Transport Statement (TS/01/A)

Proposed Residential Development Land East of Back Lane Southrope, Herriard

November 2017

www.highgatetransportation.co.uk

The material presented in this report is the property of Highgate Transportation Limited and shall not be used by or distributed or made available to any other company or person without the knowledge and written consent of Highgate Transportation Limited.

Highgate Transportation Ltd, First Floor, 43-45 Park Street, Bristol BS1 5NL

[email protected] Back Lane, Herriard Transport Statement

Contents Page

1.0 Introduction 1

2.0 Existing Situation 3

3.0 Policy 9

4.0 Development Proposals 10

5.0 Development Impact 13

6.0 Conclusions 16

Figures

Figure 1.1 Site Location and Wider Highway Network

Figure 2.1 Existing Site

Figure 4.1 Extract from the Architect’s Proposed Site Layout Plan

Figure 4.1 Proposed Site Access Junction

Appendices

Appendix 1 Highway Ownership Boundary

Appendix 2 ATC Survey Results

Appendix 3 Manual for Streets 2007 Extracts

Appendix 4 Accident Records

Appendix 5 Architect’s Proposed Site Layout Plan

Appendix 6 Proposed Access Arrangements

Appendix 7 Swept Path Analysis – Service Vehicles

Appendix 8 Swept Path Analysis – Car Parking Spaces

Appendix 9 TRICS Output Files

Appendix 10 2011 Census Data

HTp/1718/TS/01/A Contents Page

Back Lane, Herriard Transport Statement

1.0 Introduction

1.1 Highgate Transportation Limited have been appointed by the WHT Homes Limited to prepare this Transport Statement to support their proposals to provide twelve residential dwellings on land to the east of Back Lane, Southrope, Herriard. A new access junction is proposed to serve the development.

1.2 The development proposals have been subject to consultation with the local planning authority and Herriard Parish Council.

1.3 The local area is predominantly rural in character and Back Lane is an unclassified adopted metalled highway that provides access to the A339 to the north and south. The site location and local highway network is shown in Figure 1.1 below.

Figure 1.1 – Site location and wider highway network

Reproduced by Stanfords by permission of Ordnance Survey© on behalf of the Controller of Her Majesty's Stationery Office. All rights reserved. Ref. number OI1129822. ©Crown copyright and database rights 2017 (OS Licence 100035409).

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Back Lane, Herriard Transport Statement

1.4 This report will consider:

i. The existing situation and if there is an underlying road safety issue on Back Lane or the local highway network. ii. If the development is compliant with local and national planning policies. iii. If development traffic is likely to have a material impact on the local highway network. iv. If the proposed site access arrangements are safe and appropriate. v. If the proposed internal road layout is safe and appropriate. vi. If the proposed car parking provision is appropriate.

1.5 It is concluded that the proposed development is unobjectionable in terms of highway safety and capacity, and that the proposed layout and site access arrangements are appropriate.

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Back Lane, Herriard Transport Statement

2.0 Existing Situation

2.2 In the immediate vicinity of the site, Back Lane varies in width across the site frontage between 4.5 and typically 6.0 metres, with grass verges on both sides and is subject to a 30mph speed restriction. No system of street lighting is present.

2.3 A circa 2.0 metre high hedge forms the site boundary with Back Lane. To the north the site is bounded by a private lane which provides access to the three dwellings that comprise Benbow Cottages.

2.4 Opposite the site is the Royal British Legion clubhouse and car park with an unadopted local access road to the south of this, known as Southrope Green, and an unadopted local access road to the north known as Hockleys Lane.

2.5 A footway is provided at Southrope Green from Back Lane, and there is a footway on the western side of Back Lane immediately south of the site (within 80 metres of the site access) for circa 170 metres to the Fur and Feathers public house. The highway ownership records are contained in Appendix 1 for reference.

2.6 During the site visits made to Back Lane, pedestrians were regularly observed to be walking in the carriageway and traffic flows were low.

2.7 Photographs 2.1 and 2.2 below show Back Lane in the vicinity of the site.

Photograph 2.1 – Back Lane, view northbound past the site from Southrope Green

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Back Lane, Herriard Transport Statement

Photograph 2.2 – Back Lane, view southbound past the site from Southrope Green

2.8 Existing traffic calming features in proximity to the site include a gateway feature circa 300 metres to the north of the site on Back Lane, as shown in Photograph 2.3 below. There is a SLOW marking adjacent to the British Legion Club on the northbound approach to Hockleys Lane with worn edge of carriageway markings and a sign warning of ‘Road Narrowing Ahead’. At Hockleys Lane there is a repeater 30mph speed limit sign and a ‘Pedestrians in the Carriageway’ warning sign.

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Back Lane, Herriard Transport Statement

Photograph 2.3 – Back Lane traffic calming

2.9 The site is currently part of a large field, which has access via a field gate from Back Lane to the south (circa 160 metres from the proposed new access for this site). The site is shown in Figure 1.2 below.

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Figure 2.1 – The Existing Site

©Crown copyright and database rights 2017 (OS Licence 100056454).

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2.10 An automatic traffic count (ATC) survey of vehicular flow and speed was carried out on Back Lane opposite the site between 17 th and 23 rd of May 2017. The results are contained in Appendix 2 and summarised in Table 2.1 below.

Table 2.1 – ATC survey results for Back Lane

0800-0900 1700-1800 85 th Percentile Daily Flow* (vehicle flow) (vehicle flow) Speeds North bound 11 14 124 34 .8 mph South bound 17 8 113 35 .1 mph Two -way Total 28 22 137 - *Average daily flow taken over Monday-Friday

2.11 From the ATC data it can be seen that two-way traffic flows are typically up to around 140 vehicles per day; around 25vph during the morning and evening peak hours; and around 15vph at other times during the day.

2.12 The speed survey confirms 85%ile speeds on Back Lane to be around 35mph and therefore visibility splay requirements of a 54 metre Y value are required; as per the Stopping Sight Distance calculation set out in Manual for Streets (see extracts in Appendix 3 for reference).

2.13 From the ATC information, it can be concluded that around 60% of future residential traffic will travel to the south in the AM peak hour and 40% will travel to the north, with around 60% arriving from the south and 40% arriving from the north in the PM peak hour.

Accident Records

2.14 A review of the accident records has been carried out for the most recent five-year period available, between 1 st January 2012 and 31 st December 2016. This has confirmed that only one Personal Injury Accident (PIA) has been recorded in the local area during this period.

2.15 The PIA occurred on the A339 at its junction with Back Lane, when a driver overtaking a queue of vehicles was in collision with a vehicle turning right into Back Lane. The accident occurred in September 2016 and resulted in one serious injury and one slight injury.

2.16 No PIA’s have been recorded in the immediate vicinity of the site. The records are contained in Appendix 4 and from these it can be concluded that there are no underlying highway safety issues in the local area.

Accessibility by Foot

2.17 To the south of Southrope Green, opposite the site, a footway

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Back Lane, Herriard Transport Statement

2.18 There are employment opportunities along with a public house around 350 metres to the south of the site at the junction of back lane with the A339, which are therefore within walking distance of the proposal site and are linked by the footway (see paragraph 2.5 above).

Accessibility by Cycle

2.19 The local topography is generally gentle and local roads are mostly rural in nature. The A339 is subject to a 40mph speed limit in the local area also, which may assist cyclists.

2.20 The proposed development site is located circa 4.5km east of National Cycle Network (NCN) route 23, which can be accessed by avoiding the A339. NCN Route 23 connects Reading to Southampton via Basingstoke, Alresford and Winchester among other locations.

Accessibility by Public Transport

2.21 There are northbound and southbound bus stops located on the A339 which are located either a circa 360m walk distance from the site access junction via an unmetalled footway (which is understood to be a Public Right of Way), or 550m walk distance via an entirely surfaced route.

2.22 The bus stops are served by two bus services operating on the same route between Basingstoke and Alton Monday to Friday (13X and 613), with four buses per day in each direction; which is not atypical of rural locations such as Herriard.

2.23 It can be concluded that the development site is sufficiently sustainably located, with links to local services and facilities.

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Back Lane, Herriard Transport Statement

3.0 Policy

National Policy

3.1 The government have set out their planning policies for England, and how these are to be applied, in the National Planning Policy Framework (NPPF, 2012). In transport terms paragraph 32 of the NPPF sets out that, “Development should only be prevented where the residual cumulative impacts of development are severe”.

3.2 This Transport Statement will show that traffic from the proposed development can be accommodated on the local highway network, and that the residual cumulative impacts are not severe.

Local Policy

3.3 Policy SD1 of Basingstoke and Deane’s local plan (2011 to 2029) reiterates paragraph 32 of the NPPF by stating: “When considering development proposals the council will take a positive approach that reflects the presumption in favour of sustainable development contained in the National Planning Policy Framework. It will always work proactively with applicants jointly to find solutions which mean that proposals can be approved wherever possible, and to secure development that improves the economic, social and environmental conditions in the area.”

3.4 Basingstoke and Deane’s Local Plan (2011 to 2029) states at paragraph 2.8e that a target of the local plan is to: “Promote a thriving rural economy with a network of vibrant towns and villages which provide homes, services, jobs and infrastructure to respond to the needs and aspirations of local communities.”

Summary

3.5 It can be summarised that the development is appropriate in policy terms and that the impact of development traffic is not severe.

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4.0 Development Proposals

Development Proposal

4.1 The proposed scheme is for the provision of twelve residential dwellings on land to the east of Back Lane, with a new access created opposite the Royal British Legion clubhouse.

4.2 The development comprises two one-bedroomed units, four two-bedroomed units, five three-bedroomed units and one four-bedroomed unit. A total of 31 car parking spaces and two double garages are proposed. Five of the parking spaces are to be unallocated and six are visitor spaces. The Architect’s proposed site layout plan (ref: 3068-06-A) is contained in Appendix 5 and an extract forms Figure 4.1 below.

Figure 4.1 – Extract from the Architect’s proposed site layout plan

4.3 From Figure 4.1 it can be seen that access to the proposed development is achieved by creating a new access onto Back Lane. It is intended that the access road will be offered for adoption.

4.4 A pedestrian link is also created to the lane in front of Benbow Cottages, to facilitate pedestrian movement.

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Proposed Site Access Arrangements

4.5 The proposed site access junction is shown in Figure 4.2 below and in more detail in the plan (ref: HTp/1718/01/D) that forms Appendix 6.

Figure 6.2 – Proposed site access junction

©Crown copyright and database rights 2017 (OS Licence 100056454).

4.6 From the plan that forms Appendix 6 it can be seen that the proposal is for a 6.0 metre wide shared surface access road, inclusive of service strips, with a kerbed bellmouth where it meets Back Lane. Over-runnable shoulders will be provided to enable large refuse vehicles and emergency services to access the site safely, whilst promoting low vehicle speeds for car drivers through the access.

4.7 Visibility splays of 2.4 metres by 54 metres have been provided, which, given the 85 th percentile survey speed of 35mph, is in accordance with Manual for Streets. The visibility splays are also shown in the plan that forms Appendix 6.

Road Traffic Accident History

4.8 As set out in paragraph 2.15 there have been no recorded PIA’s on Back Lane in the most recent five-year period. From this it can be concluded that there is not an underlying road safety issue on Back Lane.

4.9 Therefore, it is reasonable to conclude that the proposed site access arrangements are safe and appropriate.

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Back Lane, Herriard Transport Statement

Access Road

4.10 From the Architect’s plan contained in Appendix 5 it can be seen that the shared surface road layout needs to cater for:

i. Access by a delivery vehicle and refuse collection. ii. Access to car parking spaces. iii. Pedestrian and cycle movement.

4.11 A plan showing swept path analysis for a 11.22 metre recycling vehicle and a 7.5t 8.01 metre rigid delivery vehicle is contained in Appendix 7 and from this it can be seen that such vehicles can access the site and manoeuvre satisfactorily, with the delivery vehcile turning in the turning head provided at the north of the site.

4.12 A plan showing swept path analysis for a selection of the parking spaces is contained in Appendix 8 and from this it can be seen that access and egress from the parking spaces can be satisfactorily achieved.

4.13 A shared surface access road is widely recognised as being safe for pedestrians and cyclists.

4.14 Therefore, it is reasonable to conclude that the proposed internal road layout is safe and appropriate.

Proposed Car Parking Provision

4.15 The Basingstoke and Deane Residential Parking Standards, as set out with their supplementary planning document (SPD) titled ‘Residential Parking Standards’ dated July 2008’ suggest the following in terms of car parking provision for a development of this size in a rural location:

i. Visitor parking requirements based on a minimum of 0.2 spaces per dwelling. ii. One-bedroomed dwellings are to have 1.25 parking spaces. iii. Two and three-bedroomed dwellings are to have 2.25 parking spaces. iv. Four-bedroomed dwellings are to have 3.25 parking spaces.

4.16 The development comprises two one-bedroomed units, four two-bedroomed units, five three-bedroomed units and one four-bedroomed unit. Plots 5 and 6 both have driveways and double garages as well as space for at least two defined parking spaces; therefore, applying the parking guidance set out above to the remaining plots 1-4 and plots 7-12 results in a requirement for 21 parking spaces, including two visitor spaces (two one-bedroom dwellings and eight two/three-bedroomed dwellings).

4.17 This parking requirement has been achieved by providing two allocated parking spaces to each of plots 1-4 and 9-12, with the parking spaces for the remaining two one- bedroom dwellings (plots 7 and 8) and the two visitor spaces all shown as unallocated for flexibility.

4.18 Therefore, it can be concluded that the proposed car parking provision is appropriate.

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Back Lane, Herriard Transport Statement

5.0 Development Impact

5.1 An assessment of the likely impact that development traffic will have on the local highway network has been carried out using the nationally recognised TRICS database and 2011 Census data.

Development Trips

5.2 The TRICS database has been used to provide an indication of the likely number of AM and PM peak hour weekday person trip movements. The database provides a trip rate per unit for residential (class C) developments calculated from surveyed movements each hour across the day at similar sites.

5.3 The latest TRICS database, version 7.4.2, has been searched for the following land use profile: Residential Houses (12 units). A summary of the trip generation is provided in the table below and the full multi-modal TRICS reports are contained in Appendix 9 of this report.

5.4 The TRICS database search was carried out using the default survey dates and the following criteria:

i. Land use ‘Residential – Houses Privately Owned’. ii. Multi-modal trip rate surveys. iii. All regions in England, Wales and Scotland (excluding Greater London). iv. The range of up to 60 units. v. Default date range (01/01/09 – 28/03/17). vi. Use of weekday data (Saturdays and Sundays excluded). vii. Sites categorised as ‘Edge of Town’.

5.5 Survey sites within Greater London have been excluded due to the greater range and level of public transport service provision in that area. However, as per the TRICS Good Practice Guide recommendation for the inclusion of cross-region sites within the dataset, cross-region sites were included firstly to provide the largest dataset possible and secondly because TRICS research has shown no conclusive differences in picking out various regions and areas.

5.6 The search provided three surveys from the database and therefore average trip rates have had to be used.

5.7 The person trip rates are set out in Table 5.1 below for the AM peak hour of 0800 to 0900 and the PM peak hour of 1700 to 1800.

Table 5.1 – Residential person trip rates (per unit)

Trip Rates (Residential) AM Peak Hour PM Peak Hour Daily Arrival Departure Arrival Departure (Combined) Person Trip Rate 0.288 0.756 0.565 0.231 7.913 12 Residential 4 9 7 3 95 Units

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5.8 From the above it can be seen that there may be up to around 13 person trips in the busiest peak hour associated with the development.

Modal Split

5.9 In order to provide a modal split reflective of the local area associated with the residential units during the peak hours, the 2011 Census has been used to extract data on the existing mode choice for the local area (E01022561: Basingstoke and Deane 017D) using survey QS701EW ‘Method of Travel to Work’.

5.10 The census data is set out below in Table 5.2 , with an additional column to adjust for ‘Working mainly at or From Home’ and ‘Not in Employment’, so that percentage figures can be extracted and applied to the person trip figures expected to arise from the development (as set out in Table 5.1 above). The census data is contained in Appendix 10 for reference.

Table 5.2 – Existing modal split within the local area (Basingstoke and Deane 017D)

Percentage of Percentage of Method of Travel to work Persons People Mode Split All Persons 1,077 100.0% 100.0% Work Mainly at or From Home 105 9.7% - Underground, Metro, Light Rail, Tram 4 0.4% 0.6% Train 71 6.6% 10.3% Bus, Minibus or Coach 4 0.4% 0.6% Taxi 2 0.2% 0.3% Motorcycle, Scooter or Moped 2 0.2% 0.3% Driving a Van or Car 476 44.2% 69.2% Passenger in a Car or Van 22 2.0% 3.2% Bicycle 16 1.5% 2.3% On Foot 76 7.1% 11.0% Other Method of Travel to Work 15 1.4% 2.2% Not in Employment 284 26.4% -

5.11 From Table 5.2 above it can be seen that around 69 percent of people living in the local area at the time of the most recent census drive a car or van to travel to work. However, it is considered that due to the location of the site, the person trip rates from Table 5.1 should be used as an assessment of the level of vehicle trips arising from the development for the purpose of this report.

5.12 Therefore, it is forecast that the proposed dwellings may generate up to around 13 private car/van trips on the local highway network during the AM peak hour of 0800 to 0900, and 10 during the development PM peak hour of 1700 to 1800. This is equivalent to around one vehicle every three minutes in the peak hour, with far less at other times of the day.

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Traffic Calming Features on Back Lane

5.13 In terms traffic calming measures to help reduce vehicle speeds on Back Lane, it is proposed to introduce SLOW road markings with yellow bar markings at two locations, one to the north of Hockleys Lane and one to the south of the proposed site access. This is shown on the plan that forms Appendix 6. The existing SLOW road marking will be removed.

Summary

5.14 It is considered it has been demonstrated that the development proposals are acceptable in highway terms and will not compromise highway safety or capacity; that the internal site layout is appropriate and the parking provision suitable to meet the needs of the residents.

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6.0 Conclusions

6.1 This Transport Statement has been provided to support the proposal for twelve residential dwellings on land to the east of Back Lane, Southrope, Herriard. A new access junction is proposed to serve the development.

6.2 The local area is predominantly rural in character and the emerging proposals have been the subject of pre-application discussions with the local planning authority and Herriard Parish Council.

6.3 This report concludes that:

i. Development traffic will not have a material impact on the local highway network. ii. There are no underlying safety issues on Back Lane or the wider highway network. iii. The proposed site access arrangements are safe and appropriate. iv. The proposed internal road layout is safe and appropriate. v. The proposed car parking provision is appropriate. vi. SLOW vehicle markings with yellow bar markings are proposed on Back Lane as a traffic calming feature associated with the new access.

6.4 It is finally concluded that the proposal for twelve residential dwellings on land to the east of Back Lane is unobjectionable in highway terms.

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Appendix 1

Highway Ownership Boundary

HTp/1718/TS/01/A Appendices

467028.583714 467128.583714 467228.583714 467328.583714 467428.583714 7 7 8 8 4 4 1 1 7 7 2 2 . . 4 4 4 4 2 2 5 5 4 4 1 1 7 7 8 8 4 4 1 1 7 7 2 2 . . 4 4 4 4 1 1 5 5 4 4 1 1 7 7 8 8 4 4 1 1 7 7 2 2 . . 4 4 4 4 0 0 5 5 4 4 1 1 7 7 8 8 4 4 1 1 7 7 2 2 . . 4 4 4 4 9 9 4 4 4 4 1 1 7 7 8 8 4 4 1 1 7 7 2 2 . . 4 4 4 4 8 8 4 4 4 4 1 ± 1

.583714 .583714 .583714 .583714 .583714 7 467028 467128 467228 467328 21289887 467428 MW 4 4 Ordnance Survey maps are topographic maps and show a representation of the physical features on the ground at the time of survey, which are 1 drawn according to specified tolerances, by the Ordnance Survey. For further information on Ordnance Survey mapping please see: http://www.ordnancesurvey.co.uk/support/property-boundaries.html For questions about the responsibility for ditches please refer to Hampshire County Council's website at: http://www3.hants.gov.uk/roads/highway-flooding/highways-drainage/your-responsibilities.htm

This plan is made on the basis of information at present available to the County Council and is made on the distinct understanding that, in the absence of negligence, neither the County Council nor I as an officer of the Council is to be held responsible should you rely on this statement and consequently suffer damage Back Lane, Herriard Transport Statement

Appendix 2

ATC Survey Results

HTp/1718/TS/01/A Appendices

Herriard ATC, Back Lane

Produced by Road Data Services Ltd.

Channel 1 - Northbound Vehicle Flow Week 1

17/05/2017 18/05/2017 19/05/2017 20/05/2017 21/05/2017 22/05/2017 23/05/2017 Hr Ending Wednesday Thursday Friday Saturday Sunday Monday Tuesday 5 Day Ave 7 Day Ave 1 0 0 1 1 0 0 0 0 0 2 0 0 0 0 1 0 1 0 0 3 0 0 0 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 5 1 1 1 0 0 1 0 1 1 6 0 0 0 0 0 1 0 0 0 7 1 2 2 2 0 1 0 1 1 8 5 5 6 1 0 3 24 9 6 9 11 9 7 2 3 6 22 11 9 10 6 3 7 5 4 7 13 7 6 11 7 3 5 5 2 7 8 6 5 12 4 5 2 7 5 9 9 6 6 13 4 7 5 7 8 4 8 6 6 14 7 6 10 9 11 9 7 8 8 15 6 9 12 3 11 12 13 10 9 16 7 7 12 8 6 10 13 10 9 17 9 7 10 12 10 11 15 10 11 18 13 18 8 14 8 13 16 14 13 19 6 8 8 10 5 7 16 9 9 20 6 6 4 4 3 4 6 5 5 21 3 4 1 3 3 2 7 3 3 22 2 0 5 3 1 2 4 3 2 23 2 4 5 0 3 5 1 3 3 24 1 0 4 2 0 1 0 1 1

7-19 85 87 92 83 73 98 164 105 97 6-22 97 99 104 95 80 107 181 118 109 6-24 100 103 113 97 83 113 182 122 113 0-24 101 104 115 98 84 115 183 124 114

Vehicle Flow (Channel 1)

200

180

160

140

120

100

Number of Vehicles of Number 40 20 0-24 0 6-24 17/05/2017 6-22 18/05/2017 19/05/2017 20/05/2017 7-19 21/05/2017 22/05/2017 23/05/2017 Date

7-19 6-22 6-24 0-24 Herriard ATC, Back Lane

Produced by Road Data Services Ltd.

Channel 1 - Northbound Average Speed Week 1

17/05/2017 18/05/2017 19/05/2017 20/05/2017 21/05/2017 22/05/2017 23/05/2017 Hr Ending Wednesday Thursday Friday Saturday Sunday Monday Tuesday 1 - - 24.5 24.8 - - - - 2 - - - - 43.3 - 28.4 - 3 ------4 ------5 23.7 34.8 20.5 - - 18.8 - - 6 - - - - - 33.9 - - 7 24.4 36.0 34.5 32.7 - 24.3 - - 8 28.1 33.1 34.0 33.5 - 36.2 33.8 - 9 25.6 30.2 29.1 19.3 20.8 26.2 29.6 - 10 21.2 27.0 29.8 28.2 21.3 24.2 25.8 - 11 34.4 32.0 28.9 25.7 31.8 26.5 20.7 - 12 28.7 27.7 31.1 26.8 26.2 30.6 27.0 - 13 21.9 30.9 29.6 28.4 31.5 25.8 25.4 - 14 27.1 22.4 28.1 23.1 26.2 27.3 26.5 - 15 26.0 29.2 26.1 27.2 29.1 30.4 27.1 - 16 25.8 26.0 25.7 29.0 23.6 28.3 27.2 - 17 29.0 32.0 25.3 28.9 29.1 31.9 27.6 - 18 26.2 30.1 28.2 25.9 33.9 30.1 26.4 - 19 29.3 24.7 22.0 29.3 27.7 27.1 28.4 - 20 29.0 21.8 33.2 24.9 16.2 28.4 32.1 - 21 39.3 25.6 21.1 24.8 32.0 23.3 22.9 - 22 35.8 - 26.0 24.5 29.6 27.2 29.7 - 23 37.2 25.8 22.6 - 28.7 22.9 39.8 - 24 45.6 - 30.3 31.9 - 17.9 - -

10-12 32.3 29.3 29.6 26.4 27.8 28.8 24.0 - 14-16 25.9 27.8 25.9 28.5 27.1 29.4 27.2 - 0-24 28.0 28.4 27.5 27.1 28.0 28.3 28.0 -

Average 27.9

Channel 1 - Northbound 85th Percentile

17/05/2017 18/05/2017 19/05/2017 20/05/2017 21/05/2017 22/05/2017 23/05/2017 Hr Ending Wednesday Thursday Friday Saturday Sunday Monday Tuesday 1 ------2 ------3 ------4 ------5 ------6 ------7 - 39.7 36.9 36.3 - - - - 8 32.9 39.7 36.6 - - 40.5 37.0 - 9 33.6 35.2 39.5 22.2 21.9 32.4 35.0 - 10 25.4 30.0 36.9 32.2 24.8 26.5 30.5 - 11 42.6 34.3 31.8 30.2 31.9 32.0 24.5 - 12 32.4 37.1 31.7 31.7 30.5 39.6 32.7 - 13 27.0 36.5 34.3 37.1 45.2 30.8 32.8 - 14 32.1 26.2 35.7 30.7 30.4 34.8 31.5 - 15 29.0 34.6 31.0 27.4 34.2 35.4 32.8 - 16 31.7 30.8 28.7 31.8 26.7 34.6 36.0 - 17 32.5 37.4 29.4 34.6 33.9 37.7 32.3 - 18 32.6 36.0 31.7 30.7 43.2 36.2 32.1 - 19 33.4 27.7 25.7 33.7 32.6 36.7 34.0 - 20 35.8 36.0 37.9 32.3 22.3 30.2 42.8 - 21 43.6 30.2 - 27.5 38.3 28.8 26.6 - 22 37.0 - 29.9 26.2 - 28.4 38.5 - 23 40.6 26.8 29.1 - 30.8 29.8 - - 24 - - 37.8 32.4 - - - -

10-12 38.6 36.3 32.1 31.0 31.7 34.8 29.9 - 14-16 30.3 33.5 30.5 31.3 32.5 35.6 36.1 - 0-24 34.5 36.0 33.1 32.9 33.8 35.7 35.1 -

85th %ile 34.8 Herriard ATC, Back Lane

Produced by Road Data Services Ltd.

Channel 1 - Northbound Speed Summary Week 1

17/05/2017 18/05/2017 19/05/2017 20/05/2017 21/05/2017 22/05/2017 23/05/2017 Speed (MPH) Wednesday Thursday Friday Saturday Sunday Monday Tuesday 0-20 15 14 8 12 10 17 27 21-35 70 70 97 80 66 81 131 36-50 15 20 10 6 8 17 25 51- 1 0 0 0 0 0 0

TOTAL 101 104 115 98 84 115 183

Speed Summary (MPH)

100%

90%

80%

70%

60%

50%

40%

30%

20%

10%

0% 17/05/2017 18/05/2017 19/05/2017 20/05/2017 21/05/2017 22/05/2017 23/05/2017

Date

0-20 21-35 36-50 51- Herriard ATC, Back Lane

Produced by Road Data Services Ltd.

Channel 1 - Northbound Vehicle Class Week 1

Classes Car / LGV / OGV1 / Bus OGV2 TOTAL Day / Time Caravan - 1 - 2,3,5,6,7,12 - 4,8,9,10,11,13 - 1-13 17/05/2017 7-19 70 15 0 85 6-22 75 22 0 97 6-24 76 24 0 100 0-24 76 25 0 101 18/05/2017 7-19 60 27 0 87 6-22 69 30 0 99 6-24 73 30 0 103 0-24 73 31 0 104 19/05/2017 7-19 68 24 0 92 6-22 79 25 0 104 6-24 86 27 0 113 0-24 87 28 0 115 20/05/2017 7-19 66 16 1 83 6-22 74 20 1 95 6-24 76 20 1 97 0-24 77 20 1 98 21/05/2017 7-19 62 10 1 73 6-22 68 11 1 80 6-24 71 11 1 83 0-24 71 12 1 84 22/05/2017 7-19 71 27 0 98 6-22 79 28 0 107 6-24 85 28 0 113 0-24 85 30 0 115 23/05/2017 7-19 131 33 0 164 6-22 144 37 0 181 6-24 145 37 0 182 0-24 146 37 0 183

Average 7-19 75 22 0 97 6-22 84 25 0 109 6-24 87 25 0 113 0-24 88 26 0 114

Total Vehicle Class Distribution

23%

77% Herriard ATC, Back Lane

Produced by Road Data Services Ltd.

Channel 2 - Southbound Vehicle Flow Week 1

17/05/2017 18/05/2017 19/05/2017 20/05/2017 21/05/2017 22/05/2017 23/05/2017 Hr Ending Wednesday Thursday Friday Saturday Sunday Monday Tuesday 5 Day Ave 7 Day Ave 1 0 0 0 0 0 0 0 0 0 2 0 0 0 0 1 0 0 0 0 3 0 0 0 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 5 0 0 0 0 0 0 0 0 0 6 1 1 1 0 0 2 1 1 1 7 2 2 2 4 1 3 0 2 2 8 6 8 8 4 3 12 16 10 8 9 18 13 12 7 2 10 30 17 13 10 13 6 6 6 4 6 17 10 8 11 5 2 5 11 11 7 9 6 7 12 7 7 5 2 7 10 8 7 7 13 7 4 6 7 13 9 6 6 7 14 9 6 6 4 5 4 10 7 6 15 4 7 9 6 4 1 6 5 5 16 7 5 9 1 2 12 13 9 7 17 5 11 10 4 6 10 6 8 7 18 10 7 7 7 3 6 9 8 7 19 5 5 5 7 5 4 8 5 6 20 7 3 5 3 2 11 4 6 5 21 1 2 0 3 1 4 7 3 3 22 3 2 1 1 1 2 0 2 1 23 2 0 1 0 0 1 1 1 1 24 1 0 0 0 0 0 0 0 0

7-19 96 81 88 66 65 91 138 99 89 6-22 109 90 96 77 70 111 149 111 100 6-24 112 90 97 77 70 112 150 112 101 0-24 113 91 98 77 71 114 151 113 102

Vehicle Flow (Channel 2)

160

140

120

100

20 Number of Vehicles of Number 0-24 0 6-24 17/05/2017 6-22 18/05/2017 19/05/2017 20/05/2017 7-19 21/05/2017 22/05/2017 23/05/2017 Date 7-19 6-22 6-24 0-24 Herriard ATC, Back Lane

Produced by Road Data Services Ltd.

Channel 2 - Southbound Average Speed Week 1

17/05/2017 18/05/2017 19/05/2017 20/05/2017 21/05/2017 22/05/2017 23/05/2017 Hr Ending Wednesday Thursday Friday Saturday Sunday Monday Tuesday 1 ------2 - - - - 38.3 - - - 3 ------4 ------5 ------6 16.4 11.8 18.6 - - 22.2 10.4 - 7 27.0 25.0 28.6 24.9 17.7 18.0 - - 8 30.9 24.1 23.2 22.9 25.2 27.5 28.4 - 9 24.1 25.7 32.1 32.8 20.4 26.6 27.1 - 10 29.1 27.0 21.1 27.3 22.5 23.6 27.5 - 11 26.3 26.6 25.7 23.5 28.2 25.0 25.5 - 12 28.8 28.7 28.8 27.5 27.7 27.0 27.5 - 13 26.4 30.3 27.4 28.1 23.4 32.9 24.5 - 14 25.7 28.2 34.6 20.3 24.5 28.3 24.6 - 15 31.0 30.3 31.1 29.1 24.7 34.1 28.0 - 16 28.6 25.7 28.7 26.6 38.4 22.5 26.4 - 17 31.3 29.1 29.6 20.2 30.0 30.1 25.6 - 18 31.5 28.0 31.3 32.2 28.9 25.7 22.1 - 19 28.7 26.5 35.2 25.6 25.8 31.3 26.1 - 20 27.3 29.7 24.9 26.1 32.1 24.1 24.8 - 21 45.1 26.7 - 29.3 24.9 27.8 23.6 - 22 30.4 25.4 27.3 31.4 19.4 27.7 - - 23 31.5 - 30.4 - - 25.2 28.5 - 24 29.9 ------

10-12 27.7 28.2 27.3 24.1 28.0 26.2 26.4 - 14-16 29.5 28.4 29.9 28.7 29.3 23.4 26.9 - 0-24 28.1 27.2 28.9 26.8 26.4 26.6 26.2 -

Average 27.1

Channel 2 - Southbound 85th Percentile

17/05/2017 18/05/2017 19/05/2017 20/05/2017 21/05/2017 22/05/2017 23/05/2017 Hr Ending Wednesday Thursday Friday Saturday Sunday Monday Tuesday 1 ------2 ------3 ------4 ------5 ------6 - - - - - 26.0 - - 7 35.1 28.8 28.8 32.1 - 19.3 - - 8 41.4 29.4 31.1 25.9 34.7 34.9 34.0 - 9 31.2 27.9 41.3 42.8 21.9 34.7 33.3 - 10 37.3 32.1 23.0 34.8 31.0 31.4 33.7 - 11 35.1 28.9 28.9 29.0 33.6 29.8 33.5 - 12 34.1 32.7 40.2 28.8 33.5 32.7 35.5 - 13 31.8 32.6 35.0 34.8 29.0 41.3 26.9 - 14 34.3 36.3 43.4 29.9 28.5 30.4 35.1 - 15 42.1 37.7 37.7 31.2 34.8 - 36.9 - 16 34.1 32.9 33.7 - 40.6 30.5 36.9 - 17 37.1 34.1 34.6 25.6 35.5 35.4 32.8 - 18 36.5 33.5 41.9 37.1 33.6 30.2 25.0 - 19 33.4 32.3 41.5 31.0 28.9 37.2 34.1 - 20 35.1 30.9 30.2 31.0 34.8 32.6 35.0 - 21 - 28.1 - 37.9 - 37.0 31.9 - 22 33.0 27.9 - - - 34.1 - - 23 35.6 ------24 ------

10-12 36.5 31.9 34.2 29.4 34.1 31.5 35.3 - 14-16 39.1 35.7 37.3 31.0 37.0 34.2 37.1 - 0-24 37.0 33.0 36.6 34.6 35.2 34.8 34.0 -

85th %ile 35.1 Herriard ATC, Back Lane

Produced by Road Data Services Ltd.

Channel 2 - Southbound Speed Summary Week 1

17/05/2017 18/05/2017 19/05/2017 20/05/2017 21/05/2017 22/05/2017 23/05/2017 Speed (MPH) Wednesday Thursday Friday Saturday Sunday Monday Tuesday 0-20 22 13 21 19 18 32 44 21-35 71 69 61 51 42 71 92 36-50 20 9 16 7 11 11 14 51- 0 0 0 0 0 0 1

TOTAL 113 91 98 77 71 114 151

Speed Summary (MPH)

100%

90%

80%

70%

60%

50%

40%

30%

20%

10%

0% 17/05/2017 18/05/2017 19/05/2017 20/05/2017 21/05/2017 22/05/2017 23/05/2017

Date

0-20 21-35 36-50 51- Herriard ATC, Back Lane

Produced by Road Data Services Ltd.

Channel 2 - Southbound Vehicle Class Week 1

Classes Car / LGV / OGV1 / Bus OGV2 TOTAL Day / Time Caravan - 1 - 2,3,5,6,7,12 - 4,8,9,10,11,13 - 1-13 17/05/2017 7-19 75 21 0 96 6-22 87 22 0 109 6-24 90 22 0 112 0-24 91 22 0 113 18/05/2017 7-19 68 13 0 81 6-22 76 14 0 90 6-24 76 14 0 90 0-24 77 14 0 91 19/05/2017 7-19 73 15 0 88 6-22 79 17 0 96 6-24 80 17 0 97 0-24 81 17 0 98 20/05/2017 7-19 60 6 0 66 6-22 68 9 0 77 6-24 68 9 0 77 0-24 68 9 0 77 21/05/2017 7-19 57 8 0 65 6-22 61 9 0 70 6-24 61 9 0 70 0-24 61 10 0 71 22/05/2017 7-19 73 18 0 91 6-22 92 19 0 111 6-24 93 19 0 112 0-24 94 20 0 114 23/05/2017 7-19 115 23 0 138 6-22 124 25 0 149 6-24 125 25 0 150 0-24 126 25 0 151

Average 7-19 74 15 0 89 6-22 84 16 0 100 6-24 85 16 0 101 0-24 85 17 0 102

Total Vehicle Class Distribution

0% 16%

84% Back Lane, Herriard Transport Statement

Appendix 3

Manual for Streets 2007 Extracts

HTp/1718/TS/01/A Appendices

Manual for Streets

7.4.6 A street with a 20 mph limit is not the 7.5.3 The basic formula for calculating SSD same as a 20 mph zone. To create a 20 mph (in metres) is: zone, it is a legal requirement that traffic- SSD = vt + v2/2d calming measures are installed to ensure that where: low speeds are maintained throughout. In such =v speed (m/s) cases, the limit is signed only on entering the t= driver perception–reaction time zone, and no repeater signs are necessary. (seconds) d= deceleration (m/s 2) 7.4.7 Any speed limits below 30 mph, other than 20 mph limits or 20 mph zones, require 7.5.4 The desirable minimum SSDs used in individual consent from the Secretary of State the Design Manual for Roads and Bridges are for Transport. Designers should note that such based on a driver perception–reaction time of approval is unlikely to be given. 2 seconds and a deceleration rate of 2.45 m/s2 (equivalent to 0.25ge gwher is ac celeration due 7.4.8 A speed limit is not an indication of to gravity (9.81 m/s2 )). Design Bulletin 3217 the appropriate speed to drive at. It is the adopted these values. responsibility of drivers to travel within the speed limit at a speed suited to the conditions. 7.5.5 Drivers are normally able to stop However, for new streets, or where existing much more quickly than this in response to an streets are being modified, and the design speed emergency. The stopping distances given in the is below the speed limit, it will be necessary Highway Code assume a driver reaction time to include measures that reduce traffic of 0.67 seconds, and a deceleration rate speeds accordingly. of 6.57 m/s2.

7.4.9 Difficulties may be encountered where 7.5.6 While it is not appropriate to design a new development connects to an existing street geometry based on braking in an road. If the junction geometry cannot be made emergency, there is scope for using lower SSDs to conform to the requirements for prevailing than those used in Design Bulletin 32. This is traffic speeds, the installation of traffic-calming based upon the following: measures on the approach will allow the use of a lower design speed to be used for the new • a review of practice in other countries has junction. shown that Design Bulletin 32 values are 16 Highways Agency (1992) Design Manual for Roads much more conservative than those used and Bridges London: TSO. 7.5 Stopping sight distance elsewhere;18 17 Department of the Environment/Department • research which shows that the 90th of Transport (1977; 2nd 7.5.1 This section provides guidance on percentile reaction time for drivers edn 1992) Design Bulletin 32, Residential Roads stopping sight distances (SSDs) for streets where confronted with a side-road hazard in a and Footpaths - Layout 85th percentile speeds are up to 60 km/h. At driving simulator is 0.9 seconds (see TRL Considerations. London: 19 HMSO. speeds above this, the recommended SSDs in Report 332 ); 18 D.W. Harwood, D.B. the Design Manual for Roads and Bridges16 may • carriageway surfaces are normally able Fambro, B. Fishburn, H. Joubert, R. Lamm be more appropriate. to develop a skidding resistance of at and B. Psarianos. least 0.45g in wet weather conditions. (1995) International Sight Distance Design 7.5.2 The stopping sight distance (SSD) Deceleration rates of 0.25 g (the previously Practices, International is the distance within which drivers need to assumed value) are more typically Symposium on Highway Geometric be able to see ahead and stop from a given associated with snow-covered roads; and Design Practices, speed. It is calculated from the speed of Boston, Massachusetts Conference Proceedings. the vehicle, the time required for a driver to • of the sites studied in the preparation of Washington USA: identify a hazard and then begin to brake (the this manual, no relationship was found Transportation Research Board. perception–reaction time), and the vehicle’s between SSDs and casualties, regardless 19 Maycock G, Brocklebank rate of deceleration. For new streets, the design of whether the sites complied with Design P. and Hall, R. (1998) Road Layout Design speed is set by the designer. For existing streets, Bulletin 32 or not. Standards and Driver the 85th percentile wet-weather speed is used. BehaviourRL . T Report No. 332. Crowthorne: TRL

90 Manual for Streets Table 7.1 Derived SSDs for streets (figures rounded).

Speed Kilometres per 16 20 24 25 30 32 40 45 48 50 60 hour

Miles per hour 10 12 15 16 19 20 25 28 30 31 37

SSD (metres) 9 12 15 16 20 22 31 36 40 43 56

SSD adjusted for bonnet 11 14 17 18 23 25 33 39 43 45 59 length. See 7.6.4

Additional features will be needed to achieve low speeds

7.5.7 The SSD values used in MfS are based 7.6.2 Using plan views of proposed layouts, on a perception–reaction time of 1.5 seconds and checks for visibility in the horizontal plane a deceleration rate of 0.45g (4.41 m/s2). Table 7.1 ensure that views are not obscured by vertical uses these values to show the effect of speed obstructions. on SSD. 7.6.3 Checking visibility in the vertical 7.5.8 Below around 20 m, shorter SSDs plane is then carried out to ensure that views themselves will not achieve low vehicle speeds: in the horizontal plane are not compromised speed-reducing features will be needed. For by obstructions such as the crest of a hill, or a higher speed roads, i.e. with an 85th percentile bridge at a dip in the road ahead. It also takes speed over 60 km/h, it may be appropriate into account the variation in driver eye height to use longer SSDs, as set out in the Design and the height range of obstructions. Eye height Manual for Roads and Bridges. is assumed to range from 1.05 m (for car drivers) to 2 m (for lorry drivers). Drivers need to be 7.5.9 Gradients affect stopping distances. able to see obstructions 2 m high down to a The deceleration rate of 0.45g used to calculate point 600 mm above the carriageway. The latter the figures in Table 7.1 is for a level road. A 10% dimension is used to ensure small children can gradient will increase (or decrease) the rate by be seen (Fig. 7.17). around 0.1g. 7.6.4 The SSD figure relates to the position 7.6 Visibility requirements of the driver. However, the distance between the driver and the front of the vehicle is typically 7.6.1 Visibility should be checked at junctions up to 2.4 m, which is a significant proportion and along the street. Visibility is measured of shorter stopping distances. It is therefore horizontally and vertically. recommended that an allowance is made by adding 2.4 m to the SSD. 2000 max. 2000 max. 600 min. 1050 min. 1050

Typically 2400 Figure 7.17 Vertical visibility envelope.

Manual for Streets 91 Back Lane, Herriard Transport Statement

Appendix 4

Accident Records

HTp/1718/TS/01/A Appendices

Back Lane, Herriard Transport Statement

Appendix 5

Architect’s Proposed Site Layout Plan

HTp/1718/TS/01/A Appendices

06 H E R I A D 1:500 @A3 Proposed Site Plan

35a Brown Street, Salisbury, Wiltshire, SP1 2AS. Tel: 01722 410141 Email: [email protected] Back Lane, Herriard Transport Statement

Appendix 6

Proposed Access Arrangements

HTp/1718/TS/01/A Appendices

N Licence 100035409.

Proposed new SLOW markings with yellow bar markings.

D Updated architect layout 25/10/17 C Alternative road markings 27/06/17 B Updated architect layout 01/06/17 A Alteration to layering within plan 30/05/17

ISSUE REASON FOR REVISION DATE

1 New 6.0m wide shared surface access road (Including service strip)

Over-runnable shoulders Cottages R6m (3m radii) 2.4 x 54m Visibility Splay PROJECT: 5m 2.4 x 54m Visibility Splay LAND AT BACK LANE, HERRIARD

CLIENT: WINCHESTER HOUSING BACK LANE TRUST

PROJECT REFERENCE: DRAWING NUMBER: SCALE: 1718 01 1:500m @ A3 Vegetation to be cut back and maintained outside visibility Club splay GREEN (To be no more than 0.6m above carriageway)

HighgateTransportation 1 HOCKLEYS LANE

Corner TITLE:

Coopers 1 Cottage VISIBILITY SPLAYS AT SITE ACCESS SOUTHROPE AT BACK LANE

DATE: DRAWN BY: CHECKED:

2 25/05/17 FB DT Forge Cottage Back Lane, Herriard Transport Statement

Appendix 7

Swept Path Analysis – Service Vehicles

HTp/1718/TS/01/A Appendices

N 100056454.

Drawing based on Land Development Services topographical survey ref LDS/13795-TP1 dated October 2016, and The Relph Ross Partnerships Ltd site layout ref 3068/200/A dated 15th November 2017.

11.22

1.665 5.014 1.385 PLOT 8 Phoenix 2 Duo Recycler (P2-15W with Elite 6x4 chassis) Overall Length 11.220m PLOT 12Overall Width 2.530m B Updated architect's layout 20/11/17 Overall Body Height PLOT3.756m 10 A Updated architect's layout 26/10/17 Min Body Ground Clearance 0.309m PLOT 9 Track Width 2.530m ISSUE REASON FOR REVISION DATE Lock to lock time 4.00s Kerb to Kerb Turning Radius 11.550m

Phoenix 2 Duo Recycler (P2-15W with Elite 6x4 chassis) PROJECT: LAND AT BACK LANE, HERRIARD

PLOT 4 CLIENT: WINCHESTER HOUSING TRUST

PROJECT REFERENCE: DRAWING NUMBER: SCALE: 1718 TR02 1:250m @ A3

8.01

7.5t Box Van

1.21 4.25 Highgate

7.5t Box Van www.highgatetransportation.co.uk Overall Length 8.010m Overall Width 2.100m First Floor, 43-45 Park Street Overall Body Height 3.556m Bristol BS1 5NL Min Body Ground Clearance 0.351m 07973 375 937 / 07595 892 217 Track Width 2.064m Lock to lock time 4.00s © Highgate Transportation Limited Kerb to Kerb Turning Radius 7.400m TITLE: SWEPT PATH ANALYSIS - PLOT 8 CAR PARKING SPACES PLOT 12 PLOT 10 DATE: DRAWN BY: CHECKED: PLOT 9 01/06/17 FB DT Back Lane, Herriard Transport Statement

Appendix 8

Swept Path Analysis – Car Parking Spaces

HTp/1718/TS/01/A Appendices

N 100056454.

Drawing based on Land Development Services PLOT 1 topographical survey ref LDS/13795-TP1 dated October 2016, and The Relph Ross Partnerships Ltd site layout ref 3068/200/A dated 15th November 2017.

Standard Design Vehicle (SDV) 4.8

0.9 2.9

Standard Design Vehicle (SDV) Overall Length 4.800m Standard Design Vehicle (SDV) Overall Width 2.000m Overall Body Height 1.950m Min Body Ground Clearance 0.100m Track Width 2.000m Lock to lock time 4.00s Standard Design Vehicle (SDV) Wall to Wall Turning Radius 6.000m

B Updated architect's layout 20/11/17 A Updated architect's layout 26/10/17

ISSUE REASON FOR REVISION DATE Standard Design Vehicle (SDV) PLOT 12

PROJECT: PLOT 4 LAND AT BACK LANE, HERRIARD

CLIENT: WINCHESTER HOUSING TRUST

PROJECT REFERENCE: DRAWING NUMBER: SCALE: PLOT 8 1718 TR03 1:250m @ A3

Standard Design Vehicle (SDV)

Standard Design Vehicle (SDV) Standard Design Vehicle (SDV) Highgate Standard Design Vehicle (SDV) www.highgatetransportation.co.uk First Floor, 43-45 Park Street Bristol BS1 5NL PLOT 8 07973 375 937 / 07595 892 217 © Highgate Transportation Limited

TITLE: PLOT 9 SWEPT PATH ANALYSIS - CAR PARKING SPACES

DATE: DRAWN BY: CHECKED: 01/06/17 FB DT PLOT 7 PLOT 6 PLOT 10 PLOT 9