18592 NATS Trip Rates

Hi Ian Please could you confirm the NATS Trip Rates. There seems to be a discrepancy between the report and the appendices.

NATS Model Update, September 2011. 4

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

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Table 7: NATS Model Vehicle Residential Trip Rates

To see our email disclaimer click here http://www.norfolk.gov.uk/emaildisclaimer Range Published Vehicle Trip Rates (Cars + HGVs+Buses+LGVs) Corresponding Trip Rates contained within the same Appendix

AM Peak (0800-0900) In Out 0.118 0.226

PM Peak (1700-1800) In Out 0.230 0.136

0.115

0.262

0.258

0.155

Thanks

David Paddon Associate

SKM Colin Buchanan New City Court, 20 St Thomas Street, London, SE1 9RS T +44 (0)20 7939 6310 F +44 (0)20 7939 6103 M +44 (0)7595 201617

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2012/17

Development

Hellesdon, Golf Course Hellesdon Hospital Hellesdon, A140 corridor Drayton Spixworth Rackheath (incl Eco-Community) Blofield Thorpe St Andrew Sprowston (incl Home Farm) Old Catton Taverham Blue Boar Lane Great and Little Plumstead Brook Farm Between Salhouse and Wroxham Road Between Plumstead and Salhouse Road Brundall Horsford Horsham

Broadland Broadland Broadland Broadland Broadland Broadland Broadland Broadland Broadland Broadland Broadland Broadland Broadland Broadland Broadland Broadland Broadland Broadland Broadland

0 0 0 0 0 178 0 0 235 0 0 400 42 174 0 200 0 0 0

2017/22

2022/32

200 66 66 37 7 1300 15 74 0 67 31 278 28 143 417 350 13 62 9

400 134 134 75 12 2500 29 148 0 134 63 555 55 283 833 700 25 16

Total

600 200 200 112 19 3978 44 222 235 201 94 1233 125 600 1250 1250 38 62 25

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Muzzell, Andrea (SKM) From: Sent: To: Cc: Subject: Attachments:

Parkes, Ian [ian.parkes@norfolk.gov.uk] 18 July 2012 09:31 Paddon, David (SKM) Higgins, David; Poole, Liz; Bruce McVean; Neil Murphy RE: VN18592 North Sprowston and Old Catton Beyond Green factors.xls; Beyond Green Factor plan.pdf

David,

Please find attached a spreadsheet containing factors for the various links in the network you are considering for the impact of your development. There is also a plan that indicates which part of the network the factors apply to. These factors represent the changes to the flows on the local network when the NDR is in place.

Thanks for your email and sorry that I haven't got back to you sooner.

With regard to the distribution of your development trips with and without the NDR we have examined our model and would advise the following. Without NDR 26% of your trips will be to/from the north with 74% to/from the south

I have spoken to David and colleagues and can confirm that you should use the normal residential trip rates, as per section 3 of your technical note dated 27 June 2012, as the base case and apply reductions as sensitivity tests. We would also like you to use these normal residential trip rates for the committed and allocated developments. I have reviewed the technical note and am broadly happy with the distributions for the commited and allocated developments. I only have one query. For Home Farm you state 100% on to Blue Boar Lane but the numbers in Figure 4 seem to indicate you have only applied 50%. Which is it?

With NDR in place 42% of your trips will be to/from the north with 58% to/from the south I hope this is helpful. Please let me know if you need any further clartification.

I am happy with the proposed trip distribution of your development in a non-NDR scenario as specified in your note dated 10 June. I will look at our recent NDR modelling and advise you on a distribution for your development, and factors to apply to other links, with an NDR in place.

Regards, Ian.

From: Paddon, David (SKM) [mailto:DPaddon@globalskm.com] Sent: 16 July 2012 17:04 To: Parkes, Ian; Higgins, David Cc: Neil Murphy; Bruce McVean; Poole, Liz Subject: RE: VN18592 North Sprowston and Old Catton

E dpaddon@globalskm.com www.skmcolinbuchanan.com

SKM Colin Buchanan New City Court, 20 St Thomas Street, London, SE1 9RS T +44 (0)20 7939 6310 F +44 (0)20 7939 6103 M +44 (0)7595 201617

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

2006 Base AADT

2017 DM AADT

2017 DS AADT

2017 factors

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

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

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

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

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

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

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

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

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

0.8388 0.7968 0.9003 0.9559 0.7701

20a 7547 20b 7547 2057 20

140 528

135 502

275 1030

194 619

356 796

550 1415

320 981

202 774

522 1755

21a 2058 5466 21b 5466 2061 21

1924 2437

2417 2897

4341 5335

2146 2671

2451 2941

4597 5612

1879 2936

1103 2127

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

3991 3539 3706

4271 3839 4097

8261 7378 7803

3796 3382 3522

4656 4267 4515

8452 7649 8037

2068 1480 1577

23a 1656 5307 23b 5307 1657 23

2909 2530

2092 1659

5001 4189

2588 2147

2244 1790

4832 3938

24 1658 1660

363

2043

2406

490

2271

5480 1525 1526 1527 1529

9372 9429 10077 9678 9218

10319 10869 11428 12173 11440

19691 20299 21506 21851 20658

10341 10526 11388 10909 9962

26a 1529 1530 26b 1530 7651 26

12634 12381

14500 14455

27133 26836

27 1531 7652

14700

14038

28a 1532 1533 28b 1533 7672 28

13060 13038

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

2032 DM AADT

2032 DS AADT

2032 factors

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

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

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

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

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

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

0.8393 0.7488 0.8299 0.9334 0.9637

0.9500 1.2402 1.0951

277 953

819 1376

1096 2329

395 1272

243 989

638 2260

0.5822 0.9707 0.7765

2981 5063

0.6485 0.9022 0.7754

2652 3096

3080 3450

5732 6546

2364 3578

1556 2697

3920 6276

0.6839 0.9586 0.8213

2125 1561 1756

4193 3041 3333

0.4962 0.3975 0.4148 0.4361

4285 3808 3896

5757 5297 5480

10042 9105 9377

2828 2192 2305

3240 2615 2829

6068 4807 5134

0.6042 0.5279 0.5476 0.5599

1608 1373

795 866

2403 2239

0.4974 0.5685 0.5329

3593 3140

1990 1666

5583 4806

1889 1703

1024 1179

2913 2883

0.5217 0.5998 0.5608

2761

262

1458

1720

0.6229

985

1908

2893

390

1566

1956

0.6763

10673 11397 12179 12618 12304

21014 21923 23568 23527 22267

8447 8540 9279 8862 8367

9451 10096 10760 11522 11448

17898 18636 20039 20384 19814

0.8517 0.8501 0.8503 0.8664 0.8899 0.8617

11408 11581 12560 12204 10893

11758 12451 13269 13788 13276

23166 24032 25829 25993 24169

8890 8984 9804 9362 8770

10538 11174 11842 12347 11885

19428 20157 21645 21709 20655

0.8387 0.8388 0.8380 0.8352 0.8546 0.8410

13624 13230

15122 14972

28746 28202

10791 10328

13105 12534

23895 22861

0.8312 0.8106 0.8209

14813 14486

16684 16437

31498 30922

11182 10722

13862 13257

25044 23979

0.7951 0.7755 0.7853

28738

15540

15134

30673

11935

12101

24036

0.7836

17166

16672

33838

12375

13277

25652

0.7581

14009 14009

27070 27048

14052 13961

15175 15175

29226 29136

10442 10445

11949 11949

22391 22394

0.7661 0.7686 0.7674

15303 15476

16116 16116

31419 31592

11083 11111

12711 12711

23794 23823

0.7573 0.7541 0.7557

10722 10013 10664

12745 11968 11979

23467 21981 22643

11695 10779 11057

14094 13297 13120

25789 24076 24177

8112 7353 7738

11030 10178 10234

19142 17531 17972

0.7422 0.7281 0.7434 0.7379

11835 11147 12154

14049 13170 13320

25884 24317 25474

9453 8770 9297

12349 11597 11369

21802 20367 20666

0.8423 0.8375 0.8113 0.8304

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

8399 8141 8248

9180 8615 8629

17579 16756 16877

9849 9597 9603

10338 9803 9964

20187 19400 19567

7193 6967 7090

8381 7890 8005

15574 14857 15095

0.7715 0.7658 0.7715 0.7696

10754 10682 10680

11278 10902 11032

22032 21584 21712

9097 8858 8776

9295 8864 8966

18391 17723 17741

0.8348 0.8211 0.8171 0.8243

31 7009 1655

6704

5751

12454

7164

6591

13755

4309

2816

7126

0.5180

8374

7718

16092

4650

3467

8117

0.5044

32 5439 1557

9392

7084

16476

7159

6756

13915

5205

6130

11336

0.8146

7778

7916

15694

6352

6481

12833

0.8177

33 1644 1524

3919

6304

10224

7137

5799

12937

6994

5997

12991

1.0042

7209

6148

13356

7033

6625

13658

1.0226

15969 6090 1435

0.9124 0.5800 0.5481

19765 7065 2274

0.9204 0.5468 0.7478

15354 5081 1224 6714 12490 9192

1.0104 0.8315 1.0985 0.7228 0.8575 0.8957

15285 5702 1411 8150 15989 11695

0.9551 0.8560 0.9903 0.7080 0.8851 0.9324

25a 25b 25c 25d 25e 25

1522 5480 1525 1526 1528

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

17236 10369 2302

40 41 42 43 44 45

14632 4692 1586 9377 13072 9379

1522 1529 1531 1532 1534 1537

1364 1370 3568 1401 5458 1417

6884 2019 586 5115 7058 4608

7748 2673 1000 4262 6014 4771

7504.505 9996.841 5035.98 5464.004 1156.72 1461.024 7299 2577 636 5222 7782 4321

7897 3534 479 4067 6784 5940

17501 10500 2618 15195 6110 1115 9289 14566 10262

7252.579 8716.352 2908.676 3181.055 766.9052 667.9204 7432 2192 393 3663 6520 4026

7921 2889 832 3051 5971 5166

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

9732.929 11742 5947.934 6973.01 1614.883 1425.649 7523 2548 830 6707 9373 5464

8481 4114 595 4804 8692 7079

21475 12921 3041 16004 6662 1425 11511 18065 12543

8848.057 10916.48 3415.82 3649.468 1243.54 1030.085 7473 2401 717 4435 7947 4827

7812 3302 694 3715 8041 6868

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

Muzzell, Andrea (SKM) From: Sent: To: Cc: Subject:

Parkes, Ian [ian.parkes@norfolk.gov.uk] 31 August 2012 15:28 Paddon, David (SKM) Higgins, David; Poole, Liz RE: VN18592 NATS Trip Rates

David, Distributon I can send you a plan with percentages for each arm of key junctions but broadly 28%/31% (am/pm) of Rackheath traffic comes down Wroxham Road reducing to 17%/20% at the ORR. 9%/7% reaches the ORR on the Salhouse Road. The impact on the ORR is up to 10%/11% (This is not okay as overall there will be an increase on the ORR as there is no beneficial effect of the NDR). These are for the No NDR situation. With the NDR in place: 19%/15% (am/pm) of Rackheath comes down Wroxham Road reducing to 11%/6% at the ORR. 2%/3% reaches the ORR on the Salhouse Road. There The impact on the ORR is up to 8%/6%. (This is okay on the ORR as overall there will be a reduction due to the NDR) If you like I could calculate factors like these for the other large committed development sites.

For the Non NDR scenario, just add the committed developments as per the above percentages. As you suggested, for the NDR situation apply the factors I gave you previously to the base flows and then add the committed developments on as per the percentages above

For Rackheath, I have assumed the following With no NDR 1) NATS trip rates 2) 50%/50% West/East split 3) 74% travel south 4) Reduce trips for distance travelled With NDR 1) NATS trip rates 2) 50%/50% West/East split 3) 74% travel south (it is outside the NDR so there is no change in the N/S distribution) 4) 50% trips divert onto NDR W and E If you can give me the assumed distributions from the SATURN model, that will help. However I assuming that the model does not have the information for no NDR option. One key question, should I assume that in the no NDR scenario, there is no Rackheath? Please advise. Regards David Paddon Associate SKM Colin Buchanan New City Court, 20 St Thomas Street, London, SE1 9RS T +44 (0)20 7939 6310 F +44 (0)20 7939 6103 M +44 (0)7595 201617

E dpaddon@globalskm.com www.skmcolinbuchanan.com

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From: Parkes, Ian [mailto:ian.parkes@norfolk.gov.uk] Sent: 30 August 2012 16:07 To: Paddon, David (SKM) Cc: Higgins, David; Poole, Liz Subject: RE: VN18592 NATS Trip Rates

Regards, Ian.

From: Paddon, David (SKM) [mailto:DPaddon@globalskm.com] Sent: 30 August 2012 16:58 To: Parkes, Ian Cc: Bruce McVean; Richard Kendall; Stebbings, Alexander (SKM) Subject: RE: VN18592 NATS Trip Rates

Hi Ian Thatâ&#x20AC;&#x2122;s okay. I am happy to accept that the NATS trip rates allow for some internalisation and a level of travel planning. 1

Regards, Ian. From: Paddon, David (SKM) [mailto:DPaddon@globalskm.com] Sent: 30 August 2012 15:53 To: Parkes, Ian Cc: Bruce McVean; Richard Kendall; Stebbings, Alexander (SKM); Forte, Adrian (SKM) Subject: RE: VN18592 NATS Trip Rates

Please could you confirm the NATS Trip Rates. There seems to be a discrepancy between the report and the appendices.

SKM Colin Buchanan New City Court, 20 St Thomas Street, London, SE1 9RS T +44 (0)20 7939 6310 F +44 (0)20 7939 6103 M +44 (0)7595 201617

NATS Model Update, September 2011.

Table 7: NATS Model Vehicle Residential Trip Rates Range

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

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AM Peak (0800-0900) In Out 0.118 0.226

PM Peak (1700-1800) In Out 0.230 0.136

0.115

0.262

0.258

0.155

Thanks

David Paddon Associate

From: Parkes, Ian [mailto:ian.parkes@norfolk.gov.uk] Sent: 30 August 2012 15:46 To: Paddon, David (SKM) Cc: Bruce McVean; Richard Kendall; Higgins, David Subject: RE: VN18592 NATS Trip Rates

SKM Colin Buchanan New City Court, 20 St Thomas Street, London, SE1 9RS T +44 (0)20 7939 6310 F +44 (0)20 7939 6103 M +44 (0)7595 201617

David, It is the figures contained in the appendix that should be used. I think the first row is a reporting error.

E dpaddon@globalskm.com www.skmcolinbuchanan.com

Regards, Ian. From: Paddon, David (SKM) [mailto:DPaddon@globalskm.com] Sent: 30 August 2012 15:39 To: Parkes, Ian Cc: Bruce McVean; Richard Kendall Subject: VN18592 NATS Trip Rates

Hi Ian 3

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