AMA Highways Technical Note Applicants Response to Kirklees Highways Consultation Response Site Location – Land Off Woodward Court, Mirfield Kirklees Planning Reference – 2017/62/93935/E0/MW – Proposal for 61 Dwellings 27 th February 2018 Introduction This note is to provide a formal highways response to Kirklees Council’s ‘Highway Development Management’ (HDM) team’s full consultation response as detailed in Appendix A. The final development layout, including amendments to provide a pedestrian connection to the south east of the site to an existing PROW is provided in Appendix J. To provide a transparent method of addressing each comment, the highways officer’s comments have been addressed individually point by point. This note sets out the following elements: Road Safety Audit – Stage 1; Revised Traffic Calming Proposals; Speed Surveys; Wellhouse Lane Existing Parking and Control; Accident Data; Parking Provision; Trip Generation Sensitivity Test; School Times and Woodward Court; Woodward Court Junction Visibility; Internal Site Layout and Section 38 Additional Comments; MetroCard / S106 Highways Contributions; and Conclusion. The note is also supported by the following appendices: Appendix A – Kirklees Consultation Response; Appendix B – Road Safety Audit Stage 1; Appendix C – Road Safety Audit Stage 1 Designers Response; Appendix D – Revised Traffic Calming Measures; Appendix E – Speed Survey Location Plan; Appendix F – Proposed Parking Restrictions; Appendix G – Updated 5 Year Accident Data Plan 2013 - 2017; Appendix H – Refuse Vehicle Swept Path Analysis; Appendix I –Section 38 Proposed Area of Adoption Plan; and Appendix J – Final Development Layout Proposals. Please note that the first two elements detailed in this note have been re-ordered to that in the Kirklees Officers Response to take account of the observations in the Road Safety Audit Stage 1 (RSA1) Report. Following consideration of the RSA1, revised traffic calming measures are proposed by the development to ensure that highways safety is a paramount consideration and that suitable and safe traffic calming proposals are agreed and constructed this is fully addressed point by point in AMA’s designers response.
Transcript
AMA Highways Technical Note
Applicants Response to Kirklees Highways Consultation Response
Site Location – Land Off Woodward Court, Mirfield
Kirklees Planning Reference – 2017/62/93935/E0/MW – Proposal for 61 Dwellings
27th February 2018
Introduction
This note is to provide a formal highways response to Kirklees Council’s ‘Highway DevelopmentManagement’ (HDM) team’s full consultation response as detailed in Appendix A.
The final development layout, including amendments to provide a pedestrian connection to the southeast of the site to an existing PROW is provided in Appendix J.
To provide a transparent method of addressing each comment, the highways officer’s comments havebeen addressed individually point by point. This note sets out the following elements:
� Road Safety Audit – Stage 1;� Revised Traffic Calming Proposals;� Speed Surveys;� Wellhouse Lane Existing Parking and Control;� Accident Data;� Parking Provision;� Trip Generation Sensitivity Test;� School Times and Woodward Court;� Woodward Court Junction Visibility;� Internal Site Layout and Section 38 Additional Comments;� MetroCard / S106 Highways Contributions; and� Conclusion.
The note is also supported by the following appendices:
� Appendix A – Kirklees Consultation Response;� Appendix B – Road Safety Audit Stage 1;� Appendix C – Road Safety Audit Stage 1 Designers Response;� Appendix D – Revised Traffic Calming Measures;� Appendix E – Speed Survey Location Plan;� Appendix F – Proposed Parking Restrictions;� Appendix G – Updated 5 Year Accident Data Plan 2013 - 2017;� Appendix H – Refuse Vehicle Swept Path Analysis;� Appendix I –Section 38 Proposed Area of Adoption Plan; and� Appendix J – Final Development Layout Proposals.
Please note that the first two elements detailed in this note have been re-ordered to that in the KirkleesOfficers Response to take account of the observations in the Road Safety Audit Stage 1 (RSA1) Report.
Following consideration of the RSA1, revised traffic calming measures are proposed by the developmentto ensure that highways safety is a paramount consideration and that suitable and safe traffic calmingproposals are agreed and constructed this is fully addressed point by point in AMA’s designers response.
Road Safety Audit – Stage 1
The full RSA1 is provided in Appendix B of this response and Designers Response in Appendix C. Allitems raised in the RSA1 are considered to be addressed by the Designers Response with the revisedtraffic calming proposals detailed below.
Key in the RSA1 are the observations based on the raised table proposed at the junction of WellhouseLane / Wellhouse Court and its suitability (Refs A1.2 and A1.12). The observations identify that theproposed table in certain circumstances could potentially result in vehicle overrun onto the footwaysdue to the alignment of the road and therefore as proposed is considered to be unsuitable.
A recommendation has been made that in the interests of highways safety and to provide an improvedproposal, that the raised table should be removed and replaced by a speed hump to the north of thislocation to provide more uniform distances between traffic calming measures and maximise theeffectiveness of their implementation. Details of optimum spacing are provided in the RSA1 andreflected in what is considered to be a set of improved and more effective proposals to be delivered atthe developers expense, detailed in Drawing PL-20042-004-B in Appendix D.
These revised proposals do not affect the achievable visibility splays at this junction, which as detailedin the TS are considered to provide suitable splays lengths in line with the speed data obtained on anumber of occasions. The existing access junction is considered to be suitable to support the proposeddevelopment without any detrimental impact on highways safety or the operation of the local highwaynetwork.
The proposed changes to the traffic calming measures are reflected in revised Drawing PL-20042-004-B in Appendix D and are expected to be agreeable with the LHA based on the findings of the RSA1 andthe provision of an improved, more uniform and effective traffic calming scheme.
All further details and observations raised in the RSA1 are considered in the designers response andwould be addressed post planning at detailed design stage.
Revised Traffic Calming Proposals
The revised traffic calming proposals are provided in Appendix D of this response based on the findingof the RSA1 and subsequent RSA1 Designers Response which are fully detailed in the previoussubsection.
We request that the LHA confirm that they are happy with the minor revisions to the proposals.
Speed Surveys
A plan of the speed survey location points and data is provided in Appendix E for the ‘WSP’ surveys.Count points were located in line with the required guidance at the extent of the proposed splays usingAutomatic Traffic Counters (ATCs) to determine 85th percentile speeds.
The ‘Sanderson’ surveys were undertaken using a ‘speed gun’ from the junction of Wellhouse Court,recording speeds at the full extent of the achievable splays.
In order to be transparent and provide full outputs of the speed data collected, this was presented as ahigh quality PDF which includes summary tables of speeds for each day and a full week of data. Giventhe amount of information this is best presented in the PDF format as all data can be viewed andreviewed by zooming into the PDF file.
For clarity, the ‘WSP’ seven day ATC speed survey results are provided in Table 1 below, with resultanty-distance splay requirements.
TIME PERIOD DIRECTION OF TRAVELADJUSTED 85THPERCENTILE WETWEATHER SPEED
RESUILTANT MFS SSD /VISIBILITY REQUIREMENT
(Y-DISTANCE)
7 Day Survey Southbound (AtNorthern Splay Extent) 25.4mph 31m
7 Day Survey Northbound (AtSouthern Splay Extent) 29.7mph 43m
Table 1 – ‘WSP’ Speed Survey Data at Woodward Court / Wellhouse Lane Priority Junction
Wellhouse Lane Existing Parking and Control
Numerous site visits during network peak and interpeak periods were undertaken prior to thepreparation and submission of the planning application and throughout its consideration by the KirkleesPlanning Team. There has not been a single instance where vehicles have been observed parked on thewestern side of Wellhouse Lane to the south of Woodward Court on the northern approach.
However, it is understood that these rare occurrences (given none have been observed first hand),would benefit from more formalised parking control to prevent this occurring in the future.
Therefore the applicant is willing to fund a suitable ‘Traffic Regulation Order’ in this location and alsoon the access road of the proposed residential site to prevent any detrimental impact on the existinghighway network.
The proposed ‘TROs’ (also known as Yellow Lining) are detailed in Appendix F. These would be agreedby suitable contribution in the Section 106 agreement to ensure delivery.
Accident Data
As requested, accident data has been updated to provide the latest five years of data available (2012 –2017), a plan is provided in Appendix G.
No further accidents have occurred in the vicinity of the site access and local highway network sincethe previous data was provided in the submitted TS. It is therefore concluded that there are no new orexisting identifiable accident patterns or occurrences in the local vicinity of the site and that theproposed development would not result in any detrimental impact on highways safety.
Parking Provision; - Standards and Electric
It is proposed that the site meets the Kirklees Council Parking Policy adopting the following provision:
� 2 - 3 bedroom dwelling: 2 spaces;� 4+ bedroom dwelling: 3 spaces;� 1 visitor space per 4 residential units; and� 1 cycle space per residential unit (garage or secure storage area).
Where garages are provided / proposed as spaces, internal dimensions are a minimum of:
� Single: 6.0m long x 3.0m wide� Double: 6.0m long x 5.0m wide
In addition, each property would benefit from an electric vehicle charging point. This is proposed to belocated within the garage, however where properties do not have a garage, provision this will be locatedin a practical location to connect to the vehicle from the property, this would be agreed with Kirkleesprior to their implementation.
Trip Generation Sensitivity Test
The trip generation rates adopted for the AMA TS are considered to be robust and were based uponaverage trip rates for ‘Houses Privately Owned’ (Category 03/A). The trips were based on suburban andedge of town residential areas, similar in nature to the location of the proposed development taking anaverage of 43 survey days. The TS trip rates are detailed in Table 2.
The site is considered to be within acceptable walking and cycling distances of a number of key goods,services and destinations including schools, GPs Surgeries, food stores, leisure facilities and those withinMirfield Town Centre.
Over and above the site’s excellent level of accessibility on foot or cycle, frequent bus services areprovided within 400m of the site to key local and regional destinations such as Dewsbury, Mirfield,Leeds and Huddersfield, all of which are primary employment destinations.
The site is therefore considered to be of suitable characteristics to adopt average trip rates. The use of85th percentile trip rates as adopted previously by Sanderson Associates is not considered to be asuitable estimation of trip generation, which significantly overestimates the likely number of tripsgenerated, particularly given the proximity to local schools which would result in a significant reductionin vehicle based trips during the AM network / school peak hour and PM school peak.
However, taking account of HDCs experience of numerous new residential developments in the Kirkleesarea being in the region of 0.7 two-way trips per dwelling, a sensitivity test based on these trip rates isdetailed in Table 3. A comparison of trip generation is then provided in Table 4.
Table 2 – TRICS Average Trip Rates and Generations in Transport Statement
DESTINATIONAM PEAK PM PEAK
TWO -WAY TWO -WAY
Kirklees Trip Rates 0.7 0.7
Trip Generation 43 43
Table 3 – Kirklees Trip Rates and Generations ‘Sensitivity Test’
DESTINATIONAM PEAK PM PEAK
ARRIVALS DEPARTURES ARRIVALS DEPARTURES
Trip Rates 0.167 0.401 0.361 0.176
Trip Generation 11 25 22 11
AM PEAK PM PEAK
TWO -WAY TWO -WAY
Kirklees Trip Rates 43 43
TS Trip Generation 36 33
Difference +9 +10
Table 4 –Trip Generation Comparison – Kirklees ‘Sensitivity’ and Transport Statement Trip Rates
Table 4 details that should the Kirklees ‘Sensitivity’ trip rates be agreed that in the peak hours, the sitewould generate 43 two-way trips in each peak hour respectively, approximately 1 two-way trip per 1.5minutes in the worst peak hour of the day.
Based upon the total two-way trips that would result from the Kirklees ‘Sensitivity Test’, this wouldresult is an increase of 9 two-way trips and 10 two-way trips in the AM and PM Peaks respectively. Thisminor increase in trip generation is not considered to result in a detrimental impact upon the site accessjunction with Wellhouse Lane, nor impact upon any of the wider junctions on the network.
It should be noted however, as detailed above, that the adoption the average trip rates provided in theTS are considered to be robust and suitable for adoption at this site.
On this basis the proposals when considered as the Kirklees ‘Sensitivity Test’ are still considered to notresult in any detrimental or severe impact upon the local highway network in line with NPPF tests.
School Times and Woodward Court
For clarity, Table 5 provides the proposed development’ s estimated trip generation during each of theschool peaks based on the TRICS data appended to the TS.
As the school peaks are based on 30 minute periods and the TRICS outputs are provided in hourly rates,to be highly robust we have assumed that in the AM and PM school peaks that half of the development’strip generation for these TRICS hours would occur.
In reality, a much higher proportion of the trips the site would generate during the AM Peak Hour (8am– 9am) would have already left the site in the first 30 minutes of this hour to head to work, school orother destinations during the 8am – 8:30am time period. In addition, by virtue of the sites proximity tothe primary school, it is also assumed that the trip generations would be lower as some of these tripswould be reduced by parents and children on the proposed site walking to the school rather than as carbased trips.
AM PEAK (8:30-9:00) PM PEAK (3 :15-3 :45)
ARRIVALS DEPARTURES ARRIVALS DEPARTURES
Trip Rates 0.084 0.201 0.123 0.089
Trip Generation 5 13 8 6
Table 5 – TRICS Average Trip Rates and Generations (Taken From Transport Statement TRICS Output)
As detailed in Table 5, during the school peaks it is robustly estimated that 18 two-way trips and 14two-way trips would be generated by the development in the AM and PM peaks respectively.
This equates in the AM school peak to a vehicle movement approximately 1.5 minutes and in the PMschool peak approximately 2 minutes. On this basis it is considered unlikely that this would lead to asignificant change in the existing operation of the local road network or junctions during the school peakperiods.
However it is acknowledged that currently, as you would expect with any school, particularly primaryschools, that the demand for parking in the local area around schools spikes during drop off and pick uptimes. Therefore, to further assist the existing situation and reduce parking conflicts that an extensionof the existing ‘yellow lining’ on Wellhouse Lane (west) and new ‘yellow lines’ along the site access areproposed, these are fully detailed in Appendix F of this note.
It should be noted that the applicant (Bellway) has sought to engage with the school in writing on acouple of occasions during this application process but has received no reply to this correspondence.
Woodward Court Junction Visibility
This is considered to be addressed by the sub section ‘Speed Surveys’ earlier in this note.
As detailed in the TS, visibility splays at the Wellhouse Lane / Woodward Court junction are consideredto be of a suitable and safe standard to accommodate the proposed development without resulting inany detrimental impact on highways safety.
Internal Site Layout and Section 38 Additional Comments
This sub-section seeks to provide clarifications on the various questions raised in the KirkleesConsultation Response relating to the internal layout and Section 38 agreement.
Minor revisions to the proposed layout have been made to accommodate bin stores, with the principleof the layout remaining the same as submitted in the planning application.
It is proposed that any minor changes to the layout required at the time of detailed design andagreement of the Section 38 with the LHA could be agreed as a post planning condition.
TRO / Yellow Lines
It is proposed that the existing TRO / ‘Yellow Lining’ on Wellhouse Lane in proximity to the WellhouseLane / Wellhouse Court is extended south to prevent any parking on the western side of WellhouseLane in the future, albeit this has never been observed to occur during site visits.
In addition, the proposed access road into the development from Wellhouse Court proposes ‘YellowLining’ between Wellhouse Court and the first houses in the development.
These locations are provided in Appendix F and would be agreed by S106 contributions.
Electric Vehicle Charging
As detailed previously in this note, each property would benefit from an electric vehicle charging point.This is proposed to be located within the garage, however where properties do not have garageprovision will be located in a practical location for a connection to the vehicle from the property, thisprovision would be agreed with Kirklees prior to implementation.
Design Speed
The site is considered to accord with this requirement and has been designed in line with residentialdesign guidance standards to maintain vehicle speeds at 15mph – 20mph throughout the site.
Turning Heads and Swept Path Analysis
The proposed layout with two turning heads at the north eastern end of the site are to be retained ascurrently proposed. These turning heads can comfortably accommodate a large refuse vehicle’s(Phoenix 2-23W) required manoeuvres without conflict as detailed in the Swept Path Analysis providedin Appendix H.
Refuse and bin locations
Each dwelling on site will have a dedicated bin storage area provided within each garden out of view ofthe internal road network. Collections would be undertaken from the roadside on designated days as iscommon practice across Kirklees and the local area.
Adoptable Estate Roads Plan
Appendix I provides a plan of the site layout detailing areas intended for Section 38 adoption, with thefull agreement to be made at detailed design stage as a post planning condition.
Section 38 Queries
� 2.0m transitions are provided at end of footways after ramps onto shared surface areas forpedestrians;
� The site access road and footways are proposed at a minimum gradient of 1:20, full sectionsand gradients will be provided for LHA approval as part of the S38 agreement;
� Individual single width driveways are provided at a minimum width of 3.0m (see parking sectionabove); and
� Discussions with the Kirklees Section 38 team have been instigated by the Bellway ClientDesign Team, proposing finishes for the site with raised tables and shared surfaces as blockpaving and the main spine road as tarmac. Bellway are awaiting confirmation on theacceptability of these proposals from the Section 38 Team but will reach agreement as part ofthe detailed design process as a post planning condition.
PROW Link to South
The proposed layout currently provides four connection points to the existing public right of way to thenorthern and eastern boundaries of the site, in line with Kirklees Highways request, this now includes anew linkage to the PROW to the south of the site, these are detailed in the final development layoutlayout in Appendix J. These are considered to provide suitable access to this route for existing users ofthis PROW and to those who would be living on site to access this PROW.
MetroCard / S106 Highways Contributions
WYCAs recommendation that the development should seek to contributes towards sustainable travelincentives to encourage the use of sustainable modes of transport is accepted.
As detailed in the HDM consultation response, the applicant (Bellway Homes Yorkshire Limited) willprovide an appropriate contribution of £30,195 towards the Residential MetroCard Scheme to provideeach household with bus only residential MetroCards.
It is proposed that this is dealt with by a suitable S106 contribution agreed with Kirklees Council.
Conclusion
It is considered that the information contained in this note and appended documents should providesufficient information for a positive highways recommendation to be made by the Highways Officer anddrafting of any relevant planning conditions.
Should further clarifications be required on any elements contained in this note, AMA should becontacted directly and further information will be duly provided.
Appended Documents
Appendix A – Kirklees HDM Consultation Response
Appendix B – Road Safety Audit Stage 1
Appendix C – Road Safety Audit Stage 1 Designers Response
Appendix D – Revised Traffic Calming Measures
Appendix E – Speed Survey Location Plan
Appendix F – Proposed Parking Restrictions
Appendix G – Updated 5 Year Accident Data Plan
Appendix H – Refuse Vehicle Swept Path Analysis
Appendix I –Section 38 Proposed Area of Adoption Plan
Appendix J – Final Development Layout Proposals
Appendix A
Kirklees HDM Consultation Response
PLANNING REF 2017/62/93935/E0/MW
KIRKLEES COUNCIL
TOWN AND COUNTRY PLANNING ACT 1990
HIGHWAYS DEVELOPMENT MANAGEMENT CATEGORY Small Major
HDC Ref. No. K14-2SW/6
LOCATION LAND OFF WOODWARD COURTMIRFIELD
PROPOSAL ERECTION OF 61 DWELLINGS WITH ASSOCIATED ACCESS,DRAINAGE,OPEN SPACE AND LANDSCAPING
Highway Officer Ryan Kinder
O. S. Ref. 209 210
Decision
APPLICANT DPP
Route No. Unclassified
Highway scheme Yes
Checked by / date Sam Lewis 29/11/2017
TROS NEAR
Potential Committee: Yes
Road Name WOODWARD COURT
Adopted Yes
Footpath MIR 19-10
Footpath prow emailed29/11/17
2017/93935 Woodward Court, Mirfield.
Highway Development Management’s (HDM) comments for the above application as follows:
Planning application for the residential development of 61 dwellings made up of 6no 2 bed units, 25no 3 bed units and 30no 4 bed units on land adjacent to Woodward court.
Pre application discussions were undertaken with the applicant and the applicants highways consultant WSP, a scope for the Transport Assessment was reached on the 14 March 2017.
Subsequently a formal planning application was submitted with a planning layout dwg (ref 1731.01) along with a transport statement from Andrew Moseley associates (ref 20042-001).
The following Highways Development Management comments are based on the information submitted by Andrew Moseley associates and DPP.
1.Context –Local Highway Network.
Woodward Court is a traditional estate road in character serving approximately 14 properties. From its junction Wellhouse Lane there are 3 vehicular routes connecting with the wider highway network.Wellhouse Lane (two way northbound) to Greenside Road via Jenny Lane,Wellhouse Lane (two way southbound) to Flash Lane, andHepworth Lane (one way Flash Lane/Shillbank Lane to Wellhouse Lane).
Incuding side roads bounded by Crossley Lane and Greenside Road, these roads which are subject to a 30mph speed limit serve approximately 350 properties and Crossley Fields Junior School.
Submitted transport Statement by Andrew Moseley Associated ref 20042-001
Section 3 PROPOSED DEVELOPMENT
29/11/2017 Date Received
Target Date
Date Returned
20/12/2017
22/01/2017
PLANNING REF 2017/62/93935/E0/MW
KIRKLEES COUNCIL
TOWN AND COUNTRY PLANNING ACT 1990
HIGHWAYS DEVELOPMENT MANAGEMENT CATEGORY Small Major
3.4.2Speed surveys, a location of the point that the speed surveys were taken needs indicating, the surveys should have been taken at the location of the achievable extents of visibility.
3.4.4Seven day speed data and base flows, this information should be presented and summarised in a more legible way, this information is not presented in an acceptable form at present.
3.4.6 It has been suggested that vehicles sometimes park on Well house lane on the Northern approach to Woodward Court. This would make the visibility achievable invalid as drivers would approach on the wrong side of the road. Possible parking restrictions may need to be investigated to resolve this issue.
3.4.7The accident date is not up to date, accident data should be provided up to the end of October 2017.
3.6Parking provision, the proposed parking should be in line with the councils parking policy as outlined in the internal layout comments below.
Section 6 POTENTIAL DEVELOPMENT IMPACTS
6.2.1Highways Development Management considers trip rates in the region of 0.7 per dwelling to be more representative of new residential development within the Kirklees area and as such further clarification and discussion with the applicant is required in this regard. Previous agreed TRICS data (as per Sanderson TA submission ref 2014/91282) should be adopted for this site.
General comments
During the period running up and after the school start (0855hrs) and finish (1520hrs) and (1530hrs) times Woodward court is heavily parked up by parents taking their children to and from school. Conflicting vehicle movements together with adult and children pedestrian movements are not uncommon during these periods.
No information has been provided on the school peak periods and how this will affect the network and TRIP distributions.
No information has been provided in relation to how any liason with the school has been carried out to manage the parking situation on Woodward Court.No junction analysis has been provided on the surrounding network in terms of on street parking data/surveys, queuing observations at school start and finish times.
Woodward Court Junction with Wellhouse Lane - Visibility
With regard to visibility along Wellhouse Lane from the junction of Woodward Court, speed readings have been undertaken and details summarised in the Transport Statement. The location that the speed readings have been undertaken should be confirmed, further discussions in relation to this will need to be agreed with Highways Development Management.
Internal Layout
PLANNING REF 2017/62/93935/E0/MW
KIRKLEES COUNCIL
TOWN AND COUNTRY PLANNING ACT 1990
HIGHWAYS DEVELOPMENT MANAGEMENT CATEGORY Small Major
In line with the councils parking policy the following parking provision should be provided:
2 - 3 bedroom dwelling: 2 spaces 4+ bedroom dwelling: 3 spaces 1 visitor space per 4 residential units 1 cycle space per residential unit (desirable)
Garage dimensions (Internal):
Single: 6.0m long x 3.0m wide Double: 6.0m long x 5.0m wide
1 electric vehicle charging connection point per dwelling (normally within a garage).
The internal layout should be designed to maintain vehicle speeds of 15 -20 mph, this ideally should be achieved through horizontal alignment.
The two turning heads at the north east end of the site should be linked together to form a circular route, this will remove isolation for residents and ensure refuse collection is carried out more efficiently. A plan with vehicle swept paths for refuse collection vehicles 11.85m in length, and two way movements on the spinal roads will also need to be demonstrated.
There is currently no provision for refuse storage within the property boundaries or refuse collection points adjacent to private driveways. Before development commences details of storage and access for collection of wastes from the premises will need to be provided.
Plans detailing the proposed internal adoptable estate roads should be submitted and approved in writing by the Local Planning Authority. The scheme should include full sections, drainage works, street lighting, signing, surface finishes and the treatment of sight lines, together with an independent safety audit covering all aspects of work.
Section 38 Issues
2.0m transitions should be provided at end of footways after ramps onto shared surface areas for pedestrians.
Plans indicating full sections and proposed gradients should be provided.
Individual single width driveways should be a minimum width of 3.0m
Further discussions should be carried out a soon as practically possible with our section 38 department to avoid any adoption issues.
A stage 1 safety audit should be carried out on the proposed highway works and internal layout and submitted accordingly.
WYCA have been consulted and they make the following comments:Other comments:
To encourage the use of sustainable transport as a realistic alternative to the car,the developer needs to fund a package of sustainable travel measures. We
PLANNING REF 2017/62/93935/E0/MW
KIRKLEES COUNCIL
TOWN AND COUNTRY PLANNING ACT 1990
HIGHWAYS DEVELOPMENT MANAGEMENT CATEGORY Small Major
recommend that the developer contributes towards sustainable travel incentivesto encourage the use of sustainable modes of transport. Leeds City Council haverecently introduced a sustainable travel fund. The fund can be used to purchasea range of sustainable travel measures including discounted MetroCards(Residential MetroCard Scheme) for all or part of the site. This model could beused at this site.
The payment schedule, mechanism and administration of the fund would have tobe agreed with Kirklees Council and WYCA and detailed in a planning conditionor S106 agreement. As an indication of the cost should the normal RMC schemebe applied based on a bus only ticket, the contribution appropriate for thisdevelopment would be £30,195.00. This equates to Bus Only ResidentialMCards.
A link should be provided to the existing PROW at the southern end of the site.
Further information is requested based on the comments raised above. Please also see separate consultation responses from the councils Lead Local Flood, and Landscape departments.
Appendix B
Road Safety Audit Stage 1
ROAD SAFETY AUDIT
STAGE 1
Land East of Wellhouse Court, Mirfield
ON BEHALF OF
Andrew Moseley Associates
February 2018
Quality Management Project Number
Filename
18028
18028 Mirfield 1 RSA
Issue No
Issue Date
Author
Reviewer
Signatures:
1
21.02.2018
Chris Longhorn
Eric Appleton
This report is the copyright of the authors Via Solutions Ltd to
whom all requests for the use or copying of its content should be
4 Road Markings Yes Will need to be reinstated as part of the
proposed calming features
A1 GENERAL
Stage 1 RSA – Wellhouse Court, Mirfield - 18028
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A1.2 Problem: Cross Sections (Raised Table)
Location: Junction of Wellhouse Lane/Woodward Court
Summary: The proposed raised table could potentially cause pedestrian safety issues.
The drawings provided do not show how the raised table will be constructed. The
construction technique could potentially narrow the existing width of the carriageway.
From the drawings provided to the Audit Team it is currently unclear how the proposed
speed table will be constructed adjacent to the western kerb line of Wellhouse Lane. If
the speed table is to extend up to the existing kerb line, then there is potential for
vehicle over run onto the footway.
If however a drainage channel is to be formed between the kerb and ramp then this
would create problems for pedestrians crossing the road at this location and narrow
the effective road width which could push northbound traffic towards the centre the
road or deflect vehicles onto the footway to avoid head on collisions.
On site measurements were taken and the existing carriageway to the south of the
raised table is approximately 6m in width, this narrows to approximately 5.76m at the
point where the southern end of the raised table will be implemented.
The drainage channels created will further reduce the effective carriageway width and
given the bends in the road vehicle conflicts are more likely to occur (especially given
the relatively high volumes of traffic and presence of larger vehicles.
Stage 1 RSA – Wellhouse Court, Mirfield - 18028
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Photograph 1 – Location of proposed raised table
Recommendation
Further detailed drawings of the raised table construction shall be submitted to the
audit team and assessed accordingly. The Design Team should revisit the raised table
arrangement to ensure the design does not reduce the existing carriageway width.
The Design Team shall review the design solution of the speed table at an early stage
to identify the suitability of providing this method of traffic calming at this location.
This includes the need for a drainage channel (or additional gullies) and/or raising the
footway levels to provide a suitable kerb upstand for pedestrian protection.
Stage 1 RSA – Wellhouse Court, Mirfield - 18028
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A1.4 Problem: Drainage
Location: At all speed hump locations and proposed raised table
Summary: The drawings provided do not clearly show the type of construction the speed
cushion/raised table will be formed from. Failure to provide adequate road drainage
might result in ponding and potential loss of control type incidents in wet / icy conditions.
The drawings provided to the Audit Team do not show the provision of any gullies for
the proposals. The provision of new table/cushions may affect the position of the
existing gullies and also may require new gullies.
Failure to adequately drain the highway can lead to ponding which can cause loss of
control type incidents in icy conditions.
Recommendation
Detailed design drawings shall clearly show the drainage provision for the scheme. The
type of traffic calming feature shall be selected to identify the level of speed reduction.
A1.12 Problem: Basic Design Principles
Location: Spacing between proposed speed cushion/hump and raised table
Summary: The drawings provided show different spacing lengths between the proposed
calming features, this will have a direct effect on vehicle speeds along the frontage of the
existing primary school.
The drawings provided show a spacing of approximately 125m between the raised table
and the northernmost speed cushion and a spacing of approximately 65m between the
raised table and the southernmost hump. Based on guidance within the Traffic Advisory
Stage 1 RSA – Wellhouse Court, Mirfield - 18028
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Leaflet 2/96 a spacing of 120m will reduce the mean speeds by approximately 7mph,
and a spacing of 60m will reduce speeds by approximately 11mph.
The drawings are annotated with either speed humps or cushions. These features have
very different effects on reducing vehicle speeds and so the type will also influence the
number and spacing of the same. The most effective measure would be a speed hump
/ table or series of the same.
The proposals as shown will encourage higher speeds across the frontage to the school
thereby placing the most vulnerable road users at potentially greater risk.
Recommendation
The Design Team should revisit the spacing arrangement and aim to remove the raised
table and replace this feature with a speed hump at a location which provides an
approximate spacing of 90m between the three features. Humps to be provided in
preference to cushions.
Stage 1 RSA – Wellhouse Court, Mirfield - 18028
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A4 NON MOTORISED USER (NMU) PROVISION
A4.1 Problem: Adjacent Land
Location: Northernmost speed cushion: The drawings provided show the proposed
speed hump / cushion located adjacent to an existing driveway arrangement
On site inspection shows the location of the northernmost speed cushion directly
adjacent to a driveway which will cause manoeuvring issues when the resident is
entering/egressing the driveway
Recommendation
The Design Team should look to relocate the northernmost speed cushion
Stage 1 RSA – Wellhouse Court, Mirfield - 18028
10
A5 ROAD SIGNS, CARRIAGEWAY MARKINGS AND LIGHTING
A5.2 Problem: Lighting
Location: Southernmost speed cushion: The drawings provided show the proposed
location of the southernmost speed cushion situated equidistant between two existing
lighting columns.
On site inspection shows the vegetation to the western side of the carriageway can
potentially block the lighting in the summer months and could potentially form a
hazard as the proposed speed hump / cushion will not be properly lit.
Recommendation
Review the location of the speed hump relative to lighting provision and vice versa and
amend to suit to ensure the feature is adequately lit at all times of the year. Design
Team should look to relocate the speed hump under existing street lighting or ask the
Highway Authority to cut back the tree.
A5.4 Problem: Road markings
Location: Northernmost speed cushion: The drawings provided show the proposed
location of the northernmost speed hump / cushion situated along the frontage of the
primary school.
The proposed locations of the speed hump/cushion will affect some of the existing
‘school keep clear’ and drop off markings.
Stage 1 RSA – Wellhouse Court, Mirfield - 18028
11
Recommendation
The Design Team shall review the impact to ensure school pupil safety is not
compromised.
Stage 1 RSA – Wellhouse Court, Mirfield - 18028
12
3. Audit Team Statement
3.1.1. We certify that this Audit has been carried out in accordance with HD 19 / 15.
AUDIT TEAM LEADER
Eric Appleton BEng DMS CEng MICE
MCIHT
Technical Director
Via Solutions
The Old Coach House, 1 Campbell
Street, Pudsey LS28 6DP
Signed:
Date: 21th February 2018
AUDIT TEAM MEMBER
Chris Longhorn GradCIHT
Engineer
Via Solutions
The Old Coach House, 1 Campbell
Street, Pudsey LS28 6DP
Signed:
Date: 21th February 2018
Stage 1 RSA – Wellhouse Court, Mirfield - 18028
APPENDICES
Stage 1 RSA – Wellhouse Court, Mirfield - 18028
APPENDIX A: Problem Location
Plan
PROPOSED
RAISED TABLE
PROPOSED SPEED CUSHION
/ TABLE (REVISED LOCATION)
PROPOSED SPEED CUSHION
/ TABLE (NEW LOCATION)
PROPOSED TRAFFIC
REGULATION ORDERS
(YELLOW LINING)
APPROVED:
DRAWING No:
PROJECT No:
SCALE @ A3:
TITLE:
PROJECT:
DESIGNED:
CHECKED:
DATE:
REV:
CLIENT:
DRAWN:
AM AM
APPROVED:
DRAWING No:
PROJECT No:
SCALE @ A3:
TITLE:
PROJECT:
DESIGNED:
CHECKED:
DATE:
REV:
CLIENT:
DRAWN:
13.02.2018
1:500
BELLWAY HOMES YORKSHIRE LTD
20042
WOODWARD COURT/WELLHOUSE LANE JUNCTION
PROPOSED HIGHWAY IMPROVEMENTS OFF
SBSB
AMAM
WELLHOUSE LANE, MIRFIELD
APL-20042-004
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Muschel
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33
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WELLHOUSE
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LANE
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Wellhouse
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Farm
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Notes. 1. All costs associated with lining and signing of the proposed speed management measures are to be borne by the developer in line with an agreed scheme at detailed design stage with Kirklees Highways Officers.
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REVISION A - SPEED TABLE ALTERNATIVE LOCATIONS AND TRO PROPOSAL
Chris L
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A 4.1
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A 1.4
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A 5.4
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A 1.12
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A 1.2
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A 1.4
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A 1.4
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A 5.2
Appendix C
Road Safety Audit Stage 1 Designers Response
AMA Designers Response
Site Location – Wellhouse Court, Mirfield
22nd January 2018
Introduction
Andrew Moseley Associates (AMA) has been appointed to carry out the preliminary design of the highway works associated with the ‘Bellway’ residential development located to the east of Wellhouse Court in Mirfield. The works include extending the existing Wellhouse Court estate road into the proposed development site and some traffic calming measures on Wellhouse Lane.
The proposals have now been subject to a Stage 1 Road Safety Audit dated 21st February 2018, carried out by Eric Appleton and Chris Longhorn of Via Solutions. The ‘Problems’ and Recommendations’ from that RSA are included in this Designer’s Response report for ease of reference.
Summary: The proposed raised table could potentially cause pedestrian safety issues. The drawings provided do not show how the raised table will be constructed. The construction technique could potentially narrow the existing width of the carriageway.
From the drawings provided to the Audit Team it is currently unclear how the proposed speed table will be constructed adjacent to the western kerb line of Wellhouse Lane. If the speed table is to extend up to the existing kerb line, then there is potential for vehicle over run onto the footway.
If however a drainage channel is to be formed between the kerb and ramp then this would create problems for pedestrians crossing the road at this location and narrow the effective road width which could push northbound traffic towards the centre the road or deflect vehicles onto the footway to avoid head on collisions.
On site measurements were taken and the existing carriageway to the south of the raised table is approximately 6m in width, this narrows to approximately 5.76m at the point where the southern end of the raised table will be implemented.
The drainage channels created will further reduce the effective carriageway width and given the bends in the road vehicle conflicts are more likely to occur (especially given the relatively high volumes of traffic and presence of larger vehicles.
Recommendation
Further detailed drawings of the raised table construction shall be submitted to the audit team and assessed accordingly. The Design Team should revisit the raised table arrangement to ensure the design does not reduce the existing carriageway width.
The Design Team shall review the design solution of the speed table at an early stage to identify the suitability of providing this method of traffic calming at this location. This includes the need for a drainage channel (or additional gullies) and/or raising the footway levels to provide a suitable kerb upstand for pedestrian protection.
Designers Response
Based on the road widths that exist on Wellhouse Lane, the speed table in this location was proposed to be constructed flush to each of the pedestrian footways, meeting the top of kerb to provide ease of crossing for pedestrians at this junction, given its proximity to the school and also a benefit of acting as a traffic calming feature.
Based on the recommendation of the RSA in points A1.2, A1.4 and A1.12, the raised table is now proposed to be replaced by a new speed hump to the north of this location to ensure that more uniform spacing of traffic calming features is provided on Wellhouse Lane and achieves the optimum level of speed control and reduction.
The revised traffic calming proposals are provided on Drawing PL-20042-004-B appended to this designers response. The revised hump’s final location and design would be appropriately addressed at detailed design stage to the satisfaction of the Local Highway Authority adopting the works.
Note that all proposed traffic calming features are now speed humps.
A1.4 Problem: Drainage – Location: At All Speed Hump Locations and Proposed Raised Table
Summary: The drawings provided do not clearly show the type of construction the speed cushion/raised table will be formed from. Failure to provide adequate road drainage might result in ponding and potential loss of control type incidents in wet / icy conditions.
The drawings provided to the Audit Team do not show the provision of any gullies for the proposals. The provision of new table/cushions may affect the position of the existing gullies and also may require new gullies.
Failure to adequately drain the highway can lead to ponding which can cause loss of control type incidents in icy conditions.
Recommendation
Detailed design drawings shall clearly show the drainage provision for the scheme. The type of traffic calming feature shall be selected to identify the level of speed reduction.
Designers Response
This point is noted and all elements would be appropriately addressed at detailed design stage to the satisfaction of the Local Highway Authority adopting the works.
A1.12 Problem: Basic Design Principles – Location: Spacing between proposed speed cushion/hump and raised table
Summary: The drawings provided show different spacing lengths between the proposed calming features, this will have a direct effect on vehicle speeds along the frontage of the existing primary school.
The drawings provided show a spacing of approximately 125m between the raised table and the northernmost speed cushion and a spacing of approximately 65m between the raised table and the southernmost hump. Based on guidance within the Traffic Advisory Leaflet 2/96 a spacing of 120m will reduce the mean speeds by approximately 7mph, and a spacing of 60m will reduce speeds by approximately 11mph.
The drawings are annotated with either speed humps or cushions. These features have very different effects on reducing vehicle speeds and so the type will also influence the number and spacing of the same. The most effective measure would be a speed hump / table or series of the same.
The proposals as shown will encourage higher speeds across the frontage to the school thereby placing the most vulnerable road users at potentially greater risk.
Recommendation
The Design Team should revisit the spacing arrangement and aim to remove the raised table and replace this feature with a speed hump at a location which provides an approximate spacing of 90m between the three features. Humps to be provided in preference to cushions.
Designers Response
This observation is noted. As detailed in item A1.2’s designers response, the proposed traffic calming measures have been revised and updated to provide a more uniform distance between individual features, with all features now as speed humps.
The revised proposals ensure a more uniform spacing of the traffic calming features and assist speed reductions on Wellhouse Lane. The revised traffic calming proposals are provided on Drawing PL-20042-004-B appended to this designers response. The revised hump’s final location and design would be appropriately addressed at detailed design stage to the satisfaction of the Local Highway Authority adopting the works.
A4 Non-Motorised User (NMU) Provision
A4.1 Problem: Adjacent Land – Location: Northernmost speed cushion: The drawings provided show the proposed speed hump / cushion located adjacent to an existing driveway arrangement
Summary: On site inspection shows the location of the northernmost speed cushion directly adjacent to a driveway which will cause manoeuvring issues when the resident is entering/egressing the driveway
Recommendation
The Design Team should look to relocate the northernmost speed cushion
Designers Response
This observation is noted and the location of the proposed hump has been altered a minor distance to avoid any existing private drives. The revised traffic calming proposals are provided on Drawing PL-20042-004-B appended to this designers response. The revised hump’s final location and design would be appropriately addressed at detailed design stage to the satisfaction of the Local Highway Authority adopting the works.
A5 Road Signs, Carriageway Markings and Lighting
A5.2 Problem: Lighting – Location: Southernmost speed cushion: The drawings provided show the proposed location of the southernmost speed cushion situated equidistant between two existing lighting columns.
Summary: On site inspection shows the vegetation to the western side of the carriageway can potentially block the lighting in the summer months and could potentially form a hazard as the proposed speed hump / cushion will not be properly lit.
Recommendation
Review the location of the speed hump relative to lighting provision and vice versa and amend to suit to ensure the feature is adequately lit at all times of the year. Design Team should look to relocate the speed hump under existing street lighting or ask the Highway Authority to cut back the tree.
Designers Response
This observation is noted. The location of the proposed speed hump has been amended in line with the revised traffic calming proposals provided on Drawing PL-20042-004-B appended to this designers response. The location of the hump is considered to be located in the optimum position for speed reduction spacing and of a location suitable for existing street lighting provision. The LHA will be requested to cut back existing foliage to limit any impact on the lighting of this hump. Should any minor modifications to the location of the proposed hump be required, this would be addressed as part of the detailed design stage to the satisfaction of the Local Highway Authority adopting the works.
A5.4 Problem: Road Markings - Location: Northernmost speed cushion: The drawings provided show the proposed location of the northernmost speed hump / cushion situated along the frontage of the primary school.
Summary: The proposed locations of the speed hump/cushion will affect some of the existing ‘school keep clear’ and drop off markings.
Recommendation
The Design Team shall review the impact to ensure school pupil safety is not compromised.
Designers Response
This observation is noted and the location of the hump has been proposed outside of this area to avoid any conflict.
The other ‘middle’ hump on the existing ‘school keep clear’ and ‘drop off’ markings, now proposed to provide a more uniform spacing of calming features will ensure school pupil safety is not compromised and is delivered in a safe and appropriate way to the satisfaction of the Local Highway Authority addressed as part of the detailed design stage.
The revised traffic calming proposals are provided on Drawing PL-20042-004-B appended to this document. Any minor amendments required to the location / design would be addressed at detailed design stage.
Appendix D
Revised Traffic Calming Measures
PROPOSED SPEED HUMP
(REVISED LOCATION)
PROPOSED SPEED HUMP
(REVISED LOCATION)
PROPOSED EXTENSION OF EXISTING TRAFFIC
REGULATION ORDER (YELLOW LINING)
PROPOSED SPEED HUMP
(REVISED LOCATION)
APPROVED:
DRAWING No:
PROJECT No:
SCALE @ A3:
TITLE:
PROJECT:
DESIGNED:
CHECKED:
DATE:
REV:
CLIENT:
DRAWN:
AM AM
APPROVED:
DRAWING No:
PROJECT No:
SCALE @ A3:
TITLE:
PROJECT:
DESIGNED:
CHECKED:
DATE:
REV:
CLIENT:
DRAWN:
26.02.2018
1:500
BELLWAY HOMES YORKSHIRE LTD
20042
WOODWARD COURT/WELLHOUSE LANE JUNCTION
PROPOSED HIGHWAY IMPROVEMENTS OFF
SBSB
AMAM
WELLHOUSE LANE, MIRFIELD
BPL-20042-004
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Muschel
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33
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WELLHOUSE
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LANE
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Wellhouse
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60
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Farm
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Notes. 1. All costs associated with lining and signing of the proposed speed management measures are to be borne by the developer in line with an agreed scheme at detailed design stage with Kirklees Highways Officers.
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REV
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REVISION B - SPEED HUMP PROPOSED LOCATIONS AND TRO PROPOSALS
Appendix E
Speed Survey Location Plan
Figure No:
Title:
Appendix E – Speed Survey Location Points
Wellhouse Lane, Mirfield
Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, MirfieldLOCATION: WELLHOUSE LANE (NORTHERN SITE) LOCATION: WELLHOUSE LANE (NORTHERN SITE) LOCATION: WELLHOUSE LANE (NORTHERN SITE) LOCATION: WELLHOUSE LANE (NORTHERN SITE) LOCATION: WELLHOUSE LANE (NORTHERN SITE) LOCATION: WELLHOUSE LANE (NORTHERN SITE) LOCATION: WELLHOUSE LANE (NORTHERN SITE) LOCATION: WELLHOUSE LANE (NORTHERN SITE) LOCATION: WELLHOUSE LANE (NORTHERN SITE) LOCATION: WELLHOUSE LANE (NORTHERN SITE) LOCATION: WELLHOUSE LANE (NORTHERN SITE)
Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND
Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, MirfieldLOCATION: WELLHOUSE LANE (NORTHERN SITE) LOCATION: WELLHOUSE LANE (NORTHERN SITE) LOCATION: WELLHOUSE LANE (NORTHERN SITE) LOCATION: WELLHOUSE LANE (NORTHERN SITE) LOCATION: WELLHOUSE LANE (NORTHERN SITE) LOCATION: WELLHOUSE LANE (NORTHERN SITE) LOCATION: WELLHOUSE LANE (NORTHERN SITE) LOCATION: WELLHOUSE LANE (NORTHERN SITE) LOCATION: WELLHOUSE LANE (NORTHERN SITE) LOCATION: WELLHOUSE LANE (NORTHERN SITE) LOCATION: WELLHOUSE LANE (NORTHERN SITE)
Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND Direction : SOUTHBOUND Direction : SOUTHBOUND Direction : SOUTHBOUND Direction : SOUTHBOUND
VEHICLE SPEED (MPH) TOTAL VEHICLE SPEED (MPH) TOTAL VEHICLE SPEED (MPH) TOTAL VEHICLE SPEED (MPH) TOTAL VEHICLE SPEED (MPH) TOTAL VEHICLE SPEED (MPH) TOTAL VEHICLE SPEED (MPH) TOTAL Hr Ending
VEHICLE CLASSIFICATIONAVERAGE SPEEDS SPEED SUMMARY CAR / LGV /
CARAVANOGV1 / BUS OGV2 TOTAL
Hr Ending SPEED (MPH)
VEHICLE SPEED (MPH) TOTAL VEHICLE SPEED (MPH) TOTAL SOUTHBOUND
Hr Ending WEEKDAY AVERAGE
WEEK AVERAGE
TOTAL VEHICLE SPEED (MPH) TOTAL VEHICLE SPEED (MPH) TOTALVEHICLE SPEED (MPH) TOTAL VEHICLE SPEED (MPH) TOTAL VEHICLE SPEED (MPH)
85TH PERCENTILE
VEHICLE CLASSIFICATION TOTAL VEHICLE CLASSIFICATION TOTAL VEHICLE CLASSIFICATION TOTAL VEHICLE CLASSIFICATION TOTAL VEHICLE CLASSIFICATION TOTAL VEHICLE CLASSIFICATION TOTAL VEHICLE CLASSIFICATION TOTAL Hr Ending
AVERAGE SPEEDS SPEED SUMMARY VEHICLE CLASSIFICATION
Hr Ending WEEKDAY AVERAGE
WEEK AVERAGE
Hr Ending SPEED (MPH)CAR / LGV /
CARAVANOGV1 / BUS OGV2 TOTAL
VEHICLE CLASSIFICATION TOTAL VEHICLE CLASSIFICATION TOTAL VEHICLE FLOWSTOTAL VEHICLE CLASSIFICATION TOTAL VEHICLE CLASSIFICATION TOTALVEHICLE CLASSIFICATION TOTAL VEHICLE CLASSIFICATION TOTAL VEHICLE CLASSIFICATION
survey and presentation by trafficsense Ltd.survey and presentation by trafficsense Ltd.
survey and presentation by trafficsense Ltd.
survey and presentation by trafficsense Ltd.survey and presentation by trafficsense Ltd.
0-30 31-45
46-60 61-120
0-30 31-45
46-60 61-120
survey and presentation by trafficsense Ltd.
survey and presentation by trafficsense Ltd.survey and presentation by trafficsense Ltd.
Total Vehicle Class Distribution
CAR / LGV / CARAVAN
OGV1 / BUS
OGV2
Total Vehicle Class Distribution
CAR / LGV / CARAVAN
OGV1 / BUS
OGV2
0-30 31-45
46-60 61-120
0-30 31-45
46-60 61-120
0-30 31-45
46-60 61-120
0-30 31-45
46-60 61-120
0-30 31-45
46-60 61-120
0-30 31-45
46-60 61-120
0-30 31-45
46-60 61-120
0-30 31-45
46-60 61-120
0-30 31-45
46-60 61-120
0-30 31-45
46-60 61-120
0-30 31-45
46-60 61-120
0-30 31-45
46-60 61-120
UKAXM075
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Please note: This is an A1 sheet to ensure all data is provided. Please zoom into the PDF for detail.
Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, MirfieldLOCATION: WELLHOUSE LANE (SOUTHERN SITE) LOCATION: WELLHOUSE LANE (SOUTHERN SITE) LOCATION: WELLHOUSE LANE (SOUTHERN SITE) LOCATION: WELLHOUSE LANE (SOUTHERN SITE) LOCATION: WELLHOUSE LANE (SOUTHERN SITE) LOCATION: WELLHOUSE LANE (SOUTHERN SITE) LOCATION: WELLHOUSE LANE (SOUTHERN SITE) LOCATION: WELLHOUSE LANE (SOUTHERN SITE) LOCATION: WELLHOUSE LANE (SOUTHERN SITE) LOCATION: WELLHOUSE LANE (SOUTHERN SITE) LOCATION: WELLHOUSE LANE (SOUTHERN SITE)
Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND
Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, Mirfield Automatic Classified Counts, MirfieldLOCATION: WELLHOUSE LANE (SOUTHERN SITE) LOCATION: WELLHOUSE LANE (SOUTHERN SITE) LOCATION: WELLHOUSE LANE (SOUTHERN SITE) LOCATION: WELLHOUSE LANE (SOUTHERN SITE) LOCATION: WELLHOUSE LANE (SOUTHERN SITE) LOCATION: WELLHOUSE LANE (SOUTHERN SITE) LOCATION: WELLHOUSE LANE (SOUTHERN SITE) LOCATION: WELLHOUSE LANE (SOUTHERN SITE) LOCATION: WELLHOUSE LANE (SOUTHERN SITE) LOCATION: WELLHOUSE LANE (SOUTHERN SITE) LOCATION: WELLHOUSE LANE (SOUTHERN SITE)
Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND Direction : NORTHBOUND Direction : SOUTHBOUND Direction : SOUTHBOUND Direction : SOUTHBOUND Direction : SOUTHBOUND
VEHICLE SPEED (MPH) TOTAL VEHICLE SPEED (MPH) TOTAL VEHICLE SPEED (MPH) TOTAL VEHICLE SPEED (MPH) TOTAL VEHICLE SPEED (MPH) TOTAL VEHICLE SPEED (MPH) TOTAL VEHICLE SPEED (MPH) TOTAL Hr Ending
VEHICLE CLASSIFICATIONAVERAGE SPEEDS SPEED SUMMARY CAR / LGV /
CARAVANOGV1 / BUS OGV2 TOTAL
Hr Ending SPEED (MPH)
VEHICLE SPEED (MPH) TOTAL VEHICLE SPEED (MPH) TOTAL SOUTHBOUND
Hr Ending WEEKDAY AVERAGE
WEEK AVERAGE
TOTAL VEHICLE SPEED (MPH) TOTAL VEHICLE SPEED (MPH) TOTALVEHICLE SPEED (MPH) TOTAL VEHICLE SPEED (MPH) TOTAL VEHICLE SPEED (MPH)
85TH PERCENTILE
VEHICLE CLASSIFICATION TOTAL VEHICLE CLASSIFICATION TOTAL VEHICLE CLASSIFICATION TOTAL VEHICLE CLASSIFICATION TOTAL VEHICLE CLASSIFICATION TOTAL VEHICLE CLASSIFICATION TOTAL VEHICLE CLASSIFICATION TOTAL Hr Ending
AVERAGE SPEEDS SPEED SUMMARY VEHICLE CLASSIFICATION
Hr Ending WEEKDAY AVERAGE
WEEK AVERAGE
Hr Ending SPEED (MPH)CAR / LGV /
CARAVANOGV1 / BUS OGV2 TOTAL
VEHICLE CLASSIFICATION TOTAL VEHICLE CLASSIFICATION TOTAL VEHICLE FLOWSTOTAL VEHICLE CLASSIFICATION TOTAL VEHICLE CLASSIFICATION TOTALVEHICLE CLASSIFICATION TOTAL VEHICLE CLASSIFICATION TOTAL VEHICLE CLASSIFICATION
PROPOSED TRAFFIC REGULATION ORDER (YELLOW LINING) BOTH SIDES OF ACCESS ROAD
andym
Line
PROPOSED SPEED HUMP
(REVISED LOCATION)
PROPOSED SPEED HUMP
(REVISED LOCATION)
PROPOSED EXTENSION OF EXISTING TRAFFIC
REGULATION ORDER (YELLOW LINING)
PROPOSED SPEED HUMP
(REVISED LOCATION)
APPROVED:
DRAWING No:
PROJECT No:
SCALE @ A3:
TITLE:
PROJECT:
DESIGNED:
CHECKED:
DATE:
REV:
CLIENT:
DRAWN:
AM AM
APPROVED:
DRAWING No:
PROJECT No:
SCALE @ A3:
TITLE:
PROJECT:
DESIGNED:
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DATE:
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26.02.2018
1:500
BELLWAY HOMES YORKSHIRE LTD
20042
WOODWARD COURT/WELLHOUSE LANE JUNCTION
PROPOSED HIGHWAY IMPROVEMENTS OFF
SBSB
AMAM
WELLHOUSE LANE, MIRFIELD
BPL-20042-004
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Muschel
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Notes. 1. All costs associated with lining and signing of the proposed speed management measures are to be borne by the developer in line with an agreed scheme at detailed design stage with Kirklees Highways Officers.
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REVISION B - SPEED HUMP PROPOSED LOCATIONS AND TRO PROPOSALS
Appendix G
Updated 5 Year Accident Data Plan 2013 - 2017
Figure No:
Title:
Appendix G – Updated Accident Data 2013 - 2017Wellhouse Lane, Mirfield
